February 2007 - American Bonanza Society

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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
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Page 10 and 11: BY GENE TONERONALASKA, WASHINGTONf
Page 12 and 13: BY DICK PEDERSEN, ABS TECHNICAL CON
Page 14 and 15: HEART VALVESWe all know how you ide
Page 16 and 17: UPGRADING TO WAASWIDEBY JOHN COLLIN
Page 20 and 21: Exterior power receptacleBud Sittig
Page 22 and 23: exceed 300° or what would you say
Page 24 and 25: 0153), All American in San Antonio(
Page 26 and 27: MANAGING THE IFR FLIGHTPREFLIGHT AN
Page 28 and 29: CATCHINGUPONAFEW ITEMSI hove hod so
Page 30 and 31: I think Beech made an engineering e
Page 32 and 33: Spinner backing plateI read the com
Page 34 and 35: CARBON MONOXIDE:A SILENT KILLERco p
Page 36 and 37: Choosing a CO detectorChemical spot
Page 38 and 39: -\ r y first oceanic trip was in 19
Page 40 and 41: To come up with this, I detennined
Page 42 and 43: BY DAN MAYWORMLIBERTYVILLE, ILLINOI
Page 44 and 45: IBY JOHN MILLER. POUGHKEEPSIE. NEW
Page 46 and 47: PASSPORT WARNING!By the time you re
Page 48 and 49: ,IREGIONAL NEWS----- . -- --_. - ..
Page 50 and 51: SPRING FLYINGIS ON THE HORIZONAfter
Page 52 and 53: Join ASS' lifetjme learning program
Page 54: "'1ll1itt'iij:. iiiM •• taMIIM_

February 2007 - American Bonanza Society

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