Return-Path: Received: from wb12-a.mail.utexas.edu ([128.83.126.156] verified) by logan.com (CommuniGate Pro SMTP 4.2.4) with ESMTP-TLS id 457425 for flyrotary@lancaironline.net; Fri, 08 Oct 2004 09:08:08 -0400 Received-SPF: none receiver=logan.com; client-ip=128.83.126.156; envelope-from=msteitle@mail.utexas.edu Received: (qmail 90052 invoked from network); 8 Oct 2004 13:07:37 -0000 Received: from dhcp-191-101.per.utexas.edu (HELO hrs-mark.mail.utexas.edu) (146.6.191.101) by wb12.mail.utexas.edu with SMTP; 8 Oct 2004 13:07:37 -0000 Message-Id: <5.1.1.5.2.20041008080306.022f4368@localhost> X-Sender: msteitle@mail.utexas.edu@localhost X-Mailer: QUALCOMM Windows Eudora Version 5.1.1 Date: Fri, 08 Oct 2004 08:07:30 -0500 To: "Rotary motors in aircraft" From: Mark Steitle Subject: Re: [FlyRotary] Re: #$!%@$ temperatures still high In-Reply-To: Mime-Version: 1.0 Content-Type: multipart/alternative; boundary="=====================_63921687==.ALT" --=====================_63921687==.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed Or, for a totally different approach to calibration, how about an infrared thermometer. Just point it at the thermostat housing and read the temp on the LCD readout. Couldn't be any easier than that. See http://www.jcwhitney.com/autoparts/ProductDisplay/s-10101/storeId-10101/p-7565/c-10101/catalogId-10101/TID-190003866GN1004 At 01:44 PM 10/7/2004 -0700, you wrote: >Or how about another approach entirely. An additional temp sensor, >tapped in at a reasonable place and entirely seperate from the aircrafts >electrical system. >Tom >John Slade wrote: >Steve, >If you want to test the sensor in place, how about running the engine with >the pressure cap off till it boils. Wouldn't that give you 212F (briefly)? >John (W&B much improved. Engine in trunk of car) > > > > >> Homepage: http://www.flyrotary.com/ > >> Archive: http://lancaironline.net/lists/flyrotary/List.html > > >Do you Yahoo!? >vote.yahoo.com - Register online to vote today! --=====================_63921687==.ALT Content-Type: text/html; charset="us-ascii" Or, for a totally different approach to calibration, how about an infrared thermometer.  Just point it at the thermostat housing and read the temp on the LCD readout.  Couldn't be any easier than that. 
See http://www.jcwhitney.com/autoparts/ProductDisplay/s-10101/storeId-10101/p-7565/c-10101/catalogId-10101/TID-190003866GN1004


At 01:44 PM 10/7/2004 -0700, you wrote:
Or how about another approach entirely.   An additional temp sensor, tapped in at a reasonable place and entirely seperate from the aircrafts electrical system.
Tom
John Slade <sladerj@bellsouth.net> wrote:
Steve,
If you want to test the sensor in place, how about running the engine with
the pressure cap off till it boils. Wouldn't that give you 212F (briefly)?
John (W&B much improved. Engine in trunk of car)



>> Homepage: http://www.flyrotary.com/
>> Archive: http://lancaironline.net/lists/flyrotary/List.html


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