extra gallons at your fi'nger (and wing) - American Bonanza Society

TACH SPEED
Dear ABS:
I enjoyed meeting you and having
you inspect my 1976 F-33A Bonanza,
N222MK, while in Baton Rouge. I found
the Clinic and your " Colvin's Corner"
very helpful.
In the March, 1982 ABS Newsletter,
Volume 82, No. 3, I read Mr. Criley's
letter, " Tach Check " with interest.
However, I have been unable to find the
Basic RPM printed on my tach. The
tach was stamped as follows: Jul 1979,
Part # 36-380007-3, Mfg #30B101-3,
SN D2224. Could you help me with the
" Basic RMP" for this tach?
I checked the time at 2,300, 2,400
and 2,500 RPM , and the Basic RPM
1982 SERVICE CLINIC SCHEDULE
Colorado Springs, CO
Oshkosh. WI
Woodland , CA
Bedford, MA
Oneonta. NY
June 4-8
June 25-29
July 23-26
Sept 17-20
Sept 22-24
Please fill out this form and mail it along with
your clinic Inspection fee in the amount 01
$60.00 to American Bonanza Society,
Mid-Continent Airport. P. O. Box 12888.
Wichita, KS 67277.
NAME ___________ _
AODRE SS ____________________ __
TELEPHONE _ ________ _
ABS# ____ _
AIRCRAFT MODEL __ __ N" __ _
Indicate your first three choices of inspection
dale and time.
DAY , 2 3
Friday -- ---- - -
Saturday -- ---- --
Sunday - - ---- --
Monday -- -- --
Tuesday -- ---- --
Wednesday - - ---- --
Thursday -- ---- --
TIME 1 2 3
8 :00 A.M . -- -- --
9:00 A.M . -- --- - -
10:00 A.M . -- ---- --
11 :00 A.M. - - ---- - -
1:00 P.M. -- --- --
2:00 P.M. -- ---- --
3 :00 P.M . -- ---- --
4 :00 P.M . -- ---- --
page 1186
averaged 2,356 RPM - assuming the
tach is accurate, and we use Mr.
Criley's formula to solve for the Basic
RPM .
Jack Threadgill
ABS #14419
Dear Mr. Threadgill:
This is in reply to your letter in which
you asked for information on
tachometer accuracy.
The tachometer in your Model F-33A
Bonanza is most accurate in the range
from 1,800 to 2,700 RPM ; tack time is
based on 2,310 RPM . We had to pull
the drawings to come up with these
figures.
AUXILIARY GENERATOR AND AIR
PUMP
Dear ABS:
I read an article in the latest issue of
AVIA TlON SAFETY relating to backup
systems for the electrical and vacuum
systems. The article was not
particularly complimentary of
Beechcraft's interest in redundant
systems for single engine aircraft. What
recommendations do you have for
backup systems for: the alternator?,
and the vacuum system?
I fly an F-33A, SI N CE-802, built in
1978. I plan to see you in Oshkosh in
June for your ground inspection.
C. H. Bradley, Jr.
ABS #11727
Dear Mr. Bradley:
A standby generator system is
available through Beech. This system
has enough capacity to operate one
radio and the gyros. Some owners have
installed a second instrument air pump.
There are three places that hold the
STC approval to install the second
instrument air pump; they are: Lodi
Energy Systems, 15100 De Vries Road,
Lodi, CA - 209/ 368-7607; United
Beechcraft, Wichita, KS - 3 16/
94 2-3261; Beechcraf1 West, Van Nuys,
CA - 213/786-14 10 .
COWL DOORS
Dear ABS:
My wife and I have an M Bonanza,
9595R, which we acquired in 1978. In
the past four years we have put almost
1,200 hours on the aircraft and are
now within 150 hours 01 a major engine
overhaul. It also needs paint. However,
before we proceed with either we would
appreciate your advice on two items:
1) Engine - Our 10-470-C has
been run regularly, and we believe
conservatively; however, while its
performance is generally satisfactory,
we have had a burned valve on #4 -
12/78 , and another burned valve on
#4 - 9 / 79 and a split in the wall of
#6 -- 8 / 80. Immediately after its
major (before we purchased it) it had a
split between the barrel and head of a
cylinder which had to be replaced. With
a total of almost 2,600 hours on Ihe
engine (counting the previous overhaul)
and the history outlined above, we feel
we should change engines. Question:
Are we wrong in this approach?
Question: Is there another engine other
than the 10-4 70-C approved for the M
Bonanza? (We have heard particularly
good reports on the 10-470-L.)
2) Top Cowl - The top cowl
must be replaced. Because of a poor fit
along the front edge it has worn badly.
We find the DZUS nut closing system
very undesirable and difficult to use
during preflight checks. Question: It is
possible to replace the DZUS nut cowl
with a newer version with the release
handle? (With all of the available
Bonanza modifications, no one seems
to discuss this one.) Question: Does
this change require significant
modifications, and is there someone in
our area who could do the
replacement?
The Bonanza is a fine airplane , and
we look forward to many years 01 fl ying
in ours. Awaiting your reply with
interest.
Joseph St. Georges
ABS #10864
Dear Mr. St. Georges:
The 10-470-C engine in your
Bonanza is normally a good engine.
Your last overhaul may not have been
the best and some of Ihe parts used
not up to par. I would suggest that you
go to a 10-470-N engine which would
give you an increase in horsepower,
and it is an engine that was used in a
Bonanza.
Changing engines will require an
STC that will make th e change costly.
I"m not sure who holds an STC for such
an installation, but would suggest you
call Lou Stallings in Tulsa, telephone
number 918/ 835-7462 or Beryl
D'Shannon in Lakeville, Minnesota,
telephone number 800/ 328-4629.
Either of the two shops could hold an
STC and could supply the engine. I,
myself, wouldn·t to to the 10-520 series
engine since it involves more change.
Since you plan to install new cowl
doors it would also be a good time to
go to the new cowl latch system. At
one time Beech offered this latch
system in kit form ; however, the kit has
now been cancelled. So, th e only way
to go is to buy the component parts.
This new latch will require
considerable man hours to instalL
Incidentally , new cowl doors will have
to be trimmed to fit your particular
airplane.
american bonanza society