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Jaguar cowling pirep

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mringvold(at)YAHOO.COM
Guest

Posted: Thu Mar 25, 2010 2:10 pm Post subject: Jaguar cowling pirep

Well, I took the leap and ordered the first production AuCountry Jaguar cowling. I've flown the plane about 10 hours since I received it from Gary about two weeks ago.

  

 I use the 79 Tiger primarily for 150-450 NM cross country trips from Norcal to the Bay Area and Los Angles for work and pleasure. Besides the urge for a fancy upgrade I've always been bothered by the high EGT and oil temperatures in climb and cruise on these frequent trips. I've got the EDM-700 and I'm aware of the past discussions whether EDM indicates higher temperatures than their EI engine monitor counterpart. Although I dislike the "EDM temps" creeping up well beyond 400 CHTs under most circumstances except cold weather (mid 30s-40 here in CA) Gary has always maintained that I don't have a CHT heating issue. Still, with the powerflow already in place (required for the STC) I went for the upgrade.

  

 I don't have well documented before-data but I know my plane pretty well after ~350 hours flown, mostly XC. Under conditions seen in the last two weeks with temperatures a bit over standard temperatures I would normally cruise between 8-10K at 2600 leaned out with myself, full fuel and 30 lbs of bags. In the past (with standard temperature days) I would see #3 creep up to ~425 in climb and hoover around/over 400 in cruise (worse in the summer time). Now, I see #1 as the hottest cylinder in climb at ~410  but take into consideration that I've leaned more aggressively these past jaguar-hours in climb due to the better cooling. At cruising altitude (10K) 2600 RPM #1 remains the hottest around 375 while the 2,3 and 4 stays in the high 360s. At full throttle at 10K leaned out (100-75 ROP) I did not see CHTs over 400. The oil temperature on my recent 3 hour flight  lied flat on 180 degrees. I've had problems keeping it below 200 in the past but I must admit I pay closer attention to the oil temperatures in the summer months so I can't cough up a good standard-day comparison for oil temps before we're in the summer days. 

  

 I think its too early for me to cement the actual cooling improvement numbers but so far I'm very satisfied too see the EDM CHTs well below 400 and I'm looking forward to see the numbers once it gets into the 100s here in CA. 

  

 With the same few recent data points, I've seen 143-144 TAS at 10K full throttle performance on these recent trips. In the past, with my removed steps, tail strobe mod, Lycon 400 SMOH engine and 63 prop pitch I've observed time and again that my plane came out to the original FT "tiger speed" at 138-139 TAS, all measured with the Garmin 430W TAS computer. 

  

 The oil check involves cowling pop-screws so the pre-flight takes a bit more time on the ground. Other than that, my wife things the "plane looks new" and she suggested a new paint job since the cowling came out with white paint...I'll try to talk her out of it...

  

 Martin

 N3752W



         [quote][b]

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BILL9725(at)AOL.COM
Guest

Posted: Thu Mar 25, 2010 3:23 pm Post subject: Jaguar cowling pirep

Hi Martin 

  

 Thanks so much for the report on Gary`s great creation.  I have been  in sic with you on the same issues on my 75  tiger, also located in  Northern Calif.  My number 4 cylinder will always hover around 425 on  normal cruise 2600 same altitude.  I am looking to do the same but do not  already have  the power flow already on.  The fun part is to think it  will be great because the engine is similar to yours but a Millie um motor with  only 150 hours on it.  Very strong though as it will easily climb to over  13,000 and more and I have yet to see a altitude where I did not have to pull  back to keep it under 2700, same 63 inch prop.  So I am looking to go with  Gary`s mod and a 65 inch prop.  What kind of fuel flows are you  seeing?  I have the EDM with fuel flows and am sure you mod also saves here  too!  

  

 I am going to the meet at Willow on Saturday and hope you can attend also  so we can go over the mod in detail.  

  

 Bill 

 N1540R

  

  In a message dated 3/25/2010 3:11:27 P.M. Pacific Daylight Time,  mringvold(at)YAHOO.COM writes:

  	  Quote: 	
		                               Well, I took the leap and ordered the first production AuCountry          Jaguar cowling. I've flown the plane about 10 hours since I          received it from Gary about two weeks ago.

          

         I use the 79 Tiger primarily for 150-450 NM cross country          trips from Norcal to the Bay Area and Los Angles for work          and pleasure. Besides the urge for a fancy upgrade I've always          been bothered by the high EGT and oil temperatures in climb and cruise          on these frequent trips. I've got the EDM-700 and I'm aware of the          past discussions whether EDM indicates higher temperatures than their EI          engine monitor counterpart. Although I dislike the "EDM temps"          creeping up well beyond 400 CHTs under most circumstances except          cold weather (mid 30s-40 here in CA) Gary has always          maintained that I don't have a CHT heating issue. Still, with the          powerflow already in place (required for the STC) I went for the          upgrade.

          

         I don't have well documented before-data but I know my plane pretty          well after ~350 hours flown, mostly XC. Under conditions seen in the          last two weeks with temperatures a bit over standard temperatures I          would normally cruise between 8-10K at 2600 leaned out with myself, full          fuel and 30 lbs of bags. In the past (with standard temperature          days) I would see #3 creep up to ~425 in climb and hoover          around/over 400 in cruise (worse in the summer time). Now, I see #1 as          the hottest cylinder in climb at ~410  but take into          consideration that I've leaned more aggressively these past jaguar-hours          in climb due to the better cooling. At cruising altitude          (10K) 2600 RPM #1 remains the hottest around 375 while          the 2,3 and 4 stays in the high 360s. At full throttle          at 10K leaned out (100-75 ROP) I did not see CHTs over          400. The oil temperature on my recent 3 hour flight          lied flat on 180 degrees. I've had problems keeping it below          200 in the past but I must admit I pay closer attention to the oil          temperatures in the summer months so I can't cough up a good          standard-day comparison for oil temps before we're in the summer          days. 

          

         I think its too early for me to cement the actual cooling          improvement numbers but so far I'm very satisfied too see the EDM CHTs          well below 400 and I'm looking forward to see the numbers once it gets          into the 100s here in CA. 

          

         With the same few recent data points, I've seen 143-144 TAS at          10K full throttle performance on these recent trips. In the past, with          my removed steps, tail strobe mod, Lycon 400 SMOH engine and 63          prop pitch I've observed time and again that my plane came out to          the original FT "tiger speed" at 138-139 TAS, all measured with the          Garmin 430W TAS computer. 

          

         The oil check involves cowling pop-screws so the pre-flight takes a          bit more time on the ground. Other than that, my wife things the "plane          looks new" and she suggested a new paint job since the cowling came out          with white paint...I'll try to talk her out of it...

          

         Martin

         N3752W



 	  Quote: 	
		  



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tp://www.matronics.com/contribution">http://www.matronics.com/contribution

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  [quote][b]

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mringvold(at)YAHOO.COM
Guest

Posted: Mon Mar 29, 2010 10:19 pm Post subject: Jaguar cowling pirep

I apologize if this is a duplicate post, I can't see my original post come through.



Hi Bill,



I have to wait for the summer to see how high the CHT gets but I would normally power down when I see CHTs in the 420 in cruise. 2600 ended up as a good power setting for speed/fuel flow/EGT/CHTs when leaned out in cruise at altitude.



To your question regarding fuel flow: I'll be able to lean more aggressively than in the past in terms of keeping CHT in check, but I have to ask others to educate me on other potential fuel flow benefits from this STC. From memory, I think I burned around 9.5 GPH (at) 10K/2600 leaned out on my last XC trip. 



If you are interested, come up to KCIC one weekend and I'll show you the plane and take you for a ride if you would like to.



Cheers,

Martin

- The Matronics TeamGrumman-List Email Forum -

Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

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mringvold(at)YAHOO.COM
Guest

Posted: Mon Mar 29, 2010 10:19 pm Post subject: Jaguar cowling pirep

Hi Bill,



I have to wait for the summer to see how high the CHT gets but I would normally power down when I see CHTs in the 420 in cruise. 2600 ended up as a good power setting for speed/fuel flow/EGTs/CHTs when leaned out in cruise at altitude.



To your question regarding fuel flow: I'll be able to lean more aggressively than in the past in terms of keeping CHT in check, but I have to ask others to educate me on other potential fuel flow benefits from this STC. From memory, I think I burned around 9.5 GPH (at) 10K/2600 leaned out on my last XC trip. 



If you are interested, come up to KCIC one weekend and I'll show you the plane and take you for a ride if you would like to.



Cheers,

Martin



Time:04:23:32 PM PST USFrom:BILL9725(at)AOL.COMSubject:Re: Jaguar cowling pirep      

      Hi Martin 

      

      Thanks so much for the report on Gary`s great creation.  I have been  in 

      sic with you on the same issues on my 75  tiger, also located in  Northern 

      Calif.  My number 4 cylinder will always hover around 425 on  normal cruise 

      2600 same altitude.  I am looking to do the same but do not  already have  the

      

      power flow already on.  The fun part is to think it  will be great because 

      the engine is similar to yours but a Millie um motor with  only 150 hours on 

      it.  Very strong though as it will easily climb to over  13,000 and more and 

      I have yet to see a altitude where I did not have to pull  back to keep it 

      under 2700, same 63 inch prop.  So I am looking to go with  Gary`s mod and a 

      65 inch prop.  What kind of fuel flows are you  seeing?  I have the EDM 

      with fuel flows and am sure you mod also saves here  too!  

      

      I am going to the meet at Willow on Saturday and hope you can attend also  

      so we can go over the mod in detail.  

      

      Bill 

      N1540R

      

      

      In a message dated 3/25/2010 3:11:27 P.M. Pacific Daylight Time,  

      mringvold(at)YAHOO.COM writes:

      

      Well, I took the leap and ordered the first production AuCountry  Jaguar 

      cowling. I've flown the plane about 10 hours since I  received it from Gary 

      about two weeks ago.

      

      I use the 79 Tiger primarily for 150-450 NM cross country  trips from 

      Norcal to the Bay Area and Los Angles for work  and pleasure. Besides the urge

      

      for a fancy upgrade I've always  been bothered by the high EGT and oil 

      temperatures in climb and cruise  on these frequent trips. I've got the EDM-700

      and 

      I'm aware of the  past discussions whether EDM indicates higher 

      temperatures than their EI  engine monitor counterpart. Although I dislike the

      "EDM 

      temps"  creeping up well beyond 400 CHTs under most circumstances except  cold

      

      weather (mid 30s-40 here in CA) Gary has always  maintained that I don't 

      have a CHT heating issue. Still, with the  powerflow already in place (required

      

      for the STC) I went for the  upgrade.

      

      I don't have well documented before-data but I know my plane pretty  well 

      after ~350 hours flown, mostly XC. Under conditions seen in the  last two 

      weeks with temperatures a bit over standard temperatures I  would normally 

      cruise between 8-10K at 2600 leaned out with myself, full  fuel and 30 lbs of 

      bags. In the past (with standard temperature  days) I would see #3 creep up to

      

      ~425 in climb and hoover  around/over 400 in cruise (worse in the summer 

      time). Now, I see #1 as  the hottest cylinder in climb at ~410  but take into 

      

      consideration that I've leaned more aggressively these past jaguar-hours  

      in climb due to the better cooling. At cruising altitude  (10K) 2600 RPM #1 

      remains the hottest around 375 while  the 2,3 and 4 stays in the high 360s. 

      At full throttle  at 10K leaned out (100-75 ROP) I did not see CHTs over  

      400. The oil temperature on my recent 3 hour flight  lied flat on 180 degrees.

      

      I've had problems keeping it below  200 in the past but I must admit I pay 

      closer attention to the oil  temperatures in the summer months so I can't 

      cough up a good  standard-day comparison for oil temps before we're in the 

      summer  days. 

      

      I think its too early for me to cement the actual cooling  improvement 

      numbers but so far I'm very satisfied too see the EDM CHTs  well below 400 and

      

      I'm looking forward to see the numbers once it gets  into the 100s here in 

      CA. 

      

      With the same few recent data points, I've seen 143-144 TAS at  10K full 

      throttle performance on these recent trips. In the past, with  my removed 

      steps, tail strobe mod, Lycon 400 SMOH engine and 63  prop pitch I've observed

      

      time and again that my plane came out to  the original FT "tiger speed" at 

      138-139 TAS, all measured with the  Garmin 430W TAS computer. 

      

      The oil check involves cowling pop-screws so the pre-flight takes a  bit 

      more time on the ground. Other than that, my wife things the "plane  looks 

      new" and she suggested a new paint job since the cowling came out  with white 

      paint...I'll try to talk her out of it...

      

      Martin

      N3752W

      

      

      (http://www.matronics.com/Navigator?TeamGrumman-List) 

      .com/contribution)

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