June 26th, 2015 Volume XXXIV

July 13th Event

Hogan Field Dedication

 

Cookie Recipe

 

For those who really enjoyed the cookies brought by Cindy Mowery here is the recipe that she used for them.

Molasses Cookies

Mrs.Elliott from Amish cookbook

3 cups shortening

4 cups sugar

1 cup Brer Rabbit© Molasses

4 eggs

8 tsp. baking soda

8 cups flour

1 tsp. cloves

2 tsp. cinnamon

2 tsp. salt

 

Melt shortening. Add sugar, molasses, eggs and salt; mix.

Add flour, baking soda, cloves, cinnamon and salt; mix.

Form balls and roll in white sugar. Place on greased cookie sheet. Do not press down. Bake at 350° for approximately 10-12 minutes.

Canopy Air Locks

They are back in stock order yours today!

 

Ken’s Memorial (among his parts)

 

Other than the parts, there was most of the crew from loading, Dan Baisley, Mark Matthews, Rich Harrison, and Jimmy Candeletti. Thanks to these guys who had it all possible.

 

Also as part of this process, I have many videos of Ken’s I have never used, but thought it would be a good idea to digitize them into movies and see what the B roll has on it. Look forward to hidden gems. One for sure will be all the AGAC Tooling in a warehouse along with file cabinets of aircraft paperwork and explanations of what each jig of tooling did in the larger project.

While going through Ken’s Videos and papers, we came across the article that Ken send me years ago. Enjoy this read.

Western Flyer, 1st Issue of February, 1984 page 21.

‘Lack of degree no handicap for Ameromod manager’

EWERETT< WA – Don’t get into a conversation with Ken Blackman about aircraft modifications unless you have a lot of time. Blackman is general manager of Ameromod, which offers a number of mods, and his enthusiasm will keep your ears busy for quite a while.

But that’s no problem, because Ameromod’s programs can add zip and looks to your airplane. The company based at Paine Field, is best known for it Gulfstream (Grumman) American aircraft programs. There are 125 -, 150-, 160-, and 180-hp conversions for Yankees, Travelers and other GA airplanes. There are cowling and landing gear clean-up mods, soundproofing and interior-comfort mods, 10- and 20-gallon auxiliary fuel systems with gross weight increases, dorsal-fin and large-elevator installations, Sensenich propeller for the standard GA McCauley prop.

A turbocharged 180-hp conversion for the Tiger is in the works, as is a 200-hp fuel injected, constant speed conversion for all four-place models. A carburetor air intake and induction system conversion for some GA models is also under development at Ameromod.

Blackman, short, 41 and exuberant, rattle off facts and figures like a verbal Janes.   For instance, ask him about the 125-hp conversion for the Yankee and he’ll immediately tell you that the result is 126 to 131 mph cruise at 75 percent power at 8,000 feet. He’ll continue talking about the mod for the next twenty minutes. He;s especially proud of the company’s success in coming up with the for a bad vibration in original Tigers.

“ The problem was the McCauley prop at certain rpm,” he said. “It could cause eventual cracks and damage, and it led to an AD note that included an operating restriction arc. Eventually Grumman American and McCauley, working together, came up with a beefier prop to eliminate the required inspection every 100 hours, but there is still a vibration in a certain rpm arc.”

Meanwhile, Blackman and his crew discovered that when a Sensenich prop was installed on the Tiger the vibration disappeared, and they obtained an STC for the conversion.

As you might suspect, Blackman learned to fly in a 1971 GA Trainer, back when he a night club entertainer. The fixed-based operation he rented from closed, so “four or five of us die-hards bought one (a Yankee) and formed a flying club in 1975.”

The club evolved into Sky Trek Aviation, a flight school and GA dealer at Paine Field. Sky Trek’s sales made the outfit one of Grumman American’s top five dealers one year. However, in 1979 Grumman American decided to stop building single-engine two- and four-seaters, and Blackman and several associates formed Ameromod in 1980 to develop product support and modifications for Grumman American aircraft owners. Modifications are Blackman’s raison d’etre.

“I’ve always been one to pull out an engine and put in a bigger one, no matter what was in there to begin with,” he said. He flew his own Yankee for a year testing the 125-hp Lycoming O-235 installation before selling the ATC. “If it was going blow up, I wanted it to be my plane.”

But rarely does one of Blackman’s mods go awry. Although he has no formal training in aeronautics or engineering (he shipped college altogether) he is a natural genius in designing. “And a kid, I could sit and look at a design and come up with changes, like for a dune buggy, without putting anything on paper.”

Ameromod has two full-time mechanics, but Blackman is as likely to be found in the shop or hangar with them, thinking and tinkering , as he is to found behind his desk. His ideas aren’t limited to GA products, however. Realizing that the supple of GA single is finite, he helped develop mods for other aircraft. For instance, there’s the Sparrowhawk 152, which involves installation of a 125-hp Lycoming, and prop and spinner change, and a baffling-system modification. The new 152 can cruise at 117 knots at 75 percent power on six or seven gph, and it can climb to 16,000 feet.

Nonetheless. The GA singles remain Blackman’s passion (once he even tried to the GA product rights and tooling). In the future, look for a Tiger with stick controls, a 260-hp engine and Yankee wings called the “262.”

Ken videoing the tooling in 1996. https://youtu.be/AoAoEbSkaKI

KEN BLACKMAN REMEMBERED

Good morning to all. My name is Sharon Spence, President of the AYA. I am not able to attend in person today due to a previous commitment and have asked Ronnie Mowery to represent myself and the AYA today as the Grumman Family remembers a very special man – Ken Blackman.

I am sure all in attendance today knew Ken as one of the Grumman Gurus and all his abilities in fixing planes near and far. Ken was a founding member of the AYA, he served as President, Convention Chair and Editor of the American Stat. He was a lifetime member of the AYA and a recipient of the Dicey Miller Award. BUT these are not the tings I remember about Ken.

I remember the first time I met Ken: it was at Ames, Iowa in 1986, my first convention. We had just bought our Tiger and flew it to Ames. I currently owned a Cheetah at this time and loved it and hated the Tiger and refused to sell the Cheetah. We were sitting one afternoon with a group of “experienced” Grumman owners who were talking about the “race car” handling of the Cheetah and Tiger. I could not believe my ears and I strongly voiced my opinion on the difference. The Cheetah handles like a dream, but the Tiger handles like a semi-truck. No one believed me, so we went out to the line where the Tiger was parked. Ken spotted our Canadian call letters and as we walked toward our Tiger said “I don’t believe it – you have “chopped ailerons”. For those who have never seen or heard of “chopped ailerons” this is what happened. The FAA issued and AD on the Tiger, owners were required to cut off the trailing edge of the ailerons to prevent “aileron flutter.” (Editor’s Note: This AD applied to all 4-place Grummans, not just the Tiger.) The previous owners were early compliers with this AD. Fortunately the AYA got involved got involved in this AD issue and through our then Technical Director, Jeff Simon, was instrumental in getting the FAA to accept an alternate methos of complying with the AD through a one-time inspection process and a logbook entry. (Editor’s Note: The method is SI 6101, service instruction also helped by Tiger Aircraft in WV.)

Anyway, it took Ken about 10 minutes and he was on the phone to Andy at North American Training College, Springbank, Alberta, CAN. Ken had found us a set of new ailerons. We left the convention the next day and flew to Springbank. We had our ailerons replaced and our Tiger flew like the Cheetah going home. I then agreed to sell the Cheetah!! Thanks to Ken.

I have a few more memories of Ken coming to our rescue. I won’t relate them all but I do have one more that I will share. We were flying home from a weekend trip to Cody and Thermopolis, WY. We stopped at Malta, MT for fuel on the way home. Fueled up and ready to go I turned the key and tried several times to start the plane (of course Jim said I folded it), but – it was a no go!! Fortunately there was a mechanic on the field. But, he had never worked on a Grumman before and after trying several different things and it still di not start we then phoned Ken. Ken diagnosed the problem over the phone, called somewhere down south, and had a new mag Fedexed to Malta, MT and in two days we were on our way home. Once again, Thank you Ken.

Ken was well known for his “wing nut” donation to the annual AYA conventions. Every table at the banquet would have a packet of wing nuts. (Editor’s Note: These were battery wing nuts.) There would be some sort of contest as to who would get the wing nuts. It is a memory that will not be forgotten. The AYA now has “The Ken Blackman Memorial Wing Nut Toss” contest at our conventions. It is a blast and once again, Thank you Ken!

I last visited with Ken at the AYA Convention in Paso Robles, CA in May 2017. We had a great chat, hugged each other, shared a tear or two and said how nice it was to see each other again. It had been too long.

In closing I just want to say, “thank you Ken for all the wonderful memories, you will be forever missed.”

Sharon Spence

Friend and President of the AYA

Bob Getting Grumman Info

There was a young man at Ken’s Memorial who came to learn what he could about the line. Smart move Bob!

Typical Day

I spend a loft of time talking on the phone to folks with Grumman questions:

Rags

2-place nosebowl STC and hardware.

Flying Goddess

Down in southern Louisiana a lady working on her Cheetah has mud dabbers

Building weight into her ailerons.

June 26th, 2015 Volume XXXIV

July 13th Event

Hogan Field Dedication

 

Cookie Recipe

 

For those who really enjoyed the cookies brought by Cindy Mowery here is the recipe that she used for them.

Molasses Cookies

Mrs.Elliott from Amish cookbook

3 cups shortening

4 cups sugar

1 cup Brer Rabbit© Molasses

4 eggs

8 tsp. baking soda

8 cups flour

1 tsp. cloves

2 tsp. cinnamon

2 tsp. salt

 

Melt shortening. Add sugar, molasses, eggs and salt; mix.

Add flour, baking soda, cloves, cinnamon and salt; mix.

Form balls and roll in white sugar. Place on greased cookie sheet. Do not press down. Bake at 350° for approximately 10-12 minutes.

Canopy Air Locks

They are back in stock order yours today!

 

Ken’s Memorial (among his parts)

 

Other than the parts, there was most of the crew from loading, Dan Baisley, Mark Matthews, Rich Harrison, and Jimmy Candeletti. Thanks to these guys who had it all possible.

 

Also as part of this process, I have many videos of Ken’s I have never used, but thought it would be a good idea to digitize them into movies and see what the B roll has on it. Look forward to hidden gems. One for sure will be all the AGAC Tooling in a warehouse along with file cabinets of aircraft paperwork and explanations of what each jig of tooling did in the larger project.

While going through Ken’s Videos and papers, we came across the article that Ken send me years ago. Enjoy this read.

Western Flyer, 1st Issue of February, 1984 page 21.

‘Lack of degree no handicap for Ameromod manager’

EWERETT< WA – Don’t get into a conversation with Ken Blackman about aircraft modifications unless you have a lot of time. Blackman is general manager of Ameromod, which offers a number of mods, and his enthusiasm will keep your ears busy for quite a while.

But that’s no problem, because Ameromod’s programs can add zip and looks to your airplane. The company based at Paine Field, is best known for it Gulfstream (Grumman) American aircraft programs. There are 125 -, 150-, 160-, and 180-hp conversions for Yankees, Travelers and other GA airplanes. There are cowling and landing gear clean-up mods, soundproofing and interior-comfort mods, 10- and 20-gallon auxiliary fuel systems with gross weight increases, dorsal-fin and large-elevator installations, Sensenich propeller for the standard GA McCauley prop.

A turbocharged 180-hp conversion for the Tiger is in the works, as is a 200-hp fuel injected, constant speed conversion for all four-place models. A carburetor air intake and induction system conversion for some GA models is also under development at Ameromod.

Blackman, short, 41 and exuberant, rattle off facts and figures like a verbal Janes.   For instance, ask him about the 125-hp conversion for the Yankee and he’ll immediately tell you that the result is 126 to 131 mph cruise at 75 percent power at 8,000 feet. He’ll continue talking about the mod for the next twenty minutes. He;s especially proud of the company’s success in coming up with the for a bad vibration in original Tigers.

“ The problem was the McCauley prop at certain rpm,” he said. “It could cause eventual cracks and damage, and it led to an AD note that included an operating restriction arc. Eventually Grumman American and McCauley, working together, came up with a beefier prop to eliminate the required inspection every 100 hours, but there is still a vibration in a certain rpm arc.”

Meanwhile, Blackman and his crew discovered that when a Sensenich prop was installed on the Tiger the vibration disappeared, and they obtained an STC for the conversion.

As you might suspect, Blackman learned to fly in a 1971 GA Trainer, back when he a night club entertainer. The fixed-based operation he rented from closed, so “four or five of us die-hards bought one (a Yankee) and formed a flying club in 1975.”

The club evolved into Sky Trek Aviation, a flight school and GA dealer at Paine Field. Sky Trek’s sales made the outfit one of Grumman American’s top five dealers one year. However, in 1979 Grumman American decided to stop building single-engine two- and four-seaters, and Blackman and several associates formed Ameromod in 1980 to develop product support and modifications for Grumman American aircraft owners. Modifications are Blackman’s raison d’etre.

“I’ve always been one to pull out an engine and put in a bigger one, no matter what was in there to begin with,” he said. He flew his own Yankee for a year testing the 125-hp Lycoming O-235 installation before selling the ATC. “If it was going blow up, I wanted it to be my plane.”

But rarely does one of Blackman’s mods go awry. Although he has no formal training in aeronautics or engineering (he shipped college altogether) he is a natural genius in designing. “And a kid, I could sit and look at a design and come up with changes, like for a dune buggy, without putting anything on paper.”

Ameromod has two full-time mechanics, but Blackman is as likely to be found in the shop or hangar with them, thinking and tinkering , as he is to found behind his desk. His ideas aren’t limited to GA products, however. Realizing that the supple of GA single is finite, he helped develop mods for other aircraft. For instance, there’s the Sparrowhawk 152, which involves installation of a 125-hp Lycoming, and prop and spinner change, and a baffling-system modification. The new 152 can cruise at 117 knots at 75 percent power on six or seven gph, and it can climb to 16,000 feet.

Nonetheless. The GA singles remain Blackman’s passion (once he even tried to the GA product rights and tooling). In the future, look for a Tiger with stick controls, a 260-hp engine and Yankee wings called the “262.”

Ken videoing the tooling in 1996. https://youtu.be/AoAoEbSkaKI

KEN BLACKMAN REMEMBERED

Good morning to all. My name is Sharon Spence, President of the AYA. I am not able to attend in person today due to a previous commitment and have asked Ronnie Mowery to represent myself and the AYA today as the Grumman Family remembers a very special man – Ken Blackman.

I am sure all in attendance today knew Ken as one of the Grumman Gurus and all his abilities in fixing planes near and far. Ken was a founding member of the AYA, he served as President, Convention Chair and Editor of the American Stat. He was a lifetime member of the AYA and a recipient of the Dicey Miller Award. BUT these are not the tings I remember about Ken.

I remember the first time I met Ken: it was at Ames, Iowa in 1986, my first convention. We had just bought our Tiger and flew it to Ames. I currently owned a Cheetah at this time and loved it and hated the Tiger and refused to sell the Cheetah. We were sitting one afternoon with a group of “experienced” Grumman owners who were talking about the “race car” handling of the Cheetah and Tiger. I could not believe my ears and I strongly voiced my opinion on the difference. The Cheetah handles like a dream, but the Tiger handles like a semi-truck. No one believed me, so we went out to the line where the Tiger was parked. Ken spotted our Canadian call letters and as we walked toward our Tiger said “I don’t believe it – you have “chopped ailerons”. For those who have never seen or heard of “chopped ailerons” this is what happened. The FAA issued and AD on the Tiger, owners were required to cut off the trailing edge of the ailerons to prevent “aileron flutter.” (Editor’s Note: This AD applied to all 4-place Grummans, not just the Tiger.) The previous owners were early compliers with this AD. Fortunately the AYA got involved got involved in this AD issue and through our then Technical Director, Jeff Simon, was instrumental in getting the FAA to accept an alternate methos of complying with the AD through a one-time inspection process and a logbook entry. (Editor’s Note: The method is SI 6101, service instruction also helped by Tiger Aircraft in WV.)

Anyway, it took Ken about 10 minutes and he was on the phone to Andy at North American Training College, Springbank, Alberta, CAN. Ken had found us a set of new ailerons. We left the convention the next day and flew to Springbank. We had our ailerons replaced and our Tiger flew like the Cheetah going home. I then agreed to sell the Cheetah!! Thanks to Ken.

I have a few more memories of Ken coming to our rescue. I won’t relate them all but I do have one more that I will share. We were flying home from a weekend trip to Cody and Thermopolis, WY. We stopped at Malta, MT for fuel on the way home. Fueled up and ready to go I turned the key and tried several times to start the plane (of course Jim said I folded it), but – it was a no go!! Fortunately there was a mechanic on the field. But, he had never worked on a Grumman before and after trying several different things and it still di not start we then phoned Ken. Ken diagnosed the problem over the phone, called somewhere down south, and had a new mag Fedexed to Malta, MT and in two days we were on our way home. Once again, Thank you Ken.

Ken was well known for his “wing nut” donation to the annual AYA conventions. Every table at the banquet would have a packet of wing nuts. (Editor’s Note: These were battery wing nuts.) There would be some sort of contest as to who would get the wing nuts. It is a memory that will not be forgotten. The AYA now has “The Ken Blackman Memorial Wing Nut Toss” contest at our conventions. It is a blast and once again, Thank you Ken!

I last visited with Ken at the AYA Convention in Paso Robles, CA in May 2017. We had a great chat, hugged each other, shared a tear or two and said how nice it was to see each other again. It had been too long.

In closing I just want to say, “thank you Ken for all the wonderful memories, you will be forever missed.”

Sharon Spence

Friend and President of the AYA

Bob Getting Grumman Info

There was a young man at Ken’s Memorial who came to learn what he could about the line. Smart move Bob!

Typical Day

I spend a loft of time talking on the phone to folks with Grumman questions:

Rags

2-place nosebowl STC and hardware.

Flying Goddess

Down in southern Louisiana a lady working on her Cheetah has mud dabbers

Building weight into her ailerons.

June 26th, 2015 Volume XXXIV

July 13th Event

Hogan Field Dedication

 

Cookie Recipe

 

For those who really enjoyed the cookies brought by Cindy Mowery here is the recipe that she used for them.

Molasses Cookies

Mrs.Elliott from Amish cookbook

3 cups shortening

4 cups sugar

1 cup Brer Rabbit© Molasses

4 eggs

8 tsp. baking soda

8 cups flour

1 tsp. cloves

2 tsp. cinnamon

2 tsp. salt

 

Melt shortening. Add sugar, molasses, eggs and salt; mix.

Add flour, baking soda, cloves, cinnamon and salt; mix.

Form balls and roll in white sugar. Place on greased cookie sheet. Do not press down. Bake at 350° for approximately 10-12 minutes.

Canopy Air Locks

They are back in stock order yours today!

 

Ken’s Memorial (among his parts)

 

Other than the parts, there was most of the crew from loading, Dan Baisley, Mark Matthews, Rich Harrison, and Jimmy Candeletti. Thanks to these guys who had it all possible.

 

Also as part of this process, I have many videos of Ken’s I have never used, but thought it would be a good idea to digitize them into movies and see what the B roll has on it. Look forward to hidden gems. One for sure will be all the AGAC Tooling in a warehouse along with file cabinets of aircraft paperwork and explanations of what each jig of tooling did in the larger project.

While going through Ken’s Videos and papers, we came across the article that Ken send me years ago. Enjoy this read.

Western Flyer, 1st Issue of February, 1984 page 21.

‘Lack of degree no handicap for Ameromod manager’

EWERETT< WA – Don’t get into a conversation with Ken Blackman about aircraft modifications unless you have a lot of time. Blackman is general manager of Ameromod, which offers a number of mods, and his enthusiasm will keep your ears busy for quite a while.

But that’s no problem, because Ameromod’s programs can add zip and looks to your airplane. The company based at Paine Field, is best known for it Gulfstream (Grumman) American aircraft programs. There are 125 -, 150-, 160-, and 180-hp conversions for Yankees, Travelers and other GA airplanes. There are cowling and landing gear clean-up mods, soundproofing and interior-comfort mods, 10- and 20-gallon auxiliary fuel systems with gross weight increases, dorsal-fin and large-elevator installations, Sensenich propeller for the standard GA McCauley prop.

A turbocharged 180-hp conversion for the Tiger is in the works, as is a 200-hp fuel injected, constant speed conversion for all four-place models. A carburetor air intake and induction system conversion for some GA models is also under development at Ameromod.

Blackman, short, 41 and exuberant, rattle off facts and figures like a verbal Janes.   For instance, ask him about the 125-hp conversion for the Yankee and he’ll immediately tell you that the result is 126 to 131 mph cruise at 75 percent power at 8,000 feet. He’ll continue talking about the mod for the next twenty minutes. He;s especially proud of the company’s success in coming up with the for a bad vibration in original Tigers.

“ The problem was the McCauley prop at certain rpm,” he said. “It could cause eventual cracks and damage, and it led to an AD note that included an operating restriction arc. Eventually Grumman American and McCauley, working together, came up with a beefier prop to eliminate the required inspection every 100 hours, but there is still a vibration in a certain rpm arc.”

Meanwhile, Blackman and his crew discovered that when a Sensenich prop was installed on the Tiger the vibration disappeared, and they obtained an STC for the conversion.

As you might suspect, Blackman learned to fly in a 1971 GA Trainer, back when he a night club entertainer. The fixed-based operation he rented from closed, so “four or five of us die-hards bought one (a Yankee) and formed a flying club in 1975.”

The club evolved into Sky Trek Aviation, a flight school and GA dealer at Paine Field. Sky Trek’s sales made the outfit one of Grumman American’s top five dealers one year. However, in 1979 Grumman American decided to stop building single-engine two- and four-seaters, and Blackman and several associates formed Ameromod in 1980 to develop product support and modifications for Grumman American aircraft owners. Modifications are Blackman’s raison d’etre.

“I’ve always been one to pull out an engine and put in a bigger one, no matter what was in there to begin with,” he said. He flew his own Yankee for a year testing the 125-hp Lycoming O-235 installation before selling the ATC. “If it was going blow up, I wanted it to be my plane.”

But rarely does one of Blackman’s mods go awry. Although he has no formal training in aeronautics or engineering (he shipped college altogether) he is a natural genius in designing. “And a kid, I could sit and look at a design and come up with changes, like for a dune buggy, without putting anything on paper.”

Ameromod has two full-time mechanics, but Blackman is as likely to be found in the shop or hangar with them, thinking and tinkering , as he is to found behind his desk. His ideas aren’t limited to GA products, however. Realizing that the supple of GA single is finite, he helped develop mods for other aircraft. For instance, there’s the Sparrowhawk 152, which involves installation of a 125-hp Lycoming, and prop and spinner change, and a baffling-system modification. The new 152 can cruise at 117 knots at 75 percent power on six or seven gph, and it can climb to 16,000 feet.

Nonetheless. The GA singles remain Blackman’s passion (once he even tried to the GA product rights and tooling). In the future, look for a Tiger with stick controls, a 260-hp engine and Yankee wings called the “262.”

Ken videoing the tooling in 1996. https://youtu.be/AoAoEbSkaKI

KEN BLACKMAN REMEMBERED

Good morning to all. My name is Sharon Spence, President of the AYA. I am not able to attend in person today due to a previous commitment and have asked Ronnie Mowery to represent myself and the AYA today as the Grumman Family remembers a very special man – Ken Blackman.

I am sure all in attendance today knew Ken as one of the Grumman Gurus and all his abilities in fixing planes near and far. Ken was a founding member of the AYA, he served as President, Convention Chair and Editor of the American Stat. He was a lifetime member of the AYA and a recipient of the Dicey Miller Award. BUT these are not the tings I remember about Ken.

I remember the first time I met Ken: it was at Ames, Iowa in 1986, my first convention. We had just bought our Tiger and flew it to Ames. I currently owned a Cheetah at this time and loved it and hated the Tiger and refused to sell the Cheetah. We were sitting one afternoon with a group of “experienced” Grumman owners who were talking about the “race car” handling of the Cheetah and Tiger. I could not believe my ears and I strongly voiced my opinion on the difference. The Cheetah handles like a dream, but the Tiger handles like a semi-truck. No one believed me, so we went out to the line where the Tiger was parked. Ken spotted our Canadian call letters and as we walked toward our Tiger said “I don’t believe it – you have “chopped ailerons”. For those who have never seen or heard of “chopped ailerons” this is what happened. The FAA issued and AD on the Tiger, owners were required to cut off the trailing edge of the ailerons to prevent “aileron flutter.” (Editor’s Note: This AD applied to all 4-place Grummans, not just the Tiger.) The previous owners were early compliers with this AD. Fortunately the AYA got involved got involved in this AD issue and through our then Technical Director, Jeff Simon, was instrumental in getting the FAA to accept an alternate methos of complying with the AD through a one-time inspection process and a logbook entry. (Editor’s Note: The method is SI 6101, service instruction also helped by Tiger Aircraft in WV.)

Anyway, it took Ken about 10 minutes and he was on the phone to Andy at North American Training College, Springbank, Alberta, CAN. Ken had found us a set of new ailerons. We left the convention the next day and flew to Springbank. We had our ailerons replaced and our Tiger flew like the Cheetah going home. I then agreed to sell the Cheetah!! Thanks to Ken.

I have a few more memories of Ken coming to our rescue. I won’t relate them all but I do have one more that I will share. We were flying home from a weekend trip to Cody and Thermopolis, WY. We stopped at Malta, MT for fuel on the way home. Fueled up and ready to go I turned the key and tried several times to start the plane (of course Jim said I folded it), but – it was a no go!! Fortunately there was a mechanic on the field. But, he had never worked on a Grumman before and after trying several different things and it still di not start we then phoned Ken. Ken diagnosed the problem over the phone, called somewhere down south, and had a new mag Fedexed to Malta, MT and in two days we were on our way home. Once again, Thank you Ken.

Ken was well known for his “wing nut” donation to the annual AYA conventions. Every table at the banquet would have a packet of wing nuts. (Editor’s Note: These were battery wing nuts.) There would be some sort of contest as to who would get the wing nuts. It is a memory that will not be forgotten. The AYA now has “The Ken Blackman Memorial Wing Nut Toss” contest at our conventions. It is a blast and once again, Thank you Ken!

I last visited with Ken at the AYA Convention in Paso Robles, CA in May 2017. We had a great chat, hugged each other, shared a tear or two and said how nice it was to see each other again. It had been too long.

In closing I just want to say, “thank you Ken for all the wonderful memories, you will be forever missed.”

Sharon Spence

Friend and President of the AYA

Bob Getting Grumman Info

There was a young man at Ken’s Memorial who came to learn what he could about the line. Smart move Bob!

Typical Day

I spend a loft of time talking on the phone to folks with Grumman questions:

Rags

2-place nosebowl STC and hardware.

Flying Goddess

Down in southern Louisiana a lady working on her Cheetah has mud dabbers

Building weight into her ailerons.

June 3, 2019 Volume XXXIII

Ken’s Memorial Event

That is coming up this weekend. Some folks have already started to arrive and work to make this a great event. Look forward to seeing all of ya’ll this weekend.

Ken’s Polish Snowplow Video

While going through stuff getting ready for the memorial, I decided to put this full-length video, which near the end features Ken riding the contraption. Watch and enjoy!

https://youtu.be/iQQ4UtCsCWw

Canopy Air Locks are coming

Rumor has it that some 15 or so Airlocks are coming up this weekend. That is good so we will have some for door prizes and a bunch for sale. I’m told the price is $35 each.

Grumman Gang 25 years old as of May 4th

Hard to believe that 25 years have gone by since I joined, where did the time go? I thought the anniversary date was in the fall but Mark was kind enough to give me the correct date.

Back in the day, I remember attending a wine party at Jon and Ruth Maestre’s where we were all sharing our new emails addresses. Now look at us.

YouTube Videos

We have 695 videos now. Going to do one soon on the AK102A accessory kit that came out in 1970 for keeping the Yankees warmer in flight. Stay tuned.

 

Editor’s Note

 

I started writing this in May but with the event coming on I have been busy. So let me apologize for the length of this newsletter.

 

 

February 14, 2019 Volume XXXII

Traveler Tips

by
Lou Evans, CFI/CFII/MEI/ATP

January 2019

Greetings and Happy New Year, “Grummanistas!” I hope all of you had a wonderful holiday season and I trust Santa brought all of the aviation-related “toys” that you asked for. For some of you, that would include an ADS-B Out solution for your aircraft given the looming FAA mandated deadline of January 1st, 2020.

Of course, this mandate does not apply to everyone. That is because this mandate, is an essence, an airspace ruling, and as such, is based on the airspace/ATC needs of the individual/aircraft involved. In other words, if you do not have a need to fly within the ADS-B Out required airspace as defined in 14 CFR 91.225, then you do not need to install this equipment in your aircraft.

If you are not sure what your ADS-B out aircraft requirements are, or will be, or you simply want more information about this aspect of the FAA’s NEXTGEN (Next Generation) program, be sure to go to the FAA’s website —www.faa.gov, and review the information provided therein.

My advice is, if this ruling applies to you kind of flying, and it will for most of us, then do this as soon as practical. This is because you will want to purchase a suitable ADS-B Out solution and have it installed by your avionics shop before the anticipated year’s-end mad rush to comply. Don’t forget that a flight test of the equipment to the FAA’s satisfaction, is also involved. Also, now’s a good time to reserve the FAA’s currently available $500 rebate before it is gone. That is because it is a limited number offer.

All this said, I would like to shift my emphasis for this month’s column to some personal notes. Namely, a note of gratitude, hope and encouragement to our association’s founder, president and heartbeat — Roscoe Roscoe, and his amazing wife, Luann.

As we all know, this past year has been one of immense trial and uncertainty for them both. Yet, through it all, they not only survived — they thrived and shone through it all — to the point of setting a great example on how to face long odds, true adversity, and yet —win. No doubt, the Grumman community at large is much better and friendlier with Roscoe and Luann amongst us.

Also, a tip of the hat to all of you who gave of your time, energy and resources to help Roscoe and Luann during this time of trial. Granted, their is not over. There are simply too many of you to name here, but I would like to offer at a minimum, special kudos to Jimmy and Mary Jo Candeletti, as well as Matt and Lynn Wing for their ongoing assistance to Roscoe and Luann.

I would also like to echo what so many of us have expressed in regards to the not-so-distant loss of our great Grumman guru and patriarch, Ken Blackman. Ken, was a tremendous friend and Grumman advocate and his expertise and support will be forever missed. Anytime I fly either of my two Grumman aircraft, I feel like Ken’s spirit goes up with me. That is because so much of how my plane has been maintained and exists because of quality tips and material provided by Ken.

The related good news is that Roscoe has purchased and coordinated the transfer of all of Ken’s Grumman equipment and parts, to Roscoe’s workshop as I write this. In turn, we, as a community will continue to have access to the parts and spares we need to keep our Grumman fleet flying.

Thank you, Roscoe, and may I say by all of us who love and fly Grumman airplanes — “Welcome back!”

November 2018, Volume XXXI

Membership

Current membership is at 1,940 members.

Videos

For whatever reason, we had a huge bump in views of our videos just before Thanksgiving.

Scholarship

It would a perfect world if the GPA had enough extra money to be able to award a 1500 or 2500 dollar scholarship but alas we do not. So we chose a different method. We look at people who loved aviation and were going to stay in it with maybe even military flying. To this end we decided on a seeding program. After a suitable person was located, we would find a local pilot and have them take the person up in the left seat for an hour and let them see how a Grumman really flew. By doing this somewhere down the road/airway then would be able to counter anything negative that folks would say about our planes.

So if you know of a candidate and can safely fly right seat, let us know. We will pay for an hour of your fuel to show them our planes.

Here is what our first awardee had to say.

Scholarship Award

My aviation story begins differently from many other aviators: I have not always wanted to be a pilot. As a girl growing up in a small town in Indiana, it simply never occurred to me as an option. I had no aviators in my family, and since most pilots I encountered were older men who flew massive airliners or military jets, I couldn’t conceive of myself stepping into those shoes. But as I grew, the world changed, and so did I; and when I got to the end of my college career, unsure of my future and lacking any strong career ambitions, a basic career aptitude test illuminated my path like lightning in the night when it told me I would make a good pilot. That one word – “pilot” – strung together all the aspects of my personality and interests in a way that no other aspiration had before. I took a discovery flight, and that was the beginning of the end; I was irrevocably hooked on flying.

The problem from that point on was not ambition, but execution. I had just graduated college with a degree in political science, no viable job prospects in that field, and student loan debt; and, as we all know, flight training is not cheap. I chose to work a full-time job unrelated to aviation to fund my flight training at a Part 61 operation. I wanted to go at my own pace and pay as I went. However, my first year of “flight training” saw only 13 hours of flight time and an embarrassingly low amount of studying. I made the decision to move back home so I could put the money I was using on rent towards flying. The biggest change came when I was able to start working for the FBO at the Butler County Regional Airport, where I was taking my lessons. There is nothing more motivating than having an endless stream of aviation enthusiasts asking you about your flight training – you want to be able to tell them that you are progressing and loving every minute of it! With Blue Sky Flight Training, I got my private pilot’s license in just over a year and with 100 hours of flight time. I used that time to become as proficient as possible rather than just barely scraping by with the minimum amount of knowledge and experience to pass the check ride. I plan to continue with my training by earning my instrument and commercial ratings.

Aside from having consistent access to the rental aircraft and my instructor, working at the Butler County Airport has provided me with the opportunity to form many friendships on the field. Roscoe Rosche, owner of Yankee Aviation and prominent member of the Grumman Pilots Association, was kind enough to offer me a ride in a Grumman Cheetah with his good friend and fellow pilot Matt Wing. On a beautiful summer evening, Matt let me ride left seat as we flew northeast towards Richmond, IN, where I grew up. Everything about the airplane spoiled me, including the differential braking (I am notorious for over-braking during taxi – just ask my instructor – so this came naturally to me), the classic rock music that bled softly through the Bose headsets as we cruised, and the landing that came much more smoothly than what I was used to in a Cessna 172. Since then, I have also ridden in a Long EZ, several RV-8s, a Baron, a Pitts, a Ford Tri-Motor, and a King Air 350. Because of the generosity of Roscoe, Matt, and the many others on the field who have contributed to my interest in aviation, it has become a long-term goal of mine to ride in as many different types of general aviation aircraft as possible. Although I don’t have any blood relatives who are aviators, I have experienced how easy it is to find your own family within the aviation community, and I look forward to the day when I can generously share my passion with younger aviators as so many have done for me.

-Miranda Jones

AirModsNW Move

As you know Ken Blackman passed away last May and his business ground to a halt. The shop was wanted by another mechanic (shop space in the Seattle area is hard to come by) so he was able to get it. Roscoe called the Blackman family and worked out a deal on all of Ken’s Grumman stuff at the shop.

Next order of business was to put together a crew and arrange transportation for all the Grumman parts. The first trailer was delivered December 14th, and loading started on Saturday. The second trailer was finished the following Monday and now both are on their way across the US to Yankee Aviation in Ohio.

I would like to thank Mark Matthews, Rich Harrison, Dan Baisley, Jimmy Candeletti, and Klaus Marx (IA for Ken for 10 years and who I trained under for my IA) for their help in loading and sorting through everything.

We are very happy to have saved all these Grumman parts to support the fleet.

First Yankee delivered 50 years ago.

It was in late 1968 that the first Yankee was delivered to a customer.

October 26, 2018, Volume XXX

Membership

1,884 members as of today.

Welcome to all our new members.

GPA in the black.

Like most Grumman folks, your GPA is also frugal. We make money on our YouTube video views, parts in the company store, and donations. We have had members advance rigging tools orders, and then the parts are sold and the money goes back.

Forum Post – Spar Corrosion

Spar Corrosion - Wing Root Area

Posted on October 10th, 2018 by Roscoe Rosché

Spar Corrosion - Wing Root Area

When dirt and moisture sit on top of you spar in the wing root, it will form corrosion.  It can be of two types, a light pitting or blisters that stand out and are deeper than they are tall. The general run for pitting is that if any one pit after cleaning out all the Read more


You can read the forum or watch the video. Thanks to John Cotter and Jimmy for the spar pictures.

Grumman Pilot’s Video   https://www.youtube.com/watch?v=thgxVW9R5Sk

Activity Stream

Is a great day-to-day blog on the GPA. You can see new members and other posts.

Service Calls and Requests

We also field a lot of call about information, manuals, etc, we are happy to help.

Cawley Aviation

Rudder Balancing was missing from the owners Maintenance manual. So we had them download our searchable pdf and get the missing 209 pages.

Contributed Video by Alex

Alex provided the raw video and we were able to make it into a video. Thanks Alex.

New Event this May

This event was suggested by Lou Evans and it is a great idea. Like the Wrench and Elbow bending, this weekend event will be heavy in social time and the BBQ will be running.

May 24-26, 2019 KHAO Event – Lots of social time

Twin Comanche trade for a Tiger.

We have a member out west who wants to go back to a Tiger. He is hoping a Tiger owner that is looking to upgrade might be interested in a trade.

DOM – ADSB Mandate Looming

Well they devoted a whole issue to it, so we are getting down to our last year.

Cabin Pressure

Great British humor from the BBC audio show MJN Air. These are great audio episodes and they make me laugh. Thanks Mark!

Server Move

Well we are all moved to the new servers, DNS set, and layout optimized. Thanks go to Jeff for finding us this bargain price per year for hosting. We saved more than 75% per year!

Manuals move and new Layout

As part of the server move, we could change max file upload size and we were able to get the bigger ones from Yankee Aviation website, so all our manuals are on this page with a new layout.     grummanpilotsassociation.com/info/manuals/

These are pdf’s that are searchable (via word or expression i.e. rudder will return you in the left pane every page that has rudder on it.

PowerFlow vs. Electronic Ignition

This two options cost about the same. They both increase engine performance and let us look at what this costs us.

Powerflow works by creating a vacuum on each cylinders as it begins to exhaust, so this help the engine breathe better. You will use about a gallon an hour more than a normal exhaust system, but you also get 4 – 7 % more power. Since the hot burning fuel is pulled out of the cylinder at supersonic speed a lot of heat is transferred to the valve guide, valve, and valve seat causing it to wear about twice the normal rate. For those who need this extra power they tend to replace their cylinders between 800 and 1000 hours with new.

ElectroAir Electronic Ignitions generate a 70,000-volt spark and deliver 10 – 14% more power due to the huge ignition spark and the timing advance. Makes the engine very smooth from idle all the way up. You can expect to save about a gallon an hour with the EIS for an O-320 and 2 gallons an hours for a six cylinders.

My recommendation is go with the EIS first, it is well worth it.

Seat belt Rewebbing – ASP

Aviation Safety Products

41 Easterling Rd · Blairsville, GA. 30512
Phone: 800.480.4816 · Fax: 706.835.2424 · info@aircraftseatbelts.com

If your tags come off your seat belts, they need to be inspected and rewebbed. Aviation Safety Products can do all of this for you with a fast turnaround.

Cylinder Baffles for Traveller

Gary Vogt offered this, we put down for a set. Contact Gary who posted the following:

———————————————–

Other than the cylinder baffles for cylinders #1 & #2, the other baffles are
the same as the baffles on a Cheetah.

I have been hand making these baffles.

I have decided to have them professionally made and alodined.  They will be
pretty.  They will also be made out of 0.040 5052-H32 instead of .032.

If you want a set, let me know.  I need to make as many as necessary to lower
the per-part fabrication costs.

Gary Vogt

AuCountry Aviation

—————————————————

Yankee Aviation Moving Forward

Real Mechanics

Real Parts

Really Safe

Thank You

Thanks to all who stepped up while I was out. Even with me in the hospital, orders got shipped, bill got paid, and this is why we do not have a one-man show in the GPA.

 

 

September 27, 2018 Volume XXIX

September 27, 2018 Volume XXIX

Site Moved to New Servers

Thanks to Eric for donating the last 5 years of Service.

The old site was a learning experience and we made some upgrades as well as a few changes during the move. You will notice faster response time as well as a SSL certificate on the new servers. As an added plus we saved a few hundred dollars on the new hosting. Enjoy!

Volunteers

As you know the GPA is a volunteer group and I would like to thanks you all for your help and support. Special thanks goes out to Mark, Jeff, Jimmy, Matt and others you stepped up during my hospital stay of 10 weeks and kept you informed and the GPA running. Thanks you all very much.

Update

I know it has been a while since we put out a Newsletter so here is a short one.

I am home now from my hospital stay. We are slowly moving into the new house from the old one.

Computers moved – Videos to restart.

Doctor Visit

Had a good doctor visit this month, health is good and I am slowly working my way off the meds to get back to taking none.

Thanks you all for your wishes and prayers.

Jeff has started a new idea, people hosting events around the country and it is catching on. A how-to guide is in the works to help folks create their own event, stay tuned!

Roscoe Update Great News 6/25

Matt Wing Roscoe and Luanne asked me to pass this on to the Grumman Family.

“We wish to express our most sincere and deepest gratitude for the outpouring of love and support during this difficult time. We are truly humbled. It is a tremendous blessing to feel this great love from everyone.

It is with heavy heart that we share in the knowledge of the passing of our guru, Ken Blackman. As we mourn his loss, Roscoe would like to share Ken’s last mission. He wanted to find a way to meld our community and bring everyone together. Mending the spirit of the Grumman community that shares our passion for all things Grumman and the people who love them. We humbly ask for your help in this mission.

Roscoe’s recovery continues. He is able to talk with us once again and what a joy. He will again be reaching out to everyone as his strength returns as able. I can share with you he really enjoyed the cards sent as he and I opened them together Friday. What a joy to see him smile.

Your continual prayers for a total and complete recovery are so very welcome and much appreciated. We are comforted by your support as we travel the road ahead. We bear witness to God’s healing grace and love for us all. Again we are truly blessed to have friends that are our family from all corners of the earth, from a myriad of faiths and all walks of life. Thank you and God bless.

Roscoe and Luanne”

He now has his phone again and would love to hear from you all. If it goes to voicemail he’s probably sleeping but will call back when able.

“Shop Monkey” Matt

February 14 2018 Volume XXVII

February 14 2018 Volume XXVII

Happy Valentines Day!

Membership

Currently stands at 1366.

New Admin

Would like to welcome Mark Matthews as a new administrator of the GPA site.

New Author

Curt was recently promoted to author to help him with his posting of forum articles while we refurbishes his Grumman. There were enough good photos in his ports to make a YouTube video of the project. Keep up the good work.

Editors Note: We are trying a new format this issue, in essence a video newsletter of topics that occurred since the last newsletter. Let us know what you think. Suggestions are always welcomed.

Videos

We now have 512 videos in the collection called ‘Grumman Pilots’.

On a related note, what a perfect storm of events did to help out this number and push us over the 500 mark. We had just come home after 3 weeks on the road, got hit by a 30 hour ice, sleet, rain, freezing rain, snow then hard freeze so we just stayed in by the wood stove and produced videos. We hope you enjoy them.

I would also like to thanks two video contributors as well.

First, William Chapman, for his video of rebuilding the master and slave cylinders in his Cheetah/AA5A. Very informative and useful, thank you William.

https://youtu.be/ejaiP-Lv9xQ

Second, Nate Volk, who sent us a medley of his first training flight in his TR2, which he bought for flight training. He soloed on Friday, January 26, 2018. This was also the first day of the Wrench and Elbow bending held at PHOG.

https://youtu.be/JnP4CeFEh7M

See the event for yourself!

 

Here are some of the things we saw at that event.

https://youtu.be/8iUO1lJt5ZU

 

Here is some of the local color on Maui, the best of the islands so they say, Maui no ka oi.

https://youtu.be/Flm7Q8_W3GM

https://youtu.be/A0ppkipjEhE

 

Here are some of the other new videos:

 

Finally, we did another edit on Cheetah Flight to bring it down to be about a minute to serve as the new video on the Grumman Pilots channel home page on YouTube. This video will receive another edit as we morph it in to a new intro for the videos we post on the channel.

 

Maui Reflections

It was nice to spend time with Luann, Mark, Kelly, Ken and Jan and others in a relaxed environment. Ken and I may have talked airplanes a lot, but there is so much he knows that I need to learn, it just happens. Nice trip and ideas that I think you will like as they come out in the next several months. Stay tuned.

Lycoming Engine

We you look at how over engineered these engines really are, you can see that they are almost bulletproof even in extreme conditions. You saw some of the cooling issues with missing baffles, and poor seals in the videos above, yet these engines fly all the time. First you have to look at the normal mission, full throttle to get into the air, and then back to 1900 RPMs as they slowly cruise to the destination, usually within 60 miles. So the engine is putting out very low power and gets adequate cooling for that mission. As Ken says, “Hang Loose’ has a whole new meaning when applied to flying in the islands.

Wrench and Elbow Bending, 7S5 June, 2018

National Gathering/ Wrench & Elbow Bending 7S5

Australia – Care to host an event?