Today's Message Index:
----------------------
1. 04:43 AM - Re: AG5B wiring question (Lawrence Massaro)
2. 05:35 AM - Re: Project X Tiger (flyv35b)
3. 06:52 AM - Re: AG5B wiring question (Gil Alexander)
4. 10:57 AM - Re: Project X Tiger (teamgrumman@AOL.COM)
5. 11:03 AM - Re: AG5B wiring question (teamgrumman@AOL.COM)
6. 11:59 AM - Re: Project X Tiger (Lawrence Massaro)
7. 01:55 PM - Re: Master/Starter solenoids....... (goldpilot@AOL.COM)
8. 02:12 PM - Re: AG5B wiring question (Gil Alexander)
9. 06:40 PM - Re: Gary (Richard Mutzman)
10. 07:00 PM - Re: Project X Tiger (Ned Thomas)
11. 07:54 PM - Re: Project X Tiger (teamgrumman@aol.com)
12. 08:13 PM - Re: Project X Tiger (James Courtney)
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| Subject: | Re: AG5B wiring question |
It makes sense that the relay should only energize based on polarity of the
inputs. Simple coil, EMF, right hand rule, ete etc etc. What I
don't understand is
how the documentation would recommend a configuration that doesn't work???
> So, last night, while watching tv, I got to wondering if there might be a
> right or wrong way to hook up the power and ground to the relay contacts
> which energize the relay. You know, like when you made an electro magnet
> out of a nail and wire? Does it matter which way the current flows to make
> North and South . . . that sort of thing. So, today, I changed the power
> and ground sources and the relay energized just fine. I have 27 volts
> everywhere except on the output big terminal on the relay. Hence,
no voltage
> to the system buss. The output measures in the neighborhood of 3 to
> 5 volts. so . . . . . tomorrow, I'll mount the relays as they were, upside
> down compared the the preferred mounting diagram that came with the
> relay, and see what happens.
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| Subject: | Re: Project X Tiger |
Pretty ambitious project outline you've got going here, Gary!
(1) As everyone knows, the air inlet to the carb (via two air boxes) on the
AG5B Tiger leaves a LOT to be desired. In side-by-side testing (on severa
l occasions), one AG5B and the other an AA5B, the AG5B will have up to 1 in
ch of manifold pressure LESS than an AA5B. SO, the first project is to des
ign a better inlet and air-filter box to get back at least some of the lost
pressure and, at the same time, make it easier to remove and replace the c
owling. Wrestling the cowling off of an AG is a pain in the ass. Between
the tail-pipe sticking through the cowling and the air box getting hung up
on the exhaust system, it's a wonder it ever comes off.
Redesigning the induction system is sorely needed.
(2) Then, the Jaguar cowling onto the AG with a Power Flow. Once the inlet
issue is solved the rest is a cake walk. So, Ned, your wait will be over.
Haven't heard the term before. I assume that is the name for your new cowl
ing=3F
(3) Next, put the stock cowling and exhaust back onto Project X . . . . AN
D . . . drum roll . . . . put an IO360-B1B into a Tiger. Not just any -B
1B either. Ken has offered to help get 10:1 pistons certified at a derated
RPM to keep the peak hp down to 189 hp. He estimates about 40 more usable
hp at 2200 rpm. Climb should bring a smile to any face.
You've been talking about this parallel valve engine mod for some time. Wa
sn't the IO-360-B1B certified with a CS prop=3F So will the STC (with 10:1 p
istons) include a CS prop=3F Peak HP would be limited to +5% over stock, or
189 hp, to avoid a lot of noise, etc. testing,right=3F Any concerns about wh
at might happen with the demise of 100LL fuel down the road and what the eq
uivalent octane rating will be (detonation margin with 10:1 CR pistons)=3F
(4) Power Flow exhaust onto the IO360-B1B.
Power goes up closer to 200 hp.
(5) Then, a Jaguar cowling onto the AG with the IO360-B1B.
Less drag, more HP. But you really need a CS prop to go with it! And not
the expensive MT prop, either. A Hartzell Scimitar, blended airfoil compos
ite blade prop!
(6) Wheel pants. I already have some prototypes being built. None of this
RV-10 stuff either. Those wheel pants just look wrong. My plane will be
wearing a new nose wheel pant shortly to see if it's feasible to use existi
ng mounting hardware.
Never did like the looks of the RV-10 pants either. Get rid of the complex
and costly pivot bracket concept! Most planes land on asphalt and I've se
en enough cracked and broken plastic fairings to think that the pivot conce
pt wasn't all that beneficial anyhow.
(7) I've hired a DER who got the Texas Tail Dragger STC. 'nuf said.
After all of the above you may get the speed up to around what a Mooney 201
does at similar fuel flows. That would be a hugh accomplishment! Roy LoP
resti would be proud!
Cliff
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| Subject: | Re: AG5B wiring question |
>I could really use a wiring diagram for this plane. So far, the
>current flow logic isn't making sense. Anyone know what the cannon
>plug code is? Back in the old days, I could read the number on the
>wire and look it up. All of these wires are covered with expando sleeve.
>
>Help. Anyone.
Gary, what is the part number for the 24 v master relay you used? gil A
Message 4
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| Subject: | Re: Project X Tiger |
Hey Cliff,
The first time I sat in a Tiger with the new cowling, the first thing I th
ought was, "Looks a lot like looking over the hood of an early Jaguar."
So, for the lack of anything better, and being cat related . . . .
I was also planning on the Hartzell Scimitar prop. The other props are ju
st to outdated. Every time I fly I wish I had a CS prop.
As for the demise of 100LL, it won't happen in my life time and certainly
not yours. If and when it does, there'll be something else to take it's
place. They said the same thing about high horsepower cars in the sevent
ies when low lead/no-lead came along. Today, you can buy a car with close
to 11:1 compression ratio and run it on 92 octane. Fear mongers always
irritate me. Can't blame them though. Ignorance is bliss. RIGHT?
The goal is, and always has been, 165 knots. I'm close.
-----Original Message-----
From: flyv35b <flyv35b@minetfiber.com>
Sent: Wed, Dec 16, 2009 5:31 am
Subject: Re: TeamGrumman-List: Project X Tiger
Pretty ambitious project outline you've got going here, Gary!
(1) As everyone knows, the air inlet to the carb (via two air boxes) on th
e AG5B Tiger leaves a LOT to be desired. In side-by-side testing (on seve
ral occasions), one AG5B and the other an AA5B, the AG5B will have up to
1 inch of manifold pressure LESS than an AA5B. SO, the first project is
to design a better inlet and air-filter box to get back at least some of
the lost pressure and, at the same time, make it easier to remove and rep
lace the cowling. Wrestling the cowling off of an AG is a pain in the ass
. Between the tail-pipe sticking through the cowling and the air box gett
ing hung up on the exhaust system, it's a wonder it ever comes off.
Redesigning the induction system is sorely needed.
(2) Then, the Jaguar cowling onto the AG with a Power Flow. Once the inle
t issue is solved the rest is a cake walk. So, Ned, your wait will be ove
r.
Haven't heard the term before. I assume that is the name for your new cow
ling?
(3) Next, put the stock cowling and exhaust back onto Project X . . . .
AND . . . drum roll . . . . put an IO360-B1B into a Tiger. Not just an
y -B1B either. Ken has offered to help get 10:1 pistons certified at a de
rated RPM to keep the peak hp down to 189 hp. He estimates about 40 more
usable hp at 2200 rpm. Climb should bring a smile to any face.
You've been talking about this parallel valve engine mod for some time.
Wasn't the IO-360-B1B certified with a CS prop? So will the STC (with 10
:1 pistons) include a CS prop? Peak HP would be limited to +5% over stock
, or 189 hp, to avoid a lot of noise, etc. testing,right? Any concerns ab
out what might happen with the demise of 100LL fuel down the road and what
the equivalent octane rating will be (detonation margin with 10:1 CR pist
ons)?
(4) Power Flow exhaust onto the IO360-B1B.
Power goes up closer to 200 hp.
(5) Then, a Jaguar cowling onto the AG with the IO360-B1B.
Less drag, more HP. But you really need a CS prop to go with it! And not
the expensive MT prop, either. A Hartzell Scimitar, blended airfoil comp
osite blade prop!
(6) Wheel pants. I already have some prototypes being built. None of thi
s RV-10 stuff either. Those wheel pants just look wrong. My plane will
be wearing a new nose wheel pant shortly to see if it's feasible to use
existing mounting hardware.
Never did like the looks of the RV-10 pants either. Get rid of the comple
x and costly pivot bracket concept! Most planes land on asphalt and I've
seen enough cracked and broken plastic fairings to think that the pivot
concept wasn't all that beneficial anyhow.
(7) I've hired a DER who got the Texas Tail Dragger STC. 'nuf said.
After all of the above you may get the speed up to around what a Mooney 20
1 does at similar fuel flows. That would be a hugh accomplishment! Roy
LoPresti would be proud!
Cliff
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Message 5
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| Subject: | Re: AG5B wiring question |
something with a dash 903 on the end.
-----Original Message-----
From: Gil Alexander <gilalex@earthlink.net>
Sent: Wed, Dec 16, 2009 6:50 am
Subject: Re: TeamGrumman-List: AG5B wiring question
Icould really use a wiring diagram for this plane. So far, thecurrent flo
w logic isn't making sense. Anyone know what the cannonplug code is? Bac
k in the old days, I could read the number on thewire and look it up. All
of these wires are covered with expandosleeve.
Help. Anyone.
Gary, what is the part number for the 24 v master relay youused? gil A
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| Subject: | Re: Project X Tiger |
Please educate the ignorant.
Why would it have to be de-rated? FAA regs regarding High
Performance category?
Just curious...
>> 3) Next, put the stock cowling and exhaust back onto Project X . . . .
>> AND . . . drum roll . . . . put an IO360-B1B into a
Tiger. Not just any -B1B
>> either. Ken has offered to help get 10:1 pistons certified at a
derated RPM
>> to keep the peak hp down to 189 hp. He estimates about 40 more
>> usable hp at 2200 rpm. Climb should bring a smile to any face.
Message 7
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| Subject: | Re: Master/Starter solenoids....... |
Hi Gary: There might be diodes across the coils in the solenoids. These
protect the rest of the system from the reverse polarity surge produced by
the collapsing magnetic fields.
David
Message 8
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| Subject: | Re: AG5B wiring question |
Need more numbers to get a data sheet....:^) gil A
At 11:35 AM 12/16/2009, you wrote:
>something with a dash 903 on the end.
>
>
>-----Original Message-----
>From: Gil Alexander <gilalex@earthlink.net>
>To: teamgrumman-list@matronics.com
>Sent: Wed, Dec 16, 2009 6:50 am
>Subject: Re: TeamGrumman-List: AG5B wiring question
>
>>I could really use a wiring diagram for this plane. So far, the
>>current flow logic isn't making sense. Anyone know what the cannon
>>plug code is? Back in the old days, I could read the number on the
>>wire and look it up. All of these wires are covered with expando sleeve.
>>
>>Help. Anyone.
>
>
>Gary, what is the part number for the 24 v master relay you used? gil A
>
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Gary=2C
I think you need a break over the next couple of weeks. Not only are you a
sking yourself questions=2C you are now answering yourself! :)
Richard Mutzman
N399RM
Dayton=2C OH (Home of AYA 2010)
_________________________________________________________________
Hotmail: Trusted email with Microsoft=92s powerful SPAM protection.
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| Subject: | Re: Project X Tiger |
Will Matthew Broderick's chimpanzees be flying the Project X first
flight?
>
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| Subject: | Re: Project X Tiger |
The paperwork involved in increasing horsepower isn't worth the aggravatio
n.
-----Original Message-----
From: Lawrence Massaro <lmassaro@tac-eng.com>
Sent: Wed, Dec 16, 2009 11:16 am
Subject: Re: TeamGrumman-List: Project X Tiger
Please educate the ignorant.
Why would it have to be de-rated? FAA regs regarding HighPerformance cate
gory?
Just curious...
>> 3) Next, put the stock cowling and exhaust
back onto Project X . . . .
>> AND . . . drum roll . . . . put an IO360-B1B
into a Tiger. Not just any -B1B
>> either. Ken has offered to help get 10:1 pistons
certified at a derated RPM
>> to keep the peak hp down to 189 hp. He estimates
about 40 more
>> usable hp at 2200 rpm. Climb should bring a smile to
any face.
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========================
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Message 12
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Geeze Cliff, he's planning on you going firstJ
Jamey
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of
teamgrumman@aol.com
Sent: Wednesday, December 16, 2009 10:34 AM
Subject: Re: TeamGrumman-List: Project X Tiger
Hey Cliff,
The first time I sat in a Tiger with the new cowling, the first thing I
thought was, "Looks a lot like looking over the hood of an early Jaguar."
So, for the lack of anything better, and being cat related . . . .
I was also planning on the Hartzell Scimitar prop. The other props are just
to outdated. Every time I fly I wish I had a CS prop.
As for the demise of 100LL, it won't happen in my life time and certainly
not yours. If and when it does, there'll be something else to take it's
place. They said the same thing about high horsepower cars in the seventies
when low lead/no-lead came along. Today, you can buy a car with close to
11:1 compression ratio and run it on 92 octane. Fear mongers always
irritate me. Can't blame them though. Ignorance is bliss. RIGHT?
The goal is, and always has been, 165 knots. I'm close.
-----Original Message-----
From: flyv35b <flyv35b@minetfiber.com>
Sent: Wed, Dec 16, 2009 5:31 am
Subject: Re: TeamGrumman-List: Project X Tiger
Pretty ambitious project outline you've got going here, Gary!
(1) As everyone knows, the air inlet to the carb (via two air boxes) on the
AG5B Tiger leaves a LOT to be desired. In side-by-side testing (on several
occasions), one AG5B and the other an AA5B, the AG5B will have up to 1 inch
of manifold pressure LESS than an AA5B. SO, the first project is to design
a better inlet and air-filter box to get back at least some of the lost
pressure and, at the same time, make it easier to remove and replace the
cowling. Wrestling the cowling off of an AG is a pain in the ass. Between
the tail-pipe sticking through the cowling and the air box getting hung up
on the exhaust system, it's a wonder it ever comes off.
Redesigning the induction system is sorely needed.
(2) Then, the Jaguar cowling onto the AG with a Power Flow. Once the inlet
issue is solved the rest is a cake walk. So, Ned, your wait will be over.
Haven't heard the term before. I assume that is the name for your new
cowling?
(3) Next, put the stock cowling and exhaust back onto Project X . . . . AND
. . . drum roll . . . . put an IO360-B1B into a Tiger. Not just any -B1B
either. Ken has offered to help get 10:1 pistons certified at a derated RPM
to keep the peak hp down to 189 hp. He estimates about 40 more usable hp at
2200 rpm. Climb should bring a smile to any face.
You've been talking about this parallel valve engine mod for some time.
Wasn't the IO-360-B1B certified with a CS prop? So will the STC (with 10:1
pistons) include a CS prop? Peak HP would be limited to +5% over stock, or
189 hp, to avoid a lot of noise, etc. testing,right? Any concerns about
what might happen with the demise of 100LL fuel down the road and what the
equivalent octane rating will be (detonation margin with 10:1 CR pistons)?
(4) Power Flow exhaust onto the IO360-B1B.
Power goes up closer to 200 hp.
(5) Then, a Jaguar cowling onto the AG with the IO360-B1B.
Less drag, more HP. But you really need a CS prop to go with it! And not
the expensive MT prop, either. A Hartzell Scimitar, blended airfoil
composite blade prop!
(6) Wheel pants. I already have some prototypes being built. None of this
RV-10 stuff either. Those wheel pants just look wrong. My plane will be
wearing a new nose wheel pant shortly to see if it's feasible to use
existing mounting hardware.
Never did like the looks of the RV-10 pants either. Get rid of the complex
and costly pivot bracket concept! Most planes land on asphalt and I've seen
enough cracked and broken plastic fairings to think that the pivot concept
wasn't all that beneficial anyhow.
(7) I've hired a DER who got the Texas Tail Dragger STC. 'nuf said.
After all of the above you may get the speed up to around what a Mooney 201
does at similar fuel flows. That would be a hugh accomplishment! Roy
LoPresti would be proud!
Cliff
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