February 2007 - American Bonanza Society

• • • • ••• • •has dccailes of exr.cnence in aViatIOn insurance, and weare uniquely

Voume (,/ Number 2FEBR UARYON THE COVER10041 BEECHCRAFTOFTHE MONTHAnn Curcio's 1947 V-tail.FEATURES10043 "BO' ON A BUDGETBy Tom SlIider10045 PARDON MYEXUBERANCEBy Celie Taller10046 ABS BOARDNOMINATIONS10051 UPGRADING TO WAASBy JO/III Col/ills10053 BEECHCRAFT IS BACK!By Patrie Rowley10060 MAJOR CONCERNSABOUT OUR INDUSTRYBy Neil PoballZ10065 ANR HEADSETEVALUATIONSBy Steve Walker10012 OCEANIC NAVIGATIONOVER 30 YEARSBy Bill Comptoll10018 DANGEROUS FUNBy Johll M. Miller10016 AN A36 ANGELBy Dall Mayworm10083 OSHKOSH DISPLAYPLANE CONTEST1003910039 BPPP SCHEDULE10040 PRESIDENT'S COMMENTSby JOII Luy10045 ABS AVIATORS100551005910041 TECH TALK 10061by Dick Pedersellby Charles Dm'id.roll, AlD.TECH TIPS/NEIl'S NOTES11061A10062WHAT'S WRONG 10066by Adritlll Eich/,om& /(011 Timmermflll.! 10068BPPPby Cen y Parker10015ADSEcnONCURRENTS 10080 AVIONICSby Lew Gageby /,i" HughesFORUM 10082 REGIONAL NEWSSAVVY OWNER 10084 INSURANCE~v Mile BIIJ'(.iJ by .loll" Allell, Fa/COliG.A.NEWS 10086 CALENDARSend articles/letters to:ABS Magazine Publication OfficePO. Box 12888. Wichita. KS 67277Tel: 316-945-1700 Fax: 316-945-1710E-mail bonanza1@bonanza.orgWebsite: http://www.bonanzo.orgCop~' and pholor;nlphS 5Ubmil1td rOC" publicatioa bttome tIw proprrlJ III the SotVtyaltd shall not bf ~urnm. Ankld wbmincd lIith picrures =i,~ publicIioII olllle So..-;uy. Aniclcs or 0Ibcrmzeriab b)' _ tboul ~ 0Ibcr "-A85 _ p1IIbi 111l1li: ASS MtlfIOM asI cowvsy and rntrnbc:r firI'\"iCe. Except • txpn'SSIy lIMed. tIrv ~ m dus mag.IZiIE does 001 tuI5lilUle • codcncmen1 by ASS of the ~ scnic:Q «evcutS rA5UCb orpnimioa. ~ IUCrVd l1li: riJhlIO rq«I ..,. .-rrW tubmallcd for ph­Iic:nion..M'NUAL DUES: US-Us. Canada &. Maic0-$5S (US). Foteip-$9J (US).Additional Funil)' Mcmbn.-ru cd Llfc membtrslllp-.S 1.000. COIII&1 ABSHcadquancr.; for detail$.POSTMASTER: Send ~ dWlgcs 10 ASS MAGAZlNf.. P.O. Box 12S8&.Wichita. KS 67277·2888. C Copyright 2007.

www.bonanza.orgABS MEMBERSHIP SERVICES Month". ABS Magazine ' One-an.()ne Aircraft Advice, Beechcraft Pilot Proficiency Progrom ' Aircraft Service Clinics ' Air Solety Foundation Research &Development Projects ' Regulatory & Industry Representation ' Annual Convention & Trode Show, Aftilioted Aircroft Insurance with Falcon Insuronce ' Members-only Website Section ' EducationolBooks. Videos & Logo Merchandise ' ABS Platinum Viso® (with RAPID Discounts) , Tool RentolProgram ' Pralessionally Staffed Headquarters.1922 MIDFiElD ROAD. PO BOX 12888 . WICHITA. KS 67277 ABS exists to promote aviation salety and f".ing enjoymenl throughTEL316·945-1700 FAX 316·945-1710 E-MAIL. ABSmoil@bonanza.org educalion and information·sharing among owners and operalors ofOFFICE HOURS: M·F 8:30 am · 5 pm (Centro I Time)Bonanzas. Borons. Debonairs and Travel Airs Ihroughoul Ihe world.ABS BOARD OF DIRECTORSTERM EXPIRESPRESIDENTJON LUY (Area 7) '2008Committee Choir: Events. Executive205 Amador Rood, Sutter Creek. CA 95685phone: 209·267-0167. fox: 209·267-0247e-mail: Jdebono i~tmol L comVICE PRESIDENTARTHUR W. 8ROCK (Area 8) '2009Committee Choir: Bylaws/Long-range Pion, Media2831 CoIf Ro .. RonchoPaIos_. CA ~75phone: 310-548-8507, fax: 31(}54~767e-mail: brockort@ool.comSECRETARY81LL STOVALL (Area 6)Committee Choir: Membership32675 WoodSide Dr" Evergreen. CO 80439phone: 303-670-2244, fax: 303-67Q..3385e-mail: billslovoll@evcohs.comTREASURERCHARLES S. DAVIDSCN. M.D. (Area 3)Committee Choir: Aeromedical, Finance1605 Wood Duck Ln .. Kill Devil Hills. NC 279.

ABS AViATOR PROGRAM :WHAT'S iN iT FOR ME?A list of recognized training withthe points for each program is postedon the ABS website. If you do nothave web access, contact ABS andwe' ll make sure you get a list. If youknow of a program you'd like added tothe list, contact Tom.Our ABS Avia/or program encourages pilots to go beyondthe basic requirements to exercise pilot privileges, so it does/la/ recognize flight reviews, instrument proficiency checks ortrai ning necessary to maintain skills or keep a job-unless thattraining is otherwise recognized.For example, a flight review alone does not qualify forpoints, but if you earned that fli ght review as parr of a recog­I'm proud to say that I'm an ABS AviaTOr and, to date, so arealmost 100 other members. So what? Why should youbother parricipating in this lifelong learning program? Letme explain:ABS AviaTOr is only in its second year, started by the ABSEducation Committee under Chairman Jack Hastings and hisstaff liaison, Manager of Technical Services Tom Thmer. Therewere two main reasons for starring this program. Reason #1: Tohelp you be a better pi lot and be recognized for your effort.Rea;on #2: To keep hammering away at insurance costS.Aviation insurance companiesaren't as open to "negoti ating" aswhen there was competition for ourbusiness. So we have to be more pilof and be recognizedaggresive in convincing OUf insurers for your effort.that we deserve bener rates.Reason # 1: Help you be a betterOne important reason for beingan ABS AviaTOr is that it serves asproof of your efforts to keep andimprove your piloting ability. So, ABShas a much bigger "ulterior moti ve":To build a case for the insuranceindustry to recognize the ABS AviaTOrprogram as a safe-piloting tool, with the goal that if you participate,there will be a rate reduction. Yes, that's a very ambitiousgoal, but worth our whi le.The way we will do this is by tracking accident/incidentrecords so that eventually we have a history of safety amongparricipants to show to the insurance companies. That's goingto take a few years, so I urge everyone to participate in the ABSAviator program (and fly accident free) to build that case.How do you become an ABS Aviatat?You must complete training programs recognized by ABSfor the addi tional safety they provide Beech pilots. Each recognized program has an assigned point value deterntined bythe Education Comminee. The value is based on the amount ofeffort needed to complete the training; whether the programincludes night, si mul ator and/or ground instruction; andthe extent that the training applies directly to flying Beechairplanes.When you earn at least 100 points in one calendar year,you wi ll be named an ABS AviaTOr. Send copies of your completioncertificates to Tom Turner by fax, mail or e-mail to earncredit for the training you've received.Reason #2:keep hammeringaway af insurance costs.nized program like SPPP, you wouldget the points for that program.ABS AviaTOr is all about lifelonglearning, so you can earn a new levelof ABS Aviator for each calendar yearyou complete at least 100 points worthof training. When you earn recognitiona sixth time, you will be designateda lifetime ABS Mas/er AviaTOr.Some of the perks for participatingare a certificate from ABS, a lapelpin, Bonanza Bucks and recognition atthe ASS Convention. (The lapel pin isnew, so existing Aviators will be sent one.) Rewards willincrease as you earn higher levels.ABS Aviator at the conventionWe've always put on an excellent convention, but a lot ofmembers view it more as a social event than an educationalforum. Yes, there are many social aspects, but that's not themost important part. Over the last few years we've workedhard to make it the "prentier educational event" for members.That's not just a promotional slogan; it 's because of the qualityof the seminars, most of which count toward the ABSAviator program.The Convention Committee put together a sentinar''tracks'' system three years ago that allows members to pickfrom various categories, depending on their interest: FlightOperations, Maintenance, Ownership and Product-specific.This helps keep the convention fresh every year and keeps uslearning new things.I hope to have the pleasure of sending you a note ofcongratulations when you join me as an ABS Avia/or! - JonSee page 10045 for the list of new ASS Aviators.ABS February 2007 www.bonanza.org Page 10040

8[[C~CRRfl OF THE MO~THN3131YAnn K. CurcioRacine, Wisconsin1947 VALENTINEY flight training started on a small~grass strip in Racine County,Wi sconsin, known as GuntlyMemorial Airport (62C). After myfirst flight, I was hooked; fl ying was thegreatest thing in the whole world! Aftera few lessons in a rented Cessna 150, Iquickly received the nickname CaptainSmiley because every time I stepped outof the plane, I wore a big smile.I purchased an Ercoupe to continuemy training and eagerly flew aliI coulddespite the cold nasty winter weather ofWisconsin. One cold day in January as [was warming myself in the maintenancehangar, I spotted a beautiful Bonanzagoing through its annual inspection andwalked over to admire it.I wasn't looking for another airplane,much less a 1947 Bonanza, butthis one looked like a newer model withits paint scheme, and it had been modifiedwith the small third windows andS-model wingtips. A closer inspectionrevealed full IFR equipment, neweravionics, nice interior, 20-gallon fuselageaux. tank, electric boost pump andthe Beech 215 electric prop.Overall, this model appeared to bein very good condition. Tom Guntly, theresident mechanic completing the annual,teasingly quipped, "It's for sale."Ann and Dan Curcio.[ promptly went home and told myhusband that for Valentine's Day I wantedthat Bonanza. On February 14, 2000,I received Bonanza SIN D558, N3131 V.Ann Curcio with her flying companion Buddy, a smooth·hair fox terrier she got as a rescue dog.Capt. Smiley's adventuresI flew 31 V to EAA AirVenture atOshkosh July 23, 2000, with myinstructor in the right seat in the WomenWith Wings group-my first experiencewith formation flying.After completing my private pilottraining in 31 V, flying mostly off thatsame small grass strip, I passed myflight test September 9. The flightexaminer, who was in his 60s, said thatin his entire time as an examiner he hadnever had anyone take their private pilotexam in a high-performance complexaircraft. "No problem !" I said.The next weekend for my firstflight as a new private pilot, I took mytrusting husband to the annual openhouse at Meigs Field. I was put in aholding pattern a mile out over LakeMichigan and was seventh to land-andI thought flying would eliminateChicago traffic! Unfonunately, MeigsField is now gone, which is a shame

EQUI PMENT LIST - N3131 V1947 MODEL 35Novcoms: Two KX 155Duo, VOR wilh gl,deslopeKJng KMA 20 oud'o ponelTelex PC4 ,nlercomKing KR86 ADFKJ ng KT781ronsponderEleclrDnlcs In'ernoliono EGTiCHTKlN89B GI'Ssince it was a great way to get to downtownChicago.In October of 2000, I started instrumenttraining with ABS Past PresidentCraig Bailey at Kenosha airport (ENW).In April 200 I I wanted to escapethe cold in Wisconsin and head to sunnyFlorida for Sun 'n Fun for a week. Itwas my first long trip, and 18.8 flighthours later-including a small detour toCrystal River near the west coast ofRorida to scuba dive with the manatees-Iwas back home safe and sound.T started flying in the EAA YoungEagles program in 200 I and have trulyenjoyed the pleasure of providi ng morethan 20 children with their first flight.I received my instrument rating inMarch 2002 and for my next big trip, Ithought really big.I departed Ju ne 2002 on QantasAirlines for Australia. Starting inRedcliff in a rented Cessna 172 with agroup of four planes, I was off to explorethe great Outback for two weeks with atOlal of 37.1 flight hours and stops at 15cities. The only downside was that therewere no Bonanzas to rent.With another week of scuba divingon the Great Barrier Reef added to a weekin Brisbane, this was by far the most awesomevacation in my life, one I will cherishforever and hope to return someday.For my next big trip, 31 V and Istayed on the North American continentfor an Alaskan adventure. We left onJune 19, 2003. returning July 7 after59.4 flight hours. To say that my firstmountain-flying experience was excitingwould be a terrible understatement.If I had not had the expert instrumenttraining from Craig. I wouldn't be hereto write this article.EDITOR'S NOTE: MOllluainflyingpresents unique and potellIiaily deadlychallenges that uninitiated pilots lIlaynot appreciate before it's too late. It 'shighly recommended that pilots of allexperience levels complete a moulllainflying course (such as BPPPs) and heedits lessons before attempting 10 fly in themOlillfains. -Tom TurnerThe situation through Canada andAlaska was not much better. Let's justsay that Alaska is absolutely beautifulwhen the weather is nice, and absolutelythe worst place on earth to be whenthe weather goes bad.Through all this, 31 V remained afaithful companion with no failuresexcept the tired engine that was at 30years since rebuild and past TBO. It consumednearly three cases of oil duringthe Alaska trip, which led to getting thefirst major upgrade si nce I purchased her.In the fall of 2004, her worn-out E-185was replaced with an E-225.I now have about 60 hours on thenew engine and love the added power. Sowhere is my next big adventure to be?EDITOR'S NOTE: Let's hope one ofAnn's '07 Big AdvellIures is 10 the ABSConvention ill Wichita, bringing herbaby back home!IS YOUR ASS RECORD UP TO DATE? The 2007 Membership Directory &Buyer's Guide will be developed over the next couple of months, so check your database record to make sureit's complete and correct. The directory will include your name, City/state. airplane model and tail number. and·if you "opt in" - your telephone number and/or e-mail address. We encourage you to opt in because it promotesgreater member-to·member communication. Check your record in the online membership directory.members-only section - www.bononzo.org. Or call for a record check - 316-945-1700.

ith the help of ABS, and especiallyLew Gage, the early BonanzaWis one of the best values in theused airplane market. J believe wesometimes do a disservice to theBonanza when most of our articles areabout the really "tricked out" and manytimes over-equipped Bonanza.Now, before everyone gets excited,let me explain. Over the past 40+ years Ihave owned 13 airplanes, three of themBonanzas. For 10 years I owned SIN CJ I ,the first aerobatic Bonanza with HSJ,autopilot, Loran, etc. It graced the coverof the April 1989 ABS Magazille.r was using the plane for business80% of the time and needed an IFRequippedplane. But since then my airplaneneeds have changed and now Jdon 't stay IFR current. Like the majorityof aircraft owners, I fly for pleasure,don't have to meet strict schedules andam very happy flying only VFR.Many potential owners steer awayfrom Bonanzas because of the perceivedhigh cost of ownership and end up purchasinga used 172, 182, Cherokee orother airplane for much more money andmuch less performance. While I appreciatethe effort and expense many have putinto preserving and upgrading theirBonanzas, you can own and operate anexceptional airplane for much less if yourmission is VFR or limited IFR and youare willing to do a little work yourself.There are many good early Bonanzas outthere for $40,000 to $60,000.Four years ago I was having fun witha little Piper Pacer, but after a somewhatrough and slow cross-country flight, mywife suggested that I get a "real" airplaneif J wanted her to fl y with me! J owned astraight 35 back in the 70s, and enjoyedits speed and fuel efficiency. So findinganother one became my goal to keep myfavorite copilot happy.There was some junk out there, butseveral very nice ones, too. I settled onMostly original VFR ponel.Page 10043www.bonanza.orgABS February 2007

N3224V, a 1947 35, SIN D667, whichhad gone through a three-year restorationwith new engine, prop, instruments, interiorand paint by a retired airline captainand A&P who was enjoying his retirementby wrenching rather than flying.It was basic VFR with one radio,transponder with encoder, no aux tankand of course no autopilot. I was at theright place at the right time and a dealwas struck for $40,OOO! Shonly afterthe purchase, I ran it through the ABSService Clin ic (the best money aBonanza owner can spend) and hadinspector Bob Olson look it over whilemy mechanic looked over his shoulderand took notes. Sure, there were theusual squawks, but nothing too seriousand it has been pretty trouble-free forthe past four years.I do owner-assisted annuals, whichhelps me know the plane better andsaves me money. I' m at a small airportwhere the rates are way below the "bigcity rates" but here is an example of myannual costs of ownership over the pastfour years:Hangar S I ,670Insurance 1, 185Annual inspection 500 (approx)Pans, misc. repairs 370 (approx)Annual cost $3,725With the cost of fuel and an averageLOO hours per year, I am at $70 per hourto fly a high-performance, very comfonablefull four-place airplane. I knowI should figure in an engine and propreplacement cost, but at just under 400hours SMOH, I figure it will outlive me.And besides, I have never had an airplanego down in value (l don't buynew), so I justify it that way also.Now my $100 hamburger actuallyonly costs me $70, and my copilotlbestfriend is much happier. @Tom Snider's 1947 Model 35 is a very comfortable, high-performance four-place airplane.a' 110 •• ,,, •So Should Youlilt IHchBonanzalIS PI"t·Dum Vis"We have athat provides valuable financial suppqrt.for ABS.This new card is the only card that supports ASS - ASS is nolonger associated with the existing ABS card you carry.Wha' should you do?Call today to apply for the new ABS card. You'll get:• IRff Getaway Miles Air Travel & Vacation Rewards Program - eachdollar spent earns points toward air travel and vacation rewards .• Iliff $5,00II Pe"onat Identify Theft (overage - (ove" 10 theftexpenses incurred if your identity is stolen• IRff Auto Rental Collision (overage• Iliff Zero liability Protection on unauthorizedtransactionsr"Ir_ off .,il" ,,,. HEW A.S "",Inu", '11.,,&on" • .,il," lo""yl Simply call 800·222·7458to apply and transfer the balance from your old card'Il\TRUST4tUnique to the new ABS Visa - Ports discounts through Beech's RAPID!ABS February 2007 www.bonanza,org Page 10044

BY GENE TONERONALASKA, WASHINGTONf one has never flown a straight 35,~one has not truly flown a Bonanza. Myfanner 1947 Bonanza SIN D-414 wasan outstanding airplane, especiallywhen compared to airplanes of that era.I do not have the words to conveythe feeling ihat you and the airplane areone, which was ever-present whenflying this Bonanza. No matter themaneuver, the airplane seemed to sensemy intention and did it with astonishingease. The lightness and responsivenessof the controls has to be experienced tobe believed.The efficiency and performance ofthe straight 35 could not be matched; adelight to cruise at 175 mph true at 10gph (C I85-11 with 88" electric prop).And what fun to accompany otheraircraft while using less fuel, carryingsimilar loads and arriving first!The airplane took us to many farawayplaces throughout our country,Canada and even as far south as PuertoVallarta, Mexico. But the most fun forme was enjoying the many mountainand short, out-of-the-way airstrips inWashington and neighboring states. Theexcellent cross-country capabilities ofthe straight 35 masked its truly outstandingshort-field performance. One didhave to work at descending if thermalswere present, as the airframe is so light.Stories concerning cost of owning acomplex aircraft did not prove to be truewith my straight 35 at the time. If fact,the engine had 1600 hours on it withouta cylinder being removed and the airframerequired very little maintenance.But the beauty of this red-trimmed,natural aluminum aircraft could not beignored. For some not-understoodreason, people just had to rub theirhands on the polished wi ngs.T have a picture of our airplanebeside N35VB , the IO,OOOth Bonanza,when we attended the ABS Conventionin Milwaukee in 1977. There were 16people around the straight 35, and threelooking at the new Bonanza. What agreat feeling to own such a fine airplane.The early 355 had nice designtouches such as flap gap doors and fuelcap covers. However, maintaining orservicing the instrument panel is not ajob to wish on anyone. My neck achesjust thinking about it, as do my elbowsand shoulders when looking at apolished aluminum airplane! @JOHN KLEIN. Indianapolis, Indiana. earned TED LEWIS, Phoenix, Arizona, earned 170Colorado, earned 110 points by 100 points by completing BPPP and three points with a new Commercial Pilot - Singlecompleting BPPP and tive recognized semi- AOPA Air Safety Foundation online courses: Engine Sea rating, by aMending Advancednars at the 2006 ABS Convention, including GPS for IFR Operations, Soy Intentions and Pilot Seminars' engine managementthe BPPP Mountain Flying ground school. Runway Safety. course, and by completing online training:RAYON WILLIAMS, ScaMs Volley, California. BERT BORNGESSER, Raleigh, North CarOlina,earned 100 paints by completing BPPP earned 110 points by completing hisrecurrent training and the Savvy Aviator Single Engine Sea rating and a tailwheelseminar.endorsement.King Schools' Practical Risk Managementfor Weather and AOPA's Runway Safety.@Page 10045www.bonanza.orgABS February 2007

REPORT OF THENOMINATING COMMITTEETo: Bill SlOvall, ABS SecretaryAs Chairman of the ABS Nominating Committee, whichalso included Dr. Jack Hastings and Jack Threadgill, I ampleased to provide the following candidates for nomination10 the ABS Board of Directors. The vacancies to be filledare due to term expirations for Area I, Area 2 and Area 4directorships in September 2007. DireclOrs serve threeyearterms and may be re-elected for one additional threeyearterm. This will be a first term for all three candidates:Area I - Gregory Keshishian, New York, New York.Representing Connecticut, Delaware, Maine,Massachusetts, New Hampshire, New Jersey, New York,Pennsylvania, Rhode Island, Vermont.Area 2 - Keith Kohout, Covington, Kentucky.Representing Indiana, Kentucky, Ohio, Maryland,Michigan, Washington, D.C., West Virginia, Canada and aUother foreign countries except Mexico.Area 4 - Andrew Reardon, Lake Forest, Illinois.Representing Illinoi s, Iowa, Missouri, Minnesota,Wisconsin.In addition to the above nominees, names of other eligiblemembers may be submitted by general membership petitionin accordance with Article II (7) of the ABS Bylaws.Respectfully submilted,Craig R. Bailey, ChairmanAREA 1GREGORY KESHISHIAN. a member ofABS since 1992. hos single-engine. multiengine.instrument. commercial and CFI ratings.He has owned three airplanes. includinga 1981 F33A and his current 1949 A35.A staunch advocate of continuoustraining. Greg has been a BPPP instructorsince 1991 . and is also a flight examiner forthe U.S. Coast Guard Auxiliary. He has corriedon the flight instruction port of hiscoreer for more than 20 years and earnedMaster CFI designation from the NotionalAssociation of Flight Instructors (NAFI) .As founder and managing portner ofGK Portners, a management consulting firm,Greg is a widely recognized author and lectureron employee pay and pertormance.Greg is a 1977 graduote of RegentsCollege, with graduate studies at NewYork University Schocl of Business Administration.He and his wife Connie reside inNew York City.AREA 2KEITH KOHOUT has been an ABS memberfor three yeors and currently owns andflies a 1967 35-C33A. His ratings includemultiengine commercial, instrument andsingle-engine commercial.Keith presently works for UBS GlobalWeolth Management in Cincinnati, Ohio, providingfinancial anolysis and guidance to businessesand individucls while mo~ng recommendationsfor improvement consistent wflhtheir short- and long-term financial gocls.Prior to moving to the the financial industry,Keith's brood bockground in morketing,product development, operations and financehelped conceptualize and launch innovativeproducts and selVices for Star Gos with 116branches and over 1,600 employees locatedin the Midwest, North and South East.Keith's passion for aviation beganwhen he started flying in conjunction withAudio Video Interiors, a Florida company heowned and operated for 14 yeors beforemoving to Covington, Kentucky, where hecurrently resides. Keith said he is locking forwardto working with ABS and continuing thelegacy of one of the finest organizations forpilots in the country.AREA 4ANDREW REARDON, a member of ABSsince 1988, has a commercial certificatewith instrument and mulliengine ratings andhas passed the wriHen exams for CFI qualificotian.He has enjoyed ownership of sixBeechcraft, including restoration of a V36Band currently flies a Boron 58.Andy is presidenVCEO of TTX Company,a 52 billion railrocd suppart firm with almost2,000 employees at 41 locations. His 33-yeor coreer began with the practice of taxlow.Andy is a strong prapanent of recurrenttra ining, having partiCipated in five BPPPs aswell as two FlightSafety courses. He says hisnomination to the ABS bocrd is -0 rareoppartunity to give something back to flying.a passion since childhood ."A former line officer abocrd the U.S.Navy aircraft carrier, Wasp. Andy has a 1967SA in English from Notre Dome and a 1974low degree from the University of Cincinnati.He and his wife Michele have four childrenand reside in lake Forest, Illinois.@

BY DICK PEDERSEN, ABS TECHNICAL CONSULTANTTONY, WISCONSINBroken engine mount boltsI have found several 10-520/550-powered Bonanzas withbroken or missing mounti ng bolts on the left and right rearengine mount fittings, where these fittings bolt to the nose geartunnel sides. Those rear engine mount fitting s are the angledbrackets that are below the engine mount legs that are boltedto the engine, The square rubber Lord mount is installedbetween these two engine mount fittings.On some, the broken bolts were still in place, but the nutside of the bolt was broken off and missing inside the nosegear tunnel. These are AN4-1 OA, -II A or - 12A bolts, dependingon their location on the aft fittings. The top two bolts in thecenter of the aft fittings are usually the ones I find broken.Many times most of the rest of the bolts on the aft fittings areloose, possibly from bolt stretch.I assume the top bolts break from the weight of the enginepushing these fittings outward due to their angled design, especiallyduring turbulence or a hard landing, These bolts probablydon't get checked very often during normalmaintenance.The first time I found one of these brokenbolts in the boltom of the engine compartment,I had to look a long time before discoveringwhere it had come from because the left mufflerand manifold make the top of the fittingsomewhat difficult to see. I usually replacethese bolts at engine change time.The front engine mount fittings don'tseem to have this problem, although I havefound several slightly loose bolts in theselocations, This may be something you willwant your favorite maintenance provider tocheck from time to time.Fuel cell ventsI occasionally find a Bonanza wi th aproblem involving the fuel cell vents on theFuel vent line with small hole (orangearrow) drilled into aft side of linebottom of the wings, back by the flaps next to the fuselage,The two most common problems are the vent line beingplugged by a mud dauber nest, or the vent line is bent aft orbroken completely off.The plugged vent is easy enough to clear out with a pieceof wire or a plastic squirt tube from a WD-40 or LPS aerosolcan, assuming the nest or obstruction isn't too far up the ventline, If the obstruction is beyond the reach of your pokingstick, you will need to disconnect the vent line at a joint orsplice and blow it out with compressed air. Be sure to blow ina direction away from the bladder, as you do not want to blowthe obstruction into the bladder, nor do you want to pressurizethe bladder.A vent line being bent aft instead of in the normal 10° forwardposition is usually caused by someone accidentallybumping it while working under the aircraft or cleaning thebeUy. These vents bend aft very easily, Do be careful when tryingto bend them forward. If not properly done, the aluminumvent line will snap off just below the wing skin and ruin yourwhole day.The reason the vent line snaps off in this location is due toa small anti-icing hole that is drilled, or should be drilled, in theaft side of the vent line, fairly close to the bottom wing skin. Ifthis small hole is not drilled in the vent line or is plugged up withpaint stripper or paint and the vent line gets plugged wi th ice orsome other obstruction, the engine wi ll eventually quit from fuelstarvation as air is not being vented into the bladder to replacethe fuel the engine is drawing out of it.This can also cause the bladder to collapse and comeunsnapped from the top of the tank liner in the wing, If thisgoes unnoticed, you may not be able to put in the amount offuel that the bladder normally holds, as it may not straightenout completely on its own and it most certainly won't resnapitself back to the top skin!There is a way to detect a plugged vent inflight, before your engine quit s, if you knowwhat to watch for. I f one of your fuel gaugesstarts slowly working its way toward the fullmark for no apparent reason, we know forsure your Bonan za is not making gas! As thebladder is sucked up off the bottom of thetank liner as it is collapsing, the fuel gaugesending unit float is also being lifted up,causi ng the gauge to read a higher quantity.If you do nothing at this point, such asswitching to another tank, things could get veryquiet when fuel quits flowing to the engine, Noone has yet figured out how to keep it runningwhen you are that lean of peak IMany owners, mechanics and even FAApersonnel do not realize that these anti-icingholes are there on the aft side of the vent tube,So the ice hole sometimes doesn't get drilledPage 10047 www.bonanza.arg ABS February 2007

into the broken vent replacement tube, or it doesn't getchecked for obstruction after a paint job. Paint stripper caneasily fill this small hole, or masking tape can accidentally getleft on the vent tubes. covering tbe ice hole.While performing an annual inspection, many mechanicscheck to make sure the vent tubes are bent the correct 10° forward,are the proper I 3/4" long, have the 45° beveled openingand check the tube opening for obstructions-but fail to lookat the aft side of the tube to check to see if the small ice holeex ists and is not plugged.A Beech Service Leuer issued May 1957 pertains todrilling a second #40 hole 3/4" above the original hole in a1II0re ice-free area on the earlier Bonanzas. H35 SIN 0-5048and after had this #40 hole installed in the correct location atthe factory.During the S35 production run, starting with 0-7829,recessed fuel vents were installed at the factory to furtherreduce the chance of an iced-over vent. These recessed ventsare adjacent to the regular vent line and are connected to thesame vent line coming from the fuel cell by a Y connection.Even with the recessed vents, the regular vent tube still has thesmall ice hole dri lled into the aft side of the vent tube.If a vent tube on your Bonanza gets bent accidentally, itneeds to be bent forward to the correct 10° forward position toprovide the correct positive air pressure to the fuel cell.Otherwise, if left bent aft, suction will occur in the fuel celland can cause fuel starvation and engine failure.Care must be taken to bend the vent tube below the icehole, while supporting the vent tube in the ice hole area so itdoesn't bend and snap off in that area. If you are repairing abroken vent tube, be sure to drill the ice hole in the repairedtube in the proper location.Richard (Dick) Pedersen has been on ABS technical consultant forwell over a decode. Formerly our primary Service Clinic inspector,Dick now works mainly behind the scenes as a Beech maintenanceexpert and ABS' coordinator with the National Transportation SafetyBoard investigating Beechcroft accidents. When not consulting forABS or answering technical questions at Oshkosh and the ABSConvention, Dick runs a shop in Tony, Wisconsin, working exclusivelyon Beechcroft.If you have some ideas for topics that you would like theABS technical stoff to elaborate on. send your request forarticles to the ABS Magazine. Be sure to include your nome.address. phone. fox and e-mail address so the consultantscan contact you if they have questians. Shoring informationabout your airplane is what keeps the Society and this magazinegrowing. -EditorBeechcraft Service LetterPublished by the Customer Service DivisionIssued May 1957Models: Straight 35 and A35 thru H35FUEL CELL VENT MODIFICATIONIn extremely severe icing conditions, ice may completely block the openings in the main fuelcell vent tubes, resulting in collapse of the fuel cells. A second hole in the aft side of the vent tubenear the wing skin will reduce the possibility of completely blocking the vents; this modification hasbeen made on Bonanzas D-5048 and after.The normal opening in the vent tube is scarfed forward so that in flight ram air wi ll producea slight positive pressure in the cell. However, if the opening is closed by ice or foreign matter, asfuel is withdrawn from the cell a partial vacuum wi ll be produced which is of suffic ient force tocause coll apse of the cell, producing erroneous fuel gauge readings. The purpose of the hole in theaft side of the tube is to relieve the partial vacuum so formed and avoid collapse of the cell. Thelocation of the hole was chosen to be as nearly as possible in an ice-free area.On the aft side of each main fuel cell vent tube, drill a #40 bole 3/8" from the open end ofthe tube. The new hole will be 3/4" above the original hole in the vent tube, whkh may be leftopen.The vent tube openings should be checked occasionally to make sure they are unobstructed,since they are essential to proper fuel system operation.Beech Aircraft Corporation - Wichita, Kansas 67201 USA - Founded in 1932 by Walter H. BeechABS February 2007 www.bonanza.org Page 10048

HEART VALVESWe all know how you identify a doctor: He (or she) isthe one running around with that little rubber hosewith earpieces hanging around the neck. In the good01' days of medicine, you had several clues that the doc wasaround: white coat, black bag, weird-looking headband with amirror on it (remember those?).Then times changed and many docs began to wear pajama-likesurgery scrub suits. Certainly made sense for the surgeonwhen he (or she) was operating, but now it seems it's thecasualrrV docs' look for any physician. One can't tell the docfrom the person who was incarcerated at the county lock-upunless by its color-coding. But I digress.Going back to that rubber hose around the neck. That is astethoscope. OK, you all knew that. We all learned that was theproper nanne back when Marcus Welby, MD, was the TV doctorbefore George Clooney made it to the ER. But did youknow that the stethoscope was invented in 1816 by the Frenchphysician, Rene Laennec? How about that for a commonlyused piece of medical equipment 190 years old! Probably onlythe wooden tongue depressor is older.Before Laennec's invention, physicians practiced whatwas known as "immediate auscultation" to listen to the soundsof breathing and the beating of the heart. This was simply theprocess of the physician pressing his ear to the body and listeningto the sounds coming forth.Laennec was embarrassed with the prospect of having topress his ear to the chest of a female patient. He recalled thatsound passes through solids, so he spontaneously rolled up 24sheets of paper and listened through one open end. To his surprise,he heard the sounds better than wi th the naked ear to thechest. He eventually devised and constructed wooden implementsthat amplified the sounds.Other doctors started using the device that Laennec initiallycalled Le Cylindre (the cylinder). They began coiningmany other names for the device and Lannec finally and officiallynamed the device "stethoscope" from the Greek words"I see" and "the chest." The use of the stethoscope was called"mediate auscultation."The modem version has a flexible synthetic hollow tubewith earpieces and usually a metal head portion that is pressedto the skin. The head has diaphragms of a material that vibratesor simply annplifies the sounds (like Laennec's). We all knowthat the doctor sticks the earpieces in his ears and puts themetal end part on your bare skin in various places and asks youto breathe (as if you were going to stop for any appreciabletime) and cough and then hold your breath and other somewhatodd maneuvers. So what's he hearing? 'Z2 Top? CountBasie? Nope, he's hearing the sounds of life.That last sentence was pretty ponderous and serioussounding,but true. Without air moving in and out of yourlungs and blood moving through your heart and pumpingthrough the vessels to the organs of your body, you're toast!With that simple little arrangement of tubing and metal , thedoctor can hear the movement of air and blood.When the doc listens over your heart, he is listening for thesounds of the heart valves opening and closing. ormally wehave four heart valves and they open and close in a predictablesequence. Through the stethoscope it sounds like: Lub-dub, lubdub,etc, etc. Faster or slower, sometimes with pauses or skips,over and over again every time the heart muscle contracts,squeezes and then relaxes and fills with blood again.The lub-dub sound is the opening and closing of smalltissue leaflet type "doors" that allow blood to flow from onechamber of the heart to another and also from the heart to thelungs and out to the body. These thin leaflets allow blood toflow in one direction and to not backflow through the openingsthey serve. They are one-way valves. One-way valves inaircraft hydraulic systems are called check valves.When 1 was a medical student 30+ years ago, listening toheart murmurs was a big topic. We would be told to go downto room X and listen to the murmur on Mr. Y. This was said in

a tone of excited anticipation like we were going there to get abirthday surpri se.A heart murmur is an unusual sound coming from theheart heard through the stethoscope. Instead of lub-dub onemay hear an extra sound such as lub-swoosh-dub,lub-swoosh-dub. The swoosh may be blood forcing its waythrough a val ve that is too tight or it may indicate a backflowthrough the val ve.Some murmurs are called innocent or functional murmurs.They are not indicative of a pathological process in the heart.Small children often have a murmur caused by the forcefulmovement of blood through the small heart valve. These murmursare usually outgrown. Some murmurs can be indicative ofdecision made by the AMCD. A consultation with the AMEbefore the initial exam may help in gathering the propertests/information for the AMCD decision-making process.The AMCD will review the information provided to besure there is no serious functional impairment caused by theabnormal val ve structure. Often the airman is issued a medicalcertificate but is asked to provide a report and ultrasound examyearly. The periodic ultrasound exams measure the dimensionsof the valve openings and the amount of blood ejected throughthe valve with each contraction. The AMCD has certain limitsto how much these values can be compromised.If the stenosis or regurgitation causes functional impairment(the heart is not pumping out the blood in a normal quanseriousabnormalities in the architectureof the heart or the heart valve.The advent of modem technologyhas enabled medical practitioners tovisualize the dimensions and functionHeart valves are one-way devicesinside the heart that direct the flowof blood from one chamber toanother or out of the heart to theof the heart valves through ultrasonic lungs or the bodyimages. These images show the size and shape of the heartvalves and can estimate how much blood is moving throughthe valve, or if it is backilowing through the valve.Heart murmurs noted by the AME generally need to beevaluated. Sometimes the pilot may already know about themurmur and may have had it evaluated by a cardiologist. Thepilot should note this info in the history part of Fonn 8500, andbring all the information he can gather from his personalphysicians that reference previous evaluation of the murmur.The AME Guide directs the medical exantiner: "If a murmuris discovered during the course of conducting a routineFAA examination, report its character, loudness, timing, transntissionand change with respiration. It should be notedwhether it is functional or organic and if a special exantinationis needed. If the latter is indicated, the Examiner should deferissuance of the medical certificate and transmit the completedFAA Form 8500-8 to the FAA for further consideration."If an AME discovers a new murmur (or any time a newmurmur is discovered) he will usually order a cardiac ultrasoundexantination and/or refer to a cardiologist. Many timesthis can be done on short notice and the results noted. If theheart is normal in function and anatomy and the airman is otherwisequalified, the AME can probably consult AMCD or theRegional Right Surgeon to obtain a verbal authori zation tocertify the airman. If it shows some new heart valve conditionor other pathology, the AME will have to defer the issuance,the airman will need to get a more thorough evaluation, andthe certification decision is made by the AMCD.Pilots with valves that are too narrow (stenosis) or allowbackilow (regurgitation) must have their initial certificationtity or force), the affected individual,whether pilot or not, may be faced withthe deci sion of a surgical correction ofthe problem. Valves can be treated withsurgery or even replaced with amechanical valve or an animal valve.Individuals with mechanical valves will usually be treatedwith an anticoagulant like warfarin after their new valve isimplanted. This is done to reduce the risk of blood clots form ­ing around the valve. Pilots with mechanical valves and oncoumadin may stili be able to exercise their privileges under aspecial issuance.SummaryHeart valves are one-way devices inside the heart thatdirect the flow of blood from one chamber to another or out ofthe heart to the lungs or the body. There are four valves in thehuman heart. They can become diseased or have abnormal formationfrom birth.In many cases these abnormal valves will be detected bya sound heard through the stethoscope called a murmur. Valvescan be more accurately evaluated by ultrasonic imaging. Pilotswith murmurs or known heart valve problems usually requirefurther evaluation and a special issuance medical certificateissued by the AMCD.In many cases after the initial certification by the AMCD,the pilot may be allowed to recertify by AASI (AME AssistedSpecial Issuance) . In thi s process, the AME reviewstests/reports required by the AMCD on a periodic basis andmay, if the tests/reports are within defined parameters, reissuethe next medical certificate.Charles S. Davidson, M.o .. holds board certification in family medicineand emergency medicine. He has been an aviation medicalexaminer since 1978 and serves as a senior AME. He holds aprivate pilot license with muttiengine and instrument rating. He isan active pilot using general aviation for business and pleasurefor 23 years and is also an ABS board member. He flies on A36.

UPGRADING TO WAASWIDEBY JOHN COLLINS, CHARLOTIE, NORTH CAROLINAAREA AUGMENTATION SYSTEM:An extremely accurate navigationsystem developed for civil aviationfor precision fligh! opprooches.I have long planned on installingthe Garmin GNS530W WAASupgrade in my V35A as soon asit became available. (Note: Thecomments in this article a lsoapply to the GNS430Was well.)ChangesThe functions that sold me onupgrading to the Garmin GNS530W arerelated to the improvements in supponof the Garmin GDL69A. Now the entirelower 48 states will have NEXRAD datadisplayed with 16 times the resolutionthat was available on the GNS530.Added are graphical METARs on the XMWeather page and selection of textualMETARs from the XM Weather page orthe airpon pages. In addition Garmin hasadded TAFs, graphical TFRs and theTerrain feature. There is a new set of auxpages to control the channel and volumeof the XM audio entenainment.The faster processor, LPV capability,parallel flight plan and the GPSSsteering for holding patterns and procedureturns are nice, but none of these areessential for me.Coming soonGarrrtin announced upgrades wouldbe available starting in January of 2007,so in anticipation and with the help ofmy dealer, I have been reviewing thedetails involved in the upgrade. Garminhas developed an STC, SAO 1933LA,for the installation, with a very largeApproved Model Li st that includes allof the Bonanzas and Barons as well asthe rest of the Beechcraft line.I recommend you take your aircraftto your dealer for a planning session todetermine what is going to be involved inits upgrade. That way, you won 't be surprisedwhen the time comes. If you can'tuse the STC, your dealer can submit a337 for FAA field approval withoutimpacting your installation downtime.Before the dealer sends yourGNS530 to Garmin for update, they willrecord its exi sting configuration. Iwould plan on two to three weeks forthe entire conversion. Garmin willreplace the GPS and processor boardsand supply a new antenna. The upgradedequipment comes with a new oneyearwarranty, regardless of whetheryour GPS is currently out of warranty.Replacing antennaAll installations require the antennabe replaced. There will be labor to gainaccess to the antenna and many aircraftwill need to have the headliner removed.The antenna cable needs to be a doubleshieldedlow-loss cable such as RG400or RGI42B and cannot be RG59.Like many aircraft, my cable isRG59 and will need to be replaced. Thismeans that parts of the left-hand sidewalland trim will need to come off toexpose the cable route. Replacing thecable, if needed, and the antenna mayinvolve up to eight hours of labor.New data cardThere is a new data card (PIN 010-10546-0) for the Garmin GNS530Wand it is not compatible with theGNS530 data card (pIN 010-10201 -00).The "W" card has 16MB capacity comparedto the original card's 8MB. Thereare a few consequences to the difference:Any spares you have wi ll not work afterthe conversion, so you will have to buynew spares. If you have two units andupgrade one to a lOW" and not the other,the cross-fill function will not work.If you have the old PCMCIASkybound II programmer from Jeppesen,you will need to upgrade to theSkybound USB. Jeppesen is offering aspecial upgrade price of $79.95. You willneed to cancel your existing Skyboundupdate service and start a new service forthe GNS530W. The new service for theAmericas will cost $410 per year, withlower price options available for US 48,Eastern US or Western US coverage.Field of viewThe GNS530W STC has very specificfield-of-view requirements that arenot included in the GNS530 InstallManual. The GNS530W must bemounted within a defined primary fie ldof view, or else it requires five remotestatus annunciators (INTGR, MSG,WPT, TERM and APR). There is aslightly tighter requirement forGPSINAV source annunciation (NAVarVLOC and GPS).If you have a standard T instrumentcluster like mine, the measurement isfrom the middle of the attitude indicatorto the left edge of the GNS530W. If thisexceeds 12 .1 ", it requires the GPS/NAVannunciation (if the CD! is a GarrninGil 06A, GPSINAV annunciation is inthe CD!). If the measurement exceeds13.8", you wi ll require the five annunciatorswithin the primary field of view.My GNS530 is mounted in theangled center stack just below the audiopanel. The measurement for my aircraft is16.9", so I will have to add both types ofannunciators. I don't think this is a badthing, except the expense. That willinvolve up to eight more hours of laborplus the cost of the annunciator panel.In my case, I will install a Mid­Continent annunciator (list price of$1,023) just below my HSI. Note thatnot all annunciators have the INTGRannunciator, so check this if you alreadyhave annunciators installed, as you maystill have to add one annunciator. I thinkmost pre-1984 Beechcraft will requireannunciators to be added if they are notalready installed.In my opinion, A36s and 58s manufacturedin 1984 and later will notrequire the annunciators. I took measurementson a late-model A36 thatPage 10051www.bonanza.orgASS February 2007

should be representati ve, and the criticalmeasurement is 9.3 inches.Older 35s and 33s that do not havethe center stack may also not requi re theannunciators as long as the GNS530Wis installed to the left of the primaryinstruments and the top of the unit isnot below the level of the lowestfl ight instrument. See the field-of-viewdiagrams below.Interfacing to previouslyinstalled equipmentUnder the STC. equipment that isinterfaced must be included inAppendix G of the installation manual.If the equipment is not listed there, themanual states that a separate FAAapproval will be required or the equi p­ment must be disconnected from theGNS530W. I interpret this to mean afield approval is required if you havesuch equi pment attached. See appendixG for details. There are exceptions forautopilots, encoders and audio panels.ExceptionsAutopi lots not incl uded InAppendix G, such as a Bendix FCS-810, may be attached to the GarrninGNS530W. The STC may be used if:FIG. 2-2NAV SOURCEANNUNCIATIONf iELD Of Io1EW8.8 tn -=====:~====-, 12 . 1 I n -====~--Jk------13.856 In - 13.856 In -Instrument T Center1ine .&.NOTES:& FOR AtRCRAFT WITHOUT THE BASIC INSTRUMENT T CONFIGURATION, THE CENTER OF THE PtLOrs VOKEOR CONTROL STICK IN THE NEUTRAL POSITION SHOULD BE USED TO DETERMINE THE CENTERLINE. IF THECONTROL YOKEISTICK IS OFFSET FROM THE CENTER OF THE PILOrs SEAT. AN IMAGINARY LINE EXTENDEDTHROUGH THE CENTER OF THE PILOrs SEAT MAV BE USED AS THE PRIMARY VIEW CENTERLINE.& THE TOP EDGE OF THE 500W SEfjIES SHOULD BE NO LOWER THAN THE BOTTOM EDGE OF THE PRIMARVFLIGHT INSTRUMENTS •.&. FOR AIRCRAFT IN WHICH THE TYPE CERTIFICATED COlOR HSI LOCATION IS BELOW THE BASIC T , THELOWER LIMIT OF THE ACCEPTABLE FIELD-OF-YIEW SHOULD BE THE BOTTOM OF THE COlOR HSI.------+I

I) The installation with theGNS530 was previously FAA approved,and2) All interfaces between theautopilot and the GNS530 are eitheranalog or ARfNC 429 roll steering(GPSS).The autopilot must be limited tothose operations for which it was previouslyapproved when interfaced to theGNS530 (e.g. VOR, ILS, LOC, BC, andGPS nonprecision). GPS approaches withGPSIWAAS-based vertical guidance(LNAV+V, UVNAV, and LPV modes onthe 400W /500W) are not authorizedwhen coupled to the autopilot.There are also special provisionsfor encoders and audio panels if eitherare not induded in Appendix G. If theirinstallation data was previously FAAapproved when interfaced with the previousGNS530, then additional approvalwill not be required.Other considerationsThe current software in the Sandel3308 does not support vertical CD! ofGPS data, so the analog inputs to thevertical CD! need to be added and the3308 needs to be reconfigured to reflectthe change. Dual 3308s and dualGarrnin W GPS are not supported.Depending on how the originalinstaller interfaced the GNS530 to theautopilot, one of the wires may have tobe changed. If you have a KAPI 40 orKFC225 autopilot, you will have tochange one wire.The Garmin GDL49 is not supported.[ understand that Garmin gives a goodcredit to replace it with a GDL69. Thisdoesn't help the WSI box owners.Flight checkFinally, a post-upgrade flight checkmust be conducted to verify properoperation of the installation and a newFAA-approved supplement needs to beprovided with checkmarks indicatingwhich sections apply to the installation.Total expenseAll in all, J estimate my installationwill require about 20 hours of labor and$1 ,023 in hardware, in addition to theGarmin $1,500 upgrade, for a IOtal justover $4,000.Appendix G information and diagrams providedcourtesy of GorminJohn Collins is a commercial pilot with4.000 hours. He holds CFI. cm ond MElinstructor ratings. John has a BS inElectrical Engineering and was formerlyan FBO owner and avionics shop menager.He has owned his 1968 V35A formore than 27 years and providesBonanza and Baron acquisition serviceand type-specific training in theCharlotte, North Carolina area. John canbe contacted via e-mail at johncollins@carolina.rr.com.APPENDIX G INCLUDES:G.l. Audio ponels: Bendixll

GUEST EDITORIALPAST PRESENT FUTURE:BEECHCRAFT IS BACK!BY PATRIC ROWLEY, WICHITA, KANSASWhile the 1920s were roaring all across America, thebusiness of aviation was going through tumultuoustimes in my city Numerous new aircraft design conceptsand start-up enterprises to get them off theground whirled around in the entrepreneurial imaginationsof the pioneers of general aviation.uring the early years of the pre-general aviation era,Walter Beech, Clyde Cessna and Lloyd Stearmanpooled their talents and became the Travel AirCorporation. The relatively brief history of this associationended when each of the three departed to pursue his ownvision and his own special place in aviation.The company that bore Stearman's name would beacquired by Boeing and, through the acquisition, establish alarge and very prominent footprint for aircraft production inWichita, the self-proclaimed "Air Capital of the World."Clyde Cessna would start his own company and later tumthe reins over to his nephew, Duane Wallace, under whoseleaderShip it would become a colossus in worldwide sales ofbusiness, training and personal aircraft.In 1932 Walter Beech, the last of the triad, founded hisown company, the Beech Aircraft Company. With his wifeOlive Ann in the right seat, he began a straight and level flightinto a very special place of honor among aviation greats.Walter, a prototypical pilot of his time, was also a selftrainedaircraft designer/engineer with a naturally intuitive eyefor aeronautical refinements. His main passion was always topush the envelope of quality and performance for aircraftcoming out of the Beech factory. Meanwhile his wife andcompany co-leader molded a highly motivated, extraordinarilydedicated family of employees into a widely respectedcommunity and aircraft industry asset.The great tradition of strong and uncompromising qualitystandards set by Walter Beech began with the Model 17Staggerwing and progressed through more than 7,400 AT-7 andAT-Il training aircraft for Allied military forces in WWII. Andhis standards grew even more stringent in the post-WWIl era.This tradition endured through changes of Beech ownershipand management, strategies and policies and hasremained a strong underpinning in the new high-tech age atBeechcraft.In more recent times, a decision was made to move out theBeechcraft identity in favor of Raytheon Company signs andsymbols. However, much of the old brand hung tough foranother day.Now the family brand is back in place in a stand-aloneoperating company formed by its new owners-equity firmsOnex Corporation and Goldman Sachs. In due course, the newcorporation will acquire principal assets of Raytheon AircraftCompany. Until then, it will be business as usual under thenew brand name, Hawker Beechcraft Corporation.Jim Schuster, chairman and chief executive of Raytheonsince 200 I, will remain in that same post to guide HawkerBeechcraft. It was Schuster who championed bringing theBeechcraft identity back into service during Raytheon'sownership.Continuing Beechcraft in the corporate name is a significantopportunity for the new enterprise to move ahead. Andmost mindful of the potential power of the Hawker Beechcraftbrand name are the thousands of proud owners of Bonanzas,Barons and Travel Airs who hope to see value-added for theirairplanes by a new and vigorous partner providing support andencouragement.The greatest share of those owning Bonanza-type aircraftare members of ABS, and many of these members will meetthe Hawker Beechcraft leaders at the ABS ConventionSeptember 5-9 this year in Wichita, where thefirst ABS Convention convened in 1969. Thiswill be a significant opportunity for ABS tostrengthen connections with tbe companythat produced the airplanes that gaveour Society its reason for being.Patrie Rowley is a former editor ofthe ASS Magazine and has sinceserved as its editorial consultant.Beginning at eight years old. his lifeIn Wichita has spanned all of theBeech company history. He hasalso written and produced numer·aus promotional programs andbrochures for Beech. He expectsonly his enemies to calculate hisage.Page 10054

Exterior power receptacleBud SittigColumbus. OhioQ: Is there an exterior power receptacleSTC for my K35? It has the standardI0-47OC engi ne with no batterybox or other electrical system mods,STCs or upgrades.A: I do not believe the Beech kit isavailable now. The components areavailab le through salvage yards andChief (800-447-3408) has some. Youcan do a 337 field approval based on theBeech parts book. -NPElectric smell on takeoffVinogopal RamoyohAucklond, New ZealandQ: Flying my A36 after storage of amonth, I noticed an electrical burningsmell on takeoff. I subsequently noticedthe ammeter charging on the two barson the right of the scale. I landed safelywithout incident. Upon removing thebattery cover, I saw foaming of the battery.I am about to talk to my avionicsmechanic who recently serviced myStormscope and did the installation.A: It sounds like an excessive chargingrate or voltage is too high. Beforeflying again after checking the batterycondition, hook up a voltmeter whilerunning on the ground under load andsee what's happening. 12-volt aircraftshould be 13.5 to 14.25 vo lts and 24-volt aircraft should be 26.5 to 27.5 volts.-NPBetween inspectionsLorence PorkWeston. FloridaQ: I'm a first-time aircraft ownerwi th a G36, and would benefit from acomprehensive li st of recommendedroutine maintenance items betweenannual inspections.A: You should ensure your mechanichas a Beech shop manual that listssome items. The ABS Store sells a CDwith the shop, parts, wire diagrams andservice information. In addition, theysell a CD with back magazines with asearch engi ne. It would also pay to get acopy of Colvin 's Clinic for you and yourmechanic to read as a supplement to theshop manual. There is a list of recommendedservice tasks and intervals inthe Handling, Servicing andMaintenance section of your Pi/orsOperating Handbook. -NPElectric prop repairor replaceScott FlrczakCharlotte. North CarolinaQ: The Beech electric prop bearingon my B35 is bad. What is your recommendationfor replacing it with ahydraulic prop? I have an E-225-8.Cost? Vendor?A : There are st ill some parts aroundfor the electric propeller. Try AeroPropeller (95 1-765-3178). The newHartzell (877-25 1-5362) hydraulic propis very good, but very expensive. -NPProp grommetsWilHam Stelneckerlebanon, PennsylvanioQ : [ have the 215 electric prop onmy B35, and need the rubber bushingsthat attach the ring gear to the front ofthe engine. The torque of the motor andgear keep tearing them apart. Can youtell me where to get them?A: Try Aero Propeller (95 1-765-3178). While standard grommets seemto fit, there is a difference in thicknessfrom the Beech grommets. -NPReplacement propellerMike UrsalVictoria. British ColumbiaQ: I recently had an incident wi thmy 1948 Model 35 during which thenose gear failed to deploy due to a brokenpush rod. The plane is nearly finishedgetti ng put back together, but wecan't find a prop. Can you help me fi ndan HC-1 2V20-7C prop with two blades8433 (for Continental E-225).A: You might find a prop at one of thefollowi ng: Duff Salvage (303-399-60 10), Byam Propeller (8 17-625-01 61),Aero Prop (951-765-3178) or a new onefrom Hartzell (877-25 1-5362). -NPLoose propeller controlRonald ReeseBradenton, FloridaQ: [ have a 1977 A36 that hasapproximately 3350 hours on the airframe. In flight, my rpms will not staywhere I've set the prop control. In fact,wi th the normal vibration of the airplane,you can watch the prop controlslowly spin clockwise, thus increasingthe engi ne speed. I've tightened the fittingat the control panel as tight as I canget it, yet the prop control seems to beas free as it can be, with absolutely nofriction on the cable.My local mechanic says the problemlies with the compression fitting atthe control panel. But to fix this problem,the entire cable needs to bereplaced or at the very least purchasedin order to get the new compression fitting.Do you have a better, less costlyand more expedient solution?A: There is a leather washer underthe knurled nut on the front of the panelthat provides fric tion to prevent control"creep." Here is a recap of how to adjustthe friction: Tighten the friction settingusing the (wo nuts that mount the controlin (he panel. First, disengage thevernier and move the control back andforth to note the amount of frictionwithout the vernier engaged. Loosen thefront knurled knob, loosen the aft nut(behind the panel) about 118 turn or soand retighten the front knurled nut. Thiswi ll add tension on the control by com-

Answers are marked with initials of the tech stoft ar consultantwho answered it. NP-Neil Pobanz. AF-Arky Foulk. D­Tom Turner. RG-Ron Gras. AM-Arthur Miller. BR-Bob Ripley.pression of the leather washer againstthe shaft. Again check the amount offriction on the control with the vernierdisengaged.If it seems like it wo uld still creep,repeat the procedure until you get thedesired friction. When tightening orloosening the front knurled nut, use apadded jaw tool so you wi ll not damagethe nut.If this still does not provide therequired amou nt of friction , you couldtry cutting a leather washer, slitting it tofit over the shaft and inside the nut. Thiswould provide additional leather to becompressed against the shaft. -AMReplacement rheostatsAlberto QuadrenyHialeah. FloridaQ: My B55 needs replacement of itspanel, glareshield and avionics lightingrheostats. What are the part numbersand suggested purchasing locations?A: The four rheostats part numbersare all the same - VW I KSPB . If all ofyour lights are inop, I suspect the dimmingtransistors located under the pilotseat are the problem, and the part numberis 2N3055H. The rheostat can bepurchased through any Beech supplieror direct from RAPID (1-888-727-4344). The transistors can be purchasedfrom any local electronic supply storeand also from RAPID. -BRReplacement glareshieldAlan SmoakSoint Matthews, South CorolinaQ: Is a factory replacementglareshield still available for my F33A?A: Try Dennis Ashby (800-945-7668). He makes an aftermarketglareshield that should be less expensivethan Beech. -BRLoose fuel capArmond BreardMonroe, LouisianaQ: The right-hand main tank 25-gal­Ion cap on my C33 is so loose that whenrefueling you do not have to pull therelease lever to get the cap off. Is therean adjustment or do I have to look in asalvage yard?A: There is a nut on the bottom of thefuel cap that wi ll adjust the fuel cap pressure.Remove the cotter key to turn thenut, then reinstall the cotter key. -RGReplacement keysJohn ColemanMoorestown. New JerseyQ: Please tell me how to obtainduplicates of the special lllinois ToolWorks keys for the doors of my A36. Ibelieve these were added for the firstti me in 1999 models.A: lIIinois Lock Co (647-537- 1800,Ext 284, Charla) should be able to helpyou. You'll need your key number. -AMAir through headlinerJomesVickGlenview. IllinoisQ: We had some avionics work completedon our F33A that required theheadliner to be removed and reinstalled.After we got the plane back we noticeda substantial amount of air flowing inbetween the headliner and the surface ofthe aircraft. Additionally, the two piecesof the headliner do not connect, so wehave a one-inch gap between the frontand back sections.The interior ceiling panel is startingto show its age and is in need of replacementor repair. Is this something we cando as an owner? Are there replacementparts for this and, if so, where would Ifind them? And I have heard that there isa duct system in the ceil ing that is fragile.Is there a chance this was brokenand, if so, can we replace that as well?A: There is an air duct above theheadliner that may have separated,which would provide excessive airabove the headliner. To our knowledge,you can work on the headliner and airduct, however, you should check with alocal IA. - RGErratic fuel gaugesCharles MyersBloomington. IndianaQ: Both the fuel gauges on myBaron 58 fluctuate during flight, but notradically. Both gauges typically willindicate accurately until around 3/4.After that, one gauge may peg the fullmark for several minutes, then return toan accurate reading. Then the othergauge may do the same. This cycleseems to continue until the gauges reachabout 1/4 tank. Any suggestions onwhat may be causing this?A: It appears the condition youdescribe relates to the inboard fueltransntitters. Either there is corrosion atthe terminals (which we recommendyou check first) or the transmitters arego ing out. In any case, start with theinboard transmitters. - RGMuffler questionsFronk ParrishEnergy, IllinoisQ: My F33A has almost 900 TTAE.In one muffler the cone appears to havea hole in the center, while the other coneappears OK. What is the usual numberof hours to need replacement and wouldyou recommend replacing one or both?Also, what is the temp range forreplacing the air duct hose from the heatexchanger muffler to the cabin? Is theoutside insulation on this hose necessary?Does that air duct hose temp

exceed 300° or what would you say thetemp range is?A: It's hard to put an hourly time onwhen to replace the mufflers, as thereare many variables such as environment,EGTs and calendar time. Most arereplaced "on condition," whenever thecone appears to be off-center in the tailpipe or, in your case, has a hole in thecenter. Mufflers should also be replacedwhen the outside diameter of the mufflershows heat distress. I would guessthat most are replaced or overhauled at1,000 to 2,000 hours.An overhauUrepair shop we bavegood reports on is Dawley Aviation inBurlington, Wisconsin (800-338-5420).I'm sure there are many others.For the heat ducting, I would useSCAT, which has a heat range of -80°Fto 350°F, or SCEET hose that has a heatrange of -80°F to 500°F. They can bepurchased from most catalog supplyhouses, such as Aircraft Spruce (877-477-7823 or aircraftspruce.com).The insulation on the outside of thisduct is to provide the maximum possiblecabin heat. If your flying is aU inwarmer climates, you probably canleave it off. -AMCalibrating CHTsJeffrey PieroseBoise. IdahoQ: My E35 has an E-225-8 enginewith a Westach six-cylinder CHT. I alsohave the original CHT in the clustergauge. There is a 100° differencebetween the two when reading the #4cylinder. I assume this is because Irecently replaced the original thermocouplefor the cluster CHT with aSpruce thermocouple, which must havea different resistance.According to the original maintenancebook, the thermocouple musthave I -ohm resistance. I am assumingthe replacement differs from this. Isthere any source of the original thermocouple,PIN 35-369125? If nOl, am Istuck trying to modify the newer onewith a resistor so the readings will be atleast close to each other?A: I do not believe we have a sourcefor the original ring thermocouple. WagAero (800-558-6868) and Chief (800-447-3408) have several different gaskettype.You can heat them and theWestach with a heat gun and use aninfrared sensor to calibrate them. -NPReplacement ignitionswitchTom PhelpsClovis. New MexicoQ: I just purchased my V35B. I'mhaving problems with the ignition switch.I have to jiggle the key before it willswitch on. Is changing the ignition switchthe answer to my problem?A: Yes, making a change seems logical.The TCM switches are availablefrom many sources, including AircraftSpruce (877-477-7823), API (800-950-01 I I) and Chief (800-447-3408). -NPErratic rpmJeff EvonsHannibal, MissouriQ: In cruise on the way home fromBPPP I noticed the rpm in my A36 waserratic, bouncing around from 2350 to2450. The engine felt fairly smooth andits prop cycled normally in the run-up.But I did notice a new streak/stain fromthe right ventlaccess panel. Any ideas?A: Was the tach indicator all that waserratic? If the engine was not audiblysurging, it could be a tach or tach cable.If the engine could be heard surging,then it could be a binding blade bearing,a governor or governor cable. -NP836TC intercoolerMike DohertyGreenville. MichiganQ: I have a 1984 B36TC that wasdelivered without an intercooler. Thereare intercoolers for this setup and I mayhave found one. Now I need a part number(or numbers) to confirm.A: The intercooler was never a Beechoption, so there is no part number perse. There have been several aftermarketintercoolers available under STC, butnone are currently supported.If you have all the parts for a specificSTC design and know which versionit is, we may be able to find the currentSTC holder who owns the intellectualproperty rights to the product.You'll have to approach that person oragency to see if they are willing to se llyou the STC, which gives you theauthority to instaU the intercooler. Ifthey do not want to sell, you may haveto engineer and flight-test the system tothe FAA's certification standard toobtain approval. - ITA36 service ceilingLorry LamsonWichito, KansasQ: Do you know the ceiling limit fora 1990 A36? I cannot find the informationin the POH.A: Although Beechcraft marketingmaterials indicate a service ceiling of18,500', there is no establ ished ServiceCeiling or Maximum OperatingAltitude for the A36 in either the PilotsOperating Handbook or the TypeCertificate Data Sheet. The limiting factoris usually the altimeter, which is typicallycertified to 20,000' unless youobtain an altimeter certified and testedto a higher altitude. -ITChanges with later A36sDave BohmerBrooten. MinnesotaQ: The Bonanza Spar AD affectsonly pre- I 987 aircraft. Also, Trade-A­Plane shows a substantial performancechange coinciding with a change to theContinental 550 engine. Since there isonly a I 5-hp difference in the 550, wasthere a change in wing design and/orconstruction in 1987? A dealer told mehe has not noticed the performancechanges (l4-knot increase in speed, a

300 lb. decrease in useful load, and a300' increase in takeoff roU). [s there,indeed, a substantial change in performancepost '87?A: There was no change to the basicstructure of the airplane with introductionof the [0-550 beginning with the1984 model. The claimed speedincrease isn't borne out in my experience,but the reduced useful load andtakeoff performance at maximum grossweight are. The spar web material usedis about 50% thicker in post-1 987 airplanes,which the FAA feel s was sufficientas a terminating action; so the sparweb AD does not apply to those airframes.-TTStandby generator& landing gearJoe McMurrayGilroy. CaliforniaQ: The alternator on my G36 wentout the other week. Luckily it happenedwhile I was still close to my home airpon.I turned right around and got intothe pattern. I hesitated in activating thestandby generator because I was at 1700rpm and 'fl ying by the numbers' as youhad taught me. The gear came down, butrather sluggishly, and I verified the threegreen lights. The JPI showed the batterylosing voltage (pretty quiCkly, I mightadd!) and after I had landed the JPIshowed only 18 volts. The standby generatorrequires 2300 rpm for output.Does that mean I have to operate it at2300 rpm for it to work? And how doesthat go we ll when I have to reducepower for landing? Will it stop working?A: The standby generator requires2300 rpm to develop its full ratedpower. It may be capable of producingsome power below 2300 rpm, but notenough to reach its already-limitedcapacity to power selected aircraftequipment. It does not harm anything toturn the standby generator on at lowerengine speeds, and any power developmentat all from the standby will reducethe rate at which the battery depletesalthoughthe standby does not rechargethe battery.You mentioned the gear comingdown sluggishl y. Remember, the landinggear requires full operating voltageto be assured it locks down. The gearactuator's dynamic brake cuts off thegear motor when the landing gear isalmost, but not quite, at full extension.If the gear motor is operating on fullsystem voltage (28v in your case), itwill coast the rest of the way into thedown-and-Iocked position.If system voltage is reduced, thegear motor will cut off at the same physicalpoint in the extension process, butthe gear may not have enough inenia tocompletely lock down. However, it maybe far enough out to give you the "threegreen" lights in the cockpit, and to disablethe landing gear warning horn andannunciator when you reduce throttle.Hence I recommend that, if youhave to extend the landing gear on anythingother than full electrical power(28v in your case), you back up the partial-electricextension with the manuallanding gear extension procedure tomake cenain the landing gear is indeedlocked down. Manually cranking to thestop is the only way to tell for cenain.From my accident reviews, I'vefound a high correlation between alternatorfailures and landing gear collapseaccide nts in ai rplanes (like yourBonanza) that have electrical landinggear systems. I'm glad that didn't happento you. - TTExcessive tire wearDavid BarnesShelbyville, TennesseeQ: The left main gear tire on myC33A wears twice as fast as the othertwo tires. I have had the bushings andthe wheel bearings replaced and madeother minor adjustments. My mechanicnow attributes this problem to excess P­factor resulting from the fact that theaircraft has a 300-hp conversion, athree-blade prop and other mods, andrequires considerable rudder on groundroll. What is causing this wear problem?A: I doubt that the problem is excessiveP-factor. Check its wheel alignment.Pull the airplane forward ontogreased plates (two for each wheel withgrease between each set of plates). Letthe wheel assume the position it wantsrelative to the direction of travel. Thenmeasure to the wheel flange fore and aftfrom a chalk-line snapped to the floorfrom points on the fore and aft ax is ofthe airplane. Use shims on the scissorsto change the alignment.-NPNOTE: ABS board member Bill Stovalladds: "Everybody lVears the left mainquicker because lVe all prefer left tumsif there is an option, since lVe havebetter visibility filming left. I startedmaking as many right films as possiblealld thal really helps. Seriously!"Aluminum aileron skinsGary PeitzmeieJDayton, OhioQ: I'm interested in fi nding how topurchase aluminum ailerons for my J35 .Corrosion is beginning to form in theinboard edges (nearest the flaps). I haveheard magnesium can be replaced byaluminum but don't know the specifics.A: Aluminum ailerons and flaps canbe legally installed. Try Glen Biggs (405-258-2965), Hampton (479-394-5290) orStebbins (800-852-8155). -NPSkin thickness testRocky Harbourlevelland, TexasQ: I need to get the ski n on my A35checked for thickness. Is there an easyway to do the caliper checks or is theresomeone I can call to do the sonic test tomeet SB-27-3358?A: The caliper/depth gauge andmicrometer are legal methods to checkthe skin thickness. Ultrasound by a testinglab is also possible. Testing labs inTexas are AADFW in Euless (8 17-540-

0153), All American in San Antonio(2 10-525-042 1) and Apex in Carollton(972-418-5672). Since the speed reductionoption for AD compliance expiredDecember 10, 2005, you'll need anFAA ferry permit to fly your airplane tohave the check performed. You mightalso try SRS (877-364-8003); they usedto travel to the customer. - NPPlease send your questions to:American Bonanza Society: Attn:Tech Tips. P.O. Box 12888. Wichita.KS 67277. Fox: 316-945-1710 ore-mail to Neil Pobanz, ASS lead technical consultant. is a retired U.S. Army civilian pilot and maintenancemanager, He is an A&P and IA with more than 45 years experience.Glen "Arky" Foulk, owner of Delta Strut, has been ASS assistant technical consultantsince 1986.Ron Gros retired ofter 35 years with Beech, completing his career there as head of pis·ton aircraft technical support.Arthur Miller has won numerous FAA awards as a mechanic, and runs a Beech specialtyshop in central Florida.Bob Ripley retired as Delta Airlines' chief of maintenance at Atlanta. and has run anFBO concentrating on Beech maintenance for over 20 years.Tom Turner is ABS manager of technical services. Holder of a Master's degree in AviationSafety, he has specialized in Beech pilot instruction for over 15 years.N ElL ' SREPLACEMENT FLOORBOARDS - Use marine-gradefive-ply plywood or, Beech says, exterior plywood. Copy theshape and layout of previous ones. Don't use varn ish, as fumescould be hazardous in a fire. They should be installed wi thclip-on Trimmerman nuts and blunt-end or Type B screws thatare not excessively long. You don't want the screws to go intoa wire bundle or aluminum line beneath the fl ooring.CORROSION - Depending on where the aircraft has beenstored or operated, corrosion can develop in wire crimps, terminalconnections and switch contacts. To prevent corrosion,some folk s suggest loosening and retightening screw-onterminals and some use Corrosion X spray on tenninals andcoax connections.NOT E SNeil's Notes are from ABS Technical Consultant Neil Pobanz unless otherwise noted.ADDITIONS TO TBO COMMENTS - Besides accessoriesand components-such as hoses and seals that need to bemonitored--engine moun ts and exhaust components mayneed earlier repair or replacement. The whole TBO conceptass umes all pans, induding components, are within new-panlimits at the stan. While I know some individual A&Ps havedone very high-class overhauls, I must say that's not usuallythe case. This appl ies to components as well as engines. Ofcourse, some big-name shops sometimes have poor successrates. Investigate and get into details and references.FRANZ OlL FILTER - This is a reminder that even though itwas common to use a roll of toilet paper as the filter element,it is illegal by Airworthiness Directive.@- -BY ADRIAN EICHHORN & RON TIMMERMANSWhile taxiing your Bonanza, have younoticed less-than-precise ground steeringresponse - sloppy response or slack in rudderpedal movements?In this picture you're looking up into thenose gear well at the steering linkagebetween the rudder pedals and the nosegear. The yellow arrow points to an ' idlerarm" -on important port of this linkage.What could couse the sloppy response insteering?See page 10074 for the answerPag e 10059 www.bonanza.org ABS Fe bruary 2007

COMMENTARYMAJOR CONCERNSABOUT OUR INDUSTRYBY NEIL POBANZThe incompetence of airline upper management,having been self-evident inrecent days, makes me fear for our air traffic control systemif they have their way in taking over ATe. Examples:• Some reservation numbers had a recording on December21 that phones would not be answered until after Christmasdue to overload of the system.• One of our members got on a flight and as the captainboarded, the cockpit security door fell into the aisle. With noone capable of repair. the flight had to cancel.• On another occasion, a member reponed he had to resonto bribery to get a seat. Sounds like a Third World operation,which is, of course, where the aircraft maintenance is beingdone.Landing gear accidentsWe are losing three to four airplanes (of all makes andmodels) a day in US. We are having as many as four to sixlanding gear mishaps a week in Beech piston aircraft.This is unacceptable! There won't be any aircraft left butnew ones at some point. The industry can't exist with only newaircraft. There won't be enough airplanes to suppon businessesand infrastructure needed to keep these new airplanes inoperation.Some of the gear mishaps result from pilots who do notunderstand the gear. Some mechanics do not understand thegear system. Some Beech shops don't have tools, manuals orexperienced piston-airplane mechanics. Some folks try to takecare of their own system without tools, manuals or experience.This lack of knowledge of a system is not restricted to thegear. I believe (not official ABS opinion) that the highly toutedglass cockpits (whichever brand of airplane they are in) canbe a risk multiplier. If operators, to include the CFls, don't getcompletely checked out on the glass, it can cause spatial confusionas has been noted in several high-profile accidents.It seems to me there is more emphasis on marketing thantraining. And it is hyped as though glass cockpits will solve allweather issues. This encourages people to exceed their limits,especially if tbey have a panial failure. A black panel is probablyeasy to detect, but failure of individual pans of the displaymay be hard to work around.Engine life and TBOWe've only been making internal combustion engines forabout 100 years. I've been around maintenance of such devicesfor well over 50 years. Now we have crankshaft failures fromfaulty manufacturing. Lycoming uses a contractor that may bethe only US source. John Deere combines are experiencingsimilar problems. TCM resoned to analysis and tracking ofeach crank. We've had popular cylinders crack, aftermarketrings and connecting rods fail. This is unacceptable!Much ado has been made lately about running past TBO.One issue that might surprise people is that some insurancecompanies have reservations about going past a TBO hour orcalendar limit. Insurance company interest (or disinterest) inairplanes exceeding manufacturer's recommended TBO comesand goes, so you won 't know until renewal time whether youcan get insurance with an over-TBO engine.This could have significant effect on operating cost, as wecurrently tend to disregard any life limits that are not ADNotes, or listed in the type cenificate data sheet or approvedPOH limitations. Most shop manuals are not FAA-approveddocuments on small aircraft.One problem that encourages people to disregard TBOs isthat manufacturers tend to arrive at hour or calendar lim its inan arbitrary manner.For instance, there is the Beech 10,000-hour airframe limiton some models while we have limitation extensions on KingAirs to 20,000 hours, and 22,000-hour Bonanzas still flying finewith no life limits.On the other hand, failure history has led us to recommend500-hour specialty shop overhaul of alternators, as frequencyof failures is high between 500 and 700 hours.New prop life limits have been the result of extensiveengineering tests. One problem on engines is the condition ofaccessories, while another is that the wear incurred in longerengine runs can cause more pans to be throwaways. A pan thatis within new service limits might be suitable for reuse, whilethe higher wear rate, after going through the hardness level,ensures that it would be unsuitable for rework. Operators withmechanical aptitude and experience might be safe operatingequipment until it stans to let you know it's tired.I have run some engines past the recommended TBO andbeen able to tell when a valve lifter was weak or a valve springbroke or found the early signs of a cam follower staning to failby hearing it. I don't believe the average pilot is that in tunewith his aircraft or flies often enough to notice. Noise-cancelingheadsets don't help with this.So through history- like the alternators, tear-down analysisand actual engineering data~ngine manufacturers arriveat recommended overhaul periods. Some have to be a guess,such as calendar limits, which presumes a certain corrosionrate and condition. The owner in Arizona, if the airplane wasalways there, will have significantly less corrosion problemthan one in Florida-even if it's only occasionally in Florida.The way we operate and care for our engines can varywidely, and therefore so can the results. The manufacturerscannot anticipate fully what's going to be done with its engine.@ABS February 2007 www.bononza.org Page 10060

MANAGING THE IFR FLIGHTPREFLIGHT AND DEPARTUREBY GERRY PARKER, HOUSTON, TEXASIn a previous article (ABS Magazine, August 2006) I covered flightplanning under instrument ftight rules (IFR). Here I address preflightand departure in more detail.Preliminary concernsI always take one last look at the weather and theNOTAMs before going to the airplane. There is always timeto cancel if something is not right. If there is any precipitationand I will be flying in it in air temperature at or belowfreezing, [ will cancel. If I will be flying in visible moistureand the outside temperature is at or below freezing, I willexpect ice to form and I will not intentionally fly in suchconditions unless the airplane is certified for flight intoknown-icing conditions. This excludes most Bonanzas andDebonairs except A36s equipped with the TKS known-icingsystem.It is worth noting that the FAA has prevailed in frontof the NTSB in enforcement actions under FAR 91.9 (operatingin compliance with the flight manual) and 91.13 (carelessor reckless operation) against pilots who flew intoknown- or forecast-icing conditions in an airplane notapproved for flight into such conditions. (See AdlllinistralOrvs. Groszer EA-3770 1993 and Administrator vs. Boger EA-45251997 for more information.),PreflightIn addition to the usual walk-around items, I carefullycheck equipment that may be critical to the flight: pitot heat,de-icing fluid levels, as applicable, and any other icingequipment such as boots and heated propeller(s). Pitot heatinoperative is a "no-go" item if there is visible moisture andI will be flying above or near the freezing level. The wingsand tail surfaces must be completely clean of snow, ice andfrost. If not, I either get them cleaned up or cancel the flight.Recent guidance from the NTSB advises pilots that anyfrost, even as little as one grain per square centimeter, on anupper wing surface can degrade aerodynamic performancesufficiently to prevent a safe takeoff.Once I have the engine(s) running, I check the properoperation of all required equipment including avionics,autopilot, cabin heat and anti-icing and de-icing equipment.If I am flying single pilot in instrument weather in busy airspace,I consider the autopilot a required item.DepartureDepartures in low ceiling andlor low visibility conditions(they seem to go together) take some special attention.Will the weather permit an immediate return should a problemdevelop right after takeoff!My no-go rule in single-engine aircraft is weather minimumsof 500' and I mile at the departure airport andapproach minimums at an airport within 30 minutes flyingtime. However, I prefer to have approach minimums at mydeparture airport. [n a twin-engine aircraft, I will depart inworse conditions if an airport with approach minimums iswithin 30 minutes flying time.As part of my flight planning, J will have determinedthat my airplane can execute the published instrumentdeparture. This is especially important in mountainous areaswhere a minimum c1imb-per-mile capability may berequired. These departure requirements are found on the airportchart on Jeppesen instrument charts and on a list foreach state on the govemment charts.If everything checks and ATC cooperates, I am ready toroll. I will have programmed the GPS for the departure andthe flight plan and I will have on my clipboard the departureplate and the approach plates for the approach in use, bothat my departure airport and at my takeoff alternate airport.My pre-takeoff checklist includes a review of airspeeds,transponder and pitot heat on, a passenger checkand a check of the wind conditions if needed. Then I amready to go.Once in the air, I get the airplane cleaned up andtrimmed to normal climb speed before losing ground reference.This reduces my workload while transitioning toinstrument flight. If all goes well, I will soon be at cruisingaltitude and on my way to my destination.Gerry Porker, a BPPP instructor and a former USAF navigator,has instructed in single- and twin~ngine airplanes for morethan 35 years. In his spore time, he practices accounting andoperates a computer consulting business. Gerry can bereached at gparker@pmkc.com.Established in 1983. the BeechcroH Pilot ProfiCiency Program (BPPP) promotes aviation safety and is the most effective model-specific flight training available.Initial. recurrent and mountain·flying programs are available for Bonanzas. Barons. Trovel Airs and Dukes. There is also a Companion Clinic for right·seaters. BPPPhas been approved as a recurrent training program by virtually every insurance company in the notion. See BPPP Clinic schedule on pg. 10039.

BOOKSThose Incomparable BonanzasBy Larry BallThe defiOitive book about the airplane thaI became the standard01 1M Industry, the Beechcraft Bonanza! How iI all started III1944: the Original de~n learn and their early efforts 10 find !heIdeal airplane lor the postwar market; how and why the V-tail waschosen: Bonanza experimental power plants, first night W1nd tunneltesting: Bell AIrcraft and the flightiest of the radilH:Onlrolled droneBonanza; Stafferwing inllue/ICe; birth of the Debonair, wily the~stralght· tail. Specs on all models from 194& 1972. Hardcover,219 pages with many photos including an airplane geneology chart,No. 4G40 $40 .95They Called Me Mr. BonanzaBy Larry BallA contlllualion 01 Larry's book, Those Incomparable Bonanzas,Ihat covers all the Bonanza models from 1972 through 1990,Learn how Ihe Model 36 Bonanza came aboul; what caused theaerobatic Bonanza to be developed; more on the V-tall: how thevertical instrument program came to be: the name change fromDebonair to Bonanza: what happened to the Beechcraft 38Plightning; why the G33 Bonanza? And much more! Hardcover,321 pages. 280 photos. No. 4035 $39.95From Travel Air to Baron ...how Beech created a classic!By LarTY BallThe complete story 01 Beech Aircraft's recogflllion of the need lora true light twin to fill the mar1

CATCHINGUPONAFEW ITEMSI hove hod some time tobegin reading the text of thebook that ABS is sellingunder the title, • E-SeriesBonanzas: Flying, Owningond Maintaining a Classic:Of course, I have read allof it before-both whenthe articles were written and when theywere incorporated into the book.But I have found that reviewing the text of this material is okin togoing through the periodic training I went through every six months atPon American Airlines (gone but not forgotten). That is, even though thematerial covered is used on a more-or-Iess doily basis, a review of all ofit brings bock details of a certain system, procedure or particular pieceof hardwore that I have not thought about for some time.I think a few other people must also be reading this book or referencingthe articles from bock issues or using the ABS CD containingpost ABS Magazine issues. I get a few e-mails a month or telephonecalls from those wanting answers to or expansion of the material presentedin the articles, which are now reprinted in the book. E-mail isthe besl way 10 gel in lauch wilh me: sunrisereno@gmoil.com orsunrisereno@moilstotion.com.What follows in this article is a further explanation ofmy answers to a partial list of questions posed tome. One thing I have found over the years is thatalthough I have by now in my flying career developed a wayto do about anything pertaining to the operation of my ownairplane, whether it is maintenance or operation, I am alwaysopen to finding a new and/or better way of doing things orexplaining how something works.Electrons and directionThe rather recent series of anicles that detailed theelectrical events that take place in the landing gear brought afew comments such as, "I never knew the motor brake workedlike that" and "I was having trouble with this or that in thelanding gear and the answer was in the article."One contact questioned the diagrams showing the flow ofcurrent while that particular event was occurrin g, and pointedout that the arrow points showing the active circuit and thecurrent flow were going the wrong way. That is, that electronsflow from the most negatively charged end of a conductortoward the most positive charged end of a conductor.Of course, this applies to both AC and DC circuits withthe flow being constantly in one direction with DC. I knew thatwas the case when drawing the circuit diagrams, but I thoughtdrawing them with the arrow points from the negative end("ground" or -) toward the positive end ("plus" or +) might beconfusing to the average reader. We are all familiar with thephrase "There was a short to ground." That is a short toground, not from ground.The battery is thought of as the source or supply ofelectrical energy, reinforced by the generator or alternator justas the water main out in the street is thought of as the sourceor supply of the stuff that flows out of the shower head, notinto the shower head and out to the street. So that was thereason, if I had one, that caused me to draw those little arrowpoints the way I did.PS-5C carburetor adjustmentAnother item covered in both the book and ABS Magazinearticles is the field adjustment of the PS-5C carburetor. Onething I neglected to mention is that the procedure is only validat or very close to sea level. The airplane may live at an airportthat is 7,000' above sea level but will occasionally make a trip tothe ocean beach. Just as a carburetor adjusted for sea level mustbe leaned at a high-altitude airport for good engine performance,so must a carburetor adjusted (with full rich position of themixture control knob) for high-altitude operation be richenedfor low-altitude operation.If the mixture control is all the way forward (full rich) athigh altitude due to the idle mixture and speed, and maybe themain metering nozzle adjustment having been made at highaltitude, then there is no way the mixture knob can be movedto accommodate the lower-altitude requirement. My ownairplane is adjusted for sea-level operation. That is, about 22gallons an hour at full throttle and 2,650 rpm (takeoff power)and the idle speed and mixture adjusted for that altitude. Thatis, about 550 rpm and no black smoke puffs out the exhaustwith the mixture control full forward and with the otherrequirements of the book adjustment procedure.When operating from Reno Stead airport (5,000' MSL) orfrom my Wyoming fiShing airport (7,000' MSL), I need to leanfor ground operation or the engine puffs black smoke. Ofcourse, takeoff also requires leaning from full rich. TheWyoming airport takeoff has about 15 gph flowing , whileStead needs about 17 gph.When running the engine on the ground at thesenonsea-Ievel airports, I lean until the engine begins to quit andthen richen only enough to get smooth operation. It is importantto remember to set the mixture for the takeoff if the groundoperation leaning method is used.

PS-5C fuel flow systemAs a small aside, there are several manufacturers offeringa fuel flow system for the PS-5C carburetor airplanes. Thisinstallation requires a transducer in the fuel supply line to thecarburetor and one in the return line to the left main tank. Bothtransducers report to the fuel flow differential module (FFOM)to arrive at the actual engine fuel burn shown on the Cockpitdisplay.I insert this information in this article, even though it hasbeen in several others, due to receiving two phone calls frommembers as a result of the November 2006 article that mentionedbeing able to know the fuel bum rate in my airplane. Oneof those calling has been a member for more than 10 years.Starter motor monitoringOne item I think needs addressing on a regular basis is thefailure of the starter relay in the closed position. This occurswhen either the staner buttOn/switch fails closed or the morelikely failure of the starter relay in the closed position due towelding together of the heavy switching contacts.I know of several airplanes that have suffered this failure,including my Stead hangar neighbor and others repaired by myfriend Herb Bishop (Nervino Aero at 002; 530-832-6940), notto mention Richard Collins of aircraft writing fame. If I personallyknow of this many failures, there must be quite a fewfleet-wide. Starting with the P35 (1962 model year and SIN 0-6842 airplane), Beech changed the wiring of the starter circuitso the current to the starter motor does /lot go through themaster relay.I do not have complete wiring diagrams for the straighttailedairplanes or the 28-volt ones, but I thinkthat all the airplanes are probably the same, yearmodel to year model, straight-tailed to V-tail. Inthe airplanes prior to the P35 when the masterswitCh/relay was opened (turned off), all powerto the aircraft systems was shut down, starterincluded.Starting with the P35, if the staner relaycontact points weld clo ed, there is no way toshut down the cranking of the engine short ofdisconnecting the battery by removing the wireconnection from the electrical system. Not avery practical operation with the turning propellerand the need to expose the battery connectionand have the wrench available to do thejob.I looked at a P-model and a later straighttailedairplane (see photo) and the master relayused on both these airplanes is the exact samerelay used on my G. They are Cuttler-Hammer relays rated at200 amps. Since these relays, in nonnal operation, never makeor break any heavy current draw circuit but only provideconti nuity, they are not subject to the arcing and burning of thecontacts as is the staner relay.As seen in the photo, modification of the hookup of thestarter motor circuit could be very easily changed so itmatched the N and earlier model airplanes. That is, all of thepower to all aircraft systems would be interrupted with theopening of the master relay.The P airplane I looked at did not use the same wirerouting as the picture displays, but the circuitry was identical.That airplane used one of the tuds on the starter relay as thecommon point for the positive battery connection instead ofone of the studs on the master relay as the picture shows.What if the cockpit starter switch fails?If the pilot-operated starter switch were to fail closed,turning off the master switch will stop the staner motor fromrunning because the control current (electro magnet holdingcoil) to the staner relay does go through the master relay onthe P and later airplanes, whereas the heavy starter motorcurrent does not.With turning the master switch/relay to the off/openpo ilion, the starter relay would also open since the current tothe holding coil of the starter relay would be shut off and thestarter relay would open, stopping the starter motor. Thissolution would only work in those P35 and later airplanes ifthe failure is the pilot-operated staner switch failing closed,/l0/ if the starter relay welds closed.View of firewall ond vonous heavy wiring components. To eliminate the potential problem described inthe text of this ortide. the heavy wire from the common connection to the starter relay would be movedto the switched pole of the master relay. The aircraft's engine has been removed for replacement.

I think Beech made an engineering enor in changing thedesign of the starter circuit. Beech staned installing a "stanerrunning" annunciator light on later model airplanes (anythi ngafter the G35 is late model in my opinion) so the pilot wouldknow if the staner mOlOr is running when it is not supposedto be.Al so, these annunciator lights have been added toairplanes of any vintage (l have them on both of my airplanes),the better for the pilot to monitor what is going on. However,the pilot has lost control of the situation without all of theship's power going through the master relay. If that event takesplace in P35 vintage and later, the only thing the pilot can dois shut down the engine with the mixture control and thenwatch the staner continue to rotate the engine until either thebattery fail s or the staner fails and maybe catches fire.A very close callI recently received an e-mail from a Baron owner whocame within a miliwinkle of making a gear-up landing- notby accident, but by being forced into that situation due to adouble failure in the landing gear system. A double failure isalways possible, but rarely happens during the same flight. Isuspect in this incident that one failure took place at some timebefore the second one did. It is just that the second failureexposed the one that lthink lOok place at some earlier time.The pilot was flying a normal A to B trip and attempted toextend the gear via the normal method. There was no gearmovement, the gear CB tripped, and the alternators droppedoff line. All of that was reset and the gear-down attempt wastried again with the same results.So, the next thing to do is the alternate or manual gearextension. The crank handle was opened and an attempt, usingthe checklist, to extend the gear manually was accomplished.However the slotted screwdriver-type drive of the manual handlewould not stay engaged with the worm gear shaft. Afterseveral tries at the manual extension, the normal electricalmethod was tried again several times with CB tripping, etc.Now, a routine alternate procedure has transitioned into anemergency one. The pilot decided a gear-up landing was allthat was left. However, a last-ditch try was made with thenormal electric motor method and the gear did come down andlock, followed by a normal landing. Pure unadulterated luck!The failure of the gear to operate normally was probablydue to one of several possibilities. Possibly the gear motorbrake system, the so-called dynamic brake relay (DBR) contacts,had been inop for either the last gear-up selection or forsome longer period of time. This could cause binding of thegearbox by bottoming out on the internal stop and jamming themechanism enough to stall the gear motor. This could/wouldalso cause internal damage to the gearbox.There cou ld also be a fau lt with the gear motor or with the"run-down" contacts in the gear DBR motor control causingproblems. The exact cause has yet lO be determined by examinationof the various system componentsManual gear extensionI think the most serious failure was the manual systemfound to be on vacation when it was needed. The manual gearextension system should be checked at least three times ayear-once while the ship is up on jacks during the annualinspection and twice while airborne, with all three checksspread out evenly through the year.Additionally, while the up-an-jacks check is done, thepilot should engage the manual gear crank with the gear upand the inboard doors properly closed and helshe should noteand remember the "clock" position of the handle. Then thehandle should be rotated not more than 114 turn clockwisebefore the internal SlOp is encountered, but it musf rotate atleast 1/8 turn (gear boxes painted white when new use 5/8 lO3/4 turn as the numbers). Any less than 1/8 turn or more than1/4 turn to the stop requires some maintenance work on thesystem by someone who knows what he or she is doing. Acheck of the down position should produce the same results.The reason we want to know the clock position of the handlein both the up and down position is so we are able to checkit in flight occasionally and detect a fai lure of the brake systembefore it causes breakage or jamming of the gearbox. l knowthat the correct position of the handle in my G35 is at the I to2 o'clock position and the stop is at the 3 o'clock spot whenchecking the gear up. I check it every takeoff since I do notwant the sector gear to strike the stop more than one time. Sofar, the check results have always been normal, but someday ...This procedure is very easy in my airplane, while it wouldbe more difficult in others that use the several different typesof gear crank handle covers I have seen and the reachnecessary to manipulate the cra nk handle. I would advisedoing this check fairly often with either the Micro Switch orthe relay-type gear motor controls. The 14-volt systems,except for the first 1,500 airplanes (straight 35), use the MicroSwitch system while the 35s and all the twin-engine and 28-volt Bonanzas use the DBR.This practice of making manual gear extensions-and ofbecoming familiar with the manual hardware during thepractice extensions and checking gearbox brake functionmaywell prevent having the gear collapse after making thefirst for real manual extension you have ever attempted.ASS life Member Lewis C. Gage has AlP multiengine land withBoeing 707/720/747 /Airbus-310 ratings. Commercial singleengineland: flight instructor MEl/SEL airplanes and instruments:ground instructor advanced and instrument: ftight navigator:night engineer; mechanic-airplane and engine; and FAA partsmanufacturing authorization. Flight time: 15,00o-plus hours. Lewmay be contacted at 2255 Sunrise Dr., Reno, NV 89509.Phone/Fax: 775-82&7184. E-mail: sunrisereno@mailstation.comPage 10064 www.bonanza.org ABS February 2007

PRODUCT REVIEWANR headset evaluationsBY STEVE WALKER, REDMOND. WASHINGTONThe Pacific Bonanza Society Air Safari lastSeptember was the perfect opponunity to conducta long-term evaluation of the newest Active NoiseReduction (ANR) headsets. David Clark was contactedto let us evaluate their new X II (l ist price,$864.95). The LobsterFestiA ir Safari traversed almost6,500 mi les over a period of two weeks. Temperaturesranged from bitter cold in Sheridan, Wyoming, to hotand humid in Americus, Georgia.As with our previous tests (reponed in May 2006ABS M{/ga~ille , page 9605). the headset was evaluatedfor comfon, ease of adjustment. size, weight, appearanceand quality of construction. active noise reduction,passive noise reduction, audio quality and microphoneclarity. Additionally. the testers were asked whatthey liked most and least about the headset.Because of the demand for the new XI I headset,it was a bit difficult to obtain a test unit. After using itfor almost 50 hours, it is easy to see why. David Clarkhas hit a home run, scoring a perfect "5" for comfon,ease of adj ustment, size. weight and appearance, andwith a strong second-place finish in the quality ofconstruction. active noise reduction and microphoneclarity categories.Leg lengths varied from 15 minutes to over fourhours in both VFR and lFR conditions. With its featherlightweight and exceptionally comfonable fit. theX II just seemed to disappear. It was almost as if onewas notweanng a headset at all, even after a four-hourflight. Simply remarkable!As with the previously tested David Clark HIO-13XL. the only area where the X II did not lead thepack was in audio quality, rated by some testers as"slightly muffled or distant." Funher investigationindicates that its output was slightly lower than that ofcompeting headsets, accounting for the "slightly distant"comments. When used in a nontesting situation,the user would simply turn up the volume.The bottom line is that, although the LightSPEEDTwenty 3G comes out best in both value and performance,we feel the David Clark X II is the most comfonableheadset the Pacific Bonanza Society has testedto date, with the cell phone interface and performanceexpected of an A R headset in this price range.Oh, by the way-after listening to 50 hours ofrave reviews, my wife purchased an XII for mybirthday!@ABS February 2007HEADSET RATING SYSTEMAll headsets were ruled In each 01 12 categories (Comfort. AudioQualify. 811:.) on a scale all 10 5 with "5" being !he mast favorable ruling.So. II a headeeI scared a perfect "5" In all twelve categories. !heIrPerformance ruling _Id be 60. Performance rulings shown In Figure 1.The Value rating (figure 2) Is derived by dividing !he Performance ru!­Ing by !he rnanufaclurer's Iisl price. For IIlIIImpie. you can see 1haI !he XIIscared an Incredibly high 53.88 pe!formance rating. As It Is a veryexperIIlve headseI at $864.95. !he XII wlue (for money) rating 01 6.23(53.88 + $864.95 x 100 = 6.23).60.0050.0040.0030.0020.0010.000.00Fl(llMel8.006.004.002.00 +-i1 W,0.00Figur.2PBS Headset Performance ComparisonHeadset" LightSPEEDTwenty 3G• SennheiserHMEC-400c David ClarkH10-13XLc SennheiserHMEC-2SKAS• Telex StratusSO-D" FlightcomClassic ANR• FlightcomDenalic David ClarkX11PBS Hea dset Value Comparison " LightSPEEDTwenty 3GHeadset• FlightcomClassic ANRc David ClarkH10-13XLc SennheiserHMEC-400• FlightcomDenali" Telex StratusSO-D• SennheiserHMEC-2SKAS" David ClarkX11www.bonanzo.org Page 10065

Spinner backing plateI read the comments concerning thecracked spinner backing plate (pp.980 1-9802, September ABS Magazine)and was reminded of an issue I hadabout 12 years ago.McCauley had a new spinner andbacking plate combination that couldnot be used with the older spinners. Youhad to buy both to keep from crackingthe backing plate. It might be worthwhileto see if the same problem isoccurring with this spinner.As T recall, my IA found referencein an obscure note on microfiche andca lled McCauley who then proceeded totell him the whole story. We wentthrough three spinner backing platesbefore we found the problem.Years ago, I talked at great lengthto then ABS Technical Consultant NormColvin about it and I thought from ourconversati on that he was going to makesure Beech put it out as a service note. Ithink it was written up in the ABSNews/eller in '94-95.-Ernie Ganas. Ncwoto, CaliforniaSimCom trainingIn response to the editor's note afterthe "Baron training" letter in theNovember 2006 ABS Magazine, let meoffer the fOllow ing:I have owned and flown a 58P forthe last 10 years, accumulating morethan 2,000 hours of mostly joyful flying.I went to the BPPP for a couple ofyears and found it excellent training.But after serving on the board of directorsof CAE, the company that producesmost of the world's flight simulators, Idecided to try SimCom for my annualtraining. I have been with them eversince.My reasoning is very simple: I canexperience very realistic, life-threateningsituations and when handled poorly,ali that is hurt is my feelings. Also, it ismuch easier on my Baron. No engineshutdowns, restarts after extended cooling,high-speed descents after pressurizationfailure , gear stress duringextreme crosswind landings, etc. I treatmy engines like babies, and babies arenot treated like engines in fli ght training.A few examples:• My instructor doubted that I couldsurvive attempting to climb from anengine fai lure at liftoff into a 50 ft. ceilingeven when he warned me he wasgoing to do it. He was right. My personalminimums and engine failuretechnique before gear retraction havechanged dramatically.• [ got to experience gear failure(IMC) and a subsequent gear-up landingafter trying ali the tricks to get the geardown. After a nervous passenger briefingand ali the anxiety of knowing that Iwas going to bend tin, [ put the woundedbird on the runway.• Ever tried landing a plane whenthe windshield was com pletely icedover except for the little heated plate inthe windshield? [ did an lLS to minimumsin icing conditions and then gotto land leaning to the right trying to seethe runway out of the little bitty patch ofclear windshield. [ promise you, it ismuch harder than you think. Eventhough my plane is certified for knownicing, I am much more cautious now,because [ have experienced bad icingand lived to tell about it.• After countless engine failures,my diabolical instructor gave me a splitflapcondition and, sure enough, I startedto shut down a perfectly good enginebecause what [ expected was not whatwas going on.• During a full NDB approach, myinstrument air failed and the instructortimed me on how long it took me to discoverit. [ discovered it in less than avery long minute, but it was amazingwhat I went through before I finallyrealized what was going on and stuck aPost-it over the offending instruments.My reward was getti ng to make a partial-panelNDB approach to minimumswi th my failed pneumatic system andone engine out.The simulator is an actual Baroncockpit, exactly like my airplane. Everyyear when [ return, [ swear I will bemore competent. I find that while [ ammuch more experienced, my competencedoes not return to my satisfactionuntil about halfway through the course.This leaves in question how good I waswhen [ walked in the door.I have not extolied the virtues of thesystems training I receive at SimCom,but the BPPP course does an excelientjob as weli, so it is truly not a distinguiShing characteristic. But SimCom isvery, very good.-George Petty, San luis Obispo. CaliforniaIS YOUR ASS RECORD UP TO DATE? The 2007 Membership Oireclory &Buyer's Guide will be developed over Ihe nexl couple 01 monlhs, so check your dOlo bose record 10 make sureiI's complele and correcl. The direclory will include your name. cily/slale. airplane model and lail number. and _il you 'opl in" - your lelephone number and/or e·mail address. We encourage you 10 opl in becouse il promolesgrealer member-Io-member communicalion. Check your record in Ihe online membership direclory,members-only seclion - www.bononzo .org . Or cali for a record check - 316-945-1700.

Seat back retractorsI first contacted RAPID to find outthat they currently don't have any stockand evidently don't plan to have any stockof the overhaul, exchange or new versionsof PIN SL-4300-2 Hydrolok seatback retractors. So, just on a possibility,I called the P.L. Porter factory (manufacturerof this component, now a divisionof Crane Aerospace & Electronics)in Burbank, California. The contactperson, Cesar Ascencio, said Beech isagain permitting them to overhaul thiscomponent, which is good news. Thecurrent overhaul cost is only $75.I recommend this method of overhaulingthis hydraulic seat back retractorto all ABS members who own aBonanza or Baron that uses this part.Contact information for this companyis Crane Aerospace & Electronics, P.L. Porter, Attn: Cesar Ascencio, 300Winona Ave., Burbank, CA 91504.Ph: 818-526-2277lFax: 818-847-2917- Wi lliam R. Hemme, Spencer. IowaWonderful serviceMy two David Clark headsets wererecently renovated by the David ClarkCompany at no charge, even thoughthey were out of warranty. I reallyappreciate their wonderful service. Theyreplaced the seals, headbands and thecord on both headsets.I cannot ever remember receivingsuch a courtesy, without my request, inall of my aviation experience. And thataviation experience goes back 62 years.Now I fly a V-tail Bonanza and I'm suremy renovated David Clark headsets willbe that much better in my bird.- Oon Newman, Belleair, FloridaBaron throttle failureIn the article about the Baron throttlefailure (ABS Magazine, December2(06), I thought perhaps Mr. Edelsonand the other ABS members might beinterested in a similar story.This event happened about 10 yearsago when an American Airlines 767 flyingfrom DaliasIFt. Worth to Paris had athrottle failure, much like Mr. Edelson'sBaron. The throttle was stuck at about80% power. In this case, the throttle wasphysically stuck and could not bemoved by the crew.The crew handled their situation inthe same fashion as did Mr. Edelson.The crew flew the approach by varyingthe power on the engine over which theyhad control, and shut down the malfunctioningengine down in the flare.So, congratulations, Mr. Edelson.You had to invent your procedure justlike the American Airlines crew didandboth of you came up with the sameprocedure. Well done.- George Shonks. Copt. American Airlines (ref)Waxahachie. TexasVOU WOIf't gettile ASS Fiverunless we have voure-mail address. Send toabsmail@bonanza.orgAttend an ABS-sponsored Savvy Owner Seminar andlearn to save $1,OOOs on maintenance, year after year~In one information-packed weekend,Mike Busch (A&P/lA) canteach you to: Make smarter decisionsabout engine overhaul.~:;~~;~~~~nder i items replacement ' Commu nicate and confidentlywith your A&P or maintenance shop •otherDrastically reduce surpnses, downtime and aggravation• Cope with mechanicals that occur away fromhomebase • Fly a safer, more reliable aircraft while savingliterally $1 ,ODDs on parts and labor, year after year.Please nate there are fewerclasses in 2007, so sign upearly to save a spot.You'lJ receive a 550 early sign·updiscount If you register at least 45days before the class start date.If you register early and have tocancel, your fee will be refunded ortransferred to another class. Viewfurther details ond comments fromprevIous seminar graduates otWWW.sovvyovi0/or.comFeb 24-25 Ff Lauderdale FL (FXE)Mar 3-4 Dallas TX (ADS)Jun 2-3 Son Francisco CA (CCR) (ABS 5p0ns0n>d)Jun 23-24 Cincinnali OH (169)Jun 3D-Jul 1 Frederick MD (FOK)Sep 8-9 80ston MA (OWD)Sep 15-16 Atlanta GA (FFC)Oct 27-28 Albuquerque NM (ABQ)Nov 3-4 Tulsa OK (RVS) (ABS Sponsored)Dec 1-2 Los Angeles CA (VNY)

CARBON MONOXIDE:A SILENT KILLERco pOisoning is a greater safety hazard thanmost pilots realize. When did you last check forCO in your cockpit? How much is too much?On December 22, 2006, at about 9:36 pm EST, an A36(N3704B) crashed while being vectored for a missedapproach from the lLS Runway 20 approach atChattanooga, Tennessee. The pilot, his wife and their twoteenage daughters perished in the Christmas weekend crash.The experienced instrument-rated pilot repeatedly deviatedfrom ATC altitude and heading assignments while being vectoredfor the approach, repeatedly strayed off the localizer anddescended beneath the glideslope during the lLS approach.When questioned about his deviations by ATC, the pilottwice told the controller "[ was disorientated" and stated thathis problem was pilot-related, not airplane-related. TheChattanooga weather was VMC.Why did this seasoned pilot so badly botch what shouldhave been a completely routine instrument approach in benignweather? While pondering this question, I could not help thinkingback to 1997, one of the worst years for general aviation accidentsand incidents caused by carbon monoxide (CO) poisoning.• On January 17, 1997, a Piper Dakota deported Farmingdale,New York, on a planned two-hour VFR flight to Saranac lake, New York.The pilot was experienced and instrument-rated; his 71-year-old mother,a tow-time private pilot, occupied the right seal. Just over a half-hourinto the flight, Boston Center got on emergency radio cotl from themother, saying that the pilot (her son) hod passed oul.The controller aHempted a ftight assist, and on Air Notional Guardhelicopter joined up with the aircraft and porticipated in the talk-downaHempl. Ultimately, however, the pilot's mother also passed oul.The aircraft climbed into the clouds, apparently on autopilot, andcontinued to be tracked by ATC. About two hours into the flight, the airplanedescended rapidly out of the clouds and crashed into the woodsnear lake Winnipesaukee, New Hampshire. Fatal for both occupants.Toxicological tests revealed that the pilot's blood had a CO saturationof 43% - sufficient to produce convulsions and coma- and hismother's was 69%.• On December 6 that some year, a physician was piloting hisPiper Comanche 400 from his hometown of Hoisington, Kansas, toTopeka when he fell asleep at the controls, The airplane continued oncourse under autopilot control for 250 miles until it ron a tonk dry and(still on autopilot) glided miraculously to a soft wings-level crash-landingin a hayfield near Cairo, Missouri.The pilot was only slightly injured, and walked to a nearby farmhousefor help. Toxicology tests on a blood sample token from the luckydoc hours later revealed CO saturation of 27%. It was almost certainlyhigher at the time of the crash.• Just a few days later, a new 1997 Cessna 182S was being ferriedfrom fhe Cessna factory in Independence, Kansas, to a buyer inGermany when the ferry pilot felt ill and suspected carbon monoxidepOisoning. She landed successfully and examination of the mufflerrevealed that it had been manufactured with defective welds.Subsequent pressure tests by Cessna of new 172 and 182 mufflers ininventory revealed that 20% of them had leaky welds.The FAA issued on emergency Airworthiness Directive (AD 98-02-05) requiring muffler replacement on some 300 new 172s and 1 B2s.About 18 months later, the FAA issued AD 99-11-07 against brand newair-conditioned Mooney M20R Ovations when dangerous levels of COwere found in their cabins.Disturbingly commonplaceMy quick search of the NTSB accident database for the20-year period from t 983 to 2003 turned up t 8 GA accidentsin which CO poisoning was clearly implicated, But there werealmost certainly scores of CO-involved incidents and closecalls that never made it into the NTSB database.• For example, in January 1999, a Cessna 206 operated by theU,S. Customs Service was on a night training mission when it inexplicablycrashed into Biscayne Boy a few miles off the south Florida coast.The experienced pilot survived the crash, but hod no recollection ofwhat happened, The NTSB called it simple pilot error and never mentionedCO as a possible contributing factor. However, enough CO wasfound in the pilot's blood that the Customs Service suspected that COpoisoning might have been involved,The agency purchased sensitive industrial electronic CO detectorsfor every single-engine Cessna in its fleet, and discovered that many ofthe planes hod CO-in-the-cockpit problems. On-boord CO detectors andCO checks during maintenance inspections have been standard operatingprocedure for the Customs Service ever since.How much CO is too much?Apparently, it depends on whom you ask. EPA calls for ahealth hazard alert when the outdoor concentration of CO risesabove 9 parts per million (ppm) for eight hours, or above 35ppm for one hour. OSHA originally established a maximumsafe limit for exposure to CO in the workplace of 35 ppm, butlater raised it to 50 ppm under pressure from industry.The FAA requires that CO in the cabin not exceed 50 ppmduring certification testing of new GA airptanes cenifiedunder FAR Pan 23 (e,g, Cirrus SR22, Cotumbia 400, DiamondDA-40). Older designs certified under older CAR 3 regs(i ncluding most Beech aircraft) requ ired no CO testing at allduring certification.

A QUICK PRIMER ON COWhat is carbon monoxide (CO)? It's aninvisible. odorless. colorless gas. so you haveno way of detecting it without special instrumentation.Where does it come from? CO is a byproduclof Ihe incomplete combuslion of fossilfuels such as gasoline. Complele combuslionproduces harmless carbon dioxide(CO'). which in normal concenlrations isnol as harmful in Ihe cockpil. whereas carbonmonoxide is formed when Ihere's nolenough oxygen present 10 complelelyoxidize all Ihe fuel-in olher words. a richmixture.The highesl concenlralions of CO in Iheexhausllend 10 occur during Ihe phases offtight when Ihe mixture is richesl,roundoperolions. lakeoff. climb. inslruclionalftighls. elc. The mare aggressively Ihe engineis leaned. Ihe less CO il produces.How does it get into the cabin? The moslcommon way for large amounls of CO 10 findils way inlo Ihe cobin of a single-enginepislon aircraft is Ihrough Ihe cobin heatsyslem. When cabin heal is being used. anycracks or holes in Ihe muffler con allowCO-rich exhousl gas 10 conlaminole thecobin. However. smaller concenlrolions ofCO-enough to make you feel ill and impairyour pilol skills-can enler Ihe cabin inmany olher ways. even if your exhouslsyslem is perteclly leak-free.Inadequole sealing of Ihe firewall. lailcone. doors. windows and wheel wells arecommon polhs of enlry for CO. Air condilioningsyslems mounled in Ihe loil cone ofsingle-engine aircraft have proven 10 beespecially vulnerable.What happens when you breathe it? WhenCO is inhaled. il combines with your hemoglobin10 farm "carboxyhemoglobin" (COHb).The COHb band is over 200 limes slrongerIhon oxygen's bond wilh hemoglobin. Thus.Ihe CO effeclively puis your hemoglobin aulof commission and deprives your body of Iheoxygen il needs 10 funclion. Sensilive parts ofyour body like your nervous syslem. brain.heart and lungs suffer the most from Ihis lockof oxygen.What are the symptoms? Symploms of mildCO paisoning include headache. faligue.dizziness. vision problems (particularly doublevision). nausea and increased pulse andrespiralian. (Unfartunolely. Ihese symplomsare often affribuled 10 flu. indigeslion or Ihecommon cold .)AI higher levels of COHb soluralion. youmay suffer difficulty brealhing. loss ofconsciousness, collapse, convulsions, comaand even dealh.How long does it last? The super-slrongnalure of Ihe COHb bond explains why evenvery liny concenlralions of corbon monoxidecan paison you slowly over a period ofseveral hours. and why it may lake a long.long lime far your body 10 eliminale CObuildups from your bloodslream.COHb typically has a "half-life" of moreIhan five hours. So if you crash-land in a hayfieldwilh COHb saluration of 40% (enoughto make you pass oul). your COHb level canbe expecled 10 drop 10 aboul 20% (slillenough 10 make you very sick) after aboulfive hours. 10 10% (still enough 10 make youwoozy 01 oltilude) after 10 hours. and soforth.Brealhing 100% oxygen reduces Ihehalf-life 10 aboul2.5 hours.Once certified, FAA requires no CO testing of individualaircraft by the factory, and no follow-up retesting during annualinspection s.UL-approved residential CO detectors are not penniuedto alarm until the concentration rises to 70 ppm and Slays therefor four hOllrs. (This was demanded by firefighters and utilitycompanies to reduce the incidence of nuisance calls fromhomeowners.) Yet most fire departments require that firefightersput on their oxygen masks immediately when CO levelsreach 25 ppm or higher. Some doctors believe that long-temlexposure to CO levels as low as 10 ppm can lead to cogni tiveand physical problems.Whomever you believe, it's important to understand thatlow concentrations of CO are far more hazardous to pilots thanto nonpilots. That's because the effects of altitude and the effectsof CO poisoning are cumulative. For example, a COHb saturationof 10% (which is about what you'd get from chain-smokingcigarettes) would probably not be noticeable to someone onthe ground. But at 10,000' it could seriously degrade your nightvision, judgment and possibly cause a splitting headache.After studying this hazard for many years and consultingwith world-c lass aeromedical experts, I have come to the followingconclusions:I . Every single-engine piston aircraft should carry a sensitiveelectronic CO detector. Failing thi s, it should at minimumbe retested for inflight CO in the cabin at least annuallyprior to the onset of cold weather.2. Any in-flight CO concentration above 10 ppm shouldbe brought to the attention of an A&P for troubleshooting andresolution.3. Any in-flight CO concentration above 35 ppm shouldbe grounds for going on supplemental oxygen (if available)and making a precautionary landing as soon as practicable.Speaking of cigarettes: If you must smoke, for heaven'ssake don't do it before you fly! Smokers are far more vulnerableto both altitude hypoxia and CO poisoning. since they'realready in a partially poisoned state when they first get into theaircraft. Because of COHb's long half-life, you'd do well toabstain from smoking for 8 to 12 hours prior to flight.

Choosing a CO detectorChemical spot detectors: Stay away from those ubiquitousel-cheapo adhesive-backed cardboard chemical spot detectorsthat are commonly sold by pilot shops and mail-order outfitsfor $3.50 to $6 under trade names like "DeadStop,""HeadsUp" and "Quantum Eye." They have a very short usefullife (about 30 days), and are extremely vulnerable to contaminationfrom all sons of aromatic cleaners, solvents andother chemicals that are routinely used in aircraft maintenance.These things often remain stuck on the instrument panelfor years, providing a dangerous false sense of security. What'sworse, there's no warning that the detector is outdated or hasbeen contaminated- in some ways, that's worse than not havinga detector at all.Even when fresh, chemical spot detectors are incapable ofdetecting low levels of CO. They'll start turning color at 100ppm, but so slowly and subtly that you'll never notice it. For allpractical purposes, you'll get no warning until concentrationsrise to the 200 to 400 ppm range, by which time you're likelyto be too impaired to notice the color change.Residential electronic detectors: Although battery-poweredresidential electronic detectors are vastly superior to thoseworthless chemical spots, most are designed to be compliantwith Underwriter's Laboratory specification UL-2034-2. Thisspec requires that(J ) The digital readout must not display any CO concentrationless than 30 ppm.(2) The alarm will not sound until CO reaches 70 ppm andremains at or above that level for four hours.(3) Even at a concentration of 400 ppm, it may take asmuch as 15 minutes before the alarm sounds. This makes themof marginal value in the cockpit.For aircraft use, you really want something much moresensitive and fast-acting. I use the non-UL-compliant COExperts Model 2004 ($ 129.95 from www.aeromedix.com). ltdisplays CO concentrations as low as 10 ppm and provides aloud alarm at concentrations above 25 ppm. It updates itsdisplay every 10 seconds (compared to once a minute for mostresidential detectors), which makes it quite useful as a "sniffer"for trying to figure out exactly where CO is entering the cabin.The main drawback is its relatively large size (6" x 3 3/4" x I3/4"), which makes it awkward to mount in the cockpit.Industrial electronic detectors: Industrial CO detectorscost between S400 and $1,000. A superb choice for in-cockpituse is the Quest Technologies SafeTest 90 personal single-gasmonitor ($410 from www.davis.com and www.skcshopping.com). This unit displays exact CO concentrationsfrom I ppm up on its backlit digital display, both real-time andtime-weighted average, has a very loud alarm with dual userprogrammabletrigger levels, and a manageable size of 4" x 3"x I 114".Purpose-built aviation electronic detectors: Tucson-basedCO Guardian LLC makes a family of electronic CO detectorsspecifically designed for cockpit use. Model 152A ($ 179) is aportable device that plugs into the aircraft cigarette lightersocket. Model 452 ($459) is a panel-mount unit.These detectors detect and alarm at 50 ppm (after 10 minutes),or 70 ppm (after 5 minutes), and will alarm instantly ifChemical spot detectors are incapable of detecting low levels of Co.They'll start turning color at 700 ppm, but so slowly and subtly that you'll never notice it .. . . . . . . . . . . ..... . uFigure l-The ubiquitous chemicalspot detectors have poor sensitivity,slow response, a short useful 3Ddayuseful life and Ofe vulnerable10 contamination. Don" waste yourmoney on them.Figure 2-The CO Experts Model 2004 low·level COmonitor can detect CO concentrations as low as 10ppm. alarms at 25 ppm. has very fast response and isrelatively inexpensive (S 130). The author owns severalof these units for both home and aircraft use.Figure 3-The Quest TechnologiesSafeTesl 90 is on industrial gasmonitor thol ofters outstanding featuresand superb sensitivity. but isrolher pricey (5410).Figure 4- CO Guardian offers severaldetectors designed specifically for aircraftuse, including Ihe portable Model 152A(lop, 5179) and Ihe panel·mounted Model452 (botlom, 5459). These ore nol as sen·sitive as the other units mentioned, andwill not detect CO concentrations betow50-70 ppm.

concentrations rise to 400 ppm. This is not nearly as sensitiveor fast-acting as what I'd like to see in my cockpit, but it certainlyis a vast improvement over a chemical spot detector orno detector at all.These units are avai lable from the manufacturer(www.coguardian.com). and are also distributed by AircraftSpruce, Edmo, King Schools and Sporty's.Questions for Mike Busch may be e-mailed tomike.busch@savvyaviator.comMike Busch has flown for more than 40 yeors and 7,000 hoursand is an A&P/IA. He cofounded AVweb and served as its editor-in-chieffor more than seven years. His ·Savvy OwnerSeminars· teach aircraft owners how to obtain better aircraftmaintenance while spending a lot less money. 'WW'W.savvya viator.comCO EMERGENCY CHECKLISTIf your electronic CO alarm goes off inflighi.whal should you do? Here are somesuggestions:1. Start breathing supplemental oxygen(if available). Tum up the oxygen How to maximum.Going on 0' will reduce your CO intakeand will increase the rate at which your COHbsaturation will dissipate.2. lean the engine as aggressively aspassible to reduce the CO content of theexhaust. An engine operating lean of peakhas very low levels of CO in its exhaust.3. If the cobin heat is on. shut it off.Cabin heat is the principal couse of highlevelCO contamination in single-engine airplanes.4. Open all cobin fresh-

-\ r y first oceanic trip was in 1975, a round trip inBY BILL COMPTON. ANCHORAGE. ALASKA!my N35 between Cold Bay, Alaska, andHonolulu. Over the years, I made four more trips_ --!,Jo Hawaii, once from Australia in an A36TC viaGuadalcanal and Tarawa. There were also four trips 10 Europe,two in a B55 and two in my current V35TC. I always preferredthe Bonanzas; I like generous fuel reserves.In 1975 there was no GPS. Loran C was available, butinvolved a large radio set with an oscilloscope, reminding oneof the old shoe-store X-ray machine. The navigator lined upmaster and slave traces on the scope, read the time difference,tracked one or two other slaves against the master, then wentto a chart showing time difference lines to obtain a fix. Thiswould not do in a single-pilot Bonanza. The microprocessordrivenLorans were yet to come. Omega, inertial and VLFwere up and coming but not practical for a Bonanza.Professional ferry pilots were mostly usi ng dead reckoningfor long over-water trips. The oceanic flight plan dividesthe route into legs by wind forecasts. true course, distance andvariation, then ground speed and drift are solved with an E6Bto get magnetic heading and time en route for each leg. Thepilot flew the legs by the planned beadings and times, watchingthe ADF. transponder and VOR needles for the first confirmationof the approaching destination. Position reports weresimply read-backs of the flight plan.Ast.onavigationThe airlines used professional navigators expert in astronavigationand Loran. I was curious, so I picked up a surplushand-held bubble sextant. The whole process of "sight reduction"seemed unfathomable until a retired Japan Air Linesnavigator simplified it so even I could understand it.Think of this: If you are at the North Pole and Polaris isalmost directly overhead, the "altitude" of Polaris, or anglewith the horizon , is about 90' , which is your latitude. Thatwork~ anywhere in the orthem Hemisphere,The same logic applies to 57 navigational stars whoseplace in the sky is catalogued in an almanac called HO 249.For any assumed latitude/longitude and Zulu time, thealmanac gives the angle and bearing of seven prominent starsvisible from that position. The difference between the predictedangle and the observed angle is your distance from theassumed position on that bearing.How did a vertical angle become a distance? Each degreeof angle is 60 nm and each minute of angle is one nm, just aseach minute of latitude is one nm.A nautical sextant measures the angle of a heavenly bodywith the sea horizon. The aeronautical sextant instead uses abubble to define the horizon; the navigator adjusts his viewand his indexing knob so that the body centers in the bubbleand the bubble centers in the optical field. Still, this is not goodenough, as the aircraft is not steady. So a timer averages thereading over two minutes, whi le the navigator earnestly keepsit all lined up by rolling the indexer back and forth.While standing in the yard on a clear night, I did consistentfixes within 3 miles. In night, sights were tougher. Nightfixes were done with sights on three stars, timed four minutesapart. Since the earth rotates one degree every four Irtinutes,that simplified the numbers. The three lines of position wereplotted on a chart. The smaller the plotted triangle, the betterthe fix.Changes in drift and groundspeed detected by the fix wereused to adjust heading and time to the next estimated fix accordingto the navigator's confidence in the sights. WithoutLeftlRight guidance it was unlikely to cross that precise fix.Instead, at about that ETA, one plotted another fix and reportedthat position, with another, later-to-be-bypassed fix againestimated. In this way the flight hopscotched back and forth,bracketing the course line.Astronavigation actually worked well for me, not necessari1yeveryhour, but often enough to confirm appropriate progress.Looking out the cockpit ofter takeoff on the leg from Honolulu, Hawaii toBellingham. Washington.upg.ade to _ode.n navigationLoran followed later by GPS changed that for my fli ghts,just as inertial nav changed that for the airlines and made flightnavigators obsolete, With the computerized systems, the flightstayed on centerline, actually flew over the next fix and gave constantawareness of groundspeed and track. One hardly fussedabout true vs. magnetic. It was easier than flying Victor airways.Page 10072 www.bonanza.org ABS February 2007

My first experience with this was in 1985 when I had aNorthstar Loran on a flight from Cold Bay to Kauai. I took anoccasional celestial fix but Loran was obviously the new Top Dog.Guess what' It ruined the fun 'Navigating became almosteffortless, and little was left to do but just sit there and hallucinate.Gone was that eager watch for land ahead that mysights said should be there. Instead, it seemed a certainty.I quit go ing on those long ocean trips, but not to Europe,which didn't need a cabin tank. Just grab a passport and go.Short leg (for a tip-tanked Bo), exotic locations, greatscenery-and sometimes we could just camp out under the airplane.I even went to Hawaii a few times on the airlines.V3STCIn 1981 [ traded my N35 for a 1966 V35TC that my sonSteve and [ still own. Initially, flying it rich of peak EGT, wewere pulling too many cylinders. So in the mid-'90s weswitched to lean of peak (LOP) operations and have had nomore of those problems.The N35 had an injected 470 engine with 8.6:1 compression,which would yield about 149 hp at 10 gph if LOP, whileour V35TC with a 520 engine and 7.5: I compression wouldonly yield 137 hp at that fuel flow when LOP. On the otherhand, we had run the older Bo rich of peak, and running theturbo model LOP would make up on efficiency.To go LOP, you don'tjust pull the red knob a little more.Articles by George Braly and John Deakin were digested andslowly we became confident with LOP ops. Same cruise speedon less fuel flow and lower CHTs has a cenain charm. LOPops mesh beautifully with the V35TC's turbocharging.Approaching the Washington coastline on return leg.I had done Honolulu to Anchorage direct twice, but notthe other way, as Kodiak was a closer alternate only for thenorthbound trip. With more efficient LOP ops, I startedthinking the southbound leg might be done safely with the 225gallons of fuel I could carry. I was also aware that my longrangeflights lacked a logical cruise control strategy. The olditch was returning.In the past ! had cruised at constant power, 50· ROP and 12gph, a poor choice for several reasons. Studying, I found that bestrange perfonnance is achieved by flying a constant angle ofattack at UD max (best lift over drag speed). This results in anindicated airspeed (lAS) for best range, Vbr, which decreases asaircraft weight decreases with fuel bum. As the aircraft lightens,specific range-defined as nautical air miles/gallon of fuelincreases.So the assumption that one power selling gives a predictableairspeed for an entire trip was discarded, and this tablewas proposed.LONG-RANGE CRUISE PROFILE N411 EG wi 225 gallons. cruise 20 LOP at 12.000' denSity altitudeET fuel flow /tas fuel burn air miles aelt wgt nom/gal0000 Takeoff 32 gph 38030020 12000' TOe 105/10.5 36/36 3740 3.40200 12.5 gph 152kt 209/31.4 253/289 3614 12.1/9.20400 --12.5 gph, 155kt 25/56.4 310/599 3464 12.4/1 0.80600 11 .5 gph 145kt 23/79.4 290/889 3326 12.6/11 .20800 l1gph 145kt 22/1014 290/1179 3197 13.2/11.61000 10.8 gph 144kt 21 .6/123 288/1467 3065 13.3/11 .91200 10.5 142kt 21/144 284/1751 2940 13.5/12.21400 10.2 140kt 204/1644 280/2031 2816 13.7/12.41600 9.5 143kt 19/183.4 286/2317 2702 15/12.61800 9 gph 135kt 18/201.4 270/2587 2594 15/12.82030 9 gph 140kt 22.5/223.9 350/2937----2460 156/ 13.1Toe = top of climbDesired reserve on arriving Honolulu (PHNL) : 3 hours cruise. 1 hour hold=39 gallonsTakeoff to TOC at 12.000': 11 gallons. 36 milesKodiak to Honolulu is 2.237 nm.leaving 2.201 nm on 175 gal for the cruise segment,and requires an average cruise specific range of 12.6 nml gal at fuel.- ------ASS February 2007 www.bononza.arg Page 10073

To come up with this, I detennined Vbr for one weight ofthe airplane, then computed Vbr for other weights, added5-10% to those indicated airspeeds, and used flight-testednumbers and estimates to find the fuel flows to hold those airspeeds.The logic was that speeds slightly higher than Vbrcould be used with minimal loss of range. True airspeeds alsowould be higher at higher altitudes. At 20 0LOP EGT,maximum power and thrust would be obtained for a given fuelflow. I had to give all this a try!Alaska to HonoluluWhen departure day carne, winds were unfavorable, soKodiak was back in the plan. 1 launched out of there in earlyevening. reaching PHNL in 16 hours 56 minutes using 185ga llons of gas and one pint of oil. The engine was happy at2200 down to 2125 rpm, 26" mp, fuel flow 12 gph down to 10gph by the end of the flight.Did I fly the planned profile? Sort of. Once into headwinds,lower altitude was better. But the basic strategy tocruise LOP a little faster than best-range lAS worked just aswell down low, though true airspeed was less. It took a bitlonger. but I landed with the reserve fuel I had wanted.What about astronavigation? When the stars were out, 1 wastoo busy to use the sextant, what with HF problems, spontaneousautopilot disconnects, watching for traffic (tiny joke), etc.Black-of-night IFR can be hard work- and GPS is so easy.In contrast to memories of old, there was a lot to do, andit was still lots of fun. I made it back home via Bellingham,Washington-but that's another story.RISK MANAGEMENTFlight beyond gliding distance fram land brings risk of landingin the water, mandating provIsion for raft. survival suit and EPIRB(Emergency Position Indicating Radio Beacon) . Reflection is neededon ditch procedures. egress for pilot and gear, and raft entry.Then aHentian con turn to minimizing the risk of ditching.GPS lessens but does not eliminate risk of navigational error.A backup, baHery-powered GPS IS good. A digital fuel flow meterhelps with fuel tonk sequencing and awareness of fuel consumedvs. flight progress.Failure of a well-mOintOined engine is unlikely. but one canlower that fisk. KnOWing the engine's history from first break·in flightonword is reassunng. more so with digital download of engine settingsand temperatures every 6 seconds onto a computer.Reviewing flights. one looks for any temperatures beyond limits.including excessive cooling rates on descent. or at top of climbbefore cowl flop closure or leaning. This data yields insight on bestpractices to minimize engine stresses and heat cycles. lean-ofpeakoperations reduce intra-

GENERAL AVIATION NEWS-- - - -GOOD NEWS! PRICESLOWERED ON 2007 G36 & GS8On January 16. RaytheonAircraft announced a 14% reduclionin list price for Ihe G36 and a12% reduction tor Ihe G58.Benefiling from strategicsourcing plans and gains fromproduclion efficiencies. savingsare being possed on to cuslomers.The 2007 typically equippedBonanza will ccrry a suggesledselling price (SSP) of $574.000.(The 2006 SSP was $667.000.)A typically equipped 2007G58 SSP will be $1.046.000. (The2006 SSP was $1.186.000.)Addilionolly. commonoplions such as SkyWatch andSiormscope are being reduced byas much as 20%.This is great news to celebrateIhe Bonanza's 60-yearanniversary-Ihe only aircraft inhislory to remain in conlinuousproduclion Ihis long.2007 is also Ihe 75thanniversary of 8eechcraft. Bolhanniversaries will be celebrated atthe ABS Convention in WichitaSeptember 5-9.JOHN ECKALBAR'S NEW BOOKProlific oulhor and flightinstruclor John C. Eckalbar recenl­Iy announced publicalion of hisInstrumeFlying Upd.._t_WNIE.-y ...... 10Know AbauI the on ~T~ wMS. lPV.LMWVNAV.RNAV 510., TAWS. If'Id MI,dI"'"new book. Instrumenl FlyingUpdate. As John writes in Ihe preface."If you compleled your instrumenttrainingin the era of VOR. llSand basic GPS. il is lime you makea cammitmenl 10 getling up 10speed for new-world 1m:Covering new technologiesfor inslrumenl flight. includingWAAS. TAWS and lPV. InstrumentFtying Update teaches Ihe emergingsyslem of enhanced IFRfilledwilh promise of increasingcapacity wilhin Ihe NolionolAirspace System and the hope ofreducing Controlled Flighl IntoTerrain mishaps. but also lacedwilh lraps for Ihose unprepared tomake besl use of Ihese newcapabililies.Instrument Flying Updale. aswell as his previous books. IFR: AStructured Approach. Flying HighPerformance Singles and Twins.and Ihe classic Flying the BeechBonanza. are available for purchaseIhrough the ABS Siore 01www.bonanza .org or by colling316-945-1700.RAC SERVICE BULLETINRaytheon Service Bullelin 27-3789 calls for inspections forimproperly drilled rudder coblepulley brackets in A36/G36s and581G58s.According 10 the Bulletin. 27-3789 is "being issued to inspectfor PIN 002-440010-19 ruddercoble brocket(s] that may have onelongated. mlsdrilled hole. Anelongated hole may allow the pulleyguard pin to shift in positionand possibly couse inadequatecoble guarding. During control syslemmaintenance. inadequatecoble guarding could allow displacementof the control cables."Raytheon suggests compliancewith this Service Bulletin atthe next scheduled inspection. Formore details. see SB 27-3789 .Let ABS know if you discover a facility that will notmaintain or repair your airplane because of itscalendar age.SOME SHOPS UNWILLING TOWORK ON OLDER AIRPLANESA report on AVwebdelves intoa growing number of FBOs thatwill no longer work on airplanesmore than 15 to 18 years old.ABS first reported on thisissue lost summer. when welearned the Cuffer Aviation FBOchain negotiated insurance rateson the stipulation that Cuffer nolonger work on aircraft more Ihan15 years old. Recent media reportsof a similar decision by a KansasFBO specializing in Piper airplanesled to the following AVweb report:AVweb's staries ... aboutsome maintenance and repairshops turning away work onolder airplanes brought in morereports from pilots who haverun into similar situations.Readers in Maryland. Texas andUtah said loccl operators toldthem they can no longer workon aircraft more than 18 yearsold due to insurance and liabilityccncerns.Brion Finnegan. president ofPAMA (Professional AviationMaintenance Association). toldAVweb that the 18-yeor limit onmanufacturer liability set by the1994 General Aviation RevitalizationAct (GARA) does roiseconcerns that the focus of litigationin the ccse of on occidentinvolving an older aircraftcould shift to the maintenanceshop."So lor: Finnegan said."no troubling trends have beennoted. But more and more aircroftare turning 18 years oldevery year [since GARA]. and itcould be that at some point acritical moss will be reached."Use the Shops & MechanicsRecommendations section in theMembers Only section of ABS websiteto find or rate FBOs fhal willwork on your airplane. let ABSknow if you discover a facility thatwill not maintain or repoir your airplanebecause of Its calendar age.For more info. see the fullAVweb report as well as post itemsin the ABS Magazine (July 2006.pg. 9727) and in the NEWSsection 01 www.banonzo.org.ABS February 2007www.bonanzo.org Page 10075

BY DAN MAYWORMLIBERTYVILLE, ILLINOISIn his early teens, our # I son was thetypical airpOll bum. He spent everymoment he could spare riding hisbike to the local airport, bumming ridesby washing airplanes and just beinghelpful around the airport. aturally hekept bugging me to learn to lly and getan airplane.About that time, my company createdplastic packaging products that wereideal for the presterilized single-usemedical market that was just starting toemerge. Much of the manufacturing wasdone in small towns around the countrywhere there was plenty of low-cost labor.This required a lot of travel. A typical tripto one of our customers in centralMissouri would include getting toChicago O'Hare Airport an hour beforellight time, an hour flight to SI. Louis anda two-hour drive - all told about 4-112 to5 hours, plus an overnight stay.An Angel Flight two-for-one flying a little girl from her Chicago doclo(s appointment back home 10Pennsylvania, and a young boy from Peoria 10 his monthly heart checkup in Cleveland, Ohio.As was typical of most of theplaces I had to go, there was an airportright across the street from the plant Iwas visiting. So with my son 's urgings itdidn 't take long to realize that personalllying could make my time much moreproductive. He told me about a wintertimedeal at Sky Harbor airport (OBK,closed in 1973) that guaranteed a privatelicense for $500 as long as I llewMonday through Friday and ovemberthrough March.In December 1964 I llew every dayElias' (far left) medical condition prevented him trom flying on airliners, so an Angel Flight flew him from hishome north of Minneapolis to Cincinnati. Holding Elias is his grandmother. his mother is in the middle andDan Mayworm is at right.for two weeks, soloed with 10 hours,and got my private certificate in 40hours. In April of '66 I leased a P35from a friend who had lost hi s medicaland earned my instrument ticket in Juneof that year in the Bonanza.When my friend got his medicalback, the company bought me an A55that I new for about 15 years. As thecompany grew, my need for traveldecreased dramaticall y, so we sold theBaron and I bought an F33A with apartner and then another on my own,I sold the company in 1981, starteda new medical journal publishing companyand bought a Cessna 340 for travelingextensively from coast to coast.After another 14 years, I sold the publishing company and the 340-andretired. (My son now llies a Citation XforetJ ets.)I went back to my love of Beechproducts and in 1995 bought a brandnewA36, the only new airplane 1 haveever owned. So now I had a great travelingmachine-and no place to go. Wevisited friends and famil y all over thecountry as much as we could andbought a lot of $100 hamburgers.The need to put purpose into myllying again came at an ABSPage 10076www,bonanza.orgABS February 2007

Convention when I stopped at an AngelFlight booth. That was just what I waslooking for to give something backwhile sharing my love of flight.Eventually, I also signed up withAirLifeline (which eventually mergedwith Angel Flight) and lifeline Pilots.The A36 is a perfect plane forAngel Flight missions. It is an easy stepup into that great club seating in theback and it carries a respectable load.Here is an example of how I was able tocombine two mi sions into one:Emily, a little girl from Erie,Pennsylvania, was born with a deformedsku ll. She and her mother have to travelto Chicago monthly so the doctors canadjust the skull brace she has to wear. Iwas able to fly several of these missions,either to or from Chicago.On the day of one of these missionstaking Emily back to Erie, there wasalso a mission taking a young boy fromPeoria to the Cleveland Clinic for hismonthly checkup after having openheartsurgery. With the A36 it was aneasy and comfortable trip to take themboth at the same time.Another memorable trip was withElias, who had severe combi nedimmunodeficiency. His immune systemwas essentially shut down. He livedwith his parents in a small town north ofMinneapolis and had to travel monthlyto Cincinnati. Because of his affliction,he couldn't travel on the airlines, sothey had to drive. This was very hard onElias as well as his famil y. Then theyheard about our service and what hadbecome a dreaded ordeal became anexciting series of flights for this greatyoung man.In addition to medical flights wealso do Compassion Flights, which mayconsist of getting family members whoneed to travel for periodic hospital visitsto a family member, or taking membersof the Armed Forces home to smalltowns not served by the airlines.Compassion Flights flew more than1,000 missions to help Katrina victims.One that I flew was very unusual. Agroup in Milwaukee decided they want-An investment banker and friends from the Milwaukee area loaded five trucks with building supplies and drovethem to Mississippi.After they helped set-up a company to build and rebuild homes, they left everything there,trucks and all. lifeline pilots flew them back home.ed to do something to help. They boughtfive old trucks, loaded them with buildingsupplies and drove them toMississippi. When they got there, theyset up a home construction company oflocal craftsmen-earpenters, plumbers,electricians-and gave them everythingthey brought, including the trucks. Thenthey had to get home.One of the men was a lifeline pilotso he knew how to get home. I took fourpassengers and two other pilots tookthree apiece. These were all big guys, sowhile I made the trip down there nonstoploaded with paper goods, the trip homerequired a fuel stop. The A36 handled thefive of us very comfortably.Angel Flight (NGF) and CompassionFlights (CMF) are always treatedpreferentially by ATC and we oftenget comments from controllers like,"We really appreciate what you guys(gals) do."EDITORS NOTE: The author melltionsCompassion Flights for milital}'and veterans. The Veterans AirliftCommand is anotlter tlOnfJlVjit organizationthat arranges and fJlVvides freeair transportation to bring familymembers to wounded veterans, providesveteralls transportation 10 and frommedical facilities alld provides relatedcompassioll-jlight assistance. For morein/ormatioll, call 952-582-2911 or visitwww.velerallsairiijt.org. @PASSENGER QUALIFICATIONS:• Musl be ambulalory. able to climb inand out of a light plane. and be able tosit uptighl for 2 to 5 hours.• Must be able to fly in a nonptessurizedairptane.• Have a medical or humanitarian needfor from home.• Must be consideted outpatients andbring along any necessary healthcareassistance.• Thete are baggage limitations.• Must show financial need.-Be witling to sign a liability release fOtmand provide a photo ID.PILOT QUALIFICATIONS:• Must provide proof he/she is properlylicensed and certified by the FAA.• Must agtee to abide by all applicableFAA regulations.• Must own or have access to on aircraft.• The aircraft must be airworthy. asdefined by FAA regulations.• Must have logged a minimum of 200hours as pilot in command.• Must ptovide information regarding anyoccident or FAA enforcement history.• Must ptovide ptoof of insurance.• An instrument rating is desired but notrequired .• Pitots are not allowed to accept anyreimbursement for theit costs.ANGEL FLIGHT CENTRALPhone 800-474-9464e-mail: wings@angelfllghtcentral.argWebsite www.angelflightcentral.otgLIFELINE PILOTSPhone 800-822-7972e-mail: mlssions@lIfetinepilots.orgWebsite: www.tifeline pitots.orgABS February 2007www.bonanzo.orgPage 10077

IBY JOHN MILLER. POUGHKEEPSIE. NEW YORKBACK I 1927, a month after 1watched Lindbergh'S famoustakeoff at Roosevelt Field, 1graduated in mechanical engineering.1 decided to rebuild the wreckof an airplane I had bcught for the purpose.It was a WWT Standard J-I that Ipowered with a French Hispano Suizaengine of220 hp out of a SPAD Xlll airplane.I used a custom-made (left-hand)propeller to hold it down to 200 hp.It took six months of hard work andwas completed in the fall of 1928. I wasanxious to put it to work to make a littlemoney. The barnstorming summer wasa winter away, but I did not wish to waituntil spring or to venture down to thesouthern states at that time.It was a bitter cold winter and thebig Hudson River here at Poughkeepsiewas solidly frozen over in December. SoI landed on the ice and attracted a crowdof people who wou ld pay me for theprivilege of hanging on to the rope J hadtied to the tailskid. In groups of two orf[four I towed them on their ice skatesorelse they just slid on their shoes onthe smooth ice.Sometimes I would get into the air.They would hang on to the rope untilthe cold air caused their eyes to fill withtears and they would let go. It was funfor them and that winter barnstorminghelped pay for the airplane's rebuildingjob.Those towing flights would usuallyinclude going under the big railroadbridge crossing the river. The ice was atleast a foot thick and sometimes thicker.To test it, I tried an experiment by tyingan old automobile engine to the landinggear of my Standard J-l in such a waythat [ could release and drop it onto theice to see if it would create a fishinghole. When I dropped it from about1.000', it failed to penetrate.The Hispano engine was watercooled,but Prestone and other antifreezeproducts were not on the market at thattime. You would be surprised to knowwhat I used for antifreeze. Alcohol wascommonly used in automobiles at thattime, but it evaporated rapidly and had toTo test the ice, I tried anexperiment by tying an oldautomobile engine to the landinggear of my Standard J-l in sucha way that I could release anddrop it onto the ice to see if itwould penetrate the ice_be replenished often. The Depattment ofAgriculture issued a pamphlet givinginstructions for the proper preparation ofhoney for antifreeze and thus prepared, itwas excellent.The Standard J-l airplane, a trainerduring WWI, was an excellent barnstonningairplane when converted tocarry four passengers in the front singlepersoncockpit, two facing backward. Itwas the type used extensively by thefamou s Gates Flying Circus. Theycarried about half a million passengersduring the lifetime of that group until1927 when an inspector declared it wasunsafe. (After carrying that huge numberof passengers safely!) That led tothe design and manufacture of the NewStandard 0-25 and I owned SIN 2,which I used extensively.John Miller welcomes reader's comments.Write him at 201 Kingwood Pa rk,Poughkeepsie. NY 12601 or e-mail him atjennys2jets@juno.com.--.-_/""-~ .'"- 'John Miller'S Standard J·l airplane, dUroing reconstruction. AI this stage Johnhod added new ash tangerans, newwood landing gear, large wheels andwas ready for recovering. It hod onHispono SUilO 22Q-hp geared engineout of a Spad XIII.."1.;

MILLER MAILDear John:I recently finished reading FlyingStories, and although I didn't get to read itnonstop, I could hardly put it down. I kept itby my choir at home and read two, three ormore chapters at a time. I now feel as if Ihave walked hand in hand with one who haslived almost the entire history of aviation.I have always been an aviation nut.although I experienced a long layoff periodin my own flying stories. I learned to fly duringmy seniar year in high school in 1961-62 from a gruff old WWII instructor namedEd Dunavant who was stilt instructing infixed-wing aircraft at Ft. Rucker, Alabama.After I learned the basics in a J-3 Cub, Ibought my own J-3 out of the back corner ofan old hangar, flat tires and all, at the thenclosedBainbridge (Georgia) Army Airfield(now known as Decatur Industrial Airpark).Since then, I have owned a PA-12 SuperCruiser and then a Fairchild PT-26, on oldCanadian trainer with a wooden center section.Wish I could have kept them all. But collegeintervened as did marriage, children,college for them, an automobile businessand rapid passage of 30+ years duringwhich I didn't get to fly except commercially.I never stopped yearning and wishingand buying aviation publications. I sold theauto dealership in 1990, changed careers,My wife Susie's Pre-K group of kids, along with SonIa Claus.l take 0 trip 10 the "North Pole" each year andpick him up to come visit WIth the kids.and decided that if I was ever to fly again, Ibener get busy. Problem was that I was sobusy that time was again at a premium. So itwas several years before I bought an AeroCommander lark to build time and pickedup where I left off.A year or two later, I bought a Bonanza,the airplane I always wanted. It is a 1959K35, manufactured before I completed highschool and started to fly. How ironic is that!And now, as the pilot in the movie "One SixRighf wrote in his logbook, 'This is a loveoffair,"I joined ABS in 2003 and started readingyour stories, John. I'll never experienceall that you have, hardly anyone will, exceptvicariously through your writings. But I doenjoy taking trips with my wife and flying thegrand kids and Young Eagles in my K35.I have not found time to complete myinstrument rating, but I plan to do so, nowmore than ever after reading abaut how littleyou hod to work with when flying on instrumentsin the early days. We have so muchinfo available today compared to what youhad, during even your airline career, that it isalmost embarrassing that we still get intotrouble with the weather!I am grateful for your willingness toshare your flying experiences with us. In fact.I hope there is another baok in the works tofill in the gaps in the one I have. I'm certainyou have many more stories to share with usin the ABS Magazine.Thank you again for Flying Stories. Iwauld loon it to some of my flying friends toread, but I don't wont to let it aut of myhands-I'm afraid it might not come bock!-Marty Shingler, Donalsonville, GeargiaInstrumentflying UABS February 2007www.bonanza.org Page 10079

PASSPORT WARNING!By the time you read this, January23rd is past, and the deadline for havinga current, valid passport is here! Iwon't go into the rules for boats andcruise ships, or for the rules for crossinginto the US from Canada orMexico. However, in conversationswith the Customs officials at FortPierce, Florida, which clears most ofthe general aviation nlirnlrlnP" ....returning from the Bahamas (which I do a coupleof times a week), there will be zero tolerance for those enteringthe United States without a current valid passport.It gets worse. If anyone an yaur airplane manages to arrivein the US wi thout a passport, you, as the pilot in command maybe subject to a S5.000 fine, plus you will have to transport themback out of the country!Before you generously offer to transport your condo neighbor'sgardener back home to Florida, make sure you inspect thepassport of everyone who is gaing to ride in yaur airplane.NOW, ON TO AVIONICsThe New Year and all its excitement is far behind us now,and for some '" the northern climes, you are in thethroes of "The Dark Ages!" I don't know of anyone, nomatter what the weather, who does not at least go out to theairport and pat his or her Bonanza on the nose. While you areat it, why not peruse your airframe and engine logbooks for theinspections that are due in 2007.Pay particular attention to static/altimeter checks andtransponder checks. Not many pilots forget the due date oftheir annual inspection Cprobably because of the pain of theexpense of paying for it last year), but the static checks andtransponder checks are easier to overlook, especially in themidst of a busy sununer of flying.FAR 91.411. Altimeter system and altitudereporting equipment tests and inspectionsCa) No person may operate an airplane or helicopter in controlledairspace under IFR unless (I) within the preceding24 calendar months, each static pressure system, eachaltimeter instrument, and each automatic pressure altitudereporting system has been tested and inspected and foundto comply with Appendix E of part 43 of this chapter.1 won't bore you with all of the part 43 instructions exceptto mention that this is the inspection whereby a mechanic oravionics or instrument shop tapes your static ports shut, thenapplies vacuum to the system to simulate climbing youraltimeter/static system to altitude, up to the published serviceceiling of your airplane.A mechanic can perform the static evacuation portion ofthe test, but unless the shop has invested in a very expensivetransponder check instrument, that part is generally done at anavionics shop.Again, without going into the published allowable altimetererror tables and allowed "bleed-down" times, your altimeter/staticsystem error cannot exceed +/- 100 feet.Static system leaksAlmost all older Bonanzas I've seen begin at some pointto exhibit static system leaks. This starts the man-hour billexpense while the technician chases the source of the leaks.The leaks frequently end up being in the altimeter case, whichmeans the added expense of a new or rebuilt altimeter. The billkeeps going up!Finally, when the static/altimeter test is satisfactorilyaccomplished, here comes FAR 91.41 3, entitled "ATetransponder tests and inspections." This test is easily confusedwith the 91.411 test, but they are different and require differententries into the airplane's maintenance record. The 413 testcan only be accomplished through the use of a very expensivetest box. Thus, one test can normally be conducted by an A&Pat a maintenance shop; the other test is usually done at anavionics shop.The airplane owner gets two bills for what he perceives tobe the same test. but it gets worse! FAR 43 further specifiesthat any time the static system is opened, FAR 91.411 must bepelformed again.Let's say that the maintenance shop has to repair, removeor reroute a static line. To the airplane owner it seems like asimple procedure. The expected bill is not pleasant, but thenthe owner spots another $250 or so on the bill for a static checkthat he just accomplished a few months ago. Oh the pain, theanguish! The accusations of price gouging!I've spent portions of the last few articles trying to explainwhy it costs so much to maintain a Bonanza or Baron. Beforeyou form a committee to boil me in oil or hang me in effigy atthe next ABS convention, I'd like to enter this defense: Yourautomob ile, boat and riding lawnmower are expensive tomaintain, too, due to the rising cost of trained labor and parts.However, with those devices, there is no federally reg ulatedlaw that directs who can work on them, and where the partscome from. In the avionics/aviation maintenance business,eVelythilig is regulated by the FAA!The person who touches your airplane either is, or isdirectly supervised by an A&P. That mechanic has spent at

least 30 months in trade school (or documented practicalexperience) and has passed three written tests (airframes, powerplantsand general), an oral and a practical exam that, byFAA Rule, must last at least eight hours!The maintenance or avionics shop may display on its wall arepair station license specifying what it can and cannot work on.If it does, an FAA principal inspector inspects the shop every fewmonths to ensure compliance with the temts of the license.The parts that the mechanic installs must have an attachedFAA Form 8130-3 "Certificate of Origin" specifying wherethe part came from. Most of the parts and avionics are madeunder a PMA (parts Manufacturing Authority) which meansthe manufacturing shop has been subject to an inspection bythe FAA certifying that the parts it makes are done to theFAA's satisfaction.Finally, depending on what was bolted onto or removedfrom your airplane, the shop submits an FAA Form 337,explai ning how it modified your airplane from its originalType Certificate (which was issued to Beechcraft after theyexplained to the FAA how they built your Bonanza and all theybuilt like it since 1947).All this is contained in Federal Aviation Regulations(FARs) and well-known by those FAA employees at the FlightStandard District Offices (FSDOs) who are responsible forenforcing the rules.There is a disparity between the various FSDOs throughoutthe country on enforcement of all the rules. It is possible to"shop" for an FSDO that i somewhat more len ient towardaward ing you (a manufacturer) a PMA. At Texas Instruments,for instance, we were able to move considerably faster than thecompetition in Kansas and Oregon by being in the FAASouthwest Region instead of the Central or Northwest FAARegions. Poor Apo llo-ne UPS Technology-was stymied byhaving to deal with the Northwest Region which was populatedby Boeing engineers who had very limited general aviationavionics experience and generally held Apollo to airline equipmentstandards!Training future Asian wide-body pilotsI'm now involved in a new experience to add to my long(and sometimes weird) aviation career. A well-known Floridabasednight school has been awarded a contract from an Asiancountry to train future airline pilots from scratch. The studentsspeak only "aviation English" (there is a school that teachesaviation English).These young Asians arrive and progress through private,commercial, instrument and multiengine ratings, just likeevery other group of students. However, in addi tion, they aregranted 20 or so hours of turboprop training before being sentback to their home country. I am told they will then commencea year of riding in an airl ine wide-body jumpseat observing.Then they jump into the right seat as a first officer and eventuallyoccupy the captain's seat of a modem passenger jet.Most of us in the USA don't understand the explosion ofair travel in countries outside our own. But it is possible thatthese fine eager young men could be captains of a wide-bodyinternational jet before the age of 30!Anyway, to allow these pilots to get their turbine time, I amin a group of pilots who are flying with these young menthroughout the USA for them to log time in a turbine airplane.The airplanes are "well-loved" Beechcraft King Air B-90s. Thework is fun and rewarding. And I'm sure I'll have more interestingstories to add to my repertoire in comi ng months.If you see a used (but not abused) older model King Airexecuting an instrument approach to your airport. land andthen depart without shutting down and deplaning anyone.please wave. It's probably me and my Asian students at work.See ya next monthJim Hughes of Orange City, Florida. is the former chief pilot.corporate aviation for Embry·Riddle Aeronautical University. Henow heads Marketing & Professional Services, a consulting firmspecializing in flight support and avionics integration. His ratingsinclude AlP and A&P licenses and type ratings ranging fromBoeing to Sikorsky helicopters. He has more than 22,000 hours,including more than 3,000 in Bonanzas, Barons, Dukes andKing Airs.To staff its table in the Type Club tent during Sun 'nFun,ApriI17-23,ABS needs a few members ta volunteersame time in the shade near Air Show Center to talk about Beechairplanes with fellow and future ABS members. If you plan on attendingSun 'n Fun and want to help represent the premier aircraft type club, pleasecontactTom Turner at bonanza8@bonanza.org or 316-945-1700.

,IREGIONAL NEWS----- . -- --_. - ..The SWBS group enjoys a night of celebration in Son Antonio at Mi Tierra Mexicon in EI Mercado.Southwest Bonanza SocietyThe first weekend in December, 56SWBS members in 15 airplanes descendedon San Antonio to celebrate Christmason the city's famous Riverwalk.At Stinson Field (the second oldestcontinuously operating general aviationairport in the US), we visited the TexasAir Museum, where we marveled at theunusual co llection of military and civilianaviation memorabilia and watchedan interesting film about KatherineStinson and her family (namesakes ofStinson Field), providing us a historicalperspective on aviation in San Antonio.Our group carne together for a sumptuousdinner at Mi Tierra Mexican in EIMercado - Market Square, featuring 24-hour service and strolling Mariachis.After dinner, 30 brave warmly dressedmembers boarded a river boat for a 40-minute cruise to see the beautifulChristmas lights throughout downtown.On Saturday a group of memberstook a gu ided tour ofTRACON (terminalradar control) faci lity and the controltower at the airport. The 221' towerprovided an except ional 360 0 view ofthe city on that cloudless morning.In the afternoon we went to thenewly renovated Tower of the Americas,a 750' tower built for the 1968 World'sFair. Recent renovations include a new4D theater experience called Skies OverTexas. Although the observation deckwas closed, a few members rode elevatorsto the lounge at the top for breathtakingviews of the city.We honored outgoing presidentRon Lessley and other officers and welcomednew ones at an excellent dinner,then raffled off several fine SWBS giftsand laughed through a gift exchange.A great weekend! - Boyd ProctorSoutheasternBonanza SocietyWhen about 50 of our SEBS membersgathered in 25 beautiful flyingmachines in Freeport, Bahamas, onDecember 7, our anival was capturedon fi lm by the local Tourist Bureau. Assome of us observed when the piece wasshown on the 10 o'clock news, we hadhammed it up pretty good!The SEBS group headed 10 Freeport, Bahamas for a December fty-in,Almosl half the group were first·time fty-in attendees or new members.Page 10082 www. bonanza.org ABS February 2007

The arrival weather on Thursday wasjust fantastic. As we taxied to the hotel,we were greeted with holiday decorationsand Christmas music that seemed to becoming from every overhead speaker andfrom behind every bush.Some of us went to the pool area,others to the beach, to the casino or to thelarge shopping area across the street.That night we gathered at the ManorHouse for a reception arranged byHarvey Kriegsman and hosted by theBahamas Ministry of Tourism. Withextensive hors d'oeuvres set out for us,we enjoyed a first-rate social hour.We had an unusually large numberof first-timers and new members withus. In fact, for almost half the group, itwas their first fly-in.Even though the hotel had many finerestaurants, most of us explored the eclecticmix of eateries nestled among theshops across the street. From local fare tofme dining, from breakfast to a lateevening dessen, SEBS members did whatthey do so well: We had a good time.No scheduled events were planned,but we found a lot to do . We eagerlyawaited NASA's shuttle launch, and onSaturday were treated to a fine displayof fire and technology. As we waited infront of La Dolce Vita, some of usenjoyed a fine slice of tiramisu (a heavenlyItalian dessen) and Bailey's IrishCream coffee.Keeping track of the launch wasmade easier as we watched the 60-inchplasma screen TV on the stem of the130-foot yacht, "Big Daddy." As soonas the shuttle engines started, wemoved the short distance to the marinawall and in seconds the huge flame tailof the shuttle appeared over the horizon.Made us proud to be Americans.There were favorable winds onSunday as 25 of the most beautifulplanes in the world departed for home.Join us for our next SEBS adventureon March 22-25 to Montgomery,Alabama. You can find more info on ourwebsite: www.sebs.org. - Jay lVilsollPacific Bonanza SocietyAll ABS members are illl'ited to join PBS all their 2007Bahama Mama Air Safari, April 21 - May 6.Due to the overwhelming popularity of last year's Bahama Mama, PBS is offeringthe opportunity to join us for spectacular scenery, tropical breezes and pristineBahamian beaches. All route segments are planned for day, VFR at cruising altitudesbelow 9,500 feet. The longest leg is 3:50, with others ranging from 0: II to 3: 15.Each pilot is responsible for hislher own preflight planning and navigation, butPBS has example flight plans for each suggested route segment. Space is limited soget your reservations in earlyTo sign up or gather more information, visit the PBS website at www.pacificbonanza.org or contact me at 425-883-1984 or swalker@sonasearch.com.-SIeve WalkerThe PBS Bahama Mama Air Safari flight plan.Here's what you must agree to do to beconsidel1d lor the AlrVenture ASS displayairplane:1. Arrive July 22 to place your airplaneon display at the ASS tent the entireweek of AJrVenfure (July 23-29).2. Check In 01 the ABS lenl eoch morningto prepare your aircraft for display. (Ifyou wont to open It up for people tosee inside, that IS up to you.)3. Check in each afternoon to secureyour aircraft. (You. not the ASS staff,will be responsible for your aircraft.)Make Oshkosh 2007Your special Year!HEY, AIS MEMBERSI WANNA SEEYOURAIRPLANEIN THIS SPACE?Are you planning 10 be 01 Oshkosh for AirYenlure 2007,July 23-29? If so, here's how to make it extra special!The honor of displaying your airplane 01 the ABS tentAND on Ihe cover of the July ABS Magazine is up forgrabsl In addition. the selected owner will receive twoposses to AirYenture and to the ABS dinner! HURRY. THEDEADLINE FOR ENTRY IS APRIL 30.If you con meet the obligations listed above, here'show to put your plane in nomination:SUBMIT A PHOTO SUITABLE FOR THE COVEROf ABS MAGAZINE.WRITE AN ARTICtE ABOUT YOUR AIRPlANE.SEND ADDITIONAL PHOTOS Of EXTERIOR & PANEl.MAlt YOUR SUBMITIAL TO:Oshkosh BOMAmerican Bonanza SocietyPO Box 12888Wichilo. KS 67277OR absmail@bonanzo.orgE-mail subject line: aSH Display PlaneFor more detail about the entering see www.bonanza.org.ABS February 2007www.bonanza.org Page 10083

SPRING FLYINGIS ON THE HORIZONAfter a long winter. many have not flown forseveral months. Spring and early summer bringthe most active flying season of the year.Unfortunately, this also is the most active insuranceoccident period of the year. It is critical thatthe first flights of the season be made safely Weall want to stay out of the accident reports. Thebest insurance for this is an aircraft in goodmechanical condition and a pilot who is currentand proficient.When spring arrives, many pilots seem to think onlyof the condition of their aircraft and overlook thefact that their flying skills may need to be honedbefore going aloft on that first flight. This is a great time totake a look at your currency and proficiency, as well as givingyour aircraft a thorough inspection for any damage orwear and tear that might lead to an accident.Current medical certificateThis is also the appropriate time to make sure your latestmedical certificate is in force. Many pilots simply forgetto take a moment to verify this important detail. Your insurancepolicy requires that you have a current medical or youmay void the policy when you need it the most. The FAAtakes a dim view of an out-of-date medical.Pilot flight reviewBe sure your flight review is current. Pilots forget tocheck this since it only comes around every two years.Careful inspection and preflightIt is important to give your aircraft an extra carefulpreflight before the start of another flying season. An annualinspection performed in the spring is a good way to findany problems before they lead to more costly repairs or anaccident.Your mechanic will be looking for wear and tear fromyour last flying season as well as any damage that might haveoccurred during the inactive winter months. If you are likemany who defer routine maintenance until the annual inspection,having the inspection performed early in the year willsave untimely delays during the rest of the fl ying season.If you choose to get your plane ready on your own,there are some important areas to check. If the plane is in alocked hangar, there wi ll likely be less chance of damage,but here are some items to look for.Birds. mice and insectsBirds and small critters seem to like your aircraft asmuch as you do. So be thorough and check the nooks andcrannies carefully.For birds bent on building a secure nest, entry into thefu selage and inside the wings and tail is quite easy aroundthe tail section and undercarriage. It is important to removethe engine cowling to check for nests that can be built in ashort time and cause major engine damage or even anin flight fire.Mice and insects can also cause major aircraft damageand even inflight emergencies that lead to off-airport landings.Insects get into fuel lines and vents that restrict the fuelflow. Pitot tubes and static ports can be blocked and causemajor problems during flight. Mice have been known tochew through cables and wires that cause many anxiousmoments at inopportune times.Water in the fuelThere are many accidents every spring caused byengine failures right after takeoff due to water-contaminatedfuel. Every pilot must be sure that his or her aircraft fuel systemis clean and clear.Water finds its way into the fuel system through eitherco ndensation or by passing around or through the fuel cap.Wrinkles in the fuel bladder can trap water in the fu el untilthe aircraft is flying. Then it can enter the fuel Jines and stopthe engi ne. It is important to consult your mechanic if youare not sure the fuel system is contami nant-free.Batteries and brakesMany pilots find that their batteries lost their chargecOlllilllled all lIext page

during the wimer months and may try to hand-prop theiraircraft. This is a really bad idea as it has led to pilots beingseriously injured or kiUed. Hand-propping has also led toother nearby aircraft or property being damaged by a runawayaircraft.Another area of concern is the aircraft brakes. They mustbe inspected and cleaned or the braking action will be poor.Pilot refresher coursesIt is easy to see there are a lot of spring chores requi ringattemion before the first !light in a new year is launched. Justas important as a safe aircraft is a safe pilot. It is critical thatpilots be current and proficient before going solo on that first!light of the new season.If there is any concern at all, pilots should take an instructoralong to assist in regaining skills. This provi des moreconfidence for a rusty pilot, and also provides another set ofeyes and hands during the first shakedown !light.Be sure to test the avionics as well as the pilot's instrumemcompetency before going imo a hard-IFR situation.Check your insurance policyOne more important item to check is that the insurancepolicy on your aircraft has been reviewed and is current.If you have added new equipment such as avionics or anew engine, be sure to discuss this with your ABS FalconInsurance agent before you take this aircraft up for that first!light. If the value needs to be increased or any other changesneed to be made, this is the time to do it.John Allen may be reached aI1-800-259-SABS (4227) . Falcon'swebsite is .Thanks to all members who have their insurance coverage through the ABS program administered by Falcon Insurance Agency. There is noextra charge to the individual member. and Falcon's active sponsorship of ABS programs helps us expand services to all members. The moremembers who use Falcon. the more clout the agency has in the aviation insurance industry on our behalf. If you're not part of the ABSInsurance Program, we urge you to obtain a quote from Falcon prior to your next renewal.ABS MEMBERSHIP APPLICATIONName: ____________________________________________ __ Spouse: __________________________ __Address: ____________________________________________________________________________ __CitylState or Country/Zip: ________________________________________ _Telephone (Home): ________________ __Occupation:Aircraft Model: S eno . 1#Year:Toil #: ______________ _Dote of Birth: __________________ _(Work): ________ __ Fox: ___________ __E·mail: __________________________________________________ _Oomestic (US. Canada. Mexico) $55 $Foreign (includes additional postage) US Dollars 593 5VOLUNTARY:Check here to allow ABS to make your • Family (each additional person; must be some household) 525 each 5D home phone number available to other membersD work phone number available to other members.D e-mail address available to other members.D Check (payable to ABS) D VISA D MasterCardCard Number: _____ · ____ -_____ · ___ _life Membership (one-time payment) $1.000 5Air Safety Foundation donation 525 5(ASF donations are voluntary & support safety, education & research projects)TOTAL $• Name(s) of additional family member(s)Exp. Dote: __________ _Nome of Cardholder (print): __________________________________________________________________ __Cardholder Signature: ____________________________________________________________________ _LEARN ED ABOUT ABS FROM:ABS February 2007 www.bonanza.org Page 10085

Join ASS' lifetjme learning programand earn your designation as anASS Aviator. Events that earn pointstoward ASS Aviator status are markedbelow with an asterisk*11 nl N t,· t ':It 2007ql>. tr lefl /I'fl is Sel 5· This Is a date change to avoid conflictingwith AOPA Expo. Plan to join the ASS celebration in Wichita this year!FEBRUARY15-1B - ASS Se .. iee Clinic. WindwOId Aviolion(lNA) lonlono. Fl.16-1B - Auslralian Bonanza Society Fly-in.Bellorine Peninsula. Viclorio. Conlocl: Judilh &Peler Gordon jgordon@nelconnecl.com.ou.17-1B - Soulhwesl Bonanza Society Fly-In.Shreveport. lA (DTN». Conlocl: Ron Smilh 903-687-2021.MARCH2-4 - BPPP Clinic. Son Anlonio. TX (SAT)* 70 ASS AVIATOR poinls8-11 • ABS Sef'Yice Clinic. Tucson AeroServiceCenler. (MJZ). Morano (Tucson). Al.B-ll - Pacific Bonanza Society J SoulhwestBonanza Society Whale Walch. Baja. Mexico.Conloct: Slephen & Kolhi Blythe blythe©blytheco.eom949-951-4857 .9-13 - Australian Bonanza Society Fly-in.Annual BPPP & Service Clinic. Tamworth. NSW.* 70 ASS AVIATOR points10 - NOl1h East Bonanza Graup Brunch.NORTH - Sky Acres. NY (44N). Conlocl Jack &Sheila Schneider 845-677-8845. or sheilajock2@eorthlink.ne!.SOUTH - Georgelown. DE (GED). Conlocl: MikeMcNamara 856-768-6730. or mmcnomOio88@00!.com.16-1B - BPPP Clinic. Greensboro, NC (GSO)* 70 ASS AVIATOR paints16 - Southwest Bonanza Society Fly-in.Peleberg Hangar Party. Bridgeport. TX (XBP).Conlacl: Pele & Ginny Peleberg 940-62Hl199or e-mail pvp6628@hughes.ne!.22-25 - Southeast Bonanza Society Fly-I n.Manlgomery. Al. Art. Shakespeare Ihealre.Hyundai loclory. golf resort. Conlact: Sieve & ElinorKline 941-575-2001 . or slelik@comcosl.nel.APRILB-15- Pacific Bonanza Society Fly-in. CopperConyon. EI Fuerte. Mexieo. Conlocl: Slephen & KolhiBlythe blylhe@blytheco.com 949·951-485712-15 - ABS Se .. lee Clinic. Woodland Aviation(041 ) Woodland. CA.17-23 - Sun 'n Fun, lakeland Fl.20-22 - Rocky Mountain Bonanza Society FIyin.lake PoweIVGlen Conyon Dam. Page,AZ (KPGA).Conlocl: Ron Schmidl rons@schmidlmolors.com.21 - Nol1h East Bonanza Group Brunch.SOUTH - Hummel field. VA fYl75) . Conlocl: MikeBulz mike@peoklondcoffee.com. or 410-299-5444.21 -May 6- Pacific Bonanza Saciety BahamaMama Air Safari. Conloct: Sieve & Teri Walkerswolker@sonoseorch.eom 425·883-1984.27-29 - BPPP Clinic. Concord. CA (CCR)* 70 ASS AVtATOR points27-29 Beech Enthusiasts Round-Up.Sponsored by Ihe Sloggerwing foundation. SonOtego. CA. for more inlormolion eonloct: Harold Basi770-719-0638. or Hboslmoil@ool .com. Or visilWIWi.sloggerwlng.com.2B - Southwest Bonanza Society Fly-in. PigRoos!. Boyd. TX (6XS7). Conlocl: Herschel & lindaCrump 817-658-3070 .29 - NOl1h East Bonanza Group Brunch.NORTH - falmoulh. MA (5B6). Conlocl: Ron Tracyrwlrocydmd@off.net: Bill McClure 508-272-1128.MAY3-6 - ASS Se .. lee Clinic. Midwesl AviolionServices (PAH). Paducoh. KY.11 -13 - Southwest Bonanza Society Fly-in.Nashville. TN. Oprylond Holel.ABS SERVICE CLINIC & BPPP SCHEDULESARE ON PAGE 10039.12 - NOl1h East Bonanza Group Fly-in. UdvorHazy Air & Space Museum 01 Dulles (lAD).Conlocl: Alan Wilkin 860-644-1136, or NEBGinfo@ool.com.18-20 - BPPP Clinic. Columbus. OH (CMH)* 70ABS AVIATOR points25-27 - Pacific Bonanza Society Fly-In. JazzJubilee. Socramenlo. CA. Conloct: Ray & ZonaRedden boron73wo@comcosl.nel or zredden@comeos!.nel 916·331 ·9530.25-27 - Australian Bonanza Society Fly-In.Noroomo.NSW. Conlocl: Gail & Robert Kerrkerr@miro.nel.31 -Jun 3 - Southeast Bonanza Society Fly-in.Bowling Green, KY. Corvette faclorylMommalhCove. Canlacl: Siove & Elinor Kline 941-575-2001 . slelik@comcos!.nel or elij0924@comcosl.ne!.31-June 10 -Australian Bonanza Society Fly­In. Noumeo and lord Howe Island Solari ..Conlocl: Jock folon & James McDonaldjfolon@fosmo.com.au..JUNE1-3 - Nol1h East Bonanza Group Fly-In. BlockIsland (BID). Conlocl: The Old Town Inn. DoveMorrison 401-466-5958, or info@oldlowninnbi.com.2-3 - Savvy Aviator Seminar. Son francisoo. CA* 30 ASS AVIATOR paints7-10 - ABS Se .. iee Clinic. Spokane Airways(GEG). Spokane, WA.15-17 - Southwest Bonanza Society Fly-in.Palo Duro Canyon. Canyon. TX (AMA). Conlocl:Shirley Roberts 817-485-0253 or oviool@cs.comFOR FURTHER DETAIL and more events,visit the NEWS AND EVENTS link on theABS website .AUSTRALIAN BONANZA SOCIETY www.obs.org.ouBRAZILIAN BONANZA SOCIETY www.bononzoclube.comMIDWEST BONANZA SOCIETY www.midweslbononza.OIgNORTH EAST BONANZA GROUP www.northeaslbonanzagraup.comROCKY MOUNTAIN BONANZA SOCIETY www.rmbs.wsPACif iC BONANZA SOCIETY www.pocificbonanzo.argSOUTHEASTERN BONANZA SOCIETY www.sebs.orgSOUTHWEST BONANZA SOCIETY. INC. www.sauthwestbonanza.comPage 10086 www.bonanza.org ASS February 2007

123456Six InstrumentsFor The Price Of One.Air Data InstrumentPressure AllitudeBarometric SettingDensity AltitudeDensity Altitude DifferenceIndicated Air SpeedTrue Air SpeedGround SpeedMACH NumberIVSIClimb/Descent GradientTotal Air TemperatureStatic Air TemperatureISA TemperatureBattery VoltageBuilt·ln Alerter InstrumentAltitude AlertsEncoder Module InstrumentConverts Altitude To Gray Code -For Transponder Or GPSOverspeed WarningFuel Data InstrumentTotal Fuel FlowTotal Fuel UsedTotal Fuel RemainingLeft Fuel FlowLeft Fuel UsedRight Fuel FlowRight Fuel UsedFuel Flow Left/RightFuel EfficiencyWinds Aloft Data InstrumentWind SpeedWind DirectionWind ComponentWind Correction AngleJet Data InstrumentTake-Off Decision SpeedRotation SpeedTake-Off DistanceTake-Off Power SettingClimb SpeedApproach SpeedLanding DistanceCurrent Aircraft WeightStatic Error_Correction_iiiii _____-iiiiii- .iiii.------- ... _----- ..... .---~-.----Instrument Corp.

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