THE OFFICIAL PUBLICATION FOR BONANZA, BARON & TRAVEl ...

THE OFFICIAL PUBLICATION FOR BONANZA, BARON & TRAVEl AIR OPERATORS

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AmerIC~~
Bonanza ~
Soclet.!l~~
~

ur 1e 013 Number 4
Pubished by America"t Bonanza Society. OrganlZed.la'luary 1967
A PR I L
ON THE COVER
10111 BEECHCRAFT
OF THE MONTH
Bernhard Rallderath's
1977 F33A.
FEATURES
10113 WHY MY ENGINE FAILED
By Ma, Groga/l
10116 OSHKOSH AIRVENTURE:
DISPlAY PlANE CONTEST
CALL FOR TENT-TOPIC SPEAKERS
10119 TRANSITIONING TO
A NEWG58
By Hal M. SUlllilojf
10123 THE VALUE OF MY
ABS MEMBERSHIP
By Roben Hellley
10124 CALL FOR SPEAKERS
ABS CONVENTION
LEXINGTON, KENTUCKY
10129 FAA: MAINTENANCE
ALERTS & SERVICE
DIFFICULTY REPORTS
TECH TALK:
10132 CHANGING ENGINES
PART V
By Dick Pedersen
10109 BPPP SCHEDULE
10110 PRESIDENT'S COMMENTS
by Art Brock
10125
10ngA
10115 WHAT'S WRONG 10130
hI' Adriall Eic/Jllom
& ROil 7iilllllennallS 10136
10111 AVIONICS
by 101111 Co/liils 10139
h.1' uw Gtlge
TECH TIPS/NEIl'S NOTES 10141
AD SECTION 10142
FORUM 10143
SAVVY OWNER
hy Alike Busch 10144
MEMBERS IN THE NEWS 10144
by Gerry Parker
GA NEWS
ABS AVIATORS
AEROMEDICAL NEWS
by Charles /)(lI'/(/SOIl, AID
GENERATIONS
10146 INSURANCE
by 10/111 AI/ell
Falcon 1,ISUI1J11ce
10141 GROUND CONTROL
by NOllc), Jolln.ron
10141 ABS MEMBERSHIP
APPLICATION
EDITORIAL CALEN DAR 10148 EVENT CALENDAR
Send articles/letters to:
ABS Magozlne Publication Office
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Tel : 316-945-17oo Fax: 316-945-1710
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WebSite: http://www.bonanza.org
~. lind photfllJ1ll'hs ~ub mi llfC/ rur pub/inlion hewmt 1M propffl)" or tbr Soddy
Indshall not 1M! rtlurnnlArtn:ks submi ufC/ ..... Itb picllllri rtttl\~ publlCallOll prefemIiCC
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MANAGING EDITOR: BellY Rowley
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ASS MAGAZINE (ISS!" 15)8·99601 IS pubh~ lIlOIIIhIy II) the Ammcan Bonmu.
SoclCI,. [922 Midfield Ro.d., " r.elti ta, 1

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2008
2008
ASST. TREASURER
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On~ 5166 for Bonanza'iiDebonairs, 5233 for Baron..-rrovel Airs
DATE LOCATION HOST/AIRPORT
Apr 17-20 Tulsa, Oklahoma Roodhouse Aviation (RVS)
May 8-11 Madero, California Sorber Aviation (MAE)
Jun 5-8 Spokane, WaShington Spokane Airways (GEG)
JuI IO-13 Greeley, Colorado Harris Aviation (GXY)
Aug 21-24 Nashua, New Hampshire
Oct 2-5 Rockford, Illinois Emery Air (RFD)
Nov 6-9
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Dec 4-7 Ramona, California Cruiseair Aviation (RNM)
Register online ot www,bonanza.org or ASS headquarters 316-945-1700
Apr 25-27
Concord, California
May 16-18 Colurnbus, Ohio (CMH)
Sept 5-7 Manchester, NH (MHT)
Sept 19-21 Waukesha, WI (UES)
Oct 3-5 Santo Moria, CA (SMX)
Oct 24-26 Richmond, VA (RIC)
Nov 14-16 Tulsa, OK (RVS)
Visit www.bppp.org for more info or to register. Bonanzas/Barons/Debonairs/Travel
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Registration Office to make arrangements: 97D-377-1877 or fax 97D-377-1512.
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PAST PRESIDENTS
BJ. McClonohon. MD 1967-1971
Fronk G. Ross (dec.) 1971-1973
Russell W. Rink (dec.) 1973--1975
Hypolite 1. lOndry, Jr., MD 1975-1976
Colvin B. Eorly, MD, PhD 1976-1977
Copt. Jesse FAcloms USN(R) (dec.)1977-1978
Dovid P Borton 1976-1979
1979-1960
Fred A. Driscoll. Jr. (dec.) 1980-1981
E.M Ande

ABS-ASF spar web investigation
It is difficult to project the facts in a dynamic situation when there is a sig·
nificant delay between the time of reporting and publishing. I'm writing
this in early March while you are reading it in mid·April. by which time I
hope some importa nt and positive events will have taken place. Please
bear with me as I bring you up to date on where we are right now.
How we got to where we are
As you know, a substantial part of the fleet is operating
under two Airworthiness Directives (ADs)--{)ne for Bonanzas
and Debonairs and another for Travel Airs and Barons-that
require periodic inspections of the front wing spar carry-thru
assembly for cracking, monitoring any cracks found and
repairing them if they grow beyond specified limits.
In 1996 the FAA adopted a policy that no longer allows
continued operations wi th any cracks in primary structure, and
in 2004 they notified ABS of their intention to revise the ADs
to impose that "no cracks" policy on our airplanes. The only
approved repair is installation of a doubler kit supplied by the
Beech factory. This repair is very difficult to accomplish correctly
and everyone agrees that improper installation poses a
real threat to the integrity of the airframe.
We have been operating under the inspection and monitoring
program for 20 years and have a fleet-wide history of
perhaps 60 mi//ioll flight hOllrs without a single mishap.
Furthermore, in 2004 there was a growing body of qualified
engineering opinion that the repair kit did not address the root
cause of the cracki ng. In view of the fleet history, engineering
opinions and the difficulties and risks associated with the
repair, the ABS Technical Committee was concemed that
eliminating the crack-monitoring program and requiring
installation of the doubler kit in all cracked airplanes might not
be in the best interests of our members.
Although we asked, the factory was unwilling to share
any engineering information. Consequently, the ABS Air
Safety Foundation engaged two highly regarded consulting
engineers to review the situation. Although suggesting a probable
cause of the cracking, more importantl y, the reports recommended
further study.
ABS-ASF then sought bids and eventually contracted for
an engineeri ng study to definitively determine the cause of the
cracking and analyze the safety issues involved. Although we
clearly hoped the study would provide the engineering basis
for continuing the inspection and monitoring program. our primary
goal was to understand the physics of the structure, the
loads imposed on it, what was causing the craCking and to
what extem small cracks posed a safety issue.
Responding to our request, the FAA has held off on further
action to allow us time to complete our investigation and
has indicated they wi ll review and consider the results of that
investigation in their final evaluation. Their forbearance in giv-
ing us this window has been greatly
appreciated.
The study contract
The investigation was conducted
by J.B. Dwerlkotte Associates (JBDA)
and consisted of developing a computer
model (finite element model) of the
airframe and the carry-thru structure, developing the loads to
apply, instrumenting an aircraft (thanks to owner Robert
Majoros), gathering stress data from actual flights, predicting
crack propagation and analyzing and drawing conclusions.
We received the contract fina l report from JBDA in
ovember 2007. It is not an exaggeration to describe it as a
very hefty document, both in terms of its physical size as well
as its depth of content. It has been a real challenge for our
Tech nical Committee to absorb its substance and put it in
proper perspective. There was no way we could do that on our
own and we relied heavily on our engineeri ng consultant,
retired Boeing chief of structures engineering Peter Harradine.
We have gone through about six rounds of detailed questions
and answers, including several hours on the phone with JBDA.
The bottom line is that the study is inconclusive in sever·
al key areas. It just doesn't go far enough to get the answers
that we need. That is not to say the study didn 't yield impor.
tam insights and it does provides ABS-ASF with some really
valuable anal ysis and data. But we are not able to answer some
critical questions, at least not to the level of engineering certainty
that we feel is necessary to go forward.
JBDA worked diligently, accomplished a great deal and
has been extremely cooperati ve during this review period and
we have concluded their contract.
Where we want to go
JBDA and Peter Harradine are in total agreement that a
fo llow-on phase of the investigation, expanding on the work
already performed, should yield the definitive answers that we
eek. There is no question that we have come a long way down
the road of understanding, but we know we are not yet at our
destination. Consequently, the Technical Committee has asked
Peter to prepare a statement of work for a subsequent contract
to take the investigation to the next level, and JBDA has agreed
to perform the work in the near term.
When we have an agreed-upon statement of work, price
and schedule, we will determine whether to expand the investigation.
If we decide to proceed, we'll then ask the FAA for
their continued patience to allow us to complete it.
By the time you read thi , we may have already
announced the outcome on our website. If so, you already
know how it comes out I hope you're smiling!
Until next momh. -Art
ABS April 2008 www.bonanza.org Page 10710

1977 F33A
~[E[HCRAfl Of T~[ M~ T~
made my own personal reasons and
~
experiences in flying a Bonanza a
long time ago when I followed my
heart and started working as an aircraft
technician and engineer. While I
was working in a general aviation maintenance
station. I was selected to
support my examiner during all the
run-ups with the Bonanzas. I became
addicted during the first run-up with this
nice aircraft.
I could feel immediately that there
was something very special about the
way it rolled, its size, the way it handled,
coupled with the power during
taxi, takeoff and flight-and I knew that
someday I would be flying my own
Beech Bonanza.
It has been my experience that once
you fly a Bonanza, you're hooked ! And
now, today, [ own such a lovely
Bonanza.
When I new this 1977 F33A forthe
first time, it was such a wonderful expeo
rlFG
Bernhard Randeralh
Drochlersen. Germany
rience and I was not aware that the aircraft
was in the history books for having
made a world record flight. An additional
value- that [ initially underestimated-was
the airplane's long duration
of being parked in a hangar.
The machine belonged to a manager
of economics and [ shared D-EHFG
with him kind of like a partner in a club
membership. Although the arrangement
was very fair and I enjoyed this time,
the obligations became someti mes difficult
and also the aircraft's condition was
a problem.
In December 1997, it finally
became possible for me to purchase
D-EHFG and begin a complete restoration
. Some of the details involved
replacement of avionics, autopilot, new
paint and upholstery.
My ski lls and experience as an aircraft
technician and engineer certainly
paid off. The deep troubleshooting in
such an aircraft is a nice experience.
That is what I love. Due to my former
job in Lufthansa and now as an Airbus
manager in maintenance engineering, I
love specia lised troubleshooting cases.
I learned that Bonanza problems
can be solved in a more practical way:
See what you think is the problem,
study the manuals and then fi nd a way
to fix it. Don't trust any computer in
fault isolation when you have one on
board. That's a big difference from what
I'm investigating and developing on an
Airbus where fault-isolation programmes
are developed to find the right
and fastest way to solve the problem.
Nevertheless, I love my Bonanza
with its great mechanical behaviour.
After the restoration of D-EHFG, flights
along the northern rOlltes to Sweden and
Norway as we ll as the Southern
European area became the greatest of
pleasure. My father joined some of
these trips and he became a pilot at the
age of 63. lt was the Bonanza virus.
During this period I was infornled
that Dieter Schmitt, a former Beechcraft
ferry pilot, had completed a "Lindbergh
Memorial Flight" and set a world record

for a nonstop flight from JFK Airport,
New York, to Munich , Germany in
D-EHFG. That flight was made in the
summer of 1977 in the record-setting
time of 25 hours, 47 minutes. The flight
entailed fl ying over the ocean without
any GPS while dealing with weather
and icing conditions.
Now 83. Dieter holds a number of
records with Bonanzas. To this day, I
keep in touch with him, but nothing recognizable
of hi s hi storical flight
remains on this airplane. On ly logbook
entries serve as a reminder of that great
period in its history.
Perhaps the possibility exists for me
to accomplish the return fli ght from
Munich to ew York, certainly not as an
attempt to surpass Dieter's record time,
but in honour of his accompl ishment.
The first preparations for that fli ght are in
place and perhaps within the next year or
so, I will accomplish this adventure.
In 2006, Bernhard Randeroth and
eight other Bonanza owners and Beech
enthusiasts founded the European
Bonanza Society (EBS), which now has
101 members.
One of the biggest EBS events in
2008 will be the 2nd European Bonanza
Fly-In at Wilhelmshaven (EDWI) in
Germany. September 4~7 .
For more about EBS. contact
Bernhard or go to www.beechbonanza.org
or the EBS reservation desk
www.ebs-services.de.
EQU PMc~T LIST
D-EHFG
ADF Col ns RCR-650
VHF Com 1/2 KY'97A
JHF Nov Coil ns GLS-350E

Damaged engine comportment ofter on inflight engine fa ilure.
WHY MY ENGINE fAILED
BY MAX GROGAN. KNOXVILLE. TENNESSEE
lasl month my article on an emergency landing provided details of on inflight engine failure and
a safe landing at an airport. This is a follow·up with the details of Ihat event. including the cause
of the engine failure. my purchase of another engine and resumption of fiying.
It was not immediately apparent why
the engine failed. It was. however,
visibly obvious through the hole in the
engine case that the connecting rod of the
#4 cylinder was broken, but not why.
The rod had seized, welding itself to
the crankshaft. As the crank rotated, the
rod, unable to rotate around its bearings,
broke in half. After breaking the rod, the
crank was turned a bit more. The broken
rod then impacted the engine case, making
a four-inch hole. This resulted in broken
pieces wedging into other pans of
the engine. No longer able to tum, the
engine was stopped. Elapsed time from
the break to the stop was, for all practical
purposes, immediate.
After my emergency landing at
Powell, Tennessee (9A2) with no further
damage to the airplane, I had to fi g­
ure out how to get it to my home airport.
For assistance I contacted Barry
Sanders, the man who does its maintenance
and inspections.
I checked on the availability of a
new engine and discovered it would be
eight weeks before I could expect shipment.
Fortunately, Barry had an engine
he could install for temporary use. This
would allow the plane to be flown back
to Knoxville Downtown Island Airport
(KDKX) and secured in my hangar. I
would also be able to continue to fl y
while waiting for the new engine.
I removed all my personal gear and
the avionics from the plane, installed the
cover and contacted Teledyne Continental
Motors (TCM) to arrange for a representative
to inspect the damaged engine.
Barry and T were there to observe
when Joe Barton of TCM borescoped
the engine, drained and captured the
two quarts of remaining oil and took
photos. Before he staned the examination,
Joe prov ided a form that TCM
would grant a core credit of $11,000 in
exchange for the engine. He said TCM
wo uld consider possible warranty coverage
even though the engine was just
beyond the warranty period.
I then ordered a remanufactured
engine for $27,8 11 including one-way
shipping. Payment of this and Barry's bills
seriously damaged my fl ying budget!
A week later Barry, his mechanic
Quentin Elkins and I removed the damaged
engine and replaced it with Barry's
loaned engine, which took about six
Hole in engine case.
hours. Barry flew the plane to his private
airfield where he does his maintenance
work and put the fini shing touches
on the installation. He flew my
Bonanza to KDKX the next day and it
was home again!
TeM shi pped me an empty engine
crate with prepaid return shipping. The
crate was marked "Warranty Department
." We secured the damaged engine
in the crate and shi pped it to TCM in
Mobi le, Alabama.
Prior to shipment, Barry diagnosed
the cause of the failure. It was so simple
and avoidable: Improper installation of
a particular probe that provides oil temperature
information to a JPI Model
EDM-700 engine monitor.
The oil temperature probe is a basic
thermocouple sealed inside a metal tube
brazed to a threaded shank. The length
of the probe from the end to the beginning
of the threads is one inch. Two
wires exit the rear of the threaded shank
for transmitting the temperature reading
to an instrument on the paneL The probe
is screwed into the engine at a place
where it will be in contact wi th oiL The
protruding wires are then attached to the
wires going inside the cabin to the
engine mon.itor.
My plane's engine had run slightly
more than 200 hours when J bought it.
Whenever the engine probes were
installed, the installer had a choice of
locations for the oil temperature probe.
He chose the location at the bottom of
Page 10713
www. bonanza.org
ABS April 2008

Removing the damaged engine.
the oi l cooler, even though the TCM
literature specifies that it be installed on
the top front of the engine.
Oil coolers on this engine model
are attached to the engine at the left rear.
Thi s location is OK for installation of a
probe IF IT IS DO E CORRECTLY. It
was installed incorrectly on my engine.
The male thread on the probe is 114"
diameter. The fema le thread on the oil
cooler is 3/8" diameter.
For installation, a brass reducer
bushing was used, an NPT 3/8" to NPT
1/4". Barry discovered the bushing was
not long enough. He measured the length
of the probe while attached to the bushing
and also the space available in the threaded
hole. The space was not long enough
when using this particular bushing.
The engine is Shipped with a
threaded stud at the bottom of the oil
cooler, adjacent to the internal vernitherm
valve. This valve works much
the same as a coolant thermostat on a
Installing the loaned engine.
car engine. Engines perform best with
warm oil. As the oil warms to optimum
temperature, the valve opens, allowing
oil to flow through the cooler. This cooler
will maintain oi l at a temperature of
about 180' to 200' F, optimally.
When the vernitherm valve opens,
it grows in size due to expansion of a
spring as it heats up. In this particular
installation, the spring was contacting
the probe each time it expanded. This
would have slightly flexed the probe
each time the valve opened and closed,
i.e. one cycle each flight.
The probe broke after only 480
hours of engine running time. When it
broke it allowed the oil, which is under
great pressure, to exit alongside the
probe's wires. The diameter of the probe
tube is about 1/16". In less than six minutes
enough oil was ejected to allow heat
to destroy the engine.
There was not enough oil remaining
in circulation to lubricate the connecting
rod bearings-and probably other things
as weU-by the time it seized. This oil
wou ld have come out in a fine stream
exiting the engine compartment above
the left-side exhaust pipe.
Simply put: The engine failed due
10 heat. The high heat was caused by a
lack of lubrication, resulting in friction.
The loss of lubricating oil was due to a
broken probe. The probe was improperly
installed. The engine did not fail due
to a manufacturing defect.
The threaded stud 01 the bottom of the oil cooler is
adjacent 10 the internal vernitherm valve. The
original oil temperature probe was installed allhis
locolian.
When the original ail lemperature probe was ins lolled, the
installer chose the looation at the boffam of the oil oooler adja·
cent to the vemitherm valve, and installed it incorreclly. The mole
probe thread is 1/4" dia. and the female thread on the oil cooter
is 3/8" die. The brass reducer used was not long enough.
The vemitherm valve works much like a coolant thermostat on a
car engine. As the oil worms to optimum temperature, the valve
opens, allowing oil to flow through the oooler. When the valve
opens, it grows in size due to expansion of a spring as it heats
up. The spring was contacting the oil temperature probe each
time it expanded. stightly flexing the probe each flight. The probe
broke after only 480 hours of engine running time, allowing oil to
escope down the probe tUbe.
ABS April 2008
www.bononza.org Page 10714

As promi sed, in about eight weeks
my new engine was received. Barry
took out his engine and installed the
new one. He did not use the hole on the
oil cooler. He removed the 1/4" plug at
the top front of the engine and installed
the probe directly into it. This is the
location TCM recommends.
I hope that others fl ying with a
probe installed at the oil cooler location
will have it installed with the correct
longer adapter bushing. Moving it to the
recommended location is a better idea.
If it is not, you may also experience an
engine failure if the probe should break.
TCM declined to give me warranty
credit, but at least I got the core credit.
They do not disclose their results on
engine teardown and laboratory analysis
(for liability reasons?). The total cost of
my engi ne failure was about $33,000,
including the two engine removals and
two installations.
Flying is not cheap! I learned that in
1969, the year I became a pilot. However,
I have found no other endeavor that is as
thrilling, satisfying and enjoyable. I
When the new eng ine was insta lled, they did not use the hole on the oil cooler. They removed the 1/4" plug
at the lop front of the engine and installed the probe directly into it. This is the location that TeM recommends.
believe life should be enjoyed as much as
possible, while living up to one's responsibilities.
Flying my Bonanza provides
tremendous enjoyment.
Yes, the engine failure was traumatic.
BUll handled it successfull y and
I continue to experience the joy of flying.
I do admit, however, to having had
some nervousness on my first few
flights after the emergency.
May this be the only engine failure
ever experience. I hope to continue
fly ing to exotic destinations and to have
the speed, comfort and convenience of
my Bonanza for many more years.
N1512W is Max Grogan's second
Bonanzo. He is a commercial pilot (1969)
ASEL multi- and instrument-rated with
2.000+ hours, a nd is president of the East
Tennessee Genera l Aviation Association.
- -- -- - - - - --
. ADRIAN EICHHORN & RON TIMMERMANS
These two photos are views up into nose wheel tunnels
(wheel well immediately behind Ihe nose geor). Vou may
seldom look up inside this area on your aircraft. but you and
your mechanic will explore it when you attend on ABS
Service Clinic or during a one-on-{)ne maintenance review at
a BPPP clinic.
As you compare these photos from two separate
aircraft. you will discover a common flaw near
the idler arm that should be a concern if it was
found in your aircraft.
See page 10742 for the answer
Page 10715 www.bonanza.org ABS April 2008

S@OSH
OSHKOSH TENT TOPICS
Going to Oshkosh? Shore some of what you've
learned with olher ASS members. We're looking for members
to presenl Tent Topics in the ASS hospitality tenl during
AirVenture 2008. Tenl Topics ore informal, 50-minule presenlalions
on flying, mainlaining and owning Seech airplanes.
Lei us know what you'd like to talk about, and which days
you'll be at Oshkosh, by contacting Tom Turner at bonanza8@
bonanza .org or 316-945-1700. See you at AirVenture!
DISPLAY YOUR PRIDE & JOY AT OSHKOSH '08!
Submil your airplane la be Ihe display plane al Ihe ASS Oshkosh
lenl and grace Ihe cover of Ihe July 2008 ASS Magazine!
If you are planning to be at Oshkosh for AirVenture 200B, July 2B-Aug. 3, here's how to make
it extra special:The honor of displaying your airplane beside the ASS tent AND on the cover
of the July ABS Magazine is up for grabs! In addition, the selected owner will receive two
passes to AirVenture and to the ASS dinner!
HURRY, THE DEADLINE FOR ENTRY IS APRIL 30.
IF YOU HAVE ALREAOY SUBMIITED
YOUR AIRPLANE FOR BEECHCRAFT OFTHE
MONTH (MAGAZINE COVER) AND IT HAS NOT
BEEN USED YET-FEEL FREE TO ENTER THIS
CONTEST. JUST CONTACT US AND
LET US KNOW.
Here are the requ irements to be considered for the AirVenture ABS display airplane:
1. Arrive July 27 10 place your airplane on display at the ABS tent the entire week of AirVenture (July 2B-Aug. 3).
2. Check In 01 the ASS lent each morning to prepare your aircraft for display. (If you wont to open il up for people to see inside. that is up 10 you.)
3. Check in each afternoon 10 secure your aircraft. (You, not Ihe ABS staff, will be responsible for your aircraft.)
IF YOU CAN MEET THE OBLIGATIONS LISTED ABOVE, HERE'S HOW TO PUT YOUR PLANE IN NOMINATION:
SUBMIT A PHOTO FOR COVER OF ASS MAGAZINE.
Look at past covers for ideas. Prinl or digital pictures
are occeploble, but high-res digital images
are preferred. The most importanl points are Ihat
Ihe pholo needs 10 be high resolution, clean.
clear and show your airplane at its best.
WRITE AN ARTICLE ABOUT YOUR AIRPLANE, and
include an equipment lisl.You need nol be concerned
about your writing skills. Just give us Ihe
facts and your besl effort 01 putling your
thoughls on paper. You will have an opportunity
10 review the article after ediling 10 make sure
you're pleased with the final result. Again,
review pasl Beechcraft of Ihe Monlh articles,
selecl a style that suits you and lell your story!
SEND ADDITIONAL PHOTOS OF EXTERIOR AND
PANEl. Other Ihan the cover shot and an equally
sharp photo of the panel, we encourage you to
provide a variety of pictures that Ihe magazine
deSigner con choose from. "People pictures' are
greal-wilh you, or you and your family ar
friends, pased with your airplane. (Idenlify all
people in photos.)
Do not send your only copy of a pholo, as
Iheyare nol relurned 10 you. Place a label on Ihe
back of each phola with your name, tail number
and model of your airplane. But do nol write
directly on the bock of Ihe photo as thai con
sometimes make it unusable.
MAIL YOUR SUBMITIAL TO:
Oshkosh BOM
Americon Bonanza Society
PO Box 12B8B
Wichilo, KS 67277
Q!l
absmoil@bananza .arg
E-mail subject line:
OSH Display Plane
REMEMBER, THE DEADLINE FOR ENTRIES
IS APRIL 30.
If your airplane is selected, you will be notified
by early June.
If your entry is nal chosen, the material you
send will be filed for passible future use as a
Beechcraft of the Month or as a teature story.
DISPLAY PLANE &
MAGAZINE COVER
ABS April 2008
www.bonanza.org
Page 1

Putting it a ll together, Port II
In my article in Ihe March issue we reviewed pilot actions when Hying
on approach using a GNS480, a DAC GDC3l GPSS and a KFC200
autopilot all working together. Now let's look at other differences in
avionics and approach types.
Difference between a DA and an MDA
The DA is a decision altitl/de, Momentum may cause the
aircraft to continue to descend below the DA for a brief time
whi le you make your decision and start the aircraft back up for
a mi ssed approach, (Note: An approach with a published DA
is designed wi th obstacle clearance to permit this,) This is not
true with a minimum descelll aitilllde (MDA). You have to
level off at or above the MDA without descending below it
until you have the runway in sight and are in a normal position
to descend,
If you descend below the MDA without the runway in
sight, even briefl y, you have violated the regulations. More
importantl y, you have put yourself and your passengers at risk,
If you use the advisory vertical guidance and start a missed
approach just before you reach the MDA, you will likely only
complete approaches when the visibility and the cloud base are
well above minimums. On the other hand, if you level off at the
MDA and continue to the MAP, you will be able to safely complete
approaches when the conditions are closer to minimums.
ILS differences
For an LLS, everything is similar except you must have
tuned and identified the LLS frequency and selected the localizer
as the navigation source for your HSI. The GNS480 and
GNS530W can automatically switch the HSI navigation
source to the localizer for an LLS approac h. There is an exception
to the auto-switch capability when the autopilot is a
KFC225 or a KAP 140 and the GPS is a 530W. In this
instance, the GNS530W cannot be configured to auto-switch.
GPSS differences and issues
Certain installations of GPSS units can affect when roll
steering is available to the autopilot. In an effort by the FAA to
protect you from yourself on an ILS approach, they require
that the GPSS be disabled when an lLS (localizer) frequency
is chosen as the navigation source for the HSI. This means that
if you try to get ahead of the situation when nearing your destination
and select LLS as the source for the HSI, it will prevent
the GPSS from providing steering to the autopilot.
The switch will occur automatically when the navigation
is auto-switched by the GPS . Supposedly this won't be a problem
because, according to the Pilot Guide for the GNS480 and
the GNS530W, the auto-switch does not occur until within 1.2
nm of the final-approach course and aligned within 45 degrees.
The problem is that I have seen my GNS530W auto-switch
while going outbound,
In my opinion this adds confusion at a critical time and is
not a good idea. It is similar to the bogus idea that forced the
prior generation of GPS annunciator control units (ACUs) to
automatically switch the HSI to the nav radio anytime an [LS
frequency was tuned in. I remember customers complaining
that the ACU was broken, and that they could not select the
GPS for navigation,
Both the Icarus SAM I and the S-Tec 90 1 GPSS units can
be disabled by the GPS, and installation manuals indicate that
the disable is to be wired to the GPS. J have recommended that
this interconnect not be done and several individuals have
obtained a field approval for the change. The Century A K I 081
and the DAC GDC-31 don 't have a disable capability, so it is
not an issue for them.
GPS differences
The G S480 will provide roll-steering information
throughout the entire procedure and automatically initiate the
missed-approach guidance. This is true on an lLS final ­
approach leg as well.
Unfortunately, the GNS530W stops sending roll-steering
commands to the GPSS at the FAF all the way to the MAP. For
those with a legacy autopilot that has vertical guidance, this
should not be an issue because GPSS and vertical gu idance are
mutually exclusive. But if you are using an autopilot that does
not have vertical guidance and prefer to use the GPSS for lateral
guidance on an ILS approach, you are forced to switch the
autopilot to the approach mode of tracking, which is not as
precise or as smooth as roll steeri ng,
Some will argue that it's not legal to fl y the final segment
coupled through roll steering, In my opi nion, this is not strictly
true. The requirement is that the HSl must use the localizer
and GS as the source for displaying the ILS , The pilot must
monitor the HSJ and is responsible for making any corrections
to the flight path.
The tools the pilot uses to accomplish this task are up to the
pilot. Some pilots hand fly, some use a wing leveler, some use the
heading bug with an autopilot, some use the localizer coupled to
the autopilot, some use GPSS for the lateral autopilot control.
Regardless, if the course or GS needs correction, as indicated on
the HSI, the pilot is responsible for causing that correction.
Autopilot differences
Several of the S-Tec autopilots use the NAY key for
approach mode instead of an APPR key, The Century Ul uses
the LOC NORM key for the same purpose, The S-Tee 55X has
GPSS roll steering built in and the pilot switches between nav

tracking and GPSS tracking by repeated pressing of the AV
key. The 55X also has an APPR key to activate approach mode.
The KFC 225 and KAP 140 autopi lots have roll steering
built in. There are no autopilot keys for GPSS ; it is automatic
if connected. Anytime the HSI nav source is GPS, the autopilot
will follow roll steering.
The autopilot does not support a GS when GPS is the nav
source. So for the GNS530W, Garmin had to fake out the
autopi lot to get it to capture a GS on GPS approaches. This is
accomplished by a pseudo-signal that indicates to the autopilot
that a localizer is the nav source when tracking a GPS
approach with vertical guidance.
Special software is used to prompt the pilot to activate the
autopilot outputs and instruct the pilot to press the APPR button
on the autopi lot. This same logic is not available on the
GNS480, so the built-in KFC225 GPSS is not supported.
To obtain GPSS with a KFC225, one approach is to add
an Icarus SAM I connected through the heading-bug input.
The DAC GDC31 GPSS unit would probably work, but the
KFC225 is not included on the STC.
John Collins, Charlotte, North Carolina. owns a 1968 V3SA. He is a
commercial pilot with more than 4,(XX) hours. has a BS in electrical
engineering and has YoIOrked as an engineer and software d~
oper for IBM and for his own technical business. John owned on
FBO with an avionics shop that he operated for six years.
QUESTIONS FROM MEMBERS
ROLL STEERING
Bill and Pam Smead
Greenvi lle. Tennessee
Q: We read wilh interest your November
2007 article and olher ABS articles on roll sleering.
We fly a 1999 Baron with KfC225 AP/flighl
direclor. 11 come from the factory wilh a KLN90B
but we recently installed a Gormin 480.
I have read several times Ihe flight manual
supplemenl for the 225 and the aircraft pilot
manual. We gel excellent course guidance and
autopilot function in bolh NAV and APR modes for
inbound and outbound GPS courses. but get no
course guidance during the procedure turn or
when ffying the holding poftern.
The GNS480 does annunciate the correct
turns. but this does not result in autopilot
response unless we change to heading mode. If
there's something we are missing on sefting up
the units. we would appreciate your advice. If
not. are there installation options that have not
been hooked up that would odd these features?
A: The KfC225 has a built-in roll steering
via the ARiNC 429 intertoce that is capable of
flyi ng holds. procedure turns. DME arcs and all
of the flight plan turns. When the KfC225 internal
ARINC 429 roll steering is connected to a
GPS. it is automatically activated any time the
GPS CDI buffon has GPS selected and outputs
the GPS annunciator.
The problem is that there is no support in
the KfC225 for verticol guidance when ARINC
429 roll steering is selected. So you can have
GPS roll steering or GPS GS copture, but not
both. The GNS480 intertoce to the KfC225 uses
only the lofter.
UPGRADING TO WAAS
Steve Self. Dallas, Texas
Q: I recently upgraded my Gormin 530 to
WAAS and after reinstalling in my V35B, experienced
a complete loss of sotellites after dialing
in VOR frequencies upon returning to Dallas from
Mississippi. We removed the box, placed it on the
test bench and discovered the rodio portion hod
foiled. It was returned to Gormin for repoirs.
After the first WAAS upgrade, we experienced
interior panel light failure on the boffom
rheastats.After turning them on to light the circuit
breaker ponel, electncol burning smells were
present so they were turned off and we are now
inspecting that system. Is anyone else experiencing
similar problems offer Ihe WAAS upgrade?
A: for the most port, the upgrades I am
aware of went well. I know of two situations
where there were problems. One was on a 430
upgrade to a 430W. Shortly after it was reinstalled,
within a few days, the screen backlight
foiled. Even though the component involved
was not covered by the WAAS upgrade warranty,
Garmin accepted it bock as a warranty
repair since it foiled so close to the upgrade.
They confirmed the fault and replaced the
power converter boord, but they also complete-
Iy replaced the front bezel, screen cover and
buffons with new for solely cosmetic reasons.
The other situation I heard of indirectly, in
a post on rec.aviation.ifr news server, occurred
after installation of a WAAS version 3.0 software
upgrade. I copied the report and am
repeating it here:
'I hod the upgrade installed a liffle while
ago and it seems to have impacted my screen.
After the rodio has been running a while, I
notice that when I change pages, the previous
page seems to have 'burned in' to the screen
for a few seconds and gradually fades away. I
also found that on startup, especially if the
radio has been used in the previous hour or so,
the screen was nearly impossible to read until I
manually set the display seffings contrast.
"I contacted Garmin tech support and
they said they'd seen something like this with
the upgrade. They hod me set the contrast as
"auto" and set the contrast to a number around
095. They said it's best to leove the contrast as
auto, since apparently it needs to be constantly
tweaked as the screen heats up, but that the
new software sometimes fouls up the reference
poinl, setting it too high.
"I set the contrast to 095/auto, and now it
works at startup. But I notice that after the unit
has run a while, the "burn in' is still there,
although it fades after a few seconds. I suspect
that either the new software makes the unit run
hofter, or it has a problem adjusting contrast as
the radio heats up.'
@

TRANSITIONING TO A NEW G58
BY HAL M STANlcOFF. EAST SETAUKE': NEW YOR~
N THE SUMMER OF 2007 [ realized
I constantly found myself running into
more "no-go" than "go" decisions with
my A36.
My wife and [ have a summer home
on Martha's Vineyard and use the house
quite a bit during the spring and summer.
The TEC routing for single-engine
aircraft from Long [sland MacArthur
(KlSP) keeps us close to land for most
of the way up until aboUl the last 10
minutes of the flight where we are out
of glide range. This small. but significant
window of exposure always worried
me.
During the summer months in the
Northeast. !MC becomes more of an
issue. Although my Bonanza was
recently upgraded with WAAS and the
GDL69 Weather Link, I did not feel
comfortable dodging weather, perhaps
at night, over the water. in IMC-especially
with my kids on board. Even
though I consider myself a competent
and safe instrument pilot, [ believed this
to be too risky. Also, when departing the
Vineyard, ATC tends to keep you on the
straight-out after departing Rwy 24 -
clear over the ocean. Another overwater
exposure.
In October 2003, we found ourselves
in icing conditions on our way up
to Burlington, Vermont. This was before
the Weather Link upgrade. The fuel
vents on the Bonanza are not heated. A
vaporlock in icing conditions over the
mountains would most likely have
ended in disaster if we had gone down.
Luckily, I worked my way out of it and
we landed safely at Burlington.
1 wanted to fly down south to visit
family, but my Bonanza would never be
able to accommodate our luggage ror
seven days, even if we packed light.
Taking off heavy, in warm temperatures,
could have me experiencing longer
takeoff distances and anemic climb performance.
Sure, 1 could offioad fuel, but
that would shorten my trip legs, thus
extending the time for my trip.
We have all heard the argument: "[s
a twin aCllIally safer than a singleT' [
wrestled with this debate many times
with my long-time night instructor. aviation
mentor and good friend, Master
CFI and BPPP instructor Paul
Gretschel. He told me. "With proper
training and proficiency. you'll be fine.
Proficiency is the key. You can do this,
no problem."
Although this was a strong statement
coming from my flight instructor,
1 began asking everyone who knows
about me and my flying experience if
Page 10719
www.bonanza.org
ABS April 2008

they thought I was about to become initiated
into the "More Money Than
Brains" club. Everyone of my aviation
friends, along with my family, encouraged
me and said, "You can do this!"
My confidence swelled. So ...
In April 2007, I contacted Byron
Severson, the regional salesperson for
Hawker Beechcraft (HB C) in the
Northeast, and told him I wanted to buy
a new G58. We came to terms and I put
a deposit down that month. Now there
was no turning back! And in October
2007, I sold my beloved Bonanza. It
was a sad day!
Training lor Ihe Baron
Immediately. I began renting my
friend Mike Cain's 1976 B55 to start
building multiengine time. In ovember
2007, I completed the BPPP Baron Initial
in that airplane. I also began reviewing
the FAA's muitiengine resources as well
as at-home study courses. I went back
over King Schools' Cleared for Multi­
Eugiues that I completed when I earned
my multiengine rating.
Since the G58 is equipped with the
Garmin G 1000, I also felt the need to
start studying up on the avionics. I purchased
King Schools' Cleared for
Flyiug the G1000 and took copious
notes. I also purchased the G I 000
avionics simulator for my PC and
installed a joystick so I could start
working on the instrument scan.
Then I contacted FlightSafety to
request the G58 8arou Pilot Traiuing
Manual so I could start studyi ng it prior
to my arrival. This turned out to be
worthwhile because when I got 10
FlightSafety, I was in a position to ask
better questions about the airplane and
its systems.
h was the beginning of January. My
Baron was scheduled for delivery on
February I . I found myself with really
nothing more to prepare for other than
the actual acquisition of the aircraft.
Beechcraft originally wanted to do
the customer acceptance night on
Friday. Febmary I. the day before my
flight horne to Long Island. This pre-
sented a problem since FlightSafety
training was to end with a course-completion
flight on that Friday. That also
would have left me with very little time
to address any last-minute issues wi th
the airplane as well as deal with any
weather issues for the trip home.
HBC accommodated me and I did
my acceptance flight on Wednesday,
January 30. The plane wasn' t detailed
yet-a fact they kept reminding me
of-but I didn't care. The goal was 10
identify any glaring issues before
accepti ng the airplane.
I completed the acceptance and
identified only some minor cosmetic
squawks. The plane was perfect! After
the flight, the Baron went immediately
to detail and spent all day Thursday the
31 st having the finishing touches done
along with addressing my concerns.
Taking dellverv
On Friday morning, Febmary I, I
met my new salesperson, Jenny
Elsenrath, at the CuslOmer Delivery
Center. Since Byron Severson had been
transferred to Austria, Jenny handled
the final aspects of my Baron's delivery.
She was excellent.
After the photo shoot that morning,
I was schedu led to fl y my course-completion
flight with Dylan Lamb of
FlightSafety. During that flight, the
MFD on the G 1000 reported a "stuck"
joystick. So HBC replaced the MFD
and also fixed a software configuration
issue with the GWX-68.
[ was sweating a little bit; concerned
Nancy and Hal Staniloff absolutely love their beautiful new Boron.
that they wouldn't get this done in time
for my departure the next day. But HBC
is running three shifts to meet the
demand of the European market, which
seems to be exploding due to the weak
dollar. [n the end, they got it done and we
were able to depart on Saturday to Long
Island, MacArthur Airport (KJSP).
The G1000 panel
The G I 000 panel is a quantum leap
forward in avionics design and implementation.
Anyone thinking about transitioning
10 a G 1000-equipped airplane
shou ld know that extensive experience
with the GNS530/430 will make the
G I 000 seem like old hat.
I had no problem dealing with the
interface. !n fact, with a few exceptions,
it's the same as the 530/430. But be
warned: The instmment scan on the
PFD is different. Gone are the days of
the "music-beat" scan and the like. The
G I 000 PFD compresses your scan and
puts everything you need right in front
of you. It's a brave new world.
As for the Baron? Well. what else
needs to be said? h's beautiful. It's
totally awesome. Lots of power along
with great styling and superb handling
characteristics. I absolutely love my
new G58!
For more photos, visit http://
gallery.mac.comihstaniloff# I 00 154.
Hal Staniloff is a commercial. instrument,
multiengine pilot and advanced/instrument
ground instructor wtth more than
1,200 hours of time. He con be reached
at halagi@mac.com.
ABS April 2008
www.bonanza.org Page 10720

CELESTIAL HAPPENINGS
I hod a column in August lost yeor about my good luck at getting in on
the tail end 01 Ihe ancient art 01 celestial navigation, adapted lor use in
aircraft. Members must be reading their ABS Magazine thoroughly
because I received a number 01 phone calls and e-moils saying it's an
interesting article, and they would like a more complete explanation 01
how observing a celestial body (sun, moon, stors and planets) could tell
anything about where we are on the surtoce-or in this case above the
surtace-ol the earth. So if you are really interested. read on.
Although the celestial navigator does in fact measure the
altitude of any selected body above the horizon, the actual information
needed to determine the observer's line of position
(LOP) is the angle in degrees and minutes of degrees (60 minutes
of angle in each degree) from the observer's zenith (directly
overhead), Of course the best way to determine that angle is
to use either the real horizon or a bubble horizon described in the
August 2007 article on sextants used in aircraft.
An example: If the measured angle were 40 degrees above
the horizon, the angle from the observer's zenith would be 50
degrees (50 + 40 = 90), Since there are 60 nm in each degree
of arc of a sphere the size of the earth, the SP of the observed
body is 3,000 om (50 times 60 = 3000) from the observer. Of
course the observation is made in degrees and minutes of angle
to provide accuracy to the closest mile, But to keep the math
simple, mostly for my benefit, we will give the examples in
whole degrees only.
So, if we knew the exact position of the body's SP and the
direction in which we were looking at the time of the observation,
we could plot from the SP the reciprocal of that direction for
the 3,000 miles (in this example), and that would be our position.
Plotting a distance of that magnitude, however, would not
only be very cumbersome and require a chart the size of a tennis
court, but there would also be several errors in the plotting
that would negate the accuracy needed. However, that is the general
principal of using the stars, etc, for obtaining a position.
So instead of doing that mega plotting, we used the navigator's
volumes that were stored in the navigation locker
above the nav table to substitute for the 3,000 nm line on a
chart. Those books wou ld be the Air Almanac and the two volumes
of the Sight Reduction Tables (all out of print now, so I
have been told).
Navigating by the stars
Most people know that if one observes the star Polaris and
its altitude in degrees above the horizon (polaris may only be
observed north of the Equator), you will know the north latitude
of your position. Actually, that is not an exactitude, for
Polaris is not exactly above the true North Pole but rather
orbits the pole describing, as best I can recall, a 36-nm circle.
The subpoim (SP) describes this circle on the earth's surface,
The SP of any body is that point on the surface ofthe earth that
is on an imaginary line fro m the center of the body to the center
of the earth.
Polaris is the only body used in navigation that provides
any useful information by knowing its altitude above the horizon
and then only approximately, unless Greenwich Mean
Time (GMT) is taken into account so we know where the SP
is at that moment.

Golden Age of Exploration
The navigators during the golden age of exploration, after
accurate timepieces were developed, did the calculations with
pen and paper, a process that required a great deal of computation
time. But that was all OK since the vessel was moving
very slowly. At 450-plus knots in the 707, the math was in tabular
form in the above-mentioned publications. Good thing,
too, since the first handheld calculators (Casio Personal M-l)
did not appear until about a year after I started navigating. And
although we all learned to use the sight reduction tables, there
would have been few or none who would have been able to
handle the manual method of the necessary computations.
By knowing the approximate position of the aircraft, we
would take an assumed position (AP) on the chart that was fairly
close (maybe 100 miles maximum) to our estimated position.
By using the sight reduction tables and air almanac, we
would be able to determine that IF we were at the assumed
position, we would see the selected body at a certain altitude
at the exact desired time of the fix. Since
we actually were not at the AP, we
would see the body either higher or
lower than the computed height.
Let's assume we determined that
we should see the body 40 degrees
above the horizon if we were actually at
the AP at the desired time of the fix.
(Refer to my previous article in the
August issue on page 10372 on how the
Kollsman Periscopic Sextant functioned.) However, with the
sextant we measure the altitude as 41 degrees. Now, the only
way we can see it higher is to be closer to the SP of the body.
Picture yourself in a room with a light fixture mounted on the
ceiling. As you enter the room, the light fixture appears at
some low angle of elevation. As you get closer, it gains altitude
until you are directly under it, at which time it is at your zeni th
or 90 degrees above the horizon.
Since in our example we see the body one degree higher
than we should have seen it at the AP, our actual position is 60
nm toward the body. Since we know the direction we took the
observation, we can plot a line out of the AP for 60 nm, draw
a line at right angles to that plotted line and we now know our
actual position is somewhere on that 90-degree line.
By doing the same procedure for one or two other bodies
and crossing the first line of position (LOP) with the second
LOP, we can get an actual position for the time of the fix. If
three stars or other bodies are used, and the three LOPs do not
form a pinpoint on the chart but rather a triangle of hopefully
small dimensions, the triangle is bisected so the center is located
and that is the fix position.
I have read accaunts of pilots
going to the rear lavatory of a DC-4
or other such airplane or window,
taking a celestial observation from
the porthole and claiming to get
an accurate LOP from such a
sighting location. I really doubt the
result would have much accuracy.
Techniques taught in navigation schools
Of course, there were many techniques taught in the very
fine Pan American World Airways (gone but not forgotten)
Navigation School and many others developed by the individual
navigators as they gained experience to make all the monkey
motion described in this article take a relatively short time.
There were also needed corrections to the observed altitude
that might need to be used in these computations. These
might include refraction caused by the bending of light as it
passes through the earth's atmosphere (you can see about 3
degrees over the horizon at low body elevations) when shooting
bodies at very low elevations; the semi-diameter of the
earth when shooting close Objects such as the sun, moon or
planets (stars are considered to be an infinite distance away,
and the fact we are not taking the observation from the center
of the earth is negligible for stars and only comes into play
with close-in bodies when they begin to get rather low in elevation);
and many other such corrections as necessary to make
the resultant computations as accurate as
possible within the capability of the navigator's
equipment to determine angles.
I have read accounts of pilots going
to the rear lavatory of a DC-4 or other
such airplane or window (Beech 18s,
Cessna 172s, etc.) and taking a celestial
observation from the porthole and claiming
to be able to get an accurate LOP
from such a sighting location. I really
doubt the result would have much accuracy. Although being able
to accomplish reliable fixing using celestial observations does
not take more than an average working brain, one needs proper
training and a suitable place to take the observations and equipment.
A three-star fix could be computed, shot and plotted in
about 15 minutes and would provide a definite position for the
navigator. Hopefully the position would be on the flightplanned
track drawn on the navigation chart, proving that the
heading slips being passed up to the pilots were good ones and
that the pilots were able to fly those headings.
That last concern was a real issue at times. I have had very
senior captains fly off the posted heading as much as 20
degrees for no other reason than that they misread the compass.
Well, we had to make allowances for those really old
guys. After all, some were pushing past 55 on their way to 60!
ABS Life Member l ewis C. Gage has AlP multiengine land with
Boeing 707/720/747 {Airbus-3tO rotings. Commerciol singleengine
land: flight instructor MEl/SEl airplanes and instruments;
ground instructor advanced and instrument: flight navigator:
flight engineer; mechanic-airplane and engine: and FAA parts
manufacturing authorization. Flight time: 15,QOO-plus hours. Lew
may be contacted at 2255 Sunrise Dr., Reno, NV 89509.
Phone/ Fax: 775-826-7184. E-mail: sunrisereno@gmail.com

1947 Bonanza. SIN 0·948, prior ta purchase.
THE VALUE OF MY
I
acquired a 1947 Model 35, N3738
(D-948), in March
2007. I have owned several Beech airplanes-a V35B,
F33A, A36 and D17S Staggerwing, but this is my fIrst
early-model Bonanza and I soon discovered I still had a lot to
learn. ABS has provided the way to do it.
I first joined ABS in 1989 and my wife and I had the privilege
of getting flight instruction from Lee Larson, Jack
Hirsch, Ken Pearce and Bill Guinther. I attended BPPP, Phases
I and II. I have also provided ground and flight instruction for
the BPPP mountain flying course.
38N has the Miller Truss, a Continental E-225 enoine and
"
all ADs had been complied with before [ took ownership. I
now have a copy of Lew Gage's E-Series Bonan zas - Flying,
Owning and Maintaining a Classic (available from ABS) to
help me learn about my classic Bonanza.
In the September 2007 ABS Magazine, fellow Arizonan
Frank Wolfe's Diary of an Emergency Landing caught my eye.
He chronicled his plight when his engi ne-driven fuel pump
failed. He made an emergency landing and was lucky to find a
good off-airpon landing spot. The postscript to the anicle
indicated Frank was installing an electric auxiliary fuel pump.
I had an auxiliary fuel pump with a 337 documenting its
installation in 1953. The 337 showed it was a Pesco Model
T-llOO electric fuel pump. However, by itself, it would not
bring the pressure up into the green arc.
The same issue of the magazine also had a note from ABS
Technical Advisor Neil Pobanz providing Warren James as a
contact for an STC'd electric fuel boost pump for early
Bonanzas. [ called Mr. James to discuss my problem and find
out the cost of his product in case I had to replace my unit.
I sent my fue l pump off to Aircraft Accessories of
Oklahoma in Tulsa for overhaul. Later when I spoke with a
company representative, I was informed that, regardless of what
was etched on the pump, it was not a Pesco product. What a
surprise to learn I have a bogus pan that was installed back in
1953! It was a very professional-looking installation, but it
couldn't be overhauled. That put me in the position of becoming
Warren James' next customer for his electric fuel pump.
It took some time to get the Dukes-based pump from
Warren and even more time to get it fitted and installed in the
airplane. It works great and it can boost the pressure by itself
beyond the max pressure redline. I now feel very comfonable
that I have two backup solutions in case the engine-driven fuel
pump fail s: the wobble pump at the fuel selector and Mr.
James' auxiliary boost pump.
I rejoined ABS in April 2007 and within a few months [
have received more than I paid for my membership. Lew
Gage's book* has also helped me understand how to properly
operate my E-225 engine and provided some explanation on
flying the early-model Bonanzas.
Thank you, ABS!
' Lew's E-series book is available for $30+S&H from the ABS
Store (316-945-1700). All plVceeds go to the ABS Air Safety
Foundation for educational development and research into
Bonanza alld Baron technical issues.
Bagus auxiliary electric boost pump installed in 1953, Warren James STC'd electric fuel boost pump installed in N3738N in 2007.
Page 10723 www.bononzo.org ABS April 2008

A good idea that isn't shared is a small thing. If you share it-it con become a big ideal
A mistake made is experience. If you share It With ABS members it becomes knowledgel

SWitching wing tip parts
Steve Carter
Fort Worth. Texas
Q: lawn a 1979 F33A (SIN CE-
860). Will the wing tips, strobes and nav
lights work from a 200612007 G36 to
replace my tips?
A: The wing tips wi ll til fine but,
before you purchase the G36 tips, you
will need to talk to your local FSDO to
see what type of approval paperwork
they will require. Make sure you have
all the paperwork issues covered before
you buy or install. -BR
A flap problem
Barry Beaver
Shelby. North Carolina
Q: When the flaps are retracted or all
the way down on my 1960 M35, they
appear to be real tight. After they stop
moving, it sounds as if the motor actually
still moves some more. Is this normal?
Is there a brake that is supposed to work?
What would be the proper adjustment?
A: The limit switches are on the left
flap. Sometimes, the roller on the switch
actuator freezes up and causes the actuator
arm to get bent. The flap should not
run out of travel in either direction.
There are little rubber half-moon
bumpers that glue into the end of the
track, and normally you can feel a little
play, rather than being hard against the
end of the track. -NP
Flap motor repair
David Maodonald
Cary, North Carolina
Q: The flap motor on my 1990 A36
is in need of repair or replacement. Can
you advise on potential sources for
exchange or overhaul.
A: Try Kelly Aerospace (Aero
Electric, 316-943-6100) or Aircraft
Systems (8 15-399-0225) -NP
Fin fairing
Arthur Miller
Ocala. Florida
Q : I was recently asked about an
aftermarket source for a vertical fin fairing
to fit an A36. Globe Fiberglass has
two PINs in the system but are not yet
approved. They expect approval in 10 to
12 months.
The PIN that fits a 35-B33 is 33-
600012-3, and 002-440030-3U fits 35-
C33 and C33A. I suspect these will also
fit many other models. The primary difference
is that one has an opening for an
air vent and one does not.
Does anyone have any more information
to help verify this?
A: There are at least three vertical fin
fairings. One is a rather short fairing for
the late A33 thru the B33 (late 61-64):
one is a long fairing without the ACA
scoop for the C33s ('65-'67); and one is
a long fairing wi th the NACA scoop for
the E33 and beyond.
The long fairings can easi ly be
adapted to the earlier aircraft, but adapting
the ventilation system to the scoop
is a real bear. - BA
Compliance with ADs
Timothy P. Boyle
Blakeslee, Pennsylvania
Q: My mechanic informed me about
two ADs for my 1960 M35 (D-6285)
that need to be complied with. One is
for impulse coupling for the mags. How
often does this need to be accomp lished,
how is this accomplished. how often do
they fail and what are the fix options?
The other AD is for the wing spar
dye penetrant test. How often does this
need to be accomplished?
A: The impulse coupling AD was
rewritten years ago and no longer applies
to TCM engines. Both magneto manufacturers
sti ll recommend inspection
every 500 operating hours. If the impulse
coupling fails the inspection, it must be
replaced.
The spar web carry-thru dye inspection
is due at 1,500 hours, then every 500
hours afterward unless you have had a
minor crack, and then the period is 200
hours. - BR
Strobe power supply
Stephen Oilier
Derby. United Kingdom
Q: The strobe power supply on my
1973 B55 ('FC 1572) has fai led. It is a
Hoskins, PIN 70 1571. I cannot trace anyone
on the Intemet who deals with this
part number. Can you recommend a company?
You have a great magazine and a
useful source of ideas and experiences.
A: SDI (Hoskins) units are hard to
get repaired, so I suggest you replace it
with another brand of power supply.
Here is a link to a Whelen site th at notes
the only required changes are the wire
positions in the plugs: http://www.
whelen.com/pb/ Aviation! Anti-Call ision
_Li ght_Systems_1 n stall at ion_and_
Service_Manual.pdf. - BR
Prefab aluminum supplier
Randy Aarestad
Halstad. Minnesota
Q: I am getting ready to paint my
1967 Y-35 (D8584) and 1 want to get
some little details taken care of before I
take it to the paint shop. There is some
normal wear on the front gear doors, a
result of normal rubbing/friction when
they have been closed during flight. The
wear is on the outboard side of both
doors, about in the same place (5" - 12"
from the aft side of the doors). The aluminum
covering is tack-welded onto the
framework and doublers, which creates
challenges for repair or recovering.
Do you know of any vendor that
sells prefabricated aluminum for recovering
the front doors and does any repair
facili ty specialize in thi s type of
repai r/resk inn i ng?
The aircraft does not have any damage
history and the present gear doors

Answers are marked with initials of the staff or advisors
who answered it. NP-Neil Pobanz. AF-Arky Foulk. TT-Tom
Turner. AM-Arthur Miller. BR-Bob Ripley. BA-Bob Andrews. E-senes expert Lew Gage (LG)
and aVionics columnist John Collins (JC) also occasionally contribute answers.
Answers to technicol questions are the best information available based
on indications presented by the member asking the question. Actual
inspection of the airplane or system in question may change on initial
telephone or email suggestion. Aircraft owners. pilots and readers are
adVised to physically present airplanes ond indications to a qualified
mechanic before choosing a course of action.
have performed as perfect as the day it
rolled out of the factory. So I do not
want to try to improve something and
end up going backwards due to a lessthan-perfect
repair/reski nning.
A: I suggest you call Hampton (479-
394-5290), Biggs (405-258-2965) or
SRS (877-364-8003) and explain what
you have said to me to see what they
propose. - P
E-series engine conversion
Richard Willis
Plains, Georgia
Q: I have a 1947 35 (SIN 0-579)
and have been offered a gift of an E I 85,
on the table. How much trouble will it
be to modify it to an E228-8? I do not
know any information about it other
than it has been in storage for some time
and appears to be in fair shape. If I
accept the engine, can you recommend
an experienced hop for the conversion?
A: The engines are considerably different.
The crank is different, the carn is
different, the mounts are different. I recommend
you talk to Dave Allen at
Poplar Grove Airmotive (800-397-
8181) or Lew Gage (sunrisereno @
gmail.com; 775-826-7 184). - P
Oscililations in mp
Jeffrey Brown
Oklahoma City, Oklahoma
Q: On my 1984 B36TC (SfN EA-
416) I have about 900 hours on the factory
reman TSIO-520UB. We've experienced
oscillations in the manifold pressure
at cruise settings of about one inch.
Simply lubricating the wastegate controller
cured the problem in the past, but
it is now persistent. We have lublicated it
twice in the last even hours of flight. The
mp will drift down from 29 to 28 then
back up to 29 within about one second.
The mechanic found no evidence of play.
Any suggestions? Can safe flight be continued
in spite of the minor variations?
A : Besides the controller, lube the
shaft of the wastegate with Mouse Milk
(trade narne) available through Trimcraft
Aviation (800-558-9405). They only sell
to mechanics retail. There are probably
others that sell to owners, but I couldn't
find any at th is time. - P
Prop recommendation
Michael Goodman
New Brighton. Pennsylvania
Q: I am considering replacing the
prop on my 1960 M35 (SIN 0-6489).
It's the original 278-100-7 with about
3,800 IT and 800 TSO. One blade has
some slight play forward and aft but is
tight in either direction of rotation.
I have heard that many shops won't
overhaul them due to a lack of spare
parts and tech support. I have read all I
can find about two vs. three blades and
promotional information from various
propeller manufacturers. I bought the
Bonanza for its cruise performance. I
have a remanufacture 10-470-C with
300 hours on it and would like your
opi nion and prop recommendation.
A: I suggest you think about putting
a Hartzell on it. The availability of parts
and support as well as performance
would be satisfying. Your local prop
shop can help you choose which model.
I'd stay with two blades for speed. -NP
Prop questions
Travis Shields
Kimball. Tennessee
Q: I recently purchased a 1958 J35
(SIN D5673) and have learned a couple
of lessons. Although the annual was
signed off in the airframe log, the record
in the engine log only reflected a 100-
hour inspection and there was no entry
for the propeller. Also, there is a ding or
small indentation in the prop.
I am trying to bring the plane in
compliance and need to know if a Beech
propeller-model 278-204-21; Sf
7- 1243 with blade model 278-200-82
(blade SINs 5-08648 & 5-08665)-is
compatible with an 10-470-C engine
having SIN 87742-7-C-R. This engine
was installed in 1968 with the logbook
rating it as 250 hp, 2600 rpm and 8.0: I
compression ratio.
The propeller was in tailed in 1993.
The hub SIN appears to be 7-1243 (or 7-
1248) as seen on the actual hub. It was
installed by Aviation Enterprises. Inc. of
Gilbert, Arizona, with certificate number
ZU3R037M a. per a maintenance
release. I have called a prop shop and
searched the FAA and other websites but
haven't been able to find the answer on
my own. Any help or direction you can
provide would be greatly appreciated.
A: An annu al inspection is by definition
an inspection of the airframe.
Although there are many engine-related
items that need a look during an airframe
annual, there is no provision for
signing off an "annual" in an engine
logbook. Many A&Ps complete the
manufacturer-recommended lOO-hour
inspection checklist for the engine during
annual and endorse the engine log-

ooks for a "I OO-hour inspection." The
type cenificate data sheet for the airplane
and the prop both show 278-100-
7 or a 278-208-32 wi th 214-82 blades.
Therefore, the installed 278-204-21
would need a 337 for some kind of
approval such as an STC or a field
approval. - NP
Price of 1964 S35
Jane Epstein
Southport. North Carotino
Q: My husband and I own and fly a
1964 S35. While completing some paperwork
on the airplane, we have been asked
what the original price was in '64. We
have done some research but have not
been able to find out what it actually sold
for. Can you help?
A: According to Larry Ball's Those
incomparable Bonanzas, the standard
list price for a 1964 S35 was 528,750.
Adjusting for the Consumer Price
Index, that's $182,950 in 2006 dollars
(the most recent year that adjustment is
available online). - IT
Aircraft valuation services
John Paysee
Hanford, California
Q: Does ABS have anyone on site
who can do a "Vrer' or give a bluebook
value? I wi ll soon be buying my first
Bonanza and am torn between a choice of
three airplanes. Two are V-tails and one is
a Debonair. I am curious about which
would be the best deal. Unlike cars, it
looks like I must plunk down more than
$100 for this service off the web.
A: AOPA permits doing a lintited
number of valuations (maybe six?) from
an individual computer IP address. Go
to www.aopa.org; click on the Aircraft
and Ownership pull-down menu tab;
click on the Aircraft Valuation menu
selection at the left of the screen; and
follow directions to input ("submit")
information about the airplane in question.
Goad luck on your purchase. -IT
Moisture on the dipstick
John Crum
St. George. Utah
Q: I just installed a factory rebuilt
10-520. With about 30 hours on the
engine, I'm finding moisture on the dipstick
whenever I check the oil. Is this
pan of the break-in process or normal
condensation?
I also installed a new landing gear
warning horn. When throttle is reduced
to 20-21 inches of mp during descent,
the horn sounds intermittently, then
stops below 20 inches. My mechanic
has checked for switch slipping and
circuit integrity with no luck. Any
suggestions?
A: The moisture is probably normal.
That's why we try to get the oil temperature
up to 180 0 C. Members have provided
recent goad comments in the
magazine on the throttle horn switch
getting bent up. You need to keep the
roller lubed and set up correctly. - P
Cold air from exhaust vent
Joseph Watdman
Bayport. New York
Q: In the winter, the rear passengers
in my 1982 A36 (SIN E202 1) always
complain of being cold. We notice that
air blows in through the rear bulkhead
exhaust vent and have found that covering
it with duct tape helps. But why
would air flow inward through this duct?
We checked the ducting and found no
leaks. The "venturi" design of the exter-
ABS TECHNICAL STAFF & TECHNICAL ADVISORS
nal end is exactly the way it is on other
Bonanzas (the angled cover is there) and
should create suction through this vent.
Heat flows from the floor vent, but is
overpowered by this inrush of cold air.
A: Inflight air is "scooped" by the airframe
and pressure builds inside the aft
fuselage. From there it naturally flows
forward into the slightly lower pressure
area of the cabin. Air is com ing in around
the connection to the rear cabin exhaust,
but not through the vent itself.
Your side vent (cabin exhaust) and
the small "scuppers" (semi-conical
vents on the lower fuselage wi th the
open end aft) are designed to draw air
out of the cabin, and increase the fl ow
of heated air from the heating system.
You can maximize cabin heating by
ensuring the vents and scuppers are
clear of obstructions; keeping the overhead
air vents open slightl y, even when
running the cabin heat; and masking
over the junction of the aft bulkhead and
the interior cabin walls 10 limit the forward
flow of air. -IT
Send your Questions 10 absmail@
bonanza.org. One of Ihe ASS lechnical
advisors will be asked to respond.
Se sure to Include your ASS number
Neil Pobanz. ASS lead technical advisor, is a retired U.S. Army civilian pilot and maintenance
manager. He is on A&P and IA with more than 45 years experience.
Glen ·Arky· Foulk. former owner of Delta Strut. has been an ASS technical advisor since
1986.
Arthur Miller has won numerous FAA awards as a mechanic. and runs a Beech specialty
shop in central Florida.
Bob Ripley retired from Delta Airlines as a manager of line maintenance (Atlanta) and has
run an FBO focusing on Beech maintenance for more than 20 years.
----------------
Bob Andrews is a retired Eastern Air Une pilot. CFI. mechanic and a Wright Brothers
Award winner. He owns a Beechnly maintenance FBO in Atlanta. Georgia.
Tom Turner is ABS manager of technical services. Holder of a Moster'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 ABS Technical Advisor Neil Pobanz unless otherwise noted.
ELEVATOR HORNS - When installing new arms, go to a specialty
shop for a jig to drill the screw holes. It's very easy to
allow an error to sneak in when drilling them.
CHANG! G ENGINE MOUNTS - Use new bolts and check
for replacing the heat deflectors in their proper orientation
when changing engine mounts.
ENGINE DRYERS - Dryers that circulate air through the
crankcase can contribute to engine life by eliminating moisture
and acid in the oil. Sporry's (513-735-9000; www.Sporrys.com)
is one source.
BRAKE PARTS - Goodyear brake parrs for older Bonanzas
and Travel Airs are listed in the API (Aerospace Products
International) in Memphis under ABS (Aircraft Braking
Systems: 888-274-2497; www.apiworldwide.com).
FELTS & STRUTS - When installing new felts in stru ts or
felts that you have rinsed and dried, they can be pressed and
the edges chamfered. Hairs sticking up from the felt can be
burned off with a torch so they won't cause a seal leak.
SCREW KITS - Stainless-steel screw kits are available. but
should NOT be used in structural areas, like aileron attach screws.
If possible, use Teflon washers under them to prevent corrosion.
ALTERNATOR INSTALLATIO CAUTIONS - We've had
multiple reporrs of bead-blasted alternators not fitting the
holes in the case, due to swelling from the bead-blasting. Do
not attempt to force one into the case, especiaLly by lightening
the mounting nu ts. The flanges will break.
BEECHCRAFf OSE GEAR EXTENSION ROD ENDS -
The rod end part num bers have been superceded and are available
from Avstat (888-287-8283) and RAPID (888-727-4344).
FUEL VENTS - Some partS of the country are having many
vents plugged by bugs that use leaves to build a nest in the
vent. Note that in the four-tank systems in 33/35 models, the
auxiliary tank vents come together for one externally visible
ve nt in the center of the bell y.
ENGINE CASE CRACKS - Some engine cases have developed
cracks when cylinders may not have been torqued properly.
These may be difficult to see, as they may first show up
as small oil leaks near the cylinder base and require some disassembly
of intake, exhaust and baffles to be able to define the
location. Dye check may be used when you gain access.
WING ROOT SEAL INSTALLATION - Many times the seal
can be starred at a wide spot in the gap and slid around from
there without removing the wing. If there are some areas with
zero clearance, it may be possible to open up with a Dremel
tool, as long as edge distance to rivets is maintained.
SLICK MAGS - Slick recommends a 500-hour impulse-coupling
inspection. All inspections are called out in detail in the
maintenance and overhaul manual. There are additional items
for the pressurized magneto and I ,OOO-hour recommendations
on all Slick mags. High-wear items are the cam for the points,
the distributor brush and bearings.
U SAFE LANDING GEAR FLY-BYS OR FORMATIO
CHECKS BY ANOTHER AIRCRAFT - We've had some serious
accidents where the pilot of another aircraft takes a look
and then collides. It's even happened with helicopters.
Understand how your gear works and how the indicating systems
work. Unless ground observers are familiar wi th your
system, they will have a hard time telling if the gear is firml y
down. The best indicator is if the inboard main gear doors are
closed. If they are still open a little, there is very little tension
on the nose gear.
@
ABS SERVICE CLINICS
At a recent ABS Service Clinic in Spring,
Texas, ABS Service Clinic Inspector Bob
Ripley presented a cerrificate of appreciation to
David Beaver and the staff at Beaver Aircraft
Services for hosting the February 2008 event.
Pictured L-R are: Bob Ripley, Heath
Schultz, David Beaver, Marie Beaver. Dusty
Williams, Joe Barron.
See page 10709 for a complete
schedule of upcoming Serl'ice Clinics.

FAA AVIATION MAINTENANCE ALERTS
Beech: A36: Crocked Flop Leading Edge Nose Rib
"At annual inspection, (we) found both the left and right flop oNoch
point ribs crocked: (An additional nate indicates both the flange and
web an Ihese parts were crocked or broken. Flap Nose Rib PIN 35-
/65050-84: lJH and f/;1I PIN's 35- /65050-78 and -79, respectively)
Port Total Time: 3,144.9 hours.
Beech: B95; Crocked Flap Leading Edge Nose Rib
Inspection found the R/H flop rod aNach brocket broken and Ihe
flop nose rib nut plate flange torn. Inspection of the lJH side found the
(some) nose rib flange and web crocked : (Flap Nose Rib PIN 35-
/65050-84: lJH and f/;1I Flop PIN 's 95-/60000-60/ and -602, respectively)
Port Total Time: 4,288.8 hours.
o
Beech: F33A; Crocked Leading Edge Nose Rib
"An annual inspection found the R/H flop rod oNach point rib
crocked: (Rib PIN 35-/65050-84: Flap PIN 35-/65050-606: both the
flange and web were found to be crocked.)
Port Total Time: 5,255.1 hours.
Beech: V35B: Crocked Flap Leading Edge Nose Rib
"Annual inspection found the R/H flop rod aNach point rib
cracked: (Rib PIN 35-/65050-84: f/;1I flap PIN 35-/65050-606)
(This lechnicion also includes another such report of a cracked
affach point for the flap actuating rod an a Beech 55 having 4,552.7
hours. Of these six above referenced Beech aircraff, the time ranged
from 3, /44. 9- to 5,255. / hours yietding 2, //0.2 hours difference. This
is awfully good anecdotal evidence arguing for close affention 10 these
actuation affach paints offer a couple thousand hours.)
(
f
'lI r ?
\..; ,,~( v)
Port Total Time: 4,248.19 hours.
.,\.,U
k
t~1
i

ABS STORE MERCHANDISE
ORDER NO. PRICE ORDER NO. PRICE
VideoS/llVDs
ABS Wearing Attire
BPPP Highlights 4500 $59.50 Denim Short sleeve Shirt: 1000 $40.00
Owner Performed Maint 4501 S31 .25 Denim Long Sleeve Shirt 1050 $44.00
Living with Pre-flight 4502 510.00 Twill Short Sleeve Shirt - Discounted 1100 $20.00
Bonanza Service Clinic 4503 $31 .25 Twill Long Sleeve Shirt - Discounted 1150 $20.00
2006 Service Clinic $40.00 Jacquard Shirt (SMALL ONLY) 1200 $39.00
Instrument Flying #s 4600 548.50 Golf Shirt 1300 $32.00
Wings In Focus - NEW $40.00 Straight Line T-shirt 1409 S15.00
ABS Library V-Tail T-shirt Khaki 1408 $15.00
Beechcraft Twin 4000 $24.95 V-Tail T-shirt Sage 1408 $15.00
Colvin 's Clinic 4005 $39.95 Baron on White 1410 $12.00
Flying High Perform 4010 $38.50 V-Tail Outline on Grey - NEW $18.00
IFR: A Structured Approach E3 834.95 Straight Tail Outline on Brown - NEW $18.00
Instrument Flying Update E4 536.95 Baron on Blue - NEW $18.00
Flying Beech Bonanza 4015 S38.50 ABS Logo T-shirt 1404 S10.00
From Travel Air to Bonanza 4020 $39.95 White Logo - Youth 1405 $10.00
The Immortal Twin 4030 $39.95 Women's Sleeveless - Discounted 1600 $20.00
They Called Me Mr Bonanza 4035 $39.95 Womens Short Sleeve - Discounted 1601 $20.00
Those Incomparable Bonanza 4040 539.95 Sweatshirts 1700 $31.00
E-Series Bonanzas $30.00 Breeze Jackets - NEW $50.00
CD ROM 4100 $84.00 Ridgemont Jackets - NEW S75.00
CD ROM-Exchange 4110 $20.00 Cap - Blue Mesh $15.00
ATP CD (33s and Barons Only) 4200 $225.00 Cap - Green $15.00
ABS Memorabilia Baby Bib 87.00
ABS Patch 3165 $3.00 Bab T-shirts S10.00
ABS Patch - Vintage 3165 $4.50 Baby Kit $20.00
Auto Tag-Straight Tail only 3191 $3.00
Auto Tag Holders $5.00 Jewelry
Binders - Navy or Burgandy 3000 S9.00 Earrings - I Love Flying 8001 $7.50
Blanket tote - Red only 3010 $15.00 Pin - Low wing Crystal 8002 $10.00
Brief Bag - Navy only 3020 57.50 Earrings - Silhouettes 8006 56.00
Checklists - Bonanza 3030 S15.00 Pin - Contemp Design 8007 $7.50
Checklists - Barons 3031 S17.00 Pin - Proud Eagle (Baron only) 8020 $8.00
Checklists - Travel Air 3032 817.00 Lapel Pin - Painted 3130 $5.00
Surviving 1 st 24 Hrs 3033 $15.00 Lapel Pin - Gold 8040 $6.75
Emergency Sub Pilot $15.00 Tie Tac 8050 $7.75
Mountain Flying checklist $15.00 Earrings - Blue stone 8080 $10.50
Fans $3.00 Earrings - Clear Stone 8081 $10.50
Flashlights $3.00 Earrings - Detailed 8100 $8.50
Holiday Ornament - Discounted 3100 $5.00 Earrings - Gold Loops 8110 $15.00
Keychains - Pewter 3135 $6.00 Earrings - Silver Side View $31 .00
Logbook 3140 $5.00 Earrings - Silver 3D 531.00
Luggage tag (set of 3) 3145 $5.00 Silver Necklace - Side View $25.00
ABS Personal Mousepad 3155 $15.00 Silver Necklace - 3D $25.00
Personalized Mug 3161 $15.00 V-Tail Gold Filled Necklace $25.00
Pewter Ornaments 3200 $10.00 Women Fly Pins S4.50
PowerWh eels by FarWest $34.95 Pedra Watch 3175 $30.00
Umbrella-solid blue 3180 $10.00
$8.00 Shipping and Handling On All U.S. Orders
Zipper pulls - pewter $6.00
GO TO WWW.BONANZA.ORG FOR DETAilS
316·945·1700 · FAX: 316-945-1710 • www.bonanza.org • bonanza5@bonanza.org

Flap retraction and gear
collapse accidents
Tom Turner's excellent article
regarding squat switches in the January
ABS Magazille brought up some rather
important issues about gear-collapse
accidents as a result of inadvertently
selecting the gear switch to the up position
after landing, in an effort to retract
the flaps. While this problem is not
entirely unique to the BonanzalBaron, it
may be the most common gear-related
accident scenario for the type.
Years ago, my good friend and
longtime Bonanza owner Art Drake
described a simple technique to avoid
the scenario. On my M35 with the keyboard
switch panel, there are lever locks
in both the flap and the gear switches.
The gear lever is bidirectional and
requires the pilot to slide the lever lock
using one finger and selecting the gear
up or down with another finger. The flap
switch works much the same way to
extend the flaps, but moving the lever
lock is not required to retract the flaps.
lt only takes one finger to retract
the flaps but always takes two to retract
the gear. I presume the Barons and later
model Bonanzas require two fingers to
pull the gear switch control out of a
detent in order to retract the gear, and
only one finger to pop the flap paddle
switch to the UP position.
(E D. NOTE: Later Bonar.za and Baron
flap handles indeed can be moved from
down to up without pulling the control,
but must be pulled over a stop to move
from up to down positions.)
If you lise ollly ONE jinger IVhell
relracling the flaps, YOIIlVillllOI be able
10 relraCI Ihe gear accidelllally. The
caveat here is that the lever locks or
detents be in good working order. They
are easy to check by the pilot. Just make
sure the master switch is off before
moving any switches!
Proper strut servicing is important in
squat-switch operation. Check the POH
or shop manual for proper servicing.
Keep in mind that strut extension may
vary depending on load and airport
elevation.
Perhaps someone will come out
with an STC'd kit that incorporates the
gear/low throttle interrupting feature of
the newer airplanes. (Are you reading
this, ABS vendors?) In the meantime,
brief yourself as to which switch you
will use to retract the flaps after landing
and ollly lise ONEjillgeri
- Geary Keilman, Las Vegas, Nevada
Cowl flap hinge brackets
In Tech Talk (February ABS
Maga~ille) Dick Pedersen wrote about
replacing the cowl flap hinge brackets.
In 2003 I replaced some of these on my
F33A and I found that there were a couple
of 'golchas' on ordering and getting
the correct parts.
Dick notes that the brackets are individually
available. The brackets are two
basic part numbers--(002-410025 for
the brackets that mount on the cowl flap
and 002-410026 for the brackets that
mount on the airframe)-with suffix
dash numbers to indicate the specific part
(e.g. LH inboard, RH outboard, etc).
Getting the correct brackets that
mount on the cowl flap is no issue, but
there are some problems when ordering
the correct part that mounts on the airframe.
First, these parts are extremely
difficult to find in the parts manual but
they are there in Figure 9 I A in the
F33A parts catalog. The brackets are not
identified in the parts explosion pictorial
but they are listed on page 9 immediately
following item 53 (the bulkhead 10
which they attach). When you look at
the pictorial on page 8, you will understand
it is difficult to identify item 53 as
the bulkhead to which the cowl flaps are
hinged, therefore it isn't obvious where
to look for the brackets.
The second issue is that the relationship
between the dash number (e.g.
002-410026-9) and the position description
(e.g. RH INBD) is incorrecl in both
Ihe V35 alld Ihe F33 parts mallllais (the
Model 36 parts manual is correct).
Assuming that one is not ordering all
four parts, that makes getting the correct
part fairly difficult. And since in 2003
these parts ranged between $20-$30
each, I had no desire to order all four
dash numbers just to make sure that I
got the couple that I needed.
I worked with RAPID to notify
them of the error, get the correct parts
and return the incorrect ones, and they
were very helpful. (When I called to
complain about getting the wrong part,
the RAPID representative was unable to
find these items in the parts book either;
I had to give him the figure and page
number.) However, to my knowledge
the parts books have never been updated
to correct the error.
-Vic Kirkwood, Rhome, Texas
Windward Aviation
I want to let the membership know
about the very pleasant experience I had
working with Jim and Reese Leach of
Windward Aviation in Lantana, Florida.
I hired them to handle a prepurchase
inspection on a Bonanza I was interested
in obtaining. Their professionalism
and expertise were evident immediately
when I met them in their spotless shop.
They were very straightforward with the
details of the inspection and how much
it would cost. ABS members who know
the Leachs and are close enough to avail
themselves of their services are very
fortunate. I suggest that anyone looking
for knowledgeable Bonanza experts
give them a call.
Unfortunately, the seller and I
could not reach an agreement and I didn't
end up with the plane. That did not
diminish the experience of working
with the Leachs. I've been flying
Bonanzas for more than 25 years and
have seen a lot of different shops and
met many mechanics. I very much
appreciated the Leachs' honest opinions
and advice. My only regret is that

ecause I'm in California, I can't use
them as my regular shop. I highly recommend
Windward Aviation.
-Keith Paulson. Albion. California
Fuel cap O-rings
In the January Tech Tips, under the
heading of "Fuel cap O-rings," an ABS
member asks for a rebuild kit for the
cam/locking portion of the fuel cap. I
once observed a mechanic using a file to
dress up the cam/lock to its original profile.
He replaced the O-rings while he
had it apart and then adjusted the stem
to a satisfactory tension.
-Tim Brown, Midlothian. Texas
Runaway trim experience
I fly an A36 that my company purchased
new in 2002. Since purchase, it
has accumulated aboUl 500 hours.
I recently experienced a problem
with my airplane that I wish to share
with my fellow ABS members. While
on an IFR flight plan in VMC from
Northeast Philadelphia Airport (PNE), I
had just arrived at my westward cruising
altitude of 8,000'. The aircraft was
trimmed for cruise flight and the King
KFC-225 autopilot was engaged.
Suddenly I was looking straight
down at the grou nd, the pitch down so
fast and violent that my Bose X headset
flew from my head. (In fact, after landing
I found that the cup-holders on top
of the folded table in the cabin had
come out and were lying on the floor.)
My automatic reaction, fortunatel y,
was to reach for and depress the red
autopilot disengage button on the yoke
and pull the nose back to a level attitude.
I do not know how much alt itude I
lost, but did notice that in leveling the
aircraft I overcorrected by + 200' before
getting back to my 8,000' assigned altitude.
Then I noticed the flashing red
pitch warning light on the autopilot
annu nciator panel.
I hand-flew the airplane for the
remainder of the flight home and within
the next couple of days on to the
Baltimore facility that maintains the airplane.
Upon troubleshooting the problem,
it was determined that the pitCh
trim servo had experienced an electrical
"hard over" and required replacement.
At altitude on a VMC day, this type
of problem is fairly easily dealt with
even though it gets the heart racing after
it is over. However, if experienced on a
coupled instrument approach in IMC, it
could be deadly. In fact, on my arrival at
Philadelphia two days prior 10 this problem,
I had flown an autopilot-coupled
ILS approach in IMC 10 about 500'
above minimums.
I have been flying since 1971 (the
lirst 10 years as a avy pilot). During
Ihis past 36 years I have had my share of
mechanical problems. but this is my first
runaway trim experience. As a pilot of
whal I believe to be the finest singleengine
airplane in Ihe air today, it is easy
to become complacent, ever trusting that
its systems wi ll always perform to spec.
However, this is testament to what can
fail, and if the pilot is not prepared mentally
and ever vigilant, can be deadly.
-Jim Sturm. Proctorville, Ohio
Fuel selector valve
Since you posted my origi nal e-mail
concerning the fuel selector valve on
page 10604 of the January issue, I felt
that I should write a follow-up. After
going back and forth with Hawker
Beechcraft concerning PIN 36-3800
26-1, HIB in Atlanta received the new
valve. When they pulled the inoperative
valve out of my airplane, it was not the
same. An AD had been issued on the
original part in the early 1980s. It had
been replaced with a new valve of different
design-PIN 36-380087-1.
The only reason I'm writing this is
to hopefully prevent another TC
Bonanza owner from going lhrough the
two-month exercise that I did to get
something done about replacing or
overhauling the inoperative valve.
According to Beechcrafl, all TCs are now
using the new valve PIN 36-380087-1.
When we tried to order the new part, we
found there was a six-month lead time
and that the new valve would cost in
excess of $1 ,500! My socks rolled up and
down on that piece of information.
Now here's the good part: After running
into a brick wall finding an overhaul
facility, we found The Aviation Group
(770-486-1666) in Peachtree City,
Georgia, that had the necessary FAA
approval to overhaul my valve. The price
was S600 instead of the $1.500-plus
quoted for a new valve with a six-month
lead time. We are up and flying again and
the overhauled valve works just fine.
I wou ld like to give a special mention
to Bob Fullard who superv ised the
annual on N236TC at Beechcraft. He
busted his butt to get me back in the air.
Now you know the rest of the story.
-Edward Vernon. Roswell, Georgia
Thanks for everything
A little late but nonetheless sincere
thanks for the super job by Bob Ripley
and his staff at the ABS Service Clinic
at Hagerstown last November. I always
thought I kept my plane in first-class
condition, but I came away with two
pages of items needing attention. They
have all been addressed and I am sure
that I now really have a first-class ship.
I fly in some really poor weather conditions
so I insist that my plane be in the
best shape possible. Incidentally, I have
had this same plane (H35 - N7977D)
since 1964 and have flown it for 8,000
hours and five engines. I have used ABS
on many occasions for service assistance
and parts location. Your team does a great
job and I am grateful.
Keep up the good work.
Incidentally, I misplaced the clinic decal
you gave me and would appreciate a
replacement that I will proudly put on
my rear window.
-Robert D. Jockson
Fairfield. Pennsylvania
@

Changing engines
in Bonanzas, Port V
What to do BEFORE installing
the new engine.
BY DICK PEDERSEN
ABS TECHNICAL ADVISOR
TONY. WISCONSIN
Air-oil separators
If the airplane has an air-oil separator,
there must be a fitting installed on
the engine's crankcase for the oi l-return
line. This fitting must be lower than the
oil separator since gravity is what causes
oil to flow back to the sump.
10-520 engines have a tapped port
that can be used for this purpose below
the #2 cylinder. This port is plugged
with a brass Allen plug and can be really
hard to remove. You need to remove
it while the engine is mounted on a
stand because access to it is much more
difficult after the engi ne is installed. In
fact, you may need to remove some of
the induction system to get to it, and if
the brass plug is damaged in the
removal attempt, you need plenty of
room to drill it out and retap the threads.
This article is for those who are installing
a factory reman or a new engine. but the
same would apply if you were removing
your old engine far a field overhaul.
which in most cases would provide
more time to accomplish everything that
should be done firewall-forward while
the overhaul is completed.
Even though references are frequently
made to the 10-520/550
engines. most of the same information
would apply to the 10-470 and E-series
Bonanzas and Debonairs.
If that happens, remove the oil pan
to check for metal shavings that might
have found a way to pass your greased
tap. Slightly pressurizing the crankcase
with air pressure while you are drilling
and tapping should keep all the shavings
from entering the engi ne. However, if
you are in doubt, pull the oil pan. It
doesn't take very long while the engine
is still on the stand.
I know of one Bonanza that has the
oil separator mounted on the left side of
the firewall, about midway vertically,
with the oil-return hose going across the
back of the engine to the right side, up
to the #1 cylinder rocker-box cover. The
rocker cover is drilled to accept a fitting
for the oil-return hose. With gravity as
its primary driving force, oil from this
separator must flow across the back of
the engine and uphill to the rocker-cover
fitting!
Blowby through the valve guides
and oil already squirting around in the
rocker-box area could also create some
problems for oil trying to enter the
cover from the oil separator. Any low
spots in the oil-return line as it crosses
the back of the engine are places for
congealing or freezing of moisture in
the oil in colder climates.
Airwolf air-oil separator
The Airwolf air-oil separator oilreturn
line has a neat feature added to it.
A small amount of the vacuum pump
outlet air feeds into the oil-return line
between the separator and the engine.
This slightly pressurizes the line to help
the oil flow back into the engine. Thi s is
especially helpful if the return line is
quite long, or isn't sloping downhill all
the way.
Ail-waif currently suppl ies modified
pushrod tubes for TCM engines
that have a hose fitting welded to them
to use as the oil-return point. This eliminates
trying to instaU a fitting into the
side of the crankcase. The pushrod
tubes come in various styles as to where
the return hose fitting is located on the
tube, as well as several different angles
that the fitting attaches to the tube. This
makes it easier to assure that the oilreturn
hose slopes downhill all the way.
The top cap of the Airwolf separator
is removable from the rest of the separator
by removing one nut. There are
various styles of top caps with the hose
fittings located in different locations
and various size fittings for different
hose sizes. The top cap also rotates on
the separator body, which helps greatly
in aligning the hoses for the most direct
routing to the vacuum pump and engine
breather.
The separator exhaust air scat duct
needs to be located in the proper place
in relation to the cowl flap opening per
AinvolJ illstructions, IVhich you need to
read very carefully. Finding the correct
location may require several relocations
of the duct and several test flights.
If oil comes out the duct and
streaks down the belly, try relocating the
duct. As a starting point, the instructions
recommend that the duct terminate
about 6" above the cowl flap opening
and off to one side of the center of the
opening. If the duct terminates in the
sl ipstream, oil will be drawn through
the separator too rapidly and end up on
the belly.
Oil pressure fitting
On the bottom of the 10-520/550
oil cooler is a 90-degree brass fitting for
the oil-pressure hose. Look carefully to
see if it is the same size fitting the old
engine had. if it is not, change this fitting
to the correct size or change the
firewall fitting to accept the new size
hose. This may require changing the fitting
at the oil-pressure gauge and the
oil-pressure line from the ftrewall fitting
to the oil-pressure gauge.
To change the fitting on the oil
cooler, you may have to loosen the oil
cooler from the engine to gain enough
clearance to screw the 90-degree fitting
out of the cooler. Current factory reman
engines usually have a larger filting than

engines originally installed in 1964
through early 1970s Bonanzas and
Debonairs.
Oil-pressure fining on the oil cooler.
Cover plate gasket
On the front of the engine, below
the crankshaft, is a small oval plate held
on to the crankcase with two nuts. This
plate covers the line-boring hole for the
camshaft. As the engine gets older, the
gasket under this plate can start to leak
oil and it is almost impossible 10 access
once the engine is installed in the aircraft.
Removing this plate at this time
and resealing both sides of the gasket
with a very thin coating of sealant will
prevent it from leaking in the future.
TCM currently uses a gasket with a
silicone bead applied only on one side.
Removing the plate and adding sealant
to the other side of the gasket is a good
Com cover plate.
idea because once the engine is installed
you can't get to it.
Engine mounts
All the rubber engine mounting
blocks--

Things to do AFTER the engine is
mounted in the engine comportment
Grounding straps
There is usually one grounding
strap on each rear-engine mounting
bracket that fastens to the rear of the
engine on each side. There should also
be a grounding strap from a firewall
stud connecting to the starter flange
mounting stud. Later Bonanzas have a
grounding strap that runs from the firewall
to the engine crankcase, just aft of
the right rear engine-mount leg, bolting
into a tapped hole in the side of the right
crankcase half.
One of the engine grounding straps.
Induction air filter &
engine control rigging
Even the most expensive papertype
filters are cheap compared to the
investment you are trying to protect.
The Brackett foam-type filter should be
replaced at each annual or each 100
hours time in service. The paper filters
are required to be replaced every 500
hours TI S per AD 84-26-02.
The prop, mixture and throttle controls
need to be rigged so that there is
1/8" to 1/4" cushion at the instrument
panel when each of these controls is in
the full-forward position. The gap
between the instrument panel and the
nut on the vernier control-located just
forward of the plastic knoir-is what is
referred to as "the cushion."
The reason for this cushion is to
ensure that each engine control is hitting
the mechanical full-travel stop at the
throttle body or prop governor before
the control hits the instrument panel.
Insufficient cushion can prevent reaching
the full forward or maximum open
position stop at the throttle body or prop
governor. Changing the control-cable
assembly position forward or aft will
adjust the amount of cushion.
Make sure you have full travelthat
is, s top-to-sto~f each engine
control after you have the cushion set.
You may have to adjust the forward rod
end by a turn or two for final adjustment
of the travel or cushion.
Mixture-

(SID) 97-3 0 must be checked. It is a 38-
page directive on how to check and
adjust the unmetered and metered fuel
pressures, idle speed and idle mixture
on all TeM 10 engines. (Note: There is
a link to SID 97-3 0 on the Members
Only page of www.bonanza.org.)
These tests and adjustments are
required by Te M at engine installation
BEFORE THE FlRST FLlGHT, at 100-
hourlannual inspections, at fuel -system
component replacement, or any time
operation of the system is not within
specifications.
Even though the new engine may
have been run in a test cell, when it is
installed into an aircraft it is subjected
to a different fuel system, induction system,
exhaust system and operating envi ­
ronment. All of these items may affect
the operating perfomlance and fu el
flows of the engine.
The purpose of the 97-30 checks is
to ensure there is enough fuel flow to
the engine, especially on takeoff and
climb, to prevent detonation and to keep
cylinders cool. This is why we should
not reduce th rottle on takeoff and climb,
as doi ng so will reduce some of the
excess fuel fl ow that was designed into
the fuel-metering system at wide-open
throttle for the purpose of cylinder cooling.
As we gain altitude, or if we are
departing from a high-elevation airport,
we wi ll need to lean the mixture somewhat
to keep the engine running
smoothly, but we don't want to get too
aggressive with the leaning.
Why must fuel pressures
be rechecked so often?
The TeM fuel system will usually
have a gradual decrease in fuel pressure
over time due to componelll and relief
valve wear and other factors. Thi s
decrease is so gradual the pilot may not
detect it on the fuel-flow gauge.
One method to monitor for thi s
decrease is to mark the fuel-flow gauge
with a magic marker where the fuelflow
needle is at its maximum setting.
For our purpose, let's say that's at takeoff
power wi th wide-open throttle and
maximum rpm at 500' AGL at your
home airpon.
Thi s method would only be valid
under these same conditions because
field elevation. density altitude and temperature
could affect the reading on the
fuel-flow gauge. Again, this is just a
rough measurement to detect any slight
fuel-pressure decay over time. This is
NOT to be used as a way to reset the
fuel pressure, as your fuel-flow gauge,
unless very recemly calibrated, can be
off by several pounds of fu el pressure or
electrically generated fuel flow.
Te M SID 97-30 explains how to
make the fuel-system and idle-speed
adjustments. You must use a calibrated
remote fuel-pressure gauge tee'd into
the unmetered fu el-supply hose to
check the unmetered fuel pressure. 97-
30 li sts the minimum and maximum
fuel pressures for each model of their 10
engines and for turbo'd 10 engines.
If your mechanic does not have
SID 97-30 and calibrated remote fuelpressure
gauges, he cannot set up your
fuel system properly. This is not a thing
to be guessing at.
The mechanic should also have a
tachometer-veri ficat ion instrument,
such as a remote electronic tach that can
be set on the glares hield to verify the
Ready 10 burn up lots of 100 ll!
accuracy of your aircraft's tachometer.
Tachs can easily be off 50 to 100 rpm,
some even more depending on age and
when they were last calibrated.
SID 97-30 calls for verifying fuel
pressures at idle, usuall y 600 rpm, and
at the maximum rpm setting for that
engine model. If your engine will not
develop its full maximum-rated rpm on
the ground, SID 97-3 0 has a compensation
table on page 9 to calculate the correct
metered fuel pressure for various
static rpm up to 120 rpm less than the
maximum-rated rpm.
After the full -power fuel-pressure
adjustmellls have been made, the idlespeed
unmetered pressure can be adjusted.
This will affect the idle speed and
idle mixture, which will need to be
adjusted until you ac hieve a 25 to 50
rpm rise at 600 rpm as you pull the mi x­
ture control from full rich toward the
idle cutoff position.
Richard (Dick) Pedersen has been an
ASS technical advisor for more than a
dozen yeors. Previously the primary
Service Clinic inspector, Dick now works
ma inly behind the scenes as a Beech
maintenance expert and ABS coordinator
with the Na tional Transportation
Safety Board investigating Beechcraft
accidents. When not consulting for ASS
or answering technical questions at
OShkosh and the ASS Convention. Dick
runs a shop in Tony. Wisconsin. working
exclusively on Beechcraft.

Mike Busch has been named the FM 's AMT of the Year.
See Members in the News an page 10739.
POWERPLANT 106
Anatomy of a cylinder
Our continuing onolysis of the combustion event wou ld not be complete
without 0 look ot the vessel in which those events toke place-about 20
times 0 second. So this month we'll look ot how cylinders ore constructed
ond monufoctured.
The "hot section" of our piston aircraft engines is comprised
of bolt-on cylinder assemblies-six of them in
most Bonanza and Baron engines. The cylinder assembly
is where the action is. It contains the combustion event that
converts chemical energy from fuel into mechanical energy
that turns the propeller to produce thrust, and also turns various
other accessories to produce electricity and fuel, oil and
pneumatic pressure.
The cylinder assembly is also where that portion of the
fuel's energy that cannot be converted to mechanical energyand
unfortunately, that's most of it-is dissipated in the form
of exhaust gases and radiant heat. So while the rest of the
engine typically never gets much hotter than your morning cup
of coffee, cylinders get very hot indeed. They also cope with
very high pressures, particularly when abnormal combustion
events occur like detonation and pre-ignition.
Heat and pressure are the enemies of cylinder longevity.
The hotter we allow them to run and the higher the peak pressures
to which we expose them, the sooner they become troublesome
and start letting us down.
Gross anatomy
The cylinder assemblies used on our engines are as. embled
from two major components: a forged-steel barrel and a
cast-aluminum alloy head. Both are elaborately machined with
cooling fins and with mating threads where the head and barrel
join together. (Figure I)
During assembly, the head casting is heated in an oven to
about 60()oF and the barrel is chilled in a refrigerator to subfreezing
temperature. The valve seats and guides are also
chilled. The heated head is removed from the oven and the
chilled valve seats and guides are quickly inserted into their
respective bosses in the hot head casting. Then the
still-hot head and the cold barrel are quickly screwed together.
When the temperatures equalize, the head-to-barrel
junction winds up with an "interference fit" that will not come
apart even at high temperatures and pressures. The valve seats
and guides are also secured firmly to the head with an
interference fit. (Figure 2)
Cylinder barrel
The cylinder barrel in which the piston reciprocates must
be strong, hard and light. It must withstand high temperatures
and pressures and must retain a film of oil that protects it
against friction and wear.
The barrel is made of chrome-nickel-molybdenum steel
that is forged under high pressure for maximum tensile
strength. The forging is then machined by a sophisticated
computer numerical control (C C) milling machine to create
its exterior cooling fins and mounting flange, its smooth
Figure l-A cylinder is assembled from two major components-o forged-sleel
borrel and 0 cost-oluminum head-thot are screwed together with on interference
fit.
Figure 2-This cutaway of a TeM cylinder shows the head-la-barrel junction.

cylindrical interior working surface and the male threads at its
top end that mate with female threads of the head casting.
Cylinders have a working surface that is slightly tapered,
with the end of the bore nearest the cylinder head a few thousands
of an inch smaller in diameter than the skirt end. This
"choke" is created to compensate for the higher operating temperature
of the cylinder-head end of the barrel. When the cylinder
is at full operating temperature, the bore become very
nearly straight.
The cylinder barrel incorporates a machined mounting
flange near its base. After the barrel and head are mated, the
flange is drilled with eight close-tolerance mounting holes to
accommodate the hold-down studs and through-bolts that
secure the cylinder to the crankcase. The skirt portion of the
cylinder barrel extends beyond the mounting flange partway
into the crankcase. making it possible 10 use a shOl1er connecting
rod and reduce the external dimensions of the engine.
After machining, the barrel is "through-hardened" by
means of a heat-treating process. The interior working surface
may be further "case-hardened" for additional durability and/or
corrosion resistance by means of one of three processes:
• NITRIDING involves masking off all but the interior
working surface. then baking the cylinder barrel in an oven for
about 40 hours at a temperature just under I JlOO' F in an atmosphere
of pure ammonia gas (NW). During the baking process.
nitrogen combines with the steel on the unmasked working surface
to form an extremely hard layer about .0 15" thick.
• CHROME PLATING involves masking off all but the
interior working surface. then immersi ng the cylinder barrel in
a bath of chromic acid (cr0 3 ) and electroplating the working
surface with a thick coating of metallic chuomium. Once the
necessary thickness of chromium has been applied, the polarity
of the electric current is reversed to create channels or fissures
in the surface. Such channels are necessary to make the
chrome surface oil-wettable and allow it to retain a film of oi l
necessary for lubrication.
• NICKEL-CARBfDE PLATING is si milar to chrome
plating, except that the cylinder's working surface is electroplated
with a layer of nickel that is permeated with tiny particles
of silicon carbide (artificial diamonds). The silicon-carbide
particles give the nickel surface the necessary hardness
and oil-wetability.
Both TCM and Lycoming factory cylinders are manufactured
with nitrided barrels. ECi Titan cylinders are nickel-carbide
plated. Superior Millennium cylinders are through-hardened
(heat-treated) but not case-hardened. Chrome plating is
often used as a repair technique to restore worn cylinder barrels
to new dimensions. ECi repairs cylinders using nickel-carbide
plating under the tradenarne "CermiNil."
Once the barrel's working surface has been nitrided or
plated. it is honed to a precise micro-finish 10 provide an opt i­
mal beari ng surface for the piston rings. The surface roughness
must be precisely controlled at the micro-inch level. If it is 100
smooth, it will not hold an oil film sufficient to provide necessary
lubrication (especially during initial break-in). If it is too
rough, it wi ll result in accelerated wear of the piston rings and
cylinder wall.
The outer surface of the steel barrel is painted to protect it
from corrosion. TCM cylinders are painted gold, while
Lycoming cylinders are painted blue-gray. Both paints will
change color if the barrel is subjected to overheating, something
lAs are trained to look for during inspection.
Barrels plated with chrome or nickel-carbide are painted
with a color code between the flange and lower cooling fin for
easy identification. Chrome-plated cylinders have an orange
band, while nickel-carbide cyl inders have two silver stripes.
The absence of such a color code denotes an unplated
(through-hardened or nitrided) steel barrel.
Cylinder head and valves
The cylinder head is made of an aluminum-alloy sand
casting. The rough casti ng is then extensively machined using
C C equipment to creatc a hemispherical combustion chamber.
cool ing fins, intake and exhaust ports and flanges and
bosses (holes) for the valve guides and seats, rocker shafts,
spark plugs and fuel-injector nozzles.
The machined head casting is treated with an Alodine
chromate conversion coating to make it corrosion resistant.
The spark plug bosses are reinforced with threaded-steel
inserts called Heli -coils. Stainless-steel studs are inserted at
the exhaust port flanges to secure the exhaust risers.
Valve guides and seats are press-fitted into bosses in the
cylinder-head casting while it is still hot, creating an interference
fit. Valve guides support and gu ide the valves, while valve
seats provide a durable sealing surface and protect the relatively
soft aluminum head casting from being eroded by the
repetitive hammering of valve closure.
In TCM engines, intake valve guides are made of aluminum-bronze
(a copper-tin alloy), while exhaust valve guides
are made of Ni-resist (a high-nickel cast-iron alloy). In engines
with steel or chrome-plated cylinders, elevated nickel in oil
analysis reports is an unambiguous marker for accelerated
exhaust valve guide wear. (In engines with nickel-carbideplated
cylinders, elevated nickel is ambiguous-it can be
caused either by cylinder barrel wear or by exhaust valve guide
wear.) Intake valve seats are forged from aluminum bronze.
whi le exhaust valve seats are forged from chromemolybdenum
steel.

The valves themselves are poppet valves consisting of a
cylindrical stem with a face at one end and a tip on the other.
TCM uses simple flat-head valves for both intake and exhaust.
Lycoming valves are more exotic (and expensive): intake
valves are tulip-style, wh il e exhaust valves are mushroom
valves with hollow stems fill ed wi th metallic sodium for
improved heat transfer. (Figure 3)
The valves are held closed by a pair of concentric steel
helical coil springs. The two paired springs are made from different
wire diameters and have different pitch to help reduce
resonance effects. The valve springs are held in place by a pair
of specially shaped retaining washers. The lower retainer seats
against the cylinder head casting, wh ile the upper retainer is
secured by split washers called "keepers" that fit into a groove
machined into the valve stem near its tip. Exhaust valves are
equipped with "rotator caps" that impan a slight rotation to the
valve every time it opens. (TCM exhaust valves rotate roughly
one revolution per minute during cruise operation.)
The valves are opened by rocker arms that pivot on rocker
shafts secured by mounting ears cast into the cylinder head.
The rocker arms are operated by pushrods and hydraulic
li fters (tappets) that ride on the lobes of the cam. Valves,
springs, rocker arms and shafts are lubricated and cooled by
engine oil and protected by a cast-aluminum rocker box cover
that bolts to the top of the cylinder head.
Now that we've had our cylinder anatomy lesson, we'll
continue next month with an examination of cylinder longevity,
how they wear out and fail, and what you can do to make
them live longer.
E-mail questions tomike.busch@savvyaviator.co m.
Flat Valve
(TCM)
Figure 3-Volve shapes.
T~ Valve Mustvoom Sodium-Fjled Valve
(Lycoming tntake) (Lycoming Exhaust)
Mike Busch has been a pilot for more than 40 years and 7,000
hours, an aircraft owner and eFI tor more than 35 years, and on
A&P/IA. Hundreds of his aviation-related technical articles hove
been published. In 1995. he cofounded AVweb, serving as its
editor-irrchief for more than seven years. Mike conducts weekend
-Savvy Ovvner Seminars· focusing on better aircraft maintenance
while spending a lot less. W'NW.savvyaviotor.com.
In one information-pocked weekend, Mike Busch (A&P/lA) can
leach you to: Make smarter decisions about engine overhaul.
cylinder replacement and other high-ticket items •
Communicate confidently wilh your A&P or maintenance shop '
,,-... 4-.....: Draslically reduce surprises, downtime and aggravation · Cope with
- mechanicals thai occur away from homebase • Fly a safer. mare reliable
aircraft while saving literally S 1.0oos on ports ond labor. year after year.
Mike Busch has been named the FAA's
AMT of the Year. See Members in the News
on page 10739.
Apr 26-27
May 3-4
Norfolk, VA (ORF)
Chicago, IL (MOW)
May 31-Jun 1 Las Vegas, NV (VGT)
Oct 11-12
Santa Maria, CA (SMX)
You'll receive a 550 early sign-up discount
if you register at least 45 days before the
class start date_ If you register earty and
have to cancet, your fee witt be refunded or
transferred to another ctass. View further
details and comments from previous seminar
graduates at www.sawyaviatar.com
or /-702-395-8109.
Page 10738
www.bonanza.org
ABS April 2008

MEMBERS IN THE NEWS
MASTER CFI
BUSCH, TURNER GA AWARD WINNERS
The General Avialion Awards program recognizes aviation professionals in flight instruction,
aviation maintenance, avionics and safety lor contributions to aviation, education and flight safety.
This program IS a cooperative effort 01 the FAA and more than a dozen other Industry sponsors.
2008 Maintenance Techmclan of the Year
Mike 8usch. Arroyo Grande, California
Mike is founder and
president of Savvy Aviator
(www.SovvyAviolor.com).
a company Ihat provides
moinlenance training for
aircraft owners. Mike is
on IA and CFI. and in
1995 cofounded AVweb.
He has published hundreds
of aviation-related lechnicol articles in
the pasl Ihree decodes. For Ihe past two years
he also has authored the very papular Savvy
Owner column in the A8S Magazine.
2008 FAA Centrot Region eFt of the Year
Thomas P Turner, Rose Hili, Kansas
Tom has been
Manager of Technical
Services lor ABS since
2003. He IS a Master
CFI, on ATP/CFIVMEI
and holds a moster's
degree in aviation
safety. He also is a
researcher through his
company Mastery Flight Training
(www.thomospturner.net) and publishes Flying
l essons, a weekly e-newsle"er. He is a regulor
speaker 01 ABS conventions, EAA AirVenture,
Sun 'n Fun and other aviation venues.
Ran Timmermans
The National
Association of Flighl
Inslruclors (NAFI)
recenlly announced
that it has accredited
Ron Timmermans
as a Moster CFI (Certificated Flight
Instructor). At the same time, he also
earned accreditation as a Master Ground
Instructor (MGI).
Ron is one of only 29 Texas aviation
educators who has earned this prestigious
Master title. He is one of 20 aviation
educators worldwide to concurrently hold
both MCFI and MGI titles.
Ron is president of the Beechcraff
Pilot Proficiency Program (BPPP) as well as
an independent flight and ground instructor.
He specializes in Bonanza and Baron
instrument- and high-pertormance training
and is also a FAASTeam rep lor FAA's Fort
Worth, FSDO.
@
ABS Platinum Visa®
Caliloday 10 apply lor Ihe ABS Plalinum Visa. You'll gel:
• 'REE G.taway MiI. s Air Trav.1 & Vacation R. wards Program - . ach
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The American Bonanu SocIety Is pleued to panner
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located in Wichita, Kansa - orne 0 the Beech Bonanza!
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ABS April 2008 www.bonanza.org Page 10739

MANAGING THE IFR FLIGHT
Approach and landing phase
BY GERRY PARKER, HOUSTON. TEXAS
Preflight and depanure were covered in the February
2007 issue, and my May 2007 anicle covered en route
flight when operating lFR. Thi s article will address the
approach and landing phase of IFR flight.
STAY INFORMED - While en route, I keep track of the
weather at my destination and alternate. If weather or other
conditions dictate, I may diven to my alternate. I like to
make that decision as early as possible. I do not belong to the
"Let's take a look" group. If the weather is
below my personal minimums, I will go to
my alternate.
GET READY - The last few minutes of
the en route segment is the time to get
ready. I wake up sleeping passengers, stow
loose objects and tray tables, etc. I review
the appropriate approach chartS, program the GPS and enter
radio frequencies. When ATC issues a descent, I run the
checklist and commence descent.
BRlEF THE APPROACH - Well before I expect to commence
the approach, I brief it- to myself or to whoever is in
the right seat. My purpose is to double-check critical information
and make sure the avionics and instruments are set properly
for the approach. I also read aloud the missed approach
and make sure I understand it; some are quite complicated.
SLOW DOWN - 1 stan slowing down to approach speed
about five minutes before I will need to be at approach
speed. There are a number of possibilities at that point: I may
enter a hold. either to let down, reverse course or wait my
turn . I may need to execute a procedure turn. If I am usi ng a
distant transition fix for a GPS approach, I usually keep the
speed up until 1 am within five minutes of the FAF or the
holding pattern, then stan slowing down.
SET CONFIGURATION - I prefer a clean configu ration
until the final approach fix if it is possible to keep the
speed where I want it at a reasonable power setting. I
normally fly our club A36 at 120 knots and most Barons at
130 knots with flaps up.
A missed approach is a
series of 'ups"- power up,
pitch up, clean up, speak
up. The fewer things to
fiddle with on a missed
approach, the better!
Some early Barons have very low flap extension speeds.
In those airplanes I may reduce power to slow down, extend
approach flaps and reapply power before the FAF in order to
keep the speed within the white arc and manifold pressure
wi thin the green arc. I also set the rpm to 2,500 (on most
Beech airplanes) so I can apply climb power for a go-around
or missed approach without changing the rpm .
FLY PRECISELY AND TRIM, TRIM, TRIM - Once
level and inbound to the FAF, it is ti me to focus on flying
precisely. I brief my passengers beforehand not to talk during
this part of the fli ght unless they notice a safety hazard.
I focus on maintaining precise control and correct pitch trim
whi le flying the approach.
At the FAF, I will lower the landing
gear. Thi s nornlally results in the correct
descent for a precision approach, ignoring
wind, with very little power or trim
change. If I am executing a nonprecision
approach, I may also make a power reduction
- the "dive and drive" strategy. At the
MDA, I will add power and concentrate on maintaining the
correct altitude until in a position to descend for landing.
MISSED APPROACH - If the airpon does not appear
by the MAP, 1 execute the missed approach, even if the runway
suddenly appears as I go by. This is no time to try to
sneak in. A clean configuration and the proper rpm setting
payoff here.
A mi ssed approach is a series of "ups"- power up,
pitch up, clean up, speak up. At 120 KlAS (or 130 K in a
Baron) there will be very Iinle trim change. The fewer things
to fiddle with on a missed approach, the better!
LANDING - Once I have the runway in sight, I set up the
airplane for landing. At lLS minimums at most airpons, there
is plenty of time and runway to slow to landing speed and
land. I will have successfully completed another lFR flight.
Gerry Parker. a BPPP instructor and former USAF navigator, has
instructed in single-- and twin-engine airplanes for more than
35 years. In his spare time, he practices accounting and operates
a computer consulting business. He lives in Houston and
can be reached at gparker@pmkc.com.
Established in 1983, the Beechcrafl Pilat Proficiency Program (SPPP) promotes aviation safety and is the mast effective model-specific flight training available
(W'NW.bppp.arg).lnitial and recurrenl programs are available for Bonanzas, Barons, Trovel Airs and Dukes. There is also a Companion Clinic for right-sealers. BPPP
has been approved as a recurrenllroining program by ~ rtuol~ fNery insurance company in Ihe nolion. See BPPP Clinic schedule on pg. 10709.

GENERAL AVIATION NEWS
- - - - - --
FLY UTAH!
These two volumes present a
wealth of information on Utah's
vast and largely unexplored bockcountry
and recreational airstrips.
Each airstrip is photographed to
aid identificotion from overhead.
The text supplies tips and advice
for safe landings and takeoffs,
recreational info, history and locol
toll tales.
Other valuable sections contain
a Runway Hazard Index,
Terrain Elevation Models and
Runway Elevation Profiles.
The two valumes containing
950 poges, 83 airstrips, 332 color
illustrations and 172 color photos
are available at pilot shops and
online (www.flyidaho.com) for
559.95.
MENA AIRCRAFT ENGINES
As president of Mena Aircraft
Engines, Inc., on FAA-certified
engine-overhaul repoir stofion, I
would like to announce for any
and all who would still desire the
Ultimate Engine workmanship and
pertormance, we will be introducing
our SS Endurance Engine and
have employed several of the former
Ultimate Engines, llC personnel,
including their master engine
builders Jim Crawly and Rick
Griffith, and original co-owner and
co-founder Mike Guinn. -Robert
Smith, Jr., Presiden!' Mena Aircraft
Engines, Inc. (479-394-7688).
BONANZAIBARON SHIPMENTS
Shipment record for Bonanzas and Borons over the lost five years:
~
2003
2004
2005
2006
2007
Bonanza
832 ~
55 11/0
62 11/0
32 39
11/0 80
11/0 73
Boron
~ ~
27 11/0
31 11/0
14 14
11/0 38
11/0 38
Total Bonanza shipments - 278
Total Boron shipments - 162
Information from General Aviation Manufacturers Association
ICE PROTECTION SYSTEMS
AS& T, the Salina, Kansas- cockpittraffic-

MOORE.
Sanford. NC. passed both
his Commercial and Multiengine Land
checkrides. earning 180 paints.
ROBERT SCHOlES. Indio. CA. earned 100
paints by completing BPPP and three AOPA
online courses.
JON NUYEN. Greenville. KY. completed the
Savvy Aviator program. Advanced Pilot
Seminars and eight AOPA online courses
far a total 160 points.
DEAN EDE LMAN. Lake Grove. NY. completed
BPPP and nine AOPA online courses. totaling
160 points.
CYNTHIA BARCLAE. Bloomfield Hills. MI.
earned 11 0 points for completing BPPP
and FAA WINGS phose 8.
BRUCE LE V. New York. NY. offended two
BPPPs. earning 140 points.
RICK UTERMO EHLEN, Grass Valley. CA
earned 140 points by completing his multiengine
instructor rating, BPPP ground
school and two AOPA online courses.
PAUL ANDERSON. Duluth. MN. completed
10 AOPA online courses. for 100 points.
GREGORY THORN BU RY. Addison. Texas.
earned 110 points by offending BPPP and
earning a level of FAA WINGS.
lEVEL 2 ABS AVIATORS
(78 MEMBERS HAVE EARNED l EVEL 2 STATU S)
LORNE SHEREN. Chatham. NJ. earned 100
points by completing BPPP and three AOPA
online courses.
VOLKER MULLING. Indian Rocks Beach. FL.
earned 100 paints for completing BPPP
and three AOPA online courses.
FRANK PUGH. North Fort Myers. FL. earned
120 paints for completing BPPP and the
Advanced Pilot Seminars online course.
JAMES BIEMER. Tampo. FL. earned 115
points by completing BPPP and offending
nine hours of seminars at the 2007 ABS
Convention.
STEVE CARSON. River Forest. Il. completed
BPPP and five AOPA online courses for 120
paints.
Members may only earn on additional
level of ABS AVIATOR once in a
12-month period after Level 2. Watch
for the first Level 3 ABS AVIATORs to be
announced soon.
,- '" / --- -- -- - ---~ ~----~ -------- - - -- - -- ----
,
ADRIAN EICHHORN & RON TIMMERMANS
Continued from page 70715
No doubt. you spotted the crock developing in the
skin above and to the right of the idler arm.
Since this area provides structural support to the motor
mount and carries the weight of the engine. any such cracks
must be remedied .
In the photo on the left. a mechanic has fabricated and
installed a "doubler" (red arraw) to reinforce the area that
was previously craCked . In the photo on the right of a latermodel
Bonanza. there is a factory-installed doubler (yellow
arrow) reinforcing this area that is subject to cracking.
When you next peer up into the nose-wheel tunnel on
your aircraft. you may see one of these reinforcing doublers.
If not. consider having your mechanic fabricate and install
one to prevent a crack that is otherwise likely to occur.
LTC (Ret) Adrian A. Eichhorn of Alexandria, Virginia. is an A&P
with Inspection Authorization and a BPPP instructor. He owns a
1962 P35 and files a n A320 Airbus for a major airline.
Ron Timmermans of Fort Worth, Texas, is a retired civil engineer
for the US Army Corps of Engineers. He is president of
BPPP and owns a 1965 S35.
Adrian and Ron ore both Moster CFls and Moster Ground
Instructors you ma y meet when you attend a BPPP clinic.
Page 10742 www.bononzo .org ABS April 2008

SPECIAL ISSUANCE PROCESS
APiiot discovers he has a disqualifying condition and is
told he needs to provide more medical infonnationl
tests/documents for consideration by the Aerospace
Medical Certification Division (AMCD). Finding out what information
is needed and acquiring and preparing these documents is
one of the greatest challenges to obtaining the special issuance.
The ABS Aeromedical Committee often receives calls
from members who have been turned away from their AME
exam with a condition that requires deferral by the AME. In
many cases the pilot is told simply that a finding or condition
does not allow the AME to issue and that AMCD will send the
pilot infonnation concerning what is needed for further consideration
for a medical certificate. When this occurs we get
calls for more infonnation and of course seeking ways to
"speed up the process."
How to get ready for AME exa m
One step in speeding up the process can occur before the
AME exam. If you know something has happened that might
affect yo ur eligibility for a medical certificate, call your AME
or ABS, EAA or AOPA before you go to the exam.
Sometimes simply having your documentation in hand at
the time of the exam will allow the AME to issue. It also gives
the AME infonnation to call AMCD or the Regional Flight
Surgeon and perhaps get a verbal authorization to issue the
certificate, once he has explained your condition with the help
of the extra information you provided.
Not all AMEs can or will do this, but I obtain a phone number
for all my appeintments who are requesting AME exams. I
then call the pilot before the exam and ask if he/she has had any
changes or new findings since we last did an exam. Sure, it takes
a little extra time, but often saves time later.
It is frustrating to have an ainnan come for an exam and in
the midst of the exam relate something like "Oh yeah, I forgot to
mention that I had that LASIK surgery a couple of months
ago ... and I also had that colon test with the scope. They said it
was some little cancer, but not to worry ... just get another scope
in a year." This exam just landed with the gear up! ow we are
going to have to get documents, at least, for these issues.
I can 't totally blame the pilot for not being concerned. He
is seeing without difficulty, and the polyp that was removed
probably is not serious or he wou ld not have been released
without more testing. But AMCD wi ll want more information
from his eye doctor and the surgeon who performed the
colonoscopy. We can't complete the exam at this peint.
I usually try to help the airman by making calls and trying
to round up the needed information. The AMCD allows the
AME a few days to do this. but it would have been so much
simpler, better and faster if the information had been documented
before the exam.
One really great ally in the process is your family doctor.
Family Medicine as a medical specialty has met with some hard
times in the 21 st century. Fewer and fewer doctors are going into
the specialty. I was trained in the 1970s when Marcus Welby,
MD, ruled the television ratings and residencies training family
doctors were pepular. Many factors over the next 30 years turned
the newly graduated MDs toward other specialties: income,
hours, insurance reimbursements for primary care, prestige.
I am always amused by the inevitable question when
meeting someone new who asks, "Are you a specialist or just
a general practitioner?" I try to explain that my specialty
required three years of training after medical school, just like
an internist or pediatrician. That it is a specialty never seems
to register with the general public.
The expression on the questioner's face is somewhat similar
to that seen when learning that I am a pilot: "Oh, you're a
pilot! Do you fly for the airlines or just a little plane?" Well,
that usually leads into an explanation about the Bonanza not
being in a western TV series and that it has only four seats.
But back to the beleaguered pilot in distress with his medical.
Having a family doctor, whether he is trained as a fa mily
physician or intern ist can be of great help in gathering records
and tests fo r the AMCD because the fami ly doctor has or
should have all of your medical hi story and records from the
other specialists you have seen!
Ever notice when you go to a specialist or hospital or to
get an X-ray or test, that they ask who your family doctor is?
They follow up your treatment by sending information and test
results to your doctor. So when the AME needs the information
on your LASIK and the information about the colon test,
he has only one call to make. Often a brief chat with the family
doctor will clarify questions that the AME (and AMCD)
might have about a test result or other fi ndings. Easy!
If you have a good family doctor, hold on to himlher. The
system is not producing as many as in the past. Tell your fami ly
doctor you are a pilot and if any future medical issues arise, you
hope he/she will be an advocate for your case.
Let your family physician know that you are passionate
about your flying and how much it means to you. Then if andlor
when a call comes from the AME, the fami ly doctor will hopefully
be ready and willing to help you speed up the process.
Charles S. Davidson, M.D .. holds board certification in family
medicine and emergency medicine. He has been an aviation
medica l examine r since 1978 and se rves as a senior AME . He
holds a commercial pilot license with multiengine and instrument
rating. He is on active pilot using genera l aviation for busi·
ne ss and p leasure for 23 years a nd is a lso on the ASS board . He
flies on A36.
This column is intended as general information only for the ASS
membership; it should not be construed as providing medical advice
or creating a doctor-petient relationship. Consult your own doctor for
personal advice or your AME for aeromedical advice.

Steve Compton and his dod in their 1966 V35TC.
GENERATIONS
I -
formative experience for me at aoe 8 was beino
e "
allowed to crawl around inside a B-25 bomber. Even
today, [ see that as the most beautiful airplane ever
built. Later, after reading The Spirit of 5t Louis, I spent many
hours going over maps and dreaming of faraway places. I
soloed at 19 and worked as a flight instructor through college.
Once having flown a Bonanza I was hooked and found a
nice N35 in 1972, installed tip tanks and developed a preference
for buying avgas rather than airline tickets. My fascination
with maps and navigation led to experiences with oceanic
flight. I retired as a physician in 2002, and a good part of my
energy now goes toward building a Glasair 3.
Of my three children. Steve was the one interested in flying.
His quest was to get his driver's license and solo on his
16th birthday. He started that big day at DMV by failing his
driver's test. This was on me. since 1 hadn't taught him about
tum signals for lane changes. But Steve saved the day by soloing
that same afternoon.
Twenty-nine years later, Steve has a commercial certificate
with single- and multiengine land and sea ratings, and
flies a Grumman Widgeon as well as the V35TC he co-owns
with me. He is a cardiac electrophysiologist practicing in
Anchorage.
We have operated our 1966 V35TC since 1981 and consider
it the perfect airplane for our needs. It easily tops much
of the weather and cruises happily in the mid-teens. We have
landed it on short gravel strips and beaches and taken it across
northern Canada to Europe, camping under the wing en route.
We have gaggled up with a hundred other Bonanzas for
B20sh. For hops to Hawaii, we have a 105-gallon ferry tank,
an HF radio and an empty jug.
I lost use of my legs in an accident in 2002, but a handcontrol
installed in the Bonanza allows me to keep flying. This
airplane WIll seemingly do just about anything.
Pilots commonly are advised to avoid the coastal route
between Alaska and Seattle in single-engine aircraft. Actually,
weather arrives from the Pacific, starts lifting on encountering
the coastal mountallls, and gets worse. Off shore and along the
coast, the weather is bener. The airports are far apart, but we
have tip tanks and range is our strong suit. We've flown scores
of coastal trips, avoiding Canadian stops with the double hassles
of customs coming and going. h's a beautiful route and we
recommend it for Bonanza pilots.
We operated a Baron for a few years. h was a nice airplane,
but we worried more abollt fuel in the Baron than we
ever worried about power loss in Bonanzas.
When we bought the V35TC, we had heard the bad rap for
engine longevity and high fuel consumption. We went through
a few cylinders until we learned the technology for lean-ofpeak
operations and interpreting the JPI engine monitor. Now
on our fourth engine. we're gelling great cylinder life and
compressions remain high.
All Bonanzas are special, but for us the V35TC is primo.
- Bill Compton, Eagle Rive,; Alaska
SUBMIT YOUR FAMILY STORY FOR A GENERATIONS COLUMN.
WE ARE LOOKING FOR STORIES ABOUT/BY ABS MEMBERS AND
HOW THEIR FAMILY ENCOURAGED THEM TO BECOME A PILOT.
Page 10744 www.bonanza.org ABS April 2008

REGIONAL NEWS
------ -
-- .-
SWBS group ready to boord the bus after their Atchofolayo swamp boot tour.
Southwest Bonanza Society
In spite of scattered storms on
Friday. February 22, the 33 people from
Texas, Oklahoma and Louisiana arrived
in 12 airplanes and three cars at the
Houma Louisiana Airport (KHUM).
A narrated bus ride through the
WWlI era Houma Blimp Base took us to
Southdown Plantation House Museum
for a guided tour of this gorgeous 19th
century sugar plantation, where we
learned something about the sugar industry
and early life in Terrebonne Parish.
Next we rode the bus to Bayou
Delight on Big Bayou Black for some
local cuisine before traveling farther up
the bayou to the site of A Cajlll1 Mall 's
Swamp TOllr on the far eastern edge of
the Atchafalaya Swamp. Captain Ron
"Black" Guidry expertly guided his boat
through the canals as he fed alligators
and identified plants and animals. The
sight of a bald eagle nest with chicks,
and watching the female fly in front of
the boat when Captain Black called to
her were highlights of the tour. That
evening we dined on crawfish, shrimp,
oysters, alligator and other local delicacies
at Big AI's Seafood Market.
Saturday morning we were on our
way again for a short trip to New
Orleans' Royal Sonesta Hotel in the
heart of the French Quarter. After lunch
and some exploring on our own, we went
to the National World War II Museum,
formerly known as the D-Day Museum.
for a self-guided tour. One of the main
Stephen Ambrose, a leading historian
who wrote extensively about wwn and
D-Day. New Orleans was home to the
Higgins Boat Factory. maker of the boats
that landed troops on the beaches of
Normandy. A restored Higgins boat sits
in the lobby of the museum.
That evening we ventured out SI.
Charles Avenue into the beautiful
Garden District and a tour of the
Columns Hotel, a 19th century mansion,
before moving on to Commander's
Palace for an elegant dinner. From the
turtle soup to the bread pudding souffle,
everyone raved about it.
We left on Sunday morning with
fond memories of lots of walking, lots
of food and all the "Boudreaux and
Thibodeaux" jokes still to be told!
- Jim & Peggy Davis
Northwest Bonanza Society
The "weather gods" briefly smi led
on some of us in the
southern Puget Sound
area on Saturday,
February 16. for an
impromptu fly-in to
the San Juan Islands,
specifically, Orcas
Island. The weather
wasn't perfect, so we
had to cross over
Whidby Naval Air
Station at 1,600' to
remain YFR. (FYI,
the islands on the US
Juans; on the Canadian side they are
called the Gulf Islands.) Orcas Island
airport is only a short walk through a
nature area into town where we had a
nice lunch and a little exercise walking
around.
On Saturday, February 23, the
Washington Pilots' Assn. held its annual
fair at the Puyallup Fair Grounds
south of Seattle. NWBS had a booth and
we recruited a few new members. The
turnout was very good and. as usual , the
room was packed for the annual report
by AOPA President Phil Boyer.
Phil's take on user fees is that we
are in good shape for now, but we must
keep a lookout for the camel's nose
under the tent, as the airlines are constantly
pushing for user fees so they can
make more money (if indeed they are
making any money at all). He said it is
scary when businesses such as the airlines
with a track record for failure start pushing
the government to take their advice on
how to run the air transport system.
Many vendors had their wares on
display, and there was also a full slate of
seminars including one by me and one
by Mike Thompson of Avstar Aviation
on Bonanza maintenance. Attendance at
his seminar qualified as continuing education
for those folks who have their IA
designation. -John Foose
forces behind the museum's creation was side are called the San The NWBS group enjoy Ihe cotortuttlotion se"ing 01 Orcos Istond PIZZO shop
ASS April 2008 www.bonanza.org Page 10745

UNDERSTANDING
THE PILOT WARRANTY
An aircraft insurance policy includes a number of crit­
Ical terms and conditions, but none more imponant
than the Pilot Warranty clause. The owner may
allow other pilots to fly the insured aircraft with the policy
coverage remaining in effect, provided they meet all the
requirements of the Pilot Warranty clause.
Aircraft insurance policies generally allow named pilots
to fly the aircraft. Additionally, many insurance policies
approve permissive IIsers to act as pilots if they meet minimum
pilot experience requirements and, in some cases, if
they have received specified recurrent training.
In some cases a permissive user may fly the aircraft
without being specifically named. This is normally referred
to as the "open pilot warranty." The key word in the pilot
clause is lVarranty. A policy warranty
determines whether there is any coverage
under the policy at the time of a
loss.
Any named pilots, combined
with the minimum pilot requirements
stated under the open pilot warranty, become the approved
pilots for the insurance policy. Any losses caused by pilots
who are not approved pilots will not be covered.
It is not uncommon that ABS members contact us to
request we obtain approval for an additional pilot to fly their
insured aircraft. The aircraft owner many times does not
consider the ramifications of allowing another pilot to fly
hislher aircraft. Should a friend be involved in an acc ident
while using your aircraft, it could place a serious strain on
the friendship and also cause you substantial personal
liability.
It is imponant to realize that, before you request a pilot
be added to your policy, there wi ll be cenain required information
requested by the underwriter. This includes the
pilot's date of binh, pilot certificates and ratings, total flying
hours, retractable-gear hours or multiengine hours, and
make and model hours.
The underwriter will generally want to know whether
the pilot is current and the number of hours flown in the past
Proper documentation that a pilot
IS covered under the aircraft insurance
policy should be the first step
in any pilot's flight planning.
90 days, verification that the pilot has a current medical and
flight review and whether the pilot is flying under any
waivers or has had any aviation accidents or violations.
With this information, the agent should be able to negotiate
adding the pilot to the policy. If the pilot does not meet
the basic requirements of the insurance carrier, cenain additional
training may be requested. It is also possible that an
additional premium charge will be required. As extra protection
to the ABS member, the underwriter may request that
a pilot history form be completed by the new pilot and
placed on fil e with the carrier.
Other pilots and passengers who are fl ying in your aircraft
become insured under the liability section of your policy.
This means they will share the limit of liability coverage
with you should there be an accident involving the aircraft.
The owner may be found negligent for the actions of a permissive
user fl ying his/her aircraft. Stated differently, you,
the aircraft owner may be found legally
liable for the actions of another
pilot using your aircraft. Therefore it
is incumbent on you to give serious
consideration before allowing a permissive
user to fl y your aircraft.
If you are the friend or permissive user who has requested
to be named as a pilot, similar prudent steps are suggested.
Make cenain that you have been either named as a pilot
or that you meet the terms of the open pilot warranty. Read
the ell/ire Pilot Warranty carefully.
Some policies interpret tiine in the aircraft model to be
broad, while others are quite specific. For instance, one policy
might count your time in any Bonanza or Debonair to be
valid for flight in, say, a P35, while others require the minimum
time to be in that specific model, i.e. in P35s.
Many insurance carriers now require annual training at
specific designated training facilities, even for permissive
users. If thi s is not completed in the required time, it may
void coverage under the policy. If you are not cenain about
a particular training faci lity, ask the owner to contact hislher
agent or underwriter for confirmation that it is approved by
your panicular insurance carrier.
Proper documentation that a pilot is covered under the
policy should be the first step in any pilot's flight planning.
@

YOU CAN HELP ASS GROW
Ilove i[ when members share ideas for growing [he Society or
adding a new service or improving an existing service. And it
wanns [he cockles of my hean when something I've wrinen
in Ground COl1lrol prompts such member input.
Steve Seidner, Monrovia, California, called me after reading
my February column on [he challenges of recruiting and
keeping members, given [he shrinking Bonanza and Baron
fleet. He's been in ABS since 200 I and flies a 1998 A36.
Steve's excellent suggestion was for us [0 push harder [0
gel members [0 gift their mechanics with an ABS membership
or at [he very leas[ encourage [heir A&Ps and lAs [0 pop for
the dues [hemselves. He pointed out [hal much of [he information
that ABS provides for its pi lor-members would be equally
if not more wonhwhile for mechanics.
AI[hough the magazine tops [he lis[ of reasons [0 gel your
mechanic into ABS, Steve said [he second most imponant
reason is access [0 [he model-specific expenise of [he ABS
[echnical advisors. He said the opponuni[y [0 discuss issues
mechanic-[o-mechanic would obviously be a direct benefit to
[heir Beechcraf[ Customers.
Now, the fact is that we would never deny access [0 the
techs by a member's mechanic, even [hough he may not be
a member himself. Bu[ Steve's point was simple: Shouldn '[
[he owner-member Wan[ his/her mechanic to belong [0 the
organization [hal provides such valuable assistance?
A quick check of [he database shows [bat 105 members
put aircraft mechanic as [heir occupation, and I know for a fact
[hal a good number of those are paid for each year by [heir
pilo[-customers. Others picked up the initial year as a gift in
the hope [hat [hereafter the mechanic would be hooked on all
[he great stuff he gets for [he membership.
Considering [he average member slays with ABS for JO
years, and the majority only leave if they sell their Beechcraft.
obviously a lo[ of people consider the Society a wonderful
personal investment for just $55 a year (or $1,000 for life). Surely
anorher $55 a year for that most imponan[-[o-your-airplane
person-your mechanic-would be just as beneficial [0 you.
-@-
Address: ============-------======-;D~a:le~a~f~B~irt~h:~~~~~~~~~~~~~~~~~~=
CitylState or COuntry/ZiP: ________ ~:_:_-:---------== Fax: ____________
(Work):_________
Telephone (Home):________ ________________________
Occupolion: ___________
E·moil:
Aircraft Model: _________ _ Se rial #:
Yeor: __ _ Toil #: ______ _ Domestic (US, Canada, Mexico) S55 $
VOLUNTARY:
Check here to allow ABS to make your
o home phone number available to other members
o work phone number available to other members.
Foreign (indudes additional postoge) US Dollors $93 $
• Family (each additional person; must be some household) $25 each S
life Membership (one·time payment) S1.0OO $
Air Safety Foundation d~n~~~~ education & research projects)
(ASF donations suppa ,
S25 $
o e·mail address available to other members. TOTAL $
o Check (payable to ABS)
o VISA
0 MasterCard
• Name(s) of additional family member(s)
Exp. Dote: _____ _
Cord Number: ____
Nome of COrdholder (prrrrin~t)~:=_=======~ _::================
___________
.. _~~~=_=_=_=_=.~_=_=~~~~~ ____________ ===============
Cardholder LEARNED ABOUT Signoture: ABS FROM:_ _ -=======--_______________::====:::::::~~~

ep-'ember 24·28
APRIL
B-13 - 34th Annual Sun 'n Fun Fly·ln.
Lakeland. florido.
12 • 13 • European Bonanza Society Quick
Trip. Speyer-Heidelberg EDRY Visii famous flight
Technique Museum . Contact: Bernhard
Randeroth at Bernhard .Randeroth@beechbonanza.arg.
17·20 · ABS Service Clinic. Tulsa. OK.
Roodhouse Aviation (RVS).
* 30 ABS AVIATOR poinls
18·20 • Rocky Mountain Bonanza SOCiety.
fredericksburg, TX. Gillespie County (182). Blue
Sonnet season. LBJ Ronch. Centoct Guy & Sue
Knelle at gknolle@sbcglobol.netor512·261-5891 .
18·20 • North East Bonanza Group Fly·ln.
Weekend event TBD.
19 • Southwestern Bonanza Society Fly·in.
Hom & Beans. Cernbreod & Cebbler fly-in to
Cloremore. OK. Contoct: Ron Lessley 918-625-
2159 or roniessley@sbcglobol.net.
24·27 • Southeastern Bonanza SOCiety Fty·in
- Alianta. GA. Highlighting the new aquarium.
Contact: Steve & Elinor Kli ne 941 -575-2001 ,
stelik@comcost.net or elij0924@comcast.net
25·27 • 8PPP Clinic. Cencord. CA (CCR).
* 70 ABS AVIATOR poinls
25·28 • Australian 8ananza Society Fly·ln.
lord Howe Isiand f ly In.
MAY
8·11 • A8S Service Clinic. Madera. CA. Borber
Aviation (MAE).
* 30 ABS AVIATOR poinls
8 • European 80nanza Society PST.
Professional Sotety Training 01 Rotenberg!
Wumme EDXQ_ Centact: Bernhord Randerath at
Bernhard.Randerath@beech-bonanza.arg.
·
9·11 • Midwest 80nanza Society Spring Fty·
in. Rough River. Kentucky (2 13). Centact: lorry
Olson bridgemix@lompabaYJr.com or 727-744-
7276 _
15·18 - Rocky Mountain & Pacific Bonanza
Socielies Fly·ln. lake Powell. Poge. I\l , Poge
Municipoi (PGA). Golf. four-wheel driving in
Antelope Cenyon. smoolh-woter river rafting & a
lake Powell dinner cruisa. RMBS Contacts: Dugan
Warner dennis@Wornercomponies.com; orDoug
Gordner doug@pogesteel.com_ PBS Centocts:
Stephen & Kothi Blythe biythe©blytheco.com.
16·18 • BPPP Clinic. Columbus, OH (CMH).
* 70 ABS AVIATOR poinls
17 • North East Bonanza Group Fiy·in.
NORTH - Groton CI Conloct: franz Edson at
f,edson@sbcglobol.netor 86!J-691-0417
SOUTH - Williamsburg. VA. Contact: Mike logoey
mikelogoey@mindspring.com or 410-519-2561
May 31·June 7 • Pacific Bonanza Society
Mexico Sampier. Hacienda de los Santos in
Alamos. MX - Punta Pescadero - Boy of loreto,
Contact: Bob & Rita Hecocks otboran 1015w
@sbcglobol.net or 530-273-6423.
.JUNE
5·8 • A8S Service Clinic. Spokane, WA.
Spokane Airways (GEG).
* 30 ABS AVIATOR poinls
5·8 • Southeastern Bonanza Society Fly·in -
Washington. D_C. Museums. (fly into Manassas.
VA). Contact: Steve & Elinor Kline 941-575-2001 .
slelik@comcost.netorelijo924@comcast.net.
5·8 • European Bonanza Society Fty·ln , ViSit
historic Berlin-Tempelhof airtield before its 2008
closing. Cemmon Bonanza airfieid poinl for a
porade. Annual EBS Meeting. Contact: Bernhord
Randeroth at Bernhord.Randeralh@beechbonanza.arg.
FOR FURTHER DETAILS and more evenls, visit the NEWS AND EVENTS link
on the ABS website .
6·8 • Southwestern Bonanza Society Fly·in
.Okiahoma City. OK. Contact: Bill or Sue Halpoin
405-789-0272 or shalpain@aol.com.
20·22 • Pacific Bonanza Society Fly·in. Wallo
Wallo. WA. Tour the historic city and leorn about
their new induslry ... wine making. Contact: Ron
& Janet May at ramay@earthlink.net or janet·
may@eorthlink.net or 360-695-5940.
20·22 - Rocky Mountain Bonanza Society Fty·
in. Hot Springs. SO. Hot Springs Municipal (HSR).
Tour "Mammoth Site,· on active paleontological
excovation. golf. etc. Centact Denny & Myrna
lewis at mdlewis@gwtc,net or 605-745-6553.
20·22 • Southwestern Bonanza Society Fty·
In. Bueno Vista. CO. Centact: JackThreadgill979·
779-7155 or threodgl@suddenlink.nel.
22 • North East 80nanza Group Fly·ln.
NORTH - falmouth. MA. Contact: Ron Tracy 01
rwlracydmd@atl_netor 508-540-2389.
SOUTH - Richmond. VA. Chestertield Co unty
(fCI). Contact: Jock fox at jackjockf@aol.com or
757-422-5050.
27·29 • Pacific Bonanza Society. Sun Volley.
10. Golf/fishing/Hiking!Spa. Contact: Ron & Pom
fairtax 208-786-3169.
27· 29 • European Bonanza Society Fly·in.
Pilot Safety Training (PSI) in Slendal·Borstel
(EDOV) with Bonanza instructors, for reservations
Centact: Bernhord.Ronderath at Bernhord.
Randerath@beech-bonanza.org
Join ABS' lifetime·leorning
program and earn your deSignation as
an ABS Aviator. Events that earn points
toward ABS Aviator status are shown
with on asterisK (* ).
ABS SERVICE CLINIC & BPPP SCHEDULES ARE ON PAGE 10709. Regisler for Service Clinics online 01 www. bonanza.org or ABS headquarters:
316·945-1700. Visit www.bppp.org for more info or to regisler; or contact Ihe BPPP regislration office - 970-377-1877; fax 970-377-1512.
AUSTRALIAN BONANZA SOCIETY www.obs.org.au
BRAZILIAN BONANZA SOCI ETY www.bonanzoclube.com
EUROPEAN BONANZA SOCI ETY WMV.beech-bonanza.org
MI DWEST BONANZA SOCIETY www.midwestbononza.org
NORTH EAST BONANZA GROUP www.northeostbononzagroup.com
NORTHWEST BONANZA SOCI ETY www.northwestbonanza.org
ROCKY MOUNTAIN BONANZA SOCIETY wwwJmbs_ws
PACifiC BONANZA SOCIETY www.pacificbonanzo _org
SOUTHEASTERN BONANZA SOCiETY www.sebs.org
SOUTHWEST BONAiNZA SOCIETY www.sauthwestbonanzo.com
Page 10748 www.bonanzo.org ABS Aprjl 2008

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