X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with ESMTP id 5719546 for flyrotary@lancaironline.net; Mon, 20 Aug 2012 09:36:39 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=2.0 cv=QrvcLCOd c=1 sm=0 a=g3L/TDsr+eNLfIieSKfGkw==:17 a=AHkS0RJitIMA:10 a=JMGDamdCVwsA:10 a=05ChyHeVI94A:10 a=56S0c1_jCvUA:10 a=ayC55rCoAAAA:8 a=C_IRinGWAAAA:8 a=Ia-xEzejAAAA:8 a=oCcaPWc0AAAA:8 a=-lnTAF_rvAg-UxamTc0A:9 a=wPNLvfGTeEIA:10 a=si9q_4b84H0A:10 a=EzXvWhQp4_cA:10 a=pGLkceISAAAA:8 a=lzv5AsTjoAKHtrd7QJgA:9 a=_W_S_7VecoQA:10 a=tXsnliwV7b4A:10 a=MSl-tDqOz04A:10 a=g3L/TDsr+eNLfIieSKfGkw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.170.10 Received: from [174.110.170.10] ([174.110.170.10:49852] helo=EdPC) by cdptpa-oedge04.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 24/FB-28917-24D32305; Mon, 20 Aug 2012 13:36:03 +0000 Message-ID: <8C16355319FE43C4B34AD8B37EC87D5B@EdPC> From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: EM2 CHT ? Date: Mon, 20 Aug 2012 09:36:03 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000D_01CD7EB7.37008BB0" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_000D_01CD7EB7.37008BB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I agree, Mark, that your suggestion would probably get you as close to = an equivalent CHT as we can get. =20 But, I'm still not understanding what that would usefully provide that = is worth more than your coolant temps.=20 I presume that if for some reason the engine temperature were to = rapidly increase (perhaps due to detonation or other combustion events) = that the CHT reading would provide quicker information on the condition = than would the coolant temp so perhaps you could take corrective action = before damage. Might be a comfort factor knowing "CHT" if using forced = induction on a rotary as things can happen pretty fast when at high = boost levels. Ed From: Mark Steitle=20 Sent: Sunday, August 19, 2012 8:48 PM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: EM2 CHT ? Seems that this will tell you the coolant temp near the plugs, but not = the CHT. If you want to measure the CHT, you'll need to locate a = thermo-couple down near the steel liner. You can do this by drilling a = small hole down into the web adjacent to the leading plug, stopping at = the steel liner. Then insert a thermo-couple down into the hole so that = it is touching the steel liner. Now you're reading the temps nearest = the combustion chamber, closest thing we have to CHT.=20 Mark =20 On Sun, Aug 19, 2012 at 10:02 AM, wrote: Sounds like a plan to me Ed, should have time Sun. to do. David -------------------------------------------------------------------------= ----- From: "Ed Anderson" To: "Rotary motors in aircraft" Sent: Saturday, August 18, 2012 6:54:35 AM Subject: [FlyRotary] Re: EM2 CHT ? I think I would run the engine at operational rpms (>5000) and watch = the coolant/oil temperatures - when they got to my maximum limit, I = would check the CHT reading and perhaps add 50 degrees for the limit (to = start with). If I got a lot of false alarms at that margin I would try = another 50 deg. Just a WAG. Ed From: hoursaway1@comcast.net=20 Sent: Friday, August 17, 2012 10:20 PM To: Rotary motors in aircraft=20 Subject: [FlyRotary] EM2 CHT ? What are we using for high temp numbers from the CHT sensors on the = 13B rotary, I have the under the spark plug style sensors bolted to each = rotor housing in some factory threaded holes just above the spark plugs, = not really the hottest spot but the holes were already in place so I = KISSed it & moved on, now I need to set my high temp warning limit & do = not know what to use. Possibly do an eng. run with upper cowl off & = check bolt/sensor temp with a lazer temp gun at about 4000 RPM & go = another 50 deg. higher? Ideas? David R. Cook RV6A Rotary=20 No virus found in this message. Checked by AVG - www.avg.com Version: 2012.0.2197 / Virus Database: 2437/5206 - Release Date: = 08/17/12 No virus found in this message. Checked by AVG - www.avg.com Version: 2012.0.2197 / Virus Database: 2437/5211 - Release Date: = 08/20/12 ------=_NextPart_000_000D_01CD7EB7.37008BB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I agree, Mark, that your suggestion would = probably get you=20 as close to an equivalent CHT as we can get. 
 
But, I'm still not understanding what that would usefully provide that is worth more than = your coolant=20 temps. 
 
 I presume that if for some reason the = engine=20 temperature were to rapidly increase (perhaps due to detonation or other = combustion events) that the CHT reading would provide quicker = information on the=20 condition than would the coolant temp so perhaps you could take = corrective=20 action before damage.  Might be a comfort factor knowing "CHT" =  if=20 using forced induction on a rotary as things can happen pretty fast when = at high=20 boost levels.
 
Ed
 
 

From: Mark Steitle
Sent: Sunday, August 19, 2012 8:48 PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: EM2 CHT ?

Seems that this will tell you the coolant temp near the = plugs,=20 but not the CHT.  If you want to measure the CHT, you'll need to = locate a=20 thermo-couple down near the steel liner.  You can do this by = drilling a=20 small hole down into the web adjacent to the leading plug, stopping at = the steel=20 liner.  Then insert a thermo-couple down into the hole so that it = is=20 touching the steel liner.  Now you're reading the temps nearest the = combustion chamber, closest thing we have to CHT.=20

Mark   

On Sun, Aug 19, 2012 at 10:02 AM, <hoursaway1@comcast.net> wrote:
Sounds like a plan = to me Ed,=20 should have time Sun. to do.  David

From: "Ed Anderson" <eanderson@carolina.rr.com>
To: = "Rotary motors=20 in aircraft" <flyrotary@lancaironline.net>
Sent: = Saturday,=20 August 18, 2012 6:54:35 AM
Subject: [FlyRotary] Re: EM2 =  CHT=20 ?

I think I would run the engine at operational = rpms=20 (>5000) and watch the coolant/oil temperatures - when they got to = my=20 maximum limit, I would check the CHT reading and perhaps add 50 = degrees for=20 the limit (to start with).  If I got a lot of false alarms at = that margin=20 I would try another 50 deg.  Just a WAG.
 
Ed

From: hoursaway1@comcast.net=20
Sent: Friday, August 17, 2012 10:20 PM
To: Rotary = motors in=20 aircraft
Subject: [FlyRotary] EM2 CHT ?

What are we using for high temp numbers from the CHT sensors on the = 13B=20 rotary, I have the under the spark plug style sensors bolted to each = rotor=20 housing in some factory threaded holes just above the spark plugs, not = really=20 the hottest spot but the holes were already in place so I KISSed it = &=20 moved on, now I need to set my high temp warning limit & do not = know what=20 to use.  Possibly do an eng. run with upper cowl off & = check=20 bolt/sensor temp with a lazer temp gun at about 4000 RPM  & = go=20 another 50 deg. higher?  Ideas?  David R. Cook  RV6A=20 Rotary 

 

 

No virus found in this message.
Checked by AVG - www.avg.com
Version:=20 2012.0.2197 / Virus Database: 2437/5206 - Release Date:=20 08/17/12


No virus found in this=20 message.
Checked by AVG - www.avg.com
Version: 2012.0.2197 / = Virus=20 Database: 2437/5211 - Release Date: 08/20/12

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