NEWSLETTER - American Bonanza Society

.._2_
DECEM_II 1"1
VOLUME '1, NO. 12
NEWSLETTER

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8ononzQ ., .
Soclet ·:;;:;.
AMERICAN BONANZA SOCIETY NEWSLETTER
(ISSN 0003-1178)
published by
AMERICAN BONANZA SOCIETY
A New York No~oftt Corpor. Uon
O,.. nll ... January 1967
Publication Office
1922 Midfield Road, Wichita. KS 67209
316/ 94W913- FAX 316/ 945-6990
Cliff R. So".., ExecutlYe Dlractor
Vlckl. RIttNII, Admlnlltr.tlv. ~a$.t."t
' ab lc Rowi.y. N ...... tt., Editor
Vicki. Rut .. II, N ... I.tt., Coordln.tor
lavin' Kaufman. ActvertJaln, Coordinator
IOrAIID Of! DIlICTOItI
Term Olplte.
Jim •• C. C .... II. III, p, •• ldlnt . . .. . . . . .. 1993
3121 C.rolwGOd Lan.
TOmlne . , CA .0505
John H. Kilbourne, VIce Pres)dent . 1992
444 E. 75th. Sf
New YoO< , NY 10021
Warren E. Hoffner, Secretary . 1992
943 lante Court
Town & Country, MO 63017
Bonnie J. Whitman. TreaslXer .• 1992
P.O. Boll 739
Pauma Valley, CA 92061
William H. Bush •.• , .. , .•............ 1993
8710 Prkhett Drive
Houston, TX 77096
Ray l. leadabrand ................... 1993
80 joaQuin Road
Portola Valley, CA 94025
Perry C. McCollom . . . 1992
10207 Afton Road
louisville, KY 40223
C. Roger Murray . . • . . . . . 1994
4225 longlc:nlfe Road
Reno, tN 89509
Russell B. Stapleton . . . . . . . . . . .... 1994
2806 st. Marc Court
Ponte Vedra Be., FL 32082
'UT","IDIHn
B.J. Mc:CIanetwn, MD. ABSHl1 •••••• • .•• 1967·1971
Fra/'lh G. Roll, ABSHL386... . .••• 1971·1973
RUIIOII W. Rink, ABSHLA . ... •.•••.....•• 1973-1975
Hypolite T. l..Indty, Jr., MD, ABSHl1449 . . .••• 1975-1976
CaMn B. Early. MO, PhD, ABSHL1797 ••.•.•• 1976-1977
Cept. Jelse F. Mllml. USN(RET), ABSHl772 •• 1977·1978
Dayid P. Barton, ABSHl534 •••••••••.• . ... 1978-1979
Aldon C. Berriol, ABSHL3326 •••••.•••..•• 1979-1980
Fred A. DI1IOOII. Jr .. ABSHL2976 •••••...••• 198Q..1981
E.M. Anderson. Jr .• ASSHL33 •.••••••• ... .• 1981·1983
Donald L. Monday. ABSHL9904 ..•••••. .. • . 198),1984
Harry G. Hadlor, A8SHl1487 . • . . • 1984-1985
John E. Plirton. ABSHL2819 ••..•.••••• . •.. 1985-1986
Chenes R. Glbbl. ABSHLe317 • • . • • • • • •. •• 1986-1987
Joseph McClain. III. ASSHl860 ............ 1987·1968
lee Lefton, ABSHL132!5 • • • • • .
• 19B8-1g1J9
WIlliam H. BUlh, ABSHL3810 ...• 1989-1990
Ray L Leedebrand, ABSHL4722 .. ... 1990-1991
The Arrerican Bonanza Society Newsletter II pubUsned
monthly by the Amtnc.n Bonanu Society at the Wiet1Ita MI(I.
ConUnenlAlrport, 1922 MidI'leld Roed. Wlctvta. M.S 67209. Tho
price of a yearly lub.c:riptJon II included In tho annual duel
($3'1 01 Society ~rrDerl. Seoond.clell POlteeO paid at
Wlcht..I

ABS exhibit at AOPA Expo '91
rn MElfi'S oars ....
what the Society is all about and another on
MembersoftheABSstafT,ClifTSones,Nonn
flying the Bonanzas and Barons. I attended
and Nellie Colvin and Sam James, hosted a
both briefings and, as usual, I learned somebooth
at the AOPA Expo '91 Convention
thing new-as I do every time I get to hear
October 24 through 26 in New Orleans, La.
Jack speak.
The theme was air safety oriented so Norm
The board of directors will evaluate the
and Sam were busy, as usual, answering the results of the presence of the ABS at the
many questions about maintenance and fly-
AOPA convention and determine whether
ing of our Bonanzas and Barons.
partidpation in the future is in the best
ClifT was busy defming the many advan-
interest of the Society. Our partidpation at
tages of membership to those who were not
Oshkosh has continued to be a worthwhile
familiar with ABS. Nellie Colvin was very
thing for us to do.
helpful in selling the books and videos which
The AOPA took delivery of a 1984 Model
our Air Safety Foundation makes available.
A36 during the convention and Norm Colvin
Twenty-one new members joined the -"-~oL..~~--..J performed a mini service clinic on the
American Bonanza Sodety during the convention, and many airplane for them. It's nice to know that the largest general
others took application blanks and brochures with them. aviation organization in the world knows a good airplane
when they see one.
C01~ve01t j:on goers view a mock-up at one oj the many
displays at the AOPA Expo '91 Convention.
I couldn't resist the temptation to climb into the Bonanza
and head out to see how the convention was and arrived on
the 23rd of October at 3:00 p.m. I was IFR all the way with
scattered thunderstorms to circumvent during the afternoon.
The air controllers were great all the way and the approach
controllers across southern Louisiana had weather radar
available and were able to give me good vectors when
necessary to stay safely clear of the thunderstorms in the area.
Our newest board member, Roger Murray, and his wife,
Laura, also flew to New Orleans for the convention. We both
enjoyed seeing the other ABS members who were there.
Jack Hirsch, one of our core ground and flight instructors,
flew in from Houston and gave two briefings-one on
Meet the FAA IKImlnlstrator
The AOPA session with Admiral James Busey was very
upbeat this year. Many of the things general aviation has been
working for are making good progress and the spirit of
cooperation is better than it has been in years.
Some of the subjects discussed were:
• The new emphasis on counseling and traIning as
opposed to enforcement and grounding actions.
• A new directive to expunge the records of hundreds of
thousands of violations where there is no case of
repetitive violations.
• The FAA involvement in airport noise cases to assure all
sides a fair hearing.
• The progress being made in changing tort laws to
reduce liability against aircraft manufacturers. On 10
years, the cost to industry has grown from $24 million
to $210 million.)
Admiral Busey also emphasized the need to avoid
complacency, over-confidence and over-extending our
capabilities, the need to see and be seen and for continuing
education. Quoting the Baltimore Orioles' manager, he
said, 'It's what you learn after you know it all that really
counts,"
I thought enough of the presentation to buy the tape.
Bonanza wIng spar Inspections
According to an AOPA news release, the FAA deleted the
repetitive inspection requirement on AD 91-14-13 and replaced
it with a one-time inspection that must be reported to
the FAA. 9~ L(
James C. Cassell, III
Make your plans for next year's
ASS Convention In St_ Paul, Minn., June 3-7.
AMERICAN BONANZA SOCIETY, DECEMBER 11111
PAGE 2.t2

Willis M. Hawkins is a distinguished corporate leader/engineer/scientist who has played a key
hands-on role in the design and development of a number of famous Lockheed airplanes. In addition,
he carried on an intense interest and involvement with a number of personal airplanes that cover a
great deal of the history of general aviation. His credentials and his interests qualify him for status as
both historian and futurist in aviation. Here is a sample of his vision. It is a provocative view of what
the flying world might be coming to.- Editor
For the June 1991 annual
source of atmospheric contamination.
Hydrogen is the fuel
Bonanza gathering in
Houston, I was asked by
which, when burned, has the
Ray Leadabrand to cliscuss my
least contamination knownits
exhaust is primarily water
long history in designing and
operating aircraft. Included in
vapor.
my cliscussion of design concepts
and real airplanes was a
ties that are of unique advan­
Hydrogen has other proper­
brief description of a liquid
tage to aircraft. Per pound, it
hydrogen powered Bonanza,
has 2.81 times the energy of
studied in an exploratory way,
petroleum based fuels and it
but never truly ' designed.·
not only burns cleanly, but it
At the suggestion of Jim
burns so easily, with no octane
Cassell, III, the president of
limits, that substantial engine
ASS, and ClifT Sones, the ASS
___ ---;-_-:=.... performance gains can be exexecutive
director, I've prepared Willis Hawkins answers questtons after his speech at the pected. A fuel that can deliver
these notes for those who were recent American Bonanza Society conventton In Houston. power at nearly one-third the
not at the meeting and those
weight to be carried by an
who had many questions which I didn't have time to answer. airplane must certainly deserve attention.
First, I believe it is essential to talk about the fuel (LHz) itself In support of NASA sponsored studies of large transport
and why it is worth considering at all. The prime reasons are airplanes, both Lockheed and Arthur D. Little assessed liquid
that we will one day run out of petroleum based fuels and hydrogen safety and concluded that it was the safest fuel for
even before that, we will run out of healthful atmosphere to use in certified transport operation in spite of the horror films
breathe, and the burning of normal ' mined fuels' is a prime of the Hindenberg's last lancling-but that's another story.
AMEIliCAN IIOIIANZA SOCIETY, DECEMIIEII '"'
'AGEl"'

Hydrogen, however, is not an easy fuel to introduce to all
society in spite of its delivered energy advantages. In the first
place, it is not a ' natural" fuel (except in very rare instances).
It must be manufactured. There are at least two sources of
energy to make hydrogen that are nonpolluting-hydro-powerandnudear-one
of which is usually remote and the other of
mance of the airplane for a given weight should not change.
AI; you can see, a horizontal fin has been added on the very
large tip tanks. It was shown years ago that such a fin on the
Lockheed F-80 reduced the wing tip tank drag in cruise to
zero. This is being reinvented today with all
the 'winglets" being added to transport and
other aircraft.
which is so politically insecure (unjustifi- "••• tbe gross welgbt AI; noted on the drawing, the total tank
ably) that we may be many years in reaping oftbe hydrogen volume inside the insulation of the tanks is 35
its benefit Hydrogen may be tough to Bonanza,fuU of fuel, cubic feet. Approximately four times the
make with other energy sources without wltb tbe same volume of 80 gallons of normal fuel as in my
some pollution and it will be costly. Thus,
A35 Bonanza with two mains at 20 gallons
until we run out of ' natural" fuels, cost will passenger load, wlU each and two tip tanks at 20 gallons each. In
be a barrier. For use in transport aircraft, the be 252 pounds spite of all this, the gross weight of the
advantages, according to Lockheed stud- Ugbter tban tbefuU hydrogen Bonanza, full of fuel with the same
ies, can overcome a cost disadvantage of
passenger load, will be 252 pounds lighter
twice as much JP-4 per BTIJ. standard fuel than the full standard fuel Bonanza.
In addition to cost, hydrogen is difficult Bonanza. " Why shouldn't someone want such an
to carry. It is so light as a gas, its volume is
airplane? First, there is the cost of the fuelprohibitive
except for dirigibles. It can be '------------' currently at least four times the cost of the
carried in liquid form which requires thermos type pressur- same energy in standard fuels. Second, there is no normal
ized (25 psi) tanks because it ceases to be liquid if it is warmer way to buy the fuel and deliver it where you want it. Finally,
than -423 F. Even in such tanks, the volume reqUired is and this is a tough one, you can't leave it for a day or a week
approximately four times that of normal fuels for the same in the hangar without constant cooling, because when the
energy. It can be carried as a hydride, the safest of all, where tanks warm up, the fuel turns to gas, the tanks increase in
unique metal granules absorb the gas and then discharge the pressure, the safety relief pops open, and your expensive fuel
hydrogen when the metal
evaporates. (Your hanis
heated Liquid hydro-
gar better have a vent
gen preserves the weight Uquid hydrogen Bonanza high in the ceiling.)
advantage of the fuel but
Passenger transports
A PREUMINARY STUDY
the hydrides are heavy
avoided this problem
and are only suitable cur-
because their normal use
rently for stationary or au-
factor of 12 to 16 hours
tomotive use. \ _____) per day used up fuel fast
During Lockheed's
enough to keep tank prestrartsport
studies for NASA
sure from building up,
nearly 15 years ago, liquid
and when they had to
hydrogen wasseleaed for FUEL SUMMARY stand down for apprestudy.
Detail designs for For Same Payload and Range ciable time, the tanks
the thermos type tanks ST'D LH, were plumbed back to
operating with internal BONANZA BONANZA the airport fuel center to
pressure were accom- 80 gals Fuel 302 gals Fuel be reliquified and distribplished
and analyzed. It = 480 Ibs Tolal = 1551bs Fuel uted to active aircraft.
was this kind of tank that + .-U. lbs Tank WI In conclusion, we
was conjeauredforadap- = 2281bs Total shouldn't hold our breath
tation to a Bonanza. I Difference _ 252 Ibs I waiting for a liquid hy-
AI; you can see by the _---- ___ drogen Bonanza. We'll
,
drawing I presented at / ~ have to wait until others
Houston, it still looks like
begin to use hydrogen,
a Bonanza but the size of
as I believe they will. The
the tanks approaches the
ultimate solution may be
absurd since the airplane
a surprise. It appears that
was not changed exter-
a hydrogen-air fuel cell is
nally except for the new
about to demonstrate
tip tanks. Also obvious is
enough power density to
the loss of the baggage
be an automobile power
compartment behind the
plant.
aft seats. © When this comes about,
- - --::;:.,\::::::-I'=-
Assuming th e same Willi s M. Hawkins will the quiet electric
engine power, the perfor-
Bonanza be far behind?
AMERICAN BONANZA IOCIETY, DECEMBER lHl
PAGEZIM

lQ]
58Te MP query. I have a 1976
Q
58TC Baron that has a rather
interesting problem.
I attended FlightSafelY training
at Wichita soon after purchasing this
plane and they recommended cru ising
at 30' MPand2200 rpm for effi ciency and
quietness.
Now for the problem: Above IB.OOO
feet, the left engine MP slowly drops
down to 26" and I have to run at 2300
rpm to get to 30' MP and then only with
cowl flap half open. If the cowl flap is
closed, it still drops off some, but temperatures
are fine with it closed.
I wonder if the oil line to turbo
controller is getting too hot but haven't
checked that out.
Any ideas' Right engine is fine on up
to 25,000 feet and both engines have less
than 300 hours and run fine at 1B,000
feet or lower.
Your book, Colvtn ~Cllnlc, has proven
valuable. Your comments about fuel pump seal leakage led
me to replace a fuel pump that otherwise gave no indication
of going bad except occasional fuel flow variation and
leakage out of overflow. Replacement took care of both
problems.- Ted Abrens, ABS 2230, Casey, Ill.
I AA I Your problem is most likely an air leak in the
induction or exhaust system. As a rule, such leaks
won't show up until you reach altitude. There is a
possibility that the turbine is getting sick, but the
leaks should be checked first.
I Q I Turbo charging. I have a 1968 E33Awitha Conti nental
10 -520 BA on which there are 1,050 hours. The
service from this engine has been excellent. looking
ahead, however, it would seem an improvement
to have a turbocharged engine for the speed and
performance increases that this would provide. Is there an
STC for a turbocharged 10-550 and/or 10-520 for the
Bonanza' If it is available, what is your opinion of this mod'­
Howard 7urnley, ABS 23688, Oakland, Calif.
Turbocharged engines do have a clistinct advan-
~
tage over normally aspirated engines, however, the
A turbocharger system does require some maintenance
over and above the normally aspirated
engine. The 10-550 engine delivers an honest 300 I-lP and, in
some respects, is more efficient than the 10-520 engine now
in your Bonanza .
While the 10-520 engine is the most desirable choice, you
still have a long way to go to mo in your engine, so it might
be best to add the tu rbocharger to your engine. Turbo-Flite,
phone 303/731 -2127, can install the syste m in your IJonan7.a .
I Q- I F35 011 leak. I talked to you several months ago
about an oil leak on my F35 with an E225-B
engine. The solution may be a bit novel or
should be retold.
J. Norma n Colvin, retired Beech
Project Engineer on Bonanzas
and Barons, American Bonanza
Society's Technical Consultant
and Service Clinic Inspector and
author of Colvtn's Clin ic .
N866L was restored after being abandoned
and vandalized. Pan of the restoration
was a rebuilt engine from Custom
Airmotive. Most of the problems centered
around three oil leaks. The first two
were easy to locate and fix : tighten the
staner and replace the cork gasket on the
Walker air/ oil separator.
The last oil leak flooded the belly
and ran off the tail making puddles on
the tarmac. This oil leak pretty much
began with my making trips into Phoenix
and Tucson from Visalia in central
California. Every trip clid not produce a
major oil spill and when it did, the oil
level was seldom down more than a
quart after four hours of flight.
To make a long story a lit~e shorter,
we inspected the air/oil separator and
checked for over pressurization of the
crank case since the e ngine companment
was dry. No problems were found.
I called Lew Gage to chat about the
problem and what had been done. He commented that the
length of the tube coming off the separator might be the
problem. I checked it out and found the 1.5 inch duct stopped
about half way across the cowl flap or about three inches short
of the opening between the fuselage and the flap when
closed.
We used a six-inch length of inch-and-a-half aluminum
tubing and cut one end on a bias so the opening was on the
same plane as the bottom of the aircraft and inserted the other
end into the duct and secured it with a stainless clamp.
Now when the cowl flap is closed the duct extends
between the cowl flap and fuselage and the opening is still
on a line between the two. Since the fix, we have made at least
three trips to Tucson with a dry belly. It seems apparent that
we were s ignifi ca n~y changing the pressure in the Walker air/
oil separator causing it to load up and then dump when we
opened the cowl flaps preparatory to landing-Daryl Peter,
ABS 24212, Los Alamitos, Calif.
!Al l
appreciate your passing your findings on. I'm sure
~ it will help someone else.
lQ] Q
Service tl~ .
Over the years I have enjoyed reacling
your column and learning from your experiences.
Your wealth of knowledge has provided me with
solutions or the sparkle needed to find the solution
to numerous problems. In recent issues of the ABSNewsieller,
there were two problems which owners had written about
which I believe I have some solutions for, so please let me
return the favor of providing help.
First, in the July issue, an inclividual wrote of his problem
with the heater in his Baron. I would suggest he need not look
into the fuel system any further, but rather at the combustion
air!heater air pressure differential switch. Occasionally, these
will partially fill with water. When this happens and OAT
drops below freezing, the water inside will freeze, and due
AMERICAN aONANZA SOCIETY. DECEMaER 1111
PA8E2",

to its expansion during freezing, can force the switch lO shut
off, thereby shuning off the heater fuel system. Naturally,
when the OAT goes above freezing, as in the shop, the ice
melts, and the switch operates normally. When this happens,
it is best lO replace the switch, as not only does the ice/ water
usually cause internal damage to the switch, but it is very
difficult to completely purge the switch.
Secondly, in the August issue, Mr. Butler asks about rigging
the tail ofhis aircraft, again. He probably has a perfectly rigged
tail! Beech has a propensity to build control surfaces which
are warped. Go down any line of Beech products and look
down the trailing edges of the flaps and ailerons and you will
find at least one surface which was manufactured with a builtin
arch. As such, although the inboard edge of the flap may
be properly rigged per the travel board, the outboard edge of
either one may be too low or high.
Since the ailerons are rigged neutral by aligning their
trailing edges to that of the adjacent flap, the aileron can
therefore be out of rig. In other cases where just one aileron
has the warp, it is properly rigged at the inboard end, bUI
causing grealer, or lesser lift, and drag al the ouler end.
This change in rig of the aileron changes the lifl and drag
characteristics of one wing relative to the other and due to the
spring interconnect between aileron and rudder, makes the
airplane seem either one wing heavy, or in this case, requires
adding rudder pressure. 0 don't know why, but I have never
heard a pilot complain of needing to "pickup a wing" in these
cases.) The easy way to "correct" this is to bend the aileron
tab, and as I recall, in this case it should be bent down slightly.
Thank you for your help in the past. I hope this can be of
use to the members.-Louls R. W. Edmonds, ABS 26916,
Nashua, N.H.
A
~
By
now, many control surfaces have been reskinned;
some were badly warped. It is not uncommon to
find elevator trailing edges misal igned, causing the
elevator to act as a rudder.
I had forgotten about the Baron heater air pressure
differential switch. Thank you for the reminder.
I Q I Instrument gauges. I have a 1972 V35B with vertical
readout engine gauges that I would like to replace
with round gauges. Where do I get the STC for this
conversion? -john F. !-Iamilton, ABS 26353, Grain
Valley, Mo.
A
While still relatively new, the Beech factory re-
~
placed many of the vertical scale instruments under
warranty. The Beech factory still offers the round
instrument kits, however, Kit 36-3002-1 sells for
$6,871. They have Kit 36-3002-3 which sells for $4 I 1.50.
While the above kits are still offered, there are no parts
in stock, so you could expect at least a three month delay
for parts. I mention these kits simply because the mentioning
of the kit numbers might make FAA approval easier.
The big problem, however, is that the FAA might want
blueprints which are not available .
I cannot find an STC listing so try for a one-ti me
approval. This seems like a lo t of trouble just lO change
instruments. I would suggest that you talk lO you r local
FAA to see what is needed.
[Q]
Fuel _reo I have a 1981 A36TC. Placarded on
Q
my MP/Fuel F10w Meter is the warning notlO take
off if the fuel flow is not at least 32.5 gal/hr
indicated.
I note that the fuel flow is directly related to the manifold
pressure in that in order for me to set greater than 32.5 gph,
the MP must be greater than 34 inches. Red line is 35 inches.
During my recent annual, I brought this to the attention of
the mechanic and he said everything is get up O.K. During hot
weather, it is hard to get above 34 inches and thus I don't get
a full 32.5 gph. I also notice after liflOff, the MP drops to 33.
If! keep pushing in on the throttle, I can get the MP to go back
to 34, but within a few seconds it will drop back to 33. At 33
inches, I can't get 32.5 gph.
How critical is the 32.5 gph and should I be using low
boost? What is your feeling about this situation' -Ray Zinn.
ABS 25104, Sunnyvale, Calif.
A
~
It
sounds as if the th rottle control is creeping. The
throttle control may be misrigged, or if the throttle
control is of the vernier type, the friction lock may
be too loose. This condition can be corrected by
loosening the nut on the back side of the instrument panel
and tightening the knurled nut on the face side of the panel.
If your controls are of the lever type, they will have a friction
lock in the panel.
It wouldn't hurt to have !he engine driven fuel pump
unmetered fuel pressure checked. It should be 9-11 psi at 600
rpm and 28-31 psi al 2700. As you can see, fuel pressure is
directly proportionate lO rpm. so the unmetered pressure will
vary with rpm.
I would like for you to make a brief flight with the
induction air filter removed. This filter may be restricting rpm;
and if so, install a new pleated filter.
I Q I A36 air conditioner. My partner and I have owned
our 1977 A36 for three years. It would be the perfect
single-except that we fly it in the San Joaquin
Valley where temperatures would make Bessemer
happy ... (sometimes even at altitude).
Does anyone make an aftermarket air conditioner suitable
to our plane?-Kip Tulin. ABS 25929, Bakersfield, Calif.
I At\, I Keith Products, phone 214/407-1234 has approval
for an air conditioner in your Bonanza.
33/36 Rudder spar cracks
AD 90-1 1-04 has been revised by AD 91 -23-07. AD91-
23-07 allows for the installation of an SMP bracket which
extends the inspection period from 500 to 1,000 hours,
provided your spar is not now cracked.
This unit will add additional strength and should help
prevent future possibilities of cracking. For complete
information, contact Dick Wilson at 213/ 373-8988 or FAX
213/378~207 .
Please send your questions and/or tips and techniques
to: American Bonanza Society, Attn: Norm Colvin, P.O.
Box 12888, WlcbJta, KS 67'/:77
AMERICAN BONANZA SOCIETY, OECEMBER 1"1

M.D. Cashion leads roundtable
discussion.
The Southeastern Bonanza Society
chapter held its Fall Fly-In at
Huntsville, Alabama Space and
Rocket Center on November 1-3. A total
of 21 Bonanzas and Barons flew into
Huntsville International's fine airpolt
and were guests of Huntsville Aviation.
We were lransponed to the Huntsville
Marriott, which is situated at the Space
Center.
After our usual get acquainted cocktail
pany on Friday evening, our members
spent most of their free time visiting
the Space Center, which was also
exhibiting some Russian space machines
and the "Blackbird.' One of our members
had flown the Blackbird so he
added a great deal to our knowledge.
On Saturday afternoon, the pilots in
attendance were privileged to attend a
round-table technical session on Bonanzas,
led by M.D. Cashion, the ABS
Service Clinic chief. Needless to say, we
all learned much more about our airplanes
and were most appreciative to
have M.D. take his time to help us and
answer our many questions.
Our Saturday evening cocktail pany
and dinner provided swell companionship
for 60 Bonanza lovers who joined
us from as far away as Cincinnati and
Virginia. Jan Jones of Johnson City,
Tenn. was the big winner in our "Best
Poker Hand" game, receiving a free
Bonanza Service Clinic with a full house.
This prize is, of course, coultesy of the
ASS Board of Directors. Several other
III ......
nice prizes were awarded to players
who had good poker hands.
On Sunday morning our weather
was chilly but sunny and everyone was
able to get safely home that day, warm
with the good feelings of being with so
many nice, new friends.
1lle Southeastern chapter now has a
membership in excess of 450 and will
hold its Winte r Fly-In at River Ranch,
Fla., on the weekend of February 21 -23.
We would be most pleased to have you
Yankees join us. We bavejun.L-Dick
PIttenger, ABS 1184
•
IlI8UralCe for co-owner&,
.,..tners and flying clubs
Increased cost of flying
promotes joint ownership
and/or clubs.
Have you been considering the
cost of flying lately? It is apparent
a number of members are
joining together in various sized groups
as owners to reduce the cost of private
and business flying.
1lle cost of insurance will not change
appreciably for up to three co-ownersl
panners. Each pilot's relative experience,
i.e., rertific3tes, rating, lotal hours
and time in type are all subjective to a
final cost of the premium.
Partnerships of four or five members
are typically viewed as mini-clubs and
several companies will surcharge premiums
10 to 30 percent to write and
others may decline to quote entirely.
Policies written for this size partnership
will be on a "named pilot only" basis.
Provision for repair facility pilots and
instructors of the named pilots are also
normally included .
1lle "flying club" category insurance
policies are much more elusive to describe.
1lley normally limit pilot/members
to e ight to twenty per aircraft. A
bona fide flying club is "ownership with
no intent for profit" by all members with
mutual, if not equal, sharing of costs,
responsibilities and benefits of the club
airplane.
One member or several cannot own
the airplane and "rent" the airplane to
non-owning members. This type "flying
club" can be perfealy legal by
regulation, but is usually classified as
limited commercial. Higher insurance
rates and dilTerent policy provisions
will apply to users involved. Underwriters
will need a current copy of the club
bylaws and rules, along with a club
member roster to properly rate and
structure the insurance contract.
The successful pannerships and flying
clubs have several things in common.
They are well managed with good
communication between all participants,
insisting on following safe operational
procedures and include recurrenltraining.
Each year at the renewal time, the
underwriter will review each pilot's
participation and can insist on additional
training if one pannerdoes not fly
enough to remain current in the insured
airplane.
Without the infusion of additional
airplanes to the general aviation fleet
and the increas ing cost of operation and
ownership, there is little doubt more
pilots will consider c()-{)wnership in the
future. C()-{)wnerships, pannerships or
flying clubs in aircraft need to address
insurance in the early stages of forming
any joint agreements. Seek the advice of
an aviation attorney to review your
entire plan from a neutral position and
preferably make a written agreement of
the plan.
Call us at Rollins Burdick Hunter at
800/835-2677 if you would like to discuss
this subject funher. Or if you would
like, send the inquiry and information
by mail or FAX.
IF. Huffaker
Senior Vice President
Rollins Burdick Hunter of KS
•
AMERICAN HIIANZA SOCIETY, DECEM8EII1H1
.. AIIE .. 7

Cry of "FIrel" brings chaos
Memory of aircraft on fire
leads to development of
Beech training program.
IOIWIZA IPlIODU
sion which I saw demonstrated with
that memory.
Deyelopment of a lrainql JII'OC/MI.
After discussing this with our Beech fire
marshall, we decided to develop a
training program involving actual buming
conditions with the use of the
various pieces of our equipment We
built a large pan about six inches deep
by ten feet square and located it in an
area northwest of our plant to do this
training, We put about two inches of
water in this pan covered by a couple
gallons of aviation fuel.
Arrangements were made to have all
During my years in the aircraft
industry, I have seen airplanes
bum and have been a close
witness to how people react to this kind
of an emergency. In the early forties
there was a fIXed base operation 10-
cated on the south edge of the old
Wichita airpon that serviced Beech airplanes.
In those days, these were mostly
Model 17 Stagger Wings.
the equipment on location at the site
One day 1 was out in this area and John Allen is a retired Beech where we wanted our aux. crew to have
was watching a couple of mechanics executive who was manager of some actual experience. Some regular
working on the engine of a new Stagger the Bonanza project MEl/sEL Beech foremen, the fire truck, and emer-
Wing. They were, I believe, draining a airplanes, land. Instrument gency equipment deemed necessary
sump. Suddenly, there was a hollow rated. 4000-plus hours. were also on hand. The fuel in the pan
bloop, and the nose of the plane burst
was ignited by the fire marshall and all
into flames.
of us were able to see and feel the heat
For a moment, everyone stood there cated at Plant I, so in an emergency the and violence of its burning.
aghast, then someone shouted 'Fire!' initial action would have to be taken by Leamlncbywalchlnc. The noise, heat
and everyone began to run around Plant II. But we still needed an emer- and smoke shocked everyone, The first
looking for a fore extinguisher. No one gency fire crew made up of Plant II reaction by all was to run back and
had any idea where to even look for employees. This was implemented by away from the fire. The man who was
one. In an instant, there was utter chaos, assigning initial action prior to the ar- designated to be first to attack with the
The flames grew larger and
hose-even though he was
larger and people became more
attired in the regular fore equipand
more frantic and began to
men!, boots, heavy pants, coat
shout hysterically.
and helmet-was somewhat
What impressed me the most
hesitant about charging in with
was the utter confusion and
the hose. Every man was inlack
of preparation for this
structed on how to adjust the
emergency. It appeared that
nozzle, where to direct the wano
one knew what to do and
ter, and how to adjust the water
no one took charge. The con-
control from a fme mist to a
stemation and chaos were hard
solid stream. It was shocking to
to believe. 1 expected the Stag-
see what the wrong water
ger Wing to explode any
stream did to the fire and the
minute. The plane burned on
importance of using the correct
the ramp. 1 have never forgot-
procedures under stress.
ten the Sight of this scene of
The hard stream could either
complete uncontrolled confu- Volunteer firemen use a water fog to extinguish a move the fire away or spread it
Slon. flammable liquid fire. badly. The soft stream was
P",,,,,rallolW for prevention. ______________________ needed at one time while mist
When we were setting up the Bonanza rival of the regular fire department. could smother the fore in another. When
plant and making preparations for vari- These people were given special train- to use what was the question. When
ous emergencies, the Beech fire chief ing by the Beech fire marshal. they became confused, the fire would
worked closely with me placing the Over a period of time we had sev- attack them and some of the boys who
equipment in locations where it was eral minor fires and were always able to got in too close and stayed too long
determined the plant ought to have control these without great difficulty. received burns. The training continued
them. There were many activities that The memory of the Stagger Wing epi- for two or three days. All of our Plant 11
involved fire hazards. We had a weld sode kepi coming to my mind and I people had some very graphic and
shop and paint shop, a wood mill and never was entirely at ease with our violent training. Even the observers
upholstery shop. Flammable liquids situation. Even though we had assigned learned from watching at close range.
were used in many areas in the plant. personnel to all areas with duties clearly Fonunately, we never had a serious
The Beech fi re depanment was 10- outlined, I kepi thinking of the confu- fire at the Bonanza plant.
AMElllCAllIIOIIAHZA SOCIETY, DECEMBER 1"1
rAIIE_

Replacement of gaskets
... nose g ... struts
Keep a supply of gaskets,
seals and hoses on hand.
I
've received enough calls of this
type to warrant the following. All of
the calls were from owners of the
airplanes concerned doing work which
is later, I presume, signed off by a
mechanic.
I'm notin any way opposed to a nonmechanic
owner doing work beyond
that spelled out in the FAR's work which
does not need A&P Sign off or supervision.
There are many owners who are
adequately skilled to perform complicated
maintenance procedures and have
the necessary tools and equi pment at
hand to properly do those functions.
The expense of flying is reduced and
the owner/ pilot has a bener grasp and
feel for his machine, especially when
away from home base with no mechanic
experienced with that vintage
airplane and its differences from some
similar, yet different, beast.
A mechanic competent Lo work on,
for example, late model Bonanzas or
brand "CO or "P" may not have a clue
about early model airplanes. In fact, that
very problem is growing every day. The
old guys are dying off and nOt many
younger ones are learning the old airplanes.
Most "mechanics" today will
exchange a yellow tagged component
(magneto, generator, etc.) for a nonfunctioning
one rather than field-repair
the old one.
The calls go something like this.
"Lew, J removed accessories on my "E"
engine to stOP some oil leaks and tore
the gasket for the oil filter unit. Can you
Lewis C. Gage, ABS 13129, ATP
multi-engine land with Boeing
707/720/747/A-310 ralings.
Commercial single engine land;
flight instructor MEL/ SEL airplanes
and instruments; ground
insructor advanced and instrument;
flight navigalOr; flight
engineer; mechanic-airplane
and engine; and FAA parts
manufacturing authorization.
Flight time: 15,OOO-plus hours.
send me a new one?"
There are only two gaskets on any
Bonanza, not counting the new red
"real" rubber rocker box gaskets, which
are used ajlerthe anached accessory or
part is moved or removed. Those are
the magneto base gaskets. Their thickness
and composition is designed with
movement of the rnagneto in mind, at
least for several timings of the magnetos.
Even they get old and lose their
ability to seal properly after several
years of usage.
The problem is that the need for the
necessary gasket, seal or hose always
occurs over a weekend or with no local
supply during the week. Yeah, I know
a bead of gasket puckey might work,
but except in an emergency situation
(deep in Mexico), that type of fix does
not display a level of quality fit for
aircraft repair work.
Therefore, below is a list of gaskets,
seals and hoses which owners of "E"
powered airplanes should have instock.
Make a corrugated cardboard pouch or
wallet 7" x 7", taped closed on three
sides to store the gaskets in. The total
cost for this inventory will be about
$ 1 30 and will be worth every penny if
the "right now" need arises. If you use
a gasket out of stock replace it SASPO.
The shaft seals do not have to come
from Continental with Continental prices.
Any bearing su ppl y house will stock
these items as well as the Speedie
Sleeve for the Hartzell propeller at about
one-half to one-third the price. Companies
such as Sacramento Sky Ranch or
A viall carry Continental parts. The
A-US gasket is a Hartzell part.
No .. gear strut
After 20 years of service, the nose
gear strut barrel lower O-ring gave upon
my G35 which blew all the hydraulic oil
and strut pressure ovetboard. Everything
else except the lower barrel bushing
(bearings, bushings, etc.) was in
good shape, but after removal and
disassembly,l found that the area around
the lower brace cP/N35-825-JlO-4) lubrication
felt was severely corroded.
In fact, by measurement, only about
.030' remained in two spOts with unacceptable
amounts of corrosion growing
around the entire circumference of the
brace. Although the brace was not, I
think, in imminent danger of failure, it
cenainly was in ultimate danger of
doing so. Such a situation would lead to
a nose gear collapse and all the associ-
A list of iIIIkets, seals and hoses which owners of "E" powered airplanes should keep In stock
4 - AN4045-1 (MS 9134-01) Fuel and vacuum pump gasket
1 - 36027 Gasket - vacuum pump adapter
1 - AN900-14 Gasket - Oil pressure regulator
3 - AN900-10 Gasket- Oil temp bulb and oil drain
1 - 352061 Gasket - Fuel pump shaft gear adapter
1 - 25102 (CRB060) Shaft seal - fuel pump adapter
1 - 352067 Gasket - oIl screen or ruter
1 - CR 8088 Shaft seal - Hartzell T Drive
3 - AN 900-29 (If engine uses 011 pressure screen)
1 - 626570 Gasket - oil drainback hous.ing
1 - 352064 Gasket - oil drainback housing
1 - 24827 Hose - intake lUbe or oil drainback
2 - 536740 Seal - intake tube
2 - 535324 Gasket - magneto
1 - 352066 Gasket - generator
1 - 352068 (CR9613) Shaft seal - generator or alternator
1 - 530341 Gasket - staner adapter
1 - 530340 Gasket - starter
8 - 535057 Packing - push-rod lUbe
2 - 532451 Gasket - valve rocker cover
1 - 25001 (CRB060) Shaft seal - vacuum pump drive
1 - Narl or CR 99312 Speedie Sleeve - Hartzell prop
2 - Narl 416404 Shaft seal - Hartzell prop
1 - Hartzell A-135 Gasket - oil transfer unit
AMERICAN BONANZA SOCIETY, DECEMBER Ull
I'ABE2Ift

ated bad events which foUow.
hours labor for the complete
Lower end of brace with corroded area cut open
The nooe gear brace on 35
job.
through M35 airplanes uses a
If your strut does not have the
part which is magnesium with
lightening holes covered, you'd
three "lightening" holes front and Ughtnlre be wise to do so after making
back. Some airplanes have tape hole sure no moisrure is present in
(doped or sticky kind) applied Very thin the felt wick. A heat lamp apover
these holes to keep water area area plied for 24 hours or so should
out. Mine never did.
take care of that; then oil the felt
Every time the airplane is
and seal with dope and tape or
washed or rained on, water gets f-DrElg leg by some other method. The exinto
the felt wick and no amount lug isting corrosion won't go away
of oil will stop the resultant cor-
but, until the strut is removed for
rasion. There is no way to in-
overhaul, at least no more will
spectthisarea withoutdisassem-
take plare.
bly of the Strul The wick is oiled '-___________ B_e_a_n_·n_g ____-' There are several places to
by squirting a one-fourth tea-
send the nose gear assembly for
spoon or so of oil into the lower "Iight- Durante would say, "What a revolt'n' overhaul. One on the west coast that
eomg' hole which in rum helps to development dis is.' does quality work is Delta Engineering,
lubricate the lower brace bearing, re- I called Beech and ordered the only Frank Obenhaus, 209/ 477-1626.
suiting in better nose wheel steering. brare they had in stock. List prire is Take a look at the enclosed photo of
I made a Uip to Dave Monti's salvage S 1,140. I was also going to replace the myoid strut and I think you'll see what
yard to get a serviceable replacement. strut barrel, but with a list price of may be close to the norm for airplanes
He had two of them in a collection of $2,065, I decided to do about four hours using the early 'lightweight" nose gear.
nose gear parts. One was about as bad of machine work on mine to rerum it to There is no repair for damage like this,
as mine. The other was not one I service. only replacement.
wanted to do the repair job with al- I fabricated some aluminum covers
though it might have been salvageable for the new brace, sealed with silicon
Lew Gage may be coruacted at
with grinding out the bad places and sealant. The total parts cost came to Sunrise Filters, Inc., 2255 Sunrise
anti·corrosion treatment. As Jimmy $1,050 with discounts. I had about 12 Reno, NV 89509, 7021826-7184
A solution to landing gear problem. I
greatly enjoy the monthly ABS Newsletter;
and find the articles very useful and
interesting.
I found j.M. Hirsch's article in the
October issue which dealt with the
landing gear problems particularly informative.
It brought to mind a landing
gear problem which I had on both a
Bonanza V35 and Baron 58 when the
landing gear failed to extend on approach
to landing.
The Baron experience occurred during
an instrument approach, which made
the siruation even more exciting. The
problem in each case was that the gear
motor had stopped on a dead spot and
the eleclIical circuit could not be completed.
The solution I would like to
share with other members was very
simple and did not require hand cranking
the gear all the way down.
(1) Pull the landing gear circuit
breaker. (2) Engage the hand crank and
rum it about one-half rum. (3) Disengage
the hand crank. (4) Reset the
circuit breaker. (5) Put the gear switch
Letters {rom ABS members
put the record straight.
in the down position. The landing gear
will now probably extend since the
motor is no longer on the dead spot.
This is only a lemporarysolution. While
the gear may work perfectly for the next
few cycles, the motor will undoubtedly
stop again on the dead spot. The permanent
fIX is to replace the gear motor.
The same problem occurred in reverse
to a friend in a Bonanza 36, where
the gear would not retrad after takeoff.
The solution would be the same: Move
the gear motor off the dead spot.
I hope this experience will be of help
to members who find themselves in this
situation, which J assume is not very
uncommon.- William I. Cohen, ABS
4543, Los AlIOS, Calif.
Outstanding service. I would like to
make the membership aware of some
outstanding service I received while on
a cross-country night from Minneapolis,
Minn., to Annapolis, Md.
While descending into Union County
Airpon at Marysville, Ohio, for refueling,
I found my airspeed indicator sruck
at 160 mph. After a moment's concern,
I enlisted the help of another aircraft in
the pattern to act as a pace aircraft and
landed uneventfully.
Thinking I had at least an overnight
stay ahead of me, I was pleasantly
surprised as Rod Reck, a mechanic for
Marysville Aviation Center, immediately
disassembled the system, diagnosed
the problem (a hang-up in the gauge)
and repaired it in less than an hour.
Thanks to Rod, following a quick highspeed
taxi check, 'we were on our way
with minimum delay. By the way, there
was no charge for Rod's time and the
fuel was $1 .65 a gallon, including tax.
Needless to say, when I find myself
in the Columbus area, ['11 be stopping
into Union County Airpon for fuel and
aircraft suppon.-Bmd Tbomas, ABS
26859, Long Lake, Minn.
AMERICAN IONANZA SOCIETY, DECEMBER 1"1
" AGE 2100

A third .,.-ty review
1984 B36TC has almost
every conceivable option
and modification available.
I
have serviced the 1984 Beech
Bonanza N680IT belonging to Dr.
john Gillespie, ABS 24967, since
the time when he became its owner.
I feel this B36TC is as fine an example
of a Beechcraft Bonanza as there is
fiying today. It has a maroon over tan
exterior and its interior is maroon
with beige tweed seat inserts and
beige leather trim.
As you can see from the descri p­
tion below, this aircraft has almost
every conceivable option and modification.
Dr. Gillespie, his wife Sarah, and
their daughter jennifer, use this aircraft
primarily to follow their strong
equine interests at the track, steeplechases,
and fox hunting throughout
the Midwest and Southeast.
This aircraft serves as both a comfortable
passenger aircraft for Sarah
and jennifer and a stable platform for
Dr. Gillespie to demonstrate his expertise
as an instrument rated pilot.
-Donald A. Griffin, Carbondale, Ill.
Bonanza, B36TC SIN EA429, N6801Towned by Dr.jobn Gillespie
•
Compensating ....
swinging the magnetic
compass
I
n
the midst of all the esoteric modern
instrumentation it is easy to
overlook the fact that the old magnetic
compass is the most reliable and
accurate way to establish aircraft heading.
Its peculiarities in a dynamic flight
environment have received a lot of
press, but methods of compensating for
errors induced by the aircraft have not
been well documented. Attempting to
compensate the compass, or to "swing"
i~ i.e., prepare a compass correction
card, by the use of a compass rose
painted on the airport ramp is a frustrating
and inaccurate procedure.
The method described here was, to
my knowledge, first published by Ray
Leadabrand and me in 1974, in a magazine
named Air Facts. A careful implementation
of this procedure should
provide a "straight and level" compass
accuracy within a degree at all headings.
Most of us fiy by a gyro instrument,
but, whether it is slaved or not, you do
have to adjust the gyro to a heading
referenoe, and the best heading reference
is your magnetic compass.
The Federal Aviation Regulations
(FAR's) (Part 23. I 547) specify that a
compass correction card with increments
not larger than 30 degrees be
posted on or dose to the compass. Any
change from the condition under which
that card is applicable that causes an
error of more than 10 degrees requires
an additional correction card.
Engine overhauls and avionics
changes can effect the compass compensation,
but very few operators
recalibrate the compass after such events.
I recall a loudspeaker change that resulted
in a 20 degree error that caused
some consternation during the next
flight.
A strict interpretation of the FAR's
requires that both compensation and
posting of the correction card must be
done by, or under the direct supervision
of, a oertificated instrument technician.
The compass is neither included in the
examples of owner allowed preventive
maintenance (part 91.403 and Part 43
Appendix A) or in the "certificate required"
major repairs. Instrument calibrations
are required to be done by a
oertificated instrumentshop (part 65.81).
Regardless of how it is done, the
compass compensation requires considerable
"driving" of your aircraft, and
requires knowledge of the configuration
of the aircraft during your typical
flight.
The pilot should be intimately familiar
with the conditions under which the
compass was compensated, and the
errors that might apply to different
configurations. I think that the pilot
should do, or be involved with, these .­
adjustments so that he is familiar with ,.,
the conditions and limitations. You may
wish to give this procedure to your
AMEIIICAN BONANZA SOCIETY, DECEMBElll"l
PA8E:nG1

I
certificated instrument technician, suggest
that you would like to follow it, and
proceed under his su pervision.
Coqoa .....* .. A few facts about
compass operation help to understand
this procedure. A compass that is functioning
properly and is level and stationary
has negligible error in indicating
the direction of the magnetic field in
which it is immersed Unfortunately,
aircraft compasses are always near iron
and electrical devices that distort the
local magnetic field that directs the
compass.
A set of small magnets is built into the
compass that can be adjusted to compensate
for these distortions. These
magnets are controlled by two adjusting
screws labeled N-S and E-W. The
elTect of things in the aircraft that distort
the magnetic field at the compass can
be compared to the elTect of wind on
your course. If the wind causes an error
in track in one heading, and you then
tum 180 degrees, the error will be equal
and opposite in sign. Because of this,
yOu need only to be able to tum the
•
aircraft accurately by 180 degrees in
order to set the compensating magnets.
No compass rose or reference headings
are required.
Most importantly, this allows you to
compensate the compass so accurately
that negligible error will exist in any
diredion. The only use you will have for
a correction card will be to satisfy the
legal requiremen~ or to adjust for dilTerent
operating conditions.
If yOu observe any tendency for the
compass to stick or not move completely
freely, it should be immediately
repaired.
The most common problem is that
the liquid volume decreases until the
elastic diaphragm that is intended to
compensate for expansion and contraction
touches some part of the rotating
assembly. When this occurs, the diaphragm
and gaskets should be replaced
and the unit completely filled with
compass fluid (a very pure kerosene).
The FAR's specify that this should be
done by a certificated instrument shop.
The compass is often painted black and
exposed directly to the sun. This can
vaporize the fluid and put great stress
on the diaphragm and seals.
The method of compensating the
compass described here is based on
using the directional gyro (Ix;) to indicate
the required 180 degree rum. A
Horizontal Siruation Indicator(HSO provides
the same function. This procedure
can be done in flight, and the flight
environment certainly provides the most
accurate pi

JANUARY
1 0-12 • Bon ..... Pilot Proficiency P..,.,.m,
Phoen~. Ariz. Cut-off date: 12·2&91.
Contact ASS HeadquartsfS. 316/ 9456913.
31-Fob. 2 • _ Pilot Proficiency
Procrom, OMando. Fla. Cut.off date: 1·15.
Cmtact ASS Headquarters, 316/9456913.
FEBRUARY
14-18 • Bon ..... Pilot Proficiency P..,.,.m
(Recurrent), Orlando, Aa. Cut-off date:
1·29. Contact ASS Headquarters, 316/945-
6913.
MARCH
3-8 • LowyoI'P1Ioto Bor ANocl.lIon
MooUrc, Westcourt In the Buttes.
Tempe,Arlz. Contact: David E. Prewitt, 1700
Mar1reglstratlon required.
Call 1·8Q().323-4994.
CALENDAR OF EVENTS
H · Bon .... Pilot Proficiency .......... ,
Austin, Texas. Cut..off date: 2·19. Contact
ABS Headquarters, 316/94!Hl913.
20-22 • Bon .... Pilot Proficiency P_m,
Columbus, Ohio. Cut-off date: 3-4. Contact
ABS Headquarters, 316/94!Hl913.
APRIL
3-5 · Bon .... Pilot _Ioney ..........
(Roc.rrent), Fresno, CaIW. Cut-off date: 3-18.
Cmtact ASS HeadquartsfS, 316/9456913.
24-28 • Bon .... Pilot Proficiency P_m
(Roc.rrent), Winston-Salem. Cut-off date:
4-8. Cmtact ABS Headquarters, 316/945-
6913.
24-27 - Service Clinic, West Palm Beach. Aa.
Cmtact ASS HeadquartsfS, 316/9456913.
24-27 • Service Clinic, Ramona, Cal~ .
Cmtact ASS HeadquartsfS, 316/9456913.
MAY
1~17 · Bononz. Pilot Proficiency P..,.,om,
Milwaukee, Wis. Cut-off date: 4·29. Cmtact
ASS Headquarters, 316/9456913.
1.5-18 · Service CNnlo, Smyrna, Tenn.
ASS HeadquartsfS, 316/9456913.
~18 • Servloo Clinic, Madera, Calif.
ASS HeadquartsfS. 316/9456913.
JUNE
.7· ABS Convention, St. Paul, Minn.
Contact ASS HeadquartsfS, 316/9456913.
1lI-a2 • Servloo CNnlc, Onawa, Iowa. Contact
ASS HeadquartsfS, 316/9456913.
28-29 · Servloo Clinic, Indianapolis, Ind.
Contact ASS Headquarters, 316/9456913.
21-27 · Bon.no Pilot ProfIcleno)' Pl'OlJ8m
(Min. Flylnl), Colonldo SpMngs, Colo. Cut-off
date: &10. Cmtact ASS Headquarters, 316/
9456913.
JULY
17-20 · Servloo Clinic, Pagosa Springs, Colo.
Contact ASS HeadQuartsfS. 316/9456913.
24-27 ... rvtc. Clinic, Plano, Texas. Cootact
ASS Headquarters. 316/9456913.
1992 BONANZA PILOT PROFICIENCY
PROGRAM SCHEDULE
Loc.Uon, PM ••• nd R ... ntlo" CPort-Off
Jan. 10-12 . . . . ... , ....... Phoenix. Ariz. (Inltlol)12/26/91
Jan. 31·Feb. 2 . . .. .•.......... Orlando. Fla. (Initial) 1/ 15
Feb. 14-16 ..... ... , . . . . . . Orlando. Fla. (Recurrent) 1/ 29
March &B . ..... ...•.. ...... Austin. Texas (Inrtlal) 2/ 19
March 20-22 .......... .. .... Columbus. Ohio (Initial) 3/4
April 3-5 ... . . . .. , .. . ... . . Fresno, Calif. (Recurrent) 3/18
April 24-26 . . ........ Winston-Salem , N.C. (Recurrent) 4/ 8
May 15-17 ....... .. ....... Milwaukee. Wis. (Initial) 4/ 29
June 2&27 ...... Colorado Springs, Colo. (Min. Flying) 6/10
Sept 11·13 .. .......... . . . . . Wichita, Kan. (Inrtlal) 8/26
Oct. 2-4 . . . . .... . ..... . . Concord, N.H . (Recurrent) 9/16
Oct. 23-26 . . . . . ........ . .. . . Fresno, Cal~. (Initial) 10/ 7
Nov. 13-15 . . ....... . .. Winson-Salem, N.C. (Initial) 10/28
Date
1992 SERVICE CLINIC SCHEDULE
April 24·27
April 24·27
May 15-18
May 15-18
June 19-22
June 26-29
July 17·20
July 24·27
Aug. 21·24
Sept. 11·14
Sept. 18-21
Sept. 25-28
Oct. 1&19
Oct. 23-26
Location
Lantana, Aa.
Ramona, Calif.
Smyrna, Tenn.
Madera, Ca lif.
Onawa, Iowa
Indianapolis, Ind.
Pagosa Springs, Colo.
Plano, Texas
LaGrangeville. N.Y.
Nashua, N.H.
Palo Alto, Calif.
Mayfield, Ky.
Oxnard, Calif.
Albuquerque, N.M.
FBO
Aircraft
Specialists, InG.
Cruise Air Avtation
Corporate Right
Management
Barber Aviation
Gene Simpson
Aircraft Sales
Indiana Beechcraft
Flightcrafl Turbo
Metro Aircraft Sa les
Whit Air Service
Edmond's Aircraft
Service
Rossi Aircraft, Inc.
Mayfield Skyways
Aero flight
Cutter Flying Service
•
1992 BARON PILOT PROFICIENCY
PROGRAM SCHEDULE
(Initial or Recurrent)
Date
Location and R ... rvatlon Cut-Off
Feb. 14·16
Orlando, Fla. 1/29
April 3-5
Fresno, Calif. 3/18
April 24-26
Winston-Solem, N.C. 4 / 8
June 2&27 Colorado Springs, Colo. (Min. flying) 6/10
Oct. 2-4
Concord, N.H. 9 / 16
•
AMIIIICAN IONANZA IOCIITY, DICI.III1"1
'AOl atol