Note: Not FAA Approved. Intended for use in experimental aircraft only.
Known to work with:
Easy to install and set up with my electronic mag. Settings were quick and only had to adjust once to get the RPM fluctuation stabilized to my liking. Additional features are nice, I like the timer once the RPM hits 300.
Excellent product, easy install. I built the harness on the bench to simplify install in the RV8.
Installation was very easy. Installed in the existing tachometer opening. Wiring was straight forward and quick. I did run a second shielded wire for my Right Pmag. Installation and setup instructions were spot on for my installation.
Pleased with the features that this tachometer offers, plus it worked flawlessly using the resistance values recommended for Slick Magneto operation.
I love it compared to cable driven tach. Like its other features. Also like its price. Install was no worse than any other item on an airplane, it always seems that one must tear the airplane apart to make a relative simple adjustment. My unit worked with the min. resistors provided, my luck. I too would have been miffed if I needed to switch. At least no canopy, just windshield and sheet metal to gain access. I hope it continues to work. In general I like to avoid soldered joints. Been there/done that with P-leads/hot mags. before.....
Excellent unit. It removes the tach cable and huge head and replaces it with a small unit that just measured rpm by two wires to the back of the magneto switch (plus power). Highly recommended.
Just found out from Flight Data Systems that this will not work with 2-stroke engines that have a tachometer output of 6 pulses per cycle. This includes the Hirth 3203 as well as the Rotax 582.
Easy to see display. Worked first try with the suggested resistor setup. You will need shielded wire and 6-32 mounting screws. I am happy with the display, operation, and price.
If I could, I'd give this unit 5 stars for operation, but 2 stars for ease of installation. I built an entire airplane and installed all the avionics myself, but found the installation of the T-30 difficult. First, it has to be connected to the ignition switch (or the mags themselves) via shielded wire (not provided). On my aircraft, gaining access to the ignition switch involved removing both the canopy and the glareshield. Then, isolation resistors must be soldered between the ignition switch and the shielded wire to the T-30 - a tedious job. The factory-recommended resistors didn't work on my aircraft with Bendix mags and the T-30 display was jittering all over the place and was totally unusable. After contacting tech support, they recommended that I install more resistance in the lines, which I did. That involved removing the unit from the panel - again - and soldering the resistors in series with the shielded cable. The T-30 is working fine now - rock solid readings - but it took me a couple of weeks to get it right. It seems to be a good tachometer once you get it working.
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We have added the Installation and Operations Manual as a pdf in the "Documents" tab on this webpage. This will have all the information you need. This post is regarding Part # 10-03898.
Correct, the T-30 Flight Data System Electric Tach is not approved for installation in certified aircraft at this time.
The T-30 works with a Bosch Blue Coil and 009 Distributor, and will likely work with other points ignition systems.
The hour meter is adjustable and can be set to display current time.
Per the manufacturer this will work with slick magnetos