Could someone bring me up to speed on what is happening with engine monitoring in these planes. I’ve got a JPI in my 260SE and can’t imagine flying without one anymore. For a few hundred dollars you have a very complete understanding of what is going on under the hood. Like having your own personal Scotty from Star Trek. All I remember from the SR-20’s is that single probe EGT, which in a plane of this sophistication seems archaic. Not just in terms of leaning, but in terms of safety. It would really stink to pull the chute in a nice new SR-22, if having a $600 unit could have told you you’d been having engine trouble the last 40 minutes and should land.
Where are they on all this ARNAV, engine moitoring stuff? Think I might have missed something.
Dean
I asked the same question of Ian Bentley at CD last week. Here is his e-mail reply:
Hi George:
OK, let’s take in order!
Engine/fuel monitoring is really a supplier issue for us - when ARNAV
deliver to us we’ll add everything needed to support it to the airplane. I’m
as frustrated as anyone by how long this is taking them. I do have some
insight that it may move along quicker but I really can’t make any promises.
Could someone bring me up to speed on what is happening with engine monitoring in these planes. I’ve got a JPI in my 260SE and can’t imagine flying without one anymore. For a few hundred dollars you have a very complete understanding of what is going on under the hood. Like having your own personal Scotty from Star Trek. All I remember from the SR-20’s is that single probe EGT, which in a plane of this sophistication seems archaic. Not just in terms of leaning, but in terms of safety. It would really stink to pull the chute in a nice new SR-22, if having a $600 unit could have told you you’d been having engine trouble the last 40 minutes and should land.
Where are they on all this ARNAV, engine moitoring stuff? Think I might have missed something.
Dean
Because of the tuned intake and exhaust there should be little difference between the richest and leanest cylinders on the SR20 so there is little need for such monitoring (this is also why there are no GAMI injectors available for this engine),though I would prefer to have it.
I plan to save what it would cost for either the JPI or ARNAV system to go eventually toward either a FADEC system (CD has one to install on an IO550 at this time) or a replacement deisel engine.
If they develop as forecast the deisel (all aircraft deisels will be turbocharged) will cost the same or possibly less than adding FADEC and turbocharging to an existing aircraft not even counting what you would get for the removed engine.
Could someone bring me up to speed on what is happening with engine monitoring in these planes. I’ve got a JPI in my 260SE and can’t imagine flying without one anymore. For a few hundred dollars you have a very complete understanding of what is going on under the hood. Like having your own personal Scotty from Star Trek. All I remember from the SR-20’s is that single probe EGT, which in a plane of this sophistication seems archaic. Not just in terms of leaning, but in terms of safety. It would really stink to pull the chute in a nice new SR-22, if having a $600 unit could have told you you’d been having engine trouble the last 40 minutes and should land.
Where are they on all this ARNAV, engine moitoring stuff? Think I might have missed something.
Dean
Could someone bring me up to speed on what is happening with engine monitoring in these planes. I’ve got a JPI in my 260SE and can’t imagine flying without one anymore. For a few hundred dollars you have a very complete understanding of what is going on under the hood. Like having your own personal Scotty from Star Trek. All I remember from the SR-20’s is that single probe EGT, which in a plane of this sophistication seems archaic. Not just in terms of leaning, but in terms of safety. It would really stink to pull the chute in a nice new SR-22, if having a $600 unit could have told you you’d been having engine trouble the last 40 minutes and should land.
Where are they on all this ARNAV, engine moitoring stuff? Think I might have missed something.
Dean
I have installed a JPI 800 in #37 and it works wonderfully. Why wait for ARNAV.
Doug, You are probably correct about this, but the folks at GAMI do intend to add the IO550N to their STC list “soon”. Per an exchange of emails, I understood GAMI’s thinking to be that a tuned induction engine would probably show less benefit from additon of GAMIjectors, but that there was still enough room for improvement to make use of GAMIjectors desirable [of course, they’re in the business to sell them!].
Because of the tuned intake and exhaust there should be little difference between the richest and leanest cylinders on the SR20 so there is little need for such monitoring (this is also why there are no GAMI injectors available for this engine),though I would prefer to have it.
I plan to save what it would cost for either the JPI or ARNAV system to go eventually toward either a FADEC system (CD has one to install on an IO550 at this time) or a replacement deisel engine.
If they develop as forecast the deisel (all aircraft deisels will be turbocharged) will cost the same or possibly less than adding FADEC and turbocharging to an existing aircraft not even counting what you would get for the removed engine.
Could someone bring me up to speed on what is happening with engine monitoring in these planes. I’ve got a JPI in my 260SE and can’t imagine flying without one anymore. For a few hundred dollars you have a very complete understanding of what is going on under the hood. Like having your own personal Scotty from Star Trek. All I remember from the SR-20’s is that single probe EGT, which in a plane of this sophistication seems archaic. Not just in terms of leaning, but in terms of safety. It would really stink to pull the chute in a nice new SR-22, if having a $600 unit could have told you you’d been having engine trouble the last 40 minutes and should land.
Where are they on all this ARNAV, engine moitoring stuff? Think I might have missed something.
Dean
The GAMI website includes the SR20’s IO-360-ES engine in its STC list (see http://www.gami.com/gamimodellist.html).
Because of the tuned intake and exhaust there should be little difference between the richest and leanest cylinders on the SR20 so there is little need for such monitoring (this is also why there are no GAMI injectors available for this engine),though I would prefer to have it.
Doug, You are probably correct about this, but the folks at GAMI do intend to add the IO550N to their STC list “soon”. Per an exchange of emails, I understood GAMI’s thinking to be that a tuned induction engine would probably show less benefit from additon of GAMIjectors, but that there was still enough room for improvement to make use of GAMIjectors desirable [of course, they’re in the business to sell them!].
Just a note in passing on GAMI injectors: They have to be treated with care at annual time. The A&P should have a modicum of knowledge about them as far as cleaning and handling is concerned. I had a set on an IO470N engine once. The EGT was within 20 degrees until after an annual at which point the spread was 150 plus degrees. I think the mechanic who finally fixed them told me that there is a screen at the injector that if handled roughly (like rattling around in cleaning solution in a jar) can damage them and disrupt flow. At any rate, for what ever the cause or solution was, the principle holds that they must be handled by someone who knows about them.
Regards M.Myers
Because of the tuned intake and exhaust there should be little difference between the richest and leanest cylinders on the SR20 so there is little need for such monitoring (this is also why there are no GAMI injectors available for this engine),though I would prefer to have it.
I plan to save what it would cost for either the JPI or ARNAV system to go eventually toward either a FADEC system (CD has one to install on an IO550 at this time) or a replacement deisel engine.
If they develop as forecast the deisel (all aircraft deisels will be turbocharged) will cost the same or possibly less than adding FADEC and turbocharging to an existing aircraft not even counting what you would get for the removed engine.
Could someone bring me up to speed on what is happening with engine monitoring in these planes. I’ve got a JPI in my 260SE and can’t imagine flying without one anymore. For a few hundred dollars you have a very complete understanding of what is going on under the hood. Like having your own personal Scotty from Star Trek. All I remember from the SR-20’s is that single probe EGT, which in a plane of this sophistication seems archaic. Not just in terms of leaning, but in terms of safety. It would really stink to pull the chute in a nice new SR-22, if having a $600 unit could have told you you’d been having engine trouble the last 40 minutes and should land.
Where are they on all this ARNAV, engine moitoring stuff? Think I might have missed something.
Dean
I have installed a JPI 800 in #37 and it works wonderfully. Why wait for ARNAV.
Could you provide some more details, such as cost to install, location of the display, etc? When you run your engine at a particular power setting according to the JPI, how does it compare with what the EGT and fuel flow gauges are saying? In other words, are the latter anywhere close to being reliable indicators of what’s going on?
Like Dean I have an EDM 700 in my 260se and I wouldn’t fly a fuel-injected engine without it.
Thanks!