Insurance Discount May Pay for Your BPPP Training - American ...

January 2013 VOLUME 13 • NUMBER 1 

Insurance Discount May Pay 

for Your BPPP Training— 

See Page 28 

The Official PublicaTiOn fOr bOnanza, DebOnair, barOn & Travel air OPeraTOrs anD enThusiasTs

Call today 1-800-259-4ABS 

or go to http://falcon.villagepress. 

com/promo/signup to get your 

free insurance quote. When you do, 

we’ll make a $5 donation to 

ABS’s Air Safety Foundation. 

“I have a newer G Baron, and with a high hull valve I need to get the 

best possible insurance rates to ensure that I’m adequately covered. 

Over the years I have found that Falcon Insurance checks the 

market and gets me competitive prices every year. I feel buying 

aviation insurance is extremely important and I leave it up to 

the experts at Falcon to help me.” 

Bob Goff, American Bonanza Society Vice President 

Falcon insures more Bonanzas and Barons 

than anybody else in the world. 

Falcon Insurance Agency 

is the Insurance Program Manager 

for the ABS Insurance Program 

Falcon Insurance Agency • P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com • Phone: 1-800-259-4227

January 2013 VOLUME 13 • NUMBER 1 

The Official PublicaTiOn fOr bOnanza, DebOnair, barOn & Travel air OPeraTOrs anD enThusiasTs 

Contents 

Insurance Discount May Pay 

for Your BPPP Training— 

See Page 28 

ABS 

2 President’s Comments: 

Execute! 

by Keith Kohout 

4 Operations 

by J. Whitney Hickman and Thomas P. Turner 

January 2013 • Volume 13 • Number 1 

ABS Executive Director 

J. Whitney Hickman 

ABS-ASF Executive Director & Editor 

Thomas P. Turner 

Managing Editor 

Jillian LaCross 

Technical Review Committee 

Tom Rosen, Stuart Spindel 

and the ABS Technical Advisors 

Graphic Design 

Joe McGurn and Ellen Weeks 

Printer 

Village Press 

Traverse City, Michigan 

American Bonanza Society magazine (ISSN 

1538-9960) is published monthly by the 

American Bonanza Society (ABS), 1922 Midfield 

Road, Wichita, KS 67209. The price of a yearly 

subscription is included in the annual dues of 

Society members. Periodicals postage paid at 

Wichita, Kansas, and at additional mailing offices. 

No part of this publication may be reprinted or 

duplicated without the written permission of the 

Executive Director. 

The Society and Publisher cannot accept 

responsibility for the correctness or accuracy 

of the matters printed herein or for any opinions 

expressed. Opinions of the Editor or contributors 

do not necessarily represent the position of the 

Society. Articles or other materials by and about 

organizations other than ABS are printed in 

the American Bonanza Society magazine as a 

courtesy and member service. Except as expressly 

stated, their appearance in this magazine does 

not constitute an endorsement by ABS of the 

products, services or events of such organization. 

Publisher reserves the right to reject any material 

submitted for publication. 

Annual Membership Dues: 

• Domestic (US/Canada/Mexico)— $65 (US) 

• Two Year Domestic (US/Canada/Mexico)— $124 (US) 

• International — $103 (US) 

• International (online magazine only) — $65 (US) 

• Two Year International 

(online magazine only) — $124 (US) 

• Additional Family Members — $27 each 

• Life membership — $1200 

Contact ABS Headquarters for details. 

Postmaster: Send address changes to American 

Bonanza Society magazine, P.O. Box 12888, 

Wichita, KS 67277-2888. © Copyright 2012. 

Send Articles/Letters To: American Bonanza 

Society Magazine Publication Office, P.O. Box 

12888, Wichita, KS 67277, Tel: 316-945-1700, 

Fax: 316-945-1710, E-mail: absmail@bonanza.org, 

Website: http://www.bonanza.org. Please note: 

Copy & photos submitted for publication become 

the property of the Society and shall not be 

returned. Articles submitted with pictures receive 

publication preference. 

flying 

18 BPPP: The Forward Door Pop by Thomas P. Turner 

28 Insurance: How Training Programs Affect Your Insurance 

by John Allen 

30 New Beechcraft Pilot Training Products 

from the ABS Air Safety Foundation 

32 Safety Pilot: You are the Lead 

by Thomas P. Turner 

36 Who Goes There? by Gary Bartlow 

48 Once Was Not Enough: 

Eastbound From Wichita to Australia Part II by Jim Keepkie 

52 Be Aware Crossing the Border by George Loegering 

58 Flightseeing: 

Branson, Missouri 

by Bill Hoglan 

ownership/ 

Maintenance 

8 On the Cover: 

Bonanza Partnership: 

Wow, What a Difference! 

1972 V35B, N9440Q by Alan Katz 

12 Magneto Maintenance by Steve Zeller 

14 Beech on a Budget: Flap Motor Removal & Replacement 

by Mike Caban 

22 Beechcraft Heritage Museum: The Last V-Tail 

by Wade McNabb 

26 Safety Recommendations for ECi Cylinder Parts 

by Dick Pedersen 

57 Shoulder Harnesses 

by Bill Carter 

71 Cylinder Failure 

by Tom Rosen 

departments 

11 New Life Membership 

24 New Airworthiness Issues 

34 ABS Aviators 

39 ABS Board 

42 Forum 

46 ABS Contacts 

50 Surly Bonds 

63 Tech Tips 

71 GA News 

73 Classified Ads 

79 Events Calendar 

80 Display Advertising Index 

AMERICAN BONANZA SOCIETY 1

www.bonanza.org 

President’s Comments 

Execute! 

By Keith Kohout 

Happy New Year, ABS! We have a lot to look forward to in 2013. 

2012 was the biggest year in the history of ABS for new value-added 

services to make your membership even more beneficial. ABS’s 

marching orders for 2013 are summed up in a single word: execute! The ABS 

staff and Board, our Technical Advisors, and BPPP flight instructors are 

committed to delivering on all these new programs and services, in addition 

to the magazine, the Technical Advisor program, Service Clinics, and everything 

else ABS does to support your flying. So what will we look back on as 

ABS’s crowning achievements when we reach the end of 2013? How is ABS 

going to execute the plans and programs we’ve unveiled? 

Last year at this time we made a 

commitment to have BPPP Online+ 

Flight available March 1st to provide 

quality Beechcraft instruction on your 

schedule at the lowest possible cost. 

Through great effort, we delivered. 

Nearly 300 ABS members enrolled in 

the program in 2012 and we plan to 

more than double that number this 

year. We also plan up to eight BPPP 

LIVE classroom training events around 

the country. These programs are for 

you, and the insurance discount for 

completing BPPP (ask your insurance 

agent) may even pay the cost of your 

BPPP training! 

We delivered the first ABS Maintenance 

Academy in 2012. That first 

course proved it works and is in 

high demand. We’ll hold two ABS 

Maintenance Academies in 2013 while 

training a second Academy instructor 

to supplement Bob Ripley. When that 

training is complete, we’ll schedule 

a third Maintenance Academy for 

autumn 2013 on the West Coast. 

The ABS Flight Instructor Academy 

will kick off this month. Already we 

have over 65 CFI nominations by 

ABS members, instructors who are 

highly experienced teaching in Beech 

airplanes that we’ll bring into the 

ranks of BPPP. The real impact of the 

program, however, comes when the 

ABS Flight Instructor Academy begins 

training good instructors who have 

not yet gained Beechcraft experience 

but are providing up to 90% of 

the Beech recurrent training and 

nearly 100% of initial pilot checkouts. 

This will improve instruction and 

reduce accidents no matter where 

you choose to train. 

An ABS Member Advisory 

Commit tee (MAC) is working 

with Whit Hickman to develop the 

next generation ABS website, which 

we’ll launch this year. The website, 

www.bonanza.org, already has 

incredible depth of technical and 

operational information for your 

Beechcraft. Our goal is to make 

this a more accessible and searchable 

Beech technical resource. 

This last item brings up the 

opportunity for member involvement. 

MACs are formed as needed to 

address specific issues facing ABS. 

For example, if you have expertise 

in marketing and promotion, and 

are willing to volunteer some time 

to help spread the ABS message, 

please contact ABS at absmail@ 

bonanza.org or 316-945-1700. The 

ABS Board sees MACs as a “farm club” 

for future Board members. 

So here’s what we will look back 

on at the end of 2013: 

Over 700 ABS members trained by 

the high-quality programs of BPPP, 

more conveniently and at substantial 

savings compared to for-profit 

pilot training options. 

75 or more Beech-experienced flight 

instructors standardized with the 

syllabus and techniques of ABS’s 

Beechcraft Pilot Proficiency Program, 

improving the quality and convenience 

of instruction for ABS members 

and new Beechcraft owners. 

At least 60 experienced A&P 

mechanics trained to conduct 

the equivalent of the ABS Service 

Clinics, skilled on the guidance 

contained in the ABS mainte - 

nance guides, and networked with 

one another and the ABS Technical 

Advisors to address all of your 

Beechcraft mainte nance needs. 

One completely redesigned, content-laden, 

and user friendly ABS 

website, your one-stop resource for 

information about owning, flying, 

and maintaining your Beechcraft. 

And most importantly, involvement 

by you, ABS members, in 

Member Advisory Committees 

and as participants in the many 

products and services. 

Happy New Year, 

and execute! 

Keith Kohout is using his 

back ground in marketing, 

product develop ment and 

finance to lead improvements 

in ABS mem ber 

services. Owner of a 1967 

C33A, Keith has been a 

member of ABS since 2004. 

2 AMERICAN BONANZA SOCIETY JANUARY 2013

ABS Operations 

By J. Whitney Hickman 

3rd Annual ABS Fly-In 

Welcomes You to Savannah 

It’s a trip that shouldn’t be missed! Begin making your 

plans for the 3rd Annual ABS Fly-In Savannah, Georgia, 

May 16-19, 2013. Deemed one of the “Top 10 Most Beautiful 

Places in America,” Savannah has a rich history of 

technological innovation, arts, culture, and southern 

hospitality that should be experienced by all. For the past 

two years, the ABS Fly-In at Tullahoma was very successful, 

and we want to keep the momentum going. The ABS 

Fly-In has become almost as big as our convention, with 

up to 250 members in attendance. A schedule of events 

and seminars will be posted in the February magazine 

along with information about hotel accommodations 

and entertainment. Don’t miss this exciting opportunity 

to explore Savannah and visit with other ABS members! 

I look forward to seeing you there. 

ABS Announces Events for 2013 

January 19 BPPP LIVE at Embry Riddle University, 

Daytona Beach, FL 

March 8-10 ABS Maintenance Academy at the 

Beechcraft Heritage Museum, 

Tullahoma, TN 

April 9-13 Sun ’N Fun, Lakeland, FL 

(ABS Dinner April 10) 

May 16-19 3rd Annual ABS Fly-In, Savannah, GA 

June 7-9 ABS Maintenance Academy at 

Edmonds Aircraft, Newport, NH 

July 29-Aug 4 AirVenture/EAA Convention, 

Oshkosh, WI 

October 9-12 ABS Convention @ AOPA Summit, 

Ft Worth, Texas 


ABS Salutes Members 

with Award Nominations 

In celebration of our outstanding members, ABS is 

pleased to announce award nominations are being accepted 

to recognize individuals for excellence as pilots, aircraft 

technicians, volunteers, and member service. This has been 

a long-standing tradition at our Awards Banquet held at the 

ABS Convention. While we didn’t host an awards banquet 

in 2012, we want to continue this tradition by honoring 

those who are most deserving at our spring fly-in in May. 

We will also recognize members at our Annual Convention 

@AOPA Summit in October. 

You’re invited to submit nominations in writing, explaining 

how your nominee meets the criteria for awards described 

below. If recipients are selected, awards will be presented 

at the ABS Fly-In in Savannah, Georgia. (The awards are not 

automatically given each year, but only to recognize truly 

outstanding individuals.) Nominations must be received 

by April 15, 2013. 

The ABS Airmanship Award recognizes excellence 

in flying Beech piston airplanes. The citation may involve 

any one of three categories: 

1. Conspicuous skill and discipline demonstrated during 

a very difficult, demanding, and potentially dangerous 

in-flight situation. 

2. Outstanding flight planning and flight management of 

an especially challenging mission or trip. 

3. Broadly based career achievements in flying, including 

examples from the preceding two categories, and 

continuous improvement as demonstrated by training, 

advanced pilot certifications, and highly praiseworthy 

peer testimonials. 

The M.D. Cashion Award recognizes excellence as an 

aviation technician. The citation may involve: 

1. One or more incidents in which the award candidate prevented 

possible catastrophic aircraft failures through unusual 

alertness and skill in detecting the potential failures. 

2. Outstanding success in managing the 

special maintenance preparations 

and requirements of aircraft involved 

in highly demanding missions, i.e. 

transoceanic flights, flights into 

difficult and potentially hazardous 

areas, endurance flights, etc. 

3. Distinguished career in aviation 

maintenance, including specific 

innovations, the development of 

training, and information materials 

on aviation maintenance recognized 

widely by peer groups. 



The Sam James ABS Volunteerism Award 

recognizes individuals who have contributed large 

amounts of valuable time and energy as a volunteer 

to ABS/ASF through projects, events, training or service. 

This award could be over a period of years and/or within 

the last year. 

Please send your nominations for the above awards 

to absmail@bonanza.org, or by mail to ABS Awards, 

PO Box 12888, Wichita, KS, 67277. 

ABS will also recognize members who have already 

earned these awards: 

• FAA Wright Brothers Master Pilot Award recognizes 

50 years of safe flying. 

• FAA Charles Taylor Award recognizes 50 years as a 

certificated aircraft or engine mechanic or technician. 

• ABS Master Aviator Award recognizes pilots who have 

embraced life-long continuing education and training 

as a pilot in Beech piston airplanes, as evidenced by 

achieving accreditation as an ABS Aviator a total of six 

times over at least five years and thereby serving as an 

example to pilots everywhere. 

ABS to Launch 

New Website in 2013 

It is imperative for a global organization 

such as ABS to have a strong 

online presence for our members. 

More and more users are going to the 

internet to find valuable information, 

and ABS is no different. 

I am pleased to an nounce that 

in 2013 ABS will launch a new online 

pre sence with a new website 

design. The objective is to provide 

our mem bers and guests easy accessibility 

and search-ability in design 

and lay out, with a safe and secure 

environment to access technical 

information and social interaction 

regarding Beech airplanes. 

We are now evaluating not only 

our present needs, but also what we 

think www.bonanza.org should look 

like over the next 3-5 years. Our goals: 

Make sure that we have preserved 

and secured valuable data collected 

over the years. Strike the right balance 

of what information is viewable 

by the public, and what requires 

members-only access. Determine 

what should our online presence should look like, 

and how it operates. How much do we leverage that 

we already have invested? We must design and build 

a website that our membership can be very proud of. 

Please stay tuned in the coming months for more details 

of the ABS website in 2013. 

A group of ABS members have generously volunteered 

their time, knowledge, and passion for assisting ABS to 

help make progress on our website. You may have already 

noticed some interim changes made with this group’s help, 

particularly with the ABS Hangar Flying forum. The group 

will be meeting over the next several weeks to design 

a website that meets the needs of our membership and 

potential new ABS members. A special thanks to Paul 

Safran, Glenn Olsen, Ron Hensley, Jamey Courtney, and 

Derek DeBastos for giving your time and talent. — WH 

J. Whitney Hickman 

Executive Director 

whit@bonanza.org 

Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 5


ABS Air Safety Foundation 

By Thomas P. Turner 

Use It or Lose It 

ASF spends a lot of time and your money to create 

the products and services that add great value to ABS 

membership. Like your airplane, a lot of the expense occurs 

during initial acquisition (course and event development), 

but it’s even more costly to operate, maintain, and up date 

programs like BPPP and the Service Clinics once we have 

them. ABS already had to change the delivery method of 

BPPP because costs were rising and not enough members 

were enrolling in the course for us to recover our expenses 

through tuition. 

If you think programs like BPPP LIVE, BPPP Online+Flight, 

and the ASF Service Clinics are important ABS member 

services, please support them by enrolling. You’ll get unmatched 

safety education, training, and mainte nance advice, 

and we’ll get enough income through tuition to provide and 

enhance these vital programs. Without your participation 

we cannot continue these services. Remember ASF is a 

not-for-profit corporation. Unlike most other pilot and 

technician training providers, ABS/ASF is not putting on 

these programs to make a profit. We offer them at breakeven 

costs solely for the benefit of our members, to protect 

lives and preserve the Beechcraft fleet. Please enroll in BPPP 

and a Service Clinic in 2013 – these member programs are 

for you! 

Working with AOPA 

I am honored to represent ABS in a series of upcoming 

AOPA Air Safety Institute video segments with AOPA 

Foundation President Bruce Landsberg. Bruce and I spent 

a day in early November in the AOPA LIVE video studio 

in Frederick, Maryland, taping three AOPA Foundation 

programs on making safe takeoffs and landings that will 

appear some time in early 2013. Watch for an announcement 

on www.bonanza.org and at www.aopa.org. 

While at AOPA Headquarters I sat in on a meeting 

of the FAA’s Aviation Rulemaking Committee (ARC) on 

aircraft certification and simplification of the process used 

to certify aircraft, aircraft parts, and Supplemental Type 

Certificates (STCs). The ARC consists of FAA headquarters 

staff, AOPA, and a host of Original Equipment Manufacturers 

(OEMs), STC holders, engineers and other stakeholders. 

The hope is that by streamlining the FAR 23 certification 

process, especially for safety improvements (shoulder 

harness and air bags are two frequently cited examples), 

aircraft and equipment will be less expensive, and safety 

devices will appear on the market more quickly and be more 

widely adopted. As a result general aviation aircraft will be 

safer, and the crashes they do have will be more survivable. 

I was able to provide some input about hoped-for safety 

improvements in ABS-type airplanes, as well as changes 

to the rules to permit more preventive maintenance to be 

performed by the aircraft owner (preventive maintenance 

requirements and authority are contained in Appendix A 

to FAR 43). 

Thanks goes to my friend and regular contact Rob 

Hackman of AOPA Regulatory Affairs, who invited ABS 

to the meeting. 

ABS Leading the 

Type Clubs 

On behalf of ABS I am the 

chair man of the Experimental 

Aircraft Association-sponsored 

Type Club Coalition. The TCC is an 

organization of aircraft type clubs, 

including ABS, Cirrus Owners 

and Pilots Association, Cessna Pilots Association, Malibu/ 

Mirage Owners and Pilots Association, the T-34 Association, 

and 17 other membership groups that represent “types” of 

general aviation aircraft and operations. The purpose of the 

TCC is to develop and share pilot training best practices, 

to benefit from each others’ experience and directly attack 

the most common causes of fatal 

general aviation crashes. 

As an example of the benefit of 

the TCC, the Cirrus Pilot Proficiency 

Program (CPPP) has some very 

good training modules on critical 

decision-making in emergencies that 

we can adapt for the BPPP program. 

And of course most of the industry 

looks to BPPP as the premier body 

of type-specific training knowledge 

and technique. 

Recently Jack Pelton, retired CEO of 

Cessna Aircraft, was elected Chairman 



of the Board and interim CEO of EAA. 

I had the opportunity to sit one-on-one 

with Mr. Pelton on December 3rd to 

brief him on the purpose and history 

of the Type Club Coalition. He was also 

impressed with a briefing on recent 

BPPP developments and the upcoming 

ABS Flight Instructor Academy. Mr. 

Pelton is also on the board of Redbird 

Flight Simulators, providing another 

avenue for discussion as we expand 

BPPP to include simulator-based training 

options for pilots of single- and 

multiengine Beechcraft. 

BPPP Instructors and the 

ABS Flight Instructor 

Academy 

Most of my time recently has 

been spent on creating a system to 

greatly expand the number of BPPPstandardized 

instructors available to 

ABS members around the country, 

and to create the ABS Flight Instructor 

Academy to ensure all Beech flight 

instruction is done safely and effectively. 

BPPP isn’t a course, it’s a body of 

knowledge developed from experience 

since ABS created the program in 1983. 

The ABS Flight Instructor Academy, 

which goes live this month, makes 

the BPPP message available to flight 

instructors around the world. That 

way no matter who you choose for 

your transition into a new-to-you 

Beechcraft, your Flight Review or 

IPC, or other recurrent training, your 

instructor will have access to BPPP’s 

recommendations, procedures and 

instructional best practices. Again, 

it’s all about protecting lives and 

preserving the Beechcraft fleet. 

Personal Thanks 

As Whit has reported, thanks to your generosity the ABS Air 

Safety Foundation has achieved over 45% of its end-of-year 

find raising goal as of December 5th, and I’m confident we’ll 

have met or exceeded the target by the time you read this. 

On behalf of the Board of Directors of the ABS Air Safety 

Foundation and from me personally, thank you for your 

investment in the future of ABS safety and instructional 

programs. We can’t do it without you. 

Remember the challenge: Log at least 10 hours of 

Beechcraft dual flight instruction in 2013. — TT 

Thomas P. Turner 

Executive Director 

asf@bonanza.org 



On the Cover: Beechcraft of the Month 

Bonanza Partnership: 

Wow, What a Difference! 

1972 V35B, N9440Q 

By Alan Katz 

My love affair with the V-tail started 

in 2009. For many years I was the 

perennial renter of airplanes. It wasn’t 

until I met my partner that I decided 

to finally purchase a plane… although it initially wasn’t 

with my partner Andy Reinach, and it wasn’t a Bonanza. 

Here is how it started. I met Andy while reading AOPA 

Pilot magazine at a local town pool. We started to talk 

aviation and he told me he owned a 1972 V35B. Later 

that summer he gave me a lift from Massachusetts to New 

Jersey. For some reason this flight made me realize that 

plane ownership was real. It reinforced that there are 

regular people who own airplanes, and that the benefits 

of ownership are significant.

Equipment List 

Garmin 430 GPS 

S-TEC 60-2 autopilot 

Insight GEM III engine monitor 

WX-8 StormScope 

Shadin digital fuel flow 

Electric backup attitude indicator 

Garmin 496 with weather uplink 

My days of being a test pilot were over. 

I was enamored by just showing 

up to the airport without having to 

schedule a plane with a limited time 

slot. It seemed comforting not to 

worry about who flew the plane prior 

to me and wondering what squawks 

weren’t communicated. It was then 

I decided to make a purchase. My 

days of being a test pilot were over. 

9


I was somewhat intimidated by the 

Bonanza so I bought a Piper Archer. 

It was a beautiful airplane and very 

similar to the planes I had rented. It was 

well-equipped and had beautiful paint. 

It was also very slow, cramped, carried 

a very light load, lacked good climb 

performance, and needed a heavy 

hand on the controls. Of course I didn’t 

know any of this until I had my hands 

on the yoke of N9440Q – Andy’s V35B. 

Wow! What a difference. 

I sold the Archer and partnered with Andy. 

I sold the Archer and partnered with 

Andy. To say the partnership has been 

a success is an understatement. It is 

better than most marriages. We have a 

spreadsheet we keep on Google Docs 

for all financial related issues regarding 

the plane. We deposit monthly reserves 

based on hours flown into a common 

account, including contributions for 

things like hangar fees and insurance. 

The year is split into 26 weeks for each 

of us to have “plane” priority every 

other week. We have never run into 

any schedule related problems that 

we couldn’t work out. 

…for all of your interior 

needs – call or visit 

our website today. 

580-327-1565 

www.planeplastics.com 

promo code: ABS 

The benefits of the partnership 

are many. The financial benefit 

is obvious, but not the best 

one. The best benefit is that there is 

a quiet competition about who flies 

more hours each year, and this really 

keeps us up in the air. We are based in 

Worcester, Massachusetts. This takes 

us to the obvious places like Martha’s 

Vineyard, Nantucket, and Block Island. 

Katama is another popular destina tion 

if you want to show up to South Beach 

like a rock star. Land on the grass 

strip, park the plane, and walk across 

the street to the beach. Bar Harbor, 

Maine, has without a doubt the best 

lobsters in the world. A short flight up 

the coastline brings me there in a onehour 

scenic ride. The Lobster Pound is 

a short walk from the airport. A V-tail 

in Massachusetts is such a great asset. 


I also use the plane for work. This 

has taken me to Charleston, South 

Carolina; Toronto, Canada; Trenton, 

New Jersey; and Long Island, New 

York. The company I work for has 

an office on Long Island. What would 

be a five-hour ride is a short 40-minute 

flight as I hop across the Long Island 

Sound and make short work of an 

awful drive. 

I am originally from New Jersey 

and my in-laws have a house on the 

Jersey Shore. I probably make four 

or five trips during the summer dropping 

off and picking up kids to the 

shore house. This is a one-hour ride 

in the V-tail versus a minimum fivehour 

drive without traffic on the 

ground. A Friday drive to New Jersey 

in the summer, which is when I 

typically fly them down, might be a 

seven-hour one-way trip in summer 

traffic. With the plane, I am up and 

back in two hours. 


I attended a BPPP weekend in 

Manchester, New Hampshire. It is 

probably the best training I ever did 

in my life of flying. To get instruction 

from someone specializing in my type 

airplane is invaluable. The classes 

were informative and fun. I was a little 

intimidated prior to attending, and 

when I left on Sunday I was thinking 

I need to do this annually. 

We are well-equipped with a 

good STEC 60-2 autopilot, a back-up 

electric attitude indicator, a Gem III 

engine monitor, a Garmin 430, and 

a Garmin 496 for satellite weather. 

We recently had the airplane painted 

by K.D. Aviation at its Stuart Airport 

(Newburgh, New York) location. The 

people there took the necessary time 

to do an outstanding job. 

The partnership is so good that it 

is almost implied that our families 

will need to retire in and around a 

common airport. However, that is 

getting too far ahead. We still have 

many hours to fly out of KORH 

(Worcester, Massachusetts) before 

we think of moving. 

New Life 

Membership 

ABS extends a warm welcome 

to this member who has recently 

become an ABS Life Member. 

John Patrick Cullen 

Greenville, South Carolina, 

is renewing as a Life Member. 

A member since 2009, he 

flies a 1973 95-B55. 

Dual Control Trade-In Special $2595 Yoke+1 Wheel, $2995 Yoke+2 Wheels 

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All New Dual Controls 

Early Nose Gear 

B55 Air Box 

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info@cygnet-aero.com 

Nose Gear Doors 

Main Gear Doors 

See Our Website 

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Chronometers 

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Magneto Maintenance 

By Steve Zeller 

Due to Service Bulletin, Airworthiness 

Directive, or good shop practice, 

magnetos need to be removed 

and inspected from time to time. 

They tend be forgotten there on the back of the 

engine. I have never had a magneto fail in-flight, 

but also have never removed one that did not 

require some sort of maintenance. 

The impulse coupling in the 

photo checked fine at the last 100- 

hour in spection. When I removed 

the magneto due to time in service, 

I found a rivet missing from one 

of the cam arms. The rivet head 

was found down in the engine oil 

sump. The mag was working fine. 

Thank fully, there was no damage to 

the engine. 

The riveted impulse coupling has 

been superseded by an improved 

snap ring design. This is covered 

by a rather confusing collection of 

Airworthiness Directives and OEM 

Service Bulletins. All the original 

magneto manufacturers have been 

bought and sold and changed 

business names a couple of times. 

You have to do 

considerable research 

to make sure you have all of the 

required service data when working 

on and inspecting an aircraft. ADs 

can be listed by airframe, engine, or 

component. STC modifications can 

further complicate the maintenance 

process. Replacement of riveted impulse 

couplings is not mandatory, but 

it is highly recommended. As we see, 

they can fail without warning. 


Beech on a Budget 

Safe • Legal • Low Cost 


By Mike Caban 

Flap Motor Removal 

& Replacement 

As we begin a new year with our Beechcraft 

airplanes, the fleet continues to age, as do 

the airframe parts that have been in 

undisturbed service for decades in some 

cases. One of those items that soldiers on day in and day 

out surely has to be the flap motor. With the kind of duty 

cycle they see, it’s not hard to see why they can give 

thousands of hours in service. 

Just in… 

the last new factory controls 

out of Beechcraft 

I’ve reached the point in ownership and maintenance 

of my B55 (eight years) where I seek out components I 

feel have given the airframe and me enough service life. 

This past annual I decided that 4600 hours TIS (Time in 

Service) for my flap motor was enough. I’ve heard the 

horror stories of flap motors that go intermittent, and 

folks slamming their center armrests down to “shock” a 

brush and armature combo into action – and that wasn’t 

something I wanted to deal with. 

I located a serviceable flap motor core for $50 at the 

Air Salvage of Dallas summer sale, and had it freshly 

refurbished and sitting on my shelf. A word of caution 

regarding serviceable flap motor cores: Ensure that the 

four threaded holes in the bottom of the casting are 

not stripped or damaged. This is a weak area of the 

design since the housing appears to be of soft metal, 

possibly aluminum. 

With the seats removed for annual, it was only a matter 

of getting motivated for the tedious task of the flap motor 

extraction. Figure 1 shows the typical lay of the land 

where the flap motor lives within our Bonanza, Debonair, 

Baron, and Travel Air airframes. 

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Figure 1 



The flap motor in Figure 1 is the newer design, 1977 

and after. The design I’ve seen more commonly, and what 

is in my Baron, looks like Figure 2. This R&R (removal and 

replacement) will deal with the Figure 2 motor design, 

although from the looks of it, the Figure 1 design would be 

fairly similar in terms of liberating it from the control cables. 

Figure 2 

Regardless of which motor design you have, the U-shaped 

channel is the flap motors’ home in ABS-type airframes. 

The flap motor is held in the U-shaped cavity by four bolts 

or screws. Figure 3 shows the underside of the U-shaped 

cavity and the top of the landing gear transmission bracket, 

with the four bolts going through the bottom sheet metal 

and then into the cast base of the flap motor gearbox (this 

view is taken from under the pilot seat looking toward the 

main cabin door). In the mounted position, the fixed drive 

cables (think mechanical speedo meter cable) slide into 

the slotted drive shafts of the motor. 

allows you to run the flaps with the motor to allow access 

to both set screws since they are on opposite sides of the 

collar. Loosening one may get it but in case you need to 

use the motor to rotate the shaft, doing it with everything 

connected seems to be a good approach. 

With the knowledge of how everything is attached, my 

first order of business was to begin loosening the cables 

while the motor remained securely fastened to the airframe 

by the four bolts in the bottom. Loosening the cables 

began by squirting Corrosion X lubricant on the inner 

threads of the flap cable (slightly visible in Figure 4 – 

Figure 3 

Figure 4 shows the right side of the motor’s drive shaft 

and cable as assembled. You can see how tightly things fit 

in there. You can also see the top of one of the set screws 

(there are two located 180 degrees apart) that needs to be 

loosened on the collars on both sides of the motor. Doing 

this first, while the motor and cables are fully mounted, 

Figure 4 



more visible in exposed 

cable in Figure 6), then 

employing an 11/16" crow 

foot wrench (Figure 5) by 

hand to begin loosening 

the inner locking nut of 

the cable. Figure 6 shows the 

Figure 5 

inside locking nut as well as the one 

on the outside after cable removal. If you are lucky, you’ll 

be able to loosen the inner cable nut by hand after the 

initial release of the first rotation or two. I wasn’t so lucky 

and had to rely on additional doses of Corrosion X and 

crow foot wrenching by hand. You may be more “tool 

creative” than me and come up with another tool that can 

get into that small space to get the job done. 

After I removed the inner cable nut I noticed that the 

cable was still being held in the motor drive shaft by a 

locking collar that has two set screws. Figure 7 shows this 

locking collar arrangement and why it was important to 

line up the collar’s slot with the drive shaft slot to allow 

the keyed cable end (Figure 8) to be removed from the 

whole affair. 

With the collar loosened, I began rotating the collar 

while pulling on the flap cable to locate the place 

Figure 6 

Figure 7 

where the collar slot and drive shaft slot line up and 

allow the keyed cable to emerge from its home. After 

you’ve done one side, the opposite side will seem like 

child’s play. 

Now that the most tedious part of the extraction 

has been completed, I turned my attention to the four 

mounting screws on the base of the U-channel portion 

of the airframe. After I removed the safety wire there 

was enough room for a 1/4" drive socket and small box 

wrenches to loosen the four bolts and then the flap 

motor could be liberated from its location. But wait! 

We haven’t dealt with the electrical connections! As a 

final step before extraction, mark the motor’s wires 

with tags (A - B - C or 1 - 2 - 3) so you can match each wire 

position in the case with the refurbished motor and 

its mating wires back on the airframe. A cell phone 

camera can be pressed into service for additional 

visual backup. 

Installing the new flap motor is pretty much the reverse 

of the removal. Be sure to have your A&P/IA observe and 

check your work and (if you’re like me) make him feel 



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Figure 8 

good by letting him do the safety wiring of the four bolts 

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verify that the motor functions properly and that the flaps 

go their full travel. An airframe logbook endorsement and 

return-to-service by the A&P and you’re done. 

This job gave me a much greater understanding of 

my flap system and its components. It also saved me a 

considerable amount of money that I can put towards 

feeding my second engine! Happy skies! 

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Just as your Beechcraft lifts off, the forward cabin door pops open. 

What should you do? It happens all too regularly in Beech airplanes. 

The pilot is distracted and forgets to properly secure and check the 

forward cabin door, or he trusts a passenger to close the door for 

him and does not double-check himself. If you’ve not had this happen yet, 

you’re among a small minority of Beechcraft pilots. 

Amazingly, there are fatalities in Beech airplanes every year that result from 

this minor issue. Deaths occur when the pilot becomes focused on the door 

instead of flying the airplane – becoming a “door closer” instead of pilot-incommand, 

and losing control of the aircraft. ABS also hears of several gear-up 

landings each year when the door pops open and the pilot becomes so distracted 

he or she forgets to put the wheels down. 

Why the Door Pops 

The forward cabin door is held closed by a series of latches, including a 

large hook that engages a bracket in the top of the door frame. If that hook is 

not secure, suction from low air pressure on top of the wing will pull the door 

open, and the smaller latches can’t hold the door closed alone. The door is pulled 

partway open by the suction but also pushed toward closed by the slipstream. 

It will find equilibrium where it is open about three inches at the bottom; it is 

very hard to pull the door in against the suction, and almost impossible to push 

it farther open to get more leverage to pull it quickly closed. You have to land 

the airplane to secure the door. 


Priorities 

As in all abnormal situations and emergencies, 

your priority of actions with an open 

door on takeoff is to: 

1 Maintain aircraft control. 

n 

2 Analyze the situation with as much 

information as you can quickly gather. 

3 Continue to control the aircraft. 

n 

4 Take the appropriate action. 

So what’s “appropriate” with the door open during or just 

after takeoff? First, if you’re still on the ground and there 

is sufficient runway remaining, abort the takeoff. Reduce 

power to idle, brake as needed, and maintain directional 

control. Come to a stop, then secure the door. 

If you’re just lifting off or airborne, it’s far safer to fly a 

normal pattern, land, and then secure the door. Expect 

a climb performance loss of about 200 feet per minute, and 

the need for a little extra power for level flight, descent, 

and flare because of the added drag. You may also notice 

some elevator buffet, particularly in the flare. But besides a 

slightly reduced climb rate, the need for a little extra power 

and the possibility of some buffeting, your Beechcraft flies 

normally with the forward cabin door open. 

Why is a door opening on takeoff a problem? It’s startling, 

and it’s loud. Your passengers may be scared, and may even 

panic. If you have charts, flight logs, or other items 

on the copilot seat, the suction will pull them 

right out the door. It can get bitterly cold very 

rapidly in cool weather with the cabin door open. 

The wind may hit a right-seat passenger 

directly in the face. Have him or her lean forward 

or in toward the pilot to avoid the slipstream. 

It may be very difficult to hear over the radio, 

especially if there’s a headset plugged into the 

copilot side, picking up wind noise. Use your audio panel’s 

pilot isolation switch, or reach over and pull your copilot’s 

microphone plug out of the jack if you need to reduce 

headset noise. 

In all cases, remember your first priority: maintain control 

of the airplane. On final approach, triple-check that the 

landing gear is down. The distraction of an open door has 

led to many gear-up landings. 

Securing the Door 

How do you prevent the door-open-on-takeoff scenario 

in the first place? Carefully close and latch the door. As you 

rotate the door handle counterclockwise you’ll hear two 

clicks. The second click is louder, and signifies that the 

door latch is fully rotated into the closed position. You’ll 

feel resistance as you rotate the handle, but little resistance 



once it’s clicked into place. Some Beechcraft have a placard 

around the door handle that shows when the door handle 

has fully rotated. 

After closing the door, push in the upper rear corner of 

the door, behind the right seat’s headrest. If you can see 

movement or daylight, then the door is not fully closed. It 

is almost certain to pop open on takeoff in this condition. 

Because it’s very important to close the door properly, 

we recommend you do this yourself. Don’t leave it to a 

passenger, and even if you trust the person in the right seat 

to close the cabin door, you should personally verify it is 

secure. Note: The extensive latching mechanism of the 58P 

Pressurized Baron requires a different securing technique. 

Your BPPP P-Baron instructor will teach you the proper way. 

After Landing 

I have only been deposed once, as an expert witness, and 

it was in the case of a fatal crash following a turbonormalized 

Bonanza’s door opening on takeoff. The pilot did everything 

right – he continued his climb, flew a normal VFR pattern, 

landed, and secured the door. But he failed to complete 

a Before Takeoff check for his second departure. In 

turbocharged Bonanzas the center of gravity is quite far 

forward, and when solo in the aircraft if you trim during 

landing the trim may indicate 19 to 21 units up or more 

when you touch down. The accident pilot failed to re-trim 

for takeoff; the Bonanza pitched up on rotation and stalled. 

A quick Before Takeoff check before every takeoff helps 

avoid this type of tragedy. 

A “door pop” is a distraction event you should first 

experience in a controlled manner with a knowledgeable 

flight instructor. The door-open-on-takeoff is a required 

item on the BPPP transitioning pilot flight training checklist 

(with one exception – see the sidebar). Learn how 

to properly close the door and check its security, and 

experi ence the benign but distracting door open on 

takeoff event itself , by enrolling in BPPP. 

The Effect of 

Vortex Generators 

B 

PPP has a long-established policy of not conducting the 

“door open in flight” portion of the flight training syllabus 

in Barons equipped with vortex generators. Several events of 

severe vibration and “control pumping” occurred in VG-equipped 

Barons during BPPP training. In a poll of Baron owners published 

in the July 2006 ABS Magazine, we learned that several other 

pilots have experienced this as well. You can read these member 

reports in the ABS Magazine archives at www.bonanza.org. It’s 

especially important to properly secure the door before flight 

in VG-equipped airplanes. 


Beechcraft Heritage Museum 

Major Sheet 

Metal Repairs, 

Flight Controls, 

and 

Wing Specialists 

The Last V-Tail 

By Wade McNabb 

The first arrival for the 2012 Beech Party at the Beechcraft Heritage 

Museum was actually the last of its kind. I had the opportunity 

to deliver a 1982 V35B from Ellington Field in Houston, Texas, to 

Tullahoma, Tennessee. Our arrival was one week before the start 

of the event, but that’s the way circumstances played out. 

All Bonanza through 

King Air Models 

BIGGS AIRCRAFT 

Phone: 405-258-2965 

Fax: 405-258-3016 

www.biggsaircraft.com 

E-mail: biggsair@yahoo.com 

Location: Central Oklahoma 

Certified Repair Station #BA2R709K 

On February 22, 1984, the last 

V-tailed Bonanza, a 1982 V35B, s/n 

D-10403, departed Beech field in 

Wichita, Kansas. The N-number, 

N3735B, represents thirty-seven years 

of the Model 35 Bonanza. This fine 

aircraft is now owned by museum life 

member Mike Burris of Victoria, Texas. 

Last spring, with his grandson 

attending Space Camp at the nearby 

Huntsville Space and Rocket Center, 

Mike stopped by for a short visit. 

He asked if I thought the museum 

should have the last Model 35 on 

display. Obviously, my answer was 

an immediate yes. 

With it being Bonanza’s 65th anniversary 

that year, the first thought 

was to fly the airplane to the EAA 

convention in July. Unfortunately, a 

dis covery during the annual inspec - 

tion interfered. Severe corrosion was 



The first arrival for the 2012 Beech Party at the Beechcraft Heritage 

Museum was actually the last of its kind. 

found on the ruddervators, requiring 

replace ment of the skins on both 

control surfaces. 

With this new development, the 

game plan was changed to focus on 

the Beech Party. Mike and I stayed 

in touch over the coming months 

with much anticipation. Finally, I 

received the call that the airplane 

was ready. I quickly found my way 

to Houston via a trusty Southwest 

Airlines flight, and took a taxi over 

to Ellington airfield. 

The suspense had been building 

all day, until I met Mike’s mechanic 

Brian Welling late in the afternoon. 

To say N3735B is spectacular is 

an understatement. Meticulously 

main tained and loaded with upgrades, 

one cannot help but be 

impressed. I clambered up the 

wing and crawled inside to find 

an impressive array of avionics. 

Garmin, Sandel, JPI, and so on adorn 

the panel. 

Opening the cowling reveals 

another round of enhancements, 

including an approximately 200- 

hour IO-550, D’Shannon baffles, air 

conditioning, and polished firewall. 

After looking the airplane over carefully, 

flying it locally for about 15 

minutes, and going over it one more 

time, I headed for Tennessee. 

Cruising along at 11,000 feet and 

167 knots true airspeed, lean of peak, 

resulted in a fuel burn of 12.2 gallons 

per hour. We arrived after 3 hours 

26 minutes and 686 miles flown, for 

an average of 199.8 miles per hour, 

or 173.6 knots ground speed. Not bad 

for a 30-year-old Bonanza! 

The fun was just beginning. One 

of the highlights of Beech Party is 

the flying, and I had the chance to 

give a couple of rides in N3735B. On 

Thursday morning, as we cruised over 

the beautiful countryside, surveyed the 

Jack Daniels’ Distillery, and admired 

the calm air, retired commercial airline 

pilot and pas sionate vintage 

aircraft owner John Turgyan shared 

his thought, “It doesn’t get much better 

than this!” 

Realize the Potential of your Bonanza! 

Powerplant Upgrades 

Baron 58-58A, C55-E55............................................ IO-550C 

Bonanza 36-A36, C33A-F33C, H35-V35B, Debonairs... IO-550B 

Bonanza H35-P35, Debonairs.................................... IO-520BB, BA 

Bonanza H35-P35, Debonairs.................................... IO-470N 

Our High Efficiency Baffle cooling kit and Super Scimitar Propeller 

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1-800-291-7616 



The next mission was a Saturday morning breakfast flight from 

Tulla homa to Big South Fork Air park, ap proximately 100 miles away. 

An other perfect morning flight, albeit a bit cool. Originally, we 

intended to use the museum’s A36 for a photo mission with N3735B, 

but really didn’t want to pull the door off given the tem per ature. Our 

photographer adamantly agreed. 

The weather didn’t prevent a training session on the way back, 

as forma tion guru Robert Siegfried II instructed me on the finer points 

of station keep ing, or maintaining a constant position relative to 

another airplane in flight. This was quite a workout, considering both 

the distance and the rough air. A few good photos came from this 

outing, even though the airplane was 

in focus one second and completely 

out of frame the next. 

Fine Aircraft Refurbishing 

N3735B’s new home is the museum’s 

Beech Center, where it is parked 

717. 394 . 5805 

adjacent to D-18, an impeccably original 

1947 Model 35. The two extremes 

.• 21 Years of Aircraft Refinishing Excellence 

.• Proven Quality Products by Akzo-Noble Aerospace 

of the production spectrum highlight 

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

many similarities as well as important 

.• Industry Leading 3 Year Warranty 

improvements over the years. We are 

.• Full Capability Maintenance Shop 

certainly grateful to Mr. Burris for his 

most generous loan. Personally, I am 

.• Deep Background in Beechcraft Baron 

not in any hurry to return his airplane. 

www.lancasteraero.com 

New Airworthiness 

Issues 

Service information, bulletins, and Airworthiness 

Directives are time-sensitive safety information. 

Watch www.bonanza.org, ABS Hangar Flying, 

and ABS’s weekly e-publications for 

airworthiness issues as they arise. 

This item 

was recently posted: 

➤ The Federal Aviation Administration 

has amended the rule 

requiring updates of GPS databases 

in certified, installed equipment. 

The new rule “allows pilots 

operating aircraft equipped with 

certificated avionics… to per - 

form updates of aero nautical 

databases.” Formerly many database 

updates were required to 

be done by cer tificated mechanics 

or avionics facilities. 



Safety 

Recommendations 

for ECi Cylinder Parts 

NTSB Makes Safety 

Recommendations for ECi 

Cylinder Parts 

This is on an Ultimate Engines-rebuilt IO-550 in an A36. The pilot made 

it back to his home base and it was still running after he landed. The ECi 

cylinders have 1100 hours time in service (TIS) and have never been off 

the engine. I performed an annual on the airplane 36 operating hours 

before the failure, and the compression in this cylinder at that time was 

75/80. There weren’t any signs of staining on the cylinders then, and if 

you look at these photos there isn’t any now either. They must really let 

go fast when they go. These cylinders do not fall under any of the ADs 

affecting ECi cylinders. 

I would only hope the FAA listens to the NTSB’s 2011 recommen - 

dation regarding ECi (right) and extends the AD to cover more of these 

cylinders before someone else gets killed. 

—Dick Pedersen, ABS Technical Advisor 

The right tools for the job 

wingbolt wrenches • made in the USA 

m Bonanza through the King Air Series of aircraft. 

m These wrenches are used to inspect and replace as 

required the wing attach bolts on Beechcraft Aircraft. 

m Available for purchase or rental. 

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m See website for additional information. 

Ryan Machine • 9608 Taxiway Dr. • Granbury, TX 76049 

email: info@RyanMachine.net 

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817•573•2786 

Cylinder Assemblies Failed 

Due To Fatigue Cracking 

In a 2011 letter to acting FAA Adminis 

trator Michael Huerta, the NTSB rec ommended 

that the agency require repetitive 

inspection of Engine Components, 

Inc. cylinder assemblies produced 

between May 2003 and October 2009 

(serial numbers 7709 through 52884) 

installed on Teledyne Continental Motors 

model 520 and 550 engines and removal 

of these cylinder assemblies once they 

reach the engine manu facturer’s recommended 

normal time (hours) in service 

between overhauls. 

In its letter, the NTSB says that since 

2000, “the ... Board has examined 

numerous Engine Components, Inc. 

(ECi) reciprocating engine cylinder 

assemblies that failed due to fatigue 

cracking that initiated in the root of 

the cylinder head thread, eventually 

resulting in loss of compression and/ 

or separation of the cylinder head 

into two pieces. These failures involved 

new assemblies installed on 

Lycoming and Teledyne Continental 

Motors engines, and many resulted in 

fatal accidents. 

“Although the FAA has issued several 

airworthiness directives (AD) applicable 

to certain new ECi cylinder assemblies 

used on Lycoming and TCM engines to 

address this issue, similar fatigue failures 

in other new ECi cylinder assemblies 

installed on TCM engines have been 

identified but are not covered by an 

existing AD. Because fatigue cracking 

and separation of cylinder assemblies 

in piston-engine aircraft is a serious 

safety issue, this letter recommends 



corrective action for certain new ECi 

cylinders used on TCM engines.” 

NTSB and FAA representatives 

formed a task force in 2005 to study 

fatigue failures of cylinder heads, which 

at that point included domestic and 

foreign failures. In 2006, the task force 

visited several facilities, including ECi, 

and observed the entire manufacturing 

process, from casting of the cylinder 

heads to cylinder assembly. The NTSB 

continued examining failed cylinders 

and updating the FAA’s aircraft certification 

office responsible for oversight 

of ECi. Following a meeting of NTSB, 

FAA, and ECi representatives in October 

2006 to discuss the cylinder head fa tigue 

failure issue, ECi designed and manufac 

tured a fatigue test fixture that simu 

lates the cylinder head temperature 

and pres sure cycles experienced by a 

cylin der on an operating engine. After 

run ning numerous tests, ECi changed 

the manu acturing process for its 

cylinder assem blies in October 2009 

to pro vide an increased interference 

fit at the shrink band and between the 

cylinder head and the cylinder barrel 

threads but remaining within the limits 

of the approved design. 

During a meeting in January 2011 

between ECi, the FAA, and the NTSB, 

ECi produced data on the cylinder 

assem bly failures and recommended 

that the FAA issue an AD to mandate 

inspection and replacement of any 

discrepant cylinders; however, the FAA 

has not taken the recommended action 

for those cylinders not currently covered 

by an AD. Since the design improvement 

in October 2009, there were no reported 

cylinder head fatigue fail ures on ECi 

cylinder assemblies installed on model 

520 and 550 engines before the January 

2011 meeting. Although ECi’s changes 

to the manu facturing process may increase 

the fatigue strength of new production 

cylinder heads, a large population 

of potentially discrepant cylinder 

assem blies remains in service without 

any required corrective action. 


Insurance 

How Training Programs 

Affect Your 

Insurance 

ABS BPPP LIVE and BPPP 

Online+Flight Training 

BPPP Live Event 

Daytona Beach, Florida Saturday January 19, 2013 

The Best in Beechcraft Pilot Training 

Only $695 

Tuition Includes 4 Hours 

BPPP Flight Training 

(scheduled individually) 

Enroll nOw at 


or call 316-945-1700 

On the Campus 

of Embry Riddle 

Aeronautical University 

www.erau.edu 

At Daytona Beach 

Airport (KDAB) 

Classroom Only Tuition 

(no flight): $200 

Time 

Topic 

0900 Emergency Procedures: The Bold Print 

What you need to know from memory, and how to remember 

when you need it. 

Speaker: Thomas P. Turner, Executive Director 

ABS Air Safety Foundation, Master CFI 

1030 The Paperless Cockpit: Real-World EFB and ADS-B 

Using ForeFlight and Stratus in your Beechcraft 

Speaker: Jenifer Pekar, BPPP Instructor, CFI/CFII/MEI 

Success Aviation, Houston, Texas 

1200 Catered Lunch 

1300 Beechcraft Fuel Management 

Most Beech engine failures result from fuel issues. 

Here’s how to avoid them. 



1430 ABS Tech Tips Forum 

Five common Beech squawks that are preventable by the pilot/ 

Ask the ABS Tech forum 

Speaker: Curtis Boulware, ABS Technical Advisor, A&P/IA 

George Baker Aviation , New Smyrna Beach, FL. 

1545 Twin Time: Identify, Verify, Feather: Now What? 

Decision-making begins after you shut down an engine. 

What are your options? 



Dr. STEvE OLIvEIrA PHOTO 

By John Allen 



Online+Flight 

Many ABS members 

have asked us what 

effect the new ABS’s 

BPPP Online + Flight 

training option has on their insurance 

policy. Fortunately, virtually 

every aviation insurance provider 

has approved BPPP Online+Flight 

for their insureds that require annual 

training in Bonanza or Baron aircraft. 

The underwriters feel that the 

model-specific information in the 

program is one of the best sources 

of safety information available in 

the industry. 

Most underwriters routinely require 

some sort of training every year in 

ABS-type aircraft. That training can 

be as simple as an IPC or as complex 

as simulator training. Studies have 

proven that make and model specific 

training lowers the accident rate and 

saves lives. That is the principal reason 

the ABS Air Safety Foundation created 

and implemented the original BPPP 

training program in 1983. BPPP was 

eagerly accepted by the insurance 

community and has been a very success 

ful training plat form. It remains 

as one of the best train ing sources for 

Bonanza and Baron owners. Unfortunately, 

it was not a viable alter na tive 

for many ABS members due to cost or 

time considerations, and that is where 

the Online + Flight option comes in. 

By allowing the pilot to complete 

the ground school portion online at 

their own pace and then scheduling 

the flight portion at a convenient time, 

members now have the flexibility to 

integrate training into their busy lives. 

It also saves on the cost of training as 



BPPP Online+Flight is less expensive 

and does not require extra fuel to travel 

to the training site, and eliminates other 

travel costs such as food and lodging. 

The insurance companies are not 

only approving this new training option, 

they are embracing it along with BPPP 

LIVE by providing the same discounts 

to aircraft owners who complete 

either option. Most companies offer 

a 5% premium discount. There are a 

couple who offer 7.5% to 10% discounts, 

which will cover most of if not all of the 

cost of the training in many cases – for 

the first time, insurance discounts 

may completely pay the cost of typespecific 

training. 

In addition to the premium savings, 

another benefit of these training 

platforms is the ability to purchase 

higher limits of liability coverage. Most 

companies feel a better-trained pilot 

deserves the opportunity to carry more 

liability protection, and will only offer 

the higher liability limits to those who 

complete recognized training like BPPP 

Online+Flight annually. 

When you consider these benefits 

and the additional safety that is gained 

from BPPP, it is difficult to understand why 

anyone would not want to participate. 

If you are currently insured through 

the ABS insurance program and 

are taking the BPPP LIVE or BPPP 

Online+Flight, these discounts are 

already built into your premium. If you’re 

currently insured elsewhere, please give 

us a call so we can discuss your options 

and help you realize these benefits. You 

will be glad you did. 

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owner of Falcon Insurance 

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employing over 90 full-time aviation 

insurance professionals. Prior to entering 

the aviation insurance industry as an 

underwriter for USAIG, John served in the 

United States Air Force as a pilot. 



New Beechcraft 

Pilot Training 

Products 

From the ABS Air Safety Foundation 

The ABS Air Safety Foundation announces 

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The ABS/BPPP Guide to Initial Pilot Checkout series 

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The Guides are not a substitute for 

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the manuals to cover the most critical 

safety and operational issues to protect 

the pilot, his or her passengers, and 

the airplane until the pilot can complete 

more formal instruction. The 

Guides also serve as reference materials 

for students of the new ABS Flight 

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It’s critical that a pilot get a typeknowledgeable 

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Safety Pilot 

By Thomas Turner 

You are the Lead 

From the NTSB: 

Eight airplanes were flying in formation. Their pilots regularly flew formations 

together. Three airplanes were in each of the first two elements, and two airplanes 

were in the third element. The first element descended to an estimated 500 to 1000 

feet above ground level and proceeded up a canyon. The lead descended into the 

canyon and the other airplanes followed about 500 feet behind. The pilot of the 

number three airplane estimated he was about 200 feet above the leader’s altitude 

and number two airplane was between them. As the airplanes proceeded toward 

the end of the canyon, the pilot of the number three airplane became concerned 

about terrain clearance and decided to exit the formation. He initiated a hard pull up 

to the left and began to climb. After completing about 15° of turn he saw the lead 

airplane collide with trees and terrain. The number two airplane was a little to the 

right of the lead when it collided with the terrain. Both airplanes came to rest within 

75 feet of each other about 400 feet below the crest of the saddle at the end of 

the canyon. Three aboard the lead airplane, a V35A, and three aboard the 

number two airplane, an S35, perished. 

NTSB Probable Cause: 

• V35A (lead): The pilot’s inadequate in-flight planning and failure to maintain an 

adequate terrain clearance altitude within the canyon. 

• S35 (#2): The pilot’s inadequate in-flight planning and failure to maintain an 

adequate terrain clearance altitude within the canyon. 

Notice there’s no 

difference in the 

probable cause issued 

in the two individual 

NTSB reports (LAX02FA211 and 

LAX02FA212). There’s an important 

point that is often overlooked in 

recreational formation flying circles: 

There is no provision in the Federal 

Air Regulations for abdicating 

pilot-in-command responsibility 

to anyone outside the aircraft, 

including formation lead. Any pilot 

approaching an unsafe condition, 

including violations of airspace, 

minimum safe altitudes, and 

visibility and cloud clearance 

requirements when not operating 

on an IFR clearance, should 

immediately execute the briefed 

break-formation maneuver and 

avoid the hazard. That’s what 

the third pilot did. 

Caution, 

Formation Wake 

Turbulence 

An ABS member who flies 

formation extensively in a Beech 

Travel Air contacted me recently with 

video taken from his wingman on 

takeoff. The Bonanza had apparently 

encountered strong wake turbulence 

behind the Travel Air, requiring 

“full control deflection” because the 

Bonanza was “shoved off the runway 

just after rotation.” The Bonanza 

pilot had a similar encounter behind 

the Travel Air on landing from the 

same flight. 

This was not the first time Bonanzas 

following the Travel Air have reported 



extremely strong wake turbulence 

behind the twin, much stronger than 

what the same pilots have experienced 

behind Barons. Pilots flying 

on the wing of other Travel Airs have 

reported similar events – the pilot 

who spoke with me knows of “10 

confirmed reports of upsets.” Like 

the Boeing 757, which puts out far 

more wake turbulence than similar 

airplanes, there seems to be something 

about the Beech Travel Air that makes 

its wake disproportionately strong. 

I suggested to the pilot: “Keep the 

Travel Air in the aft most position in 

formation on all future flights. You’re 

doing this for fun, not for some sort 

of ‘mission,’ and with the utmost 

respect and friendship it’s only ego 

that would make you want to be in 

any other position besides the very 

back of the formation knowing what 

you know. I know you abhor the 

idea of causing an upset close to 

the ground that cannot be corrected 

in time, and would have a very 

hard time living with yourself if that 

happened given you know there’s an 

unmapped but foreseeable hazard. 

Recreational formation flight is just 

a (demanding) hobby.” 

The pilot replied: “You are absolutely 

correct. What you have done 

is highlight a very important rule 

that I understand extremely well, 

but for some reason ignored in this 

situation: The worst thing we can do 

in life is to cause harm to someone 

else because of something we did. 

The Travel Air is a perfect formation 

target for Bonanzas. It is heavy, 

stable and can easily fly the slower 

speeds. This is why I am often asked 

to lead formations. However, you 

are absolutely correct that the wake 

issue is a well-known problem that I 

have spoken of several times before. 

I should have acted when the issue 

first arose. There is a wake danger 

associated with the Travel Air. It is 

real. Both I and the group’s other 

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Congratulations to these ABS members 

who have earned ABS AVIATOR status. 

To participate, send copies of your training 

certificates to absmail@bonanza.org, 

or fax (316) 945-1710 attn: ABS AVIATOR. 

Level 1 

Grant Haddix, Katy, Texas 

Level 4 

David Sperr 

Anderson, South Carolina 

Level 5 

Glenn Caldwell 

Garnett, Kansas 

Tony Pelletier 

Magnolia, Texas 

Level 6 – lifetiME ABS 

MASter AVIAtorS 

Steve Oxman 

Riva, Maryland 

Dan Hosapple 

Louisville, Kentucky 

pilots have flown with Bonanzas and 

Barons, and no one has reported any 

wake issues like those associated with 

the Travel Air.” 

As impressive, instructive, safe, and 

fun as recreational formation flying 

can be, the FAA will not accept “my 

lead took me there” as an excuse 

for a violation. More importantly, it 

will be little consolation to the family 

to hear the pilot was unwise enough 

to follow a hobbyist formation lead 

into a deadly crash. Formation flying 

involves skill and trust, but despite 

emulating a military operation it is 

not a “mission.” The temptation to 

“get there” in a mass arrival, to honor 

the fallen in a fly-over at a funeral, 

to complete a formation training 

session, to impress the crowd at a 

gathering or air show, or to be the 

formation lead cannot overshadow 

the need to verify safe altitudes, 

maintain spacing, change which 

airplane is in the lead if needed, or 

scrub the flight if ceiling or visibility 

is too low or winds or turbulence are 

too great. 

Watch your lead, but make your 

own decisions. You are the pilot-incommand, 

and totally responsible 

for the conduct and outcome of your 

flight…even more so when operating 

in close proximity to other aircraft 

and obstructions. 

Thomas P. Turner, 

ABS Air Safety Foundation 

Executive Director has three 

times been accredited as a 

Master CFI, was the 2010 

National FAA Safety Team 

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and was the 2008 FAA Central Region 

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1981 Beechcraft Baron 58 

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1984 Beechcraft Bonanza B36TC/TN Conversion 

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1998 Beechcraft Bonanza A36 

LOADED & IN PRISTINE CONDITION! This One Will Go Quick! 3600-TT 

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1990 Beechcraft Bonanza F33A 

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Who Goes There? 

By Gary Bartlow 

When I first started flying, I made sure my aircraft had 

back-up, redundant systems wherever I could purchase, 

install, and operate them. (Except for the lowly single 

engine – why operate a twin with twice as much chance 

of an engine failure? In many situations, the remaining operating engine 

has just enough power to get you to the crash site.) I figure my piece of 

airborne machinery has several failure modes that put my posterior at risk, 

and anything I could do to forestall such an event would be to my ultimate 

advantage. Especially when IFR. 

So my aircraft has dual NAV/ 

COMMs, dual GPS’s, dual glideslopes, 

PFD backed up with an MFD, Weather, 

Synthetic vision, Strikefinder, EGT/ 

CHT/Fuel Totalizer, back-up electric 

attitude indicator, back-up pressure 

system, etc. And so I went happily 

flying, believing that I had analyzed 

the risks, compensated logically for 

same, and achieved a modicum of 

very low-risk flying. 

Until, in one three-month period, 

two events happened that shattered 

my “low-risk flying” world. The first 

occurred while I was practicing 

in stru ment approaches near San 

Diego with my instructor, Jean. I 

was duti fully wear ing my Foggles, 

appropri ately blind to any outside 

distur bances, headed north from 

Gillespie toward Ramona over San 

Vicente Lake. Suddenly, the control 

wheel was jerked from my grasp, 

rotated 90 degrees to the left, and 

then just as quickly rotated back 180 

degrees, and then settled at level 

again. Though the control wheel may 

have been settled, I was not! 

“What happened? What’s wrong?” 

I croaked into the mike. 

Jean responded, “I didn’t want 

to hit that Mooney that just flew 

past us.” 

Affirming that was probably a 

good idea, and beginning to breathe 

again, I asked, “Was that close?” 

“No. Yes.” Maybe.” Kind of…” 

Not knowing exactly how to rank 

“kind of” with posterior salvation, 

the first event thus began forming 

the idea in the dim recesses of my 

brain that I had better think about a 

back-up system to my eyes to avoid 

the problem of “near misses.” (This 

is stupid terminology when you 

think about it. “Near miss” implies 

that you nearly missed them, but 

actually hit them! “Near Hit” would 

be more accu rate.) So a back-up traffic 

observer system began to sound 

pretty good. 


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Three months later I was on final to Runway 17 at Gillespie 

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out, and ask permission for a high-speed pass over Runway 

27 Right. Permission was granted. I was on short final, gear 

and flaps down, concentrating on the landing, and I glanced 

up to check for cross traffic on 27L and 27R. And I looked 

right into the cockpit of a Learjet at my level, going 200+ 

knots left to right across my nose. My nose, not the Bonanza’s 

nose. I could see the pilot and co-pilot focused on their 

high-speed pass, oblivious to the Bonanza about to disrupt 

the airflow over their pocket rocket. I pushed hard to dive 

as the Lear went screaming overhead. I flared, landed, and 

came to a stop on the runway with knees and body shaking 

so hard I couldn’t press on the brakes or speak for several 

sec onds. The controller apologized pro fusely: “Sorry, 22 

Uniform, he got here much quicker than I imagined!” 

After repeating “No harm, no foul” over and over again 

to myself, I taxied to AiRepair and asked the mechanics 

who had observed my landing, “Was that close?” (Note 

to myself: This was the second time I had used that exact 

phrase in conjunction with heavier-than-air flight.) 

“Yes, that was close,” was the reply. “Way too close!” 

A Traffic Avoidance System (TAS) from Goodrich was 

now definitely in my to-do list. Immediately! At the time, a 

TAS system was very expen sive, so I spent many hours 

reading and discussing the installation nuan ces before 

approving the purchase. The convincing remark from the 

in staller, in response to my question, “What comment do 

the pilots who have installed this system have about it?” 

was “100 percent of them say it was worth every cent!” And 

it quickly proved to be true. 

The first time the system called out traffic at my altitude 

going in the opposite direction that neither I nor SoCal had 

seen, and I watched as a Baron went streaking by my left 

wing a half mile away, I reached up and patted the instrument 

panel: “Good ol’ Traffic System. You are worth every cent!” 

It has proven to be very comforting over the years as I 

watch traffic that changes from a diamond to a yellow 

circle (potential intercept vector com puted), observe it or 

hear SoCal call it, and I can respond, “We have the traffic.” 

My shaky knees are only from old age now, which is just 

fine with me. 

“Who goes there?” 

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ABS Board 

Term 

Expires 

President 

Keith Kohout (Area 2) *2013 

4630 Airport Rd., Suite 104 

Cincinnati, OH 45226 

Phone: 513-479-2533 

e-mail: kk@hangar26.com 

Vice President 

Bob Goff (Area 3) *2015 

1963 South Creek Blvd. 

Port Orange, FL 32128 

Phone: 231-342-8040 

e-mail: robert.goff6@gmail.com 

Treasurer 

Ward Combs (Area 6) *2015 

10474 Stardust Lane 

Blair, NE 68008 

Phone: 402-426-8041 

e-mail: wacii@abbnebraska.com 

Secretary 

Ron Hyde (Area 5) *2014 

PO Box 569, #1 Airport Rd. 

Kenedy, TX 78119 

Phone: 830-583-5930 

e-mail: ronhyde7@gmail.com 

Term 

Expires 

Lorne Sheren, M.D. (Area 1) *2013 

PO Box 404, New Vernon, NJ 07976 

Phone: 908-295-8106 

e-mail: sherenl@att.net 

Cameron G. Brown (Area 4) 2013 

150 Riverside Rd., Rockford, IL 61114 

Phone: 815-490-6750 

Email: camsybil@gmail.com 

Tom Rosen (Area 7) *2014 

633 Rustic Ranch Ln. 

Lincoln, CA 95648 

Phone: 916-408-8666 

e-mail: tsrosen@pacbell.net 

John Annable, M.D. (Area 8) *2015 

20911 Earl St. #440 

Torrance, CA 90503 

Phone: 310-542-0455 

e-mail: Johnannable6@msn.com 

Ron Timmermans (at large) 2014 

4815 Stamford Ct. 

Orlando, FL32826 

817-312-7464 

rontimmermans@att.net 

* Second and/or final term 

Area 1: Connecticut, Delaware, Maine, Massachusetts, New Hampshire, 

New Jersey, New York, Pennsylvania, Rhode Island, Vermont. 

Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan, Washington, D.C., 

West Virginia, Canada, and all other foreign countries except Mexico. 

Area 3: Alabama, Florida, Georgia, North Carolina, South Carolina, 

Tennessee, Virginia. 

Area 4: Illinois, Iowa, Missouri, Minnesota, Wisconsin. 

Area 5: Arkansas, Louisiana, Mississippi, Oklahoma, New Mexico, Texas, Mexico. 

Area 6: Arizona, Colorado, Kansas, Idaho, Nebraska, Nevada, North Dakota, 

Montana, South Dakota, Utah, Wyoming. 

Area 7: Alaska, Oregon, Washington, northern California counties north 

of the northern boundary of Kern, San Luis Obispo, and San 

Bernardino Counties. 

Area 8: Southern California, including the counties of Santa Barbara, Ventura, 

Kern, San Luis Obispo, Los Angeles, Orange, Riverside, San Diego, 

San Bernardino and Imperial Counties, plus Hawaii. 

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1977 - 1978: Capt. Jesse F. Adams, USN(R)* 

1978 - 1979: David P. Barton* 

1979 - 1980: Alden C. Barrios 

1980 - 1981: Fred A. Driscoll, Jr.* 

1981 - 1983: E.M. Anderson, Jr.* 

1983 - 1984: Donald L. Monday* 

1984 - 1985: Harry G. Hadler* 

1985 - 1986: John E. Pixton* 

1986 - 1987: Charles R. Gibbs 

1987 - 1988: Joseph McClain, Ill 

1988 - 1989: Lee Larson* 

1989 - 1990: William H. Bush* 

1990 - 1991: Ray L. Leadabrand* 

1991 - 1992: James C. Cassell, III* 

1992 - 1993: Warren E. Hoffner 

1993 - 1994: John H. Kilbourne 

1994 - 1996: Barrie Hiern, MD* 

1996 - 1997: Ron Vickrey 

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1998 - 1999: William C. Carter 

1999 - 2000: Tilden D. Richards 

2000 - 2001: Jon Roadfeldt 

2001 - 2002: Harold Bost 

2002 - 2003: Jack Threadgill 

2003 - 2004: Jack Hastings, MD 

2004 - 2006: Craig Bailey 

2006 - 2007: Jon Luy 

2007 - 2008: Arthur W. Brock 

2008 - 2009: Bill Stovall 

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2010: Stephen Blythe 

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Forum 

ABS Idea and Information Exchange 

The Forum section is intended as a space for members to respond to articles 

printed in the magazine, or to share their knowledge of a helpful idea for other 

members. Send your words and photos to absmail@bonanza.org. 

Dear ABS: I’m not sure if you can tell but I have never signed in to 

begin my BPPP Online training. I have been having some medical 

issues, like lots of us older pilots, but last week I got the big one from 

the FAA. Reapplication for my special issuance medical was denied 

and I had to send my medical certificate back. I’m not going to appeal; 

it’s time to enjoy other things. I’m not asking for my money back 

but I was wondering since I didn’t use the service if my fee could be 

transferred to the ABS Safety Foundation. If so that would be great. 

Thanks for all your help and for the great job ABS does for us all. 

—Van Gurley 

Dear Van: I’m very sorry your flying career has come to an end, 

and am honored you chose to make this donation so that others may 

continue to fly safely. Thank you very much. I wish you many years of 

enjoying the “other things.” 

Thomas P. Turner, ABS Air Safety Foundation 

[ABS Life Member Van Gurley has been a member of ABS since 1994. 

He owns a 2003 A36. —ed.] 

In the past, I and several other 

people have complained about the 

late model Beechcraft main gear 

not having a zerk to grease the pivot 

point where the gear attaches to the 

airframe. Well, I was looking over the 

late model gear a guy was picking up 

today and look what I found: Where 

the bolt goes through the gear, there is 

a small hole that can be greased with 

a needle fitting on your grease gun. It 

would be very hard to see when the 

gear is on the plane – but it’s there! 

I bet 90 percent of the airplanes out 

there with this type of gear never get 

greased. —Kevin O’Halloran 

I would like to make a small addition 

to Bill Compton’s excellent “Switch at 

the Twitch” article in the November 

ABS Magazine. 

I fly a J35 with 53 useable gallons 

of fuel, and there are times when I 

have to burn all the fuel out of various 

tanks. My wife hates it when I run a 

tank dry even if I have warned her, so 

I came up with a simple alarm system. 

As the fuel in the tank in use gets near 

empty I simply tell her to watch the 

fuel flow (actually pressure) gage for 

the “twitch.” You have never seen such 

intense concentration on one gage! As 

soon as the needle wiggles the alarm 

immediately goes off! I simply switch 

tanks before the engine misses a beat 

and everyone is happy. —Jim Averett 


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1200 Catered Lunch 

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Most Beech engine failures result from fuel issues. 

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1430 ABS Tech Tips Forum 

Five common Beech squawks that are preventable by the pilot/ 

Ask the ABS Tech forum 

Speaker: Curtis Boulware, ABS Technical Advisor, A&P/IA 

George Baker Aviation , New Smyrna Beach, FL. 

1545 Twin Time: Identify, Verify, Feather: Now What? 

Decision-making begins after you shut down an engine. 

What are your options? 



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Forum 

ABS Idea and Information Exchange 

Continued 

ONE STOP SHOP 

for all your engine needs! 

I’ve been a member of the ABS since 2009 with a long-term dream of 

owning a Beechcraft and specifically a B55. After a three-year search for 

the right Baron for us, my wife Kathryn and I became owners of N47TG, a 1980 

B55 this past week. The flight from North Carolina to our home base [in] Central 

Texas was fabulous, even considering the failure of the autopilot system 

shortly after departure from the fuel stop in Mississippi. In fact, during hand 

flying the Baron for over three hours to our home base, I became even 

more enthusiastic about the airplane and how it handles. Most of the trip 

was in severe-clear conditions, but the last 100 miles was less than optimal 

with a low-pressure disturbance moving across Texas. Yet the descent 

through IMC proved the airplane’s precise handling characterizes that I’ve 

read so much about and now have experienced. Thank you for the Society 

and for the excellent magazine, as well as the rigging and troubleshooting 

guides from the ASF. —George A. Brown 

Thank you for recommending Ron Timmermans to be my instructor 

for my BPPP Online+Flight ride. I met him in Ft. Worth and thoroughly 

enjoyed the day. We did everything imaginable in the Baron – approaches, 

emergencies, engine shutdowns, you name it. Ron was very knowledgeable 

about my airplane and I learned a great deal. We flew for most of the day 

with a short break for lunch in Mineral Wells. I returned home to Wiley Post 

shortly after sunset with my Flight Review and IPC signed off by Ron and 

feeling like a more competent pilot in my airplane. I will recommend the 

BPPP Online+Flight program to my friends as it is well worth the cost. I look 

forward to doing it again in the future. Thanks again for your help, and many 

thanks to Ron. —Jay Flinton 



ABS exists to promote aviation safety 

and flying enjoyment through education and 

information-sharing among owners and 

operators of Bonanzas, Barons, Debonairs 

and Travel Airs throughout the world. 


1922 Midfield Road, P.O. Box 12888 

Wichita, KS 67277 

Tel: 316-945-1700 • Fax 316-945-1710 

e-mail: absmail@bonanza.org 

Office Hours: 

Monday thru Friday; 8:30 am – 5:00 pm 

(Central Time) 

Quality Service 

for single & twin piston aircraft since 1989 

• General Aircraft Maintenance 

• Routine Maintenance 

• Annual Inspections 

• Oil Changes 

• STC Modifications 

• Pre-Buy Inspections 

• Computerized AD Searches 

• Selected FBO for the ABS Service Clinics 

HARRIS AVIATION, INC. 

625 Airport Rd., Greeley CO 80631 www.harrisav.com 

970.356.6041 

FAX: 970-378-2549 

ABS Executive Director 

J. Whitney Hickman, whit@bonanza.org 

ABS-ASF Executive Director 

Thomas P. Turner, asf@bonanza.org 

Technical Questions 

absmail@bonanza.org or 316-945-1700 

BPPP Questions 

lisa@bonanza.org or 316-945-1700 

Membership 

lisa@bonanza.org 

Convention 

absevents@bonanza.org 

ABS Store 

www.bonanza.org or 316-945-1700 

Membership Services 

Monthly ABS Magazine • ABS Technical 

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Forum 

ABS Idea and Information Exchange Continued 

Hi Tom, 

I applaud what you and ABS are doing to extend the reach of BPPP in the 

ABS membership. By way of back ground, I think I’ve done BPPP Live eight 

times, but not since 2008. Prior to that, the most recent BPPP was 2002. I started 

attending BPPP in the early ’90s (when I had Hank Canterbury as my flying 

instructor the first two years) and attended annually for, I think, four years 

before shifting to every other year. I sus pended my atten dance after 2002 due 

to a sub stantial increase in the price. I was delighted to reprise my flying with 

Hank C. at the BPPP in Manchester, New Hampshire, in 2008, but haven’t been 

able to justify the high price again in the ensuing years. My BFRs and IPCs have 

been signed off by Hank Canterbury, William Hale, and the late Jack Hirsch. I 

took the Bonanza by the Numbers seminar from John Eckalbar himself, having 

read his book, Flying the Beechcraft Bonanza about 10 times. So, I’m quite familiar 

with the best BPPP has to offer. 

I give you that background to share the depth of my experience with BPPP. 

I appreciate your efforts to bring the price back down. I haven’t done the online 

course yet but will. If, in the future, all the flight instruction is going to be local 

and individual, I think something valuable will be lost. I know I used to get a 

lot from not just the interactions with my BPPP CFI, but also from the hangar 

flying that arose out of the intensive experiences shared by my fellow students, 

both at the airport and over meals. 

I encourage you to think about possibly engaging the regional ABS groups 

to coordinate regional flight instruction days with BPPP-certified instructors. 

If the BFR and IPC require ments can be met in a single day for all participants, 

there would be no need for anyone to incur hotel expense. (It may not be feasible 

for the instructors to arrive and leave the same day if advance coordination with 

local ATC will be required (as I expect it would).) 

Anyway, I’m just writing to en courage your efforts to reduce the cost of BPPP 

instruction and its pene tration of the ABS membership base. 

Safe flying. 

– John I. Williams, Jr., ABS Life Member 

Hi, John: 

Yes, there is great advantage in a live gathering. That’s why ABS is returning 

to live BPPP events like the one in Daytona Beach on January 19th in precisely 

the one-day format you suggest. Unfortunately we won’t be able to send a 

lot of instructors – although the quality of instruction was superb, the tradi tional 

BPPP model was costing up to $100,000 per weekend clinic and through August 

2012 had lost over $160,000, which is why the ABS/ASF had to sus pend live clinic 

operations. Enroll ment in the live courses was down 20 percent in 2009-2011 

compared to 2006-2008, probably a reflection of the economy, and unless we 

can raise the average to 50-60 attendees at each clinic using the new format 

we may not be able to continue those either. So it’s really up to ABS members 

to tell us, with their enrollments, what type of training events they want BPPP 

to offer. We’ll make every effort to provide the safety advantage of BPPP in as 

many forms as possible, to reach as many members as possible. All members 

must realize that unlike other training available, the ABS pro duces and promotes 

these clinics as a non-profit service for the benefit of our members. Thank you 

very much for your input, and your support of ABS. 

– Thomas P. Turner, Executive Director, ABS Air Safety Foundation 

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Once Was Not Enough 

Narsarsuaq, Greenland 

Eastbound From Wichita to Australia 

Part II By Jim Keepkie 

We delayed our departure from Goose Bay for one day as 

the weather in Narsarsuaq, Greenland (BGBW) was not 

VFR. It was worth the wait. We departed Goose Bay into 

IMC with a low freezing level, but the weather improved 

progressively as forecasted. As we approached the west coast of Greenland 

the icebergs in the water were impressive. I descended to 1,500 feet in exceptional 

VFR conditions for the 20-minute flight up the fjord to Narsarsuaq. 

I have the most spectacular video via FliteCam of this flight plus many, many 

still photos. We were below the top of the fjord cliffs, and when I changed 

heading the terrain warning would go off its head. The runway in use was 25, 

right circuit over the old glacier flow and a low hill, landing downhill. This 

was unusual as the preferred runway is 07 with landings and departures 

generally over the water of the fjord. 

Departing Greenland was the most 

hairy part of the entire trip. Wind was 

22 knots gusting to 35, with a good 

portion of crosswind to deal with in 

the gusts. Cloud base was 5,000 foot 

overcast. We climbed to LSAT (Lowest 

Safe Altitude above Terrain) of 9,000 

feet in the clouds, and set our heading 

to the southeast to cross the ice cap 

in the shortest distance. 

About 12 nm out, we were hit by a 

severe downdraft. Initially the autopilot 

tried to hold altitude until I disconnected 

it, nosing down to sacrifice 

height in order to recover airspeed at 

full power and rpm. Stalling in the cloud 

over the ice cap was not a good option. 

My son James was invaluable in this 

trying time. After we recovered from 

the initial fright and climbed back to 

9,000 feet, we were hit twice more but 

with less severity. And we were better 

prepared. Looking at the charts later, I 

realised why the terrain warning did not 

go off in the initial incident: The ground 

height when we first got hit was around 

2,000 feet. Good to know now, but we 

did not know that at the time. 


Stalling in the cloud over the ice cap was not a good option. 

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Jim, James, and Ian in immersion suits. 

In the fjords, Greenland. 

As soon as we cleared the mainland we were in VFR 

conditions all the way to Reykjavik, Iceland (BIRK). 

Icebergs were in the water everywhere en route, and 

volcanoes poked their heads out of every cloud over Iceland. 

We departed Reykjavik early in the morning through a thin layer 

of overcast, and once above the clouds we could see the huge 

Icelandic volcano that closed European airspace for weeks when 

it erupted about two years ago. 

In addition to the volcanoes (there was no smoke) we could 

see the huge glaciers. Best of all was the tailwind and clear sky 

all the way to Stornoway, Scotland (EGPO). The legs across the 

North Atlantic to Narsarsuaq and then to Reykjavik took 4 hours, 

20 minutes each, and to Stornoway we flew 3 hours, 46 minutes. 

Many times we were out of 

VHF communications range 

and our position reports were 

relayed by overflying aircraft. 

The customs, immigration, 

and ATC staff at Stornoway 

were exceptionally helpful. 

We had decided to press on 

to Oxford, England (EGTK) 

as it was such a good day, 

and they assisted me with 

the plan and off we went. 

It was here I learned to 

note in the flight plan 

(section 18) “IFPS reroute 

accepted.” 

Noting all European 

Union flight plans with 

this “reroute” acceptance 

meant that if I planned 

contrary to the European 

system, particularly airways 

and altitudes, they would amend the 

plan. Interestingly, I had only one problem, out of Corfu, and 

after accepting the “reroute” they accepted my amendment in 

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ABS extends condolences 

to the family and friends of this ABS 

member who recently passed away. 

Russell Hackler 

Livermore, California 

A member since 2009, 

he flew a 1964 S35. 



the air back to my original plan and altitude. Tony Zalkin 

also gave me access to his flight planning software and I 

was able to verify, before lodging my plan, that the route 

would be acceptable to Brussels (the central coordinating 

body for European Flight planning). 

In Oxford I had arranged for another oil and filter change. 

Again this was at an authorised Beechcraft piston shop. 

Excellent service and most helpful. They stored the aircraft 

whilst I was there. I was in good company in the hangar. A 

King Air equipped with surveillance gear for the Olympics 

was also in their hangar. I stayed in Oxford for six days. 

After visiting the Duxford Air Museum, James and Ian 

went home on a Qantas A-380. Before they left I had the 

pleasure of lunch with two earthrounders, Patrick and 

Linda Elliott. They had recently flown around the world in 

a LongEze, and Patrick gave me some good insights into 

India, particularly the military airport at Agra where I was 

going to visit the Taj Mahal. Our friends, Tony and Marion 

Zalkin, also came down from London for dinner one night. 

I really appreciated the effort these new and old friends 

made to come to Oxford to see us. 

Now the good part: My wife, Linda, arrived from Sydney. 

The next day we left Oxford for Cascais, Portugal (LPCS). 

Next month, Jim tours Europe in his G36. 

We share your love for Beechcraft, 

which is why we own 

one too! 

Marisa (Reese) Leach 

A&P/IA Mechanic 

Professional Engineer 

Commercial Pilot 

30+ Year Aircraft Owner 

Jim Leach 

A&P Mechanic 

Professional Engineer 

Commercial Pilot & CFII 

US Naval Aviator 

40+ Year Aircraft Owner 

We work on a lot of aircraft, but Beechcraft is our favorite brand. That’s 

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Be Aware 

Crossing 

the 

Border 

By George Loegering 

TABLE A 

A Department of Homeland Security Aircraft Decal; 

calendar year annual payment............................................ $27.50 

B DHS, Customs and Border Protection; 

Electronic Advance Passenger Information System................... $0.00 

C FAA round robin flight plan 

(conventional for border crossing to/from the U.S.)................... $0.00 

D MacAfee and Edwards Inc; 

Mexican Insurance Specialist (based on 4 days)...................... $16.00/day 

E Reservations (numerous sources 

but there are resorts with landing strips)............................... ~$150.00/day 

F Money Exchange (I used Wells Fargo) fee included in rate at bank 

G Mexican Landing Fee (depends on size, etc. – 

add daily parking if at a major airport).................................. $12.77 

H Mexican Aircraft Entry Fee (like the DHS decal) 

annual or one trip........................................................... $54.60 

I 

Mexican Passenger/Pilot Visa Fee 

(pilot & 3 passengers) ..................................................... $94.80 

J Mexican Exit Fees 

(not including the landing fee, see g).................................... $18.90 

K U.S. Customs Service (assumes landing at 

an approved airport during normal hours).............................. $0.00 

I 

have enjoyed flying my 

Bonanza to Mexico for 

relaxing vacations, historical 

attractions, and deep sea 

fishing for over 40 years. Some of 

my friends facetiously suggested 

I went so often I must be a drug 

smuggler! But aircraft entry and 

tourist requirements have changed 

drastically for departure and 

arrivals into the U.S. and Mexico. 

The initial attraction years ago, 

of bargain prices for unique 

accommodations, avgas, and 

activities in Mexico, is no longer. 

But Mexico is still very competitive 

compared to the world market. 

U.S. pilots will always enjoy the 

closeness, good weather, scenic beauty, 

and attractions that flight in a private 

aircraft to Mexico will bring. So when 

you are ready for a real adventure, 

prepare with a thorough review of 

border crossing technicalities. This 

article, based upon an October 2012 

flight from Arizona to the Cabo San 

Lucas “East Cape” area, may help you 

get started. Note that there were a total 

of four planes on this trip, each flying 

different times and making different 


en route stops, with slightly different 

experiences and charges. AOPA has a 

great flight guide that you should read 

prior to crossing the border. 

I have flown to about 50 countries, 

including a flight to Europe in 1985. I 

have always had a reasonably good 

experience and been prepared for 

most eventualities. My friend Jack 

coached me for our recent trip because 

I had been discouraged from going 

the past several years. I feel that U.S. 

Homeland Security requirements do 

little to enhance border security but 

do make a trip to Mexico by a citizen 

doing legal activities more difficult. 

Summarizing, I spent about 20 hours 

preparing but it could be done in less 

time; the main issues and approximate 

cost are listed (based upon 12.5 pesos 

per dollar) in Table A. 

Items (a) through (f) must be completed 

before departure. It is mandatory 

to do some basic planning like 

making sure your passport (and those 


of your passengers) are in order, and 

double checking that all your pilot and 

the aircraft documents are current 

(this includes pilot’s certificate, medical, 

airworthiness certificate, registration, 

and aircraft radio station license). 

As you can imagine, flying across the 

U.S. border to a foreign country is not 

like jumping in the plane and flying to 

another state! 

It is handy to get a copy of everyone’s 

passport front page because that 

information is needed to complete 

your eAPIS (item b) manifest. The 

manifest also includes pilot and 

aircraft data, as well as details on point 

of departure/destination/times and the 

same data returning. It was easy to find 

the DHS website and read the laws, 

but filing in the e-data was difficult 

and time consuming for me (I am a 

retired rocket scientist but not up to 

date with all computer procedures). 

Fortunately, the pages I filled in 

were saved to my computer until I 

came back to finish. After you email 

the manifests, one leaving and one 

returning to the U.S., you will receive 

an acknowledgement (presumably 

that it is approved). Problem is, there 

is a total disconnect between your 

FAA flight plan and U.S. Customs - any 

deviation in the filed Customs manifest 

and your actual performance will get 

you arrested and fined $5,000; more 

on that following. 

Items (g) through (j) need not be 

planned except as a part of your border 

crossing flight plan, which can be 

opened in the usual ways: e.g., with 

the tower if departing an airport with 

a control tower, or by radio with Flight 

Service after airborne. In Mexico, unlike 

the U.S. that requires you to enter at 

the nearest approved border crossing 

airport, you may proceed to any airport 

of entry. However, you are at risk with 

Mexican officials should you make an 

unplanned landing on the way to the 

flight planned airport of entry. 


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Once at the airport of entry (we flew to Loreto) there 

are four work stations to deal with: the Commandant, 

Immigration, Customs, and the Cashier. The Commandant 

reviews and copies all of your pilot and airplane documents, 

files your landing fee paperwork, sells you the aircraft 

entry permit (certain credit cards only – not handled by the 

Cashier) and files your flight plan to the next destination. 

Note that flight plans in Mexico are automatically opened 

upon takeoff and are not normally filed if you are departing 

a non-tower strip. 

Immigration provides visa forms for each person to fill in 

(you keep a part), approves your next flight plan, and reviews 

your passports. Customs reviews your paperwork, approves 

your flight plan and inspects the plane and baggage. The 

Cashier makes up the various invoices and collects your fees. 

Mexico passed a law in 2011 specifying that pesos must be 

used in all transactions. (It was apparently implemented to 

try to stop drug money laundering. Most people there said it 

was a big negative on tourism.) That is why it is a good idea 

to bring pesos with you unless you are going to an airport 

of entry that has a money exchange or is near a bank. At 

various times credit cards are not accepted for fees or gas, 

so bringing cash, including dollars, in small denominations 

is a good idea. In our case, when the cash pesos were all 

expended I unexpectedly got an even better exchange rate for 

cash dollars from the airport cashier than at my local bank. 

You are required to check out of Mexico before returning 

home. They collect a small fee and your Mexican paperwork, 

as well as inspect the plane and baggage. They can confiscate 

certain items such as unauthorized lobster and fish; you need 

to check for current policy if you intend to bring anything back. 

For various reasons I was about an hour and 20 minutes 

early at Yuma after departing Mexico at Loreto. I advised San 

Diego Radio about 90nm south and they assigned a squawk, 

so I was presumably on radar through landing. However, since 

Customs apparently does not work with the FAA on this issue, 

an ETA change by radio 30 minutes before landing does not 

avoid violating the law. I assumed the worst, and devised a 

scheme to get sympathy from Customs and avoid fines and 

arrest, which worked for several reasons but mostly because we 

were all over 75. It also helped that the Customs agent and my 

wife’s deceased first husband served for a time in the Marines 

at Yuma. Semper Fi. In hindsight, I would return to the U.S. at 

a Mexican airport of entry nearby the planned U.S. airport of 

entry so I could notify U.S. Customs with a cell phone of my 

exact arrival time and any other change in the manifest. 

Yes, the trip was worth the effort! We stayed at Palmas de 

Cortez, an elegant resort with everything including a fun pitch 

and putt nine-hole golf course, and very nice fishing boats. 

Unfortunately, the course was built on the old dirt airstrip, 

so you have to arrange for a van ride from the new airport to 

the hotel. But that’s another story! 


One reason I decided to become a Life Member is because 

I have met some great people through this organization. Also, after 

my first flights in my V35B I decided the quality and craftsmanship 

that went into this airplane had me hooked for life! 

Chad Hicks 

Beech V35B, Dalhart, TX 

Your Life Membership Benefits ABS and ASF! 

Supporting aging aircraft 

Working with the FAA to solve safety of flight areas of concern that impact the longevity and value of our fleet 

Delivering BPPP pilot training clinics and new online courses 

Conducting expert service clinic inspections of your Beech airplane 

Maintaining a world class staff of Beechcraft technical experts to research and offer the definitive answers to your questions 

Teaching and offering assistance to mechanics for Bonanzas, Debonairs, Travel Airs and Barons 

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Contact Whit Hickman at 316-945-1700 or absmail@bonanza.org 

American Bonanza Society, P.O. Box 12888, Wichita, KS 67277 • Office Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri.


Shoulder Harnesses 

By Bill Carter 

The Bonanza/Baron passenger cage is one stout design. However, 

the human skull is subject to fracture when it encounters a solid 

object. My wife Cappi and I enjoyed the shoulder harness/lap belts 

in our Baron for several years and learned to value the safety these 

options provide. A couple years back we purchased a Cessna 140 and it was 

decided that, given we were flying this plane 

in and out of farm fields, shoulder belts would 

be a good option. We reviewed the market 

and chose Hooker shoulder belts, installed 

them, and are very happy with the results. 

Fortunately, we have not had to experience 

their value but know that if we do have an 

unplanned landing they are there to help. 

When Cap and I sold our Baron we 

purchased an S35 Bonanza and went 

through the same analysis. Yes, we 

take the Bonanza onto grass strips. 

But it was more the inherent value 

of shoulder harnesses that moved us 

to do another market review and 

choose the B.A.S. shoulder belts. 

The FAA says that shoulder belts 

help prevent “an abrupt encounter 

with the airplane controls or panel.” 

Now that is a mouth full. 

AOPA Pilot magazine, November 

2012, has a nice article on page 77 

that indicates that the shoulder belt 

will reduce injury significantly. ABS 

Magazine, December 2003, has a comprehensive 

article by Dennis and 

Cynthia Wolter that details the installation 

of B.A.S. harnesses and discusses 

the value of shoulder har nesses. 

To find the article, go to www.airmod. 

com and click on the article section; 

it is called “Beyond Buckling Up.” 

I cannot express enough appre cia tion 

to Jim Mettler, www.basinc-airmod. 

com, and Dennis for their counsel 

during our installation in the Bonanza. 

No one plans on unplanned off-airport 

landing, but if it should happen the 

insurance of shoulder harnesses is a 

high value investment. 

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Flightseeing: 

Branson, 

Missouri 

By Bill Hoglan 

I 

think Branson, Missouri, has something to 

offer to almost everyone. There are the shows 

by many entertainers and what I call “clones” 

or impersonators. 

It had been 14 years since our last visit by plane. We 

flew into KPLK, the Clark Downtown, Taney County airport. 

(There is a new Branson airport about six miles south 

of KPLK.) Clark Downtown is a nice airport and was 

underused during our visit. There is plenty of tie-down 

space on the asphalt north of the terminal building. They 

have fuel and an Avis car rental. Tie-down was $10 a night. 



…we were never 

more than 15 minutes 

from anything we 

wanted to do. 

That is steep but you’re buying convenience. There were 

no free nights for buying fuel. 

We traveled on a Saturday for our convenience and 

because the weather was so nice from Texas to Branson. 

That meant we were in Branson during an Iron Man/ 

Woman competition on Sunday. Not the best time to be 

in a tourist destination. Besides the usual drive-in traffic 

for the weekend, we had to dodge joggers and bicycles 

for a day. The event seemed to be well-planned, but it 

blocked roads, intersections, and parts of downtown for 

everyone else. 

I highly recommend learning the alternate roads 

around town before you start driving there. There are 

numerous routes around downtown. We were staying at 

the Chateau on The Lake and used every other road available 

to visit the areas of interest to us. Using the local map 

drawn with alternate roads we were never more than 15 

minutes from anything we wanted to do. 

The Chateau is very nice and I would rate it four stars. 

The food at all their facilities is expensive, as expected, but 

very good. The room was very nice. I recommend asking 

for one that’s not over the kitchen or you will not be able to 

use the balcony because of the cooking smells and noisy 

fans. Also, check for specials. We got three nights for the 

price of two. Other hotels in Branson offer similar deals, 

sometimes with free breakfast or show tickets. 




There are about a hundred places to stay in and around 

Branson, in all price ranges. After touring the area for 

four days, I would recommend the Hilton. It is downtown 

and within walking distance of shops, stores, restaurants, 

the Branson Train, boat tours of Lake Taneycomo, an old 

cemetery, The Landing, and Bass Pro Shops. There is a 

charge for parking in the Hilton garages located on either 

side of the Branson Train and Depot. We found two free 

parking lots within five-minutes walking distance from the 

train station and shopping areas. They are located at each 

end of The Landing. One is near Bass Pro. 

We stayed busy for the four days we were there, riding 

two boats, the train, seeing two shows, and visiting many 

of the shops/stores downtown and at The Landing. There 

were no prominent entertainers in town during our visit. 

If you can plan ahead, the many websites for Branson 

can provide you with plenty of information for planning, 

and even mail you information. Don’t forget the local city 

map, and stay off of Highway 76 as much as possible to 

avoid traffic delays. 

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Tech Tips 

Tech Tips is a sampling of 

responses from ABS Technical 

Advisors and Technical Staff 

to members’ questions. 

Curtis Boulware has managed 

a Bonanza, Baron, and T-34 

Mentor-specific shop for 13 

years, winning numerous national 

awards for T-34 restorations. 

He earned his Private in a T-34 

and enjoys flying all models of 

the Beech piston family. 

John Collins 

has previously owned an 

FBO and avionics shops, and 

for several years has been 

ABS’s Avionics columnist. 

He owns a Bonanza and is 

a CFI/CFII. 

Glen “Arky” Foulk, 

former owner of Delta Strut, 

has been an ABS technical 

advisor since 1986. 

Dan Honeycutt 

is an A&P/IA with over 20 years 

experience. He owns a 

California-based FBO 

specializing in Bonanzas 

and Barons. 

Arthur Miller 

has won numerous FAA 

awards as a mechanic, 

and runs a Beech specialty 

shop in central Florida. 

Bob Ripley 

retired from Delta Airlines as 

a manager of line mainte nance 

(Atlanta) and has run an 

FBO focusing on Beech 

maintenance for 20+ years. 

Tom Turner, 

ABS-ASF Executive Director, 

holds a Master’s degree in 

Aviation Safety. He has 

specialized in Beech pilot 

instruction for over 20 years. 

Overhaul schedule 

Gebhard Munz, Schorndorf, Germany 

I have some questions about the overhaul schedule from the Bonanza 

Q: shop manual. My V35B plane has been in Germany since new, and always 

privately owned. It has complete logs, with total time 2208 hours, 1954 logged 

landings, and no damage history. Can you give me your advice about the 

following components regarding the TBO? 

x Landing gear actuator – shop manual states 2000 hr 

x Trim tab actuator – 2000 hr 

x Flap flexible shaft, gearbox, motor and drives, actuator – all 2000 hr 

A: 

In the USA when operating under Part 91 (private flying only), we do not 

have to adhere to the recommendations in the maintenance manual. 

The following items are suggested due to history on many aircraft: 

Every 500 hours – 

x Complete 500 hour magneto inspection. 

x Overhaul alternator (IO-520 and IO-550 gear-driven units). 

x Replace main system air pump if using a dry pump. 

x Replace paper air inlet filter elements per AD 84-26-02. 

Every 2000 hours – 

x Replace nose gear retract rod bearings (3 each), tension spring, aft 

rod attach bolt and shear pin. 

x Replace or overhaul landing gear motor. 

x Overhaul landing gear actuator if leaking, or if at any time it is hitting 

the internal stops. 

Every 20 years – 

x Replace wing bolts. 

German regulations may differ on whether maintenance manual recommendations 

are mandatory —BR 

Q: 

A: 

Hurricane damage 

Raymond Gill, Milford, Connecticut 

The airport was underwater after Hurricane Sandy, and the water level 

was about at my 1947 Bonanza’s wheel hub. Is it required to change the 

bearing and races, or can they been cleaned and repacked? 

If the wheel was partially submerged, I recommend removing the wheel 

completely and breaking it down as if you were changing the tire. 

By doing this you can inspect the inside of the wheel halves, tire bead, 

bolts, bearings, and races. If all looks normal, clean and dry the assembly 

and then reassemble normally. As long as no rust has formed on the bearings 

or races, you can clean, dry, and service them with fresh grease. If there is 

any doubt in their airworthiness, replace them. —CB 

AMERICAN BONANZA SOCIETY 63


Starter distress 

Forrest Holly, Tucson, Arizona 

My IO-520B has signs of starter distress. Over the past 

Q: 10 starts, I first noticed occasionally a new hard clunk 

as the starter first engaged. In subsequent starts there was 

an occasional “stall” as the starter tried to rotate the engine 

but couldn’t (okay after I released the switch and tried 

again). Then today it gave a kind of shudder or rapid skipping, 

followed by a fairly normal engagement and start but 

with some shudder. This feels like a mechanical and not 

an electrical issue to me; the battery is about a year old 

and there are no other signs of electrical or mechanical 

issues once I’ve started up. 

The starter was rebuilt about 350 hours ago, and the 

engine has about 600 hours on it (field overhaul of a factory 

reman). I’m going to get my mechanic to have a look at it 

later in the week, but thought I would run this by you to see 

if tells you something that would be useful for the mechanic 

(and me) to know. 

The most probable cause of your problem is the starter 

A: adapter. This problem seems to me more prevalent with 

15/50W oil. The best action is to replace the complete adapter 

with a rebuilt unit from Niagara Air Parts (800-525-4268). They 

hold an STC to beef up the original Continental adapter. —BR 

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ADs and inspections 

Paul Gilbert, Bloomsburg, Pennsylvania 

My plane is going for its annual inspection and I was 

Q: wondering if there is a checklist of the Airworthiness 

Directives, and a maintenance checklist, on the ABS website? 

Because Beech airplanes are among the most 

A: potentially modified of all types, there is no one 

list of Airworthiness Directives that applies to them all. 

It takes a little sleuthing to come up with the list that 

applies to a specific aircraft. These items are on the Technical 

Resources page for your A36, on the ABS website: 

The first link on the Technical Resources page is to the 

Annual/100-Hour Inspection Checklist for your Bonanza. It is 

from the maintenance manual for your airplane, which your 

mechanic should have in order to conduct the inspection. 

He/she may supplement the manufacturer’s data with these 

ABS Air Safety Foundation Maintenance Guides, also found 

under Maintenance & Operation on the website: 

Flight Controls, Flaps Trim System Inspection, Repair 

and Rigging Guide 

Landing Gear Inspection, Maintenance & Repair manual 

—TT 

Q: 

A: 

Drag brace 

Robert Baskins, Huntington Beach, California 

Will a 1974 E55 nose gear drag brace fit a 1974 

V35B? 

Depending on the installed equipment of the Baron, 

yes, the drag brace assembly is interchangeable. 

Based on serial number applicability for the V35B you 

provided, the proper part number for the drag brace is 

95-824019-3. This is a welded steel tubular drag brace. A 

1974 E55 Baron has a serial range from TE-971 to TE-1014. 

During this time, either a 95-824019-3 (welded steel tube) 

or a 002-820016-321 (cast aluminum) drag brace could 

have been installed. You will need to make sure you get 

the correct part when you are looking and please be 

sure to replace the drag brace and the lower drag leg as 

a matched assembly. —CB 


Alternator anomaly 

David Hughes, Orange, California 

I have an issue with my A36TC’s alternator. I just 

Q: completed the 500-hour inspection and bearing 

replacement. Both prior to the alternator work and after, 

occasionally my ammeter jumps back and forth and the 

panel lights slightly flicker. I sent you a video from my iPhone 

for your review. On Monday I flew from Chino (home base) 

to Sacramento. Nothing out of the ordinary. On Tuesday I 

flew back to Chino and for the first hour, nothing out of the 

ordinary. Then out of the clear blue the ammeter started 

to jiggle (seen in the video). After about 30 minutes the 

fluctuations stopped and I landed uneventfully at Chino. 

Prior to the bearing replacement I have occasionally seen 

this anomaly. Several months ago we flew to Seattle from 

Southern California. No problems on the way up, but on 

the way home, about one hour into the flight, the ammeter 

started to fluctuate, and it did so the rest of the way home. 

There are no other indications of anything going wrong. 

Thoughts? 

A: 

When you had the alternator work accomplished, 

did they complete the drive coupling slippage check 

per Continental Service Bulletin SB11-3? If the drive clutch 

is slipping, this could cause the problem you are having. If 

the clutch is okay I suggest swapping 

the alternator for an overhauled unit 

to eliminate a possible intermittent 

internal alternator problem. —BR 


A: 

I have emailed you the wiring diagram and parts list 

for the Printed Circuit Board (PCB). The board can be 

purchased through one of the following under the original 

number 102-364059-1: 

Mesa Pilot Development ........ 480-535-6917 

Arrell Aircraft ........................ 805-604-0439 

Ultimate Aviation .................. 305-394-9458 

Connector P76, P/N 207542-1 

Mesa Pilot Development ...........480-535-6917 

Ultimate Aviation ...................... 305-394-9458 

The original part number on the PCB 102-364059-1 has 

been changed to 58-364044-0001. —BR 

Q: 

A: 

Audio panel knob 

Otto Croy, Tampa, Florida 

My V35A’s AMR 350 marker/audio panel transmitter 

selector knob has broken off. Do you have a source 

for a replacement? 

STEC Cobham (http://sharepoint.s-tec.com/default. 

aspx and 817-215-7600) took over the Collins Microline 

of avionics. You can call them for parts. —JC 

Flap circuit board 

Humberto Monteferrante 

Valinhos, Brazil 

I need to find the flap circuit 

Q: board and connector to replace 

them on my G36. When I landed this 

past weekend using full flap, the 

flap didn’t come up again. I tried 

many times checking breaks and 

micro-switches but it didn’t work. I 

brought the airplane to a maintenance 

service, which found this damaged 

board. Apparently it was modified 

by someone before my acquisition. 

I bought this airplane almost new in 

April 2011 with 70 hours on it. The 

warranty expired on July this year. 

We can’t get good support from the 

Beech dealer in Brazil. Where I can 

buy these parts? 


Q: 

I am considering replacing my massive electrode 

plugs with fine wire electrode plugs. Do you have 

any feedback from members or words of wisdom relating 

to: performance increases, longevity of plugs, ability to 

run lean of peak, etc.? 

A: 

The main difference between the massive and fine 

wire plugs is the cost and longevity. The average 

cost of the massive plug is $27 and the fine wire is $95, 

which is approximately three times the cost. 

In normal operation, massive plugs will last about 250 - 300 

hours and fine wire will last about 750 - 800 hours, which 

is not quite three times as long. From a cost point of view 

they are approximately the same. 

In the operational area, we are seeing some problems 

after the fine wire plugs get some hours on them. They begin 

to cause a high power miss when operating LOP. Most of 

the time just a simple cleaning will correct the problem, but 

on some occasions the plug will need to be replaced. We 

don’t see this problem with the massive plugs. 

As far as operating issues, they will provide the same 

performance and if the engine is operating normally, the 


Fine-wire spark plugs 

Mike Nickeson, Maquoketa, Iowa 

fine wire will last somewhat longer. Sometimes the fine 

wire plugs are a little harder to find if you need one replaced 

due to the fact most shops do not keep them 

in inventory due to the cost. —BR 

Q: 

Heat damage to wing panel 

Gerald Casey, Anchorage, Alaska 

While removing fuel from the right fuel drain to 

defuel the aircraft a static spark started a fire. The 

seven-gallon fuel jug fell over and ran under the left wing. 

The aircraft was pulled from the fire. There is bubbled 

paint under both wings near the wing root. There is also 

some heat damage to the left fuselage skin above the 

wing where the heat rose. How do you determine which 

skins need to be replaced? 

A: 

Any skin that shows signs of heat damage needs 

to be replaced since the strength of the metal 

cannot be determined . —DH 

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Q: 

Combustion 

heater fuel source 

Dale Hemman 

Steilacoom, Washington 

I’m not finding in my POH 

which fuel tank supplies the 

heater in my B55 Baron. I do notice 

that my JPI 960 shows a slightly 

higher fuel flow from my left tank 

when the engines are properly 

leaned; however, I assumed that the 

fuel transducer is located beyond the 

point in the system where fuel would 

be drawn off to supply the heater. 

A: 

The fuel system schematic 

on page 7-22 of your POH is the only 

mention that fuel for the Baron’s combustion heater 

comes from the left inboard leading edge fuel cell. You’re 

correct that the fuel flow indication in the cockpit (including 

your JPI installation and any installed fuel totalizer) does not 

measure this fuel flow; the difference you’re seeing in fuel 

burn is an actual difference between engines. If they were 

two IO-470 engines on two different Bonanzas you wouldn’t 

have anything to compare them to, and wouldn’t notice 

that one engine is developing more power and therefore 

burning more fuel for a given MP/RPM combination and 

leaning technique. 

Various sources state at maximum output the combustion 

heater burns between one quart and one gallon per hour 

from the left inboard leading edge tank. —TT 

Q: 

Approach flap light 

Ted Lewis, Phoenix, Arizona 

Recently my A36’s approach flap light is very 

dim. I changed the bulb and it remains dim. 

When I press the annunciator button it shows up bright. 

The other two flap lights appear bright in all positions. Any 

thoughts on how to repair the dim light? 

A: 

The annunciator, dimmer, and press to test circuit 

are parts of a complex system running through a 

complicated circuit board called the A-19 junction board 

assembly. The “press to test” button applies voltage to all 

of the annunciators on the panel through the A-19 board. 

Each annunciator also has its ground path run through the 

A-19 board via diodes and multiple dimmer relays. 

If the “press to test “ illuminates the annunciator normally, 

this tells me that the light’s bulb, ground path, and A-19 board 

circuitry are working properly and not compromised. It 

also suggests that the normal voltage path may have some 

increased resistance. I would check the voltage at the 

socket with the flaps in the approach position. Be careful 

not to short the socket as you may cause damage to the A-19 

board. If the voltage is less than the 24 volts expected, trace 

the wiring circuit voltage back through the approach flap 

position switches and see where the voltage drops off. At the 

point you find the drop, you will have found the damaged 

component that is acting as the circuit’s resistor. —CB 

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Q: 

Alternator voltage 

William Bowes 

Morrow Bay, California 

Twice in the past couple of months my alternator light 

came on shortly after takeoff, and my backup B&C 

alternator picked up the load. This has occurred within 20 

hours on my recently overhauled engine, which included 

overhauling the alternator. 

What is the correct alternator voltage that I should be 

seeing? My JPI 930 shows 26.5 to 26.8 volts at all RPMs. My 

B&C generator puts out 25.8 volts at 1700 rpm. One opinion I 

have received is that my voltage regulator is the likely reason 

my alternator has dropped off the line. Any thoughts on what 

my problem is, and how I should go about correcting it? 

A: 

The alternator voltage should be 28.0 - 28.4 volts. I 

wouldn’t start with the voltage regulator. Since this 

started with the overhauled engine, I would start with 

looking at the wiring to the alternator, specifically the field 

wire and grounds. The voltage regulator can be adjusted 

easily by your mechanic. 

Also I would see if the alternator drive coupler was 

overhauled along with the alternator. If it is slipping, your 

voltage will drop with increased loads and could cause 

the system to fail. —DH 

Magneto switch 

Donald Kuskie, Centennial, Colorado 

My E35 has the original magneto 

Q: switch and feel that was working 

fine. I have installed a new digital 

tachometer and now can not get a 

good mag check. My maintenance 

folks feel it is a bad switch. Are 

there any replacements to 

this switch? 

A: 

Without specific informa 

tion, I am going to 

make the assumption that 

you install ed a Horizon 

Instru ment P-1000 or similar 

P-lead driven tachometer. 

There is no reason that the simple installation of 

this P-lead pick-up tach should have interfered with 

your original magneto switch. I suggest re-checking the 

wiring, or possibly connecting the tach directly to the 

magnetos instead of the switch. I also suggest performing an 

“engine kill” test by turning your mag switch OFF momentarily 

while at idle speed. If the engine continues to run, there is 

a wiring issue or the mag switch is truly malfunctioning. 

Next, temporarily remove the newly 

installed tachometer wires from the 

switch and see if magneto function 

returns to normal. 

If you are sure it is a faulty switch, 

I have replaced the old style with the 

standard keyed ACS or TCM Bendix 

keyed magneto switch. —CB 

Q: 

Autopilot computer 

adapter card 

John Thomas 

Huntsville, Alabama 

I have a King autopilot (no 

Flight Director) in my A36. My 

avionics shop says the computer has 

a P/N 065-5009-60 adapter card, and it 

should have a 065-5009-06 card. Which 

P/N do you think is the correct card? 

I discussed your question with 

A: tech support at Honeywell 

Bendix King. They verified that the 

adapter card that should apply to your 

unit is the one that you indicate is 

currently installed, P/N 065-5009-60. 

—JC 


Q: 


Touch-up painting 

Brock Benjamin 

El Paso, Texas 

I have a lot of dings and chipped paint on the 

leading edges, cowling, and spinner of my newly 

purchased M35. How do I do touch up painting? It’s not 

as much aesthetics as I don’t like the loose paint and 

bare aluminum. What’s the proper procedure? 

A: 

There are many correct ways to address chipping 

paint on the leading surfaces of our airplanes. Here 

are a few ordered from easiest to most skilled, and least 

to most expensive. 

1. Wash the surface with a strong dilution of liquid dish 

detergent, rinse clean, and allow to dry. 

2. Using a Q-tip or small detailing paint brush, apply a 

dab of yellow chromate primer. Yellow is easier to 

cover than green, but you can use green if it is all you 

have available. You can usually find yellow and green 

chromate primers at your local boat supply store. 

3. With a clean brush or new Q-tip, apply your matching 

top coat and allow to dry. 

or 

1. Wash the surface with a strong dilution of liquid dish 

detergent, rinse clean, and allow to dry. 

2. Lightly sand each spot to knock down the sharp paint 

chipped edge and blend the top coat into the primer 

layer. Do not sand into the metal. 

3. Wipe the surface with 90% isopropyl alcohol and allow 

to dry. 

4. Using a small detailers airbrush, apply a coat of epoxy 

primer to each spot. 

5. Using a small detailers airbrush, apply your matching 

top coat and allow to dry. 

or 

1. Sand a large area back to the closest skin seam with 

600 grit sandpaper. Do not sand into the metal. 

2. Wipe the surface with 90% isopropyl alcohol and allow 

to dry. 

3. Mask the airplane, prime, and paint the complete area. 

—CB 

Eliminate all 

Tach Problems 

P-1000 Tachometer 

• STC’d and TSO’d for all aircraft. 

• Accurate to 1 RPM, full range. 

• Large 1 /2 ", 4-digit back-lit LCD 

display. 

• Calculates pre-flight “Mag-Drop”. 

• Indicates “Hot-Mag” condition. 

• In-Flight magneto failure alert 

indicators for both magnetos. 

• Presettable engine time indicator. 

• Indicates all red, yellow and 

green operating ranges. 

• Simple four wire installation! 

Immediate delivery: 

All installation hardware, circuit breaker and wiring harnesses are included. 

600 South Jefferson St., Unit C, Placentia, CA 92870 

(714) 524-1919 (800) 541-8128 (714) 524-5937 (FAX) 

www.horizoninstruments.com 


Display Classified Ad 

We can 

help sell 

your 

plane. 

Use a full color 

picture of your 

airplane along with 

up to 50 words to 

sell your plane. The 

price per month is 

$195. The finished 

size is 3-3/8 inches 

by 2-7/8 inches. 

Now Available! 

For sale – 56 Baron TC 

Rovid que pe dolorep elestrum que labor sum voleniae in 

prore estorro odit, testem inctus, sunditios volupit alique peris 

volorem volo cusa dipsand itibusam, te volorecea vent vollam 

ducitio corroribus. 

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Mustium et evellabor sit liquatu rioresc itatius. 

Gent at. Nonsedi psaecea solupta tiscit, 123-456-7890. 

Volunteer Pilots 

Needed 

Volunteers flying for the 

environment since 1979. 

Actual Ad Size 

Visit the ABS website to place your ad, or call . 

www.bonanza.org 316-945-1700 

1922 Midfield Road, P.O. Box 12888 Wichita, KS 67277 

Fax 316-945-1710 • e-mail: absmail@bonanza.org 

Phone: 307-332-3242 

www.lighthawk.org 

Pilots 

N Paws® 

is an online meeting place for pilots and other volunteers 

who help to transport rescue animals by air. The mission of the site is to 

provide a user-friendly communication venue between those that rescue, 

shelter, and foster animals; and pilots and plane owners willing to assist 

with the transportation of these animals. 

A general aviation transport requires just one pilot volunteer and is 

far more efficient and dependable than time-consuming ground trans-portation 

for these animals who are often in danger of euthanization. Volunteer 

pilots retain complete authority of their planning and flights, 

and can give as much or as little time as they like. 

SIMPLE AS 1-2-3 

No bothersome paperwork required! 

If you love to fly, and you love animals, 

please join us now! It’s easy, it’s fun, and 

it’s extremely rewarding. Joining is easy 

and takes just a minute of your time. 

1. Go to www.pilotsnpaws.org 

and register 

2. Post your information and read 

other posts 

3. Wait for contacts / make contact 

with others 

WHY JOIN THE PILOTS N PAWS 

NETWORK? 

• Enjoy flying while helping a worthwhile 

non-profit organization 

• Flights are tax-deductible 501c3 

• Expand your network of pilot/aviation 

contacts and other professionals 

• Gain flight experience and log more hours 

• Explore new geographical areas 

• An extremely rewarding experience 

every time 

Volunteers flying for the environm 

Phone: 307-332-3242 • www 

Pilots N Paws® 

www.pilotsnpaws.org 

® 

6th Vertic 

Volunteer Pilots N 

6th Horizontal 



Cylinder Failure 

By Tom Rosen, Chairman, ABS Technical Committee 

The photos are of my #4 cylinder, an investment cast Millennium, 

that failed 50 hours after overhaul. If you look closely, you can 

see that the crack extends well to the left of the valve seat. 

The interesting part, and 

the reason I am sharing this 

with ABS members, is that I 

discovered the crack while 

complying with the Superior/ 

Millennium Airworthiness 

Direc tive. The compression 

was 67/80, compared to the 

low 70s for the other five. 

GA News 

Fuel Pump 

Replacement 

C J Aviation in Miami, Florida 

(305-378-1469) now has a PMA 

replacement electric boost pump 

to replace the Dukes pump in 

Bonanzas and Barons. The price 

is comparable for overhaul and 

only slightly higher for a new 

pump. They will take the old 

Dukes pump as an exchange for 

the new PMA pump. 

Not remarkable at all. Visual 

inspection of the cylinder 

was normal. I never would 

have found the crack if my 

air compressor had been 

running, because I would 

not have heard the sound 

of air escaping through 

the crack. The soapy water 

test confirmed the leak on the left side of the head, way down against the 

#6 cylinder. There was almost no visible evidence of combustion products on 

the exterior of the cylinder head with the cylinder installed. 

As a result of this, I now always accomplish compression checks with the 

compressor turned off while I am taking the readings in a quiet hangar. 

Bonanza, Travel Air, Baron 

SHOULDER HARNESS 

KITS 

FAA STC/PMA APPROVED KITS 

• Factory style, 3 point diagonal design 

• Factory quality, Tso-c114 Amsafe belt systems 

• Choice of stock colors or special order 

• Matching rear lap belts available 

FIXED RESTRAINT INERTIAL REEL EQUIPPED 

Low Cost 

Affordable 

$799.00 Complete $1,099.00 Complete 

AIRCRAFT JACKS – THAT FIT 

• Three Leg Design 

• Rugged Construction 

• #6000 Capacity Ram 

• Range 24" - 41" 

• Locking Safety Collar 

• No Stamped Parts 

MODEL 324 $229.00 EA. 

Online at www.alphaaviation.com 

Alpha Aviation Inc. 

1505 Chateaulin Lane • Burnsville, Minnesota 55337 

1-800-653-5112 1-952-856-5158 (fax) 


Love Flying? 

Start living – keep flying – go home to your airpark 

Airparks Love Flyin 

Full Page 

FL: Naples 

4/C Ad 

FL: Daytona Beach 

Spruce Creek Airpark 

www.fly-in.com 

Wings South Airpark 

www.wingsouth.org 

TN: Altamont 

Piney Creek Airpark 

www.pineycreekairpark.com 

Isn’t it time the rest of your life caught up with your 

heart ? – if you really love to live the flying life that 

means that the airpark life style is already right for 

you. It’s not a question of if – it’s where – and you’ll 

find the information you need to make an informed 

decision about where by contacting the communities 

represented in this ad. 

And as far as the when 

part – what’s wrong with – 

right now?


Classified Advertising 

NEW 

Classified Advertising Rates: Members 75¢/word; $5/month for Web placement. 

Non-members $1.25/word; $15/month for Web placement. 25 word minimum. 

Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8" 

by 2-7/8". Include a full color picture of your item along with up to 50 words. 

Format: Grouped initials count as one word. Telephone numbers and e-mail 

addresses count as two words. All other words count as one. 

Terms: Prepaid with order, no agency discounts. 

Closing Date: Must be received by 5th of month before placement. 

To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888, 

Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links 

at www.bonanza.org. 

Questions: If you have questions call 316-945-1700. 

AIRCRAFT FOR SALE, RENT, PARTNERSHIP 

DON’T MAKE AN EXPENSIVE MISTAKE! Call me for a Free 

Consultation on your purchase of a Bonanza or Baron before 

you Pre-Buy. Visit my website at www.beechcraftbuyers.com. 

Or call 850-240-7243. 

Bonanza for Sale. 1992 F33A – ABS Mag azine “cover girl” – 

August, 2007. Turbo-Normalized, TKS, IO-550. Lost medical. 

Located at KPWT (WA). Send email request for PowerPoint 

flyer with photos and details. jimposner@comcast.net 

Thinking of selling your Bonanza? Call me; I have Buyers 

looking for good clean Bonanzas. BeechcraftBuyers.com; 

850-240-7243. 

1979 F33A in Mint Condition. 248hrs on Eng & 3 Bld Prop 

Western Skyways overhaul. D’Shannon Baffling, Century III 

w/alt hold & App Coupling, Stby Elect Hor, GEM, Storm 

Scope, Shadin Digital Fuel Mgt, ICARUS AltAlert Sys, Gap 

seals, “Knots 2 U” HID Pulse Light, Tanus Eng Heater, NDH, 

Always Hangared. $146,500. Call Ben 

703-369-4168, cell 425-269-4168. 

1965 Beechcraft Debonair 1490 TT 

One of a kind. July annual completed 40 hrs on McCauley 3 

blade prop. NDH always hangered. 40 gallons wing tanks. 

KX155 & 170B Radios,1 pc. windshield, near new tires, nice 

IMRON paint, 110 SMOH. 641-664-2636 

1969 V35A. 2821 TT,1709 TSN, Century 

IV AP w/FD, HSI, dual GS, Collins Microline, 

dual yokes, 20 gal. tips, factory 

O2, Smith speed mods, Insight monitor, 

Rosen visors, intercom, gas towmotor, 

hangared. $75,000. Call 541-772-2009 or 

rlc@roguelaw.com. 

1964 Debonair 5141TT 1244SFRM 

always hangared 78 gal dual KX155 

KT76C KN82A ADF 3M stormscope radar 

altimeter dual alt. A/P M3GPS SPA400 

6plcEGT dual yoke new Plane Power alt. 

oil filter kit. $69,900. 207-667-9315 

V35B Turbo TKS 1975 – 3232TT, 

1496SMOH, prop 384s NEW. Osborne 

tip tanks, TKS de-ice, standby air, 

STEC55, KX165, KX155, HSI, PMA7000MS, 

EDM700, Gamijectors. $155,000. Call 

509-972-2170 or visit www.N1156T.com. 

Contact e-mail: jan7743@gmail.com. 

’64 S Bonanza. Very clean original airplane. 

380 Reman, 4800+ TT, 3-blade 

McCauley, King Silver Crown. 2001 GPS, 

GAMIs, Clevelands, Oil Pre-heat, Strobe, 

Century I coupled. July annual completed. 

$74,950 OBO. 360-432-8292 (WA), 

egpilg@msn.com. 


Cream Puff 1986 F33 Very Clean 

TT:2477, SMOH:1426, 530 WAAS Coupled 

KFC200 HSI, 3 Blade, NDH Annual Aug 

2012, Compression 70’s, Many Extras. 

$138,000. Steve 972-230-7864. 


1/3 partnership in Hornet Aviation 

at SUS. Includes ’67 Debonair and 

many amen ities. For all details: hornet 

mo@gmail.com, 636-861-9670. Google: 

“N5460U” 

BEECH WANTED!!! All models, runouts 

OK, needing P&I/Radio upgrades 

OK, fast discriminate transaction on your 

ramp 20 years experience/references. 

Jim 760-803-3093, avloc@yahoo.com. 

1980 58 Baron 9353TT 1425REM 

90 new cylinders; JPI760 KFC200 

GNS430W/530W GTX330 GDL69 Radar 

A/C More. Beautiful throughout pics 

avail. Jim danceskater@cox.net; (918) 

724-0218. 

1991 F33A – 1418 TTAF & eng, 384 

STOP, original P&I, new Aspen PFD 1000, 

Garmin 530, KX155, KFC200, WX500, 

EDM700, 5th seat, very pretty and 

well cared for. Moving on (not up) to 

turbine power. 575-390-9065 or lrscott 

52@gmail.com. 

1976 V35B; 1818TT, 248 hours on 

D’Shannon 550B conversion. Century 

111 AP coupled, slaved HSI, dual altimeters, 

dual yoke and pedals, dual Collins 

nav/com, 3-blade McCauley. Always 

hangared; int/ext very nice, NDH, only 

flown by owner 33 years. 253-549-2100 

or 253-312-2482, Washington state. 

The right tools for the job 

wingbolt wrenches • made in the USA 

m Bonanza through the King Air Series of aircraft. 

m These wrenches are used to inspect and replace as 

required the wing attach bolts on Beechcraft Aircraft. 

m Available for purchase or rental. 

m Lifetime Warranty. 

m See website for additional information. 

Ryan Machine • 9608 Taxiway Dr. • Granbury, TX 76049 

email: info@RyanMachine.net 

www.ryanmachine.net 

Gear Position Advisories 

Overspeed (Vne) Advisory 

Stall Warning Repeater 

Flight Time Recording 

1976 E-55 Baron, 5900TT, 390 SMOH 

L&R by RAM, Radar, GNS430W, GTX330, 

C-IV w/FD, with VGs, new paint, much 

more. $129k. Call for spec. 215-913-4768. 

One of a Kind 1982 V35B – $225,000. 

Thirty Fifth Anniversary Bonanza. Serial 

#D10397 – only six made after this one! 

Excellent condition! 3430TT, new factory 

rebuilt 550B, and new McCauly 3-blade 

prop. Garmin 530W. King 200 flight director 

auto pilot with yaw damper. Many 

extras! Owner of this airplane since 1987. 

For more information, www.35YR.com. 

1963 P35 Restored, Fast, Hangared 

3933.09TT 10520BB 99.87 SMOH 1800TT 

KX165 KR170B GX60IFR GPS KR87 

STEC50 AP HSI Shadin EDM700 KR87 

Narco at 150 Intercom Bose Headsets 

KN64 Garmin 150 New Windows Gap 

Seals Clevelands Paint 8 Interior Tip Tanks 

$75,000, ansjohnmcfarlane@cfl.rr.com. 

817•573•2786 

6601 AUDIO ADVISORY SYSTEM 

Your “electronic co-pilot” 

STC’d for the Sierra, Bonanza, Baron, Dutchess, Duke and 

C90 King Air. For more information, contact your favorite 

avionics dealer or visit us at 

www.p2inc.com (888) 921-8359 

1955 F35 Bonanza $49,500. 4499 TTAF, 

350 SMOH, Beech Electric Constant 

Speed Prop, KMA-24 Audio Panel, KX- 

155 with Kl-209, vertical card compass, 

KT-76A transponder, 4 place intercom, 

long sloped windshield, T3 autopilot, 

Garmin 295, Cleve brakes. Call Russ at 

330-644-8160. 

77 Baron 58P, TTSN4582, SMOH-L470/ 

R1170, PROPS-540SN, NDH. All logs, known 

ICE, IFR-GPS, AP/FD/YD, nice paint and 

int. Fresh annual, WY. 307-850-4816 

1969 B 55 Baron $56K. Like new boots, 

prop de-ice, STEC 50 autopilot, Garmin 

696 w/XM weather, KLN 89B GPS, PS 

Engineering 7000 audio/intercom wired 

for Bose. D’Shannon glass, slaved HSI, 

plus much more. 1404/886 SMOH, 6450TT. 

Photos at: https://plus.google.com/ 

photos/111089491796333237345/albums/5797334793354107153.Contact 

Bennettramsey@gmail.com or Neal @ 

914-625-5776. 

62 P Bonanza 6373 TT, 964 SMOH, 

303 SPOH, 1 qt/15hrs. All King Equipment: 

KNS-80, KX 170B, KT76A, Dual 

G/S, Stormscope, Shadin FF, JPI 6 probe, 

S-Tec AP w/AH and YD. 2004 Interior. 

March ‘12 Annual all logs, NDH, always 

hangared. $55,000 OBO. Contact Dick 

@ 623-748-8384 for full description, or 

email: richardklein3@cox.net. 

UNIQUE 1973 A36 Turbo-normalized 

tip tanks extended baggage TT6928 

SMOH693 GAMI’S JPI800 oil analysis. 

Very well maintained Garmin 430 Strikefinder 

Slaved HSI backup electric A.I. 

USEFUL 1467. $145,000 515-249-8435. 

ABSOLUTELY OUTSTANDING BAR- 

ON! 1982 95-B55 Colemill President II 

3675TT 465 R/L, S/New Inc, 3 blade 

props, boots, VGS, TAS198K, G500S/V, 

traffic, GTN 650/750, GMX200 charts, XM 

weather/radio WX500, color radar, KFC 

200 alt-pre-select, GPSS steering, dual 

wheel, LTD lifesaver gyro, meticulously 

maintained, fresh annual, heated hanger, 

paint & interior 9. No damage, clean logs. 

This aircraft is unparalleled, has many, 

many other extras. $265,000. Call today 

248-891-8488 or e-mail speedycash88@ 

gmail.com for complete list. 


1993 F33A 1688 Total time since new. 

Serial #CE-1730 N8263A. 226 total time 

since factory new. IO-550 engine. All 

factory new engine accessories. 100 

amp alternator. New tires, brakes, battery. 

King avionics, S-TEC 50 auto pilot; 

EDM 700 engine monitor; King multi 

function GPS-KMD 250; Garmin 696 w/ 

weather & NXM radio. New Cygnet dual 

yoke & control wheels; CA-MB800 clock; 

rosin visors; PM-3000 4 place intercom. 

Matterhorn white w/red & grey stripe; 

int & ext original in excellent condition; 

NDH always in heated hangar. $189,500. 

Days 406-591-1472; evenings 406-591-1472. 

INSTRUCTION 

Beechcraft Instructor, Southern 

California, All models of Bonanza 

and Baron. Your SoCal, experienced 

Beechcraft training specialist. Dan 

Ramirez 949-429-8273 or 909-262-7737 

or Danv35@aol.com. 

Baron Instruction – Tennessee based 

(will travel) Stephen Hammers, CFI, CFII, 

MEI, ATP – 20+ yrs. Exp. Baron E55 Owner, 

Initial and Recurrent Training, Instrument 

Competency Check and Insurance 

Checkout. See www.AVSaircraft.com 

for more information. 615-479-7195 

Bonanza Instructor – all models. 

North Central Florida – will travel. 

Initial and recurrent training, IPC’s, 

flight reviews, insurance check outs. 

BPT instructor. Buck Williams, ATP 

CFII MEI. 352-222-0873; www.master 

wingsLLC.com/HMW. 

P-Baron, Baron, Bonanza; initial, recurrent 

training, insurance approved, 

nationwide; systems, operational considerations, 

mishap review, FAR review, 

advanced avionics. I come to you, E55 

owner. 25+ years aviation training experience. 

Dave Garvey 925-212-3274; 

dgarvey@flyatm.com. 

Training in JMSA’s G-Model Dual 

Yoke Bonanza. CFI instructor: (1) 10- 

hr Complex-High Performance Certification, 

2 days to complete. $2000. (2) 

6-hr FAA 709 flight training. 2-hr Ground 

School. 2 days to complete. Includes 1 

hour flight with FAA flight inspector. 

$1500. (3) 25-hr in 5 days, Insurance 

Flight Time Requirement. 5 days to complete. 

$5000. Contact jsmith@amp84.hbs. 

edu /409-370-8685, or pbourke@gt.rr.com 

/409-718-0074. 


Bonanza, Baron and P-Baron Instruction 

– Gold Seal and Master CFI. 

Insurance approved P-Baron initial and 

recurrent training, Garmin and G-1000 

instruction, insurance check-outs, instrument 

and ME ratings, assistance with 

purchases. Gerry Parker, 713-826-6663, 

gparker@pmkc.com. 

Southwest Beechcraft Instructor: 

All models. Available in Las Vegas, 

Phoenix, Flagstaff, and all surrounding 

airports- will travel. Initial and recurrent 

training, flight reviews, IPCs, insurance 

checkouts, additional ratings, and assistance 

with sales/purchases. BE-58/F33A 

owner. CFI/CFII/MEI with ATP, call Troy 

Dixon 602-628-2314; TroyJasonDixon@ 

yahoo.com. 

EQUIPMENT, PARTS, 

SERVICE 

Mike’s Upholstery: Custom interiors, 

singles-light twins. FAA certified. Same 

location since 1968. North Omaha Airport 

(3NO). Omaha, NE. Mike Roney, 

402-572-8788. 

Bruce Custom Covers. Complete barely 

used Bruce Custom Covers for the V-Tail 

Bonanza. Grey and Black. Padded cowl 

cover and all wing, tail and fuselage 

covers. Total airplane coverage for 

aircraft kept outside in the elements. 

Protect your plane from sun and weather 

damage. Why pay thousands of dollars, 

buy this complete coverage for just $985. 

Contact email: philstuffco@shaw.ca. 

Custom Magneto Repairs. Crossfire 

Magneto Service: overhaul, testing, and 

forensics. Huge inventory of new and 

used parts. Fast turn times, exchange 

available. We only use OEM parts! Exceptional 

performance, dependable 

service. Crossfire Magneto Service, 5293 

Gulfstream Ct., Loveland, CO 80538. Paul 

Brevard 970-672-6505, pbrevard@msn. 

com, crossfiremagneto.com. The Hottest 

Magneto You’ll Ever Fly! 

Wanted: Dual control yokes, single 

control yoke, handle, or any parts to 

them laying in your hangar. Have some 

avionics, may trade. Call 580-431-2333, 

email: airmech@sctelcom.net. 


SEAT ADJUSTER BROKEN? We repair 

Roton, Hydrolok and Beech. We 

overhaul shimmy dampers. Exchanges 

available. Call Jerry @ 810-300-1140. 

Spar Mod. Kit Installation Bonanza/ 

Baron. Calkins Aero Service, Inc. – 

Houston, TX. 281-579-6674, caero@sbc 

global.net. 

Aluminum Baron Elevators. Reskin 

your Baron Elevators in “Aluminum”. 

Travelair D and E models, all 55,56,58 

(to include TC and P models). Exchange 

available, no more corrosion problems, 

“replace one elevator at a time”. Available 

at SRS and other trusted Beechcraft 

Flight control overhaul facilities. FAA 

CRS #U5LRO68X, FAA/PMA. www.srsaviation.com. 

Toll free 877-364-8003. 

Flight Controls Re-Skinned. We reskin 

Elevators Flaps and Ailerons 33 to 

King Air 300. All flight controls are built 

in fixtures by experienced craftsman. 

FAA Cert. Repair Station U5LRO68X. 

Call SRS Aviation Toll Free 877-364-8003, 

www.srsaviation.com. 


Engine Upgrade? STC’d IO-550-B Engine 

Conversions for S35, V35, V35A, V35B, 

C33A, E33A, E33C, F33A, F33C, G33, 36, 

and A36 Bonanzas. IO-470C or IO470- 

N Engine Conversions for A35 thru G35 

Bonanzas & 33 thru F33. Other Mods, 

shoulder harness assemblies, instrument 

panel conversions, SS battery boxes, seat 

conversions. All Bonanza Mods. Hammock 

Aviation Services, Inc. 972-875-4279. 

Ennis,TX. www.hammockaviation.com. 

Exhaust System Repairs. Mufflers – 

Flame cones installed, end plate ass’y, 

etc. Exhaust Manifolds – Ball end, flanges, 

patch work. Tailpipes – ends repaired. 

Call Custom Aircraft Parts at 800-561-1901 

or 619-561-5757. Ship to 14374 Olde Hwy. 

80, El Cajon, CA 92021. Visit our website 

at: www.customaircraft.com. 

Bonanza Inspections, maintenance, 

and repair. Quality service with reasonable 

prices. Owner assists available. 

Dynamic Propeller Balancing. Bonanza 

owner with 25+ years experience. Brian 

Stout, A&P, IA. Flying S Aviation. RHV, 

San Jose, CA. 408-258-9462. 

RIGGING TOOL RENTAL. Increase 

safety, performance and control with 

ABS rigging tools $100 plus two-way shipping 

for 12-day rental. Available tools are 

an Aileron travel board and one each 

Ruddervator (D-1 through D-2680) and 

Ruddervator (D-2681 and after) travel 

boards. RESERVE AHEAD for your inspection/repair. 

ABS HQ 316-945-1700. 

Fuel Gauge Printed Circuit Modules 

Rebuilt F33, V35, A36 Bonanza and 

Barons. Guaranteed. Replaced if defective. 

$490.ea. Exchange. Send old unit 

or call: Birks Aviation Products, 3520 W 

Saymore Lane, Peoria, IL 61615. 309-686- 

0614. email: jbirks2@att.net. 

Dual & Single Control Yokes large 

handles, trim knobs, all misc. parts for 

control yokes, exchange your faded & 

cracked handles for our like new refinished 

ones. Exchange singles for dual 

& vice versa. Call for quote, we buy any 

duals, singles or any parts. Air Mech, Inc., 

580-431-2333 email: airmech@sctelcom. 

net. For 20 years: Being your best source 

for affordable yokes is our specialty. 

Statement of Ownership corrected from figures in the December ABS Magazine. 


Elevators, 33 thru Baron. FAAapproved 

repair station #209-53. Biggs 

Aircraft. 405-258-2965, Fax 405-258-3016. 

Cover-Ups by Denise. Expanded vinyl 

gear & flap actuator covers for Bonanzas 

and Barons. Uplock cover – $38.00. Retract 

rod cover – $40. Steering rod cover 

– $20. Wing Flap actuator cover set – $47. 

NEW!!!! Chamois main gear cover set – 

$69. Charge for shipping and handling. 

Call or fax Denise at 321-725-9226. 

Flight Controls for all Beechcraft thru 

King Air 300 rebuilt by FAA approved 

repair station #YYSR526L w/25 years 

experience, painting & balancing done 

in house. Stebbins Aviation, Inc. 442 

Downes Terr., Louisville, KY 40214. 800- 

852-8155, 502-368-1414. 

Tables, new and used available. 

Contact Chuck 660-885-8317 or chuck@ 

avfab.com. 

WING TIPS for 1967 V35 and 2000 

A36, strobes, lights & lens. EXCELLENT 

CONDITION. $1,000 each set OBO. Bill 

201-230-4757. 


Mccauley Prop off E33C. $3,500 

complete overhaul, new hub, model 

2A36C23-JEG, PTSO:155, PTT:3225 

ed.crs@hotmail.com 602-757-0499. 

Seat Specialists – Seat recline cylinders 

repaired, seat repair, seat replacement 

parts. Call Chuck at AvFab 660-885-8317 

or chuck@avfab.com. 

Bonanza Flight Control Rebuild 

Service. Ailerons $2150, flaps $2450 ea, 

ruddervators/elevators $2350 ea. Workmanship 

guaranteed, painting and balancing. 

Aero Surfaces, CRS. OG3R-735-L, 

530-893-5416, aerosurfaces@chico.com. 

Bonanza Parts – Specializing in 35 

and 36 Bonanzas. We dismantle many 

Bonanzas for parts! A thru P, M thru 

V35A-B, A36, B36, Debonair, A-F33. 

Email bonanzaparts@gmail.com or call 

requests to 530-661-1696. Visit our web 

page, www.bonanzaparts.biz. 

Dual Yoke Rental. Baron/Bonanza. 

$300 plus shipping for first 2 months, 

$125/mo thereafter. Steve Weaver 843- 

475-6868.(WV). 

BARON A/C STC KITS FOR SALE! Cool 

Air approved for 55 thru 58TC series 

Barons. Total electric, remote mounted. 

Capable of ground cooling, light weight 

R134 certified. Call Gary Gadberry at 

Aircenter, Inc. 423-893-5444 (TN) or email 

aircntr@aol.com, www.aircenterinc.com. 

2007 Bonanza G36/A36. Wingtips 

and lights with model 9007904 Whelen, 

power module for lights $2000 obo. 309- 

645-9774. 

REAL ESTATE & 

GETAWAYS 

SPRUCE CREEK FLY-IN REALTY – 

RESIDENTIAL AIRPARK, www.fly-in.com. 

Daytona Beach, Florida. ABS Sponsor, 

members. Home of over 60 Bonanza’s 

and Baron’s. Gated Country Club Community 

with its own Airport, 4000' paved 

runway x 180' wide, 5/23. Private GPS 

approach. (7FL6). Taxiway Homes from 

$540,000.00, condo’s from $130,000. 

Golf/Nature Homes from $180,000.00. 

Lenny Ohlsson, Broker, SPRUCE CREEK 

FLY-IN REALTY, 800-932-4437, e mail: 

sales@fly-in.com. 

ABS Store Merchandise 

ABS ‘BRAND’ NEW ATTIRE 

Sweatshirt – Black or Grey $32.00 

Men’s Vests $60.00 

Women’s Vests $53.00 

Men’s Wind Vests – Black or Khaki $38.00 

Men’s Polo – Black, White or Red $32.00 

Women’s Polo – Black or White $32.00 

White Logo Tshirt $10.00 

LS Black Logo Tshirt $18.00 

Grey Logo Tshirt/Red Logo T $12.00 

SS Red Striped shirt $46.00 

Blue Oxford Shirt $45.00 

Charcoal Striped L/S Shirt $52.00 

Black VNeck Sweater $38.00 

Grey LS Crewneck/Red SS $24.00 

Black/Grey Coat S-XL $64.00 

Black/Grey Coat 2XL $70.00 

Lightweight Grey/Red Jacket $53.00 

Heavyweight Black Coat $79.00 

White or Black logo caps $17.00 

DVDs 

BPPP Highlights 4500 $59.50 

Instrument Flying #s 4600 $48.50 

Owner Performed Maint 4501 $31.25 

Pre-flight Inspection 4502 $10.00 

Service Clinic Highlite (old) 4503 $31.25 

Service Clinic 2006 Convention DVD5 $40.00 

Those Who Won’t …. DVD7 $25.00 

Wings in Focus $40.00 

ABS MEMORABILIA 

Auto Tag Holders $ 2.50 

Binders – Navy or Burgandy 3000 $ 9.00 

Checklists – Bonanza 3030 $15.00 

Checklists – Barons 3031 $17.00 

Checklists – Travel Air 3032 $17.00 

Emergency Sub Pilot 3034 $15.00 

Mountain Flying $15.00 

Surviving 1st 24 Hrs 3033 $15.00 

Child’s Logbook 3140 $ 2.50 

Keychain-Pewter 3135 $ 6.00 

Personalized Mousepad $15.00 

Personalized Mug $20.00 

Pewter Ornaments 3200 $ 7.50 

PowerWheel $34.95 

Zipper Pulls – Pewter $ 6.00 

JEWELRY 

Earrings – Detailed 8100 $ 6.50 

Earrings – Gold Loops 8110 $10.00 

Silver Earrings – side $20.00 

Silver Earrings – 3D $20.00 

Gold-filled Necklace Vtail $15.00 

Silver Necklaces – side $15.00 

Silver Necklaces – 3D $15.00 

Pin – Contemp Design 8007 $ 5.00 

Pin – Low wing Crystal 8002 $ 7.00 

Tie Tac 8050 $ 6.00 

Women Fly pins $ 4.00 

The Barnstormer and the Lady by Dennis Farney 

The story of Aviation 

Hardback 

Legends Walter and Olive 

230 pages 

Ann Beech, the remarkable 

couple whose careers 

spanned virtually the entire 

history of American aviation. 

How they founded the 

Beech Aircraft Corporation 

in the Great Depression and 

met the giants of aviation 

– Amelia Earhart, Charles 

Lindbergh and more. 

ABS LIBRARY 

Beechcraft Twin 4000 $24.95 

Colvin’s Clinic L2 $39.95 

Flight Control Manual L10 $45.00 

Flying High Perform 4010 $38.50 

Flying Beech Bonanza 4015 $38.50 

Flying Stories* FS $50.00 

From Travel Air to Bon 4020 $39.95 

E-Series Bonanzas – Gage* L7 $30.00 

IFR: A Structured Approach E3 $34.95 

Instrument Flying Update E4 $36.95 

Landing Gear Repair Guide L9 $25.00 

The Immortal Twin Beech 4030 $39.95 

The Lady and the Barnstormer 164 $29.95 

They Called Me Mr. Bonanza 4035 $39.95 

Those Incomparable Bonanzas 4040 $39.95 

ABS REFERENCE LIBRARY 

DVD edition 7 DISC $35.00 

DVD ed 7 exchange DISC $35.00 

*All proceeds to ABS-ASF. 

Order Today: 


316-945-1700 

FAX: 316-945-1710 

VISIT OUR ONLINE STORE 

FOR AVAILABILITY AND 

DESCRIPTIONS 



Threshold Ranch Residential Airpark 

Brief description: Premium Texas 

residential airpark in NW San Antonio/ 

Boerne area. Large 3/4 to 1 acre lots 

starting in the 80’s. Gated, City water, underground 

electric/gas, curbed streets, 

paved backyard taxiways. IFR full service 

airport (5C1). Thresholdranch.com 

Kevin Best 210-260-5111 Contact e-mail: 

kafleming@mac.com. 

Need FACTORY ORIGINAL seats 

with FACTORY ORIGINAL leather, 

fabrics, and stitch ing patterns for 

K(’59) 35. (leather was originally a light 

yellow/cream color and fabric was a 

brown color.) Condition not important, 

just need samples of FACTORY Original. 

Tom 678-688-5354; tmoyer01@ 

comcast.net. 

WANTED 

Propeller Wanted: McCauley 3 blade 

3A36C406 series propeller with spinner, 

backing plate, logs, in serviceable 

or better condition for my C33A. Kevin 

425-827-2146 cell. Contact e-mail: kevin 

509@centurytel.net. 

Will pay $2,000 for PERFECT, ORIGInal, 

As NEW plastic overlay (gray) 

for engine cluster gauges (“6-pack”) 

and piano switch indents. for K(’59) or 

M(’60) 35. Tom 678-688-5354; tmoyer01 

@comast.net (11/12tm) 

Will pay $1,000 for PERFECT, ORIGInal, 

As NEW metal stamped instrument 

panel fascia over-lay, with ORIGINAL 

glove box & door for K(’59) or M(’60) 

35. No cuts, no slots, no mods. Has to 

be ORIGINAL and no damage of any 

kind. Tom 678-688-5354; tmoyer01@ 

comcast.net. 

Will pay $1,500 for PERFECT, ORIGI- 

NAL, AS NEW control wheel for K(’59) 

or M(’60) 35. (Need left side, pilot, for 

single throw-over arm.) Tom 678-688- 

5354; tmoyer01@comcast.net. 


w 

Additional details are available 

at www.bonanza.org, under News & Events. 

More extensive coverage of “regional” fly-ins can 

be found on their websites (see web addresses below). 

ABS Events for 2013 

Please post all your events on the ABS website www.bonanza.org. 

JANUARY 19 

BPPP Live at Daytona Beach, FL (DAB) on the Embry Riddle Aeronautical University campus 

February 21-24 

ABS/ASF Service Clinic at Windward Aviation – Lantana, FL (LNA) 

BEECH PARTS – 

ALL MODELS 

Musketeer/Sport/Sundowner 

Sierra/Skipper/Bonanza/Debonair 

T34/TravelAir/Baron/Duchess 

Duke/TwinBonanza/QueenAir 

KingAir/99 & 1900/Airliner 

One of the largest “all-Beech” 

inventories in the world 

Structural, Landing Gear, Flight 

Control, Accessories, Instruments, 

Kits, Hardware, Interior Parts, Etc., 

etc. Since 1969, your best source 

for affordable genuine replacement 

parts; call the Beech Specialists… 

MAR 8-10 

ABS Maintenance Academy at the Beechcraft Heritage Museum – Tullahoma, TN (THA) 

APRIL 9-14 

ABS at Sun n’ Fun – Lakeland, FL (LAL) 

APRIL 11-14 

ABS/ASF Service Clinic at Waypoint Aviation – Riverside, CA (RAL) 

May 16-19 

ABS/ASF Service Clinic at Honeycutt Aviation – Marysville, CA (MYV) 

3rd Annual ABS Fly-In, Savannah, GA. Details pending. 

701 Del Norte Blvd., Unit 220 

Oxnard, California 93030 

(805) 604-0439/FAX (805) 604-0429 

www.arrellaircraft.com 

e-mail: BeechedOut@aol.com 

(Minutes from Camarillo & Oxnard Airport) 

JUNE 7-9 

ABS Maintenance Academy at Edmonds Aircraft Service, Newport, NH (2B3) 

JULY 29 - AUGUST 4 

ABS at AirVenture – Oshkosh, WI (OSH) 

AUGUST 8-11 

ABS/ASF Service Clinic at SpanaFlight, Puyallup, WA (PLU) 

AUGUST 22-25 

ABS/ASF Service Clinic at Edmonds Aircraft – Newport, NH (2B3) 

September 12-15 

ABS/ASF Service Clinic at Aero Kinetics Aircraft – Denton, TX (DTO) 

OCTOBER 31 – NOVEMBER 3 

ABS/ASF Service Clinic at Cruiseair Aviation - Ramona, CA 

Regional & International Societies 

Visit these websites for more information. 

Australian Bonanza Society • www.abs.org.au 

Brazilian Bonanza Society • www.bonanzaclube.com 

European Bonanza Society • www.beech-bonanza.org 

Midwest Bonanza Society • www.midwestbonanza.org 

North East Bonanza Group • www.northeastbonanzagroup.com 

Northwest Bonanza Society • www.nwbonanza.org 

Rocky Mountain Bonanza Society • www.rmbonanza.org 

Pacific Bonanza Society • www.pacificbonanza.org 

Southeastern Bonanza Society • www.sebs.org 

Volume 13 • Number 1 AMERICAN BONANZA SOCIETY 79 

Southwest Bonanza Society • www.southwestbonanza.com


Display Advertising Index 

Display Advertising Director: John Shoemaker 2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684 

Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 • E-mail: johns@villagepress.com 

NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions of advertisers. However, members 

who are unable to get satisfaction from advertisers should advise the ABS. Any references made to the ABS or BPPP, Inc. in any advertisements 

in this magazine do not indicate or imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations. 

ABS Store ........................ 44, 77 

ABS Life Membership. .................. 56 

Aero Technologies LLC. ................. 45 

Aero-Tow LLC ........................ 79 

Aero/Mechanical Technologies. ........... 57 

Air Mech Inc. ......................... 14 

Air Mod ............................. 46 

Air Salvage of Dallas. ................... 61 

Air-Parts of Lock Haven. ................ 51 

Aircraft Door Seals, LLC. ................ 37 

Aircraft Engineering Inc.. ................ 49 

Aircraft Insurance Agency by Duncan. ...... 17 

Aircraft Specialties Services .............. 2 9 

Aircraft Spruce & Specialty Company. ...... 39 

Airwolf Filter Corporation. . . . . . . . . . . . . . . . 71 

Alpha Aviation Inc. ..................... 71 

Arrell Aircraft Sales Inc. ................. 79 

Aspen Avionics. ....................... 65 

Atlantic Aero Inc. ...................... 46 

Aviation Design. ....................... 12 

Aviation Research Systems Inc.. .......... 31 

Avidyne Corporation. ................... 13 

Avstar Aircraft of Washington. ............ 16 

Avstat Aviation Inc ..................... 73 

B & C Specialty Products Inc.. ............ 9 

BAS Inc. ............................ 1 2 

Beaver Air Services. .................... 57 

Biggs Aircraft. ........................ 2 2 

Bruce’s Custom Covers. ................ 61 

Carolina Aircraft Inc .................... 35 

Cincinnati Avionics. .................... 45 

Continental Motors. ................. 21, 55 

Cruiseair Aviation Inc ................... 59 

Cygnet Aerospace Corp. ................ 11 

D’Shannon Aviation .................... 2 3 

DBM. ............................... 64 

Eagle Fuel Cells ....................... 2 4 

Falcon Insurance Agency. ... Inside Front Cover 

Flight-Resource, LLC. .................. 30 

Floats & Fuel Cells ..................... 75 

Flying Colors Aviation. .................. 4 

G & D Aero Products, Inc ................ 67 

General Aviation Modifications Inc ......... 30 

George Baker Aviation . ................. 6 2 

Great Lakes Aero Products Inc. ........... 58 

Harris Aviation ........................ 46 

Family Owned and Operated Since 1974 

Aircraft exhaust systems have always been difficult to find and a problem to maintain. 

Knisley Welding, Inc. was formed to fill that need. 

We started our business in repair and moved 

into manufacturing. Our extensive inventory 

and quality service provides exhaust components 

to owners, operators, and repair stations 

throughout the world. 

Our complete parts department has hundreds 

of FAA/PMA approved parts on the shelf and ready to ship. 

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VIEW OUR NEW ONLINE CATALOG NOW! 

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exhaust! 

Hartwig Aircraft Fuel Cell Repair. .......... 20 

Hartzell Propeller Inc.. .................. 7 

Herber Aircraft Service Inc ............... 68 

Horizon Instruments Inc. ................ 69 

Insight Avionics, Inc ........ Inside Back Cover 

J. L. Osborne Inc. ..................... 66 

J. P. Instruments Inc. ................... 2 5 

Kalamazoo Aircraft Inc. ................. 54 

Kings Avionics Inc. – KS. ................ 6 

Kings Avionics Inc. – UT. ................ 50 

Knisley Welding Inc. .................... 80 

Knots 2U Ltd. ........................ 2 8 

Lancaster Aero LLC. ................... 2 4 

Lighthawk. ........................... 70 

M-20 Products. ....................... 57 

Main Turbo Systems, Inc ................ 34 

Mena Aircraft Engines, Inc ............... 37 

Microaerodynamics Inc.. ................ 5 

Motion Simulations. .................... 2 9 

Mountain View Aviation. ................. 42 

Murmer Aircraft Services. ................ 49 

National Airparts Inc. ................... 34 

Niagara Air Parts Inc.. .................. 54 

Oilamatic Inc. ......................... 47 

OxyArm Aviator ....................... 75 

P2 Inc. .............................. 74 

Parts Exchange ....................... 80 

Paul Bowen. ......................... 78 

Penn Avionics. ....................... 69 

Performance Aero Inc. ............... 40-41 

Performance Aircraft Parts Inc ............ 45 

Pilots N Paws. ........................ 70 

planecover.com ....................... 32 

Plane Power Ltd. ...................... 2 7 

Poplar Grove Airmotive Inc. .............. 39 

Precision Avionics. ..................... 47 

Precision Propeller Service Inc. ........... 18 

Ram Aircraft LTD Partnership. ..... Back Cover 

Recurrent Training Center. ............... 36 

Rocky Mountain Propellers Inc.. . . . . . . . . . . 6 2 

Ryan Machine ..................... 26, 74 

Scope Aircraft Finance. ................. 17 

Select Airparts ........................ 15 

Select Avionics. ....................... 78 

Sky Manor Air Repair, LLC. .............. 2 0 

Sky-Tec Flyweight Starters ............. 2 7 

SoundEx Products. .................... 12 

SRS. ............................... 19 

Superior Air Parts Inc. .................. 3 

Tornado Alley. ........................ 73 

Vac-Veterans Airlift Command ............ 38 

Vantage Plane Plastics. ................. 10 

Waypoint Aviation. ..................... 53 

Windward Aviation. .................... 51 

Zeftronics. ........................... 18

Insurance Discount May Pay for Your BPPP Training - American ...

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