Today's Message Index:
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1. 04:47 AM - Re: 1977 Tiger for sale (Jason Bowman)
2. 04:43 PM - Electronics International (teamgrumman@aol.com)
Message 1
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| Subject: | Re: 1977 Tiger for sale |
Chris,
My Cheetah is a 76 model. I know it spent some time in Florida, and it
probably spent some time outside. Let me list the spots one by one:
1) This whole effort started with electrical system problems. I can't say
corrosion was the culprit, but many of the grounds were corroded. The ground
on the flashing beacon power supply looked absolutely awful.
2) Flap motor bracket. Not only was it cracked in the usual spots, but it was
also rusting.
3) Ends of the aileron torque tube in the wing tip. I had to use penetrant to
get the aileron counterweights off. Corrosion pitting in the surface. Steel +
aluminum + water = electrolysis.
4) All of the pieces of the trim mechanism under the tail cone.
5) The flap torque tubes. I had to use penetrant to dissolve some of the rust
before I could fit it through the support bushings.
6) Inside the spar near the wing tip. This had already been addressed by the
previous owner.
7) Most of the external hardware on the plane that wasn't stainless.
8) Horizontal stab. After taking the elevator off to replace hardware, I
found two large bird's nests in the tail, one on either side. A previous owner
taped the holes in the closeout ribs, but not before the nests were built. The
birds built one bay inboard, so the only way to get it out was to pull the
elevator. But you'd never know unless you removed the taped - or pulled the
elevator. Some corrosion under the bird's nests. After further inspection,
one of the front ribs in the horizontal stab has really bad corrosion. My IA
has agreed to let it go 2-3 years until I'm ready to paint. It's near the tip,
so the skin buckling loads are fairly light. When I go to paint, I will
probably debond the skin, replace that rib, and then use Service Kit 125A to
put it back together. Since the inside of the skin also has some surface
corrosion and dents on the leading edge, I will probably use fresh aluminum for
the skin.
9) Corrosion in the heater manifold on the firewall inside the cabin.
10) Corrosion on the fuel lines in the wing sump area.
There are probably little things I forgot about, but this covers a lot of it.
Hopefully in about 3 hours, I will have the wings pulled. With the corrosion I
found in the tail, Bob Steward and one of the guys at Fletchair convinced me to
pull the wings and check for corrosion on the spar. I will probably want to
check the gear attach points as well.
If you want to see what the corrosion is like on that one rib, let me know and
I will send a picture.
Jason
Message 2
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| Subject: | Electronics International |
Hey fellow TeamGrummaners (is that a word?)
I've got a few EI instruments, NEW, STILL IN ORIGINAL BOXES.
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FP-5L-60 Primary Package w/Pressure Faceplate: (Aircraft Spruce
price: $859) - Fuel Flow/Fuel pressure
VA-1A-50 Volts/Amp with 50 ohm shunt: (Aircraft Spruce price: $363.95)
OPT-1 Oil Pressure/Oil Temperature: (Aircraft Spruce price: $507)
Make an offer on any or all of this equipment.
-------------------------------------------------------
I'm sure Cliff can shed some light on what these are worth. I haven't
researched any of it.
________________________________________________________________________
from AOL at AOL.com.
=0
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