Fuel Tank Leaks - Revision history

Bluejay at 23:03, 12 January 2013

2013-01-12T23:03:55Z

← Older revision		Revision as of 23:03, 12 January 2013
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	== Grumman Owner's Leak Repair Stories ==		== Grumman Owner's Leak Repair Stories ==

	[http://www.bondline.org/index.php/User:Bluejay_Adametz Bluejay Adametz] has constructed a [http://~~web~~.~~prtcnet.com/~bluejay~~/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline. Bluejay reports that it's been ~~over a year~~ since the resealing, and it is not leaking, so he thinks he was successful in repairing his tank.		[http://www.bondline.org/index.php/User:Bluejay_Adametz Bluejay Adametz] has constructed a [http://wildcorvid.org/tankrepair web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline. Bluejay reports that it's been 10 years since the resealing, and it is not leaking, so he thinks he was successful in repairing his tank.

	----		----

Bob Hodo at 03:37, 28 October 2010

2010-10-28T03:37:12Z

← Older revision		Revision as of 03:37, 28 October 2010
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	'''Mechanical Difficulty:''' [[Image:wrench.jpg]] '''-''' [[Image:wrench2.jpg]]		'''Mechanical Difficulty:''' [[Image:wrench.jpg]] '''-''' [[Image:wrench2.jpg]]

	On 72-78 AA-5x the fuel cap has a "scupper" that catches spilled fuel, rain water, etc. and drains it. This depressed aluminum ring around the cap allows the cap to sit flush with the top wing skin for less drag. The scupper has a 1/4" aluminum tube welded to the bottom to act as a drain. The bottom of the fuel tank has an aluminum block with a matching 1/4" aluminum tube rising from it. This bottom tube creates a "standpipe" that prevents the loss of most of the fuel in the tank should the short section of rubber hose that connects the 2 tubes deteriorate.		On 72-78 AA-5x the fuel cap has a "scupper" that catches spilled fuel, rain water, etc. and drains it. This depressed aluminum ring around the cap allows the cap to sit flush with the top wing skin for less drag. The scupper has a 1/4" aluminum tube welded to the bottom to act as a drain. The bottom of the fuel tank has an aluminum block with a matching 1/4" aluminum tube rising from it. This bottom tube creates a "standpipe" that prevents the loss of most of the fuel in the tank should the short section of rubber hose that connects the 2 tubes deteriorate.
			[[Image:scupper.jpg \|thumbnail\|]]

	A common problem on these planes is fuel leaking from the scupper drain, and water in the fuel tank sump. Both are symptoms of the rubber hose leaking.		A common problem on these planes is fuel leaking from the scupper drain, and water in the fuel tank sump. Both are symptoms of the rubber hose leaking.

Bob Steward: Updated links for Roger Rucker's fuel tank repair

2009-02-16T18:19:14Z

Updated links for Roger Rucker's fuel tank repair

← Older revision		Revision as of 18:19, 16 February 2009
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	----		----

	[~~http://www.bondline.org/index.php/~~User:Roger_Rucker Roger Rucker] has resealed his fuel tank with assistance and supervision of an A&P friend after multiple unsuccessful attempts by another shop. [~~http://www.bondline.org/index.php/User:Roger_Rucker~~ He shares his story with us.]		[[User:Roger_Rucker\|Roger Rucker]] has resealed his fuel tank with assistance and supervision of an A&P friend after multiple unsuccessful attempts by another shop. [[Roger_Rucker_Fuel_Tank_Repair\|He shares his story with us.]]

Bob Steward: /* Grumman Owner's Leak Repair Stories */

2009-01-28T18:02:49Z

Grumman Owner's Leak Repair Stories

@@ Line 67: / Line 67: @@
 == Grumman Owner's Leak Repair Stories ==
-Bluejay Adametz has constructed a [http://web.prtcnet.com/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.
+[http://www.bondline.org/index.php/User:Bluejay_Adametz Bluejay Adametz] has constructed a [http://web.prtcnet.com/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.  Bluejay reports that it's been over a year since the resealing, and it is not leaking, so he thinks he was successful in repairing his tank.
-Me? I'm Bluejay Adametz, and I've owned the subject Tiger since 1986 (with a little help from a bank). I've also been an A&P mechanic since 1992, which is real handy if you own an airplane. Someday I hope that the money I save by doing my own work will exceed the cost of the schooling, books, and tools.
+----
-During the 2002 annual of my 1979 Tiger, we discovered the telltale signs of a fuel leak in the area of the outboard tank rib in the left wing. Examination of the plumbing, bonding and the area around the spar led directly to that dreaded conclusion: my wet wing wasn't wet just on the inside anymore.
+[http://www.bondline.org/index.php/User:Roger_Rucker Roger Rucker] has resealed his fuel tank with assistance and supervision of an A&P friend after multiple unsuccessful attempts by another shop.  [http://www.bondline.org/index.php/User:Roger_Rucker He shares his story with us.]
-I considered several possibilities. While I've been around Grummans for many years, maintaining my own Tiger and various Grummans belonging to friends, I don't consider myself to be an especially gifted mechanic. Then again, I am licensed to do this sort of thing, and the biggest risk would be the cost of my own labor if my repair didn't work out and I ended up sending the job to the experts.
+----
 == Some hints on working with the sealer ==

Bob Steward: /* Grumman Owner's Leak Repair Stories */

2009-01-28T17:45:52Z

Grumman Owner's Leak Repair Stories

← Older revision		Revision as of 17:45, 28 January 2009
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	I recommend a liberal coating of [http://www.aircraftspruce.com/catalog/cspages/ezturnlube.php Parker Fuel Lube] on the tank side of the rib where the o-ring seats, on the o-ring, the inside of the special washer, and on the inboard side of the nut that slides on the washer and o-ring. This lets everything move smoothly without binding or scuffing the o-ring.		I recommend a liberal coating of [http://www.aircraftspruce.com/catalog/cspages/ezturnlube.php Parker Fuel Lube] on the tank side of the rib where the o-ring seats, on the o-ring, the inside of the special washer, and on the inboard side of the nut that slides on the washer and o-ring. This lets everything move smoothly without binding or scuffing the o-ring.

	== A Grumman Owner's ~~Story~~ ==		== Grumman Owner's Leak Repair Stories ==

	Bluejay Adametz has constructed a [http://web.prtcnet.com/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.		Bluejay Adametz has constructed a [http://web.prtcnet.com/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.

Az gila at 06:52, 17 May 2008

2008-05-17T06:52:33Z

← Older revision		Revision as of 06:52, 17 May 2008
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	* Paper towels are not the best for cleaning, use the old sheet squares.		* Paper towels are not the best for cleaning, use the old sheet squares.

	* Popsicle sticks and tongue depressors came cheaply in packs of 100 from Wal-Mart - they are called Craft Sticks and are in the Crafts section. ~~they~~ also have a narrower and thicker stick that you might find useful.		* Popsicle sticks and tongue depressors came cheaply in packs of 100 from Wal-Mart - they are called Craft Sticks and are in the Crafts section. They also have a narrower and thicker stick that you might find useful.

Az gila at 06:51, 17 May 2008

2008-05-17T06:51:02Z

← Older revision		Revision as of 06:51, 17 May 2008
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	Bluejay reports that it's been over a year since the resealing, and it is not leaking, so he thinks he was successful in repairing his tank.		Bluejay reports that it's been over a year since the resealing, and it is not leaking, so he thinks he was successful in repairing his tank.

			== Some hints on working with the sealer ==

			Ask an RV builder how he did his tanks and get some help...

			Some items that will help the job go better...

			* Use a digital scale calibrated in grams (cheap at Harbor Freight) to measure by weight - 10 to 1 is the correct ratio.

			* Batches of 30 grams or more seem the best to handle.

			* Syringes work great, but some of them have too small a hole. Drill out the hole to 1/8 and it will be much easier to dispense.

			* Small paper cups are not usually strong enough to handle the mixing action - strong plastic cups are better, and again, the auto paint store has good ones. Cheap plastic cups will melt in MEK.

			* Buy good, thin gloves that are resistant to MEK - I found the best at the local auto paint dealer (Harbor Freight is '''not''' good for this)

			* Get a push top dispenser (like your wife uses for cream) and fill it with MEK for cleaning.

			* Cut an old sheet in to lots of 3 inch squares. Use these for cleaning after wetting them with MEK from the dispenser. Then instantly throw them away, since cleaning cloths can spread sticky stuff more than they clean. Use a square to wipe your gloves when they get Sealer on them.

			* Paper towels are not the best for cleaning, use the old sheet squares.

			* Popsicle sticks and tongue depressors came cheaply in packs of 100 from Wal-Mart - they are called Craft Sticks and are in the Crafts section. they also have a narrower and thicker stick that you might find useful.

Bob Steward: /* Introduction */

2008-05-13T09:32:46Z

Introduction

← Older revision		Revision as of 09:32, 13 May 2008
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	On the AA-1x series there are only 4 possible leak points from the wing spar tanks. Each end of the spar tube has a machined aluminum plug with an O-ring in a groove around the outside of the plug. The outboard plug is secured in place with 4 AN3 bolts which have special washers known as [http://www.gen-aircraft-hardware.com/stat-o-seal.asp "Stat-o-seals"]. The inboard plug is secured in place with either 1 or 2 AN3 bolts, depending on the year model. The same Stat-o-seals are used on the bolts at the inboard end. Deterioration of the O-rings or the rubber covered Stat-o-seals can result in leaks. At the inboard end of the spar tank a block of aluminum is bonded on the bottom of the spar and a hole through the spar and the bonded block allow for draining the sump. A short section of 1/4" rubber hose leads from the bonded block to a cast fitting and the drain valve. This hose can fail and leak the entire contents of the tank.		On the AA-1x series there are only 4 possible leak points from the wing spar tanks. Each end of the spar tube has a machined aluminum plug with an O-ring in a groove around the outside of the plug. The outboard plug is secured in place with 4 AN3 bolts which have special washers known as [http://www.gen-aircraft-hardware.com/stat-o-seal.asp "Stat-o-seals"]. The inboard plug is secured in place with either 1 or 2 AN3 bolts, depending on the year model. The same Stat-o-seals are used on the bolts at the inboard end. Deterioration of the O-rings or the rubber covered Stat-o-seals can result in leaks. At the inboard end of the spar tank a block of aluminum is bonded on the bottom of the spar and a hole through the spar and the bonded block allow for draining the sump. A short section of 1/4" rubber hose leads from the bonded block to a cast fitting and the drain valve. This hose can fail and leak the entire contents of the tank.

	On the AA-5x series there are 4 access panels on the bottom of each wing that are sealed with a special "low adhesion" sealant such as FlameMaster ~~CS3300B~~ or Desoto/PRC PR1428B. There has been an [http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/DCA089D17D5FBD8E862569AF00767BF2?OpenDocument AD on the sealant used by the factory], and it is normal to require periodic re-sealing of the access covers. The wing ribs have a hole that is slightly larger than the wing spar tube. This leaves a gap of 1/16"-3/32" between the rib and the spar tube that the factory filled with a fillet of sealant. After 30+ years that fillet of sealant may leak as the wing flexes and stretches the sealant. The perimeter of the tank along all the bonded joints has been known to leak in the event of an incomplete bonded section or in the case of the purple glue on the late 74 through early 76 models, at areas of debonding. The fuel level sender on the inboard rib of the tank has a rubber gasket that deteriorates with age and can leak. The tank vent tube comes out both ends of the tank and can leak at the inboard end where some models have a section of rubber hose that connects to the next length of aluminum tubing. The AA-5x series can have tank leaks at the access covers, around the inboard and outboard spar to rib joint, at the fuel level sender gasket, the fuel pickup fittings and at bonded joints that are incomplete or failing. It's no wonder that the AA-5x have many more fuel leak problems than the AA-1x.		On the AA-5x series there are 4 access panels on the bottom of each wing that are sealed with a special "low adhesion" sealant such as FlameMaster CS3330B or Desoto/PRC PR1428B. There has been an [http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/DCA089D17D5FBD8E862569AF00767BF2?OpenDocument AD on the sealant used by the factory], and it is normal to require periodic re-sealing of the access covers. The wing ribs have a hole that is slightly larger than the wing spar tube. This leaves a gap of 1/16"-3/32" between the rib and the spar tube that the factory filled with a fillet of sealant. After 30+ years that fillet of sealant may leak as the wing flexes and stretches the sealant. The perimeter of the tank along all the bonded joints has been known to leak in the event of an incomplete bonded section or in the case of the purple glue on the late 74 through early 76 models, at areas of debonding. The fuel level sender on the inboard rib of the tank has a rubber gasket that deteriorates with age and can leak. The tank vent tube comes out both ends of the tank and can leak at the inboard end where some models have a section of rubber hose that connects to the next length of aluminum tubing. The AA-5x series can have tank leaks at the access covers, around the inboard and outboard spar to rib joint, at the fuel level sender gasket, the fuel pickup fittings and at bonded joints that are incomplete or failing. It's no wonder that the AA-5x have many more fuel leak problems than the AA-1x.

	== Find the source ==		== Find the source ==

Bluejay: /* A Grumman Owner's Story */

2008-05-12T22:43:04Z

A Grumman Owner's Story

Jbowman90: Removed superfluous introductory heading, replaced manual formatting with standard wiki markup, edited layout for cleaner section headings

2008-03-01T07:44:41Z

Removed superfluous introductory heading, replaced manual formatting with standard wiki markup, edited layout for cleaner section headings

← Older revision		Revision as of 07:44, 1 March 2008
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	~~'''Fuel Tank Leaks'''~~		== Introduction ==

	'''Mechanical Difficulty:''' [[Image:wrench2.jpg]] '''-''' [[Image:wrench4.jpg]]		'''Mechanical Difficulty:''' [[Image:wrench2.jpg]] '''-''' [[Image:wrench4.jpg]]
Line 7:		Line 7:
	On the AA-5x series there are 4 access panels on the bottom of each wing that are sealed with a special "low adhesion" sealant such as FlameMaster CS3300B or Desoto/PRC PR1428B. There has been an [http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/DCA089D17D5FBD8E862569AF00767BF2?OpenDocument AD on the sealant used by the factory], and it is normal to require periodic re-sealing of the access covers. The wing ribs have a hole that is slightly larger than the wing spar tube. This leaves a gap of 1/16"-3/32" between the rib and the spar tube that the factory filled with a fillet of sealant. After 30+ years that fillet of sealant may leak as the wing flexes and stretches the sealant. The perimeter of the tank along all the bonded joints has been known to leak in the event of an incomplete bonded section or in the case of the purple glue on the late 74 through early 76 models, at areas of debonding. The fuel level sender on the inboard rib of the tank has a rubber gasket that deteriorates with age and can leak. The tank vent tube comes out both ends of the tank and can leak at the inboard end where some models have a section of rubber hose that connects to the next length of aluminum tubing. The AA-5x series can have tank leaks at the access covers, around the inboard and outboard spar to rib joint, at the fuel level sender gasket, the fuel pickup fittings and at bonded joints that are incomplete or failing. It's no wonder that the AA-5x have many more fuel leak problems than the AA-1x.		On the AA-5x series there are 4 access panels on the bottom of each wing that are sealed with a special "low adhesion" sealant such as FlameMaster CS3300B or Desoto/PRC PR1428B. There has been an [http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/DCA089D17D5FBD8E862569AF00767BF2?OpenDocument AD on the sealant used by the factory], and it is normal to require periodic re-sealing of the access covers. The wing ribs have a hole that is slightly larger than the wing spar tube. This leaves a gap of 1/16"-3/32" between the rib and the spar tube that the factory filled with a fillet of sealant. After 30+ years that fillet of sealant may leak as the wing flexes and stretches the sealant. The perimeter of the tank along all the bonded joints has been known to leak in the event of an incomplete bonded section or in the case of the purple glue on the late 74 through early 76 models, at areas of debonding. The fuel level sender on the inboard rib of the tank has a rubber gasket that deteriorates with age and can leak. The tank vent tube comes out both ends of the tank and can leak at the inboard end where some models have a section of rubber hose that connects to the next length of aluminum tubing. The AA-5x series can have tank leaks at the access covers, around the inboard and outboard spar to rib joint, at the fuel level sender gasket, the fuel pickup fittings and at bonded joints that are incomplete or failing. It's no wonder that the AA-5x have many more fuel leak problems than the AA-1x.

	~~'''~~Find the source~~'''~~		== Find the source ==

	The first step is to identify the true source of the leak(s). On AA-1x, this is straight forward, as there are fewer leak points, and they tend not to be confused with each other. Leaks at the outboard end of the tank are due to the large o-ring around the outer plug that also contains the filler neck, or around the Stat-o-seals. Leaks at the inboard end that drip at the center of the fuselage are from the large o-ring at the inboard plug, leaks inside the wing are either Stat-o-seal leaks or sump drain hose leaks.		The first step is to identify the true source of the leak(s). On AA-1x, this is straight forward, as there are fewer leak points, and they tend not to be confused with each other. Leaks at the outboard end of the tank are due to the large o-ring around the outer plug that also contains the filler neck, or around the Stat-o-seals. Leaks at the inboard end that drip at the center of the fuselage are from the large o-ring at the inboard plug, leaks inside the wing are either Stat-o-seal leaks or sump drain hose leaks.
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	Blowing into the tank vent with lung pressure is one convenient source of air that can not cause tank failures. Some gauges suitable for regulated propane or natural gas pressure, and a bicycle pump are another possibility. The idea is that you will not over pressurize the tank if you have the gauges attached and are manually pumping the air in with the bicycle pump. Hopefully you will get tired of pumping and look at the gauge long before you'd put too much pressure in the tank. Using a compressor air line or a tank of compressed air like you'd use for a tire can over inflate the wing very easily, and it can NOT be strongly enough stated that these are to be avoided.		Blowing into the tank vent with lung pressure is one convenient source of air that can not cause tank failures. Some gauges suitable for regulated propane or natural gas pressure, and a bicycle pump are another possibility. The idea is that you will not over pressurize the tank if you have the gauges attached and are manually pumping the air in with the bicycle pump. Hopefully you will get tired of pumping and look at the gauge long before you'd put too much pressure in the tank. Using a compressor air line or a tank of compressed air like you'd use for a tire can over inflate the wing very easily, and it can NOT be strongly enough stated that these are to be avoided.

	~~'''~~Fixing the leaks~~'''~~		== Fixing the leaks ==

	~~'''~~AA-5x leaks at the fuel scupper drain~~'''~~		=== AA-5x leaks at the fuel scupper drain ===

	'''Mechanical Difficulty:''' [[Image:wrench.jpg]] '''-''' [[Image:wrench2.jpg]]		'''Mechanical Difficulty:''' [[Image:wrench.jpg]] '''-''' [[Image:wrench2.jpg]]
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	I've seen a few planes that have had the spring clamps replaced with worm drive type clamps. They are harder to do, but the truly motivated can accomplish it through the filler neck. If yours are worm drive (tiny radiator hose clamps), then I'd suggest taking your new hose to the auto parts store and getting some spring clamps to re-install.		I've seen a few planes that have had the spring clamps replaced with worm drive type clamps. They are harder to do, but the truly motivated can accomplish it through the filler neck. If yours are worm drive (tiny radiator hose clamps), then I'd suggest taking your new hose to the auto parts store and getting some spring clamps to re-install.

	~~'''~~AA-5x leaks at the spar''' [[Image:Wrench3.jpg]]		=== AA-5x leaks at the spar ===

			'''Mechanical Difficult:''' [[Image:Wrench3.jpg]]

	The most common tank sealant failure on the 4 place wings is at the spar tube to rib interface at the inboard and outboard ends of the wet portion of the wing. The rib has a hole in it that is slightly larger than the spar, allowing them to be slid into place and then attached with a bonded and riveted collar. The collars only cover the sides of the spar (not really any room above or below the spar), and that leaves a curved slot at the top and the bottom of the spar tube with only a fillet of sealant to prevent leaks. There is NO mechanical joint at this location and some relative movement occurs as the wings flex with flight loads. Over time the sealant loses its flexibility and begins to break loose or develop cracks that allow fuel to migrate out of the tank.		The most common tank sealant failure on the 4 place wings is at the spar tube to rib interface at the inboard and outboard ends of the wet portion of the wing. The rib has a hole in it that is slightly larger than the spar, allowing them to be slid into place and then attached with a bonded and riveted collar. The collars only cover the sides of the spar (not really any room above or below the spar), and that leaves a curved slot at the top and the bottom of the spar tube with only a fillet of sealant to prevent leaks. There is NO mechanical joint at this location and some relative movement occurs as the wings flex with flight loads. Over time the sealant loses its flexibility and begins to break loose or develop cracks that allow fuel to migrate out of the tank.

			=== Leaks at the fuel pickup fitting ===
	~~'''~~Leaks at the fuel pickup fitting~~'''~~

	'''Mechanical Difficulty: '''[[Image:Wrench2.jpg]]		'''Mechanical Difficulty: '''[[Image:Wrench2.jpg]]
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	I recommend a liberal coating of [http://www.aircraftspruce.com/catalog/cspages/ezturnlube.php Parker Fuel Lube] on the tank side of the rib where the o-ring seats, on the o-ring, the inside of the special washer, and on the inboard side of the nut that slides on the washer and o-ring. This lets everything move smoothly without binding or scuffing the o-ring.		I recommend a liberal coating of [http://www.aircraftspruce.com/catalog/cspages/ezturnlube.php Parker Fuel Lube] on the tank side of the rib where the o-ring seats, on the o-ring, the inside of the special washer, and on the inboard side of the nut that slides on the washer and o-ring. This lets everything move smoothly without binding or scuffing the o-ring.

	~~------------~~		== A Grumman Owner's Story ==

	Bluejay Adametz has constructed a [http://web.infoave.net/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.		Bluejay Adametz has constructed a [http://web.infoave.net/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.

	~~===Fixing a Grumman Fuel Tank Leak or How I Spent My Summer Vacation===~~

	Me? I'm Bluejay Adametz, and I've owned the subject Tiger since 1986 (with a little help from a bank). I've also been an A&P mechanic since 1992, which is real handy if you own an airplane. Someday I hope that the money I save by doing my own work will exceed the cost of the schooling, books, and tools.		Me? I'm Bluejay Adametz, and I've owned the subject Tiger since 1986 (with a little help from a bank). I've also been an A&P mechanic since 1992, which is real handy if you own an airplane. Someday I hope that the money I save by doing my own work will exceed the cost of the schooling, books, and tools.

	~~===Uh oh...===~~

	During the 2002 annual of my 1979 Tiger, we discovered the telltale signs of a fuel leak in the area of the outboard tank rib in the left wing. Examination of the plumbing, bonding and the area around the spar led directly to that dreaded conclusion: my wet wing wasn't wet just on the inside anymore.		During the 2002 annual of my 1979 Tiger, we discovered the telltale signs of a fuel leak in the area of the outboard tank rib in the left wing. Examination of the plumbing, bonding and the area around the spar led directly to that dreaded conclusion: my wet wing wasn't wet just on the inside anymore.

← Older revision		Revision as of 22:43, 12 May 2008
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	== A Grumman Owner's Story ==		== A Grumman Owner's Story ==

	Bluejay Adametz has constructed a [http://web.~~infoave~~.~~net~~/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.		Bluejay Adametz has constructed a [http://web.prtcnet.com/~bluejay/ web page] to tell the tale of his fuel tank leak and repair, and has graciously offered to share his experiences with Bondline.

	Me? I'm Bluejay Adametz, and I've owned the subject Tiger since 1986 (with a little help from a bank). I've also been an A&P mechanic since 1992, which is real handy if you own an airplane. Someday I hope that the money I save by doing my own work will exceed the cost of the schooling, books, and tools.		Me? I'm Bluejay Adametz, and I've owned the subject Tiger since 1986 (with a little help from a bank). I've also been an A&P mechanic since 1992, which is real handy if you own an airplane. Someday I hope that the money I save by doing my own work will exceed the cost of the schooling, books, and tools.
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	The folks at Fletchair in Houston, TX were also invaluable as a source of parts, materials, and advice. Check them out at http://fletchair.com.		The folks at Fletchair in Houston, TX were also invaluable as a source of parts, materials, and advice. Check them out at http://fletchair.com.

	[http://web.~~infoave~~.~~net~~/~bluejay/before.html The Before pictures]		[http://web.prtcnet.com/~bluejay/before.html The Before pictures]

	[http://web.~~infoave~~.~~net~~/~bluejay/day10.html After the First Day pictures]		[http://web.prtcnet.com/~bluejay/day10.html After the First Day pictures]

	[http://web.~~infoave~~.~~net~~/~bluejay/day20.html After the Second Day pictures]		[http://web.prtcnet.com/~bluejay/day20.html After the Second Day pictures]

	[http://web.~~infoave~~.~~net~~/~bluejay/day30.html After the Third Day pictures] are we seeing a pattern yet?		[http://web.prtcnet.com/~bluejay/day30.html After the Third Day pictures] are we seeing a pattern yet?

	[http://web.~~infoave~~.~~net~~/~bluejay/day40.html Yes, still scraping on Day Four!]		[http://web.prtcnet.com/~bluejay/day40.html Yes, still scraping on Day Four!]

	[http://web.~~infoave~~.~~net~~/~bluejay/day50.html Finally the sealant goes on!]		[http://web.prtcnet.com/~bluejay/day50.html Finally the sealant goes on!]

	[http://web.~~infoave~~.~~net~~/~bluejay/day60.html The tools to do the job...]		[http://web.prtcnet.com/~bluejay/day60.html The tools to do the job...]

	[http://web.~~infoave~~.~~net~~/~bluejay/day70.html Day Seven... A new leak is found]<groan>		[http://web.prtcnet.com/~bluejay/day70.html Day Seven... A new leak is found]<groan>

	[http://web.~~infoave~~.~~net~~/~bluejay/day80.html Joy at last, it still flies!]		[http://web.prtcnet.com/~bluejay/day80.html Joy at last, it still flies!]

	Bluejay reports that it's been over a year since the resealing, and it is not leaking, so he thinks he was successful in repairing his tank.		Bluejay reports that it's been over a year since the resealing, and it is not leaking, so he thinks he was successful in repairing his tank.