X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-junco.atl.sa.earthlink.net ([209.86.89.63] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with ESMTP id 5720425 for flyrotary@lancaironline.net; Mon, 20 Aug 2012 15:01:02 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.63; envelope-from=n360tg@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=c0MJ7WvwjmrsraB8/9uf2JjIy2Z6pOQWcyJZCW7BY+rI0jzGpX+cPu9cFZutNnkg; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [198.228.224.230] (helo=[172.20.10.2]) by elasmtp-junco.atl.sa.earthlink.net with esmtpsa (TLSv1:AES128-SHA:128) (Exim 4.67) (envelope-from ) id 1T3XD8-0005Jc-MT for flyrotary@lancaironline.net; Mon, 20 Aug 2012 15:00:27 -0400 From: Thomas Giddings Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-9--37680151 Subject: Re: [FlyRotary] Re: EM2 CHT ? Date: Mon, 20 Aug 2012 15:00:23 -0400 In-Reply-To: To: "Rotary motors in aircraft" References: Message-Id: X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 77b0437ff618fec294f5150ab1c16ac0485087bba56e6009c8bd49d8d9eed88ec1f377c63f7d20f1350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 198.228.224.230 --Apple-Mail-9--37680151 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Ed: I plan to hace CHT temp reading for that very reason. Mine will be = running high boost preasures. Probably will just be a distraction,and = something else to scare me:) KIND REGARDS Thomas Giddings n360tg@earthlink.net 727 858 1772 On Aug 20, 2012, at 9:36 AM, Ed Anderson wrote: > I agree, Mark, that your suggestion would probably get you as close to = an equivalent CHT as we can get.=20 > =20 > But, I'm still not understanding what that would usefully provide that = is worth more than your coolant temps.=20 > =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. > =20 > Ed > =20 > =20 >=20 > From: Mark Steitle > Sent: Sunday, August 19, 2012 8:48 PM > To: Rotary motors in aircraft > Subject: [FlyRotary] Re: EM2 CHT ? >=20 > 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 >=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 >=20 > From: "Ed Anderson" > To: "Rotary motors in aircraft" > Sent: Saturday, August 18, 2012 6:54:35 AM > Subject: [FlyRotary] Re: EM2 CHT ? >=20 > 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. > =20 > Ed >=20 > From: hoursaway1@comcast.net > Sent: Friday, August 17, 2012 10:20 PM > To: Rotary motors in aircraft > Subject: [FlyRotary] EM2 CHT ? >=20 > 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 >=20 > =20 > =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 >=20 >=20 > 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 >=20 --Apple-Mail-9--37680151 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii Ed: I = plan to hace CHT temp reading for that very reason. Mine will be running = high boost preasures. Probably will just be a distraction,and something = else to scare me:)
KIND = REGARDS
Thomas Giddings
72= 7 858 1772



On Aug 20, 2012, at 9:36 AM, Ed Anderson wrote:

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=20= 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
 
 

Sent: Sunday, August 19, 2012 8:48 PM
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=20= 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

Sent: Friday, August 17, 2012 10:20 PM
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


= --Apple-Mail-9--37680151--