Baffle seal - proper placement

This post is for Grumman Gang feedback:

Needed a for public facing place to share this photo of my AA5A cowl cooling inlet. 

I've been trying to find ways to cool #3 cylinder, looking at the baffle seal (been like this since I bought the plane 18 months ago), I assumed it was right, but think I need to get expert ruling.

This much baffle seal hanging down seems like the airflow will bend the seal downward and cause obstruction.  Should it be on the outside of the cowl inlet like this...if so should the seal be trimmed back to prevent it from it dragging into the airflow?  My # 3 cylinder routinely stays between 430 and 440F.

It looks like there is a pocket made by the cowl's leading edge (on the other side of the fiberglass) allowing the seal to tuck in the pocket & still laying forward, so it is out of the opening all together & air pressure will still push the seal upward into the roof of the cowl.

Update - 2/6/2015

Overwhelming consensus from the Grumman Gang (thank you)...the baffle belongs in the pocket.  I feel a bit silly for not being confident in this presumably self-evident conclusion.  I had scoured my pictures from prior to annual and others on the internet, I couldn't find a detailed straight on shot of the cowl inlet...so here's my AFTER pic (#AA5A #Grumman Cheetah Baffle Cowl Nose Bowl inlet):

Last night, I flew from Metro to Centennial to meet some friends and could tell a big difference in the readings off the JPI, most notably cylinder 3 read 40F cooler on climb out.   During the short cruise segment, the cylinder and exhaust temps were more consistent between cylinders, allowing for more leaning and power.  

Lessons learned:

1. I need better familiarity with the proper configuration of my plane - The baffle seals are now etched into brain, having inspected them at every angle, might try snapping high resolution pics of every inch of the plane...that way I have a baseline.  I did this when we built our house, I've successfully used the archive to confirm locations, configuration and routes of services behind the walls.

2. The shop I used seemed to do a great job in 2013 and last year did not.  Having the JPI installed during annual seemed too much distraction and there was a new guy who did some of the work...including putting it back together.  I need to do an owner assist annual with someone knowledgable and learn it myself.

3. Received feedback from some who observed the JPI reading high by @50F, some going so far as to say I should junk it.  I'm not prepared to react without more research. It was the JPI that provided empirical data which forced me to investigate, the issue was my unfamiliarity with the proper config of the baffle. My Operation Science theory suggests keep making consistent measurements and investigate inconsistent readings. Said differently, the JPI may read high or low, it's still useful in reporting deviation from norm.  Having the JPI installed, at the exact time the baffle became screwed up, when the pilot was not fully familiar with the baffle config...that chain is broken.

Next fly to KAEG on Sunday if weather is good to attend Hypoxia training and chamber - this will give me 5 hours of cruise with a right seat pilot, we'll have some time to dial in 11U:)

Update - the transformation to EDM-700 engine monitor

I guess ignorance is bliss, the MTB hasn't been bagged up since the annual inspection.  The annual required some exhaust work but normal otherwise.  I decided to install a new vernier style mixture control and an EDM-701 engine monitor (replacing the Fuel Scan 450).  

In reading online articles and posts, some old timers seemed to suggest the information from the monitor may be distracting to a pilot.  I found once again, the wrinkles contain good experience and wisdom...for me, the data revealed a world of mechanical ignorant furled assumptions.  Over the last 6 months, my time has been spent learning to fly my Grumman Cheetah without over stressing the engine, flying high density in a HC O-320 with a tight cowl.  

The experience from the first 6 months (30 hours) on the new monitor were eye popping.  My #3 calendar on high DA days is >440 F unless I take proactive action (starting at run up through level off.  The back cylinders are normally warmer, no surprise, but #3 gets hot fast and it'll hit 460 without intervention.  

Next surprise was shock cooling on a this 160hp engine, I thought I was smooth on the throttle; not the case.  Needing to manage over cooling on a AA5A just wasn't an expectation, everything read sets a perception the over cooling issues were reserved for complex (cowl flap configured) platforms.

Then out of left field, it came appearant the LASAR's ennunciator light was not illuminating as it should on Mag check...the run up checklist specifies the light should be "verify off" following mag check...well, it was off, theough 12 hours following annual I ran up and flew with that ennunciator OFF. The problem, it wasn't coming on during the mag check as it should.  

I spent several hours upside down under the panel looking for the problem, even ran a comm cable from the LASAR on the firewall inside the cabin to connect a netbook...on an aside, thanks Microsoft for eliminating hyperterm from Win7.  This was IT, cable fabrication, USB comm cable driver meets airplane ignition.  I learned a bunch about the LASAR ignition as a result, most importantly determined the LASAR was working flawlessly, with exception of the ennunciator (root cause a bad molex crimp), a 30 second fix. My theory, the molex crimp was poorly made and the wire snagged on the EDM700 when it was installed next to the light, the pin's strain relief tab looked as though it'd never been crimped to the insulation. File this under expect collateral damage when adding technology to the panel.

Look close, white wire found disco'd next to the Molex, it's intended for the middle pin on the MOLEX and provides ground return (required for the circuit to work):

The LASAR comm port displays a vt-100 readout of the ignition parameters, this is very cool. I wish I had room on the panel for a terminal display full-time:

While hanging out under the panel, I became more familiar with the avionics wiring and feel more comfortable with it now. I worked in proximity to the pilot headset jack and took the opportunity to use super fine emery cloth on the connections and bent the connections back into shape to provide a tighter mating between plug and jack.  This little bit of effort cleaned up my intercom crackling and ATC seems happier to talk to me now.

Since my last post, my plans to MTB all over Colorado this summer were high jacked by a shiny new EDM700, but the time invested in gaining a better understanding of how my pilot techniques affect the integrated systems on my Cheetah, priceless.  

Lesson learned:

 EDM-700

1. Conventional wisdom and techniques handed down by CFI to student is safety focused...flying without dying; not getting the best life out of a power plant

2. Conventional single cylinder CHT/EGT and analog OIl temp is better than nothing, and that's about it

3. Old timers who warn the data from the monitor may be distracting is valid, in my case alarming, I invested in subtle pilotage techniques to improve temperature management, I've had to fly a little further in front of the airplane to get acceptable results; overall more gentle.

 LASAR

1. Add a checklist item to verify the light comes on during mag check

2. The LASAR comm port is really good way to know if the LASAR is really working, really the only way

3. The mechanical TACH is reading 100 RPM lower than the LASAR (reading from the mag directly)...add a Digital TACH to the EDM at annual

Intercom

If you have noise in the system, clean and tighten connections at the jacks, big improvement with $0

Salida for real this time

I posted a few weeks ago about my unintended visit to Salida, spooked by rotors and gusty winds at Buena Vista.  On the first trip, it was clear to me #Salida looked really good, but I hadn't planned on riding there.  Instead I enjoyed a coffee and looked around and talked to people.

Sunday morning the weather finally cooperated and made a window for me, this is what I saw at 530am:

An added bonus, my father in law John was joining me on my wing, well for maybe 10 seconds.  We planned to touch base at 630am and try to takeoff at 7am.  #Flying in #Colorado in the early morning is so special, it's too perfect to put into words and this morning especially.  We fought a headwind on the way to Salida but it was a smooth ride at 11500.  The spinning must have helped with my oxygen saturation with the oximeter never dipping below 88% without the gas on (@12500).

John's T-18 and Mt Evans in back

After passing Southeast of BV we tuned in to Salida's unicom and discovered we were second and third in line for landing behind a Bonanza and an incoming Citation.  Our spacing worked out like it was planned and we made our landings on 24, the Citation went around when a Zenith lined up on the threshold of 6 for departure. Nobody was sure why the Zenith felt a need to line up and wait for the Citation to land on 24. At Salida it's perfectly normal to arrive on 24 and depart on 6 just not line up on 6 waiting for a Citation to land on the opposite end.  It made for good ramp chat when we met up with the Netjet pilot later.

It was fun to have John and his beautiful T-18 along, he already had an admirer scouting his plane before I was parked.  The Citation pilot joined in the inspection a short while later.

While the gallery checked out the T-18, I fetched the courtesy car and off loaded my bike and gear and packed up the trunk.  John wanted to head back to Denver to hit his to do list and I was off to check out Salida's trails.

We didn't depart KBJC off until nearly 730 then with the headwind and ramp talk, it was pushing 930 when I left the parking lot at the base of Tenderfoot hill.  (Arkansas hills trail system) The ride starts with a healthy climb up Frontside to the parking lot then Lil Rattler to North Backbone.  About half way down North Backbone I turned around and back tracked to join Backbone, riding it all the way to Cottonwood. It was there I realized I blew past Sand Dune and double backed to find it.  It was after 1130 and my legs were wasted.

 Million Dollar views

 North Backbone - on a water break

Backbone overlooking Sand Dune 

On the way back to find Sand Dune, I caught a pedal at slow speed and took a spill. The damage was right side forearm, knee, elbow...and a whole lot of pride.  The trails were true single track with respectable penalties for failure and the trail had that perfect cadence of up and downs.  I'll be adjusting some sag out of the center shock before going back, I dragged my pedal too much.  Part of the problem was me being rusty but I'm convinced the pedals were not clearing well enough due to the sag, I recall muttering "really! how did I catch that?"

My favorite trail was Backbone and North backbone, I'll go back there again and regain my pride.  With my second trip to Salida done, I'm a fan.  Everyone I encountered on the trail, town, and airport were first rate friendly. The park and downtown are right at the base, so you can easily eat when you are done.

It was just afternoon when I got back to the car and the winds were picking up.  I skipped lunch and drove the 10 minutes back to the plane and got out of there; riding a 20 knot tailwind back to KBJC.  I chowed down on some PB infused pretzels; sucked down a nalgene of water; and cranked up the O2, on the way back.

John stopped by the hangar after I landed and we had a beer and talked about the flight. I made it home 10 minutes before Liam woke from his nap. We played outside and grilled burgers...perfect day!

View from North Backbone - Salida Airport out there

Lessons learned trip:

• Tissues - not in my pack, recovering from a cold (yep cowboy style)
• Basic First Aid Kit - in the plane, that might have been handy
• Hydration system - the tube had some funk in it...so I didn't drink as much as I should have, dehydration is a precursor for hypoxia.  I sucked down a nalgene in flight and cranked on the oxygen

#MTB Things to do:

• Adjust center shock to give another 1/2 inch pedal clearance (@120 PSI on this trip)
• Front headset/fork developed a rattle need to check it out
• clip-in pedals developed a squeak and felt dry - clean and lube
• rear derailleur developed a hitch - clean and lube

Airplane:

• High humidity leaving jeffco climbed fine but didn't generate good airspeed, John said I should try building up more airspeed before pitching up.  I'll work on that.
• Pick up some plexiglass cleaner - all out

Ready for tomorrow

I spent over an hour outfitting the Grumman with a set of long takedown straps.  The stock Grumman straps a great for most small things, but the bike, wheels, helmet, hydration pack, bike stand and the pump take up a bit more space.  I bought 2 straps and strung them through the existing anchors and cut them to an ideal length.  I feel more comfortable knowing these items are lashed down, in the case of turbulence.  

Since I was already in the back installing long straps, it made sense to load up everything  and strap it down. All that's left to prepare is sleep and eat. If the forecast holds we'll have a nice day tomorrow.

My father in law (John) may fly on my wing tomorrow, it'll be fun to have company.

545am wake up with plans to meet up around 630am...7 am take off.

Good night, keep your  fingers crossed for good weather and fair wind.

Still indoors unfortunately

Found a great spin playlist on Spotify:

Spin Class Mix - Spotify

*thanks for sharing Stephanie!

I've fallen for the play list feature of Spotify, sorry Pandora, it's about the mission.  The playlist creation and sharing feature is the cat's pajamas.  Still hitting the spin bike hard and plan to take some time off work whenever the weather in Denver improves, shaping out to look like the monsoon pattern of last year.

I was planning to attend the Grumman Convention in Rockport TX next week, but overlooked the registration deadline, whoops.  With a week off work, it presents a possibility of a few missions and the benefit of sleeping in my own bed at night.  If the weather continues like it's been, I just go to work.

weekend plans when you can't do it all

Give me a break!

Maybe this is a break, the last 2 week's weekend outlooks indicated clear and calm, only after Friday afternoon did the bad winds appear. It doesn't seem to work that way, the high country is going to be a no go again:(

My bike is dialed in, I've been sticking to my spinning routine and my stamina is building up.  In years past, the benchmark of leg strength is the existence of balanced spin, specifically an even rotation with noticeable upstroke power.  This is my indicator, the legs will consider climbing the beautiful, beautiful Colorado verticals.  For me, when this stroke is not established fun will not be had...oh, I'll summit, suck down lots of water and crash.

I'll not throw in on a return to Salida until Friday afternoons detailed forecasts...if they're like this, not going to fly the high country.

Obviously with Mother's Day there will be plenty of activities to fill up the days.  I have to get an outdoor ride in, of some sort...maybe Lookout Mountain on my Road Bike?

The cool thing about spinning is it makes you jones for the real thing...writing this dripping in sweat:)

Moderate turbulence and high winds...pay it forward

This weekend fits the old pilot's proverb "I'd rather be on the ground wishing I was up there than up there wishing I was on the ground".  In true 2014 fashion, the nice flying days in Colorado seem restricted to mid-week. Awoke today to AWOS reports from Berthoud Pass indicating wind 270 @ 45 kt gusting to 54kt, clearly a no go day.

Last post, I still had some action items to prepare my MTB for another trip, one of the actions remaining, the fabrication of a protection for the  rear derailleur.  The other major issue was tuning the bike and we're all set now, my front derailleur woes should be resolved based on my test ride yesterday.  Two key issues discovered with the front derailleur:

MTB shifting issues resolved:

1. Most significant issue was the front derailleur attached too high, the derailleur cage was riding too high above the chain rings.  When downshifting the chain struck just under the 'pop in' on the cage's outer plate.  It took a few tries to find the ideal cage alignment with the downshift issue presenting itself only off the bike stand.
2. Cable tension, this was easy to resolve only after the derailleur clearance and alignment issue is ideal. 

Lesson Learned:  

• re enforce previous conclusions:
• be militant about maintenance before heading to the high country, identifying and correcting the derailleur issue took 90 minutes
• with the bike is dialed in, we need a creative solution to ensure the derailleurs don't get whacked out of alignment in transit. I'll take take measurements with the rear tire off, and think some more.

• it's easy to forget the order of operation for adjusting the derailleurs, so I don't try:
• re-watch videos on YouTube 
• adjust the bike's derailleurs when you have plenty of time
• use an ideal sized screw driver
• suck it up and use a fine tip sharpie to mark the frame where the front derailleur should ride up/down and side to side...when it gets out of whack again, this will help identify the issue and save time re-aligning
• the brake caliper shim issue - (don't remember the exact source) internet, someone recommended plastic toilet shims. I picked these up from Lowe's today and they work perfectly, $3.99 for an 8 pack...very good tip if you need to transport a bike with hydraulic brakes..

Paying it forward when grounded

1. spend quality time with family
2. give Kathleen a break from 23 month old son
3. knock out some honey dos
4. work on action items to be more prepared when weather improves
5. review material from CPA Mountain Flying - High Elevation Airport Operations Ground School

Took Liam to the O-HO (his word for the airport) yesterday afternoon:

• visited Pom-Pom's (grandpa) hangar, he was busy fitting new shoes on the T-18, he'd flown toward Wilkerson Pass earlier in the morning and it was turbulent
• chatted with a CAP pilot who'd just returned from Corona Pass (bumpy)
• taxied the Cheetah to self-serve to add some fuel (@41 gal), ideally we carry 37 (tanks are 52 gal capacity)
• improved my weight and balance process with use of digital baggage scale

Dial in my weight and balance

I've been using weight calculations formulated from a bathroom scale(with a very liberal rounding methodology). Though I was certain the weights were over actual; bottom-line I'm not certain.  Right now, it's just me in the Cheetah and I'm well inside the envelope, but before taking someone else and their gear on-board this needs some sharpening.

I've sorted out my gear in the hangar by station and will use a digital baggage scale to record exact weights for everything riding in the cabin with me.  Then build a weight and balance menu for my personal items and gear.

Weighing my iPad, cameras, maps and assorted sundry items, put all the small items in a garbage bag and weigh them together Item/s	Actual Weight	Rounded Weight	Station
Bicycle Tool box	10.11	11	Cargo
Yellow bicycle gear backpack	8.9	10	Cargo
tow bar and wheel chocks	4.43	5	Cargo
Survival Backpack	7.36	8	Rear seat
MTB Hydration pack(empty water) + helmet and gloves	4.82	5	Cargo
Bicycle tire pump	2.4	3	Cargo
Bicycle stand	12.05	13	Cargo
Cargo tie down straps (blue x 2)	0.59	1	Cargo
Electronics and trail maps	6.01	7	Rear seat
Booster seat	6.65	7	front or rear seat
Purple Stroller	12.32	13	Cargo
2 QT of Oil and tie down kit	8.02	9	Cargo
Travel tool kit (small)	5.82	6	Cargo
Rear Seat back rests	10.38	11	Rear seat

MTB & Bag                                                                     39.54                    40Cargo