X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-yx0-f180.google.com ([209.85.213.180] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with ESMTPS id 5720725 for flyrotary@lancaironline.net; Mon, 20 Aug 2012 17:34:22 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.213.180; envelope-from=ceengland7@gmail.com Received: by yenl8 with SMTP id l8so4879578yen.25 for ; Mon, 20 Aug 2012 14:33:46 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=message-id:date:from:user-agent:mime-version:to:subject:references :in-reply-to:content-type; bh=KdvTk2SXI6jCHiSUL7/fDqIDXy+YjWtZ0Bc9QXRlrK4=; b=TyKk/BpmvfVswlZWGNOIA7wfZB0RrcwUqFVqkajoDVV1yIGYJmRr1RZVFTmV2m680v ylIlE70tRAqsQHK//8mahLmVRwxBzj5bFZIz0PH+wd0FydcmkOw9Wyr+Q3z6wVH2gdlS R4rwvw8FZm0CnpFMOD13fJFtN3b5RtAWIAnmtcRLafm5ZEEgbuXkCmqgT8x+oBoZLG+d vkP7oKs7q+Uj+e1ASkiZo6pQZA9M/fuJf4DnX35mvknH5Ay2nbEOA4v/1hMzt65J84Sn 767ysJO/3pr+nd89goj2poSlxuGKD1gIbvkzHlDCGyErfjbDLaN9sRJ4jejkmJtGVosz M65Q== Received: by 10.236.72.103 with SMTP id s67mr23160673yhd.78.1345498426160; Mon, 20 Aug 2012 14:33:46 -0700 (PDT) Return-Path: Received: from [192.168.10.30] (adsl-98-95-187-144.jan.bellsouth.net. [98.95.187.144]) by mx.google.com with ESMTPS id c18sm5892848anm.20.2012.08.20.14.33.44 (version=SSLv3 cipher=OTHER); Mon, 20 Aug 2012 14:33:45 -0700 (PDT) Message-ID: <5032AD37.2020901@gmail.com> Date: Mon, 20 Aug 2012 16:33:43 -0500 From: Charlie England User-Agent: Mozilla/5.0 (X11; Linux x86_64; rv:7.0.1) Gecko/20110929 Thunderbird/7.0.1 MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: EM2 CHT ? References: In-Reply-To: Content-Type: multipart/alternative; boundary="------------000001070902070700020401" This is a multi-part message in MIME format. --------------000001070902070700020401 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 7bit In the Lyc/Cont world, there are CHT probes that screw into the aluminum head, and there are 'probes' that go under/replace the spark plug washer/gasket. The washer style will always read significantly higher than the screw-in probes. If you're looking for highest temps, perhaps a path to consider on the rotary would be to find some washer style probes that will fit the plugs, & just machine away enough aluminum on the outside of the rotor housing to allow their use. FWIW, Charlie On 08/20/2012 02:00 PM, Thomas Giddings wrote: > 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. >> But, I'm still not understanding what that would usefully provide >> that is worth more than your coolant temps. >> 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 >> *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, 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. >> >> Mark >> >> 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 >> *Sent:* Friday, August 17, 2012 10:20 PM >> *To:* Rotary motors in aircraft >> *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 >> >> >> >> 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 >> > --------------000001070902070700020401 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit In the Lyc/Cont world, there are CHT probes that screw into the aluminum head, and there are 'probes' that go under/replace the spark plug washer/gasket. The washer style will always read significantly higher than the screw-in probes. If you're looking for highest temps, perhaps a path to consider on the rotary would be to find some washer style probes that will fit the plugs, & just machine away enough aluminum on the outside of the rotor housing to allow their use.

FWIW,

Charlie

On 08/20/2012 02:00 PM, Thomas Giddings wrote:
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
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. 
 
But, I'm still not understanding what that would usefully provide that is worth more than your coolant temps. 
 
 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
 
 

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, 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.

Mark   

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

From: "Ed Anderson" <eanderson@carolina.rr.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
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

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 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 

 
 

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



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