Bondline - User contributions [en]

User:Steve White

2009-03-20T18:32:30Z

Steve White:

Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. I taught both these pilots to fly and influenced their choice of airplanes <G>. My 1974 AA-5, IFR certified, yet basically a VFR equipped
aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,new white interior(since picture), etc. It routinely climbs >1000'/min@ 115-120 ias
and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.
My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
1971. Most of my Grumman time is in a stock 1969 AA-1.
My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.

[[Image:1974Traveler1.jpg]]

User:Steve White

2009-03-20T18:30:54Z

Steve White:

Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped
aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,new white interior(since picture, etc. It routinely climbs >1000'/min@ 115-120 ias
and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.
My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
1971. Most of my Grumman time is in a stock 1969 AA-1.
My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.

[[Image:1974Traveler1.jpg]]

User:Steve White

2009-03-20T18:29:44Z

Steve White:

Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped
aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,etc. It routinely climbs >1000'/min@ 115-120 ias
and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.
My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
1971. Most of my Grumman time is in a stock 1969 AA-1.
My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.
[[Image:1974Traveler1.jpg]]

User:Steve White

2009-03-20T15:38:21Z

Steve White:

Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped
aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,etc. It routinely climbs >1000'/min@ 115-120 ias
and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.
My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
1971. Most of my Grumman time is in a stock 1969 AA-1.
My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies.
[[Image:1974Traveler1.jpg]]

User:Steve White

2009-03-20T15:36:21Z

Steve White:

Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped
aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,etc. It routinely climbs >1000'/min@ 115-120 ias
and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.
My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
1971. Most of my Grumman time is in a stock 1969 AA-1.
My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected the 1st two.
[[Image:1974Traveler1.jpg]]

Steve White Fuel Tank Repair

2009-03-20T01:39:11Z

Steve White:

[[Image:plane.jpg]]

On Jan3, 2006 I bought this 1974, 2-owner, AA-5 with 1441TT and 80hrs SMOH with HC. In the next 9 months my wife says that I tried to see how much money I could spend on the airplane. She was wrong, but not by much. We put on new alt, starter, vac pump, el fuel pump, all new hoses, tires, all DMA mods, RR cap, all antennas buried, Mitchell gauges, most instruments re-built, new transponder, new Sens prop - balanced also, paint, new interior, lots more, AND the right tank re-sealed. I was not involved in the re-sealing of the tank. Under the watchful oversight of my A&P - keeping everything legal, I replaced brakes, the Belleville washers, bearings, did new baffling, replaced the control bearings with the SS mod, re-rigged the control surfaces, replaced points and condenser/electronically timed the internal timing of the mags, re-installed the same, and on and on. I'm envious of [[User:Bob_Steward|Bob Steward]] and others who do this for a living. All this is to say, I really enjoy working on my plane. That is maybe I still do after twice into my fuel tank.

My A&P and I tackled it the first time, by the book. We did just as the 2 other fuel tank repair accountings: scraped forever and got everything super clean. This is the same tank that had been re-sealed just 2 yrs ago. None of the old material had been removed and the material we removed that was over the original sealer was the "low adhesive" material designated for usage on the access panels. There was a lot of gravel in this sealer. This sealing was done by a mechanic who no longer works at my AI's place. The mechanic took out the fuel sender unit. We worked together at night and then I worked alone for about a week at night and then he checked everything with flashlight and mirrors, we cleaned the tank and resealed with the 3207B(thick) sealer. Messy!! We checked the next night and saw places that seemed to need attention and resealed. I then checked the next night and even yet there was a place needing attention and resealed. He checked again and gave it his blessing. He let me re-install the fuel sender unit(new gasket, of course). I want to meet who ever designed those stupid grills that go on the outside of the bolts that hold the sender unit in. This job was never meant to be done. We filled the tank with 5 gal and left overnight and no leak, 5 more gal and still no leak. Then filled it and left overnight and a slight seep. I just couldn't believe it! I wasn't ready to go back in. I flew it for 3 months.

Armed with more information from [[User:Bob_Steward|Bob S.]], Garner, and Jeff Simon, the re-seal began. New equipment was used. A Milwaukee remote viewer, a web-cam/laptop, a dental spatula, and a hair drier greatly helped this process. They are pictured below:

[[Image:02-28-09_1657.jpg]]
[[Image:03-01-09_1445.jpg]]
[[Image:02-28-09_1610.jpg]]

1st, the access panels just wouldn't budge. I used the small pointed instrument to remove the external adhesive but that didn't seem to help.

[[Image:02-28-09_1623.jpg]]

Then I tried the dental spatula: no avail. I was afraid I'd tear up my panel. Drove home and got a hairdrier. I gently warmed the entire access panel to where it was warm but not hot and kept it warm for about 5 minutes. Then, I was able to ease the dental spatula under the panel. It works best at the beginning of the curvature of the panel. THIS IS A GOOD TECHNIQUE, IMO.

[IMG]http://img.photobucket.com/albums/v503/sewdds/03-01-09_1425.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1649.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1650.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1609.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1611.jpg[/IMG]

This was repeated 3 times - all panels off. The fuel sender unit was left in this time.

Now, I very carefully checked all bond seams by tapping with a 1/2 dollar. I checked under and over the wing. This takes time, or at least I took a lot of time. My plane has purple sealer. No bond seam failure seemed to be present.

The drop light:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80944.jpg[/IMG]

Now armed with the web-cam and a 13 watt energy saver bulb(produces very little heat) in a drop light, the inspection began. Was my A&P blind that night?!! Was I?!! No wonder it leaked. It all looked so good with the flashlight and mirror and so terrible with the drop light and web-cam and to a lesser degree of detail, the Milwaukee remote viewer. Look at these pictures of our "terrible" job.

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-77784.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78139.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78354.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78187.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78417.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78469.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78484.jpg[/IMG]

I had re-ordered type "B" 3207 and some more low adhesive sealer for the access panels. Also, I ordered some 3207 "A" , the low viscosity sealer like the factory used. I wish I had had it the first time. It will go into the other tank when that time comes.
I used much smaller syringes(dental impression syringes) to place the "A" viscosity sealer. I love this stuff in comparison to the type "B" sealer. It all stinks and stains. It is SO messy! I also used some type "B" sealer in a few areas and then coated with the type"A".
Next time : type "A" first, then "B" then "A". This will all be with inspections in-between each application.
Here's what it looked like after all this:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78361.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78347.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78296.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80874.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80903.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78177.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78248.jpg[/IMG]

As you can see, the web-cam shows a much different quality of sealing. We just couldn't see this with the mirrors/flashlights. Then, I let it cure for 1 day and re-placed the access plates and let it cure for 3 more days. No leaks. When the other tank starts to leak, I will tackle this again without dread. My A&P said that I don't have enough money to pay him to do this the way it was done. Actually, he would do it and do it well; but I'd hate to think what the cost would be. He said, he'd prefer us to do it again just like "we" did this time: me work, he check and approve and me work some more.
Here are a few finishing up photos:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-81850.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-84213.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-85835.jpg[/IMG]

Here are some misc pictures:
Outside of fuel sender unit: the bolts that hold it on:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78953.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78605.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78576.jpg[/IMG]

This fuel sender unit - inside the tank:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78390.jpg[/IMG]

The fuel scrubber line Bob S. can reach thru the fuel filler:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78306.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78118.jpg[/IMG]

The fuel screens:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-79615.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]

Though this is a picture taken a couple of years ago and before the "N"# change AND(I'm happy to say) a few extra pounds ago, this picture depicts how a pilot feels and a plane looks after the leak is fixed.
[IMG]http://img.photobucket.com/albums/v503/sewdds/untitled4.jpg[/IMG]

'''Summary of things I learned that haven't been mentioned previously:'''

* Hair drier helps immensely with removing access panels
* A web-cam/laptop is all the remote viewing I need
* Type "A" is easier for me to use 1st and third while type "B" would be used in-between.There may be good reasons to not do this, and maybe someone more knowledgeable will correct this assumption of mine
* You can't check too much
* Check to see if any de-bonding has occurred before any sealing begins: you may need both SK-125A procedures and sealing
* A 13 watt energy saving bulb provides plenty of light and very low heat(to help protect the bonding), syringes are helpful for placement of both "A" and "B" viscosities. A paint brush helps with the "A"
* Paint thinner helps clean off the low adhesive flash
* I actually kind of enjoyed this, but not enough to do your plane.

Steve White Fuel Tank Repair

2009-03-19T11:46:45Z

Steve White:

[[Image:plane.jpg]]

On Jan3, 2006 I bought this 1974, 2-owner, AA-5 with 1441TT and 80hrs SMOH with HC. In the next 9 months my wife says that I tried to see how much money I could spend on the airplane. She was wrong, but not by much. We put on new alt, starter, vac pump, el fuel pump, all new hoses, tires, all DMA mods, RR cap, all antennas buried, Mitchell gauges, most instruments re-built, new transponder, new Sens prop - balanced also, paint, new interior, lots more, AND the right tank re-sealed. I was not involved in the re-sealing of the tank. Under the watchful oversight of my A&P - keeping everything legal, I replaced brakes, the Belleville washers, bearings, did new baffling, replaced the control bearings with the SS mod, re-rigged the control surfaces, replaced points and condenser/electronically timed the internal timing of the mags, re-installed the same, and on and on. I'm envious of [[User:Bob_Steward|Bob Steward]] and others who do this for a living. All this is to say, I really enjoy working on my plane. That is maybe I still do after twice into my fuel tank.

My A&P and I tackled it the first time, by the book. We did just as the 2 other fuel tank repair accountings: scraped forever and got everything super clean. This is the same tank that had been re-sealed just 2 yrs ago. None of the old material had been removed and the material we removed that was over the original sealer was the "low adhesive" material designated for usage on the access panels. There was a lot of gravel in this sealer. This sealing was done by a mechanic who no longer works at my AI's place. The mechanic took out the fuel sender unit. We worked together at night and then I worked alone for about a week at night and then he checked everything with flashlight and mirrors, we cleaned the tank and resealed with the 3207B(thick) sealer. Messy!! We checked the next night and saw places that seemed to need attention and resealed. I then checked the next night and even yet there was a place needing attention and resealed. He checked again and gave it his blessing. He let me re-install the fuel sender unit(new gasket, of course). I want to meet who ever designed those stupid grills that go on the outside of the bolts that hold the sender unit in. This job was never meant to be done. We filled the tank with 5 gal and left overnight and no leak, 5 more gal and still no leak. Then filled it and left overnight and a slight seep. I just couldn't believe it! I wasn't ready to go back in. I flew it for 3 months.

Armed with more information from [[User:Bob_Steward|Bob S.]], Garner, and Jeff Simon, the re-seal began. New equipment was used. A Milwaukee remote viewer, a web-cam/laptop, a dental spatula, and a hair drier greatly helped this process. They are pictured below:

[[Image:02-28-09_1657.jpg]]
[[Image:03-01-09_1445.jpg]]
[[Image:02-28-09_1610.jpg]]

1st, the access panels just wouldn't budge. I used the small pointed instrument to remove the external adhesive but that didn't seem to help.

[[Image:02-28-09_1623.jpg]]

Then I tried the dental spatula: no avail. I was afraid I'd tear up my panel. Drove home and got a hairdrier. I gently warmed the entire access panel to where it was warm but not hot and kept it warm for about 5 minutes. Then, I was able to ease the dental spatula under the panel. It works best at the beginning of the curvature of the panel. THIS IS A GOOD TECHNIQUE, IMO.

[IMG]http://img.photobucket.com/albums/v503/sewdds/03-01-09_1425.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1649.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1650.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1609.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1611.jpg[/IMG]

This was repeated 3 times - all panels off. The fuel sender unit was left in this time.

Now, I very carefully checked all bond seams by tapping with a 1/2 dollar. I checked under and over the wing. This takes time, or at least I took a lot of time. My plane has purple sealer. No bond seam failure seemed to be present.

The drop light:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80944.jpg[/IMG]

Now armed with the web-cam and a 13 watt energy saver bulb(produces very little heat) in a drop light, the inspection began. Was my A&P blind that night?!! Was I?!! No wonder it leaked. It all looked so good with the flashlight and mirror and so terrible with the drop light and web-cam and to a lesser degree of detail, the Milwaukee remote viewer. Look at these pictures of our "terrible" job.

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-77784.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78139.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78354.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78187.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78417.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78469.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78484.jpg[/IMG]

I had re-ordered type "B" 3207 and some more low adhesive sealer for the access panels. Also, I ordered some 3207 "A" , the low viscosity sealer like the factory used. I wish I had had it the first time. It will go into the other tank when that time comes.
I used much smaller syringes(dental impression syringes) to place the "A" viscosity sealer. I love this stuff in comparison to the type "B" sealer. It all stinks and stains. It is SO messy! I also used some type "B" sealer in a few areas and then coated with the type"A".
Next time : type "A" first, then "B" then "A". This will all be with inspections in-between each application.
Here's what it looked like after all this:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78361.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78347.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78296.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80874.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80903.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78177.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78248.jpg[/IMG]

As you can see, the web-cam shows a much different quality of sealing. We just couldn't see this with the mirrors/flashlights. Then, I let it cure for 1 day and re-placed the access plates and let it cure for 3 more days. No leaks. When the other tank starts to leak, I will tackle this again without dread. My A&P said that I don't have enough money to pay him to do this the way it was done. Actually, he would do it and do it well; but I'd hate to think what the cost would be. He said, he'd prefer us to do it again just like "we" did this time: me work, he check and approve and me work some more.
Here are a few finishing up photos:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-81850.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-84213.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-85835.jpg[/IMG]

Here are some misc pictures:
Outside of fuel sender unit: the bolts that hold it on:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78953.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78605.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78576.jpg[/IMG]

This fuel sender unit - inside the tank:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78390.jpg[/IMG]

The fuel scrubber line Bob S. can reach thru the fuel filler:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78306.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78118.jpg[/IMG]

The fuel screens:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-79615.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]

Though this is a picture taken a couple of years ago and before the "N"# change AND(I'm happy to say) a few extra pounds ago, this picture depicts how a pilot feels and a plane looks after the leak is fixed.
[IMG]http://img.photobucket.com/albums/v503/sewdds/untitled4.jpg[/IMG]

'''Summary of things I learned that haven't been mentioned previously:'''

* Hair drier helps immensely with removing access panels
* A web-cam/laptop is all the remote viewing I need
* Type "A" is easier for me to use 1st and third while type "B" would be used in-between.There may be good reasons to not do this, and maybe someone more knowledgeable will correct this assumption of mine
* You can't check too much
* Check to see if any de-bonding has occurred before and sealing begins: you may need both SK-125A procedures and sealing
* A 13 watt energy saving bulb provides plenty of light and very low heat(to help protect the bonding), syringes are helpful for placement of both "A" and "B" viscosities. A paint brush helps with the "A"
* Paint thinner helps clean off the low adhesive flash
* I actually kind of enjoyed this, but not enough to do your plane.

User:Steve White

2009-03-19T10:24:41Z

Steve White:

Steve White is a dentist who owns a blue,white and gold 1974 Traveler.
[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]

User:Steve White

2009-03-19T02:33:38Z

Steve White:

Steve White is a dentist who owns a blue,white and gold 1974 Traveler. It has a new "N" # since the picture, N749MC. The plane which has PF,Sens "tweeked" prop, HC,RR cap,all DMA speed mods,no steps,buried antenas,extensive aero clean-up,etc, normally flies appx 155 mph tas and climbs appx 1000'/min @ 115 ias with 2 people/full fuel. Travelers have potential.
[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]

User:Steve White

2009-03-19T02:20:41Z

Steve White:

For the past 3 1/2 years, I have read the GG, Bondline, and all the information available from the AYA. That is a lot of reading. In the packet from the AYA, there was a section on flying tips. One of these referenced using flaps on t/o. This isn't in the owner's manual(as we all know well) but has been often used/discussed through out the years. I fly 2 Travelers(stock 1973 and about as highly modified as possible 1974) and an 0320HC'd(I didn't want to get chastized for writing 160hp) AA-1B with DMA speed mods. I also flew(in the early and late 1970's respectively) a 1969 AA-1 with a cruise prop and a 1976 AA-1B. I gave the owner flying lessons in the AA-1 and general flying lessons in the AA-1B. The AA-1 was flown off a 2500' strip in the summer with 2 people and the other was flown off a 5500' strip also in summers(at 7M7 and West Mem,AR respectively). The usage of flaps in the AA-5s seemed to help very little in the 1974 and possibly somewhat more in the AA-5 stock, especially when near gross. The AA-1B didn't seem to be helped much at all with flaps.
In 1972, I was an inexperienced pilot and made some stupid mistakes. On a near 100 degree day, I got too far down the 2500' strip in the AA-1 to abort but didn't have the speed to t/o. A 15' ditch is at the end of the RW. In the last 500' of roll, my mind went into a hyper mode; and I lowered the miniscule flaps which helped the very low-lift AA-1 wing. The airplane wallowed off, gained speed in gnd effect going across the cotton field and eventually climbed at 100-200'/min. I landed and stayed on the ground. Later, I practiced more with the flap t/os in this cruise prop'd, hi time 0235, slick wing'd airplane. It really made a difference. I'd go with neutral controls until appx 55 mph ias, lower the flaps and apply gentle back pressure. This significantly decreased the t/o roll, in this plane. This became std procedure for the owner of this plane and me. He now owns the 1976 0320HC,AA-1B that is in the hanger between my AA-5 and the 1973 AA-5 mentioned above.
I doubt that I am the only one who used flaps in the original cruise prop'd 0235 AA-1s. I suspect this is where the entire flap/flap issue started. To me, the Ron Levy testing of flap effect on t/o roll was incomplete due to no stock AA-1 being tested also.

In summary, the usage of flaps has a significant effect on t/o for the original AA-1 with the stock engine/propellar. Likely many pilots discovered this thru word of mouth, being shown, or out of necessity. The extrapolation that this technique is beneficial to the AA-1a-c, and AA-5 series is questionable. Likely, the majority of Grumman pilots have not experienced the unique "flying" characteristics of the stock AA-1.
[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]

AA5

2009-03-18T01:29:29Z

Steve White:

The AA5 was manufactured from 1972 to 1975 by … in …, (and by …?). It was marketed as the Traveler.

{|border="1"
|+AA5 Serial Numbers
!Year
!First
!Last
|-
|1972||AA5-0001||AA5-0154
|-
|1973||AA5-0155||AA5-0405
|-
|1974||AA5-0406||AA5-0640
|-
|1975||AA5-0641||AA5-0834
|}

:

{|border="1"
|+Bondline Contributors Who Own or Fly AA5s
!Name
!Year
!SN
!N Number
!Handle
!City
!Country
!Notes
|-
|[[User:johnbunker|John Bunker]]||1972||AA5-0038||N5838L||38 Lima||San Jose, CA||USA||Red
|-
|Larry Lymburner||1973||AA5-0207||N5798L||||Lehigh Acres FL||USA||Number originally assigned to an AA1 which went to Canada
|-
|[[User:Robyn Edwards|Robyn Edwards]]||1973||AA5-0282||VH-ETT||bETTy||Perth, WA||Australia|| [http://vk6xre.waus.net/vh-ett bETTy's web page]
|-
|[[User:tprevost|Tom Prevost]]||1975||AA5-0672||N67TP||67 TP||Frederick, MD||USA||Formerly N7172L
|-
|[[User:jimcantrell|Jim Cantrell]]||1975||AA5-0697||N7197L||97 Lima||Jackson, MS||USA||Refurbishing
|-
|[[User:n5819l|Bob Salman]]||1972||AA5-0219||N5819L||19 Lima||Gilmer, GA||USA||Red/white/blue
|-
|Loy Rickman||1972||AA5-0066||N5866L||Sixty-Six Lima||Sunrise Beach, MO||USA||Pepsi Blue over Imron Cream. Original paint pattern
|-
|Steve Davis||1974||AA5-0624||N7124L||24 Lima||Bakersfield, Ca||USA||Blue Cowl w/red strips over white body
|-
|Steve White||1974||AA5-0626||N749MC|| 9MC||Piggott,AR||USA||PF,HC,SENS,DMA MODS
|-
|}

Steve White Fuel Tank Repair

2009-03-18T01:16:57Z

Steve White:

[IMG]http://img.photobucket.com/albums/v503/sewdds/plane.jpg[/IMG]

On Jan3, 2006 I bought this 1974, 2-owner, AA-5 with 1441TT and 80hrs SMOH with HC. In the next 9 months my wife says that I tried to see how much money I could spend on the airplane. She was wrong, but not by much. We put on new alt, starter, vac pump, el fuel pump, all new hoses, tires, all DMA mods, RR cap, all antennas buried, Mitchell gauges, most instruments re-built, new transponder, new Sens prop - balanced also, paint, new interior, lots more, AND the right tank re-sealed. I was not involved in the re-sealing of the tank. Under the watchful oversight of my A&P - keeping everything legal, I replaced brakes, the Belleville washers, bearings, did new baffling, replaced the control bearings with the SS mod, re-rigged the control surfaces, replaced points and condenser/electronically timed the internal timing of the mags, re-installed the same, and on and on. I'm envious of [[User:Bob_Steward|Bob Steward]] and others who do this for a living. All this is to say, I really enjoy working on my plane. That is maybe I still do after twice into my fuel tank.

My A&P and I tackled it the first time, by the book. We did just as the 2 other fuel tank repair accountings: scraped forever and got everything super clean. This is the same tank that had been re-sealed just 2 yrs ago. None of the old material had been removed and the material we removed that was over the original sealer was the "low adhesive" material designated for usage on the access panels. There was a lot of gravel in this sealer. This sealing was done by a mechanic who no longer works at my AI's place. The mechanic took out the fuel sender unit. We worked together at night and then I worked alone for about a week at night and then he checked everything with flashlight and mirrors, we cleaned the tank and resealed with the 3207B(thick) sealer. Messy!! We checked the next night and saw places that seemed to need attention and resealed. I then checked the next night and even yet there was a place needing attention and resealed. He checked again and gave it his blessing. He let me re-install the fuel sender unit(new gasket, of course). I want to meet who ever designed those stupid grills that go on the outside of the bolts that hold the sender unit in. This job was never meant to be done. We filled the tank with 5 gal and left overnight and no leak, 5 more gal and still no leak. Then filled it and left overnight and a slight seep. I just couldn't believe it! I wasn't ready to go back in. I flew it for 3 months.

Armed with more information from [[User:Bob_Steward|Bob S.]], Garner, and Jeff Simon, the re-seal began. New equipment was used. A Milwaukee remote viewer, a web-cam/laptop, a dental spatula, and a hair drier greatly helped this process. They are pictured below:

[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1657.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/03-01-09_1445.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1610.jpg[/IMG]

1st, the access panels just wouldn't budge. I used the small pointed instrument to remove the external adhesive but that didn't seem to help.

[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1623.jpg[/IMG]

Then I tried the dental spatula: no avail. I was afraid I'd tear up my panel. Drove home and got a hairdrier. I gently warmed the entire access panel to where it was warm but not hot and kept it warm for about 5 minutes. Then, I was able to ease the dental spatula under the panel. It works best at the beginning of the curvature of the panel. THIS IS A GOOD TECHNIQUE, IMO.

[IMG]http://img.photobucket.com/albums/v503/sewdds/03-01-09_1425.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1649.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1650.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1609.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1611.jpg[/IMG]

This was repeated 3 times - all panels off. The fuel sender unit was left in this time.

Now, I very carefully checked all bond seams by tapping with a 1/2 dollar. I checked under and over the wing. This takes time, or at least I took a lot of time. My plane has purple sealer. No bond seam failure seemed to be present.

The drop light:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80944.jpg[/IMG]

Now armed with the web-cam and a 13 watt energy saver bulb(produces very little heat) in a drop light, the inspection began. Was my A&P blind that night?!! Was I?!! No wonder it leaked. It all looked so good with the flashlight and mirror and so terrible with the drop light and web-cam and to a lesser degree of detail, the Milwaukee remote viewer. Look at these pictures of our "terrible" job.

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-77784.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78139.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78354.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78187.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78417.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78469.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78484.jpg[/IMG]

I had re-ordered type "B" 3207 and some more low adhesive sealer for the access panels. Also, I ordered some 3207 "A" , the low viscosity sealer like the factory used. I wish I had had it the first time. It will go into the other tank when that time comes.
I used much smaller syringes(dental impression syringes) to place the "A" viscosity sealer. I love this stuff in comparison to the type "B" sealer. It all stinks and stains. It is SO messy! I also used some type "B" sealer in a few areas and then coated with the type"A".
Next time : type "A" first, then "B" then "A". This will all be with inspections in-between each application.
Here's what it looked like after all this:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78361.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78347.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78296.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80874.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80903.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78177.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78248.jpg[/IMG]

As you can see, the web-cam shows a much different quality of sealing. We just couldn't see this with the mirrors/flashlights. Then, I let it cure for 1 day and re-placed the access plates and let it cure for 3 more days. No leaks. When the other tank starts to leak, I will tackle this again without dread. My A&P said that I don't have enough money to pay him to do this the way it was done. Actually, he would do it and do it well; but I'd hate to think what the cost would be. He said, he'd prefer us to do it again just like "we" did this time: me work, he check and approve and me work some more.
Here are a few finishing up photos:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-81850.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-84213.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-85835.jpg[/IMG]

Here are some misc pictures:
Outside of fuel sender unit: the bolts that hold it on:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78953.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78605.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78576.jpg[/IMG]

This fuel sender unit - inside the tank:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78390.jpg[/IMG]

The fuel scrubber line Bob S. can reach thru the fuel filler:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78306.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78118.jpg[/IMG]

The fuel screens:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-79615.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]

Summary of things I learned that haven't been mentioned previously: 1) hair drier helps immensely with removing access panels, 2) web-cam/laptop is all the remote viewing I need, 3) type "A" is easier for me to use 1st and third while type"B" would be used in-between. There may be good reasons to not do this, and maybe someone more knowlable will correct this assumption of mine, 4) you can't check too much, 5) check to see if any de-bonding has occurred before and sealing begins: you man need both SK-125A procedures and sealing, 6) a 13 watt energy saving bulb provides plenty of light and very low heat(to help protect the bonding), syringes are helpful for placement of both "A" and "B" viscosities. A paint brush helps with the "A", 7) paint thinner helps clean off the low adhesive flash, 8) I actually kind of enjoyed this, but not enough to do your plane.

Talk:Steve White Fuel Tank Repair

2009-03-18T00:52:36Z

Steve White: Removing all content from page

Talk:Steve White Fuel Tank Repair

2009-03-17T02:47:48Z

Steve White:

[IMG]http://img.photobucket.com/albums/v503/sewdds/plane.jpg[/IMG]

On Jan3, 2006 I bought this 1974, 2-owner, AA-5 with 1441TT and 80hrs SMOH with HC. In the next 9 months my wife says that I tried to see how much money I could spend on the airplane. She was wrong, but not by much. We put on new alt,starter,vac pump,el fuel pump,all new hoses, tires,all DMA mods,RR cap,all antennas buried,Mitchell gauges,most instruments re-built,new transponder,new Sens prop - balanced also, paint,new interior,lots more, AND the right tank re-sealed.I was not involved in the re-sealing of the tank. Under the watchful oversight of my A&P - keeping everything legal, I replaced brakes, the Belleville washers,bearings,did new baffling,replaced the control bearings with the SS mod,re-rigged the control surfaces,replaced pts and condenser/electronically timed the internal timing of the mags, re-installed the same, and on and on. I'm envious of Bob Steward and others who do this for a living. All this is to say, I really enjoy working on my plane. That is maybe I still do after twice into my fuel tank.
My A&P and I tackled it the first time, by the book. We did just as the 2 other fuel tank repair accountings: scraped forever and got everything super clean. This is the same tank that had been re-sealed just 2 yrs ago. None of the old material had been removed and the material we removed that was over the original sealer was the "low adhesive" material designated for usage on the access panels. There was a lot of gravel in this sealer. This sealing was done by a mechanic who no longer works at my A&I's place. The mechanic took out the fuel sender unit. We worked together at night and then I worked alone for about a week at night and then he checked everything with flashlight and mirrors, we cleaned the tank and resealed with the 3207B(thick) sealer. Messy!! We checked the next night and saw places that seemed to need attention and resealed. I then checked the next night and even yet there was a place needing attention and resealed. He checked again and gave it his blessing. He let me re-install the fuel sender unit(new gasket, of course). I want to meet who ever designed those stupid grills that go on the outside of the bolts that hold the sender unit in. This job was never meant to be done. We filled the tank with 5 gal and left overnight and no leak, 5 more gal and still no leak. Then filled it and left overnight and a slight seep. I just couldn't believe it! I wasn't ready to go back in. I flew it for 3 months.

Armed with more information from Bob S, Garner, and Jeff Simon, the re-seal began. New equipment was used. A Milwaukee remote viewer, a web-cam/laptop, a dental spatula, and a hair drier greatly helped this process. They are pictured below:

[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1657.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/03-01-09_1445.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1610.jpg[/IMG]

1st, the access panels just wouldn't budge. I used the small pointed instrument to remove the external adhesive but that didn't seem to help.

[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1623.jpg[/IMG]

Then I tried the dental spatula: no avail. I was afraid I'd tear up my panel. Drove home and got a hairdrier. I gently warmed the entire access panel to where it was warm but not hot and kept it warm for about 5 minutes. Then, I was able to ease the dental spatula under the panel. It works best at the beginning of the curvature of the panel. THIS IS A GOOD TECHNIQUE, IMO.

[IMG]http://img.photobucket.com/albums/v503/sewdds/03-01-09_1425.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1649.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1650.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1609.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/02-28-09_1611.jpg[/IMG]

This was repeated 3 times - all panels off. The fuel sender unit was left in this time.

Now, I very carefully checked all bond seams by tapping with a 1/2 dollar. I checked under and over the wing. This takes time, or at least I took a lot of time. My plane has purple sealer. No bond seam failure seemed to be present.

The drop light:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80944.jpg[/IMG]

Now armed with the web-cam and a 13 watt energy saver bulb(produces very little heat) in a drop light, the inspection began. Was my A&P blind that night?!! Was I?!! No wonder it leaked. It all looked so good with the flashlight and mirror and so terrible with the drop light and web-cam and to a lesser degree of detail, the Milwaukee remote viewer. Look at these pictures of our "terrible" job.

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-77784.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78139.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78354.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78187.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78417.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78469.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78484.jpg[/IMG]

I had re-ordered type "B" 3207 and some more low adhesive sealer for the access panels. Also, I ordered some 3207 "A" , the low viscosity sealer like the factory used. I wish I had had it the first time. It will go into the other tank when that time comes.
I used much smaller syringes(dental impression syringes) to place the "A" viscosity sealer. I love this stuff in comparison to the type "B" sealer. It all stinks and stains. It is SO messy! I also used some type "B" sealer in a few areas and then coated with the type"A".
Next time : type "A" first, then "B" then "A". This will all be with inspections in-between each application.
Here's what it looked like after all this:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78361.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78347.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78296.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80874.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80903.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78177.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78248.jpg[/IMG]

As you can see, the web-cam shows a much different quality of sealing. We just couldn't see this with the mirrors/flashlights. Then, I let it cure for 1 day and re-placed the access plates and let it cure for 3 more days. No leaks. When the other tank starts to leak, I will tackle this again without dread. My A&P said that I don't have enough money to pay him to do this the way it was done. Actually, he would do it and do it well; but I'd hate to think what the cost would be. He said, he'd prefer us to do it again just like "we" did this time: me work, he check and approve and me work some more.
Here are a few finishing up photos:

[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-81850.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-84213.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-85835.jpg[/IMG]

Here are some misc pictures:
Outside of fuel sender unit: the bolts that hold it on:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78953.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78605.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78576.jpg[/IMG]

This fuel sender unit - inside the tank:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78390.jpg[/IMG]

The fuel scrubber line Bob S. can reach thru the fuel filler:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-04-78306.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-78118.jpg[/IMG]

The fuel screens:
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-79615.jpg[/IMG]
[IMG]http://img.photobucket.com/albums/v503/sewdds/2009-04-01-80799.jpg[/IMG]

Summary of things I learned that haven't been mentioned previously: 1) hair drier helps immensely with removing access panels, 2) web-cam/laptop is all the remote viewing I need, 3) type "A" is easier for me to use 1st and third while type"B" would be used in-between. There may be good reasons to not do this, and maybe someone more knowlable will correct this assumption of mine, 4) you can't check too much, 5) check to see if any de-bonding has occurred before and sealing begins: you man need both SK-121 procedures and sealing, 6) a 13 watt energy saving bulb provides plenty of light and very low heat(to help protect the bonding), syringes are helpful for placement of both "A" and "B" viscosities. A paint brush helps with the "A", 7) paint thinner helps clean off the low adhesive flash, 8) I actually kind of enjoyed this, but not enough to do your plane.

Talk:Steve White Fuel Tank Repair

2009-03-16T00:42:44Z

Steve White:

I plan to have the full discussion/pictures posted during the 3rd week-end of March, 2009.

User:Steve White

2009-03-15T12:19:36Z

Steve White:

User:Steve White

2009-03-15T01:07:59Z

Steve White:

For the past 3 1/2 years, I have read the GG, Bondline, and all the information available from the AYA. That is a lot of reading. In the packet from the AYA, there was a section on flying tips. One of these referenced using flaps on t/o. This isn't in the owner's manual(as we all know well) but has been often used/discussed through out the years. I fly 2 Travelers(stock 1973 and about as highly modified as possible 1974) and an 0320HC'd(I didn't want to get chastized for writing 160hp) AA-1B with DMA speed mods. I also flew(in the early and late 1970's respectively) a 1969 AA-1 with a cruise prop and a 1976 AA-1B. I gave the owner flying lessons in the AA-1 and general flying lessons in the AA-1B. The AA-1 was flown off a 2500' strip in the summer with 2 people and the other was flown off a 5500' strip also in summers(at 7M7 and West Mem,AR respectively). The usage of flaps in the AA-5s seemed to help very little in the 1974 and possibly somewhat more in the AA-5 stock, especially when near gross. The AA-1B didn't seem to be helped much at all with flaps.
In 1972, I was an inexperienced pilot and made some stupid mistakes. On a near 100 degree day, I got too far down the 2500' strip in the AA-1 to abort but didn't have the speed to t/o. A 15' ditch is at the end of the RW. In the last 500' of roll, my mind went into a hyper mode; and I lowered the miniscule flaps which helped the very low-lift AA-1 wing. The airplane wallowed off, gained speed in gnd effect going across the cotton field and eventually climbed at 100-200'/min. I landed and stayed on the ground. Later, I practiced more with the flap t/os in this cruise prop'd, hi time 0235, slick wing'd airplane. It really made a difference. I'd go with neutral controls until appx 55 mph ias, lower the flaps and apply gentle back pressure. This significantly decreased the t/o roll, in this plane. This became std procedure for the owner of this plane and me. He now owns the 1976 0320HC,AA-1B that is in the hanger between my AA-5 and the 1973 AA-5 mentioned above.
Summary: I doubt that I am the only one who used flaps in the original cruise prop'd 0235 AA-1s. I suspect this is where the entire flap/flap issue started. To me, the Ron Levy testing of flap effect on t/o roll was incomplete due to no stock AA-1 being tested also.

User:Steve White

2009-03-15T01:03:01Z

Steve White:

For the past 3 1/2 years, I have read the GG, Bondline, and all the information available from the AYA. That is a lot of reading. In the packet from the AYA, there was a section on flying tips. One of these referenced using flaps on t/o. This isn't in the owner's manual(as we all know well) but has been often used/discussed through out the years. I fly 2 Travelers(stock 1973 and about as highly modified as possible 1974) and an 0320HC'd(I didn't want to get chastized for writing 160hp) AA-1B with DMA speed mods. I also flew(in the early and late 1970's respectively) a 1969 AA-1 with a cruise prop and a 1976 AA-1B. I gave the owner flying lessons in the AA-1 and general flying lessons in the AA-1B. The AA-1 was flown off a 2500' strip in the summer with 2 people and the other was flown off a 5500' strip also in summers(at 7M7 and West Mem,AR respectively). The usage of flaps in the AA-5s seemed to help very little in the 1974 and possibly somewhat more in the AA-5 stock, especially when near gross. The AA-1B didn't seem to be helped much at all with flaps.
In 1972, I was an inexperienced pilot and made some stupid mistakes. On a near 100 degree day, I got too far down the 2500' strip in the AA-1 to abort but didn't have the speed to t/o. A 15' ditch is at the end of the RW. In the last 500' of roll, my mind went into a hyper mode; and I lowered the miniscule flaps which helped the very low-lift AA-1 wing. The airplane wallowed off, gained speed in gnd effect going across the cotton field and eventually climbed at 100-200'/min. I landed and stayed on the ground. Later, I practiced more with the flap t/os in this cruise prop'd, hi time 0235, slick wing'd airplane. It really made a difference. I'd go with neutral controls until appx 55 mph ias, lower the flaps and apply gentle back pressure. This significantly decreased the t/o roll, in this plane. This became std procedure for the owner of this plane and me. He now owns the 1976 0320HC,AA-1B that is in the hanger between my AA-5 and the 1973 AA-5 mentioned above.
Summary: I doubt that I am the only one who used flaps in the original cruise prop'd 0235 AA-1s. I suspect this is where the entire flap/flap issue started. To me, the Ron Levy testing of flap effect on t/o roll was incomplete due to no stock AA-1 being tested also.

[[http://smg.photobucket.com/albums/v503/sewdds/?newest=1]]

File:2009-04-01-77609.jpg

2009-03-15T00:56:31Z

Steve White:

File:02-28-09 1608.jpg

2009-03-15T00:55:03Z

Steve White:

User:Steve White

2009-03-14T21:25:10Z

Steve White: Flap Flap

For the past 3 1/2 years, I have read the GG, Bondline, and all the information available from the AYA. That is a lot of reading. In the packet from the AYA, there was a section on flying tips. One of these referenced using flaps on t/o. This isn't in the owner's manual(as we all know well) but has been often used/discussed through out the years. I fly 2 Travelers(stock 1973 and about as highly modified as possible 1974) and an 0320HC'd(I didn't want to get chastized for writing 160hp) AA-1B with DMA speed mods. I also flew(in the early and late 1970's respectively) a 1969 AA-1 with a cruise prop and a 1976 AA-1B. I gave the owner flying lessons in the AA-1 and general flying lessons in the AA-1B. The AA-1 was flown off a 2500' strip in the summer with 2 people and the other was flown off a 5500' strip also in summers(at 7M7 and West Mem,AR respectively). The usage of flaps in the AA-5s seemed to help very little in the 1974 and possibly somewhat more in the AA-5 stock, especially when near gross. The AA-1B didn't seem to be helped much at all with flaps.
In 1972, I was an inexperienced pilot and made some stupid mistakes. On a near 100 degree day, I got too far down the 2500' strip in the AA-1 to abort but didn't have the speed to t/o. A 15' ditch is at the end of the RW. In the last 500' of roll, my mind went into a hyper mode; and I lowered the miniscule flaps which helped the very low-lift AA-1 wing. The airplane wallowed off, gained speed in gnd effect going across the cotton field and eventually climbed at 100-200'/min. I landed and stayed on the ground. Later, I practiced more with the flap t/os in this cruise prop'd, hi time 0235, slick wing'd airplane. It really made a difference. I'd go with neutral controls until appx 55 mph ias, lower the flaps and apply gentle back pressure. This significantly decreased the t/o roll, in this plane. This became std procedure for the owner of this plane and me. He now owns the 1976 0320HC,AA-1B that is in the hanger between my AA-5 and the 1973 AA-5 mentioned above.
Summary: I doubt that I am the only one who used flaps in the original cruise prop'd 0235 AA-1s. I suspect this is where the entire flap/flap issue started. To me, the Ron Levy testing of flap effect on t/o roll was incomplete due to no stock AA-1 being tested also.

Talk:Steve White Fuel Tank Repair

2009-03-06T15:52:08Z

Steve White: New page: I plan to have the full discussion/pictures posted during the 2nd week-end of March, 2009.

I plan to have the full discussion/pictures posted during the 2nd week-end of March, 2009.

AA5

2008-01-05T16:14:45Z

Steve White:

The AA5 was manufactured from 1972 to 1975 by … in …, (and by …?). It was marketed as the Traveler.

{|border="1"
|+AA5 Serial Numbers
!Year
!First
!Last
|-
|1972||AA5-0001||AA5-0154
|-
|1973||AA5-0155||AA5-0405
|-
|1974||AA5-0406||AA5-xxxx
|-
|1975||AA5-0xxx||AA5-0834
|}

:

{|border="1"
|+Bondline Contributors Who Own or Fly AA5s
!Name
!Year
!SN
!N Number
!Handle
!City
!Country
!Notes
|-
|[[User:johnbunker|John Bunker]]||1972||AA5-0038||N5838L||38 Lima||San Jose, CA||USA||Red
|-
|Larry Lymburner||1973||AA5-0207||N5798L||||Lehigh Acres FL||USA||Number originally assigned to an AA1 which went to Canada
|-
|[[User:Robyn Edwards|Robyn Edwards]]||1973||AA5-0282||VH-ETT||bETTy||Perth, WA||Australia|| [http://vk6xre.waus.net/vh-ett bETTy's web page]
|-
|[[User:tprevost|Tom Prevost]]||1975||AA5-0672||N67TP||67 TP||Frederick, MD||USA||Formerly N7172L
|-
|[[User:jimcantrell|Jim Cantrell]]||1975||AA5-0697||N7197L||97 Lima||Jackson, MS||USA||Refurbishing
|-
|[[User:n5819l|Bob Salman]]||1972||AA5-0219||N5819L||19 Lima||Gilmer, GA||USA||Red/white/blue
|-
|Loy Rickman||1972||AA5-0066||N5866L||Sixty-Six Lima||Sunrise Beach, MO||USA||Pepsi Blue over Imron Cream. Original paint pattern
|-
|Steve Davis||1974||AA5-0624||N7124L||24 Lima||Bakersfield, Ca||USA||Blue Cowl w/red strips over white body
|-
|Steve White||1974||AA5-0626||N749MC||749MC||Piggott,AR||USA||PF,HC,SENS,DMA MODS
|-
|}