Abs 914
Abs 914
AMERICAN
BONANZA
SOCIETY
The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts
Contents SEPTEMBER 2014 • VOLUME FOURTEEN • NUMBER NINE
ABS
2 President’s Comments:
AMERICAN
ABS Honors Richard Swenson
AmericAn BONANZA
SOCIETY
by Bob Goff
BonAnzA 4 Operations
by J. Whitney Hickman
Society
& Thomas P. Turner
The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts
A
s president of the American Bonanza Society, one of the enjoyable
that help make our organization the world’s largest and most
2014 EAA
AirVenture
Oshkosh
Recap
by J. Whitney Hickman
A
BS has been very visible to the membership
during the last four months. First we were in
Jay Burris, incoming ABS board member, greeting members at the
Lakeland, Florida, at Sun ‘n Fun, then hosted ABS hospitality tent.
the ABS Homecoming in Wichita, and we just finished
ABS hosted its annual dinner on Tuesday evening at the
with a great week at EAA Oshkosh. The next stop will Hilton Garden Inn. The dinner was co-sponsored by long-
be Santa Rosa, California, for the ABS Fly-In and Annual time ABS supporters D’Shannon Aviation and RAM Aircraft,
with 310 members and guests in attendance. The evening
Meeting, September 11-14. These are my favorite events
was highlighted by ABS President Bob Goff’s presentation
as we get to visit and talk with our members on a of a Beech painting to Dick Swenson, Life Member and
personal level. long-time philanthropic supporter of the ABS Air Safety
Foundation. Dick’s numerous contributions to ABS are
We arrived in Oshkosh on Saturday morning just in time
greatly appreciated. Accepting on Dick’s behalf was ABS
to watch the B2OSH arrival from Rockford, Illinois. It’s
member Jim Usher. Thank you, Dick, for your generous
always impressive to witness the Beechcraft mass arrival
support in memory of BPPP founder Sam James.
and see them taxi to the North 40 to camp for the week.
I am happy to say that 110 airplanes touched down without
incident. Well done!
At Oshkosh, 694 ABS members signed the register in
our tent, an increase in attendance over last year by 66
members. What a great turnout!
Free popcorn, water, and soda were available at the ABS
hospitality tent. Members and guests were able to step out
of the sunshine, rest their legs, meet old friends, make new
ones, and watch the daily air show. Attendance overall for
the EAA event was up six percent with a 20 percent on the
weekend, according to EAA. I did notice fewer exhibitors
than in past years, however, reports are saying exhibitors
did very well. The USAF Thunderbirds performed Friday-
Sunday. It was a great show and definitely helped boost
attendance. Melissa, Tom, and I were available to answer
membership and program questions, renew existing
members, sign up new members, and sell merchandise.
ABS Technical Advisors Bob Ripley and Curtis Boulware
were very busy answering members’ technical questions
and participated in the member forums and seminars, which
were very well attended.
Operations ASF
ABS
POH
Library
By Thomas P. Turner
T
he ABS Online Pilot’s Operating Handbook Model 35 Bonanzas
(POH) library is now complete. Fifty-eight unique • Model 35 Bonanza D-1 through D-1500
(1947 and 1948 models)
Bonanza, Debonair, Baron, and Travel Air pilot
• A35/B35 Bonanza D-1501 through D-2680; D-15001
manuals are available for study and download onto your
(1949 and 1950 models)
iPad or other documents management system.
• C35 Bonanza D-2681 through D-3292; D-3294 through
Textron Aviation has kindly provided ABS and the D-3400 (1951 and 1952 models)
ABS Air Safety Foundation permission to post these down
• D35 Bonanza D-3401 through D-3698 (1953 model)
loadable, searchable PDFs of its copyrighted Pilot’s
Operating Handbooks (POHs) for use by members of • E35 Bonanza D-3293; D-3699 through D-3998
the American Bonanza Society and instructors in the (1954 model)
Beechcraft Pilot Proficiency Program (BPPP) and the • F35 Bonanza D-3999 through D-4375; D-4377 through
ABS Flight Instructor Academy. Beechcraft has provided D-4391 (1955 model)
Aircraft Owner’s Manuals for models for which Beech never
• G35 Bonanza D-4376; D-4392 through D-4865; D-15002
created a POH.
(1956 model)
To access and download • H35 Bonanza D-4866 through D-5061; D-5063 through
these manuals: D-5330 (1957 model)
1 Log onto www.bonanza.org using your ABS
• J35 Bonanza D-5062; D-5331 through D-5725
Member’s Only credentials.
(1958 model)
2 Scroll over MAINTENANCE AND OPERATION
• K35/M35 Bonanza D-5726 through D-6561
at the top of the menu in the left column.
(1959 and 1960 models)
3 On the pullout menu that results, click on PILOT’S
OPERATING HANDBOOKS. • N35/P35 Bonanza D-6562 through D-7139;
D-7141 through D-7309 (1961 through 1963 models)
4 Click on the link to the manual or manuals you wish
to view or download. • S35 Bonanza D-7140; D-7310 through D-7976
(1964 and 1965 models)
Each distinct Pilot’s Operating Handbook or Aircraft
Owner’s Manual has a dedicated landing page. From there • V35/V35A/V35B Bonanza D-7977 through D-9947
you may access the full manual in a single document, or (1966 through 1976 models)
each individual section of that manual. Many pilots find it’s • V35TC (Aircraft Owner’s Manual: 1966 and 1967 V35s
easier to manage the manual by individual section using factory-turbocharged per STC SA1035WE)
some document management software.
• V35A-TC (Aircraft Owner’s Manual: 1968 and 1969
Information is presented for educational and instruc
V35As factory-turbocharged per STC SA1035WE)
tional use only. Refer to the Pilot’s Operating Handbook or
Aircraft Owner’s Manual, as appropriate, for the airplane • V35B-TC (Aircraft Owner’s Manual: 1970 V35Bs factory-
being flown for flight planning, operating and supplemental turbocharged per STC SA1035WE)
information. These are the manuals now available in • V35B Bonanza D-9948 through D-10403
the ABS POH Library: (1977 through 1982 models)
Model 36 Bonanzas
• 36 and A36 Bonanza E-1 through E-926
(1968 through 1976 models)
• A36 Bonanza E-927 through E-2110 except E-1946
and E-2104 (1977 through 1983 models)
• A36 Bonanza E-1946, E-2104, E-2111 through E-3629 and
E-3631 through E-3635 (1984 through 2005 models)
• A36TC Bonanza EA-1 through EA-272 except EA-242
(1979 through 1981 models)
• B36TC EA-242, EA-273 through EA-388 except EA-320
(1982 and 1983 models)
• B36TC EA-320 and EA-389 and after
(1984 through 2002 models)
• G36 Bonanza E-3630, E-3636 and after
(2006 and later models)
BPPP LIVE
Houston, Texas
ABS Air Safety Foundation presents
BPPP LIVE in Houston, Texas, November
14-15, as part of the Southwest Bonanza
Society Fly-In. BPPP instructors will be
teaching classes held Friday afternoon
and Saturday morning, to complement
the SWBS social events. Tuition for
BPPP LIVE is free but we request a $50
to $200 tax-deductible donation to the
ABS Air Safety Foundation to cover
ABS’s expenses. Add BPPP flight
instruction for only $395 by choos-
ing ADD FLIGHT INSTRUCTION at
www.myopango.com/bppp.online,
then contact a BPPP flight instruc-
tor to schedule. See www.southwest
bonanza.org for more information
and to register for the SWBS Fly-In
at Houston, Texas.
Thomas P. Turner
Executive Director
[email protected]
On the Cover:
Beechcraft of the Month
D
uring the summer of 1964, my mom was growing weary of the hours
I am sure angels could be heard singing and a warm glow emanated from
behind that V-tail as the hangar doors slid open to reveal – in all its redness –
mily
ment runs lean, so to keep payroll low
I still have my childhood duties such as
sumping the fuel tanks and removing
and installing all 42 of those screws.
Dad paid for my initial flying lessons
through solo as a high school gradua
tion gift. College, full-time employment,
a home purchase, and graduate school
kept me busy enough to put flying on
the back burner. I finally got back to
flight training and completed my Pri
vate Pilot certificate without telling Dad.
My first flight as a licensed pilot was
was a landing gear “event” (there, to the airpark where my parents live,
but for the grace of God, go I) at to surprise him. I still can’t believe I
Meigs Field in Chicago. Fifty X was managed to keep it a secret. It took a
purchased by Dan Towery and flown while for him to come to grips with the
(with the gear locked down we’ve fact that I had just taxied a 152 up to the
been told) to Delaware from Meigs hangar on his home. He had no idea
for repairs. Dad bought the airplane what I had been doing. I also haven’t
from Dan. I recently met Dan and his told him I am submitting this, so I hope
son, also Dan, at Oshkosh. They both he gets a kick out of seeing “Nifty-Fifty”
remembered the airplane well. on the cover of the ABS Magazine.
EQUIPMENT LIST
Continental E-225-8
Beech electric propeller with original
factory Flight Research Auto Prop Control
Garmin GNS430W
King KX155 w/GS
Garmin GTX327 transponder
Garmin GPSMap396 with XM weather
PS Engineering PMA7000MS audio panel
with intercom
S-Tec 30 autopilot with GPSS
Castleberry electric attitude indicator
UBG16 engine monitor with fuel flow, low
vacuum alarm, and data recorder
After the private certificate, I quickly set out to build time and get my Whelen Parametheus LED landing lights
instrument rating. With that complete, Dad wanted me to get a checkout in with max-pulse flasher
the Bonanza. I did the 10-hour checkout over three days with my dad riding
ACK 406 MHz ELT interfaced with
in the back seat and a whopping total of 167 hours logged time under my belt. GNS430W
I was very nervous ! Despite having logged many hours sitting in the left seat
“flying” the airplane in the hangar as a kid, making my first landing with my Evaporative (“swamp”) cooler
father in the back seat was one of the most stressful experiences of my life. 20-gallon aux tank
BAS shoulder harnesses
D’Shannon 20-gallon tip tanks
S
pending time with my dad
working on the airplane over
the years motivated me to pur-
sue a mechanical engineering de-
gree, as he had done. It has also
been an excellent classroom for
important life lessons on patience,
thinking things through, and in
sistence on doing things properly.
I had no expectations of receiving
any awards when I had the airplane
judged on its first trip to Oshkosh in
2008. I was shocked to learn we had
won a Bronze Lindy. When asked
by one judge why I didn’t have a
photo book of the restoration, I
had to concede that the airplane
had never been restored – just
maintained through the years. The
judge nodded his head and com
mented they could usually tell when
a plane was owner-maintained due
to the extra attention to the details.
Safety Pilot vibration. Most telling, a large glob of silicone gel was
stuck to the bottom of the clip – someone somewhere
You Probably
had noticed that the clip was broken, and tried to “repair”
it by tacking it down with a dollop of silicone.
“That’s one step this side of sticking it down with
Ought to
chewing gum,” said the local mechanic (who had not
maintained or inspected this Bonanza). He had been in
the hangar near us when we found the problem. With the
Replace That
pilot’s permission he bent his head into the engine area
and looked at the underside of the #5 fuel injector line.
“It’s not rubbing,” he said, seeing no evidence of a flat
By Thomas P. Turner spot on the underside of the fuel line where it crossed the
mounting bracket. The implication was that it was okay to
fly in this condition, but should be addressed soon.
I
“That’s what I used to think,” I told the pilot and the
was teaching the preflight inspection of an A36 mechanic. “But we’re not going to fly today. I’d ground
Bonanza with a pilot completing BPPP. When we this airplane until the clip is installed correctly.” The
pilot and mechanic seemed surprised, but agreed with
opened the right side engine cowling I found the
me. Any doubt was erased when I told them why I made
#5 cylinder’s injector line loose at the point it crosses this decision.
a rectangular bracket between the flow divider and the
M
any years ago I found a somewhat similar situa
cylinder’s fuel injection nozzle. The clip that holds the tion while preflighting an A36 with a flight in
line at the bracket, and the rubber wrap that protects the struction customer at Wichita. In that case the
clip was still holding the fuel injector line in place, but the
line in the clip were missing and the injector line was
rubber wrap was severely cracked and several pieces of
suspended above the bracket (Figure 1). the rubber were missing. The bottom of the injector line
was not protected by wrap at all. Like the mechanic in my
recent experience, I took a close look at the underside of
the injector line and saw no sign of wear. “You probably
ought to have your mechanic replace that rubber wrap
when you get home,” I told the owner. I wrote it on my
clipboard as a reminder for our debrief; we completed
our preflight and began our full day of training.
After about two hours of flying and a lunch break,
we could smell just a little fuel while we flew a series of
FIGURE 1
I also learned:
• Fuel smells at any time should be investigated.
• Best Glide speed is also the speed where you can main
tain altitude with the least amount of power.
• A higher-than-logical indicated fuel flow, and/or the inabil
ity to control fuel flow with the mixture knob, may be warn
ing of a massive fuel leak in the engine compartment.
• If I have indications of a fuel leak in the engine com
partment in flight I might immediately shut down the
engine and glide (in a Bonanza or Debonair), even if
I’m in IMC at the time.
• If I maintain engine power until landing with indications
of a fuel leak in the engine, I’ll pull the mixture control
on short final and evacuate the airplane as soon as it
comes to a stop.
B
unit. At the time of writing, I have 70
y the time you read this Oshkosh 2014 will be over and Avidyne hours behind the system and have
discussed my experiences in detail
will have its IFD540 FMS/GPS/NAV/COM units certified and
on the BeechTalk website here:
shipping, providing aviation users a genuine alternative to the http://www.beechtalk.com/forums/
Garmin GPS units. Built off the award-winning R9 platform, the viewtopic.php?f=21&t=90279
My experience is that these units
IFD540 provides advanced functions found in this powerful OEM integrated
are very flexible and will enable users
glass panel system not currently available from other manufacturers. The to decide what methods work best
for them through the customizable
IFD540 is a slide-in replacement for the Garmin GNS530W units that so many
options. The IFD540’s Hybrid Touch
of us are familiar with. This unique strategy enables the avionics shop to addresses the “lack of buttons”
install the latest technology with only an hour or two of installation, complaint of the GTN series, and
provides both buttons and touch
configuration, and testing, which significantly cuts down the installation
screen that will perform nearly all of
cost, complexity, and maintenance-induced failure. the functions equally well.
With GeoFill, I still use the knobs and buttons over the with the IFD, it is that there are generally multiple ways to
touch screen for data entry, but other Pilot Program users are accomplish the same task and each function provides a
the opposite and report primarily using the touch screen. I larger amount of information than found in other units.
do find panning, pinch zooming, and pressing map features The limited space of this article doesn’t allow for a
for information very usable with the touch screen; and complete description of the functionality of the units;
the hybrid touch means the screen works like your iPad. however, I wanted to list a few of the features I find the
The GPS is very fast to acquire satellites and boot up, the most useful (in no particular order).
display redraw from panning or zooming is crisp and quick, Fuel range rings – These have been great when stretching
and I am impressed with the performance and quality fuel and looking for potential fuel stops. You know exactly
construction of the boxes themselves. The best feature, where on the map you will be when you reach your reserves
though, is that Avidyne is committed to open standards. and can begin looking for airports if you haven’t planned
Where Avidyne has created a particular data format, it will a specific stop. (Requires input from a compatible fuel-
provide this to any manufacturer that would like to interface flow system.)
with the Avidyne equipment. This ensures that you won’t
be locked into one particular vendor. iPad/iPhone charging – The USB port in the unit allows
I have experience with both GTN and GNS devices, for charging devices directly from the IFD and eliminates
and flying with the IFD540 provides features and usability the need for separate certified USB ports in the panel.
that I prefer to the other units. It isn’t so much the ability Vertical constraints on waypoints – This is useful for
to fly airways or the touch screen or any of the bigger non-precision approaches and other phases of flight. There
improvements, but rather how seamless the unit is and how is a top of descent (TOD) marker on the magenta line and
well the little details add so much to situational awareness. a chime when time to step down at the prescribed vertical
The device is simple to use and intuitive, with information speed rate. In addition to the TOD marker, the altitude
provided in many different functions. If there is any fault constraint is displayed directly on the map.
W
hat do you do when your insurance policy arrives? other information – verify this amount
is correct as it is the most the company
Save it to your hard drive? File it with your other documents?
will pay for physical damage in the
Do you read it first? Most of us (including those of us in the event of a total loss. Many companies
show the type of physical damage
insurance business) find reading a policy to be a tedious
coverage (i.e., Full Flight or Ground
task. However, we strongly encourage all of our customers to read their policies Only), so confirm they are providing
– especially when changing carriers. In order to make this process somewhat the level of coverage you want.
easier, we will focus on some of the more important items to look for to make
3 Deductibles
While you are reviewing the
sure you are covered correctly and that you understand what is and (just as physical damage section, check to
see that the deductibles listed are
important) what is not covered in your aircraft insurance policy. Here is our
accurate. On fixed wing aircraft,
“top 10” list (these are not necessarily in order of importance, but rather the the deductibles are normally shown
order in which a typical policy is assembled). as two different numbers: one for
“Not In Motion” losses and one for
1 Policy Period
2 Scheduled Aircraft
“In Motion” losses. If you purchased
At the beginning of the policy you The aircraft will be listed on the coverage for “full flight and ground”
will find the declarations page. It declarations or coverage summary there should be a listing for each. Most
contains most of the basic information page (or sometimes on a schedule of companies issue their policies with
about the policy. One of the first items aircraft that is attached). Make sure “nil” deductibles. Another example
is the policy period – aircraft insurance the aircraft is recorded properly by would be $50 for Not In Motion and
policies are almost always issued in make, model, and registration number. $250 for In Motion.
one-year increments. The dates should The number of seats in the aircraft is 4 Liability Limits
correspond to the desired coverage generally shown, so be certain that The liability limits are listed on the
year. Note that policies start at 12:01 information is correct as well. The hull coverage summary page or the decla
AM and end at the same time. value should be listed alongside the rations page just above or below
the physical damage section. This sec Some policies limit the territory of the world.” The point here is that you
tion will show the amount of lia- operation to the 48 contiguous states need to know what your policy says
bility coverage that is provided for (CONUS), along with Canada and and operate within that geographical
bodily injury (BI) and property dam Mexico. That will leave out Alaska boundary. If you have a loss outside
age (PD), and is one of the most im and Hawaii, so if you intend to fly to your designated territory of operation,
portant provisions to comprehend. The either state make sure you add that by your coverage will be void. If you want
limit listed should reflect what you endorsement. Some policies go on to to fly somewhere that is not included,
ordered from your agent. If it does not include the Islands of the Bahamas, contact your agent. Most of the time
or you have questions, pick up the the Western Hemisphere, and areas we can get the territory expanded to
phone and call. Review the limits so broad they include “anywhere in meet your needs.
shown in the “Occurrence” and “Per
Passenger” columns to ensure they are
correct, and that you understand how
they work together. Again, if in doubt,
ask your agent.
5 Pilots
The approved pilot section will be
listed either as a continuation of the
declarations page or as an endorse
ment. It will list the Named Pilots and
any requirements they must meet (if
any) in order to fulfill the underwrit
ing requirements. Most of the time,
named pilots are identified without
any additional requirements, but in
some cases they might be required to
attend training every year or be accom
panied by a CFI for a period of time.
If each pilot’s information is shown
(certificates, ratings and hours, etc.),
make certain it is correct.
Almost every policy comes with
an open pilot warranty. This is the
provision that allows pilots who are
not listed as named pilots to fly the
aircraft as long as they meet the pro
visions of the open pilot warranty.
Make sure you review and understand
these provisions, and check that all
pilots who fly the aircraft are either
named or meet the open pilot war
ranty. If training requirements are
listed, confirm all pilots have done
the required training.
6 Territory
Territorial limitations are defined
in every policy. The wording will
usually be listed as part of the insuring
agreement of the policy or shown on an
endorsement. This states where your
aircraft will be covered geographically.
7 Purpose of Use war, radiation, war risk, confiscation, is automatically covered as an insured
The purpose of use is typically strikes, riots, civil commotions, liability under the policy. Under the conditions
located on the declarations page. assumed under a contract, wear and section, the rights and responsibilities
It will likely say something such as tear, and freezing. of each party are defined and the legal
“pleasure and business.” Each use The above is only a partial list; there aspects of the contract (such as can
will be defined in the policy under fore, it is necessary to review the entire cellation and transfer) are discussed.
the definition section. Make certain exclusions section to see what is not
10 Endorsements
your operation of the aircraft is in covered. Some of these coverages such Endorsements are one of the most
compliance with this provision. as war risk and confiscation can be important items to review. While many
bought back. If that happens, there are statutory wordings required by
8 Exclusions
There are some interesting exclu would be an endorsement issued delet your state, others make important
sions in policies these days. Remem ing or modifying the exclusion. A thor changes to your coverage. For exam
ber the Y2K scare? The insurance ough review of this section will help ple, many companies use endorse
carriers still do. Did you know that you understand what is excluded and ments to add exclusions or other cov
losses arising from the failure of com may just help you avoid some trouble. erage to the policy. They can add back
puters or equipment to recognize or
9 Definitions/Conditions coverage that is excluded such as war
process a date change are excluded? These sections are contained with risk, and many companies include an
In the late ’90s, they put this exclusion in the policy wording and are very “expansion endorsement,” which gives
in the policies in anticipation of the important parts of the contract. For ex you extra coverage such as premises
Y2K threat. January 1, 2000, came and ample, the definitions specify what is liability or baggage liability.
went largely without any problems, included as part of the aircraft and, as
but the companies never removed the mentioned earlier, what the approved In order to review the above items,
endorsement from the policies. Other uses include. They also define other I would estimate it taking 30 to 45
typical exclusions include: nuclear terms such as In Motion and list who minutes of your time. The conditions
and definitions of the policy do not
change every year, so after the first
year it would probably go a little
faster and could be done in 15 to 30
minutes. The principal reason we pur
chase insurance is to transfer some
of our risk as an aircraft owner to an
insurance company that can afford to
pay the claim. In the unfortunate event
that you have a claim, you need to
know what risks you have transferred
and what risks are yours to bear.
So, take the time to review your
policy. If you have any questions
about any of these items, do not hesi
tate to contact your ABS insurance
representative. An answer is a phone
call away.
T
here are three distinct electrical systems for Beech Barons. Procedures section of your handbook
you have plenty of time to locate the
All have had two generators or, later, two alternators, one on
checklist and follow it step by step.
each engine. The system for electrical power regulation, The first thing you’ll do is confirm
the warning light with the electrical
however, has changed over the years. monitoring gauges. It’s possible the
Travel Airs and generator-equipped regulator monitors and controls the light may illuminate falsely when
Barons, and Model 58 Barons after output of both alternators. This helps there is not really a problem with the
serial number TH-1376 as well as 58Ps more evenly share the load between charging system. If the alternator or
and 58TCs, have a voltage regulator the two alternators (Figure 2). In generator has indeed failed, you’ll
dedicated to each generator or these airplanes, there is a switch see a discharge on the ammeter or,
alternator. The voltage regulators beneath the pilot’s control yoke that if equipped, a zero indication on the
each work full time, and interface permits selecting one or the other alternator loadmeter and something
with each other to balance the load voltage regulator. To ensure the back- less than normal system voltage on
roughly evenly between the two up regulator is functioning, it’s good the buss voltmeter.
alternators or generators (Figure 1). practice to change the selector before If your Baron has the dual regulator
In normal operation the loads should each flight, once a month, or on some system, turn off the alternator to reset
be within 10% of each other, according other regular schedule. the voltage regulator, then turn it back
to Beechcraft. on and monitor the condition. If the
I
Model 55 Barons TC-371 and TC- f you notice a Generator Out/ light illuminates again, turn off the
502 and after; all C55, D55, and E55 Alternator Out light or Low Buss switch, monitor the load, and acti-
Barons; and Model 58 Barons serial Volts annunciator, or the loadmeters vate any back-up charging system in
number TH-1 through TH-1376 have themselves read zero, reference the your airplane.
what we might call a shared regulator appropriate handbook checklist. You In Barons with shared regulators, if
system – two voltage regulators, but need to take action, but although a single alternator out condition occurs
only one is active at a time. The active the checklist is in the Emergency turn off the failed unit’s switch and
28
FIGURE 1 FIGURE 2
w w w. b o n a n z a . o r g
29
FIGURE 3 FIGURE 4
w w w. b o n a n z a . o r g
Beech on a Budget
SA FE • LEG A L • LO W CO S T
By Mike Caban
The
Ignition Harness
“Looked”
Just Fine
I
n prior articles, I’ve written about the importance
of being especially vigilant about external items in
engines that are being operated above and beyond
TBO. This month, I will share with you a personal
experience involving the wiring harness on my B55
factory reman with about 1900 hours on it. The harness
was seven years old and had about 1000 hours Time
in Service (TIS).
At the end of May I flew from Appleton, Wisconsin, to
my home base of Denton, Texas, where my annual was
going to begin in the days following my arrival. I had
settled into cruise flight at 10,000 feet, Wide-Open-Throttle,
2250RPM, about 11 gph/side, and had switched the tanks
off the mains to the auxes nearly an hour prior. Out of the
blue the right engine stumbled badly. Then again… and
again… and again. All engine gauges were steady, yet
the stumbling continued. I switched the fuel back to the
main tank and checked the right magneto switch con-
irming that it was on the “both” position. The engine
stumbling continued, unabated. Increasing fuel flow had
no effect.
By this time I began to zoom the ForeFlight screen
on my iPad to identify the nearest airport. Dubuque,
Iowa (KDBQ) was about 30 miles to the west. With a
place to go identified, I began deeper troubleshooting
of the problem with my JPI engine monitor. Fuel flow
and CHTs were steady but the EGT on #6 was fluctua-
ting wildly about 40-60° F. The #4 EGT was fluctuating
somewhat less, maybe about 20-30° F. With the luxury
FIGURE 1 FIGURE 2
I
t was annual time so in
FIGURE 4
Regional News
I
n 1972 when the British Rock Band Deep Purple recorded “Smoke on the
Water,” they had no idea they were describing the 2014 PBS Sandpoint,
Idaho, adventure.
Due primarily to the Duncan Ridge Twenty-nine PBS members in 14 air
and Carlton Complex fires in the planes invaded Sandpoint (KSZT) on
Washington Cascades (over 250,000 Thursday, July 17, to begin a few days
acres total), smoke descended on of good ol’ Idaho mountain therapy.
Sandpoint and Lake Pend Oreille to We were enthusiastically greeted by
make the visibility a bit challenging Emma from Granite Aviation, who
and the sunsets spectacular. The rolled out the red carpet for our arrival
influence of smoke truly made the sky and set up a hospitality area inside
look like it was on fire each evening their beautiful facility. Andy, Granite
as the sun was setting. Aviation owner, provided free parking,
Sunday morning arrived all too soon, and it was time once again to bring the Continentals (and one Allison)
to life for the trip back to our various homes. I’d have to imagine that we will not soon forget the wonderful
adventure that we experienced in Sandpoint and Lake Pend Oreille.
BPPP
ABS extends condolences to
the family and friends of these ABS
members who recently passed away.
Online+Flight
ABS’s goal is simple: To protect lives and to
preserve the Beechcraft fleet, by significantly
John R. Funk
increasing the number of ABS members who
Bement
receive The Best in Beechcraft Pilot Training.™
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A member Here’s How it Works
since 1974, he flew 1. Take the popular BPPP Beechcraft systems BPPP
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2. Fly with a BPPP-standardized flight instructor
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A member 3. If you qualify, earn a Flight Review and/or
Includes
since 1994, he flew an Instrument Proficiency Check online and
a 1977 58. 4. You’ll receive a BPPP Completion Certificate, up to four hours
which may qualify you for insurance
discounts (ask your agent or broker)
of flight training!
Carlos A. Calderon
Cali
Many aircraft insurance companies give
Colombia
up to a 10 percent discount on your policy
A member
for completing BPPP. For the first time, the
since 1993, he flew EAA Sport Aviation reviews
insurance discount may pay most or even all
a 1960 M35.
the cost of your specialized Beechcraft training! BPPP Online+Flight
BPPP training is fun, informative, convenient “The thoroughness of
Babar Suleman and affordable. It makes you an even more
Plainfield the BPPP program is
capable and safer pilot. For more information
Indiana and to enroll, go to http://bonanza.org/
impressive, and the
A member pilot-training-bppp/onlineflight or professionalism of both
since 2008, he flew call 316-945-1700. the flight and online
a 1967 95-C55. portions is absolutely
top-notch. ABS is
setting the standards
for type club training,
and we can all
learn from its
experience.”
—J. Mac McClellan,
5000-hour Baron
pilot and editor,
EAA Sport Aviation
Read the full review
in the November
2012 Sport
Aviation.
Inspection, Maintenance,
and Repair
T
he Beech Aircraft Owner’s Manual for the Model 95 Travel Air
includes this simple but apt statement:
Many shops set a flat rate for an
Preventive maintenance is a program designed to keep things annual inspection on a particular
from going wrong, or not going at all, or quitting before they model of airplane. If you do an
owner-assisted annual, meaning you
should reasonably be expected to quit.
do some of the labor and leave the
There’s a tendency for many air inspection (and also a 100-hour in inspection itself to the authorized
plane owners and even some me spection, if required for the way the inspector, the inspector may give you
chanics to use the terms inspection, airplane is operated) is a thorough a discount on the annual inspection
maintenance, and repair interchange inspection of the airplane for the rate. Bear in mind that this is just
ably. These three words have three specific purpose of determining, to the cost of the inspection itself (the
distinct meanings, however, and if the maximum extent possible, that inspector’s fee, including time to
we make the proper distinction it it fully conforms to the requirements do the required items). It does not
may answer a lot of questions many of its Type Certificate (the Federal cover anything extra (oil analysis, for
ABS members have about keeping document that defines what makes a example). And most notably, it does
their Beechcraft safe and airworthy specific model “airworthy”), and any not cover the expense of most items
at the lowest possible cost. Supplemental Type Certificates (STCs, that may be found in the process of
literally, supplements, or changes to the inspection. Those extra charges
Inspection the Type Certificate for approved would be for maintenance or repair.
A common ABS Tech question, as modi fications). Conducting an an
well as frequent topic of discussion nual inspection requires certain ac Maintenance
on the Internet chat lines and tions by the inspector, which in turn The inspection determines that
bulletin boards, is “How much does drives certain costs. For example, the the airplane is in conformity with its
it cost to get an annual inspection?” time it takes to remove and reinstall Type Certificate and any STCs. Main-
Sometimes this query is part of a the interior in order to gain access tenance includes all those things
pilot’s information-gathering while to items requiring inspection. So the that need to be done to keep it in
determining whether to purchase a shop rate for the time to remove and conformity, by inhibiting wear and
Bonanza or Baron. Many times the reinstall the interior, in this example, staving off the effects of use and
question is really a prologue to a is included in your bill for the annual fatigue. The root word of mainte-
discussion of what it costs an owner inspection. Changing the oil – includ nance is “maintain,” and that’s what
to return an airplane to service at ing the cost of the oil and filter itself maintenance is – a continual process
the end of the most recent annual – is another example of an item that to maintain compliance with the
inspection. A variation on this theme is usually included in the annual in certification standard. It’s a com
is “How much did your first annual spection cost. If you choose to send mon first-time-owner fallacy that
inspection cost?” for a specific model a sample off for oil analysis, however, maintenance items are things that are
of airplane (e.g., an A36). the cost of the sampling kit, postage, done during the annual inspection. In
Questions like these show a mis and the professional analysis itself most cases, if you wait a year to grease
understanding of what an annual in will usually be added to your bill as the landing gear, replace chafing
spection is really about. An annual an additional charge. wires, address a minor valve issue, or
Most horror stories we hear about at least you won’t have the sticker
the cost of an annual inspection shock of seeing it all on the same
are really tales of the wild expense bill that comes due all at once. You
required to repair discrepancies that may even save money by fixing little
were deferred, often resulting from squawks before they become major
lack of ongoing maintenance. The problems. More importantly, you’ll
total cost may not be very different have a safer airplane that’s ready to
if you maintain your airplane year- fly when you are because you keep
round and repair any broken or out- it in top shape.
of-tolerance items right away, but
Member Opinion:
Aviation Ground Power System
from Audio Authority
By Thomas A. Smithhisler
I
purchased the Aviation Authority Ground Power Unit (GPU) offered by I already owned a BatteryMINDer
Audio Authority in January 2014. I have been doing GPS/MFD database (see Dave Fleckenstein’s May 2014 ABS
Magazine article) and used it regularly.
updates regularly since 2004. However, after a 2013 avionics overhaul to an It did a great job keeping my battery
Aspen 2000/GTN750/650 configuration and two subsequent SD card failures, charged, but it definitely wasn’t de
signed to be a GPU. Even my new bat
I decided to always update and run my full avionics package on the ground
tery would drain quickly during these
before flight to verify all updates are not only loaded, but are also accessible. updates, which could take up to 10
This put quite a load on my battery, which was new in 2013 as well. minutes. If I wanted to fly immediately
after database verification, the battery,
despite its youthful enthusiasm, was
noticeably drained. I knew I had to
find a solution for the long term.
I wanted something that was rela
tively inexpensive. My initial searches
on the web seemed to point me to
commercial solutions that cost, at
best, several thousand dollars, and
were definitely overkill for what I
wanted. One evening, while drinking
a cold adult beverage and reading
my new issue of ABS Magazine, I came
upon a small advertisement directing
me to www.audioauthority.com/GPU.
It turned out to be exactly what I was
looking for.
There are two basic models:
35 amps (Model #2835A) and 70
amps (#2870A). Each of these can
be ordered with the integrated
BatteryMINDer feature (add $250 to the
list price), #2835A-B1 and #2870A-B1,
respectively. All units come standard
with the AN2551 three-pin oval plug,
have an integrated carry handle, and
side storage bins to hold the cables. All
models are 28-volt. The 2835A weighs
in at about 18 pounds plus cable; all
other models weigh more (see the web
site for specifications). They say the
units are portable, which they are, but
O
peration is very simple. The
instructions, which are short,
advise the user to ensure the
unit is fully powered up before plugging
it into the airplane power. Conversely, it
should be unplugged before powering
down. This way, the unit’s power is
always stabilized when connected
to the plane’s power. The GPU has a
very bright, large display that shows
volts and amps (no reading glasses
required). The display must strobe
I put mine on a cart and just wheel it because my iPhone photo doesn’t do it
up to my plane. It couldn’t possibly justice. It is bright and clearly shows 28
be easier. volts on the top line. One nice feature
I opted for the model #2835A, which is that I can clearly see how much of
I purchased from Aircraft Spruce an amp load I am pulling when using
(Product #11-10831) for $775, including various combinations of systems and
shipping. This was below the adver lights. I’ve been using it regularly since
tised price on the Audio Authority web January 2014. It is a very solid unit and
site and, at the time of my purchase, has performed flawlessly.
To comment on your recommended sequence of clean up procedure for Although I am not an active BPPP
a go-around, etc. for the Bonanza and other Beech planes (“BPPP: Balked instructor these days, I continue to
Landing Sequence,” May 2014): I do not see mentioned anywhere the need to follow the activities of the program.
re-trim. My experience has been once a go-around is initiated and power is I also read your articles in the maga-
added, if one does not re-trim soon, there is a dramatic nose up attitude that zine and receive your e-mail. The
if not corrected could end up in a power on stall at low altitude … not good. June article addressing Vmc and loss
Just wondering why the trim part of the go-around procedure was not of control in Baron training (“Baron
mentioned? Or maybe I missed something. —John Farrell Pilot,” June 2014) was very good. I
need to, however, add two points for
Trimming is not specifically mentioned in the Beechcraft Balked Landing the benefit of Baron instructors (and
procedure, but as you say, if the pilot has trimmed for final approach, especially Baron instructors-in-training).
after extending full flaps, the airplane will tend to pitch up excessively when As you know I have been doing
the power applies go-around power. The extent of trim change necessary is Baron training and FAA flight tests for
a function of the specific Beechcraft model, the airplane weight and center of more than 40 years. I have managed
gravity position, the amount of flap deployed when beginning the go-around, to do so without subjecting myself or
the power available (generally a function of density altitude), the indicated my customers to a dangerous loss of
airspeed at which the pilot begins to go around, and the extent to which control during Vmc training. Your pro
the pilot trims for hands-off flight on final approach. You’re correct – in many cedure for training and mitigating the
cases the pitch up is dramatic. We present this experience in BPPP flight hazards of Vmc demonstrations and
training. —Tom Turner training is right on!
I add an additional mitigation pro I’d be happy to send you all such for an annual subscription fee, keep
cedure. The instructor (or instructor modifications in my possession as any Beechcraft POH/AFM current. I
candidate) must have a mindset that e-mail attachments without charge. presently do so for the A36 at a cost of
demands the instructor immediately, The only condition to doing so is $45/year. Best regards. Hope to hear
totally, and without hesitation termi that you make them available to from you. —Norman Leonard Cousins
nate power on both engines by rapidly all ABS members in good standing
moving both mixture controls to the without charge. Thank you, Norman.We will indeed
cut-off position at the first indication ABS members may also be inter post your items for the benefit of all
of an unplanned or impending loss ested to know that Beechcraft will, ABS members. —Tom Turner
of control, or inappropriate action by
the PRI. This is, by far, the fastest and
most effective way to stop the rapid
loss of control that results from train
ing in and around Vmc . It should also
be noted that Barons equipped with
vortex generators may demonstrate
loss of control at a lower indicated air
speed. With vortex generators the loss-
of-control event can be more abrupt
and violent when it ultimately does
occur in equipped aircraft.
Vmc demonstrations generally take
place at speeds 20 KIAS below any
speed where meaningful performance
is available in a Baron being operated
on one engine. Vmc demonstrations
are an academic exercise that have
no practical application in normal
operations of a Baron. Train safe.
—John L. Geitz
O
ftentimes it’s those little things that can add
so much more to our flying experience. While
perusing a Sporty’s Pilot Shop supplies catalog,
I came across a neat pen holder (item #ID: 6004A
for $6) that has probably been around since Queen Victoria.
It utilizes a wound spring shaped into a loop. It comes in one,
two, or three loop models – I ordered the two loop model.
I found a nice place for it just below the pilot’s side window near
the instrument panel. It comes with a slide clip that slips under
the upholstery and holds it securely. It is out of the way yet readily
accessible (www.sportys.com/pilotshop/product/8774).
To have something to write on, I installed a small writing desk/
chart holder from Cygnet Aerospace (www.cygnet-aero.com – P/N:
CA35-236 $250). It utilizes a fixture that mounts onto the control
column arm using the existing screw holes. The desk then slides
Fisher Space-Tec pens in Sporty’s double loop pen holder.
into the fixture, which is a nice feature as it can be easily removed
Cygnet desk installed on fixture.
if not in use. It doubles as an iPad Mini holder. It’s a bit pricey but
very well made. All this is for naught if the pen doesn’t write. This
usually occurs in foul weather while trying to copy an ATC reroute.
The Fisher Pen Co. developed a pen for NASA that writes in zero
G. It doesn’t leak, will write upside down, and will not dry out.
Indeed, while visiting the factory store in Boulder City, Nevada, I
was told the shelf life for the cartridge is one hundred years ! I didn’t
think to ask how they know this as they have only been making
these pens for half that long. They will also write on materials
traditional pens won’t, such as pesky thermal receipt paper. The
Space-Tec model retails for about $12 (www.spacepen.com).
By the way, if you have
a pen that is near and
dear to your heart, they
make refills that will fit
other brands as well. I
keep two of them in the
Sporty’s holder in case
I drop one. With both
front seats occupied, it
is nearly impossible to
reach down and pick
the pen up off the floor.
Cygnet desk mounting fixture
on control column.
Last, but not least, is black felt shades the objects to keep them I’m sure other ABS members have
(found at fabric and craft stores). This cooler. Double-sided foam tape can similar uses for common, low-cost
material is used to cover objects (mag be utilized to secure the felt. items. Please share them.
compass, XM Weather antenna, etc.) Except for the writing desk, these
placed on the glare shield. It eliminates items are inexpensive and add much
reflections off the windshield and more than their price would suggest.
Complete,
flying career I learned that flying safely
requires knowledge and proficiency. When
I bought my Baron I wanted a training
Most program that would give me what I needed
to be safe. The BPPP Online+Flight course
Cost-Effective
Flight portion was flown with Travis “Buz”
Witherington, a knowledgeable, dedicated
instructor who displayed the highest degree
Type-Specific of professionalism and proficiency. And
this also was completed on my schedule.
Training BPPP
Online+Flight
58P Baron. This was a great experience,
it was fun learning and I strongly encourage
everyone to participate in ABS’ Beechcraft
Only $495 Pilot Proficiency Program. Thanks ABS
Air Safety Foundation!
Includes online and up to
Tony Crescimanno
four hours of flight training!
Thomaston, Georgia
A
s an ABS Technical Advisor and Service Clinic inspector, I get check – and then provide a printed
asked all the time how to have ABS conduct a Service Clinic at report to the owner. When Continen
tal is able to send an inspector, this
a certain location. I have conducted a great many Service Clinic is done at no additional charge to the
inspections and have dubbed it an “owner experience,” since the ABS member. ABS Air Safety Founda
tion pays the Continental inspector’s
majority of people really enjoy the experience and learn quite a lot about their
airline expenses to provide this ad
aircraft. The cost to the member is $275. ditional service.
To have a Service Clinic conducted the ABS member this low, we must After the inspection is complete, the
at your FBO, all that is required is to inspect at least 19 airplanes to break aircraft owner receives a copy of the
contact the FBO in question and en even in most locations. inspection report and the report from
sure they will be able to provide the The ABS inspector will perform a Continental as appropriate. The owner
manpower, equipment, and facilities walk-around with the owner of the is then able to take this information to
to conduct the clinic Thursday through aircraft and complete a detailed exte his or her own shop to address as the
Sunday from 7:00am - 5:30pm each rior inspection, paying close attention owner wishes.
day. With a full clinic we will com to known problem areas. The owner We encourage airplane owners to
plete six aircraft per day. The FBO will complete the discrepancy sheet bring their mechanics along to help
must provide at least two technicians during the inspection process. In most better understand the Beech aircraft.
to open the aircraft, jack the aircraft cases, Continental Motors sends a We also encourage others to follow
for a landing gear operational check, representative to complete a compres along with the inspection to learn addi
and close the aircraft after the inspec sion check, borescope of the engine, tional information that may help them
tion is complete. To keep the cost to and a general overall engine health on their own aircraft.
A
long with possible additional
business, the FBO will be paid
$1,000 from ABS to offset some
of the expenses incurred in hosting the
Service Clinic at their location. Some
FBOs make it a real affair by provid
ing snacks and lunch, and at some
locations vendors are available with
new products for the members to see.
I really enjoy conducting ABS
Service Clinics, mainly because I get
to meet our members and provide
valuable information about their air
craft that, in some cases, may avert
a possible failure of an aircraft or
engine system. We are trying to get
wider geographical coverage in the
Service Clinic locations to provide an
improved benefit to the members. If
your FBO wants to discuss hosting an
ABS Service Clinic, and is in a loca
tion where we can expect to get at
least 19 member airplanes scheduled
for inspection, please have the FBO’s
owner or director of maintenance con
tact ABS.
I
used to replace both batteries
every three years; and it was
three-and-a-half years since then.
That could have been the easy option
for me this time as well, but this was
T
getting too interesting to do it the easy
he FAA repair station advised me during the annual for my Baron way. The capacity check seemed
simple: Just apply a known constant
to get a battery CAP [sic] check. I didn’t know what could ever go
load (18A for my G25) until the voltage
wrong with the caps – I mean, they screw in fine whenever I check hits 10V, and note the elapsed time.
the electrolyte level – but I said okay if they thought it should be I looked at prices for automatic
battery capacity checkers that would
done. After figuring out they meant a battery capacity check (as required by the supply the known constant load, and
instructions for continued airworthiness [ICA] for the two Gill G25 [lead acid] quickly calculated it would be cheaper
to just buy two new batteries every
batteries in series), I tried to learn more about that process to understand the
three years for the next nine years
results that the test would provide. instead of buying the cheapest capacity
What I found out might be useful able to do that, it passed. (By the way, checker from Aircraft Spruce – and the
to you, because I discovered that Concorde has a similar publication checks still might indicate that I need
my shop did not know how to do a for their flooded lead acid batteries at two new batteries every three years !
battery capacity check. My test results www.concordebattery.com/otherpdf/ Gill Battery tech support (very,
came back as “passed” with the note ownermanual.pdf.) very helpful, by the way) told me I
stating they applied 15 Amps (A); and It seemed that the shop attempted could provide an improvised load
at 24 minutes, the ending voltage was to run the test for 30 minutes (which (for example, landing lights) of some
10.5V. At first, it seemed this would used to be the Gill procedure) to see if known current, locate the standard
be a result for one battery, but what it would take at least 24 minutes (80% run time for that load in the service
about the other – or did they test them of 30 minutes) before the voltage got to manual, and see if the time it takes
in series down to 10V? Also, I learned 10V. However, the chart in the manual to get to 10 volts is at least 80% of the
from downloading the Gill service says you should get 15 Amp-hours (AH) load. I tried it, but I couldn’t control
manual (www.gillbatteries.com/ for 30 minutes before hitting 10V, which the load. As the battery voltage de
pdfs/Flooded_ Service_Manual.pdf ), means you need to draw 30A for a half- creases during the test, the current
they recommend doing the capacity hour test (looking for at least 24 min also decreases, which makes it hard
check for each battery at the one-hour utes until hitting 10V). The shop pulled to figure out what the run time should
rate – that is, pulling 18A until the only 15A though, and quit before they be. Also, the decreasing tungsten
voltage goes down to 10V and seeing reached 10V. So, I had no idea whether filament temperature during the test
if it took at least 80% of an hour (48 either of my batteries passed the ICA- decreases the filament resistance,
minutes) before it got to 10V. If it was required capacity check. thereby increasing the current.
T
o make my own tester that I else in the hangar or garage.
can control to have a constant 16 ga. nichrome wire is about 0.26
current, I needed a load (resis Ohms a foot cold, and about 10% more
tance) I could change during the test than that when hot, so I used 0.286
in order to maintain 18A for an hour Ohms a foot for the calculation. I need-
while the battery went from about ed to start the test with about 0.722
13V to 10V. At the start of the test, I Ohms, so the washer needed to be at
needed about 13V/18A 0.722 Ohms; 0.772/0.286 feet (2.53 feet or about 30
and at the end of the test, 10V/18A inches) from the end of the nichrome
0.556 Ohms. It also needed to handle wire that is connected to the battery.
a bunch of Watts without burning up. As the battery voltage dropped, I used
Three feet of 16-gauge nichrome a screwdriver to tap the washer along
wire would give me the range of the nichrome wire up toward the other
resistances I needed, and a copper battery connection to keep a constant
spark plug washer sliding along it let 18-Amp load.
I fastened the angles to a piece if the solder would melt. After using the For the test, I set my washer starting
of wood that wasn’t quite three feet setup, I believe that solder might have distance (30 inches from the battery
long; so the supports are about two been okay because the copper washers connection end of the nichrome wire),
feet apart and the wire goes through seemed to dissipate a lot of heat. put a voltmeter on the battery, noted
and past one support by about a foot It would have been perfect to have the time, and hooked up the circuit.
(see photo) while being kept in ten a 20A or so ammeter in the circuit to When I reached 10 volts, I unhooked
sion by vice grips (my apologies to know when and how much to tap the the battery and noted the time. The
shop teachers and OSHA inspectors washer along the nichrome wire. But voltage dropped from 10.5 to 10V very
everywhere). I attached a copper wire I couldn’t find mine, so I calculated fast, so it was good that I watched it
(I figured at least 12 ga., but only had the washer position for each 0.2V constantly toward the end. I got 90%
8 ga. available) to the washer using a change in battery voltage, and tapped capacity, so I immediately recharged
clip. The other end went to one of the the washer along the wire using a the battery (very important) and
battery terminals. I attached another screwdriver (remember 1300ºF) every declared success.
copper wire to the nichrome wire time the battery voltage dropped an
sticking out from one of the uprights inch. For example, when the battery
and to the other battery terminal. I got to 12.6 volts, I moved the washer Ed. Note: A certificated mechanic must
didn’t use any solder because the cal to 12.6/18/0.286 feet away (about 29 conduct or supervise the test and sign a
culated temperature made me wonder inches), and so on. logbook entry with the results.
Ron Hyde
A
BS Board member Adrian Eichhorn put
together an excellent series of photos showing
exhaust valve coloring, which he calls the
“burnt pizza look,” on valves that are in the
early stages of leakage. He included photos showing more
advanced stages of leakage where the valves exhibit some
green coloring. The green color is a sign of excessive
leakage and overheating of the valve. The green area is that
in which valve failure will most likely occur if the problem
is not discovered and corrected. FIGURE 1
This is one case where green means had been flown 202 hours since the
“stop,” as in “stop flying the airplane” previous annual inspection, when
until the cylinder is removed, the cause the compressions were all good and
of the valve problem is determined borescoping the cylinders did not
and resolved, and the affected valve reveal anything unusual. Fuel flows
is replaced. Adrian’s photo chart is were verified per Continental Motors
available through AOPA. SID 97-3E at that last annual.
Here are some photos I’ve taken At this year’s annual the #6 cylinder
of an exhaust valve that is “off the had 10 pounds of compression (10/80).
chart” so to speak. This valve is out But I didn’t hear the normal hissing of
of a 2004 A36 with an IO-550B engine air coming out the exhaust pipe that is
that has approximately 950 hours Time- normally associated with valve leak
in-Service since new. The Bonanza age. When I stuck the borescope into
FIGURE 2
FIGURE 3
Using the New less power than the GXM 30. I guess, give an abnormally high reading. The
Garmin GXM 40 XM Weather from my personal use, that it uses point is that the oximeter is notorious
Antenna/Receiver with the between one half and one third less for being inaccurate. When someone
Garmin 396 and 496 power. Another advantage over the is flying and their oxygen (O 2) satura
The Garmin GXM 30 and GXM 30A GXM 30 is it no longer contains has tion begins at 98% on takeoff and now
XM Weather antenna/receivers that those pesky magnets. is reading 92%, this suggests that that
came with Garmin 396/496 models —Geary Keilman person’s O2 saturation is too low – even
are no longer available from Garmin. if 92% is “in the normal range.” There
However, the GXM 40 model is com To Tom Turner: I enjoyed your fore, I have been recommending that
patible with the 396/496. The unit’s (Oshkosh) presentation regarding if there is any O 2 saturation that de
operating software must be updated to Single-Pilot IFR. I would like to add creases more than 5% and/or is less
accommodate the GXM 40. The operat one additional comment regarding than 92%, it is a good idea to begin
ing system upgrades are available at use of pulse oximeters. use of supplemental oxygen.
no charge on Garmin’s website. The oximeter, as you know, deter My comment is based upon years
The GXM 40 currently retails for mines oxygen saturation based upon of comparing oxygen saturation
around $250. I purchased mine from color. As you pointed out, that is why as seen on an oximeter and actual
Aircraft Spruce. The GXM 40 uses CO (carbon monoxide) exposure will oxygen saturation obtained from
patient’s blood gasses at the same
time. In other words, if a patient’s
O 2 saturation is less than 93%, I in
rease the amount of oxygen they
receive until oxygen saturation is
greater than 95%.
Now this is not a controlled study. It
is only an observation based upon my
years of experience managing patients
in an ICU (Intensive Care Unit).
On top of that, personal experience
has shown me that late night flight
above 5000 feet MSL is less tiring, and
I am much less prone to nod off, when
I am using oxygen from an oximizer
device delivering at least 2 liters per
minute via a nasal cannula. If I am
above 8000 feet MSL, three liters/
minute appears to be better for me.
When I am up flying at 13,000-15,000
feet MSL, I personally require four
liters/minute via nasal cannula. Plus,
no headache.
—Tom Pelz
I thoroughly enjoyed Jim Herd’s an exclusive organization, entrance to with others I encourage the continuing
editorial “Reviving Personal Avia which requires time and money beyond dialog, but I will argue that to affect
tion” (ABS Magazine, July 2014). The most ability, creating a perceived value change our interests must move
hill is up and the grade is steep. The from which members derive a status beyond the local and immediate, past
shame is a perception his commentary of sorts, social or otherwise. This is an individual return on investment, and
reflects provocative or new contem not necessarily a bad thing as pride evolve from calculated per-hour costs
plation. We have had this discussion in accomplishment is well deserved and arbitrary expectations. We have
in one form or another since the hay and should be celebrated. But here is to explore avenues outside the norm
days, with the lack of action or even where a sea change must come – once that where and when appropriate may
consensus contributing to our current status is achieved, we need to engineer include a shift in individual priority or
situation. Jim’s dozen-plus solutions our own extinction. The torch pass to economic model, comfortable or not.
are an excellent distillation of the is our next generation has to not only Before calling me crazy or a heretic,
sues, and in turn create a wonderful be within a lifetime, but handed off please recognize that efforts to add
list of talking points that ultimately several times within that span. Am I to the community do not dilute its
must be addressed. But within the preaching to the choir? I would hope value or nature. Quite the contrary,
multitude of concerns I believe the so, yet I pose the question “is anyone they strengthen the voice and improve
core issues of culture and economics listening?” the economics. Again, it’s not a
have to hold our focus. As the scope We all have some personal con revelation but at times an ideal lost in
is broadened, so too the goals expand nection to general aviation, and the contentious static: the wider the
beyond reach. whether passion or profession want audience, the greater an attraction to
At this moment in history the it to “live long and prosper.” I do not join the audience. What a concept.
piloting community continues to be pretend to have all the answers and as —Peter Durbin
A letter of thanks,
I’d like to take this opportunity Green Lake we got our sequence to
to express my gratitude to some RW36 for a “purple-dot” arrival.
superb people I had the good for- T he ground handler s with
tune to deal with this past AirVenture. their orange wands were as well
As (bad) luck would have it, within choreographed as any Broadway
about a minute of shutting down production and we were smoothly
I promptly ruptured an Achilles vectored to our assigned parking
tendon and my foot folded under me spot towards the west end of the
as I was pushing my Bonanza into North-40. At that stage I was being
its temporary home on row-535. Our accorded the excellent treatment
original plan was to arrive between accorded to any other arriving atten-
the afternoon and evening shows dee. But a moment later the true depth
on Wednesday to take advantage of “The Oshkosh Experience” came to
of the mid-week turnover in the the forefront.
North-40 camping area. As always, Within moments of getting injured
the patience and professionalism members of the EAA, CAP, and ABS
exhibited by the controllers through were there to offer assistance. An
RIPON and FISKE should be held ambulance was in front of our plane
up as an example to every other to whisk me off to a local ER in
member of their profession through- moments. The doctor on call, Nels
out ATC. After four loops around Rose, splinted me up, provided an
Q:
physically present airplanes and indications to a qualified
mechanic before choosing a course of action. I have an F33A with 453 hours on an Atlantic Aero IO-550R STC. Over
the past 50 hours my #6 cylinder runs about 30° hotter on takeoff
Bob Ripley power and 10-15° more than previously. My mechanic found no issues
retired from Delta Airlines as
a manager of line maintenance
during the annual inspection 20 hours ago. A borescope inspection was
(Atlanta) and has run an not performed. A warm-engine compression on this cylinder was 72/80. I
FBO focusing on Beech inserted a borescope and found the exhaust valve looked fine based on
maintenance for 20+ years.
Mike Busch’s online presentation. The piston did have carbon deposits.
Should I be concerned?
V-Tail cuff
Richard Haupt, Edina, Minnesota
A:
(part #, price, etc.). There is no lock tab for the
the same after. Any ideas as to the
problem ?
A: I have made them in the past plug in the top of the strut. You
will need to use a spanner wrench
A:
very inexpensively. You can buy
It’s been my experience that in the two holes in the top plug. I do
an opaque/white acrylic sheet like
when you get an even but not have a specific spanner wrench
this: www.tapplastics.com/product/
excessive mag drop on both mag- to recommend for this as most of the
plastics/cut_to_size_plastic/acrylic_
netos it can be an indication of a shops I know of are using military
sheets_color/341
mixture problem at that particular surplus tools for this, or homemade
If you use the “sign white” it provides
RPM. Try leaning the mixture to tools. —AM
a nice glow when lit. Simply cut to size
about best power, 80°F to 150°F rich
and shape, drill, and install. —CB
of peak, prior to doing the mag check
and see what you get. You can also try Flyover noise
doing the magneto check at a couple Geoff Semler, United Kingdom
Where’s the valve?
hundred higher RPM and see what
it does.
The other possibility that comes
Aaron Wright
Carmel, Indiana Q: FAA AC91-86 requires aircraft
operating outside the U.S. to
carry Noise Certification Documen
to mind is that both magnetos have
drifted off on the internal magneto Q: My V35TC’s parking brake is not
working. The mechanic suspects
the parking brake valve. I see it in the
tation on board the aircraft. I own a
1977 F33A. Could you please advise
timing. This would be a rare happening me whether there is any noise certi
and would require repeated retiming parts manual but don’t know where it fication data, and if so how I obtain
of the magnetos to the engine for them is located. a copy of it?
to still be set correctly to the engine.
Check your logs to see if timing has
been adjusted and, if so, how many
A: The parking brake valve is
mounted on top of the nose
landing gear well just forward of the
A: Per the 3A15 Type Certificate,
for an aircraft issued an
Airworthiness Certificate before
times. —AM firewall. —DH January 1, 1980, no noise certification
data exists and they are not required.
The only exception to this is if your
aircraft has been modified with an
“acoustical change” as described in
14 CFR 21.93 (b) – a voluntary change
that increases the noise level).
Because of this, use form Appendix
3 of AC91-86, following the instructions
in Appendix 1. The Appendix 3 form
has a pre-entered statement in block
18 that your aircraft pre-dates noise
requirements for certification.
Aircraft certificated after January 1,
1980, that have noise levels listed in
accordance with Part 36, will have
those levels listed in the Aircraft Flight
Manual. —AM
Q:
Higden, Arkansas
I know the ruddervator inboard hinge tolerance is zero for looseness. But
Q: How do I service my N35’s land- what about the outboard hinge, bolt bushing, and bracket?
A:
ing gear struts? All of the ruddervator hinges are a ZERO tolerance fit. If you remove the
Q:
gen to the filler valve located at the
Where can I go to find out about the subject of window curtains for a
top of the strut. Increase the applied
J35 Bonanza? I would like to investigate how the hardware is fixed to
pressure to approximately 450-500 lbs.
the window frames, which windows are affected, cost, and where to purchase
Gently lift the wing at the wing tip until
the hardware. Also, I’d like to know where to select and purchase the curtains.
you achieve the desired strut height,
i.e., the amount of “chrome showing.”
If you need to add fluid and nitro A: The Illustrated Parts Catalog for the J35 would be your best bet in finding
part numbers and assembly drawings for the curtains and mounts. I do not
have a source for these items other than the aircraft salvage yards around the
gen, your strut has seal problems and
may need to be disassembled and country. They have usually been removed and thrown away, so very few spares
resealed. —CB still exist. A good seamstress should be able to fabricate the curtains with little
trouble using FAA-approved fabrics. —CB
Baron
landing gear issue
Darwin Engen
Spokane, Washington
New Life Q: I have an intermittent issue with my 58P’s landing gear. It hesitates to
come up when I raise the landing gear switch: It takes five to 60 seconds
Membership before the landing gear motor starts running. Mechanics have checked every
ABS extends a warm welcome wire and switch in the circuit. The gear motor brushes seem okay.
to these members who have recently
become ABS Life Members.
A: It sounds to me like a gear motor issue. Can the problem be duplicated
with the airplane on jacks?
While on jacks with the gear handle in the up position, battery master on,
Joseph L. Palazzi
Wallingford, Connecticut and aircraft in the “failed” condition you describe:
● If there is voltage at the motor, but the motor will not move, turn off the power,
David A. Dye
engage the emergency hand crank, turn it clockwise 1/2 a turn, stow the crank,
Daphne, Alabama
and turn on the electrical power. If the gear motor then runs, you know you
Thomas A. Stayer need to replace the motor.
Omaha, Nebraska ● If there is no voltage at the motor and the motor is not running, you will need
to troubleshoot the system further.
Cindy A. Stones
Lebanon, Kansas Contact us if you don’t resolve the issue and we’ll help your mechanic
troubleshoot it further. —CB
ABS $125
Flight
Instructor See Instructor Training
A c a de my
at www.bonanza.org
Classified Advertising
Classified Advertising Rates: Members 75¢/word; $5/month for Web placement. Terms: Prepaid with order, no agency discounts.
Non-members $1.25/word; $15/month for Web placement. 25 word minimum. Closing Date: Must be received by 5th of month before placement.
Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8" To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888,
by 2-7/8". Include a full color picture of your item along with up to 50 words. Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links
Format: Grouped initials count as one word. Telephone numbers and e-mail at www.bonanza.org.
addresses count as two words. All other words count as one. Questions: If you have questions call 316-945-1700.
For Sale: 1990 F33A – 1390 TTAF. 900 STOH. NDH. Always 1984 Beech – F33A Bonanza, 1996-TT, 237-SMOH, A/P, DME, Flight
hangared. Avidyne MFD. Garmin430W. Traffic. XM Weather. Director, King Avionics, Stormscope, HSI much more! Owner (NW
KFC150 autopilot. Strikefinder and more. $190,000 OBO. Email: Chicago), Call Ted (847) 683-9349 after 12:00 PM Central. 458
[email protected]. 449
Partnership 1973 F33A – Based Chicago 1C5. Reposition
1977 BE55 – Price Change, please call. 2940TT, 110 SMOH both, possible. 7500TT. Engine, Prop OH, Annual Complete 10APR14,
110 SPOH both (3 blade), GNS430, EX500, color radar, C IV A/P, IO-550B, Hartzell Three Blade, Dual Yolk, HSI, AP, 530WAAS,
slaved NSD360, GTX327, VGs, dual yoke, GAMIs. co-pilot inst, KX155, XMWX, Storm Scope, JPI700, GAMI Inj, Strobes, Vortex
hangared. Contact Ed: 205-807-5800 and [email protected]. 348 Gen, Tanis, etc. Always hangared. Jerry 312-656-8636, jloftus@
emiusa.net. 430
F33A 1987 1920hr IO550 with Hartzell scimitar prop. Both with
180hr. Aspen1000 PDF, garmin 430W and 530W, King150 all linked. 1983 B36TC – TTAF -1975 HRs, 392 SMOH, 392 SPOH, looks 8/8
GDL 69, GTX330, Avidyne TAS610, JPI 800 engine monitor, A.C. KFC-200, GNS 430 WAAS, GEM Engine Monitor, Fresh Annual,
systems climate control (2011 same as new factory Bonanza). Always hangared, Fantastic Traveling Machine. 541-601-8292. 427
Brand New All leather interior with wool carpets by Ambience
1967 C33A – 2945 TT, 1343 TSOH w/GAMI’s; 3 blade Hartzell
Interiors). Paint 7plus. Always Hangared. Last 10 yr cared for
270 TSN; BDS Tip Tanks; S-TEC 55X with Alt. Preselect; KNS-525A
by Bob Ripley and Kalamazoo Aircraft. Outstanding aircraft
HSI; GTX 330 w/S; Electric backup Attitude Indicator; Shadin
with no issues. Recently completely gone over by Kalamazoo
Miniflo-L; JPI EGT/CHT; GNS-530W WAAS IFR; KX-155; Insight
Aircraft with all the minor issues made perfect. Annual due July.
Strikefinder; Dual Ram’s Horn yoke; BDS speed slope WS, 2nd
$223,900 Bruce Evans. 248 321 9401. Hangared in Harbor Springs
and 3rd windows; Cleveland brakes; Rosens; Gapseals; Gray
or Howell, MI. 454
leather interior and powder coat panel; Always Hangared; NDH;
63 DEBONAIR $69,900 B33 N315NF CD-657 Total time since new complete logs/Adlog; Fuel:104 gals.; 1340 lbs. useful load; Call
airframe 3420 total time since overhaul eng 600 lower overhaul Tim @ 321-591-9229; [email protected] for pxs. 424
120. ALL DONE in 2013 injection system , prop, bladders, all gear
1981 A36TC EA-245. 3053 TT 1219 SMOH Garmin 530 WAS
overhaul , tires , all glass, interior, JPI, seat belts , door steward,
JPI Hot Prop, 2 Owners Clean. New ELT, Lost Medical. Robert
ext. oil filter , spark plugs, baffling, brakes, gas caps, ALL new oil
(360)713-8077, [email protected]. 386
and fuel lines, , overhauled fuel selector and boost pump, all new
wiring, dual joke, all led lights on all instruments I am retiring BEECH WANTED!!! All models, run-outs OK, needing P&I/Radio
and going to Mexico don’t wont to sell but have no place to put upgrades OK, fast discriminate transaction on your ramp 20 years
it. 760-609-6010. 451 experience/references. Jim 760-803-3093, [email protected]. 459
FLIGHT CONTROLS RESKINNED: Flaps, Bonanza Parts – Specializing in 35 Cylinders – Hard to find E-Series
Ailerons and Ruddervators 33 to King and 36 Bonanzas. We dismantle many Cylinders, plus IO-470 & IO-520 Overhauled
Air. Exchange and Paint available. One Bonanzas for parts! A thru P, M thru Stud Assy One Stop Aviation 760-721-1389
price covers all. Built in certified Fixtures V35A-B, A36, B36, Debonair, A-F33. or email [email protected]. 377
by Experienced Technicians. FAA CRS Email bonanzaparts @gmail.com or
U5LRO68X FAA-PMA. 877-364-8003 or call requests to 530-661-1696. Visit our web Spar Mod. Kit Installation Bonanza/
952-447-7737 Email: [email protected], page, www.bonanzaparts.biz. 65/485 Baron. Calkins Aero Service, Inc. –
Web: www.srsaviation.com. 462 Houston, TX. 281-579-6674, caero@
A-33/36 Elevators, $2275. Ruddervators, sbcglobal.net. 79/491
Experienced Technicians FAA CRS $3550. Visit our website regarding recent
U5LRO68X FAA-PMA (877)364-8003 or parts price increase for Beech skins. Mike’s Upholstery: Custom interiors,
952-447-7737 Email: [email protected] AeroSurfacesLLC.com. Aero Surfaces, singles-light twins. FAA certified. Same
Web: www.srsaviation.com. 463 FAA Repair Station OG3R735L, 530-893- location since 1968. North Omaha Airport
5416. 101 (3NO). Omaha, NE. Mike Roney, 402-572-
8788. 74/490
Fast Aviation has BE35 Parts! – Airframe
to Powerplant – lots of BE35 parts! We Engine Upgrade? STC’d IO-550-B Engine
specialize in early V-tails. Call us with your Conversions for S35, V35, V35A, V35B,
needs! Electric prop, hard to find parts, C33A, E33A, E33C, F33A, F33C, G33, 36,
etc. www.fastaviationflorida.com. 447 and A36 Bonanzas. IO-470C or IO470-N
Engine Conversions for A35 thru G35
FLIGHT CONTROLS. We re-skin Elevator
Bonanzas & 33 thru F33. Other Mods,
Flaps and Ailerons for 33 to King Air 300.
shoulder harness assemblies, instrument
All flight Control are built in a Fixture
panel conversions, SS battery boxes, seat
by FAA Cert Technicians. Call Davis
conversions. All Bonanza Mods. Hammock
Martin, Structures DBA Control Center LLC,
Aviation Services, Inc. 972-875-4279. Ennis,
405-401-7757. 255
TX. www.hammockaviation.com. 69/487
SmartSpace Extended Baggage – for
Beechcraft 36/A36 – New STC/PMA give Bonanza Inspections, maintenance,
your pre-1979 A36 the same baggage and repair. Quality service with reason
capabilities as the latest G36! Installs able prices. Owner assists available.
in 1-2 days with minimum effort. www. Dynamic Propeller Balancing. Bonanza
ApproachAviation.com; 978-314-4626. 425 owner with 25+ years experience. Brian
Stout, A&P, IA. Flying S Aviation. RHV,
ENGINE BAFFLE: Replace your 470 San Jose, CA. 408-258-9462. 81/481
series or E225 engine Baffle with PMA
Engine Baffle, Twice as thick As OEM. RIGGING TOOL RENTAL. Increase
Also available are PMA Push Pull handles safety, performance and control with
(Aluminum). FAA CRS U5LRO68X FAA- ABS rigging tools $100 plus two-way
PMA 877-364-8003 or 952-447-7737. Email: shipping for 12-day rental. Available
[email protected]. Web: www.srs tools are an Aileron travel board and one
aviation.com. 405 each Ruddervator (D-1 through D-2680)
and Ruddervator (D-2681 and after)
ENGINES-IO-550-B 1200 SNEW, “special”
travel boards. RESERVE AHEAD for
edition, ‘0’ SMOH, complete with acces
your inspection /repair. ABS HQ 316-
sories, outright or exchange; will take
945-1700. 483
trades. One Stop Aviation 760-721-1389 or
email [email protected]. 378 Fuel Gauge Printed Circuit Modules
Rebuilt F33, V35, A36 Bonanza and
Barons. Guaranteed. Replaced if defective.
$525.00 ea. Exchange. Send old unit or
call: Birks Aviation Products, 3520 W
Saymore Lane, Peoria, IL 61615. 309-686-
0614. Email: [email protected]. 70/488
Past Presidents
1967 - 1971: B.J. McClanahan, MD 1993 - 1994: John H. Kilbourne
1971 - 1973: Frank G. Ross* 1994 - 1996: Barrie Hiern, MD*
1973 - 1975: Russell W. Rink* 1996 - 1997: Ron Vickrey
1975 - 1976: Hypolite T. Landry, Jr., MD 1997 - 1998: Willis Hawkins*
1976 - 1977: Calvin B. Early, MD, PhD 1998 - 1999: William C. Carter
1977 - 1978: Capt. Jesse F. Adams, USN(R)* 1999 - 2000: Tilden D. Richards
1978 - 1979: David P. Barton* 2000 - 2001: Jon Roadfeldt
1979 - 1980: Alden C. Barrios 2001 - 2002: Harold Bost
1980 - 1981: Fred A. Driscoll, Jr.* 2002 - 2003: Jack Threadgill
1981 - 1983: E.M. Anderson, Jr.* 2003 - 2004: Jack Hastings, MD
1983 - 1984: Donald L. Monday* 2004 - 2006: Craig Bailey
1984 - 1985: Harry G. Hadler* 2006 - 2007: Jon Luy
1985 - 1986: John E. Pixton* 2007 - 2008: Arthur W. Brock
1986 - 1987: Charles R. Gibbs 2008 - 2009: Bill Stovall
1987 - 1988: Joseph McClain, Ill 2009 - 2010: Ron Lessley
1988 - 1989: Lee Larson* 2010: Stephen Blythe
1989 - 1990: William H. Bush* 2010 - 2011: Lorne Sheren, MD
1990 - 1991: Ray L. Leadabrand* 2011 - 2013: Keith Kohout
1991 - 1992: James C. Cassell, III* * Deceased
1992 - 1993: Warren E. Hoffner
ABS Events
Please post all your events on the ABS website
www.bonanza.org.
SEPTEMBER 11-14
ABS Fly-In/Wine Country with the Pacific Bonanza Society – Sonoma County, CA (KSTS)
SEPTEMBER 26-28
ABS Maintenance Academy at Poplar Grove Airmotive – Poplar Grove, IL (C77)
OCTOBER 2-5
ABS/ASF Service Clinic at Aero Kinetics – Denton, TX (KDTO)
OCTOBER 15-19
BEECH PARTY at William Northern Field – Tullahoma, TN (KTHA)
OCTOBER 30 – NOVEMBER 2
ABS/ASF Service Clinic at George Baker Aviation – New Smyrna Beach, FL (KEVB)
NOVEMBER 6-9
ABS/ASF Service Clinic at Cruiseair Aviation – Ramona, CA (KRNM)
NOVEMBER 14-15
BPPP LIVE with the Southwest Bonanza Society – Houston, TX (location TBA)
AmericAn NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions
of advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS.
BonAnzA Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or
imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations.
Society
ABS Store . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Insight Instrument, Corp. . . . . Inside Back Cover
Aero Technologies, LLC. . . . . . . . . . . . . . . . . 2 J. L. Osborne Inc.. . . . . . . . . . . . . . . . . . . . . . 23
Aero/Mechanical Technologies. . . . . . . . . . . . 65 J. P. Instruments Inc. . . . . . . . . . . . . . . . . . . . 19
ABS exists to promote aviation safety Air Mod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Kalamazoo Aircraft Inc.. . . . . . . . . . . . . . . . . . 5
and flying enjoyment through education and Air Parts of Lock Haven . . . . . . . . . . . . . . . . . 27 Kings Avionics Inc. – KS. . . . . . . . . . . . . . . . . 55
information-sharing among owners and Aircraft Covers, Inc. . . . . . . . . . . . . . . . . . . . . 30 Knisley Welding Inc.. . . . . . . . . . . . . . . . . . . . 63
operators of Bonanzas, Barons, Debonairs Aircraft Door Seals, LLC. . . . . . . . . . . . . . . . . 58 Knots 2U Ltd.. . . . . . . . . . . . . . . . . . . . . . . . . 48
and Travel Airs throughout the world. Aircraft Insurance Agency by Duncan. . . . . . . 18 Lighthawk. . . . . . . . . . . . . . . . . . . . . . . . . 32, 76
www.bonanza.org Aircraft Specialties Services . . . . . . . . . . . . . . 29 Lincoln Skyways, Inc.. . . . . . . . . . . . . . . . . . . 47
1922 Midfield Road, P.O. Box 12888 Aircraft Spruce & Specialty Company. . . . . . . 27 Main Turbo Systems, Inc.. . . . . . . . . . . . . . . . 51
Wichita, KS 67277 AKG Aviation . . . . . . . . . . . . . . . . . . . . . . . . . 35 Marsh Brothers Aviation. . . . . . . . . . . . . . . . . 45
Tel: 316-945-1700 • Fax 316-945-1710 Alpha Aviation Inc. . . . . . . . . . . . . . . . . . . . . . 55 McCauley Propeller Systems . . . . . . . . . . . . . 77
e-mail: [email protected] American Bonanza Society. . . . . . . . . . . . . . . 59 Mena Aircraft Engines, Inc.. . . . . . . . . . . . . . . 34
Arrell Aircraft Sales Inc.. . . . . . . . . . . . . . . . . . 74 Microaerodynamics Inc.. . . . . . . . . . . . . . . . . 75
Office Hours:
Aviation Design. . . . . . . . . . . . . . . . . . . . . . . . 74 Mountain View Aviation. . . . . . . . . . . . . . . . . . 14
Monday thru Friday; 8:30 am – 5:00 pm
(Central Time) Aviation Research Systems, Inc.. . . . . . . . . . . 61 Murmer Aircraft Services. . . . . . . . . . . . . . . . . 7
Avstar Aircraft of Washington. . . . . . . . . . . . . 67 National Airparts Inc. . . . . . . . . . . . . . . . . . . . 61
ABS Executive Director Avstat Aviation Inc.. . . . . . . . . . . . . . . . . . . . . 69 Niagara Air Parts Inc.. . . . . . . . . . . . . . . . . . . 17
J. Whitney Hickman, [email protected] B & C Specialty Products Inc. . . . . . . . . . . . . . 47 Oilamatic Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 77
ABS-ASF Executive Director B/E Aerospace Inc. . . . . . . . . . . . . . . . . . . . . 57 P2 Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Thomas P. Turner, [email protected] Barrett Precision Engines Inc.. . . . . . . . . . . . . 7 Parts Exchange . . . . . . . . . . . . . . . . . . . . . . . 74
BAS Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Penn Avionics. . . . . . . . . . . . . . . . . . . . . . . . . 22
Technical Questions
Beaver Air Services. . . . . . . . . . . . . . . . . . . . . 77 Performance Aero Inc. . . . . . . . . . . . . . . . 40-41
[email protected] or 316-945-1700
Beechcraft Corporation . . . . . . . . . . . . . . . . . 3 Performance Aircraft Parts Inc.. . . . . . . . . . . . 75
BPPP Questions Biggs Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . 57 Pilots N Paws. . . . . . . . . . . . . . . . . . . . . . . . . 78
[email protected] or 316-945-1700 Bonanza/Baron Pilot Training. . . . . . . . . . . . . 36 planecover.com . . . . . . . . . . . . . . . . . . . . . . . 62
Membership Carolina Aircraft Inc.. . . . . . . . . . . . . . . . . . . . 46 Poplar Grove Airmotive Inc. . . . . . . . . . . . . . . 32
[email protected] Cincinnati Avionics / Sporty’s Pilot Shop . . . . . 45 Precision Avionics. . . . . . . . . . . . . . . . . . . . . . 79
Continental Motors. . . . . . . . . . . . . . . . . . . . . 33 Precision Engines, LLC. . . . . . . . . . . . . . . . . . 48
Convention
Cool Travel Stuff. . . . . . . . . . . . . . . . . . . . . . . 60 Precision Propeller Service Inc.. . . . . . . . . . . . 79
[email protected]
Crosswind Coolers LLC. . . . . . . . . . . . . . . . . 46 Ram Aircraft LTD Partnership. . . . . . Back Cover
ABS Store Cruiseair Aviation Inc.. . . . . . . . . . . . . . . . . . . 27 Rocky Mountain Propellers Inc.. . . . . . . . . . . 37
www.bonanza.org or 316-945-1700 Cygnet Aerospace Corp. . . . . . . . . . . . . . . . . 47 Ryan Machine . . . . . . . . . . . . . . . . . . . . . . . . 69
D’Shannon Aviation . . . . . . . . . . . . . . . . . . . . 49 Select Airparts . . . . . . . . . . . . . . . . . . . . . . . . 36
Membership Services DBM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Shoreline Aviation Insurance. . . . . . . . . . . . . . 43
Monthly ABS Magazine • ABS Technical Eagle Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . 26 Sky-Tec Flyweight™ Starters . . . . . . . . . . . . . 9
Advisors • Beechcraft Pilot Proficiency Falcon Insurance Agency. . . . Inside Front Cover SoundEx Products. . . . . . . . . . . . . . . . . . . . . 55
Program • Aircraft Service Clinics • Air
Flight-Resource, LLC. . . . . . . . . . . . . . . . . . . 5 Superior Air Parts Inc.. . . . . . . . . . . . . . . . . . . 15
Safety Foundation Research • Annual
Floats & Fuel Cells . . . . . . . . . . . . . . . . . . . . . 17 Survival Products Inc.. . . . . . . . . . . . . . . . . . . 68
Convention • Affiliated Aircraft Insurance
Flying Colors Aviation. . . . . . . . . . . . . . . . . . . 63 Textron Aviation . . . . . . . . . . . . . . . . . . . . . . . 3
with Falcon Insurance • Members-only
G & D Aero Products, Inc.. . . . . . . . . . . . . . . . 22 Tornado Alley Turbo Inc.. . . . . . . . . . . . . . . . . 55
Website Section • Regulatory & Industry
General Aviation Modifications Inc.. . . . . . . . . 67 Tubreaux Aviation. . . . . . . . . . . . . . . . . . . . . . 38
Representation • ABS Platinum Visa®
(with Beechcraft Parts Discounts) • George Baker Aviation . . . . . . . . . . . . . . . . . . 58 Vac-Veterans Airlift Command . . . . . . . . . . . . 71
Educational Books, Videos & Logo GlobalParts.aero. . . . . . . . . . . . . . . . . . . . . . . 18 Val Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Merchandise • Tool Rental Program • Great Lakes Aero Products Inc. . . . . . . . . . . . 30 Waypoint Aviation. . . . . . . . . . . . . . . . . . . . . . 13
The ABS Flyer a monthly e-newsletter Hartwig Aircraft Fuel Cell Repair. . . . . . . . . . . 34 Windward Aviation. . . . . . . . . . . . . . . . . . . . . 8
• Professionally Staffed Headquarters Hartzell Propeller Inc.. . . . . . . . . . . . . . . . . . . 25