With Over 30 Years In
Graphic Engine Monitoring



G3 - (Shipping)

G3 Face


Note: G3 ships fully loaded no sneaky extras.G3












1 -   Best lean of peak process in the industry
2 -   The only probe diagnostic screen
3 -   The only nozzle balance analysis, the key to lean of peak
4 -   The only real-time - Spectral Vibration Analysis
5 -   Comprehensive data log - windows files SD card
6 -   Over the web software updates - constant improvement
7 -   Integral fuel computer with GPS fuel interface
8 -   GEM plug compatible - easy install
9 -   Exhaust valve analysis - EGT Variation Spectrum
10 - Best technical support


Function Chart


Aircraft install weight - A G3 for 6 cylinder with 8 foot harness, all sensors, wiring, connectors and probes is 4.2 Lbs


Video1 G3 manufacturing video on Facebook or   YouTube


Video2 G 2-3-4 "How To" Graph Your Flight Data Video on  FaceBook or YouTube

Cessna  See article on G3 Part 1 in Cessna Flyer Magazine Click Here


Insight announces the next big breakthrough in engine monitoring.

It’s free in the latest G3 software update #204.

G3Insight’s G3 is now capable of receiving RS-232 serial data from our TAS-1000 MFDS that includes Indicated Air Speed, True Air Speed, Pressure Altitude, True Air Temperature, Wind Direction, Wind Speed, and Heading in the data log file on every flight.

While the detail in the G3 data log is unprecedented – now it is even better.

The G3 engine log system has been transformed to a complete aircraft performance system.

Now you can log aircraft performance data right along with your engine data.

The missing link in data log analysis is finally available.

You can really tell what’s happening. Much of the black-box functionality previously available only in Jets is now available to you.

The key to operating your aircraft efficiently is understanding its performance. Now every data log is like a performance chart from the flight manual but it is specific to your aircraft and actual conditions.

Don’t forget about the Insight TAS 1000’s ability to fill in your GPS pages with real-time air data, fuel, wind data page and also with wind arrow and wind speed on your moving map.


For more on G3 interface - Click Here


Here is a G3 Kit

G3 Kit

Designing a next generation instrument is a huge responsibility. You need to be forward thinking, anticipate current and future needs, applying leading edge technology if you want your design to last. You do not get away with adding a few more features or a few more measurements to the screen. Designing a new generation instrument requires a clean sheet approach. You can not fall back on old ideas or repeat past performances. Sometimes that’s the hardest part, because things you create are a part of you.




PDF G1,2,3 - G4 size and depth for panel planning



The most interesting, challenging and valuable innovations come from solving the tougher problems. The old saying “The impossible takes a little longer” is largely true. Much of the value you create in a new product comes from the impossible column.


A System Approach


The original GEM was a solitary player. The new G3 will operate standalone too but will also interface with other data sources and report information to other instruments like MFD’s. All of the devices the G3 connects to today didn’t exist in ’79. The G3 is also designed to expand and grow with the times. Less than half of its true potential has been released at this time. The instrument can be updated to acquire new features by loading the SD card via the internet.

The G3 update takes only a second while the instrument remains mounted in the airplane.

4 Cylinder display variations

G3  G3





G3 Series Introduction

Special Lean Of Peak Functionality

Unparalleled ease of operation
Nozzle balance analysis every time

Extensive Measurement Coverage

Simultaneous EGT, CHT, TIT
Bus voltage, instrument vacuum
Fuel flow, fuel used, alternator temp, OAT
Manifold pressure, RPM, oil temp, oil pressure

Continuous Probe Diagnosis

Confirm system integrity
Save time trouble-shooting

Sophisticated Data Logging

Unlimited storage on standard SD camera card
Integrates data from multiple sources
PC compatible files and directories

Detailed Vibration Analysis

Safely operate lean of peak
Detect early stage mechanical problems
Prevent catastrophic engine failures

In-Flight Real-Time Propeller Balance

Achieve amazing engine smoothness
Diagnose prop problems
Detect prop/airframe ice

Fully Compatible Upgrade

Plug & play with all GEM instruments
New installs or upgrades are quick and easy
GEM trade-in offers available

Insight's 610C Graphic Engine Monitor (G3) colour-coded bargraph and digital values may be Primary for CHT , EGT and TIT.
All other data shown in cyan at the top of display are to be supplementary.


Traditional multi-cylinder exhaust gas and cylinder head temperature systems that force the pilot to switch or scan an indicator from cylinder to cylinder in search of critical engine data, are long obsolete. Using the latest computer technology, the G3 presents a clear, concise, graphic picture of all engine temperatures simultaneously for interpretation at a glance.


Never before has so much engine diagnostic information been available to the pilot and never before, has the pilot been able to control mixture with such ease and precision for peak fuel efficiency.

Insight's latest G3 automatically records flight temperature and will also interface with other data sources and report information to other instruments like MFD’s. The data-log files stored on the SD card can be easily retrieved by the pilot, in-flight or post-flight, for instant viewing or permanent record-keeping.

The G3 is a sophisticated tool for engine management. Its microprocessor performs many tasks that used to be handled by the pilot. One of the basic functions performed by the G3 is monitoring exhaust gas temperatures for all cylinders with one degree resolution. What is important is the exhaust gas temperature of a particular cylinder in relation to its peak. But peak EGT is not a constant; it changes with atmospheric conditions, altitude, power setting and engine condition and for this reason absolute exhaust gas temperatures in degrees Fahrenheit are quite meaningless.

The real objective of mixture management is finding a mixture setting which represents the correct position on the EGT/Fuel Flow Curve. As we will see later, this abstract task is easily accomplished by the G3's microprocessor which samples EGT's for all cylinders many times a second and subjects this data to a complex mathematical analysis can identify peak. This capability allows the pilot to operate his or her aircraft engine at the most economical mixture settings.

It is generally known that EGT can be a valuable source of information for engine diagnosis and troubleshooting, but there is a great deal of confusion when it comes to interpreting this data. One of the basic principles of EGT engine analysis is that engine temperatures (EGT and CHT) achieve equilibrium in an engine operating at a constant power and mixture setting. What is often overlooked is that this equilibrium cannot be defined as a single point but rather a range of temperatures.

The Graphic Engine Monitor (G3) is ready to operate the moment electrical power is applied. Within seconds after starting the engine, the white EGT bar graph columns will begin to appear on the G3 display. Each column corresponds to the Exhaust Gas Temperature (EGT) of a cylinder. The lowest exhaust gas temperature that can be displayed by the G3 is 800° F. In some engines, the throttle will have to be opened to the fast idle range to get an EGT indication for all cylinders. As the cylinder heads begin to warm up, the display will indicate Cylinder Head Temperature (CHT) for all cylinders as a smaller green bar in each EGT column. A horizontal red line across each column represents the maximum allowable CHT. Digital numbers below each bar graph column indicates the exact EGT and CHT for each cylinder.

G3 Buss Voltage

The G3 Buss Voltage attempts to display the buss voltage in green when it’s normal and red when it’s outside of normal. In an aircraft with a 12V electrical system the Buss Voltage will be annunciated in green so long as the voltage is 12.0V to 14.9V (inclusive).

In an aircraft with a 24V electrical system the Buss Voltage will be annunciated in green so long as the voltage is 24.2V to 28.7V (inclusive). Below this range the alternator isn’t charging the battery and above that it’s overcharging, and the Buss Voltage will be annunciated in red.

The instrument must be connected to the main voltage buss (not in series with something else, on a lighting buss, etc) and must have a good low-resistance ground connection, otherwise the voltage measurement itself will be in error causing the Buss Voltage to indicate in red erroneously.


Controlling the G3 instrument

The instrument has two control knobs that operate combination rotary and push button switches. The top knob in general controls screen selection while the bottom knob controls items within the given screen. Each screen assigns its own functional needs to the controls that may change depending on context. A screen may also label the controls with guidance information like “Push to exit”.


The Bar-Graph Display Screen

The Exhaust Gas Temperature is displayed in white bar graph form and is interpreted much like a conventional mercury thermometer. The higher the bar, the higher the temperature.

The cylinder head temperature is displayed in green single bar format. During normal operation it shows as a green illuminated bar in the lower half of the bar column. Since EGT is normally higher than CHT, the green bar which represents CHT is on top of the white illuminated EGT bar and stands out clearly. However, when the engine is shutdown, the EGT quickly drops to zero and the cylinders remain warm for sometime.

The G3 provides a reliable indication of cylinder head temperature even with the engine shut down. Should an EGT probe fail, the entire EGT column for that cylinder will go blank, and the numeric indication will show --- that is dashes, but the CHT bar will still remain green. The failure of one probe will not affect the display of any other probe.


The instrument may eventually accommodate engines with 4,6,7 or 9 cylinders in which case the appropriate number of columns will be displayed and numbered.

An Easy Upgrade


A key requirement of the G3 design was compatibility with previous GEM’s. We strive to never leave our loyal customers behind. Packing all the functionality of the G3 in package half the size of the original GEM took us to the limit of our patience many times but it was worth it. Fortunately its amazingly compact circuits will be built by robotic machines because most of the parts are too small to handle and too difficult to be seen by eye. Products like the modern cell phone have driven the electronic assembly technology we use a long way.


AVWeb Insider - New Insight Engine Monitor and So Much More

By Rick Lindstrom

Insight the originator of the Graphic Engine Monitor surprised everyone by unveiling a new third generation GEM called G3 at Sun n Fun. By no means a luke warm sequel the G3 is a breakthrough product.


Featuring a bright full color display it offers numerous screens of new functionality previously unavailable anywhere.


While the original lean screen is gone a vastly improved screen replaces it with special functionality for lean of peak operation.


G3 logs data to readily available SD digital camera cards. A low cost card will store decades of flight data.


The new G3 writes PC compatible files and directories so no special software is required to process or transfer data. Its extensive data log files include flight data from Insight’s TAS-1000 air data system and nav info from your GPS.


Despite its enormous capabilities the new G3 is a compact size and plug-compatible replacement for all previous GEMs. Insight offers a generous GEM trade-in to make upgrades easy.


Insight also has adapter plates so a  G3 - 2.25 will fit in a 3.125 hole.


G3 Plate Plate


pdf  G3 Documentation


G1,2,3 - G4 size and depth for panel planning see drawing  - PDF Click Here