About our Navion Rangemaster.

FlightLines purchased our 1966 Navion Rangemaster from the Harry Koopalethes estate in September of 2012, The aircraft had been flown to Montgomery, NY for an annual inspection and the owner had unfortunately passed away before picking it up. The aircraft was showing it's age, but we planned on upgrading the panel to use the aircraft in our business, so we were principly concerned with the structure and maintenance history to simplify the import process. The aircraft was a Navion Aircraft Corporation, Seguin Texas factory prototype for the "H" model Rangemaster, of which it was the second of the H models delivered. The log history is 100% complete, but the import process still took over a year given we took the time to upgrade the interior and instrument panel in the process. Interestingly, the aircraft was registered as a Navion G on 5 Oct 66 and sold to Mr Allan H. Morgensen "Mogy" of Lake Placid, New York on 16 Dec 1966. On 22 Sep 1967 Mr Morgensen paid $10 to have the Airworthiness Certificate changed to show the aircraft was a model H. Another interesting point is Mr Mogensen was highly respected for his time and motion studies and work on simplifiication mehods and business process modeling in the 1930's. He is know as the "father of work simplification."

Dave Miller  President FlightLines Design Inc.

 
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Importing N2501T

After receiving the required FAA and Transport Canada Ferry Flight approvals, I flew from Vancouver Island to Montgomery, NY to fly the Rangemaster back to Comox, BC. This was about a week after Hurricane Sandy pummeled the U.S. north-east coast. An A&P had already checked over the aircraft before I arrived; regardless, I gave the machine a thorough going over before topping off the tanks and heading back west. Preparations were hampered by the fact that I couldn’t ask the previous owner about any known issues with the aircraft systems. This would be a true flight of discovery. The interior of the aircraft was truly dated and tired, but not as bad as some other Rangemasters I had looked at. She was a pleasure to fly and I could see the potential… Over the first two days of my trip a number of minor snags revealed themselves. The radio and nav frequency selector knobs were seizing and showing signs of slipping and the flaps would occasionally fail to extend.

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Original Panel

Before my flight had ended I was down to a single serviceable radio as the frequency selector knobs had slipped rendering the other Nav and Com units unusable. Frankly, my final landing at my home airport was flapless, the final radio packed it in and the elevator trim and fuel selector had also become stiff to the point of being quite difficult to use. Regardless, none of this was of great concern as I still had my seaplane to fly and we would have lots of time to address the snags while the new panel was installed and the importation was completed. The propeller was removed for overhaul, and the panel was stripped for the installation of a Garmin GTN 650 NavCom, GMA 340 Audio Panel, GTX33ES remote transponder with ADS-B, Aspen Evolution Pro 1500 PFD and MFD, King KX155A and KI209 NavCom and panel mounted Aera796 with XM weather. A 406 ELT, Fuel Valve and Gascolator were also installed.

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Tired Interior

Interior and seats appeared to have been last “upgraded” in the 70’s.

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Unplanned Stop

On the morning of the third day of my trip home, I was surprised to find a rather large quantity of water in my main tank sump. I drained about a quart of fuel and was satisfied that the issue was resolved. As I crossed well into the west coast mountain ranges, higher altitudes and a drop in temperature proved me wrong. Water frozen in the gascolator resulted in a complete engine stoppage. My fifth landing in a Rangemaster was a dead-stick landing onto a highway in Athena, Oregon.

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Well Planned Departure

No damage done - after an hour on the ground, I was able to drain the remaining water from the fuel system. With the help of the local state troopers, I took off and flew the short distance to Walla Walla to perform a thorough inspection of the fuel system for more water and refill the tanks. The following day I flew across the Canadian border, cleared customs and parked the plane until the import inspection was complete.

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Gutting the Panel

Here the panel and interior is gutted. Seat’s and side panels being recovered, new panel being cut, interior carpet ordered and new instrument panel being cut to accommodate the new gear. We left the interior out of the aircraft until the new instrumentation cabling was plumbed.

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Interior Removed

No surprises. Took this opportunity to replace the fuel selector and install ceiling mounted shoulder harnesses.

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Equipment Rack

Equipment rack before removing the King remote transponder and hat shelf.

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New Carpeting

Installing the new carpeting.

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New Interior

Here she is finally assembled and in the air.

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Custom Leather Seats

Six-place stereo intercom through the GMA 340.

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Seating for Five

Lots of leg room and looking great!

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Panel Upgrades Almost Complete

Most of the instrument panel upgrades complete. Still to go, new aileron trim indicator, engine/prop controls, engine analyzer and new autopilot.

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Final Updates

All updates complete except autopilot upgrade.

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Applying the Registration Marks

Painting the new registration.

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Flying Over Toronto

Enjoying the new aircraft on a flight past the CN Tower in Toronto.

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Traveling

Easy pre-flight.

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A Great Aircraft

Sitting proud. Taken before applying company logo to side and maple leaf to tail.

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A Rare Sight

This is the only Rangemaster on the Canadian Civil Registry at this time. We are constantly educating Canadian Controllers on the ICAO identifier for the type “RANG.”

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More than Long Legs

As the name would indicate, the Rangemaster has very long legs. The service ceiling is also excellent at 20,000’ although, we’ve only had it up to 17,000’.

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Fly Safe

Hope to see you at the next Fly-In

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