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CHT probe placement

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Lynn Matteson

Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan

Posted: Sat Sep 27, 2008 4:04 pm Post subject: CHT probe placement

When I recently rebuilt my Jabiru 2200 engine, I decided it was time  

to make the CHT probe move to a better location, and avoid the  

dreaded spark plug gasket removal and replacement problem. I didn't  

like the idea of putting the probe under a head bolt as some have  

done, fearing the idea of putting 24 lbs of torque on a copper  

terminal, so I followed another poster's idea and drilled and tapped  

a hole in the head between, and slightly below, the spark plug  

locations. Now I find that the temperature readings are quite a bit  

above the reported 10 degrees or so difference (from the spark plug  

locations) that I have read about for the head bolt locations. I have  

looked into this and have decided that the spark plug probes (mine  

anyway) position the thermocouple wire attachment point...the point  

where the actual reading is made, the "business end" if you will,  

(and it is NOT the area that actually touches the head)...one-half  

inch above the head surface, and well into the airflow that goes past  

this area. This spark plug thermocouple is further insulated by  

having it *above* the spark plug gasket, making it even further from  

the cylinder head, albeit by a very small amount. I believe this 1/2"  

of separation from the head is enough to place the "business end" of  

the t'couple in the relatively cool air passing by. I used to see  

CHT's of an average of about 275° F, while I now see my CHT's read  

about 350-360° F, and up to about 385° F in climb, at 1500' MSL, (at)  

80° F ambient. Straight and level flight after a 5 minute settling  

down period after climbout will see the 350's I mentioned. My  

thermocouple attachment point...the business end...is now closer to  

the head, and tucked between the head and a fin instead of sticking  

up into the airflow, so I can accept the higher readings, especially  

when the engine is running so strong now and climbing better than I  

recall it doing before the engine breakdown. I might add that each  

flight sees lower CHT's as the engine breaks in.

Any comments?



Lynn Matteson

Kitfox IV Speedster

Jabiru 2200, 562 hrs, and counting...all systems are go.

_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM

Fox5flyer
Guest

Posted: Sun Sep 28, 2008 3:32 am Post subject: CHT probe placement

Just one comment, Lynn.  KUDOs!

What you are doing is true experimenting and that is what these airplanes 

are all about.  Have you spoken to any of the Jab reps about what you're 

doing?  I'm sure they're aware of it and probably watching very closely.

Deke Morisse

Mikado Michigan

S5/Subaru/CAP 397+ TT

"The aim of an argument or discussion should not be victory, but progress."

- Joseph Joubert





---

Lynn Matteson

Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan

Posted: Sun Sep 28, 2008 4:50 am Post subject: CHT probe placement

Thanks, Deke.

Talk about experimenting....I just added a second Odyssey PC 680  

battery to try to isolate the ignition system while I and Electroair  

try to solve some ignition-related gremlins, and until I order the  

correct battery box, I just taped it to the console (orange tape, of  

course), and wrote on the tape: "Chill out, Inspector, it's only  

temporary!"



Regarding the placement of the t'couple probe....someone over in OZ  

had already done this, using a hole that was already there (for no  

apparent reason), and called the factory to see if it was ok to use  

it for that purpose, and they said yes, that's what we used it  

for...for a while. Now why they don't still use it is anybody's   

guess. Sometimes I think they've got too many engineers working over  

there and not enough real mechanics. I've tried to email Jabiru in  

OZ, and got no reply...this was regarding my broken crank gear....I'm  

sure lawyers monitor the phones, emails, maybe even the air they  

breathe.



In the meantime, I'm dealing with some occasionally erratic readings  

from the Grand Rapids EIS (not to be confused with the Electroair  

Ignition System [EIS] ) in which the readings sometimes go to 5  

digits for rpm, CHT, and EGT. If I push "next" then "previous" the  

readings read correctly. I suspect that it's something to do with the  

proximity of the ignition modules to the GR EIS wires, but that's  

what I'm trying to sort out.



Also, in the meantime, I'm flying it and starting to learn to fly  

almost over again after 8 weeks (today) of being grounded....for  

instance, I learned just the other day that when you make a radio  

announcement, the signal goes a lot further and can be heard by more  

folks if the radio is actually turned on. : )



Fog's lifting...gotta go....



Lynn Matteson

Kitfox IV Speedster

Jabiru 2200, 562 hrs, and counting...all systems are go.

On Sep 28, 2008, at 7:31 AM, fox5flyer wrote:



[quote] 

 <fox5flyer(at)idealwifi.net>



 Just one comment, Lynn.  KUDOs!

 What you are doing is true experimenting and that is what these  

 airplanes are all about.  Have you spoken to any of the Jab reps  

 about what you're doing?  I'm sure they're aware of it and probably  

 watching very closely.

 Deke Morisse

 Mikado Michigan

 S5/Subaru/CAP 397+ TT

 "The aim of an argument or discussion should not be victory, but  

 progress."

 - Joseph Joubert





 ---

_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM

gary.algate(at)sandvik.co
Guest

Posted: Mon Sep 29, 2008 10:33 pm Post subject: CHT probe placement

Lynn 

 

I have my CHT probe directly under the Spark Plug but I don't remove the plug gasket so it is sandwiched under the gasket directly on the head. 

 

This is the way most of the Aussies have their CHT probes set up. I never have any signs of leak either. 

 

My CHT's read as we discussed earlier 275 - 295 Cruise and now as it is getting warmer here I am seeing up to 330 in climb. 

 

I recently modified my lower cowl again to get more air out.  

 

I will get some comments from the factory about t=your findings 

 

Gary

 

 Gary Algate

 SMC, Exploration

 Office Phone: +61 8 8276 7655

 

 

 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. 

 

 

 

    

 

 

 

Lynn Matteson <lynnmatt(at)jps.net> 

Sent by: owner-kitfox-list-server(at)matronics.com 

28/09/2008 09:43 AM 

Please respond to

 kitfox-list(at)matronics.com     To

 jabiruengine-list(at)matronics.com, jabiruengines(at)yahoogroups.com, kitfox-list(at)matronics.com   cc

    Subject

 CHT probe placement 

     

 

 

 

--> Kitfox-List message posted by: Lynn Matteson <lynnmatt(at)jps.net>

 

 When I recently rebuilt my Jabiru 2200 engine, I decided it was time  

 to make the CHT probe move to a better location, and avoid the  

 dreaded spark plug gasket removal and replacement problem. I didn't  

 like the idea of putting the probe under a head bolt as some have  

 done, fearing the idea of putting 24 lbs of torque on a copper  

 terminal, so I followed another poster's idea and drilled and tapped  

 a hole in the head between, and slightly below, the spark plug  

 locations. Now I find that the temperature readings are quite a bit  

 above the reported 10 degrees or so difference (from the spark plug  

 locations) that I have read about for the head bolt locations. I have  

 looked into this and have decided that the spark plug probes (mine  

 anyway) position the thermocouple wire attachment point...the point  

 where the actual reading is made, the "business end" if you will,  

 (and it is NOT the area that actually touches the head)...one-half  

 inch above the head surface, and well into the airflow that goes past  

 this area. This spark plug thermocouple is further insulated by  

 having it *above* the spark plug gasket, making it even further from  

 the cylinder head, albeit by a very small amount. I believe this 1/2"  

 of separation from the head is enough to place the "business end" of  

 the t'couple in the relatively cool air passing by. I used to see  

 CHT's of an average of about 275° F, while I now see my CHT's read  

 about 350-360° F, and up to about 385° F in climb, at 1500' MSL, (at)  

 80° F ambient. Straight and level flight after a 5 minute settling  

 down period after climbout will see the 350's I mentioned. My  

 thermocouple attachment point...the business end...is now closer to  

 the head, and tucked between the head and a fin instead of sticking  

 up into the airflow, so I can accept the higher readings, especially  

 when the engine is running so strong now and climbing better than I  

 recall it doing before the engine breakdown. I might add that each  

 flight sees lower CHT's as the engine breaks in.

 Any comments?

 

 Lynn Matteson

 Kitfox IV Speedster

 Jabiru 2200, 562 hrs, and counting...all systems are go.

Lynn Matteson

Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan

Posted: Tue Sep 30, 2008 4:39 am Post subject: CHT probe placement

Thanks Gary, and by the way, someone smarter than me (and that  

includes nearly the world population) suggested that I put one of the  

other t'couples back under the spark plug and do  a side-by-side  

comparison....DUH! why didn't I think of that?  I have just  

resurrected one of the spark plug terminals and will rob a  

thermocouple from an adjacent head, install the plug terminal, and do  

that very thing. I think it best to do a flight first and record the  

temps that I'm getting, so I can then do a cyl-to-cyl temp variation  

chart, then with the one cylinder rigged with the two t'couples,  

interpret/guess what the variation between the two locations should  

be...within reason of course, then apply this to the other cylinders.



Interesting that you get away with the gasket not being right next to  

the head. When Jabiru says to do the gasket removal, t'couple  

placement, gasket re-installation, they are creating a lot of work  

for us guys with all 4 spark plugs so being monitored. Why haven't  

THEY (Jabiru) done their homework, and sorted all this out for us?  

There are times that I think that Jabiru hires only engineers who  

also have a law degree! (sorry to all you lawyers out there, but this  

whole litigation climate in this country and others SUCKS!!)

Lynn Matteson

Kitfox IV Speedster

Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so...

On Sep 30, 2008, at 2:28 AM, gary.algate(at)sandvik.com wrote:



 	  Quote: 	
		  

 Lynn



 I have my CHT probe directly under the Spark Plug but I don't  

 remove the plug gasket so it is sandwiched under the gasket  

 directly on the head.



 This is the way most of the Aussies have their CHT probes set up. I  

 never have any signs of leak either.



 My CHT's read as we discussed earlier 275 - 295 Cruise and now as  

 it is getting warmer here I am seeing up to 330 in climb.



 I recently modified my lower cowl again to get more air out.



 I will get some comments from the factory about t=your findings



 Gary



 Gary Algate

 SMC, Exploration

 Office Phone: +61 8 8276 7655

 This e-mail is confidential and it is intended only for the  

 addressees. Any review, dissemination, distribution, or copying of  

 this message by persons or entities other than the intended  

 recipient is prohibited. If you have received this e-mail in error,  

 kindly notify us immediately by telephone or e-mail and delete the  

 message from your system. The sender does not accept liability for  

 any errors or omissions in the contents of this message which may  

 arise as a result of the e-mail transmission.



 Lynn Matteson <lynnmatt(at)jps.net>

 Sent by: owner-kitfox-list-server(at)matronics.com

 28/09/2008 09:43 AM

 Please respond to

 kitfox-list(at)matronics.com



 To

 jabiruengine-list(at)matronics.com, jabiruengines(at)yahoogroups.com,  

 kitfox-list(at)matronics.com

 cc

 Subject

 CHT probe placement



 



 When I recently rebuilt my Jabiru 2200 engine, I decided it was time

 to make the CHT probe move to a better location, and avoid the

 dreaded spark plug gasket removal and replacement problem. I didn't

 like the idea of putting the probe under a head bolt as some have

 done, fearing the idea of putting 24 lbs of torque on a copper

 terminal, so I followed another poster's idea and drilled and tapped

 a hole in the head between, and slightly below, the spark plug

 locations. Now I find that the temperature readings are quite a bit

 above the reported 10 degrees or so difference (from the spark plug

 locations) that I have read about for the head bolt locations. I have

 looked into this and have decided that the spark plug probes (mine

 anyway) position the thermocouple wire attachment point...the point

 where the actual reading is made, the "business end" if you will,

 (and it is NOT the area that actually touches the head)...one-half

 inch above the head surface, and well into the airflow that goes past

 this area. This spark plug thermocouple is further insulated by

 having it *above* the spark plug gasket, making it even further from

 the cylinder head, albeit by a very small amount. I believe this 1/2"

 of separation from the head is enough to place the "business end" of

 the t'couple in the relatively cool air passing by. I used to see

 CHT's of an average of about 275° F, while I now see my CHT's read

 about 350-360° F, and up to about 385° F in climb, at 1500' MSL, (at)

 80° F ambient. Straight and level flight after a 5 minute settling

 down period after climbout will see the 350's I mentioned. My

 thermocouple attachment point...the business end...is now closer to

 the head, and tucked between the head and a fin instead of sticking

 up into the airflow, so I can accept the higher readings, especially

 when the engine is running so strong now and climbing better than I

 recall it doing before the engine breakdown. I might add that each

 flight sees lower CHT's as the engine breaks in.

 Any comments?



 Lynn Matteson

 Kitfox IV Speedster

 Jabiru 2200, 562 hrs, and counting...all systems are go.

 www.matronics.com/Navigator?Kitfox-List _- 

 www.matronics.com/contribution _- 

 ============================================================

_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM

peteohms

Joined: 31 Oct 2007
Posts: 224
Location: Leander, TX

Posted: Tue Sep 30, 2008 8:42 am Post subject: CHT probe placement

I haven't been following this thread closely but in my own experience I 

mounted a CHT probe on a Quicksilver MX and removed the washer per 

instructions and soon thereafter had a plug back out almost causing an 

emergency landing in a bad spot.  I put a plug in WITH the washer and never 

had another problem.



Pete

III 912

Hell Paso, TX

_________________
Pete
Leander, TX
Kitfox III, 912ul, Grove

Lynn Matteson

Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan

Posted: Tue Sep 30, 2008 2:29 pm Post subject: CHT probe placement

I did some tests today regarding the CHT probe placements on my  

Jabiru 2200 engine. I'm cross-posting this so others can benefit, and  

even make assumptions regarding other engines, perhaps. I was  

wondering out loud about how the different mounting locations for the  

thermocouple probes might affect the readings of the cylinder head  

temps. During my recent overhaul, I decided I didn't like the "under- 

the-spark-plug" mounting location, so I changed to a location that  

required me to drill into the head, tap it for an 8-32 machine  

screw...actually a socket head cap screw...and affix the proper  

electrical terminal onto the end of the t'couple probe...after  

removing the spark plug terminal of course.



First I went up and got some CHT numbers as the basis for comparison.  

I noted that cyl. #1 ran 317, 327, and 340° F, during various phases  

of flight. Noting these, I then took the probe from cyl #3 and  

attached to it a spark plug terminal (12mm), and installed it onto  

the spark plug that lives over the exhaust valve on #1 cylinder. I  

first removed the spark plug washer like Jabiru says to do, installed  

the probe/terminal, then reinstalled the spark plug washer, and  

reinstalled the plug. Then went flying again.



Here is how I'll report the numbers....I'll call the new location  

(the machine screw termination) CHT, and the spark plug termination,  

SP, as In (CHT/SP)



The numbers I got were as follows (with an ambient of 61° F)   (drum  

roll please)....initial taxiing= (250/220); taxiing further=  

(266/230); climbing out= (308/232); further  climbing=(321/243);  

leveling off (not recorded for how long level)= (330/245); not noted  

what attitude, but not climbing=(334/249); climbing again briefly= 

(344/248) I noted that the max differential was 96° F, and the  

climbing EGT's were in the high 1200's. I didn't have enough hands,  

instruments or inclination to record every aspect of the test, but I  

got enough to satisfy myself that my new locations for the CHT probes  

work, and now I can rest assured that I'm not overheating the engine  

as I thought I might when I first started it up with this  

configuration. Needless to say, the CHT's now apparently rise more  

quickly, and if you're like me, and you've been accustomed to seeing  

it rise slowly and only into the low to mid- 200's, the ol' pucker  

factor rises just as quickly and the finger gets close to the panic  

button, but it's just numbers, and now that I've done some testing,  

I'll relax a bit on this subject at least.



Lynn Matteson

Kitfox IV Speedster

Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so...

_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM

gary.algate(at)sandvik.co
Guest

Posted: Tue Sep 30, 2008 3:16 pm Post subject: CHT probe placement

Great job Lynn. 

 

This makes a lot of sense now. With my pick ups directly against the top of the head (under the washer) I am getting readings that appear to be midway so it really all depends upon where you take the readings -  

 

Good luck and fly "blue side up" 

 

Gary

 

 Gary Algate

 SMC, Exploration

 Office Phone: +61 8 8276 7655

 

 

 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. 

 

 

 

    

 

 

 

Lynn Matteson <lynnmatt(at)jps.net> 

Sent by: owner-kitfox-list-server(at)matronics.com 

01/10/2008 08:07 AM 

Please respond to

 kitfox-list(at)matronics.com     To

 kitfox-list(at)matronics.com, jabiruengines(at)yahoogroups.com, jabiruengine-list(at)matronics.com   cc

    Subject

 Re: CHT probe placement 

     

 

 

 

--> Kitfox-List message posted by: Lynn Matteson <lynnmatt(at)jps.net>

 

 

 I did some tests today regarding the CHT probe placements on my  

 Jabiru 2200 engine. I'm cross-posting this so others can benefit, and  

 even make assumptions regarding other engines, perhaps. I was  

 wondering out loud about how the different mounting locations for the  

 thermocouple probes might affect the readings of the cylinder head  

 temps. During my recent overhaul, I decided I didn't like the "under- 

 the-spark-plug" mounting location, so I changed to a location that  

 required me to drill into the head, tap it for an 8-32 machine  

 screw...actually a socket head cap screw...and affix the proper  

 electrical terminal onto the end of the t'couple probe...after  

 removing the spark plug terminal of course.

 

 First I went up and got some CHT numbers as the basis for comparison.  

 I noted that cyl. #1 ran 317, 327, and 340° F, during various phases  

 of flight. Noting these, I then took the probe from cyl #3 and  

 attached to it a spark plug terminal (12mm), and installed it onto  

 the spark plug that lives over the exhaust valve on #1 cylinder. I  

 first removed the spark plug washer like Jabiru says to do, installed  

 the probe/terminal, then reinstalled the spark plug washer, and  

 reinstalled the plug. Then went flying again.

 

 Here is how I'll report the numbers....I'll call the new location  

 (the machine screw termination) CHT, and the spark plug termination,  

 SP, as In (CHT/SP)

 

 The numbers I got were as follows (with an ambient of 61° F)   (drum  

 roll please)....initial taxiing= (250/220); taxiing further=  

 (266/230); climbing out= (308/232); further  climbing=(321/243);  

 leveling off (not recorded for how long level)= (330/245); not noted  

 what attitude, but not climbing=(334/249); climbing again briefly= 

 (344/248) I noted that the max differential was 96° F, and the  

 climbing EGT's were in the high 1200's. I didn't have enough hands,  

 instruments or inclination to record every aspect of the test, but I  

 got enough to satisfy myself that my new locations for the CHT probes  

 work, and now I can rest assured that I'm not overheating the engine  

 as I thought I might when I first started it up with this  

 configuration. Needless to say, the CHT's now apparently rise more  

 quickly, and if you're like me, and you've been accustomed to seeing  

 it rise slowly and only into the low to mid- 200's, the ol' pucker  

 factor rises just as quickly and the finger gets close to the panic  

 button, but it's just numbers, and now that I've done some testing,  

 I'll relax a bit on this subject at least.

 

 Lynn Matteson

 Kitfox IV Speedster

 Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so...

Float Flyr

Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland

Posted: Tue Sep 30, 2008 5:49 pm Post subject: CHT probe placement

Lynn 

I don't have a Jab or for that matter I'm not too interested in installing

one... I'm still working on getting the 912 into my 'fox.  Having said that

I think your report on the location of the thermocouples to be to the point

and factual.  Thanks.  It's always good to keep up on what's being done. 



Noel



--

_________________
Noel Loveys
Kitfox III-A
Aerocet 1100 Floats

Lynn Matteson

Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan

Posted: Tue Sep 30, 2008 6:44 pm Post subject: CHT probe placement

Thanks, Gary. I know this really helps me to not panic when I see  

those "big" numbers. All I gotta do now is to reset the "maximums" on  

my EIS so I don't get false alarms. I only got the one when it went  

over 392° F the first time I taxied with it, but after that it has  

not lit up for overtemps even with the "hotter" probe placement. On  

second thought, maybe I won't change them, as now it will just give  

me an early warning, and it really won't mean anything...yet.



Lynn Matteson

Kitfox IV Speedster

Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so...

On Sep 30, 2008, at 7:15 PM, gary.algate(at)sandvik.com wrote:



 	  Quote: 	
		  

 Great job Lynn.



 This makes a lot of sense now. With my pick ups directly against  

 the top of the head (under the washer) I am getting readings that  

 appear to be midway so it really all depends upon where you take  

 the readings -



 Good luck and fly "blue side up"



 Gary



 Gary Algate

 SMC, Exploration

 Office Phone: +61 8 8276 7655

_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM

paul(at)eucleides.com
Guest

Posted: Tue Sep 30, 2008 8:16 pm Post subject: CHT probe placement

On Tue, September 30, 2008 3:29 pm, Lynn Matteson wrote:

 	  Quote: 	
		   


	


 	  Quote: 	
		   During my recent overhaul, I decided I didn't like the "under-

 the-spark-plug" mounting location, so I changed to a location that

 required me to drill into the head, tap it for an 8-32 machine

 screw...actually a socket head cap screw...and affix the proper

 electrical terminal onto the end of the t'couple probe...after

 removing the spark plug terminal of course.


	


Good and useful experiment. Would you post a few photos of the thermocouple installation?



I want to do the same with my Rotax 914.



-- 

Paul A. Franz, P.E.

PAF Consulting Engineers

Office 425.440.9505

Cell 425.241.1618

Lynn Matteson

Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan

Posted: Wed Oct 01, 2008 2:36 am Post subject: CHT probe placement

I've got photos of the install, and when I remove the plug t'couple  

today, I'll take a few how how close together they are. I was amazed  

at how close together hey can be physically, yet give such different  

readings.



Lynn Matteson

Kitfox IV Speedster

Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so...

On Oct 1, 2008, at 12:15 AM, Paul A. Franz, P.E. wrote:



 	  Quote: 	
		   

 <paul(at)eucleides.com>

 On Tue, September 30, 2008 3:29 pm, Lynn Matteson wrote:

> 



> During my recent overhaul, I decided I didn't like the "under-

> the-spark-plug" mounting location, so I changed to a location that

> required me to drill into the head, tap it for an 8-32 machine

> screw...actually a socket head cap screw...and affix the proper

> electrical terminal onto the end of the t'couple probe...after

> removing the spark plug terminal of course.



 Good and useful experiment. Would you post a few photos of the  

 thermocouple installation?



 I want to do the same with my Rotax 914.



 -- 

 Paul A. Franz, P.E.

 PAF Consulting Engineers

 Office 425.440.9505

 Cell 425.241.1618

_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM

Lynn Matteson

Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan

Posted: Wed Oct 01, 2008 10:42 am Post subject: CHT probe placement

Thanks, Noel....that's the reason that I posted it...because some  

people might like the info and want to change their location. The  

spark plug location has always been a pain in the backside to me, and  

I was even cussin' while I was dealing with just this one yesterday,  

and again when I removed it this morning.



Lynn Matteson

Kitfox IV Speedster

Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so...

On Sep 30, 2008, at 9:42 PM, Noel Loveys wrote:



[quote] 



 Lynn

 I don't have a Jab or for that matter I'm not too interested in  

 installing

 one... I'm still working on getting the 912 into my 'fox.  Having  

 said that

 I think your report on the location of the thermocouples to be to  

 the point

 and factual.  Thanks.  It's always good to keep up on what's being  

 done.



 Noel



 --

_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM

Guy Buchanan

Joined: 16 Jul 2006
Posts: 1204
Location: Ramona, CA

Posted: Wed Oct 01, 2008 12:32 pm Post subject: CHT probe placement

At 09:42 AM 9/30/2008, you wrote:

 	  Quote: 	
		  I haven't been following this thread closely but in my own 

experience I mounted a CHT probe on a Quicksilver MX and removed the 

washer per instructions and soon thereafter had a plug back out 

almost causing an emergency landing in a bad spot.  I put a plug in 

WITH the washer and never had another problem.


	


Hmmmm. I've been running them for 250 hours without a washer in my 

582 and have not had a problem.

Guy Buchanan

San Diego, CA

K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.

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Guy Buchanan
Deceased K-IV 1200
A glider pilot too.

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