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1. 12:15 PM - Cowling Update (teamgrumman@aol.com)
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I began the installation of the second cowling yesterday. This is going
on Martin's plane. It's in for an annual and cowling. Martin put a depo
sit down about a year ago.
The initial fitting of the cowling is already done. I have a spare fusela
ge that I use for fitting. Today, I'm going to be sanding and detailing
the surface. I've already noticed that the distance used in the joggle
at the forward end (where the upper cowling attaches) is about .030 to lo
w. The tooling will get some fine tuning. I'm taking a lot of pictures.
"Is the cost worth it?" Martin asked. Depends.
>From a maintenance stand point, yes. It's a LOT easier to R&R the new cow
ling than the old one.
>From a checking the oil point of view, no. Five cam-locks and a screw nee
d to be removed vs opening a door.
>From a speed point of view, likely. Jeff is showing a consistent 5 to 6
knots improvement at the same power settings.
>From a CHT point of view, probably. Jeff is showing a much improved temp
distribution and 15 degrees lower temps.
>From a fuel efficiency point of view, possibly. I've flown my plane next
to four different Tigers at the same speed and 2700 rpm. At the same spe
ed and roughly the same rpm (they flew 2700 rpm, mine varied), my fuel bur
n was anywhere between .5 gph and 3 gph less than the other plane. Is tha
t all the cowling? or something else? My plane doesn't have any junk han
ging off it like most planes. So, it's possible that the other planes are
just draggy anyway.
----- I flew alongside a very clean 75 Traveler. This Traveler would true
at about 135 knots under most conditions. At 132 knots true, my fuel flo
w was about 2 gph less. My fuel burn was 7.5 gph.
Plus, it's not just the cowling but all new baffles and baffle seals.
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