AVIATOR pOinls - American Bonanza Society

I alcon Insurance is one of the largest independently owned 

- . • • 

has decades of expenence in aviation insurance and we 

are uniquel)' qualified to provide complete insurance 

r.rotection for !\IlS members. 

The AilS Program is one of the most comprehensive 

insurance programs available III the industry todaX and 

features expanileil coverages, access to a variety of underwriters 

and competitive rates. The professional Falcon staff 

is dedicated to serving AilS members with an insurance 

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Amerk~~ 

Bonanza ..-~~ 

Soclet.!j~ 

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.m 08 Number 10 

Published by American Bonanza Society, Organized January 1967 

OCT O BER 

ON THE COVER 

10980 Jim Delltseh's red Debonair 

flying over C!wr!olle Harbor 

(Pllnta Corda, Florida). 

Photo by Bill Hare; photo plane 

pilot, John TaylOl: 

FEATURES 

10982 PANEL MODS, PART IV 

By Dennis Wolter 

10991 ABS BOARD 

CALL FOR NOMINATIONS 

11000 CRANKCASE REPAIRS 

By Jim Cavanagh 

11006 STARTER ADAPTERS 

By Celie Key/ 

11001 PREVENTTHE 

BATTERY BLUES 

By Geary Keilmall 

11010 MORE ON CHECKLISTS 

By Richard No/all 

11010 CIRCUIT BREAKER AD 

UPDATE 

11011 BEECHCRAFT HERITAGE 

MUSEUM 

By ROil Vickrey 

11014 BIG BEECH BUNCH 

10918 BPPP SCHEDULE 

10919 PRESIDENT'S COMMENTS 

by An Brock 

10986 ABS LIFE MEMBERSHIP 

10981 FORUM 

10988 SAWYOWNER 

by Mike Huseh 

AEROMEDICAL NEWS 10998 

by Charlie DUI'idsOIl, MD 

10992 TECH TIPS/NEILS NOTES 11002 

10996 BPPP 

by Craig Kent 11004 

l0996A AD SECTION 11005 

10991 

WHArSWRONG 11008 

by Adrian Eichhom 

& Ron TimmenllulIS 11011 

AVIONICS 

by lo/m Col/illS 

CURRENTS 

by Lew Gage 

11012 INSURANCE 

by )oh" AI/ell 

Falcoll hWIfYmce 

ABS AVIATORS 11013 REGIONAL NEWS 

EDITORIAL CALENDAR 11013 SURLY BONDS 

GENERATIONS 11015 ABS MEMBERSHIP 

APPLICATION 

GA NEWS 

11016 EVENT CALENDAR 

Send articles/letters to: 

ASS Magazine Publication Office 

PO. Box 128BB. Wichito. KS 67277 

Tel: 316-945-1700 Fox: 316-945-1710 

E-mail: bonanza1@bonanza.org 

Website: http://www.bononza.org 

COP) and photographs 5ubmlntd for pohlkation il«oolf tM propert)' 01 thor Societ) 

and ~ ha ll not ~ I'ftunlfd. MlCks IUbmllled ""Ill ~t Uffli ~\~ publtcalKlll (IIl'fatnct 

EDITOR-iN-CHIEF: Nancy Johnson. ABS Executive Director 

MANAGING EDITOR: Betty Rowley 

AIRCRAIT TECHNICAL EDITOR: Thomas P_ Turner 

ART DIRECfOR: Jim Simpson 

Display. Advertising 

Director 

John Shoemoker 

2779 Aero Pork. Orive. 

PO Box 966. 

Traverse City. MI 49684 

1-8CJO.327·7377. exl 3017 

Fox: 231-946-9566 

E-mol lohns(1i)oJlloQ4!prf' 

com 

ASS MAGAZll.E. (lSSN IjJS-9\J60) IS published moo!hly b)' the Amtnl:aa Bonanza 

Soc~. 1922 Midf.rkl Road. Wi(:hlla. KS 67209. The prifc 01 . ~., ., l )' WMcnpOon 

is llICluded In !he annual dues of Soc~ ITCmtJc,D Ptnl)(bClb ~ paid ;II 

....'iduu, K 3n~s. and at addllJOII.tl nwlmg otrlC'e> 

1"0 pan of Ihis pubhcauon rna)' be repnnted or durliu tN ""1hout tht \\nuen 

perrm .. ~io n of !he Ed itor In Ch.ef 

The Soc iNy and Publisher C:IlUlI,)\ lCCe"t responsibility fO( lhe com

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• Beechcraft Piiol Proficiency Program ' Aircraft Service Clinics ' Air Safely Foundation Research & 

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OFFICE HOURS: M-F 8:30 am - 5 pm (Cenlral Time) 

Bonanzas, Berons, Debonoirs and Travel Airs throughout the world. 

ABS BOARD OF DIRECTORS 

TERM EX~RES 

PRESIDENT 

ARTHUR W. BROCK (Area B) • 2009 

Committee Choir: Events. Executive, Planning, 

Technical 

2831 Colt Rd., I«lncho Palos Verdes, CA 90275 

phone: 310-548-8507. fox: 31Q..548-3767 

e-mail: brockort@ool.com 

VICE PRESIDENT 

Bill STOVAll (Area 6) '2009 

Committee Cnair: ABS-ASF Project Funding. Media 

32675 Woodside Dr" E'l9fgreen. CO 80439 

phone: 303--945-1 700 

Eligible for 30 ASS Avialor paints. 

DATE 

Oct 24-26 

Nov 14-16 

lOCATION 

Richmond, VA 

Tulsa, OK 

AIRPORT 

(RIC) 

(RVS) 

Visit www.bppp.org for more info or to register. Bonanzas/Barons/Debonairs/Travel 

Airs ot all locations. Cockpit Companion course available. Call the BPPP 

Registratian Office to make arrangements: 970-377-1877 ar fax 970.377-1512. 

Eligible for 70 ASS Aviator pOints. 

PAST PRESIDENTS 

S.J. McClanahan. MO 1967-1971 

FronkG.Ross (dec.) 1971 - 1973 

Russell W. Rink (dec.) 1973-1975 

Hypolile T. Lortdry, Jr" MD 1975-1976 

Colvin B. Eorly, MD. PhD 1976-1977 

Copt. Jesse F. Adoms USN{R) (dec.) 1977-1978 

David P. Borton 1978-J 979 

Alden C. Barrios 

fred A. Onscoll, Jr. (deC.) 1980-1981 

E M. Anderson. Jr (deC.) 1981-1983 

Donald L Monday 1983-1984 

Harry G Hadler (dec.) 1984-1985 

John E Pixton (dec.) 1985-1986 

Charles R Gibbs 1986-1987 

Roy L leodobrond (dec.) 1990-1991 

James C. Cassell, III (dec.)1 991-1992 

Worren E.Hoftner 1992-1993 

John H. Kilbourne 1993-1994 

Borrie Hiem, MD 1994-1996 

1996-1997 

Jon Roodf~dt 

Harold Basi 

Jock Threadgill 

Jock HOSllngS.MD 

CrClO Bailey 

Jon luy 

200J-2oo1 

2001·2002 

2002·2003 

2003·2004 

100'·2006 

2006-2007

Here are some highlights from my annual State of The Society 

Report, presented at the annual membership meeting in 

Lexington . 

BOARD OF DIRECfORS: This year Jon Luy will be leaving 

the Board, a his second term has expired. Tom Rosen will 

take his place from Area 7. Next year there will be three new 

vacancies as Bill Stovall. Charlie Davidson and I, from Areas 

6, 3 and 8 respectively, complete our second terms. The call for 

nominations is elsewhere in this issue. (page 10997) 

We are sorry to have lost two of our newest board members 

in August, both resigning due to time limitations and 

interests outside of the Society's purview - Greg Keshishian. 

Area I, and Andy Reardon, Area 4. The Board is in the process 

of filling those vacancies in accordance with the ABS bylaws. 

The Board of Directors has elected the following officers 

for Fiscal 2009: 

President Bill Stova ll , Vice President Ron Less ley, 

Secretary Charlie Davidson, and Treasurer Steve Blythe. I 

extend my heartiest congratu lations to these gentlemen and 

wish them the best of good luck. 

TECHNICAL: The spar web cracking srudy continues. We 

will have completed the first phase of our current program 

prior to the Convention. Assuming the results show satisfactory 

progress, the ASF Board will be asked to approve continuation. 

To assure rhe highest quality resulL, we have changed 

our contract to req uire all the basic engineering be done by a 

senior engineer. This change and some other unanticipated 

problems are indicating a higher final cost than our earlier estimates; 

however, we remain optimistic about a positive outcome. 

We continue to learn more about the circuit breakerswirch 

AD. Our earlier perception of the problem, apparently 

shared by the FAA, was incorrect. We have talked to Hawker 

Beechcraft engineering and Tyco, the switch manufacturer. 

The problem and its solution are associated with the internal 

spring. The new switches have a bend in the end of the spring 

that avoids that part shorting out. 

Significantly, only the switches sold through Hawker 

Beechcraft have thar fix. Although Tyco markers rhe same part 

number through other sources, those switches do not have the 

fix. See the Members Only page of www.bonanza.erg for more 

information , including pictures of the different internal switch 

designs. 

ABS has asked members to submit, in confidence. information 

on failed switches. AlLhough sparse, the information 

thus gathered does indicate some failures in singles as well as 

twins. 

IL has been suggested in some 

forums thar removing the old Beech 

switches and replacing rhem with 

Tyco's (prior to the effecti ve date of 

the AD) would be a safe alternative to 

compliance. Based on what we know 

now, that is not a good idea. The Tyco 

switches have not addressed the failure mode and there have 

been failures in the fi eld. 

The supply of the new sw itches is awaiting a significant 

order fro m Beechcraft, which in rum is waiting for significant 

orders from owners. An additional hOlding factor is the possible 

approval of one or more alternate means of compliance 

(AMOCs), although knowing what we now know about the 

design change of the Beech part, this may not be as likely as 

we once thought. 

As for parts availabilit y, the sooner we get our orders in to 

RAPID, the sooner production will start. ABS still believes 

that this AD is an expensive overkill considering a rea listic risk 

assessment, and we intend to continue discussions on this with 

the FAA. 

FINANCIAL: We are in excellent financial health. The ABS 

balance sheet reports assets in excess of liabilities of almost 

$900 thousand. Of course, we were affected by the general 

market contraction, and we saw the value of our investment 

accounts decrease thi s year. However, before applying those 

unrea lized losses on investments, we recorded a modest profit 

of about S75 thousand. 

The ABS Air Safety Foundation has conunitted significant 

fu nds to the spar web study but still shows a pos itive fund 

balance of over $500 thousand. Our goal is to replace the spar 

web study funding promptl y, to be financially ready for whatever 

may come next. 

The Endowment Fund, which was establi shed to provide 

an income source to sustain the activities of the ABS Air 

Safety Foundation in an era of declining membership, rema ins 

well short of the original goal of $5 million. While we still 

have time to build that fund, we have to be realistic; more airplanes 

are leaving the active fleet than Hawker Beechcraft is 

building. Our need for new funds to sustain the current ac tivities 

of the ABS Air Safety Foundation and to grow the 

Endowment Fund is very much alive. 

SERV ICE CLINlCS & BPPP: Two of our most important 

services are the recurrent Beechcraft flight trai ning 

provided by BPPP, and the mechanical examination of the 

fleet at our Service Clinics. Both programs operate on an 

comilllled 011 page 11015 

ABS October 2008 www.bonanza.org Page 10979

~ ---- 

• _ _._.._.. .. ........... . .. . . ..._.___.__...._..._. ........ . .........._..__•.._...._........._..._.._____...._....._._._..._...l 

1962 Debonair 

OUR LlTILE DEBBIE 

e flew 2,200 glorious hours in our 

~ 

beloved Skylane for 14 years. 

When we lived in Torrance. 

California, prior to 1995, and our 

kids lived in Maryland and Mississippi, 

we had five trips coast· to-coast under 

our belts in the Skylane. 

Then along came Hurricane 

Charlie! With my insurance check in 

hand, [ started looking for an airplane 

with more speed. My understanding 

wife Penny is always in a hurry; she 

wanted a faster plane, too. 

[ have had a variety of planes over 

the years and have taken many long 

cross·country trips, but always wished I 

had a Beechcraft. So the quest began for 

aEE[~~~~n Of T~E MD~T~ 

N302JH 

Jim Deutsch 

Punta Gorda. Florida 

a good cross-country airplane. comfortable 

for two people and capable of carrying 

lots of luggage. 

Our search uncovered a 1962 

Debonair with a mid·time engine and the 

avionics we were looking for, but in need 

of a new interior. After a prebuy inspec· 

tion, we decided this was the one for us. 

When Debbie went in for her first 

annual six months after purchase, we 

were surprised by an estimate to fix a 

list of problems almost as long as War 

and Peace, none of which had shown up 

in the prebuy. 

[ gave the OK for the work, thinking 

all would be fine for the next year. 

But the next year's annual list of problems 

made the previous li st look like a 

short story. So I said, "Enough is 

enough. Fix EVERYTHING!" 

Then, with a new paint job and a 

new windshield, I was certain we had a 

sound and safe traveling lady. 

Our first big trip was with the 

Southeastern Bonanza Society to Long 

Island in the Bahamas. We had a ball 

and decided to go every December 

thereafter! Debbie does the trip easily 

and allows my bride to take all her stuff. 

Now that we reside in southwest 

Florida and have a grandson and three 

step-grandkids in Louisiana, and three 

great-grandkids in MissisSippi, our 

Debbie can make that trip in less than 

three hours. Our personal range is 

maxed out at three hours. Perfect! 

Our longest trip was from southwest 

Florida to Colorado Springs to visit I 

ong-time good friends; a one- night 

stopover in Keokuk, Iowa, to see distant 

relatives; and then on to visit our oldest 

son and his wife and children in the

EQUIPMENT LIST - 1962 B33, N302JH 

MX20 Mu I func:,or d spoy 

GX60 GPS W1'h COr'lm 

SL3C .2 'od 0 W 'n ILS ood 

gl deslope rece~r 

SL70 rronspender 

1Ol87AOF 

KX62DME 

S- ec 50 OU';)p1 

w,n 01 110 j 

Genuv H5I 

Hor zon d gllol -och 

E!ech)nICS nlernallono' 

Supe' clOC, 

BocKuo ~ecl(lc anticKli 

honzon 

JPI 800 eng Ire room'or 

VerlICOI cord compess 

VlstoNav with WX weo'her 

Washington, DC, area before flying 

home to Florida. 

The only problem was that the alternator 

belt kept breaking or coming off. 

That was fixed when our local mechanic 

The refurbished interior inside is just as nice as the sho...,." red point job outside. 

discovered the wrong belt had been 

installed. Now we replace that belt every 

24 months, no maner what. 

While trying to make Debbie like 

new, I have serviced every conceivable 

system and have not had any issues 

during its last 85 hours. We really wanted 

to add a nose light to tum on without 

lowering the gear, but were told that our 

cowl is too short from spinner to air 

filter. I saw a mod in ABS Magazine that 

was done on the same year Debonair as 

ours, but Beech changed the cowl that 

same year. I do wish we had a light to 

tum on without lowering the gear, but I 

guess that is not meant to be. 

We recently took a hit from 

Tropical Storm Fay, from which we 

came out unscathed. Hurricane Gustav 

gathers strength off the coast of Cuba 

and several yet unnamed tropical 

systems lurk in the Atlantic. Who knows 

what havoc Mother Nature will wreak 

on us this hurricane season. Luckily, our 

insurance company will pay us $500 to 

rake N302JH out of harm's way should 

a hurricane threaten a direct hit. 

Now, with Debbie all broken in and 

working like a dream, we have great confidence 

in her. We are ready for our next 

trip to escape threatening hunicanes or 

another fun trip with other Bonanza owners 

to Long Island, Bahamas, and beyond! 

@

PANEL MODIFICATIONS - PART IV 

DINOSAURS, DUMPSTERS & DOLLARS 

BY DENNIS WOLTER, AIR MOD, BATAVIA. OHIO 

Writing about the next phase of building this panel presents me with a dilemma , My 

wife Cynthia is always telling me that women are multitaskers and men are monotaskers. 

I tend to agree with her. That said, to some degree I think she confuses mono· 

tasking with a man's desire to be uninterrupted while working on a complex task. To my 

way of thinking, the complexity of the custom design and building panels involves inte· 

grating several related variables as the fiHlng, fabricating and layout of the panel takes 

shape. That sounds like multitasking to'TIPI 

For this particular project, we started 

with a D'Shannon Aviation panel 

kit to get a large shock·mounted 

flight panel. a usabte fixed main 

panel, gtareshield, and all the floatingpanel 

mountings and supports readymade. 

In the spirit of retaining some of 

the originat classic Beech design, our 

plan was to retain the existing piano 

keys, wiring, and especially the tower 

mounting structure. 

Since the D'Shannon panel kit is 

designed to replace the piano keys, the 

subpanel and related components that 

we wanted to retain, our first step is to 

cut down the long full panel to fit along 

the original lower sub-panel structural 

truss located just above the original 

piano keys and center quadrant. 

I'm a big proponent of mounting 

these .090" aluminum panels with structural 

8-32 countersunk machine screws 

and nut plates. This mounting system 

has some distinct advantages, First. the 

entire panel can be painted and placarded 

outside the airplane, Second, all 

wiring and instrument plumbing can be 

easily fit, installed, tested and tied up on 

the bench, And last, if in the future a 

major panel change is planned, the 

whole panel can be easily removed. 

We have tried building these panels 

every way known to man and, regardless 

of the type of panel we're bu ilding, 

we definitely feel that mounting with 

machine screws is the best way to go. 

With the new fixed panel cut to fit 

the original piano keys and center throt- 

tie quadrant, we temporarily cleco this 

panel in place, It is then time to confirm 

the layout and fit of the customer's 

panel design, 

Armed with the original panel 

drawing made while the customer was 

here, and what we call our "six-point 

awareness list:' we start to locate the 

various components. This list actually 

consists of things one must consider 

when laying out a new panel. 

SIX-POINT AWARENESS LIST 

L All structural components must meet 

the requirements of FAA AC-4313 lB. 

2. All instruments. radios, defrosters, 

etc, must clear all controls, structure 

and systems. 

3. One must provide for electrical 

wiring, instrument plumbing, securing 

of clamps, etc. 

4. Layout all the instruments. switches, 

circuit breakers and controls in an 

ergonomically correct and intuitive 

manner that also includes the 

owner's input and priorities. 

5. Locate components to ensure that 

everything can be seen by the pilot 

with little or no parallax. To meet 

this very important requirement, the 

FAA also has specific limits as to 

how far to the left and the right of the 

pilot's yoke certain instruments can 

be mounted. We call this the primary 

cone of vision, It's important to realize 

that some electronic screens can 

only be seen if you're viewing them 

from an almost straight-on angle, 

6. Be constantly aware of making the 

new panel as maintenance-friendly 

as possible, Mounting the whole 

thing with machine screws and nut 

plates, leaving "work loops" of extra 

long wire and plumbing leads allows 

instruments and radio stacks to be 

pulled out and unhooked from the 

front of the panel. Those are just a 

few maintenance-friendly and costsaving 

features that come to mind. 

At this point we need to address an 

important structura l issue. Beech 

secured the original thin aluminum 

instrument panel overlay to the structural 

truss that held the piano key switches 

with a very minimal al uminum angle. In 

the interest of creating additional 

The full height D'Shonnon panel, cut 10 accommodate original piano keys and center throttle quadrant. 

Page 10982 wwwbonanza,org ABS October 2008

Instrumenl plumbing being installed with Ihe flight panel ouf of the airplane. 

strength at this weak point, we add a 1)1" 

x W x .125" 20241'3 structural aluminum 

angle secured to the original structure 

with both cherry max rivets and machine 

screws. This will ensure lots of structural 

integrity between the new panel and the 

original lower panel truss. 

With the structural mountings in 

place we can temporarily install the hardmounted 

fixed panel, shock-mounted 

!light panel, defroster and glareshield. 

MULTITASKING BEGINS 

We begin by having every component 

on hand and holding each instrument, 

radio, dust cover and defroster 

hose in their respective locations, making 

sure all six contingencies on our 

multitasking list are mel. As we made 

our way through this process on the 

panel, two very critical problems presented 

themselves. 

First was that the Garmin 530 

would have to be high enough in the 

center of the main fixed panel to clear 

the behind-the-panel radius scissors 

comrol linkage. This meant that we 

would be able to mount only the two 

3 ~" tach and manifold-pressure gauges 

above this large screen. It was possible 

to build the whole panel taller, but we 

had initially sat customer Rob in the 

pilot's seat to determine the maximum 

height that he would be comfortable 

with. Well, we had to cheat a little as it 

was, so after several phone conferences 

we decided to give up on the original 

design concept and move in the direction 

of one long single row of engine 

instruments located above a shortened 

radio stack. 

A second complication in this 

design change involved the original 

non-sloped windshield structure. As 

built, the location of the M35 nonsloped 

windshield lower hat structure 

allows for about 10" clearance between 

the top of the new panel and this 

immovable hat section. Here is the frustrating 

part - we needed I OX". So that 

eliminated our idea of mounting the 530 

close to the top of the center section of 

the fixed panel. 

Stronger mounting angle and nut plates (pilot's side). 

Copilot lower panel mounting angle and nut plates. 

ABS October 2008 

www.bonanza.org 

Page 10983

Always leave enough space between (omponents to allow for the option of a future replacement of an instrument with one made by a 

different manufacturer. As hard as the industry has tried to standardize the dimensions of these instruments, variations do occur. 

The other consideration that had to 

be included in this fitting process was 

the glareshield. Initially, in the classic 

spirit of this project, we wanted to retain 

the original non-sloped two-piece windshield. 

[t soon became obvious that with 

the additional height of the new panel, 

the glareshield-to-windshield clearance 

could be an issue. 

Since we were pushing the dimensional 

envelope in almost every direction, 

our Plan B was to install a speed-sloped 

windshield conversion. The sloped windshield 

modification does move the windshield 

forward enough to give us the 

glareshield clearance we needed. But we 

sti ll had to extensively modify the speedsloped 

windshield glareshield. More on 

that later. .. (One must always be prepared 

to compromise.) 

FINAL LAYOUT OF COMPONENTS 

With the glareshield issues 

resolved, it was time to start the final 

layout of the instrument and component 

locations. We started by laying the new 

panel components flat on a workbench 

and physically positioning the various 

instrument templates on the surface of 

the new panel. We are very careful to 

check for behind-the-panel spacing, as 

well as lateral and vertical clearance 

between each instrument. 

Here's something else to factor into 

this layout process: Always leave 

enough space between components to 

allow for the option of a future replacement 

of an instrument with one made by 

a different manufacturer. As hard as the 

industry has tried to standardize the 

dimensions of these instruments, variations 

do occur. 

In light of this reality, I would 

allow an extra W of clearance on all 

sides of every instrument. Horizons and 

directional gyros are of particular concern. 

What if you decide 10 replace a 

directional gyro with an HS[" Most 

HSls are larger than a directional gyro. 

Extra clearance can save the day. 

Limited clearance between the upper fixed panel and the original windshield frame. 

Not enough clearance for the gloreshield and the non-sloped windshield. 

Using precision cui instrument paNerns to accurately layout the fixed panel. 

Page 10984 

www.bononzo.org ABS October 2008

USEFUL TIP: Nel'er throw alii all old 

illstmlllent pallel. We Clll them lip to 

create accurate illstrument alld pallel 

compollent telllplates. The old holes are 

already perfectly Clll, so al/ aile lIeeds 10 

Precision instrument patterns cut out of on old panel. 

I 

do is LIse the instrumelll as a template 10 

outlille the compollent's footprint. lVith 

this perfect pattem, just shear alollg the 

scribe lille alld "Voila!" you have a 

precisioll pattem of the cOlllpollents. 

ffi68 

/' 

· ~-.:t · ---~ .. ~ I, 

l .,&.· • ..- 1 ~ ."., 

-ffiI l_y~LY. L') - j-' E) 8@ 

I IA~I..i(!..A 

I = ~'*' 

--ElJ rl~~'''Yi~ ... ~ i 

. ~ I-{--l H ·r:L · _· t(~-+ !>So> 

After a couple days of measuring, 

moving and phone confereneing, we 

had a design that Rob liked and that 

functioned for him. As [ stated earlier in 

this series, this was a very nonstandard 

installation. We had to do a lot of, as we 

say in the business, "cutting to fit and 

wiring to work." 

SOME SPECIAL DETAILS 

The layout of the shock-mounted 

flight panel was fairly straightforward. 

The only unique detail was locating the 

switching panel above the horizon, 

something we had done several times 

because many owners like having the 

marker beacon and radio switching right 

up front. This also helps keep the height 

of the traditional canted radio stack as 

low as possible. We also cut holes for 

the future installation of an electric 

backup horizon and eircuit breaker. 

[n the fixed panel below the shockmounted 

flight panel, we installed (from 

left to right) the radio master switch; a 

backup avionics buss tie circuit breaker 

that can be pushed close to supply power 

to the avionics buss in the event of a radio 

master-switch failure; and then the 

autopilot and electric trim power switch. 

Finally, we installed the glareshield 

lights rheostat and selector switch. 

I O""!...6~!..i( l "..t ' +,0 '). _. I 

X '*' ~'*' , 

7.::- i "\ Y i ~ ~ "'\ r i ~ 

:i

Primary radio and glareshield lighting controls and avionics breakers. 

Another switching detail worth 

doing is to convert an unused piano key 

to the pitot heat switch. I have never 

understood why Beech installed the 

pitot heat switch in a little add-on bracket 

stuck below the subpanel truss. 

As panel layout and fitting projects 

go, this one had its issues. I feel the 

results are worth the effort and Rob got 

everything he wanted. The result was a 

panel where all the flight instruments 

are where they should be; his primary 

nav screen as close to the flight instruments 

as possible; all the engine and 

fuel gauges logically located in one 

place; and the electrical and vacuum 

monitors right in his basic lFR scan. 

Included was a pullable circuit breaker 

for each electrical circuit, logically laid 

out in an easy-to-access panel, plus 

future spaces for additional breakers 

and switches. 

CUTIING HOLES 

With the panel layout confirmed, it 

was now time to begin the process of 

cutting all the radio and instrument 

holes. In the good old days, we would 

cut these holes with fly cutters and files. 

Today, it's a whole new world. We partner 

with Cincinnati Avionics on panel 

projects, and have them create a very 

accurate computer-generated drawing 

of the entire panel. 

After the drawing is approved by 

the customer, this data is loaded into a 

numerically controlled milling machine 

that will magically machine-cut perfect 

holes. This process increases quality, 

saves time and money, and looks great. 

Another advantage of this computercontrolled 

system is that it allows us to 

quickly make a test-cut in .040" aluminum 

to confirm any tight clearances 

we may encounter. 

All the moin ship's buss circUIt breakers are laid oul in one accessible location. 

MORE TO COME 

While the panel drawing and cutting 

is being done, we continue with 

wiring, plumbing and insulating, which 

will be covered in detail in the next segment. 

Until then, fly safe! 

Dennis Wolter is an A&P, IA and a 3.000- 

hour instrument pilot who started Air 

Mod in 1973 to bring innovative design 

and high

Landing gear issues 

I am the proud new owner of a 

1963 P35. I am writing to report how 

glad I am that I anended the May ABS 

ASF Service Cli nic in Madera, 

California. Technician Bob Olson 

ca lled my attention to a problem in the 

landing-gear motor assembly. The 

emergency crank handle had very liule 

play left, which means the gear was 

coming to rest against the stop of the 

sector gear. I was advised to have it 

overhauled soon. 

I did the annual and in the process 

had the landing-gear motor and actuator 

assembly overhauled at Cruiseair 

Aviation at Ramona. It had been about 

500 hours since the last overhaul, so it 

was definitely time. 

Cruiseair did an incredible job. I 

can certai nly recommend their work. 

They also took the time to explain what 

I should be on the lookout for in the 

future. Their customer service was 

excellent. 

Once the actuator and motor 

assembly were put back in by my own 

mechanic, it was time to rerig everything. 

We did uncover a differe nt problem: 

The inner landing-gear doors were 

slightly tweaked, probably as a result 

of someone putting the gear down at 

too high a speed. 

When we hand-cranked it until the 

microswitches engaged, the front edges 

of the doors were sti LI open about a 

quarter inch. My guess is that the 

microswitches had been adjusted to 

have the motor pu ll just a linle longer 10 

get the doors completely closed. This is 

the wrong fix, obviously. The doors 

must be straightened to fit properly 

without tension. Stopping the motor 

later puts it closer or against the stop of 

the sector gear, which could damage it 

from percussive force on the stop. 

The other danger is that it puts 

more tension between the wonn gear 

and the sector gear and this will either 

bend the worm gear, or both the sector 

gear and the wonn gear will wear out 

prematurely. 

Now that the motor and actuator 

have been overhauled, the doors 

straightened and all the rigging adjusted, 

everything works we ll and has the 

proper amount of play left on the 

crank. The moral of the story is to 

check the al ignment of the gear doors 

while checking the amount of travel on 

the actuator assembly. It might have 

been intentionally adjusted to fix the 

wrong problem. 

Apparently, landing gear issues 

like this are becoming more evident as 

our aircraft age. I wanted to share my 

own experience, potentially to save 

others some headache. 

-Marc Zorn 

Sherman Oaks, California 

Cowling light bulb 

In the August Tech Tips, Jonathan 

Budd, Richmond Hill, Ontario, complains 

that his cowling landing light 

bulb keeps go ing out. ABS Tech consultant 

Bob Andrews recommended the 

Arrow Light or the Knots 2 U as a fi x, 

but he didn't mention the Beechcraft 

Landing Light Assembly Improvement 

Kit (36-4016-00 I). 

As I recall, that kit was reasonably 

priced and used rubber shock mounts 

like the ones on instrument panels. The 

instructions were a linle confusing, but 

I eventually managed to get it installed. 

The kit seems to work we ll , but then I 

didn't have an unusually short life with 

my nose cowl light after turning the filament 

to the vertical. 

- Tim Brown 

Midlothian, Texas 

Appreciation for ABS 

I just rejoined ABS in March 

2008. In 2004 we sold our wonderful 

1968 Model 36 and acquired a pressurized 

Piper Aerostar. During the time we 

new the Aerostar, we were members of 

its national association, a great group 

of pilots and staff. 

I had been a member of ABS for 

more than 25 years; in fact , I had 

helped stan the Pacific Bonanza 

Society. I am the former owner of 

Pe/formance Aero, the well-known 

Beechcraft parts and accessories firm 

that has a two-page ce nterfold ad in 

each ABS Maga zine. 

I just want to say to you, the ABS 

staff, board of directors and technical 

advi sors, how grateful I am to have 

recently acquired our beloved Model 

36 (£-70 N707WG) and to experience 

the remarkable and significant work 

that the aforementioned people perform 

for the ABS membership. 

ASS has always been the premier 

GA owners association, both nationally 

and internationally, in my opinion. 

What has really become more evident 

10 me is that despite the obvious stress 

and pressures on GA aircraft owners 

and service providers in recent years, 

ABS presently provides more meaningfu 

l services to its members than at 

any other time in its history. 

The magazi ne conte nt has been 

taken to an even higher level since I 

last viewed it in 2005. The technical 

anicles, photos and graphics ... and 

member notifications are consistently 

first-rate. The ABS-ASF Service 

Clinics, BPPP clinics and ABS Aviator 

program continue to set the standard 

for the industry. 

I just received the August 2008 

issue and want to also say how appropriate 

I feel it was to commemorate 

John Miller's passing with a cover 

photo and prominent farewe ll story. 

Having been away for nearly four 

years, I sincerely appreciate everyone's 

contributions to ABS. It's great to be 

back! 

-Gory J. Boker 

Reno, Nevada 

Send your letters of recommendotion, 

warnings, or odvice to fellow 

members to absmail@bonanza.org.

POWERPLANT 112: 

FUEL FLOW 

AT TAKEOFF 

One of the biggest reosons cylinders 

fail to go the distance is 

insufficient fuel flow at takeoff. Is 

yours set high enough 

Premature cylinder problems are 

epidemic. Hardly a day goes by 

that I don't hear or read about a 

Bonanza or Baron owner having to pull 

one or several cylinders at annual due to 

poor compression, with leakage past the 

exhaust valve. More often than not the 

afflicted airplane is powered by a fuelinjected 

TCM engine. 

The cause of this epidemic seems 

to be the confluence of several contributing 

factors. TCM apparently had 

some manufacturing problems during 

the late 1990s and early 2000s that 

resulted in less-than-perfect valve-toseat 

concentricity. (I think they 've fixed 

this problem in current production, 

although it's hard to be sure yet.) 

Also, maintenance shops and 

mechanics have been slow to adopt the 

guidance TCM issued in SB03-3 urging 

A&Ps not to pull cylinders due 10 low 

TELEDYNE CONTINENTAL ® AIRCRAFT ENGINE 

compression without performing a 

borescope inspection and identifying 

the cause of the low compression. 

Although it's been five years since TCM 

issued that Service Bulletin. I'd guess 

that about half the shops that work on 

piston-powered GA aircraft still are not 

performing regular borescope inspections. 

As a result, we're still seeing a lot 

of cylinders pulled unnecessarily. 

But I think one of the biggest factors 

contributing to early cylinder 

demise results from insufficient fuel 

flow at takeoff. These engines require a 

very, very rich mixture to avoid excessive 

combustion temperatures and pressures 

at full takeoff power. [f the mixture 

isn't rich enough, the cylinder 

assemblies will suffer- panicularly the 

exhaust valves. 

How much fuel flow 

If you ask pi lots "How much fuel 

flow is enough at takeoff," most would 

make reference to the POH or the topof-the-green 

on the fuel flow gauge. In 

fact, I've seen many pilots actually 

adjust the mixture control on takeoff to 

reduce fuel flow because the fuel flow 

needle was flirting with the red line. 

This is /lot a good idea. 

SERVICE INFORMATION DIRECTIVE 

Compliance Will Enhance Safety, Maintenance or Economy Of 

Operation 

SUBJECT: PROCEDURES AND SPECIFICATIONS FOR ADJUSTMENT 

OF TELEDYNE CONTINENTAL MOTORS (rCM) 

CONTINUOUS FLOW FtJEL INJECTION SYSTEMS. 

PURPOSE: 

I CATEGORY 4 I 

SID97-3E 

Technical Portions 

FAA APPROVED 

SUPERSEDES M73-22, M8~-10 . 

M92·17. 51098-10A,51097-3, 

SI[)g7·3A, 51097·38, SIOg7.JC 

and 51097·30, 

Provide procedures and specifications for the adjustment of Teledyne Continental 

Motors (reM) fuel injeclion systems. 

COMPLIANCE: At Engine Installalion. 100 hour/Annual Inspection. fuel system component 

replacement or as required if operation is not within specificalions. 

MODELS 

AFFECTED: 

All TCM continuous flow fuel injected engine models except 10-240-8 wI Bypass 

Fuel System: urSIO-360-RB: TSIO-520-L, LB, WB: GTSIO-520,F, K, N and 

GIO-550-A Engine Models. 

Figure 1 - SID97-3E is the bible for setting up fuel News on reM fuel-injected engines. 97·3E is linked from Members 

Only 01 W'IM.bonanzo.org. 

EDITOR'S NOTE: This is /lot to be 

eOllfused with properly lea/li/lg /lormally 

aspirated engilles as /leeessary for 

takeoff at elevatiollS above sea level. 

Fuel flow at takeoff is like tire pressure: 

too much is better than too little. A 

little excess fuel flow on takeoff might 

reduce takeoff power by a couple of 

percents, but a little shonfaLl can overstress 

the engine and fry the exhaust 

valves in shon order. I'd much rather 

see takeoff fuel flow a tad over redline 

than significantly below it. 

The "gold standard" for adjusting 

fue l flow on fuel-injected TCM engines 

is a 39-page Service Bulletin called 

SlD97-3E. It's one that every Bonanza or 

Baron owner should be familiar with. 

You can download your own personal 

copy of this irnp0l1ant document from 

the TCM website at hnp:llwww.tcmlink. 

com/pdf2/SlD97-3E.pdf. 

[f you look at the preamble of 

SlD97-3E (Figure I), you'll see that 

TCM recommends adjusting the fuel 

system at initial engine installation, at 

every annual or lOO-hour inspection, 

any time a fuel system component is 

replaced, and any time fuel flow seems 

to have drifted off-spec. Hardly any 

shops actually do this routinely at annual 

inspection , but that is 

TCM's recommendation. 

About half of SlD97- 

3E's 39 pages are devoted 

to tables of fuel-flow specifications 

for every model of 

fuel-injected TCM engine. 

I've extracted the specs for 

the fuel-injected engines 

most commonly found 

in Bonanzas and Barons. 

(Figure 2) 

For example, if you 

have a Bonanza with an [0- 

S20-BA engine, the table 

calls for full-power fuel flow 

(standard day, sea level , 

2,700 rpm) to be 23.2 to 24.9

TABLE 3. Fuel System Adjustment Values 

IDLE AND FULL POWER FUEL PRESSURES AND FLOWS 

ENGINE Prop. RPM & Unmetered Metered Fuellbslhr Fuel gal/hr 

SEE OTE7 (MAP) Pump PSI ozzle PSI 

- 

(NOTE 3) (NOTE 4) (NOTE 5) (NOTE 6) 

I0-470-D, E, F, H 600 ~ -11.0 - - 

L, M, N, S, U 2625 25 . 0-~ 15.0 - 17.5 124 -[ITIJ 21.1 - 122.31 

IO-520-B, BA, 600 (3[Q} 11.0 - - 

BB C, CB 

* 

2700 28.0 -ill]] 14.9 - 17.2 136 - 11461 23.2 -124.9) 

600 ([Q]- 10.0 - - 

IO-550-B 

TSIO-520-UB 

3CI(\ 

300 

2700 29.2 -136.2 1 16.5 - 18.4 146 - 1561 24.9 -126.61 

600 (DI- 6.5 - - 

2700 33.0 -137.01 14.4 - 16.0 195 -12051 33 .2 -134.9 1 

(36.0) 

600 25 - Minimum - - - 

TSIO-520-L, LB 

3101 

SEE NOTE 1 2700 45.0 -155.01 - 180 -11901 30.7 -132.41 

(38.0) 

TSIO-520-WB 600 25 - Minimum - - - 

SEE NOTE 1 

~ 

2700 45.0 -155.01 - 190 -1200) 32.4 -134.1) 

(39.5) 

Figure 2 - Here ore the SID97-3E fuel·flow specs for the most common Bonanza and Boron engines. The system should be adjusted to achieve the red-boxed values. 

Use the actual bulletin for determining pressures and flows. The notes indicated in Figure 2 ore found in SID97-3E. 

gph, or equivalently 136 to 146 PPH. It 

also calls for unmetered fuel pressure at 

idle (600 rpm) to be 9.0 to 11 .0 psi. 

Read the fine print 

Many A&Ps interpret this to mean 

that any fuel flow va lue within that 

range is OK, but in fact that's not quite 

right. If you read the fine print of 

SID97-3E, you'll find a couple of very 

imponant notes that mechanics often 

miss. Here's one: 

NOTE: To ensure optimum coaling during 

FULL POWER operations. the FULL POWER 

fuel flow should be set to the maximum 

specification limit. 

In other words, the 10-520-BA fuel 

system should be set up to produce 24.9 

gph or 146 PPH at takeoff- and anything 

less wi ll compromise cooling and 

cylinder longevity. That typically translates 

to a fuel-flow indication right at 

redline on the fuel-flow gauge. (In my 

experience, it's not a bad idea to adjust 

the system 0.5 gph or 6 PPH higher, just 

for a bit of extra cushion .) 

Here's another imporlaJ1l note 

that's often missed: 

NOTE: Maximum port· throttle full·rich fuel 

flow will be achieved by seHing the idle 

rpm (low) unmetered fuel·pump pressure 

to the minimum volue specified. 

So not only is it imponant to adjust 

full-power fuel flow to the maxi mum 

limit, but it's also imponant to adjust 

idle-power fuel flow to the minimum 

limit (9.0 psi in the case of the 10-520- 

BA). Only by adjusting the system this 

way can you be sure of getting sufficient 

fuel flow at pan-throttle settings. 

Aftermarket alterations 

Finally, there's the sticky issue of 

how to adjust fuel flow for engines that 

have been modified with aftermarket 

alterations like Gamijectors and turbonormalizers.

Here's what SlD97-3E has to say 

on that subj ect: 

The setup procedures contained in this 

bulletin are only for use on engines that 

have not been modified from their original 

configuration as shipped from the factory 

by Teledyne Continental Motors. 

Engines which have been modified by the 

installation of aHermarket components 

such as turbonormolizing systems. turbocharging 

systems. intercoolers. aHercoolers. 

fuel nozzles. etc. whether by STC 

or field approval. must use the instructions 

provided by the STC holder or 

installer. TCM will not accept any responsibility 

or liability for any modified engine 

set up in accordance with procedures 

contained in this Service Information 

Directive. 

In other words, TCM says "Follow 

the STC-holder's instructions." 

Unfortunately, some STCs do not provide 

guidance for fuel-system setup, 

which leaves the owner and mechanic 

pretty much on their own. 

A quick sanity check 

If you don't have your copy of 

SID97-3E handy, here's a quick rule of 

thumb you can use: 

• For a normally aspirated fuelinjected 

engine designed to run on 100- 

octane fuel (8 .5-to- 1 compression 

ratio), takeoff power fuel fl ow in gph 

should be roughly 9% of the engine's 

maximum rated horsepower. (For example, 

an 10-520 rated at 285 hp should 

flow about 25 to 26 gph.) 

• For a factory-turbocharged engine 

(7.5-to- l compression ratio), takeoff power 

fuel flow in gph should be roughly 10.5% 

of the engine's maximum rated horsepower. 

(For example, a TS10-520 rated 310 hp 

should flow about 32 to 33 gph.) 

This rule of thumb isn't as precise 

as looking it up in SID97-3E, but it'll at 

least make sure you're in the ballpark. 

After reading this column, if you 

have even the slightest doubt about 

whether your takeoff fuel flow is adequate, 

get it adjusted-and make sure 

you tell your mechanic that you'd like it 

to be on the high side. The life you save 

may be your own ... cylinders! 

E-mail questions to 

mi ke. busch@savvyaviator.com. 

Mike Busch is on A&P /lA. A pilot for 40+ 

years with 7,()()() hours, M ike has been an 

a ircraft owner and CFI for 35+ years. 

Hundreds of his aviation-related technica 

l articles have been published. He was 

cofounder and editor-In-chief of AVweb. 

Mike's weekend ' Savvy Owner Seminars· 

focus on better aircraft ma intenance 

while spending a lot less. He wa s named 

FAA's 2008 AMT of the Yeor. 

SID97-3E says: "Engines which have been modified by the installation of aftermarket components such as turbonormalizing 

systems. turbocharging systems. intercoolers. after-coolers. fuel nozzles. etc. whether by STC or field approval. 

must use the instructions provided by the STC holder or installer. TCM will not accept any responsibility or liability for 

any modified engine set up in accordonce with procedures contained in this Service Information Directive.' 

: What's the difference between 

a $10)000 annual and a $3)500 annual 

'"SAMM saved me $7,500 on my recent annual inspection. I am a 

periodontist by occupation, and I don't have a lot of time to deal 

with a service center between patients. In the past, every annual 

inspection was a stressful event. SAMM has been a winner for 

me'" -Rik Vanooteghem DDS MS 

A: 

-My SAMM account manager handled everything. I got my annual 

done according to the estimate, with no hassle. It was least 

expensive annual I've ever had. I saved several times what I paid 

SAMM for the whole year, just in reduced cost for my annual! 

Obviously I'm happy with this new service." -Gordon Feingold 

-sAMM saved me $6,000 on my annual. It has been a pleasure 

working with you guys. "-Jerry Bock MD 

-Recently, while on vacation in Montana, my airplane experienced 

an alternator failure. I contacted my SAMM account manager. 

and he took care of the problem with the local repair facility, 

while I was able to go about my vacation and enjoy myself 

Not only did SAMM save me a bundle, but also allowed me the 

freedom to know that the plane was being repaired. properly by a 

shop and mechanics I didn't know. SAMM is worth it's weight In 

soIdr -Steve Carvajal 

"Mike Busch correctly diagnosed my engine problem after 

reviewing data from my engine monitor. After I signed up 

with SAMM, I had the work performed that Mike suggested. 

The original estimate from my service center was $1,965.10, 

but under SAMM's management the final invoice was just 

s8n.93. SAMM saved me over $1,000.00 on this one maintenance 

task, more than paying for my $750.00 SAMM management 

fee for the next 12 months. I suspect 1 will see the same 

kind of savings throughout the year and during the an nual 

inspection !" - Barry Lerman 

"Only an idiot or masochist (or both) could miss the value of 

what you offer."- JeffHarris 

Mike Busch's aircraft 

~ maintenanoe 

Page 10990 www. bononzo.org ABS October 2008

MEDICAL CERTIFICATION 

NUMBER CRUNCHING 

AcouPle of days after returning from Oshkosh, I went 

to Washington, D.C., for my compulsory FAA 

Aviation Medical Examiner (AME) seminar. AMEs 

are required to attend such a seminar every three years. A 

computer learni ng and testing program may be substituted 

for one seminar, but we must personally attend an FAA-sponsored 

AME program every six years. 

The live programs provide a great deal of useful information. 

Many of them are called "theme" seminars and the 

one I attended had a cardiology 

theme. This program put emphasis 

on topics of medical certification 

dealing with the heart and 

vascular system. A lot of in fOrtnation 

and statistics was di spensed 

over 20 hours. 

Here are some points from 

that meeting that I think you 

might find of interest: 

There are 4,097 AMEs, 48% 

of AMEs are pilots, 7% of AMEs 

are female. AMEs are located in Regions, with the Southern 

Region the largest and Alaska the smallest. 

Fifty percent of AMEs are senior AMEs i.e. those who 

can perfortn Class I exams. All international AMEs are 

Senior AMEs, to be available for air-transport pilots out of 

country. 

AMEs come from many medical disciplines. Family 

Medicine physicians are the largest group, comprising about 

half of all AMEs. 

The number of AME exams given in 2007 was 426,182. 

You might look at exams divided by AMEs and surmise that 

each AME does about 100 exams per year. Wrong. Fifty percent 

of AMEs do less than 50 exams per year; 25% do 50 to 

250 exams per year. As with any such statistical curve, there 

are some out there doing very few and some doing a bunch! 

The Aerospace Medical Certification Division (AMCD) 

receives about 1,700 exams per day. Of nearly 430,000 

exams done annually, only 624 final denials were issued. 

That is about one-tenth of one percent. 

A word of explanation is needed on the tertn "denial." If 

Airtnan X goes to his AME and has recently had a disqualifying 

condition- let 's say a recent coronary bypass surgery-the 

AME will defer that medical certification to the 

AMCD and the pilot will receive a letter asking for more 

information that AMCD deems necessary to make a decision 

if the airman can receive a special issuance for the disqualifying 

condition. If the airtnan provides that infortnation and 

the AM CD issues the certificate, there was an "initial" 

denial .. . but not a "final" denial. 

There were 5,909 initial denials in 2007 of which only 

624 were "final." The positive take-home lesson here is that 

even though there are situations where the airman just cannot 

qualify, most pilots, providing the proper documentation, can 

maintain a certificate. 

It is anticipated that by 2025 there will be three times the 

aircraft and airmen flying. If this turns out to be true, the 

AMCD hopes to expand the AME-assisted special issuance 

program (AASI) that aUows AMEs to reissue certificates for 

certain conditions after initial special 

issuance by the AMCD. 

Presently there are 25 such conditions. 

This speeds the specialissuance 

recertification process 

for the airman. 

New certification news 

For pilots under 40, first-class 

certificates are valid for 12 

months and third-class certificates 

for five years (60 months). These 

new rulings are retroactive, i.e. if you had your last thirdclass 

exam at age 36 in August 2004 and you did not go back 

to renew your certificate at age 39 (August 2007, three years 

under the old rule), and you have not been flying because 

your medical expired, you now have a valid medical again 

(until August 2009). 

How 'bout that! Good news for the under-40 crowd. Of 

course if, at any time, you have been diagnosed with a disqualifying 

condition, Part 61.53 of the FARs required you to 

not exercise your airtnan privileges. 

Last tidbit: The average age of AMEs is 58 years old. At 

the meeting they recognized several AMEs for more than 40 

years of service. Looks like being an AME may be good for 

longevity. I certainly hope so ... 

Charles S. Davidson, M.D .. hold s board certification in family 

medicine and emergency medicine. He has been an a viation 

medical examiner since 1978 a nd serves as a senior AME . He 

holds a commercia l pilot license with mulfiengine and instrument 

roting. He is an active pilot using general aviation for 

business a nd pleasure for 23 years. He is a member of the ABS 

Boord of Directors a nd serves on the Executive Committee. He 

flies on A36. 

This column is intended as general information only for the ASS 

membership; it should not be construed as providing medicol 

advice or creoting a doctor-patient relationship. Consult your own 

doctor for personal advice or your AME for aeromedical advice.

Correcting rigging 

Garrett Rose, Bend. Oregon 

Q: [recently purchased a 1979 E55. 

When I went for a prepurchase test 

flight, the plane flew straight. After [ 

purchased the aircraft, [ had factory 

remans installed. My mechanic noticed 

that both the aileron and elevator cable 

tensions were quite loose so he rigged 

them to the Beech Service Manual 

specs. He did not adjust the flaps. Now 

the planes flies left-wing heavy. 

To be able to fly wings level, I have 

to input about a quarter tum to the right 

on the yoke. To fly hands-off, [ tum the 

aileron trim all the way to the right. I 

have not found anything in the service 

manual that addresses a wing-heavy 

issue. The airplane was recently weighed 

and there was only a 20-pound difference 

between the right and left sides. 

A: The first thing [ would look at is 

the static rigging of the aircraft. When 

rigged correctly, the trailing edge of the 

flaps should be even with the bottom of 

the fuselage and then the ailerons 

should be rigged so they are even with 

the flaps and not the wing tip, and the 

control wheel centered. 

Look at the elevators to see if they 

are even in the neutral position. If not, 

you will need to rig the elevator system 

as per the maintenance manual. In addition, 

make sure the aileron trim tab in 

neutral matches the trim indicator. 

Check your elevator trim tabs in the 

neutral position to see if they also agree 

with the indicator. -BR 

Elevator skin crack 

Eric Bale, Madison, Alabama 

Q: [have a Baron 58. On the topside 

ofthe RH elevator, there is a 1.75" crack 

in the elevator skin emanating from the 

outboard comer radius of the trim tab 

cutout area. 1 have stop-drilled the crack 

and it has not grown. 

[ cannot find any inspection or 

repair data in my Beech service manuals 

for this area. [s stop-drilling acceptable 

The repair shop I called claimed that 1 

must reskin the entire elevator. 

A: There are no published approved 

repairs to the elevator skins. We tend to 

support the reskinning approach. We 

have seen some patches in that area, but 

none with approval paperwork. -NP 

Adjusting wing angle 

Barry Beaver. Shelby. North Carolina 

Q: [ have a 1960 M35. After the rig 

adjustment, the yoke is to the left at 8 and 

2 o'clock. The right aileron is I" below 

the flap edge in flight. The ball is 114 right 

of center. On the ground, yokes are 

straight across 9 and 3 o'clock and the 

ailerons are level. But in flight it changes. 

I had a shop use the rigging tools 

and they stated the plane is balanced. 

Could this be a wing-adjustment problem 

On the previous attempt, the 

mechanic did move the chain one 

sprocket to the left. Also the current shop 

told me there isn't any wing adjustment, 

but I think there is. 

A: Yes, the wing angle of incidence 

can be adjusted slightly. I doubt that 

needs to be done though, since many 

other maintenance activities could have 

caused the problem, such as during the 

completion of an AD note, or checking 

the rudder rods for corrosion. Many 

times they were off a turn or so going 

back together and that can attempt to 

roll the airplane. A good rigging shop, 

Kalamazoo Aircraft in MiChigan (269- 

381 -0790), ntight come out to help your 

mechanic. - NP 

V-Tail elevator hinge play 

AI Boyce. Coronado, California 

Q: During an ABS-ASF Service 

Clinic inspection, Bob Olson found 

excessive wear in the left middle hinge 

bearing on my K35. I asked to have the 

bearing replaced during its annual 

inspection to correct the play. They did 

so, but did not replace the elevator hinge 

bracket, which now seems to me should 

have also been done when the elevator 

was off. 

I find there is sti ll as much radial 

play at that middle hinge. Upon close 

in spec ti on, movement can be seen 

between the hinge bracket (PIN 35- 

650122-8) and the attaching AN23-14 

bolt, as though the holes in the bracket 

are elongated. 

I figured that new ntiddIe and outboard 

hinge brackets should be 

installed, so I ordered the parts from 

RAPID along with new AN23-14 bolts. 

I was surprised to find that when the 

new bolts were inserted into the bracket 

holes, the fit was not close and probably 

there is now as much playas in the original 

bracket. 

When J questioned the shop that 

installed the new bearing, they said that 

the AN23-14 should be tightened down 

against the "spacer" (which I assume is 

the bearing) to stop the movement. That 

would mean pinching the ears of the 

hinge bracket against the new bearing. 

This does not seem right to me, but 

since the new brackets from RAPID 

have a loose fit with the A 23 bolts, 

maybe that'S the way the installation 

was designed. What is the proper 

method for that installation 

It seems to me that the new brackets 

from RAPID should have a close fit 

with new AN23-14 attaching bolts, but 

they don't. Is it due to bad parts For 

safety's sake I'd like to get that movement 

out of the hinge assembly, so I'd 

appreciate some guidance. 

A: We believe that the looseness 

experienced with new parts is excessive 

and we have repeatedly complained to 

Hawker Beechcraft upper-level people 

about it. The advice we give is that if 

you can feel the play but not see it, you 

are better off leaving it alone. 

The idea of tightening the bolt to

Answers are marked with initials of the staff or advisors 

who answered it. NP-Neil Pobanz. AF-Arky Foulk. TT-Tom 

Turner. AM-Arthur Miller. BR-Bob Ripley. BA-Bob Andrews. E-series expert Lew Gage (LG) 

and aVIOniCS columnist John Collins (JC) also occasionally contribute answers. 

Answers to technical questions are the best information available based 

on indications presented by the member asking the question. Actual 

inspection of the airplane or system in question may change on initial 

telephone or email suggestion. AircroN owners. pilots and readers are 

advised 10 physically present airplanes and indications ta a qualified 

mechanic before choosing a course of action. 

the bushing is correct, and just let the 

movemem be between the bushing and 

the bearing. Of course, if the bearing has 

interference, then that won't do. What 

they refer to as a spacer, I call a bushing. 

As long as they do not have the ears of 

the brackel dragging on the bearing, you 

may have a fit that is as good as it will be 

until the production is bener. - P 

Check the baffles 

William Stanek, Punta Gorda. Florida 

Q: CHTs on cylinders 2, 4 and 6 are 

running 30-40 degrees hotter than 1, 3 

and 5. At 7,000', 40 degrees OAT, 23" 

MP and 2300 rpm, cylinders 2,4 and 6 

were running around 390, while the others 

were down around 350. 

This 1981 F33A is a new aircraft 

for me so 1 don't have a history to help 

with other temps. The engine was overhauled 

to factory-new specs about 50 

hours ago. I have also just had 

Gamijectors installed. I was looking for 

a more even temperature distribution. 

Am I seeing normal numbers or is there 

trouble brewing in paradise 

A: The f,rst thing I would look for is 

correct installation of the barnes on the 

right side of the engi ne. We normally 

see a slightly higher temp on the right 

side because they are located behind the 

alternator. Overall your temps are not 

out of line for the operating parameters 

you stated. 

If your shop did not complete fuel 

system setup per TCM SID97-3E. I 

suggest doing that after looking at the 

barnes for proper airflow. GAMI provides 

a flight test data form to provide 

information to GAMI on each cylinder 

fuel flow and temps so they can refine 

the fuel nozzle installation if necessary. 

Be sure this form is completed after the 

other items are looked at and then sent 

to GAMl. They can advise if all nozzles 

are correct. -BR 

Spoiling of valve lifters 

Thomas Williams, Columbus. Ohio 

Q: On my 1979 A36, 1 have spalling 

of valve lifters on its factory-new engine 

with 800 hours. 1 run lean of peak with 

GAMljectors and six-probe EGTs that 

always run 330' to 360' head temps. I 

use Avblend in oi l. Mechan ics don't 

know what causes spalling or what can 

be done to prevent it. Is it poor metallurgy, 

a lubrication problem, multigrade 

oil or what 

A: You did not mention how old the 

engine is by calendar years and/or how 

many hours it is flown per month and 

how often. Spalling is usually caused by 

oil having run off the cam and lifter 

prior to stan-up from long inactivity. 

Pre-oiling might help, depending on 

how the pre-oil is set up. -NP 

Difficult hot starts 

Johnny Alvarez. San Antonio. Texas 

Q: What can we do about difficult 

hot stans on our 1958 J35 We have 

tried many techniques. all of which 

work, but not consistently. We think 

long and repeated cranking is hard on 

the starter and the battery. Do you have 

any permanent solution 1 heard shower 

of sparks cures the problem, but am 

skeptical. 

A: The quality of the spark and the 

timing of it playa large part in the starting, 

therefore shower spark can help but 

it can also be achieved by the mags. 

Therefore, you should have them 

checked for quality of spark output and 

timing. I also suggest you allow the 

engine to cool while fueling and open 

the cowling while waiting. Many times 

this alone will help. -NP 

Fuel return check valve 

Donald AbbeH. Gallatin. Tennessee 

Q: How should the fuel return check 

valve be positioned on a 1960 35-33 

A: The valve is mounted horizontal on 

the firewall, with the hinge on top and the 

arrow for flow toward the tank. -NP 

Electrical instrument failures 

David Barnes. Shelbyville, Tennessee 

Q: While flying my 1966 C33A 

recently 1 had another electrical instrument 

failure in fMC, the fourth time this 

has happened. I have struggled with this 

problem for three years and have had 

two alternators and two batteries 

replaced. This last time it was determined 

to be a dead cell in the battery. 

However, I am not convinced the problem 

has been resolved and I don't want 

to find out again the hard way. 

Is it possible that I need an alternator 

with higher amps, say a lOOA as 

opposed to the 40A Could it be a 

defective noise filter or a defective voltage 

regulator that is the problem Or do 

I need a heavier battery Could it be a 

short in one of the aircraft avionic systems 

I am beginning to feel my luck 

could be running out, so how can I 

know for sure that it is really fixed

A: It is very possible your electrical 

system may not have enough capacity 

for your mission and your equipment. 

You should compare the electrical load 

to the alternator rating. It is also possible 

that resistance in the system, including 

the groundside of the system, has a 

high resistance and causes the regulator 

to think it's doing its job while not keeping 

the battery fu ll. 

An analysis by someone who 

knows the system would be good. A call 

to Terry Norris at Aircraft Systems in 

Rockford, Illinois (8 15-399-0225) 

might be worthwhile. -NP 

Automatic prop control 

John Berino. Aloha, Oregon 

Q: My E35 has an electric prop; the 

automatic prop control has stopped 

working but the toggle switch still 

works. The avionics shop removed a 

grey box that has a speedometer cable 

out of the back and a cannon plug in the 

front where the automatic prop knob 

connects. They said, "Most likely this is 

yo ur problem, but we don't know anything 

about it. Good luck." How should 

I proceed in getting this repaired 

Also, when it comes to airplane 

maintenance, is there a shop manual that 

tells how long a cenain repair should 

take-similar to what an automobile 

repair shop uses When an A&P tells me, 

"It will be 25 hours," how will T know 

that is a close estimate and not way over 

what the average guy would perform 

A: On your first question, the folks at 

Airborne Electronics (707-542-6053) 

and Aero Propeller (951-765-3 178) are 

usually very helpful. 

The only guidance on airplane maintenance 

costs given in the Beech manuals 

is very high. It is sold as software for factory-outlet 

shops. Pan of the problem is 

that with our older airplanes there can be 

a big variation on how long it may take, 

depending on any modifications. 

Also, as these airplanes have aged, 

it may be more difficult to obtain certain 

pans. Upon a specifi c query from a 

member, we will share our past 

experience. -NP 

0-470G engine 

Richard Bowie. Dudley, Missouri 

Q: Can we install an 0-470G from a 

1957 H model Bonanza in my 1956 G 

model U so, is it done under an STC, a 

field approval or other My friend's '57 

was destroyed in a windstorm, but the 

new engine and prop were untouched. 

so we are considering this option. 

A: It could be done with a field 

approval, but there probably will be 

other necessary changes such as 

mounts/controls, etc. To my knowledge, 

there are no STCs to do it. The 0-470G 

is not a very popular engine, but in this 

case it might make sense. -NP 

Tip tank advice 

Wilton Gregory, Fresno, California 

Q: 1 recently purchased a 1981 

A36TC with 74 gallons usable fuel 

capacity. 1 am considering adding 

Osborne tip tanks. Hangar talk around 

here varies on yaw oscillation, speed 

loss, etc. What are your views 

A: My experience with tip tanks on 

A36TCs-and for turbonormalized 

A36s with the same structure and cg 

placement-is that for a given loaded 

weight the airspeed loss, if any, is not 

noticeable. There may be some yaw 

instability if the tanks are less than full 

and fuel can slosh around in the tanks, 

creating inertial moments. 

Tip tanks stiffen the ai rplane's 

wing, so any vibration is more apparent; 

tip tank-equipped airplanes with threeblade 

propellers frequently develop a 

vibration or "buzz" when the tanks are 

full. Properly balancing the ailerons 

helps (some tip-tank STCs specify new 

balance limits; if not, have your ailerons 

balanced to the heavy end of the original 

specifications). Aileron gap seals 

also seem to reduce tbe buzzing. 

None of the tip-tank manufacturers 

provide guidance, but this stiffening of 

the wing would also reduce Va. So 

instead of using the published Va in turbulence 

or for practice maneuvers, use 

about 120 KlAS to conservatively compensate 

for the stiffer wing if the tanks 

are full or nearly full. - TT 

Battery minder 

Bob Beckman, Cross Plains. Wisconsin 

Q: I want to buy a trickle charger for 

my 1984 A36. What do you recommend 

A: We really like the battery minderavailable 

from several sources. - NP 

EDtTOR'S NOT£: See the article in this 

issue all page 11007. 

Send YOUt questions to absmail@bonanza .org.One of the ABS technical adVisors will 

be asked to respond . Be sure to include your ASS number 

ABS TECHNICAL STAFF 8< TECHNICAL ADVISORS 

Neil Pobanz. ABS lead technical advisor, is a retired U.S. Army civilian pilot and maintenance 

manager. He is an A&P and IA with more than 50 years experience. 

Glen "Arley" Foulk, former owner of Delta Strut, has been an ASS technical advisor since 

1986. 

Arthur Miller has won numerous FAA awards as a mechanic, and runs a Beech specialty 

shop in central Florida. 

Bob Ripley retired from Delta Air1ines as a manager of line maintenance (Atlanta) and has 

run an FBO focusing on Beech maintenance for more than 20 years. 

Bob Andrews is a retired Eastern Air Une pilot. eFI. mechanic and a Wright Brothers 

Award winner. He owns a Seech-only maintenance FSD in Atlanta, Georgia. 

Tom Turner, ASS Manager of Technical Services. holds a Master's degree in Aviation 

Safety. He has specialized in Beech pilot instruction for more than 15 yeors. 

Page 10994 

www.bonanza .org ABS October 2008

N ElL'S NOT E S 

Neil's Notes are from ASS Technlcol AdviSor Neil Pobanz unless otherwise noled. 

TOGGLE-TYPE CiRCUIT BREAKERS - Many members are 

already aware that ABS has had multiple meetings with the FAA, 

conversations wi th switch manufacturer Tyco Electronics, discussions 

with electrical DERs and conversations with Hawker 

Beechcraft about circuit breakers addressed in AD 2008-13-17. 

We have disassembled new breakers from RAPID and compared 

them to Tyco breakers with the same Tyco pan number but 

without the Beech pan number or switch cover. We opened newout-of-the-box 

old breakers (those the AD says must be replaced) 

and used breakers. We have surveyed reports of failed breakers 

and asked ABS members for more information. 

At the time of this writing-in early September- the bottom 

line is: There were very few Service Difficulty Repons 

(SDRs), all from the same operator. We have discovered very 

few other instances that indicated internal breaker failure. none 

of which resulted in any precautionary landings. 

You can detect a problem by the feel of the toggle (it no 

longer snaps crisply on and off), and if it gets hot to the touch. 

There is an improvement to the switch sold through Hawker 

Beechcraft. The original design is what is being sold through 

other sources. with the same Tyco part number but without the 

design change of the RAPID part. 

Tyco has tested the improved Beech pan through 50.000 

cycles, so even though it is a simple fix , the only way to comply 

with the AD at this time is by obtaining breakers through 

RAPID. We have other meetings planned wi th the FAA and 

Hawker Beechcraft to continue discussing the AD. 

For more information and updates, see the Members Only 

page of www.bonanza.org. 

EXHAUST-STACK CLAMPS - The exhaust-stack clamps on 

Bonanzas with the three-bolt spring-loaded clamps should be 

tightened enough to avoid stacking the springs, so that with two 

hands you can flex the clamp or move it around with some effon. 

CHROMED SPINNERS & POLISHED PROP BLADES - 

Chroming spi nners and polishing propeller blades both create 

an airwol1hi ness issue. OEMs, the FAA and ABS techs all feel 

that this is an unairwonhy action . First, there is no approved 

data covering these app lication s. Second, the processes can 

contribute to fai lures. Minute scratches in the prop face resulting 

from polishing can stan a corrosion crack. Molecular 

structure changes to metal that results from the chroming 

process can damage spi nners. In short, paint propeller blades, 

and paint or polish spinners. 

E GINE TO AIRFRAME GROUNDS - Again we have heard 

of prop, mixture and throttle controls becoming substitute 

engine grounds when the engine-mount grounds are absent. 

This does not help their operation. 

EARLY AfRPLANE IGNITION SWITCHES - Mark Givens 

(870-25 1-2533) has an approval to install a late-model ignition 

switch with minor wiring changes. This lets the subpanel battery 

switch become the master switch and prevents cycl ing the 

avionics when checking magnetos during run-up. 

GEAR-DRNEN ALTERNATORS - The gear is cri tical, so 

don't clamp it in a vise. When sending alternators for repair, it 

is best to send along the gear, to be NDT inspected. The installation 

of the gear is covered in great detail in TCM service 

publications, and is imponant to prevent engine fa ilure. 

GROUNDS ON FUEL LINES - Many Beech aircraft ground 

the metal tubing carrying fuel through the wing and fuselage 

via a bonding strap tied to the tube with a clamp (see picture). 

These clamps sometimes become areas for corrosion as moisture 

gets between the fuel line and the clamp. 

/ 

• 

A bonding strop attached to the fuel tube with a clomp to ground it. These clamps 

con become areas for potential corrosion. 

It has now been brought to our atten tion that Adel clamps 

have been used with the rubber still on the clamp. When investigati 

ng how that could make a conductor to ground, technical 

suppon people at Beech advised us that the new clamps have a 

slit in the rubber to allow contact with the rube. I'm not SUfe 

what that is going to do for moisture between the clamp and the 

tube, or if it will always provide contact for electrical grounding. 

We have had corrosion on aluminum fuel lines that was 

severe enough to cause pinhole leaks. Combine that with 

strobes that may not be grounded well. and a few wings having 

blown up on the ground when the pilot turned on the 

strobes. Note: There have been no injuries. @ 

ASS October 2008 www.bonanza.org Page 10995

INTENT VS, INTERPRETATION 

JOHN ANDRICK, NASHUA, NEW HAMPSHIRE 

One of the many challenges for pilots is the beloved 

Federal Aviation Regulations (FARs), The FAA 

creates and publi shes FARs to fulfill its mission 

to make aviation safe, No matter what aspect of aviation you 

engage in (Pilot, mechanic, airport conslruction, etc.) there 

is a set of FARs that you must be familiar with, 

The FARs are generally we ll-written, When we read 

them, we can usually understand what the FAA expects of us, 

However, sometimes a situation arises where the FARs do not 

clearly indicate a course of action, or they may indicate 

multiple courses of action, In those cases, we need to understand 

the difference between intenl and inlelprelalion, 

When the FAA publi shes a regulation, it intends for us to 

do something (or not do something), That intent is the fact the 

regulation exists, and not the specific written word, The FAA 

does its best to express its intent in the written regulation, 

Most of the time it does a good job, However, a problem can 

develop when there may be more than one way to interpret 

the regulation, 

When we read a regulation, we interpret it and operate in 

accordance with the interpretation that we have created, We 

start with the plain meaning of the words and add the special 

aviation definitions that we learned during our pilot training, 

Consider the following regulation: "No person shall operate 

an aircraft at night without lighted position lights," As long as 

we know what position lights are (we learned about them 

during private pilot training) and as long as we know when it 

is nighttime (the FAA defines it for us), then we know what 

the FAA expects us to do, 

Now, let's think about a standard traffic pattern , We 

takeoff and make four 90-degree left turns in the pattern to 

arrive back on final approach, We do thi s because the FAA 

has a regulation that specifies all turns in the traffic 

pattern wi ll be to the left. In a standard left-hand pattern, the 

runway is to our left when we're on downwind leg, 

On the next circu it, let's take off and make four 270- 

degree left turns while we're in the pattern, We still end up 

back on the fi nal approach, However, in this case we will 

wind up on the wrong side of the airport, and the runway 

will be to our right when we're on downwind, 

Although we have met the letter of the "left turn" regulation, 

we have not satisfied the FAA's intent, and we can be 

found in violation of the written regulation - even though all 

of ollr turns were to the left! 

Thi s understanding helps clear lip the mystery that 

surrounds the Aeronaulical Ill/ormalion Manual (AIM), 

Pilots know that although the AIM is not a regulatory document, 

they can get in trouble with the FAA by violating the 

recommended provisions found there, That 's because the 

AIM is published to clarify the FAA's intent - it tell s us how 

the FAA wants us to comply wi th the regulations, The picture 

of the traffic pattern in the AIM shows the four 90-degree left 

turns for the standard traffic pattern, 

Once [ understood the distinction between the illle11l 

versus il1lelprelarioll, I was able to clarify in my head something 

that has been bugging me ever since I 

was a student pilot: When entering a left-hand 

traffic pattern via the 45-degree downwind 

technique, the first turn you make is to the right 

(see orange circle in figure), It 's OK - that's 

what shows in the AIM, and that's what the 

FAA intends to happen in a left-hand traffic 

pattern, 

Traffic pattern in the AJM showing the four 90-degree left turns for the standard traffic pattern. The 

orange circle highlights where you make a righi-hand turn 10 enter a left-hand pattern. 

John Andrick has been teaching with the BPPP 

for about 20 years. He is an airline transport 

pilot. Hight instructor, and works as an Air Traffic 

Controller for the FAA. John is also a licensed 

attorney and an adjunct professor of law at 

Daniel Webster College in Nashua, New 

Hampshire. 

Established in 1983, Ihe Beechcraft Pilot Proficiency Program (BPPP) promotes aviation safety and is the most effective model-specific flight troining available 

(lJ.IWW.bppp.org).lnitial and recurrent programs are avoilable for Bonanzos, Barons, Travel Airs and Dukes. There is olso a Compan ion Clinic for right-seaters. BPPP 

has been approved as a recurrent training program by virtually every insurance company in the nation, See 8PPP Clinic schedule on pg. 70978.

CALL FOR NOMINATIONS 

ABS BOARD OF DIRECTORS 

Three directors ore completing their last 

year on the boord, so nominations are 

being accepted for the following oreas: 

AREA 3: Alabama, Florida, Georgia, North 

Carolina, Sauth Caralina, Tennessee & 

Virginia 

AREA 6: Arizana, Colorada, Kansas, Idaho, 

Nebraska, Nevada, North Dakata, Mantana, 

Sauth Dakota, Utah & Wyoming 

AREA 8: Hawaii & Sauthern California 

(Includes the caunties of: Santa Barbara, 

Ventura, Kern, San Luis Obispa, Las 

Angeles, Orange, Riverside, San Diego, San 

Bernardino, Imperial). 

DUTIES & RESPONSIBILITIES 

The nine-person boord af directors 

serve dual posts for the American Bonanza 

Society and its nan profit Air Safety 

Foundation. A term is three years, with a 

maximum of two consecutive terms. 

The Board meets three times a year. 

including during the annual conventian. 

Activities include setting the strategic 

direction of the Saciety and working with 

the executive director and staff. 

Officers are elected by the Baard each 

year, and directors are expected ta chair or 

be members of cammittees such as convention, 

membership, media and technical. 

QUALIFICATIONS 

ASS directars must hold a pilot oertificate 

and a current medica l. The Board has always 

been camprised of people with diverse backgrounds 

and capabi lities, and there is na 

bylaws requirement far specific aviation or 

business expertise. Extensive piloting and/ar 

aircraft technical experienoe is a plus. 

There is ane bylaws restriction: "Na 

officer or member of the Baard shall be an 

employee or agent, directly or indirectly, af 

any firm or corporation conducting the 

business of manufacturing products sold 

to the general oviation trade: 

Serving as 0 member of the Board 

con be a rewarding, enjoyable experience, 

but it does take time and commitment with 

no pay. However, directors are reimbursed 

for Society-related expenses as set forth by 

policy and approved by the president. 

SUBMIT NOMINATIONS BY NOVEMBER 15 

Nominations must be received no 

later thon November 15 to allow the 

Nominating Committee time to consider 

each candidate prior to the January 1 

report to the Secretary. 

You moy nominate yourself or another 

ABS member. Nominations must include: 

" Name, address, phane, fax and e-mail 

address 

" Current phato of yourself 

" Information on present and previous 

business, professional or technical 

experience; educational background; 

aviation experience (espeCially with 

Bonanza/Baron-type aircraft) 

• A description of any other tolents or copabilities 

thot would be of benefit to ABS 

SEND NOMINATION MATERIALS TO: 

Executive Director Nancy Johnson, 

American Bonanza SOCiety. PO Box 12888, 

Wichita, KS 67277, or bonanzo1@ 

bonanzo.org. 

Hoses and tubes are normally secured by some 

type of clomp to hold them tightly in ploce during 

aircraft (and engine) operation Do you see 

what's wrang with the securing of hoses or tubes 

in these examples 

See page 11001 for the answer 

View of the left-side engine compartment. 

ABS October 2008 www.bonanzo.org Page 10997

ELECTRICAL PROBLEMS 

Again this month, I am covering some common electrical problems 

that ABS members have asked me about over the years. 

Troubleshooting alternator-out light(s) 

One of the more common calls for advice goes something 

like this :"My alternator-out light is on, but the alternator seems to 

be working just fine: 

The early Bonanzas had generators and therefore did not 

use an alternator-out light. so this discussion does not apply. The 

P model and the S model had alternator options, but the warning 

light was an over-voltage indicator; so this discussion does 

not apply to them either. 

Starting with the 1968 model year for most Bonanza models, 

the alternator had an aux post added and an "alternatorout" 

light was added to the pilot panel. It was attached to a 

relay that turned off the light whenever the voltage at the aux 

post of the alternator exceeded a threshold voltage (about half 

the normal alternator voltage). 

The alternator-out relays proved to be problematic; so in May 

1969 Beechcraft issued Service Instruction No. 0180-364 that 

replaces the relay and a resistor with a transistor-based alternatorout 

sensor (PIN 36-380000-1). Note: This was not a mandatory 

change, so your aircraft may still have the original relay, 

The wire from the altematoI aux post was protected with an 

AGC3 fuse, usually mounted on an alternator fuse block on the 

engine side of the firewall, pilot side. If the fuse is burned out or 

any corrosion exists on either the fuse holder or the fuse itself, 

this can cause the alternator-out light to give a false indication. 

The fuse is supposed to protect the wire coming from the 

alternator-aux terminal to the alternator-out sensor. Since most 

of the wire is unprotected from the alternator to the fuse block, 

in August 1981 Beechcraft issued Service Instruction No. 1157 

that replaced the fuse with an inline fuse mounted near the alternator 

aux tenninal. It also changed the fuse to an AGCS. 

This exposed the fuse to the incoming airstream into the 

engine, so moisture could easily get into the inline fuse and 

accelerate corrosion, causing the false alternator-out indication 

to occur more frequently. 

To help solve the problem, Beechcraft issued Service 

Bulletin No. 2016 that replaced the inLine fuse with a small 

printed circuit board (PCB) that was mounted directly on the 

alternator aux post. The only component mounted on the PCB is 

a fusible resistor that perfonned the same function as the fuse. 

The PCB attaches to a wire via a screw and washer, which was 

in tum butt-spliced to the existing wire to the sensor. (See photo) 

There are some advantages to using the PCB mounted to 

the alternator aux post. For instance, it protects the entire wire 

to the sensor and the fusible resistor is fully encapsulated and 

therefore well-protected from corrosion. Unfortunately, there 

are problems as well. 

The PCB is located in a high-vibration area of the engine 

and is subject to cracking. or the solder lands separate from the 

PCB. Of course, if this happens, the sensor may get a false 

alternator-out indication. 

Beechcraft then changed the design to eliminate the PCB 

and simply mounted a fusible resistor with leads instead. This 

seems to give good reliability, but the vendor that supplies 

Beechcraft with the part stopped making them; so Beechcraft 

returned to the PCB design. 

Know how your airplane is wired 

With all the possible updates, one of the first things you 

need to do is to figure out how your airplane is currently wired. 

If you have the PCB, inspect it for any cracks or to see if the 

solder lands have lifted off the surface of the PCB, In all cases, 

check for signs of corrosion in any of the connections and 

clean as required. 

Then check the voltage of the input to the alternator-out 

sensor with the engine running and the alternator on. You should 

see half of the alternator regular output voltage at the aux tenni- 

Alternator with fusible resistor (yellow arrow) on a printed circuit board. 

RAPID LIST PIICE$ 

Replacement 14-volt alternator-out sensor 

(PIN 36-380000-1) - $196. 

The 28-volt version (PIN 36-380000-3) - $122. 

The Baron uses replacement alternator-out 

(PIN 36-380000-11) - $119. 

A replacement PCB kit (PIN 55-3025-1 S) - $108. 

Use your ABS credit card for a discount on RAPID's list prices.

nal and at the input to the sensor mounted on the firewall, engine 

side. So that means you should have close to 7 volts with the 14- 

volt system and 14 volts with the 28-volt system. 

The sensor is designed to remove an alternator-out indication 

if the voltage is above 5.9 volts for the 14-vo lt system 

and 12.3 vo lts for the 28-volt system. Below those voltages, 

the sensor will start to display some light and become full y 

illuminated if the voltage gets below 4 volts for the 14-volt 

system or 7 volts for the 28-volt system. 

Check for corrosion 

If the voltages are good at the aux terminal and low at the 

sensor input, your problem is between the two and is likely to 

be corrosion, a bad fuse or fusible resistor, or a connection or 

broken wire. 

If the voltages are good at the sensor input, then the sensor 

is bad or there is a bad ground. On the later Baron 58 models. 

there is an alternator on-off relay that can also be problematic 

and cause similar problems if the contacts for the alternator-out 

between the altemator-aux post and the alternator 

sensor are corroded or pitted. 

John Collins, Charlotte, North Carolina, owns a 1968 V35A. He is 

a commercia l pilot with more than 4.000 hours. has a BS in electrica 

l engineering and has worked as an engineer and soHwore 

developer for IBM and for his own technica l business. John 

owned a nd operated an FBO. with avionics shop. for six years. 

KEN KAYE, Evanston, Illinois, had the 

53 OW installed in his 1990 F33A last 

spring. He writes: 

After my post-installation checkride 

and a second flight in which I flew 

a few test approaches, I phoned the 

instructor who had approved both the 

install and my basic proficiency with it 

to ask what I was doing wrong. My 

KFC 150 autopilot wasn't holding the 

GPS track on approach segments, until 

the fi nal fix. It "tried" to tum onto the 

initial leg or a procedure tum, but went 

awry. He said he thought it was working 

fine on the test flight. 

I tried again, assuming (as experience 

has often shown) I must have been 

doing something wrong. Maybe it had 

something to do with the sequence of 

when I switched the autopilot from 

HDG to NAY to APR . I couldn't find 

anything on the Internet about the interface 

between the 150 and the GPS. 

I concluded that the installer must 

have failed to connect them properly. I 

stopped at his shop to explain the problem, 

and he could think of no reason the 

150 wasn't treating the 530's signal as a 

NAY to follow. 

By chance. a pi lot/engineer who 

reps FBOs for BP overheard me and 

ex plained that the 150 is an analog 

AVIONICS Q&A 

ANSWERS FROM JOHN COLLINS TO AVIONICS QUESTIONS 

device and can't interpret the digital signal 

without a converter, an expensive 

purchase that the shop not only had not 

told me about, but honestl y, they didn't 

even know about. 

COLLI NS: Autopilots have had the 

ability to track straight navigation 

courses since the earl y days. The 

KFC 150 has many tools available for 

tracking straight courses as well as 

intercepting a course. As long as the 

course direction and course-deviation 

information is provided to the autopilot- 

usually via the HSI and the OBS 

course selector- the autopilot will 

make the corrections needed to fly a 

straight course, assuming it is in the correct 

navigation mode. 

But the KFC1 50, or any autopilot 

without built-in GPS Steering (GPSS ), 

can't follow curved paths. So DME 

arcs, procedural turns, holding-pattern 

entry and holding must be flown manually 

by the pilot. changing the course 

via the heading bug. If you look at the 

Pilot Guide, you can see how you are 

expected to handle these situations. 

GPSS allows the autopilot to fl y 

curved paths. Since GPSS is a recent 

invention, autopilots have not had this 

capability built in. The only exceptions 

I am aware of in use in Bonanzas with 

built-in GPSS are the S-Tec 55X and the 

Honeywell Bendix-King KFC225 . 

The GNS530W has the ability to 

provide steering information to an 

autopilot to fl y curved paths, but as you 

have noted, the KFCI50 doesn't have 

the ability to handle them. GPSS 

adapters were developed as a means of 

getting legacy autopilots to fly curved 

paths. Thi s is accomplished by the 

adapter connecting to the 530W and the 

HSI heading bug and the autopilot. A 

switch is provided that allows the pilot 

to select the heading bug or the GPS as 

the source for the autopilot when it is in 

HEADING MODE. So the autopilot is 

totally unaware that it is flying a curved 

path dictated to it by the GPS . 

I have written several articles on 

this subject-{)ne in the November 2007 

ABS Magazine, and articles in March 

and April 2008 touch on fl ying 

approaches with GPSS and various 

autopilot and GPS installations. 

Bottom line: In my opinion, the 

GPSS adapters are an outstanding 

value. I recommend them to anyone 

upgrading to a 530W. The DAC GDC31 

is $1,695 and the Icarus SAM-I is 

$2,295 list. I prefer the SAM-I, as it provides 

so much more function, even 

though it is $600 more @

BY JIM CAVANAGH. KINGSVILLE. MISSOURI 

Bonanzas are pretty good airplanes. They look good. 

fly well and are strong as bulls. But there is one downside: 

If you own one. everybody wants to get into 

your pocket. 

J\ 

nyone active in airplane maintenance knows stories 

about smart and dumb things that go on. Over the last 

few years, there has been a tendency to become so conservative 

at the expense of common sense. The theory is that 

by being conservative, no matter what the cost, the airplane 

will be safer or at least less maintenance-prone. Sometimes 

this is correct, but sometimes it is not. 

One of the biggest wastes of airplane dollars is spending 

where you don't have to. and lately there have been stories of 

owners doing this when their engine cases have developed 

cracks. Cases can develop different kinds of damage, including, 

cracking, fretting, disassembly and assembly damage, stud and 

through-bolt damage, corrosion and catastrophic damage. 

If a problem is discovered in the field or at overhaul time, 

an owner must decide whether to have the case repaired, 

exchanged or replaced with new. The differences in cost are 

impressive, and the decision needs to be based on an understanding 

of all the options. 

An engine case is cast aluminum. It serves the function of 

containing oil, clamping the drive train together, holding the 

cylinders on and supporting all the accessories. Altogether 

Bonanzas have used at least 10 different engine variations out of 

the factory, with a number of STC'd replacements or upgrades. 

Some cases will crack and some won 't. Lower-horsepower 

engines have less power demands and are less prone to damage, 

while newer engines, from which the manufacturers are demanding 

more power, seem to suffer more, particularly from cracks. 

All cases are designed to put the "meat" where it is needed 

and, in order to save weight, be surprisingly thin where there is 

little stress. Cases are thick and heavy where there are crankshaft 

journals, camshaft beds and thrust bearings; slightly thinner 

where there are idler gear bosses or locations where they are 

machined for bolts or studs; and quite thin, sometimes down to 

one-eighth of an inch, where they simply contain oil and vapor. 

The heavily reinforced areas are the load pathways. While 

one might think that the thicker and heavier the casting, the 

less prone to cracking, such is not necessarily the case. 

With engine manufacturers trying to get as much power as 

they can out of an engine through the use of stroke and compression, 

the amount of force trying to blow a cylinder off of a 

case is tremendous. Coupled with thi s force are the repetition, 

and the we ll -known fact that, if vibrated enough, metal will 

harden. The result is resonance, which can transfer to different 

points within an engine as it is focused by the load paths and 

harmonics. If there is a weakness in the metallurgy of the case 

casting, like an impurity, a bubble or a physical imperfection, 

a crack can occur. 

Different types of damage as mentioned before, require 

different forms of attention and at different priorities. Some 

cracks are considered minor and require mere monitoring. 

Some are structural and need to be addressed immediately. 

The only way to know is to confer with a case special ist. 

If you want to get the real skinny on an engine subject, 

don't go to the manufacturer; go to the guys who repair them. 

Technicians have a pretty good idea where a crack is likely to 

occur on a particular engine model, and when they see a work 

order, they can pretty much guess where the damage is located. 

For instance. I've found on the early 10-470s, damage is 

usually simple wear. with few cracks. 10-5205 will most often 

have cracks at the upper front through-bolt, and on later 10- 

5201550s, the cracks are mostly found at the corner studs. On 

cases with the front-mounted alternators, cracks are found 

around the studs. 

CASE 1'ltASES 

The first phase was called "Light Cases" and the next ge n 

eration the "Heavy Case." Different phases of the design theoretically 

allow for locations where cracks trad itionally showed 

up as reported by repair stations. The latest phase cases have 

been performing well with few cracks; but how many owners 

have the latest cases, or can afford S60,000 for a new engine 

You can tell a Phase n case from "humps" located on top 

of the engine over the case bolts. I've heard scuttlebutt that a 

shop has welded artificial humps on Phase I engines to make 

them look like Phase 11. If you have the TCM logo on both 

case halves, then it is a real Phase n engine. 

I consider Phase III to be the best case. With the exception 

of a very few of the first production run, it has beefy pads 

between the cylinder decks. Later on, this is where the seventh 

stud was located. If the pad is cast into the case, engine 

rebuilders can add the seventh stud. 

While an A&P can inspect a crankcase and accessory case 

in the field visually and with a dye penetrant, it is a good idea 

to send the case to a specialist for a more thorough inspection. 

Guys in the field can't get down to the fine measurements or 

identify fretting as the pros can. If there is a discrepancy, it can 

be taken care of immediately. 

IIEI'MII OR REI'LAI:E 

When a crack is discovered, the owner has the option of 

repairing or replacing. A replacement can be a used case or a 

new case. Most used cases wi ll already have been repaired at 

some point, but should you be comfortable flying behind a 

case that has been welded 

My case rebuilder told me a case rarely if ever cracks in 

the same place it has been repaired. Either it will remain crackfree, 

or the crack will manifest at a different location because 

of internal balancing or installation. 

The decision becomes easier when you consider thaI a 

Page 11000 www.bononzo.org ABS October 2008

completely overhauled and yellow-tagged case runs just over a 

grand, a replacement will run a few thousand, and a new case 

from the factory may cost over $1 OK. 

THE MOIlAt OF THIS STORY 

Don't let someone make you feel guilty about opting for 

the repaired crankcase. While each shop wrires its own manuals 

and procedures, all are approved by the FAA as Airworthy 

and able to meet or exceed original standards. What this means 

to an owner is a considerable amount in savings. 

The fact remains, though, that some owners and/or their 

panners, will never feel safe flying behind a repaired case. 

However mi splaced this perception is, it is real; at least it is to 

them. The peace of mind that comes from knowing you're flying 

behi nd a new engine may be what gets a lot of passengers 

into an airplane. The final decision remains up to the owner. 

Jim Cavanagh has 30+ yeors flying experience and more than 

3,000 hours in nearly 200 airplanes. As on aviation writer, Jim has 

written thousands of articles and three books. 

.-- ~~ - - - -- --- _.- - - 

I ADRIAN EICHHORN & RON TIMMERMANS 

Continued from page 10997 

METAL HOSE CLAMPS VS. NYLON CABLE TIES 

It's certainly easy and quick for mechanics to secure 

hoses with nylon cable ties as shown in this example (pink 

arrows). Metol hose clamps (yellow arrows) recuire more 

time and effort. 

Nevertheless, where the hose connection to its fitting 

may be subjected to heat (as in an engine comportment or 

on a defroster tube), a metal hose clamp is preferred. 

Nylon cable ties were developed to secure 

several wires or cables into a neat installation, 

they were never intended to be used as hose 

clamps, although we frequently see them used 

this way. They may become brittle after exposure 

to numerous heating cycles and will eventually 

rupture, allowing the hose to become disconnected 

fram its fitting. 

FAA Advisory Circulor AC 43.13-1 B "Acceptable 

Methods. Techniques & Practices - Aircroft Inspection & 

Repair" is used by mechanics as guidance. Although nylon 

cable ties are not specifically prohibited, you should ask 

yourself what impact you would face if the nylon cable tie 

broke during a flight and allowed a hose to became disconnected 

from its fitting. 

It could be a small investment with a potentially high 

payoff if your mechanic replaced all nylon cable ties with 

metal hase clamps in those places where they would be 

exposed to heat. 

LTC (Ret) Adrian A. Eichhom of Alexandria. VA. is an A&P with 

Inspection Authorization and a BPPP Instructor. He owns a 

1962 P35 and flfes an A320 Airbus for a major air1ine. 

Ron Timmermons of Bedford, TX, is a Regional Program 

Manager for a large Engr IConstr firm in Dallas. TX. He is president 

of SPPP and hes owned 1wo Bonanzas. 

Adrian and Ron are both NAFI Moster eFls and Masfer 

Ground Instructors whom you wlll meet when you attend a 

SPPP clinic. 

Vif!oN under the cowling Arrcms show the preferred metal hose clamps 

VifM under the instrument panel arrow indicates a nylon coble tie whiCh 

should be replaced with a metal hose clomp 

ASS October 2008 www.bononzo.org Page 11001

WHAT CAN A LlTILE BIT OF ICE HURT 

Ithink most ABS members also belong to AOPA, and if they 

do not, they should. AOPA is responsible for people like 

you and me being able to fly our general-aviation airplanes 

as we do and have done for a long time. Without the political 

activity AOPA engages in we would have a system of taxes and 

user fees that would put us on par with England, all of Europe, 

Australia and about 90% of the rest of the world. That is, the 

price of flying in the US is now "everything you have," especially 

with the fuel situation what it is, but it would be "way 

more than you have" if the politicians and the desperate federal 

government did not have the commonsense actions of AOPA 

to show the fallacy of the government leanings. 

So what does that rant have to do with a little bit of ice 

Simply this: I belong to AOPA and therefore receive its great 

magazine. On page 164 of AOPA's August issue there was a 

very interesting article by an ABS member about a !light from 

Reno, Nevada, to Fresno, California-a flight that could have, 

and probably nearly did, cost him and his passenger's life. 

Flying in clouds 

I have covered this subject several times in prior articles 

in the ABS Magazille, but since I have said a lot of things that 

some (and maybe most) people pooh-poohed as just another 

wild idea, the article mentioned above is a story that backs up 

my writings on this subject. 

First, let me say that flying in clouds over the Sierra 

Nevada Mountains, the Rocky Mountains or any other terrain 

that requires the high altitudes necessary for minimum 

en route altitude (MEA) compliance is not a good idea in 

any single- or multiengine 

piston-powered light plane, 

turbocharged or not. 

This may be an acceptable 

operation if one can get a pilot 

report from an airplane of the 

same or lesser performance than 

what you are flying and that 

report is not more than 30 min 

utes old and over the same route and altitude you will be using. 

Yes, yes, I know many do fly through clouds over mountains 

and get away with it. But there are many accident statistics and 

NTSB/FAA reports that indicate there are some odds in the 

wrong direction about such operations. 

High-performance turboprops or turbojets are another 

story. Even though our Bonanzas are the very best of the lightplane 

fleet, they are stiU very puny when doing battle with 

weather over mountainous terrain. 

I have had people tell me they have an 

annunciator light to tell them when the pitot 

heat is on. All that tells you is that the switch is 

on and there is power to the switch. The only 

way I know of to determine if the head is being 

heated is either an ammeter showing current 

draw or a temperature-indicating system. 

The letdown 

The system that let the pilot down in the cited article was 

the pitot heat, or lack of pitot heat. In this case the pilot did not 

preflight the pitot heat being operational by the so-called "feel 

check." Now, if he had done this feel check before flight he 

would have discovered that the pitot heat was inoperative 

(inop). However, except for discovering that the pitot heat was 

inop at that moment, the feel check is a total waste of time. 

It should be remembered that this system and many others 

in our airplanes only fail when they are being used! The airframe 

may go through varying degrees of failure when not being 

used due to corrosion. as may other pans of the ship. But when 

a system is activated and running and we are depending on it for 

safery of flight, it is then that a failure becomes critical. 

Minimum instrumentation 

When we start the engine, we check oil pressure and have 

a means of checking it continuously during flight. The same 

with oil temperature, cylinder temperature, engine rpm, manifold 

pressure and some limited means (in most light planes) of 

monitoring the electrical system . Why would anyone depend 

on the pitot heat system to be working at such a critical time 

as described in the cited AOPA article without some means of 

ascertaining that the system was in fact performing as needed 

Most light airplanes, both single and multi engine, have electrical-system 

monitoring instrumentation that tell us next to nothing 

of what we need to know. My opinion of the electrical-system 

minimum-necessary instrumentation used for any flight, but 

especially in an airplane used for actual instrument meteorological 

conditions (IMC), is as follows: a banery charge/discharge 

ammeter; a generator/alternator load ammeter, a buss voltmeter, 

a pitot heat ammeter, and a starter 

run annunciator light. 

People tell me they have an 

annunciator light to tell them when 

the pitot heat is on. All that teUs you 

is that the sw itch is on and there is 

power to the switch. The only way 

I know to determine if the head is 

being heated is either an ammeter 

showing current draw or a temperature-indicating system. The 

current-draw method is by far the simplest and is very reliable. 

There is a variety of ways these instruments may be installed. 

Normally the only instrument that came with most light 

planes is the battery charge/discharge ammeter. The first V-tails 

had only a generator load meter. Later airplanes may have an 

alternator disconnect light and some may have a system voltmeter. 

There are other instruments necessary if the aircraft is 

equipped with systems other than the more normal ones, such as 

electrical propeller heat, electrically driven air-conditioning, etc.

With regard to the pitot heat ammeter installation, the 14- 

volt heated pi tot heads will draw about 12 amps when first 

turned on. This amperage tapers to about 6 to 7 amps after one 

to two minutes. The 28-volt units draw about one-half that 

amperage. The installation of the 14-voll pitot heat ammeter 

would require a 15- to 20-amp capacity instrument while the 

28-volt one needs a lO-amp gauge. 

In my opinion the installation of this instrument would be 

classed as a minor addition and require only a logbook signoff 

by an A&P. See the FARs and advisory circulars for the 

definition of what constitutes a major or minor repair, alteration 

or addition. 

Everybody has had some problem 

Allhough the electrical systems in our airplanes are fairly 

reliable, you might be hard-pressed to find anyone with any 

amount of flight time who has not had at least some difficulty 

or failure of the electrical system. The mentioned monitoring 

capability of the five instruments I listed above just might head 

off some serious situation or at least make maintenance a lot 

easier. 1 am sure the chap who wrOle the AOPA article would 

have been willing LO pay a high price for the piLOt heat ammeter 

during the flight he experienced. 

Substitute airspeed 

As a small aside-which might prove to be a big asideif 

you should ever have a situation that involves the loss of the 

airspeed indicator. do not failLO use the GPS groundspeed as a 

substitute. Although you wou ld have to make adjustments for 

head or tailwind and for altitude, you can maintain reasonably 

close control of airspeed using the GPS. 

The GPS groundspeed display is nearly instantaneous 

with actual aircraft groundspeed changes, and may be extrapolated 

to lAS. 0, not to the nearest mphll

camshaft used in the 225 engine. The spread in HP is very 

little at 2,300 rpm. 

With regard to the throttle setting for climb, I leave the 

throttle wide open (except for the mixture distribution 

throughout the engine as described in the July 08 article). This 

half inch of MP reduction still leaves the enrichment valve 

open in the carbo Leaning is accomplished with the cockpit 

mixture control. 

If the airplane is not equipped with at least a GEM-type 

EGT display (all six cylinders displayed, single-poi nt EGT is 

useless for any leaning operation), then the fine-tuning of 

mixture in the climb is quite li mited. 

The ideal setup is to have both a GEM-type EGT display 

and the fuel-flow display by Electronics International or JPI. 

As with everything aviation, the price is the same as it was 

50 years ago. It takes everything ($) you have to insta ll all of 

the "toys." 

If one is adhering to the limitations of the A-777 or 

POH- and I am NOT RECOMMENDI G that one does anything 

else but adhere to those documents-then ABOUT a 5% 

to 8% reduction in the lAS will result from those quoted in the 

July article for E-powered airplanes . 

Again, the idea is to fly as fast forward-with the cowl 

flaps completely closed or partially opened (per the July 

article) only enough to control engine temps-that wi ll 

produce an acceptable rate of climb for that day's operation. 

If you study the A-777, item I I I (d), you will have a 

better understanding of what you are working with. 

ABS Ute Member lewis C . Gage has AT multiengine land with 

Boeing 707/720/747 /Airbus-31O ralings. Commercial singleengine 

land; flight instructor MEl/SEl airplanes and instruments; 

ground instructor advanced and instrument; flight navigator; 

flight engineer; A&P/IA and FAA parts manufacturing authorization. 

Flight time: lS,(X)(}plus hours. lew may be contacted at 

2255 Sunrise Dr .. Reno. NV 89509. Phone/Fox: 775-826-7184. 

E-mail: sunrisereno@gmail.com 

JARVIS. 

Hickory. NC. completed two 

BPPP programs and eight AOPA seminars. 

totaling 220 points. 

GARY KEARNEY. Boston. MA. earned 140 

paints by atlending BPPP twice. 

JOE DOWNES. Joplin, MO, earned 240 

points by completing two BPPP events, 

FlightSotety International's simulator training 

and two King Schools Practical Risk 

Management programs. 

TIMOTHY LANE, Kissimmee, FL, earned 100 

points by earning FAA WINGS Level IX and 

taking six AOPA online courses. 

SHAWN YOUNG, Portageville, MO, earned 

his Instrument rating and completed BPPP, 

including the expanded walk-around 

inspection, tor 170 points. 

DAVID MASHBURN, Concord, NC, earned his 

IFR rating, took the King Schools Practical 

Risk Management DVD course, and com· 

pleted live AOPA online courses, lor 160 

points. 

LEVEl 2 ASS AVtATORS 

(1 D2 MEMBERS HAVE EARNED LEVEL 2 STATUS) 

PAUL ULlY,Woodstock.MD,earned 130 points 

by completing 10 AOPA online seminars and 

six hours of ASS Convention seminars. 

DAVID MOTION, West Vancouver. BC. earned 

140 paints with BPPP and the expanded 

walk-around. Transport Canada's instrument 

recurrent course and two AOPA online 

courses. 

LEVEL 3 ASS AVtATORS 

(27 MEMBERS HAVE EARNED LEVEl 3 STATUS) 

PHILIP GUTWEIN, Monticello. IN, completed 

BPPP, the expanded BPPP aircraft walk· 

around and two AOPA online seminars to 

total 100 points. 

BILL HAlJEISEN, St. Petersburg, FL completed 

BPPP and nine AOPA courses, for 160 points. 

PETER KROEGER. Fl. Washington. PA. earned 

320 points by completing his CFII, 

Advanced Ground Instructor and 

Instrument Ground Instructor ratings, 

Moster-level FAA WINGS and AOPA's Ceiling 

and Visibility online course. 

MARK MILLIS, Sugar Land. TX, earned 140 

paints with BPPP and the expanded walk· 

around, a separate level of FAA WINGS, and 

two King Schools Garmin 430/530 courses. 

DOUGLAS ANDERSON. Columbus, OH. 

otlended BPPP and took three AOPA online 

courses, earning 100 paints. 

DENNIS TRYON, Wickenburg, Al, completed 

BPPP and three AOPA courses for 100 

paints. 

scon LARSON, Lake Bluff. IL earned 100 

points with the Savvy Aviator seminar and 

seven AOPA online programs. 

DON LAWRENZ, Cypress. TX, completed 

Aviation Training Management. and six 

AOPA online courses, totaling 120 points. 

AARON SUCHER, Bedford, NH. earned 220 

paints by passing his Instrument checkride, 

completing a level of FAA WINGS, and taking 

nine AOPA online courses. 

SOU SUCHER, Bedford, NH. earned her IFR 

rating and a level at FAA WINGS, and also 

completed seven AOPA courses, totaling 

200 points. @ 

Page 11004 


ABS October 2008

ABS Magazine 2009 Editorial Calendar: 

You are invited and encouraged to submit articles about the subjects below or other 

aviation topics you feel would be of interest and benefit to your fellow ASS members. 

Generally articles should not exceed 1,000 words; accompanying pictures (or related 

graphs, charts, etc.) are welcome. For more information, contact ASS for the instructional"How 

to contribute to the ABS Magazine." (316-945-1700 or absmoil@bonanzo.org) 

JANUARY 

Winter flying tips and tricks 

Plan for proficiency: my training plans for 2009 

FEBRUARY 

Challenges of owning an E-series Bonanza 

Cylinder options: what's worked for me 

MARCH 

low-cost restorations: how I keep it looking good for less 

Environmental systems: getting ready for summer 

APRil 

Owner-performed maintenance tips 

How high fuel prices have changed the way I fly 

MAY 

My en route weather strategies 

My favorite flight-planning software 

JUNE 

Summer flying tips and tricks 

Camping with my Beechcraft 

JULY 

My autopilot/electric-trim failure stories 

What I like best about the ASS Convention 

AUGUST 

My favorite hangar gadgets 

My best Beech flying experience 

SEPTEMBER 

Propeller options, maintenance and repair 

Major airframe restorations: my rebuilding stories 

OCTOBER 

Aftermorket glass: flat-screen avionics upgrades 

How ABS membership has mode a difference for me 

NOVEMBER 

Beech ownership trends: my predictions 

How I survived instrument failure 

DECEMBER 

Why I bought my first Seechcraft 

Choosing a mechanic: what I look for 

The deadline for materials is the first of the preceding month. 

For example, a story for the January issue is due on or before December 1 . 

ABS October 2008 www.bononzo.org Page 11001

STARTER ADAPTERS 

BY GENE KEVT . GRANBURY. TEXAS 

any pilots think that starters are only used to start the 

engine and otherwise are just along for tbe ride. 

They don't consider them safety-of-flight items. 

Wrong! Let me explain. 

Lycoming has a srone-simple starter system, a "punch and 

tum." Continental opted for a more complex one, with one advantage 

over the Lycoming: You can interrupt the start of a 

Continental. whereas you risk chipping a tooth on the ring gear of 

a Lycoming if you cry to re-engage while the prop is still turning. 

Continental has an adapter that provides gear reduction to 

ease the load on the starter. The heart of it is a wrap spring that 

grabs a shaft, which in tum engages a gear in the accessory case 

to spin the prop-sort of like a torsional "Chinese finger trap." 

Permold engines (those with alternators on the front of the 

engine) have 3: I gear reduction in the accessory section. 

Sandcast engines have oil coolers on the front of the engine, 

2: I gearing in the accessory section and belt-driven alternators 

at the rear, driven by the starterfadapter. There is a 16: I worm 

drive from the starter motor on both engines. The result is a 

48:1 reduction in starter-to-crankshaft ratios on Permold 

engines and 32: I on Sandcas!. 

One would think that the 48: I adapter gearing would spin 

the prop pronto, even in cold temperatures, and it does. 

However when the engine is hot, with good compression, the 

starter may not snap the engine through fast enough to really 

get things going, and you may find yourself talking to it 

"Come on ... b-a-aby." 

And then thIngs changed ... 

All was well and good until the need for air conditioning 

and turbocharging arose with 10-520s and 550s. The starter 

adapter provided a convenient way to extract the power necessary 

for the turbo supply oil return and also to drive the airconditioning 

compressor-to keep us hot pilots cool. To do 

this, Continental added a third axial bearing on the end of the 

adapter. (See photo) 

The adapter on the left in the photo shown here is mine 

before modification. Note the "rounded" tooth gear on the 

3 in-line bearing adopter on the lett; 2-beoring adapter on the right. 

extreme left. This shaft spins at 7,500 rpm in cruise and would 

power the air-conditioner compressor and turbo return-oil 

pump-if I had them! 

The adapter on the right is a typical adapter after modification 

to make a "two-bearing" adapter. (The drive to the 

engine is on the right side of both adapters; the starter motor 

would mount on the two-bolt pad at the top.) 

[ have forgotten most of my engineering training, but I do 

remember that "two points determine a line" (the adapter 

drive-shaft line) and three points determine trouble. The trouble 

comes in exactly lining up the three bearing supports for 

the adapter drive shaft in assembly. 

That is the crux of the difficulty that caused TCM to issue 

CSB 02-2 that calls for inspection every 25 hours on engines 

with less than 500 total hours time in service, Overhaul of the 

adapter on my [0-550 revealed a crack in the housing, which 

was beginning to leak oi I due to flexing of the shaft with a 

three-bearing adapter. 

Canadian Aero Manufacturing (CAM) has an STC that 

provides a pertnanent fix , which is basically adding two alignment 

dowels and eliminating the circlip groove. That is the 

approach [ chose. 

Some time ago, Continental came along with a "one-sizefits-all" 

mentality and delivered all facrory engines with the 

scavenge pump installed, regardless of whether the engine had 

turbocharging or air conditioning! I do not have either NC or 

turbo in my [0-550 and no plans to add them. 

I did not like the vulnerability of that unnecessary extended 

adapter shaft spinning continuously at three times crankshaft 

speed. Therefore, during overhaul I asked CAM to 

replace my scavenge pump-equipped adapter for one with a 

plain end. Ergo, [ went from three bearings in line to two! 

[ recommend either (I) modifying your starter with CAM 

STC, (2) installing the TCM fix, or (3) using an old-style 

plain-end cap adapter (if you can find one). Your choice. 

The accessory sectIon 

The accessory section does not receive the attention it 

deserves. We are all well aware that the power traincrankcase, 

pistons, cylinders and valves-are vital. But the 

accessory section needs some attention, too. 

Have you ever observed a pilot in position for takeoff just 

ramming the throttle in Often the engine will burp and proceed 

to do its thing. The accessory drive section, particularly 

the starter adapter and vacuum (or pressure) pump, are running 

at two or three times crankshaft speed with a lot of attached 

inertia that has to get up to speed. This is particularly true with 

air conditioning and vacuum pumps. 

[ personally sheared a vacuum-pump drive when [ blasted 

my engine to get out of a tiedown "hole" at Oshkosh (while 

trying to minimize prop sand erosion). Bad choice, Be s-I-o-w 

and smooth until you have 1,500 rpm on takeoff. 

Gene Keyt is a retired aeroengineer and USAF pilot with 6,500 

hours. He has owned six Bonanzas including his current V3SB. 

Page 11006 www.bonanza.org ABS October 2008

BATTERY B~ 

BY GEARY KEILMAN 

LAS VEGAS. NEVADA 

ES 

Imagine this scenario: The bogs are 

looded and everyone is on board. You engage 

the starter ... the prop does a pathetic wiggle 

... and stops. A dead battery. Not a good 

way to build passenger confidence. 

At one time or another, most of us have 

hod a similar frustrating experience-ond we 

still give little thought to the condition of our 

ship's battery ... until it conks out. 

Batteries will discharge if unused. 

When this happens, the plates ill the 

battery develop a sulfate crust that 

will eventually kill it. Keeping a 

battery fully charged without overcharging 

is the key to preventing sulfation. . 

24v operators have more at stake lD 

this regard, as these batteries are generally 

more expensive and have twice the 

chance of developing a bad cell (12 cells 

vs. 6 cells). Most battery chargers, however, 

are not designed for continuous use. 

Even the so-ca lled "trickle" chargers may 

damage the battery by overcharging. 

Chargers are now available that are 

microprocessor-controlled and will 

maintain the battery in a fully charged 

state without overcharging. These 

chargers may be hooked up for indefinite 

periods. 

For my airplanes as well as my cars, 

I have been using for several years the 

12v Model #12117 Battery Minder Plus 

($70) by VDC Electronics. This is a 

small wall-type unit that charges a battery 

at one amp and then, when it's fully 

charged, can maintain the battery in a 

fully charged state without overcharging. 

The 12v wall-type Deltran Battery 

Tender Plus also appears to work well. 

Z4Y AYIAT ... UTTEI' CIAICEIS 

24v operators need to be more 

selective in their choice of charger. 

Aircraft battery electrolyte has a higher 

specific gravity than aUla batteries 

(1.285 vs 1.270), which results in correspondingly 

higher fully charged voltage 

From L to R: BaMeryTender 12v model 021·0123: BaMery Minder 12v model 12112: Batlery Minder aviationspecific 

24v model 24041-AA-Sl. 

levels. Deltran specifically warns not to 

use their Power Tender Plus 24v charger 

on aviation batteries. 

24v battery operators Illay want to 

consider the new aviat ion-specific 

Battery Minder 2404I-AA-SI ($ 144) 

charger, which is set up for the higher 

voltage levels in aircraft batteries. An 

aviation-specific 12v Model 12248-AA 

S I ($162) is also available. 

While a maintenance-type charger 

will prolong the life of a battery, it 

won't last forever. Owners who fly TFR, 

at night or into remote areas should consider 

replacing the battery at regular 

intervals. Gill recommends replacement 

after 211 to 3 years. 

A simple procedure for cheCking 

battery condition with a digital volt 

Illeter is available on the Gill and VDC 

websites. Basically, let the battery stand 

with the charger disconnected overnight 

after it has been fully charged, then 

check the resting voltage. A chart shows 

the various voltage levels and corresponding 

percentages of full charge. 

A hydrometer may also be used on 

nonsealed batteries, but the voltmeter 

procedure is less Illessy and is probably 

more accurate than using an auto-store 

hydrometer. Resting voltage, however, 

does not tell the whole story. A capacitance 

discharge test will reveal a lowcapacity 

condition that may not be 

detected using the resting-voltage test. 

See the Gill website for details. 

IILAI-PIIEIEI CIAICEIS 

Those who must leave their airplanes 

outdoors might like to try an inexpensive 

solar-powered charger from 

automotive and marine outlets. These 

have such low amperage that they are 

unlikely to cause any damage by overcharging. 

The hookup may require sOllle 

imagination. 24v owners could use two 

solar panels hooked up in series. 

I use a solar charger in my car when 

parked at the airport for long periods 

and the original battery is in its fifth 

year. A friend of mine used a similar 

setup for a car that sat for prolonged 

periods in Minneapol is and the battery 

lasted eight years! VDC makes a solar 

charger with regulated output similar to 

their AC-powered chargers. 

By keeping our aircraft batteries 

fully charged and not overcharging 

them, they will last longer and, perhaps 

Illore importantly, will be ready to go 

when you are. 

•• SPISAL 

When the time comes to replace the 

battery, please dispose of it properly. 

Aircraft batteries contain toxic substances 

(lead, for one) but are very close to 100% 

recyclable. Many automotive partS outlets 

will accept thelll for recycling. 

Concorde - wwwconcordeballerycom 

Dellron - www boHerytender com 

Gill BoHenes - www.glilbonenes.com 

VDC ElectrolliCS - wwwvdcelectrollics com 

ABS October 2008 


Page 11007

MY FAVORITE CHILDHOOD MEMORIES ARE 

ABOUT THE TIMES MY PARENTS WOULD 

DRIVE US TO THE THEN-NEW HOUSTON 

INTERCONTINENTAL AIRPORT. We would 

pork the cor at the end of the runway or 

position ourselves on top of the porking 

garage to watch the great airliners roor off 

to wherever in the world they were going to 

or coming from. 

An exciting memory in my growing 

romance with aviation come when our family 

toured the Kennedy Space Center and 

culminated by watching Apollo 17 blast off. 

the only night launch for any of the Apollo 

missions! The memory of that Saturn rocket 

liffing off and turning the night into day as it 

rode a huge column of flame into space 

Layton and Henry Curd fly N437D as often as possible for business and pleosure. 

was a memory I will never forget. The light, Owning one with my father was a natural 

smoke and noise from our vantage point decision since we both liked Bonanzas. 

several miles away was truly amazing. Combining our resources we found one 

When I was about 12, my parents built that was perfect for both of us. The ideo of 

a house at a private residential airportexactly 

the right environment to expand my the family become on added bonus. 

shoring expenses and keeping the plane in 

flying interests, which included building The first plane we looked at was at 

plastic models to flying RIC model planes. another local airport and had everything we 

Dod and I flew the models together, puffing wonted in a Bonanza, Dod and I mode on 

them through maneuvers that his Cessna offer on 4370 and it come home with us. 

172 could not do. 

This 1956 G model had been very well 

On my 15th birthday, Dad gave me a upgraded with on 10-470, IFR-equipped 

logbook and I started flying lessons. I soloed with a full King stock and S-Tec 60-2, and 

on my16th birthday, and I have been flying oxygen. For more than eight yeors now 

ever since. 

4370 has been flown as offen as possible 

Mer college and starting my career, I for business and pleasure. 

was determined to own an airplane. I always loved living on the airport and 

I could not imagine any other place I would 

rather call my home. Since my porents live 

on one side of the runway serving the residential 

airport and also owned land on the 

other side, I bought my acreage from my 

parents and built a home for my own family. 

So now two generations of our family live 

at the airport. We have seen a small country 

airport develop into a very aviation-oriented 

community with a fantastic runway 

allowing our family to get up and fly whenever 

and wherever we wont to go. 

My father became Dry Creek Airport's 

'official" caretaker offer he retired a few 

yeors ago. A common sight is to see him 

mowing the runway's Bermuda gross, 

climbing the tower to put a light in the rotating 

beacon or managing the fuel co-op. His 

new role allows him to enjoy visiting with 

those who now shore our lives on this liffle 

slice of heaven. (www.TS07.org) 

~ Dod and I toke as many trips together as 

.. possible. It's a wonderful payback for all the 

~ 

~ trips he gave me-like the one to Oshkosh 

::; 

~ 

where I realized there ore so many people like 

us who love airplanes and the special free- 

Page 11008 


ABS October 2008

the walls, as well as the warm hospitality of 

the hosts behind the bar. made them feel 

the same as they did 60 years ago. 

Our visit to the Normandy Cocst and our 

tours inland to the towns and villages that 

were part of the War really brought home just 

how much our freedom costs. II also mode 

me realize how great it is to have my dad as 

my flying pcrtner, sharing our Bonanza. 

- Layton Curd, Cypress, Texas 

Henry and layton Curd still shore their pa ssion for airplanes. This is N437D, their 1956 G modeL 

dam they give us. Our trips together may be 

as simple as a short flight to lunch or down 

the coast to a friend's place for a day of fishing. 

More ambitious flights include those to 

the Reno Air Races the Grand Canyon for rafting, 

or to Banff for snow skiing. 

We recently took a trip to visit the history 

of WWII. In England, we toured several 

US and British oirboses and museums. The 

local pubs apparently haven 't changed 

much since then . The photographs, 

squadron patches and personal artifacts on 

SEND IN YOUR STORY 

A passion for flying has brought many 

children closer to their parents and 

grandparents. This column will continue 

to focus on generations of pilots in the 

Americon Bonanza Society. If you inherited 

the "flying gene: please send your 

story bye-mail to absmail@bonanza .org 

or mail to ABS at PO Box 12888, Wichita, 

KS 67277. 

The American Bonanza Society Is pleased to partner 

with INTRUST Ban , an outstanding financial Institution 

located in Wichita, Kansas - orne 0 the Beech Bonanza! 

A S Plalinu 

provides valuable financial support for ABS. 

Unique to the ABS Visa - 

ABS Platinum Visa® 

Call today to apply for the ABS Platin um ~sa. You'll get: 

• IREE Getaway Miles AirTrav.1 & Vacation R.wards Program - .ach 

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• IRff $5,000 P.rsonalld.nlily Th.ft ,ov.rag. - ,ov.rs to th.ft 

expenses incurred if your identity is stolen 

• IREE Auto R.ntal (ollision (ov.rag • 

• IREE Zero liability Protection on unauthorized 

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rake 0" wit" t". ABS P/ati"um Visa 

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ABS October 2008 www.bononzo.org Page 11009

RICHARD NOLAN. L'TTLETON. NORTH CAROLINA 

I have owned my 1957 H35 for more than 21 years, and checking the gear-handle cover 

has never entered my inspection thoughts. But I assure you it will from now on because of 

on interesting. scary situation I hod while flying N84WH to its annual inspection. 

The story carries with it a lot of failure on my part to fully understand the landing gear 

and to include it in the checklist. After my experience, I advise all pilots to be aware of this. 

Apparently, the cover on the manual gear-extension hand cronk hod somewhere in time 

either been token off or hod fallen off, and I never noticed it was gone. If it hod been on the 

checklist. I know I would have noticed it was missing. 

Here is what I think happened: I 

flew some passengers over to 

First Flight America, one of my 

favorite sightseeing spots. Upon exiting 

the plane, I think one of my passengers 

must have touched the gear handle j ust 

enough to somewhat release it and move 

it to manual gear-extension position. 

Next, I took off on a short flight to 

the airport where my mechanic is based. 

Upon arrival, J extended the gear and it 

moved partially and the circuit breaker 

popped. I reset it and tried again. Same 

event, so I left it out and the gear-down 

hand crank in down position, and 

reached to unhook the gear handle. 

There was no cover- and the manual 

gear extension crank handle was up 

and engaged. I test-turned it clockwise 

first and it surpri sed me that it turned 

aboUl two full turn s! Uh-oh ... not good. 

So with the autopilO( on and fl ying 

out over the bay, J tried to sort things 

out. Counterclockwise 53 turns, I was 

literally breaking my hand, but I finally 

gO( it down and got a green light. 

As I did a slow flyby, the mechanic 

looked at it and said it appeared to be 

down and locked. 

I landed without any problems and 

we jacked the plane and tried to cycle 

the gear. It would go up, but going down 

was a tough job. The gearbox and the 

motor were removed and sent to 

California for inspection and repair. 

One addendum: For $29 I ordered a 

new gear-handle cover from Performance 

Aero. When you consider the cost of 

this repair, $29 is chump-change. The 

overhaul of gear box and motor was 

$1,800 plus parts and labor. And that is 

why I think checking the gear-handle 

cover should be on a checklist because 

it's so easy to overlook. 

I hope every Bonanza driver will 

reach behind the seat and ascertain that 

the cover is there and the hand crank is 

in the proper position. It's much cheaper 

on the pocketbook and your 

nerves ... and like our old tech friend 

arm Colvin used to say, "Something 

like that certainly can ruin your day." 

EDITDR'S Non;; If the hand crallk is 

stowed ill the full clockwise position 

with the crank handle against the floo r 

board it is less likely to be accidemally 

moved or engaged. 

Richard Nolan ha s been flying for 34 

years (SEL). 

Circuit Breaker AD Update 

ABS suggestions on Circuit Breaker AD 2008-13-17 

ABS is in ongoing discussions wilh the FAA on the AD reloling 10 

circuit breaker-type switches requiring replacement. We have learned 

Ihe identified failure mode of the breakers. and that only the Beech 

port number breakers have been modified to eliminate this perceived 

threat. We ore talking wilh RAPID about possible ports discounts 

should no AMOC be approved and swilch replacemenl remain 

necessary. 

Compliance isn'l required unlil August 6. 2009. and there have 

been no reported mishops as 0 result of these breakers. So for the 

time being. we suggest you wait and see what comes out of our discussions 

in the next few months before replaCing any circuit breakers. 

Of course. if a circuit breaker-type switch in your airplane feels 

hot in operation or is loose or "spongy' inslead of crisp when you turn 

Ihe switch on and off. immediately turn off thai switch and replace il 

with Ihe correcl Beech port number breaker fram RAPID. Simply 

leaving the switch lurned off does nol prolect against the slated 

failure mode. which may couse overheal any lime the baHery master 

switch is on. 

AND OUR REQUEST: 

Allhough there have been no reported mishaps as a result of 

overheating circuit breakers and virtually no Service Difficulty Report 

(SDR) record of circuit breaker overheats. ABS received !WO additional 

reports from members of breakers overheating in flight. 

To help us beHer address this issue on your behalf. if your airplane 

is subject to AD 2008-13-17 and you have hod a switch-type 

circuit breaker overheat or become loose (does not snap crisply on 

and off) in service. please tell us: 

• Whal model aircraft was involved (e.g. A36. V35B. B55. etc.) 

• Which breaker(s) overhealed (e.g. pitat heat, landing light. etc.) 

• Did the switch(es) merely get loose. did they get hot in service 

or did Ihey generate smoke. 

Please send your responses 10 absmail@bonanzo.org or by moil 

to the ABS office (PO 80x 12888. Wichita. KS 67277). All replies will 

be kept confidential. 

Also. if you have replaced circuit breakers that have overheated 

or become loose and still have the foiled breaker. please send the 

removed breaker(s) 10 ABS for inspection of the faiture mode. 

For more information about AD 2008-13-17. see Ihe Membersonly 

page at www.bonanza.org. 

Page 11010 www.bonanza.org ABS October 2008

GENERAL AVIATION NEWS 

----------- 

SANDEL AVtONICS 3500 PND 

Sandel Avionics SN3500 

Primary Navigation Display is compatible 

with both 14- and 28-voll 

electrical systems, simplifying the 

installation process in many aircraft. 

Previously, installation of the 

SN3500 in aircraft with 14v electrical 

systems required the use of on 

external voltage converter. 

For a complete solid-state com- The AAIR® product is a odds 2.8 Ibs. (1.27 kg) to existing 

pass system, the SN3500 can be saphisticated aviation oirbag sys- pilot and copilot restraint systems 

combined with Sanders SG 102 tem designed to further protect and costs about S3,600 for a kit 

AHRS, available at a price of pilots during survivable aircraft with two restraints. 

S4,495 for the fixed wing piston- accidents. In the event of severe HBS installs AAIR® at 

aircraft version. For more info, see aircraft deceleration, sensors recwww.sandel.com. 

agnize the crash and begin on 

activation sequence. An airbag 

HBS OFFERS AMSAFE AAIR stored in the lap bell deplays up 

Hawker Beechcraft Services and away from the occupant's 

now offers the AmSafe@ Aviatian seat, providing critical protectian to 

Inflatable Restraint system the head, neck and torso in the 

(AAIR®) as an aftermarket salety event 01 an aircraft impact. 

aptian for pilot and capilat seats in Relatively light and inexpen- 

Pricing is unchanged at 1984-ond-newer 8arons and sive, the self-contained and selfpowered 

AmSafe Aviation S 10,990 for the standard SN3500. Bonanzas. 

Airbog 

Atlanta, Indianapolis, Houston, San 

Antonio, Tampa, Wichita and Van 

Nuys. 

A new HBS facilify will open 

soon in Mesa, Arizona, at the 

Phoenix-Mesa Gateway Airport. 

For more information, visit 

www.hawkerbeechcraft.cam. 

@ 

The lowering entrance to the new 8HM lobby is well underway. 

Beechcraft Heritage Museum launches new 

image at 35th anniversary Beech Party 

b 

BY ROI\ VICKREY PORT ORANGE, FLORIDA 

The weekend of October 15-19, sitting wall for socializing and viewing 

the skies over Tullahoma, flying activities. 

Tennessee, will fill wi th The Beech Center lobby presents 

Beechcraft delivering members and a new look with interior walls featuring 

guests to the Muse um 's redesigned and brick columns and wooden beams 

expanded fac ilities. Their first impres- complementing the new furni ture and 

sions are sure to be "Wow 1" when they floor. 

see the towering brick, stone and wood Adjacent to the entrance on the ~ 

.... e.n.tr.an. c.e.'.vi.th. ,.·ts. w_ ra.p.ar.o.u.n.d.p.at.io_an.d __ n.·g.h.t.s.id.e. i.s.a. • 

o 

l.as.s. 4. 7.'.X_ 14. '. H. Y. d.r.o-_ 

swing door that affords a great view of 

the flight line, A new an gallery on the 

other side displays prized paintings and 

sculptures. 

The museum now has a fully functioning 

ki tchen, with a cafe, museum 

store, conference room and guest 

office, as well as space for displaying 

newly acquired or freshly restored aircraft. 

Camping facilities are also now 

available adjacent to the museum. 

Expanded social acti vi ties will 

offer options for fl ying your aircraft 

to a fl y-in breakfast, formation fl yi ng 

and local fl ying_ A professional photographer 

will be available to arrange 

ae rial shots of your aircraft. 

We're also excited to have the T-34 

Association add to the fun as they join 

with us for their Homecoming evem, 

For last-minute information or 

arrangements, contact the Museum 

at 93 1-455-1974 or www.beechcraft 

heritage museum.org. 

Tullahoma, Tennessee! 

The place to be October 15-19, 

id"eec c 

ABS October 2008 www. bonanza.org Page 11011

When more than one rated pilot has access to the flight 

controls of an aircraft, it can create confu sion as to 

which pilot is considered pilot in command (PIC). 

Federal Aviation Regulation 91.3 states that the PIC is the person 

who is directly responsible for, and is the final authority, as 

to the operation of an aircraft. This may seem to be a straightforward 

regulation, but it lacks clarification when determining 

which pilot is considered PIC at a specific moment in the flight. 

This becomes even more important when attempting to determine 

which pilot may have caused an accident. 

The problem of identifying the PIC in these situations can 

be complicated and may have severe ramifications for your 

insurance coverage. This is in part due to the fact that the term 

PIC has different implications, depending on the context in 

which it may be used. 

Pilots who received their training in the milital)l will recall 

that the PIC was considered the pilot who signs for the aircraft 

and is held accountable for the acts of the crew. This may be a 

clearcut rule for the milit3l)l, but it does not apply to civi lian 

flights when there is more than one pilot at the controls wi th no 

agreement in place as to which one is considered PIC. 

The courts have ruled broadly on this issue. some ruling 

that FAA and NTSB rules and regulations are binding. Other 

case law has ruled that the FAA is the final authority over the 

operation of the aircraft, but that the regulations do not alter 

the common law governing negligence and burden of proof. 

In Todd v. Weikle, the court employed the "presumption 

of continuity" in holding that the pilot who operated the aircraft 

on takeoff was the PIC at the moment of impact, in the 

absence of any evidence to the contrary. 

Some state legislatures have tried to create laws to govern 

these situations. Ohio's Motor Vehicle, Aeronautics and 

Watercraft Code in part dictates that it is presumed that the 

pilot in command, who is flying the aircraft at the time of the 

crash, and immediately prior thereto, is the occupant of the left 

front seat unless any part of the flight is for instruction, and 

then the CFT is presumed to be the PIC. 

The Minnesota Rule, created by the Minnesota Supreme 

Court, states that a CFI is presumed to be PIC at the time of a 

training flight accident, even if the second pilot was licensed 

and manipulating the controls. 

The various examples indicate that determining the PIC 

can be complex. An FAA or NTSB determination does not 

bind the courts. The courts will try to deal with these issues 

fairly, but most judges and jurors will not have any aviation 

background to draw from and may make the wrong decision. 

It is certain that it is best to have clear lines of communication 

between pilots in the cockpit as to who is considered the PIC 

and under what circumstances. This could eliminate much 

heated disagreement and litigation after a loss. 

It is not important that ABS members become experts on 

the various legal theories on this subject. It is imperative, however, 

that they understand how the determination of the PIC 

may affect the typical aircraft insurance policy. 

The Pilot Warranty found in any aircraft policy typically 

names each of the approved pilots and then provides for certain 

minimum pilot ratings and hourly requirements. It is 

important that each insured understand that if a PIC is not 

approved-either by name or by meeting the mirtimum pilot 

requirements-the pol icy would be void in the event of an 

in flight accident caused by the pilot. 

The situation of hav ing two pilots with access to the controls 

and both are approved pilots does not normally pose a 

coverage problem. It may well present a problem of who is in 

command. However, when one of the pilots is not qualified 

under the policy, the insured may be placing their coverage in 

jeopardy if a non-covered pilot is allowed to fl y the aircraft, or 

agrees to allow the aircraft to be used for training of a pilot 

who is not approved under the insurance pOlicy. They may 

have a mistaken belief that the insurance policy would not be 

voided as long as an approved CFI or other approved pilot has 

access to the controls of the aircraft. Since this is not the intention 

of most underwriters, an insured should not assume that 

the insurance carrier would pay a resulting loss. 

Most underwriters are of the opinion that using the aircraft 

for instructing an additional pilot increases the hazard, 

and they should be notified and have an opportunity to charge 

the appropriate premium. It is possible follow ing a crash that 

a determination may be made that the CFT is not pilot in command 

of the aircraft. 

In the court case Udseth v. United States, the U.S. Tenth 

Court of Appeals held that the CFI could not be held liable for 

a fatal crash in the absence of direct proof that the student pilot 

or the CFI was flying the aircraft at the time of the accident. 

It is important to have a clear understanding of which pi lot 

will have PIC responsibilities whenever your aircraft is flown 

with more than one pilot. [t is also important that you not rely 

on your avialion knowledge or intuition to determine whether or 

not a pilot is approved under the insurance policy. If there is any 

question. please contact your Falcon insurance represe ntative 

and have the pilot specifically approved under the policy. 

@ 

Thanks 10 all members who have their insurance coverage Ihraugh Ihe ASS pragram adminislered by Falcon Insurance Agency. There is no extra 

charge 10 Ihe individual member. and Falcon's active sponsorship of ASS pragrams helps us expand services 10 all members. The more members 

who use Falcon. Ihe more cloullhe agency has in Ihe aviation insurance induslry on our behalf. If you're nol part of Ihe ASS Insurance Program. we 

urge you 10 obla in a quole from Falcon prior 10 your nexl renewal. Call Falcon 01 BOO-259-4ASS (4227).

REGIONAL NEWS 

---------------------------- -- -- ---- 

Northwest Bonanza Society 

On Saturday, August 16, six airplanes 

brought 13 people, induding two 

couples from Vancouver, British 

Columbia, to San Juan Island, landing 

at Friday Harbor Airport. The airport is 

on the water just a stone's throw to 

Victoria, BC, Canada, on Vancouver 

Island. 

We enjoyed a wonderfu l lunch at 

Ernie's, a Korean restaurant where we 

sat outside and watched the airplanes 

come and go. When it is nice up here, it 

is really nice. We had placed advance 

orders for Bugie Gogi. the house 

specialty-marinated pork or beef 

accompanied by kim chee, a very hot 

Korean cabbage dish. 

Friday Harbor is a tourist town. and 

on beautiful days like this, the boats and 

airplanes were flocking to it. Many 

came over on ferries, a four-hour trip 

considering the wait times, and to fly 

here from Seaule takes 20 minutes. 

These flying machines of ours are like 

magic carpets sometimes, aren't they' 

Southwest Bonanza Society - In spite of the heat on August 9 during the 

Southwest Bonanza Society'S fly-in to Shreveport, Louisiana. these members seem 

to be enjoying the "thrill of the chill " at their ice cream social. 

We expect to get together a few 

more times this year, but be sure to 

check our website because we must give 

members short notice due to our 

changeable Northwest weather. 

- John Foose 

This was the view as NWBS members flew into Friday Harbor Airport on Son Juan Island. 

ABS October 2008 www.bonanza.org Page 11013

BI8 BttCR BUNCH ... 

~:O WHERE THEY HANG OUT 

INTERNATIONAL MEMBERS 

Argentina · 8 Coyman Islands - 1 Indio ·1 

Australia - 78 Chile - 13 Ireland - 2 

Austria - 3 Colombia - , Israel - 4 

Bahamas· 1 Dominican Republic· 1 Italy - 4 

8elgium - 15 France - 11 Japan - 3 

8razil - 20 Germany- 46 luxembourg - 2 

Brunei - 1 Guatemala - 4 Mauritius - 1 

Conoda - 142 Hong Kong - 2 Mexico - 6 

Nether1ands . 8 South Alrica - 24 

New Zealand - 6 Spain - 3 

Papua New Guinea· 1 Sweden - 1 

Poraguay - 1 Switzerland - 12 

Philippines - 2 Turk.ey - 1 

Portugal - 1 United Kingdom - 34 

Scotland - 1 Uruguay - 1 

Singapore - 1 Venezuela - 1 

In our annual snapshot of ABS on July 31 , 2008, membership 

stood at 10,140 - 9,669 in the United States and 

47 1 in 40 other countries. Outside of Ihe US, the largest 

member concentrations are in Canada (J 42), Australia (78), 

Germany (46) and the Uniled J

PRESIDENT'S COMMENTS, col1lilllledjlVlIl page 10979 

essentially break-even basis and both had very successful 

years. We inspected 233 airplanes in II Service Clinics and 

BPPP trained 634 pilots in 10 clinics. 

MEMBERSHIP: We have been seeing a slow but steady drop 

in membership from a comfortable 10,400 in 2007 to our 

current 10,124 dues-paying members, a to-year low. No doubt 

this is a resuh of the current pressures on all general-aviation 

activities. How serious and how permanent this decline is 

remains to be seen. There's liule doubt, however, that we 

would be in even worse shape were it not for the efforts of our 

Membership Coordinator Paula Tomlinson, who looks around 

every possible comer for new members. But we need your 

help too. Positive word-of-mouth has always been our most 

effecti ve marketing tool. We all need to sell ABS to prospective 

members. And remember-you will get a free month of 

membership for every new member you recruit. 

This is my final sign-off as president. Once again, I thank 

the Board of Directors for givi ng me this opportunity. It has 

truly been an honor to serve you thi s year. 

-Art 

Positive word-oj-mouth has always been our most effective marketing tool. 

We all need to sell ABS to prospective members. And rememberyou 

will get a Jree month oj membership Jor every new member you recruit. 

Nome: _______________________ Spouse: ___ ____ _______ 

Address: _ _ _____________________________________ 

CitylStote ar Country/Zip: ______ _______________ Dote of Birth: ___ _______ 

Telephone (Home):_________ (Work):_________ Fox: _ ___________ 

Occupation: _________ _ _ E-moil: ________________________ 

Aircraft Mode l: ________ _ _ Serial #: 

Year: __ _ Toil #: ______ _ 

VOLUNTARY: 

Check here to allow ABS to ma ke your 

o home phone number available to other members. 

o work phone number available to other members. 

o e-ma il add ress available to other members. 

Domestic (US, Conodo. Mexico) 

Foreign (includes additional postage) 

S55 

US Dollars S93 

S. __ _ 

S. ___ _ 

• Family (each additional person: must be some household) S25 each S. ____ 

life Membership (one-time payment) 

S1.0OO S. ___ 

Air Safety Foundation donation 

S25 

(ABS-ASF conducts safety. education & research projects that 

benefit all Bonanzas. Barons and the pilots who own them!) 

TOTAL 

• Nome(s) of additional family member(s) 

S 

S. __ _ 

o Check (payable to ABS) 0 VISA 0 MosterCord 

Cord Number: 

Exp. Dote: ______ 

Nome of Cardholder (print): _____________________ __________ ___ 

Cardholder Signature: ________ __________________ ________ _ 

LEARNED ABOUT ABS FROM: _____ ___________________________ 

ABS October 2008 www. bononzo.org Page 11015

11 - North Eosl Bonanza Group Fly-in. 

NORTH - Monlauk. NY. Conlacl: Bab Pelazej. 

bobpal@aol.com or 860-875-4404. 

15-19 • Beech Party. BeechcraH Herilage 

Museum (BHM). Tullahoma. TN. 351h Anniversory 

Celebralian and T-34 Homecoming Evenl. Visil 

www.beechcroHheritogemuseum.org for more 

info or 10 register. 

17-19 • Pacific Bonanza Sociely. Sanlo 

MariO/Solvang. CA. Wine laslinglDonish community. 

Conlacl: Paul Baum & Charles Pro" 805- 

773-0987. 

17-19 • Auslralion Bonanza Society Fly·in. 

ABS AGM and Fly in Weekend Mallacoola. 

Vicloria. Conlocl Keilh Russell 03-5821-4180. 

24-26 • BPPP Clinic. Richmond. VA (RIC). 

* 70 ASS AVIATOR poinls 

31-Nov.2 • Soulhwesl Bonanza Society Fly· 

In .. Orange Beoch.Al. Conlacl Ron Lessley 918- 

NOVEMBER 

6-9 • ABS Service Clinic. Fernandino Beoch. 

Fl.lsland Avialion (55J) 


8 . North Easl Bonanza Group Planning Mig. 

Flying W. Lumberton. NJ. Conlact: Paul Damiano. 

pjdbononza@msn.com or 860-646-3380. 

14-16 • BPPP Clinic. Tulso. OK (RVS). 


30 • Australian Bonanza SOCiety Fly·in. 

Viclorian Chrislmas Party. Contact: Mark & Jo 

Dovey prodsys@surf.net.ou. " 

DECEMBER 

3· 7 ~ Southeastern Bonanza Society Fly-in - 

Bahamos winler getoway. Sielia Maris Airport 

(MYLS). Cape Sonia Moria Club an Long Island. 

Conlacl: Harvey Kriegsmon 01 hk4314@ 

cfl.rr.com. or 321-676-4744 (doys) or 321-725- 

9226 (evenings). 

4-7 - ABS Service Clinic. Romona. CA. 

Cruiseoir Aviotion (RNM). 

* 30 ASS AVIATOR pOinls 

7 • Australian Bonanza Sociely Fly·in. 

Queensland Chrislmos Party. Conlacl: Anila & 

Denis Lond 07-3378-1633. 

2009 

FEBRUARY 

20-23 • Pacific Bonanza Society Fly·in. Punla 

Chivala. Mexico. Whole peHing. Conlacl: Slephen 

& Kalhi Blythe blythe@blytheca.cam or 949-951- 

4857 

MARCH 

20-23 . Pacific Bonanza Soclely Fly·in. Venice 

Beach .. Can loci: Andy Laymon andyloyman 

@aol.com. 

.JUNE 

21 - Jut. 2 - North Easl Bonanza Group Fly·in. 

Lei's Fly Alaska! Conlocl: Paul Damiano 01 pjd 

bononza@msn.com or 860-646-3380. 

27-Aug. 2 • Pacific Bonanza Society Fly·ln . 

Bonanza Brazil Air Sofon. A monlh (I OD hours of 

flying) 10 Brazil and bock. Conlacl: Vladimir Lone 

erdoc5O@aol.com or 323-864-7727. 

FOR FURTHER DETAILS and more events, 

vlsilthe NEWS AND EVENTS link 

an the ABS website . 

Join ASS' lifetime-learning 

program and earn your designolion as 

on ASS Aviator. Events that earn points 

toward ASS Aviator status are shown 

with on asterisk (* ). 

HOW TO WIN THE ABS 

$ 700 HAMBURGER 

(or whatever else you wont to buy) 

The ABS M embership Committee 

has devised a nice incentive for 

members to renew online; Each 

month for the next year, a lucky 

member will win $100 for renew· 

ing online. 

HERE' S WHAT 

YOU NEED TO KNOW: 

When you get your first renewal 

notice in the moil, you'll have until the 

25th of that month to renew online to 

be entered in the monthly drawing. 

• To renew, go to www.bonanza.org 

and enter the members-only section. 

Click on the Renew buHon in the upper 

right corner and follow the instructions. 

It's quick, easy and secure. 

• We'll announce the monthly winners 

in the ABS Flyer e-newsleHer and 

the ABS Magazine. 

While you're at it, don't forget 

to donate to the ABS A ir Safety 

Foundation. It's tax-deductible and 

a worthy aviation cause that's 

working for you and your Beech 

airplane. 

So when you renew this year, 

do it online and your next $100 

hamburger may be paid for by 

ABS! 

ABS SERVICE CLINIC & BPPP SCHEDULES ARE ON PAGE 1 097B. Register for Service Clinics online at www. bonanza.arg or ABS headquarters: 

316-945-1700. Visit www.bppp.org for more info or to register; or contact the BPPP regislration office - 970-377-1877; fox 970-377-1512 . 

= !:::: BRAZILIAN BONANZA SOCIETY www.bononzoclube.com 

c:::;:) c:.,r, EUROPEAN BONANZA SOCIETY www.beech-bononza.arg 

ffi ffi MIDWEST BONANZA SOCIETY www.midweslbonanza .org 

cc: ~ NORTH EAST BONANZA GROUP www.northeaslbonanzagroup.com 

~ t!3 AUSTRALIAN BONANZA SOCIETY www.obs.org.ou 

NORTHWEST BONANZA SOCIETY www.nwbonanza.org 

ROCKY MOUNTAIN BONANZA SOCIETY www.rmbonanza.org 

PACIFIC BONANZA SOCIETY www.pacificbonanza.org 

SOUTHEASTERN BONANZA SOCIETY www.sebs.org 

SOUTHWEST BONANZA SOCIETY www.southwestbononza.com 

Page 11016 www.bonanza.org ASS October 2008

, o. 

The CRM21 00 is TSO'd & STC'd as primary in your Bonanza 

Improve Fuel Economy. 

Lighten Your Workload. 

Increase Margin of Safety. 

Affordably Priced. 

The EIU is mounted engine-side 

making the installation simple. 

"I've flown with engine monitors for years ... nothing else has come close to the way the AuRACLE CRM21 00 

makes advanced engine management easy. I can see all of the engine and fuel data clearly, it lightens 

my cockpit workload, and it actually serves as a backup crew member, keeping watch on things for me ... 

This really changes the flying experience-more information and less workload. I never want to go back to flying blind again." 

Walter Atkinson, ATP, CFII, A&P 

CNvner,AdvancedPiiotSeminars T f· d . ·t . _ . 1 8004058608 

a In out more VISI www.xerlonaVIOnlx.com. . . 

. ....... .... ~... ____ w. ........ _ _ _ ...: • __

AVIATOR pOinls - American Bonanza Society

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