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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 />

any schedule related problems that<br />

we couldn’t work out.<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 />

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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 />

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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 />

.• Owned and Operated by A&P/Ia/Pilot<br />

many similarities as well as important<br />

.• Industry Leading 3 Year Warranty<br />

improvements over the years. We are<br />

.• Full Capability Maintenance Shop<br />

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 />

The right tools <strong>for</strong> the job<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 />

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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 />

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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 />

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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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and to enroll, go to http://bonanza.org/<br />

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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 />

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34 AMERICAN BONANZA SOCIETY JANUARY 2013


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www.bonanza.org<br />

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 />

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approving the purchase. The convincing remark from the<br />

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The first time the system called out traffic at my altitude<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 />

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Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan, Washington, D.C.,<br />

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2002 - 2003: Jack Threadgill<br />

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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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ABS Air Safety Foundation, Master CFI<br />

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Success Aviation, Houston, Texas<br />

1200 Catered Lunch<br />

1300 Beechcraft Fuel Management<br />

Most Beech engine failures result from fuel issues.<br />

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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 />

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1545 Twin Time: Identify, Verify, Feather: Now What?<br />

Decision-making begins after you shut down an engine.<br />

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Speaker: Thomas P. Turner, Executive Director<br />

ABS Air Safety Foundation, Master CFI<br />

Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 43<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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www.bonanza.org<br />

Forum<br />

ABS Idea and In<strong>for</strong>mation Exchange<br />

Continued<br />

ONE STOP SHOP<br />

<strong>for</strong> all your engine needs!<br />

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 />

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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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repair services <strong>for</strong> Bendix/King Nav/Com, DME,<br />

and Transponder. Please call Kings Avionics, Inc. in<br />

Olathe, Kansas or Salt Lake City, Utah and we will<br />

assist you in troubleshooting your aircraft.<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 />

Professional Engineer<br />

Commercial Pilot<br />

30+ Year Aircraft Owner<br />

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 />

why we own one, “G-Whiz”, a 1956 G35 Bonanza. Beechcraft are built to<br />

last - with the right maintenance plan. Next time your Beechcraft needs<br />

service, please give us a call at Windward Aviation. We will treat your<br />

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Huge Inventory Of Overhauled Parts<br />

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We overhaul all type of<br />

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and other aircraft.<br />

We overhaul different<br />

types of gear, flap and<br />

blower motors.<br />

New and overhauled<br />

Fuel Pumps in stock<br />

ready to go.<br />

We can overhaul your<br />

fuel sender or we have<br />

exchange senders in stock.<br />

We overhaul cluster<br />

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New shimmy dampers<br />

in stock or we can<br />

overhaul you Cleveland<br />

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We have power paks in<br />

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Fuel Selectors Valves in stock<br />

overhauled. We overhaul<br />

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Web site www.airpartsoflockhaven.com Email gmckinney@airpartsoflockhaven.com<br />

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 />

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Never having the hassle of renewing your membership again – saving you time and ABS money<br />

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 />

Attention ABS Members<br />

We Need <strong>Your</strong><br />

Photos!<br />

The ABS Magazine design department<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 />

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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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Our complete parts department has hundreds<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

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