Gary0747

What do you use to make sure the vents are not plugged? Wire up both inner and outer tubes?

I cant find a diagram of how the tanks vent. I see a tube inside of a tube but do not understand how they work? I would think something would be designed to minimize plugging with ice?

I doubt you will find a PMA spec for this original tubing anywhere. Mine only lasts about 10 years. It is Latex (surgical tubing) which has poor chemical compatibility especially with petroleum products. It will oxidize and crack with age. There has to be a better product out there and that may be what Jerry is suggesting.

Has anybody installed the Laser air scoop on the tail mod? How big a project and what was your opinion of the results?

Has anybody found a source or a good substitute for the small hoses that hook to the Brittainturn coordinator used in the wing leveler. I think the original are latex and they crack and age fairly quickly.

Which GPS? If it is a Garmin WAAS it is covered by a STC and the FISDO does not need to approve it. The problem is with the Legacy GPS systems before WAAS which does apparently requre approval.

I raised this topic some time ago on Beech Talk and got some intersting response http://www.beechtalk.com/forums/viewtopic.php?f=21&t=115708&view=unread#unread

f it came from a recognized source and it looks like everybody else's, it really isn't much of a problem- particularly if the avionics shop doing the work has been in the region for a while This is not my experience. I have been waiting for over a year for an approval of a Garmin GNC 300XL coupled to a Sandel SN3308. Granted two FMS are required and one would think it would be a straight forward approval. Not sure if no one else is installing these legacy systems anymore but I think some FISDOs simply do not do FMS any more since the non legacy systems all have STCs

Was all this really this complicated back in the days people were installing and using Loran for IFR enroute and approaches? How about the old ADF approach days? Flight Manual supplements approved by FISDOs that are limited due to available time and people being reluctant to sign anything that might be cause for future second guessing in the case of an incident? It seems like the FAA is not internally coordinated with all the current decomissioning of VORs and the expensive time consuming hurdles in place to get legacy TSOed GPS units approved even for enroute. The solution is to spend $12,000 for a new WAAS GPS that comes with a STC?

I saw this morning that Garmin signed a letter of agreement to allow the NavWorx 6000 to interface with the GNS and GTN series. I'm still going to wait... It is in the current software update version 4.10 that you can down load off the Navworx website and load yourself. It allows you to turn off the internal WAAS GPS in the Navworx transciver and input the 429 output from the Garmin GNS or GTN units. I dont have a Garmin WAAS unit yet but may in the future so it would be a simple switch.

really like the NavWorx solution except for the inability to receive 1090 In. Have they solved this problem yet? This is the only reason I haven't already installed the 600. I have never understood why one would need to recieve 1090mhz if the FAA ground stations are working properly and retransmitting on 978 mhz?

I have Navworx UAT. Internal WAAS. Anomonous mode when squaking 1200. Wifi to my Ipads running WingX or FlyQ. It took no front or back panel space since we mounted it on the back wall of the hat shelf. Kept my Mode C transponder and there were no connections to be made to it, just a simple pick up probe that clamps around the coax going to the mode c antenna. They claim you can fly above 18,000 as long as you do not do it routinely. Avoiding mode S saves money and simpifies IFR recertification. Simple install. Low price. No business connection.

I apparently have a Welden fuel pump.

I wonder how many filters were actually installed per this SB? I do not have one.

My original rotating belly beacon has gotten noisy. Does anybody have a way to make one not sound lke a coffee grinder? Perhaps it is time to replace it with an electronic version. Has there been an approved LED version developed?

I agree with Yetti. It is hard to see a chain in this service wear out. I would think breaking by exceeding the tensil strength of only 80 pounds or having a connector link come loose would be the more likely cause. Do any of you who had a chain failure know the cause?

So is replacing the chain good PM? What size and where do you get one?

What is the consenus of having a blast tube of air or a cooling shroud hooked to the air tube for cooling the fuel pump? I do not see anything in the parts manual. I was also wondering how many have the third fixed cowl flap in the center to help cooling? I would think that would help cool the fuel pump. Gary 67F

Mine has the fleese padding also but I find over time parked in Arizona that it all collects dust which I think is abrasive even with fleese padding. Gary 67F

Does anybody use wax or something else to protect your plastic windows from abrasions caused by cloth fuselage covers? Gary 67F

Looking for the best source for teflon hoses to replace my old rubber ones? Some will need to be special made since I have an after market EI flow meter. Gary 67F

Will an air leak at the gascolator show up as a fuel leak when the airplane is idle?

Looks like the pump spring tension was the culprit with the pumps having high pressure and possibly in this low pressure situation. On my 67F it looks like access to change the pump will be very difficult. Can it be changed with out lifting or tilting the engine?

I have a factory overhauled mid time Lycoming IO360A1A that was overhauled 17 years ago. The engine runs great but in reviewing the data I have kept on the engine I find that my fuel pressure has dropped about 5psi over time from 23 psi to 18psi now. This is still more than the minimum pressure of 14 psi for my 67F. I have talked to the Lycoming Tech rep and reviewed all the service bulletins and have not found an urgent need to replace the pump. Perhaps the pump springs get weaker over time? I was just looking for other observations or experiences with fuel pressure and pumps that might help me decide when or if to change my pump?

The biggest problem I see but never experienced when decending through even a thin cloud layer to land even to VFR conditions is the potential for an iced over wind shield. I doubt one would pick up much air frame in a dive through 1000 feet of clouds but not being able to see to land would be my biggest worry. I carry a squeeze bottle of Proplene glycol that I could potentially reach out through my side vent and put some on the front wind screen to create a small view spot if that ever happened. One other thought didn't the old DC3s routinely spray silicone on their props to help shed potential icing. For those of us paranoid about the diving or climbing through thin cloud layers Dow Corning grease on the prop leading edge might help?