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Aren't you down in Virginia Beach? Would love to fly down and see your handiwork some time.
I should have 95D's fuselage in my garage along with the IO-360 this January but still a long ways off.
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I am on the opposite coast in Seattle Washington, Although I was stationed at Fort Eustis Virginia (Lived in Williamsburg)Getting my Sheet metal repair training in 1971 (US ARMY) and visited Virginia Beech often. I went back to the area to teach aircraft maintenance courses at Langley NASA Flight operations some years later. But it's a long flight in a 170A just for a visit. Patched many a bullet hole in those green helicopters.bagarre wrote:Too bad they don't make a skull cap to fit that prop.![]()
Aren't you down in Virginia Beach? Would love to fly down and see your handiwork some time.
I should have 95D's fuselage in my garage along with the IO-360 this January but still a long ways off.
Yes I am making parts to install the battery in the rear. But for now I can get the battery cover on.The real pickle is getting the battery in and out.johneeb wrote:Looking really good Jim!
Be prepared to have great cabin heat. I really expect to have over heated soles on my flying boots.
Do you have a right angle drive for your vacuum pump? Yes it is an IO360C which has an additional gear drive for the pump and a Hydraulic pump for the landing gear in a Cessna Skymaster.
Have you tried putting the lock pin in the battery box cover yet, the one between the alternator and battery box is a tough spot to work in.
Thanks!Roesbery wrote:If you hinge the end of the battery box. The battery will slide in easy That is the way my Lycoming conversions are done. Keeps the cable length short.
Thanks for that tip! The battery in my Avcon is on the upper LH firewall, and removal requires removing the entire battery box. It's a pain.Roesbery wrote:If you hinge the end of the battery box. The battery will slide in easy That is the way my Lycoming conversions are done. Keeps the cable length short.
It will have to wait until I get back to the hangar. But if all you are interested in is the statement it has two separate wordings and is required by the STC. Full throttle is 2800 RPM and has a 5 minute limit. This placard tells what the full throttle 2800 RPM fuel flow should be at the stated altitudes. The new Brother label maker which connects to my lap top allows me to make pretty nice placards with a boarder around the statements for circuit breakers fuel shut off, cabin heat, alternate air and things like this fuel flow.Aryana wrote:Can you show a close up of the fuel flow placard above the manifold pressure/fuel flow instrument?
Thanks Blue Leaderblueldr wrote:That is a very nice , neat looking. job.
Bagarre,bagarre wrote:For an uncut '52 panel:
What's your opinion on keeping the original throttle location and using the carb heat location prop control and the blank to the left of that for alt air.
I'm fairly sure it'll work but you would know better just doing it.