December 2007 - American Bonanza Society

Falcon Insurance is one of the I,lrgest indepcndentl\' owned 

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The AilS Program is one of the most comprenensi\'e 

Amerlc~~ 

BonanzQ =~~ ... ~ 

SOclet!l~~ 

-,.,.

)l NumIJE'r 

Publshed by Arnefican Boncwlza SocIety, OrganIZed Jar'MJafy 1967 

DECEMBER 

ON THE COVER 

10529 BEECHCRAFT 

OFTHE MONTH 

Brian Slagler's 2007 G58. 

FEATURES 

10531 BEECHCRAFT 

OWNERSHIP: 

WHATTO EXPECT 

By Jim & Reese Leach 

TECH TALK 

10535 CHANGING ENGINES, 

PART I 

By Dick Pedersen 

10531 EMERGENCY 

HANDCRANK 

By Thomas P. Turner 

ABS/ AIR SAFElY FOUNDATION 

10538 EAT YOUR SPINACH 

By Bill Stovall 

10539 ASF DONORS 

10552 NEW G36 60TH 

ANNIVERSARY EDITION 

By Mark A. Pollaci 

10553 OUR DOWN UNDER G36, 

PART II 

By Jim Keepkie 

10551 GOING TOO GREEN 

By Kelly McBride 

10562 BEECH RAFT HERITAGE 

MUSEUM 

" -_ ... - 0 EPA R T MEN T S ··- 

10521 SERVICE CLINIC SCHEDULE 10541 AVIONICS 10549 

I~v JollII Collri,s 

10521 BPPP SCHEDULE 

10543 TECH TIPS /NEIL'S NOTES 10551 

10528 PRESIDENT'S COMMENTS 

by Art Brock 10541. AD SECTION 10552 

10533 WHAT'S WRONG 10548 

k)' Adrioll Eichhol7l 

& NOli TiiIJIIlenlUIIIS 

10534 FORUM 

BPPP 10555 

by Knrl Ewing 

10556 

SAVVY OWNER 10556 EDITORIAL CALENDAR 

by Alike BIISc/1 

10560 GENERATIONS 

G.A. NEWS 

10563 INSURANCE 

SURLY BONDS 

by JollII Alletl 

FnlcOll lHSIIrtlJJce 

ABS AVIATORS 

10564 REGIONAL NEWS 

AEROMEDICAL NEWS 

by Charles DOFliisOIl, MD 10561 EVENT CALENDAR 

Send artlcles/lettels to: 

ABS Magazine Publication Office 

PO. Box 12888. Wichita. KS 67277 

Tel: 316-945-1700 Fax: 316-945-1710 

E-mail: bonanzo l@bonanza.OIg 

Website: http://www.bonanzo.OIg 

Cop) .00 photop-aphs mbmittw for public1ltion ~ 1M pfOJM'ny 0( 1M Sorid, 

.nd Jhall not lit rftumrd. Anicln submmoo "lib pICIWlS rtttnl: pubiJatJoll prdnm.x 

EDITOR·I -CHIEF: Nancy Johnson. ABS Executi\e Director 

MANAGlNG EDITOR: Beny Rowley 

A IRCRAFf TECHNICAL EDITOR: Thomas P. Turner 

ART DIRECTOR: Jim Simpson 

ED ITORIAL CONSULTANT: Patrie Rowley 

Display Advertising 

DltectOI 

John Shoemaker 

2779 Aero Pork Drive 

PO Box 968 

TItM!fS& Cl1y MI 49684 

1-800-327·7377. ext 3017 

Ft1x 2.~· -946-%98 

£lOtoi " 

ABS MAGAZINE (ISSt" 1 DS.9%O) il; publisbtd monthI) II) the Amman Boaan7~ 

~). 1922 '-hdf.dd R

www.bonanza.org 

1922 MIDfiELD ROAD. PO. BOX 12888 • WICHITA. KS 67277 

TEl.316·945·17oo fAX 316·945·1710 E·MAll.ABSmoil@bononzoorg 

OffiCE HOURS: M·f 8:30 am • 5 pm (Central Time) 

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• Beechcra" Pilot Proficiency Program ' Aircra" Service Clinics ' Air Safety Foundation Research & 

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ABS BOARD OF DIRECTORS 

TERM EX~RES 

PRESIDENT 

ARTHUR W BROCK (Area B) '2009 

Committee Choir: Events, Executive, Planning. 

Technical 

2831 Colt Rd .. lloncho Pokls I.t>rdes, CA Q0275 

phone: 310-548-8507. fox: 31Q..548-3767 

e-mail : brockort@aoLcom 

VICE PRESIDENT 

BILL STOVALl(Area 6) '2009 

Committee Choir: AS~ Project Funding, Media 

32675 Woodside Dr" Evergreen. CO 80439 

phone: 303-670-2244, fax: 303-70-3385 

&-moil: blUstovoll®evcohs.com 

SECRETARY 

RONALD LESSLEY (Area 5) 

Committee Choir:ByIows, Membership 

PO Box 1023, Claremore, OK 74018 

phone: 918-34H)741 , fox 918-341-4464 

e-maIl: ronlessley@sbcgloba1.net 

TREASURER 

STEPHEN P BLYTHE (At·Large) 

Committee Chair: Finance, HR 

21065 Barclay lane, lake Forest. CA 92630 

phone: 949-583-9500 ext. 131 , fox: 949-583-0649 

e-moil: spb@bIytheco.com 

2008 

2008 

ASSITREASURER 

CHARLES S. DAVIDSON, M,D, (Area 3) '2009 

Committee Chair: Aeromechcal. Education 

1605 Wood Duck Ln., Kill DevIl Hilts. NC 27948 

phone: 252-441-5698, fax: 252-441-5853 

e-mail: charles_davidson®charter.net 

GREGORY KESHISHIAN (Area ]) 

401 East 74th Street, New'lork, NY fOO21 

phone: 212-535-5617 

e-mail: gk@gk-partners.com 

KEITH W KOHOUT (Area 2) 

212 B East 2nd Street. Covington. KY 41011 

phone: 513479·2533 

e-moil: kk@ftightresource.com 

ANDREW REARDON (Area 4) 

555 W. Westleigh Road,lake Forest. Il60045-2717 

phone: 312-984-3816 

e-mail: afreardon@ttx.com 

2010 

2010 

2010 

JON lUY (Area 7) '2008 

Committee Choir: Nominating, ReQionol 

205 Amador Road, SuHer Creek, CA 95685 

phone: 209-267-0167. fox: 209-267-0247 

e-mail: jdebonoi~holmoil.com 

. Second cnd/ex finol term 

Executive Director, NANCY JOHNSON 

ABS Service Clinics provide a valuable 'second opinion' about the maintenance state of your 

Beechcraft. You'll follow our highly experienced inspector as he checks yaur airplane in areas thaI 

often merit a closer look. Bring your mechanic so you con both learn more about your Beechcrofl! 

Only $186 for Bonanzas/Debonairs, 5233 for Borons/Trovel Airs. 

DATE LOCATION HOST/AIRPORT 

Feb 7-10 Spring (Houston), Texos Beaver Air Service (DWH) 

Feb 21·24 Lantana, Florida Windword Aviation (LNA) 

Mar 13·16 Morano (Tucson), Arizona Tucson Aeroservice Center (AVQ) 

Apr 17-20 Tulsa, Oklahoma Roadhouse Aviation (RVS) 

Jul10-13 Greeley, Colorado Harris Aviation (GXY) 

Aug 21 ·24 Nashua, New Hampshire 

Oct 2·5 Rockford, Illinois Emery Air (RFD) 

Nov 6-9 

Edmonds Aircraft Service (ASH) 

Fernandina Beach, Florida Island Aviation (55J) 

Dec 4·7 Ramona, California Cruiseair Aviation (RNM) 

Register online at www, bonanza,org or ABS headquarters 316-945-1700, 

Jan 18·20 Phoenix-Deer Valley, Arizona (DVT) 

Feb 6-7 

Lakeland, Florida (Recurrent BPPP pilots only) (LAL) 

feb 8-10 Lakeland Florida (LAL) 

Mar 7-9 Greensboro, North Carolina (GSO) 

Mar 28-30 San Antonio, Texas (SAT) 

Apr 25-27 Concord, California (CCR) 

May 16-18 Columbus, Ohio (CMH) 

Visit www.bppp.org for more info or to register. Bonanzas/Barons/Debonoirs/Travel 

Airs at all locations. Cockpit Companion course available. Call the BPPP 

Registration Office to make arrangements: 970-377·1877 or fox 970-377·1512, 

Eligible for 70 ABS Aviator paints. 

PAST PRESIDENTS Fred A. Driscoll. Jr 1980-1981 Raylleadabrond (dec) 1990-1991 Jon Roodfeldt 2000-2001 

BJ McClanahan. MD 1967-1971 E.M.Anderson, Jr (dec.) 1981-1983 James C. Cassell, III 1991-1992 Harold 80st 2001·2002 

Frank G. Ross (dec.) 1971- 1973 Oono~ L MOIldoy 1983-1984 Warren E Hoffner 1992-1993 Jock. Threadgill 2002·2003 

Russell W. Rink (dec.) 1973-1975 Harry G. Hadler 1984- 1985 John H Kilbourne 1993-1994 Jock. Haslmgs.MD 2003-2004 

Hypolite T. landry. Jr .. MD 1975--1976 John E P1xIon (dec.) 1985-1986 Barrie Hlern. MD 1994-1996 Craig Bailey 2004-2006 

Colvin B Early, MD, PhD 1976-1977 Charles R Gibbs 1986-1987 RonV~ey 1996-1997 Jan luy 

CoptJesse EAd

ABS COMMITIEE PROJECTS 

Well , here we are in the middle of the Holiday season 

and about to enter a new year. It seems like just yesterday 

that we were in Wichita celebrating our birthday. 

By the way, if you haven't done it yet, go to the ABS website 

and view the video and pictures from the Convention. If 

you attended, you'll really enjoy the reprise, and if you didn 't, 

you can get a sense of what you missed. Not that I want you to 

feel bad, but planning for the 2008 Lexington convention is 

already underway! 

Preparation for the annual convention, as well as Oshkosh 

and Sun 'n Fun, is the responsibility of the ABS E,'enrs 

Committee. Additionally, we have 13 other committees, each 

chaired by a Society director and consisting of directors and 

staff with a small but imponant component of volunteer members 

and consultants, all working on your behalf. Let me tell 

you about some of this work. 

The Bylaws and Policies Committee, chaired by Ron 

Lessley, is not only responsible for the continuous review of 

the Bylaws but also for the development of intemal policies to 

keep us straight and level. For instance, we are planning to add 

business ethics to our recently adopted conflict-of-interest policy. 

As you all know, we just completed an imponant update of 

our Bylaws. As I write this, the vote is being tallied, although 

ratification is leading by a large margin . 

The Air Safery Foundation Project Funding Committee, 

chaired by Bill Stovall, is tasked with all our fund-rai sing 

activities. We have had various campaigns in suppon of the 

ASF Endowment Fund, but we have never put much emphasis 

on the Air Safety Foundation itself. The spar-web study has 

brought into focus a vital need for funds for the ASF. Not only 

do we need to replace the funds recently expended, but as our 

fleet ages and the regulatory enviro nment tightens, we may 

need to address other issues in a similar manner. This will take 

money and that means raising funds. 

The Media Committee, also chaired by Bill Stovall, is 

responsible for the magazine and the website. We are constantly 

striving to improve the quality of our media, and this 

committee acts as an editorial board to review and approve the 

magazine's content. We have recently added member Stuan 

Spindel, a highly experienced A&PflA, to the editorial team. 

Director Steve Blythe is heading a subcomminee to overhaul 

the website, improve its user interface and add new features. 

The Education Committee, chaired by Charlie Davidson, 

is addressing the issue of new owner checkout. Purchases 

rarely coincide with a BPPP clinic nor is a BPPP instructor 

always accessible. Often the checkout 

is performed by a CFI nOl thoroughly 

familiar with the panicular 

model Beechcraft. To provide critical 

information on the airplane and its 

systems when that is the new owner's 

only practical option, the Education 

Committee is developing a Guide 10 Initial Pilor C"eckolll. 

The first volume will address 10-520/550 Bonanzas and 

Debonairs. Future volumes wi ll focus on E-series, 0/10-470 

models and turbocharged variants. 

The Regional/Social Committee, chaired by Jon Luy, is a 

new conunittee intended to funher the Society'S founding goal 

"to cultivate and promote friendship and sociability among 

members." To do this, we are going to be working closely with 

the regional societies. As we old-timers know. the nicest people 

in the world (as well as the smanest and best looking), own 

Beechcraft, and it's really fun to get to know them. 

Another new committee is Planning, which I chair. It is 

tasked with formulating strategic recommendations for the 

Society. ABS has a long-range plan and we need to ensure that 

plan is transformed into current projects. The Planning 

Committee will keep both long- and shon-range plans updated to 

make cenain we are addressing the future as well as the present. 

The Technical Commillee. chaired by yours truly. has a 

very ambitious set of goals. The first is the completion of the 

par-web study and its presentation to the FAA. At the time of 

this writing, we do not know what the engineers' conclusions 

will be, but we do know that it will shed a bright light on a 

matter of great imponance. There is simply no substitute for 

data-supponed facts. 

Gear-ups are by far the most frequent damage occurrence 

to our airplanes, and those that aren 't caused by the pilot are 

caused by inadequate maintenance. Accordingly, the Technical 

Committee is preparing an amplified landing-gear inspection 

and rigging checklist that we hope to make available within the 

next month. This is a multi phase project. The follow-on phase 

will be a landing gear maintenance manual supplement that we 

plan to roll out by Oshkosh. When those documents are available. 

we will then be in a position to develop a mechanic train- 

109 course. 

There are many more committees working on many more 

projects, but that's all the space they'll give me this month! So 

have a Merry Christmas. Happy Chanukah and a very prosperous 

and safe New Year. 

See you next year. 

- Art Brock 

ABS December 2007 www.bonanza.otg Page 10528

2007 G58 

! 

guess I'm the luckiest guy in the 

world: Two years ago in December, 

my wife Cindi ordered me to buy a 

new Baron! We had traveled from our 

home in Grand Rapids to Anderson, 

Indiana, in our beloved A36 to what 

would be our final visit with Cindi's 

grandfather. 

After a benign trip earlier in the 

day, the return horne was made in darkness 

and an unexpected overcast that 

had settled in over GRR. Unable to 

expedite a descent through the overcast, 

we were placed on an ILS approach and 

iced up. Upon landing, Cindi said, 

"That's it, you are tlying too much to 

not have a known-icing airplane." 

The Brion Slagter family with their new G58. 

B[E[~[RRFT Of i~E MO~TH 

N2SSSS 

Brian Slagter 

Grand Rapids. Michigan 

Our first plane was an A36 we purchased 

about six years ago in French 

Valley, California, from an 84-year-old 

WWIl Warbird pilot named Ray who 

had lost his medical. I had begun flight 

training just three months before and 

when Art Classens, Ray's friend, opened 

the hangar door, that orange and brown 

bird captured my heart. 

My flight instructor Frank Prokop 

and I, accompanied by OUf "navigator" 

Fred Rosendall, flew the A36 from 

Southern California to Michigan in what 

is still one of the "funnest" trips we've 

ever taken. Ray spoke to me by phone the 

morning of our departure, clearly too 

emotional to witness his plane's departure. 

He died four months later. 

We did a lot of traveling in that 

plane for business and pleasure. We 

viewed her as our special friend. In fact, 

Cindi-who grew up flying with her 

father Tom Engle in a Tri-Pacer in 

Indiana-always felt that somehow we 

were being protected by the plane's 

previous owner on dark and stormy 

night flights. 

For instance, on Christmas Eve 

2003 while leaving Nappanee, Indiana, 

we heard what sounded like a bird 

hitting the bottom of the plane, and the 

gear-in-transit light stayed on. I cycled 

the gear once, getting green indications 

with the mains, but not the nose gear. 

After circling Goshen once with the 

plane flying fine, we continued the 

relatively short trip on to Grand Rapids 

where we knew service would be 

available if needed. 

Upon approach, we still had no 

three-green indications with our gear. 

So working with approach control, we 

remained close to the airport and performed 

the published procedures, and 

one or two unpublished, to no avail. The 

two men in the tower, as well as a 

United Airlines pilot speaking to them 

via cell phone, confirmed that our nose 

gear was hanging at a 45-degree angle. 

It was dark and they encouraged us to 

fly closer. On our third flyby, the look 

on the faces of the controllers indicated 

an understanding of the obvious. 

I told the controllers how many 

people were on board as well as our fuel 

load. I then briefed evacuation procedures 

with my family and accomplished 

a smooth landing. Upon touchdown 

with the main gears, I pulled the mixture 

to kill the engine and held the nose 

off as long as I could. It is surprising 

how slow you are going before it drops. 

Within seconds we were all out of 

the plane surrounded by three fire

EQUIPMEW LIST - 1\12555S 

GENERAL STANDARD WARRANTY 

HBC-monufoctured ports-5 years (no hours Ilmll) 

Gorm n G I ceo fu ~ nte- AFCS-GFC' 700 n'eg'oted -0\5 00i nO~ldonce 

g'o'eo Q\Oon~s gloss- oulomo' C f '9ht conlro 

Systems & components (ports not C1Onufoctured by HBC)- 

pone f' ght deck 

SVS'eC1 

CoPI 01 brotes 

2 )€D'S (no ~ours I mit) 

TAWS B - Integroted Closs XM WX solete \vea'her fw cone 'IOner &-e"or poin! & inlerior fin sh :e'flS - 2 yeors (no hours 1m') 

8 terro n ov.'Oreness & 

GWX 68 d ~ to 4-co1or. 

Windows t otea In ght (''''''110 0'/ onics - 2 yeo's (no hours I m t) 

warning s~ stem 

ven col-pro Ie WW'her gro\ 

Teledyne Cont,ncntoVHBC SpecIO, Edllion eng '>es - 36 

Dual GflS.IFR oceon c rodor 

'94-g0 toni '0 

montns ar I.ceo hours (w" che-.Br occurs f rst. 00 once of 

remo n ng engine hours 0' I me of delive,,! some components 

& oocesso' es ",irea 10 one yeo') 

trucks, five ambulances nearby and airport 

operations people_ I will never 

forget the fireman walking through the 

bright lights in his silver suit, introduc· 

ing himself and then keying the mic on 

his shoulder saying, "We have five out 

safely." 

The culprit was a broken rod end at 

the nose gear. But that may have prevented 

greater disaster later on. The 

engine teardown that followed the gear 

incident revealed an improperly 

installed counterweight on the crank· 

shaft of our 400-hour out-of-the-box 

new engine. Sometime in the future, 

sudden and complete engine failure was 

likely if this event had not happened that 

Christmas Eve ... Was Cindi wrong? 

Ralph and Jim at Kalamazoo 

Aircraft had the airplane in perfect 

hape and flying again six weeks later. 

Now on to our new Baron 

On the ramp. she looks like a 

Bonanza with two engines_ But in the 

air, it's a whole different plane. The 

accommodations are the same, but the 

power, speed and range are a perfect fit 

for our missions_ Cindi and I are 

contractors in Michigan and Florida and 

we needed a plane that could get into 

almost any field, had long legs and was 

a good progression for this owner/pilar. 

(I have 1,356 hours with single and 

multiengine land. instrument ratings.) 

Our G58 has now flown more than 

210 hours in 10 months. Since I often 

fly alone. I can make the Michigan-to 

Florida trips nonstop IFR, which ends 

up saving a surprising amount of time. 

Our 15-year-old son James is currently 

in flight training and will likely be a 

great pilot. 

I could write a whole magazine 

about the capabilities of the Garrnin 

system in the G58. It is incredible! And 

the systems on the Baron have enabled 

me to make inflight weather decisions 

with confidence and accuracy. 

On the ramp, her presence is every 

bit the flying Ferrari that she is. 1 have 

always preferred the sleek appearance 

of the Beech airplanes over some of the 

more modern composite designs. The 

inflight handling characteristics are very 

similar to the A36 and she is very easy 

to land in a stiff crosswind. 

Spending as much time flying 

alone as I do, I become attached to my 

airplanes and understand their different 

personalities. The G58 can best be 

described as "sassy. " @

Just how long can we keep aircraft flying safely? 

Outside of regulatory mandates, the answer is in your hands. 

BEECH CRAFT OWNERSHIP: WHAT TO EXPECT 

JIM AND REESE LEACH. WINDWARD AVIATION. LANTANA. FLORIDA 

People often ask liS, "How long do .rOil think my airplane 

will last?" And \I'e respond, "It depends. 

Corrosion, sllnlight and neglect can speed the deterioration 

of your aircraft. Tender 10l'ing care (TLC) can prolong 

its life. Just hal

TABLE 1. COMPONENT SERVICE/OVERHAUL TIMES 

Nole: Inlervols reflecl 100 flying hours per year 

Elapsed Time ComoonenVAclion ~ 

'You or your maintenance shop can fill in this port of the chart 

Each year 

2 years 

2-3 years 

3-5 years 

5-10 years 

10-20 years 

20-30 years 

30-40 years 

40-50 years 

Oil changes 

Annual inspection 

Air and oil fillers 

Recurrency training 

Cleaning 

PitoVstolic/lransponder certification 

ELl boHery 

Spark plugs 

Uplock springs 

Fuel cop O·rings 

Vacuum/pressure pump 

Tires 

Bra ke linings 

Bushings 

Magnetos 

EGT probes 

Cooling baffles & oirboxes 

Hoses/rubber components 

Alternator 

Starter 

Brake discs 

Propeller & governor overhaul 

Air conditioning system components __ _ 

Retorque wing bolls 

(if removed far inspection) 

Point 

Windows 

Engine 

Reseal gear struts 

Avionics upgrades 

Replace wing bolts 

(after 3 retorques or for couse) 

Engine control cables 

Boots 

AnlVde-ice components 

landing gear actuatar gearbox 

landing gear actuator motor 

Flop ftex drives/molar 

Fuel cells 

Reskin magnesium flight controls 

Nose gear retract arm rod ends 

Cobin step replacement 

l anding gear strul replacemenl 

RuddefVOtor/elevator corrosion. 

TABLE 2. EXAMPLE OF PROJECTEO SERVICE 

AND COST OF AIRCRAFT COMPONENTS 

:wr. QQmpQneolLAQliQO QQ>!ill 

2007 Oil changes (3) 600 

Annual inspeclion. filters. 2.200 

discrepancies extra 

Proficiency training 

1.000 

Cleaningfwaxing 

ZQQ 

Total S4.S00 

200B 2007 items plus 4,SOO 

Pitol/stotic certification 

2S0 

Fuel cop O-rings 

N 

Total S4.825 

2009 2007 items plus 4.S00 

Propeller overhaul 

3,SOO 

Tires 

6S0 

ElT upgrade 2.000 

Uplock springs 

SO 

Spark plugs 

;)QQ 

Total S11.000 

2010 2007 ilems plus 4.S00 

Magnetos 1.300 

Brake linings 100 

Hose replacement 1.000 

Nov/com replacement 3.000 

PitoVstotic certification 

2.QQ 

Total SlO.160 

We are exploring new territory in the 60-years-and-over 

sel. (Aren't we all!) Balancing cost-effective replacement and 

component supponability can render an aircraft not economically 

feasible to restore or remain in service. 

Now we are ready to take the service intervals in Table I 

and superimpose them on your aircraft-specific components. 

Table 2 provides an example for our 1956 G35. In 

addition to the routine items in 2007, we replaced the 

windshield and ELT battery and overhauled the landing gear 

actuator for $5,300. 

Since 2008 looks a little light, we might consider an 

avionics upgrade, such as replacing an old nav/com. Bringing 

items forward may seem extreme, bur it will, by definition, 

reduce away-From-home problems. Also, the cost to repair or 

replace usually increases with time. 

As the time horizon gets funher out, the predictabiliry 

gets tougher. However, if you replace or overhaul a component 

in the current year, then that item can be scratched off the 

list for its service interval. 

If you are really brave and want to try to predict 10 years 

out, don't forget to include inflation on labor and pans costs. 

ABS December 2007 www.bonanza.org Page 10532

We are maintaining our aircraft in current dollars, not in 

the year they were manufactured. We are fly ing aircraft with 

the performance of those priced in excess of $400,000 in 

today's new market. We are maintaining aircraft at new aircraft 

prices, one part at a time. 

Knowing when to expect service of compcnents on your 

aircraft is to reduce surprises and improve safety of fli ght. 

Mechanical and electrical components do not last forever. 

Original parts on our 51-year-old G35 still amaze us by continuing 

to function as intended. However, numerous compcnents 

have been replaced, repaired and/or overhauled in the aircraft's 

life. 

Just how long can we keep aircraft flying safely? Outside 

of regulatory mandates, the answer is in your hands. You can 

increase the probabil ity for completing each flight as intended 

by being proactive in both the maintenance of your aircraft and 

in your own training. 

These tactics keep the aircraft in the condition its designers 

and manufacturers intended. Be mindful , however, that the 

time may come when availability or price of parts outweigh 

your aircraft's market value. Until such time, it's up to you to 

be responsible for your part of the aviation safety record and 

be proactive. 

Jim and Reese leach own Windward Aviation, Lantana, Florida, 

specializing in Beech piston aircraft. They are engineers and 

A&Ps With over 60 years experience. and are active pilots, flying 

over 40 different Beechcraft yearly. They own a restored G3S. 

Gear sfruf and parts replaced during reseal. 

Many owners change the oit on their 

own aircraft and they remove the tower 

cowt door on the right side of the aircraft 

for access. This view (through that opening 

tooking toword the rear of the engine compartment) 

provides on excellent opportuni· 

ty to inspect other engine accessories and 

appurtenances that won't normally be 

seen during a routine preflight inspection. 

If you were 10 look inside Ihis 

engine compartment you should 

find alleasl one issue Ihal needs 

Ihe altenlian of a mechanic. From 

Ihis pholo, can you see whal IS 

wrong and how it happened? 

See page 10561 far the answer. 

Page 10533 www.bonanza.org ABS December 2007

Good work by Stebbins 

I had occasion to contact the ABS 

technical advisors a couple of months 

ago due to our 198 1 F33A (G-BTZA) 

requiring an elevator rebuild. They very 

ki ndly gave me a list of three or four 

companies that could carry out this 

work for us. We finally decided on 

Stebbins in Lo uisville, Kentucky 

(www.stebbinsaviation .com; 800-852- 

8155). We packed the elevators very 

carefully and sent them on their way 

from Scotland 1£! the USA. 

After a month or so, Stebbins 

returned the elevators to us-{)n budget 

and on time. When we got them back, 

we were simply amazed at the quality 

of workmanship. They were indistinguishable 

from original factory condition. 

My co-owner of the aircraft is an 

engineer with the highest of standards 

and he never praises other engineers' 

work, but on this occasion, even he 

admi tted that the job was "perfection." 

It is really encouraging to think that 

this outstanding level of workm anship is 

still carried out by dedicated engineers 

who take a great deal of time to make 

sure a job is done properly. Well done, 

American Bonanza Society, on your recommendation; 

and well done and thanks 

to Stebbins on a wonderful job! 

-Harry Mendelssohn, Edinburgh, Scofland 

Oil cooler 

Wow! What a dramatic difference! 

From a very-slow-to-achieve 6O' C oil 

temp steady at cruise to a very-fast-toachieve 

(within three minutes after takeoft) 

80' C oil temp steady at cruise, wi th 

OAT in both cases + lO' e. However, this 

has not been a straightforward process. 

Continental would not give official 

approval for the changeover of the oil 

cooler and vernatherm in my A36, so an 

engineering order for field approval had 

to be purchased to keep the process legal. 

The whole exercise has cost me more 

than $4,000 AUD, but I must say, worth 

every cent because I believe this will give 

a significant improvement to the longevity 

of the engine in this Bonanza. 

I know there are thousands of 

Bonanzas and Barons that are running 

far too cold oil temps that do not allow 

for the complete burnoff of the moisture 

bui ldup in the oil. This creates a 

significant internal corrosion problem 

for the engine. 

- Rick: Holden. Stowell. Victoria , Australia 

Part 91 rules 

I read with interest Mr. Mundie's 

acco unt of using the ABS Membership 

DireclOry. He certai nl y has more 

gumption than I do. launching off on a 

trip like that without all the travellogistics 

in place. What a comfort to see how 

fellow ABS members pull together. 

There was one point of addi tional 

information I want to highlight. Mr. 

Mundie stated that under Part 91 rules 

he could not compensate Mr. Brown in 

any way besides a big "Thank you." 

While he is correct about Part 91 not 

authori zing compensation, the rule 

concerning compensation to private 

pilots is in Part 61. Specifically, Part 

61.113(c) states: "A private pilot may 

not pay less than the pro rata share of 

i 

1.450" 

~ 

oo~ ll~ 

t 

0.950· 

I-E- 2000" ---..1 

II 

1-- 

1.950" ~I 

NOTES: 

Dimensional Machining Tolerance Requirements: + or - 0.003- 

Fabrication Material: 6061T-6 Aluminum Bar Stock 

the operating expenses of a fli ght with 

passengers, provided the expenses 

involve only fuel , oil, airport expenditures 

or rental fees." 

Under this rule, Mr. Mundie would 

be authorized to compensate Mr. 

Brown for at least half of the actual fuel 

cost, etc. If his granddaughter was participating 

materially in the trip, he 

could have even made a case for covering 

two-thirds of these costs. 

I' m not in any way trying to 

impugn Mr. MundIe or criticize Mr. 

Brown's generosity. Rather, if one fee ls 

inclined to payor accept compensation 

when operating under private pi lot 

rules, Part 61.\ l3(c) applies. 

-Jim MacFarlane, Puyallup. Washington 

Good Kentucky rest stop 

I recommend Bowling Green, 

Kentucky (KBWG), as a good stop for 

fuel , food, hotel , rental car and playing 

tourist. It is a very well-kept airport in 

a convenient location. It even has an 

area for free parking clear of any jet 

traffic. No ATC tower, free parking and 

conven ient to travel requi re ments 

Wow! Hard to believe. 

T 

1.350" 

- Sill and Ko ren Hoglon. 

Georgetown. Texa s 

CORRECTION : 

Page 10472. 

October issue 

My article on 

Hydrolock seatback 

retractors omitted 

this drawing for the 

seatback retractor 

blocks that I made 

for my 10964 S35. 

The critical dimension 

is the height 

shown as 1.350". 

Without the drawing. 

anyone reading 

the article might be 

confused. 

-William R. Hemme 

Spencer. Iowa

CHANGING ENGINES 

IN OUR BONANZAS, PART I 

BY DICK PEDERSEN ABS TECHNICAL ADVISOR 

TONY WISCONSIN 

While conducting ABS Service Clinic inspections. I 

saw too many engines that were changed by simply 

pulling out the old one and dropping in the new one. 

Very little else had been done to the engine compartment to 

properly complete the job. 

This article should help owners in need of an engine swap 

make a more informed decision about what is to be included. 

It is not intended as a how-to-do-it article, but more of an article 

on information about what should also be done while the 

engine is out of the airplane. 

In some cases. to properly complete the repairs that 

sllould have been done during the engine exchange. one would 

need to pull the newly installed engine out of the airframeand 

that would surely upset the owner. This situation sometimes 

occurs because the owners did not discuss in detail with 

the shop exactly what was to be included for the quoted price 

and timeframe. Or maybe the owner just "assumed" everything 

would be accomplished to properly complete the job. And then 

again, maybe the owner didn't have a clue about what was 

needed beyond walking in with the words, "I need a new 

engine," 

This article is for those who are installing a factory reman or a 

new engine. but the same would appO( if you were removing your 

old engine for a field overllaul. which in most coses would provide 

more time to accomplish everything that should be done 

firewall-forward while the overllaul is completed. 

Even though references are frequently made to the 10- 

520/550 engines. most of the same information would apply 

to the 10-470 and E-series Bonanzas and Debonairs. 

What to do before the engine is removed 

The following items should be se nt to a repair shop of 

your choice for overhaul or exchange: 

Flow gauges - The tach and manifold pressure/fuel now 

gauges need to be calibrated, as the tach is commonly 50 to 100 

rpm off, and the manifold pressure gauge can be in error by 

several inches. Questions commonly asked after engine replacements 

are: "Why does my new engine bum more fuel than the 

old one did?" and "Why does my new engine run hotter than the 

old one?" and "Why is the plane faster than it was before?" 

After the tach and manifold pre. sure/fuel now gauges are 

calibrated, the engine would be running at the exact power 

selling shown on the newly calibrated gauges. The engine is 

probably running at a higher actual power setting than what it 

ran before the gauges were calibrated due to the error in the 

old gauges. 

Running at a higher actual power setting will also produce 

more heat, a higher fuel flow and a higher airspeed. Also. the 

new engine is tighter than the old one, which creates more 

friction, resulting in higher operating temperatures, such as 

higher CHTs and oil temperatures during the break-in period. 

The new engine is also using, or sllould be using, mineral 

oil at this point in its life. Most engine manufacturers and 

overhaulers specify mineral oil for the break-in of newly overhauled 

engines. This oil is designed to create more friction to 

facilitate the break-in process, which can create slightly 

higher engine temperatures during this time. 

Hoses - All the flexible fuel , oil and manifold pressure hoses 

located forward of the firewall should be replaced at this time_ 

Normal recommended service life for these hoses is five years. 

They become hard and brittle with age, heat exposure and 

from the effects of chemicals in our fuels. These hoses are 

subjected to high temperatures, especially after engine 

shutdown during the summer. 

The fuel pressure hose from the firewall to the fuel flow 

"au"e on the instrument panel should also be replaced at this 

o 0 

time. This hose is usually found to be as old as the aircraft. In 

fact , it probably is the original hose that came with the aircraft 

when it was built. 

All ofthese hoses can develop pinhole leaks that usually go 

undetected since they only squirt out fuel when they are 

pressurized, such as when the engine is running. Due to the fine 

spray that spews from one of these pinhole leaks, and because 

the fuel vaporizes almost immediately, there usually isn't any 

fuel-staining evidence in the engine compal1ment. 

These hoses can be replaced with like-material hoses, 

such as Aeroquip 303 single-wire braided medium-pressure 

bose, or with the newer-type Teflon hoses, which are 

unaffected by fuels and oils. They cost more, but they are 

almost life-unlimited. The Tenon hoses can also come with a 

smooth integral fireshield and anti chafe coating in several

colors such as brown, blue or orange, allowing you to colormatch 

the hoses to the exterior paint of your aircraft or the 

nexible engine baffling material. 

The Tenon hose with the integral fireshielding has a 

smaller outside diameter than the Aeroquip 303 hose with the 

stide-over fiberglass orange firesleeve, allowing easier installation 

in tight places and, in some situations, bener clearance. 

EDITOR 'S NOTE: Teflon hoses are more likely to kink if the 

proper minilllulIl bend radius is /lot observed. 

You should send your old hoses to an approved hose shop 

so the new ones can be made exactly the same as the old ones. 

This way you will get the correct size and length with the correcttype 

and style of fittings on them, and you will know they 

will fit correctly when you get them. 

Actually, the hose shops usuall y tape the new hoses to the 

old hoses when they send them back. That way, you will know 

which hose goes where-assuming that you marked the old 

hose in some manner as to where it came from. If the fittings 

are of a different style on each end, such as straight versus a 

90-degree fitting, be sure you have marked which end of the 

hose goes where. 

You can also request the hose shop to make a hose a certain 

amount shorter or longer to make a neater installation, or 

to correct someone else's misrouting of the hose. 

Make sure to keep the new hose fittings capped off until 

you are ready to install the new hoses on the engine or airframe. 

Uncapped hoses are known to become contaminated or 

blocked completely by insects or other things, which have 

caused engine failures and even serious crashes. 

Don't just uncap a new hose and install it onto the engine. 

First, hold the hose straight and look through it toward a light 

source. You could have either a blockage-type obstruction in the 

hose, or you could have a one-way obstruction such as a stiver of 

rubber that was partially sliced off when the fittings were being 

installed in the hose. This type of obstruction would allow full 

liquid now in one direction, but if the now were reversed-such 

as installing the hose so the liquid !low was moving the opposite 

direction through the hose-that sliver would stand up ins ide the 

hose and partially or completely block the !low of liquid. 

SUV£J Of IUIIU HOSE 

Gauges - The cylinder head temperature gauge and oil temperature 

gauge should be checked for accuracy or calibrated. 

Better yet. install one of the engine analyzer systems that can 

also give you oil temperature, Voltage, a fuel now totalizer and 

whatever else you want beyond the six-probe CHT and EGT. 

On some of these analyzer systems, you must still retain tbe 

original factory CHT and probe, even though it is just for one 

cylinder and is probably nowhere near as accurate as the new 

analyzer. There are special adapters available for mounting two 

CHT probes into one cylinder, such as the original Beech CHT 

probe and the new analyzer probe, or for a Tanis engine heater 

probe and CHT probe into the same cylinder. 

This needs to be carefully thought out before ordering the 

new engine analyzer, because sometimes the probes need to be 

ordered elsewhere. Ordering the analyzer system before the 

old engine comes out assures it will be in your hands before 

the new engine is ready 10 recei ve it. 

Exhaust system - The complete ex.haust system needs a 

very thorough inspection, and any components in question 

should be sent out for repair or replaced with new parts. which 

in some cases doesn't cost much more than repairing the defective 

pieces. Some of the critical areas to carefUlly inspect for 

defects include the muffler !lame cones, slip joints. mounting 

nanges, welded seanlS and ball joints. 

The !lame cones are installed inside both mufflers and 

help quiet the sound level. 

The most noticeable activity of name cones takes place in 

the cabin heat muffler. The cone-shaped name cone in this mufner 

is designed to direct the hot exhaust gases toward the outer 

shell of the muffler where numerous heat-transfer pins transfer 

the heat to the outside of the muffler where it helps to warm the 

air in the cabin-heater shroud that is wrapped around the outside 

of the muffler. From there it is directed to the cabin as cabin heat 

or dumped overboard if the cabin heat isn't desired. 

With the !lame cones miSSing in this muffler, the cabin 

heater efficiency will be reduced by about 50%. These !lame 

cones are subjected to very high temperatures, vibration, 

expansion and contraction, and the corrosive effects of ex.haust 

gases. They will eventually crack and break up in small pieces 

that get expelled out the tailpipe. After a period of time, the 

entire name cone will disintegrate, at which point the muffler 

becomes just a hollow can with a hole in each end of it-serving 

none of the purposes for which it was designed.

The left and' right tailpipes are different lengths- the left one being the longest. 

due to the cylinder stagger on the crankcase halves. 

[n rare instances, 'the name cone will break up in larger 

pieces and partially restrict the muffler's outlet, causing a 

partial loss of engine power or a surging engine. The normally 

aspirated Bonanzas were certified with these flame 

cones installed in the mufflers, so it is important to maintain 

them to ensure the airworthiness of the aircraft. 

The exhaust system tailpipes should also be inspected 

closely and repaired or r~placed as necessary. The tailpipes 

can become shorter, caused by erosion on the aft or outlet end 

from the corrosive effects of the exhaust gases. The forward 

end of the tailpipe (beaded end) can become loose in the clamp 

that fastens it to the aft end of the muffler. This causes wear to 

the beaded end of the tailpipe or wear to the clamp and could 

also cause the tailpipe to crack in the beaded area. 

[f the tailpipe was not adjusted correctly at the firewall 

hanger brackets and had been rubbing on the lower firewall 

comer, there could be some chafing damage or even a hole 

worn through the tailpipe in the area of its flat spot at about 

the midpoint. This nat spot is designed into the tailpipe to 

provide adequate clearance between the ftrewaU lower corner 

and the tailpipe, while also allowing adequate clearance 

between the tailpipe and the cowl nap trailing edge when the 

cowl flaps are closed. 

The left and right tailpipes are different lengths-the left 

one being the longest, due to the cylinder stagger on the 

crankcase halves. The lower firewall corner can also have a 

hole worn through it from the tailpipe rubbing on it. Or even 

worse, both tailpipe and firewall can have holes worn 

through them, which leads to direct injection of carbon 

monoxide into the cockpit, or possibly even causing a fire 

below the rudder pedals. 

You also want to inspect the tailpipe hangers and the 

metal angles that they bolt to on the firewall for cracks, damage 

or womout boh holes. Replace parts as necessary, which 

is usually all of it. [nstall new rubber grommets in the bolt 

holes in the angles riveted to the firewall and keep them in 

good shape to prevent this bolt-hole elongation from happening 

to your newly installed brackets. The high heat and 

vibration that these grommets are subjected to wear them out 

in a fairly short span of time. 

NEXT TIME: We will cover the prop governor, the pressure 

pump, engine cooling bajj7es {/ndjlexible ducts. 

Richard (Dick) Pedersen has been on ASS technical consultant 

for well over a decade. Formerly the primary Service Clinic 

inspector, Dick now works mainly behind the scenes as a 

Beech maintenance expert and ASS coordinator with the 

National Transportation Safety Board investigating Beechcraft 

accidents. When not consulting for ASS or answering technical 

questions at Oshkosh and the ASS Convention, Dick runs a 

shop in Tony, Wisconsin, working exclusively on Beechcraft. 

SAFETY 

TIP 

Bonanza/Baron landing gear emergency handcrank 

Preflight and post-maintenance inspection 

BY THOMAS P TURNER, ABS MANAGER OF TECHNICAL SERVICES 

Check that the landing gear emergency 

handcrank is stowed (folded 

over) before each flight. When 

engaged, the crank will spin rapidly 

with operation of the electric gear 

motor. If the spinning handle wraps 

around carpet or some object behind 

the pilot seats, it may bind up, stripping 

the handcrank connection and possibly 

damaging the electric landing gear 

molOr. This could prevent gear extension 

by any means. There is also the 

risk of severe bodily injury if a hand, 

foot or other body part is contacted by 

a spinning landing gear emergency 

handcrank. 

Spar cover 

It is apparently easy to install the 

heavy plastic carry-thru spar cover so 

that it obstructs the emergency gear 

extension handcrank (see photo). It is 

virtually impossible to engage the 

handcrank from this condition or to 

repair the condition in 

flight. If the electrical 

system fails or there is a 

gear motor malfunction, 

you will probably not be 

able to extend the landing 

gear by any means if the 

handcrank is trapped 

behind the spar cover. 

Preflight check 

Add this step to your preflight 

inspection checklist: 

Landing gear emergency inspection 

hand

Eat vour spinach! 

BY BILL STOVALL. ABS VICE PRESIDENT 

CHAIRMAN. ASF PROJECT FUNDING COMMlnEE 

Trying to talk about the American Bonanza Society Air 

Safety Foundation and its Endowment Fund is a lot like trying 

to get a kid to eat spinach, much less to enjoy it. "It's good for 

you" or "Look what it did for Popeye" never got me anywhere 

with my kids. Even pulling spinach in a spoon and doing that 

old, "OK, your mouth is a hangar and here comes an airplane! 

Open the door," never got any spinach eaten. 

I would like to brush same paint on the ASF and have it 

make a throaty roar like an 10-520 on takeoff to get your allention, 

but it can't be done. The ASF is a quietly utilitarian, 

absolutely essential legal vehicle that will pay benefits to all 

of us. So I will try to put a lillie white wine vinegar on this 

spinach. 

Each of us face an array of issues that can have a huge and 

detrimental effect on our ability to enjoy flying affordably 

and without unnecessary governmental regulation. Many 

of the threats affect all of general aviation, and for these there 

is no better advocate than AOPA. But there are some that 

threaten only our own Beechcraft fleet, and to defend us and 

advocate individually is impossibly expensive and impractical. 

[n 1978 farseeing members of the ABS Board established 

the Air Safety Foundation to "provide aviation safety education 

with special emphasis on Bonanza and Baron aircraft." It 

accomplishes its purpose primarily through our maintenance 

Service Clinics and through its wholly owned Beechcraft Pilot 

Proficiency Program. 

You may not be aware that the ASF also engages in sciellfijic 

resea rch pmgrams alld engineering studies to educate 

members, regulalOry agencies and Ihe public Oil safel), issues. 

There are always issues like the spar-web cracks that we are 

working on right now, and looming on the horizon are circuitbreaker 

switch regulations that could have a huge impact on 

us. Also, ABS has joined with other like-minded organi zations 

in the Alliance for Aviation Across America to proactively 

defend ourselves from user fees. 

The ABS Air Safety Foundation is a nonprofit corporation, 

so donations to it or the ASF Endowment Fund are taxdeductible. 

ASF raises funds in several ways. For exam ple, the 

auction at the Wichita Convention generated more than 

$15,000. Many thanks to those who bid, and most of aU, 

thanks to the vendors whose generous donation of items made 

our auction successfu l. 

As chairman of the SOCiety's fund-raising commillee, I ask your 

o 

help in two ways: 

When you renew your membership, please do if online at the 

ASS website and make sure you leave the lillie box checked to 

o 

donate $25 to the ASF. 

Since your renewal may be months away - or you no longer pay 

dues as an ASS Life Member - get out your checkbook and send one 

to the ABS Air Safely Foundation, PO Sox 1288B, Wichita, KS 67277. 

Or, if you'd like to put it on a Visa or MasterCard, simply call it in to 

ASS headquaners at 316-945-1700. 

At this gilt-giving time 01 the vear, donating to the 

ASF is a tax-deductible gilt to yourself - as a pilot and 

Beechcralt enthusiast. It's in vour sell-Interest, so be 

espeCially generous! 


Keeping vou living -Salell! 

Each month hundreds of ABS members use the checkbox on their renewal form to donate $25 or more to the 

ABS Air Safety Foundation that funds educational programs and research projects on behalf of al/ owners of 

Bonanzas, Barons, Travel Airs and Debonairs. Many Life Members also contribute to speCial campaigns and lor 

memorials to friends and family who hove 'slipped the surly bonds: Although these members receive a private 

thank-you for their tax-deductible donation, we take this oppot1unity to publicly acknowledge their generosity. 

Ron A~boff - Renata R. f.Abuchom • Albert C.Ackermon • George A.Adoms - Scott R.Adoms - J. Michael Adcock' Michael V.Adermon _ James Alaimo _ AI D.Albert _ Philip M. 

~Iden Rand Alex~nder - llon:1 D.Alford - Tom Allen - Geoff Allen - Robert C.Allensworth - W. Douglas Alley - Scoff LAlperin - Johnny D.Alvorez _ John P.AIvey _ Brad Ammann 

Harry S.Amster Bob Amyx Andrew H. Anderson · Frank Andrews ' John Annable ' Anthony Armbrister' Jack Armbruster ' John M. Arvidson . Richard Ashdown ' Roger J 

Astmonn - Jerry D.Aufdenberg - Donald M.Aughenbough - Croig R. Bailey - Edward B. Boker · lorry J. Boker ' Robert L Boley. William C. Bollard ' Alan J. Bollz . David Bonweli 

• Joe A. BaranowskI ' Joe D. Barbee ' Lawson Barber ' Cynthia l. Borcloe • Howelll. Barden ' David Barnes ' William T. Barnett. Ken Barnhill . John R. Barnwell ' Royce M. 

Barrett • RObe~~ . Borron • Cosey R. Bartman ' Douglas P. Basham' Haskell H. Boss · LouiS R. Bass ' Phillip W. Boss· Alan Bossoni • Bob Bales ' Fred BaH • Randy Battal • 

Paul Bourn • ~Jlhom M. Beasley ' Donald A. Beckman' Ted Beckwith ' Martha E. Seilner • Seymour Beifscher ' Richard Beliveau ' Eugene A. Beliveau ' Todd Bemenderfer • leo 

H. Bender ' ?hff Bender· Ernest C. Benner • St€\YO~ A. Bennett · William F. Bennett · Jeffrey F. Bennett · James C. Bennett · Allan Berg . Rolf H. Berg . Ken Berge. Michael 

Ber~er • Judith S. Bergman · Charles Bergmann · R.lchord l. Bergmark • Steven J. Bernstein ' Robert l. Bernstein · John W. Berry · Julius W. Berta ' Pete Betheo • J. nmothy 

Bettis' Peler Beucler.' Karl R. Beutner ' Charles B. Blee ' J.Andrew Billipp · D. Craig Bischof · Nick Bishop ' Charles l. Bisson ' Duane S. Block ' Steve G. Blair' Jim H. Bloke ' 

Thomas M. Bloke ' Richard Blakey ' Jeffrey A. Blalock · Greg J. Blanck ' James Blazek ' Kevin Bleweff • Rick Bliss · Robert Bloch · Virgil F. Block ' Richard W. Blount . Jock 

Bolinger ' Bill Bo~annon .' Richard Bom '. Harold C. 80st • Paul Botos ' Raymond Sottom • Clifford A. Bolwin • J. W. Boulton ' Jock O. Bovender • Jesse Boyd ' George P. Bracke 

• ~~word N. ~radfield • Bill H. Br~dley • Mike Br?dsher '. Owen Brant· Fred Braunstein ' E. Paul Breaux ' James K. Breozeale • Soul Bresalier • Will E. Brewer ' Thomas Briggs ' 

Wilham D. Briscoe ' Edward C. Britt · Bruce V. Britton ' RICk Britton ' J. David Brock · Bernard T. Brodsky ' Robert N. Brons ' Michael Brooker · Richard C. Broussard' Ron G. Brown 

• David l. Brown · Oscar D. Brown ' Comeron G. Brown ' Jeffrey S. Brown' Billy B. Browning · Clyde Browning ' C. Ken Brumit · Jacqueline Brunetti ' Joseph D. Bryant . Betty 

J. Bucci · Susan C. Buck · Michael F. Budd ' John H. Bullock ' Richard B. Bunn • Douglas Burbridge ' David Burgess · Ronald l. Burtdoll • Raymond Burte • Gory Burtett • Tom 

Burl:ey • Gary L Burleson ' Thomas W. Bumeff • Bradford Burnham ' Glenn R. Bums' Doniel Burnstein ' Robert W. Butler ' Joseph C. Buueno • James O. Coldbeck • Robert 

Coldwell · Robert V. Coli • Robert C. Colloway • Bruce Comeron • Poul Comp • Benjamin Campbell · Roger D. Connell ' Tomas Cantore ' Jim Copponi • Russell E. Corlson • Corl 

D. Corman ' Robert L Cormean • James L Corpenter • John R. Corter ' Don C. Cory • John 1 Cosey ' Marl: Cossen • Lindo Cossens • Jonathon E. Coyle ' Arthur C. Chambers 

• Jock Chapman' Evon E. Chappuis ' Peter Cherbok • Robert V. Chiarello ' Peler C. Christenson ' Michael A. Cifelli· Mike Cirillo ' William l. Clark ' Richard B. Clark · Roger M. 

Clarke ' Bennie Cloy ' Charles R. Clem ' O. S. (Buck) Clippard ' Robert L Clippard ' Martin Clover ' Thomas R. Coburn· Bill G. Cockwill • Kerry Coffman ' Harvey Cohen ' William 

Cohen · Vernon J. Cole ' Gary Cole ' Jack Coleman· James E. Collins ' Wayne Collins' Thomas F. Collins ' lorry F. Collins ' Vincent A. Collins ' Daniel S. Collinson ' John P. 

Colvin' Clore H. Comins ' William V. Condrey · Rodney M. Cook ' Donny l. Copeland ' Edward Copple ' J. Robert Corbeff • Michael H. Cornell · Timothy O. Comeff • James V. 

Corr • Jim Corry ' Moria A. Corti ' Mike Costanzo ' Dave Costello ' Stuart Cotton ' Harold Cotton ' Michael A. Coulman ' Mel Craig ' Darin Craig ' Cecil D Crow ' leo Crowley 

• David A. Cruttenden • Jeff C. Culwell ' Steve J. Currie' Kirt Dalmau • Warren E. Dalton ' Michael D'Ambrose • ROCQue D. Damea • Poul Damiano ' Fred J. Daniels ' Michael 

W. Dann • Dennis D'Antin • Charles D. Darst · G. M. Daspit · Charies Davidson ' James M. Davidson ' Dennis Davies ' John M. Davis ' Ryland P. Davis ' Rich Davis ' Stephen 

P. Oovis • Judson E. Oovis • Tom Dovis • Michael Day • Poolo De Filippis • Gerard De Jonge • Rodolfo Junco De lo Vega ' Mark 1 Dean ' Cort A. Deorth • Claude Decelle ' Dovid 

B. Defieux • Richard Degryse • Ken Deken • Kyn Dellinger ' Arthur G. DenDulk • David T. Denmon ' Claude Depotie • Ed DeRoeve • Guy Derby ' Corey Detlets • Marie S. DiCicco 

• Gill Dishongh • Robert Disse • Don Doherty · Oliver Dominick ' William J. Donowick • R. Alan Dotson ' N. lee Doughty · Joe Downes ' Steve G. Downing ' Thad Dropolo • 

Dennis G. Draper ' Jeffrey W. Dreger · Guenther Michael Dreier ' Tom l. Drew ' Gerald H. Driver ' W. P. DuBose' James Ducker · Hugh G. Dudley · James I. Duff ' Phillip F. Duffy 

• Bob Dulin ' James D. Duncan ' Jerald M. Duncan' Gerald F. Duncan ' M. Tim Dunfee ' Max Dunsefh • Edward C. Dupont · Herbert Dusowitz • Elton E. Dyal • Charles T. Dye 

• Stephen P. Oyer · Richard B. Dykes ' Glenn Eoden • Frazier Eales' Colvin B. Early · Robert Eberle ' Gareth A. Eberle ' Jon Eberly · Stu Ecker ' Robert L Eich • Philip Ekdahl · 

John Ellington ' William W. Ellis · Eugene R. Elzinga ' Brettl. Emes • Charles M. Encinas ' Steven England ' George F. Epps • Bill Epstein ' Howard G. Epstein ' Jeffrey Epstein 

• Miguel Escudero ' Robert Eskin ' Carlos Alberto Espindola • W. Cody Estes ' John N. Eustis ' Christopher A. Evans ' Suzanne Evans ' Robert Fronk Evans ' James R. Fobes ' 

Michael S. Fagan ' Douglas E. Faircloth ' Ronald E. Fairfax ' Thomas D. Fankhauser · Manuel Faria' John A. Farrell · Andy Fasken ' Robert l. Faucett· Dale Faulkner ' At Fayard 

• louis Febre • laurence C, Fehner • Roy Fehr 37773 • Harris R. Fender ' Frederick E. Ferguson· Bruce H. Ferkauf • Edward A. Fernandes ' Jay R. Ferries ' Barbaro J. Fey ' 

Howard M. Field · Jack E. Fink · Kevin Finnegan · George W. Fischer ' Michael Fisher ' Melvin Fisk · Charles H. Fitts ' louis E. fitzpatrick ' Thomas J. Fitzpatrick ' Bob Flaherty 

• Roger J. Flaherty · Thomas A Fleischman ' Keith Fleming ' James W. Fleming ' Charles E. Flowers ' Michael K. Flynn· Roy Fontenot · Christopher Ford • Ken Fordham ' Richard 

l. Foreman ' Michael C. Foster · Charles Fougerousse • Thomas J. Fowler ' Dennis fox • Andrew J. Francis ' Charles C. Francisco ' Robert S. Fronk , James M. Freeburg ' Corl 

Frenzel , Joe Frontiero • Joseph Froshour • Barry Fry • Donald l. Fuller ' John R. Funk ' Kevin Gabriel ' Gopel Gododia • Mike Gaftaney • Mark P. Gainey ' Richard I. Golambo 

• Donald Gale ' David Gale ' loren Gallagher' William S. Galleo • Dallas Gant • Alan H. Gardiner · Mark E. Gordner ' Gary Garrett · AI Gaston ' K. G. Gauntt · Sorry I. Gehring 

• Doniel Geist · Kendall D. Gentry · Waller Gerhardt· Edward F. Gerstenkorn • Albert F. Gettier • Albert F. Gettier • Gary Gibbish • Buu Gibbs ' Franklin H. Gietzel • Steven Gill • 

VoJeny A. Gill' Raymond P. Gill' Robert Glatthear • John Glenn ' Vince Glorioso ' Millon l. Godley · Ronald B. Goerler • Alan Golden ' Jeffrey S. Goldfinger ' Harold Gattlieb • 

Ewing B. Gourley ' Justin C. Groff · Keith T. Graham ' Jock l. Graham ' M. J. Grainger ' Ron Granader • R. Dean Groves ' Ron Grovitt • Earl R. Grebing • John Greco ' Michael 

l. Greedy ' Joseph M. Green · Jon P. Green' James N. Greene ' David Greene ' Douglas J. Gregory ' Paul GretscheJ • Jan P. Grey · Thomas A. Griffith · William C. Griffith · lean 

K. Grisbaum • AI Groft · John F. Grosskopf ' William A. Grow' Doniel W. Grundmann • James Gruneisen • J J Gullett · James S. Gunderson ' Kim l. Gustafson ' Jeffrey F. 

Guttenberger ' Philip J. Gulwein • Gene Gwaltney· Ashley C. Haddock · Ken HaenJein • David l. Hahn ' Thomas A. Haidlen • Thomas E. HaiJ • Martin Hairobedian • John l. Hales 

• Joseph T. Hall ' Randall W. Holliday · Roger D. Holstead ' Harry C. Hancock ' Randy Hand ' Robert Hanel' Billy C. Harbin' lorry Harden· Curt Hardick , Wendell Horl • Jock 

E. Harless ' Alan Harper ' William R. Harper ' Joe l. Harr • Stuar! Harrington ' Randal G. Harris ' lonny W. Harris ' Hoyden H. Harris ' Mitchell Harris ' Albert V. Harrison ' Charles 

H. Harrison ' Ed Harwin • Timothy Hassenger • Jerold Hastik • John D. Hastings ' Douglas l Haughton ' Mark Hauptman' Flint Howes ' Joseph C. Hawthorn ' Earnie Haynes ' 

Ronald A. Hays ' Thomas W. Hebda ' Richard F. Hebert · James F. Hefelfinger • Charles Heide ' John E. Heller ' William E. Hencken • Robert D. Henrichs ' Roman B. Henry • 

David G. Herbert · Richard Hersch· R. Michael Hesketh-Prichard · Don Hill · Jonathon B. Hill • louie Hilliard' Sheldon Hills ' Angus I. Hines ' laurence A. Hirsh ' Ron Hitchcock 

• Ed Hiteshue • Gory Hoochlander ' Heinz Hoenecke • Raymond F. Hoffman ' Thomas Hoffman ' Karl K. Hoffman ' ChristapherT. Hoke ' Kenneth Holbert · Thomas Hollinshed 

• Roger W. Holmes ' David F. Holt · Robert F. Holloway · larry Holtzen • Blair R. Holverson ' William Horrigan' John D. Horton ' W. P. Horton ' George T. Houston' Pamela J. 

Huber ' Millon W. Huff ' John Hugon • James H. Hurst · Stephen M. Huse • Darryl len • Dole Ingram · Robert E.lnmon • Flavia S.lnoue • Bob Jackson' John E. Jackson ' 

Jeffrey P Jacobs ' Michael H. Jacobs ' John H. Jacoby ' Michael B. Jager ' Bruce l. James ' Dick James ' Brett Jarmon ' Dee Jasper ' Rino Jasper ' Todd R. Jeffers ' Robert 

Jensen ' Gerold S. Jernigan · Miguel Jimenez ' Tim R. Johnson ' Harold T. Johnson ' Michael E. Johnson ' Erik Johnson ' Jeffrey W. Johnson' Charles G. Johnson' Greg 

Johnson ' Cindy S. Johnson ' lowell E. Johnston ' Bob Jolley ' larry C. Jones ' Frank B. Jones ' Ken Jones ' George R. Jones' Ctaiton Jordan' Manley M. Jordan' Marion 

Jowitt • Chad M. Jungbluth · Solvador Jurado ' Karen M. Kahn ' Richard Kaiser ' Barrett F. Kalb • Steve Kaplan · Thomas l. Koplin ' James E. Kaser ' Harold R. Kaufman ' Tony 

Kaufmann' Fred E. Kay • Jerry Keeton ' John C. Kellar' John C. Kells ' Joseph Kelly · Kendall J. Kelly · Philip F. Kelly · Charlie Kemp ' Gerhard Kendler • Patrick W. Kenner '

Lowrence J. Kenney ' Edwin C. Kercher ' Craig S. Kern ' Dick Kessel ' Norm Kibby · James E. KiedrCYWSki • Kevin Lee King · R,o Kyle King • ~ovid C. King · J?seph Kinkade • J~hn 

Kinney . Roy M. Kinsey . Hideki Kinugasa • Robert Kirkpatrick ' Steve Kieffer ' Bruce Klelstod • Steven Kleiman ' John C. Klem • Pel~r Kleine ' Charles Khne • ~tephen N. ~me 

• H. William Knauz • Guy E. Knalle • James KnaH • Ronold C. Knudsen ' AI Koelzer ' Joe Konicl

ADS-8 

What is AlIIomaric Depellde11l Surveillallce - Broadcasr 

(ADS-B) and when will ir affecr us? How lIIL1ch will ir cosr? 

Whar will I ger 0111 of ir ? 

Currently ATC tracks aircraft with radar and in-plane 

transponders. Radar interrogates and any aircraft transponder 

that receives the signal responds with its squawk code and altitude. 

Our position is then displayed on the controller's screen. 

Mode S 

As traffic grew, it became apparent that in high-density 

tenninal areas, the system would become saturated. So Mode S 

was devised to reduce the load. Mode S transponders are individually 

addressed and won't respond to a general interrogation. 

They also provide tbe ability to act as a datalink between 

ATC and the aircraft. One outgrowth of the dataLink is the 

Traffic Information System (TIS) that sends the relative position, 

altitude and fl ight vector of nearby traffic to be displayed 

in the requesting aircraft. 

Radar is expensive and has limitations. The further from the 

radar site, the less accurate the system becomes. For tenninal 

areas, position accuracy is 0.1 nm. For en route airspace position, 

accuracy is OJ nm. In many mountainous or remote areas it is 

not economically feasible to install radar systems. 

Next-generation ATe 

ADS-B is a key pan of the next generation of air traffic control. 

It is much less expensive than radar to maintain and install. 

It provides up to 10 times improvement in position accuracy over 

radar and it reduces the need to communicate with ATC. 

Once per second, an aircraft equipped wi th ADS-B automatically 

transmits its GPS position and other data to ground 

stations that will be located throughout the US. The ground stations 

forward the data to ATC, where it is used for survei llance. 

In the US airspace, two frequency links have been adopted 

for ADS-B transmissions. One is at 1090 MHz and is based 

on an expansion of Mode S transponders. It is known as 

1090ES. This frequency will be required for ai r carriers and 

any aircraft operating at or above Flight Level 240. It is also 

the frequency that has been adopted for international use. GA 

aircraft have the option of using this frequency. 

The other frequency is 978 MHz with a I MHz datalink 

capability, and it is called Universal Access Transceiver (UAT). 

It is expected most small GA aircraft will use the UAT link. 

The reason for the second frequency is that the 1090ES 

link cannot provide downlink of weather data. Without the 

extra incentive of providing free weather products to the cockpit, 

the FAA thinks voluntary installation of ADS'B by GA 

pilots will be low. 

ADS-B Out/ADS-B In 

ADS-B Out capability is what will be mandated for installation 

in our aircraft by 2020 to operate in airspace where a 

transponder is now required. It transmits aircraft position and 

data to ATC for surveillance purposes. It replaces current ATC 

radar functions but does not provide any other direct benefits 

to the pilat. 

ADS-B In refers to avionics that can receive ADS'B messages. 

This will not be mandated, but it is what provides benefits 

such as traffic display and weather data. For aircraft with ADS-B 

In, there will be two basic services: Traffic Information Service - 

Broadcast (TIS'B) and Flight Infornlation Service - Broadcast 

(FIS-B). TIS-B service is provided on both the 1090ES link and 

the UAT link. The FIS-B service provides free weather data to the 

cockpit and is only available on the UAT link. 

Aircraft wi th ADS-B In are able to receive transmissions 

directly from other aircraft equipped with ADS'B that are 

using the same link frequency. They can then display the position 

of the nearby aircraft on their MFD or GPS. 

What about aircraft on the other link? 

At each ADS-B ground station, both frequencies are 

received. There is a crosslink function that rebroadcasts ADS-B 

messages on the other link. Thi s is called Automatic 

Dependent Surveillance - Rebroadcast (ADS-R). 

At major airports, a ground station can be received on the 

airport surface, so aircraft with either link will be able to display 

all other aircraft, even while taxiing in poor visibility. 

Aircraft on final will be able to display aircraft on the runway 

and vice versa. 

Aircraft flying below the service volume of a ground station 

(sort of like below radar coverage) rely solely on aircraftto-aircraft 

transmissions and only display aircraft operating on 

the same frequency. This is likely to be the case in the pattern 

at outlying GA airports. 

How call all aircrafr wirh ADS-B III display other lIearby 

aircraft rhar do lIor have ADS-B illsralled? This will certainly 

happen often during the transition period. ATC will still track 

aircraft using radar. The ATC radar site will send target information 

to the relevant ADS-B gro und station. The ground 

station will generate a message that is formaned as a TIS -B 

message. Any aircraft 

able 10 receive the 

ground station with the 

ADS'B In capabi lity 

will receive the TIS-B 

message and display the 

location of the aircraft 

that are not A DS'B 

equipped. 

Figure 1 . TlS·B example display

The FAA contract calls for FlS-B to provide the following 

free text weather products: METAR and SPECr, TAF and 

AMEND, AlRMET and SlGMET, PIREPs and Winds Aloft. It 

will be up to the avionics to display graphic forms of this data. 

NEXRAD data will be provided in graphic form to display 

precipitation intensity on your moving map display. Both regional 

and nationwide NEXRAD coverage are provided as free 

graphic data. In addition , key aeronautical information 

products are free in text 

fonnat: NOTAMs'DIFDC 

NOTAMs. Special Use 

Airspace reports and the 

status of the ADS-B system. 

TFRs are also provided 

in text and graphic 

formats. The vendor may 

provide and charge for 

additional products. figure 2 • fl5-B example display 

When is all this going to happen? 

The FAA has installed ADS-B systems in Alaska, Florida, 

the Carolinas, Virginia and a few more isolated locations. These 

locations are available now and will remain in operation as the 

full national system is installed. See Fig. 3 for current coverage. 

Figure 3 - Current ADS-B coverage 

FIS-8 and TIS-8 

[n August thi s year, the FAA awarded the contract to ITT 

and its partners to install the system nationwide. WSI will generate 

the weather data. By the end of 2008, the FAA plans to 

commission the ADS-B In services for FIS-B and TIS-B. 

Commissioning of the ADS-B{)ut surveillance service is 

planned by the end of 20 I O. This gives ATC the ability to start 

using ADS-B for surveillance in addition to radar. 

The ground station equipment for Segment I of US airspace 

is planned for installation by the end of20 10. Segment 2 will fol 

low, where the balance of the country will have equipment 

installed by the end of 2013-0nly six years from now. [nitial 

installations will provide the same coverage as current radar plus 

portions of the Gulf of Mexico and mountainous areas. 

Keep your transponder 

You lVii/nO( do away with your transponder because the 

FAA intends to keep a subset of the radar system as the backup 

for ADS-B system failures or a CPS outage. 

Your aircraft will need at least two antennas-{)ne on top 

and the other on the bottom of the aircraft. When you are on 

the ground. the top antenna will be used. When airbome, the 

top and bottom antennas will both be used. You will need to 

either have or install a panel-mount WAAS GPS or use a 

WAAS navigation sensor built into the ADS-B avionics. If the 

latter is the case, a WAAS GPS antenna will also need to be 

installed on the roof of the cabin. 

As of this writing, there is only one product on the market 

available for ADS-B-the Garmin GDL-90, priced at $7,995. 

The GDL -90 has a built-in WAAS GPS navigation sensor and 

supports the Garmin GMX200 and the GMX20 displays. No 

products are currently available to GA for the 1090ES, but you 

can expect them in the near future. 

New avionics on the horizon 

There will be great opportunities for avionics companies to 

develop and market new products to meet the ADS-B requirements. 

Avionics manufacturers L-3 and Sandia are partners with 

ITT and will undoubtedly provide new products. All the major 

aVlOntcs firm s-Garmin, Honeywell Bendix-King and 

AVldyne-

Towing with gust lock 

Seo" Boting 

Oklahoma City, Oklahomo 

Q: r cannot find this information in 

the POH. r often pull up to FBOs and 

they tow and tie down my V35B some 

time later. Can the control locks be in 

place while the plane is being towed? So 

far I have never put the control locks in if 

r know the plane is going to be towed. 

A: You can install the control yoke 

lock and still tow the aircraft with no 

problem. However, later Beechcraft 

with rudder locks should not be towed 

with the rudder pedal lock installed. 

There are interconnect springs 

between the rudder/steering function 

with the aileron system, but the springs 

are not strong enough to cause any significant 

load being transmitted to the 

control lock mechanism. 

I suggest that any time the aircraft 

is towed with a powered tow unit. that 

you inspect the tow pins for any bending 

or cracking. The pin is intentionally 

designed to break before doing any 

damage to the steering stops. 

Checking the steering stops is also 

a good idea. You can find these by using 

your hand towbar to move the nose gear 

to its steering limit in each direction. 

Then note where it is stopped at the top 

of the strut. -AM 

Vernier mixture control 

Grove Hummert 

Boise, Idaho 

Q: Is there a replacement for the 

original B35 mixture control that uses a 

vernier knob setup rather than the 

thumb knob? Mine has become hard to 

advance and I would like to replace it. 

A: Aleor (800-354-7233 - sales@ 

aleorinc.com) makes a vernier mixture 

control that is approved as a direct 

replacement pan for any single-engine 

aircraft equipped with a carburetor. This 

would only require a logbook entry with 

no other approval required. Most homebuilder 

supply houses sell these, such 

as Aircraft Spruce (877-477-7823, 

aircrafispruce.com); Chief Aircraft (800- 

477-3408, chiefaircraft.com); or Wicks 

Aircraft (800-221-9425. wicksaircraft. 

com).-AM 

Dual yoke mounting 

Steven Brown 

Noshville. New Hampshire 

Q: We are interested in reversing the 

dual yoke configuration on our A36 

from V-down to V-up to provide more 

leg room. What kind of approval is 

needed for this change? Can you point 

us to a procedure our IA can follow to 

make the change? Are there any technica 

l considerations or limitations we 

should be aware of? 

A: We do not know of an approval to 

inven your dual yoke to V-up. If we are 

mistaken, I hope someone will correct 

us. We don't believe there is a hole in the 

proper position in the shaft to index and 

lock your yoke witb the V up. Approval 

to drill a hole in the sbaft may be hard to 

come by (and also unwise). 

You would need to disassemble the 

yoke to index the chains inside in order 

to turn the control-wheel adapters 180 

degrees and keep the chain-adjusting 

links in the center (effectively creating 

your own maintenance manual). 

Readers: Any legal and approved suggestions 

out there? -BA 

Bleeding brakes 

Richard Colorco 

Hillsboro, Oregon 

Q: I have Cleveland brakes in my 

K35, and for the past year or so when r 

retract the gear I lose brake pressure on 

the right brake only. When I extend the 

gear, the right brake pressure is just about 

nil. With one pump of the brake pedal I 

have normal pressure in that brake. 

r always check the brakes when r 

extend the gear, so this has not been a 

big problem but very attention-getting. I 

have bled my brakes from the bottom up 

and on my annual they did the same 

thing, but still the problem exists. 

A: In extremely weird cases, it might 

help to pressure-bleed both calipers at the 

same time with a tee in the bleeder line 

and two caliper connectors. While bleeding 

the system, gently "thump" all flexible 

lines and operate the master cylinders 

slowly. Also check the right brake disc for 

warpage and minimum thickness. 

The tech guys at Cleveland (800- 

272-5464) are very knowledgeable and 

helpful. Your Cleveland conversion kit 

number will be on your STC. -BA 

ATC model designation 

Jeff liljenquist 

Oakdale, Californio 

Q: When I request flight following 

in my F33A, they ask for my aircraft 

type. When I try to identify it as an 

F33A, they cannot find my model in 

their books. ATC told me to classify it 

as a Be33A, but when I use that, they 

always want to classify it as a Debonair. 

I don't mind, but then they have the 

wrong performance specs. How do I 

identify an F33A to controllers so they 

have the correct information? 

A: The FAA recognizes only "Be33" 

for the entire Model 33 line. Adding the 

"A" suffix might confuse things funher 

because in the context of a flight plan this 

would signify "/A" capability, i.e. Mode C 

transponder with altitude capability and 

DME but no IFR GPS. If the question 

ever comes up with controllers, you could 

tell them you have a later Be33 with Be36 

performance. ATC does not recognize 

any modification of the Be33 code. - IT 

Removing interior panels 

Todd Ericson 

Henderson, Nevada 

Q: I want to run intercom wiring 

behind the interior panels. What is the 

best way to remove and reinstall interior 

panels without damaging them?

Answers are morked with initials of the staff or advisors 

who answered it. NP-Neil Pobanz, AF-Arky Foulk, n-Tom 

Turner. AM-Arthur Miller, BR-llob Ripley, BA-Bob Andrews. E-series expert Lew 

ond avionics columnist John Collins (JC) also occasionally contribute answers. 

Answers to technical questions are the best intormation available based 

on indications presented by the member asking the question. Actual 

inspection of the airplane or system in question may change on initial 

telephone or email suggestion. Aircraft owners, pilots and readers ore 

advised to physically present airplanes and indications to a qualified 

mechanic before choosing a course of action . 

A : As you have probably already discovered, 

interior panel removal can be 

difficult. Start by removing all appropriate 

screws, ashtrays, armrests, placards, 

etc. until there appears to be nothing 

hOlding the panel in place. Gently bow 

the panel in the middle and pull it out of 

the grooves. -BA 

Side panel mounting rails 

John Harper 

Portland. Oregon 

Q: [am reupholstering the side panels 

in my '62 Baron and could use a 

source for replacement of the mounting 

rails (extruded aluminum channels). 

The upholstered sheet-metal panels are 

squeezed (top and boltom) into the rail 

channels lengthwise. The exposed aluminum 

face is about OS' wide. [ believe 

this mounting was specific to that 

application. 

A: A company named Galietti in 

OJ us, Florida (800-226-8896 or 305- 

651 -0601), manufactures aluminum 

extrusions for the upholstery trade and 

may be able to help you. Some of their 

inventory looks promisi ng. - BA 

Prop overhaul required? 

Edward Solomon 

EI Paso, Texas 

Q : [ am negotiating to buy a plane in 

Florida that has Hartzell BHCC2YF- 

2CHFY hubs & FC 8465-6 blades, 

installed in [988, removed and 

"flushed" for engine overhaul in 2002, 

now 1,040 hours n. My local prop 

shop says there is a Mandatory Service 

Letter requiring overhaul at six-year 

intervals per Beechcraft type certificate 

data sheet. The owner/dealer's IA said 

it's not required since the FAA won't 

enforce it unless an AD is published for 

Part 91 use. Please advise. 

A : The Beech TeDS for the Baron 

doesn't show overhaul limits on this 

prop. Unless it's referenced in an AD or 

shown in the limitations section of the 

POH, an SB is not "mandatory" no matter 

how it is titled. It may be prudent at 

six years to disassemble, inspect, lube 

and reseal the propellers, depending on 

how the airplane is stored (but this is not 

logged as an overhaul). - NP 

Hoskins strobe light 

Pieter Colenbronder 

Novoto. California 

Q: I am looking for information on a 

Hoskins strobe light unit (PIN 700801). 

An electrical schematic, replacement 

lamp code or troubleshooting tips 

would be helpful. The current unit is 

inoperative, but does fire once or twice 

every now and then. 

A: Kelly Aerospace Systems (316- 

943-6100) said they could try to repair 

your unit. I could not find anyone who 

has troubleshooting info available. [ 

believe Whelen Engineering (www. 

whelen .com - 860-526-9504) makes a 

flash tube that is compatible with your 

power supply. Whelen also sells a test 

box Strobe Check I1 (PIN 01-07625246- 

Tesl box Strobe Check II. trom Whelen 

00) for determining if it is the flash tube 

or power supply at fault. Most homebuilder 

supply houses carry Whelen 

products, such as: Aircraft Spruce (877- 

477-7823, aircraftspruce.com); Chief 

Aircraft (800-477-3408, chiefaircraft. 

com); Wicks Aircraft (800-22 1-9425, 

wicksaircraft.com). -AM 

Ruddervator reskin criteria 

Steve Downing 

Yuba City, Colifomio 

Q: My 535 has corrosion on the ruddervators, 

and my Beech mechanic tells 

me they need to be reskinned. Are there 

any parameters on the typical corrosion 

that are used for guidelines as to when 

the reskin must be done, or is it simply 

subjective based on the mechanic's 

opinion? Do you have any suggested 

reskin shops in Northern California? 

A: If mechanically removing the corrosion 

requires more than 10% of the 

original thickness, which was .020 +/ 

.003, then they need to be reskinned. 

You 'll probably need to send them away 

for an expert job. Try Stebbins in 

Louisville, Kentucky (800-852-8155); 

Hampton in Mena, Arkansas (479-394- 

5290); Biggs in Oklahoma (405-258- 

2765); or SRS in Minnesota (877-364- 

8003). -NP 

De-ice fluid source 

Oliver Schepelmonn 

Tucson. Arizona 

Q: I am looking for an approved 

prop de-ice fluid for my 1964 B55. 

A: The original mil spec fluid seems 

to no longer be available We have 

discovered that Beechcraft and many

ig shops and FBOs are doing exactly 

the same thing as we are doing: contacting 

a local chemical outlet and asking 

for as pure an isopropyl alcohol as they 

can provide (probably 96-99%). -NP 

Alternator out light on 

during takeoff 

Todd Ericson 

Henderson. Nevada 

Q: On takeoff, my Baron's left alternator 

out light illuminates but extinguishes 

when rpms are reduced from 

takeoff setting. Both alternators appear 

to operate normally at cruise. 

A: I assume you have looked at the 

mounting bolts, wire connections and 

belt condition/tension. Alternators usually 

turn about three times crankshaft 

rpm (8,000-9,000 rpm at takeoff), so if 

the brushes are worn, the spring tension 

is low. Combine that with a slightly outof-round 

commutator from wear or a 

poor prior overhaul and you have brushbounce 

and low-output. It is telling you 

it needs to be looked at by a competent 

shop. -BA 

Alternator won't start 

Ron Gravitt 

Wilson, Califomia 

Q: When I start my engine and then 

turn on the alternator with the switch 

next to the battery switch, the alternator 

won't come on. If I turn the alternator and 

battery switches on and then start the 

engine, the alternator charges. Recently, I 

was shooting an approach in !MC and 

the entire electrical system failed. The 

radios flashed on and off several times 

with a loud static noise. I turned off the 

alternator and the radios kept flashing. 

When I shut off the battery switch, the 

electrical system turned off. 

Several tries at cycling the switches 

produced no change (radios flashing on 

and off). I put a rebuilt alternator on the 

airplane; the old one had 1,000 hours, so 

it was past time. The new alternator does 

the same thing upon startup, so I have to 

start it with the alternator switch in the on 

position. So far, the new alternator 

charges and I've had no charging system 

failures, but I haven't had the airplane 

back in the clouds. Any suggestions? 

A: The POH normal stan procedure 

says to turn on both prior to start. It 

seems that it should work either way. I 

would make sure the battery cables and 

grounds are not corroded. Then you 

could check for high resistance in the 

alternator switch. If it's not a circuitbreaker 

switch, also check the alternator 

field circuit breaker. -NP 

Engine quits when 

switching tanks 

Jeff Evans 

Hannibal, Missouri 

Q: My engine has begun quitling temporarily 

when I switch tanks in cruise. 

This only occurs when lean of peak and it 

powers back up in seconds. The JPllooks 

good before and after. I had the fuel selector 

valve rebuilt and engine hoses 

replaced without improvement. About the 

time this started, the high-end fuel flow 

was reduced (screw behind the oil filter) 

to keep it close to redline on takeoff. This 

mayor may not be related. 

A: Does it do the same thing when 

cruising rich of peak? There may be a 

panial vapor lock when you move the 

selector. We believe for a sea-level takeoff, 

fuel flow at redline is a minimum 

not a maximum. - NP 

Turbonormalizing a P35 

John Morushak 

Cerritos, California 

Q: Tornado Alley and Western 

Skyways do it for S35 and later. 

A: Neither Tornado Alley Turbo nor 

Westem Skyways have an STC to turbonormalize 

the P35. A very few pre-IO- 

520 Bonanzas have been upgraded to a 

rurbonormalized 10-520 or -550, subject 

to a local FSDO approval for the one-time 

installation. The work is extensive and 

costly; in the mid-1990s I remember one 

M35 owner spending more than $80,000 

to make the upgrade, when the turbo 

system itself then cost 522,000 installed. 

The other option was/is Ray jay rurbonormalization. 

Ray jay modifications 

have been around for a very long time, 

and I think several P35s were modified. 

The system has a manual wastegate and 

a reputation for exhaust system problems 

because it uses the relatively thin, original 

Beech exhaust in a hotter application. 

Ray jay has changed hands numerous 

times over the years and has recently 

been acquired by www.rayjayparts. 

com. At last check, they provide some 

replacement parts for existing Ray jay 

installations but are not offering a full kit 

or the STC for new installations. -IT 

Replacement POH binder 

Donny Miller 

Gulfport. Mississippi 

Q: The binder for my Pilots 

Operating Handbook has finally given 

up. Where can I get just the binderoriginal 

Beechcraft, of course? 

A: Beech does not sell the POH 

binder separate from the POH. In fact, 

the only binders they currently sell are 

much larger than yours. You might try 

finding a POH for sale with a good 

binder on eBay, or contact one of the 

aircraft salvage yards to see if they have 

one they can sell you: White Industries 

(800-821-7733, www.whiteindustries. 

com); Dodson (800-255-0034, www. 

dodson.com); Atlanta Air Exchange 

(800-237-883 1, www.atlantaairexchange. 

com); Air Salvage of Dallas (800-336- 

6399, www.asod.com).-IT 

Engine operation advice 

Robert Comross 

Montreuil, France 

Q: I have been operating the engine 

per your articles and finally getting used 

to the new regime. I climb out at full 

lhronle, full rich. The altitude-compensating 

pump is making adjustments. 

Conditions are a bit different in UK, as 

flight in the London area is all below 

2,500', so climb is very shon. Also, with

our very bad summer, our cloud base is 

mostly at 2,000'. The cylinder head 

temp gauge rises to just above 2OO' C, 

max. 210' C. It does not seem to make 

any difference whether I back off the 

th rottle to 25"' at 1,000' or leave full 

open until I reach cruise level. 

Cenainly, the engine is working harder 

at max throttle, but you have slighuy 

more fuel going through. 

Any thoughts on this and the cylinder 

temp of 200121 O' C? Cruise temps 

drop to region of I 2511 50' C. Don 't forget 

our summers are much cooler here, 

especially this year. 

Also, can you confinn it is OK to 

reduce propeller rpm from max to 2,500 

in the climb, while sti ll maintaining full 

throttle and full rich? I have revened to 

running ROP at all power setti ngs. I 

would dearly like to get to LOP regime at 

power settings of 23123 and below, even 

though I only have the single-point EGT 

gauge. Do you think this is OK or not? 

Gas here is now $17 per U.S. gallon 

and rising fast. We are huning badly on 

this one, and Europeans are chasing the 

Jet Al engines very fast. Jet A I is $9 per 

gallon. Thi s fuel cost and the bad summer 

savaged GA. Those of us left just 

pay up and look happy, but our hours 

are falling. 

A: A CHT of2oo-210' C is not cause 

for alarm, especially in a shan climb. If 

the climb continues, the temperature 

will increase, so you may have to cli mb 

at a higher indicated airspeed to keep 

CHTs down. I suggest 120 KlAS for 

climbs except very shon climbs as you 

describe. Reducing propeller to 2,500 

rpm while remaining at full throttle is 

approved; in fact it's the "factoryapproved" 

method for the 10-550. 

Below 65% power, approximated by 

23"12300 rpm, even at peak EGT, temperatures 

should be low enough to avoid 

engine damage. The TCM and Beech 

manuals permit operation at any mixture 

setting that results in smooth engine 

operation below 65% power. You don't 

have to be running well ROP; use any 

setting you like. As long as you have no 

engine malfunctions (stuck valves, 

clogged injectors, etc.), using the oneprobe 

CHT and EGT wi ll suffice. 

An engine analyzer is invaluable 

ABS TECHNICAL STAFF & TECHNICAL ADVISORS 

for detecting minor engine discrepancies 

before they become failure events, 

so you should still consider adding an 

engine monitor (and learning to properly 

use it) as a safety device. 

Thielert engines are beginning to 

make inroads in the US, primarily in 

Diamond aircraft but also in a few retrofitted 

Cessna l72s and Piper Cherokees. 

Cessna has just announced it will offer 

diesel CI72s shortly, and may even discontinue 

looLL CI72s in two years. 

Thielert says it has no plans to develop a 

replacement engine for the Bonanza's 

mounting system; but there are always 

rumors, so we' ll wait to fmd out. - IT 

Send your questions to absmail@ 

bonanza.erg. One of the ABS technical 

advisors will be asked to respond. Be 

sure to include your ABS number. 

Neil Pobanz. ASS lead technical advisor, is a retired U.S. Army civilian pilot and maintenance 

manager. He is on A&P and IA with more than 45 years experience. 

Glen -Arl

TCM FUEL-INJECTOR SHROUDS: A deep-fluted socket is 

needed to remove and install injector nozzles without loosening 

up the shroud (Craftsman has one). The problem with the 

shrouds being loose is that it may change the spray pattern of 

the nozzle and can cause uneven fuel distribution. DO NOT 

EVER try to remove the shroud. The nozzle can be cleaned 

without the shroud being off. 

STARTERS FOR 520/550 ENGINES: On page 10454 of the 

October '07 issue in Neil's Notes, we mentioned that the lightweight 

starters are causing starter-drive problems and exempted 

the Skytec. We have since heard reports of problems with them 

also on TCM engines. They seem to work great on Lycomings. 

We recommend Delco or Presto lite original heavy starters. 

Much data is available from Niagara Airparts (800-565-4268). 

CO DETECTORS: There are several different levels of CO 

detectors available. The very simple Deadstop First Alert costs 

the least, but should be replaced after 30-60 days. Sources are 

Chief (800-447-3408); Wag Aero (800-558-6868), which also 

has a longer-lasting, more expensive one (18 months) called 

Quantum Eye; and Aircraft Spruce (877-477-7823), which has 

those, plus some more expensive electric ones. 

NOTE: Some electronic CO detectors were reviewed by Jack 

Hastings (pg. 9815, Sept '06) and Mike BlIsch (pg. 10068, Feb. 

'07) in the ABS Magazine (available on the ABS CD-ROM). 

REPLACEMENT ENGINE CO TROLS: We have heard of 

folks ordering engine controls, which seem to be two inches 

too short. Some people have added a homemade extension. 

This is not a good thing to do. If you can measure the old 

cables, order with that additional information. Routing and 

clamping variations can, of course, affect the length required. 

DRAINING FUEL INTO PLASTIC CANS: When draining a 

fuel cell into multiple plastic gas cans, there is potential for an 

electrical charge build-up. Cold, dry air makes a static charge 

build-up more likely. A copper-braided wire with clips to the 

airplane, a good ground, connection to the plastic can and an 

end of the wire down in the can into the gas prevents electrostatic 

charge. There have been fires in shops that did not use 

grounded gas cans. 

NOSE GEAR EXTENSION ROD END REPLACEMENT and 

inspection of rod interior for corrosion: We have been asked 

where we came up with 2,OOO-hour recommended inspection 

times. The Beech shop manual calls for that interval, which is 

supported by our survey of landing gear mishaps. It is not an AD 

or enforced by the FAA. Our history shows that it's cheaper than 

engine and prop overhauls that result from gear collapses. If an 

individual decides not to do it, or to just inspect the components, 

that's his/her own risk management decision. 

BARON HEATED WINDSHIELD PLATES: PPG Aerospace 

in Huntsville, Alabama, makes them for Hawker Beechcraft 

and, to my knowledge, you now have to go through Hawker 

Beechcraft to get a new one. They used to be repairable, but 

now there are no facilities repairing these plates. 

N ElL'S NOT E S 

Neil's Notes are from ABS Technicol Advisor Neil Pobanz unless otherwise noled. 

BELLY SOUND DEADENER: The original material used on 

the airplane belly skin for sound reduction was Vaponte 550 

from Anderson Prichard Oil Co. in Wichita. Some folks have 

used aerosol undercoat. We're not sure what chemical makeup 

that has and what effects it may have on the aluminum. 

ALTERNATOR WARNING LIGHTS: We continue to hear 

about a lot of alternator warning lights coming on while the alternator 

is still working OK. This tends to cause folks to ignore 

them and then miss the early warning of a true fault. The light has 

power to it and tests via a test button, which provides a ground 

for the light. In normal operation, a normally closed relay is held 

from providing a ground by the voltage from the stator of the 

alternator, which passes through a fuse in the line near the alternator. 

If the voltage goes away, the relay closes to ground and 

you get a warning light. High resistance in a connector, a blown 

fuse or a shorted wire will also give a warning light. 

PRECISION AIRMOTIVE STOPS SUPPORTING CARBURE 

TORS: Citing liability insurance premiums, Precision Airmotive 

has stopped supporting float-type carburetors used in carbureted 

Travel Airs. Precision was the only supplier of new parts for 

these carburetors. 

ABS spoke with Precision's Alan Jermer and learned this 

does not affect pressure carbureted E-series engines. Further, 

Jesmer reports his firm is exploring possibilities to resume f1oattype 

carburetor production with liability safeguards. 

In a letter dated November 1,2007, the company announced 

it "has seen its liability insurance premiums rise dramatically, to 

the point that the premium now exceeds the total sales dollars for 

this entire product line. In the past, we have absorbed that cost, 

with the hope that the aviation industry as a whole would be able 

to help address this issue faced by Precision Airmotive, as well as 

many other small aviation companies. Our efforts have been 

unsuccessful. 

"While we firmly believe that the product is safe, as does the 

FAA, and well-supponed by dedicated people both at Precision 

and at our independent product suppon centers, unfortunately the 

litigation costs for defending the carburetor in court are unsustainable 

for a small business such as ours. Therefore, as of 

November I, 2007, Precision Airmotive LLC has been left with 

no choice but to cease production and support of its float carburetor 

line." 

There are still sources of repair and overhaul of existing 

components as long as they remain serviceable. Contact ABS if 

you need to find a source. We also hope that some other firm will 

see this as an opponunity to provide new replacement parts for 

these carburetors. 

To help keep your current carburetor airworthy, it's more 

important than ever before to: 

• Avoid long periods of aircraft inactivity that may cause 

carburetor components to dry out. 

• Avoid any fuel with alcohol or ethanol content, which has 

been shown to be damaging to some carburetor components 

(fuels with alcohol or ethanol are not approved under auto fuel 

STCs). - TT 

@ 

Page 10547 www.bonanza.org ABS December 2007

Airspace, Airspace, Airspace! 

BY JOHN ANDRICK, NASHUA NEW HAMPSHIRE 

The rules concerning operation in various classes of airspace 

seem simple enough when you read them in the 

FARs, However, airspace is always a topic of lively concern 

at BPPP, and many of the pilots I fly with are not as proficient 

at understanding it as they should be, I'll try to clarify 

the basic requirements for operating in Class A, B, C and 

D airspace, 

The fo/loll'il/g lIz/onl/aiion is rele\'G/It for VFR f/ighlJ 

01/1,1: If you are operating in accordance with an IFR clearance. 

ATC will ensure you have the permission you need to operate 

in all classes of airspace (but you still must ensure compliance 

with any equipment or certification requirements), 

CLASS A used to be called Positive Control Airspace, I 

like the previous name, because it means what it says, This is 

airspace that, for the majority of the US, begins at 18,()()()' 

MSL The rule here is simple: You must have specific permission 

from ATC to operate there-either in the form of a verbal 

clearance as part of an IFR flight, or in the form of a Letter of 

Agreement. 0 VFR allowed, Enough said, 

CLASS B is established around airports that the FAA 

has decided warrant special operating procedures due to 

their large traffic counts or traffic complexity. Along with 

the equipment and certification requirements (FAR 

91.131), the important thing to remember is that you must 

get a clearance from ATC before entering Class B airspace, 

Until you hear the controller say, "cleared into I 

out of I through the Class B," or something sim ilar, you 

are not allowed to operate there, 

Class B violations are far more common than they 

should be, If you're operating close to Class B airspace. 

make sure you know where the boundaries are, 

I like to think of CLASS C airspace as a cross between 

Class B and Class D airspace, because it takes some requirements 

from each, Class C has the "upside-down wedding 

cake" look of Class B, it's usually smaller than Class B, and 

the rules require that everyone operating there is in contact 

with ATC. However. operating in Class C airspace does not 

require an ATC clearance, The rule says that you mu t establish 

COI/tac/ with ATC. and that's aiL 

Let's say you call the approach controller and tell himlher 

that you are 15 miles west. landing. with information Alpha, 

The controller replies, "Bonanza 12345, stand by," 

In this case, you have established contact, and you may 

legally enter the airspace, If, however, the response was, 

"Traffic calling approach, please stand by," then you have 

not yet established contact (by N- number), and may not 

enter the Class C. If you have establ ished contact and the 

controllers don't want you in the airspace. it's up to them to 

tell you to remain clear, 

CLASS D is the airspace around an airport with an 

operating control tower that is not served by Class B or C. 

Class D usually extends out to 5 nm from the airport, and up 

to 2,500' above the airport elevation, 

Unless otherwise authorized, you must establish contact 

with the tower prior to entry (like the Class C example above) 

and maintain communication at all times while operating in the 

Class D, The airspace only exists while the tower is in operation; 

it vanishes when a part-time tower closes for the night. 

It's important to know where the airspace boundaries 

are when operating VFR , It is a common misconception that 

ATC will coordinate passage through affected airspace when 

you are getting VFR radar advisories, Sometimes they do, 

but it is not a requirement, The regulations place that responsibility 

on the pilot, and you will be held responsible for any 

airspace violation, 

For example, at the recent BPPP clinic in Milwaukee, I 

was practicing the GPS RWY 19R approach at MKE wi th a 

cl ient. ATC's clearance was, "Maintai n VFR, cleared for the 

GPS runway 19R approach," 

The FIBSO intersection is the initial approach fix, and the 

approach procedure authorizes a descent to 2,900' after passing 

FlBSO, However, a careful look at the Gartnin 530 moving 

map revealed that FIBSO is inside the Class D airspace for 

Timmerman Field, The airspace extends to 3,200' MSL, so 

descending to 2,900' after FIBSO might have put us in 

Timmennan's airspace without permission. Since we were 

operating VFR, th at would have been our fault. 

Airspace can be more complex than it seems, and I' m 

sure the future will only bring more complexity, A pilot 'S 

best defense is to completely understand the operating and 

flight rules for each class and maintain continuous knowledge 

of hislher proximity to A, B, C or D airspace, 

John Andrick is an a ir traffic controller who has instructed with 

the BPPP for about 20 years. 

Established in 1983. the BeechcroH Pilo! ProfiCiency Program (SPPP) promotes aviation safety and is the mosl e~ectiv~ ~odel ~s pecific flight training available. 

Initial and recurrent programs ore available for Bonanzas, Barons, Trovel Airs and Dukes. There is also a Compo~ l~n CliniC for right-sealers. BPPP has been 

approved as a recurrent training program by virtually every insurance compony in the notion, See BPPP Clmlc schedule on pg, 10527,

POWERPLANT 1 02 

Our piston alfcroff engines converl chemlcot enelgY into mechanicat 

work, but waste two-thirds of the fuel's energy content in the process. 

In my ovember column about the four-stroke Otto cycle 

(suck-. queeze-bang-blow), I mentioned that our pi ston 

aircraft engines are not particularly efficient. It turns out 

that only about one-third of the energy contained in the 100LL 

we burn winds up getting to the propeller and doing useful 

work to propel us through the air. The remaining two-thirds 

gets lost between the fuel truck and the prop hub. At today 's 

fuel prices, that's pretty depressing. 

Where does the energy go? 

Let's do the lIIath. Consider a TCM [0-550-B Bonanza 

engine rated at 300 hp. [f the fuel system is set up properly per 

TCM SlD97-3C, fuel flow at maximum takeoff power is about 

26.6 gallonslhour or 156 poundslhour. How much chemical 

energy does that fuel provide? 

I DOLL is rated at a minimum lower heat value of 18,700 

BTUs per pound. To convert that figure into something more 

meaningful , (I) Divide 156 Iblhr by 3,600 seclhr to get .0433 

Ib/sec; (2) mu ltiply by 18,700 (the thermal content of 100LL in 

BTU/lb) 10 get 810 BTU/sec; and (3) multiply by 1.414 (the 

horsepower equivalent to one BTU/sec) to get 1,146 hp. 

Does this meallthat Illy Bonanza engine consullles 100LL 

lVith therlllal energy equivalellIlo 1,146 hp and yet produces 

only 300 hp of Olllplll power? 

Yes, unfortunately, that's exactly what it means-and that 

works out to be a miserable thennal efficiency of 26%. 

Good grief! Should an [0-550 really be drinking this 

much fuel? Well, we can calculate that, too: 

(1 ) At takeoff power, the engine is turning at 2,700 rpm. Since it's 

a four-stroke engine, each power cycle requires two crankshaft revolutions. 

Therefore, the engine is operating at 1,350 power cycles per 

minute. 

(2) The displacement of the engine is 550 cu. in ., or 0.32 cu ft Due 

to induction system tosses, however, the engine's volumetric efficiency 

is only about 85%, so it in hates only about 0.27 cu ft of air per power 

cycle. 

(3) Mu ttiplying 1,350 power cycles per second times 0.27 cu. ft. of 

air per cycle, we calculate that the engine should inhale 365 cu ft/min. 

of air. 

(4) Sea-level air under standard atmospheriC conditions weighs 

0.07651bs per cu It. Therefore, the engine breathes 27.9lb/min of air. 

(5) 8est power mixture requires an air-fuel ratio of about 12.5 to 1 by 

weight. Dividing 27.9 by 12.5, we get a fuel bum of 2.231b/min of fuelor 

multiplying by 60, we get 134 Ib'-"'r or 22.3 goVhr calculated fuel flow 

at best power mixture. 

The actual book fuel flow figure of 26.6 gallhr or 156 

Iblhr is higher than this calculated value because of the unusually 

rich mixture required to provide adequate detonation margins 

at full takeoff power. 

How about LOP? 

Surely engine efficiency is much better at cruise power 

settings wi th aggressively lean mjxtures, right? 

Consider this: An [0-550-B engine running at 65% power 

and operating LOP uses about 13 gallhr or 78 Iblhr. 

To find the kind of thermal efficiency that represents, we 

can repeat the calculations by: ( I) Dividing 78 Iblhr by 3,600 

seclhr 10 get .02 17 Ib/sec; (2) multiplying by 18,700 (the 

thermal content of avgas in BTUllb) to get 405 BTUIsec; and 

(3) multiplying by 1.414 (the hp equivalent to one BTU/sec) 10 

get 573 hp. 

So even at LOP cruise, the [0-550-B consumes 573 hp 

worth of go-juice to produce 195 hp (65% of 300) for an 

effic iency of about 34%, That's a little better, but certainly 

nothing 10 crow about. 

Why so wasteful? 

Here's one breakdown of efficiency losses (from 

PeJiormallce of Light Aircraft by John T. Lowry, Ph.D,): 

• 0110 cycle efficiency-the thermOdynam ic efficiency of a 

four-stroke internal combustion engine is limited by the compression 

ratio (i,e, the ratio of cy linder volumes as the pi ston 

moves from bottom dead-center to top dead-center). The higher 

the compressioll ratio l the greater the efficiency. 

For an [0-550-B with a compression ratio of 8.5: I, the 

Otto-cycle efficiency works out to about 57,5%. 

• Volumetric efficiency-As mentioned earlier, the abi lity of 

the engine to breathe in its full theoretical displacement of air 

during each power cycle is restricted by a variety of pressure 

losses at various points in the induction system- its air filter, 

throttle body, intake manifold and intake valves. 

For most of our engines, volumetric efficiency is around 

85%, bringing total efficiency down to 57.5% x 85% or 49%. 

• Mixtllre losses-Optimum fuel efficiency occurs at very lean 

mixture settings (the so-called "best economy" mixture) with 

an air-fuel ratio in the vicinity of 18-to-1 by weight. Best 

economy mixture occurs very LOP, however, and most pilots 

don't operate that lean, ( at to mention that many engines 

won't run smoothly that lean,) 

Many pilots operate rich of peak EGT in the vicinity of 

best-power mixture, at an air-fuel ratio around 12.5-to-l, 

which provides a fuel efficiency that's only 70% of optimum. 

Even if you operate slightly LOP (let's say at an air-fuel ratio 

of 16-to- I), your efficiency is just 89% of optimum, and that 

brings total efficiency down to 49% x 89% or 44%. 

• Mechallicallosses-Friction losses involving the reciprocating 

and rotational parts inside the engine consume a significant 

amount of power that could otherwise be delivered to the

propeller. Mechanical efficiency varies with engine speed 

(lower losses at lower rpm), but is typically around 88%. 

bringing total efficiency down to 44% x 88% or 38%. 

• AccessOl)' losses-A certain amount of engine power is consumed 

driving accessories such as magnetos. fuel pumps, 

alternators, vacuum pumps. hydraulic pumps. air conditioning 

compressors, etc. Figure this robs 5% of the remaining power, 

bringing total efficiency down to 36%. 

• Other losses-This includes a grab-bag of other ineffi ciencies 

including blow-by past the piston rings, unburned 

hydrocarbons in the fuel, humidity in the air, backpressure in 

the exhaust system and so forth. Figure another 5% loss, 

brillgillg total efficiellcy dowlI to 34%, which agrees with our 

earlier figure for an 10-550-B at 65% LOP. 

Thermal and chemical losses 

A quite different analysis (from POlVer Plallls for Aircraft 

by J. Liston) analyzes the various thermal and chemical losses 

suffered by a piston aircraft engine. 

We've already seen that an internal-combustion engine is 

incapable of converting all the heat of combustion into 

mechanical energy, limited primarily by its finite compression 

ratio. The rest of the heat of combustion, as we ll as a small 

amount of additional heat generated by friction, is lost through 

the engine's exhaust and cooling systems. 

There are also some chemical losses. In theory, the combustion 

of pure hydrocarbon fuel at stoichiometric mixture 

should produce nothing but carbon dioxide (C0 2 ) and water 

(H 2 0). In reality, however, there's always some sulfur in the 

fuel, which is transformed by combustion to sulfur dioxide 

(S02) and sulfuric ac id (H 2 S0 4 ), 

If the mixture is a bit on the rich side, the exhaust also 

contains carbon monoxide (CO) that results from incomplete 

combustion, as well as some unburned carbon particles and 

some methane gas (CH.). Here's how Liston breaks this all 

down: 

FUEL ENERGY - 100% 

Exhaust - 51.6% 

Heat· 47.0% 

Chemical - 4.6% 

CO - 3.1 % 

Exhaust 

CH r 1.5% 516% 

Other thermal · 12.2% 

Conduction to air - 7.2% 

Conduction to oil· 1.6% 

Radiation and misc. - 3.4% 

Mechanical - 36.2% 

Friction losses ·4.3% 

Brake horsepower output - 31 .9% 

Mechanical 

362% 

Aga in, this fi gure agrees pretty well with our earlier 34% 

figu re for the 10-550-B at 65% LOP cruise. 

Areas of potential improvement 

• OttO cycle efficiellcy-As we've seen, the basic thermodynamic 

efficiency of an internal combustion engine is a functi on 

of compression ratio. Unfortunately, high-compression 

engines have traditionally required high-octane gasoline to 

avoid detonation, and high-octane gasoline is fast becoming 

unobtainable because of the campaign to el iminate tetraethyl 

lead (TEL) from avgas. 

Consequently, the trend in recent years has been toward 

lower compression ratios that are compatible with low-lead or 

unleaded fuel. While this may be wonderful for the environment, 

it sure doesn't help the thermodynamic efficiency of our engines. 

One bright light on the horizon is the prospect of moving 

from fixed-timed magnetos to sophisticated, computerized electronic 

ignition systems capable of protecting engines against 

detonation by varying ignition timing. The incorporation of 

variable ignition timing and detonation sensors should permit 

the use of higher compression ratios even with unleaded fuel. 

It may take a few more years before any such systems 

make it through FAA certification, but the prospects for 

improved efficiency are significant . 

Even more exciti ng is the recent advent of certificated 

diesel engines for piston aircraft, notably the SMA 305-230 

and the Thielert Centurion 1.7 and 2.0, which run on Jet A and 

have 18: I compression ratios that offer much greater thermal 

efficiency than any spark-ignition gasoline engine. 

• Volumetric effiCiency-Smail improvements in this area are 

possible through the use of tuned induction systems, large 

intake valves, venturi-style valve sealS, ram recovery airscoops 

and turbocharging. Auto engines have even gone to multiple 

intake valves per cylinder, but the weight and complexity 

might make thi s impractical for aircraft engi nes. 

• Mixture losses-Major strides have already been made in this 

area, partially through pilot education to encourage the use of 

lean mixture settings, and through improvements to engine 

instrumentation and mixture distribution to facilitate operation at 

or near best economy mixture (i.e. considerably LOP). 

• Mechanical losses- The biggest thing that can be done to 

reduce mechanical losses is for pilots to cruise at low rpm and 

high manifold pressure, rather than vice versa. Small additional 

gains are possible through the use of high-lubricity synthetic 

oil to reduce fri ction losses, but the leading all-synthetic oil 

(Mobil AV I) was pulled off the market due to its inabi lity to 

control lead deposits. When the lead is ultimately removed 

from avgas. all-synthetic oils may come back in favor for 

piston aircraft engines. 

• AccessOl)' losses-The conversion to electronic ignition 

systems may also provide some small benefits by eliminating

the mechanical losses involved in driving dual magnetos, 

although this may be panially offset by the requ irement for 

electronic-ignition engines to have dual alternators. The trend 

toward all -electric airplanes with no pneumatics or hydraulics 

may also help slightly. 

Don't expect any miraculous improvements of large 

magnitude, but every little bit helps, 

For now, the best thing you can do to improve efficiency 

is to lean aggressively (considerably LOP, if feasible) and to 

cruise at low rpm and high MP rather than vice versa. In the 

foreseeable fu ture, funher improvements may be possible 

through the use of variable-timing electronic ignition systems 

and installation of higher-compression pistons. 

Efficiencies in the area of 40% are possible, but don't 

expect much more than that, at least not any time soon. 

E-mail questions to. 

Mike Busch has been a p ilot for more than 40 years and 7.000 

hours, an aircraft owner and e FI for more than 35 years. and an 

A&P/IA, Hundreds of his oviation-related technical articles have 

been published. In 1995. he cofounded AVweb, serving as its 

editor-in-chief for more than se\len years. Mike conducts weekend 

~ Sowy Owner Seminars· focusing on better aircraft maintenance 

while spending a lot less. www.sawyaviotor.com. 

In one information-pocked weekend. Mike Busch (A&P/lA) can 

teach you to: Make smarter decisions about engine overhaul. cylinder 

replacement and other high-ticket items • Communicate confidently 

with your A&P or maintenance shop ' Drastically reduce surprises, downtime and 

aggravation • Cope with mechanicals that occur away from homebase • Fly a safer, 

more reliable aircraft while saving literally 

S l ,OOOs on parts and labor, year after year. 

Feb 23-24 

Apr 26-27 

May 3-4 

Austin, TX (AUS) 

Norfolk, VA (ORF) 

Ch icago, Il (MOW) 

May 31 -Jun 1 los Vegas, NV (VGT) 

You'll receive a $50 early sign-up discount 

if you register at least 45 days before the 

closs storl date. If you register early and 

have to cancel. your fee will be refunded or 

transferred to another class. View furlher 

details and comments from previous seminar 

graduates at www.savvyaviatar.com or 

1-702-395-8109. 

GENERAL AVIATION NEWS 

--- .. ---.-- ...... -- -.-~~ ----------- ._- -- - - - - .- - - - - - 

NEW LORD SHIMMY DAMPER 

Lord Corporation announces a 

new STC'd shimmy damper for all 

models of Ihe Bonanza and 

Boron. available through Lord distributors 

starting in December. 

The new damper (PIN SE-1 076-1 ) 

provides consistent damping without 

maintenance or the use of 

hydraulic fluid. Since it cantoins no 

fluid. it cannot leak and will lost 

eight to 10 yeors without service. 

For information, see WW'W. 

lord.com or call 61 4-873-6706. 

ALTE RNATOR CONVERSION KITS 

Plane Power. ltd. announces a 

new line of conversion kits that 

replace older heavy generators 

with factory-new Plane Power 

alternators. They ore the lightest 

certified alternators available. 

reducing aircraH weight by at 

least seven pounds on singleengine 

installations and at least 

14 pounds on twin engines. Each 

alternator is precision-balanced. 

redUCing vibration and extending 

service life. 

croH. The canversion kit includes a 

voltage regulator. mounting brockets 

and hardware required for most 

installations. For more information, 

visit www.plone·power.com or 

call. 877-934-5700. @ 

Page 10551 

Plane Power alternators feature 

dual cooling fans. allowing 

them to run at significanlly lower 

temperotures than generators or 

even traditional heavyweight 

alternators. They also feature builtin 

noise filtration requiring no 

additional external noise filtration. 

Plane Power. ltd. generator-toalternator 

conversion kits arewith 

a limited two-year worronty- 

STC-certified to replace beltdriven 

generators on most singleengine 

and twin-engine Beechwww. 

bonanza.org 

ASS December 2007

Mark Polloei and his 2007 G36. 

Ialways admired the Bonanza. The 

quality of the fit and finish reminds 

me of a Mercedes. r flew a Mooney 

Ovation for a while and it reminded me 

of a Porsche. My Cessna 1'206 was a 

great SUV, but lacked the fit and finish 

you'd expect when making a half-million-dollar 

purchase. 

r knew that one day I would move 

up to the Bonanza, So when Raytheon 

reduced the price of the G36. r took 

advantage of the situation. My friend 

Gene also placed his order for a new 

G36. This was in February. 

One beautiful spring day in May. I 

drove my motorcycle into Manhattan to 

the BMW dealer because I was selling 

the bike. I was dressed in a grey suit that 

matched the bike and I felt like I was 

touring Europe. But that's one of the 

last things I remember. 

On the way to the dealership. I collided 

with a van, and the next thing I 

knew I was in the hospital. I woke up 

not being able to speak or move, with 

my son in the room telling me that I had 

been in a motorcycle accident. I had 

fractured my pelvis and ruptured my 

bladder. I was in the hospital for six 

weeks 

I was not sure I was going to be 

able to fly again, and I knew I had just 

committed myself to a very large purchase. 

To make the pressure even worse, 

I had sent Tornado Alley Turbo a large 

deposit on a turbocharger. oxygen and 

tip tanks. 

Byron Severson of Beechcraft told 

me not to worry aboUl the plane, that 

Beechcraft would do whatever it takes 

and that my health was to come first. I 

phoned Tim Roehl at Tornado Alley and 

explained how uncertain everything 

was. Tim sent my full deposit back-no 

BS, no restocking charges, just good 

wishes to get better. 

I decided to leave the order stand 

for the plane. Byron made a bad situation 

easy to deal with. He went out of 

his way to make sure I was given updated 

photos of my plane being built and 

just could not have been more helpful. 

I was unable to take delivery of the 

plane at the same scheduled time with 

my friend Gene, and unable to attend 

Flight Safety together as we had planned, 

I wa not sure how I was even going to 

take delivery. Byron had the plane delivered 

to Caldwell, New Jersey (COW). 

After almost three more weeks, I 

was able to take the plane home with 

Byron as pilot in command. I wish him 

good luck, as he is relocating to Europe 

to sell planes for Beechcraft. 

My insurance company said I had 

to get a checkout with an instructor. On 

the BPPP website (www.bppp.org) I 

found a couple of instructors in my area, 

one being Paul Gretschel. 

[ learned something new with Paul 

while having fun at the same time. The 

cockpit is a hard environment to learn 

in, but Paul has a calm but direct way of 

teaching and I felt very comfortable 

with him. I plan on working with him 

some more. 

I am having the turbonorrnalizer 

installed, along with TKS ice protection, 

at Shoreline Aviation with Ed 

Novak. I hope J.L. Osborne gets its tip 

tank STC for the G36 soon. That will be 

the last modification. @ 

ABS December 2007 

www.bonanzo.org 

Page 10552

In Ihe Oclober issue, Jim Keepkie reported on ordering and taking delivery 

of his new G36 from the Hawker Beechcroft factory in Wichita, 

Kansas. In this article, he tells about the ftighl from Wichita to California, 

and the ferry flight to his home In Australia He also Includes additional 

information about the G36 gloss cockpIt. 

Cur down under G36 J 

Part II 

BY JIM KEEPKIE, SYDNEY, NSW AUSTRAliA 

M 

y son James and I left Beech Field in Wichita on 

Monday, 21 November 2005, accompanied by a 

Raytheon pilot who helped with radio procedures, 

We took off in good conditions for flight in VMC to Torrance 

(Los Angeles) with stops in Dalhart, Texas, and Deer Valley 

Airport in Phoenix, Arizona, Total time: 7, I hour~, On landing 

in Torrance, we were met by Lyn Gray, the ferry pilot/instructor 

assigned to us by the ferry firm of Clamback & Hennessy, 

One disappointment on our flight from Wichita to 

California was that we did not fly over the Rockies in daylight. 

Approaching winter, the snow would have been everywhere 

and it would have been a beautiful sight. But it was a dark 

night, and when we saw the beautiful lights of the towns and 

cities in the western states of America, we understood why 

they have such a huge population, 

The lights of towns were everywhere on the route, the 

cities huge and generally very pretty, On two occasions, we 

were required to fly for an hour at a time at 12,000' for terrain 

clearance, Because we were running-in the engine, I wanted 

to fly the aircraft at no more than 8,000' at full power and 

2,450 rpm, 

Controllers did everything they could to keep us at the 

lowest altitudes for as long as possible until terrain clearance 

required us to climb, As we were handed over from centre to 

centre, they had Obviously discussed our flight and assisted us 

wherever possible, 

The FBOs in America are very efficient. We had prearranged 

for the Dalhart fuel man to wait for us, but in Phoenix 

and Torrance the FBOs operate 24 hours, As you taxi in, a car 

comes out to meet you with yellow lights flashing, The base 

frequency is illuminated on top of their vehicle, together with 

an invitation to join them in the customer-friendly lounges 

whilst you refuel and refresh, This is a great system and obviously 

can only work when you have many aircraft and pilots 

flying and government supporting general aviation as they do 

in the US, 

We spent a day in Torrance while the FBO installed the 

fuel bladder and HF radio, which Lyn Gray had brought over 

from Australia, We pulled out both rear rows of seats and all 

the carpet and sent them back by FedEx to Bankstown, 

Installation was completed in a day without any trouble whatsoever. 

The long-range tank was plumbed into the pon wing 

tank through the fuel-strainer drain, 

After successful testing, the aircraft was ready to fly to 

Santa Maria, California, for our takeoff to Hilo, Hawaii, We 

were concerned about the headwinds between Santa Maria and 

Hila that were averaging 15- 16 knots, We waited for five 

nights, wishing the winds would change, but in fact, they 

became stronger. 

I got frustrated, but Lyn was patient; she had experienced 

such conditions before, I decided James and I would take a 

commercial flight home and wait for a change in the weather 

pattern, Lyn filled in her time by going to Wichita to complete 

King Air training at FSL 

.. :. 

•· , 

, 

• 

The flight to Hilo, Hawa ii 

After two weeks. I returned to Santa Maria and met with 

Lyn for our flight to Hila that took 12,6 hours with as-knot 

average tailwind, Flight planning requirements were two hours 

fuel reserve as a minimum on arrival in Hila, When we refueled, 

our calculations proved to be very accurate; we had in 

excess of three hours fuel left after the 12,6-hour leg, 

I had previously discussed with Lyn that if the need for me 

to go to the toilet was there, I had a bottle, But she would have to 

wait until the fuel bladder was sufficiently reduced so she could 

climb across it to the back of the aircraft where we had a bucket. 

I think it must be a state of mind, because neither of us 

had any need to use the toilet whilst we were flying. In fact, 

even when we arrived at our destinations each flying day. neither 

of us was busting to go, I made sure my fluid intake was 

minimal overnight and whilst I drank water during the entire 

journey, it was only little sips to wet my mouth, 

Our arrival in Hilo was in heavy showers and the aircraft 

got wet for the first time, The next day we rested and early the 

Page 10553 www,bonanza,org ABS December 2007

following morning we traveled south to Christmas Island. a 

short flight of only seven hours. 

Ray Clamback from Sydney submitted the flight plans for 

us, and their professional approach to these very demanding 

flights was evident. We had no problems whatsoever on any 

leg with any flight service, including the Fijian and French 

sectors. For example, when we arrived at Christmas Island, the 

refueler told me their fuel dumps are made every five months, 

and if you did not arrange for fuel in advance, there would be 

none available and we would have to wait until the next fuel 

dump! Thanks to Clamback & Hennessy, no problems were 

experienced on our entire journey. 

Christmas Island is one of a chai n of some 2,()()() islands 

stretching more than 2,()()() miles. It was a military base during 

WW[] with a massive long runway, manned by a flight service 

unit and staffed by the local population. I believe that there is 

only one commercial flight per week. It is not a place you visit 

by choice unless you are a game fisherman, and apparently 

many Americans come to the area for that. 

Off to Pogo Pogo & Tontouta 

The next day we traveled to Pago Pago in American 

Samoa, another "short hop" of 7.9 hours. Pago Pago was 

bustling with a number of commercial fl ights coming and 

going. The amuence of the island (American money) was very 

apparent. I was nervous when we had to park the aircraft close 

to the freight terminal , worried that fork lifts would damage the 

aircraft, but my worry was not justified. 

We departed the next morning for Tontouta, the major airport 

in Noumea. This flight of 9.7 hours was the most interesting 

leg. We tracked directly over Nadi in Fiji and we flew 

over numerous islands and reefs of the Fijian archipelago. It 

was the only time we saw a few boats. 

At Tontouta we cleared customs and in spite of our apprehension 

about dealing with the French authorities, everything 

went super smooth. The French were most cooperative. We 

cleared customs, immigration and agriculture, then flew from 

Tontouta to Magenta about 15 minutes away to refuel. Tontouta 

has not carried avgas for some years because of "safety" issues. 

Off to Coolangatta and home 

We returned from Magenta to Tontouta for the night and 

the next day departed for Australia's Gold Coast, a flight of 5.4 

hours with only one hour in IMe. During the rest of the flight, 

we ducked and dodged the cumulus buildups, but we were 

unable to do so on the final leg. 

We were met on arrival at Coolangatta by Australian customs, 

immigration and agricultural people. Nter a quick 

inspection and my confirmation that the GST (tax) was paid, 

we departed for Bankstown. 

I had not felt any euphoria upon arriving at Coolangatta, 

but I did later at Bankstown airport where we arrived after our 

flight of2.7 hours into a headwind. I felt this whole experience 

had been a real achievement for me. But I must be getting se n 

timental, because when I stood on the wing and saw my wife 

Linda, and family and friends, I must say, I was glad I had my 

sunglasses on. 

Our total time from taking delivery in Wichita to Bankstown 

was 53.7 hours. of which 45.7 hours was crossing the Pacific. I 

would do it again, but I doubt I will buy another new aircraft, and 

I don't plan on being a passenger in somebody else·s. 

AUTHOR 'S NOTE: I changed Ihe oil and jilrer in Torrance 

from Ihe Conlinemal-supplied rtlslproojing oil to synthelic. On 

arrival in BankslolVn, I again changed oil and jilrer and have 

maimained Ihe sylllhelic oil for Ihe lime being. Oil conslllnplion 

has stabilised, IVhich Ilhink is reflecrive of Ihe nll1ning-in 

process Ihal l condUCled exaclly by Ihe book. 

More about the G3B glass cockpit 

The G 1000 features fwa displays; one 

primary-function display (PFD) and fhe 

other a multifuncfion display (MFD). The 

PFD displays the flight-director command 

bors. system annunciafians and alerts. 

pilot-selectable references and flight information. 

The MFD contains fhe dedicated 

aufamatic flight control sysfem (AFCS) keys 

and GPSlnavigatian canfrols. The displays 

communicate with each other 

through a high-speed data buss. In the 

event of a screen failure. the critical information 

is transferred to the other screen. 

They call this the reversionary mode. which 

can also be selected manually. 

Two alternators supporting fwa botteries 

power the electrical system. Standby 


www.bonanza.arg 

Page 10554

analogue instruments are standard 

and include airspeed indicator. vertical 

speed indicator and oHitude 

indicator. The standby oHitude indicator 

has its own sealed boHery 

independent of the other two botteries 

but is charged by buss 1 . 

An excellent feature is the 

control wheel steering (CWS) that 

allows me to hand-fly the aircraft 

without disengaging the autopilot. 

Other equipment includes 

the traffic information system 

(lIS). which is only available when 

the aircraft is within the service 

volume of a TIS-copoble terminal 

radar site. Currently. there is no 

capability for my TIS system in our 

Australian system. This will be corrected 

with the introduction of 

ADS-B. 

The training aircraft at FSI was 

equipped with the SkyWotch traffic 

advisory system (lAS) and that system 

was certainly efficient and 

informative. The WX500 Stormscape 

displays lightning data on 

the navigation page of the MFD. 

OTHER SIGNIFICANT FEATURES' 

• GMA1347 - Installed between 

the MFD and PFD. This unit integrates 

the nov/com. intercom and 

marker beacon controls. 

• GIA63 - There are two GIA63s. 

These are the main communication 

hubs linking all line-replaceable 

units (LRU) with the PDF and 

MFD displays. This is the heart and 

soul of the system and each 

GIA63 contains a GPS receiver. 

VHF com/nav/GPS receiver and 

are paired with respective displays. 

They ore not paired together 

and do not communicate with 

each other directly. Each GIA63 

also contains the automatic flight 

control system (AFCS) software. 

which controls the flight director. 

• GRS77 - This is on aHitude and 

heading reference system (AHRS) 

that provides information to the 

GlOoo displays and GIA63s. 

• GMU44 - This unil measures 

local magnetic field information 

and is used to determine aircraft 

magnetic heading. 

• GDC74A - This air data computer 

processes information from the 

pitot/static system as well as the 

outside temperature sensor and 

provides pressure altitude. air 

speed. vertical speed and OAT 

information to the G 1 000 system . 

• GEA71 - This unit receives and 

processes signals from the engine 

and airframe sensors. These 

include engine temperature and 

pressure sensors. fuel measurement 

and pressure sensors. 

• GTX33 - This solid-state Mode-S 

transponder provides Modes A. C 

and S operation. The transponder 

is controlled through the PFD. 

• SA 81 AFCS Servos - Four servos 

ore used to control pitch. roll. pitch 

trim and yow. 

• The Garmin autopilot (GFC 700) 

is a digital AFCS fully integrated 

with the G 1000. The GFC 700 has 

three main operating functions: 

Flight director. autopilot and yow 

damper. Any loss of a GIA63 

results in the loss of the AFCS. The 

dedicated AFCS keys are located 

on the bezel of the MFD. 

The flight director has numerous 

pitch modes: Pitch Hold. 

Altitude Hold. Vertical Speed. Flight 

Level Change. Glideslope and Go 

Around. Roll modes include Roll 

Hold. Heading Select. Navigation. 

Approach and Go-Around . The 

autopilot follows commands from 

the flight director. It has both automatic 

and manual disconnects. 

@ 

-!!~!~rs.:.~.RON 

ARNOLD. Big 

Conoe. Georgia. eorned 125 

points for attending 11 hours of ABS 

Convention seminars. two ABS Tent Topics 

at AirVenture. and for completing six AOPA 

online courses. 

STEVE SPANG. Lakeville. Minnesota. completed 

BPPP. the King Schools Gorm in 

G 1000 DVD and Introduction to Radar 

online course. three AOPA online courses 

and FAA's Multiengine Safety Review. for a 

total 140 points. 

ROBERT BRANN. Jensen Beach. Florida. 

earned 120 points with BPPP and five AOPA 

online courses. Robert has also recently 

earned the FAA's Wright Brothers Award for 

50 years of occident-free flying. 

PERRIN YOUNG, Raleigh, North Carolina. 

earned 120 paints with FAA WINGS Level 

11 . eight hours of ABS Convention seminars 

and four AOPA online courses. 

MARK MILLIS. Richmond. Texas, returned to 

flyi ng after 26 years with his Complex and 

High Pertormance endorsements. FAA 

Wings Level 1. King Schools' Practical Risk 

Management OVD and his mulliengine 

checkride. for 190 poi nts, 

ERNIE GANAS. Novato. California, earned 

115 points for completing BPPP and nine 

hours of ABS Convention seminars. 

MARK DEAN, Fresno. California. eorned 120 

points with on FAA type rating and three 

AOPA online courses. 

DAVID WAGNER. Bedford. New Hampshire. 

earned 100 points by completing BPPP 

and three AOPA online courses. 

ERIC WEGENER. Ridgeland. Mississippi. 

completed BPPP and three AOPA online 

courses. for 100 paints. 

LEVEL 2 ASS AVIATORS: 

(47 MEMBERS HAVE EARNED LEVEL 2 STATUS) 

GARY STRONG. Blaine, Minnesota, earned 

100 points with BPPP and three AOPA 

online courses. 

SCOTT ADAMS. Bodega Boy, California. 

eorned 130 points With FAA WINGS Level 

4. six AOPA online courses and six hours of 

ABS Convention seminars. 

MARK MILLIS. Richmond. Texas. amassed 

200 points by eorning his multiengine IFR 

rating. completing BPPP and separately 

earning Level 2 of FAA WINGS. 

GARY DAVIS. Songer. Texas, earned 100 

points with FAA WINGS. the Savvy Owner 

seminar and three online courses. 

GEORGE WARREN. Oak View. California. 

earned 11 0 paints by completing BPPP 

and four AOPA online courses. 

For information on how to partiCipate, go to the ABS homepage www.bononza .org and click on The ABS Aviator Progrom. 

(Listed in the lower right corner in the Of Note section.) 

Page 10555 www.bonanza,org ABS December 2007

PASS IT ON 

Afew months ago I hit the smoking issue pretty hard 

in this column. I realize I was probably preaching to 

mostly innocent ears, as I noted very few smokers 

during the ASS Convention in Wichita. Congratulations, and 

thanks to those who have suffered with the add iction and 

whipped it! 

At risk of beating the subject to death, I must mount my 

soapbox once more on that subject. This message is to all the 

parents and- noting the average age of ABS membersgrandparents 

out there. 

I recently took on a part-time assignment in Kentucky to 

help an office that needed a physician after one of their doctors 

was injured in an auto accident. I have enjoyed thi s work 

that took me back to the area of my childhood and teen 

years. 

Early one morning while I was doing my running exercise 

through the town, I found a nice route that moved 

lOward the local middle and high school through a little park 

with walking and jogging paths. As I ran in the cold, early 

morning air, I approached a lone fi gure sitting on a bicycle 

on the path ahead. 

At first I thought the person had been exercising and 

was breathing hard because I thought his breath was condensing 

above his head. But as 1 came closer, I realized the 

cloud was too large for just cold air condensation- it was 

smoke. I passed the youngster, who appeared to be 13 or 14 

years old, puffi ng away there, getting a last cigarette before 

going on to school. 

I have had many patients through the years who laughed 

when 1 asked, "How old were you when you started smoking?'" 

Many times the answer was 13 or 14 or 15. In the years 

before we truly understood the terrible impact that the habit 

has on one's lifelong health, it was considered funny or even 

a badge of early manhood or womanhood to start the habit at 

such a young age. We know better now. 

If you have a relationship with a child, grandchild or 

even a young person who admires you as a pilot, you just 

might be the influence that could move them away from the 

habi t. I remember John Miller, ASS member and pilot emeritus, 

saying to me many times: "I did not smoke because I 

knew pilots had to have good lungs." (And John will turn 

102 on December 15.) 

Hey, if you have a youngster who is interested in flying, 

you're positioned with an excellent lever to influence behavior. 

Tell him or her that pilots should have good lungs (as 

sho uld all persons in all occupations, of course). Use the 

opportunity to make the point that smoking is not a good 

idea. 

Charles S. Davidson, M.D., holds board certification in family 

medicine and emergency medicine. He has been an aviation 

medical exa miner since 1978 a nd serves as a senior AME . He 

holds a commercial pilot license with mulfiengine and instrument 

rating . He is on active pilot using general aviation for 

business and pleasure for 23 years and is also on the ASS 

board. He flies an A36. 

This column is intended os general information only for the ABS 

membership; it should not be construed as providing medical 

advice or creating a doctor-patient relationship. Consult your own 

doctor for personal advice or your AME for aeromedical advice. 

AlS Magazine 2008 Editorial Calendar: Things to write about 

You are invited and encouraged to submit articles oboul the subjecls listed here or other aviation 

topics you feel would be of inlerest and benefit 10 your fellow ABS members. Send your 

article to obsmoil@bononzo.orgormoil toABS Magazine. PO. Box 12888. Wichita. KS 67277. 

Engine overhaul checklist: Queslions I wish 

I'd asked my averhouler 

Thunderstorm strategies for spring and 

summer 

Dffuol nt 

Inflight emergencies:Whot happened. 

wholl did. wf\ot I Wish I hod done differently 

Turbo upgrades. Options. periormonce 

vs cost 

Dpnr m~ b 

Formation flYing: Rewords worth the risk? 

My preflight weather-briefing technique 

.Y1adl'~ " I 

Has WAAS really changed the way I fly? 

Practicing tokeoffs and landings: 

How I fly lhe paNern 

DAadlin AI rli ' 

Preparing for Oshkosh: Planning the flight. 

what to fake. what to do once I m there 

En route weather updates: My strategies for 

VFR and IFR 

Of ,,, 101-. 

I learned oboul flying 8eechcroft from .. 

Do-it-yourself inleriors 

Dfldl J me I

GOING 18 

BY LLV McBRIDE WOODLAND HIL S. 

The story of my Y35B was waiting 

in the queue for consideration as 

an ABS Magazine cover and 

Beechcraft of the Month. In the 

months leading up to AirYen tu re 2007 

and the annual Bonanzas-to-Oshkosh 

fo rmation flight, I had spent more than 

$80,000 in new upgrades, stroking the 

10-520 into a fire-breathing 10-550 

with polished intakes, three-angle valve 

seats and the Atlantic Aero tuned stainless 

steel exhaust headers. I was like a 

proud papa bragging about his kids. 

Other Bonanza lovers would surely 

drool with envy over my sheet-metal 

mi stress. 

But fate stepped in and changed all 

that. One minute I am lined up on the 

runway at Rockford, Illinois. with 103 

Bonanzas and six Barons, roaring into 

the ski es to celebrate the 60th 

Beechcraft an niversary at Oshkosh. 

Fifteen minutes later, my Baby Doll was 

sputtering and wheezing her way down 

to a nameless cornfield in northern 

Illinoi s, sHding to a stop in a green wave 

wi th cornstalks stuffed into every possible 

opening and crack. 

The unfortunate part of this almostglorious 

story is that, although I made it 

to Oshkosh to be with the illustrious 

B20sh bunch. it was behind the wheel 

of a Hyundai ! 

ing up and down and side to side as we 

leveled off at about 3,500' and 120 

knots. Too bad this was not the most 

dramatic part of the story. 

Even before what some say was my 

tragic mi stake, I had the sense that my 

new engine, with only 37 hours after 

overhau l, didn't like the idle-to-full 

throttle excursions that are part of formation 

flying. After a few minutes at 

3,500' MSL (2,700' AGL), I noticed the 

EGT on #4 was a little over 1200° F, 

somewhat cooler and richer than what 1 

presumed was best power. 

ot even thinking about it, I reflexively 

dialed back the mixture a few 

turns and watched the temperature rise 

to 1,325° F, a temperature that was easily 

100° rich of peak from normal 

flights that exhibited peaks on #4 at 

1,490° F at 5,500 MSL. Nothing was 

particularly unusual at this point, and 

the engine didn't run rough or have any 

problems when 1 leaned it. 

About five minutes later, during a 

fu ll-thronle excursion, the engine stumbled 

and then recovered, immediately 

alerting me to validate my sense that 

something with the engine was amiss. 

When 1 looked over at the GEM 610 

engine monitor, the temperature on #4 

was down to 1,190° or so and 1 thought 

that it was running too rich or had just 

Page 10557 

Ta~lng oil Irom Roc~lord 

If you haven't been in the B20sh 

formation flight, it is difficult to express 

the feeling of excitement and the thrill of 

taxiing out with 110 of your fellow 

pilots, engines rumbling in resonance as 

you line up three by three on the run way. 

For pilots my age, we have had to 

imagine the wart ime feeling of launching 

into the wi ld blue yonder with your 

comrades in arms. In B20sh, you get a 

whiff of this wh ile waiting in your 

idling Bonanza for the flagmen to give 

your flight leader the sign to spool up. 

Then, releasing the brakes, you hurtle 

side by side, imagining you are on your 

way to Tokyo or Berlin to do your part 

to preserve the American Way. 

This thrill is definitely at its height 

just before the takeoff from Rockford. 

As soon as we begin the takeoff roll, the 

reality of fo rmation flying quickly ends 

this daydream. There you are-three 

planes, side by side, speeding down the 

concrete as you concentrate hard on 

maintaining your spacing, throttling 

back and forth as your fellow weekend 

warriors cascade into the sky. 

And despite the briefing and the 

exhortations of the flight leaders to 

maintain a steady climb and consistent 

crui se, it seemed to me the formation 

fli ght was more of a conga line-dancwww.bonanza.org 

ABS December 2007

swallowed a valve. After the stumble, I 

immediately pulled the power back, but 

there was no doubt that despite the 

engine sounding nonnal, I was not getting 

full power. 

For me-and I would expect for 

nearly everyone who has had engine 

trouble for the first time- my initial 

reaction was denial and a thousand 

questions flooding through my mind. 

Could this really be happening? Hadn't 

I bought the absolute best engine money 

could buy? Was this the dreaded "infant 

mortality syndromeT Why did the 

exhaust gas temperature drop? What the 

hell do I do now? 

It was probably only 10 or 15 seconds 

that I sat frozen, pondering my 

predicament, but partial power is a trap 

that invites denial. In the back of your 

mind you are hoping this is a temporary 

condition, full power will return any 

minute and you can go back to the business 

of ordinary flying and getting back 

on the ground like you always do. 

The sound of the engine was normal 

at this point, but there was no way I was 

going to pound the throule in and out and 

experience the heart-stopping stumble 

again. So my plan became: Get out of the 

formation and back to Rockford. 

I looked at the GEM 610. I figured I 

was too rich and maybe a little leaner 

might do the trick. A couple of turns and 

bingo. the engine ran better. and 1 think 

my plan to get to Rockford is a good one. 

OK. first problem: Where am I? 

What direction do I go? 

"Mayday, Mayday, Mayday ... 

N3J3\V. I hal'e partial power alld /'111 

goillg back to Rockford." 

It was quickly dawning on me that 

formation flying is probably the worst 

place to have an engine problem. I was 

the right wingman in Element 16 and my 

concentration had been on maintaining 

my spacing with my lead, not on what 

was going on with my panel , or my 

engine, or where we were in the flight 

Ln fact, my radio was on the agreed 

frequency for inflight communications 

for our element, with radio #2 tuned to 

the B20sh frequency. So when L made 

the Mayday call, it was only Bill flying 

lead and Jerry flying left wing who heard 

my distress call. Of course, L had just met 

them the day before and it took a while 

before it registered with them who 313W 

was and that nobody else had heard my 

initial call. 

1 was busy resetting my GPS to get 

back to Rockford Direct and had turned 

south out of the formation when I heard 

Jerry comment that I was broadcasting 

on the inflight frequency, not the 

B20sh. As I punched in Com #2, I 

heard Bill call out that there was an airport 

to the north. But unbeknownst to 

me, he had already lost sight of me and 

couldn 't follow or guide me in any way. 

I circled back to the nonh, now losing 

altitude below the fornlation , but to 

this Los Angeles "city boy." a quick scan 

of the horizon yielded only green fields 

and isolated buildings. Dan,"! Back to 

"Plan A." I turned back south and turned 

my attention to the engine and the GPS. 

Come on. Baby Doll, let's get back to 

Rockford and figure this out! 

At that point, I got back to the business 

of flying and felt bener about having 

RFD "Direct-to-' programmed with 

my EHSI slewed to the proper course 

and the proper radio frequencies, ready 

to go with a simple twist of the knob. I 

was still on the B20sh frequency, so I 

made another Mayday call. 

Although 1 was down to about 

2,500' MSL, 1 figured my parlial power 

would still facilitate gening to RFD 

with a long paved runway and mechanics 

available. It had been about two minutes 

since the initial problem, but I was 

back on track and flying now, scanning 

my panel and working my plan. 

Then the engine sagged to 2,000 

rpm and the stark realization that RFD 

wasn't go ing to happen punched me in 

the gut and kicked me into the forced 

landing mode I had simulated at the 

Before the accident: Proud papa with the new 

·Screaming Eagle~ IO·550·B·EE G·Force - 51rolos 

Series engme by Eagle Engines of Redding, 

California.The case and cylinder heads were pointed 

to match the metallic blue stfipe on the alfplane 

and propeller. How could such a beautiful 

engine let me down? 

BPPP training last October in Fresno, 

California. Pay attention, Kelly ... pick a 

place to land! What was the emergency 

checklist again? 

I quickly switched tanks and made 

another call , "Mayday, Mayday, 

Mayday ... Elelllellt 16, right wingmall, I 

have engine trouble (Inti I am going in. 1> 

Let me tell you. fellow pilots, at 

this point with about 1,700' AGL, the 

only thing in my mind was where I 

cou ld put in the airplane that wasn't 

going to bust my own butt. 

I considered a farm road running 

north and south below me, but it seemed 

the telephone poles were awfu lly close 

to the road and just at that moment, a car 

turned out and headed south, eliminating 

that option from consideration. 

Oshkosh happens in the last week 

of Jul y, so isn't the corn in that field 

more than knee-high? That shouldn 't be 

too bad, and there is a grassy area 

between those tields over there. So Plan 

B became to line up with the grassy 

"waterway" and hope it will be wide 

enough for a soft-field landing. 

Power really sucks now; the engine 

is popping and c1anering away, but 

speed is good at 102 KIAS ; YSI is reading 

about 750 ftlmin down ... OK, let's 

do this. 

Emergencw landing procedure 

What I remembered from B PPP 

was to position yo ur plane at45 degrees 

to your intended landing spot with 

1,000' AGL, making sure you have your 

spot made before extending the gear. 

Use flaps only as necessary in case of 

the over-shoot and land as slow as you 

can without stalling, lined up with the 

furrows for plowed fields. 

Everybody asks me if I was scared. 

but 1 have to say that although the anxiety 

level was pretty high, I never really 

thought that this would be my death. I 

just figured to minimize the damage. To 

a city boy in the air, the corn seemed 

about four feet tall. That shouldn't be so 

bad, should it? 

Post-accIdent fAA counseling 

ow, I should mention that my 

post-accident "counseling" session by 

the FAA was particularly critical of my 

actions up to this point. To them, I had 


www.bonanza.org 

Page 10558

abandoned my emergency checklist after 

switching tanks and didn't attempt a restart 

of the engine. My explanation to 

them was that the engine hadn't really 

quit, but was running poorly and didn't 

seem completely wonhless until about 

1,000' AGL. If it had actually stopped, I 

might have thought to try a "restart." But 

I was already resigned to landing in the 

field and didn't think about trying anything 

else until after I was safe. 

The reality is that all of this postaccident 

discussion with the FAA is 

"would've, should've, could've." And 

although I might have saved myself by 

pushing the mixture full rich or using the 

boost pump, I didn 't because 1 was 

already convinced the engine had either 

sucked a valve in #4 or was flooding 

somehow. I never saw the high EGT or 

CHT associated with an over-lean condition 

or detonation, so it never really 

occurred to me that the problem may 

have begun with leaning my engine at 

3,500' MSL. 

Like I said, partial power is a trap 

that invites denial, and the first time you 

ride an airplane down to a place you have 

chosen only seconds before, your mind 

tends to fixate on the finality of it all. 

The landing 

Now things were going well. given 

the situation, but when I lowered the gear, 

two things happened: First. my descent 

rate doubled and my confidence that I 

would make my chosen spot was getting 

shaky at best. Second was that all of the 

flora below started doubling in size. with 

the com suddenly looking very tall and 

the trees at the end of the field growing to 

50' tall or more whi le I watched. 

Things were happening very fast 

now and I wo rried that I would clip the 

top of the trees before I could make the 

grassy waterway. So I turned into a gap 

in the trees, lined up with the furrows 

and made sure I didn 't stall, given the 

steep descent and lack of power. 

With my father'S voice echoing in 

my head-"Watch your speed!"-I carefu 

lly flared at 65 KIAS at the top of the 

corn. With nose high and the stall warning 

beginning to bleat, I entered the cornfield. 

At this point, time slowed to a crawl. 

The memory of all those stalks flying 

over the cockpit is blazed on my brain 

fore ver. My last thought as the mains settled 

onto the din was that this was no 

worse than wiping out in a big wave surfing. 

But as the nose gear rocked forward, 

it promptly collapsed, slewing the plane 

to the left and causing the right main gear 

uplock to fail, spinning me 90 degrees to 

the left as the plane ground to a halt. 

Down and sale 

Wow, what a rush! The cooler in 

the back seat had flipped open and cold 

water sprayed out to add to the stanling 

end of my fli ght. I wasn't hun in the 

slightest, didn't hit the control column 

or anything else and only a few maps 

and things had flown forward after the 

impact. 

Again, if I had remembered the 

emergency checklist before the forced 

landing, I should have shut off the fuel 

and electro nics. But it wasn't until the 

plane had stopped sliding that the exigencies 

of the emergency began to fl ood 

back into my mind: Turn off the fuel 

and shut off the ignition and battery 

master' Get out of the plane! What else 

should I do? 

When I opened the door, I remembered 

that I should have done that 

before impact. But in hindsight, perhaps 

the noise of an open door might have 

been an unnecessary distraction during 

flare. After the fact, all these things stan 

coming back from my training. It 

dawned on me that there were a lot of 

other things I probably should have 

done. What about a GUM PS check? 

Perhaps thi s might have prompted me to 

go full rich and perhaps the engine 

might have run again. 

Thank goodness I never fly without 

my shoulder harness attached, because in 

an emergency, some things don't seem to 

occur to you, no matter how imponant 

they are to your safety. It also would have 

been handy to pull the prop to low rpm at 

the beginning. This might have extended 

my glide to make the grassy opening 

without damage to the airframe. 

Stepping out into com that stood 

nine feet tall, another reality hit me. I 

had no clue where I was and my trusty 

panel GPS was black and silent. 

Fortunately, I always keep my cell 

phone in the floor pocket in front of the 

pilot seat. Thank goodness for cell service 

in the middle of a farm field of corn 

stalks in northern lIIinois. 

So again, where am I? My ftfst call 

was to my wife with the good news, bad 

news. "I am OK, but Baby Doll is prett 

y well thrashed." 

"Where are you?" 

"Well, actually, I'll have to get back 

to you on that." 

The rescue 

Looki ng under the Emergency 

Contacts of the Oshkosh NOTAM, I 

found two numbers: 911 and another for 

non-emergencies. Since I wasn 't 

injured, I placed a call to what turned 

out to be Wittman Tower. 

I explained my situat ion and asked 

that they let B20sh leader Lanry Gai nes 

know I am safe. They asked for my GPS 

coordinates and I checked my phone. 

Afler a few minutes, an error message 

appeared, " 0 GPS Service Available." 

Seems strange that the cell service 

worked, but the satellite GPS didn't. 

The reality of my situation was really 

sinking in: Can 'I see a Ihing in Ihe com 

jield ... have no idea where I am .. .plVbably 

shollldn 'l power lip wilh a small fuel 

leak coming out of Ihe righl tank vent dlle 

10 Ihe angle of Ihe plane ... plane is full of 

camping SlUff. Damn! Things have gOlle 

10 hell in a fumy! AI leasl I'm /l01 hurl 

and Ihe plane isn'l onjil'e. 

I set to work getting my things out 

of the plane, prioritizing what would be 

useful in case I was camping in the 

cornfield overnight. Keeping the 

thought of a post-crash fire in mind, I 

worked fast but methodically. The thick 

leafy cornstalks made walking around 

three sides of the plane somewhat difficult. 

The heat and humidity combined 

with my pounding heart put a solid 

sweat on my brow. 

Other than the obvious damage to 

my plane and being lost in a cornfield, I 

wondered if I was in trouble with the 

law! How is the FAA going to react to 

this? Did I sign up wi th the AOPA Legal 

Services Plan? 

IN A FUTURE ISSUE: On Ihe glVund 

and whal's nexl ? Find OUI whal will 

happen if you crash youI' plane and care 

enough 10 walll lO fly il again. 

Page 10559 

www. bonanza.org 

ABS December 2007

hen our son Matt turned 16 

on June I , and celebrated by 

making hi s fi rst solo fli ght in 

a Cessna 172 in Jonesboro. Arkansas, he 

became a founh-generation pilol. 

Matt's great-grandfather, the late 

Ed Smith, began his fly ing career in 

1947 when he purchased a war surplus 

Fairchild PT-19 with the Canadian 

canopy installed (pT-26 standard). Ed's 

grandfather Earl, developed his love of 

GENERATIONS 

flying in the PT-19 and earned his certificate 

in 1969. When Matt's father 

Greg was about seven, the fl ying bug bit 

when the family owned a Beech Sierra, 

then a avion Rangemaster and a 

Cessna T-2 10. 

The V35 B (N9993) that we purchased 

in 1988 is the only airplane Matt 

has known. As the youngest member of 

our fly ing clan, he always wo und up in 

the fi fth seal. He has now graduated to 

the left front, but still has to deal with 

both his father and grandfather as to 

who gets that coveted spOI. 

Being members of ABS, we just 

wanted to share this little story with 

men and women who would most 

appreciate a young man starting out in 

one of our beloved Bonanzas. 

Happy 60th , V-tail s; keep 'em 

flying! 

-E. Earl SlIIith, Leachville, Arkallsas 

Greg. Matt and Earl Smith with their V35B based at Manila, Mansas 

Matt Smith's grandfather. Earl (at prop) and great-grandparents Ed and Ruth 

Smith (on wing) . ...-.eirco 1949 

The American Bonanza Society Is pleased to partner 

with INTRUST Bank, an outstanding financial institution 

located in Wichita, Kansas - home of the Beech Bonanza! 

A S PI"tinu 

provides val uable financia l support for ABS. 

Unique to the ABS Visa - 

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Call today to apply for the ASS Platinum Visa. You'll get: 

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dolla r spent earns points toward air travel and vacation rewa rds . 

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Parts discount through Beech's RAPID! 

ASS December 2007 www.bononzo.org Page 10560

Continued from poge 10533 

, ~./ / - -- ~- - --------- --~- -- ---- - ---- - -- 

- _ I BY ADRIAN EICHHORN & RON TIMMERMANS 

The SCAT tube conducts fresh air to the 

cobin heater and the Adel clomp (yellow 

orrow) is intended to hold the SCAT tube firmly 

in place. Even though it is subjected to heat 

emanating from Ihe adjacent exhaust manifold, 

this clomp is not mode fram high temperature 

metal and contains a rubber fining. 

After further inspect jon by the 

mechanic, a small leak was found 

in the exhaust manifold that 

exposed hot exhaust ",==;;:;;;;;;;::;;;;;;i:.=: 

gases taward this 

Adel clamp and was 

a contributing factor 

to its destruction, 

(See inset photo) 

Unabated, this clomp 

would have eventually foiled, as would the 

SCAT tube, and then exhaust gases (i.e. corban 

monoxide) would have entered the cockpil 

when the heater was aperaling. 

A new Adel clomp, as shown in this 

photo, is fairly inexpensive-about S5, plus 

installation. 

Have you checked the Adel clamps on 

your aircraft recently? And do you have a corban 

monoxide detector in your cockpit? A 

word to the wise ... 

A co detector con worn you of 

deadly carbon monoxide present 

In the cobin. The card 

shown here is distributed by 

BPPP; the center dol turns dark 

if CO is detected. 

LTC (Ret) Adrian A. Eichhorn of Alexandria, Virginia. is an A&P 

with Inspection Authorization and a 8PPP instructor. He owns 

a 1962 P3S and flies on A320 Airbus for a major airtine. 

Ron Timmermans of Fort Worth. Texas, is a retired civil engineer 

for the US Army Corps of Engineers. He is president of 

BPPP and owns a 1965 535. 

Last year Bob Stephens of Sedona, Arizona (ABS 

member since 1997) got a free month of membership 

when he was named on the 'Leamed about ASS 

from" line of the ASS application form (see page 10566). 

He obviously liked that perk, because this yeor Bob recruited seven new members - and got 

_ fIN monIIIsI You, too, con odd membership months by slgning up new ABS recruitsl' 

'LlIe Members receive 520 In Bonanza 8ucb for eacII recruit, usable at the 

ABS Stoll or rowans StnIce Clinics, BPPP clinics and/or !he AlS Convention. 

Page 10561 

www.bonanza.org ABS December 2007

--------------~reffic 

More than 300 members and guests share dinner and socializing althe Beechcroft Heritage Museum. 

BHM BIRTHDAY PARTY 

THE BEST EVER! 

BY RON VICKREY. ABS PAST PRESIDENT 

PORT ORANGE. FLORIDA 

ThiS has been a uniquely exciting year for ABS members 

celebrating the Beechcraft 75th anniversary, the 

Bonanza's 60th and the 40th for ABS. Many of us 

attended the anniversary events at AirVenture, the ABS 

Convention and the Beechcraft birthday party at the 

Museum. Happily, the Museum's 1947 Bonanza, sin 0-18. 

successfully participated in all three events, plus the BAA 

Convention in Atlanta, Georgia. 

This year's Museum Beech Party morphed into a combination 

birthday party and reunion of Beech personnel. 

Don Cary, retired Beech VP and long-time ABS and 

Museum supporter, played host to a large contingent of the 

"Silver Fox" group-retired Beech saleslmarketing personnel 

and retired dealers. 

Wayne Collins, Frank Haile and "Old Bob ~ Siegfried were really rockin' 01 the 

Beech Porty. 

This delightful group was so 

impressed by the Museum and the 

hospitality that several signed up as 

Life Members. Also attending the 

party were members of Hawker 

Beechcraft's current management 

team. Of particular note, VP and CFO 

Jim Sanders arrived in his F33A that 

he also flew in this year's B20sh. 

During the awards banquet, ABS 

Past President Barrie Hiem presented 

the BonanzafBaron Museum Merit 

Award to Randy Groom, former 

president and general manager of 

Beechcraft. Randy's commitment to 

preserving the Beech heritage is 

reflected by his success in obtaining 

historical exhibits including early Beech documents, the 

Bonanza wind tunnel models and the full size cut-away 

Bonanza, formerly displayed in the Smithsonian National 

Air & Space Museum. 

Adding to the excitement was the arrival of a beautiful 

"special interest" 100-galion tip-tanked, turbocharged S35 

(N6826Q). Sporting a fresh paint job, this fine aircraft was 

flown to Tullahoma from Texas by Janice Wisner and Frank 

Haile, another well-known ABS around-the-world flyer. 

Mrs. Wisner, also a pilot, accompanied her late husband, 

Dr. Howard Wisner, on three of his four around-the-world 

n;ghl~ and has graciously donated this aircraft to the 

museum. 

Blessed with magnificent CAVU weather for the entire 

week, 100+ aircraft parked next to the Museum. More than 

300 members and guests enjoyed a variety of museum and 

local area adult and youth activities. 

Throughout the week, the Tullahoma skies welcomed 

the sights and sounds of eight decades of Beechcraft models 

engaging in dawn-to-dusk flying activities: formation 

flying, breakfast nights, buddy flights and the chance to 

have professional aerial photographs of your aircraft. With 

flyi ng finished for the day, "Happy Hour" at Old Hangar #7 

offered an opportunity for socializing with fellow 

Beechcraft enthusiasts. 

The Beechcraft Heritage Museum has begun 

planning for major additions and renovations throughout 

the coming year. Get updates and news of coming events 

at http://www.beechcraftheritagemuseum.com or call 

931-455-1974. 

@ 

ABS December 2007 www.bonanzo.org Page 10562

The policy can also be set up to include coverage for 

computer and telephone equipment (electronic data processing) 

and tools that may be located at the insured premises. 

HANGAR COVERAGE 

Many ABS members own or lease their hangars. 

These brief descriptions show the types of coverage 

you can select to address individual needs. 

A property illsurallce policy provides protection for loss of 

insured property, both tangible and intangible Such policies 

cover an array of items such as the building and its contents, 

electronic data processing, personal property of others, tools, 

parts, inventory, equipment breakdown, business income and 

extra expenses. A $1,000 deductible per occurrence is 

standard. 

Excluded losses - Losses arising out of wear and tear, nuclear 

disaster, war, flood and earthquake are typically not covered, 

although flood and earthquake coverage may be purchased as 

separate policies. Riots and civi l commotion, however, are 

covered by property policies. Check your policy for a complete 

list. Some companies include terrorism coverage at no 

charge, some charge for deleting the terrorism exclusion. 

BlIildillg coverage - For loss or damage to the bui lding 

(hangar) arising from covered perils, the standard policy 

includes additions, fixtures and machinery permanently 

anached as part of the building, so those items should be considered 

when valuing the structure. ormally the coverage is 

subject to a $1,000 deductible, but hangars located in certain 

high-risk areas wil l either have higher deductibles for damage 

arising from windstorm or hail , or those perils may be 

excluded. This coverage is nomlally written on a replacement-cost 

basis. 

Other property coverage - A property policy can be endorsed 

to include coverage for other items that are exposed to loss in 

your hangar such as your personal property (contents). This 

would include furniture, fixtures (not attached to the building) 

and equipment. The policy can also cover the personal 

property of others located on the premises that is in your 

care, custody and control (excluding certain items such as 

vehicles and aircraft). 

LIABILITY ISSUES 

Premises LiabilitJ - In addition to the property coverage, 

there are other insurance concerns for the owner or lessor of 

an aircraft hangar. One of these is premises liability, which 

would be the legal liability of the owner (or lessor) for bodily 

injury or property damage arising out of the ownership or 

use of the hangar. 

For example, someone comes into your hangar and slips 

and falls. There are two ways to address this exposure. The 

first is to purchase a General Liability policy to cover the typical 

exposures arising from the ownership and use of a 

hangar. 

For those who own an aircraft and have an aircraft insurance 

policy, it is often possible to add premises liability protection 

to that policy, which is a more economical way to 

address the situation. This coverage is automatically included 

for most aircraft owners who participate in the ABS 

Insurance Program, depending on the policy chosen. Please 

contact your ABS Program agent at Falcon for more details. 

Hallgarkeepers Liability - Another issue hangar owners 

encounter is when they store other peoples' aircraft in their 

hangar. Damage to an aircraft you do not own is not covered 

under a property policy. If it should be damaged while in 

your care, custody or control, you could be held liable. 

There are a couple of ways to address this exposure. 

Many companies (especially commercial operators) purchase 

a Hangarkeepers Liability policy to cover them for 

such losses. This coverage is normally expensive for an 

individual aircraft owner. 

An alternative is to require the owner of the aircraft 

being stored to request their insurance company provide you 

with a waiver of subrogation for physical damage claims paid 

by their policy. This means that if the aircraft is damaged and 

thei r insurance company pays a loss, they agree not to come 

after you for reimbursement. All of this should be evidenced 

with a certificate of insurance. 

This is a very brief discussion of the coverage issues affecting 

hongor owners and tenants. You should consult with your insurance 

agent and read the complete policy terms and conditions for each 

available coverage. let your Falcon agent know about any of these 

exposures that concern you so your policy can be tailored to meet 

your needs before a loss occurs. 

@ 

Thanks to all members who have their insurance coverage thraugh the ABS program administered by Falcon Insurance Agency. There is 

no extra charge to the individual member. and Falcon's active sponsorship of ABS programs helps us expand services to all members. 

The more members who use Falcon. the more clout the agency has in the aviation insurance industry on our behalf. If you're nat part of 

the ABS Insurance Program. we urge you to obtain a quote from Falcon prior to your next renewal.

REGIONAL NEWS 

NEBG members try sooring at Saratoga Springs, New York. 

View from inside the sleek composite Discus glider. 

Northeast Bonanza Group 

Thineen NEBG members gathered 

at the Saratoga Springs (NY) Airpon on 

October 13 for an introduction to flying 

gliders. Tim Hanke of the Adirondack 

Soaring Club was our host. Weather is a 

critical factor in glider flying, so it was 

carefully evaluated leading up to the 13th. 

Repons shifted from 50% to 30% rain 

and then, the night before, panly cloudy. 

The next morning was CAVU with 

white fluffy clouds rolling in from the 

west, create perfect conditions for thermal 

flying. Having the sun heat the 

ground and creating thermals is exactly 

what we wanted. Two gliders with an 

impressive ability to soar were used for 

the introduction: a high-performance 

cross-country Duo Discus and a Blanik 

L-13 that is used primarily for training. 

The sleek-looking composite 

Discus, with a wingspan of 60', has a 

glide ratio of 45: I, which translates into 

a glide distance of 34 miles from 4,000'. 

To come down to partern level, it was 

necessary to partially deploy its spoilers. 

The Blanik trainer has a glide ratio 

of 28: I. which allows a 21-mile glide 

from 4,000'. 

A Piper Pawnee tow plane easily 

brought us up to a 2,500' release point. 

It was easy to climb to the 4,000' cloud 

base by spiraling up in the thermals. 

Each flight of a little more than half 

an hour included a tow plane, a glider and 

an instructor to act as PIC. During lunch, 

pilots who had already flown shared their 

experience with those yet to fly. Several 

vowed they would return to take the full 

course to become glider pilots. 

-Alan Wilkin, S. Windso r, Connecticut 

Southeastern Bonanza 

Society 

The success of our SEBS "Beeches 

& Burterflies" fl y-in to Callaway 

Gardens, Georgia, October 25-28, can be 

summed up in a few words: There was a 

lirtle something for everyone, including 

the Halloween trick-or-treat bags on 

check-in l 

On Friday morning, we took a short 

but scenic ride to Warm Springs, 

Georgia, the site of the Lirtle White 

House, Franklin D. Roosevelt's retreat 

where we learned about the personal 

and political impacts that Warm Springs 

had on FDR. 

At the pool. where 88° water bubbles 

out of the earth, our tour guide was 

Ms. Suzanne Pike, who had recei ved 

treatment at the Little White House 

facilities and met President Roosevelt 

for lunch. He called her "Suzy" and the 

kids called him "Rosie." 

Saturday was set aside for exploring 

the many venues that make up 

Callaway Gardens. A few played golf, 

but most artended the Birds of Prey 

Show. Other great stops included the 

Burterfly Center; the Discovery Center; 

the Jr. Duck Stamp Exhibit; the 

Horticultural Center, where huge 

dinosaur topiaries were on display; and 

Mr. Cason's Vegetable Garden, where 

one can enjoy the autumn colors organized 

in an English style garden. 

A group favorite was the organ 

concen at the Memorial Chapel where a 

large pipe organ reverberated off the 

entire valley, so even those who didn't 

find the Chapel could hear it. 

The SEBS 2008 fly-in schedule 

includes Atlanta, Georgia; Sarasota and 

SEBS members getting ready to lour the Little White House in Warm Springs, Georgia. 


www.bonanza.org Page 10564

St. Petersburg Florida; Washington, 

D.C .. and the Bahamas. To join us, contact 

Steve and Elinor Kline (941-575- 

2001 or e-mail: stelik@comcast.net or 

elijo924@comcast.net). 

- Jay WilsOIl, HUlllsville, Alabama 

Northwest Bonanza Society 

We participated in an historic event 

with our attendance at the ABS 

Convention in Wichita this year, with 25 

people there to celebrate the first 

anniversary of NWBS, as well as the 

75th of Beechcraft and the 60th of the 

Bonanza. We also were delighted to be 

recognized as a regional by ABS. We 

are looking forward to next year's conve 

ntion in Lexington. Kentucky. 

We flew to Wenatchee, Washington, 

on October 5 for our First Annual Pig 

Roast. The mayor flew with us in a 

Parade of Planes in a replica of the 193 1 

Bellanca J-300 Special, the Miss Veedol. 

Built by EAA Chapter 424, they are 

preparing to recreate the October 5. 

[931. nonstop 5,000-mile Pacific crossing 

by Clyde Pangborn and Hugh 

Herndon, Jr. from Misawa, Japan, to 

Wenatchee. 

The next week about 30 of us flew 

to Paine Field in Everett, Washington, to 

tour the Boeing factory. We split into 

two groups-ne for the Boeing tour to 

NWBS members Doug Haughton, Susan 

Henderson, Kay Gauntt, Bill Sioell and Eileen 

Hemmon althe ASS Convention in Wichita. 

The replica Miss Veedol buill by Wenatchee EAA Chapter 24. 

Southwest Bonanza Society - Pilots of 19 Bonanzas and Barons made 

excellent landings in spite of gusty crosswinds at Clark Field in Stephenville, Texas, 

on Saturday, October 20, for an enjoyable overnight fly-in. They brought in 46 members 

and guests for lunch at the Hard Eight Bar-B-Que and a tour of the Dublin 

Museum and Dr. Pepper bottling plant, the world's oldest Dr. Pepper bottler and the 

only facility that has continued to use pure cane sugar in its Dr. Pepper since 1891. 

-Pete Peleberg, Decatur, Texas 

watch the new Dreamliner 787 take 

shape; the other toured the Restoration 

Center where many old Boeing planes 

and other unique aircraft are prepared 

for display. We also toured a B-52 

awaiting refurbishment. Our host was 

George Luck, who coincidentally had 

flown this same airplane years ago. 

- Johll Foose, Sammamish, Washillgtoll 

European Bonanza Society 

Our first EBS fly-in took place on 

Friday, September 7, at Stade, Germany 

(EDHS). Weather conditions required a 

lot of IFR flying en route, but Stade was 

under VMC. One pilot after another 

dropped his valuable Bonanza on the 

airfield until we had more than 35 of 

them, plus some Barons and Debonairs 

A few other aircraft joined us because 

their Bonanzas had to stay home for 

maintenance reasons. 

As a very special surprise, the EBS 

planners arranged with Hawker 

Beechcraft in Wichita for Peter Herr and 

Justin White to steer the new Baron G58 

to Stade. And two EBS members came 

all the way from Daytona 

Beach, Florida. to join us! 

At the hangar dinner 

party, Horst Ellenberger 

presented 

hi s 

"Earthrounder-Movie" followed 

by a local Country 

& Western band, the "Blue Mountain 

Boys." The last guests were shuttled to 

the downtown hotels about midnight, 

where I heard some may have continued 

to party ... 

Saturday started not so well and 

when weather became !MC, the decision 

was made to cancel the sightseeing 

flight to the North Sea island of 

Wangerooge. Fallback programs were a 

guided sightseeing tour through the 

Stade historic centre, a visit to an 

orchard, shopping and/or visiting the 

pubs, cafes and bistros to continue pilot 

talks. A small group took a trip over the 

city of Hamburg. 

A fter a welcome prosecco 

(sparkling wine) in the lobby of the 

[nselrestaurant, the inauguration of the 

European Bonanza Society was celebrated 

at dinner. A presentation about a 

North Pole flight in Bonanzas was followed 

with speeches by officials 

addressing their positive attitude for the 

EBS as a club and stating our goals and 

objectives. 

The Blue Mountain Boys returned 

us to a party atmosphere with the theme 

song from the 1960s-70s Bonanza TV 

series, and the dancing began. This was 

good to lose some kilograms from the 

excellent buffet. 

One of our guests remarked, "As 

we say here in England, from little 

Page 10565 www.bonanzo.org ABS December 2007

The new EBS team celebrate their first fly·in. 

acorns, great oaks grow!" We have put 

the acorn in the ground; now let's give it 

careful and sustained treatmen t. 

Sunday was CAVOK for perfect 

and safe return fli ghts. A lot of hugs, 

handshakes and biz card exchanges took 

place. We all have finall y enjoyed a success. 

We as organizers of the first 

European Bonanza Society event are 

happy and proud about the positive and 

honest responses, the friendly and warm 

almosphere Ihal was brought to us from 

those who were not able to participate in 

this weekend. And a very special 

"Thank You" to all our members and 

helpers. 

We have prepared a wonderful 

DVD about Ihis first fly-in. E-mail 

The EBS hangar dinner party in Stade, Germany. 

ebs@beech-bonanza.org to order. Visit 

www.beech-bonanza.org to ask for 

membership benefits. 

ext year's 2nd Fly-In will be to 

Wilhelmshaven. And we have volunteers 

for 2009 for an EBS event in 

England. 

- Bernhard Rallderath 

Drochtersell, GernwllY 

Nome: 

Address: 

CilylState or Counlry/Zip: 

Telephone (Home): 

Occupation: 

Aircraft Model: 

Yeor: Toil #: 

ABS 

MEMBERSHIP APPLICATION 

(Work): 

E·mail: 

Serial #: 

Spouse: 

Dote of Birth: 

Foreign (includes additional postage) US Dollors S93 S 

VOlUNTARY: 

• Family (each additional person: must be some household) 

Check here to allow ABS to make your 

S25 each S 

life Membership (one·time payment) 

o home phone number available to other members. 

S1.0oo S 

Air Safely Foundation donation 

o work phone number available to other members. 

S25 S 

(ASF donations support safely.education & reseorch projects) 

o e-mail address available to other members. TOTAL $ 

D Check (payable to ABS) o VISA o MasterCard 

Fox: 

Domestic (US, Canada. Mexico) S55 S 

• Name(s) of additional family member(s) 

Cord Number: . - Exp. Dote: 

Name of Cardholder (print): 

Cardholder Signature: 

LEARNED ABOUT ABS FROM: 

Return this form with payment to ABS. PO Box 12888. Wichita. KS 67277. If paying by credit card. you may fax it to ABS at 316·945·1710. 

Or you can join by visiting the ABS website at www.bonanza.org.Thankyou. and we look farword to providing you with great ABS service! 


14·16 • SouthweSt Bonanza Society Annual 

Christmas Party. Gaylord Texan Resort. 

Gropevine.lX. Conloct: Nino & Boyd Proctor 903· 

856·0012 or nproctor@countrynetnet. 

15 • Northwest Bonanza Society Annual 

Christmas Party & Beech Parode. Celebroting 

the first flight of the Bonanza (Dec 21 . 1945) a 

porode of Beechcrofl airplanes. Conlocl: 

dole@northweslbononzo.org. 

..JANUARY 

18·20 • BPPP Clinic. Phoenix·Deer Volley. AI. 

(DVT) * 70 ASS AVIATOR poinls 

FEBRUARY 

6·7· BPPP Clinic. Lakeland. FL (LAL). 

(Recurrenl BPPP pilols only) 

* 70 ASS AVIATOR poinls 

7·10 • A8S Service Clinic. Spring (Houston). 

Texas. Beaver Air Service (DWH). 

7·10 • Southeastern Bonanza Society Fty·ln • 

Sorasota. Fl. Featuring Ringling Museum of Art. 

Contact: SIeve & Elinor Kline 941·575·2001. 

stelik@comcostnet or elij0924@comcostnet 

8·10 • BPPP Clinic. Lakeland. FL (LAL). 


10·16 • North East Bonanza Group Fly·lns. 

Coribbean Adventure. Contact: Paul Damiano at 

pjdbonanzo@msn.com or 86(}646·3383. 

or 

Compeche Mexico and Antigua Guatemala reg· 

ister at www.oirjourney. com and click on NEBG. 

21·24· ASS Service Clinic. Lantana. Fl. 

Windward Aviation (LNA). 

22·24 • Southwest Bonanza Society Fly·ln. 

Tour d' Louisiana. Details to come. 

MARCH 

7·9· BPPP Clinic. Greensboro. NC (GSO). 

* 70 ASS AVIATOR points 

13·16 • ABS SelVlce Clinic. Morano (Tucson). 

Ill. Tucson Aeroservice Center (AVQ). 

13·17 • Austrollan Bonanza Society Fly·in. 

ABS Annual BPPP and Service Clinic. lilydale 

Airport. Conloct: Jock Folan lei: 0412 321 047 or 

fax: 1 300305047. 

15 • North East Bonanza Group BBB. 

NORTH . Sky Acres. Contact: Jock and Sheila 

Schneider at sheilojock2@eorthlink.net or 845· 

677-8445. 

SOUTH - Georgetown. DE. Conlocl: SIeve Oxman 

at swo49@holmoiLcom or 410·956·3080. 

March 22·Aprll 3 • Pacific Bonanza Society 

Caribbean Air SafarI. Ft. Lauderdale to the 

Providencioles. St Martin. Dominico. St Lucio. St 

Thomas and Slello Mons. Bahomos.Contoct:Tom 

& Sorb Gloze at Igloze@glozecopltol.com or 

65(}948-6591. 


APRIL 

28·30 • BPPP Clinic. Son Antonio. lX (SAT). 

8 • European Bonanza Society Quick Trip. 

Speyer EDRY. Visit famous Flight Technique 

Museum. Contact: Bernhard Ronderoth at 

Bernhard.Ronderoth@beech·bononza.org. 

17·20 • ABS Service Clinic. Tulsa. OK. 

Roodhouse Aviation (RVS). 

1 B·20 • Pacific Bonanza Society Golf Fly·in. 

Monterey. CA. Spo and shopping available for 

non·golfers. Can loci: Steve & Teri Walker 

01 swolker@sonosearch .com 425·883·1984. 

18·20 • Rocky Mountain Bonanza Society. 

Fredericksburg. TX. Blue Bonnet season. LBJ 

Ranch Tour. elc. Contact Guy & Sue Knolle at 

gknolle@sbcg lobol.net or 512·261·5891 . 

18·20 • North East Bonanza Group Fty·in. 

Weekend event TBD. 

24·27 • Southeastern Bonanza Society Fly·in 

. Allonto. GA. Highlighting the new aquarium. 

Contact: Steve & Elinor Kline 941·575·2001 , 

stelik@comcost.net or elij0924@comcostnet 

24·28 • Southwest Bonanza Society Fly·ln. 

Son Miguel de Allende. Mexico. Deloils 10 come. 

25·27 • BPPP Clinic. Concord. CA (CCR). 


TBA • Austrollan Bonanza Society Fly·ln, Lord 

Howe Island Fly In. 

MAY 

8 • European Bonanza Society PST. 

Professional Solely Training 01 Rolenberg! 

Wumme EDXQ. Conlocl: Bernhard Ronderolh 01 

Bernhard.Ronderoth@beech·bononza.org. 

15·18 . Rocky Mountain Bonanza Society Fly· 

In. Lake Pawell. Page.AI.. Conlocl Dugan & Gwen 

Worner of dugan@cobleone.net. 

16·18 • BPPP Clinic. Columbus. OH (CMH). 


17 • North East Bonanza Group BBB. 

NORTH - Grolon CT. Conloct: Fronz Edson 01 

f.edson@sbcglobol.nel or 86G-691-o417 

SOUTH - Williamsburg. VA. Conloct: Mike Logoey 

01 mikelogoey@mindspring.com or 410·519· 

2561. 

May 31·June 7 • Pacific Bonanza Society 

Mexico Sampler. Hacienda de los Santos in 

Alamos. MX Ihen Punlo Pescadero. lost stop the 

Bay of Lorelo. Contact: Bob & Rila Hecocks at 

boron 1 015W@sbcgloboLnet or 53(}273·6423. 

FOR FURTHER DETAILS and more events, 

visit the NEWS AND EVENTS link on the 

ABS website . 

Join ABS·lifetime·learning 

program and earn your deSignation as 

an ABS Avialor. Evenls thaI earn poinls 

toward ABS Aviator status are shown 

with an asterisk (* ). 

ABS SERVICE CLINIC & BPPP SCHEDULES ARE ON PAGE 10527. Regisler for Service Clinics online at www. bonanza.org 

or ABS headquarters: 316·945·1700. Contact the BPPP registration office to make arrangements: 970·377·1877 or fax 970·377·1512 . 

-..:I c.r-, AUSTRALIAN BONANZA SOCIETY www.abs.org.au 

c:z:: L.&..I BRAZILIAN BONANZA SOCIETY www.bononzoclube.com 

c::::» =-=- 

_c.r-, - EUROPEAN BONANZA SOCIETY www.beech-bonanzo.org 

~ CCI MIDWEST BONANZA SOCIETY www.midwestbonanza.org 

~ ~ NORTH EAST BONANZA GROUP www.northeastbonanzagroup.com 

NORTHWEST BONANZA SOCIETY northweslbononza.org 

ROCKY MOUNTAIN BONANZA SOCIETY www.rmbs.ws 

PACIFIC BONANZA SOCIETY www.pacificbonanza.org 

SOUTHEASTE RN BONANZA SOCIETY www.sebs.org 

SOUTHWEST BONANZA SOCIETY, INC. www.sauthwestbonanza .com 

Page 10567 www.bonanza .org ABS December 2007

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December 2007 - American Bonanza Society

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