[Russell Tartock]

To finalize, it was the voltage regulator.

[Russell Tartock]

Hi Doug:
Just read this thread and want to thank you for detailing your issue, very informative.
I also had an issue with my charging system. Battery was discharging and I lost full electrical in flight a couple of times. I replaced the battery and flew fine for some time. Always saw a charge at run-up, but would later have electrical issues in flight. Turned out to be a loose alternator bracket that allowed the belt to slip. After tightening this I started to notice the Ammeter light remaining lit. The shop that had just performed my annual said everything was fine. Turned out to be a faulty relay in the voltage regulator. After replacing that, I have had no electrical issues since – replaced the engine, full glass in the canopy, repaired a leak in the ram pressure line…

[Russell Tartock]

While I would never suggest taking business from Yankee, as they probably know most about our planes, there is a shop in Rensselaer, IN called Excel Air that is very knowledgeable regarding Grumman aircraft. Rensselaer is about 50 statute south of Gary, IN. Depending upon where in the UP you are, it may save on travel time.

[Russell Tartock]

Well, Triad finally finished my engine. While I was not prepared for a full overhaul (especially the cost) I do now have a zero time engine with new high compression Lycoming cylinders, new cam, refurbished drive shaft, refurbished case, many other new parts, and a two year warranty. Long time waiting, and they did the work without authorization from me (except to ship the case for inspection). Was about to call to find out when they would know what needed to be done and get my authorization to proceed when I received the final invoice.
Looking forward to flying my plane again. Now if only the shop doing the annual treats me like the very much poorer pilot that I am.
50 more hours at full throttle. Glad I have the 52 gallon tanks.

[Russell Tartock]

A quick update. I was informed yesterday that there has been significant damage done with metal in the bearings, a corroded drive shaft and lifter, and even a damaged ring in one of my new cylinders, and I wasn’t burning any oil for over six hours. How disheartening to have a plane for only 30 hours and need a full overhaul. I will share how the shop treats me in the long run.
Russ

[Russell Tartock]

Hello and thank you for your inputs. I have decided to use Triad, a certified Lycoming dealer and repair shop, to zero time my engine. I will let you know how it turns out.
Russ

[Russell Tartock]

Hi Scott. Thanks for responding. My plane was built in 1979 and has never been overhauled. The bottom has only 2160 hours on it and has sat for periods of over three years. Researching options has led me to believe that, while there are those who are not requiring a rebuild after over 2500 hours, I have over 40 years of limited flying on my engine. Multiple “experts” recommend an overhaul at this point. Since the Top was just done, I am looking at the bottom. Call it piece of mind and a known zero time engine.
Russ

[Russell Tartock]

Hi Yoyo:

I assume you are talking about Signature Engines in Cincinnati. I just asked them for a quote, not wanting to pay the freight to ship my engine from Charlotte to CA. So, why did you not use them? Had you heard bad things, or was it the better reputation of LyCon?
Thanks.

[Russell Tartock]

Thanks Richard. I appreciate the input.

[Russell Tartock]

correction: If the light does not it is the “voltage regulator”

[Russell Tartock]

Update: After tracing circuits and going through my notes, I now believe it is not the over-voltage relay.
If I pull the “Field” circuit off of the voltage reg., and the light comes on when I start the engine, can I assume it is the alternator and if the light does not it is the alternator?

And thoughts about the Plane Power Power-Flex R1224? It says in the lit not to install in a plane with a separate over voltage relay, but I like the idea of a solid-state solution.

[Russell Tartock]

Dean: Probably in the tail near the flasher unit.
Check the parts manual section 33, page 3. I could be wrong.

[Russell Tartock]

I looked through the parts and service manuals and did not find what I was looking for. My suggestion is to contact Fletch Air at (830) 995-5900 or Excel Air at (219) 866-5587. Both are Grumman experts and both may have the part you need on hand, though Fletch Air will have the larger inventory.
Good Luck.

[Russell Tartock]

Hello Roscoe:
I detail the damage I repaired above in my original post, but:
The Starboard aileron bearing bracket in my AA5A is attached to the outboard tab of the aft wing spar. Apparently, in the original installation, there was a need to drill new holes through the spar. The A&P doing my annual said that it was not airworthy to have more than the two holes needed to attach the bracket. Per instructions received from True Flight Holdings (see above) I (my A&P) repaired the “over-drilled” aft wing spar and reattached the bearing plate.
I am not sure what repair Kyates needs to make.

[Russell Tartock]

To explain my adhesive selection, because there are no specific repair instructions for the aft spar, I contacted True Flight Aerospace, the current holder of the type certificate for my AA5A.
The Technical Director specified Hysol 9309.03NA as the approved adhesive for such a repair in accordance with “43.13 standard practices”.
Beyond this, I have no additional knowledge regarding approved adhesives for repair of certified aircraft.
I purchased the adhesive from:
https://www.ellsworth.com/products/adhesives/epoxy/henkel-loctite-hysol-ea-9309.3na-aero-epoxy-adhesive-50-g-e-z-pak/

Hope this helps.

Russ

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