Today's Message Index:
----------------------
1. 11:40 AM - Re: deal on the Jaguar cowling (Gary Vogt)
2. 05:03 PM - Re: deal on the Jaguar cowling (Phil Kelsey)
3. 07:24 PM - Re: deal on the Jaguar cowling (Gary Vogt)
Message 1
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| Subject: | Re: deal on the Jaguar cowling |
Phil,=0A=0Ayour email went to the spam folder. here are the answers to you
r questions.=0A=0A1. Can you post some pictures on your web site or s
end me pics with enough =0Adetail to show where cam locks are installed, wh
at the aft cooling ramps look =0Alike from inside and outside the cowl,=0AW
hat the nose strut accommodation looks like, and some pics of the baffle
=0Ainstallation.=0A----- pic shows the cowling on my plane and a fresh cowl
ing in the foreground.=0A=0A2. Could the top cowling be installed wit
hout the hinge and adding an oil =0Adoor using a field approval? What
=99s your best guess.=0A----- probably. but you don't gain anything. I
t takes just a sec to open the =0Acowling and servicing is pretty easy. th
e centerline hinge adds some rigidity =0Ato the cowling. =0A=0A3. Is
the aft portion of the top cowling attached using cam locks or does =0Ait
float like the oem one?=0A----- it's like the original.=0A=0A4. Is th
e whole cowling held together with cam locks or just the top cowl =0Ato the
bottom?=0A----- just the upper doors use cam-locks.=0A=0A5. Can I us
e the existing rubber nose strut boot? Or what is the method =0Aused to acc
ommodate the nose strut?=0A----- probably. my original design used the boo
t. I hated it. Makes R&R of =0Athe cowling too much work. see pic. sinc
e this was taken, the landing light =0Aopening has been moved down and outb
oard to the left.=0A=0A6. I assume there is no measureable speed incr
ease, correct?=0A----- I did the STC with-respect-to improved cooling. I d
idn't want top open up =0Athe performance change can-of-worms. Realistical
ly, at the same rpm, expect =0Aabout 5 knots. on the original plane, 119ST
, I saw anywhere between 6 and 10 =0Aknots increase. side-by-side with a s
tock plane, you'll see less fuel burn at =0Athe same rpm speeds and setting
s.=0A=0A7. Do you have any data on the Delta T in =81=B0F betwee
n cylinders 1 & 3 and =0A2 & 5 (sic)with the new cowl?=0A----- I think you
mean 1 & 3 and 2 & 4. On my plane, ported and polished =0Acylinders, at 27
00 rpm, I can get the CHT delta down to 20 degrees. EGTs down =0Ato 10 deg
rees delta. #1 runs hot on climb-out. =0A=0AAny more questions, feel free
to ask.=0A=0A=0A=0A________________________________=0AFrom: Phil Kelsey <P
hil@ReliantAir.com>=0ATo: teamgrumman-list@matronics.com=0ASent: Tue, Octob
er 12, 2010 2:49:06 PM=0ASubject: RE: TeamGrumman-List: deal on the Jaguar
cowling=0A=0A =0A =0AGary, I=99m ready to send a deposit for a cowlin
g for a 1979 tiger with existing =0Ashort stack Power Flo. Need to know w
here to send it and what happens if you =0Adon=99t reach the magic te
n. =0A=0A =0AI do have a few questions:=0A =0A1. Can you post some pi
ctures on your web site or send me pics with enough =0Adetail to show where
cam locks are installed, what the aft cooling ramps look =0Alike from insi
de and outside the cowl,=0AWhat the nose strut accommodation looks like, an
d some pics of the baffle =0Ainstallation.=0A2. Could the top cowling
be installed without the hinge and adding an oil =0Adoor using a field app
roval? What=99s your best guess.=0A3. Is the aft portion of t
he top cowling attached using cam locks or does =0Ait float like the oem on
e?=0A4. Is the whole cowling held together with cam locks or just the
top cowl =0Ato the bottom?=0A5. Can I use the existing rubber nose s
trut boot? Or what is the method =0Aused to accommodate the nose strut?=0A6
. I assume there is no measureable speed increase, correct?=0A7.
Do you have any data on the Delta T in =81=B0F between cylinders 1 &
3 and =0A2 & 5 with the new cowl?=0A =0AOther than question two most of m
y questions can be addressed with detailed =0Apics.=0A =0A =0APhil Kelsey
============== =0A=0A=0A=0A
Message 2
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| Subject: | deal on the Jaguar cowling |
Great, thanks for the response. As I stated I am ready to send a
deposit. Where do I send it and what happens if you don=99t get
to enough takers to do the batch of cowls?
Thanks, Phil
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of Gary
Vogt
Sent: Friday, October 15, 2010 14:35
Subject: Re: TeamGrumman-List: deal on the Jaguar cowling
Phil,
your email went to the spam folder. here are the answers to your
questions.
1. Can you post some pictures on your web site or send me pics
with enough detail to show where cam locks are installed, what the aft
cooling ramps look like from inside and outside the cowl,
What the nose strut accommodation looks like, and some pics of the
baffle installation.
----- pic shows the cowling on my plane and a fresh cowling in the
foreground.
2. Could the top cowling be installed without the hinge and adding
an oil door using a field approval? What=99s your best guess.
----- probably. but you don't gain anything. It takes just a sec to
open the cowling and servicing is pretty easy. the centerline hinge
adds some rigidity to the cowling.
3. Is the aft portion of the top cowling attached using cam locks
or does it float like the oem one?
----- it's like the original.
4. Is the whole cowling held together with cam locks or just the
top cowl to the bottom?
----- just the upper doors use cam-locks.
5. Can I use the existing rubber nose strut boot? Or what is the
method used to accommodate the nose strut?
----- probably. my original design used the boot. I hated it. Makes
R&R of the cowling too much work. see pic. since this was taken, the
landing light opening has been moved down and outboard to the left.
6. I assume there is no measureable speed increase, correct?
----- I did the STC with-respect-to improved cooling. I didn't want top
open up the performance change can-of-worms. Realistically, at the same
rpm, expect about 5 knots. on the original plane, 119ST, I saw anywhere
between 6 and 10 knots increase. side-by-side with a stock plane,
you'll see less fuel burn at the same rpm speeds and settings.
7. Do you have any data on the Delta T in =81=B0F between
cylinders 1 & 3 and 2 & 5 (sic) with the new cowl?
----- I think you mean 1 & 3 and 2 & 4. On my plane, ported and
polished cylinders, at 2700 rpm, I can get the CHT delta down to 20
degrees. EGTs down to 10 degrees delta. #1 runs hot on climb-out.
Any more questions, feel free to ask.
_____
From: Phil Kelsey <Phil@ReliantAir.com>
Sent: Tue, October 12, 2010 2:49:06 PM
Subject: RE: TeamGrumman-List: deal on the Jaguar cowling
Gary, I=99m ready to send a deposit for a cowling for a 1979 tiger
with existing short stack Power Flo. Need to know where to send it and
what happens if you don=99t reach the magic ten.
I do have a few questions:
1. Can you post some pictures on your web site or send me pics
with enough detail to show where cam locks are installed, what the aft
cooling ramps look like from inside and outside the cowl,
What the nose strut accommodation looks like, and some pics of the
baffle installation.
2. Could the top cowling be installed without the hinge and adding
an oil door using a field approval? What=99s your best guess.
3. Is the aft portion of the top cowling attached using cam locks
or does it float like the oem one?
4. Is the whole cowling held together with cam locks or just the
top cowl to the bottom?
5. Can I use the existing rubber nose strut boot? Or what is the
method used to accommodate the nose strut?
6. I assume there is no measureable speed increase, correct?
7. Do you have any data on the Delta T in =81=B0F between
cylinders 1 & 3 and 2 & 5 with the new cowl?
Other than question two most of my questions can be addressed with
detailed pics.
Phil Kelsey
Reliant Air
Danbury, CT 06810
(203) 743-5100
f="http://www.matronics.com/Navigator?TeamGrumman-List">http://www.matr
on="_blank"
href="http://forums.matronics.com">http://forums.matronics.co
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Message 3
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| Subject: | Re: deal on the Jaguar cowling |
Phil, and all others interested in the Jaguar cowling, =0A=0AObviously, the
re are some big advantages for me to get all 10 on order. The =0Anumber 1
advantage is buying the materials and epoxy resins in bulk. Second, =0Aonc
e Dave gets going, he can keep someone employed for weeks at a time while
=0Alaying up the cowlings. =0A=0ARight now, your offer is the only really
serious one I have. If you wish to put =0Aa deposit on one before the holi
days, I'll sell it to you for that price. =0A=0APlease send a check for $3
250.00 made payable to=0A=0AGary L Vogt2945 Bell Road #150=0AAuburn, CA 9
5603=0A=0AThe balance os $3000.00 is due when the cowling is ready to ship.
=0A=0AThanks=0AGary=0A=0A=0A=0A=0A________________________________=0AFrom:
Phil Kelsey <Phil@ReliantAir.com>=0ATo: teamgrumman-list@matronics.com=0ASe
nt: Fri, October 15, 2010 5:00:55 PM=0ASubject: RE: TeamGrumman-List: deal
on the Jaguar cowling=0A=0A =0AGreat, thanks for the response. As I state
d I am ready to send a deposit. =0AWhere do I send it and what happens if
you don=99t get to enough takers to do the =0Abatch of cowls? =0A=0A
=0AThanks, Phil=0A =0AFrom:owner-teamgrumman-list-server@matronics.com =0A[
mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of Gary Vogt
=0ASent: Friday, October 15, 2010 14:35=0ATo: teamgrumman-list@matronics.co
m=0ASubject: Re: TeamGrumman-List: deal on the Jaguar cowling=0A =0APhil,
=0A =0Ayour email went to the spam folder. here are the answers to your qu
estions.=0A =0A1. Can you post some pictures on your web site or send
me pics with enough =0Adetail to show where cam locks are installed, what
the aft cooling ramps look =0Alike from inside and outside the cowl,=0AWhat
the nose strut accommodation looks like, and some pics of the baffle =0Ain
stallation.=0A----- pic shows the cowling on my plane and a fresh cowling i
n the foreground.=0A =0A2. Could the top cowling be installed without
the hinge and adding an oil =0Adoor using a field approval? What
=99s your best guess.=0A----- probably. but you don't gain anything. It t
akes just a sec to open the =0Acowling and servicing is pretty easy. the c
enterline hinge adds some rigidity =0Ato the cowling. =0A =0A3. Is t
he aft portion of the top cowling attached using cam locks or does =0Ait fl
oat like the oem one?=0A----- it's like the original.=0A =0A4. Is the
whole cowling held together with cam locks or just the top cowl =0Ato the
bottom?=0A----- just the upper doors use cam-locks.=0A =0A5. Can I us
e the existing rubber nose strut boot? Or what is the method =0Aused to acc
ommodate the nose strut?=0A----- probably. my original design used the boo
t. I hated it. Makes R&R of =0Athe cowling too much work. see pic. sinc
e this was taken, the landing light =0Aopening has been moved down and outb
oard to the left.=0A =0A6. I assume there is no measureable speed inc
rease, correct?=0A----- I did the STC with-respect-to improved cooling. I
didn't want top open up =0Athe performance change can-of-worms. Realistica
lly, at the same rpm, expect =0Aabout 5 knots. on the original plane, 119S
T, I saw anywhere between 6 and 10 =0Aknots increase. side-by-side with a
stock plane, you'll see less fuel burn at =0Athe same rpm speeds and settin
gs.=0A =0A7. Do you have any data on the Delta T in =81=B0F betw
een cylinders 1 & 3 and =0A2 & 5 (sic)with the new cowl?=0A----- I think yo
u mean 1 & 3 and 2 & 4. On my plane, ported and polished =0Acylinders, at
2700 rpm, I can get the CHT delta down to 20 degrees. EGTs down =0Ato 10 d
egrees delta. #1 runs hot on climb-out. =0A =0AAny more questions, feel f
ree to ask.=0A =0A=0A________________________________=0A =0AFrom:Phil Kelse
y <Phil@ReliantAir.com>=0ATo: teamgrumman-list@matronics.com=0ASent: Tue, O
ctober 12, 2010 2:49:06 PM=0ASubject: RE: TeamGrumman-List: deal on the Jag
uar cowling=0A =0AGary, I=99m ready to send a deposit for a cowling f
or a 1979 tiger with existing =0Ashort stack Power Flo. Need to know wher
e to send it and what happens if you =0Adon=99t reach the magic ten.
=0A=0A =0AI do have a few questions:=0A =0A1. Can you post some pictu
res on your web site or send me pics with enough =0Adetail to show where ca
m locks are installed, what the aft cooling ramps look =0Alike from inside
and outside the cowl,=0AWhat the nose strut accommodation looks like, and s
ome pics of the baffle =0Ainstallation.=0A2. Could the top cowling be
installed without the hinge and adding an oil =0Adoor using a field approv
al? What=99s your best guess.=0A3. Is the aft portion of the
top cowling attached using cam locks or does =0Ait float like the oem one?
=0A4. Is the whole cowling held together with cam locks or just the t
op cowl =0Ato the bottom?=0A5. Can I use the existing rubber nose str
ut boot? Or what is the method =0Aused to accommodate the nose strut?=0A6.
I assume there is no measureable speed increase, correct?=0A7.
Do you have any data on the Delta T in =81=B0F between cylinders 1 & 3
and =0A2 & 5 with the new cowl?=0A =0AOther than question two most of my
questions can be addressed with detailed =0Apics.=0A =0A =0APhil Kelsey=0AR
eliant Air=0ADanbury, CT 06810=0A(203) 743-5100=0A =0A =0A =0Af="http://w
ww.matronics.com/Navigator?TeamGrumman-List">http://www.matron="_blank"
=0A href="http://forums.matronics.com">http://forums.matronics.co =0Ahttp
://www.matronics.com/contribution=0A =0A=0A=0A=0A=0A=0A=0A=====
===0AEmail scanned by PC Tools - No viruses or spyware found.=0A(Email
Guard: 7.0.0.18, Virus/Spyware Database: 6.16090)=0Ahttp://www.pctools.com/
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