Exciting day for you today!

What did you decide on the engine parameters for the monitor? And what was your logic?

On my JPI 830, the out of norm alarm settings sure get my attention. Large, red flashing numbers with the guilty parameter singled out. I can't even see some of the original gauges, bottom left of the panel, without leaning forward and peering over the yoke. Enormous improv,met thanks to modern technology. The "scan" essentially becomes a "stare" it's all right there in front of you.

Very nice panel, Todd, well thought out!

OIL Pressure 60-90 normal 100 Redline
OIL TEMP 160-225 Normal 245 Redline
CHT TEMP 180-400 Normal 435 Redline (Lycoming says 500!)
Fuel Pressure 12-18 Caution 18-45 Normal

Fix that fuel pressure & sounds like you're good to go, Todd! Any idea of what it is; a pump maybe?

Looks good.

Didn't know the CHT's ran that much higher on the Lycomings.
I assume you will get alarms at both ends of the spectrum on all of these, right? Low or high?

The fuel pressure is good now. I put a cooling shroud on the mechanical pump and clean both filters. In cruise on a hot day fuel pressure may drop to 16 PSI and turning on the electric pump takes it right up to 26 PSI. Lycoming states that 14 PSI will deliver 32 GPH, so I used 12 as an absolute minimum. The fuel pump comes on for all takeoffs and landings and high altitude cruise when needed. The fuel system is quite a bit different in a Lycoming vs a Continental in the way it delivers fuel.

Luc - yes, they seem to allow higher temps, but I am not buying it. They claim 160 to 435 is normal operating range with 500 as redline. I made 160-400 normal with 435 as a redline. The highest temps I have seen so far is in climb around 380 degrees coming back from Florida on a 85 degree day at gross weight. That was using 1275 EGT as a climb mixture and 140 knots indicated climb. In the winter the temps rarely get over 350 or so.

beautiful job......
Well done.

Those things just look fast.

Thanks Mike. The only thing I can take credit for is the design of the paint job and the selection and layout of the avionics. The majority of what you see is 10 years of hard work by the builder, 2 weeks of paintwork, and 350 hours of avionics installer expertise. I just wrote the checks

I meant room in terms of having the wires all loomed up, adding the four extra wires needed now prevents redoing it later, that's all

sounds like you're well past that part, so it will be a future addition for you anyways if you chose to

I'm not sure what you are asking. I will not be changing frequencies through the G3x. In fact, I opted not to have the built-in audio panel in the G3x control the comms. I have heard too many horror stories about the GTN-750 problems with this. This is also why I went with a #2 independent comm instead of a remote unit. I wanted the ability to talk regardless of my screen working.

so when you touch an airport on your MFD and it shows the airport info, you can touch the frequency and it will send it over to the GTN, for example, essentially now the G3X will have a serial communication bus to the GTN series, which will have future additions in software releases

i did not do remote audio panel for same reason, so i understand the concern

thread on it here:

http://www.vansairforce.com/community/s ... p?t=122456

Ah, got it. Yes, they have done this. Thanks!

New prop is on and avionics installed. Went out to start the engine and the bendix will not engage. Cannot finish avionics calibration or autopilot calibration until the engine starts.

Prop looks huge!!!
Cool!

I am sure that will be solved in short order. Can't wait to see a video of it running with the new prop. Hope you get your 10Kts or so with it.

BRM