1 ~\ J\ G J\ Z I I I r' - American Bonanza Society

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NBARON CHARGING SYSTEMS - The Baron chargingsystem went through an evaluation process with at least threedefined generations. The first had generators. Then there wereoptional alternators from the factory and third came aftermarketalternators. There were also factory alternators with variationsas standard equipment.When troubleshooting, make sure you know which systemyou are deal ing with, and have the correct wiring diagram,The difference can throw you off when deciding where youshould have power or grounds.Recent testing was done on a Baron that had no chargingon one side. It was correctly suggested by one of the ABStechs to add a good ground from the alternator to the airframe.When it still did not work, the tech suggested the membercheck (with the engine not running, and the master switch on)for voltage at both the field wire (small) and the output wire(large).When there is no power at the output terminal it meansthere is an "open" between the alternator and the buss. In thi scase it was a 50-amp circuit breaker that had not popped theindicator button but which had popped open internally. Pullingand resetting the breaker solved the problem.Over-voltage disconnects on single-engine models cansometimes be reset by turning off the master and alternatorswitches for a minute or two and resetting. This is difficult infMC. Earlier Barons can usually be switched to the other regulatorsince they only use one regulator at a time for bothalternators.Imbalanced loads on Baron alternators many times aredue to differences in the resistance in the circuits while receivingthe same level of excitation from the regulator.Voltmeters are still the most useful instrument in monitoringor troubleshooting alternators. Generators on the earlyBarons, "Delcos," regulate the grounds ide of the field. ThePOH is a good place to learn about your panicular airplane.BEECH SERVICE LETTER 66-7 (August issue, page 109 I 5)was resized to fit available publication space. When modifyingElL'S NOT E SNeil's Notes ore from ABS Technical Advisor Neil Pobanz unless otherwise noted.the pan, use the full- size template from the original serviceletter, not the copy that appeared in the magazine.GEARBOXES - Do not run the gear electrically with the manual-extensionhandle unstowed. Check the handle to be sure it isnot underthe spar covertrim or carpet. Ifthe gear does get interferenceduring an electrical cycle, we feel the gearbox should beremoved and non-destructive testing (NDT) inspected.To remove the gearbox, sometimes you need to soak themount ring with penetrating oil and heat it with a heat gun. Youstill may need to use a floor jack and a 4x4 pushing against itto get it out. Be aware that the mounting bolts are in slottedholes, so indexing location and the top and bottom arms willhelp get the rigging correct.When you send it out for NDT, ask the testers to makesure the shaft is not twisted. Remember when refilling with oilthat it should only cover the gear contact areas. The box shouldnot be completely fi lled. The filler plug is a vent and should beclear. Oi l dripping from the hand crank is usually due 10 thegearbox being overfilled or a solid plug having been put in thefiller hole.E-SERIES ENGINE PROPELLERS - Lew Gage's book fromthe ABS Store is an outstanding reference on many areas of theearly <strong>Bonanza</strong>s, including propellers. The type certificate datasheet (TCDS) on the FAA website (www.faa.gov) is a goodreference, but you need to look at airframe, engine and propellerTCDSs to get all the information, including rpm limitsfor the various combinations. Most of us agree that the 2 I 5 isa better prop and that running them in manual causes less wearthan operating in automatic.If you have the Hanzell propeller or are looking to buy aHanzell, become educated about which model hubs haverecurrent Airwonhiness Directive inspections. Hanzell investedits own capital in the redesign and sold them at a reducedprice for an extended period of time. Now they charge what itreally costs to produce, and a new Hartzell for an E-engine isvery expensive.@Page 10949 www.bonanza.org ABS September 2008
FAA INFORMATIONAD 2008-14-07-INSPECTION AND REPLACEMENT OF FUEL-INJECTION LINESThe FAA has issued AD 2008-14-07. colling for inspectionand replacement as necessary of fuel-injection lines. This AD.which affects 10-360-B1 B engines installed on fuel-injected TravelAirs. supersedes AD 2002-26-01 . It contains the some compliancerequirements as the eorlier AD but odds to the list of affectedengine models.Travel Airs thai are in compliance with 2002-26-01 arealready in compliance with the new AO_ but owners should updatethe AD record for their aircrafl to reflect the new AD number.See AD 2008-14-07 for compliance criteria.The FAA in July 2008 issued aSpecial Airworthiness Information Bulletin(SAl B) suggesting repetitive inspection ofSlick (Unison) magnetos.From the SAIB:There have been field reports of prematurewear of the corban brushes in acertain serial number range of magnetos.Premature brush wear could lead to failureof the magneto to provide consistentspork. which could result in possible lossof engine power.The actions required by UnisonIndustries Service Bulletin SB3-08 do notprovide a solution or terminating action. Theactions specified in the SB are intended todetect signs of wear before damage grows.which could result in magneto failure.The service bulletin will be updatedwhen terminating action is implementedby Unison. Meanwhile. the SB inspectionrequirements will remain in effect.SAIB CE-08-33-REPETITIVE INSPECTION OF SLICK (UNISON) MAGNETOSThere may be additional inspectionrequirements or other corrective actionsdefined by your respective engine and aircraftmanufacture<strong>r'</strong>s service informationconcerning this service difficulty issue.At this time. this airworthiness concernis not considered on unsafe conditionthat would warrant on airworthiness directive.The FAA recommends compliancewith Unison Industries Service BulletinSB3-08 as follows:- Magnetos with serial numbers0409XXXX through 0611 XXXX. and all(Slick] magnetos that have hod a corbanbrush or distributor block replaced betweenSeptember 1. 2004. and November 30.2006. should be inspected at 250-hourintervals. Affected magnetos with over 250hours since new or distributor blockreplacement should be inspected within50 additional operating hours and at 250hours in service thereafter.• Magnetos with serial numbers0612XXXX and up and all magnetos thathave hod a carbon brush or distributorblock replaced on or after December 1.2006. with less than 50 hours in serviceshould be inspected within 5 additionaloperating hours and then reinspected at15 to 20 operating hours until reaching 50hours in service. Afterword. and for allaffected magnetos with more than 50hours in service. the requirements for serialnumbers 0409XXXX through 0611 XXXX(first bullet point) apply.The FAA issues SAIBs when operationalexperience shows a trend that doesnot meet FAA criteria for issuing on airworthinessdirective. Compliance with SAIBs isvoluntary but recommended.For detOils and specific inspectionrequirements. see FAA SAIB CE-08-33 andUnison Service Bulletin SB3-08. @ABS September 2008www.bononzo.orgPage 10950
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1 ~\ J\ G J\ Z I I I r' - American Bonanza Society

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