October 2005 - American Bonanza Society

N ElL'S NOT E SVACUUM WARNING SYSTEMS - A Special AirworthinessInformation Bulletin ( SAm) was recently issued along withinformation from Parker Hannifin (maker of Airborne vacuumpumps) recommending against IFR operations without a backupalternative system. SAms are not airworthiness directi ves,but are intended to make people aware of serious problemsthat don't quite meet the criteria for an AD.For many years, we have said 500 hours or less is a goodtime change for serious IFR users of vacuum or pressurepumps. Beech recently dropped the required pump timechange for known-ice Barons from 600 hours to 400 hours.There are many variations of backup systems. As of July2004, the tum and bank can be replaced by a second attitudeindicator, powered by an alternate source such as electric.Approval was due to the efforts of Sporty's founder HalShevers. ABS tech staff supported his effort.Several companies make standby pumps and some makewet pump conversions, which seldom fail. The recognition,transition to partial panel flight or flight using backups, andcovering the failed instrument are important factors in successfuloutcomes. Therefore, knowing a source has failed isimportant.Precise Flight (800-547-2558) and Aircraft Components(800-543-6608) have warning systems as aftermarket sources.LANDING LlGHT - For approval of a I OO-watt landing light,for longer bulb life, contact Engineering Solutions (253-435-1430).SAFETY FOR YOUNG CHlLDRE - AOPA has a recentwell-written article on this subject or contact Arky Foulkthrough the ABS office (3 I 6-945- I 700).SOLID-STATE VOLTAGE REGULATORS - RNL(405-947-336 I) can test these and sometimes repair them.WINDSHIELD HOT PLATES - While Beech priced exchangehot plates and we believe PPG did some repairs on them, noexchange units are available. New ones are available althoughthey are more expensive than the exchange price.RESTRICTOR FITTING IN MANIFOLD VALVES - TCMfuel injection systems use a valve on top of the engine case,sometimes called a distributor valve, to give a clean shutoffand to divide the fuel to individual cylinders. Several engineshave been so difficult to set up to run well that in the end it wasfound the restrictor fitting, which should be at the outlet to thefuel pressure gauge, was actually at the inlet connection. Thesehave been difficult to troubleshoot, which is why we use thespace here. This fitting is usually marked with red dots. Checkfuel pressures per SB SID97-3c after this work.GEARBOX OVERHAUL - We prefer that gearbox overhaulsbe performed by one of the specialists in that repair. Why isthat? An example is that National has changed the design ofthe seal without a change in part number. To have the lip rideon the proper surface, it can't be installed as far into the housingas it used to be.This is also true of gear motor repairs. The brushes haveto fit tightly on the contour of the commutator to have a strongmotor. I wi ll not change brushes in the airplane and, in fact, Iworry that turning one while inspecting it for wear cou ld resultin a problem.Also, one must get the correct brush for the motor and voltage.Different brushes are used by different manufacturers andeven the same manufacturer will use different brushes fordifferent voltages.ADVICE ON DROPPING ASHES - In some states, you needa waiver to drop anything from an airplane. So remember tofirst check with yo ur state department of aviation. There areprobably additional rules over and above the federal rules forconducting aviation activities in your state.After getting over that hurdle, realize that spreadi nghuman remains from an airplane can be hazardous if improperlydone. I've heard of dropping a water-soluble bag in a ri veror lake, which could do damage to a boater or jet skier.Any 36 with the rear door removed and an air deflectorinstalled is a good way. There is a legal way to do that. Forsure, you must have two people so someone is flying the airplaneand watching for traffic. It's also a good idea to weargoggles in case an error occurs in the process. Many airplaneshave returned from this type of mission with remains scatteredthroughout the cabin.Armed with a waiver and a plastic extension tube from ashop vac, along with a couple of shipping tube caps duct-tapedto the ends of the tube containing the remains (which wasfilled while we are still on the ground), we take off and proceedto the designated area.Slow the aircraft, while stiLi maintaining a margin abovestall (copilot's duty). Open the storm window (35) or, whilesafety-belted in the back eat (36), extend the tube halfwayoutside, pointed aft and remove the rear cover. Extend it furtherout in line with the ai rflow and then, while holding ontight to the tube, remove the front cover.Sometimes, the remains may have become so denselypacked that even when aligned with the airflow, you may needto tap the tube against the fuselage. (This is much easier donein a 172.) You should practice on the ground just to be sure youcan physically do it. You don't want to be flying slow while theinside of your cabin is rendered lFR with fine gray dust.---@-ASS October 2005 www.bonanza.org Page 9262