Beech-Archive.digest.vol-af
September 10, 2001 - October 25, 2001
>
>
> Howdo
>
> I am in need of a ruddervator trim tab for my straight 35: ss 1221
> These tabs are flat on both top and bottom surfaces, are
> interchangeable right or left and were used form ss #1 through 1500.
>
> I fell off my chair upon hearing mother Beech's price and I don't even
> think they had the right part number!
>
> The correct part number is: 35-660040-2 (per my 1962 parts manual)
>
> I am at your mercy if you have one.
>
> Pete 4579V
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: Straight 35 pieces parts. |
A J DeMarzo wrote:
>
> Pete;
> I thought they were replaced with a different model, one with a curve on one
> of the sides! If not, I have a couple down at the hangar. One is a bit
> bent, the other should be fine. Let me know if that's it for sure. I'll
> grab it and take a picture and email it to you. Located in Dallas,
> Al
>
> ----- Original Message -----
> From: "Peter Scott" <winginit(at)jps.net>
> To:
> Sent: Monday, September 10, 2001 6:20 PM
> Subject: Beech-List: Straight 35 pieces parts.
>
> >
> >
> > Howdo
> >
> > I am in need of a ruddervator trim tab for my straight 35: ss 1221
> > These tabs are flat on both top and bottom surfaces, are
> > interchangeable right or left and were used form ss #1 through 1500.
> >
> > I fell off my chair upon hearing mother Beech's price and I don't even
> > think they had the right part number!
> >
> > The correct part number is: 35-660040-2 (per my 1962 parts manual)
> >
> > I am at your mercy if you have one.
> >
> > Pete 4579V
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
I wrote the FAA this afternoon about their continued use of uppercase only
NOTAMs. I understand that is all the old Teletypes could do but in this day
and age, they still make it difficult to read. I would think that the FAA
would convert just for safety making it easier to read.
How about this Old Bob? Am I beating a dead horse? Or is is just an
indication of how far behind the times the FAA still remains?
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
________________________________________________________________________________
| From: | "Mike's Email" <mjrose(at)jps.net> |
It is ironic that the things that the hijackers chose to enjoy for their
last evening on Earth were not to immerse them selves in prayer as I
would expect of a religious extremist, or remembrance of their families,
but to do things that were against their religion and were illegal to do
in their own country.
Thanks to our Canadian friends for sending the letter 'A Tribute To The
United States', keep well.
Michael Rose
BE-35 D-993
________________________________________________________________________________
| Subject: | Re: Straight 35 pieces parts. |
Pete, was nice talking with you today at the hangar.. Still think SOMEONE
has put cambered tabs on the pre-camber models. We just need to know WHO
and what the consequences were....
Does ANYONE out there have an answer to this one?
Pete and I were discussing the possibility of getting Beech engineering to
give him a letter of "No technical objection" to putting the later model
tabs on his airplane. I know that Boeing will send out "NTO's" for repairs
and substitutions on their "geriatric" models, I've asked for and gotten
them.
Perhaps if we phrased the request properly, you could get it.
If anyone has done this, and has over 300 flt hours on the configuration,
please let us know!!!!!!!
Regards,
Milt D2440
----- Original Message -----
From: "Peter Scott" <winginit(at)jps.net>
Sent: Monday, September 10, 2001 6:32 PM
Subject: Re: Beech-List: Straight 35 pieces parts.
>
>
> A J DeMarzo wrote:
>
> >
> > Pete;
> > I thought they were replaced with a different model, one with a curve on
one
> > of the sides! If not, I have a couple down at the hangar. One is a bit
> > bent, the other should be fine. Let me know if that's it for sure.
I'll
> > grab it and take a picture and email it to you. Located in Dallas,
> > Al
> >
> > ----- Original Message -----
> > From: "Peter Scott" <winginit(at)jps.net>
> > To:
> > Sent: Monday, September 10, 2001 6:20 PM
> > Subject: Beech-List: Straight 35 pieces parts.
> >
> > >
> > >
> > > Howdo
> > >
> > > I am in need of a ruddervator trim tab for my straight 35: ss 1221
> > > These tabs are flat on both top and bottom surfaces, are
> > > interchangeable right or left and were used form ss #1 through 1500.
> > >
> > > I fell off my chair upon hearing mother Beech's price and I don't even
> > > think they had the right part number!
> > >
> > > The correct part number is: 35-660040-2 (per my 1962 parts manual)
> > >
> > > I am at your mercy if you have one.
> > >
> > > Pete 4579V
> >
>
>
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
| Subject: | Fw: To All Jet Quest Customers, Friends, and Colleagues: |
This was sent me from a vendor I deal with and I thought.r it well said
enough to forward to all.
David Walen Sr.
:
The events of last Tuesday certainly have had a dramatic effect on each and
every one of our lives. We would like to express our deepest sympathy to
all of the families of victims of this terrible tragedy.
The recovery events afterward certainly reflect and restore the great
resolve, brevity, and compassion that make this country great. We will find
those responsible and render just punishment. In the meantime, we must carry
on and do the things necessary to avoid the terrorist's objectives. We must
not let them succeed in bringing us down by these terrible acts nor by
causing economic chaos.
We urge you, as a vital part of the business community, to continue your
normal business activities with great vigor. Do your deals, service your
customers, manufacture and distribute your products. Now, more than ever
before, we all need to keep business alive and healthy and show the world
and would-be terrorists that it takes more than this to bring us down.
You see, the steel in us is not always readily apparent. That aspect of our
character is seldom understood by people who don't know us well. On this
day, the family's bickering is put on hold. As Americans, we will weep, as
Americans we will mourn, and as Americans, we will rise in defense of all
that we cherish.
This quote is from Leonard Pitts, Jr. of the Miami Herald editorial column
and was published September 12, 2001. We feel it says it all!
We welcome your response and appreciate your friendship!
________________________________________________________________________________
| Subject: | Re: Straight 35 pieces parts. |
Pete,
Another update on places to look.. Just got a call from a Be-M35 owner, and
he says that there are a number of V tails in the boneyard at Minden airport
just off 395 S. of Carson city. Haven't got a clue whom to call or any
phone #'s over there.
Perhaps our buddies in Reno would know? Randy?
Milt - D2440
________________________________________________________________________________
| From: | "Randy L. Thwing" <n4546v(at)mindspring.com> |
| Subject: | Re: Straight 35 pieces parts. |
Milt:
I have heard of the Minden Boneyard but don't know the name. Another up
that way is Surprise Valley Aviation, in Ca., 530-279-2111.
Regards,
Randy
Subject: Re: Beech-List: Straight 35 pieces parts.
>
> Pete,
> Another update on places to look.. Just got a call from a Be-M35 owner,
and
> he says that there are a number of V tails in the boneyard at Minden
airport
> just off 395 S. of Carson city. Haven't got a clue whom to call or any
> phone #'s over there.
> Perhaps our buddies in Reno would know? Randy?
>
> Milt - D2440
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: Straight 35 pieces parts. |
Thanx for your efforts; Neither Dave Monte or Surpise Valley has an early 35
trim tab.. still looking...Pete 4579V
"Randy L. Thwing" wrote:
>
> Milt:
> I have heard of the Minden Boneyard but don't know the name. Another up
> that way is Surprise Valley Aviation, in Ca., 530-279-2111.
> Regards,
> Randy
>
> Subject: Re: Beech-List: Straight 35 pieces parts.
>
> >
> > Pete,
> > Another update on places to look.. Just got a call from a Be-M35 owner,
> and
> > he says that there are a number of V tails in the boneyard at Minden
> airport
> > just off 395 S. of Carson city. Haven't got a clue whom to call or any
> > phone #'s over there.
> > Perhaps our buddies in Reno would know? Randy?
> >
> > Milt - D2440
>
>
________________________________________________________________________________
| From: | "Randy L. Thwing" <n4546v(at)mindspring.com> |
| Subject: | Re: Straight 35 pieces parts. |
There is also Ramona Aircraft Salvage, Ramona, CA, If you don't have their
number let me know, I have it at work.
Randy
>
> Thanx for your efforts; Neither Dave Monte or Surpise Valley has an early
35
> trim tab.. still looking...Pete 4579V
________________________________________________________________________________
| Subject: | Re: Straight 35 pieces parts. |
There's a bone yard in Hollister with 5 be35's, but I think the earliest
model is a D. Not sure though.
Scott
----- Original Message -----
From: Peter Scott
Sent: Sunday, September 16, 2001 9:35 PM
Subject: Re: Beech-List: Straight 35 pieces parts.
Thanx for your efforts; Neither Dave Monte or Surpise Valley has an
early 35
trim tab.. still looking...Pete 4579V
"Randy L. Thwing" wrote:
>
> Milt:
> I have heard of the Minden Boneyard but don't know the name.
Another up
> that way is Surprise Valley Aviation, in Ca., 530-279-2111.
> Regards,
> Randy
>
> Subject: Re: Beech-List: Straight 35 pieces parts.
>
> >
> > Pete,
> > Another update on places to look.. Just got a call from a Be-M35
owner,
> and
> > he says that there are a number of V tails in the boneyard at Minden
> airport
> > just off 395 S. of Carson city. Haven't got a clue whom to call or
any
> > phone #'s over there.
> > Perhaps our buddies in Reno would know? Randy?
> >
> > Milt - D2440
>
>
=
=
=
=
=
=
________________________________________________________________________________
| From: | Joe.Brevetti(at)matronics.com |
| Subject: | Re: Straight 35 pieces parts. |
Pete,
Checked my inventory and do not have any straight trim tabs. You may try to
call US Air Salvage in TN and Air Salvage of Dallas. Both seem to have a
decent inventory of early Beech parts. Out of town, so don't have phone
numbers with me, but they advertise in Trade-A-Plane.
Good luck,
Joe
>
>There's a bone yard in Hollister with 5 be35's, but I think the earliest
>model is a D. Not sure though.
>
>Scott
>
>----- Original Message -----
>From: Peter Scott
>To: beech-list(at)matronics.com
>Sent: Sunday, September 16, 2001 9:35 PM
>Subject: Re: Beech-List: Straight 35 pieces parts.
>
>
>Thanx for your efforts; Neither Dave Monte or Surpise Valley has an
>early 35
>trim tab.. still looking...Pete 4579V
>
>"Randy L. Thwing" wrote:
>
>
> >
> > Milt:
> > I have heard of the Minden Boneyard but don't know the name.
>Another up
> > that way is Surprise Valley Aviation, in Ca., 530-279-2111.
> > Regards,
> > Randy
> >
> > Subject: Re: Beech-List: Straight 35 pieces parts.
> >
> > >
> > > Pete,
> > > Another update on places to look.. Just got a call from a Be-M35
>owner,
> > and
> > > he says that there are a number of V tails in the boneyard at Minden
> > airport
> > > just off 395 S. of Carson city. Haven't got a clue whom to call or
>any
> > > phone #'s over there.
> > > Perhaps our buddies in Reno would know? Randy?
> > >
> > > Milt - D2440
> >
> >
>
>
>>
>>
>
>>
>>
>>
>>
>
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Re: Straight 35 pieces parts. |
Peter,
Here's my list of suppliers & junkyards. I hope one of them has a trim tab
for you.
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Air Salvage of Arkansas
2854 Highway 8E
Mena, Arkansas 71953
501-394-1022
Airsalvage Resources, Inc.
La Crescenta, CA
818-957-2534
Airport Atlanta Airmotive Inc.
408 Henry Bryant Road
Newnan, GA 30263
770-253-8282
Arkansas Airframe
Holley Mountain Airpark
1 North Ridge
Clinton, AR 72031
501-745-5300
501-745-8888 (fax)
"Timothy"
email: arkair(at)artelco.com
http://arkansasairframe.com
Arrell Aircraft
701 Del Norte Blvd., Suite 220
Oxnard, CA 93030
805-604-0439
805-604-0429 (fax)
Rick Leatherwood:
Atlanta Airmotive Incorporated
604 Cordell Dr
Atlanta, GA 30349-6014
404-762-9500
(near Atlanta Hartsfield Airport)
Atlanta Air Salvage
Griffin-Spalding County AIrport
1146 Uniform Road
Griffin, GA 30224
770-227-4042 or 800-237-8831
Avstat Aviation
Van Nuys Airport
7625 hayvenhurst Ave., #18
Van Nuys, CA 91406
818-780-6032 or 888-287-8283
818-785-9712 (fax)
Central Air Parts, Inc.
3185 Willhoit Airport Rd.
Staunton, IL 62088
618-635-3252
618-635-2407 (fax)
email: <capi@cent-air.com>
http://www.cent-air.com/
Central Oregon Air Parts
Florence, OR
541-997-3610
Command Aircraft Parts & Recovery
Flagler County Airport
201 Airport Road
Bunnell, FL 32110
386-437-5792 or 888-437-5792
386-437-0393 (fax)
Dodson International
2155 Vermont Road
Rantoul, KS 66079
785-878-4000 or 800-255-0034
785-878-4444 (fax)
Mark Morrisey:
Fresno Airparts
520 W Kearney
Fresno, CA 93706
559-237-4863
559-237-2703 (fax)
Global Aircraft Parts
St. Albert, Alberta
CANADA
780-458-2801
800-561-6448
780-459-4163 (fax)
email:
LPM Salvage
Hebron, IL
815-648-4590
O.K. AIRCRAFT PARTS, Inc.
Hollister, CA
831-636-9036
Ramona Aircraft Salvage
Ramona, CA
619-789-1976
Raytheon Aircraft Parts Inventory Distribution / RAPID
PO Box 1000
Andover, KS 67002-1000
888-727-4344
316-676-3100
http://www.Raytheon.com/rac/rapid/
Ripeau Aircraft Salvage
Lafayette Field
112 Gasque Drive
Lafayette, GA 30728
706-638-1084
706-638-1950 (fax)
email:
http://www.ripeau.com/
Surprise Valley Aviation
Cedarville Airport
Cedarville, CA 96104
530-279-2111
530-279-6173 (fax)
email:
http://www.comancheparts.com/index.html
US Air Salvage
Johnson City Airport
200 Dalewood Dr
Johnson City, TN 37601
423-929-1330 or 800-849-8692
Wentworth Aircraft
2825 13TH Ave. S.
Minneapolis, MN 55407
612-722-0065 or 800-493-6896
612-722-1024 (fax)
email:
http://www.wentworthaircraft.com/
White Industries
Truman Regional Airport
1013 Outer Rd., P.O. Box 198
Bates City, MO 64011
816-690-8800 or 800-821-7733
816-625-6458 or 816-625-8292 (fax)
email:
http://www.whiteindustries.com/
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
In addition, here's a list of control surface rebuilders. They ought to know
where to get trim tabs:
Aero-Repair, Inc.
Hemet Airport, Hangar #1
36980 Walden Weaver Rd.
Hemet, CA 92343
909-925-5141
909-925-2192 (fax)
Aero Surfaces
Chico Airport
Chico, CA
530-893-5416,
Frank Baker:
Biggs Aircraft Repair
West Of City
Chandler, OK 74834
405-258-2965
405-258-3016 (fax)
"Glen"
(near chandler municipal airport)
Chelcraft Aviation, Inc.
1111 19th Ave. South
Princeton, MN 55371
612-389-5515
Control Center L.L.C.
888-597-0105
email: <controlcenter@cpn-net.com>
Crossroad Aviation
15810 Addison Road
Addison, TX 75001 TX
972-239-0263
Princeton Aviation
Princeton, MN 55371
763-389-2134
(couldn't find a full address)
Stebbins Aviation
Louisville Int'l Airport
442 Downes Terrace
Louisville, KY 40214
502-368-1414 or 800-852-8155
Lou Stebbins
(2001.09.01: Stebbins aircraft had a very damaging fire in August. Don't
know when/if they are getting back on track.)
Structural Repair Specialists, Inc.
Minneapolis, MN
877-364-8003
612-802-5694 (fax)
"David"
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Peter Scott wrote:
>
>
> Howdo
>
> I am in need of a ruddervator trim tab for my straight 35: ss 1221
> These tabs are flat on both top and bottom surfaces, are
> interchangeable right or left and were used form ss #1 through 1500.
>
> I fell off my chair upon hearing mother Beech's price and I don't even
> think they had the right part number!
>
> The correct part number is: 35-660040-2 (per my 1962 parts manual)
>
> I am at your mercy if you have one.
>
> Pete 4579V
________________________________________________________________________________
| From: | ClearProp1(at)aol.com |
| Subject: | God Bless America Apparel |
rocket-list(at)matronics.com, kolb-list(at)matronics.com,
zenith-list(at)matronics.com, yak-list(at)matronics.com, ez-list(at)matronics.com,
lancair-list(at)matronics.com, cessna-list(at)matronics.com,
beech-list(at)matronics.com, cadet-list(at)matronics.com,
avionics-list(at)matronics.com, aerobatic-list(at)matronics.com,
pitts-list(at)matronics.com, homebuilt-list(at)matronics.com
As many of you know, the American Flags have sold out very quickly in most
stores across America. For those of you that want to wear the American Flag
proudly on your shirt or hat, we have them in stock and ready to send out.
The design is a waving flag with God Bless America proudly stated across the
flag.
A portion of every sale will go towards helping the families of this
disastrous crime. Show support for your country.
Scott Brown
Six-Shooters Embroidery, Inc.
phone: 561-748-2420 Fax: 561-748-6980
Visit us at www.six-shooters.com
________________________________________________________________________________
| Subject: | Re: Straight 35 pieces parts. |
I knew you guys would come through! Thanks Ron, for that great list!
Milt D2440
________________________________________________________________________________
| From: | ClearProp1(at)aol.com |
| Subject: | Re: RV-List: God Bless America Apparel |
rocket-list(at)matronics.com, kolb-list(at)matronics.com,
zenith-list(at)matronics.com, yak-list(at)matronics.com, ez-list(at)matronics.com,
lancair-list(at)matronics.com, cessna-list(at)matronics.com,
beech-list(at)matronics.com, cadet-list(at)matronics.com,
avionics-list(at)matronics.com, pitts-list(at)matronics.com,
homebuilt-list(at)matronics.com
Sure, I am planning on sending a dollar from every shirts sold to both the
Fire Fighters Foundation and the Red Cross.
A few responses have indicated that I did not give a way to purchase these
items. Items can be purchased either over the phone, fax, or email by
forwarding your name, address, phone number and credit card for purchases. Or
you can send a check to:
Six-Shooters Embroidery, Inc.
2731 SE Taiwinds Rd.
Jupiter, FL 33478
Items being sold are:
White T-shirts
Denim Blue hats
White Polo Shirts
Ash polo shirts
All are beautifully embroidered with the American Flag and "God Bless
America".
Thank you for all your responses!!
Scott Brown
Six-Shooters Embroidery, Inc.
phone: 561-748-2420 Fax: 561-748-6980
Visit us at www.six-shooters.com
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: Straight 35 pieces parts. |
Thanx again Randy,
The first one they sent turned out to be un-serviceable.. a second one was
supposedly on the way before the NY tragedy. I think I have a new one coming
from Crossroads in Dallas too but I won't believe either until I have a
serviceable one in my hands. Mother Beech, as usual, has been quite
uncooperative.. what have they got against the old birds?
Litigation worries no doubt' but, for my part, I'll be happy to abrogate my
right to sue them; if she ain't failed in 54 years, I'm sure not gonna sue
Beech/Raytheon if she does sometime in the future. Wonder where they would be
today if it weren't for the old Bonanza?
"Randy L. Thwing" wrote:
>
> There is also Ramona Aircraft Salvage, Ramona, CA, If you don't have their
> number let me know, I have it at work.
> Randy
>
> >
> > Thanx for your efforts; Neither Dave Monte or Surpise Valley has an early
> 35
> > trim tab.. still looking...Pete 4579V
>
>
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: Straight 35 pieces parts. |
Thanx Joe.. I'm working on it and hope to have a good chance in Dallas with
Crossroads.
Pete.
Joe.Brevetti(at)matronics.com wrote:
>
> Pete,
>
> Checked my inventory and do not have any straight trim tabs. You may try to
> call US Air Salvage in TN and Air Salvage of Dallas. Both seem to have a
> decent inventory of early Beech parts. Out of town, so don't have phone
> numbers with me, but they advertise in Trade-A-Plane.
>
> Good luck,
>
> Joe
>
> >
> >There's a bone yard in Hollister with 5 be35's, but I think the earliest
> >model is a D. Not sure though.
> >
> >Scott
> >
> >----- Original Message -----
> >From: Peter Scott
> >To: beech-list(at)matronics.com
> >Sent: Sunday, September 16, 2001 9:35 PM
> >Subject: Re: Beech-List: Straight 35 pieces parts.
> >
> >
> >
> >Thanx for your efforts; Neither Dave Monte or Surpise Valley has an
> >early 35
> >trim tab.. still looking...Pete 4579V
> >
> >"Randy L. Thwing" wrote:
> >
> >
> > >
> > > Milt:
> > > I have heard of the Minden Boneyard but don't know the name.
> >Another up
> > > that way is Surprise Valley Aviation, in Ca., 530-279-2111.
> > > Regards,
> > > Randy
> > >
> > > Subject: Re: Beech-List: Straight 35 pieces parts.
> > >
> > > >
> > > > Pete,
> > > > Another update on places to look.. Just got a call from a Be-M35
> >owner,
> > > and
> > > > he says that there are a number of V tails in the boneyard at Minden
> > > airport
> > > > just off 395 S. of Carson city. Haven't got a clue whom to call or
> >any
> > > > phone #'s over there.
> > > > Perhaps our buddies in Reno would know? Randy?
> > > >
> > > > Milt - D2440
> > >
> > >
> >
> >
> >> >
> >> >
> >
> >> >
> >> >
> >> >
> >> >
> >
>
>
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: Straight 35 pieces parts. |
May thanks Ron for your list. This Matronics site has been invaluable to me and
I encourage all to support it...If everything goes well I will soon have a corner
on the old beech 35 trim tab supply.
Pete
Ron Davis wrote:
>
> Peter,
>
> Here's my list of suppliers & junkyards. I hope one of them has a trim tab
> for you.
>
> - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
>
> Air Salvage of Arkansas
> 2854 Highway 8E
> Mena, Arkansas 71953
> 501-394-1022
>
> Airsalvage Resources, Inc.
> La Crescenta, CA
> 818-957-2534
>
> Airport Atlanta Airmotive Inc.
> 408 Henry Bryant Road
> Newnan, GA 30263
> 770-253-8282
>
> Arkansas Airframe
> Holley Mountain Airpark
> 1 North Ridge
> Clinton, AR 72031
> 501-745-5300
> 501-745-8888 (fax)
> "Timothy"
> email: arkair(at)artelco.com
> http://arkansasairframe.com
>
> Arrell Aircraft
> 701 Del Norte Blvd., Suite 220
> Oxnard, CA 93030
> 805-604-0439
> 805-604-0429 (fax)
> Rick Leatherwood:
>
> Atlanta Airmotive Incorporated
> 604 Cordell Dr
> Atlanta, GA 30349-6014
> 404-762-9500
> (near Atlanta Hartsfield Airport)
>
> Atlanta Air Salvage
> Griffin-Spalding County AIrport
> 1146 Uniform Road
> Griffin, GA 30224
> 770-227-4042 or 800-237-8831
>
> Avstat Aviation
> Van Nuys Airport
> 7625 hayvenhurst Ave., #18
> Van Nuys, CA 91406
> 818-780-6032 or 888-287-8283
> 818-785-9712 (fax)
>
> Central Air Parts, Inc.
> 3185 Willhoit Airport Rd.
> Staunton, IL 62088
> 618-635-3252
> 618-635-2407 (fax)
> email: <capi@cent-air.com>
> http://www.cent-air.com/
>
> Central Oregon Air Parts
> Florence, OR
> 541-997-3610
>
> Command Aircraft Parts & Recovery
> Flagler County Airport
> 201 Airport Road
> Bunnell, FL 32110
> 386-437-5792 or 888-437-5792
> 386-437-0393 (fax)
>
> Dodson International
> 2155 Vermont Road
> Rantoul, KS 66079
> 785-878-4000 or 800-255-0034
> 785-878-4444 (fax)
> Mark Morrisey:
>
> Fresno Airparts
> 520 W Kearney
> Fresno, CA 93706
> 559-237-4863
> 559-237-2703 (fax)
>
> Global Aircraft Parts
> St. Albert, Alberta
> CANADA
> 780-458-2801
> 800-561-6448
> 780-459-4163 (fax)
> email:
>
> LPM Salvage
> Hebron, IL
> 815-648-4590
>
> O.K. AIRCRAFT PARTS, Inc.
> Hollister, CA
> 831-636-9036
>
> Ramona Aircraft Salvage
> Ramona, CA
> 619-789-1976
>
> Raytheon Aircraft Parts Inventory Distribution / RAPID
> PO Box 1000
> Andover, KS 67002-1000
> 888-727-4344
> 316-676-3100
> http://www.Raytheon.com/rac/rapid/
>
> Ripeau Aircraft Salvage
> Lafayette Field
> 112 Gasque Drive
> Lafayette, GA 30728
> 706-638-1084
> 706-638-1950 (fax)
> email:
> http://www.ripeau.com/
>
> Surprise Valley Aviation
> Cedarville Airport
> Cedarville, CA 96104
> 530-279-2111
> 530-279-6173 (fax)
> email:
> http://www.comancheparts.com/index.html
>
> US Air Salvage
> Johnson City Airport
> 200 Dalewood Dr
> Johnson City, TN 37601
> 423-929-1330 or 800-849-8692
>
> Wentworth Aircraft
> 2825 13TH Ave. S.
> Minneapolis, MN 55407
> 612-722-0065 or 800-493-6896
> 612-722-1024 (fax)
> email:
> http://www.wentworthaircraft.com/
>
> White Industries
> Truman Regional Airport
> 1013 Outer Rd., P.O. Box 198
> Bates City, MO 64011
> 816-690-8800 or 800-821-7733
> 816-625-6458 or 816-625-8292 (fax)
> email:
> http://www.whiteindustries.com/
>
> - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
>
> In addition, here's a list of control surface rebuilders. They ought to know
> where to get trim tabs:
>
> Aero-Repair, Inc.
> Hemet Airport, Hangar #1
> 36980 Walden Weaver Rd.
> Hemet, CA 92343
> 909-925-5141
> 909-925-2192 (fax)
>
> Aero Surfaces
> Chico Airport
> Chico, CA
> 530-893-5416,
> Frank Baker:
>
> Biggs Aircraft Repair
> West Of City
> Chandler, OK 74834
> 405-258-2965
> 405-258-3016 (fax)
> "Glen"
> (near chandler municipal airport)
>
> Chelcraft Aviation, Inc.
> 1111 19th Ave. South
> Princeton, MN 55371
> 612-389-5515
>
> Control Center L.L.C.
> 888-597-0105
> email: <controlcenter@cpn-net.com>
>
> Crossroad Aviation
> 15810 Addison Road
> Addison, TX 75001 TX
> 972-239-0263
>
> Princeton Aviation
> Princeton, MN 55371
> 763-389-2134
> (couldn't find a full address)
>
> Stebbins Aviation
> Louisville Int'l Airport
> 442 Downes Terrace
> Louisville, KY 40214
> 502-368-1414 or 800-852-8155
> Lou Stebbins
> (2001.09.01: Stebbins aircraft had a very damaging fire in August. Don't
> know when/if they are getting back on track.)
>
> Structural Repair Specialists, Inc.
> Minneapolis, MN
> 877-364-8003
> 612-802-5694 (fax)
> "David"
>
> - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
>
> Peter Scott wrote:
> >
> >
> > Howdo
> >
> > I am in need of a ruddervator trim tab for my straight 35: ss 1221
> > These tabs are flat on both top and bottom surfaces, are
> > interchangeable right or left and were used form ss #1 through 1500.
> >
> > I fell off my chair upon hearing mother Beech's price and I don't even
> > think they had the right part number!
> >
> > The correct part number is: 35-660040-2 (per my 1962 parts manual)
> >
> > I am at your mercy if you have one.
> >
> > Pete 4579V
>
>
________________________________________________________________________________
pietenpol-list(at)matronics.com, rocket-list(at)matronics.com,
kolb-list(at)matronics.com, zenith-list(at)matronics.com, yak-list(at)matronics.com,
ez-list(at)matronics.com, lancair-list(at)matronics.com,
cessna-list(at)matronics.com, beech-list(at)matronics.com,
cadet-list(at)matronics.com, avionics-list(at)matronics.com,
pitts-list(at)matronics.com, homebuilt-list(at)matronics.com
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Kolb-List: Re: RV-List: God Bless America Apparel |
Can any of well known list posters vouch for this guy and I don't mean one
of his friends. Unless someone we know on the list can vouch for him I
wouldn't provide my CC# to anyone coming a knocking without knowing
without knowing who your doing business and that it a
legitimate business. Anyone can put up a web page and look real.
jerryb
>--> Kolb-List message posted by: ClearProp1(at)aol.com
>
>
>
>
>Sure, I am planning on sending a dollar from every shirts sold to both the
>Fire Fighters Foundation and the Red Cross.
>
>A few responses have indicated that I did not give a way to purchase these
>items. Items can be purchased either over the phone, fax, or email by
>forwarding your name, address, phone number and credit card for purchases. Or
>you can send a check to:
>
>Six-Shooters Embroidery, Inc.
>2731 SE Taiwinds Rd.
>Jupiter, FL 33478
>
>Items being sold are:
>
>White T-shirts
>Denim Blue hats
>White Polo Shirts
>Ash polo shirts
>
>All are beautifully embroidered with the American Flag and "God Bless
>America".
>
>Thank you for all your responses!!
>
>
>Scott Brown
>Six-Shooters Embroidery, Inc.
>
>phone: 561-748-2420 Fax: 561-748-6980
>
>Visit us at www.six-shooters.com
>
>
________________________________________________________________________________
| From: | owner-beech-list-server(at)matronics.com |
________________________________________________________________________________
| From: | owner-beech-list-server(at)matronics.com |
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: Straight 35 pieces parts. |
Pete;
Glad you could get something. Sorry, again!
AL
----- Original Message -----
From: "Peter Scott" <winginit(at)jps.net>
Sent: Monday, September 17, 2001 11:00 PM
Subject: Re: Beech-List: Straight 35 pieces parts.
>
> Thanx Joe.. I'm working on it and hope to have a good chance in Dallas
with
> Crossroads.
>
> Pete.
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: Kolb-List: Re: RV-List: God Bless America Apparel |
I personally feel it's spam. Unthinkable!
----- Original Message -----
From: "jerryb" <ulflyer(at)airmail.net>
; ;
; ;
; ;
; ;
; ;
; ;
Sent: Monday, September 17, 2001 11:39 PM
Subject: Beech-List: Re: Kolb-List: Re: RV-List: God Bless America Apparel
>
> Can any of well known list posters vouch for this guy and I don't mean one
> of his friends. Unless someone we know on the list can vouch for him I
> wouldn't provide my CC# to anyone coming a knocking without knowing
> without knowing who your doing business and that it a
> legitimate business. Anyone can put up a web page and look real.
> jerryb
>
> >--> Kolb-List message posted by: ClearProp1(at)aol.com
> >
> >
> >
> >
> >Sure, I am planning on sending a dollar from every shirts sold to both
the
> >Fire Fighters Foundation and the Red Cross.
> >
> >A few responses have indicated that I did not give a way to purchase
these
> >items. Items can be purchased either over the phone, fax, or email by
> >forwarding your name, address, phone number and credit card for
purchases. Or
> >you can send a check to:
> >
> >Six-Shooters Embroidery, Inc.
> >2731 SE Taiwinds Rd.
> >Jupiter, FL 33478
> >
> >Items being sold are:
> >
> >White T-shirts
> >Denim Blue hats
> >White Polo Shirts
> >Ash polo shirts
> >
> >All are beautifully embroidered with the American Flag and "God Bless
> >America".
> >
> >Thank you for all your responses!!
> >
> >
> >Scott Brown
> >Six-Shooters Embroidery, Inc.
> >
> >phone: 561-748-2420 Fax: 561-748-6980
> >
> >Visit us at www.six-shooters.com
________________________________________________________________________________
rv-listAmatronics.com(at)matronics.com, rocket-list@matronics,
kolb-list(at)matronics.com, zenith-list(at)matroncis.com, yak-list(at)matronics.com,
ez-list(at)matronics.com, lancair-list(at)matronics.com,
cessna-list(at)matronics.com, beech-list(at)matronics.com,
cadet-list(at)matronics.com, avionics-list(at)matronics.com,
aerobatic-list(at)matronics.com, pitts-list(at)matronics.com,
homebuilt-list(at)matronics.com
| From: | Doc Mosher <docshop(at)tds.net> |
| Subject: | God Bless America Apparel |
Scott Brown dba Six-Shooters Embroidery, Inc - Jupiter, Florida
Your recent scattershot spamming of the entire Matronics airplane type
listing is not a nice thing to do. The Pietenpol list, for example, is for
messages among Pietenpol people. Matt's rules of protocol for list use
specifically state that the list is not for commercial sales use.
If you want to capitalize on the sudden surge of "show the flag" sentiment
by selling dry goods, that is your decision. But please do not clutter up
all of the Matronics airplane lists with your spam of advertising. That
was not a nice thing to do.
Doc Mosher
Oshkosh USA
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
>At the risk of having this forwarded around the Web
>until the >>>>>'s make it unreadable, I present to you
>...
>
>
>Just for being Americans . . .
>BY DAVE BARRY
>
>
>No humor column today. I don't want to write it, and
>you don't want to read it.
>
>No words of wisdom, either. I wish I were wise enough
>to say something that would help make sense of this
>horror, something that would help ease the
>unimaginable pain of the victims' loved ones, but I'm
>not that wise. I'm barely capable of thinking. Like
>many others, I've spent the hours since Tuesday
>morning staring at the television screen, sometimes
>crying, sometimes furious, but mostly just stunned.
>
>What I can't get out of my mind is the fact that they
>used our own planes. I grew up in the Cold War, when
>we always pictured the threat as coming in the form of
>missiles -- sleek, efficient death machines, unmanned,
>hurtling over the North Pole from far away. But what
>came, instead, were our own commercial airliners, big
>friendly flying buses coming from Newark and Boston
>with innocent people on board. Red, white and blue
>planes, with ``United'' and ``American'' written on
>the side. The planes you've flown in and I've flown
>in. That's what they used to attack us. They were able
>to do it in part because our airport security is
>pathetic. But mainly they were able to do it because
>we are an open and trusting society that simply is not
>set up to cope with evil men, right here among us, who
>want to kill as many Americans as they can.
>
>die just for being Americans. They don't care which
>Americans die: military Americans, civilian Americans,
>young Americans, old Americans. Baby Americans. They
>don't care. To them, we're all mortal enemies. The
>truth is that most Americans, until Tuesday, were only
>dimly aware of their existence, and posed no threat to
>them. But that doesn't matter to them; all that
>matters is that we're Americans. And so they used our
>own planes to kill us.
>
>And then their supporters celebrated in the streets.
>
>I'm not naive about my country. My country is
>definitely not always right; my country has at times
>been terribly wrong. But I know this about Americans:
>We don't set out to kill innocent people. We don't
>cheer when innocent people die.
>
>
>A DECENT PEOPLE
>
>The people who did this to us are monsters; the people
>who cheered them have hate-sickened minds. One reason
>they can cheer is that they know we would never do to
>them what their heroes did to us, even though we
>could, a thousand times worse. They know that when we
>hunt down the monsters, we will try hard not to harm
>the innocent. Those are the handcuffs we willingly
>wear, because for all our flaws, we are a decent
>people.
>
>And now we are a traumatized people. The TV
>commentators keep saying that the attacks have
>awakened a ``sleeping giant.'' And I guess we do look
>like a giant, to the rest of the world. But when I
>look around, I don't see a giant: I see millions of
>individuals -- the resilient and caring citizens of
>New York and Washington; the incredibly brave
>firefighters, police officers and rescue workers
>risking their lives in the dust and flames; the
>politicians standing on the steps of the Capitol and
>singing an off-key rendition of God Bless America
>that, corny as it was, had me weeping; the reporters
>and photographers who have not slept, and will not
>sleep, as long as there is news to report; the people
>in my community, and communities across America,
>lining up to give blood, wishing they could do more.
>
>
>A GOOD COUNTRY
>
>No, I don't see a giant. What I see is Americans. We
>may have the power of a giant, but we also have the
>heart of a good and generous people, and we will get
>through this. We will grieve for our dead, and tend to
>our wounded, and repair the damage, and tighten our
>security, and put our planes back in the air.
>Eventually most of us, the ones lucky enough not to
>have lost somebody, will resume our lives. Some day,
>our country will track down the rest of the monsters
>behind this, and make them pay, and I suppose that
>will make most of us feel a little better. But revenge
>and hatred won't be why we'll go on. We'll go on
>because we know this is a good country, a country
>worth keeping.
>
>Those who would destroy it only make us see more
>clearly how precious it is.
>
>
>__________________________________________________
>Terrorist Attacks on U.S. - How can you help?
>Donate cash, emergency relief information
>http://dailynews.yahoo.com/fc/US/Emergency_Information/
>
________________________________________________________________________________
| From: | Avi Elbachri <avi007(at)home.com> |
GENERAL AVIATION BEWARE!!! ANNOUNCEMENT!! Pilots, airport personnel, aircraft
owners and renters... please be diligent!!! Be aware of all and anyone
suspicious renting, buying, looking to
buy.... Know who is in that hangar, what the aircraft is... We in general
aviation need to be hyper aware of all.
My heart goes out to all the victims of this senseless tragedy, the heroes
and selfless souls that paid the
ultimate sacrifice... Thanks for reading.. God bless America..
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Aviation Help |
Yeah I can just see the devastation caused by a kamikaze pilot in in a
Cessna 172!!
get real,
Scott
----- Original Message -----
From: Avi Elbachri
Sent: Tuesday, September 18, 2001 4:31 PM
Subject: Beech-List: Aviation Help
GENERAL AVIATION BEWARE!!! ANNOUNCEMENT!! Pilots, airport personnel,
aircraft
owners and renters... please be diligent!!! Be aware of all and
anyone
suspicious renting, buying, looking to
buy.... Know who is in that hangar, what the aircraft is... We in
general
aviation need to be hyper aware of all.
My heart goes out to all the victims of this senseless tragedy, the
heroes
and selfless souls that paid the
ultimate sacrifice... Thanks for reading.. God bless America..
=
=
=
=
=
=
________________________________________________________________________________
| From: | "Brian J. Henry" <bhenry(at)saber.net> |
Hi:
I am thinking about purchasing a 1948 model 35 Bonanza that I recently
located. It unfortunately, was the benefactor of a Midwest hail storm that
resulted in dime sized dents peppered on the top of the wing surfaces and
fuselage. The plane has never been painted and I would like to keep it
original.
Have any of you had any experience with hail damage of this nature. Is
there any way short of reskinning the plane to smooth out the dented
surfaces?
I would appreciate any help or insight that you might have.
Thanks,
Brian Henry
bhenry(at)saber.net
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: Dents from hail |
Brian:
A close friend of mine had a 53 bonanza with hail damage like this. It was
painted and did not show any signs of poor performance. The problem with
this is strictly cosmetic. There really is not a proper way to get rid of
hail damage, short of re skinning. If it was very light in a few places,
(which is rare) you could do some bondo work on the plane and then paint.
The problem with that is that you will cover rivets and people will wonder
what you are hiding.
I used to sell airplanes, and the only thing you should be sure of is that
you get a substantial discount due to the hail damage. You can use this is
a bargaining chip to bring the price down to where you can recover some of
the costs if you decide to re skin it, or so that you don't have more than
the fair value in it when you sell it. Pay now, or pay later when it comes
to hail damage.
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Brian J. Henry" <bhenry(at)saber.net>
Sent: Tuesday, September 18, 2001 6:53 PM
Subject: Beech-List: Dents from hail
Hi:
I am thinking about purchasing a 1948 model 35 Bonanza that I recently
located. It unfortunately, was the benefactor of a Midwest hail storm that
resulted in dime sized dents peppered on the top of the wing surfaces and
fuselage. The plane has never been painted and I would like to keep it
original.
Have any of you had any experience with hail damage of this nature. Is
there any way short of reskinning the plane to smooth out the dented
surfaces?
I would appreciate any help or insight that you might have.
Thanks,
Brian Henry
bhenry(at)saber.net
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Dents from hail |
Brian,
Paul is right, unless you paint, there are only two ways to get rid of the
dents. Re-skinning is the cheapest. The other way is a Boeing proprietary
electronic/ electromagnetic ding-puller that will remove the dents, but
would probably cost a fortune to use, if you could find the right guy at
Boeing to set up a contract with. I haven't seen/heard of anything more on
this in the last 10 years, so all my contacts are lost.
Milt D2440
----- Original Message -----
From: "Paul Besing" <azpilot(at)extremezone.com>
Sent: Tuesday, September 18, 2001 7:38 PM
Subject: Re: Beech-List: Dents from hail
>
> Brian:
>
> A close friend of mine had a 53 bonanza with hail damage like this. It
was
> painted and did not show any signs of poor performance. The problem with
> this is strictly cosmetic. There really is not a proper way to get rid of
> hail damage, short of re skinning. If it was very light in a few places,
> (which is rare) you could do some bondo work on the plane and then paint.
> The problem with that is that you will cover rivets and people will wonder
> what you are hiding.
>
> I used to sell airplanes, and the only thing you should be sure of is that
> you get a substantial discount due to the hail damage. You can use this
is
> a bargaining chip to bring the price down to where you can recover some of
> the costs if you decide to re skin it, or so that you don't have more than
> the fair value in it when you sell it. Pay now, or pay later when it
comes
> to hail damage.
>
> Paul Besing
> RV-6A N197AB Arizona
> http://www.lacodeworks.com/besing
________________________________________________________________________________
| From: | "Stewart Cochran" <stewbc(at)goquest.com> |
| Subject: | Re: Dents from hail |
----- Original Message -----
From: "Brian J. Henry" <bhenry(at)saber.net>
Sent: Tuesday, September 18, 2001 08:53 PM
Subject: Beech-List: Dents from hail
Hello Brian,
I currently have a polished C35 and can understand your wanting to have a
polished aluminum (work intensive) aircraft. I have heard of hail dents
being removed here in Texas with dry ice! I do not know the details, but
you might inquire further on that subject.
Stewart Cochran
________________________________________________________________________________
| From: | "Terry Frymire" <tfrymire(at)alltel.net> |
| Subject: | Re: Beech-List Digest: 10 Msgs - 09/18/01 |
A friend IA taught me a little trick. On a hot day, leave the airplane out
in the sun. get dry ice chips. Place a small piece of dry ice in the
middle of the dimple, the dimple will pop right out. just like magic.
Terry Frymire
A35 N756B
> I am thinking about purchasing a 1948 model 35 Bonanza that I recently
> located. It unfortunately, was the benefactor of a Midwest hail storm
that
> resulted in dime sized dents peppered on the top of the wing surfaces and
> fuselage. The plane has never been painted and I would like to keep it
> original.
>
> Have any of you had any experience with hail damage of this nature. Is
> there any way short of reskinning the plane to smooth out the dented
> surfaces?
>
> I would appreciate any help or insight that you might have.
>
> Thanks,
>
> Brian Henry
> bhenry(at)saber.net
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
Here's the notam, courtesy of AvWeb
http://www.avweb.com/other/grounded.html#215
Scott
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
| Subject: | Re: VFR IS BACK!! |
Not quite... read it VERY carefully. And expect a whole new group of the
Class B airspace(s) to include anywhere the major airlines fly.
David J. Spencer
----- Original Message -----
From: "Scott Derrick" <sderrick(at)tnstaafl.net>
Sent: Wednesday, September 19, 2001 8:09 PM
Subject: Beech-List: VFR IS BACK!!
>
> Here's the notam, courtesy of AvWeb
>
> http://www.avweb.com/other/grounded.html#215
>
> Scott
>
>
________________________________________________________________________________
| From: | GILLES BEDA <beda(at)NETCOURRIER.COM> |
| Subject: | Re: Straight 35 pieces parts. |
DEAR SIR
I HAVE A STRAIGHT 35 SN D677 1947 AND HAD SOME PROBLEMS WITH THE FLAP
THEY STAY DOWN
ANY IDEA? WHERE TO GET A FLOP MOTOR OR EVEN ECHANGE OR DO AN OVERHAUL
ANY HELP ?
THANK YOU ALL
GILLES BEDA
PARIS FRANCE
BEDA GILLES
TEL FAX 33 1 42 05 05 49
E MAIL BEDA(at)NETCOURRIER.COM
NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs, Toolbar...
Une gamme d'outils gratuits et performants votre service.
Web/Wap : www.netcourrier.com
Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
________________________________________________________________________________
| From: | "Mike's Email" <mjrose(at)jps.net> |
I'm not an instructor, I'm not IFR, I have my bi-annual and I do not
wish to take an instructor with me, my home airport is 1/2 mile inside
an enhanced class B air space. Does anyone truly believe that terrorist
will not stoop so low as to park a car, truck, van, or (with their
budget) an SUV next to a stadium if they had access to the kind of
weapons that our government is afraid of?
So.
Does any one want a nice BE-35 for their back yard so the children in
their area can see the freedom that we used to enjoy?
BE-35 993
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
| Subject: | Re: Straight 35 pieces parts. |
If they went down fine then the motor is probably good
Put a volt meter on the motor and see if it is getting power. If not then
you probably either need a new down limit switch or maybe even just need to
rerig the switches. Motor does not go bad in only one direction.
Good Luck
DW
-----Original Message-----
From: GILLES BEDA <beda(at)NETCOURRIER.COM>
Date: Saturday, September 22, 2001 10:57 AM
Subject: Re: Beech-List: Straight 35 pieces parts.
>
>DEAR SIR
>I HAVE A STRAIGHT 35 SN D677 1947 AND HAD SOME PROBLEMS WITH THE FLAP
>THEY STAY DOWN
>ANY IDEA? WHERE TO GET A FLOP MOTOR OR EVEN ECHANGE OR DO AN OVERHAUL
>ANY HELP ?
>THANK YOU ALL
>GILLES BEDA
>PARIS FRANCE
>
>BEDA GILLES
>TEL FAX 33 1 42 05 05 49
>E MAIL BEDA(at)NETCOURRIER.COM
>
>NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs,
Toolbar...
>Une gamme d'outils gratuits et performants votre service.
>Web/Wap : www.netcourrier.com
>Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
>Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
>
>
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
Hang on Brother
I am sure these restrictions will soon be modified.
Interestingly I am able to fly anywhere I want, but after what happened it
has been (for lack of a better word) emotionally difficult for me to fly
again. I am going to this morning however take my Twin Bonanza out for a
ride and I am sure things will be fine. I did an interview with a local
paper yesterday since I am not only an ATP; CFII and A&P but also an
Aviation attorney and Adjunct Professor at Embry Riddle. When trying to
express how the aviation community feels about this I could only compare it
to how a woman must feel when raped or violated. Pilots and airman (and
women) are a very close knit family and no matter where you're from enjoy a
camaraderie known by few. To have members of this family who faked a love
for aviation commit this sort of act is like taking in a murderer to feed
him only to have him kill you as thanks. I cannot imagine any true aviator
being capable of even contemplating this type of act. In a way, had they
chosen military targets, you might almost have to admire them for bravery,
but this was an act of depraved men.
Be patient we shall be restored.
David P. Walen, Sr.
-----Original Message-----
From: Mike's Email <mjrose(at)jps.net>
Date: Saturday, September 22, 2001 11:21 AM
Subject: Beech-List: VFR Flight
>
>I'm not an instructor, I'm not IFR, I have my bi-annual and I do not
>wish to take an instructor with me, my home airport is 1/2 mile inside
>an enhanced class B air space. Does anyone truly believe that terrorist
>will not stoop so low as to park a car, truck, van, or (with their
>budget) an SUV next to a stadium if they had access to the kind of
>weapons that our government is afraid of?
>
>So.
>
>Does any one want a nice BE-35 for their back yard so the children in
>their area can see the freedom that we used to enjoy?
>BE-35 993
>
>
________________________________________________________________________________
| From: | "Mike's Email" <mjrose(at)jps.net> |
| Subject: | Attack from private aircraft |
If there are people out there that have received their pilots
Certificate just for the purpose of killing Americans I don't believe
that submitting to 'what ever it takes' to stop this is what any one
will accept. Controlling our VFR flying will not stop any terrorist
with a small nuke. bio-canister, or chemical weapon from entering a ball
game. Do we really think that a suicidal person will be worried about
the consequences of deviating from their IFR flight plan? Perhaps we
have forgotten our weight and balance calculations. But my aircraft
cannot carry the weight that was used for the bomb in Oklahoma. To be
truly safe we need to have every car, van, SUV, and truck stopped and
searched before it can be moved with in at least 1/2 mile of any major
sporting event or large metropolis. With a large bandwidth modem in
every police car we can also check for false SSN's and compare names
against known terrorist and scrutinize those names that appear be out of
their home area. If their names do not show up as regular attendees at
the type of sporting event they are caught trying to enter, they can
then be detained while their identities and materials they are
transporting are checked and verified. On a side note, in order to
protect us from drugs (and maybe terrorist), did you know that boaters
are subject to a type of random search and have been for over 10 years?
They call it a safety inspection and the call goes out to inspect all
boats with-in a size group for a time period. If our police are don't
have the stomach for the type of action I've suggested we can either
further the range of the Coast Guard or create a 'Land and Populace
Guard' for this required action to keep us safe.
My children should grow up safe, freedom can just become a memory...
Perhaps I shouldn't sell my plane for a yard toy, it might give the
local children dreams of flight that could cause them to wish for more
than just security.
Mike, BE-35 993
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
| Subject: | Re: Attack from private aircraft |
Nice article... sound reasoning.
David J. Spencer
----- Original Message -----
From: "Mike's Email" <mjrose(at)jps.net>
Sent: Saturday, September 22, 2001 10:46 AM
Subject: Beech-List: Attack from private aircraft
>
> If there are people out there that have received their pilots
> Certificate just for the purpose of killing Americans I don't believe
> that submitting to 'what ever it takes' to stop this is what any one
> will accept. Controlling our VFR flying will not stop any terrorist
> with a small nuke. bio-canister, or chemical weapon from entering a ball
> game. Do we really think that a suicidal person will be worried about
> the consequences of deviating from their IFR flight plan? Perhaps we
> have forgotten our weight and balance calculations. But my aircraft
> cannot carry the weight that was used for the bomb in Oklahoma. To be
> truly safe we need to have every car, van, SUV, and truck stopped and
> searched before it can be moved with in at least 1/2 mile of any major
> sporting event or large metropolis. With a large bandwidth modem in
> every police car we can also check for false SSN's and compare names
> against known terrorist and scrutinize those names that appear be out of
> their home area. If their names do not show up as regular attendees at
> the type of sporting event they are caught trying to enter, they can
> then be detained while their identities and materials they are
> transporting are checked and verified. On a side note, in order to
> protect us from drugs (and maybe terrorist), did you know that boaters
> are subject to a type of random search and have been for over 10 years?
> They call it a safety inspection and the call goes out to inspect all
> boats with-in a size group for a time period. If our police are don't
> have the stomach for the type of action I've suggested we can either
> further the range of the Coast Guard or create a 'Land and Populace
> Guard' for this required action to keep us safe.
>
> My children should grow up safe, freedom can just become a memory...
>
> Perhaps I shouldn't sell my plane for a yard toy, it might give the
> local children dreams of flight that could cause them to wish for more
> than just security.
>
> Mike, BE-35 993
>
>
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
David...
> Be patient we shall be restored
No, you are restored and don't give a hoot about those who are not... nice
rhetoric about brothers etc.
We, who are NOT ATP, CFII, A&P, or Barristers, are not synonymous with
"raped" women... we ARE being criminalized and held political prisoners.
> Interestingly I am able to fly anywhere I want, but after what happened it
> has been (for lack of a better word) emotionally difficult for me to fly
> again.
I'm truly sorry that you are emotionally distraught... was that any help?
Otherwise... I'm not interested.
David J. Spencer
Beech A23-24 At the bottom of the cake... at the end of the food chain
djs(at)Group54.com
----- Original Message -----
From: "David P. Walen" <davewsr(at)wilmington.net>
Sent: Saturday, September 22, 2001 10:28 AM
Subject: Re: Beech-List: VFR Flight
>
> Hang on Brother
> I am sure these restrictions will soon be modified.
>
> Interestingly I am able to fly anywhere I want, but after what happened it
> has been (for lack of a better word) emotionally difficult for me to fly
> again. I am going to this morning however take my Twin Bonanza out for a
> ride and I am sure things will be fine. I did an interview with a local
> paper yesterday since I am not only an ATP; CFII and A&P but also an
> Aviation attorney and Adjunct Professor at Embry Riddle. When trying to
> express how the aviation community feels about this I could only compare
it
> to how a woman must feel when raped or violated. Pilots and airman (and
> women) are a very close knit family and no matter where you're from enjoy
a
> camaraderie known by few. To have members of this family who faked a love
> for aviation commit this sort of act is like taking in a murderer to feed
> him only to have him kill you as thanks. I cannot imagine any true
aviator
> being capable of even contemplating this type of act. In a way, had they
> chosen military targets, you might almost have to admire them for bravery,
> but this was an act of depraved men.
> Be patient we shall be restored.
>
> David P. Walen, Sr.
> -----Original Message-----
> From: Mike's Email <mjrose(at)jps.net>
> To: beech-list(at)matronics.com
> Date: Saturday, September 22, 2001 11:21 AM
> Subject: Beech-List: VFR Flight
>
>
> >
> >I'm not an instructor, I'm not IFR, I have my bi-annual and I do not
> >wish to take an instructor with me, my home airport is 1/2 mile inside
> >an enhanced class B air space. Does anyone truly believe that terrorist
> >will not stoop so low as to park a car, truck, van, or (with their
> >budget) an SUV next to a stadium if they had access to the kind of
> >weapons that our government is afraid of?
> >
> >So.
> >
> >Does any one want a nice BE-35 for their back yard so the children in
> >their area can see the freedom that we used to enjoy?
> >BE-35 993
> >
> >
>
>
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Flap problem |
Gilles, David is right.. Had the same problem on my B-35 years ago, when I
was in Alaska.. Clean the limit switches with a good contact cleaner, cycle
them (the switches) by hand, and the flaps will probably work like a charm.
If not, THEN try re-rigging them. You may be lacking the cover in the aft of
the wheel well that keeps dirt and moisture out of the flap jack screw area,
which may be the root source of your problem.
My wishes for good luck also,
Milt (D2440)
----- Original Message -----
From: "David P. Walen" <davewsr(at)wilmington.net>
Sent: Saturday, September 22, 2001 8:17 AM
Subject: Re: Beech-List: Straight 35 pieces parts.
>
> If they went down fine then the motor is probably good
> Put a volt meter on the motor and see if it is getting power. If not then
> you probably either need a new down limit switch or maybe even just need
to
> rerig the switches. Motor does not go bad in only one direction.
>
> Good Luck
> DW
>
> -----Original Message-----
> From: GILLES BEDA <beda(at)NETCOURRIER.COM>
> To: beech-list(at)matronics.com
> Date: Saturday, September 22, 2001 10:57 AM
> Subject: Re: Beech-List: Straight 35 pieces parts.
>
>
> >
> >DEAR SIR
> >I HAVE A STRAIGHT 35 SN D677 1947 AND HAD SOME PROBLEMS WITH THE FLAP
THEY STAY DOWN
> >ANY IDEA? WHERE TO GET A FLOP MOTOR OR EVEN ECHANGE OR DO AN OVERHAUL
ANY HELP ?
> >THANK YOU ALL
> >GILLES BEDA
> >PARIS FRANCE
> >
> >BEDA GILLES
> >TEL FAX 33 1 42 05 05 49
> >E MAIL BEDA(at)NETCOURRIER.COM
> >
> >NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs,
> Toolbar...
> >Une gamme d'outils gratuits et performants votre service.
> >Web/Wap : www.netcourrier.com
> >Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
> >Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
> >
> >
>
>
________________________________________________________________________________
| From: | GILLES BEDA <beda(at)NETCOURRIER.COM> |
| Subject: | Re: Straight 35 pieces parts. |
DEAR ALL
THANK YOU FOR YOUR ADVISE
I WILL TRY TOMORROW
REGARDS
GILLES BEDA
BEDA GILLES
TEL FAX 33 1 42 05 05 49
E MAIL BEDA(at)NETCOURRIER.COM
NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs, Toolbar...
Une gamme d'outils gratuits et performants votre service.
Web/Wap : www.netcourrier.com
Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
________________________________________________________________________________
| From: | GILLES BEDA <beda(at)NETCOURRIER.COM> |
| Subject: | Re: Flap problem |
THANK YOU VERY MUCH FOR YOUR ADVISE
THAT WILL SAVE A LOT OF TIME ON RESEARCH
I REALLY APPRICIATE YOUR HELP
REGARDS
GILLES BEDA
BEDA GILLES
TEL FAX 33 1 42 05 05 49
E MAIL BEDA(at)NETCOURRIER.COM
NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs, Toolbar...
Une gamme d'outils gratuits et performants votre service.
Web/Wap : www.netcourrier.com
Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
That is an incomprehensible thing to say to someone you don't even know. I
work very hard to preserve what we have and would give my life to have you
back in the air. In fact I actually agree with you, but I also understand
the overcorrective nature of law enforcement. If I am (as you say) restored
it is because of 26 years of hard work and professionalism to receive and
use the ratings and abilitties I have. If I were in your shoes as we ALL
were a week ago; I would also be chafing at the bit; but I would also be
working within the system (as I have) to restore our activities as soon as
possible. I hope for your sake that these unrealistic Class B restrictions
are quickly modified, but in the meantime I will accept an apology from you
and perhaps you might consider counseling to get you through this time.
I feel sorry for you if this gets any more difficult.
David P. Walen, Sr.
-----Original Message-----
From: David J. Spencer <djohnspe(at)msn.com>
Date: Saturday, September 22, 2001 12:10 PM
Subject: Re: Beech-List: VFR Flight
>
>David...
>
>> Be patient we shall be restored
>No, you are restored and don't give a hoot about those who are not... nice
>rhetoric about brothers etc.
>
>We, who are NOT ATP, CFII, A&P, or Barristers, are not synonymous with
>"raped" women... we ARE being criminalized and held political prisoners.
>
>> Interestingly I am able to fly anywhere I want, but after what happened
it
>> has been (for lack of a better word) emotionally difficult for me to fly
>> again.
>I'm truly sorry that you are emotionally distraught... was that any help?
>Otherwise... I'm not interested.
>
>David J. Spencer
>Beech A23-24 At the bottom of the cake... at the end of the food chain
>djs(at)Group54.com
>
>
>----- Original Message -----
>From: "David P. Walen" <davewsr(at)wilmington.net>
>To:
>Sent: Saturday, September 22, 2001 10:28 AM
>Subject: Re: Beech-List: VFR Flight
>
>
>
>>
>> Hang on Brother
>> I am sure these restrictions will soon be modified.
>>
>> Interestingly I am able to fly anywhere I want, but after what happened
it
>> has been (for lack of a better word) emotionally difficult for me to fly
>> again. I am going to this morning however take my Twin Bonanza out for a
>> ride and I am sure things will be fine. I did an interview with a local
>> paper yesterday since I am not only an ATP; CFII and A&P but also an
>> Aviation attorney and Adjunct Professor at Embry Riddle. When trying to
>> express how the aviation community feels about this I could only compare
>it
>> to how a woman must feel when raped or violated. Pilots and airman (and
>> women) are a very close knit family and no matter where you're from enjoy
>a
>> camaraderie known by few. To have members of this family who faked a
love
>> for aviation commit this sort of act is like taking in a murderer to feed
>> him only to have him kill you as thanks. I cannot imagine any true
>aviator
>> being capable of even contemplating this type of act. In a way, had they
>> chosen military targets, you might almost have to admire them for
bravery,
>> but this was an act of depraved men.
>> Be patient we shall be restored.
>>
>> David P. Walen, Sr.
>> -----Original Message-----
>> From: Mike's Email <mjrose(at)jps.net>
>> To: beech-list(at)matronics.com
>> Date: Saturday, September 22, 2001 11:21 AM
>> Subject: Beech-List: VFR Flight
>>
>>
>> >
>> >I'm not an instructor, I'm not IFR, I have my bi-annual and I do not
>> >wish to take an instructor with me, my home airport is 1/2 mile inside
>> >an enhanced class B air space. Does anyone truly believe that terrorist
>> >will not stoop so low as to park a car, truck, van, or (with their
>> >budget) an SUV next to a stadium if they had access to the kind of
>> >weapons that our government is afraid of?
>> >
>> >So.
>> >
>> >Does any one want a nice BE-35 for their back yard so the children in
>> >their area can see the freedom that we used to enjoy?
>> >BE-35 993
>> >
>> >
>>
>>
>
>
________________________________________________________________________________
| From: | MMMARKMM(at)aol.com |
You should have send this privately, not for all to read. This is aimed at
both of you. We are all hurting and striking out against a brother airmen is
just what those ass's wanted.
Let's get a grip on our emotions. We come from all walks of life and have one
thing in common. Our flying and the love of it. We are all pissed, but we
need to put it behind us. There isn't one among us that wouldn't risk his
neck to help another. That's what this list is all about.
May all your turns be standard rate
Mark
N5939S V-35
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
To all
Actually it was intended originally as a point of conversation for all and a
word of kindness particularly to the gentlemen that returned my
encouragement with insult. Although I agree with you to a point and shall
say no more beyond this; if you will reread the exchange you will note that
it was not I that chose to insult a fellow member and espouse derogatory
remarks in a public forum, but since it was used I would hope that the
gentleman would have the courage to apologize publicly; not only to me but
to the whole list.
Peace
-----Original Message-----
From: MMMARKMM(at)aol.com <MMMARKMM(at)aol.com>
Date: Saturday, September 22, 2001 3:17 PM
Subject: Re: Beech-List: VFR Flight
>
>You should have send this privately, not for all to read. This is aimed at
>both of you. We are all hurting and striking out against a brother airmen
is
>just what those ass's wanted.
>Let's get a grip on our emotions. We come from all walks of life and have
one
>thing in common. Our flying and the love of it. We are all pissed, but we
>need to put it behind us. There isn't one among us that wouldn't risk his
>neck to help another. That's what this list is all about.
>May all your turns be standard rate
>Mark
>N5939S V-35
>
>
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: Straight 35 pieces parts. |
Gilles;
You can obtain a rebuilt flap motor from many sources, or you can have an
electric motor rebuilding shop check and repair yours. You'll need to check
the local laws and regulations. Do you belong to the ABS? There are some
advertisements there.
----- Original Message -----
From: "GILLES BEDA" <beda(at)NETCOURRIER.COM>
Sent: Saturday, September 22, 2001 9:56 AM
Subject: Re: Beech-List: Straight 35 pieces parts.
>
> DEAR SIR
> I HAVE A STRAIGHT 35 SN D677 1947 AND HAD SOME PROBLEMS WITH THE FLAP
> THEY STAY DOWN
> ANY IDEA? WHERE TO GET A FLOP MOTOR OR EVEN ECHANGE OR DO AN OVERHAUL
> ANY HELP ?
> THANK YOU ALL
> GILLES BEDA
> PARIS FRANCE
>
> BEDA GILLES
> TEL FAX 33 1 42 05 05 49
> E MAIL BEDA(at)NETCOURRIER.COM
>
> NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs,
Toolbar...
> Une gamme d'outils gratuits et performants votre service.
> Web/Wap : www.netcourrier.com
> Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
> Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
>
>
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Flap problem |
Forgot to note, in case you didn't know.. they are in the left wheel well.
Milt
----- Original Message -----
From: "GILLES BEDA" <beda(at)NETCOURRIER.COM>
Sent: Saturday, September 22, 2001 10:10 AM
Subject: Re: Beech-List: Re: Flap problem
>
> THANK YOU VERY MUCH FOR YOUR ADVISE
> THAT WILL SAVE A LOT OF TIME ON RESEARCH
> I REALLY APPRICIATE YOUR HELP
> REGARDS
> GILLES BEDA
>
> BEDA GILLES
> TEL FAX 33 1 42 05 05 49
> E MAIL BEDA(at)NETCOURRIER.COM
>
> NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs,
Toolbar...
> Une gamme d'outils gratuits et performants votre service.
> Web/Wap : www.netcourrier.com
> Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
> Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
>
>
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
David...
Under the Constitution of the country I live in you have no right:
1. To be not be offended
2. To demand a stop to free speech
3. To demand an apology or censorship of free speech
You wrote:
>Interestingly I am able to fly anywhere I want, but after what happened it
has been (for lack of a better word) emotionally difficult for me to fly
again.
I find this pompous statement insensitive, arrogant and portraying yourself
as victimized. I'm glad YOU can fly, I'm glad YOU can give interviews with
local press, I'm glad YOU are so perfect, but this isn't about YOU.
This isn't even about flying... This is about civil liberties and freedom
being taken from a group of people who have done nothing wrong. This is
about avoiding taking responsibility for poor judgment, and inadequate
contingency programs in case of a national disaster. This is about a lot of
things much greater and more important than YOU or I. This is about
holding people (or agencies) responsible for their actions, it's about the
basis of the jurisprudence system (you're an attorney) which says that "the
accused are innocent until proven guilty" and "have the right to due
process" etc. It's about free speech... I'm really sick and tired of all
the pilots saying "oh well, I can't object because the big bad FAA will
bring down retribution on me" Better to die standing.
As a Navy Veteran, I once served my country and was ready to die for it... I
got spat on. Most of you, through no fault of your own, ever had a chance
or chose to enjoy that experience.
As a VFR pilot I'm glad you have all your ratings and can fly anywhere
anytime... I don't, and as such, should not be criminalized for it. I have
a 30 hour SMOH engine that I've mothballed trying to save a $20,000
investment. Now that's a real economic number!
Now that I can't fly anymore, I have to give directions to Middle Eastern
males who come by my hangar asking "where is the nearest air training
academy". They are abundant.
In my opinion, they will be flying ( and probably have licenses) long before
the FAA ever decides to cut another VFR pilot loose in Class B airspace.
Where I hangar my plane is at an airport with no security (we have a cop who
sleeps and gates which open all the time).
I not sorry if you got offended because that is not a protected right in
this country... you need to grow up. I have no intention of apologizing to
you or anyone else for my opinions and if you don't like that... YOU might
want to seek counseling.
Also, for your information... I am not your brother.
David J. Spencer
----- Original Message -----
From: "David P. Walen" <davewsr(at)wilmington.net>
Sent: Saturday, September 22, 2001 1:47 PM
Subject: Re: Beech-List: VFR Flight
>
> That is an incomprehensible thing to say to someone you don't even know.
I
> work very hard to preserve what we have and would give my life to have you
> back in the air. In fact I actually agree with you, but I also understand
> the overcorrective nature of law enforcement. If I am (as you say)
restored
> it is because of 26 years of hard work and professionalism to receive and
> use the ratings and abilitties I have. If I were in your shoes as we ALL
> were a week ago; I would also be chafing at the bit; but I would also be
> working within the system (as I have) to restore our activities as soon as
> possible. I hope for your sake that these unrealistic Class B
restrictions
> are quickly modified, but in the meantime I will accept an apology from
you
> and perhaps you might consider counseling to get you through this time.
>
> I feel sorry for you if this gets any more difficult.
>
> David P. Walen, Sr.
>
> -----Original Message-----
> From: David J. Spencer <djohnspe(at)msn.com>
> To: beech-list(at)matronics.com
> Date: Saturday, September 22, 2001 12:10 PM
> Subject: Re: Beech-List: VFR Flight
>
>
> >
> >David...
> >
> >> Be patient we shall be restored
> >No, you are restored and don't give a hoot about those who are not...
nice
> >rhetoric about brothers etc.
> >
> >We, who are NOT ATP, CFII, A&P, or Barristers, are not synonymous with
> >"raped" women... we ARE being criminalized and held political prisoners.
> >
> >> Interestingly I am able to fly anywhere I want, but after what happened
> it
> >> has been (for lack of a better word) emotionally difficult for me to
fly
> >> again.
> >I'm truly sorry that you are emotionally distraught... was that any help?
> >Otherwise... I'm not interested.
> >
> >David J. Spencer
> >Beech A23-24 At the bottom of the cake... at the end of the food chain
> >djs(at)Group54.com
> >
> >
> >----- Original Message -----
> >From: "David P. Walen" <davewsr(at)wilmington.net>
> >To:
> >Sent: Saturday, September 22, 2001 10:28 AM
> >Subject: Re: Beech-List: VFR Flight
> >
> >
> >
> >>
> >> Hang on Brother
> >> I am sure these restrictions will soon be modified.
> >>
> >> Interestingly I am able to fly anywhere I want, but after what happened
> it
> >> has been (for lack of a better word) emotionally difficult for me to
fly
> >> again. I am going to this morning however take my Twin Bonanza out for
a
> >> ride and I am sure things will be fine. I did an interview with a
local
> >> paper yesterday since I am not only an ATP; CFII and A&P but also an
> >> Aviation attorney and Adjunct Professor at Embry Riddle. When trying
to
> >> express how the aviation community feels about this I could only
compare
> >it
> >> to how a woman must feel when raped or violated. Pilots and airman
(and
> >> women) are a very close knit family and no matter where you're from
enjoy
> >a
> >> camaraderie known by few. To have members of this family who faked a
> love
> >> for aviation commit this sort of act is like taking in a murderer to
feed
> >> him only to have him kill you as thanks. I cannot imagine any true
> >aviator
> >> being capable of even contemplating this type of act. In a way, had
they
> >> chosen military targets, you might almost have to admire them for
> bravery,
> >> but this was an act of depraved men.
> >> Be patient we shall be restored.
> >>
> >> David P. Walen, Sr.
> >> -----Original Message-----
> >> From: Mike's Email <mjrose(at)jps.net>
> >> To: beech-list(at)matronics.com
> >> Date: Saturday, September 22, 2001 11:21 AM
> >> Subject: Beech-List: VFR Flight
> >>
> >>
> >> >
> >> >I'm not an instructor, I'm not IFR, I have my bi-annual and I do not
> >> >wish to take an instructor with me, my home airport is 1/2 mile inside
> >> >an enhanced class B air space. Does anyone truly believe that
terrorist
> >> >will not stoop so low as to park a car, truck, van, or (with their
> >> >budget) an SUV next to a stadium if they had access to the kind of
> >> >weapons that our government is afraid of?
> >> >
> >> >So.
> >> >
> >> >Does any one want a nice BE-35 for their back yard so the children in
> >> >their area can see the freedom that we used to enjoy?
> >> >BE-35 993
> >> >
> >> >
> >>
> >>
> >
> >
>
>
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
You WILL NOT be getting an apology...now or ever!
David J. Spencer
----- Original Message -----
From: "David P. Walen" <davewsr(at)wilmington.net>
Sent: Saturday, September 22, 2001 1:47 PM
Subject: Re: Beech-List: VFR Flight
>
> That is an incomprehensible thing to say to someone you don't even know.
I
> work very hard to preserve what we have and would give my life to have you
> back in the air. In fact I actually agree with you, but I also understand
> the overcorrective nature of law enforcement. If I am (as you say)
restored
> it is because of 26 years of hard work and professionalism to receive and
> use the ratings and abilitties I have. If I were in your shoes as we ALL
> were a week ago; I would also be chafing at the bit; but I would also be
> working within the system (as I have) to restore our activities as soon as
> possible. I hope for your sake that these unrealistic Class B
restrictions
> are quickly modified, but in the meantime I will accept an apology from
you
> and perhaps you might consider counseling to get you through this time.
>
> I feel sorry for you if this gets any more difficult.
>
> David P. Walen, Sr.
>
> -----Original Message-----
> From: David J. Spencer <djohnspe(at)msn.com>
> To: beech-list(at)matronics.com
> Date: Saturday, September 22, 2001 12:10 PM
> Subject: Re: Beech-List: VFR Flight
>
>
> >
> >David...
> >
> >> Be patient we shall be restored
> >No, you are restored and don't give a hoot about those who are not...
nice
> >rhetoric about brothers etc.
> >
> >We, who are NOT ATP, CFII, A&P, or Barristers, are not synonymous with
> >"raped" women... we ARE being criminalized and held political prisoners.
> >
> >> Interestingly I am able to fly anywhere I want, but after what happened
> it
> >> has been (for lack of a better word) emotionally difficult for me to
fly
> >> again.
> >I'm truly sorry that you are emotionally distraught... was that any help?
> >Otherwise... I'm not interested.
> >
> >David J. Spencer
> >Beech A23-24 At the bottom of the cake... at the end of the food chain
> >djs(at)Group54.com
> >
> >
> >----- Original Message -----
> >From: "David P. Walen" <davewsr(at)wilmington.net>
> >To:
> >Sent: Saturday, September 22, 2001 10:28 AM
> >Subject: Re: Beech-List: VFR Flight
> >
> >
> >
> >>
> >> Hang on Brother
> >> I am sure these restrictions will soon be modified.
> >>
> >> Interestingly I am able to fly anywhere I want, but after what happened
> it
> >> has been (for lack of a better word) emotionally difficult for me to
fly
> >> again. I am going to this morning however take my Twin Bonanza out for
a
> >> ride and I am sure things will be fine. I did an interview with a
local
> >> paper yesterday since I am not only an ATP; CFII and A&P but also an
> >> Aviation attorney and Adjunct Professor at Embry Riddle. When trying
to
> >> express how the aviation community feels about this I could only
compare
> >it
> >> to how a woman must feel when raped or violated. Pilots and airman
(and
> >> women) are a very close knit family and no matter where you're from
enjoy
> >a
> >> camaraderie known by few. To have members of this family who faked a
> love
> >> for aviation commit this sort of act is like taking in a murderer to
feed
> >> him only to have him kill you as thanks. I cannot imagine any true
> >aviator
> >> being capable of even contemplating this type of act. In a way, had
they
> >> chosen military targets, you might almost have to admire them for
> bravery,
> >> but this was an act of depraved men.
> >> Be patient we shall be restored.
> >>
> >> David P. Walen, Sr.
> >> -----Original Message-----
> >> From: Mike's Email <mjrose(at)jps.net>
> >> To: beech-list(at)matronics.com
> >> Date: Saturday, September 22, 2001 11:21 AM
> >> Subject: Beech-List: VFR Flight
> >>
> >>
> >> >
> >> >I'm not an instructor, I'm not IFR, I have my bi-annual and I do not
> >> >wish to take an instructor with me, my home airport is 1/2 mile inside
> >> >an enhanced class B air space. Does anyone truly believe that
terrorist
> >> >will not stoop so low as to park a car, truck, van, or (with their
> >> >budget) an SUV next to a stadium if they had access to the kind of
> >> >weapons that our government is afraid of?
> >> >
> >> >So.
> >> >
> >> >Does any one want a nice BE-35 for their back yard so the children in
> >> >their area can see the freedom that we used to enjoy?
> >> >BE-35 993
> >> >
> >> >
> >>
> >>
> >
> >
>
>
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
Times have become very trying lately! Suggest some of us take a drive out
from under the Enhanced B and rent a plane. Maybe I'll drive up to George's
place for some BBQ and an education!
----- Original Message -----
From: "David J. Spencer" <djohnspe(at)msn.com>
Sent: Saturday, September 22, 2001 7:35 PM
Subject: Re: Beech-List: VFR Flight
>
> You WILL NOT be getting an apology...now or ever!
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
That's what Osama is hoping for...run. You are doing it! Capitulation...
congratulations. Change your way of life to satisfy the terrorist.
Am I the only one who is mad as hell about being criminalized?
David J. Spencer
----- Original Message -----
From: "A J DeMarzo" <aerome(at)ev1.net>
Sent: Saturday, September 22, 2001 7:59 PM
Subject: Re: Beech-List: VFR Flight
>
> Times have become very trying lately! Suggest some of us take a drive out
> from under the Enhanced B and rent a plane. Maybe I'll drive up to
George's
> place for some BBQ and an education!
>
> ----- Original Message -----
> From: "David J. Spencer" <djohnspe(at)msn.com>
> To:
> Sent: Saturday, September 22, 2001 7:35 PM
> Subject: Re: Beech-List: VFR Flight
>
>
> >
> > You WILL NOT be getting an apology...now or ever!
>
>
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | [Fwd: Point of view..] |
Good message.. The blood is understandably up at this time but that's no
reason to become part of the problem; bickering between ourselves is not
only counter productive.. it's stupid.
Let's try something different.. no point in chasing a field rat around
the pasture; eliminate his forage and he will expire on his own.
Pete 4579V
Date: Sat, 22 Sep 2001 09:28:08 -0700
From: Pat Orner <patorner(at)ulink.net>
Subject: Point of view..
Subject: From my point of view from the mother of a 24
year old...
A military response, particularly an attack on
Afghanistan, is exactly what
the terrorists want. It will strengthen and swell their
small but fanatical
ranks.
Instead, bomb Afghanistan with butter, with rice, bread,
clothing and
medicine. It will cost less than conventional arms, poses
no threat of US
casualties and just might get the populace thinking that
maybe the Taliban
doesn 't have the answers. After three years of drought
and starvation
looming, let's offer the Afghani people the vision of a
new future. One that
includes full stomachs.
Bomb them with information. Video players and cassettes
of world leaders,
particularly Islamic leaders, condemning terrorism.
Carpet the country with
magazines and newspapers showing the horror of terrorism
committed by their
"guest". Blitz them with laptop computers and DVD players
filled with a
perspective that is denied them by their government.
Saturation bombing with
hope will mean that some of it gets through. Send so much
that the Taliban
can't collect and hide it all.
The Taliban are telling their people to prepare for
Jihad. Instead, let's
give the Afghani people their first good meal in years.
Seeing your family
fully fed and the prospect of stability in terms of food
and a future is a
powerful deterrent to martyrdom. All we ask in return is
that they, as a
people, agree to enter the civilized world. That includes
handing over
terrorists in their midst.
In responding to terrorism we need to do something
different. Something
unexpected, something that addresses the root of the
problem. We need to
take away the well of despair, ignorance and brutality
from which the Osama
bin Laden's of the world water their gardens of terror.
Please pass this along.
It is important that we learn to think in NEW ways. If we
continue attacking
in the old ways we will get the same old results. Look at
what has been
happening the middle east for thousands of years to see
what we can expect
if we attack with bombs and military force.
Charleen Tyson
Division of the State Architect -HQ
1130 K Street, Ste. 101
Sacramento, CA 95814-3965
(916) 445-0105
fax (916) 445-3521 or 327-3371
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
| Subject: | Re: [Fwd: Point of view..] |
It's an interesting proposal. I think a few questions may be in order:
1.How long do we keep giving them goodies for free? Forever?
2. What happens when the next attack on a single US citizen occurs? Forget
about it?
3. Will you be able to shoulder the responsibility of that one death...
after all it's your idea?
4. What will be your contingency plan, in the event that this works? Should
I be ready to fly Afghans to America and give them my house? My job? My
money?
5. How will you know that it is working? They move here?
6. Most importantly... what will you do if the terrorist attacks escalate
rather than decline?
By the way... from what I understand, it's all the butter, rice, bread,
clothing, medicine, video players, cassettes and our open mouthed women that
they hate.
I know... "give peace a chance... Kumbaya, have some more magic mushrooms"
David J. Spencer
----- Original Message -----
From: "Peter Scott" <winginit(at)jps.net>
Sent: Saturday, September 22, 2001 10:01 PM
Subject: Beech-List: [Fwd: Point of view..]
>
> Good message.. The blood is understandably up at this time but that's no
> reason to become part of the problem; bickering between ourselves is not
> only counter productive.. it's stupid.
> Let's try something different.. no point in chasing a field rat around
> the pasture; eliminate his forage and he will expire on his own.
>
> Pete 4579V
>
>
> Date: Sat, 22 Sep 2001 09:28:08 -0700
> From: Pat Orner <patorner(at)ulink.net>
> Subject: Point of view..
>
> Subject: From my point of view from the mother of a 24
> year old...
>
> A military response, particularly an attack on
> Afghanistan, is exactly what
> the terrorists want. It will strengthen and swell their
> small but fanatical
> ranks.
>
> Instead, bomb Afghanistan with butter, with rice, bread,
> clothing and
> medicine. It will cost less than conventional arms, poses
> no threat of US
> casualties and just might get the populace thinking that
> maybe the Taliban
> doesn 't have the answers. After three years of drought
> and starvation
> looming, let's offer the Afghani people the vision of a
> new future. One that
> includes full stomachs.
>
> Bomb them with information. Video players and cassettes
> of world leaders,
> particularly Islamic leaders, condemning terrorism.
> Carpet the country with
> magazines and newspapers showing the horror of terrorism
> committed by their
> "guest". Blitz them with laptop computers and DVD players
> filled with a
> perspective that is denied them by their government.
> Saturation bombing with
> hope will mean that some of it gets through. Send so much
> that the Taliban
> can't collect and hide it all.
>
>
> The Taliban are telling their people to prepare for
> Jihad. Instead, let's
> give the Afghani people their first good meal in years.
> Seeing your family
> fully fed and the prospect of stability in terms of food
> and a future is a
> powerful deterrent to martyrdom. All we ask in return is
> that they, as a
> people, agree to enter the civilized world. That includes
> handing over
> terrorists in their midst.
>
>
> In responding to terrorism we need to do something
> different. Something
> unexpected, something that addresses the root of the
> problem. We need to
> take away the well of despair, ignorance and brutality
> from which the Osama
> bin Laden's of the world water their gardens of terror.
>
>
> Please pass this along.
>
>
> It is important that we learn to think in NEW ways. If we
> continue attacking
> in the old ways we will get the same old results. Look at
> what has been
> happening the middle east for thousands of years to see
> what we can expect
> if we attack with bombs and military force.
>
>
> Charleen Tyson
> Division of the State Architect -HQ
> 1130 K Street, Ste. 101
> Sacramento, CA 95814-3965
> (916) 445-0105
> fax (916) 445-3521 or 327-3371
>
>
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: [Fwd: Point of view..] |
Sounds like you've made your mind up; far be it for me to try to change it.
I'd suggest that you buy a one way ticket to Afghanistan; be sure to pack your
Kalishnacov carefully.
"David J. Spencer" wrote:
>
> It's an interesting proposal. I think a few questions may be in order:
> 1.How long do we keep giving them goodies for free? Forever?
> 2. What happens when the next attack on a single US citizen occurs? Forget
> about it?
> 3. Will you be able to shoulder the responsibility of that one death...
> after all it's your idea?
> 4. What will be your contingency plan, in the event that this works? Should
> I be ready to fly Afghans to America and give them my house? My job? My
> money?
> 5. How will you know that it is working? They move here?
> 6. Most importantly... what will you do if the terrorist attacks escalate
> rather than decline?
>
> By the way... from what I understand, it's all the butter, rice, bread,
> clothing, medicine, video players, cassettes and our open mouthed women that
> they hate.
>
> I know... "give peace a chance... Kumbaya, have some more magic mushrooms"
>
> David J. Spencer
>
> ----- Original Message -----
> From: "Peter Scott" <winginit(at)jps.net>
> To:
> Sent: Saturday, September 22, 2001 10:01 PM
> Subject: Beech-List: [Fwd: Point of view..]
>
> >
> > Good message.. The blood is understandably up at this time but that's no
> > reason to become part of the problem; bickering between ourselves is not
> > only counter productive.. it's stupid.
> > Let's try something different.. no point in chasing a field rat around
> > the pasture; eliminate his forage and he will expire on his own.
> >
> > Pete 4579V
> >
> >
> > Date: Sat, 22 Sep 2001 09:28:08 -0700
> > From: Pat Orner <patorner(at)ulink.net>
> > Subject: Point of view..
> >
> > Subject: From my point of view from the mother of a 24
> > year old...
> >
> > A military response, particularly an attack on
> > Afghanistan, is exactly what
> > the terrorists want. It will strengthen and swell their
> > small but fanatical
> > ranks.
> >
> > Instead, bomb Afghanistan with butter, with rice, bread,
> > clothing and
> > medicine. It will cost less than conventional arms, poses
> > no threat of US
> > casualties and just might get the populace thinking that
> > maybe the Taliban
> > doesn 't have the answers. After three years of drought
> > and starvation
> > looming, let's offer the Afghani people the vision of a
> > new future. One that
> > includes full stomachs.
> >
> > Bomb them with information. Video players and cassettes
> > of world leaders,
> > particularly Islamic leaders, condemning terrorism.
> > Carpet the country with
> > magazines and newspapers showing the horror of terrorism
> > committed by their
> > "guest". Blitz them with laptop computers and DVD players
> > filled with a
> > perspective that is denied them by their government.
> > Saturation bombing with
> > hope will mean that some of it gets through. Send so much
> > that the Taliban
> > can't collect and hide it all.
> >
> >
> > The Taliban are telling their people to prepare for
> > Jihad. Instead, let's
> > give the Afghani people their first good meal in years.
> > Seeing your family
> > fully fed and the prospect of stability in terms of food
> > and a future is a
> > powerful deterrent to martyrdom. All we ask in return is
> > that they, as a
> > people, agree to enter the civilized world. That includes
> > handing over
> > terrorists in their midst.
> >
> >
> > In responding to terrorism we need to do something
> > different. Something
> > unexpected, something that addresses the root of the
> > problem. We need to
> > take away the well of despair, ignorance and brutality
> > from which the Osama
> > bin Laden's of the world water their gardens of terror.
> >
> >
> > Please pass this along.
> >
> >
> > It is important that we learn to think in NEW ways. If we
> > continue attacking
> > in the old ways we will get the same old results. Look at
> > what has been
> > happening the middle east for thousands of years to see
> > what we can expect
> > if we attack with bombs and military force.
> >
> >
> > Charleen Tyson
> > Division of the State Architect -HQ
> > 1130 K Street, Ste. 101
> > Sacramento, CA 95814-3965
> > (916) 445-0105
> > fax (916) 445-3521 or 327-3371
> >
> >
>
>
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
I don't know, maybe!
----- Original Message -----
From: "David J. Spencer" <djohnspe(at)msn.com>
Sent: Saturday, September 22, 2001 8:16 PM
Subject: Re: Beech-List: VFR Flight
>
> That's what Osama is hoping for...run. You are doing it! Capitulation...
> congratulations. Change your way of life to satisfy the terrorist.
>
> Am I the only one who is mad as hell about being criminalized?
>
> David J. Spencer
>
>
> ----- Original Message -----
> From: "A J DeMarzo" <aerome(at)ev1.net>
> To:
> Sent: Saturday, September 22, 2001 7:59 PM
> Subject: Re: Beech-List: VFR Flight
>
>
> >
> > Times have become very trying lately! Suggest some of us take a drive
out
> > from under the Enhanced B and rent a plane. Maybe I'll drive up to
> George's
> > place for some BBQ and an education!
> >
> > ----- Original Message -----
> > From: "David J. Spencer" <djohnspe(at)msn.com>
> > To:
> > Sent: Saturday, September 22, 2001 7:35 PM
> > Subject: Re: Beech-List: VFR Flight
> >
> >
> > >
> > > You WILL NOT be getting an apology...now or ever!
________________________________________________________________________________
| From: | GILLES BEDA <beda(at)NETCOURRIER.COM> |
| Subject: | Re: Straight 35 pieces parts. |
DEAR SIR YES IAM ABS MEMBER I I WILL ALSO CHECK THAT SIDE
THANK YOU FOR YOUR HELP I REALLY ENJOY READING ALL BEECH ARTICLES
BEST REGARDS
GILLES BEDA
PARIS FRANCE
STRAIGHT 35 D677 1947
FOR INFO I AM ONLY THE THIRD OWNER SINCE NEW AND MY BIRD IS IN GREAT SHAPE JUST
THE FLAP SINCE 4 YEARS NOT BAD
BEDA GILLES
TEL FAX 33 1 42 05 05 49
E MAIL BEDA(at)NETCOURRIER.COM
NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs, Toolbar...
Une gamme d'outils gratuits et performants votre service.
Web/Wap : www.netcourrier.com
Tlphone/Fax : 08 92 69 00 21 (0,34 E TTC/min - 2,21 F TTC/min)
Minitel: 3615 NETCOURRIER (0,15 E TTC/min - 1,00 F TTC/min)
________________________________________________________________________________
| From: | Wes K <wsknettl(at)centurytel.net> |
Here we go again. Another list being trashed by a handfull of
self-centered DEAR ABBY's. How about taking it private and tie up your
own space.
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
| Subject: | Re: Digest abuse |
And Wes, you never have anything but ... the FAA says. Anything else
requires thought.
David J. Spencer
----- Original Message -----
From: "Wes K" <wsknettl(at)centurytel.net>
Sent: Sunday, September 23, 2001 8:35 AM
Subject: Beech-List: Digest abuse
>
> Here we go again. Another list being trashed by a handfull of
> self-centered DEAR ABBY's. How about taking it private and tie up your
> own space.
>
>
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
| Subject: | Re: [Fwd: Point of view..] |
It's horrible when people disagree with you isn't it?
David J. Spencer
----- Original Message -----
From: "Peter Scott" <winginit(at)jps.net>
Sent: Saturday, September 22, 2001 11:06 PM
Subject: Re: Beech-List: [Fwd: Point of view..]
>
> Sounds like you've made your mind up; far be it for me to try to change
it.
>
> I'd suggest that you buy a one way ticket to Afghanistan; be sure to pack
your
> Kalishnacov carefully.
>
> "David J. Spencer" wrote:
>
> >
> > It's an interesting proposal. I think a few questions may be in order:
> > 1.How long do we keep giving them goodies for free? Forever?
> > 2. What happens when the next attack on a single US citizen occurs?
Forget
> > about it?
> > 3. Will you be able to shoulder the responsibility of that one death...
> > after all it's your idea?
> > 4. What will be your contingency plan, in the event that this works?
Should
> > I be ready to fly Afghans to America and give them my house? My job?
My
> > money?
> > 5. How will you know that it is working? They move here?
> > 6. Most importantly... what will you do if the terrorist attacks
escalate
> > rather than decline?
> >
> > By the way... from what I understand, it's all the butter, rice, bread,
> > clothing, medicine, video players, cassettes and our open mouthed women
that
> > they hate.
> >
> > I know... "give peace a chance... Kumbaya, have some more magic
mushrooms"
> >
> > David J. Spencer
> >
> > ----- Original Message -----
> > From: "Peter Scott" <winginit(at)jps.net>
> > To:
> > Sent: Saturday, September 22, 2001 10:01 PM
> > Subject: Beech-List: [Fwd: Point of view..]
> >
> > >
> > > Good message.. The blood is understandably up at this time but that's
no
> > > reason to become part of the problem; bickering between ourselves is
not
> > > only counter productive.. it's stupid.
> > > Let's try something different.. no point in chasing a field rat around
> > > the pasture; eliminate his forage and he will expire on his own.
> > >
> > > Pete 4579V
> > >
> > >
> > > Date: Sat, 22 Sep 2001 09:28:08 -0700
> > > From: Pat Orner <patorner(at)ulink.net>
> > > Subject: Point of view..
> > >
> > > Subject: From my point of view from the mother of a 24
> > > year old...
> > >
> > > A military response, particularly an attack on
> > > Afghanistan, is exactly what
> > > the terrorists want. It will strengthen and swell their
> > > small but fanatical
> > > ranks.
> > >
> > > Instead, bomb Afghanistan with butter, with rice, bread,
> > > clothing and
> > > medicine. It will cost less than conventional arms, poses
> > > no threat of US
> > > casualties and just might get the populace thinking that
> > > maybe the Taliban
> > > doesn 't have the answers. After three years of drought
> > > and starvation
> > > looming, let's offer the Afghani people the vision of a
> > > new future. One that
> > > includes full stomachs.
> > >
> > > Bomb them with information. Video players and cassettes
> > > of world leaders,
> > > particularly Islamic leaders, condemning terrorism.
> > > Carpet the country with
> > > magazines and newspapers showing the horror of terrorism
> > > committed by their
> > > "guest". Blitz them with laptop computers and DVD players
> > > filled with a
> > > perspective that is denied them by their government.
> > > Saturation bombing with
> > > hope will mean that some of it gets through. Send so much
> > > that the Taliban
> > > can't collect and hide it all.
> > >
> > >
> > > The Taliban are telling their people to prepare for
> > > Jihad. Instead, let's
> > > give the Afghani people their first good meal in years.
> > > Seeing your family
> > > fully fed and the prospect of stability in terms of food
> > > and a future is a
> > > powerful deterrent to martyrdom. All we ask in return is
> > > that they, as a
> > > people, agree to enter the civilized world. That includes
> > > handing over
> > > terrorists in their midst.
> > >
> > >
> > > In responding to terrorism we need to do something
> > > different. Something
> > > unexpected, something that addresses the root of the
> > > problem. We need to
> > > take away the well of despair, ignorance and brutality
> > > from which the Osama
> > > bin Laden's of the world water their gardens of terror.
> > >
> > >
> > > Please pass this along.
> > >
> > >
> > > It is important that we learn to think in NEW ways. If we
> > > continue attacking
> > > in the old ways we will get the same old results. Look at
> > > what has been
> > > happening the middle east for thousands of years to see
> > > what we can expect
> > > if we attack with bombs and military force.
> > >
> > >
> > > Charleen Tyson
> > > Division of the State Architect -HQ
> > > 1130 K Street, Ste. 101
> > > Sacramento, CA 95814-3965
> > > (916) 445-0105
> > > fax (916) 445-3521 or 327-3371
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Steven Dortch" <smallfish(at)enid.com> |
| Subject: | Re: Dents from hail |
I am not really answering your question. Small Dents make the aluminium skin
stronger, but are not pretty. (Don't golf balls fly farther because of the
dimples?) Also Could the old automoble trick of putting ice on the dimples
work?
I own a 48 straight 35 and am really happy with it so far. I should be
flying it this month after over 2 years of work. Some things to look for:
Has the main Spar Carrythrough been replaced with a later spar or the beech
kit?
What about the prop? if is isa Hartzell it could really have some problems.
I had to scrap the one on the plane I bought and I bought a Beech 215 prop.
Check the tail out and make sure that it is in good shape. They were a
problem on some planes.
Having said all that I am really happy with the amount of airplane that I
have for the amount of money and effort spent.
I hope you get a great plane.
Steve Dortch
48 Model 35
4512V
----- Original Message -----
From: Brian J. Henry <bhenry(at)saber.net>
Sent: Tuesday, September 18, 2001 8:53 PM
Subject: Beech-List: Dents from hail
>
> Hi:
>
> I am thinking about purchasing a 1948 model 35 Bonanza that I recently
> located. It unfortunately, was the benefactor of a Midwest hail storm
that
> resulted in dime sized dents peppered on the top of the wing surfaces and
> fuselage. The plane has never been painted and I would like to keep it
> original.
>
> Have any of you had any experience with hail damage of this nature. Is
> there any way short of reskinning the plane to smooth out the dented
> surfaces?
>
> I would appreciate any help or insight that you might have.
>
> Thanks,
>
> Brian Henry
> bhenry(at)saber.net
>
>
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Dents from hail |
>What about the prop? if is isa Hartzell it could really have some
problems.
I have a 1948 BE35 with a Hartzell Prop. I had the prop converted to a
type MV, no AD's, no problems and its constant speed.
Scott
________________________________________________________________________________
| From: | "Randy L. Thwing" <n4546v(at)mindspring.com> |
| Subject: | The List in turmoil |
Dear Listers:
The list appears embroiled in controversy. I defend everyones
freedom to express his opinion. Whether the list is the place for such
things, well a forum is a forum, great interchange of thoughts transcend
a single subject (Beechcraft in his case). Everyone, please take a
break from the pressures of the last couple of weeks and let me tell you
of my weekend. I am based at VGT (North Las Vegas), My 1948 Bonz is
currently captured within the "enhanced" Class B airspace. I am as
distaught as the next Pilot.
Today is my 30th Wedding Aniversary. This weekend I took a break
from all the troubles I have in many areas and with My wife, went for a
weekend in Palm Springs (247 road miles), staying at a resort where I
read no newspapers, did not watch television, or even listened to the
radio, I spoke aviation to only one other Pilot.
I am now again ready to face all challenges as best I can, hopefully
I will be able to fly soon.
Listed below is a link to the resort we visited this weekend. Give
yourself a break and at least visit the site, smile a bit at my
experience, then move forward.
Regards,
Randy L. Thwing, 1948 Straight 35, waiting patiently
http://www.sunnyfun.com/Contact/contact.html
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Re: Straight 35 pieces parts. |
Beda,
Switching the FLAPS toggle switch down turns on the flap motor on until the
flaps extend to the point where the "flaps extended" limit switch breaks the
circuit, turning the motor off.
Switching the FLAPS toggle switch up turns on the flap motor (spinning the
other direction), retracting the flaps until the "flaps retracted" limit
switch breaks the circuit, turning the motor off.
(Note that these are two separate circuits that just happen to use the same
electric motor and toggle switch.)
Usually, when a limit switch fails, it fails so the circuit is open. So the
flaps don't move.
What probably happened is that your "flaps retracted" switch has failed, so
the flaps already "think" they *are* up, so they don't go anywhere.
You can test the switch by using a piece of wire to bypass the limit switch.
If the switch is bad, then the flaps should start retracting. Look out! You
will get your hands pinched by the retracting flap if your reflexes are slow!
Replacing the limit switch (about US $25.00) is relatively cheap. They are
easy to get to since the flaps are extended, and are located in the left flap
well.
- - -
I suppose it could be the dashboard flap switch itself. This is easy to test.
Crawl behind the dashboard (it may be eaiser to remove the firewall "kidney
plate" access panel and reach it from the engine compartment), and use a piece
of wire to bypass the switch, going 12v to the "UP" terminal on the switch.
If the flaps now retract, it is a bad toggle switch.
Replacing the toggle switch is ... a nuisance, but again, relatively
inexpensive ($25). The toggle switch is a Cutler-Hammer switch, and they use
two screws to fasten to the dashboard. Beech used an aluminum lever on all
the toggle switches, giving it the "piano key" style we all know and love.
This lever need not be removed to get to the toggle. You will have to remove
the plastic piece just above the switches. Behind it are a series of access
holes that let you get to the upper mounting screw for the switch. Just
underneath the aluminum levers are a series of access holes for the lower
mounting screw for each toggle. Thes holes are not covered up, just out of
sight unless you get down low. You have to poke your screwdriver in about 1/2
inch (past the dashboard's decorative facing) before you reach the screw. It
will be easy to remove, but very difficult to put back in, because of the long
length involved. You can use a heavy, sticky compound (like axle grease) to
hold the screw onto the tip of the screwdriver to reinstall it, or you can do
what I did -- buy hex-head cap screws instead. They stay on the end of the
hex-style allen key all the way in the hole and easily fit back in.
You should be able to obtain a replacement limit switch or toggle switch from:
Arrell Aircraft
701 Del Norte Blvd., Suite 220
Oxnard, CA 93030
805-604-0439
805-604-0429 (fax)
Rick Leatherwood:
(I'm sure there are other sources for these parts, but this is the guy I like
to use.)
If the limit switch checks out okay and the toggle switch checks out okay,
then the next-to-last thing to confirm is the wiring itself. Make sure that
the wiring to the flap motor is good. With good toggle and limit switches, you
should be getting 12 volts to the "retract" side of the motor.
If you are not seeing 12v on a voltmeter, then you have bad wiring. A bad
connection (corrosion?), a broken wire, or a short in the line somewhere. You
will have to track it down and replace the bad wire.
If you *are* getting 12v to the motor, and it isn't spinning, then sorry, but
your flap motor is bad. Removing is isn't too difficult, as it is underneath
the front seat and sits right on top of the spar section, over the landing
gear retract motor. (I can't remember exactly what it looks like on the model
35 with the welded steel spar -- and whatever spar strengthening modification
that has been added). Remove the motor and repair it or replace it. Since it
*is* a simple electric motor, you may find a sympathetic automotive shop that
repairs starters and generators that may take pity, and repair it for you at
tolerable prices. Otherwise, you will be forced to send it off to an
aeromotive repair shop that will fix it, but at about 5 times the cost. I
believe the going rate is about $400.00. (Sigh)
Here are a few U.S. shops that will repair your motor, or perhaps take yours
in as a trade-in core, and sell you a ready-to-go reconditioned one:
Aircraft Systems
5187 Falcon Road
Rockford, IL 61109
815-399-0225
Commercial Aircraft Products, Inc.
2633 West Pawnee
PO Box 13196
Wichita, KS 67213-0196
Michael J. Sterling
316-942-7987
316-942-3588 (fax)
http://www.niar.twsu.edu/mamtc/directory/com_airc.htm
Cruiseair Aviation Inc.
Ramona Airport (RNM)
2428 Montecito Road
Ramona, CA 92065
760-789-8020
760-789-6935 (fax)
Dick Kuck
I can recommend Dick Kuck, as he is a short drive from me, but the others, I'm
sure, can do a fine job as well.
Best regards,
Ron Davis
GILLES BEDA wrote:
>
>
> DEAR SIR
> I HAVE A STRAIGHT 35 SN D677 1947 AND HAD SOME PROBLEMS WITH THE FLAP
> THEY STAY DOWN
> ANY IDEA? WHERE TO GET A FLOP MOTOR OR EVEN ECHANGE OR DO AN OVERHAUL
> ANY HELP ?
> THANK YOU ALL
> GILLES BEDA
> PARIS FRANCE
>
> BEDA GILLES
> TEL FAX 33 1 42 05 05 49
> E MAIL BEDA(at)NETCOURRIER.COM
________________________________________________________________________________
| From: | "Randy L. Thwing" <n4546v(at)mindspring.com> |
| Subject: | Re: Straight 35 pieces parts. |
A short addendum to all Ron's good info. On my '48 Straight 35 serial no.
D-1373, the flap limit switches are located inside the wing, on the aft edge
of the left main landing gear well. Mine have never stuck, but my Friend's
B35 has the same setup and has stuck before, he says you can pound (lightly)
on the top of the wing over the switch and it will usually pop loose and the
flaps will move. He used the "pounding" method in the field because to
access the limit switches in the wheel well requires opening the inner gear
doors for access. BE VERY CAREFUL hand cranking open the inner gear doors
if the ship is not properly supported on jacks, if you are forced to do
this, crank slowly and watch the downlocks, watch the downlocks, watch the
downlocks!! Stop before any movement of the downlocks occurs! The hand
crank is not supposed to be used for any gear retraction, but the inner
doors can be cranked open a bit in an emergency.
Regards,
Randy L. Thwing
>They are
> easy to get to since the flaps are extended, and are located in the left
flap
> well.
________________________________________________________________________________
| From: | BELTEDAIR(at)aol.com |
Message-ID: <45.c5a776b.28e0ef90(at)aol.com>
| Subject: | Re: Straight 35 pieces parts. |
Why don't you just come out and say he pounded the S--t out of the top of the
wing then cranked the doors open and sprayed the heck out of it with WD-40
also mention that this is his version of an annual. By the way what
difference will it make, We may mount our Bon. on a pole at the shop, do you
want me to save another corner of the building for yours?
Jess
________________________________________________________________________________
Message-ID: <3BAFBED2.A5E2960E(at)aerodata.net>
| From: | Jeff King <jeff(at)aerodata.net> |
| Subject: | Re: [Fwd: Point of view..] |
"David J. Spencer" wrote:
> It's horrible when people disagree with you isn't it?
Actually, all you did was asked a bunch of open ended questions. I didn't
see you disagree with anyone. Or should we replace all the question marks
with periods?
-Jeff
________________________________________________________________________________
Message-ID: <000e01c14556$6a49a5c0$0325fea9@ateam>
| From: | "Milton J" <ateam(at)foothill.net> |
OSQ32314(at)matronics.com>
| Subject: | Re: dropping the doors |
Date: Mon, 24 Sep 2001 17:06:09 -0700
Randy left out one thing for those of you who haven't been there before.
The nose wheel unlocks first, and you can drop her on the nose really easy.
The emergency safety is to chock the mains in front of the wheels, and the
nose aft of the wheel. Tie the tail down if possible..
Milt
----- Original Message -----
From: "Randy L. Thwing" <n4546v(at)mindspring.com>
Sent: Monday, September 24, 2001 9:22 AM
Subject: Re: Beech-List: Straight 35 pieces parts.
>
> A short addendum to all Ron's good info. On my '48 Straight 35 serial no.
> D-1373, the flap limit switches are located inside the wing, on the aft
edge
> of the left main landing gear well. Mine have never stuck, but my
Friend's
> B35 has the same setup and has stuck before, he says you can pound
(lightly)
> on the top of the wing over the switch and it will usually pop loose and
the
> flaps will move. He used the "pounding" method in the field because to
> access the limit switches in the wheel well requires opening the inner
gear
> doors for access. BE VERY CAREFUL hand cranking open the inner gear doors
> if the ship is not properly supported on jacks, if you are forced to do
> this, crank slowly and watch the downlocks, watch the downlocks, watch the
> downlocks!! Stop before any movement of the downlocks occurs! The hand
> crank is not supposed to be used for any gear retraction, but the inner
> doors can be cranked open a bit in an emergency.
> Regards,
> Randy L. Thwing
>
>
> >They are
> > easy to get to since the flaps are extended, and are located in the left
> flap
> > well.
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
Words from the weasle!
----- Original Message -----
From: "Joseph Kinney" <jakinney(at)earthlink.net>
Subject: Response
Dear Mr. Galley:
Thanks for your email.
Anyone who thinks that general aviation is of no risk to our security should
think again. If you wish to be informed, please take a look at the
following article:
http://www.accessatlanta.com/ajc/terrorism/atlanta/0926fair.html
People in Atlanta are hysterical and I am trying to avoid them (e.g., I
don't talk with the Atlanta media). The kinds of arguments that I have heard
from the GA community wouldn't give them --or me-- a lot of
confidence.
Of course there are about 600,000 pilots and another 97,000 student pilots
in the United States. I hope that we are intelligent enough to recognize
risks and to weigh them carefully.
Having gone to a college that Ben Franklin founded, I appreciate his wisdom.
But he lived more than 225 years ago, long before aircraft or buildings such
as the WTC were dreamed of.
I do not wish to see general aviation banned. Banning GA would destroy
numerous essential services. But I think that the debate on increased
regulation is just beginning. Try and make the debate a rational one.
Finally, no one as ever accused me of being afraid. As a Marine, I was shot
and bayoneted. I've paid my dues, sir. Don't attribute emotions to me that
couldn't be further from the truth. We need to stop thinking about our
selfish interests, and start caring about this great nation. I ask that you
pray for our country.
Joseph A. Kinney
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
| Subject: | Re: Fw: Response |
Hey... I thought we were going take this self serving "trash" off-line.
What happened?
David J. Spencer
Beech A23-24 VFR... At the bottom of the food chain...
djs(at)Group54.com
----- Original Message -----
From: "Cy Galley" <cgalley(at)qcbc.org>
Subject: Beech-List: Fw: Response
>
> Words from the weasle!
> ----- Original Message -----
> From: "Joseph Kinney" <jakinney(at)earthlink.net>
> To:
> Subject: Response
>
>
> Dear Mr. Galley:
>
> Thanks for your email.
>
> Anyone who thinks that general aviation is of no risk to our security
should
> think again. If you wish to be informed, please take a look at the
> following article:
>
> http://www.accessatlanta.com/ajc/terrorism/atlanta/0926fair.html
>
> People in Atlanta are hysterical and I am trying to avoid them (e.g., I
> don't talk with the Atlanta media). The kinds of arguments that I have
heard
> from the GA community wouldn't give them --or me-- a lot of
> confidence.
>
> Of course there are about 600,000 pilots and another 97,000 student pilots
> in the United States. I hope that we are intelligent enough to recognize
> risks and to weigh them carefully.
>
> Having gone to a college that Ben Franklin founded, I appreciate his
wisdom.
> But he lived more than 225 years ago, long before aircraft or buildings
such
> as the WTC were dreamed of.
>
> I do not wish to see general aviation banned. Banning GA would destroy
> numerous essential services. But I think that the debate on increased
> regulation is just beginning. Try and make the debate a rational one.
>
> Finally, no one as ever accused me of being afraid. As a Marine, I was
shot
> and bayoneted. I've paid my dues, sir. Don't attribute emotions to me
that
> couldn't be further from the truth. We need to stop thinking about our
> selfish interests, and start caring about this great nation. I ask that
you
> pray for our country.
>
> Joseph A. Kinney
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
,
"Luscombe Lunatics" , "fAA"
It is always nice to have a "professional" wrap himself as a combat veteran.
Even Timothy McVey was a veteran and we both know what he did.
I have a daughter who is an Air Force Academy Graduate and a Major soon to
be Lt. Col. She has worked for the CIA in NRO. She probably knows more about
airport security and General Aviation than you. She certainly has flown and
been in small GA planes. She knows that most of the GA do not have the
security potential you claim. She is presently overseas defending your
right to make your outrageous baseless comments.
You have made serious accusations with little or no facts. If you think GA
being a serious threat to national security then you are doing a good job of
"Chicken Little."
I would venture to say that there are more Ryder Trucks than GA planes. I
am quite sure there are more Semi Trucks than GA planes. Trucks that when
loaded could do more damage than GA planes. In either case, one would have a
chance of coming out of a terrorist attack alive using a truck. With a plane
one has to have a death wish.
I even doubt your pilot stats.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
-- Original Message -----
From: "Joseph Kinney" <jakinney(at)earthlink.net>
Subject: Response
Dear Mr. Galley:
Thanks for your email.
Anyone who thinks that general aviation is of no risk to our security should
think again. If you wish to be informed, please take a look at the
following article:
http://www.accessatlanta.com/ajc/terrorism/atlanta/0926fair.html
People in Atlanta are hysterical and I am trying to avoid them (e.g., I
don't talk with the Atlanta media). The kinds of arguments that I have heard
from the GA community wouldn't give them --or me-- a lot of
confidence.
Of course there are about 600,000 pilots and another 97,000 student pilots
in the United States. I hope that we are intelligent enough to recognize
risks and to weigh them carefully.
Having gone to a college that Ben Franklin founded, I appreciate his wisdom.
But he lived more than 225 years ago, long before aircraft or buildings such
as the WTC were dreamed of.
I do not wish to see general aviation banned. Banning GA would destroy
numerous essential services. But I think that the debate on increased
regulation is just beginning. Try and make the debate a rational one.
Finally, no one as ever accused me of being afraid. As a Marine, I was shot
and bayoneted. I've paid my dues, sir. Don't attribute emotions to me that
couldn't be further from the truth. We need to stop thinking about our
selfish interests, and start caring about this great nation. I ask that you
pray for our country.
Joseph A. Kinney
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Fw: Luscombe: Kinney Attack Article... |
----- Original Message -----
From: "Ashley Hall" <luscombe04k(at)hotmail.com>
Subject: Luscombe: Kinney Attack Article...
Kinney is a fear monger who is misguided at best, malevolent and self
serving at worst.
In his response to Cy he labels our commitment to preserving our aviation
heritage a "selfish interest" that threatens the security of our country. I
would respond by saying that interests such as these built this great nation
and are precisely what make it worth protecting.
He actually sounds like a ringer for the greedy land developer contingent
who are always trying to steal our airports. This issue could be easily
leveraged by that industry to influence public/political opinion for their
gain. It would be interesting to know what his real estate interests and
affiliations are if any.
Ash
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
| Subject: | Just a little thought |
Gentlemen and Ladies
I offer this only as a thought to get us through this and hope it is
received in the spirit of neutrality.
Perhaps we could pass this on for a day or two and each ad to it.
Maybe it will help us all understand better; maybe not. If you feel like
saying something derogatory about it feel free. That is, in itself, exactly
what makes us free.
Personally I don't think any of these people would ask for their lives back
if it meant revocation of the Constitution or relinquishing the rights and
freedoms that placed them in these places.
Any way here goes:
If I were to place pictures in a frame Entitled "THE PRICE OF FREEDOM'
I WOULD INCLUDE
A father and son lying dead side by side at Gettysburg
A wife or mother weeping for the son or daughter that will not come home.
The soldiers standing by the wire of a POW camp
The burning wreckage of a B17
D Day
People from other countries that have come to believe in our ideals fighting
and dying at our side
A lone soldier covered in snow watching the North Koreans from his solo
outpost with ice covered binoculars
The Chicago Riots at the 1968 democratic convention
The dead students at Kent State University
The haggard and wounded Vietnam veterans
The reuniting of the Children of the 60's
The smoke rising from the World Trade Center with a list of the names of the
dead
DW
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
It strikes me, that this is a site that is dedicated to keeping Sun on the
Beech. Anything posted that does not directly concern the actual operation
or maintenance of our aluminum mistresses should be considered "spam".
If we allow ourselves to get emotionally upset with daily events to where
we are posting statements and retorts to each other's views here, THEY have
won! That's their total intent, to disturb our normal, peaceful, way of
life.
Just finished my annual, think I'll go fly...See Ya!!
Milt D2440
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
"fAA" ,
| Subject: | Fw: RE: Luscombe: Response |
----- Original Message -----
From: "Byrnes, M. (Gerry)" <ByrneMG(at)texaco.com>
Subject: RE: RE: Luscombe: Response
This is a copy of the email that I have just sent to Mr. Kinney
Gerry
===============================================================
Date: Thu, 27 Sep 2001 08:19:46 -0700 (PDT)
From: "Gerry Byrnes"
Subject: Your article "Clamp down on General Aviation"
From: Mr. Gerry Byrnes
Mr. Kinney
I write to you from Europe, where we too are fortunate
to live in a free society and have a General Aviation
community (ailing though it is, due to over-regulation
and crippling taxation). Our society exists in this
relative security and freedom because of the blood
sacrifices made by previous generations of brave men
and women who laid down their lives, or gave the lives
of their sons and daughters, to pay the price that was
necessary to make it so.
Many of those who made that ultimate sacrifice in
paying for our freedom came from your country, and for
that reason, amongst others, there exists a strong
bond across the ocean between our various peoples. The
events of September 11th 2001 will forever be a day of
annual mourning. Just as I take my young son to the
local war memorial when we pay our respects every
Remembrance day, I am certain that we will all, with
heavy hearts, mark annually the recent atrocities at
the WTC and the Pentagon.
The freedoms that you enjoy in the US have also been
bought and paid for by your countrymen. I am led to
believe that you are a veteran yourself, and that you
were were wounded in combat. In that, you may be more
worthy of an opinion than I, who have been fortunate
enough to have never been called upon to wear a
uniform and carry a gun. Notwithstanding your better
claim to the moral high ground, I have to tell you
that I share the grave concerns of my friends in the
US regarding your position on GA. I believe that you
are guilty of a knee-jerk reaction to a problem that
exists only in your own imagination. I am far from
alone in that opinion. You may be surprised to hear
that your article has stirred up a wave of protest
from this side of the Atlantic to match that which you
are no doubt hearing about from the GA community in
the USA.
I have edited your article (and the byline), and yet
have changed surprisingly few words. Yes, what I have
written is a parody, it was intended to lampoon your
position. You may laugh at it, you may be enraged by
it, but do not do yourself the injustice of dismissing
it, for it may just lead you to reconsider. I have
also taken the liberty of re-writing history (for the
purposes of illustration) here. Just suppose, for a
moment, the chosen delivery method for those
unspeakable bastards had been a group of large trucks
loaded with explosives or flammable liquids....
Clamp Down on General Motoring
By Jock Sway
Thursday, September 27, 2001
Since Sept. 11 much welcome discussion has been
focused on ways to increase commercial trucking
security, which has often been lacking. But there is
another, equally frightening problem: the small,
private cars that clog our roads and populate small,
often remote, countryside parking areas.
General motoring, which serves business and
recreational drivers, encompasses 23,000,000 small
trucks and vans and about 100,000,000 cars driven by
about 180,000,000 people with licenses. Each of these
larger vans could easily be transformed into a weapon
of mass destruction if it were laden with explosives.
The sheer number of cars tells only part of the story.
Anyone who has visited a parking lot knows that
security is often poor or, more often, nonexistent.
Most of these facilities have no fences, gates, or
patroling security officers. Worst of all, there is no
requirement at these facilities that cars be locked,
and many are left open or are protected by locks that
can be opened in a matter of seconds. In most cases,
starting a car is easier than removing the security
chain from a stolen bicycle.
Before and after a car journey, there are few
restrictions upon the motorist. The drivers simply
follow roadsigns pointing to their destination, often
in distant locations, and away they go. Nothing can be
done to stop them from entering urban roads. As any
driver knows, these small vehicles frequently wander
into adjacent lanes, often jeopardizing commercial or
military trucks.
All cars should be locked and secured. Larger parking
lots should be fenced and have controled entry.
Ignition devices should be modified to eliminate the
possibility of unauthorized use. Tollbooths around
larger cities should be further restricted to prohibit
entry by such vehicles. This may mean curtailing
parking rights of such vehicles at shopping malls,
cinemas and restaurants.
Such measures might make life more difficult for the
private car user. But if security experts continue to
focus strictly on commercial road transport, we may
find ourselves guilty, once again, of fighting the
last war only to see ourselves outsmarted by a more
creative foe.
-- Jock Sway
is a member of the public who find it difficult to
tolerate fools.
DLAHF - subscription info: http://www.luscombe.org/directory.html
==
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________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
Good point but these are not "normal times" and it seems relatively harmless
for us to share emotions during a crisis, Actually it is nice to get to
know everyone a little better. We seem to have a very diverse and
interesting well educated group with a lot to contribute. Stress can kill
you and if we can all blow off a little steam here for a couple of weeks;
why not???
-----Original Message-----
From: Milton J <ateam(at)foothill.net>
Date: Thursday, September 27, 2001 12:14 PM
Subject: Beech-List: Re: Beech-List
>
>It strikes me, that this is a site that is dedicated to keeping Sun on the
>Beech. Anything posted that does not directly concern the actual operation
>or maintenance of our aluminum mistresses should be considered "spam".
>
> If we allow ourselves to get emotionally upset with daily events to where
>we are posting statements and retorts to each other's views here, THEY have
>won! That's their total intent, to disturb our normal, peaceful, way of
>life.
>
>Just finished my annual, think I'll go fly...See Ya!!
>
>Milt D2440
>
>
________________________________________________________________________________
| From: | "David J. Spencer" <djohnspe(at)msn.com> |
So your post is spam?
David
----- Original Message -----
From: "Milton J" <ateam(at)foothill.net>
Subject: Beech-List: Re: Beech-List
>
> It strikes me, that this is a site that is dedicated to keeping Sun on the
> Beech. Anything posted that does not directly concern the actual
operation
> or maintenance of our aluminum mistresses should be considered "spam".
>
> If we allow ourselves to get emotionally upset with daily events to where
> we are posting statements and retorts to each other's views here, THEY
have
> won! That's their total intent, to disturb our normal, peaceful, way of
> life.
>
> Just finished my annual, think I'll go fly...See Ya!!
>
> Milt D2440
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Fw: Luscombe: FW: A different perspective... |
----- Original Message -----
From: "Bernard, Richard G" <richard.g.bernard(at)Boeing.com>
Subject: Luscombe: FW: A different perspective...
My .02
> A different perspective...
>
>
> By now everyone has been hearing the death toll rise and reports of the
destruction from the terrorist attacks on the US. These were deplorable acts
that we will never forget.
>
> But now is a time to look at the other side of the numbers coming out of
New York, Washington and Pennsylvania. The sad but somewhat uplifting side
that the mainstream media has not reported yet - the SURVIVAL rates.
>
> POSITIVE STATISTICS
>
> The Buildings
>
> The World Trade Center - The twin towers of the World Trade Center were
places of employment for some 50,000 people. With the missing list of just
over 5,000 people, that means 90% of the people targeted survived the
attack. A 90% grade on most any test is an 'A'.
>
> The Pentagon - Some 23,000 people were the target of a third plane aimed
at the Pentagon. The latest count shows that only 123 lost their lives. That
is an amazing 99.5% survival rate. In addition, the plane seems to have come
in too low, too early to affect a large portion of the building. On top of
that, the section that was hit was the first of five sections to undergo
renovations that would help protect the Pentagon from terrorist attacks. It
had recently completed straightening and blast proofing, saving untold
lives. This attack was sad, but once again, a statistical failure.
>
> The Planes
>
> American Airlines Flight 77 This Boeing 757 that was flown into the
outside of the Pentagon could have carried up to 289 people, yet only 64
were aboard. Luckily 78% of the seats were empty.
>
> American Airlines Flight 11 This Boeing 767 could have had up to 351
people aboard, but only carried 92. Thankfully 74% of the seats were
unfilled.
>
> United Airlines Flight 175 Another Boeing 767 that could have contained
351 people only had 65 people on board. Fortunately it was 81% empty.
>
> United Airlines Flight 93 This Boeing 757 was one of the most uplifting
stories yet. The smallest flight to be hijacked with only 45 people aboard
out of a possible 289 had 84% of its capacity unused. Yet
> these people stood up to the attackers and thwarted a fourth attempted
destruction of a national landmark, saving untold numbers of lives in the
process.
>
> In Summary
>
> Out of potentially 74,280 Americans directly targeted by these inept
cowards, 93% survived or avoided the attacks. That's a higher survival rate
than heart attacks, breast cancer, kidney transplants and liver
transplants - all common, survivable illnesses.
>
>
> Don't fear these terrorists. The odds are against them.
>
>
DLAHF - subscription info: http://www.luscombe.org/directory.html
==
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________________________________________________________________________________
| From: | Brian Walker <walkmet(at)usa.net> |
Have I stepped back 25 years? Am I monitoring channel 19 on the CB?
I enjoy this sight because we can exchange information and ideas about fixing
and flying old airplanes. I am now reluctant to open mail due to all the
unrelated chatter. There are plenty of sights out there where you guys can
discuss politics and exchange insults, please leave this one alone!!
Thanks,
Brian Walker D3596
"David J. Spencer" wrote:
So your post is spam?
David
----- Original Message -----
From: "Milton J" <ateam(at)foothill.net>
Subject: Beech-List: Re: Beech-List
>
> It strikes me, that this is a site that is dedicated to keeping Sun on the
> Beech. Anything posted that does not directly concern the actual
operation
> or maintenance of our aluminum mistresses should be considered "spam".
>
> If we allow ourselves to get emotionally upset with daily events to where
> we are posting statements and retorts to each other's views here, THEY
have
> won! That's their total intent, to disturb our normal, peaceful, way of
> life.
>
> Just finished my annual, think I'll go fly...See Ya!!
>
> Milt D2440
>
>
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
I just replaced the emergency exit windows with tinted ones. If anyone
needs these two that I removed, let me know before they go onto ebay.
They're in very good condition, no crazing or swirling, and about 5 years
old. CHEEP! Make me an offer, they'll cost about 9 bucks to mail USPS
Priority within ConUS.
Al
________________________________________________________________________________
| From: | MMMARKMM(at)aol.com |
bravo Brian
mark
________________________________________________________________________________
| From: | Jon Alston <jalsto(at)swbell.net> |
Hello everyone.
Hope this Friday find everyone somewhat more peaceful than in the last few
days.
I have a D 35 with a E185-11 and the @%##% Hartzell prop. The engine has
close to 1000 smoh, and the prop around 850 since new. All compressions are
good, and the prop AD was c/w about 2 years ago (teardown/ inspection).
When I am climbing out, power at full throttle and prop at 2300, I get
momentary deepenings of the engine sound. It will last for a few seconds at
a time, then quit. A few seconds later it begins again for a few seconds and
stops again. This goes on until I level off and reduce the prop to 2150 for
cruise. The engine note then takes on the same sound as it was making
intermittently during the climb.
Everything under the cowl is tight. I have looked and looked but cannot find
anything that may be making contact with the airframe to transmit noise. The
engine mounts are a year old and properly torqued.
The engine instruments do not show any difference while the noise is being
made. I am at a loss.
Any suggestions?
Jon Alston
N2191D
D3538
RBD
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
| Subject: | Re: Funny noises |
Check Prop balance
Check cylinder compression for a sticking valve (which by the way cost me an
engine and a dead stick landing)
Check for metal in screens/filter in case counterweight bushings are wearing
definitely compression checks
Also check induction seals for leakage (sucking air)
-----Original Message-----
From: Jon Alston <jalsto(at)swbell.net>
Date: Friday, September 28, 2001 10:52 AM
Subject: Beech-List: Funny noises
>
>
> Hello everyone.
>Hope this Friday find everyone somewhat more peaceful than in the last few
>days.
>
>I have a D 35 with a E185-11 and the @%##% Hartzell prop. The engine has
>close to 1000 smoh, and the prop around 850 since new. All compressions are
>good, and the prop AD was c/w about 2 years ago (teardown/ inspection).
>When I am climbing out, power at full throttle and prop at 2300, I get
>momentary deepenings of the engine sound. It will last for a few seconds at
>a time, then quit. A few seconds later it begins again for a few seconds
and
>stops again. This goes on until I level off and reduce the prop to 2150 for
>cruise. The engine note then takes on the same sound as it was making
>intermittently during the climb.
>Everything under the cowl is tight. I have looked and looked but cannot
find
>anything that may be making contact with the airframe to transmit noise.
The
>engine mounts are a year old and properly torqued.
>The engine instruments do not show any difference while the noise is being
>made. I am at a loss.
>Any suggestions?
>
>Jon Alston
>N2191D
>D3538
>RBD
>
>
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Funny noises |
check your flame cones in he mufflers
----- Original Message -----
From: "Jon Alston" <jalsto(at)swbell.net>
Subject: Beech-List: Funny noises
>
>
> Hello everyone.
> Hope this Friday find everyone somewhat more peaceful than in the last few
> days.
>
> I have a D 35 with a E185-11 and the @%##% Hartzell prop. The engine has
> close to 1000 smoh, and the prop around 850 since new. All compressions
are
> good, and the prop AD was c/w about 2 years ago (teardown/ inspection).
> When I am climbing out, power at full throttle and prop at 2300, I get
> momentary deepenings of the engine sound. It will last for a few seconds
at
> a time, then quit. A few seconds later it begins again for a few seconds
and
> stops again. This goes on until I level off and reduce the prop to 2150
for
> cruise. The engine note then takes on the same sound as it was making
> intermittently during the climb.
> Everything under the cowl is tight. I have looked and looked but cannot
find
> anything that may be making contact with the airframe to transmit noise.
The
> engine mounts are a year old and properly torqued.
> The engine instruments do not show any difference while the noise is being
> made. I am at a loss.
> Any suggestions?
>
> Jon Alston
> N2191D
> D3538
> RBD
>
>
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Re: Funny noises |
Jon,
I probably won't be the first to say that it's difficult to troubleshoot
noises over the Internet, but here goes anyway:
If the noise comes back, goes away, comes back (repeat), then it sounds more
like an induction problem, or a carb problem. Maybe the alt air door is
popping open and shut. Easy to check -- duct tape it shut for a flight, and
see if the problem still occurs. Otherwise, it may be something "important"
thats loose in the PS-5C carb.
It may be your prop governor unit having a hard time maintaining pitch, so you
hear a slight change as the pitch changes. It goes away when the prop catches
back up. I'm not sure how you will be able to monitor the oil pressure as
this happens, maybe a Tee fitting with an oil line to an oil pressure gauge
into the cockpit. Take the kidney plate off and run it though there (quick
test flight only).
If this is a metallic or rattling sound, then its time to look for your
mechanic's lost wrench in the engine compartment. I've had a screwdriver stow
away behind the cowl cheek panel for a few hours.
Or maybe its the landing gear doors. Mine are a certainly a bit loose when
open on the ground, and the may be a bit loose when retracted, but I'm too
cheap to do anything about it right now. Those bushings are expensive.
Anyway, keep us posted.
Ron Davis
Jon Alston wrote:
>
>
> Hello everyone.
> Hope this Friday find everyone somewhat more peaceful than in the last few
> days.
>
> I have a D 35 with a E185-11 and the @%##% Hartzell prop. The engine has
> close to 1000 smoh, and the prop around 850 since new. All compressions are
> good, and the prop AD was c/w about 2 years ago (teardown/ inspection).
> When I am climbing out, power at full throttle and prop at 2300, I get
> momentary deepenings of the engine sound. It will last for a few seconds at
> a time, then quit. A few seconds later it begins again for a few seconds and
> stops again. This goes on until I level off and reduce the prop to 2150 for
> cruise. The engine note then takes on the same sound as it was making
> intermittently during the climb.
> Everything under the cowl is tight. I have looked and looked but cannot find
> anything that may be making contact with the airframe to transmit noise. The
> engine mounts are a year old and properly torqued.
> The engine instruments do not show any difference while the noise is being
> made. I am at a loss.
> Any suggestions?
>
> Jon Alston
> N2191D
> D3538
> RBD
________________________________________________________________________________
| Subject: | Re: Funny noises |
Jon,
Some background questions:
Does the RPM on your tach change with the sound? How about fuel flow and
manifold pressure readings? Does it do it before you retract you gear or
only after? If you using flaps on takeoff, then the same question applies.
Have you tried to change prop setting while climbing to see if there is a
difference? Also, change pitch (airspeed) and see what happens.
Using these exercises, and a little experimentation, it may allow for a
troubleshooting of the cause of the noise.
Joe
>
>
> Hello everyone.
>Hope this Friday find everyone somewhat more peaceful than in the last few
>days.
>
>I have a D 35 with a E185-11 and the @%##% Hartzell prop. The engine has
>close to 1000 smoh, and the prop around 850 since new. All compressions are
>good, and the prop AD was c/w about 2 years ago (teardown/ inspection).
>When I am climbing out, power at full throttle and prop at 2300, I get
>momentary deepenings of the engine sound. It will last for a few seconds at
>a time, then quit. A few seconds later it begins again for a few seconds and
>stops again. This goes on until I level off and reduce the prop to 2150 for
>cruise. The engine note then takes on the same sound as it was making
>intermittently during the climb.
>Everything under the cowl is tight. I have looked and looked but cannot find
>anything that may be making contact with the airframe to transmit noise. The
>engine mounts are a year old and properly torqued.
>The engine instruments do not show any difference while the noise is being
>made. I am at a loss.
>Any suggestions?
>
>Jon Alston
>N2191D
>D3538
>RBD
>
>
________________________________________________________________________________
| From: | Brian Walker <walkmet(at)usa.net> |
I am about to embark on the Journey of servicing my 215 Prop at the 250 hour
interval. I would appreciate any technical or moral support!
I have a service manual, but I am sure many of you might have some hints.
Thanks
Brian Walker
D-3596
________________________________________________________________________________
| From: | "Robert Fish" <roblfish(at)earthlink.net> |
That is the happening!
----- Original Message -----
From: "Milton J" <ateam(at)foothill.net>
Subject: Beech-List: Re: Beech-List
>
> It strikes me, that this is a site that is dedicated to keeping Sun on the
> Beech. Anything posted that does not directly concern the actual
operation
> or maintenance of our aluminum mistresses should be considered "spam".
>
> If we allow ourselves to get emotionally upset with daily events to where
> we are posting statements and retorts to each other's views here, THEY
have
> won! That's their total intent, to disturb our normal, peaceful, way of
> life.
>
> Just finished my annual, think I'll go fly...See Ya!!
>
> Milt D2440
>
>
________________________________________________________________________________
| From: | "Steven Dortch" <smallfish(at)enid.com> |
I am sorry to have to unsubscribe. I am being activated by the National
Guard for 6 months and will not be able to manage much Email from where I
will be stationed.
And Just when I wanted to learn about servicing the 215 prop. . My plane is
within a weeks worth of work in order to fly and now I will have to close it
up and go away for at least six months. Oh well, I signed the contract.
See y'all in Six months and thanks for all the great tips.
I'll Face You (My Regiment's Motto)
Steve Dortch
4512V
1948 Straight 35 close to flying
----- Original Message -----
From: Brian Walker <walkmet(at)usa.net>
Subject: Beech-List:
>
> I am about to embark on the Journey of servicing my 215 Prop at the 250
hour
> interval. I would appreciate any technical or moral support!
> I have a service manual, but I am sure many of you might have some hints.
> Thanks
> Brian Walker
> D-3596
>
>
________________________________________________________________________________
| From: | Jon Alston <jalsto(at)swbell.net> |
| Subject: | Re: Funny noises |
Thanks to all for the input. Make the list really worth the time to read
every day.
I realize the difficulty of diagnosing funny noises over the internet. Or
while flying for that matter.
Several asked questions, so let me address them.
There are no changes to the feel of the engine or to the engine instruments
at all. I have a pressure carb, so there is no fuel flow gauge. I have a new
induction tube, nice and tight, the alternate air door on the carb airbox is
not to blame either. The flame cones in the mufflers are in good shape.
Someone mentioned gear doors (was that you, Ron Davis?). The bushings on the
nosegear doors are tight when closed, as are the mains. But, they could be
vibrating at high AOA's during the climb.
The suggestion to change the prop pitch in climb may have hit upon
something. I will try that. I have heard (ugly) stories of pitch stops being
set unequally. Sounds expensive.
Jon Alston
N2191D
D3538
> >
> >
> > Hello everyone.
> >Hope this Friday find everyone somewhat more peaceful than in the last
few
> >days.
> >
> >I have a D 35 with a E185-11 and the @%##% Hartzell prop. The engine has
> >close to 1000 smoh, and the prop around 850 since new. All compressions
are
> >good, and the prop AD was c/w about 2 years ago (teardown/ inspection).
> >When I am climbing out, power at full throttle and prop at 2300, I get
> >momentary deepenings of the engine sound. It will last for a few seconds
at
> >a time, then quit. A few seconds later it begins again for a few seconds
and
> >stops again. This goes on until I level off and reduce the prop to 2150
for
> >cruise. The engine note then takes on the same sound as it was making
> >intermittently during the climb.
> >Everything under the cowl is tight. I have looked and looked but cannot
find
> >anything that may be making contact with the airframe to transmit noise.
The
> >engine mounts are a year old and properly torqued.
> >The engine instruments do not show any difference while the noise is
being
> >made. I am at a loss.
> >Any suggestions?
> >
> >Jon Alston
> >N2191D
> >D3538
> >RBD
> >
> >
>
>
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
Via Con Dios Steve, we owe you one!
----- Original Message -----
From: "Steven Dortch" <smallfish(at)enid.com>
Subject: Re: Beech-List:
>
> I am sorry to have to unsubscribe. I am being activated by the National
> Guard for 6 months and will not be able to manage much Email from where I
> will be stationed.
>
> And Just when I wanted to learn about servicing the 215 prop. . My plane
is
> within a weeks worth of work in order to fly and now I will have to close
it
> up and go away for at least six months. Oh well, I signed the contract.
>
> See y'all in Six months and thanks for all the great tips.
>
> I'll Face You (My Regiment's Motto)
>
> Steve Dortch
> 4512V
> 1948 Straight 35 close to flying
>
>
> ----- Original Message -----
> From: Brian Walker <walkmet(at)usa.net>
> To:
> Subject: Beech-List:
>
>
> >
> > I am about to embark on the Journey of servicing my 215 Prop at the 250
> hour
> > interval. I would appreciate any technical or moral support!
> > I have a service manual, but I am sure many of you might have some
hints.
> > Thanks
> > Brian Walker
> > D-3596
> >
> >
>
>
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Funny noises |
Hey Jon, another thought! Check the lower fuel sump door.. I had mine come
loose in flight, and thought it was a blown manifold gasket from the sound
it made.
----- Original Message -----
From: "Jon Alston" <jalsto(at)swbell.net>
Subject: Re: Beech-List: Funny noises
>
> Thanks to all for the input. Make the list really worth the time to read
> every day.
> I realize the difficulty of diagnosing funny noises over the internet. Or
> while flying for that matter.
> Several asked questions, so let me address them.
> There are no changes to the feel of the engine or to the engine
instruments
> at all. I have a pressure carb, so there is no fuel flow gauge. I have a
new
> induction tube, nice and tight, the alternate air door on the carb airbox
is
> not to blame either. The flame cones in the mufflers are in good shape.
>
> Someone mentioned gear doors (was that you, Ron Davis?). The bushings on
the
> nosegear doors are tight when closed, as are the mains. But, they could be
> vibrating at high AOA's during the climb.
> The suggestion to change the prop pitch in climb may have hit upon
> something. I will try that. I have heard (ugly) stories of pitch stops
being
> set unequally. Sounds expensive.
> Jon Alston
> N2191D
> D3538
>
>
> > >
> > >
> > > Hello everyone.
> > >Hope this Friday find everyone somewhat more peaceful than in the last
> few
> > >days.
> > >
> > >I have a D 35 with a E185-11 and the @%##% Hartzell prop. The engine
has
> > >close to 1000 smoh, and the prop around 850 since new. All compressions
> are
> > >good, and the prop AD was c/w about 2 years ago (teardown/ inspection).
> > >When I am climbing out, power at full throttle and prop at 2300, I get
> > >momentary deepenings of the engine sound. It will last for a few
seconds
> at
> > >a time, then quit. A few seconds later it begins again for a few
seconds
> and
> > >stops again. This goes on until I level off and reduce the prop to 2150
> for
> > >cruise. The engine note then takes on the same sound as it was making
> > >intermittently during the climb.
> > >Everything under the cowl is tight. I have looked and looked but cannot
> find
> > >anything that may be making contact with the airframe to transmit
noise.
> The
> > >engine mounts are a year old and properly torqued.
> > >The engine instruments do not show any difference while the noise is
> being
> > >made. I am at a loss.
> > >Any suggestions?
> > >
> > >Jon Alston
> > >N2191D
> > >D3538
> > >RBD
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
Good luck and Godspeed!
----- Original Message -----
From: "Steven Dortch" <smallfish(at)enid.com>
Subject: Re: Beech-List:
>
> I am sorry to have to unsubscribe. I am being activated by the National
> Guard for 6 months and will not be able to manage much Email from where I
> will be stationed.
>
> And Just when I wanted to learn about servicing the 215 prop. . My plane
is
> within a weeks worth of work in order to fly and now I will have to close
it
> up and go away for at least six months. Oh well, I signed the contract.
>
> See y'all in Six months and thanks for all the great tips.
>
> I'll Face You (My Regiment's Motto)
>
> Steve Dortch
> 4512V
> 1948 Straight 35 close to flying
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
Good Luck. Our prayers and good fortunes go with you!
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
----- Original Message -----
From: "Steven Dortch" <smallfish(at)enid.com>
Subject: Re: Beech-List:
I am sorry to have to unsubscribe. I am being activated by the National
Guard for 6 months and will not be able to manage much Email from where I
will be stationed.
And Just when I wanted to learn about servicing the 215 prop. . My plane is
within a weeks worth of work in order to fly and now I will have to close it
up and go away for at least six months. Oh well, I signed the contract.
See y'all in Six months and thanks for all the great tips.
I'll Face You (My Regiment's Motto)
Steve Dortch
4512V
1948 Straight 35 close to flying
----- Original Message -----
From: Brian Walker <walkmet(at)usa.net>
Subject: Beech-List:
>
> I am about to embark on the Journey of servicing my 215 Prop at the 250
hour
> interval. I would appreciate any technical or moral support!
> I have a service manual, but I am sure many of you might have some hints.
> Thanks
> Brian Walker
> D-3596
>
>
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
Steve,
We all wish you well.
Fight our battles for us, and come back safe and sound.
Thanks to you and your buddies, we will still be here when you return.
And you can read the archives when you get back :-)
Best,
Ron Davis
Steven Dortch wrote:
>
>
> I am sorry to have to unsubscribe. I am being activated by the National
> Guard for 6 months and will not be able to manage much Email from where I
> will be stationed.
>
> And Just when I wanted to learn about servicing the 215 prop. . My plane is
> within a weeks worth of work in order to fly and now I will have to close it
> up and go away for at least six months. Oh well, I signed the contract.
>
> See y'all in Six months and thanks for all the great tips.
>
> I'll Face You (My Regiment's Motto)
>
> Steve Dortch
> 4512V
> 1948 Straight 35 close to flying
>
> ----- Original Message -----
> From: Brian Walker <walkmet(at)usa.net>
> To:
> Subject: Beech-List:
>
> >
> > I am about to embark on the Journey of servicing my 215 Prop at the 250
> hour
> > interval. I would appreciate any technical or moral support!
> > I have a service manual, but I am sure many of you might have some hints.
> > Thanks
> > Brian Walker
> > D-3596
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Re: 215 prop / 250-hr notes |
Brian,
The 215 series propeller is fairly straightforward.
There was an American Bonanza Society Magazine article about the 250-hr.
service a while back, and there is a link to a PDF file of that article on the
web at:
http://madaket.netwizards.net/vtail/PropArticle.pdf
Remember, this is a two-man job, at least. Preferably three. The prop is
heavy, and you are NOT going to be able to delicately maneuver a big propeller
easily by yourself. Luckily, your helpers don't need much expertise, just
muscles. A couple of two-step ladders are extremely helpful if you or your
muscular help aren't 6'-6".
Before you remove even the spinner, take a bottle of your wife's fingernail
polish and use it to place a tiny dab of identifying dot on the spinner and a
place on the prop, say one of the blade clamps. Same with the spinner
backplates. If your prop is dynamically balanced, this will help keep it
balanced as you can put it back together in the same location.
Removing the prop nut will take force. It should've been put on with 350
FOOT-LBS (not inch-lbs) of force. Aero propeller has a 5 ft. long bar about
1-1/4" thick, and the tighten it until the bar starts bending. DO NOT USE A
CROWBAR! The hexagonal bar will certainly damage the prop nut. Use the center
bar from a barbell weight set, or something similar. Be careful as you loosen
the prop nut that you don't clobber the pitch control bolts that poke out of
the hub.
Use bits of tape or a Sharpie marker to identify how the parts are assembled
as you slowly disassemble everything. It will make life much easier when it
is time to put things back together.
You will have to take off a spinner backplate to gain access to the six
screw/nut combos that hold the prop pitch change assembly to the engine.
These are the ones that go thru the rubber grommets. A large long-length
screwdriver will make life easier.
As for the prop pitch motor, make sure you label each of the terminals so the
motor won't run backwards when you put it back together. I used safety wire
to create a sort of "wiring harness" so that all the eye terminals are
attached in a bundle and properly spaced and spread apart to match the post
terminals on the motor. Nobody can get it backwards now.
With the assembly loose, you should be able to pull it forward to clear the
engine's shaft, then rotate it from the 9:00 position to about the 12:00
position, then tip the whole assembly skyward to ease the prop pitch motor
assembly around the cowl's nose bowl, then pull it forward to clear
everything. (Hmmm. Something's not quite right about this step. I think I
missed something, but I can't remember what right now.)
As the article says, you only have to remove the prop (& hub combo). You don't
have to disassemble the propeller blades from the hub. Whew.
Continue disassembly to get at the bearing, and do the re-greasing procedure.
Might as well check all the other bits you see for wear and condition, too.
- - -
The rest of the article is good, and explains things fairly well.
As it recommends, it is also a good time to look over the prop pitch motor.
The brushes cost upwards of $35.00 apiece, which is insane, but right in line
there with other Raytheon prices. Sigh. Change 'em when they are below 50%.
If you keep a log of brush lengths at every 250-hr interval, then you should
be able to predict how long your brushes will last. Also, check the motor's
gear, bushings, and the gearbox's special grease. Overhauling the entire
motor at Aero Propeller is a $400 exercise. Another reason to use the motor
only when you have to. Turn off the AUTO switch when in cruise, and blip it
on/off every 10 minutes or so to reduce wear on the motor.
- - -
Safety wiring the spinner backplate once the prop is back in position is a
pain to do, but it should still be done. You *can* mount the prop with one of
the backplates already attached (and safetied).
When things are back together, you may want to cough up the additional $150 or
so to have the prop dynamically balanced -- again. Since the weight of a
single screw or even the length of safety wire (!) can make a difference, you
may want to invest in this. Its up to you.
One last thing -- two last things.
Aero Propeller recommends that you get new rubber grommet/bushings for the
propeller mount assembly. Tighten them until the rubber grommet begins to
turn with the bolt. Then stop. You have reached the proper torque. These
bushings are about $10 each.
Once everything is back on, expect it to sling the excess grease out for 5
hours after this is done, maybe ten. If you notice that there are still
rivulets of grease on the back side of the blade after 15 hours of use, then
you may want to open it back up and see if your seals are holding, or if you
were just overzealous with the grease. Better safe than sorry, here.
Ron Davis
Brian Walker wrote:
>
>
> I am about to embark on the Journey of servicing my 215 Prop at the 250 hour
> interval. I would appreciate any technical or moral support!
> I have a service manual, but I am sure many of you might have some hints.
> Thanks
> Brian Walker
> D-3596
________________________________________________________________________________
| From: | Brian Walker <walkmet(at)usa.net> |
| Subject: | Re: 215 prop / 250-hr notes] |
"Ron Davis" wrote:
Ron,
Thanks so much for the input. I hoped you would reply, it's a real pleasure
having one with your knowledge on this site. I'll look up the ABS article on
the CD and copy it. I thought the blades needed to be greased too? Will
please me if they need not be removed.
Thanks again, I'll let you knoe how it goes.
Brian Walker
D-3596
Brian,
The 215 series propeller is fairly straightforward.
There was an American Bonanza Society Magazine article about the 250-hr.
service a while back, and there is a link to a PDF file of that article on
the
web at:
http://madaket.netwizards.net/vtail/PropArticle.pdf
Remember, this is a two-man job, at least. Preferably three. The prop is
heavy, and you are NOT going to be able to delicately maneuver a big
propeller
easily by yourself. Luckily, your helpers don't need much expertise, just
muscles. A couple of two-step ladders are extremely helpful if you or your
muscular help aren't 6'-6".
Before you remove even the spinner, take a bottle of your wife's fingernail
polish and use it to place a tiny dab of identifying dot on the spinner and a
place on the prop, say one of the blade clamps. Same with the spinner
backplates. If your prop is dynamically balanced, this will help keep it
balanced as you can put it back together in the same location.
Removing the prop nut will take force. It should've been put on with 350
FOOT-LBS (not inch-lbs) of force. Aero propeller has a 5 ft. long bar about
1-1/4" thick, and the tighten it until the bar starts bending. DO NOT USE A
CROWBAR! The hexagonal bar will certainly damage the prop nut. Use the
center
bar from a barbell weight set, or something similar. Be careful as you loosen
the prop nut that you don't clobber the pitch control bolts that poke out of
the hub.
Use bits of tape or a Sharpie marker to identify how the parts are assembled
as you slowly disassemble everything. It will make life much easier when it
is time to put things back together.
You will have to take off a spinner backplate to gain access to the six
screw/nut combos that hold the prop pitch change assembly to the engine.
These are the ones that go thru the rubber grommets. A large long-length
screwdriver will make life easier.
As for the prop pitch motor, make sure you label each of the terminals so the
motor won't run backwards when you put it back together. I used safety wire
to create a sort of "wiring harness" so that all the eye terminals are
attached in a bundle and properly spaced and spread apart to match the post
terminals on the motor. Nobody can get it backwards now.
With the assembly loose, you should be able to pull it forward to clear the
engine's shaft, then rotate it from the 9:00 position to about the 12:00
position, then tip the whole assembly skyward to ease the prop pitch motor
assembly around the cowl's nose bowl, then pull it forward to clear
everything. (Hmmm. Something's not quite right about this step. I think I
missed something, but I can't remember what right now.)
As the article says, you only have to remove the prop (& hub combo). You
don't
have to disassemble the propeller blades from the hub. Whew.
Continue disassembly to get at the bearing, and do the re-greasing procedure.
Might as well check all the other bits you see for wear and condition, too.
- - -
The rest of the article is good, and explains things fairly well.
As it recommends, it is also a good time to look over the prop pitch motor.
The brushes cost upwards of $35.00 apiece, which is insane, but right in line
there with other Raytheon prices. Sigh. Change 'em when they are below 50%.
If you keep a log of brush lengths at every 250-hr interval, then you should
be able to predict how long your brushes will last. Also, check the motor's
gear, bushings, and the gearbox's special grease. Overhauling the entire
motor at Aero Propeller is a $400 exercise. Another reason to use the motor
only when you have to. Turn off the AUTO switch when in cruise, and blip it
on/off every 10 minutes or so to reduce wear on the motor.
- - -
Safety wiring the spinner backplate once the prop is back in position is a
pain to do, but it should still be done. You *can* mount the prop with one
of
the backplates already attached (and safetied).
When things are back together, you may want to cough up the additional $150
or
so to have the prop dynamically balanced -- again. Since the weight of a
single screw or even the length of safety wire (!) can make a difference, you
may want to invest in this. Its up to you.
One last thing -- two last things.
Aero Propeller recommends that you get new rubber grommet/bushings for the
propeller mount assembly. Tighten them until the rubber grommet begins to
turn with the bolt. Then stop. You have reached the proper torque. These
bushings are about $10 each.
Once everything is back on, expect it to sling the excess grease out for 5
hours after this is done, maybe ten. If you notice that there are still
rivulets of grease on the back side of the blade after 15 hours of use, then
you may want to open it back up and see if your seals are holding, or if you
were just overzealous with the grease. Better safe than sorry, here.
Ron Davis
Brian Walker wrote:
>
>
> I am about to embark on the Journey of servicing my 215 Prop at the 250
hour
> interval. I would appreciate any technical or moral support!
> I have a service manual, but I am sure many of you might have some hints.
> Thanks
> Brian Walker
> D-3596
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
Good for you pardner; Wish I could participate but can't convince them I'm any
younger than 64, keep our email addresses for when you get back; We'el help
bring the bird up to new.
Pete '47 Bonanza 4579 V
A J DeMarzo wrote:
>
> Good luck and Godspeed!
>
> ----- Original Message -----
> From: "Steven Dortch" <smallfish(at)enid.com>
> To:
> Subject: Re: Beech-List:
>
> >
> > I am sorry to have to unsubscribe. I am being activated by the National
> > Guard for 6 months and will not be able to manage much Email from where I
> > will be stationed.
> >
> > And Just when I wanted to learn about servicing the 215 prop. . My plane
> is
> > within a weeks worth of work in order to fly and now I will have to close
> it
> > up and go away for at least six months. Oh well, I signed the contract.
> >
> > See y'all in Six months and thanks for all the great tips.
> >
> > I'll Face You (My Regiment's Motto)
> >
> > Steve Dortch
> > 4512V
> > 1948 Straight 35 close to flying
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
, "fAA"
| Subject: | Fw: Thurs aviation update |
----- Original Message -----
From: "Dick Knapinski" <dknapinski(at)eaa.org>
Subject: Thurs aviation update
The following update will be posted on EAA's web site early this afternoon.
EAA's Class B airspace recommendations now before National Security Council
Updated: 10/4/01
EAA has provided FAA Administrator Jane Garvey with specific recommendations
for reopening Enhanced Class B airspace to VFR operations. Those
recommendations were included during FAA's regular discussions with the
National Security Council on this issue. EAA made these recommendations to
provide solutions for the more than 40,000 aircraft still grounded in major
metropolitan areas. In his contacts with Administrator Garvey and other
federal officials, EAA President Tom Poberezny has stressed the importance
of "immediate action" to relieve the growing economic burdens on the general
aviation community in those areas.
Among the recommendations, which were also shared with the General Aviation
Coalition this morning (Oct. 4), were key elements to meet the continuing
concerns of the National Security Council, which still has authority over
all U.S. airspace. Those issues include NSC requirements regarding VFR
flight control, intent and payload in enhanced Class B airspace. The EAA
recommendations also utilize current capabilities of the affected airplanes,
without burdening FAA's present systems. This means discouraging unworkable
regulations, costly new equipment or complex procedures.
Specifically, EAA's recommendations include:
* Intent and Compliance: EAA recommends a unique transponder
code be established for each airport within Enhanced Class B airspace. This
permits air traffic personnel to have necessary information to understand
the intent of each flight departing from or arriving at that airport, and be
able to monitor its progress. Example: In Chicago's enhanced Class B
airspace, each airport such DuPage, Meigs, etc., would have a unique
transponder code for departures and arrivals at that facility. If, for
instance, an aircraft was departing DuPage and flying to an airport outside
the enhanced Class B airspace, it would transmit the specific DuPage code.
If an aircraft is flying between two airports within the same enhanced Class
B airspace, the code for the arrival airport would be transmitted.
This recommendation does not require any new aircraft
equipment as Mode C transponders are already required within this airspace,
nor does it overload the air traffic system with an overwhelming number of
requests.
* Airport Security: EAA recommends the development of an
"Airport Watch" program, where the aviation community in partnership with
federal and local authorities, could monitor and report suspicious activity
at airports nationwide. This would be somewhat similar to the "Neighborhood
Watch" program that has proven effective in many areas of the nation. EAA's
network of nearly 1,000 Chapters nationwide could be rapidly mobilized to
distribute materials and help implement the program.
As far as payload security, this is already contained in
FAA's Special Federal Air Regulation (SFAR) requires specific security
procedures for aircraft weighing 12,500 pounds or more. Aircraft weighing
less than 12,500 pounds do not have the fuel capacity, speed, momentum or
payload to present the same threat imposed by commercial or other large
aircraft.
* Aircraft without electrical systems: Within enhanced Class
B airspace are a large number of aircraft, especially vintage and homebuilt,
that do not have electrical systems and thus cannot transmit transponder
codes. These aircraft do not pose a significant security risk, as they
weigh less than most compact cars and have minimal size, fuel capacity or
payload. Even prior to Sept. 11, these aircraft could not enter any Class B
airspace without prior permission. EAA recommends that aircraft weighing
1,800 pounds or less without electrical systems should be allowed to operate
in the "enhanced" Class B areas, as they did prior to Sept. 11.
EAA continues to actively work with federal officials, including those
directly involved with the National Security Council, to address the NSC's
concerns regarding VFR flight within enhanced Class B airspace.
________________________________________________________________________________
| From: | "S beachcraft" <b1bonanza(at)hotmail.com> |
| Subject: | carburator drain |
I have a b-35 225hp with a hydralic prop. there is a drain tube in the
bottom of the fuel pump-that runs out at the back of the nose wheel gear
opening. From this drain tugbe we are losing a small amount of oil and
fuel that will streak the entire fusalage with oil after about an hour of
flying. It appears, but we are not certain, that when the engine is running
it is oil only -upon shut down a small amount of fuel seems to be mixed in
with the oil.
We have taped the tube and flown resulting in no oil at all on the bottom of
the fuselage.
What is the purpose of the drain line? Can it be capped off. Why oil and
fuel?
spencer 666js
________________________________________________________________________________
| Subject: | Re: carburator drain |
I'm not an A & P, but it sounds like the seal is bad in the fuel pump. This
drain is to make the fluids go to the bottom of the airplane, and keep them
out of the engine compartment. You need to have this looked at.
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
| Subject: | Re: carburator drain |
It is a leaking shaft seal and costs about $2.50 to buy but requires about 8
hours to change. You can eventually lose quite a lot of oil from it to the
point of it leaving a puddle under the plane. I understand that if you have
the Hartzell prop it is significantly more difficult to replace.
-----Original Message-----
From: S beachcraft <b1bonanza(at)hotmail.com>
Date: Sunday, October 07, 2001 12:54 AM
Subject: Beech-List: carburator drain
>
>I have a b-35 225hp with a hydralic prop. there is a drain tube in the
>bottom of the fuel pump-that runs out at the back of the nose wheel gear
>opening. From this drain tugbe we are losing a small amount of oil and
>fuel that will streak the entire fusalage with oil after about an hour of
>flying. It appears, but we are not certain, that when the engine is
running
>it is oil only -upon shut down a small amount of fuel seems to be mixed in
>with the oil.
>
>We have taped the tube and flown resulting in no oil at all on the bottom
of
>the fuselage.
>
>What is the purpose of the drain line? Can it be capped off. Why oil and
>fuel?
>
>spencer 666js
>
>
________________________________________________________________________________
| From: | "Michael Rentel" <mrentel(at)bonanzasnorthwest.com> |
| Subject: | carburator drain |
Hi
You probably already have an idea what's going on with your fuel pump.
That drain line is connected to a void cavity between the engine
accessory case and the actual pump mechanism. The designers had a fear
of shaft seals and their potential for leaks so they built the pump with
a shaft seal at the accessory housing, and a shaft seal at the pump, and
a drain between the two. That way if the pump started leaking it
wouldn't start pumping raw fuel into your oil supply via the accessory
case, and if the oil seal started leaking it wouldn't push oil into your
fuel. It runs out the drain onto the belly.
Since you're seeing oil and then fuel on your belly, please take note
that it is highly probable that your pump shaft is slowly
self-destructing and your pump is in need of an overhaul.
Hope this helps.
Mike
-----Original Message-----
From: owner-beech-list-server(at)matronics.com
[mailto:owner-beech-list-server(at)matronics.com] On Behalf Of S beachcraft
Subject: Beech-List: carburator drain
I have a b-35 225hp with a hydralic prop. there is a drain tube in the
bottom of the fuel pump-that runs out at the back of the nose wheel gear
opening. From this drain tugbe we are losing a small amount of oil and
fuel that will streak the entire fusalage with oil after about an hour
of
flying. It appears, but we are not certain, that when the engine is
running
it is oil only -upon shut down a small amount of fuel seems to be mixed
in
with the oil.
We have taped the tube and flown resulting in no oil at all on the
bottom of
the fuselage.
What is the purpose of the drain line? Can it be capped off. Why oil
and
fuel?
spencer 666js
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: carburator drain |
point of it leaving a puddle under the plane. I understand that if you
have
the Hartzell prop it is significantly more difficult to replace.
You can remove the fuel pump with out removing the prop govenor. If
your T drive seal is leaking also(where the oil is coming from, you'll
have to reomve the govenor anyway so remove it first. It will make
removing the pump a lot easier.
You can R&R the whole T-Drive accessary in a couple hours max.
Scott
________________________________________________________________________________
| From: | "Walt Cannon" <grnlake(at)earthlink.net> |
All,
My annual is coming up soon and I'm looking for the best source (cheap) for
the following items:
MLG and NLG scissors bushings (torque links)
Brackett inlet filter
Anybody got any good suggestions?
Walt Cannon
________________________________________________________________________________
| From: | Jon Alston <jalsto(at)swbell.net> |
I got the scissor knee bushing from Beech for about $6.
The scissor-to-strut bushings are around $50 for the four required for each
strut.
I could not find them any cheaper than that.
Jon Alston
N2191D
D35
----- Original Message -----
From: "Walt Cannon" <grnlake(at)earthlink.net>
Subject: Beech-List: Parts
>
> All,
>
> My annual is coming up soon and I'm looking for the best source (cheap)
for
> the following items:
>
> MLG and NLG scissors bushings (torque links)
> Brackett inlet filter
>
> Anybody got any good suggestions?
>
> Walt Cannon
>
>
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: carburator drain |
Howdo
Did you tape the hole in the nose wheel cavity or just the copper drain tube
from the fuel pump? The fuel pump should be insulated from the accessory case
in a perfect world, so no oil should be coming through the pump drain; the
accessory case/engine mating surface however, is almost a given for an oil leak
on the E series engines. If oil is coming through the pump drain, I would
suggest that the seal between the prop governor ( if you have a hydraulic prop)
or between the accessory case and the fuel pump, is failing; if not, you are
probably getting the customary accessory case/ engine oil leak through the drain
hole under the fuel pump. I ain't no mechanic but have just gone through a fuel
pump redo.
Pete 4579V
S beachcraft wrote:
>
> I have a b-35 225hp with a hydralic prop. there is a drain tube in the
> bottom of the fuel pump-that runs out at the back of the nose wheel gear
> opening. From this drain tugbe we are losing a small amount of oil and
> fuel that will streak the entire fusalage with oil after about an hour of
> flying. It appears, but we are not certain, that when the engine is running
> it is oil only -upon shut down a small amount of fuel seems to be mixed in
> with the oil.
>
> We have taped the tube and flown resulting in no oil at all on the bottom of
> the fuselage.
>
> What is the purpose of the drain line? Can it be capped off. Why oil and
> fuel?
>
> spencer 666js
>
>
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: carburator drain |
Whatever Mike said sounds right to me.
Michael Rentel wrote:
>
> Hi
>
> You probably already have an idea what's going on with your fuel pump.
> That drain line is connected to a void cavity between the engine
> accessory case and the actual pump mechanism. The designers had a fear
> of shaft seals and their potential for leaks so they built the pump with
> a shaft seal at the accessory housing, and a shaft seal at the pump, and
> a drain between the two. That way if the pump started leaking it
> wouldn't start pumping raw fuel into your oil supply via the accessory
> case, and if the oil seal started leaking it wouldn't push oil into your
> fuel. It runs out the drain onto the belly.
>
> Since you're seeing oil and then fuel on your belly, please take note
> that it is highly probable that your pump shaft is slowly
> self-destructing and your pump is in need of an overhaul.
>
> Hope this helps.
> Mike
>
> -----Original Message-----
> From: owner-beech-list-server(at)matronics.com
> [mailto:owner-beech-list-server(at)matronics.com] On Behalf Of S beachcraft
> To: beech-list(at)matronics.com
> Subject: Beech-List: carburator drain
>
>
> I have a b-35 225hp with a hydralic prop. there is a drain tube in the
>
> bottom of the fuel pump-that runs out at the back of the nose wheel gear
>
> opening. From this drain tugbe we are losing a small amount of oil and
>
> fuel that will streak the entire fusalage with oil after about an hour
> of
> flying. It appears, but we are not certain, that when the engine is
> running
> it is oil only -upon shut down a small amount of fuel seems to be mixed
> in
> with the oil.
>
> We have taped the tube and flown resulting in no oil at all on the
> bottom of
> the fuselage.
>
> What is the purpose of the drain line? Can it be capped off. Why oil
> and
> fuel?
>
> spencer 666js
>
>
________________________________________________________________________________
| From: | "Stewart Cochran" <stewbc(at)goquest.com> |
Hello Walt,
Call Kevin O'Halloran @ (580) 832-3803
I believe you will be pleasantly surprised with cost for the bushings.
Call Chief Aircraft or Aircraft Spruce for the filter.
Stewart Cochran D3383
----- Original Message -----
From: "Walt Cannon" <grnlake(at)earthlink.net>
Subject: Beech-List: Parts
>
> All,
>
> My annual is coming up soon and I'm looking for the best source (cheap)
for
> the following items:
>
> MLG and NLG scissors bushings (torque links)
> Brackett inlet filter
>
> Anybody got any good suggestions?
>
> Walt Cannon
>
>
________________________________________________________________________________
| From: | "Stewart Cochran" <stewbc(at)goquest.com> |
| Subject: | Re: carburator drain |
Hello,
I read a thread on this net a couple of years ago that mentioned if oil is
coming from the 1/8" drain tube you need to replace the chevron seal in the
drive mount pad.
Stewart Cochran
D3383
----- Original Message -----
From: "Peter Scott" <winginit(at)jps.net>
Subject: Re: Beech-List: carburator drain
>
> Howdo
>
> Did you tape the hole in the nose wheel cavity or just the copper drain
tube
> from the fuel pump? The fuel pump should be insulated from the accessory
case
> in a perfect world, so no oil should be coming through the pump drain;
the
> accessory case/engine mating surface however, is almost a given for an oil
leak
> on the E series engines. If oil is coming through the pump drain, I would
> suggest that the seal between the prop governor ( if you have a hydraulic
prop)
> or between the accessory case and the fuel pump, is failing; if not, you
are
> probably getting the customary accessory case/ engine oil leak through the
drain
> hole under the fuel pump. I ain't no mechanic but have just gone through
a fuel
> pump redo.
>
> Pete 4579V
>
> S beachcraft wrote:
>
> >
> > I have a b-35 225hp with a hydralic prop. there is a drain tube in the
> > bottom of the fuel pump-that runs out at the back of the nose wheel gear
> > opening. From this drain tugbe we are losing a small amount of oil and
> > fuel that will streak the entire fusalage with oil after about an hour
of
> > flying. It appears, but we are not certain, that when the engine is
running
> > it is oil only -upon shut down a small amount of fuel seems to be mixed
in
> > with the oil.
> >
> > We have taped the tube and flown resulting in no oil at all on the
bottom of
> > the fuselage.
> >
> > What is the purpose of the drain line? Can it be capped off. Why oil
and
> > fuel?
> >
> > spencer 666js
> >
> >
>
>
________________________________________________________________________________
| From: | Brian Walker <walkmet(at)usa.net> |
I have a 1900 fuel pump overhauled just 65 hrs ago (new shaft and impeller)
and it now leaks from the back case cover. Does anybody know where to get
that gasket? any pointers on repairing it? It's not covered by warranty
because the overhaul was two years ago. I fortunately had a spare low time
pump off another engine I have. May sell this one when fixed, anybody
interested or know what it's worth? I have the work order from the overhaul.
I would also like to find some 215 Prop pitch change bearing seals.
Brian Walker
D-3596
________________________________________________________________________________
| From: | "Andy & Beth Reichert" <curby1(at)shianet.org> |
I`m looking at a 1950B to buy a 1/2 share of ,I was looking at the tail
and I`m not sure if the hinges are bad or not?
First are we worried about the trim tab hinges or the ruddervator
hinges? I can move the trim tab up and down at the hinge, is
this a problem? I read Jason's story on checking the hinges, but I don't
follow what he is talking about when he says you may be able to here
the hinge rattle when you move it with your finger?
I have seen where you can have the ruddervator skins replaced for about
$2000, is this for the pair or is this each? Do they use
magnesium or aluminum, and when they do this would they install new trim
tab hinges at the same time?
thanks Andy Reichert
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: ruddervadors |
Andy;
All good questions.
First you need to realize that the straight 35's, the A's and B's are under
a strict AD regarding the ruddervators and tail. Any play in any part of
the tail assembly could lead to tail flutter and many of your hard earned
dollars down the tube. Before you look into buying a headache, you need to
do much, much more research. I suggest joining the ABS (www.bonanza.org) as
they are a wealth of information. Once the tail problem/AD has been
rectified, the B model is a wonderful plane that gives you the speed of a Bo
and the handling of a big Cub.
All ruddervators are magnesium. $2K EACH on a reskin is a great deal, and
if you've been quoted that, make sure the shop is well thought of and well
experienced in this work. After the reskin, don't forget proper prep and
paint by a shop that knows how to work on ruddervators. After paint,
there's the balancing, then installation. Could easily get up to $2.7K to
$3.0K each side. Let me stress that you should seek out a mechanic that is
experienced with the idiosyncrasies of the Bonanza. Even though you're
buying 1/2, get a prebuy done by a Bonanza man. Just something as simple as
bad gear bushings could eat your lunch in costs. We like to say that the
aircraft's money pump is running on high!
Any other questions, please ask. My friend, and ABS Director Ron Davis will
probably chime in here with his own fine recommendations. He's a great
source. All things aside, I look forward to welcoming you into the world's
best owner's group.
Al
----- Original Message -----
From: "Andy & Beth Reichert" <curby1(at)shianet.org>
Subject: Beech-List: ruddervadors
>
> I`m looking at a 1950B to buy a 1/2 share of ,I was looking at the tail
> and I`m not sure if the hinges are bad or not?
> First are we worried about the trim tab hinges or the ruddervator
> hinges? I can move the trim tab up and down at the hinge, is
> this a problem? I read Jason's story on checking the hinges, but I don't
> follow what he is talking about when he says you may be able to here
> the hinge rattle when you move it with your finger?
> I have seen where you can have the ruddervator skins replaced for about
> $2000, is this for the pair or is this each? Do they use
> magnesium or aluminum, and when they do this would they install new trim
> tab hinges at the same time?
>
>
> thanks Andy Reichert
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: ruddervadors |
Al,
All ruddervators are magnesium. $2K EACH on a reskin is a great deal,
and
if you've been quoted that, make sure the shop is well thought of and
well
I had thought that all reskins were done in aluminum?
I'm almost sure mine are aluminum. That's why Beech had to raise the
allowable weights for balancing, to accommodate the higher weight
aluminum skins.
Scott
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: ruddervadors |
Absolutely NOT! All ruddervators are magnesium. You're allowed to replace
original magnesium ailerons with the newer aluminum ones. The reason that
the weight is allowed to be changed is that there are no reskinners that can
spot weld the ends as the factory did. I wish there were, maybe some of the
old girls wouldn't have lost their tails, but that's another theory. All
reskins are riveted, adding that tiny bit of weight. Also the replacement
ribs/stiffeners, which were originally magnesium are now aluminum, also
adding some weight. Remember that magnesium is almost half the weight of
aluminum, retaining better tensile strength.
AL
----- Original Message -----
From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> Al,
>
> All ruddervators are magnesium. $2K EACH on a reskin is a great deal,
> and
> if you've been quoted that, make sure the shop is well thought of and
> well
>
> I had thought that all reskins were done in aluminum?
>
> I'm almost sure mine are aluminum. That's why Beech had to raise the
> allowable weights for balancing, to accommodate the higher weight
> aluminum skins.
>
> Scott
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: ruddervadors |
Al,
thanks for the info. I guess I mixed up the ailerons with the
ruddervators.
I know my ruddervators are riveted. Logs show a reskinning 12 years ago.
Scott
----- Original Message -----
From: A J DeMarzo
Subject: Re: Beech-List: ruddervadors
Absolutely NOT! All ruddervators are magnesium. You're allowed to
replace
original magnesium ailerons with the newer aluminum ones. The reason
that
the weight is allowed to be changed is that there are no reskinners that
can
spot weld the ends as the factory did. I wish there were, maybe some of
the
old girls wouldn't have lost their tails, but that's another theory.
All
reskins are riveted, adding that tiny bit of weight. Also the
replacement
ribs/stiffeners, which were originally magnesium are now aluminum, also
adding some weight. Remember that magnesium is almost half the weight
of
aluminum, retaining better tensile strength.
AL
----- Original Message -----
From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> Al,
>
> All ruddervators are magnesium. $2K EACH on a reskin is a great deal,
> and
> if you've been quoted that, make sure the shop is well thought of and
> well
>
> I had thought that all reskins were done in aluminum?
>
> I'm almost sure mine are aluminum. That's why Beech had to raise the
> allowable weights for balancing, to accommodate the higher weight
> aluminum skins.
>
> Scott
=
=
=
=
=
=
________________________________________________________________________________
| From: | "Bruce Bell" <rv4bell(at)door.net> |
| Subject: | Re: ruddervadors |
Some Ruddervators were re-skinned with aluminum skins. The ten accidents
that the FAA reported on the ruddervators were re-skinned with aluminum
skins.
Bruce Bell
Lubbock, Texas
A35 D1730
----- Original Message -----
From: "Scott Derrick" <sderrick(at)tnstaafl.net>
Subject: Re: Beech-List: ruddervadors
>
> Al,
>
> thanks for the info. I guess I mixed up the ailerons with the
> ruddervators.
>
> I know my ruddervators are riveted. Logs show a reskinning 12 years ago.
>
> Scott
>
> ----- Original Message -----
> From: A J DeMarzo
> Subject: Re: Beech-List: ruddervadors
>
>
> Absolutely NOT! All ruddervators are magnesium. You're allowed to
> replace
> original magnesium ailerons with the newer aluminum ones. The reason
> that
> the weight is allowed to be changed is that there are no reskinners that
> can
> spot weld the ends as the factory did. I wish there were, maybe some of
> the
> old girls wouldn't have lost their tails, but that's another theory.
> All
> reskins are riveted, adding that tiny bit of weight. Also the
> replacement
> ribs/stiffeners, which were originally magnesium are now aluminum, also
> adding some weight. Remember that magnesium is almost half the weight
> of
> aluminum, retaining better tensile strength.
> AL
>
> ----- Original Message -----
> From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> > Al,
> >
> > All ruddervators are magnesium. $2K EACH on a reskin is a great deal,
> > and
> > if you've been quoted that, make sure the shop is well thought of and
> > well
> >
> > I had thought that all reskins were done in aluminum?
> >
> > I'm almost sure mine are aluminum. That's why Beech had to raise the
> > allowable weights for balancing, to accommodate the higher weight
> > aluminum skins.
> >
> > Scott
>
>
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: ruddervadors |
The main problem found in the accident airplanes was the fact that the internal
ribs/stringers were replaced with aluminum instead of the original magnesium (added
weight). They did have the magnesium skins however. In order to re-skin a set of
ruddervators you have to purchase the skins from Raytheon/Beech and they are magnesium.
Call up any of the repair shops that re-skin ruddervators and ask where they source
their
replacement skins, I think you'll find the same answer "Raytheon/Beech".
Currently the only aluminum parts should be the aluminum rivets on a set of reskinned
ruddervators. Unfortunately, the internal parts are not visible once reassembled
and there
may still be some planes flying with the heavier aluminum internal hidden parts
(ribs/stringers).
BG Wells
----- Original Message -----
From: "Bruce Bell" <rv4bell(at)door.net>
Subject: Re: Beech-List: ruddervadors
>
> Some Ruddervators were re-skinned with aluminum skins. The ten accidents
> that the FAA reported on the ruddervators were re-skinned with aluminum
> skins.
> Bruce Bell
> Lubbock, Texas
> A35 D1730
> ----- Original Message -----
> From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> Subject: Re: Beech-List: ruddervadors
>
>
> >
> > Al,
> >
> > thanks for the info. I guess I mixed up the ailerons with the
> > ruddervators.
> >
> > I know my ruddervators are riveted. Logs show a reskinning 12 years ago.
> >
> > Scott
> >
> > ----- Original Message -----
> > From: A J DeMarzo
> > Subject: Re: Beech-List: ruddervadors
> >
> >
> >
> > Absolutely NOT! All ruddervators are magnesium. You're allowed to
> > replace
> > original magnesium ailerons with the newer aluminum ones. The reason
> > that
> > the weight is allowed to be changed is that there are no reskinners that
> > can
> > spot weld the ends as the factory did. I wish there were, maybe some of
> > the
> > old girls wouldn't have lost their tails, but that's another theory.
> > All
> > reskins are riveted, adding that tiny bit of weight. Also the
> > replacement
> > ribs/stiffeners, which were originally magnesium are now aluminum, also
> > adding some weight. Remember that magnesium is almost half the weight
> > of
> > aluminum, retaining better tensile strength.
> > AL
> >
> > ----- Original Message -----
> > From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> > > Al,
> > >
> > > All ruddervators are magnesium. $2K EACH on a reskin is a great deal,
> > > and
> > > if you've been quoted that, make sure the shop is well thought of and
> > > well
> > >
> > > I had thought that all reskins were done in aluminum?
> > >
> > > I'm almost sure mine are aluminum. That's why Beech had to raise the
> > > allowable weights for balancing, to accommodate the higher weight
> > > aluminum skins.
> > >
> > > Scott
> >
> >
>
>
________________________________________________________________________________
| From: | "Bruce Bell" <rv4bell(at)door.net> |
| Subject: | Re: ruddervadors |
OK! I stand corrected. I was under the opinion that the skins were aluminum
also!
Bruce Bell
Lubbock, Texas
A35 D-1730
----- Original Message -----
From: "BG Wells" <wellsbg(at)home.com>
Subject: Re: Beech-List: ruddervadors
>
>
> The main problem found in the accident airplanes was the fact that the
internal
> ribs/stringers were replaced with aluminum instead of the original
magnesium (added
> weight). They did have the magnesium skins however. In order to re-skin a
set of
> ruddervators you have to purchase the skins from Raytheon/Beech and they
are magnesium.
> Call up any of the repair shops that re-skin ruddervators and ask where
they source their
> replacement skins, I think you'll find the same answer "Raytheon/Beech".
>
> Currently the only aluminum parts should be the aluminum rivets on a set
of reskinned
> ruddervators. Unfortunately, the internal parts are not visible once
reassembled and there
> may still be some planes flying with the heavier aluminum internal hidden
parts
> (ribs/stringers).
>
> BG Wells
>
>
> ----- Original Message -----
> From: "Bruce Bell" <rv4bell(at)door.net>
> Subject: Re: Beech-List: ruddervadors
>
>
> >
> > Some Ruddervators were re-skinned with aluminum skins. The ten accidents
> > that the FAA reported on the ruddervators were re-skinned with aluminum
> > skins.
> > Bruce Bell
> > Lubbock, Texas
> > A35 D1730
> > ----- Original Message -----
> > From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> > Subject: Re: Beech-List: ruddervadors
> >
> >
> > >
> > > Al,
> > >
> > > thanks for the info. I guess I mixed up the ailerons with the
> > > ruddervators.
> > >
> > > I know my ruddervators are riveted. Logs show a reskinning 12 years
ago.
> > >
> > > Scott
> > >
> > > ----- Original Message -----
> > > From: A J DeMarzo
> > > Subject: Re: Beech-List: ruddervadors
> > >
> > >
> > >
> > > Absolutely NOT! All ruddervators are magnesium. You're allowed to
> > > replace
> > > original magnesium ailerons with the newer aluminum ones. The reason
> > > that
> > > the weight is allowed to be changed is that there are no reskinners
that
> > > can
> > > spot weld the ends as the factory did. I wish there were, maybe some
of
> > > the
> > > old girls wouldn't have lost their tails, but that's another theory.
> > > All
> > > reskins are riveted, adding that tiny bit of weight. Also the
> > > replacement
> > > ribs/stiffeners, which were originally magnesium are now aluminum,
also
> > > adding some weight. Remember that magnesium is almost half the weight
> > > of
> > > aluminum, retaining better tensile strength.
> > > AL
> > >
> > > ----- Original Message -----
> > > From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> > > > Al,
> > > >
> > > > All ruddervators are magnesium. $2K EACH on a reskin is a great
deal,
> > > > and
> > > > if you've been quoted that, make sure the shop is well thought of
and
> > > > well
> > > >
> > > > I had thought that all reskins were done in aluminum?
> > > >
> > > > I'm almost sure mine are aluminum. That's why Beech had to raise
the
> > > > allowable weights for balancing, to accommodate the higher weight
> > > > aluminum skins.
> > > >
> > > > Scott
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: ruddervadors |
The magnesium skins have never been the problem with the ruddervators. It's the
"process"
of reskinning that is of concern. You really don't want to add any additional weight
to
the ruddervators, this includes the type of paint used on them. Original ruddervaators
were painted with a very thin coat of enamel or acrylic enamel. Today you have
the Imrom
epoxy enamels that are thick and heavy, add stripe or two colors etc. and again
more total
weight. When you add more weight, guess what ? You have to add more counter weight
to
compensate, again more total weight of the ruddervators. Currently there are no
repair
shops set up to re-skin ruddervator and use spot welding process on magnesium,
instead
they use the aluminum rivets on the trailing edge. The factory original ruddervators
have
a trailing edge set of rivets that are spaced about 6.5" to 7.5" apart for a total
of
about 6 rivets for each ruddervator. The reskinned ruddervators of today have about
60
rivets spaced .75" apart for each ruddervator.
I am currently trying for source a repair shop that will reproduce factory original
types
of ruddervators utilizing the magnesium spot welding "process".
BG Wells
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: ruddervadors |
I sure wish Raytheon would finish the rewrite of the SB so we could get
rid of this stupid restriction.
Of course I'll only be happy if they rewrite it in a way I think they
should!
Anybody hear any rumors about this?
Scott
----- Original Message -----
From: Bruce Bell
Subject: Re: Beech-List: ruddervadors
OK! I stand corrected. I was under the opinion that the skins were
aluminum
also!
Bruce Bell
Lubbock, Texas
A35 D-1730
----- Original Message -----
From: "BG Wells" <wellsbg(at)home.com>
Subject: Re: Beech-List: ruddervadors
>
>
> The main problem found in the accident airplanes was the fact that the
internal
> ribs/stringers were replaced with aluminum instead of the original
magnesium (added
> weight). They did have the magnesium skins however. In order to
re-skin a
set of
> ruddervators you have to purchase the skins from Raytheon/Beech and
they
are magnesium.
> Call up any of the repair shops that re-skin ruddervators and ask
where
they source their
> replacement skins, I think you'll find the same answer
"Raytheon/Beech".
>
> Currently the only aluminum parts should be the aluminum rivets on a
set
of reskinned
> ruddervators. Unfortunately, the internal parts are not visible once
reassembled and there
> may still be some planes flying with the heavier aluminum internal
hidden
parts
> (ribs/stringers).
>
> BG Wells
>
>
> ----- Original Message -----
> From: "Bruce Bell" <rv4bell(at)door.net>
> Subject: Re: Beech-List: ruddervadors
>
>
> >
> > Some Ruddervators were re-skinned with aluminum skins. The ten
accidents
> > that the FAA reported on the ruddervators were re-skinned with
aluminum
> > skins.
> > Bruce Bell
> > Lubbock, Texas
> > A35 D1730
> > ----- Original Message -----
> > From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> > Subject: Re: Beech-List: ruddervadors
> >
> >
> > >
> > > Al,
> > >
> > > thanks for the info. I guess I mixed up the ailerons with the
> > > ruddervators.
> > >
> > > I know my ruddervators are riveted. Logs show a reskinning 12
years
ago.
> > >
> > > Scott
> > >
> > > ----- Original Message -----
> > > From: A J DeMarzo
> > > Subject: Re: Beech-List: ruddervadors
> > >
> > >
> > >
> > > Absolutely NOT! All ruddervators are magnesium. You're allowed
to
> > > replace
> > > original magnesium ailerons with the newer aluminum ones. The
reason
> > > that
> > > the weight is allowed to be changed is that there are no
reskinners
that
> > > can
> > > spot weld the ends as the factory did. I wish there were, maybe
some
of
> > > the
> > > old girls wouldn't have lost their tails, but that's another
theory.
> > > All
> > > reskins are riveted, adding that tiny bit of weight. Also the
> > > replacement
> > > ribs/stiffeners, which were originally magnesium are now aluminum,
also
> > > adding some weight. Remember that magnesium is almost half the
weight
> > > of
> > > aluminum, retaining better tensile strength.
> > > AL
> > >
> > > ----- Original Message -----
> > > From: "Scott Derrick" <sderrick(at)tnstaafl.net>
> > > > Al,
> > > >
> > > > All ruddervators are magnesium. $2K EACH on a reskin is a great
deal,
> > > > and
> > > > if you've been quoted that, make sure the shop is well thought
of
and
> > > > well
> > > >
> > > > I had thought that all reskins were done in aluminum?
> > > >
> > > > I'm almost sure mine are aluminum. That's why Beech had to
raise
the
> > > > allowable weights for balancing, to accommodate the higher
weight
> > > > aluminum skins.
> > > >
> > > > Scott
> > >
> > >
> >
> >
>
>
=
=
=
=
=
=
________________________________________________________________________________
| From: | "Robert J. Mayer" <mayerlaw(at)email.com> |
After a flurry of activity between ABS and the FAA a few months ago, I
have heard nothing more on a revised SB. I have trouble keeping my plane
slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to stay
within the AD. My bird wants to fly and I can't let it!
Rob '35 D-733
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: ruddervadors |
Why not use chemical bonding with a couple of stop rivets?
----- Original Message -----
From: "BG Wells" <wellsbg(at)home.com>
Subject: Re: Beech-List: ruddervadors
The magnesium skins have never been the problem with the ruddervators. It's
the "process"
of reskinning that is of concern. You really don't want to add any
additional weight to
the ruddervators, this includes the type of paint used on them. Original
ruddervaators
were painted with a very thin coat of enamel or acrylic enamel. Today you
have the Imrom
epoxy enamels that are thick and heavy, add stripe or two colors etc. and
again more total
weight. When you add more weight, guess what ? You have to add more counter
weight to
compensate, again more total weight of the ruddervators. Currently there are
no repair
shops set up to re-skin ruddervator and use spot welding process on
magnesium, instead
they use the aluminum rivets on the trailing edge. The factory original
ruddervators have
a trailing edge set of rivets that are spaced about 6.5" to 7.5" apart for a
total of
about 6 rivets for each ruddervator. The reskinned ruddervators of today
have about 60
rivets spaced .75" apart for each ruddervator.
I am currently trying for source a repair shop that will reproduce factory
original types
of ruddervators utilizing the magnesium spot welding "process".
BG Wells
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: Ruddervadors |
> My bird wants to fly and I can't let it!
Sure you can, full throttle and go to a higher altitude.
BG Wells
----- Original Message -----
From: "Robert J. Mayer" <mayerlaw(at)email.com>
Subject: Beech-List: Ruddervadors
>
> After a flurry of activity between ABS and the FAA a few months ago, I
> have heard nothing more on a revised SB. I have trouble keeping my plane
> slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to stay
> within the AD. My bird wants to fly and I can't let it!
> Rob '35 D-733
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: ruddervadors |
> Why not use chemical bonding with a couple of stop rivets?
Nothing wrong with that Cy, except that now we are talking possible new FAA approvals
and
that costs money and that would have to be approved by the manufacturer or a STC
process I
assume. Utilizing the original spot welding method would be much simpler and less
paperwork etc. and is already approved. I don't like to complicate matters. Their
was
never anything wrong with the spot welding process to begin with.
Regards,
BG Wells
----- Original Message -----
From: "Cy Galley" <cgalley(at)qcbc.org>
Subject: Re: Beech-List: ruddervadors
>
> Why not use chemical bonding with a couple of stop rivets?
>
> ----- Original Message -----
> From: "BG Wells" <wellsbg(at)home.com>
> Subject: Re: Beech-List: ruddervadors
>
>
> The magnesium skins have never been the problem with the ruddervators. It's
> the "process"
> of reskinning that is of concern. You really don't want to add any
> additional weight to
> the ruddervators, this includes the type of paint used on them. Original
> ruddervaators
> were painted with a very thin coat of enamel or acrylic enamel. Today you
> have the Imrom
> epoxy enamels that are thick and heavy, add stripe or two colors etc. and
> again more total
> weight. When you add more weight, guess what ? You have to add more counter
> weight to
> compensate, again more total weight of the ruddervators. Currently there are
> no repair
> shops set up to re-skin ruddervator and use spot welding process on
> magnesium, instead
> they use the aluminum rivets on the trailing edge. The factory original
> ruddervators have
> a trailing edge set of rivets that are spaced about 6.5" to 7.5" apart for a
> total of
> about 6 rivets for each ruddervator. The reskinned ruddervators of today
> have about 60
> rivets spaced .75" apart for each ruddervator.
>
> I am currently trying for source a repair shop that will reproduce factory
> original types
> of ruddervators utilizing the magnesium spot welding "process".
>
>
> BG Wells
>
>
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Ruddervadors |
Robert,
Your just not looking at the airspeed indicator at the right angle! :-)
----- Original Message -----
From: Robert J. Mayer
Subject: Beech-List: Ruddervadors
After a flurry of activity between ABS and the FAA a few months ago, I
have heard nothing more on a revised SB. I have trouble keeping my plane
slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to stay
within the AD. My bird wants to fly and I can't let it!
Rob '35 D-733
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| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: Ruddervadors |
Rob, can't you find a AP mechanic that will perform the necessary steps of inspection
and
sign off your log books to remove the AD ? Many people have already done this and
resumed
normal limits.
BG Wells
----- Original Message -----
From: "Robert J. Mayer" <mayerlaw(at)email.com>
Subject: Beech-List: Ruddervadors
>
> After a flurry of activity between ABS and the FAA a few months ago, I
> have heard nothing more on a revised SB. I have trouble keeping my plane
> slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to stay
> within the AD. My bird wants to fly and I can't let it!
> Rob '35 D-733
>
>
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Ruddervadors |
Maybe he can't find somebody with the $20,000 sonic skin tester?
Or maybe it the $800 DAR inspection fee to verify what his A&P verifies
every annual inspection?
I'm waiting until they come out with an inspection procedure that is
reasonable.
Scott
----- Original Message -----
From: BG Wells
Subject: Re: Beech-List: Ruddervadors
Rob, can't you find a AP mechanic that will perform the necessary steps
of inspection and
sign off your log books to remove the AD ? Many people have already done
this and resumed
normal limits.
BG Wells
----- Original Message -----
From: "Robert J. Mayer" <mayerlaw(at)email.com>
Subject: Beech-List: Ruddervadors
>
> After a flurry of activity between ABS and the FAA a few months ago, I
> have heard nothing more on a revised SB. I have trouble keeping my
plane
> slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to
stay
> within the AD. My bird wants to fly and I can't let it!
> Rob '35 D-733
>
>
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| From: | "Robert J. Mayer" <mayerlaw(at)email.com> |
| Subject: | Ruddervators revisited |
My mechanic said that compliance with current AD requirements would take
about 40 hours and that it paid to wait until Raytheon, FAA and ABS
sorted things out. The best think he could recommend that was cost
effective, was the same as BG Wells suggested- fly higher. My speed
problem is probably complicated by the fact that when I bought the plane
a year ago it had about 65 hours SMOH on an E-225-8. The idea of a
"thicker red line" is quite appealing but I don't want to see large
wrinkles in the bird's tail feathers the next time I land.
Rob
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Ruddervators revisited |
Rob,
AD98-14-20 or whatever its number is is %100 CYA on Raytheon's and the
FAA's part.
Events such as bent BE35's have occurred on more than just the first 3
models. Why pick on those. Raytheon couldn't find a damn thing wrong
with anything except they "think" they may have increased the allowable
weights for the ruddervators way back in the 60's. All the other items
are just Raytheon's shotgun approach that says they don't know what if
anything is wrong with the airplane. Its been tested more than any other
GA Single and probably has more safe hours of operation than any other.
If your plane is properly rigged and in good shape and you keep it under
the 202mph red line in smooth air you wont bend a thing.
You fly it in the high yellow or red in mod+ turbulence and you takes
your chances..
my $.02
Scott
----- Original Message -----
From: Robert J. Mayer
Subject: Beech-List: Ruddervators revisited
My mechanic said that compliance with current AD requirements would take
about 40 hours and that it paid to wait until Raytheon, FAA and ABS
sorted things out. The best think he could recommend that was cost
effective, was the same as BG Wells suggested- fly higher. My speed
problem is probably complicated by the fact that when I bought the plane
a year ago it had about 65 hours SMOH on an E-225-8. The idea of a
"thicker red line" is quite appealing but I don't want to see large
wrinkles in the bird's tail feathers the next time I land.
Rob
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| From: | "Robert J. Mayer" <mayerlaw(at)email.com> |
Scott,
Thanks for the .02. Although I have been assured by many that your
advice is correct, there still is this nagging voice in my head when I
see I am inadvertently flying in the yellow arc. I am sure my IA's stamp
of approval will not make any difference in the way the plane performs
or holds together, but I guess I'll just feel better. Happy flying.
Rob
________________________________________________________________________________
| From: | "ohlinger" <ohlinger(at)neo.rr.com> |
| Subject: | Re: ruddervadors |
We just had both ruddervators re-skinned on our '48 Bonanza. Magnesium.
Total cost $5200 I believe. I forget the name of the place, but it's a
place well known for doing this. It was right smack dab in the middle of
the country somewhere. They are not on the plane yet and have not been
painted or balanced yet. I do know that how it is done is a big deal. My
husband knows much more about this than I do. If you want more detailed
information, please e-mail direct. We'll be glad to help.
Judy
N499B
----- Original Message -----
From: "Andy & Beth Reichert" <curby1(at)shianet.org>
Subject: Beech-List: ruddervadors
>
> I`m looking at a 1950B to buy a 1/2 share of ,I was looking at the tail
> and I`m not sure if the hinges are bad or not?
> First are we worried about the trim tab hinges or the ruddervator
> hinges? I can move the trim tab up and down at the hinge, is
> this a problem? I read Jason's story on checking the hinges, but I don't
> follow what he is talking about when he says you may be able to here
> the hinge rattle when you move it with your finger?
> I have seen where you can have the ruddervator skins replaced for about
> $2000, is this for the pair or is this each? Do they use
> magnesium or aluminum, and when they do this would they install new trim
> tab hinges at the same time?
>
>
> thanks Andy Reichert
>
>
________________________________________________________________________________
| From: | "Bruce Bell" <rv4bell(at)door.net> |
Hi guys,
This afternoons Beech List traffic is up so I thought I would ask you all a
question or two.
Has anyone replaced the rod ends on the ruddervator differential tail
control rod assemblies?
If so did you use the solid shank rod end P/N AHM4-1006?
Where did you buy them?
Best Regards,
Bruce Bell
Lubbock, Texas
A35 D-1730
Waiting for my 215 prop bearing!
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: ruddervadors |
Also good investigative work. Where did you see this data, I'd like to get
my hands on it.
Thanks
Al
----- Original Message -----
From: "Bruce Bell" <rv4bell(at)door.net>
Subject: Re: Beech-List: ruddervadors
>
> Some Ruddervators were re-skinned with aluminum skins. The ten accidents
> that the FAA reported on the ruddervators were re-skinned with aluminum
> skins.
> Bruce Bell
> Lubbock, Texas
> A35 D1730
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: ruddervadors |
Why not ask one of your buddies to help sneak it through. You would be a
very popular guy all year long, not just at OSH time!
----- Original Message -----
From: "Cy Galley" <cgalley(at)qcbc.org>
Subject: Re: Beech-List: ruddervadors
>
> Why not use chemical bonding with a couple of stop rivets?
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: Ruddervadors |
That's really something. I've heard a countless number of classic Bo owners
say that they can't get past 144mph no matter what they do! ;-)
----- Original Message -----
From: "Robert J. Mayer" <mayerlaw(at)email.com>
Subject: Beech-List: Ruddervadors
>
> After a flurry of activity between ABS and the FAA a few months ago, I
> have heard nothing more on a revised SB. I have trouble keeping my plane
> slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to stay
> within the AD. My bird wants to fly and I can't let it!
> Rob '35 D-733
________________________________________________________________________________
| From: | "Robert J. Mayer" <mayerlaw(at)email.com> |
| Subject: | Ruddervators, still |
Randy- There don't appear to be any wrinkles in the first 50 years of
ops, or someone did a great job of removing them! The airframe has about
3000 tach hours.
Rob
________________________________________________________________________________
| From: | "Bruce Bell" <rv4bell(at)door.net> |
| Subject: | Re: ruddervadors |
I thought I read this in the reasons (back ground) for the AD. However I
have been corrected on this. I do not have it in front of me at this time.
May be someone else can jump in here. Ron Davis is at the ABS convention.
Bruce Bell
---- Original Message -----
From: "A J DeMarzo" <aerome(at)ev1.net>
Subject: Re: Beech-List: ruddervadors
>
> Also good investigative work. Where did you see this data, I'd like to
get
> my hands on it.
> Thanks
> Al
> ----- Original Message -----
> From: "Bruce Bell" <rv4bell(at)door.net>
> Subject: Re: Beech-List: ruddervadors
>
>
> >
> > Some Ruddervators were re-skinned with aluminum skins. The ten accidents
> > that the FAA reported on the ruddervators were re-skinned with aluminum
> > skins.
> > Bruce Bell
> > Lubbock, Texas
> > A35 D1730
>
>
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Ruddervadors |
Its a brick wall Al.
If I was suspicious I'd think that darn IAS gage was fibbing!
Scott
----- Original Message -----
From: A J DeMarzo
Subject: Re: Beech-List: Ruddervadors
That's really something. I've heard a countless number of classic Bo
owners
say that they can't get past 144mph no matter what they do! ;-)
----- Original Message -----
From: "Robert J. Mayer" <mayerlaw(at)email.com>
Subject: Beech-List: Ruddervadors
>
> After a flurry of activity between ABS and the FAA a few months ago, I
> have heard nothing more on a revised SB. I have trouble keeping my
plane
> slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to
stay
> within the AD. My bird wants to fly and I can't let it!
> Rob '35 D-733
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________________________________________________________________________________
| From: | KHebestrei(at)aol.com |
I replaced all 4 rod ends on my last bonanza. They were purchased at cutter
in phoenix. About 70.00 each. kevin hebestreit N4234B
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: Ruddervadors |
Yup, that's what I thought. The airplanes just won't go faster than 144 mph
indicated. Don't know why they even mentioned it!
----- Original Message -----
From: "Scott Derrick" <sderrick(at)tnstaafl.net>
Subject: Re: Beech-List: Ruddervadors
>
> Its a brick wall Al.
>
> If I was suspicious I'd think that darn IAS gage was fibbing!
>
> Scott
>
> ----- Original Message -----
> From: A J DeMarzo
> Subject: Re: Beech-List: Ruddervadors
>
>
> That's really something. I've heard a countless number of classic Bo
> owners
> say that they can't get past 144mph no matter what they do! ;-)
>
> ----- Original Message -----
> From: "Robert J. Mayer" <mayerlaw(at)email.com>
> Subject: Beech-List: Ruddervadors
>
>
>
> >
> > After a flurry of activity between ABS and the FAA a few months ago, I
> > have heard nothing more on a revised SB. I have trouble keeping my
> plane
> > slow enough; I run at 20" and 1950 rpm when alone (I'm 185 lbs) to
> stay
> > within the AD. My bird wants to fly and I can't let it!
> > Rob '35 D-733
________________________________________________________________________________
| From: | ROBINFLY(at)aol.com |
| Subject: | re: clip-on dual yoke |
Does anyone have any info on the "clip-on" dual yoke developed by Ray
Hollander in the 70's? There has to be a more affordable way for me to
receive training in my single yoke Bo.
Robin Hou
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: re: clip-on dual yoke |
Robin,
I did my entire IFR training with my single yoke Bo. I had to rent a
double for the IFR examiner. Have done two Bi-Annuals and one IFR
recurrency session in it with the single.
Cost $40 a month & $20 to R&R the yoke.
Barbar Aviation in CA.
Scott
----- Original Message -----
From: ROBINFLY(at)aol.com
Subject: Beech-List: re: clip-on dual yoke
Does anyone have any info on the "clip-on" dual yoke developed by Ray
Hollander in the 70's? There has to be a more affordable way for me to
receive training in my single yoke Bo.
Robin Hou
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| From: | "Mike's Email" <mjrose(at)jps.net> |
| Subject: | Ruddervator control rods |
While working on my ruddervator control rods in order to comply with the
AD to seal them against corrosion, I found them to have grease fittings
on the top two ball joints and I found the tubes to be completely filled
with grease. I'd like to keep them like this as it lubes both ball
joints as well as keeping out corrosion. Does any any else have these,
the part number, or were they just added way back when?
Michael D-993
________________________________________________________________________________
| Subject: | Beech Party 2001 |
| From: | Shelby Smith <rvaitor(at)home.com> |
Hey All,
Beech Party 2001 is next weekend. This is the annual Staggerwing and Beech
18 Convention in Tullahoma, TN. Tennessee and Tullahoma are beautiful place
in October.
You will find more info at http://www.staggerwingmuseum.com/
I also reserved a block of rooms for our Musketeer Group. I may have a
couple left or available if anyone is interested.
--
Shelby Smith
Member Chapter 162 since 1992
68 B-23 N4004T serial #1110 @ located at what was formerly known as
EAA Chapter 162 Sport Aviation Complex
________________________________________________________________________________
| Subject: | Beech Party 2001 |
| From: | Shelby Smith <rvaitor(at)home.com> |
Hi All,
Looks like the weather for Beech Party 2001 at Tullahoma, TN(THA) will be
fantastic!
I am planning on releasing my rooms tommorrow, Tuesday, so if you think you
may want to make some last minute plans to attend call the Jameson Inn
today.
There are lots of activities starting on Wednesday and going through Sunday.
The Schedule is on the Staggerwing Museum site so check it out. Right now
the only Musketeer function will be a type meeting on Saturday afternoon
from 1:30 to 3:00. It looks like the program will be with Bob Steward and
Tom Turner both of whom have a huge base of knowledge to share.
Again, if anyone needs any help or additional information please call.
--
I'm going down Thursday PM
Jameson Inn Phone - 931-455-7891
Staggerwing Convention Registration/Activity Link
http://www.staggerwingmuseum.com/
Shelby Smith
615-726-3030
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Re: ruddervadors |
Andy,
I know you've gotten a good number of replies on this, and we've sort of
drifted off on a tangent on the ruddervators, but to get back to your original
question:
First of all, there is an AD on the early v-tail Bonanzas (1947-1950) that
says you can't fly faster than 144 mph ("indicated"), and also has a
repair/remedy to the AD by performing the requirements of a Raytheon Service
Bulletin on the ruddervators and related control system. The SB is
time-consuming and expensive to do (about 40 hours or more), but if you do it,
then the AD is satisfied. That is, you can rip that pesky 144 mph speed
restriction off forever.
This AD is currently the subject of a NPRM, meaning that they will
update/supercede this AD sometime in the future.
Raytheon is also updating the Service Bulletin, and the NPRM will not be
released as a new AD until the new service bulletin is out and okayed by the
FAA.
The new Service Bulletin is *really* over the top, even for Raytheon. They
want us to have the tailcone skin confirmed for proper thickness. Okay, well,
the early birds used a thinner skin, and it may have been possible that they
were repaired using later thicker skin by mistake. Okay, well, the early
birds were delivered as unpainted polished metal, and lots of polishing may
have made some of the skins thinner than they should be over the past 50 years
of polishing. But the Raytheon SB specifies a specific piece of equipment to
perform the test. This means that mechanics *must* use this equipment -- and
nothing else, as the wording "or suitable alternative equiment" isn't there --
to perform the SB. This equipment is particularly expensive (> $10,000)
ultrasonic sensor. There are something like 5 in the country. Two are in
Wichita. One belongs to Raytheon, another is at Cessna. Don't know of
location of the other(s).
The ABS has proposed that this wording be changed to something less
stringent, like using calipers. Hey, skin thicknesses aren't all that hard to
determine at a couple of inspection holes or skin joints.
Raytheon, nonetheless, submitted the SB to the FAA with this kind of
wording, and (luckily) the FAA felt like we do that this was an unacceptable
method for A&Ps to perform across the country, and to come up with something
else. Raytheon went back to the drawing board, and is still there.
There are other points of the SB that have been obviously drafted by
paralegals and not engineers, and they are also being criticised by the ABS
(and others). These other bits may or may not be revised as well during the
next revision by the crack SB writers at Raytheon.
Now, where was I? Oh, yes.
If this AD has been satisfied using the current Service Bulletin as of today,
then you are legal and good to go.
Inspecting the ruddervators: The trim tab cables should be fairly stiff, and
you should not be able to move the trim tabs unless you are The Incredible
Hulk. Since you can, I expect that the trim tab cables are slack. Probably
all the cables need tensioning, or the whole plane may need re-rigging. This
is a time-consuming job requiring several very (!) expensive rigging tools,
but you can rent the tools from the ABS for a "reasonable" fee. The rigging
process should take about a day, maybe two, to do.
Rattling hinges: The little ruddervator trim tabs are attached to the
ruddervator with a sort of piano hinge design. It doesn't rattle. What *may*
rattle (but shouldn't) are the ruddervators themselves. The ruddervators have
two hinge pins (bolts) in them, plus the control rod fitting at the bottom.
If the fittings are worn, then the excess clearance may make them rattle. Not
good. Get this fixed. If the control rod parts rattle, this is also not
good. Get this fixed, too. If you insist that the trim tabs are loose, then
they need to be fixed, pronto.
Re-skinning ruddervators: The original ruddervators made by Beechcraft were
extremely light. Magnesium skin. Magnesium spars. Three magnesium ribs, a few
rivets, a couple of bits for the trim tab, spot welds everywhere. A dab of
lead to balance the whole setup. *Very* sensitive balancing. The weight of a
dime at the trailing edge will throw it out of balance, not to mention a heavy
hand with the paint spray gun.
As the years wore on, many folk had their ruddervators repaired rather than
replaced. Repariers didn't have access to equipment that can apply
metal-melting electrtical sparks to a metal that can burn, so they used rivets
instead. Its been this way for 50 years.
When you reskin, you *must* use magnesium. Weight and balance wont' permit
anything else. There have been some STCs to permit aluminum on Beech-18
tails, but NONE for the 35 series Bonanza, or the Baron, or the Debonair, or
T-34. I suspect that there were some T-34 trainers that had aluminum anyway
(the military can get away with a lot, you know), and I think this is where
the confusion started on using aluminum for Beech tail feathers.
When you have your ruddervators reskinned, the mechanic will expertly
determine if your existing parts are still fit to use, and will replace those
that don't. Since this *is* magnesium, and there *is* a tricky and detailed
method required to balance Bonanza ruddervators, it is a good idea to use
someone who specifically knows how to do this, not just "Billy Bob's Aircraft
Repair and Bait Shop."
NOTE: It is *CRUCIAL* that the Beech model 35-series v-tail Bonanzas have
their ruddervators in balance, with no looseness, working properly, and
properly protected against corrosion. It is expensive to get it to this
condition, but once it is, it should be of relatively minor cost to keep it
that way.
For your future needs, here are some shops that have been given favorable
marks in the ruddervator reskinning department:
- - -
Aero-Repair, Inc.
Hemet Airport (HMT) Hangar #1
36980 Walden Weaver Rd.
Hemet, CA 92343
909-925-5141
909-925-2192 (fax)
Bill Daubenberger
Aero Surfaces / Raven Airtronics
Chico Airport
6389 Cohasset Rd
Cohasset, CA 95973
530-893-5416
530-893-5416 (fax)
Frank Baker:
Aircraft Repairs Unlimited
New Bedford Regional Airport (EWB)
New Bedford, MA
508-990-0166
508-990-0277 (fax)
Al Audette
Biggs Aircraft Repair
(Private airstrip West Of City)
Chandler, OK 74834
405-258-2965
405-258-3016 (fax)
Glen Biggs
Chelcraft Aviation, Inc.
1111 19th Ave. South
Princeton, MN 55371
612-389-5515
Control Center L.L.C.
Fayetteville Municipal Airport (FYM)
2 Lancer Dr
Fayetteville, TN 37334
931-433-8910
(not sure of address)
888-597-0105
Ron Davis (This is *not* the "Ron Davis" on the Beech-list)
Crossroad Aviation
15810 Addison Road
Addison, TX 75001 TX
972-239-0263
Princeton Aviation
Princeton Municipal Airport (PNM) ?
Princeton, MN 55371
763-389-2134
Stebbins Aviation
Louisville Int'l Airport
442 Downes Terrace
Louisville, KY 40214
502-368-1414 or 800-852-8155
Bill Stebbins
(2001.08.20: Stebbins aircraft had a very damaging fire in August 2001.
Don't know when/if they are getting back on track.)
Morton Stoverud
Flying W Airport (N14)
Medford, NJ 08055
609-654-8502
Structural Repair Specialists, Inc.
Minneapolis, MN _____
877-364-8003
612-802-5694 (fax)
"David"
- - -
I do not endorse any of the above, I just am starting to keep tabs on stuff
like this for the education and amusement of our fellow Beech-List'ers.
Prices will vary, but I expect that a totally reskinned ruddervator will cost
in the area of $2,100 apiece to have it reskinned, and another hundred for
painting, and another hundred for balancing. Prices of over $5,000 for the
pair are getting to be more typical for a pair of ruddervators.
- - -
As an aside, I was one of the official ABS "greeters" for you-all that flew
into Mobile Downtown Airport (BFM) on Wednesday 10th. All day. Over 200
planes arrived between 9:00am and 6:30pm. Lots of 'em made me very ashamed of
the way I neglect mine, letting two specks of dirt rub up against each other.
Then, there were others.
I saw a very interesting v-tail that had ruddervators with crinkle paint (!)
on them, like you sometimes see on an old metal dashboard. Well, it wasn't
crinkle paint. It was *covered* with filiform corrosion. You know who you
are. Just please get it taken care of as soon as you're able. Please.
Ron Davis
Andy & Beth Reichert wrote:
>
>
> I`m looking at a 1950B to buy a 1/2 share of ,I was looking at the tail
> and I`m not sure if the hinges are bad or not?
> First are we worried about the trim tab hinges or the ruddervator
> hinges? I can move the trim tab up and down at the hinge, is
> this a problem? I read Jason's story on checking the hinges, but I don't
> follow what he is talking about when he says you may be able to here
> the hinge rattle when you move it with your finger?
> I have seen where you can have the ruddervator skins replaced for about
> $2000, is this for the pair or is this each? Do they use
> magnesium or aluminum, and when they do this would they install new trim
> tab hinges at the same time?
>
> thanks Andy Reichert
>
________________________________________________________________________________
| From: | Brian Walker <walkmet(at)usa.net> |
| Subject: | Re: ruddervadors] |
"Ron Davis" wrote:
Andy,
Loose trim tab cables could very likely be caused by improper installation of
trim tab hinge pins. It is real easy to install them wrong, and difficult to
do it properly. After painting my airplane, I re-assembled the trim tabs and
was sure I had them correct, The give-away was the fact the cables were
loose, and had been tight before. After much study, I got them right, and the
cables were again tight. The tabs should "stand-off" from the hinge point.
Check several Bonanzas, and I'm sure you'll find a difference. I checked six
at our airport and found three of them had improperly installed tabs!! If you
suspect this, let me know and I'll try to relate the proper method of
installation.
Good Luck.
Brian Walker
D-3596
Andy,
I know you've gotten a good number of replies on this, and we've sort of
drifted off on a tangent on the ruddervators, but to get back to your
original
question:
First of all, there is an AD on the early v-tail Bonanzas (1947-1950) that
says you can't fly faster than 144 mph ("indicated"), and also has a
repair/remedy to the AD by performing the requirements of a Raytheon Service
Bulletin on the ruddervators and related control system. The SB is
time-consuming and expensive to do (about 40 hours or more), but if you do
it,
then the AD is satisfied. That is, you can rip that pesky 144 mph speed
restriction off forever.
This AD is currently the subject of a NPRM, meaning that they will
update/supercede this AD sometime in the future.
Raytheon is also updating the Service Bulletin, and the NPRM will not be
released as a new AD until the new service bulletin is out and okayed by the
FAA.
The new Service Bulletin is *really* over the top, even for Raytheon. They
want us to have the tailcone skin confirmed for proper thickness. Okay, well,
the early birds used a thinner skin, and it may have been possible that they
were repaired using later thicker skin by mistake. Okay, well, the early
birds were delivered as unpainted polished metal, and lots of polishing may
have made some of the skins thinner than they should be over the past 50
years
of polishing. But the Raytheon SB specifies a specific piece of equipment to
perform the test. This means that mechanics *must* use this equipment -- and
nothing else, as the wording "or suitable alternative equiment" isn't there
--
to perform the SB. This equipment is particularly expensive (> $10,000)
ultrasonic sensor. There are something like 5 in the country. Two are in
Wichita. One belongs to Raytheon, another is at Cessna. Don't know of
location of the other(s).
The ABS has proposed that this wording be changed to something less
stringent, like using calipers. Hey, skin thicknesses aren't all that hard
to
determine at a couple of inspection holes or skin joints.
Raytheon, nonetheless, submitted the SB to the FAA with this kind of
wording, and (luckily) the FAA felt like we do that this was an unacceptable
method for A&Ps to perform across the country, and to come up with something
else. Raytheon went back to the drawing board, and is still there.
There are other points of the SB that have been obviously drafted by
paralegals and not engineers, and they are also being criticised by the ABS
(and others). These other bits may or may not be revised as well during the
next revision by the crack SB writers at Raytheon.
Now, where was I? Oh, yes.
If this AD has been satisfied using the current Service Bulletin as of today,
then you are legal and good to go.
Inspecting the ruddervators: The trim tab cables should be fairly stiff, and
you should not be able to move the trim tabs unless you are The Incredible
Hulk. Since you can, I expect that the trim tab cables are slack. Probably
all the cables need tensioning, or the whole plane may need re-rigging. This
is a time-consuming job requiring several very (!) expensive rigging tools,
but you can rent the tools from the ABS for a "reasonable" fee. The rigging
process should take about a day, maybe two, to do.
Rattling hinges: The little ruddervator trim tabs are attached to the
ruddervator with a sort of piano hinge design. It doesn't rattle. What
*may*
rattle (but shouldn't) are the ruddervators themselves. The ruddervators have
two hinge pins (bolts) in them, plus the control rod fitting at the bottom.
If the fittings are worn, then the excess clearance may make them rattle.
Not
good. Get this fixed. If the control rod parts rattle, this is also not
good. Get this fixed, too. If you insist that the trim tabs are loose, then
they need to be fixed, pronto.
Re-skinning ruddervators: The original ruddervators made by Beechcraft were
extremely light. Magnesium skin. Magnesium spars. Three magnesium ribs, a few
rivets, a couple of bits for the trim tab, spot welds everywhere. A dab of
lead to balance the whole setup. *Very* sensitive balancing. The weight of
a
dime at the trailing edge will throw it out of balance, not to mention a
heavy
hand with the paint spray gun.
As the years wore on, many folk had their ruddervators repaired rather than
replaced. Repariers didn't have access to equipment that can apply
metal-melting electrtical sparks to a metal that can burn, so they used
rivets
instead. Its been this way for 50 years.
When you reskin, you *must* use magnesium. Weight and balance wont' permit
anything else. There have been some STCs to permit aluminum on Beech-18
tails, but NONE for the 35 series Bonanza, or the Baron, or the Debonair, or
T-34. I suspect that there were some T-34 trainers that had aluminum anyway
(the military can get away with a lot, you know), and I think this is where
the confusion started on using aluminum for Beech tail feathers.
When you have your ruddervators reskinned, the mechanic will expertly
determine if your existing parts are still fit to use, and will replace those
that don't. Since this *is* magnesium, and there *is* a tricky and detailed
method required to balance Bonanza ruddervators, it is a good idea to use
someone who specifically knows how to do this, not just "Billy Bob's Aircraft
Repair and Bait Shop."
NOTE: It is *CRUCIAL* that the Beech model 35-series v-tail Bonanzas have
their ruddervators in balance, with no looseness, working properly, and
properly protected against corrosion. It is expensive to get it to this
condition, but once it is, it should be of relatively minor cost to keep it
that way.
For your future needs, here are some shops that have been given favorable
marks in the ruddervator reskinning department:
- - -
Aero-Repair, Inc.
Hemet Airport (HMT) Hangar #1
36980 Walden Weaver Rd.
Hemet, CA 92343
909-925-5141
909-925-2192 (fax)
Bill Daubenberger
Aero Surfaces / Raven Airtronics
Chico Airport
6389 Cohasset Rd
Cohasset, CA 95973
530-893-5416
530-893-5416 (fax)
Frank Baker:
Aircraft Repairs Unlimited
New Bedford Regional Airport (EWB)
New Bedford, MA
508-990-0166
508-990-0277 (fax)
Al Audette
Biggs Aircraft Repair
(Private airstrip West Of City)
Chandler, OK 74834
405-258-2965
405-258-3016 (fax)
Glen Biggs
Chelcraft Aviation, Inc.
1111 19th Ave. South
Princeton, MN 55371
612-389-5515
Control Center L.L.C.
Fayetteville Municipal Airport (FYM)
2 Lancer Dr
Fayetteville, TN 37334
931-433-8910
(not sure of address)
888-597-0105
Ron Davis (This is *not* the "Ron Davis" on the Beech-list)
Crossroad Aviation
15810 Addison Road
Addison, TX 75001 TX
972-239-0263
Princeton Aviation
Princeton Municipal Airport (PNM) ?
Princeton, MN 55371
763-389-2134
Stebbins Aviation
Louisville Int'l Airport
442 Downes Terrace
Louisville, KY 40214
502-368-1414 or 800-852-8155
Bill Stebbins
(2001.08.20: Stebbins aircraft had a very damaging fire in August 2001.
Don't know when/if they are getting back on track.)
Morton Stoverud
Flying W Airport (N14)
Medford, NJ 08055
609-654-8502
Structural Repair Specialists, Inc.
Minneapolis, MN _____
877-364-8003
612-802-5694 (fax)
"David"
- - -
I do not endorse any of the above, I just am starting to keep tabs on stuff
like this for the education and amusement of our fellow Beech-List'ers.
Prices will vary, but I expect that a totally reskinned ruddervator will cost
in the area of $2,100 apiece to have it reskinned, and another hundred for
painting, and another hundred for balancing. Prices of over $5,000 for the
pair are getting to be more typical for a pair of ruddervators.
- - -
As an aside, I was one of the official ABS "greeters" for you-all that flew
into Mobile Downtown Airport (BFM) on Wednesday 10th. All day. Over 200
planes arrived between 9:00am and 6:30pm. Lots of 'em made me very ashamed
of
the way I neglect mine, letting two specks of dirt rub up against each other.
Then, there were others.
I saw a very interesting v-tail that had ruddervators with crinkle paint
(!)
on them, like you sometimes see on an old metal dashboard. Well, it wasn't
crinkle paint. It was *covered* with filiform corrosion. You know who you
are. Just please get it taken care of as soon as you're able. Please.
Ron Davis
Andy & Beth Reichert wrote:
>
>
> I`m looking at a 1950B to buy a 1/2 share of ,I was looking at the tail
> and I`m not sure if the hinges are bad or not?
> First are we worried about the trim tab hinges or the ruddervator
> hinges? I can move the trim tab up and down at the hinge, is
> this a problem? I read Jason's story on checking the hinges, but I don't
> follow what he is talking about when he says you may be able to here
> the hinge rattle when you move it with your finger?
> I have seen where you can have the ruddervator skins replaced for about
> $2000, is this for the pair or is this each? Do they use
> magnesium or aluminum, and when they do this would they install new trim
> tab hinges at the same time?
>
> thanks Andy Reichert
>
________________________________________________________________________________
| From: | "A J DeMarzo" <aerome(at)ev1.net> |
| Subject: | Re: ruddervadors] |
Brian;
Since that is a good story, and the service manual so unclear, if you have a
sure fire method of detecting improperly connected hinge pins and the proper
installation of such, please share it with us all! Thanks
Al
----- Original Message -----
From: "Brian Walker" <walkmet(at)usa.net>
> Loose trim tab cables could very likely be caused by improper installation
of
> trim tab hinge pins. It is real easy to install them wrong, and difficult
to
> do it properly. After painting my airplane, I re-assembled the trim tabs
and
> was sure I had them correct, The give-away was the fact the cables were
> loose, and had been tight before. After much study, I got them right, and
the
> cables were again tight. The tabs should "stand-off" from the hinge point.
> Check several Bonanzas, and I'm sure you'll find a difference. I checked
six
> at our airport and found three of them had improperly installed tabs!! If
you
> suspect this, let me know and I'll try to relate the proper method of
> installation.
>
> Good Luck.
> Brian Walker
> D-3596
________________________________________________________________________________
| From: | "Bruce Bell" <rv4bell(at)door.net> |
| Subject: | Ruddervator Trim Tabs |
Hi All,
In the Beech Service Manual, Figure 3-2B, Elevator Trim Tab Installation
shows it all. If you own a Bonanza you will find this Manual very useful.
Best regards,
Bruce Bell
Lubbock, Texas
A35 D-1730
If I was computer literate I might be able to send it!
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Ruddervator Trim Tabs |
Hey guys, this brings up a point of curiosity.. In my possession:
I have a "Maintenance Manual" p/n 35-590073-9 revised 15 Jun 57, which shows
tab rigging in sec II pg 2-12.
I have a "Shop Manual" p/n 35-590096B18 revised 18 may 89, which shows tab
rigging in sec 3 fig 3-2
Both of these are almost identical.
Now I'm informed there is also a "Service Manual" that has a different fig.?
Somebody help me here, is this really different?
Milt
B35 #2440 N5155C
----- Original Message -----
From: "Bruce Bell" <rv4bell(at)door.net>
Subject: Beech-List: Ruddervator Trim Tabs
>
> Hi All,
> In the Beech Service Manual, Figure 3-2B, Elevator Trim Tab Installation
> shows it all. If you own a Bonanza you will find this Manual very useful.
> Best regards,
> Bruce Bell
> Lubbock, Texas
> A35 D-1730
> If I was computer literate I might be able to send it!
>
>
________________________________________________________________________________
| From: | "Bruce Bell" <rv4bell(at)door.net> |
| Subject: | Re: Ruddervator Trim Tabs |
Milt,
I said service manual but should have said shop manual. My SHOP MANUAL is
35-590096B16 Revised: January 31, 1986. Sorry for the confusion!
Regards,
Bruce Bell
Lubbock, Texas
A35 D-1730
----- Original Message -----
From: "Milton J" <ateam(at)foothill.net>
Subject: Re: Beech-List: Ruddervator Trim Tabs
>
> Hey guys, this brings up a point of curiosity.. In my possession:
> I have a "Maintenance Manual" p/n 35-590073-9 revised 15 Jun 57, which
shows
> tab rigging in sec II pg 2-12.
> I have a "Shop Manual" p/n 35-590096B18 revised 18 may 89, which shows tab
> rigging in sec 3 fig 3-2
> Both of these are almost identical.
> Now I'm informed there is also a "Service Manual" that has a different
fig.?
> Somebody help me here, is this really different?
> Milt
> B35 #2440 N5155C
>
> ----- Original Message -----
> From: "Bruce Bell" <rv4bell(at)door.net>
> To:
> Subject: Beech-List: Ruddervator Trim Tabs
>
>
> >
> > Hi All,
> > In the Beech Service Manual, Figure 3-2B, Elevator Trim Tab Installation
> > shows it all. If you own a Bonanza you will find this Manual very
useful.
> > Best regards,
> > Bruce Bell
> > Lubbock, Texas
> > A35 D-1730
> > If I was computer literate I might be able to send it!
> >
> >
>
>
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Bit the bullet ... |
All,
Last August I finally succumbed to modern times and replaced my aging voltage
regulator with a solid state regulator on my 1954 E35 Bonanza.
The old system was a Delco-Remy 50-amp generator running though a Delco-Remy
1101888 50-amp voltage regulator. The new regulator is a Zeftronics G1500 N
solid-state regulator that mounts in exactly the same spot as the old one did,
with a minimum of fuss. Price for the new regulator was about $145.00.
The electrical system immediately became reliable. No annoying blips of the
electrical system that reset the GPS and the engine analyzer, no wildly
varying voltage swings. Just good, steady electricity.
On a test run, the VR seems to hold voltage very steady.
1100 rpm = 12.8v
1200 rpm = 13.0v
1300 rpm = 13.5v, but no landing lights.
Turning on the landing lights blips the JPI and the GPS
1400 rpm = 13.5v, can turn on one landing light with no trouble.
1600 rpm = 13.5v, and can turn on anything without causing problems.
1800 rpm = 13.8v, and stays there as I run the engine up higher.
NOTE: I use 100w GE4537 landing light bulbs instead of the 250w GE4522. The
same light for a lot less power.
It took me a long time to decide to give up on the old VR. But the fancy new
solid-state goodies in the dash need a fancier voltage regulator. The first
time after the replacement, my wife noticed the difference, and liked it.
Justification enough for the upgrade.
Ron Davis
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Battery info ... |
All,
As in a previous post about voltage regulators, I had also been worrying about
my battery.
Right now I have a Concorde RG-35AXC battery, which is a sealed recombinant
gas battery, with "extra cranking power."
What with the events in September, I hadn't been flying much, and wanted the
battery in good shape for my upcoming trip from Southern California to Mobile
(The Mobile trip didn't happen, but that's another story).
So, I took the battery out of the plane and hooked it up to the charger in the
garage overnight. The next morning, I checked the battery, and it was VERY
WARM. Not good. Unhook the charger, and ... well, there's nothing to check.
This is a sealed battery.
I figure the battery's a goner, so what have I got to lose? Let's open this
sucker up somehow. The Concorde Sealed RG battery has a strip of plastic
across the top covering where the battery caps would be if it had any. I used
a putty knife to carefully pull the strip up and off (it seems to be pressed
in with 6-8 "pins" to keep it in place), and lo and behold, battery caps.
The caps are not your ordinary battery caps, but close enough. They have a
hex head on them, and I unscrewed one using my socket set. The cap has an
o-ring on it, and there was some clear goo which looked like a sort of
silicone adhesive of some sort.
Anyway, with the cap off, I could see that the cell was low on water. I could
see the plates. So I took off the other caps, and same thing. Low on water.
Refilled the cells with tap water (horrors!), screwed the caps back on,
replaced the cover strip, and checked the voltage with a meter. 11.1 volts.
Looks good to me. Put it back in the plane, and awaited my next flight
wondering if I was going to need a new battery or not.
The next day, the engine started like is usually did ... a little hesitation,
then it catches. Fly 2-1/2 hours. Stop and get gas. Start the plane up, and
the battery spins the blades noticeably faster. More like it did when the
battery was new. So it looks like the battery is into its second wind.
This battery was installed Nov 20, 1999, so at three years, it may or may not
be due for replacement according to other experts. I prefer to believe that I
oughta get more like 4-5 years. Now that the maintenance-free battery can
actually get some maintenance, I may see 5 years on it. I'll keep you-all
posted.
Ron Davis
________________________________________________________________________________
| From: | "C. P. Anthony" <panthony(at)flintemc.net> |
was there an STC to put the solid state unit in.
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Battery info ... |
Ron,
I can't believe you put tap water in it??????
Couldn't make it down to Safeway for a $0.99 gallon of distilled?
Scott
----- Original Message -----
From: Ron Davis
Subject: Beech-List: Battery info ...
All,
As in a previous post about voltage regulators, I had also been worrying
about
my battery.
Right now I have a Concorde RG-35AXC battery, which is a sealed
recombinant
gas battery, with "extra cranking power."
What with the events in September, I hadn't been flying much, and wanted
the
battery in good shape for my upcoming trip from Southern California to
Mobile
(The Mobile trip didn't happen, but that's another story).
So, I took the battery out of the plane and hooked it up to the charger
in the
garage overnight. The next morning, I checked the battery, and it was
VERY
WARM. Not good. Unhook the charger, and ... well, there's nothing to
check.
This is a sealed battery.
I figure the battery's a goner, so what have I got to lose? Let's open
this
sucker up somehow. The Concorde Sealed RG battery has a strip of
plastic
across the top covering where the battery caps would be if it had any.
I used
a putty knife to carefully pull the strip up and off (it seems to be
pressed
in with 6-8 "pins" to keep it in place), and lo and behold, battery
caps.
The caps are not your ordinary battery caps, but close enough. They
have a
hex head on them, and I unscrewed one using my socket set. The cap has
an
o-ring on it, and there was some clear goo which looked like a sort of
silicone adhesive of some sort.
Anyway, with the cap off, I could see that the cell was low on water. I
could
see the plates. So I took off the other caps, and same thing. Low on
water.
Refilled the cells with tap water (horrors!), screwed the caps back on,
replaced the cover strip, and checked the voltage with a meter. 11.1
volts.
Looks good to me. Put it back in the plane, and awaited my next flight
wondering if I was going to need a new battery or not.
The next day, the engine started like is usually did ... a little
hesitation,
then it catches. Fly 2-1/2 hours. Stop and get gas. Start the plane
up, and
the battery spins the blades noticeably faster. More like it did when
the
battery was new. So it looks like the battery is into its second wind.
This battery was installed Nov 20, 1999, so at three years, it may or
may not
be due for replacement according to other experts. I prefer to believe
that I
oughta get more like 4-5 years. Now that the maintenance-free battery
can
actually get some maintenance, I may see 5 years on it. I'll keep
you-all
posted.
Ron Davis
=
=
=
=
=
=
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: Bit the bullet ... |
Ron,
I installed the same make(Zifftronics)regulator in my 1948 Bonanza after
a generator OH. I have the 35 amp generator but the regulator I replaced
was the original 25 amp regulator. I like the status LED 's on the
regulator.
It works great, but I have noticed that the generator doesn't come on
line until I exceed about 1500 rpm. Once it starts genning it stays on
even with the rpm reduced to 600 for idle.
Scott
----- Original Message -----
From: Ron Davis
Subject: Beech-List: Bit the bullet ...
All,
Last August I finally succumbed to modern times and replaced my aging
voltage
regulator with a solid state regulator on my 1954 E35 Bonanza.
The old system was a Delco-Remy 50-amp generator running though a
Delco-Remy
1101888 50-amp voltage regulator. The new regulator is a Zeftronics
G1500 N
solid-state regulator that mounts in exactly the same spot as the old
one did,
with a minimum of fuss. Price for the new regulator was about $145.00.
The electrical system immediately became reliable. No annoying blips of
the
electrical system that reset the GPS and the engine analyzer, no wildly
varying voltage swings. Just good, steady electricity.
On a test run, the VR seems to hold voltage very steady.
1100 rpm 12.8v
1200 rpm 13.0v
1300 rpm 13.5v, but no landing lights.
Turning on the landing lights blips the JPI and the GPS
1400 rpm 13.5v, can turn on one landing light with no trouble.
1600 rpm 13.5v, and can turn on anything without causing problems.
1800 rpm 13.8v, and stays there as I run the engine up higher.
NOTE: I use 100w GE4537 landing light bulbs instead of the 250w GE4522.
The
same light for a lot less power.
It took me a long time to decide to give up on the old VR. But the
fancy new
solid-state goodies in the dash need a fancier voltage regulator. The
first
time after the replacement, my wife noticed the difference, and liked
it.
Justification enough for the upgrade.
Ron Davis
=
=
=
=
=
=
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
C.P.,
Even better. FAA-PMA approved replacement part.
HOWEVER, the original 1954 E35 had a 35-amp system, and Zeftronics'
cross-reference only shows the 1957 H35 (?) as compatible, as it was the first
one with the 50-amp generator as standard.
But, the 50-amp generator *was* an option for the E225-8 engine, so it can be
considered an original factory part.
Or, as long as your system was upgraded to 50-amp (both generator and voltage
regulator), with a logbook entry (as it probably was), then you can upgrade to
the 50-amp system with a logbook entry. But if you get nervous, have your
mechanic file a form 337.
Ron Davis
"C. P. Anthony" wrote:
>
>
> Was there an STC to put the solid state unit in.
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
| Subject: | Re: Battery info ... |
Scott Derrick wrote:
> Ron,
>
> I can't believe you put tap water in it??????
>
> Couldn't make it down to Safeway for a $0.99 gallon of distilled?
>
> Scott
Nope, wasn't going to get in the car and go get distilled water for a battery
already considered DOA (or OPD for you subjects of the Queen). Anything I was
going to get out of it at this point was a bonus.
Y'know, I wonder about all those admonitions to use only distilled water in
batteries. After all, how much dissolved metals and junk can be in a cupful
of tap water, anyway? And this is the first time in 3 years I've ever had to
add anything.
I guess I'll just have to see if the Concorde lives a long and healty life of
4 years or dies an early death at only 47 months. :-)
Ron Davis
________________________________________________________________________________
| From: | Brian Walker <walkmet(at)usa.net> |
| Subject: | Re: Battery info ...] |
"Ron Davis" wrote:
Ron, Scott,
I own a fleet of small trucks, most with "Maintenance free" batteries. I
discovered that "maintenance" is defined as buying a new one when and old
fashioned battery just needed water! I also discovered, as you did, that
maintenance was indeed possible, only, more difficult. I have filled many of
these batteries with water and extended their lives considerably.
My tap water has fewer minerals than distilled (300 foot well 8,700 feet up on
the back side of Pikes Peak). I use it for batteries all the time!!
Brian Walker
D3596
Scott Derrick wrote:
> Ron,
>
> I can't believe you put tap water in it??????
>
> Couldn't make it down to Safeway for a $0.99 gallon of distilled?
>
> Scott
Nope, wasn't going to get in the car and go get distilled water for a battery
already considered DOA (or OPD for you subjects of the Queen). Anything I
was
going to get out of it at this point was a bonus.
Y'know, I wonder about all those admonitions to use only distilled water in
batteries. After all, how much dissolved metals and junk can be in a cupful
of tap water, anyway? And this is the first time in 3 years I've ever had to
add anything.
I guess I'll just have to see if the Concorde lives a long and healty life of
4 years or dies an early death at only 47 months. :-)
Ron Davis
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Battery info ... |
Unless there is a lot of iron in the water, tap water works very well.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
----- Original Message -----
From: "Ron Davis" <rdavis(at)imetinc.com>
Subject: Re: Beech-List: Battery info ...
Scott Derrick wrote:
> Ron,
>
> I can't believe you put tap water in it??????
>
> Couldn't make it down to Safeway for a $0.99 gallon of distilled?
>
> Scott
Nope, wasn't going to get in the car and go get distilled water for a
battery
already considered DOA (or OPD for you subjects of the Queen). Anything I
was
going to get out of it at this point was a bonus.
Y'know, I wonder about all those admonitions to use only distilled water in
batteries. After all, how much dissolved metals and junk can be in a cupful
of tap water, anyway? And this is the first time in 3 years I've ever had
to
add anything.
I guess I'll just have to see if the Concorde lives a long and healty life
of
4 years or dies an early death at only 47 months. :-)
Ron Davis
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Battery info ... |
Hi Ron; A little side note.. I had my last Gill for almost 10 yrs before
it gave up the ghost. The trick was to put it on trickle charge (1amp) each
day for about 30 min. Simple expedient of using a light timer. (Obviously
only works in a hangar.)
Milt
----- Original Message -----
From: "Ron Davis" <rdavis(at)imetinc.com>
Subject: Re: Beech-List: Battery info ...
>
>
> Scott Derrick wrote:
> > Ron,
> >
> > I can't believe you put tap water in it??????
> >
> > Couldn't make it down to Safeway for a $0.99 gallon of distilled?
> >
> > Scott
>
> Nope, wasn't going to get in the car and go get distilled water for a
battery
> already considered DOA (or OPD for you subjects of the Queen). Anything I
was
> going to get out of it at this point was a bonus.
>
> Y'know, I wonder about all those admonitions to use only distilled water
in
> batteries. After all, how much dissolved metals and junk can be in a
cupful
> of tap water, anyway? And this is the first time in 3 years I've ever had
to
> add anything.
>
> I guess I'll just have to see if the Concorde lives a long and healty life
of
> 4 years or dies an early death at only 47 months. :-)
>
> Ron Davis
>
>
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: Battery info ... |
Same story here Milt. I have a few friends that like to replace their battery every
two
years. I gladly take their two year old battery off their hands. I have a 9 year
old
battery including the two years the previous owner had it.It's a RG Battery like
Ron Davis
mentioned. I use the float charger (constant voltage) from Harbor Freight. My
determination is that they are the best for the battery due to several factors.
I can
leave the float charger on for months at a time (no timer) and it will not harm
the
battery (doesn't make the battery heat up but only slightly). When using current
(amp)
chargers even trickle without a timer, will eventually start to heat up the battery
and
evaporate the acid inside. So judicious usage of a trickle (amp/current) charger
should
yield the 10 year life span you mention by using the 30 minute timing method you
mention.
BG Wells
----- Original Message -----
From: "Milton J" <ateam(at)foothill.net>
Subject: Re: Beech-List: Battery info ...
Hi Ron; A little side note.. I had my last Gill for almost 10 yrs before
it gave up the ghost. The trick was to put it on trickle charge (1amp) each
day for about 30 min. Simple expedient of using a light timer. (Obviously
only works in a hangar.)
Milt
----- Original Message -----
From: "Ron Davis" <rdavis(at)imetinc.com>
Subject: Re: Beech-List: Battery info ...
>
>
> Scott Derrick wrote:
> > Ron,
> >
> > I can't believe you put tap water in it??????
> >
> > Couldn't make it down to Safeway for a $0.99 gallon of distilled?
> >
> > Scott
>
> Nope, wasn't going to get in the car and go get distilled water for a
battery
> already considered DOA (or OPD for you subjects of the Queen). Anything I
was
> going to get out of it at this point was a bonus.
>
> Y'know, I wonder about all those admonitions to use only distilled water
in
> batteries. After all, how much dissolved metals and junk can be in a
cupful
> of tap water, anyway? And this is the first time in 3 years I've ever had
to
> add anything.
>
> I guess I'll just have to see if the Concorde lives a long and healty life
of
> 4 years or dies an early death at only 47 months. :-)
>
> Ron Davis
>
>
________________________________________________________________________________
| From: | Peter Scott <winginit(at)jps.net> |
| Subject: | Re: Battery info ... |
I'm curious - If we habitually fly our mistresses say.. no less than an hour a
week ..., do
you think it is necessary to hook up a battery charger for a 30 min. per day regimin?;
if so,
what is the best way to hook it up? directly to the battery? thru the apu input
or what?; also
does it make a difference if we have an alternator or a generator? I am constantly
amazed at
the reliability of my battery; it always turns her over no matter how long between
flights
(two months recently during a ruddervator reskinning/terrorist war episode). I
religiously
tend to its water and any rare corrosion incidents but that's about all it takes.
BG Wells wrote:
>
> Same story here Milt. I have a few friends that like to replace their battery
every two
> years. I gladly take their two year old battery off their hands. I have a 9 year
old
> battery including the two years the previous owner had it.It's a RG Battery like
Ron Davis
> mentioned. I use the float charger (constant voltage) from Harbor Freight. My
> determination is that they are the best for the battery due to several factors.
I can
> leave the float charger on for months at a time (no timer) and it will not harm
the
> battery (doesn't make the battery heat up but only slightly). When using current
(amp)
> chargers even trickle without a timer, will eventually start to heat up the battery
and
> evaporate the acid inside. So judicious usage of a trickle (amp/current) charger
should
> yield the 10 year life span you mention by using the 30 minute timing method
you mention.
>
> BG Wells
>
> ----- Original Message -----
> From: "Milton J" <ateam(at)foothill.net>
> To:
> Subject: Re: Beech-List: Battery info ...
>
>
> Hi Ron; A little side note.. I had my last Gill for almost 10 yrs before
> it gave up the ghost. The trick was to put it on trickle charge (1amp) each
> day for about 30 min. Simple expedient of using a light timer. (Obviously
> only works in a hangar.)
> Milt
> ----- Original Message -----
> From: "Ron Davis" <rdavis(at)imetinc.com>
> To:
> Subject: Re: Beech-List: Battery info ...
>
> >
> >
> > Scott Derrick wrote:
> > > Ron,
> > >
> > > I can't believe you put tap water in it??????
> > >
> > > Couldn't make it down to Safeway for a $0.99 gallon of distilled?
> > >
> > > Scott
> >
> > Nope, wasn't going to get in the car and go get distilled water for a
> battery
> > already considered DOA (or OPD for you subjects of the Queen). Anything I
> was
> > going to get out of it at this point was a bonus.
> >
> > Y'know, I wonder about all those admonitions to use only distilled water
> in
> > batteries. After all, how much dissolved metals and junk can be in a
> cupful
> > of tap water, anyway? And this is the first time in 3 years I've ever had
> to
> > add anything.
> >
> > I guess I'll just have to see if the Concorde lives a long and healty life
> of
> > 4 years or dies an early death at only 47 months. :-)
> >
> > Ron Davis
> >
> >
>
>
________________________________________________________________________________
| From: | Wes K <wsknettl(at)centurytel.net> |
| Subject: | 35 to 50 amp generators |
After reading the comments on 35 to 50 amp upgrades I did some nosing
around. After looking in the 35 series ahop manual the following is
apparent:
D-1 thru D-4392 (except D-4376)
Came stock with 35 Amp system.
D-1 thru D-2680
Had 12 gauge wire installed on primary leads from gen to reg to circuit
breaker to ammeter to bus.
50 Amp system was not offered as an option.
D-2681 thru D-4865
With stock 35 Amp system:
Had 10 gauge wire in the primary leads listed above.
50 Amp option was only applicable to D-4376 and D-4392 thru D-6841
however the above mentioned leads were 8 gauge with this option.
D-4866 thru D-6841
With stock 35 Amp system:
Had 8 gauge wire in the primary leads listed above.
50 Amp option used the same gauge wire.
A33 used 8 gauge wire with the stock 35 Amp system and there was no 50
Amp option listed.
B33 & Up used 6 gauge wire with stock 50 amp gen or optional 70 amp
alternator.
Therefore, it stands to reason that if you upgrade a 35 amp system to 50
amp system in the allowable serial number ranges (D-4376 & D-4392 thru
D-6841) then you must also utilize all the appropriate parts and wire
gauge listed in the Parts List and the wirng diagram for the optional 50
amp system. This can be accomplished on a log entry by an A&P. If you
wished to upgrade those earlier aircraft serial numbers you would have
to utilize all the appropriate parts and wire gauge listed in the Parts
List and wiring diagram for the 50 amp system. However you will now need
a FAA Form 337 for a field approval or a Beech engineering order.
As for the new voltage regulator, if it is a PMA'd replacement for the
original Beech unit as listed on its PMA Eligability List then you will
need a log entry by an A&P and most FSDO's now require an Informational
Form 337 for the aircraft's historical file in OK City. If it isn't
listed specifically as a replacement for your unit then you will need a
field approval Form 337.
Now for the reference to engine manuals showing 50 amp alternators
available on the early engines. Keep in mind that whenever the engine
manufacturer's data differs or conflicts with the aircraft
manufactirer's data, the aircraft's manufacturer's data takes
precedence. Also keep in mind these engines were procured by the
aircraft manufacturer under a specific specification suffix applicable
to a specific airframe model or serial group [Ie E-225 (27) ]. A simple
example would be the TCM O-200 Parts manual shows a generator or
alternator. Try to put a alternator on a 1959 Cessna 150 (which came
with a generator) using the TCM parts manual as your approved data and
the FAA inspector would hit the ceiling.
Hopes this helps clear up some questions.
Wes K
IA in Wisconsin
________________________________________________________________________________
| From: | Wes K <wsknettl(at)centurytel.net> |
| Subject: | Shop vs service manual |
In a posting by Milt:
Hey guys, this brings up a point of curiosity.. In my possession:
I have a "Maintenance Manual" p/n 35-590073-9 revised 15 Jun 57, which
shows
tab rigging in sec II pg 2-12.
I have a "Shop Manual" p/n 35-590096B18 revised 18 may 89, which shows
tab
rigging in sec 3 fig 3-2
Both of these are almost identical.
Now I'm informed there is also a "Service Manual" that has a different
fig.?
Somebody help me here, is this really different?
Milt
B35 #2440 N5155C
Milt
Actually the service manual bruce refers to and the shop manual you
refer to are one in the same. Some folks even call them technical
Manuals. I believe the latest version of the Shop Manual 35-590096 is
B19 revision dated 1996.
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: 35 to 50 amp generators |
What about the 25 amp generator ?
BG Wells
----- Original Message -----
From: "Wes K" <wsknettl(at)centurytel.net>
Subject: Beech-List: 35 to 50 amp generators
After reading the comments on 35 to 50 amp upgrades I did some nosing
around. After looking in the 35 series ahop manual the following is
apparent:
D-1 thru D-4392 (except D-4376)
Came stock with 35 Amp system.
D-1 thru D-2680
Had 12 gauge wire installed on primary leads from gen to reg to circuit
breaker to ammeter to bus.
50 Amp system was not offered as an option.
D-2681 thru D-4865
With stock 35 Amp system:
Had 10 gauge wire in the primary leads listed above.
50 Amp option was only applicable to D-4376 and D-4392 thru D-6841
however the above mentioned leads were 8 gauge with this option.
D-4866 thru D-6841
With stock 35 Amp system:
Had 8 gauge wire in the primary leads listed above.
50 Amp option used the same gauge wire.
A33 used 8 gauge wire with the stock 35 Amp system and there was no 50
Amp option listed.
B33 & Up used 6 gauge wire with stock 50 amp gen or optional 70 amp
alternator.
Therefore, it stands to reason that if you upgrade a 35 amp system to 50
amp system in the allowable serial number ranges (D-4376 & D-4392 thru
D-6841) then you must also utilize all the appropriate parts and wire
gauge listed in the Parts List and the wirng diagram for the optional 50
amp system. This can be accomplished on a log entry by an A&P. If you
wished to upgrade those earlier aircraft serial numbers you would have
to utilize all the appropriate parts and wire gauge listed in the Parts
List and wiring diagram for the 50 amp system. However you will now need
a FAA Form 337 for a field approval or a Beech engineering order.
As for the new voltage regulator, if it is a PMA'd replacement for the
original Beech unit as listed on its PMA Eligability List then you will
need a log entry by an A&P and most FSDO's now require an Informational
Form 337 for the aircraft's historical file in OK City. If it isn't
listed specifically as a replacement for your unit then you will need a
field approval Form 337.
Now for the reference to engine manuals showing 50 amp alternators
available on the early engines. Keep in mind that whenever the engine
manufacturer's data differs or conflicts with the aircraft
manufactirer's data, the aircraft's manufacturer's data takes
precedence. Also keep in mind these engines were procured by the
aircraft manufacturer under a specific specification suffix applicable
to a specific airframe model or serial group [Ie E-225 (27) ]. A simple
example would be the TCM O-200 Parts manual shows a generator or
alternator. Try to put a alternator on a 1959 Cessna 150 (which came
with a generator) using the TCM parts manual as your approved data and
the FAA inspector would hit the ceiling.
Hopes this helps clear up some questions.
Wes K
IA in Wisconsin
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: 35 to 50 amp generators |
From the TCDS A-777
Item# 301. Generator
(a) 25 a. Delco-Remy P/N 1101879 or 1101886 14 lb. (+42)
or (b) 35 a. CMC P/N 533730 (includes CMC generator 532701 equivalent to Delco-Remy
16 lb.
(+42)
1101887)
or (c) 50 a. CMC assy. P/N 539829 (includes CMC generator 539538 equivalent to
Delco-Remy 1101888) or Delco-Remy P/N 1101908 16 lb. (+42)
Models 35 (S/N D-3351 through D-3698), E35, F35, G35
----- Original Message -----
From: "BG Wells" <wellsbg(at)home.com>
Subject: Re: Beech-List: 35 to 50 amp generators
What about the 25 amp generator ?
BG Wells
----- Original Message -----
From: "Wes K" <wsknettl(at)centurytel.net>
Subject: Beech-List: 35 to 50 amp generators
After reading the comments on 35 to 50 amp upgrades I did some nosing
around. After looking in the 35 series ahop manual the following is
apparent:
D-1 thru D-4392 (except D-4376)
Came stock with 35 Amp system.
D-1 thru D-2680
Had 12 gauge wire installed on primary leads from gen to reg to circuit
breaker to ammeter to bus.
50 Amp system was not offered as an option.
D-2681 thru D-4865
With stock 35 Amp system:
Had 10 gauge wire in the primary leads listed above.
50 Amp option was only applicable to D-4376 and D-4392 thru D-6841
however the above mentioned leads were 8 gauge with this option.
D-4866 thru D-6841
With stock 35 Amp system:
Had 8 gauge wire in the primary leads listed above.
50 Amp option used the same gauge wire.
A33 used 8 gauge wire with the stock 35 Amp system and there was no 50
Amp option listed.
B33 & Up used 6 gauge wire with stock 50 amp gen or optional 70 amp
alternator.
Therefore, it stands to reason that if you upgrade a 35 amp system to 50
amp system in the allowable serial number ranges (D-4376 & D-4392 thru
D-6841) then you must also utilize all the appropriate parts and wire
gauge listed in the Parts List and the wirng diagram for the optional 50
amp system. This can be accomplished on a log entry by an A&P. If you
wished to upgrade those earlier aircraft serial numbers you would have
to utilize all the appropriate parts and wire gauge listed in the Parts
List and wiring diagram for the 50 amp system. However you will now need
a FAA Form 337 for a field approval or a Beech engineering order.
As for the new voltage regulator, if it is a PMA'd replacement for the
original Beech unit as listed on its PMA Eligability List then you will
need a log entry by an A&P and most FSDO's now require an Informational
Form 337 for the aircraft's historical file in OK City. If it isn't
listed specifically as a replacement for your unit then you will need a
field approval Form 337.
Now for the reference to engine manuals showing 50 amp alternators
available on the early engines. Keep in mind that whenever the engine
manufacturer's data differs or conflicts with the aircraft
manufactirer's data, the aircraft's manufacturer's data takes
precedence. Also keep in mind these engines were procured by the
aircraft manufacturer under a specific specification suffix applicable
to a specific airframe model or serial group [Ie E-225 (27) ]. A simple
example would be the TCM O-200 Parts manual shows a generator or
alternator. Try to put a alternator on a 1959 Cessna 150 (which came
with a generator) using the TCM parts manual as your approved data and
the FAA inspector would hit the ceiling.
Hopes this helps clear up some questions.
Wes K
IA in Wisconsin
________________________________________________________________________________
| From: | Wes K <wsknettl(at)centurytel.net> |
| Subject: | 25, 35 & 50 amp generators |
>From the TCDS A-777
Item# 301. Generator
(a) 25 a. Delco-Remy P/N 1101879 or 1101886 14 lb. (+42)
or (b) 35 a. CMC P/N 533730 (includes CMC generator 532701 equivalent to
Delco-Remy 16 lb.
(+42)
1101887)
or (c) 50 a. CMC assy. P/N 539829 (includes CMC generator 539538
equivalent to
Delco-Remy 1101888) or Delco-Remy P/N 1101908 16 lb. (+42)
Models 35 (S/N D-3351 through D-3698), E35, F35, G35
BG,
Sorry, my oversight. I amend my data to show a 25 amp was approved on
serials D-1 thru D-4865 per TCDS. And I;ll amend my serial group D-2681
thru D-4865 to include D-3351 thru D-3698 as also approved for 50 amp
option per TCDS. For D-3351 thru D-3698 you would still have to upgrade
the wiring from 10 to 8 gauge and use the appropriate VR, circuit
breaker etc. Good catch.
Wes K
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
Just curious
Are there any other Twin Bonanza operators on this list besides me??
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: 25, 35 & 50 amp generators |
Absolutely, my understanding is that the original voltage regulators were matched
with the
generator. A 25 amp generator was matched to a particular VR etc.
BG Wells
----- Original Message -----
From: "Wes K" <wsknettl(at)centurytel.net>
Subject: Beech-List: 25, 35 & 50 amp generators
>From the TCDS A-777
Item# 301. Generator
(a) 25 a. Delco-Remy P/N 1101879 or 1101886 14 lb. (+42)
or (b) 35 a. CMC P/N 533730 (includes CMC generator 532701 equivalent to
Delco-Remy 16 lb.
(+42)
1101887)
or (c) 50 a. CMC assy. P/N 539829 (includes CMC generator 539538
equivalent to
Delco-Remy 1101888) or Delco-Remy P/N 1101908 16 lb. (+42)
Models 35 (S/N D-3351 through D-3698), E35, F35, G35
BG,
Sorry, my oversight. I amend my data to show a 25 amp was approved on
serials D-1 thru D-4865 per TCDS. And I;ll amend my serial group D-2681
thru D-4865 to include D-3351 thru D-3698 as also approved for 50 amp
option per TCDS. For D-3351 thru D-3698 you would still have to upgrade
the wiring from 10 to 8 gauge and use the appropriate VR, circuit
breaker etc. Good catch.
Wes K
________________________________________________________________________________
| From: | "Scott Derrick" <sderrick(at)tnstaafl.net> |
| Subject: | Re: 35 to 50 amp generators |
I know my 1948 serial D1290 came with a E185 with a 25 amp generator.
it was upgraded to 35 amp when the E225 was installed.
Scott
----- Original Message -----
From: BG Wells
Subject: Re: Beech-List: 35 to 50 amp generators
What about the 25 amp generator ?
BG Wells
----- Original Message -----
From: "Wes K" <wsknettl(at)centurytel.net>
Subject: Beech-List: 35 to 50 amp generators
After reading the comments on 35 to 50 amp upgrades I did some nosing
around. After looking in the 35 series ahop manual the following is
apparent:
D-1 thru D-4392 (except D-4376)
Came stock with 35 Amp system.
D-1 thru D-2680
Had 12 gauge wire installed on primary leads from gen to reg to circuit
breaker to ammeter to bus.
50 Amp system was not offered as an option.
D-2681 thru D-4865
With stock 35 Amp system:
Had 10 gauge wire in the primary leads listed above.
50 Amp option was only applicable to D-4376 and D-4392 thru D-6841
however the above mentioned leads were 8 gauge with this option.
D-4866 thru D-6841
With stock 35 Amp system:
Had 8 gauge wire in the primary leads listed above.
50 Amp option used the same gauge wire.
A33 used 8 gauge wire with the stock 35 Amp system and there was no 50
Amp option listed.
B33 & Up used 6 gauge wire with stock 50 amp gen or optional 70 amp
alternator.
Therefore, it stands to reason that if you upgrade a 35 amp system to 50
amp system in the allowable serial number ranges (D-4376 & D-4392 thru
D-6841) then you must also utilize all the appropriate parts and wire
gauge listed in the Parts List and the wirng diagram for the optional 50
amp system. This can be accomplished on a log entry by an A&P. If you
wished to upgrade those earlier aircraft serial numbers you would have
to utilize all the appropriate parts and wire gauge listed in the Parts
List and wiring diagram for the 50 amp system. However you will now need
a FAA Form 337 for a field approval or a Beech engineering order.
As for the new voltage regulator, if it is a PMA'd replacement for the
original Beech unit as listed on its PMA Eligability List then you will
need a log entry by an A&P and most FSDO's now require an Informational
Form 337 for the aircraft's historical file in OK City. If it isn't
listed specifically as a replacement for your unit then you will need a
field approval Form 337.
Now for the reference to engine manuals showing 50 amp alternators
available on the early engines. Keep in mind that whenever the engine
manufacturer's data differs or conflicts with the aircraft
manufactirer's data, the aircraft's manufacturer's data takes
precedence. Also keep in mind these engines were procured by the
aircraft manufacturer under a specific specification suffix applicable
to a specific airframe model or serial group [Ie E-225 (27) ]. A simple
example would be the TCM O-200 Parts manual shows a generator or
alternator. Try to put a alternator on a 1959 Cessna 150 (which came
with a generator) using the TCM parts manual as your approved data and
the FAA inspector would hit the ceiling.
Hopes this helps clear up some questions.
Wes K
IA in Wisconsin
=
=
=
=
=
=
________________________________________________________________________________
| From: | "Ron Davis" <rdavis(at)imetinc.com> |
Hey! How'd you get in here? :-)
Actually I thought you said you drove a D35.
Ron Davis
"David P. Walen" wrote:
>
>
> Just curious
>
> Are there any other Twin Bonanza operators on this list besides me??
________________________________________________________________________________
| From: | "BG Wells" <wellsbg(at)home.com> |
| Subject: | Re: 35 to 50 amp generators |
I understand that it was the 1951 C35 w/ E185-11 that first came with the 35amp
generators as standard equipment. Previous years it may have been a option to get
the
35amp generators but I'm not sure. Many of the 1947 through 1950 35's (35, A35,
B35) that
have had engine upgrades from the E185-11 or E225-8 engine continue to have the
original
accessories from the original "E" engines. This includes items such as the 25 amp
generators etc. If you read the Beech manuals you'll find that when you install
the
E185-11 or the E225-8 in 1947 through 1950 airframes (35, A35, B35, ok 35R too
but who has
one of those?) you'll find that the engine mount legs (2 in front and 2 in back)
are
supposed to be changed too. For curiousosity, go look and see what type of Lord
engine
mount bushings are installed on your plane (if you drive a 1947 through 1950),
there are
two types. The E-185-11 and the E-225-8 have heavier and more durable engine mount
legs
and Lords engine mount rubber bushings.
Here's the deal, during a "E" engine upgrade, just like reusing some of the engine
accessories such as starters and generators, the original lighter weight engine
mounts
were reused ( a no, no on the engine mounts and maybe some starters). By the Beech
Manual,
part of the "approved" upgrade is to use the heavier engine mounts and don't re-use
the
original "lighter" mounts. I'm referring to the engine mount legs that bolt to
the bottom
of the engine case and not the brackets on the hull.
How do you tell which one's you have ? There are Beech part # casting on each
leg mount
and the Lord bushings are larger.
BG Wells
----- Original Message -----
From: "Scott Derrick" <sderrick(at)tnstaafl.net>
Subject: Re: Beech-List: 35 to 50 amp generators
I know my 1948 serial D1290 came with a E185 with a 25 amp generator.
it was upgraded to 35 amp when the E225 was installed.
Scott
----- Original Message -----
From: BG Wells
Subject: Re: Beech-List: 35 to 50 amp generators
What about the 25 amp generator ?
BG Wells
----- Original Message -----
From: "Wes K" <wsknettl(at)centurytel.net>
Subject: Beech-List: 35 to 50 amp generators
After reading the comments on 35 to 50 amp upgrades I did some nosing
around. After looking in the 35 series ahop manual the following is
apparent:
D-1 thru D-4392 (except D-4376)
Came stock with 35 Amp system.
D-1 thru D-2680
Had 12 gauge wire installed on primary leads from gen to reg to circuit
breaker to ammeter to bus.
50 Amp system was not offered as an option.
D-2681 thru D-4865
With stock 35 Amp system:
Had 10 gauge wire in the primary leads listed above.
50 Amp option was only applicable to D-4376 and D-4392 thru D-6841
however the above mentioned leads were 8 gauge with this option.
D-4866 thru D-6841
With stock 35 Amp system:
Had 8 gauge wire in the primary leads listed above.
50 Amp option used the same gauge wire.
A33 used 8 gauge wire with the stock 35 Amp system and there was no 50
Amp option listed.
B33 & Up used 6 gauge wire with stock 50 amp gen or optional 70 amp
alternator.
Therefore, it stands to reason that if you upgrade a 35 amp system to 50
amp system in the allowable serial number ranges (D-4376 & D-4392 thru
D-6841) then you must also utilize all the appropriate parts and wire
gauge listed in the Parts List and the wirng diagram for the optional 50
amp system. This can be accomplished on a log entry by an A&P. If you
wished to upgrade those earlier aircraft serial numbers you would have
to utilize all the appropriate parts and wire gauge listed in the Parts
List and wiring diagram for the 50 amp system. However you will now need
a FAA Form 337 for a field approval or a Beech engineering order.
As for the new voltage regulator, if it is a PMA'd replacement for the
original Beech unit as listed on its PMA Eligability List then you will
need a log entry by an A&P and most FSDO's now require an Informational
Form 337 for the aircraft's historical file in OK City. If it isn't
listed specifically as a replacement for your unit then you will need a
field approval Form 337.
Now for the reference to engine manuals showing 50 amp alternators
available on the early engines. Keep in mind that whenever the engine
manufacturer's data differs or conflicts with the aircraft
manufactirer's data, the aircraft's manufacturer's data takes
precedence. Also keep in mind these engines were procured by the
aircraft manufacturer under a specific specification suffix applicable
to a specific airframe model or serial group [Ie E-225 (27) ]. A simple
example would be the TCM O-200 Parts manual shows a generator or
alternator. Try to put a alternator on a 1959 Cessna 150 (which came
with a generator) using the TCM parts manual as your approved data and
the FAA inspector would hit the ceiling.
Hopes this helps clear up some questions.
Wes K
IA in Wisconsin
=
=
=
=
=
=
________________________________________________________________________________
| From: | "David P. Walen" <davewsr(at)wilmington.net> |
Used to but traded it for the Twin Bo
-----Original Message-----
From: Ron Davis <rdavis(at)imetinc.com>
Date: Wednesday, October 24, 2001 11:22 AM
Subject: Re: Beech-List: question
>
>Hey! How'd you get in here? :-)
>Actually I thought you said you drove a D35.
>
>Ron Davis
>
>
>"David P. Walen" wrote:
>>
>>
>> Just curious
>>
>> Are there any other Twin Bonanza operators on this list besides me??
>
>
________________________________________________________________________________
| From: | "Robert Fish" <roblfish(at)earthlink.net> |
Only in my dreams, night flying would be risen to the top of the agenda, no?
----- Original Message -----
From: "David P. Walen" <davewsr(at)wilmington.net>
Subject: Beech-List: question
>
> Just curious
>
> Are there any other Twin Bonanza operators on this list besides me??
>
>
________________________________________________________________________________
| From: | "Milton J" <ateam(at)foothill.net> |
| Subject: | Re: Battery info ... |
Peter;
Lead acid batteries only "die" from lead sulphate growth that eventually
shorts out the plates. Sulphate growth comes from not being fully charged.
Hence, even if you fly for an hour each week, a little sulphate will grow.
From a very practical point however, I'm not sure the difference in flying
one hour a week, or charging every day would make much difference. The
suggested 'float' charger is probably the best alternative. Also, for those
of you in the colder climates (I was in Juneau AK for a few years with Sunny
the Beech) a fully charged battery will not freeze as quickly. Up there, I
kept the trickle charger on at all times when the temp dropped under 0 F.
Milt
D2440
----- Original Message -----
From: "Peter Scott" <winginit(at)jps.net>
Subject: Re: Beech-List: Battery info ...
>
> I'm curious - If we habitually fly our mistresses say.. no less than an
hour a week ..., do
> you think it is necessary to hook up a battery charger for a 30 min. per
day regimin?; if so,
> what is the best way to hook it up? directly to the battery? thru the apu
input or what?; also
> does it make a difference if we have an alternator or a generator? I am
constantly amazed at
> the reliability of my battery; it always turns her over no matter how long
between flights
> (two months recently during a ruddervator reskinning/terrorist war
episode). I religiously
> tend to its water and any rare corrosion incidents but that's about all it
takes.
________________________________________________________________________________
| Subject: | Beech Party 2001 Pictures |
| From: | Shelby Smith <rvaitor(at)home.com> |
Hi All,
I have uploaded a group of pictures from Beech Party 2001 to the following
link.
http://www.pbase.com/shelbyrv6a/beech_party_2001
--
Shelby Smith
Member Chapter 162 since 1992
68 B-23 N4004T serial #1110 located @
EAA Chapter 162 Sport Aviation Complex
________________________________________________________________________________
| From: | Brian Walker <walkmet(at)usa.net> |
| Subject: | Re: Battery info ...] |
"Float" charger sounded like a great idea, so I stopped in to Harbor Fright
yesterday and was pleased to see they are on sale until the 29th for only
$8.95!
Brian Walker
D3596
"Milton J" wrote:
Peter;
Lead acid batteries only "die" from lead sulphate growth that eventually
shorts out the plates. Sulphate growth comes from not being fully charged.
Hence, even if you fly for an hour each week, a little sulphate will grow.
From a very practical point however, I'm not sure the difference in flying
one hour a week, or charging every day would make much difference. The
suggested 'float' charger is probably the best alternative. Also, for those
of you in the colder climates (I was in Juneau AK for a few years with Sunny
the Beech) a fully charged battery will not freeze as quickly. Up there, I
kept the trickle charger on at all times when the temp dropped under 0 F.
Milt
D2440
----- Original Message -----
From: "Peter Scott" <winginit(at)jps.net>
Subject: Re: Beech-List: Battery info ...
>
> I'm curious - If we habitually fly our mistresses say.. no less than an
hour a week ..., do
> you think it is necessary to hook up a battery charger for a 30 min. per
day regimin?; if so,
> what is the best way to hook it up? directly to the battery? thru the apu
input or what?; also
> does it make a difference if we have an alternator or a generator? I am
constantly amazed at
> the reliability of my battery; it always turns her over no matter how long
between flights
> (two months recently during a ruddervator reskinning/terrorist war
episode). I religiously
> tend to its water and any rare corrosion incidents but that's about all it
takes.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | NEW Matronics Email List Feature! Browse Current List |
Messages!
Dear Listers,
I have just finished building an all new Email List Web Browsing feature
for the Matronics Email Lists. The new system allows you to use your web
browser to view all of the current Email List messages. The system's
indexes display all of the current List messages sorted by Subject, Author,
Date, or Thread. Clicking on the URL links on these index pages will open
another "Viewing Window" where the messages will be displayed.
The format of the index pages and message viewing window are consistent
with the existing Matronics Archive Search Engine and should be familiar to
everyone. The messages available on this new List Browsing Feature span
the previous 7 days of email for the given List. Each day the oldest day's
messages are replaced with the current day's messages. The web pages are
updated every 30 minutes with any new messages that are posted to the List
during that time frame.
Please have a look at the new Utility and let me know what you think! For
ease of use, I've added a link to the new system on each of the List
trailers that are appended to each List email message.
I hope you will find the new system useful and also find it to be a handy
companion to the Archive Search Engine.
The new Email Browsing Utility can be found at the following URL:
http://www.matronics.com/listbrowse
From here, you can select any of the available Email Lists.
Best regards,
Matt Dralle
Matronics Email List Admin.
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
They that can give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety.
Benjamin Franklin
Historical Review of Pennsylvania, 1759
________________________________________________________________________________
| From: | "Robert J. Mayer" <mayerlaw(at)email.com> |
| Subject: | Re: Battery info ...] |
Brian: Were do I get in touch with "Harbor Fright", as mentioned in your
message. Do you have a web address or phone number? Thanks,
Rob Mayer
D-733
September 10, 2001 - October 25, 2001
Beech-Archive.digest.vol-af