Guitarmaster

Wow!!!! Gotta love duct tape! Sent from my XT1585 using Tapatalk

That is the plan. Going to do my best to figure out the best opening and go from there. Sent from my XT1585 using Tapatalk

That will be coming with the modification to the exit air. Sent from my XT1585 using Tapatalk

For whatever reason, MS doesn’t like this post and keeps deleting portions of it so I will repost for the third time.... Observations so far: 1. The temps are hotter. We removed the third cowl flap as an experiment so this is not totally unexpected. The plan is to add back the third cowl flap during annual in March. I believe there is some pressure building in the top section of the cowling thereby causing hotter temps and possibly some drag. Adding more exit air should solve this problem. It’s also my opinion that adding a third cowl flap to the “C” would be of benefit. 2. Speed is faster. 4% faster to be exact. I have a solid 6 knot gain in TAS. I now run 153 KTAS. I already had the LASAR closure. This fact alone makes the mod a huge success. 3. The ram air will be outta here. With only a 0.7” gain, it’s not worth it. In addition, with the removal of the Ram air, it allows a smooth pipe to go directly from the filter to the fuel servo hopefully reducing the restrictions in the system, maybe to the tune of .5” or better. In addition, I never really use the ram air since I don’t like the idea of unfiltered air entering the engine. Win-win. 4. The oil cooler relocation is fine. The oil temp is slightly warmer then before, but I suspect with more exit air, it will end up being cooler. In addition, it looks better! David has been awesome to work with! He is very meticulous. It’s been great fun for me to be his guinea pig and see this come together. We tried some different things, some worked and some need a little tweaking. I am looking forward to working with David to perfect this mod! Sent from my iPad using Tapatalk

That is windshield deice Byron. It was an option on the "J". [emoji39] Sent from my XT1585 using Tapatalk

David's "C" is faster than my "F". To be fair, the "F" is somewhat bigger, but I do have 20 more HP. After flying his "C", my plane feels like a heavy. He has all the speed mods on his including the sloped windshield. I don't have that. I only have the brake caliper rotation and David's cowl mod. I have noticed his plane is slipperier than mine.

WOT, 2500, 72% power.

Since MS deleted half my post, I will redo it here.... Attached are two flight with similar weather conditions roughly a year apart. This is the old cowl. This is the new We are going to have some cooling to perfect. To be fair, we kind of thought this was going to be the case since we removed the third cowl flap. This will be an easy change. David is also working on some other ideas to improve the exit air flow. Opinions and results thus far: 1) I have a solid 153 KTAS. That's up 6 knots. 2) Jury is out on the oil cooler relocation. It seems a slight bit warmer than before, but I believe that will change with an exit-air change. It does look better though. 3) The Ram-Air is going to be taken off the airplane. At .7" it just isn't worth keeping. In addition, with the Ram-air gone, there will be a smooth flow from the filter directly into the fuel servo. That will eliminate the present 90 degree bend the air has to take. I am hoping that will be good for .5". 4) I have a working theory that since the temps are warmer, there is not enough exit air and air is packing up on the top side creating some cooling drag. Maybe with a higher negative pressure on the bottom of the cowl, the plane will be faster yet 5) Finally, David @Sabremech has been great to work with! When I started this project, we knew this was a "semi-experimental" thing with the injected models. I was happy to be the guinea pig as I love experimenting. I can't wait to get the ram-air removed and continue helping in any way I can to make his design perfect.

Thanks for posting Chris. It looks like the third cowl flap or something to draw a more negative pressure in the bottom part of the cowl may be of benefit.

***Update**** I just got back from 8000 feet and I recorded 153KTAS using a four heading method. Thats +6 KTAS!! Temperature was ISA-10 and the pressure was 30.16 giving a DA of 6500. I suspect I should see closer to 155 on a standard day. As a point of reference, I had the LASAR closure to begin with. I would call the cowling mod a huge success in terms of TAS gain!

I think it was 15 degrees today. If I run ROP, I am always in the 340's regardless of OAT. LOP today was 270ish. Yes, EGT is always in the 1400s Sent from my XT1585 using Tapatalk

I would see about 1.2 with the old cowl. Sent from my XT1585 using Tapatalk

Today the weather broke in the morning and I finally got to get Riley up for some preliminary testing. Since it was starting to snow and the ceilings were coming down, the highest I could get was 5500MSL. This didn't allow me to get up high enough to really open her up and see what she would do regarding TAS. What I did instead was set her up like I would fly her to work, i.e. 3500 and 70% power. Very limited testing to day seems to indicate about a 5 knot increase in speed. Whereas I would previously indicate 127KIAS, she now indicates 135IAS. Four heading TAS test seems to agree. I also ran 25 square at 3000 and the below indication was the result. As it stands now, the Ram-Air gives about .7" extra. We are thinking that changing to a smooth-flowing intake straight into the fuel servo will be good for at least .25" thereby making the Ram-Air unnecessary. As it stands now, there are a lot of turns the air has to go through to get the fuel servo creating (i believe) some vacuum and reducing MP. I don't know what .7" of MP translates to in HP, but it's not much. The CHT''s are a nice, even spread, but it's too early to tell is there was any difference in temp. Oil temps with the relocation were a solid 187. I have no reason to believe that will change much in the warmer temps. We shall see. When the weather breaks, I will be able to get up higher and get some good TAS testing done. Overall, I am super happy with the mod! I fly (for work) over the weekend then I am on vacation the first week of January so there probably won't be much flying done until the second week. I will be posting and changes and much better test data in the upcoming weeks. Stay tuned!

So sorry to hear this Cici... [emoji20] I really enjoyed coming to the shop and meeting everyone. It was great that Jerry took so much time to chat with me and show me around. Will keep you in my prayers during this time. Sent from my XT1585 using Tapatalk

How cool is that! You need to recreate that flight in reverse Clarence!! Sent from my XT1585 using Tapatalk

Dunno. Can't count that high. Sent from my XT1585 using Tapatalk

Riley is DONE! At least till the results of the flight testing. To late to fly tonight and tomorrow's weather doesn't look promising. Probably the 28th will be the earliest. We started her tonight and all looks good with the oil cooler relocation. She has a nice, shiny prop thanks to @Codystallings. I do have data from last year to compare with and am going to try to reproduce those conditions to get the best comparison I can. Both David and I are really hoping the ram air will be ineffective and thereby be removed. If it can be removed, the mod will be much easier and will get rid of the intake boot. Although both our schedules and the FAA caused some delays, getting to work with David and see this come together has been great! I am looking forward to continuing to be David's guinea pig with further tweeks! Sent from my XT1585 using Tapatalk

Yes. I believe I do. Sent from my XT1585 using Tapatalk

90% done, 90% to go.... [emoji16] Sent from my XT1585 using Tapatalk

That would be quite the surprise! Sent from my XT1585 using Tapatalk

It's about training. Train like you fly and fly like you train. Do you do partial power takeoffs? Probably not. So a partial power stall is negative training. I agree that the deck angle is extreme with standard conditions and the only real way to get in trouble is distraction. But... If your brain associates full forward throttle with a certain deck angle, then you can be caught off guard when departing in a high or hot condition. Add in an obstacle to clear and, well... Personally, I find a full stall a mostly useless maneuver (except to see how your airplane breaks). Much more useful is recognition and recovery BEFORE the break. In addition, slow flight (MCA) is critical to practice. Train like you fly. Sent from my XT1585 using Tapatalk

I amazes me that a $120 car stereo can be completely devoid of noise whatsoever, but all this high-dollar, TSO gear is so affected. Does the experimental world have these problems or just the hamstrung TSO manufacturers? Rant out.

Unless you're high and hot. Then a departure stall would be a very shallow deck angle. Sent from my XT1585 using Tapatalk

Alternating high and low sounds... Like a French siren? Sent from my XT1585 using Tapatalk

Went up this afternoon or some testing in the C. There is no discernible difference in TAS with the cowl flaps trailing open by 1" Granted, weather conditions were different from the last time; the temp and hence, DA being the biggest factor. What is noticeable is the CHT. Power is about 23.5/2400. Old Cowl flap setting New Cowl flap setting: It definitely looks like Dave's cowl mod helps with cooling. Granted, it appears that the MP is about 1.5" higher in the first pic, but I have a hard time believing that alone is producing 30 degree hotter temps. I'm excited to see what happens to my "F"!