October 2007 - American Bonanza Society

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mSllrance specialists in the COlin try. Our professional staft
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Voume I
PubUShed by American Bonanza Sooety. Organized January 1967
OCTOBER
umbpi lC
ON THE COVEn
1043J THE LOVE OF FLYING
BONANZAS LIVES ON
By Mike Turner, Hawker Beeeheraft
FEATURES
10391 FLYING NEW:
G36& G58
EXPERIENCES
By Barb DlIlllap. James Fleming,
Tim Tate, Jim Scurlock,
C. WaYlle Miller, Toby lVells,
Bill Coldberg alld Jim Keepkie
10449 BEING A MEMBER OF
ABS CHANGED MY LIFE
By Paul Cretscllel
10450 THANKS TO
ABS DIRECTORY
By Bob MUlldle
10456 ABS BOARD: CALL
FOR NOMINATIONS
10463 HIS NAME IS CHARLIE
By Jeff Deatoll
10468 CONVENTION
SUPERLATIVES
By Dick Dmschel
10469 HOW MY BPPP
TRAINING PAID OFF
By Bill Carter
104J2 HYDROLOK SEATBACK
RETRACTOR CYLINDERS
By William Hemme
104J4 THANK YOU TO OUR
ABS CONVENTION
SPONSORS
SERVICE CLINIC SCHEDULE 10449
10435 BPPP SCHEDULE
10436 PRESIDENT'S COMMENTS 10451
by JOII Luy
10455
10441 SURLY BONDS
10448 BPPP
hy ROil Zo.rar/;:lilski
WHAT'S WRONG 10456
by Adria" Ejchhom
& ROil Timmermmu 10451
TECH TIPS/NEI~S NOTES
10460
INSURANCE
byJohll AI/ell 10461
F(i/CGlII IflSltrallCe
10455A AD SECTION
ABS LIFE MEMBERSHIP 10465 AVIONICS
k,' Jolin Co/liils
SAVVY OWNER
I~J' Mike Busell 10410 ABS AVIATORS
G.A. NEWS 10411 FORUM
AEROMEDICAL NEWS 104n EDITORIAL CALENDAR
kl' Charles DaJ 'idsOIl, Mil
10413 REGIONAL NEWS
10415 EVENT CALENDAR
Send articles/letters to:
ASS MagaZine Publication Office
PO. Box 12888, Wichlla, KS 67277
Tel: 316-945-1700 Fax: 316-945-1710
E-mail: bonanza1@bonanza .org
WebSite: http://www.bonanza.org
Copy and phOl~l'IIp1b submlltrd for publialtion bn:oInt lilt proput) or lilt Sodtty
Mild ~ halill o t /)f,' rtIUrrll1.l. Ankles 5ubrnilll-d "'iLh pictures rocCIIC public~liOl1 prcfm'fI('(.
EDITOR-rN~CH1EF: Nancy Johnson. A DS Executive Director
MANAGING EDITOR: Beuy Rowley
AIRCRAFT TECHNICAL EDITOR: Thomas P. Turner
ART DIRECfOR: Jim Simpson
EDITORIAL CONSULTANT: Patrie Rowley
Display AdvertiSing
Director
..John Shoemaker
2779 Aero Pork Dnve.
pa Box 968.
Traverse Crty MI A9684
l.aoo-327·7377,ext 3017
Fax 231-946-9588
E-mo 0 Iogep'" ("
,4,85 MAGAZJNE (ISSN 1538-9960) is pubhMIN month)) by the American 800a11l.:I
Society. 1922 Midfield Rood. WIChita. KS 61209. lbc price: 011 )-arl), ~pcion
is lIIc1uded in the Innu.al dues of Societ) members. Prriodicals ~e paid II
\I,~c hi la. Kan>a~. alld ~I addiuOOll maihnl! offices
1\0 p.uI of lIus publlOlUOn may bt rqII'Inu~d Of d"p~ "Ilhow the "nuen
p:rmiMiOD 01 the EdiIOr In CIud_
The Sot"'t)' and Pubh~hercannol accept rupon~lbtllly forthe C'OITtt/flffi or Itt1Ir:IiC')'
0( !he matltn priru((! hrn'in Of for any opuuons e~pn:s$I!d (}ptruoM ollht EdiIOl' Of
C'ORIribalm do not ~»arity Tqft:SCDl1he ~llOII of Iht Sonn)- Arudel or otIw:r
rnak'rials by and mn organi1.atlORSodYr than ASS arc: pnnlCd In the ASS Ma..~ as
~ courtI'sy QIId member )C rY;~. E:I.~Pl asupn:~'ly JoIated. thcir appe:lnlJlCe il11hl~ rn:ll:­
uillC'docs not ronsblUlt an ~I 11)' ASS of the prodocts. i('f\'1C\':'I Of ~enl!l of
sud! orpna1.111OR. I'\IbIt>her ~'t'Ii the np 10 ~JK'I any ........ ~Ikd few pub­
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ASSUAl. DUES \;S-S35. C.-m.t MalCO---S55 (CS ). Fomp-S9J IUS).
Addiu..J fall) M~"-$~ adl. lJJc mnnbcnhip-S I,{O). Co.&at'I .... 85
tkadqmrlrrs fOf IktaIIt..
PQSThIASTER Send ~ clwlgn 10 ASS MAGAZJJVE. PO, 80\ 12888.
\\~IChita. KS 6nn.1S88.C Cop)nghI2OO1.

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ABS BOARD OF DIRECTORS
TERM EXPIRES
PRESIDENT
ARTHUR W. BROCK (Area B) ·2009
Committee Chair: Events, Executive, Planning.
Technical
2831 Colt 1ld .. lloncro Palos _ . CA 9fY215
phoo,,, 31~S-8507. fox: 31~S-;l167
e-mail: brockort@ool.com
VICE PRESIDENT
BILL STOVAll (Area 6) ·2009
Committee Cnoir: AS~ Project Funding. Media
32675 Woodside Dr .. Evergreen. CO 80439
phone: 303-6702244. lox: 303-61Q-338S
EHTlOil: billstovoll@evcohs.com
SECRETARY
RCNALD LESSLEY (Area 5)
Committee Cholr:'Bylaws. Membership
PO Box 1023, Cloremore, OK 74018
phone: 918-341-0741; fox 918-341-4464
&-moil: ronlessle-,@sbcglobol.net
TREASURER
STEPHEN P BLYTHE (AI-Lorge)
Committee Choir: ~inonce, HI?
21065 Barclay lone, lake Forest. CA 92630
phone: 949-5aJ.9500 ext. 131 . fox: 949-583-0649
&-moil: spb@blytheco,com
ASST. TREASURER
CHARLES S. DAVlDSON. M.D. (Area 3)
CommIttee ChOir: Aeromedical. Education
1605 Wood Duck In,, Kill Devil Hills, NC 27948
phone, 252-441-5698. 10>252-441-5853
e-mail: chor1es_davidson@chorter.nel
GREGORY KESHISHIAN (Area 1)
401 Eosl741h Slreet. New 'Ion:. NY f0021
phone'212~11
e-mail: gk@gki)Ortners.com
KEITH W. KOHOUT (Area 2)
212 B East 2nd Street. Covington. KY 41011
phone: 51 ... 79-2533
e-mail: kk@ftightresource.com
ANDREW REARDON (Area 4)
555 w. Westleigh Rood.loke Forest. Il 6OJ45-2717
phone: 312-984-3816
e-mail: ofreordon@ttx.com
2008
200B
-2009
2010
2010
2010
JON LUY (Area I) ·2008
Committee Choir: Nominating. Regional
205 AmadOf Rood. Sutter Creek. CA 95685
phone: 209-267-0167. fax: 209-267-0247
e-mail: jdebonoir@hotmoil.com
• Second cnd/ Of final term
Executive Director. NANCY JOHNSON
ABS Service Clinics provide a valuable 'second opinion' about the maintenance state of your
Beechcratt. You'll follow our highly experienced inspector as he checks your airplane in areas that
otten merit a closer look. Bring your mechanic so you can both learn more obout your Beechcraft!
Only $186 far BonanzasJDebonaifs. 5233 for Boranslfrovel Airs.
DATE
Nov 1-4
LOCATION
Hagerstown. MD
Nov 29-Dec 2 Romona. California
HOST/AIRPORT
Hagerstown Aifcraft (HGR)
Cruiseair Aviation (RNM)
Register online at www.bonanza.org or ABS headquorters 316-945-1700.
DATE LOCATION AIRPORT
Oct 26-28 Santo Moria. California (SMX)
Nov 2-4 Nortolk. Virginia (ORF)
Jon 18-20 Phoenix-Deer Volley. 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 Son Antonio. Texas (SAT)
Apr 25-27 Concord. California (CCR)
May 16-18 Columbus. Ohio (CMH)
Visit www.bppp.orgformore info or to register. Bonanzas/Barons/ Debonairs/Travel
Airs at all locations. Cockpit Companion course available. Call the BPPP
Registration Office to make arrangements: 970-377-1 B77 or fox 970-377-
1512.Eligible for 70 ASS Aviator points.
PAST PRESIDENTS Fred A. Dnscoll. Jr. 1980-1981 Roy L leodabrond (dec.)I990-1991 Jon RoocIfeldl 2000-2001
8.J.McClanahan. MD 1967-1971
Fronk GRass (dec,) 1971-1973
Russell W. Rink (dec.) 1973-1975
Hypolite Ilandry.Jr .. MD 1975-1976
Colvin S, Early. MD. PhD 1976-1977
Copt. Jesse F Adams USN(R) (dec) 1977-1978
David p, Barton 1975--1979
1979-1980
E.M Anderson. Jr. (dec.) 1981-1983
Donald l. Monday 1983-1984
Harry G Hadler 1984-1985
.JoIJn E Pudon (dec) 1985-1986
Charles R Gibbs
James C Cossell. III 1991-1992 Harold Basi 2001 ·2002
Warren E Hoffner 1992-1993 Jock Threadgill 2002-2003
Jahn H. Kitboume 1993-1994 Jack Haslings,MD 2003·2004
Barrie Hiem. MD Craig Bailey 2004-2006
Ran Vickrey Jon lW 2006-2007
Willis Hawkins (dec.)
Williom C. Corter

A QUICK LOOK BACK
It's been a pleasure serving as your 2006-07 president, and
what a great way to end my term than with the anniversary
bash in Wichita, also known as the 2007 ABS Convention.
It was a big success in the number of attendees, and the quantity
and quality of activities.
Among more than 1,200 participants, there were many
first-timers - nearly 400 members and spouses or guests! And
because thi s was such a huge celebration, we were very happy
that so many of our foreign friends attended - ABS members
from 11 other countries.
This convention had several 'firsts'. For instance, ABS
headquaners served as the setting for our Welcome Party, to
celebrate its 25-year history. We set up a huge tent next to the
building, enjoyed the music of a steel drum band, and the staff
got to show off the HQ facilities.
(Incidentally, the BBQ was some of
the best food I've ever had!)
Another flrst was a night-time
Grand Opening of the Trade Show, a
fun evening to visit the booths. We
also held an auction to benefit the
ABS Air Safety Foundation and were thrilled at the generosity
of vendors donating auction items, and the fact that over
$15,000 was raised.
We also had fun with a first-ever competition among the
regional societies to see which brought the largest percentage
of their members to the convention. It was a close race. with
the winner being the Southwest Bonanza Society.
The Beechcraft Hangar Party was great. and we cenainly
enjoyed the musical entenainment by the very talented Sons of
Beech who are employees of Hawker
Beechcraft. And the Saturday factory
open house was, of course, a highlight
of our time in Wichita.
During those four days in
September, there was something of
interest nearly all the time - over 60
hours of educational seminars. run
on the track system; a full schedule
for the nonpilot companions; a wonderful
closing event (including a 40-
year ABS history video); time to
reconnect with old friends and make
new ones, and much more.
The board and staff will continue
working to keep the convention fresh
every year. With your input, next
September 24-28 in Lexington.
Kentucky, will be a convention that
both first-timers and repeat attendees
will enjoy.
My year as ABS president moved
quickly, and I am proud of what we
accomplished on your behalf. As 1
turn over the Society's reins to the
very capable hands of An Brock, 1
look forward to another good year
for ABS.
1 have one more year on the board,
and if there is anything 1 can do to
help you, please don't hesitate to
ask.-Joll
ABS October 2007 www.bonanza.org Page 10436

ABOUT THE COVER: To celebrate the 60th anniversary of the Bonanza. a
2007 G36 was chosen to appear on the cover with [} 18. Ihe oldest flying
Bonanza. Sixty years of continuous Bonanza production led to this
formation Hight of N207BB. SIN E-3700 and NC80418. SIN [} 18.
N207BB was flown by Pete Kennedy and Jenny Elsenroth and is
owned by Hawker Beechcroft Corporation. which uses the G36 as its
60lh Anniversary demonstration aircraft. NC80418 is owned by the
Beechcraft Heritage Museum in Tullahoma. Tennessee. It was flown by
Jeff Doyle and Wade McNabb for the aerial photography by Russell
Munson in a GS8 flown by Chris McMillon and Justin White.
D
THE LOVE OF FLYING
BONANZAS LIVES ON
BY MIKE TURNER. SENIOR MANAGER. PUBLIC RELATIONS. HAWKER BEECHCRAFT CORPORATION
uring 60 years of producing one
of the industry's most soughtafter
aircraft, one would think the people
who purchase them would change
over time. The truth is, buyers of new
G36s and G58s are not significantly different
today from those who purchased
new Model 35s in the late I 940s.
Beechcraft has long been synonymous
with quality, craftsmanship and
performance, attributes that any successful
businessperson well appreciates.
They know what they want, they pursue
their goals relentlessly and there are
no compromises. Success is expected,
and that new Bonanza or Baron fi ts their
criteri a.
One difference of note is that many
customers today are long-time or previous
Beechcraft owners, upgrading to the
latest technology. They enjoy fl ying and
are eager to keep up with the latest
equipment.
--. ~ ... ..". ~
- ....
~~
The 60th Anniversary edition of the G36 attracts
attention everywhere it goes .
Garmin's G I 000 avionics suite,
including the GFC-700 autopilot, has
had a significant impact on the perception
ofthe aircraft as offering the latest in
tec hnology and systems. Many pilots
today have the expectation that advanced
electronics such as datalink capabilities,
downloadable weather, terrain awareness,
traffic and entertainment systems
are the basic requirements of their next
airplane. The Gl ooo system exceeds
those expectations and feedback from the
field is very positive compared to competing
systems in the market.
More and more customers today
are also "moving up" from competitive
four-seat aircraft. These include several
•
-'
Many ABS members and guests inspected the 60th Anniversory Bonanza on display of ASS headquarters during the convention welcome dinner.
Page 10437 www.bonanza.org ASS October 2007

Bonanzas and Barans lake shape in Plant II at the Hawker Beechcroft factory in Wichita, Kansas.
newer designed-composite manufacturing
companies such as Cirrus and
Columbia, as well as Mooney and Piper.
The large six-place cabin, robust
airframe and unmi stakable Beechcraft
quality and comfon are as much a
pan of the allure of today's Baron
and Bonanza as they have been in the
pas!.
Another new trend is an increase in
first-time owners. This is particu larly
exciting because bringing new owners
into the market builds enthusiasm and
grows the owner-pilot community.
Successful entrepreneurs and aviation
seem to go hand in hand, and new firsttime
owners him at cominued economic
prosperity.
One definite commonality with all
customers today is their love of aviation.
Though many people use our products
as a business tool, they also love to
fl y. The vast majority of our Bonanzas
and Barons are owner-flown, and many
have family, friends and business
associates who fly with them in their
airplanes.
@
1947 VS. 2007
The G36 is in a different class of size.
power and eqUipment than its earliest
descendant. but the legacy of the
Bonanza is sfill evident in the lines and
form of these two airplanes.
1947 Model 35
Max cruise: 175 mph
(152 Ids)
fuel burn: 8.5-10.5 gph
Useful load:
Range:
992 Ibs
650nm
2007 G36
203 mph
(176 kts)
11 -14 gph
963 1bs
91 3nm
The Hawker Beechcroft point shop crew applies some striping to 0 G36.
ABS October 2007
www.bonanza.org
Page 1043B

FLYING NEW
G36 & G5B EXPERIENCES
ABS members were asked to send in articles on owning and operating new G models.
G
M ODEL
Barb and Ron Dunlap
"Old dogs can learn new tricks"
BARB DUNLAP. PORT LUDLOW WASHINGTON
Five years ago my husband Ron and I considered a
restored Y·tail for our first airplane. Ron , at 65, was working
on his instrument rating and I, at 56, had yet to take that
intro fli ght.
Six months later, we were thrashing through the rating
and ticket and bought a Cessna turbo 182. With checkrides
behind us, the airplane seemed to be everything we would ever
need. And yet, when those Bonanza pilots taxied past our
hangar at Jefferson County Internation al (OS9) and grinned at
us over coffee at the Spruce Goose Cafe, we recog ni zed that
twinge: Ellvy in full dress!
Flying summers around Puget Sound and exploring
Monterey, California, in winter had been our routine. But now,
how about a Bonanza for the coming and going? And if not
now, when?
The year Ron turned 69 and I was 60, we traded in our
182. Woodland Aviation had a solid sale if they could find a
quaufied instructor who had a combination of Bonanza know·
how and GarminlOOO experience.
Insurance requirements became a chicken/egg proposition.
FlightSafety and BPPP were not available to the
self-insured; insurance was not available to the
untrained. Hmm ... and the real washout was a new private
pilot coming to the party late in Ufe without an
instrument rating.
AllY instructor had to be speci fi cally approved and added
by name to the policy if unable to meet the 1,000 hours, 350 in
retractable, 50 in the make/model requirement. Fifty hours
mlm is the biggie; the G36 is just too new, and flying solo
meant flying uninsured for me.
The deal was done thanks to Tim Yollink of Gal vin Flying
Service in Sean Ie, a consummate professional in every respect
who was to fly from Boeing Field (KBFI) to OS9 each day and
train us until we knew our airplane.
The word "transition" does not do justice to the learning
involved here. Slowly for my artist's brain, more quickly for
my aeronautical engineer husband, it all fell into placethanks
to Tim's unique gift for making complex systems manageme
nt become second nature and his insistence on flying by
the numbers.
Three months after delivery of our G36, Tim joined us for
our flight to Wichita for a seven-day drink out of the
FlightSafety "ftce hose." Ground school for the G 1000 fully
occupied the first two days, fo llowed by four hours in the
classroom each morning and flying the only G36 sim for six
hours each afternoon.
It was an extraordinary experience. We bOlh earned a
Flight Review on the last day, with wind howling like it can
only do in Wichita. No way to bailout, so we both crossed a
new threshold for scary wind. The trip west from Wichita to
Monterey, all by ourselves, developed real practical skill in
this FAA-designated Technically Advanced Aircraft (TAA)
cockpit.
In April 2007 we completed a BPPP Initial in Concord,
California, which earned each of us another Flight Review and
designation as ABS Aviators.
Ponel of G36 owned by Barb and Ron Dunlap.
Page 10439 www. bonanza.org ABS October 2007

John Eckalbar's books, Flying High-Pelformance Singles
and Twins and Flying the Beech Bonanza have been read and
reread. We are especially thankful to have met Jack and
Marilyn Hirsch. Jack was a driving force in the Bonanza training
community who will be dearly missed.
July 2007 spin-recovery training in a Citabria with Rich
Stowell brought new significance to stall and spin awareness.
I have begun instrument training with Tim. Ron is working
toward his commercial rating. There will always be new
opponunities to learn more in this wonderful airplane.
Excellent resources include Max Trescott's G 1000 Glass
Cockpit Handbook; Rying the G 1000 IFR Like the Pro's;
Cleared for Takeoff - Flying the Garmin GIOOO, King Schools;
and Pilot's Audio Update.
Our kids think it is funny that we read to each other. Two
of our favorites are Fate is the HUll/er by Ernest Gann and
Stick and Rudder by Wolfgang Langewiesche. The awe of
flight has replaced much of our motorcycling. With a six-place
Bonanza, we haven 't had to give up any time wi th our three
birddogs. They fly with us most everywhere we go.
Cisco. Princess HolD and Indio travel frequently in Barb and Ron Dunlop's G36.
"A great traveling machine"
JAMES FLEMING. DES MOINES. IOWA
M
y father and I had owned a 1982 A36 for many years
and I was happy with it. I added the Garmin 530 and
430, updated the transponder, added the traffic avoidance,
Garmin audio panel, Shadin fuel flow monitor and XM weather
datalink. I had even reupholstered the seats.
What a great airplane with a good panel! I was not looking
to trade it in on a new one. But one day in December, Steve
Davis from Elliott Aviation in Des Moines called. "Jim," he
said, "I have something here you should see." So Steve, along
with Keith Vasey from Ellion's in Moline, met me at the air-
James Fleming and his G36.
pon. And once I saw that G36 on the ramp, I was hooked! The
sight of the Garmin 1000 glass panel was all it took, although
the smell of new leather didn't hun.
We went for a test ride and I would have signed the paperwork
in the air! What a solid airplane with a panel that caul d
not be beat; plus I was thinking about how fantastic air conditio
ning could be in the Iowa summers.
I took the Garmin book home, and as I began to look
through it, I realized it was going to take some time to rea lly
understand it. My insurance company required me to have 10
hours of dual before I could solo in my new plane. They also
required anendance at RightSafety training in Wichita, Kansas.
And what an experience that was-well wonh it for evelY level
of pilot.
For seven days I spent four hours in the classroom go ing
over every inch of the panel, the airplane and its systems. After
a few hours of homework, I was back in the classroom for 90
minutes of ground school and two hours of simulator work followed
by another 30 minutes of debriefing.
On the last day I had a checkride in my own plane, and my
instructor made the proper notations in the logbook. When all
that was over, I felt confident in my abi lity to fly my plane.
Also on the last day we toured the Beechcraft factory and
saw them building new Bonanzas. I was impressed by the
amount of handwork and detail that goes into these
planes. I recommend that tour.
Then comes the fun pan: Getting more experience
G
on my own. I am trying to get four hours a week of air
work, but sometimes it has been hard to do that. If I miss
a week of flying, I quickly forget little things about the MODEL
G I 000. With all the things to remember, one does need
to practice.
As of this writing, I haven't gonen into heavy IFR, butI'm
sure that time will come. The integrated autopilot system is
perfect if you remember what you are doing.
ABS October 2007 www.bonanza.org Page 10440

One day while practicing LLS approaches, I forgot to switch
the approach mode from GPS to VOR. I wondered why the
autopilot wasn't following the localizer until r went through all
the settings and realized my mistake. Once that was corrected, it
locked on and followed the glideslope to the runway. I was glad
I wasn't in the soup when r made that mistake!
Prior to adding the new equipment in myoid airplane, I
found myself wondering about the other planes in the sky and
the ever-changing weather and terrain. ow I look at the displays
more than I did with the old-style gauges and [ have a
better handle on weather and traffic. All the information r need
is right in front of me and it's easy to understand.
If that isn't enough, there are more than 26 possible warnings
and alerts to keep me on my toes. It is nice to know when
there is a problem and just exactly what it is. I also installed
Rosen sun visors-I can see through them and they are a big
help against glare.
The first major change I made was reverting the new tail
number to myoid airplane's number. I had always said
N64519 and wasn 't used to N314EA. I had not realized all the
paperwork that would be necessary and the expense of repainting
two airplanes. But after it was all over, it was worth it.
My wife Allison and [ are looking forward to many trips
in 64519. The new Bonanza is a great traveling machine with
a TAS of around 160 tol65 knots.
For a thrilling day in the sky, find somebody with a glass
cockpit and ask for a ride. You might soon be calling your local
salesman, too!
"The G1000 is very reliable"
TIM TATE. YORK. PENNSYLVANIA
picked up G58 TH-2145 new from the factory in March
I 2006. This is the third new Baron r have owned. My first
was a 1996 and the second a 2000 model.
Prior to owning this aircraft, r looked at the purchase as an
unemotional deal- the numbers had to work for the deal to
This MFD shot wos token while flying out of Aspen. Colorodo. 01 17.000'
inbound to Rocky Mountoin Regionol (KBJC)
make sense. After flying it for more than a year and 250 hours,
I admit r would have been much more emotional about the purchase
if I had reali zed what a difference the GIOOO system
makes.
[ started reading the manuals and using Garmin's PCbased
simulator about two months before picking up the aircraft.
I also logged about three hours in a demonstrator.
The previous Baron [ owned had a dual Garmin 430
installation, so the operating logic of the G 1000 was second
nature to me. The main difference between the two systems is
navigating your way through the mUltiple pages of the G 1000
to find the information you want.
Before the G58, all of my flying experience was with
"steam gauges." The large artificial horizon on the primary
flight display is very easy to get used to, and I find [ hand-fly
in !MC much more than r did in my previous Barons.
I feel that the airspeed tape allows more precise control of
airspeed on final, which results in better landings. The altitude
tape took about 20 hours for me to get comfortable with it.
I
Tim Tale ond his G58.
:" ~­
~----- ~----~
·9
~---------~ --~
Page 10441 www.bonanza.org ABS October 2007

After 38 years of "needle moves clockwise - push forward"
and vice versa, it was unnatural to mentally process the altitude
display; however, it is now second nature.
In my opinion, the G 1000 will be a challenge for those
who are not computer literate. Simply tuning the comm radios
can be very confusing because both Comm I and Comm 2 are
controlled with one set of knobs. The nav radios are controlled
the same way. This is 1I0T a sysTem ThaT call be jlOWII compe·
TellTly evelY lew weeks; iT requires Tmilling alldjrequenTuse TO
remain projicient.
The GWX 68 weather radar is a big improvement over the
RDR 2000 VP in both weather-detection performance and display
quality. I have been flying with both satellite weather and
on-board radar since 2002 and while both are nice, I would not
want to be without the on-board radar during thunderstorm
season. It is simply more accurate and reliable.
Other than the G 1 000, there are not a lot of differences
between the G58 and older Barons. Most notable is the new electrical
distribution system, which is a split bus design and offers
greater redundancy in the event of an electrical problem. All aircraft
now come with long-range fuel , which is of benefit only
when one or two people are on board. My payload is 360 pounds
with full fuel. Typically, I fly alone or with my wife, so I have
been able to tanker inexpensive fuel on cross-country trips.
I have found the GIooo to be very reliable, and it has
required no maintenance other than an automatic squelch
adjustment. The aircraft itself, however, has expe rienced a multitude
of problems. Having owned two previous new Barons, I
thought I knew what to expect in the way of engine and airframe
issues. Much to my dismay- and despite all the claims about
quality being dramatically improved at the factory-this aircraft
experienced far more problems than the last two.
I was not surpri sed with a loose marker beacon antenna
lead, an improperly serviced shimmy dampener, and an overly
tightened cone bearing at the top of the nose landing gear strut.
However, the sheer number of "small issues" with the aircraft
turned out to be overwhelming-everything from improperly
installed cabin door seals that leaked water in flight to loose
fuses in the alternator-out warning circuit.
All of that makes one wonder if anything "big" was
missed, which in my case turned out to be a loose copilot yoke
inner column guide mount screw. This issue, which Hawker
Beechcraft (HBC) assured me would not affect aircraft control
, impacted the travel in the flight control system and certainly
got my attention.
The good news is that HBC and my dealer, Landmark
Aviation, provided excellent customer service and took care of
all the problems promptly and to my satisfaction. Skip Dunker.
our HBC field representative, inspected the aircraft on several
occasions and HBC's propeller airplane technical manager Dave
Rowl made a special trip from Wichita just to inspect my aircraft
during its first annual. I am now confident that we have discovered
all the things that were missed during the assembly process.
In summary, I am very satisfied with the G58 and feel it is
a big improvement over the earlier Barons. In the past II
years. we have used our Barons for all our domestic travel and
have been in or over all 48 contiguous states. We have never
had to delay or cancel a trip for mechanical problems (weather
is another story), and on a typical flight across the country
and back, we are able to find smooth air 85 to 90% of the time.
In my experience, the Baron is simply unmatched as an
economical and reliable personal transportation system for
travel throughout the United States.
"The safest plane around"
JIM SCURLOCK. JONESBORO. ARKANSAS
My company purchased our third new Bonanza, a G36, in
December 2005. I have about 200 hours in it and about
1600 hours in the other A36s. I don't have anything that I
would say is newsworthy, but I wi ll say I think it is the safest
plane around. The way the Garmin moving maps and autopilot
work together is unbelievable. With all the infomlation
available on the G 1000. I do not see how situational awareness
could ever be a problem in this plane.
"A 60th Anniversary G36"
G. WAYNE MILLER. NEWPORT BEACH. CALIFORNIA
became interested in flying in the early I 970s when I had two
I friends who were taking lessons. One was lucky enough to
have a grandmother who was paying for his lessons and the
other parents were paying for his training. I would meet them in
the parking lot of the local Beechcraft dealer and ride along on
their lessons. This experience hooked me on flying.
Ln the late 1990s I was finally in a position to pursue my
desire to fly. After earning my private certificate, I purchase a
1991 F33A that T refurbished with a new leather interior,
Garmin 5305, engine analyzer and tip tanks, making the
Bonanza a wonderful long-range "sports car."
I was tempted to go bigger, and moved on to the C90A
King Air to carry the kids and my wife. This worked great,
with the kids enjoying our ability to go lots of places and bring
along friends. We had great times as they grew up and became
I!
adults, and time flew by, literally.
Since then, I moved on to a Baron, and in April 2007 I
purchased a G36-the 60th Anniversary Model. The
first flight with this plane was to Atlanta via Newport,
Rhode Island, with a friend who is working on his private,
and I am hooking him on Bonanzas.
We left the plane in Atlanta with Hangar One to
have the Tornado Alley Turbo system installed. They
did a great job, and it makes the Bonanza a completely different
plane with greatly improved abilities.
In early August I had Aviation Design in Groveland,
California, modify the interior just for the anniversary ABS
Convention in Wichita.
••
ABS October 2007 www.bonanza.org Page 10442

Frances and Toby Wells fly their G36 with baby daughler louise and their dog Truffles.
"The G36 is a joy to fly"
TOBY WELLS. PINEHURST. NORTH ClIROIINA
ast November I purchased my 2006 G36, following a
L four-year/500-hour stint wi th my first Beechcraft, a 1995
A36. Aside from the satisfaction of owning a new plane, I was
excited to tackle a new challenge in learning the G 1000 system.
Overall, I have been pleased with the G36 for the 75+
hours I have flown it.
il is encouraging to know that. unlike many other products
that have been produced for many years, today's Beechcraft
quality is as good if nOt beller than that of my 1995 A36. The
following comments are meant to provide a factual recap of
my first nine months of ownership. and should not be construed
as complaints about the respective manufacturers.
One of the benefits of buying a new plane from
Beechcraft is the opportunity to visit FlightSafety in Wichita
for one week (price is included in the purchase of the aircraft).
Thi s is professional training at its best, and the time in the
BaronlBonanza flight simulator is a great learning experience.
I also had the opportunity to tour the Beechcraft factory, and
looked forward to doing that aga in at the ABS Convention.
The transition from the 530/430 to the G I 000 was
straightforward, but not simple. I did not fly the G36 in actual
IFR until after my FlightSafety training. Some functions avai l­
able on the surface of the 530/430 are imbedded in the G 1000.
The new system redelines the term "situation awareness."
Overall, I think the workload in the cockpit has been
reduced. But thi s box is action-packed, and during the
early days of flying the new panel, it was easy to get
lost in the pages. The soft keys added a lot of functionality
that can easily be overlooked.
When 1 purchased the G36 from Landmark Aviation
of Winston-Salem, North Carolina, it had about 50
hours demo time. There was a small amount of oil leaking on
the shelf in the engine compartment below the quick drain.
The engine was due for its second oil change, so Landmark
replaced the O-ring on the quick drain.
Unfortunately, the leak persisted. The first reaction was
G
MODEL
that it must be the oil pan gasket. Landmark did an outstanding
job of methodically analyzing the situation and eventually
decided the leak was coming from the crankcase.
After deliberations between Landmark, Beechcraft and
TCM, a decision was made to replace the engine wi th a new,
zero-time engine. Landmark voluntarily flew the plane to
Fairhope for the TCM engine swap. Customer service was
excellent on all fronts!
I upgraded the panel on my 1995 A36 to include a Garmin
530/430 with the GDL 49 and GTX 330 with TIS. The Garmin
GDL 49 was the original 530/430 Nexrad system, with service
provided by EchoFlight. I later upgraded to the GDL 69 with
the XM service. The GDL 69IXM service was excellent, especially
compared to the GDL 49. I rarely saw greater than sixminute
update times.
The G 1000 GDL 69 is in need of a software upgrade,
according to a spokesman at AirVenture in Jul y. il is discouraging
to upgrade to the "latest and greatest," the G 1000, on ly
to find that the Nex rad update sometimes takes 15 to 20 minutes!
I also miss the WX-950 Stormscope in my A36. Having
both the Nexrad and the Stormscope in the panel provides
added confidence. especially in the summer months.
The G 1000 MFD navigation page will occasionally indicate
a cloudy overlay on half the screen. 1 have also noticed the
MFD will occasionally flash a warning, "Subscription
Required" and that Nexrad is unavailable.
When the GDL 49 gOt clogged up in the old days, I wou ld
pull the circuitbreaker (read: ctl-ail-del) and reset the system
for a fresh download. I tried this with the G I 000, but it doesn't
help. According to Beech, these are software problems that
hopefully will soon be fixed. I have heard of more than one
serious failure with the G 1000 in the early production planes,
but have been fortunate not to experience anything significant.
In the A36, 1 added the old Ryan 9900 (passive) traffic
advisory system. I was able to display the TAS on the 530 and
the TIS on the 430. It was great-and sometimes surprisingto
compare the performance. When Avidyne purchased Ryan.
the price for the active system was reduced to about what I had
previously paid for the passive system.
Page 10443 www.bonanza.org ABS October 2007

[ added the Avidyne TAS-600 (ac tive) system to the
G IOOO. This setup does not allow for both TAS and TIS. so I
no longer have the TIS. The active TAS is excellent and in my
opinion much more reliable and accurate than the TIS. I
strongly recommend the active system.
The avionics upgrade on my 1995 A36 was not an easy
one. (I am sure many of you can relate to that) One of the big
selling features for the G36 is that the avionics and autopilot
come from the factory: "Out of the box, turnkey. " The Garmin
GFC 700 autopilot is fantastic. The Flight Level Change function
is a great feature.
I miss the dedicated VNAV panel button on the 530.
Cessna (and probably other manufacturers) elected to include
this and other functions, including dual autopilot controls, in
the G I 000. I don't understand why Beech elected to skimp on
these features. Nonetheless, I had bugs in myoId KFC 150 that
two separate shops could never completely fix, so I am glad to
have an autopilot that is truly integrated.
I really appreciated the functionality of the JPI 800 in my
old Bonanza, especially on long trips flying lean of peak. The
engi ne monitor in the G 1000 is an "aftenhought" and needs to
be updated. It's also hard to believe there is no memory function
for the analyzer.
Speaking with JPI representatives at AirVenture, apparently
Garmin will not provide a datafeed out of the G I 000 for
the engine informati on, mak ing it difficult (if not impossible)
to add an external EDM. It is my opinion that Garmin needs to
enhance the capabilities for G 1000 engine monitoring.
There are several new features, including SafeTaxi and
FliteChans, for which I am eager to obtain additional information.
The response from the Garmin website says they do
not comment on when new products will be available.
Beechcraft representatives say by the end of the year.
Remember the moving target date for 530/430 WAAS?! I have
heard that the WAAS upgrade for the GlOOO wi ll exceed
$12,000.
While discussing upgrades, I wish Beechcraft would prewire
the planes for upgrades, similar to cenain car manufacturers.
The headliner and sidewall had to be dismantled to
install the traffic avoidance system.
With all of the improvements, it's hard to believe the useful
load continues to diminish. I lost 50 Ibs. useful load in
changing from the A36 to the G36. I think Beech should have
been more vigilant in protecting this capacity. But having said
that, the Special Edition 10-550 pulls so well that I can't imagine
how you can overload this plane. (Note: I have never flown
a 36 Bonanza with seats five and six installed!)
The G36 is ajoy to fly in the best alld worst of conditions.
I am continually amazed at the solid and predictable nature of
this bird- and am equally amazed at all the places it will comfonably
fly my family and me with full tanks, launching out of
our home in the Piedmont area of Nonh Carolina. And I am
proud that my new POH again says, "Made by Beechcraft."
"The G1000 is a work of art"
BILL GOLDBERG. SHORT HILLS. NEW JERSEY
am the proud owner of N232BG, a G58 purchased new in
I July 2006. I must say the tried-and-true Baron airframe
mated with the Garmin G I 000 is an aeronautical work of art.
I am relatively new to flying, earning my license in 2004.
I was on the tail end of my career as a cardiologist and had
time to devote to serious fl yi ng. I ordered a Cessna 182 in
November 2004 with a delivery date of April 2005. At that
time glass cockpits were new, and I had difficulty deciding
whether to get analog avionics or the G 1000.
The owner of the flight school where I trained, Richard
Greene, a retired American Airlines captain, felt strongly that
analog was the way to go. However, the chief instructor convinced
me the glass panel will be the avio nics of the future,
and I ordered the 182 with the G I 000. I never had regrets.
When I took delivery and attended the FANindustry
Training Standards (HTS) training on the 182/G I 000, I was able
to appreciate the added situational awareness. I flew the Skylane
to Cape Cod, Massachusetts, in the summer and Rutland,
Vermont, in the winter, logging 200 hours in six months.
Feeling the need for an aircraft cenified for known icing,
I purchased a Mooney Ovation2, also with the G I 000 system.
It was an easy transition since I was familiar with the G I 000-
more familiar than my instructor! I earned my Commercial in
the Mooney.
After six months with the Mooney, I inquired about a
Baron, and was fortunate to meet Byron Severson, the
Nonheast Beechcraft representative. He facilitated my purchase
and delivery of N232BG.
There were issues to overcome regarding insurance for the
Beech twin. The underwriter required 50 hours of dual with
an instructor and a week at FlightSafety before I could fly the
airplane solo. I took delivery of N232BG with my instructor,
and trained with him for my multiengine rating.
By the time 50 hours of dual plus FlightSafety was complete,
[ felt comfonable in the Baron for VFR and light to moderate
!FR. I flew to self-imposed high minimums until I had
another 50 hours, and then considered myself a fu ll captain.
My instructor suggested I use Pan 135 regulations as a
guideline for operation of my aircraft. and I find that this
adds to the safety factor. I recommend it to all owneroperators
who fly Pan 9l.
I have a 15-year-old daughter who is a serious ski
racer and attends Killington Mountain School from
'ovember through early April. My family lives in
New Jersey, and I operate out of Morristown airpon
(KMMU). During the winter, I fly into Rutland at least weekly.
and sometimes more frequently. The G58 makes this trip
extremely enjoyable, with a great deal of safety. The "knownice"
system works extremely well and is necessary for this pan
of the country in the winter.
ABS October 2007 www.bonanzo.org Page 10444

The 0 I 000 makes flying approaches more a matter of
systems monitoring, and allows enough mental freedom to do
an excellent job with situational awareness while fl ying the
approach. The training at FlightSafety, particularly the use of
powerlflap/gear configurations for each phase of flight, is
essential to the ease of transitioning from cruise flight, to
descent, to the actual approach. John Eckalbar also disc usses
these various configurations in his books, and adds much to
the knowledge of flying the Baron.
During summers T am back and forth to Cape Cod,
Massachusetts, to our home 10 minutes from Provincetown
Airport (KPVC). Thunderstorms, low visibility and fog are
commonplace, particularly in the Cape. With the Nexrad picture
plus the onboard radar, deviating around cells is easy and
allows flights I would have readily cancelled without this
equipment on board. Flying approaches to minimums with the
01000 and the OFC700 autopilot provides a terrific "copilot,"
adding an extra level of safety and security.
The 01000 is a fully integrated avionics suite consisting of
a lOS' Primary Flight Display (PFD) that provides all the information
one gets with the standard "six pack." Virtually the entire
screen is the attitude indicator, which makes a c1imbout at 10°
nose high very easy. Airspeed and altitude are shown on a moving
tape, and both are accompanied with trend information.
Autopilot annunciations and OPS information is along the
top of the screen. The HSVCDI also has RMI and OPS-derived
DME information. At the lower left of the screen is an inset
map that can display weather, traffic, terrain, wind velocity
and direction, lightning strikes and waypoints. It is virtually a
small multifunction display (MFD). Comm I & 2, and Nav I
& 2 are on the PFD as well.
The MFD is also a lOS' display, with moving map,
Nexrad, MetarslTAFs, winds aloft, TIS (TAS is available at
extra charge), TAWS, airborne radar, XM radio, and the standard
pages associated with the Oarmin 400/500 series OPS
including nearest pages, waypoint pages, fli ght plan with vertical
guidance, and an auxiliary page with numerous functions.
The Oarmin OFC 700 autopilot is a digital three-axis unit that
nies the plane smoothly and precisely.
The learning curve for the 0 I 000 depends to a certain
extent on the commitment of the pilot and the frequency of
use. The best way to learn the system is to first read the manual.
Then use the manual with the CD-ROM simulator
disk. If this is done prior to attending a formal class
such as FlightSafety, the time spent with instructors
will be much more rewarding. At this point, a pilot will
feel comfortable flying VFR and simulating IFR procedures
in VMC. Before long, the use of the 01000
becomes intuitive and real [MC flying can be done with a great
level of comfort and proficiency. The system is truly amazing.
There will be a software upgrade toward the end of the
year that will add WAAS approaches, approach chart display
on the MFD with the position of the airplane superimposed,
and taxi diagrams for most medium-to-Iarge airports. This
added uti lity puts this system on par with most new business
jet avionicslflight management systems.
Overall, I am extremely pleased with N232BO. I have
had some minor mechanical issues. which were handled well
by our local Beechcraft-certified shop (C&W Aero) in
Caldwell , New Jersey. And I must say that Byron, my
Beechcraft sales rep, is as willing to help in all aspects of my
owning the airplane as he was interested in selling it to me.
"Our down under G3S"
JIM KEEPKIE. SYDNEY. NSW. AUSTRALIA
An ASS member chronicles his happy adventure of going long-distance
from Australia to the Hawker BeechcraH factory in Wichita to set in
motion 011 the decisions from conception to delivery that would moke
his new G36 0 very personal statement. The result was what the
Keepkies wanted in their new airplane when the work was finished and
the keys were turned over. -Editor
I
already had decided to upgrade from my A36 and my wife
Linda supported that decision. And even though I had
looked over some used Bonanzas, the thought of buying a new
one kept coming to mind and wouldn't leave. A new Bonanza
would bring with it all the great service, reliability and pleasure
I had already experienced plus some special whims of my
own that could be indulged. So off we went on our great
adventure to order a new 036!
When I first approached Hawker Pacific at Bankstown, I
was aware of new glass cockpits but I did not know production
was imminent. It so happened that wough my business I had met
Hawker's aircraft salesman in his previous employment and was
able to discuss openly what I wanted and where I wanted to go.
I learned there had not been a new Bonanza delivery in
Australia since 1996. He told me I could purchase an A36 with
the Oarmin 430/530 package, but if I was prepared to wait a
bit, I would be able to secure an early-production 036.
My existing A36 was a very tidy aircraft that had received
a full panel upgrade three years ago, so clearly, to buy a new
aircraft without the new glass cockpit would not be adding
anything in terms of avionics.
The standard 036 package includes the glass cockpit, the
special edition 10-550-B engine and the options are relatively
few. There are some standard items in the 036 package that
will not work in Australia: The traffic information system
(TIS) does not work, nor does XM satellite radio because the
satellite coverage is limited to continental USA and to about
200 mi les off the coast.
Options ordered were DME integrated into the PFD,
WX500 Stormscope, air conditioning and a hot prop. The traffic
advisory system (TAS) was available at a cost in excess of
US $30,000 but I felt the benefit of having it relative to the cost
wasn't justified.
Part of the contract condition was that Linda and I would
travel to the US in April 2005 to tour the factory, choose the
Page 10445 www.bonanza.org ABS October 2007

Jim Keepkie 's new G36 was presented to him at Beechcraft with the Australian registration painted on the fuselage.
interior colour scheme and fabrics and decide on the extern al
colour scheme.
In Wichita, the Raytheon people treated us extremely we ll
and nothing was too much trouble. We toured the facility,
including the Baron/Bonanza line. Whilst it is not the original
production line, it cenainly looks like it. Some of the jigs have
dates on them in the late '40s. The production line was
bustling. We saw the last of the A36s, incl uding pan of a bulk
order 10 the Israe li government. Also on the line at that time
was a prototype G36.
I am not a mechanical person, nor is Linda, but we did
enjoy the tour. We appreciated the dedication of those men and
women assembling the aircraft and came away with a much
better understanding of the Bonanza.
The next day we were scheduled back at the factory in
case we had changes to make. which we did. With the magic
of computers and graphic designers we were ab le to come
away with a wonderful presentation kit with the drawings of
the aircraft's colour scheme, including colour swatches and
fabrics. After returning home, we decided the colour of the tail
was nO! deep enough and so, with an exchange of e-mails, we
changed to a deeper blue.
The Raytheon people were si mply outstanding in their
catering to our needs, ensuring our stay in Wichita was memorable.
othing was too much trouble. We felt very much a
part of the Beechcraft family.
The delivery coordinator for Beechcraft offered 10 prepare
a "Bonanza Baby Book," and about once a month we received
e-mail photos of the aircraft on the production line. I now have a
pictorial record of G-3654 from commencement of production to
delivery.
We had a great plan: Linda and I would fly to Wichita, take
delivery and then fly to California. Linda would travel from
Californ ia to Hawaii wi th a ferry pilot and I would join the aircraft
in Hawaii (Hilo) for the rest of the flight across the Pacific.
However, this plan had to be altered when the delivery date
became less cenain. Beechcraft was hav ing problems with cenification,
which I believe specifically revolved around the Garmin
GFC700 autopilot, the first time it was used in any aircraft.
As it turned out, Linda could not come with me. However,
when there is downside, there is usually an upside. In this case,
my son James, also a pilot, came to Wichita with me to take
delivery. Tony Jones, senior YP of Hawker Pac ific in Australia,
was in the US 10 anend a seminar and he would be overseei ng
the delivery of our new airplane.
Our fust SlOp was the pre-delivery area where G-3654 was
undergoing its final detail. It was not ready to fly because the
test pilots were not happy with the rigging. We arrived on
Friday, November II, but I did not get to fly the aircraft unti l the
delivery fli ght the foUowing Thursday afternoon. The delivery
flight was uneventful and, apan from some adjustment to the
copilot'S door, everything was in order.
Again, we went through the BaronIBonanza factory, which
was now overflow ing with new aircraft because production had
been delayed due to the cenification issues. There were seven
Barons on the line, although none had been certified. There was
an experimental G58 being flown but not yet cenified.
TRAINTNG AT FSI - One of the conditions of purchase was
Ii
attendance at a ti ve- or six-day FlightSafety International
(FS I) training and introduc tion course. Hawker Pacific
arranged for James to be included in the training program.
He was not enrolled as a fee-paying student so
could not panicipate in lhe flying, but he accompanied
me on training flights and simulator trai ning-a
tremendous experience for a relatively low-time YFR ••
pilot.
Apan from actually taking delivery, my FS I training was
the most significant highl ight of the entire process. When anyone
buys a G36 or GS8, I strongly urge taking time 10 attend
the FSI course. The sy llabus was four hours of ground school
in the morning and four hours flying in the afternoon.
ABS October 2007 www.bonanza.org Page 10446

(ED ITOR 'S NOTE: FSlnolV has a G36/G58 G 1000 simulator
that replaces most of the flight portion of the course).
On one nonflying day because of bad weather, we made
the most of that afternoon by spending time in a simulator
based on the 4301530 Garmin package. The purpose was to
conduct emergency drills, thus not subjecting the new engines
to low power settings in the various emergency procedures.
My class was made up of four aircraft owners, with James
as an observer. The instructors were experienced Raytheon
pilots who alternated between ground and in-night instructing
with other members of the Baron/Bonanza training school.
We fl ew on five of the six days, logging total training
hours of 16.9 flying plus two hours in the sim. Since my aircraft
was unavailable, Beech provided their demonstrator aircraft.
Not only did I get to do all my training in their aircraft
at their cost, I did not have to subject my aircraft's engine to
significant power fluctuations as is required in training.
The ground school was focused entirely on the G I 000
cockpit. I had done significant reading on the GlOOO, which
greatly assisted me in the ground school. The afternoon flyi ng
sessions were coordinated to implement what we had learnt in
the morning and included many instrument approaches and
short cross-country nights whilst I practiced the use and functions
of the GIOOO. It was also a learning experience for the
instructors with the GFC700 flight control system.
On our second weekend in Wichita, we had nothing
planned, so through the courtesy of FSI's staff, we were taken
to an ice hockey match. For one who loves sports, I thought
this was the fastest game I had ever seen, although the "fighting
rules" were quite unique: You are allowed to fight and
nobody intervenes until you fall to the ice!
It was a great experience and we formed a close friendship
with our host, who is the deputy flight instructor for the
Hawker 400 jet program. He invited us to the FlightSafety centre
to fly the Hawker 400 sim and both James and I conducted
two takeoffs and landings. What a great experience! We new
for 90 minutes in the sim, which if we were paying would have
cost US $40 a minute.
Delivery of my new G36 was a thrilling experience. The aircraft
was presented in the delivery bay showroom with the
Australian registration (VH-JKL) painted on the fu selage, but
covered up by the N registration of the US. Raytheon had a
professional photographer who subsequently sent me a
disc with photos of the delivery process.
Amid much handshaking and we ll wishes, we final ­
ly departed Wichita for Los Angeles in the late afternoon
on Monday. We were delayed because I was not
happy with the fit of the copilot door, so it was taken
off and the catches replaced.
It is a wonderful experience to be part of the process from
day one, to see our ideas come together--

LEANING FOR TAKEOFF
RON ZASADZINSKI, BPPP INSTRUCTOR
FORT COLLINS, COLORADO
I was recently asked by a Bonanza pilot: "What is the proper
technique for setting the mixture prior to takeoff on a hot day
or from a high-altitude airport?"
While cooler temperatures are selling in this time of
year, you may have an 0ppOitunity throughout the
fall and winter to visit some high-elevation airpons.
Living in Colorado, I use these techniques on a daily basis all
year long.
At ai rports above 3,000', your mixture should not be
full rich fo r takeoff, during an approach to land, or during a
go-around-ullless you are flyillg a turbocharged ellgille or
have a/ulle/jolling altitlide-compellsGtingfuel pump 011 your
IO-jjO.
A review
Let's review how to set the mixture correctly for highaltitude
airports. and why. First, keep in mi nd that there is
about 3% less air available to your engine (and you, by the
way) for every 1,000' above sea level.
Let's use an example of an airport at 6,000'. Ass uming
standard temperatu re (+3 0 C, 37 0 F), your engine wi ll be
making 18% less power than you are used to at sea level.
This is a big deal. If you then use a sea-level mixture selling,
you will be pouring too much fuel into the engine, which
will further degrade your power and performance.
To limit the power loss to ollly 18%, it is imponant to
have the proper amount of fuel for the reduced amount of
air. Hence, the mixture knob needs to be pulled out a bi t. But
how much?
What does the POH suggest?
Looki ng at a V35 B POH, Sec ti on 4, Normal
Procedu res, page 4-12, we find: "Takeoff: Full throttle. Set
takeoff power (mixture set as required by field elevation)."
For a B55, same page number in the POH, the manual
says: "mi xture set to appropriate fuei llow,"
either of those POH comments is especially detailed.
It would be best to apply the following practical techniques
in a full-power run-up in the run-up area. (Doing so during
the takeoff ro ll could be a distraction during a critical phase
of Ilight.)
While at full power - full MP and full rpm - set the mixture
for the lield elevation:
l. [f your fuel Ilow gauge has altitude markings, lean the
mixture so your fueillow needle points at the field elevation.
2. [f you don't have altitude markings on your fuel fl ow
gauge, set the mixture 150 degrees RICH of peak EGT,
or grab your engine manual and look up the fu ll-power
fuel flow for that altitude and set the mixture accordingly.
In all cases, the EGT should read abo ut the same
as it does for a full-power takeoff at sea level.
A few notes: [f you have a fuel fl ow gauge with altitude
markings, you might ask, "Should I set the mixture to the
field elevation or the denSity altitude?" I would set it to the
field elevation for several reasons.
Fir t, if your POH has a comment about that, it says,
"mixture set as required by field elevation" (emphasis is the
author's), as in the V35B POH example given ahove.
Second, the technique is easy to remember; no density
altitude calc ulation is required.
Third, assuming the density altitude is above the field
elevation; at worst this will result in a slightly rich mix tu re.
We wouldn't want to err on the side of an excessively lean
mixture, which could result in high EGTs and CHTs during
the takeoff and climb, potentially leading to engine damage.
As a reminder, if you do have a turbocharged engine, or
an [0-550 with a functioning altitude-compensating fuel
pump, set your mixtu re control to full rich for takeoff.
For all aircraft, be sure to verify the fuel fl ow and the
EGTs during the takeoff roll. Any anomalies on either
instrume nt are reason to abon a takeoff early (or not even
leave the run-up area) and resolve the problem first.
Ron Zasadzinski is a member of the SPPP, Inc. board of directors.
He is a multiengine CFI with 7.500 hours. He lives in Fort
Collins, Colorado, where he runs a website design company
tha t serves businesses throughout the United Sta tes . Visit his
avia tion website at WoNW.flyron.com.
Established in 1983, the Beechcraft Pilot Proficiency Program (BPPP) promotes aviation safety and is the most effective model-specific flight training available.
Initial and recurrent programs are available for Bonanzas, Barons, Travel Airs and Dukes. There is also a Companion Clinic for right-seaters. BPPP has been
approved as a recurrent training pragram by virtually every insurance company in the nalian. See BPPP Clinic schedule on pg. 10435.

Being a member of ABS changed my life
BY PAUL GRETSCHEL. CORAM. NEW YORK
The biggest difference in my life
since joining the American
Bonanza Society is the really cool
ABS logo shirts 1 get to wear' As much
as [ love those sh irts, my ABS experience
actually goes much deeper.
As a CA. I started flying Beechcraft
products in 1990. The Baron owner I flew
with never mentioned ABS, so I was
totally unfamiliar with the organization.
As the years went on, 1 learned of
ABS but was under the misconception
that it was mandatory to own a Beech
aircraft to join. In 2000, I started to fly a
55 Baron with ABS member Mike Cain.
Mike told me about two things that
forever changed my life: He said I could
(and should) join ABS without owning
an airplane, and he told me about
Beechcraft Pilot Proficiency Program
(BPPP) weekend clinics. I joined ABS
and signed up for my first BPPP clinic
in Milwaukee in May 2001.
As an active flight instructor, it was
difficult for me to find suitable training
in the local flight school s that would
challenge me and hone my skills in
Barons and Bonanzas. My first experience
with BPPP was just what I was
looking for. The ground school filled in
many of the blanks that were mi ssing in
my previous Beech training. The camaraderie
with the other pilot/owners was
equally valuable. Exchanging flying
experiences and helpful tips left me with
more knowledge in one weekend than I
accumulated in years of Beech flying.
The fl ying portion of the clinic far
exceeded my expectations.
1 was never so impressed with the
caliber of instructors as I was that weekend
in Milwaukee. Each instructor was
more experienced and knowledgeable
than the next, not to mention from
diverse backgrounds. Medical doctors,
PhDs, career military pilots, designated
pilot examiners, airline and corporate
pilots were all part of the BPPP instructor
stable. And each one had a special
relationship with Bonanzas and Barons.
After that first experience, I enrolled
in four clinics over the next three years.
During a weekend in Norfolk, Virginia, I
was asked if I would be interested in
instructing for BPPP.I immediately compiled
my resume and mailed all the
requested material. Three months later,
in February 2004, I was a flight instructor
for BPPP in Melbourne. Florida.
I now teach in six to eight clinics
per year. I have been to many new airports
and have had the opportunity to
Paul Grelschel in one of his ABS logo shirts.
meet many interesting pilots, including
two astronauts who are ABS members.
ASS membership has enriched my
life in many ways. I have made lots of
new friends who are both BPPP students
and instructors. More importantl y,
I have new skills and unlimited
resources through the ABS network.
The two most significant visible
differences in my life si nce joining are
in my closet: I not only have ABS logo
shirts, I al so have the coveted BPPP
logo shirts, which are only avai lable to
BPPP instructors.
Paul Gretschel is an independent flight
instructor working primarily at Islip's
MacArthur Airport (tSp) and Farmingdale's
Republic Airport (FRG). He recently
renewed his Moster CFI designation.
-~ - - ~
--~ - -- -- --- - - - -- -
ADRIAN EICHHORN & RON TIMMERMANS
After sumping fuel during a preflight, yau
see Bonanza and Baron pilots looking up under
the wing and peering into the gear well What
do you suppose they are looking far?
In this photo you have a pHot's-eye view looking up
into the left main gear well at the gear retraction mechanism.
You may note at least three things that either
already are or soon can become a problem with this gear
mechanism.
See answer on page 10460
Page 10449 www.bonanza.org ABS October 2007

Thanks to ABS Directory
BY BOB MUNDLE. VONORE. TENNESSEE
lam planning to explore segments of the Lewis & Clark
Trail by tandem bike with each of my 10 grandchildren
when they are 12 or 13 years old. Last year I took my oldest
grandson. We started in Alton, Illinois, and ended in Falls
City, Nebraska.
Thi s year my granddaughter Berk ley and my dog
Kenosha began another segment of the trip. We flew from
Amery, Wisconsin (AHH) in my N35 to Falls City, left the
plane there and proceeded northwest along the Missouri River.
It was hot and dusty, but we were having a good time.
The logistics of a trip like this are complicated and I was
still unsure how we were going to get back to my airplane
when we ended our week on the road. As we headed north I
checked and concluded that neither Amtrak nor a bus was
available-and I did not want my wife to drive from our summer
home in northern Wi sconsin to pick us up. What to do?
ABS Membership Directory to the rescue!
While we were tent-camping in the backyard of a nice
family we met along the way, I used their Internet connection
to look up ABS members in Sioux City, Iowa, our stopping
point the next day. About six ASS members were listed.
Gary Brown was listed first and as it turned out, the only
one [ needed to call. He said he could fly us back to Falls City
the next morning, weather permjtting. So Gary met us at the
Sioux City Airport and fl ew me back to Falls City. From there,
Bob Mundie with grondaughler Berkley (holding Kenosha), and Gary Brown otter
their return to Falls City, Nebraska, in Gary's airplane.
[ flew back to Sioux City, picked up Berkley, Kenosha, our
tandem bike and gear-all fit in my airplane-and flew back
to Amery.
Gary has a beautiful airplane, and under Part 91 rules, [
couldn't compensate him in any way besides a big THANK
YOU. Gary asked me to "pay it forward" as the saying goes.
So if anyone is around Amery (AHH), Wisconsin, in the Slimmer
or Madisonvi lle (MNV), Tennessee, in the winter and
needs help, look me up in
the ABS Directory. @
Berkley poses on the Lewis & Clark replica boat at the Clark State Park near Onawa, Iowa.
EDITOR'S NOTE: On page 7 of the 2007
Membership Directory and Buyers Guide
is an ABS Membership Application you
can copy and use to sign up new memo
bers. Beginning on page 137 in the yel·
low pages there is an Easy Reference
Vendor Guide where advertisers and
vendors known to offer aviation products
and services are listed by categories.
(Note: The list is not all·inclusive and
does not represent ABS endorsement.)
ABS October 2007 www.bonanza.org Page 10450

OAT probe cracks window
George Adorns
Naples. Florida
Q: My OAT probe is moumed
through the direct vision window on the
pilot's side and has cracked the window.
I am going to replace the window, but is
there another place that I can put the
probe without going through the window?
Are there any electric probes with
a panel-mounted display that can be
used on my D95A?
A: There are electrical OATs that can
be installed under field approval, but they
are not without error. The direct reading
gauges through a window are accurate
and also a good ice detector. Chief (800-
447-3408), Wag Aero (800-558-6868) or
Aircraft Spruce (877-477-7823) are
sources of remote detectors, which can go
in the nose of a D95A. -NP
Replacement keys & locks
James Bradley
Woodbury, Minnesota
Q: I have one old key for my Baron.
Can you tell me where I can either get
key blanks so I can have add itional keys
made or a place to order them from or to
get new locks and keys?
A: Try an automotive locksmith .
They usually can match and cut new
keys . To replace your locks with
Beechcraft-supplied units, contact
RAPID (888-727-4344 or Hawker
Beechcraft.com, under Service &
Support, Retai l Parts). You will need to
know the part numbers.
If you use an ABS Visa card you
can receive a modest discount. You
cou ld also price-compare going through
a dealer such as Avstat Aviation (888-
287-8283) or Select (800-222-7069).
For new (old stock) try Arrell (805-
604-0439). You might also consider an
aftermarket lock that is much more substamial
than the original. It mo un ts in
the doors below the handle and you plug
the original location. The nose com partment
installs in the original location.
The locks are made by Medeco and are
sold by Aircraft Security & Alert
Systems (800-594-8094). -AM
Gear microswitches
Richard Clark
Hampton, Virginia
Q: Sometimes the green light on the
landing gear of my C35 stays on a
minute (maybe two) after the gear is up
and the red light is on. Although I have
had no trouble wi th my gear, I have
been told the microswitches could give
me trouble with age. Should I replace
these, and if so where can I get them?
A: The microswitches do give problems
with age and it sounds like your
down limit sw itch is sticking for a period
of time. [ wou ld get this repaired very
soon! If it sticks continuously, you won't
be able to get the gear down electrically.
The PIN for yo ur aircraft, as I see it in the
parts book, is A 321O- \. A Google
search shows multiple sources. -AM
Landing light lenses
Robert Clifford
Oakland Pork., Florida
Q: I have been told that someone
makes replacement Plexiglas lenses for
the wing-style landing lights in the
Baron, Beech PIN 96-170000-7 or 000-
170028- 1 and 97- 170000-8 or 000-
170028-2. Can you help?
A: RNL Inc. in Oklahoma City (404-
947-336 1 or don@mlinc.com) lists these
for $93 for the -I and $95 for the -2.
-AM
Loose exhaust
Reginald Bussan
Morgon, Utah
Q: My P35 has an [0-470. The right
exhaust pipe is loose at the clamps.
Should [ just replace the clamps or look
for other causes?
A: If the clamp halves are not touching
each other, you can just tighten them.
It is common for them to get a little loose
after initial installation due to heat
expansion and contraction. If the halves
are already touching, I suggest you
remove the clamps and inspect the bead
on the pipe and muffler for wear. - BR
Soft brakes
Richard Calarco
Hillsboro, Oregon
Q: When my K35's landing gear is
extended, the right brake pressure is
very soft and most likely will have little
braking performance if I do not push on
the right brake pedal before landing.
One pump on the right brake before I
land is all it takes to have normal pressure
in that brake line. As a habit, I
always check the brakes before landing,
but know the soft pedal is not correct.
The left brake works normally.
I have checked brake pressure
when the gear is up and retracted while
in flig ht and have noticed there is pressure
in the left brake. But even after
pumping the right in flight, it does not
create pressure. I did bleed the brake
line but still have this problem.
A: The first thing and easiest to try
would be to clean and put new O-rings
in your wheel cylinder. The idea here is
that with the gear up, the wheel cylinder
pistons are moving out when you apply
the brakes, but at release, due to gravity
and dirt bui ld-up they pull back away
from the linings. At gear extension, the
first application gets them out and they
stay in this position, no gravity effect.
This is a rather long shot, but easiest
to try and needs to be done occasionally
anyway. I've experienced a similar problem
that turned out to be the compensating
valve not closing. The symptoms do
not exactly fi t yours however.
The compensati ng valve opens
when the piston is at the lOp of its travel.
This allows the cylinder to take in
more fluid from the reservoir if needed.

Answers are marked with initials of the staff or advIsors who
answered it. NP-Neil Pobanz. AF-Arky Foulk. TI-Tom Turner.
AM-Arthur Miller. BR-Bob Ripley. BA-Bob Andrews. E-series
expert Lew Gage (LG) also contributes answers.
Answers to technical questions ore the best information available based telephone or email suggestion. Aircraft owners, pilots and readers ore
on indications presented by the member asking the question. Actual advised to physically present airplanes and indications to a qualified
inspection of the airplane or system in question may change on initial mechanic before choosing a course of action .
Just as you start down on the piston, the
compensating valve is pulled closed by
the wafer spring, allowing the cylinder
to send flow/pressure to the wheel
cylinder. At times I've put two of these
springs in to get it to close the compensaling
valve.
Also check the condition of the seal
on the compensating valve. If this seal is
defective, it will almost always bypass
and cause the pedal to consistently bleed
down when applying the brake. -AM
Leaky brake cylinder
DoveWoUon
Shelby. Montano
Q: My right brake worked on landing
at first, then failed with no brake at
all. When I applied the brake again, it
worked fine. When I got back to the
hangar, I checked the rod going from
the toe control to the brake cylinder on
the right side and it was wet. The left
side brake rod was dry.
Is there any kind of O-ring in the
cylinder that could be bad or can the
brake cylinder be rebuilt? Can you buy
master cylinders for 196 1 N35s? Will
thi s happen more often now?
A: The O-rings in the master cylinder
are field replaceable and it sounds like
that is what you need . Leakage at the
top seals is common, but not a chronic
problem. Once replaced, they usually
last for years.
On your model, using the parking
brake when increasing temperatures are
encountered after application can add to
this leakage. The parking brake traps
fluid above the master cylinder and
causes the O-rings at this location to be
put under pressure. If increased temperatures
are encountered after application,
thermal fluid expan ion causes excessive
pressure to build up to the point that
something has to leak to relieve it.
The O-rings can be replaced without
removing the entire master cylinder.
Drain the brake fluid to below the master
cylinder level using the affected side
wheel cylinder bleeder. Disconnect the
clevis at the toe pedal, remove the snap
ring from the top of the master cylinder;
the top as well as internal workings of
the cylinder can be removed for seal
replacement.
I suggest looking very closely at
the shaft for venical scoring. Polish the
shaft so the seal has a very friendly surface
to be mated with. Also, measure the
end cap for wear because it could be
allowing too much movement horizontally
for the seal. Obviously, if it is
worn, a new part is called for.
Make sure you use the correct 0-
rings of a recent cure date and lubricate
at assembl y. Doing all the above has
usually given good seal life. Reinstall in
the reverse order and bleed the affected
side by pumping fluid in the wheel
cylinder bleeder until the reservoir is
back up to the proper level. -AM
Fuel smell
Michoel Blond
Overland, Missouri
Q: My Model 36 has a strong fuel
odor during taxi. I never notice it in
flight. I have checked everything for
fuel leaks: tanks, selector valve, boost
pump, line to fuel pressure gauge, and
all the fuel lines inside the cabin. I cannot
find any leaks. Then I started checking
the vent system. The vents and check
valves all check OK. Then I disconnected
and plugged the vent line at the tank
and pressurized the forward facing vent
with a nitrogen bottle (I psi). The line
appears to be open at the elbow at the
comer of the tank.
The problem is that I cannot find a
way to get to this area without removing
the wing. Any suggestions would be
appreciated.
A: There is an inspection plate on the
bottom of the wing at the outboard end
of the tank, which is where the vent
should have come (by way of across the
front of the tank and then back). If you
really have a problem in the inboard forward
comer, you may want to remove
the tank to work there. -NP
Fuel flow fluctuation
Forrest Holly
Iowa City. lo'NO
Q: In the 150 hours SMOH (field) of
my F33A's IO-520BA, at indicated fuel
fl ows below about 16 gph, the fuel flow
Gust a metered-fuel pressure gauge as I
understand it) typically fluctuates I to
1.5 indicated gph below the nominal
value, with a periodicity of a few seconds.
I cannot detect a corresponding
fluctuation in the EGT, analog or IPI ,
nor can I feel a power surge or drop-off.
All ops appear normal other than thi s
gauge indication. Indicated fuel flow is
at the top of the green for takeoff.
Also, after a recent fou r-hour flight,
the idle mixture suddenly was much too
lean for smooth ground ops, big mag
drop (at full rich mixture control) and
no rpm rise on mixture idle cutoff. A
local mechanic reset the mixture and
checked unmetered pressure and found
it to be OK, albeit a bit high.
JPI does not suggest a clogged nozzle,
and ops after the mixture adjust-

ment have been normal other than the
twitchy gauge indication. But it bothers
me that the idle mixture changed so suddenly.
The self-locking nut on the throttle-mixture
linkage is right, and the fuel
screen is clean.
I've read the appropriate sections in
"Colvin's Clinic." Should I suspect air
in the gauge line, a problem in the fuel
control unit, a problem in the fuel pump,
or all of the above?
A: I would first try bleeding the line
to the fuel-flow gauge. Loosen the fitting
behind the gauge, position a cloth
under the line, run the boost pump with
the mixture rich and throttle at about 112
until you get only fuel from the fittin g
or until about 10 seconds has elapsed.
Obviously, you need to retorque the fitting,
being very careful to not allow raw
fuel to drip from the rag at any time during
this procedure.
Also allow some time to elapse
before starting the engine, because this
is also priming the engine while bleeding
the line. If you have had a significant
ground temperature change, it
could account for the need to reset the
idle mixture. The fuel fl ow at full takeoff
power should be 23.2 to 24.9 gph. I
like to see this at the upper limit for
extra cooling during takeoff. - AM
Leaky fuel cell
PefeAgmata
Paradise. California
Q: I noticed a fuel leak on the pilot's
side of my 1967 V35. [ tried to wiggle
the drain and noticed more gas was
leaking from above the drain. [t seems
like something is broken above. I took
out the inspection panel but I'm not sure
where the leak is coming from.
A: It is quite possible that the inboard
fuel quantity transmitter is causing your
problem, if the tank leaks with 25 to 30
gallons on board. The inboard transmitter
can be accessed from the panel about
16" out from the fu selage. Old transmitter
cork gaskets "relax" over the years
and the screws can be tightened and resafety'd,
or you could replace the gasket.
If the tank leaks on ly when full, the
problem is possibly the outboard transmitter
or the refuel adapter, which are
buried under the panel at the fuel cap.
Neither of these operations is considered
owner-type maintenance, so get
some qualified help before jumping in.
The fuel tank connects to a fuselage
hard line under the forward jack point
cover and you might snug that clamp.
A lot of tanks are changed because
shops don't look at the above points, so
grab a qualified tank person and stan
looking. - BA
Retractable step cable
Jim Huff
Denton, Texas
Q: We are currently in the process of
trying to hook up a retractable step on
another member's C35. The current
installed cable is broken and we are
going to need a new one. Do you have
any ideas where we could get a new one
and possibly some other pans in the system?
A: The cable comes as a complete
assembly with the housing. You can
fabricate a cable by swedging a new ball
on the forward end and then feeding the
cable through the housing until it extends
into the aft fuselage area. The cable can
then be reinstalled into the clamp and the
excess tied up or cut off. - BR
ABS TECHNICAL STAFF & TECHNICAL ADVISORS
KFC-200 troubleshooting
Michoel Bonvissuto
Hilton Head Islond, South Corolina
Q: I'm having a problem with my
KFC-200. When [ engage the altitude
hold, the aircraft pops into a 6-degree
climb. I need a recommendation for a
repair shop.
A: Consult Autopilots Central in
Tulsa, Oklahoma (9[8-836-6418). They
can advise you on troubleshooting ideas
and you can send components to them
for checkout and repair. - BR
Lubricating the tach cable
Jan Human
Jon Kempdorp. South Africo
Q: What type of lube, if any, do I use
on the tachometer cable? My mechanic
used oil and now the oil is getting into
the tachometer.
A: You should use a graphite-based
lubricant to lube the cable. It is best to
remove the inner drive cable, clean it
thoroughly, then wi pe the lube on the
entire length of the inner cable.
Reinstall into the housing and reconnect.
A speedometer cable lube wi ll
work well. - BR
Send your questions to absmail@
bonanza.org. One of the ABS technical
advisors will be asked to
respond. Be sure to include your ABS
number.
Neil Pobanz, ABS lead technical advi sor, is a retired U,S. Army civilian pilot and maintenance
manager. He is an A&P and IA with more than 45 years experience.
Glen "Arky" FOUlk, former owner of Delta Strut. has been ABS assistant technical advisor
since 1986.
Arthur Miller has won numerous FAA awards as a mechanic. and runs a Beech specialty
shop in centrol Florida.
Bob Ripley retired from Delta Airlines as a manager of line maintenance (Atlanta) and has
run an FBO focusing on Beech maintenance for more than 20 years.
Bob Andrews is a retired Eastern Air Line pilot. CFI. mechanic and a Wright Brothers
Award winner. He owns a Beech-only maintenance FBO in Atlanta, Georgia.
Tom Turner is ASS manager of technical services. Holder of a Master's degree in Aviation
Safety, he has specialized in Beech pilot instruction for over 15 years.

N ElL'S NOT E S
Neil's Notes are from ASS Technical AdvIsor Neil Pobanz unless otherwise noted.
•
•
RUDDER RIGGING TOOL PART - If any member has PIN
35-590076, the differential mechanism neulralizer shaft used
wi th the ruddervator rigging tool for V-tails serial number D-I
through D-2680. or knows of a shop or mechanic that has thi s
part, please contact ABS. We need to acquire or produce a
copy of this part for the ABS tool rental kit.
DRIVE COUPLING ON ALTERNATOR CONVERSIONS
AND DELCO GENERATOR AFT PAD DRIVES (E­
SERIES) - If you have less than 50-amp output, you can go to
the Jasco alternator conversion. The original Jasco had a larger
shaft, which won't take the new Single-piece drive coupling.
This may not be a bad thing; the new drive coupling has been
reported to be very expensive ($1 ,500).
There have been reports of problems with the new rubber
pieces (PIN 632050) in the drive being too soft. The old ones
(PIN 626543) were stiffer and are better, but are not easily
available. One task we have is to get TCM acceptance that this
is a problem. Fortunately, it only affects a few airplanes.
SB95-3B rev. 10-21-05 addresses this.
DRJVE COUPLINGS ON THE FRONT MOUNT ALTERNA­
TOR 520-550 - As we've said before, there are very specific
instructions on how to install them, and the possible consequences
of deviation are very serious-such as engine failure.
FALSE ALTERNATOR WARNING LIGHTS - Several
instances have recently turned up in all kinds of aircraft about
this problem. In most cases, the alternator was sti ll making
current and voltage. The warning light is designed so that its
circuit is looking for a ground. If it shorts the ground wire. it
will Iight--even with everything working. If power from the
alternator auxiliary post through an inline fuse close to the
alternator is interrupted, the relay that was being held open by
that voltage will close and provide a ground for the light.
Causes for a light can be: a shorted wire, a blown inline
fuse, an over-voltage trip, a broken wire or an alternator failure.
Over-voltage trips can happen for a variety of reasons:
high resistance in the main circuit, a high resistance in the battery.
a faulty regulator or corroded crimp on terminals.
AD 94-20-04 - This AD requires a visual inspection each 100
hours of C35 through V35B aft fuselage and tail groups, and
this requirement needs to be emphasized one more time. We've
had a couple of reports of cracks in bulkhead 272. The lack of
wrinkles in the skin and lack of bent stringers means it probably
was not caused by flutter, but could lead to flutter due to
lack of rigidity of the structure. A good post-flight inspection
continues to be in order, induding looking for looseness in the
trim tab cables as well as the hinges.
CO VERSION FROM DRY TO WET VACUUM PUMP -
This can be a good thing. We have had very good life experience
with wet pumps. They are very reliable. I believe the change
from wet to dry had less to do with oil on the belly than with
standardization. The dry pump change to the pressure system
was driven by the altitudes at which the aircraft are commonly
flown. The differential is hard to achieve with low ambient pressures.
Any changes need documentation and POH supplements.
WING BOLTS - Please be careful to follow the assembly and
torque instructions when inspecting wing bolts. We recently
heard of multiple airplanes with damage from washers that had
been installed wrong or with pieces left out. Use the book! It
can be expensive to replace a fitting.
USE LEW GAGE'S BOOK - E-Series Bonanzas: Flying,
Owning and Maintaining a Classic is available from the ABS
Store (3 16-945-1700 or www.bonanza.org). This is a good
reference for E-Series engines and also contains much aviation
wisdom.
McCAULEY PROPELLERS - Those with 406 and 409 in the
hub designation have a new AD, 2007-08-04, that establishes
a life limit, an operating range limit and a recurring inspection
requirement by an A&P at each 100 hours. This can be done in
conjunction with the other lOa-hour requirements, i.e. uplock
rollers, control arms, 94-20-04, etc.
ISSUES WITH STARTER DRJVES AND STARTERS - We
believe starters can cause problems with starter drives. We have
not had any problems with the original heavy starter or the
Skytec lightweight, but we have had problems wi th the rest.
FUEL PORT PLACARDS - When the placards get worn, you
should replace them to prevent incorrect fueling. If you have an
auro fuel STC and placard, ensure it notes no alcohol in the auto
fuel. Many components are not compatible with alcohol. Be sure
to drain into a glass container through which you can see water
and contaminants-and test for alcohol if using auto fuel.
DUAL YOKE INSTALLATION - While the Cygnet yokes
have a different clamping arrangement and are no problem,
some folks have been trying to mount Baron dual yokes in
Bonanzas and vice versa. The lock pin receiver hole is always
on the pilot's side; the yoke will not be locked in position otherwise.
Also, if turned over, many times the turnbuckles inside
the column restrict travel. These conditions are unsafe.
HEAT SHIELDS 0 SOME J, K AND M SERrES AfR­
PLANES - It's becoming difficult to find replacements. Using
later model shields without the shield on each riser is acceptable.
@

NSIBILITIES OF AIRCRAFT
OWNERSHIP & INSURABILITY
There is a saying in general aviation that "Pilots tend to
buy the most aircraft that they can barely afford to own."
Unfottunately, if that is the case, then when any
unplanned expenses come up, the owner may not be able to
make the required repairs immediatel y. If this happens, the aircraft
owner may try to work around the required maintenance
until he/she can afford to properly repair the aircraft component.
For example, an owner may try to use a handheld radio
when the primary one starts to become unreliable, maybe
skipping other mandatory avionics check or suggested
maintenance that is expensive. Another example would be
running an engine too close to peak EGT to save a few dollars
on fuel, a practice that can result in an engine failure.
Accident reports indicate that when an owner defe!> maintenance,
it will eventually lead to an increase in insurance
claims that will then result in higher costs to all of us. Aircraft
owne!>hip brings responsibilities that we
cannot delegate to others. We can hire Unfortunately; many pilots
others to perform specific tasks, but it is have an inflated view of their
the owner's responsibility to see that the
piloting skills and financial
work has been properly completed.
Likewise, the aircraft owner is responsible
to see that all pilots who fly the air­
ability to own an aircraft.
craft are qualified and current.
If the aircraft owner is the pilo~ as
is generally the situation, there will be
no reason acceptable to the insurance
carrier if the loss is caused by that pilot
and he/she has not had the required
training. That could be training required
by the FAA, such as the Flight Review,
or additional training required by the
carrier, such as simulator-based training
or BPPP.
A sometimes-overlooked consideration
of aircraft ownership is to make
sure that both the aircraft and the pilot
are qualified for the particular flight.
Owners can avoid getting into this situation by:
• Honestly evaluating whether the aircraft is more than you
can afford by yourself. If you need to take on a reliable part-
ner or step back in an aircraft type to safely operate the aircraft,
this should be considered objectively.
o Recognizing when as an owner you are applying workarounds
to your flying or maintenance and resolve the problem
immediately.
o Finding a reliable mechanic who will assist you as the
owner to maintain the aircraft as economically as possible
and still be a safe aircraft to operate. This mechanic should
not enable an owner's poor decisions concerning deferred
maintenance that are dangerous.
o Flying by established, proper procedures, using current
charts, with proper equipment and authorized clearances. Do
not take dangerous shortcuts.
o Heeding any warning signs. If friends or other pilots and
aviation professionals are warning you about unsafe activities,
they are probably right. You should seriously consider
their advice.
o Recognizing that medical conditions,
medicines and fatigue can affect your
decision-making process and motor
skills that can lead to an accident.
• Conducting a thorough preflight
inspection of the aircraft and a preflight
weather evaluation. Get updates on
weather between each leg on a singleday
flight.
Unfortunately, many pilots have an
inflated view of their piloting skills and
financial ability to own an aircraft. This
leads them to get in over their heads and
do questionable things that will allow
them to continue owning and flying
their aircraft.
Each of us has some of these characteristics
or we would not likely own and
fly aircraft. But it is important to be able
to view ourselves as others do in this
regard, and if we are not operating safely,
we should take steps to correct our
activities immediately. If we fail to do that, we not only jeopardize
our insurability, but also our lives and those of our
family and friends.
@
Thanks to ott members who have their insurance coverage
through the ASS program, administered by Folcon Insurance
Agency. There is no extra charge to the individual member, and
Falcon's active sponsorship of ASS pragrams helps us expond services
to ott members. The more members who use Falcon, the more
clout the agency has in the aviation insurance industry on our
behalf.
If you're not port of the ABS Insurance Program, we urge you to
obtain a quote from Falcon prior to your next renewal or when you purchase
that new aircraft. Call Falcon at 800-2S9-4ASS (4227).

CALL FOR NOMINATIONS
Three directors are completing their lost
year on the board. so nominotions are
being accepted for the following areas:
AREA 5 - Arkansas. Louisiana. Mississippi.
Oklahoma. New Mexico. Texas and Mexico.
(Ron Lessley running for a second term.)
AREA 7 -Alosko. Oregon. Washington. northern
California counties north of the northern
boundary of Kern. Son Luis Obispo and Son
Bernardino counties. (Jon Luy completing his
second consecutive term .)
AT-LARGE - Moy be a resident of any US state
or foreign country. (Steve Blythe running for a
second term.)
Duties & responsibilities
The nine-person board of directors
serves dual posts for the American Bonanza
Society and its nonprofit Air Safety
Foundation. A term is three yeors. with a maximum
of two consecutive terms.
The Boord meets three times a year for
two-day meetings (usually all day Friday and
Saturday).Activities include setting the strategic
direction of the Society and working with
the executive director and stoff to implement
ABS BOARD OF DIRECTORS
strategies. goots and objectives.
Officers are etected by the Board each
year. and directors ore expected to chair or be
members of a variety of committees such as
events. membership. media ond technical.
Qualifications
ABS directors must hold a pilot certificate
and a current medicol. The Boord has always
been comprised of pecple with diverse bockgrounds
ond copabilities. and there is no
bylaws requirement for specific aviation or
business expertise. Extensive piloting and/or
aircraft technical experience is 0 plus.
There is one bylaws restriction: "No officer
or member of the Boord sholl be on
employee or agent. direclly or indireclly. of any
firm or corporation conducting the business of
manufacturing products sold to the general
aviation trade:
Serving as a member of the Boord can
be a rewarding. enjoyable experience. but it
does toke time and commitment with no pay.
However. directors are reimbursed for Societyrelated
expenses as set forth by policy and/or
approved by the preSident.
Submit nominations
by November 15
Nominations must be received no later
than November 15 to allow the Nominating
Committee time to consider each candidate
prior to the January 1 report to the Secretary.
You may nominate yourself or another
ABS member. Nominations must include
Nome. address. phone. fox and e-mail
address
Current photo of yourself
Infarmatian on present and previous business.
professional or technical experience;
educational background; aviation experience
(especially with Bonanzo/Baron-type
aircraft)
A description of any other talents ar capabilities
that would be of benefit to ABS
SEND NOMINATION MATERIALS TO:
Executive Director Nancy Johnson.
American Bonanza Society. PO Box 12888.
Wichita. KS 67277. or bonanza1@
bonanza.org.
@
ABS wishes to recognize these people
who hove become ABS Life Members.
Daryl G. Aaron. Houston. Texas (member since 2000. he flies a 196595-855
Arthur W. Brock. Rancho Palos Cerdes. California (member since 1978; he flies a 1983 F33A)
Chep Gauntt. Kennewick. Washington (member since 2001 . he flies a 1988 A36)
John B. Powers. Denver. Colorado (member since 1985. he
mes a 1964 95-855)
Kemal Williamson. O·Falion. Illinois (new member. he flies a
1979 V358)
An Honorary Life Membership was awarded to
Frank Haile of Dallas. Texas. at the convention in Wichita.
Frank has attended every ABS Convention. 38 in total
beginning with the first in 1969 in Wichita.
(cha rter member. he flies a 1977 V35B)
ABS October 2007 www.bonanza.org Page 10456

The Seplember A8S Magazine carried Ihe firsl part of Ihis article. The
aulhor conlinues Ihis monlh wilh whal has happened since "GARA' was
signed inlo low.
GENERAL AVIATION
REVITALIZATION ACT
OF 1994 (GARA)
Back in the salad days of piston general aviation, civil
suits against GA mechanics and shops were relatively
rare, si mply because rew GA mechanics and shops had
enough assets to make them wonh suing.
Aircraft manufacturers had deep pockets and product liability
insurance, so they were the primary targets of aircrash
litigation. Even if the cause of the crash seemed unrelated to
the hardware (as is usually the case), the aircraft manufacturer
would be sued anyway, and wo uld often wind up payi ng substantial
settlements rather than incur the huge legal defense
costs of going lO trial.
Things changed dramatically on Augllst 17, 1994, when
Presidelll Clilllon signed into law rhe General Aviation
Revitalization Act of 1994 (GARA), which immuni:ed general
aviation aircraft manufacturers against product liability for
aircraft older than 18 years.
GARA immunity is extremely broad and protects the
manufacturer from being sued even if an aircraft is proven to
have design defects that caused a crash and resulted in injuries
or death.
There are a few exclusions from GARA's immunity.
Aircraft with 20 or more seats, and aircraft engaged in scheduled
passenger-carrying operations are exempt. The immunity
does not apply to injury or death of med-evac patients or persons
not on board the aircraft. Nor does it apply if it can be
proven that the manufacturer intentionally concealed or withheld
information about a known design defect. But for the
overwhelming majority of pislOn GA aircraft flying today,
GARA provides the manufacturer with bulletproof immunity
against aircrash lawsuits.
At first glance, GARA sounds like a good thing (unless
you happen to be an aircrash victim or aviation plaintiff attorney).
In the pre-GARA era, the GA manufacturers spent hundreds
of millions of dollars defending themselves against
bogus aircrash lawsuits, and that burden was passed on to ai r­
craft owners in the form of higher ai rcraft and pans prices.
Common sense suggests that if an aircraft has managed to
fly accident-free for more than 18 years, it seems fair and reasonable
to take the manufacturer off the hook. Congress obviously
thought so when it passed GARA more than a decade ago.
Bur taking the airerafr manufaell/rers off the hook ill most
piston GA airerash lawsuits didn't make those lawsuits go
away; it simply increased rhe liability burden for everyone else
involved with the aeeidelll aircraft. This includes engine and
component manufacturers, aircraft owners and operators, and
especially mechanics and maintenance facilities. In the wake
of GARA, there has been an explosion of civi l suits against
maintenance folks.
Just as with manufacturers, maintainers are now frequently
getting sued over aircrashes that were almost cenainly
caused by pilot error rather than improper maintenance (as
most crashes are). But the maintainer or his insurance company
must still bear the financial burden of defending the suit,
and must sti ll face the real possibility that a skillful plaintiff's
attorney will convince the jury to fi nd the maintainer at least
partially liable for the crash.
This litigation explosion has created a nasty second-order
problem: Liability insurance for mechanics and shops has
become extraordinarily difficult to obtaill ill recelll years.
Many underwriters have abandoned the maintenance market,
leav ing maintainers with few market choices and little competitive
pressure to keep premiums affordable. As a resu lt,
many shops and most individual mechanics are forced to "go
bare." and those lucky enough to be able to find insurance
often pay exorbitant premiums for unrealistically low coverage
limits.
Nightmare scenario
To illustrate thi s risk, aViation trial lawyers Stuart
Fraenkel and Douglas Griffith offer the following nightmare
scenario.
Peter Pilol of Charlie's Charter Service Inc. is flying passengers in a
1980 Beech A36 TC on leaseback from Oscar Owner and maintained by
Mike Mechanic of Aircraft Repair Corp. During approach in IMC and
while being given extensive vectoring from ATC, Peter Pilol is twice
observed deviating from assigned altitude and heading and has to be
given corrections.
Shortly after the second correction, the Bonanza enlers into a spirol
and croshes, killing all on board. Witnesses report to the NTSB investigalor
that they heard the engine sputter.
NTSB investigators determine that Peler Pilot's medical expired a
monlh before the crosh. The toxicology repart showed the presence of
antihislamine medication in Peler Pilot's blood. The Beech tail section is
localed about 100 yards from the main wreckage. Mike Mechanic of
Aircroft Repair Corp. hod overhauled the airplane's TCM TSIO-520 engine
10 hours prior to the acciden!, but at the direction of Oscar Owner did
not comply with a TeM Mandatory Service Bulletin.
Eighleen months after the acciden!' Ihe NTSB releases its probable
couse determination: Peter Pilot became disoriented under IMC and lost
conlrol of the aircraft. A contributing factor was Mr. Pilot's use of an overthe-counter
cold medication.

The families of the dead passengers file a civil suit. Defendants
include the estate of Peter Pilal. Charlie's Charter Service, Mike Mechanic,
Aircraft Repair Corp .. Oscor Owner, Hawker Beechcraft Corparatian, and
the United States government (who provded ATC services).
In pretrial motions, the judge dismisses the suit against HBC
(because of GARA) and the US government (because the air traffic controller's
actions were deemed to be immunized under the "Di scretianar;
Function' exception to the Federal Tort Claims Act).
The plaintiffs demand a jur; trial. By low, the NTSB investigation
findings and probable couse defermination are inadmissible at trial. so
the jur; never hears about them.
The end result of the trial is a judgment for the plaintiffs in the
amount of 510 million. The jur; allocates fault as follows: 10% to Peter
Pilot and his employer Charlie's Charter Service; 10% to Mike Mechanic
and his employer Aircraft Repair Corp.; and 80% to Oscar Owner.
That does not mean that Mike Mechanic and Aircraft Repair Corp.
are responsible for only 51 million, however. State low provides for "joint
and several liability" for economic damages, which means that all five
of the defendants are equally liable to the plaintiffs to sotisty the entire
amount of the $10 million judgment. Conceivably, the plaintiffs could
come after Mike Mechanic for the entire $10 million, and leave it up to
him to go after the other defendants for the ir share.
Although this example is obviously hypothetical, it was
undoubtedly derived from a composite of actual aircrash cases.
So is it any wo nder that so many A&Ps seem over-cautious
and self-protective in their approach to maintenance these
days? (Is it paranoia if space aliens really are after you?)
The A&P's d ilemma
In the good 01' days before GARA. an A&P's maintenance
deci sions were guided by two principal concems: (I) Is
it safe and (2) does it comply with FAA regulations. Those are
precisely the two considerations a mechanic should be concerned
about.
But in today' post-GARA world, the prudent A&P is now
forced to worry about a third concern: (3) How will it appear
to a civil jlllY that knows nothing about aviation after being
SpUIl ill the worst possible light by a skilled plaillliff's attorney.
That is a very different standard indeed, and has had a tremendous
chilling effect on A&P maintenance decision-making.
CONSIDER THE FOLLOWING SITUATION:
An owner brings his Bonanza to on A&P complaining of nasewheel
shimmy. The mechanic investigates and discovers that the couse of the
shimmy is that the bolt holes in the upper torque link attach lugs in the
nose gear trunnion are worn, elliptical and sloppy. The mechanic must
now decide how to correct this problem.
The mechanic finds that a new nose gear trunnion costs over
$3,000 from RAPID. He locates a used serviceable trunnion from a salvage
yard costing less than half fhot amount. In either case, the
mechanic estimates that replacing the trunnion will require about
$1.000 in lobar.
The mechanic also considers the possibility of repairing the existing
trunnion by reaming the worn attach lug holes oversize and
installing a couple of NAS bushings to restare the bolt holes to their ariginal
dimension.
Although Beech has not explicitly approved such a repair, the
mechanic believes doing that would functionally restore the trunnion to
good-as-new condition, and would be a minor alterotion that conforms
to acceptable industr; practices. The cost of such a repair would be $15
for the bushings plus 5150 in labor.
The mechanic considers all of these repair options sofe and legal. But
he worries what might happen should the customer's airplane ever be
involved in a nose-gear-collapse occident and the mechanic finds himself
a defendant in a civil lawsuit-perhaps a subrogation action by the aircraft
owner's insurance company against the mechanic and his shop.
If the A&P repairs the existing nose strut with bushings, a plaintiff's
attorney might well ask him to explain to the jur; why he mode a repair
that was not authorized by the manufacturer. If he replaces the damaged
trunnion with a serviceable one from a salvage yard, a plaintiff's
attorney might well ask him to explain to the jur; why he decided to
install on undocumented port from a junkyard instead of a proper Beech
port with on FAA Form 8130-3 attesting to its airworthiness.
After due consideration, the A&P decides that his safest course of
action is to install a new, documented trunnion from HBC. The aircraft
owner winds up paying over 54,000 rather than 5165, and is a mighty
unhappy camper. The owner qu ietly vows never to patronize the A&P's
shop again.
This is not a good outcome for either the A&P or the
owner. But A&Ps are faced with such decisions all the time.
What should they do about an engine that is past TBO that the
owner wants to continue in service because it's running fine
and nOl making metal ? How does one deal with a costly
Service Bulletin that the owner doesn -t want to comply with?
The A&P believes that keeping an engine in service or
ignoring the SB is both safe and legal, but is understandably
worried that sllch actions might not appear reasonable and prudent
at trial before a jury of aviation-challenged citizens.
A POSSIBLE SOLUTION - Attorneys Fraenkel and Griffith
suggested an approach that mechanics and shops might use to
deal with this difficult dilemma: The maintainer should shift
the decision-making burden to the aircraft owner (whe re it
belongs), and document the owner's decision to make ir clear
who made the decision.
Aviation triol attorneys Stuart R. Froenkel (for the plaintiff) and
Douglas C. Gnffith (for the defense).

For example, the mechanic could record something like this:
'On April 17, 2007, I advised the aircraft owner about Hawker
Beechcraft Service Bulletin 65-4321 , which calls for the #2 frammis at
Ihe distal end of the primary portoflon armature to be replaced with an
improved part. The aircraft is operated under Port 91 , and therefore
Service Bulletin compliance is not required by regulation. After a thorough
discussion of the technical and regulatory aspects of this Service
Bulletin, the aircraft owner decided that he did not wont this work to be
pertormed, and instructed me not to do it:
According to Fraenkel and Griffith, a contemporaneous
written record like thi s, signed by the mechanic, would go a
long way toward convincing a jury that the mechanic was not
neg ligent in fai ling to comply with the Service Bulletin.
Many A&Ps might be inclined to record such infonnation
in the aircraft's maintenance records. However, a knowledgeable
aircraft owner would fi nd such a logbook entry objectionable,
and right fu lly so.
FAR §43.9 req ui res th at a mechanic's maintenance record
entry contain "a description of the work performed." A logbook
entry describing work not performed is neither required
by regulation nor appropriate.
The besr IVay for an A& P to handle this is 10 docllment
sllch things in a leITer 10 the aircraft 01V1le!: The letrer should
be signed alld dated by the A& P, and countersiglled by the
OlVller acknowledging receipt alld agreemelll.
The A&P shou ld give a copy of the signed letter to the aircraft
owner and retain the original for his records. This procedure
will protect the A&P without creating problems for the
aircraft owner.
This approach is hardly a universal solution to the problem
of mechanic's liability and the chilling effect it has on maintenance
decision-making. Unless he is blessed with 20nO foresight,
it's not easy for a mechanic to document every possible decision
that might subsequently be used as a basis for an allegation of
negligence. But it's cel1ainly a step in the right direction.
Some aircraft owners just don 't want to get involved in the
messy details of maintenance decision-making. They expect
the aviation maintenance professionals they hi re to make
maintenance decisions on their bebalf. Such an owner might
get upset if his mechanic were to hand him a "CYA letter"
placing the burden back on him.
Such an attitude is fine, so long as the owner understands
that today's savvy maintenance professionals, if left to their
own devices. will usually make decisions that minimize their
exposure to civil liability. (And who could blame them?) Such
decisions are often very costly to the aircraft owner.
An owner who is concerned about controlling his mail/telIallce
costs willlleed 10 get illvolved ill the maintenance decisioll-making
process, alld be lVilling 10 accept responsibility
for his decisiolls.
-------
E-mail questions to.
Mike Busch has been a pilot for more than 40 years and 7,000
hours, an aircraft owner and CFI for more than 35 years, and an
A&P/IA. Hundreds of his technical aviation-related articles have
been published. In 1995, he cofounded AVweb, serving as its
edltor-in-chief for more than seven years. Mike conducts weekend
.Sovvy Owner Seminars· focusing on better aircraft maintenance
while spending a lot less. YIWW.sawyaviotor.com.
Anend an ARS-sponsored Savvy Owner Seminar and learn to save
$1,000s on maintenance, year aner year
In one information-pocked weekend, Mike Busch (A&PIIA)
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 mechonicals that occur away from home bose • Fly a safer,
more reliable aircraft while saving literally $1,000s on ports and labor, yeor
after year.
You'll receive a $50 early sign-up discount if you
register at least 45 days befare the class start
date. If you register early and have to concel, your
Oct 27-28 Albuquerque NM (ABQ) fee will be refunded or transferred to another
Nov 3-4 Tulsa OK (RVS) (ABS Sponsored)
class. View further details and comments from
Dec 1-2 Los Angeles CA (VNY) previous seminar graduates at
www.savvyaviafor.com or 1-702-395-8109
Page 10459
www.bonanza.org
ABS October 2007

GENERAL AVIATION NEWS
--- .--- -- -~-------- -- -----~- - - - - ------------ -- -- -
SAFE LOW-SPEED FLIGHT INNOVATION
Bonanza owners will soon be offered a simple
and proven innovalion to improve towspeed
and near-stoll lIight control and safety
with Vortex Control Eaglets. VC Eaglets are
designed and positioned to give the best combination
of aileron control and roll damping
during pre- and post-stall maneuvers.
Several ABS members attended a presentation
of the innovation in the ABS tent at
AirVenture 2007. Results of a flight test conducted
by the Notional Test Pilot School were
discussed and a brief video showing stall tests
with and without the innovation was received
with great interest. Significant improvement in
lIying qualities and flight safety were demonstrated.
Flight tests were conducted on the
twin-engine Wing Derringer.
The next flight test will be on a V-tail
Bonanza . For more detailed information and a
view of the videa. see www.odvancedoviation
products.co m. Advanced Aviation Products
invites Bonanza owners to participate in further
development of this concept.
MERLYN REINTRODUCES INTERCOOLERS
Merlyn Products. Inc. has updated its intercooler
STC and kits for the TSI0-520-UB engine
on A36TCs and B36TCs. The new kit includes a
redesigned cowling inlet that keeps exterior
alterations to a minimum, a new, high-efficiency
core design. and revi sed ducting that
improves performance and makes maintenance
easier.
If you already own a Merlyn Products
Bonanza Intercooler. you can purchase an
update kit at a reduced price. For more informotion
see http:/twww.merlynproducts.com/
bonanza.html or call 800-828-7500.
KING SCHOOLS COM­
PUTER-BASED COURSE
Aviation Consumer
named the King Schools'
computer-based course on
the G1000 its Training
Product of the Year. The
editors said. ' ... affer trying
them all. we found that
King's Cleared for Flying
the Gormin G 1000 is the
best, most complete program
." The course and
Flying the Gormin 4301530
ore available through www.kingschools.com or
by colling 800-854-1001 .
1-- -- - - - - - -
~ . ADRIAN EICHHORN & RON TIMMERMANS
Continued 'rom page 10449
In this photo. you're peering
up into the gear well on
the copilot's side of the airplane
Notice that the uplock
spring (block arrow) appears
to be new, whereas the one in
the previous picture (orange
inset) appeared old, rusted
and ready to foil. Also note
that the small tension spring
and sleeve (white arrows) are
properly installed on this gear
retraction mechanism
The tension spring and sleeve
are required to prevent the up lock
coble from snagging on the uploCk
railer (not shown in this photo) during
cycling of the main landing gear.
All of these items are vital to the
successful operation (exlension) of
the main landing gear. Maybe you
should toke a look at yours on your
next preflight inspection.
For Ihose who enjoy oil the
details, please refer to Beechcraft
Service Instruction No. 0448-2 11,
Rev.1 for additional information.
LTC (Ret) Adnan A. EIChhorn of Alexandria, Virginia, is an A&P with Inspection
Authonzatlon and a SPPP instructor. He owns a 1962 P35 and flies an A320 Airbus for
a major airline.
Ron Timmermons of Fort Worth, Texas. is a retired Civil e ngineer for the US Army
Corps of Engineers. He is president of BPP? and owns a 1965 S35.
ASS October 2007
www.bonanza .org Page 10460

WHAT' S YOUR LIFESTYLE?
We often get letters and communications that are angry
in tone and upset with the entire process af requiring
pilots to undergo a medical examination to maintain
their flying privileges. Following is an anecdote about
how the Aviation Medical Examination process helped a
pilot change his lifestyle and improve his health.
Fred is a great fellow. He's an IA and a busy flight instructor.
We have flown together many times. For years I have
watched Fred mature from a husky 30-year old to an overweight
and somewhat sedentary 50-year old. As Fred moved
from his 30s to his 40s, I began to suggest that he monitor some
health parameters such as cholesterol and glucose. "Maybe next
year" was his way out of committing to any testing.
Fred was able to pass hi s AME exams but I could see hi s
look of relief when he left the office each year. The last few
visits indicated a gradual trend upward in blood-pressure readings.
Even though the readings still passed FAA standard s,
every year I encouraged Fred to take steps to lose weight and
begin some regular exercise.
This year his blood pressure was above FAA standards.
No amount of relaxation or rechecking resulted in a lower
reading. So I suggested he see his personal physician to have
it rechecked. I explained that it was prudent to start medication
if they prescribed it. I told him about the tests and criteria I
would need before I could issue his medical certificate: three
separate blood pressu re readings under 155/95, a report from
his doctor concerning any risks for coronary disease, a general
statement on how well his medication was treating the
hypertension and affirm that he was having no untoward side
effects. He left my office with a pitiful hangdog expression.
A few weeks later we were able to call the Aerospace
Medical Certification Division (AM CD), send the req uired
information (ECG, lab tests. doctor reports) and demonstrate
several very acceptable blood pressure readings.
Per my recommendation, he had obtained his own blood
pressure cuff and was monitoring his pressures at home. His
mood was transformed. He thanked me for "mak ing'· him pay
more attention to his weight and his blood pressure. He vowed
to continue his program for losing weight wi th improved diet
and exercise.
His doctor had also started him on a medication to address
his elevated cholesterol and had urged a change in his diet to
address a slightly elevated blood glucose level. He was not
diagnosed as diabetic, but his blood test showed him moving
in that direction.
A couple of months later, I saw Fred walking briskly
around the airport. He was buzzing quite a path around the
hangars, down the taxiways and back to his hangar/office. I
stopped and praised hi s effon. He told me he is taking a bri sk
wa lk every morning, two to four miles, and that he had started
going to a weight-loss clinic. They had helped solidify his vow
to do more exercise.
He told me they had also given him a medication called
metformin to help him lose weight. J confirmed that they had
not diagnosed diabetes but were just using thi s medication
(usually prescribed for diabetes but sometimes used by
weight-loss clinics) as an adj unct to diet and exercise.
A chat with the AMCD revealed that they treat the use of
metformin the same, whether for weight loss or diabetes, i.e.
the airman must not exercise his privileges as a pilot for several
weeks and present blood tests and a physician 's statement
before issuance of a certificate. Since his use of the medication
was just an adjunct to the mainstay of treatment, proper diet
and exercise, he decided against using it.
A renewed Fred emerges
When I saw Fred on his morning walk around the hangars
yesterday, he hailed me over to tell me he had lost 20 pounds.
"I'm down to 230' I feel great and I'm starting to work out with
weights at the YMCA." He said his doctor had just rechecked
all his blood tests and they were aU exce llent and within nor·
mal range.

I feel confident Fred will continue his lifestyle changes
and benefit from the results of feeling beller. Perhaps he will
eventually be able to lower or even stop taking his blood pressure
medication.
The encouraging thing about Fred's case is that he seems
motivated to continue his lifestyle changes- and not just so he
can maintain his nying privileges- because he feel s so much
beller, enjoys the extra energy and knows how much he has
personally benefited from the changes.
Take-home points:
Most medical conditions do not predicate a loss of the aviation
medical certificate. If you are concerned about a potential
condition, ask your AME to explain what is needed to successfully
fulfill criteria for a certificate, If you don't get the
information you need, check out the AOPA website, or call
EAA or ABS aeromedical advisory services for information.
Once you are addressing a problem and medications are
suggested, be sure they are compatible with holding a medical
certificate. Again, AOPA has a website that is helpful, as are
the ABS and EAA advisors.
Don't avoid the obvious. If you have a health issue such
as excess weight, smoking, poor diet andlor a sedentary
lifestyle, face it. Do something about it. Many times a simple
lifestyle change will deal with a health issue and avoid the use
of medications.
Charles S. Davidson, M.D .. holds board certification in family
medicine and emergency medicine. He has been an aviation
medical examiner since 1978 and serves a s a senior AME . He
holds a commercial pilot license with multiengine and instrument
rating. He is on active pilot using general aviation for business
and pleasure for 23 years and is also on the ABS board.
serving as treasurer. He flies an A36.
This column is intended as 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.
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Later, I followed ABS member Jere
Fountain's suggestion that I join the
Society. This new Bonanza connection
staned a series of phone calls to ASS
Technical Advisor Arky Foulk to find
out how to solve different issues as well
as to get suggestions about who to contact
for needed items. His help and
information saved me significant
amounts of time and money.
I replaced ilems as needed and
planned fUl ure projecls with the advice
of the ABS lech staff. Eventually my
wife Suzene and I flew Charlie all over
the Easl Coasl and he became an important
pan of our family.
Early in 200 I I happened upon an
EAA fly-in at our airport and was
coaxed into entering Charlie for judging.
AlII did was clean him up a bit and
he not only won, he won Grand
Champion-Contemporary !
After another win for Charlie in the
fall , I pondered future possibilities.
Charl ie and I had done well in local
competitions, but was he ready for
prime time? We were soon to find out.
" •• • AND THE WINNER OF THE 2007 CHARLES LINDBERGH
CHAMPIONSHIP AWARD FOR THE BEST CUSTOM CLASSIC IS
N3214C, A 1954 BEECHCRAFT BONANZA! " Walking off the stage
at Oshkosh with the Charles Lindbergh Award finally in my hand was a
bittersweet moment. I was proud to have brought this old E35 back to an
immaculate plane, but sad the journey was over. Charlie is now officially
retired from Sun 'n Fun and AirVenture because once a plane wins Grand
Champion ar Champion in its class at these events, that plane is retired
from competition. I will continue to maintain Charlie in championship
show-plane status.
W
hile I was on a corporate
flight in the late '90s, I
noticed a neglected old Bonanza sitting
in a field. I spent some time taking pictures
and looking it over. Weeks later, I
struck a deal with its owner. It was my
fust airplane. We named him Charlie.
IS CHARLIE READY TO WIN BIG ?
There were many phone calls from
me to ABS late in 2001 as I sought
ex pen advice from others who had completed
their own restoration projects.
When we found ourselves in a jam, we
called on the ABS technical advisors to
get the straight scoop before proceeding.
I also used their recommendations
for some vendors. One of these was
Dennis Wolter and his staff at Air Mod
who turned the interior into a worldclass
work of art.
What J wanted to do for Charlie
was make him into a tastefully designed
customized aircraft without going overboard
with tons of mods. My vision was
to enhance the basic advantages of the
original Bonanza design. Charlie has
many of his original parts: engine, prop,
instrument panel, piano keys and twopiece
windshield, but some spectacular
mods have been tastefully incorporated.
After three years of hard work,
Charlie was ready for his debut on the
national airshow circuit. At Sun 'n Fun
2004 we won Best Custom Classic, a
great stan for our first big show. ASS was
there for me in a very suppOitive way
when our flap broke and Tom Turner and
Neil Pobanz were able to provide priceless
information to aid our on-field repair.

Every inch of Chorlie's highly detailed engine comportment shows the dedication
to its restoration.
Suzelte and Jeff Deaton with their winner.
Charlie was featured in the May
2004 ASS Magazine: "First-timer wins at
Sun 'n Fun." That's when I really knew
that ABS was not just another club, but a
close-knit group of professionals who
really care about their members. It felt
great to be a part of this family.
Since 2004. what was once thought
to be an impossible goal has now been
achieved. Our judging presentation book
looks like a family photo album showing
the progress and growth of the plane
interlaced with photos of Suzette and me
and our twin boys on trips and in shows.
Charlie has been much more than a
show plane for us. He is a serious IFR
machine loaded with everything one
would want to safely navigate. We regularly
fly him to the Bahamas where we have
a villa in Treasure Cay. We also fly him
all over the East Coast visiting family.
We appreciate the many people
who have approached us wi th comments
about the beauty and amazing age
of our ai rcraft. We could not have
achieved this success if not for the help,
suggestions and guidance of ABS technical
advisors and some ABS members
who have become my close friends.
WHAT'S NEXT?
I plan to restore another aircraft,
preferably a Staggerwing, I spent some
time talking to a few owners at
Oshkosh, doing some homework on the
issue. I want to fl y in the B20sh formation
flight. As for other airshows, we'll
still be bringing Charlie for all to see. In
panicular, we have a group of camping
friends, and I can't imag ine not being
there with them, for they make these
events a lifelong memory,
We enjoy the shared stories people
tell us about the time they have spent
with their old aircraft. Not everyone
wants to restore to show quality, of
course, but ABS is here to help preserve
and ensure that we have the resources
available to aid in their care,
Our thanks to all of you who have
helped and supponed us, I would consider
it an honor to be asked to help someone
else with his or her restoration project.
EQUIPMENT: PS 8000B audio panel wI cell phone and MP3 intertace • Garmin GNS 530W
(WAAS-certified) • NSD 360 HSt • King KX 155 inctuding 2nd GIS • Garmin GTX 330
transponder wI traffic ' S-Tec 30 autopilot wI alt & GPSS • JPI EDM 700 engine monitor wI
fuel flow ' Digital voice recorder and ATC playbock • PS PAV-80 DVD system wI 2 DVDs
mounted in rear headrest & 1 deploying from glove box; AM, fM XM, MP3, CD, DVD-ccpable;
each seat can have independent entertainment · Garmin 496 hard-wired to panel and 530
wI XM, weather, traffic and terrain · Bose X headsets ' B.A.S, 3-paint harnesses for front
seats ' Custom glare shield wI selectable red/white lighting wI dimmer by Air Mod' PAl 700
vertical cord compass
ABS member Jeff Deaton began flying at
age 15 with his dad. Jeff is a retired
Marine, having served with the 2nd
Morine Aircraft Wing during Desert Shield
and Desert Storm. He has single-engine
instrument and commercial multiengine
ratings . He owns Deaton's Yacht Service
in Morehead City, North Carolina, where
he lives with his wife Suzette and their
twin boys, Blake and Shone.
10464

OSHKOSH 2007
I spent three days at Oshkosh looking at the various avionics
booths where a few products interested me. Garmin got my
attention for the fact that they really had nothing new to
announce and appeared to be resting on their laurels!
Aspen Avionics Evolution
I thought the hit of the show was the introduction of
Aspen's Evolution Flight Display System of modular glass
cockpit components intended for the retrofit market. It consists
of variations of a primary flight display (PFD) and a multifunction
display (MFD).
There are three models of the PFD: an entry-level unit
called the PilOI, a full-function unit called the Pro and a topof-the-line
unit cailed the ATP.
MOUNTING - Aspen has an ingenious method for mounting
the display on the ex isting panel: A vertical row of two old
instruments is removed from the six-pack and a bracket is
Mounting
)
)
mounted over the two holes. The Evolution glass panel slides
through the bracket from the front, altaching to the bracket.
This means the panel holding the six-pack of steam gauges
doesn't need to be replaced or have new holes cut.
The system also includes a remote sensor module (RSM)
that looks and mounts like a GPS antenna on the top of the
fuselage. The RSM includes a 3D magnetometer (for heading
and altitude data), an OAT sensor and an emergency backup
GPS engine and antenna.
PRIMARY FLIGHT
DISPLAY - The PFD units
are split into upper and
lower halves. For the Pro
PFD, the upper half has an
altitude indicator with a
flight director, a vertical airspeed
tape on the left and
altitude tape on the right. A
glideslope indicator displays
on the right side and a COl
is displayed toward the
bOllom.
Below the COl are the
air-data computer outputs,
including ground speed,
OAT, graphic wind vector
and numeric wind speed and
direction. There is also a
built-in altitude alerter.
PRO Primary Flight Display
ELECTRONIC HSI - The Pro PFD lower half has an electronic
horizontal situation indicator (EHSI). The EHSI is
slaved and has dual RMI pointers in add ition to a deviation
bar. Controls and side-mounted toggle push bultons are avail-
Three displays

able to select the navigation source, RMJ sources, heading and
course, altimeter setting and alert altitude.
The current waypoint navigation information is displayed
in the upper left corner and a digital rate of climb is in the
upper right corner. If you are illstalling or upgrading to a
WAAS CPS, all the required allllllnciators are built in.
ADAHRS
The PFD has a built-in solid-state air data, attitude, heading
reference system (ADAHRS) that provides the GPS with
real-time digital true airspeed, temperature, altitude, altimeter
seuino o and headino
0
data. This enables the GPS to automati-
cally determine wind speed and direction. With these inputs.
the GPS even corrects holding pattern shape for wind.
With the altimeter setting, tile GPS automatically provides
roll steering for leg types of "Course from Fix to Altitude." a type
of leg often found on departure and missed-approach procedures.
an emergency reversion mode to PFD mode, thus backing up
the pri mary PFD.
The EFD 500 MFD is a lower-cost alternative that does
not have the backup PFD capability. These are planned to be
available by the end of 2008. For more information, see
www.aspenavionics.com.
If Aspen Avionics is able to deliver a quality product on
time, in my opi nion, these new choices will be strong competition
for Gannin's G600 system and Sandel's 3500 EHSI system.
Honeywell Bendix/King KSN 770 & KFD 840
Honeywell has introduced its next-generation
GPSINAY/COM (KS 770) and its own PFD offering (KFD
840) for the retrofit market. Both units demonstrated at
Oshkosh are expected to be under S20.OOO each, installed,
with tirst deliveries expected in late 2008.
AUTOPILOTS - The Aspen Pro PFD also can interface to
most autop ilots, and if that isn't enough, GPSS roll steering is
built into the unit. If the primary GPS fails, there is an emergency
backup GPS receiver and an internal battery that gives
30 minutes of emergency power. In the case of S-Tec autopilot,
expect to keep the turn coordinator; for the attitude-based
autopilots. expect to keep the attitude indicator.
PRICES - All of this is available by the end of 2007 for only
$ 10,000. Let's see, what would a flight director, an HSI, an
RMJ, an air data unit, a GPSS, annunciators and an emergency
backup GPS cost?
In the first half of 2008,
the PRO can be upgraded to
an ATP model for an additional
$4,000. The ATP wi ll
add a sectional-style moving
map, terrain and built-in support
for displaying weather
and traffic.
MULTIFUNCTION DIS­
PLAY - EFD 1000 - The
other Evolution Flight
Display product is an MFD
that offers a two- or threedisplay
solution. The EFD
1000 is both an MFD and a
backup PFD with a fu ll set
of ADAHRS sensors. It has
built-in cross-checking and
EFO 1000 MFO
KSN 770
AY/COMlGPS - The KSN 770 is a direct competitor for the
Garrnin GNS530W or GNS480 and the MX200. It has a 5.7-
inch display and is a full-function MFD and a 24-channel
WAAS GPS capable of flying LPV approaches.
Breaking thei r previous mold of separate GPS and
navlcom units, the KSN 770 has an integrated. 16-watt VHF
transceiver and a nav unit with VOR, localizer. and GS
receivers. It supports ARINC 429 ro ll-steering outputs, including
guidance for holds and procedure turns.
FULL-FUNCTION MFD - As an MFD, the KSN 770 has full
functionality. It includes airways and can display Jeppesen
approach charts. It has built-in TAWS and can interface to an
enhanced ground proximity warning system (EGPWS). It will
have a weather radar interface. In addition, it will have the full
complement of support for hazards, including XM WX weath-

er, lightning detectors and traffic-avoidance units. It has soft
keys and uses a cursor control device previously found only in
large jets.
KRfD 840
PRIMARY FLIGHT DISPLAY - The KFD 840 is a PFD with
an 8.4-inch LCD designed for retrofitting steam gauges. It has
a built-in ADAHRS. It interfaces with common autopi lots,
including the KFC 15012001225 line. [t also provides a weight
& balance and checklist function. Optionall y, it can provide
engine management function s. For more information, see
www.be ndixking.com.
So the choices for a WAAS GPS, full-function MFD and
PFD have just increased. This market is not standing still.
Zoon Flight Systems - peAS model XRX
I stopped by the Zaon Flight Systems booth where they
were demonstrating their portable collision avoidance system
(PCAS) Model XRX attached to a Garmin 396. It showed
threat aircraft on the 396 screen with the same traffic information
a Garmin GTX 330 transponder generates when within an
area served by TIS.
Having just flown to Oshkosh from Chariotte, North
Carolina, in my V35A equipped with a GTX 330 and a Gannin
GNS530W, I know how often I heard, "Traffic Not Available."
This totally portable system would fill the gaps!
The PCAS model XRX unit is small-about half the size
of the Garmin 496. The XRX sits on the glareshield so its
built-i n four-antenna array will have the best view of the sky.
When used with a 396/496, an optional "Y" cable interfaces
the units and provides both with power.
STAND-ALONE OR SEPARATE DISPLAY - The XRX
works stand-alone with a built-in display or with most electronic
flight books (EFB) or PDA-based moving-map displays.
The XRX monitors as many as 10 nearest targets and displays
the top three threats. It has a 6-nm range with .2-nm accuracy
and an altitude range of +1- 2,500' with an accuracy of +1- 200'.
PCAS model XRX ond ooble
When used as a stand-alone, the top three threats are displayed
with distance, altitude difference and squawk code.
When used with a 396/496, it appears to the GPS as TIS-based
traffic minus the target direc tion vector. Nearby non-threat aircraft
are depicted as an open diamo nd and change to a yellow
solid circle if they become a threat.
The XRX has a built-in pressure altimeter, a solid-state
l6-point compass and a solid-state attitude-and-bank sensor
for bearing accuracy. It receives transponder replies from nearby
aircraft and determines the distance based largely on signal
strength. The altitude is determined from the Mode C reply of
the threat aircraft.
The primary method of avoiding a collision is still using
your eyes and searching the quadrant for traffic. By knowing
the altitude difference, the fastest evasive action can be accomplished
by an altitude change. If YOII are 110t at the sallie altilude,
),011 COliliol hil each olher.
One other point to mention is that with a Zaon receiver,
the alens are near instantaneous, whereas the radar-based TIS
has at least a 5-second latency.
The Zaon XRX retails for $1,795 and the 396/496 cable
is $75. For more in fonnation, see www.zaonfl ighl.com.
(EDITOR'S NOTE: Lew Gage reviewed his lIew XRX all page
10400 of Ihe Seplelllber ABS Magazille.)
John Collins, Charlotte. North Carolina. owns a 1968 V35A. He is a
commercial pilot with more than 4,(X)() hours. a BS in electrical
engineering and has worked as on engineer and software developer
for IBM and for his own technical bUSiness. John owned an
FBO with an avionics shop that he operated for six years.
Page 10467 www.bonanza.org ABS October 2007

CONVENTION
SUPERLATIVES
BY DICK DRUSCHEL, BRIGHTON, M ICHIGAN
As a professional pilot for well over 40 years I am not
known for my use of superlati ves, Since returning from
the 2007 ABS Convention, however, I find that the words
awesome, fantastic. wonderful, inspiring, impressive and humbli
ng are more and more enteri ng my thoughts and rolling off
my tongue.
This was the convention of conventions as far as I am concerned,
especially since it penained to "our" airplanes. Row
upon row of beautiful Beech aircraft was definitely a sight not
to be missed,
The seminars were very informative and I frequently had
a difficult time deciding which to anend, I learned much from
them and have, since returning, ca lled several speakers to chat
some more.
The non-flying companions had seminars designed for
them, too, [ was amazed at the events and programs avai lable
to them, They ran the gamut from education to cu lture and
everything in between,
My wife Pauline, a newly minted private pilot, attended
the women pilots' luncheon and came back raving about the
range of experience and how comfonable she felt within the
gro up, Another seminar that she attended was on hypoxia, As
a result of that forum we are buying a ponable oxygen bottle
for the Bonanza, She said we should have had it when we new
to Alaska this summer.
The real highlight of the convention, however, were the
attendees themselves, We met so many truly wonderful and
interesting people, Each had a story to tell about their backgrounds,
trips taken and, of course, their airplane , These people
were marvelous and we could have spent several more
days simply talking wi th them,
I have been an ABS member since 1984 and a Life
Member for the last four year, So, you might logically assume
that I have been to many ABS Conventions, right? Wrong! I
have to confess that this was my very first. I do not have a good
reason for why I had not attended, I can probably come up
with a few hundred excuses, but everyone has excuses and
excuses do not count,
Will I be attending future ABS Conventions? Most definitely!
This is one of the biggest bangs for the buck I have seen
in a very long time, Being able to speak with ve ndors about
new products is worth the cost alone, Being able to meet with
others from distant pans of the country or even the world is
priceless,
I also joined a regional society while there, The regionals
offer much in the way of fun social events, suppon and a valid
reason to simply fl y our airplanes,
Did everything go as planned? Probably not, but I was too
busy visiting with the other atte ndees to notice, Besides, how
often does your flight function as night planned? In aviation
we learn early on to be flexible and roll with the punches,
I encourage each of you to IIor be like me: Don't put off
attending the ABS Conventions, I am really chastising myself
for all that I have missed out on by not attending until now,
ABS 2008 wi ll be in Lexi ngton, Kentucky, September 24-
28, This is one of the most beautiful areas of our country, I will
be there, and it is my fondest expectation th at I wi ll be able to
renew the recently made friend ships and make many, many
more.
Last, but cenainly not least, I would like to thank and
applaud the ABS staff and Board for doing an outstanding job
in making this convention the success that it was, The hard
work and dedication was very evident,
@
Dick Druschel's F33A will take him 10 the 2008 ABS Convention In lexington. Kentucky.
ABS October 2007 www,bonanza,org Page 10468

Bill and Cappi Corter
HOW MY BPPP TRAINING
PAID OFF
BY BILL CARTER. CLARE. MICHIGAN
We were cruising at 14,000' on our way to BPPP training,
strategizing with ATC on the best way to avoid thunderstorms
between our position and Tulsa, Oklahoma.
The flight was smooth and the plane was running well
ROP. after we had flown the first two hours LOP. In fact, I
was going to visit GAMI to determine if their injectors
would improve the fuel distribution on my TSI().{)520-WBs.
We did not make it.
Inoticed the manifold pressure at ambient for the left
engine and 30" on the right engine. My first thought was
that the was tegate was acting up again; that had happened
once before on the right engine. I went through a quick troubleshooting
routine, and my wife Cappi started asking questions.
My answers were, III do not know. "
Everything checked OK, except manifold pressure. All
engine parameters were normal , and I noticed that the JPI on
the left engine and then the right engine started to go bonkers.
I glanced at the engine instruments again and saw nothing
abnormal.
For some reason
I looked at the left
engine cowl and
noticed brown stains
coming from the
inspection plate
areas. I thought,
"FIRE!" and immediately
shut down
the left engine,
feathering the prop.
It is remarkable how
fast this process goes
Two views of the foiled exhaust stock thot led 10 heat domage and the threat of a fire.
even when reading the shutdown checklist on my instrument
panel.
Cappi asked more questions. My answer now was, "We
are landing at the nearest airport," which simultaneously ATC
was advising me was Columbia, Missouri (COU), 10 miles
behind us. So we made a 180 0 and started a descent. ATC
declared an emergency for me; I did not request nor want this
done.
(EDITOR'S NOTE: Declarillg all emergellcy triggers a
colltroller's authority to give ),011 priority over other traffic,
alert resclleforces, alld move traffic out of),ollr lVay to get YOll
011 the grolllld safely. Without declarillg all emergellcy, YO ll
may 1I0t get the priority alld level of halldling YOlllllight lIeed.)
The single-engine flight to COU was routine, just like Jack
Hirsch and I had practiced two years ago during a BPPP flight
when we shut down the right engine and could not start it.
I thought I could not taxi with one engine and notified the
tower. My experience trying to taxi with the right engine shut
down had not been good, but I taxied just fine with the left
engine feathered. Yes, the fire trucks and other emergency vehicles
were out in force, stimulating more questions from Cappi.
She was glad to be on the ground. And so was I, for that matter.
We taxied to Columbia Aviation and they immediately put
the plane in their maintenance hangar. Lance Fox, Columbia's
president, assigned one of his crew to troubleshoot the problem.
My thought was a loose exhaust transition pipe or clamp,
a bad cylinder. wastegate or something like that. I only knew
that something got real hot.
We opened the right side cowl and did not see anything
abnormal. I looked up through the bottom cowl flap (and did
not hit my head on the exhaust pipe, which is something I
often do).
My short-term memory kicked in with, "Something is
wrong with this picture" and that's when I realized the tailpipe
was broken off at the 90" weld. (Someone in Missouri probably
has found a 20" piece of pipe somewhere on the lawn or on the
rooL)
Hot exhaust in the engine compartment had fried the JPI
cabling, the manifold pressure line and all the rubber and plastic
on whatever was
in the way, the most
important being the
throttle, mixture and
prop control cables.
AU were stiff, especially
the prop control
, but sti ll in working
order.
H took me
longer to write this
than it took to recognize
the problem and
shut down the
Page 10469 www.bonanza.org ABS October 2007

engine. I believe the lapsed time from break to shut down was
about three minutes-maybe less.
We cleaned up the mess, inspected everything, received a
new tailpi pe and V-clamp from Ram, made up a new manifold
pressure hose and test-flew the plane. All seemed OK.
Cappi did not want to get back in the plane and fly to
Tulsa, preferring instead to drive the rental car back to our
home in Clare, Michigan. I suggested the plane was fi ne for
six to 10 hours and probably beller inspected than when we
left that morning.
Cappi always enjoys the BPPP fo lks and the training, so
after a while she consented to continuing our trip. We had a
fine flight to Tulsa, the training was great and our fli ght home
was uneventful. The plane we nt to Kalamazoo Aircraft for
final repairs, inspection and testing.
Yes, we feel blessed and give thanks for the strong Baron,
the generous people at Columbia Aviation and the wonderful
training at BPPP.
What did I learn from this experience?
Check the exhaust for security before fli ght. If I should
lose manifold pressure on a turbocharged twin, shut down
the engine immediatel y. because there is fuel in them thar
wings!
Answer all Cappi 's questions.
Get single-engine training.
• Have fun-and keep the Spirit.
POST SCRIPT: The tail pipe cast $3.500 at Beech and $575 at Ram. The
total estimated cast of repair and testing will be reported later. Falcon
and Phoenix insurance are very cooperative. The plane will be down for
about three months. We drove to Oshkosh and flew commercial to the
ABS Convention.
@
---.-e)
E ) ~ ........... TO DATE '" MEM"" HAVE EARNED A .. AYIATOR STAlUS
" ..
~~~ ~Vffittla ~ . 'I ' , ,.
SHELDON HOLSON.
Norwalk. Connecticut, completed
training for 150 points, including
BPPP and eight AOPA online courses.
MICHAEl OANN. Baldwin City. Kansas.
earned 120 points for completing on FAA
checkride and attending six seminars at
the 2007 ABS Convention.
STEPHE N DUCOFF. Colorado Springs.
Colorado. earned 155 paints for passing
his CFI practical test and attending several
seminars at the 2007 ABS Convention .
ROBERT HENLEY. Payson. Arizona. earned
100 points far Level VII of FAA WINGS and
six AOPA online courses.
PAUL LILLY. Woodstock. Maryland. earned
100 paints by completing BPPP and three
AOPA online courses.
ROBERT LEE. Germantown. Tennessee.
attended BPPP twice in the last year, for
140 paints.
JOHN OWEN. liberty. Missouri, ea rned 100
paints by completing his Flight Instructor
certificate and AOPA's Single Pilot IFR
online course.
TOBY WEllS. Pinehurst, North Carolina,
completed BPPP and FlightSafety
International's G36 program. for a total
130 paints.
ROB KIRKPATRICK. Cormel. Indiana. earned
100 paints for complefing the Recurrent
Training Center simulator training and four
AOPA courses.
STEVE OXMAN. Riva, Maryland. attended
BPPP. five 2006 ABS Convention seminars
and an ABS Tent Topic at Airventure, for a
total 100 points.
lEVEL 2 ASS AVfATORS:
(35 MEMBERS HAVE EARNED LEVEl 2 STATUS)
TOM PHILIPPOU. Harvard. Massachusetts.
attended 10 AiBS Convention seminars and
11 Oshkosh TenlTapics for 105 points.
ROY KINSEY. JR .. Pensacola. Florida. earned
100 paints with an Instructor certificafe
and completing AOPA's Say Intentions
online course.
SOU SUCHER. Bedford, New Hampshire.
earned 120 poinfs with her Complex and
High-pertarmance endorsements and twa
events of Beech-specific training by a
BPPP-standardized instructor.
AARON SUCH ER. Bedford. New Hampshire.
earned 120 points for his Complex and
High-pertormance endorsements, King
School's Practical Risk Management DVD
course and six ADPA computer-based
programs.
RON LESSLEY. Claremore. Oklahoma. completed
BPPP and attended eight ABS
Convention seminars for 110 points.
HAROLD SCHAPERKOTTER. Nashville.
Tennessee, earned his Commercial Single­
Engine Sea rating and two AOPA seminars.
totaling 110 paints.
DAVID KING. Anderson. South Carolina.
completed BPPP and four AOPA courses for
11 0 points.
TH OMAS TURNER. Rose Hill. Kansas. earned
100 paints for attending BPPP ground
school. completing the King Schaal's
Practical Risk Management for Takeoffs
and Landings DVO program. accreditation
as a Notional Association of Flight
Instructors Master CFI, and attending a
combination of ABS Convention and ABS
Tent Topics seminars.
For information on how to participate. go to the ASS hamepage www.bananza.arg and click on The ABS Aviator Program.
(listed in the lower right corner in the Of Note section.)
ABS October 2007 www.bonanza .org Page 10470

Thanks to ASS board,
staff and members
J thank you immensely for having
my daughter Pat and me as guests at all
the convention anniversary functions.
Bonanzas were arm's and my life
since the beginning of that aircraft.
Beech, as well as ABS , allowed me to
travel with Norm since 1954. We saw
things and did things that we would
never have been able to do on our own,
all over the United States and many foreign
countries. I shall always be grateful
for all the opportunities that came our
way because of this association, and I
thank God for them and for you.
arm retired from Beech in 1976
and spent the rest of his retirement with
ABS members, and we loved every
minute of it. J am 92, and I know I
wouldn't be enjoying these last good
years at Georgetown Vi lIage retirement
center if it hadn't been for Beech Aircraft
and the American Bonanza Society.
May the members yet to come still
gain from Nann's life and knowledge
through you and his book, Colvin 's Clinic.
Thanks again and God bless you all.
-Nellie Col .... in. Wichita. Kanso s
Fine custom engine shop
Members should be aware of Jewell
Aviation, a very fine custom engine
shop located at the Kennett Memorial
Airport (TKX) in Kennell, Missouri
(www.jewellaviation.com - 573-888-
5846). Sam Jewell and his son Dave
have for many years done an excellent
job of cllstom engine rebuilding to the
customer's specifications at very reasonab
le prices. If you can get the airplane
there, so much the better, because
the R&R charges, inc luding a test
fli ghtlbreak-in, are a bargai n, too.
This is a full-service maintenance
shop with airframe, annuals, etc. performed
in the same professional manner.
It 's a real pleasure to know there are
still craftsmen like Dave and Sam. TKX
welcomes transient pilots with the
cheapest fuel around and a courtesy car.
-c. M. Oldenburg. Calgary, AB. Canado
Slight "miss" on climbout
With regard to the item in Tech Tips
from member Adrian Daley in the
August 2007 ABS Magazine, I have had
the same experience in my Bonanza
some years ago-a slight miss on
climbout at full power. It turned out not
to be electrical at all.
I think the clue was in Norm
Colvin's book, Colvin's Clinic. It
turned out that during high power, full
throttle, one of the hydraulic valve
li fters was not opening the valve fully.
The problem became: Which one? No
answer to that, so I had them all
replaced, and the problem has never
occurred since.
-Roy Bloch. Howell, Michigan
landing light options
There was a question regarding
landing light options in the Tech Tips
section of the July ABS Maga:ine
(pagel 03 I I) that I would like to address.
I just installed a KnOls-2-U HID landing
light in my P35. I also looked at the
LoPresti Boom Beam prior to purchasing
the KnOls-2-U system.
For me, the advantages of this light
over the other light were price and aesthetics,
and it looks more like the stock
Beech light. Also, Knots-2-U supplies
N35 through P35, or 535 and later, wi th
a landing light retainer, as appropriate.
The advantages to the HID landing
light in general are: Much brighter light,
long life (supposedly 5,000 hours) and
less current draw (2.9 amps vs. 7.7 amp-
12-volt system).
With the lower current draw and
long life, I feel like I can leave the light
on all the time, which assists other airplanes
in seeing me. Therefore, J think
there are safety advantages to the HID
light. The system was not difficult to
install and had a negligible effect on
weight and balance.
-Rick Grossmann, Overland Park. Kansas
ABS MAGAZINE EDITORIAL CALENDAR - 2008
You are invited and encouraged to submit articles about the subjects listed here or other aviation topics
you teel would be of interest and benefit to your fellow ABS members. Send your article to absmoil@bonanza.org
or ma il to ABS Magazine. PO. Box 12888. Wichita. KS 67277.
JANUARY
How I integrate the autopilot into my flYing
Cold weather operations
FEBRUARY
Engine overhaul checklist:
Questions I wish I'd asked my overhauler
Thunderstorm strategies for spring and
summer
MARCH
In-flight emergencies: What happened.
whaft did. what I wish I hod done differently
Turbo upgrades: Options. perlormonce
vs. cost
APR IL
Formation flying: Rewords worth the risk?
My preflight weather briefing technique
MAY
Has WAAS really changed the way I fly?
Practicing takeoffs and landings:
How I fly The potlern
JUNE
Preporing 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

HYDROlOK SEATBACK
RETRACTOR CYUNDERS
WI LLIAM R >-I Jv1Ml SPENCEi

REGIONAL NEWS
-------- -- - - --
The PaCific Bonanza Society FIy·in fa Smiley Creek, Idaho, drew Quite a crOWd.
PBS group of Smiley Creek, Idoho,
Pacific Bonanza Society
Smiley Creek, Idaho (U87), was
the July 26-29 destination of 18 planes
carrying 47 PBS members and guests
including six first-timers, This 4,900'
state-owned grass strip at 7,160' in the
middle of the Saw Tooth Mountains has
nice camping facilities , teepees, oneroom
cabins and a lodge, all nestled in a
beautiful valley,
We started out a bit apprehensive as
weather became less than desirable for
landing. Low clouds hanging overhead
combined with morning rains made for
some pretty challenging landings in the
afternoon, However, watching the
"rooster-tails" coming off the wheels of
each plane as it landed was quite a sight!
On our first night at the campsite,
we enjoyed a mesquite-grilled steak
barbecue, with all the trimmings, As the
temperature dropped into the 40s, we
gathered around a campfire for some
storytelling,
Friday morning we awoke to blue
skies and sunshine and a great breakfast
prepared and served by our hosts, Then
we were off to Salmon River for a few
hours of river rafting with
temps rising to the 90s,
The paddle-splashing
began before we left shore
and we were drenched by
the end of the float trip!
Saturday moming we were treated
to spectacular mountain views as we
rode a bus over the 8,000' Galena sununit
into Ketchum, Everyone took the chairlifts
to the top of Bald Mountain (9,000')
for lunch, During the qu iet, serene journey
on the lift, we experienced the thrill
of being caught in a thunderstorm-we
got drenched again!
After a gourmet dinner in the 5-star
dining room of the lodge, we were privileged
to watch a spectacular ice show
featuring the 2006 Olympic Gold
Medalists Tatiana Totmianina and
Maxim Marinin, along with several
other U,S, national champions,
We enjoyed meeting our firsttimers
and spending time with wonderful
flying frie nds, - Kath; Blythe
Northwest Bonanza Society
Our WBS group had two fly-outs
in August. For our first one on August 5
we flew to beautiful Sun River, Oregon,
Folks showed up from Wa hington,
Oregon and British Columbia, The High
Desert is especially beautiful this time
of year, Sun River is near Crater Lake,
and also Mt. Bachelor, both spectacular
sights any time,
Sun River is a resort community
with many bike trails, two golf courses
and river rafting-both the calm type
and white water. The High Desert
Museum is a must-see if you are in the
area, and Lava Butte Park gives great
views of the surrounding area; but, of
course, we get that from our Beechcraft,
too. don't we!
The second fly-out August 18 was
to the gorgeou s San Juan Islands,
specifically to Friday Harbor. With only
a short walk from the airport to town,
one can eat at several restaurants on the
water and watch the ferries and f1oatplanes
come and go, Lots of sea life,
too, For the shoppers, plenty of gift
shop knick-knack places,
A forecast of deteriorating weather
prevented us from taking our planned
short hop over to Roche Harborfamous
for its old lime kilns-now a
very nice resort The airport runway is
narrow and parking is limited, but perfectly
doable in our Beechcraft. A main
attraction is the Wildlife Refuge where
injured sea animals and birds are rehabilitated,
But that was not to be on this trip:
maybe another time, -10/111 Foose
Page 10473
www,bonanza,org
ABS October 2007

Thank you to these 2007 ABS Convention sponsors
who help keep the quality of the ABS Convention consistently high!
]';mvkarr 'Ueechcraft
- FALCON
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10·14 • Beech Party. Sloggerwing Museum.
Tullahoma. TN. Conloct: Harold 80sl770-719·0638 or
hboslmoil@oolcom.
12·21 • Australian Bonanza Society South
Austrolian Safari.
13 • North East Bonanza Group Fly·in .
Saratoga Springs. NY (5B2) . Glider Flights.
Conloct:Alon Wilkin NEBGinfo@00I.com.or 860·
644·1136.
13 • Northwest Bonanza Society Fly·ln.
Boeing plant and private museum Tour. Paine
Field. Everell. WA. Conloct: George·Corolyn
luck@northweslbononzo.org
25·2B· Southeastern Bonanza Society Fly·in.
Collowoy Gordens. GA. Conlocl: Steve & Elinor
Kline 941·575·2001. slelik@comcost.net or
elij0924@comcosl.nel.
26·28· BPPP Clinic. Sonia Moria. CA (SMX)
* 70 ABS AVIATOR points
NOVEMBER
1·4 • ABS Sel'lice Clinic. Hogersiown Aircraft.
(HGR). Hogerslown. MD.
2·4 • BPPP Clinic. Nortolk. VA (ORF)
* 70 ABS AVIATOR points
3·4· Savvy Aviator Seminar. Tulsa. OK
* 30 ABS AVIATOR points
3·9 • Australian Bonanza Society. All New
South Australian Sofori. Contocl: David & Trudi
Herbert info@obs.org.ou.
10 • Australian Bonanza Society 20th
Anniversary Fly·inlConference. Renmork. SA.
Conlocl: Keith Duce keilh@duce.com.ou.
10· North East Bonanza Group. lumberton. NJ
(NI4). 2008 Planning Meeting. Conloct: Joe
Weinberg jweinberg@Weinbergmccormick.com.
or 609·790-3130.
29·Dec·2 • ABS Sel'lice Clinic. CruiseAir (RNM).
Ramona. CA.
6·9 • Southeastern Bonanza Society Fly·in.
Sielio Moris. Bohomos. Cope Sonia Moria.
Conlocl: Sieve & Elinor Kline 941·575·2001. sle·
lik@comcosl.nel or elijo924@comcosl.nel.
7·9 . Southwest Bonanza Society Annuai
Christmas Party. Gaylord Texan Resort.
Grapevine. TX .. Conloct: Nina & Boyd Proclor
903·856·0012 or nproclor@counlrynet.nel.
15 • Northwest Bonanza Society Annual
Christmas Porty & Beech Parode. Celebrating
Ihe firsl flighl of Ihe Bonanza (Dec 21 . 1945) a
parade of Beechcrofi airplanes. Contocl:
dole@northweslbononzo.org.
.JANUARY
18·20 • BPPP Clinic. Phoenix·Deer Volley. AZ
(DVTJ * 70 ABS AVIATOR points
FEBRUARY
6·7 • BPPP Clinic. lakeland. Fl (LAl).
(Recurrenl BPPP pilols only)
* 70 ABS AVIATOR points
8·9· BPPP Clinic. lakeland. Fl (LAl).
* 70 ABS AVIATOR points
MARCH
7·9· BPPP Clinic. Greensboro. NC (G50).
* 70 ABS AVIATOR points
22·Aprll 3 • Pacific 80nanza Society
Caribbean Air SafarI. Fl. lauderdale 10 Ihe
Providencioles. SI. Martin. Dominico. 51. lucia. 51.
Thomas and Sielia Maris. Bahamas. Conlocl: Tom
& Barb Gloze Iglaze@glozecopilol.com or 650-
948·6591 .
28·30 • BPPP Clinic. Son Anlonio. TX (SAT).
* 70 ABS AVtATOR pOints
APRIL
18.20 • Pacific Bonanza Society Golf Fly·in.
Monlerey. CA. Spo and shopping available for
non-golfers. Conlocl: Sieve & Teri Wolker swolk·
er@sonosearch.com 425·883·1984 .
25·27 • BPPP Clinic. Concord. CA (CCR).
* 70 ABS AVtATOR points
MAY
16·18 • BPPP Clinic. Columbus. OH (CMH).
* 70 ASS AVtATOR points
31·June 7 • Pacific Bonanza Society Mexico
Sampler. Hacienda de los Sonlos in Alomos. MX
Ihen Punlo Pescodero.losl slop Ihe Boy ollorelo.
Conlocl: Bob & Rilo Hecocks boron 1 015w@sbc·
globol.nel or 530-273·6423.
.JUNE
19·21 • Pacific Bonanza Society Fly·in. Walla
Wallo. WA. Tour Ihe hisloric & unique cily and
learn about their new industry ... wine making .
Conlocl: Ron & Janel May romoy@eorthlink.nel
or jonelmoy@eorthlink.nel or 360-695·5940
AUGUST
21 ·24· Pacific Bonanza Society Golf & Dune
Buggy Fly·in. North Bend. OR. Conlocl: Sieve &
Teri Walker swolker@sonosearch.com 425-883·
1984.
SEPTEMBER
6·21 • Pacific Bonanza Society South Africa
Air Safari. Bolswono ond Namibia. Conlocl: Bob
& Rilo Hecocks boron 1 015W@sbcglobol.nel or
530·273·6423.
FOR FURTHER DETAilS and more events.
visit the NEWS AND EVENTS link on the
ABS website .
Jain ABS' lifelime·learning
progrom and earn your designalion as
on ABS Aviator. Evenls Ihat earn poinls
toword ABS Avialor slalus ore shown
wilh on aslerisk (* ).
ASS SERVICE CLINIC & SPPP SCHEDULES ARE ON PAGE 10435. Register for Service Clinics online at www.bononzo.org
or ASS headquarters: 316·945·1700. Contact the BPPP registration office to make arrangements: 970·377·1877 or fox 970-377·1512.
~ c:.I":) AUSTRALIAN BONANZA SOCIETY www.abs.org.ou
~ ~ BRAZILIAN BONANZA SOCIETY www.bononzoclube.com
==~ EUROPEAN BONANZA SOCIETY wwwbeech·bononzo.org
c.,::, ~ MIDWEST BONANZA SOCIETY www.midweslbononzo.org
~ 3: NORTH EAST BONANZA GROUP www.northeoslbanonzograup.com
NORTHWEST BONANZA SOCIETY narthweslbanonzo.org
ROCKY MOUNTAIN BONANZA SOCIETY www.rmbs.ws
PACIFIC BONANZA SOCIETY www.pocificbononzo.org
SOUTHEASTERN BONANZA SOCIETY www.sebs.org
SOUTHWEST BONANZA SOCIETY. INC. www.soulhweslbonanza.com
Page 10475 www.bonanza.org ABS October 2007

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