JeepcoMJ

I'm not sure why the need to "keep calm". It was a simple question, regarding yet another 350 swap and whether this is the right subforum for questions, or whether this subforum is meant to be more directly informative with crazy one off items (i.e., not question threads, but information threads). This forum isn't mine. I don't make decisions here. My question was based on impressions I gleamed from talking to the people who do make decisions. So, I was curious. This is a "go with the flow" sub forum, it seems. That's fine by me. It's all good from here.

In all seriousness, I just was under the impression that this forum was more to be along the lines of an index of heavy modification, rather than a cesspool of continuous ever-present and beaten with a dead horse questions, such as a Chevy ls swap. A subforum to end the need for such questions, if you will. Anyways, let's continue to discuss the most common, most researched, most generic, and most bolt in ready swap for any vehicle on earth. Gonna follow wade on this one. Babble babble unoriginal LS babble

Doesn't this thread have more of a general tech feel? Thought this subforum is more geared towards heavy/one off builds than question threads? Just curious

You got it This took 3 days solo. Also had to determin some combustion heater issues on a Seneca 2 (pilot error...thought closing external air would recirculated internal air to heat faster, was causing thermostat overheat), and install new mags @ +20° on the same plane. The mags were fine until the last one...on and off 20x, and 5x in, I had already decided the distributor timing was off, but my supervisor was inconvinces. Low and behold, on disassembly of the mag, it was off. This week I've got a cirrus annual, next week avionics upgrades on a navion range master ($50k in labor and equipment) plus annual on it. It's nice being booked until June already...there's alot scheduled out. I'll be opening a "other projects" thread for aircraft.

Stay safe, keep us posted.

3.07s make for a gutless truck, stock or not. They are a problem.

My work for the week, and some others. Doing elevator de-ice boots on a Cessna citation this week. Who doesn't love 20' airborne work while playing with MEK, 1300L, and conductive cement?

You do some very nice work!

Thought I would do this thread for future assistance to our members, either to make 97+ swaps easier on members, or to allow the use of a 91 to 96 potentiometer and float in an MJ tank. Looking at the first picture, we have a Renix MJ sending unit on the left, High Output MJ in the middle, and 97 on the right. After looking at alot of options for the swap, I've decided to stick with simple. The tj tank absolutely didn't appeal to me, as I don't want it that close to the drive shaft. The Dakota option was close to what I wanted, but with fabrication work that I think less than necessary. I don't want to drop the MJ tank any lower to install a top load pump and lock ring, and I also am not interested in having the fuel tank be in the bed. So, here is the game plan: Turn the Renix fuel sender into a 97 sender. I do have two shorted H.O. senders that are complete, but do not desire to modify or butcher them in any way due to rarity. Step 1: carefully disassemble 97 pump, leaving the potentiometer attached to it's mounting plate. This is as simple as cutting the 4 corner tabs, which I did with a pair of end cutters. Step 2: carefully disassemble the top of the 97 sender, removing the fuel pressure regulator, wiring, connectors, as well as the fuel pump itself. Step 3: remove the Renix potentiometer, float arm, and harness. The potentiometer is just a couple of clips, and will likely break. You will need to cut the float arm. I recommend doing it at the pivot point, in order to use it as a template to verify that your 97 float arm matches. Step 4: mounting. The new potentiometer and float arm. First off, I noted that the m7 and 88 sender had the same distance from point a (pivot) to point c (center of float) and the same range of motion was noted between the 97 and the 92 units. That makes this a very straightforward swap, as the distance between these points will always be the same throughout its arc of travel. This allows for us to use the original float arm pivot point as a base line for height. Secondly, keeping the 97 potentiometer attached to it's mounting plate is a huge bonus for easy mounting. Locate the hole through which the Renix float arm passed, and using a square off of the sending unit's center axis (center of vertical tube...i.e. fuel return), mark across the Renix potentiometer mounting plate. You will need to drill a 1/2" hole to pass the pivot point of the h.o. sender. Step 5: mounting the 97 potentiometer. Step 6: to be continued.

Anyone else have issues with apostrophes kicking them out of the response box on mobile?

Shame is, he hates to fly. But he hates 16 hrs in a car even more. Flight is 4.5 hours total.

Thank you. The airplane thing is a plan, not a current reality. It will be a neat excuse to own an airplane.

Good as can be expected. Had to have another brain surgery to replace the battery for the pacemaker in his brain a month back. That's surgery number 7 I think.

Agreed.

Tower? Nope. Cliff? I'd happily go base jumping. Actually am looking into parapellers right now, and I love skydiving. Cannot and will not do roller coasters or bungee jumping.

Was that the glxj trip? If so, I've got a good amount of pics for you guys

Nice truck!

...you can't seriously think this isn't uglier than the stock one. Aside from that, it is an inefficient fan in comparison considering how large the hub is and how small the blades are.

It's a shame, I can see flying appealing to your nature. And thank you, I love it. Ironic considering that I'm afraid of heights. I've come to realize that it's actually a fear of heights from which survival is possible (or at least likely). Living injured doesn't appeal to me lol.

You can require a good amount of them, but should keep things such as vacuum advance, etc. Connected if equipprd.

Need to be realistic. It was a problem. However, not one has crashed due to stabilator failure since the AD was put out. It's anot awareness issue at this point, but no longer a realistic concern as long as they are maintained. It's extremely difficult to find an inspected aircraft at this point which is not 100% airworthy, considering that inspections are required annually or every 100 hrs, or the aircraft is grounded. Even easier to enforce now with the required transponders by 2020.

That's cool! Our company plane is a Cessna 172 (1977-november). We get free use of it for getting our license, or personal use to just keep up on hours...only cost is that we perform inspections on our own time (saves boss $ on labor for annuals). It can get me IFR, VFR, and private...but not complex or high performance. My coworker and I figured cost wise it's cheaper and easier to buy the plane and knock it all out on the same hours. Plane is $15k, parts $5k or more depending on what we do in the long run, and insurance is $90/month for maximum coverage. It would cost me $250/hr to rent a complex high performance aircraft, at another 40 hours...which is already $10k. And then I'd buy one for $25k or more, so it does not add up to go the "free" way. My goal is to have a reliable, comfortable aircraft in which to fly my brother to his neurologist in Cleveland 4 to 10 times a year, as necessary. It will be a couple hundred bucks cheaper in fuel, and can be a 1 day affair rather than a 3 day affair.

They are, but they have a reputation as being "Doctor killers" with their high cost back in the day and the amount of them that lost the stabilators in flight. This one does at least have the Airworthiness Directive complete to reinforce the spars and leading edges on the tail.

This thread is about a tranny swap. And not the Craigslist "casual encounters" kind. Let's get back on subject. The ax5 is all he will need. It isn't a wheeler, drag strip truck, racer, or running oversized tires. The ax5 is sufficient. Just because someone has had a run of bad luck while using and abusing one doesn't mean it's the transmissions fault. I myself could never get more than 1k miles out of one. But, then, I also put a Buick 3800 in front of one in my novice jeep years.

I'll be starting a thread on a 1955 Beech Craft E35 Bonanza, soon. This is my plane. There are many like it, but this one is mine. It's got recent paint, single pane windshield conversion, only 400hrs since major engine overhaul, and used to have tip tanks (this is great for me, as the stc paperwork to install new same manufacturer tip tanks are in the log books, attached to this specific plane...so it will only cost about a grand. Got parked for instrument panel upgrade, they got as far as removing it, and the owner quit aviation. Works out for my coworker and I who are splitting costs on the plane. This will get me my private pilots license, vfr rating, ifr rating, complex (retractable landing gear), and high performance (225 hp 6 cyl continental e225), with a fuel range of 740 miles with safe reserves. All at less than 50% of the normal cost lol