CONTINUED FROM THE NAVION FILES
Here are more
files of potentially useful
Navion information. Again, these documents, and my verbiage, may not be
(and probably aren't)
the latest versions. Use at your own risk!
Structural Repair Manual - Part 1 (zip file; 1.916 MB)
Structural Repair Manual - Part 2 (zip file; 2.041 MB)
Structural Repair Manual - Part 3 (zip file; 2.000 MB)
Structural Repair Manual - Part 4 (zip file; 1.987 MB)
Structural Repair Manual - Part 5 (zip file; 2.000 MB)
Structural Repair Manual - Part 6 (zip file; 2.004 MB)
Structural Repair Manual - Part 7 (zip file; 1.953 MB)
Structural Repair Manual - Part 8 (zip file; 2.080 MB)
Structural Repair Manual - Part 9 (zip file; 1.871 MB)
Structural Repair Manual - Part 10 (zip file; 0.382 MB)
Each of these files unzips into about 10 pdf files. Each pdf is one page in the L-17 (Navion) repair manual (87 pages).
Or, if you're
brave, here's the entire thing
one big file for the A and B models:
Structural Repair Manual (pdf file; 10.915 MB)
Back when E series
engines and their military
470 counterparts were popular, folks started to run out of accessory
drive pads. The well dressed Navion had a hydraulic pump, fuel pump,
vacuum pump, and perhaps a propellor governor; each of these needed
an accessory drive. The engine only had two (left and right). Lo and
behold, Hartzell, from the goodness of their Hartz, produced the
"T" drive (or "Y" drive, as it is referred to in the Ryan and North
The "T" drive allows you to run two accessories from one drive pad; they are no longer manufactured and command a king's ransom when you do find one. That said, their internals ARE still manufactured, consisting of standard bearings, gears, and seals. However, a first time installation comes with a few simple caveats. First, these drives are NOT interchangeable! According to the Type Certificate, only the Continental E-185 engine may use the C-192 drive! And according to the Hartzell drawings, only the E-205, E-225, and 470 engines may use the C-137 drives! Furthermore, these drives obtain their lubricating oil from the engine. You must remove the seal (Continental Part Number 25102) from the accessory drive pad you are planning to use, and in the case of the C-137 drive, do some minor machining on the accessory pad adapter. This allows the oil flowing through the drive to return to the engine sump. ALSO, two of the accessory case studs will have to be replaced with longer versions (Continental Part Number 402129P003 or otherwise listed) to accommodate the thick "T" drive. Still with me? There's one more thing. There are FIVE versions of these drives; you must use the correct version depending on engine, accessory pad, drive rotation, and, in the case of prop governors, the governor you're driving. My E-185 engine driving a wet vacuum pump and hydraulic pump on the right accessory pad uses a C-192-2 "T" drive. So... here are the Hartzell drawings:
"T" Drive (pdf file; 0.426 MB) or
file; 0.771 MB)
C-137 "T" Drive (pdf file; 0.328 MB) or (jpg file; 0.722 MB)
Sorry, these are large blueprints. There is no good way to post these in a way that is printable, but they are viewable.
If you really want to go crazy with these things, here are the Hartzell documents for adding a C-137 "T" drive to your left side accessory pad, along with the details of the Hartzell A-1 Propeller governor installation. The first document is the verbiage, and the second unzips into four jpg drawings. By the way, the Hartzell A-1B and A-1F models are interchangeable for the diaphragm controlled props (90-110 PSI oil pressure relief valve), as are the A-1C and A-1E for the piston controlled props (215-235 PSI oil pressure relief valve). However, the E and F models are no longer supported, but the B and C models are very easily convertible from one to the other.
T Drive and Governor Installation (pdf file; 0.012 MB)
Hartzell T Drive and Governor Drawings (zip file; 1.461 MB)
Hartzell A-1 Series Governor Parts Drawings (pdf file; 0.094 MB)
Of course, the original Navion didn't
come with stainless steel
fasteners, and if you've still got the originals they may be a bit hard
to remove at this point. When you do, here's an Excel spreadsheet with
the stainless steel replacement part numbers.
CAUTION: The large access panels under the wings which cover the gear mechanism are fastened with STRUCTURAL screws. Don't accept any other for these critical fasteners!
Note also that some of the original hardware has no easily
replacement. In general, the difference amounts to sixteenths of an
in length, or truss heads instead of pan or washer heads. The hardware
this spreadsheet works on my 1950 Navion A. Double check
clearances before you assume it will work on yours!
For years there have been rumors that an owner can make, or have others make, parts for his "orphaned aircraft". Well, it's not a rumor. If you have the material and the drawings, the FAA says go ahead! Here's the letter from the Federal Aviation Administration's Donald P. Byrne with the official word!
That big filter element in the hydraulic fluid reservoir rarely gets
changed, which is unfortunate because it's so easy to do. It's a
industrial hydraulic filter, and always has been. Use a NAPA Gold
1071 or 1080, an AC Delco PF-316, or a FRAM C-134PL. The FRAM
filter has its own gaskets, so you don't need the big "O" rings
normally found at the top and bottom of the filter. The AN902-8 gaskets
referred to in the Parts Manual are more than obsolete.They were
by AN6290, then MS28778, and are now SAE-AS28778 gaskets. It boils down
to an "O" ring 0.644 inches I.D. by 0.087 inches thick.
All of the other seals in the canopy model are listed in this Excel file, both in their original "AN6227" format, and the MS28775 replacement:
Navion_seals (xls file; 0.016 MB)
This Excel file list all of the hydraulic hoses and fittings for the canopy model
Navion_Hoses (xls file; 0.017 MB)
So you religiously follow the 55 year old maintenance manual for
pride and joy, being careful to use only the finest AN-15-G grease.
Right? Yeah, Right. Don't despair, that Mil-Spec has been
since Hannibal went sleigh riding behind elephants. But if you
laboriously dig through a stack of antique Mil-Specs, you'll find that
AeroShell Grease #6. Use it everywhere that AN-15-G is specified, which is basically the entire airplane. Of course the Harthell prop used to get only Lubriplate 630-AA, but Hartzell has recently specified AeroShell #6 for all of their propellers. This is a good thing, as the Lubriplate was pretty runny stuff, and tended to spatter the windshield with oil on hot days. Some owners specify AeroShell #5, which has even less tendency to run than #6, but if used the prop must be placarded against operation below -40 degrees Fahrenheit. Technically, the A-38 bearing requires ExxonMobile Andok 260 grease which is no longer manufactured. Fortunately, Nye Lubricants has a Mil-Spec replacement known as Rheolube 374A. This stuff is quite expensive, but you only need an ounce.
All of these site's have on-line stores where you can either buy or
sample these greases, although you can generally find them for less if
shop around. I used to buy the Lubriplate 630-AA in 10 ounce tubes, and
repack it into a miniature grease gun just for the prop.