Today's Message Index:
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1. 07:52 AM - Re: The annual from hell (James Courtney)
2. 04:43 PM - engine value Q. (Gil Alexander)
3. 07:48 PM - Re: engine value Q. (linn Walters)
4. 08:32 PM - Re: engine value Q. (Gil Alexander)
Message 1
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| Subject: | The annual from hell |
--> TeamGrumman-List message posted by: "James Courtney" <jamey@jamescourtney.net>
EEK!
But isn't it nice to feel loved and needed;)
Jamey
-----Original Message-----
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of
teamgrumman@aol.com
Sent: Wednesday, October 04, 2006 9:27 PM
Subject: TeamGrumman-List: The annual from hell
--> TeamGrumman-List message posted by: teamgrumman@aol.com
Initial inspection of log books
. There is no record of either the mechanical or elecric fuel pump
ever being replaced.
. For some reason, the tach was removed for calibration on two
occasions, 2843.81 TTAF and 2863.91 TTAF
. Aircraft appears to have had poor maintenance prior to September
2006
. There is no separate Propeller Log Book. There is no record of
propeller times.
. The fuel selector has been overhauled just about every year since
1992
. 10 hours since right "control rods" were inspected for play and
found OK in Feb 2006.
. 30 hours since 2005 annual.
. Owner complained the controls feel loose or sloppy.
The previous annual, done in Minden, NV, cost over $10,000.
What I found: Engine 1
(1) Alignment is a little to the right
(2) Upper cowling to nose bowl hardware installed incorrectly.
(3) Lower cowling is badly deformed due to bending during removal and
installation. Forward nut plate for
nose gear boot is broken
(4) Ignition harness really AFU. Badly frayed, shielding missing in
many portions of the harness. (4A) Replaced w/new
(5) Right mag is 1/2 degree fast on cylinders 3 and 4.
(6) Installation of baffle seals are marginal at best. (6A) Corrected
all baffle seals.
Repaired baffles. Replaced cylinder baffles. Baffle missing behind
alternator. Baffle seals on front not trimmed to fit.
(7) Wires are cracked and brittle.
(8) Hoses were originally manufactured in 1978. (8A) Replaced this
annual
(9) Whoever installed the 1" hose to the cabin heat, crushed it.
(10) Plugs are badly worn and very rusty. #4 bottom plug is very oily.
Watch. Installed new plugs.
(11) Rerouted carb heat to airbox SCAT tubing.
(12) Crankshaft, behind prop hub, very rusty.
(13) Installed snaps for cowling support rods
What I found: Engine 2
(1) Alternator belt is frayed. Logbook says it was replaced last
annual. (1A) Replaced with new
(2) Some play in throttle shaft. Watch
(3) Throttle hitch ball installed in the top hole on carb linkage. It
should be located in the middle hole. Fixed
(4) Carb to Airbox duct was puckered and distorted due to improper
installation
(5) Replaced support bracket on carb heat muffler
(6) Battery low, Added water, charged 24 hours. Battery would not take
a charge.
Replaced with used serviceable Concorde AGM battery.
(7) Someone put brass spacers under the hold-down bracket. This
deformed the battery box.
What I found: Engine 3
(1) Oil Change previously accomplished on 6/06/06 at 2872.5 TTAF
(2) Many pilots have complained of high oil temps. Opened up oil cooler
opening.
It was never opened up to the full size of the oil cooler. Cooler has
a lot of corrosion on it.
What I found: Nose gear
(1) Several stress cracks and a few cracks all the way through the nose
gear fairing
Surface stained, cleaned with solvents. Used rubbing compound and
polishing compound to polish
(2) Nose gear hardware installed in the wrong order
(3) Lots and lots of rust and corrosion. Thrust washers installed
wrong. "O"-ring torn.
(4) Replaced missing dust seals on wheel bearings
(5) Replaced nose fairing seal.
What I found: Propeller
(1) Prop indexed wrong
(2) No washers on bolts. This has caused the doubler on the forward
bulkhead to be badly damaged. Worn almost all the way through
(3) The bolt holes in the forward backing plate have been deformed.
(4) The rear backing plate has been damaged due to being improperly
installed.
(5) Installed serviceable fwd backing plate doubler
(6) Installed new rear backing plate.
What I found: Wings
(1) Left wing inner panel has had a lot of repair. Right wing, Center
panel has had extensive repair.
Dings and hangar rash on other panels
(2) Hail damage on ailerons
(3) A lot of stress cracks and several through cracks on both wing
tips. Nav lens cloudy, both
(4) Control bearings seems to be in good condition
(5) Right outer bearing bracket found cracked almost all the way
through. Incorrect hardware installed.
The aluminum spacer was for the control stop was replaced with a
steel one. The spacer had rusted
onto the bolt. The bolt was cut off. The bracket was replaced with a
serviceable bracket.
A new bearing was installed. The control stop had been filed too
thin. A serviceable stop was installed.
(6) Lots of repair on left outboard panel.
(7) Left wing: Removed a birds nest, 2 feet long, that filled the
entire wing tip. Removed nests in aft outer wing panel
Removed nest about 6 feet into the spar
Right wing: Removed birds nest that filled the wingtip. Remved straw
and other debris in outer wing panel
(8) Whoever installed the electric aileron trim,
failed to install a quick disconnect so the aileron could be removed.
(9) All of the wing tip and inspection cover hardware was stripped.
Replaced it all.
(10) Cracked, screws stripped.
(11) Some corrosion on all inspection covers. All screws were stripped
out. Wingtip and inspection cover hardware was stripped.
(12) Hardware on wheel fairings, sump and brake fairing was stripped.
Wheel fairings are badly cracked.
(13) The swedged in portion of the inner aileron torque tube bearing
mounting (under the back seat) was broken out. The aileron torque tube
has been riding on the bearing support. Bracket replaced with used
serviceable part.
What I found: landing gear
(1) Log book indicates the wheel bearings were repacked at 2843.81
TTAF, 7/28/05
(2) Incorrect hardware installed on wheel pants.
(3) Wheel bearings disassembled, cleaned, inspected. The bottom line
is, based on the extremely poor
maintenance on the rest of the plane, I didn't trust the previous
wheel bearing maintenance.
(4) The brake linings, the mounting plates, the guide pins, the
caliper, and all of the attaching hardware
was rusty, corroded, and/or packed completely full of crud. It's
amazing that the plane could stop at all.
(5) Brake disk is very, very rusty. Chips out of the outer edge due to
??? who knows.
(6) Brake linings at about 50%. Replaced with new linings.
(7) Brake lines have a lot of pitting and corrosion on them. Watch for
leaks.
The ADEL clamps which support the brake line are not installed
because the brake lines have been so
badly bent, they would not fit. This does not effect the security of
the brake lines.
What I found: Fuselage
(1) Transponder antenna is cracked and deteriorated.
(2) Right elevator trim is badly damaged. Lots of dings in horizontal
and elevator
(3) Dorsal fin: Crack, lower screw hole, left side.
(4) Tail cone: Many cracks. Repaired with some sort of epoxy.
(5) Damage along bottom of fuselage. It looks like someone dragged the
fuselage along a fense post.
It looks like it was covered up with filler on the outside.
(6) Tail NAV light wire was routed over the left rudder cable. Chafed
almost all the way through.
Wire was rerouted, the connector replaced, the damaged portion of the
wire was replaced.
(7) The linkage which operates the elevator trim was installed so that
it was binding on the mounting.
Corrected the mounting, shimmed to the proper fit. All bushings and
mechanisms rusty and corroded.
(8) Trim piano wire has not been lubricated in a long time. Free from
the linkage, the elevator trim
would not move freely.
(9) Trim mechanism disassembled, very corroded, packed with crud. The
screw jack was bent such
that the tip moved in a 1/2 inch diameter circle. All of the
mechanism was binding.
(10) The rudder cables were wrapped around the aileron cables. 'nuf
said.
(11) The caps are missing on the bottom of the steps. Lots of rust
inside.
(12) Fixed the way the inspection covers were installed.
What I found: Cabin 1
(1) Log book indicates the left return spring was replaced at 2843.81,
7/27/05. Why not the right?
(2) The canopy tracks have not been lubed since the Carter
administration. Works better now.
(3) Windows faded, crazed, cracked, and generally in very poor
condition.
(4) Windshield is debonded.
(5) Carpets on pilots side are saturated with brake fluid.
The rest of the carpets are dirty, greasy, and in very poor
condition. Interior is very dirty
(6) Outer bearing, right side, flap cross shaft, is worn. This lets the
right flap come up more than the left, in flight.
(7) Rigging was all messed up. Cables improperly routed. Table tension
at 12 pounds. Bearing brackets damaged.
- corrected all rigging and cable routing.
(8) Rudder cables twisted around aileron cables.
(9) The fuel selector was very stiff. Disassembled. Found a lot of
debris inside selector.
The fuel selector was overhauled. New "O" rings installed. Works very
well now.
NOTE: The log book shows the fuel selector has been "lubed" 12 times
since 1992 (600 hours). I wonder why?
(10) Installed new rudder springs: Left.
Log book says Left return spring replaced in July 05, the Right
spring was the new one. Odds are, the
mechanic didn't know left from right.
(11) Added 3 ounces to each reservoir.
(12) No side tone in radios. Funky portable intercom.
. #1 radio plays though the headset even when the speakers are
selected
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Message 2
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I'm retiring soon and going to be getting back to finishing off my RV-6A
project.
Engine choices are coming up, and I have a question for the mechanics out
there.
I have a first run O-320-E2G that I bought from Fletchair in about 1990.
It has been well stored, filled with oil and stored in a dry
atmosphere. Have log books.
Engine economics have changed since then, with ECI engine kits now available.
I did intend to completely rebuild this engine, but now wonder if it's
better sold as a certified core, and I could use the money for an ECI O-360
kit, and get more HP for the $$$.
Any idea of it's value?
No mags (they were the throw-away ones), no starter or alternator, original
carb.
Was running when removed at 1900 hrs approx.
The Cheetah it came from was "Tigerized"
Any suggestions or comments??
gil in Tucson....
Message 3
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| Subject: | Re: engine value Q. |
I've bought run-out engines with accessories for $4000. Been a couple
of years ago.
Linn
do not archive
Gil Alexander wrote:
> I'm retiring soon and going to be getting back to finishing off my
> RV-6A project.
>
> Engine choices are coming up, and I have a question for the mechanics
> out there.
>
> I have a first run O-320-E2G that I bought from Fletchair in about 1990.
>
> It has been well stored, filled with oil and stored in a dry
> atmosphere. Have log books.
>
> Engine economics have changed since then, with ECI engine kits now
> available.
>
> I did intend to completely rebuild this engine, but now wonder if it's
> better sold as a certified core, and I could use the money for an ECI
> O-360 kit, and get more HP for the $$$.
>
> Any idea of it's value?
> No mags (they were the throw-away ones), no starter or alternator,
> original carb.
> Was running when removed at 1900 hrs approx.
> The Cheetah it came from was "Tigerized"
>
> Any suggestions or comments??
>
> gil in Tucson....
>
>
Message 4
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| Subject: | Re: engine value Q. |
Linn... to use certified, or for homebuilts? gil A
At 07:48 PM 10/6/2006, you wrote:
>I've bought run-out engines with accessories for $4000. Been a couple of
>years ago.
>Linn
>do not archive
>
>Gil Alexander wrote:
>>I'm retiring soon and going to be getting back to finishing off my RV-6A
>>project.
>>
>>Engine choices are coming up, and I have a question for the mechanics out
>>there.
>>
>>I have a first run O-320-E2G that I bought from Fletchair in about 1990.
>>
>>It has been well stored, filled with oil and stored in a dry
>>atmosphere. Have log books.
>>
>>Engine economics have changed since then, with ECI engine kits now available.
>>
>>I did intend to completely rebuild this engine, but now wonder if it's
>>better sold as a certified core, and I could use the money for an ECI
>>O-360 kit, and get more HP for the $$$.
>>
>>Any idea of it's value?
>>No mags (they were the throw-away ones), no starter or alternator,
>>original carb.
>>Was running when removed at 1900 hrs approx.
>>The Cheetah it came from was "Tigerized"
>>
>>Any suggestions or comments??
>>
>>gil in Tucson....
>>
>>
>>
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>>
>
>
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