Today's Message Index:
----------------------
1. 10:51 AM - Re: Beech-List Digest: 4 Msgs - 05/31/03 (BobsV35B@aol.com)
2. 11:08 AM - Engine input. (BobsV35B@aol.com)
3. 11:23 AM - Hours to R&R cylinders (kempthornes)
4. 04:55 PM - Re: Hours to R&R cylinders (carmine pecoraro)
Message 1
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| Subject: | Re: Beech-List Digest: 4 Msgs - 05/31/03 |
--> Beech-List message posted by: BobsV35B@aol.com
In a message dated 6/1/03 1:56:41 AM Central Daylight Time,
beech-list-digest@matronics.com writes:
> Of course, two of my buddies fly with an A35 / E225-8 / Hartzell prop and
> they tend to ignore all these limitations and fly with the G35's limitations
>
> (which lists performance settings for the E225-8), and have had no trouble
> at all. Its their call to make, though, to exceed the limitations set in
> their POH.
>
Good Morning Ron,
Your friends with the A35 are probably legal. I DON'T have the POHs for any
of the Bonanzas at my desk but I am familiar with the basic situation.
The numbers I quoted, and which BG has listed on his site, are applicable to
the straight 35, not the A35.
When the E-225 is installed in the A35, and later Bonanzas, it can be used to
the maximum listed for any Bonanza. It does require some fuel pump and other
considerations, but the full 225 horsepower is legal for the time specified.
Incidentally, the limits that you use in your F35 are not the maximum limits
at which the engine is approved to be operated. They are just the limits at
which the engine is to be operated when installed in that airframe. All of the
appropriate data is readily available in the Type Certificate Data Sheets.
An interesting quirk in the regulations is also evident when one peruses
those type sheets.
If you have an E-185-11, or any other similar engine, installed in an A35
airframe, you can only use the power with which that airframe was originally
approved.
The E-225 engine is the only one that is approved to use higher powers in the
A35. I know it makes no sense at all, but them's the rules!
Happy Skies,
Old Bob
Message 2
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--> Beech-List message posted by: BobsV35B@aol.com
--> Beech-List message posted by: BobsV35B@aol.com
In a message, Ron Davis writes:
> Of course, two of my buddies fly with an A35 / E225-8 / Hartzell prop and
> they tend to ignore all these limitations and fly with the G35's
limitations
>
> (which lists performance settings for the E225-8), and have had no trouble
> at all. Its their call to make, though, to exceed the limitations set in
> their POH.
>
Good Morning Ron,
Your friends with the A35 are probably legal. I DON'T have the POHs for any
of the Bonanzas at my desk but I am familiar with the basic situation.
The numbers I quoted, and which BG has listed on his site, are applicable to
the straight 35, not the A35.
When the E-225 is installed in the A35, and later Bonanzas, it can be used to
the maximum listed for any Bonanza. It does require some fuel pump and other
considerations, but the full 225 horsepower is legal for the time specified.
Incidentally, the limits that you use in your F35 are not the maximum limits
at which the engine is approved to be operated. They are just the limits at
which the engine is to be operated when installed in that airframe. All of
the
appropriate data is readily available in the Type Certificate Data Sheets.
An interesting quirk in the regulations is also evident when one peruses
those type sheets.
If you have an E-185-11, or any other similar engine, installed in an A35
airframe, you can only use the power with which that airframe was originally
approved.
The E-225 engine is the only one that is approved to use higher powers in the
A35.=A0 I know it makes no sense at all, but them's the rules!
Happy Skies,
Old Bob
Message 3
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| Subject: | Hours to R&R cylinders |
--> Beech-List message posted by: kempthornes <kempthornes@earthlink.net>
Anyone know about how many hours would be billed for remove and refit a
cylinder? Or a set of six? IO-470-K
My Debonair, which is still for sale, has low compressions but no problem
can be seen when cylinder is removed. So I will either get the easy way
out, hone and new rings, or the hard way, new cylinders.
Speaking of new cylinders, any suggestions for parts sources welcome.
Oh and what does it take to make it an IO-470-N?
See it at www.moonrovers.com
Was asking $83K but with new work maybe more.
K. H. (Hal) Kempthorne
820 Jackson Drive
Paso Robles, CA 93446-1812
805.239.8112
805.674.5140 Cell
Message 4
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| Subject: | Re: Hours to R&R cylinders |
--> Beech-List message posted by: "carmine pecoraro" <aeroauto@hotmail.com>
You probably have the guides checked for wear. They can cause low
compression.
cheers carmine pecoraro
>From: kempthornes <kempthornes@earthlink.net>
>Reply-To: beech-list@matronics.com
>To: beech-list@matronics.com
>Subject: Beech-List: Hours to R&R cylinders
>Date: Sun, 01 Jun 2003 11:28:36 -0700
>
>--> Beech-List message posted by: kempthornes <kempthornes@earthlink.net>
>
>Anyone know about how many hours would be billed for remove and refit a
>cylinder? Or a set of six? IO-470-K
>
>My Debonair, which is still for sale, has low compressions but no problem
>can be seen when cylinder is removed. So I will either get the easy way
>out, hone and new rings, or the hard way, new cylinders.
>
>Speaking of new cylinders, any suggestions for parts sources welcome.
>
>Oh and what does it take to make it an IO-470-N?
>
>See it at www.moonrovers.com
>Was asking $83K but with new work maybe more.
>
>K. H. (Hal) Kempthorne
>820 Jackson Drive
>Paso Robles, CA 93446-1812
>805.239.8112
>805.674.5140 Cell
>
>
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