X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 15 Dec 2009 19:50:55 -0500 Message-ID: X-Original-Return-Path: Received: from smtp-auth-05.mx.pitdc1.expedient.net ([206.210.66.138] verified) by logan.com (CommuniGate Pro SMTP 5.3c3) with ESMTPS id 4022787 for lml@lancaironline.net; Tue, 15 Dec 2009 19:38:51 -0500 Received-SPF: none receiver=logan.com; client-ip=206.210.66.138; envelope-from=rpastusek@htii.com Received: from HTBOB001 (static-72-66-86-7.washdc.fios.verizon.net [72.66.86.7]) by smtp-auth-05.mx.pitdc1.expedient.net (Postfix) with ESMTPA id 859B5E45D1 for ; Tue, 15 Dec 2009 19:38:17 -0500 (EST) From: "Robert Pastusek" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Firewall X-Original-Date: Tue, 15 Dec 2009 19:38:14 -0500 X-Original-Message-ID: <03cc01ca7de8$0dab5f60$29021e20$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_03CD_01CA7DBE.24D55760" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Acp9ta2vffsXfS8nRPy7S8jZDO4COAALiB1w Content-Language: en-us This is a multi-part message in MIME format. ------=_NextPart_000_03CD_01CA7DBE.24D55760 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Charlie Kohler wrote: Several months ago I was removing my exhaust system for top overhaul/Jet Hot coatings and was particularly interested in my firewall blanket and several areas of the aluminized coating had come loose and or off. I started to remove some of it and I discovered that BEHIND a perfectly normal piece of the blanket I had a blackened/totally charred 6 inch in diameter piece of pre-preg firewall. ------deleted text--- I am currently looking at-- http://www.acroname.com/robotics/parts/R67-UVTRON.html backed up (verified) by a standard outside air temperature gauge placed in gascolator area. Anyone have a better idea? Charlie, I installed a "standard" temperature sensor (-50 c to 150 c) in the back of the engine compartment just inside each of the exhaust stacks. (Lancair IV-P/TSIO-550E), and wired them to my Electronics International MVP-50. I made the brackets out of aluminum channel and fastened them to the motor mount with Adel clamps. I didn't do a lot of research or testing for placement.just put them where I thought an engine fire would deliver flame and heat out the tunnel if same was to occur. I was particularly interested in having the probes indicate an oil fire around the turbos, but also wanted to detect any abnormal heat exiting the exhaust tunnels. Like elephant repellant here in northern VA, they seem to be working very well. J A fire/flame sensor would seem an additional benefit, but may not be required to achieve a high level of assurance for any abnormal heating conditions in the engine compartment? . I hope that the norm would be a broken exhaust pipe, blown gasket, etc that heated without a flame source! In any case, after monitoring the probe results for a number of flights, I alarmed them on the MVP-50 display/audio for 170 F, and have monitored the temps over about 420 flying hours so far. I have never had an "over temp" alarm from these probes, nor have I had any cracks/failures in the engine compartment that generated excess heat, so I really don't know if the system works as intended. Still, I am pretty confident that it will give almost immediate warning of a fire or serious over heat that dumps hot gas out the exhaust tunnel. If you already have any digital instrumentation installed, adding these probes could be very simple. The available audio alarm is a great feature of most of these systems. The probes register between 100 and 130 F degrees in cruise, just a few degrees higher during climb (depends on the OAT and climb speed, as you would expect). The hottest readings are just before/after engine shutdown.up to 150 F on rare occasion; normally 140 max. I am not sure why this is the hottest period, but suspect that it's also the hottest time in the rest of the engine compartment as well, as the cooling airflow is turned off while the turbos/exhaust system is normally still pretty hot. (I don't run the engine at idle for any specified time after landing unless I do a go-around/stay in the pattern; normally the engine is very cool at touchdown-as monitored on the MVP-50).. Did I mention that I really like this little MVP-50..probably the most useful instrument in my EFIS panel? Glad to provide pix if helpful. Bob ------=_NextPart_000_03CD_01CA7DBE.24D55760 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Charlie Kohler wrote:

S= everal months ago I was removing my exhaust system for top overhaul/Jet Hot = coatings and was particularly interested in my firewall blanket and several areas = of the aluminized coating had come loose and or off. I started to remove some = of it and I discovered that BEHIND a perfectly normal piece of the blanket I = had a blackened/totally charred 6 inch in diameter piece of pre-preg firewall. = ------deleted text---

I= am currently looking at--

<= a href=3D"http://www.acroname.com/robotics/parts/R67-UVTRON.html">http://ww= w.acroname.com/robotics/parts/R67-UVTRON.html

b= acked up (verified) by a standard outside air temperature gauge placed in = gascolator area.

A= nyone have a better idea?



Charlie,
I installed a “standard” temperature sensor (-50 c to 150 c) = in the back of the engine compartment just inside each of the exhaust stacks. = (Lancair IV-P/TSIO-550E), and wired them to my Electronics International MVP-50. = I made the brackets out of aluminum channel and fastened them to the motor mount = with Adel clamps. I didn’t do a lot of research or testing for = placement…just put them where I thought an engine fire would deliver flame and heat out = the tunnel if same was to occur. I was particularly interested in having the = probes indicate an oil fire around the turbos, but also wanted to detect any = abnormal heat exiting the exhaust tunnels. Like elephant repellant here in = northern VA, they seem to be working very well… J  =

 

A fire/flame sensor would seem an additional benefit, but = may not be required to achieve a high level of assurance for any abnormal = heating conditions in the engine compartment? … I hope that the norm would = be a broken exhaust pipe, blown gasket, etc that heated without a flame = source! In any case, after monitoring the probe results for a number of flights, I = alarmed them on the MVP-50 display/audio for 170 F, and have monitored the temps = over about 420 flying hours so far. I have never had an “over = temp” alarm from these probes, nor have I had any cracks/failures in the = engine compartment that generated excess heat, so I really don’t know if = the system works as intended. Still, I am pretty confident that it will give = almost immediate warning of a fire or serious over heat that dumps hot gas out = the exhaust tunnel. If you already have any digital instrumentation = installed, adding these probes could be very simple. The available audio alarm is a = great feature of most of these systems.

 

The probes register between 100 and 130 F degrees in = cruise, just a few degrees higher during climb (depends on the OAT and climb = speed, as you would expect). The hottest readings are just before/after engine = shutdown…up to 150 F on rare occasion; normally 140 max. I am not sure why this is = the hottest period, but suspect that it’s also the hottest time in the = rest of the engine compartment as well, as the cooling airflow is turned off = while the turbos/exhaust system is normally still pretty hot. (I don’t = run the engine at idle for any specified time after landing unless I do a = go-around/stay in the pattern; normally the engine is very cool at touchdown—as = monitored on the MVP-50)….

 

Did I mention that I really like this little = MVP-50..probably the most useful instrument in my EFIS panel?

 

Glad to provide pix if helpful.


Bob

 

 

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