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

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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
FUEL INJECTION ON E-5ERIES ENGINE ABS: promised attached are the 337s STC material for the installation of the Dukes auxiliary fuel pump and Bendix RSA5AD1 fuel injector. Both installations can be done by an A&E with no problem. I would like to give special thanks to: Jim Turner, Avetec Eng ., San Leandro, CA; Don Sheets, Bendix Corp.; Sam Campbell, Capitol Insl. Co., Wichita, KS ; Bob Nelson, General Supervisor (and one smart ME). Jim is a personal friend who happens to own an aircraft accessory repair station. He and I have flown together lor a few years, and I have been trying to keep up with his 295 HP G0-480 Navion. We talked about fuel injecting my G-35, SI N -4509, and I continued to think about the possibility of improved performance. We checked into using the STC SE23SW Bendix, which uses the RS5BD1 and found that this unit was no longer produced and parts are no longer manufactured by Bendix. So, even If the price was right th e unit is old and very expensive to repair - if you could even get the parts. We thought some more and up with the basic RSA5AD1 with flow characteristics as the I except the controls all worked ba,:kv,ards. So , we called Don Sheets of Bendix; and he said, " let me work on it ". In three weeks we had a Servo from Bendix, The unit installs per the old STC except for fuel vent line. The only change required is moving the mixture cable to the right side of the engine (didn 't even have to change the throttle linkage - very smooth operation), We wanted to have a fuel flow gauge to go with the six-probe EGT from K&S Electronics, and that's american bonanza society Bendix fnjec for System where Sam Campbell, Capitol Insl. Co., came in , Sam rescued us with a combo fuel flow calibrated to the RSA5AD 1 injector and manifold pressure gauge. As for performance. With the PS5C you could not get an even spread of readings at high power settings. In cruise I would get from a 50 - 100 degree spread. With the RSA5AD1 in all power settings you get a 25 - 50 degree spread. The climb performance is better, as is throltle response. The engine seems to run smoother. I should get beUer fuel consumption figures. I'll let you know as soon as I take a long flight (fuel management will be a little different with no return to the left tank). The Dukes pump 4140-00-95 also is very easy to install and probably advisable, in that you should have 20 Ibs. going to the injector. The wobble pump will handle it, but may be tiring. The Dukes installs in line with the regular pump and requires no flight manual change. I believe all parts will be available through Jim Turner 415/ 562-2811 and Sam Campbell 316/ 945-7719. As far as cost, I will have to get those fi gu res to you later. Probably will not be cheap, but may be a good, long-range decision if you want to keep your Bonanza. W. C. Carter ABS #6595 Dukes Pump Installation (metal shield covers pump when in service WINSLOW FILTERS Dear ABS: For replacement filter elements for the Winslow Filters. contact: Mr. C. Rh odin, Worldwide Filter Corporation, PO Box 1758, San Leandro, CA 94577,415/ 463-5122. The cost is about the same as the Winslow element. Yost Cunningham ABS #265 page1167
Page 1 and 2: nftwsl , - DALE S. MAY'S 5-35, 0-78
Page 4 and 5: Colvin's Corner SERVICE CLINIC NOTE
Page 8: 35th ANNIVERSARY BONANZA On March 2
Page 12 and 13: not In the tips. Very worth while;
Page 15: INTERMITENT AVIONICS ___ _ _ To man

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

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