Today's Message Index:
----------------------
1. 01:27 AM - Re: overheating TIger (teamgrumman@aol.com)
2. 01:34 AM - Re: overheating TIger (teamgrumman@aol.com)
3. 01:37 AM - Re: Re: Overheating in climb (teamgrumman@AOL.COM)
4. 01:37 AM - Fw: overlay pictures (Ian Matterface)
5. 01:50 AM - Re: Fw: overlay pictures (teamgrumman@AOL.COM)
Message 1
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| Subject: | Re: overheating TIger |
the 2005 Tiger only has one CHT and it came with the plane
-----Original Message-----
From: 923te <923te@att.net>
Sent: Fri, 23 Jan 2009 4:41 pm
Subject: Re: TeamGrumman-List: overheating TIger
Hi Gary's Customer,
=C2-
Just back from being stranded in Cowboy country. The Starter
went out in my '02 Tiger. Les Staples overnighted a new one and it works gre
at!
I'd like to respond to this query as I had overheating problems with my '02
Tiger and found severall things to help it cool better. I always climb at 80
kts
and never have cooling issues but...when I first had my Tiger it would
overheat.
=C2-
First, I'd confirm measurement instrumentation
Second, I'd look at look at ways to make the engine cool
better.
=C2-
I'm guessing this plane has JPI and not EI engine scanner? As
the=C2-chief GGG (that's Grumman Guru Gary) has said the JPI
indicates....70deg hgher than the EI and Lycoming Factory instrumentation
indicates....So your 500 was really only 430....
=C2-
Yep, GGG's cowl will make the cylinders run really cold, under
Lyc's recommendations and I can't wait to get that cowl on mine..my
EI=C2-325deg heads may be in the high 200's then:)
=C2-
Ways to make it run cooler....lots of secrets there that lots
of mechanics did not want to let me know about...took long time to find out
some
of them.... dinner bell just rang.... so=C2-here is just=C2-a short
list of
some:
=C2-
1) Whatever hole you are talking about patch it up. In fact go
out at night and put a light in the cowl and find all the holes and patch th
em
up with silicone
2) Ensure that the baffles are open "enough" ...that is on the
bottom of the cylinders. The distance between the rear wrap around baffle an
d
the intercylinder baffle is often too small especially on the 2000 vintage
AG5B's
3) Look for cylinder cast flashing between the spark plugs
blocking cooling air near the exhaust valve.
4) Make sure all the silicone baffles lay flat against the
cowling. Pay attention to the front baffle cowl because my '02 silicone was
too
short and did not even reach the cowl.
=C2-
I'll try and get more details later gota run but GGG knows all
this so just take her back to him and have him get it done...
=C2-
ned
----- Original Message -----
From:
teamgrumman@aol.com
Sent: Thursday, January 22, 2009 2:57
PM
Subject: TeamGrumman-List: overheating
TIger
I have a customer with a 2005 Tiger.
=C2-I put a power Flow on it about a month ago. =C2-To the best of my
knowledge, he was instructed to take-off and climb, every time, at 80 knot
s to
practice in case he needed to climb over a 50 foot obstacle. =C2-
Here is his posting to me. =C2-Please give me
some feedback as to what
the general consensus is.
------
Hi Gary. I need some feedback. Today was the second time that I have take
n
off and climbed out at 80 knots, and by the time I am at 1500 to 2000 feet I
have a cylinder head temp of 500 degrees=C2-and a climb rate of 1400 to 1
500 feet/min. The outside air temp was 21 C on=C2-
both days. This was with full throttle and full rich. I was just beginnin
g to
start a cruise climb both times when I noticed it. I was looking for it tod
ay,
but I got cutoff in the downwind turn by two planes coming in and obviously
did
not hear my takeoff call out. By the time I dodged both those guys the temp
was
already at 500. I think the Tach was around 2400. As soon as I saw it I
lowered the nose20and the increase in speed cooled it back to 375 or 385 aft
er
what seemed like a minute or two. I was too busy worrying about it to time
the
temp drop. I definitely do not remember seeing those temps when I took it h
ome
or the next couple of flights. The oil is 61/4 qts.
Does this mean that I need to climb out at a 100 or more because even at tho
se
speeds I have at least 500'/min climb rate or more, or do I have to not use
full throttle on take off? Is this related to the baffling and/or the open
hole, or have I just mucked it up somehow. What cylinder is the probe on an
d
could this
be related to heat from the Powerflow near the probe and cylinder
head?
If I am getting this kind of response at these temps, I am definitely concer
ned
about when it really gets hot outside, and what if I really need that Vx cli
mb
rate?
Any suggestions.
As an aside, the first refueling showed a fuel flow of 7.3 gal/hr and today
after refueling it was 9.3. I assume that it is somewhat artificially low
due
to runnup and taxi etc time. This is just feedback.
Thanks
A Good Credit Score is 700 or Above. See yours in just 2 easy steps!
href="http://www.matronics.com/Navigator?TeamGrumman-List"http://www.m
atronics.com/Navigator?TeamGrumman-List href="http://forums.matronics.com
"http://forums.matronics.com href="http://www.matronics.com/contribution"
http://www.matronics.com/c
========
Message 2
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| Subject: | Re: overheating TIger |
and it's on #4
-----Original Message-----
From: teamgrumman@aol.com
Sent: Sat, 24 Jan 2009 1:26 am
Subject: Re: TeamGrumman-List: overheating TIger
the 2005 Tiger only has one CHT and it came with the plane
-----Original Message-----
From: 923te <923te@att.net>
Sent: Fri, 23 Jan 2009 4:41 pm
Subject: Re: TeamGrumman-List: overheating TIger
Hi Gary's Customer,
=C2-
Just back from being stranded in Cowboy country. The Starter
went out in my '02 Tiger. Les Staples overnighted a new one and it works gre
at!
I'd like to respond to this query as I had overheating problems with my '02
Tiger and found severall things to help it cool better. I always climb at 80
kts
and never have cooling issues but...when I first had my Tiger it would
overheat.
=C2-
First, I'd confirm measurement instrumentation
Second, I'd look at look at ways to make the engine cool
better.
=C2-
I'm guessing this plane has JPI and not EI engine scanner? As
the=C2-chief GGG (that's Grumman Guru Gary) has said the JPI
indicates....70deg hgher than the EI and Lycoming Factory instrumentation
indicates....So your 500 was really only 430....
=C2-
Yep, GGG's cowl will make the cylinders run really cold, under
Lyc's recommendation
s and I can't wait to get that cowl on mine..my
EI=C2-325deg heads may be in th
e high 200's then:)
=C2-
Ways to make it run cooler....lots of secrets there that lots
of mechanics did not want to let me know about...took long time to find out
some
of them.... dinner bell just rang.... so=C2-here is just=C2-a short list
of
some:
=C2-
1) Whatever hole you are talking about patch it up. In fact go
out at night and put a light in the cowl and find all the holes and patch th
em
up with silicone
2) Ensure that the baffles are open "enough" ...that is on the
bottom of the cylinders. The distance between the rear wrap around baffle an
d
the intercylinder baffle is often too small especially on the 2000 vintage
AG5B's
3) Look for cylinder cast flashing between the spark plugs
blocking cooling air near the exhaust valve.
4) Make sure all the silicone baffles lay flat against the
cowling. Pay attention to the front baffle cowl because my '02 silicone was
too
short and did not even reach the cowl.
=C2-
I'll try and get more details later gota run but GGG knows all
this so just take her back to him and have him get it done...
=C2-
ned
----- Original Message -----
From:
teamgrumman@aol.com
Sent: Thursday, January 22, 2009 2:57
PM
Subject: TeamGrumman-List: overheating
TIger
I have a customer with20a 2005 Tiger.
=C2-I put a power Flow on it about a month ago. =C2-To the best of my
knowledge, he was instructed to take-off and climb, every time, at 80 knot
s to
practice in case he needed to climb over a 50 foot obstacle. =C2-
Here is his posting to me. =C2-Please give me some feedback as to what
the general consensus is.
------
Hi Gary. I need some feedback. Today was the second tim
e that I have taken
off and climbed out at 80 knots, and by the time I am at 1500 to 2000 feet I
have a cylinder head temp of 500 degrees=C2-and a climb rate of 1400 to 1
500 feet/min. The outside air temp was 21 C on=C2-
both days. This was with full throttle and full rich. I was just beginnin
g to
start a cruise climb both times when I noticed it. I was looking for it tod
ay,
but I got cutoff in the downwind turn by two planes coming in and obviously
did
not hear my takeoff call out. By the time I dodged both those guys the temp
was
already at 500. I think the Tach was around 2400. As soon as I saw it I
lowered the nose20and the increase in speed cooled it back to 375 or 385 aft
er
what seemed like a minute or two. I was too busy worrying about it to time
the
temp drop. I definitely do not remember seeing those temps when I took it h
ome
or the next couple of flights. The oil is 61
/4 qts.
Does this mean that I need to climb out at a 100 or more because even at tho
se
speeds I have at least 500'/min climb rate or more, or do I have to not use
full throttle on take off? Is this related to the baffling and/or the open
hole, or have I just mucked it up somehow. What cylinder is the probe20on a
nd
could this be related to heat from the Powerflow near the probe and cylinder
head?
If I am getting this kind of response at these temps, I am definitely concer
ned
about when it really gets hot outside, and what if I really need that Vx cli
mb
rate?
Any suggestions.
As an aside, the first refueling showed a fuel flow of 7.3 gal/hr and today
after refueling it was 9.3. I assume that it is somewhat artificially low
due
to runnup and taxi etc time. This is just feedback.
Thanks
A Good Credit Score is 700 or Above. See yours in just 2 easy steps!
href="http://www.matronics.com/Navigator?TeamGrumman-List"http://www.m
atronics.com/Navigator?TeamGrumman-List href="http://forums.matronics.com
"http://forums.matronics.com href="http://www.matronics.com/contribution"
http://www.matronics.com/c
http://www.maank" href="http://forums.matronics.com"http://forums.matronic
s.com _" href="http://www.matronics.com/contribution">
=========================
A Good Credit Score is 700 or Above. See yours
in just 2 easy steps!
Message 3
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| Subject: | Re: RE: Overheating in climb |
My oil temps with half the inlet area of a stock cowling, with a powerflow,
are 185-192 consistently, regardless of OAT.
-----Original Message-----
From: brian sandberg <sandbag23@msn.com>
Sent: Fri, 23 Jan 2009 9:52 pm
Subject: TeamGrumman-List: RE: Overheating in climb
I always shoot for a 90 kt climb and with the Power Flow I can usually get m
uch faster (and cooler) while maintaining at least 500fpm, which is an IFR c
oncern, but nothing but a round number to shoot for VFR.=C2- 90-110 kt cli
mbs also increase forward field of view which is already excellent over the
nose of a Tiger.
=C2-
During a full throttle, full rich 90 kt climb on a hot day I might see 450 d
eg F CHT (EDM-70) until right around 5,000' DA.=C2- I never patched the ex
haust hole in my stock cowl, and I have Vogt baffles.=C2- Interestingly, a
fter installing the Power Flow short stack my oil temps went up a consistent
15 deg on the EDM-700 which other people have reported too.
=C2-
-Brian
N119ST @ SDM
=C2-
> Hi Gary. I need some feedback. Today was the second time that I have take
> n
> off and climbed out at 80 knots, and by the time I am at 1500 to 2000 feet
I
> have a cylinder head temp of 500 degrees=C2-and a climb rate of 1400 to
1
> 500 feet/min. The outside air temp was 21 C on=C2-
======================3
D=============
Message 4
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| Subject: | Fw: overlay pictures |
Garry's Panel overlay pictures can be viewed on the following Album.
http://urlizer.com/00/2410/
Ian
MatAir
UK
Message 5
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| Subject: | Re: Fw: overlay pictures |
British spelling of Gary
-----Original Message-----
From: Ian Matterface <i.r.m@btinternet.com>
Sent: Sat, 24 Jan 2009 1:37 am
Subject: TeamGrumman-List: Fw: overlay pictures
Garry's Panel overlay pictures can be viewed on the
following Album.
http://urlizer.com/00/2410/
=C2-
=C2-
Ian
MatAir
UK
=C2-
=C2-
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