X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-spurfowl.atl.sa.earthlink.net ([209.86.89.66] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5545549 for flyrotary@lancaironline.net; Wed, 16 May 2012 13:07:28 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.66; envelope-from=n360tg@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=BGwq0UyHx0RZvcpYmdpLJd1uukHtogF87LfoD19oWG/90/MinOMjFaRCHwopIreO; h=Received:Subject:References:From:Content-Type:X-Mailer:In-Reply-To:Message-Id:Date:To:Content-Transfer-Encoding:Mime-Version:X-ELNK-Trace:X-Originating-IP; Received: from [198.228.233.156] (helo=[10.51.197.239]) by elasmtp-spurfowl.atl.sa.earthlink.net with esmtpsa (TLSv1:AES128-SHA:128) (Exim 4.67) (envelope-from ) id 1SUhga-0001KZ-Dr for flyrotary@lancaironline.net; Wed, 16 May 2012 13:06:53 -0400 Subject: Re: [FlyRotary] Re: High EGTs References: From: Thomas Giddings Content-Type: multipart/alternative; boundary=Apple-Mail-9-251041777 X-Mailer: iPhone Mail (8F190) In-Reply-To: Message-Id: <2FB0FEEE-7C75-4D6A-8F76-18E4AD1FB5EA@earthlink.net> Date: Wed, 16 May 2012 13:06:46 -0400 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (iPhone Mail 8F190) X-ELNK-Trace: 77b0437ff618fec294f5150ab1c16ac07c540ca440b21de7f28e2365d79c70cebc6094ac2e21411c350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 198.228.233.156 --Apple-Mail-9-251041777 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=utf-8 Thanks Tracy..that is good info Kind Regards Tom Giddings On May 16, 2012, at 1:02 PM, Tracy wrote: > On Wed, May 16, 2012 at 8:36 AM, Thomas Giddings wr= ote: >=20 > Soooo...what are those numbers?:) > KIND REGARDS > Thomas Giddings >=20 >=20 > After recently getting the Fuel Flow well calibrated I don't have the full= list but the RV-8 will maintain level flight at sea level anywhere between 3= .3 and 30 GPH. At Vne of 230 mph the 20B is sucking down 24 GPH. Things lo= ok much better at cruising altitude (15 - 18,000 ft). >=20 > Tracy >=20 >=20 >=20 >=20 >=20 > On May 16, 2012, at 8:28 AM, Tracy wrote: >=20 >> I'm still mystified by the widely different results builders are getting w= ith the Hushpower. Both my planes have them. I have over 500 hours on the R= V-4 muffler and it's still in good shape (minus the fiberglass which goes pr= etty fast). Even the Hushpower on the 20B is still OK after 90 hours. Admi= ttedly, i do spend a lot of time cruising around at low throttle but every t= akeoff & climb out is at WOT.=20 >>=20 >> Only news on the 20B testing is that I found my fuel flow calibration was= off so it wasn't getting as good a fuel burn numbers as I thought. Still i= n the same ball park as the Renesis at similar airspeeds. At sea level it g= ets pretty hungry above 215 mph though. There the numbers look like what yo= u would expect of a Lyc. IO - 540. =20 >>=20 >> Tracy >>=20 >> Sent from my iPad >>=20 >> On May 16, 2012, at 8:03 AM, "Ed Anderson" wr= ote: >>=20 >>> Hi Brian, >>> =20 >>> I have flown with two Hushpower mufflers for the past 8 years. So far n= o restrictions, although the non-metallic sound deadener has long departed. = Also by having one muffler per exhaust, it may suffer less of a beating. >>> =20 >>> YMMV >>> =20 >>> Ed >>> =20 >>> Edward L. Anderson >>> Anderson Electronic Enterprises LLC >>> 305 Reefton Road >>> Weddington, NC 28104 >>> http://www.andersonee.com >>> http://www.eicommander.com >>>=20 >>> From: bktrub@aol.com >>> Sent: Wednesday, May 16, 2012 12:25 AM >>> To: Rotary motors in aircraft >>> Subject: [FlyRotary] Re: High EGTs >>>=20 >>> And I am running a Hushpower, I run a bore scope up it today and the exi= t cone looked completely intact. No way to check out the entrance cone witho= ut taking the exhuast system apart, which is possible but a PITA. Is a Hush= power considered restrictive? >>> =20 >>> Brian Trubee >>>=20 >>>=20 >>> -----Original Message----- >>> From: Bill Bradburry >>> To: Rotary motors in aircraft >>> Sent: Tue, May 15, 2012 8:38 pm >>> Subject: [FlyRotary] Re: High EGTs >>>=20 >>> 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 i= s the cause, but I don=E2=80=99t want to damage any orings. What were the t= emps you were seeing when the orings were damaged? >>> =20 >>> Bill >>> =20 >>> From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On B= ehalf 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 restric= tive muffler. The high EGT's damaged the o-rings resulting in an engine ove= rhaul. 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 1= 800 almost all the time. I think it may be a calibration issue. My egt senso= rs 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 e= gt's read about 230 degrees, which I assume is normal because the sensors ar= e meant to operate at a much higher temperature. Any thoughts? >>> =20 >>> Brian Trubee >>> =20 >=20 >=20 --Apple-Mail-9-251041777 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
Thanks Tracy..that is good info

= Kind Regards
Tom Giddings


=

On May 16, 2012, at 1:02 PM, Tracy <rwstracy@gmail.com> wrote:

On Wed, May 16, 2012 at 8:36 AM, Thomas Gidding= s <n360tg@earthlink.net&g= t; wrote:

Soooo...what are those numbers?:)
KIND REGARDS
Thomas= Giddings


After recently getting the Fuel = Flow well calibrated I don't have the full list but the RV-8 will maintain l= evel flight at sea level anywhere between 3.3 and 30 GPH.  At Vne of 23= 0 mph the 20B is sucking down 24 GPH.  Things look much better at cruis= ing altitude (15 - 18,000 ft).

Tracy





On May 16, 2012, at 8:28 AM, Tracy wrote:

I'm still mystified by the wide= ly different results builders are getting with the Hushpower.  Both my p= lanes have them.  I have over 500 hours on the RV-4 muffler and it's st= ill in good shape (minus the fiberglass which goes pretty fast). Even the Hu= shpower on the 20B is still OK after 90 hours.   Admittedly, i do spend= a lot of time cruising around at low throttle but every takeoff & climb= out is at WOT. 

Only news on the 20B testing is that I found my fuel flo= w calibration was off so it wasn't getting as good a fuel burn numbers as I t= hought.  Still in the same ball park as the Renesis at similar airspeed= s.  At sea level it gets pretty hungry above 215 mph though.  Ther= e the numbers look like what you would expect of a Lyc. IO - 540.  

Tracy

Sent from my iPad

On May 16, 2= 012, at 8:03 AM, "Ed Anderson" <eanderson= @carolina.rr.com> wrote:

Hi Brian,
 
I have flown with two Hushpower mufflers for the p= ast 8=20 years.  So far no restrictions, although the non-metallic sound deadene= r=20 has long departed.  Also by having one muffler per exhaust, it may suff= er=20 less of a beating.
 
YMMV
 
Ed
 
Edward L. Anderson
Anderson Electronic Enterpri= ses=20 LLC
305 Reefton Road
Weddington, NC 28104
http://www.andersonee= .com
http://www.eicommander.com

Sent: Wednesday, May 16, 2012 12:25 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: High EGTs

And I am running a Hushpower, I run a bore scope up it today and the ex= it=20 cone looked completely intact. No way to check out the entrance cone without= =20 taking the exhuast  system apart, which is possible but a PITA. Is a=20= Hushpower considered restrictive?
 
Brian Trubee


-----Original=20 Message-----
From: Bill Bradburry <bbradburry@bell= south.net>
To:=20 Rotary motors in aircraft <flyrotary@= lancaironline.net>
Sent: Tue, May=20 15, 2012 8:38 pm
Subject: [FlyRotary] Re: High EGTs

Mark,
Now you have gotten me=20 concerned!  I changed the muffler and that didn=E2=80=99t seem to have a= ny effect=20 on the EGTs, so I don=E2=80=99t think that is the cause, but I don=E2=80=99t= want to damage any=20 orings.  What were the temps you were seeing when the orings were=20 damaged?
 
Bill
 
From: Rotary=20 motors in aircraft [mailto:flyrotary@lancaironl= ine.net]=20 On Behalf Of Mark=20 Steitle
Sent: Tuesday, May= 15,=20 2012 10:18 PM
To: Rotary m= otors=20 in aircraft
Subject:=20 [FlyRotary] Re: High EGTs
 
Brian, 
 
I had high EGT's at one time.  Turns out it was d= ue=20 to an overly restrictive muffler.  The high EGT's damaged the o-rings=20= resulting in an engine overhaul.  Could this possibly be at the root of= =20 your high EGT readings?
 
Mark S.
On Tue, May 15, 2012 at 8:51 PM, <bktrub@aol.com> w= rote:
My engine is now=20 running just the way it should, temps were 180 or lower on a 75 degree day, b= ut=20 my EGTs have always been high, really high- above 1800 almost all the time. I= =20 think it may be a calibration issue. My egt sensors are about 3 inches=20 downstream of the exhaust ports, and I am using Tracy's EM2, calibrated at t= he=20 stock settings. When the engine is stone cold, the egt's read about 230 degr= ees,=20 which I assume is normal because the sensors are meant to operate at a much=20= higher temperature. Any thoughts?
 
Brian=20 Trubee
 


= --Apple-Mail-9-251041777--