---------------------------------------------------------- TeamGrumman-List Digest Archive --- Total Messages Posted Fri 10/30/15: 2 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 05:56 PM - Re: AA5B vs. AG5B (cannuck) 2. 06:17 PM - Re: Re: AA5B vs. AG5B (923te@att.net) ________________________________ Message 1 _____________________________________ Time: 05:56:49 PM PST US Subject: TeamGrumman-List: Re: AA5B vs. AG5B From: "cannuck" Mike: Sorry to be so slow to the response, but have been away on a critical contract out of country. Your repsonse gives cause for more questions than answers (and I guess the exact reason I started this thread). I completely understand the theory, but what amazes me is that with all of the extremely accurate digital instruments around, has anyone not simple read manifold pressure at the same WOT and density altitude???? That would give an instant and accurate answer to that question. Secondly, now I would REALLY like to hear from someone with a late AG5B that has installed the Lopresti cowl with its NACA duct feeding the carb air box. [quote="mikebabin(at)AOL.COM"] The most common theory Ive heard to explain the lower speeds in the Tiger LLC aircraft is the design of the induction system, specifically that the air intake is in a relatively low pressure area of the cowl. Im not an engineer, so I cant verify that, but the inflight performance data is accurate. -Mike -------- AA1 and AA5B former (future?) owner Read this topic online here: http://forums.matronics.com/viewtopic.php?p=448399#448399 ________________________________ Message 2 _____________________________________ Time: 06:17:39 PM PST US Subject: Re: TeamGrumman-List: Re: AA5B vs. AG5B From: 923te@att.net At one point in time my AG5B had the induction set up to derive the incoming air from either the factory AG5B location on the bottom of the cowl or the f actory AA5B location behind cylinder #3 This could be changed from one to the other while in flight. The difference in manifold pressure was 3/4 to 1" with the AA5B inlet having the higher pressure. Just FYI, The LoPresti nose bowl advertisements say that the NACA side scoop provides l ower inlet air temps. I put a temp sensor in front of the AA5B type inlet in my Tiger and found th at the inlet temp is equal to the OAT at all times except when sitting on th e ground in high OAT temps after idling for about ten minutes. Then the inle t temp was a little higher than OAT Ned On Oct 30, 2015, at 7:56 PM, cannuck wrote: Mike: Sorry to be so slow to the response, but have been away on a critical contra ct out of country. Your repsonse gives cause for more questions than answers (and I guess the e xact reason I started this thread). I completely understand the theory, bu t what amazes me is that with all of the extremely accurate digital instrume nts around, has anyone not simple read manifold pressure at the same WOT and density altitude???? That would give an instant and accurate answer to th at question. Secondly, now I would REALLY like to hear from someone with a late AG5B that has installed the Lopresti cowl with its NACA duct feeding the carb air box .. [quote="mikebabin(at)AOL.COM"] The most common theory I=99ve heard to explain the lower speeds in the Tiger LLC aircraft is the design of the induction system, specifically that the air intake is in a relatively low pressure area of the cowl. I=99 m not an engineer, so I can=99t verify that, but the inflight performa nce data is accurate. -Mike -------- AA1 and AA5B former (future?) owner Read this topic online here: http://forums.matronics.com/viewtopic.php?p=448399#448399 ========================== ======== ========================== ======== ========================== ======== ========================== ========
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