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ATP GRID INDEX TO MANUFACTURER’S PUBLICATION:

BEECH AIRCRAFT CORP.33 SERIESSERVICE INFORMATION

ISSUE TYPE EYE-READABLE CODE

EXEC SERVICE COMMUN ESCSAFETY COMMUNIQUE seqSERVICE BULLETIN SESERVICE LETTER SLSERVICE NEWS LETTER SNLSERVICE INSTRUCTION SIAD’S ADs

´•.k~A-k END OF INDEX

06/29/98 Copyright (c)1998 Aircraft Technical Publishers PAGE: 1(RCR2102) (BC 0201 SI)

Aircraft Technical Publishers Customer Service101 South Hill Drive 6AM-5PM PST M-FBrisbane, CA 94005 (800)227-4610

ATP Grid Index to Manufacturer’s Publications:

Raytheon Aircraft Co.33 Series

EXEC SERVICE COMMUN

1) Applicable AD2) Part Kit (1)

Issue Number 3) Part Kit (2)Issue Date Issue Description 4) Compliance Time

89 TCM ENGINES INCORPORATING AN 1)11/01/1991 ADDITIONAL STUD ADJACENT TO 2) SEE ISSUE

EACH CYLINDER; BONANZA BARON 3)EMERGENCY LANDING GEAR,CONTD. 4)

98 Year 2000 readiness disclosure 1)09/30/1999 update 2)

3)4) None Found

100 14 CFR Parts 43 and 45-Safe 1)04/01/2002 disposition of life-limited 2)

aircraft parts 3)4) None Found

101 Baron 55/58-installation 1)12/01/2002 instructions for the engine 2)

driven refrigerant compressor 3)mount bracket,contd. 4) None Found

102 Cylinder leak check- 1)06/01/2003 continental engines; Baron 55 2)

series engine mount; Bonanza 3)Baron landing gear actuator 4) See Issue

103 Wing forward spar carry-thru 1)10/01/2003 structure inspection service 2)

bulletins 2269 and 2360; tire 3)clearance with goodyear,contd. 4) None Found

11/04/2004 Copyright Aircraft Technical Publishers Page 1 of 2

BC 0201 SI EX

1) Applicable AD

2) Part Kit (1)Issue Number 3) Part Kit (2)Issue Date Issue Description 4) Compliance Time

104 ATA 25/28: Armrest wear fuel 1)03/01/2004 line location; tire clearance 2)

with Goodyear flight Custom 3)III revisited.contd. 4) None Found

105 R1 Control column lubrication- 1)10/01/2004 ATA 12-30 2)

3)4) None Found

End of Index

11/04/2004 Copyright Aircraft Technical Publishers Page 2 of 2

BC 0201 SI EX

Service Communique

November 1991’No. 89

TO ALL BEECHCRAFT WHOLESALERS, AVIATION CENTERS, AERO CENTERS, ALLINTERNATIONAL DISTRIBUTORS AND DEALERS, AND OWNERS OF RECORD OF BEECHCRAFTMODELS 19, 23, 24, 76, 77, 33, 35, 36, 55, 56 AND 58

SUBJECT: TCM Engines Incorporating An Additional Stud Ad~acent To EachCylinder,

TCM has incorporated into its 10-520, TSIO-52O and 10-550 engines anadditional stud adJacent to each cylinder. As stated in TCM Service BulletinM90-16 this 7th stud improvement requires different baffling components.These baffle changes will be necessary for any new or rebuilt engines obtainedfrom TCM. The following is a list of part numbers for the new baffles:

Model 33, 35 36: 1 EA. P/N 35-910067-255 RT Forward Baffle1 EA. P/N 35-910067-265 Oil Cooler Baffle

Model A36TC B36TC: 1 EA. P/N 35-910067-255 RT Forward Baffle1 EA. P/N 36-910039-21 Oil Cooler Baffle

Model 55 58: 1 EA. P/N 96-910020-609 RT Forward Baffle1 EA. P/N 96-910020-425 Oil Cooler Baffle

SUBJECT: Bonanza a Baron Emergency Landing Gear Extension Handle

Recently there have been sever’al reports of pilots being unable to engage theemergency landing gear handle to lower the landing gear manually. The causeof these incidents was the placement of the forward spar cover over theemergency extension handles without insuring it passed through the spar cover.

These incidents need not happen.

A reminder to mechanics when the spar cover is removed or lifted up formaintenance, it is imperative you verify the emergency gear extension handleprotrudes through the back of the spar cover when reinstalled. Failure to doso could result in the handle being inaccessible in the event a manual yearextension becomes necessary.

A note to) pilots following any maintenance where the spar cover may havebeen removed, check the emergency gear extension handle upon acceptance of theaircraft. A few seconds taken here could prevent an unwelcome situationlater.

Beechcrafr I

SUBJECT: Model 24 L 76, Corrosion of Lower Cabin plumbing

On completing a flight recently, a Duchess pilot was unable to get the landinggear to respond when selecting gear down. The pilot followed emergencyprocedures for gear extension and made a safe landing.

Upon inspection of the aircraft, it was determined the landing gear hydraulicsystem had developed a leak from a tube beneath the f1oorboards. Furtherinspection disclosed the tube had corroded through where it had been incontact with a cabin air seat hose. The stainless steel wire in the hosecontacting the aluminum tube resulted in galvanic corrosion.

Inspection of other Model 76’s and 24’s revealed several aircraft with similarconditions developing on brake lines and hydraulic landing gear lines.

Beech Aircraft strongly recomnends, during the next annual inspection, accesSbe gained to the plumbing beneath the cabin floorboards on Models 76 and 24.The plumbing should be given a general inspection for overall condition asoutlined in the Beech approved inspection guide (Reference: Shop Manual P/N169-5900156, Section 5). The plumbing and seat hoses must maintain a positiveseparation between them, at all times. Any tubes with evidence of chafing orcorrosion need to be replaced before further operation.

SU&IECT: Model 19, 23 L 24 Wing Main Soar Cap Scoring

During routine maintenance several shops have recently informed Beech offinding scored wing main spar caps on some 19, 23 and 24 series aircraft.The scoring is occurring at fuselage station 126 through 137 where the wingspar enters the fuselage. The damage is caused by metal to metal contactbetween fuselage skins and the spar. Contact has occurred at both the upperand lower spar caps.

During inspections tile spar caps can be easily checked by pulling back therubber extrusion fillet on the wing where it meets the fuselage. It is alsoadvisable to inspect the spars from inside the cabin by removing theupholstered side panels.

If scoring of the spar caps is evident and the depth of damage in the affectedarea is .030 inch or less, accomplish the following:

1. Refer to Figure 1 and remove .19 inch of material across the top of thefuselage skin doubler at the wing spar fuselage access opening. Remove.12 inch of material across the bottom edge of the opening. Leave thesame radius at each corner of the opening.

2. The removal of the material across the top of the doubler will necessitatethe remov~al of the existing flange at that location. See Figure 1 (DetailA) and replace the removed flange with a 169-420049-41 angle. Remove the4 existing rivets at the top of the opening and utilize these rivet holesto rivet the angle in place, using MS2047UAD-5 rivets.

DE~AIL AREMOVE .~9 INCH MATERIALFROM THIS SURFACE

OPENING FOR~1AIN WIrlG SPI\R

FUSELAGE SKIN DOUBLER lt--F^5. 132,00 1REMOVE .1,2 INCI-1MATERIAL FRCII\I THISSURFACE

169-C20029-~1ANGLE

I; cD

j 8-i I

~.i- ~..._II_...

DETA/L~’MS20470AD-5 RIVETS(n PLACES

Doubler And Support Angle For Main Wing Spar Fuselage SkinFigure 1

3. Polish the affected area of the spar caps evenly, using aluminum oxidepaper or cloth. Finish polishing with 400 grit or finer aluininum oxidepaper or cloth.

4. Coat reworked areas of the spar caps and fuselage with Alodine 1200, 12003or 1201. Allow the coating to dwell five minutes. Wash th~ coated areaswith water and allow to dry. Paint the treated areas with a corrosionresistant primer,

If chafing of the spar is present and the depth of damage in the affected areais greater than .030 inch, report condition information to Beech AircraftCustomer Support at 316-676-8495 for further instructions.

SOBJECT: Models 19, 23 and 24 Servicing the 169-380029-7 ShinrPy Damper

The following procedure outlines the correct method for servicing the 169-380029-7 shimmy damper currently being used on the Aero Center product line.This procedure has been marked to be included in the next revision of the ShopManual.

Refer to Figure 1 for accomplishing the following steps.

i. Remove the shimmy damper from the aircraft.2. Remove the safety wire from the cylinder body.3. Remove the retaining ring.4. holding the damper in the position as shown in Figure 2, slowly remove

the shaft assembly from the cylinder body~5. Drain all old hydraulic fluid from the cylinder body.6. Discard the old MS28775-117 0-ring B1015A shaft seal and MS28775-210

0-ring.7. Clean all parts and check for abnormal wear.8. Apply MIL-H-5606 hydraulic fluid to the new 0-rings and seal.9. Fill the cylinder body approximately 1/3 full with MIL-H-5606 hydraulic

fluid.10. Place the shaft assembly with a new MS28775-210 0-ring into the bore and

slowly push to the bottom of the bore.11. Add MIL-H-5606 hydraulic fluid up to the counter bore of the cylinder

body. (See Figure 1 for location of counter bore reference line.)12. Slowly pull the shaft up approximately one inch. Slide the seal holder

into the shaft with the counterbore up. (Beyond the threads.) Gentlywork the B1015A shaft seal over the threads and insert into the sealholder. Press the seal and seal holder to the bottom of the cylindercounter bore.

13.´• Insert the new MS2t3775-117 0-ring into the counter bore of the cylinder,making sure it is beyond the retainer ring groove.

14. Insert the guide washer and press to the seal holder.15. Insert th~ retaining ring into the groove making sure it is fully seated

in the groove.16. Safety wire the cylinder body with .032 wire.17. rest the unit for smoothness of operation. There shall be no skipping

when actuated.

~IATNER PI~NC

GUIDE WASHEB

O H523775-117 O

O B1015A ~SEAL HOI,DER

O BlnO;JI SHA~T PnINDEK BODY

OMSZ;377j-tl~ O-RING

KETA’LN~R RING GI~OOVEi

CC)UNTER ’EOTTOME~LLL REFERENCE (FIG. 2)

rTn~ i,O~’l’t ~TC.

7 ~525775-L172 I I 131015AC-P,I~T6

a100152 ’’t’

d

SUBJECT: Model 77 Vertical Stabilizers

Reports have been received of cracks being found in the upper middle rib (PN108-640000-27) of vertical stabilizers. These cracks were found radiatingfrom the liahtning holds. (See the attachea drawing, View A) Total time onthe aircraft involved varied widely,

It is recommended operators of Model-77 Skippers conduct an inspection of thisrib at the next convenient opportunity. This can be accomplisned easily byremoving the access cover from the upper left side of the vertical stabilizerand viewing the rib from below.

A revision to the current Maintenance Manual has been requested to include aninspection of this rib during each annual 100 inspection.

If a cracked rib is found during an inspection, please advise Beech Aircraft-Corporation, Customer Support, Wichita, Kansas, 316-676-8495,

If a replacement rib is required, order PN 108-640000-65, This current sparesreplacement rib has been improved by the addition of a reinforcement doublerand angle.

-27 RIB

A

ACCESSla000R

C1~ VILW A

SUBJECT: F33A With KFC-15O Autopilot Installations

Reports have been received of intermittent trim fail indications and autopilotdisconnects for no apparent reason. Further investigation has found thiscondition to be caused by noise generated by the strobe light system, inparticular, the tail strobe.

If this condition occurs, the following procedures are recommended,

1. Attach ground straps from the back shells of the connectors on the strobelight power supply to ground keeping them as short as possible and usingproper bonding procedures.

2. Insure the strobe light power supply is properly bonded to the shelf.

3. Insure the tailcone break plug is properly grounded and that the tailconeis bonded.

4. Remove the tab from the Halogen lamp shield which fits into the Nav lightsocket. Do not remove the tab which fits outside the socket.

,5. Install a transorb P/N 15KE51AC at the tailcone break plug between the twopins to the Nav light.

6. Insure all strobe light connectors are tight.

After these procedures have been performed, check the autopilot system withthe strobe system operating. If autopilot disconnects or trim fail stilloccurs, contact Beech Customer Support at 316-676-8961.

SUBJECT: KLN-88 LORAN ANNUNCIATOR DIkkIING F33A/A36/B36TC/58

We have had reports of factory installed KLN-88 System Loran Annunciatorlights not dimming automatically with the subpanel photo cell. This conditionwould be noticed by the Loran annunciator lights not dimming during nightoperation or can be verified by covering the photo cell. The annunciatorlights for the KLN-8rJ should dim along with the other airframe systemannunciator lights. If the lights do not dim, the potential exists that a

transistor in the Nav J-Box could be miswired. If this condition exists,contact Beech Aircraft Customer Support at 316-676-8961,

17 ~3.Oi7 .-21i‘i’.." eij J i

ctrtr’ue ~Serles

CommuniquC #98

September 30, 1999

Year 2000 Readiness Disclosure Update

TO ALL OWNER/OPERATORS OF RAC MODELS DELIVERED PRIOR TO JANUARY 1

2000.

This communiquP: is being issued by Raytheon Aircraft to update the status of the Year 2000Readiness Disclosure that affects all RAC Models delivered prior to January 1, 2000. It willdiscuss the latest topics and findings that pertain to the compliance ofRecommended Y2KService Bulletin 34-3236.

in January 1999, Raytheon Aircraft issued Recommended Service Bulletin 34-3236. This SE

identified Ravtheon Aircraft Comoany installed equipment on all models that were deliveredprior to January 1, 2000 that have a Y2K issue along with the recommended course of action.As the year progressed, additional systems were identified as having a potential Y2K issue and

with the advent of the GPS Week Roliover in August 1999, it was decided that a revision wasneeded to incorporate this new information. As a result, Revision 1 was issued in July 1999.

Some of the systems added to the list were the Allied Si~nal KLN-670 GPS, the Collins AMS-5000, and the CMA-764- 1 VLF/Omega/GPS Receiver. These additions, along with updatedcontact information, comprised the bulk of this revision.

Since that time, it has come to Raytheon Aircraft’s attention that the Allied S i,onal GNS 5 OOA

RCU and GNS 1 00O RPU, along with the Airshow 400 Series Systems have now been

identified as having a Y2K issue. In addition, a "Post-GPS Week Rollover’’ issue with the

Collins GPS 4000 system has also been identified. These and other updated information and

recommendations will be contained in the forthcomin,o Revision 2 of SE 34-3236.

If there are any questions, piease contact Raytheon Aircraft Customer Support at 1-800-329-53 72.

n;aymeon Alrcrafl

Executive Service Series

Communique 100

April, 2002

TO: Owners, operators and/or maintenance providers of any Raytheon airplane:

On January 15, 2002, the FAA published a final rule pertaining to 14 CFR Parts 43 and 45 Safe Disposition of Life-Limited Aircraft Parts. This rule requires that all persons who remove life-limited parts from aircraft safely control theseparts. This rule also requires that type certificate and design approval holders of life-limited parts provide instructions formarking these parts to track life status, when practical, to persons requesting such instructions. This rule is effective April15, 2002.

Most life-limited parts can be controlled using a record keeping system based on the serial numbers of those parts (Part43.10.c.1.) Where a serial number was not established for a life-limited part, one of the other acceptable methods such as

a tag or permanent marking can be used (Part 43.10.c.2-7.) Raytheon Aircraft Company provides the following guidancefor adhering to this rule:

CAUTION Care must be exercised when tagging or marking parts to avoid degradation of the part. Do not drill

holes, modify parts to add wires for tagging, or etch information on the part unless instructed to do so byRaytheon Aircraft Company Maintenance Publications. When performed improperly, such actions can reduce

component life or cause part failure, potentially resulting in bodily injury or loss of life.

1) The following guidelines may be used to assess the life status of an aircraft part.a) If the part is original to the aircraft

i) For determining compliance with calendar time life limitations, the beginning of the part life shall be thedate of issuance of the original aircraft airworthiness certificate.For determining compliance with usage related life limitations, the total aircraft hours, landings, or cyclesshall be considered as appropriate.

b) Ifthepartis areplacementpart:i) For determining compliance with calendar-time life limitations, consider the calendar time since the logbook

verified installation date plus any prior usage.ii) For determining compliance with usage related life limitations, consider the aircraft hours, landings, or

cycles, as appropriate, accrued since the logbook verified part installation plus any prior usage.

WARNING If the life status of a part cannot be determined, the part shall be considered to be beyond its safe lifeand must be disposed of in accordance with 14 CFR Part 43,

2) For parts that are removed from an aircraft, the following is a list of potential methods of tracking life status and

complying with 14 CFR Part 43. Note that this is not an exhaustive list.

a) Thepartmay bemarkedwith permanentink.b) Atagmaybe attachedtothepart.c) A record keeping procedure may be established for the part.

3) The following data may be used to track the life status of a part. Note that this is not an exhaustive list.a) Aircraft SerialNumberb) PartNumberc) PartName

d) Part SerialNumber

e) Date Part Installed/Removed

Part Flight Hours/Landings/Cycles

4) Parts whose life-limits have been reached must be disposed in accordance with 14 CFR Part 43.

Contact Raytheon Aircraft Customer Service if you have questions regarding whether the desired markingmethod may affect the part’s integrity.

Executive Service Series

Communiqu~# 101

December, 2002

SUBJECT: Baron 55158 Installation instructions for the engine driven refrigerantcompressor mount bracket PIN 58-555011-1.

The following instructions are recommended for the removal and reinstallation of the engine drivenrefrigerant compressor mount bracket.

NOTEFor removal of the refrigerant compressor, see section 10 of the Baron 55/58 shop manual.

Removal:

a. Loosen idler pulley retaining bolts and remove idler pulley.

b. Loosen compressor bracket retaining nutslbolts and remove compressor bracket from the

engine. Save all spacers for use during reinstallation.

NOTEWhen determining the correct shim thickness required for bracket installation, it may be necessary toadd to or remove from the original shim thickness dimensions found during bracketremoval.

Installation:

a. Use the existing washer on the upper 7!16 diameter bolt (installed between thecompressor bracket and the engine case). Torque the upper bolt to 240-260 in-lbs. Measure the gapbetween engine case and the compressor bracket at the lower 7116 diameter bolt location. Peel offlaminations from the shim PIN 58-380082-7 as required for the lower 7116 diameter bolt to provide a

maximum shim thickness (+.002" -.000"). Loosen torque on the upper 7116 bolt to allow installationof shims on the lower 7116 bolt. Torque both 7!16 bolts to 490-510 in-lbs. Measure the gaps at thetwo 5116 bolt locations between the spacers, propeller de-ice brush bracket and the compressorbracket without prying. Peel off laminations from shim PIN 58-380082-3 as required for both 5/16bolt locations to provide maximum shim thickness (+.002" -.000") between the, spacers (propellerde-ice brush bracket if installed) and the 58-555011-1. Torque both 5116 bolts to 180-220 in-lbs.

NOTEFor installation of the refrigerant compressor, see section 10 of the Baron 55158 shop manual. Shimas required between refrigerant compressor mounting lugs and compressor bracket using pin 58-380082-5 peelable shims to align the compressor pulley with the drive pulley to within +.02".

b. Install idler pulley assy. PIN 58-555013-7, Shim idler pulley (PIN 58-910000-39, shim) asrequired to align idler pulley with the drive pulley to within .02". Install drive belt and adjust idlerpulley to provide 75-90 Ibs of belt tension. Torque idler pulley bolts to 250-300 in-lbs and lock wire.

Subiect: Bonanza Shock Mounted Landing Light, Kit P/N 36-4016-0001 Models 35-B33, 35-C33, E33, F33, G33 S/N CD-626 thru CD-1304. 35-C33A, E33A, F33A S/N CE-1thru CE-1791. E33C, F33C SIN CJ-1 thru C_J-179. N35, P35, S35, V35, V35TC, V35A,V35A´•TC, V35B, V35B-TC S/N D-6562 THRU D-10403. 36, A36 E-l Thru E-3455. A36TC,B36TC SIN EA-? Thru EA-696.

Raytheon Aircraft is pleased to announce our new shock mounted landing light kitP/N 36-4016-0001. This kit provides parts and information necessary to modify the lading lightassembly to increase bulb life. Kit PIN 36-4016-0001 can be ordered from RAPID or you’re localAuthorized Beech Dealer.

(The following article is being reissued from the communique archives and to onceagain bring awareness to the subject)

SUBJECT: Model 24 76, Corrosion Lower Cabin Plumbing

On completing a flight recently, a Duchess pilot was unable to get the landing gear to respond whenselecting gear down. The pilot followed emergency procedures for gear extension and made a safe

landing.

Upon inspection of the aircraft, it was determined that the landing gear hydraulic system haddeveloped a leak from a tube beneath the floorboards. Further inspection disclosed the tube hadbeen in contact with a cabin air seat hose. Contact between the stainless steel wire in the hose andthe aluminum tube resulted in galvanic corrosion.

Inspection of other Model 76’s and 24’s revealed several aircraft with similar conditions developingon brake lines and hydraulic landing gear lines.

Beech Aircraft strongly recommends, during the next annual inspection, access be gained to theplumbing beneath the cabin fioorboards on Models 76 and 24. The plumbing should be given a

general inspection for overall condition as outlined in the Beech approved inspection guide(Reference Model 24 Shop Manual P/N 169-590015G Section 5 and Model 76 Maintenance Manual105-590000-7 Chapter 5). The plumbing and seat hoses must maintain a positive separationbetween them, at all times. Any tubes with evidence of chafing or corrosion need to be addressedbefore further operation.

Ray~heon AircraftL7

Executive Service Series

CommuniquC 102June, 2003

SUBLECT: Cylinder Leak Check Continental Engines

Most of you are either familiar with, or have performed, the cylinder compression check called out byTCM service bulletin M84-15. The purpose of the bulletin was to provide a procedure and set ofguidelines for determining serviceability of cylinders. TCM has recently replaced this bulletin withSBO3-3. This new bulletin retains much of the information contained in the old bulletin, but alsoenhances it’s effectiveness with additional requirements and information. The new requirementsconsist of an internal borescope inspection of the cylinders, and monitoring of the engine oilconsumption and condition. SB03-3 also contains a set of tables to help interpret the results of theinspections and the required action to go along with the results.

Copies of TCM bulletin SBG3-3 are currently available through their website, www.tcmlink.com.

SUBJECT: Baron 55 Series Engine Mount

Reports have been received concerning an interference condition between the engine exhaust pipeand the engine mount truss on the Beech Baron model 55 with the 10-470 engine installation.

The point of interference is on the outboard mount truss in the area where the exhaust pipe is routedbelow the engine mount truss, approximately 4 to 7 inches forward of where the engine mount boltsattaches to the nacelle firewall. Both the engine mount truss and the exhaust pipe have been foundwith chaffing marks.

This area should be carefully inspected at each 100-hour inspection.

Subiect: Bonanza and Baron Landing Gear Actuator

One of the more frequent questions asked is what lubricants are recommended for the landing gearactuators installed in Bonanzas and Barons. The following is our response to the question.

The motor gear box should be packed with grease conforming to MiI-G-81322. This should beaccomplished after every 600 hours of service or whenever a gear motor is removed or replaced.Mobilqrease 28 meets the requirements of this mil-spec and is used by the factory. Mobilarease 28is a product of the Mobil Oil Corp.

The landing gear actuator itself should be filled with approximately 1/2 pint of 75 weight gear oil conformingto Mil-PRF-21G5 (supercedes Mil-L-21G5). Initially Mobil Compound GG was specified to meet thisrequirement. This lubricant is no longer available and was replaced by a synthetic lubricant,

Mobile 636. In addition to Mobile 636 another Mobile product has also been approved by the factory forservicing landing gear actuators, Mobilube SHC. Both Mobile 636 and Mobilube SHC meet therequirements of Mil-PRF-2105. Mobilube SHC is available through our spares system under our partnumber of 101-380016-1 (5 gal).

The landing gear actuator should be checked for proper fluid level at every 300 hours of service. The besttime to do this is during an annual inspection in conjunction with the gear retraction test. With the aircraftsafely placed safely on jacks, battery power turned off and the landing gear circuit breaker pulled; removethe filler plug from the top of the actuator. Engage the emergency gear handle and rotate at least 360

degrees of rotation. If the actuator is serviced to the proper level, the bottom of the worm gear should pickup fluid from the lower case as it is rotated. This should be visible as one looks through the filler plugopening and views the worm gear.

Rayt~eMI AircraftEa

Executive Service Series

Communique 103October, 2003

SUBJECT: WING FORWARD SPAR CARRY-THRU STRUCTURE INSPECTIONSERVICE BULLETINS 2269 AND 2360

The FAA no longer allows aircraft operation with known cracks; this change directly affectsservice bulletins 2269 and 2360. RAC is in the process of revising both service bulletins toremove any reference to continued flight with cracks in the spar web. The revised servicebulletins web will require repair of any crack found during inspection of the spar webregardless of size.

SUBJECT: TIRE CLEARENCE WITH GOODYEAR FLIGHT CUSTOM III

Reports have been received concerning inadequate tire clearance in the left wheel well onthe Model 58 Baron. Through the course of normal wear and tear the Michelin tires werebeing replaced with new Flight Custom III tires. After installation the mechanics checked forclearance and they found the tire came in contact with a pneumatic line and an Adel clampwith the gear retracted. Repositioning the clamp could not resolve the situation. The FlightCustom III tires were removed and new Michelin Air tires, which had the same part numberas those removed, were installed. Normal clearance was noted during the retraction test.

SUBJECT: B36TC OXYGEN SYSTEM

Late production model B36TC’s are available with a 98 cubic foot oxygen system. Thissystem includes two oxygen supply cylinders tone in each wing). Each cylinder is equippedwith its own oxygen supply shutoff valve, regulator and pressure gauge.

We periodically receive calls from new owners of B36TC’s concerned about the operation oftheir aircraft’s oxygen system. Typically they will observe the pressure gauge of one oxygencylinder dropping noticeably; while the other has not begun to move. Their concern is theyhave a malfunctioning system and will not be able to utilize the oxygen supply from bothcylinders.

This uneven flow of oxygen from the dual cylinders on the B36TC is a normal condition andno cause for alarm. We have never had an incident where one cylinder has emptied and thesystem failed to feed off the remaining cylinder. (Reference: B36TC Pilot’s OperatingHandbook, pin 36-590006-19, page 4-24)

This uneven oxygen flow is the result of each supply cylinder having its own pressureregulator. There is no system requirement or manufacturing requirement the regulators be

matched and flow at exactly the same rate. As a result the pressure in one cylinder willtypically drop before the system even begins to feed off the other cylinder.

For those aircraft owners who would feel more comfortable watching the pressures dropevenly in both cylinders, the regulators can be adjusted to flow at approximately the samerate. To accomplish this both regulators need to be sent to an authorized Scott Aviationservice center. Scott Aviation can be contacted through their web site for the nearest servicecenter (www. scotfaviation. com).

-r(

Raylllellll Aircraft

Executive Service Series

Communique 104March, 2004

SUBJECT: ATA 25128: Armrest Wear and Fuel Line Location

A report was received of a fuel line being damaged by the center arm rest on a Baron. Older Barons have a cockpit centerarm rest that retracts downward on the forward side of the wing main spar. Arm rests of this type were an optionalinstallation on Barons prior to TC-1299 and TE-768, Turbo Barons prior to TG-84, and Travel Airs TD-534 and after.

A sample drawing of the armrest is shown:

r~b

11 la 1

si-´•--- 111

11

nruv8

When the arm rest is retracted downward, the arm rest post (item 84) approaches the fuel selector valve plumbing, whichis below the armrest under an upholstery skirt. With wear to the arm rest stops from operation over time, the arm rest postcould develop excess travel. When fuel valves are changed, the fuel lines might be re-aligned to facilitate installation. Thisincrease in arm rest post travel combined with the repositioned fuel lines can reduce the clearance between the fuel linesand the ann rest post.

The Baron 100-hour inspection guide, E. CABIN AND BAGGAGE COMPARTMENT, item 11. PLUMBING, calls forinspection of "all plumbing and connections for security, leakage and general condition." Our recommendation is tospecifically inspect the area of the fuel selector valve to ensure clearance between the fuel plumbing and the arm rest postwith the arm rest fully retracted to its down stop. If contact is found, inspect the fuel line for wear/damage. If the fuel line isserviceable, reposition it, otherwise replace it. Check the arm rest post, mount bracket, and stops for proper security andexcess wear. Replace any components that are worn excessively.

Information regarding inspection for this condition will be added to the Baron Shop Manual 100-hr inspection guide in afuture revision. Travel Air and Turbo Baron Operators should annotate their shop manuals accordingly. The arm restinstallation was an option used Travel Airs and 56TCs as well as 855, C55, D55 Barons.

SUBJECT: Tire Clearance with Goodvear Flinht Custom III revisited

Communique 103 spoke to clearance on the wheel well on the Model 58 Baron. We find that the interference was from a

flap cable, not a pneumatic line as previously stated. Further investigation suggests that some of the interference maytlave come from "droop" in the replaced flap cable in the wheel well, which contributed to the interference. As tire modelshave some difference in profile, one may interfere where the next type may not. We recommend that no matter whatapproved tires you use, ensure that if you are changing from one vendor to another or one profile tire to another that youcheck for proper tire clearance in the retracted position. We also recommend care when any repositioning is accomplishedto ensure no interference develops from the new position of equipments.

SUBJECT: BonanzalBaron Landinn Gear Actuator Shaft Seals

Since 1957, shaft seal p/n 450273 has been used in every BonanzalBaron landing gear actuator we have manufactured.Recently the manufacturer of this seal, National Seal, made a physical change to the seal. The rubber lip no longerextends into the case of the seal assembly to the depth it had previously. (See figure i)

Open 1 II openSide t hY1 Side

Old Configuration New Configuration

Figure i

This physical change to the length of the rubber lip requires a change in the orientation of the seal when installed in the landing gearactuator housing. Prior to the physical change, the open side of the seal was installed facing the oil (wet side). The newestconfiguration of the seal requires it be installed with the open side facing away from the actuator oil. Without being installed thismanner, there is insufficient contact between the seal and the sector gear shaft to provide adequate sealing.

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Communique #105 Rev.October 2004

Control Column LubricationATA 12-30

Servicing REMINDER, Shop and Maintenance Manuals for Baron and Bonanza aircraft have a

requirement for lubricating non-sealed control column bearings every 100 flight hours. If not properlylubricated the flight controls may become stiff and hard to move or feel rough and catch whenmoved. Lack of lubrication may allow corrosion build up on the surface of the bearings. In severecases the bearings may require replacement to correct this condition. Replacing these bearings is atime consuming job.

It is highly recommended that you follow the callout in the maintenance manual (12-20-00 Pg 10A inthe Bonanza Maintenance Manual P/N 36-590001-9 and Page 2-27 in the Baron Shop Manual P/N55-590000-13E) and perform the lube every 100 flight hours, It is also suggested that you performthis lube at least once a year, if you fly less than 100 hours per year. (Please note that the effectivityin the Bonanza Maintenance Manual is in the process of being updated and will be corrected in anupcoming revision.) If you have any questions contact Raytheon Aircraft Technical Support at1-800-429-5372.

E-1946, E-2104, E-2111 AND AFTER, EA-320, EA-389 AND AFTER

INDEX LOCATION POINTS LUBRICANT INTERVALCONTROL COLUMN

O Contmlcol~,mnahainsb

(4) SAE20 or 10W30 Oil 100 hrs.

Ox* Ball bearings (wilhout seals) (10) MIL-L-7870 Oil 100 hrs.

O* Torque Shafts (2) MPK Solvent ´•100 hrs.

Wipe full length of square shafts with MPK these surfaces to remain d~y and free of oil.Remove one of the nonadjustable rollers (27-00-00). If it is a sealed roller with the seals intact, reinstall the roller

and make a maintenance record that the rollers are sealed and do not need lubrication. If the rollers are not sealed,or the seals are not intact, they may be replaced with sealed rollers and a maintenance record made that the rollersdo not need lubncation. If the adjustable rollers are removed for lubrication or replacement, refer to Chapter 27-00-00for adjustment

Index #2 Bearing in this collar