Today's Message Index:
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1. 12:03 PM - Mystery of the low CHT solved (Bill Boyd)
2. 02:23 PM - Re: Mystery of the low CHT solved (Bill Boyd)
3. 10:59 PM - Re: Mystery of the low CHT solved (Larry Bowen)
Message 1
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| Subject: | Mystery of the low CHT solved |
Cause of my recent low (190-210*F) CHT's on #4 cylinder, with normal
pre-start readings and normal EGT's and power in flight, was just what one
might suspect before even pulling the cowl - a faulty sensor; in this case,
dangling free of the cylinder head, leaning against the intake manifold
tube.
What's curious is how the twist and lock spring-loaded connector came loose
on this bayonet probe: the tiny spot-welded pin that protrudes radially from
the side of stainless barrel that screws into the cylinder head, which the
probe cap is slotted to lock upon, fell out of its hole. I will find out
soon if I need to buy a whole new sensor or just the mounting assembly.
These probes are 12 years old and have 750 hours on them. I see no way to
anticipate or detect this kind of failure before it happens. Fortunately,
it's not a big safety-of-flight item to suddenly get a low CHT reading if
the engine is still making normal power.
Off to call GRT and see what's available in the way of spare parts...
-Stormy
Message 2
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| Subject: | Re: Mystery of the low CHT solved |
"Here. Let me Google that for you..."
Answered my own question with a trip to the GRT website - they sell
replacement screw-in bayonet probe adapters for 5 bucks. I'll be good to go
when the mail runs later this week.
-Stormy
On Mon, Mar 15, 2010 at 11:36 AM, Bill Boyd <sportav8r@gmail.com> wrote:
> Cause of my recent low (190-210*F) CHT's on #4 cylinder, with normal
> pre-start readings and normal EGT's and power in flight, was just what one
> might suspect before even pulling the cowl - a faulty sensor; in this case,
> dangling free of the cylinder head, leaning against the intake manifold
> tube.
>
> What's curious is how the twist and lock spring-loaded connector came loose
> on this bayonet probe: the tiny spot-welded pin that protrudes radially from
> the side of stainless barrel that screws into the cylinder head, which the
> probe cap is slotted to lock upon, fell out of its hole. I will find out
> soon if I need to buy a whole new sensor or just the mounting assembly.
> These probes are 12 years old and have 750 hours on them. I see no way to
> anticipate or detect this kind of failure before it happens. Fortunately,
> it's not a big safety-of-flight item to suddenly get a low CHT reading if
> the engine is still making normal power.
>
> Off to call GRT and see what's available in the way of spare parts...
>
> -Stormy
>
> *
>
> *
>
>
Message 3
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| Subject: | Re: Mystery of the low CHT solved |
In case you or someone else missed the reference to "let me google that for
you"
See http://lmgtfy.com. Or in this example:
http://lmgtfy.com/?q=cht+bayonet+probe+adapters
:)
--
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
On Mon, Mar 15, 2010 at 4:51 PM, Bill Boyd <sportav8r@gmail.com> wrote:
> "Here. Let me Google that for you..."
>
> Answered my own question with a trip to the GRT website - they sell
> replacement screw-in bayonet probe adapters for 5 bucks. I'll be good to go
> when the mail runs later this week.
>
> -Stormy
>
> On Mon, Mar 15, 2010 at 11:36 AM, Bill Boyd <sportav8r@gmail.com> wrote:
>
>> Cause of my recent low (190-210*F) CHT's on #4 cylinder, with normal
>> pre-start readings and normal EGT's and power in flight, was just what one
>> might suspect before even pulling the cowl - a faulty sensor; in this case,
>> dangling free of the cylinder head, leaning against the intake manifold
>> tube.
>>
>> What's curious is how the twist and lock spring-loaded connector came
>> loose on this bayonet probe: the tiny spot-welded pin that protrudes
>> radially from the side of stainless barrel that screws into the cylinder
>> head, which the probe cap is slotted to lock upon, fell out of its hole. I
>> will find out soon if I need to buy a whole new sensor or just the mounting
>> assembly. These probes are 12 years old and have 750 hours on them. I see
>> no way to anticipate or detect this kind of failure before it happens.
>> Fortunately, it's not a big safety-of-flight item to suddenly get a low CHT
>> reading if the engine is still making normal power.
>>
>> Off to call GRT and see what's available in the way of spare parts...
>>
>> -Stormy
>>
>> *
>>
>> st" target="_blank">http://www.matronics.com/Navigator?RVSouthEast-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
> *
>
> *
>
>
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