The following information regarding Bonanzas was obtained from the following government site: http://www.fedworld.gov/ftp.htm Then select FAA-ASI Then select file names beginning with ALT Thanks to William W. Webb (wwebb@michbar.org) for providing this. Beech Nose Landing Gear Model F-33A Wheel Bonanza 3246 While inflating the nose landing gear tire, an explosion and total failure of the wheel occurred. A piece of the wheel lip was propelled approximately 50 feet, and the tire and tube were destroyed. Luckily, no personal injury occurred during this incident. This was a Cleveland wheel assembly (P/N 40-87A). The submitter speculated this incident was the result of "metal fatigue or a casting flaw." Close visual inspection of the wheel assembly prior to servicing is recommended. If any flaw is found, the tire should be immediately deflated and removed for a closer inspection. It is a good maintenance and safety practice to approach and conduct as much maintenance as possible from the front or rear of a landing gear tire. Part total time-10,000 hours. Beech Nose Landing Gear Model B36TC Failure Bonanza 3230 The pilot reported hearing a loud abnormal snapping sound when the landing gear was extended for landing. The nose gear did not indicate down, and all attempts to secure a down-and-locked indication failed. The nose landing gear folded during landing. An inspection revealed the nose landing gear forward retraction push-pull rod, forward rod-end (P/N HMX5FG), was broken. This left the nose gear in an intermediate position and it detached from the extension/retraction system. The rod-end broke at the hole which is used to accommodate the grease fitting. The submitter did not offer a cause for this defect. Part total time-3,871 hours. Beech Fire Control Damper Door Model 35 Inoperative Bonanza 2140 During an annual inspection, the fire control damper door assembly (P/N 35-550026-26), located at the firewall, was found inoperative. Further examination disclosed the bellcrank was no longer attached to the door. The rivets, used to secure it to the door, had "come out." The submitter stated the rivets had no evidence of ever being "bucked." While removing the unit for replacement of the rivets, the rivets holding the hinge to the door were found loose. This area should be closely checked during scheduled inspections. There was no speculation concerning the cause or origin of this defect. Part total time-2,700 hours. Beech Throttle Cable Failure Model 58 7603 Baron During a 100-hour inspection, and compliance with Service Bulletin 95-2, the right engine throttle control appeared to be loose. Further examination disclosed the sleeve at the engine end of the cable (P/N 50-389012-29) was loose, and the swaged portion of the cable was broken at the point where it attaches to the threaded end of the cable. A review of prior discrepancy reports revealed nine other occurrences of cable failure for this airplane. Other aircraft models may use the same basic part number with a different dash number. It would be wise to rigorously inspect all of these cables at every opportunity. Beech Fuel Hose Leak Model F33A 7310 Bonanza The pilot reported the engine could not be leaned during cruise flight and would not idle below 800 RPM. During an inspection, the flexible fuel line (P/N 635158S4S32) was found leaking through the braided exterior along its entire length. This line supplies fuel through the fuel flow transmitter to the injector and was routed between cylinder numbers 3 and 4. The line showed a manufacture date of "9-26-90." The cause of this defect was not given. It could be related to the type of fuel used, improper type of hose material, low quality hose material, or heat damage. Part total time-404 hours. Beech Cockpit Fire Model BE-35-S35 2400 Bonanza An aircraft accident investigation revealed a possible hazardous situation which may affect other aircraft of various makes and models. The pilot reported that approximately 6 miles out on final approach, a burning smell was noticed. The source of this smell could not be determined until white smoke was seen coming from the top of the glare shield. All nonessential electrical equipment was turned off. Within seconds, the smoke became black and thick, and fire could be seen behind the instrument panel. Although breathing was difficult, the copilot safely landed the aircraft by opening the cabin door. Both occupants exited the aircraft before it came to a stop, and only the pilot received minor injuries. The following illustration shows the damage to the aircraft exterior. An investigation disclosed the metal line to the oil pressure gauge had contacted the avionics bus relay. When the line was severed, the engine oil ignited, producing the black smoke. The submitter stated advances in avionics and other equipment since this aircraft was new have presented a crowded condition in front of the instrument panel. The installation and removal of equipment, in this case, created a very hazardous situation. It is extremely important to ensure proper clearance and insulation of all components during installation and removal. These considerations should be common to good maintenance practices. Aircraft total time not reported. Beech Anti-Ice System Model A36 3010 Bonanza This aircraft had been fitted with a TKS anti-ice system in accordance with Supplemental Type Certificate (STC) SA2239CE. The system incorporates a bladder tank in the right wing which holds the anti-ice fluid. The filler cap is located on top of the wing and has the appropriate warning placards. During an annual inspection, the anti-ice bladder was found full of "Avgas." This created an extremely hazardous condition with the potential for a catastrophic accident. The submitter suggested the manufacturer modify the STC to include some sort of locking device or some other means of preventing this type occurrence. This report has been sent to the responsible FAA aircraft certification office for action. Part total time-85 hours. Beech Nose Landing Gear Failure Model 58 3230 Baron The pilot reported a loud "bang" was heard when the landing gear was retracted after takeoff, and during landing the nose gear collapsed. During an inspection, the retraction rod aft rod-end (P/N HMXL66), which connects to the actuator, was found broken. The rod-end failed at the threaded portion of the shank. The submitter stated "the part total time was not known; however, it was more than 10 years old." The shank of this rod-end was hollow and filled with corrosion. New replacement rod- ends (P/N ADNE26-317) have a solid shank. Stress and corrosion were blamed for this failure. Part total time not reported. Beech Nose Landing Gear Downlock Model V35B 3230 Bonanza During an annual inspection, an operational test of the nose landing gear system revealed the downlock tension was abnormally high. An investigation revealed the retraction rod assembly (P/N 36-820011-17) jamnuts were loose. This allowed the rod to turn, thereby increasing its length. The submitter recommended giving this area close attention during scheduled inspections and maintenance. Part total time-1,824 hours. Beech Fuel Filter Bowl Attachment Model A36 2821 Bonanza During a preflight inspection, the pilot discovered a fuel leak in the engine compartment. An inspection revealed the fuel filter bowl was loose. It was discovered the filter bowl was almost detached from the upper housing. When the bowl was removed, a section of the upper housing was still attached to the center attachment bolt. (Refer to the following illustration.) The broken section appeared to be "very thin," and was less than half the thickness of the opposite side. The submitter stated the casting appeared to have been machined unevenly and believed the material fractured when the bowl was tightened. Inspecting this area closely at every opportunity is recommended. Part total time-714 hours. Beech Landing Gear Actuating Rod Model F33A 3231 Bonanza When the landing gear retraction test was performed during an annual inspection, the left main landing gear would not extend. A visual inspection was performed, and it was noted that the left landing gear actuating rod had buckled in the tubular section, bending at two places about half-way from the center. (Refer to the following illustration.) The right main gear and nose gear extended normally. Further inspection revealed that the left uplock bracket tip had jammed into the knee joint, preventing the left main gear from extending. After removal of the uplock bracket, it was observed that the hinge bolt hole was elongated, which allowed the tip to move forward (toward the front of the airplane) into the knee joint instead of lining up with its roller. Further bracket damage was caused by the hinge bolt which appeared to be overtorqued, thereby slightly buckling one corner of the bracket near the hinge bolt. Additionally, the hole supporting the uplock spring was wearing dangerously close to the edge of the bracket. The right main gear uplock bracket was observed to have similar damage, except that the hinge hole was not quite as elongated, and the spring support hole was not worn as close to the edge. Before removal, it was observed that there was no clearance between the right uplock bracket tip and the roller. This indicates improper rigging. Repair was affected by replacing the left actuator rod and both uplock brackets (P/N 35-815077-14), and re-rigging the left actuator rod. While rigging the right actuator rod, excessive tension was discovered as it took 75 pounds to break loose the knee joint. This required removal of two of the four washers adjacent to the spring. It was also necessary to adjust the left limit switch above the inner door. There did not appear to be any damage to other parts of the gear system, including the spider actuator arms and spline shaft. The submitter stated that during the last annual inspection, the landing gear was swung twice with good results. At that time, the bushings were replaced on the bolt that holds the left knee joint and uplock roller that eliminates forward-rear play in the roller. It was surmised that there had been enough play in the roller that the offcenter upload bracket moved so it would not jam; however, when the roller was tightened, it could no longer accommodate the offcenter uplock bracket and jammed. As the submitter stated, this whole problem was undoubtedly an accident about to happen. The submitter further stated that this airplane is now with the sixth owner, and is one of two Bonanzas in an airplane club with 1,000 members. Aircraft total time-3,500 hours. Beech Emergency Exit Seal Model A-36 5220 Bonanza While performing the first annual inspection on this aircraft, it was discovered that the left hand emergency exit window was extremely difficult to open. After closer examination, it was discovered that glue had been applied to both sides of the exit window seal (P/N 131483-08400). The submitter suggests opening emergency exits to check for proper operation upon delivery of new aircraft. Beech Rudder Control System Model F-35 2720 Bonanza During a scheduled inspection, a loud grinding noise was heard when the rudder pedals were operated. An investigation determined the sound originated from the rudder bellcrank assembly located below the cockpit floor. The frame (P/N 35-400366), which supports the rudder bellcrank, was found with loose and missing rivets on the left side. (Refer to the following illustration.) The loose frame allowed the bellcrank/mixer unit to be misaligned causing the damaged illustrated below. The submitter speculated the weight of the pilot's feet on the cockpit floor caused failure of the support frame fasteners. It was recommended this area be closely inspected during scheduled inspections. Part total time-3,755 hours. Beech Rudder Torque Tube Crack Model B36TC 5540 Bonanza During compliance with the requirements of Airworthiness Directive (AD) 93-24-03, the rudder torque tube assembly (P/N 33-630000-69) was found cracked. The cracks were located at the upper attachment point welds on both sides. The upper attachment point is also riveted to the rudder skin. The submitter stated there was evidence of "working" rivets at this location. It was suggested signs of "working" rivets may indicate a crack in the torque tube. If this condition is found, it should be thoroughly investigated. Part total time-1,548 hours. Beech Nose Landing Gear Model F33A Retraction Idler Arm Bonanza 3230 While rigging the nose landing gear, the retraction idler arm (P/N 002-820011-3) was found cracked. The crack was located on the inboard side of the right attachment ear. This part is located on the right side of the gear well at approximately Fuselage Station (FS) 54, and is covered by a boot and an aluminum cover. With the boot and cover installed, the idler arm cannot be inspected. The submitter recommended they be removed for inspection of the idler arm during all scheduled inspections. The submitter stated this was the second finding, by their organization, of this defect on Bonanza series aircraft. Part total time-1,938 hours. Beech Erroneous Fuel Model P35 Quantity Indication Bonanza 2841 The pilot reported the engine began running "rough" while in cruise flight and then quit. All attempts to restart the engine failed, and a successful emergency landing was made. During an investigation, it was determined the engine ran out of fuel. An inspection revealed the left fuel tank quantity gauge indicated just below the one-fourth mark when the tank was empty. Further investigation revealed the gauge was "sticking" at this point, and the inboard transmitter was very "erratic." The submitter stated there was no record of fuel gauge or transmitter maintenance, and it appeared these components were original equipment. It was recommended that owners of "older vintage aircraft" pay close attention to the fuel burn rate and not depend entirely on fuel quantity indication. A preflight visual inspection of the actual fuel quantity in each tank may have prevented this unfortunate event. Part total time not reported. Beech Ruddervator Model B35 5540 Bonanza During an annual inspection, foreign material was heard rattling inside the right ruddervator when a "slap check" was accomplished. The ruddervator skin was drilled open at the trailing edge to reveal the remains of what appeared to be a "mud dauber's nest." After removal of the debris, the ruddervator balance was checked and found to be within limits. The submitter speculated this may explain the "mystery flutter" experienced by operators of like aircraft. Part total time-3,000 hours. Beech Fuel Boost Pump Model B36TC Switch Location Bonanza 2510 The pilot reported that while retracting the landing gear, the nearby fuel boost pump switch was inadvertently "hit." Evidently, the switch went to the "on" position. This occurred immediately after takeoff, and it was stated this caused the engine to "flood" and stop. The submitter did not comment on the fate of this flight. It was recommended that either the switch be relocated or a guard be installed to prevent recurrence of this problem. Part total time not reported. Beech Alternator Mount Model H35 Bracket Bonanza 2410 During an annual inspection, the alternator mount bracket (P/N 015-01240) was found broken. The broken end of the bracket was jammed against the aluminum mount block. This allowed the alternator to shift only slightly, and it remained operational. If the alternator bracket had suffered total failure, the alternator would also have failed. A review of the aircraft maintenance records revealed the alternator drivebelt had been "thrown off" three times in the preceding 150 hours of operation. The mount bracket is very difficult to properly inspect. Each time the belt was thrown off, it was reinstalled without finding the broken bracket. The submitter stated that "mod kit number 1255A" had been installed. Part total time-354 hours. Beech Elevator Trim Tab Adjustment Model 35-B33 Bonanza 2731 The submitter of this report stated "on several occasions, the elevator trim tab bolts at the trim tab and the actuator attachment have been found with excessive play." In some cases, the clevis forks at the actuator were found elongated and required replacement. It was stated, that with the use of AN close tolerance bolts, the "play is minimized." It is possible that changing the hardware may cause control surface balance problems. The manufacturer should be contacted, or another form of approved data should be obtained prior to installing the AN bolts. This area should be closely checked during scheduled inspections and maintenance. Part total time-3,634 hours. Beech Fuel Cell Model A36 2810 Bonanza During a scheduled inspection, the left wing main fuel cell (P/N 35-380135-11) was found delaminated. An inspection of the fuel cell interior revealed the surface was peeling, and the outlet strainer was partially obstructed by the material. The submitter stated complete blockage of the outlet strainer was imminent. The aircraft had been parked for a long period of time with the fuel cells less than full. The submitter speculated this may have been a contributing factor to this defect. Part total time-1,539 hours. Part total time not reported. Beech Wing Flap Structural Damage Model F33A 5753 Bonanza During a scheduled inspection, the right wing flap nose rib was found cracked. Additionally, the skin in the area over the nose rib was deformed. This defect was located adjacent to the flap actuator attachment to the nose rib. This is one of many reported defects involving structural damage to the wing flap nose rib, and all have been forwarded to the responsible FAA aircraft certification office for action. The submitter stated the damage "appears to be caused by the flaps not being properly rigged and bottoming out in the flap track." Another possible cause is extending the flaps at excessive airspeeds. Flightcrews should observe airspeed limits, and maintenance personnel should be alert for possible damage in this area during inspections and maintenance. Part total time-776 hours. Beech Seatbelt Alteration Model 35 2510 Bonanza Information for the following article was furnished by Mr. John O'Rourke, an Aviation Safety Inspector with the FAA's Flight Standards District Office located in Cincinnati, Ohio. The information originated from an aircraft accident investigation. During an accident investigation, the left front inboard seatbelt attachment point was found broken. The pilot had been ejected from the aircraft and sustained serious injuries during the accident. An examination of the seatbelt attachment revealed an unapproved modification. The attachment bracket and connecting belt modification had substantially weakened the attachment. (Refer to the following illustration.) Things such as this should never slip past a scheduled inspection. Part total time not reported. Beech Wheel Brake Disk Failure Model A-36 3242 Bonanza During a scheduled inspection, the left wheel brake disk was found loose on the wheel. After further investigation, it was determined that all three brake disk bolt holes were "broken out." The wheel half bolts were properly torqued. This condition allowed the brake disk to damage the lower torque link and the brake carrier. The submitter suggested close inspection of this area during preflight, scheduled inspections, and maintenance. The report did not indicate a suspected cause for this defect. This defect involved a Cleveland wheel assembly. Beech Engine Failure Model F33A 7310 Bonanza The pilot reported the engine lost power after takeoff at approximately 300 feet altitude. All attempts to restart the engine failed. A successful emergency landing was made on the down wind runway. An investigation revealed the main fuel line running from the engine driven fuel pump to the fuel control unit had "backed off" at the fuel pump fitting. The threads on the 90 degree "elbow" fitting (P/N 641502) were "sharp" and displayed signs of wear. All of the engine compartment flexible fuel hoses had been replaced 30 days prior to this incident and the submitter stated they were torqued to the proper limits at that time. It was suggested a means of safetying all engine compartment fuel and oil fittings be devised. During scheduled inspections and maintenance these fittings should be checked for proper torque and thread wear. Part total time-1,371 hours. Beech Landing Gear Relay Failure Model F33A 3230 Bonanza When the pilot lowered the landing gear handle, the gear remained in the "up" position. While attempting to use the emergency landing gear extension system, the handle was found jammed in the "up" position. The pilot stated the emergency extension handle was extremely difficult to break out of the "up" position. It was necessary for the right seat passenger to get in the back seat, and use his foot on the gear handle to break the landing gear out of the "up" position. After breaking free of the "up" position, the landing gear was extended manually with no further problems. An investigation revealed the landing gear gearbox had bottomed out in the gear "up" position. The submitter stated this was caused by failure of the landing gear control relay (Cutler-Hammer P/N SM50D7). If this had happened to a solo pilot, a bad situation would have become worse. Part total time-5,695 hours. Beech Fuel Nozzle Obstruction Model A36 7310 Bonanza The aircraft owner reported the engine was running rough. An investigation disclosed the fuel injection nozzles were partially obstructed by a plastic like substance. When the fuel manifold valve (P/N 631427-2) was opened and the diaphragm and plunger were removed the upper end of the plunger (P/N 631282) was contaminated with what appeared to be "Lock-Tite." The submitter speculated that an excessive amount of this material was used to secure the nut. Part time since overhaul-563 hours. Beech Electrical System Failure Model A36TC 2400 Bonanza The pilot reported the electrical charging system went into a "high-voltage runaway," when the landing gear was retracted. The overvoltage relay did not open to protect the system and the battery master relay "burned" to the point of failure. Without the battery in the circuit, the voltage went very high causing damage to all of the aircraft electronic equipment. The failed component was not vibration protected on the circuit board and the submitter believed this caused this failure. It was suggested maintenance personnel conduct a visual inspection of the interior of the voltage regulator for damaged components, especially the overvoltage circuit. It is possible for the overvoltage circuit to fail with no indication during normal use. The submitter also recommended using larger diodes in the battery master relay circuit. These recommendations have been sent to the responsible FAA aircraft certification office for action. Part total time-1,610 hours. Beech Engine Induction Hose Damage Model 35-C33A 8500 Bonanza During an annual inspection, an engine induction hose (P/N 6499914-13) was found burned. The hose was located on the left side of the engine, and the hose material appeared to be severely deteriorated due to exposure to excessive heat. The proximity of the hose to components of the engine exhaust system was given as the cause. To prevent future heat damage, the new duct was protected by heat shielding. The submitter obtained FAA approval for this installation via field approval from the local FAA Flight Standards District Office. Part total time-1,298 hours. Beech Electrical System Failure Model A36 2400 Bonanza The pilot reported an electrical system failure mandated a forced landing. It was necessary to manually extend the landing gear. The nose landing gear collapsed during the landing. An investigation determined the nose gear was not fully extended prior to landing. While testing and inspecting the electrical system, a heavy coat of paint was found on the negative battery terminal. It was speculated this caused failure of the voltage regulator (P/N 36-380096-1). After cleaning the battery terminal and replacing the voltage regulator, the electrical system functioned properly. Part total time not reported. Beech Wing Root Seal Model F33A 5350 Bonanza During a day VFR flight, a loud disconcerting drumming noise and vibration was felt and heard. The sound was similar to that produced by closing the cabin door on a dangling seatbelt or a broken ADF antenna wire. After a routine landing, it was discovered the wing root rubber seal detached from the lower side of the left wing, and had been slapping the fuselage and lower wing surface. This seal is normally attached by an adhesive and had been poorly installed after a recent aircraft paint job. The loose end of the seal was responsible for opening the "belly drain door" and bending its hinge. The submitter recommended this seal be inspected for security and condition during preflight and scheduled inspections. Part total time-1,200 hours. Time since seal installation was 30 hours. Beech Elevator Control Push-Pull Model 35-C33A Tube Bonanza 2740 During a scheduled inspection, the elevator push-pull tube was removed for inspection. A hole was found at the aft end of the tube (P/N 95-524017- 8) at the point where the tube tapers. The hole was probed and found to be caused by internal corrosion. The rod-ends were removed, and an inspection of the tube interior revealed extensive corrosion requiring replacement of the part. It is recommended all flight control push-pull tubes be given extensive scrutiny during scheduled inspections and maintenance. Part total time-3,974 hours. Beech Engine Air Filter Model F-35 7160 Bonanza After installation of a Brackett air filter, the submitter found the manifold air pressure (MAP) was 2 inches (Hg) lower at takeoff power than with the original filter installed. An investigation determined the differential pressure was opening the alternate air door. The alternate air door began to open at 21 inches MAP, and was fully open at 23 inches MAP. A new alternate air door spring was installed, and another operational test produced the same result. From reading this report, one would conclude the Brackett air filter was not allowing sufficient airflow to the engine. This problem was presented to the manufacturer who stated this was not normal. According to Brackett, "one should normally see approximately 2 inches H20 drop or 1/5 inch Hg." This air filter system has been in use for many years, and the manufacturer is not aware of this type of previous occurrences. A review of the FAA Service Difficulty Reporting (SDR) data base revealed 53 entries associated with Brackett air filters since 1986. Only two of these reports cited symptoms described in this article. The cause of one report was attributed to excessive oil on the filter element, and the other to installing the assembly "backward." Most of the other reports concerned water or ice saturation of the filter element during operation and deterioration of the foam filter element. The exact cause of this defect has not been determined. If additional information is obtained, it will be printed in a future edition of this publication. Part total time-0 hours.