1 ~\ J\ G J\ Z I I I r' - American Bonanza Society

  • No tags were found...

1 ~\ J\ G J\ Z I I I r' - American Bonanza Society

DD1 ~\ J\ G J\ Z I I I r'C

I'akon IIl511rance is one of tne largest inaependcnll) ownedill5urance sflccialists in the collntr}. Our professional talfhas decades of experience H1 aViation insurance, and weare uniqllel~ qualified to proviae complete ill5urance• •for :A.BS members.BS Program is one of the most comprehensiveAmerlc~BononzQ t-=-~,..._...:d)Soclet!i' ~~

Volume 08 Number 9Published by American Bonanza Society, Organized January 1967ON THE COVER10933 AI/all Berg 's beautiful black Barollwilh ils cllslom pailll job shimmersill the SlIll.FEATURES10935 ABS CONVENTIONLEXINGTON, KENTUCKY10931 PANEL MODS, PART IIIBy DellI/is Wolter10940 ABS-ASF AUCTION10943 ABS-AIR SAFETYFOUNDATION10944 ONE REASON I FLYA SINGLE-ENGINEBy Doug WaymanSEPTEMBER. ', "UES: US-SS~. Catud.:i & Mexico--S55 (US), Fl)reign--S93 (US).Additional Family Members-$25 eactl. Life membel'Ship-SI.OOO. ContOCt ABSIIcadqu:n1 ~rs for delailsI'OSTMA~~ I 1; K : Send addn:ss tllanges 10 ABS MA GAZJNl:., 1-'.0. Kox 12888.Wichila, KS 67277-2888. C Cop)'righl 2008.

www.bonanza.orgABS MEMBERSHIP SERVICES Monthly ABS Magazine· One-on-One Aircraft Advice• Beechcraft Pilol Proficiency Program · Aircraft Service Clinics · Air Safely Foundation Research &Development Projects · Regulatory & Industry Representation · Annual Convention & Trade Show• Affiliated Aircraft Insurance with Falcon Insurance · Members-only Website Section · EducationalBooks. Videos & logo Merchandise · ABS Platinum Visa'" (with RAPID Discounts) • Tool RentalProgram · Professionally Staffed Headquarters1922 MIDFIELD ROAD. PO. BOX 12888 . WICHITA. KS 67277 ABS exists to promote aviation safety and flying enjoyment throughTEL 316-945-1700 FAX 316-945-1 710 E-MAil: ABSmail@bonanzo.org education and information-sharing among owners and operators ofOFFICE HOURS: M-F 8: 30 am - 5 pm (Central Time)Bonanzas. Barons. Debonoirs and Travel Airs throughoulthe world.ABS BOARD OF DIRECTORSTERM EX~RESPRESIDENTARTHUR W. BROCK (Area 8) ·2009CommiHee Chair: Events, Executive, Planning.Technical2831 Colt ild .. Iloncho Pok>s Ve

AirVenture 2008AirVenturewas another big success. Although EAAreported attendance as "about the same as last year;' itdidn't reel quite as crowded. There were still enoughairplanes and people to boggle the mind.The ABS tent was again busy and amacted good crowds.Lots of good hangar flying, some excellent technical presentationsand merchandise sales were healthy. I knolV it wasbecause of the camaraderie and opportunities for technicalenrichment, and nOlthe free soft drinks and popcorn!Two things have really enhanced the ABS Oshkosh tentexperience: the air conditioner in the general area and the flatscreenTV monitor in the presentation area. Both were contribmedby Kevin O' Halloran of Cordell, Oklahoma-a longtimefriend and supporter and volunteer extraordinaire.Kevin not only helps ABS but is the principal reason thatBonanzas to Oshkosh gets to park in the same area and enmasse. EAA does not allow any "reserved" parking atAirVenture but Kevin, with the help of his young friend MaxRingo, manages to hold off the brand C, P and Ms so B20shcan park and camp together. In addition, when the B20shersclimb out of their planes, there's Kevin with his famous margaritamachine, beer and pizza.Larry Gaines, the leader of the B20sh flight, wanted to dosomething special for Kevin and Max this year. So he invitedMax to fly Larry's plane and lead the B20sh flight. Larrymonitored everything from the right seat, and actually onlyspoke once on the radio-a new record for this talkative guy.Larry flew with Max a couple of months ago to give himsome experience in the left seat of his plane, and to give himsome pointers on leading the flight. And it came to pass, andMax (and Larry) did an excellent job.Larry is not only benevolent to young people like Maxbut is correspondingly so to. ahem, mature graybeards like.Kevin O'Holloron-o long-time supporter and ASS member~ntributed a flotscreenTV monitor for use 01 ABS events. The big screen really enhanced the ABSTent Topic presentations.for instance, me. He invited me tojoin him and Jim Sanders, CFO atHawker Beechcraft, in the 3-shiplead element of the flight. It was anhonor that I truly appreciated.If you haven't yet experiencedthe B20sh flight, you're missing thepremier Beechcraft flying event of the year. When the towercontroller in Rockford says, "Bonanza lead and flight, clearedfor takeoff," that's clearance for about 100 (this year 93)Bonanzas and Barons. And when about an hour later, Oshkoshtower says, "Bonanza flight , cleared to land, and welcome toOshkosh;' that's clearnnce for the entire flight and the tradi ­tional beginning of AirVenture.This is the safest way to get to Oshkosh as well as themost efficient and the most fun. The entire flight lands in about14 minutes! There is no other way that about 100 airplanescould land from the Fisk/Ripon approach in anywhere nearthat time.Larry has also been very generous with his time andadvice to other type formation groups. He has helped a groupof Grumman pilots develop their formation skills and at thisyear's Stockton (California) formation clinic I met severalenthusiastic Cirrus pilots, including the current and past presidentsof the Cirrus Pilots Association. Larry also providedsome critical advice to the Cessna pilots to avoid violating theEAA's parking rules.Next year Larry is contemplating a world record B20shflight! If you're not up on your formation skills, contact him orcheck the B20sh.org website for a clinic near you. Pan of aworld record; now that will be something!Our new ABS websiteIsn't it great! I know it seems like it took forever, but wewere able to make real progress when IT Specialist KurtSchneweis was hired. With guidance from Director Steve Blytheand Media Committee Chairman Bill Stovall, and, of course,input from the entire staff, the project finally came together.Now that we have the new homepage in place, check itoften for improvements in all supporting pages.Lexington ConventionOur convention is almost upon us and I'm looking forwardto it. If you haven't registered yet, don't despair. Youhave missed the Early-Bird discount, but even so, it 's still thebest bargain in Beechcraft education, entertainment and funwith your fellow Beech lovers and a great trade show to boot.Check the Ride Share page on the website and travel for afrnction of the cost. I hope to see you there! -ArtABS September 2008 www.bononza.org Page 10932

BEECHCRRfT OF THE MO~THN211EBAllan BergBrooklyn, New York1969 D55BERG'S BEAUTIFULBLACK BARONy first ride in an airplane came~when I was about six. My fathernew me over the Hudson River inan Aeronca Champ. We were fairlylow and for as far as I could see therewere boats tied together in groups of 5to 15 where they had been mothballedsome years after the end of WW11. To ayoungster, this was very exciting.Actually, it would have been exciting toanyone!It was a long time after that fustride that I started nying. I went througha progression of Cessnas, a Commanderand then a Cessna 303-my first twin. Itwas a great plane, but a little on the slowside. Next I bought a Cessna 340, then Igot a Bonanza A36.After I sold the Bonanza, it just sohappened that a friend was selling his1969 Baron. I had been looking aroundfor a newer plane, but when I saw whathe had done to this 055, I decided it wasthe ship for me.N211 EB had been brought up todate and should be a no-problem airplane.And that is exactly the way it hasbeen. Many upgrades had been completedbefore I acquired the plane andeverything was in excellent workingcondition.Making it beautifulAfter acquiring a plane in excellentmechanical condition, I had the enjoyabletask of beautifying. So I had theentire interior redone and added a fewnew touches of my own. These includedtwo-tone leather, the Beechcraft logoburned into the headrests, and angularpockets on the back of the front seats.Super-soundproofing really helpedquiet it down .After the interior was completed, Ihad a very good-looking and comfonableinterior, but the exterior was reallytired. Several friends had their planespainted at Sky Harbour in Goderich,Ontario, Canada. So when I new toGoderich to pick up one of them, I hadan opponunity to discuss the possibilityof having my plane redone.When I finally decided to do thepaint job, I new to Canada again and metwith Sky Harbour's design people. Overa few e-mails, we hammered out an aUblackdesign with a chameleon accent.This was the first airplane at SkyHarbour to have the chameleon paint.

EQUIPMENTLIST -969 Boron - N211 EBSome items that have been AI new ,Deuum sysl m Added on the avionics side: IVX 500 Siormscooereplaced on the equipment list: G!.J A QI-\) ronelSonjelDGc ,( oeIOnd bro.. D:Cen1u '( 2(0) o'-lTopdo·- 2::..;e", eng e 001·;or lCa' t I .., kGerm n ,96 w 'h 'he u \\rr-00 -"age:herThey did a terrific job and that paintscheme looked great! But then I felt itstill needed a little something more. Soa year later I flew back to Sky Harbourto add a beautiful metallic go ld accentstriping. This really made the paint jobsparkle! They laid down that pai nt like itwas a sheet of glass.Sky Harbour has an excellent staffand runs a very professional operation. Ireceive lots of positive comments on myBaron. Many times when I fly into newairports, the controllers comment on theoutstanding paint design.The enttre mterior was redone including having theBeechcroft logo burned info the heodrests.One thing led to anotherWhile I was redoing it, I alsoreplaced the windshield and the pilotand copilot side windows. I added ventsin both windows. All the rest of theglass was in excellent shape; just neededto be polished out a little.Then I added some Teflon tape onthe leading edges of everything, andinstalled new wing root seals. I had thestep rechromed, put on new door sealsand had the spinners and fuel caps polished.By the time I finished at SkyHarbour, I had spent much more than Ihad planned!The engines were on the high-timeside and running strong until this lastannual when one engine just didn'tmake it. At that point I felt it was timefor both of them to be replaced. So Ichose RAM IO-52OCB engines. RAMwas an excellent choice and their techsupport i terrific.After deciding to replace bothengines, I felt it would be best to do thefirewalls forward. WeU, it turned out Icould have put a whole new addition onmy house for what aU that cost! But thegood thing is that, where I previouslyflight-planned at 195 knots, I now haveseen as high as 200 knots. What a bargain!I have learned that you practicallycannot overload this Baron model; it hasa useful load of 1,941 Ibs. I normallycruise at 195 knots and burn 24 to 26gph at 8,000' to 9,000'.The difference between this twinand almost any single is that I can climbout at up to 2,500 feet per minute. Veryfew singles can cruise at speeds up to200 knots and I have tbe safety of twoengines. At 24 gph. I burn only about 8gph more than a single engine-and stillshow between 190 to 195 knots (2,500rpm at 8,000' to 9,000').The airframe now has about 3,700hours. All in all, this is a great airplanethat outperforms many others and is areal eye-catcher.@

AFTERNOON @ THE AIRPORT,BEECHCRAFT HANGAR PARTY:Get ready for a full afternoon& evening of fun at Air 51,Lexingcon's newest FBD!1:30-5:00: A FTERNOONAT THE AI RPORTAn extended Service Clinicdemo, an aircraft squawk-findingcontest, hands-on demosby product-service exhibitors and 18-20 displayairplanes around the FBO.6:00-9:30: BEECHCRAFT HANGAR PARTYLots of good eats, camaraderie & square dancing!. -'UeechcraftA recent ownershipchange occurred for one of our conventionhotels, the Radisson_ It is now theLexingcon Downtown Hotel, located right acrossthe street from the Convention Center. For reservations call877-539-1648 (859-231-9000). Be su re to ask for the AmericanBonanza Society discounted rate.- Use the registration forms in the center ofthis issue, or register online at www.bonanza.org .

EDUCATIONAL SEMINARS: Something for everyone!Educational ~'racks · ore provided for lhose convention participants who wont 10 attend seminars in a par1icular category.The colors denote: 0 Flight Operations D Maintenance D The Ownership Experience D Product·specific D Companion ProgramsSeminars designated with the ASS Aviator logo Ofe each eligible for 5 ASSAviator points. ASS Aviator forms will be in your registration pocket.Changes & additions 10 the seminar schedule will be noted on the convention page of www.bononzo.org.Seminar fulfills GAMA & FAA Wings Aword Program requirements.See instructions on your ABS Aviator form for more info.tNearby Berea - The folk arts& crafts Capitol of Kentucky11;~;~;1~~~'-~::~r::~:~~j11~~;;~it---t:~::~~:~Sieiieii.1 Belle TOUrism Jackson. Director 012:30-3:203:30-4:302:00 - 5:00 pm: Afternoon at the Airport - Air 51Hands-on demos, a full ABS-ASF Service Clinic demo and a ·What's Wrong With This Airplane?- conlestThe Friday schedule is intentionally light 10 give members the opportunityto participate in the Afternoon at Ihe Airport wi/haut missing seminars.2:30-3:20GAMVTamado AlleyTurbaGeorge Braly & Tim RoehlAviation DesignsTim Holiock

PANEL MODIFICATIONS - PART IIIDINOSAURS, DUMPSTERS & DOLLARSBY DENNIS WOLTER, AIR MOD BATAVIA, OHIOWilh all of Ihe apllons and delails in your head from Pari I and II, it's lime 10 slart designingyour new inslrumenl panel An opllmal cuslom inslrumenl panel inslollalion slarlswilh a good plan, A goad plan IS Ihe resull of a 101 of communication between Iheowner-pilol. panel bUilder and Ihe avionics shop. Having buill numerous Beech panels overIhe years, our experience level pUiS us in a posillon 10 evaluale almosl any ideo on airplaneowner may have. Conversely, Ihe owner is mosllikely gOing Ihrough Ihe cuslom panel projecl forIhe flrsl lime.Since this project is very importantto the pilot and will represent amajor investment in the airplane,the most valuable advice I can giveto someone planning a custompanel is "Don't rush into it."• Look at as many panels as youcan; evaluate different layoUls andequipment combinations. Ask ownerswhat they like and dislike about theirpanels, Try to find out how reliable andmaintainable the various componentsand systems have been,• If you are new to the airplane, flyit for a year or so and spend those quiethours in cruise visua]jzing and analyzingvarious panel options, A year ofresearch can produce some rather pro-To design a truly custom panel. it is often necessary to evaluate many ponel sketches 10 find one that worts.nounced changes from your initialthoughts and how that dream panel willfinally look and function,• Take lots of pictures and makenotes, I started carrying a camera in myflight bag in the '60s, r so treasure havinga permanent record of the specialsights. people and technical things thatonly general aviation can show us,When it comes to a complex project, thepictures of a good idea you saw sixmonths earlier can be very valuable,particularly when you finally meet faceto face with the panel builder.• Choose your panel builder wisely,My eyes have seen the dread of a lot ofinstrument panel shortcuts,PROJECT PLANNINGThe project featured in this seriesof articles started with many phonecalls. ideas, questions, answers andsome "might be able to do." Why the"might be able to do" part? This customerand I share a passion for the classiclook and feel of an older Bonanza, Inthe nostalgic spirit of that idea, wewanted to achieve a panel design thatwas the best of two worlds, one beingthe appeal of aforementioned classicvintage Bonanza, the other blending inas much state-of-the-art glass equipmentas possible,After a couple of pilot-to-pilotmeetings, priorities began to take shapeon paper. As we discussed the manydetails and possibilities, we selected,sketched, moved, resketched and deleteda number of options,Not all panel ideas are as undefmedat startup as this one was, Some are morestraightforward, often allowing the customerto have an accumte design drawingwhen the airplane is dropped off, Thispanel was unique to the point that thiscustomer left with preliminary sketchesthat defined three groupings of details,Group one is all the stuff I knolV lVe cando, Group two is all the stuff I'lIlfairlycerrain lVe can do , And finally, there isgroup three, the long-shot sllIffI know this sounds a little precariousbut if you are trying to build a trulyPage 10937www,bonanza,orgABS September 2008

custom panel , tailored to the needs of aspecific pilot, this initial assessment ofundetermined possibilities is necessary.No matter how experienced and creativea panel builder is, there's alwaysroom to leam new ways of doing things.This open-mindedness is fundamental toachieving a higher level of success.There is nothing "custom" about doingthe same things over and over.A trusting partnership between theowner-pilot and the panel builder is thekey to the success of this process.Usually it's about one-third of the waythrough the job when a tinal drawing issent to the customer. The parties mustbe in close communication as the variousoptions are explored and finalized.Do we end up with every componentexactly where we want it? No. Themission is to build a functional panel fora specific customer with as few compromisesas possible.We, like many panel builders, havesome tried-and-true designs that withminimal changes will work well formany of our customers. With newequipment coming to the market almostevery month, this panel design gamewill probably remain in a constant stateof flux. 1 love it'A word to the wise: Precheck everysystem and component related to thepanel before starting the teardown. Weeven do a pitot and static leak check.Not all of the problems in these systemswill be behind the panel. U the problemis in an instrument, it can be sent out forrepair while the panel work is beingdone. Good planning saves down time.Pretesting protects both the customerand the installer by estabushing,up front, the status of those often oldand certainly delicate components. Thiseliminates the potential for the fingerpomtlngcontest of HIt was workingwhen [ brought the airplane in." Onecan spend a lot of time troubleshootingnewly installed wiring only to find outthat the box is bad.TIME TO GET ORGANIZEDWith the plan and wish list in hand,it's time to get organized and tear into theproject. The key word here is "organization."Have lots of plastic sandwich bagsfor small components and related parts. Adigital camera will help a less-than-perfectmemory keep track of lots of details.Never unhook or cut a wire withoutfirst understanding and confinning itsfunction. That means that a thoroughstart-up check of all systems is anabsolute must. "An ounce of preventionis worth a pound of cure." Remember tomark every wire.The actual teardown process beginsby removing the crew seats, left forwardside panel, right side kick panel, lowerpedestal, fl oor carpets and paddedglareshield.Start thinking of ways to keep stufffrom falling into critical places below thefloorboards or into the control cable tunnellocated immediately and below thethrottle/prop/mixture controls. We havemore than once found something like ahose clamp that had fa llen down intothis area and lodged itself between apulley and a cable. This resulted in afrayed cable and a worn pulley, obviouslyrequiring replacement of theseexpensive components.To prevent this from happening, welike to stuff appropriately shaped piecesof 2" thick upholstery foam into theodd-shaped openings around these criticalareas. This works great and doesn'tcost much money.STRUCTURAL RELATIONSHIPSBefore we start drilling off the oldpanel components, it's important tounderstand the structural relationshipthese pieces have with the airframe. Thelower span-wise truss and the old aluminum,permanently-attached paneloverlay are part of the support structurefor the center control console components,as well as a span-wise cabin supportthat helps maintain the structuralintegrity of the main cabin and doorframeat the forward end.Due to the structural importance ofthese pieces, it's important that the newAn example of a poorly designed and fabricated subpenel truss that had failed in service, allowing the centerthrottle quodranllo move about liB· vertically.If ever there were two jobs made to be done together inBonanzas and Barons. it would be installing a new windshieldat the time a new instrument panel is being built. The panelproject is so much easier 10 do with Ihe windshieldremoved. We have certainly installed a lot of custom panels inBonanzas and Barons with the windshield in place, but cautionmust be taken to protect the windshield.The use of double layers of good masking paper workswell. But with the windshield masked off. you can no longer seeas well behind the ponel. so many access, clearance. checking.removal and installation tasks are just a lot more difficult.If you're able to. plan to do these two jobs at the same time.ABS September 2008 www.bonanzo.org Page 10938

Tempora ry support for the center throttle quadrantpanel be equal to the original in strength.Check out the picture of a homemadesubpanel that was poorly constructed andunder-designed to the point that it failedin service and, as you can guess. therewas no logbook entry for this bogusinstallation. That's just one example ofthings we can find when we disassemblea panel for something as relativelyunchallenging as painting it. No one eversaid this job would be boring'It is very important to support thelower subpanel structure during thepanel-building process. If not supported,the center quadrant will sag, result-ing in the two support subpanel piecesdropping toward the center of the panel.Keep an eye out for this phenomenon asyou look at custom panels; you willeventually find one with this ai lment.The not-so-high-tech solution tothis problem is cutting a genuine "FAAapproved"I" x 2" piece of wood andsecuring it between the floor structureand the base of the center quadrant. Thiswill support the entire lower panelstructure in its designed position as thepanel is being built.OUT WITH THE OLD ...Now it's finally time to remove theold panel overlay and fixed defroster.We do this with all the instrumentsinstalled and the radios removed fromtheir dust covers. Use an appropriatelysized drill bit and remove the mountingrivets around the perimeter of the paneloverlay and defroster. With these piecesremoved, you now have open access tothe instruments that are mounted on theshock-mounted subpanel. Be Slife to ragaI/wires alld lilies.Be very thorough about taping orcapping off all the pitot, static and pressurelines and fittings. And do the sameon the instruments, too. A little dirt goesa long way.Another tip: The original sixinstrumentcluster contains some verydelicate irreplaceable fuel-quantity temperatureand pressure gauges. Protectthe faces of these obsolete and veryvaluable instruments immediately witha piece of stiff cardboard.If you're dealing with a very earlyBonanza with a mercury vapor oil temperaturegauge, be sure to temporarilysecure the instrument to protect the verydelicate and small-diameter coppervapor line. These old gauges can beexpensive to repair.Properly protected engine and fuel gouges... . BUT SAVE THE PARTSIf you plan to replace these unitswith modem equivalents, make sure tosave the old ones. They could bringgood money on eBay, and you are helpingyourself and another old Bonanzaowner by making these treasures available.We save these coveted pieces forour in-house projects. We won't chargeour customers for these often pricelesscomponents as we've inherited themfrom previous projects.Having these parts allows us towork on these old panels. Sometimesjust painting a panel can cause an oldinstrument to fail, and our on-handstock can save the day.With the instruments removed andsafely stored, it is time to remove the oldshock-mounted instrument panel, shockmountingbrackets, battery box, old insu-All the old stuff removedOur hIgh-tech circuit protection device.Page 10939www.bononzo.orgABS September 2008

LEGACY AIR, INC. - www.legacyair.org• $1,500 GIFT CERTIFICATE (S I,500)Toward annual. window installation. turbo repair/replacemenVcoli bratlon. fuel system setup or general aircraft repair.ATLANTIC AERO - www.atlanlic-aero.com• SET OF TUNED HEADERS(S2.400)WESTERN SKYWAYS - www.westernskyways.com• $1,000 TOWARD GOODSOR SERVICE (S1.0oo) Engine overhaul.turbonormalizing. generators alternators. starters, magnelos. engines.MURMER AIRCRAFT SERVICES - www.murmerair.com• $1,500 TOWARDAIRCRAFT PAINTING($1 .500) AI Houston Southwest Airpart (KAXH)B.A.S. tNC. -www.bosinc-oeromod.com• INERTIA REEL SHOULDERHARNESS KIT (SI .100)D'SHANNON AVtATION - www.beryldshannon.com• GRAY AIRCRAFTWINDSHIELD (SI .500)SCHEME DESIGNERS - www.schemedesigners.com• PAINT SCHEME (SI .200Value)SKYCOM AVIONICS - www.skycomavionics.cam• L1GHTSPEED AVIATIONHEADSET QFRXC (S5OO)FLiGHTP PREP -www.FlightPrep.com• I-YR. US-CONUS IFRIVFR DATA(S357) Subscription ServiceD'ShanOOj)"IiIaIIoolation, gear and flap position indicatorlights, switches and circuit breakers. Irepeat-Tag all the wires alld lilles!Since we are retaining the originalpiano-key switches in this featured project,these components and their wiringwill remain in place. That said, youshould still do a thorough inspection ofthese components and wiring, and anyneeded repairs can be made at this time.We temporarily hook up a batteryto the terminal wires using a 5-amp circuitbreaker to protect all the ship'swiring for any progressive electricaltesting. No matter which circuits mightbe shorted out, the wires and the relatedcomponent will be protected by thistemporary 5-amp circuit protector.Where there's smoke theres fire (andwe bate fire)!CLEANINGThe final step in the teardowninspection process is to clean all theinner skins and firewall. Be especiallydiligent to clean the firewall area aroundand below the old battery box. We use abattery-acid-neutralizing solution ofThe old acid-laden battery box being removed.baking soda and water for thi s job. Weuse lacquer thinner and Scotchbritepads to clean the old insulation and glueresidue from the back side of the firewalland boot cowl areas. Heres yourchance to easily access these places;once cleaned, we intend to install newmodern composite insulation materialsin these areas.Now that the old mess is removedand cleaned up, we're probably at a goodstopping point. Next time, we'll start ontbe new systems fitting and structuralattachment layout. Until then, fly safe.Dennis Wolter is an A&P. IA and a 3,000-ho ur instrument pilot who sta rted AirMod in 1973 to bring innovative designand high-quolity renovations to the gen·eral a viation market. DenniS has adegree in industrial design from theUniversity of Cincinnati.ABS September 2008www.bononzo.orgPage 10940

POWERPLANT lll :MAKING METAL?The most crucial aspect ofengine-condition monitoring isto ensure that nothing is comingapart inside the crankcase. Areyou sure that you and your A&Pare doing it right?Ihad been working with a Bonanzaowner in Memph is for severalweeks, helping him chase down aproblem with his Lycoming engine. Yes,Lycoming-the aircraft was an A36with a Machen conversion to a 350-hpLycoming TJO-540-J2BD engine. Theowner initially reponed that the enginehad exhibited several episodes of roughrunning after stanup, but that it seemedto run smoothl y once it warmed up.The owner e-mai led me a datadump from his JPI engine monitor,which confirmed my suspicion that his" morning sickness" was caused by acouple of sticky exhaust val ves in cylinders#4 and #5 . This is a fairly commonmalady in Lycomings, which is whyLycoming Service Bulletin 388C andService lnstruction 1481 A call fordoing a "valve wobble test" every 400or 1,000 hours (depending on what kindof exhaust valve guides are installed).The owner wound up taking hissick engi ne to John Jewell Aircraft, anexcellent engine shop in Holly Springs,Mississippi Gust southeast ofMemphis). Jewell pu lled the rocker cov-ers and fou nd the #4 exhaust val vesprings bl ack with carbon from a badlyleaking exhaust valve guide; #5 had thesame problem, but not quite as bad.But this anicle isn't about stickyvalves. It's about something much moreserious.Flying nozzleJewell inspected the cam to makesure it was not damaged by the valvestickingepisodes . In a Lycoming(unlike a Continental), you can'tremove the lifters from the outside ofthe engine, so the only way to inspectthe cam is to pull a j ug.Jewell proceeded to pull cylinder#4, and it turned out to be a lucky thingthey did. The ow ner em ailed me:"They found evidence of damage froma screw hommering the bonom of the piston.They olso found morks on thecrankcase on one side of the cylinderbose. The engine was removed and torndown. They found that the #1 cylinder oilspray noule and its helicoil hod corne out,bounced around inside the engine forsome indeterminate period of time, managedto hit all six pistons, and scored twoconnecting rod end cops."What is strange is there was no indicationof this in the oil analysis or any evidencewhen we cut open the oil filter ateach oil change. However, when I took yourmaintenance seminar in Tulsa a fewmonths ago, I learned that Lycomingengines have on oil pickup screen that yousaid is supposed to be removed andinspected for metal at every oil change. Itwas this screen that caught the metal fromthe disintegrating oil spray nozzle and itshelicoil, which is why the metal nevermode it to the filter."I checked with the shop that does myoil changes, and they admined that theydidn't know about the oil screen-they'remoslly Continental dudes. I didn't knowabout this screen (until I took your recentcloss), so I didn't remove it either. After this,I will never forget it, and I'll make sure myA&Ps don't forget it."The inside of the engine, althoughmarked by the flying noule, was extremelyclean. The crankcase has to be repairedand certified as well as the camshaft, lillieevidence of rust was detected on the lifters.All pistons and cylinders will be replaced.The turbocharger will also be overhauled. Itlooks like I'll be down for a couple ofmonths. When I get the plane bock, I'llneed flying lessons again.Here's whal's lett of the Lycoming's flying oil nozzle.The particles were too big to pass through the oilpickup screen, so they were never spoHed duringregular oil filler inspections.This lycoming piston was damaged by the flying oil nozzle. All six pistons, MO connecting rod cops and theinside of the crankcase were damaged.

"I wonder how much longer it wouldhave token for this to couse a catastrophicengine failure. I believe monitoring theengine helped find this. but clearly it wouldhave been found much. much earlier hodwe been inspecting the pickup screen on aregular basis:Monitoring for metalThe oi l system of any piston aircraftengine provides two levels of filtration.There's a relat ively coarsescreen at the oil pickup tube to catchlarge chunks of metal before they canget to the oil pump (and possibly damageit). Then there's either a fine oilscreen or a full-flow oil filter after theoil pump to catch tiny pieces of metalbefore they can get to the engine's bearings(and possibly contaminate them).When implementing a comprehensiveengine condition-monitoring program,it's crucial to understand thatthere are three distinct sizes of metalparticles we are looking for:Large particles or flakes that cannotpass through the oil pickup screen.Tiny particles that are too small to becaught by the pickup screen and gettrapped in the oil filter.Microscopic particles that are toosmall to be trapped by the oil filter.Therefore, our condition-monitoringprogram must comprise three distinctelements:I. Since microscopic particles aretoo small to be trapped by the oi l filter(and too small to see with the naked eyeeven if some were trapped), we mustplace the engine on a spectrographic oilanalysisprogram to detect abnormalwear events that throw off such particles.An oil sample should be captured atevery oil change and sent to the lab foranalysis. I recommend AviationLaboratories in Houston, Texas(hnp:llwww.avlab.com). and BlackstoneLaboratories in Ft. Wayne, Indiana(http://www.blackstone-Iabs.com).2. To detect tiny particles, wemust remove and cut open the oil filterat every oil change. Tiny particles canbe hard to see, so it's essential to cut thefilter media off its spool, spread it outflat, and carefully inspect each pleatunder a bright light (and preferably witha magnifying glass). For engines thathave only a fine oil screen instead of aspin-on full-flow oil filter, I stronglyrecommend adding a full-flow filterbecause it does a far better job of protectingthe engine and provides a farbetter means for detecting problemsbefore they cause a lot of damage.3. To detect large particles orflakes, we cannot rely on filter inspectionor oil analysis, because large stuffnever makes it to the filter or into thesample jar. For Lycoming engines, wemust remove and inspect the oil pickupscreen at eve,)' oil change. As we'veseen, this step is often neglected and,shockingly, some A&Ps don't evenknow about it!Unfortunately, TCM engines do notpermit the oil pickup screen to beremoved and inspected. (To gain accessto the screen you must drop the oil pan,something that usually can't be donewhile the engine is mounted in the aircraft.)So for TCM engines, about thebest we can do is (I) drain the oilthrough a piece of window screen orcheesecloth and then inspect it for anylarge panicles or flakes of metal; and(2) run a magnetic pickup tool around inthe oi l drain bucket and see if it picks upany pieces of ferrous metal. (This isn't abad idea for Lycomings, too.)Alas, very few A&Ps or aircraftowners perfoml these steps. The resultis that the worst engine problems-theones that throw off large chunks orflakes of metal-often go undetecteduntil it's too late. There's no excuse forthis if we're doing our condition-monitoringjob correctly.If you do your own oil changes,make absolutely sure that you'reIf there 's something like this f100ting around insideyour engine. you really want to know about it!Running a mechanic's magnetic pickup toolaround in the drained oil is a good ideo for anyengine, but particularty for TeM engines where theoil pickup screen cannot be inspected.inspecting the oil pickup screen if yourengi ne is a Lycoming, and that you'rechecking the drained oil for metal(using a screen and a magnet) if yourengine is a Continental. If you haveyour oi l changes done by a shop ormechanic, do not just assume thatthey're doing all this. Check it Olll!E-mail questions tomike.busch@savvyaviator.com.Mike Busch has been a pilot for morethan 40 years and 7,000 hours, an aircraftowner and eFt for more than 35years. and an A&PjlA. Hundreds of hisaviatiorr-related technical articles havebeen published. In 1995. he cofoundedAVweb, serving as its editor-in-chief formore than seven years. Mike conductsweekend -Savvy Owner Seminars" focusingon better aircraft maintenance whilespending a lot less. Mike Busch wasnamed FAA's 2008 AMT of the Year.

The American Bonanza Society Air Safety Foundation is an active,working organization with an ongoing mission that continues togrow and expand in its outreach to thousands of owners/pilots ofBonanza- and Baron-type aircraft.Education, training and research constitute the threefold mission.Achieving this has been furthered by the receipt of several noteworthydonations:A living tribute was made to honor Dr. Jack Hastings "for all that hehas contributed in the field of aeromedicine to help pilots - directly andindirectly - maintain and/ or regain their FAA Medical Certificates."Another living donation was made to honor ABS Senior TechnicalConsultant Neil Pobanz on his 70th birthday.ABS often receives tributes to beloved members who have slippedthe surly bonds:One such donation was in memory of past BPPP Administrator Samjames, who passed away in 2001.Several donations also have been received to honor the recentlydeceased aviation icon John Miller.Some donations are desirnate .. :0 ASF itself to fund current projects,while others go to the ABS-ASF Endowment Fund, which was createdto build a permanent source of revenue for future aviation safetyefforts of the Foundation.Those who donate $1,000 or more will receive a special commemorativeautographed edition of John Miller's handsome, hardcover book,"Flying Stories;' which comes in a foil-stamped slipcase.Your tax-deductible donation can be made at www.bonanza.org; clickon the ABS-ASF headlll1e at the lower right of the homepage. Checks canbe mailed to ABS-ASF, PO Box 12888, Wichita, KS 67277.Page 10943 www.bononzo .org ASS September 2008

This is the story of one of my stupidmistakes, and I certainly learned fromit. I hope others can benefit fromthis if only to reinforce what theyalready know.Show me someone who has neverdone anything stupid and I'll show yousomeone who has never done anything.My "old man" used to say, "I hope I canlearn from the mistakes of othersbecause I won't live long enough tomake all the mistakes myself."Well, I made a zinger of a stupidmistake when flying my TwinComanche. the plane I owned before mycurrent F33A.Knowing the reputation of PA-30s Iconsoled myself that my airplane was alot safer than others, with the extrapower of Miller mods and the betterhandling of Robertson STOL.After an excellent meeting in SanDiego and a great visit with my daughter,my wife and I were ready to roll onMontgomery Field's Runway 28L.To understand what happened next,note my propellers would not synch upat full duottle. This is in spite of fairlyrecent overhauls. So after takeoff andreaching 400' or 500' above groundlevel, I usually gave the prop controls alittle tweak to eliminate the annoyingbeat from the asynchronous props. Noproblem! Heck, I've been doing this fora long time. Right? o. not necessarily.Back on the runway, we werecleared for takeoff. I watched thegauges as the throttles advanced andeverything was OK. We started downthe center line. But just as we started tolift off, the pilot (who would rather notuse the first-person pronoun here)decided to adjust the props. Seemed likea good idea at the time. But it was not.That airplane veered right, thenbanged back on the ground and veeredleft off the runway faster than you couldbelieve! At this point it was chop thepower, hold on and steer clear of anythingbad.The bad in this case was an airplaneon taxiway D. The reason I rememberthat is because the lesser bad was a taxiwaysign with a big D on it. So it was aninstant choice: Take out the sign or takeout the plane?We zoomed through the muddyfield, tore out the sign. shot across thetaxiway in front of the startled Cherokeepilot and rolled to a stop, having dissipated75 to 85 mph.WHRT HRPPENED?As the plane stopped, the rightengine was idling normally, oblivious tothe excitement and scare. The leftengine was shut down with the propfeathered. The left propeller control wasfull aft.I' ve done a bit of soul searching andoffered a few prayers since this experience.Apparently, as I anempted to syncthe props at the moment of rotation, theleft control was inadvertently pulled allthe way back. It happened so fast I didn'tnotice the lurch to the right caused bythe pitch change of the left prop. Mywife felt herself being strongly lurchedto the left as the plane veered right. Andthis lurch caused my hand on the propcontrol to come all the way back, featheringthe left prop.But the real reason is: It was a stupidthing to do. And this comes from a pilotwith more than 1,600 hours-330 in aCessna 195 and almost 500 in the TwinComanche before moving into an F33A.Along with a huge dose of humilitycame a renewed respect for flying and acouple of real object lessons:J Ie 11col' a a ntl I tin nl rexI

Assist strapsJoe Weissmann, Cincinnati. OhioQ: The interior of our V35 wasredone prior to our purchase of theplane several years ago. It is missing therear passenger assist handleslstrapsmounted on the inside of the fuselage.The screw holes are still present. Arethere any vendors that still supply thisinterior piece?A: I do not know of any aftermarketsource for the assist straps other thansalvage yards such as Atlanta AirExchange (800-237-8831), WhiteIndustries (800-821-7733), Dodson(800-355-0034) and Air Salvage ofDallas (800-336-6399). A check of theparts book shows the PIN to be34CB759. Checking the HawkerBeechcraft website under "B uy Parts"shows spares (PIN 58-530134-11) asbeing available for $95.57. -AMReplacement carpetPaul Wood. Horse Shoe, North CarolinaQ: Where can I get pre-made carpetreplacement for my 1962 P35? I onlyneed the front section that snaps ontothe floor and has cutouts for the rudderpedals. Is this available from Beechcraftor do I need to have it custom made?A: Airtex Products (215-295-4115 -airtexinteriors.com) can probably makethe front carpet you need. The onlyother choice, as you mentioned, wouldbe to have it custom made. Most anygood aircraft upholstery shop should beable to do this for you. -BASpecial leatherRobert Comrass. Montreuil. FranceQ: I want to recover the seats withleather in my 1989 F33A. The leathercolour I need is "Ocean" and Beechcraftcannot supply. Does any member have asource? [f you can help, please e-mailme at camrass@wanadoo.fr.A: Murmer Aircraft in Texas (www.murmerair.com) may be able to help.O-rings & door sealsPeter Ricciordiello, Fayetteville, New YorkQ: I want to replace the fuel tank capO-rings on my 1973 V35B (SIN D-9495) at my next annual and want toknow where these can be purchased.Also, it appears that the airplane'sdoor seal is no longer able to keep moderateand greater rain out of the cabinwhen it is parked outside. Who in theNortheast US does a reputable job ofreplacing just the door seal, and can thejob be done in less than one day? (Theinterior will be replaced at a later date.)A: The O-rings pan numbers areMS29513-338 and -DIO. Most homebuildersupply houses sell these, suchas Aircraft Spruce (877-477-7823 -aircraftspruce.com); Chief Aircraft(800-477-3408 - chiefaircrafLcom);and Wicks Aircraft (800-221-9425 -wickaircraft.com. Also, PerformanceAero (800-200-3141 - sales @performanceaero.com)sells them.For a watertight aircraft parked outin the rain, my choice would be a fuJIcockpit cover. If you want to go thisroute, suppliers are Bruce's CustomCovers (800-777-6405 - bruce@aircraftcovers.com) and Kennon Covers (307-674-6498 - kennoncovers.com).Some shops in the Northeast thatwe get good reports on are: White AirService, Sky Acres Airport (44N),Lagrangeville, New York, nearPoughkeepsie (9 14-677-9353); NagleAircraft Service, Finchburg, Massachusetts(78 1-274-1210); MasterAviation, Danbury, Connecticut (203-790-5226); Edmonds Aircraft, Nashua,New Hampshire (603-598-4740);Towery Aircraft, Delaware Airpark(33N) Cheswold, Delaware (302-674-4242). The door seal would be doable inoneday.-AMO-ring size for fixed pistonBill Eveland. Reno, NevadaQ: Ref: Fig 54 Shimmy Dampener(35-G35 Parts CaL) - The pans listshows two AN 6227 O-rings (packing)one on either side of Pmt# 35-825 147(piston). The O-rings are a horrible misfit;more like sliding a 75 mm Howitzerinto a 155 Howitzer 'Please tell me whatis the COITect O-ring to fit the groovesand diameter of this fixed piston.A: Those are the correct part numbersfor the fixed piston. The fit is oversizeso when the piston is moved in onedirection, one packing seals; when itmoves the other direction, the otherpacking releases to allow fluid transfer.- BRAutopilot systemsOrlo Jensen, Campbell River. BeQ: How can I get information oroperator instructions for the originalBeechcraft B4 autopilot? Who madethese units and can I still get servicefor it?A: Brittain made the B-4 autopilotsystem and is still in business in Tulsa,Oklahoma (9 18-836-7701). Talk toJerry Waiters. -BRFlickering fuel gaugesVincent Valk, Havre, MontanaQ: While doing the annual on my1975 V35B (N43 I OS, D9773), both fuelgauges flick on and off. When they areworking, they appear to be accurate. Isthis the printed circuit module? If so,advise on how to correct the problemand reasonably priced vendors to use ifreplacement is necessary.A: If both gauges flick on and off atthe same time, check the connections inthe power delivery circuit from andinduding the circuit breaker. Also checkthe ground connection from bothgauges to the airframe. They should be

Answers are marked with initials of the staff or adVisorswho answered it. NP-Neil Pobanz, AF-Arky Foulk, TI-TomTurner, AM-Arthur Miller, BR-Bob Ripley, BA-Bob Andrews. E-series expert Lew Gage (LG)and avionics columnist John Collins (JC) also occasionally contribute answers.Answers to technical queslions are the best information available basedon indications presented by the member asking the question. Actualinspection of the airplane or system in question may change on initialtelephone or email suggestion. Aircraft owners, pilots and readers oreadvised to physically present airplanes and indications to a qualifiedmechanic before choosing a course of oclion.grounded at the same location. Cleanthe terminals and airframe to give agood connection.A nOle in the wiring diagram givesa clue as to the sensitive nature of thisground connection. It says to "olllyground the fuel gauges and CHT gaugeat this location."If they flick on and off independently, a good article that one of ourmembers-Hal Hunt of Seattle,WaShington-wrote some time backcalled "Understanding your Bonanzafuel quantity indicator system" can befound on the ABS CD-ROM .Some shops that might help withrepairs for gauge and transmitterrepair/overhaul are Air Parts ofLockhaven (800-443-3117); John Wolf(440-942-0083) and Central Oregon AirParts (54 1-997-361).For printed circuit boasd repair, tryBirks Aviation Products (309-686-0614). -AMJack adapterT. Jackson Bowen. louisville. TennesseeQ : Where can 1 buy a jack adapter?A: The part number of the adapter is35-590006 and is available from Beechfor 5137.32 at the time 1 checked.Performance Aero (1-800-200-3141)has one for $169. -BRVoltage problemsPatrick Ripp, Mineral Point, WisconsinQ: We're working on a charging systemproblem with a fellow ABS memberwhose 1980 A36TC, S EA141,ammeter swings back and forth acrossthe "0" about 1/8" either side. Swing isworse at higher rpm. Does not seem tobe sensitive to load or any of thestrobelbeacon circuits. The battery is anew Concorde RG-24-15 installedunder a Wilco STC. There is a very softwhine in the headsets (Gannin 530 withBose ANR sets) that follows the swingand rpm changes in pitCh and intensit y.We have changed the alternatorsw itchlbreaker assembly to the newer -73 PIN. We found and cleaned somecorrosion in the battery ground circuit.Static checks through the chasging systemseem 0 K. 1 do not want to justthrow parts at this. Is there any way thebattery could be causing this swing?The owner claims the problemstarted after the battery was installed.Otherwise 1 would not think the alternatoritself would run up and down, whichleaves the controller or maybe a faultynew switch as the culprit.A: It sounds like you may have a badrectifier diode in the alternator causingthat section to produce AC instead ofDC. This will produce the whine, whichfollows the throttle, and also wi ll causethe ammeter to oscillate.I cannot think of any reason whythe battery would be at fault unless therehappens to be a weak or bad cell. See ifyou can borrow another battery to try. Isuggest sending the alternator off to bechecked at Accessories Inc. (800-835-296 1) or Quality Aircraft (877-833-6948). - BRCauses of vibrationSean Wotts. Pinedale. WyomingQ: On my last takeoff in my 1980A36 (E-1625), I noticed a vibration atabout 65 kts. It wasn't bad, so 1 took offand the vibration continued for about 3seconds, then stopped. 1 didn't feel anythingbefore 1 reached 65 kts and didn'tfeel anything upon landing. Could thisbe the shimmy dampener, and if so, isthat something an owner can service?A: What you describe is usuallycaused by a nose wheel tire/wheel out ofbalance. I f the tire is not abnonnallyworn, it can be statically balanced usingautomotive stick-on weights to achievea balanced condition. Also check thenose gear torque links for excessive freeplay and the shimmy dampener forfluid.These checks are items an ownercan complete, but when it comes to thecorrective action, you will need to havea mechanic do the work or superviseyour work for sign-off. (And as always,others may have a different opinion asto what an owner can do.) - AMSpark plugsJoe King, Bakersfield, CaliforniaQ: I need a spark-plug change on anon-turbo'd 10-520. What does ABSrecommend: Standard or Iridium? Costis not a factor if compensated by otheradvantages.A: If we use Champion spark plugsas a popular example, we find anIridium RHB-32S fi ne-wire plug at$74.25 vs. a RHB-32E massive electrodeat $21.75 (Spruce). The Iridiumwill not last three and one-half timeslonger than the massive, and with equalmagneto and plug wire condition, theperfonnance difference is not usuallydetectable.

With that said, I run lridiums. Theirplug life can be greatly extended if theperson doing the abrasive cleaning wiIIdo so at 55-60 psi and 1101 at the normalshop air pressure of 120 psi. Speak toyour mechanic about this if you are running"precious-metal" plugs. -BACurly cordsJeffrey Stultz, Zionsville, IndianaQ: I have a 1968 E33A. Is there astandard pin out for the 9-pinWinchester plug in the panel (the onewith the curly cord)?A: I believe curly cords are wired atthe whim of the owner or avionics technicianwiring them except for itemssuch as electric trim. VHF comm isalmost always included, plus extrassuch as autopilot disconnect, altitudehold, ident and map lights. -BALocking gas capsJames Brendel, Roseville, CaliforniaQ: 1 am thinking of buying lockinggas caps for my 1968 V35A. I know oftwo companies, Gabb and Shaw Aero(now Parker Hannafin). Do you have arecommendation of which is bener?A: 1 am not sure that Gabb and Shawmake a locking cap. The only one I amaware of is Aviation Research Systems(503-668-4545). - BRRuddervator push rodsJack Cassada, White Bear lake,MinnesotaQ: At my last annual, the IA foundthe ruddervator push rods on my 1977V35B (SN 0-10067) had about 1/8" of"slop"/play. He asked me to find out ifthis is permissible (he could not find thedata in his manual) and what if any, arethe limits for movement. Also, if theyneed to be replaced, where can 1 go forreplacement parts?A: There should be no play in the ruddervatorpush rods. There is a rod endbearing on each end of the push rod. Thepart number for all four is MD46-15. 1suggest replacing all four as long as youhave the rod out of the aircraft.Pay close anention to the overalllength before you remove the old rodend bearings as this length is critical tothe rigging of the ruddervators.Parts can be obtained from anyBeech parts supplier such as ElliotAviation (800-978-7253) or fromRAPID (888-727-4344), where you canuse your ASS Visa for parts discount.- BRCowl flap actuatorsKen Clark. Grand Rapids, MichiganQ: Where can 1 get infortnationabout replacement cowl nap actuatorsfor a 1976 58P? All I can find is a$6,000 unit!A: Here is some info that may help:WECO Aerospace Systems in Lincoln,California (9 16645-8961 - hnp://www.wecoaerospace.com/) advised that yourunit cou ld be repaired for about $800.The !PC for TJ-3 and after liststhese aiternate parts numbers that willalso fit your ai rcraft, all labeled"Actuator assy, cowl nap": 102-389013-3; 102-389013-5 and 102-3890 13-7These numbers replace SYLC50272 and 96-38oo21-3\. - BRCowling door latchesJim Fobos, Genoa City, WisconsinQ: Due to a bird strike, the nosebowl on my 1988 F33A was badly damaged.It was replaced with a new one.My mechanics are having a difficulttime adjusting the latching of the cowlingdoors. Do you have any suggestionsfor this procedure?A: Sometimes after a nose bug orcowling replacement, the latches can bequite difficult to rig correctly. The latchesare adjustable on the mount screwsand also the pin is adjustable on thecowling half. I have seen it take morethan a half a day to get them to workproperly. No magic; it just takes timeand patience. - BRStarboard rubber tankAdrian Daley. Derby. U.K.Q: I changed the starboard rubbertank three years ago. When we came torefit the senders, they would not workand showed no resistance whenchecked. I sent them to John Wolf forrepair. We wired up the repaired sendersand established that the gauge in the aircraftwas working as it should. We thenrefitted the senders.With the aircraft back in service,the tank showed a full indication untilthe level fell to about one-quarter, whenthe gauge would move from full to quarter-fullwith no intermediate reading. Itolerated this until the plane was in formajor maintenance a few months ago.We removed the senders and determinedthat the inboard sender was"earthing out" (grounding) on the tank.We refined and the tank level readexactly as it should - for 28 days. At thattime, I filled the tank and found thegauge showed only a quarter full. I tookthe plane in to check thi s out, suspectingthat one of the senders may be earthingout. However, we have rechecked thefining, which is as it should be, but cannotmake the senders give any sensiblereading on the gauge.Do you have any ideas? Could thewiring be wrong? I am returning thesenders to John Wolf to check them out.My engineer believes that whilst there isa variable resistance on one of these nder wires, there is nothing on theother wire. (I may be describing thisincorrectly because I have no electricalknowledge at all!)A: If the inboard sender contacts theaircraft surface, it will ground and causeimproper readings. The outboard sendershould be grounded to the aircraft witha bonding jumper. One wire from theoutboard sender connects to tertninal #4on the inboard sender. Wire #Q6A 18connects to terminal # I on the inboardsender, and wire #Q4C 18 connects toterminal #2 on the inboard sender.

Make sure that the felt liner on themetal under the senders is in good conditionand not allowing the unit toground out. - BREDITOR 'S NOTE: We recei ved thise-mail from Adriall Daley, "The problemis IIOW solved, following the adviceBob (Ripley) gave. As el'er, I am mostgrateful for the help from your technicalstaff. It is evell //lore important to thoseof us members overseas when specialistadvice can be hanl to cOllie by."AD 2008-13-1 7circuit breaker switchesBernard Karwick, Sag Harbour, New YorkQ: Looks like I may have a wholebunch of tho e circuit breaker-typeswitches. My friend says you are advisingto wait. What's the latest?A: ABS is curren tly having discussionswith the FAA on the AD regardingthe circuit breaker-type switches requiringreplacement, and we know of atleast four persons or companies pursuingalternate means of compliance. Weare also talking to RAPID about possibleparts discounts.Comp liance isn't necessary untilAug 6, 2009, and to the best of ourknowledge, there have been no mishapsas a result of these breakers. So for thetime being, we uggest you wait and seewhat comes out of our discussions andthe AMOC proposals in the next fewmonths before replacing any circuitbreakers, unless, of course, one in yourairplane fee ls hot in operation or is"spongy" instead of crisp when you turnthe switch on and off. -ITWing-bolt preservativeBob Edmondson, Brookshire, TexasQ: I've not been able to locate a supplierfor the Braecote 137. Can you giveme a lead? Also, in researching withAeroshell, Ca trol and Air BP, it seemsthat MIL-C-16173D(E) was deleted!discontinued about six years ago. Canyou suggest an alternate for coating thewing bolts?A: LPS 3 meets the same mil spec asthe Braecote 137. I recommend gettingit in something other than a spray can soyou can dip the bolts and nuts beforeinstallation. Also, be sure that you coatthe entire surface of the wing andfuselage fittings. - BRPart number neededJohn Farrell, Portland. OregonQ: I need a part number forthe rightmain gear strut seal kit for my 1960Debonair.A: Call Performance Aero (800-200-3141) with your model and serial numbersand they will have a seal kit for$12. -BRBalancing checkStephen Romaine. Ithico. New YorkQ: I have a recurrent problem withcracks around the bolts closest to theblade on the left spinner of my 199958Baron. Is there a replacement one-piecespi nner intended to fix thi s? If so, wouldyou have a part number? Would youalso have the part number for the originalequipment so I could search thesalvage yards.A: I suggest having the propeller andengine dynamic balanced as one unit.Most large shops will have the necessaryequipment to complete the balancingcheck. I am not aware of anyone-piece spinner replacements.Here are part numbers for your spinner:Backing plate wi AC - C3566-4;backing plate wlo AC -C3566- I; spinnerw/AC -C3278-5; spinner w/oAC -C3278-2 and spinner dome cap - B3264-1.This information is based on youraircraft having a 3-blade Hartzell propellerwith or without air conditioning.- BRChecklists articleThomas Witkoski. Greenfield. WisconsinQ: I am looking for the most recentABS article dealing with the subject,"How to use a checklist. "A: There are a great many articles onchecklist use that appear when you do akeyword search on the ABS CD-ROM.The most recent with checklist use as itsprimary topic was printed in theSeptember 2005 ABS Magazine, in anarticle by John Miller. Along with additionalchecklist information, we havereprinted John's article. (See page10960) -ITSend your quesllOns to absmail@bonanza.org. One of Ihe ABS technical advisors willbe asked to respond. Be sure to include your ABS number.ABS TECHNICAL STAFF 8< TECHNICAL ADVISORSNeil Pobanz. ASS lead technical advisor. is a retired U.S. Army civilian pilot and maintenancemanager. He is on A&P and IA with more than 50 years experience.Glen -Ark'{" Foulk, former owner of Delta Strut. has been an ABS technical advisor since1986.Arthur Miller has won numerous FAA awards as a mechanic, and runs a Beech specialtyshop in central Florida.Bob Ripley retired from Delta Airlines as a manager of line maintenance (Atlanta) and hasrun an FBO focusing on Beech maintenance for more than 20 years.Bob Andrews is a retired Eastern Air Une pilot. CFI. mechanic and a Wright BrothersAward winner. He owns a Beech-only maintenance FBO in Atlanta. Georgla.Tom Turner, ABS Manager of Technical Services. holds a Moster's degree in AviationSafety. He has specialized in Beech pilot instruction for more than 15 years.

NBARON CHARGING SYSTEMS - The Baron chargingsystem went through an evaluation process with at least threedefined generations. The first had generators. Then there wereoptional alternators from the factory and third came aftermarketalternators. There were also factory alternators with variationsas standard equipment.When troubleshooting, make sure you know which systemyou are deal ing with, and have the correct wiring diagram,The difference can throw you off when deciding where youshould have power or grounds.Recent testing was done on a Baron that had no chargingon one side. It was correctly suggested by one of the ABStechs to add a good ground from the alternator to the airframe.When it still did not work, the tech suggested the membercheck (with the engine not running, and the master switch on)for voltage at both the field wire (small) and the output wire(large).When there is no power at the output terminal it meansthere is an "open" between the alternator and the buss. In thi scase it was a 50-amp circuit breaker that had not popped theindicator button but which had popped open internally. Pullingand resetting the breaker solved the problem.Over-voltage disconnects on single-engine models cansometimes be reset by turning off the master and alternatorswitches for a minute or two and resetting. This is difficult infMC. Earlier Barons can usually be switched to the other regulatorsince they only use one regulator at a time for bothalternators.Imbalanced loads on Baron alternators many times aredue to differences in the resistance in the circuits while receivingthe same level of excitation from the regulator.Voltmeters are still the most useful instrument in monitoringor troubleshooting alternators. Generators on the earlyBarons, "Delcos," regulate the grounds ide of the field. ThePOH is a good place to learn about your panicular airplane.BEECH SERVICE LETTER 66-7 (August issue, page 109 I 5)was resized to fit available publication space. When modifyingElL'S NOT E SNeil's Notes ore from ABS Technical Advisor Neil Pobanz unless otherwise noted.the pan, use the full- size template from the original serviceletter, not the copy that appeared in the magazine.GEARBOXES - Do not run the gear electrically with the manual-extensionhandle unstowed. Check the handle to be sure it isnot underthe spar covertrim or carpet. Ifthe gear does get interferenceduring an electrical cycle, we feel the gearbox should beremoved and non-destructive testing (NDT) inspected.To remove the gearbox, sometimes you need to soak themount ring with penetrating oil and heat it with a heat gun. Youstill may need to use a floor jack and a 4x4 pushing against itto get it out. Be aware that the mounting bolts are in slottedholes, so indexing location and the top and bottom arms willhelp get the rigging correct.When you send it out for NDT, ask the testers to makesure the shaft is not twisted. Remember when refilling with oilthat it should only cover the gear contact areas. The box shouldnot be completely fi lled. The filler plug is a vent and should beclear. Oi l dripping from the hand crank is usually due 10 thegearbox being overfilled or a solid plug having been put in thefiller hole.E-SERIES ENGINE PROPELLERS - Lew Gage's book fromthe ABS Store is an outstanding reference on many areas of theearly Bonanzas, including propellers. The type certificate datasheet (TCDS) on the FAA website (www.faa.gov) is a goodreference, but you need to look at airframe, engine and propellerTCDSs to get all the information, including rpm limitsfor the various combinations. Most of us agree that the 2 I 5 isa better prop and that running them in manual causes less wearthan operating in automatic.If you have the Hanzell propeller or are looking to buy aHanzell, become educated about which model hubs haverecurrent Airwonhiness Directive inspections. Hanzell investedits own capital in the redesign and sold them at a reducedprice for an extended period of time. Now they charge what itreally costs to produce, and a new Hartzell for an E-engine isvery expensive.@Page 10949 www.bonanza.org ABS September 2008

FAA INFORMATIONAD 2008-14-07-INSPECTION AND REPLACEMENT OF FUEL-INJECTION LINESThe FAA has issued AD 2008-14-07. colling for inspectionand replacement as necessary of fuel-injection lines. This AD.which affects 10-360-B1 B engines installed on fuel-injected TravelAirs. supersedes AD 2002-26-01 . It contains the some compliancerequirements as the eorlier AD but odds to the list of affectedengine models.Travel Airs thai are in compliance with 2002-26-01 arealready in compliance with the new AO_ but owners should updatethe AD record for their aircrafl to reflect the new AD number.See AD 2008-14-07 for compliance criteria.The FAA in July 2008 issued aSpecial Airworthiness Information Bulletin(SAl B) suggesting repetitive inspection ofSlick (Unison) magnetos.From the SAIB:There have been field reports of prematurewear of the corban brushes in acertain serial number range of magnetos.Premature brush wear could lead to failureof the magneto to provide consistentspork. which could result in possible lossof engine power.The actions required by UnisonIndustries Service Bulletin SB3-08 do notprovide a solution or terminating action. Theactions specified in the SB are intended todetect signs of wear before damage grows.which could result in magneto failure.The service bulletin will be updatedwhen terminating action is implementedby Unison. Meanwhile. the SB inspectionrequirements will remain in effect.SAIB CE-08-33-REPETITIVE INSPECTION OF SLICK (UNISON) MAGNETOSThere may be additional inspectionrequirements or other corrective actionsdefined by your respective engine and aircraftmanufacturer's service informationconcerning this service difficulty issue.At this time. this airworthiness concernis not considered on unsafe conditionthat would warrant on airworthiness directive.The FAA recommends compliancewith Unison Industries Service BulletinSB3-08 as follows:- Magnetos with serial numbers0409XXXX through 0611 XXXX. and all(Slick] magnetos that have hod a corbanbrush or distributor block replaced betweenSeptember 1. 2004. and November 30.2006. should be inspected at 250-hourintervals. Affected magnetos with over 250hours since new or distributor blockreplacement should be inspected within50 additional operating hours and at 250hours in service thereafter.• Magnetos with serial numbers0612XXXX and up and all magnetos thathave hod a carbon brush or distributorblock replaced on or after December 1.2006. with less than 50 hours in serviceshould be inspected within 5 additionaloperating hours and then reinspected at15 to 20 operating hours until reaching 50hours in service. Afterword. and for allaffected magnetos with more than 50hours in service. the requirements for serialnumbers 0409XXXX through 0611 XXXX(first bullet point) apply.The FAA issues SAIBs when operationalexperience shows a trend that doesnot meet FAA criteria for issuing on airworthinessdirective. Compliance with SAIBs isvoluntary but recommended.For detOils and specific inspectionrequirements. see FAA SAIB CE-08-33 andUnison Service Bulletin SB3-08. @ABS September 2008www.bononzo.orgPage 10950

BARON SINGLE-ENGINEPROCEDUREBY CRAIG KERN, DAYTON, OHIOYOU are estab lished on the lLS to your home field andweather is at minimums, You are inside the finalapproach fix. gear down, approach flaps, airspeedwhere it should be and the needles centered,As you approach the decision altitude (DA), you notice,in your scan, the clouds appear a little thicker than before youstaned the approach, Sure enough, the run way environmentdoes not emerge at DA so you execute a missed approach:Power up, pitch up and clean up,As you pitch up, you notice the aircraft yaws to one sideand doesn't seem to climb as it should, You immediately tumback to the heading bug that you set on the runway headingand realize you've lost an engine, You then pitch down toestablish Vyse (blue line) and immediately stan to clean upthe aircraft It is very important to accomplish this in an expeditiousmanner since your climb performance is seriouslydegraded, Even after you clean up the aircraft, you have lostapproximately 81 % of your climb performance,During a normal climb, under some conditions, manyBarons can be expected to achieve a 1,525 fpm rate of climbat a twin engine Vy of 107 knots, With one engine shut downand feathered, the same aircraft, under the same conditions,might only achieve a 290 fpm rate of climb at a Vyse speedof 100 knots,The Baron Pilot'S Operating Handbook states that continuedflight requires immediate pilot response to the followingprocedures:Mixtures full forwardPropellers full forwardThrottles full forwardFlaps up• Gear up• Identify inoperative engine, idle foot, idle engine• Verify illoperative ellgille (Reduce throttle onsuspected dead engine. If there is no changein control inputs or sounds, you have correctlyidentified the inoperative engine,)Propeller lever of inoperative engine; featherWhy clean up in this order?We want to get rid of the drag items as quickly as possible.If you remember performing a drag demonstration (eitherduring your training or at a BPPP clinic), you found out thatthe landing gear causes about 400 fpm degradation in performance;fl aps cause about 400 fpm degradation and a wi ndmillingpropeller causes about 800-900 fpm degradation,Therefore, until we get the propeller feathered, we are unableto climb (or even fly level), However, one doesn't want tofeather an engine that isn't properly identified. as there is apossibility of choosing the wrong one,After feathering the engine and controlling the airplane,you explain your plight to ATC, ask for either the sameapproach again or to go to yo ur alternate (given the weatherscenario, an airport with better weather should be considered),Once you are safely at an altitude. you can incorporaterudder trim to relieve the pressure on your leg and thenaccomplish the rest of the engine securing checklist (mixture,fuel selector, fuel boost pump, magneto switch, alternatorswitch, cowl flap), Now you can concentrate on flying youraircraft for a successful single-engine approach,Once you have decided on a course of action, BPPP recommendsthat you neutralize the rudder Dim (that is, set it to 0degrees), outside the final approach fix, You will have to maintaina rudder pressure toward the live engine while you have itpowered up, but the rudder pressure will decrea e as youdecrease power on the operating engine close to the runway,Interestingly, as you retard the throttle on the operatingengine to idle, you will actually have to apply rudder pressuretoward the inoperative engi ne, This is because the windmillingengine will create more drag than the dead enginewith the feathered propeller.Before your next night, take a few moments to reviewthe Engine Failure after Lift-off Checklist to make sure youknow the proper procedures for fl ying the airplane and securingthe failed engine. More than likely, the last time youlooked at the information-{)r actually flew your airplanewith an engine out-was at your last BPPP clinic or during aflight review.Craig Kern has been instructing with the BPPP about 13 years.He is an airline transport pilot. Master Certificated FlightInstructor and the Chief Flight Instructor for the Wright~PottersonAFB Aero Club, Dayton, Ohio,Established in 1983, the Beechcroft Pitol Proficiency Program (BPPP) promotes aviation safely and is the most effective model-specific flight training avaitable('M'M.bppp.org). lnitial and recurrent programs ore ava ilable for Bonanzas, Barons, Trovel Airs and Dukes. There is also a Companion Clinic for right-seaters. BPPPhas been approved as a recurrent lraining program bV ~rtuallv every insurance company in the nation, See BPPP Clinic schedule on pg, 10931 ,

JacketsRidgeline Jacket - Wind-resistant and water-repellent,100% polyester micro oxford shell with polyestermicrofleece lining. Zip frontpockets; adjustablehook-and-Ioopclosure on cuffs;bi-swi ng back;covered elasticbottom. M-XL.Red , Navyor Olive. No.2051 $75.00\Go hirts ~Coo , casual comfort, on the linkspr in the air! Three-airplane logoembroidered on a shape-holding 60/40oly/cotton blend shirt. Four matchingbu ns. Colors: Navy, Burgundy,Light lue, White. Sizes S-2XL.No. 1 0 $32.00CAMP SHIRT Short-sleeved cotton/rayon shirt showingOUR airplanes - Vtails, Straight Tails and Barons.VERY popular when introduced at Oshkosh this year.Get yours today! S-2XL $49.95Breeze Jacket - Waterrepe llent, 100%polyester microfibershell with mesh bodylining; nylon liningin sleeves. On-seampockets; inside cellphone pocket; vented back;elastic cuffs; open bottomwith elastic drawcord. M-XL.Black/Crimson, Navy/Stone, BiminiBlue/BlacklWhite. No. 2011 $50.00WOmen'sTank TopJust in time forsummer! 100%cotton. Pale blue,lavender, or greywith AmericanBonanza Societyembroidered onfront. S-XL. Greyand navy only2XL. $15.00Baron - navy t-shirt with'bold' Baron, 100% cotton.S-XXL. $18.00V-tail -light grey t-shirtwith white outline of V-tail,ABS in red. Cotton/Polyester.S-XXL. $18.00Straight-tail - chocolatebrown t-shirt with outlineof straight tail. Blue ABS.100% cotton.S-XXL. $18.00~~,V-Tail Green V-Tail Khaki ABS L090 T-Shirt in Baron on White Straight LineADS Tees! No. 1408G $15.00 No. 1408K $15.00 Grey with blue logo. No. 1410 $12 .00 No. 1409 $15.00Casual, comfortable - and a great way to show your (aviation) Colors: White, Grey.heart belongs to Beechcraft! Sizes adult M-XXL.Sizes S-2XLNo. 1404 $10.00~' ~ 316·945·1700 . FAX: 316-945-1710 · www_bonanza.org · bonanza5@bonanza.org~ ~

ELECTRICAL PROBLEMSIn this month's column I am covering some commonelectrical problems that ABS members have askedme about over the years.Troubleshooting fuel gauge(s)& associated components.Warning: First, an important caulion is in order. The electricalsystem has changed so many times over the years, oftenwithin model years, that allY specific advice 1I1lISr be based 011rhe serialllulIlber of rhe aircraft. There are different theoriesof circuit operation as well as wiring interconnection that mustbe understood to troubleshoot a problem. J found 19 differentfuel gauge circuits just for the V-tails, with a slightly lowernumber for other models.Documentation: Beech has documented the wiring diagramsin the shop manuals for the early models, and in separatewiring diagram manuals after 1975. All the wires that camefrom the factory have identifying numbers in the followingformat: FNNWZZS where F is a letter identifying the circuitfunction area, NN is the circuit number, W is the wire segment,ZZ is the wire size and S is the suffix.An example of a wire in the fuel gauge circuit for my1968 V35A D8663 is Q8A18. Q is the designator for fuel andoil circuits, the circuit number is 8, the wire segment is A andthe wire size is 18. There is no suffix.With the proper wiring diagram handy, one can locate thewire, even if it is in a bundle, and know exactly what it shou ldattach to if you refer to the wiring diagram. So if you disconnecta wire and don't mark it, all is not lost.Fuel gauge circuits: There are three types of fuel gauge circuitsfound in the Bonanza, Baron and Travel Air. But not allvariations are covered in these descriptions. I have discussedthe most common systems, so you need to verify rhe specificwirillg diagram for your aircraft before you jump imo lroubleshoolillgIhe syslem.Common to all systems, good connections-especially toground-is important and should always be checked.Early systems: The early systems are based on a resistivepotentiometer-like transmitter that is wired to a gauge thatreads current through the transmitter-the higher the current,the lower the indication. Most of the transmitters are of the 30-ohm variety. When the tank is full, the transtttitter will read 30ohms to ground. When the tank is empty, the transmitter willread close to zero ohms.On aircraft with aux tanks, there is usually a switch toselect the tank indicating on the gauge and some of the earliestaircraft share a single gauge with the left and right tanks.Some of the aux tanks have two transmitters that are wired inseries. For dual transmitters, each is about 15 ohms, adding to30 ohms when full and zero ohms when empty.To troubleshoot the system, remove the inspection panelabove the fuel transmitter. Remove the wire from the transmitterthat goes to the gauge. The gauge should read over full.If you short the wire to ground, it should read empty.The fuel transmitter should read 30 ohms when full andzero when empty. You can purchase a 30- to 50-ohm wirewoundpotentiometer and connect it to the wire going to thegauge and vary the resistance between 0 and 30 ohms to checkgauge calibration. At 15 ohms thegauge should read half. At 7.5 ohmsthe gauge should read 1/4, and at22.5 ohms it should read 3/4.To be within specification, thegauge needle should touch any partof the E mark when empty and anypan of the F mark when full.The only adjustment in thesystem is by bending the arm on~.-... the fuel transmitter to obtain a betterresult.1. au.. bar2. ruel quantity indicator drcult b"aker3, Fuel qua.ntlty Indicator4. TaM MLeetor awudl (mam • autLLa.ry)5. A\lX1lJ.aJ'7 tau Mleetor ."itch ()eft - rlptlI. RIFt w1nI break eonnector7. Tank traumltter untt (RR aumliuy)I. Tank uaumlttu unlt (LM aUlIIUi&rJ)I. Tank uu.mitter un1t (RH maitl)10. Tank truwnitter Wl1t (LH main)11. lAlt wtac break cc:mneetor12. Ma.ln taU .. lector (laft - rlPt)OPTlONAL AUXILlARY wnfG FUEL QUANTlTY INDICATOR CJRCUrrAirplane 8erW No. ~Sill thru D- ~J()1962 thru 1969 modelsThese models use resistivepotentiometers as transtttitters toprovide a voltage divider functionto a center-tapped gauge witb twomovement coils. The transmitters

are connected in series, withthe high end of the inboardtransmitter connected to + 12volts as a reference. Onegauge movement coil pulls theneedle toward the full positionand the other pu lls it towardthe empty position.The gauge-full positioncoil is attached to 12 vo ltsthrough a circuit breake r. Theempty position coil is attachedto ground. The two positioncoils are connected togetherand are attached to the transmittervariable voltage output.Refer to Figllres I and 2 fortire fol/olVing description.When the voltage outputfrom the transmitter is at zerovolts (ground ), all of the currentfl ows thru the full positioncoil and the empty positionco il doesn't have current Oowingthrough it because the voltageon both sides of the coil iszero. Therefore the gauge ind i­cates full.When the voltage outputfrom the transmitter is at 12volts, all of the current Oowsthrough the empty positioncoi l and the fu ll position coildoesn't have current flowingthrough it because the voltageDASH UNIT.....,.' 1 STUDf2 STUD IFigure 1 - Original transmitters 1962 thru 1969DASH UNITBUSS11 STUDIEXISTING INBOARD(95 -380012-1)11 STUD 13 STUD95-380012-5(INBOARD TRANSMITTER)*1 STUDEXISTING OUTBOARD(95-380012-3)'4 STUD*3 STUDJUMPER WlRE ISNOT INSTALLED ONALL AIRCRAFT.95-380012-7(OuTBOARD TRANSMITTER)FULLATTACH TOMOUNTING SCREWFIgure 4·3, Wlrlng Diagram (Inboard and Outboard Transmitter.)Figure 2 - Replocemenllronsmitters 1962 Ihru 1969on both sides of the coil is thesame, 12 volts. Therefore the gauge indicates empty.When the voltage output from the transmitter is at 6 volts,the current is the same in both the fu ll position coil and theempty position coi l because they both have 6 volts acrossthem. Therefore the needle indicates half full (or half empty ifyou are a pessimist).There are two vintages of transmitters and they can beintermixed. The original transmitters have four studs(i nboard) and two studs (outboard). The replacementtl'Onsmittel'Shave two studs (inboard) and one srud (outboard).To troubleshoot the system, remove the inspection panelabove the inboard fuel transminer. With the master switch on,verify that you have + 12 vo lts on srud #2 of the transminer.1EMPTYSrud #1 has the wire that goes to the gauge. If you removethe wire fro m stud #1 (open), the gauge should read half-scale.If you ground the wire terminal lug, the gauge should read full.If you touch the tenni nal lug to the #2 stud (+ 12 vo lts), thegauge should read empty. Turn off the master switch. If YOllrgallge doesn't read proper/y, have it overhallied.The inboard fuel transmitter case should be isolated fromground by a felt washer (Figure 3). If it is not, the gauge willread full until the acrual fuel level is close to 2/3 and then WIllmove the rest of the way faster than the change in the fuellevel , although it will read correctly when the tank is empty.Remove the wire attached to the case and that connects tothe outbound fuel transmitter. Verify that the case is not grounded.If the case is grounded, reseat or replace the felt washer.

With the wire from #1 stud and the case still removed, theresistance between the #2 stud and the case should be around76 ohms. The transmitter wiper (stud #1) should vary betweenthe full resistance value (when empty) and zero, reaching zerowell before being topped off (around 2/3).The outbound fuel transmitter measured between post #4and the case should be about 43 ohms when empty and zerowhen full.1 97O-and-after modelsThe later 40-gallon systems use dual transmitters in serieswith one another. There is only a single post for the wiper andthe case is the other terminal. The inboard transmitter is 76 ohmsand the outboard transmitter is 43 ohms. The transmitters read119 ohms added together when full and zero when empty.Each side's transmitters are attached to a printed circuit. module mounted above the fuel gauges under the angle mountfor the glareshield suppon (Figure 4). On the rear lefthand sideof each module is a slotted adjustment that allows the full indicationto be adjusted on the indicator.If the gauge becomes flaky and bounces around or is completelydead, it is often the printed circuit module. It is relativelyeasy to swap the connectors on the back of the left andright modules to help isolate the problem module. If the faultgoes with the module, it is time to send it Ollt for repair. BirksAviation Products (309-686-0614) rebuilds and exchangesthese modules for a flat $430. Birks advenises in the classified-adsection of the ABS Magazille.The fuel gauge should read the following values +/- 2 mvacross the gauge terminals for the respective fuel load of 114,112,3/4 and full: 36 mv, 60 mv, 86 mv and 103 mv. For empty,the gauge should read 6 mv +/- I mv.The inboard fuel transmitter has one post that connects tothe printed circuit module (Figure 5). The case is the other terminaland is attached to the outboard transmitter. The circuit iscompleted by the outboard transmitter, which is grounded to theairframe.The inboard fuel transmitter has a felt washer under thecase to isolate it from ground. If this is missing, the case will begrounded and the tank will never read above 2/3. If the outboardtransmitter is shoned internally, it will cause the same symptom.You can troubleshoot the transmitters by removing theinspection panel s. Remove the wires attached to both thetransmitter posts and make sure the outboard wire is notgrounded to the airframe or you will get a false ground readingon the case of the inboard transmitter. With the wire,-Figure 4 - Printed circuit modules 1970 and loler• 1-7----> -""- L---d •I... :IE!J .......",Pll.11'tTED CIItCUIT tQAItD IS MOlIHTEDOf,: OLARESHIELO SUI"POltT (UP"Ea FORWARDPORTION OF FIXED INSTltUMIlNTPANELIFigure 6 - Fuel indicating D9569-D9617

emoved from the inboard ruel transmitter, the gauge shouldread above full. With the wire shorted to ground, the gaugeshould read empty.When the tanks are full , measure the resistance of theinboard transmitter from the post to the case and verify it is closeto 76 ohms. Verify the case is nOt shorted to ground; if it is, verifythe felt washer is installed and isolating the case from ground.Verify the outboard transmitter is close to 43 ohms, postto ground. If you remove the transmitters, they shouldsmoothly vary in resistance between zero and the maximumvalue as they are moved through the float arm range.If one or both of the fuel transmitters or a gauge needs tobe overhauled, Airparts of Lock Haven (1-800-443-3117 -http://airpartsofiockhaven.comJ) is one company that can performthe overhaul. There are other companies that provide thesame service.In fLllUre colLlmns, I will offer troLlbleshooting tips for electrolLlminoLlspanels (EL panels) and false altemator-oLlt indications.John Collins. C harlotte. North Carolina, owns a 1968 V35A. He isa commercial pilot with more than 4.000 hours. has a BS in electrical engineering and has worked a s a n engineer and softwaredeveloper for IBM and for his own technical business. Johnowned and operated an FBO. with a vionics shop, for six years.AVIONICS Q&AABS MEMBERS SEEK ANSWERS FROM JOHN COLLINS TO THEIR AVIONICS QUESTIONSJAMES DEVANY, Joyce, WA, isinstalling a KLN-94 with an NSD 360for IFR operations in his G35. Heexplains that he has had a VFR KLN-89prior to this. His question:Do you know of an STC I can useas a reference on the POH supplement?Or is a better plan to get a FieldApproval for POH and FAA Form 337purposes?COLLINS: All the information youneed is avai lable free on the HoneywellBendix-King website, but you need tohave your dealer download it. My dealerwill do it free when the documentsare on their website and are available forfree download, as is the case for you.Your local dealer should also be able toget it for you free. Ask for a copy of thelatest install manual that has an appendixwith the Sample AFMS and it referencesan STC on a Mooney.Follow any of the relevant instructionsin the install manual for an IFRinstallation. Then your avionics shop orIA can approve the installation andreturn the aircraft to service with a logbookentry, a placard stating the GPS isVFR on ly and an appropriate 337 forthe installation.You will need to modify the AFMSfrom the install manual to match yourinstallation and submit it with a separate337 to your FSDO requesting a fieldapproval. Once it is returned, you canremove the VFR-only placard and replaceit with one called OUt in the manual.The shop or the lA returns the aircraftto service for IFR by signing thefield-approved 337.MICHAEL LEBLANC, Orangeville,CA, noticed on the May 2008 ABSMaga:ine cover that Jim Greene had tiptanks installed on his Bonanza and mentionedhe had an S-Tec 30 autopilotinstalled. He says:I was told by my avionics peoplethat S-Tec would not allow their autopilotsto be installed in a Bonanzaequipped with tip tanks. Could you shedsome light on this? I would really like toupgrade my 1952 C35 with this newerautopilot.COLLINS: My understanding is thatthe S-Tec's STC hasn't been tested withtip tanks. Often the autopilot is installedbefore tips are added. It is up to the lAwho signs off the tip tank installation toverify there are no conflicts.Not all avionics shops will care orcheck if there is an issue installing anautopilot if there are tip tanks. I personallyam aware of numerous aircraft withboth tips and S-Tec autopilots. I haven'tchecked into it, but my guess is thesame would be true for Bendix-King,Century and Garmin.JEFFREY QUIN, Camarillo, CA,installed a new JPI EDM 760 last yearin his 1977 95-B55 and reports that he isstill having prOblems with the Garmin400 interface. He says:Using takeoff power, the RS-232interface between the EDM 760 andGPS 400 goes down. The JPI unit hasthe memory stick download. I assumethe higher ruel flow causes the issue.When power is reduced to a cruise setting,the interface starts working again.I used a loaner unit with the standarddownload interface (not a USB)and this unit worked without a problem.The avionics shop checked the Gartninunit and reported that all was well.Have you heard of anyone reportingthis problem with a Baron? JPI tellsmy shop (Cruiseair in Ramona) that noone else has reported the problem,although the users with the memorystickinterface seem to be mainlyBonanzas.COLLINS: I have not heard of thisbefore, but based on the fact that theserial interface worked as advertisedwith the loaner unit, I would request awarranty replacement from JPI. If theproblem continued, then JPI has adesign issue. But I suspect a replacementunit will solve the problem.@

CIRCUIT BREAKERAD 2008-13-1 7BY CHARLES HAR~SO[\j. SARASOTA. F'ORIDAIwas aware that the circuit breaker AD (2008-13-17) waslurking in the background, but when I received the noticevia the FAA automatic Airworthiness Directive distributionwebsite, it was an unwelcome surprise. J suspect most of youwill deliver your bird to a trusted shop to accomplish the AD.1 am fortunate to have an A&P who supervises my work andis helping me prepare for A&P certification, so it wi ll becomea learning experience for me.The AD cites Hawker 8eechcraft Service 8ulletins S8-24-3735 and S8-24,3807. J went to the A8S website, whichrejected my log-in (a problem since resolved), so I calledHawker 8eechcraft at the telephone number listed in the AD,The first contact indicated that the company was not planningto provide kits of the required replacement parts by aircraftserial number, which meant 1 would have to order by part numbers.So I was transferred to tech support where Sarah 8all wasmost helpful. She e-mailed both bulletins within the hour.S8-24-3807 deals only with the G58. S8-24-3735 spellsout a long list of models and serial numbers and provides across-reference between the original circuit breaker partnumber and the replacement part number. The AD and bothS8s are available on the A8S website.The learning begins. TheATP CD that I bought fromABS has the electrical wiring manual for my SSP. 1 started bymaking a computer spreadsheet of each circuit breaker andswitch located on the subpanel in the aircraft. Then I discoveredSection 24, Electrical Power Distribution, which detailsall the parts, including the affected circuit breakers.Remember, 1 said it was going to be a learning experience!There are several lists in Section 24, grouped by aircraftmodel and a range of serial numbers. Within the list for myserial number (TJ-150), there were a couple of circuit breakersthat have more than one part number listed. The right-handcolumn in the listing shows an applicability code number. Atthe end of the list-and in my case several pages away-wasa cross-reference between the applicability code and a subgroupof aircraft serial numbers.It was confusing at first, but it soon made sense, and I wasable to compile the list shown here for my aircraft.Stay tuned for how this turns out. When the partSarrive from RAPID, the real fun will begin. 1 anticipate spendingseveral hours with my head nestled on the rudder pedals asI try to keep wires sorted out and avoid dropping small screwsinto irretrievable locations ...This list applies specifically 10 my SIN TJ, 150 and is probably valid forIhe range TJ,94 Ihru TJ, 168. You can derive a lisl of your own from Ihewiring manual.CIRCUIT BREAKER LIST FOR T J-1SOFunction Original pin Replacemenl DinDoor seal c/bMS24510,5switchMSTl206NDoor seal slondbv c/b MS24510-3switch 35-380053-31heoting c/bMS24150-25- -switch. healer 35-380053-7switch. blower 35-380053-27cooling c/bMS24150-10switch 35-380053-29lH allernalor c/b MS2451 0-5switch 35-380053-7RH ollernolor c/bMS24510-5switch 35-380053-7~Iery mosIer swilch. 35-380053-21 .1Pitol sIalic heollH 35-380132-1 35-380132-61Pitot slatic heat RH nol installedFuel venl heoler 35-380132-1 35-380132-61Slall warning healer 35-380132-53 35-389132-113PrOD de-ice 35-380132-7 35-380132-67Windshield anti ice nol inslalledWindshield. eleclro Ihermal 35-380132-7 35·380132-67Slrabe liohls 35-380132-43 35-380132-103~Iight 35-380132-41 35-380132-101Rolatino beacon 35-380132-53 35-380132-113Nov IighlS , 35-380132-41 35-380132-101Taxi lighl 35-380132-43 35-380132-103landing lighl RH 35-380132-43 35-380132-103landing IighllH 35-380132-43 35-380132-103Fuel boosl eump c/b MS2451O-10switch RH & lH 35-380053-7Surtace de-iceMS2451O-5switch 2814-2-17cowl flopsMS24510-10switch RH & lH 35-380053-27EDITOR'S NOTE: This topic is also discussed ill Tech Tipspage 10948 of this issue.Charles Harrison started ftying while an electrical engineeringstudent at Rensselaer Polytechnic Institute. He is a eFt AlP andhas 5.400 hours-flying his SSP to every US state but Hawaii.58-24-3807 deals only with the G58. 58-24-3735 spells out a long list of models and serial numbers andprovides a cross-reference between the original circuit breaker part number and the replacement partnumber. The AD and both 58s are available on the AB5 website.Page 10956 www.bonanza.org ABS September 2008

•AFT CABIN DRAFT R~ Ie A.LSHIDDEN CORROSIONTOM KENVILLE. HORACE. NORTH DAKOTAread with interest the July 2008 Tech Tips item from DavidCox titled "Hat-shelf draft." My 1972 Baron 58 has thesame cold atmosphere in the club-seating area. I have spentmore than $ I ,000 auempting 10 correct this problem.The aircraft is based in Fargo, Nonh Dakota, so we knowwhat cold really feels like. At 10,000' 10 12,000' this is a continuousproblem on days without direct sunlight. I feel that thereal issue in this case is the building of pressure in the rearbulkhead.I built an additional bulkhead in front of the rear luggagecompartment. While this improved the cabin appearance, itcreated an increase in low pressure in the rear luggage compartmentarea so the cold air coming forward actuallyincreased in volume and pressure, and got colder.This cold air travels between the outside skin of the Baronand the upholstery of the cabin. The passengers actuallythought the windows were leaking air, but it is the cold airbuilding pressure in the rear of the aircraft and coming forward.This pressure is more prominent on the port side. Thecargo doors on the starboard side block the cold air at the reardoorframe.I received FAA approval (337) to install an electric heaterin the rear of the Baron in place of the seat by the cargo door.There has not been much improvement, as the cold air surroundsthe passengers like a cold blanket.I installed an exhaust vent on the port side and a vent onthe rear cargo bulkhead. I have used this with and withoUlthetube for airflow, with liule or no success.I used aeronautical adhesive (duct tape) to cover the holeson the outside for the cut-outs in the rudder and elevator controlsurfaces, making sure the cables did nOl contact the tape.There was very liule improvement.It was suggested by the ABS technicians (after I had visitedthe technical folks at Beechcraft) that I should install anadditional Belly Scoop exhaust in the Baron's rear compartmentand I accomplished that at its last annual.When the A&P removed the floor panel, which is not partof a normal annual, he discovered corrosion-and that is themajor reason for writing to ABS.I am contemplating installing heated seats in the Baron(similar to those found in some vehicles). I'm very frustra!edwith the cold rear compartment of my Baron. As a last resort,1 intend to duct-tape the upholstery as ABS Tech Neil Pobanzsuggested in the July issue.The serious issue is the corrosion under the floor plate, ascan be seen in the photos. This corrosion problem may be afleetwide issue, since this panel is not removed under normalconditions or during annual inspections. @ABS September 2008 www.bononzo.org Page 10957

"There are f:hase wha halle ...and f:hose who won ' f: • .. -A new mantra:Landing gear-relatedmishaps (LGRMS)BY THOMAS P TURNER. ABS TECHNICAL SERVICES MANAGERAt the end of a long day as instructor in a new Beech Boron. my studentpilot and I were on a left downwind to Wichita Mid-Continent Airp ort inKansa s when I reached up and reduced throttle on the left engine to simulateon engine failure. As expected. the familiar "beep-beep-beep' of thelanding-gear warning horn sounded as the throttle moved toward idle.The drill was intended to have my student identify and secure the foiledengine and then land with the "dead' engine set at zero thrust. But in thisinstance. there was a catch. It was windy and turbulent.Turning bose and then final. the Boron's groundspeed slowed to a crowl.We were on about a ha lf-mile fina l when I realized that the student hod forgottento lower the landing gear- and I hod forgotten to check. The lowgroundspeed and turbulence resulting from the strong low-level winds conspiredto make airplane performance appear as if the gear was down.It can happen to anyoneAfter years of giving engine-outb'aining I was conditioned to ignore thegear warning horn, so that particularsafeguard did not hold my attention. Itwas fortunate for us that I realized theoversight in time. Since then, I have dramaticallychanged the way I teach landing-gearextension.If your training was similar tomine, your introduction to retractablegearairplanes consisted of three or fourlandings before you were sent off solo.However, the accident records show thata few times around the patch might notbe enough to prepare students to avoidgear-up landings.The "resignation" mindset"There are those who have, andthose who will." I'm sure you have oftenheard that remark when pilots talk aboutlanding retractable-gear airplanes withthe gear up. I think this statement is afine example of a "resignation" mindsetthat goes something like: "Oh, well, agear-up landing sometime is inevitable,and there's nothing we can do to avoidlanding gear-related mishaps."I suggest we learn a new mantra:"There are those who have ... alld thosewho \vOIl'I. "Unfortunately, landing gear-relatedmishaps (LGRMs) in retractable-gearairplanes are common. FAA preliminaryincident reports show that morethan half of aU accidents inVOlving pistonretracts are LGRMs. And they occuroften-as many as six or seven a week!Because they rarely cause inj ury orreportable damage (most LGRMs don'tmeet the requirements for a NationalTransportation Safety Board report orinvestigation), they seldom are reflectedin the statistics used to compute the general-aviationsafety record . This i sdespite the fact that the average cost ofrepairing an airplane involved in anLGRM runs over $60,000. And thoughthey rarely cau se injury, they frequently"total" the airplane because of repaircost and may render a pilot uninsurablefor up to fi ve years!LGRMS COME IN THREE TYPES:The "Oops. I forgot.' or classic gear-uplanding.The gear collapses on the landing roll. butnot because of any known mechanicalproblem . Chances are the squat switchfoiled when the pilot inodvertenlly put thegear switch in the up position. A side loadduring a too-vigorous turn may open thesquat switch momentarily. allowing thegear to retract. My research shows thatsquat switches do nat open until the airplanehas slowed nea rly to a stop on landingbut close early in the takeoff roll. Sothey won't protect against gear-switch activationfor most of a takeoff ar landing. andnot at all in a touch-and-go.The true mechanical fa ilure. in whichthere's nothing thai can be done from thecockpit to completely extend the gear.Historically, LGRMs are aboutevenly split between the first two scenarios,with a comparatively few truemechanical failures.In many cases, strong surfacewinds or other distractions (like doorsopening in flight or electrical fai lures)are contributing factors in the gear-uplanding. Gear collapses often resultwhen a pilot is in a hurry to clean up theairplane during the landing roll, orwhile performing a touch and go, andinadvertently moves the landing-gearhandle instead of the flap switch.How can we avoid thisall-too-common mishap?Simply being aware there is a hazard maymake pilots work harder to ovoid it.Spend more time on the retractable-gearcheckout. Take nme to introduce proper landingijearextension and verification discipline.and proctice it enough that the potternsbecome second nature. Perform the emergency-landing-gearextension procedure(using the checklist) as port of the checkout.Review the POH. Use a prelonding checklist(printed ondlor mnemonic) and reinforceusing it in the cockpit. Make sure you knowhow the gear system works and how tomanually extend the gear if it doesn't.Verifiy that the landing gear is down andalso confirm that the gear goes down andlocks. I like to hold onto the gear-extensionswitch as a reminder until I have the timePage 10958www.b o nanza.orgASS Se p tember 2008

to scan the down-ond-tocked indicotors.Many airptanes have externat rnirrors thatallow you to see when the gear is down.Deal with distractions during retractablegeartraining. Make sure you can rememberto lower the gear when other thingsintrude on your oHention. Dilen studentswill forget to extend the tanding gear duringpractice emergency tandings. Theymake the runway or emergency fietd in finefashion, only to be faced with on unfortunatesurprise at the end.Remember that on tanding, the pilot shoutdnot reconfigure the airplane until it comesto a complete stop. tn almost half of theLGRMs, the pitot inadvertently retracts thegear during the landing roll in the rush toclean up the airplane.Avoid touch-and-go practice in retractableoirplanes.A lot happens in a very short timeduring a touch and go, and many times thepilot inadvertently retracts the landing gear(instead of flops), causing a mishap. Makeall your landings full stop to reinforce thediscipline of stopping before reconfiguringthe airplane.If you're on instructor, don't try to conduct acheckout in on airplane with which you'renot completely familiar. Do yourself a favorby finding on instructor expert in a newairplane'soperation, if you're not familiar withthe type.Be vigilant. You're the lost line of defense inavoiding a gear-related occident.LGRMs put pilots at physical andfinancial ri sk_ They remove good airplanesfrom the active inventory andresult in increased insurance cost asunderwriters pay to repair airplanes. Itcan happen to any of us if we let ourguard down. Landing-gear disciplinerequires new traffic-pattern and instrumentapproach skills for pilots accustomedto flying fixed-gear airplanes,and gear procedures for one make ofairplane may differ significantly fromanother.Do spend as long as it takes in anairplane when conducting a retractablegearcheckout or transition so that youcan join the ranks of those who won't,The American Bonanza Sodety is pleased to partnerwith INTRUST Bank, an outstanding financial Institutionlocated in Wichita, Kansas - home of the Beech Bonanza!A S Plalinuprovides valuable financial support for ASS.ABS Platinum Visa®Call today to apply for the ABS Platinum lisa. You'll get:• 'REE Getaway Miles Air Travel & Vacation Rewards Program - eachdollar spent earns points toward air travel and vacation rewa rds .• 'REE $5,000 Personal tdentifyTheft coverage - covers to theftexpenses incurred if your identity is stolen• 'REE Auto Rentat Collision Coverage• 'REE Zero liability Protection on unauthorizedtransactionsTake off witll til. ABS Platinum Visatoday! Simply call 800·222·1458 to apply.\IIIl.\TRUST Card Center"Unique to the ABS Visa -Parts discount through Beech's RAPID!ABS September 2008 www.bononzo.org Page 10959

Use youpchecklistsR':~N FROM THE 0 ,PTEMBER 2aJ5 ABS MAGAZINEBY JOHN M MILLER. POUGHKEEPSIE. NEW YORKWhen you get into your car to drive somewhere, youjust turn the key and go. Yes, you might look atthe fue l gauge, but that is about all. It seems thatsame procedure is infecting some general-aviation pilots inrelation to flying their airplanes.One very cold day in winter I happened to see a pilotremove the tiedowns on his airplane and. without even lookinginto the fuel tanks, jump aboard, start the engine and instantly,wi thout bothering to warm up the engine, run it practically fu llpower to get moving in the snow to the taxyway. He taxied tothe takeoff end of the runway and took off.An accidem did not happen, but the incident got me reminiscingabout the olden days of flying, when checklists wereso rare there was not even a name for them.I remember when I was flying for UAL in 1936, wordcame to us that TWA and PAA were using takeoff and landingchecklists and that we were going to be required to use themalso. Some of the older pilots grumbled when it was required,but Walt Addems, the chief pi lot at Chicago, insisted that achecklist he supplied be used. After all, the new Boeing247-D, the fIrst modern airliner-the first to have a retractablelanding gear-had a built-in potential for a gear-up landing. Italso had several new features that could be forgo tten and causetrouble, since they did not exist on the previously used Fordtri-engine monoplane and the single-engine mail biplanes.Too many gear-up landingsToday, it seems that one of the principal causes of accidentsin our Bonanzas and Barons is gear-up landings, which is proofthat a landing checklist was not used. Believe it or not, I actuallysaw three gear-ups in one day at POU, my home airport-{)neBonanza, one Cessna and one Staggerwing. Years ago I also witnesseda beautifully restored Bonanza land gear-up on Runway27 at OSH during the first-day rush.I witnessed two touchdowns with gear up, but go-aroundswere accomplished at the last moments. One was a militarybiplane that touched down with its tail wheel and the pilot realizedthe gear was up. He poured on the coal, but the nosewould not come up with full back control stick while the tailwheelwas on the runway until enough airspeed had beengained to lift the airplane off. There was no damage, but thepilot was grounded for a week.Another time, a Cessna "push-pull " passed a half dozen ofus who witnessed it. When the pilot felt the tips of the rear propellerclipping the runway, he opened to full power and wentaround for a proper landing. The rear propeller blade tips werebent over about an inch, the little bulges on the wheel well coverswere worn through from being dragged on the concrete,and the pilot was embarrassed.One Bonanza came to the shop at POU for a gear-up repair.It had had three previous gear-ups, and the repairs were so crudethey had to be redone.In my more than 80 years of flying I have seen many moregear-ups, but these are enough ro make you aware of the importanceof checklist use at landing time. Remember, there arethose who have done it and those who haven't yetiOther neglected checklistsIt isn't only the landing gear that is forgonen due ro fai lureto use a checklist, but other very serious mistakes occur. I haveknown several cases in which pilots took off wi th the fuel selectorvalve still on an almost empty tank, which had been left thatway after a previous flight, resulting in very serious accidentswhen the engine stopped soon after takeoff.There have been takeoffs made with the from cooling airinlets still plugged, so the engine overheated and failed. I havewitnessed them .Page 10960 www.bonanza.org ABS September 2008

IF elrer" pilot Iftelftber of ASS would diligentl" adhere to the Forlftallt"of checklists, we could IIkel" double our alread" good saFet" record.There have been cases when takeoffs were made with theengine cowling not fastened. Some very serious accidents haveoccurred with piston-engine airplanes taking off wi thout havingthe carburetors cleared of ice by using carburetor heat justbefore takeoff. That will sometimes occur after the engine hasbeen run up properly, but then a long wait occurs for a takeoffclearance while idling. Such incidents could have been avoidedby use of checklists.The checklist should contain a last look at the wings of theairplane before takeoff to detect ice or snow. There have beenmany serious accidents due to taking off with a very thin coatingof snow or ice on the wings and tai l. That is checked on theorigi nal walk-around inspection of the aiIplane, but can accumulateshonly afterward.It takes only a very, very thin coating of snow or ice todestroy the lift of the wings. In fact, I know of one case whena Boeing 247 failed to get off with such a thin coating of snowon the wings that the NC numbers could still be clearly readon the wings from the cockpit. In another instance, a DC-8crashed after takeoff at JFK when only an extremely thin coatingof ice collected on the wings, during a wait for takeoffclearance.Of course, that is what occurred in 1982 at WaShington,D.C., when the Air Florida 737 crashed into the bridge, with78 sad and unnecessary fatali ties. I saw one such accident rightat my home airpon when a twin-engine airliner, with only athin coating of snow, crashed to a total washout after takeoffwhen it could not lift out of ground effect.When I was flying my own helicopter under FAA Pan 135after my retirement from EAL, I was on a cross-country flightwhen the rotor blades took on ice and slowed down. [ had tomake three landings in hayfields to break the ice off of them,using a wood stick.When I taught my first grandson to fly from scratch in myBonanza at 16 years of age, I had him use the checklist foreverything: Before staning the engine to shutting it down,taxying. before takeoffs, before landings and after landings.I do not use touch-and-go landings wi thout a full stop, butafter clearing the runway and coming to a full stop the fl apswere raised, making cenain that the proper switch was used,and an after-landing check list used, every time.The checklists were the biggest pan of the instruction formy grandson. He learned landings beller that way, actuallyfaster than other students making touch-and-goes on the samefield at the same time. It gave him more time to think about hisprevious landing and his next one and corrections to be made.Touch-and-goes are absolutely improper in such an airplane,without using a checklist. He was given takeoffs afterrolling on touchdown, for emergencies, only shonly before solo.He learned faster and did a beller job of flying than the other students,and flew away in my Bonanza without me aboard whilethey watched with surprise and envy.In airline flying, the use of checklists is absolutelyrequired and checked by both pilots, one read ing the list andthe other checking each item. If every pilot member of ABSwould diligently adhere to the formality of checklists, wecou ld likely double our already good safety record.EDITOR'S NOTE: Johll Miller passed away ollhe age of 102 allJlllle 23, 2008. VisillVlVlv.bollollzo.orgIJohll to see 1Il0re illfo.To purchase John's book, Flying Stories, visit theABS Store at www.bonanza.org.-- . - --- ---, ADRIAN EICHHORN & RON TIMMERMANSSo, you finally get down onyaur hands and knees to thoroughlyinspect your brakes, andyou find some unexplained circularspots on the discs of yourbrake system. What may havecaused this? Could it be a warning signof something about to go wrong?See page 10965for the answerABS September 2008 www.bononzo.org Page 10961

Thanks to Arky FoulkABS technical advisor Arky Foulkwas kind enough to help me with themaster cylinders on my S35. Skidmore­Wilhelm does not suppon the"Paramount" brand. Air Salvage of Dallashas them as salvage for $125 each.The best help came from Rick atArrell, who was suggested by Arky.Rick gave me the pans breakdown Ineeded to overhaul with pricing, thenreferred me to Elliott Aviation for thepans because he didn't have them.Those Arrell guys are the best. Thoughtmembers would want to know.-John Ornellas, Avon, MassachusettsMore thanks & kudosIn the July Tech Tips (page 10859)a fellow from Kearney, ebraska, askedif any ABS techs had an engine blockheater they might recommend for his10-550. Neil Pobanz recommendedTanis, which he said was "the Cadillacof heaters. III just want to back up that recommendationfrom my own experience,having replaced my oil-pan-only heaterthat was already on my 10-520 when Ipurchased the aircraft.On a very clear but cold winter daylast year, I flew to Glenwood,Minnesota, where Tanis is located, andgot the red-carpet treatment from BobKrueger, president of Tanis, and hisentire crew. They pulled my V35B intothe hangar and gave me a tour of theplant and a personal demo of how theirheater system works.And now, having used it severaltimes since I purchased the heater, I cansay with confidence that the combinationof oil pan and cylinder-head heatersworks great. By the time those cylinderheads heat up, you could almost fry anegg on them (but not recommended!).Bob and his staff are very friendly,easy-to-work-with folks. You will betreated right and get an excellent heaterto boot.On the topic of being treated right,another fellow I would like to givekudos to is Joe Richardson and his crewat Air 51 in Lexington , Kentucky(KLEX). My wife and I flew there tocheck out the venues in Lexington forthe September ABS convention. Again,the red carpet was rolled out for us aswe taxied under the large canopy infront of their FBO. The rental car wasbrought right up to our plane.Manager Tony Seelbach greeted usand tracked down owner Joe Richardsonfor a photo session in front of and in thecockpit of his P-51 Mustang. Then Tonygave us a 30-minute tour of their entirefaciLity-ali of this for a couple of averagefolks in a single-engine GA aircraftfrom Wisconsin!When we return in September forthe ABS convention, we will be tyingdown with Air 51 , not only for all of thepersonal attention and service we canexpect, but because Joe personally guaranteedthat the weather will be severeCAVU the entire time we will be travelingto and from Lexington-and I planto collect on that promise!-Brian Wier, Colfax, WisconsinMeasuring cylinder tempsI believe ABS columnist MikeBusch overlooked one very imponantdetail in his June Savvy column-adetail that causes some E-engine membersto contact me with a lot of phonecalls and e-mails. I'm speaking of anongoing problem with pilots who do notknow there is a difference in cylindertemperatures taken at two differentlocations of the probe. When Mikespeaks about limiting the cylinder temperaturesto 400°F, it should be clearlydefined exactly where these temperaturesare measured.Most members are aware thatcylinder temperatures are measured andthe limits established on some enginesat the bottom spark plug. (E Bonanzaengines are one example.) Temperaturestaken at that location will run about40°F higher than a probe at the threadedboss lower on the cylinder ("the well").As I have written in several pastanicles, I limit the temperatures in myE-225 to 440°F, which would be Mike's400°F at the "wei!''' The actual listedlim it is 525°F at the bottom spark plug,a temperature reading that we all knowshould be avoided by any availablemeans.What I am saying is that 400°F is agood operational limit, but it sure getsall my E-people excited when they areshowing 425° to 450° if they are meas­IIring the temperatllres at the spark plllgalld are either not kllowledgeable or areforgetflll abollt the differellce ill temperaturesbetween the two locatiolls. Thereis no way to keep the #2 and #4 cylinderson an E engine below about 420° to450° during summer operations-again,measured at the bottom spark plug.In my July anicle (page 10874), Imentioned the split temperature readingbetween the two spots and the fact thatone must add 40°F to a "well" readingto get to the real temperature at thespark plug, the place where 525°F is theredline and that defines the temperatureof concern in those engines.- Lew Gage. ASS Currents columnistThanks to BPPPIn May I attended the BPPP clinicin Columbus, Ohio, and as usual, it wasoutstanding. Unfortunately, I became illprior to the flight review. I was mostimpressed, however, with the way BPPPAdministrator Mick Kaufman was ableto provide an instructor to fly with meon a future date. I learned later that duringthis same time Mick was dealingwith some problems of his own becausehis hangar and plane were involved inthe recent Midwest flooding.BPPP is blessed to have staff andinstructors who are both knowledgeableand dedicated.-Doug Anderson, Columbus. Ohio

Odor after WAAS upgradeRegarding the Forum letter fromFred Willis, "Odor after WAASupgrade" on page 10870 of the July ABSMagazine. J experienced a si milar problemafter J had the WAAS upgrade doneon the 430 in my B95A Travel Air,N755RP, in June 2007.On the fli ght home from GeorgiaAvionics in Winder, Georgia, I noticed aburnt electrical odor and experienced a430W failure. J did not notice any smokeassociated with the problem. The unit wasreturned to Georgia Avionics on July 5,and they said the unit had to be returnedto Garmin. The repaired unit was reinstalledin my aircraft on July 18.I have no idea what Gam!in did torepair this unit, but I have not experiencedany additional problems. As apoint of reference, my 430 was installedin September 2005, and I had not experiencedany problems prior to theWAAS upgrade. I hope this helps.-Robert Inman. Dawsonville. GeorgiaThanks to helpful serviceOn a recent return flight toCoalinga, a small country community40 air miles west of Fresno, Californ ia,J had flown from Phoenix (Glendale) at12,500' feet and was just topping themountain ridge and had switched tothe local approach frequency fromJoshua Approach (Edwards AFB) whenthe engine on my Bonanza suddenlylost power. I immediately notifiedBakersfield approach and told them ofmy rough-running engine, and theycleared me to land.I spiraled down from my altitudeand, after landing and checking out theobvious areas, asked for a mechanicfamiliar with Bonanza aircraft.Although it was on a Sunday afternoon,Mark Wiebe, customer service andtraining director for L1oyds' AircraftMaintenance at Bakersfield, carne to myaid and checked out my aircraft in a solid,professional manner. He spent about anhour and a half on a very hot day runningthrough compression and spark plug testing,as well as carefully looking at all theconnections he could explore.Following this, we did a run-up andthen I flew 5204C around the patch withMark on board. For all of this work, herefused any payment. I can absolutelyrecommend his careful , thoughtful andhighly professional manner. People likeMark typify the brotherhood that existsin the flying community, even in thesestressful and intense times.I highly recommend both Mark andL10yds for the excellent service andrelease from accumulated tension thatthey provided this pilot on that day.-Or. Richard Komm, Glendale. ArizonaABS-ASF donationhonors John MillerI had a tear in my eye when I readthe notice from ABS about John Miller'spassing. I had the pleasure of meetingJohn at an ABS gathering in Reading,Pennsylvania. in 2002. He was still flyinga Bonanza well into his 90s.A group of us went to lunch and Isat across the table from John. What atreat! Not only did he have dozens ofaviation stories, he was not shy aboutexplai ning to me the proper techniqueof how to get ketchup out of a full bottle.He asked for the bottle and showedme the proper angle and exactly whereto tap the bottle wi th a knife. He thenproceeded to use the ketchup on his rawvegetables and dip his lettuce into it. Hewent on to explain hi s "secret" tolongevity.We should all be so lucky to live to102 and have a lifetime of aviationmemories. I bought his book that dayand I look at it from time to time. Hewas an amazing man.Please fi nd enclosed a small donationin hi s memory.-Jeff Nutting. Medway, MassachusettsMEMBERS HElPING MEMBERS - That's whyABS exists-to shore information on how tocore for Bonanzas. Debonoirs, Barons andTrovet Airs. So if you have a tip to shore. orneed to ask the members or the techniciansfor help. let us know. Helping members makeconnections is what we do. And there will be atot of that going on in LeXington. Hope to seeyou there! -Neil Pobonz. Tom Turner andother members of the ABS stoff and crew

THE BARON & FUELCONSUMPTION ISSUESBY JACK SHANNON. BELLEVUE. WASHINGTONThe high cost of fuel and the image of the Baron as an inefficientairplane because it has two engines prompt me tosubmit the graph shown here.For comparision purposes. I selected a group of singleengineairplanes that one might own if one was considering theSSP. For consistency, I used performance data fromLandings.com. This reference provides fuel capacity, cruiseHow the 58P compares to selected single-engine airplanes70.0,--------------------,60.0~.; 50.0(!);;:040.0-L.LQ). ...i: 30 0-""oo~20 . 0 -10.0P210~ _ -. 5SP _ -B36TCA A PA-46-350P MalibuV35ATC & V35BTCA-~ Meridianspeed and range for a large number of airplanes. Range andcruise speed data allow a computation of uip time. That time,with a 3D-minute reserve, allows a computation of the rate of fuelconsumption.What is interesting about the graph is that the Baron appearsto have a higher rate of fuel consumption because it goes faster.In fact, it appears that fuel consumption is a function of cruisespeed rather than the number of engines.To verify this conclusion, I assumed that the four airplanesat the bottom of the graph define an average drag coefficient andaverage rate of fuel consumption for the required horsepower.Then I scaled that fuel consumption by cruise speed cubed.Cubed, because that average drag coefficient needs to be multipliedby velocity squared to get drag, and that drag (or enginethrust) must be multiplied by velocity again to get the proportionalincrease in horsepower, which has dictated the increase infuel flow. That's the dotted line in the graph, and it fits very well.Actually, the drag is a function of at least the weight, sizeand configuration; no two engines have the same specific fuelconsumption, particularly at partial power. Nor do aviation gasand jet fuel have the same specific energy. But the fit of thecurve shows the dominant factor is cruise speed.The Meridian is very limited in range with four passen­Trend if fuel con sump lionwas only a fun ction of_ - velocityO.O+---------,,--------r------.,-----l150 200 250 300 350'Maximum Book"Cruise Speed - KTAS (al optimum altitude)gers, and it and the TBM700 have acquisition andassociated insurance costfrom three to over six timesthat of the Baron.The conclusion: Interms of maximum "book"airspeed for "book" fuelbum, I find the SSP to be asefficient as other turbochargedand si ngleengineturboprop airplanes .Jack Shannon received hisBS in aerospace engineeringfrom the University of Texas in1961 . In his professionalcareer he was a DeSignatedEngineering Representativeof the FAA. a WashingtonState Professional Engineer.held a commercial multi·engine instrument ticket, andcompleted 40 years in avia·tion product development.ABS would like to recog nize these new life members:Karl Stoltzfus. Jr .. Weyers Cave. VA (Member since 1995)Mark Merrill. Glouchester. MA (Member since 1999; Hies 01981 A36TC)Page 10964www.bonanzo.org ABS September 2008

GENERAL AVIATION NEWSTHREE-BLADED TOP PROpTMHartzell Propeller Inc. has earned STCapproval for the three-bladed Tap Prop"" propellerfor the G36. Hartzell now hos approvalfor all F33A, V35B, A36 and G36 Bonanzaspowered by factory-originol TCM 10-520 ond10-550 engines, including aircraft equippedwith 28-voll electrothermal propeller de-icesystems.-Our obiective wos to offer a reasonablypriced, larger-diameter propeller for improvedpertormance without increasing the noise signature;said Mike Trudeau, Top Prop ProgramManager. -At 82' diameter, the propeller is 2"lorger than the original Bonanza prop, whichprovides on increase in takeoff and climb performance.Bonanza owners have also reporteda 2-4 knot improvement in cruise speed.-The scimitar-shaped, swept-tip bladesare free of life-limiting airworthiness directivesand came with the longest TBO available for aBonanza propeller sysfem (6 yeors / 2400hours). The propeller comes with a worrontythat provides fhree years or 1,000 hours ofcoverage.Cast for the complete kif is S9,995withauf de-ice and SI 0,495-S 11,495 withelectrothermal de-ice, depending an thesysfem if replaces. Prices include fhe PHC­C3YF-l RF/F8068(K) model propeller, highlypolished spinner and STC paperwork.For mare infarmafian, see www.hartzellprop.cam or coli 800-942-7767./ ,." ,- ~ - - ~ --~ADRIAN EICHHORN & RON TIMMERMANS- - -Continued from page 7096 7METALLIC BRAKE LININGS AND BACKING PLATEStn the photo below you see metalliC broke linings that, when squeezedagainst the discs, provide the braking action on your Beechcroft.The linings areheld in place to their steel backing plates by small circular alignment studs. Itis these studs that are making the circular spots on the discs (yellow arrows) .When the brake linings become well worn (red arrows), theends of the studs come into contact with the discs. When thathappens, it leaves a tell-tale circular spot on the disc, These spatsindicate it's time to replace your metallic broke linings because ifleft unchecked, the stud would soon wear a groove in the disc,causing a very expensive repair.Interestingly, we found that this condition occurs primarily with metallicbroke linings (usually installed on wheel size 6.50 x 8). Spots do not appearon discs with organic broke linings (usually installed on wheel size 7,00 x 6)because the linings are attached to their backing plates with rivets, not studs.LTC (Ret) Adrian A. Eichhorn af Alexandria,VA, is on A&P with Inspection Authorizationand a BPPI' instructor. He owns a 1962 P35and flies an A320 Airbus for a mojor airline.Ron Timmermons of Bedford. I X. is aRegional Program Manager for a largeEngr I Constr firm in Dallas, TX. He is presidentof BPPP and has owned hNo Bonanzas,Good linings (on left) VS. worn linings with holes where alignment studs ore located (red arrows).Adrian and Ron are both NAFI Master CFlsand Master Ground Instructors whom youwill meet when you attend a BPPP clinic.ABS September 2008www.bononzo.orgPage 10965

The S20sh group gathers for their annual group photo of AirVenture. Photo by EM photographer Jim Koepnick.Bonanzas to Oshkosh XIX was, perhaps, the best ever inall respects. Pleasant weather and uncommonly cool andsmooth air prevailed as 85 Bonanzas and eight Baronsflew the world's largest annual formationof civilian aircraft from Rockford, Illinois,to the world's greatest aviation exposition- EAA AirVenture!Flight Leader Max Ringo flew a near-perfect speed and altitude profile, resulting in the best-behavednight in recent memory. (Max is a hard-working young volunteerwe've relied on in B20sh in recent years.) Wings in thelead element were skillfully flown by ABSPresident Art Brock and HawkerBeechcraft CFO Jim Sanders. Takeoff(Left) Die Aspires. lorinda Aspires and N7513N, Dio'sModel 36, which was selected as the ASS Display Plane.The ABS tent is always a popular place 10 catch up with old friends and makenew ones.Die Asplras' 1968 Model 36 in front of the ASS lenl 01 AirVenlure 2008Page 10966 www.bonanza.org ABS September 2008

Irequired slightly less than nine minutes, the cruise legs of thenight were wlel'ellljll/. and all 93 aircraft safely landed in 15minutes.There were no takeoff aborts and spacing on finalapproach yielded no go-arou nds. This was, by far. the best yearfor radio discipline - there was a 22-minute period of radiosilence!Upon our arrival. we were treated to a pizza, beer andmargaritas party hosted by the ever-generous KevinO'Halioran. As a surprise, when we piled out of our Bonanzasand Barons upon anival. all of us were wearing T-shins with acartoon drawing of Kevin in his beloved Debonair. After tentswere pitched, Kevin also threw an ice cream social for theB20sh kids.L-3 Communications hosted a hangar party in Rockfordthe evening before the night; Hawker Beechcraft provided anexcellent breakfast buffet the morning of the night; and GAMIsponsored the big raffie party Sunday in the B20sh camp areawith dozens of excellent items donated by generous aviationproduct-service suppliers.B20sh XIX was characterized by its community ofskilled pilots training to ensure safety, in order to assemble andenjoy great tlying, great food and most importantly, eachother's great company. Our common threads remain a passionfor tlying and for amazing Beechcraft nying machines.Texas V-Tails honor their ownFor the past several years, Bonanzas to Oshkosh has beenprivileged to ny in the AirVenture Showcase-of-Flight Hourthat precedes the professional air show each day. Each yearShowcase time becomes more precious as aircraft manufacturerstry to purchase it to show off their designs.This year EAA Air Boss Joe Schumacher carne throughwith a time slot for eight members of the Texas V-Tails tlyingteam to perform their 8-mi nute routine before the crowd ofroughly 80,000. Once again they nai led their times and tlewtheir positions with accuracy.Their hard work and sk illfu l airmanship was displayedwith fine precision as they were led by Wayne "Smudge"Mudge. a former USAF fighter pilot. It was fitting thatSmudge led, as his Bonanza is a 1968 Model 36 and this is the40th anniversary of the "Stretch Debbie."Smudge's wingmen included Jim Averett, Mike Parrish,Leldon Locke, Ray Lewis. Joe Sasser and B20 sh founderWayne Collins.If you were counting, on ly seven pilots were mentioned.The eighth team member. Bill Whitefield, bowed out at the Io;tminute when his father Don passed away unexpectedly Friday,July 25. Don was a B-24 navigator in the Mighty 8th, tlyingout of England in World War II. In honor of Don and Bill, duringthe team's signature 'T for Texas" formation pass overAirshow Center, they executed the Missing Man formation.@Anend a Savvy Owner Seminarand learn to save $1,0005 onmaintenance, year after yealiIn one informalion-packed weekend, Mike Busch(A&P/lA) can leach you to: Make smarter decisionsabout engine overhaul. cylinder replacement and otherhigh-ticket items • Communicate confidently with yourA&P or maintenance shop · Drastically reduce surprises,downtime and aggravation • Cape with mechanicalsthat occur away from homebase • Fly a safer, more rel i­able aircraft while saving literally S 1 ,0005 on parts andlabor, year after year.Be sure to catch the last seminarin 2008!Oct 11-12 Santa Maria, CA (SMX)You'll receive a $50 early sign-up discount if you registerat least 45 days before the class start date. If youregister early and have to concel, your fee will berefunded or transferred to another class. View furtherdetails and comments from previous seminar graduatesat .. I>.sa '0' • . C:OI ~Ol" " . 702-395-8 j 09ABS September 2008 www.bonanza.org Page 10967

REGIONAL NEWS . .--------------------- - --- ~ -- -- ----------------------------A G36 joins other Beechcroft on the flighl line at the Vole Eldorado fty-in (Brazil).Brazilian Bonanza SocietyMore than 30 airplanes arrived inperfect flying weather for our Junemeeting at Vale Eldorado, a private andpaved airpon with many weekend housesand hangars. There was a demonstrationof the G36 and G58, and they performedseveral flights with potentialbuyers. We also had a very interestingpresentation by Tim Roehl, president ofTornado Alley Turbo, who explained thebenefits of Gamijectors and turbonormatizers.- Luiz CustavoPacific Bonanza SocietyTen couples met June 20-22 for our"Old & New" Walla Walla (Washington)Weekend. Early Friday arrivals visitedVictorian homes and historic buildingsin the downtown area near the MarcusWhitman Hotel, before joining others inthe hotel's Sunset Terrace for dinner.On Saturday we toured Old WallaWalla with stops at Old Fan WallaWalla and the Marcus WhitmanMission. Our look at ew Walla Wallabegan with a box lunch at the ThreeRivers Winery and an introduction tothe town's new wine industry.Saturday afternoon provided timefor visiting the many wine-tastingrooms and shops or touring theVictorian homes and historic buildings.We were fortunate to complete our daywith dinner at the popular Luscious ByNature restaurant before a suddendownpour.Sunday dawned bright and clearand we took off with memories ofanother interesting and relaxing PBSweekend with friends - old & new.-Janet MayNorthwest Bonanza SocietyTheABS "Air-Conditioned BBQ" atOshkosh was a huge success, as always.If you wonder how a BBQ cookout canbe air-conditioned, with the 95° tempsand 95% humidity, it's great to beindoors! It is always sold out way beforethe event, and this year was no exception.Our NWBS group at OSH came close towinning the prize for the largest regionalcontingent, quite a feat considering we'refrom Washington, Oregon and Idaho.WBS member Stephanie Joneswon the Grand Champion award forher C-I72, and while not a Bonanza, sheand her husband Rich own one of thoseas well. They previously won the Grand~ Champion award for their Bonanza­Ii;and now this! Do you know of any other~ husband/wife teams who can claim dual J~ EAA Grand Champion Awards?~ NWBS is planning several more fly­~ ins, so check www.nwbonanza.org forI< dates and times. - John Foose~Southwest Bonanza SocietyWeather in Buena Vista, Colorado,was unusually beautiful when eight couplesarrived early for our SWBS fly-inJune 19-22. Lunch was at Mother'sBistro, a quaint downtown restaurant.Touring and shopping preceded a visit toPage 10968www.bononzo.orgABS September 2008

SWBS group and their planes in the hangar at Buena Vista, Colorado airpo rt.Past ABS President Jack and SharonThreadgill's mountain home north ofBuena Vista for fellowship before dinnerat the Coyote Cantina near the airport.By noon on Friday, 20 airplanesand 46 folks had arrived. The local EAAchapter provided a grilled hamburgerlunch and Buena Vista was buzzing asthe town hosted aboUl 2,000 bicyclistsin a "Ride the Rockies" event.Saturday morning we headed north10 hislOric Leadville to lOur the NationalMining Hall of Fame and Museum in acentury-old Victorian school buildingknown as the "Smithsonian of theRockies." Leadville was once a worldclassmining cemer and its rip-roaringhislOry is based on $5 billion in gold,silver, lead, zinc, copper and molybdenummined throughout the 20th century.Leadville Airport at 9,927' is the highestpublic airport in the Continental US.Next was a breathtaking ride in theopen-air cars of the Leadville, Colorado& Southern Railroad Company to theClimax Mine at Freemont Pass. Wecould see Mt. Elbert, the highest mountainin Colorado (14,433').Sunday morning's sky was brightand clear and the winds were virtuallycalm. Airport manager Bob Johnsonhad all our planes pulled OUI and readyto go. Friends said their farewells andflew away to Missouri , Tennessee,California, Arkansas, Oklahoma, NewMexico and Texas in 17 Bonanzas, twoBarons and one Comanche.The fly-in was called a big successby one and all! - Boyd ProclOl'My father and I reside in central Kentucky. Hestarted flying Beechcraft in 1966 in a C55 andhe remembers riding in a Navy Beech 18 with aplastic nose that his Dad was piloting over the SanFrancisco Bay area in 1947.The C55 was the first Baron with the 10-520 enginesand, as Dad says, "It was quick!" He still has a fue lreceipt for a load of 1001130-octane he got in Nassau,Bahamas, for that Baron .. . 28 cents a gallon!Other Beech aircraft in the ensuing years have beenone of the f,rst 36s, QueenAir 65s and 80s, and other55 and 58 Barons. The currentBeech is a 58P. It flewto England right after itwas built in 1979, andcame back in the mid-90swith only 1,200 hours IT.Dad says, "It is a remarkableairplane with wonder-Groeme lang, III and Graeme Lang. Jr. standing by N5BBP at their home air·port of Georgetown·Scotl County Airport (27K). Kentucky.- - - - ~ -ful capabilities delivering near-turbine performance for afraction of the acquisition and operating cost." I certainlyagree.Although most of my flying since I got my ticket in1995 has been with commuter airlines and fractionals, myintroduction to Beech flying was when we acquired a1973 58 in 1998. What an amazing aircraft! Not longthereafter, we attended the ABS Convention in Wichita.Need I say more?Anyway, we just want to welcome all those makingthe trek 10 Kentucky forthis year's convention andhope it is as big a successas in years past. Kentuckyis a beautiful state and haslots to offer. We hope youwill have a chance 10 Sightseewhile you are here. Youwill not be disappointed!-Graeme Lang, Ill,Lexington, Kelllllcky- - . - - - - -ABS September 2008 www.bononzo.org Page 10969

Every year a surprising number of insurance claims arefiled on accidents that occur during taxiing. Learningto taxi an aircraft is one of the first operations astudent pilot is taught, but appare ntly it is one that is easilyforgotten. Maybe taxiing appears to be so elementary thatpilots become complacent.Operating an airplane on the ground during higherthan-normalor gusty wind conditions, or in close proxi mityto turbine-powered aircraft, can be hazardous for our smallgeneral-av iation aircraft. Many claims are filed each year thathave been caused by taxiing off the side of runways andtaxiways, striking run way markers, hangars or other aircraft,and running into potholes. This creates damage to wingtips,propellers and landing gear.The offending pilot is embarrassed to explain suchaccidents to the insurance company as well as the FAAinvestigator because there is seldom an acceptable reason fora taxi accident.The training rules all pilots study advise not to taxi anyfaster than a person can walk at a fast pace. The aircraftshould be taxied slowly enough that it will stop instantlywhen the brakes are applied, or that it will stop on its ownwhen the throttles are closed.Adhering to the fallowing taxi rules will help you avoidbeing a ground-operations accident statistic.• Stay alert while taxiing.• Taxi slowly and cautiously.• Check your brakes before moving more than the lengthof the aircraft.• Keep a sharp lookout outside the cockpit. This is not thetime to be reading maps, programming a GPS, using achecklist or copying ATC clearances.• If the clearance between objects looks too small , it probablyis. Stop the aircraft and shut down the engine, or getsomeone to wing-walk you through a congested area.• Avoid taxiing behind large aircraft, turbine aircraft or inhigh or gusty wind conditions.Propeller accidentsOther ground accidents that could be avoided involvepropellers. For instance, if at all pas ible, hand-proppingshould be avoided. Many people ignore safety precautionsand attempt to hand-prop the engine without having someonequalified at the controls of the aircraft. The person turning thepropeller should be properly trained in the hand-crankingtechnique. Do not ever consider hand-propping an aircraft byyourself!Another accident that happens too often involves deplaningpassengers who walk into spinning propellers. Many peopleare not accustomed to being around aircraft and maybecome disoriented or fail to see a moving propeller. This hashappened with both single- and twin-engine aircraft. Forsafety, engines should be shut down when picking up ordropping off passengers .Please remember, ABS members, that any of us can havea ground accident. So stay alert and stay cautious! @II IU .... en ...... IUIr 'I .. nlel eI ....... ,.. ..... US .r.ln. ".'11,.II'11II•• flle.1 '1.lr.leI .... e._ ' •• n .. •• a.n C.I,.. II III. ..d.II.... . .... r. • ..f.Ie,.', .e,'" ...... ,.. ••• , Ullnln., .111' II ...... ,arllcall II ...... rs_The more members who use Falcon. the more clout the agency has in the aviation insuranceindustry on our behalf. If you're not port of the ASS Insurance Program. we urge you to obtaina quote fram Falcon prior to your next renewal. Call fatcon a1800·259-4ABS (4227)_FALCON'''')1.1('\\(./ "(of\! I

HOW TO WIN THE ABS $ 700HAMBURGER (or whatever else you want to buy)Here I thought we're such good marketers at ABS, andthen this happens: We've been promoting online renewalfor months, starting when only 12% of you weredoing it. It's quick, easy and secure so we figured it was just amatter of reminding you to take advantage of the convenience.Well, we just checked the stats, and it's still only 12% ofyou who are renewing online. This despite the recent websi teremodel that introduced a much easier renewal process. Ihope it's just unfamiliarity with the online method and notthat you're technophobic or Luddites .. ,We're conunitted to convincing you to renew online, sothe Membership Comm ittee has devised a nice incentive campaign:Each month for the next year, a lucky member willwin $100 for renewing online,HERE'S WHAT YOU NEED TO KNOW:• When you get your first renewal notice in the moil. you'll have untilthe 25th of that month to renew online to be entered in the monthlydrawing.• To renew, just go to www.bononza.org and enter the members-onlysection. Click on the Renew button in the upper right corner and followthe instructions. As I said, if's quick, easy and secure.• We'll announce the monthly winners in the ABS Flyer e-newsletterand the ABS Magazine.While you're at it, don't forget to donate to the ABS AirSafety Foundation. It's tax-deductible and a wonhy aviationcause that's working for ),OU and your Beech airplane.So when you renew this year, do it online and your next$ 100 hamburger may be paid for by ABS ! @'I!!!!~"~~ACOSTA,;,,; Arlington, TX, attendedf lightSafety International's Beech coursesfour times, then BPPP to include theexpanded walk-oround inspection, totaling320 points.DAVID fRIIS, Boulder, CO, earned 100 paintswith a level of fAA WINGS, three AOPAonline courses and six hours of seminars atthe 2007 ABS Convention .GEORGE EDMUNDSON, Hood River, OR,earned 100 paints from 10 AOPA onlinecourses.ADRIAN CHAPMAN, Annandale, VA, completedBPPP and four AOPA online programs,worth 110 points.LAWRENCE RICHTER. Terre Haute, IN, earned100 points with BPPP. the expanded BPPPwalk-around inspection, and two AOPAonline courses.LEVEL 2 ABS AVIATORS(1 00 MEMBERS HAVE EARNED LEVEl 2 STATUS)RONALD ARNOLD, Big Canoe, GA, earned190 poinls with fAA WINGS and 15 AOPAonline courses.ROBERT INMAN, Dawsonville, GA. earned 100points with King School's Practical RiskManagement for Single-Pilot IfR DVD programand eight AOPA and fAA online courses.STEPHEN SCHWARTZ, Ann Arbcr, MI. earned230 paints by completing his Cf ll and 13AOPA online courses.MARK DEAN, fresno, CA, earned 100 pointsby completing 10 AOPA online courses.RANCE HOPWOOD, Vienna, VA, completedtwo King School's Practical RiskManagement DVD courses and six AOPAprograms to earn 100 paints.RICHARD SCHMIDT, Brookfield, WI, completeda formation-flight training clinic, KingSchool's Practical Risk Management forWeather DVD and three AOPA online coursesfor 100 points.LEVEL 3 ABS AVIATORS( 11 MEMBERS HAVE EARNED lEVEl 3 STATUS)JIM BLOOGED. Walnut Creek, CA. completedSIMCOM and four AOPA courses to earn100 points.RAYMOND LEWIS, Granbury, TX, attendedeight hours of ABS Convention seminars, fAAphysiological training, and a recognizedformation-flying clinic, and completedAOPA's VOR Approoch online course for 160points.T. ALLISON SCOD. Live Oak, fL. completed13 AOPA online courses for 130 points.SARKIS DERDERIAN, Columbia, SC, attendedSIMCOM and completed six AOPA onlineprograms for 120 points.DAVID KING, Anderson, SC, eorned 180paints by attending BPPP and taking 11AOPA online courses.RON TIMMERMANS, Bedford, TX, earned 115paints with six AOPA courses, three hours ofABS Convenlion seminars and accreditationas a NAfl Master Cfl and MosterGround Instructor.THOMAS TURNER, Rose Hill. KS, earned 100poinls by completing BPPP, taking four AOPAonline courses, and completing PilotWorf

18-21 - MldweslBonanzo Society Spring flyin.Gaston's White River Resort. Lakeview. AR(3MO). Contocl: Lorry Olson bridgemix@tompoboy.rr.comor 727-744-7276.19-21 - BPPP Clinic. Waukeosho. WI (UES).* 70 ABS AVIATOR points24-28 - ABS Annual Canvenlian & TradeShow. Lexlnglon. KY.* 5 ABS AVIATOR points on eachdesignated seminars.OCTOBER2-5 - ABS SeN Ice Clinic. Rockford. ll. EmeryAir (RfD).* 30 ABS AVIATOR paints3-5 - BPPP Clinic. Sonta Mana. CA (SMX).* 70 ABS AVIATOR points11 - Honh fast Bonanza Group fly-in.NORTH - Montauk. NY. Conloct: Bob Pelozej.bobpal@aol.com or 860-875-4404.15-19 - Nonh fasl Bonanza Group fly-in_Tullahoma 8eech Partyl Conlocl: Sieve Oxman.swa49@halmoil.com or 410-956-3080 (Actualdales 10 be announced) .15-19 - Beech Pony. Beechcroff HeritageMuseum (8HM). Tullahoma. TN. 351h AnniversaryCelebrolion and T-34 Homecoming Evenl. Visitwww,beechcraftheritogemuseum,org for moreinfo or to register.17-19 - Pacific Bonanza Soctety. SoniaMario/Solvang. CA. Wine lasling/Danish community.Canlact: Paul 8aum & Charles Pratt 805-77UJ987.24-26 - BPPP Clinic. Richmond. VA (RIC).* 70ABSAVtATORpoints31-Nov. 2 - Soulhwesl Bonanza Society flyin. . Orange Beach.Al. Cantoct Ron Lessley 918-341-0741 email: ronlessley@sbcglobol.nel.TBA - Auslralion Bonanza Society fly-in. ABSAGM and Fly in Weekend Mallaeoota. Victoria.NOVEMBER6-9 - ABS SeNlce Clinic. Fernandina Beach.Fl.lsland Aviation (55J)* 30 ABS AVIATOR points8 - Nanh fast Bonanza Group Planning Mig.Flying W. Lumberton. NJ. Cantoct: Paul Oomiono.pjdbononzo@msn.com or 86G-646-33B0.* 70 ABS AVIATOR pointsOECEMBER14-16 - BPPP Clinic. Tulsa. OK (RVS).3-7 - Saulheaslern Bonanza Society fly-in -Bahamas winter getaway. Stella Moris Airport(MYLS). Cope Santo Moria Club on Long Island.Contact: Harvey Kriegsmon at hk4314@cfl.rr.com. or 321-676-4744 (days) or 321-725-9226 (evenings).4-7 - ABS SeNlce Clinic. Ramona. CA.Cruiseair Avialion (RNM).* 30 ABS AVtATOR poinlsTBA - Australian Bonanza Society fly-in.Victorian Christmas Party. NSW Christmas Party.and Queensland Christmas Party.2009FEBRUARY20-23 - Pacific Bonanza Society fly-in. PuntaChiveta. Mexico. Whale petting. Contact: Stephen& Kathi Blythe blythe@blytheco.comor949-951-4857..JUNE7-20 - Honh fast Bonanza Group fly-in. Let'sFly Alaska! Contocl: Paul Damiano at pjdbononzo@msn.eom or 860-646-3380.27-Aug. 2 - Pacific Bonanza Society fly-in.Bonanza Brazil Air Safori. A month (100 hours offlying) to Brazil and bock. Contact: Vladimir Laneerdoc50@aol.comor323-864-7727.FOR fURTHfR DETAILS and more evenls.visit Ihe HEWS AND EVENTS linkon Ihe ABS website .Join ASS' lifetime-learningprogram and earn your designation asan ASS Aviator. Events that earn pointstoward ASS Aviator status are shownwith an asteriSK

•The CRM21 00 is TSO'd & STC'd as primary in your BonanzaImprove Fuel Economy,Lighten Your Workload,Increase Margin of Safety,Affordably Priced,( ~~ , \ ( ! _:uI- - - ",The EIU is mounted engine-sidemaking the installation simple.''I've flown with engine monitors for years ... nothing else has come close to the way the AuRACLE CRM21 00makes advanced engine management easy. I can see all of the engine and fuel data clearly, it lightensmy cockpit workload, and it actually serves as a backup crew member, keeping watch on things for me ...This really changes the flying experience-more information and less workload. I never want to go back to flying blind again."__Walter Atkinson. ATP, CFII, A&POvvner, Advanced Pilot Seminars T a f' In d out mor e VISI . 't www,xerlOnaVlOnlX,COm, - _. 1 800 , 405 , 8608.....-.... ..__ ....: ~.-- ~-- ..---- ...... _

I,, I

More magazines by this user
Similar magazines