In July of 2000 I purchased N5186K, a 1950 Ryan Navion A. After 50 years the poor thing had a leak in one of her fuel tanks, so as soon as she got home she was "demated" (the fuselage was removed from the wings, and the wings were separated). This is the right way (and the hard way) to fix these leaks.
 Demating the fuselage and wings
Another View
And Another

Here's a bunch of useful Navion files for download. Bear in mind that these may not be (and probably aren't) the latest versions of these documents. Use at your own risk! Some of these files are quite large (many megabytes), so some patience is required.

CONTINENTAL ENGINES
 E Series Engines Parts Manual (pdf file; 2.696 MB)
  E Series Engines Operator's Manual (pdf file; 4.621 MB)
E Series Engines Overhaul Manual (pdf file; 4.792 MB)
E-185 Type Certification  (pdf file; 0.02 MB)
E-225Type Certification (pdf file; 0.01 MB)
The type certification for the E-185 contains the legal justification for the use of a Hartzell C-192 accessory "T" drive.
Confused by all the "T" drive stuff? See  MORE NAVION FILES  for the real skinny!

NAVION
Service Manual Part (pdf file; 55.346 MB)
Service Bulletins Part 1 (zip file; 3.108 MB)
 Service Bulletins Part 2 (zip file; 2.349 MB)
Navion Service Letters (pdf file; 3.841 MB)
Navion Special Instructions (pdf file; 8.616 MB)
  Navion A-782 Type Certificate (pdf file; 0.497 MB)
 Military L-17 Pilot's Operating Handbook (pdf file; 4.838 MB)
 Military L-17 Service Manual (pdf file; 15.645 MB)
Military L-17 Erection and Maintenance Manual (pdf file; 9.112 MB)
Ryan 205 Operation Manual - 1950 Edition (pdf file; 24.341 MB)

ANNUAL INSPECTION CHECKLISTS
Annual Checklist #1 (html file; 0.050 MB)
Annual Checklist #2 (pdf file; 0.018 MB)
The first of these is an HTML file, designed to be viewed (and printed) from a browser like the one you're using right now. The second (courtesy of Jan Zumwalt), is a pdf file which may be easier for some folks to print. Pick the one you prefer, and use it as a starting baseline for annual inspections. 

AIRWORTHINESS DIRECTIVES
Airworthiness Directives (zip file; 0.129 MB)
This file unzips into 17 directories containing all of the Navion specific Airworthiness Directives to date. It does not purport to be complete, and it DOES NOT include AD's for appliances, as they would be far too numerous to list. The unzipped directories contain the AD's in browser viewable (HTML) format.

THOMPSON TF-1900 FUEL PUMP
 Fuel Pump Manual (pdf file; 1.974 MB)
Fuel Pump Service Bulletin (zip file; 1.661 MB)
When was the last time you replaced YOUR drive pin? Check out the vintage Bonanza sites below for replacement parts.

BENDIX-STROMBERG PS-5C CARBURETOR
 Bendix PS Series Manual Part 1 (pdf file; 2.617 MB)
 Bendix PS Series Manual Part 2 (pdf file; 3.424 MB)
 Bendix PS Series Carb Manual (pdf file; 12.812 MB)
 Carburetor Flow Chart (jpg file; 0.385 MB)
 Oddly, this manual goes into great detail on adjusting this bullet-proof carb, but it doesn't tell you which WAY to turn the idle mixture adjustment screw! From experience, it's counterclockwise for rich, clockwise for lean. One half turn is a lot.

HARTZELL 12X20 PROPELLER
 Hartzell Manual (pdf file; 2.923 MB)
 Hartzell Prop Type Certificate (pdf file; 0.015 MB)
This devil-spawned abortion of a prop is subject to a nasty and repetitive AD. In fact, this prop drives a lot of Navion owners to replace their engines so they can use a different propeller.
 A Letter from Hartzell re: The Big AD

And here's a Service Letter from Hartzell to prevent the blade clamp bolts from chewing up your irreplaceable spinner:
Blade Clamp Bolt Service Letter ( jpg file; 0.336 MB)  

Hartzell Lubrication Service Letter (pdf file; 0.017 MB)
 Hartzell used to specify a lot of different greases for their props (see MORE NAVION FILES), but now utilizes Aeroshell #6 almost exclusively. Navion owners know that even a recently overhauled 12X20 prop will spit oil, particularly on warm days. I've seen these props return from the big AD inspection, or even overhaul, sealed with all kinds of sticky compounds (silicone, Permatex, etc.), in an attempt to solve yet another on-going problem with these propellers. This service letter allows the use of Aeroshell #5 IF the propeller is placarded against use below -40 degrees Fahrenheit. It also gives useful pointers on lubrication intervals and procedures. Aeroshell #5 is a high temperature grease, and less prone to spitting oil when the mercury rises.

DELCO - REMY  GENERATORS and VOLTAGE REGULATOR
Many Navions still sport their original Delco generator and its attendant regulator. The maintenance and adjustment of these regulators has become something of a lost art due to their relative rarity. Here are the manuals, which even cover the proper way to "neutralize", and "polarize" these generators.
Delco Regulator Manual (pdf file; 1.553 MB)
Delco Generator Manual (pdf file; 5.121 MB)

BENDIX-ECLIPSE E-80 STARTER
The Eclipse "E-80" starter series was the workhorse of the late radial engine era, and carried over into the E-series Continental engines (the "E" is strictly coincidence). These starters come in 12 and 24 volt versions, with various clutch torque settings and both grounded and un-grounded stators. Here's the parts breakdown, exploded diagrams, and overhaul manuals for these expensive machines:
E-80 Starter Manual (pdf file; 14.544 MB)

NAVION  PILOT'S CHECKLIST
Specific to my plane, a 1950 Navion A with the Continental E185 engine and a Hartzell constant speed prop, this nifty color-coded checklist fits on one card. Edit it using Microsoft Word to reflect your own needs, print it in high resolution, fold in half, and laminate.
Navion Checklist (doc file; 0.098 MB)

As you can see, 5186K had a pretty primitive panel. Like everyone else I wanted the latest and greatest moving map, IFR, approach certified GPS. But I also wanted full ILS capability as a backup, and I wanted dual VOR's for everyday navigation and to keep me from using the GPS full time as a crutch. I also figured that DME and ADF were pretty much passé these days. And finally, I wanted dual comms. All of these mutually exclusive requirements led to the panel I finally installed. Why not a Garmin 430 or 530? Admittedly, the cost would have been comparable. But consider this. When the fuse blows or the breaker pops on one of those magical does-it-all boxes, everything is gone. No GPS, no ILS, no VOR, no Comm. No way.

The most interesting part of this entire installation was the approach certified GPS. Unlike a normal radio install, an IFR GPS is a field approval. This means that you must first submit 3 copies of Form 337, unsigned by your mechanic, along with 3 copies of the IFR GPS Flight Manual Supplement, along with whatever other supporting documents your local FSDO may require. The FAA then reviews this stuff, approves it, and only then may the actual installation proceed. When completed, the installer then signs and stamps the pre-approved 337's for return to service. You get a copy, he gets a copy, and the FAA gets a copy for their archives. Herewith is what my 337 looked like on approval. Your mileage may vary.

Form 337, side B (doc file, 0.021 MB)

There were a few strange things about this process. The FAA didn't want anything listed as an attachment, hence the odd wording on the 337 ("herein incorporated by reference"). Ultimately their goal was to only record the microfiched 337, and not a bunch of weight and balance sheets, flight manual supplements, etc. I was also surprised that they didn't require a flight test, which used to be a religiously observed part of any approach certified GPS installation.

SHOULDER HARNESSES
 Canopy Navions predate the requirement for shoulder harnesses. There have been various modifications, and even STC's, designed to address the retrofit of this lifesaving equipment. But first, there is the legality issue. Fortunately, this is one area where the FAA has seen fit to err on the side of safety; evidently someone decided that some kind of shoulder harness, even any kind, is better than none at all. While the Feds would ideally like to see an STC or Field Approval, they acknowledge that as long as the airframe is not structurally modified or compromised, you can install shoulder harnesses with a simple log book entry. They don't even have to be approved aircraft harnesses.

And here's the official FAA policy statement that says so:
Shoulder Harness Policy Statement (pdf file, 0.156 MB)

Never a bureaucracy to let a simple statement run around naked, here's the FAA's discussion of the ramifications of the policy statement:
Policy Statement Discussion (doc file, 0.081 MB)

So I eagerly placed an order for two 2D5630-3 harnesses ($40 each) from
Hooker Harness

These mate with the 206340 seat belts, also from Hooker, that are legal replacements for the front seat belts.
The entire get-up looks like this:
Shoulder Harness Installation (jpg file, 0.073 MB)

and is anchored behind the rear seat like so:
Harness Anchor (jpg file, 0.077 MB)

The shoulder harnesses are capped off with stylish sheep skin pads from Wal-Mart, and they don't even interfere with the rear seat passengers.

LINKS

Here's a list of links which may be of interest to Navion owners:

ACK EMMA / Ripley Quinby III
The creator of the biggest Navion link of all; the page you're on (and those that follow). In addition to being the proud owner of  N5186K, I'm  an A&P mechanic, IA, and instrument rated commercial pilot located in New England. Connecticut to be exact. Folks in the New England area in need of an annual, a pre-buy inspection, assistance with ferry permits or ferry flights, or just general help with parts or questions should feel free to get in touch with me at my shop, Ack Emma LLC.
The best way is to click here to send me an e-mail, or phone me at (203) 798-6622 or (203) 431-9056.
I'm always happy to meet with Navion owners, or potential owners, at Danbury airport in western Connecticut. "Ack Emma" is World War I British phonetic for "Air Mechanic".