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I was planning on blogging every day in April. Ha. I got busy and went to the MAPA convention and got delayed (again) until I could fly the plane back and I've just been busy. I should stop promising to do that.
Anyway, the airplane is physically flyable, annualed (so it's legal to fly) and back home. Yay! Here are a few photos of the gauges while flying back the last leg from Bowling Green.
Here's the stock 6-pack engine cluster.
The upper right gauge, the old
ammeter, has been replaced by a new digital one (see next photo) and
so it's marked INOPerative. The important thing here is the bottom
three gauges are all firmly in the green (actually, the cylinder head
temp, the lower right one, is basically below; this plane cools
superbly well at cruise).
And here's upper-right side of the instrument panel:
In the lower left is the stock manifold pressure gauge and fuel
pressure gauge. In the upper left is the new Horizon Tachometer. I
really like how it looks and how it works. The area in the center was
a blank panel up to this winter's annual. The orange engine meter
(bar graph thing in the center) was all the way over on the right
where the blank round panel now is. I moved it closer so it's easy
for the pilot to see it and get at the switches. The third meter, the
one with the single switch right below it, is my new
volmeter/ammeter. I got it because the stock ammeter just didn't read
very well.
The area in the center that's shinier black is a panel that I fabricated. The engine monitor is an older electronics piece, so it's fairly long and kind of heavy. THe extra screws that you see in the panel are attaching reinforcing rails to the back of the panel. Two of the breakers are for the new instruments. The third is for the engine monitor; it had been protected with an in-line fuse from the avioincs panel, but I wanted it on all the time, so I instead put a breaker and now it's powered from the main bus. And in the upper right is the control/sense plane for the new ELT (emergency locator transmitter).