Today's Message Index:
----------------------
1. 05:52 AM - Engine Analyzers (Weir, Douglas (CALYON))
2. 06:19 AM - Re: Engine analyzers (Anna3003@AOL.COM)
3. 10:21 AM - Re: Engine analyzers (TeamGrumman@AOL.COM)
4. 10:23 AM - Re: Engine Analyzers (TeamGrumman@AOL.COM)
5. 10:25 AM - Re: Engine analyzers (TeamGrumman@AOL.COM)
6. 10:28 AM - Re: Paint (TeamGrumman@AOL.COM)
7. 11:08 AM - Re: Paint (Anna3003@AOL.COM)
8. 05:23 PM - Re: Engine analyzers (Andy Williams)
9. 11:13 PM - Cowling Update 7.2 (was: new tiger cowling) (TeamGrumman@AOL.COM)
10. 11:41 PM - Tiger Annual - PowerFlow (TeamGrumman@AOL.COM)
11. 11:55 PM - Re: Paint (James Courtney)
Message 1
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| Subject: | Engine Analyzers |
--> TeamGrumman-List message posted by: "Weir, Douglas (CALYON)" <Douglas.Weir@us.calyon.com>
TG:
I have a JPI 800 in my Tiger, and have not had problems with the
temperatures per se. I do have the LoPresti cowl (both were installed when
I bought the plane last year). For me, the hottest cylinder is the #4,
which can climb into the low 400's on climbout on warm days. The highest
I've seen it though is about 420. Others rarely touch 400. In cruise I
generally see about 350-380 on the cylinder temps on warm days, and a little
cooler on the cooler days, but not a huge variation.
I have been having a couple problems though, and thought I'd get your
input/thoughts:
1) The #1 CHT has been working fine until a couple months ago, when it
started acting up: specifically it works for about the first 20 min of
flight, and then dies. On my way to Baraboo I had the probe replaced, but
it is still doing the same thing. The guys at JPI tell me it could likely
be the installation of the probe - specifically the crimping, which has to
be very snug. I remember the mechanic mentioning this when he replaced the
probe, so I assume he would have done as good a job as any.....other
thoughts?
2) Yesteday I noticed that my fuel flow indication is suddenly about half of
what it should be! Now either I have the most efficient Tiger on the
planet, burning 5 gph in cruise, or I got a problem.... I'm guessing the
transducer is toast - other ideas?
Assuming the transducer needs replacement, here's another dscision: my plane
has both a Shadin Miniflo and the JPI 800. Which brand transducer do I get?
Has anyone else had problems with transducers crapping out?
Thanks and regards,
Doug Weir
Tiger N414DJ
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Message 2
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| Subject: | Re: Engine analyzers |
--> TeamGrumman-List message posted by: Anna3003@aol.com
I have the JPI 700 in my 76 Tiger. when I bought it, it was showing 450 on 3
IN CRUISE unless I flew slow and rich.
Now, after a LoPresti nose bowl and a Gary baffle replacement, (and some
training on correct leaning procedures for climbs out of Red Bluff or Trinity
Center in mid summer: T>30 C), I have seen 450 momentarily, twice, in climbs.
Corrrected by lowering the nose to about 300 fpm, and richening one click. Cruise
is always below 400 on all four cylinders, using 2650 rpm and the JPI leanfind
at 5500 to 11500 (I've checked the tach and its within 50). Christine is
flying OK.
Message 3
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| Subject: | Re: Engine analyzers |
--> TeamGrumman-List message posted by: TeamGrumman@aol.com
In a message dated 8/9/04 3:33:46 PM, awilliams2@carolina.rr.com writes:
> 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
>
Andy, first, check for slag between the cylinders. Then, cut back the
baffle strap that wraps around the bottom of #4. I usually take off an inch,
keeping the 45 degree cut.
Gary
Message 4
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| Subject: | Re: Engine Analyzers |
--> TeamGrumman-List message posted by: TeamGrumman@aol.com
In a message dated 8/10/04 5:53:42 AM, Douglas.Weir@us.calyon.com writes:
> 2) Yesteday I noticed that my fuel flow indication is suddenly about half
> of
> what it should be!=A0=A0 Now either I have the most efficient Tiger on the
> planet, burning 5 gph in cruise, or I got a problem....=A0 I'm guessing the
> transducer is toast - other ideas?
>
> Assuming the transducer needs replacement, here's another dscision: my plane
> has both a Shadin Miniflo and the JPI 800.=A0 Which brand transducer do I=20get?
> Has anyone else had problems with transducers crapping out?
>
I had some problems with a customers plane doing the same thing. First, get
the gizmo that JPI has for checking the operation of the JPI 700/800 itself.
We found the JPI 700 had failed.
Gary
Message 5
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| Subject: | Re: Engine analyzers |
--> TeamGrumman-List message posted by: TeamGrumman@aol.com
In a message dated 8/10/04 6:23:00 AM, Anna3003@AOL.COM writes:
> Christine is
> flying OK.
>
Hi Anna, always good to hear from you. I still have your paint. The move
to Auburn looks like November as of last week.
Gary
Message 6
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--> TeamGrumman-List message posted by: TeamGrumman@aol.com
Jamey, any enamel will work, just not for very long. Take you plane to
Lincoln and have them strip and repaint sections. It'll cost a little more but
you'll be happier with the results.
Message 7
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--> TeamGrumman-List message posted by: Anna3003@aol.com
I just saw a Mooney in Palo Alto with a paint job from the Lincoln place. I
wish I had before and after pix. The change was so great, that If I hadn't
known the owners, the n number and the tie-down space, I would not have said it
was the same Mooney. When Christine gets a new coat, that's where she is going.
Message 8
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| Subject: | Re: Engine analyzers |
--> TeamGrumman-List message posted by: "Andy Williams" <awilliams2@carolina.rr.com>
Thanks for the tip Gary. I will check that out.
Andy
----- Original Message -----
From: <TeamGrumman@AOL.COM>
Subject: Re: TeamGrumman-List: Engine analyzers
> --> TeamGrumman-List message posted by: TeamGrumman@aol.com
>
>
> In a message dated 8/9/04 3:33:46 PM, awilliams2@carolina.rr.com writes:
>
>
> > 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
> >
>
> Andy, first, check for slag between the cylinders. Then, cut back the
> baffle strap that wraps around the bottom of #4. I usually take off an
inch,
> keeping the 45 degree cut.
>
> Gary
>
>
Message 9
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--> TeamGrumman-List message posted by: TeamGrumman@aol.com
From: Aucountry@aol.com
Subject: Cowling Update 7.2 (was: new tiger cowling)
FLYaDIVE@aol.com
In a message dated 8/3/04 5:34:13 AM, 1lusmith@fhtm.us writes:
> Can you give me more specifics? prices? installation information?
> Michael Smith
> N74420
>
In a message dated 8/4/04 6:48:06 AM, scojac@bellsouth.net writes:
> Gary, how's the development on your cowling? Do you have a ballpark figure
> on pricing yet?
> Thanks,
> Regards,
> Scott Buell
> Cheetah N9856U
>
Hi, sorry it took so long to get back to you. Over the first part of the
summer, I made (or assisted in making) new tooling (molds) for the cowling. I
had made a number of changes to the cowling, found some things I wanted moved
and wanted to start out with fresh tooling. I thought the first parts out of
the molds would be ready to go. It doesn't work that way. Because of the
changes made, the parts were very difficult to remove from the tooling. I
had gone from 4 pieces to two for the major cowling sections.
I found that all of the mods done to the original prototype had made the
cowling very stiff. Felt more rigid if you will. Hell, it weighed 32 pounds.
The new one was an extra ply of fiberglass and vacuum bagged. It only
weighed 14 pounds total (no hardware). However, the sides were very flimsy.
To
me anyway. At Baraboo, I noticed the new AG5B carbon fiber cowling is flimsy
on the sides too; but, not quite as flimsy as mine. I had removed all of the
doublers in the upper cowling because the shape makes up for stiffening.
However, the rear portion of the upper cowling needs some stiffeners. Plus, we
had some trouble with the overlap on the right side. Those joggles aren't
as easy to make as you might think.
As it stands right now, we're looking for some 1/8 inch foam for stiffeners
and doublers. The local distributor is not being very helpful. We're also
going to make a fairing for the nose strut; something that could replace the
rubber one on the stock cowling.
As for cost, in fiberglass, as it stands right now, the cost would be in the
$6000-$8000 range. In carbon, add about $500-$1000.
I need to add pressure taps to my plane for measuring pressure drop in the
cowling. Plus, I need to find a way to get temps on #3 down to something
reasonable.
Gary
In a message dated 8/3/04 5:34:13 AM, 1lusmith@fhtm.us writes:
Can you give me more specifics? prices? installation information?
Michael Smith
N74420
In a message dated 8/4/04 6:48:06 AM, scojac@bellsouth.net writes:
Gary, how's the development on your cowling? Do you have a ballpark figure on pricing
yet?
Thanks,
Regards,
Scott Buell
Cheetah N9856U
Hi, sorry it took so long to get back to you. Over the first part of=20the summer,
I made (or assisted in making) new tooling (molds) for the cowling. I had
made a number of changes to the cowling, found some things=20I wanted moved
and wanted to start out with fresh tooling. I thought=20the first parts out of
the molds would be ready to go. It doesn't work that way. Because of the changes
made, the parts were very difficult to remove from the tooling. I had
gone from 4 pieces to two for the major cowling sections.
I found that all of the mods done to the original prototype had made the cowling
very stiff. Felt more rigid if you will. Hell, it weighed 32 pounds.
The new one was an extra ply of fiberglass and vacuum bagged. It only=20weighed
14 pounds total (no hardware). However, the sides were very flimsy. To me anyway.
At Baraboo, I noticed the new AG5B carbon fiber cowling is flimsy on the
sides too; but, not quite as flimsy as mine. I had removed all of the doublers
in the upper cowling because the shape makes up for stiffening. However,
the rear portion of the upper=20cowling needs some stiffeners. Plus, we had
some trouble with the overlap on the right side. Those joggles aren't as easy
to make as you might think.
As it stands right now, we're looking for some 1/8 inch foam for stiffeners=20and
doublers. The local distributor is not being very helpful.=20 We're also going
to make a fairing for the nose strut; something that could replace the rubber
one on the stock cowling.
As for cost, in fiberglass, as it stands right now, the cost would be in the $6000-$8000
range. In carbon, add about $500-$1000.
I need to add pressure taps to my plane for measuring pressure drop in the cowling.
Plus, I need to find a way to get temps on #3 down to something reasonable.
Gary
Message 10
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| Subject: | Tiger Annual - PowerFlow |
--> TeamGrumman-List message posted by: TeamGrumman@aol.com
I am doing an annual on a Tiger that has a PowerFlow. This is a PowerFlow I
installed a couple of years ago.
While I was removing the muffler section, I noticed that the 1/4" bolt
through the big clamp (that goes around the muffler) was worn nearly all the way
through. The instructions suggest that the bolt not be tightened. If it's not
tight, however, it moves on the support strut attached to the engine mount.
**** just a thought, if you have the PowerFlow, check the bolt for wear.
Also, the slip joint (between the muffler and the S-Bend pipe): The muffler
portion is being swedged out due to vibration. Plus, the locating dowel on
the clamp which holds the muffler to the S-Bend is also walloring out the hole
in the S-Bend. It's a nice simple joint, I just don't think it's made or
designed very well. A ball joint on the muffler-to S-Bend and the rest being
welded would have been a better solution.
Gary
Message 11
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--> TeamGrumman-List message posted by: "James Courtney" <jamey@jamescourtney.net>
Gary and Anna,
Lincoln, NB??
Thanks!
Jamey
-----Original Message-----
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of
Anna3003@aol.com
Subject: Re: TeamGrumman-List: Paint
--> TeamGrumman-List message posted by: Anna3003@aol.com
I just saw a Mooney in Palo Alto with a paint job from the Lincoln place. I
wish I had before and after pix. The change was so great, that If I hadn't
known the owners, the n number and the tie-down space, I would not have said
it
was the same Mooney. When Christine gets a new coat, that's where she is
going.
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