GrummanDude
Joined: 15 Jan 2006
Posts: 926
Location: Auburn, CA
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 Posted: Tue Jan 29, 2008 11:55 am Post subject: Cowling Update |
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Well, we're getting close. I can tell by the size of the invoices the DER/DAR sends me.
Last week, the DER team met with the ACO in Long Beach, CA. Of the issues was (1) the FAA wants to do the flight test. Yep, they want us (me) to wait around until they get a free trip to Auburn so they can fly the plane. (2) They want a performance test. Yep, they want to see if it meets the factory book speeds. Gee, let's see, how many stock planes meet the books specs? (3) They want a climb-cooling test. Of all the requests the FAA has even mentioned, this is the only one that makes sense. (4) they want a dive test to 224 miles per hour. OK, this might be justified, just to see if it stays together. (5) They want a carb heat test. And . . . they want it done at 1000 feet, 5000 feet and 10,000 feet at full power. Then, they want it repeated in 30 degree air at 75% power. Now, mind you, I have done absolutely nothing the affect the performance of carb heat. (6) They want to do their own structural analysis. Even though I paid a DER structural engineer to do the analysis and they want to dive it to 224 mph and I've been flying it for 5 years, they still want to do their own structural analysis. and, (7) the next step . . . is, they want to do a flame test. Since there is NO criteria for a fiberglass cowling to meet ANY burn tests specifications, they pick the one test that they interpret to mean it has to be as fire resistant as an aluminum part. So, do all fiberglass cowlings have to meet this requirement? if so, why the hell isn't there a basis which says, "given this epoxy and this glass/carbon mat, it will pass the test."? I mean, I know for a fact that I'm not the only person to ever produce a fiberglass cowling. OH, YEA, and, by-the-way, the testing HAS to be done at a National Lab. The minimum cost to do the test is $3,000. I need to do at least two tests because some of the cowling has no foam core and some does.
So, there you have it: a minimum of 4 flight tests, a very expensive burn test, and waiting for the FAA to get around to doing their own structural analysis.
My DER is working hard to convince the FAA that the structural analysis is good as is. He is also trying to word the test plan so that we take advantage of the best flight conditions when they occur. That means, we'll get to do the flight testing.
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Gary
AuCountry Aviation
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