A few testimonials from or past and current customers!

- Rick Geneva

‚Äč

Carlus, 

I wanted to give you some feedback on your engine job.  As it turns out the performance mods on my engine are proving to be a bit more than expected.  I'm already at 130 hours since May.

 

Initially I wasn't super thrilled based on the speed and climb rate gains for the amount I paid. But that was based on initial period of not pushing it too hard, at lower altitudes.  For example at 6000' I only gained about 4 knots, at a cost of burning 1 GPH more.  However, the "book speed" at 75% power says 131 knots. I normally get about 139 now, burning about 10 - 11 gph.  So not too bad.

 

This engine really shows it's value at higher altitudes.  Today I did a test flight at 16,500 feet.  A B-24R Sierra isn't even supposed to get up that high, according to specs. But I was still climbing 250 fpm.  Not only that but I was getting 138 knots TAS / 135 ground speed.  According to the POH - well, never mind - the POH doesn't go that high.  But I can extrapolate from the charts that a "stock" model should only do like 116 knots, and would stop climbing somewhere around 16,000.  I actually had power to spare, and have no doubt I can make it to 18,000+ if I need to.   

 

I have been referring your shop to a other Sierra owners. You'll probably get a few inquiries soon. 

- Tim Winters

 

So, it was a beautiful day to fly here today.  I had nowhere to go but wanted to fly.  The new engine has over 75 hours on it...well broken in by now...and I knew I've been getting better airspeeds than before the OH but had never checked to see exactly how much better.  So I thought I'd go check it out today.

 

At both of the below listed altitudes the engine was almost WOT (backed off just enough to close the "enrichment function"), leaned until rough, enrichened until smooth.  Density altitude was pretty close to actual this morning.

 

1958, C182A

------------------------------------

 

@5500':

 

23/2300 (73%), 12.5 gph, OAT = 8dC.

 

N=136

S=136

E=150

W=122

 

TAS = 136

------------------------------------

 

@7500'

 

21/2350 (68%), 11.7 gph, OAT = 9dC.

 

N=125

S=143

E=144

W=124

 

TAS = 134

------------------------------------

 

These speeds are at least 4kts faster than the speeds I saw with my old engine...even after installing the flap gap seals.

 

The book speeds at these settings are:

 

5500' = 135kts

 

7500' = 133.5kts

 

And we all know that book speeds of this era were produced by the marketing department and not the engineering department.

 

I'll take 'em!

 

Timmy likes his new engine with Carlus' attention to detail and Seth's tricked cylinders.  

 

Thanks guys!

 

And I'm sure I can squeeze a few more knots out of it by:

 

1. Repair my "cowl intake to air filter" seal to obtain more "ram air" and thus (hopefully) increasing the MP a bit.  Right now the seal is completely missing.

 

2. Play with the induction system.  Right now I have about 100dF spread in EGT.  I played with my induction system on the last engine until it was regularly down in the teens...on a good day in the single digits.  Amazing for an O-470.

 

3. Have the plane re-rigged.  I've been wanting to do this for a few years now.

Call us at 

706 - 638 - 3034

gannaviation@msn.com

© 2017 by Gann Aviation.

 

Hours of Operation

Monday-Friday  8am-5pm

Saturday  By Appointment

 

Location

Our office is located at 

Lafayette Barwick Airport

120 Gasque Dr, LaFayette, GA 30728

 

 

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