AirTalk.org Aviation discussions newsgroups   Archives   FAQ   Search   Memberlist   Usergroups   Register   Profile   Log in to check your private messages   Log in  Quick - what's to look out for...          AirTalk.org Forum Index -> Owning Airplanes View previous topic :: View next topic   Author Message Jim Carter Guest Posted: Thu May 10, 2007 6:12 am    Post subject: Quick - what's to look out for... What should a Cessna / Piper / Commander driver look out for on the original '47 BE35 (and I don't mean performance wise)? Where are some of the corners to be avoided? What special attention needs to be paid to the airframe? I'm looking at the ABS site now, but could use some additional input. -- Jim Carter Rogers, Arkansas Back to top Frank Stutzman Guest Posted: Thu May 10, 2007 6:12 am    Post subject: Re: Quick - what's to look out for... Jim Carter <jim.carter (AT) swbell (DOT) net> wrote: Quote: What should a Cessna / Piper / Commander driver look out for on the original '47 BE35 (and I don't mean performance wise)? Where are some of the corners to be avoided? What special attention needs to be paid to the airframe? I'm looking at the ABS site now, but could use some additional input. Kyles comments were pretty good. Nearly 60 year old wiring is never good. Corrosion is always a problem. The question is how original is it and exactly how early is it? The 35 model went through a log of changes early on. Does it have the tube trussed center section (first several hundred serial numbers)? If so has it been x-rayed recently (as required by AD)? What condition (corrosion) are the magnesium control surfaces. The ailerons and (I think) flaps were originall magnesium but reskinning in aluminum is approved and commonly done. Ruddervators have always been magnesium. The VERY early ones supposidly had fabric ailerons, but I think any still flying have probably gone to aluminum skins. The E series engine is a bit of orphan, although getting a rebuild is still possible. Oil leaks from around the accessory case are not unusual (and not usually indictative of a problem either). The landing gear is pretty stout, but is intolerant of bad maintenance. Folks who know recommend changing the various rod ends every 4000 hours or so. Gear motors of this vintage are slow, but tough (replaced my original just last month after 58 years of service). Be sure to check your brake lines. The ones under the pilots pedals especially as they are really hard to change and they tend to get neglected unless they start leaking. What prop has it got? The Beech electric prop is a great fit for the plane, has no ADs, but spare parts (especially pitch change bearings) are unobtainable. If its a Hartzel conversion, what is its AD status? Indeed what is the AD status of the plane in general. There are a fair number to comply with. Be sure the 'speed restriction' one is complied with (balancing ruddervators, skin thickness testing several other items. All this sounds bad, but a early 35 in good condition is a joy to fly. Yup, I'm massively biased. -- Frank Stutzman Bonanza N494B "Hula Girl" (1949 A-35 S/N D-1514) Hood River, OR (soon to be Boise, ID) Back to top Kyle Boatright Guest Posted: Thu May 10, 2007 6:12 am    Post subject: Re: Quick - what's to look out for... I saw one get "flipped" by an unscrupulous acquaintance about a decade ago. I don't think he realized how bad it was until he dug into the project. And he was an A&P. This airplane had a rotten wiring harness (the original cloth covered wires). It had corrosion through some of the magnesium surfaces (a little bondo and paint fixed that right up). It also had a fair amount of corrosion elsewhere, had an engine the guy frankensteined together, and had several other firewall forward issues that were fixed in the cheapest baling wire and duct tape manner possible. The one good thing he did was to replace some of the attach fittings for the fixed portion of the V tail. Lots of corrosion there. Based on what I saw with that airplane, you need to make sure the wiring had been replaced. I'd check the magnesium surfaces VERY closely. If they have been painted recently, I'd walk away. Also, I'd check the stabilizer attach fittings very carefully. And I'd do a heck of a pre-buy inspection beyond that. Also, I'd make sure the airplane hadn't been a hangar queen or ramp queen for the last decade. Sitting out on the ramp and not flying much, if any, probably tells you that an airplane probably hasn't seen much TLC recently. KB "Jim Carter" <jim.carter (AT) swbell (DOT) net> wrote in message news:PCu0i.8124$rO7.1169 (AT) newssvr25 (DOT) news.prodigy.net... Quote: What should a Cessna / Piper / Commander driver look out for on the original '47 BE35 (and I don't mean performance wise)? Where are some of the corners to be avoided? What special attention needs to be paid to the airframe? I'm looking at the ABS site now, but could use some additional input. -- Jim Carter Rogers, Arkansas Back to top Orval Fairbairn Guest Posted: Thu May 10, 2007 6:12 am    Post subject: Re: Quick - what's to look out for... In article <PCu0i.8124$rO7.1169 (AT) newssvr25 (DOT) news.prodigy.net>, "Jim Carter" <jim.carter (AT) swbell (DOT) net> wrote: Quote: What should a Cessna / Piper / Commander driver look out for on the original '47 BE35 (and I don't mean performance wise)? Where are some of the corners to be avoided? What special attention needs to be paid to the airframe? I'm looking at the ABS site now, but could use some additional input. 1. The original, "straight 35" had a welded-tube center section, which needs regular Zyglo or magnetic inspection. The later A-35s and up had a sheet metal center section. 2. The magnesium ailerons, flaps and ruddervators are prone to corrosion and need special care when refinishing. 3. It is getting hard (and expensive) to find parts for the E-185 (and E-225) Continentals. 4. The original Beech electric prop is very expensive to overhaul. Parts are made of unobtanium. Back to top bill_hale@verigy.com Guest Posted: Thu May 10, 2007 10:55 pm    Post subject: Re: Quick - what's to look out for... Simple answer: You must be willing to become an expert at taking care of an airplane like this. No just "taking it in." Given that, it can be an excellent choice. If U buy one that needs a lot of work, it will absolutely break you. Bill Hale BPPP On May 9, 7:32 pm, "Jim Carter" <jim.car...@swbell.net> wrote: Quote: What should a Cessna / Piper / Commander driver look out for on the original '47 BE35 (and I don't mean performance wise)? Where are some of the corners to be avoided? What special attention needs to be paid to the airframe? I'm looking at the ABS site now, but could use some additional input. -- Jim Carter Rogers, Arkansas Back to top Display posts from previous: All Posts1 Day7 Days2 Weeks1 Month3 Months6 Months1 Year Oldest FirstNewest First         AirTalk.org Forum Index -> Owning Airplanes All times are GMT Page 1 of 1   Jump to: Select a forum Aviation----------------alt.aviationAviation safety EnhancementPlanes, gliders and flying in AustraliaAviation et pilotage (Français)rec.aviationAviation (Aerobatics)Hot air, gas balloons and airshipsHang-gliding, paragliding, foot-launched flightAircraft Design & BuildingInstrument Flight RulesAviation (Classifieds)Military AircraftNaval AviationAviation (Miscellaneous Topics)Owning AirplanesAviators (General Discussions)Aviation related productsAircraft RestorationHelicopters and rotary wing aircraftsFlight SimulationSailplanesAviation (Students)Light aircraftFlying related activities in the UK Airports----------------alt.airportsEdinburgh Airport Glasgow Airport Humberside Airport Luton Airport Aberdeen Airport Glasgow Prestwick Airport  You cannot post new topics in this forum You cannot reply to topics in this forum You cannot edit your posts in this forum You cannot delete your posts in this forum You cannot vote in polls in this forum Powered by phpBB © 2001, 2006 phpBB Group SEO toolkit © 2004-2006 webmedic.