February 2007 - American Bonanza Society

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0153), All American in San Antonio(2 10-525-042 1) and Apex in Carollton(972-418-5672). Since the speed reductionoption for AD compliance expiredDecember 10, 2005, you'll need anFAA ferry permit to fly your airplane tohave the check performed. You mightalso try SRS (877-364-8003); they usedto travel to the customer. - NPPlease send your questions to:American Bonanza Society: Attn:Tech Tips. P.O. Box 12888. Wichita.KS 67277. Fox: 316-945-1710 ore-mail to Neil Pobanz, ASS lead technical consultant. is a retired U.S. Army civilian pilot and maintenancemanager, He is an A&P and IA with more than 45 years experience.Glen "Arky" Foulk, owner of Delta Strut, has been ASS assistant technical consultantsince 1986.Ron Gros retired ofter 35 years with Beech, completing his career there as head of pis·ton aircraft technical support.Arthur Miller has won numerous FAA awards as a mechanic, and runs a Beech specialtyshop in central Florida.Bob Ripley retired as Delta Airlines' chief of maintenance at Atlanta. and has run anFBO concentrating on Beech maintenance for over 20 years.Tom Turner is ABS manager of technical services. Holder of a Master's degree in AviationSafety, he has specialized in Beech pilot instruction for over 15 years.N ElL ' SREPLACEMENT FLOORBOARDS - Use marine-gradefive-ply plywood or, Beech says, exterior plywood. Copy theshape and layout of previous ones. Don't use varn ish, as fumescould be hazardous in a fire. They should be installed wi thclip-on Trimmerman nuts and blunt-end or Type B screws thatare not excessively long. You don't want the screws to go intoa wire bundle or aluminum line beneath the fl ooring.CORROSION - Depending on where the aircraft has beenstored or operated, corrosion can develop in wire crimps, terminalconnections and switch contacts. To prevent corrosion,some folk s suggest loosening and retightening screw-onterminals and some use Corrosion X spray on tenninals andcoax connections.NOT E SNeil's Notes are from ABS Technical Consultant Neil Pobanz unless otherwise noted.ADDITIONS TO TBO COMMENTS - Besides accessoriesand components-such as hoses and seals that need to bemonitored--engine moun ts and exhaust components mayneed earlier repair or replacement. The whole TBO conceptass umes all pans, induding components, are within new-panlimits at the stan. While I know some individual A&Ps havedone very high-class overhauls, I must say that's not usuallythe case. This appl ies to components as well as engines. Ofcourse, some big-name shops sometimes have poor successrates. Investigate and get into details and references.FRANZ OlL FILTER - This is a reminder that even though itwas common to use a roll of toilet paper as the filter element,it is illegal by Airworthiness Directive.@- -BY ADRIAN EICHHORN & RON TIMMERMANSWhile taxiing your Bonanza, have younoticed less-than-precise ground steeringresponse - sloppy response or slack in rudderpedal movements?In this picture you're looking up into thenose gear well at the steering linkagebetween the rudder pedals and the nosegear. The yellow arrow points to an ' idlerarm" -on important port of this linkage.What could couse the sloppy response insteering?See page 10074 for the answerPag e 10059 www.bonanza.org ABS Fe bruary 2007
COMMENTARYMAJOR CONCERNSABOUT OUR INDUSTRYBY NEIL POBANZThe incompetence of airline upper management,having been self-evident inrecent days, makes me fear for our air traffic control systemif they have their way in taking over ATe. Examples:• Some reservation numbers had a recording on December21 that phones would not be answered until after Christmasdue to overload of the system.• One of our members got on a flight and as the captainboarded, the cockpit security door fell into the aisle. With noone capable of repair. the flight had to cancel.• On another occasion, a member reponed he had to resonto bribery to get a seat. Sounds like a Third World operation,which is, of course, where the aircraft maintenance is beingdone.Landing gear accidentsWe are losing three to four airplanes (of all makes andmodels) a day in US. We are having as many as four to sixlanding gear mishaps a week in Beech piston aircraft.This is unacceptable! There won't be any aircraft left butnew ones at some point. The industry can't exist with only newaircraft. There won't be enough airplanes to suppon businessesand infrastructure needed to keep these new airplanes inoperation.Some of the gear mishaps result from pilots who do notunderstand the gear. Some mechanics do not understand thegear system. Some Beech shops don't have tools, manuals orexperienced piston-airplane mechanics. Some folks try to takecare of their own system without tools, manuals or experience.This lack of knowledge of a system is not restricted to thegear. I believe (not official ABS opinion) that the highly toutedglass cockpits (whichever brand of airplane they are in) canbe a risk multiplier. If operators, to include the CFls, don't getcompletely checked out on the glass, it can cause spatial confusionas has been noted in several high-profile accidents.It seems to me there is more emphasis on marketing thantraining. And it is hyped as though glass cockpits will solve allweather issues. This encourages people to exceed their limits,especially if tbey have a panial failure. A black panel is probablyeasy to detect, but failure of individual pans of the displaymay be hard to work around.Engine life and TBOWe've only been making internal combustion engines forabout 100 years. I've been around maintenance of such devicesfor well over 50 years. Now we have crankshaft failures fromfaulty manufacturing. Lycoming uses a contractor that may bethe only US source. John Deere combines are experiencingsimilar problems. TCM resoned to analysis and tracking ofeach crank. We've had popular cylinders crack, aftermarketrings and connecting rods fail. This is unacceptable!Much ado has been made lately about running past TBO.One issue that might surprise people is that some insurancecompanies have reservations about going past a TBO hour orcalendar limit. Insurance company interest (or disinterest) inairplanes exceeding manufacturer's recommended TBO comesand goes, so you won 't know until renewal time whether youcan get insurance with an over-TBO engine.This could have significant effect on operating cost, as wecurrently tend to disregard any life limits that are not ADNotes, or listed in the type cenificate data sheet or approvedPOH limitations. Most shop manuals are not FAA-approveddocuments on small aircraft.One problem that encourages people to disregard TBOs isthat manufacturers tend to arrive at hour or calendar lim its inan arbitrary manner.For instance, there is the Beech 10,000-hour airframe limiton some models while we have limitation extensions on KingAirs to 20,000 hours, and 22,000-hour Bonanzas still flying finewith no life limits.On the other hand, failure history has led us to recommend500-hour specialty shop overhaul of alternators, as frequencyof failures is high between 500 and 700 hours.New prop life limits have been the result of extensiveengineering tests. One problem on engines is the condition ofaccessories, while another is that the wear incurred in longerengine runs can cause more pans to be throwaways. A pan thatis within new service limits might be suitable for reuse, whilethe higher wear rate, after going through the hardness level,ensures that it would be unsuitable for rework. Operators withmechanical aptitude and experience might be safe operatingequipment until it stans to let you know it's tired.I have run some engines past the recommended TBO andbeen able to tell when a valve lifter was weak or a valve springbroke or found the early signs of a cam follower staning to failby hearing it. I don't believe the average pilot is that in tunewith his aircraft or flies often enough to notice. Noise-cancelingheadsets don't help with this.So through history- like the alternators, tear-down analysisand actual engineering data~ngine manufacturers arriveat recommended overhaul periods. Some have to be a guess,such as calendar limits, which presumes a certain corrosionrate and condition. The owner in Arizona, if the airplane wasalways there, will have significantly less corrosion problemthan one in Florida-even if it's only occasionally in Florida.The way we operate and care for our engines can varywidely, and therefore so can the results. The manufacturerscannot anticipate fully what's going to be done with its engine.@ABS February 2007 www.bononza.org Page 10060
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Page 16 and 17: UPGRADING TO WAASWIDEBY JOHN COLLIN
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Page 20 and 21: Exterior power receptacleBud Sittig
Page 22 and 23: exceed 300° or what would you say
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Page 34 and 35: CARBON MONOXIDE:A SILENT KILLERco p
Page 36 and 37: Choosing a CO detectorChemical spot
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Page 42 and 43: BY DAN MAYWORMLIBERTYVILLE, ILLINOI
Page 44 and 45: IBY JOHN MILLER. POUGHKEEPSIE. NEW
Page 46 and 47: PASSPORT WARNING!By the time you re
Page 48 and 49: ,IREGIONAL NEWS----- . -- --_. - ..
Page 50 and 51: SPRING FLYINGIS ON THE HORIZONAfter
Page 52 and 53: Join ASS' lifetjme learning program
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February 2007 - American Bonanza Society

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