---------------------------------------------------------- TeamGrumman-List Digest Archive --- Total Messages Posted Thu 06/19/08: 4 ---------------------------------------------------------- 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 _____________________________________ Time: 11:06:10 AM PST US Subject: TeamGrumman-List: Oil Temperature and Power Flow. From: teamgrumman@aol.com 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 _____________________________________ Time: 03:34:45 PM PST US From: brian sandberg Subject: TeamGrumman-List: Cowl congrats 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 _____________________________________ Time: 06:03:46 PM PST US From: A1ynk@aol.com Subject: Re: TeamGrumman-List: 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 _____________________________________ Time: 09:11:35 PM PST US Subject: Re: TeamGrumman-List: Oil Temperature and Power Flow. From: teamgrumman@aol.com 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- Get the Moviefone Toolbar. 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