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Don't see what you need in my
archive? Try some of these other PDF Download Sites:
Used in Landing Gear & Flap Limit Switches. Carrying one of these in your little box of spares
in your plane might be a good idea. Imagine being on a trip and your flaps get stuck because
one of the limit switches failed. CSOB Source of BZ-R31
HERE Only $12.41!!! Or you
can get the BZ-R31 for $8.23 if you buy 5 from Allied Electronics
HERE. Allied also has many other micro switches for your Beechcraft.
Here is the BZ3YT switch available for about $15
used in later Baron landing gear systems and >D-7133 Bonanzas. AKA MS25383-1
You
will only get the switch, NOT the lever actuator arm. If you need this arm, it
can be found at Allied Electronics HERE
PN: AD5721R for $24. The arm sleuthing courtesy of Beech Lister Jim H.
Not Cheap, but pays for itself in fuel savings and engine diagnostics!
Get the Fuel Flow option and oil temp probes installed and connect the EDM 760
to your GPS and know your instantaneous NM/gal and Fuel Remaining at
Destination.
Fuel exhaustion is so "Old School"! I would install Fuel Flow
linked to my GPS before I bought a wiz bang GPSS or WAAS stuff, but that's
just me. After all, one of the biggest causes of engine stoppages is fuel
mis-management.
Additionally, if your
engine ever had a runability issue, the data download of the EDM760 can be
sent to any number of engine experts for analysis and greatly shorten your
troubleshooting time.
A great way to pipe your favorite audio or DVD soundtrack into headsets on
trips. Last seen available for $1,000
at
www.dodson.com ask for Mark Morrisey
800-255-0034 ext. 1103
IMHO, the Model 2620 is an excellent 24v
choice for maintaining your batteries. It will not boil or overcharge your
battery. Been using mine for 4 years and my
Concorde batteries are still quite healthy. Good choice for doing gear swings or when at
the avionics shop or in cold weather climates for that extra "edge" in
cranking power!
Don't be a Gear Collapse
Statistic!
CHANGE YOUR ROD ENDS AND
ACTUATOR ROD SPRINGS SOMETIME BEFORE 4,000 TT some factory manuals and the ABS
organization recommend 2,000 hours!
Click
HERE
to see what happens to a 7,000 hr TT Rod End and see how the tensioning spring is nearly
"Stacked"! This is also known as the "run it 'till it fails"
maintenance philosophy.
Visit the Rod End Page of
CSOBeech.com HERE
Still not convinced?
See this
beautiful B58 nose get runway rash from a failed nose gear component!
Do you have Sloppy Nose
Steering? See the Steering Page
HERE for places to
remove linkage play.
The
Bushing #48 on the idler arm in the Part Diagram is often neglected. If/when you
change bushing #48 ask your mechanic about drilling it and fitting it with a
grease zerk fitting. An experienced Beech Lister has reported that you DO NOT
have to remove the co-pilot rudder pedal shaft to remove this idler arm. Simply
remove the outer hardware and rotate the arm aft to clear the nose gear cavity,
then slide the idler arm off the shaft!
You can use the
Aurora
Rod Ends available from Aircraft Spruce
and others if you want, however, compare the strength specs for yourself, then
decide. CSOB1 is sticking with the Heim bearings, thank you very much!
A manufacturer Rod End Cross
Reference Catalog is
HERE Don't forget to put in all new
nut and bolt hardware with your shiny new rod ends. Get great AN and MS hardware
HERE
Do not completely rely on this
chart! Check your Parts Catalog to be
sure OR, remove what is on your plane and replace with the same size rod end.
Above Chart Courtesy of:
www.vintagebonanza.com
TCM has received field reports that the oil filter mounting stud on the oil
filter adapter housing of
some engines have become loose allowing the stud to screw into the housing and
provide less than
the specified stud extension. Check this
SB to see if it applies to your
engine.
To Provide
A Leak Test Procedure To Insure Integrity Of Basic Fuel Pump Fuel Seal On Fuel
Pump Assemblies Manufactured Between July 1, 1998 And May 31, 2000.
IO-240, IO-360,
IO-346, O-470-G7, O-470-G10, O-470-GCI, IO-470, GIO-470, IO-520, LIO-520,
IO-550, GIO-550, LTSIO-360, TSIO-360, TSIO-470, TSIO-520, TSIO-550, TSIOL-550,
GTSIO-520 model engines with P/N 642932-1, 2, 3 & 4 basic fuel pump
manufactured between July 1, 1998, and May 31, 2000.
Any of the above
listed engine models that have had a new or rebuilt engine driven fuel pump
installed between July 1, 1998, and November 26, 2000. Any of the above listed
engine models that have had an engine driven fuel pump overhauled using a new
P/N 642932-1, 2, 3, or 4 basic fuel pump between July 1, 1998, and November 26,
2000.
If you fly in IMC for much at
all, please consider some form of Voltmeter or
alternator out annunciation light
for your panel. Early warning of an alternator failure or bus voltage problem
BEFORE the battery is DEAD is very helpful, IMHO.
Big airplane saving tip
follows: If you experience an alternator failure in flight (and don't know how
long you were without charging cause you don't have a voltmeter or alternator
out light), if you extend the gear with the battery PLEASE give a check of the
crank counterclockwise to confirm that you have a FULL extension and only about
1/4 turn to the mechanical stop of the transmission sector gear. When your plane
is on jacks sometime and the gear is down, give a few turns of the crank
CLOCKWISE and see how few turns it takes to break the nose gear downlock arm
from over center. You really want to make sure, via the crank, that your
weakened battery got the gear completely down.
PDF Downloads
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Uses Conventional "D" Batteries!
IMHO, the Model 2620 is an excellent 24v
choice for maintaining your batteries. It will not boil or overcharge your
battery. Been using mine for 4 years and my
Concorde batteries are still quite healthy. Good choice for doing gear swings or when at
the avionics shop or in cold weather climates for that extra "edge" in
cranking power!
Don't be a Gear Collapse
Statistic!
Big airplane saving tip
follows: If you experience an alternator failure in flight (and don't know how
long you were without charging cause you don't have a voltmeter or alternator
out light), if you extend the gear with the battery PLEASE give a check of the
crank counterclockwise to confirm that you have a FULL extension and only about
1/4 turn to the mechanical stop of the transmission sector gear. When your plane
is on jacks sometime and the gear is down, give a few turns of the crank
CLOCKWISE and see how few turns it takes to break the nose gear downlock arm
from over center. You really want to make sure, via the crank, that your
weakened battery got the gear completely down.
What's
