Today's Message Index:
----------------------
1. 03:43 AM - Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger (923te)
2. 04:56 AM - Ever see a B-17 Turboprop? (923te)
3. 08:24 AM - Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger (FLYaDIVE)
4. 08:33 AM - Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger (Hosler, John)
5. 08:50 AM - Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger (FLYaDIVE)
6. 09:01 AM - Re: Team Grumman-List: Titan 340CC Carb nozzle - I'd like to try in a Tiger (Hosler, John)
7. 09:50 AM - Re: Ever see a B-17 Turboprop? (AMR)
8. 09:52 AM - Re: Re: Team Grumman-List: Titan 340CC Carb nozzle - I'd like to try in a Tiger (923te)
9. 10:16 AM - Re: New...... (George Douglas)
10. 10:27 AM - Re: Re: Team Grumman-List: Titan 340CC Carb nozzle - I'd like to try in a Tiger (Hosler, John)
11. 11:47 AM - Re: New...... (L. Bruce Smith)
12. 05:15 PM - Re: New...... (Gary L Vogt)
13. 05:30 PM - Re: Re: Team Grumman-List: Titan 340CC Carb nozzle - I'd like to try in a Tiger (Gary L Vogt)
14. 06:14 PM - Re: New...... (George Douglas)
15. 06:23 PM - Re: New...... (923te)
16. 07:44 PM - Re: Ever see a B-17 Turboprop? (n32romeo@AOL.COM)
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| Subject: | Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger |
Ken is really hard for me to contact. I don't seem to get to talk with him o
r have my calls returned so I gave up. Since you have a relationship with hi
m would you want to call and talk with him about it. Also, you know the carb
details much better than I do.
On Sep 26, 2014, at 12:40 AM, Gary L Vogt <teamgrumman@yahoo.com> wrote:
I don't think it will physically fit into a Tiger's HA-6. Call Ken at LyCon
and ask him. I'd like to know as well.
Gary
On Thursday, September 25, 2014 5:02 PM, 923te <923te@cox.net> wrote:
Barry,
Don mentioned that he would let us know what he finds out with ECI. I'm hopi
ng its good news.
Ned
On Sep 25, 2014, at 6:10 PM, FLYaDIVE <flyadive@gmail.com> wrote:
YEA,!! Ned, thanks for posting that.
A little bit of research is now needed....
What carbs are allowed for the AA5, AA5A and AA5B?
If there is an overlap and it fits the AA5... Yea, that may just solve the p
roblem I'm seeing.
Thanks for the post Ned.
Barry
On Sunday, September 21, 2014, 923te <923te@cox.net> wrote:
http://www.cubcrafters.com/carboncubss/engine
<pre><b><font size=2 color="#000000" face="courier new,courier">
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| Subject: | Ever see a B-17 Turboprop? |
A project my Dad worked
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| Subject: | Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger |
Good Ned,
If something as simple as a different spray nozzle would correct some of
these problems... That would be GREAT!
And, from my point of view, STC or not, if it helps I'm all for it.
Barry
On Thursday, September 25, 2014, 923te <923te@cox.net> wrote:
> Barry,
> Don mentioned that he would let us know what he finds out with ECI. I'm
> hoping its good news.
> Ned
>
> On Sep 25, 2014, at 6:10 PM, FLYaDIVE <flyadive@gmail.com
> <javascript:_e(%7B%7D,'cvml','flyadive@gmail.com');>> wrote:
>
> YEA,!! Ned, thanks for posting that.
>
> A little bit of research is now needed....
> What carbs are allowed for the AA5, AA5A and AA5B?
> If there is an overlap and it fits the AA5... Yea, that may just solve the
> problem I'm seeing.
>
> Thanks for the post Ned.
>
> Barry
>
> On Sunday, September 21, 2014, 923te <923te@cox.net
> <javascript:_e(%7B%7D,'cvml','923te@cox.net');>> wrote:
>
>>
>>
>>
>> http://www.cubcrafters.com/carboncubss/engine
>> <pre><b><font size=2 color="#000000" face="courier new,courier">
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| Subject: | Titan 340CC Carb nozzle - I'd like to try in a |
Tiger
What are the "problems" that we are seeing with Tiger carbs? Mine has wo
rked well since 1981.
From: owner-teamgrumman-list-server@matronics.com [mailto:owner-teamgrumm
an-list-server@matronics.com] On Behalf Of FLYaDIVE
Sent: Friday, September 26, 2014 11:24 AM
Subject: Re: TeamGrumman-List: Titan 340CC Carb nozzle - I'd like to try
in a Tiger
Good Ned,
If something as simple as a different spray nozzle would correct some of
these problems... That would be GREAT!
And, from my point of view, STC or not, if it helps I'm all for it.
Barry
On Thursday, September 25, 2014, 923te <923te@cox.net<mailto:923te@cox.ne
t>> wrote:
Barry,
Don mentioned that he would let us know what he finds out with ECI. I'm h
oping its good news.
Ned
On Sep 25, 2014, at 6:10 PM, FLYaDIVE <flyadive@gmail.com<javascript:_e(%
7B%7D,'cvml','flyadive@gmail.com');>> wrote:
YEA,!! Ned, thanks for posting that.
A little bit of research is now needed....
What carbs are allowed for the AA5, AA5A and AA5B?
If there is an overlap and it fits the AA5... Yea, that may just solve th
e problem I'm seeing.
Thanks for the post Ned.
Barry
On Sunday, September 21, 2014, 923te <923te@cox.net<javascript:_e(%7B%7D,
'cvml','923te@cox.net');>> wrote:
http://www.cubcrafters.com/carboncubss/engine
<pre><b><font size=2 color="#000000" face="courier new,courier">
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ontribution" target="_blank">http://www.matronics.com/contribution">htt
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| Subject: | Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger |
John,
It is the definition of "worked well". You are just happy with the way
yours is working. The issue over 60 years has always been Fuel
Distribution. If we could get better or correct fuel distribution we will
have more HP, better fuel efficiency and cooler temps.
Barry
"Chop'd Liver"
On Friday, September 26, 2014, Hosler, John <JHOSLER@epri.com> wrote:
> What are the "problems" that we are seeing with Tiger carbs? Mine has
> worked well since 1981.
>
>
> *From:* owner-teamgrumman-list-server@matronics.com
> <javascript:_e(%7B%7D,'cvml','owner-teamgrumman-list-server@matronics.com');>
> [mailto:owner-teamgrumman-list-server@matronics.com
> <javascript:_e(%7B%7D,'cvml','owner-teamgrumman-list-server@matronics.com');>]
> *On Behalf Of *FLYaDIVE
> *Sent:* Friday, September 26, 2014 11:24 AM
> *To:* teamgrumman-list@matronics.com
> <javascript:_e(%7B%7D,'cvml','teamgrumman-list@matronics.com');>
> *Subject:* Re: TeamGrumman-List: Titan 340CC Carb nozzle - I'd like to
> try in a Tiger
>
>
> Good Ned,
>
>
> If something as simple as a different spray nozzle would correct some of
> these problems... That would be GREAT!
>
>
> And, from my point of view, STC or not, if it helps I'm all for it.
>
>
> Barry
>
> On Thursday, September 25, 2014, 923te <923te@cox.net
> <javascript:_e(%7B%7D,'cvml','923te@cox.net');>> wrote:
>
> Barry,
>
> Don mentioned that he would let us know what he finds out with ECI. I'm
> hoping its good news.
>
> Ned
>
>
> On Sep 25, 2014, at 6:10 PM, FLYaDIVE <flyadive@gmail.com> wrote:
>
> YEA,!! Ned, thanks for posting that.
>
>
> A little bit of research is now needed....
>
> What carbs are allowed for the AA5, AA5A and AA5B?
>
> If there is an overlap and it fits the AA5... Yea, that may just solve the
> problem I'm seeing.
>
>
> Thanks for the post Ned.
>
>
> Barry
>
>
> On Sunday, September 21, 2014, 923te <923te@cox.net> wrote:
>
>
> http://www.cubcrafters.com/carboncubss/engine
> <pre><b><font size=2 color="#000000" face="courier new,courier">
>
> ==========
> avigator?TeamGrumman-List" target="_blank">
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| Subject: | RE: Team Grumman-List: Titan 340CC Carb nozzle - I'd |
like to try in a Tiger
Actually, I just had to rebuild mine due to a sticking throttle. Mostly,
I mean it has never tried to kill me. I would assume that an STC would
be needed for any change in the certified design. I know a friend that di
ed experimenting with a new type of carburetor in his varieze with an O-2
00.
From: owner-teamgrumman-list-server@matronics.com [mailto:owner-teamgrumm
an-list-server@matronics.com] On Behalf Of FLYaDIVE
Sent: Friday, September 26, 2014 11:50 AM
Subject: Re: TeamGrumman-List: Titan 340CC Carb nozzle - I'd like to try
in a Tiger
John,
It is the definition of "worked well". You are just happy with the way y
ours is working. The issue over 60 years has always been Fuel Distributi
on. If we could get better or correct fuel distribution we will have mo
re HP, better fuel efficiency and cooler temps.
Barry
"Chop'd Liver"
On Friday, September 26, 2014, Hosler, John <JHOSLER@epri.com<mailto:JHOS
LER@epri.com>> wrote:
What are the "problems" that we are seeing with Tiger carbs? Mine has wo
rked well since 1981.
From: owner-teamgrumman-list-server@matronics.com<javascript:_e(%7B%7D,'c
vml','owner-teamgrumman-list-server@matronics.com');> [mailto:owner-teamg
rumman-list-server@matronics.com<javascript:_e(%7B%7D,'cvml','owner-teamg
rumman-list-server@matronics.com');>] On Behalf Of FLYaDIVE
Sent: Friday, September 26, 2014 11:24 AM
an-list@matronics.com');>
Subject: Re: TeamGrumman-List: Titan 340CC Carb nozzle - I'd like to try
in a Tiger
Good Ned,
If something as simple as a different spray nozzle would correct some of
these problems... That would be GREAT!
And, from my point of view, STC or not, if it helps I'm all for it.
Barry
On Thursday, September 25, 2014, 923te <923te@cox.net<javascript:_e(%7B%7
D,'cvml','923te@cox.net');>> wrote:
Barry,
Don mentioned that he would let us know what he finds out with ECI. I'm h
oping its good news.
Ned
On Sep 25, 2014, at 6:10 PM, FLYaDIVE <flyadive@gmail.com<mailto:flyadive
@gmail.com>> wrote:
YEA,!! Ned, thanks for posting that.
A little bit of research is now needed....
What carbs are allowed for the AA5, AA5A and AA5B?
If there is an overlap and it fits the AA5... Yea, that may just solve th
e problem I'm seeing.
Thanks for the post Ned.
Barry
On Sunday, September 21, 2014, 923te <923te@cox.net<mailto:923te@cox.net>
> wrote:
http://www.cubcrafters.com/carboncubss/engine
<pre><b><font size=2 color="#000000" face="courier new,courier">
avigator?TeamGrumman-List" target="_blank">http://www.matronics.com/Nav
igator?TeamGrumman-List">http://www.matronics.com/Navigator?TeamGrumman-L
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=2Ecom</a>
le, List Admin.
ontribution" target="_blank">http://www.matronics.com/contribution">htt
p://www.matronics.com/contribution</a>
</b></font></pre>
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| Subject: | Re: Ever see a B-17 Turboprop? |
I tour with EAA's B17 "Aluminum Overcast" - and in VNY, Bob Hoover told me he flew
a 5 engine B17 as a test pilot- and here she is!!
Thanks for the pic!
Anne Marie
Sent from my iPad, from an airport somewhere in the world
> On Sep 26, 2014, at 4:55 AM, 923te <923te@cox.net> wrote:
>
> A project my Dad worked
> <image.jpeg>
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| Subject: | Re: RE: Team Grumman-List: Titan 340CC Carb nozzle - |
I'd like to try in a Tiger
That's sad to hear John. Can you tell us what the make of that carburator wa
s? I'd like to make sure and avoid that make...
On Sep 26, 2014, at 11:01 AM, "Hosler, John" <JHOSLER@epri.com> wrote:
Actually, I just had to rebuild mine due to a sticking throttle. Mostly, I m
ean it has never tried to kill me. I would assume that an STC would be need
ed for any change in the certified design. I know a friend that died experim
enting with a new type of carburetor in his varieze with an O-200.
From: owner-teamgrumman-list-server@matronics.com [mailto:owner-teamgrumman-
list-server@matronics.com] On Behalf Of FLYaDIVE
Sent: Friday, September 26, 2014 11:50 AM
Subject: Re: TeamGrumman-List: Titan 340CC Carb nozzle - I'd like to try in a
Tiger
John,
It is the definition of "worked well". You are just happy with the way your
s is working. The issue over 60 years has always been Fuel Distribution. I
f we could get better or correct fuel distribution we will have more HP, bet
ter fuel efficiency and cooler temps.
Barry
"Chop'd Liver"
On Friday, September 26, 2014, Hosler, John <JHOSLER@epri.com> wrote:
What are the =9Cproblems=9D that we are seeing with Tiger carbs?
Mine has worked well since 1981.
From: owner-teamgrumman-list-server@matronics.com [mailto:owner-teamgrumman-
list-server@matronics.com] On Behalf Of FLYaDIVE
Sent: Friday, September 26, 2014 11:24 AM
Subject: Re: TeamGrumman-List: Titan 340CC Carb nozzle - I'd like to try in a
Tiger
Good Ned,
If something as simple as a different spray nozzle would correct some of the
se problems... That would be GREAT!
And, from my point of view, STC or not, if it helps I'm all for it.
Barry
On Thursday, September 25, 2014, 923te <923te@cox.net> wrote:
Barry,
Don mentioned that he would let us know what he finds out with ECI. I'm hopi
ng its good news.
Ned
On Sep 25, 2014, at 6:10 PM, FLYaDIVE <flyadive@gmail.com> wrote:
YEA,!! Ned, thanks for posting that.
A little bit of research is now needed....
What carbs are allowed for the AA5, AA5A and AA5B?
If there is an overlap and it fits the AA5... Yea, that may just solve the p
roblem I'm seeing.
Thanks for the post Ned.
Barry
On Sunday, September 21, 2014, 923te <923te@cox.net> wrote:
http://www.cubcrafters.com/carboncubss/engine
<pre><b><font size=2 color="#000000" face="courier new,courier">
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ontribution" target="_blank">http://www.matronics.com/contribution">http:/
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Message 9
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Gary, thanks for sharing your story and pictures. In 2009 I traded my 1933
ford street rod for my traveler in Salem Oregon. I traveled out to check out
the aircraft in April and received a checkout from a local CFI. In June I
had an annual performed from a local mechanic and then I flew out there with
one of my Amsoil dealers that had some Grumman experience in July. We flew
our first leg to Idaho Falls IDA and spent the night at a friend's house.
The next day we flew all the way to Jackson Mississippi where he lives, I
think that was a 17 flight hour day. The next day I flew it in to my field
near Knoxville Tennessee 2tn7. The only problem we had right from the get
go was the transponder altitude reporting did not work, but the controllers
who was handling our flight following worked with us most of the way home.
When we were flying through some mountain paths at 11,500 foot in Wyoming my
friend said to me "you know this is really risky" I asked why and he said
here we are flying an aircraft we don't really know mechanical wise just out
of Annual and flying over mountains in July we really don't know much about.
We both had limited mountain flying experience though, but that was a
sobering thought at the time especially when I started getting downward
pressure as I got to close to a mountain ridge.
Best Regards,
George Douglas
Amsoil Distributor
office 407-856-1564
toll free 800-887-6698
cell 321-663-5391
www.oilhelp.com
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of Gary L
Vogt
Sent: Friday, September 26, 2014 1:29 AM
Subject: Re: TeamGrumman-List: New......
Hi Bruce,
Well, I have a real interesting story about picking up a plane in Virginia
and flying it back to California.
One of my customers brought a Grumman Traveler project to me a couple of
weeks ago. Last Monday, I told him that it would be a better use of him
money to find a Tiger project than to put the Traveler back together.
On Tuesday, I found a great candidate in Lynchburg Virginia. On Wednesday,
my customer and I decided to fly (commercial) to VA and look at the plane.
If it's as advertised, we'd fly it home.
We left Thursday night, got to Lynchburg Friday morning, and checked out the
plane. I had to do a quick and dirty fix on the engine baffle seals before
we left or the engine would have overheated too easily.
By 2pm, we were headed west. Our first stop was in Mt Carmel, IL some 3 hrs
and 45 minutes later. Four hours and 25 minutes later, we landed in
Lawrence, Kansas. We pushed 10-20 knot winds to Illinois and winds as high
as 50 knots across Kansas. We landed in Lawrence with 6 gallons of fuel. It
was a long day . . . . on almost no sleep.
We spent the night at the house a friend of my customer who just happened to
live in Topeka. The next morning, we fired up the Tiger and prepared for
take-off. Unfortunately, it failed a mag check. It took about an hour and 4
new spark plugs to fix it.
My customer and another friend of his HAD planned on driving to Oshkosh,
leaving on Friday morning. His friend, instead, left Friday on his own. The
plan was for us to fly partially back to California and drop off my customer
at an airport along I80 and wait for his friend. So, we flew 3 hrs and 25
minutes to Sidney, Nebraska and I dropped him off.
>From there on, it was just the Rockies and the Sierras between me and home
flying in an unknown plane. The flight to Salt Lake City took another 3 hrs
and 50 minutes. Lotsa wind to be pushed.
The stop in SLC was quick and by 7:00p Saturday, I was taking off on my last
leg. The sun was setting as I crossed the Ruby range of mountains near Elko,
NV. I stayed at 12,500 feet to keep from hitting any mountains for the rest
of the flight to Auburn. Just in case.
I could see the lights of Reno about 30 miles before I got there. Between
Reno and Auburn there were no ground references. I flew direct over the
Sierras to Auburn. Absolutely no lights under me. It was as though I was
flying over open ocean at night.
I started my decent into Auburn 20 miles out and landed at 10:45pm. I was
home a little after 11:00pm.
All together, I flew about 2500 miles in about 19 hours flight time.
It was a great adventure.
-----------------------------------------------
Now, for the rest of the story. The right outboard aileron bracket was
broken. I knew that before I took off. Not a big deal, really. All four
access covers on the left wing leaked fuel. Two on the right wing leaked
fuel. The baffle seals were original and so bad that I did a quick baffle
seal replacement on all but one baffle.
It's in a new home now: Beautiful Auburn, California. At least until it's
airworthy.
Attached are pics inside the wing tips.
Gary
On Tuesday, September 23, 2014 3:51 PM, L. Bruce Smith <haveblue1@mac.com>
wrote:
and interesting annuals, Gary?
Best,
Bruce Smith
Message 10
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| Subject: | RE: Team Grumman-List: Titan 340CC Carb nozzle |
- I'd like to try in a Tiger
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Message 11
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This has all the hallmarks of an interesting annual!=0A=0ABest,=0A=0ABruce
=0ASent from iCloud=0A=0AOn Sep 26, 2014, at 02:02 AM, Gary L Vogt <teamgr
umman@yahoo.com> wrote:=0A=0AHi Bruce,=0A=0AWell, I have a real interestin
g story about picking up a plane in Virginia and flying it back to Califor
nia. -=0A=0AOne of my customers brought a Grumman Traveler project to me
a couple of weeks ago. Last Monday, I told him that it would be a better
use of him money to find a Tiger project than to put the Traveler back tog
ether.-=0AOn Tuesday, I found a great candidate in Lynchburg Virginia. O
n Wednesday, my customer and I decided to fly (commercial) to VA and look
at the plane. If it's as advertised, we'd fly it home.-=0AWe left Thursd
ay night, got to Lynchburg Friday morning, and checked out-the plane. I
had to do a quick and dirty fix on the engine baffle seals before we left
or the engine would have overheated too easily.-=0ABy 2pm, we were heade
d west. Our first stop was in Mt Carmel, IL some 3 hrs and 45 minutes late
r. Four hours and 25 minutes later, we landed in Lawrence, Kansas. We push
ed 10-20 knot winds to Illinois and winds as high as 50 knots across Kansa
s. We landed in Lawrence with 6 gallons of fuel. It was a long day . . . .
on almost no sleep.-=0AWe spent the night at the house a friend of my c
ustomer who just happened to live in Topeka. The next morning, we fired up
the Tiger and prepared for take-off. Unfortunately, it failed a mag check
. It took about an hour and 4 new spark plugs to fix it.-=0AMy customer
and another friend of his HAD planned on driving to Oshkosh, leaving on Fr
iday morning. His friend, instead, left Friday on his own. The plan was fo
r us to fly partially back to California and drop off my customer at an ai
rport along I80 and wait for his friend. So, we flew 3 hrs and 25 minutes
to Sidney, Nebraska and I dropped him off.-=0AFrom there on, it was just
the Rockies and the Sierras between me and home flying in an unknown plan
e. The flight to Salt Lake City took another 3 hrs and 50 minutes. Lotsa w
ind to be pushed.-=0AThe stop in SLC was quick and by 7:00p Saturday, I
was taking off on my last leg. The sun was setting as I crossed the Ruby r
ange of mountains near Elko, NV. I stayed at 12,500 feet to keep from hitt
ing any mountains for the rest of the flight to Auburn. Just in case.-=0A
I could see the lights of Reno about 30 miles before I got there. Between
Reno and Auburn there were no ground references. I flew direct over the Si
erras to Auburn. Absolutely no lights under me. It was as though I was fly
ing over open ocean at night.-=0AI started my decent into Auburn 20 mile
s out and landed at 10:45pm. I was home a little after 11:00pm.-=0AAll t
ogether, I flew about 2500 miles in about 19 hours flight time.-=0AIt wa
s a great adventure.=0A-----------------------------------------------=0A=0A
Now, for the rest of the story. -The right outboard aileron bracket was
broken. -I knew that before I took off. -Not a big deal, really. -Al
l four access covers on the left wing leaked fuel. Two on the right wing l
eaked fuel. -The baffle seals were original and so bad that I did a quic
k baffle seal replacement on all but one baffle. -=0A=0AIt's in a new ho
me now: Beautiful Auburn, California. -At least until it's airworthy. -
=0A=0AAttached are pics inside the wing tips.=0A=0AGary=0A=0A=0AOn Tuesday
, September 23, 2014 3:51 PM, L. Bruce Smith <haveblue1@mac.com> wrote:=0A
mac.com>=0A=0Aand interesting annuals, Gary?=0A=0ABest,=0A=0ABruce Smith=0A
=0A
Message 12
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George.
I lived in Lancaster, Ca (AKA Hell) for 22 years. We'd get hellatious winds; some
gusting to over 60 knots. One New years I was flying the Harris Ranch and
my westward ground speed was 25 knots. I made it to 7,000 feet about the time
I got to the ridge just east of Bakersfield and got in a downdraft that showed
mored that 2000 fpm descent. I pushed the nose down and headed for the ground
just to get airspeed. On the other side of the wave, I caught an updraft
that pegged the needle up; went right to 9,000 feet.
Mountain flying is interesting, to say the least.
Gary
On Friday, September 26, 2014 12:51 PM, L. Bruce Smith <haveblue1@mac.com> wrote:
This has all the hallmarks of an interesting annual!
Best,
Bruce
Sent from iCloud
On Sep 26, 2014, at 02:02 AM, Gary L Vogt <teamgrumman@yahoo.com> wrote:
Hi Bruce,
>
>
>Well, I have a real interesting story about picking up a plane in Virginia and
flying it back to California.
>
>
>One of my customers brought a Grumman Traveler project to me a couple of weeks
ago. Last Monday, I told him that it would be a better use of him money to find
a Tiger project than to put the Traveler back together.
>On Tuesday, I found a great candidate in Lynchburg Virginia. On Wednesday, my
customer and I decided to fly (commercial) to VA and look at the plane. If it's
as advertised, we'd fly it home.
>We left Thursday night, got to Lynchburg Friday morning, and checked out the plane.
I had to do a quick and dirty fix on the engine baffle seals before we left
or the engine would have overheated too easily. By 2pm, we were headed west.
Our first stop was in Mt Carmel, IL some 3 hrs and 45 minutes later. Four hours
and 25 minutes later, we landed in Lawrence, Kansas. We pushed 10-20 knot
winds to Illinois and winds as high as 50 knots across Kansas. We landed in Lawrence
with 6 gallons of fuel. It was a long day . . . . on almost no sleep.
>We spent the night at the house a friend of my customer who just happened to live
in Topeka. The next morning, we fired up the Tiger and prepared for take-off.
Unfortunately, it failed a mag check. It took about an hour and 4 new spark
plugs to fix it.
>My customer and another friend of his HAD planned on driving to Oshkosh, leaving
on Friday morning. His friend, instead, left Friday on his own. The plan was
for us to fly partially back to California and drop off my customer at an airport
along I80 and wait for his friend. So, we flew 3 hrs and 25 minutes to Sidney,
Nebraska and I dropped him off.
>From there on, it was just the Rockies and the Sierras between me and home flying
in an unknown plane. The flight to Salt Lake City took another 3 hrs and 50
minutes. Lotsa wind to be pushed.
>The stop in SLC was quick and by 7:00p Saturday, I was taking off on my last leg.
The sun was setting as I crossed the Ruby range of mountains near Elko, NV.
I stayed at 12,500 feet to keep from hitting any mountains for the rest of the
flight to Auburn. Just in case.
>I could see the lights of Reno about 30 miles before I got there. Between Reno
and Auburn there were no ground references. I flew direct over the Sierras to
Auburn. Absolutely no lights under me. It was as though I was flying over open
ocean at night.
>I started my decent into Auburn 20 miles out and landed at 10:45pm. I was home
a little after 11:00pm.
>All together, I flew about 2500 miles in about 19 hours flight time.
>It was a great adventure.
>-----------------------------------------------
>
>
>Now, for the rest of the story. The right outboard aileron bracket was broken.
I knew that before I took off. Not a big deal, really. All four access covers
on the left wing leaked fuel. Two on the right wing leaked fuel. The baffle
seals were original and so bad that I did a quick baffle seal replacement
on all but one baffle.
>
>
>It's in a new home now: Beautiful Auburn, California. At least until it's airworthy.
>
>
>Attached are pics inside the wing tips.
>
>
>Gary
>
>
>On Tuesday, September 23, 2014 3:51 PM, L. Bruce Smith <haveblue1@mac.com> wrote:
>
>
>
>and interesting annuals, Gary?
>
>Best,
>
>Bruce Smith
>
>
Message 13
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| Subject: | Re: RE: Team Grumman-List: Titan 340CC Carb nozzle - |
I'd like to try in a Tiger
The issue over 60 years has always been Fuel Distribution. If we could ge
t better or correct fuel distribution we will have more HP, better fuel eff
iciency and cooler temps.=0A=0A=0AIt's called fuel injection=0A=0A=0AOn Fri
day, September 26, 2014 9:58 AM, 923te <923te@cox.net> wrote:=0A =0A=0A=0AT
hat's sad to hear John. Can you tell us what the make of that carburator wa
s? I'd like to make sure and avoid that make...=0A=0AOn Sep 26, 2014, at 11
:01 AM, "Hosler, John" <JHOSLER@epri.com> wrote:=0A=0A=0A =0AActually, I ju
st had to rebuild mine due to a sticking throttle. Mostly, I mean it has n
ever tried to kill me. I would assume that an STC would be needed for any
change in the certified design. I know a friend that died experimenting wit
h a new type of carburetor in his varieze with an O-200. =0A =0AFrom:owner
-teamgrumman-list-server@matronics.com [mailto:owner-teamgrumman-list-serve
r@matronics.com] On Behalf Of FLYaDIVE=0ASent: Friday, September 26, 2014 1
1:50 AM=0ATo: teamgrumman-list@matronics.com=0ASubject: Re: TeamGrumman-Lis
t: Titan 340CC Carb nozzle - I'd like to try in a Tiger=0A =0AJohn,=0A =0AI
t is the definition of "worked well". You are just happy with the way your
s is working. The issue over 60 years has always been Fuel Distribution.
If we could get better or correct fuel distribution we will have more HP,
better fuel efficiency and cooler temps.=0A =0ABarry=0A"Chop'd Liver"=0A=0A
=0AOn Friday, September 26, 2014, Hosler, John <JHOSLER@epri.com> wrote:=0A
What are the =9Cproblems=9D that we are seeing with Tiger carbs
? Mine has worked well since 1981.=0A> =0A>From:owner-teamgrumman-list-ser
ver@matronics.com [mailto:owner-teamgrumman-list-server@matronics.com] On B
ehalf Of FLYaDIVE=0A>Sent: Friday, September 26, 2014 11:24 AM=0A>To: teamg
rumman-list@matronics.com=0A>Subject: Re: TeamGrumman-List: Titan 340CC Car
b nozzle - I'd like to try in a Tiger=0A> =0A>Good Ned,=0A> =0A>If somethin
g as simple as a different spray nozzle would correct some of these problem
s... That would be GREAT!=0A> =0A>And, from my point of view, STC or not,
if it helps I'm all for it.=0A> =0A>Barry=0A>=0A>On Thursday, September 25,
2014, 923te <923te@cox.net> wrote:=0A>Barry,=0A>>Don mentioned that he wou
ld let us know what he finds out with ECI. I'm hoping its good news. =0A>>N
ed=0A>>=0A>>On Sep 25, 2014, at 6:10 PM, FLYaDIVE <flyadive@gmail.com> wrot
e:=0A>>YEA,!! Ned, thanks for posting that.=0A>> =0A>>A little bit of rese
arch is now needed.... =0A>>What carbs are allowed for the AA5, AA5A and
AA5B?=0A>>If there is an overlap and it fits the AA5... Yea, that may just
solve the problem I'm seeing.=0A>> =0A>>Thanks for the post Ned.=0A>> =0A>>
Barry=0A>>=0A>>On Sunday, September 21, 2014, 923te <923te@cox.net> wrote:
=0A>>=0A>>>=0A>>>=0A>>>http://www.cubcrafters.com/carboncubss/engine=0A>>><
pre><b><font size=2 color="#000000" face="courier new,courier">=0A>>>
=0A>>>============0A>>>avigator?TeamGrumman-List" tar
get="_blank">http://www.matronics.com/Navigator?TeamGrumman-List">http://
www.matronics.com/Navigator?TeamGrumman-List</a>=0A>>>=======
=====0A>>>m" target="_blank">http://forums.matronics.com">http://
forums.matronics.com</a>=0A>>>============0A>>>le, Li
st Admin.=0A>>>ontribution" target="_blank">http://www.matronics.com/cont
ribution">http://www.matronics.com/contribution</a>=0A>>>======
======0A>>>=0A>>></b></font></pre>=0A>>=0A>>=0A>>--
=0A>>Sent from Gmail Mobile=0A>> =0A>> =0A>> =0A>> =0A>> =0A>>3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=0A>>3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=0A
>>3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=0A>>3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=0A>> =0A>=0A>=0A>-- =0A>Sent from Gmail Mobile=0A> =0A> =0A>
============== TeamGrumman-List Email Forum - :
p> /o:p> > gator?TeamGrumman-List">http://www.matronics.com/Navigator?TeamG
rumman-List ============== - MATRONICS WEB
FORUMS - /o:p> http://forums.matronics.com ==========
==== - List Contribution Web Site - pre> -Ma
tt Dralle, List Admin. ribution">http://www.matronics.com/contribution =
============= =0A> =0A> =0A> =0A>st" target="_b
lank">http://www.matronics.com/Navigator?TeamGrumman-List=0A>tp://forums.ma
tronics.com=0A>_blank">http://www.matronics.com/contribution=0A> =0A=0A=0A-
- =0ASent from Gmail Mobile=0A =0A =0A============
== TeamGrumman-List Email Forum - =0A:p>=0A/o:p>=0A>=0Agator?TeamGrumm
an-List">http://www.matronics.com/Navigator?TeamGrumman-List ====
========== =0A - MATRONICS WEB FORUMS - =0A/o:p> ht
tp://forums.matronics.com ============== =0A
- List Contribution Web Site - =0Apre>=0A -Matt Dralle,
List Admin. =0Aribution">http://www.matronics.com/contribution ====
========== =0A =0AD=3D=3D=3D=3D=3D=3D=3D
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=======
Message 14
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Gary, Wow that wind would certainly get your attention. My first 20 hours
of flying was out of KLAS back in 1969 and the mountains around there were
just bumpy. When I got hit with that wave coming over the ridge in Wyoming
I just turned 90 degrees and flew away from it.
Best Regards,
George Douglas
Amsoil Distributor
office 407-856-1564
toll free 800-887-6698
cell 321-663-5391
www.oilhelp.com
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of Gary L
Vogt
Sent: Friday, September 26, 2014 8:14 PM
Subject: Re: TeamGrumman-List: New......
George.
I lived in Lancaster, Ca (AKA Hell) for 22 years. We'd get hellatious
winds; some gusting to over 60 knots. One New years I was flying the Harris
Ranch and my westward ground speed was 25 knots. I made it to 7,000 feet
about the time I got to the ridge just east of Bakersfield and got in a
downdraft that showed mored that 2000 fpm descent. I pushed the nose down
and headed for the ground just to get airspeed. On the other side of the
wave, I caught an updraft that pegged the needle up; went right to 9,000
feet.
Mountain flying is interesting, to say the least.
Gary
On Friday, September 26, 2014 12:51 PM, L. Bruce Smith <haveblue1@mac.com>
wrote:
This has all the hallmarks of an interesting annual!
Best,
Bruce
Sent from iCloud
On Sep 26, 2014, at 02:02 AM, Gary L Vogt <teamgrumman@yahoo.com> wrote:
Hi Bruce,
Well, I have a real interesting story about picking up a plane in Virginia
and flying it back to California.
One of my customers brought a Grumman Traveler project to me a couple of
weeks ago. Last Monday, I told him that it would be a better use of him
money to find a Tiger project than to put the Traveler back together.
On Tuesday, I found a great candidate in Lynchburg Virginia. On Wednesday,
my customer and I decided to fly (commercial) to VA and look at the plane.
If it's as advertised, we'd fly it home.
We left Thursday night, got to Lynchburg Friday morning, and checked out the
plane. I had to do a quick and dirty fix on the engine baffle seals before
we left or the engine would have overheated too easily.
By 2pm, we were headed west. Our first stop was in Mt Carmel, IL some 3 hrs
and 45 minutes later. Four hours and 25 minutes later, we landed in
Lawrence, Kansas. We pushed 10-20 knot winds to Illinois and winds as high
as 50 knots across Kansas. We landed in Lawrence with 6 gallons of fuel. It
was a long day . . . . on almost no sleep.
We spent the night at the house a friend of my customer who just happened to
live in Topeka. The next morning, we fired up the Tiger and prepared for
take-off. Unfortunately, it failed a mag check. It took about an hour and 4
new spark plugs to fix it.
My customer and another friend of his HAD planned on driving to Oshkosh,
leaving on Friday morning. His friend, instead, left Friday on his own. The
plan was for us to fly partially back to California and drop off my customer
at an airport along I80 and wait for his friend. So, we flew 3 hrs and 25
minutes to Sidney, Nebraska and I dropped him off.
>From there on, it was just the Rockies and the Sierras between me and home
flying in an unknown plane. The flight to Salt Lake City took another 3 hrs
and 50 minutes. Lotsa wind to be pushed.
The stop in SLC was quick and by 7:00p Saturday, I was taking off on my last
leg. The sun was setting as I crossed the Ruby range of mountains near Elko,
NV. I stayed at 12,500 feet to keep from hitting any mountains for the rest
of the flight to Auburn. Just in case.
I could see the lights of Reno about 30 miles before I got there. Between
Reno and Auburn there were no ground references. I flew direct over the
Sierras to Auburn. Absolutely no lights under me. It was as though I was
flying over open ocean at night.
I started my decent into Auburn 20 miles out and landed at 10:45pm. I was
home a little after 11:00pm.
All together, I flew about 2500 miles in about 19 hours flight time.
It was a great adventure.
-----------------------------------------------
Now, for the rest of the story. The right outboard aileron bracket was
broken. I knew that before I took off. Not a big deal, really. All four
access covers on the left wing leaked fuel. Two on the right wing leaked
fuel. The baffle seals were original and so bad that I did a quick baffle
seal replacement on all but one baffle.
It's in a new home now: Beautiful Auburn, California. At least until it's
airworthy.
Attached are pics inside the wing tips.
Gary
On Tuesday, September 23, 2014 3:51 PM, L. Bruce Smith <haveblue1@mac.com>
wrote:
and interesting annuals, Gary?
Best,
Bruce Smith
Message 15
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| Subject: | Re: Ever see a B-17 Turboprop? |
=0AThat airplane would later be restored as "Liberty Bell", th
e B-17 that landed in a field a few years ago after an
engine fire and burned up....=0A =0A =0A-----Original Message-----
=0AFrom: 923te <923te@cox.net>=0ATo: Team Grumman <teamgrumman-list@ma
tronics.com>=0ASent: Fri, Sep 26, 2014 4:56 am=0ASubject: TeamGrum
man-List: Ever see a B-17 Turboprop?=0A=0A=0AA project my Dad
worked=0A=0A =0A=0A
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