I am really enjoying this IRL aviation videos, you are doing well with them, and I am feeling a little jaded with the flight sim world and some of its community lately... so its a nice change that is very welcome. Cool stuff, keep it coming Central!
Excellent video, thanks for sharing... I have always loved the Baby Beeches.... The C23 was the first plane I soloed in, I currently have a 1979 C24R Sierra
You’ll get endurance regardless of the GPS as all the 275 needs is fuel flow and fuel quantity. Looks as if you’ve decided not to display EGT/CHT graphically on the main page…I think there was a software update for that.
Thank you for the video. I’m curious though, is your GI 275 directly powered by the battery bus or the avionics bus? The video indicates that you started the engine with the avionics bus powered.
Great video!! I wouldn’t be worried about your oil pressure at idle. However, I would be worried about CHT’s in the 450 range. 😬 What does your baffling look like? Thanks for sharing!
I asked my A&P about it, and he said not to worry unless they are getting into the 470 range. He did suggest calking (with heat rated sealant) around the gaps in the baffles if I was really concerned with it. Apparently the 0-360s cylinders are rated to take 500°F for 10 mins without taking damage. Would absolutly be a concern on one of the larger Continentals, but not so on the Lycomings.
Good vid. I have a G3X and so currently pondering whether to just buy the GEA24 and run the EIS into he G3X, or get a standalone unit like this -- any thoughts on that one now that you have the standalone. My guess is the G3X EIS page will be much less money when it's all said and done. Thoughts?
Is your plane certified or experimental? If you believe that you will be comfortable running your EIS info through the G3X without things getting too cluttered; that would likely be the way to go. I am actually considering a certified G3X as a potential future panel upgrade to replace some of the primary instruments, get HSI functionality for my 375, and for ADAHARS. I'd genuinely love to hear your experience with the G3X so far?
@@iflycentral That one is experimental. I like the G3X. It's super user friendly and wonderfully integrated. My only concern was whether I wanted the EIS to be more full time prominently displayed as opposed to in the rear pages. The G3X is definitely worth adding though if you are considering.
It is surprisingly easy to read despite fitting neatly into a standard round instrument slot. Screen is very clear, and crisp, and I can read it easily from a normal flying position even in sunlight. I can not speak as to how it might look to a pilot that uses glasses, as my near vision is prefect. I also do not wear polarized sunglasses; so I don't know if it would work with polarized lenses. Works fine with my nonpolarized sunglasses though.
Per my mechanic: Lycoming says the engine can handle a maximum CHT of 500 for 10 mins without damage. So the mid 400s for climb out isn't a problem. Would be a totally different story for a continental.
@@iflycentral Thanks for the video! Normally temps in the 400s aren’t good even on a hot day. But I guess with an O-360 180HP that extra 20HP bump from the O-320 makes it run hotter + it’s carbureted so it’s normal. For reference’s sake I have an IO-360 200HP and even on the hottest day I get around 330F on all 4 cylinders in cruise ~2,500’. Can easily hit 290F up at 10,000’. Do you cruise climb? If I had this I’d be cruise climbing as soon as I’m at 1000’AGL at around 90 knots for better cooling. The cooler your engine the longer it’ll last, maybe even past TBO if you treat it right. Thanks again for the awesome video!
Игры
I cant thank you enough for such a fascinating video.
Keep them coming! Enjoying these.
I am happy you are enjoying them. Thanks.
Good demonstration; useful tool with loads of important information in one (1) place, keep those upgrades coming!
Indeed. I think for next year I want to look at paint, and possibly a VG STC.
I am really enjoying this IRL aviation videos, you are doing well with them, and I am feeling a little jaded with the flight sim world and some of its community lately... so its a nice change that is very welcome.
Cool stuff, keep it coming Central!
Thanks. I'll keep them coming as best I can. Thanks for watching, and supporting the channel. : )
Nice Central you living the LIFE MAN! Congrats
Thanks man. : )
Excellent video, thanks for sharing... I have always loved the Baby Beeches.... The C23 was the first plane I soloed in, I currently have a 1979 C24R Sierra
Thank you. Very informative
You're welcome.
I'm struck at how the Garmin's screen was devoid of glare/reflection in comparison to the other instruments. Enjoyed your video, thanks!
The screen itself has a satin like surface (best way i can describe it), and that no doubt is what cuts down on the reflections.
O lawd that stache 😍🤩 Never knew Central sported one. Should have guessed it. With the stache comes exceptional flying abilities 😁👍
Too bad the lighting was crap in my hanger. You did not get to see it in it's full glory. :P
@@iflycentral Well, when's the next hangar shot coming? 😉 C'mon then...don't keep us waiting 😋
Good stuff, very informative! Consider displaying the EGT page during mag checks. Oh, the new software update has an improved main display.
Interesting suggestion. I will give that a try next opertunity I get. Thanks.
You’ll get endurance regardless of the GPS as all the 275 needs is fuel flow and fuel quantity. Looks as if you’ve decided not to display EGT/CHT graphically on the main page…I think there was a software update for that.
Thank you for the video. I’m curious though, is your GI 275 directly powered by the battery bus or the avionics bus? The video indicates that you started the engine with the avionics bus powered.
Battery bus. As it is a primary engine instrument; it is required to have power even if the avionics bus is off.
Great video!! I wouldn’t be worried about your oil pressure at idle. However, I would be worried about CHT’s in the 450 range. 😬 What does your baffling look like? Thanks for sharing!
I asked my A&P about it, and he said not to worry unless they are getting into the 470 range. He did suggest calking (with heat rated sealant) around the gaps in the baffles if I was really concerned with it.
Apparently the 0-360s cylinders are rated to take 500°F for 10 mins without taking damage.
Would absolutly be a concern on one of the larger Continentals, but not so on the Lycomings.
Good vid. I have a G3X and so currently pondering whether to just buy the GEA24 and run the EIS into he G3X, or get a standalone unit like this -- any thoughts on that one now that you have the standalone. My guess is the G3X EIS page will be much less money when it's all said and done. Thoughts?
Is your plane certified or experimental? If you believe that you will be comfortable running your EIS info through the G3X without things getting too cluttered; that would likely be the way to go.
I am actually considering a certified G3X as a potential future panel upgrade to replace some of the primary instruments, get HSI functionality for my 375, and for ADAHARS.
I'd genuinely love to hear your experience with the G3X so far?
@@iflycentral That one is experimental. I like the G3X. It's super user friendly and wonderfully integrated. My only concern was whether I wanted the EIS to be more full time prominently displayed as opposed to in the rear pages. The G3X is definitely worth adding though if you are considering.
Nice
Yeah. So far so good.
Just wondering if you might share (here or privately) how much you paid for installation costs on this unit please?
A lot. Unit was around 8-9k ish as I recall, and I paid almost that again for the install.
Reminds me of my long ago. Are you looking to go into an aviation career?
I would like to eventually. Would love to get into AG flying at some point.
Is It usable or Is it too small?
It is surprisingly easy to read despite fitting neatly into a standard round instrument slot. Screen is very clear, and crisp, and I can read it easily from a normal flying position even in sunlight. I can not speak as to how it might look to a pilot that uses glasses, as my near vision is prefect. I also do not wear polarized sunglasses; so I don't know if it would work with polarized lenses. Works fine with my nonpolarized sunglasses though.
@@iflycentral thanks
Uh what are you doing your CHT's should be < 400 preferably < 380 you are baking your cylinders.
Per my mechanic: Lycoming says the engine can handle a maximum CHT of 500 for 10 mins without damage. So the mid 400s for climb out isn't a problem.
Would be a totally different story for a continental.
@@iflycentral Thanks for the video! Normally temps in the 400s aren’t good even on a hot day. But I guess with an O-360 180HP that extra 20HP bump from the O-320 makes it run hotter + it’s carbureted so it’s normal. For reference’s sake I have an IO-360 200HP and even on the hottest day I get around 330F on all 4 cylinders in cruise ~2,500’. Can easily hit 290F up at 10,000’.
Do you cruise climb? If I had this I’d be cruise climbing as soon as I’m at 1000’AGL at around 90 knots for better cooling. The cooler your engine the longer it’ll last, maybe even past TBO if you treat it right. Thanks again for the awesome video!