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1. 09:15 PM - Tiger Update. (TeamGrumman@aol.com)
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--> TeamGrumman-List message posted by: TeamGrumman@aol.com
Well, for those of you who didn't make it to Baraboo, WI, you missed a lot of
rain and cold. But, seriously, it was a good fly-in. The townfolk were
really friendly and the maids and fast food service people all spoke english as
a first language. And they say that Americans are to lazy to work. There
was a lot to do and a lot to see. The country side was really pretty to fly
over.
I really wanted to finish a cowling and take it. We got really close.
just ran out of time. I spent 12-20 hours a day for a month trying to get all
the mods to my Tiger finished, plus work on other peoples planes (who wanted to
fly to Baraboo), plus teach 4 nights a week, plus finish a new cowling.
I am quite happy with the Tiger. With buried antennas, no steps, new
Cylinders by LyCon (ported and polished), a complete Garmin stack (340 audio panel,
430, SL-60 GPS-Com, and 327 transponder), a JPI 800, digital Horizon tach, new
carpets, and trick side panels (you'd really need to see the side panels to
appreciate them). How fast is it? Well, with a 65 in pitch prop, I can
red-line the engine at 12,000 feet (though just barely) and it trues at over 145
knots. There is still a lot to do.
CHTs: On climbout, with an OAT of 90+, it's pretty hard to keep the CHT on
#3 below 450. The other cylinders run 20-30 degrees cooler. I think this
is pretty odd since #3 is the first one to cool when the power is removed,
during descent. On descent, #3 will show a cooling rate (as shown on the JPI)
that is noticably faster than the other cylinders. Angle of attack is clearing
a big player in the cooling of #3.
Throttled back to 130 knots (true), I can lean to about 7.5 to 8.3 gallons
per hour.
The next step is to investigate the pressure drop across the cylinders.
Gary
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