What to do?
At RPM settings below 2000 RPM the old mechanical RPM gauge I've got SEEMS to be reading accurately but above that the needle goes hay wire and reads over 3200 RPM in the cruise and even higher when climbing!
To get to and from the last air show I had to use the old Mark I ears and the ASI to ploder along. At the show I took out the RPM gauge with the intention of replacing it with a friends borrowed one but found that the problem is not the gauge but the cable. The little elogated box like connecting tab on the RPM cable that plugs into the RPM is almost snapped through. Frankly its a wonder that the RPM gauge shows any readings the state that little tab is in.
Have to get it fixed or replaced and in thinking about alternatives have just opened a can of worms. To whit, which of the following RPM gauge alternatives would you recommend?
1 - (maybe$200?) just buy a new RPM cable and keep it simple (if so any reccomendations on where's the best place to one)?
2 - ($529) Upgrade the RPM gauge to an electronic one like EII's Primary Replacement RPM instrument? (http://www.buy-ei.com/R-1.htm)
3 - ($1648) Realize that its worth coughing up for a comprehensive engine monitoring system like EI's old UBG-16 (http://www.buy-ei.com/UBG-16_Bar_Graph_Engine_Analzyer.htm)
4 - ($4,995) Go the whole hog for the latest high tech engine monitoring system like EI's new MVP-50? (http://www.buy-ei.com/EI_MVP-50_Glass_Panel_Engine_Monitor_Display.htm)
5 - ($2,300 ) Go the experimental route and get something like Dyon Avionic's Engine Monitoring system EMS D-10 (http://www.dynonavionics.com/docs/D10_intro.html)
The mechanic seems to be fine with adding un-STCed instruments (that can be quickly removed before annuals) as long as the old broken RPM gauge remains to please the paper pushers none of whom have the first idea about aircraft let alone taildraggers.
Anyway need to fix and its a pain in the *rse to do here in Japan. What kind of drives me nuts is how there's a world of new electronic gear developend and installed in hundreds of (experimental) aircraft, yet we still have to relie on decades old mechanical gauges certified in the days of the dinosaurs. Its ok for us pilots to bring in GPS's for navigation but its not ok for us to bring in computers for engine montioring always strikes me as foolish. We all know how pathetic Cub fuel gauges are and I wonder if getting a complete monitoring system with a fuel option isn't maybe a safer bet.
As far as I can see it engine monitoring systems may:
prevent disaster by warning of a little problem before it becomes a big one;
add maintance by helping pinpoint problems;
provide the most accurate fuel management system,
allow for the most economical leaning techniques.
Am loving the Cub and am planning on keeping her for as long as I can so the image of slowly making her the ultimate I can is as appealing as it is expensive. On the other hand the idea of keeping her simple is mighty appealing as well and a whole lot cheaper. Hmmmmm.
At RPM settings below 2000 RPM the old mechanical RPM gauge I've got SEEMS to be reading accurately but above that the needle goes hay wire and reads over 3200 RPM in the cruise and even higher when climbing!
To get to and from the last air show I had to use the old Mark I ears and the ASI to ploder along. At the show I took out the RPM gauge with the intention of replacing it with a friends borrowed one but found that the problem is not the gauge but the cable. The little elogated box like connecting tab on the RPM cable that plugs into the RPM is almost snapped through. Frankly its a wonder that the RPM gauge shows any readings the state that little tab is in.
Have to get it fixed or replaced and in thinking about alternatives have just opened a can of worms. To whit, which of the following RPM gauge alternatives would you recommend?
1 - (maybe$200?) just buy a new RPM cable and keep it simple (if so any reccomendations on where's the best place to one)?
2 - ($529) Upgrade the RPM gauge to an electronic one like EII's Primary Replacement RPM instrument? (http://www.buy-ei.com/R-1.htm)
3 - ($1648) Realize that its worth coughing up for a comprehensive engine monitoring system like EI's old UBG-16 (http://www.buy-ei.com/UBG-16_Bar_Graph_Engine_Analzyer.htm)
4 - ($4,995) Go the whole hog for the latest high tech engine monitoring system like EI's new MVP-50? (http://www.buy-ei.com/EI_MVP-50_Glass_Panel_Engine_Monitor_Display.htm)
5 - ($2,300 ) Go the experimental route and get something like Dyon Avionic's Engine Monitoring system EMS D-10 (http://www.dynonavionics.com/docs/D10_intro.html)
The mechanic seems to be fine with adding un-STCed instruments (that can be quickly removed before annuals) as long as the old broken RPM gauge remains to please the paper pushers none of whom have the first idea about aircraft let alone taildraggers.
Anyway need to fix and its a pain in the *rse to do here in Japan. What kind of drives me nuts is how there's a world of new electronic gear developend and installed in hundreds of (experimental) aircraft, yet we still have to relie on decades old mechanical gauges certified in the days of the dinosaurs. Its ok for us pilots to bring in GPS's for navigation but its not ok for us to bring in computers for engine montioring always strikes me as foolish. We all know how pathetic Cub fuel gauges are and I wonder if getting a complete monitoring system with a fuel option isn't maybe a safer bet.
As far as I can see it engine monitoring systems may:
prevent disaster by warning of a little problem before it becomes a big one;
add maintance by helping pinpoint problems;
provide the most accurate fuel management system,
allow for the most economical leaning techniques.
Am loving the Cub and am planning on keeping her for as long as I can so the image of slowly making her the ultimate I can is as appealing as it is expensive. On the other hand the idea of keeping her simple is mighty appealing as well and a whole lot cheaper. Hmmmmm.
