Today's Message Index:
----------------------
1. 10:23 AM - Fw: Fuel Flow Instrumentation (Running a Tank Dry) (Aucountry@aol.com)
2. 10:29 AM - Fw: HC Cheetah with Sensenich (Aucountry@aol.com)
3. 10:42 AM - Nose strut fairing and boot, Cowling update (Aucountry@aol.com)
4. 11:06 AM - Re: Run the tank Dry (Aucountry@aol.com)
5. 07:44 PM - Overhaul Update (Steven Jackson)
6. 08:13 PM - New Starter (Steven Jackson)
7. 09:11 PM - Re: New Starter (cradams2@juno.com)
Message 1
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| Subject: | Fwd: Fuel Flow Instrumentation (Running a Tank Dry) |
--> TeamGrumman-List message posted by: Aucountry@aol.com
> Cliff, I took the liberty to add this to Team Grumman
>
> Rather that discussing the merits or risks of running a tank dry I'd like
> to
> suggest that you buy a good fuel flow instrument that, when calibrated, will
> very accurately tell you how much fuel you have left (within about 0.2 gal).
> If you jot down the amount used when you switch tanks then you will know
> exactly how much is in each tank.=A0 If you buy either the JPI, FS-450 or=20the
> EI, FP-5L and connect one wire to either a Loran or GPS then you will also
> know at any point in your flight how much fuel you will have left at your
> destination or whatever waypoint you choose to set in the GPS.=A0 If you have
> to
> deviate due to weather or have a stronger than expected headwind then you
> can
> make a choice as to where to deviate long before it becomes a problem.=A0=20You
> can't beat the peace of mind or accuracy any other way.
>
> Additionally, you can use the feature that tells you what the nm per gallon
> is
> so that you can optimize not only your power setting but choice of altitude
> (higher more efficient altitude but stronger headwind).=A0 And when used in
> conjunction with a good digital EGT instrument can do the very best job of
> leaning precisely for optimum efficiency, etc.
>
> As many of you know I sell both JPI and EI instrumentation and I have a new
> FS-450 for sale which I lugged all the way to
> SSI and back and didn't seem to get any interest in from anyone.=A0 I will
> sell
> it for the same special price I was trying to get there, $550.=A0 This is=20$30
> cheaper than you will find it anywhere else.=A0 If you find a better
> advertised
> price let me know and I will meet it.
>
> Cliff=A0 A&P/IA
> Cascade Country Aviation
>
Heads up if you're interested in a fuel flow instrument.
From: "flyv35b" <flyv35b@juno.com>
Subject: Fuel Flow Instrumentation (Running a Tank Dry)
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Gang,
Rather that discussing the merits or risks of running a tank dry I'd like to
suggest that you buy a good fuel flow instrument that, when calibrated, will
very accurately tell you how much fuel you have left (within about 0.2 gal).
If you jot down the amount used when you switch tanks then you will know
exactly how much is in each tank. If you buy either the JPI, FS-450 or the
EI, FP-5L and connect one wire to either a Loran or GPS then you will also
know at any point in your flight how much fuel you will have left at your
destination or whatever waypoint you choose to set in the GPS. If you have to
deviate due to weather or have a stronger than expected headwind then you can
make a choice as to where to deviate long before it becomes a problem. You
can't beat the peace of mind or accuracy any other way.
Additionally, you can use the feature that tells you what the nm per gallon is
so that you can optimize not only your power setting but choice of altitude
(higher more efficient altitude but stronger headwind). And when used in
conjunction with a good digital EGT instrument can do the very best job of
leaning precisely for optimum efficiency, etc.
As many of you know I sell both JPI and EI instrumentation and I have a new
FS-450 for sale which I lugged all the way to
SSI and back and didn't seem to get any interest in from anyone. I will sell
it for the same special price I was trying to get there, $550. This is $30
cheaper than you will find it anywhere else. If you find a better advertised
price let me know and I will meet it.
Cliff A&P/IA
Cascade Country Aviation
Message 2
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| Subject: | Fwd: HC Cheetah with Sensenich |
--> TeamGrumman-List message posted by: Aucountry@aol.com
In a message dated 07/25/03 10:34:51 PM, flyer.bob@verizon.net writes:
> I wonder whether anyone else has experienced anything like this phenomenon:
>
> About 12 hours ago, we replaced the McCauley with the new STC'd Sensenich
> from Fletchair.=A0 Through all regimes of flight, take off, climb, level
> flight, redline, idle, etc., this is a smooth running combination.=A0 As to
> performance improvement, the jury is still out on that.
>
> BUT, (and here is where I am very concerned) when I pull back on the power
> and start a descent, as the RPM passes through the range of from 2390 down
> to 2320, a heavy, resonant BUZZZ sets in which seems to permeate the entire
> airframe.=A0 The strength of this vibration hits its maximum intensity at
> about 2360 and tapers away above or below that RPM.=A0 Even my seat (actually
> the airplane's seat) resonates with the same frequency.
>
> I definitely never experienced this with the Mac.
>
> I hired a balance specialist to bring his equipment out to run some tests.
> After he installed a small weight in the spinner to correct a slight
> imbalance, we flew the airplane and he too noticed this buzz.=A0=A0 All balance
> or vibration measurements were within tolerance.
>
> It only happens during a descent, when the prop is essentially unloaded.
>
> My concern is that over time, I might begin to see fasteners loosen or
> cracks expand.
>
> Theories or similar experiences welcome.
>
> Bob Milligan
>
>
Subject: HC Cheetah with Sensenich
From: bob milligan <flyer.bob@verizon.net>
from [4.60.3.62] at Sat, 26 Jul 2003 00:33:45 -0500
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I wonder whether anyone else has experienced anything like this phenomenon:
About 12 hours ago, we replaced the McCauley with the new STC'd Sensenich
from Fletchair. Through all regimes of flight, take off, climb, level
flight, redline, idle, etc., this is a smooth running combination. As to
performance improvement, the jury is still out on that.
BUT, (and here is where I am very concerned) when I pull back on the power
and start a descent, as the RPM passes through the range of from 2390 down
to 2320, a heavy, resonant BUZZZ sets in which seems to permeate the entire
airframe. The strength of this vibration hits its maximum intensity at
about 2360 and tapers away above or below that RPM. Even my seat (actually
the airplane's seat) resonates with the same frequency.
I definitely never experienced this with the Mac.
I hired a balance specialist to bring his equipment out to run some tests.
After he installed a small weight in the spinner to correct a slight
imbalance, we flew the airplane and he too noticed this buzz. All balance
or vibration measurements were within tolerance.
It only happens during a descent, when the prop is essentially unloaded.
My concern is that over time, I might begin to see fasteners loosen or
cracks expand.
Theories or similar experiences welcome.
Bob Milligan
Message 3
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| Subject: | Nose strut fairing and boot, Cowling update |
--> TeamGrumman-List message posted by: Aucountry@aol.com
In a message dated 07/26/03 09:01:00 AM, flyv35b@juno.com writes:
> Yes, this is exactly what will happen.=A0 I have not found a good solution to
> this problem and to getting the boot out of the way so the cowling can be
> more easily removed and installed.=A0 The biggest problem seems to be the
> extended exhaust tailpipe and having to get that around the air outlet and the
hole
> in the cowling while the boot interferes with installation. Cutting the
> exhaust pipe off just outside the cowling definitely helps or solves the problem
> by is most likely illegal and exhaust tends to get blown back inside the
> cowling.=A0 I think the real solution would be a new cowl design and a totally
new
> exhaust system (not a Powef Flow) with the=A0 exhaust exiting through a cowl
> flap or air outlet opening at the rear.=A0 There is plently enough room inside
> to do this.
>
I'm glad you mentioned this. On the new cowling, there is a cutout which,
after removing 5 screws, drops out and allows for the cowling half, right half
in this case, to be pulled away by simply taking one step back while hold onto
the cowling. Installation is just as easy. The left side is even easier.
One of the goals for the second gneration cowling is the elimination of the
nose gear boot. I have, in the works, 5 different bottoms for the cowling.
I plan to investigate, using the great outdoors as a giant wind tunnel,
cooling drag and cooling effectiveness, as well as nose gear drag, on different
lower cowling configurations. I know you all appreciate my efforts. {grin}
Now that you asked, I've painted the inside of the upper cowling and the
entire cabin heat inlet airbox. I have to do laundry today, then go to a party,
so I probably won't be painting the inside of the cowling halves today. What
do you think? Gray for the outside? I have a lot of gray paint, so I
think I'll use it up on the cowling.
Gary
www.AuCountry.com
Home of "Team Grumman"
TeamGrumman-List@matronics.com
http://www.matronics.com/subscribe
Message 4
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| Subject: | Re: Run the tank Dry |
--> TeamGrumman-List message posted by: Aucountry@aol.com
In a message dated 07/25/03 02:47:56 PM, n81218@yahoo.com writes:
> You are a complete imbisile to run the tank dry for any reason especially
> if you do it intentially. If you want to know how much fuel fits in the tank
> read the POH. You are a menace to flight safety and common sense. Ron Levy
> should be ashammed of himself for encouraging you to run your tank dry. Ron Levy
> a safety officer HA HA. Bruce Firstman.
>
I don't know how many times I've run tanks dry. Whenever I plan any
maintenance on the tank in question, and have the opportunity, I fly the tank dry.
A lot easier than draining the tank.
Seriously, running the tank dry is no big deal. Watch the fuel pressure,
anticipate when the tank will run dry and when the fuel pressure drops and the
engine coughs a bit, electric pump on, switch tanks, and the engine picks up
where it left off.
Plus, it's good to know you have the procedure down solid should it ever
happen unintentionally. Not just running the tank dry, but any hiccup in the
engine for which you may suspect the fuel supply; water, etc.
- As for slams against Ron, I don't always agree with Ron, but, he's never
said anything I wouldn't support.
- Regarding running out of gas on rollout. I planned a long cross-country
not long after I got my pilots license. Being VFR, and my destination being
overcast, I had to fly on to the next airport. That next airport was just
inside my 'computed' reserves. The airport was a non-towered airport and I was
landing at night. I slept in the plane. The next day, they put in 49.7
gallons. That was as close as I ever hope to get.
Gary
Gary
www.AuCountry.com
Home of "Team Grumman"
TeamGrumman-List@matronics.com
http://www.matronics.com/subscribe
Message 5
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--> TeamGrumman-List message posted by: "Steven Jackson" <steven.jackson14@adelphia.net>
Well, we've just about got the engine ready to come off the plane. I found
more interesting stuff as I took everything apart. The alternator was a
mess--the mounting brackets were not connected properly, and the alternator
fan blades were missing. As I disconnected the starter, a big chunk of the
starter mount flange broke off, we're guessing it was already cracked, but
the bolt/nut was holding it secure. Anyway, the hits just keep on coming.
I've got the instructions on how to post pictures, so soon this week I
should have pictures of all this stuff posted on the Matronics picture link.
As soon as we're done, we're going to box it up and get it up to Lycon.
Every problem I've had so far was a result of bad "shade tree" maintenance
in the past and I'm not about to take anymore chances. It'll be nice to
finally know that the folks looking at my repairs no what they're doing.
Mike, my A&P is pretty much beside himself as we disassemble. (He wasn't
the prepurchase or last annual mechanic).
Steven Jackson
N1434R
L22
Yucca Valley, CA
Message 6
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--> TeamGrumman-List message posted by: "Steven Jackson" <steven.jackson14@adelphia.net>
Once the engine is breathing gas and air again, I'll need a new starter
after today's find. I know the Sky-Tec is favored by many, but I thought I
remembered someone saying that the nose bowl may have to be modified for it
to fit. Any recommendations/experience would be welcome.
Steven Jackson
N1434R
L22
Yucca Valley, CA
Message 7
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--> TeamGrumman-List message posted by: cradams2@juno.com
Steven,
The nose bowl does not have to be modified or the Skytec to fit. You may
want to modify it after the skytec is in. There is some room around it or
keep it as it is. Skytec bolts right on.
You need to know how many teeth are on your ring gear. 122 or 149 then
order. If your oil cooler is up front order the PM model otherwise the
LS.
Charlie Adams
6217L
AA1
On Sat, 26 Jul 2003 20:08:52 -0700 "Steven Jackson"
<steven.jackson14@adelphia.net> writes:
> --> TeamGrumman-List message posted by: "Steven Jackson"
> <steven.jackson14@adelphia.net>
>
> Once the engine is breathing gas and air again, I'll need a new
> starter
> after today's find. I know the Sky-Tec is favored by many, but I
> thought I
> remembered someone saying that the nose bowl may have to be modified
> for it
> to fit. Any recommendations/experience would be welcome.
>
> Steven Jackson
> N1434R
> L22
> Yucca Valley, CA
>
>
>
>
> http://www.matronics.com/FAQ/TeamGrumman-List.htm
>
>
>
>
>
>
>
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