@scottm
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Thats a good decision. I would insist on a new camshaft. Not a reground overhauled one. That seems to be the weak link on the lower end. I was going to do an exhange with lycoming but my engine was too old to exchange for a factory overhaul. they wanted to upcharge me to a factory rebuilt. So I went with Penn Yan instead.
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overdue for an update. I did finaly get that tiger in the air. I ended up finding a bad camshaft which meant giving all my money to Penn Yan for an overhaul. I also had to pay a D.A.R big bucks to do my import C of A. Made me cranky because the Feds use to do that for free. I also installed a Garmin comm and a Garmin XPNDR to be ADS B compliant. Then I moved the AI and DG over one hole to the right and made a cover for the empty center holes and mounted my Garmin 796 right to the panel for my poor mans EFIS. It is a pleasure to fly. I was a little nervous on my first flight. It hasnt left the ground since 2006.
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Is there a specific reason for stating it needs a bottom overhaul ? Im sure you have other options. Overhauls are not mandatory. It may well be a wise thing to do but you should have all the options in front of you. My Tiger had a bad camshaft lobe so I elected to do a full overhaul by Penn Yan but I could have done a repair and be perfectly legal too. Is your engine making metal chips in your filter ?
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Reuniting the Tiger with its wings. I found that a 2×8 on a rubbermaid cart and a 2×8 on a cut down rubbermaid cart were the perfect sizes to install the wing. My wife and I were able to do it ourselves without any issues. I know there are lots of ways to install a wing on a grumman but if you dont have 3 strong guys standing around this is a good option.
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I have a 4371 on the left and I had a 4051 on the right that was still working. I bought a rebuild 4370 from QAA. They wont accept my 4051 as a core because its too old. Does anyone know if the coil is the same as the one used on the 4300 series ? If so I could at least save that. Coils are very expensive and can fail at anytime.
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I think it is important to note that it does not have to be removed in order to sign of an Annual in accordance with FAR 43 appendix D. Of course it is better to pull it than to not pull it but if it doesnt come out you dont have to be forced to make a decision at that time. You can put it back together and ponder your next move. Its a risk vs reward situation.
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The 150 and 160 hp AA5 has an STC for 91 octane but the AA5B does not. The 180hp engine has an STC but the AA5B airframe does not. To be legal the airframe and engine have to be certified. airframe plumbing which has hard bends or is close to heat could induce vapor lock. the tiger flows 2 gallons per hour more than the cheetah so thats why it would need to be tested.
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