Most compressive dating software or script
Here's another plot of the same data, this time temperature rise versus net boost pressure above (or below) ambient.
Different altitudes produce scatter, but on the whole the points line up fairly well.
The reason is the peculiar design of the Piper "fixed wastegate" system that I have modified to incorporate a manually adjustable wastegate.
The bypass is only 3/4" in diameter, and so even at low power a significant amount of exhaust gas is going through the blower, which is pumping against a partially closed throttle.
On the opposite side, a similar tank (for that is the name of the end housings through which air enters and leaves), also deepest at its outboard end, collects the heated air into a 3-inch SCAT hose that discharges forward into the upper plenum.
A third tank, on the bottom surface of the core between it and the induction air box, is connected to the existing riser coming from the turbocharger; on top of the core, a fourth tank feeds the cooled air to the throttle.
This is an inefficient arrangement, obviously, but by using low rpm (these tests were run at 2,300 rpm, but I often go lower) I can open the throttle fully at 8,000 feet or so.
I recorded induction air temperature at 20, 25 and 30 in. I had intended to finish the series at 16,000 feet, but it became apparent that the temperatures were getting quite high and I did not want to venture past 200 deg. The astute viewer will wonder why the temperature rise is so large even at low manifold pressure and low altitude, where no compression at all should be taking place.It's evident, anyway, that there's a good deal of heat to be gotten rid of.One question on my mind was whether I needed to provide a separate cold air intake for the intercooler, rather than use the air already in the "cold" plenum.Following his advice, I crammed a new battery in with padding to press the contacts against it, and voila, it remembers! My design process has always involved obsessively thinking about the object to be designed. My recollection of the details of the engine compartment is not so complete or exact that I can mentally map every attachment and duct path, but I have dozens of photographs of it to help me. The intercooler must be able to be built piecemeal, without having to ground the airplane for long at any stage.I remember, during the construction of Melmoth 1, intensely visualizing the retraction linkage for the main landing gear while meditating at the Cimarron Zen Center of Rinzai-ji. It must be easy to remove, with as few attachment points as possible, and have short, direct flow paths.
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The only way I will know for certain is by measuring the temperature in the duct with and without the deflector in place.