April 1993 - American Bonanza Society

I IN THIS ISSUE I 

COVER. Spirit of Rochestel; Bob Wahl's F33A and winner of the First Round-the 

World Air Race, is our Bonanza of the Month. 

Story on page 3197 

PRESIDENT'S COMMENTS . . 

3196 

AMERICAN BONANZA SOCIETY NEWSLETTER 

(I SSN 0003-1178) 

published by 

AMERICAN BONANZA SOCIETY 

A New York Non-Profit Corporation 

Organized January 1967 

Publication Office 

1922 Midfield Road, Wichita, KS 67209 

316/ 945-6913 • Fax 316/ 945-6990 

Cliff R. Sones, Executive Director 

Vickie Russell, Admlnlsuatlve Assistant 

Patrie Rowley, Newsletter Editor 

Betty Rowley, Associate Newsletter Editor 

Vickie Russell, Newsletter Coordinator 

lavina Kaufman, Advertising Coordinator 

BOARD Of DIRECTORS 

Warren E. Hoffner, President 

943 Laflte Court 

Town & Country, MO 63017 

Term expires 

... 1995 

Ray L. leadabrand. Vice President ....... . 1993 

80 Joaquin Road 

Portola Valley, CA 94025 

Bonnie J. Whitman, SecretaI)' ........... 1995 

P.O. Box 739 

Pauma Valley, CA 92061 

John H. Kilboume, Treasurer ............ 1995 

444 E. 75th. S.F 

New Yor\(. NY 10021 

William H. Bush ..... ..... ...... •.. .. 1993 

8710 Prichett Drive 

Houston. TX 77096 

James C. Cassell, III ........ ••• ....... 1993 

3121 Carolwood Lane 

Torrance, CA 90505 

Barrie C. Hiem. Sr. . . . . . . . . . . . . . . . .. 1994 

108 Sunset Court 

Carrollton. GA 30117 

Perry C. McCollom. . . . . . . . . . . . . . . . .. 1995 

10207 Afton Road 

Louisville, KY 40223 

C. Roger Murray . 

4225 Longknife Road 

Reno, NV 89509 

. ...... 1994 

PAST PRESIDENTS 

6.J. McClanahan. MD, ABSHL1 ..•......... 1967~1971 

Frank G. Ross. ABSHL386 ••••••••••.•••• 1971~1973 

Russell W. Rink. ABSHL4 .. .....•.•.•.••• 1973-1975 

Hypolite T. Landry. Jr .. MD, ABSHL1449 ...•• 1975-1976 

CaMn B. Earty. MO. PhD, ABSHL1797 ••••.. 1976-1977 

Capt. Jesse F. Adams. USN(RET), ABSHL772 •• 1977-1978 

David P. Barton, ABSHL534 .............. 1978-1979 

Alden C. Barrios, ABSHL3326. . • .•.•.. 1979-1980 

Fred A. Driscoll. Jr .. A.BSH12976 ••••••••••• 1980-1981 

E.M. Anderson. Jr., ABSHL33 ............. 1981~1983 

Donald L Monday. ABSHL9904 ••••••••••• 1983-1984 

Harry G. Hadler. ABSHL1487 ••. . • . 1984- 1985 

John E. Pi)({on. ABSHL2819 . . • .. ••• 1985-1986 

Charles R. Gibbs, ABSHl6317 . . .... , , •. 1986-1987 

Joseph McC lain. III. ABSHL860 . . .. 1987-1988 

Lee Larson, ASSHl1325 ..•.•••... , ...•. 1988~1989 

William H. Bush, ABSHl3810 ...••.......• 1989-1990 

Ray L. Leadabrand, ABSHl4722 .........•. 1990~1991 

James C. Cassell. III, ABSHL 7741 • . . 1991~1992 

The American Bonanza Society Newsletter is published 

monthly by the American Bonanza Society at the Wichita Mid 

Continent AiI"pOft. 1922 Midfield Road, WIChita. KS 67209. 

The ptIce of a yearly subscnptJon Is included in the annual dues 

($35) of Society members. 5ec0n0dass postage paid at 

WIChita. KS. 

The Society and Publisher cannot accept. responsibility tor 

the COrrec:tfleSS or accuracy of tho maners printed herein or for 

any o~nions e~pressed. Opinions of the Editor or contributors 

do not ne

Recently, the American Bonanza Society Air 

Safery Foundation announced plans for a 

S5 million endowment fund-raising drive. The 

money will be used to funher the greatest cause to 

which we, as an organization, can devote ourselves: 

safety in our skies. 

Only the interest from investment of d1e endowment 

will be used; fUl1her, a pOl1ion of the interest accnred 

will be kept with d1e original invesunent as a hedge 

against inflation. This will ensure that d1e money we 

raise will keep its value into d1e next century. 

There are a number of ways the goal of improved 

safery in our skies will be accomplished as a direct 

result of a successful fund drive. I'd like to oudine a few 

of those. 

First, 'we will hire an administrative director for the 

Air Safety Foundation. His duties, among others, will 

include the overall management of the ASF, including 

selection and evaluation of qualified inspector! 

instructors, responsibility for all the educational 

programs of the ASF, setting up proficiency and 

maintenance seminars in locales where the greatest 

number of pilots can attend at the lowest possible 

cost, production of manuals and brochures, and 

communication of the ASF successes and needs to 

the membership at large. 

Secondly, d1e Bonanza/Baron Pilot Proficiency Programs 

and the Service Clinic programs wi ll be expanded 

and underwritten so that even d10ugh they are 

PRESIDENT'S COMMENTS 

Safety In OUf Skies 

better than ever and available to more pilots in more 

locations than ever, their costs will not rise above d1e 

current rates, if at all possible. 

Thirdly, a series of Bonanza- and Baron-related videos 

will be produced and introduced to the membership 

at a nominal fee as a result of this endowment 

fund ing. 

Some of d1e potential topics include: Emergencies ill 

Bonanzas and Barons, Bonanza and Baron Icing Perils, 

Su mmer and Winter Operations/or Bonanzas and 

BalOns, Bonanza Systems, BalOn Systems, Forced landings, 

Bonanza and BalOn PlOficiencyIRecunrmcy, and 

many od1ers that apply to all of us. 

We also hope to secure additional STC, 337 infonnation 

and technicaVinstallation drawings for d1e libralY 

d1at will be shared with the membership. 

In all, the goal of the endowment fund dlive, once 

achieved, will ensure d1e abiliry of the ABS/ ASF to raise 

the overall safery of all our pilots and aircraft into the 

next centlllY and beyond. 

In funlfe issues of the newsletter, we'll have even 

more reasons for you to become pal1 of this wOlthwhile 

project 

Until next month ... safe flying. 

~ Fe~ 

AMERICAN BONANZA SOCIETY, APRIL 1993 

PAGE 3196

BONANZA OF THE MONTH 

; 

Round-the-World Air Race 

Bob Wahl ,md Steve Nagorny pilot 1967 F33A 

Bonanza to victol)' in 25 day race. 

OnJuly 12, 1992, pilot Bob Wahl qf Rochester, N.Y. , 

and copilot SIeve Nagomy of York, Pa., piloted Wahl's 

F33A inlO first place in Cannes, Fmnce, 011 the final 

leg of thejirst Round-the-World Air Race. The mce WClS 

sponsomd by Arc en Ciel, a Paris aviation club with a 

histOlY of doil1g this type of event. 

l,'nlml1ts in the mce cClmefrom Belgium, C""CldCl, Fin 

IClnd, Fmnce, Cemlany, CUCllemala, Hong Kong, India, 

Sweden, the United Kingdom Clnd the US.A. The 27 participating 

ai-rcrCljl mced around Ihe world, over the 

Soviet Union all the WCly to Siberia, crossed the Bering 

Stmit to AlaskCl, .flew eastbound over C""adCl and the 

United StClles, then into CmenlClnd and, ajler a jinal 

jump over the North Atlantic, on to CClnnes, Fmnce. 

Throughout the grueling 25-day mce, Wahl's 

turbononllalized BonanzCl 'l'emClined in eitherjirst or 

second place, baWing if out against a multitude of different 

aircraft, including other non turbocharged Beech 

Bonanzas and a B36TC; Cessna 210s, 310s, a 340, 

414s, 421s; Piper Twin Comanches, an Ael'Osta/; and a 

Piper Malibu; a Mooney 252 YBE; a turbo ClasClir JJJ; 

Clnd various other high peljormClnce aircmft. 

Assisted by a 70 knot tClilwind on their jinal leg, the 

team of Wahl and Nagomy mced into Cannes to victO/y. 

The /ollowing is a shol1 synopsis 0/ the 

mce as laid by Bob Wahl. 

For the flight, I had my 1987 F33A 

Bonanza modi.fied with the installation 

of a Flitecraft Turbonormalizer 

and 80-plus ga llon tip tanks 

designed by Ff'dnk Haile and fabricated 

by Bill Bancroft. We were also equipped 

with Gamlin GPS, Argus 7000 moving map, 

Smnnscope, GEM, Shadin fuel totalizer, and 

two 115 cu. ft. oxygen bottles. 

Prevailing westerly winds would give the 

turbo-equipped airplane an advantage, taking us 

over the weather and giving us access to stronger 

tailwincl

Tailwinds the big winner. \Ve won the Fresno leg by a small 

margin but remained second overall. 

Fresno to Frederick The 1,987-mile Fresno-Frederick leg 

was made nonstop while almost everyone else stopped for 

fuel, and in spite of a big 360 turn to clear the Sierras, en 

route thunderstonns, and induction icing near Ch icago, we 

won the leg by 0:11:03 over DoLibleEagleand 0:30:00 over 

Tailwinds, putting us back in first overalJ by 0:11:13. 

Palle! of Bob \f/ab!'s 1987 F33A Bonanza. 

surrounded by a cmmbling infrastructure. I believe tha.t the 

resourcefulness bred of years in tllis system will enable them 

to overcome their current problems and emerge as a firstrate 

economy. 

Moscow to Irkutsk The 2,517 NM Moscow-Irkutsk run 

was one of ollr best legs, bur also rhe most difficult. This was 

our first takeoff wid, full fuel, but with 17,000 feet of 

Ravenskoe runway we had no problems. At Fl6300 (20,670 

feet), Steve experienced hypoxia because he was turning lip 

my oxygen flow instead of his own, and then about nine 

hours into the flight, I began having a ltitude problems, with 

burning eyes, painfully-dry nasal passages and hypelventilation. 

As if this were not enough, number [wo cylinder went 

lean with the CHT going over red line, making it necessary 

[0 reduce power and richen the lTlD.'ture. Despite tllis, high 

altitude tailwinds and OUf ability to go nonstop-while most 

other competitors were forced to refuel at Omsk---enabled 

us to win that leg by 0:34:00 over the Malibu, Ai,. Lany, and 

0:49:23 over Tailwinds. 

Irkutsk to Yakutsk After clearing a panially-plugged injec 

[Or, we depalled on the lrkutsk-Yakutsk leg where strong 

headwinds brought us a sixth place finish, 0: 19:33 behind 

Tailwinds. In YakUlsk we spent two nigh15 on a riveriXlat on 

the Lena River, and enjoyed some sightseeing and a terrific 

picnic with a cololful group of Yakutsk natives. 

Yakutsk to Anadyr The 1,425 mile Yakursk-Anadyr leg 

was flown in good weather at our altitude while Tailwinds 

was nmning imo icing below us, and we increased our 

overall lead to 1:17:50 while winning this leg. Double Eagle, 

a 310 flown by Harlon Hain and Paul Hamer, remained third 

overall, 1 :35:30 back. 

Anadyr to Nome The off-race leg to Nome was flown with 

the midnight sun on our left and Double Eagle on our wing. 

The Eagle stayed on our wing thorugh an NDB instnJment 

approach to minimullls at Norne. Harlan, a fOnller 

SR-71 pilot, was in the left seat. 

Nome to Victoria to Fresno Big-time headwinds on the 

.:\lome to Victoria leg erased our over one-hour lead, with 

Frederick to Goose to Godthab The leg to Goose was 

damage control, with light headwinds, and after the off-race 

leg to Godthab, Greenland, we were ahead overall by only 

two minutes. 

Godthab has only 3,100 feet of runway, so we strippc'd 

everything movable out of the ~Iirplane and with a forecast 

of good tailwinds, o ff-loaded some fuel. We depalted with 

12 knots of wind down the runway for the 2,300-mile nonstop 

flight to Cannes, France. 

Godthab to Cannes and a win! In itially we showed a 

negative fuel reselve but as tailwinds as high as 75 knots 

fiUed in, things began to look good, and we made Cannes 

in 10:13 at an average of 230 knots. 

This fmal leg gave us the overall win by 1 :05: 19 over 

Tailwinds and 1 :16:50 over Double Eagle. Hots Liglle, a 

Cheyenne III flown by Bruno Keppeler, won the ttuloine class. 

A festive awards ceremony and au revoir to our many 

new friends marked the end of an experience of a lifetime. 

-Bob If/abl, ABS 25360, Rochester, YY. 

For particIpation In the first Round-th.,.World Air Race, 

Wahl'. 1987 F33A Bonanza had the following equipment: 

RiteCraft Turbonormalizing System 

lQO.galion "Dolly's Daughters" wing tanks 

Osbome tip tank fuel system 

Beryl D'Shannon gap seals 

115 cu. ft. builHn oxygen system 

Icol11-725 HF Transceiver 

King KFC 200 Right Director 

KNS 80 Nav System 

King KX 155 

KY 196 Com 

KT 76A Transponder 

KR 87 ADF 

Insight GEM 

WX 10 Stormscope 

Shad in Fuel Computer 

Argus 7000 

Garmin GPS (since replaced by Magellan Skynav 5000) 

Electric Attitude Gyro 

Aitecom intercom with digital voice recorder 

Telex ANR headsets 

SarSat emergency locator beacon 

Spare portable GPS 

Editors note. A more detailed account of this race will be 

eanied in ABS Fabulous Higbts, which is scheduled to be 

published in late summer. 

-@-- 


PAGE 3198

I Q I M35 oil filter. My corporalion 

is now the proud owner 

of 'I9860R, a 1960 M35 

Bonanza. This is Ill)' first 

Bonanza so I have several questio ns 

for you. 

The 10-470 e ngine has an oil 

screen. I have seen that there is a kit 

available to replace the oil screen with 

a fil ter. Do you think this conversion is 

wOl1hwhile? 

Also. I have noticed a discrepancy in 

the Beech owner's manual and the 

Continental engine manual. The Beech 

manual says to change the o il every 50 

hours whjJe the Continental ma nual 

says evclY 25 hours. How often should 

I change the oil? -David N. Schach, 

ABS 28861, San Fmncisco, Calif. 

rpm, OAT was 12 C (ISA+ 19); lcanedlo 

20 degrees rich of peak, the CHT 

sr.,yed pegged al 200 C. Other examples 

are, al 4,000 ft., OAT 24 C 

(ISM 17) 23/2300, 20 degrees rich, CHT 

pushing 225 C, so cowl flaps were 

opened, al 9,000 feet OAT 16 C 

(ISA + 19) full lhrotlle (20.8 inches) 2400. 

20 degrees rich, CHT 200 C cowl flaps 

closed . 

I am very meticulous in the operation 

and service of lhis aircraft, as any 

!>afc pilot/owner should be. I alway~ 

felt that g(xxi maintenance and operation 

according to the POH would get 

this engine to TBO. Now I am con- 

] . Norman Colvin, retired Beech cerned thal excess heat translates to 

Project Engineer on Bonanzas excess wear. 

and Baro ns, AmcriGIn Bo nanza My question is, will a holter operat- 

Society's Technical Consulwnt ing engine (e.g. 200 C) wear faster than 

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 

~ A 

hour intervals if the engine autho r of ColL'm s ClJmc. 175 C range or is the difference neglidoes 

11.01 have the o il filter gible? Secondly, do you believe the 

and 50 hours if it does have a filter.You Can pur- excess oil consumptio n is re lated to the hotter running 

chase dle oil filter ada pier for your engine from Warren tempera lures' -john F. SCianillo, _NID.. ABS 19181 , Fort 

James, phone 619/ 438-9590. 

Lauderdale, Fla. 

\Vhen this adapte r is installed, the o il screen can be 

removed and whoever installs the adapter must be sure that 

four or five thread contact w ith the e ngine is obtained. 

When you talk to \Varren James, ask what the lock nut 

torque value is. 

10.5508 cylinder head temperatures. You have 

~ Q 

probably seen the Beechcraft SelVice Comlllunicalion 

(No. 91, daled May 1992) regarding high 

CI-IT's on the 10-550B engine. I own a 1988 A36, 

SIN 2421 wilh 770 hours and r would like 10 share my 

obsclVations for your conunents or suggestions. 

I have noted all along, since acquiring this aircraft, that 

the CHT would rise close to the red line on climbout requiring 

lowering of the nose. You just can't climb out at Vy and 

keep dle CHT below 238 C (Red Line). 

1 expressed concern about this to several mechanics and 

was led to believe d1at Ihe 10-550B nonllally ran hol. The 

only suggestion I received was to usc Mobil AV-I ($8.00/ 

quart) because it could w ithstand these hotter operating 

temperatures. 

Along with the honer CHT temperatures, I have been 

experiencing increased oil consumption of one quart evelY 

3.5 hours. No I",,,k can be found bUllhe breadler lube drips 

a few dro ps. I found the oil dipstick had vibrated loose on 

one occasio n and re placed the gasket but it hasn't helped. 

There is an interesting quirk when leaning this e ngine. If 

leaned 10 20 degrees lean of peak EGT. Ihe CHT wi ll cool 

down to 175 C, whe reas at 20 degrees rich of f'C'"k the CHT 

is pegged at 200 C. Most mechanic') do not have an explanatio 

n for this and some don't be lieve it, but my guess is that 

unburned air is cooler than unburned fuel. 

I fl y in the southeast, based in Fort Lauderdale. On a 

typical trip at 11 ,000 feel M.P. of 19" (h,Jlthrottle) and 2400 

I AA I The 10 -550B engine had a cooling problem, however, 

Ihis problem can be solved b)' calling Turbo 

Flight, phone 303/731-2127. These people have 

obtained STC approval for new engine baffles that 

really correct the problem. 

r would suggest that you add a second gaskel lO Ihe oil 

dip stick cover. Unless this cover is tight, it will allow air to 

enter the crankcase, pressulizing the case, which forces oil 

Ollt the engine breather nlbe. 

It wouldn't hurt 10 boroscope the c:ylindcrs to check for 

their condition. The engine is using more o il than n0 I111al. It 

is possible that the cylinder walls have rust spots. 

\Vhcn you lean the engine o n the lea n side of best 

power, the engine develops less (X>wer. so less heat is generared, 

CHT cools down. You are right, excessive hear contributes 

to premature wear and shorter engine life. 

I would suggest that you get light on the baffle change, 

since it definitely wi ll solve your problem. 

Fuel mixture problems. I have a 1966 C33A Bonanza 

and I am havi ng trouble with the e ngine 

~ Q 

running rough when the mixture is enriched on 

descent. 

\X1he n descending from altitude, me engine begins to run 

rough when the mixture is put in too far. At about 2,000 feet 

we have to leavc the lnixture about one to one and a half 

inches out. Full rich at this altirude causes the engine lO run 

rough. \VIe have been leaving the mixture out this far, or 

perhaps a little less, all the way to the ground. Then, on rollout, 

we have had trouble with the engine dying wh ile it is 

at idle. Lately. we have had to increase the throttle until the 

rpm is 1000 to prevent rhe motor from dying on roHouL 

In servicing the syslem, we decreased the mixture until 

• 

COLVIN'S CORNER 


PAGE 3199

, 

we obrained a 25 rpm increase at shutdown. (111e mL\.'tUre 

has been decreased as much as possible, i.e .. it C""dnnOl be 

physically decreased any more.) Previously, it was about 70 

rpm at shutdown. This adjustment seemed to have no effect 

on our problem. We dlen tested the fuel pressure. Idle pressure 

was approximately six to seven pounds. -nle high pressure 

was adjusted down to 29-30 pounds. Once again, these 

adjustments seem to have had no effect. Hot days are probably 

worse than cold days. 

I have looked through the owner's manual but I have not 

found much information abollt proper ~Idjllstment of the 

mixture on a descenl. At about what altitude should r be 

able to make the mixture fu ll rich? 

The engine (10-52013) has approximately 570 hours 

SMOH. The airplane just went through its annual inspection. 

All the spark plugs were cleaned and the worn ones were 

replaced. Compression was good in all cylinders (70+). Do 

you have any suggestions on how to ftx our problems? 

-ROil D. \vinter, ABS 25999, San Mateo, Calif. 

Here are things you should check The throttle 

ann and a short metering anll are on the same 

throttle shaft. Open the throttle one-third of the 

way open, then hold the metering ann and try to 

move the Lhrotrle ann. The rwo anns should move together. 

There should nor be any appreciable amount of wear in the 

linkage berween the fuel metering ann and li nkage. Check 

the vent ho le in the cap on the manifold valve. There should 

nOt be any fuel stains around the hole. 

I would guess that you have the bracket sponge induction 

air filter. On a quiet clay, remove this fi lter and go ny the 

airplane. If this corrects the problem. replace the filler with 

the pleated flIter. When you are at, say, JO.OOO feet and start 

to let down, reduce rpm but don:t touch the mixture until 

pattern altitude, then go full rich, unless pressure altinlde 

dictmes differently. 

My guess is the trouble is in the induction air filler. One 

more thing to check is the alternate air door. Be sure it has 

good spring tension. I feel sure that one of dle above checks 

will correct the problem. If not, let me know. 

I Q I Fuel mixture problems. I have a question regarding 

EGT method of mixture control. [ have a single 

probe EGT and I lean to 50 F rich of peak at 

6; percent power. The fuel pressure at this setting 

is considerably lower than the 65 pe rcent range on the fuel 

pressure gauge. Typically at 50 F rich of peak the fuel pressure 

is around ;.5 psi at 6,500 feet rather than the book 

value of 6.6 psi. Is this something to be concerned about? 

Should I keep the fuel pressure in the 65 percent rdnge regardless 

of EGT' I do average about 12 gaVhr leaning to 

50 F rich of peak. 

Secondly, I've noticed, or at least perceived, an increase 

in engine vibration. Engine temperatures and pressures all 

remain nonnal and I have nO( noticed any decrease in 

available power. It JUSt seems to vibrate more and appe ~lrs 

more p revalent at higher rpms. I just changed the oil and, 

as I do at every o il change, sent a sample to be analyzed. 

I don't have [he resuils yet. Is there some diagnostic test 

that can be done to determine the cause of this vibration? 

It would help my peace of mind to know. The engine has 

about 650 hours SMOH. 

I believe the crankshaft is original and that would mean 

it has about 3400 hours. I"ve pulled the prop through and 

did not feel any cylinder to be completely flat. Mag checks 

are good. Oil consumption is still around one quart eve!), 10 

hours. TIle Beech prop inspection \vas just done--no cracks. 

Could these two questions be related? In other words 

could T be over-leaning' -Bill de Gm/), ABS 26789, 

Ridgecrest, Calif. 

Since there is room for error in both me EGT and 

~ A 

fuel pressure gauger I would like to start with 

basics and check for the unmetered fuel pump 

pressure. To do thiS, a fuel line should be teed 

into the fuel line between the engine driven fuel pump 

and the fuel metering valve. A fuel pressure gauge should 

be hooked to the teed line. At 550 to 600 rpm, fuel pressure 

on this gauge should be 9-11 psi and at full static. 

should be 25-27.5. ext, check idle mixture. \'\Iith engine 

idling at 550 to 600 rpm, pull out on mixture control until 

the engine quits, however, just before it quits, the tachometer 

hand should jump 25 rpm. With the basic information 

calibrated then it is a matter of testing the fuel pressure 

gauge for accuracy. 

If this proves OK, then check the EGT probe. I'm nor 

Sllre, but 12 gallons an hour seems a bit lean. I just am not 

sure. For engine vibration, check right hand exhaust tailpipe 

for clearance, where it exits the nacelle at the cowl flap 

opening. You should have three-forths inch clearance. 

Next use a flashl ight and look up the exhaust tailpipes to 

see the flame cones inside the mumers. The flame cones 

should be centered inside the muffiers. If not. the)' have broken 

loose causing roughness. Check the hose that connects 

the two induction air balance tubes. TIlis hose is directly in 

front of the engine, so it is hard to see. 

It wouldn't hurt to check the engine mounts for condition. 

I wouldn't rule out over-leaning, not beGluse of what 

you a re doing, but possibly bc(:ause of fuel pump 

unmetered pressures. 

If this persists. let me know. 

Bonanza rig problems. Thank )'ou for ),our help 

~ Q 

with my undercaniage problem recently. Your 

letter, the sight of the relevanr pamgrdph in your 

book and the great improvement that a new bolt 

and bush make has satisfied my engineer that it is OK. 

Certainly the movement in this joint is now quite small. 

Whi le completing d,e airfmme check, my engineers had 

to adjust the small trim tab cables, as they were below tension, 

to the port side and they tell me they adjusted each 

cable by an equal amount. However, when I next flew. T 

noticed that the trim wheel needed to be almost at its full 

nose down position to maintain level flight at 75 percem 

power at 3,500 feet and a good amount of left rudder \vas 

needed to keep the ball in the center. 

To correct this, they adjusted tJle other trim tab up one 

degree and the side slipping problem was solved, but she 

still needed t.he trim set at three degrees nose down for the 

cnlisc with just myself and wife on board and the center of 


PAGE 3200

gravity near the forward limit. To adjust this, both trim cables 

were adjusted one degree further. 

\'(!hen I test flew her, I found that there seemed a larger 

amount o f vibrc:l.tion noise from the propeller. The trim 

needed the same three degree nose down setting for level 

flight and the air speed was greatly reduced. When the 

wheels were lowered, I needed virtually full power to main 

Lain height in the pattem which was quite frightening. 

Over the past years, beginning with the strengthening of 

the rail , then the replacement of the ruddervator skins, the 

trim has needed fUither forward adjustment and I ('anna[ 

help tllinking that the whole setting of the rudde,vators and 

trim needs to be adjusted starting [rom scrdtch. Having suggested 

this to my engineers, they advise that they do not 

have the necessary tools and neither do the main Beechcraft 

dealers here in England. I understand the pan numbers for 

dlese tools are 35-590087-1 , 35-590087-3 and 35-590087-9. I 

wonder if you would be kind enough to recommend a supplier 

and comment on whether you think this course of 

action is correct. -Christopher R.E. S. "fay/at; ABS 15375, 

Surrey, England 

A 

I arn always disturbed when mechanics change 

~ 

cable tenSion, mainly because it w ill change considerably 

due to outside air temperature changes 

that cause the airframe structure to grow in length 

in hot weather and shrink in cold. Published cable tensions 

are based on 70 F outside temperarure. I think, in your case, 

trim tab travel should be checked from neutral. Up tab travel 

should be 5Y2 + Y2 up and 23 + 2 degrees minus (down). 

Once this travel has been established and the ball in the tum 

and bank rides to one side, first level the airplane on the 

ground. The ball should be centered. 

In flight , if it takes right rudder to bring the ball back to 

ceOler, loosen the trim tab turnbuckle on the cable that 

controls the right tab one turn and tighten the cable turnbuckle 

one tum that lifts the tab trailing edge. As a rule, this 

will correct the trouble. I would be reluctant to fool with the 

other cable tensions. If \:vorst comes to worst, the 

differential rig tool is available from United Beechcrdft, 

PIN 35-590087-1. cost SI74.67. 

Try the tab settings first. I think that is all that is really 

needed. 

Bonanza rigging. Since the wings of my aircraft 

were put back on it does not seem as stable in still 

air. I also notice that when standing about 10 

paces behind the center of the aircraft, w hen 

looking over the top of the horizontal stabilizer, the right 

wing appears to be higher than the left. How do I check if 

the wings are where dley should be? And what sequence of 

checking the rigging would you adopt in this instance? 

I have been reading through all my past copies of the 

ABS Newsletter (back to 1975) and I understand what you 

have said about rigging flaps and ailerons. I read your remarks 

regarding horizontal swbilizer not being horizontal in 

the August 1983 edition. My right stabilizer appears to have 

three-eighths inch drop at the tip. 

Thank you for your past assistance with parts. -Bill 

Arkell, ABS 11790, Port Denison, \'(7est Australia 

A 

~ 

With 

both flaps fully retracted, you should note 

that one inboard flap trailing edge is even with the 

fuselage belly willie the opposite flap inboard 

trailing edge will be below the fuselage belly. This 

is nomlal and is the result of the difference in wing angle of 

incidence. I don't see how one \ving tip can be higher than 

the other. This can be checked by leveling the airplane by 

a bubble level on the front spar cap and then shooting level 

with a transit. I don't think that you will find anything. 

If the airplane flies one wing heavy, try lowering the flap 

on the heavy wing, one half turn of the fl ap acutl.lator rod. 

Tf it is heavy, you might want to change angle of incidence 

on that w ing. 

I think it is the right flap trailing edge that should be even 

with the fuselage belly, but I'm not sure. 

Next, position the elevators in a horizontal position 

with both trim tabs in alignment with the elevator trailing 

edge. Sight along bodl elevator trailing edges. They should 

be in perfect alignment. Emh aileron inboard (railing 

edges should align with the outboard flap trailing edge, 

while the control wheel should be level. While the airplane 

is level on the ground, check the turn and bank ball 

to see that it is centered. 

If each wing came from different model airplanes, it is 

possible the stall strips on the wing leading edge are in the 

wrong place. 

I Q I Vibration on landing. My 1981 A36TC just developed 

a vibration on landing. The vibration does 

not OCCUt on takeoff so much. The entire panel 

begins to shake when I touch down and begin 

rollout. Your book says the shimmy damper is usually not 

the culplit but rather the tires. I have not changed tires in 

two years. 1 don't see any balance weights nor do I see how 

you can balance the wheels. Can the shimmy damper be defective 

or Iowan fluid and cause the panel to shake badly? 

-Ray Zinn, ABS 25104, unnyvale, Calif. 

The vibration is most likely caused by an out-ofbalance 

tire. Just for a check, ShOOl a touch and 

go. Once in the air, apply the brokes. If the vibration 

stops, we know it is the main wheels. You 

might try lifting the nose wheel off the floor and turning the 

wheel by hand. Check to see if tile tire is out-of-round. If so, 

it must be replaced. If the wheel bearings are free, the wheel 

w ill rotate, showing the heavy spot. Most tire shops C'dn balance 

the wheel. 

To check the shinuny damper, remove the 116 bolt from 

tile piston clevis and pull and push on the piston shaft. You 

should find resistance. If the shaft moves freely. then refill 

the shinuny damper. 

I'm sure the basic trouble is an out-of-balance tire. 

I Q I Modification questions. I became the proud owner 

of Bonanza N442B, a Model 35, SIN 01453, in 

February 1992. Having flown since 1953, I had 

always wanted to own a Bonanza. I just didn't 

realize it would take 39 years to fulf~1 my dreams. 

As you can tell from the serial number, the aircraft is 44 

years old. Although the logbooks are incomplete, the air- 

; 


PAGE 3201

I 

. 

I 

frame appears to have over 8300 hours. An E-185-8 engine 

was installed in 1965 and was majored in 1984. During this 

major, new cylinder/ piston assembLies, PIN 536727, were 

inswlled. My first question is: Do these new cylinder/ piston 

assemblies upgrade the engine to an E-185-11' 

TIle aircraft owners manual that carne with the plane has 

performance charts for an aircraft equipped with a Beech 

propeller. I have a Hartzell hydraulic prop HC-A2X20-4AI 

and do nOl think these charts reflect the operating parameters 

for an E-185 engine equipped with the Hartzell prop. 

Can you tell me where to get updated charts? 

TIle aircraft currently has 29 gallon main fuel tanks and a 

20 gallon fuselage auxiLiary tank. ls it pemlissible to install 

larger 25 or 40 gallon main tanks without extensive wing 

"beef-up'" Along the same lines, is it possible/ permissible 

to replumb tile li.le! system to retum the excess li.lel from the 

engine driven pump to dle fuel tank "from whence it (:'arne," 

mther than tile left main tank? 

r purchased Colvin 's Clin.ic last month and find it packed 

with valuable infonnation. You and Lew Gage provide valuable, 

up-to-date information in your columns. Keep the 

infoffilation coming! -Robson B. Sweney, Jr., ABS 28522, 

Alta Lema, Ca lif. 

A 

The placard plate on your engine should say 

~ 

whether it is an E-185-8 or E-185-11. If it is the 

E-185-8, takeoff rpm is restricted to 2450 rpm. If it 

is tile E-185-11, takeoff rpm is 2600. The cylinders 

have nothing to do with rpm, it is the countef\veighrs on the 

crankshaft that makes the difference. 

Your airplane came equipped Wi lh a wood blade prop. 

Most of these props were replaced with Beech Model 215 

metal blade props. Your Hartzell blade prop is better than 

the original wood blade prop, but it is restricted to the 

-8 perimeters. 

When an airpLane is modified by changing engine HP 

and propellers, it is no longer the same airplane that was 

produced at the factory. Unfortunately, those who make 

changes to the airplane do not develop new manuals, so 

you just have to live with the original manual. Your airplane 

was licensed in the original manual and your airplane was 

licensed in the normal category which means that it is not 

built to withstand loads that the later models will withstand 

and carry. 

To instaH larger fuel tanks in the wings, the entire wing 

would have to be rebuilt, so it is not practical. Same goes for 

rerouting fuel to the tank from whidl you are drawing. This 

would require major replumbing and would require major 

proof to the FAA, so don't even think about it. When you 

want the other improvements you have mentioned, trade up 

for a Bonanza that includes what you want. 

Land wheels up or down on a dry sandy beach? Recently, 

an ATR flying a Bonanza alone dead- 

~ Q sticked wheels up on a dry bathing beach about 

7 a.m., thereafter requiring transportation, prop, 

cowling, belly, flap, and probably engine work, pillS 

cleaning out sand. Rather expensive but no injuries at all. 

The undersigned, before gaining an IFR rating, stalllanded 

a light G35 on soft but dampened beach sand, 

wheels down, in a torrential rain. Result: 80 fOOl o;rollout, It 

no damage, no injuries, as I believe the ABS Newsletter 

once noted. Cost for mechanic with wingbolt lift sling, 

crane, flat-bed to inspect and deliver plane with police 

escOlt to the local airport on a summer Sunday morning 

was less than SI,500. Flew the plane home before supper, 

and o nl y a verbal report of the off-airport precautionary 

landing was required. 

Although we've been taught the nose gear requires tender 

loving care, what do available reports say will be the 

probable outcome of landing a Bonanza wheels down on 

soft beach sand? Are Bonanza pilots likely to decide 

. against wheels down beach landings because successful 

ones are not reported, whereas accident reports aU cite 

damage, skewing tile record' Should members be queried 

on this? -Name withheld by request 

Recently an ABS member had to dead-stick land 

~ A 

in a recently plowed, muddy field. He elected to 

land wheels down. He even had time to position 

the prop crosswise. At touchdown, the main gear 

wheels sank almost out of sight and tile nose wheel did not 

sink out of sight. Needless to say, landing roll was nil and 

there was no damage. 

In most cases, a Bonanza can be s ~lfely landed on a 

beach. lt would be wise to hold the nose gear off as long as 

possible. 

Erratic alternator operation. I'm a relatively new 

participant in the \vorId of general aviation after 

spending 20 years flying in the Navy. I'm a vely 

happy Bonanza driver, having started out properly 

enough, on the advice of a fonner Beechcraft salesman, 

on a 1967 A36. Ran that out; bought a 1977 BE35 V-Tail; ran 

that out, and am currendy doing my best to do the same 

thIng with a beautiful 1991 F33A. At the same time I'm 

upgrading the electronics on and preparing to familiarize 

myself with a fairly rare 1967 BE56TC Baron. 

Now the problem with the F33: The alternator warning 

light-situated alone, directly in front of me, below tile flight 

instruments and to the right of the standby air system light, 

instrument air waming light, etc.-lights up under any posirive 

"G" situation; no more than 1 Yz to 2 G's in a tight tum 

or abnlpt pull-up keeps tile light on as long as I sustain the 

G-load. What the heck's going on' Impact on the sensing 

switch, affect of the G-load on the drive belt, or what? -Hj. 

Koehler, lfl, ABS 26212, Elizabetll, J .j. 

The trouble that you are encountering could be 

~ A 

caused by a faulty PC board that is attached to the 

alternator, or it could be tile alternator out censor 

or it could be a loose or corroded temlinal. I feel 

sure that you will fmd that the trouble is in one of tile above. 

If not, please let me know. 

Please send your questions and/or tips and 

techniques to: American Bonanza Society, Attn: Norm 

Colvin, P.O. Box 12888, Wichita, KS 67277 


PAGE 3202

AD! L26000 

Louis H. Abbett L7978 

Brian S. Adams, ODS 1..28532 

Capl. JesseF. Adams fIL772* 

Richur'd Allin 1.22460 

John Anagnos L21306 

E. M. Anderson. Jr. 11L33· 

Leland T. Amh'cw LJ7655 

Charles W. Al'Ilold L27886 

Keith \'t' . Antcliff L20038 

David Atkinson 1..22604 

W. Kf>llIIelh Austin L18321 

Ph;! Baker L15241 

Jer'omc V. Balas L21584 

Joe Bit/'bee L6-139 

Paul BUl'ber Ll7149 

Alden C. Barr'ios HL13326* 

Dennis M. Bar'uett L16974 

D. P . Bar'toll HL534* 

Ralph A. Baue l' L18115 

Kurt n. Beckel' 1..17341 

Mrs. O. A. Bet.'Ch HLlOOOO' 

Jim Berger L27035 

Robert P. Berryman LJ2810 

Da,;d W. Best, M.D. L20591 

Terry E. Blodgett L5798 

James F. Blule In. M.D. L19602 

Roy Boatner L 17793 

Ken SOl'tner L20961 

Dr. GUt'), n .Bl'osfLnax L20 1~69 

Pau] J. Brown L2647 

C.W. Bryan' L9764 

Dr. Reinhard Bucbal), L15373 

Willicutl II. Bush Ill..3810* 

Cal-eel'l Company L 12587 

Dr. Chades Cnrey Ll09 17 

Jeffrey D. Cannon L1 362.1 

Jerry Carroll L7338 

Harvey L. CaSeDt:t!I' LlMa1 

Hollie Chappell L1894 

Howanl Chilton, Jr. L4561 

BG Tt:al R. Clu-istensen L7270 

Max J. Cobeu, D.D.S. L16207 

James E. Collins L24812 

J . NonlllUl & ellie Colvin HlA705* 

John D. Coulson L1 5591 

Roge l' D. Cox L7410 

John W. Cronin , Jr. L7189 

John P. Currall L17658 

W. Mutt Dalton L9438 

Tom Duvis L11859 

Woody D. Davis, ll.D. 1..23752 

Hober·t T . Di('kson, M.D. 1..27840 

Thomas l)'EI1II'(;,lI1ont 1..135373 

J oh II V. oOI'a 1..23590 

Joscph R. DOI·(·hak L12029 

Fr'cd A. Driscoll , Jr'. HL2976* 

ChaJ·lc8 T. Dye, Jr. L1490 

Eagle Air, Inc. L27i34 

Calvin B. Early, M.D . 1·11..1797" 

Dean S. Edmonds, Jr'. Ll 7185 

Georgf' P. Edmonds, Jr. LJ 2076 

KelUlCth F. Edwards L15143 

Joseph P. Egcl' L25523 

Donald E. Emch L1951 

James El'dman L13028 

Rober'l U. Ericksen L19850 

Bicha rd For'tier 1..25993 

Sturtley Fortier l A472 

Dun & Gayle Frccmun L1607'1 

Dllvid Garrison L25838 

Frank A, Gf'ih 1..3471 

Charles R . Cibbs HL6317* 

Dean K. Gibson L24253 

Gel'ald E. Ciddens L10208 

Joe W. Gillespie Ll4182 

Robe.·, Goff L23620 

J Il IllCS & Marjorie Connan 1..363 

R. A. Graham, M.D. 1..21003 

Helmut Huagmann L24174 

Russell W.Haekler, D.V.M. L9009 

Hal'l'Y C. Iladier T-IL1487* 

Ha lllh & Belly Hues]oop HL1l5* 

William Hale L5865 

Hex A. Han L19455 

D. E. Hanse n, M.E . . L26065 

Richa rd E. [[anson L18973 

II. A. Harlow Ll0238 

Stanley E. HalT]'" L2629 

Em st L. Haupt L15374 

Bill Hegmann L20593 

J effl'ey A. Henshaw 1..17570 

Pete I' Hen '. 1.27257 

Dennis S. Heusser L26776 

William E. Hicks L7508 

Barrie C. IDei'll, Sr. , M.D. L1632 

Richard M, Hilliker L22745 

Thomas J . Hinkley L19152 

~titehell L. l'loggard Ll8503 

Jake Holmes L19303 

William R. 1-loIt L1l693 

F. Lee 1I0nl, M.D. L21169 

Jdf"ey C. lIube,', D.D. S. L25748 

J ohn IIuffakel' L7788 

Charles Huuler' L21425 

J ohn M. Hunter 128540 

Douglas Ai. James L23534 

Samuel D. Jumes KL213* 

Charles Jinks L14184 

Gel'ald J ohnson 1..25538 

F. E. Knapp, Jr. L643 

Keitll Knowlton 1.,23754 

Cl'uig W . Knox 1..24445 

Edward C. Kole L9422 

GCl'Uld J . Ku chera 1..10523 

Dr. Cuentcl' Kuhhnl.llUl L25212 

Kuper Enl('r'prises L26131 

H. T. Landry. Jr .. M.D. HLl449* 

Ch listophel' Larson, )1 .D. L22675 

.lim LUI'son 1.21754 

Lee Lal'son II L1325 1 * 

Paul Le.adllhl'and 1...254-15 

Hay L. Leadahrand 1A722 

Thomas C. Legg L1988l 

Peter Lel'ch 1..23781 

Wah Lesline L18837 

Tom Lightsey L21636 

Frederick W. Long: L2872 I 

Hobert D. Lovelace L1l61O 

Rober, Lowell LI2030 

J ohn F. Luhhen, 1[1 L20729 

ChN Malinowski L24660 

M.arshall V. MarchJJ 111ks L20902 

Gorflon A. Marker L26612 

Houston J. Marks L] 1241 

Thomas A. Martin, L25418 

David Maltos L21885 

Jose ph A McClain III flL860* 

B. J. McClanaha n, M.D. IIL1* 

John McComas 1...22643 

HusseU A. McDonaJd 1..8573 

Richanl n. McFal'land 1..2180 

John T . Mc Farialle, M.D. L6158 

l\'laurice H. 1\-1iller 1..21448 

Phil Mitchell L24008 

DonaJd L. Momll.lY HL9904* 

Dave Monti L18740 

John B. ~1urphrey 1..17940 

C. Rogel' Murray L13114 

Don Nelms L18036 

Lynn H . NeLsen LIM 7 

WaJter B. Nelson L27925 

B .. E. Pal·cell. 11'. L11513 

H. L. Pa I·kcr 1.25228 

J effrey Par·kel' L28453 

Murray S. Patkin L16320 

Hober·t P('ters 1.6803 

George J. Phocas 1..20306 

Jolm Pi.xton HL2819* 

Jack J. Pizzolato L3464 

Klaus Pohlscru'oder' LI6005 

Sydney W. Poland LJ51 16 

Lar'ry Pomeroy 1..22811 

Douglas P. Rearick LJ9613 

John Reed L21354 

John S. Riley L22271 

fiusseU W. Rink HIA* 

I-Ians Ho('bhf'len LA088 

Char'lcs n. Roland . M.D. L2729 

Frank G. Hoss 1IL386* 

R. D. Rupert l.24857 

Gerald C. Sappel'stein 1..21322 

Dwayne L, Sargent L21943 

Mark P . ScbaIel' L%59 

Hem'y Schlossbpl'g HL2* 

fr'cd W. Scott , Jr. L2219 

Terry Se('no LalOR 

Fred Shellhorn L28577 

Jolm M. Sherwin. MD lA665 

SI:1ll1ey Shipper L21720 

C. Alan Slagle, D .O. LI7156 

Thomas E. Slayh:.u:k L16169 

David L. Smith L9835 

Cliff R. Sones L29623 

Jolm Soske 1,5309 

Josef Stone L2122 

Stanley L. Taylor LI6412 

Raybourne Thorllpson L13569 

J ack ~1 . Threadgill Ll4419 

Dan Unluhart L7992 

William S. Warn:n,Jr., M.D. 1..23734 

Gcorge P. Watcr s L22889 

Charles H. Watson , Jr. LI 8 148 

Murray W, Weiss L9476 

Lane Weitzman L1 7339 

Kenneth H. West 1A659 

Gene L. Whitington L3670 

Cal'l M. WiLliams L25916 

Jack J . Williams L23831 

Glenn Wimbish L27215 

J a mes E. Young L27186 

* J-I Oi\QH1\ln LIrE MEl\lBER 

j

o 

I 

was 

NO ONE IS IMMUNE TO HYPOXIA 

in Orlando recently for an American Bonanza Society 

Pilot Proficiency Program. While there, r met a pilot 

who mentioned in casual conversation how difficult his 

approach into Orlando had been the night before after a 

long cross-country flight from his home airport. He spoke of 

poor judgment and the difficulty he had reading his flight 

instruments. He mused, "Am I getting too old to ny?" 

As it turned out, he had flown his Bonanza nonstop 

770 NM with not much help from the wind. The duration of 

that night had been five hours with a cruising altitude of 

11,000 feet. r asked him if he had used supplemental 

oxygen en route. He said, "FAR 91.211 did not require the 

use of supplemental oxygen below 12,500 feet." 

As I later thought about that conversation, it became 

apparent to me that this Bonanza pilot probably had experienced 

hypoxia. With that in mind, let's take a serious look 

at what the medics call hypoxia. 

Oxygen is essential to human life. W/e cannot Jjve without 

it. Total lack of oxygen is fatal. Partial lack of oxygen is 

treacherous. Partial lack of oxygen is what the medics call 

hypoxia. Hypoxia is an insidious hazard as we climb into 

the aunosphere. Its onset is without pain or other warning 

symptoms. 

To grasp what hypoxia is all about, one needs to review 

basic gas laws and atmosphere components and pressures. 

As we breathe in air, Gmham's Law tells us that if o)",),gen 

partial pressure is high enough, oxygen will pass inward 

through the lung membrane by the process of diffusion. 

As the oxygen diffuses through tlle lung membrane, it 

combines with hemoglobin and results in bright red arterial 

blood. The blood cells are saturated with oxygen at sea 

level. AB oxygen partial pressure rolls off as we ascend, 

oxygen sanlr-ation drops. As oxygen saturation drops, 

hypoxia begins its stealthy intrUsion into pilot perfonnance. 

The atmosphere (air) is a mixture of gases. Of these, 

nitrogen and oxygen are the most abundant. If we ignore 

the rare gases, air is a m ixture of 80 percent nitrogen and 

20 percent oxygen. 

Dalton's L'lW states that total air pressure is the slim of nitrogen 

and oxygen partial pressures. As total air pressure de- 

By Bob Ericksen, ABS L19850 

cays with altitude, !3oyle's Law lells us that less gas will 

occupy a cubic inch. 

At sea level, total air pressure is about30"Hg; at 10, 000 

feet total air pressure is about 20" Hg; and at 18,000 feel, 

total air pressure is about 15" Hg. 

At sea level, oxygen panial pressure is about 6 " Hg; at 

10,000 feet, oxygen partial pressure is about 4" Hg; and at 

18,000 feet, oxygen partial pressure is about 3 " Hg. 

As oxygen partial pressure drops below 5" Hg, around 

5,000 feet or so, hypoxia begins its indifferent stage. Night 

vision begins to deteriorate. 


10,000 feet or so, hypoxia begins its compensato/y stage. 

It reaUy becomes serious. Visual acuity continues to decay 

and coordination and judgment are impaired. There is no 

pain or discomfort associated with this stage. 


18,000 feet or so, hypoxia begins its disturbance stage. By 

then, you have little incentive to take corrective action. Everything 

seems to be just fine. Time of useful consciousness 

drops to about 20 minutes. 

Some pilots feel that they Cdn go higher becallse they 

have acclimated to life in Denver or Aspen. To some degree, 

that is tnle. Depending on pilot health, such acclimation can 

add 1,000 to 2,000 feet to the above altitudes. However, 

under no circumstance is the tolerance raised by the height 

of home base, i.e., Denver (5,500 feet) or Aspen (7,500 feet). 

For a lot of us, altitude tolerance is reduced by Our life 

style. As an example, alcohol acts as a toxin. One ounce of 

alcohol can reduce your altitude tolerance by 2,000 feet. 

And hemoglobin has a great affinity for carbon monoxide. 

Smoking can reduce your altitude tolerance by anotl,er 

2,000 to 3,000 feel. 

\Vhile we are on altitude tolerance, don't forgel that a 

minor exhaust leak can cause carbon monoxide levels to 

rise dramatically. 

Consider sticking a fresh carbon monoxide detector on 

your instrument panel evety Lhree months or so. They are 

available at auto stores and FBO's. The cost? Two to three 

(continued on page 32(9) 


PAGE 3204

How to buy a used bird 

By George Wilhelmsen 

ABS25435 

Steering clear of used airplane purchase nightmares. 

Whether YOLI are a student pilot or a seasoned velemn, 

nothing can bring more pride than purchaSing 

an airplane. \Vhile new planes are available, most of 

us have to settle for a used bird because of the cost. Used 

planes, especially used Bonanzas and Barons, provide a 

safe and economical way to fly. H owever, there are people 

out there who are out to get your money and saddle you 

with something less than what you desire in an aircraft. 

Before you even think of laying money down on the 

table and assuming ownership of an aircraft, you should 

have a gr-dSp of what you are buying. One way to obtain a 

good idea about the plane of your dreams is to give it a 

thorough looking over. 

What do you look for? A good source of information on 

the condition of your potential purchase can be found in the 

maintenance records and receipts from previous years. 

Bonanza and Baron aircraft take a greal deal of ca re and 

feeding, and while an exact price is difficult to define, they 

typically cost from 51,000 to $3,000 per year for annual inspectiOns 

and maintenance support. \Vhile not impossible, 

there are few Bonanzas that can be maintained for less than 

SI ,ooo per ye-dr, so aircraft that have a cheap maintenance 

histolY may be a wallet-emptying experience. 

The selvice manual figure for the Bonanza annual inspec~ 

Lion is between 21 and 25 hours, and in some shops up to 

35 hours, with higher figures for the Beech Baron. If the 

receipts show several annuals that cost $250 to 500, it is time 

for you to start to wonder whether or nOt the plane has been 

receiving a proper inspeaion. 

Most of you have probably already flown in other Bonanzas, 

so lookfor things that don't look right. For example, I'll 

wager thal you have never seen cheap, clamp type wire 

splices in an airplane. None are approved, yet eve!), year 

some well meaning individual-be it a mechanic or an 

owner-installs a few to hook up some new toy. Such 

splices can cost you dearly should they happen to cause a 

short in your electrical system while in flight. TIley are also 

an indication that a closer than average prepurchase inspection 

is needed before you buy. 

In older Bonanza and Baron aircmft, look at the base of 

the nose gear around tile lightening holes. These holes admit 

water if nOt covered, which moistens the felt above the 

bearing. The result is hidden corrosion that can cause your 

nose gear assembly to fail. 

Look at the upper sUljace of the wing for any raised sections. 

Beech planes are assembled to tight tolemnces, and 

nearly all of their wing surfaces are flat. Raised ribs could be 

a sign of an overstressed aiIframe, or worse yet, severely 

hard landings. 

Listen. to the engine as it turns over, from the moment the 

starter is engaged. If you are not sure what it should sound 

like, d1en find someone with a Bonanza and find out! Starter 

drive assemblies and fuel boost pumps have very regular 

signature sounds that tiley make. Anything that sounds different 

offers a clear sign of possible engine trouble in the 

future. 

Once the engine is running, listen for backfires or misses. 

Backfires are a sign of potentially leaky exhaust valves, and 

misses could be anything from a bum magneto to a sick 

plug or plug wire. 

Speaking of the engine, look around the exhaust system 

pipes for yellow stains. Those stains are usually caused by 

leaks in the system, and they will have to be repaired. Also 

examine the area where the exhaust pipes mate with [he 

engine. If you have gaskets that are leaking, the intake 

manifold opposite the leaking gasket will be stained with 

gr-.ay lead or brown ash. Either way, it will need to be taken 

care of quickly to avoid damage to the engine. 

While you have the cowl open, take a good look tlround 

for oil leaks or fuel stains. Nearly every engine has at least 

one smallle'dk, but any large leaks should be taken care of 

promptly. 

A look at the belly can help to identify a leak, as the oil 

will stream from the engine compartment to the tail. Espe 

Cially copious leaks will leave a layer of oil that will actually 

drip when ule 'Iirplane is parked. Find out where the plane 

is located and arrive at least one hour early to allow you to 

inspect it before it can be cleaned up. 

As long as you are looking at the belly, look Itl1der the 

fuel cells in the wings for stains. Small leaks will accumulate 

a dark stain that is difficult to remove. Leaks that occur in 

flight will tend to stre-dm aft. 

Sit down and acnlally read the log books. How many 

hours and years has it been since the engine was overhauled 

or rebuilt? How many hOllrs has the plane flown in 

the past few years? Long peliods of inactivity are hard on an 

• 


PAGE 3205

engine, and tend to cause them to wear out before their 

rated TBO. 

Wben was tbe prop last overbauled, and how many hours 

have elapsed' A prop that was overhauled 19 years ago is 

well overdue for service. Are there any problems noted as 

recurring, for example, a jug that has been pulled for rework 

again and again? 

Do all tbe radios and l1avigtlfion equipment llKlrk'Check 

to make sure that there are not any circuit breakers that are 

open or refuse to reset. Try all the switches and breakers on 

the panel to assure that each will operate properly. 

Remove the gust lock , and after assuring that you will not 

bump anything, move the controls Ib .. ougb their fit/I range of 

travel. Feel for any binding, and insure the control wheel 

will return to the center position after the ailerons have been 

deflected. 

Finding one problem is not an indication of chronic 

neglect, but if the troubles start to add up, then perhaps it is 

time to look towards another airplane. If you choose to 

continue to consider the plane for purchase, at least lower 

your bid to a level that will allow you to correct the deficiencies 

without busting your budget. 

If the seller walks, then you are probably better for having 

seen through his plans. I have yet to run into someone 

who was trying to honestly sell their plane who objected to 

an inspection of the plane or logbooks. By the same token, 

do nO! allow a seller to badger or shame you into a purchase. 

Such pressure tactics are designed to goad you into 

buying and are not conducive to a good decision. 

Once you feel that you want the plane in question, take 

it to a respected facility that is well versed il1 Beechcrafl 

equipment and obtain a thorougb inspection and A.D. 

compliance check. By doing so, you will have a better idea 

of what you are buying before you pay for it, and will 

hopefully avoid having to learn the hard way later. 

Before you buy any airplane-let alone a Bonanza or a 

Baron-you should become familiar with the model in 

question. Undoubtedly, your best source of infortnation on 

Beech airplanes will be good Beechcraft mechanics and a 

number of books, most notably Colvin s Comer. 

I can honestly state that if you read ornl Colvin's book 

from cover to cover, you should be able to gain an understanding 

of problems that have besieged the Bonanza 

and Baron line over the years. Thus armed, you will be 

able to recognize those same foibles in the ajrcraft you are 

looking at. 

Doing it the hard way 

To purchase an aircraft without having a Beech proficient mechanic inspect it is to invite disaster. 

As someone who had only heard of ABS and not of 

Norm Colvin, 1 took a different approach when I purchased 

my Debonair. Buying on a shoestring, I found 

a plane that was in flyable shape, but it was nO! in the best 

of condition. Instead of investing in a good prepurchase inspection 

at a Beechcraft shop, I went for a $l(lO mistake at 

a local FBO. 

The FBO assured me that he knew what he was looking 

for and took my check with a smile. To his credit, he did 

check all the Airworthiness Directives against the logbook 

and verified that the engine compression was within limits. 

The retraction check went without a hitch. My Sl(lO mechanic 

told me that the plane looked great, and that he 

thought it was well worth the price. Three months later, I 

learned the hard truth. 

At the suggestion of David Constantine--owner of 

Dwight AjrpoI1, as well as a well preseIVed E55 Baron-I 

took my plane over to Elliott Flying Service in Moline for 

some routine maintenance. He had helped me compile a 

laundry list of items to be checked, including fuel strainer 

screens, and other often missed items in the airframe, during 

an annual perfonned by a non-Beech shop. 

Tom James, Service Manager at Elliott Flying Service, 

took a personal interest in my aircraft. He perfonned a 

walkaround with me, and in doing so identified some interesting 

problems. 

James first pointed out that the elevator paint was peeling 

and the magnesium underneath was corroding. If I did 

not have it taken care of soon, I would end lip re-skinning 

the elevator. He also noted that the inside of the airframe 

was clean and free of corrosion, but found some problems 

with the control cable tensions. Finally. he wid me that 

one of my elevator horns was magnesium, something my 

non-Beech FBO had been unable to do. 

The landing gear on my Deb was so free of grease stains 

that it looked as if it had nO! been lubed in years. I had 

asked the folks at Elliott to give it a good grease job, and 

they set to the task. Remarkably, all the zircs took grease. 

The staff at Elliott performed the retraction check, and 

then noted that the gear had been over-retracting by pointing 

out the small dimple in the skin above the wheel well 

on the upper side of the wing. A slight adjustment eliminated 

the problem. 

Then the A&P performed a curious test: curious [0 me in 

that I had watched my prepurchase inspection and it was 

nO( perfonned at that time. The mechanic checked the 

down-lock tension on the landing gear. 

The mechanic uses a recording spring pressure gauge, 

and pushes it up against the torque knee to see at what 

pressure tl,e gear knee breaks with the gear down and locked. 

The left main and nose gear went without a problem, being 

well within tolerance. The righl main was another story. 

Down lock tension is set by adding or removing washers 

from the spring pack on the individual landing gear retract 

rcx:ls. Since the tension on the right main seemed to be too 

high, the mechanic figured he would have to remove a 

washer. The washer packs were the same on each side, 

(cOlitinued on page 3271) 


PAGE 3206

Thanks for Orlando BPPP. [ just 

wanted to drop you a note to rell you 

how very much I enjoyed the recent 

BPPP session at Orlando last weekend. 

This was my third visit to your school, 

and once again, [ feel that [ got a tremendous 

amount out of the program. 

The key to YOUT progrJIll seems to 

correlate precisely to the level of instruction 

you provide. Your classroom 

instructors were velY well prepared 

and very thorough. And, if all your 

flight instnlctors are as rigorous as Jack 

Mcintosh, everyone Dew home from 

Orlando much sharper than when they 

arrived. Jack is a dandy. 

A final anecdote to let you know 

that your session on ''Judgment'' didn't 

go to waste. On Sunday, I was presented 

with the option of either the 

Daytona 500, or leaving Florida a day 

early to get 10 my home in Missouri 

ahead of a possible storm system 

brewing in the Midwest. 

Thankfully, [ chose the latter because 

I awoke in Missouri on Monday 

morning in the midst of the worst 

snowstorm here since 1979-.. over 12 

inches! 

Attending the car race would have 

caused me to exercise superior skiJIs to 

extricale myself from the difficult situarion 

of Monday's ice and heavy snow. 

Lesson leamed! 

Thanks again for your effolts al 

keeping the BI'I'P the quality flying 

and learning experience that it is. 

-R. Scott Matthews, j~ , ASS 21861 , 

Sikeston, Mo. 

Preheating engine in cold weather. I 

read with imeres[ the article about the 

method for preheating member Bill 

Palm's Baron. It was of special interest 

to me because for several years [ used 

exactly the same method for preheating 

my own 56TC Baron, except that I 

used galvanized e ight-inch stove pipe 

lhroughout with a plain tee to divide 

the flow. I also llsed a keroscne burning 

salamander heater. 

I rigged up the entire syslem on the 

hangar floor and it stayed there all 

ready to use all the time with a clock 

timer to U1rn it on early in the morning 

an hour or more before my arrival at 

the airport. Everything worked fine. 

Combustion of hydrocariJOn fuel 

produces H 2 0 in the fonn of steam, 

actually more steam by weight than 

ABSFORUM 

An idea and information 

resource for all ABS members. 

the RIel humed. I did not like that idea 

vel)' much. It did not appeal to me to 

be preheating those velY expensive 

engines with stcclm. The ste-dm could 

condense in the cylinders and the 

crankcase and oil and the ignition system 

and electrical system and not be 

evaporated until the engines had been 

run for awhile. So I thunk up a much 

better and simpler idea, a little system 

that I can cany in the plane. 

I bought two 1200 wan hair dryers, 

electrical extension cords and found 

some old wool blankets with which to 

cover dlC engines and stuff into the air 

intakes. I jusl place the hair dryers inside 

the engine cowlings in such a 

position mat they will blow wann air 

all around inside and connect them to 

the nearest outlet. T use the hair dryers 

al only half speed, Olherwise the electrical 

load would be too heavy, but for 

the single engine Bonanza 1 can use 

full power. At my home hangar, I use 

the same timer as before. It is possible 

to have special engine cowling heat 

insulating covers made up that won't 

blow off in the wind if outdoors. 

This system is velY successful and 

heats the entire engine and its oil with 

perfectly dry air. Just a few days ago, I 

heated the engine in my Bonanza in 

very cold weather in this way. I starTed 

it at half speed by tlle timer two hours 

before arrival to fly and the entire engine 

and its oil were hot to the touch. 

My Continental C-185-ll engine has 

a (hy sump and a separate oil mnk and 

the tank and oil were very wann. 

When I fly cross-country in cold 

weather, I carry two ShOI1 ex[cnsion 

cords for the two engines in the Baron 

and a 100 foot extension to reach a 

nearby hangar. If not tl1at close to an 

audet, I have the plane moved to it. I 

threw the stove pipes away and now 

don't know what to lise the salamander 

for. I suppose I could use it to 

heat the hangar and breathe steam 

myself, plus some CO. That's not such 

a hal idea either. 

I fly the tmbocharged Baron at 

some high altiuldes and moisture in 

the ignition system is very "'ungood" 

when the armosphclic pressure is low 

up high. And y'know what' I've never 

l 

been charged for the electricity. I have 

saved the cost of having the engines 

preheated widl combustion heaters at 

airports. I have Ste~l111 heat in my house 

and that's enough trouble. But healing 

an airCf'dft engine with steam yet! Ugh. 

Yours, for cozy cll)' engines.--:/obn 

M . ./YIi/lel; ABS #809, Poughkeepsie, 

N.Y. Former Director at large and 

also presidel1t of UFO (UI1i1ed Flying 

Octogenarians), tbe world's most e..."rc/usive 

pilot club. Take good care of 

yourself al1d you might qualify for 

membership som.eday. 

New product review: WashWax. I have 

recenlly had occasion to try a new 

product called Wash Wax developed 

by Aero Cosmetics of San Antonio, 

Texas. If T say that it is an amazing 

innovation, I'd be understating the 

credit due. 

Wash Wax is designed to "dry-clean" 

an aircraft by employing a spr"y-on, 

wipe-dry technique that tolally eliminates 

the need for the hose-and-bucket 

routine, water, or moving the aircraft. 

\VashWax comes in both a regular and 

a heavy-duty version. Each \vaxes and '"' 

prOlects while it cleans. I use it on bod1 • , 

my Beech Baron and on my Lealiet for 

everything from after-night touchups 

to completc washing. 

The time T save to get the appearance 

I want is truly remarkable and no 

maner how bad the grime, WashWax 

handles it e'dsily. My contacts tell me it 

handles the Gulfstream class equally 

well , and since it doesn't interfere with 

maintenance, we can now clean our 

aircraft anywhere and any time. 

Wash Wax and the rest of the Aero 

Cosmetics line is just now becoming 

more available on the open ma rket, so 

I thought [ should let our other members 

know about its speed and convenience. 

No usc keeping something this 

good a secret! -Mike MaiOl1e, ABS 

26638, San Antonio, Texas 

About gust locks and O-rings. Just a 

couple of small technical notes that 

may be of interest to other members. 

First. I have often wondered 

whether it is safe to tow our Bonanza 

V3513, SIN 10123, with the gust lock 

installed. When parking at FBO's, they 1,-.". 

invariably want the brakes left off so I r , 

they can move the aircmft around and 

I always wam the control column hJUst 


PAGE 3207

lock in place to protect the control 

sutfaces from ever-present dangers. 

Since I've been unable to find 

good inf0n11ation on this matter, J did 

my own Iitlle test during the last annual. 

\Vith the aircraft on jacks, the 

nose w heel was rotated with the gust 

lock bOlh in and out. We could neither 

feel nor measure any Significant 

difference in the fo rce required to 

turn the nose w heel. This suggests 

that towing the ai rcraft (which 

requires turning [he nose wheel) with 

the gust lock installed poses no threat 

to control linkages. 

Second. I've had knowledgeable 

old ABS salts tell me that when my 

gas gaps (Shaw Aero type) start closing 

hard and little cracks show upon 

the large O-rings, that it's time [Q 

replace the rings. I have found, however, 

tha( even new rings treated with 

Parker Iiale O-ring Lube show cracking 

in a very short time and that caps 

close ha rd because the earning 

surfaces are galled, or more commonly, 

lack lubrication. 

A drop o r two of silicone, or a dab 

of O-ring lube on the bearing surface 

where the gas cap lever rides against 

the top of the cap housing will work 

wonders. In fact, without some small 

lubrication here, it can be very difficult 

to close the caps or check for proper 

adjllSUTIent of the cap. On more than 

one occasion. I've seen ov,TJlers putting 

the muscle to caps to close them. This 

can lead to galling and is easily solved 

by a drop of lube. - Robert Can· , ABS 

19257, East lansing, Mich. 

Checking belt tension. In the December 

1992 issue, both Noml Colvin and 

Lew Gage had some conunems on 

checking belt tension on those engines 

that have belt driven genera(Qrs or 

alternators. I would like to add my two 

cents worth. In these inflationary times, 

it may even be worth four cenrs. 

EveI)' so often, it is worthwhile to 

pay atte ntion to what your enenlies are 

saying. In this case, the enemy is 

Lycoming. Lycoming Service Instruction 

' 0. 1129A describes an extremely 

easy, neat and reliable method for 

checking belt tension. 

You simply use a torque wrench 

and derennine the torque necessary to 

make the genermor or alternator pulley 

slip against the belt. Since l ycoming 

did not take the trouble to copyright 

the ir service instruction, I shall quote it 

directly. 

a. Apply a lOrque indicating wrench 

lO the nut that anaches the pulley to the 

generalOf and tum it in a clockwise direction. 

Observe the torque shown on 

the wrench at the instant the pulley 

slips. 

b. Check the torque indicated in step 

(a) with torque specified in the follow~ 

ing chan. Adjust belt tension accordingly. 

Torque indicJted 

at generator 

Width of Belt Condition pulley 

3/ 8 inch New 11 to 13 ft.lbs. 

3/ 8 inch Used 7 to 9 rUbs. 

1/2 inch New 13 to 15 ft.lbs. 

1/2 inch Used 9 (0 11 ft.lbs. 

Note: The higher tension specified for 

a new belt is to compensate fo r the inilial 

stretch 1hm takes place as soon as it 

is operated. These higher (cnsion va l 

LIes should not be applied LO belts 

which have been used preViously. Although 

the specified torque values for 

DC generators and alre mators are the 

same, the tension for alternator belts 

should be slighlly higher than the tension 

applied [0 DC gener-dtor belts. 

Also, Chrysler alternators do not have a 

nut on the shaft and therefore cannol 

be checked by this method. 

If you do not have a torque wrench, 

you can buy one at Sears or K-Mart for 

about $8-far less than it would cost to 

have an A&P dleck the belt tension. 

You w ill also need a ' y" socket for the 

generator nul. I do not know what size 

nurs are used on alte rnators (other 

than Chrysle r), probably the same. 

Lycoming fa ils to mention that you 

do have to hold the prop from turning 

while you are checking the belt tension. 

Also, the belt manufacturers have 

recently gone meLric. The three-eighths 

inch w ide belts, which I think are used 

by all Continentals, are now shown as 

8 mm. -Chet Steele, ABS 22902, San 

Antonio, Texas. 

Baron alternator problems. We had a 

problem with both alternator waming 

lights coming on at various timestaxiing 

out, afte r takeoff, in cmise 

night, in the landing configuration. It 

did not appear to be in conjunction 

with the operation of any avionics 

component or system. It seemed they 

would always kick out when your attcntion 

was on some mooe of flighttaxiing, 

takeoff, landing-never when 

you were looking at the load meters. 

Our local Beech shop loaned us 

their digital voltmeter that hooked up 

to the lighter socket. We operated d,e 

plane o n the ground. cutting on and 

off all lights and avionics. We duplicated 

a kickoff when we shut off tl,e 

landing lights. Volts went to 32 o r 33 

volts, the n kickoul. This tells us the 

over voltage protection is doing its 

thing. $0 now we h~lve a spike that is 

kicking dle alternator off line. Is d,e 

spike coming from taxiing out, taking 

off, cruise or landing? 

We decided to try and pinpoint the 

problem operation on one alternator 

or one voltage regulawr. \Vle flew in 

the pattern with all combinations of 

voltage regulator and alternator. It 

kicked off once-when we were in 

cruise and low power settings looking 

out the window for traffic. This was all 

done with the digital voltmete r in 

place. The load meters showed any 

combination of alternator and voltage 

regulator carried the load fine-except 

when it kicked out, we were on vohage 

regulator ':1, right alternator. 

I wrote Norm about our problem. 

He suggested changing a voltage regulator. 

Again, to me, dle voltage regulators 

were doing their thing~ver voltage 

trip when we get over voltage spikes. 

We talked to our local avionics 

shop to see if they had any ideas on 

which avionics component would 

cause a voltage spike. They felt it was 

alternator caused. 

We talked to John Evans of 

Aerotech very ncar LOU (Bowman 

Field , Louisville, Ky. ). John suggested 

stopping in when down (hat way to 

see w hat we could figu re o u t. \Ve 

scheduled a visit. 

On the way to LO U, they kicked 

alit five times-four in flight at cruise, 

once on fmai. 

On arrival, we contaaed Rich 

Coover, service manager for Kennlcky 

Flying Service (KFS). Rich wanted to 

run up the plane whUe it was still hot 

from the flight. We could not get anything 

to kick out. His opinion \vas that 

it was O.K. Of course, we knew bener. 

Next morning, both alternators 

were removed and Aerotech picked 


PAGE 3208

them up for bench testing. They 

checked OX However, they replaced 

the brushes in both (one had short 

brushes) and bench tested again. 

Again OX 

After replacing both alternators in 

the plane, John stopped by. He was 

nO( satisfied since nothing really specific 

was found. He brought over a 

voltage regulator to replace the # 1 on 

the plane as a loaner. 

r flew it home and everything 

worked as it should-giving me a 

whole lot better feeling when flying in 

!Me WX. John said to fly it awhile to 

see how it goes-then we can make a 

decision on the other voltage regulator. 

We paid for the voltage regulator, 

(5125), John's time and two KFS technicians 

plus Rich Coover's work on the 

plane all day for 5252.41, including 

ing for max alternator output (and 

max. voltage-hence the trip voltage 

of 32 ± 1 VDC is exceeded) so both 

alternator warning lights come on. 

-Bill Palm; ABS 22970, Kirkwood, Mo. 

HELP WANTED 

If you have learned something important 

from your fiying experience, this is 

your chance to share it. Just mail your 

contributions to ABS Newsletter, P.O. 

Box 12888, Wichita, KS 67277. 

ABS member G reg Schindel is 

in need of a copy of STC SA 

153 EA for the 15 gallo n flight 

extender tip tanks. Please call 

Greg at 1-800-999-9485. 

THIN AIR 

(continlledjonll page 3204) 

bucks. Cheap insurance against a 

deadly intruder. 

Now, let's think about that five hour 

flight that culminated in a difficult 

approach and night landing at Orlando. 

An alternative would have been 

to cruise at a lower altitude. That was 

deemed unacceptable due to a stratus 

layer below that contained ice. 

Another alternative would have 

been to use supplemental oxygen at 

altitude. That was ruled out since the 

Bonanza pilot, like a lot of other general 

aviation pilots, had never used 

supplemental oxygen equipment 

before. 

Supplemental oxygen equipment is 

sim ple a nd easy to use. The equipmem 

can be installed pennanently in 

an airplane or it can be carried in a 

portable package that includes an 

oxygen bottle, an oxygen regulator 

and one or more oxygen masks. I have 

carried a portable package in my airplane 

for years and it has made my 

long-range flights at altitude comfortable 

and safe. 

Typically, these types of oxygen 

systems are of the constant flow variety. 

The oxygen mask is a mask with a 

bag on it. Oxygen flow is set by a 

regulator based on cruise altitude. The 

system increases oxygen partial pressure 

by increasing oxygen percentage 

of the inspired air, i.e., when you 

minor parts. Real professional help at a 

very reasonable price. 

When you have generator/ alternator/ 

voltage regulator charging problems, 

call John Evans at Aerotech in 

Louisville, Ky. He has an ad in Trade 

A-Plane and his phone is 1-800-634- 

0190. Kentucky Flying Service also did 

a great job on getting us in and out in 

one day. T hey are a great team! 

We really did not find the real culprit 

until our annual when the batteries 

were pulled and checked. (We had 

disconnected the batteries before as 

they were both new when we bought 

the plane.) One banery had a bad cell 

which explained why the alternator 

kicked out on taxiing out.The alternators 

were on max charge trying to 

make a 12-volt banery out of a lO-volt 

battery. The voltage regulator was callcruise 

at 11,000 feet j 

your mask air 

mixture approaches 30 percent oxygen 

instead of 20 percent oxygen at sea 

level. At 18,000 feet, mask air mixture 

approaches 40 percent oxygen. Bottle 

duration is a function of cruising altinlde 

and the number of masks in use. 

Bottles are easy to service. 

The use of supplemental oxygen 

would have probably relieved the Bonanza 

pilot of his hypoxic symptoms 

during his descent into O rlando. 

Remember, FAR 91.211 is manda- 

(Ory. Tc is a minimurn standard. You 

might want to consider using supplemental 

oxygen a L lower altitudes when 

flying long legs above 10,000 feet 

during the day and above 5,000 feet at 

night. 

Any pilot flying high performance 

ai rplanes over long distances at altitude 

owes himself an altitude chamber 

ride to experience hypoxia first 

hand. Like a vertigo chair rid e, an 

a ltitude chamber ride will make a 

lasting impression. 

-@.-- 

Some general suggestions which apply to young, healthy flyers: 

1. Carry oxygen in your plane or don't fly above 12,500 feet. ~ bad 

weather lies ahead, go around rt if you can't get over rt. 

2. Use oxygen on evel)' flight above 12,500 feet. You'li probably 

need it, and when you do, you might not realize it. 

3. Use oxygen on protracted flights near 12,500 feet. It 

won't hurt and you'll be a lot sharper pilot 

4. Use oxygen on aI/ night flights above 5,000 feet. If )'Ou 

want to give )'Our night vision the best protection, use oxygen 

from the ground up. 

5. Breathe nonnal ly when using oxygen. Rapid or extr

Advice flows in on flying to Reno ASS Convention 

Visit F1ite Craft on way to convention . 

I always look fOf\vard w ith great interest 

to reading in the ABS Forum of 

places to visit, where to get quality 

service and about the great products 

that deliver what they promise. TIlat is 

why I am eager to share wiLh you my 

experience with Flite Craft Turbo and 

their Turbo Nonnalizing System for 

Beech Bonanzas. You may have seen 

in these newsleuers their recent advertisements 

'with testimonials from other 

satisfied customers. To these testaments, 

I can only add "ditto." 

I now have 200 hOllrs of flawless 

perfonnance on my system. It is a top 

quality product, excellent craftsmanship 

and it delivers whm was promised-TLS 

perronnance in a Beech 

Bonanza. Enough said! 

What I would really like to share 

w ith you, however, is what wonderful 

people make up Flite Craft Turbo. 

Their hospitality is unmatched. They 

are eager to help with any and all 

transportation and accommodations, 

including discounts at the local lodge. 

They are fellow ABS members and jllst 

outstanding people. 

I feel very fortunate to have purchased 

such a quality product but even 

rnore fortunate to have made such 

wonderful friends. I wish the same for 

you-so on your way [0 Reno to the 

convention this year, plan at least one 

leg via Lew Gage's "southern route" 

and playa fuel stop at beautiful Pagosa 

Springs, Colo. (Steven's Field). Tour 

Flite Craft's shop, meet some wonderful 

people, visit the town, and take in 

some of the most beautifu l scenery 

anywhere! 

Even if you never buy one of these 

great systems, you will surely enjoy 

your visit and their friendship. (Warning: 

You may not want to leave.) 

Better yet, go sooner, install a system 

and fly to Reno like I will: higher, 

fasrer, smoother and safer. -Brent 

Holmes, ABS 26960, Kramer Jet, Calif. 

A plug for Ogden. I am writing to add 

some local info to the recent newsletter 

articles-" Reno or Bust" lasr November 

by Lew Gage and "Flying out 

to Reno" in Janu31Y by Robin WIlite. 

My entire flying career has been out of 

Ogden, Utah, so the "Cha llenge of the 

Rockies" has always been with me. 

I always fly 11,500 eastbound, 

10,500 west. Bonanzas seem to love 

those altitudes. I have been a partner 

in five since 1958: Two plain 355, one 

C Model, one J Model and dle present 

V35B and they all seemed to fly and 

perform well at dlOse altitudes. 

I agree with Robin that one should 

have a sectional chart and stick to airways 

bur my reasons are thal west o f 

Ogden to the Nevada border are restricted 

areas with F·l6s and other milita 

ry aircraft conducting bombing and 

gunnety missions. Also, at Fallon, near 

Reno, is a Navy gunnety range. 

Loran C direct rolltes could take 

you into these areas that would be 

very dangerous. 

At a risk of sounding parochial and 

putting a plug in for Ogden, I disagree 

with Robin on the use of Ogden as a 

refueling stop. v·6 goes right down 

Ogden Canyon. You can leave 10,500 

20 DME east of Ogden VOR; be at 

8,500 over Pineview Reservoir (east 

end of Ogden Canyon); continue to 

descend to 6,500 at west end of Canyon 

and nine times out of ten, Ogden 

Tower w ill clear you straight to Runway 

21 at 4,500 feet. All Hill AFB traffic 

is west of Ogden Airport. You do 

not have to "spiral down five or six 

thousand feet" through Hill traffic. 

Also, Ogden has some of the lowest 

gas prices in the country. Both 

Texaco and Chevron dealers offer 

AOPA and I'm Sllre ABS discounts. 

Ogden has a nice coffee shop and 

Avis car rental on the airport. 

Getting to Wendover also requires 

close attention to navigate around Salt 

Lake's TCA and the restricted areas. 

However, if you decide to press on 

to Wendover, and you have seen the 

historical Sights, Robin failed to mention 

that a phone call from the FBO 

w ill bring a van in about five minutes 

to take you to the Silversmith or Stare 

Line Casino for re'dsonable food and a 

bit of gambling, if you so desire. The 

van will return you prompdy to the airport 

and there is no charge for the service. 

[ hope this information will help 

An members have a wonderful trip 

to Reno. -Donald M . Pallfone, ABS 

1124, Ogden Utah 

Plan ahead. While reading Robin 

White's article in the newsletter about 

travel to Reno, I came to a sudden 

stop when I got to the part about 

Scottsbluff, Neb., being a good RON. 

A few years ago, on the way back 

from Alaska , I looked on the charts for 

a good place to RON, and picked 

Scottsbluff because of the size of the 

yellow on the WAC. 

\Y/e made "guardnleed" reservations 

at the Best \Vestem, and anived 

around 7:00 p.m. When we arrived, we 

found that the Best Western had no 

transportation, and also learned that the 

town had no taxi service. Fonunarely, 

we alTived as the FBO was closing and 

the line boy said that if he could fmd 

the "lcIunker" keys, we could use that. 

He d id, and we were able to sleep in a 

bed instead of having to pay for a bed, 

but sleep in the tenninal. 

We hadn't used the tent or sleeping 

bags at all in Alaska, but I was begin· 

ning to believe that we were going to 

have to use them in ScottsBluff. 

Maybe it has changed, but, wherever 

you plan to RON, transponation is 

no longer anything YOLI take for 

granted in the smaller towns, i.e. , those 

od,er than A TL, lAX, etc. -Barlie C. 

Hiern, Sr. , ABS L·1 632, Carrollton, Ga. 


PAGE 3210

Replacement value? 

Consult d1e Bluebook. 

In these d:1YS of increasing values on 

aircraft, it is sometimes difficult to 

obtain a fairly accurate eva luation 

of your aircmft. The Aircraji Bluebook 

Price Digest is the most common LOO! 

lIsed by the insurance companies for 

this evaluation. 

The bluebook value is based on the 

average retail. YOli then mu:;l take into 

consideration the additional equipment, 

hours on the engine and condition 

of the aircmft. 

Let's look at a 1964 Bonanza 535. 

The averdge retail value in the Spring 

1993 edilion is 544,500. This average 

value is based on the aircraft having a 

dual nav-com, glideslope, Lrdnsponder, 

encoding allimeler, ADF, two axis, big 

tanks, 725 hours since major overhaul 

or new, exceptional interior and paint, 

no damage history, a six month annual 

INSURANCE 

and all AD's campi ied. 

Since the lime before overhaul is 

1700 hours on the '64 535, the base 

avemge would be based on 725 hours 

since major overhaul (approximately 

42.5%). If the '64 535 has a low lime 

engine, add S10 an hour, or if it has a 

high time engine, subtract $10 an hour. 

Other avemge equipment that adds 

lO the avemge relail would be Dl'vIE, 

$1,000; lhree axis All', $1,260; RNAV, 

$940; u1ree-blade prop, $270; tip tanks; 

$810; and oxygen, $650. 

AnOlher guide for delemlining the 

value of your avionics is to determine 

lhe age of the equipment and the new 

list price as oUllined below. 

Percent of new list price by age of equipment 

1 year 7~ 

2 years 60% 

3 years 5~ 

4 years 400Al 

5-9 years 35% 

This table gives you an idea of 

how the average retail is looked at 

through th e eyes of the insurance 

companies. When you have ques 

[ions regarding the value o f your aircmft, 

send an equipment Iisl lO lhe 

insurance company for their evaluation 

so lhey will know exaclly whal 

you have in your aircraft. 

I[ is reconlmcnded that you insure 

your aircraft as close to replacement 

value as possible. Replacement value 

is not the amount for which you can 

sell your aircraft, which is oftentimes 

considembly less. 

If you have any questions concerning 

the value of your aircraft, please 

give us a call. We will give you the 

values currenlly in the "bluebook" 

and any other information we can 

help you with. You can call us ,oll 

free, 1-800-835-2677. 

Brenda j. Davrdson 

Vice President 

Rollins Hudig Hall of Kansas, Inc. 

HOW TO BUY A USED BIRD 

(conlil'lIledjrom page 3206) 

which prom pled a closer examination. 

That revealed a locked slip joinl in the 

righl reDact rod. Il would have lO be removed 

and replaoed. 

Altogether, the problems that 

Elliott's found for me ran in excess of 

$2,000 lO repair. The only person T 

have to blame for those problems is 

myself. If I had been smart enough lO 

lake the plane to the righl place, I 

would have known whal T was getting 

into before [ PUl my fOOL inlo it. [ 

would have had a beller ide''' of whal 

was wrong, instead of a false sense of 

security. Worst of all , T missed a 

chance to negOliate a more fair price 

for the plane. 

Aircra ft are complex animals, strung 

full of controls and eleclronics. Planes 

have been nearly regula led lO the 

point of extincti on, and for that reason 

many people feel a false sense of 

safelY in the purchase of an airplane. 

Perhaps i[ is the' frequency of inspections, 

or thal the plane gets 

looked over al least once per year. 

Whatever il is, people buy aircrafl 

every day WilhoUl laking a close 

look, and worse yet without a good 

prepurchase inspection . 

Of course, the only lhing worse 

than a cheap prepurchase in'>pe:ction is 

no inspection. To purchase an aircraft 

Sight unseen, much less withoul first 

having a Beech proficient mechanic 

inspect it, is lo invite disaster. This is 

even more true of AmeIican Bonanza 

Society members since ABS will attempt 

lO put you in touch with a qualified 

Becchcraft mechanic upon request. 

Such an offer should nol be 

passed up' 

Do nol repeal my error. Spend the 

money and gel a good prepurchase 

inspection. The money you save in the 

long run will far outweigh the COSl savings 

of a bargain inspection. 

George Wilhelmsen is a licensed Senior 

Reactor Operator with Commonwealth 

Edison . !-Ie is a 400 hour instmment 

rated pi/at and writes for Plane 

and pilol, Flight Training and the ABS 

Newsletter. 

EVERYTIllNG YOU LEARNED IN TIlE ORIGINAL 

COLVIN'S CllNIC. .. PLUS LOTS, LOTS MORE! 

It's h ere and available now! Noml Colvin's definitive new revised edition of the 

most authoritative le),.'tbook for the care and keeping of Bonanzas, Debonairs, Barons 

and Tmvel Airs lo be found anywhere al any price! There are 87 changes and additions 

lO the original book, including schematics and comparison charts for model 

changes up to 1992. It's a library in a book: a must for every ABS member. 

$39.95 - pills $3.50 postage and handling 

Send check, money order or charge lo VISA and MaslerCard 

Mail o r fax order foml on page 3203T. 

AMERICAN BONANZA SOCIETY, APRIL 1993 PAGE 3211

OUTLOOK 

• 

RENO ROUND-UP 

I visited the site of our 1993 annual convention 

on March 8 through March 10. The 

primary purpose of my trip was to sta rt the 

process of completing as many of the early 

arrangements as possible. Mainly, J was 

there to work on hotel reselv;Hions, ground 

trdnspOitation, and the host airport and FEO. 

I am pleased to report that our arrangements 

for these items are fairly well set Even 

though the two days were heavily scheduled. 

I did have time to enjoy the Reno atmosphere 

and to envision what the convention 

will probably be like in tllis very unique 

setting. 

World Class 

Even though Reno is really not an urban conununity, it is 

well known throughout the worl d. In tenns of visibility, it is 

strictly world class. \'\lhile there are green areas in town, the 

desert still shows through. To me, it is an interesting place 

in an interesting pan of the world-somewhere between the 

Old \'(lest and a sophisticated, intemational ciry. 

Hotel Alert! 

Our official convention hotel, the Reno Hilton, is a very 

nice fac ility that's getting nicer all the lime. By the time we 

check in on September 12, the latest renovation, including 

all new carpeting will be complete. Of more immediate 

importance is the fact that anyone interested in reservations 

at the hotel for the convemion elates of September 12 

to 15 should immediately contact ABS Headquarters. 

There are only a limited number of rooms available (at this 

writing) so act quickly! 

The Race Days 

There are absolutely 110 rooms available at the Heno 

Hilton for the dates of the Air Races (September 16 to 19). 

However, there are a limited number of accommodations at 

the Roadway Inn for those date. The Roadway Inn is loca 

ted within a five minute walk of the Reno Hilton. The 

Roadway Inn also provides frequent shultle service to and 

from the Reno Hilton. 

Tf you're interested, you can call Karen O'Shea at me 

Roadway Inn at J-8oo-648-3800. Make haste if you want to 

make a reservation! 

Taking Shape 

We are actively negotiating with our major speakers for 

the General Session on 'Ionday and for the Awards Banquel 

on Wednesday. 

We have already booked our speaker for the Sunday 

welcoming dinner. 

Reno Jet Center, Mercury Aviation have been selected as 

our Host FBO on Reno Canon Airport. 

We have scheduled our lra.ditional Barbecue 

at Stead Field (the site of the Air 

Races) for Monday night. 

Our flight Line Inspection will take place 

on Tuesday night berween 5:00 and 7:00 

p.m., followed by a cocktail hour and buffet 

at Lhe new S10 million Auto Museum. 

The Team 

As always, the Society's Executive Committee 

is in overall charge of the convention. 

In addition to the guidance they provide, the 

Executive Committee, headed by ABS President 

\Varren H offner, also panicipates in 

much of the detailed planning and preparations for our 

annual event. 

Three of our ABS members who live in Reno, including 

Director Roger Murray. Lew Gage and Lynn Jenkins, also 

provide us with sollle vel)' special assistance and advice. 

\'(le'li bring you more details of what is shaping up to be 

a fine convention as they develop. Hemember, if you have 

not made your reservation , it's not too late (as we go to 

press)! 

TELEPHONE DISCOUNT PROGRAM 

TIle ABS is offering customized long distance telephone 

discount programs optimized for each member's business 

and residentiaJ needs. These programs use the major long 

distance telephone companies, including AT&T, as underlying 

carriers and save members up to 25 percent on their 

business and residential long distance bills. 

Additionally, using this service supports the ASS with 

monthly contributions for as long as members use the service, 

allowing the ABS to further its member programs. 

The ABS long distance discount progl"dms are for bolh 

residential and business use. Residential progmms can be 

subscribed to by contacting ABS Headquarters and requesting 

a discount fOlm. Business progmms are optimized and 

detailed through a written proposal from an analysis of the 

needs, long distance telephone usage and calling pattems of 

the company enrolling under the A BS plan. 

Each program is guaf"dnteed and the resident i ~1I or business 

service may be rewrned to the original service without 

Cost if the member is not completely satisfied. 

Additional infonnation and service applications can be 

obtained by calling toll free 1-800-283-1092. 

AnENTION 

ABSMEMBERS 

Please include your ASS number with your letters to the editor and have the 

number ready when you call ASS Headquarters. This will help so much in getting 

your questions and correspondence handled quickly. Thank you. 

AMERICAN BONANZA SOCIETY, APRIL 1993 PAGE 3212

APRIL 

16-18 · Bonanza Pilot Proficiency Program. 

Columbus, Ohio. Cut-off date: 3-31. Contact: 

ASS Headquarters. 316/94&

April 1993 - American Bonanza Society

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