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Insurance Discount May Pay for Your BPPP Training - American ...
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January 2013 VOLUME 13 • NUMBER 1<br />
<strong>Insurance</strong> <strong>Discount</strong> <strong>May</strong> <strong>Pay</strong><br />
<strong>for</strong> <strong>Your</strong> <strong>BPPP</strong> <strong>Training</strong>—<br />
See Page 28<br />
The Official PublicaTiOn fOr bOnanza, DebOnair, barOn & Travel air OPeraTOrs anD enThusiasTs
Call today 1-800-259-4ABS<br />
or go to http://falcon.villagepress.<br />
com/promo/signup to get your<br />
free insurance quote. When you do,<br />
we’ll make a $5 donation to<br />
ABS’s Air Safety Foundation.<br />
“I have a newer G Baron, and with a high hull valve I need to get the<br />
best possible insurance rates to ensure that I’m adequately covered.<br />
Over the years I have found that Falcon <strong>Insurance</strong> checks the<br />
market and gets me competitive prices every year. I feel buying<br />
aviation insurance is extremely important and I leave it up to<br />
the experts at Falcon to help me.”<br />
Bob Goff, <strong>American</strong> Bonanza Society Vice President<br />
Falcon insures more Bonanzas and Barons<br />
than anybody else in the world.<br />
Falcon <strong>Insurance</strong> Agency<br />
is the <strong>Insurance</strong> Program Manager<br />
<strong>for</strong> the ABS <strong>Insurance</strong> Program<br />
Falcon <strong>Insurance</strong> Agency • P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com • Phone: 1-800-259-4227
January 2013 VOLUME 13 • NUMBER 1<br />
The Official PublicaTiOn fOr bOnanza, DebOnair, barOn & Travel air OPeraTOrs anD enThusiasTs<br />
Contents<br />
<strong>Insurance</strong> <strong>Discount</strong> <strong>May</strong> <strong>Pay</strong><br />
<strong>for</strong> <strong>Your</strong> <strong>BPPP</strong> <strong>Training</strong>—<br />
See Page 28<br />
ABS<br />
2 President’s Comments:<br />
Execute!<br />
by Keith Kohout<br />
4 Operations<br />
by J. Whitney Hickman and Thomas P. Turner<br />
January 2013 • Volume 13 • Number 1<br />
ABS Executive Director<br />
J. Whitney Hickman<br />
ABS-ASF Executive Director & Editor<br />
Thomas P. Turner<br />
Managing Editor<br />
Jillian LaCross<br />
Technical Review Committee<br />
Tom Rosen, Stuart Spindel<br />
and the ABS Technical Advisors<br />
Graphic Design<br />
Joe McGurn and Ellen Weeks<br />
Printer<br />
Village Press<br />
Traverse City, Michigan<br />
<strong>American</strong> Bonanza Society magazine (ISSN<br />
1538-9960) is published monthly by the<br />
<strong>American</strong> Bonanza Society (ABS), 1922 Midfield<br />
Road, Wichita, KS 67209. The price of a yearly<br />
subscription is included in the annual dues of<br />
Society members. Periodicals postage paid at<br />
Wichita, Kansas, and at additional mailing offices.<br />
No part of this publication may be reprinted or<br />
duplicated without the written permission of the<br />
Executive Director.<br />
The Society and Publisher cannot accept<br />
responsibility <strong>for</strong> the correctness or accuracy<br />
of the matters printed herein or <strong>for</strong> any opinions<br />
expressed. Opinions of the Editor or contributors<br />
do not necessarily represent the position of the<br />
Society. Articles or other materials by and about<br />
organizations other than ABS are printed in<br />
the <strong>American</strong> Bonanza Society magazine as a<br />
courtesy and member service. Except as expressly<br />
stated, their appearance in this magazine does<br />
not constitute an endorsement by ABS of the<br />
products, services or events of such organization.<br />
Publisher reserves the right to reject any material<br />
submitted <strong>for</strong> publication.<br />
Annual Membership Dues:<br />
• Domestic (US/Canada/Mexico)— $65 (US)<br />
• Two Year Domestic (US/Canada/Mexico)— $124 (US)<br />
• International — $103 (US)<br />
• International (online magazine only) — $65 (US)<br />
• Two Year International<br />
(online magazine only) — $124 (US)<br />
• Additional Family Members — $27 each<br />
• Life membership — $1200<br />
Contact ABS Headquarters <strong>for</strong> details.<br />
Postmaster: Send address changes to <strong>American</strong><br />
Bonanza Society magazine, P.O. Box 12888,<br />
Wichita, KS 67277-2888. © Copyright 2012.<br />
Send Articles/Letters To: <strong>American</strong> Bonanza<br />
Society Magazine Publication Office, P.O. Box<br />
12888, Wichita, KS 67277, Tel: 316-945-1700,<br />
Fax: 316-945-1710, E-mail: absmail@bonanza.org,<br />
Website: http://www.bonanza.org. Please note:<br />
Copy & photos submitted <strong>for</strong> publication become<br />
the property of the Society and shall not be<br />
returned. Articles submitted with pictures receive<br />
publication preference.<br />
flying<br />
18 <strong>BPPP</strong>: The Forward Door Pop by Thomas P. Turner<br />
28 <strong>Insurance</strong>: How <strong>Training</strong> Programs Affect <strong>Your</strong> <strong>Insurance</strong><br />
by John Allen<br />
30 New Beechcraft Pilot <strong>Training</strong> Products<br />
from the ABS Air Safety Foundation<br />
32 Safety Pilot: You are the Lead<br />
by Thomas P. Turner<br />
36 Who Goes There? by Gary Bartlow<br />
48 Once Was Not Enough:<br />
Eastbound From Wichita to Australia Part II by Jim Keepkie<br />
52 Be Aware Crossing the Border by George Loegering<br />
58 Flightseeing:<br />
Branson, Missouri<br />
by Bill Hoglan<br />
ownership/<br />
Maintenance<br />
8 On the Cover:<br />
Bonanza Partnership:<br />
Wow, What a Difference!<br />
1972 V35B, N9440Q by Alan Katz<br />
12 Magneto Maintenance by Steve Zeller<br />
14 Beech on a Budget: Flap Motor Removal & Replacement<br />
by Mike Caban<br />
22 Beechcraft Heritage Museum: The Last V-Tail<br />
by Wade McNabb<br />
26 Safety Recommendations <strong>for</strong> ECi Cylinder Parts<br />
by Dick Pedersen<br />
57 Shoulder Harnesses<br />
by Bill Carter<br />
71 Cylinder Failure<br />
by Tom Rosen<br />
departments<br />
11 New Life Membership<br />
24 New Airworthiness Issues<br />
34 ABS Aviators<br />
39 ABS Board<br />
42 Forum<br />
46 ABS Contacts<br />
50 Surly Bonds<br />
63 Tech Tips<br />
71 GA News<br />
73 Classified Ads<br />
79 Events Calendar<br />
80 Display Advertising Index<br />
AMERICAN BONANZA SOCIETY 1
www.bonanza.org<br />
President’s Comments<br />
Execute!<br />
By Keith Kohout<br />
Happy New Year, ABS! We have a lot to look <strong>for</strong>ward to in 2013.<br />
2012 was the biggest year in the history of ABS <strong>for</strong> new value-added<br />
services to make your membership even more beneficial. ABS’s<br />
marching orders <strong>for</strong> 2013 are summed up in a single word: execute! The ABS<br />
staff and Board, our Technical Advisors, and <strong>BPPP</strong> flight instructors are<br />
committed to delivering on all these new programs and services, in addition<br />
to the magazine, the Technical Advisor program, Service Clinics, and everything<br />
else ABS does to support your flying. So what will we look back on as<br />
ABS’s crowning achievements when we reach the end of 2013? How is ABS<br />
going to execute the plans and programs we’ve unveiled?<br />
Last year at this time we made a<br />
commitment to have <strong>BPPP</strong> Online+<br />
Flight available March 1st to provide<br />
quality Beechcraft instruction on your<br />
schedule at the lowest possible cost.<br />
Through great ef<strong>for</strong>t, we delivered.<br />
Nearly 300 ABS members enrolled in<br />
the program in 2012 and we plan to<br />
more than double that number this<br />
year. We also plan up to eight <strong>BPPP</strong><br />
LIVE classroom training events around<br />
the country. These programs are <strong>for</strong><br />
you, and the insurance discount <strong>for</strong><br />
completing <strong>BPPP</strong> (ask your insurance<br />
agent) may even pay the cost of your<br />
<strong>BPPP</strong> training!<br />
We delivered the first ABS Maintenance<br />
Academy in 2012. That first<br />
course proved it works and is in<br />
high demand. We’ll hold two ABS<br />
Maintenance Academies in 2013 while<br />
training a second Academy instructor<br />
to supplement Bob Ripley. When that<br />
training is complete, we’ll schedule<br />
a third Maintenance Academy <strong>for</strong><br />
autumn 2013 on the West Coast.<br />
The ABS Flight Instructor Academy<br />
will kick off this month. Already we<br />
have over 65 CFI nominations by<br />
ABS members, instructors who are<br />
highly experienced teaching in Beech<br />
airplanes that we’ll bring into the<br />
ranks of <strong>BPPP</strong>. The real impact of the<br />
program, however, comes when the<br />
ABS Flight Instructor Academy begins<br />
training good instructors who have<br />
not yet gained Beechcraft experience<br />
but are providing up to 90% of<br />
the Beech recurrent training and<br />
nearly 100% of initial pilot checkouts.<br />
This will improve instruction and<br />
reduce accidents no matter where<br />
you choose to train.<br />
An ABS Member Advisory<br />
Commit tee (MAC) is working<br />
with Whit Hickman to develop the<br />
next generation ABS website, which<br />
we’ll launch this year. The website,<br />
www.bonanza.org, already has<br />
incredible depth of technical and<br />
operational in<strong>for</strong>mation <strong>for</strong> your<br />
Beechcraft. Our goal is to make<br />
this a more accessible and searchable<br />
Beech technical resource.<br />
This last item brings up the<br />
opportunity <strong>for</strong> member involvement.<br />
MACs are <strong>for</strong>med as needed to<br />
address specific issues facing ABS.<br />
For example, if you have expertise<br />
in marketing and promotion, and<br />
are willing to volunteer some time<br />
to help spread the ABS message,<br />
please contact ABS at absmail@<br />
bonanza.org or 316-945-1700. The<br />
ABS Board sees MACs as a “farm club”<br />
<strong>for</strong> future Board members.<br />
So here’s what we will look back<br />
on at the end of 2013:<br />
Over 700 ABS members trained by<br />
the high-quality programs of <strong>BPPP</strong>,<br />
more conveniently and at substantial<br />
savings compared to <strong>for</strong>-profit<br />
pilot training options.<br />
75 or more Beech-experienced flight<br />
instructors standardized with the<br />
syllabus and techniques of ABS’s<br />
Beechcraft Pilot Proficiency Program,<br />
improving the quality and convenience<br />
of instruction <strong>for</strong> ABS members<br />
and new Beechcraft owners.<br />
At least 60 experienced A&P<br />
mechanics trained to conduct<br />
the equivalent of the ABS Service<br />
Clinics, skilled on the guidance<br />
contained in the ABS mainte -<br />
nance guides, and networked with<br />
one another and the ABS Technical<br />
Advisors to address all of your<br />
Beechcraft mainte nance needs.<br />
One completely redesigned, content-laden,<br />
and user friendly ABS<br />
website, your one-stop resource <strong>for</strong><br />
in<strong>for</strong>mation about owning, flying,<br />
and maintaining your Beechcraft.<br />
And most importantly, involvement<br />
by you, ABS members, in<br />
Member Advisory Committees<br />
and as participants in the many<br />
products and services.<br />
Happy New Year,<br />
and execute!<br />
Keith Kohout is using his<br />
back ground in marketing,<br />
product develop ment and<br />
finance to lead improvements<br />
in ABS mem ber<br />
services. Owner of a 1967<br />
C33A, Keith has been a<br />
member of ABS since 2004.<br />
2 AMERICAN BONANZA SOCIETY JANUARY 2013
ABS Operations<br />
By J. Whitney Hickman<br />
3rd Annual ABS Fly-In<br />
Welcomes You to Savannah<br />
It’s a trip that shouldn’t be missed! Begin making your<br />
plans <strong>for</strong> the 3rd Annual ABS Fly-In Savannah, Georgia,<br />
<strong>May</strong> 16-19, 2013. Deemed one of the “Top 10 Most Beautiful<br />
Places in America,” Savannah has a rich history of<br />
technological innovation, arts, culture, and southern<br />
hospitality that should be experienced by all. For the past<br />
two years, the ABS Fly-In at Tullahoma was very successful,<br />
and we want to keep the momentum going. The ABS<br />
Fly-In has become almost as big as our convention, with<br />
up to 250 members in attendance. A schedule of events<br />
and seminars will be posted in the February magazine<br />
along with in<strong>for</strong>mation about hotel accommodations<br />
and entertainment. Don’t miss this exciting opportunity<br />
to explore Savannah and visit with other ABS members!<br />
I look <strong>for</strong>ward to seeing you there.<br />
ABS Announces Events <strong>for</strong> 2013<br />
January 19 <strong>BPPP</strong> LIVE at Embry Riddle University,<br />
Daytona Beach, FL<br />
March 8-10 ABS Maintenance Academy at the<br />
Beechcraft Heritage Museum,<br />
Tullahoma, TN<br />
April 9-13 Sun ’N Fun, Lakeland, FL<br />
(ABS Dinner April 10)<br />
<strong>May</strong> 16-19 3rd Annual ABS Fly-In, Savannah, GA<br />
June 7-9 ABS Maintenance Academy at<br />
Edmonds Aircraft, Newport, NH<br />
July 29-Aug 4 AirVenture/EAA Convention,<br />
Oshkosh, WI<br />
October 9-12 ABS Convention @ AOPA Summit,<br />
Ft Worth, Texas<br />
www.bonanza.org<br />
ABS Salutes Members<br />
with Award Nominations<br />
In celebration of our outstanding members, ABS is<br />
pleased to announce award nominations are being accepted<br />
to recognize individuals <strong>for</strong> excellence as pilots, aircraft<br />
technicians, volunteers, and member service. This has been<br />
a long-standing tradition at our Awards Banquet held at the<br />
ABS Convention. While we didn’t host an awards banquet<br />
in 2012, we want to continue this tradition by honoring<br />
those who are most deserving at our spring fly-in in <strong>May</strong>.<br />
We will also recognize members at our Annual Convention<br />
@AOPA Summit in October.<br />
You’re invited to submit nominations in writing, explaining<br />
how your nominee meets the criteria <strong>for</strong> awards described<br />
below. If recipients are selected, awards will be presented<br />
at the ABS Fly-In in Savannah, Georgia. (The awards are not<br />
automatically given each year, but only to recognize truly<br />
outstanding individuals.) Nominations must be received<br />
by April 15, 2013.<br />
The ABS Airmanship Award recognizes excellence<br />
in flying Beech piston airplanes. The citation may involve<br />
any one of three categories:<br />
1. Conspicuous skill and discipline demonstrated during<br />
a very difficult, demanding, and potentially dangerous<br />
in-flight situation.<br />
2. Outstanding flight planning and flight management of<br />
an especially challenging mission or trip.<br />
3. Broadly based career achievements in flying, including<br />
examples from the preceding two categories, and<br />
continuous improvement as demonstrated by training,<br />
advanced pilot certifications, and highly praiseworthy<br />
peer testimonials.<br />
The M.D. Cashion Award recognizes excellence as an<br />
aviation technician. The citation may involve:<br />
1. One or more incidents in which the award candidate prevented<br />
possible catastrophic aircraft failures through unusual<br />
alertness and skill in detecting the potential failures.<br />
2. Outstanding success in managing the<br />
special maintenance preparations<br />
and requirements of aircraft involved<br />
in highly demanding missions, i.e.<br />
transoceanic flights, flights into<br />
difficult and potentially hazardous<br />
areas, endurance flights, etc.<br />
3. Distinguished career in aviation<br />
maintenance, including specific<br />
innovations, the development of<br />
training, and in<strong>for</strong>mation materials<br />
on aviation maintenance recognized<br />
widely by peer groups.<br />
4 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
The Sam James ABS Volunteerism Award<br />
recognizes individuals who have contributed large<br />
amounts of valuable time and energy as a volunteer<br />
to ABS/ASF through projects, events, training or service.<br />
This award could be over a period of years and/or within<br />
the last year.<br />
Please send your nominations <strong>for</strong> the above awards<br />
to absmail@bonanza.org, or by mail to ABS Awards,<br />
PO Box 12888, Wichita, KS, 67277.<br />
ABS will also recognize members who have already<br />
earned these awards:<br />
• FAA Wright Brothers Master Pilot Award recognizes<br />
50 years of safe flying.<br />
• FAA Charles Taylor Award recognizes 50 years as a<br />
certificated aircraft or engine mechanic or technician.<br />
• ABS Master Aviator Award recognizes pilots who have<br />
embraced life-long continuing education and training<br />
as a pilot in Beech piston airplanes, as evidenced by<br />
achieving accreditation as an ABS Aviator a total of six<br />
times over at least five years and thereby serving as an<br />
example to pilots everywhere.<br />
ABS to Launch<br />
New Website in 2013<br />
It is imperative <strong>for</strong> a global organization<br />
such as ABS to have a strong<br />
online presence <strong>for</strong> our members.<br />
More and more users are going to the<br />
internet to find valuable in<strong>for</strong>mation,<br />
and ABS is no different.<br />
I am pleased to an nounce that<br />
in 2013 ABS will launch a new online<br />
pre sence with a new website<br />
design. The objective is to provide<br />
our mem bers and guests easy accessibility<br />
and search-ability in design<br />
and lay out, with a safe and secure<br />
environment to access technical<br />
in<strong>for</strong>mation and social interaction<br />
regarding Beech airplanes.<br />
We are now evaluating not only<br />
our present needs, but also what we<br />
think www.bonanza.org should look<br />
like over the next 3-5 years. Our goals:<br />
Make sure that we have preserved<br />
and secured valuable data collected<br />
over the years. Strike the right balance<br />
of what in<strong>for</strong>mation is viewable<br />
by the public, and what requires<br />
members-only access. Determine<br />
what should our online presence should look like,<br />
and how it operates. How much do we leverage that<br />
we already have invested? We must design and build<br />
a website that our membership can be very proud of.<br />
Please stay tuned in the coming months <strong>for</strong> more details<br />
of the ABS website in 2013.<br />
A group of ABS members have generously volunteered<br />
their time, knowledge, and passion <strong>for</strong> assisting ABS to<br />
help make progress on our website. You may have already<br />
noticed some interim changes made with this group’s help,<br />
particularly with the ABS Hangar Flying <strong>for</strong>um. The group<br />
will be meeting over the next several weeks to design<br />
a website that meets the needs of our membership and<br />
potential new ABS members. A special thanks to Paul<br />
Safran, Glenn Olsen, Ron Hensley, Jamey Courtney, and<br />
Derek DeBastos <strong>for</strong> giving your time and talent. — WH<br />
J. Whitney Hickman<br />
Executive Director<br />
whit@bonanza.org<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 5
www.bonanza.org<br />
ABS Air Safety Foundation<br />
By Thomas P. Turner<br />
Use It or Lose It<br />
ASF spends a lot of time and your money to create<br />
the products and services that add great value to ABS<br />
membership. Like your airplane, a lot of the expense occurs<br />
during initial acquisition (course and event development),<br />
but it’s even more costly to operate, maintain, and up date<br />
programs like <strong>BPPP</strong> and the Service Clinics once we have<br />
them. ABS already had to change the delivery method of<br />
<strong>BPPP</strong> because costs were rising and not enough members<br />
were enrolling in the course <strong>for</strong> us to recover our expenses<br />
through tuition.<br />
If you think programs like <strong>BPPP</strong> LIVE, <strong>BPPP</strong> Online+Flight,<br />
and the ASF Service Clinics are important ABS member<br />
services, please support them by enrolling. You’ll get unmatched<br />
safety education, training, and mainte nance advice,<br />
and we’ll get enough income through tuition to provide and<br />
enhance these vital programs. Without your participation<br />
we cannot continue these services. Remember ASF is a<br />
not-<strong>for</strong>-profit corporation. Unlike most other pilot and<br />
technician training providers, ABS/ASF is not putting on<br />
these programs to make a profit. We offer them at breakeven<br />
costs solely <strong>for</strong> the benefit of our members, to protect<br />
lives and preserve the Beechcraft fleet. Please enroll in <strong>BPPP</strong><br />
and a Service Clinic in 2013 – these member programs are<br />
<strong>for</strong> you!<br />
Working with AOPA<br />
I am honored to represent ABS in a series of upcoming<br />
AOPA Air Safety Institute video segments with AOPA<br />
Foundation President Bruce Landsberg. Bruce and I spent<br />
a day in early November in the AOPA LIVE video studio<br />
in Frederick, Maryland, taping three AOPA Foundation<br />
programs on making safe takeoffs and landings that will<br />
appear some time in early 2013. Watch <strong>for</strong> an announcement<br />
on www.bonanza.org and at www.aopa.org.<br />
While at AOPA Headquarters I sat in on a meeting<br />
of the FAA’s Aviation Rulemaking Committee (ARC) on<br />
aircraft certification and simplification of the process used<br />
to certify aircraft, aircraft parts, and Supplemental Type<br />
Certificates (STCs). The ARC consists of FAA headquarters<br />
staff, AOPA, and a host of Original Equipment Manufacturers<br />
(OEMs), STC holders, engineers and other stakeholders.<br />
The hope is that by streamlining the FAR 23 certification<br />
process, especially <strong>for</strong> safety improvements (shoulder<br />
harness and air bags are two frequently cited examples),<br />
aircraft and equipment will be less expensive, and safety<br />
devices will appear on the market more quickly and be more<br />
widely adopted. As a result general aviation aircraft will be<br />
safer, and the crashes they do have will be more survivable.<br />
I was able to provide some input about hoped-<strong>for</strong> safety<br />
improvements in ABS-type airplanes, as well as changes<br />
to the rules to permit more preventive maintenance to be<br />
per<strong>for</strong>med by the aircraft owner (preventive maintenance<br />
requirements and authority are contained in Appendix A<br />
to FAR 43).<br />
Thanks goes to my friend and regular contact Rob<br />
Hackman of AOPA Regulatory Affairs, who invited ABS<br />
to the meeting.<br />
ABS Leading the<br />
Type Clubs<br />
On behalf of ABS I am the<br />
chair man of the Experimental<br />
Aircraft Association-sponsored<br />
Type Club Coalition. The TCC is an<br />
organization of aircraft type clubs,<br />
including ABS, Cirrus Owners<br />
and Pilots Association, Cessna Pilots Association, Malibu/<br />
Mirage Owners and Pilots Association, the T-34 Association,<br />
and 17 other membership groups that represent “types” of<br />
general aviation aircraft and operations. The purpose of the<br />
TCC is to develop and share pilot training best practices,<br />
to benefit from each others’ experience and directly attack<br />
the most common causes of fatal<br />
general aviation crashes.<br />
As an example of the benefit of<br />
the TCC, the Cirrus Pilot Proficiency<br />
Program (CPPP) has some very<br />
good training modules on critical<br />
decision-making in emergencies that<br />
we can adapt <strong>for</strong> the <strong>BPPP</strong> program.<br />
And of course most of the industry<br />
looks to <strong>BPPP</strong> as the premier body<br />
of type-specific training knowledge<br />
and technique.<br />
Recently Jack Pelton, retired CEO of<br />
Cessna Aircraft, was elected Chairman<br />
6 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
of the Board and interim CEO of EAA.<br />
I had the opportunity to sit one-on-one<br />
with Mr. Pelton on December 3rd to<br />
brief him on the purpose and history<br />
of the Type Club Coalition. He was also<br />
impressed with a briefing on recent<br />
<strong>BPPP</strong> developments and the upcoming<br />
ABS Flight Instructor Academy. Mr.<br />
Pelton is also on the board of Redbird<br />
Flight Simulators, providing another<br />
avenue <strong>for</strong> discussion as we expand<br />
<strong>BPPP</strong> to include simulator-based training<br />
options <strong>for</strong> pilots of single- and<br />
multiengine Beechcraft.<br />
<strong>BPPP</strong> Instructors and the<br />
ABS Flight Instructor<br />
Academy<br />
Most of my time recently has<br />
been spent on creating a system to<br />
greatly expand the number of <strong>BPPP</strong>standardized<br />
instructors available to<br />
ABS members around the country,<br />
and to create the ABS Flight Instructor<br />
Academy to ensure all Beech flight<br />
instruction is done safely and effectively.<br />
<strong>BPPP</strong> isn’t a course, it’s a body of<br />
knowledge developed from experience<br />
since ABS created the program in 1983.<br />
The ABS Flight Instructor Academy,<br />
which goes live this month, makes<br />
the <strong>BPPP</strong> message available to flight<br />
instructors around the world. That<br />
way no matter who you choose <strong>for</strong><br />
your transition into a new-to-you<br />
Beechcraft, your Flight Review or<br />
IPC, or other recurrent training, your<br />
instructor will have access to <strong>BPPP</strong>’s<br />
recommendations, procedures and<br />
instructional best practices. Again,<br />
it’s all about protecting lives and<br />
preserving the Beechcraft fleet.<br />
Personal Thanks<br />
As Whit has reported, thanks to your generosity the ABS Air<br />
Safety Foundation has achieved over 45% of its end-of-year<br />
find raising goal as of December 5th, and I’m confident we’ll<br />
have met or exceeded the target by the time you read this.<br />
On behalf of the Board of Directors of the ABS Air Safety<br />
Foundation and from me personally, thank you <strong>for</strong> your<br />
investment in the future of ABS safety and instructional<br />
programs. We can’t do it without you.<br />
Remember the challenge: Log at least 10 hours of<br />
Beechcraft dual flight instruction in 2013. — TT<br />
Thomas P. Turner<br />
Executive Director<br />
asf@bonanza.org<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 7
www.bonanza.org<br />
On the Cover: Beechcraft of the Month<br />
Bonanza Partnership:<br />
Wow, What a Difference!<br />
1972 V35B, N9440Q<br />
By Alan Katz<br />
My love affair with the V-tail started<br />
in 2009. For many years I was the<br />
perennial renter of airplanes. It wasn’t<br />
until I met my partner that I decided<br />
to finally purchase a plane… although it initially wasn’t<br />
with my partner Andy Reinach, and it wasn’t a Bonanza.<br />
Here is how it started. I met Andy while reading AOPA<br />
Pilot magazine at a local town pool. We started to talk<br />
aviation and he told me he owned a 1972 V35B. Later<br />
that summer he gave me a lift from Massachusetts to New<br />
Jersey. For some reason this flight made me realize that<br />
plane ownership was real. It rein<strong>for</strong>ced that there are<br />
regular people who own airplanes, and that the benefits<br />
of ownership are significant.
Equipment List<br />
Garmin 430 GPS<br />
S-TEC 60-2 autopilot<br />
Insight GEM III engine monitor<br />
WX-8 StormScope<br />
Shadin digital fuel flow<br />
Electric backup attitude indicator<br />
Garmin 496 with weather uplink<br />
My days of being a test pilot were over.<br />
I was enamored by just showing<br />
up to the airport without having to<br />
schedule a plane with a limited time<br />
slot. It seemed com<strong>for</strong>ting not to<br />
worry about who flew the plane prior<br />
to me and wondering what squawks<br />
weren’t communicated. It was then<br />
I decided to make a purchase. My<br />
days of being a test pilot were over.<br />
9
www.bonanza.org<br />
I was somewhat intimidated by the<br />
Bonanza so I bought a Piper Archer.<br />
It was a beautiful airplane and very<br />
similar to the planes I had rented. It was<br />
well-equipped and had beautiful paint.<br />
It was also very slow, cramped, carried<br />
a very light load, lacked good climb<br />
per<strong>for</strong>mance, and needed a heavy<br />
hand on the controls. Of course I didn’t<br />
know any of this until I had my hands<br />
on the yoke of N9440Q – Andy’s V35B.<br />
Wow! What a difference.<br />
I sold the Archer and partnered with Andy.<br />
I sold the Archer and partnered with<br />
Andy. To say the partnership has been<br />
a success is an understatement. It is<br />
better than most marriages. We have a<br />
spreadsheet we keep on Google Docs<br />
<strong>for</strong> all financial related issues regarding<br />
the plane. We deposit monthly reserves<br />
based on hours flown into a common<br />
account, including contributions <strong>for</strong><br />
things like hangar fees and insurance.<br />
The year is split into 26 weeks <strong>for</strong> each<br />
of us to have “plane” priority every<br />
other week. We have never run into<br />
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The benefits of the partnership<br />
are many. The financial benefit<br />
is obvious, but not the best<br />
one. The best benefit is that there is<br />
a quiet competition about who flies<br />
more hours each year, and this really<br />
keeps us up in the air. We are based in<br />
Worcester, Massachusetts. This takes<br />
us to the obvious places like Martha’s<br />
Vineyard, Nantucket, and Block Island.<br />
Katama is another popular destina tion<br />
if you want to show up to South Beach<br />
like a rock star. Land on the grass<br />
strip, park the plane, and walk across<br />
the street to the beach. Bar Harbor,<br />
Maine, has without a doubt the best<br />
lobsters in the world. A short flight up<br />
the coastline brings me there in a onehour<br />
scenic ride. The Lobster Pound is<br />
a short walk from the airport. A V-tail<br />
in Massachusetts is such a great asset.<br />
10 AMERICAN BONANZA SOCIETY JANUARY 2013
I also use the plane <strong>for</strong> work. This<br />
has taken me to Charleston, South<br />
Carolina; Toronto, Canada; Trenton,<br />
New Jersey; and Long Island, New<br />
York. The company I work <strong>for</strong> has<br />
an office on Long Island. What would<br />
be a five-hour ride is a short 40-minute<br />
flight as I hop across the Long Island<br />
Sound and make short work of an<br />
awful drive.<br />
I am originally from New Jersey<br />
and my in-laws have a house on the<br />
Jersey Shore. I probably make four<br />
or five trips during the summer dropping<br />
off and picking up kids to the<br />
shore house. This is a one-hour ride<br />
in the V-tail versus a minimum fivehour<br />
drive without traffic on the<br />
ground. A Friday drive to New Jersey<br />
in the summer, which is when I<br />
typically fly them down, might be a<br />
seven-hour one-way trip in summer<br />
traffic. With the plane, I am up and<br />
back in two hours.<br />
www.bonanza.org<br />
I attended a <strong>BPPP</strong> weekend in<br />
Manchester, New Hampshire. It is<br />
probably the best training I ever did<br />
in my life of flying. To get instruction<br />
from someone specializing in my type<br />
airplane is invaluable. The classes<br />
were in<strong>for</strong>mative and fun. I was a little<br />
intimidated prior to attending, and<br />
when I left on Sunday I was thinking<br />
I need to do this annually.<br />
We are well-equipped with a<br />
good STEC 60-2 autopilot, a back-up<br />
electric attitude indicator, a Gem III<br />
engine monitor, a Garmin 430, and<br />
a Garmin 496 <strong>for</strong> satellite weather.<br />
We recently had the airplane painted<br />
by K.D. Aviation at its Stuart Airport<br />
(Newburgh, New York) location. The<br />
people there took the necessary time<br />
to do an outstanding job.<br />
The partnership is so good that it<br />
is almost implied that our families<br />
will need to retire in and around a<br />
common airport. However, that is<br />
getting too far ahead. We still have<br />
many hours to fly out of KORH<br />
(Worcester, Massachusetts) be<strong>for</strong>e<br />
we think of moving.<br />
New Life<br />
Membership<br />
ABS extends a warm welcome<br />
to this member who has recently<br />
become an ABS Life Member.<br />
John Patrick Cullen<br />
Greenville, South Carolina,<br />
is renewing as a Life Member.<br />
A member since 2009, he<br />
flies a 1973 95-B55.<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 11
www.bonanza.org<br />
Magneto Maintenance<br />
By Steve Zeller<br />
Due to Service Bulletin, Airworthiness<br />
Directive, or good shop practice,<br />
magnetos need to be removed<br />
and inspected from time to time.<br />
They tend be <strong>for</strong>gotten there on the back of the<br />
engine. I have never had a magneto fail in-flight,<br />
but also have never removed one that did not<br />
require some sort of maintenance.<br />
The impulse coupling in the<br />
photo checked fine at the last 100-<br />
hour in spection. When I removed<br />
the magneto due to time in service,<br />
I found a rivet missing from one<br />
of the cam arms. The rivet head<br />
was found down in the engine oil<br />
sump. The mag was working fine.<br />
Thank fully, there was no damage to<br />
the engine.<br />
The riveted impulse coupling has<br />
been superseded by an improved<br />
snap ring design. This is covered<br />
by a rather confusing collection of<br />
Airworthiness Directives and OEM<br />
Service Bulletins. All the original<br />
magneto manufacturers have been<br />
bought and sold and changed<br />
business names a couple of times.<br />
You have to do<br />
considerable research<br />
to make sure you have all of the<br />
required service data when working<br />
on and inspecting an aircraft. ADs<br />
can be listed by airframe, engine, or<br />
component. STC modifications can<br />
further complicate the maintenance<br />
process. Replacement of riveted impulse<br />
couplings is not mandatory, but<br />
it is highly recommended. As we see,<br />
they can fail without warning.<br />
12 AMERICAN BONANZA SOCIETY JANUARY 2013
Beech on a Budget<br />
Safe • Legal • Low Cost<br />
www.bonanza.org<br />
By Mike Caban<br />
Flap Motor Removal<br />
& Replacement<br />
As we begin a new year with our Beechcraft<br />
airplanes, the fleet continues to age, as do<br />
the airframe parts that have been in<br />
undisturbed service <strong>for</strong> decades in some<br />
cases. One of those items that soldiers on day in and day<br />
out surely has to be the flap motor. With the kind of duty<br />
cycle they see, it’s not hard to see why they can give<br />
thousands of hours in service.<br />
Just in…<br />
the last new factory controls<br />
out of Beechcraft<br />
I’ve reached the point in ownership and maintenance<br />
of my B55 (eight years) where I seek out components I<br />
feel have given the airframe and me enough service life.<br />
This past annual I decided that 4600 hours TIS (Time in<br />
Service) <strong>for</strong> my flap motor was enough. I’ve heard the<br />
horror stories of flap motors that go intermittent, and<br />
folks slamming their center armrests down to “shock” a<br />
brush and armature combo into action – and that wasn’t<br />
something I wanted to deal with.<br />
I located a serviceable flap motor core <strong>for</strong> $50 at the<br />
Air Salvage of Dallas summer sale, and had it freshly<br />
refurbished and sitting on my shelf. A word of caution<br />
regarding serviceable flap motor cores: Ensure that the<br />
four threaded holes in the bottom of the casting are<br />
not stripped or damaged. This is a weak area of the<br />
design since the housing appears to be of soft metal,<br />
possibly aluminum.<br />
With the seats removed <strong>for</strong> annual, it was only a matter<br />
of getting motivated <strong>for</strong> the tedious task of the flap motor<br />
extraction. Figure 1 shows the typical lay of the land<br />
where the flap motor lives within our Bonanza, Debonair,<br />
Baron, and Travel Air airframes.<br />
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Figure 1<br />
14 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
The flap motor in Figure 1 is the newer design, 1977<br />
and after. The design I’ve seen more commonly, and what<br />
is in my Baron, looks like Figure 2. This R&R (removal and<br />
replacement) will deal with the Figure 2 motor design,<br />
although from the looks of it, the Figure 1 design would be<br />
fairly similar in terms of liberating it from the control cables.<br />
Figure 2<br />
Regardless of which motor design you have, the U-shaped<br />
channel is the flap motors’ home in ABS-type airframes.<br />
The flap motor is held in the U-shaped cavity by four bolts<br />
or screws. Figure 3 shows the underside of the U-shaped<br />
cavity and the top of the landing gear transmission bracket,<br />
with the four bolts going through the bottom sheet metal<br />
and then into the cast base of the flap motor gearbox (this<br />
view is taken from under the pilot seat looking toward the<br />
main cabin door). In the mounted position, the fixed drive<br />
cables (think mechanical speedo meter cable) slide into<br />
the slotted drive shafts of the motor.<br />
allows you to run the flaps with the motor to allow access<br />
to both set screws since they are on opposite sides of the<br />
collar. Loosening one may get it but in case you need to<br />
use the motor to rotate the shaft, doing it with everything<br />
connected seems to be a good approach.<br />
With the knowledge of how everything is attached, my<br />
first order of business was to begin loosening the cables<br />
while the motor remained securely fastened to the airframe<br />
by the four bolts in the bottom. Loosening the cables<br />
began by squirting Corrosion X lubricant on the inner<br />
threads of the flap cable (slightly visible in Figure 4 –<br />
Figure 3<br />
Figure 4 shows the right side of the motor’s drive shaft<br />
and cable as assembled. You can see how tightly things fit<br />
in there. You can also see the top of one of the set screws<br />
(there are two located 180 degrees apart) that needs to be<br />
loosened on the collars on both sides of the motor. Doing<br />
this first, while the motor and cables are fully mounted,<br />
Figure 4<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 15
www.bonanza.org<br />
more visible in exposed<br />
cable in Figure 6), then<br />
employing an 11/16" crow<br />
foot wrench (Figure 5) by<br />
hand to begin loosening<br />
the inner locking nut of<br />
the cable. Figure 6 shows the<br />
Figure 5<br />
inside locking nut as well as the one<br />
on the outside after cable removal. If you are lucky, you’ll<br />
be able to loosen the inner cable nut by hand after the<br />
initial release of the first rotation or two. I wasn’t so lucky<br />
and had to rely on additional doses of Corrosion X and<br />
crow foot wrenching by hand. You may be more “tool<br />
creative” than me and come up with another tool that can<br />
get into that small space to get the job done.<br />
After I removed the inner cable nut I noticed that the<br />
cable was still being held in the motor drive shaft by a<br />
locking collar that has two set screws. Figure 7 shows this<br />
locking collar arrangement and why it was important to<br />
line up the collar’s slot with the drive shaft slot to allow<br />
the keyed cable end (Figure 8) to be removed from the<br />
whole affair.<br />
With the collar loosened, I began rotating the collar<br />
while pulling on the flap cable to locate the place<br />
Figure 6<br />
Figure 7<br />
where the collar slot and drive shaft slot line up and<br />
allow the keyed cable to emerge from its home. After<br />
you’ve done one side, the opposite side will seem like<br />
child’s play.<br />
Now that the most tedious part of the extraction<br />
has been completed, I turned my attention to the four<br />
mounting screws on the base of the U-channel portion<br />
of the airframe. After I removed the safety wire there<br />
was enough room <strong>for</strong> a 1/4" drive socket and small box<br />
wrenches to loosen the four bolts and then the flap<br />
motor could be liberated from its location. But wait!<br />
We haven’t dealt with the electrical connections! As a<br />
final step be<strong>for</strong>e extraction, mark the motor’s wires<br />
with tags (A - B - C or 1 - 2 - 3) so you can match each wire<br />
position in the case with the refurbished motor and<br />
its mating wires back on the airframe. A cell phone<br />
camera can be pressed into service <strong>for</strong> additional<br />
visual backup.<br />
Installing the new flap motor is pretty much the reverse<br />
of the removal. Be sure to have your A&P/IA observe and<br />
check your work and (if you’re like me) make him feel<br />
16 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
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Figure 8<br />
good by letting him do the safety wiring of the four bolts<br />
in the bottom. Then you and your mechanic are ready to<br />
verify that the motor functions properly and that the flaps<br />
go their full travel. An airframe logbook endorsement and<br />
return-to-service by the A&P and you’re done.<br />
This job gave me a much greater understanding of<br />
my flap system and its components. It also saved me a<br />
considerable amount of money that I can put towards<br />
feeding my second engine! Happy skies!<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 17
www.bonanza.org<br />
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Just as your Beechcraft lifts off, the <strong>for</strong>ward cabin door pops open.<br />
What should you do? It happens all too regularly in Beech airplanes.<br />
The pilot is distracted and <strong>for</strong>gets to properly secure and check the<br />
<strong>for</strong>ward cabin door, or he trusts a passenger to close the door <strong>for</strong><br />
him and does not double-check himself. If you’ve not had this happen yet,<br />
you’re among a small minority of Beechcraft pilots.<br />
Amazingly, there are fatalities in Beech airplanes every year that result from<br />
this minor issue. Deaths occur when the pilot becomes focused on the door<br />
instead of flying the airplane – becoming a “door closer” instead of pilot-incommand,<br />
and losing control of the aircraft. ABS also hears of several gear-up<br />
landings each year when the door pops open and the pilot becomes so distracted<br />
he or she <strong>for</strong>gets to put the wheels down.<br />
Why the Door Pops<br />
The <strong>for</strong>ward cabin door is held closed by a series of latches, including a<br />
large hook that engages a bracket in the top of the door frame. If that hook is<br />
not secure, suction from low air pressure on top of the wing will pull the door<br />
open, and the smaller latches can’t hold the door closed alone. The door is pulled<br />
partway open by the suction but also pushed toward closed by the slipstream.<br />
It will find equilibrium where it is open about three inches at the bottom; it is<br />
very hard to pull the door in against the suction, and almost impossible to push<br />
it farther open to get more leverage to pull it quickly closed. You have to land<br />
the airplane to secure the door.<br />
18 AMERICAN BONANZA SOCIETY JANUARY 2013
Priorities<br />
As in all abnormal situations and emergencies,<br />
your priority of actions with an open<br />
door on takeoff is to:<br />
1 Maintain aircraft control.<br />
n<br />
2 Analyze the situation with as much<br />
in<strong>for</strong>mation as you can quickly gather.<br />
3 Continue to control the aircraft.<br />
n<br />
4 Take the appropriate action.<br />
So what’s “appropriate” with the door open during or just<br />
after takeoff? First, if you’re still on the ground and there<br />
is sufficient runway remaining, abort the takeoff. Reduce<br />
power to idle, brake as needed, and maintain directional<br />
control. Come to a stop, then secure the door.<br />
If you’re just lifting off or airborne, it’s far safer to fly a<br />
normal pattern, land, and then secure the door. Expect<br />
a climb per<strong>for</strong>mance loss of about 200 feet per minute, and<br />
the need <strong>for</strong> a little extra power <strong>for</strong> level flight, descent,<br />
and flare because of the added drag. You may also notice<br />
some elevator buffet, particularly in the flare. But besides a<br />
slightly reduced climb rate, the need <strong>for</strong> a little extra power<br />
and the possibility of some buffeting, your Beechcraft flies<br />
normally with the <strong>for</strong>ward cabin door open.<br />
Why is a door opening on takeoff a problem? It’s startling,<br />
and it’s loud. <strong>Your</strong> passengers may be scared, and may even<br />
panic. If you have charts, flight logs, or other items<br />
on the copilot seat, the suction will pull them<br />
right out the door. It can get bitterly cold very<br />
rapidly in cool weather with the cabin door open.<br />
The wind may hit a right-seat passenger<br />
directly in the face. Have him or her lean <strong>for</strong>ward<br />
or in toward the pilot to avoid the slipstream.<br />
It may be very difficult to hear over the radio,<br />
especially if there’s a headset plugged into the<br />
copilot side, picking up wind noise. Use your audio panel’s<br />
pilot isolation switch, or reach over and pull your copilot’s<br />
microphone plug out of the jack if you need to reduce<br />
headset noise.<br />
In all cases, remember your first priority: maintain control<br />
of the airplane. On final approach, triple-check that the<br />
landing gear is down. The distraction of an open door has<br />
led to many gear-up landings.<br />
Securing the Door<br />
How do you prevent the door-open-on-takeoff scenario<br />
in the first place? Carefully close and latch the door. As you<br />
rotate the door handle counterclockwise you’ll hear two<br />
clicks. The second click is louder, and signifies that the<br />
door latch is fully rotated into the closed position. You’ll<br />
feel resistance as you rotate the handle, but little resistance<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 19
www.bonanza.org<br />
once it’s clicked into place. Some Beechcraft have a placard<br />
around the door handle that shows when the door handle<br />
has fully rotated.<br />
After closing the door, push in the upper rear corner of<br />
the door, behind the right seat’s headrest. If you can see<br />
movement or daylight, then the door is not fully closed. It<br />
is almost certain to pop open on takeoff in this condition.<br />
Because it’s very important to close the door properly,<br />
we recommend you do this yourself. Don’t leave it to a<br />
passenger, and even if you trust the person in the right seat<br />
to close the cabin door, you should personally verify it is<br />
secure. Note: The extensive latching mechanism of the 58P<br />
Pressurized Baron requires a different securing technique.<br />
<strong>Your</strong> <strong>BPPP</strong> P-Baron instructor will teach you the proper way.<br />
After Landing<br />
I have only been deposed once, as an expert witness, and<br />
it was in the case of a fatal crash following a turbonormalized<br />
Bonanza’s door opening on takeoff. The pilot did everything<br />
right – he continued his climb, flew a normal VFR pattern,<br />
landed, and secured the door. But he failed to complete<br />
a Be<strong>for</strong>e Takeoff check <strong>for</strong> his second departure. In<br />
turbocharged Bonanzas the center of gravity is quite far<br />
<strong>for</strong>ward, and when solo in the aircraft if you trim during<br />
landing the trim may indicate 19 to 21 units up or more<br />
when you touch down. The accident pilot failed to re-trim<br />
<strong>for</strong> takeoff; the Bonanza pitched up on rotation and stalled.<br />
A quick Be<strong>for</strong>e Takeoff check be<strong>for</strong>e every takeoff helps<br />
avoid this type of tragedy.<br />
A “door pop” is a distraction event you should first<br />
experience in a controlled manner with a knowledgeable<br />
flight instructor. The door-open-on-takeoff is a required<br />
item on the <strong>BPPP</strong> transitioning pilot flight training checklist<br />
(with one exception – see the sidebar). Learn how<br />
to properly close the door and check its security, and<br />
experi ence the benign but distracting door open on<br />
takeoff event itself , by enrolling in <strong>BPPP</strong>.<br />
The Effect of<br />
Vortex Generators<br />
B<br />
PPP has a long-established policy of not conducting the<br />
“door open in flight” portion of the flight training syllabus<br />
in Barons equipped with vortex generators. Several events of<br />
severe vibration and “control pumping” occurred in VG-equipped<br />
Barons during <strong>BPPP</strong> training. In a poll of Baron owners published<br />
in the July 2006 ABS Magazine, we learned that several other<br />
pilots have experienced this as well. You can read these member<br />
reports in the ABS Magazine archives at www.bonanza.org. It’s<br />
especially important to properly secure the door be<strong>for</strong>e flight<br />
in VG-equipped airplanes.<br />
20 AMERICAN BONANZA SOCIETY JANUARY 2013
Beechcraft Heritage Museum<br />
Major Sheet<br />
Metal Repairs,<br />
Flight Controls,<br />
and<br />
Wing Specialists<br />
The Last V-Tail<br />
By Wade McNabb<br />
The first arrival <strong>for</strong> the 2012 Beech Party at the Beechcraft Heritage<br />
Museum was actually the last of its kind. I had the opportunity<br />
to deliver a 1982 V35B from Ellington Field in Houston, Texas, to<br />
Tullahoma, Tennessee. Our arrival was one week be<strong>for</strong>e the start<br />
of the event, but that’s the way circumstances played out.<br />
All Bonanza through<br />
King Air Models<br />
BIGGS AIRCRAFT<br />
Phone: 405-258-2965<br />
Fax: 405-258-3016<br />
www.biggsaircraft.com<br />
E-mail: biggsair@yahoo.com<br />
Location: Central Oklahoma<br />
Certified Repair Station #BA2R709K<br />
On February 22, 1984, the last<br />
V-tailed Bonanza, a 1982 V35B, s/n<br />
D-10403, departed Beech field in<br />
Wichita, Kansas. The N-number,<br />
N3735B, represents thirty-seven years<br />
of the Model 35 Bonanza. This fine<br />
aircraft is now owned by museum life<br />
member Mike Burris of Victoria, Texas.<br />
Last spring, with his grandson<br />
attending Space Camp at the nearby<br />
Huntsville Space and Rocket Center,<br />
Mike stopped by <strong>for</strong> a short visit.<br />
He asked if I thought the museum<br />
should have the last Model 35 on<br />
display. Obviously, my answer was<br />
an immediate yes.<br />
With it being Bonanza’s 65th anniversary<br />
that year, the first thought<br />
was to fly the airplane to the EAA<br />
convention in July. Un<strong>for</strong>tunately, a<br />
dis covery during the annual inspec -<br />
tion interfered. Severe corrosion was<br />
22 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
The first arrival <strong>for</strong> the 2012 Beech Party at the Beechcraft Heritage<br />
Museum was actually the last of its kind.<br />
found on the ruddervators, requiring<br />
replace ment of the skins on both<br />
control surfaces.<br />
With this new development, the<br />
game plan was changed to focus on<br />
the Beech Party. Mike and I stayed<br />
in touch over the coming months<br />
with much anticipation. Finally, I<br />
received the call that the airplane<br />
was ready. I quickly found my way<br />
to Houston via a trusty Southwest<br />
Airlines flight, and took a taxi over<br />
to Ellington airfield.<br />
The suspense had been building<br />
all day, until I met Mike’s mechanic<br />
Brian Welling late in the afternoon.<br />
To say N3735B is spectacular is<br />
an understatement. Meticulously<br />
main tained and loaded with upgrades,<br />
one cannot help but be<br />
impressed. I clambered up the<br />
wing and crawled inside to find<br />
an impressive array of avionics.<br />
Garmin, Sandel, JPI, and so on adorn<br />
the panel.<br />
Opening the cowling reveals<br />
another round of enhancements,<br />
including an approximately 200-<br />
hour IO-550, D’Shannon baffles, air<br />
conditioning, and polished firewall.<br />
After looking the airplane over carefully,<br />
flying it locally <strong>for</strong> about 15<br />
minutes, and going over it one more<br />
time, I headed <strong>for</strong> Tennessee.<br />
Cruising along at 11,000 feet and<br />
167 knots true airspeed, lean of peak,<br />
resulted in a fuel burn of 12.2 gallons<br />
per hour. We arrived after 3 hours<br />
26 minutes and 686 miles flown, <strong>for</strong><br />
an average of 199.8 miles per hour,<br />
or 173.6 knots ground speed. Not bad<br />
<strong>for</strong> a 30-year-old Bonanza!<br />
The fun was just beginning. One<br />
of the highlights of Beech Party is<br />
the flying, and I had the chance to<br />
give a couple of rides in N3735B. On<br />
Thursday morning, as we cruised over<br />
the beautiful countryside, surveyed the<br />
Jack Daniels’ Distillery, and admired<br />
the calm air, retired commercial airline<br />
pilot and pas sionate vintage<br />
aircraft owner John Turgyan shared<br />
his thought, “It doesn’t get much better<br />
than this!”<br />
Realize the Potential of your Bonanza!<br />
Powerplant Upgrades<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 23
www.bonanza.org<br />
The next mission was a Saturday morning breakfast flight from<br />
Tulla homa to Big South Fork Air park, ap proximately 100 miles away.<br />
An other perfect morning flight, albeit a bit cool. Originally, we<br />
intended to use the museum’s A36 <strong>for</strong> a photo mission with N3735B,<br />
but really didn’t want to pull the door off given the tem per ature. Our<br />
photographer adamantly agreed.<br />
The weather didn’t prevent a training session on the way back,<br />
as <strong>for</strong>ma tion guru Robert Siegfried II instructed me on the finer points<br />
of station keep ing, or maintaining a constant position relative to<br />
another airplane in flight. This was quite a workout, considering both<br />
the distance and the rough air. A few good photos came from this<br />
outing, even though the airplane was<br />
in focus one second and completely<br />
out of frame the next.<br />
Fine Aircraft Refurbishing<br />
N3735B’s new home is the museum’s<br />
Beech Center, where it is parked<br />
717. 394 . 5805<br />
adjacent to D-18, an impeccably original<br />
1947 Model 35. The two extremes<br />
.• 21 Years of Aircraft Refinishing Excellence<br />
.• Proven Quality Products by Akzo-Noble Aerospace<br />
of the production spectrum highlight<br />
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many similarities as well as important<br />
.• Industry Leading 3 Year Warranty<br />
improvements over the years. We are<br />
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certainly grateful to Mr. Burris <strong>for</strong> his<br />
most generous loan. Personally, I am<br />
.• Deep Background in Beechcraft Baron<br />
not in any hurry to return his airplane.<br />
www.lancasteraero.com<br />
New Airworthiness<br />
Issues<br />
Service in<strong>for</strong>mation, bulletins, and Airworthiness<br />
Directives are time-sensitive safety in<strong>for</strong>mation.<br />
Watch www.bonanza.org, ABS Hangar Flying,<br />
and ABS’s weekly e-publications <strong>for</strong><br />
airworthiness issues as they arise.<br />
This item<br />
was recently posted:<br />
➤ The Federal Aviation Administration<br />
has amended the rule<br />
requiring updates of GPS databases<br />
in certified, installed equipment.<br />
The new rule “allows pilots<br />
operating aircraft equipped with<br />
certificated avionics… to per -<br />
<strong>for</strong>m updates of aero nautical<br />
databases.” Formerly many database<br />
updates were required to<br />
be done by cer tificated mechanics<br />
or avionics facilities.<br />
24 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
Safety<br />
Recommendations<br />
<strong>for</strong> ECi Cylinder Parts<br />
NTSB Makes Safety<br />
Recommendations <strong>for</strong> ECi<br />
Cylinder Parts<br />
This is on an Ultimate Engines-rebuilt IO-550 in an A36. The pilot made<br />
it back to his home base and it was still running after he landed. The ECi<br />
cylinders have 1100 hours time in service (TIS) and have never been off<br />
the engine. I per<strong>for</strong>med an annual on the airplane 36 operating hours<br />
be<strong>for</strong>e the failure, and the compression in this cylinder at that time was<br />
75/80. There weren’t any signs of staining on the cylinders then, and if<br />
you look at these photos there isn’t any now either. They must really let<br />
go fast when they go. These cylinders do not fall under any of the ADs<br />
affecting ECi cylinders.<br />
I would only hope the FAA listens to the NTSB’s 2011 recommen -<br />
dation regarding ECi (right) and extends the AD to cover more of these<br />
cylinders be<strong>for</strong>e someone else gets killed.<br />
—Dick Pedersen, ABS Technical Advisor<br />
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Cylinder Assemblies Failed<br />
Due To Fatigue Cracking<br />
In a 2011 letter to acting FAA Adminis<br />
trator Michael Huerta, the NTSB rec ommended<br />
that the agency require repetitive<br />
inspection of Engine Components,<br />
Inc. cylinder assemblies produced<br />
between <strong>May</strong> 2003 and October 2009<br />
(serial numbers 7709 through 52884)<br />
installed on Teledyne Continental Motors<br />
model 520 and 550 engines and removal<br />
of these cylinder assemblies once they<br />
reach the engine manu facturer’s recommended<br />
normal time (hours) in service<br />
between overhauls.<br />
In its letter, the NTSB says that since<br />
2000, “the ... Board has examined<br />
numerous Engine Components, Inc.<br />
(ECi) reciprocating engine cylinder<br />
assemblies that failed due to fatigue<br />
cracking that initiated in the root of<br />
the cylinder head thread, eventually<br />
resulting in loss of compression and/<br />
or separation of the cylinder head<br />
into two pieces. These failures involved<br />
new assemblies installed on<br />
Lycoming and Teledyne Continental<br />
Motors engines, and many resulted in<br />
fatal accidents.<br />
“Although the FAA has issued several<br />
airworthiness directives (AD) applicable<br />
to certain new ECi cylinder assemblies<br />
used on Lycoming and TCM engines to<br />
address this issue, similar fatigue failures<br />
in other new ECi cylinder assemblies<br />
installed on TCM engines have been<br />
identified but are not covered by an<br />
existing AD. Because fatigue cracking<br />
and separation of cylinder assemblies<br />
in piston-engine aircraft is a serious<br />
safety issue, this letter recommends<br />
26 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
corrective action <strong>for</strong> certain new ECi<br />
cylinders used on TCM engines.”<br />
NTSB and FAA representatives<br />
<strong>for</strong>med a task <strong>for</strong>ce in 2005 to study<br />
fatigue failures of cylinder heads, which<br />
at that point included domestic and<br />
<strong>for</strong>eign failures. In 2006, the task <strong>for</strong>ce<br />
visited several facilities, including ECi,<br />
and observed the entire manufacturing<br />
process, from casting of the cylinder<br />
heads to cylinder assembly. The NTSB<br />
continued examining failed cylinders<br />
and updating the FAA’s aircraft certification<br />
office responsible <strong>for</strong> oversight<br />
of ECi. Following a meeting of NTSB,<br />
FAA, and ECi representatives in October<br />
2006 to discuss the cylinder head fa tigue<br />
failure issue, ECi designed and manufac<br />
tured a fatigue test fixture that simu<br />
lates the cylinder head temperature<br />
and pres sure cycles experienced by a<br />
cylin der on an operating engine. After<br />
run ning numerous tests, ECi changed<br />
the manu acturing process <strong>for</strong> its<br />
cylinder assem blies in October 2009<br />
to pro vide an increased interference<br />
fit at the shrink band and between the<br />
cylinder head and the cylinder barrel<br />
threads but remaining within the limits<br />
of the approved design.<br />
During a meeting in January 2011<br />
between ECi, the FAA, and the NTSB,<br />
ECi produced data on the cylinder<br />
assem bly failures and recommended<br />
that the FAA issue an AD to mandate<br />
inspection and replacement of any<br />
discrepant cylinders; however, the FAA<br />
has not taken the recommended action<br />
<strong>for</strong> those cylinders not currently covered<br />
by an AD. Since the design improvement<br />
in October 2009, there were no reported<br />
cylinder head fatigue fail ures on ECi<br />
cylinder assemblies installed on model<br />
520 and 550 engines be<strong>for</strong>e the January<br />
2011 meeting. Although ECi’s changes<br />
to the manu facturing process may increase<br />
the fatigue strength of new production<br />
cylinder heads, a large population<br />
of potentially discrepant cylinder<br />
assem blies remains in service without<br />
any required corrective action.<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 27
<strong>Insurance</strong><br />
How <strong>Training</strong> Programs<br />
Affect <strong>Your</strong><br />
<strong>Insurance</strong><br />
ABS <strong>BPPP</strong> LIVE and <strong>BPPP</strong><br />
Online+Flight <strong>Training</strong><br />
<strong>BPPP</strong> Live Event<br />
Daytona Beach, Florida Saturday January 19, 2013<br />
The Best in Beechcraft Pilot <strong>Training</strong> <br />
Only $695<br />
Tuition Includes 4 Hours<br />
<strong>BPPP</strong> Flight <strong>Training</strong><br />
(scheduled individually)<br />
Enroll nOw at<br />
www.bonanza.org<br />
or call 316-945-1700<br />
On the Campus<br />
of Embry Riddle<br />
Aeronautical University<br />
www.erau.edu<br />
At Daytona Beach<br />
Airport (KDAB)<br />
Classroom Only Tuition<br />
(no flight): $200<br />
Time<br />
Topic<br />
0900 Emergency Procedures: The Bold Print<br />
What you need to know from memory, and how to remember<br />
when you need it.<br />
Speaker: Thomas P. Turner, Executive Director<br />
ABS Air Safety Foundation, Master CFI<br />
1030 The Paperless Cockpit: Real-World EFB and ADS-B<br />
Using ForeFlight and Stratus in your Beechcraft<br />
Speaker: Jenifer Pekar, <strong>BPPP</strong> Instructor, CFI/CFII/MEI<br />
Success Aviation, Houston, Texas<br />
1200 Catered Lunch<br />
1300 Beechcraft Fuel Management<br />
Most Beech engine failures result from fuel issues.<br />
Here’s how to avoid them.<br />
Speaker: Thomas P. Turner, Executive Director<br />
ABS Air Safety Foundation, Master CFI<br />
1430 ABS Tech Tips Forum<br />
Five common Beech squawks that are preventable by the pilot/<br />
Ask the ABS Tech <strong>for</strong>um<br />
Speaker: Curtis Boulware, ABS Technical Advisor, A&P/IA<br />
George Baker Aviation , New Smyrna Beach, FL.<br />
1545 Twin Time: Identify, Verify, Feather: Now What?<br />
Decision-making begins after you shut down an engine.<br />
What are your options?<br />
Speaker: Thomas P. Turner, Executive Director<br />
ABS Air Safety Foundation, Master CFI<br />
Dr. STEvE OLIvEIrA PHOTO<br />
By John Allen<br />
www.bonanza.org<br />
<strong>BPPP</strong><br />
Online+Flight<br />
Many ABS members<br />
have asked us what<br />
effect the new ABS’s<br />
<strong>BPPP</strong> Online + Flight<br />
training option has on their insurance<br />
policy. Fortunately, virtually<br />
every aviation insurance provider<br />
has approved <strong>BPPP</strong> Online+Flight<br />
<strong>for</strong> their insureds that require annual<br />
training in Bonanza or Baron aircraft.<br />
The underwriters feel that the<br />
model-specific in<strong>for</strong>mation in the<br />
program is one of the best sources<br />
of safety in<strong>for</strong>mation available in<br />
the industry.<br />
Most underwriters routinely require<br />
some sort of training every year in<br />
ABS-type aircraft. That training can<br />
be as simple as an IPC or as complex<br />
as simulator training. Studies have<br />
proven that make and model specific<br />
training lowers the accident rate and<br />
saves lives. That is the principal reason<br />
the ABS Air Safety Foundation created<br />
and implemented the original <strong>BPPP</strong><br />
training program in 1983. <strong>BPPP</strong> was<br />
eagerly accepted by the insurance<br />
community and has been a very success<br />
ful training plat <strong>for</strong>m. It remains<br />
as one of the best train ing sources <strong>for</strong><br />
Bonanza and Baron owners. Un<strong>for</strong>tunately,<br />
it was not a viable alter na tive<br />
<strong>for</strong> many ABS members due to cost or<br />
time considerations, and that is where<br />
the Online + Flight option comes in.<br />
By allowing the pilot to complete<br />
the ground school portion online at<br />
their own pace and then scheduling<br />
the flight portion at a convenient time,<br />
members now have the flexibility to<br />
integrate training into their busy lives.<br />
It also saves on the cost of training as<br />
28 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
<strong>BPPP</strong> Online+Flight is less expensive<br />
and does not require extra fuel to travel<br />
to the training site, and eliminates other<br />
travel costs such as food and lodging.<br />
The insurance companies are not<br />
only approving this new training option,<br />
they are embracing it along with <strong>BPPP</strong><br />
LIVE by providing the same discounts<br />
to aircraft owners who complete<br />
either option. Most companies offer<br />
a 5% premium discount. There are a<br />
couple who offer 7.5% to 10% discounts,<br />
which will cover most of if not all of the<br />
cost of the training in many cases – <strong>for</strong><br />
the first time, insurance discounts<br />
may completely pay the cost of typespecific<br />
training.<br />
In addition to the premium savings,<br />
another benefit of these training<br />
plat<strong>for</strong>ms is the ability to purchase<br />
higher limits of liability coverage. Most<br />
companies feel a better-trained pilot<br />
deserves the opportunity to carry more<br />
liability protection, and will only offer<br />
the higher liability limits to those who<br />
complete recognized training like <strong>BPPP</strong><br />
Online+Flight annually.<br />
When you consider these benefits<br />
and the additional safety that is gained<br />
from <strong>BPPP</strong>, it is difficult to understand why<br />
anyone would not want to participate.<br />
If you are currently insured through<br />
the ABS insurance program and<br />
are taking the <strong>BPPP</strong> LIVE or <strong>BPPP</strong><br />
Online+Flight, these discounts are<br />
already built into your premium. If you’re<br />
currently insured elsewhere, please give<br />
us a call so we can discuss your options<br />
and help you realize these benefits. You<br />
will be glad you did.<br />
John Allen is president and<br />
owner of Falcon <strong>Insurance</strong><br />
Agency, which he founded in<br />
1979 in Austin, Texas. Falcon<br />
now has 12 offices across the country<br />
employing over 90 full-time aviation<br />
insurance professionals. Prior to entering<br />
the aviation insurance industry as an<br />
underwriter <strong>for</strong> USAIG, John served in the<br />
United States Air Force as a pilot.<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 29
www.bonanza.org<br />
New Beechcraft<br />
Pilot <strong>Training</strong><br />
Products<br />
From the ABS Air Safety Foundation<br />
The ABS Air Safety Foundation announces<br />
availability of the ABS/<strong>BPPP</strong> Guides to<br />
Initial Pilot Checkout. Guides are available<br />
<strong>for</strong> all models of the Bonanza, Debonair,<br />
Baron, and Travel Air. These are part of an expanding<br />
series of ABS pilot training guides. All are available free<br />
to members through the PILOT TRAINING/<strong>BPPP</strong> menu<br />
selection on the left at www.bonanza.org.<br />
The ABS/<strong>BPPP</strong> Guide to Initial Pilot Checkout series<br />
gives aircraft owners and flight instructors a checklist<br />
<strong>for</strong> the critical initial pilot transition, <strong>for</strong> instances when<br />
the pilot is unable to attend <strong>BPPP</strong> (online or live) and<br />
is unable to schedule with an instructor experienced in<br />
the model of Beechcraft being flown. A number of downloadable<br />
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30 AMERICAN BONANZA SOCIETY JANUARY 2013
The Guides are not a substitute <strong>for</strong><br />
<strong>BPPP</strong> or other type-specific training,<br />
but direct the pilot and instructor into<br />
the manuals to cover the most critical<br />
safety and operational issues to protect<br />
the pilot, his or her passengers, and<br />
the airplane until the pilot can complete<br />
more <strong>for</strong>mal instruction. The<br />
Guides also serve as reference materials<br />
<strong>for</strong> students of the new ABS Flight<br />
Instructor Academy, and <strong>for</strong> instructors<br />
who may have Beech experience but<br />
are asked to provide initial or recurrent<br />
training in models of Beechcraft they<br />
have not flown be<strong>for</strong>e.<br />
It’s critical that a pilot get a typeknowledgeable<br />
transition when moving<br />
from one model of Beechcraft to<br />
another as well – the differences in<br />
systems and piloting techniques<br />
between an A35, an A33, an A36, and<br />
an A36TC are huge, <strong>for</strong> example, but<br />
many instructors don’t know the<br />
distinctions. The ABS/<strong>BPPP</strong> Guides<br />
prepare both pilot and flight instructor<br />
to make the transition from one model<br />
of Beechcraft to another.<br />
The Guide to Initial Pilot Checkout<br />
series, the ABS Flight Instructor Academy,<br />
and many other products of the ABS<br />
Air Safety Foundation are only possible<br />
through your generous, tax-deductible<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 31
Safety Pilot<br />
By Thomas Turner<br />
You are the Lead<br />
From the NTSB:<br />
Eight airplanes were flying in <strong>for</strong>mation. Their pilots regularly flew <strong>for</strong>mations<br />
together. Three airplanes were in each of the first two elements, and two airplanes<br />
were in the third element. The first element descended to an estimated 500 to 1000<br />
feet above ground level and proceeded up a canyon. The lead descended into the<br />
canyon and the other airplanes followed about 500 feet behind. The pilot of the<br />
number three airplane estimated he was about 200 feet above the leader’s altitude<br />
and number two airplane was between them. As the airplanes proceeded toward<br />
the end of the canyon, the pilot of the number three airplane became concerned<br />
about terrain clearance and decided to exit the <strong>for</strong>mation. He initiated a hard pull up<br />
to the left and began to climb. After completing about 15° of turn he saw the lead<br />
airplane collide with trees and terrain. The number two airplane was a little to the<br />
right of the lead when it collided with the terrain. Both airplanes came to rest within<br />
75 feet of each other about 400 feet below the crest of the saddle at the end of<br />
the canyon. Three aboard the lead airplane, a V35A, and three aboard the<br />
number two airplane, an S35, perished.<br />
NTSB Probable Cause:<br />
• V35A (lead): The pilot’s inadequate in-flight planning and failure to maintain an<br />
adequate terrain clearance altitude within the canyon.<br />
• S35 (#2): The pilot’s inadequate in-flight planning and failure to maintain an<br />
adequate terrain clearance altitude within the canyon.<br />
Notice there’s no<br />
difference in the<br />
probable cause issued<br />
in the two individual<br />
NTSB reports (LAX02FA211 and<br />
LAX02FA212). There’s an important<br />
point that is often overlooked in<br />
recreational <strong>for</strong>mation flying circles:<br />
There is no provision in the Federal<br />
Air Regulations <strong>for</strong> abdicating<br />
pilot-in-command responsibility<br />
to anyone outside the aircraft,<br />
including <strong>for</strong>mation lead. Any pilot<br />
approaching an unsafe condition,<br />
including violations of airspace,<br />
minimum safe altitudes, and<br />
visibility and cloud clearance<br />
requirements when not operating<br />
on an IFR clearance, should<br />
immediately execute the briefed<br />
break-<strong>for</strong>mation maneuver and<br />
avoid the hazard. That’s what<br />
the third pilot did.<br />
Caution,<br />
Formation Wake<br />
Turbulence<br />
An ABS member who flies<br />
<strong>for</strong>mation extensively in a Beech<br />
Travel Air contacted me recently with<br />
video taken from his wingman on<br />
takeoff. The Bonanza had apparently<br />
encountered strong wake turbulence<br />
behind the Travel Air, requiring<br />
“full control deflection” because the<br />
Bonanza was “shoved off the runway<br />
just after rotation.” The Bonanza<br />
pilot had a similar encounter behind<br />
the Travel Air on landing from the<br />
same flight.<br />
This was not the first time Bonanzas<br />
following the Travel Air have reported<br />
32 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
extremely strong wake turbulence<br />
behind the twin, much stronger than<br />
what the same pilots have experienced<br />
behind Barons. Pilots flying<br />
on the wing of other Travel Airs have<br />
reported similar events – the pilot<br />
who spoke with me knows of “10<br />
confirmed reports of upsets.” Like<br />
the Boeing 757, which puts out far<br />
more wake turbulence than similar<br />
airplanes, there seems to be something<br />
about the Beech Travel Air that makes<br />
its wake disproportionately strong.<br />
I suggested to the pilot: “Keep the<br />
Travel Air in the aft most position in<br />
<strong>for</strong>mation on all future flights. You’re<br />
doing this <strong>for</strong> fun, not <strong>for</strong> some sort<br />
of ‘mission,’ and with the utmost<br />
respect and friendship it’s only ego<br />
that would make you want to be in<br />
any other position besides the very<br />
back of the <strong>for</strong>mation knowing what<br />
you know. I know you abhor the<br />
idea of causing an upset close to<br />
the ground that cannot be corrected<br />
in time, and would have a very<br />
hard time living with yourself if that<br />
happened given you know there’s an<br />
unmapped but <strong>for</strong>eseeable hazard.<br />
Recreational <strong>for</strong>mation flight is just<br />
a (demanding) hobby.”<br />
The pilot replied: “You are absolutely<br />
correct. What you have done<br />
is highlight a very important rule<br />
that I understand extremely well,<br />
but <strong>for</strong> some reason ignored in this<br />
situation: The worst thing we can do<br />
in life is to cause harm to someone<br />
else because of something we did.<br />
The Travel Air is a perfect <strong>for</strong>mation<br />
target <strong>for</strong> Bonanzas. It is heavy,<br />
stable and can easily fly the slower<br />
speeds. This is why I am often asked<br />
to lead <strong>for</strong>mations. However, you<br />
are absolutely correct that the wake<br />
issue is a well-known problem that I<br />
have spoken of several times be<strong>for</strong>e.<br />
I should have acted when the issue<br />
first arose. There is a wake danger<br />
associated with the Travel Air. It is<br />
real. Both I and the group’s other<br />
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pilot and editor,<br />
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Read the full review<br />
in the November<br />
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Aviation.<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 33
www.bonanza.org<br />
Congratulations to these ABS members<br />
who have earned ABS AVIATOR status.<br />
To participate, send copies of your training<br />
certificates to absmail@bonanza.org,<br />
or fax (316) 945-1710 attn: ABS AVIATOR.<br />
Level 1<br />
Grant Haddix, Katy, Texas<br />
Level 4<br />
David Sperr<br />
Anderson, South Carolina<br />
Level 5<br />
Glenn Caldwell<br />
Garnett, Kansas<br />
Tony Pelletier<br />
Magnolia, Texas<br />
Level 6 – lifetiME ABS<br />
MASter AVIAtorS<br />
Steve Oxman<br />
Riva, Maryland<br />
Dan Hosapple<br />
Louisville, Kentucky<br />
pilots have flown with Bonanzas and<br />
Barons, and no one has reported any<br />
wake issues like those associated with<br />
the Travel Air.”<br />
As impressive, instructive, safe, and<br />
fun as recreational <strong>for</strong>mation flying<br />
can be, the FAA will not accept “my<br />
lead took me there” as an excuse<br />
<strong>for</strong> a violation. More importantly, it<br />
will be little consolation to the family<br />
to hear the pilot was unwise enough<br />
to follow a hobbyist <strong>for</strong>mation lead<br />
into a deadly crash. Formation flying<br />
involves skill and trust, but despite<br />
emulating a military operation it is<br />
not a “mission.” The temptation to<br />
“get there” in a mass arrival, to honor<br />
the fallen in a fly-over at a funeral,<br />
to complete a <strong>for</strong>mation training<br />
session, to impress the crowd at a<br />
gathering or air show, or to be the<br />
<strong>for</strong>mation lead cannot overshadow<br />
the need to verify safe altitudes,<br />
maintain spacing, change which<br />
airplane is in the lead if needed, or<br />
scrub the flight if ceiling or visibility<br />
is too low or winds or turbulence are<br />
too great.<br />
Watch your lead, but make your<br />
own decisions. You are the pilot-incommand,<br />
and totally responsible<br />
<strong>for</strong> the conduct and outcome of your<br />
flight…even more so when operating<br />
in close proximity to other aircraft<br />
and obstructions.<br />
Thomas P. Turner,<br />
ABS Air Safety Foundation<br />
Executive Director has three<br />
times been accredited as a<br />
Master CFI, was the 2010<br />
National FAA Safety Team<br />
Representative of the Year,<br />
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34 AMERICAN BONANZA SOCIETY JANUARY 2013
The Best Planes at the Best Prices<br />
1981 Beechcraft Baron 58<br />
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Who Goes There?<br />
By Gary Bartlow<br />
When I first started flying, I made sure my aircraft had<br />
back-up, redundant systems wherever I could purchase,<br />
install, and operate them. (Except <strong>for</strong> the lowly single<br />
engine – why operate a twin with twice as much chance<br />
of an engine failure? In many situations, the remaining operating engine<br />
has just enough power to get you to the crash site.) I figure my piece of<br />
airborne machinery has several failure modes that put my posterior at risk,<br />
and anything I could do to <strong>for</strong>estall such an event would be to my ultimate<br />
advantage. Especially when IFR.<br />
So my aircraft has dual NAV/<br />
COMMs, dual GPS’s, dual glideslopes,<br />
PFD backed up with an MFD, Weather,<br />
Synthetic vision, Strikefinder, EGT/<br />
CHT/Fuel Totalizer, back-up electric<br />
attitude indicator, back-up pressure<br />
system, etc. And so I went happily<br />
flying, believing that I had analyzed<br />
the risks, compensated logically <strong>for</strong><br />
same, and achieved a modicum of<br />
very low-risk flying.<br />
Until, in one three-month period,<br />
two events happened that shattered<br />
my “low-risk flying” world. The first<br />
occurred while I was practicing<br />
in stru ment approaches near San<br />
Diego with my instructor, Jean. I<br />
was duti fully wear ing my Foggles,<br />
appropri ately blind to any outside<br />
distur bances, headed north from<br />
Gillespie toward Ramona over San<br />
Vicente Lake. Suddenly, the control<br />
wheel was jerked from my grasp,<br />
rotated 90 degrees to the left, and<br />
then just as quickly rotated back 180<br />
degrees, and then settled at level<br />
again. Though the control wheel may<br />
have been settled, I was not!<br />
“What happened? What’s wrong?”<br />
I croaked into the mike.<br />
Jean responded, “I didn’t want<br />
to hit that Mooney that just flew<br />
past us.”<br />
Affirming that was probably a<br />
good idea, and beginning to breathe<br />
again, I asked, “Was that close?”<br />
“No. Yes.” <strong>May</strong>be.” Kind of…”<br />
Not knowing exactly how to rank<br />
“kind of” with posterior salvation,<br />
the first event thus began <strong>for</strong>ming<br />
the idea in the dim recesses of my<br />
brain that I had better think about a<br />
back-up system to my eyes to avoid<br />
the problem of “near misses.” (This<br />
is stupid terminology when you<br />
think about it. “Near miss” implies<br />
that you nearly missed them, but<br />
actually hit them! “Near Hit” would<br />
be more accu rate.) So a back-up traffic<br />
observer system began to sound<br />
pretty good.<br />
36 AMERICAN BONANZA SOCIETY JANUARY 2013
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Three months later I was on final to Runway 17 at Gillespie<br />
and was cleared to land. As I dutifully monitored other<br />
traffic on the radio, I heard a Learjet report in 10 miles<br />
out, and ask permission <strong>for</strong> a high-speed pass over Runway<br />
27 Right. Permission was granted. I was on short final, gear<br />
and flaps down, concentrating on the landing, and I glanced<br />
up to check <strong>for</strong> cross traffic on 27L and 27R. And I looked<br />
right into the cockpit of a Learjet at my level, going 200+<br />
knots left to right across my nose. My nose, not the Bonanza’s<br />
nose. I could see the pilot and co-pilot focused on their<br />
high-speed pass, oblivious to the Bonanza about to disrupt<br />
the airflow over their pocket rocket. I pushed hard to dive<br />
as the Lear went screaming overhead. I flared, landed, and<br />
came to a stop on the runway with knees and body shaking<br />
so hard I couldn’t press on the brakes or speak <strong>for</strong> several<br />
sec onds. The controller apologized pro fusely: “Sorry, 22<br />
Uni<strong>for</strong>m, he got here much quicker than I imagined!”<br />
After repeating “No harm, no foul” over and over again<br />
to myself, I taxied to AiRepair and asked the mechanics<br />
who had observed my landing, “Was that close?” (Note<br />
to myself: This was the second time I had used that exact<br />
phrase in conjunction with heavier-than-air flight.)<br />
“Yes, that was close,” was the reply. “Way too close!”<br />
A Traffic Avoidance System (TAS) from Goodrich was<br />
now definitely in my to-do list. Immediately! At the time, a<br />
TAS system was very expen sive, so I spent many hours<br />
reading and discussing the installation nuan ces be<strong>for</strong>e<br />
approving the purchase. The convincing remark from the<br />
in staller, in response to my question, “What comment do<br />
the pilots who have installed this system have about it?”<br />
was “100 percent of them say it was worth every cent!” And<br />
it quickly proved to be true.<br />
The first time the system called out traffic at my altitude<br />
going in the opposite direction that neither I nor SoCal had<br />
seen, and I watched as a Baron went streaking by my left<br />
wing a half mile away, I reached up and patted the instrument<br />
panel: “Good ol’ Traffic System. You are worth every cent!”<br />
It has proven to be very com<strong>for</strong>ting over the years as I<br />
watch traffic that changes from a diamond to a yellow<br />
circle (potential intercept vector com puted), observe it or<br />
hear SoCal call it, and I can respond, “We have the traffic.”<br />
My shaky knees are only from old age now, which is just<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 37
www.bonanza.org<br />
ABS Board<br />
Term<br />
Expires<br />
President<br />
Keith Kohout (Area 2) *2013<br />
4630 Airport Rd., Suite 104<br />
Cincinnati, OH 45226<br />
Phone: 513-479-2533<br />
e-mail: kk@hangar26.com<br />
Vice President<br />
Bob Goff (Area 3) *2015<br />
1963 South Creek Blvd.<br />
Port Orange, FL 32128<br />
Phone: 231-342-8040<br />
e-mail: robert.goff6@gmail.com<br />
Treasurer<br />
Ward Combs (Area 6) *2015<br />
10474 Stardust Lane<br />
Blair, NE 68008<br />
Phone: 402-426-8041<br />
e-mail: wacii@abbnebraska.com<br />
Secretary<br />
Ron Hyde (Area 5) *2014<br />
PO Box 569, #1 Airport Rd.<br />
Kenedy, TX 78119<br />
Phone: 830-583-5930<br />
e-mail: ronhyde7@gmail.com<br />
Term<br />
Expires<br />
Lorne Sheren, M.D. (Area 1) *2013<br />
PO Box 404, New Vernon, NJ 07976<br />
Phone: 908-295-8106<br />
e-mail: sherenl@att.net<br />
Cameron G. Brown (Area 4) 2013<br />
150 Riverside Rd., Rock<strong>for</strong>d, IL 61114<br />
Phone: 815-490-6750<br />
Email: camsybil@gmail.com<br />
Tom Rosen (Area 7) *2014<br />
633 Rustic Ranch Ln.<br />
Lincoln, CA 95648<br />
Phone: 916-408-8666<br />
e-mail: tsrosen@pacbell.net<br />
John Annable, M.D. (Area 8) *2015<br />
20911 Earl St. #440<br />
Torrance, CA 90503<br />
Phone: 310-542-0455<br />
e-mail: Johnannable6@msn.com<br />
Ron Timmermans (at large) 2014<br />
4815 Stam<strong>for</strong>d Ct.<br />
Orlando, FL32826<br />
817-312-7464<br />
rontimmermans@att.net<br />
* Second and/or final term<br />
Area 1: Connecticut, Delaware, Maine, Massachusetts, New Hampshire,<br />
New Jersey, New York, Pennsylvania, Rhode Island, Vermont.<br />
Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan, Washington, D.C.,<br />
West Virginia, Canada, and all other <strong>for</strong>eign countries except Mexico.<br />
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Montana, South Dakota, Utah, Wyoming.<br />
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1985 - 1986: John E. Pixton*<br />
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1990 - 1991: Ray L. Leadabrand*<br />
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1993 - 1994: John H. Kilbourne<br />
1994 - 1996: Barrie Hiern, MD*<br />
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1997 - 1998: Willis Hawkins*<br />
1998 - 1999: William C. Carter<br />
1999 - 2000: Tilden D. Richards<br />
2000 - 2001: Jon Roadfeldt<br />
2001 - 2002: Harold Bost<br />
2002 - 2003: Jack Threadgill<br />
2003 - 2004: Jack Hastings, MD<br />
2004 - 2006: Craig Bailey<br />
2006 - 2007: Jon Luy<br />
2007 - 2008: Arthur W. Brock<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 39
Forum<br />
ABS Idea and In<strong>for</strong>mation Exchange<br />
The Forum section is intended as a space <strong>for</strong> members to respond to articles<br />
printed in the magazine, or to share their knowledge of a helpful idea <strong>for</strong> other<br />
members. Send your words and photos to absmail@bonanza.org.<br />
Dear ABS: I’m not sure if you can tell but I have never signed in to<br />
begin my <strong>BPPP</strong> Online training. I have been having some medical<br />
issues, like lots of us older pilots, but last week I got the big one from<br />
the FAA. Reapplication <strong>for</strong> my special issuance medical was denied<br />
and I had to send my medical certificate back. I’m not going to appeal;<br />
it’s time to enjoy other things. I’m not asking <strong>for</strong> my money back<br />
but I was wondering since I didn’t use the service if my fee could be<br />
transferred to the ABS Safety Foundation. If so that would be great.<br />
Thanks <strong>for</strong> all your help and <strong>for</strong> the great job ABS does <strong>for</strong> us all.<br />
—Van Gurley<br />
Dear Van: I’m very sorry your flying career has come to an end,<br />
and am honored you chose to make this donation so that others may<br />
continue to fly safely. Thank you very much. I wish you many years of<br />
enjoying the “other things.”<br />
Thomas P. Turner, ABS Air Safety Foundation<br />
[ABS Life Member Van Gurley has been a member of ABS since 1994.<br />
He owns a 2003 A36. —ed.]<br />
In the past, I and several other<br />
people have complained about the<br />
late model Beechcraft main gear<br />
not having a zerk to grease the pivot<br />
point where the gear attaches to the<br />
airframe. Well, I was looking over the<br />
late model gear a guy was picking up<br />
today and look what I found: Where<br />
the bolt goes through the gear, there is<br />
a small hole that can be greased with<br />
a needle fitting on your grease gun. It<br />
would be very hard to see when the<br />
gear is on the plane – but it’s there!<br />
I bet 90 percent of the airplanes out<br />
there with this type of gear never get<br />
greased. —Kevin O’Halloran<br />
I would like to make a small addition<br />
to Bill Compton’s excellent “Switch at<br />
the Twitch” article in the November<br />
ABS Magazine.<br />
I fly a J35 with 53 useable gallons<br />
of fuel, and there are times when I<br />
have to burn all the fuel out of various<br />
tanks. My wife hates it when I run a<br />
tank dry even if I have warned her, so<br />
I came up with a simple alarm system.<br />
As the fuel in the tank in use gets near<br />
empty I simply tell her to watch the<br />
fuel flow (actually pressure) gage <strong>for</strong><br />
the “twitch.” You have never seen such<br />
intense concentration on one gage! As<br />
soon as the needle wiggles the alarm<br />
immediately goes off! I simply switch<br />
tanks be<strong>for</strong>e the engine misses a beat<br />
and everyone is happy. —Jim Averett<br />
42 AMERICAN BONANZA SOCIETY JANUARY 2013
<strong>BPPP</strong> Live Event<br />
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Topic<br />
0900 Emergency Procedures: The Bold Print<br />
What you need to know from memory, and how to remember<br />
when you need it.<br />
Speaker: Thomas P. Turner, Executive Director<br />
ABS Air Safety Foundation, Master CFI<br />
1030 The Paperless Cockpit: Real-World EFB and ADS-B<br />
Using ForeFlight and Stratus in your Beechcraft<br />
Speaker: Jenifer Pekar, <strong>BPPP</strong> Instructor, CFI/CFII/MEI<br />
Success Aviation, Houston, Texas<br />
1200 Catered Lunch<br />
1300 Beechcraft Fuel Management<br />
Most Beech engine failures result from fuel issues.<br />
Here’s how to avoid them.<br />
Speaker: Thomas P. Turner, Executive Director<br />
ABS Air Safety Foundation, Master CFI<br />
1430 ABS Tech Tips Forum<br />
Five common Beech squawks that are preventable by the pilot/<br />
Ask the ABS Tech <strong>for</strong>um<br />
Speaker: Curtis Boulware, ABS Technical Advisor, A&P/IA<br />
George Baker Aviation , New Smyrna Beach, FL.<br />
1545 Twin Time: Identify, Verify, Feather: Now What?<br />
Decision-making begins after you shut down an engine.<br />
What are your options?<br />
Speaker: Thomas P. Turner, Executive Director<br />
ABS Air Safety Foundation, Master CFI<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 43<br />
Sponsored by Starr <strong>Insurance</strong><br />
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44 Order Today: www.bonanza.org AMERICAN • BONANZA 316-945-1700 SOCIETY • Fax: 316-945-1710 JANUARY 2013<br />
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Forum<br />
ABS Idea and In<strong>for</strong>mation Exchange<br />
Continued<br />
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I’ve been a member of the ABS since 2009 with a long-term dream of<br />
owning a Beechcraft and specifically a B55. After a three-year search <strong>for</strong><br />
the right Baron <strong>for</strong> us, my wife Kathryn and I became owners of N47TG, a 1980<br />
B55 this past week. The flight from North Carolina to our home base [in] Central<br />
Texas was fabulous, even considering the failure of the autopilot system<br />
shortly after departure from the fuel stop in Mississippi. In fact, during hand<br />
flying the Baron <strong>for</strong> over three hours to our home base, I became even<br />
more enthusiastic about the airplane and how it handles. Most of the trip<br />
was in severe-clear conditions, but the last 100 miles was less than optimal<br />
with a low-pressure disturbance moving across Texas. Yet the descent<br />
through IMC proved the airplane’s precise handling characterizes that I’ve<br />
read so much about and now have experienced. Thank you <strong>for</strong> the Society<br />
and <strong>for</strong> the excellent magazine, as well as the rigging and troubleshooting<br />
guides from the ASF. —George A. Brown<br />
Thank you <strong>for</strong> recommending Ron Timmermans to be my instructor<br />
<strong>for</strong> my <strong>BPPP</strong> Online+Flight ride. I met him in Ft. Worth and thoroughly<br />
enjoyed the day. We did everything imaginable in the Baron – approaches,<br />
emergencies, engine shutdowns, you name it. Ron was very knowledgeable<br />
about my airplane and I learned a great deal. We flew <strong>for</strong> most of the day<br />
with a short break <strong>for</strong> lunch in Mineral Wells. I returned home to Wiley Post<br />
shortly after sunset with my Flight Review and IPC signed off by Ron and<br />
feeling like a more competent pilot in my airplane. I will recommend the<br />
<strong>BPPP</strong> Online+Flight program to my friends as it is well worth the cost. I look<br />
<strong>for</strong>ward to doing it again in the future. Thanks again <strong>for</strong> your help, and many<br />
thanks to Ron. —Jay Flinton<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 45
www.bonanza.org<br />
ABS exists to promote aviation safety<br />
and flying enjoyment through education and<br />
in<strong>for</strong>mation-sharing among owners and<br />
operators of Bonanzas, Barons, Debonairs<br />
and Travel Airs throughout the world.<br />
www.bonanza.org<br />
1922 Midfield Road, P.O. Box 12888<br />
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Tel: 316-945-1700 • Fax 316-945-1710<br />
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Technical Questions<br />
absmail@bonanza.org or 316-945-1700<br />
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46 AMERICAN BONANZA SOCIETY JANUARY 2013
Forum<br />
ABS Idea and In<strong>for</strong>mation Exchange Continued<br />
Hi Tom,<br />
I applaud what you and ABS are doing to extend the reach of <strong>BPPP</strong> in the<br />
ABS membership. By way of back ground, I think I’ve done <strong>BPPP</strong> Live eight<br />
times, but not since 2008. Prior to that, the most recent <strong>BPPP</strong> was 2002. I started<br />
attending <strong>BPPP</strong> in the early ’90s (when I had Hank Canterbury as my flying<br />
instructor the first two years) and attended annually <strong>for</strong>, I think, four years<br />
be<strong>for</strong>e shifting to every other year. I sus pended my atten dance after 2002 due<br />
to a sub stantial increase in the price. I was delighted to reprise my flying with<br />
Hank C. at the <strong>BPPP</strong> in Manchester, New Hampshire, in 2008, but haven’t been<br />
able to justify the high price again in the ensuing years. My BFRs and IPCs have<br />
been signed off by Hank Canterbury, William Hale, and the late Jack Hirsch. I<br />
took the Bonanza by the Numbers seminar from John Eckalbar himself, having<br />
read his book, Flying the Beechcraft Bonanza about 10 times. So, I’m quite familiar<br />
with the best <strong>BPPP</strong> has to offer.<br />
I give you that background to share the depth of my experience with <strong>BPPP</strong>.<br />
I appreciate your ef<strong>for</strong>ts to bring the price back down. I haven’t done the online<br />
course yet but will. If, in the future, all the flight instruction is going to be local<br />
and individual, I think something valuable will be lost. I know I used to get a<br />
lot from not just the interactions with my <strong>BPPP</strong> CFI, but also from the hangar<br />
flying that arose out of the intensive experiences shared by my fellow students,<br />
both at the airport and over meals.<br />
I encourage you to think about possibly engaging the regional ABS groups<br />
to coordinate regional flight instruction days with <strong>BPPP</strong>-certified instructors.<br />
If the BFR and IPC require ments can be met in a single day <strong>for</strong> all participants,<br />
there would be no need <strong>for</strong> anyone to incur hotel expense. (It may not be feasible<br />
<strong>for</strong> the instructors to arrive and leave the same day if advance coordination with<br />
local ATC will be required (as I expect it would).)<br />
Anyway, I’m just writing to en courage your ef<strong>for</strong>ts to reduce the cost of <strong>BPPP</strong><br />
instruction and its pene tration of the ABS membership base.<br />
Safe flying.<br />
– John I. Williams, Jr., ABS Life Member<br />
Hi, John:<br />
Yes, there is great advantage in a live gathering. That’s why ABS is returning<br />
to live <strong>BPPP</strong> events like the one in Daytona Beach on January 19th in precisely<br />
the one-day <strong>for</strong>mat you suggest. Un<strong>for</strong>tunately we won’t be able to send a<br />
lot of instructors – although the quality of instruction was superb, the tradi tional<br />
<strong>BPPP</strong> model was costing up to $100,000 per weekend clinic and through August<br />
2012 had lost over $160,000, which is why the ABS/ASF had to sus pend live clinic<br />
operations. Enroll ment in the live courses was down 20 percent in 2009-2011<br />
compared to 2006-2008, probably a reflection of the economy, and unless we<br />
can raise the average to 50-60 attendees at each clinic using the new <strong>for</strong>mat<br />
we may not be able to continue those either. So it’s really up to ABS members<br />
to tell us, with their enrollments, what type of training events they want <strong>BPPP</strong><br />
to offer. We’ll make every ef<strong>for</strong>t to provide the safety advantage of <strong>BPPP</strong> in as<br />
many <strong>for</strong>ms as possible, to reach as many members as possible. All members<br />
must realize that unlike other training available, the ABS pro duces and promotes<br />
these clinics as a non-profit service <strong>for</strong> the benefit of our members. Thank you<br />
very much <strong>for</strong> your input, and your support of ABS.<br />
– Thomas P. Turner, Executive Director, ABS Air Safety Foundation<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 47
Once Was Not Enough<br />
Narsarsuaq, Greenland<br />
Eastbound From Wichita to Australia<br />
Part II By Jim Keepkie<br />
We delayed our departure from Goose Bay <strong>for</strong> one day as<br />
the weather in Narsarsuaq, Greenland (BGBW) was not<br />
VFR. It was worth the wait. We departed Goose Bay into<br />
IMC with a low freezing level, but the weather improved<br />
progressively as <strong>for</strong>ecasted. As we approached the west coast of Greenland<br />
the icebergs in the water were impressive. I descended to 1,500 feet in exceptional<br />
VFR conditions <strong>for</strong> the 20-minute flight up the fjord to Narsarsuaq.<br />
I have the most spectacular video via FliteCam of this flight plus many, many<br />
still photos. We were below the top of the fjord cliffs, and when I changed<br />
heading the terrain warning would go off its head. The runway in use was 25,<br />
right circuit over the old glacier flow and a low hill, landing downhill. This<br />
was unusual as the preferred runway is 07 with landings and departures<br />
generally over the water of the fjord.<br />
Departing Greenland was the most<br />
hairy part of the entire trip. Wind was<br />
22 knots gusting to 35, with a good<br />
portion of crosswind to deal with in<br />
the gusts. Cloud base was 5,000 foot<br />
overcast. We climbed to LSAT (Lowest<br />
Safe Altitude above Terrain) of 9,000<br />
feet in the clouds, and set our heading<br />
to the southeast to cross the ice cap<br />
in the shortest distance.<br />
About 12 nm out, we were hit by a<br />
severe downdraft. Initially the autopilot<br />
tried to hold altitude until I disconnected<br />
it, nosing down to sacrifice<br />
height in order to recover airspeed at<br />
full power and rpm. Stalling in the cloud<br />
over the ice cap was not a good option.<br />
My son James was invaluable in this<br />
trying time. After we recovered from<br />
the initial fright and climbed back to<br />
9,000 feet, we were hit twice more but<br />
with less severity. And we were better<br />
prepared. Looking at the charts later, I<br />
realised why the terrain warning did not<br />
go off in the initial incident: The ground<br />
height when we first got hit was around<br />
2,000 feet. Good to know now, but we<br />
did not know that at the time.<br />
48 AMERICAN BONANZA SOCIETY JANUARY 2013
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 49
www.bonanza.org<br />
Jim, James, and Ian in immersion suits.<br />
In the fjords, Greenland.<br />
As soon as we cleared the mainland we were in VFR<br />
conditions all the way to Reykjavik, Iceland (BIRK).<br />
Icebergs were in the water everywhere en route, and<br />
volcanoes poked their heads out of every cloud over Iceland.<br />
We departed Reykjavik early in the morning through a thin layer<br />
of overcast, and once above the clouds we could see the huge<br />
Icelandic volcano that closed European airspace <strong>for</strong> weeks when<br />
it erupted about two years ago.<br />
In addition to the volcanoes (there was no smoke) we could<br />
see the huge glaciers. Best of all was the tailwind and clear sky<br />
all the way to Stornoway, Scotland (EGPO). The legs across the<br />
North Atlantic to Narsarsuaq and then to Reykjavik took 4 hours,<br />
20 minutes each, and to Stornoway we flew 3 hours, 46 minutes.<br />
Many times we were out of<br />
VHF communications range<br />
and our position reports were<br />
relayed by overflying aircraft.<br />
The customs, immigration,<br />
and ATC staff at Stornoway<br />
were exceptionally helpful.<br />
We had decided to press on<br />
to Ox<strong>for</strong>d, England (EGTK)<br />
as it was such a good day,<br />
and they assisted me with<br />
the plan and off we went.<br />
It was here I learned to<br />
note in the flight plan<br />
(section 18) “IFPS reroute<br />
accepted.”<br />
Noting all European<br />
Union flight plans with<br />
this “reroute” acceptance<br />
meant that if I planned<br />
contrary to the European<br />
system, particularly airways<br />
and altitudes, they would amend the<br />
plan. Interestingly, I had only one problem, out of Corfu, and<br />
after accepting the “reroute” they accepted my amendment in<br />
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ABS extends condolences<br />
to the family and friends of this ABS<br />
member who recently passed away.<br />
Russell Hackler<br />
Livermore, Cali<strong>for</strong>nia<br />
A member since 2009,<br />
he flew a 1964 S35.<br />
50 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
the air back to my original plan and altitude. Tony Zalkin<br />
also gave me access to his flight planning software and I<br />
was able to verify, be<strong>for</strong>e lodging my plan, that the route<br />
would be acceptable to Brussels (the central coordinating<br />
body <strong>for</strong> European Flight planning).<br />
In Ox<strong>for</strong>d I had arranged <strong>for</strong> another oil and filter change.<br />
Again this was at an authorised Beechcraft piston shop.<br />
Excellent service and most helpful. They stored the aircraft<br />
whilst I was there. I was in good company in the hangar. A<br />
King Air equipped with surveillance gear <strong>for</strong> the Olympics<br />
was also in their hangar. I stayed in Ox<strong>for</strong>d <strong>for</strong> six days.<br />
After visiting the Dux<strong>for</strong>d Air Museum, James and Ian<br />
went home on a Qantas A-380. Be<strong>for</strong>e they left I had the<br />
pleasure of lunch with two earthrounders, Patrick and<br />
Linda Elliott. They had recently flown around the world in<br />
a LongEze, and Patrick gave me some good insights into<br />
India, particularly the military airport at Agra where I was<br />
going to visit the Taj Mahal. Our friends, Tony and Marion<br />
Zalkin, also came down from London <strong>for</strong> dinner one night.<br />
I really appreciated the ef<strong>for</strong>t these new and old friends<br />
made to come to Ox<strong>for</strong>d to see us.<br />
Now the good part: My wife, Linda, arrived from Sydney.<br />
The next day we left Ox<strong>for</strong>d <strong>for</strong> Cascais, Portugal (LPCS).<br />
Next month, Jim tours Europe in his G36.<br />
We share your love <strong>for</strong> Beechcraft,<br />
which is why we own<br />
one too!<br />
Marisa (Reese) Leach<br />
A&P/IA Mechanic<br />
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Jim Leach<br />
A&P Mechanic<br />
Professional Engineer<br />
Commercial Pilot & CFII<br />
US Naval Aviator<br />
40+ Year Aircraft Owner<br />
We work on a lot of aircraft, but Beechcraft is our favorite brand. That’s<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 51
Be Aware<br />
Crossing<br />
the<br />
Border<br />
By George Loegering<br />
TABLE A<br />
A Department of Homeland Security Aircraft Decal;<br />
calendar year annual payment............................................ $27.50<br />
B DHS, Customs and Border Protection;<br />
Electronic Advance Passenger In<strong>for</strong>mation System................... $0.00<br />
C FAA round robin flight plan<br />
(conventional <strong>for</strong> border crossing to/from the U.S.)................... $0.00<br />
D MacAfee and Edwards Inc;<br />
Mexican <strong>Insurance</strong> Specialist (based on 4 days)...................... $16.00/day<br />
E Reservations (numerous sources<br />
but there are resorts with landing strips)............................... ~$150.00/day<br />
F Money Exchange (I used Wells Fargo) fee included in rate at bank<br />
G Mexican Landing Fee (depends on size, etc. –<br />
add daily parking if at a major airport).................................. $12.77<br />
H Mexican Aircraft Entry Fee (like the DHS decal)<br />
annual or one trip........................................................... $54.60<br />
I<br />
Mexican Passenger/Pilot Visa Fee<br />
(pilot & 3 passengers) ..................................................... $94.80<br />
J Mexican Exit Fees<br />
(not including the landing fee, see g).................................... $18.90<br />
K U.S. Customs Service (assumes landing at<br />
an approved airport during normal hours).............................. $0.00<br />
I<br />
have enjoyed flying my<br />
Bonanza to Mexico <strong>for</strong><br />
relaxing vacations, historical<br />
attractions, and deep sea<br />
fishing <strong>for</strong> over 40 years. Some of<br />
my friends facetiously suggested<br />
I went so often I must be a drug<br />
smuggler! But aircraft entry and<br />
tourist requirements have changed<br />
drastically <strong>for</strong> departure and<br />
arrivals into the U.S. and Mexico.<br />
The initial attraction years ago,<br />
of bargain prices <strong>for</strong> unique<br />
accommodations, avgas, and<br />
activities in Mexico, is no longer.<br />
But Mexico is still very competitive<br />
compared to the world market.<br />
U.S. pilots will always enjoy the<br />
closeness, good weather, scenic beauty,<br />
and attractions that flight in a private<br />
aircraft to Mexico will bring. So when<br />
you are ready <strong>for</strong> a real adventure,<br />
prepare with a thorough review of<br />
border crossing technicalities. This<br />
article, based upon an October 2012<br />
flight from Arizona to the Cabo San<br />
Lucas “East Cape” area, may help you<br />
get started. Note that there were a total<br />
of four planes on this trip, each flying<br />
different times and making different<br />
52 AMERICAN BONANZA SOCIETY JANUARY 2013
en route stops, with slightly different<br />
experiences and charges. AOPA has a<br />
great flight guide that you should read<br />
prior to crossing the border.<br />
I have flown to about 50 countries,<br />
including a flight to Europe in 1985. I<br />
have always had a reasonably good<br />
experience and been prepared <strong>for</strong><br />
most eventualities. My friend Jack<br />
coached me <strong>for</strong> our recent trip because<br />
I had been discouraged from going<br />
the past several years. I feel that U.S.<br />
Homeland Security requirements do<br />
little to enhance border security but<br />
do make a trip to Mexico by a citizen<br />
doing legal activities more difficult.<br />
Summarizing, I spent about 20 hours<br />
preparing but it could be done in less<br />
time; the main issues and approximate<br />
cost are listed (based upon 12.5 pesos<br />
per dollar) in Table A.<br />
Items (a) through (f) must be completed<br />
be<strong>for</strong>e departure. It is mandatory<br />
to do some basic planning like<br />
making sure your passport (and those<br />
www.bonanza.org<br />
of your passengers) are in order, and<br />
double checking that all your pilot and<br />
the aircraft documents are current<br />
(this includes pilot’s certificate, medical,<br />
airworthiness certificate, registration,<br />
and aircraft radio station license).<br />
As you can imagine, flying across the<br />
U.S. border to a <strong>for</strong>eign country is not<br />
like jumping in the plane and flying to<br />
another state!<br />
It is handy to get a copy of everyone’s<br />
passport front page because that<br />
in<strong>for</strong>mation is needed to complete<br />
your eAPIS (item b) manifest. The<br />
manifest also includes pilot and<br />
aircraft data, as well as details on point<br />
of departure/destination/times and the<br />
same data returning. It was easy to find<br />
the DHS website and read the laws,<br />
but filing in the e-data was difficult<br />
and time consuming <strong>for</strong> me (I am a<br />
retired rocket scientist but not up to<br />
date with all computer procedures).<br />
Fortunately, the pages I filled in<br />
were saved to my computer until I<br />
came back to finish. After you email<br />
the manifests, one leaving and one<br />
returning to the U.S., you will receive<br />
an acknowledgement (presumably<br />
that it is approved). Problem is, there<br />
is a total disconnect between your<br />
FAA flight plan and U.S. Customs - any<br />
deviation in the filed Customs manifest<br />
and your actual per<strong>for</strong>mance will get<br />
you arrested and fined $5,000; more<br />
on that following.<br />
Items (g) through (j) need not be<br />
planned except as a part of your border<br />
crossing flight plan, which can be<br />
opened in the usual ways: e.g., with<br />
the tower if departing an airport with<br />
a control tower, or by radio with Flight<br />
Service after airborne. In Mexico, unlike<br />
the U.S. that requires you to enter at<br />
the nearest approved border crossing<br />
airport, you may proceed to any airport<br />
of entry. However, you are at risk with<br />
Mexican officials should you make an<br />
unplanned landing on the way to the<br />
flight planned airport of entry.<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 53
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Once at the airport of entry (we flew to Loreto) there<br />
are four work stations to deal with: the Commandant,<br />
Immigration, Customs, and the Cashier. The Commandant<br />
reviews and copies all of your pilot and airplane documents,<br />
files your landing fee paperwork, sells you the aircraft<br />
entry permit (certain credit cards only – not handled by the<br />
Cashier) and files your flight plan to the next destination.<br />
Note that flight plans in Mexico are automatically opened<br />
upon takeoff and are not normally filed if you are departing<br />
a non-tower strip.<br />
Immigration provides visa <strong>for</strong>ms <strong>for</strong> each person to fill in<br />
(you keep a part), approves your next flight plan, and reviews<br />
your passports. Customs reviews your paperwork, approves<br />
your flight plan and inspects the plane and baggage. The<br />
Cashier makes up the various invoices and collects your fees.<br />
Mexico passed a law in 2011 specifying that pesos must be<br />
used in all transactions. (It was apparently implemented to<br />
try to stop drug money laundering. Most people there said it<br />
was a big negative on tourism.) That is why it is a good idea<br />
to bring pesos with you unless you are going to an airport<br />
of entry that has a money exchange or is near a bank. At<br />
various times credit cards are not accepted <strong>for</strong> fees or gas,<br />
so bringing cash, including dollars, in small denominations<br />
is a good idea. In our case, when the cash pesos were all<br />
expended I unexpectedly got an even better exchange rate <strong>for</strong><br />
cash dollars from the airport cashier than at my local bank.<br />
You are required to check out of Mexico be<strong>for</strong>e returning<br />
home. They collect a small fee and your Mexican paperwork,<br />
as well as inspect the plane and baggage. They can confiscate<br />
certain items such as unauthorized lobster and fish; you need<br />
to check <strong>for</strong> current policy if you intend to bring anything back.<br />
For various reasons I was about an hour and 20 minutes<br />
early at Yuma after departing Mexico at Loreto. I advised San<br />
Diego Radio about 90nm south and they assigned a squawk,<br />
so I was presumably on radar through landing. However, since<br />
Customs apparently does not work with the FAA on this issue,<br />
an ETA change by radio 30 minutes be<strong>for</strong>e landing does not<br />
avoid violating the law. I assumed the worst, and devised a<br />
scheme to get sympathy from Customs and avoid fines and<br />
arrest, which worked <strong>for</strong> several reasons but mostly because we<br />
were all over 75. It also helped that the Customs agent and my<br />
wife’s deceased first husband served <strong>for</strong> a time in the Marines<br />
at Yuma. Semper Fi. In hindsight, I would return to the U.S. at<br />
a Mexican airport of entry nearby the planned U.S. airport of<br />
entry so I could notify U.S. Customs with a cell phone of my<br />
exact arrival time and any other change in the manifest.<br />
Yes, the trip was worth the ef<strong>for</strong>t! We stayed at Palmas de<br />
Cortez, an elegant resort with everything including a fun pitch<br />
and putt nine-hole golf course, and very nice fishing boats.<br />
Un<strong>for</strong>tunately, the course was built on the old dirt airstrip,<br />
so you have to arrange <strong>for</strong> a van ride from the new airport to<br />
the hotel. But that’s another story!<br />
54 AMERICAN BONANZA SOCIETY JANUARY 2013
One reason I decided to become a Life Member is because<br />
I have met some great people through this organization. Also, after<br />
my first flights in my V35B I decided the quality and craftsmanship<br />
that went into this airplane had me hooked <strong>for</strong> life!<br />
Chad Hicks<br />
Beech V35B, Dalhart, TX<br />
<strong>Your</strong> Life Membership Benefits ABS and ASF!<br />
Supporting aging aircraft<br />
Working with the FAA to solve safety of flight areas of concern that impact the longevity and value of our fleet<br />
Delivering <strong>BPPP</strong> pilot training clinics and new online courses<br />
Conducting expert service clinic inspections of your Beech airplane<br />
Maintaining a world class staff of Beechcraft technical experts to research and offer the definitive answers to your questions<br />
Teaching and offering assistance to mechanics <strong>for</strong> Bonanzas, Debonairs, Travel Airs and Barons<br />
<strong>Your</strong> Life Membership Benefits You!<br />
Monthly ABS Magazine – <strong>for</strong> the rest of your life<br />
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Join over 500 members who have made a lifetime commitment to ABS<br />
For more in<strong>for</strong>mation on becoming an ABS Life Member:<br />
Contact Whit Hickman at 316-945-1700 or absmail@bonanza.org<br />
<strong>American</strong> Bonanza Society, P.O. Box 12888, Wichita, KS 67277 • Office Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri.
www.bonanza.org<br />
Shoulder Harnesses<br />
By Bill Carter<br />
The Bonanza/Baron passenger cage is one stout design. However,<br />
the human skull is subject to fracture when it encounters a solid<br />
object. My wife Cappi and I enjoyed the shoulder harness/lap belts<br />
in our Baron <strong>for</strong> several years and learned to value the safety these<br />
options provide. A couple years back we purchased a Cessna 140 and it was<br />
decided that, given we were flying this plane<br />
in and out of farm fields, shoulder belts would<br />
be a good option. We reviewed the market<br />
and chose Hooker shoulder belts, installed<br />
them, and are very happy with the results.<br />
Fortunately, we have not had to experience<br />
their value but know that if we do have an<br />
unplanned landing they are there to help.<br />
When Cap and I sold our Baron we<br />
purchased an S35 Bonanza and went<br />
through the same analysis. Yes, we<br />
take the Bonanza onto grass strips.<br />
But it was more the inherent value<br />
of shoulder harnesses that moved us<br />
to do another market review and<br />
choose the B.A.S. shoulder belts.<br />
The FAA says that shoulder belts<br />
help prevent “an abrupt encounter<br />
with the airplane controls or panel.”<br />
Now that is a mouth full.<br />
AOPA Pilot magazine, November<br />
2012, has a nice article on page 77<br />
that indicates that the shoulder belt<br />
will reduce injury significantly. ABS<br />
Magazine, December 2003, has a comprehensive<br />
article by Dennis and<br />
Cynthia Wolter that details the installation<br />
of B.A.S. harnesses and discusses<br />
the value of shoulder har nesses.<br />
To find the article, go to www.airmod.<br />
com and click on the article section;<br />
it is called “Beyond Buckling Up.”<br />
I cannot express enough appre cia tion<br />
to Jim Mettler, www.basinc-airmod.<br />
com, and Dennis <strong>for</strong> their counsel<br />
during our installation in the Bonanza.<br />
No one plans on unplanned off-airport<br />
landing, but if it should happen the<br />
insurance of shoulder harnesses is a<br />
high value investment.<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 57
Flightseeing:<br />
Branson,<br />
Missouri<br />
By Bill Hoglan<br />
I<br />
think Branson, Missouri, has something to<br />
offer to almost everyone. There are the shows<br />
by many entertainers and what I call “clones”<br />
or impersonators.<br />
It had been 14 years since our last visit by plane. We<br />
flew into KPLK, the Clark Downtown, Taney County airport.<br />
(There is a new Branson airport about six miles south<br />
of KPLK.) Clark Downtown is a nice airport and was<br />
underused during our visit. There is plenty of tie-down<br />
space on the asphalt north of the terminal building. They<br />
have fuel and an Avis car rental. Tie-down was $10 a night.<br />
58 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
…we were never<br />
more than 15 minutes<br />
from anything we<br />
wanted to do.<br />
That is steep but you’re buying convenience. There were<br />
no free nights <strong>for</strong> buying fuel.<br />
We traveled on a Saturday <strong>for</strong> our convenience and<br />
because the weather was so nice from Texas to Branson.<br />
That meant we were in Branson during an Iron Man/<br />
Woman competition on Sunday. Not the best time to be<br />
in a tourist destination. Besides the usual drive-in traffic<br />
<strong>for</strong> the weekend, we had to dodge joggers and bicycles<br />
<strong>for</strong> a day. The event seemed to be well-planned, but it<br />
blocked roads, intersections, and parts of downtown <strong>for</strong><br />
everyone else.<br />
I highly recommend learning the alternate roads<br />
around town be<strong>for</strong>e you start driving there. There are<br />
numerous routes around downtown. We were staying at<br />
the Chateau on The Lake and used every other road available<br />
to visit the areas of interest to us. Using the local map<br />
drawn with alternate roads we were never more than 15<br />
minutes from anything we wanted to do.<br />
The Chateau is very nice and I would rate it four stars.<br />
The food at all their facilities is expensive, as expected, but<br />
very good. The room was very nice. I recommend asking<br />
<strong>for</strong> one that’s not over the kitchen or you will not be able to<br />
use the balcony because of the cooking smells and noisy<br />
fans. Also, check <strong>for</strong> specials. We got three nights <strong>for</strong> the<br />
price of two. Other hotels in Branson offer similar deals,<br />
sometimes with free breakfast or show tickets.<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 59
60 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
There are about a hundred places to stay in and around<br />
Branson, in all price ranges. After touring the area <strong>for</strong><br />
four days, I would recommend the Hilton. It is downtown<br />
and within walking distance of shops, stores, restaurants,<br />
the Branson Train, boat tours of Lake Taneycomo, an old<br />
cemetery, The Landing, and Bass Pro Shops. There is a<br />
charge <strong>for</strong> parking in the Hilton garages located on either<br />
side of the Branson Train and Depot. We found two free<br />
parking lots within five-minutes walking distance from the<br />
train station and shopping areas. They are located at each<br />
end of The Landing. One is near Bass Pro.<br />
We stayed busy <strong>for</strong> the four days we were there, riding<br />
two boats, the train, seeing two shows, and visiting many<br />
of the shops/stores downtown and at The Landing. There<br />
were no prominent entertainers in town during our visit.<br />
If you can plan ahead, the many websites <strong>for</strong> Branson<br />
can provide you with plenty of in<strong>for</strong>mation <strong>for</strong> planning,<br />
and even mail you in<strong>for</strong>mation. Don’t <strong>for</strong>get the local city<br />
map, and stay off of Highway 76 as much as possible to<br />
avoid traffic delays.<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 61
BEECHCRAFT OWNERS<br />
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62 AMERICAN BONANZA SOCIETY JANUARY 2013
Tech Tips<br />
Tech Tips is a sampling of<br />
responses from ABS Technical<br />
Advisors and Technical Staff<br />
to members’ questions.<br />
Curtis Boulware has managed<br />
a Bonanza, Baron, and T-34<br />
Mentor-specific shop <strong>for</strong> 13<br />
years, winning numerous national<br />
awards <strong>for</strong> T-34 restorations.<br />
He earned his Private in a T-34<br />
and enjoys flying all models of<br />
the Beech piston family.<br />
John Collins<br />
has previously owned an<br />
FBO and avionics shops, and<br />
<strong>for</strong> several years has been<br />
ABS’s Avionics columnist.<br />
He owns a Bonanza and is<br />
a CFI/CFII.<br />
Glen “Arky” Foulk,<br />
<strong>for</strong>mer owner of Delta Strut,<br />
has been an ABS technical<br />
advisor since 1986.<br />
Dan Honeycutt<br />
is an A&P/IA with over 20 years<br />
experience. He owns a<br />
Cali<strong>for</strong>nia-based FBO<br />
specializing in Bonanzas<br />
and Barons.<br />
Arthur Miller<br />
has won numerous FAA<br />
awards as a mechanic,<br />
and runs a Beech specialty<br />
shop in central Florida.<br />
Bob Ripley<br />
retired from Delta Airlines as<br />
a manager of line mainte nance<br />
(Atlanta) and has run an<br />
FBO focusing on Beech<br />
maintenance <strong>for</strong> 20+ years.<br />
Tom Turner,<br />
ABS-ASF Executive Director,<br />
holds a Master’s degree in<br />
Aviation Safety. He has<br />
specialized in Beech pilot<br />
instruction <strong>for</strong> over 20 years.<br />
Overhaul schedule<br />
Gebhard Munz, Schorndorf, Germany<br />
I have some questions about the overhaul schedule from the Bonanza<br />
Q: shop manual. My V35B plane has been in Germany since new, and always<br />
privately owned. It has complete logs, with total time 2208 hours, 1954 logged<br />
landings, and no damage history. Can you give me your advice about the<br />
following components regarding the TBO?<br />
x Landing gear actuator – shop manual states 2000 hr<br />
x Trim tab actuator – 2000 hr<br />
x Flap flexible shaft, gearbox, motor and drives, actuator – all 2000 hr<br />
A:<br />
In the USA when operating under Part 91 (private flying only), we do not<br />
have to adhere to the recommendations in the maintenance manual.<br />
The following items are suggested due to history on many aircraft:<br />
Every 500 hours –<br />
x Complete 500 hour magneto inspection.<br />
x Overhaul alternator (IO-520 and IO-550 gear-driven units).<br />
x Replace main system air pump if using a dry pump.<br />
x Replace paper air inlet filter elements per AD 84-26-02.<br />
Every 2000 hours –<br />
x Replace nose gear retract rod bearings (3 each), tension spring, aft<br />
rod attach bolt and shear pin.<br />
x Replace or overhaul landing gear motor.<br />
x Overhaul landing gear actuator if leaking, or if at any time it is hitting<br />
the internal stops.<br />
Every 20 years –<br />
x Replace wing bolts.<br />
German regulations may differ on whether maintenance manual recommendations<br />
are mandatory —BR<br />
Q:<br />
A:<br />
Hurricane damage<br />
Raymond Gill, Mil<strong>for</strong>d, Connecticut<br />
The airport was underwater after Hurricane Sandy, and the water level<br />
was about at my 1947 Bonanza’s wheel hub. Is it required to change the<br />
bearing and races, or can they been cleaned and repacked?<br />
If the wheel was partially submerged, I recommend removing the wheel<br />
completely and breaking it down as if you were changing the tire.<br />
By doing this you can inspect the inside of the wheel halves, tire bead,<br />
bolts, bearings, and races. If all looks normal, clean and dry the assembly<br />
and then reassemble normally. As long as no rust has <strong>for</strong>med on the bearings<br />
or races, you can clean, dry, and service them with fresh grease. If there is<br />
any doubt in their airworthiness, replace them. —CB<br />
AMERICAN BONANZA SOCIETY 63
www.bonanza.org<br />
Starter distress<br />
Forrest Holly, Tucson, Arizona<br />
My IO-520B has signs of starter distress. Over the past<br />
Q: 10 starts, I first noticed occasionally a new hard clunk<br />
as the starter first engaged. In subsequent starts there was<br />
an occasional “stall” as the starter tried to rotate the engine<br />
but couldn’t (okay after I released the switch and tried<br />
again). Then today it gave a kind of shudder or rapid skipping,<br />
followed by a fairly normal engagement and start but<br />
with some shudder. This feels like a mechanical and not<br />
an electrical issue to me; the battery is about a year old<br />
and there are no other signs of electrical or mechanical<br />
issues once I’ve started up.<br />
The starter was rebuilt about 350 hours ago, and the<br />
engine has about 600 hours on it (field overhaul of a factory<br />
reman). I’m going to get my mechanic to have a look at it<br />
later in the week, but thought I would run this by you to see<br />
if tells you something that would be useful <strong>for</strong> the mechanic<br />
(and me) to know.<br />
The most probable cause of your problem is the starter<br />
A: adapter. This problem seems to me more prevalent with<br />
15/50W oil. The best action is to replace the complete adapter<br />
with a rebuilt unit from Niagara Air Parts (800-525-4268). They<br />
hold an STC to beef up the original Continental adapter. —BR<br />
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ADs and inspections<br />
Paul Gilbert, Bloomsburg, Pennsylvania<br />
My plane is going <strong>for</strong> its annual inspection and I was<br />
Q: wondering if there is a checklist of the Airworthiness<br />
Directives, and a maintenance checklist, on the ABS website?<br />
Because Beech airplanes are among the most<br />
A: potentially modified of all types, there is no one<br />
list of Airworthiness Directives that applies to them all.<br />
It takes a little sleuthing to come up with the list that<br />
applies to a specific aircraft. These items are on the Technical<br />
Resources page <strong>for</strong> your A36, on the ABS website:<br />
The first link on the Technical Resources page is to the<br />
Annual/100-Hour Inspection Checklist <strong>for</strong> your Bonanza. It is<br />
from the maintenance manual <strong>for</strong> your airplane, which your<br />
mechanic should have in order to conduct the inspection.<br />
He/she may supplement the manufacturer’s data with these<br />
ABS Air Safety Foundation Maintenance Guides, also found<br />
under Maintenance & Operation on the website:<br />
Flight Controls, Flaps Trim System Inspection, Repair<br />
and Rigging Guide<br />
Landing Gear Inspection, Maintenance & Repair manual<br />
—TT<br />
Q:<br />
A:<br />
Drag brace<br />
Robert Baskins, Huntington Beach, Cali<strong>for</strong>nia<br />
Will a 1974 E55 nose gear drag brace fit a 1974<br />
V35B?<br />
Depending on the installed equipment of the Baron,<br />
yes, the drag brace assembly is interchangeable.<br />
Based on serial number applicability <strong>for</strong> the V35B you<br />
provided, the proper part number <strong>for</strong> the drag brace is<br />
95-824019-3. This is a welded steel tubular drag brace. A<br />
1974 E55 Baron has a serial range from TE-971 to TE-1014.<br />
During this time, either a 95-824019-3 (welded steel tube)<br />
or a 002-820016-321 (cast aluminum) drag brace could<br />
have been installed. You will need to make sure you get<br />
the correct part when you are looking and please be<br />
sure to replace the drag brace and the lower drag leg as<br />
a matched assembly. —CB<br />
64 AMERICAN BONANZA SOCIETY JANUARY 2013
Alternator anomaly<br />
David Hughes, Orange, Cali<strong>for</strong>nia<br />
I have an issue with my A36TC’s alternator. I just<br />
Q: completed the 500-hour inspection and bearing<br />
replacement. Both prior to the alternator work and after,<br />
occasionally my ammeter jumps back and <strong>for</strong>th and the<br />
panel lights slightly flicker. I sent you a video from my iPhone<br />
<strong>for</strong> your review. On Monday I flew from Chino (home base)<br />
to Sacramento. Nothing out of the ordinary. On Tuesday I<br />
flew back to Chino and <strong>for</strong> the first hour, nothing out of the<br />
ordinary. Then out of the clear blue the ammeter started<br />
to jiggle (seen in the video). After about 30 minutes the<br />
fluctuations stopped and I landed uneventfully at Chino.<br />
Prior to the bearing replacement I have occasionally seen<br />
this anomaly. Several months ago we flew to Seattle from<br />
Southern Cali<strong>for</strong>nia. No problems on the way up, but on<br />
the way home, about one hour into the flight, the ammeter<br />
started to fluctuate, and it did so the rest of the way home.<br />
There are no other indications of anything going wrong.<br />
Thoughts?<br />
A:<br />
When you had the alternator work accomplished,<br />
did they complete the drive coupling slippage check<br />
per Continental Service Bulletin SB11-3? If the drive clutch<br />
is slipping, this could cause the problem you are having. If<br />
the clutch is okay I suggest swapping<br />
the alternator <strong>for</strong> an overhauled unit<br />
to eliminate a possible intermittent<br />
internal alternator problem. —BR<br />
www.bonanza.org<br />
A:<br />
I have emailed you the wiring diagram and parts list<br />
<strong>for</strong> the Printed Circuit Board (PCB). The board can be<br />
purchased through one of the following under the original<br />
number 102-364059-1:<br />
Mesa Pilot Development ........ 480-535-6917<br />
Arrell Aircraft ........................ 805-604-0439<br />
Ultimate Aviation .................. 305-394-9458<br />
Connector P76, P/N 207542-1<br />
Mesa Pilot Development ...........480-535-6917<br />
Ultimate Aviation ...................... 305-394-9458<br />
The original part number on the PCB 102-364059-1 has<br />
been changed to 58-364044-0001. —BR<br />
Q:<br />
A:<br />
Audio panel knob<br />
Otto Croy, Tampa, Florida<br />
My V35A’s AMR 350 marker/audio panel transmitter<br />
selector knob has broken off. Do you have a source<br />
<strong>for</strong> a replacement?<br />
STEC Cobham (http://sharepoint.s-tec.com/default.<br />
aspx and 817-215-7600) took over the Collins Microline<br />
of avionics. You can call them <strong>for</strong> parts. —JC<br />
Flap circuit board<br />
Humberto Monteferrante<br />
Valinhos, Brazil<br />
I need to find the flap circuit<br />
Q: board and connector to replace<br />
them on my G36. When I landed this<br />
past weekend using full flap, the<br />
flap didn’t come up again. I tried<br />
many times checking breaks and<br />
micro-switches but it didn’t work. I<br />
brought the airplane to a maintenance<br />
service, which found this damaged<br />
board. Apparently it was modified<br />
by someone be<strong>for</strong>e my acquisition.<br />
I bought this airplane almost new in<br />
April 2011 with 70 hours on it. The<br />
warranty expired on July this year.<br />
We can’t get good support from the<br />
Beech dealer in Brazil. Where I can<br />
buy these parts?<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 65
Q:<br />
I am considering replacing my massive electrode<br />
plugs with fine wire electrode plugs. Do you have<br />
any feedback from members or words of wisdom relating<br />
to: per<strong>for</strong>mance increases, longevity of plugs, ability to<br />
run lean of peak, etc.?<br />
A:<br />
The main difference between the massive and fine<br />
wire plugs is the cost and longevity. The average<br />
cost of the massive plug is $27 and the fine wire is $95,<br />
which is approximately three times the cost.<br />
In normal operation, massive plugs will last about 250 - 300<br />
hours and fine wire will last about 750 - 800 hours, which<br />
is not quite three times as long. From a cost point of view<br />
they are approximately the same.<br />
In the operational area, we are seeing some problems<br />
after the fine wire plugs get some hours on them. They begin<br />
to cause a high power miss when operating LOP. Most of<br />
the time just a simple cleaning will correct the problem, but<br />
on some occasions the plug will need to be replaced. We<br />
don’t see this problem with the massive plugs.<br />
As far as operating issues, they will provide the same<br />
per<strong>for</strong>mance and if the engine is operating normally, the<br />
www.bonanza.org<br />
Fine-wire spark plugs<br />
Mike Nickeson, Maquoketa, Iowa<br />
fine wire will last somewhat longer. Sometimes the fine<br />
wire plugs are a little harder to find if you need one replaced<br />
due to the fact most shops do not keep them<br />
in inventory due to the cost. —BR<br />
Q:<br />
Heat damage to wing panel<br />
Gerald Casey, Anchorage, Alaska<br />
While removing fuel from the right fuel drain to<br />
defuel the aircraft a static spark started a fire. The<br />
seven-gallon fuel jug fell over and ran under the left wing.<br />
The aircraft was pulled from the fire. There is bubbled<br />
paint under both wings near the wing root. There is also<br />
some heat damage to the left fuselage skin above the<br />
wing where the heat rose. How do you determine which<br />
skins need to be replaced?<br />
A:<br />
Any skin that shows signs of heat damage needs<br />
to be replaced since the strength of the metal<br />
cannot be determined . —DH<br />
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66 AMERICAN BONANZA SOCIETY JANUARY 2013
Q:<br />
Combustion<br />
heater fuel source<br />
Dale Hemman<br />
Steilacoom, Washington<br />
I’m not finding in my POH<br />
which fuel tank supplies the<br />
heater in my B55 Baron. I do notice<br />
that my JPI 960 shows a slightly<br />
higher fuel flow from my left tank<br />
when the engines are properly<br />
leaned; however, I assumed that the<br />
fuel transducer is located beyond the<br />
point in the system where fuel would<br />
be drawn off to supply the heater.<br />
A:<br />
The fuel system schematic<br />
on page 7-22 of your POH is the only<br />
mention that fuel <strong>for</strong> the Baron’s combustion heater<br />
comes from the left inboard leading edge fuel cell. You’re<br />
correct that the fuel flow indication in the cockpit (including<br />
your JPI installation and any installed fuel totalizer) does not<br />
measure this fuel flow; the difference you’re seeing in fuel<br />
burn is an actual difference between engines. If they were<br />
two IO-470 engines on two different Bonanzas you wouldn’t<br />
have anything to compare them to, and wouldn’t notice<br />
that one engine is developing more power and there<strong>for</strong>e<br />
burning more fuel <strong>for</strong> a given MP/RPM combination and<br />
leaning technique.<br />
Various sources state at maximum output the combustion<br />
heater burns between one quart and one gallon per hour<br />
from the left inboard leading edge tank. —TT<br />
Q:<br />
Approach flap light<br />
Ted Lewis, Phoenix, Arizona<br />
Recently my A36’s approach flap light is very<br />
dim. I changed the bulb and it remains dim.<br />
When I press the annunciator button it shows up bright.<br />
The other two flap lights appear bright in all positions. Any<br />
thoughts on how to repair the dim light?<br />
A:<br />
The annunciator, dimmer, and press to test circuit<br />
are parts of a complex system running through a<br />
complicated circuit board called the A-19 junction board<br />
assembly. The “press to test” button applies voltage to all<br />
of the annunciators on the panel through the A-19 board.<br />
Each annunciator also has its ground path run through the<br />
A-19 board via diodes and multiple dimmer relays.<br />
If the “press to test “ illuminates the annunciator normally,<br />
this tells me that the light’s bulb, ground path, and A-19 board<br />
circuitry are working properly and not compromised. It<br />
also suggests that the normal voltage path may have some<br />
increased resistance. I would check the voltage at the<br />
socket with the flaps in the approach position. Be careful<br />
not to short the socket as you may cause damage to the A-19<br />
board. If the voltage is less than the 24 volts expected, trace<br />
the wiring circuit voltage back through the approach flap<br />
position switches and see where the voltage drops off. At the<br />
point you find the drop, you will have found the damaged<br />
component that is acting as the circuit’s resistor. —CB<br />
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Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 67
www.bonanza.org<br />
Q:<br />
Alternator voltage<br />
William Bowes<br />
Morrow Bay, Cali<strong>for</strong>nia<br />
Twice in the past couple of months my alternator light<br />
came on shortly after takeoff, and my backup B&C<br />
alternator picked up the load. This has occurred within 20<br />
hours on my recently overhauled engine, which included<br />
overhauling the alternator.<br />
What is the correct alternator voltage that I should be<br />
seeing? My JPI 930 shows 26.5 to 26.8 volts at all RPMs. My<br />
B&C generator puts out 25.8 volts at 1700 rpm. One opinion I<br />
have received is that my voltage regulator is the likely reason<br />
my alternator has dropped off the line. Any thoughts on what<br />
my problem is, and how I should go about correcting it?<br />
A:<br />
The alternator voltage should be 28.0 - 28.4 volts. I<br />
wouldn’t start with the voltage regulator. Since this<br />
started with the overhauled engine, I would start with<br />
looking at the wiring to the alternator, specifically the field<br />
wire and grounds. The voltage regulator can be adjusted<br />
easily by your mechanic.<br />
Also I would see if the alternator drive coupler was<br />
overhauled along with the alternator. If it is slipping, your<br />
voltage will drop with increased loads and could cause<br />
the system to fail. —DH<br />
Magneto switch<br />
Donald Kuskie, Centennial, Colorado<br />
My E35 has the original magneto<br />
Q: switch and feel that was working<br />
fine. I have installed a new digital<br />
tachometer and now can not get a<br />
good mag check. My maintenance<br />
folks feel it is a bad switch. Are<br />
there any replacements to<br />
this switch?<br />
A:<br />
Without specific in<strong>for</strong>ma<br />
tion, I am going to<br />
make the assumption that<br />
you install ed a Horizon<br />
Instru ment P-1000 or similar<br />
P-lead driven tachometer.<br />
There is no reason that the simple installation of<br />
this P-lead pick-up tach should have interfered with<br />
your original magneto switch. I suggest re-checking the<br />
wiring, or possibly connecting the tach directly to the<br />
magnetos instead of the switch. I also suggest per<strong>for</strong>ming an<br />
“engine kill” test by turning your mag switch OFF momentarily<br />
while at idle speed. If the engine continues to run, there is<br />
a wiring issue or the mag switch is truly malfunctioning.<br />
Next, temporarily remove the newly<br />
installed tachometer wires from the<br />
switch and see if magneto function<br />
returns to normal.<br />
If you are sure it is a faulty switch,<br />
I have replaced the old style with the<br />
standard keyed ACS or TCM Bendix<br />
keyed magneto switch. —CB<br />
Q:<br />
Autopilot computer<br />
adapter card<br />
John Thomas<br />
Huntsville, Alabama<br />
I have a King autopilot (no<br />
Flight Director) in my A36. My<br />
avionics shop says the computer has<br />
a P/N 065-5009-60 adapter card, and it<br />
should have a 065-5009-06 card. Which<br />
P/N do you think is the correct card?<br />
I discussed your question with<br />
A: tech support at Honeywell<br />
Bendix King. They verified that the<br />
adapter card that should apply to your<br />
unit is the one that you indicate is<br />
currently installed, P/N 065-5009-60.<br />
—JC<br />
68 AMERICAN BONANZA SOCIETY JANUARY 2013
Q:<br />
www.bonanza.org<br />
Touch-up painting<br />
Brock Benjamin<br />
El Paso, Texas<br />
I have a lot of dings and chipped paint on the<br />
leading edges, cowling, and spinner of my newly<br />
purchased M35. How do I do touch up painting? It’s not<br />
as much aesthetics as I don’t like the loose paint and<br />
bare aluminum. What’s the proper procedure?<br />
A:<br />
There are many correct ways to address chipping<br />
paint on the leading surfaces of our airplanes. Here<br />
are a few ordered from easiest to most skilled, and least<br />
to most expensive.<br />
1. Wash the surface with a strong dilution of liquid dish<br />
detergent, rinse clean, and allow to dry.<br />
2. Using a Q-tip or small detailing paint brush, apply a<br />
dab of yellow chromate primer. Yellow is easier to<br />
cover than green, but you can use green if it is all you<br />
have available. You can usually find yellow and green<br />
chromate primers at your local boat supply store.<br />
3. With a clean brush or new Q-tip, apply your matching<br />
top coat and allow to dry.<br />
or<br />
1. Wash the surface with a strong dilution of liquid dish<br />
detergent, rinse clean, and allow to dry.<br />
2. Lightly sand each spot to knock down the sharp paint<br />
chipped edge and blend the top coat into the primer<br />
layer. Do not sand into the metal.<br />
3. Wipe the surface with 90% isopropyl alcohol and allow<br />
to dry.<br />
4. Using a small detailers airbrush, apply a coat of epoxy<br />
primer to each spot.<br />
5. Using a small detailers airbrush, apply your matching<br />
top coat and allow to dry.<br />
or<br />
1. Sand a large area back to the closest skin seam with<br />
600 grit sandpaper. Do not sand into the metal.<br />
2. Wipe the surface with 90% isopropyl alcohol and allow<br />
to dry.<br />
3. Mask the airplane, prime, and paint the complete area.<br />
—CB<br />
Eliminate all<br />
Tach Problems<br />
P-1000 Tachometer<br />
• STC’d and TSO’d <strong>for</strong> all aircraft.<br />
• Accurate to 1 RPM, full range.<br />
• Large 1 /2 ", 4-digit back-lit LCD<br />
display.<br />
• Calculates pre-flight “Mag-Drop”.<br />
• Indicates “Hot-Mag” condition.<br />
• In-Flight magneto failure alert<br />
indicators <strong>for</strong> both magnetos.<br />
• Presettable engine time indicator.<br />
• Indicates all red, yellow and<br />
green operating ranges.<br />
• Simple four wire installation!<br />
Immediate delivery:<br />
All installation hardware, circuit breaker and wiring harnesses are included.<br />
600 South Jefferson St., Unit C, Placentia, CA 92870<br />
(714) 524-1919 (800) 541-8128 (714) 524-5937 (FAX)<br />
www.horizoninstruments.com<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 69
Display Classified Ad<br />
We can<br />
help sell<br />
your<br />
plane.<br />
Use a full color<br />
picture of your<br />
airplane along with<br />
up to 50 words to<br />
sell your plane. The<br />
price per month is<br />
$195. The finished<br />
size is 3-3/8 inches<br />
by 2-7/8 inches.<br />
Now Available!<br />
For sale – 56 Baron TC<br />
Rovid que pe dolorep elestrum que labor sum voleniae in<br />
prore estorro odit, testem inctus, sunditios volupit alique peris<br />
volorem volo cusa dipsand itibusam, te volorecea vent vollam<br />
ducitio corroribus.<br />
Udam remporibus accusa vomnelorep erferio rerrum etur.<br />
Mustium et evellabor sit liquatu rioresc itatius.<br />
Gent at. Nonsedi psaecea solupta tiscit, 123-456-7890.<br />
Volunteer Pilots<br />
Needed<br />
Volunteers flying <strong>for</strong> the<br />
environment since 1979.<br />
Actual Ad Size<br />
Visit the ABS website to place your ad, or call .<br />
www.bonanza.org 316-945-1700<br />
1922 Midfield Road, P.O. Box 12888 Wichita, KS 67277<br />
Fax 316-945-1710 • e-mail: absmail@bonanza.org<br />
Phone: 307-332-3242<br />
www.lighthawk.org<br />
Pilots<br />
N Paws®<br />
is an online meeting place <strong>for</strong> pilots and other volunteers<br />
who help to transport rescue animals by air. The mission of the site is to<br />
provide a user-friendly communication venue between those that rescue,<br />
shelter, and foster animals; and pilots and plane owners willing to assist<br />
with the transportation of these animals.<br />
A general aviation transport requires just one pilot volunteer and is<br />
far more efficient and dependable than time-consuming ground trans-portation<br />
<strong>for</strong> these animals who are often in danger of euthanization. Volunteer<br />
pilots retain complete authority of their planning and flights,<br />
and can give as much or as little time as they like.<br />
SIMPLE AS 1-2-3<br />
No bothersome paperwork required!<br />
If you love to fly, and you love animals,<br />
please join us now! It’s easy, it’s fun, and<br />
it’s extremely rewarding. Joining is easy<br />
and takes just a minute of your time.<br />
1. Go to www.pilotsnpaws.org<br />
and register<br />
2. Post your in<strong>for</strong>mation and read<br />
other posts<br />
3. Wait <strong>for</strong> contacts / make contact<br />
with others<br />
WHY JOIN THE PILOTS N PAWS<br />
NETWORK?<br />
• Enjoy flying while helping a worthwhile<br />
non-profit organization<br />
• Flights are tax-deductible 501c3<br />
• Expand your network of pilot/aviation<br />
contacts and other professionals<br />
• Gain flight experience and log more hours<br />
• Explore new geographical areas<br />
• An extremely rewarding experience<br />
every time<br />
Volunteers flying <strong>for</strong> the environm<br />
Phone: 307-332-3242 • www<br />
Pilots N Paws®<br />
www.pilotsnpaws.org<br />
®<br />
6th Vertic<br />
Volunteer Pilots N<br />
6th Horizontal<br />
70 AMERICAN BONANZA SOCIETY JANUARY 2013
www.bonanza.org<br />
Cylinder Failure<br />
By Tom Rosen, Chairman, ABS Technical Committee<br />
The photos are of my #4 cylinder, an investment cast Millennium,<br />
that failed 50 hours after overhaul. If you look closely, you can<br />
see that the crack extends well to the left of the valve seat.<br />
The interesting part, and<br />
the reason I am sharing this<br />
with ABS members, is that I<br />
discovered the crack while<br />
complying with the Superior/<br />
Millennium Airworthiness<br />
Direc tive. The compression<br />
was 67/80, compared to the<br />
low 70s <strong>for</strong> the other five.<br />
GA News<br />
Fuel Pump<br />
Replacement<br />
C J Aviation in Miami, Florida<br />
(305-378-1469) now has a PMA<br />
replacement electric boost pump<br />
to replace the Dukes pump in<br />
Bonanzas and Barons. The price<br />
is comparable <strong>for</strong> overhaul and<br />
only slightly higher <strong>for</strong> a new<br />
pump. They will take the old<br />
Dukes pump as an exchange <strong>for</strong><br />
the new PMA pump.<br />
Not remarkable at all. Visual<br />
inspection of the cylinder<br />
was normal. I never would<br />
have found the crack if my<br />
air compressor had been<br />
running, because I would<br />
not have heard the sound<br />
of air escaping through<br />
the crack. The soapy water<br />
test confirmed the leak on the left side of the head, way down against the<br />
#6 cylinder. There was almost no visible evidence of combustion products on<br />
the exterior of the cylinder head with the cylinder installed.<br />
As a result of this, I now always accomplish compression checks with the<br />
compressor turned off while I am taking the readings in a quiet hangar.<br />
Bonanza, Travel Air, Baron<br />
SHOULDER HARNESS<br />
KITS<br />
FAA STC/PMA APPROVED KITS<br />
• Factory style, 3 point diagonal design<br />
• Factory quality, Tso-c114 Amsafe belt systems<br />
• Choice of stock colors or special order<br />
• Matching rear lap belts available<br />
FIXED RESTRAINT INERTIAL REEL EQUIPPED<br />
Low Cost<br />
Af<strong>for</strong>dable<br />
$799.00 Complete $1,099.00 Complete<br />
AIRCRAFT JACKS – THAT FIT<br />
• Three Leg Design<br />
• Rugged Construction<br />
• #6000 Capacity Ram<br />
• Range 24" - 41"<br />
• Locking Safety Collar<br />
• No Stamped Parts<br />
MODEL 324 $229.00 EA.<br />
Online at www.alphaaviation.com<br />
Alpha Aviation Inc.<br />
1505 Chateaulin Lane • Burnsville, Minnesota 55337<br />
1-800-653-5112 1-952-856-5158 (fax)<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 71
Love Flying?<br />
Start living – keep flying – go home to your airpark<br />
Airparks Love Flyin<br />
Full Page<br />
FL: Naples<br />
4/C Ad<br />
FL: Daytona Beach<br />
Spruce Creek Airpark<br />
www.fly-in.com<br />
Wings South Airpark<br />
www.wingsouth.org<br />
TN: Altamont<br />
Piney Creek Airpark<br />
www.pineycreekairpark.com<br />
Isn’t it time the rest of your life caught up with your<br />
heart ? – if you really love to live the flying life that<br />
means that the airpark life style is already right <strong>for</strong><br />
you. It’s not a question of if – it’s where – and you’ll<br />
find the in<strong>for</strong>mation you need to make an in<strong>for</strong>med<br />
decision about where by contacting the communities<br />
represented in this ad.<br />
And as far as the when<br />
part – what’s wrong with –<br />
right now?
www.bonanza.org<br />
Classified Advertising<br />
NEW<br />
Classified Advertising Rates: Members 75¢/word; $5/month <strong>for</strong> Web placement.<br />
Non-members $1.25/word; $15/month <strong>for</strong> Web placement. 25 word minimum.<br />
Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8"<br />
by 2-7/8". Include a full color picture of your item along with up to 50 words.<br />
Format: Grouped initials count as one word. Telephone numbers and e-mail<br />
addresses count as two words. All other words count as one.<br />
Terms: Prepaid with order, no agency discounts.<br />
Closing Date: Must be received by 5th of month be<strong>for</strong>e placement.<br />
To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888,<br />
Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links<br />
at www.bonanza.org.<br />
Questions: If you have questions call 316-945-1700.<br />
AIRCRAFT FOR SALE, RENT, PARTNERSHIP<br />
DON’T MAKE AN EXPENSIVE MISTAKE! Call me <strong>for</strong> a Free<br />
Consultation on your purchase of a Bonanza or Baron be<strong>for</strong>e<br />
you Pre-Buy. Visit my website at www.beechcraftbuyers.com.<br />
Or call 850-240-7243.<br />
Bonanza <strong>for</strong> Sale. 1992 F33A – ABS Mag azine “cover girl” –<br />
August, 2007. Turbo-Normalized, TKS, IO-550. Lost medical.<br />
Located at KPWT (WA). Send email request <strong>for</strong> PowerPoint<br />
flyer with photos and details. jimposner@comcast.net<br />
Thinking of selling your Bonanza? Call me; I have Buyers<br />
looking <strong>for</strong> good clean Bonanzas. BeechcraftBuyers.com;<br />
850-240-7243.<br />
1979 F33A in Mint Condition. 248hrs on Eng & 3 Bld Prop<br />
Western Skyways overhaul. D’Shannon Baffling, Century III<br />
w/alt hold & App Coupling, Stby Elect Hor, GEM, Storm<br />
Scope, Shadin Digital Fuel Mgt, ICARUS AltAlert Sys, Gap<br />
seals, “Knots 2 U” HID Pulse Light, Tanus Eng Heater, NDH,<br />
Always Hangared. $146,500. Call Ben<br />
703-369-4168, cell 425-269-4168.<br />
1965 Beechcraft Debonair 1490 TT<br />
One of a kind. July annual completed 40 hrs on McCauley 3<br />
blade prop. NDH always hangered. 40 gallons wing tanks.<br />
KX155 & 170B Radios,1 pc. windshield, near new tires, nice<br />
IMRON paint, 110 SMOH. 641-664-2636<br />
1969 V35A. 2821 TT,1709 TSN, Century<br />
IV AP w/FD, HSI, dual GS, Collins Microline,<br />
dual yokes, 20 gal. tips, factory<br />
O2, Smith speed mods, Insight monitor,<br />
Rosen visors, intercom, gas towmotor,<br />
hangared. $75,000. Call 541-772-2009 or<br />
rlc@roguelaw.com.<br />
1964 Debonair 5141TT 1244SFRM<br />
always hangared 78 gal dual KX155<br />
KT76C KN82A ADF 3M stormscope radar<br />
altimeter dual alt. A/P M3GPS SPA400<br />
6plcEGT dual yoke new Plane Power alt.<br />
oil filter kit. $69,900. 207-667-9315<br />
V35B Turbo TKS 1975 – 3232TT,<br />
1496SMOH, prop 384s NEW. Osborne<br />
tip tanks, TKS de-ice, standby air,<br />
STEC55, KX165, KX155, HSI, PMA7000MS,<br />
EDM700, Gamijectors. $155,000. Call<br />
509-972-2170 or visit www.N1156T.com.<br />
Contact e-mail: jan7743@gmail.com.<br />
’64 S Bonanza. Very clean original airplane.<br />
380 Reman, 4800+ TT, 3-blade<br />
McCauley, King Silver Crown. 2001 GPS,<br />
GAMIs, Clevelands, Oil Pre-heat, Strobe,<br />
Century I coupled. July annual completed.<br />
$74,950 OBO. 360-432-8292 (WA),<br />
egpilg@msn.com.<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 73
Cream Puff 1986 F33 Very Clean<br />
TT:2477, SMOH:1426, 530 WAAS Coupled<br />
KFC200 HSI, 3 Blade, NDH Annual Aug<br />
2012, Compression 70’s, Many Extras.<br />
$138,000. Steve 972-230-7864.<br />
www.bonanza.org<br />
1/3 partnership in Hornet Aviation<br />
at SUS. Includes ’67 Debonair and<br />
many amen ities. For all details: hornet<br />
mo@gmail.com, 636-861-9670. Google:<br />
“N5460U”<br />
BEECH WANTED!!! All models, runouts<br />
OK, needing P&I/Radio upgrades<br />
OK, fast discriminate transaction on your<br />
ramp 20 years experience/references.<br />
Jim 760-803-3093, avloc@yahoo.com.<br />
1980 58 Baron 9353TT 1425REM<br />
90 new cylinders; JPI760 KFC200<br />
GNS430W/530W GTX330 GDL69 Radar<br />
A/C More. Beautiful throughout pics<br />
avail. Jim danceskater@cox.net; (918)<br />
724-0218.<br />
1991 F33A – 1418 TTAF & eng, 384<br />
STOP, original P&I, new Aspen PFD 1000,<br />
Garmin 530, KX155, KFC200, WX500,<br />
EDM700, 5th seat, very pretty and<br />
well cared <strong>for</strong>. Moving on (not up) to<br />
turbine power. 575-390-9065 or lrscott<br />
52@gmail.com.<br />
1976 V35B; 1818TT, 248 hours on<br />
D’Shannon 550B conversion. Century<br />
111 AP coupled, slaved HSI, dual altimeters,<br />
dual yoke and pedals, dual Collins<br />
nav/com, 3-blade McCauley. Always<br />
hangared; int/ext very nice, NDH, only<br />
flown by owner 33 years. 253-549-2100<br />
or 253-312-2482, Washington state.<br />
The right tools <strong>for</strong> the job<br />
wingbolt wrenches • made in the USA<br />
m Bonanza through the King Air Series of aircraft.<br />
m These wrenches are used to inspect and replace as<br />
required the wing attach bolts on Beechcraft Aircraft.<br />
m Available <strong>for</strong> purchase or rental.<br />
m Lifetime Warranty.<br />
m See website <strong>for</strong> additional in<strong>for</strong>mation.<br />
Ryan Machine • 9608 Taxiway Dr. • Granbury, TX 76049<br />
email: info@RyanMachine.net<br />
www.ryanmachine.net<br />
Gear Position Advisories<br />
Overspeed (Vne) Advisory<br />
Stall Warning Repeater<br />
Flight Time Recording<br />
1976 E-55 Baron, 5900TT, 390 SMOH<br />
L&R by RAM, Radar, GNS430W, GTX330,<br />
C-IV w/FD, with VGs, new paint, much<br />
more. $129k. Call <strong>for</strong> spec. 215-913-4768.<br />
One of a Kind 1982 V35B – $225,000.<br />
Thirty Fifth Anniversary Bonanza. Serial<br />
#D10397 – only six made after this one!<br />
Excellent condition! 3430TT, new factory<br />
rebuilt 550B, and new McCauly 3-blade<br />
prop. Garmin 530W. King 200 flight director<br />
auto pilot with yaw damper. Many<br />
extras! Owner of this airplane since 1987.<br />
For more in<strong>for</strong>mation, www.35YR.com.<br />
1963 P35 Restored, Fast, Hangared<br />
3933.09TT 10520BB 99.87 SMOH 1800TT<br />
KX165 KR170B GX60IFR GPS KR87<br />
STEC50 AP HSI Shadin EDM700 KR87<br />
Narco at 150 Intercom Bose Headsets<br />
KN64 Garmin 150 New Windows Gap<br />
Seals Clevelands Paint 8 Interior Tip Tanks<br />
$75,000, ansjohnmcfarlane@cfl.rr.com.<br />
817•573•2786<br />
6601 AUDIO ADVISORY SYSTEM<br />
<strong>Your</strong> “electronic co-pilot”<br />
STC’d <strong>for</strong> the Sierra, Bonanza, Baron, Dutchess, Duke and<br />
C90 King Air. For more in<strong>for</strong>mation, contact your favorite<br />
avionics dealer or visit us at<br />
www.p2inc.com (888) 921-8359<br />
1955 F35 Bonanza $49,500. 4499 TTAF,<br />
350 SMOH, Beech Electric Constant<br />
Speed Prop, KMA-24 Audio Panel, KX-<br />
155 with Kl-209, vertical card compass,<br />
KT-76A transponder, 4 place intercom,<br />
long sloped windshield, T3 autopilot,<br />
Garmin 295, Cleve brakes. Call Russ at<br />
330-644-8160.<br />
77 Baron 58P, TTSN4582, SMOH-L470/<br />
R1170, PROPS-540SN, NDH. All logs, known<br />
ICE, IFR-GPS, AP/FD/YD, nice paint and<br />
int. Fresh annual, WY. 307-850-4816<br />
1969 B 55 Baron $56K. Like new boots,<br />
prop de-ice, STEC 50 autopilot, Garmin<br />
696 w/XM weather, KLN 89B GPS, PS<br />
Engineering 7000 audio/intercom wired<br />
<strong>for</strong> Bose. D’Shannon glass, slaved HSI,<br />
plus much more. 1404/886 SMOH, 6450TT.<br />
Photos at: https://plus.google.com/<br />
photos/111089491796333237345/albums/5797334793354107153.Contact<br />
Bennettramsey@gmail.com or Neal @<br />
914-625-5776.<br />
62 P Bonanza 6373 TT, 964 SMOH,<br />
303 SPOH, 1 qt/15hrs. All King Equipment:<br />
KNS-80, KX 170B, KT76A, Dual<br />
G/S, Stormscope, Shadin FF, JPI 6 probe,<br />
S-Tec AP w/AH and YD. 2004 Interior.<br />
March ‘12 Annual all logs, NDH, always<br />
hangared. $55,000 OBO. Contact Dick<br />
@ 623-748-8384 <strong>for</strong> full description, or<br />
email: richardklein3@cox.net.<br />
UNIQUE 1973 A36 Turbo-normalized<br />
tip tanks extended baggage TT6928<br />
SMOH693 GAMI’S JPI800 oil analysis.<br />
Very well maintained Garmin 430 Strikefinder<br />
Slaved HSI backup electric A.I.<br />
USEFUL 1467. $145,000 515-249-8435.<br />
ABSOLUTELY OUTSTANDING BAR-<br />
ON! 1982 95-B55 Colemill President II<br />
3675TT 465 R/L, S/New Inc, 3 blade<br />
props, boots, VGS, TAS198K, G500S/V,<br />
traffic, GTN 650/750, GMX200 charts, XM<br />
weather/radio WX500, color radar, KFC<br />
200 alt-pre-select, GPSS steering, dual<br />
wheel, LTD lifesaver gyro, meticulously<br />
maintained, fresh annual, heated hanger,<br />
paint & interior 9. No damage, clean logs.<br />
This aircraft is unparalleled, has many,<br />
many other extras. $265,000. Call today<br />
248-891-8488 or e-mail speedycash88@<br />
gmail.com <strong>for</strong> complete list.<br />
74 AMERICAN BONANZA SOCIETY JANUARY 2013
1993 F33A 1688 Total time since new.<br />
Serial #CE-1730 N8263A. 226 total time<br />
since factory new. IO-550 engine. All<br />
factory new engine accessories. 100<br />
amp alternator. New tires, brakes, battery.<br />
King avionics, S-TEC 50 auto pilot;<br />
EDM 700 engine monitor; King multi<br />
function GPS-KMD 250; Garmin 696 w/<br />
weather & NXM radio. New Cygnet dual<br />
yoke & control wheels; CA-MB800 clock;<br />
rosin visors; PM-3000 4 place intercom.<br />
Matterhorn white w/red & grey stripe;<br />
int & ext original in excellent condition;<br />
NDH always in heated hangar. $189,500.<br />
Days 406-591-1472; evenings 406-591-1472.<br />
INSTRUCTION<br />
Beechcraft Instructor, Southern<br />
Cali<strong>for</strong>nia, All models of Bonanza<br />
and Baron. <strong>Your</strong> SoCal, experienced<br />
Beechcraft training specialist. Dan<br />
Ramirez 949-429-8273 or 909-262-7737<br />
or Danv35@aol.com.<br />
Baron Instruction – Tennessee based<br />
(will travel) Stephen Hammers, CFI, CFII,<br />
MEI, ATP – 20+ yrs. Exp. Baron E55 Owner,<br />
Initial and Recurrent <strong>Training</strong>, Instrument<br />
Competency Check and <strong>Insurance</strong><br />
Checkout. See www.AVSaircraft.com<br />
<strong>for</strong> more in<strong>for</strong>mation. 615-479-7195<br />
Bonanza Instructor – all models.<br />
North Central Florida – will travel.<br />
Initial and recurrent training, IPC’s,<br />
flight reviews, insurance check outs.<br />
BPT instructor. Buck Williams, ATP<br />
CFII MEI. 352-222-0873; www.master<br />
wingsLLC.com/HMW.<br />
P-Baron, Baron, Bonanza; initial, recurrent<br />
training, insurance approved,<br />
nationwide; systems, operational considerations,<br />
mishap review, FAR review,<br />
advanced avionics. I come to you, E55<br />
owner. 25+ years aviation training experience.<br />
Dave Garvey 925-212-3274;<br />
dgarvey@flyatm.com.<br />
<strong>Training</strong> in JMSA’s G-Model Dual<br />
Yoke Bonanza. CFI instructor: (1) 10-<br />
hr Complex-High Per<strong>for</strong>mance Certification,<br />
2 days to complete. $2000. (2)<br />
6-hr FAA 709 flight training. 2-hr Ground<br />
School. 2 days to complete. Includes 1<br />
hour flight with FAA flight inspector.<br />
$1500. (3) 25-hr in 5 days, <strong>Insurance</strong><br />
Flight Time Requirement. 5 days to complete.<br />
$5000. Contact jsmith@amp84.hbs.<br />
edu /409-370-8685, or pbourke@gt.rr.com<br />
/409-718-0074.<br />
www.bonanza.org<br />
Bonanza, Baron and P-Baron Instruction<br />
– Gold Seal and Master CFI.<br />
<strong>Insurance</strong> approved P-Baron initial and<br />
recurrent training, Garmin and G-1000<br />
instruction, insurance check-outs, instrument<br />
and ME ratings, assistance with<br />
purchases. Gerry Parker, 713-826-6663,<br />
gparker@pmkc.com.<br />
Southwest Beechcraft Instructor:<br />
All models. Available in Las Vegas,<br />
Phoenix, Flagstaff, and all surrounding<br />
airports- will travel. Initial and recurrent<br />
training, flight reviews, IPCs, insurance<br />
checkouts, additional ratings, and assistance<br />
with sales/purchases. BE-58/F33A<br />
owner. CFI/CFII/MEI with ATP, call Troy<br />
Dixon 602-628-2314; TroyJasonDixon@<br />
yahoo.com.<br />
EQUIPMENT, PARTS,<br />
SERVICE<br />
Mike’s Upholstery: Custom interiors,<br />
singles-light twins. FAA certified. Same<br />
location since 1968. North Omaha Airport<br />
(3NO). Omaha, NE. Mike Roney,<br />
402-572-8788.<br />
Bruce Custom Covers. Complete barely<br />
used Bruce Custom Covers <strong>for</strong> the V-Tail<br />
Bonanza. Grey and Black. Padded cowl<br />
cover and all wing, tail and fuselage<br />
covers. Total airplane coverage <strong>for</strong><br />
aircraft kept outside in the elements.<br />
Protect your plane from sun and weather<br />
damage. Why pay thousands of dollars,<br />
buy this complete coverage <strong>for</strong> just $985.<br />
Contact email: philstuffco@shaw.ca.<br />
Custom Magneto Repairs. Crossfire<br />
Magneto Service: overhaul, testing, and<br />
<strong>for</strong>ensics. Huge inventory of new and<br />
used parts. Fast turn times, exchange<br />
available. We only use OEM parts! Exceptional<br />
per<strong>for</strong>mance, dependable<br />
service. Crossfire Magneto Service, 5293<br />
Gulfstream Ct., Loveland, CO 80538. Paul<br />
Brevard 970-672-6505, pbrevard@msn.<br />
com, crossfiremagneto.com. The Hottest<br />
Magneto You’ll Ever Fly!<br />
Wanted: Dual control yokes, single<br />
control yoke, handle, or any parts to<br />
them laying in your hangar. Have some<br />
avionics, may trade. Call 580-431-2333,<br />
email: airmech@sctelcom.net.<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 75
SEAT ADJUSTER BROKEN? We repair<br />
Roton, Hydrolok and Beech. We<br />
overhaul shimmy dampers. Exchanges<br />
available. Call Jerry @ 810-300-1140.<br />
Spar Mod. Kit Installation Bonanza/<br />
Baron. Calkins Aero Service, Inc. –<br />
Houston, TX. 281-579-6674, caero@sbc<br />
global.net.<br />
Aluminum Baron Elevators. Reskin<br />
your Baron Elevators in “Aluminum”.<br />
Travelair D and E models, all 55,56,58<br />
(to include TC and P models). Exchange<br />
available, no more corrosion problems,<br />
“replace one elevator at a time”. Available<br />
at SRS and other trusted Beechcraft<br />
Flight control overhaul facilities. FAA<br />
CRS #U5LRO68X, FAA/PMA. www.srsaviation.com.<br />
Toll free 877-364-8003.<br />
Flight Controls Re-Skinned. We reskin<br />
Elevators Flaps and Ailerons 33 to<br />
King Air 300. All flight controls are built<br />
in fixtures by experienced craftsman.<br />
FAA Cert. Repair Station U5LRO68X.<br />
Call SRS Aviation Toll Free 877-364-8003,<br />
www.srsaviation.com.<br />
www.bonanza.org<br />
Engine Upgrade? STC’d IO-550-B Engine<br />
Conversions <strong>for</strong> S35, V35, V35A, V35B,<br />
C33A, E33A, E33C, F33A, F33C, G33, 36,<br />
and A36 Bonanzas. IO-470C or IO470-<br />
N Engine Conversions <strong>for</strong> A35 thru G35<br />
Bonanzas & 33 thru F33. Other Mods,<br />
shoulder harness assemblies, instrument<br />
panel conversions, SS battery boxes, seat<br />
conversions. All Bonanza Mods. Hammock<br />
Aviation Services, Inc. 972-875-4279.<br />
Ennis,TX. www.hammockaviation.com.<br />
Exhaust System Repairs. Mufflers –<br />
Flame cones installed, end plate ass’y,<br />
etc. Exhaust Manifolds – Ball end, flanges,<br />
patch work. Tailpipes – ends repaired.<br />
Call Custom Aircraft Parts at 800-561-1901<br />
or 619-561-5757. Ship to 14374 Olde Hwy.<br />
80, El Cajon, CA 92021. Visit our website<br />
at: www.customaircraft.com.<br />
Bonanza Inspections, maintenance,<br />
and repair. Quality service with reasonable<br />
prices. Owner assists available.<br />
Dynamic Propeller Balancing. Bonanza<br />
owner with 25+ years experience. Brian<br />
Stout, A&P, IA. Flying S Aviation. RHV,<br />
San Jose, CA. 408-258-9462.<br />
RIGGING TOOL RENTAL. Increase<br />
safety, per<strong>for</strong>mance and control with<br />
ABS rigging tools $100 plus two-way shipping<br />
<strong>for</strong> 12-day rental. Available tools are<br />
an Aileron travel board and one each<br />
Ruddervator (D-1 through D-2680) and<br />
Ruddervator (D-2681 and after) travel<br />
boards. RESERVE AHEAD <strong>for</strong> your inspection/repair.<br />
ABS HQ 316-945-1700.<br />
Fuel Gauge Printed Circuit Modules<br />
Rebuilt F33, V35, A36 Bonanza and<br />
Barons. Guaranteed. Replaced if defective.<br />
$490.ea. Exchange. Send old unit<br />
or call: Birks Aviation Products, 3520 W<br />
Saymore Lane, Peoria, IL 61615. 309-686-<br />
0614. email: jbirks2@att.net.<br />
Dual & Single Control Yokes large<br />
handles, trim knobs, all misc. parts <strong>for</strong><br />
control yokes, exchange your faded &<br />
cracked handles <strong>for</strong> our like new refinished<br />
ones. Exchange singles <strong>for</strong> dual<br />
& vice versa. Call <strong>for</strong> quote, we buy any<br />
duals, singles or any parts. Air Mech, Inc.,<br />
580-431-2333 email: airmech@sctelcom.<br />
net. For 20 years: Being your best source<br />
<strong>for</strong> af<strong>for</strong>dable yokes is our specialty.<br />
Statement of Ownership corrected from figures in the December ABS Magazine.<br />
76 AMERICAN BONANZA SOCIETY JANUARY 2013
Elevators, 33 thru Baron. FAAapproved<br />
repair station #209-53. Biggs<br />
Aircraft. 405-258-2965, Fax 405-258-3016.<br />
Cover-Ups by Denise. Expanded vinyl<br />
gear & flap actuator covers <strong>for</strong> Bonanzas<br />
and Barons. Uplock cover – $38.00. Retract<br />
rod cover – $40. Steering rod cover<br />
– $20. Wing Flap actuator cover set – $47.<br />
NEW!!!! Chamois main gear cover set –<br />
$69. Charge <strong>for</strong> shipping and handling.<br />
Call or fax Denise at 321-725-9226.<br />
Flight Controls <strong>for</strong> all Beechcraft thru<br />
King Air 300 rebuilt by FAA approved<br />
repair station #YYSR526L w/25 years<br />
experience, painting & balancing done<br />
in house. Stebbins Aviation, Inc. 442<br />
Downes Terr., Louisville, KY 40214. 800-<br />
852-8155, 502-368-1414.<br />
Tables, new and used available.<br />
Contact Chuck 660-885-8317 or chuck@<br />
avfab.com.<br />
WING TIPS <strong>for</strong> 1967 V35 and 2000<br />
A36, strobes, lights & lens. EXCELLENT<br />
CONDITION. $1,000 each set OBO. Bill<br />
201-230-4757.<br />
www.bonanza.org<br />
Mccauley Prop off E33C. $3,500<br />
complete overhaul, new hub, model<br />
2A36C23-JEG, PTSO:155, PTT:3225<br />
ed.crs@hotmail.com 602-757-0499.<br />
Seat Specialists – Seat recline cylinders<br />
repaired, seat repair, seat replacement<br />
parts. Call Chuck at AvFab 660-885-8317<br />
or chuck@avfab.com.<br />
Bonanza Flight Control Rebuild<br />
Service. Ailerons $2150, flaps $2450 ea,<br />
ruddervators/elevators $2350 ea. Workmanship<br />
guaranteed, painting and balancing.<br />
Aero Surfaces, CRS. OG3R-735-L,<br />
530-893-5416, aerosurfaces@chico.com.<br />
Bonanza Parts – Specializing in 35<br />
and 36 Bonanzas. We dismantle many<br />
Bonanzas <strong>for</strong> parts! A thru P, M thru<br />
V35A-B, A36, B36, Debonair, A-F33.<br />
Email bonanzaparts@gmail.com or call<br />
requests to 530-661-1696. Visit our web<br />
page, www.bonanzaparts.biz.<br />
Dual Yoke Rental. Baron/Bonanza.<br />
$300 plus shipping <strong>for</strong> first 2 months,<br />
$125/mo thereafter. Steve Weaver 843-<br />
475-6868.(WV).<br />
BARON A/C STC KITS FOR SALE! Cool<br />
Air approved <strong>for</strong> 55 thru 58TC series<br />
Barons. Total electric, remote mounted.<br />
Capable of ground cooling, light weight<br />
R134 certified. Call Gary Gadberry at<br />
Aircenter, Inc. 423-893-5444 (TN) or email<br />
aircntr@aol.com, www.aircenterinc.com.<br />
2007 Bonanza G36/A36. Wingtips<br />
and lights with model 9007904 Whelen,<br />
power module <strong>for</strong> lights $2000 obo. 309-<br />
645-9774.<br />
REAL ESTATE &<br />
GETAWAYS<br />
SPRUCE CREEK FLY-IN REALTY –<br />
RESIDENTIAL AIRPARK, www.fly-in.com.<br />
Daytona Beach, Florida. ABS Sponsor,<br />
members. Home of over 60 Bonanza’s<br />
and Baron’s. Gated Country Club Community<br />
with its own Airport, 4000' paved<br />
runway x 180' wide, 5/23. Private GPS<br />
approach. (7FL6). Taxiway Homes from<br />
$540,000.00, condo’s from $130,000.<br />
Golf/Nature Homes from $180,000.00.<br />
Lenny Ohlsson, Broker, SPRUCE CREEK<br />
FLY-IN REALTY, 800-932-4437, e mail:<br />
sales@fly-in.com.<br />
ABS Store Merchandise<br />
ABS ‘BRAND’ NEW ATTIRE<br />
Sweatshirt – Black or Grey $32.00<br />
Men’s Vests $60.00<br />
Women’s Vests $53.00<br />
Men’s Wind Vests – Black or Khaki $38.00<br />
Men’s Polo – Black, White or Red $32.00<br />
Women’s Polo – Black or White $32.00<br />
White Logo Tshirt $10.00<br />
LS Black Logo Tshirt $18.00<br />
Grey Logo Tshirt/Red Logo T $12.00<br />
SS Red Striped shirt $46.00<br />
Blue Ox<strong>for</strong>d Shirt $45.00<br />
Charcoal Striped L/S Shirt $52.00<br />
Black VNeck Sweater $38.00<br />
Grey LS Crewneck/Red SS $24.00<br />
Black/Grey Coat S-XL $64.00<br />
Black/Grey Coat 2XL $70.00<br />
Lightweight Grey/Red Jacket $53.00<br />
Heavyweight Black Coat $79.00<br />
White or Black logo caps $17.00<br />
DVDs<br />
<strong>BPPP</strong> Highlights 4500 $59.50<br />
Instrument Flying #s 4600 $48.50<br />
Owner Per<strong>for</strong>med Maint 4501 $31.25<br />
Pre-flight Inspection 4502 $10.00<br />
Service Clinic Highlite (old) 4503 $31.25<br />
Service Clinic 2006 Convention DVD5 $40.00<br />
Those Who Won’t …. DVD7 $25.00<br />
Wings in Focus $40.00<br />
ABS MEMORABILIA<br />
Auto Tag Holders $ 2.50<br />
Binders – Navy or Burgandy 3000 $ 9.00<br />
Checklists – Bonanza 3030 $15.00<br />
Checklists – Barons 3031 $17.00<br />
Checklists – Travel Air 3032 $17.00<br />
Emergency Sub Pilot 3034 $15.00<br />
Mountain Flying $15.00<br />
Surviving 1st 24 Hrs 3033 $15.00<br />
Child’s Logbook 3140 $ 2.50<br />
Keychain-Pewter 3135 $ 6.00<br />
Personalized Mousepad $15.00<br />
Personalized Mug $20.00<br />
Pewter Ornaments 3200 $ 7.50<br />
PowerWheel $34.95<br />
Zipper Pulls – Pewter $ 6.00<br />
JEWELRY<br />
Earrings – Detailed 8100 $ 6.50<br />
Earrings – Gold Loops 8110 $10.00<br />
Silver Earrings – side $20.00<br />
Silver Earrings – 3D $20.00<br />
Gold-filled Necklace Vtail $15.00<br />
Silver Necklaces – side $15.00<br />
Silver Necklaces – 3D $15.00<br />
Pin – Contemp Design 8007 $ 5.00<br />
Pin – Low wing Crystal 8002 $ 7.00<br />
Tie Tac 8050 $ 6.00<br />
Women Fly pins $ 4.00<br />
The Barnstormer and the Lady by Dennis Farney<br />
The story of Aviation<br />
Hardback<br />
Legends Walter and Olive<br />
230 pages<br />
Ann Beech, the remarkable<br />
couple whose careers<br />
spanned virtually the entire<br />
history of <strong>American</strong> aviation.<br />
How they founded the<br />
Beech Aircraft Corporation<br />
in the Great Depression and<br />
met the giants of aviation<br />
– Amelia Earhart, Charles<br />
Lindbergh and more.<br />
ABS LIBRARY<br />
Beechcraft Twin 4000 $24.95<br />
Colvin’s Clinic L2 $39.95<br />
Flight Control Manual L10 $45.00<br />
Flying High Per<strong>for</strong>m 4010 $38.50<br />
Flying Beech Bonanza 4015 $38.50<br />
Flying Stories* FS $50.00<br />
From Travel Air to Bon 4020 $39.95<br />
E-Series Bonanzas – Gage* L7 $30.00<br />
IFR: A Structured Approach E3 $34.95<br />
Instrument Flying Update E4 $36.95<br />
Landing Gear Repair Guide L9 $25.00<br />
The Immortal Twin Beech 4030 $39.95<br />
The Lady and the Barnstormer 164 $29.95<br />
They Called Me Mr. Bonanza 4035 $39.95<br />
Those Incomparable Bonanzas 4040 $39.95<br />
ABS REFERENCE LIBRARY<br />
DVD edition 7 DISC $35.00<br />
DVD ed 7 exchange DISC $35.00<br />
*All proceeds to ABS-ASF.<br />
Order Today:<br />
www.bonanza.org<br />
316-945-1700<br />
FAX: 316-945-1710<br />
VISIT OUR ONLINE STORE<br />
FOR AVAILABILITY AND<br />
DESCRIPTIONS<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 77
www.bonanza.org<br />
Threshold Ranch Residential Airpark<br />
Brief description: Premium Texas<br />
residential airpark in NW San Antonio/<br />
Boerne area. Large 3/4 to 1 acre lots<br />
starting in the 80’s. Gated, City water, underground<br />
electric/gas, curbed streets,<br />
paved backyard taxiways. IFR full service<br />
airport (5C1). Thresholdranch.com<br />
Kevin Best 210-260-5111 Contact e-mail:<br />
kafleming@mac.com.<br />
Need FACTORY ORIGINAL seats<br />
with FACTORY ORIGINAL leather,<br />
fabrics, and stitch ing patterns <strong>for</strong><br />
K(’59) 35. (leather was originally a light<br />
yellow/cream color and fabric was a<br />
brown color.) Condition not important,<br />
just need samples of FACTORY Original.<br />
Tom 678-688-5354; tmoyer01@<br />
comcast.net.<br />
WANTED<br />
Propeller Wanted: McCauley 3 blade<br />
3A36C406 series propeller with spinner,<br />
backing plate, logs, in serviceable<br />
or better condition <strong>for</strong> my C33A. Kevin<br />
425-827-2146 cell. Contact e-mail: kevin<br />
509@centurytel.net.<br />
Will pay $2,000 <strong>for</strong> PERFECT, ORIGInal,<br />
As NEW plastic overlay (gray)<br />
<strong>for</strong> engine cluster gauges (“6-pack”)<br />
and piano switch indents. <strong>for</strong> K(’59) or<br />
M(’60) 35. Tom 678-688-5354; tmoyer01<br />
@comast.net (11/12tm)<br />
Will pay $1,000 <strong>for</strong> PERFECT, ORIGInal,<br />
As NEW metal stamped instrument<br />
panel fascia over-lay, with ORIGINAL<br />
glove box & door <strong>for</strong> K(’59) or M(’60)<br />
35. No cuts, no slots, no mods. Has to<br />
be ORIGINAL and no damage of any<br />
kind. Tom 678-688-5354; tmoyer01@<br />
comcast.net.<br />
Will pay $1,500 <strong>for</strong> PERFECT, ORIGI-<br />
NAL, AS NEW control wheel <strong>for</strong> K(’59)<br />
or M(’60) 35. (Need left side, pilot, <strong>for</strong><br />
single throw-over arm.) Tom 678-688-<br />
5354; tmoyer01@comcast.net.<br />
78 AMERICAN BONANZA SOCIETY JANUARY 2013
w<br />
Additional details are available<br />
at www.bonanza.org, under News & Events.<br />
More extensive coverage of “regional” fly-ins can<br />
be found on their websites (see web addresses below).<br />
ABS Events <strong>for</strong> 2013<br />
Please post all your events on the ABS website www.bonanza.org.<br />
JANUARY 19<br />
<strong>BPPP</strong> Live at Daytona Beach, FL (DAB) on the Embry Riddle Aeronautical University campus<br />
February 21-24<br />
ABS/ASF Service Clinic at Windward Aviation – Lantana, FL (LNA)<br />
BEECH PARTS –<br />
ALL MODELS<br />
Musketeer/Sport/Sundowner<br />
Sierra/Skipper/Bonanza/Debonair<br />
T34/TravelAir/Baron/Duchess<br />
Duke/TwinBonanza/QueenAir<br />
KingAir/99 & 1900/Airliner<br />
One of the largest “all-Beech”<br />
inventories in the world<br />
Structural, Landing Gear, Flight<br />
Control, Accessories, Instruments,<br />
Kits, Hardware, Interior Parts, Etc.,<br />
etc. Since 1969, your best source<br />
<strong>for</strong> af<strong>for</strong>dable genuine replacement<br />
parts; call the Beech Specialists…<br />
MAR 8-10<br />
ABS Maintenance Academy at the Beechcraft Heritage Museum – Tullahoma, TN (THA)<br />
APRIL 9-14<br />
ABS at Sun n’ Fun – Lakeland, FL (LAL)<br />
APRIL 11-14<br />
ABS/ASF Service Clinic at Waypoint Aviation – Riverside, CA (RAL)<br />
<strong>May</strong> 16-19<br />
ABS/ASF Service Clinic at Honeycutt Aviation – Marysville, CA (MYV)<br />
3rd Annual ABS Fly-In, Savannah, GA. Details pending.<br />
701 Del Norte Blvd., Unit 220<br />
Oxnard, Cali<strong>for</strong>nia 93030<br />
(805) 604-0439/FAX (805) 604-0429<br />
www.arrellaircraft.com<br />
e-mail: BeechedOut@aol.com<br />
(Minutes from Camarillo & Oxnard Airport)<br />
JUNE 7-9<br />
ABS Maintenance Academy at Edmonds Aircraft Service, Newport, NH (2B3)<br />
JULY 29 - AUGUST 4<br />
ABS at AirVenture – Oshkosh, WI (OSH)<br />
AUGUST 8-11<br />
ABS/ASF Service Clinic at SpanaFlight, Puyallup, WA (PLU)<br />
AUGUST 22-25<br />
ABS/ASF Service Clinic at Edmonds Aircraft – Newport, NH (2B3)<br />
September 12-15<br />
ABS/ASF Service Clinic at Aero Kinetics Aircraft – Denton, TX (DTO)<br />
OCTOBER 31 – NOVEMBER 3<br />
ABS/ASF Service Clinic at Cruiseair Aviation - Ramona, CA<br />
Regional & International Societies<br />
Visit these websites <strong>for</strong> more in<strong>for</strong>mation.<br />
Australian Bonanza Society • www.abs.org.au<br />
Brazilian Bonanza Society • www.bonanzaclube.com<br />
European Bonanza Society • www.beech-bonanza.org<br />
Midwest Bonanza Society • www.midwestbonanza.org<br />
North East Bonanza Group • www.northeastbonanzagroup.com<br />
Northwest Bonanza Society • www.nwbonanza.org<br />
Rocky Mountain Bonanza Society • www.rmbonanza.org<br />
Pacific Bonanza Society • www.pacificbonanza.org<br />
Southeastern Bonanza Society • www.sebs.org<br />
Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 79<br />
Southwest Bonanza Society • www.southwestbonanza.com
www.bonanza.org<br />
Display Advertising Index<br />
Display Advertising Director: John Shoemaker 2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684<br />
Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 • E-mail: johns@villagepress.com<br />
NOTICE: ABS assumes no responsibility <strong>for</strong> products or services herein advertised, or <strong>for</strong> claims or actions of advertisers. However, members<br />
who are unable to get satisfaction from advertisers should advise the ABS. Any references made to the ABS or <strong>BPPP</strong>, Inc. in any advertisements<br />
in this magazine do not indicate or imply endorsement of or recommendation by the <strong>American</strong> Bonanza Society or the <strong>BPPP</strong>, Inc. organizations.<br />
ABS Store ........................ 44, 77<br />
ABS Life Membership. .................. 56<br />
Aero Technologies LLC. ................. 45<br />
Aero-Tow LLC ........................ 79<br />
Aero/Mechanical Technologies. ........... 57<br />
Air Mech Inc. ......................... 14<br />
Air Mod ............................. 46<br />
Air Salvage of Dallas. ................... 61<br />
Air-Parts of Lock Haven. ................ 51<br />
Aircraft Door Seals, LLC. ................ 37<br />
Aircraft Engineering Inc.. ................ 49<br />
Aircraft <strong>Insurance</strong> Agency by Duncan. ...... 17<br />
Aircraft Specialties Services .............. 2 9<br />
Aircraft Spruce & Specialty Company. ...... 39<br />
Airwolf Filter Corporation. . . . . . . . . . . . . . . . 71<br />
Alpha Aviation Inc. ..................... 71<br />
Arrell Aircraft Sales Inc. ................. 79<br />
Aspen Avionics. ....................... 65<br />
Atlantic Aero Inc. ...................... 46<br />
Aviation Design. ....................... 12<br />
Aviation Research Systems Inc.. .......... 31<br />
Avidyne Corporation. ................... 13<br />
Avstar Aircraft of Washington. ............ 16<br />
Avstat Aviation Inc ..................... 73<br />
B & C Specialty Products Inc.. ............ 9<br />
BAS Inc. ............................ 1 2<br />
Beaver Air Services. .................... 57<br />
Biggs Aircraft. ........................ 2 2<br />
Bruce’s Custom Covers. ................ 61<br />
Carolina Aircraft Inc .................... 35<br />
Cincinnati Avionics. .................... 45<br />
Continental Motors. ................. 21, 55<br />
Cruiseair Aviation Inc ................... 59<br />
Cygnet Aerospace Corp. ................ 11<br />
D’Shannon Aviation .................... 2 3<br />
DBM. ............................... 64<br />
Eagle Fuel Cells ....................... 2 4<br />
Falcon <strong>Insurance</strong> Agency. ... Inside Front Cover<br />
Flight-Resource, LLC. .................. 30<br />
Floats & Fuel Cells ..................... 75<br />
Flying Colors Aviation. .................. 4<br />
G & D Aero Products, Inc ................ 67<br />
General Aviation Modifications Inc ......... 30<br />
George Baker Aviation . ................. 6 2<br />
Great Lakes Aero Products Inc. ........... 58<br />
Harris Aviation ........................ 46<br />
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Hartwig Aircraft Fuel Cell Repair. .......... 20<br />
Hartzell Propeller Inc.. .................. 7<br />
Herber Aircraft Service Inc ............... 68<br />
Horizon Instruments Inc. ................ 69<br />
Insight Avionics, Inc ........ Inside Back Cover<br />
J. L. Osborne Inc. ..................... 66<br />
J. P. Instruments Inc. ................... 2 5<br />
Kalamazoo Aircraft Inc. ................. 54<br />
Kings Avionics Inc. – KS. ................ 6<br />
Kings Avionics Inc. – UT. ................ 50<br />
Knisley Welding Inc. .................... 80<br />
Knots 2U Ltd. ........................ 2 8<br />
Lancaster Aero LLC. ................... 2 4<br />
Lighthawk. ........................... 70<br />
M-20 Products. ....................... 57<br />
Main Turbo Systems, Inc ................ 34<br />
Mena Aircraft Engines, Inc ............... 37<br />
Microaerodynamics Inc.. ................ 5<br />
Motion Simulations. .................... 2 9<br />
Mountain View Aviation. ................. 42<br />
Murmer Aircraft Services. ................ 49<br />
National Airparts Inc. ................... 34<br />
Niagara Air Parts Inc.. .................. 54<br />
Oilamatic Inc. ......................... 47<br />
OxyArm Aviator ....................... 75<br />
P2 Inc. .............................. 74<br />
Parts Exchange ....................... 80<br />
Paul Bowen. ......................... 78<br />
Penn Avionics. ....................... 69<br />
Per<strong>for</strong>mance Aero Inc. ............... 40-41<br />
Per<strong>for</strong>mance Aircraft Parts Inc ............ 45<br />
Pilots N Paws. ........................ 70<br />
planecover.com ....................... 32<br />
Plane Power Ltd. ...................... 2 7<br />
Poplar Grove Airmotive Inc. .............. 39<br />
Precision Avionics. ..................... 47<br />
Precision Propeller Service Inc. ........... 18<br />
Ram Aircraft LTD Partnership. ..... Back Cover<br />
Recurrent <strong>Training</strong> Center. ............... 36<br />
Rocky Mountain Propellers Inc.. . . . . . . . . . . 6 2<br />
Ryan Machine ..................... 26, 74<br />
Scope Aircraft Finance. ................. 17<br />
Select Airparts ........................ 15<br />
Select Avionics. ....................... 78<br />
Sky Manor Air Repair, LLC. .............. 2 0<br />
Sky-Tec Flyweight Starters ............. 2 7<br />
SoundEx Products. .................... 12<br />
SRS. ............................... 19<br />
Superior Air Parts Inc. .................. 3<br />
Tornado Alley. ........................ 73<br />
Vac-Veterans Airlift Command ............ 38<br />
Vantage Plane Plastics. ................. 10<br />
Waypoint Aviation. ..................... 53<br />
Windward Aviation. .................... 51<br />
Zeftronics. ........................... 18<br />
80 AMERICAN BONANZA SOCIETY JANUARY 2013