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GrummanDude
Joined: 15 Jan 2006
Posts: 926
Location: Auburn, CA
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 Posted: Tue May 04, 2010 10:37 pm Post subject: AG5B Jaguar |
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OK, Ned, Let's clarify.
You paid
$8,500 for the cowling.
I also charged you for the things that do not come with the cowling.
$210 for oil cooler hoses because yours were too short to fit the new baffles.
$38 for a carb inlet duct to convert to the AA5B airbox.
$365 for the hinge assembly for the upper cowling. Not included.
$38 for a stainless steel fuel line to convert to the AA5B airbox.
$36 for SCAT tubing because yours was too short to fit the AA5B airbox and a reroute for the cowling exit ramps.
------- parts total was $9188.81
$1440 to do the conversion to the AA5B airbox and reroute wires and pressure hoses away from the carb inlet duct.
$500 for labor to install the cowling.
$450 for paperwork.
----- total labor was $2390
$540 for engineering approval paperwork.
$400 for DER and DAR. Actual cost was $650.
$179 for fuel since your plane was out of gas.
-------outsourced total was $1119.07 which I kept $0 dollars.
$770 in taxes (which I don't keep, I pass along.)
$197 in misc freight, hardware, grease, cleaners, etc. All at cost. None of which I make money on.
As for the deposit: Who gives a shit what I do with it as long as you get your cowling? I had the cowling when you got here. I had it mostly fitted when you got here. The only thing I waited on was hinges (on order when you arrived), baffles, hoses, and the fuel line. Oh, yea, and approval of the installation. I forced that through because you were in a hurry.
As for the plug wires not being tight, OOPs.
As for the two flights with Clytie, yea, two flights. One was 7 miles to Georgetown and the other was 8 miles to Lincoln. We flew to Georgetown for gas, they had none. We flew to Lincoln to show the DER the installation. During each flight, we did some speed runs to see that everything was OK. Mag drop at each run-up was about 75 to 100 rpm. That isn't cause for alarm. Otherwise, I'd have looked closer to see why. Funny. If I hadn't flown the plane you'd be pissed that I hadn't done some test flights. Who pays for fuel for test flights anyway?
As for the wires on the alternator, I've worked on maybe 3 AG5Bs. I'm used to wires that only fit one way and seeing numbers on the wires. Apparently, that wasn't a requirement when they made the AG5B. I have the AG5B service manuals but they are useless. I'm glad you had the wiring diagram.
As for the MT prop approval, you have no idea what I went through to get that approved.
As for flying with you before the Jaguar cowling, yea, I was pretty surprised that a stock Tiger with my cowling was faster than your AG5B. I don't recall checking TAS. All I remember was throttling back so you could catch up.
As for flying after the install of the Jaguar cowling, we were both about 152 TAS under those conditions.
Ned, I expected differently too.
I sent the baffles and the camloc.
Gary
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_________________
Gary
AuCountry Aviation
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jamey
Joined: 10 Jan 2006
Posts: 124
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| Posted: Wed May 05, 2010 5:52 am Post subject: AG5B Jaguar |
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Okay guys, with all due respect this is probably best worked out between you two in private.
Best regards,
Jamey
From: owner-teamgrumman-list-server(at)matronics.com [mailto:owner-teamgrumman-list-server(at)matronics.com] On Behalf Of teamgrumman(at)aol.com
Sent: Tuesday, May 04, 2010 11:35 PM
To: teamgrumman-list(at)matronics.com
Subject: Re: Re: AG5B Jaguar
OK, Ned, Let's clarify.
You paid
$8,500 for the cowling.
I also charged you for the things that do not come with the cowling.
$210 for oil cooler hoses because yours were too short to fit the new baffles.
$38 for a carb inlet duct to convert to the AA5B airbox.
$365 for the hinge assembly for the upper cowling. Not included.
$38 for a stainless steel fuel line to convert to the AA5B airbox.
$36 for SCAT tubing because yours was too short to fit the AA5B airbox and a reroute for the cowling exit ramps.
------- parts total was $9188.81
$1440 to do the conversion to the AA5B airbox and reroute wires and pressure hoses away from the carb inlet duct.
$500 for labor to install the cowling.
$450 for paperwork.
----- total labor was $2390
$540 for engineering approval paperwork.
$400 for DER and DAR. Actual cost was $650.
$179 for fuel since your plane was out of gas.
-------outsourced total was $1119.07 which I kept $0 dollars.
$770 in taxes (which I don't keep, I pass along.)
$197 in misc freight, hardware, grease, cleaners, etc. All at cost. None of which I make money on.
As for the deposit: Who gives a shit what I do with it as long as you get your cowling? I had the cowling when you got here. I had it mostly fitted when you got here. The only thing I waited on was hinges (on order when you arrived), baffles, hoses, and the fuel line. Oh, yea, and approval of the installation. I forced that through because you were in a hurry.
As for the plug wires not being tight, OOPs.
As for the two flights with Clytie, yea, two flights. One was 7 miles to Georgetown and the other was 8 miles to Lincoln. We flew to Georgetown for gas, they had none. We flew to Lincoln to show the DER the installation. During each flight, we did some speed runs to see that everything was OK. Mag drop at each run-up was about 75 to 100 rpm. That isn't cause for alarm. Otherwise, I'd have looked closer to see why. Funny. If I hadn't flown the plane you'd be pissed that I hadn't done some test flights. Who pays for fuel for test flights anyway?
As for the wires on the alternator, I've worked on maybe 3 AG5Bs. I'm used to wires that only fit one way and seeing numbers on the wires. Apparently, that wasn't a requirement when they made the AG5B. I have the AG5B service manuals but they are useless. I'm glad you had the wiring diagram.
As for the MT prop approval, you have no idea what I went through to get that approved.
As for flying with you before the Jaguar cowling, yea, I was pretty surprised that a stock Tiger with my cowling was faster than your AG5B. I don't recall checking TAS. All I remember was throttling back so you could catch up.
As for flying after the install of the Jaguar cowling, we were both about 152 TAS under those conditions.
Ned, I expected differently too.
I sent the baffles and the camloc.
Gary
--
| | - The Matronics TeamGrumman-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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pitts_pilot(at)bellsouth.
Guest
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| Posted: Wed May 05, 2010 7:06 am Post subject: AG5B Jaguar |
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C'mon Jamey ..... I like a good boxing match once in a while ......
they're just trading facts ..... with a little punch behind it.
I learned something, though. I can't afford that cowl!
Linn
James Courtney wrote:
| Quote: | Okay guys, with all due respect this is probably best worked out between
you two in private.
Best regards,
Jamey
|
| | - The Matronics TeamGrumman-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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Davesbox1(at)aol.com
Guest
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| Posted: Wed May 05, 2010 5:57 pm Post subject: AG5B Jaguar |
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i agree....tough as it may be both guys gave honest responses and i certainly learned both some numbers , costs and the importance of a contract even among friends- D
In a message dated 5/5/2010 10:08:14 A.M. Central Daylight Time, pitts_pilot(at)bellsouth.net writes:
| Quote: | --> TeamGrumman-List message posted by: Linn Walters <pitts_pilot(at)bellsouth.net>
C'mon Jamey ..... I like a good boxing match once in a while ......
they're just trading facts ..... with a little punch behind it.
I learned something, though. I can't afford that cowl!
Linn
James Courtney wrote:
| Quote: | Okay guys, with all due respect this is probably best worked out between
you two in private.
Best regards,
Jamey
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