Return-Path: Sender: (Marvin Kaye) To: lml Date: Thu, 12 Sep 2002 22:56:18 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d08.mx.aol.com ([205.188.157.40] verified) by logan.com (CommuniGate Pro SMTP 4.0b7) with ESMTP id 1731921 for lml@lancaironline.net; Thu, 12 Sep 2002 22:19:37 -0400 Received: from Sky2high@aol.com by imo-d08.mx.aol.com (mail_out_v34.10.) id q.186.dfda0c1 (30960) for ; Thu, 12 Sep 2002 22:19:34 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <186.dfda0c1.2ab2a535@aol.com> X-Original-Date: Thu, 12 Sep 2002 22:19:33 EDT Subject: Re: [LML] engine fires X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_186.dfda0c1.2ab2a535_boundary" X-Mailer: AOL 8.0 for Windows US sub 90 --part1_186.dfda0c1.2ab2a535_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Marv, I have seen 90C (190F) behind the baffling on my 320. This is why I have a blast tube for the Voltage regulator and vacuum pump. I use the "carb" temp probe of my VM system as a movable "cowl" probe. If it goes off scale, I'm jumping! Frankly, I would use a temp probe with cockpit readout and a setable warning level device (oven temp control?). As usual, if it is well placed, a normal "under cowl" temperature range could be determined from experience and a too cold (leaking baffle? engine stoppage?) or too hot (summer heat soaking, FIRE!, etc.) would be intellegently dealt with. Scott Krueger N92EX --part1_186.dfda0c1.2ab2a535_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit Marv,

I have seen 90C (190F) behind the baffling on my 320.  This is why I have a blast tube for the Voltage regulator and vacuum pump.  I use the "carb" temp probe of my VM system as a movable "cowl" probe.  If it goes off scale, I'm jumping!

Frankly, I would use a temp probe with cockpit readout and a setable warning level device (oven temp control?).  As usual, if it is well placed, a normal "under cowl" temperature range could be determined from experience and a too cold (leaking baffle? engine stoppage?) or too hot (summer heat soaking, FIRE!, etc.) would be intellegently dealt with.

Scott Krueger
N92EX

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