Electronics International UBG-16
Electronics International (EI) has shaken up the engine analyzer market with the introduction of its UBG-16. UBG stands for Ultimate Bar Graph, and the 16 denotes the number of channels of information that the instrument can display.
Like most modern engine analyzers, the UBG-16 does much more than provide a graphical depiction of exhaust gas temperature (EGT) and cylinder head temperature (CHT). This unit can also be set up to keep track of turbine inlet temperature (TIT), carburetor temperature, cowl temperature, fuel flow, oil pressure, oil temperature, gyro suction, rpm, bus voltage, amps, fuel pressure, and manifold pressure. What's even better is that the system will alert you if any of these parameters falls outside of pre-programmed limits. For example, if your alternator quits, the UBG-16 will provide an aural and/or visual alert to the pilot warning that bus voltage has fallen below the minimum limit. Instead of finding out when ATC can no longer hear your radio transmissions or the panel goes dark, the UBG-16 can provide you with enough warning to get on the ground or find VFR conditions before things go further downhill. By March, EI expects the UBG-16 to have a data-logging function to allow you to download engine parameters for maintenance purposes. For now, the instrument can only provide data in real time through an RS-232 port.
Buyers of the UBG-16 start with the basic instrument setup for EGT and CHT. List price for a basic four-cylinder setup is $1,667, while a six-cylinder instrument is around $1,900. EI says street prices will be about 12 percent lower than those figures. From there, the buyer can begin adding the extra modules. Price for the fuel-flow module is $395. All other modules are $195 each. If you're feeling strapped for cash, the UBG's building-block approach allows you to add a new module whenever you like — at subsequent annual inspections, for example.
We oversaw the installation of a UBG-16 in a Cessna 172M Skyhawk. Since the 172's Lycoming O-320 has only four cylinders, only eight channels were used for the EGT and CHT for each cylinder. The other eight channels were used for fuel flow; oil, outside-air, and carburetor temperatures; oil and gyro pressures; bus voltage; and amps. Oil temperature and pressure, OAT, and amps were already indicated on gauges in the cockpit. However, in this airplane they are on the far right side of the panel and largely out of the pilot's view. Besides, the original gauges don't provide an instant warning that one of the parameters has been exceeded.
Bob Hudson of Safe Flight at the Bay Bridge Airport in Stevensville, Maryland, spent about 10 hours installing the system in the 172. Since this airplane was already equipped with an engine monitor, installation time was reduced by about five hours. Hudson stated that the installation was pretty straightforward but required judicious reading of the installation manual to install and program the unit. A three-quarter-inch hole was cut into the firewall to pass the myriad wires from the engine compartment to the panel. No fuel or oil lines penetrate the firewall to give the UBG its readings. Transducers for the modules, such as oil and gyro pressure and volts and amps, were mounted on the cabin side of the firewall. These units convert their respective readings to an electronic signal that the UBG can understand. Hudson said EI's tech support was admirable and helped him to discover the only hitch in the install — a swapped pin in the voltage module connector that occurred at the factory.
With engine monitors, we find their graphical depiction great for quick-picture engine-health diagnosis, such as when you are barreling down the runway on takeoff. For leaning, it's best to watch the digital readout of EGT — rather than the bars — for more precise information. Leaning is easy, and the UBG-16's 1-degree resolution makes it quite precise. In the Lean mode, the UBG automatically determines which cylinder is the first to peak and tells you at exactly what temperature it peaked, providing a reference for fine-tuning the mixture. This feature is extremely handy with carbureted engines, where no one cylinder seems to peak first consistently.
There is also a feature that displays the temperature in reference to peak such as "Peak-50," which works on both the lean side and the rich side. If during the leaning process one cylinder's EGT momentarily dips, the UBG-16's false-peak detection will not automatically assume that the cylinder has reached its peak. Nudge the mixture back a little more and the UBG-16 goes right back into the Lean mode looking for the true peak. For those interested in running on the lean side of peak, the UBG-16 offers the ability to tell you when each cylinder has peaked by flashing the cylinder number of the corresponding bar. This will assure the user that all cylinders are on the lean side, instead of some still holding strong at or slightly rich of peak.
Custom tailoring of the unit to your airplane is easy. All high/low parameters can be programmed right on the instrument's face. Go to the Limitations section of your airplane's pilot's operating handbook to determine the normal operating range of the various temperatures and pressures that the UBG-16 can track. In the 172, we set a low alarm for the carburetor temperature at 35 degrees Fahrenheit to provide warning that carb ice could become a factor in the presence of humidity. Likewise, a low alarm on the OAT could be set at 32 degrees F to remind the pilot to turn on the pitot heat. In other words, the possibilities are too numerous to explain in such limited space.
The one feature that the UBG-16 lacks when compared to JP Instruments' top-of-the-line engine monitor is a built-in fuel computer that interfaces with the airplane's GPS or loran unit. EI buyers aren't left in the dark, though. The company offers the FP-5, a separate instrument that interfaces with the GPS to provide a number of fuel-computing functions. EI offers the two instruments at a package price to compete with JPI's EDM-700.
The UBG-16 provides a pilot with a precise look inside the engine and its many associated systems. Installed in a simple airplane such as a Cessna 172 or Piper Cherokee, the UBG-16 brings capability, redundancy, and — most important — peace of mind. For more information, contact Electronics International Inc., 2092 N.W. Aloclek #523, Hillsboro, Oregon 97124; telephone 503/439-8484; or visit the Web site ( www.buy-ei.com). — Peter A. Bedell
Owners of piston-powered Beech, Cessna, Mooney, and Piper airplanes can keep the bellies of their airplanes clean with the new Model 300 air-oil separator from M-20 Turbos Inc., of Boca Raton, Florida. The cylindrical device is two inches in diameter and 5 inches long and does not need mounting brackets. The 5.5-ounce air-oil separator mounts in the breather line with simple clamps. Oil vapor suspended in the breather is condensed and delivered back to the sump via gravity while the air is filtered and sent out the breather. The Model 300 lists for $159. For more information, call M-20 Turbos at 561/995-9800, or visit the Web site ( www.m-20turbos.com). — PAB
Garmin has introduced the GNC 420 and GPS 400, both of which utilize the same chassis and color display as the popular GNS 430. While the 430 combines a VHF navcom, IFR GPS, and a color moving map, the GNC 420 is an approach-approved GPS with a com radio and moving map. The GPS 400 offers a stand-alone approach-approved GPS with moving map. List price for the GNC 420 is $7,995, while the GPS 400 is $6,795. For more information, contact Garmin at 913/397-8200, or visit the Web site ( www.garmin.com). — PAB
Briefly Noted
The magnetic compass' beauty is its simplicity. Yet with that simplicity come flaws such as lead and lag, fluid leakage, and the tendency to be a worthless reference in turbulence. SIRS Navigation has introduced the Pegasus compass, which features many improvements, thanks to new materials. Silicone fluid is used to dampen compass card movement, rather than kerosene or other flammable fluids used in "whiskey compasses." Silicone seals, which reduce the chance of leakage, contain the nonflammable fluid. Pegasus uses a four-magnet design instead of two — which, says the company, makes Pegasus more accurate and easier to calibrate. Finally, SIRS claims that Pegasus is 60-percent lighter than current compasses, thanks to modern materials and manufacturing techniques. Lighted versions are available in six-, 12-, and 28-volt configurations for $179. Unlit compasses are $159. For more information, contact SIRS at 310/325-3422, or see the Web site ( www.sirsproducts.com). — PAB
Cellular telephones have made calling for an ATC clearance on the ground from the cockpit a real convenience. IFR pilots with cellular phones aren't seen dashing across the ramp, hustling to get from the pay phone to the airplane in order to get airborne before the clearance's void time. There is also a distinct safety advantage for pilots with cellular phones; the possibility of telephoning ATC in the event of a VHF communications failure is a real asset. But what number are you going to call if the radios go dead? If your copy of AOPA's Airport Directory is still nicely tucked away on your desk instead of in your flight bag, you could use The Cellular Pilot, a shirt pocket-sized directory with phone numbers for ATC, AWOS, ATIS, FBOs, flight service, airport managers, avionics shops, maintenance facilities, and U.S. and Canadian customs. Simply look up the airport in question, and all of the phone numbers for on-site facilities, as well as the nearest approach or air route traffic control center, are listed. The Cellular Pilot is available for $16.95 by calling Sporty's Pilot Shop at 800/SPORTYS or 513/735-9000. — PAB
Global Navigation Services of Eugene, Oregon, now offers multimedia GPS training aids for flight instructors and users of Honeywell (formerly AlliedSignal) Bendix/King KLN 89B and 90B; Garmin 155, 165, and GNS 430; and UPS Aviation Technologies' (formerly II Morrow) Apollo GX series and 2001/2101 series navigation receivers. Global Navigation Services says that the training aids will allow owners to clearly understand the nuances of their GPSs, while instructors will become more knowledgeable about these popular units that are likely to be found in students' airplanes. For more information, contact Global at 541/607-5791, or e-mail [email protected]. — PAB
Sky-Tec has introduced a new line of parts manufacturer-approved lightweight starters for Continental 300-, 360-, and 470-series engines. The new starters weigh 5.8 pounds — as much as 12 pounds lighter than the original-equipment starters. For more information, call Sky-Tec at 800/476-7896 or 817/573-2250, or visit the Web site ( www.skytecair.com). — PAB
Sporty's Pilot Shop now offers Icing for Regional and Commuter Pilots, a 37-minute video produced by NASA. Geared toward pilots of high-performance turboprops and other aircraft with deicing boots and sophisticated wing designs, the video details ice-warning indications and explains recovery techniques to be employed in the event of an ice-induced upset. Also discussed is the effect that supercooled large droplet conditions and runback have on airplanes. The video is available for $5 by calling 800/SPORTYS or 513/735-9000. — PAB
Unless otherwise stated, products listed herein have not been evaluated by AOPA Pilot editors. AOPA assumes no responsibility for products or services listed or for claims or actions by manufacturers or vendors. However, members unable to get satisfaction regarding products listed should advise AOPA. To submit products for evaluation, contact: New Products Editor, AOPA Pilot , 421 Aviation Way, Frederick, Maryland 21701; telephone 301/695-2350. Links to all Web sites referenced in this issue can be found on AOPA Online ( www.aopa.org/pilot/links/links0002.shtml).
