April 1993 - American Bonanza Society

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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. AMERICAN BONANZA SOCIETY, APRIL 1993 PAGE 3210
Page 2 and 3: I IN THIS ISSUE I COVER. Spirit of
Page 4 and 5: BONANZA OF THE MONTH ; Round-the-Wo
Page 6 and 7: I Q I M35 oil filter. My corporalio
Page 8 and 9: gravity near the forward limit. To
Page 10 and 11: AD! L26000 Louis H. Abbett L7978 Br
Page 12 and 13: How to buy a used bird By George Wi
Page 14 and 15: Thanks for Orlando BPPP. [ just wan
Page 18 and 19: Replacement value? Consult d1e Blue
Page 20: APRIL 16-18 · Bonanza Pilot Profic

April 1993 - American Bonanza Society

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