cliffy

Nice way to bring back the thread drift :-)

So you want to move your battery for CG reasons? Have you run the calculations to see just what the amount of CG movement you'll get IF you move it and is that what you want ? Don't go to all that work without running the numbers first. I find it hard to believe that you are close to the rear mark I had to move mine to the back as I was at/over the front edge on mine with no pax in the back. If you duplicate the factory installation with all/only factory parts it is a Minor Alteration and no STC is needed. Refer to 43.13 it shows you how.

I learned from a guy that worked on DC-3s and DC-6s (big round motors with lots of plugs to change) He always used just clean engine oil upon installation. Put a drop on his finger a rolled the threads trough it He never had a seized plug. I've done it that way for 55 years also and I've never had a seized plug on any engine.

Thinking of screws and Tinnermans- Any screw going in that fastens with a Tinnerman nut needs "Type B" screws and NOT standard sheet metal (PK) screws. The thread pitch is different on Tinnerman nuts and Typs B screws match that thread pitch' PKs will go in but they somewhat ruin the Tinnerman nuts. Type B screws are blunt on the end where PKs are sharp pointed for self tapping into sheet metal.

Bob Minnis is THE GURU of engine packages. ALL Kinds! He's got some you've never heard of. One that goes as high as a U-2. He was the person that got the dual turbos to work for Mooney. Ask him how sometime. A great story.

Where is your CG when in flight? It makes a difference of a couple kts in TAS shown (trim drag)

As a side note to the above- The FAA looks upon the sign off of a "Major Overhaul" to include compliance with this clip from Section 4a of the above mentioned AC- "that are acceptable to the Administrator. In most cases, the standards that are outlined in the Engine Manufacturer Overhaul Manuals are standards acceptable to tho Administrator." In most if not all such manuals the after overhaul testing is specified to be done with "CALIBRATED" instruments not 50 year old aircraft instruments If the test run is done in the airplane and those gages haven't been recertified as accurate then the engine "technically" is not "overhauled" it is just "repaired" Not many follow this requirement but it is still there anyway. (Verified by discussions with the FAA years ago)

You might look in the downloads section here on MS and look at the J model book I think it is the same actuator

Lycoming TIO 540s Great engine package in the Navajo Much better than the C 421 engine package Don't remember about the over torque Just the tapping to seat properly and a torque wrench

I've always been amazed at the heating of the pipes and turbo and how there must be some expansion of the metal that is restrained by all the clamps and bolts. On a Navajo at night you can see the orange glow of the exhaust through the louvers in the nacelle That sometimes upsets the passengers

Ever hear about lightly tapping the circumference with a small hammer as you progressively tighten the clamp bolt? That was part of an AD on Navajos 40 years ago to get nice seating of the clamp on the tapered flanges, IIRC Each time you tighten and the nut gets lightly tight you tap and then the nut is lose again for another round. Do this until the tapping doesn't lossen the nut and then go to the proper torque and safety. More torque is not always proper. Use a torque wrench. Never had one fail doing it this way.

Talked with a shop manager the other day who hired 3 A&Ps Fired 2 because they couldn't spell or write grammatically correct sentences in log books. A local shop just hired a new A&P with no tools, Has to use the manager's tool box. Can't be left alone to do the work. Has to be supervised on every job. My Doc hired 2 successive vampires' (phlebotomists) and fired them because the first couldn't spell and the second not only couldn't spell but used white out on medical charts! At one A&P school airline agents are on hand at every graduation offering $35 - $50/hr to new A&P grads right now. At $35/hr that's $5600/ month $67.200/yr right out of school No GA shop can match it. I recently had one shop miss installing cowling screws at the break line at the guppy mouth. Another used plain PK sheet metal screws in the cowling instead of the supplied Type B Tinnerman screws Sometimes you just have to shake your head in dismay

Even if replaced I'm wondering if many A&Ps really understand how to install one correctly? There is a technique involved.

All nice panels but I wanted all new so I didn't have to deal with 50 year old mechanical gages. ''But then I'm day VFR now by choice The KISS formula now a days. All one would have to do is install a stand alone GPS and go IFR Center panel can be modified easily if so desired The right side only has my wife's IflyGPS tablet for her to play with on trips

I got a slight amount of speed increase (maybe 3 kts) as I was close anyway. It flies hands off with very little roll I get almost book speeds 135 to 140 kts at 9500 WOT, 2500 and ROP 50-75. And my CG is fwd in the box which does make some speed loss due to drag trying to keep the nose up. In playing with CG many years ago it seemed to make a difference in speed in mine. I would like to drop a wing board on mine to see if my guess is close to what the travel board says O deflection should be. I've heard that a couple degrees up (flaps and ailerons) may increase speed also but I've flown it this way for 25 years and all seems very comfortable to me.

To be precise the silver can is the inlet filter for one side of the PC system. I think most have 2 filters and the new filters when they were supplied were actually clear plastic fuel filters like off a lawn mower with one hose end ground off. The hose was only vinyl car vacuum hose of the correct size in actuality as told to my by Brittian years ago, Those hoses go bad in about 5-7 years if parked outside. The PC plastic tubing also gets brittle after several decades and breaks in different places along its route. It seems that I've heard that clear plastic (vinyl) hose of the right size will slip over the broken areas so that the entire red or green plastic tube does not have to be pulled out and replaced. The correct size Corbin clamps hold the clear tubing in place if needed. No leaks seem to happen at the breaks that way.

Agreed!

In flight both of my aileron balance weights are faired with the wing tip and they also match the level of the flaps I have a slight amount of left rudder trim on the trim tab for the very slight right turn tendency that I had. Ball not centered then. Had to adjust the aileron rods to get them faired with the wing tip in flight with flight loads applied then adjusted the flap stops to bring them level and then readjust the flap stops slightly to get straight and level roll trim.

An MU-2 was in reality no different than a 20 series Lear but in the beginning anyone with an MEL could go fly one No specific training required, Hence the bad track record when in fact if flown like a small jet it was an easy airplane to fly. But, in actuality, not as easy as a 20 Lear Too many wanna-bees bought them Hence again- the SFAR for proper training and recurrent to fly an MU2 now. The 20 Lear was a fun and in reality easy airplane to fly EXCEPT at 410 without autopilot! It could have been an easy SP if the regs would have allowed it. The go fast plastic singles (Cirrus not included) are kind of in the same boat. They need a proper attitude to fly them safely IMO only.

Have I contacted AOPA? HA! I had a "conversation" with Baker years ago at OSH about ramp fees and just where has that gotten? AOPA can't actually do anything in this regard. They can only "ask". The FAA even said that the "free stuff" was put into ADSB so that the entire idea would be accepted by GA (and buy in with their own money) Without the "free stuff" they knew GA would baulk loud and clear and kill the entire idea of ADSB OR the FAA would have to FUND the entire cost themselves!! Remember this is/was a replacement for ATC RADAR and its hysteresis in target location. ADSB was designed for increasing the through put (movin' metal) at the big airports so airliners could be stacked together closer than they could with RADAR alone. It was never a GA thing but only ancillary to the bigger picture. They needed GA in the program to make the airline side work. Yet many in GA wanted the "fish finder". A "poor mans" TCAS. As a past Airport Manager of a Part 139 airline airport I can attest to the fact that many airports that "lose money" it happens because of poor management. And it doesn't have to be placed on the backs of GA for the total support of the airport. Many studies have been done showing the value of an airport to the citizens of the sponsoring agency whether it is a city or county. An airport is vital the economy of each entity. One only has to look at how many city owned airports there are in Texas that supply good pilot rooms with one or more Courtesy Cars for pilots to use to "live on the local economy" while at that town. They only charge tie down and a fuel price for the use of the airport. These entities see the value to the city for the airport. You only see the landing fees at airports in larger cities where they are trying to squeeze out every drop of blood trying to make the airport a profit center without taking into account the input to the economy that the airport provides. In my case we had a city manager who wanted to close the airport due to cost for the city. This is in a city that had one 2 lane road in and out and an airport to support the city coffers that was totally dependent on tourism for income. We got 1 MILLION dollars a year from the FAA for the airport so the surfaces were taken care of and only the terminal needed city funds. I proposed a ticket tax as we had 10s of thousands of passenger sales every year (allowable under FAA rules) but that idea was declined as "they didn't want to do that and closing the airport was a better solution". The city manager didn't last long nor did I. Many forget that we pay a TAX in every gas purchase for the support of airports around the country. THAT is our contribution the air infrastructure in the USA. The airlines pay on a different scale BECAUSE their usage is higher! Let's not forget this fact! We don't get off free anywhere in aviation. David Wayne Hooks? I was just there a few days ago. They don't charge a landing fee but they do have a ramp fee waived with 5 gallon fuel purchase. Quite reasonable. In fact I flew there from St George Utah KSGU and other than towers at KDWH and Double Eagle (ABQ)and on two occasions to verify activity in a couple of MOAs, I talked to no one in ATC. Monitored ATC but never communicated, never needed to. We need to understand that there is a difference between "landing fees" and "ramp fees". If an airport wants to charge a "landing fee" to use the runway they have that right and it should be published. BUT if the airport is 'FREE" to use yet the only operator charges a fee to exit the airport THAT is a problem with me. Again. I mentioned this many years ago right here. Its no different than someone setting up a gate on the interstate off ramp to a city and charging a fee to exit the highway into the city. The highway is paid with Federal funds that I can use buy paying my gas taxes but I can't get off the highway without another fee to a private entity that I don 't need? I don't need fancy furniture or cookies. Just a bathroom and a gate and many city run airports have just that and do fine. Big city ideas bring on big city fees. The biggest issue right now is the consolidation of FBOs around the country into one of the big three. They are interested in big iron jet fuel sales and don't really want to service GA. Its not a good trend for us.

Ya know folks- Many years ago I predicted that this would happen when ADSB came in. Governments would start tracking every flight Everyone wanted a "fish finder" then but now- I hate to say I told you so When we couldn't defeat the "ramp fees" and even get off a publicly funded airport without paying a fee what makes you think you will defeat this fee scheme? You're a captive audience at any city/county airport once you land and prime for fleecing.

ADI was used on big radial engines. Even on Reno racers to stop detonation at high manifold pressures On big radials it would also clean out the carbon build up in the cylinder head. Water injection (plain demineralized water- soft) was used on early passenger jets like the 707s They had a 600gallon water tank in the right wheel well to be used on take off to keep the EGT down. We called them "Water Bombers"

Used to use a speedo shop for tach cables on Navajos Just make sure the "lay" of the twist in the cable is the correct direction L or R

Its called "developer's money" and "tax base for county"

Thanks Kind of what I thought but I have never dealt with a Garmin radio