April 1993 - American Bonanza Society

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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 ~ 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- ; AMERICAN BONANZA SOCIETY, APRIL 1993 PAGE 3201
I . I frame appears to have over 8300 hours. An E-185-8 engine was installed in 1965 and was majored in 1984. During this major, new cylinder/ piston assembLies, PIN 536727, were inswlled. My first question is: Do these new cylinder/ piston assemblies upgrade the engine to an E-185-11' TIle aircraft owners manual that carne with the plane has performance charts for an aircraft equipped with a Beech propeller. I have a Hartzell hydraulic prop HC-A2X20-4AI and do nOl think these charts reflect the operating parameters for an E-185 engine equipped with the Hartzell prop. Can you tell me where to get updated charts? TIle aircraft currently has 29 gallon main fuel tanks and a 20 gallon fuselage auxiLiary tank. ls it pemlissible to install larger 25 or 40 gallon main tanks without extensive wing "beef-up'" Along the same lines, is it possible/ permissible to replumb tile li.le! system to retum the excess li.lel from the engine driven pump to dle fuel tank "from whence it (:'arne," mther than tile left main tank? r purchased Colvin 's Clin.ic last month and find it packed with valuable infonnation. You and Lew Gage provide valuable, up-to-date information in your columns. Keep the infoffilation coming! -Robson B. Sweney, Jr., ABS 28522, Alta Lema, Ca lif. A The placard plate on your engine should say ~ whether it is an E-185-8 or E-185-11. If it is the E-185-8, takeoff rpm is restricted to 2450 rpm. If it is tile E-185-11, takeoff rpm is 2600. The cylinders have nothing to do with rpm, it is the countef\veighrs on the crankshaft that makes the difference. Your airplane came equipped Wi lh a wood blade prop. Most of these props were replaced with Beech Model 215 metal blade props. Your Hartzell blade prop is better than the original wood blade prop, but it is restricted to the -8 perimeters. When an airpLane is modified by changing engine HP and propellers, it is no longer the same airplane that was produced at the factory. Unfortunately, those who make changes to the airplane do not develop new manuals, so you just have to live with the original manual. Your airplane was licensed in the original manual and your airplane was licensed in the normal category which means that it is not built to withstand loads that the later models will withstand and carry. To instaH larger fuel tanks in the wings, the entire wing would have to be rebuilt, so it is not practical. Same goes for rerouting fuel to the tank from whidl you are drawing. This would require major replumbing and would require major proof to the FAA, so don't even think about it. When you want the other improvements you have mentioned, trade up for a Bonanza that includes what you want. Land wheels up or down on a dry sandy beach? Recently, an ATR flying a Bonanza alone dead- ~ Q sticked wheels up on a dry bathing beach about 7 a.m., thereafter requiring transportation, prop, cowling, belly, flap, and probably engine work, pillS cleaning out sand. Rather expensive but no injuries at all. The undersigned, before gaining an IFR rating, stalllanded a light G35 on soft but dampened beach sand, wheels down, in a torrential rain. Result: 80 fOOl o;rollout, It no damage, no injuries, as I believe the ABS Newsletter once noted. Cost for mechanic with wingbolt lift sling, crane, flat-bed to inspect and deliver plane with police escOlt to the local airport on a summer Sunday morning was less than SI,500. Flew the plane home before supper, and o nl y a verbal report of the off-airport precautionary landing was required. Although we've been taught the nose gear requires tender loving care, what do available reports say will be the probable outcome of landing a Bonanza wheels down on soft beach sand? Are Bonanza pilots likely to decide . against wheels down beach landings because successful ones are not reported, whereas accident reports aU cite damage, skewing tile record' Should members be queried on this? -Name withheld by request Recently an ABS member had to dead-stick land ~ A in a recently plowed, muddy field. He elected to land wheels down. He even had time to position the prop crosswise. At touchdown, the main gear wheels sank almost out of sight and tile nose wheel did not sink out of sight. Needless to say, landing roll was nil and there was no damage. In most cases, a Bonanza can be s ~lfely landed on a beach. lt would be wise to hold the nose gear off as long as possible. Erratic alternator operation. I'm a relatively new participant in the \vorId of general aviation after spending 20 years flying in the Navy. I'm a vely happy Bonanza driver, having started out properly enough, on the advice of a fonner Beechcraft salesman, on a 1967 A36. Ran that out; bought a 1977 BE35 V-Tail; ran that out, and am currendy doing my best to do the same thIng with a beautiful 1991 F33A. At the same time I'm upgrading the electronics on and preparing to familiarize myself with a fairly rare 1967 BE56TC Baron. Now the problem with the F33: The alternator warning light-situated alone, directly in front of me, below tile flight instruments and to the right of the standby air system light, instrument air waming light, etc.-lights up under any posirive "G" situation; no more than 1 Yz to 2 G's in a tight tum or abnlpt pull-up keeps tile light on as long as I sustain the G-load. What the heck's going on' Impact on the sensing switch, affect of the G-load on the drive belt, or what? -Hj. Koehler, lfl, ABS 26212, Elizabetll, J .j. The trouble that you are encountering could be ~ A caused by a faulty PC board that is attached to the alternator, or it could be tile alternator out censor or it could be a loose or corroded temlinal. I feel sure that you will fmd that the trouble is in one of tile above. If not, please let me know. Please send your questions and/or tips and techniques to: American Bonanza Society, Attn: Norm Colvin, P.O. Box 12888, Wichita, KS 67277 AMERICAN BONANZA SOCIETY, APRIL 1993 PAGE 3202
Page 2 and 3: I IN THIS ISSUE I COVER. Spirit of
Page 4 and 5: BONANZA OF THE MONTH ; Round-the-Wo
Page 6 and 7: I Q I M35 oil filter. My corporalio
Page 10 and 11: AD! L26000 Louis H. Abbett L7978 Br
Page 12 and 13: How to buy a used bird By George Wi
Page 14 and 15: Thanks for Orlando BPPP. [ just wan
Page 16 and 17: them up for bench testing. They che
Page 18 and 19: Replacement value? Consult d1e Blue
Page 20: APRIL 16-18 · Bonanza Pilot Profic

April 1993 - American Bonanza Society

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