MyNameIsNobody

Patience my arse Bob. Come on, I asked for a range....Didn’t ask for a specific price. LoPresti is $10kish so ya there should be a significant savings or few would be sold. We are not talking about a whole cowl, we are talking about the front upper and lower and baffles. My prop was identified as good to go with the cowl as is... Hope you get your oil temp issue sorted. I agree that this is likely NOT the Sabre cowl. Curious also why your cowl was inserted in an ARI thread? Why inserted on my “Speed is Relative” thread? Is there a need to market? Aren’t folks “lined up” to be the next guinea test bed pigs? Nice to have choices on cowl mod/updates. I would not do David’s mod until I knew the issues with baffles are sorted. I can get good speed out of my plane with an extra gallon of fuel/hour burned so it is more a cosmetic enhancement for me. I would prefer to leave my ram air and oil cooler as stock as engine runs cool and plane is plenty fast as is. Hope your paint comes out as awesome as you hope.

Must of been a great flight to be shrouded in mystery... Geesh.

Here is my question. Why the total silence on the price point for the Sabre cowl? I have not even seen a range. Post the price, or at least a range so a legitimate comparison between ARI and LoPresti cowl can be accomplished. Certainly enough time has passed and enough R&D has been done to know a range at least... What is the bottom line?

I am a Big Pull guy. Wife and co-owner don’t like it (eyes rolling).

Return flight from Indy to CID today. 6500 feet vs. 5500 on way out. 11.3GPH 2500 RPM Full Throttle. Ram air open. 24.5MP indicated. 157 Knots Ground Speed. 323,349, 328, 322 on cylinder temps. 5C temp. 183f on Oil Temp. Total time on Tach was 2.3 (same as trip out) with 20.02 Gallons added. When we launched weather in CID was 200 overcast in fog. Forecast to clear. Kept watching and just south in Iowa City clear, but CID still 300 overcast. Right as I was being switched over to CID weather/fog cleared. Nice!

I do not have a Sabre cowl, an ARI cowl, a LoPresticowl, or a SWTA cowl. I have a Laser lower cowl closure. I do not have an oil cooler relocate, Hell I do not even have an oil filter besides screen. I do not have a dorsal, wing root, flap gap seals or overs. I do have a three blade prop out front. I do have a 150 knot E into a headwind while burning 11.5 at 5500 (ground speed) while indicating 350ish on highest cylinder that is always 15-20 higher than other three (#2). 4C 4 temp. Cylinders were happy. Oil happy at 185 degrees f. For $10.00 an hour (over 9.5gph at 5500) I have a fast bird, when I want to be fast. Of course, compared to a K or long body, not so much. I am OK with that.

My oil temp was 185

A theoretical program had my setting above their power setting. I was 25 squared with ram air open at 5500 feet. A gallon netted 15 knots ground speed gain. I thought that was impressive and worth five bucks.

I hear you Matt. A direct headwind out of East yesterday. I always calculate my speed in knots over the ground. This was not an average or calculated speed. I never fly at an 8.5gph fuel flow. I am a 15lop to peak fuel flow guy.

21.6 gallons added to fill tanks on a 2.3 hour flight. First hour was 130 knots at 10.3gph. Finish was at 11.5gph and 150 knots ground speed. Level at 5500 feet.

I can lean to 9 or 9.5gph at 5500. I do not disagree that fuel flow would not appear to be lop at 10.5 or certainly 11.5gph. My primary point is that a gallon of gas an hour makes a massive 15 knot speed increase (indicated and over the ground) in my plane with no cylinder temp penalty. My engine seemed to love it.

Flew to Indy today. I am a LOP guy and for first hour flew at 5500 burning 10.5gph. Had a direct headwind. Went to 5lop burning 11.5gph 25 25 with ram air open and speed jumped from 130 knots to 149. Boom. 1 gph fuel flow increase for a 15 knot increase. Hottest cylinder was 350. Yes I will take that...

I plan to get a physical on an annual basis from my Doctor and just do BasicMed again in four years.

Nice BasicMed info is on AOPA Home page at top with tab that reads: BasicMed. All info on “how to proceed” is there. I phoned AOPA and received a call back with questions answered. Paid for membership right there with savings on flight physical every two years.

I am now having some success. I contacted my “normal” physician (not FAA) and nurse of course lectured me on how I should be going regularly as I am (old) now. She talked with Dr. and he is willing to do. I was kind of a goober and didn’t understand that AOPA NOT FAA are gatekeeper, (for lack of a better word) on BasicMed. I printed the new doctor question/info sheets and the questions that are taken to physician. I filled out my info online (typed) and signed. I got an eye exam in January (good until 2019) so hoping that will satisfy vision (along with acknowledgement that I am limited to day flight due to red/green issue). Exam scheduled for 4/9. Following the Dr. visit I will have his completed exam and information (that I maintain in plane). I will then go online and do the online certification and will be “good to go” for four years. Fingers crossed...

+1 Tom. I will take experiencing a gear up to witnessing a fatal midair if fate allowed those to be “taken for the team”... I hear he was near tbo...Just kidding. Too soon? Probably.

Totally agree. I never see CHT’s that high. Even in summer.

With a 50% premium reduction? Bring it on.

Did you see that pivot? Rhetorical as it’s so obvious as to be absurd. Peter is the classic contrarian. He is an active troll. He is the guy that loves the debate (even though his premise is ridiculous). His motto? Keep on clingin’. New PP or Peter premise: The majority of gear ups are due to pilots seeking to financially benefit from the occurrence. Face palm.

I am not trying to divert “blame” or accountability, although affixing it upon the pilot in command seems to be a “big deal” for you. I am trying to get beyond blame and accountability to contributing factors and ultimately mitigation. Good Grief.

Distractions are everywhere and absolutely do result in mishaps. The statistics show this to be true. The fact that individuals that do not wish to not extend the gear do indeed not extend the gear validates my hypothesis. Can you show me some charts/graphs that show that distractions in the cockpit are not causing this “epidemic-your word not mine” of gear up incidents?

You need to finish the friggin’ sentence. What came after humble? “Take EVERY sincere action to avoid IT”. Reading comprehension 101 Pete. Perhaps some remedial training. I have a pile of wood that is a super training tool. Let me know and I will help you out.

Never, never, never, never, never, never, never-Churchill

No one is saying that gear up pilot error incidents “just happen”...but you Peter. What people are saying is: Distractions DO HAPPEN that result in gear up pilot error. You refuse to comprehend that these events can befall a competent pilot. We are not talking about complacency. It is your attitude that is just bizarre and frankly not rational. You refuse to actively listen to what others are saying on this thread. By saying “Those that have and” It is a warning. A call to arms. It is not an absolute statement. Your statement “Do we have better things to do when setting up for landing”? Really? 1. Door pops 2. Baggage door pops 3. Engine sputters 4. Baby screams/pukes 5. Dog freaks out 6. ATC says “Keep speed up 737 number 2 on 5 mile final.” 7. Turbulence or cross wind or gusty conditions. Wind switches directions 8. Other traffic in pattern. 9. Someone lands in the other direction. 10.Distractions Peter. You perhaps live in a sanitary world void of other events occurring. I do not live in that world. You can plan all day and be high minded and frankly judge mental, but I am calling you on it.

That was a good one. Boom!