Today's Message Index:
----------------------
1. 05:14 AM - Cowling (Dan Schmitz)
2. 09:02 AM - Re: Prop (Ed Phillips)
3. 10:10 AM - Re: Emergency Exit (923te)
4. 10:56 AM - Re: Cowling (Gary Vogt)
5. 11:02 AM - Questions on new IA test (Gary Vogt)
6. 11:32 AM - Fuel drain (Gary Vogt)
Message 1
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I've been meaning to take some pictures. I usually remember on the drive h
ome. In fact the following two pictures are all I've got at the moment. I
still haven't painted the outside of the cowl. As to how it's doing...wor
ks fine.
Top speed - Unchanged in a series of test runs so far (within 1 knot of pre
vious speed tests of 138 knots). Big caveats to this however. The cowl wa
s installed during an annual that got a new #3 cylinder. So, I'm breaking
in the new cylinder and running on mineral oil. I suspect that saps a bit
of power. I also just replaced a failing spark plug in the #2 cylinder. A
fter 7 hours of flying a few days ago, I think I have a spark plug in #4 th
at is also failing. I haven't caught it on an in-air mag check, but I see
the #4 EGT go up and down as much as 20 degrees when the other cylinders ar
e steady and of course the RPM seems to follow the #4 EGT. So, am I simply
flying through updrafts/downdrafts and the #4 EGT is simply sensitive to p
ower demand changes or as I suspect, my last iridium plug isn't 100% anymor
e. I ordered some new REM37BY plugs yesterday.
Pattern speed - I used to fly a 90 knot pattern at 2050 to 2100 RPM. The f
irst day I flew the new cowl and ever since, the 90 knot pattern RPM has be
en 1900 to 1950.
Oil temps - Way back tended to be around 190 to 200 degrees. After the new
powerflow, it was consistently close to red line (250?). Now it's back to
190 degrees.
Cylinder temps - The front cylinders are hotter and the back cylinders are
colder. The #3 and #4 cylinders usually ran around 390 in full power cruis
e. The #3 cylinder being broken in is running around 370 with #4 running u
p to 360, usually less.
Climb Out - The shock cooling alarm, on my #1 cylinder, now goes off after
a long climb and then leveling out. The other day I was climbing at about
80 knots from 200' to 6500'. I was leaning a bit during the climb. The #3
cylinder hit 405 or so, don't recall what #4 was. A few days ago, 75 degr
ee day, I had to do a gross weight sea level to 8000' climb which I did at
90 to 95 knots. Again I leaned during the climb, a fair bit after 6000'.
The #3 cylinder hit 410.
Visibility - More visibility than with the old cowl. For those that haven'
t flow behind one.
Weight - All up W&B change was about 1.75 pounds less.
Pre flight - It's hard to beat those old latches (sorry don't recall correc
t names). Anyway, the new screws on the side just mean I keep a stubby Phi
llips in the plane and instead of popping a cowl cover in 2 seconds, it now
takes...oh 20 seconds. I found that annoying at first but now I'm practic
ed at it and it doesn't bother me. Gary, I have to pop the screws all the
way out of the cover (put them on the ground) to open the cover or they cat
ch the lower cowl so I can't open it. Is that your experience or do you fl
ex the cover somehow so that they don't catch the lower cowl?
Maintenance - I had to remove a few more screws in order to change a lower
spark plug last week. I think if my goal was to remove the whole cowl, it
would be much quicker than the old one and looks like a trivial 1 person jo
b.
Dan Schmitz
Tiger 4518B
KASH
[Cowl1.jpg]
[Cowl2.jpg]
From: owner-teamgrumman-list-server@matronics.com [mailto:owner-teamgrumman
-list-server@matronics.com] On Behalf Of Gary Vogt
Sent: Thursday, April 19, 2012 11:00 PM
Subject: Re: TeamGrumman-List: Prop
How's that cowling? Post some pics
Message 2
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So how is it that you would get out of a AA5 if the canapoy is stuck during
some sort of an accident?=0A-=0AI have heard of people carrying hatchets
inside the plane but not sure if that would suffice.=0A-=0Athanks=0AEd
=0A=0A=0A________________________________=0AFrom: Dan Schmitz <Dan.Schmitz@
calix.com>=0ATo: "teamgrumman-list@matronics.com" <teamgrumman-list@matroni
cs.com> =0ASent: Thursday, April 19, 2012 11:46 AM=0ASubject: RE: TeamGrumm
.Schmitz@calix.com>=0A=0A> My prop is really staring to look bad. The paint
is fading and the=0A> leading edges are starting to show signs of age and
use. Can the prop=0A> be painted by an A/P or is that just asking for balan
cing issues? Will=0A> it require being sent off for remanufacture?=0A=0AWhe
n I had my prop repitched by Sensenich, they insisted on redoing the paint
before handing it back to me.- They didn't charge for paint job and they
didn't do any balance work.=0A=0ADan Schmitz=0ATiger 4518B=0AKASH=0A=0A=0A
================
Message 3
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| Subject: | Re: Emergency Exit |
The baggage compartment door, if you have one, is made to exit the aircraft.
It is openable from the inside and I have used it with my 230lb body when t
he canopy was vacuum locked closed.
On Apr 20, 2012, at 11:00 AM, Ed Phillips <edscolts@yahoo.com> wrote:
> So how is it that you would get out of a AA5 if the canapoy is stuck durin
g some sort of an accident?
>
> I have heard of people carrying hatchets inside the plane but not sure if t
hat would suffice.
>
> thanks
> Ed
>
Message 4
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Dan=0A=0AThanks for posting. =C2-=0A=0AI just finished the installation o
n Dean's plane. =C2-He's is getting an additional 6 or 7 knots and a gall
on an hour less.=0A=0ACam-Locs: =C2-The hole for the receptacle should be
at least 5/8 inches. =C2-I then use a countersink bit to flair the edge.
=C2-Once the Camloc is unlatched, pull it so it's all the way out. =C2
-Hold onto the two end ones and pull out and open. =C2-=0A=0AIn the pic
it looks like the engine is way too far up. =C2-It needs to be about .5
to 1 degree down. =C2-=0A=0AI had to make the front cylinders run hot in
climb to make them even in cruise.=0A=0AIf you have pics of the baffles, I'
d really like to see them. =C2-=0A=0AWhen installing Dean's cowling, I fo
und I needed to tweak some baffles. =C2-I have them in for revision. =C2
-Hopefully the next batch will be closer.=0A=0AGary=0A=0A=0A_____________
___________________=0A From: Dan Schmitz <Dan.Schmitz@calix.com>=0ATo: "tea
mgrumman-list@matronics.com" <teamgrumman-list@matronics.com> =0ASent: Frid
ay, April 20, 2012 5:11 AM=0ASubject: TeamGrumman-List: Cowling=0A =0A=0A
=0AI=99ve been meaning to take some pictures.=C2- I usually remembe
r on the drive home.=C2- In fact the following two pictures are all I
=99ve got at the moment.=C2- I still haven=99t painted the outsi
de of the cowl.=C2- As to how it=99s doingworks fine.=0A
=C2-=0ATop speed =93 Unchanged in a series of test runs so far (wit
hin 1 knot of previous speed tests of 138 knots). =C2-Big caveats to this
however.=C2- The cowl was installed during an annual that got a new #3 c
ylinder.=C2- So, I=99m breaking in the new cylinder and running on
mineral oil.=C2- I suspect that saps a bit of power.=C2- I also just re
placed a failing spark plug in the #2 cylinder.=C2- After 7 hours of flyi
ng a few days ago, I think I have a spark plug in #4 that is also failing.
=C2- I haven=99t caught it on an in-air mag check, but I see the #4
EGT go up and down as much as 20 degrees when the other cylinders are stea
dy and of course the RPM seems to follow the #4 EGT.=C2- So, am I simply
flying through updrafts/downdrafts and the #4 EGT is simply sensitive to po
wer demand changes or as I suspect, my last iridium plug isn=99t 100%
anymore.=C2- I ordered some new REM37BY plugs yesterday.=0A=C2-=0APatt
ern speed =93 I used to fly a 90 knot pattern at 2050 to 2100 RPM.=C2
- The first day I flew the new cowl and ever since, the 90 knot pattern R
PM has been 1900 to 1950.=0A=C2-=0AOil temps =93 Way back tended to
be around 190 to 200 degrees.=C2- After the new powerflow, it was consis
tently close to red line (250?).=C2- Now it=99s back to 190 degrees
.=0A=C2-=0ACylinder temps =93 The front cylinders are hotter and th
e back cylinders are colder.=C2- The #3 and #4 cylinders usually ran arou
nd 390 in full power cruise.=C2- The #3 cylinder being broken in is runni
ng around 370 with #4 running up to 360, usually less.=0A=C2-=0AClimb Out
=93 The shock cooling alarm, on my #1 cylinder, now goes off after a
long climb and then leveling out.=C2- The other day I was climbing at ab
out 80 knots from 200=99 to 6500=99.=C2- I was leaning a bit
during the climb.=C2- The #3 cylinder hit 405 or so, don=99t recall
what #4 was.=C2- A few days ago, 75 degree day, I had to do a gross weig
ht sea level to 8000=99 climb which I did at 90 to 95 knots.=C2- Ag
ain I leaned during the climb, a fair bit after 6000=99.=C2- The #3
cylinder hit 410.=0A=C2-=0AVisibility =93 More visibility than wit
h the old cowl.=C2- For those that haven=99t flow behind one.=0A=C2
-=0AWeight =93 All up W&B change was about 1.75 pounds less.=0A=C2
-=0APre flight =93 It=99s hard to beat those old latches (sor
ry don=99t recall correct names).=C2- Anyway, the new screws on the
side just mean I keep a stubby Phillips in the plane and instead of poppin
g a cowl cover in 2 seconds, it now takesoh 20 seconds.=C2- I fo
und that annoying at first but now I=99m practiced at it and it doesn
=99t bother me.=C2- Gary, I have to pop the screws all the way out
of the cover (put them on the ground) to open the cover or they catch the l
ower cowl so I can=99t open it.=C2- Is that your experience or do y
ou flex the cover somehow so that they don=99t catch the lower cowl?
=0A=C2-=0AMaintenance =93 I had to remove a few more screws in orde
r to change a lower spark plug last week.=C2- I think if my goal was to r
emove the whole cowl, it would be much quicker than the old one and looks l
ike a trivial 1 person job.=0A=C2-=0ADan Schmitz=0ATiger 4518B=0AKASH=0A
=C2-=0A=C2-=0A=C2-=0AFrom:owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of Gary Vog
t=0ASent: Thursday, April 19, 2012 11:00 PM=0ATo: teamgrumman-list@matronic
s.com=0ASubject: Re: TeamGrumman-List: Prop=0A=C2-=0AHow's that cowling?
=C2-Post some pics
Message 5
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| Subject: | Questions on new IA test |
Q: -Fretting is a major cause of aircraft repairs. What does fretting cau
se?-=0A=0AA(a): -Prevents aluminum oxides from forming=0A=0AA(b): -Al
lows moisture to be trapped between the metals=0A=0AA(c): -Allows oxidati
on to form between the metals=0A=0A------------=0A=0AI picked: - a)=0A=0A
Their answer: -c)=0A=0A-------------=0A=0ATheir logic:-=0A=0AFretting c
orrosion occurs at the interface of two highly-loaded surfaces that are not
supposed to move against one another. When vibration causes the surfaces t
o rub together the protective oxide film is rubbed off and the oxides act a
s abrasives increasing the amount of damage and preventing new oxides from
forming on the surface.-=0A=0A--------------=0ANote: -"When vibration c
auses the surfaces to rub together the protective oxide film is rubbed off
. . . .-preventing new oxides from forming on the surface"=0A=0AThey are
clearly wrong. -
Message 6
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Bob S, remember I said I used a #10 rivet for the drain? -I just checked.
-I used a CR3213-5-3 on one and a CR3243-5-3 on the other . . . 5/32.
-Duh.=0A=0ABrain Fart
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