Today's Message Index:
----------------------
1. 11:06 AM - Oil Temperature and Power Flow. (teamgrumman@aol.com)
2. 03:34 PM - Cowl congrats (brian sandberg)
3. 06:03 PM - Re: Cowl congrats (A1ynk@aol.com)
4. 09:11 PM - Re: Oil Temperature and Power Flow. (teamgrumman@aol.com)
Message 1
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| Subject: | Oil Temperature and Power Flow. |
I just read the Star's article on oil temperature and the Power Flow Exhaust
System. =C2-
I've installed somewhere in the 15 to 20 range of PFSs. =C2-I've yet to ex
perience as high of an oil temperature increase as reported. =C2-And, I li
ved on the desert for way too many years. =C2-That said . . . .
I did have a customer (79 Tiger, metal cooling ramps) with the original donk
ey dick PFS. =C2-He complained of high oil temps. =C2-A clean-up of the
baffles helped a little. =C2-When we installed the short stack version, a
couple of years later, he again complained of high oil temps. =C2-Soooo .
. .=C2-
I installed a set of the larger fiberglass cooling exit ramps. =C2-These a
re similar to the stock fiberglass cooling exit ramps but about an inch and
a quarter taller. =C2-That makes about 18 square inches of increased cooli
ng area. =C2-
I had made these new ramps to get rid of the metal ramps on 78 and newer pla
nes. =C2-I had noticed a lot of cracking in the lower right half corner of
the cowling on the later planes. =C2-It seems that the fiberglass ramp wo
uld absorb the vibration and cracking became less of an issue. =C2-While a
t it, I made them a little larger. =C2-
The result was a 15 to 20 degree decrease in the oil temperature. =C2-Note
: He already had the larger oil cooler. =C2-I didn't notice any difference
in the CHTs. =C2-
--------------
Regarding cooling area. =C2-
I have been recording massive amounts of data on my new cowling. =C2-When
I went from the stock exhaust system to the short stack power flow, I didn't
notice any difference, outside of the typical range, of any of the temperat
ures. =C2-I didn't change the cooling exit area. =C2-I did reduce the in
let cooling area by a little over 1/2. =C2-
-------------
Oil temps with my new cowling: =C2-Normal operation
In climb on a hot day, I can see just over 200 degrees. =C2-Cruise, it usu
ally settles in at 181 degrees. =C2-I have the larger oil cooler. =C2-
On the airplane with the first production cowling, we're seeing similar resu
lts. =C2-It has the smaller oil cooler. =C2-
-------------
Oil temps with my new cowling: =C2-Flight Test, climb cooling test at Vy
When I was told that the oil temp and CHTs would come down as I climbed thro
ugh 5,000 to 7,000 feet, I didn't believe it. =C2-Sure enough, there was n
othing I could do to make the CHTs higher or the oil temp higher after about
7,000 feet. =C2-Surprised me. =C2-The air temp at 1,000 feet, as I bega
n the climb, was 95 degrees. =C2-
On the=C2-airplane with the first production cowling, we'll be doing the c
limb test shortly. =C2-
Message 2
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Congrats on muscling through the FAA process. NASA can't even do that. Se
riously, I'm working on a project from Langley to carry a proof of concept
instrument on a Navy helicopter. The device was ready to fly on a Bell 407
- custom mounted and everything- but the Field Approval broke down over som
e internal problem concerning agricultural helicopters. Told they would ne
ed an STC for their 4-hour flight, NASA abandoned the 407 and the FAA and a
sked us to fly the 100lb experiment. Because the effort will result in a p
ublished paper requesting money to build a satellite they can't do anything
remotely shady. The Navy process isn't quick nor cheap, but apparently no
t as bad as the FAA.
-Brian
N119ST @ 2W6
Message 3
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| Subject: | Re: Cowl congrats |
Brian
Imagine that. I am currently writing a 135 Ops manual and Approved aircraft
inspection program. We are 5 months in and it has not been a bed of roses.
Just remember the FAA motto. Were not happy until your not happy. I have some
new joke for you. Give me a call.
Bill
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
Message 4
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| Subject: | Re: Oil Temperature and Power Flow. |
I tried to send this to Lynn, the author, but the email in the Star is wrong
. =C2-If you know him, could you please forward it to him? =C2-Thanks
-----Original Message-----
From: teamgrumman@aol.com
Sent: Thu, 19 Jun 2008 11:03 am
Subject: TeamGrumman-List: Oil Temperature and Power Flow.
I just read the Star's article on oil temperature and the Power Flow Exhaust
System. =C2-
I've installed somewhere in the 15 to 20 range of PFSs. =C2-I've yet to ex
perience as high of an oil temperature increase as reported. =C2-And, I li
ved on the desert for way too many years. =C2-That said . . . .
I did have a customer (79 Tiger, metal cooling ramps) with the original donk
ey dick PFS. =C2-He complained of high oil temps. =C2-A clean-up of the
baffles helped a little. =C2-When we installed the short stack version, a
couple of years later, he again complained of high oil temps. =C2-Soooo .
. .=C2-
I installed a set of the larger fiberglass cooling exit ramps. =C2-These a
re similar to the stock fiberglass cooling exit ramps but about an inch and
a quarter taller. =C2-That makes about 18 square inches of increased cooli
ng area. =C2-
I had made these new ramps to get rid of the metal ramps on 78 and newer pla
nes. =C2-I had noticed a lot of cracking in the lower right half corner of
the cowling on the later planes. =C2-It seems that the fiberglass ramp wo
uld absorb the vibration and cracking became less of an issue. =C2-While a
t it, I made them a little larger. =C2-
The result was a 15 to 20 degree decrease in the oil temperature. =C2-Note
: He already had the larger oil cooler. =C2-I didn't notice any difference
in the CHTs. =C2-
--------------
Regarding cooling area. =C2-
I have been recording massive amounts of data on my new cowling. =C2-When
I went from the stock exhaust system to the short stack power flow, I didn't
notice any difference, outside of the typical range, of any of the temperat
ures. =C2-I didn't change the cooling exit area. =C2-I did reduce the in
let cooling area by a little over 1/2. =C2-
-------------
Oil temps with my new cowling: =C2-Normal operation
In climb on a hot day, I can see just over 200 degrees. =C2-Cruise, it usu
ally settles in at 181 degrees. =C2-I have the larger oil cooler. =C2-
On the airplane with the first production cowling, we're seeing similar resu
lts. =C2-It has the smaller oil cooler. =C2-
-------------
Oil temps with my new cowling: =C2-Flight Test, climb cooling test at Vy
When I was told that the oil temp and CHTs would come down as I climbed thro
ugh 5,000 to 7,000 feet, I didn't believe it. =C2-Sure enough, there was n
othing I could do to make the CHTs higher or the oil temp higher after about
7,000 feet. =C2-Surprised me. =C2-The air temp at 1,000 feet, as I bega
n the climb, was 95 degrees. =C2-
On the=C2-airplane with the first production cowling, we'll be doing the c
limb test shortly. =C2-
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