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[166.248.65.62]) by mx.google.com with ESMTPS id c12sm3590107ann.15.2012.05.16.05.28.21 (version=TLSv1/SSLv3 cipher=OTHER); Wed, 16 May 2012 05:28:23 -0700 (PDT) Subject: Re: [FlyRotary] Re: High EGTs References: From: Tracy Content-Type: multipart/alternative; boundary=Apple-Mail-4-234332810 X-Mailer: iPad Mail (8F191) In-Reply-To: Message-Id: <8F74E669-EB1C-4C86-A991-2D508A7D4972@gmail.com> Date: Wed, 16 May 2012 08:28:18 -0400 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (iPad Mail 8F191) --Apple-Mail-4-234332810 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=utf-8 I'm still mystified by the widely different results builders are getting wit= h the Hushpower. Both my planes have them. I have over 500 hours on the RV= -4 muffler and it's still in good shape (minus the fiberglass which goes pre= tty fast). Even the Hushpower on the 20B is still OK after 90 hours. Admit= tedly, i do spend a lot of time cruising around at low throttle but every ta= keoff & climb out is at WOT.=20 Only news on the 20B testing is that I found my fuel flow calibration was of= f so it wasn't getting as good a fuel burn numbers as I thought. Still in t= he same ball park as the Renesis at similar airspeeds. At sea level it gets= pretty hungry above 215 mph though. There the numbers look like what you w= ould expect of a Lyc. IO - 540. =20 Tracy Sent from my iPad On May 16, 2012, at 8:03 AM, "Ed Anderson" wrote= : > Hi Brian, > =20 > I have flown with two Hushpower mufflers for the past 8 years. So far no r= estrictions, although the non-metallic sound deadener has long departed. Al= so 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 exit c= one looked completely intact. No way to check out the entrance cone without t= aking the exhuast system apart, which is possible but a PITA. Is a Hushpowe= r 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 is t= he cause, but I don=E2=80=99t want to damage any orings. What were the temp= s you were seeing when the orings were damaged? > =20 > Bill > =20 > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Be= half 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 restricti= ve 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 o= n 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 sensors= are about 3 inches downstream of the exhaust ports, and I am using Tracy's E= M2, 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 m= eant to operate at a much higher temperature. Any thoughts? > =20 > Brian Trubee > =20 --Apple-Mail-4-234332810 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
I'm still mystified by the widely diffe= rent results builders are getting with the Hushpower.  Both my planes h= ave them.  I have over 500 hours on the RV-4 muffler and it's still in g= ood shape (minus the fiberglass which goes pretty fast). Even the Hushpower o= n 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 a= t WOT. 

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 b= urn numbers as I thought.  Still in the same ball park as the Renesis a= t similar airspeeds.  At sea level it gets pretty hungry above 215 mph t= hough.  There the numbers look like what you would expect of a Lyc. IO -= 540.  

Tracy

Sent from my iPad

On May 16, 2012, 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
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@bellsouth.ne= t>
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 go= tten 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?
&= nbsp;
Bill
&= nbsp;
From:= Rotary=20 motors in aircraft [mailto:flyrotary@lancaironline.net<= /a>]=20 On Behalf Of Mark=20 Steitle
Sent: Tuesday, Ma= y 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&g= t; wrote:
My engine is n= ow=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-4-234332810--