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V35B upgrade from IO-520-BA to IO-520-BB

 
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Allen
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PostPosted: Mon May 17, 2004 4:47 pm    Post subject: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote



Can anybody give me an idea what is involved in doing this? I believe the
engine is approved for the airplane if you follow some Beech drawing. No
info on how to get the drawing.

TIA,

Allen




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toecutter1962@yahoo.com
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PostPosted: Tue May 18, 2004 3:04 am    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote



On Mon, 17 May 2004 16:47:05 GMT, "Allen" <ha_smith57 (AT) hotmail (DOT) com>
wrote:

Quote:
Can anybody give me an idea what is involved in doing this? I believe the
engine is approved for the airplane if you follow some Beech drawing. No
info on how to get the drawing.

TIA,

Allen


Found this, not sure if its applicable to your particular aircraft.

Model:
STC: SA2200SW
Status: Amended
Date: 05/31/2001
TCDS: 3A15
ACO: CE-C
D’Shannon Products
13610 Glader Lane
Lindstrom, MN 55045
UNITED STATES
Installation of Teledyne Continental IO-520-B,
-BA, - BB or IO-550-B engine and applicable
McCauley Propeller only as listed on STC.
V35B

http://www.beryldshannon.com/indexb.htm

Did you call Raytheon and ask them about the drawing?

http://www.raytheonaircraft.com/service_support/technical_support/technical_support_contacts.asp

Regards;

TC


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Allen
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PostPosted: Tue May 18, 2004 1:18 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote


<toecutter1962 (AT) yahoo (DOT) com> wrote

Quote:
On Mon, 17 May 2004 16:47:05 GMT, "Allen" wrote:

Can anybody give me an idea what is involved in doing this? I believe
the
engine is approved for the airplane if you follow some Beech drawing. No
info on how to get the drawing.

TIA,

Allen


Found this, not sure if its applicable to your particular aircraft.

Model:
STC: SA2200SW
Status: Amended
Date: 05/31/2001
TCDS: 3A15
ACO: CE-C
D'Shannon Products
13610 Glader Lane
Lindstrom, MN 55045
UNITED STATES
Installation of Teledyne Continental IO-520-B,
-BA, - BB or IO-550-B engine and applicable
McCauley Propeller only as listed on STC.
V35B

http://www.beryldshannon.com/indexb.htm

Did you call Raytheon and ask them about the drawing?


http://www.raytheonaircraft.com/service_support/technical_support/technical_support_contacts.asp

Regards;

TC

Thanks for the links, I have already spoken with Raytheon, the drawing is
proprietary and they will not release it. They did say I could ask my FSDO
to request it for me.



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Bill Hale
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PostPosted: Tue May 18, 2004 7:47 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

"Allen" <ha_smith57 (AT) hotmail (DOT) com> wrote


Actually, you need to do almost nothing. This is pretty easy.

If you check the TCM Type Certificate Data Sheet, you will discover
that it specifically authorizes substitution of -BB for -B in all
applications. TC E5CE Note 11.

If you check the TC data sheet for the V35B, 3A15, you find that
it is approved for -B, -BA and specifically for -BB for sn > 10179.

The venn intersection solves the problem for you. It's a minor
mod, no 337 required.

Install it and be happy. It's a lot safer engine than the -BA.

Bill Hale

BPPP Instructor
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toecutter1962@yahoo.com
Guest





PostPosted: Wed May 19, 2004 2:15 am    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

On 18 May 2004 12:47:13 -0700, [email]bill_hale (AT) agilent (DOT) com[/email] (Bill Hale)
wrote:

Quote:
"Allen" <ha_smith57 (AT) hotmail (DOT) com> wrote


Actually, you need to do almost nothing. This is pretty easy.

If you check the TCM Type Certificate Data Sheet, you will discover
that it specifically authorizes substitution of -BB for -B in all
applications. TC E5CE Note 11.

If you check the TC data sheet for the V35B, 3A15, you find that
it is approved for -B, -BA and specifically for -BB for sn > 10179.

The venn intersection solves the problem for you. It's a minor
mod, no 337 required.

Install it and be happy. It's a lot safer engine than the -BA.

Bill Hale

BPPP Instructor

As long as the Bananer in question is >10179 I agree with what you are
saying 100%. Bolt the sucker on and go flying.

However, if it is <10180, I'm afraid I would have to respectfully
disagree.

The information provided in the TCM TCDS is good stuff, but the
specific reference to a s/n in regard to the BB install in the V35B
TCDS would IMHO take precedence in the eyes of the Federales-barring
any other pertinent approved supporting documentation from the folks
at Raytheon. I sure as heck wouldn't give anyone a deposit check
without discussing it with someone a little more "official" than a NFI
on Usenet.

If the "drawings" and additional required equipment (specific fuel
pump?) referred to in the V35B TCDS were followed explicitly, again, I
agree that it would be minor mod, with no STC/337 required.

I have absolutely no idea what years correspond to what engine
model/s/n range on the V35B, have had to deal with way too many
different makes/models. The only Beech "bible" I currently possess is
for the 18's.

Would there be some mechanical reason you would recommend a 520-BB
retrofit over a 550? Aside from growing pains with the "auto" mixture
control, I've had good luck with the 550's, and have flown a couple
V35/550 conversions. Worst part was breaking in the engines at 75%
power and keeping the durn thing under the yellow arc airspeed-wise.

TC

NFI (Nobody Freaking Important)


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Tom Sixkiller
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PostPosted: Wed May 19, 2004 5:03 am    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote


<toecutter1962 (AT) yahoo (DOT) com> wrote

Quote:
On 18 May 2004 12:47:13 -0700, [email]bill_hale (AT) agilent (DOT) com[/email] (Bill Hale)
wrote:

Would there be some mechanical reason you would recommend a 520-BB
retrofit over a 550? Aside from growing pains with the "auto" mixture
control, I've had good luck with the 550's, and have flown a couple
V35/550 conversions.

That was the question I was going to ask.

I'm trying to close a deal on an F33A that's 40 hours from TBO and was
thinking of replacing the 520-BB with a Millennium 550.

Yea or nay?




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markjen
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PostPosted: Wed May 19, 2004 4:42 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

Quote:
I'm trying to close a deal on an F33A that's 40 hours from TBO and was
thinking of replacing the 520-BB with a Millennium 550.

Yea or nay?

I think the 550 conversion is well worth it. A lot better engine and
noticeably improved performance, especially in climb.

- Mark



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Tom Sixkiller
Guest





PostPosted: Thu May 20, 2004 3:08 am    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote


"markjen" <mark.jennings4 (AT) comcast (DOT) net> wrote

Quote:
I'm trying to close a deal on an F33A that's 40 hours from TBO and was
thinking of replacing the 520-BB with a Millennium 550.

Yea or nay?

I think the 550 conversion is well worth it. A lot better engine and
noticeably improved performance, especially in climb.

So far I've not heard any negatives, even though the price is going to be

about $27K installed.

After that, I'd like to hang a turbonormalizer on it and no one seems to
recommend putting TN on the 520.



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markjen
Guest





PostPosted: Thu May 20, 2004 5:47 am    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

Quote:
After that, I'd like to hang a turbonormalizer on it and no one seems to
recommend putting TN on the 520.

I agree, although TN on a 550 isn't necessarily a cake walk either. The big
Lyc seems to take to turbos better, prehaps because of the sodium valves.
In any event, you may find that 550 performs enough better at altitude that
the need for the turbo will be marginalized.

- Mark



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Peter R.
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PostPosted: Thu May 20, 2004 3:39 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

Tom Sixkiller (tms615 (AT) qwest (DOT) net) wrote:

Quote:
After that, I'd like to hang a turbonormalizer on it and no one seems to
recommend putting TN on the 520.

Really? The Bonanza V35B I am now flying is equipped with the Tornado
Alley TN on an IO-520 engine. The previous owner had it installed about
600 hours ago and, based on last week's annual inspection, the engine is
still in excellent shape.

With the TN, this aircraft cruises around 190 kts true airspeed at about
19,000 feet MSL, all while burning about 15.5 gallons per hour during the
summer months.



--
Peter











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Tom Sixkiller
Guest





PostPosted: Thu May 20, 2004 3:43 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote


"markjen" <mark.jennings4 (AT) comcast (DOT) net> wrote

Quote:
After that, I'd like to hang a turbonormalizer on it and no one seems to
recommend putting TN on the 520.

I agree, although TN on a 550 isn't necessarily a cake walk either. The
big
Lyc seems to take to turbos better, prehaps because of the sodium valves.
In any event, you may find that 550 performs enough better at altitude
that
the need for the turbo will be marginalized.

The airport I'll be operating out of, after May or June, is 6900 feet in

elevation.

Not quite marginal! :~)




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Tom Sixkiller
Guest





PostPosted: Thu May 20, 2004 3:52 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote


"Peter R." <prgroup3 (AT) twcny (DOT) rrX.com> wrote

Quote:
Tom Sixkiller (tms615 (AT) qwest (DOT) net) wrote:

After that, I'd like to hang a turbonormalizer on it and no one seems to
recommend putting TN on the 520.

Really? The Bonanza V35B I am now flying is equipped with the Tornado
Alley TN on an IO-520 engine. The previous owner had it installed about
600 hours ago and, based on last week's annual inspection, the engine is
still in excellent shape.

With the TN, this aircraft cruises around 190 kts true airspeed at about
19,000 feet MSL, all while burning about 15.5 gallons per hour during the
summer months.

I should clarify my misstatement: It's not that they don't recommend TN for
the 520, but given the cost of a Millennium overhaul of the 520 or
replacement with M's 550 reman ($27K vs. $23K +/-), for an F33A, they
(TATurbo) said the difference was like night and day.




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markjen
Guest





PostPosted: Thu May 20, 2004 5:03 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

Quote:
Really? The Bonanza V35B I am now flying is equipped with the Tornado
Alley TN on an IO-520 engine. The previous owner had it installed about
600 hours ago and, based on last week's annual inspection, the engine is
still in excellent shape.

Great. Most are getting excellent service. But there have been quite a few
owners with problems too.

- Mark



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Peter R.
Guest





PostPosted: Thu May 20, 2004 5:13 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

markjen (mark.jennings4 (AT) comcast (DOT) net) wrote:

Quote:
Great. Most are getting excellent service. But there have been quite a few
owners with problems too.

Ok, you hooked me. Smile What type of problems?

--
Peter












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markjen
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PostPosted: Thu May 20, 2004 9:55 pm    Post subject: Re: V35B upgrade from IO-520-BA to IO-520-BB Reply with quote

Well, a friend had a complete and total TN IO-520BB engine failure in Texas,
fortunately able to glide to an airport from altitude. Lost all engine
oil - something to do with the turbo system install. I also flew with him
several times at altitude and he was always jugggling CHTs, TITs, and EGTs
to stay within limits.

Lots and lots of folks have reported premature barrel wear and cylinder head
issues leading to early top overhauls. The 520 factory turbos in a variety
of airplanes (e.g., 425s) are considered relatively problematic and
tempermental. On the early A36TCs, there were some gruesome engine fires,
although I realize this installation is different from the TN systems. (The
550s in the B36TCs are noticeably more reliable.)

I'm not saying that a TN'd 520 or 550 can't be a fine airplane. But I think
you're kidding yourself if you don't accept some reduction in reliability
and much reduced expectation of making normal TBO. It's simple physics -
you're force-feeding the engine to a much higher level of engine power than
it normally makes in normally aspirated form, and you're doing it at high
altitudes when cooling is at its worst. Good instrumentation, careful
operation, and keeping the cooling system in tip-top shape mitigates, but
does not eliminate the factors here.

- Mark


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