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  #21  
Unread 04-18-2008, 05:55 PM
dtilman dtilman is offline
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Default Photos of System and test results

Many thanks to everyone that came to see the world premier of the C177RG tuned exhaust prototype at Winter Haven last week.

We are really happy with the response of the RG owners to our initial offer. To proceed with FAA Certification on the exhaust system, we asked for a minimum of 30 system deposits. The 30th and 31st deposits were made at Winter Haven, with a few more during the sun-n-fun show. FAA Certification is proceeding and we will keep you updated as things progress.

Currently there are 35 firm deposits providing a $500 discount from the certified system price. This means only 5 more deposits are needed so that every deposit holder benefits from a price reduction of an additional $125.00. If we reach 50 deposits, there will be an additional reduction of $90.00, bringing the total savings to at least $715.00. Those deposits have to placed by 6/30/08 in order to take advantage of the savings.

Tyler has just added pictures of the prototype exhaust to our web pages. http://www.powerflowsystems.com/prod...t_id=15&pid=45

In the coming week, he’ll be posting the online video of our announcement and presentation at Winter Haven.

Also just posted are some of the prototype’s flight test results (repeated below.) As you’ll note, you can go faster for the same or less fuel burn at the higher altitudes. We haven’t done a lot of “economy” cruise power settings, but hope to have more data in the future.

At 11500 Feet
Speed Increase Fuel Burn Change
+6 Knots @ 2200RPM 0 GPH Less
+3 Knots @ 2500RPM 1.3 GPH Less
+4 Knots @ 2700RPM 1.3 GPH Less

8500 Feet
Speed Increase Fuel Burn Change
+3 Knots @ 2400RPM 0.4 GPH Less
+4 Knots @ 2500RPM 0 GPH Less
+4 Knots @ 2700RPM 0.7 GPH Less

2500 Feet
Speed Increase Fuel Burn Change
+3 Knots @ 2300RPM 0.8 GPH More
+3 Knots @ 2500RPM 0.6 GPH More
+3 Knots @ 2700RPM 0.4 GPH More
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  #22  
Unread 04-21-2008, 01:30 PM
jtreed jtreed is offline
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Default Can you post HP gains like you posted speed gains?

Can you post HP gains like you posted speed gains?
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  #23  
Unread 04-21-2008, 01:41 PM
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Quote:
Originally Posted by jtreed View Post
Can you post HP gains like you posted speed gains?
The Horsepower Gage on our testbed was INOP.
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  #24  
Unread 04-21-2008, 02:55 PM
jtreed jtreed is offline
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Default Horsepower Gains

Quote:
Originally Posted by jtreed View Post
Can you post HP gains like you posted speed gains?
We have conducted a DYNO test in the past on a Lycoming O-320 engine which gave us enough information to evaluate future results. We found that a stock system on a Cessna 172 would rob the engine of approximately 27 hp. The Power Flow tuned exhaust was able to regain 23.75 hp. These hp gains led to significantly increased performance as stated on the 172 product pages.

No DYNO testing has been done on an IO-360 engine, but many flight tests have been completed. The flight test data has yielded performance increases in line with previous models so one can conclude that similar horsepower gains are being achieved.

Also keep in mind that a tuned exhaust is a function of how bad your stock exhaust is to start with. We are not exceeding your engines hp rating, but rather giving it similar performance to the way it was tested initially, with no exhaust system, just straight pipes.

So why do we not DYNO test every engine? The answer is simple, because we do not need to. This additional test would require removal of the engine from the aircraft and involve a lot more time and money. If we conduct unnecessary tests and spend too much money we would end up with a product that would exceed the price range the market is willing to pay.

What truly matters is performance. Power Flow accepts full responsibility if you do not see the performance number we advertise in the way of a Money Back Guarantee. It is true, a very small percentage of airplanes do not react the same way as the majority, but what have you got to lose?...just shipping and install time.

Hopefully this helps clarify the horsepower questions, but if you would like further elaboration please do not hesitate to contact a Power Flow representative.

Last edited by jtreed; 04-21-2008 at 03:32 PM.
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  #25  
Unread 06-04-2008, 01:33 PM
jwjeans jwjeans is offline
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Default Engine Applicability

Does the exhaust system fit on both the IO-360A1B6 and the IO-360A1B6D? I've got the "D" variant and want to make sure the system is applicable to my aircraft. If so, I'll sign right up! 1971RG
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  #26  
Unread 06-05-2008, 03:58 PM
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Default

The Cardinal RG Tuned Exhaust system will fit both variants of the angle valve IO-360 engines installed on the Cardinal RG. The performance will be the same for both engines.
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  #27  
Unread 06-24-2008, 01:30 PM
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Default Cowl Removal

A question was recently asked regarding our new C177RG Exhaust:

"How difficult is it to remove the lower cowl with the exhaust installed? With the curved exhaust it looks like that would be an issue."

The answer:

"The curved tailpipe is removed by removing one bolt and clamp. At that point the cowl is quite easy to remove because there is nothing protruding through the tailpipe outlet."
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  #28  
Unread 04-02-2010, 04:57 PM
acerezo acerezo is offline
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Default Re: Exciting News: First Questions

How are you doing with EASA certification? Can you update us on the plans?
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  #29  
Unread 05-05-2010, 09:44 PM
dtilman dtilman is offline
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Default Re: EASA Certification

Quote:
Originally Posted by acerezo View Post
How are you doing with EASA certification? Can you update us on the plans?
We haven't made it past the preliminary discussion stages on EASA Validation of the C177RG exhaust system, for several reasons.

It really boils down to how many people are ready to commit to purchasing the exhaust, versus the cost of us getting it validated by EASA. Early indications were that we only had a handful of interested European C177RG owners; and such a small number doesn't cover the predicted costs of the validation.

We are open to reconsidering things, if enough demand is there.
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