April 1993 - American Bonanza Society

gravity near the forward limit. To adjust this, both trim cables
were adjusted one degree further.
\'(!hen I test flew her, I found that there seemed a larger
amount o f vibrc:l.tion noise from the propeller. The trim
needed the same three degree nose down setting for level
flight and the air speed was greatly reduced. When the
wheels were lowered, I needed virtually full power to main­
Lain height in the pattem which was quite frightening.
Over the past years, beginning with the strengthening of
the rail , then the replacement of the ruddervator skins, the
trim has needed fUither forward adjustment and I ('anna[
help tllinking that the whole setting of the rudde,vators and
trim needs to be adjusted starting [rom scrdtch. Having suggested
this to my engineers, they advise that they do not
have the necessary tools and neither do the main Beechcraft
dealers here in England. I understand the pan numbers for
dlese tools are 35-590087-1 , 35-590087-3 and 35-590087-9. I
wonder if you would be kind enough to recommend a supplier
and comment on whether you think this course of
action is correct. -Christopher R.E. S. "fay/at; ABS 15375,
Surrey, England
A
I arn always disturbed when mechanics change
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cable tenSion, mainly because it w ill change considerably
due to outside air temperature changes
that cause the airframe structure to grow in length
in hot weather and shrink in cold. Published cable tensions
are based on 70 F outside temperarure. I think, in your case,
trim tab travel should be checked from neutral. Up tab travel
should be 5Y2 + Y2 up and 23 + 2 degrees minus (down).
Once this travel has been established and the ball in the tum
and bank rides to one side, first level the airplane on the
ground. The ball should be centered.
In flight , if it takes right rudder to bring the ball back to
ceOler, loosen the trim tab turnbuckle on the cable that
controls the right tab one turn and tighten the cable turnbuckle
one tum that lifts the tab trailing edge. As a rule, this
will correct the trouble. I would be reluctant to fool with the
other cable tensions. If \:vorst comes to worst, the
differential rig tool is available from United Beechcrdft,
PIN 35-590087-1. cost SI74.67.
Try the tab settings first. I think that is all that is really
needed.
Bonanza rigging. Since the wings of my aircraft
were put back on it does not seem as stable in still
air. I also notice that when standing about 10
paces behind the center of the aircraft, w hen
looking over the top of the horizontal stabilizer, the right
wing appears to be higher than the left. How do I check if
the wings are where dley should be? And what sequence of
checking the rigging would you adopt in this instance?
I have been reading through all my past copies of the
ABS Newsletter (back to 1975) and I understand what you
have said about rigging flaps and ailerons. I read your remarks
regarding horizontal swbilizer not being horizontal in
the August 1983 edition. My right stabilizer appears to have
three-eighths inch drop at the tip.
Thank you for your past assistance with parts. -Bill
Arkell, ABS 11790, Port Denison, \'(7est Australia
A
~
With
both flaps fully retracted, you should note
that one inboard flap trailing edge is even with the
fuselage belly willie the opposite flap inboard
trailing edge will be below the fuselage belly. This
is nomlal and is the result of the difference in wing angle of
incidence. I don't see how one \ving tip can be higher than
the other. This can be checked by leveling the airplane by
a bubble level on the front spar cap and then shooting level
with a transit. I don't think that you will find anything.
If the airplane flies one wing heavy, try lowering the flap
on the heavy wing, one half turn of the fl ap acutl.lator rod.
Tf it is heavy, you might want to change angle of incidence
on that w ing.
I think it is the right flap trailing edge that should be even
with the fuselage belly, but I'm not sure.
Next, position the elevators in a horizontal position
with both trim tabs in alignment with the elevator trailing
edge. Sight along bodl elevator trailing edges. They should
be in perfect alignment. Emh aileron inboard (railing
edges should align with the outboard flap trailing edge,
while the control wheel should be level. While the airplane
is level on the ground, check the turn and bank ball
to see that it is centered.
If each wing came from different model airplanes, it is
possible the stall strips on the wing leading edge are in the
wrong place.
I Q I Vibration on landing. My 1981 A36TC just developed
a vibration on landing. The vibration does
not OCCUt on takeoff so much. The entire panel
begins to shake when I touch down and begin
rollout. Your book says the shimmy damper is usually not
the culplit but rather the tires. I have not changed tires in
two years. 1 don't see any balance weights nor do I see how
you can balance the wheels. Can the shimmy damper be defective
or Iowan fluid and cause the panel to shake badly?
-Ray Zinn, ABS 25104, unnyvale, Calif.
The vibration is most likely caused by an out-ofbalance
tire. Just for a check, ShOOl a touch and
go. Once in the air, apply the brokes. If the vibration
stops, we know it is the main wheels. You
might try lifting the nose wheel off the floor and turning the
wheel by hand. Check to see if tile tire is out-of-round. If so,
it must be replaced. If the wheel bearings are free, the wheel
w ill rotate, showing the heavy spot. Most tire shops C'dn balance
the wheel.
To check the shinuny damper, remove the 116 bolt from
tile piston clevis and pull and push on the piston shaft. You
should find resistance. If the shaft moves freely. then refill
the shinuny damper.
I'm sure the basic trouble is an out-of-balance tire.
I Q I Modification questions. I became the proud owner
of Bonanza N442B, a Model 35, SIN 01453, in
February 1992. Having flown since 1953, I had
always wanted to own a Bonanza. I just didn't
realize it would take 39 years to fulf~1 my dreams.
As you can tell from the serial number, the aircraft is 44
years old. Although the logbooks are incomplete, the air-
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AMERICAN BONANZA SOCIETY, APRIL 1993
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