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 <strong>Bonanza</strong>s 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 <strong>February</strong> <strong>2007</strong>
PRODUCT REVIEWANR headset evaluationsBY STEVE WALKER, REDMOND. WASHINGTONThe Pacific <strong>Bonanza</strong> <strong>Society</strong> 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 <strong>Bonanza</strong> <strong>Society</strong> 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 <strong>February</strong> <strong>2007</strong>HEADSET 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