February 1999 - American Bonanza Society

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A: AirTex at 215-295-4115 has legalprefabricated upholstery, side walls, carpetsand seat covers. Kinzie at 580-327-1565 makes replacement interior plasticwindow trim parts.- PA36 Mastin engine monitorRobert A. AndersonBeavercreek, OhioQ: I have an A36 SIN 583 with aMastin engine monitor. Mastin has goneout of business and I am looking for acompany that can service the device. Canyou recommend someone?A: I sugggest you call Dorr at 3 I 3-428-1008. He should be able to service yourunit..- NPF33A shoulder harness kitBart BrainerdLeesburg, FloridaQ: I fly a 1975 F33A. I don't own itbut I might in the near future. I heard arumor that the ABS had helped to put togethera front seat shoulder harness kitthat didn' t hold one hostage the way theBeech kit does. If this is true, how muchdoes a kit run and who markets it?A: We've been encouraging BAS todevelop an inertial reel kit for Beechproducts, but it doesn't exist yet. TheSafety Limited kit requires a field approvaland has the problem of limitingmovement. However, it is less expensivethan the inertial reel kits. Contact themat 630-584-9366.-NPF33A fuel pressure andalternator problemsJoe AlbrechtSt. Louis, MissouriQ: At full power on takeoff during thetest flight after my last annual inspection, the fuel flow needle went far pastthe last gph graduation and into the 7o'clock position ofthe manifold pressureside of the gauge. I cannot remember thishappening before. Is this normal? Whatcould cause it?Also my alternator light comes on atlow engine power (less than 1800 rpm).I have to reset with the alternator onloffswitch. Even in cruise flight, the needlewavers just barely on the charge side ofzero on the amp gauge. Is this a voltageregulator or alternator problem? The alternatoronly has 300 hours since installed.Page 5568A: The alternator light indicates thatthe alternator is either inoperative or itsoutput is low compared to the referencevoltage which should be the battery voltage.You need to monitor your bus voltageto troubleshoot the system. Use agood voltmeter to see what's happening.The ammeter doesn't tell us much otherthan whether the battery is giving or receivingpower tolfrom the bus. You couldpossibl y have reduced output from youralternator as a result of diode failure.The fuel flow gauge reading suggestssomeone adjusted the fuel pump pressureor the controls which is allowing an increasedfuel flow. Fuel flow (pressure)should be adjusted frequently with amaster gauge used in accordance withTSM SLD 97-3.-NPF33A battery chargerRick RengelTustin, CaliforniaQ: My 1976 F33A has a small dooron the cowling for a plug to a batterycharger. I thought it would be smart toinstall the plug, but Raytheon quoted me$ I ,600. I can buy a lot of batteries for$ I ,600. Are there any other suppliersbesides Raytheon?A: I believe you may be referring tothe auxiliary power supply door and thekit supplied by Raytheon, which wouldinclude a drawing, cables, relay and receptacleas well as the approved data tomake it legal. If all of the parts and thesystem are already installed and you onlyneed the receptacle, it is available fromChief Aircraft (800-447-3408) asAN2552-3A for $61.95.This plug is typically used as an externalpower source for engine starting, gearchecks, avionics work, elC. To avoid sys·tern damage, it is very important that youconsult Section VIIl of your POH instructionson the plug's use for thosepurposes, or for charging the batteries.NPC35 Cleveland brakesSteve ZellerAtlanta, Georgian: My G35 has the PIN 199-50 (6.50-8~ l eve l and brake conversion with steellinings. We are trying to figure out whatthe minimum allowable wear thicknessis for the PIN 164-02706 disk.A: The minimum thickness for yourparticular part number disk is .330 inch.However, members need 10 be aware thatthis specification may vary for disks havingdifferent part numbers. The manufacturer,Parker Hannifin, may be contactedat 440-937-6211.-NP535 window replacementJohn OrnellasAvon, MassachusettsQ: 1n replacing the emergency windowside glass as well as the cabin doorglass on my S35, is it better to leave theprotective paper on until after the job isdone and then remove it after the riveting,priming and painting?A: Absolutely. Peel the protective paperback from the edge of the glass justenough so that it doesn ' t interfere withthe installation.-NPK35 IO-470N conversionAntonio RodriguesAlamo, CaliforniaQ: Can a K35 Bonanza be convertedto use the IO-470N engine? Are there anyshops that specialize in this conversion?Any adverse effects on the airplane's flyingcharacteristics?A: This engine conversion makes anice flying aircraft. The IO-470N is avery reliable engine. I suggest you contactBeryl D'Shannon at 800-328 4629.They have the STC for this conversionand many other Bonanza modifications.-NP836TC hot startsFrank WelkerAgoura, CaliforniaQ: I have three versions for hot starts:one in the POH, one from FlightSafetyand this completely different one:l. Mixture full lean cut off2. Thronle fuJI open3. Fuel pump on HIGH for20 seconds4. Fuel pump off, then normal start procedures.Could you give me the correct procedurefor the 836TC?A: Although everyone has their favoritemethod, I still like a purposely floodedhot start to clear any fuel vapor in thesystem.I. Mixture rich throttle fu ll in2, Pump on untillhe fuel pressure needleis steady, then offABS February 1999
3. Throttle still full open, mixture cut offand crank4.When it fires, throttle back andmixture inThe POH method clears the vapor asfar as the throttle unit, but you still havevaporized fuel downstream and youaren't sure if you are rich or lean, Thisway, you know your status and can workback toward a lean mi xture.-NPB33 fuel ventsBob DavidsonHamilton, GeorgiaQ : When I first bought my Debonair,the fuel vents under the wing had a smalltube about three inches long extendi ngdown and slightly canted forward intothe air stream, I just noticed that both ofthem are missing. I don 't know if theycame off in flight or were removed bysomeone. I think they are important andam told the angle into the air stream mustbe just right. What kind of tubing do Iuse? How long should it be? How do Iattach it? And what angle does it need tobe? Also, is the tubing end cut straight?Seems like the ends of the originals werecut on a bias.A: These vents consist of aluminumtubing, canted 10 degrees forward andwith a 45-degree bias cut also facing forward.The lengths vary from 1.75 inchesto 3 inches. The shop manual contains atemplate drawing showing the angle,length, and cut of the tube for your aircraft.The factory part is a very long tuberunning outboard in the wing. You canrepair by using a splice with a union andflare nuts in the wheel wel l. Be sure tofo llow the template. Occasionally thesevents will corrode and break off at thewing skin. They are also susceptible tobeing bent or broken when washing orperforming maintenance under the aircraft.-NPNeil Pobanz, ABS technical consultant, is aretired US. Army civilian pilot and maintenancemanager. Neil has been an A&P andJA for 40 years.Glen "'ArkyH Foulk, whose business is DeltaStrut, is an ABS assistant technical consultantwho has served as a part-time ABS ServiceClinic inspector since 1988.Please send your questionsand/ or tips and techniques to:American Bonanza SocietyAttn: Neil Pob.1nzP.O. Box 12888Wichita, KS 67277Fax 316-945-1 7 10 ore-mail at bonanza2@bonanza.orgPalm Pilot aviation softwareMembers interested in using their PalmPilot computer inthe cockpit may want to check out the Am::alc software. This559.95 package includes a comprehensive list of flight planningfunctions including W &B calculations. More information is availableat http://www.lNFOequipt.comorlNFOequipt,POBox299,Rowe, MA 01367, Tel 413-339-0120 or Fax 413-339-4902.B&C gains approval for A36and B36rc standby alternatorBill Bainbridge of B&C Specialty Products has recently obtainedan STC for his standby 20-amp alternator on A36 andB36TC airplanes. The basic alternator is a well-proven, qualityproduct. B&C Specialty Products may be reached at 316-283-8000.We hope that B&C is successful in obtai ning approval for awider range of Bonanza applications in the near future as thisis a much improved product from the earlier standby alternators.The effort to obtain an STC for the various aircraft models is significant,mainly due to differences in the electrical circuitry designsand the manner of alternator failure detection.rCM continues ABS Service Clinicparticipation in 1999!Teledyne Continental Motors has confirmed their continuedparticipation in ABS Service Clinics throughout 1999. Forthe past few years, TCM representati ves have provided freecylinder compression checks and borescope examinations tomembers attending the ABS clinics.This is a valuable optional "free" service not included in thenormal Service Clinic fee structure and, on very rare occasions,might not be available at a particular clinic due to a last minuteschedule connict.NEil'S NOTESEmergency ADsSome members fee l the emergency FAA AD issuancesshould be used on a more limited basis than the current trendwould suggest is necessary.We have researched the FAA's requirements for issuance ofADs via the emergency method (which bypasses the normalrequirement for a comment period) and I hope to have morediscussion on this soon. However, it is apparent that the FAAfocuses on the probabi lity of additional occurrences addressedby the AD as well as the seriousness of the potential effects ofthe fai lure being addressed.These factors are weighed by the FAA and the manufacturersprior to any regulatory action being taken. NTSB recommendationsare also considered as well as possible input fromother sources. It is possible that only one occurrence of a particularproblem could lead to an AD note issuance.Clarification of single yoke issuefor flight instructionIn reference to the December 1998 Colvin's Clinic article.this is a clarification of the single-yoke issue for flight instruction.The waivers referred to are actually exemptions issued bythe policy office at FAA headquarters. The March 1998 issuehas a complete review of the subject by Itzhak Jacoby. Theseexemptions are very limited to a rew BPPP instructors and havecertain conditions imposed.As a CFI. you still fall under your supervising FSDO. It is ourunderstanding that the FAA may violate instructors using singlecontrol yokes who act as pilot-in-conunand giving primary instruction,high performance or complex sign off and/or a flightreview.ABS February 1999Page 5569
Page 2 and 3: TCM1s Factory Installations,built b
Page 4 and 5: BONANZA OF THE MONTHCover: Wi ll ia
Page 6 and 7: Bonanza provides wayfor medical rel
Page 8 and 9: Bonanza pre-purchaseinspectionDavid
Page 10 and 11: 835 electric boost pumpjoe SalernoP
Page 14 and 15: ITSDEAD,JIM'--../---.-.Tips on anAV
Page 16 and 17: A CASE STUDYThe cost of converti ng
Page 18 and 19: Regarding the use of GAMljectorscan
Page 20 and 21: 1999 CD-ROM is now availableOrder y
Page 22 and 23: Re: Braly's article on leaningAfter
Page 24 and 25: Slipped the surly bondsAs we \rere
Page 26 and 27: AvionicsBY JIM HUGHESArchangelI wan
Page 28 and 29: Shop TalkBY LYNN JENKINSRaytheon (B
Page 30 and 31: CurrentsBI' LEWGAGEReconditioned cr
Page 32 and 33: these engines.After an overhauled "
Page 34 and 35: FLIGHT TO ARGENTINAMADELEINE DUPONT
Page 36 and 37: The ABS Board of Directors is happy
Page 38: C I dAMERICAN BONANZA SOCIETY HEADQ

February 1999 - American Bonanza Society

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