January, 1982 - American Bonanza Society

AMERICAN BONANZA SOCIETY
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NEWSLETTER
January, 1982
Volume 82, No. I
BONANZA OF THE MONTH
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N6092E
1959 K-35
Owned by James R. Berquist
ABS No. 13702
Crystal Lake, Illinois
Page 1129
January, 1982
Page 11 30
I purchased Bonanza N6092E, a K35. on Hay 14 , 1980.
She was all decked out in her original factory paint, fac-
tory interior, original engine and propeller. The engine
was worn out, the prop hub was cracked , the radios were a
mess, and she was 8 prime candidate for a complete restoration project.
92E got all new brakes , cables , pushrods, and soundproofing . The original interior was rein s talled , and the
aircraft was then flown to B-Cap, Inc. of Maquoketa, Iowa ,
a custom aircraft painter for a carefully se lected paint
scheme of imron in white, brown, and orange. While the
aircraft was there, the old interior was again removed,
and a new custom interior of plush nylon was installed
by GOodenow ' s Aircraft Interiors in brown s , white , and
orange.
N6092E came out of that paint shop , finished , after
a year of work , sweat , frustration , and expense, in all
her shin ing glory . I have never seen a more beautiful
airplane .
Performance is her cup of tea . She cruises 205 MPH
on 75% of power, or if you please, 184 on 55% of power .
She has 2570 hours total time; 70 hours since complete
overhaul, firewall forward . 92E is equipped with a 11K 128
V0A50M, Giidesiope , KXl70B Kl 201 , ADF , JLMB KT 75,
audio panel , T- J autopilot , and she ' s IFR certified . Aux
f uel cell s to 70 gallons , and a useful load of 1010 l bs .
This airplane is an absolute delight to fly . She
is quick , responsive, very quiet , roomy and comfo rtable
on long trips . In this day o[ high prices for new airpl anes , you are going to pay a lot of money , and not get
anything t ha t "'ill run a",ay from this smooth running,
swee t old V- tailed Beauty .
James R. Berquist ABSN 13702
Crystal Lake , Illinois
•
•**•*
1 purchased 92E because she had never been damaged
and there was a complete s~ t of log books goin g back to
day one to prove it . lIer basic airframe had only 2500
hra. total time , and waG in mint condition . With this
basic airplane, 1 went ahead at full steam toward complete
resto ration.
The aircraft was taken to G & N of Griffit h, Indiana
for complete remanufacture back to factory specs , firewall
forward . Aircraft Porpellers of Palwaukee did the prop
overhaul. It was there that the c racked hub was discovered .
Next stop was Finefield Aviation of Hampshire, Illinois ,
a Bonanza specialist . He put 92E through the most extensive annual inspection one can imagine . The airplane was
completely opened up, including the removal of the interior right dawn to bare metal . It was at this time
that we could see that 92£ shined on her insides like
chrome: •
Radios were removed and some new ones installed. All
the rest went to the shop for overhaul . The instrument
panel was changed from original factory to a basic "T" for
IFR work. A Beryl D' Shannon speed slope windshield mod was
installed, along with a new s tinger tail cone .
DIRECTOR WINS TWICE
Following his e l ection to the. ABS Soard in Septembe.r
1981 , ABS Direc t or John Russo won re-election to the New
Jersey State Senate . John ha s an AJ6TC which he flies
about 500 hours per year .
•***
111
AMERICAN BONANZA SOCIETY NEWSLETTER
pubUMtd by
American Bonanu Society
•
AN. . VOf1I Non. ProfilCorPQf"MIorI, C!'ttllnIHdJenu.,., IM7
Publication OHloe
Mld·Continent Airport. P.O. Box 12888. Wichita. KS 67277
John M Ftllllk .'"
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E. M. AnOIrIOl'l. Jr .. Prlllldent
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JoIw1 D. Pflelan. Vice Pt.ldelll
307 WOOdlind Line. Carmel. IN .ao:J2
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11t50 • 2111 SI. North. \.Pe bno. MN
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15f C SL. S.E.. Ardmore. 01( 73401
Rob.,., L Lenhlm. Jr .
335 ThOfnwOOd OrNe. ~ ... ,d,ln. 10 153&42
AoO.-1 C. LDUQro
2&4 Harkar St. M."."". OH 44103
JolIn M. MOCulCheon
7131 Vie Solani. San JoN. CA esl"
DonMOtIdIy
4211 to'"
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John Pb(lOn
2125 OUlf"""I" Road . Sen" RoM. CA i50&Ol
JohnF. " III Withington St.. Toml R...., . NJ Ger53
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B. J. MCCllIIIIIIrI. MoO" ABSLI
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CllvlnS. E_Iy. M.D.• Ph.D.. ABS L1717
1171-1.17
Capt'-.. F Ad'ms.USN~ . I. "8SLn2
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The Am.tc:an BoniNI SocIMy Newllett ... ,. pub"theO monIltIy uc.pl
( 11 !IrMa
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Bo. 3U • . RIICITng.
PA 1te05. Thl prlel oil Yllrty lub.:rlpllon I,'ncluded In 'h' .nnu.' dUI' (liS 00) 01 Soeltty
member .. SlCOnd elan
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The SOCIMy Ind Pul)lilner eannot _ p i '"l>OfIllbII!ty 10111'11 CO!.lCtneu or leQlfeey oIlhe
mlttel'e prlnled n..", or lor env oplnlone e.prllNd Oplnlonl 01 IhI Ed~o. or contributor, do
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m".'ellllbmiHed lot publlclllon. eoP)'lIItImltlld lor publlelllon eh." btc:om. 'hi propartyol
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Page 11 31
J anua ry. 1982
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On December 7 , 1981, the Wichita Airport Authority
approved the plans for the ADS Building on the Mid-Continent Airport in Wichita . Construction will begin the
first week in January with completion due in mid March.
This building will give us a permanent home , help U8 serve
the membership better, and set up our technical library .
To help pay construction costs, the Foundation has
begun a Building Fund Drive . By now each member should
have received the information on this program. Please
contribute whatever you can . It is for a worthwhile purpose, it's tax deductible , and we would like to have each
member be part of this project .
*****
EDITOR ' S ERROR
In the November 1981 Newsletter, there is a letter
from Jack R. Perciful concerning voltage regulators . In
the right hand column , about a third of the way down the
page, is a line which reads " turn the one on the left
marked O. v. f ully co unter clockwi se" .
It should read " turn the one on the left marked O. V.
fully clockwise and the one on the right marked REG . ful l y
counterclockwise .
As this is a significant error, those members who save
their newsletters should go back and make the change .
Our thanks to Jack for doing the proofreading we should
have done .
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•
ASS
BUILDING PLANS APPROVED - FUND DRIVE UNDERWAY
NEW ADDRESS
**
NEW PHONE
Effective January 4 , 1982 , the ABS has a new address
and phone number . They are:
American Bonanza Society
Mid-Continent Airport
P. O. Box 12888
Wichita , KS 67277
(316) 945-6913
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THE
Let's all of us be careful up there.
John H. Frank . J r .
Executive Director
* '" '"CALENDAR
* '"
CHAPTER
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ASS NEEDS TIP TANK INFO
In the Narch 1982 Newslette r, we will take an indepth
l ook at tip tanks on the Bonanza. We would appreciate contributions from members who have had some experience with
tip tanks on their planes. Comments on installation. operation, problems , differences between various types , etc .,
woul d all be appreciated . You don ' t have to write or type
real fancy . Just send us a handwritten note telling us
what you ' d like to share . We ' ll take it from there .
Also , any pictures you fee l might be interesting to
other members can be included . We need to have this information by February 5, 1982 .
* *** *
SOUTHWEST CHAPTER - 1982 FLY- IN SCHEDULE
Feb . 1982
Mar. 1982
To be announced .
Baton Rouge , LA Fly-In and
Inspection Clinic - Dates to
be announced .
Canadian Trip (Montreal, Quebec ,
and Ottawa and other points of
interest) .
June 15
CONTACT :
Bill Murmer
NORTH CENTRAL CHAPTER
May 21-22
June 25-27
Oct . 1-3
ADF DIRECTORY
•
A new revised 2nd Edition of Oliver ' s ADF Directory
is avail ab l e . This Directory contains airpor t s in the
conterminous United St a t es, Alaska , Mexico , and the Caribbean area , and their distances and bearings from commercial
radio stations , LOM ' s NOB ' s, and RBN ' s .
Also provided are type of facility, station identification letter s , frequencies, power, and hours of operation .
Airports are listed alphabetically for each state.
This new 96- page . paperbound book is priced at $6.50
and is avail able f r om book dealers or by mail directly from
the Aviation Book Company , 1640 Victory Boulevard, Glendale
CA 91201.
This is a very handy book to have even if you only use
your ADF occasionally .
** ***
AT.S
The move to Wichita continues ! The ASS is now operating out of temporary facilities in t he Terminal at Wichita ' s Mid- Continent Airport . The contracts and plans for
our new building have been approved, a new printer has
been found . and new staff members have been recruited .
For those of us setting up in Wichita, it is an exciting
happy time .
But there is also a lot of sadness because with the
move we leave behind two loyal hard working staff members
and friends. Because the ASS has such a small staff , a
close bond is bui l t betwen all of us who work together as
a team . And now that team is breaking up .
Shirley Long originally worked part time for the
Society , but when one girl left to get married, she volunteered to fill the spot. With all the turmoil of moving
and a new Executive Director. there was Shirley processing
memberships , dealing with the advertisers , always consistent , always stable, always reliable.
For four years a great deception has been going on
within the Society . Everyone has thought t he Socie t y wa s
run by a Board of Directors and t he Execu t ive Director.
Not true . Actually, the Society has been operated by a
very pretty blonde girl who has been kind enough to let
t he Directors think they were running the show . Thru good
times and bad Linda Butaack has been the backbone of the
organization .
Into work early . home late . and making the SOCie t y ' s
bank deposits on her lunch break - no mat t er how heavy the
workload, everything always seemed to get done. And how
she suffered thru breaking in a new Exec utive Director,
I ' ll never understand •
So let each Society member . as he reads these words,
think a kind thought for these two ladies whom few of you
have met or talked to, but to whom each member owes a
thank you for the tremendous job they have done.
CONTACT :
Ed Hiller
(713) 643- 2697
• ••
1982 FLY-IN SCHEDULE
Barkley Lake Lodge, KY
Lake Lawn , WI (coincides with Service Clinic in Nil waukee)
Boyne lIighlands, MI (Day trip to
Hackinac Island)
(612) 269-6191
•••
WESTERN BONANZA SOCIETY CHAPTER - 1982 FLY- IN SCHEDULE
Lake Havasu , AZ-Western Week- Ender
January 8-10
Buchanan Field , Conco r d, CA
April 21-25
CONTACT: Alden C. BarrioR (7l~) 459-5901
•••
SOUTHEAST CHAPTER
March 1982 - (Dates
to be announced . )
May 14- 16
CONTACT :
Larry Olson
1982 FLY-IN SCIIEDULE
Cypress Gardens , FL
Jacksonville and St. August ine , PL
(coincides with Service Clinic in
Jacksonville , FL)
(904) 376- 767"
•• •
January, 1982
Page 11 32
STARTER SOLENOID FAILURE REVISITED
BEECH SERVICE INSTRUCTIONS
Dear John ,
Reference the letter titled " Starte r Solenoid Failure"
in the December ABS New s letter .
The type of failure cited can be serious . However,
with Bonanzas prior to the P-35 , battery power Is routed
through the Master Relay. Therefore . If one realized his
starter solenoid stuck closed and the starter was atill
Beech has issued a Class II Service Instruction concerning improved fuel quantity printed circuit boards .
Service Instruction No . 1196 ATA Code 28-40 is applicable to :
runnin g turning " off", the Battery Master Switch woul d de-
prive battery vol tage to the starter solenoid dhd the
starter .
The attached schematic is from the Beech Shop Manual .
We who own older Bonanzas have a nice safety feat ure
not generally realized .
If ..
•
F33A
F33C
V35.
CE480 thru c£946
CJ52 thru CJ155
09569 thru 010369
A36
E505 thru E1835
95-855
TC1632 thru TC2402
E-55
TE956 tltru TE1189
58
TH4l0 thru THl249
58P
TJ-3 thru TJ368
58TC
TK-l thru TK-l44
and some Duke Models
This Service Instruction recommends replacement of the
printed circuit boards to electrically dampen fuel quantity
indicator movement .
*• **•
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SERVICE nIYt-'ICULTY REPORTS
10/6/81
BE-V35B
After emergency exit window pin was pulled. window
could not be opened . Found that tabs on handle assemb l y,
pa r t 002-430055-3 , was catching on support latch. part
002-430053-17 . Correction was to dress tabs 1n order to
clear latch.
BE-F33A
*****
Wing Attach Fittinga
During a 100-hour inspection. a crack was found in a
wing attach "bathtub" fitting in the location depicted in
the ske t ch. This l ocation is different than specified in
any Service Inst ruction or Airworthiness Direct i ve .
It is recommended that all " batlttub lt fittings be visually examined for cracks during each annual andlor 100hour inspection . If such cracking is found, replace the
fitting in accordance with the manufacturer's ins t ruc t iona
and s ubmi t a FAA M or 0 report .
Airplane Models Affec ted: 33. 34, 35, 36 , 50 , 55 , 56 ,
58 . 60 , 65 , 70. 80, 90, 95 , 99 , and 100 Series.
•
0
0
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0
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000
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0
0
10/20/81
Pilot reported loud thump during gear retraction.
On the ground inspection found forward NLG retract rod
end split open . Report submitter stated that this ia the
seventh failure of this type .
Ed . Note - This is a recurring problem, usually caused by
the "eyeball" on the rod end freezing up. Ownors should
make sure their maintena nce facili t y checks this on each
inspection .
*** **
8E-055
10-20-81
Found cracks in top s urface skin left wing inboard
where wing meets fuselage . Removed wing butt rubber which
revealed cracks extending fore and af t for two inches .
Actual damage exist where wing former. part number
95110014647, is located .
TBO RAISED
AIRWORTHINESS ALERT
Beech Aircraft
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***
Teledyne Continental has raised the time between
overhaul on all normally aspirated 10-520 ' s to 1700 hours .
and it is retroactive . So any Bonanzas or Barons with
10-520 engines have an extra 200 houra before recommended
overhauL
TSI0-520 ' s (turbocharged) have been rai se d from 1400
to 1600 hours, al so ret roac t ive .
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AIRWORTHINESS ALERT
Models 35 through C35
Thompson TF-1900 Fuel Pumpa
Beech Aircraf t recommends t hat a spec i al one-time
inspection of these early Bonanza airplanes be conducted
to determine whether a Thompson Hodel TF-1900 engine driven
fuel pump is installed . If the Thompson pump is installed ,
Beech and TRW, Inc. recommend the drive pin , pIN TF199l,
be replaced within the next 25 hours of operation but not
later than the next 6 cal endar montha .
This special action should be accomplished because
some of the pumps are not being overhauled every 800 hour s
as specified in the Airplane Flight Manual. In additioD .
some incorrect drive pins have been used in the drive section of the pumps during field overhaul . In either case ,
if the drive pin fai l s, engine stoppage will occur unless
the emergency fue l pump is used.
A drive pin inspection kit (PIN 216835) with all necessar y replacement parts is available free of charge f r om
Beech Aviation Centers or Dealers . Beachcraft Exec ut i ve
Airplane Service Communique No . 55 and TRW , Inc. Service
Bulletin No . ESO 1820 provide detailad ins t r uct ions regar ding t he inlilpec t ion and dr ive pin r epl acement program.
*****
•
January, 1982
•
Page 1133
FULL FLOW OIL FILTER , "0" SERIES ENGINES
While at tendin g the ASS Convention in Las Vegas , I
had a great number of people inquire about a full-flow
oil filter system for "0" series engincs 8S ins talled in
the Beech Bonanza. I told them that 1 would investigate
the problem.
On the last day of the exhibit , Frank Caudell told
me he has installed an approved unit on his "0" 470 engine
and would be willing to help other ABS member s with the
required FAA paperwork if they would contact him.
This unit uses a spin-on , full-flow filter and I s
listed in the AC and Champion filter adapter catalog.
If this unit 1s installed, be ce rtain that the fIlter
can 18 cut open at EVERY OIL CHANCE and inspected for any
signs of impending engine failure . Inspect the filter
element aa you have been inspecting the oil screen at oil
change.
Contact : Frank Caudell , P. O. Box 518, Corcoran, CA
93212. Telephone: 209-992-5533 .
I hope this information is useful in extending the
life of the "0" engines our members are operating. Anyone running the "E" engine and wanting to install a first
class filter unit which incorporates a sc re en pre-cleaner
for the full-flow, spin-on filter may contact me at the
address below.
Lew Gage
ASS 13129
2255 Sunrise Drive
Reno, Nevada 89509
702-8 26-7184
••••
•
ELECTRIC PROP INFORMATION
Starting with serial number D-182l, Beechcraft made
a change in the electric propeller wiring to simpl ify the
manual control system rendering it more reliable.
Straight 35 ' s and A models through serial 0-1820 were
wired such that the panel propeller switch energizes the
propeller control relays when switched to the INCREASE or
DECREASE RPM positions. The relays, in turn, supply volt age to the pitch change motor . Aircraft 0-1821 and later
are wired with the panel swi t ch supplying motor cur rent
directly (sce attached wiring diagrams).
Failure of a relay, limit switch, or associated wiring, will affect only automatic operation in the later
aircraft but will affect both manual and automatic operation in the earlier aircraft . For this reason, some of the
earlier aircraft has been updated to the later wiring.
......
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~lich wiring system is installed can be determined by
the following ground procedure j with the engine off and the
master switch on , run the prop to pitch ext remes uaing
the propeller toggle switch. If the p1t.ch control motor
s tops at pitch extremes, the early wirina is in place. If
the motor continues to run at the pitch ext remes, making
a clicking sound , either the later wi ring is in place or
the limit switch system is faulty. After testing. i t is
important to leave the aircraft with the prop returned to
full fine pitch to prevent a future start-up and takeoff
attempt at a coarse pitch se ttin g.
Seve ral of our customers with an automatic malfunction but normal manual operation have made the seemingly
obvious assumption that the governor was a t fault. In
almost all instances. using Airborne Electronics Service
Note 1 has isolated the problem to a relay, a limit switch.
or associated wiring.
Rit Keiter
ASS' 5686
Airborne Electronics
****•
ACCIDENT REPORTS
A Beechcraft BE33, N1649W, c rashed while making an
ItS approach to St . Joseph, Missouri, October 30 . Approach contro l lo s t radar contact with the aircraft while.
i t was 23 miles out .
The c rash site was 11 miles f rom the
runway . Two persons were killed. (ABS member Harilyn
Parsons and her husband were killed in this crash . )
Three persons were killed and three others received
injuries October 17 when a Beech 8E55, N22BR, crashed into
Lake Wiley in Rockhill , North Corolina . The pilot of the
pla ne reported that he had the Rockhill Airport in sight ,
and was attempting to land with eng ine trouble . The Civil
Air Patrol reported the plane was resting in approximately
40 feet of water.
•
Three persons were killed 1n the c rash of a Beech
BE58 , N1936S, in the vicinity oC Harlan , Kentucky, October
10 . The aircraft had been cleared for an approach to the
Tucker Guthrie Airport when it crashed on Pine Mountain
two miles wes t of the airport . TIle weather was overcast
wlth a visibility of two miles In fog .
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A Beech BE58 , N4l58S, with three perso ns aboard
crashed five miles west of Gainesville, Flo rida, October
11. All three persons died . The last contact with the
ai rcraft was while it was over the outer marker of the
Gainesville Airport on an ILS approach . The plane reportedly st ruck a tower guide wire and was demolished.
-II
-II
* *
-II
January , 1982
Page 11 34
INSTALLING ADDITIONAL FUEL GAUGES
AIRWORTHINESS ALERTS
Dear SIr:
Beech Models 58Te and SSP
1 was int e res ted i n the l e tt e r from Mr . Raymond W.
Bates on the subject of tip tank siphoning which appea r ed
1n th e December 1961 Newsletter .
I have an M35 Bonanza which I have owned since t ak ing
delivery at the Beech factory 1n the s ummer of 1960 .
1
have the flight extender tanks installed. The original
in s tallation used the two tank se l ec tor val ves and apparent ly the same t y pe of plumbing referre d to in Mr . Bates'
l e tt e r . Since my Bonanza i s equipped with two 25-8a1100
main tanks and two 10- gallon BUX tanks in addition t o th e
two tip t anks, and wi th the facto r y installed gaso line
quantity gauges . fue l managment was a nigh tmare .
I have r esolve d th is situation b y installing s i x
sepa rate fue l quant i t y gauges , one for each tank. The biggest improvement made was t o install fuel transfer pumps in
the wheel well s so tha t f uel could be transferred from the
tip t an k to th e co rrespond i ng main t ank . With the addition of a Silver l nstrument s Fuelt ron which gives extremely
accurate readings of f uel consump tion , the prob lem of management of fuel in the six tanks becomes far easier and
more effici ent and contribut es subs tantia lly to peace of
mind.
1 am enclosing a photog raph of the instrument panel
(whi ch you will note is the new s t yl e panel) and which
shows on the extreme right just above the SSB-IU' r adio se t
the six fuel quantity gauges . J ust above the top two gauges are the two swit ches which control the fuel transfer
pumps . The Silve r Instruments Fueltron is on the cente r
panel just to the right of the altimeter . I used an STC
for this installation from Beryl D' Shannon . I have fo und
this installation quite satisfac t ory .
Fristoe Mullins
ABS' 3220
Sain t Loui s , MO
*• *• *
•
RAJAY TURBO-CHARGED BONANZA AD
AD 81-19- 04 has been issued against all airplanes
with Rajay turbo charging installed under a number of
STC ' s . All Bonanzas and Travel Airs tha t have Rajay turbo
chargers are inc luded .
The AD requires the inspection of fuel , a ir, and oil
hoses . , Hoses tha t a rc five years old or older, or whose
age can t be de t e rmin ed, are to be replaced. Any deteriorated hose r egardless of age mus t be replaced . This must
be accomplished within the next 100 hours or a l annual inspection , whichever occurs fi rst .
Ra j ay Servi ce Lett e r #28 , dated Au gus t J , 1981 ,
appl ies and C8l1 be obtained f rom Rajay lndustries , Inc.,
2600 East Wardlow Road , P. O. Box 207 , Long Beach, CA
90801 (213-426-0346),
*****
Turbocharger Exhaust Pipe
•
AiResearch recentl y iss ued Service Bulletin No . TP600121 which requires an in spection of the exhaust s hroud of
ce rtain model turbochargers. Some of the affected turbocharge s are ins talled on Beech Model 58TC and 58P aircraft .
To accomplis h the inspection of the turbocharger, the exha us t pipe has to be r emoved .
There is a repo rt of an exhaust pipe (p/r. 102950001-9) se par atin g from th e turbocharger on an airplane
afte r compl iance with the AiResearch Service Bulletin .
Wheneve r an exhaust pipe separates from the turbocharger ,
hot exhaust gases will impinge on the wire bundle located
in the area and on the engine intake intercoole r and ca use
damage to these components. The full sequence of event s
that may occur is unknown; however , pipe separation must
be prevented . Proper installat ion of the exhaust pipe i s
c ritical.
It is recommended that th e following inspection for
secu rity of the exhaust pipes be conduc ted if the pipes
have been removed for any reason:
1 . Gras p the outlet end of the exhaust pipe behind
the cowl flap of each na ce lle and app l y a fo rce
of app roximately 15 Ib s . to the exhaust pipe i n
the fore and aft, inboard and outboard directions .
2.
If no looseness is noted where the exhaus t pipe
a tta ches to the turbocharger, no further action
i s necessary .
3.
If looseness i s noted, the in s tallation is not
proper and s hould be rewo rked as outlined in
Beech Safe t y Communique No . 58 dated June 3 ,
1981.
*****
WHICH IS THE LEANEST?
Gentlemen:
In the December , 1981, News and Views section ,
Robe rt Buck commented on a 6 probe EGT as follOW's ••• " 1
dial in the hottest cylinder and rich 50 degrees (rom
there. "
A f riend of mine l earned the hard way that the "hottest" cy linde r is r a rely the "leanest " cylinder a nd l eaning on the "hottest" cylinder can result in the "leanest"
cylinder doing itself i n.
My V-35 hott est cy lincer is Rot it s l eanest . I t I s
my understanding that the cylinder that reaches peak EGT
at the highest fuel flow rate is the l eanes t and s hould
be used fOr ac curate l eanin g. It s tand s t o reaso n that if
the fuel flow rate is r educed below thi s point, this cylinder i s going to be "too l ean . "
O. K. then how do we find the co rrect leanes t cy linder ?
Prepare a chart 2 columns wide and 6 lin es long . Label
the columns "fue l f l ow" nnd "peak temperature . " Each
line down the page sho uld be numbered from 1 t o 6 for the
cyl inde r s .
In s trai ght and l evel flight and at a constant power
se tting l ean t o peak EGT and record the fue l flow and
temperature on the chart for each cylind e r. The cylinder
with the highest fuel flow rate is the l eanest and this
cy lind er s hould be used fo r leaning . Yo u might find as
much as 200 0 and one gallon per hour difference between
cylinders .
To get r eally fancy , convert the outside temperature ,
barametric pressure and altitude to % power at standard
day a t sea l eve l and compare you r chart to the owners
manual fue l flow figures . I f you a re more than 1/ 2 of a
gal l on off the book , I would suspect a faulty gauge or two
(1s t s us pec t the ta chomete r , 2nd the fuel flow ga uge, and
last ~1nifo ld press ure) .
Note that you r chart " readings" will va r y from day t o
day but the "leanest " cyl inder will remnin the same in the
nbsen..;e of a mechanical problem c rop pi ng up .
AnSI 11730
Jo hn L. Suter
Greenville , Mississippi
*****
•
•
Janu ary, 1982
•
•
I
~
•
Page 1135
Colvin's Corner
Retired Beech Project Engineer
on Bonanzas and Barons
to vibrate. In such cases . the sound may sound like a
twin engine airplane with the props out of sink. This
noise travels down the wing spars lnto the cabin . The
fix - hand form the skin to give it a slight contour or
add angle stiffeners .
Sometimes skin in the cabin belly will buzz or vib r ate.
ASS Technical Consultant
This is hard to locate .
Service Clinic Inspector
fly the airplane . While in flight, place a hand on the
belly skin between each stringer . When you feel the skin
moving, you have found the trouble . A stiffener added to
J. NORMAN COLVIN
Dear ASS Friends,
~len I bought my Buick several years ago , I thought
that it ran pretty good , then a couple of years ago, I
s uddenly realized that it sounded like a ",orn out street
car, as I pulled a"'8Y from stop signs . I took i t to Mr .
Goodwrench and asked him to check the car over; it passed
with flying colors , but the noise ",as still there . A year
later , I just couln ' t stand t he noise any longer. so I
bought a set of new engine mounts, put them in , and 10'"
and behold the old car again ran smooth and quiet .
A short time later. I received a call from a good ABS
member, wanting to know where to add more sound proofing
to quiet the cabin of his Bonanza . It seems his wife has
been complaining of an increased noise level. I have
learned long ago that when a wife hears a noise, you had
better pay attention. We all know that ne", Bonanzas are
smooth and quiet , so when the same airplane gets complaints
from the wife, it is time to see what has been creeping up
on you. Like my Buick, things change so gradually that
it goes unnoticed until it grabs for your attention . If
the original Bonanza sound deadener n~de the cabin quiet
when the airplane was new, chances are its sound deadening
qualities haven ' t changed , so start looking at other
things.
Sometimes at engine overhaul , a noted change can be
noted; this could be caused by unbalanced parts being used
that would cause an engine to run rough. or it could be
caused by the engine mount rubber . The engine mount rubber in Bonanzas up through the G-35, have a tendency to
sag; this can allow the engine sump to touch the keel
which will cause vibration and noise in the airframe . In
most cases , new rubber mounts are not needed , they only
need to be rotated . On the later models , H-35 and after.
sagging is not a problem . On the S-35 and after, two
types of rubber mo unt s were used - the Lord and Robin Tech .
If a three blade prop is used, it is best to use the Lord
mount which for this combination will give the smoothest
operation. Prope llers can give rough operation . A prop
can be in balance, but if the blades are not set at the
same angle . they will run rough.
Noise can be caused by the exhaust system. The
Service Clinic has revealed that more muffler cones inside
mufflers are missing than are there . The muffler cone
serves a dual purpose; it cuts down on exhaust noise , and
it directs hot exhaust gas to the heater shell for top
heater efficiency . My main concern in checking during
cl inic inspections is to be sure the broken cone doesn ' t
block the exhaust , which would cause engine back pressure .
Tailpipe extensions also tend to quiet the cabin . My
personal opinion on external mufflers is that the objections out",eigh any good . While they may make things
quieter outside the airplane , they do little to quiet the
inside. Mufflers interfere with co",l flap travel. and
they add more weight to the tailpipe support bracket and
most likely increase engine back pressure , robbing the
engine of horsepower .
Skin canning is another likely source o( noise . The
square access plate in the fuselage belly , directly beloN
the landing gea r gear box will sometimes (lutter or cnn
cause noise . Sometimes a stiffener angie is needed to
stop the flutter , and sometimes car undercoating material
added to the inside surface will do the trick. If wing
flaps are rigged too tight to the wing, it will sometimes
cause the lower ",ing skin, just Corward oC the Clap ,
The easiest way to find the of-
fending skin is to remove the cabin floor boards , then go
the skin will cure the problem.
I have seen skin canning on the lower side fuselagB ,
just aft of the firewa ll. This particular skin "can" was
obvious to the eye . Most skin canning occurs in flat
skins . There is an area in the side engine cowl , just aft
of the nose bug , that will can us ually while on the
gr ound . You w1ll see a !) t1ffener he r e on 80me airplanes
f resh from the factory. Of course, the overhead air scoop
in some models is nOisy, that is why it was moved back to
the tail . You can cut a used bracket air filter to fit
the escutcheon below the scoop . wedge the filter in the
box. and this "'ill muffle "'ind noise.
A leaking door or window seal ",ill cause cabin noise .
Most cabin door seal problems are caused by ",orn cabin
door hinge pins that al low the door to shift in the fuselage opening . The ",indlace around the door opening in the
fuselage must lay against the door in the closed posi tion .
There have been a few cases where the lower firewall has
canned causing nOise , a stiffeno r can curB this prob l em.
If sound deadener can be added to the firewall , it would
help. 3M makes a product called scotch- foam Y370 . This
is self- adhesive , is very light weight, and has good
sound deadening qualities.
If everything else is good, sound level in the cabin
can be improved by installing thicker windshields and
side windows . Like everything else , they are a compromise,
in that the thicker glass adds weight.
Remember , your Bonanza was a little jewel when it was
new, so don ' t let noise creep up on you and cloud its
beauty .
Norm Colvin
TRIM TAB INDICATOR
**** *
Dear Mr . Colvin :
~wny thanks for the prompt and detailed explanation
on the shittmy damper . I "'ill certainly be able to follow
those instructions.
1 meant to ask you in Greensboro about the location
of and the access to the light bulb fo r the trim tab indicator . Mine is very dark at nigh t , so I fee l s ure there
is a bulb someplace , but I can ' t loca te it. Would appreciate any suggestions you have . Mine is a 1978 A-36,
serial llEl2n .
1 promise not to bug you ",!th each individual squack
I have, but you have no idea how nice it i s to have someone with your knowledge and competence to callan. It is
indeed appreciated .
Burton P. Lee
ASS' 7247
Roanoke , Virginia
Dear Mr. Lee ,
It was good to hear from you again . The trim tab
indicator light bulb is on a bracket l ocated on the back
side of the instrument sub panel, just outboard of the
trim tab wheel.
1 trust that the above information "'ill ser ve your
needs . Your letters and phone calls are always welcome .
WANTED :
*****
BONANZA PILOT - OFFICE FURNITURE SALESMAN
It is going to be necessary for the Socie t y to purchase ne", office furniture and equipment for our new
Headqu.:lrters in Wichita . Any member, "'ho is involved in
that ilne of business , and would like to help the organization get a good deal is invited to contact Headquarters.
*****
Page 11 36
J an uary. 1982
Colvin's Co rner
ENGINE BREAK-IN
TIP TANK SIPHONING
Dear Hr. Colvin :
1 became a member of the Society (ABS' 14633) 1n Aug-
ust of this year, 6S I had purchased a Model C in June of
this year. I note in the December issue that you have
information available for engine run-in after overhaul.
1
am picking up my airplane today after a complete overhaul
of E225. 1 would appreciate any information you may have
regarding manifold pressure , RPM setting , etc . , and any
additional information .
Being a new member I 1 am not fami liar with the se rvice
clinic inspections . 1 do note one will be in Wisconsin on
June 25th chru the 28th . Please elaborate 8S to cost , etc .
Fantastic magazine. I previously had a Commanche .
No comparison 8S to the aircraft or the association .
Hike Lange
ADS ' 14633
Oconomowoc, Wisconsin
Dear lir . Lange :
Thank you for your letter and for the good news that
you are the owner of a Hodel G-35 Bonanza, and also that
you are a new Bonanza Society member .
Break-in procedure for the E225-8 engine is full
power for takeoff which is 2650 RPH and as much manifold
pressure as you can get . Do not pull this power more than
one minute which should give yo u abou t four hundred feet
altitude . After one minute reduce RPM to 2300 and pull
75 % power during remainder of climbout . This may require
pulling 24 inches of manifold pressure to obtain. Cruise
at low altitude and pull 75% power in c ruise flying at low
altitude until oil comsumption has stabalized . You will
find your engine life to be better if you were to pull 70
to 75% power throughout its life . Once 011 consumption
has s tabalized , change to multi-viscosity oil. 1 personally prefer Phillips , but Shell is also a fine oil .
Next year ' s service clinic will be in Oshkosh, WI at
Basler Flying Service from June 25 thru 28 . We give your
airplane a careful visual inspection . While on jacks,
cycle the gear and flaps . Most important , we answer your
questions, and explain what we find wrong. Your cost is
$60 .00, and it is necessa ry to send your money to ADS Headquarters and to reserve a time on the schedule .
The North Central ASS Chapter is planning a fly-in
during the clinic, so you might want to join the chapter
and join in on the fun . Call Dave Michaels, Chapter
President at (313) 356-4326 .
Again , thank you for writing . We will look forward
to meeting you in June .
Norman Colvin
ADS Consultant
'" '"
.
Dear Mr . Colvin:
Your letter concerning tip tank siphon i ng on my Model
35 Bonanza (D-685) contained numbers of revelations -- for
which 1 am IDOst gra teful. I will better be able t o address most of your suggestions during my next annual
which will be in the "March department".
But one of your statements remains a myste ry -- and
one of the reasons I wrote in the first place. I n your
third paragraph you state : "There simply has to be a
f uel tank vent. " I tell yo u with two good eyes and th e
eyes of two first rate mechanical types -- there just isn I t
a visible vent . The only possible answer , of co urse . is
obvious : if it is possible for th e fuel t o overflow out
of the cap . it is probably possible for air to get in the
same way. lIowever , I don't consider that fact a primary
solution. If a ll the later model planes on the air st rip
have obvio us (visible , touchable, s niffable) vents, why
doesn't 777JC? I have seen overflow siphoning cease immediately when air was let in through the opening of 8
main fuel tank cap . Could the lack of a vent be the solution to my dilemma ? Perhaps I'm dreaming -- but having
been a designer type for 35 yea rs, I have often Cound the
IDOst comp l ex problems often have the mos t s implified answers (see the accompanying drawing).
This i s not meant to tax either you r time of the
thinking processes of "whosoever" . Perhaps it isn't e ven
relevant in the matter of numbers . But 8S you say in you r
concluding paragraph: "ntis is an interesting problem."
Raymond W. Bates, Trustee
Maranatha Foundation Tru s t
Washington, DC
Dear Mr. Bates:
Thank you for your letter and especially for t he schematic of the fuel tip tank .
I cannot imagine anyone building a Cuel tank withou t
a vent. In any case , you can install a vent either forward or aft of the cap . Point the vent into the airstream .
the vent should be formed as shown in your drawing . 1
would make the vent out of aluminum tubing and seal it in
position with resin.
Thanks again for your follow-up letter .
•
•
777 U
T I i'> TANK t>ILfl")nA
'" '"
FULL FLOW OIL FILTER APPROVEJ FOR BEECH 35 TIlROUCH C35
rI M~6LI-S
rl~
rANK ...
WITH CONTINENTAL " E" SERIES ENGINE
This unit attaches to
the rear of the engine between the existing oil screen
housing and the accessory
cas e . and utilizes the existing oil screen as a preclean e r
and for the detection of large
particles in the oil during
011 change .
It utilizes a full-flow.
spin-on filter with inte rnal
bypass. There are no hoses
or r emo te lIKlunting of filter.
Available from Lew Gage , ADS 13129, Sunrise Filters,
Inc., 2255 Sunri se Drive, Reno , Nevada 89509.
* •• *.'"
I:UJ~t)11:t
(J'PIINb.
$t""rv
Gl.P
(IOllOW)
HI~TIN&
'" 1\ "(NT ( FULL ~IZE)
FOr.l, I'1AP'i TAr1K~
.. .
Editor ' s Note : Refer to De cember 1981 Newsletter, page
11 20 for the beginning portion of this interesting problem •
'" '"
•
January, 1982
•
Page 1137
ELECTRIC PROPELLER MOTOR BRUSH SERVICE
BANANAVANE
Our second Bonanza made her maiden flight two days
ago .
She ' s been conducting " ground runs " for a month--
attached to a terrific weather vane (see photo- -wich Pike ' s
Peak in background). It seems gusts to 70 mph (we 're in
a rotor zone) exceeded her stalling speed and she just
" soloed " on her own, J -pointing in our neighbors rock pile
(got to get those screws on tighter!) ,
Couple of years ago our son-1n-law asked his brotherin-law (wrought-iron artist up in Idaho) to make me a vane
for a birthday or Christmas present. At about 10 mph
(seldom less around here!) the prop starts turning and
what a sweet sound ! Our neighbors all think she ' s just
fantastic! She ' s really great looking!
• • and what measurements! The " cl oud" behind her is
31" x 17"; the Banana herself is 16.5" in length; the
total length is 57" ; the total height is 41" , and the
"spikes" are 21 . 5" .
Don't know about you but when I was less than ten
(knew Orville J) some older kid made an airplane with a
revolving prop on her--as a weather vane, and I used to
fantasize about flying because of that.
I get no commission from this deal , but I know as
good as Dennis Proksa is, that he's opening up a new field .
I know he can make ANY air-machine- vane, even a sailplane .
Don't tell him 1 sent you!
Hang in there!
Dale S, May ABSO 3560
Colorado Springs , CO
•
It is unnecessary to remove the propeller pitch control motor to service its brusher. Releasing the circular
clamp that sec ur es the motor to its mounting bracket will
allow the mot or to pivot outward away from the engine case
providing easy access to the inboard brush holder.
In many case, we have found wrong brush assemblies
in these motors . The correct part is PN 31-408 and is
usually stocked by Beech dealers . This part can be identified by its stiff spring which is wound with . 027 inch
diameter spring wire . Typically, the wrong part found is
a landing gear motor brush which has spring wire diameter
less than . 020 inch .
The purpose of the stiff brush spring is to increase
turning friction of the motor. Insufficient friction can
c.,use RPM oscillation with both the old governor and the
Airborne Electronics governor . In the extreme . insufficien t friction can produce the dangerous situation of the
motor rotating slowly in flight with no voltage applied .
The propeller forces causing this rotation will take the
prop all the way to full coarse pitch over a period of
several minutes . In the event of an electrical fail ure .
this condition could lead to disaster .
The following precautions should be observed when
installing new bcushes. The copper b~aid that connects
the brass spring cap to the graphite brush can become severely twisted and knotted as the brush holder cap is
screwed into place . Tension in this copper braid can reduce f~iction or actually pull the brush away from the
armature commutato~ .
The condition can develop with time . as the graphite
wears , increasing the extension of the braid and spring.
To prevent this condition , the braid should be prewound in the CCW sense so that it will relax when the cap
is screwed home .
The composition brush holder ferrules and caps are
fragile and it is important to start screwing the cap
square to the ferrule as cross - threading can crack the
ferrule or destroy the fine screw threads . The Beech
part number for the cap is 35- 364151- 25 and the price , as
of this writing. is $11.90 each . The part number for the
fer~ule is 35- 364-151-15 with uncertain price and availability .
Rit Keiter ABS# 5686
Airborne Electronics
* * * • •
EXHAUST SYSTEMS
•
•••••
Gentlemen :
In reading through the past Newsletter issues, I became very interested in a letter from a Mr . Davidson who
had to undertake emergency procedures when his exhaust
system developed problems . My "new" Deb did this to me
twice this summe r and is now about to get a new exhaust
system . If you begin to notice a slight "tinny" sound
from your engine especially under full power, yo u had better check into the exhaust system in detail. We co uldn' t
figure out why the noise was starting, and everything else
appeared o.k. (the exhaust had been ~ewelded during an
annual one tfK)nth before I purchased it) . However. we
faced the very real possibility of a fire and got back to
the airport " just in time". Exhaust systems will take on ly
so many yenrs of use . Also, I always touch the exhaust
pipes with my foot on pre- flight inspections . On the first
pre-flight , I found the pipe loose with the result being a
bracket that had not been put properly in place . The resulting vibration caused the stress on the nearby exhaust
connections and the ultimate fracture and "almost fire" .
So . on older Debs and Bonanzas , check the pipes each time
and keep your ear tuned for the " tinny" sound .
Hargo Dingwall
ABSn 14 747
• • F.t.. L.3uderdale , Florida
J anua ry, 1982
Page 11 38
TIP TANKS
Dear Mr . Colvin :
1 have a 1950 Bonanza B-35 , Se c . /12671 with Cont .
E225-8 .
I have had this Bonanza for 16 years and it is equipped
.... ith several Beech mods .
TIle tank selector valve is of a later type whereby the
Wobble Pump is separate from the valves.
The tank selector has notches for OFF , LEFT, AUX, and
RIGHT . My total gallonage is 60 which includes a 20 gallon
AUX tank in the baggage compartment.
My question 1s this: I would like to remove the 20
gallon aux tank , for more room in the baggage area , and
install 20 gallon tip tanks for a total of 80 gallons .
Is my wing strong enough to do this? Is a STC required and i f so. where do I get t his info? What is the
cost and down time? Can my fuel selector valve be used or
is another required? How many miles per hour wil l these
tanks slow me down?
I ask these questions because the friend I fly wtng
on has a Cornmanche 250 with 80 gallons and I must pull
100 rpm ' s more than he to stay with him on cross-country
flights. and my range is limited with my existing 60 gallons.
H. E. Groom. Jr.
AIlS' 59
Sherman Oaks . CA
Dear Mr . Croom:
As 1 have a 1950 li B" model with tip tanks, and did
quite a bit of research before I instal l ed them, Norm and
I thought 1 should answer your letter.
There are two types of tip tanks currently available
for your airplane . The first are commonly referred to as
Brittain tip tanks and are presently manufactured by the
Osborn Tank and Supply Co ., Star Route , Box 12 , Oro Grande ,
CA 92368 (714-245- 2026) . These tanks are of aluminum construction and hold 20 gallons each . A 150 lb . gross weight
increase is allowed . The plumbing is run through the
lightening holes in the wing to the cabin where each tank
has an on-off valve . A tee fitting brings the two lines together and a single line is run to your present fuel selector . You utilize the tanks by turning either one or both
of the tip tank valves on and turning your fuel selector
to aux .
TIle o t her tip tanks available are called flight extenders and are manufactured by Beryl D' Shannon, Rt . 2,
Box 272, Jordan. MN 55352 (612-469-4783). These tanks are
of fibergl ass construction and hold 15 gallons each . They
have a more streamlined appearance than the Brittains which
appeals to some people . These tanks are plumbed thru the
ligh tening holes to the wheelwel ls where elect ric pumps
move the fuel to the main tanks . You utilize these tanks
by running your mains down and then running the pumps to
transfer fuel. 1 believe there is a 200 lb . gross weight
increase allowed.
Your wing is strong enough for either system. In
fact . from an aerodynamic standpoint, having the f uel in
the tips spreads the load and the wing can actually take a
litt l e more stress .
An STC would be required , but both manufacturers have
~TC ' s 80 you will have no problem in that area .
Your present fuel selector may be used with either system . 1 believe the costs are in the $3 , 000 range for either system.
but check with the manufacturers to be sure . Down time
should only be a few days.
There are varying stories on the performance with tip
tanks . When I installed mine (Brittains) , we ran some tests
and the airplane appears to be faster . It darn sure isn ' t
any slower . 1 attribute this to the end plate effect the
tanks have which prevent spillover and make the wing more
efficient .
1 hope 1 have been able to answer your questions satisfactorily . 1 noticed your low membership number and
congratulate you on being one of the earliest supporters
of the Society.
JP
ENGINE DRIVEN FUEL PUMP
AD ON 10- 520
81 - 24- 06 TELEDYNE CONTINENTAL MOTORS : Amendment 39-4260.
Applies to Models 10-520 , TSIO-520 and CTS10- 520
(except GTSIO-520- F and K) engines equipped with engine
driven fuel pumps serial numbers I0178XX through A0280XX ,
factory new or rebuilt engines which were assembled between September 1 , 1978 . through July 31, 1980, or fuel
pumps which were replaced during that time.
The first cha r acters of the fuel pump serial numbers
reflect the date of manufacture . The first letter designates the month of manufacture starting with "A" for January, " B" for February , etc. The second and third digits
designate the day of build (01 thru 31) . The fourth and
fifth digits indicate the year of build .
Subsequent digits indicate manufacturing sequence
number of pump on a given day.
Compliance required as indicated unless already accomplished .
To prevent possible fuel leakage and potential fire
hazard. accomplish the following:
(a) Within 10 hours time i n service after the effective date of this AD and thereafter at intervals not to
exceed 10 hours time in service until (b) Is accomplished.
visually check t he fuel pump for evidence of fue l leaks
from between the pump segments. If a leak is detected or
fuel stains are present, (b) must be accomplished prior to
further flight.
(b) Within 50 hours time in service after the effective date of this AD . accomplish the following:
(1) Remove safety wire from the four fuel pwnp
through bolts.
(2) Torque the through bolts evenly in diagonally opposite pairs to 30 in-lbs. (+ I in-l b.).
(3) Resafety wire through-bolts .
(4) Upon completion of the above steps, place
mixtur e control in " idle cutoff, " pressurize the fuel
system with the aircraft boost pump, and inspect for fuel
leaks . If a fuel leak still exists, overhaul or replace
the pwnp as appropriate.
(c) If fuel leaks were present before retorquing the
bolts as required in paragraph (b). then during each of
the next five preflights, place the mixture control in
"idle cutoff , II pressurize the fuel system with the aircraft
boost pump and check for fuel leaks or evidence of fuel
leaks . If evidence of a fuel leak exists , overhaul or replace the pump as appropriate. This paragraph does not
apply if the fuel pump was overhauled or replaced due to
compliance with paragraph (b).
(d) The checks required by paragraphs (a) and (c) may
be accomplished by a certificated pilot as authorized by
•
•
PAR 43 . 3 (h) ,
(e) Hake appropriate maintenance record entries .
Upon submission of substantiating data through an FAA
Aviation Safety Inspector, the Chief , Engineering and }~n­
ufacturing Branch may adjust the inspection intervals .
An equival ent method of compl i ance may be approved by
the Chief , Engineering and ~mnufacturing Branch, Federal
Aviation Administration. Southern Region .
Teledyne Continental Notora Service Bulletin M-80-26 ,
Revision 1, applies to this subject .
This amendment becomes effective November 23 , 1981 .
FOR FURTHER INFORMATION CONTACT:
Walter G. Stiner, ASO-214 , Engineering and Manufacturing Branch , FAA . Southern Region , P. O. Box 20636 ,
Atlanta . Georgia 30320; telephone (404) 763-7435 .
MUFFLER CONES
* * * * *
Dear ASS,
Tell folks to replace missing muffler cones as Norm
Colvin urges . They will ride quieter , warmer, and legal .
ABS' 2627
Henry Gardiner
Waterford . Connecticut
* * * * *
•
l
J anua ry, 1982
•
Page 11 39
BONANZAS ARE STRONG AIRPLANES
Dear John,
Congr atulations on your new positionl I had wonde r ed
what became of you after meeting you in 197) when working
with Ben Boutell on the Rocky Mountain Chapter , The let-
ter from Mr . Goodman and the repl y f rom Norm Colvin in the
December edition finally calls a ttention to some thing tha t
has bothered me for some time.
Namely the exploitation by some , based on the "war
stories" and half truths gener ated by Aviation Consumer,
60 Minutes, etc . in relation to structural fai lure. I have
owned five V tails starting with 0-460, 0-3993, 0-4494, and
my present bird D-7976 . I lost the F model and my pa rtner
in March of 1972 when he left Scottsbluff , Nebraska in VFR
but very turbulent winter weather, tore the wings and tail
off 16 miles north of Sidney, Nebraska . I arrived on the
scene just before the N.T.S.B. I nspector as we ll as the
Beech represent ative . They showed me calculations estimating somewhere between 9 and 10 G' s as the force generated
in shearing the right wing . I may be naive Norm, but the
sights I saw and photos I took made me more impressed with
the integrity of the design and the absolute necessity of
staying well within the limits established by Beech engineers. Thank goodness someone with the credentials of Mr.
Co l vin has comment ed on these "beef up" kits.
Jim O' Day
ASSn 2783
Littleton , Colorado
*****
•
•
~
Dear Sirs ,
I would like to relate an incident that r ecently occurred to me which might be of interest and se rve as a
warning to other members.
Prior to departing Tallahassee , Florida for an intended flight to Fort Lauderdale , Florida, I was advised that
a cold front had just passed the area . Flight se rvi ce
nevertheless indicated that t he front was not a s trong one
and was showing signs of weakening . 1 elected to depart
the Tall ahassee area deviating an area of C. B.S . Tallahassee had a low, but thin ceiling which we easily topped
and broke out into clear s unshine shortly thereafter .
Regretfully, as we approached the main part of the
front, the overcast began to rise. Inasmuch as it was
necessary for us to penetrate the front in order to reach
our destination, 1 called ATC and requested a highe r altitude which would a llow us to r emain on top . ATC cleared
us from 7,000 ' to 12,000 ' . During our initial climbout
from the TAL area, we picked a very thin coa ting of ice ,
however, it appeared to be of no consequence. As we proceeded on course, i t became apparent that even at 12 , 000 '
we were not going to remain on top and sure enough , it
wasn't long before we were back in the clouds. No problem,
I figured , inasmuch as I knew we had passed the area of
CB's and it was fore cas t that we would s hortly be reaching
10 area of clear skies which was before the front .
We were
in the clouds for about 45 minutes when gl a ncin g at the
airspeed indicator , I noticed that suddenly my indicated
airspeed had fallen to 100 knots. Gee , I thought , this
1s strange •••• !! As I contemplated this, I almost immediately began to feel a vibration which quickly bccame a
tremendous shudder which appeared would t ea r th e aircraft
apaTt! !
i quickly looked at the airspced indicator again and
was shocked to see it had dropped another 20 knots . Before 1 could react to a ttempt to do something to correct
this situation , the tremendous s hutter c ulminated into a
full stall which I saw occur on the artificial horizon •
The shock of what had happened is indescribable . I s lill
do not know how 1 had the presence o[ mind La quickly disconnect the autopil ot and to take control o[ the aircraft .
Luckily I was able to regain control of the airplane despite a loss of approximately 1 , 000 1 in the clouds . 1
immediately contacted ATe to advise them that 1 was coming
down and needed a lower alti tude. Despite my predicament,
all I got was a "standby" as he was "busy" . I got right
back 011 and told them 1 wa s standing by nothing, inasmuch
as we had apparently picked up a load of ice and we were
coming down no matter what. Shortly thereafter we broke
out and happily the airplane flew as if nothing had happened. We continued onto FLL without i ncident, except fo r
four very shaken and scared people .
TIle purpose in relating this story to other members
is to magnify the incredible swiftness with which we can
affect the Bonanza, or any other aircraft for that matter .
I n our situation I can surmi se that a combination of factors made this sit uation happen. Complacency that a
"weak lt co ld front in "sunny " Florida was enou gh to ove rride an O. A.T. reading of O°C . An autopilot which did
its best to maintain our 12 ,000 ' assigned altitude despite
the fact that the aircraft was picking up ice and losing
airspeed at the same time . Ultimately , the ice , particularly on the propeller. the lo ss of airspeed, and being
in the clouds , combined to swiftly bring about a stall in
an incredible shor t time.
Only through sheer good fortune we re we able to come
out of this situation as we did . In the future. 1 will
treat any ice accumulation as a warning to do something
and do it quickly!! Furthermo re , a constant check of indicat.ed airspeed, under these conditions, will be S. O.P.
with t his pilot.
1 hope that other members will rind this story of
interest and would appreciate hearing [rom others who may
have had similar experiences.
Charles Leoni AEslI 13786
Miami Beach, Florida
* * * * *
AUTOPILOT INFO NEEDED
Dear Mr . Frank:
1 have been a member of the AES fo r many yea rs, have
all of the Newsletters as far as 1 know, and have attended
all 0 f the annual ASS meetings except three due to conf licts with other meetings. The News letter contains much
valuable information and answers many questions. Now I
have need for information which !l\8y be difficult to get
without receiving biased views .
r fly a 1964 S- 35 (07420) eq~pped with a B-4 autopilot . For many years the autopilot has performed adequately to hold a sa tisfactory tra ck and altitude configuration, but in rough instrument conditions, it lacks musc l e and response t ime . 1 am awa re tha t a good service
house s uch as is available in Tulsa may co rre c t this. I
have spoken t o Brittain Indus tries in Tulsa about updating
the B-4 to a B-5 and thus ge tting an autopilot which would
be able to shoot an approach . [have also had advice to
change to a Century III and get a better autopilot for the
money . My question is - where can [ get an unbiased comparison [or autop:1.l ots for the S-35 and what comparisons
in cos t are we talking about?
Maybe someone who r eads this Newsletter could s hed
some light on this . Thank you .
Dr . Warren C. Schi lb ASS' 2174
Oklahoma City , OK
Dear Dr . Schilb:
We ' ll print your letter asking for information on
autopilots and see what sort of response we get .
1 personally like the Century III Sys t em over the
B-S because it has been smoother and mo re reliable in my
experience. Howeve r, I do not have a i o t of time with the
U-4 or B-S.
JF
*****
Page 1140
January, 1982
9.
E-35
SA4043WE
T.C.A-777
BONANZA ENGINE STC'S
10.
formation concerning putting different engines in various
Bonanzas. Below 1s a list of all the STe ' a we have been
able to locate that pertain to Bonanza engine changes . We
have tried to set the information as current as possible;
however. some STC ' s may no longer be in use .
Anyone who has any additional information should drop
80
we can update the list.
11 .
H35 thru P-35 SA1252WE
35- 33 thru 35-F33
TC 3A15
I nstallation of Rajay turbocharged Continental 0470-G-CI
and/or 10- 470 -C, - J , -K, -N
engines .
SA686CE
Rajay Industries
2600 East Wardlow Road
Long Beach, CA 90807
Install Continental I0520-V
derated to 250 h . p. and Hartzell HC-C3YF-l/8468A-8R propeller .
J35
T. C. 3Al5
MODEL
DESCRIPTION
BONANZA
1.
35-C35
SAl- 569
Continental I0470J (fuel injection) and Hartzell Propel ler
BHC-92ZF-IDl18447 .
Aerostol Company
P. O. Box 4574
Fort Worth, TX 76106
12.
Glenn Stauffer
M35
T.C . 3Al5
SA95BEA
626 Old Plantation Road Jekyll Island, GA 31520
2.
35-E35
SA4-550
Co ntinental E-225-8 engine with
Hartzell AC-12x20- 7C/8433 propeller and modification of fue l
system.
Moreton
560 Marquette St reet
Pacific Palisades , CA 90272
35-E35
SA4-6 51
13 .
535 thru VJ5B SA2556WE Installation of turbocharged
35- C33A th ru F3JC
TSI0520-D Continental engine .
T.C. 3Al5
Rajay Industries, Inc .
2602 E. Wardlow Road
Long Beach , CA 90807
14.
Con tinental E225-8 engine and
Hartzell Propeller .
35- C33 , F33
SA238GL
T. C. 3Al5
Carso n Airplane Service
Gill espie Field
Santee , CA 92071
4.
35-C35
SAJ59WE
Supercharged (turbocharged Ed.)
Continental engine E22S-B .
SAl035WE
15 .
36, A36
SA994NW
T.C. 3Al5
6.
1135-H35
SA893WE
33-c33
7.
B.
A35-H35
TC777,3A15
F33 , G33
SA2200SW
C35
T.C. A- 777
SA236GL
Continental I0470-N engine and
Flottorp F12A-3/B400-2 propell er.
Beryl DIShannon
Rt. 2 , Box 272
Jordan , HN 55352
Continental I0520B or SA engine.
Beryl D' Shannon
Rt. 2 , Box 272
Jordan , MN 55352
Installation of a Con t i nental
0-470-C engine and McCauley
propeller 12A36C23-11-DE15-
lnstallation of Continental
T51OS20-D engine , ~IcCauley
2A36C82-T/S-84B -2 or 2A32C76T/82NB- 2 propeller and Rajay
turbocharger system .
16 .
C35 thru G35
5A604NW
Lycoming TI0540K , 300 HP
Machen , Inc .
S. 3608 Davison Blvd.
Spokane , WA 99210
17 .
lB.
S35 , VJ5 ,
SA762NW
V35A, 36, A36,
V35B, F33A
C35/035
SA1417NM
TI0540-J 2BD 350HP
Machen , Inc .
S. 360B Davison Blvd .
Spokane , WA 99210
Install a Franklin 250HP engine with Air Research turbocharger and Hartzell "Q" tip
propeller .
Seaplane Flyers , Inc .
Pearson Airpark
Vancouve r, WA 98660
B48- 0 .
Robert Steffey
37344 Woodland
New Baltimore, Ml 46047
•
Flightcraft, Inc .
7505 N. E. Airport Way
Portland , OR 97218
Turbo Supercharged Continent al
TSI0520-D engine .
Air Research Aviation Se rvice
6201 W. Imperial Hi ghway
Los Angeles , CA 90045
Installation of Continental
I0470-N engine and McCauley
2A36C23/84B-D propeller .
Stewart Gross
P. O. Box 634
Rochester . MN 55901
Air Research Aviation Service
6201 W. Imperial Highway
Los Angeles , CA 90045
5.
Installation of Continen t al
IOS20- SA.
Helicopter and Airplane Service
Montgomery County Airpark
Caithersburg , MD 20760
D. H.
3.
•
Aircraft Technical Se r vice,lnc.
6701 Odessa Avenue
Van Nuys, CA 91406
One of the most frequent requests we get 1s for in-
the Society a note
Installation of Con tinental
I0520-BA engine and HcCauley
BA32L Propeller.
..........
•