WHY T-6
Having completed all tooling and all graphite masters, Cameron and Sons are the manufacturers of the only Full Size all Graphite Reproduction of a P-51 Mustang.
We have begun to build T-6/SNJ/Harvard reproduction parts. The concepts behind these parts are as follows: to reduce drag, eliminate corrosion, improve performance, reduce part count and reduce weight.
PART COUNT: Part counts is the #1 thrust of the aircraft industry today. Boeing was proud to announce on the new B737800, a 40% part counts reduction over the original B737. Boeing and NASA have also spent 35 to 50 million dollars on development of a one piece all graphite airliner size wing. Our P-51 is constructed in 12 major parts, which means quicker and easier assembly and a far superior load path-carrying capabilities. In terms of our T-6 parts: the wing attach covers, instead of being 8 parts, are 2. AFT of the rear canopy is 1 part verses 3 parts. The wing to body fairing is reduced from 4 parts to 1 part. This means, the fewer the joint seams, the stronger the part. Less seams also helps keep water and moisture from getting into the aircraft, thus reducing internal corrosion. Keeping a composite airplane or airplane part clean and smooth verses cleaning a metal airplane, is like the difference between flying a tail wheel verses a conventional gear aircraft.
As you know when the T-6 was built, there were many compromising considerations. One was the use of round head rivets, which are much faster in construction and uses a less skilled labor force than the counter sunk rivet. Round head rivets can also be installed at a 40% faster rate, thus greatly reducing labor costs. Regardless of where rivets are located, they do make a performance difference. Fuel was not a factor at around 4 cents a gallon then. It is today.
It is our goal to reduce operating cost, e.g. save fuel, by reducing drag and weight. You can go faster at the same power setting,
specific fuel consumption, or, with less power, (less fuel burned) go the
same speed. Our parts, in fuel savings alone will pay for themselves in
a short period of time, allowing you to fly more. Fuel is at a record low,
but we all know it will only go up.
TOOLING AND MASTERS: To date we have completed
$40,000.00 worth of hi-temp, 28 laminate graphite epoxy molds. These
molds are capable of producing elevated cured graphite parts that are
dimensionally stable. These molds are not to be confused with
polyester fiberglass, which are a fraction of the cost and do not remain
dimensionally stable.
DRAG: As we all know drag on an aircraft is induced in many ways. The obvious is through irregular surfaces (highs, lows, dips, etc.). Rivets are among the worst. Not only the rivet itself, but also the dirt pattern that builds almost immediately after cleaning. Rivets and irregular surfaces have been eliminated on our parts. Keeping the surface smooth and clean is immensely easier.
CORROSION: Corrosion is a phenomenon that can not be eliminated in metal, and aluminum is among the worst. It is second only to magnesium. Inner granular corrosion in spars and longerons is what causes some P-51s to be worth $700,000.00 and others worth 1.1 to 1.3 million (new spars, longerons, etc.) Fact: No amount of anodizing or Zinc Chromate will prevent this phenomenon. Composite parts do not suffer this fate. Paint adheres and will last many years longer on a composite part verses aluminum
IMPROVED PERFORMANCE: This comes from several factors. 1)A dramatic reduction in drag. 2) A reduction of 20 to 50% in weight. In the case of our composite P-51, part for part (i.e. wing, stabilizer, and fuselage) are half the weight of the metal part. Our gross weight is also half the weight of the standard P-51D and at the same time increasing G-loading between 10 to 12G's.
