A New Way of Flight Trainingâ¦ - American Bonanza Society

January 2012 VOLUME 12 • NUMBER 1 

A New Way of Flight Training… 

see page 43. 

The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts

‘‘ 

Recognized as leading general 

aviation insurance specialists, 

for over 15 years Falcon’s team 

has successfully fulfilled 

my aircraft insurance requirements 

through the ABS 

Insurance Program. Falcon not 

only provides personalized, 

competitive services to 

individual ABS members but 

also aggressively supports 

ABS and BPPP activities 

benefiting all of our members. 

Ron Vickrey 

ABS Past President 1996-97’’ 

Falcon insures more 

Bonanzas and Barons 

than anybody else 

in the world. 

Call today 1-800-259-4ABS or go to 

http//falcon.villagepress.com/promo/signup to get 

your free insurance quote. When you do, we’ll 

make a $5 donation to ABS’s Air Safety Foundation. 

P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com 

Phone: 1-800-259-4227 

Falcon Insurance Agency is the Insurance Program Manager for the ABS Insurance Program

January 2012 VOLUME 12 • NUMBER 1 

The Official PublicaTiOn fOr bOnanza, DebOnair, barOn & Travel air OPeraTOrs anD enThusiasTs 

Contents 

ABS 

2 President’s Comments: 

Starting Strong 

by Keith Kohout 

4 Operations 

by J. Whitney Hickman 

and Thomas P. Turner 

January 2012 • Volume 12 • Number 1 

ABS Executive Director 

J. Whitney Hickman 

ABS-ASF Executive Director & Editor 

Thomas P. Turner 

Managing Editor 

Jill Swan 

Technical Review Committee 

Tom Rosen, Stuart Spindel 

and the ABS Technical Advisors 

Graphic Design 

Joe McGurn and Ellen Weeks 

Printer 

Village Press 

Traverse City, Michigan 

American Bonanza Society magazine (ISSN 

1538-9960) is published monthly by the 

American Bonanza Society (ABS), 1922 Midfield 

Road, Wichita, KS 67209. The price of a yearly 

subscription is included in the annual dues of 

Society members. Periodicals postage paid at 

Wichita, Kansas, and at additional mailing offices. 

No part of this publication may be reprinted or 

duplicated without the written permission of the 

Executive Director. 

The Society and Publisher cannot accept 

responsibility for the correctness or accuracy 

of the matters printed herein or for any opinions 

expressed. Opinions of the Editor or contributors 

do not necessarily represent the position of the 

Society. Articles or other materials by and about 

organizations other than ABS are printed in 

the American Bonanza Society magazine as a 

courtesy and member service. Except as expressly 

stated, their appearance in this magazine does 

not constitute an endorsement by ABS of the 

products, services or events of such organization. 

Publisher reserves the right to reject any material 

submitted for publication. 

Annual Membership Dues: 

• Domestic (US/Canada/Mexico)— $62 (US) 

• Two Year Domestic (US/Canada/Mexico)— $120 (US) 

• International — $100 (US) 

• International (online magazine only) — $62 (US) 

• Two Year International 

(online magazine only) — $120 (US) 

• Additional Family Members — $25 each 

• Life membership — $1200 

Contact ABS Headquarters for details. 

flying 

22 Safety Pilot: Confirmation Bias 

by Thomas P. Turner 

28 BPPP: Using Flaps on Takeoff 

in Bonanzas and Barons 

by Hank Canterbury 

38 Human Factors: Sleep Apnea 

by Jack Hastings 

44 A Mentor in My Hangar 

by Russ McDonald 

50 Beechcraft Heritage Museum: Experience the Passion 

by Wade McNabb 

ownership/Maintenance 

10 On the Cover: 1968 95-B55 Baron N52KM 

by Keith Griffith 

16 Beech on a Budget: 

Do-it-yourself Oil Change 

by Mike Caban 

26 Insurance: Premises Liability 

by John Allen 

32 She’s Gone 

by Gregory L. Thornbury 

34 An Alternate Preheater 

by David F. Rogers 

56 Landing Gear Manual Correction 

departments 

14 New Life 

Membership 

14 ABS Contacts 

21 Member News 

21 Neil’s Notes 

30 Regional News 

40 ABS Aviators 

42 ABS Board 

46 Regional News 

52 Forum 

54 Book Review 

59 Tech Tips 

67 Classified Ads 

70 Surly Bonds 

71 Events Calendar 

72 Display 

Advertising 

Index 

Postmaster: Send address changes to American 

Bonanza Society magazine, P.O. Box 12888, 

Wichita, KS 67277-2888. © Copyright 2011. 

Send Articles/Letters To: American Bonanza 

Society Magazine Publication Office, P.O. Box 

12888, Wichita, KS 67277, Tel: 316-945-1700, 

Fax: 316-945-1710, E-mail: absmail@bonanza.org, 

Website: http://www.bonanza.org. Please note: 

Copy & photos submitted for publication become 

the property of the Society and shall not be 

returned. Articles submitted with pictures receive 

publication preference. 

AMERICAN BONANZA SOCIETY 1

President’s Comments 

Starting Strong 

By Keith Kohout 

www.bonanza.org 

Happy New Year! 2012 is already off to a fantastic start 

and should prove to be very exciting for the American 

Bonanza Society. In an effort to continue building on our 

world-class legacy, we have agreed to embark on a very ambitious 

schedule this year. This will only be possible and will only come to fruition 

because of the hard work of our many volunteers, staff members, and general 

aviation friends of the American Bonanza Society. So this year, I would like to 

dedicate the President’s Comments column to highlighting our progress, 

experiences, and the hard work of those who make the American Bonanza 

Society what we know today and what we desire it to be in the future. 

Magnet High School 

One of the missions of the Air Safety Foundation is promoting flight safety 

and education. At the Las Vegas convention we had the privilege of listening 

to a young man speak about his dreams of becoming an aerospace engineer, 

Air Force pilot and scholar like his father. 

Las Vegas Rancho Aviation/Medical Magnet 

High School, where Joshua Emig attends, is one 

of a few high schools in the country dedicated 

to aeronautical science and flight. To our surprise, 

Joshua showed a photograph of an early model Bonanza owned by the 

school that is used as a famil iari zation model and maintenance trainer. 

ABS Air Safety Foundation presented a $2500 grant to assist with the school’s 

Bonanza. Although the airplane may not fly, by providing this grant we 

hope to encourage this group of young aviators, mechanics, and engineers to 

stay engaged in learn ing and to make future contributions 

to general aviation. Because of our members’ continued 

support, the ABS Air Safety Foundation is able to maintain 

its leadership role by doing more for others. 

(left to right): ABS technical advisors Bob 

Andrews, Arky Foulk, Neil Pobanz and Bob 

Ripley during the Tech Advisor panel at the 

2011 ABS Convention. 

Online Ground School and 

BPPP Flight and 

Instruction 

Watch, in March of this year, for 

our first online ground school and 

flight training package. As we know, 

accredited universities around the 

country recognize the value of webbased 

learning to accommodate their 

students. ABS has embraced this concept 

with an additional component: 

four hours of flight instruction with a 

BPPP-certified flight instructor – the 

same flight experience provided at 

live BPPP clinics. Our goal is to accommodate 

more members by having 

the highest quality flight instruction 

available closer to home, and on your 

schedule. This is being underwritten 

by generous donations and by the 

ABS Air Safety Foundation. Thank 

you to Tom Turner and the instructors 

of BPPP for making this happen. 

2 AMERICAN BONANZA SOCIETY JANUARY 2012


Maintenance Academy 

Those of you who attend the ABS 

Air Safety Foundation Service Clinics, 

I’m sure you will agree that our technical 

advisors truly keep us safe. 

While at the convention in Las Vegas 

I had an opportunity to talk with 

Bob Ripley and Neil Pobanz about 

preparing future technical leaders 

to maintain our fleet. Bob said he and 

his fellow advisors have discussed 

building a plan to do just that. Bob 

looked me square in the eye like a 

man on a mission and said, “You 

understand I love what I do and I love 

our airplanes.” He then proceeded 

to tell me that we will build the 

curriculum to teach fellow mechanics 

how to properly survey and maintain 

our aircraft. 

The academy concept is being 

designed and the team is being built 

to make this a reality for member 

mechanics. Bob and his team look 

to have the curriculum finished by 

the time you read this. Get ready to 

spread the word as the ABS Air Safety 

Foundation will be looking to provide 

scholarships to a limited number 

of qual i fied mechanics to attend 

the initial Maintenance Academy. 

This is scheduled to be launched in 

June 2012. 

You will see many new and familiar 

faces this year in future columns. 

I hope you will consider sharing your 

talents and get involved this year to 

help us continue building an even 

more meaningful organization. One 

more departing thought this month: 

Please take a minute from your busy 

schedules and join me to express 

appreciation to all those who work 

tirelessly to help the American Bonanza 

Society stand on the vanguard. 

Until next time, fly safe. 

Keith Kohout is using his back ground 

in marketing, product develop ment 

and finance to lead improvements in 

ABS mem ber services. Owner of a 

1967 C33A, Keith has been a member 

of ABS since 2004. 

Volume 12 • Number 1 AMERICAN BONANZA SOCIETY 3

ABS Operations 

By J. Whitney Hickman 


2011 ABS Convention Recap 

Over 500 ABS members and guests attended 

the 2011 ABS Convention in Las Vegas, Nevada, 

October 25-29. Attendance far exceeded expectations 

as nearly 150 members chose walk-in 

registration. This was one of the things that helped 

ABS meet all expenses and break even for the 

event. Thanks to everyone who attended! 

ABS welcomed many first timers to the ABS Con vention. 

Thanks for coming! We’d like to hear about your 

experience as a first-time ABS Convention attendee. 

Give me a call or send me an email and let me know 

how you liked it. 

Members flew 136 airplanes into Henderson/Las Vegas 

Executive Airport for the Convention, one of the largest 

ABS Convention fly-ins outside of Wichita in the past 

decade. Members report the airport staff was very friendly 

and helpful, worthy of ABS members’ repeat business on 

future trips to Las Vegas. Air Traffic Control smoothly 

worked inbounds and departures around and through the 

busy Las Vegas Class B airspace, and there were no 

adverse incidents during the entire event. 

More than 60 vendors displayed Beech-specific products 

and services in the exhibit hall. The hall was packed 

and vendors report sales were up significantly over the last 

several years’ Conventions. 

An additional factor that helped ABS meet expenses for 

the event was the great generosity of our many Convention 

sponsors. Check for advertiser logos on www.bonanza. 

org and ads in ABS Magazine, and please try to support 

our sponsors when possible to thank them for their 

continued support. 

Hawker Beechcraft again spons ored the Hangar Party 

on Thursday night at Henderson Airport. ABS members 

consistently tell us that the Hangar Party is their favorite 

event of the Convention. Nearly two dozen member and 

vendor airplanes were on display, and ample food fueled 

great member conversation and inter action in a relaxed 

hangar setting. Thank you Hawker Beechcraft! 

Falcon Insurance continues to provide the most 

important Conven tion meal of the day in the “Falcon 



DayBreakers!” each morning. Thursday’s “DayBreaker!” 

included a great presentation from Las Vegas Rancho 

High School’s Aviation Program, including a testimony 

from a senior student who is learning to fly as part of his 

studies to be an aerospace engineer. We were surprised to 

learn that Rancho High School owns a V-tail Bonanza that 

it uses as a maintenance trainer and pilot/engineering 

instructional aid. ABS pledged $2500 and copies of all the 

Air Safety Foundation maintenance 

guides to help the school better 

utilize this resource. Friday’s “Day- 

Breaker!” was the ABS annual meeting. 

Saturday morning, Dr. Earl 

Weener of the National Transportation 

Safety Board, an ABS member 

and B36TC owner, was well-received 

by members as he spoke on aeronautical 

decision-making and professionalism 

for the owner/pilot. Thanks to 

Falcon Insurance for helping make 

this all possible! 

ABS’s first Life Member luncheon was packed with 

over 50 Life Members in attendance. For many members 

the ABS Convention is primarily an educational conference. 

We had over 50 hours of Beech-specific seminars 

and product demonstrations in three days of classes. 

Over two dozen members volunteered their time and 

expertise to make us all safer, better informed pilots. 

Thanks to you all! 



We also had a full program for non-pilot companions. 

The Women’s Book Club was especially popular, with 

author Deborah Coonts leading a discussion of her Las 

Vegas themed novel Wanna Get Lucky Thanks to Sylvia 

Vickrey for organizing this program, and ABS past president 

Jack Threadgill for sponsoring it. 

6


Our Saturday night banquet 

recognized many members for their 

service to ABS and assistance with 

the Convention. Outgoing president 

Lorne Sheren thanked Steve Blythe 

for six years’ work on the ABS Board 

of Directors, including serving as 

president in 2010, and introduced 

2011-2012 ABS president Keith 

Kohout. Keynote speaker was Rod 

Hightower, President and CEO of the 

Experimental Aircraft Association. 

Rod’s talk centered on the work EAA 

is doing that directly affects ABS 

members and owners of certificated 

airplanes like our Bonanzas and 

Barons. 

I’d like to give a final thanks to all 

the ABS staff, Board members, Technical 

Advisors, and volunteers who 

made the 2011 ABS Convention in 

Las Vegas a success! —WH 

HARTZELL PROP CONVERSIONS FOR BEECHCRAFT 

Improvements over two-bladed props: 

• Better take-off and climb performance. • Lower noise levels. 

• Smoother operation. • Improved appearance. 

Improvements over two and other three-bladed props: 

• Longer TBO than many McCauley props (2,400 hour/6 year). 

• Elimination of oil-fill and 400 hour inspection requirements on Bonanzas. 

All kits include a 3-bladed propeller unless otherwise noted. 

33 Bonanza/Debonair 

(2 & 3-blade) 

35 Bonanza 

(2 & 3-blade) 

36, A36 & B36TC Bonanza 

ABS Convention 2012 

Make plans to join ABS for our 

2012 Convention to be held October 

10-13 in Palm Springs, California, in 

conjunction with the AOPA Summit. 

We are planning several exciting 

events and seminars during the 

week, as well as AOPA’s Exhibit 

hall, seminars, and entertainment. 

Watch www.bonanza.org and ABS 

Magazine for information as it becomes 

available. 

Travel Air 

(2-blade) 

55 Baron 

(2 & 3-blade) 

TOP PROP 

PERFORMANCE 

CONVERSIONS 

800-942-7767 | topprop@hartzellprop.com | www.hartzellprop.com 

VIEW OUR NEW ONLINE CATALOG NOW! 

58 Baron 

FAA/PMA new, serviceable, or overhauled in stock. 

Same day shipping. 

J. Whitney Hickman 

Executive Director 

whit@bonanza.org 

800-4STACKS 

Tel: 800.478.2257 or 803.548.2665 Fax: 803.548.6360 E-mail: sales@aircraftexhaust.com 

We’re 

serious 

about 

exhaust! 



ABS Air Safety Foundation 

By Thomas P. Turner 

Coming Attractions 

2012 will be the year when ABS 

members say, “Look at what the 

ABS Air Safety Foundation does for 

me!” Watch for these products and 

services in the coming months, and 

take advantage of the opportunities 

they’ll provide: 

• BPPP Online will debut in March. 

This major new resource, an alternate 

to the ongoing traditionally 

scheduled BPPP events, permits you 

to take the ground school portion 

of our popular BPPP Initial flight 

training clinics at your own pace, 

then schedule a flight with a BPPPstandardized 

instructor close to your 

home to complete your Flight Review 

and (if you qualify) Instrument 

Proficiency Check. The concept is 

to provide the same high-quality experience 

as a live BPPP clinic, on 

your schedule at a far lower cost. 

We anticipate demand for this 

program will be great, and that 

means there is opportunity for 

additional flight instructors to 

meet this need, particularly in key 

geographical areas. If you are a 

current CFI/CFII with experience 

instructing in Beechcraft and want 

to learn more, contact BPPP Administrator 

Mike Kaufman at captmick@ 

bppp.org or 920-267-6973. 

Current areas of need: 

Within 100 Miles of: 

Amarillo, TX 

Omaha, NE 

Quincy, IL 

Medford, OR 

Charleston, SC 

Buffalo, NY 

Within 250 Miles of: 

Dickenson, ND 

Great Falls, MT 

In addition, BPPP is seeking instructors 

having a U.S. instructor’s 

certificate and a Canadian instructors 

certificate with examining authority 

in Canada. 

Preference will be given for MEIs 

with Baron/Travel Air experience. Indicate 

if you have specific experience 

in E-Series Bonanzas, fuel-injected 

Bonanzas/Debonairs, turbocharged/ 

turbonormalized airplanes, Travel Airs, 

Barons, and the 58P/58TC; teaching 

in single-control airplanes; and G1000, 

Aspen or other advanced avionics. 

• ABS Maintenance Academy will 

kick off by early summer. The 

Academy will take qualified A&P 

mechanics and IAs and teach 

them the Beech-specific tips and 

techniques found in ASF’s Landing 

Gear and Flight Controls guides, 

guide mechanics on sources for 

parts and services to maintain our 

Beechcraft, and show them what 

our expert inspectors look for in 

Service Clinic inspections. 

Imagine finding mechanics all 

over the country who have this depth 

of Beech-specific knowledge, and 

are able to apply Service Clinic-level 

attention to your airplane every time 

you have it in the shop. If you know a 

mechanic you’d like to participate in 

the Academy, send his/her name and 

contact information to ABS at asf@ 

bonanza.org. Space will be very 

limited. We’ll begin a database from 

which to make invitations when the 

course is ready. 

Don’t forget the live BPPP Flight 

Training Clinics, which will continue 

unchanged, for pilots who prefer a 

full immersion instructional experience 

(see www.bppp.org for the 2012 

schedule) and the Air Safety Foundation 

Service Clinic program (see 

www.bonanza.org). 

This is all possible only through 

your tax-deductible donations to the 

ABS Air Safety Foundation. You may 

donate online on the ASF page of 

www.bonanza.org, by calling the 

office at 316-945-1700, or by mailing 

a check to ABS headquarters in 

Wichita. Thanks for helping make 

2012 a banner year for ABS members 

and the Air Safety Foundation. 

—TT 


Executive Director 

asf@bonanza.org 


On The Cover: Beechcraft of the Month 

1968 95-B55 Baron N52KM 

By Keith Griffith, Niwot, Colorado 

When the 

April 2010 

ABS Magazine 

arrived, I was 

pleased to see it featured a series 

of articles about the early model 

Barons in commem ora tion of 

50 years of Baron production. 

One of those articles described 

N77MW, the first Baron that I encountered way back 

in 1970. Sander Friedman recounted the history of that 

fine aircraft, including a note about the former owner 

of N77MW, John Serrell. John was the gracious and 

generous father of my college buddy Skip Serrell, and 

I was their guest on a Spring Break trip to the Caribbean 

in N77MW. It was then and there that I was bitten by 

the Baron bug. 

Fast forward to the last day of 1998. My good friend and 

Beech expert Mark Hegg and I arrived at New Century 

Airport in Olathe, Kansas, to pick up Baron N8380N. My 

wife Mary and I already owned a fine 1969 V35A Bonanza, 

but it had only one throttle and therefore did not satisfy the 

implanted imperatives of my 1970 Baron experience. Mark 

agreed that this Baron was a sound airframe and priced 

appropriately for its condition. It was just what I wanted: a 

basically good, low-time aircraft with worn-out engines, 

worn-out interior, and worn-out paint. This 1968 Baron, 30 

years old at the time we acquired it, has been the object of 

our restoration and improvement efforts ever since. 



Within seven months N8380N had new paint, a new 

interior, two fresh factory reman IO-470 engines (260 HP), 

and a new registration number, N52KM. I was flying for 

a small Colorado company named AirCell at that time. 

It was my goal to begin using my Baron for that work, 

and eventually that came to pass. Over the years, N52KM 

had a sequence of AirCell products installed and went 

through the sometimes difficult process 

of obtaining STCs for the new 

equipment. In this phase of its working 

life, the Baron and I flew all over 

the USA and I came to appreciate 

the quality and reliability of this 

Beech design. I don’t think we ever 

cancelled a mission because of maintenance 

issues. 

The flight hours for AirCell and for 

family trips added up, and by 2005 the 

fresh remans installed in 1998 were 

ready for replacement. Like every red 

blooded B55 owner, I yearned for the 

bigger engines and better performance 

of the 300 HP IO-550 engines of the 

Colemill conversion. In addition, my 

3-blade Hartzell props on the IO-470 engines had an 

annoying and expensive recurring AD every 500 hours. 

Add in the fact that the field elevation of my home air port 

in Longmont, Colorado, is 5050 feet, with summer density 

altitudes routinely over 8000 feet, and you can see where 

this is going. And did I mention that Mary is also a pilot 

and only slightly less airplane - enthusiastic than I am 

Equipment List 

IO-550E Engines (300 HP Continuous, Colemill 

conversion) 

3-blade Hartzell props 

Micro Aerodynamics Vortex Generators 

B.A.S. Inc. Shoulder Harnesses 

Whelen LED lighting for all external lights: Nav, beacon, 

landing and taxi lights 

Lord fluid-free nose gear shimmy damper 

Norton Radome 

Garmin G500 PFD/MFD with Autopilot interface and GPSS 

Electronics International MVP-50P Glass Panel Engine 

Monitor (2) 

Garmin GNS 480 (UPSAT CNX 80) WAAS GPS Navcom 

KFC 200 Autopilot 

Ryan 9900BX TCAD active traffic system 

Shadin Digidata Fuel flow and Air Data system 

UPSAT MX20 MFD 

UPSAT SL30 Navcom 

PS Engineering PMA 7000B Audio Panel/Intercom 

Garmin GTX 327 transponder 

Bendix/King RDR 160 weather radar 



In March 2005 we flew to Cornelia Fort Airpark in 

Nashville, Tennessee, to have the conversion done. 

Two weeks later we were heading west to Colorado 

with fresh IO-550s, new 3-blade (AD free) Hartzell props, 

and big grins. The performance improvement of the 

300 HP engines essentially gives sea-level performance of 

the stock B55 Baron at my 5000-foot MSL home airport. 

Similar improvements are seen in service ceiling, rate 

of climb, and single-engine performance. The power 

loading for this Colemill Baron is 8.5 pounds/HP at max 

gross weight. For comparison, the power loading for 

a stock A36 Bonanza is 12.6 pounds/HP, and a P-51D 

Mustang is 8.1 pounds/HP. I know that I have flown solo 

in N52KM at weights around 4000 pounds with actual 

power loading under 7 pounds / HP. That makes for a 

lively and “uplifting” flight! 

The original (1998) avionics in N52KM were very 

good, including an IFR certified GPS, KFC 200 autopilot, 

and weather radar. However, the past decade has 

been an awesome time of avionics improvements. We 

made regular upgrades to the Baron that resulted in 

the mostly glass panel that you see in the pictures. The 

only round gauges remaining are the required standby 

instruments and my old favorite, the Shadin Digidata. 

This fuel computer and air data system is a very useful 

tool and besides, it’s fun to read out your Mach number, 

usually around 0.30. 

The installation of the Garmin G500 PFD/MFD in 

December 2009 gave me a digital interface to the KFC 

200 autopilot for a silky smooth GPSS capability. The 

solid state AHRS (Attitude/Heading Reference System) 

in the G500 allowed the elimination of the KI 256 attitude 

indicator (“iron gyro”) and its maintenance issues. 

For someone like me who had been flying steam gauges 

for over 40 years, it takes some serious training to become 

comfortable with the Garmin PFD (tip of the hat 

to BPPP). But having made that leap, I am very happy 

with the outcome. 

And did I 

mention 

that Mary is 

also a pilot and 

only slightly 

less airplaneenthusiastic 

than I am 



We purchased the Electronics International MVP-50P 

engine and systems monitor at Oshkosh 2010, very shortly 

after it became available through an STC for Barons 

and other twins. It was installed and flying in September 

2010, and we have over 100 hours experience with it 

already, as of May 2011. This istallation allowed us to 

eliminate 12 separate round instruments and consolidate 

those functions into a single display and recording 

system. Just as with the G500, there is a period of transi - 

tion training that challenges you to look and think differently 

about this innovative type of display. Now the 

dozens of variables that I used to scan intermittently are 

continuously watched by the unblinking digital eyes of 

the MVP-50P. If a problem 

develops, there are 

Master Warn and Master 

Caution lights for each 

engine to bring it to your 

attention. 

The MVP-50P system 

eliminates the fluid lines 

for oil pressure and fuel 

pressure that used to run 

from the engines to the 

cockpit. The possibility 

of leaks in the cabin area is now gone. This Baron has 

four fuel tanks, but there were only two fuel gauges 

in the original setup. There was a switch to swap the 

fuel gauges from Mains to Aux that was easy to neglect, 

leading to a mismatch between gauge reading and 

reality. Now there are separate readouts for each of 

the four tanks in the MVP-50P display, and the selector 

switch switch is gone. In addition, each tank can be 

calibrated separately and is displayed both digitally 

and as a bar graph. 

The result is much better accuracy and much more 

confidence in the readings compared to the stock analog 

gauges. The tach generators have also been eliminated, 

and RPM data now comes from a simple connection to 

the P-lead of the magnetos. 

This fine flying machine has taken Mary and me 

all over this country and beyond. We have been 

from Saint Lucia to Orcas Island, from Montreal to 

Catalina, and numerous places in between. Hopefully 

the 2400 hours we have enjoyed N52KM is only part 

of the journey. As Sheldon Vanauken quotes the old toast: 

“If it’s half as good as the half we’ve known, Here’s Hail! 

to the rest of the road.” 


ABS exists to promote aviation safety 

and flying enjoyment through education 

and information-sharing among owners 

and operators of Bonanzas, Barons, 

Debonairs and Travel Airs throughout 

the world. 


1922 Midfield Road, P.O. Box 12888 

Wichita, KS 67277 

Tel: 316-945-1700 • Fax 316-945-1710 

e-mail: absmail@bonanza.org 

Office Hours: 

Monday thru Friday; 8:30 am - 5:00 pm 

(Central Time) 


ABS Executive Director 

J. Whitney Hickman, whit@bonanza.org 

ABS-ASF Executive Director 

Thomas P. Turner, asf@bonanza.org 

Technical Questions 

absmail@bonanza.org or 316-945-1700 

Membership 

bonanza5@bonanza.org 

Convention 

absevents@bonanza.org 

ABS Store 

www.bonanza.org or 316-945-1700 

Membership Services 

Monthly ABS Magazine • ABS Technical 

Advisors • Beechcraft Pilot Proficiency 

Program • Aircraft Service Clinics • Air 

Safety Foundation Research • Annual 

Convention • Affiliated Aircraft Insurance 

with Falcon Insurance • Members-only 

Website Section • Regulatory & Industry 

Representation • ABS Platinum Visa ® 

(with Hawker Beechcraft Parts Discounts) 

• Educational Books, Videos & Logo 

Merchandise • Tool Rental Program • 

The ABS Flyer a monthly e-newsletter 

• Professionally Staffed Headquarters 

New Life 

Membership 

ABS extends a warm welcome 

to these members who have recently 

become ABS Life Members. 

Scott Schneider 

Ridgefield, Connecticut 

renewed as a Life Member. 

A member since 2010, 

he flies a 2010 G36. 

Timothy R. Peterson 

Monument, Colorado 

renewed as a Life Member. 


he flies a 1966 V35. 

Flying Adventures 

to the 

Last Frontier! 

INCLUDES: 

Guided Group Tours 

in your airplane 

• Complete prep course 

• All VFR & IFR charts & pubs 

• Flight planning 

• Alaska pilot expertise 

• Glacier & wildlife cruise 

• FAA WINGS accredited 

• Much more 

Toll Free 1-866-FLY-TOAK 

(359-8625) 

www.letsflyalaska.com 


Beech on a Budget 

Safe • Legal • Low Cost 

By Mike Caban 


Oil change procedures are very different for dry sump 

E-Series engines that were original equip ment on 1947-1956 

Bonanzas. To learn how to do-it-yourself on one of these 

classics, see Lew Gage’s “E-Series Oil Change” in the March 

2010 ABS Magazine, viewable at www.bonanza.org. 

You’ll need a few basic tools and shop supplies: 

c Torque wrench (F&M #5639) or other suitable 

filter wrench applicable to your filter (Champion 

also recommends a 3/4-turn past gasket contact 

http://www.championaerospace.com/assets/ 

technical/93-4.pdf). 

Do-it-yourself 

Oil Change 

Hello fellow Beechcraft owners! My name 

is Mike Caban, and I’ve been a Baron B55 

owner since 2004. I’m pleased to have the 

opportunity to author a series of “Beech on a 

Budget” articles for ABS Magazine. Now there’s quite the 

oxymoron… a Baron owner authoring a budget article for 

Beechcrafts. I can understand the confusion; however, I 

have double the incentive to keep my ownership costs low 

while maintaining a safe and airworthy aircraft. 

Given the economic climate and ever-increasing pressures 

on our flying budgets, we may want to consider some safe 

and legal alternatives to traditional shop maintenance. As 

a spending reduction starter let’s look at oil changes. Some 

Bonanza owners toss the keys to the maintenance shop for oil 

changes and end up with a $200 invoice. This went as high 

as $300 for one owner who was billed nearly three hours’ 

labor for the task. Do this 3-4 times per year and you’ve got 

quite a few dollars tied up. Not to mention the cost to a Baron 

or Travel Air owner with two engines to service 

Fortunately, the FARs allow aircraft owners to change 

their own oil and log it in their engine logbook. This creates 

a legal opportunity to recapture some of these maintenance 

dollars that can be put toward other parts of your aircraft 

ownership budget. I will go out on a limb and say that any 

owner capable of adding a quart of oil to their aircraft engine 

is likely able to change their own oil with a briefing such 

as this article will provide. So if reducing your oil change 

expense by $100-$200 per event is of interest to you, read on. 

c Safety wire – 032" is a good general purpose diameter 

(Aircraft Spruce, Chief, SkyGeek, etc.). 

c Safety wire pliers (Spruce, Chief, 

SkyGeek, Amazon, etc.). 

c Filter cutter (using a hacksaw or band saw will 

leave metal particles on the filter element). 

c Punch and hammer to pop a hole in the vertically 

mounted oil filter on Permold engines. 

c Diagonal wire cutters (optional for close 

quarters safety wire cutting). 

c Crescent wrench or specific tool for 

square-headed oil sump plug. 

c Tube of DC-4 Silicone Grease for the 

filter gasket. 

c Five-gallon container with sealing cover 

(Lowe’s or Home Depot). A 300-oz 

laundry detergent bottle also works well, 

easily transports in your car’s trunk and seals nicely. 

c Large blade screwdriver to remove lower cowl panels (gills) 

(3/8" blade). 

c Clear vinyl hose (diameter depends on funnel end or Saf-Air drain nipple, 

and length depends on distance from the drain plug to the container). 

c Large mouth funnel for crankcase refilling (one that rests well inside the oil 

fill tube while allowing a quart bottle of oil to lay inside it during fill). 

c Rags or shop towels (for the inevitable first time mess or spill). 

c Shop gloves (to prevent nasty knuckle scrapes when the wrench slips, 

burns when potentially hot oil comes out of the factory square drain plug, 

getting finger punctured around safety wire, or minimize hand cleanup 

after the job is done). 

c Sharpie/permanent marker for writing engine time and date on the 

new oil filter. 

Continued on page 18. 


Aircraft Painting & Refurbishing 

Start Fresh. 

Give your aircraft the 

Murmer Treatment. 

Fly Safely 

The Murmer Treatment is a 21-step proven process for 

creating lasting beauty...and new value for your aircraft. 

For more than 30 years, Murmer Aircraft has combined 

science and craftsmanship to create beautiful, enduring, 

high-quality exterior finishes. Our secret is in the 

details: a comprehensive, 21-step process that cleans, 

seals, protects and warrants your aircraft for years 

to come. 

Find us at Houston Southwest Airport • AXH 

on the web at www.murmerair.com 

or call toll-free at 800.832.0177 

Murmer Murmer Aircraft Services 

800.431.3030 www.murmerair.com 

The B&C Standby Alternator System will 

add to the safety of your flying. Standard 

equipment on every factory-new Bonanza 

for over 10 years. STC/PMA for all Bonanza 

models 1958 & newer. 14 volt & 28 volt. 

888-283-8662 

www.BandC.info/abs.html 



Before making your first oil change, 

check your oil sump and see if some 

conscientious prior owner 

had installed a Saf-Air 

“quick drain” in your 

oil sump (http://www. 

saf-air.com/oil_valves.html). 

These valves make oil changes so much easier. A simple 

push and turn of the knurled base after attaching your 

hose, and the oil is draining right into your container. I 

strongly recommend this time and mess-saving valve versus 

wrenching off the square plug and getting hot oil on you. 

Now that we’ve got all our tools lined up, let’s tackle our 

cost-saving project. Let’s first decide whether you are going 

to drain the oil: hot or cold. Hot/warm oil after a flight is 

best for fast draining, while cold oil takes longer, but more 

of the oil will have dripped into the sump in the time the 

engine has been sitting idle. Hot oil requires a little more 

caution as to hands and fingers (this is where the shop 

gloves come in handy), as well as forearms on hot engine 

components in the tight spaces near the oil filter. 

Here are the steps I like to use: 

n 1 Most Beech oil filters are mounted vertically with the opening facing the 

ground. Spinning off this type of filter can result in quite an oily mess. To 

allow the oil to drain from the filter, take a punch or a Phillips screwdriver 

and tap a hole in the top of the filter. Do this the night before an oil 

change for a long drain time, or, at the very least, as the first item of 

business in the oil change. 

n 2 

n 3 

n 4 

n 5 

Place your funnel and clear tubing (with the other end inserted into your 

oil catch container) under the oil drain plug, or place your tubing onto the 

existing Saf-Air drain nipple and twist and lock it open. You’ll see oil begin 

to flow through the tubing. For square drain plug removal, loosen the plug 

until you can twist it by hand, and then slowly unscrew it until the last bit 

of threads with slight upward pressure on the plug. The last thread should 

be obvious; while still grasping the plug, release the upward pressure on 

the plug and pull it away from the area of oil flow. When done correctly, 

minimal oil is on you and the belly of your engine bay, and is now flowing 

into the funnel you placed under the drain plug. 

Capture oil samples following the instructions on your analysis kit. 

With the oil draining, turn your attention to the oil filter. Cut the safety 

wire at either end of the filter and remove all of it from the area. This is 

a good time to be wearing your shop gloves. Getting pricked by safety 

wire is not fun and can ruin your cost-saving experience. Treat the ends 

of safety wire with the same respect that you’d give a porcupine, and 

everything will be just fine. 

Despite draining the filter, I suggest a generous covering of the filter 

base with shop towels to catch any residual oil. If you have been using a 

Champion filter and have the oil filter torque wrench, place the wrench on 

the top nut and apply counterclockwise pressure. Other oil filter loosening 

tools (strap wrench, band wrench, etc.) can be employed depending on the 

space available. Have a shop towel available when the filter finally comes 

off the threaded base, to cover the filter’s opening as you remove it from 

n 6 

n 7 

n 8 

n 9 

the engine bay. Place it where you can later cut its end off to remove the 

filter media for a metal particle inspection. 

Using your Sharpie marker, write the engine or tach time and date on top of 

the new filter so it is easily readable. Spread a thin coating of DC-4 silicone 

grease onto and all around the filter’s gasket. With a shop towel, wipe any 

residue of silicone grease that has fallen off the inside and outside diameters 

of the gasket. Only the top of the gasket should be covered. 

Place the filter over the engine filter adapter base (depending on your 

engine configuration this may be a female thread or a male thread). 

Without downward pressure, slowly begin threading the filter into 

place by hand in a clockwise direction. At any sign of cross-threading or 

difficulty spinning the filter into place, stop. Do not force the filter any 

farther clockwise, but reverse the spin, remove the filter, and begin again. 

Filters should spin on easily by hand all the way until the gasket mates 

with the filter adapter base. Upon filter contact, use the ¾ additional turn 

method (or other method specified on the filter by the manufacturer), or 

torque the filter with the F&M wrench. Don’t leave the oil filter area until 

you have safety wired the filter to the engine filter adapter base. 

For first-time safety wire candidates, here is a Wikipedia primer: 

http://en.wikipedia.org/wiki/Safety_wire. Remember that the wire 

must be taut and resist the loosening of the item it is securing. After 

you’re done, imagine loosening (counterclockwise) the filter. If the wire 

goes slack, you’ve done it wrong. The wire should be taut and resist the 

counterclockwise turning of the filter. 

Clean and completely dry the base of the engine filter adapter of all traces 

of old oil. This will be very important when you do the “leak check” at the 

end of your oil change. 

n10 By now all the oil has very likely all drained out. Look into the clear tubing 

to verify the if steady flow has stopped, then remove the tubing and/or 

funnel from the area. Insure that you (A) twist the Saf-Air valve to the closed 

position; or (B) place your drain plug back into the sump, hand thread 

as much as possible, then tighten the sump plug to 190-210 in-lbs. Until 

you get accustomed to the torque required, use a torque wrench to insure 

you comply with the torque specs for your engine sump plug. Clean and 

completely dry the area around the drain so that you can ensure no new 

oil has leaked during the “leak check” at the end of our your oil change. 

n11 You are now ready to refill the engine with the fresh oil of your choice. 

Check your POH or engine documentation for approved oils and the proper 

fill quantity for your engine. Our big bore Continentals, depending on 

the model, can be specified for full sumps of 10 quarts to 12 quarts. 

Always confirm the proper oil quantity for your particular engine model. 

n12 Just after starting to add the first quart of oil, take a peek at the base of 

the engine to ensure you really did secure the drain plug or Saf-Air valve. 

Trust, but verify. 

n 13 After filling with the proper amount of oil, remove the funnel, secure 

the oil cap, and secure the cowling lid or oil fill access door. Check the 

area for tools, rags, etc., and insure that all the panels you removed or 

opened are secure. Pull your plane out to a safe, clear area outside your 

hangar, then start the engine. Immediately check for normal oil pressure, 

let it idle for a couple of minutes, then shut it down. Shut the engine down 

immediately at any sign of abnormal oil pressure, oil temp or any signs 

of oil smoke. 


n14 Take a few minutes to push the aircraft back into its hangar (hopefully 

a relatively level surface). This will allow a good amount of the oil that 

was circulated during your engine run to drip back down into the sump. 

Re-inspect the base of the sump at the drain as well as the oil filter area 

for any signs of oil leakage. If none, congratulations, you’ve successfully 

completed an approved owner-performed maintenance item. If you see 

evidence of fresh oil leaks, check the filter and drain plug for the proper 

torque. Make any adjustments needed, then perform another engine run 

and leak check. 

n15 After a few minutes have passed, remove your oil dipstick and give it a 

fresh wipe. Reinsert the dipstick and fully seat it into its position, then 

allow it to linger in the sump for a few seconds. Remove the dipstick and 

note the oil level. This will be your personal “FULL” oil level that can be 

used as a comparison for after-flight oil checks when the engine is warm. 

You may wish to check the oil the next day for the cold “FULL” dipstick 

mark. This will give you two key reference points on your dipstick, for 

“dead cold” oil level and just “shut down” oil level. Depending on the 

condition of your dipstick factory markings you may want to make Sharpie 

markings at these levels. The Sharpie markings are reasonably durable, but 

they won’t last forever. 

n16 Make the required entry in the engine log. Here is a sample: 1/1/2012 

@ XXXX AFTT Hours (Engine Hours) Changed Oil and Filter. Filled with XX 

quarts of Brand X oil and Brand Y Filter #12345. Run up and leak check 

good. Signed: Beechcraft Owner / Pilot Certificate #123456 

n17 Cut the spin on end of your old filter off and remove the filter media and 

visually inspect for metallic particles. Passing a magnet over the filter 

media will capture magnetic particles. If any metallic particles are found 

consult your A&P/IA or engine builder for their opinion on next steps. 

n18 Send your oil samples off for analysis per the instruction on your oil 

analysis kit. 

Your used oil is easily disposed of at no charge at 

many national automotive chain stores (Auto Zone, 

Pep Boys, Advance Auto, etc.) as well as Wal-Mart 

locations with auto service centers. Or, in some colder 

areas of the country, you may find a service station that 

uses waste oil heaters for their shop. They will gladly take 

your used oil to fire their heaters in the winter. 

As far as sourcing the oil and filter consumables, here 

are some thoughts for low-cost solutions: 

c Aircraft Oil Sources: In my area of Dallas, Texas, I have 

found a local Sam’s Club that stocks my favorite oil 

AeroShell 100W, currently at about $62/case. I have also 

found local oil distributors who will sell cases of Phillips 

Aviation oils at very attractive prices. Due to the cost of 

shipping, it appears to be getting increasingly difficult to 

source these oils at prices that can compete with local 

sources, so researching a local oil distributor can be worth 

the effort. 

c Aircraft Oil Filters: Tempest, Champion, and other aircraft 

oil filters can be purchased through the usual aviation 

distribution sources for around $16 to $21 plus shipping. 


Given shipping costs, it might make sense to order three 

or four at a time. Several manufacturers offer multi-pack 

discounts. 

c Come to EAA AirVenture at Oshkosh, source your oil 

and filters at special prices from the vendors, and bring 

them back in your airplane. 

With these consumable sourcing approaches I keep my 

direct oil change costs down into the $80/oil change area 

per engine. Compared to some shop rates this can free up 

as much as $100 or more, something on the order of 20 

gallons of avgas. 

To make maximum use of my time in the hangar, I use 

my oil change time to give the engine bay a good visual 

inspection for chaffing hoses and wires, as well as looking 

at fuel injection line integrity at the welds, checking tire 

pressures, looking at brake pad thickness, checking the 

brake lines for signs of cracking, and looking at brake 

calipers for signs of leaky O-rings. 

Feel free to visit http://www.csobeech.com/OilChange. 

html for additional do-it-yourself oil change details and 

sourcing tips. 

Happy skies! 

FLORIDA 

COMPLETE AIRCRAFT MAINTENANCE FACILITY 

Aircraft Maintenance 

Is Our ONLY Business 

CRS VF4R594M 

Average Flat Rate Labor for Annual Inspection: 

33 & 35..........$2,720 32 Hours 

T33 & T35......$3,060 36 Hours 

36..................$2,890 34 Hours 

T36................$3,400 40 Hours 

Travel Air.......$4,250 50 Hours 

Baron.............$5,100 60 Hours 

Factory Trained Dynamic 

Propeller Balancing 

58TC..............$5,780 68 Hours 

58P................$5,950 70 Hours 

Duke .............$6,375 75 Hours 

PDT Heater Test $150 

Shop Labor Rate $ 90 

Factory Trained PT6 

These prices do not include Parts and Labor 

required for Airworthiness items. 

Certified Scales 

For Aircraft Weighing 

AIRCRAFT ENGINEERING, INC. 

BARTOW MUNICIPAL AIRPORT • BARTOW, FLORIDA 

“YOUR” Complete Aircraft Maintenance Facility 

WILLIAM C. TURLEY • IA AND PRESIDENT 

Phone: (863) 533-1870 FAX: (863) 533-8493 


The Best Planes at the Best Prices 

1975 Beechcraft Bonanza V35B 

1994 Beechcraft Bonanza A36 

1975 V35B: 3525TT, 1155 SMOH by Western Skyways, GAMI Injectors, 

Insight GEM, Garmin 430W, Garmin 496 w/ XM Weather & Music, 

Horizon Digital Tach, Sheepskin Covers, Dual Yoke, 5th Seat, Full set 

of Beech MX Manuals, NDH, N33VH, $110,000 w/ V35B School! 

1981 Turbo-Normalized Beechcraft Bonanza A36 

1994 BEECHCRAFT BONANZA A36: w Full TKS De-Ice. “Prime Condition” 

One Owner, NDH, 1860 Total Time; 295 SMOH, Factory Air, TKS De-Ice, Speed 

Brakes, GAMI Injectors, Rosen Visors, G&D Window Inserts, Tanis Engine 

Heater, Graphic Engine Monitor, KFC-150 Autopilot / Flight Director / HSI, Yaw 

Damp, WX-1000E Stormscope, KLN-90A GPS, Standby Gyro Pressure, Standby 

Generator, Pulse Lights, Alpine Landing Lights, Intercom System, Club Seating, 

Executive Table, Exceptional Original Paint and Interior Make Offer! 

1966 Beechcraft Baron C55 

1981 TURBO NORMALIZED A36: 5350TT, Only 225 Since Factory New 

IO 550!, Factory Air, Dual Garmin 430’s, Garmin MX-20 MFD w/ XM, 

Standby B & C Alternator, GEM, Portable Oxygen Tank, New Paint / Leather 

Interior 2003, NDH, November Annual Inspection, N3844G, $215,000 

w/ Bonanza A36 School! 

1966 BEECHCRAFT BARON C55: N66EW Serial # TE-55. WOW! LOADED 

CLASSIC C55 BARON! IO-520 285 HP Engines. 215/215 SFREM, 215/215 

SPOH, FRESH Sept. 2011 Annual, Garmin GNS-530 w/ GDL 69 XM Nexrad 

Weather, Garmin GTX-330 Mode-S Transponder, PMA-8000B Audio Panel, 

Modern Beech Paint Scheme, Alcohol Props, Shadin Fuel Computer, 1858 

Useful Load, GEM Engine Analyzer, and More! $109,000 with Baron School. 

1985 Beechcraft Baron 58P 

1972 Beechcraft Bonanza G33 

1985 BEECHCRAFT BARON 58P: N97VC “Prime Condition”, Low Total Time and 

Low Time Engines, 3560 Total Time, LE 494 SMOH by RAM, RE: 580 SFRM by 

Continental, Flown Regularly, One of the last Baron 58P’s made. New Style 

Instrument Panel updated with Garmin Avionics, GNS-530W w WAAS, XM 

Weather, Skywatch Traffic, Avidyne EX-500 MFD w Weather, Chartview, Terrain, 

etc., Radar Altimeter, KWX-56 Color Radar Displayed on Avidyne EX-500 MFD, 

KFC-200 Autopilot / Flight Director / HSI, Yaw Damp, Known Ice, Pressurized 

Cabin, Factory Air Conditioning, V/G’s Long Range Fuel, Nice Paint and 

interior, much more! $415,000 with Baron 58P School. 

Carolina Aircraft Sales Consultants: 

George Johnson “The Bonanza Man” 

Bryan Tuttle 

Carolina Aircraft, Inc. 

www.carolinaaircraft.com 

Email: info@carolinaaircraft.com 

1972 BEECHCRAFT BONANZA G33: 2994 Total Time; 1325 SMOH, King 

Digital Avionics, KNS-80 NAV/RNAV/DME, IO-470N 260 Horsepower Engine; 

1165 Useful Load; HSI, ADF, KY-196A Com, Recent Windshield, Standby 

Generator System, EGT, 3 Light Strobes, 4 Place Intercom, Alternate Static Air, 

Good Paint and Interior $60,000 with Bonanza School. 

Visit www.carolinaaircraft.com to 

see YouTube videos of our Aircraft! 

Phone: (866) 540-0300 

(336) 665-0300 

Fax: (336) 665-0333


Member News 

Roger Carnell Receives 

Wright Brothers Master Pilot Award 

Roger Cannell (ABS Member #7630) of Hot 

Springs Village, Arkansas, has received the FAA’s 

Wright Brothers award for over 50 years of flying 

without accident. Inspired by watching Army 

bombers flying over his school during WWII, 

Roger later became a Marine Corps aviator. A 

flight in a Beech T-34B “Mentor” in 1957 was 

the first of over 4800 hours Roger has logged, 

but most have been in a Bonanza he used for his accounting practice and for 

pleasure. He sold his Bonanza in 2009 “but missed it so much” he soon bought 

another. Roger continues to fly 50 to 75 hours a year “and loved every minute 

of it.” Congratulations, Roger Cannell! 

Neil’s Notes 

“Neil’s Notes” are from ABS Technical Advisor Neil Pobanz unless otherwise noted. 

Nose Gear Vibration 

An out-of-balance nose gear wheel assembly may create vibration 

during ground operations. Many tire stores and some service stations 

have bubble balancers that can also be used for aircraft wheels. Wheel 

balance should be checked whenever installing new tires or servicing 

the wheel bearings. 

Fuel Injection Nozzles 

We have had recent cases when the fuel line was over-torqued where 

it attaches to the injection nozzle, causing cracks in the nozzle. In these 

cases, the fuel injection nozzle should be replaced. 

Hydraulic Props 

We have reports of a couple of hydraulic props that didn’t want to 

come down to a lower RPM. In most cases, I believe the relationship 

between the prop control and arm on the governor, and the lift of the 

spool valve in the governor, hold the key to solving the problem. The 

position of the lift of the spool can usually be adjusted without removing 

the governor. 

Corrosion Effects on Electric Systems 

The saga of corrosion effects on electric systems continues. Over voltage 

trips, systems not paralleling on twins, and singles not charging well all have 

recently been found to be caused by corrosion somewhere in the circuit 

wiring or terminals. 

Battery Charging 

Again, we have heard reports of folks trying to charge a dead battery 

through the auxiliary power plug. This does not work on most Beech 

products, because even though it powers up the main buss, the APU plug 

wiring does not connect to the battery unless you have the battery switch on. 

Providing Quality Service 

McCauley 

Black Mac 

STC 

Hartzell 

Top Prop 

STC 

Authorized McCauley Service Center 

BEECHCRAFT - DOWTY ROTOL 

HAMILTON STANDARD - HARTZELL 

McCAULEY - SENSENICH - WOODWARD 

Full Propeller Props & 

Sales & Service Prop Governors 

Authorized Distributor 

• Rapco 

• Sensenich 

• Ice Shield 

• BF Goodrich 

• MT Propeller 

Since 1980 

Toll Free 

1-800-643-8379 

208-344-5161 

FAX 208-344-9503 

FAA Repair Sta. 

#FG6R534N 

sales@precisionpropellerservice.com 

preprop@heritagewifi.com 

www.precisionpropellerservice.com 

4777 Aeronca St., 

4777 Aeronca St., Boise, ID ID 83705 



Safety Pilot By Thomas P. Turner 

Confirmation Bias 

From the NTSB: While on a night instrument 

approach to a non-towered airport, the A36 

Bonanza collided with the airport’s perimeter fence 

and terrain. The fence and perimeter road were 

parallel to, and about 750 feet east of, the runway. 

The last radar plot was at an altitude of 1,200 feet 

MSL, slightly east of the runway, and approximately 

435 feet from the accident site. Sheriff’s deputies 

reported that the weather was “foggy.” The pilot 

was flying an RNAV (GPS) approach. The published 

minimums for the approach were a 400-foot ceiling 

and one mile visibility. The automated weather 

station about 33 miles northwest of the accident 

site reported calm winds, temperature 41°F, dew 

point 41°F, visibility less than 1/4 mile, and a 

Runway Visual Range ( RVR) of 600 feet variable 

to 1200 feet in fog and an indefinite ceiling. An 

examination of the airplane failed to reveal any 

anomalies with the airframe, structure, or systems. 

An engine test run was conducted and the engine 

was able to produce rated horsepower, without 

hesitation or interruption. Under the conditions at 

the time, the pilot appeared to have mistaken the 

east perimeter road for the runway landing point. 

The NTSB’s probable cause: the pilot’s decision to 

continue the approach below minimums without 

visual references, and subsequent collision with 

the perimeter fence/terrain. 

BONANZA AND BARON 

Hi-Performance Engine Overhauls 

Custom Instrument Panel Refurbishment 

Annual Inspections, Pre-Purchase Inspections 

Stratoflex Hose Shop 

Gann Aviation 

We fly behind our work 

22 years in business at 9A5 (Lafayette, GA) 

706-638-3034 or gannaviation@msn.com 

Visit us on the web gannaviation.com 



We tend to see what we want to see. 

And we tend to believe what we want 

to believe, especially under stress (like 

on a night approach in low IMC when 

on a schedule to get to our destination). Research has 

shown this to be a common trait across all cultures and 

societies. We suffer from a psychological predis po sition 

called confirmation bias. 

Science Daily calls confirmation bias “a phenomenon 

wherein decision-makers have been shown to actively 

seek out and assign more weight to evidence that confirms 

their hypothesis, and ignore or under weigh evidence 

that could disconfirm their hypothesis. As such, it can 

be thought of as a form of selection bias in collecting evidence.” 

If information or an observation does not match our 

mindset, we tend to discount or even completely ignore 

the contrary evidence. 

Now, the pilot on this fateful night was no newcomer. 

A 28,000-hour ATP/CFII, he was highly experienced in 

Bonanzas and had logged over 150 hours in the previous 

six months. During the flight, the pilot received the weather 

conditions at his intended destination and several towercontrolled 

alternates from Air Traffic Control. He stated 

that he’d do the RNAV (GPS) runway 31 approach at his 

filed destination, and if he couldn’t make it in, then he’d 

go to an alternate about 50 miles away. 

Nearing the airport, the pilot con tacted Center and 

said: “I believe I’ve got [the airport] in sight right now, but 

I’m gonna go ahead and do the approach to make sure.” 

The controller replied, “All right that’s good, yeah [the 

alternate is] showing clear, let me look and see what 

that weather was at [the closest reporting station]. Yeah 

it’s almost an hour old, but it was showing just a hundred 

there with quarter-mile visibility and fog.” The pilot 

responded, “All right, I’ve got the prison [near the airport] 

in sight, I know that and it’s right there by the airport, I can 

see the lights at the prison.” There were no further 

transmissions from the Bonanza. As the NTSB report states, 

the radar track and the wreckage make it appear the pilot 

mistook a road for the runway. 

The airport in this event was equipped with MIRL 

(Medium Intensity Runway Lighting) and no touchdown 

lights. AirNav.com (a commercial airport guide), listed 

the runway markings as “in poor condition,” according 

to the NTSB. 


Figure 1: Approach Lights, with a circle 

around REIL and MIRL lines of data. 

Beating 

Confirmation Bias 

You can beat confirmation bias by 

employing a little healthy skepticism 

when briefing yourself for an approach 

(or a visual night landing). Check what 

pattern of approach and runway lights 

you’ll see when you first have visual 

contact, from the Airport/Facility Directory, 

airnav.com or similar sources, 

and on the airport view of instrument 

approach charts (Figure 1). Compare 

the pattern to published examples 

(Figure 2), and finally the runway 

stripes you expect to see (Figure 3). On 

final approach, watch for the specific 

patterns and make these callouts as 

you progress down final: 

Figure 2: Approach Lights 

Bonanza, Travel Air, Baron 

SHOULDER HARNESS 

KITS 

• Factory style, 3 point diagonal design 

• Factory quality, Tso-c114 Amsafe belt systems 

• Choice of stock colors or special order 

• Matching rear lap belts available 

FIXED RESTRAINT INERTIAL REEL EQUIPPED 

Low Cost 

Affordable 

$769.00 Complete $1,069.00 Complete 

24 

FAA STC/PMA APPROVED KITS 

AIRCRAFT JACKS – THAT FIT 

• Three Leg Design 

• Rugged Construction 

• #6000 Capacity Ram 

• Range 24" - 40" 

• Locking Safety Collar 

• No Stamped Parts 

MODEL 324 $229.00 EA. 

Online at www.alphaaviation.com 

Alpha Aviation Inc. 

1505 Chateaulin Lane • Burnsville, Minnesota 55337 

1-800-653-5112 1-952-856-5158 (fax)

c 

1 I have the approach lights in sight. 

c2 I have the runway edge lights 

in sight. 

c 

3 I have the runway markings in 

sight. (This may not occur until 

your land ing light illuminates 

the pavement, or not at all if the 

runway is snow-covered.) 

Make a final callout at 100 feet AGL: 

“Gear down, runway in sight.” If you 

don’t see the expected sequence of 

lights and markings on short final, 

miss the approach and climb out safety 

to try again or go to an alternate. If 

the runway lights or markings are 

minimal, don’t combine low-light 


and poor visibility conditions – wait 

for the sun to come up or the weather 

to improve, or land somewhere else. 

Don’t think you see the runway. 

You’ve got to know. 

Thomas P. Turner, 

ABS Air Safety 

Foundation Executive 

Director has three times 

been accredited as a 

Master CFI, was the 

2010 National FAA 

Safety Team Representative of the Year, 

and was the 2008 FAA Central Region 

Flight Instructor of the Year. 

to be introduced this year… 

State of the art 

Carbon Monoxide 

Detectors 

coming from an industry 

leader with a new 

company name 

Because of exciting new products, we have 

expanded our focus and company vision. 

The new name: Guardian Avionics 

by CO Guardian LLC, and our commitment 

to you, illustrates our company’s increased 

partnership with the entire flying community. 

Visit us on-line today www.guardianavionics. 

com or call 800-639-7139. 

Figure 3: Runway markings 

by CO Guardian LLC 

www.Guardianavionics.com 


Insurance By John Allen 

Premises Liability 

As aircraft owners, when you think about liability you probably 

think about aircraft insurance or passenger liability coverage. 

But you also need to be aware of the potential liability issues 

associated with owning or leasing a hangar. If you have signed 

a lease for a hangar or tie-down space recently, you probably know what I am 

talking about. Most hangar contracts require the tenant to carry coverage for 

liability arising out of their use of the premises. This coverage is commonly 

referred to as “Commercial General Liability,” “General Liability,” or “Premises 

Liability.” Although each of these terms covers slightly different things, the 

lessor is basically requiring the tenant to have coverage if someone is injured 

(or something is damaged) while on the airport premises due to the 

negligence of the tenant. 

The reason for a landlord / lessor 

to require this coverage is fairly 

straightforward. Just as a high-rise 

building owner cannot possibly be 

responsible for everything its tenants 

do, neither can an airport owner 

(or manager) be responsible for the 

actions or negligence of its tenants. 

Airport managers should carry liability 

insurance that will cover them against 

liability arising from their negligence, 

but if that protection were extended 

to cover the actions of their tenants, 

the likely frequency of claims would 

drive their premium to a point where 

the policy could no longer be afforded. 

In order to manage this risk, their 

attorneys and risk managers write 

lease agreements that address this 

problem. In these leases, the tenant 

is usually required to carry premises 

or general liability coverage that will 

cover liability arising out of their use 

of the airport. The lease will sometimes 

require that the landlord be named as 

an additional insured on the tenant’s 

policy and might also include a hold 

harmless and indemnity provision. 

By taking these steps, the landlord 

has 1) made sure you have liability 

protection, and 2) made sure he 

or she will be defended along with 

you on your policy with respect to 

liability arising out of your actions or 

negligence. If they (landlords) are 

found to be at fault, then it is their 

insurance policy that should respond. 

When confronted with this situation, 

it is important that you send a copy of 

the (unsigned) lease to your agent so 

that they can make sure your coverage 

is appropriate and issue the necessary 

certificates. Generally, a copy of the 

contract will be forwarded to the 

underwriter, so they have a chance 

to object to any wording that might 

conflict with the policy. 

We have seen many of these 

contracts go past the point 

of fairness. Many will require 

blanket hold-harmless and 

indemnification clauses that are 

completely one sided and might even 

apply to past pollution of the premises 

that you did not know about. These 

items can normally be negotiated out 

of the contract, if you address them 

before you sign the contract. Your agent 



can be an excellent resource when 

negotiating the insurance provisions 

of the contract, but remember, most 

are not attorneys and you should 

consider having an attorney look at 

any contract you sign. 

Once the contract wording is 

addressed, there are a couple of ways 

we can provide the basic coverage 

you need. If you operate a business 

on the airport or have more than a 

typical tenant exposure, a separate 

airport liability policy might be 

required and can be purchased for 

as little as $1,500 (depending on the 

exposure of course). More often, we 

can get the aircraft hull and liability 

insurer to endorse the policy to include 

premises liability. They will also name 

the landlord as additional insured, if 

needed. Best of all, this can normally 

be accomplished for no additional 

premium. In fact, you may already 

have this basic coverage on your 

poli cy as most of the broad form 

coverage endorsements available for 

ABS members automatically include 

Premises Liability. 

So what if your hangar agreement 

has no insurance requirement at all 

Just because the contract does not require 

the coverage does not mean you 

do not have an exposure. Please give 

your ABS insurance representative a 

call so that we can discuss the issues 

and make certain you are properly 

covered. 

Best Training ... 

The ABS Insurance Program administered by 

Falcon Insurance Agency: There is no extra 

charge to the individual member and Falcon’s 

sponsorship of ABS programs helps us 

expand services to all members. The more 

members who use Falcon, the more Falcon 

is able to support the American Bonanza 

Society. Before your next renewal, call Falcon 

at 800-259-4ABS (4227) for a quote and 

become part of the ABS insurance program. 

John Allen is president and owner 

of Falcon Insurance Agency, which 

he founded in 1979 in Austin, Texas. 

Falcon now has 12 offices across the 

country employing over 90 full-time 

aviation insurance professionals. Prior 

to entering the aviation insurance 

industry as an underwriter for USAIG, John 

served in the United States Air Force as a pilot. 

• We have the best instructors 

• Train in sims, like the airlines do 

• Safer and much easier on equipment 

• Better training simply because aircraft makes for a poor classroom 

Bonanza Recurrent $1,099 

Bonanza Initial $1,499 

Recurrent Training Center 

rtcpilot.com KCMI 

Baron Recurrent $1,499 

Baron Initial $1,899 

800.727.1014 

AMERICAN BONANZA SOCIETY 27


BPPP 

By Hank Canterbury 

Using Flaps on Takeoff 

in Bonanzas and Barons 

Using flaps for takeoff in our Bonanzas and Barons will shorten the 

takeoff roll by about 10 percent to 12 percent. The shorter roll 

will only occur if one rotates the plane at a lower speed than we 

normally see pilots use at our BPPP clinics. So the question is, 

why don’t all the POHs recommend flaps and a slower speed Also, why do 

some manuals have a table of distances and rotation speeds, and others do not 

A small bit of history may be 

appropriate. Early airplane flight 

manuals from Beechcraft said that 

putting the flaps to approximately 

20 degrees down was recommended 

for short and soft field conditions. 

Later models added the approach 

flap detent on the flaps actuator 

lever, and selecting that position will 

deploy 12 degrees to 15 degrees of 

flaps depending on the model. In 

some models, a corresponding table 

of takeoff distances and speeds was 

published from flight test data. It 

isn’t clear why this information is not 

present in others POHs. It may be that 

the cost of doing flight test work on 

each subsequent model was avoided 

by not including it in the POH from 

the manufacturer. 



What is clear is that physics 

have not changed since 

the early procedures were 

done. It is permissible to use your 

flaps at those settings should you 

desire. In the BPPP courses, we may 

demonstrate and perform takeoffs 

using flaps deployed if your particular 

model has the appropriate 

charts. This procedure precludes 

disagreement and clears up the 

rotation speeds recommended. If 

the tables are not in your manual 

it does not mean that the technique 

is prohibited or not authorized for 

use. In other words, the absence of 

the tables is not an implied “limitation” 

on the use of that procedure. 

Re member that the Performance 

Section also specifically states data in 

the charts that were achieved using 

a level, dry runway. It would not be 

correct to infer then that one cannot 

take-off using a wet runway, downhill, 

crosswind, or uphill. 

For those of us without the approach 

flaps detent, one technique 

to set 20 degrees is to fully deflect 

the ailerons, then lower the flaps 

to parallel the down aileron. Once 

positioned, rotate the nose on takeoff 

approximately 6 knots or mph lower 

than the speed in your Performance 

Section for takeoffs with flaps UP at 

your takeoff weight. Another point 

to keep in mind is that the best rate 

of climb speed, Vy, will also be lower 

in the partial flaps configuration. How 

much lower is not published either, 

but what will be constant is the pitch 

attitude of 10 degrees up to achieve 

Vy regardless of the configuration. 

Circuit Breaker Switches 

IN STOCK 

[AD 2008-13-17] 

Also stocking many other Bonanza & Baron parts. 

Hank Canterbury is a BPPP classroom 

and flight instructor. A retired U.S. Air Force 

major general, Hank was at one time a pilot 

in the USAF Thunderbirds. 

toll free 

888.287.8283 

tel 818.780.6032 

fax 818.785.9712 

email sales@avstat.com 

A 

V 

I 

AV S TAT 

A 

T 

I 

O 

N 

INC. 

AVSTAT Aviation, Inc. 

7625 Hayvenhurst Ave. #18 

Van Nuys Airport 

Van Nuys, CA 91406 USA 


Regional News: 

Pacific Bonanza Society 

Reno Rib 

Cook-Off Fly-In 

By Sue Katzmann 

Perfect weather and beautiful scenery capped off 

a fun three-day weekend for the Pacific Bonanza 

Society’s Rib Cook-Off Fly-In from September 2 – 

September 5, 2011. Dean and Linda Eldridge and Steve and 

Sue Katzmann co-hosted the event, where 11 Bonanzas 

and 34 participants enjoyed a relaxing Lake Tahoe 

to Reno/Sparks excursion through gastronomical and 

crafting delights. 

Friday’s arrival at Truckee Airport and check-in to 

Northstar condos was topped off with a meet and greet 

at Northstar’s Martis Valley Grille Golf Clubhouse. 

Saturday began with a drive to Sparks, Nevada, for 

the 23 rd “Best in the West” Rib Cook-Off. A hundred tons 

Eliminate all 

Tach Problems 

P-1000 Tachometer 

• STC’d and TSO’d for all aircraft. 

• Accurate to 1 RPM, full range. 

• Large 1 /2 ", 4-digit back-lit LCD 

display. 

• Calculates pre-flight “Mag-Drop”. 

• Indicates “Hot-Mag” condition. 

• In-Flight magneto failure alert 

indicators for both magnetos. 

• Presettable engine time indicator. 

• Indicates all red, yellow and 

green operating ranges. 

• Simple four wire installation! 

Immediate delivery: 

All installation hardware, circuit breaker and wiring harnesses are included. 

600 South Jefferson St., Unit C, Placentia, CA 92870 

(714) 524-1919 (800) 541-8128 (714) 524-5937 (FAX) 

www.horizoninstruments.com 

INSURANCE 

Before you renew your policy 

OR buy an airplane, contact us 

for your quotes. ALL AVIATION 

RELATED COVERAGES. 

1-800-232-1953 

972-227-8688 

ALSO 

Hangar & Contents Insurance 

At Reasonable Rates. 

PAYMENT PLANS 

CALL: JENNIFER, AMANDA, 

LEE, and JOSH 

Aircraft Insurance Agency 

621 North Jackson, Suite A 

Waxahachie, Texas 75165 



of pork ribs were provided to 24 worldwide cook 

competitors (who vied for a coveted $14,500 prize 

and brought their own fire pits and sauces). Due to 

demand, 13 extra tons were added this year! The evening 

culminated with a casual dinner at the Katzmann 

home in Reno. 

Sunday included a scenic drive around the northeast 

part of Lake Tahoe to Zephyr Cove, docking point 

for the M.S. Dixie, a large paddle wheeler. Lake Tahoe 

is 22 miles by 12 miles and 1,645 feet deep (second 

deepest in the U.S. to Crater Lake). A delicious brunch, 

great weather, and wonderful views of Lake Tahoe 

greeted our group. 

Our farewell dinner was at the historic Truckee’s 

Cottonwood Restaurant, a former ski lodge. It was 

a fun ending before Monday morning’s departure back 

to reality. 

NEW Product Announcement! 

SRS has received FAA-PMA on (1962 and up) 

Instrument Panel Replacements. 

Floating Panels..................... $200 

Radio Rack............................. $225 

Main Panel............................ $600 

Main Panel “flat style”...... $733 

Cad Layout and CNC Cut...... $600 

Paint or Laminate...................... $350 

Introductory Price 

Introductory Price 

We’re offering CAD design, CNC cutting and Paint or Custom coverings. Let our technicians 

who have installed over100 DeShannon conversion panels help you design, cut, finish and 

deliver a ready to install panel to your favorite avionics shop. Our FAA approved Main Panels 

install in less than half the time as an overlay, and time is money. 

(New flat 

panel shown) 

(B-58 shown) 

Just in time 

for Ice Season, 

because you don’t need them 

’till you need them! 

All Barons and Travel Airs 

All Twin Bonanzas 

All Queen Airs 

All King Airs 

NEW 

www.srsaviation.com 

952.447.7737 

.050 thick Aluminum Ice Shield is stretch 

formed in a convex shape to conform to your 

fuselage, its riveted installation takes 12-18 

man hours, less than the time it would take 

to fill dents or replace a nose skin. 

airplanesrs@msn.com 


Engine PreOiler 

Get Oiled 

Before You Start! 

REDUCE ENGINE WEAR! 


FAA STC/PMA 

Up to 70% of engine wear 

is caused by insufficient 

lubrication during start. 

Install a Preoiler and 

• Lubricate Bearings 

• Pressurize Lifters 

• Lubricate Cams 

• Lubricate Valves 

Certified on ALL Barons 

and the following Bonanzas: 

All 33's, 35H and later, all 36's. 

http://www.oilamatic.com 

P.O. Box 5284 • Englewood, CO 80155 

(303) 770-0175, 1-800-343-7623, FAX (303) 793-0493 

BEECH PARTS – 

ALL MODELS 

Musketeer/Sport/Sundowner 

Sierra/Skipper/Bonanza/Debonair 

T34/TravelAir/Baron/Duchess 

Duke/TwinBonanza/QueenAir 

KingAir/99 & 1900/Airliner 

One of the largest “all-Beech” 

inventories in the world 

Structural, Landing Gear, Flight 

Control, Accessories, Instruments, 

Kits, Hardware, Interior Parts, Etc., 

etc. Since 1969, your best source 

for affordable genuine replacement 

parts; call the Beech Specialists… 

701 Del Norte Blvd., Unit 220 

Oxnard, California 93030 

(805) 604-0439/FAX (805) 604-0429 

www.arrellaircraft.com 

e-mail: BeechedOut@aol.com 

(Minutes from Camarillo & Oxnard Airport) 

She’s Gone 

By Gregory L. Thornbury 

She left today, and it’s a sad day for me. 

She took me to get married... brought me and my new wife home 

after the wedding. 

She took me up to Kansas City to bring family down to see my 

daughter graduate from college. 

She took me back to KC to bring them down again so they could 

be at her wedding. 

She took me on many memorable trips that mean so much. 

She always treated me well… never failed me, not even once. 

She gave me more capability than I ever had. She always brought 

me home safely. She treated my two partners the same way. 

With her I saw things that few people get to see… the wonder of 

God’s creation from up high… the majesty and power of a 

thunderstorm from on top at night. Wonderful sights. 

She was my time machine. And today she’s gone. 

It’s a happy day, though, for her new owner. Even though I’m sad, 

I’m happy for him. 

To him I say: If you treat her well and with respect, you will be 

rewarded as I was. Fly safe; 

I wish you the best. 

Goodbye 58TB. 


This began back in the 

fall of 2007 – just four 

years ago. My partners 

and I had agreed and 

it was time to move up from the 

Twin Comanche. We wanted higher, 

faster, more comfort, and more 

capability. We found all of that in 

our 58P Baron, 58TB. I flew her from 

her home in Midland, Texas, with 

the previous owner; we knew of 

each other through Angel Flight. We 

went through the pre-buy process, 

and in early December she was ours. 

Luckily we were able to close on the 

sale of the Twin Comanche the same 

week… so we owned two airplanes 

for only a few days. 


From there we began our training, 

and soon we were on our way to the 

first BPPP experience. Over the years 

we took advantage of BPPP, ABS 

service clinics, and, a year ago, went 

to SimCom for simulator training. We 

had a healthy respect for her and 

trained regularly. 

She became a large part of our 

lives. My partners and I used her for 

Angel Flights and personal trips. The 

comfort, speed, and capability of the 

P-Baron are hard to imagine until you 

have one. She became my personal 

time machine. With elderly parents 

500 miles away, she gave me the ability 

to see them regularly; commercial 

flights were hard to schedule and 

driving took 10 hours. The P-Baron 

made it a quick two-hour flight. 

Angel Flights were easy since she 

was so comfortable. Pressurization, 

air conditioning (a requirement in 

Texas summers!), and smooth handling 

made patients at ease. We flew 

so many that we became friends with 

some of them. 

We were able 

to introduce people 

to general avi - 

ation who had 

never been in a 

small plane. Some - 

times it was even 

small people in small planes. 

We were able to bring my elderly 

parents down to Texas for gradua - 

tions and weddings when commercial 

air travel simply wasn’t an 

option. Without it, they would’ve 

missed seeing their granddaughter 

graduate from college and get married. 

Unfortunately for me, financial 

situations change. In my case, it 

meant giving up a big part of my 

life, at least temporarily. She’s gone 

now, but not forgotten. At some point 

there will be another in my life, but 

I doubt if anything will ever be able to 

take her place. 

We Do 

Windows! 

Excellent Service 

Quality Products 

Affordable Prices 

Complete Mobile 

Installation at YOUR Airport Location 

Over 4,000 Installations in 30 Years! 

2 Year Guarantee • Use Only FAA PMA Parts 

Call Today! (800) 835-4392 

Phone: (314) 406-1389 

Schedule dates see www.dbmods.com 

email: sales@dbmods.com 

15339 Batesville Ct. • Chesterfield, MO 63017 C.R.S. SH2R161L 


An Alternate 

Preheater 

By David F. Rogers, PhD, ATP 

With winter well underway engine 

preheat is frequently necessary. 

The typical preheat is either 

propane fueled hot air or a stick-on 

Figure 1. Overall view. 

electrical heater. However, propane heaters are frequently not allowed in hangars, 

and electrical stick-on heaters add weight that is carried around all year. With this 

in mind I developed an alternate electric heater system. The system consists of a 

metal 1300/1600 watt electric heater, an adapter that channels the heater airflow 

into a 4-6 feet long length of 4-inch metal flexible ducting, three 2-foot lengths of 

4-inch diameter stove pipe, a 4-inch Tee, a 90-degree elbow which forms the U-shape 

and a couple of 1 1 /2-inch wide steel or aluminum support legs. The system can be 

installed and/or removed in about five minutes. 

Figure 2. Heater adapter. 



With the cowl flaps open, the two legs of the U-shaped 

pipe are fitted over the tailpipes, as shown in Figure 1. 

Warm air is directed through the tailpipes into the exhaust 

stack manifold and thence into the cylinders. Warming 

the exhaust manifold also transfers heat to the cylinders. 

Furthermore, notice that the 4-inch pipe is larger in dia - 

meter than the tail pipe. Hence, warm air flows into the 

bottom of the engine compartment, which warms the oil 

sump and the bottom of the case. 

The most difficult part to construct is the adapter for the 

heater. One sample is shown in Figure 2. The basic retangular 

box to which the transition to the circular pipe is fitted 

is constructed from a single sheet of light galvanized steel 

or aluminum. The transition from the heater outlet to the 

4-inch pipe is made with what is called a duct transition, 

or a side transition. The particular one needed depends on 

the heater used. They are available from HVAC supply 

houses or sometimes home stores. 

With a cowl blanket, the system raises the cylinder 

temperature about 10° F in 30 minutes to an hour depending 

on the hangar air temperature. If the aircraft is parked 

on the ramp and there is any wind it takes considerably 

longer. If an early morning flight is anticipated, with a 

timer used on the electrical supply, the heater can be set 

up the day before and the aircraft ready to preflight when 

you arrive at the airport. 

One word of caution: Make sure that the heater is placed 

well in front of the wing and away from the fuel drains. That 

is the reason for the flexible metal pipe. The system has 

been used for a number of years on both a Model 33 and 

a Model 36 fitted with IO-520 and IO-550 engines. 

Dave Rogers is a professor emeritus at the U.S. Naval Academy 

and a highly accomplished aeronautical engineer, author and 

educator. He owns an E33A Bonanza. www.nar-associates.com 

Hampton Aviation, Inc. 

Est.1965 

• Structural Repairs 

• Insurance Approved 

• Control Surfaces 

• Nationwide Service 

• Engine Tear-downs 

• Inspections 

• Repair Estimates 

• Trucking or Ferrying 

phone: 

479.394.5290 

fax: 

479.394.0506 

www.hamptonaviation.com 


Human 

Factors 

By Jack Hastings 


Sleep Apnea 

The medical profession has become increasingly aware of the 

health effects from sleep disorders. Though there are a number of 

sleep disorders, obstructive sleep apnea is chief among them. The 

FAA has also become increasingly interested in the impairment of 

pilot performance that often accompanies sleep apnea, along with the 

detrimental effects on pilot health. 

The word “apnea” means “without 

breathing.” Sleep apnea describes a 

pause in breathing, sometimes lasting 

5-10 seconds or more. The term “obstructive 

sleep apnea,” as the name 

implies, refers to a physical blockage 

in the passage of air through the nose 

and mouth into the trachea (windpipe). 

Consider a pilot lying on his 

back, snoring deeply. His tongue can 

drop back, blocking the passage of 

air from both the nose and the mouth. 

His wife, sleeping with a pillow over 

her head to dampen the sound, may 

hear him stop breathing for a number 

of seconds. He may seem to choke 

or gasp with a stutter as he tries to 

breathe. Then he might awaken partially, 

turn his head or body a bit, and 

do this again a few minutes later. If 

this occurs often, such as 10-15 times 

per hour, sleep is interrupted. Sleep 

The winner’s choice for 

aerobatic and air racing performers 

now STC’d 

for the Bonanza and many other airplanes 

BENEFITS: 

Transform Your Old Panel Into 

The Latest in Avionics Technology. 

Flite Electronics has been providing quality installations and repair since 1962. 

We have been installing Garmin products since 1990. 

26 Pounds Lighter 

Looks Great!! 

Reduced Take Off Distance 

Improved Climb 

Shorter Landings 

Improved Engine Cooling 

Turbine SMOOTH Operation 

Unlimited Blade & Hub Life 

Faster Cruise 

No AD’s 

Stainless Steel Leading Edge 

Hot Prop & Fluid De-Ice 

Our commitment to you continues after the sale with complete warranty service 

on the installation work performed for as long as you own the plane. 

In-house repair of most avionics and autopilots. 

FAA Class 1-2-3 DG2R767K 

Flite Electronics, Inc. 

4786 Airport Parkway, Addison, TX 75001 

Phone: 972-239-3791 • Fax: 972-239-6770 

mark@fliteelectronics.com • www.fliteelectronics.com 

Flight-Resource, LLC 

WORLD’S LARGEST VOLUME MT PROPELLER DISTRIBUTOR 

Office: 866-717-1117 www.Flight-Resource.com Fax: 866-517-5047 


is fragmented and non-refreshing. 

The tongue is only one structure 

that can block the airway. Others include 

a small throat, large tonsils, and 

large uvula. 

Disturbed, non-restful sleep can 

cause excessive daytime sleepiness, 

diminished memory and concentration, 

and serious impairment of 

attention. I am sure many of you have 

dozed off while trying to read, only 

to find that you just read the same 

sentence three times without it sinking 

in. Think about trying to be attentive 

to multiple sources of information 

in the cockpit including attitude, airspeed, 

instruments, traffic, and countless 

other factors. We pilots rely heavily 

on multitasking and divided 

attention. Have any of you ever dozed 

off at cruise on a long cross-country 

Not only does sleep apnea impair 

daytime alertness and performance, 

it can result in serious 

health effects. These include hypertension 

that will not respond to medication, 

increased stroke risk, atrial 

fibrillation, heart attack, and disturbed 

heart rhythm at night. There is also a 

relationship between sleep apnea and 

heart enlargement and diabetes. 

The most important predictors of 

obstructive sleep apnea are age and 

body mass index. Onset is common in 

middle adulthood, and is more common 

with advancing age. Obstructive 

sleep apnea is present in 4% - 8% of 

the population, but rises to 30% of 

persons with a body mass index in the 

35-40 range. You can calculate your 

body mass index as follows: 

Weight (pounds) 2 703 

Height (inches) 2 

There are many sites online that 

will provide your body mass index. 

The World Health Organization defines 

“overweight” as a body mass 

index greater than 25, and obesity as 

a body mass index greater than 30. 

However, 30% of patients with sleep 

apnea have a body mass index of 

AirNet is an FAR Part 145 Certified Repair Station (#BSYR610C) 

with Class Ratings that allow us to provide a full spectrum of maintenance and repairs. 

• Complete engine overhaul 

• Full service accessory shop 

• Avionics installation and repair 

• Full service FBO with lowest 

fuel prices in Central Ohio 

• Conveniently located at LCK airport 

• ISO 9001-2008 

less than 30. 1 (800) 999-1083 • After hours/weekend 1 (877) 293-8463 • Unicom frequency: 122.85 


How does one suspect sleep apnea 

Clues include snoring, choking, 

gasping, morning headaches, 

fragmented sleep, non-restful sleep, 

impaired memory and concentration, 

and multiple accidents. The diagnosis 

of sleep apnea is dependent 

on a sleep study (polysomnogram). 

This is done in a laboratory where 

breathing, oxygen saturation, and 

other parameters can be monitored 

while you sleep. A split-night study 

refers to a single study in which the 

diagnosis is based upon the first half 

of a one-night study, and a treatment 

trial during the second half. This saves 

time and expense. 

The most commonly employed 

treatment of sleep apnea is continuous 

positive airway pressure or CPAP. 

Air pressure is supplied during sleep 

to physically inflate the upper air passages 

to prevent their collapse and 

resulting airway obstruction. 


Should we pilots care about 

sleep apnea I think we should 

for two reasons. One would be 

the safety of flight, which requires 

attention and vigilance – we want to 

be at the top of our game. The second 

would be long term health effects. We 

don’t want our flying years cut short 

by stroke or heart disease. My pilot 

colleagues with sleep apnea feel so 

much better with treatment. 

I think sleep apnea is worthy 

of consideration for some of us. 

Dr. Hastings is certified in neurology and 

is a leading expert on aviation medicine, 

regularly consulting with FAA, AOPA, EAA 

and speaking on topics of aeromedical 

factors at symposia by aviation agencies 

around the world. Jack served two terms 

on the ABS Board of Directors and was 

president of ABS for 2003-2004. 

Congratulations to these ABS members 

who have earned ABS AVIATOR status. 

To participate, send copies of your training 

certificates to absmail@bonanza.org, or 

fax (316) 945-1710 attn: ABS AVIATOR. 

Level 1 

Henry Venable, Houston, Texas 

Charles Watson, Austin, Texas 

George Yarbrough, Albuquerque, New Mexico 

Dave Youngblood, College Station, Texas 

Paul Douthat, Shawnee Mission, Kansas 

Peter Holman, Vancouver, Washington 

Randolph Alexander, Lake Charles, Louisiana 

Tom Ball, Montgomery, Texas 

David Burgin, Lafayette, Louisiana 

Richard Crowe, Buckholts, Texas 

Ron Hyde, Kenedy, Texas 

Paul Stafford, Tulsa, Oklahoma 

Reagan Stone, Corpus Christi, Texas 

Paul Sherrerd, Omaha, Nebraska 

Bill Napier, Jacksonville, Florida 

Tom Solano, Jacksonville, Florida 

Robert Hardcopf, Apple Valley, Minnesota 

Efrain Gonzalez, Manhattan Beach, California 

Harold Bost, Fayetteville, Georgia 

Dan Griffin, Jacksonville, Florida 

William Disser, Saratoga, California 

Justin Graff, Belden, Mississippi 

Peter Grass, Lexington, Kentucky 

Ken Lapp, Rocky View, Alberta 

Marie Phillips, South Point, Ohio 

N. Gregory Soter, Orem, Utah 

John Wright, Sebestopol, California 

Nelson Whitt, South Point, Ohio 

Level 2 

George Reich, Colleyville, Texas 

Thomas Rosen, Lincoln, California 

William Webster, Two Rivers, Wisconsin 

Level 3 

William Runyon, Ft Worth, Texas 

William (Bud) Hoffner, Chesterfield, Missouri 

Kent Ewing, Virginia Beach, Virginia 

Chuck Zuvers, Blue Springs, Missouri 

Level 4 

Paul Anderson, Duluth, Minnesota 

Gary Kearney, Boston, Massachusetts 

Jeffrey Huber, Bellefontaine, Ohio 

Level 5 

William Donawick, Kennett Square, Pennsylvania 

Lifetime MASteR AviATORs 

George Warren, Oak View, California 

Dennis Tryon, Wickenburg, Arizona 


Tinted Thermal Pane 

Window Inserts 

Tired of Noise, Heat and Glare 

Enhance the beauty of your aircraft and help solve the three 

most common problems associated with aircraft windows; 

Noise, Heat and Glare. 

Thermal pane tinted window inserts are installed on the 

inside of your existing windows creating an airspace between 

the two windows. Call today for prices. 

The Thermal Pane Window Inserts are FAA/PMA approved, 

U.S. Patent #4,877,658 

Products, Inc. 

23220 Miners Road, Gavlin Hills 

Perris, CA 92570 www.gdaero.com 

951-443-1224 

FAX 951-443-1346 

* The pilot and copilot windows are thermal pane and 

provide a 70% light transparency as required by the F.A.A. 

Designing Products to make a 

Fine Aircraft Outstanding. 

Full Service Repair Station #OYSR774L. 

Over forty years serving Bonanzas and Barons. 

Avionics, Auto Pilot, Instruments sales and 

installation specializing in ASPEN, Cobham 

S-TEC, GARMIN & ULTRA. 

INSTRUMENT PANEL ASSEMBLY: STC PMA 

35 thru N35, 33 series. Upgrade, modify later models 

including Barons. Custom per client specifications. 

Install at our facility or shipped for installation by your 

local maintenance facility. 

E225-8 ENGINE MODIFICATION ASSEMBLY: STC PMA 

Series 35 thru G35. All the benefits of the 470-260hp 

series engine without the high costs. 

STAINLESS STEEL BATTERY BOX ASSEMBLY: 

STC PMA Series 35, 33, 36 

SECURITY LOCKING FUEL CAP ASSEMBLY: 

STC PMA Series 35, 33, 36, 95, 55, 56, 58, 60, 76 

Aviation Research Systems, Inc. 

Sandy River Airport 03S, Sandy Oregon • aviationresearch@msn.com 

www.aviation-research.com Toll free: 888-301-9207 | 503-668-4542 


Over 50 years 

Beech experience 

Pre-Buy and Annual Inspections 

Now Offering AmSafe Seatbelt Airbag Installations 

Specializing in: 

• Custom Engine Installations 

• Altimeter and Transponder Certification 

• Tip Tank Installation 

Kalamazoo Aircraft Inc. 

Aircraft Maintenance - Inspection & Repair 

2729 E. Milham Rd., Kalamazoo, MI 49002 • 269-381-0790 

www.kalamazooaircraft.com / Repair Station K9AR289N 

BEECHCRAFT OWNERS 

ABS Board 

Term 

Expires 

President 

Keith Kohout (Area 2) *2013 

4630 Airport Rd., Suite 104 

Cincinnati, OH 45226 

Phone: 513-479-2533 

e-mail: kk@hangar26.com 

Vice President 

Bob Goff (Area 3) 2012 

1963 South Creek Blvd. 

Port Orange, FL 32128 

Phone: 231-342-8040 

e-mail: robert.goff6@gmail.com 

Treasurer 

Ward Combs (Area 6) 2012 

10474 Stardust Lane 

Blair, NE 68008 

Phone: 402-426-8041 

e-mail: wacii@abbnebraska.com 

Secretary 

Ron Hyde (Area 5) *2014 

PO Box 569, #1 Airport Rd. 

Kenedy, TX 78119 

Phone: 830-583-5930 

e-mail: ronhyde7@gmail.com 


Lorne Sheren, M.D. (Area 1) *2013 

PO Box 404, New Vernon, NJ 07976 

Phone: 908-295-8106 

e-mail: sherenl@att.net 

Cameron G. Brown (Area 4) 2013 

150 Riverside Rd., Rockford, IL 61114 

Phone: 815-490-6750 

Email: camsybil@gmail.com 

Tom Rosen (Area 7) *2014 

633 Rustic Ranch Ln. 

Lincoln, CA 95648 

Phone: 916-408-8666 

e-mail: tsrosen@pacbell.net 

John Annable, M.D. (Area 8) 2012 

20911 Earl St. #440 

Torrance, CA 90503 

Phone: 310-542-0455 

e-mail: Johnannable6@msn.com 

Ron Timmermans (at large) 2014 

4815 Stamford Ct. 

Orlando, FL32826 

817-312-7464 

rontimmermans@att.net 

* Second and/or final term 

Area 1: Connecticut, Delaware, Maine, Massachusetts, New Hampshire, 

New Jersey, New York, Pennsylvania, Rhode Island, Vermont. 

Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan, Washington, D.C., 

West Virginia, Canada, and all other foreign countries except Mexico. 

Area 3: Alabama, Florida, Georgia, North Carolina, South Carolina, 

Tennessee, Virginia. 

Area 4: Illinois, Iowa, Missouri, Minnesota, Wisconsin. 

Area 5: Arkansas, Louisiana, Mississippi, Oklahoma, New Mexico, Texas, Mexico. 

Area 6: Arizona, Colorado, Kansas, Idaho, Nebraska, Nevada, North Dakota, 

Montana, South Dakota, Utah, Wyoming. 

Area 7: Alaska, Oregon, Washington, northern California counties north 

of the northern boundary of Kern, San Luis Obispo, and San 

Bernardino Counties. 

Area 8: Southern California, including the counties of Santa Barbara, Ventura, 

Kern, San Luis Obispo, Los Angeles, Orange, Riverside, San Diego, 

San Bernardino and Imperial Counties, plus Hawaii. 

Term 

Expires 

For all of your T-34 Mentor, Bonanza and Baron Needs 

Quality Beechcraft Parts, Service, & Restorations 

Pre-purchase - 100 hour - Annual inspections 

Pitot - Static and Transponder Certifications 

Gear and Flight Control Rigging 

Continental Factory Fuel Flow Set-up 

T-34 Wing Spar AD Compliance 

Full in-house capability of sheet metal repairs, 

electrical troubleshooting, paint repair 

& dynamic propeller balancing. 

GEORGE BAKER AVIATION 

New Smyrna Beach Airport (KEVB) Florida 

386-427-2727 

georgebakeraviation.com cboulware@cfl.rr.com 

Past Presidents 

1967 - 1971: B.J. McClanahan, MD 

1971 - 1973: Frank G. Ross* 

1973 - 1975: Russell W. Rink* 

1975 - 1976: Hypolite T. Landry, Jr., MD 

1976 - 1977: Calvin B. Early, MD, PhD 

1977 - 1978: Capt. Jesse F. Adams, USN(R)* 

1978 - 1979: David P. Barton* 

1979 - 1980: Alden C. Barrios 

1980 - 1981: Fred A. Driscoll, Jr.* 

1981 - 1983: E.M. Anderson, Jr.* 

1983 - 1984: Donald L. Monday* 

1984 - 1985: Harry G. Hadler* 

1985 - 1986: John E. Pixton* 

1986 - 1987: Charles R. Gibbs 

1987 - 1988: Joseph McClain, Ill 

1988 - 1989: Lee Larson* 

1989 - 1990: William H. Bush* 

1990 - 1991: Ray L. Leadabrand* 

1991 - 1992: James C. Cassell, III* 

1992 - 1993: Warren E. Hoffner 

1993 - 1994: John H. Kilbourne 

1994 - 1996: Barrie Hiern, MD 

1996 - 1997: Ron Vickrey 

1997 - 1998: Willis Hawkins* 

1998 - 1999: William C. Carter 

1999 - 2000: Tilden D. Richards 

2000 - 2001: Jon Roadfeldt 

2001 - 2002: Harold Bost 

2002 - 2003: Jack Threadgill 

2003 - 2004: Jack Hastings, MD 

2004 - 2006: Craig Bailey 

2006 - 2007: Jon Luy 

2007 - 2008: Arthur W. Brock 

2008 - 2009: Bill Stovall 

2009 - 2010: Ron Lessley 

2010: Stephen Blythe 

2010 - 2011: Lorne Sheren, MD 

* Deceased 


Coming in March – BPPP Online + Flight Training Program 

ABS Air Safety Foundation 

Introduces A New Way of Flight Training: 

BPPP Online + Flight 

The ABS Air Safety Foundation, in cooperation with its subsidiary 

Beechcraft Pilot Proficiency Program, has developed an exciting 

new way for you to fly with the experts on your schedule, at a 

much lower price: BPPP Online + Flight. 

Here’s How It Works: 

• Take the popular BPPP Initial classroom training online, 

on your schedule. 

• Arrange to fly with a BPPP instructor near your home 

at a time that’s convenient for you. 

• Receive up to four hours of flight instruction plus briefing, 

a Flight Review and (if you qualify) an Instrument 

Procedures Check endorsement. 

• Earn a full BPPP Completion Certificate, which may qualify 

you for insurance discounts (ask your agent or broker). 

BPPP 

Online+Flight 

Total cost of the program: only $495 (plus any instructor 

travel expenses). 

ABS and BPPP’s goal is simple: to reduce accidents and preserve 

the ABS fleet by significantly increasing the number of ABS members 

who receive the best in Beechcraft pilot training. 

Watch www.bonanza.org and www.bppp.org for details. 

ABS-ASF, 1922 Midfield Road, P.O. Box 12888 Wichita, KS 67277 • Tel: 316-945-1700 • Fax 316-945-1710 • e-mail: absmail@bonanza.org

A 

Mentor 

in My 

Hangar 

By Russ McDonald 


Family Owned and Operated Since 1974 

Aircraft exhaust systems have always been difficult to find and a problem to maintain. 

Knisley Welding, Inc. was formed to fill that need. 

We started our business in repair and moved 

into manufacturing. Our extensive inventory 

and quality service provides exhaust components 

to owners, operators, and repair stations 

throughout the world. 

Our complete parts department has hundreds 

of FAA/PMA approved parts on the shelf and ready to ship. 

View our online catalog and call to place your order. http://knisleywelding.com/ 

Tour Our Salvage Yard 

Air Salvage 

Since 1974 

of Dallas www.asod.com 

E 

xcited ! 

Are you kidding me 

I have been a part of the Beechcraft world since 1972. 

I learned to fly in 1961 when I was 

100 0 /0 

SATISFACTION 

GUARANTEED 

Knisley Welding Inc., 3450 Swetzer Road, Loomis, CA 95650 

Email: knisleywelding@sbcglobal.net • 800-522-6990, 916-652-5891 • Fax: 916-652-6257 

Hours: Monday - Friday, 8 am to 4:30 pm 

Beech, Cessna, Piper, Mooney, Bellanca, 

Commander, Engines, Props & Avionics 

lucky@asod.com or tony@asod.com 

800-336-6399 

16 years old. I rode with my father 

from the time I was three. I can still 

remember him getting into a spin with 

me in the front seat of a J-3 Cub. “I got to 

do these really good!” he would shout 

from the backseat. I never put two 

and two together – he did not have 

a pilot’s license! 

My first airplane was a 1946 Piper 

J-3 Cub with a 65-hp Continental. Was 

she a beauty! Thirty-seven shades of 

mustard yellow dope, weak bungee 

shocks, and really big cracked tires, 

but she was airworthy. So for $460.40, 

I was an aircraft owner at age 16. As 

time went on I learned how to replace 

fabric, overhaul engines, and do 

annuals. Over the years the Champs, 

Tri-Pacers, Cessnas, and an A35 

Bonanza all got the Russ McDonald 

detailing needed to make them (and 

me) look good. 

Living in Newton, Kansas, in the 

’70s, the fellow in the hangar next 

to mine had a T-34 project in progress. 

I cannot recall his name, but he 

actually built a T-34A from parts that 


he most likely purchased from Charlie 

Nogle or Earl Parks. He finished his 

project in about a year and a half. 

I remember the day he wheeled her 

out into the sunshine – the polished 

skin just glistened. 

After a few test hops he asked me if 

I wanted to go for a ride. Being a very 

wise sage at 28, I kindly turned him 

down. I was told by my father never to 

ride with someone you really do not 

know. I remember thinking, “Why would 

anyone in their right mind ever buy a 

two-place airplane that cost $25,000” 

I had bought an A35 Bonanza, 

N8500A, completely restored with a 

100 SMOH E-225 engine and hydraulic 

prop. It had a speed slope windshield 

and side glass like a P-model. I got my 

first Beechcraft for the staggering sum 

of $16,500 cash. Again, why would I 

ever pay more for just two seats 

As the years passed I attained my 

commercial and instrument, and was 

doing more flying for the business I 

had started in 1977. I had to get to 

destinations, so flying became a means 

to an end. Around 1996 I realized that 

I had my business up and running well 

enough to look at upgrading from my 

36 Model Bonanza (what I consider 

Beech-speak for “truck”). 

I do not know to this day why, but 

I thought maybe it would be fun to find 

an airplane that would be 

➤ Fun 

➤ Economical 

➤ Exciting 

➤ Different 

➤ Maybe a little far out 

➤ Easy to fly 

➤ Easy to maintain 

➤ Easy to move by myself in the hangar 

What would ever fill that bill 


Art Eby, who had owned a beautiful 

T-34A for many years. I asked Art, “Do 

you know any reason I should not buy 

a T-34” His response was, “I cannot 

think of one.” 

Remember my statement, “Who 

would ever spend $25,000 for a twoplace 

airplane” I paid $25,000, plus 

another $200,000! I bought an ex-Navy 

T-34B with fresh everything, including 

an IO-550B. She became known as 

“Wilma.” 

I am going to stop for now, but 

remember the 64 hours a year I’d 

been flying Well, that went up to 365 

hours the first year in the T-34. I will 

tell you more of my story next month. 

Oh yes, as I stated in the beginning, I 

am excited to be able to contribute to 

this great ABS group. I am humbled by 

the opportunity. 

ABS Life Member Russ McDonald has 

been flying for 50 years and has flown 

6,000 hours. He and his wife, Sue, live in 

Nappanee, Indiana. 

ONE STOP SHOP 

for all your engine needs! 

I 

remember going through my 

logbook to reflect on what kind of 

flying I really had been doing. To 

my surprise, 64 hours a year was the 

most I had ever flown my beautiful 

36 Bonanza. The next surprise – I had 

hauled only three passengers in the 

last year! I went to my close friend 


6th Ve 


Regional News: Pacific Bonanza Society 

Ashland Fly-In, July 21-24, 2011 

By Ron May 

Fourteen Bonanzas carrying 12 

couples and two singles arrived 

at the Ashland Airport, S03, in 

southern Oregon on a sunny July 

afternoon. Setting the stage for the 

weekend, the participants managed 

to arrive in an orderly fashion (in pairs) 

allowing for easy transportation to our 

downtown hotel, the Bard’s Inn. 

Our Thursday night dinner was 

at the Standing Stone Brewing Company 

where we sampled their beers 

and wines and enjoyed salad, varied 

pizzas, and berry pie before a short 

walk to the Oregon Shakespeare Festival’s 

outdoor Elizabethan Stage. 

We arrived in plenty of time for the 

Gilbert and Sullivan light opera, “The 

Pirates of Penzance.” All agreed that 

the production was lively, colorful, 

and thoroughly entertaining. 

Friday morning we walked back 

to the Oregon Shakespeare Festival 

grounds for a backstage tour. Our tour 

guide was an actor who grew up in 

Ashland volunteering at the festival, 

later becoming a professional actor 

in New York and then returning to 

perform at the festival for the past six 

years. The information provided in the 

tour was interesting, but the insight 

provided by our guide about the hiring 

process for the actors, their commercial 

opportunities, their part in the 

productions, and balancing their lives 

was particularly interesting. 

In the afternoon we departed for 

the town of Jacksonville, which was 

the largest city in Oregon in the 1850s 

during the Gold Rush period. On the 

way there we recognized four couples 

and one single for their first-time attendance 

at a PBS event, a high proportion 

of newcomers. After a drive 

through Jacksonville, with a stop for 

the obligatory group photo in front 

of the Jacksonville courthouse, we 

stopped at a nearby winery for lunch 

and wine tasting. The winery also 

raises alpacas and sells alpaca yarn 

and sweaters. 

6601 AUDIO ADVISORY SYSTEM 

Your “electronic co-pilot” 

Volunteer Pilots 

Needed 

Gear Position Advisories 

Overspeed (Vne) Advisory 

Stall Warning Repeater 

Flight Time Recording 

STC’d for the Sierra, Bonanza, Baron, Dutchess, Duke and 

C90 King Air. For more information, contact your favorite 

avionics dealer or visit us at 

www.p2inc.com (888) 921-8359 

Volunteers flying for the 

environment since 1979. 

Phone: 307-332-3242 

www.lighthawk.org 



After lunch we returned to 

Jacksonville for a stroll through 

the town with its interesting and 

varied stores. No big box or national 

outlets here, thankfully. On our 

return to Ashland, we stopped to 

look over the chocolate delicacies 

at Lillie Belle Farms (stay 

away from the jalapeno chocolate), 

and the Rogue Creamery with 

their excellent selection of locally 

made cheeses. 

Just in… 

the last new factory controls 

out of Beechcraft 

We share your love for Beechcraft, 

which is why we own 

one too! 

Marisa (Reese) Leach 

A&P/IA Mechanic 

Professional Engineer 

Commercial Pilot 

30+ Year Aircraft Owner 

Jim Leach 

A&P Mechanic 

Professional Engineer 

Commercial Pilot & CFII 

US Naval Aviator 

40+ Year Aircraft Owner 

Let us Exchange or Overhaul your Dual 

or Single Control to New Condition. 

Rental units available by week or monthly. 

Air Mech, Inc. 

Toll Free 888-282-9010 Ph. 580-431-2333 

Rt. 2 Box 113, Cherokee, OK 73728 

email: airmech@sctelcom.net 

www.dualyoke.com 

We work on a lot of aircraft, but Beechcraft is our favorite brand. That’s 

why we own one, “G-Whiz”, a 1956 G35 Bonanza. Beechcraft are built to 

last - with the right maintenance plan. Next time your Beechcraft needs 

service, please give us a call at Windward Aviation. We will treat your 

Beechcraft as if it were our own. 

Maintenance • Upgrades • Repair & Restoration 

Avionics • Propeller • Flight Test & Delivery 

Paint & Interior • Detailing • Hangar Space 

1-800-546-8668 

Palm Beach County Airport (KLNA) 

Professionals Serving General Aviation www.windwardaviation.net 


Regional News: 

Ashland Fly-In, July 21-24, 2011 Continued 


The group split up for dinner at three 

restaurants in downtown Ashland 

before returning to the Oregon 

Shakespeare Festival for an outdoor 

production of Shakespeare’s “Love’s 

Labor’s Lost,” a typical Shakespeare 

romance of confusion. Although the 

acting was excellent, the interpretation 

was very unusual with costuming 

that mixed traditional and contemporary 

clothing. The purpose of this 

unique approach was not clear to 

a group of pilots. Maybe we need 

some additional training through the 

WINGS program. 

Saturday morning was free to allow 

plenty of time for investigating 

downtown Ashland and Lithia Park. 

The brave tasted the “Lithia Water,” 

which, in the early 1900s, was a commercial 

attraction in Ashland. Now 

the water is free with few takers. On 

impulse over breakfast, some of the 

men decided on a trip to the airport 

to check out the Bonanzas on the 

ramp. While there, we met a Baron 

pilot who had read about the fly-in 

and flown from nearby Medford to 

see if he could find any of us hanging 

around the airport. He was not 

disappointed. 

In mid-afternoon the group boarded 

our motor coach for a drive to 

Grants Pass, about an hour north and 

home to the Hellgate Jetboat tours. 

We were treated with a spirited ride 

down the Rogue River to Hellgate 

Canyon, including 360-degree spins 

and plenty of spray on a hot, sunny 

day. We stopped along the river for 

an excellent group dinner and then 

returned to the Bard’s Inn, still a bit 

wet and bedraggled. 

After breakfast Sunday morning, 

the group departed for home (or for 

Oshkosh). We had a great time in this 

interesting southern Oregon town. It 

was enjoyable to renew acquaintances 

and to meet so many new PBS participants. 

We hope to see them again at 

another PBS fly-in. 

CUSTOM ENGINE 

OVERHAULS 

NEAR CHICAGO 

“A TOP RATED SHOP” – Aviation Consumer, March 2010 

Flat Rate Prop Strike Inspections and Repairs 

Dynamic Propeller Balancing While You Wait 

Financing Available 

FAA Repair Station YYBR664L 

800-397-8181 815-544-2300 

www.poplargroveairmotive.com e-mail: dallen@poplargroveairmotive.com 

11619 Rt. 76, Poplar Grove, IL 61065 


2 

1 

“BRAND” New Merchandise 

1. Men’s And Women’s Polo Waffle Knit Golf Shirts 

100 percent polyester features ultracool system to control and manage 

perspiration. Black, red or white w/embroidered logo. Sizes S-2XL $32.00 

2. T-shirts 

White t-shirt 50/50 poly/cotton screen printed logo. Sizes S-2XL $10.00 

Grey or red t-shirt 50/50 poly/cotton screen printed logo. Sizes S-2XL $12.00 

3. Port Authority Flex Fit Caps 

White or Black – all size L/XL. $17.00 

4. Cotton Max Crew Sweatshirt 

9.7 oz. 90/10 cotton/poly fl eece, woven tape and contrast half-moon facing 

at back neck, v-notch neck and spandex enhanced trim, full athletic fi t. 

Embroidered “C” logo on left sleeve. Oxford grey and black colors. 

Sizes S-2XL. $32.00 

5. Short or Long Sleeve Crewneck 

Moisture wicking, quick drying, breathable material. Half-moon yoke back, 

squared bottom and self-fabric cuffs. Grey or red. Sizes S-2XL. $24.00 

6. Hydrophilic Fleece Half Zip Jacket 

Adult 8.8 oz. 100 percent polyester bonded hydrophilic fl eece wicks moisture 

and fi ghts odor. Raglan sleeves, contrasting side panels, welt front-zipper 

pockets, double-needle stitched sleeves and bottom hem, drawcord waist 

with barrle stopper. Sizes S-XL. $64.00, 2XL. 70.00 

7. Oxford Classic Button-down, Long Sleeve Shirt 

4.7 oz 85/15 wrinkle-free pinpoint oxford fi ne yarn shirt, accented with buttondown 

collar, left chest pocket and central pleated yoke back, Sizes S-2XL. $45.00 

8. Panda Fleece Vests 

Men’s and women’s 100 percent spun polyester anti-pilling panda fl eece vests 

with nylon panels on the front and back yoke and along the bottom. Accented 

with chest and side zippered pockets and adjustable drawstring bottom with 

cord locks for a custom fi t. Sizes S-2XL. Men’s $60.00 / Women’s $53.00 

8 

7 

3 4 

5 

6 

Order Today: www.bonanza.org • 316-945-1700 • Fax: 316-945-1710 

Visit Our Online Store At www.bonanza.org For More Merchandise & Details. 

$8.00 Shipping & Handling (outside U.S. actual postage is charged)


Beechcraft Heritage Museum 

Experience the Passion 

By Wade McNabb 

I’m sure each of you remembers the 

person or event that sparked your 

interest in a Beechcraft. Maybe 

as a youngster at the airport you 

watched one arrive and sensed that it 

was different from all the other aircraft. 

Maybe a friend or relative took you for 

your first flight, and you couldn’t believe 

how smooth and responsive the plane 

flew. Somehow you simply knew that 

Beechcraft was your brand. 

Photo by Adam Stuart 

For me, it was simple. I grew up in 

the right seat of my father’s Beech. We 

spent many hours together traveling 

around the country and taking short 

hops locally. I couldn’t wait for him 

to hand me the controls, and later in 

life, the keys. When it was time for 

me to solo, I couldn’t understand that 

an A36 wasn’t a feasible alternative, 

because I really had no desire to fly 

anything else. One could say I was 

young, naïve, and certainly spoiled. 

Whatever the reason, we all are 

affected in some way by the vision 

of Walter and Olive Ann Beech and 

the marvel of their aircraft, as were 

those who saw the early models roll 

out of the factory. Beech Aircraft was 

founded on April 17, 1932, making 

this year the 80 th anniversary. The 

first Beech, a Model 17 “Staggerwing,” 

took to the air on November 4 of the 

same year. 

I can only imagine the excitement 

surrounding that first flight, as the 

graceful machine roared down the 

runway. Its speed, range, endurance, 

and useful load were all impressive 

for the day. The sheer beauty of 

its curvaceous design was simply 

seductive, especially in glossy maroon 

and red. No less enthusiastic were 

those at many airports around the 

county, where this glamorous goddess 

would arrive. 

A 

common thread among Beech 

owners is the desire to be involved 

with all these fantastic 

aircraft, and continually enhance our 

Beechcraft experience. This desire 

manifests itself in many forms. My recent 

trip to the ABS Convention in Las 

Vegas was the perfect opportunity to 

observe this firsthand. 

Exhibitors were present with seemingly 

unlimited possibilities for upgrading 

your Beechcraft. The latest and 

greatest products, performing amazing 

feats, were presented by experienced 

sales and service professionals highlighting 

their latest handiwork. Discussions 

on projects ranged from panel 

upgrades to total aircraft makeovers, 

all focusing on making the best possible 

Beechcraft for a particular owner. 

Other exhibitors appealed on a personal 

level, from the thrill of traveling 

to a unique destination, to being part of 

a regional group of Beech enthusiasts 

who plan their experiences together. 

Speakers presented seminars focused 

on education from the point of view 

of keeping ourselves, our passengers, 

and our aircraft safe, as we use these 

fantastic machines for all the reasons 

Mr. and Mrs. Beech intended. 

Perhaps the best part of any event or 

activity is the opportunity to share the 

experience with our families, friends, 

and new acquaintances. I personally 

enjoyed the opportunity to visit with 

many Convention attendees from all 

parts of the country, and learn what 

they’re doing or planning to do. It’s 

interesting how many times the conversation 

involves a Beechcraft. 

A similar scene unfolded a few 

weeks earlier at the Beechcraft Heritage 

Museum when we hosted our 

annual convention, known as Beech 


Party. Fans from all parts of the country 

gathered to share a memorable 

experience. Attendance was good, 

considering the adverse weather in 

the middle of the week, and the fun 

factor was high, seeming to improve 

with the weather. 

One of the highlights for me is always 

the chance to fly with my friends, 

and I saw that same excitement with 

many of the guests. Many of those 

who had flown their own airplanes 

graciously invited passengers to join 

them for a flight around the area. This 

scenario repeated itself many times 

throughout the weekend. Smiles were 

just as plentiful in anticipation of 

a flight, as with the exhilaration at 

its conclusion. 

The group also enjoys each opportunity 

to learn. Maintenance seminars 

focused on the various models of 

Beechcraft, with discussions including 

radial engine operation, Model 

17 and 18 landing gear systems, and 


one of the perennial favorites, the ABS 

Air Safety Foundation Service Clinic 

demonstration. Bob and Hazel Ripley 

always conduct a fabulous session, 

which is informative for both aircraft 

owners and the audience. 

For the younger generation, the 

museum’s Scot Perry Air Academy 

partnered with a regional chapter of 

the Academy of Model Aeronautics, 

providing a fantastic experience. 

Building projects, such as rockets, 

gliders, and balloons were combined 

with model aircraft flight simulation. 

An aerial demonstration featured a 

50-percent scaled Ultimate Biplane, 

while the static display included over 

30 aircraft – either gas, glow, electric, 

or turbine powered. 

Saturday was a beautiful day, and 

guests were quick to take advantage 

of the smooth air. During the morning 

fly-out breakfast, the ramp at nearby 

Winchester airport was covered with 

Staggerwings, Twin Beeches, Bonanzas, 

Barons, a T-34, and even a Stearman. 

The sky over the museum stayed busy 

throughout the day with all manner of 

Beechcraft, including formations of 

Bonanzas, one of which included a 

Staggerwing as lead. 

Our friend, neighbor, and talented 

young filmmaker Adam Stuart spent 

his time during Beech Party filming all 

the activity. His most recent release 

“Never Stop Learning” starring his 

younger brother Jackson, debuted at 

the ABS Convention in Las Vegas. The 

film is available for viewing on the 

museum’s website. Adam captured 

the very essence of the Beechcraft 

experience and the passion that we 

all share. 

This is the first of a series of articles courtesy 

of the Beechcraft Heritage Museum. 

We are grate ful to the ABS for this opportunity. 

Please visit the BHM online at www. 

beechcraftheritagemuseum.org. 

Realize the Potential of your Bonanza! 

Powerplant Upgrades 

Baron 58-58A, C55-E55............................................ IO-550C 

Bonanza 36-A36, C33A-F33C, H35-V35B, Debonairs... IO-550B 

Bonanza H35-P35, Debonairs.................................... IO-520BB, BA 

Bonanza H35-P35, Debonairs.................................... IO-470N 

Our High Efficiency Baffle cooling kit and Super Scimitar Propeller 

are available for the engines listed as 

well as the TSIO-520D and UB. 

Airframe Upgrades 

New design 20 gallon tip tanks 

Windshields & Side Windows 

LED strobe & nav lights for our 

tip tanks and tail now available! 

info@d-shannon-aviation.com 

www.d-shannon-aviation.com 

1-800-291-7616 


Forum 

ABS Idea and Information Exchange 

The Forum section is intended as a space for members to respond to articles 

printed in the magazine, or to share their knowledge of a helpful idea for other 

members. Send your words and photos to absmail@bonanza.org. 

I fly a 1978 A36 Bonanza. I recently 

did a full top overhaul with new cylinders, 

and put in the D’Shannon air 

baffle system. I run GAMIjectors, too, 

and the result was CHT temps that 

now sit between 275 degrees and 310 

degrees. Runs smooth and cool. The 

baffle system is fantastic. 

On a recent flight the plane ran 

rough shortly after climb out, and the 

#2 cylinder CHT went to 500 degrees. 

The only thing I could do after safely 

landing was check and clean the spark 

plugs and look for visual issues, but I 

found none. I was ready for an annual 

anyway so off it went to the shop. 

The mechanics swapped the CHT 

probe – no cure. Checked, cleaned, 

and swapped a GAMI injector – no 

cure. Pulled the jug, valves were okay, 

and this cylinder had lifters replaced 

at the overhaul so they were even 

checked – and still no cure. Nothing 

visible discovered either. 

The mechanic called GAMI as part 

of the troubleshooting process, and 

a guru named John Paul said, “Spark 

plugs.” It didn’t seem like that could 

be the problem, because the temp was 

okay at lower power settings but high 

at higher settings. How could a spark 

plug with no visible signs of wear, etc. 

be a contributor 

He was right. New plugs were put 

in that cylinder and the problem was 

cured. The explanation was that a 

bad plug, not properly conducting 

electricity and dissipating heat can 

perform similar to a glow plug. I use 

a Bonanza shop with decades of experience, 

and they had not come across 

that situation specifically. 

Just something to think about. I’m 

sure I have a sizable troubleshooting 

bill to pay today when I go get the 

plane. Hopefully others can suggest 

testing new spark plugs early in the 

process if you ever run into a sudden 

spiking CHT isolated to a cylinder, 

when nothing else is obviously the 

cause. 

—Byron Farquer 

My November magazine arrived 

with the Landing Gear Inspection & 

Repair Guide. I had previously bought 

one, but I don’t feel I wasted my money 

at all. My A&P will get one. He’s savvy 

with respect to Beech landing gear, 

but the guide will make it much easier 

for him to explain stuff to other clients 

who own Beechcraft (although any 

Beech owner who gives a hoot about 

the care and feeding of his airplane 

will already be a member and have a 

guide of his own). —Larry Gaines 

Helping You 

Keep Your Cool 

“Make The Wise Choice” 

All Marine-Components, No wood! 

4-inch diameter Marine Blower, 

It’s Cold! 

Hand built in Arizona, 

where it’s hot. 

$499. 00 

+ Tax/Shipping 

Crosswindcoolers.com 480-272-5082 Lance@Crosswindcoolers.com 

Each month I look forward to receiving 

ABS Magazine and admiring the 

beautiful Beechcraft of the Month. I 

have noticed a somewhat disturbing 

trend, however, with regards to equipment 

choices on these fine aircraft. 

It seems the owners spare no expense 

getting the finest interiors, most beautiful 

paint, and best avionics available. 

Too many, however, fail to install 

the single most important piece of 

equipment for IFR flight: a standby 

attitude indicator. 

Please, take a lesson from the airlines, 

the turbine world, and the military. 

Install at least one additional 


and independently sourced attitude 

indi cator if you ever plan on flying 

your aircraft in instrument conditions. 

Replace the turn and bank if 

you are lacking panel space, as the 

FARs now allow. Better yet, remove 

and throw out the ADF, as it is basically 

a worthless instrument in the 

modern airspace environment. All 

the paint, leather, and bells and 

whistles will not help you keep the 

aircraft upright in the event of a failure 

of your primary attitude indicator 

or its power source. Independent attitude 

information is required in all 

turbine aircraft, and should be considered 

mandatory for anyone serious 

about any flight in IMC. 

—Chris Ceplecha 

Investing in regular, demanding 

instruction on partial panel flight is 

another way to prepare for attitude 

indicator failure. —Editor 


Upgrade to M-20 

Performance! 

One action that came out of my talk 

in the ABS Tent at Oshkosh was a test 

that could be done on the LORD shimmy 

damper SE-1076-1 to determine its 

health after time in service. The best 

method is to put the LORD damper on 

a dynamic test machine and measure 

the amount of dampening while the 

part is vibrated at 15 cycles per second. 

Since most shops do not have this type 

of test equipment, a simple spring scale 

can be used to estimate the health of 

the damper. The minimum value of the 

pull test would be 1 pound to move 

the shaft. If it takes less than a pound 

to move the damper’s shaft, the part 

may need to be replaced. 

—Tom Law, LORD Aerospace 

Product Support Engineering 

I think it was a great idea to include 

the Landing Gear Inspection Checklist 

in with the November magazine! Kudos 

for being proactive! —David Marlin 

Have a Bonanza 

But Still Fly Two 

Quarts Low 

Do You Add 

More Than One 

quart Between 

Oil Changes 

INSTALL AN M-20 

SEPARATOR! 

With M-20’s Exclusive Blow-By 

Control, Dipsticks Test 

“Full”… Flight after Flight! 

M-20 Ultra 

Air/Oil Separators 

Orders 1-800-421-1316 

Tech Info 1-866-620-2667 

Details on www.m-20turbos.com 

E-mail m-20@gate.net 

Major Sheet 

Metal Repairs, 

Flight Controls, 

and 

Wing Specialists 

All Bonanza through 

King Air Models 

BIGGS AIRCRAFT 

Phone: 405-258-2965 

Fax: 405-258-3016 

www.biggsaircraft.com 

E-mail: biggsair@yahoo.com 

Location: Central Oklahoma 

Certified Repair Station #BA2R709K 


Book Review 


By Robert Parmerter, Historian, Beechcraft Heritage Museum 

The Barnstormer 

and the Lady: 

Aviation Legends Walter 

and Olive Ann Beech 

By Dennis Farney. Rockhill Books, Kansas City, MO. 2010. 

230 pp. 200 photos. ISBN: 978-1-935362-69-2. 

$29.95. 

The Barnstormer and the Lady is the first biography of 

either Walter or Olive Ann Beech, two giants of 20th century aviation. 

Author Dennis Farney has effectively woven the results of his extensive research 

into a very interesting and enlightening story as he traces their lives from meager means to 

business leaders. Along the way, he does an excellent job of placing them in perspective within the history 

of Wichita, Kansas, and America. 

Neither Walter nor Olive Ann gave 

many interviews, which may have 

discouraged earlier attempts at telling 

their stories. With the full support of 

daughter Mary Lynn Oliver, the award 

winning former Wall Street Journal 

writer Dennis Farney had access to 

Olive Ann’s desk diaries; family letters; 

and the cooperation of family, friends, 

and retired Beechcraft employees. The 

result is a story bound to interest a 

wide spectrum of readers interested in 

history, aviation, important American 

personalities, business, and of course 

the many Beechcrafters. 

I witnessed the powerful loyalty of 

the latter at the gathering of former 

Beech employees to honor Olive Ann 

in her birthplace of Waverly, Kansas. 

Their respect and fondness for her 

clearly came through in the smiles 

seen and stories heard. They proudly 

showed off their Beech watches and 

rings as they told of being personally 

presented with them by Olive Ann. The 

author effectively conveys these same 

feelings with stories from his numerous 

interviews with Beechcrafters. 



The differences in personalities, 

as noted in the title, are clearly illustrated 

by the author. The “Lady” was 

the epitome of properness in dress, 

manner, and expectations while the 

“Barnstormer” pushed his fiancée 

into a pool at her engagement party. 

He also taxied his airplane across the 

railroad tracks to stop the train that 

Olive Ann was traveling on in order 

to take her off. Olive Ann’s reaction 

was, “It was the most romantic thing 

that a person could do for me.” 

A 

pet peeve of mine is non-fiction 

books without an index, and 

this book falls into that cate - 

gory. The only factual error I found 

was a statement that the Japanese 

purchased Beech 18s before WWII 

and used them during the war. They 

did not have any Beech 18s but did 

license, build, and use 20 single-engine 

Beech Staggerwings. Mention was 

made of the Beech 18 being shown in 

the recent film “Letters from Iwo Jima” 

bringing the Japanese Commander 

Lt. General Kuribayashi to Iwo Jima. 

The film undoubtedly used a Beech 18 

because the actual Japanese aircraft 

was not available. These are very minor 

points compared to the high quality of 

the writing, very interesting narrative, 

and fine selection of quality photos. 

I highly recommend the book not 

only to the types of readers mentioned 

earlier, but as inspirational reading for 

young men and women in this story 

about two small town kids from poor 

families who succeeded through skill, 

courage, and determination. Imagine 

starting a new airplane company offering 

an expensive model in the heart of 

the Great Depression. Imagine being a 

woman running a multi-million dollar 

aircraft company during wartime 

while your husband is hospitalized in 

a coma for months, and then running 

that company for 30 years after his 

death – the only woman to have that 

kind of leadership history in the U.S. 

This is their story, and I am so glad it 

is finally being told, and so well told 

at that. 

The Right Connection! 

Super Power Alternator Conversion. STC’d for 

Beech Debonair & Bonanza 

UPGRADE TO NEW SUPER POWER, 

MODERN ALTERNATOR SYSTEM. NEW STC CONVERSION 

ELIMINATES ELECTRICAL BROWNOUTS AND PROVIDES 

SPECTACULAR PERFORMANCE & RELIABILITY! 

* KITs include FAA-PMA N300 12V 70A alternator with state-of-the-art ACU 

and are direct replacements for 35 or 50 amp belt-driven generators. 

SOME N300 alternator features: 

* Heavy duty brushes 

* High output at low engine speed 

* Precision balanced rotor 

* Cool operation at maximum load 

* Extensive Radio Noise Suppression 

* 600 HOUR/2 YEAR WARRANTY 

NATIONAL AIRPARTS, INC. 

1-800-713-1111 or 386-734-3365 

web site: http://www.nationalairparts.com 

CUSTOM GPS MOUNTS 

MODELS FOR MOST BEECHCRAFT 

Models for Bonanzas & Barons 

from $149 

• Fits Single and Dual Yokes 

• CNC Billet Aluminum Quality 

• Easy to Fit 

• No Modifications to Your Aircraft 

Angerole, Inc. • Charlottesville, VA 

434-466-3872 

www.angerole.com 



Write-in Correction to: 

Landing Gear 

Inspection Checklist and 

Repair Guide 

Several ABS members have pointed out that fractions are missing in two inspection 

amplification steps of the ABS Landing Gear Inspection Checklist and Repair Guide 

sent to all members with the November issue of ABS Magazine. 

On page 10 of your Guide, write in the fractions as they appear in the circles below: 

On page 17 of your Guide, write in the fractions as they appear in the circles below: 

I apologize for the inconvenience. 


Executive Director, ABS Air Safety Foundation 


PropellerS 

F Dowty 

F Hartzell 

F McCauley 

F MT Propeller 

F Sensenich 

F Rapco Distributor 

F Large Inventory 

F Same Day Shipping 

F Uncompromised Quality 

F Competitive Prices 

F World Class Warranty 

F Factory Trained Technicians 

F Woodward PT6A 

http://www.rockyprop.com 

e-mail: rockyprop@rockyprop.com 

800-462-7605 

2865 Airport Drive F Erie, CO 80516 

Fax: 303-665-7164 faa/EASA crs fr6r545n 

GovernorS 

An entirely NEW door seal 

design is now available 

for Beech Aircraft 

• air tight “leak proof” 

• molds to whatever it needs 

to in order to form the 

perfect seal 

NEW 

Wing walk coating 

• it greatly reduces slipping 

• fast drying, easy to apply 

polyurethane rubberbase paint 

• can be applied right over 

existing wing walks 

Aircraft Door Seals, LLC 

300 N. Hwy 377 • Roanoke, TX 76262 

Phone (817) 567-8020 • Fax (817) 567-8021 

www.aircraftdoorseals.com 


Display Classified Ad 

We can help sell your plane. 

Use a full color picture of your airplane along 

with up to 50 words to sell your plane. 

The price per month is $195.The finished 

ad size is 3-3/8 inches by 2-7/8 inches. 

ABS members may place one Display 

Classified Ad per month. 

Now AvA ilA ble! 

Visit the ABS website (www.bonanza.org) 

to place your ad, or call 316-945-1700. 

For sale – 56 Baron TC 

Rovid que pe dolorep elestrum que labor sum voleniae in 

prore estorro odit, testem inctus, sunditios volupit alique peris 

volorem volo cusa dipsand itibusam, te volorecea vent vollam 

ducitio corroribus. 

Udam remporibus accusa vomnelorep erferio rerrum etur. 

Mustium et evellabor sit liquatu rioresc itatius. 

Gent at. Nonsedi psaecea solupta tiscit, 123-456-7890. 


Actual Ad Size 

1922 Midfield Road, P.O. Box 12888 Wichita, KS 67277 

Tel: 316-945-1700 • Fax 316-945-1710 • e-mail: absmail@bonanza.org 

FEBRUARY 2011 VOLUME 11 • NUMBER 2 

THE OFFICIAL PUBLICATION FOR BONANZA, DEBONAIR, BARON & TRAVEL AIR OPERATORS AND ENTHUSIASTS 

Advertising in 

ABS Magazine 

helps customers 

find you. 

Let us help make 

that happen for 

your business. 

Call John Shoemaker at 

800-773-7798 


Tech Tips 

Tech Tips is a sampling of 

responses from ABS Technical 

Advisors and Technical Staff 

to members’ questions. 

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 “Arky” Foulk, former 

owner of Delta Strut, has been 

an ABS technical advisor 

since 1986. 

Arthur Miller has won 

numerous FAA awards as 

a mechanic, and runs a 

Beech specialty shop in 

central Florida. 

Bob Ripley retired from Delta 

Airlines as a manager of line 

maintenance (Atlanta) and has 

run an FBO focusing on Beech 

maintenance for 20+ years. 

Bob Andrews is a retired 

Eastern Air Line pilot, CFI, 

mechanic and a Wright Brothers 

Award winner. He owns a 

Beech-only maintenance FBO 

in Atlanta, Georgia. 

Tom Turner, ABS-ASF 

Executive Director, holds 

a Master’s degree in Aviation 

Safety. He has specialized 

in Beech pilot instruction 

for over 20 years. 

E-series expert Lew Gage and avionics 

expert John Collins also occasionally 

contribute answers. 

Wing corrosion post-maintenance flight 

John Sciarrino, Fort Lauderdale, Florida 

My 1999 A36 went in the shop for wing corrosion and annual nine weeks 

Q. ago. The plan was to clean and repair the corrosion, then reassemble the 

aircraft. Turned out that both wings were removed to replace spars and hinges, 

and all six cylinders were replaced. The cost was over $80,000. I will save the 

details for a future article in ABS Magazine. Here’s the question: What advice 

or suggestions would you give for the first flights when placing this plane 

back in service How can I feel confident that ailerons, gear, rigging, and fuel 

system will work 

Florida is extremely unforgiving to aluminum, even if the airplane is 

A. hangared. That’s a shocking repair bill. I’m glad you were able to prevent 

scrapping the airframe. 

First, I would absolutely insist that the maintenance facility that did 

the repairs conduct a thorough inspection and, most importantly, a post-maintenance 

test flight prior to returning the airplane to service. Far too often shops 

rely on the customer to serve as production test pilot. In my view this 

is unacceptable in the case of such an extensive repair – with something as 

extensive as wing replacement, the first flight (or flights) should be conducted 

by an experienced post-maintenance evaluation or production test pilot to ensure 

all operational and rigging checks are complete and satisfactory. 

FAR 43.5, 43.9, and 43.11 describe the return-to-service requirements. FAR 

43.7 tells us that the airplane owner can only approve the aircraft for return to 

service in the case of preventive maintenance such as an oil change. 

• 

Picking your airplane up from the paint shop, or any maintenance/inspection 

event Here’s a collection of past ABS Magazine articles on what to look 

for when you accept delivery of the airplane. 

Although it was written from the standpoint of a post-paint acceptance, 

you’ll see many of the ideas apply to any time you pick an airplane up from 

inspection or repair. This guidance should help you in your first flight in the 

airplane, after the required return-to-service is complete but before you take 

acceptance of the completed work. —TT 

Fuel selector valve rebuild 

Jeffrey Binder, Bentleyville, Ohio 

Where can I get the fuel selector valve rebuilt on my 1954 E-Series 

Q. Bonanza The selector switch sticks sometimes. 

A. 

CruiseAir in Ramona, California (760-789-8020) will overhaul a nonwobble 

pump for $450 and a wobble pump for $650. Aviation Group in 

Peachtree City, Georgia (800-316-7867) quotes a $375 overhaul with a 2-3 day 

turnaround. —BA 



JPI 

troubleshooting 

David Gates 

Marana, Arizona 

I have an S35. A new IO-550B 

Q. was installed three years ago, 

and a new JPI EDM 700 was installed 

at the same time. Not long after the 

install I noticed that engaging gear 

down or flaps etc. would cause the 

EDM to reboot. There were no other 

signs of problems. The problem has 

worsened. Engaging almost any 

accessory causes the EDM to reboot. 

The A&P checked voltages and all 

were good. He checked the ground 

and it was fine. He changed the hot 

lead from the avionics buss to the main 

buss, but there was no improvement. 

A new sealed battery was installed. He 

put in a new voltage regulator. He said 

that although voltages were correct, 

the alternator was going off-line from 

time to time. He says now that the 

BENDIX/KING AUTOPILOTS 

Service, Parts, Loaners, 

Troubleshooting by Phone 

Kings Avionics is a specialist in your autopilot system. 

We offer customized repair and overhaul of KFC 150 

and KFC 200 autopilot systems including flight director 

indicator and KCS 55A HSI system. We also offer 

repair services for Bendix/King Nav/Com, DME, 

and Transponder. Please call Kings Avionics, Inc. in 

Olathe, Kansas or Salt Lake City, Utah and we will 

assist you in troubleshooting your aircraft. 

237 North 2370 West, Salt Lake City, UT 84116 • 801.539.8412 • www.kingavionics.com • scheduling@kingsavionics.com 

280 Gardner Drive, Ste #3, New Century, KS 66031 • 913.829.4606 • www.kingsavionics.net • service@kingsavionics.net 

new regulator has cured the alternator 

drop-off but not the EDM shutdown/ 

reboot. He is now sending the EDM 

back to JPI for bench check. Does 

this all make sense I had not noted 

any indication of alternator drop-off, 

or any other electrical anomaly for 

that matter. Can you think of anything 

else to check 

I would also suspect the electrical 

A. buss voltage doing a fluctuation 

that exceeded the JPI limits. I would 

check all grounds from battery to 

engine to airframe to check total 

value. —NP 

V-Tail 

speed restriction 

William Greene 

San Angelo, Texas 

Is there an AD regarding speed 

Q. restriction because of the tail 

on my 1947 Bonanza, and if so what 

is it 

AD 2002-21-13 put a temporary 

A. airspeed restriction of 144 mph 

(125 KIAS) on 1947-1950 Bonanzas 

until a full fuselage skin thickness 

and empennage inspection was 

complete and any necessary repairs 

were made. The speed restriction 

was lifted when an individual airplane 

was fully compliant with these 

requirements. All inspections and 

repairs must have been completed 

before December 10, 2005, or the 

airplane was no longer permitted 

to be flown. Any airplane not 

compliant with AD 2002-21-13 

would now need to have an FAA 

Special Flight Permit (ferry permit) 

if it must be flown to a location 

for inspection and any needed 

repairs. There’s a one-page synop - 

sis of AD 2002-21-13 compliance 

require ments in the V-Tail Fact 

Sheet on the Maintenance & Operations 

page for your Bonanza in the 

Members Only section of the ABS 

website. —TT 



What should the exhaust temperature 

be on the E-225 Q. 

The indication on my GEM unit 

A. (one of the first ones that Insight 

Instruments manufactured) runs about 

1450°F to 1550°F. Those numbers are 

simply eyeballing the temperature 

against the star mark on the instrument 

that is, as I recall, at 1500°F. There is 

no digital indication on this gauge. 

I use the fuel flow specified on a 

performance chart I worked up many 

years ago, which is depicted on page 

117 of my E-Series book (it is for sale 

at the ABS Pilot Store and all proceeds 

remain with the ABS-ASF). This chart, 

together with the fuel flow instrumentation 

and the GEM indication, 

give me the information needed for 

operation. The fuel flow on the chart 

E-Series EGTs 

Wayne Culpepper, Columbus, Georgia 

flows about 10% extra fuel during 

climb with the cowl flaps closed and 

the highest IAS “that will produce an 

acceptable rate of climb for that day’s 

operation,” usually about 500 fpm. 

At cruise altitudes the actual fuel 

flow will be about 1 to 1-1/2 GPH less 

than the chart after leaning with the 

GEM. Although the EGT will be in a 

range it will never be the same indication. 

For instance, if you lean the engine 

using any of the several methods 

at 2300 rpm and then reduce the RPM 

to something lower, you will see a drop 

in indicated EGT. The actual EGT temperature 

does not change; it is the 

number of pulses of hot gas that passes 

by the probe in any unit of time that 

cause this lower indication. 

This is sort of like moving your finger 

through a torch flame very quickly 

one time so that the exposure is very 

limited. Your finger (the probe) feels 

little or no heat. Now if you move the 

finger through the flame several times 

in the same time span you will probably 

holler, ouch! This is why 

TIT temperature will be higher than 

EGT since the TIT probe is exposed 

to a constant stream of hot gas from 

all six cylinders, even though the TIT 

probe is way down the pipe from the 

CHT probe. 

So, what I am saying is there are a 

number of variables that produce the 

EGT indicated temperature as opposed 

to the actual EGT temperature. I have 

found that the fuel flow system 

installation was the second-best 

instrument (GEM being #1) in my 

airplane, while the third is the CHT 

instrument. —LG 

BONANZA TIP TANK KITS 

Our kits have the “highest useful load increase” on the market.* 

• Increased Stability 

• Product Support 

• System Choices 

• Gross Weight Increase 

• Customer Approval 

• LED lighting 

OSBORNE Kits do not require additional mods to achieve GWIs 

ALUMINUM Construction • SUPERIOR DELIVERY TRANSFER SYSTEM 

“ EXCELLENCE thru QUALITY” 

Always Made in the USA 

FAA Repair Station #OZZR007 

* See website for kit details. 

18173 Osborne Road, Victorville, CA 92394 

800.963.8477 760.245.8477 Fax: 760.245.5735 

www.jlosborne.com email: info@jlosborne.com 



Do you have any suggestions for 

Q. lowering CHTs I have a factory 

rebuilt IO520 engine in a 1968 V35A. 

I have 20 hours on the engine since 

the install. Fuel set per the TCM Service 

Bulletin plus some. I have new baffles 

all around. I still get CHT up to 430°F on 

cylinder # 2 after takeoff at 120knots. 

During climb, OAT doesn’t seem to 

make a significant difference in CHT. 

Is there a solution for this, or is this 

common for a new engine 

It is not unusual for a newly 

A. overhauled engine to run warm. 

Usually #6 and #2 run the warmest, 

however, not to 430°F in the climb as 

it usually only approaches 400°F. My 

thinking is that anything above 400°F 

is in need of a corrective action. 

If the whole engine runs warmer 

than your previous engine, I would 

Engine runs hot 

Mike Friel, East Moriches, New York 

check the CHTs for accuracy. My 

thought here is that the CHT system 

ground may have been altered during 

the engine change. You can do 

this by heating oil in a can with a 

heat gun and putting the CHT probe 

in the oil alongside a good quality 

oven or candy thermometer. Compare 

the indicated temperatures. I use an 

infrared ther mometer gun. Air conditioner 

supply houses sell these, and 

they are quite accurate. 

I know you mentioned having 

these items checked but I would have 

them checked again: 

Baffle seals: This is probably the 

number one reason for high CHTs. 

(This is an item I recommend you 

actually do yourself.) An easy way 

to check for proper fit is to put a 

drop light under and then aft of 

the engine, and observe from the 

opposite side of the top cowl for 

any light coming around the seals. 

The seals may need to be notched 

to fit tight around ignition leads 

and plumbing. Small areas can be 

sealed using high-temp RTV. I rework 

any misfit (light showing through) 

the size of a pencil or larger. Getting 

a good airtight seal can’t be over 

emphasized. Doing this in a dark 

environment helps! 

Fuel flow settings: Your engine 

should be flowing 23.2 to 24.9 GPH 

at sea level takeoff power. I consider 

the 24.9 GPH the minimum I like to 

see, but many folks prefer 27.0 – 28.0. 

Also, setting the unmetered fuel 

pressure to the lower limit will give 

you a richer mixture in the mid-range. 

All of this is covered in Continental 

Service Information Directive 97-3E. 

You can find this directive on our 

website in the Maintenance & Operation, 

then select IO-520/550 for 

your S35. Find the directive under 

Service Information. 

Some other thoughts: 

• How is the #6 cylinder running on 

mixture versus the others Does 

it hit peak EGT first when you 

lean to peak If it does you could 

try cleaning the injector nozzle 

and or swapping it with another injector 

nozzle if you do not have 

GAMI Injectors. 

• Are you running wide open throttle 

in the climb If not, try it. The mixture 

is intentionally richer at wide open 

throttle. —AM 

[Mr. Friel followed up saying he did 

the baffle seal drop light check and 

found some areas where the baffle was 

not seating properly when the cowling 

lids were closed. After repairing the 

leaks, he reports his CHTs dropped 30 

degrees. —Editor] 



Light duty starter 

Randy Bickley 

St. Augustine, Florida 

We had our F35’s E225-8 E-80 starter rebuilt six weeks 

Q. ago due to dragging. We had to pull it off due to 

leaking oil between the accessory collar and starter. 

Some type of internal gasket was installed, and starter 

was reinstalled. It continued to leak and now will not 

engage when hot. The starter just spins up but does 

not engage. 

We pulled it off again and sent it back to shop. I am 

told now that it is a light duty starter and not an original 

heavy duty (HD) starter, and it does not have a rubber 

seal to keep excess oil out due to a faulty check valve that 

allows excess oil to fill the accessory case from the oil 

tank cooler. 

We should be able to fix the check valve, but I do not 

want to waste the $1500 I spent because the shop did not 

tell me this when they rebuilt the original starter. They 

now want to sell me an HD starter for another $1200. What 

are my best options 

Your message said E-80 starter. If it is an E-80, that is 

A. the HD starter. The earlier starter is the 36E14, which, 

although not as powerful as the E-80, is plenty powerful 

enough to start the E engine. 

Either starter must have the starter jaw extension mechanism 

working correctly or it will not turn the engine. The 

E-80 relies on the friction of a coil spring around the starter 

jaw while the 36E14 uses acceleration of the armature to 

extend the jaw, very much as a Bendix drive on an automotive 

starter does. If either of these mech anisms are not assembled 

correctly or are “gunked up,” they will not function. 

In other words, the starter jaw (a starter part) does not 

extend and lock onto the starter jaw gear (an engine part). 

Both starters have a seal to prevent oil from entering the 

starter. There is no way that oil tank drain-down could bring 

the oil level in the engine to reach the starter level. The 

check valve is not the source of oil tank drain down, or at 

least it is very unlikely that it is. The main source of draindown 

is through the four oil pump bearings located between 

the oil tank and the check valve. There is no way to stop 

this drain-down except to remove the accessory case and 

re-bush the oil pump. Furthermore, this drain down does 

not cause any problem except possible static leaks through 

the generator or push rod tubes, etc. 

One thing that will make the starter leak is excessive 

crankcase pressure. The limit pressure in the E engine is 

1- 1 /2 inches water column. Case pressure measured with 

an airspeed indicator should be less than 55 mph 

I would say that the starter jaw extension mechanism is 

gunked up or not assembled correctly. —LG 



Fuel quantity resistance values 

Andrew Westin, Miami, Florida 

Is there a reference table giving 

Q. resistance to quantity in my F33A’s 

40-gallon fuel tanks I am pre suming 

that the relationship is not linear. 

We do not know of any chart giving 

resistance values related to 

A. 

intermediate fuel quantities. I wish I 

could come up with one! 

The published full and empty values 

for the transmitters: 

• Inboard full 76 ohms, empty 0 ohms 

• Outboard full 43 ohms, empty 0 ohms 

Both are indeed non-linear. 

Two articles on the Maintenance 

& Operations page for your Bonanza 

on the ABS website (under Members 

Only) will give you some good info 

on this: 

• 

Beech fuel quantity indicating system 

troubleshooting 

• 

Beech fuel indicator and failure 

modes 

If you find that you have defective 

components, here are some facilities 

that can help with repairs: 

Gauges and transmitters 

• Air Parts of Lockhaven 

800-443-1117 or 

airpartsoflockhaven.com 

• Central Oregon Air Parts 

541-997-3610 

• Aircraft Instrument Rebuild 

360-683-6245 or fuelsenders.com 

Transmitters only 

• John Wolf 440-942-0083 or 

johnwolfco.com 

Circuit boards only 

• Birks Aviation Products 

309-686-0614 or birksaviation.com 

—AM 

On time or 

on condition 

Karl Beutner 

Fairfield, California 

I have a 1993 A36. Should the 

Q. alternator be removed and 

inspected at each annual Beech 

publishes an “Overhaul and Replacement 

Schedule,” which indicates that 

a number of items be replaced at 2,000 

hours. Are there any of the listed items 

that one should consider replacing 

more than the others 

A. 

Frequent inspection of the alternator 

is suggested because failure 

of the gear drive bearings usually 

damages the crankshaft drive “ring” 

gear, and replacement of the ring gear 

requires engine removal and teardown. 

Inspections are a little bit of money 

to potentially save a lot of money. The 

larger Continental Motors alternators 



are considerably more robust than the smaller (70 amp) 

Prestolite alternators, but removal and inspection each 

500 hours is a reasonable schedule. If you decide to 

have your alternator rebuilt we have had good service 

from Aircraft Systems in Rockford, Illinois (815-399-0225) 

and Aircraft Electrical Components in Redding, California 

(530-221-4397). 

Flying under FAR 91, we are pri vileged to replace or 

overhaul parts “on condition” if they are not restricted by 

an Airworthiness Directive or a Continued Airworthiness 

Limitation. The manufacturer’s suggested over haul/ 

replacement schedule is a good conservative guide with 

a few exceptions, i.e. if the landing gear gearbox is not 

leaking and has no excess clearance in the worm drive 

I would not remove it for overhaul at 2,000 hours. 

The landing gear and flap motors should be overhauled 

on schedule, and I like to inspect or replace wing 

bolts at 2,000-hour intervals. 

There are many bushings in the nose gear steering, 

gear doors, landing gear, cabin doors, flaps, etc. that 

should be evaluated at each maintenance event to minimize 

accumulated looseness and to keep the aircraft 

“as delivered.” One of the items we are emphasizing 

currently is a complete landing gear rod end change at 

approximately 2,000 hours. —BA 

Fuel flow 

fluctuations 

Chip Ridley 

Danville, California 

My B36TC has begun to ex perience a small fluctuation 

Q. in fuel flow at all power settings. My JPI shows fuel 

flow / .5 GPH, and on occasion I can feel the engine 

pulsing. The #6 cylinder shows EGT fluctuat ing / 5 

degrees. The other cylinders don’t appear to be fluctuating. 

I got new spark plugs at my annual and recently adjusted 

the high-power fuel flow setting. I would love any thoughts 

since my A&P is struggling with this. 

Normally when we see this problem, it is caused by 

A. wear in the engine driven fuel pump, and is more 

evident in high-time pumps. I would suggest that you check 

the high and low pump settings with external gauges as 

per TCM SB 97-3E, and pay particular attention to your 

upper deck reference lines for any wear spots or holes. 

Any damage to the lines will allow ambient air in and 

cause problems also. 

Also, there may be a restriction in the fuel flow divider 

in the area of the port to the injector line to the #6 cylinder. 

—BR 

Leaking landing gear gearbox 

Steve Chefan, Wellington, Florida 

My landing gearbox is leaking. Who can rebuild 

Q. it Are they available for exchange, or do I have 

to remove mine and send it out 

The first thing to verify is that the gearbox is 

A. not overfilled with oil. With the plug removed, 

the oil should only be high enough so that by turn - 

ing the hand crank, it will bring up oil from the bottom 

side of the shaft. An alternate way to check the level is 

to use a dipstick. It should only have about 1 /4-inch of oil 

showing on the dip stick when inserted beside the worm 

gear shaft. 

Hawker Beechcraft does offer an overhaul exchange 

on most of the gearboxes; however, they are quite expensive. 

If you can stand the down time, I suggest you 

have your unit overhauled. Shops we have good reports 

on are Aircraft Systems, Rockford IL (815-399-0225), 

CruiseAir, Ramona, CA (760-789-8020), and B&S, Wichita 

KS (316-264-2397). —AM 

To submit your questions: 

Go to the Members Only section of the ABS website 

and click on Tech Tips (listed under Technical). 


Long term care and maintenance 

yields many benefits for the aircraft 

owner. A Lifetime ABS Membership 

will assist you in maximizing your safety 

and enjoyment of your airplane. 

Don’t Delay, 

Sign Up Today. 

I did. 

Ron Hyde 

Your Life Membership Benefits ABS and ASF! 

Supporting aging aircraft 

Working with the FAA to solve safety of flight areas of concern that impact the longevity and value of our fleet 

Delivering BPPP pilot training clinics and new online courses 

Conducting expert service clinic inspections of your Beech airplane 

Maintaining a world class staff of Beechcraft technical experts to research and offer the definitive answers to your questions 

Teaching and offering assistance to mechanics for Bonanzas, Debonairs, Travel Airs and Barons 

Your Life Membership Benefits You! 

Monthly ABS Magazine – for the rest of your life 

Part of your Life Membership supports the Air Safety Foundation: an investment in your airplane. 

Framed Life Membership Certificate for your home or office 

Embroidered golf shirt with special life membership recognition design 

Your name will be published in the ABS Magazine yearly 

Never having the hassle of renewing your membership again – saving you time and ABS money 

Join over 500 members who have made a lifetime commitment to ABS 

For more information on becoming an ABS Life Member: 

Contact Whit Hickman at 316-945-1700 or absmail@bonanza.org 

American Bonanza Society, P.O. Box 12888, Wichita, KS 67277 • Office Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri.


Classified Advertising 

Classified Advertising Rates: Members 75¢/word; $5/month for Web placement. 

Non-members $1.25/word; $15/month for Web placement. 25 word minimum. 

Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8" by 

2-7/8". Include a full color picture of your airplane along with up to 50 words. 

Format: Grouped initials count as one word. Telephone numbers and e-mail 

addresses count as two words. All other words count as one. 

Terms: Prepaid with order, no agency discounts. 

Closing Date: Must be received by 5th of month before placement. 

To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888, 

Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links 

at www.bonanza.org. 

Questions: If you have questions call 316-945-1700. 

AIRCRAFT FOR SALE, RENT, PARTNERSHIP 

Thinking of selling your Bonanza Call me; I have Buyers looking 

for good clean Bonanzas. BeechcraftBuyers.com, 850-240-7243. 

(12/11) 

64 S Bonanza – 4900+ TT, IO-520 BB w/ 1020 SMOH, McCauley 

3-blade w/65 hrs TT 3rd owner, NDH, always hangared, original 

interior, fair paint, Oxygen system, 20 gallon tips, Garmin 530 GPS, 

COUPLED 3-AXIS S-TEC, HSI, 4 PLACE INTERCOM. KX 155 NAV/ 

COM, GARMIN TRANSPONDER, JPI EDM-700 Engine analyzer. 

435-259-2428, peter@professorvalleyranch.org. (01/12) 

1983 B36TC TT – 913; fresh annual; metal fuel tanks (51 ga/ 

side), KY-196; KX165; KLN-94 Color GPS; Two King KT-76A 

Transponders; Second Barometric Altimeter; Radar Altimeter 

King KRA-10A;KR-87 ADF; King KFC-200 with KCS-55A Elec. 

Compass w/KI-525A-Pictorial Nav, KG-258 Gyro Horizon and Yaw 

Damper; King KSA-295 Altitude Preselect/Alerter/Preselector. 

Beryl d’Shannon 3/8" windscreen tinted; always hangared. 

$199,500; FRED 818-398-5491, fjclarey@gmail.com. (10/11) 

2004 Beech Bonanza A36 – 727 total hrs since new. Continental 

IO550 King KFC-225 autopilot Garmin GNS 530 #1 GNS 

430 #2 Nav/Com with WAAS upgrade 530/430 Nexrad weather 

upgrade 530/430 L3 WX-500 Storm Scope L3 Skywatch SKY497 

traffic advisory system (TAS) Shadin ADC 200+ fuel system King 

KCS-55A Compass system King KI-256 Vertical Gyro King KEA-130 

Altitude encoding altimeter King KT-76C Transponder PMA 7000B 

audio selector marker beacon intercom system. JPI instruments 

EDM-700 engine data system MB801 digital clock. $390,000. 

joelnichols@me.com. (10/11) 

V35B Turbo TKS 1975 – 3224 TT, 1489 SMOH, prop 375s 

NEW. Osborne tip tanks, TKS de-ice, standby air, STEC55, KX165, 

KX155, HSI, PMA7000MS, EDM700, Gamijectors. $175,000. Call 

509-972-2170 or visit www.N1156T.com. (10/11) 

1980 A36TC – Airframe 3550 TT, Engine 595 SMOH, Deiced 

Prop 650 SMOH. Garmin GNS430, MX20, GTX330, GMA340, SL60, 

King 200 Coupled Auto Pilot. Smith Speed Mods. BDS 15 Gallon 

Wingtips. Standby Vacuum. NDH. Nice P & I. Fastest Production 

A36 – 190 Kt Cruise. Fortunately for you, I must sell my dream 

airplane. $175,000. (541)401-4321, joelkee@comcast.net. (12/11) 

2001 A36 – 1730 TT 1230 since TOH, always hangared, AC, tip 

tanks, Stormscope, 530/430, tinted window inserts, Rosen sun 

visor, prop de-ice and much more. 956-459-9029. (12/11) 

1966 C33A – 5700TT, 580 SFRM, 580 SPOH. Osborne tip tanks, 

speed-sloped windshield, stinger tail cone, wing bolts 2003, GEM 

610, S-tec 60-2. Altitude hold and preselect, KLN-90B, GPSS, DMA- 

24, KX-155, KX-197A, KN-63, KNS-81, IT-76A, KCS-55A. Paint 9 and 

interior 8. $92,000. johnkuhlnv@charter.net, 775-720-0457. (01/12) 

COLUMBUS, OH A36 1/2 partner wanted-previous Bonanza 

owner – no airplane currently-based KTZR-Jim 614-595-5160. 

(12/11) 

FOR SALE – 1989 F-33A 

1470 TT, 315 SFRM, 315SPOH, GNS 530W, GDL-69A, GNX-330 

W/TRAFFIC, GEM, KX-155, KFC 150 A/P-F/D, NDH. Always 

hangered, regularly flown, clean airplane, top care program, 

based at KBVY, asking $180,000. For complete details, Peter 

Feinstein 617-981-2170. 

1987 F33A – TTSN 3075 Engine time since factory remain 

297 hours prop zero time since new; dual yokes, dual 

KX155,KFC150, ADF, DME, WX900, GPS196, 406 ELT. $164,900. 

info@aircraftcanada.com. (09/11) 

1959 Travel Air – TD-279 2280hrs. TTAF Top Prop Conversion 

TTSN 430hrs. RE 430hrs SMOH, LE 1640hrs SMOH. No damage. 

Restored – Stec 55x AP, GNS430W, Sandel 3500 EHSI, GTX330, 

Custom leather interior, new tires, new skyech starters, new plane 

power alternators, Whelen Strobes, IFR. Too many upgrades to 

list. Call James 817-995-6885. $90K. (12/11) 

1968 E33 Bonanza – 2785 TT, 432 SMOH, Dual Brakes, Nov 

Annual, STec 60-2 AP, Garmin 340 Audio w/Intercom, Garmin 

300XL GPS/COM, KX-170B, Exc. P&I, All logs. $89,000/OBO. Call 

501-617-3036 or email casair@cablelynx.com. (01/12) 

1986 F33A – 2417 TT, 1366 SMOH, 450 STOH ECI Titan cyl, 

compression 70’s, KFC200 wi Flt director, 530 Waas coupled, TIS, 

Nav 2 KX155/GS, GTX 330, HSI. 3 blade prop, insight strike finder, 

TRA 3000 radar alt, DME Nav 1 and 2, Gem 602 eng mon, digital 

tach, Gami, alt inst air, standby gen, gap seals. Speed slope W/S, 

NDH, 4 plc intercom, Rosen visors, large bag door, new tires, flap 

gear warning, dual and single yokes, BU AI, annual done 08/11, 

8 & 8, oil changed ea 25 hrs, oil analysis excellent. $165,000. 

csc3102@aol.com, 972-230-7864. (01/12) 

1971 Bonanza 35B N9198Q – S/N 9262, 7854 TT, 1040 smoh, 

Garmin GNS 530, PMA B Audio panel, GTX 327, FS 450, STec Alt./ 

heading, KX 165. All compression mid 70s and annual complete 

May 2011. $108,000. Mike 949-981-2098 or email atthelake54@ 

gmail.com. (01/12) 

1993 F33A – 1620 TT, 165 TTSF New I-O550, Dual Yoke, S-TEC 

50, JPI, King Avionics, original int & ext. Both 9. Hangared since 

new. $225,000. Days 406-591-1472. (01/12) 




‘62 Deb – Fast, Beautiful, Capable-3470TT, 1040SFN IO-540 300 

HP Lycoming Machen Conversion, 3 blade Q-Tip prop, recent 

paint and leather, dual yokes, HSI, full IFR, S-Tec 60-2 w/AH/GS, 

Thick windows, strobes & more. Call Jeff @ 847-207-1801. Asking 

$85,000. (12/11) 

DON’T MAKE AN EXPENSIVE MISTAKE! Call me for a Free 

Consultation on your purchase of a Bonanza or Baron before you 

Pre-Buy. Visit my website at www.beechcraftbuyers.com. Or call 

850-240-7243. (04/08) 

FOR SALE – 1972 V35B 

3170 TT, 883 SMOH, 739 STOH, gap seals, dual yokes, 

Ultimate IO520, Horizon tach, GEM 610, Gami’s, Shadin, Garmin 

430W, Sandel, Century III, HSI, Argus 5000CE, Stormscope, 

PM1000II, yaw dampener, 5th seat, excellent condition and 

fast. Fort Worth, Texas. $94,500. Jim Usher, 817-891-2989 or 

jcusher@sbcglobal.net. 

1978 BARON B-55 N23575 – 703 LE 518 RE SRM by Zephyr 

engine, 3464 TT 866 SNEW 3 blade props, GNS 430 WAAS + GNS 

430, Avidyne EX-500 W/XM weather, stormscope, JPI engine 

analyzer w/FF, KFC-200 AP/FD, Bose headsets, dual yoke, color 

radar, GTX 327, hangared, same owner 15 years, $149,000. Fred 

727-432-6904, fmacfawn@sowes.com (11/11) 

1/3 partnership for sale. 1992 A36 TKS de-ice tip tanks, MX 20, 

roll steering, GNS480 WAAS. Based at MQI, 252-423-0588. (11/11) 

1960 Bonanza M-35 – TT4640, 1077SMOH, 413 SPOH. New 

Titian cylinders TOH 102. Beautiful bird, one owner last 18 

years, So Cal plane, no rust or decay. 430GPS, dual glide slopes, 

Century II AP, decent IFR panel, single throw over yoke, strobes, 

great modern leather and immerom 5000 paint. All logs since 

new. Asking $65,000 or OBO. Call Dean (951) 712-0891 or 

Viking9343@aol.com. (10/11) 

1976 A36 Bonanza – 5250 TT, 1200 SFRM, IO 520, prop 200 

hrs SMOH, GAMI’s, GEM, GARMIN 430, Electric Trim, Shaden 

Fuel computer, dual yoke, Rosen Visors D’Shannon 1/2-inch 

windshield New Paint 2001, New Windows 2001. 908-884-9619 

(NJ), KJRusso5530@aol.com. $130,000 or 1/2 partnership $65,000. 

(2/09). 

ABS Store Merchandise 

DVDs 

BPPP Highlights 4500 $59.50 

Instrument Flying #s 4600 $48.50 

Owner Performed Maint 4501 $31.25 

Pre-flight Inspection 4502 $10.00 

Service Clinic Highlite (old) 4503 $31.25 

Service Clinic 2006 Convention DVD5 $40.00 

Those Who Won’t …. DVD7 $25.00 

Wings in Focus $40.00 

ABS LIBRARY 

Beechcraft Twin 4000 $24.95 

Colvin’s Clinic L2 $39.95 

Flight Control Manual L10 $45.00 

Flying High Perform 4010 $38.50 

Flying Beech Bonanza 4015 $38.50 

Flying Stories* FS $50.00 

From Travel Air to Bon 4020 $39.95 

E-Series Bonanzas – Gage* L7 $30.00 

IFR: A Structured Approach E3 $34.95 

Instrument Flying Update E4 $36.95 

Landing Gear Repair Guide L9 $45.00 

Supplemental Pages L8A $20.00 

The Immortal Twin Beech 4030 $39.95 

They Called Me Mr Bonanza 4035 $39.95 

Those Incomparable Bonanzas 4040 $39.95 

ABS REFERENCE LIBRARY 

DVD edition 7 DISC $45.00 

DVD ed 7 exchange DISC $35.00 

ABS MEMORABILIA 

Auto Tag Holders $2.50 

Binders – Navy or Burgandy 3000 $9.00 

Blanket Throw – Red or Yellow $10.00 

Checklists – Bonanza 3030 $15.00 

Checklists – Barons 3031 $17.00 

Checklists – Travel Air 3032 $17.00 

Emergency Sub Pilot 3034 $15.00 

Mountain Flying $15.00 

Surviving 1st 24 Hrs 3033 $15.00 

Child’s Logbook 3140 $2.50 

Flashlights $3.00 

Keychain-Pewter 3135 $6.00 

Personalized Mousepad $15.00 

Personalized Mug $20.00 

Pewter Ornaments 3200 $7.50 

PowerWheel $34.95 

Zipper Pulls – Pewter $6.00 

iPAD Envelopes $40.00 

Classic ABS logo flag – limited number $5.00 

57.5" 2 33" 

ABS ‘BRAND’ NEW ATTIRE 

Sweatshirt – Black or Grey $32.00 

Men’s Vests $60.00 

Women’s Vests $53.00 

Men’s Polo – Black or White $32.00 

Women’s Polo – Black or White $32.00 

White Logo Tshirt $10.00 

Grey Logo Tshirt/Red Logo T $12.00 

Blue Oxford Shirt $45.00 

Grey LS Crewneck/Red SS $24.00 

Black/Grey Coat S-XL $64.00 

Black/Grey Coat 2XL $70.00 

White or Black logo caps $17.00 

JEWELRY 

Earrings – Detailed 8100 $6.50 

Earrings – Gold Loops 8110 $10.00 

Silver Earrings – side $20.00 

Silver Earrings – 3D $20.00 

Lapel Pin – Gold 8040 $5.00 

Lapel Pin – Painted 3130 $4.00 

Gold-filled Necklace Vtail $15.00 

Silver Necklaces – side $15.00 

Silver Necklaces – 3D $15.00 

Pin – Contemp Design 8007 $5.00 

Pin – Low wing Crystal 8002 $7.00 

Tie Tac 8050 $6.00 

Women Fly pins $4.00 

*All proceeds to ABS-ASF. 

Order Today: 


316-945-1700 

FAX: 316-945-1710 

VISIT OUR ONLINE STORE 

FOR AVAILABILITY AND 

DESCRIPTIONS: 

$8.00 shipping / handling 

(outside U.S. actual postage 

is charged) 


Flying Club membership. 1966 V35 $130/hr wet, 1975 182 $110/ 

hr wet. $3000 buy in, $300/mo. 16 member shares, 2 available. 

Good planes, easy to schedule. Well maintained, hangared, 

good avionics, good paint and interiors. donwileys@verizon.net. 

(12/11) 

1954 E35 Bonanza – 4,101 TT, 994 hrs on 225 hp Continental. 

0 hrs on rebuilt Hartzell Prop (does not need bi yearly AD 

inspection). Rebuilt Governor, “T” drive and fuel pump. Annual 

October ’11. Twin yoke, no damage history, no oxidation. Has 

been based at VGT for past 48 yrs. Paint a “2” interior a “3”. 

$40,000. 702-656-8208. Happyspleen@hotmail.com. (11/11). 


1968 V35A – TT4820, 412 SMOH, 396 PSN, 3 blade Hartzell 

propeller, all logs, fresh annual, Shower Sparks, GAMI Injectors, 

new fuel bladders. Dual Yoke Rams Horns, 5 seats, sheepskin seat 

covers, electric trim, new altimeter, STEC autopilot, Apollo GPS, 

KX155 TSO W/GS, Strikefinder. GEM engine analyzer, CD player, 

KMA 24 audio panel, new ELT, ICOM, Rosen visors, portable 

TCAS, Brackett Tow Bar. Hangared in Panhandle Texas. $105,000. 

Call (702) 348-4501 or email rodney.whisenhunt@gmail.com for 

pictures. (11/11) 

INSTRUCTION 

Southwest Beechcraft Instructor: All models. Available in 

Las Vegas, Phoenix, Flagstaff, and all surrounding airports – 

will travel. Initial and recurrent training, flight reviews, IPCs, 

insurance checkouts, additional ratings, and assistance with 

sales/purchases. BE-58/F33A owner. CFI/CFII/MEI with ATP, call 

Troy Dixon (602)628-2314. TroyJasonDixon@yahoo.com (10/11) 

EQUIPMENT, PARTS, SERVICES 

Electric prop 215-107 w/84" blades. 0 since 500 hr insp. pics available. 

Asking $6,000. (803) 924-2089, tclamp11v@bellsouth.net. 

(01/12) 

Seat Specialists – Seat recline cylinders repaired, seat repair, 

seat replacement parts. Call Chuck at AvFab (660) 885-8317 or 

chuck@avfab.com. 

Elevators, 33 thru Baron. FAA-approved repair station #209-53. 

Biggs Aircraft. 405-258-2965, Fax 405-258-3016. 

Tables, new and used available. Contact Chuck 660-885-8317 or 

chuck@avfab.com. 

Beech manuals – Model 33 parts, 36 shop $20.00 each; Cont 

IO-470 overhaul $20.00; 15 ft APU cables $50.00. 760-327-7479. 

(01/12) 

Aluminum Baron Elevators – Reskin your Baron Elevators in 

“Aluminum.” Travel Air D and E models, all 55,56,58 (to include 

TC and P models). Exchange available, no more corrosion 

problems, “replace one elevator at a time”. Available at SRS 

and other trusted Beechcraft Flight control overhaul facilities. 

FAA CRS #U5LRO68X, FAA/PMA. www.srsaviation.com. Toll free 

877-364-8003. 

Flight Controls Re-Skinned – We re-skin Elevators Flaps and 

Ailerons 33 to King Air 300. All flight controls are built in fixtures 

by experienced craftsman. FAA Cert. Repair Station U5LRO68X. 

Call SRS Aviation Toll Free 877-364-8003. www.srsaviation.com. 

FOR SALE – 1974 B55 BARON 

N101DC. Beautiful plane with solid avionics package, including 

Garmin 430 WAAS GPS, Apollo GX55 GPS, Bendix Radar, 

PMA 6-place audio panel, Century III autopilot, Flightprep EFB 

tablet PC with XM weather, charts, sectionals, moving map, etc. 

Tel: 864-905-4874 / Email: whmcnair@att.net. 

Cover-Ups by Denise – Expanded vinyl gear & flap actuator 

covers for Bonanzas and Barons. Uplock cover – $38.00. Retract 

rod cover – $40.00. Steering rod cover – $20.00. Wing Flap 

actuator cover set – $47.00. NEW!!!! Chamois main gear cover 

set – $69.00. Charge for shipping and handling. Call or fax Denise 

at 321-725-9226 or cell 321-693-9226. 

Dual Yoke Rental – Baron/Bonanza. $300 plus shipping for first 

2 months, $125/mo thereafter. Steve Weaver 843-475-6868 (WV). 

(05/10) 

SEAT ADJUSTER BROKEN We repair Roton, Hydrolok and 

Beech. We overhaul shimmy dampers. Exchanges available. Call 

Jerry @ 810-300-1140. 

Flight Controls for all Beechcraft thru King Air 300 rebuilt by 

FAA approved repair station #YYSR526L w/25 years experience, 

painting & balancing done in house. Stebbins Aviation, Inc. 442 

Downes Terr., Louisville, KY 40214. 800-852-8155, 502-368-1414. 

Mike’s Upholstery – Custom interiors, singles-light twins. FAA 

certified. Same location since 1968. North Omaha Airport (3NO). 

Omaha, NE. Mike Roney, 402-572-8788. 

Misc. parts for older Bonanzas. Generators, tri-motors, Curtis 

Robins j-series engines. Landing gear, wings, fuselage, cylinders, 

too many to mention. Call 406-370-2270 or 907-539-5197. 

Spar Mod – Kit Installation Bonanza/Baron. Calkins Aero Service, 

Inc. – Houston, TX. 281-579-6674, caero@sbcglobal.net. 

Dual & Single Control Yokes – large handles, trim knobs, all 

misc. parts for control yokes, exchange your faded & cracked 

handles for our like new refinished ones. Exchange singles for 

dual & vice versa. Call for quote, we buy any duals, singles or 

any parts. Air Mech, Inc., 580-431-2333 email: airmech@sctelcom. 

net. For 20 years: Being your best source for affordable yokes is 

our specialty. 

Exhaust System Repairs – Mufflers – Flame cones installed, 

end plate ass’y, etc. Exhaust Manifolds – Ball end, flanges, patch 

work. Tailpipes – ends repaired. Call Custom Aircraft Parts at 

800-561-1901 or 619-561-5757. Ship to 14374 Olde Hwy. 80, El 

Cajon, CA 92021. Visit our website at: www.customaircraft.com. 




1998 B36TC – McCauley 3 Blade Propeller, 1600 TT. Make offer. 

jmlecker@gmail.com 203-393-1310 (10/11) 

Engine Upgrade STC’d IO-550-B Engine Conversions for S35, 

V35, V35A, V35B, C33A, E33A, E33C, F33A, F33C, G33, 36, and 

A36 Bonanzas. IO-470C or IO470-N Engine Conversions for A35 

thru G35 Bonanzas & 33 thru F33. Other Mods, shoulder harness 

assemblies, instrument panel conversions, SS battery boxes, seat 

conversions. All Bonanza Mods. Hammock Aviation Services, Inc. 

972-875-4279. Ennis,TX. www.hammockaviation.com. 

TWO ADS Standby Pressure – Aero Safe Guardian 1 14V. 

Complete kit includes new check valves, Rapco pump, filter, 

hoses, all fittings and STC. Contact N411ML@gmail.com. (10/11) 

Single arm throw over yoke, powder coated a glossy black from 

my 1951 C35. Call/email for pictures and/or questions. 601-566- 

0037 or msairexpress@yahoo.com. $400. (11/11) 

Cygnet Dual Yoke – 2 large ram’s style wheels, digital 

clock, all almost new, immaculate $2,250. Has cost $3,990. 

petervbase-flying@yahoo.com. (11/11) 

REAL ESTATE & GETAWAYS 

45’ Boat Slip. Morehead City Yacht Basin, NC. 5min. from KMRH. 

Prime slip in top flight marina. Excellent rental history, or perfect 

for live-aboard. $100K or trade for Bonanza of comparable value. 

Bbrowngso@aol.com. (12/11) 

SPRUCE CREEK FLY-IN REALTY – Excellence in Real Estate 

since 1985. We look forward to meeting and serving new 

neighbors and friends, and to continuing our support to the 

Spruce Creek Fly-In Community. Home of over 60 Bonanzas 

and Barons. – Daytona Beach, East Coast of Florida. A gated 

Country Club Community with its own Airport, 4000’ paved 

runway x 180' wide, 5/23. (7FL6). Private GPS approach, AWOS 

121.725. A full service Real Estate office. Hangars, tiedown, car 

rental, accommodations. Taxiway homes from $495,000. Condos 

from $139,000., Golf/Nature Homes from $180,000. Short and long 

term rentals available. ABS Members Lenny Ohlsson, Broker/ 

Owner, Pat Ohlsson and Dick and Jonnie Vanatta. SPRUCE 

CREEK FLY-IN REALTY, 800-932-4437, www.fly-in.com. Email: 

sales@fly-in.com. 

WANTED 

Looking for F33C/E33 Aerobatic Bonanza. Will pay top dollar. 

Contact JR at jrhansen88@aol.com if interested in selling. (12/11) 

Wanted A36 & G36 non turbo; 2000 or newer. No financing 

required. Please provide information to Al at ribasa@a2group. 

com (01/12) 

Wanted: Dual control yokes, single control yoke, handle, or any 

parts to them laying in your hangar. Have some avionics, may 

trade. Call 580-431-2333, email: airmech@sctelcom.net. 

Volunteer Pilots Needed 

ABS extends condolences 

to the family & friends of these 

ABS members who recently 

passed away. 

Joe Salyer 

Westerville, Ohio 


he flew a 1960 M35. 

Steve L. Watson 

Beaverton, Oregon 


he flew a 1966 V35. 

Volunteers flying for the environment 

since 1979. 

Phone: 307-332-3242 

www.lighthawk.org 

3rd Horizontal 


ABS-ASF Service Clinic & BPPP 

registration information is on page 14. 

These are brief listings of upcoming events. 

Additional details are available at www.bonanza.org, 

under News & Events. More extensive coverage of 

“regional” fly-ins can be found on their websites (see web addresses below). 

ABS Events for 2012 

Please post all your events on the ABS website www.bonanza.org. 

FEBRUARY 10-12 

BPPP Clinic – Lakeland, FL (LAL) 

FEBRUARY 23-26 

ABS/ASF Service Clinic 

at Windward Aviation – Lantana, FL (LNA) 

MARCH 1-4 or 8-11 

Paciffic Bonanza Society Whale-Watching 

See www.pacificbonanza.org for details. 

MARCH 9-11 

BPPP Clinic – San Antonio, TX (SAT) 

MARCH 22-25 

ABS/ASF Service Clinic at Hawker 

Beechcraft Services – Atlanta, GA (PDK) 

MARCH 27 - APRIL 1 

ABS at Sun n Fun 

APRIL 12-15 

ABS/ASF Service Clinic at Hagerstown 

Aircraft – Hagerstown, MD (HGR) 

APRIL 13-15 

BPPP Clinic – Greensboro, NC (GSO) 

APRIL 27-29 

BPPP Clinic – Concord, CA (CCR) 

MAY 3-5 

ABS Fly-In at the Beechcraft Heritage 

Museum – Tullahoma, TN (THA) 

May 17-20 

ABS/ASF Service Clinic at Jetsun Aviation 

Centre – Sioux City, IA (SUX) 

MAY 18-20 

BPPP Clinic – Columbus, OH (CMH) 

JUNE 1-3 

ABS Maintenance Academy at Tullahoma, 

TN (THA) 

JUNE 7-10 

ABS/ASF Service Clinic at Aero Kinetics – 

Denton, TX (DTO) 

June 8-10 

BPPP Clinic – Spokane, WA (GEG) 

July 12-15 

ABS/ASF Service Clinic at Maintenance 

Express – Livermore, CA (LVK) 

JULY 23-29 

ABS at EAA AirVenture 

SEPTEMBER 20-23 

ABS/ASF Service Clinic at Aviation 

Services of Cincinnati – Cincinnati, OH (LUK) 

OCTOBER 11-13 

ABS Convention at AOPA Summit – 

Palm Springs, CA 

OCTOBER 25-28 

ABS/ASF Service Clinic at Continental 

Motors Factory Service – Fairhope, AL (CQK) 

NOVEMBER 1-4 

ABS/ASF Service Clinic at Beaver Aircraft 

Services – Spring, TX (DWH) 

NOVEMBER 29 - DECEMBER 2 

ABS/ASF Service Clinic at Cruiseair 

Aviation – Ramona, CA (RNM) 

Regional & International Societies Visit these websites for more information. 

Australian Bonanza Society • www.abs.org.au 

Brazilian Bonanza Society • www.bonanzaclube.com 

European Bonanza Society • www.beech-bonanza.org 

Midwest Bonanza Society • www.midwestbonanza.org 

North East Bonanza Group • www.northeastbonanzagroup.com 

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.southwestbonanza.com 

71


Display Advertising Index 

Display Advertising Director: John Shoemaker 

2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684 

Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 • E-mail: johns@villagepress.com 

NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions of advertisers. However, members 

who are unable to get satisfaction from advertisers should advise the ABS. Any references made to the ABS or BPPP, Inc. in any advertisements 

in this magazine do not indicate or imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations. 

ABS Store ....................... 49, 68 

ABS Life Membership .................. 66 

Aero Technologies LLC ................. 46 

Aero-Tow LLC ....................... 71 

Air Mech Inc ......................... 49 

Air Mod ............................ 72 

Air Salvage of Dallas ................... 44 

Aircraft Door Seals, LLC ................ 57 

Aircraft Engineering Inc. ................ 19 

Aircraft Insurance Agency by Duncan ...... 30 

Aircraft Specialties Services ............. 29 

Aircraft Spruce & Specialty Company ...... 11 

AirNet Systems Inc .................... 39 

Alpha Aviation Inc. .................... 24 

Angerole Inc ......................... 55 

Arrell Aircraft Sales Inc. ................. 32 

Aspen Avionics ....................... 27 

Aviation Design ....................... 8 

Aviation Research Systems Inc. .......... 41 

Avidyne ................ Inside Back Cover 

Avstat Aviation Inc. .................... 29 

B & C Specialty Products Inc. ............ 17 

BAS Inc. ............................ 71 

Beaver Air Services .................... 25 

Biggs Aircraft ........................ 53 

Bruce’s Custom Covers ................ 5 

Carolina Aircraft Inc. ................... 20 

Cincinnati Avionics .................... 21 

Continental Motors .................... 9 

Crosswind Coolers LLC ................ 52 

Cruiseair Aviation Inc. .................. 35 

Cygnet Aerospace Corp. ............... 23 

D’Shannon Aviation ................... 51 

DBM ............................... 33 

Eagle Fuel Cells ...................... 62 

F & M Enterprises ..................... 63 

Falcon Insurance Agency ... Inside Front Cover 

Flight Resource LLC ................... 38 

Flight Electronics Inc ................... 38 

Floats & Fuel Cells .................... 28 

Flying Colors Aviation .................. 68 

Flying Like The Pros ................... 17 

G & D Aero Products, Inc. ............... 41 

Gann Aviation Services ................. 22 

General Aviation Modifications Inc. ........ 13 

George Baker Aviation . ................ 42 

Great Lakes Aero Products Inc. .......... 48 

Hampton Aviation Inc. ................. 35 

Hartwig Aircraft Fuel Cell Repair .......... 34 

Hartzell Propeller Inc. .................. 7 

Herber Aircraft Service Inc .............. 53 

Horizon Instruments Inc. ................ 30 

J. L. Osborne Inc. ..................... 61 

J. P. Instruments Inc. .................. 15 

Jabiru USA Sport Aircraft LLC ........... 33 

Kalamazoo Aircraft Inc. ................. 42 

Kings Avionics Inc. .................... 68 

Knisley Welding Inc .................... 44 

Knots 2U Ltd. ........................ 14 

Lets Fly Alaska ....................... 14 

Lighthawk ........................... 70 

M-20 .............................. 53 

Mena Aircraft Engines, Inc. .............. 41 

Microaerodynamics Inc. ................ 58 

Mountain View Aviation ................. 40 

Murmer Aircraft Services ................ 17 

National Airparts Inc. .................. 55 

Niagara Air Parts Inc. .................. 12 

Oilamatic Inc ......................... 32 

Oregon Aero ......................... 22 

P2 Inc .............................. 46 

Parts Exchange ...................... 7 

Paul Bowen ..........................64 

Penn Avionics ........................ 57 

Performance Aero Inc ............... 36-37 

Performance Aircraft Parts Inc. ........... 45 

Plane Power Ltd. ..................... 3 

Poplar Grove Airmotive Inc .............. 12 

Precision Propeller Service Inc. ........... 21 

Premier Aviation ...................... 25 

Ram Aircraft LTD Partnership ..... Back Cover 

Recurrent Training Center ............... 27 

Rocky Mountain Propellers Inc.. . . . . . . . . . . 57 

Select Airparts ....................... 65 

Select Avionics ....................... 72 

Simcom Training Centers ............... 39 

Sky-Tec Flyweight Starters ............ 3 

SoundEx Products .................... 24 

Spidertracks ......................... 63 

SRS ............................... 31 

Tanis Aircraft Products ................. 52 

Tornado Alley Turbo Inc. .................54 

Ultra Electronics – Flightline Systems ...... 45 

Voice Flight Systems LLC ............... 6 

Windward Aviation .................... 47 

Zeftronics ........................... 60

A New Way of Flight Trainingâ¦ - American Bonanza Society

Create successful ePaper yourself

Delete template?

Save as template?

A New Way of Flight Trainingâ¦ - American Bonanza Society