cliffy

You can machine/drill magnesium if the cutting speeds are kept normal and the chips do not get hot. Normal drilling speeds shouldn't be a problem. High speed production is where the problem lies. Also if you are cutting mag in a lathe keep the bed of the lathe cleaned out of chip build up so IF a fire started there isn't much to put out. BTW, you can't just put out a mag fire You have to smoother it with a special black colored powder.

Use a good large diameter screwdriver handle (for leverage- mine is 2 1/2 inches in diameter) with a good sharp NEW Phillips bit (get several and good ones, not cheapos)) to do the first "break away" of the panel screws to loosen. DO NOT THINK you can just put a screw gun up to the screws and they will back out. IF YOU DO THAT YOU WILL RUIN THE SCREW HEAD AS THE BIT TEARS OUT THE SLOTS WITHOUT LOOSENING THE SCREW! You will have lots of screws to back out via Easyouts if you do that. Make sure the new bit is well seated and square in the head slots and then crack the screw loose. Mark my words on this. CRACK EACH AND EVERY SCREW BY HAND FIRST OR HANG YOUR HEAD IN SHAME WHEN YOU RETURN HERE :-) I learned the hard way many years ago!

I found that on the one airplane I flew that came in from Canada (MU2) that the CAN records were really pretty good In some ways better than we see here a lot. The airplane matched the records Maybe it was just that airplane but we didn't have any issues.

I had only the Accu-trak in my Mooney and didn't need anything else. It followed my course from the old GPS 155 TSO that I had. Didn't care about flying a heading as all I did was cross country point to pint straight line. I think 2 wires were pulled from the 155 TSO for left -right steering and all was good. Easy Peasy If I needed a heading for ATC or something just the wing leveler and turn knob sufficed My airplane flies straight. Lots less install if you just go Accu-trak I think I have 2 systems in boxes on the shelf -1 Accu-trak /Accuflight combo and one Accutrack only that I'm going to put up for sale here on MS soon. Both were working when removed.

Forgot to add- Back before RVSM I had a flight from JFK to LAS in a 757 with NO autopilots working MEL'd for the flight back to home base. I took the takeoff and first hour to get out of NY airspace and then transferred controls to my young FO so I could take a break. After about 45 mins he gave up and gave it back to me saying he was done hand flying and wouldn't do it any more on the flight! I wound up doing the rest of the trip myself hand flying. I asked him what he would do if he was Capt and the AP failed to which he had no answer. One of the worst pilot attitudes I ever flew with. I hope he got out of aviation as he didn't belong in a cockpit. BTW When Eddie Rickenbacker ran Eastern Airlines he didn't install autopilots in the airplanes as he said- "I hire my pilots to fly and not just sit there"!!!

Vacuum pumps fail a lot more than AIs AI failure is rare Want a good power system for the AI that can't fail in Mooneys? Get it powered by a venturi If you have flying speed you have a good AI Don't talk about ice- you shouldn't be in that kind of weather in a Mooney anyway Which one of 2 AIs has failed ? Try it sometime"-) for real IMC (sim or flight I don't care) In the 121 world 3 AIs is mandated We used the 'best two out of three" syndrome. Had a chief pilot once on a CE 500 who couldn't handle the check ride when they failed his AI. Couldn't disregard his bad instrument and go small third or transfer controls to my side. I'm left wondering what the old Pan Am pilots on the Clipper Ships did around the world when they didn't even have gyro AIs back then? "Here kid, you fly this thing needle ball airspeed" They didn't piss a moan about "partial" panel because that was ALL the panel they had. No such thing partial panel then. AND in some cases they had one needle in the center of the entire panel to look at. Had several what we called "autopilot cripples" in the 121 world. Without it they couldn't get it down inside the fences at the airports- LITERALLY! Always hand flew every third approach by hand to keep sharp. Many down to CAT III mins just in case In the AB 319 I would fly an ILS by hand as I don't think their stability program is all that good. In smooth air it always seemed to wallow around coming down the slot. Autopilot dependence and "Children of the Magenta Line" go hand in hand. (If you don't know of the training film "Children of the Magenta Line" you owe it to yourself to go to utube and watch it. )

The tank senders were originally out of a 50s Cadillac :-)

Its 30 ohm system Hook a 15 ohm (10%- gold stripe) resistor the center wire and the other end to ground and you should see 1/2 tank on the gage. The lever on the tank transmitter should go from near 0 ohms to about 30 ohms smoothly If it jumps around a lot during the travel its in need of work. Don't tighten the gasket screws down too tight or you will deform the mount hole and have a heck of a time trying to seal the transmitter even with a new gasket I always use a LITTLE aviation Titeseal gasket sealer on them when I assemble them.

With the final amount of VOR/DME stations after removing most I would think that DME/DME mav would be problematic due to reception issues because the stations are so far apart (unless you were high and even then?)

I did one and found a big error on the original factory W&B sheet They made mistakes also. Don't just blindly trust the first one.

IIRC I looked up and read the actual spec sheet a long time ago for the MIL SPEC for the 193 hose qualification (H 5593-C) and in that it says that 193 hose meets a certain spec (4.4.3.7 paragraph) for immersion in 5606. Basically the MIL spec does require a certain amount of resistance to petroleum products but its not specifically designed for it. So 50 + years of immersion of course might cause a leak even in a static pressure hose. file:///C:/Users/72773/Downloads/MIL-H-5593C.pdf

Don't take this the wrong way but if those lines are so old that you are cautious about handling them then maybe its time to replace them. I've seen fuel pressure lines so old they just bust like spaghetti when removed. One had a date on it of 1963. It was well over 50 years old for a rubber hose carrying pressurized fuel. Be cautious and check the dates Not something one might want to cheap out on. The other line that most forget about is the hyd line to the flaps under the cabin. Have seen several that were date of aircraft manufacture. It can be challenging to change but it has to be done to keep our fleet going.

Couple flies from Germany to Australia AND back in their Mooney This is a very detailed long read https://euroga.org/forums/trips-airports/15530-down-to-oz-and-back-agin-the-whole-story?fbclid=IwAR1apQ8rnMdHiskPhuUPdIRDUyMV9X6CMrhD-iIrbI-RfFOqHMiy0YhwG3E_aem_AZp_IhINaL9hczkSFgErtgEAK-PdBuWee6SbC2lmBZRuuYn1rnRWrj9ch9djQMK2DhVQk3H9rzK4aZ5muUbCEjJ4

IF you use nitrate dope be very aware of its flammability!!! Don't even think of smoking or open flames anywhere near the work area I once saw a Fairchild 24 wing go up in flames and smoke in about 2 mins when the wet nitrate dope was torched off by someone smoking. Wood working and fabric on GA airplanes is a lost art. Not many do it today. If the wood under the compromised area is itself compromised in any way I would suggest getting someone who knows and does a/c wood work to do the repair by the book.

Being piano wire you ain't gonna be able to bend it. :-)