October 2005 - American Bonanza Society

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High oil tempDan MeesterLongmont, ColoradoQ: I have a K35 with about 400SMOH done three years ago. During arecent prolonged climb, oil temp rose to230 (OAT was 98F). I immediately loweredmy angle of allack and was able todecrease the oil temp to 210, which wassustained for the duration of the flight(about 40 minutes). The indicated oilpressure was on the low end of acceptableat 2300 rpm. Upon landing, theindicated oil pressure was below 30 psiat 1500 rpm.I stopped the engine, verified theoil level was correct and allowed theengine to cool down. I then restarted theengine and checked the oi l pressure. Ithad improved, but was not optimal. Thenext day I changed the oi l and filter,started the engine and allowed it towarm to operating temp of 170F. Thepressure was fine over the operatingrange, but was less than 30 psi below800 rpm.[s this acceptable? The POH givesno information regarding an acceptablerange of oil pressure vs. rpm. Whatwould cause such a large fluctuationday to day in oil pressure and might Ihave damaged the engine?A: The acceptable minimum pressureat idle is 10 psi per the overhaulmanual. I would check baffles, breatherand fuel pressures per TCM SB SLD97-3C. It probably has not hurt anything.-NPOil leakTim FountainDa/los. TexasQ: On my F33A, there is a small butmaddeni ng oil leak coming from thefront of the engine (10-550) somewhereunderneath the prop and above the partof the oil pan that is visible. Mymechanic and I assume that it is comingfrom the oil pan seal, but the area is hiddenby the riveted aluminum in the areabehind the landing light. Is there anyway to get back in there to try to putsome silicone sealant around that oilpan seal? Does external sealant work ona leak like this?A: It may be the cam cover plate gaskettwo nutS above the pan. Inspectingthe spot using mirrors and feel are theway you have to go. There's not a verygood history of just globbing sealant onthem. -NPCapehart oil filter partsCharles NichollsWindsor; UKQ: We have an A36 and hope youcan help with a part numbering problem.Our lOO-hour inspection shows thefilter cap O-rings (two different pannumbers) are unserviceable and need tobe replaced, however we are unable tofind their part numbers. The filter is aCapehart C[48108 lifetime oil filter perSTC SA8922SW in 1996 by UltimateEngines. They recommend that wereplace the entire unit with a Champion.Please help with the part numbers or acontact direct to Capehart (if still inbusiness). This aircraft is groundedpending pans.A: Call 505-896-2644 for a kit thatcomains the two O-rings and othersmall parts. -RGOil pressure adjustmentCarl KellerOmaha. NebraskaQ: I was seei ng what appeared to below oil pressure in my P35 so [ had mymechanic check the pressure andchange the oil to straight 50 weight. Healso adjusted the oil pressure by addingtwo washers. The oil pressure went toohigh and broke the gauge and caused aleak in the oil cooler gaskets. Whatother damage could he have caused?A: The oil filter would be anotherweak spot. Internall y, it should not hun.It sounds like two washers stacked therelief valves. -NPSurging engineGerold MiltnerIssaquah, WashingtonQ: We are having a problem withour A36TC's engine surging at 1300rpm. We have flowed the entire fuel systemand replaced the fuel pump. Theproblem continues. What should we donext?A: Look for play or looseness in thelinkaoe between the throllie and theomixture servo. You could try having themixture leaned pan way, turn on theboost pump and see if it still surges. Itmight be leakage past the O-rings in theservo body. -NPSpark plug torqueAaron AppelEdgewood. New MexicoQ: What torque selling should I useon the spark plugs of my IO-550B?A: 29-foot-pounds. -NPExhaust bushings forE-series engineRoger PawlakVictor.lowoQ: I am interested in fabricatingsome of the exhaust stainless steel bushingsfor my E-series engine as mentionedin Colvin's Clinic. Does anyonemake them or have a sample I could seea picture of? I am curious as to how theyfit into the exhaust port of the cylinder.How rar in do they extend and will thesame outer diameter as goes into themanifold also go into the port?A: I'm not aware of anyone makingthem. O.R.Perry (509-448-8852) makesslip joints for the headers. Rulon (800-888-6002) makes a grinder for the panalignment and rents it out.The 00 of the pan and manifold
Quesl,ons are marked w,Ih ,nil,ols of Ihe lech sloff or consultonl who answered ,INP-Neil Pobanz. AF-Ar'tc; Foulk. D-Tom Turner, RG-Ran Gras, AM·Arthur M,IIer. BR-BabR'pleyare the same. There is no data to supportthe buShing, but it prevents gasket blowout. as do the slip joint risers and surfacedport . - PHot-running E-225David ThrasherSteilacoom, WashingtonQ: I have a B35 with a ContinentalE-22S. It seems to be running hot in theclimb and I have let it go as high as 222with red line at 225. Departing out ofWalla Walla on a 95F day, the oil washot again and the oil pressure droppedto 28 psi. I am using the cowl flapsproperly and the oil is properly serviced.Any recommendations on how toproceed?A: Ensure the baffling is in goodshape and that the crankcase breather isopen and clear. It's also important thatthe fuel flow is rich enough. The carburetorhas an enrichment valve related tothrottle travel.You might want to try flying at fullthrottle in those conditions for fuelenrichment, with a lower rpm.("Oversquare" is OK.) Check the riggingof the throttle, and you may haveto have the carb flow checked. -NPAlternator lightPou/MondelClearwater Beach, FloridaQ: The alternator lamp on my 1970B55's glareshield is intermittent. I needto know where to buy a new assembly.A: I believe factory-new or salvageyards are your choice. Ensure thegrounds, relay and sensor wire are OKfirst. The relay is held open by powerfrom the aux terminal through an inlinefuse to the relay, which provides aground for the light. You could have ashorted wire to the relay from the light.-NPPulsing lightsDonald GummGranbury. TexasQ: I would like to install a set of theAlpi ne Aviation wingtip recognitionlights and I want them to pulse. Can yourecommend a model and source for apulsing system that would be compatiblewith the stock 24-volt three-lightstrobe system on a 1979 A36? It has thelarge lenses and large strobes. I wouldlike both the strobes and the recognitionlights to pulse. If that's not possible,then just the recognition lights will do.A: I don't believe you can pulse thestrobes, but the recognition lights can bepulsed. Try Precise Flight (800-547-2558 or www.preciseflight.com). -NPNew tail light lensJohn JohnsonPortland. OregonQ: Where can I obtain a new taillight lens for a K <strong>Bonanza</strong>? I've got theSTC drawings for it, but they don't havethe manufacturer's info.A: Wag Aero (800-558-6868) has thelens. -NP"Creaking PstabilizerTim HutchinsonVon Nuys, CaliforniaQ: I have a 1967 C55 that makes anoticeable creaking sound when the leftside horizontal stabilizer is flexedup/down using 10 to 20 pounds of forceat the outboard edge. The right side stabilizeralso makes a very slight creakingsound when flexed but nothing I wouldconsider unusual.My A&P has removed all theinspection plates and checked for signsof distress, wear, cracking, etc. withnothing found. The sound is heardmostly in the area of the horizontal stabilizerwhere the forward spar bolts tothe stabilizer structure. You can also feelthe creaking sound with your hand naton the top kin surface in this locationwhen the stabilizer is flexed.We've removed several of the boltsconnecting the stabil izer to the spar(front and rear) and found the bolt holesto be a snug fit for the bolts with no evidenceof movement or wear at the boltholes. The spar bolts were then allretorqued as specified in the Beechservice manual.There is no ev idence of excessivenex at any point along the stabi lizerwhen it i stressed. The bulkhead in thefuselage, where the spar is bolted to theairframe, was also thoroughly inspectedonce again with no obvious signs of distress,wear or cracking.The current theory is that we'rehearing a kind of 'oil caning' effectcaused by the outer skin of the stabilizerhaving been stressed and perhapsstretched at some point, and the normalnex found in the stabilizer causes theskin to creak, as when an old-style oilcan is pressed with a thumb to dispenseoi l.The aircraft is in otherwise excellentcondition with no signs of damage.corrosion or abuse. The airframe hasaround 6.000 hours on it with an excellentrecord of AD compliance and maintenance.At this point, with no clear culpritidentified, my mechanic is hardpressedto suggest a repair or to identifythis as a dangerous condition.A: Many times when there is a sharpcrack-type sound, it's because there is acrack in a doubler or the bulkhead,where it is fastened together. If there isno visual evidence of that, it may be atin-can type of sound, which would notbe a reason for not nying the airplane.Take a very close look. - P
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Page 6 and 7: Scot CookCheyenne. Wyoming1953 C MO
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Page 12 and 13: LET'S GET ORGANIZEDBY AL BANEN, FOU
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Page 18 and 19: Trim riggingSimon MilesGlendale, Ca
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Page 44 and 45: BY ELLIOn SCHIFFMANHINGHAM. MASSACH
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October 2005 - American Bonanza Society

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