April 1993 - American Bonanza Society
April 1993 - American Bonanza Society
April 1993 - American Bonanza Society
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I IN THIS ISSUE I<br />
COVER. Spirit of Rochestel; Bob Wahl's F33A and winner of the First Round-the<br />
World Air Race, is our <strong>Bonanza</strong> of the Month.<br />
Story on page 3197<br />
PRESIDENT'S COMMENTS . .<br />
3196<br />
AMERICAN BONANZA SOCIETY NEWSLETTER<br />
(I SSN 0003-1178)<br />
published by<br />
AMERICAN BONANZA SOCIETY<br />
A New York Non-Profit Corporation<br />
Organized January 1967<br />
Publication Office<br />
1922 Midfield Road, Wichita, KS 67209<br />
316/ 945-6913 • Fax 316/ 945-6990<br />
Cliff R. Sones, Executive Director<br />
Vickie Russell, Admlnlsuatlve Assistant<br />
Patrie Rowley, Newsletter Editor<br />
Betty Rowley, Associate Newsletter Editor<br />
Vickie Russell, Newsletter Coordinator<br />
lavina Kaufman, Advertising Coordinator<br />
BOARD Of DIRECTORS<br />
Warren E. Hoffner, President<br />
943 Laflte Court<br />
Town & Country, MO 63017<br />
Term expires<br />
... 1995<br />
Ray L. leadabrand. Vice President ....... . <strong>1993</strong><br />
80 Joaquin Road<br />
Portola Valley, CA 94025<br />
Bonnie J. Whitman, SecretaI)' ........... 1995<br />
P.O. Box 739<br />
Pauma Valley, CA 92061<br />
John H. Kilboume, Treasurer ............ 1995<br />
444 E. 75th. S.F<br />
New Yor\(. NY 10021<br />
William H. Bush ..... ..... ...... •.. .. <strong>1993</strong><br />
8710 Prichett Drive<br />
Houston. TX 77096<br />
James C. Cassell, III ........ ••• ....... <strong>1993</strong><br />
3121 Carolwood Lane<br />
Torrance, CA 90505<br />
Barrie C. Hiem. Sr. . . . . . . . . . . . . . . . .. 1994<br />
108 Sunset Court<br />
Carrollton. GA 30117<br />
Perry C. McCollom. . . . . . . . . . . . . . . . .. 1995<br />
10207 Afton Road<br />
Louisville, KY 40223<br />
C. Roger Murray .<br />
4225 Longknife Road<br />
Reno, NV 89509<br />
. ...... 1994<br />
PAST PRESIDENTS<br />
6.J. McClanahan. MD, ABSHL1 ..•......... 1967~1971<br />
Frank G. Ross. ABSHL386 ••••••••••.•••• 1971~1973<br />
Russell W. Rink. ABSHL4 .. .....•.•.•.••• 1973-1975<br />
Hypolite T. Landry. Jr .. MD, ABSHL1449 ...•• 1975-1976<br />
CaMn B. Earty. MO. PhD, ABSHL1797 ••••.. 1976-1977<br />
Capt. Jesse F. Adams. USN(RET), ABSHL772 •• 1977-1978<br />
David P. Barton, ABSHL534 .............. 1978-1979<br />
Alden C. Barrios, ABSHL3326. . • .•.•.. 1979-1980<br />
Fred A. Driscoll. Jr .. A.BSH12976 ••••••••••• 1980-1981<br />
E.M. Anderson. Jr., ABSHL33 ............. 1981~1983<br />
Donald L Monday. ABSHL9904 ••••••••••• 1983-1984<br />
Harry G. Hadler. ABSHL1487 ••. . • . 1984- 1985<br />
John E. Pi)({on. ABSHL2819 . . • .. ••• 1985-1986<br />
Charles R. Gibbs, ABSHl6317 . . .... , , •. 1986-1987<br />
Joseph McC lain. III. ABSHL860 . . .. 1987-1988<br />
Lee Larson, ASSHl1325 ..•.•••... , ...•. 1988~1989<br />
William H. Bush, ABSHl3810 ...••.......• 1989-1990<br />
Ray L. Leadabrand, ABSHl4722 .........•. 1990~1991<br />
James C. Cassell. III, ABSHL 7741 • . . 1991~1992<br />
The <strong>American</strong> <strong>Bonanza</strong> <strong>Society</strong> Newsletter is published<br />
monthly by the <strong>American</strong> <strong>Bonanza</strong> <strong>Society</strong> at the Wichita Mid<br />
Continent AiI"pOft. 1922 Midfield Road, WIChita. KS 67209.<br />
The ptIce of a yearly subscnptJon Is included in the annual dues<br />
($35) of <strong>Society</strong> members. 5ec0n0dass postage paid at<br />
WIChita. KS.<br />
The <strong>Society</strong> and Publisher cannot accept. responsibility tor<br />
the COrrec:tfleSS or accuracy of tho maners printed herein or for<br />
any o~nions e~pressed. Opinions of the Editor or contributors<br />
do not ne
Recently, the <strong>American</strong> <strong>Bonanza</strong> <strong>Society</strong> Air<br />
Safery Foundation announced plans for a<br />
S5 million endowment fund-raising drive. The<br />
money will be used to funher the greatest cause to<br />
which we, as an organization, can devote ourselves:<br />
safety in our skies.<br />
Only the interest from investment of d1e endowment<br />
will be used; fUl1her, a pOl1ion of the interest accnred<br />
will be kept with d1e original invesunent as a hedge<br />
against inflation. This will ensure that d1e money we<br />
raise will keep its value into d1e next century.<br />
There are a number of ways the goal of improved<br />
safery in our skies will be accomplished as a direct<br />
result of a successful fund drive. I'd like to oudine a few<br />
of those.<br />
First, 'we will hire an administrative director for the<br />
Air Safety Foundation. His duties, among others, will<br />
include the overall management of the ASF, including<br />
selection and evaluation of qualified inspector!<br />
instructors, responsibility for all the educational<br />
programs of the ASF, setting up proficiency and<br />
maintenance seminars in locales where the greatest<br />
number of pilots can attend at the lowest possible<br />
cost, production of manuals and brochures, and<br />
communication of the ASF successes and needs to<br />
the membership at large.<br />
Secondly, d1e <strong>Bonanza</strong>/Baron Pilot Proficiency Programs<br />
and the Service Clinic programs wi ll be expanded<br />
and underwritten so that even d10ugh they are<br />
PRESIDENT'S COMMENTS<br />
Safety In OUf Skies<br />
better than ever and available to more pilots in more<br />
locations than ever, their costs will not rise above d1e<br />
current rates, if at all possible.<br />
Thirdly, a series of <strong>Bonanza</strong>- and Baron-related videos<br />
will be produced and introduced to the membership<br />
at a nominal fee as a result of this endowment<br />
fund ing.<br />
Some of d1e potential topics include: Emergencies ill<br />
<strong>Bonanza</strong>s and Barons, <strong>Bonanza</strong> and Baron Icing Perils,<br />
Su mmer and Winter Operations/or <strong>Bonanza</strong>s and<br />
BalOns, <strong>Bonanza</strong> Systems, BalOn Systems, Forced landings,<br />
<strong>Bonanza</strong> and BalOn PlOficiencyIRecunrmcy, and<br />
many od1ers that apply to all of us.<br />
We also hope to secure additional STC, 337 infonnation<br />
and technicaVinstallation drawings for d1e libralY<br />
d1at will be shared with the membership.<br />
In all, the goal of the endowment fund dlive, once<br />
achieved, will ensure d1e abiliry of the ABS/ ASF to raise<br />
the overall safery of all our pilots and aircraft into the<br />
next centlllY and beyond.<br />
In funlfe issues of the newsletter, we'll have even<br />
more reasons for you to become pal1 of this wOlthwhile<br />
project<br />
Until next month ... safe flying.<br />
~ Fe~<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3196
BONANZA OF THE MONTH<br />
;<br />
Round-the-World Air Race<br />
Bob Wahl ,md Steve Nagorny pilot 1967 F33A<br />
<strong>Bonanza</strong> to victol)' in 25 day race.<br />
OnJuly 12, 1992, pilot Bob Wahl qf Rochester, N.Y. ,<br />
and copilot SIeve Nagomy of York, Pa., piloted Wahl's<br />
F33A inlO first place in Cannes, Fmnce, 011 the final<br />
leg of thejirst Round-the-World Air Race. The mce WClS<br />
sponsomd by Arc en Ciel, a Paris aviation club with a<br />
histOlY of doil1g this type of event.<br />
l,'nlml1ts in the mce cClmefrom Belgium, C""CldCl, Fin<br />
IClnd, Fmnce, Cemlany, CUCllemala, Hong Kong, India,<br />
Sweden, the United Kingdom Clnd the US.A. The 27 participating<br />
ai-rcrCljl mced around Ihe world, over the<br />
Soviet Union all the WCly to Siberia, crossed the Bering<br />
Stmit to AlaskCl, .flew eastbound over C""adCl and the<br />
United StClles, then into CmenlClnd and, ajler a jinal<br />
jump over the North Atlantic, on to CClnnes, Fmnce.<br />
Throughout the grueling 25-day mce, Wahl's<br />
turbononllalized BonanzCl 'l'emClined in eitherjirst or<br />
second place, baWing if out against a multitude of different<br />
aircraft, including other non turbocharged Beech<br />
<strong>Bonanza</strong>s and a B36TC; Cessna 210s, 310s, a 340,<br />
414s, 421s; Piper Twin Comanches, an Ael'Osta/; and a<br />
Piper Malibu; a Mooney 252 YBE; a turbo ClasClir JJJ;<br />
Clnd various other high peljormClnce aircmft.<br />
Assisted by a 70 knot tClilwind on their jinal leg, the<br />
team of Wahl and Nagomy mced into Cannes to victO/y.<br />
The /ollowing is a shol1 synopsis 0/ the<br />
mce as laid by Bob Wahl.<br />
For the flight, I had my 1987 F33A<br />
<strong>Bonanza</strong> modi.fied with the installation<br />
of a Flitecraft Turbonormalizer<br />
and 80-plus ga llon tip tanks<br />
designed by Ff'dnk Haile and fabricated<br />
by Bill Bancroft. We were also equipped<br />
with Gamlin GPS, Argus 7000 moving map,<br />
Smnnscope, GEM, Shadin fuel totalizer, and<br />
two 115 cu. ft. oxygen bottles.<br />
Prevailing westerly winds would give the<br />
turbo-equipped airplane an advantage, taking us<br />
over the weather and giving us access to stronger<br />
tailwincl
Tailwinds the big winner. \Ve won the Fresno leg by a small<br />
margin but remained second overall.<br />
Fresno to Frederick The 1,987-mile Fresno-Frederick leg<br />
was made nonstop while almost everyone else stopped for<br />
fuel, and in spite of a big 360 turn to clear the Sierras, en<br />
route thunderstonns, and induction icing near Ch icago, we<br />
won the leg by 0:11:03 over DoLibleEagleand 0:30:00 over<br />
Tailwinds, putting us back in first overalJ by 0:11:13.<br />
Palle! of Bob \f/ab!'s 1987 F33A <strong>Bonanza</strong>.<br />
surrounded by a cmmbling infrastructure. I believe tha.t the<br />
resourcefulness bred of years in tllis system will enable them<br />
to overcome their current problems and emerge as a firstrate<br />
economy.<br />
Moscow to Irkutsk The 2,517 NM Moscow-Irkutsk run<br />
was one of ollr best legs, bur also rhe most difficult. This was<br />
our first takeoff wid, full fuel, but with 17,000 feet of<br />
Ravenskoe runway we had no problems. At Fl6300 (20,670<br />
feet), Steve experienced hypoxia because he was turning lip<br />
my oxygen flow instead of his own, and then about nine<br />
hours into the flight, I began having a ltitude problems, with<br />
burning eyes, painfully-dry nasal passages and hypelventilation.<br />
As if this were not enough, number [wo cylinder went<br />
lean with the CHT going over red line, making it necessary<br />
[0 reduce power and richen the lTlD.'ture. Despite tllis, high<br />
altitude tailwinds and OUf ability to go nonstop-while most<br />
other competitors were forced to refuel at Omsk---enabled<br />
us to win that leg by 0:34:00 over the Malibu, Ai,. Lany, and<br />
0:49:23 over Tailwinds.<br />
Irkutsk to Yakutsk After clearing a panially-plugged injec<br />
[Or, we depalled on the lrkutsk-Yakutsk leg where strong<br />
headwinds brought us a sixth place finish, 0: 19:33 behind<br />
Tailwinds. In YakUlsk we spent two nigh15 on a riveriXlat on<br />
the Lena River, and enjoyed some sightseeing and a terrific<br />
picnic with a cololful group of Yakutsk natives.<br />
Yakutsk to Anadyr The 1,425 mile Yakursk-Anadyr leg<br />
was flown in good weather at our altitude while Tailwinds<br />
was nmning imo icing below us, and we increased our<br />
overall lead to 1:17:50 while winning this leg. Double Eagle,<br />
a 310 flown by Harlon Hain and Paul Hamer, remained third<br />
overall, 1 :35:30 back.<br />
Anadyr to Nome The off-race leg to Nome was flown with<br />
the midnight sun on our left and Double Eagle on our wing.<br />
The Eagle stayed on our wing thorugh an NDB instnJment<br />
approach to minimullls at Norne. Harlan, a fOnller<br />
SR-71 pilot, was in the left seat.<br />
Nome to Victoria to Fresno Big-time headwinds on the<br />
.:\lome to Victoria leg erased our over one-hour lead, with<br />
Frederick to Goose to Godthab The leg to Goose was<br />
damage control, with light headwinds, and after the off-race<br />
leg to Godthab, Greenland, we were ahead overall by only<br />
two minutes.<br />
Godthab has only 3,100 feet of runway, so we strippc'd<br />
everything movable out of the ~Iirplane and with a forecast<br />
of good tailwinds, o ff-loaded some fuel. We depalted with<br />
12 knots of wind down the runway for the 2,300-mile nonstop<br />
flight to Cannes, France.<br />
Godthab to Cannes and a win! In itially we showed a<br />
negative fuel reselve but as tailwinds as high as 75 knots<br />
fiUed in, things began to look good, and we made Cannes<br />
in 10:13 at an average of 230 knots.<br />
This fmal leg gave us the overall win by 1 :05: 19 over<br />
Tailwinds and 1 :16:50 over Double Eagle. Hots Liglle, a<br />
Cheyenne III flown by Bruno Keppeler, won the ttuloine class.<br />
A festive awards ceremony and au revoir to our many<br />
new friends marked the end of an experience of a lifetime.<br />
-Bob If/abl, ABS 25360, Rochester, YY.<br />
For particIpation In the first Round-th.,.World Air Race,<br />
Wahl'. 1987 F33A <strong>Bonanza</strong> had the following equipment:<br />
RiteCraft Turbonormalizing System<br />
lQO.galion "Dolly's Daughters" wing tanks<br />
Osbome tip tank fuel system<br />
Beryl D'Shannon gap seals<br />
115 cu. ft. builHn oxygen system<br />
Icol11-725 HF Transceiver<br />
King KFC 200 Right Director<br />
KNS 80 Nav System<br />
King KX 155<br />
KY 196 Com<br />
KT 76A Transponder<br />
KR 87 ADF<br />
Insight GEM<br />
WX 10 Stormscope<br />
Shad in Fuel Computer<br />
Argus 7000<br />
Garmin GPS (since replaced by Magellan Skynav 5000)<br />
Electric Attitude Gyro<br />
Aitecom intercom with digital voice recorder<br />
Telex ANR headsets<br />
SarSat emergency locator beacon<br />
Spare portable GPS<br />
Editors note. A more detailed account of this race will be<br />
eanied in ABS Fabulous Higbts, which is scheduled to be<br />
published in late summer.<br />
-@--<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3198
I Q I M35 oil filter. My corporalion<br />
is now the proud owner<br />
of 'I9860R, a 1960 M35<br />
<strong>Bonanza</strong>. This is Ill)' first<br />
<strong>Bonanza</strong> so I have several questio ns<br />
for you.<br />
The 10-470 e ngine has an oil<br />
screen. I have seen that there is a kit<br />
available to replace the oil screen with<br />
a fil ter. Do you think this conversion is<br />
wOl1hwhile?<br />
Also. I have noticed a discrepancy in<br />
the Beech owner's manual and the<br />
Continental engine manual. The Beech<br />
manual says to change the o il every 50<br />
hours whjJe the Continental ma nual<br />
says evclY 25 hours. How often should<br />
I change the oil? -David N. Schach,<br />
ABS 28861, San Fmncisco, Calif.<br />
rpm, OAT was 12 C (ISA+ 19); lcanedlo<br />
20 degrees rich of peak, the CHT<br />
sr.,yed pegged al 200 C. Other examples<br />
are, al 4,000 ft., OAT 24 C<br />
(ISM 17) 23/2300, 20 degrees rich, CHT<br />
pushing 225 C, so cowl flaps were<br />
opened, al 9,000 feet OAT 16 C<br />
(ISA + 19) full lhrotlle (20.8 inches) 2400.<br />
20 degrees rich, CHT 200 C cowl flaps<br />
closed .<br />
I am very meticulous in the operation<br />
and service of lhis aircraft, as any<br />
!>afc pilot/owner should be. I alway~<br />
felt that g(xxi maintenance and operation<br />
according to the POH would get<br />
this engine to TBO. Now I am con-<br />
] . Norman Colvin, retired Beech cerned thal excess heat translates to<br />
Project Engineer on <strong>Bonanza</strong>s excess wear.<br />
and Baro ns, AmcriGIn Bo nanza My question is, will a holter operat-<br />
<strong>Society</strong>'s Technical Consulwnt ing engine (e.g. 200 C) wear faster than<br />
It's best to change oil at 25 a n dSe rvi ~e C Ii~k. l ns~LO r and an engine that opemtes in the 150 C to<br />
~ A<br />
hour intervals if the engine autho r of ColL'm s ClJmc. 175 C range or is the difference neglidoes<br />
11.01 have the o il filter gible? Secondly, do you believe the<br />
and 50 hours if it does have a filter.You Can pur- excess oil consumptio n is re lated to the hotter running<br />
chase dle oil filter ada pier for your engine from Warren tempera lures' -john F. SCianillo, _NID.. ABS 19181 , Fort<br />
James, phone 619/ 438-9590.<br />
Lauderdale, Fla.<br />
\Vhen this adapte r is installed, the o il screen can be<br />
removed and whoever installs the adapter must be sure that<br />
four or five thread contact w ith the e ngine is obtained.<br />
When you talk to \Varren James, ask what the lock nut<br />
torque value is.<br />
10.5508 cylinder head temperatures. You have<br />
~ Q<br />
probably seen the Beechcraft SelVice Comlllunicalion<br />
(No. 91, daled May 1992) regarding high<br />
CI-IT's on the 10-550B engine. I own a 1988 A36,<br />
SIN 2421 wilh 770 hours and r would like 10 share my<br />
obsclVations for your conunents or suggestions.<br />
I have noted all along, since acquiring this aircraft, that<br />
the CHT would rise close to the red line on climbout requiring<br />
lowering of the nose. You just can't climb out at Vy and<br />
keep dle CHT below 238 C (Red Line).<br />
1 expressed concern about this to several mechanics and<br />
was led to believe d1at Ihe 10-550B nonllally ran hol. The<br />
only suggestion I received was to usc Mobil AV-I ($8.00/<br />
quart) because it could w ithstand these hotter operating<br />
temperatures.<br />
Along with the honer CHT temperatures, I have been<br />
experiencing increased oil consumption of one quart evelY<br />
3.5 hours. No I",,,k can be found bUllhe breadler lube drips<br />
a few dro ps. I found the oil dipstick had vibrated loose on<br />
one occasio n and re placed the gasket but it hasn't helped.<br />
There is an interesting quirk when leaning this e ngine. If<br />
leaned 10 20 degrees lean of peak EGT. Ihe CHT wi ll cool<br />
down to 175 C, whe reas at 20 degrees rich of f'C'"k the CHT<br />
is pegged at 200 C. Most mechanic') do not have an explanatio<br />
n for this and some don't be lieve it, but my guess is that<br />
unburned air is cooler than unburned fuel.<br />
I fl y in the southeast, based in Fort Lauderdale. On a<br />
typical trip at 11 ,000 feel M.P. of 19" (h,Jlthrottle) and 2400<br />
I AA I The 10 -550B engine had a cooling problem, however,<br />
Ihis problem can be solved b)' calling Turbo<br />
Flight, phone 303/731-2127. These people have<br />
obtained STC approval for new engine baffles that<br />
really correct the problem.<br />
r would suggest that you add a second gaskel lO Ihe oil<br />
dip stick cover. Unless this cover is tight, it will allow air to<br />
enter the crankcase, pressulizing the case, which forces oil<br />
Ollt the engine breather nlbe.<br />
It wouldn't hurt 10 boroscope the c:ylindcrs to check for<br />
their condition. The engine is using more o il than n0 I111al. It<br />
is possible that the cylinder walls have rust spots.<br />
\Vhcn you lean the engine o n the lea n side of best<br />
power, the engine develops less (X>wer. so less heat is generared,<br />
CHT cools down. You are right, excessive hear contributes<br />
to premature wear and shorter engine life.<br />
I would suggest that you get light on the baffle change,<br />
since it definitely wi ll solve your problem.<br />
Fuel mixture problems. I have a 1966 C33A <strong>Bonanza</strong><br />
and I am havi ng trouble with the e ngine<br />
~ Q<br />
running rough when the mixture is enriched on<br />
descent.<br />
\X1he n descending from altitude, me engine begins to run<br />
rough when the mixture is put in too far. At about 2,000 feet<br />
we have to leavc the lnixture about one to one and a half<br />
inches out. Full rich at this altirude causes the engine lO run<br />
rough. \VIe have been leaving the mixture out this far, or<br />
perhaps a little less, all the way to the ground. Then, on rollout,<br />
we have had trouble with the engine dying wh ile it is<br />
at idle. Lately. we have had to increase the throttle until the<br />
rpm is 1000 to prevent rhe motor from dying on roHouL<br />
In servicing the syslem, we decreased the mixture until<br />
•<br />
COLVIN'S CORNER<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3199
,<br />
we obrained a 25 rpm increase at shutdown. (111e mL\.'tUre<br />
has been decreased as much as possible, i.e .. it C""dnnOl be<br />
physically decreased any more.) Previously, it was about 70<br />
rpm at shutdown. This adjustment seemed to have no effect<br />
on our problem. We dlen tested the fuel pressure. Idle pressure<br />
was approximately six to seven pounds. -nle high pressure<br />
was adjusted down to 29-30 pounds. Once again, these<br />
adjustments seem to have had no effect. Hot days are probably<br />
worse than cold days.<br />
I have looked through the owner's manual but I have not<br />
found much information abollt proper ~Idjllstment of the<br />
mixture on a descenl. At about what altitude should r be<br />
able to make the mixture fu ll rich?<br />
The engine (10-52013) has approximately 570 hours<br />
SMOH. The airplane just went through its annual inspection.<br />
All the spark plugs were cleaned and the worn ones were<br />
replaced. Compression was good in all cylinders (70+). Do<br />
you have any suggestions on how to ftx our problems?<br />
-ROil D. \vinter, ABS 25999, San Mateo, Calif.<br />
Here are things you should check The throttle<br />
ann and a short metering anll are on the same<br />
throttle shaft. Open the throttle one-third of the<br />
way open, then hold the metering ann and try to<br />
move the Lhrotrle ann. The rwo anns should move together.<br />
There should nor be any appreciable amount of wear in the<br />
linkage berween the fuel metering ann and li nkage. Check<br />
the vent ho le in the cap on the manifold valve. There should<br />
nOt be any fuel stains around the hole.<br />
I would guess that you have the bracket sponge induction<br />
air filter. On a quiet clay, remove this fi lter and go ny the<br />
airplane. If this corrects the problem. replace the filler with<br />
the pleated flIter. When you are at, say, JO.OOO feet and start<br />
to let down, reduce rpm but don:t touch the mixture until<br />
pattern altitude, then go full rich, unless pressure altinlde<br />
dictmes differently.<br />
My guess is the trouble is in the induction air filler. One<br />
more thing to check is the alternate air door. Be sure it has<br />
good spring tension. I feel sure that one of dle above checks<br />
will correct the problem. If not, let me know.<br />
I Q I Fuel mixture problems. I have a question regarding<br />
EGT method of mixture control. [ have a single<br />
probe EGT and I lean to 50 F rich of peak at<br />
6; percent power. The fuel pressure at this setting<br />
is considerably lower than the 65 pe rcent range on the fuel<br />
pressure gauge. Typically at 50 F rich of peak the fuel pressure<br />
is around ;.5 psi at 6,500 feet rather than the book<br />
value of 6.6 psi. Is this something to be concerned about?<br />
Should I keep the fuel pressure in the 65 percent rdnge regardless<br />
of EGT' I do average about 12 gaVhr leaning to<br />
50 F rich of peak.<br />
Secondly, I've noticed, or at least perceived, an increase<br />
in engine vibration. Engine temperatures and pressures all<br />
remain nonnal and I have nO( noticed any decrease in<br />
available power. It JUSt seems to vibrate more and appe ~lrs<br />
more p revalent at higher rpms. I just changed the oil and,<br />
as I do at every o il change, sent a sample to be analyzed.<br />
I don't have [he resuils yet. Is there some diagnostic test<br />
that can be done to determine the cause of this vibration?<br />
It would help my peace of mind to know. The engine has<br />
about 650 hours SMOH.<br />
I believe the crankshaft is original and that would mean<br />
it has about 3400 hours. I"ve pulled the prop through and<br />
did not feel any cylinder to be completely flat. Mag checks<br />
are good. Oil consumption is still around one quart eve!), 10<br />
hours. TIle Beech prop inspection \vas just done--no cracks.<br />
Could these two questions be related? In other words<br />
could T be over-leaning' -Bill de Gm/), ABS 26789,<br />
Ridgecrest, Calif.<br />
Since there is room for error in both me EGT and<br />
~ A<br />
fuel pressure gauger I would like to start with<br />
basics and check for the unmetered fuel pump<br />
pressure. To do thiS, a fuel line should be teed<br />
into the fuel line between the engine driven fuel pump<br />
and the fuel metering valve. A fuel pressure gauge should<br />
be hooked to the teed line. At 550 to 600 rpm, fuel pressure<br />
on this gauge should be 9-11 psi and at full static.<br />
should be 25-27.5. ext, check idle mixture. \'\Iith engine<br />
idling at 550 to 600 rpm, pull out on mixture control until<br />
the engine quits, however, just before it quits, the tachometer<br />
hand should jump 25 rpm. With the basic information<br />
calibrated then it is a matter of testing the fuel pressure<br />
gauge for accuracy.<br />
If this proves OK, then check the EGT probe. I'm nor<br />
Sllre, but 12 gallons an hour seems a bit lean. I just am not<br />
sure. For engine vibration, check right hand exhaust tailpipe<br />
for clearance, where it exits the nacelle at the cowl flap<br />
opening. You should have three-forths inch clearance.<br />
Next use a flashl ight and look up the exhaust tailpipes to<br />
see the flame cones inside the mumers. The flame cones<br />
should be centered inside the muffiers. If not. the)' have broken<br />
loose causing roughness. Check the hose that connects<br />
the two induction air balance tubes. TIlis hose is directly in<br />
front of the engine, so it is hard to see.<br />
It wouldn't hurt to check the engine mounts for condition.<br />
I wouldn't rule out over-leaning, not beGluse of what<br />
you a re doing, but possibly bc(:ause of fuel pump<br />
unmetered pressures.<br />
If this persists. let me know.<br />
<strong>Bonanza</strong> rig problems. Thank )'ou for ),our help<br />
~ Q<br />
with my undercaniage problem recently. Your<br />
letter, the sight of the relevanr pamgrdph in your<br />
book and the great improvement that a new bolt<br />
and bush make has satisfied my engineer that it is OK.<br />
Certainly the movement in this joint is now quite small.<br />
Whi le completing d,e airfmme check, my engineers had<br />
to adjust the small trim tab cables, as they were below tension,<br />
to the port side and they tell me they adjusted each<br />
cable by an equal amount. However, when I next flew. T<br />
noticed that the trim wheel needed to be almost at its full<br />
nose down position to maintain level flight at 75 percem<br />
power at 3,500 feet and a good amount of left rudder \vas<br />
needed to keep the ball in the center.<br />
To correct this, they adjusted tJle other trim tab up one<br />
degree and the side slipping problem was solved, but she<br />
still needed t.he trim set at three degrees nose down for the<br />
cnlisc with just myself and wife on board and the center of<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3200
gravity near the forward limit. To adjust this, both trim cables<br />
were adjusted one degree further.<br />
\'(!hen I test flew her, I found that there seemed a larger<br />
amount o f vibrc:l.tion noise from the propeller. The trim<br />
needed the same three degree nose down setting for level<br />
flight and the air speed was greatly reduced. When the<br />
wheels were lowered, I needed virtually full power to main<br />
Lain height in the pattem which was quite frightening.<br />
Over the past years, beginning with the strengthening of<br />
the rail , then the replacement of the ruddervator skins, the<br />
trim has needed fUither forward adjustment and I ('anna[<br />
help tllinking that the whole setting of the rudde,vators and<br />
trim needs to be adjusted starting [rom scrdtch. Having suggested<br />
this to my engineers, they advise that they do not<br />
have the necessary tools and neither do the main Beechcraft<br />
dealers here in England. I understand the pan numbers for<br />
dlese tools are 35-590087-1 , 35-590087-3 and 35-590087-9. I<br />
wonder if you would be kind enough to recommend a supplier<br />
and comment on whether you think this course of<br />
action is correct. -Christopher R.E. S. "fay/at; ABS 15375,<br />
Surrey, England<br />
A<br />
I arn always disturbed when mechanics change<br />
~<br />
cable tenSion, mainly because it w ill change considerably<br />
due to outside air temperature changes<br />
that cause the airframe structure to grow in length<br />
in hot weather and shrink in cold. Published cable tensions<br />
are based on 70 F outside temperarure. I think, in your case,<br />
trim tab travel should be checked from neutral. Up tab travel<br />
should be 5Y2 + Y2 up and 23 + 2 degrees minus (down).<br />
Once this travel has been established and the ball in the tum<br />
and bank rides to one side, first level the airplane on the<br />
ground. The ball should be centered.<br />
In flight , if it takes right rudder to bring the ball back to<br />
ceOler, loosen the trim tab turnbuckle on the cable that<br />
controls the right tab one turn and tighten the cable turnbuckle<br />
one tum that lifts the tab trailing edge. As a rule, this<br />
will correct the trouble. I would be reluctant to fool with the<br />
other cable tensions. If \:vorst comes to worst, the<br />
differential rig tool is available from United Beechcrdft,<br />
PIN 35-590087-1. cost SI74.67.<br />
Try the tab settings first. I think that is all that is really<br />
needed.<br />
<strong>Bonanza</strong> rigging. Since the wings of my aircraft<br />
were put back on it does not seem as stable in still<br />
air. I also notice that when standing about 10<br />
paces behind the center of the aircraft, w hen<br />
looking over the top of the horizontal stabilizer, the right<br />
wing appears to be higher than the left. How do I check if<br />
the wings are where dley should be? And what sequence of<br />
checking the rigging would you adopt in this instance?<br />
I have been reading through all my past copies of the<br />
ABS Newsletter (back to 1975) and I understand what you<br />
have said about rigging flaps and ailerons. I read your remarks<br />
regarding horizontal swbilizer not being horizontal in<br />
the August 1983 edition. My right stabilizer appears to have<br />
three-eighths inch drop at the tip.<br />
Thank you for your past assistance with parts. -Bill<br />
Arkell, ABS 11790, Port Denison, \'(7est Australia<br />
A<br />
~<br />
With<br />
both flaps fully retracted, you should note<br />
that one inboard flap trailing edge is even with the<br />
fuselage belly willie the opposite flap inboard<br />
trailing edge will be below the fuselage belly. This<br />
is nomlal and is the result of the difference in wing angle of<br />
incidence. I don't see how one \ving tip can be higher than<br />
the other. This can be checked by leveling the airplane by<br />
a bubble level on the front spar cap and then shooting level<br />
with a transit. I don't think that you will find anything.<br />
If the airplane flies one wing heavy, try lowering the flap<br />
on the heavy wing, one half turn of the fl ap acutl.lator rod.<br />
Tf it is heavy, you might want to change angle of incidence<br />
on that w ing.<br />
I think it is the right flap trailing edge that should be even<br />
with the fuselage belly, but I'm not sure.<br />
Next, position the elevators in a horizontal position<br />
with both trim tabs in alignment with the elevator trailing<br />
edge. Sight along bodl elevator trailing edges. They should<br />
be in perfect alignment. Emh aileron inboard (railing<br />
edges should align with the outboard flap trailing edge,<br />
while the control wheel should be level. While the airplane<br />
is level on the ground, check the turn and bank ball<br />
to see that it is centered.<br />
If each wing came from different model airplanes, it is<br />
possible the stall strips on the wing leading edge are in the<br />
wrong place.<br />
I Q I Vibration on landing. My 1981 A36TC just developed<br />
a vibration on landing. The vibration does<br />
not OCCUt on takeoff so much. The entire panel<br />
begins to shake when I touch down and begin<br />
rollout. Your book says the shimmy damper is usually not<br />
the culplit but rather the tires. I have not changed tires in<br />
two years. 1 don't see any balance weights nor do I see how<br />
you can balance the wheels. Can the shimmy damper be defective<br />
or Iowan fluid and cause the panel to shake badly?<br />
-Ray Zinn, ABS 25104, unnyvale, Calif.<br />
The vibration is most likely caused by an out-ofbalance<br />
tire. Just for a check, ShOOl a touch and<br />
go. Once in the air, apply the brokes. If the vibration<br />
stops, we know it is the main wheels. You<br />
might try lifting the nose wheel off the floor and turning the<br />
wheel by hand. Check to see if tile tire is out-of-round. If so,<br />
it must be replaced. If the wheel bearings are free, the wheel<br />
w ill rotate, showing the heavy spot. Most tire shops C'dn balance<br />
the wheel.<br />
To check the shinuny damper, remove the 116 bolt from<br />
tile piston clevis and pull and push on the piston shaft. You<br />
should find resistance. If the shaft moves freely. then refill<br />
the shinuny damper.<br />
I'm sure the basic trouble is an out-of-balance tire.<br />
I Q I Modification questions. I became the proud owner<br />
of <strong>Bonanza</strong> N442B, a Model 35, SIN 01453, in<br />
February 1992. Having flown since 1953, I had<br />
always wanted to own a <strong>Bonanza</strong>. I just didn't<br />
realize it would take 39 years to fulf~1 my dreams.<br />
As you can tell from the serial number, the aircraft is 44<br />
years old. Although the logbooks are incomplete, the air-<br />
;<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3201
I<br />
.<br />
I<br />
frame appears to have over 8300 hours. An E-185-8 engine<br />
was installed in 1965 and was majored in 1984. During this<br />
major, new cylinder/ piston assembLies, PIN 536727, were<br />
inswlled. My first question is: Do these new cylinder/ piston<br />
assemblies upgrade the engine to an E-185-11'<br />
TIle aircraft owners manual that carne with the plane has<br />
performance charts for an aircraft equipped with a Beech<br />
propeller. I have a Hartzell hydraulic prop HC-A2X20-4AI<br />
and do nOl think these charts reflect the operating parameters<br />
for an E-185 engine equipped with the Hartzell prop.<br />
Can you tell me where to get updated charts?<br />
TIle aircraft currently has 29 gallon main fuel tanks and a<br />
20 gallon fuselage auxiLiary tank. ls it pemlissible to install<br />
larger 25 or 40 gallon main tanks without extensive wing<br />
"beef-up'" Along the same lines, is it possible/ permissible<br />
to replumb tile li.le! system to retum the excess li.lel from the<br />
engine driven pump to dle fuel tank "from whence it (:'arne,"<br />
mther than tile left main tank?<br />
r purchased Colvin 's Clin.ic last month and find it packed<br />
with valuable infonnation. You and Lew Gage provide valuable,<br />
up-to-date information in your columns. Keep the<br />
infoffilation coming! -Robson B. Sweney, Jr., ABS 28522,<br />
Alta Lema, Ca lif.<br />
A<br />
The placard plate on your engine should say<br />
~<br />
whether it is an E-185-8 or E-185-11. If it is the<br />
E-185-8, takeoff rpm is restricted to 2450 rpm. If it<br />
is tile E-185-11, takeoff rpm is 2600. The cylinders<br />
have nothing to do with rpm, it is the countef\veighrs on the<br />
crankshaft that makes the difference.<br />
Your airplane came equipped Wi lh a wood blade prop.<br />
Most of these props were replaced with Beech Model 215<br />
metal blade props. Your Hartzell blade prop is better than<br />
the original wood blade prop, but it is restricted to the<br />
-8 perimeters.<br />
When an airpLane is modified by changing engine HP<br />
and propellers, it is no longer the same airplane that was<br />
produced at the factory. Unfortunately, those who make<br />
changes to the airplane do not develop new manuals, so<br />
you just have to live with the original manual. Your airplane<br />
was licensed in the original manual and your airplane was<br />
licensed in the normal category which means that it is not<br />
built to withstand loads that the later models will withstand<br />
and carry.<br />
To instaH larger fuel tanks in the wings, the entire wing<br />
would have to be rebuilt, so it is not practical. Same goes for<br />
rerouting fuel to the tank from whidl you are drawing. This<br />
would require major replumbing and would require major<br />
proof to the FAA, so don't even think about it. When you<br />
want the other improvements you have mentioned, trade up<br />
for a <strong>Bonanza</strong> that includes what you want.<br />
Land wheels up or down on a dry sandy beach? Recently,<br />
an ATR flying a <strong>Bonanza</strong> alone dead-<br />
~ Q sticked wheels up on a dry bathing beach about<br />
7 a.m., thereafter requiring transportation, prop,<br />
cowling, belly, flap, and probably engine work, pillS<br />
cleaning out sand. Rather expensive but no injuries at all.<br />
The undersigned, before gaining an IFR rating, stalllanded<br />
a light G35 on soft but dampened beach sand,<br />
wheels down, in a torrential rain. Result: 80 fOOl o;rollout, It<br />
no damage, no injuries, as I believe the ABS Newsletter<br />
once noted. Cost for mechanic with wingbolt lift sling,<br />
crane, flat-bed to inspect and deliver plane with police<br />
escOlt to the local airport on a summer Sunday morning<br />
was less than SI,500. Flew the plane home before supper,<br />
and o nl y a verbal report of the off-airport precautionary<br />
landing was required.<br />
Although we've been taught the nose gear requires tender<br />
loving care, what do available reports say will be the<br />
probable outcome of landing a <strong>Bonanza</strong> wheels down on<br />
soft beach sand? Are <strong>Bonanza</strong> pilots likely to decide<br />
. against wheels down beach landings because successful<br />
ones are not reported, whereas accident reports aU cite<br />
damage, skewing tile record' Should members be queried<br />
on this? -Name withheld by request<br />
Recently an ABS member had to dead-stick land<br />
~ A<br />
in a recently plowed, muddy field. He elected to<br />
land wheels down. He even had time to position<br />
the prop crosswise. At touchdown, the main gear<br />
wheels sank almost out of sight and tile nose wheel did not<br />
sink out of sight. Needless to say, landing roll was nil and<br />
there was no damage.<br />
In most cases, a <strong>Bonanza</strong> can be s ~lfely landed on a<br />
beach. lt would be wise to hold the nose gear off as long as<br />
possible.<br />
Erratic alternator operation. I'm a relatively new<br />
participant in the \vorId of general aviation after<br />
spending 20 years flying in the Navy. I'm a vely<br />
happy <strong>Bonanza</strong> driver, having started out properly<br />
enough, on the advice of a fonner Beechcraft salesman,<br />
on a 1967 A36. Ran that out; bought a 1977 BE35 V-Tail; ran<br />
that out, and am currendy doing my best to do the same<br />
thIng with a beautiful 1991 F33A. At the same time I'm<br />
upgrading the electronics on and preparing to familiarize<br />
myself with a fairly rare 1967 BE56TC Baron.<br />
Now the problem with the F33: The alternator warning<br />
light-situated alone, directly in front of me, below tile flight<br />
instruments and to the right of the standby air system light,<br />
instrument air waming light, etc.-lights up under any posirive<br />
"G" situation; no more than 1 Yz to 2 G's in a tight tum<br />
or abnlpt pull-up keeps tile light on as long as I sustain the<br />
G-load. What the heck's going on' Impact on the sensing<br />
switch, affect of the G-load on the drive belt, or what? -Hj.<br />
Koehler, lfl, ABS 26212, Elizabetll, J .j.<br />
The trouble that you are encountering could be<br />
~ A<br />
caused by a faulty PC board that is attached to the<br />
alternator, or it could be tile alternator out censor<br />
or it could be a loose or corroded temlinal. I feel<br />
sure that you will fmd that the trouble is in one of tile above.<br />
If not, please let me know.<br />
Please send your questions and/or tips and<br />
techniques to: <strong>American</strong> <strong>Bonanza</strong> <strong>Society</strong>, Attn: Norm<br />
Colvin, P.O. Box 12888, Wichita, KS 67277<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3202
AD! L26000<br />
Louis H. Abbett L7978<br />
Brian S. Adams, ODS 1..28532<br />
Capl. JesseF. Adams fIL772*<br />
Richur'd Allin 1.22460<br />
John Anagnos L21306<br />
E. M. Anderson. Jr. 11L33·<br />
Leland T. Amh'cw LJ7655<br />
Charles W. Al'Ilold L27886<br />
Keith \'t' . Antcliff L20038<br />
David Atkinson 1..22604<br />
W. Kf>llIIelh Austin L18321<br />
Ph;! Baker L15241<br />
Jer'omc V. Balas L21584<br />
Joe Bit/'bee L6-139<br />
Paul BUl'ber Ll7149<br />
Alden C. Barr'ios HL13326*<br />
Dennis M. Bar'uett L16974<br />
D. P . Bar'toll HL534*<br />
Ralph A. Baue l' L18115<br />
Kurt n. Beckel' 1..17341<br />
Mrs. O. A. Bet.'Ch HLlOOOO'<br />
Jim Berger L27035<br />
Robert P. Berryman LJ2810<br />
Da,;d W. Best, M.D. L20591<br />
Terry E. Blodgett L5798<br />
James F. Blule In. M.D. L19602<br />
Roy Boatner L 17793<br />
Ken SOl'tner L20961<br />
Dr. GUt'), n .Bl'osfLnax L20 1~69<br />
Pau] J. Brown L2647<br />
C.W. Bryan' L9764<br />
Dr. Reinhard Bucbal), L15373<br />
Willicutl II. Bush Ill..3810*<br />
Cal-eel'l Company L 12587<br />
Dr. Chades Cnrey Ll09 17<br />
Jeffrey D. Cannon L1 362.1<br />
Jerry Carroll L7338<br />
Harvey L. CaSeDt:t!I' LlMa1<br />
Hollie Chappell L1894<br />
Howanl Chilton, Jr. L4561<br />
BG Tt:al R. Clu-istensen L7270<br />
Max J. Cobeu, D.D.S. L16207<br />
James E. Collins L24812<br />
J . NonlllUl & ellie Colvin HlA705*<br />
John D. Coulson L1 5591<br />
Roge l' D. Cox L7410<br />
John W. Cronin , Jr. L7189<br />
John P. Currall L17658<br />
W. Mutt Dalton L9438<br />
Tom Duvis L11859<br />
Woody D. Davis, ll.D. 1..23752<br />
Hober·t T . Di('kson, M.D. 1..27840<br />
Thomas l)'EI1II'(;,lI1ont 1..135373<br />
J oh II V. oOI'a 1..23590<br />
Joscph R. DOI·(·hak L12029<br />
Fr'cd A. Driscoll , Jr'. HL2976*<br />
ChaJ·lc8 T. Dye, Jr. L1490<br />
Eagle Air, Inc. L27i34<br />
Calvin B. Early, M.D . 1·11..1797"<br />
Dean S. Edmonds, Jr'. Ll 7185<br />
Georgf' P. Edmonds, Jr. LJ 2076<br />
KelUlCth F. Edwards L15143<br />
Joseph P. Egcl' L25523<br />
Donald E. Emch L1951<br />
James El'dman L13028<br />
Rober'l U. Ericksen L19850<br />
Bicha rd For'tier 1..25993<br />
Sturtley Fortier l A472<br />
Dun & Gayle Frccmun L1607'1<br />
Dllvid Garrison L25838<br />
Frank A, Gf'ih 1..3471<br />
Charles R . Cibbs HL6317*<br />
Dean K. Gibson L24253<br />
Gel'ald E. Ciddens L10208<br />
Joe W. Gillespie Ll4182<br />
Robe.·, Goff L23620<br />
J Il IllCS & Marjorie Connan 1..363<br />
R. A. Graham, M.D. 1..21003<br />
Helmut Huagmann L24174<br />
Russell W.Haekler, D.V.M. L9009<br />
Hal'l'Y C. Iladier T-IL1487*<br />
Ha lllh & Belly Hues]oop HL1l5*<br />
William Hale L5865<br />
Hex A. Han L19455<br />
D. E. Hanse n, M.E . . L26065<br />
Richa rd E. [[anson L18973<br />
II. A. Harlow Ll0238<br />
Stanley E. HalT]'" L2629<br />
Em st L. Haupt L15374<br />
Bill Hegmann L20593<br />
J effl'ey A. Henshaw 1..17570<br />
Pete I' Hen '. 1.27257<br />
Dennis S. Heusser L26776<br />
William E. Hicks L7508<br />
Barrie C. IDei'll, Sr. , M.D. L1632<br />
Richard M, Hilliker L22745<br />
Thomas J . Hinkley L19152<br />
~titehell L. l'loggard Ll8503<br />
Jake Holmes L19303<br />
William R. 1-loIt L1l693<br />
F. Lee 1I0nl, M.D. L21169<br />
Jdf"ey C. lIube,', D.D. S. L25748<br />
J ohn IIuffakel' L7788<br />
Charles Huuler' L21425<br />
J ohn M. Hunter 128540<br />
Douglas Ai. James L23534<br />
Samuel D. Jumes KL213*<br />
Charles Jinks L14184<br />
Gel'ald J ohnson 1..25538<br />
F. E. Knapp, Jr. L643<br />
Keitll Knowlton 1.,23754<br />
Cl'uig W . Knox 1..24445<br />
Edward C. Kole L9422<br />
GCl'Uld J . Ku chera 1..10523<br />
Dr. Cuentcl' Kuhhnl.llUl L25212<br />
Kuper Enl('r'prises L26131<br />
H. T. Landry. Jr .. M.D. HLl449*<br />
Ch listophel' Larson, )1 .D. L22675<br />
.lim LUI'son 1.21754<br />
Lee Lal'son II L1325 1 *<br />
Paul Le.adllhl'and 1...254-15<br />
Hay L. Leadahrand 1A722<br />
Thomas C. Legg L1988l<br />
Peter Lel'ch 1..23781<br />
Wah Lesline L18837<br />
Tom Lightsey L21636<br />
Frederick W. Long: L2872 I<br />
Hobert D. Lovelace L1l61O<br />
Rober, Lowell LI2030<br />
J ohn F. Luhhen, 1[1 L20729<br />
ChN Malinowski L24660<br />
M.arshall V. MarchJJ 111ks L20902<br />
Gorflon A. Marker L26612<br />
Houston J. Marks L] 1241<br />
Thomas A. Martin, L25418<br />
David Maltos L21885<br />
Jose ph A McClain III flL860*<br />
B. J. McClanaha n, M.D. IIL1*<br />
John McComas 1...22643<br />
HusseU A. McDonaJd 1..8573<br />
Richanl n. McFal'land 1..2180<br />
John T . Mc Farialle, M.D. L6158<br />
l\'laurice H. 1\-1iller 1..21448<br />
Phil Mitchell L24008<br />
DonaJd L. Momll.lY HL9904*<br />
Dave Monti L18740<br />
John B. ~1urphrey 1..17940<br />
C. Rogel' Murray L13114<br />
Don Nelms L18036<br />
Lynn H . NeLsen LIM 7<br />
WaJter B. Nelson L27925<br />
B .. E. Pal·cell. 11'. L11513<br />
H. L. Pa I·kcr 1.25228<br />
J effrey Par·kel' L28453<br />
Murray S. Patkin L16320<br />
Hober·t P('ters 1.6803<br />
George J. Phocas 1..20306<br />
Jolm Pi.xton HL2819*<br />
Jack J. Pizzolato L3464<br />
Klaus Pohlscru'oder' LI6005<br />
Sydney W. Poland LJ51 16<br />
Lar'ry Pomeroy 1..22811<br />
Douglas P. Rearick LJ9613<br />
John Reed L21354<br />
John S. Riley L22271<br />
fiusseU W. Rink HIA*<br />
I-Ians Ho('bhf'len LA088<br />
Char'lcs n. Roland . M.D. L2729<br />
Frank G. Hoss 1IL386*<br />
R. D. Rupert l.24857<br />
Gerald C. Sappel'stein 1..21322<br />
Dwayne L, Sargent L21943<br />
Mark P . ScbaIel' L%59<br />
Hem'y Schlossbpl'g HL2*<br />
fr'cd W. Scott , Jr. L2219<br />
Terry Se('no LalOR<br />
Fred Shellhorn L28577<br />
Jolm M. Sherwin. MD lA665<br />
SI:1ll1ey Shipper L21720<br />
C. Alan Slagle, D .O. LI7156<br />
Thomas E. Slayh:.u:k L16169<br />
David L. Smith L9835<br />
Cliff R. Sones L29623<br />
Jolm Soske 1,5309<br />
Josef Stone L2122<br />
Stanley L. Taylor LI6412<br />
Raybourne Thorllpson L13569<br />
J ack ~1 . Threadgill Ll4419<br />
Dan Unluhart L7992<br />
William S. Warn:n,Jr., M.D. 1..23734<br />
Gcorge P. Watcr s L22889<br />
Charles H. Watson , Jr. LI 8 148<br />
Murray W, Weiss L9476<br />
Lane Weitzman L1 7339<br />
Kenneth H. West 1A659<br />
Gene L. Whitington L3670<br />
Cal'l M. WiLliams L25916<br />
Jack J . Williams L23831<br />
Glenn Wimbish L27215<br />
J a mes E. Young L27186<br />
* J-I Oi\QH1\ln LIrE MEl\lBER<br />
j
o<br />
I<br />
was<br />
NO ONE IS IMMUNE TO HYPOXIA<br />
in Orlando recently for an <strong>American</strong> <strong>Bonanza</strong> <strong>Society</strong><br />
Pilot Proficiency Program. While there, r met a pilot<br />
who mentioned in casual conversation how difficult his<br />
approach into Orlando had been the night before after a<br />
long cross-country flight from his home airport. He spoke of<br />
poor judgment and the difficulty he had reading his flight<br />
instruments. He mused, "Am I getting too old to ny?"<br />
As it turned out, he had flown his <strong>Bonanza</strong> nonstop<br />
770 NM with not much help from the wind. The duration of<br />
that night had been five hours with a cruising altitude of<br />
11,000 feet. r asked him if he had used supplemental<br />
oxygen en route. He said, "FAR 91.211 did not require the<br />
use of supplemental oxygen below 12,500 feet."<br />
As I later thought about that conversation, it became<br />
apparent to me that this <strong>Bonanza</strong> pilot probably had experienced<br />
hypoxia. With that in mind, let's take a serious look<br />
at what the medics call hypoxia.<br />
Oxygen is essential to human life. W/e cannot Jjve without<br />
it. Total lack of oxygen is fatal. Partial lack of oxygen is<br />
treacherous. Partial lack of oxygen is what the medics call<br />
hypoxia. Hypoxia is an insidious hazard as we climb into<br />
the aunosphere. Its onset is without pain or other warning<br />
symptoms.<br />
To grasp what hypoxia is all about, one needs to review<br />
basic gas laws and atmosphere components and pressures.<br />
As we breathe in air, Gmham's Law tells us that if o)",),gen<br />
partial pressure is high enough, oxygen will pass inward<br />
through the lung membrane by the process of diffusion.<br />
As the oxygen diffuses through tlle lung membrane, it<br />
combines with hemoglobin and results in bright red arterial<br />
blood. The blood cells are saturated with oxygen at sea<br />
level. AB oxygen partial pressure rolls off as we ascend,<br />
oxygen sanlr-ation drops. As oxygen saturation drops,<br />
hypoxia begins its stealthy intrUsion into pilot perfonnance.<br />
The atmosphere (air) is a mixture of gases. Of these,<br />
nitrogen and oxygen are the most abundant. If we ignore<br />
the rare gases, air is a m ixture of 80 percent nitrogen and<br />
20 percent oxygen.<br />
Dalton's L'lW states that total air pressure is the slim of nitrogen<br />
and oxygen partial pressures. As total air pressure de-<br />
By Bob Ericksen, ABS L19850<br />
cays with altitude, !3oyle's Law lells us that less gas will<br />
occupy a cubic inch.<br />
At sea level, total air pressure is about30"Hg; at 10, 000<br />
feet total air pressure is about 20" Hg; and at 18,000 feel,<br />
total air pressure is about 15" Hg.<br />
At sea level, oxygen panial pressure is about 6 " Hg; at<br />
10,000 feet, oxygen partial pressure is about 4" Hg; and at<br />
18,000 feet, oxygen partial pressure is about 3 " Hg.<br />
As oxygen partial pressure drops below 5" Hg, around<br />
5,000 feet or so, hypoxia begins its indifferent stage. Night<br />
vision begins to deteriorate.<br />
As oxygen partial pressure drops below 4" Hg, around<br />
10,000 feet or so, hypoxia begins its compensato/y stage.<br />
It reaUy becomes serious. Visual acuity continues to decay<br />
and coordination and judgment are impaired. There is no<br />
pain or discomfort associated with this stage.<br />
As oxygen partial pressure drops below 3" Hg, around<br />
18,000 feet or so, hypoxia begins its disturbance stage. By<br />
then, you have little incentive to take corrective action. Everything<br />
seems to be just fine. Time of useful consciousness<br />
drops to about 20 minutes.<br />
Some pilots feel that they Cdn go higher becallse they<br />
have acclimated to life in Denver or Aspen. To some degree,<br />
that is tnle. Depending on pilot health, such acclimation can<br />
add 1,000 to 2,000 feet to the above altitudes. However,<br />
under no circumstance is the tolerance raised by the height<br />
of home base, i.e., Denver (5,500 feet) or Aspen (7,500 feet).<br />
For a lot of us, altitude tolerance is reduced by Our life<br />
style. As an example, alcohol acts as a toxin. One ounce of<br />
alcohol can reduce your altitude tolerance by 2,000 feet.<br />
And hemoglobin has a great affinity for carbon monoxide.<br />
Smoking can reduce your altitude tolerance by anotl,er<br />
2,000 to 3,000 feel.<br />
\Vhile we are on altitude tolerance, don't forgel that a<br />
minor exhaust leak can cause carbon monoxide levels to<br />
rise dramatically.<br />
Consider sticking a fresh carbon monoxide detector on<br />
your instrument panel evety Lhree months or so. They are<br />
available at auto stores and FBO's. The cost? Two to three<br />
(continued on page 32(9)<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3204
How to buy a used bird<br />
By George Wilhelmsen<br />
ABS25435<br />
Steering clear of used airplane purchase nightmares.<br />
Whether YOLI are a student pilot or a seasoned velemn,<br />
nothing can bring more pride than purchaSing<br />
an airplane. \Vhile new planes are available, most of<br />
us have to settle for a used bird because of the cost. Used<br />
planes, especially used <strong>Bonanza</strong>s and Barons, provide a<br />
safe and economical way to fly. H owever, there are people<br />
out there who are out to get your money and saddle you<br />
with something less than what you desire in an aircraft.<br />
Before you even think of laying money down on the<br />
table and assuming ownership of an aircraft, you should<br />
have a gr-dSp of what you are buying. One way to obtain a<br />
good idea about the plane of your dreams is to give it a<br />
thorough looking over.<br />
What do you look for? A good source of information on<br />
the condition of your potential purchase can be found in the<br />
maintenance records and receipts from previous years.<br />
<strong>Bonanza</strong> and Baron aircraft take a greal deal of ca re and<br />
feeding, and while an exact price is difficult to define, they<br />
typically cost from 51,000 to $3,000 per year for annual inspectiOns<br />
and maintenance support. \Vhile not impossible,<br />
there are few <strong>Bonanza</strong>s that can be maintained for less than<br />
SI ,ooo per ye-dr, so aircraft that have a cheap maintenance<br />
histolY may be a wallet-emptying experience.<br />
The selvice manual figure for the <strong>Bonanza</strong> annual inspec~<br />
Lion is between 21 and 25 hours, and in some shops up to<br />
35 hours, with higher figures for the Beech Baron. If the<br />
receipts show several annuals that cost $250 to 500, it is time<br />
for you to start to wonder whether or nOt the plane has been<br />
receiving a proper inspeaion.<br />
Most of you have probably already flown in other <strong>Bonanza</strong>s,<br />
so lookfor things that don't look right. For example, I'll<br />
wager thal you have never seen cheap, clamp type wire<br />
splices in an airplane. None are approved, yet eve!), year<br />
some well meaning individual-be it a mechanic or an<br />
owner-installs a few to hook up some new toy. Such<br />
splices can cost you dearly should they happen to cause a<br />
short in your electrical system while in flight. TIley are also<br />
an indication that a closer than average prepurchase inspection<br />
is needed before you buy.<br />
In older <strong>Bonanza</strong> and Baron aircmft, look at the base of<br />
the nose gear around tile lightening holes. These holes admit<br />
water if nOt covered, which moistens the felt above the<br />
bearing. The result is hidden corrosion that can cause your<br />
nose gear assembly to fail.<br />
Look at the upper sUljace of the wing for any raised sections.<br />
Beech planes are assembled to tight tolemnces, and<br />
nearly all of their wing surfaces are flat. Raised ribs could be<br />
a sign of an overstressed aiIframe, or worse yet, severely<br />
hard landings.<br />
Listen. to the engine as it turns over, from the moment the<br />
starter is engaged. If you are not sure what it should sound<br />
like, d1en find someone with a <strong>Bonanza</strong> and find out! Starter<br />
drive assemblies and fuel boost pumps have very regular<br />
signature sounds that tiley make. Anything that sounds different<br />
offers a clear sign of possible engine trouble in the<br />
future.<br />
Once the engine is running, listen for backfires or misses.<br />
Backfires are a sign of potentially leaky exhaust valves, and<br />
misses could be anything from a bum magneto to a sick<br />
plug or plug wire.<br />
Speaking of the engine, look around the exhaust system<br />
pipes for yellow stains. Those stains are usually caused by<br />
leaks in the system, and they will have to be repaired. Also<br />
examine the area where the exhaust pipes mate with [he<br />
engine. If you have gaskets that are leaking, the intake<br />
manifold opposite the leaking gasket will be stained with<br />
gr-.ay lead or brown ash. Either way, it will need to be taken<br />
care of quickly to avoid damage to the engine.<br />
While you have the cowl open, take a good look tlround<br />
for oil leaks or fuel stains. Nearly every engine has at least<br />
one smallle'dk, but any large leaks should be taken care of<br />
promptly.<br />
A look at the belly can help to identify a leak, as the oil<br />
will stream from the engine compartment to the tail. Espe<br />
Cially copious leaks will leave a layer of oil that will actually<br />
drip when ule 'Iirplane is parked. Find out where the plane<br />
is located and arrive at least one hour early to allow you to<br />
inspect it before it can be cleaned up.<br />
As long as you are looking at the belly, look Itl1der the<br />
fuel cells in the wings for stains. Small leaks will accumulate<br />
a dark stain that is difficult to remove. Leaks that occur in<br />
flight will tend to stre-dm aft.<br />
Sit down and acnlally read the log books. How many<br />
hours and years has it been since the engine was overhauled<br />
or rebuilt? How many hOllrs has the plane flown in<br />
the past few years? Long peliods of inactivity are hard on an<br />
•<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3205
engine, and tend to cause them to wear out before their<br />
rated TBO.<br />
Wben was tbe prop last overbauled, and how many hours<br />
have elapsed' A prop that was overhauled 19 years ago is<br />
well overdue for service. Are there any problems noted as<br />
recurring, for example, a jug that has been pulled for rework<br />
again and again?<br />
Do all tbe radios and l1avigtlfion equipment llKlrk'Check<br />
to make sure that there are not any circuit breakers that are<br />
open or refuse to reset. Try all the switches and breakers on<br />
the panel to assure that each will operate properly.<br />
Remove the gust lock , and after assuring that you will not<br />
bump anything, move the controls Ib .. ougb their fit/I range of<br />
travel. Feel for any binding, and insure the control wheel<br />
will return to the center position after the ailerons have been<br />
deflected.<br />
Finding one problem is not an indication of chronic<br />
neglect, but if the troubles start to add up, then perhaps it is<br />
time to look towards another airplane. If you choose to<br />
continue to consider the plane for purchase, at least lower<br />
your bid to a level that will allow you to correct the deficiencies<br />
without busting your budget.<br />
If the seller walks, then you are probably better for having<br />
seen through his plans. I have yet to run into someone<br />
who was trying to honestly sell their plane who objected to<br />
an inspection of the plane or logbooks. By the same token,<br />
do nO! allow a seller to badger or shame you into a purchase.<br />
Such pressure tactics are designed to goad you into<br />
buying and are not conducive to a good decision.<br />
Once you feel that you want the plane in question, take<br />
it to a respected facility that is well versed il1 Beechcrafl<br />
equipment and obtain a thorougb inspection and A.D.<br />
compliance check. By doing so, you will have a better idea<br />
of what you are buying before you pay for it, and will<br />
hopefully avoid having to learn the hard way later.<br />
Before you buy any airplane-let alone a <strong>Bonanza</strong> or a<br />
Baron-you should become familiar with the model in<br />
question. Undoubtedly, your best source of infortnation on<br />
Beech airplanes will be good Beechcraft mechanics and a<br />
number of books, most notably Colvin s Comer.<br />
I can honestly state that if you read ornl Colvin's book<br />
from cover to cover, you should be able to gain an understanding<br />
of problems that have besieged the <strong>Bonanza</strong><br />
and Baron line over the years. Thus armed, you will be<br />
able to recognize those same foibles in the ajrcraft you are<br />
looking at.<br />
Doing it the hard way<br />
To purchase an aircraft without having a Beech proficient mechanic inspect it is to invite disaster.<br />
As someone who had only heard of ABS and not of<br />
Norm Colvin, 1 took a different approach when I purchased<br />
my Debonair. Buying on a shoestring, I found<br />
a plane that was in flyable shape, but it was nO! in the best<br />
of condition. Instead of investing in a good prepurchase inspection<br />
at a Beechcraft shop, I went for a $l(lO mistake at<br />
a local FBO.<br />
The FBO assured me that he knew what he was looking<br />
for and took my check with a smile. To his credit, he did<br />
check all the Airworthiness Directives against the logbook<br />
and verified that the engine compression was within limits.<br />
The retraction check went without a hitch. My Sl(lO mechanic<br />
told me that the plane looked great, and that he<br />
thought it was well worth the price. Three months later, I<br />
learned the hard truth.<br />
At the suggestion of David Constantine--owner of<br />
Dwight AjrpoI1, as well as a well preseIVed E55 Baron-I<br />
took my plane over to Elliott Flying Service in Moline for<br />
some routine maintenance. He had helped me compile a<br />
laundry list of items to be checked, including fuel strainer<br />
screens, and other often missed items in the airframe, during<br />
an annual perfonned by a non-Beech shop.<br />
Tom James, Service Manager at Elliott Flying Service,<br />
took a personal interest in my aircraft. He perfonned a<br />
walkaround with me, and in doing so identified some interesting<br />
problems.<br />
James first pointed out that the elevator paint was peeling<br />
and the magnesium underneath was corroding. If I did<br />
not have it taken care of soon, I would end lip re-skinning<br />
the elevator. He also noted that the inside of the airframe<br />
was clean and free of corrosion, but found some problems<br />
with the control cable tensions. Finally. he wid me that<br />
one of my elevator horns was magnesium, something my<br />
non-Beech FBO had been unable to do.<br />
The landing gear on my Deb was so free of grease stains<br />
that it looked as if it had nO! been lubed in years. I had<br />
asked the folks at Elliott to give it a good grease job, and<br />
they set to the task. Remarkably, all the zircs took grease.<br />
The staff at Elliott performed the retraction check, and<br />
then noted that the gear had been over-retracting by pointing<br />
out the small dimple in the skin above the wheel well<br />
on the upper side of the wing. A slight adjustment eliminated<br />
the problem.<br />
Then the A&P performed a curious test: curious [0 me in<br />
that I had watched my prepurchase inspection and it was<br />
nO( perfonned at that time. The mechanic checked the<br />
down-lock tension on the landing gear.<br />
The mechanic uses a recording spring pressure gauge,<br />
and pushes it up against the torque knee to see at what<br />
pressure tl,e gear knee breaks with the gear down and locked.<br />
The left main and nose gear went without a problem, being<br />
well within tolerance. The righl main was another story.<br />
Down lock tension is set by adding or removing washers<br />
from the spring pack on the individual landing gear retract<br />
rcx:ls. Since the tension on the right main seemed to be too<br />
high, the mechanic figured he would have to remove a<br />
washer. The washer packs were the same on each side,<br />
(cOlitinued on page 3271)<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3206
Thanks for Orlando BPPP. [ just<br />
wanted to drop you a note to rell you<br />
how very much I enjoyed the recent<br />
BPPP session at Orlando last weekend.<br />
This was my third visit to your school,<br />
and once again, [ feel that [ got a tremendous<br />
amount out of the program.<br />
The key to YOUT progrJIll seems to<br />
correlate precisely to the level of instruction<br />
you provide. Your classroom<br />
instructors were velY well prepared<br />
and very thorough. And, if all your<br />
flight instnlctors are as rigorous as Jack<br />
Mcintosh, everyone Dew home from<br />
Orlando much sharper than when they<br />
arrived. Jack is a dandy.<br />
A final anecdote to let you know<br />
that your session on ''Judgment'' didn't<br />
go to waste. On Sunday, I was presented<br />
with the option of either the<br />
Daytona 500, or leaving Florida a day<br />
early to get 10 my home in Missouri<br />
ahead of a possible storm system<br />
brewing in the Midwest.<br />
Thankfully, [ chose the latter because<br />
I awoke in Missouri on Monday<br />
morning in the midst of the worst<br />
snowstorm here since 1979-.. over 12<br />
inches!<br />
Attending the car race would have<br />
caused me to exercise superior skiJIs to<br />
extricale myself from the difficult situarion<br />
of Monday's ice and heavy snow.<br />
Lesson leamed!<br />
Thanks again for your effolts al<br />
keeping the BI'I'P the quality flying<br />
and learning experience that it is.<br />
-R. Scott Matthews, j~ , ASS 21861 ,<br />
Sikeston, Mo.<br />
Preheating engine in cold weather. I<br />
read with imeres[ the article about the<br />
method for preheating member Bill<br />
Palm's Baron. It was of special interest<br />
to me because for several years [ used<br />
exactly the same method for preheating<br />
my own 56TC Baron, except that I<br />
used galvanized e ight-inch stove pipe<br />
lhroughout with a plain tee to divide<br />
the flow. I also llsed a keroscne burning<br />
salamander heater.<br />
I rigged up the entire syslem on the<br />
hangar floor and it stayed there all<br />
ready to use all the time with a clock<br />
timer to U1rn it on early in the morning<br />
an hour or more before my arrival at<br />
the airport. Everything worked fine.<br />
Combustion of hydrocariJOn fuel<br />
produces H 2 0 in the fonn of steam,<br />
actually more steam by weight than<br />
ABSFORUM<br />
An idea and information<br />
resource for all ABS members.<br />
the RIel humed. I did not like that idea<br />
vel)' much. It did not appeal to me to<br />
be preheating those velY expensive<br />
engines with stcclm. The ste-dm could<br />
condense in the cylinders and the<br />
crankcase and oil and the ignition system<br />
and electrical system and not be<br />
evaporated until the engines had been<br />
run for awhile. So I thunk up a much<br />
better and simpler idea, a little system<br />
that I can cany in the plane.<br />
I bought two 1200 wan hair dryers,<br />
electrical extension cords and found<br />
some old wool blankets with which to<br />
cover dlC engines and stuff into the air<br />
intakes. I jusl place the hair dryers inside<br />
the engine cowlings in such a<br />
position mat they will blow wann air<br />
all around inside and connect them to<br />
the nearest outlet. T use the hair dryers<br />
al only half speed, Olherwise the electrical<br />
load would be too heavy, but for<br />
the single engine <strong>Bonanza</strong> 1 can use<br />
full power. At my home hangar, I use<br />
the same timer as before. It is possible<br />
to have special engine cowling heat<br />
insulating covers made up that won't<br />
blow off in the wind if outdoors.<br />
This system is velY successful and<br />
heats the entire engine and its oil with<br />
perfectly dry air. Just a few days ago, I<br />
heated the engine in my <strong>Bonanza</strong> in<br />
very cold weather in this way. I starTed<br />
it at half speed by tlle timer two hours<br />
before arrival to fly and the entire engine<br />
and its oil were hot to the touch.<br />
My Continental C-185-ll engine has<br />
a (hy sump and a separate oil mnk and<br />
the tank and oil were very wann.<br />
When I fly cross-country in cold<br />
weather, I carry two ShOI1 ex[cnsion<br />
cords for the two engines in the Baron<br />
and a 100 foot extension to reach a<br />
nearby hangar. If not tl1at close to an<br />
audet, I have the plane moved to it. I<br />
threw the stove pipes away and now<br />
don't know what to lise the salamander<br />
for. I suppose I could use it to<br />
heat the hangar and breathe steam<br />
myself, plus some CO. That's not such<br />
a hal idea either.<br />
I fly the tmbocharged Baron at<br />
some high altiuldes and moisture in<br />
the ignition system is very "'ungood"<br />
when the armosphclic pressure is low<br />
up high. And y'know what' I've never<br />
l<br />
been charged for the electricity. I have<br />
saved the cost of having the engines<br />
preheated widl combustion heaters at<br />
airports. I have Ste~l111 heat in my house<br />
and that's enough trouble. But healing<br />
an airCf'dft engine with steam yet! Ugh.<br />
Yours, for cozy cll)' engines.--:/obn<br />
M . ./YIi/lel; ABS #809, Poughkeepsie,<br />
N.Y. Former Director at large and<br />
also presidel1t of UFO (UI1i1ed Flying<br />
Octogenarians), tbe world's most e..."rc/usive<br />
pilot club. Take good care of<br />
yourself al1d you might qualify for<br />
membership som.eday.<br />
New product review: WashWax. I have<br />
recenlly had occasion to try a new<br />
product called Wash Wax developed<br />
by Aero Cosmetics of San Antonio,<br />
Texas. If T say that it is an amazing<br />
innovation, I'd be understating the<br />
credit due.<br />
Wash Wax is designed to "dry-clean"<br />
an aircraft by employing a spr"y-on,<br />
wipe-dry technique that tolally eliminates<br />
the need for the hose-and-bucket<br />
routine, water, or moving the aircraft.<br />
\VashWax comes in both a regular and<br />
a heavy-duty version. Each \vaxes and '"'<br />
prOlects while it cleans. I use it on bod1 • ,<br />
my Beech Baron and on my Lealiet for<br />
everything from after-night touchups<br />
to completc washing.<br />
The time T save to get the appearance<br />
I want is truly remarkable and no<br />
maner how bad the grime, WashWax<br />
handles it e'dsily. My contacts tell me it<br />
handles the Gulfstream class equally<br />
well , and since it doesn't interfere with<br />
maintenance, we can now clean our<br />
aircraft anywhere and any time.<br />
Wash Wax and the rest of the Aero<br />
Cosmetics line is just now becoming<br />
more available on the open ma rket, so<br />
I thought [ should let our other members<br />
know about its speed and convenience.<br />
No usc keeping something this<br />
good a secret! -Mike MaiOl1e, ABS<br />
26638, San Antonio, Texas<br />
About gust locks and O-rings. Just a<br />
couple of small technical notes that<br />
may be of interest to other members.<br />
First. I have often wondered<br />
whether it is safe to tow our <strong>Bonanza</strong><br />
V3513, SIN 10123, with the gust lock<br />
installed. When parking at FBO's, they 1,-.".<br />
invariably want the brakes left off so I r ,<br />
they can move the aircmft around and<br />
I always wam the control column hJUst<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3207
lock in place to protect the control<br />
sutfaces from ever-present dangers.<br />
Since I've been unable to find<br />
good inf0n11ation on this matter, J did<br />
my own Iitlle test during the last annual.<br />
\Vith the aircraft on jacks, the<br />
nose w heel was rotated with the gust<br />
lock bOlh in and out. We could neither<br />
feel nor measure any Significant<br />
difference in the fo rce required to<br />
turn the nose w heel. This suggests<br />
that towing the ai rcraft (which<br />
requires turning [he nose wheel) with<br />
the gust lock installed poses no threat<br />
to control linkages.<br />
Second. I've had knowledgeable<br />
old ABS salts tell me that when my<br />
gas gaps (Shaw Aero type) start closing<br />
hard and little cracks show upon<br />
the large O-rings, that it's time [Q<br />
replace the rings. I have found, however,<br />
tha( even new rings treated with<br />
Parker Iiale O-ring Lube show cracking<br />
in a very short time and that caps<br />
close ha rd because the earning<br />
surfaces are galled, or more commonly,<br />
lack lubrication.<br />
A drop o r two of silicone, or a dab<br />
of O-ring lube on the bearing surface<br />
where the gas cap lever rides against<br />
the top of the cap housing will work<br />
wonders. In fact, without some small<br />
lubrication here, it can be very difficult<br />
to close the caps or check for proper<br />
adjllSUTIent of the cap. On more than<br />
one occasion. I've seen ov,TJlers putting<br />
the muscle to caps to close them. This<br />
can lead to galling and is easily solved<br />
by a drop of lube. - Robert Can· , ABS<br />
19257, East lansing, Mich.<br />
Checking belt tension. In the December<br />
1992 issue, both Noml Colvin and<br />
Lew Gage had some conunems on<br />
checking belt tension on those engines<br />
that have belt driven genera(Qrs or<br />
alternators. I would like to add my two<br />
cents worth. In these inflationary times,<br />
it may even be worth four cenrs.<br />
EveI)' so often, it is worthwhile to<br />
pay atte ntion to what your enenlies are<br />
saying. In this case, the enemy is<br />
Lycoming. Lycoming Service Instruction<br />
' 0. 1129A describes an extremely<br />
easy, neat and reliable method for<br />
checking belt tension.<br />
You simply use a torque wrench<br />
and derennine the torque necessary to<br />
make the genermor or alternator pulley<br />
slip against the belt. Since l ycoming<br />
did not take the trouble to copyright<br />
the ir service instruction, I shall quote it<br />
directly.<br />
a. Apply a lOrque indicating wrench<br />
lO the nut that anaches the pulley to the<br />
generalOf and tum it in a clockwise direction.<br />
Observe the torque shown on<br />
the wrench at the instant the pulley<br />
slips.<br />
b. Check the torque indicated in step<br />
(a) with torque specified in the follow~<br />
ing chan. Adjust belt tension accordingly.<br />
Torque indicJted<br />
at generator<br />
Width of Belt Condition pulley<br />
3/ 8 inch New 11 to 13 ft.lbs.<br />
3/ 8 inch Used 7 to 9 rUbs.<br />
1/2 inch New 13 to 15 ft.lbs.<br />
1/2 inch Used 9 (0 11 ft.lbs.<br />
Note: The higher tension specified for<br />
a new belt is to compensate fo r the inilial<br />
stretch 1hm takes place as soon as it<br />
is operated. These higher (cnsion va l<br />
LIes should not be applied LO belts<br />
which have been used preViously. Although<br />
the specified torque values for<br />
DC generators and alre mators are the<br />
same, the tension for alternator belts<br />
should be slighlly higher than the tension<br />
applied [0 DC gener-dtor belts.<br />
Also, Chrysler alternators do not have a<br />
nut on the shaft and therefore cannol<br />
be checked by this method.<br />
If you do not have a torque wrench,<br />
you can buy one at Sears or K-Mart for<br />
about $8-far less than it would cost to<br />
have an A&P dleck the belt tension.<br />
You w ill also need a ' y" socket for the<br />
generator nul. I do not know what size<br />
nurs are used on alte rnators (other<br />
than Chrysle r), probably the same.<br />
Lycoming fa ils to mention that you<br />
do have to hold the prop from turning<br />
while you are checking the belt tension.<br />
Also, the belt manufacturers have<br />
recently gone meLric. The three-eighths<br />
inch w ide belts, which I think are used<br />
by all Continentals, are now shown as<br />
8 mm. -Chet Steele, ABS 22902, San<br />
Antonio, Texas.<br />
Baron alternator problems. We had a<br />
problem with both alternator waming<br />
lights coming on at various timestaxiing<br />
out, afte r takeoff, in cmise<br />
night, in the landing configuration. It<br />
did not appear to be in conjunction<br />
with the operation of any avionics<br />
component or system. It seemed they<br />
would always kick out when your attcntion<br />
was on some mooe of flighttaxiing,<br />
takeoff, landing-never when<br />
you were looking at the load meters.<br />
Our local Beech shop loaned us<br />
their digital voltmeter that hooked up<br />
to the lighter socket. We operated d,e<br />
plane o n the ground. cutting on and<br />
off all lights and avionics. We duplicated<br />
a kickoff when we shut off tl,e<br />
landing lights. Volts went to 32 o r 33<br />
volts, the n kickoul. This tells us the<br />
over voltage protection is doing its<br />
thing. $0 now we h~lve a spike that is<br />
kicking dle alternator off line. Is d,e<br />
spike coming from taxiing out, taking<br />
off, cruise or landing?<br />
We decided to try and pinpoint the<br />
problem operation on one alternator<br />
or one voltage regulawr. \Vle flew in<br />
the pattern with all combinations of<br />
voltage regulator and alternator. It<br />
kicked off once-when we were in<br />
cruise and low power settings looking<br />
out the window for traffic. This was all<br />
done with the digital voltmete r in<br />
place. The load meters showed any<br />
combination of alternator and voltage<br />
regulator carried the load fine-except<br />
when it kicked out, we were on vohage<br />
regulator ':1, right alternator.<br />
I wrote Norm about our problem.<br />
He suggested changing a voltage regulator.<br />
Again, to me, dle voltage regulators<br />
were doing their thing~ver voltage<br />
trip when we get over voltage spikes.<br />
We talked to our local avionics<br />
shop to see if they had any ideas on<br />
which avionics component would<br />
cause a voltage spike. They felt it was<br />
alternator caused.<br />
We talked to John Evans of<br />
Aerotech very ncar LOU (Bowman<br />
Field , Louisville, Ky. ). John suggested<br />
stopping in when down (hat way to<br />
see w hat we could figu re o u t. \Ve<br />
scheduled a visit.<br />
On the way to LO U, they kicked<br />
alit five times-four in flight at cruise,<br />
once on fmai.<br />
On arrival, we contaaed Rich<br />
Coover, service manager for Kennlcky<br />
Flying Service (KFS). Rich wanted to<br />
run up the plane whUe it was still hot<br />
from the flight. We could not get anything<br />
to kick out. His opinion \vas that<br />
it was O.K. Of course, we knew bener.<br />
Next morning, both alternators<br />
were removed and Aerotech picked<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3208
them up for bench testing. They<br />
checked OX However, they replaced<br />
the brushes in both (one had short<br />
brushes) and bench tested again.<br />
Again OX<br />
After replacing both alternators in<br />
the plane, John stopped by. He was<br />
nO( satisfied since nothing really specific<br />
was found. He brought over a<br />
voltage regulator to replace the # 1 on<br />
the plane as a loaner.<br />
r flew it home and everything<br />
worked as it should-giving me a<br />
whole lot better feeling when flying in<br />
!Me WX. John said to fly it awhile to<br />
see how it goes-then we can make a<br />
decision on the other voltage regulator.<br />
We paid for the voltage regulator,<br />
(5125), John's time and two KFS technicians<br />
plus Rich Coover's work on the<br />
plane all day for 5252.41, including<br />
ing for max alternator output (and<br />
max. voltage-hence the trip voltage<br />
of 32 ± 1 VDC is exceeded) so both<br />
alternator warning lights come on.<br />
-Bill Palm; ABS 22970, Kirkwood, Mo.<br />
HELP WANTED<br />
If you have learned something important<br />
from your fiying experience, this is<br />
your chance to share it. Just mail your<br />
contributions to ABS Newsletter, P.O.<br />
Box 12888, Wichita, KS 67277.<br />
ABS member G reg Schindel is<br />
in need of a copy of STC SA<br />
153 EA for the 15 gallo n flight<br />
extender tip tanks. Please call<br />
Greg at 1-800-999-9485.<br />
THIN AIR<br />
(continlledjonll page 3204)<br />
bucks. Cheap insurance against a<br />
deadly intruder.<br />
Now, let's think about that five hour<br />
flight that culminated in a difficult<br />
approach and night landing at Orlando.<br />
An alternative would have been<br />
to cruise at a lower altitude. That was<br />
deemed unacceptable due to a stratus<br />
layer below that contained ice.<br />
Another alternative would have<br />
been to use supplemental oxygen at<br />
altitude. That was ruled out since the<br />
<strong>Bonanza</strong> pilot, like a lot of other general<br />
aviation pilots, had never used<br />
supplemental oxygen equipment<br />
before.<br />
Supplemental oxygen equipment is<br />
sim ple a nd easy to use. The equipmem<br />
can be installed pennanently in<br />
an airplane or it can be carried in a<br />
portable package that includes an<br />
oxygen bottle, an oxygen regulator<br />
and one or more oxygen masks. I have<br />
carried a portable package in my airplane<br />
for years and it has made my<br />
long-range flights at altitude comfortable<br />
and safe.<br />
Typically, these types of oxygen<br />
systems are of the constant flow variety.<br />
The oxygen mask is a mask with a<br />
bag on it. Oxygen flow is set by a<br />
regulator based on cruise altitude. The<br />
system increases oxygen partial pressure<br />
by increasing oxygen percentage<br />
of the inspired air, i.e., when you<br />
minor parts. Real professional help at a<br />
very reasonable price.<br />
When you have generator/ alternator/<br />
voltage regulator charging problems,<br />
call John Evans at Aerotech in<br />
Louisville, Ky. He has an ad in Trade<br />
A-Plane and his phone is 1-800-634-<br />
0190. Kentucky Flying Service also did<br />
a great job on getting us in and out in<br />
one day. T hey are a great team!<br />
We really did not find the real culprit<br />
until our annual when the batteries<br />
were pulled and checked. (We had<br />
disconnected the batteries before as<br />
they were both new when we bought<br />
the plane.) One banery had a bad cell<br />
which explained why the alternator<br />
kicked out on taxiing out.The alternators<br />
were on max charge trying to<br />
make a 12-volt banery out of a lO-volt<br />
battery. The voltage regulator was callcruise<br />
at 11,000 feet j<br />
your mask air<br />
mixture approaches 30 percent oxygen<br />
instead of 20 percent oxygen at sea<br />
level. At 18,000 feet, mask air mixture<br />
approaches 40 percent oxygen. Bottle<br />
duration is a function of cruising altinlde<br />
and the number of masks in use.<br />
Bottles are easy to service.<br />
The use of supplemental oxygen<br />
would have probably relieved the <strong>Bonanza</strong><br />
pilot of his hypoxic symptoms<br />
during his descent into O rlando.<br />
Remember, FAR 91.211 is manda-<br />
(Ory. Tc is a minimurn standard. You<br />
might want to consider using supplemental<br />
oxygen a L lower altitudes when<br />
flying long legs above 10,000 feet<br />
during the day and above 5,000 feet at<br />
night.<br />
Any pilot flying high performance<br />
ai rplanes over long distances at altitude<br />
owes himself an altitude chamber<br />
ride to experience hypoxia first <br />
hand. Like a vertigo chair rid e, an<br />
a ltitude chamber ride will make a<br />
lasting impression.<br />
-@.--<br />
Some general suggestions which apply to young, healthy flyers:<br />
1. Carry oxygen in your plane or don't fly above 12,500 feet. ~ bad<br />
weather lies ahead, go around rt if you can't get over rt.<br />
2. Use oxygen on evel)' flight above 12,500 feet. You'li probably<br />
need it, and when you do, you might not realize it.<br />
3. Use oxygen on protracted flights near 12,500 feet. It<br />
won't hurt and you'll be a lot sharper pilot<br />
4. Use oxygen on aI/ night flights above 5,000 feet. If )'Ou<br />
want to give )'Our night vision the best protection, use oxygen<br />
from the ground up.<br />
5. Breathe nonnal ly when using oxygen. Rapid or extr
Advice flows in on flying to Reno ASS Convention<br />
Visit F1ite Craft on way to convention .<br />
I always look fOf\vard w ith great interest<br />
to reading in the ABS Forum of<br />
places to visit, where to get quality<br />
service and about the great products<br />
that deliver what they promise. TIlat is<br />
why I am eager to share wiLh you my<br />
experience with Flite Craft Turbo and<br />
their Turbo Nonnalizing System for<br />
Beech <strong>Bonanza</strong>s. You may have seen<br />
in these newsleuers their recent advertisements<br />
'with testimonials from other<br />
satisfied customers. To these testaments,<br />
I can only add "ditto."<br />
I now have 200 hOllrs of flawless<br />
perfonnance on my system. It is a top<br />
quality product, excellent craftsmanship<br />
and it delivers whm was promised-TLS<br />
perronnance in a Beech<br />
<strong>Bonanza</strong>. Enough said!<br />
What I would really like to share<br />
w ith you, however, is what wonderful<br />
people make up Flite Craft Turbo.<br />
Their hospitality is unmatched. They<br />
are eager to help with any and all<br />
transportation and accommodations,<br />
including discounts at the local lodge.<br />
They are fellow ABS members and jllst<br />
outstanding people.<br />
I feel very fortunate to have purchased<br />
such a quality product but even<br />
rnore fortunate to have made such<br />
wonderful friends. I wish the same for<br />
you-so on your way [0 Reno to the<br />
convention this year, plan at least one<br />
leg via Lew Gage's "southern route"<br />
and playa fuel stop at beautiful Pagosa<br />
Springs, Colo. (Steven's Field). Tour<br />
Flite Craft's shop, meet some wonderful<br />
people, visit the town, and take in<br />
some of the most beautifu l scenery<br />
anywhere!<br />
Even if you never buy one of these<br />
great systems, you will surely enjoy<br />
your visit and their friendship. (Warning:<br />
You may not want to leave.)<br />
Better yet, go sooner, install a system<br />
and fly to Reno like I will: higher,<br />
fasrer, smoother and safer. -Brent<br />
Holmes, ABS 26960, Kramer Jet, Calif.<br />
A plug for Ogden. I am writing to add<br />
some local info to the recent newsletter<br />
articles-" Reno or Bust" lasr November<br />
by Lew Gage and "Flying out<br />
to Reno" in Janu31Y by Robin WIlite.<br />
My entire flying career has been out of<br />
Ogden, Utah, so the "Cha llenge of the<br />
Rockies" has always been with me.<br />
I always fly 11,500 eastbound,<br />
10,500 west. <strong>Bonanza</strong>s seem to love<br />
those altitudes. I have been a partner<br />
in five since 1958: Two plain 355, one<br />
C Model, one J Model and dle present<br />
V35B and they all seemed to fly and<br />
perform well at dlOse altitudes.<br />
I agree with Robin that one should<br />
have a sectional chart and stick to airways<br />
bur my reasons are thal west o f<br />
Ogden to the Nevada border are restricted<br />
areas with F·l6s and other milita<br />
ry aircraft conducting bombing and<br />
gunnety missions. Also, at Fallon, near<br />
Reno, is a Navy gunnety range.<br />
Loran C direct rolltes could take<br />
you into these areas that would be<br />
very dangerous.<br />
At a risk of sounding parochial and<br />
putting a plug in for Ogden, I disagree<br />
with Robin on the use of Ogden as a<br />
refueling stop. v·6 goes right down<br />
Ogden Canyon. You can leave 10,500<br />
20 DME east of Ogden VOR; be at<br />
8,500 over Pineview Reservoir (east<br />
end of Ogden Canyon); continue to<br />
descend to 6,500 at west end of Canyon<br />
and nine times out of ten, Ogden<br />
Tower w ill clear you straight to Runway<br />
21 at 4,500 feet. All Hill AFB traffic<br />
is west of Ogden Airport. You do<br />
not have to "spiral down five or six<br />
thousand feet" through Hill traffic.<br />
Also, Ogden has some of the lowest<br />
gas prices in the country. Both<br />
Texaco and Chevron dealers offer<br />
AOPA and I'm Sllre ABS discounts.<br />
Ogden has a nice coffee shop and<br />
Avis car rental on the airport.<br />
Getting to Wendover also requires<br />
close attention to navigate around Salt<br />
Lake's TCA and the restricted areas.<br />
However, if you decide to press on<br />
to Wendover, and you have seen the<br />
historical Sights, Robin failed to mention<br />
that a phone call from the FBO<br />
w ill bring a van in about five minutes<br />
to take you to the Silversmith or Stare<br />
Line Casino for re'dsonable food and a<br />
bit of gambling, if you so desire. The<br />
van will return you prompdy to the airport<br />
and there is no charge for the service.<br />
[ hope this information will help<br />
An members have a wonderful trip<br />
to Reno. -Donald M . Pallfone, ABS<br />
1124, Ogden Utah<br />
Plan ahead. While reading Robin<br />
White's article in the newsletter about<br />
travel to Reno, I came to a sudden<br />
stop when I got to the part about<br />
Scottsbluff, Neb., being a good RON.<br />
A few years ago, on the way back<br />
from Alaska , I looked on the charts for<br />
a good place to RON, and picked<br />
Scottsbluff because of the size of the<br />
yellow on the WAC.<br />
\Y/e made "guardnleed" reservations<br />
at the Best \Vestem, and anived<br />
around 7:00 p.m. When we arrived, we<br />
found that the Best Western had no<br />
transportation, and also learned that the<br />
town had no taxi service. Fonunarely,<br />
we alTived as the FBO was closing and<br />
the line boy said that if he could fmd<br />
the "lcIunker" keys, we could use that.<br />
He d id, and we were able to sleep in a<br />
bed instead of having to pay for a bed,<br />
but sleep in the tenninal.<br />
We hadn't used the tent or sleeping<br />
bags at all in Alaska, but I was begin·<br />
ning to believe that we were going to<br />
have to use them in ScottsBluff.<br />
Maybe it has changed, but, wherever<br />
you plan to RON, transponation is<br />
no longer anything YOLI take for<br />
granted in the smaller towns, i.e. , those<br />
od,er than A TL, lAX, etc. -Barlie C.<br />
Hiern, Sr. , ABS L·1 632, Carrollton, Ga.<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong><br />
PAGE 3210
Replacement value?<br />
Consult d1e Bluebook.<br />
In these d:1YS of increasing values on<br />
aircraft, it is sometimes difficult to<br />
obtain a fairly accurate eva luation<br />
of your aircmft. The Aircraji Bluebook<br />
Price Digest is the most common LOO!<br />
lIsed by the insurance companies for<br />
this evaluation.<br />
The bluebook value is based on the<br />
average retail. YOli then mu:;l take into<br />
consideration the additional equipment,<br />
hours on the engine and condition<br />
of the aircmft.<br />
Let's look at a 1964 <strong>Bonanza</strong> 535.<br />
The averdge retail value in the Spring<br />
<strong>1993</strong> edilion is 544,500. This average<br />
value is based on the aircraft having a<br />
dual nav-com, glideslope, Lrdnsponder,<br />
encoding allimeler, ADF, two axis, big<br />
tanks, 725 hours since major overhaul<br />
or new, exceptional interior and paint,<br />
no damage history, a six month annual<br />
INSURANCE<br />
and all AD's campi ied.<br />
Since the lime before overhaul is<br />
1700 hours on the '64 535, the base<br />
avemge would be based on 725 hours<br />
since major overhaul (approximately<br />
42.5%). If the '64 535 has a low lime<br />
engine, add S10 an hour, or if it has a<br />
high time engine, subtract $10 an hour.<br />
Other avemge equipment that adds<br />
lO the avemge relail would be Dl'vIE,<br />
$1,000; lhree axis All', $1,260; RNAV,<br />
$940; u1ree-blade prop, $270; tip tanks;<br />
$810; and oxygen, $650.<br />
AnOlher guide for delemlining the<br />
value of your avionics is to determine<br />
lhe age of the equipment and the new<br />
list price as oUllined below.<br />
Percent of new list price by age of equipment<br />
1 year 7~<br />
2 years 60%<br />
3 years 5~<br />
4 years 400Al<br />
5-9 years 35%<br />
This table gives you an idea of<br />
how the average retail is looked at<br />
through th e eyes of the insurance<br />
companies. When you have ques<br />
[ions regarding the value o f your aircmft,<br />
send an equipment Iisl lO lhe<br />
insurance company for their evaluation<br />
so lhey will know exaclly whal<br />
you have in your aircraft.<br />
I[ is reconlmcnded that you insure<br />
your aircraft as close to replacement<br />
value as possible. Replacement value<br />
is not the amount for which you can<br />
sell your aircraft, which is oftentimes<br />
considembly less.<br />
If you have any questions concerning<br />
the value of your aircraft, please<br />
give us a call. We will give you the<br />
values currenlly in the "bluebook"<br />
and any other information we can<br />
help you with. You can call us ,oll<br />
free, 1-800-835-2677.<br />
Brenda j. Davrdson<br />
Vice President<br />
Rollins Hudig Hall of Kansas, Inc.<br />
HOW TO BUY A USED BIRD<br />
(conlil'lIledjrom page 3206)<br />
which prom pled a closer examination.<br />
That revealed a locked slip joinl in the<br />
righl reDact rod. Il would have lO be removed<br />
and replaoed.<br />
Altogether, the problems that<br />
Elliott's found for me ran in excess of<br />
$2,000 lO repair. The only person T<br />
have to blame for those problems is<br />
myself. If I had been smart enough lO<br />
lake the plane to the righl place, I<br />
would have known whal T was getting<br />
into before [ PUl my fOOL inlo it. [<br />
would have had a beller ide''' of whal<br />
was wrong, instead of a false sense of<br />
security. Worst of all , T missed a<br />
chance to negOliate a more fair price<br />
for the plane.<br />
Aircra ft are complex animals, strung<br />
full of controls and eleclronics. Planes<br />
have been nearly regula led lO the<br />
point of extincti on, and for that reason<br />
many people feel a false sense of<br />
safelY in the purchase of an airplane.<br />
Perhaps i[ is the' frequency of inspections,<br />
or thal the plane gets<br />
looked over al least once per year.<br />
Whatever il is, people buy aircrafl<br />
every day WilhoUl laking a close<br />
look, and worse yet without a good<br />
prepurchase inspection .<br />
Of course, the only lhing worse<br />
than a cheap prepurchase in'>pe:ction is<br />
no inspection. To purchase an aircraft<br />
Sight unseen, much less withoul first<br />
having a Beech proficient mechanic<br />
inspect it, is lo invite disaster. This is<br />
even more true of AmeIican <strong>Bonanza</strong><br />
<strong>Society</strong> members since ABS will attempt<br />
lO put you in touch with a qualified<br />
Becchcraft mechanic upon request.<br />
Such an offer should nol be<br />
passed up'<br />
Do nol repeal my error. Spend the<br />
money and gel a good prepurchase<br />
inspection. The money you save in the<br />
long run will far outweigh the COSl savings<br />
of a bargain inspection.<br />
George Wilhelmsen is a licensed Senior<br />
Reactor Operator with Commonwealth<br />
Edison . !-Ie is a 400 hour instmment<br />
rated pi/at and writes for Plane<br />
and pilol, Flight Training and the ABS<br />
Newsletter.<br />
EVERYTIllNG YOU LEARNED IN TIlE ORIGINAL<br />
COLVIN'S CllNIC. .. PLUS LOTS, LOTS MORE!<br />
It's h ere and available now! Noml Colvin's definitive new revised edition of the<br />
most authoritative le),.'tbook for the care and keeping of <strong>Bonanza</strong>s, Debonairs, Barons<br />
and Tmvel Airs lo be found anywhere al any price! There are 87 changes and additions<br />
lO the original book, including schematics and comparison charts for model<br />
changes up to 1992. It's a library in a book: a must for every ABS member.<br />
$39.95 - pills $3.50 postage and handling<br />
Send check, money order or charge lo VISA and MaslerCard<br />
Mail o r fax order foml on page 3203T.<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong> PAGE 3211
OUTLOOK<br />
•<br />
RENO ROUND-UP<br />
I visited the site of our <strong>1993</strong> annual convention<br />
on March 8 through March 10. The<br />
primary purpose of my trip was to sta rt the<br />
process of completing as many of the early<br />
arrangements as possible. Mainly, J was<br />
there to work on hotel reselv;Hions, ground<br />
trdnspOitation, and the host airport and FEO.<br />
I am pleased to report that our arrangements<br />
for these items are fairly well set Even<br />
though the two days were heavily scheduled.<br />
I did have time to enjoy the Reno atmosphere<br />
and to envision what the convention<br />
will probably be like in tllis very unique<br />
setting.<br />
World Class<br />
Even though Reno is really not an urban conununity, it is<br />
well known throughout the worl d. In tenns of visibility, it is<br />
strictly world class. \'\lhile there are green areas in town, the<br />
desert still shows through. To me, it is an interesting place<br />
in an interesting pan of the world-somewhere between the<br />
Old \'(lest and a sophisticated, intemational ciry.<br />
Hotel Alert!<br />
Our official convention hotel, the Reno Hilton, is a very<br />
nice fac ility that's getting nicer all the lime. By the time we<br />
check in on September 12, the latest renovation, including<br />
all new carpeting will be complete. Of more immediate<br />
importance is the fact that anyone interested in reservations<br />
at the hotel for the convemion elates of September 12<br />
to 15 should immediately contact ABS Headquarters.<br />
There are only a limited number of rooms available (at this<br />
writing) so act quickly!<br />
The Race Days<br />
There are absolutely 110 rooms available at the Heno<br />
Hilton for the dates of the Air Races (September 16 to 19).<br />
However, there are a limited number of accommodations at<br />
the Roadway Inn for those date. The Roadway Inn is loca<br />
ted within a five minute walk of the Reno Hilton. The<br />
Roadway Inn also provides frequent shultle service to and<br />
from the Reno Hilton.<br />
Tf you're interested, you can call Karen O'Shea at me<br />
Roadway Inn at J-8oo-648-3800. Make haste if you want to<br />
make a reservation!<br />
Taking Shape<br />
We are actively negotiating with our major speakers for<br />
the General Session on 'Ionday and for the Awards Banquel<br />
on Wednesday.<br />
We have already booked our speaker for the Sunday<br />
welcoming dinner.<br />
Reno Jet Center, Mercury Aviation have been selected as<br />
our Host FBO on Reno Canon Airport.<br />
We have scheduled our lra.ditional Barbecue<br />
at Stead Field (the site of the Air<br />
Races) for Monday night.<br />
Our flight Line Inspection will take place<br />
on Tuesday night berween 5:00 and 7:00<br />
p.m., followed by a cocktail hour and buffet<br />
at Lhe new S10 million Auto Museum.<br />
The Team<br />
As always, the <strong>Society</strong>'s Executive Committee<br />
is in overall charge of the convention.<br />
In addition to the guidance they provide, the<br />
Executive Committee, headed by ABS President<br />
\Varren H offner, also panicipates in<br />
much of the detailed planning and preparations for our<br />
annual event.<br />
Three of our ABS members who live in Reno, including<br />
Director Roger Murray. Lew Gage and Lynn Jenkins, also<br />
provide us with sollle vel)' special assistance and advice.<br />
\'(le'li bring you more details of what is shaping up to be<br />
a fine convention as they develop. Hemember, if you have<br />
not made your reservation , it's not too late (as we go to<br />
press)!<br />
TELEPHONE DISCOUNT PROGRAM<br />
TIle ABS is offering customized long distance telephone<br />
discount programs optimized for each member's business<br />
and residentiaJ needs. These programs use the major long<br />
distance telephone companies, including AT&T, as underlying<br />
carriers and save members up to 25 percent on their<br />
business and residential long distance bills.<br />
Additionally, using this service supports the ASS with<br />
monthly contributions for as long as members use the service,<br />
allowing the ABS to further its member programs.<br />
The ABS long distance discount progl"dms are for bolh<br />
residential and business use. Residential progmms can be<br />
subscribed to by contacting ABS Headquarters and requesting<br />
a discount fOlm. Business progmms are optimized and<br />
detailed through a written proposal from an analysis of the<br />
needs, long distance telephone usage and calling pattems of<br />
the company enrolling under the A BS plan.<br />
Each program is guaf"dnteed and the resident i ~1I or business<br />
service may be rewrned to the original service without<br />
Cost if the member is not completely satisfied.<br />
Additional infonnation and service applications can be<br />
obtained by calling toll free 1-800-283-1092.<br />
AnENTION<br />
ABSMEMBERS<br />
Please include your ASS number with your letters to the editor and have the<br />
number ready when you call ASS Headquarters. This will help so much in getting<br />
your questions and correspondence handled quickly. Thank you.<br />
AMERICAN BONANZA SOCIETY, APRIL <strong>1993</strong> PAGE 3212
APRIL<br />
16-18 · <strong>Bonanza</strong> Pilot Proficiency Program.<br />
Columbus, Ohio. Cut-off date: 3-31. Contact:<br />
ASS Headquarters. 316/94&