June 2002 - American Bonanza Society

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fuel selector valve itself (rather thanfrom the tube connection), I presumethere are two potential explanations:(I) Maybe it 's a cracked/broken unitthat has to be replaced. And if so, wouldyou suggest a replacement pan fromRaytheon or another source?(2) Or maybe it's a worn-out seal(s) ofsome son-necessitating overhaulingthe unit. Any suggestion as to who doessuch overhauls?A: I suspect the seals in the fuelselector valve probably need replacing.Consolidated Aircraft Supply (63 1-981-7700) can do repairs and overhauls tofuel selectors.Fuel gauge circuit boardBruce BresslerGreen Bay. WisconsinQ: I am trying to locate a PC boardfor the fuel gauge on my Baron whichhas been replaced by a kit. The PIN is58-364040-9. Is there any place wherethis pan might be found ? I contactedElliott Aviation and RAPID with noresults except a kit that costs $2,700.A: Try to have it repaired by DonBirk's Aviation at 651-690-4143. SelectAirpans (800-318-0010) may have one.The kit, of course, is a change in design.Aux fuel pump STCJohn CosmanOak Harbor. WashingtonQ: I have a 1956 G35 and I'm lookingfor an STC to install an electric auxiliaryfuel pump on the E-225 engine.Do you have any advice or informationon that subject?A: Warren James (918-786-4506)has an STC.Cowl flap problemBill GardnerScottsdale. ArizonaQ: I have about 2500 Bonanzahours-A36, V35 and two C33As. Thisone's a puzzler: I've got the smoothestcowl flaps ever, on the ground. OnceI'm in the air, they are extremely diffi-cult to open and close. My mechanichas gone as far as replacing the cowlflap cable ... no change. Any idea whatcauses this and how to fix it?A: The cross tube through the keelmay be worn or bent. When the gearis up, it probably binds against theretracted tire. Try it on the jacks withthe gear up.Cowl flap switchRobert HecocksGross Valley, CalifomiaQ: I have a 1973 E model Baron.One of my cowl flap motors failed tooperate, which I have traced to one ofthe micro switches in the motor assembly.I can't find anyone who can supplyonly the micro switch, and a rebuiltmotor i around 5500. The pan numberfor the assembly is 96-380021-17. Doyou know where 1 might locate themicro switch or have the assemblyrepaired?A: Try Cruisair Aviation (760-789-8020), Commercial Aircraft Products(316-942-7987), Aerospace Controls(3 16-264-2875), Crossroads Aviation(972-239-0263) or Aircraft Accessoriesof Oklahoma (800-255-9924).Dzus cowl fasteners/STC?Don BethelPeachtree City. GeorgiaQ: I have an 535 in which I wouldlike to change the original cowl fasteners(Dzus). I noticed that the AOPASweepstakes V35 had screw-type fasteners.Who is the manufacturer of thesefasteners and is an STC required?Also, the interior lower fuselage ofmy aircraft has a large amount of blackmastic. I assume this was used forsound- and corrosion-proofing. I havereplaced a lower skin panel, and wouldlike to replace the material. Can youprovide the PIN and where it can be purchased?A: The cowl fasteners are availablefrom Performance Aero (800-200-3141)or Skybolt (407-889-2613).The black soundproofing materialwas Vaporite 500 marketed byAnderson Prichard Oil Co. I'm notaware of any supplier except throughRaytheon.Converting cowl fastenersDuane TaylorMontgomery. AlabamaQ: I have a 1948 A35 and I need toreplace the engine access door fastenersin the lower half of the cowl. Eventhough they have been ordered formonths, we've had no luck gettingBeech to ship these little gems, PIN130I75-2P098, to my servicing FBO,even though they are in stock.Since I'm forced to buy elsewhere,I'm looking at alternatives, and I havesome questions. First, what type offasteners are these? They're a pin-instudassembly with a beveled, flush-fithead, and I don't find them in any of myaftermarket catalogs. If I should retainthis type of fastener, can you recommenda source?Second, is it possible, or advisable,to conven these to more modem fastenerslike Camlocks or Dzus? If I took thisroute, which type would you recommend?Are there any conversion kitsavailable?A: The original fasteners are madeby Airloc. Skybolt (407-889-2613) haskits to conven the fasteners to tainless.Performance Aero (800-200-3141) alsohas kits in both Airloc (original) andCamlock conversion in stainless.Debonair cowl flapsWilliam R. PhillipsCullman. AlabamaQ: I have a question about cowlflaps for a '66 Debbie. I saw a classifiedfor some taken off an early 35. Can theybe put on the Debonair? Would a 337 berequired? Would it be wonh the trouble?I plan to upgrade the 10-470-K in acouple of years to a 520 or 550.A: When you go to the 10-520or -550, the STC will require cowl flaps.That's probably the best time to do it asPage 7304ABS June 2002
the STC wou ld then cover the installation.If you do it now, it will be a 337field approval.Vertical stabilizer sparRandy TaylorNew Braunfels, TexasQ: Who manufactures and suppliesthe venical stabilizer spar reinforcementfor the A36? The unit does awaywith the AD inspection requirement.A: General Forming Corp. (310-326-0624) makes the reinforcement. It 's agood mod.Gear strut playBob ShuePrior Lake. MinnesotaQ: I own a C35 and have been toldthat the play in the main gear struts isstaning to get excessive. This is thefront-to-back and side-to-side play seenwhen the plane is jacked up. In lookingat the shop manual , I find no specificationfor this or a method to check. Isthere a method to check this. and whatwould be a normal amount of front toback play? If the struts need to berebuilt, who do you recommend?A: ABS technical consultant ArkyFoulk at Delta Strut (480-844- 1004) isthe strut expert. While there is nowritten guidance, if you notice there isplay in the gear, it probably needsrepair.Neil Pobanz, ABS technical consullant, is a retiredU.S. Army civilian pilot and maintenance manager.Neil has been an A&P and IA for 45 years.Glen "My. Foulk. whose business is Delfa Strut, isan ABS assislanl technical cansuliant since 1968who was an ABS Service Clinic inspector.Aircraft partsPans can be determined to be legal in several ways.TSO'd pans (Technical Standard Order) are ones that maybe common to many different makes and models, butmeet a standard of design, performance and constructionas we ll as inspection by the manufacturer that is acceptableto the FAA.PMA (Parts Manufacture Approval) is normally anaftermarket pan intended to be used as an alternative tothe OEM (Original Equipment Manufacturer) pan. It istested, inspected and accepted by the FAA for specificapplications that may include some models but not otherseven though it would fit and function OK.STC (Supplemental Type Certificate) parts are normallymade for specific models but might fit and functionon others that are not legal. STCs, like PMAs, involve significantinvestment by the holder to qualify just like theOEM.MS (Military Specification) and AN (Army Navyspecification) parts fall in the same category as TSO'd partsfor our purposes in that they can be used in various makesand models but are for varied applications due to differentstrengths, hardness and tolerances.Finally, you can have parts approved under a fieldapproval. This is the individual application approved on acase-by-case basis on a Form 337.All of these pans should have doc umentation withthem when supplied to you or your shop. It would normallybe an 8130 form , but might be tag (TSO'd) pans. Itshou ld have an appl ication list if STC or PMA pan. If STCor 337 field-approved, it should have instructions for continuedairworthiness. These and drawings hould beretained in the aircraft records.TECH NOTESUsed parts should have documentation of the aircraftfrom which it was removed, total time and any repairsaffecting the part.Owner-produced pans under CFR 21 should have anentry by the owner th at he panicipated lAW CFR 21 andsigned with pilot certificate number. The A&P then signsfor installation and function check lAW CFR 43.Beech Commun ique #100 April 2002 addressesanother problem: identifying removed life-limited parts.This explains a rider in CFR 43 and CFR 45. That appliesmore to the larger aircraft and some Part 135 airplanes. Itis intended to prevent owners from being stuck wi thunserviceable parts by questionable sources. (This in noway is against the many suppliers who buy surplus inventoryand maintain tracking on those parts.)As pans are becoming more diffic ult to find, weowners need to be more proactive in assisting the shop infinding proper parts and letting it make something on thepan to cover overhead costs. The insurance-as well asother costs such as training, record keeping, tool calibrationand mai ntaining a reference library--
Page 3: N1397ZRichard BarnettWaldron, Arkan
Page 10 and 11: External power plugMichael WardWapp
Page 14 and 15: BONRNZR OF THE MONTHcomilllled from
Page 16 and 17: Bonanza & DebonairENGINE FAILURESBY
Page 18 and 19: Scenario IThe first and biggest cha
Page 20 and 21: the $2,000 device as well. Between
Page 22 and 23: We graduated from the Guide Dogs of
Page 24 and 25: ABS President shares his memoriesRe
Page 26 and 27: BY STE VE ZELLER, ALPHARETIA, GEORG
Page 28 and 29: CylindersBY LEW GAGESa l finally br
Page 30 and 31: 820sh Formation Flying ClinicNot co
Page 32 and 33: CommunicationsBY JIM HUGHESBack in
Page 34 and 35: Two incidents at Washington Nationa
Page 36 and 37: HypertensionBY JOHN D. HASTINGS. M.
Page 39 and 40: Spring checkoutBY JOHN ALLENThose o
Page 41 and 42: Bonanza wing over the Grand Canyon.
Page 43 and 44: Web: www.strikefinder.comE-mail: in

June 2002 - American Bonanza Society

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