AVIATOR pOinls - American Bonanza Society

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A: It is very possible your electrical system may not have enough capacity for your mission and your equipment. You should compare the electrical load to the alternator rating. It is also possible that resistance in the system, including the groundside of the system, has a high resistance and causes the regulator to think it's doing its job while not keeping the battery fu ll. An analysis by someone who knows the system would be good. A call to Terry Norris at Aircraft Systems in Rockford, Illinois (8 15-399-0225) might be worthwhile. -NP Automatic prop control John Berino. Aloha, Oregon Q: My E35 has an electric prop; the automatic prop control has stopped working but the toggle switch still works. The avionics shop removed a grey box that has a speedometer cable out of the back and a cannon plug in the front where the automatic prop knob connects. They said, "Most likely this is yo ur problem, but we don't know anything about it. Good luck." How should I proceed in getting this repaired Also, when it comes to airplane maintenance, is there a shop manual that tells how long a cenain repair should take-similar to what an automobile repair shop uses When an A&P tells me, "It will be 25 hours," how will T know that is a close estimate and not way over what the average guy would perform A: On your first question, the folks at Airborne Electronics (707-542-6053) and Aero Propeller (951-765-3 178) are usually very helpful. The only guidance on airplane maintenance costs given in the Beech manuals is very high. It is sold as software for factory-outlet shops. Pan of the problem is that with our older airplanes there can be a big variation on how long it may take, depending on any modifications. Also, as these airplanes have aged, it may be more difficult to obtain certain pans. Upon a specifi c query from a member, we will share our past experience. -NP 0-470G engine Richard Bowie. Dudley, Missouri Q: Can we install an 0-470G from a 1957 H model <strong>Bonanza</strong> in my 1956 G model U so, is it done under an STC, a field approval or other My friend's '57 was destroyed in a windstorm, but the new engine and prop were untouched. so we are considering this option. A: It could be done with a field approval, but there probably will be other necessary changes such as mounts/controls, etc. To my knowledge, there are no STCs to do it. The 0-470G is not a very popular engine, but in this case it might make sense. -NP Tip tank advice Wilton Gregory, Fresno, California Q: 1 recently purchased a 1981 A36TC with 74 gallons usable fuel capacity. 1 am considering adding Osborne tip tanks. Hangar talk around here varies on yaw oscillation, speed loss, etc. What are your views A: My experience with tip tanks on A36TCs-and for turbonormalized A36s with the same structure and cg placement-is that for a given loaded weight the airspeed loss, if any, is not noticeable. There may be some yaw instability if the tanks are less than full and fuel can slosh around in the tanks, creating inertial moments. Tip tanks stiffen the ai rplane's wing, so any vibration is more apparent; tip tank-equipped airplanes with threeblade propellers frequently develop a vibration or "buzz" when the tanks are full. Properly balancing the ailerons helps (some tip-tank STCs specify new balance limits; if not, have your ailerons balanced to the heavy end of the original specifications). Aileron gap seals also seem to reduce tbe buzzing. None of the tip-tank manufacturers provide guidance, but this stiffening of the wing would also reduce Va. So instead of using the published Va in turbulence or for practice maneuvers, use about 120 KlAS to conservatively compensate for the stiffer wing if the tanks are full or nearly full. - TT Battery minder Bob Beckman, Cross Plains. Wisconsin Q: I want to buy a trickle charger for my 1984 A36. What do you recommend A: We really like the battery minderavailable from several sources. - NP EDtTOR'S NOT£: See the article in this issue all page 11007. Send YOUt questions to absmail@bonanza .org.One of the ABS technical adVisors will be asked to respond . Be sure to include your ASS number ABS TECHNICAL STAFF 8< TECHNICAL ADVISORS Neil Pobanz. ABS lead technical advisor, is a retired U.S. Army civilian pilot and maintenance manager. He is an A&P and IA with more than 50 years experience. Glen "Arley" Foulk, former owner of Delta Strut, has been an ASS technical advisor since 1986. Arthur Miller has won numerous FAA awards as a mechanic, and runs a Beech specialty shop in central Florida. Bob Ripley retired from Delta Air1ines as a manager of line maintenance (Atlanta) and has run an FBO focusing on Beech maintenance for more than 20 years. Bob Andrews is a retired Eastern Air Une pilot. eFI. mechanic and a Wright Brothers Award winner. He owns a Seech-only maintenance FSD in Atlanta, Georgia. Tom Turner, ASS Manager of Technical Services. holds a Master's degree in Aviation Safety. He has specialized in Beech pilot instruction for more than 15 yeors. Page 10994 www.bonanza .org ABS October 2008
N ElL'S NOT E S Neil's Notes are from ASS Technlcol AdviSor Neil Pobanz unless otherwise noled. TOGGLE-TYPE CiRCUIT BREAKERS - Many members are already aware that ABS has had multiple meetings with the FAA, conversations wi th switch manufacturer Tyco Electronics, discussions with electrical DERs and conversations with Hawker Beechcraft about circuit breakers addressed in AD 2008-13-17. We have disassembled new breakers from RAPID and compared them to Tyco breakers with the same Tyco pan number but without the Beech pan number or switch cover. We opened newout-of-the-box old breakers (those the AD says must be replaced) and used breakers. We have surveyed reports of failed breakers and asked ABS members for more information. At the time of this writing-in early September- the bottom line is: There were very few Service Difficulty Repons (SDRs), all from the same operator. We have discovered very few other instances that indicated internal breaker failure. none of which resulted in any precautionary landings. You can detect a problem by the feel of the toggle (it no longer snaps crisply on and off), and if it gets hot to the touch. There is an improvement to the switch sold through Hawker Beechcraft. The original design is what is being sold through other sources. with the same Tyco part number but without the design change of the RAPID part. Tyco has tested the improved Beech pan through 50.000 cycles, so even though it is a simple fix , the only way to comply with the AD at this time is by obtaining breakers through RAPID. We have other meetings planned wi th the FAA and Hawker Beechcraft to continue discussing the AD. For more information and updates, see the Members Only page of www.bonanza.org. EXHAUST-STACK CLAMPS - The exhaust-stack clamps on <strong>Bonanza</strong>s with the three-bolt spring-loaded clamps should be tightened enough to avoid stacking the springs, so that with two hands you can flex the clamp or move it around with some effon. CHROMED SPINNERS & POLISHED PROP BLADES - Chroming spi nners and polishing propeller blades both create an airwol1hi ness issue. OEMs, the FAA and ABS techs all feel that this is an unairwonhy action . First, there is no approved data covering these app lication s. Second, the processes can contribute to fai lures. Minute scratches in the prop face resulting from polishing can stan a corrosion crack. Molecular structure changes to metal that results from the chroming process can damage spi nners. In short, paint propeller blades, and paint or polish spinners. E GINE TO AIRFRAME GROUNDS - Again we have heard of prop, mixture and throttle controls becoming substitute engine grounds when the engine-mount grounds are absent. This does not help their operation. EARLY AfRPLANE IGNITION SWITCHES - Mark Givens (870-25 1-2533) has an approval to install a late-model ignition switch with minor wiring changes. This lets the subpanel battery switch become the master switch and prevents cycl ing the avionics when checking magnetos during run-up. GEAR-DRNEN ALTERNATORS - The gear is cri tical, so don't clamp it in a vise. When sending alternators for repair, it is best to send along the gear, to be NDT inspected. The installation of the gear is covered in great detail in TCM service publications, and is imponant to prevent engine fa ilure. GROUNDS ON FUEL LINES - Many Beech aircraft ground the metal tubing carrying fuel through the wing and fuselage via a bonding strap tied to the tube with a clamp (see picture). These clamps sometimes become areas for corrosion as moisture gets between the fuel line and the clamp. / • A bonding strop attached to the fuel tube with a clomp to ground it. These clamps con become areas for potential corrosion. It has now been brought to our atten tion that Adel clamps have been used with the rubber still on the clamp. When investigati ng how that could make a conductor to ground, technical suppon people at Beech advised us that the new clamps have a slit in the rubber to allow contact with the rube. I'm not SUfe what that is going to do for moisture between the clamp and the tube, or if it will always provide contact for electrical grounding. We have had corrosion on aluminum fuel lines that was severe enough to cause pinhole leaks. Combine that with strobes that may not be grounded well. and a few wings having blown up on the ground when the pilot turned on the strobes. Note: There have been no injuries. @ ASS October 2008 www.bonanza.org Page 10995
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Page 4 and 5: ABS MEMBERSHIP SERVICES Monlhly ABS
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Page 8 and 9: PANEL MODIFICATIONS - PART IV DINOS
Page 10 and 11: Always leave enough space between (
Page 12 and 13: Primary radio and glareshield light
Page 14 and 15: POWERPLANT 112: FUEL FLOW AT TAKEOF
Page 16 and 17: Here's what SlD97-3E has to say on
Page 18 and 19: Correcting rigging Garrett Rose, Be
Page 22 and 23: INTENT VS, INTERPRETATION JOHN ANDR
Page 24 and 25: ELECTRICAL PROBLEMS Again this mont
Page 26 and 27: BY JIM CAVANAGH. KINGSVILLE. MISSOU
Page 28 and 29: WHAT CAN A LlTILE BIT OF ICE HURT I
Page 30 and 31: camshaft used in the 225 engine. Th
Page 32 and 33: STARTER ADAPTERS BY GENE KEVT . GRA
Page 34 and 35: MY FAVORITE CHILDHOOD MEMORIES ARE
Page 36 and 37: RICHARD NOLAN. L'TTLETON. NORTH CAR
Page 38 and 39: When more than one rated pilot has
Page 40 and 41: BI8 BttCR BUNCH ... ~:O WHERE THEY
Page 42 and 43: 11 - North Eosl Bonanza Group Fly-i

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