Videos submitted by members of the Grumman Pilots Association dealing with various aspects of life with Grummans: flying, maintaining, etc. We serve the Grumman American, Gulfstream American, American Aviation, American General, Tiger LLC, and Trueflight variants of this wonderful and efficient line of light aircraft.
I just bought this fairing which is now $280 plus shipping. While I appreciate what Gary has done I have to say that for the price it might not be worth it. The fiberglas is HARDLY paint ready, is full of pin hole blemishes and to be done right will require alot of prep. It ain’t paint and go. Fine, just sayin’ that for $280 bucks it oughta be. You make your choice. PS. I have flown with the new fairing for a couple of hours now in 80 degree, density altitude of 7,000’ and my warmest CHT is cooler by 20 degrees. I am very pleased with this result and it looks so much nicer than that old boot.
Point Of View!! Did anybody review this before posting it? You need to place the camera so a hand doesn't block what you're trying to show. Putting up a defective video like this one is worse than not posting at all!!
Eaton makes a great product and their customer support is the best. Ask me how I know! My new Eaton Polar Air 7.5 HP compressor failed when less than 2 years old due to a failure in the pressure lubrication system. Eaton sent me a new pump at no cost and did not even want the old pump back. The replacement pump just started showing signs it might be about to suffer a similar lubrication failure and it is only 10 months old with less than 100 hours of running time on it. Turns out my infrequent use of the compressor is resulting in moisture contamination of the oil from humidity entering the crankcase via the breather. Most of the time, the compressor auto-starts on low system pressure just to make up for slow leaks in the air piping. It only takes around 30 seconds of run time to fully recharge the system and then the compressor stops. It never comes up to any operating temperature above ambient and is thus not heating the oil enough to drive out any moisture. Over time, the oil turns into a milky sludge plugging the oil pump inlet screen resulting in little or no oil pressure. Some of the condensed moisture pools at the bottom of the sump where it is sucked into the oil pump leading to the crankshaft ball bearings being lubricated with water, not oil. Corrosion sets in and the pump eventually locks up and will not turn over at all. This should not be a problem for anyone who runs the machine long enough for it to come up to full operating temperature, but for infrequent users like me, it is a real problem. Eaton is now offering an electric heating pad to affix to the bottom of the crankcase to maintain the pump and oil above ambient temperature even when the machine is left off for long periods. Eaton's service manager advised me that they are seeing this problem primarily in the humid southern states along the gulf coast, not so much in the drier western states. Keep an eye on the oil level in the sight glass. If the oil level appears to increase and/or if it starts looking a bit cloudy, change it immediately. Do not wait until the next scheduled oil change. It may be advisable to do more frequent oil changes than the factory recommended intervals if your environmental conditions and use patterns are leading to premature lubrication failure. Yes, I know the compressor has a great warranty, and Eaton will replace it at no cost if it in warranty, but believe me, it is no fun having to disconnect and lift one of these heavy pumps off the tank and put another one on. Changing oil is a lot easier.
Hi, Can you tell me what the part number the rivnuts are that go into the spar? Mine have broken out and someone has done some poor attempt at "repairing' it.
Cylindrical tube spars are equally strong in positive and negative G's. They are easy to build and integrate into wings. The Grumman design can trace its way back to Jim Bede's BD-1.
@@GrummanPilots I commented on the wrong video, was singing the praises of Grummans design though. Have a friend with a tiger who loves it. I appreciate all the content you have about them.
Thanks. Excellent. And only video... I could find on this topic. QUES.... is that spring with the insert that goes into the wire...one piece? and where do i buy those?
thanks for the video. you said it's important to attach it in the correct orientation.. what is the correct orientation? is it fat side in or out? do you glue it on the door body or the flat part that sticks out over the doorjam?
The difference in price between those radios is because the Baofeng is a Chinese piece of junk, the Yaesu is a Japanese quality radio. There is no comparison in quality. Of course the Baofeng does not work on the aviation band then the comparison is worthless.
according to Lycoming Service Instruction 1583 (may 2022) you should be using a locktite aviation gasket sealant ( or permatex no 3 aviation gasket sealer equiv) in addition to dimpling the expansion plug center. Lycoming also requires you to use their Welch plug driver but who is gonna pay 1800 bucks for that. These instructions are also in the engine overhaul manual.
With the incident of a plug failing right after installation at KLUK yesterday, I'm really curious if installing it like this is going to be found as the cause of failure. This is the kind of tutorial video that gets airplanes destroyed.
@GrummanPilots You'd better read it again because they specifically say not to drill out the old one and to only use tool 64681 to swell it in place. See accident report ERA21LA006 from 2020 too.
To get the back off: after taking out the 4 screws, use a utility knife blade and gently work the sharp edge between the rubber diaphragm and the metal housing, don’t put more than a 1/4 inch of the blade into the seam. Just enough to create a gap. Cut along the diaphragm and work around the circumference. Go around a couple of times with increasing gap every pass. After getting the back cover off, remove the screws on the front and the hardware. To get the glass off, use a wooden dowel to push the glass from inside, using now open back as an access point. An oval shaped, unsharpened carpenter pensil works really well as a pusher, or use two for even pressure. Hold the housing with glass pointed up with one end of the dowel or pencil resting on inside glass corner and the other end resting on the table. Gently press down on the housing and the glass should start to separate. Move the dowel to opposite corner and the glass should pop off. Do not try to pry the glass off the front with a flat head or similar. Remove any old seal material careful with a razor blade or something like green brillo pad. Clean the inside with brake cleaner if any debris fell in before installing any gaskets. Hope this helps.
This will be more useful if you can show the airplane and show the cables! All pictures from golf,e is something we all ca do! But we need some input about what is the master switch is connected and will be easy to understand it!
Master is connected to battery. When the relay is grounded (turning on master) it passes full current and the voltage to the starter via cable. When starter button or key is turned, starter relay is grounded and sends voltage to starter. Relay prevent back magnetic induced voltage when the circuit is energized and prevents backfeed.
Depending on the shop rate of your facility, figure 20-24 hours total to get it all in and tested and signed off. Hardest part is installing the controller in the panel and the brush block alignment.
Good evening sir , thanks a lot for this crucial information, please sir for the fuel hose, expect brown rubber hoses is there another hose inside ( brown rubber hose) . The purpose of the brown hose is to prevent high temperature? Best regards
How common is spar corrosion? I’ve been looking at a Cheetah to potentially buy, and now you have me spooked. Between torque tubes, fuel leaks and spars, you have me rethinking this.
I HAVE ONE. Based in SCOTLAND, United Kingdom . Working brilliant . Owned by a cessna pilot based in SCOTLAND . I Am a ham radio operator . I use my KX99 to listen for aircraft as i am above GLASGOW AIRPORT. Based near Loch Lomond . I always wondered if someone who really needed A KX 99 would appreciate this .
Too bad that King does not make replacement rubber knob covers, but this works and wont wear out for many years. I use it to talk to local pilots and when at the airport.
Is the 7277 circuit breaker FAA certified? I can't find any paperwork. Aircraft Spruce says it's based on the aircraft parts manual, but a 1975 aircraft wouldn't have this part listed. Any help you can provide would be amazing!
Very funny, in a Gene sort of way. I met him in 1992 when he wanted a yellow air boss shirt since it matched his plane, but did not want to work on the team at all.
@@GrummanPilotsI liked Gene; definitely a personality. We were based out of the same field T51 for a while. I really miss his 200+mph (sorry, 195mph) low passes over the runway.
Changing the incidence with the small elevator might not be a good idea, but maybe with the AA-1C elevator that Maynard used was what was needed. I will have to ask Robin R that helped Maynard test fly it if he noticed the difference from a stock AA-1.
The flight characteristics of the tiny tail and short fuselage are a one-two punch against stability. That said, it was probably more dangerous to fly with the original 0-235 in many instances.
