Today's Message Index:
----------------------
1. 08:10 AM - FW: Jaguar cowling (Phil Kelsey)
2. 09:30 AM - Re: FW: Jaguar cowling (Hosler, John)
3. 11:23 AM - Re: FW: Jaguar cowling (Phil Kelsey)
4. 11:27 AM - Re: FW: Jaguar cowling (Hosler, John)
5. 03:10 PM - Re: FW: Jaguar cowling (Carol Stocker)
6. 03:50 PM - Re: FW: Jaguar cowling (FLYaDIVE)
7. 05:53 PM - Re: FW: Jaguar cowling (N18AP)
Message 1
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| Subject: | FW: Jaguar cowling |
Gary asked that I post my jaguar cowling thoughts/results for you all to
read. I field installed the cowling in late 2011 finally doing the
first flight in December 2011. Since then I have flown my 1979 Tiger
about 150 hours. I commute from Connecticut to South Carolina plus my
pilots use the plane when I=99m not. Feel free to email me with
any questions.
Phil Kelsey
Reliant Air
Danbury, CT
Cowling and baffle install:
I found the overall quality of the cowling as delivered to be excellent.
I probably spent well over 120 hours installing it but that=99s
in part due to not being able to devote full time to fitting and
installing.. The baffling parts all fit well except for the right rear
transition for the air filter duct. Spent considerable time getting it
to fit exactly the way I wanted it. I also wanted to have a flush
landing light cover so I fabricated it out of lexan. I used a camloc in
the front instead of a screw. It worked out really well. I did have to
fabricate my own front top of engine to cowl baffling. I also used 10
pound struts to hold the cowl lids open. They are designed so that they
are over center therefore applying slight closing pressure on the cowl
lid when it is closed.
Performance.
My Tiger is equipped with EI gauges and all before and after readings
are from the EI gauges. All reading are averages in level flight at 2650
rpm over the last 18 months or about 150 hours of flying.
Altitude
IAS
OAT =81=B0F
Fuel Flow
TAS
#1 CYL/EGT
#2 CYL/EGT
#3 CYL/EGT
#3 CYL/EGT
PowerFlow only
6500
120
60
11.4
140
327/1283
344/1388
371/1326
376/1310
Powerflow and Cowl
6500
129
36
12.0
142
327/1490
332/1444
336/1413
322/1336
I really have only seen a small speed increase with the cow (about 2
knots)l. I have seen a dramatic decrease in the spread between hottest
and coldest cylinders. The cowling takes me less than half the time to
remove and install versus the old one. It seems to be holding up very
well. I did use the new baffling material from aircraft spruce which
has a Teflon coating on one side which seems to help chafing.
I was concerned with landing light replacement so I installed an LED one
which should last pretty much forever.
I am glad I installed the cowl, would do it again. It wasn=99t
inexpensive but what in aviation is.
GRUMMAN COWL INSTALL 002.jpgGRUMMAN COWL INSTALL 007.jpgGRUMMAN COWL
INSTALL 018.jpg
GRUMMAN COWL INSTALL 009.jpgGRUMMAN COWL INSTALL 004.jpgGRUMMAN COWL
INSTALL 006.jpg
GRUMMAN COWL INSTALL 014.jpgGRUMMAN COWL INSTALL 016.jpgGRUMMAN COWL
INSTALL 019.jpg
======
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Message 2
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| Subject: | FW: Jaguar cowling |
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Message 3
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| Subject: | FW: Jaguar cowling |
Yes, it=99s the standard configuration although I believe you can
also not split the cowl. I like the access the standard configuration
gives you for preflight.
Phil
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of
Hosler, John
Sent: Sunday, September 16, 2012 12:30
Subject: RE: TeamGrumman-List: FW: Jaguar cowling
Phil:
The cowling looks great. I notice that you can open each side of the top
cowling individually (as in original design). Is this configuration
standard for the Jaguar cowling or did you have to modify it?
John Hosler
(Statesville, NC)
=======
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| Subject: | FW: Jaguar cowling |
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Message 5
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| Subject: | Re: FW: Jaguar cowling |
That really looks nice!!
On Sun, Sep 16, 2012 at 11:09 AM, Phil Kelsey <Phil@reliantair.com> wrote:
> ** **
>
> Gary asked that I post my jaguar cowling thoughts/results for you all to
> read. I field installed the cowling in late 2011 finally doing the first
> flight in December 2011. Since then I have flown my 1979 Tiger about 150
hours. I commute from Connecticut to South Carolina plus my pilots use the
> plane when I=99m not. Feel free to email me with any questions.***
*
>
> ** **
>
> ** **
>
> Phil Kelsey****
>
> Reliant Air****
>
> Danbury, CT****
>
> * *
>
> *Cowling and baffle install:*****
>
> * *****
>
> I found the overall quality of the cowling as delivered to be excellent.
> I probably spent well over 120 hours installing it but that=99s in
part due
> to not being able to devote full time to fitting and installing.. The
> baffling parts all fit well except for the right rear transition for the
> air filter duct. Spent considerable time getting it to fit exactly the w
ay
> I wanted it. I also wanted to have a flush landing light cover so I
> fabricated it out of lexan. I used a camloc in the front instead of a
> screw. It worked out really well. I did have to fabricate my own front
> top of engine to cowl baffling. I also used 10 pound struts to hold the
> cowl lids open. They are designed so that they are over center therefore
> applying slight closing pressure on the cowl lid when it is closed. ****
>
> ****
>
> *Performance.*****
>
> ****
>
> My Tiger is equipped with EI gauges and all before and after readings ar
e
> from the EI gauges. All reading are averages in level flight at 2650 rpm
> over the last 18 months or about 150 hours of flying.****
>
> ****
>
> Altitude****
>
> IAS****
>
> OAT =81=B0F****
>
> Fuel Flow****
>
> TAS****
>
> #1 CYL/EGT****
>
> #2 CYL/EGT****
>
> #3 CYL/EGT****
>
> #3 CYL/EGT****
>
> PowerFlow only****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> 6500****
>
> 120****
>
> 60****
>
> 11.4****
>
> 140****
>
> 327/1283****
>
> 344/1388****
>
> 371/1326****
>
> 376/1310****
>
> Powerflow and Cowl****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> 6500****
>
> 129****
>
> 36****
>
> 12.0****
>
> 142****
>
> 327/1490****
>
> 332/1444****
>
> 336/1413****
>
> 322/1336****
>
> ****
>
> I really have only seen a small speed increase with the cow (about 2
> knots)l. I have seen a dramatic decrease in the spread between hottest a
nd
> coldest cylinders. The cowling takes me less than half the time to remov
e
> and install versus the old one. It seems to be holding up very well. I
> did use the new baffling material from aircraft spruce which has a Teflon
> coating on one side which seems to help chafing.****
>
> ****
>
> I was concerned with landing light replacement so I installed an LED one
> which should last pretty much forever.****
>
> ****
>
> I am glad I installed the cowl, would do it again. It wasn=99t in
expensive
> but what in aviation is.****
>
> ** **
>
> ** **
>
> [image: GRUMMAN COWL INSTALL 002.jpg][image: GRUMMAN COWL INSTALL 007.jpg
][image:
> GRUMMAN COWL INSTALL 018.jpg]****
>
> [image: GRUMMAN COWL INSTALL 009.jpg][image: GRUMMAN COWL INSTALL 004.jpg
][image:
> GRUMMAN COWL INSTALL 006.jpg]****
>
> [image: GRUMMAN COWL INSTALL 014.jpg][image: GRUMMAN COWL INSTALL 016.jpg
][image:
> GRUMMAN COWL INSTALL 019.jpg]****
>
> ** **
>
> ** **
>
>
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Message 6
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| Subject: | Re: FW: Jaguar cowling |
Hello Phil:
Using your supplied numbers, there is an inconsistency. I don't know if
that is the proper term but further investigation is required.
All your EGT reading went UP and your GPH also went UP. If you were to
hold the same altitude and lean in both flights to the same EGT [at least
on one cylinder] the numbers would be more comparable.
Examples:
1 - EGT - Usually cylinders #3 & 4 run the hottest on both CHT & EGT yet in
your second flight the EGT was hotter than the first flight. They ALL
increased - And Cyl #2 jumped UP a whooping 207 F.
And - The OAT was just about HALF of that of the first flight.
And - There was a very slight increase in fuel flow - Less than 1%
If fuel flow increases the EGT usually drops.
IF your timing was off more raw fuel could been dumped into the exhaust and
that could account for higher EGT's.
2 - CHT - Well, there you did pretty good. There was a DROP in CHT on #2,
3 & 4 but #1 remained the same. WHY?
OAT was lower and speed was higher as well as the fuel flow being slightly
higher.
All of thei s should be reflected in lower CHT's
3 - Now let's take a look at temp spreads:
Flight #1 Delta of CHT was: 49 F
Flight #2 Delta of CHT was: 14 F
This would indicated a BETTER uniform flow of air with the cowl.
And since there was a reduction in CHT [all but Cyl #1] I would say the
cowling is doing good.
Flight #1 Delta of EGT was: 105 F
Flight #2 Delta of EGT was: 154 F
I don't know what this indicates...
My first guess and it really is that a guess; is your baffling needs some
work, not much just some. I sew the overlaps of the side and back rubber
seal together. In such a manor that there is no space and they are sprung
up to force against the cowl.
How is the baffling between and under the cylinders?
What do the ware marks of the baffling against the cowl show, are they
uniform without any spaces?
Any idea why the jump in EGT's from First Flight to Second?
The cowl seems to be working.
Are you flying in the Power Band of the Power Flow Exhaust?
AHhhh! That brings up another question: Why the INCREASE on fuel flow -
Doesn't PF advertise a reduction in fuel flow?
Barry
On Sun, Sep 16, 2012 at 11:09 AM, Phil Kelsey <Phil@reliantair.com> wrote:
> ** **
>
> Gary asked that I post my jaguar cowling thoughts/results for you all to
> read. I field installed the cowling in late 2011 finally doing the first
> flight in December 2011. Since then I have flown my 1979 Tiger about 150
hours. I commute from Connecticut to South Carolina plus my pilots use the
> plane when I=99m not. Feel free to email me with any questions.***
*
>
> ** **
>
> ** **
>
> Phil Kelsey****
>
> Reliant Air****
>
> Danbury, CT****
>
> * *
>
> *Cowling and baffle install:*****
>
> * *****
>
> I found the overall quality of the cowling as delivered to be excellent.
> I probably spent well over 120 hours installing it but that=99s in
part due
> to not being able to devote full time to fitting and installing.. The
> baffling parts all fit well except for the right rear transition for the
> air filter duct. Spent considerable time getting it to fit exactly the w
ay
> I wanted it. I also wanted to have a flush landing light cover so I
> fabricated it out of lexan. I used a camloc in the front instead of a
> screw. It worked out really well. I did have to fabricate my own front
> top of engine to cowl baffling. I also used 10 pound struts to hold the
> cowl lids open. They are designed so that they are over center therefore
> applying slight closing pressure on the cowl lid when it is closed. ****
>
> ****
>
> *Performance.*****
>
> ****
>
> My Tiger is equipped with EI gauges and all before and after readings ar
e
> from the EI gauges. All reading are averages in level flight at 2650 rpm
> over the last 18 months or about 150 hours of flying.****
>
> ****
>
> Altitude****
>
> IAS****
>
> OAT =81=B0F****
>
> Fuel Flow****
>
> TAS****
>
> #1 CYL/EGT****
>
> #2 CYL/EGT****
>
> #3 CYL/EGT****
>
> #3 CYL/EGT****
>
> PowerFlow only****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> 6500****
>
> 120****
>
> 60****
>
> 11.4****
>
> 140****
>
> 327/1283****
>
> 344/1388****
>
> 371/1326****
>
> 376/1310****
>
> Powerflow and Cowl****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> ****
>
> 6500****
>
> 129****
>
> 36****
>
> 12.0****
>
> 142****
>
> 327/1490****
>
> 332/1444****
>
> 336/1413****
>
> 322/1336****
>
> ****
>
> I really have only seen a small speed increase with the cow (about 2
> knots)l. I have seen a dramatic decrease in the spread between hottest a
nd
> coldest cylinders. The cowling takes me less than half the time to remov
e
> and install versus the old one. It seems to be holding up very well. I
> did use the new baffling material from aircraft spruce which has a Teflon
> coating on one side which seems to help chafing.****
>
> ****
>
> I was concerned with landing light replacement so I installed an LED one
> which should last pretty much forever.****
>
> ****
>
> I am glad I installed the cowl, would do it again. It wasn=99t in
expensive
> but what in aviation is.****
>
> ** **
>
> ** **
>
> [image: GRUMMAN COWL INSTALL 002.jpg][image: GRUMMAN COWL INSTALL 007.jpg
][image:
> GRUMMAN COWL INSTALL 018.jpg]****
>
> [image: GRUMMAN COWL INSTALL 009.jpg][image: GRUMMAN COWL INSTALL 004.jpg
][image:
> GRUMMAN COWL INSTALL 006.jpg]****
>
> [image: GRUMMAN COWL INSTALL 014.jpg][image: GRUMMAN COWL INSTALL 016.jpg
][image:
> GRUMMAN COWL INSTALL 019.jpg]****
>
> ** **
>
> ** **
>
>
> ======
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51>
> ======= ****
>
Message 7
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| Subject: | Re: FW: Jaguar cowling |
My numbers match Mr. Kelsey's rather closely with the JagCowl installed....
Today, I had to put an LED landing light (Whelen - which means made in
CT or NH) I purchased in the cowl, so for grins, I removed the whole
cowling. It was a snap to do myself. It was so easy to do that I think
that I will pull the co-pilot's side when I do an oil change. It beats
the heck out of trying to twist my arm into the cowl and under the
Power-flow to get to the quick drain plug...
/mattd
// do not archive
**
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