Today's Message Index:
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1. 03:31 AM - Re: IO-360 B1E (180 hp) (Brock Windsor)
2. 06:50 AM - Re: IO-360 B1E (180 hp) (flyv35b)
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| Subject: | Re: IO-360 B1E (180 hp) |
Yea, I get it.=C2- How is it enforced?=C2- What, if anything, physicall
y=C2-keeps the=C2-pilot from opening the throttle wide open at sea leve
l?=C2- Or is it just a rule the pilot must follow?=C2-
=C2-
--- On Thu, 9/30/10, Gary <teamgrumman@YAHOO.COM> wrote:
From: Gary <teamgrumman@YAHOO.COM>
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
Well, actually, yes. But, unlike the restricter plate, which is set for one
set of conditions, I.e., sea level, you would be able to go to WOT as you
go up. In other words, there would come an altitude at which you cannot get
more than, say, 25 inches of pressure at full throttle.=C2-
The redline, as it were, would be a red line on the MAP gauge. Does that ma
ke sense?
Sent from my iPhone
On Sep 29, 2010, at 7:51 PM, Brock Windsor <n2_narcosis@YAHOO.COM> wrote:
OK, so like a NASCAR restrictor plate in the carb?
--- On Wed, 9/29/10, Gary Vogt <teamgrumman@YAHOO.COM> wrote:
From: Gary Vogt <teamgrumman@YAHOO.COM>
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
Oh, yea, it's not an rpm restriction, it's a manifold pressure restriction.
From: Gary Vogt <teamgrumman@YAHOO.COM>
Sent: Wed, September 29, 2010 10:32:16 AM
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
Derating the power would be foe the same reason the 160 hp HP pistons for t
he Cheetah was derated. =C2-Not doing so requires a complete recertificat
ion of the airframe and operating manuals.
From: Brock Windsor <n2_narcosis@YAHOO.COM>
Sent: Wed, September 29, 2010 3:32:13 AM
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
Hey Gary,
=C2-=C2- Why=C2-would you have to derate the power on the 10:1?=C2-
What would it be, an RPM resriction?
=C2-
Brock
--- On Tue, 9/28/10, Gary Vogt <teamgrumman@YAHOO.COM> wrote:
From: Gary Vogt <teamgrumman@YAHOO.COM>
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
I just saw this. =C2-
"Why isn=99t a 200hp version of the IO360 an option?=C2- I thought
I heard that someone transplanted an IO360/CS prop out of a Cardinal with g
ood results.=C2- No?
Don"
The 200hp, though it sounds sexy as hell, is a terrible choice for the Tige
r. =C2-
1. =C2-It's 60 lbs heavier.
2. Requires a modified engine mount
3. Requires all new baffles
4. Requires a new airbox and inlet.
5. Is an inch wider
6. Has a narrower detonation margin=C2-
7. Wouldn't be able to fit my cowling on it.
A ported and polished parallel valve engine with 8.5:1 compression ratio wi
ll make 200 hp everyday. =C2-
A stock parallel valve engine with 10:1 compression ratio will make 210 hp.
=C2-Derate that to 180 hp and you have 180 hp to 5,000 + feet.
From: Don Curry <don.curry@inbox.com>
Sent: Mon, September 27, 2010 9:06:11 AM
Subject: RE: TeamGrumman-List: IO-360 B1E (180 hp)
Why isn=99t a 200hp version of the IO360 an option?=C2- I thought I
heard that someone transplanted an IO360/CS prop out of a Cardinal with go
od results.=C2- No?
Don
=C2-
-----Original Message-----
From: owner-teamgrumman-list-server@matronics.com [mailto:owner-teamgrumman
-list-server@matronics.com] On Behalf Of Gary Vogt
Sent: Sunday, September 26, 2010 7:31 PM
Subject: TeamGrumman-List: IO-360 B1E (180 hp)
=C2-
Option 1: =C2-IO 306 B1E =C2-with a fixed pitch prop. =C2-Simple. =C2
-Easy. =C2-The STC would be very straight forward
=C2-
Option 2: =C2-IO 360 B1E =C2-with a constant speed prop. =C2-More wor
k for the STC. =C2-It's heavier. =C2-But, you'd get a number of benefit
s.
=C2-
Option 3: =C2-IO 360 B1E with 10:1 compression ratio, constant speed prop
, limited by manifold pressure to 180 hp. =C2-Better fuel specifics. =C2
-180 hp to about 5,000 feet. =C2-Getting this STC will be a long proces
s but has a lot more potential.
=C2-
=C2-
=C2-
OK, so, which option do you prefer? =C2-Would you be willing to put a dep
osit down?
=C2-=C2-=C2-http://www.matronics.com/contribution=C2-
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Message 2
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| Subject: | Re: IO-360 B1E (180 hp) |
It's not enforced, just the desire of the pilot to limit the MP, the
same as with an engine that can exceed redline rpm. Do you think you
would limit the MP on takeoff from a short strip with trees at the end
to abide by a redline on the gauge? And it wouldn't hurt the engine at
all to do so. There are lots of turbocharged engines that have MP
pressure redlines well below what they are capable of or what the pop
off valve is set for. Let's say the MP is limited to 25" hg as Gary
mentioned, then you would still be able to achieve full "rated" power at
4000 ft msl as that is where you would still be able to develop the
redline MP of 25". Of course that assumes you have a CS prop and not a
fixed pitch where rpm would be much lower for takeoff and therefore much
less HP.
Cliff
----- Original Message -----
From: Brock Windsor
To: teamgrumman-list@matronics.com
Sent: Thursday, September 30, 2010 3:24 AM
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
Yea, I get it. How is it enforced? What, if anything,
physically keeps the pilot from opening the throttle wide open at sea
level? Or is it just a rule the pilot must follow?
--- On Thu, 9/30/10, Gary <teamgrumman@YAHOO.COM> wrote:
From: Gary <teamgrumman@YAHOO.COM>
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
To: "teamgrumman-list@matronics.com"
<teamgrumman-list@matronics.com>
Date: Thursday, September 30, 2010, 12:11 AM
Well, actually, yes. But, unlike the restricter plate, which
is set for one set of conditions, I.e., sea level, you would be able to
go to WOT as you go up. In other words, there would come an altitude at
which you cannot get more than, say, 25 inches of pressure at full
throttle.
The redline, as it were, would be a red line on the MAP gauge.
Does that make sense?
Sent from my iPhone
On Sep 29, 2010, at 7:51 PM, Brock Windsor
<n2_narcosis@YAHOO.COM> wrote:
OK, so like a NASCAR restrictor plate in the carb?
--- On Wed, 9/29/10, Gary Vogt <teamgrumman@YAHOO.COM>
wrote:
From: Gary Vogt <teamgrumman@YAHOO.COM>
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
To: teamgrumman-list@matronics.com
Date: Wednesday, September 29, 2010, 12:46 PM
Oh, yea, it's not an rpm restriction, it's a
manifold pressure restriction.
------------------------------------------------------------
From: Gary Vogt <teamgrumman@YAHOO.COM>
To: teamgrumman-list@matronics.com
Sent: Wed, September 29, 2010 10:32:16 AM
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
Derating the power would be foe the same reason the
160 hp HP pistons for the Cheetah was derated. Not doing so requires a
complete recertification of the airframe and operating manuals.
------------------------------------------------------------
From: Brock Windsor <n2_narcosis@YAHOO.COM>
To: teamgrumman-list@matronics.com
Sent: Wed, September 29, 2010 3:32:13 AM
Subject: Re: TeamGrumman-List: IO-360 B1E (180 hp)
Hey Gary,
Why would you have to derate the power on
the 10:1? What would it be, an RPM resriction?
Brock
--- On Tue, 9/28/10, Gary Vogt
<teamgrumman@YAHOO.COM> wrote:
From: Gary Vogt <teamgrumman@YAHOO.COM>
Subject: Re: TeamGrumman-List: IO-360 B1E
(180 hp)
To: teamgrumman-list@matronics.com
Date: Tuesday, September 28, 2010, 10:42 PM
I just saw this.
"Why isn=99t a 200hp version of the
IO360 an option? I thought I heard that someone transplanted an
IO360/CS prop out of a Cardinal with good results. No?
Don"
The 200hp, though it sounds sexy as hell, is
a terrible choice for the Tiger.
1. It's 60 lbs heavier.
2. Requires a modified engine mount
3. Requires all new baffles
4. Requires a new airbox and inlet.
5. Is an inch wider
6. Has a narrower detonation margin
7. Wouldn't be able to fit my cowling on it.
A ported and polished parallel valve engine
with 8.5:1 compression ratio will make 200 hp everyday.
A stock parallel valve engine with 10:1
compression ratio will make 210 hp. Derate that to 180 hp and you have
180 hp to 5,000 + feet.
----------------------------------------------------
From: Don Curry <don.curry@inbox.com>
To: teamgrumman-list@matronics.com
Sent: Mon, September 27, 2010 9:06:11 AM
Subject: RE: TeamGrumman-List: IO-360 B1E
(180 hp)
Why isn=99t a 200hp version of the
IO360 an option? I thought I heard that someone transplanted an
IO360/CS prop out of a Cardinal with good results. No?
Don
-----Original Message-----
From:
owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of Gary
Vogt
Sent: Sunday, September 26, 2010 7:31 PM
To: Teamgrumman List
Subject: TeamGrumman-List: IO-360 B1E (180
hp)
Option 1: IO 306 B1E with a fixed pitch
prop. Simple. Easy. The STC would be very straight forward
Option 2: IO 360 B1E with a constant speed
prop. More work for the STC. It's heavier. But, you'd get a number of
benefits.
Option 3: IO 360 B1E with 10:1 compression
ratio, constant speed prop, limited by manifold pressure to 180 hp.
Better fuel specifics. 180 hp to about 5,000 feet. Getting this STC
will be a long process but has a lot more potential.
OK, so, which option do you prefer? Would
you be willing to put a deposit down?
http://www.matronics.com/contribution
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