X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-db03.mx.aol.com ([205.188.91.97] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5544513 for flyrotary@lancaironline.net; Wed, 16 May 2012 00:26:30 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.97; envelope-from=bktrub@aol.com Received: from mtaomg-mb02.r1000.mx.aol.com (mtaomg-mb02.r1000.mx.aol.com [172.29.41.73]) by imr-db03.mx.aol.com (8.14.1/8.14.1) with ESMTP id q4G4PpPl023375 for ; Wed, 16 May 2012 00:25:51 -0400 Received: from core-duc002c.r1000.mail.aol.com (core-duc002.r1000.mail.aol.com [172.29.164.133]) by mtaomg-mb02.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id A2931E000081 for ; Wed, 16 May 2012 00:25:51 -0400 (EDT) References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: High EGTs In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: bktrub@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CF01331C7E932C_6BC_21408_angweb-usd004.sysops.aol.com" X-Mailer: AOL Webmail 36081-STANDARD Received: from 50.46.146.205 by angweb-usd004.sysops.aol.com (205.188.92.199) with HTTP (WebMailUI); Wed, 16 May 2012 00:25:51 -0400 Message-Id: <8CF01331C72AC33-6BC-8CB2@angweb-usd004.sysops.aol.com> X-Originating-IP: [50.46.146.205] Date: Wed, 16 May 2012 00:25:51 -0400 (EDT) x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20110426; t=1337142351; bh=uURc94CvfBmt7lDKJGbLNRUFyYUnHNZxVvTOOBsUi7I=; h=From:To:Subject:Message-Id:Date:MIME-Version:Content-Type; b=X8Llff20TJkwsj8AN2UkPBQLnzzmQjxWBWWdCDBTm9IPJZr4zm+P3dw89PNiborlW QaYYaobVb/W/uZC0FDqEcuAtl47mlrfK335Nyc+8l8jqXnAKLFAU10E0bz36hI4/17 UDI8mpdYsIDzlLR4FQ6AMPyt/veFYe/OHqHXoITM= X-AOL-SCOLL-SCORE: 0:2:479921344:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d29494fb32c4f4a1f This is a multi-part message in MIME format. ----------MB_8CF01331C7E932C_6BC_21408_angweb-usd004.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" And I am running a Hushpower, I run a bore scope up it today and the exit c= one looked completely intact. No way to check out the entrance cone without= taking the exhuast system apart, which is possible but a PITA. Is a Hushp= ower considered restrictive? Brian Trubee -----Original Message----- From: Bill Bradburry To: Rotary motors in aircraft Sent: Tue, May 15, 2012 8:38 pm Subject: [FlyRotary] Re: High EGTs Mark, Now you have gotten me concerned! I changed the muffler and that didn=E2= =80=99t seem to have any effect on the EGTs, so I don=E2=80=99t think that = is the cause, but I don=E2=80=99t want to damage any orings. What were the= temps you were seeing when the orings were damaged? =20 Bill =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Mark Steitle Sent: Tuesday, May 15, 2012 10:18 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: High EGTs =20 Brian,=20 =20 I had high EGT's at one time. Turns out it was due to an overly restrictiv= e muffler. The high EGT's damaged the o-rings resulting in an engine overh= aul. Could this possibly be at the root of your high EGT readings? =20 Mark S. On Tue, May 15, 2012 at 8:51 PM, wrote: My engine is now running just the way it should, temps were 180 or lower on= a 75 degree day, but my EGTs have always been high, really high- above 180= 0 almost all the time. I think it may be a calibration issue. My egt sensor= s are about 3 inches downstream of the exhaust ports, and I am using Tracy'= s EM2, calibrated at the stock settings. When the engine is stone cold, the= egt's read about 230 degrees, which I assume is normal because the sensors= are meant to operate at a much higher temperature. Any thoughts? =20 Brian Trubee =20 ----------MB_8CF01331C7E932C_6BC_21408_angweb-usd004.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8"
And I am running a Hushpower, I run a bore scope up it today and the e= xit cone looked completely intact. No way to check out the entrance cone wi= thout taking the exhuast  system apart, which is possible but a PITA. = Is a Hushpower considered restrictive?
 
Brian Trubee


= -----Original Message-----
From: Bill Bradburry <bbradburry@bellsouth.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Tue, May 15, 2012 8:38 pm
Subject: [FlyRotary] Re: High EGTs

Mark,
Now you have gotten m= e concerned!  I changed the muffler and that didn=E2=80=99t seem to ha= ve any effect on the EGTs, so I don=E2=80=99t think that is the cause, but = I don=E2=80=99t want to damage any orings.  What were the temps you we= re seeing when the orings were damaged?
 <= /div>
Bill
 <= /div>
From:= Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mark Steitle
Sent: Tuesday, May 15, 2012= 10:18 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: Hi= gh EGTs
 
Brian, 
 
I had high EGT's at one time.  Turns out it was d= ue to an overly restrictive muffler.  The high EGT's damaged the o-rin= gs resulting in an engine overhaul.  Could this possibly be at the roo= t of your high EGT readings?
 
Mark S.
On Tue, May 15, 2012 at 8:51 PM, <bktrub@aol.com> wrote:
My engine is now ru= nning just the way it should, temps were 180 or lower on a 75 degree day, b= ut my EGTs have always been high, really high- above 1800 almost all the ti= me. I think it may be a calibration issue. My egt sensors are about 3 inche= s downstream of the exhaust ports, and I am using Tracy's EM2, calibrated a= t the stock settings. When the engine is stone cold, the egt's read about 2= 30 degrees, which I assume is normal because the sensors are meant to opera= te at a much higher temperature. Any thoughts?
 
Brian Trubee=
 
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