---------------------------------------------------------- TeamGrumman-List Digest Archive --- Total Messages Posted Mon 08/09/04: 5 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 11:00 AM - Re: Battery Box Location (TeamGrumman@AOL.COM) 2. 11:02 AM - Re: Canopy Replacement (TeamGrumman@AOL.COM) 3. 12:30 PM - Paint (James Courtney) 4. 01:20 PM - Re: Battery Box Location (Shelby Gott) 5. 03:23 PM - Re: Engine analyzers (Andy Williams) ________________________________ Message 1 _____________________________________ Time: 11:00:04 AM PST US From: TeamGrumman@AOL.COM Subject: Re: TeamGrumman-List: Battery Box Location --> TeamGrumman-List message posted by: TeamGrumman@aol.com In a message dated 8/8/04 11:09:48 PM, steven.jackson14@adelphia.net writes: > With my nose now 8 pounds lighter thanks to Skytec, I've started looking at > the battery box location with an eye on moving it from behind the baggage > compartment, and back up to the firewall.=A0 Looking at the STC for my engine, > it mentions either moving the battery aft, or adding ballast to the tail > section.=A0 It does not however, mention anything about reinforcing the > battery box for the increased weight of a G-35 battery vs. the old G-25. > You might want to give ken Blackman a call. As far as I know, he knows just about as much about the two seater as anyone. Cliff Hanson is alos another good person to contact regarding the two seater. Cliff, if you're still on here, "are you moving to California?" Heard a rumor.... ________________________________ Message 2 _____________________________________ Time: 11:02:47 AM PST US From: TeamGrumman@AOL.COM Subject: Re: TeamGrumman-List: Canopy Replacement --> TeamGrumman-List message posted by: TeamGrumman@aol.com In a message dated 8/8/04 11:13:39 PM, steven.jackson14@adelphia.net writes: > TG, > > I've seen enough emails to know that I need a Grumman pro to replace the > windshield.=A0 My question is whether or not the canopy by itself is a more > manageable project for me and my mechanic.=A0 I know there are some issues > with fitting the tracks properly, but just from a glance, the rest of the > disassembly/assembly looks fairly straightforward.=A0 The service manual makes > it sound pretty germane, but I'm skeptical. > I built a jig and mounted the bows square to the placement of the canopy. =20I spent several days putting the canopy together. There is another 2-seater here at a local FBO waiting for the canopy to be installed. I'd do it, but it'll cost $2000. In other words, I didn't much enjoy it the first time. Gary ________________________________ Message 3 _____________________________________ Time: 12:30:10 PM PST US From: "James Courtney" Subject: TeamGrumman-List: Paint --> TeamGrumman-List message posted by: "James Courtney" Fellow Grummanites, I'm doing some paint touch up on N72T. Most of my paint is original 1979 and since it was an outdoor plane most of those 24-25 years and most of that in Houston there's some paint dimpling, blistering, and chipping in some areas and particularly on the tops of the wings, horiz stabilizer, and fuselage. I hope to bite the paint-job bullet in a two or three years but I think the existing paint is fine until then with a little TLC. Anyway, I've wet-sanded and (with help) applied bondo to fill the places where a bit of paint has chipped out so I can get a smooth finish and I've got some good primer for alumnimum. I have some white spray paint that's actually aircraft enamel provided by the N72T's former owner upon purchase but this doesn't QUITE match the quarter-century old white finish already there. Someone previous to me did some touch up with a plain white on the horiz stabilizer which could look better but from more than 10 feet away looks fine but I'd like to do better. My friend who's been helping me is a car person and actually has good experience with painting steel and aluminum and suggested I look into getting my paint matched from a paint chip. Is it very important that I use "aircraft enamel" for this type of touch-up or can I use automotive or something of that kind if it's what's available? Is anything I'm doing to my plane wrong to this point and should be corrected before painting? Many thanks! Jamey AA5B N72T @ KSQL ________________________________ Message 4 _____________________________________ Time: 01:20:49 PM PST US From: "Shelby Gott" Subject: Re: TeamGrumman-List: Battery Box Location --> TeamGrumman-List message posted by: "Shelby Gott" Steven, a G-25 will crank an 0-320 with a Skytec starter just fine. If you really need to move the cg forward, I'd suggest going back to the "stock" G-25 installation on the firewall. Less weight. Shelby Gott AA-1TD N6201L 0-320-A2B (Blackman STC) G-25 battery in back (Crosby STC) Tucson, AZ ________________________________ Message 5 _____________________________________ Time: 03:23:20 PM PST US From: "Andy Williams" Subject: Re: TeamGrumman-List: Engine analyzers --> TeamGrumman-List message posted by: "Andy Williams" Gary, I have the EDM-700 installed and can report similar results. (Tiger with O-360-A4K, 1800 SMOH) #4 for me is hottest and will easily exceed 450 degrees in the climb if I don't manage airspeed (pitch) and mixture carefully. I never reduce throttle however. #1 is next hottest, but will not exceed 410-420 in the climb. Cruising (especially at high power settings) I lean/enrich to keep #4 under 410. This gives me #1 ~400, #2 ~380, #3 ~390. My baffles have also been inspected carefully. I have no experience with JPI in any other aircraft. Andy N74618 ----- Original Message ----- From: Subject: TeamGrumman-List: Engine analyzers > --> TeamGrumman-List message posted by: TeamGrumman@aol.com > > I installed the JPI 800 into my Tiger. It's the first engine analyzer that > I've had in a plane I own. I've flown a lot of planes with the JPI (and a > few odd analyzers) and I've installed about a dozen of them for customers. > > It's my experience that the CHT reads a bit (30+ degrees) higher with the > JPI. But then, that is based on only flying similar planes with different > analyzers and the results of installing a JPI 700 into a Comanche 250. > > On the Comanche, the owner reported that his temps were 50 degrees higher > with the JPI. I completely re-did the baffles during the JPI installation > including stripping and powder coating the metal baffles. I made sure there was > nothing blocking the airflow through the engine. Still, the owner complained > of higher than expected temps with the JPI. > > On my plane (Tiger, O360-A4K, new Lycoming cylinders, ported and polished), > I've noticed that #3 CHT goes up faster than the others during climb, to the > point that reducing power and staying full rich is required to keep temps below > 450. EGTs remain fairly even between the cylinders; less than 50 degrees > (quite often less than 30 degrees) variation between cylinders. In cruise, both > CHT and EGT are even between the cylinders with CHTs staying in the low 400s > or high 300s. On descent, I've also noticed that #3 is the first to activate > the shock cooling feature on the JPI. So, it would seen that #3 is cooling > well enough. > > Question: Has anyone else had experience with JPIs displaying higher temps > than expected? > > Question: Has anyone noticed that different planes (different engine > installations) have such dramatic differences in CHTs duing climb and cruise? > > Gary > www.AuCountry.com > >