---------------------------------------------------------- TeamGrumman-List Digest Archive --- Total Messages Posted Fri 04/20/12: 6 ---------------------------------------------------------- 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 _____________________________________ Time: 05:14:36 AM PST US From: Dan Schmitz Subject: TeamGrumman-List: Cowling 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 _____________________________________ Time: 09:02:34 AM PST US From: Ed Phillips Subject: Re: TeamGrumman-List: Prop 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 =0ATo: "teamgrumman-list@matronics.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 _____________________________________ Time: 10:10:15 AM PST US From: 923te <923te@att.net> Subject: Re: TeamGrumman-List: 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 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 _____________________________________ Time: 10:56:23 AM PST US From: Gary Vogt Subject: Re: TeamGrumman-List: Cowling 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 =0ATo: "tea mgrumman-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 _____________________________________ Time: 11:02:41 AM PST US From: Gary Vogt Subject: TeamGrumman-List: 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 _____________________________________ Time: 11:32:13 AM PST US From: Gary Vogt Subject: TeamGrumman-List: Fuel drain 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 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message teamgrumman-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/TeamGrumman-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/teamgrumman-list Browse Digests http://www.matronics.com/digest/teamgrumman-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.