October 2005 - American Bonanza Society

. 'iDcllep!Ddent:ty owned. miI .. "'n .... specialists In the country. Our professional staffhas decades of experience in aviation insurance, and weare uniquely qualified to provide ABS members a Uttle"plane talk" about their individual Insurance requirements.The ABS Program is one of the most comprehensiveinsurance programs available in the industry today andfeatures expanded coverages, access to a variety ofunderwriters and competitive rates. The professionalFalcon staff is dedicated to serving ABS members with aninsurance program that is setting the standard fo r theindustry. Call today for same day quotes and coverage.Falcon lnsurnnce Agency is the Insurance Program Manager for theABS INSURANCE PROGRAM1-800-259-4ABS (4227)w W\o\'.falco nillsurancc.comFax: 830-792-1144P.O. Box 291388 • Kerrvill e, Texas 78029

Volume 05ON THE COVER9249 BEECHCRAFTOF THE MONTHSc ot Cook's highly customized1953 C Model.FEATURES9251 PROPOSED EXPANDEDWASHINGTON, D.C.FLIGHT RESTRICTIONSBy Mike Truffer9253 ABS AVIATORPROGRAMBy Tom Turner9266 BPPP: LET'S GETORGANIZEDBy AI BanenPt.t>Iished by Arnenca'I Bonanza SocIety. Orgaruzed..l

www.bonanza.org1922 MIDFIELD ROADPO. BOX 12888 ,WICHITA, KS 67277TEL: 316-945-1 700 FAX 316-945-1710E-MAIL: ABSmail@bonanza.orgOFFICE HOURS:M-F 8:30 am - 5 pm (Central Time)ABS exists to promote aviation safely and flying enjoyment through education andinformation-shoring among owners and operators of Bonanzas, Barons and Travel Airsthroughout the world.ABS MEMBERSHIP SERVICESMonthly A8S Magazine ' One-an-One Aircraft Advice ' Recurrent Training through Beechcraft PilotProficiency Program · Aircraft Service Clinics ' Air Safely foundation Research & DevelopmentProjects ' Regulatory & Industry Representation ' Annual Convention & Trade Show ' AffiliatedAircraft Insurance with falcon Insurance ' Members-anly Website Section · Educational Books.Videos & Logo Merchandise ' ABS MasterCard (with RAPID Discounts) • Professionally StaffedHeadquarters ' Tool Rental Program .Term expires• Second and final termPRESIDENTCRAIG R. BAILEY (Area 4) "20072518 Colony Ave" lindenflursl.Il60046phone: 847-646-8866, fox: 847-646-7768e-mail: cballey@kraft.comVICE PRESIDENTJON LUY (Area 7) "2008205 Amador Rood. SuHer Creek, CA 95685phone: 209-26Hl167, fox: 209-26Hl247e-mail: jdebonair@hotmaii.comSECRETARYBILL STOVALL (Area 6) 200632675 Woodside Dr" Evergreen, CO 80439phone: 30J.C70-2244. fox: 30J.C70-3385e-mail: billstovall@evcohs.comTREASURERARTHUR W_ BROCK (Area 8) 20062831 Co" Rd" Roncho PolosVerdes.CA 90275phone: 310-54s.8507, fox: 310-548-3767e-mail: brockart@aol.comASST. TREASURERCHARLES S. DAVIDSON, M.D. (Area 3) 20061605 Wood Duck In,, Kill Devil Hills, NC 27948phone: 252-441 -5698, fox: 252-441-5853e-mail: chorJes_davidson@charter.netJAMES E. SOK (Area 1) ' 20079 Spruce Dr" PO Box 1 S95. lokeville. CT 06039phone: 610-530-1759e-mail: )sok@ptd.netGEORGE GIRTON (Area 2) 20073701 Murvihill Rd" Valparaiso, IN 46383phone: 219-464-9956e-mail: george@calldmi.comRONALD LESSLEY (Area 5) 2008PO Box 1023Claremore. OK 74018phone: 918-341-5281 : fox 918-341-4464e-mail: ronJessley@sbcglobal.netSTEPHEN P. BLYTHE (At·Large) 200821065 80rcloy Lone, Lake forest. CA 92630phone: 949-583-9500, fox: 949-5B3-7071e-mail: spb@blythecQ.comB.J. McClanahan. MD 1967-1971Fronk G. Ross 1971-1973Russell W. Rink 1973-1975Hypolile T. landry, Jr" MD 1975-1976Colvin B. Early. MD. PhD 1976-1977Copt. Jesse f.Adoms, USN(R) 1977-1978David p, Barton 197B-1979Alden C. Barrios 1979-1980Fred A. Driscoll. Jr. 1980-1981EM. Anderson. Jr. 19B1-1983Donold L Mondoy 1983-1984Harry G. Hadler 1984-1985John E. Pixton 1985-1986Charles R. Gibbs19B6-19B7Joseph McClain. III 1987-1988lee lorson 1988-1989William H, Bush 1989-1990Roy L leodabrand 199D-1991James C. Cossell. III 1991-1992Warren E. Hoffner 1992-1993John H. Kilbourne 1993-1994Barrie Hiern. MD 1994-1996Ron Vickrey 1996-1997Willis Hawkins 1997-199BWilliam C. Corler 1998-1999nlden D. Richards 1999-2000Jon Roodfeld! 2000-2001Harold Bost 2001-2002Jock Threadgill 2002-2003Jock Hastings,MD 2003-2004THIS IS YOUR MAGAZINEShore your experiences with your fellowmembers. Send your contribution by mail,fox or e-mail on fhese subjects.2005 EDITORIAL CALENDARDECEMBER TOPICSSTATE OF THE INDUSTRYHEATE R BASICSDEADLINE NOVEMBER 12006 EDITORIAL CALENDARJAN Backup instrumentationWinter destinationsfEB V35TC-first of theTurbocharged BonanzasOwner-pertormed maintenance ti psMAR Ways to sharpen your ski lls forthe flying seasonPropeller maintenance & operationAPR Panel-mounted weather devicesSeats: history, development, optionsMAY Portable weather devicesLearning to fly in a BonanzaJUN "My favorite modification'Oshkosh

· -P.~R -E S-,' 0 E N -r;"S ~~-c '0 M' -rV( E-N T S,,1.,.-;, ,_ t-:'" 't _.......---BY- CRAIG-BAILEY-The poem below from an unknownau thor is posted at the entrance tothe Octave Chanute AerospaceMuseum in Rantoul. illinois. Nadine Funkof Bement. Illinois. sent it to me.Undoubtedly. the poem was writtenabout a much earlier era of aviation,however much of what is said still holdstrue today. So often we take for grantedthe dedication of the general aviationmechanic who maintains our aircraft.Through the history of world oviotionmony nomes hove come to the fore.Greot deeds of the past in our memory williost.os they're joined by more ond more.When mon first storted his loborin his quest 10 conquer the sky.he wos designer. mechonic ond pilotond he buill 0 mochine thot would lIy.PHOTO COURTESY OF AlA FORCE HISTORICAl RESEARCH AGENCY WEBSITEBut somehow the order got twisted.ond then in the publics eyethe only mon thot could be seenwos the mon who knew how to fly.The pilot wos everyones hero;he wos brove. he wos bold, he wos grond,os he stood by his boffered old biplonewith his goggles ond helmet in hondoTo be sure. these pilots 011 eomed it.to fly you hove to hove guts.And they blozed their nomes in the holl of lomeon wings with boling wire struts.But lor eoch of these flying heroesthere were thousonds of liffle renown.ond these were the men who worked on the plonesbut kept their feet on the ground.We oil know the nome of Undberghond we've reod of his flighl to fome.But think, if you con, of his mointenonce moo.Con you remember his nome?And think of our wortime heroes,Gabreski. Joboro ond Scoff.Con you tell me the nome of their crew chiefs?A thousond-tCHlne you connot.Now pilots ore highly troined people,ond wings ore not eosily wonBut without the work of the mointenonce monour pilots would morch wilh 0 gunSo when you see mighty jet oircron.os they mork their woy through the oir;the greose-stoined mon with the wrench in his hondis the mon who put them there.-Author unknownExpanded flight restrictionsOn page 9251 is a must-read article by ABS member MikeTruffer on the potential for making permanent the post­September I I night restrictions around our nation 's capital.I believe the majority of Americans do not understand whatgeneral aviation is all about and have no idea that we pose no seriousthreat to the nation's capital or to other symbols of what thiscountry stands for. If this airspace restriction is made permanent,it may well represent the beginning of restrictions around metropolitanareas such as New York, Chicago, Los Angeles and others.ASS along with AOPA will be making our position heardthat these restrictions are not needed to ensure our safety fromterrorism. As Mike suggests in his article, please take the timeto read the NPRM and then write a letter to the FAA before thedeadline of November 2, 2005.ABS October 2005 www.bonanza.org Page 9248

Scot CookCheyenne. Wyoming1953 C MODELne could say that my Bonanza~obsession started as a child. 1 was13 when my father introduced meto the world of flying. I began privatepilot lessons early and had wellover 20 hours by the time 1 was 14.Unable to solo because of my age, 1slowly ventured away from flying, onlyto return 20 years later with that bugthat never seems to leave an aviationenthusiast's blood. 1 knew 1 had to completemy private pilot license before ourson was born or the chance would onceagain escape me.While completing my training, Ihad been in the market for my first airplane.Looking back to my childhood, Iremembered how my father alwaysadmired the V-tail Bonanza, pointingthem out wherever we went. I wanted amodern pl ane-fast yet economical,stylish and sophisticated, but most ofall, practical and affordable.I purchased N 1904, a 1953 CModel, two months before receiving mylicense. J had the plane ferried backfrom Tennessee and left it with BobGates Aviation in Ft. Collins, Colorado,while J completed my training.1 knew 1 was into it right-back ofbook value-and thus could afford tocomplete a few additions tailored to mypersonal liking. As all aircraft ownershave discovered, it's amazing how fastone can spend money on an airplanewithout even trying.As my equity in the plane was fastapproaching the breakeven point, I hadto make an ultimate decision: Do J quithere, fl y NI904 and enjoy it? Or do Icustomize it to my liking, forego theequity and complete it for personal sat-Andrea and Scot Cook with their highly customized C ModeJ Bonanzo.isfaction and enjoyment? I guess thephotos in this article answer that.When N 1904 first entered the shopat Bob Gates, it was just to fix a fewsquawks, leather-wrap the yokes, and doa few miscellaneous upgrades. By thetime it came home to my hangar, 13months had passed, during which time Ispe nt countless hours on research-readingmagazines, talking to Bonanza ownersand many days looking at other ai r­craft while do llars magically disappeared.Now that it is complete and I havemy masterpiece, my aviation dream hascome true, and I am sure my father iswatching and smiling as I visit him onmy escapades through the clouds.Today, 1904 is more along thelines of my personal piston-poweredLear. 1 couldn't paint this majestic aircraftjust an ordinary white. It had to besomething different and eye-catching,something that could expound on itsunusual appearance.I contacted Rob Laher of ColorburstGraphics in Cheyenne, Wyoming,and we developed the scheme to adornher skin. Rob's outstanding artistic abilitywas able to create custom handpaintedrivets on the fiberglass tip tanks,airbrushed tears in the metal, and mysignature as pilot on the side of thefuselage.Then it was time to concentrate onthe interior, and I knew it had to be justas eye-catching. I contacted TimHallock of Aviation Design inGroveland, California, to custom-adornthis beauty. We had found the interiorthat was to become part of N 1904 froma 2004 Maserati Spyder. From detailedphotographs, Tim was able to perfectlyduplicate it, right down to the doublecontraststitching.After that, it was time for somecreature features, gizmos and gadgets.If it could fit-or we thought we couldmake it fit-it was installed. And at thispoint, it became an obsession. After all,you can't take it with you anyway.

Today, the only thing left on my listis an engine upgrade from the E-225 toan 10-470 or 10-520 with a three-bladeprop. But, hey, I had to leave somethingto look forward to.N1904 is the fulfillment of a childhooddream that was made possible bythe help of some very dedicated professionals.In addition to Tim fromAviation Design, Gerald from BobGates Aviation in Fort ColJins,Colorado; Leroy at Natrona Avionics inCasper, Wyoming; Rob with ColorburstGraphics in Cheyenne, there werecountless others who dedicated theirtime and skills to help in the completionof my masterpiece. A great thank@OUto all.Colorbursl Graphics developed the custom paint scheme with hand-pointed rivels, airbrushed leors, and pilot'ssignature. Note the matching paint job on Scot's Jeep in the background.Two video display screens on the Baron bucket seots are port of the PS Engineering PAY 80 entertainment systemwi DVD.GADGETS & GOODIESAvionics Research panel & banery baxBendix King KMD 250 wi weather & trafficBendix King KlN 94Sandel EHSIDual King KX 155King KT 73 Mode S transponderPS Engineering PAV 80 entertainmentsystem wi DVDPMA7000 audio panelS-Tec 50 autopilot wi electric trimMid-Continent battery backup attitudeindicatorBFG WX 1 000 stormscapeJPI EDM 700EI digital chronometerPrecise Flight speed brakesRMD HID lightingM-20 oil separatorMile High built-in oxygen system50-amp alternator conversionTurbine Air Drop-Down backup alternatorHI P-l000 digital tachD'Shannon tip tanks. panel gouges. gopseals.louvers.VGs.speedslope windshield,control knobs & outside air ventkitBoron bucket-seat upgradeBose panel-powered headsetsWhelen strobe kitBDS toil coneSoundEx insulation337'd shoulder harnessesNulite instrument lighting system

M E M B E R'SV lEW SNovember 2 deadline for public commentPROPOSED EXPANDEDWASHINGTON, D.C.FLIGHT RESTRICTIONSBY MIKE TRUFFER, DELAND, FLORIDAiting a need to protect our nation'scapital from "the ongoing threatof terrorist attacks," the FAAwants to make permanent the post-9111flight restrictions it imposed severalyears ago on the greater Washington.D.C. area,In early August, the agency issuedthe otice of Proposed Rulemaking(NPRM) 2003-17005, a 14-page documentexplaining exactly what it wants todo. The FAA says the proposal has thebacking of the Department ofHomeland Security, the military aodother government agencies.In short, the Air DefenseIdentification Zone (ADlZ) and FlightRestricted Zone (FRZ) that the FAAcreated over the capital soon after 9111would get a new name-theWashington DC Metropolitan AreaSpecial Flight Rules Area (DC SFRA).The area would also become a new typeof airspace: National Defense Airspace,The area is big, as the illustrationshows, spanning nearly 2,000 squaremiles. Approximately 150 airports liewith in it, AOPA says. It extends fromthe surface to 18,000 feet MSL.The NPRM says the permanentrestrictions are necessary because "theDHS believes tbat the threat of extremistslaunching an attack using an aircraftremains high." It cites informationgained from several interrogations andsearches.The list of NPRM's special operatingprocedures is too long and detailed tolist here. But basically, an aircraft mustfile a flight plan with an FSS beforeentering National Defense Airspace(either from outside it or from an airportlocated in it), squawk an assignedtransponder code, maintain two-wayradio communication with ATC andcomply with all ATC instructions.ous ATC control. An inop Mode Ctraosponder can be literally a matter oflife or death (ask the governor ofKentucky). No pop-up clearaoces, either.While most pilots try their best tocomply with ATC instructions aod theFARs, they make mistakes, as do controllersaod military pilots. In many partsof the country, a mistake that has no consequencesoften has no repercussions. Noone hurt, lesson learned, let's move on.But as hundreds of pi lots havelearned so far, there is no slack whenflying near Washington, D.C. For example,some pilots have faced certificateaction for inadvertently mistuning theirtransponders or accidentally pushing atraosponder button that changes lhemfrom a discrete code to 1200.The proposed regulations say that ifa pilot does not comply with therequirements to the letter, the governmentmay use "deadly force" againsthim, or it may penalize with criminalcharges, certificate action and civilpenalties. One FAA manager explainedthat pilots who violate the regulationscould have their aircraft seized.As this is being written, there havebeen more thao 3,500 recorded violationsof ADIZ procedures. Maoy of these werePage 9251The downsideThese requirements may not soundtoo bad to those Bonanza and Baronpilots who routinely fly !FR, or VFRpilots wbo routinely file VFR flightplans and take advantage of flight following.But the devil is in the details.Operations within the WDC ADlZand FRZ have been-and the NationalDefense Airspace will be-

ief intrusions or other nonthreateningevents. But in nearly 700 instances, aircraftwere scrambled or vectored toinvestigate the offending aircraft.Pilots' perspectiveMany avialOrs reacted 10 theNPRM with dismay. They were hopingthat the ADIZ and FRZ would eventuallybe removed and the airspace wouldreturn to its pre-9111 configuration-amix of Class B, C, D. E and G airspace.As general-aviation advocates arequick to point out, the aircraft involvedin 9111 were scheduled airliners. A3,OOO-lb. aircraft flying at 150 kts simplydoes not have Significant destructivepower compared to an airliner or manyground-based vehicles. In other words,they doubt the FAA's contention thatsmall aircraft are the weapons of choicefor terrorists.Some critics contend the NPRM isactually a victory for terrorism. If theregulations are implemented, the freedomto routinely travel by air over alarge and important area of the U.S. willbe significantly constrained. law-abidingpilots will fly in it, knowing theymay get shot down if they get lost orhave an in-flight emergency.Some pilots worry that the creationof National Defense Airspace aroundWashington, D.C. , will lead to theimposition of similar restrictions overother large cities or national assets.Others say the NPRM is a tacit admissionby the administration that its currentsecurity measures-tightenedimmigration policies, greater internalintelligence and heightened publicawareness-are not workjng very well.The FAA's argument for permanentrestrictions doesn't convince some peoplebecause they are skeptical of theunderlying intelligence assessments.The 2003 invasion of Iraq was justifiedon reports that the country was developingweapons of mass destruction thatwere a threat to the U.S. and its interests.But a thorough post-invasionsearch of the country did not uncoverany evidence that such weapons existed.Looking for a silver lining, otherssay the NPRM 2003-17005 representsan opportunity, and here's their logic:Un like other restrictions and specialrules imposed on aviation as a result of9/11, this one was issued as a proposal;the public has until November 2 to submitcomments. This means the complexNPRM could be modified or ",'ell withdrawnbeJore the proposed regulationsgo into effect.Opportunity for actionAs I see it, this is an opportunity foraviators of all types to tell those whogovern us that we're convinced thisNPRM is an unacceptable exchange offreedom for security.This NPRM can be defeated,delayed or modified if enough citizenslet their government know how theyfeel about it. While we know advocacyorganizations like ABS and AOPA willobject to these regulations, so do theFAA and Congress. In other words, ourgovernment expects to receive sharpcriticism from the "alphabet group" ofassociations.That's why pilots must submit writtencomments on the NPRM. It's imperativethat our government realizes thatopposition to this permanent airspace iswidespread, and that hundreds of thousandsof citizens feel so strongly aboutit that they're willing to formally objectto it.While you certainly may write yourletter immediately, I encourage you 10first read the NPRM . Look it up on and then submit your commentsas shown at this website. As thePRM itself explains, you may do soelectronically, by postal mail, by fax orin person. Comments must be receivedby November 2.I'm convinced that the most effectivecomments are ones that are sincereand not sarcastic, and are forceful butnot threatening.I limited mine to just a few paragraphssaying that any additional securitythe National Defense Airspace mayprovide isn't worth the cost of therestrictions it would impose every dayon the American people. So I asked theFAA to withdraw the NPRM.You probably Object 10 the NPRMfor other reasons. And. frankly, there area lot of reasons to dislike it. Again, youshould read the NRPM itself and someof the comments that have already beensubmitted. Yes, all comments are beingposted as they're submitted, for publicscrutiny.But it is really important that youparticipate in the rulemaking process bysubmitting your comments-long,short, whatever.I think we owe it to future generationsof aviators-and to our country as awhole-to vigorously contest theNPRM. General aviation is an importantpart of American heritage, its economy,its future and its citizens' way of life. It'sworth preserving and protecting.Widespread opposition to thisNPRM--even if unsuccessful-willsend a message to the bureaucrats(FAA, DHS, TSA, etc.) and to our electedleaders in both Congress and theWhite House that the public is convincedour government is going too far.At some point, Americans and theirleaders must stand up and say we arenot afraid, and we are not willing to beincreasingly encumbered by more governmentrestrictions and interference inreaction 10 unspecific terrorist threats.Ours is a democracy, and there aremany ways to participate besides voting.We have an opportunity to directlyinfluence the creation and adoption of asignificant new regulation, one thatcould hamper flight operations in a veryimportant part of our country.Let's all make our voices heard,one at a time. by letter. fax or email.Send your comments to the FAA-andplease do so by November 2.Mike Truffer owns an H35 Bonanza and lives inFlorida where he publishes Skydiving Magazine.ABS October 2005www.bonanza.orgPage 9252

ABS LIFELONG LEARNING &THE ABSAVIATOR PROGRAMAN ABS EDUCATION COMMITIEE REPORT PREPARED BY TOM TU RNER. ABS TECHNICAL SERVICES MANAGERAlthough many ABS members are very familiar and comfortable with the concept of lifelong learning in their prafessionallives.the beneficial philosophy of conlinuing educalion is nol normally encouraged in personal avialion. Professional pilols arerequired 10 complete recurrent training frequently. There is ample evidence Ihallhe vastly better safety record of commercial aviation-when compared to personal flying-is a direcl resull of Ihis lifelong-learning requiremenl.The goal of this new program. as announced allhe 2005 ABS Convenlion. is to make you a safer. more knowledgeable and moreconfident pilot. We hope Ihal by identifying Ihe wide variety of learning opportunities. and by recognizing members who have gone farbeyond the minimum requiremenls for maintaining proficiency. you will be encouroged to mop out your own lifelong-learning strategyand become even safer operaling Beech airplanes.BPPPBPPP, lnc. plays a vital role in Beech pilot education.BPPP is the "flagship" type-specific pilot training programand continues to be at the forefront of ABS-recommendedtraining. One element of lifelong learning is to encourage fargreater member participation in BPPP programs, includingrepeat visits to BPPP training.Recelll changes to BPPP 's recurrent trailling curriculumcreate options for you to learn lIelV thillgs each time yourelllrn. The changes have received IVidespread praise frommembers.Simulators and other Opti01lS• Simulator-based training provides an intensified yet controlledlearning environment with the ability to practiceevents that cannot be accurately or safely duplicated inactual aircraft. They also have the opportunity to experiencecarefully crafted decision-making scenarios that forceyou to think (as well as fly) your way through a situation.• In recent years, a number of good seminars have becomeavai lable that, although they do not include flight instruction,can add significantly to your knowledge about safeoperation of personal aircraft.• Similarly, several complller-based training programs arenow available that educate about vital safety issues and providethe means to gauge the level of learning achieved.• A number of private flight instructors (including somewho also instruct in BPPP) are well known for superb,type-specific training. Learning with these Beech experts isalso recognized as valuable to the well-rounded Beechpilot.ABS will seek out and review these types of learningopportunities for acceptance in the Lifelong Learning program.We encourage members to submit additional programsto be considered.To be accepted, a program must have direct applicabilityto the safe operation of Beech airplanes. Further, the programmust have specific completion standards and award a completioncertificate or other method of indicating the member hasmet those standards.ABSAviator DesignationABS assigns each program a point value. The moreBeech-specific the training is, the more inclusive the syllabus(ground and flight training, etc.), the more time and effort ittakes to complete, the higher the point value.Your objective ullder ABS Lifelollg Learning is to eam atleast 100 cUlllulative poi/lls in a conseclllive 12-molllh period,or at least 150 poi/lls in a consecutive 24-monlh period. Whenyou meet this objective, you will be designated an ABSAviator.This designation includes a certificate, Bonanza Bucksredeemable for savings on ABS merchandise, preferred seatingat the ABS Convention Awards Banquet and (unless youopt out) public listing as an ABS Aviator on the ABS websiteand in ABS Magazine. Once earned, the ABS Aviator designationis valid for one year.Using the same award criteria, you can earn successiveABS Aviator levels I through 5- the level number indicatingthe number of years you have earned the award. When youearn the award a sixth time, you earn a permanent ABS MasterAviator Award.ABS Aviators must be members of ABS in good standingPage 9253 www.bonanza.org ABS October 2005

Use the professional concept of lifelong learning to become an ABS Aviator.Be safer, more knowledgeable and more confident in flying your Beechcraft.at the time the cumulative points objective is met and at thetime the designation is announced. ABS Master Aviators mustremain members in good standing to retain the designation.Earning recognitionTo earn points toward your ABS Aviator designation you mustI. Earn completion certificates for accepted training programs.2. Send a copy of your certificate to ABS. You can fax or maila copy, or e-mail a scan of a certificate. Do not send theoriginal certificate. Include your ABS number to be certainyou are credited with the point value.• ABS will record and track your point value, and notifyyou when you earn ABS Aviator statu .• ABS Aviators will be recognized at the annual convention.Certificates and any other recognition wi ll be given ormailed to the member.Start your Lifelong Learning today. Map out a personaltraining plan to achieve a specific objective (for instance, toimprove decision-making skills) by choosing programs tocomplete in the next 12 to 24 months.Completion certificates earned on or after September I,2005, are eligible for recognition under the ABS Aviatorprogram.ACCEPTED PROGRAMS & NUMBER OF POINTS AWARDEDPilot or mechanic certificate or ratingBPPP initial or recurrent courseFlightSafety, StMCOM or Recurrent TrainingCenter piston Beech-specific programAdvanced Pitot SeminarOther ABS-accepted type-specific trainingFAA WINGS level (not otherwise accepted)Savvy Aviator SeminarKING Schools Practical Risk Management,Weather Risk Management or Landings!Takeoff Risk Management DVDAny AOPA ASF on-line courseABS Convention Operations orMaintenance track seminars9070605040403020105 ea.DATE LOCATION HOSTOct. 6-9 Greeley, Colorado Harris Aviation (GXY)Nov.3-6 Gainesville, Texas Tomlinson Aircraft Services (GLE)Dec. 1-4 Ramona, California Cruiseair Aviation (RNM)Register online at www. bonanza.orgor contact ABS headquarters 316-945-1700.Tile ASS Air SaFety Foundation:Z006SERIlICE CLINIC SCHEDULEis being Finalized.watch www.bonanza.org and future issues ofASS MAGAZINE for dates and locations.ABS October 2005www.bonanza .orgPage 9254

LET'S GET ORGANIZEDBY AL BANEN, FOUNTAIN HILLS, ARIZONAA lot has been wriHen about cockpit organization and resourcemanagement, and yet as I travel around the country I amamazed at how few of us toke time to organize our environment.I have always been a stickler for organization, and I try to bringthat with me to your learning sessions at BPPP. Here are a fewthings you could make yourself to ease cockpit clutter and minimizeerrors and confusion.LapboardA lapboard is useful for storing all the charts for yourflight as well as your writing instruments, plotters and anythingelse you use on a regular basis. The top of the board isalso useful for taking notes and viewing en route charts.I started witha standard aluminumclipboardbox from an officesupply store and acan of spray-onrubber in the toolsupply departmentof Home Depot.This product is normally used on the handles of smallhand tools and comes in the form of a dip or a spray. I paintedthe bottom and sides with about 15 coats, using the emire can.This buildup gives the board a nice soft feel and keeps it fromsliding around.I also purchased a piece of III 6th-inch Lexan and a shortlength of half-inch piano hinge. If you don't have access to atable saw, ask the Home Depot people to cut it to the same sizeas the top of the board. Using pop rivets, affix the piano hingeto both the box and the Lexan sheet so it is flush on all sides.The clipboard lid is hinged along the long side and you wantthe hinge to be away from you as it lies on your lap so that youcan open it easily to retrieve items inside. The Lexan sheetshould be hinged on the right and will serve to hold the activechart in position.I placed a piece of Velcro in a convenient place on the sideof the box and put the other side of the Velcro on a black weterasable marker. A dry marker also works well. This makes agreat writing instrument for marking the top of the lapboard.I then typed up a blank form for recording ATIS and copyingclearances and affixed it to the face of the lid. On the backsideof the lid, I placed a type-specific passenger briefing form.As you can see from the photo below, I can now store allHinged Lexansheet on lop 01Renee chartholder.

----..-s----"="..--=-=-,----- --.... -~ ~Custom checklist. Multi-pocket arrangement on seat boct. Pilot sidewall pockets.the charts I will be usi ng on a particular trip as well as a varietyof other useful items, The active chart is folded and placedunder the Lexan sheet Your course can now be highlighted onthe glass without marking up and cluttering the chartChecklist formWith all the new aftermarket gadgets and avionics for ourairplanes, the checklists often do not cover many imponantitems, Make up a checklist that follows a flow pattern fromright to left along the instrument panel.An accepted procedure is to use a checklist as verificationthat you have done every item on your list that you had donefrom memory, In other words, do the procedure from memoryin an orderl y manner staning at the lower right side of thepanel and working across to the left After completing a portionof the checklist (say the pre-start), pick up your checklistthat has been custom-made in the same order as your memorizedlist and review it to verify you have done everything,This will reduce the possibility of missing a crucial item byskipping a line,Storage spaceThere never seems to be enough convenient storage spacein our airplanes, never enough pockets in the COCkpit Here's theway I improved existing limited storage space for a small sumby putting pockets on pockets,The photo above (top right) shows a group of pockets Iinstalled on the left sidewall aft of the alternate static air sourcelever. This shows three levels of pockets, The photo above (topmiddle) shows what you might do with the seatback pockets, Ialso compartmentalized the pockets on the front of both the frontand rear spar, sizing them to accommodate a Jepp book, POH,flaShlights and oxygen canulas,I hope J have stimulated your creati ve juices and that youEstablished in 1983, the Beechcraft Pilot Proficiency Program(BPPP) promotes ovlatlan safety and is the most effective model-specificHight training available. InitiaL recurrent and mountOin-flying progromsore available for Bonanzas, Barons. Travel Airs and Dukes.wi ll consider a few of my suggestions or perhaps come up wi thsome of your own, If you do, please let me know as I amalways looking for ways to improve my working environmentWhatever you do, keep the floor free from clutter, the blue sideup and have fun,Ai Banen. a 15,OOO-hour pilot who ffies a 855 Co/emill Baron. brings a diverseaviation background to his role as a BPPP instructor. AI began flying in 1948 in J.3 Cubs whife in high school. After acquiring a commercial license, he joined theU.S. Naval Air Reserve where he flew TBFs and A·I Skyroiders.AI has expertise invirtually 01/ models of Barons, Bonanzas and Dukes and travels throughout theU.S. from his home in the Phoenix area to instruct in those aircraft.BPPPSCHEDULEDATE LOCATION AIRPORTOct. 7-9Manchester. New Hampshire MHTOct, 21-23 Fresno. California FATNov, 4-{) Norfolk. Virginia ORFJan 13-15Phoenix-Deer Valley. Arizona DVTFeb 10-12 Lakeland. Florida LALMarch 3-5 San Antonio. Texas SATMarch 24-26 Greensboro. North Carolina GSaApril 14-16May 19-21June 9-11Fresno. CaliforniaColumbus. OhioSpokane. WashingtonFATCMHSFFBonanzas/Barons/Travel Airs at all locations,Subject to change,Cockpit Companion course available.CALL THE BPPP REGISTRATION OFFICE TO MAKEARRANGEMENTS 970-377-1877 or fax 970-377-1 512,It has been approved as a recurrent training program by virtually everyInsurance company in the notion.See the schedule of BPPP Clinics above. There IS also a companionchnlc for right-seaters. Or check .

FLYING THE AUTOGIRO ATTHE NATIONAL AIR RACESBY JOHN M. MILLER. POUGHKEEPSIE, NEW YORKAt the famous National Air Racesthat were held several yearsbefore WWIl at Cleveland,Ohio, there were two principal types ofparticipants: racers and aerobatics. Theracers competed for prize money, theaerobatics for fees.In 1931, I was the first person tobuy one of the newly developed PitcairnPCA-2 autogiros, a revolutionary aircraftat that time, and I made exhibitionflights at Cleveland that year.The PCA-2 had an open cockpitfuselage, seating two passengers in thefront and a single pilot in the rear. Theengine was a 330-hp Wright nine-cylinderradial with fixed-pitch tractor propeller.The empty weight was 2,000pounds and it carried 39 gallons of fuelin its main tank, plus 20 gallons in areserve tank.There was no electrical system,thus no instrument lights, battery, electricengine starter or radio. There waswiring for the position lights, if a drybattery was temporarily carried. Theinstruments had self-glowing dials. Theengine starter was the Heywood airpressuretype, very satisfactory. The tailwas the normal configuration as on airplanes,but only a small rudder wasrequired, and the elevators had abouttwice the area as the stabilizer.Contrary to ru mors, there was sufficientcontrol at zero airspeed in a verticaldescent, due to air escaping fromunder the vertically descending rotor,thus providing airspeed for rudder andelevators. The full span ailerons werenot needed in vertical descents, sincethe aircraft was hanging from the rotorin a stable condition.That ability of the autogiro to makestable and controlled vertical descentsat about the descent rate of a parachuteis one of the wonderful safety featuresof the autogiro. By holding air peed toabout 20-30 mph during descents, theautogiro could be landed with little or noroll, with no power, engine dead oridling. I had one sudden engine failureand did just that at a standstill in acemetery,among gravestones, with no wind.There were small tapered low wingswith upturned tips to provide some lift athigh forward speed, to increase the overallI.JD ratio, since the self-rotating rotorhad a lower ratio than the fixed wings.The ailerons were full span of the wings.One great advantage of the rotor was thatit could not be stalled, even at zero speedor even in a backward slide. The rotorblades had a fixed-pitch setting that guaranteedfull rotation at all times, and couldnot be stopped in the air, either onpurpose or accidentally.The rotor hub was set at a fixedposition on the top of the rotor pylon.Since the rotor blades were connected tothe rotor hub by means of universaljoints, bending stress on the rotor bladeswas avoided and they were held outwardby centrifugal force alone. Theyhad an indefinite lifespan.The rotor was started before takeoffby means of gears and a clutch from theengine. For takeoff, the clutch was disengagedat 120 rpm and takeoff startedbefore it slowed down appreciably. Assoon as a slight forward ground speedwas attained, the rotor self-rotated at 120rpm and takeoff was horizontal but short.This was an aircraft that, to thisday, had the only perfect safety recordfor its occupants, even though mostwere wrecked by untrained pilots. OnePCA-2 is still flown by Steven Pitcairn,and one is in the Ford Museum, atDearborn, Michigan. Besides mine,they are the only ones not wrecked.Mine flew more than 4,000 hours. It

was finally sold to a crop-dusting outfit,left outside without tiedowns in aFlorida hunicane and was destroyed byhigh wind.I took delivery of my PCA-2(NCI8791) on May 14, 1931 , at PitcairnField north of Philadelphia. I flew it toair races at Omaha, ebraska, where Iwas paid for my exhibition flights, andthen flew it west to the Naval Air Stationin San Diego. California. It was the firsttranscontinental flight made by a rotarywingaircraft.The trip had a number of stopsandsometimes I made brief contractdemonstration flights. After more than40 hours flying, I flew it back toPitcairn Field for servicing-the firsteastbound trip of a rotary-wing aircraft-andall it needed was an oilchange. A truly remarkable aircraft!Later on, more contract demonstrationflying was done at air shows.During cross-country flights betweenappearances, I practiced aerobatics withit, having previously been a pro aerobaticpilot at air shows. During that flying,I looped it several times alongcross-country flights, just for practice.I offered to loop it at the 1931ational Air Races at Cleveland, ostensiblyto be billed as the "fLfSt attempts atloops." I thought it would be a goodattraction, but Cliff Henderson, the manwho operated the Races. turned down myoffer, after being warned by the factorythat such an attempt would probably befatal. I merely wanted the crowd to havethe impression that my loops were thefirst.The Pitcairn factory then had aCanadian pilot make one or two loops atthe factory's field, ostensibly the first.The next year, Henderson accepted myoffer to loop it two or three times perday during the nine-day 1932 Races. Inthe meantime, I joined a traveling airshow called the American Air Aces andperformed aerobatics at quite a numberof cities in the Midwest. But I saveddoing loops for the 1932 ational AirRaces.Henderson scheduled my flightstion, made the first rolls on top of loopswith a rotary-wing aircraft.To this day, I know of no civilianpilots who have done aerobatics withrotary-wing aircraft, which today areentirely helicopters that depend for controlon the rotor producing lift so thatswinging the lift vector of the rotor providesroll and pitCh control.When aerobatics are performed inthat type of aircraft, control can be lostwhen at the top of some maneuver therotor lift disappears, and so control alsoceases. An invened lift on the rotorcauses a reversal of control.The same effect occurred with thewingless autogiro that 1 flew to and fromthe roof of the Post Office building inPhiladelphia 10 times a day for a year.1939-40, so I did no aerobatics with it.During a sharp pushover, elevator controlcan be lost and can even reverse. So aer-0batics with a helicopter is a no-no.The severe economic depressionand then WWII put an end to the developmentof the super-safe autogiro, eventhough by that time Pitcairn had developeda small two-place autogiro thatcould fold its three rotor blades downover its tail and be driven home underits own power. It is now stored at the Airand Space Museum of the Smithsonianin Washington, DC.The helicopter forged ahead afterthe war to become a highly successfulaircraft, but has been a disappointmentfor private ownership due to its very highcosts of purchase and operation.Incidentally, landings are normally madewith full power in helicopters, but normallywithout power in autogiros, a greatadvantage.I owned and flew a Bell helicopterfor several years. A photo of it was shownin the March '05 ABS Magazine. Perhapssomeone will raise the capital for the furtherdevelopment of the autogiro. But I'llbe gone to the forever.John welcomes comments. Write him 01 201Kingwood Pork, PoughkeepSie. NY 12601 or jennys2jels@juno.com. To purchase John 's book. FlyingSfon'es, visit the A8S Company Store at WW'W.bonanza,orgABS October 2005along with another aircraft, a modernimitation of an early Cuniss pusher flyingmachine flown by a superb pilotfrom California named AI Wilson. Wedid aerobatics together in front of thegrandstand, passing each other veryclosely, thus showing the oldest andnewest types of aircraft.Everything went well for a week.Then, immediately after my nearly verticalfinal landing in the white circle infront of the grandstand, Wilson unexpectedlymade a dive to "buzz" myautogiro before he landed. I was SOlidlyon the ground, and was just grasping therotor brake handle to slow down therotor when I heard the noise of hisengine passing over my head, followedby a loud crash as the left landing gearof his airplane was struck by one of therotor blades of my autogiro.The impact broke the blade aboutfive feet inboard from its tip and cut offthe left landing wheel of his plane.Wilson's plane then crashed about 100feet ahead of me, while the autogirostood on its propeller and the rotor bladesall struck the ground, ruining them. Thevertical fin and rudder were bent and oneblade of the idling propeller wa bent.Wilson was instantly killed.Fonunately, some person in thegrandstand took 8 mm movies of theaccident that plainly showed what happened.I have a copy of that tape.Wilson's left wing hit the downdraft ofair caused by my steep descent to land,was pushed downward, causing his airplaneto dive into the ground. He obviouslywas not aware that my nearly verticaldescent caused a large downdraftof air that pushed down his left wing.Thus ended the life of a very skillfulpilot and friend. I was delayed 27 dayswhile repairing the two rotor blades andinstalling two new ones. I lost some airshow appearance fees, but was back inbusiness at various air shows.In 1933 the National Air Raceswere held at Mines Field (now LAX,Los Angeles International) and I wasgiven a contract to perform my loopsthere. I did so successfully and, in addiwww.bonanza.orgPage 9258

High oil tempDan MeesterLongmont, ColoradoQ: I have a K35 with about 400SMOH done three years ago. During arecent prolonged climb, oil temp rose to230 (OAT was 98F). I immediately loweredmy angle of allack and was able todecrease the oil temp to 210, which wassustained for the duration of the flight(about 40 minutes). The indicated oilpressure was on the low end of acceptableat 2300 rpm. Upon landing, theindicated oil pressure was below 30 psiat 1500 rpm.I stopped the engine, verified theoil level was correct and allowed theengine to cool down. I then restarted theengine and checked the oi l pressure. Ithad improved, but was not optimal. Thenext day I changed the oi l and filter,started the engine and allowed it towarm to operating temp of 170F. Thepressure was fine over the operatingrange, but was less than 30 psi below800 rpm.[s this acceptable? The POH givesno information regarding an acceptablerange of oil pressure vs. rpm. Whatwould cause such a large fluctuationday to day in oil pressure and might Ihave damaged the engine?A: The acceptable minimum pressureat idle is 10 psi per the overhaulmanual. I would check baffles, breatherand fuel pressures per TCM SB SLD97-3C. It probably has not hurt anything.-NPOil leakTim FountainDa/los. TexasQ: On my F33A, there is a small butmaddeni ng oil leak coming from thefront of the engine (10-550) somewhereunderneath the prop and above the partof the oil pan that is visible. Mymechanic and I assume that it is comingfrom the oil pan seal, but the area is hiddenby the riveted aluminum in the areabehind the landing light. Is there anyway to get back in there to try to putsome silicone sealant around that oilpan seal? Does external sealant work ona leak like this?A: It may be the cam cover plate gaskettwo nutS above the pan. Inspectingthe spot using mirrors and feel are theway you have to go. There's not a verygood history of just globbing sealant onthem. -NPCapehart oil filter partsCharles NichollsWindsor; UKQ: We have an A36 and hope youcan help with a part numbering problem.Our lOO-hour inspection shows thefilter cap O-rings (two different pannumbers) are unserviceable and need tobe replaced, however we are unable tofind their part numbers. The filter is aCapehart C[48108 lifetime oil filter perSTC SA8922SW in 1996 by UltimateEngines. They recommend that wereplace the entire unit with a Champion.Please help with the part numbers or acontact direct to Capehart (if still inbusiness). This aircraft is groundedpending pans.A: Call 505-896-2644 for a kit thatcomains the two O-rings and othersmall parts. -RGOil pressure adjustmentCarl KellerOmaha. NebraskaQ: I was seei ng what appeared to below oil pressure in my P35 so [ had mymechanic check the pressure andchange the oil to straight 50 weight. Healso adjusted the oil pressure by addingtwo washers. The oil pressure went toohigh and broke the gauge and caused aleak in the oil cooler gaskets. Whatother damage could he have caused?A: The oil filter would be anotherweak spot. Internall y, it should not hun.It sounds like two washers stacked therelief valves. -NPSurging engineGerold MiltnerIssaquah, WashingtonQ: We are having a problem withour A36TC's engine surging at 1300rpm. We have flowed the entire fuel systemand replaced the fuel pump. Theproblem continues. What should we donext?A: Look for play or looseness in thelinkaoe between the throllie and theomixture servo. You could try having themixture leaned pan way, turn on theboost pump and see if it still surges. Itmight be leakage past the O-rings in theservo body. -NPSpark plug torqueAaron AppelEdgewood. New MexicoQ: What torque selling should I useon the spark plugs of my IO-550B?A: 29-foot-pounds. -NPExhaust bushings forE-series engineRoger PawlakVictor.lowoQ: I am interested in fabricatingsome of the exhaust stainless steel bushingsfor my E-series engine as mentionedin Colvin's Clinic. Does anyonemake them or have a sample I could seea picture of? I am curious as to how theyfit into the exhaust port of the cylinder.How rar in do they extend and will thesame outer diameter as goes into themanifold also go into the port?A: I'm not aware of anyone makingthem. O.R.Perry (509-448-8852) makesslip joints for the headers. Rulon (800-888-6002) makes a grinder for the panalignment and rents it out.The 00 of the pan and manifold

Quesl,ons are marked w,Ih ,nil,ols of Ihe lech sloff or consultonl who answered ,INP-Neil Pobanz. AF-Ar'tc; Foulk. D-Tom Turner, RG-Ran Gras, AM·Arthur M,IIer. BR-BabR'pleyare the same. There is no data to supportthe buShing, but it prevents gasket blowout. as do the slip joint risers and surfacedport . - PHot-running E-225David ThrasherSteilacoom, WashingtonQ: I have a B35 with a ContinentalE-22S. It seems to be running hot in theclimb and I have let it go as high as 222with red line at 225. Departing out ofWalla Walla on a 95F day, the oil washot again and the oil pressure droppedto 28 psi. I am using the cowl flapsproperly and the oil is properly serviced.Any recommendations on how toproceed?A: Ensure the baffling is in goodshape and that the crankcase breather isopen and clear. It's also important thatthe fuel flow is rich enough. The carburetorhas an enrichment valve related tothrottle travel.You might want to try flying at fullthrottle in those conditions for fuelenrichment, with a lower rpm.("Oversquare" is OK.) Check the riggingof the throttle, and you may haveto have the carb flow checked. -NPAlternator lightPou/MondelClearwater Beach, FloridaQ: The alternator lamp on my 1970B55's glareshield is intermittent. I needto know where to buy a new assembly.A: I believe factory-new or salvageyards are your choice. Ensure thegrounds, relay and sensor wire are OKfirst. The relay is held open by powerfrom the aux terminal through an inlinefuse to the relay, which provides aground for the light. You could have ashorted wire to the relay from the light.-NPPulsing lightsDonald GummGranbury. TexasQ: I would like to install a set of theAlpi ne Aviation wingtip recognitionlights and I want them to pulse. Can yourecommend a model and source for apulsing system that would be compatiblewith the stock 24-volt three-lightstrobe system on a 1979 A36? It has thelarge lenses and large strobes. I wouldlike both the strobes and the recognitionlights to pulse. If that's not possible,then just the recognition lights will do.A: I don't believe you can pulse thestrobes, but the recognition lights can bepulsed. Try Precise Flight (800-547-2558 or www.preciseflight.com). -NPNew tail light lensJohn JohnsonPortland. OregonQ: Where can I obtain a new taillight lens for a K Bonanza? I've got theSTC drawings for it, but they don't havethe manufacturer's info.A: Wag Aero (800-558-6868) has thelens. -NP"Creaking PstabilizerTim HutchinsonVon Nuys, CaliforniaQ: I have a 1967 C55 that makes anoticeable creaking sound when the leftside horizontal stabilizer is flexedup/down using 10 to 20 pounds of forceat the outboard edge. The right side stabilizeralso makes a very slight creakingsound when flexed but nothing I wouldconsider unusual.My A&P has removed all theinspection plates and checked for signsof distress, wear, cracking, etc. withnothing found. The sound is heardmostly in the area of the horizontal stabilizerwhere the forward spar bolts tothe stabilizer structure. You can also feelthe creaking sound with your hand naton the top kin surface in this locationwhen the stabilizer is flexed.We've removed several of the boltsconnecting the stabil izer to the spar(front and rear) and found the bolt holesto be a snug fit for the bolts with no evidenceof movement or wear at the boltholes. The spar bolts were then allretorqued as specified in the Beechservice manual.There is no ev idence of excessivenex at any point along the stabi lizerwhen it i stressed. The bulkhead in thefuselage, where the spar is bolted to theairframe, was also thoroughly inspectedonce again with no obvious signs of distress,wear or cracking.The current theory is that we'rehearing a kind of 'oil caning' effectcaused by the outer skin of the stabilizerhaving been stressed and perhapsstretched at some point, and the normalnex found in the stabilizer causes theskin to creak, as when an old-style oilcan is pressed with a thumb to dispenseoi l.The aircraft is in otherwise excellentcondition with no signs of damage.corrosion or abuse. The airframe hasaround 6.000 hours on it with an excellentrecord of AD compliance and maintenance.At this point, with no clear culpritidentified, my mechanic is hardpressedto suggest a repair or to identifythis as a dangerous condition.A: Many times when there is a sharpcrack-type sound, it's because there is acrack in a doubler or the bulkhead,where it is fastened together. If there isno visual evidence of that, it may be atin-can type of sound, which would notbe a reason for not nying the airplane.Take a very close look. - P

Trim riggingSimon MilesGlendale, CaliforniaQ: Since replacing my V35B's rightruddervator and trim tab, the aircraft fliesabout 2 degrees right wing high and ballslightly to the left to maintain a constantheading, or with wings level and ballcentered the aircraft turns right at about adegree every second or two. I imaginererigging wou ld solve the issue.A: Chapter 3 of the shop manual has asection on adjusting trim tabs that shouldsolve your problem. See page 3-61. -NPAir filter fairingDan MoywormLibertyville. IllinoisQ: I need a source for the plastic airfilter cover on a '65 Baron. It's about3/4-inch in diameter and 3/4-inch longwith a solid end.A: We don't know of any aftermarketsource. Try RAPID (888-727-4344),Arrell (805-604-0439), Avstat (888-287-8283) or Select (800-3 18-00 I 0) forprices on the Beech part. - NPShoulder harnessinstallation hardwareRichard FisherFt. ColI/ns, ColorodoQ: I found a vendor for crew andpassenger shoulder harnesses for a P35but I need the best place to find theinstallation kit for the harnesses. Whatdo you recommend?A: Normally you' ll use harnessesthat match the installation kit youobtain. Beech sells a complete kitincluding paperwork. BAS (360-832-6566 or www.basinc-aeromod.com)sells a complete STC kit and harness.Alpha Aviation (800-653-5112,www.alpha-aviation.com) also hascomplete kits under STC.GARS (386-299-9685 or www.garsusa.com) has a portable shoulderharness system that hooks into unusedrear seat belts. -NPNew seat beltsRobert NewtonSt. Petersburg. FloridaQ: I need a complete new set of seatbelts for my Baron 58. Can you recommendany suppliers?A: Belt Makers (3 10-618-8868).BAS (888-255-6566) and Hooker (8 15-229-7743) supply seat belts. -NPLeaking strutBruce OrisekAptos, ColiforniaQ : I have a V35A with a left mainstrut that's losing pressure and requiresfrequent fills with high-pressure nitrogen.Obviously the strut is leakingaround its seals. Does this have a simpleremedy, such as replacing oil, usinghigher viscosity oil, replacing seals orrebuilding the strut? Could the problembe with the gas fill valve?A: The strut probably needs a newmiddle seal. We usually change all theseals and the fluid while the strut isapart. The airplane must be on jacks,and you must remove the strut assemb lyfrom the wing to reseal it. It's not expensiveto replace the valve core, whileyou're at it. It uses a high pressure coreavailable through aviation parts houses.Both Colvill's Clinic and the Beechshop manual give good gu idance onthese repairs. Colvill's Clinic is availablefrom the ABS Company Store (3 16-945-1700). -NPNeil Pobanz, ABS technical consuftonf, is a refiredU.S. Army civilian pilof and maintenance manager.He has been an A&P and IA far 45 yeors.Glen l1rIy- Faulk whose business is Del/a SlnIf, hasbeen an ABS assistant technical consultant since1986.Please send your questionsor tips to:American Bonanza SocietyAttn: Neil PobanzP.O. Box 12888, Wichita, KS 67277Fox: 316-945-1710or e-mail to How to access 01/ active ADsby going to FAA's website• Go to .• Select "Current ADs: By Make" on the left side of thescreen. This presents an alphabetical list by manufacturer.• Select "R" for Raytheon Aircraft Company.• Click on the triangle to the left of "Raytheon AircraftCompany."• Select your aircraft model. For example, for the V35B,scroll to the bottom of the first page and click on "Moredata." Scroll down the next page and click on the triangleto the left of "V35B." This presents a list of all active airframeADs for your airplane. You can link to the full textof each AD from this page.• Then start over and check under "T" for TeledyneContinental Motors to check engine ADs.• Do the same for McCauley or Hartzell, as appropriate, forany propeller ADs. and for each component by manufacturer.• For a complete AD list, you'll need to check every thing­ELT and avionics manufacturers, etc.- Tom TurnerPage 9261 www.bonanza.org ABS October 2005

N ElL'S NOT E SVACUUM WARNING SYSTEMS - A Special AirworthinessInformation Bulletin ( SAm) was recently issued along withinformation from Parker Hannifin (maker of Airborne vacuumpumps) recommending against IFR operations without a backupalternative system. SAms are not airworthiness directi ves,but are intended to make people aware of serious problemsthat don't quite meet the criteria for an AD.For many years, we have said 500 hours or less is a goodtime change for serious IFR users of vacuum or pressurepumps. Beech recently dropped the required pump timechange for known-ice Barons from 600 hours to 400 hours.There are many variations of backup systems. As of July2004, the tum and bank can be replaced by a second attitudeindicator, powered by an alternate source such as electric.Approval was due to the efforts of Sporty's founder HalShevers. ABS tech staff supported his effort.Several companies make standby pumps and some makewet pump conversions, which seldom fail. The recognition,transition to partial panel flight or flight using backups, andcovering the failed instrument are important factors in successfuloutcomes. Therefore, knowing a source has failed isimportant.Precise Flight (800-547-2558) and Aircraft Components(800-543-6608) have warning systems as aftermarket sources.LANDING LlGHT - For approval of a I OO-watt landing light,for longer bulb life, contact Engineering Solutions (253-435-1430).SAFETY FOR YOUNG CHlLDRE - AOPA has a recentwell-written article on this subject or contact Arky Foulkthrough the ABS office (3 I 6-945- I 700).SOLID-STATE VOLTAGE REGULATORS - RNL(405-947-336 I) can test these and sometimes repair them.WINDSHIELD HOT PLATES - While Beech priced exchangehot plates and we believe PPG did some repairs on them, noexchange units are available. New ones are available althoughthey are more expensive than the exchange price.RESTRICTOR FITTING IN MANIFOLD VALVES - TCMfuel injection systems use a valve on top of the engine case,sometimes called a distributor valve, to give a clean shutoffand to divide the fuel to individual cylinders. Several engineshave been so difficult to set up to run well that in the end it wasfound the restrictor fitting, which should be at the outlet to thefuel pressure gauge, was actually at the inlet connection. Thesehave been difficult to troubleshoot, which is why we use thespace here. This fitting is usually marked with red dots. Checkfuel pressures per SB SID97-3c after this work.GEARBOX OVERHAUL - We prefer that gearbox overhaulsbe performed by one of the specialists in that repair. Why isthat? An example is that National has changed the design ofthe seal without a change in part number. To have the lip rideon the proper surface, it can't be installed as far into the housingas it used to be.This is also true of gear motor repairs. The brushes haveto fit tightly on the contour of the commutator to have a strongmotor. I wi ll not change brushes in the airplane and, in fact, Iworry that turning one while inspecting it for wear cou ld resultin a problem.Also, one must get the correct brush for the motor and voltage.Different brushes are used by different manufacturers andeven the same manufacturer will use different brushes fordifferent voltages.ADVICE ON DROPPING ASHES - In some states, you needa waiver to drop anything from an airplane. So remember tofirst check with yo ur state department of aviation. There areprobably additional rules over and above the federal rules forconducting aviation activities in your state.After getting over that hurdle, realize that spreadi nghuman remains from an airplane can be hazardous if improperlydone. I've heard of dropping a water-soluble bag in a ri veror lake, which could do damage to a boater or jet skier.Any 36 with the rear door removed and an air deflectorinstalled is a good way. There is a legal way to do that. Forsure, you must have two people so someone is flying the airplaneand watching for traffic. It's also a good idea to weargoggles in case an error occurs in the process. Many airplaneshave returned from this type of mission with remains scatteredthroughout the cabin.Armed with a waiver and a plastic extension tube from ashop vac, along with a couple of shipping tube caps duct-tapedto the ends of the tube containing the remains (which wasfilled while we are still on the ground), we take off and proceedto the designated area.Slow the aircraft, while stiLi maintaining a margin abovestall (copilot's duty). Open the storm window (35) or, whilesafety-belted in the back eat (36), extend the tube halfwayoutside, pointed aft and remove the rear cover. Extend it furtherout in line with the ai rflow and then, while holding ontight to the tube, remove the front cover.Sometimes, the remains may have become so denselypacked that even when aligned with the airflow, you may needto tap the tube against the fuselage. (This is much easier donein a 172.) You should practice on the ground just to be sure youcan physically do it. You don't want to be flying slow while theinside of your cabin is rendered lFR with fine gray dust.---@-ASS October 2005 www.bonanza.org Page 9262

When the passionit can become an"NATURE VS. NURTURE"BY JOHN EWALDSEGUIN. TEXASNature versus nurture has long beenargued by psychologists and evolutiontheorists. Does a person develop certaincharacteristics because of his upbringing,or is that person born with thoseattributes? This question could certainlybe applied to me.On his first wedding anniversary,my father received a gift certificate forone free flying lesson at our local airporthere in Seguin. It was something he hadalways wanted to do, and in 1965 fuelwasn't as expensive and the days of outrageouslitigation awards were a longtime yet to come. So flying was easier onthe pocketbook. This was also before Iwas yet to come, so life for my parentswas still relatively undemanding.By the time I did come along, myfather had bought and sold several airplanes,stepping up along the way. Iremember as a small child going onvacations in the old Piper Apache withthe Geronimo conversion. I probablyhave more time in that airplane as a passengerthan I do in any single airplaneas pilot in command.Somewhere during my early youth, Iabsolutely fell in love with all things aviation.I hounded my father on a continuingbasis to let me go with him to the airportor let me ride along on whatever triphe was taking. I simply cannot remembera time when I didn't love airplanes.My father was almost as much ofan aviation nut as I am. Our house wasfull of airplane magazines. EverySunday, he and I would go to the NewBraunfels airport to "rub on the plane"and walk the ramp. He was always buyingdifferent airplanes, looking for that"perfect" machine. At one point. weeven went through a couple of Cessna340s. When my father died in 2002. hehad almost 4,000 hours, not bad for aprivate pilot.By the time I was at the proper age,I wanted to take flying lessons. When Iwas 15, my father had a B55 (a stepdown from the 340). He bought a 1946Model BC I2-D Taylorcraft for $6,500for me. It was in this airplane that Ibegan my own journey through airplanesand aviation.Every day, I'd wait for my father tocome home from work to take me to theairport to fly the T-Crate. We would goup several times a week and burn 4 gphof auto gas flying over the same places,over and over.On the afternoon of June 23, 1989,my father was tired of riding in the airplanewhi le I flew the little white taildragger."Go on and go," he aid. "Youcan fly it better than I can." That was theday I experienced my first taste of ultimalefreedom- when I looked at theempty seat next to me and realized thesky was ntine to explore.As I progressed through highschool and college, the airplanes I flewgot bigger and faster, wh ile my dadmoved down in size. Realizin2 thatmost of his trips were now take~ withjust one or two people, he decided aJohn Ewald with his wife Katherine and their 7·month-old-daughler Caroline.turbonormal ized V-tail was the planefor him.On lhe other hand, I moved upfrom the Taylorcraft to a Cessna 170,and then to a Cardinal. I flew that beautifulplane all over the southern U.S .,wondering how life could get any better.After I graduated from college andbegan working at our family tractordealership, my dad and I flew our wonderfulV-tail, having sold my Cardinal.It was at this time I began to realize justhow nice Beechcraft airplanes reallyare.Shortly before my father died, wepurchased a 58TC, which I have sincesold. Through a partnership arrangementwith our mechanic, I am now flyingboth our old V-tail and a nomurbocharged58 Baron.So I ask you, growing up in theenvironment I did, am I an airplane nutbecause of my father? Without thatupbringing, would I have spent my lifedreaming of flying , or would aviationsimply have been something associatedwith security checks and delays at thedowmown airport?Who knows. But I am thankful forthe blessed life I've had. And I'm thankfulto my wonderful father for imroducingme to an activity to enjoy andsomeday share with my children. --@-

A BONANZA FAMILYBY MARTY NOONANLONG BEACH, CALIFORNIAThe Noonan family's aviationexperience started with my fatherCharles Martin Noonan who begannight lessons in an AT-6 shortly afterWWU. He was scarcely off the groundin his progress toward a private pilot'scertificate when the more urgent familyresponsibilities of a wife and threeyoung children put his dream on hold.But only temporarily.By 1967 he had completed nighttraining, had his license and quicklymade nying a pan of his job as a manufacturer's representative for theWeatherby Rine Company. At first, herented airplanes. Then in 1970 he boughta 1950 B35 (0-2646) and discovered hecould cover his four-state tenritory ofCalifornia, evada, Arizona and ewMexico in two or three days. rather thanthe two to three weeks of hard road timehe had been spending by car.Oad joined ABS in early 1970 totake advantage of the ABS Newsletter 'sreporting of the technical expertisedeveloping in the Bonanza communityof owners. He new 54C for more than1600 hours. For me. the best thing abouthis Bonanza was that I had the sparekey, which I borrowed often, loggingabout 600 hours in it over 13 yearswhile I was a USAF and airline pilOt.In August 2001, I began nyingABS member Bob Mundie's 1947 35around Wisconsin. It was nice, but Ireally had to have my own Bonanza!My first one was a 1950 B35,378Y (0-2680), the last B modelBeech made, which I purchased inOctober 2002 from ABS member OickEmeon in ew Richmond, Wisconsin.It was a great cross-country machinewith its E-225 engine and Beech electricprop. I flew it out of Amery, Wisconsin(KAH H), during the summer monthswhile at our lake cabin and out of LongBeach, California (KLGB). during thewinter, putting about 165 hours in itover the 18 months I owned her.Morty's tirst Bonanza (the tost B35 produced) and his tothers B35 have production numbers on~ 34 numbersaport (0-2680 and 0-2646).As much as I admired my B35, Iconvinced myself I needed more range.I also wanted a new GPS avionics package,but I did nOl want to spoil her classicBeech panel. So I bought my current1970 V35B. N3952A (0-9090) fromABS member Earl Wilson in Tucson,Arizona.In one move I upgraded the avionicsto the Garroin MX20 and GNS480package and a JPI EOM 700 with fuelflow. N3952A had a wonderful Century2000 autopilot, Osborne 20-gallon tiptanks and a low-time 10-520BA engine.After flying 52A for 85 hours andinto its first annual, we discovered thatthe 10-520 had a cracked cylinder, a badcamshaft and a non-VAR crank. BolducAviation Special Services at BlaineAirport (KANE) in Minneapolis,Minnesota, rebuilt the engine with newECI Titan cylinders, GAMljectors, aBeryl O'Shannon baffle kit and all newor rebuilt accessories.I test flew the new engine onJanuary 18, 2005, and have flown 133hours since then sporting a big grin. Mywife Sandy and I enjoy using ourBonanza for taking pan in the Pacificand Midwest Bonanza Society functionsas well as national events. I alsovolunteer my airplane and time withAngel Flight West and Angel FlightGreat Lakes Region.I will fly at the BPPP in Fresno.California. in October with 3952A.My first session at BPPP in Fresno wasin N378Y in October 2003.When I reti re from airli ne nying inMarch 2006, I plan to u e 52A to visitall the areas I've flown over in my 37-year military and airline career. TheGarrnin 480 and MX20 have broughtme into the 21 st century.Now I am developing an advancedavionics training business to help otherowners expand their lFR GPS experienceto the fullest with their new updatedpanels. I expect to begin filling thatvoid and flying 52A well into retirement!My son, Ryan Patrick Noonan. is aUSAF F-16 pilot who will get checkedout in 3952A when he returns fromlraq in September. (I am ponderingwhere I will hide my spare key!) --@--

AEROMEDICALQuestion 18c on the medical history parr of Form 8500(the airman medical) asks if the applicant has ever hadany "unconsciousness for any reason." Funher along,question 181 asks about "ep ilepsy, seizures."A recent exam with a new applicant demonstrated that theaverage pilot or pilot-to-be might not really understand thereasoning behind these questions. For instance, I was reviewingthe history pan of Fonn 8500 with a new applicant whohad marked "yes" to the question about hospitalizations. Hehad been hospitalized for about six days 15 years before for afall from his garage roof.Further questioning revealed that he had suffered a headinjury, a skull fracture. He said that his spouse and doctorsrelated that he was talking with them in the hospital. However,he remembered nothing about the fall or hi s subsequent existenceuntil he was aware that someone was washing his faceabout 48 hours after the accident.This man had suffered a serious head trauma and subsequentamnesia of greater than 24 hours. In his case, the accidentwas 15 years distant and he fonunately had suffered nosequalae, i.e. no headaches or seizures.Because this airman 's neurological deficit (amnesia) hadbeen of significant duration, he was required to get an evaluationby a neurologist. He did well on this examination and wewere eventually able to go ahead with an issuance of a thirdclasscenificate.Question 18c asks about loss of consciousness for anyreason. This could include fainting, some kinds of seizure,hean arrhythntia, stroke, medication overdose and many morecauses.In the case illustrated, the applicant was not being purposelydishonest, but he did not consider his loss of memoryas being unconscious, and indeed, his medical records showthat he was talking 10 those at the hospital. But he was notfunctioning properly, as the brain injury he sustained caused aloss of shon-term memory. Definitely, this history was significantand only the other questions about being in the hospitalbrought it to the attention of the AME.So what constitutes being unconscious?According to Taber's Cyclopedia Medical DiCTionary,unconsciousness is, "The state of being insensible or withoutconscious experiences. Unconsciousness physiologicallyoccurs in sleep; pathologically, it may occur temporarily as insyncope (fainting) or be prolonged and vary in depth from stupor(senti-consciousness) to coma (profound unconsciousness).The patient whose unconsciousness is due to a pathologicalprocess is unable 10 swallow, the eyes do not react andhe or she is unaware of surroundings."When the records were reviewed about this ainnan's accident15 years previous, it was apparent that he was unconsciousfor a period after his head trauma. But later he wasreacting to his surroundings; he just did not recall his actions.I had a very good friend who was a well-known aviator.He had suffered a head injury in WWII and 30 years later hestarted having seizures. Most persons think of a seizure as a"fit" where the sufferer thrashes about on the floor, but thisman's seizure manifested itself only by staring into the distancein a trance-like state.He suffered one of these episodes in my presence oneevening after an aviation banquet. We were in a hotel roomand I noted he was just stari ng past me. His eyes were openand he seemed fine other lhan he stopped talking and juststared. I asked him if he was OK and he answered "yes."The episode lasted abo ut three ntinutes and he came backto us. It occurred about II p.m. after a long and busy day. Wewere still talking at I a.m. and my wife was getting prettysleepy. I mentioned to my friend that it was about our bedtime.He asked the time and I told him. He was shocked to find outhow late it was. He said he knew that he had the seizure but hehad no idea that it had lasted so long, and after such "spells"he would experience a son of time warp.At the time this episode occurred, he was taking medicationfor seizures and was no longer flying. He admitted that hethought he probably had suffered the spells for some time,even when he had been fl ying! He thought he was only "gone"for a few seconds. It does not take a lot of imagination to considerthe outcome of one of these spe lls occurring while handflyingan instrument approach.This airman was having a type of seizure or epilepsy.Seizures can involve total loss of consciousness or, as occurredin the hotel room event, a parrial awareness of surroundings(he was aware of my questions, but was not fully alen).A more common cause of temporary loss of consciousnessis fainting. Many persons suffer a "fainting" episodesometime in their lives. Taber's defines faint as "loss of consciousnessdue 10 cerebral anemia or insufficient blood 10 thebrain." Some in the medical profession refer to the faint as a"vagal" episode, referring to over-stimulation from the vagalnerve. The faint often is related to an emotional or visualstimulation.As a medical student, I was watChing a doctor remove aningrown toenail in the emergency room. The patient's toe wasnumb after some injections, but she was still being quite vocalabout the procedure.I was intently watch ing the removal when something hit

me from behind, throwing me across the room into the wall. Iturned to see the patient's boyfriend, a lad of about 220pounds, lying on the floor by the exam table. He had"swooned" and toppled like a big sequoia! He awakenedshortly and was OK after we removed him from the scene ofhis loved one's minor surgery procedure.Pain can cause vagal stimulation and emotional upset(someone fainting at a funeral). If you have suffered any faint ornear-faint, you should discuss it with your AME. Usually, a distantsingle episode that occurred in a situation that would bringon vagal stimulation would not be disqualifying, but the AMEmay need to consult with the Regional Flight Surgeon or AMCD.It should be obvious that conditions that alter olle's abilityto be alert and aware could be a safety factor ill flyillg.Hypoxia and carbon monoxide poisoning are two potentialcauses of unconsciousness that can occur in flying. We havehad exce llent articles about both of these problems in recentABS Magazines.Be cautious of medications that could sedate, such asover-the-counter antihistamines, and always relate to yourdoctor that you are a pilot when he/she is prescribing medicationfor you.Charles S. Davidson, M.O" holds board certification in famity medicine and emergencymediCine. He has been an aviation medical examiner since 1978 andserves as a senior AME. He holds 0 private pilot license with multi.engine andinstrument rating. He is an active pi/of using general aviation for business ondpleasure for 23 years and is a/so an ABS board member. He flies an A36 and is amember of AOPA and EAA.IF YOU HAVE A MEDICAL QUESTION. SEND ITTO:American Bonanza SocietyAttn: Aeromedical NewsPO Box 12888. Wichita. KS 67277Fox: 316-945- 1710 or e-mail to QUESTIONS OF THE MONTHTreadmill testQ. I am coming up on my fifth month since I had a stentput in my heart arrery. When do I get my treadmill test?A. You should wait until a date six months after the insertionof the stent. I have heard of pilots getting the treadmill testbefore that and having to repeat it because the AMCD wants asix-month waiting period after the procedure.Also, you are required to get a routine stress test. It doesnot have to be a thallium test unless your physician requests itor feels it is necessary. Check with your AME if any questions.Colon polypsQ. I recently had a colon scope exam. This was routinebecause of my age. They found two polyps and said they werenot cancerous. How do I report this?A. On Form 8500 you would report it under item l8x. In thespace provided for explanations, you can write down that youhad the colon polyps removed and that they were not cancerous.Also under Section 19 you should answer "yes" and put the dateof the colonoscopy, the doctor's name, address and specialtyand that you saw himlher for a colonoscopy.Asthma concernsQ. I have mild asthma, mainly when I'm around cats andsome houses with mold. I just take an occasional puff on aninhaler before I go to houses that have pets or might be old andhave that musty smell. It asks about asthma on the form.Should I be reporting this?A. Si nce you have what sounds like a mild form of asthma,you should mark item 18f "yes." Explain the symptoms toyour AME and note them in the explanation section. The FAAmay want to see some breathing tests that check the function ofyour lungs, or a report from your doctor that prescribes theinhaler.U you only have to take it preventively and have never hada serious asthma attack, my experience is that your AME wiUprobably be able to certify you. Your AME may want to consultwith the Regional Flight Surgeon or with AMCD. If you getyour certificate, I suggest not flying with cats or in Bonanzasthat have been stored in a barn for several years.Antibiotic usageQ. My doctor is treating me for chronic prostatitis withBactrim, an antibiotic. He says I may have to take this for severalmonths. Is this medication a problem for flying? Is chronicprostatitis disqualifying?A. You should be able to act as PIC while taking theBactrim. As wi th any medication, you should take it for a trialperiod to be sure you do not have any side effects that wouldaffect your piloting skills.Bactrim can sun-sensitize some persons, so be wary oflong sun exposure as you might get a skin reaction. Otherwise,it should not be a problem.You should report the chronic prostatitis at your nextAME exam under item 18 (Medical History) and 19 (Visits toHealth Professional). Chronic prostatitis controUed with justan occasional use of the antibiotic should not be disqualifying.

American---n---­BonanzQSocietLOOKING FOR LEADERSABS needs the best and most diverse leaders to step up and contributetheir time and talents to the great and still unfolding history ofour organization,If you are in a position where you can help guide ABS over the nextfew years, let it be known that you are seeking a seat on the nine-personBoard of Directors, Ask on ABS member-friend to submit your name fornomination or- don't be shy- you can nominate yourself. Those whobecome directors will find it a memorable and worthwhile experience,Three directors are at the end of their first three-year terms­Charles S, Davidson, MD. (Area 3), Bill Stovall (Area 6), and Arthur W.Brock (Area 8), Each has indicated an interest in standing for reelection,Nominations are being accepted for the fo llowing bylawsdesignatedareas:AREA 3 - Alabama, Florida, Georgia, North Carolina,South Carolina, Tennesseee, Virginia,AREA 6 - Arizona, Colorado, Idaho, Kansas, Montana,Nebraska, Nevada, North Dakota, South Dakota, Utah,Wyoming,AREA 8 -The Southern California counties of SantaBarbara, Ventura, Kern, San Luis Obispo, Los Angeles,Orange, Riverside, San Diego, San Bernardino andImperial, plus Hawaii.The Nominating Committee will report its list of nominees to theSociety'S Secretary by January 1, 2006, with the announcementpresented in the February '06 ABS Magazine_Duties and responsibilitiesDirectors serve dual posts for the American BonanzaSociety and its nonprofit Air Safety Foundation, A term isthree years, with a maximum of two consecutive terms,The Board meets three times a year for two-day meetings(usually Friday and Saturday), Activities include settingthe strategiC direction of the Society and working with theexecutive director and staff to implement strategies, goalsand objectives,Officers are elected by the Board each year, and thepresident mokes a variety of committee aSSignments to thedirectors, These include the convention, membership, technical,legal/legislative, media and others,QualificationsABS directors must hold a pilot certificate and a currentmedical. The Board has always been comprised of peoplewith diverse backgrounds and capacities, and there is nobylaws requirement for directors to have any particular aviationor business expertise,There is a bylaws restriction that states: "No officer ormember of the Board of Directors shall be an employee oragent. directly or indirectly, of any firm or corporation conductingthe business of manufacturing products sold to thegeneral aviation trade,·Serving as a member of the Board can be a rewarding,enjoyable experience, but it does take time and commitmentwith no pay, However, directors are reimbursed for Societyrelatedexpenses as set forth by policy or approved by thepreSident,Submit nominations by November 15Nominations should be received no later thanNovember 15 to allow the Nominating Committee time toconsider each candidate prior to the January 1 report to theSecretary,You may nominate yourself or another ABS member.Nominations must include the name, address, phone, faxand e-mail; a current photo; information on present and previousbusiness, professional or technical experience; educationalbackground; aviation experience (especially withBonanza-type aircraft); and a description of any other talentsor capabilities that would be of benefit to the SOCiety,Send nomination materials to:Executive Director Nancy JohnsonAmerican Bonanza SocietyPO Box 12888Wichita, KS 67277Page 9267 www_bonanza _org ABS October 2005

JacketsOakmont JacketMicrofiber lightweight jacket, soft feel that resists water-marki ngand wind . Colors: Cypress, Black, Mushroom. Sizes S-XL.No. 2010 $57.00Compass JacketLined medium-weight jacket, repels rain and wind. Zipperedwind flap detail, lined with moss green, stand-up navyblue collar, with self-fabric, fold-down collar. Snaps onfront and cuffs. Colors: Khaki, Red. Sizes S-XLNo. 2050 $75.00SweatshirtsAvailable in Grey wired and blue design; Navy wired andwhite design; Red wired design; hunter green wlgolddesign. No. 1700 $28.00Jewelry for the LadiesI love Flying Pin Crystal and red sparkling stones declareyour passion. No. 8000 $15.00Airplane Pin Contemporary airplane shape in lustrousgold. No . 8007 $7 .50low-wing Airplane Pin Golden pin encrusted withcrystals "dancing" over it. A lovely conversation piece.No. 8002 $10.00Ribbon loop Earrings Studs support your choice ofairplane replicas. No. 8110 $15.00Dangle Earrings Your choice of detailed airplanes ongolden hooks. Specify V-tail, straight tail, or Baron.No. 8100 $8.50I love Flying Earrings Lightweight white enamel hookearrings with red heart design. No. 8001 $7.50Aircraft Silhouette Hook earrings. No . 8006 $6.00Phone: 316-945-1700 FAX: 316-945-1710Web site: www.bonanza.org E-mail: bonanza5@bonanza.org

EVACUATING A BARONABS member Robert Evans of New Orleans.Louisiana. had entrusted me to babysit his E55through the installation of a Garmin GNs-480. someradar repairs. some maintenance and a new paintjob. When hurricane Katrina hit. Robert·s airplanewas safely enclosed in the paint shop hangar. atFlying Colors in Leesburg. Florida. I was sche duledto deliver it to him in New Orleans on September 1.The job had not been going well. mostlybecause of "bad paint days' (rainy). But things suddenlyturned really critical when Katrina hit. I couldnot get Robert on the phone. but he could occasionallyget to me by relaying through a friend ofhis in Houston.Rj0bert indicated he'd sure like to have his airplane back,because he had evacuated from his home and his office. n uptown New Orleans to escape rising water. He wastrying to get to Baton Rouge and would let me know if hemade it!Meanwhile, I dispatched to the paint shop to do alii couldto speed up completion. By the time I arrived in Leesburg, thepaint shop had three mechanics and helpers putting in stainlesssteel screws, touching up paint glitches and cleaning up.I finally left the paint shop at 7 p.m. with an absolutepromise the airplane wou ld be ready for flight by seven thenext morning. I truly was less than confident that it would bepossible for them to have it finished, signed off and the weightand balance verified by sunrise.When I arrived at Leesburg at 6:45 the next morning, surprise!The airplane was ready and the chief mechanic hadspent the night on a couch in the hangar so he could inspect itwith me and help push it out of the hangar.A low, broken layer hovered overhead, with intermittentrain showers in all quadrants. (The last thing 1 wanted to dowas run a fres hly painted, but not-yet-cured Baron, throughthe rain !) After fueling and a very thorough preflight, I wasready to launch by eight.Robert called to assure me he had successfully made it toBaton Rouge and had spent the night at the Louisiana AircraftFBO at BTR, sleeping on a lounge chair he brought with himfrom New Orleans. He was extremely gratified that I wouldsoon be on my way.I avoided flying through most of the rain by some veryaggressive deviating. Later in the flight, as I approached theFlorida/Alabama line, Air Traffic Control began to deviate mesome more. I got three different changes in routing in aboutthree minutes!Finally, I was told that nonemergency traffic acrossMississippi and Louisiana was not allowed south of V-222(Monroeville, Hattiesburg, McComb). Hattiesburg Airport wasbroadcasting they were closed to all except emergency andMEDEVAC traffic. There was a steady stream of Lifeflight helicoptersand fixed-wing traffic going in and out.Nobody could tell me if Baton Rouge Airport was stillaccepting nonemergency traffic! After being vectored backand forth across the Mississippi River five times, I was turnedonto the Back Course Runway 4 approach.The Louisiana Aircraft FBO was a zoo. There were atleast 30 helicopters-mostly news and survey types buzzinglike bees. Fixed-wing airplanes of all types, ranging from G­fi ves to Super Cubs were going and coming. We were refueledright away, but it took nearly an hour to fight our way to thefront desk to pay for our fueLThere was a brace of cadaver-sniffing dogs and their handlerswaiting for helicopter transportation into the city. Therewere uniformed people from every conceivable federal , state,county and municipal government milling about. As aviationpeople are, everyone was calm and courteous to the staffworking behind the FBO desk. One of the FBO ladies wasbaking a steady supply of cookies and refueling the popcornmachine to keep all those who had no way to get to more substantialfood from going hungry.We were finally able to depart at about noon. The fli ght todeliver me back to my truck in Leesburg was uneventfuL Igave Robert a ride to the nearest McDonalds where he wolfeddown a chicken sandwich. When 1 left him back at the airport,he was pre flighting his beloved Baron to get "as far away fromwind and storm water" as he could before sundown.BACK TO AVIONICSAt the convention avionics seminar, in a discussion ofthe integration of avionics in your airplanes, I purposelydid not interject much structure mto the presentanon,desiring to let the group lead us into "a knotty avionics integrationproblem" such as those we are faced with every day.Picture this, for instance: A customer calls or walks intothe shop with a 1970s' vintage F33N35. It has a BendixKMA-20 audio panel, a pair of Bendix/King KX-170nav/coms, a KNS-80 Area Nav, a BendixlKing KR-87 ADFand a Bendix/King KT-76 transponder. Behind the panel is aremote encoder and a single-scoop cooling duct from the sideof the airplane.All of that is driving a PN-I OI HSI (#1) and a King KJ-

202 CDI (#2). The whole thing is feeding a Century ill aUlOpilotwith altitude-hold, but the autopilot sometimes takes anexcursion in either pitch or heading for unexplained reasons.This was considered a very good avionics suite in its day.What this panicular customer would like to have is: AGarmin or PS Engineering audio panel with a six-place intercomand maybe satell ite music or DVD player; a Gannin MX-20 multifunction display, a Gannin GNS-530 with terrainavoidance and a GNS-430 with remote stormscope and traffic;a new Gannin GTX-330 Mode-S transponder.He also says he wants to replace the HSI with a newSandel EHSI or maybe a Bendix/King EHSI-825. And finally,to round out the picture, he wants a new autopilot, like, say, aSTEC-55X with GPS steering and altitude capturelhold tosmoothly guide him on hi s way.My recommendationsOK, I say, to stan with, the KMA-20 has to go. "Why?Gosh, it's working perfectly and there's a two-place intercominstalled."Well, for one thing, looking ahead to when features suchas aural warnings of terrain or traffic are installed, the KMA-20 does not have an unswitched audio circuit. (The later modelKMA-24 does.) What this means is, either now or down theroad if you want a voice warning or a "barking dog," as someairline pilots call it, you will not be able to get it through yourheadset. We can wire it to play through the cabin speaker, butwhy not do it the right way while we' re doing it.Moving on down, the KX-170s need to go to make roomfor the new MX-20 multifunction display. If by now my customeris not suffering from sticker shock, I'll suggest keepingone KX-1 70 as the #2 NavCom. Then I'll tell you that if youdecide to keep the #1 KX-170B, we can use a splitter on yourglideslope antenna to give you dual ILS/glideslope capability.Now, if you are a Baron owner and want radar on yourMX-20, the only radar compatible with the MX-20 is theBendix/King RDR 2000 family of digital radars. Most vintageBarons from the 1970s have the older but more powerful analogradars, such as the Sperry, Collins or BendixlKing units.More recommendationsI usuall y recommend replacing the King KNS-80VORlDMElGLlDESLOPElRNAV with the Garmin 430 or480. Dimensionall y, they are the sanle size and fit into thesame space in the panel. You'll lose your DME, of course, butthe GPS units wi ll provide DME-like distance measurements.And we may as well take out the ADF. The GPS unitshave every ADF-outer marker locator stored in their database,so they can be navigated to if needed. In those areas that usethe ADF transmitters to broadcast ASOS or related information,you' ll lose that capability.The decision on whether to go for a Garmin GNS 430,480 or 530 is dictated more by size of the unit and price thanby differences in capability. The GNS-480 arrived at Garminfrom its former manufacturer already loaded with WAAScapability. Gannin plans to incorporate WAAS next into theGNS-530, and "sometime later" into the GNS-430.Planned improvements to the Garmin family of GPS/multifunctionunits clearly point to the GNS-530 as the "flagshipunit" of the three. All are capable of displaying Mode-Sderived traffic data and stormscope weather. With the arrivalof the Garmin 'GDL-69 data receiver, all are ab le to receiveand display NEXRAD satellite-transmitted weather.If any confusion is present here, to repeat, the MX-20 is aMultifunction Display only that also requires an input fro m aGPS to do its magic.What about the transponder?The presently installed one is probably a King KT-76 anda remote-mounted encoder. Why should we replace it if it isworking? Well, if you are really that attached to it, then we canleave it and save some of what promi ses to be an astronomicalavionics bill.So why change it? The FAA has shut down some of theirMode-S receiver-transmitter sites due to lack of funds.However, in the long-range scheme of things, Mode-S is stillcoming. In those areas that are still Mode-S capable, it givesthe airplane the ability to see limited transponder-equippedtraffic. I'll explain the differences between Mode-C (such asthe KT-76) and Mode-S (such as the GTX-330 or the King KT-73) when we have more time and space.Due to time lost in fl ying to Baton Rouge yesterday, I'mout of time to get this to the editor to fill my slot in the magazine.I'll plan to finish this project next month, where we' lltake up the interface with the gyros and the nuances ofinstalling a new autopilot in an existing airplane.For you who were unable to attend the convention, especiallythose who were victims of the hurricane, I'm reallysorry. I hope next year goes better for you. Meanwhile, ourprayers and thoughts are with you as you struggle through therecovery period.Jim Hughes of Orange City, Florida, is the former chief pilot, corporate aviation forEmbry-Riddle Aeronoutical University. He now heads Marketing & ProfessionalServices, Q consulting firm specializing in flight support and avionics integration.His ratings include ATP and A&P licenses and type ratings ranging from Boemg10 Sikorsky helicopters. He has more than 22,000 hours, including more than3,()()() hours in Bonanzas, Barons, Dukes and Kmg Airs.

INTERIORSTHE INSIDE STORYPART IVBY DENNIS WOLTERAIR MOD. CINCINNATI. OHIOIf you were with me last month, youknow the design is fi nalized, thepunch list is completed and thematerials are selected. The next stepmay not be as visually exciting, butis definitely one of the most importantdesign steps we take to develop an optimuminterior.ErgonomicsSince you physically relate to yourairplane through the seat you sit in,making the flight station as ergonomicallycomfortable and functional as possibleis extremely important. It's timenow to take the numerous ergonomicmeasurements to ensure the best fit possiblebetween the airplane and its users.Fortunately for me, my first jobafter college was working in the medicaltraining film department at theUniversity of Cincinnati MedicalCollege. One project we did thereinvolved making cinemascope X-rays(X-ray movies) of people walking, sittingand standing, allowing us to seehow the body structure articulates indifferent positions and doing varioustasks. One of the many things I noticedabout a person sitting in a straight-backchair with no lumbar support was thattheir vertebrae became misaligned intheir attempts to get comfortable.Some of this orthopedic informationI picked up has really paid off inmy aviation career. When you becomeuncomfortable and begin to squirm inyour airplane seat, you are subconsciouslychanging from one musclegroup to the next until all of your musclesare tired.In a nutshell, if your skeletal tructureis held in its proper position by theseat you are sitting in, your muscleswon't have to work to hold you in thatposition. Obviously then, the design ofa seat and foam shape is critical to comfort.And pi lot comfort is a major factorin fatigue control and flight safety.Remember, the hard part of flying usuallycomes last. You want to avoid beingtired or in pain when you're shoolingthat tedious approach.Fitting a seat to a person can be donein one of two ways. If the person is ofnonnal stature (5' 2" to 6' I ") and has nophysical anomalies such as fused vertebraeor scoliosis, we can use the standardmeasure-of-manseat that is in the Beechcabin mock-up we keep in our office, andwhich many of you have probably seen inmy booth at conventions.With the customer sitting in thatseat, we add (if necessary) additionalfoam shape in various places, makingslight adjustments until the customer iscomfortable. Multip le dimensions andmeasurements are taken to completethis full ergonomic study of the personin the airplane. The seat, armrest andglareshield are all factors.It sounds like a daunting and complextask, but it is actually quite intuitiveand simple. The process really justinvolves cutting to fit and adjusting forcomfort. The goal is for the customer tobe comfortable with the shape of theseat and the position of the armrest, andbe able to see without difficulty over theglare hield as well as see and reach allinstrumentation and controls.A word about the "standard measureof man." Periodically, an ergonomicstudy of the US popu lation is taken andthe re ulting data analyzed to establishthe physical dimensions of the averageAmerican. This standard measureallows manufacturers of automobiles,furniture and other commodities tobuild production items that fit 90 percentof the people who are likely to buythem. At my shop, we most often custom-buildthe pilot seat for the ownerpilot,and fabricate the remaining cabinseat to the standard measure of man.If a person is taller than 6' I "or hasFitting a customer to his partiallv foomed seat.a special medical condition, we askthem to allow additional time for us tore-sling their seat and build the foambefore they leave. While the customer issitting in his airplane, we then cut ourfoam and install lumbar, thorax andthigh supports as the customer gives usprogress ive feedback. We continue unti lwe are assured by the customer of correctgeometry and approval.What a benefit that all of this takesplace before we actually cut or sew anyupholstery. For those customers withback issues, we've even made use of alateral X-ray as an aid in coming upwith a correct and comfortable seatbuild.Due to the fact that most Beechseats are mounted directly to the sparand for all practical purposes don 't havea height adjustment, a very tall personmay require a quite radical approach tothe seat build. We're not miracle workers,but a surprising amount of adjustmentandlor modification can be done tothe seat bases, seat backs, foam build,armrests and even headl iners to squeezeevery inch out of these cabins. We'llcover this in more detail later.Taking InventoryWith that behind us, it's time tofocus on the airplane itself. The firstthing we do is taxi it to the avionicsPage 9270www. bonanza.orgABS October 2005

shop on our fie ld for an a sessment ofcurrent conditions with radios. vacuumsystem, alternator, lighting, etc. Thinkof everything that will be affected bybuilding, unhooking and movi ng thingsaround. One loose wire or clamp andsomething won't be working at the endof the job. Everything is recheckedwhen the interior is completed. helpingensure a trouble free delivery.The point is, even if you're doingyour interior yourself, it makes sense tocheck all of this at the onset of the project.You have an ideal time to troubleshootand repair a problem when theinterior is opened up, and imagine howyou' ll feel if you finish your beautifulnew interior only to discover a problemthat requires removal of newly insta lledcomponents.OrganizationInte ri or renovation is usually afour-to-seven -week process, and thingscan get confusing and items can becomelost if you 're not well organized. Ourfirst step is to secure the aircraft's documents,flight manual and logbooks.Then we box, tag and safely store anypersonal items the customer may haveleft. If you are taking your airplane to aprofessional shop to have a new interiorinstalled, it's best to remove your personalitems and keep them safely athome-peace of mind for you and lesstrouble for the interior shop.Those tasks out of the way, wemove on to parts and components. Thesystem that works best for us involvesthe use of various sizes of plastic storagebins and tubs. One wi ll be markedfor and contain all headliner components,one for side panel parts, one forfloor parts and so on. We often put intricateand small subassembly parts inlabeled zipper bags before putting in theappropriate tub. And we are sure wehave a place set aside for large and delicatepieces, such as plastic trim components.(Take this fro m a guy who onceacc identally stepped on a $400 windowframe! Live and learn.)We always keep a disposable cam-era at each project location to recordprogress as we go. This camera is ultimatelygiven to the customer. Memorybeing what it is. we also take digital photosof how things are originally installedthat might be helpful to us weeks laterduring reassembl y. The digital camera isalso a great commu nication tool to showan out-of-town customer an unexpectedproblem or condition.As components are being removedfrom the airplane, each is evaluated forneeded repairs or replacement. With theairplane completely stripped out, everycomponent, structural member and visiblesystem can be checked, and requiredaction outl ined accordingly.We obviously have our own inhouseforms for this' purpose, but ifyou 're doing the work yourself you' llhave to come up with some method tokeep the project organized. (It's easy tooverlook something in the course of alengthy project).Our formal teardown report containsa record of the discrepancy inques tion as we ll as a customer'sresponse when we call back to get eitherapproval for the repair or a request todefer the work.Look over the list of items we typicallyencounter during the course of athorough interior renovation.Also included with this article arephotos of some of these problems.Discrepancy list with cuslomer's response.Space for photos is limited, soyou' ll just have to imagine what someof the stuff looks like. And yes, it'strue-we really do see all of thi s!TYPICAL ITEMS FOUNO IN ANINTERIOR RENOVATION PROJECTSEATSCrocked or broken fromesWorn trocking rollersWorn or inoperotive seot recliningmechanismsWorn seat trocksMissing or incorrect seat stopsImproper seot belt attachmentsfrayed or deteriorated seot belts andshoulder harnessesSIDE PANELSTorn or deformed side panel backingCrushed or torn composite side panelsDamaged aluminum mounting roilsDamaged armrests and mountingsOld unused wiring not removedfLOORSNo spor crock checksDamaged or deteriorated floorboardsIncorrect hardwareDirty belliesOil·sooked wood floorboardsNeglected components under thefloorboards (cables. hoses. etc.)Missing or torn landing gear retroct rodbootsTorn, deformed or missing spar coversCollapsed heat ducts and plenumsCorroded floor structural componentsCABIN TRIMDeformed, brittle or crocked plastic trimDeformed or crocked gloreshieldsPoorly fining componentsHEADLINERTorn metal backing panelsfoiling air outlet nozzlesDefective cobin lighting componentsImproperly installed antennas and wiringDamaged air ductingWINDOWS AND DOORSLeaking windowsImproper sealsPoorly installed sealsMisodjusted wind lace cordsOut-of-odjustment or worn door latchesWorn or damaged hinges and stopsYears of door seal glue build-upImproper point on doors and jambsDamaged or bent doorsABS October 2005www.bonanza.orgPage 9271

CorrosionThe big item nor included in the liston the previous page is corrosion damage.I hate the fact that we in the interiorbusiness now find ourselves in thecorrosion-removal and prevention business.The major reason for this is neglect.There are a lot of maintenance peopleout there who are simply nor pullingout the interior components for properinspection, cleaning and lubrication ofeverything that is unseen.Almost every pre-1975 Beech airplanewe have worked on lately hasrequired 20 to 40 hours of prechromatingclean-upWe bill this work at halfshoprate, but it can still total $600 to$1,200. With proper maintenance andstorage, the problem can be avoided.(For your reference, we did a three-panseries on corrosion in the May, June andJuly 2003 ABS Magazine that goes intothis subject in great detail.)With everything removed, disassembled,inspected and written up. it 'stime to call the customer and conveyour findings. Most jobs generate a discrepancylist of 15 to 20 items that canadd 10% tol5% over the bid price. Let'ssay a new interior in a '62 P35 is$15,000. It's likely there will be $1,500to $2,000 in additional charges forunknown conditions or unpredi ctedrepairs.RealitY checkConsidering the age of most of ourfleet, it's impossible for any shop to predictthe exact cost of a thorough interiorrenovation. I'm certain you wi llencounter many policies and pricingstructures at the various interior shopsBroken seatback frame.Damaged side panel backing ponels.Improper seat belt attachment hardwore-correctaircraft structural hardware and spacer shown inupper left circle.Worn seal rollers.Even though the spor crack AD was signed off in the logbooks, there is no evidence of it hoving been performed. The spar is cleon but some dye penetrant should still be visible if it had been done.Page 9272www.bonanza.org ABS October 2005

out there. We have struggled over theyears to come up with a realistic way tobe fair in our pricing.In the early '70s, I included eighthours of repair time in each bid to coverthe unknowns I have outlined above. Itdidn't take very long to realize the fallacyin that concept. There is simply toogreat a variation in the cond itionbetween one equally aged airplane andthe next.I think you should be somewhatleery of any shop that sticks to a fixedprice for an interior. If you want the jobdone properly, that approach simplycan' t work. Those conditions and discrepanciesthat cannot be predicted inadvance should be handled on a "time &materials" basis.You're probably beginning to wonderhow much more I can expound oninterior renovation before I actually getinto imerior renovation! It should beclear by now that there is so much moreinvolved than just choosing the rightpiece of fabric and carpet.This is a multifaceted discipline,and a succes ful outcome is the resultnot only of some careful planning, butalso an understanding of how manyseemingly unrelated issues are significantfactors in the execution of a qualityinterior. Bm we won't put off the realwork any longer!In the next installment, we will definitelybring out our tools, scissors andfoam knives and dig into the project.Staning with the fabrication and modificationof your seats, from repair tobuild-up to final upholstery, we willbegin to see the evolution of that dreaminterior in every detail, every step of theway. Until then, fiy safe!Dennis Wolter is on A&P.IA and a 3,(J()().hour instrumentpitot who storied Air Mod in 1973 to bringinnovative design and high-quaJiIy renovations tothe general aviation market. Dennis, his wife Cynthiaand 10 dedicated employees complete about 40renovations each year 01 their facility on the eastside of Cincinnati. Dennis has 0 degree in industrialdesign from the University of Cincinnati.Damaged and ftommoble oil-sooked floorboards (at bottom) and new composite floorboards (at top).Heot-damoged plastic windshield trim.Deteriorated and poorly repaired fresh air ducts.Corroded floor structure and dirty belly.ABS October 2005www.bonanza.org Page 9273

"HEY, CAN YOU SAVE MESOME MONEY ON MYAIRPLANE INSURANCE?"BY JOHN ALLEN. FALCON INSURANCE AGENCYOver the years ['ve attended many aviation eventswhere Falcon Insurance Agency has an exhibit togreet our customers and welcome new prospects.One thing I can always count on is having folks stop by toask if Falcon can save them money on their airplaneinsurance.The quick answer is yes. However, it's not how much wecan save them, rather the more important answer is how weare going to do it.It's easy to lower one's insurance premium. All you haveto do is reduce your insurance coverage. By comparison, ifyou want to save money on gas, buy a smaller car that usesless gas. The problem is that when you move down, you aregiving up something.With insurance, when you give up coverage you mayfind it to be just like riding in an econo-box car-a littleuncomfortable. There are ways to reduce your airplane insurancepremium without making yourself uncomfortable withyour level of protection.Here (Ire sOllie thoughts all (lchievillg your goal of lowerpremiums lVithoLlt leavillg yourself sellli-liaked to the risks ofan uninsured or lmderinsLlred loss.Number aile: Deal with an agent with knowledge andexperience in the aviation insurance industry. A sldlledagent can help you customize your coverage to fit the flyingyou are doing. (Know who you are dealing with andmake sure they know what they are doing.)Number Two: You and your agent must know what aviationinsurance companies are looking for and how youraccount can be presented to get the best price. (Remember,airplane insurance is mostly unregulated when it comes torates, which means insurance underwriters have the latitudeto fluctuate thei r rates based on the risk presented tothem.)Number Three: Become sufficiently involved in theprocess to be sure that you, your airplane and the kind offlying you are doing are what the insurance companies arelooldng for. Upgrade yourself with additional training.Improve your airplane by adding shoulder harnesses, newignition wires or advanced avionics. It will make adifference!Let's break down these pointsOne of the major reasons the American Bonanza Societyappointed Falcon Insurance as the official agency is our 26-plus years of arranging insurance for general aviation pilots.The two most important ingredients in being a successful aviationinsurance agency are experience and reputation.At Falcon, our specialists are not only licensed agentswho specialize in aviation insurance, they are also pi lots whounderstand the type of flying different owner-pilots aredoing.From low-time pilots transitioning into more advancedairplanes to highly sldlled pilots with bundles of hours flying,we know the marketplace, and it's our job to stay on top ofthe ever-changing aviation insurance environment. We willnot let you under-insure your airplane or buy less insurancecoverage than you need.U you are looking to reduce your insurance coverage wewill discuss the options with you so you have a clear understandingof the pros and cons. Regardless, we will not let yousimply drop insurance coverage without fully understandingwhat you are buying. In addition, our reputation in the market-whichwe hold as extremely valuable-allows us tomake sure our clients are always getting the right airplaneinsurance at the best price.Do you know what the aviation insurance companies arelooldng for? Probably not, but that doesn't mean you arehopelessly at the mercy of the underwriters.We know that some insurance companies are not particularlykeen on pilots without an instrument rating or pilotswho do not fly very often. At the same time, we also knowthe companies that will offer lower rates for pilots who attendrecurrent training programs and maintain their instrument ratingor obtain more advanced ratings.It's our job to search out the best coverage for you at thelowest price. Further, we always recommend pilots upgradetheir experience through additional train ing and upgrade theirairplanes by adding to their value with upgraded avionics andother advanced equipment.Options are availableYou have a lot of options when it comes to the airplaneinsurance you buy. You get one promise when you place yourairplane insurance in the ASS Aircraft Insurance Plan: Youwill get our best effort and nothing less.Give Falcon and the ASS Plan a call. We'll make sureyou 're not disappointed in our professionalism or commitmentto meeting your airplane insurance needs. Call us at800-259-4227.

GENERAL AVIATION NEWS-- - -- -~ - - - ~ - - --FAA to require replacement of all fLTs by 2009The Cospas-Sarsot Program has announced ptans to terminatesatellite processing of distress signots from 121.5 and 243 MHz emergencybeacons on February 1. 2009. Users of the system wilt have toswitch to emergency beacons operating at 406 MHz. which are morereliable and provide search-ond-rescue agencies complete informationthat they need to do their job. in order to be detected by satellites.Reasons for the Cospas-Sorsat program to discontinue use aredriven by guidance from the International Maritime Organization (IMO)and the International Civil Aviation Organization (IGAO).These two agenciesare responsible for regulating the safety of ships and aircraft oninternational transits and handle international standards for maritimeand aeronautical search-ond-rescue missions. In addition. 121.5 MHzfalse alerts inundate search-ond-rescue resources that impact the effectivenessof lifesaving services.Individuals who plan to buy a new distress beacon (ELT) may wishto take the Cospas-Sarsat decision into account. For further information.see www.sorsof.nooo.gov.Browning heads Flying PhysiciansFrank W. Browning. MD. recently was elected president of the FlyingPhysicians Association (FPA). He has been on ABS member since 1987.is an instrument-rated pilot with an F33A and more than 4.500 hours offlighttime.Or. Browning is agraduate of GeorgetownMedical School. Hebecome an AviationMedical Examiner in1979. and is currently aSenior AME in DaytonaBeach. Florida .FPA is an internationalorganization oflicensed. multi-specialtyphysicians who orelicensed pilots. Theassociation is dedicated to promoting safety. education reseorch andhuman-interest projects relating to medicine and aviation. For moreinformation. visit www.fpadrs.org.written, the 256 pages capture the journey in enough detail to satisty aBeech pilot. yet in language enticing to nonpilots as well.Ordering information for "The Sky's No Limit" and a review of thebook by the late Bob Reiss, ABS member and fellow race participant. areat www.earthrounders.com/nolimit.html.Angel Flight AmericaAngel Flight America is a national organization dedicatedto serving people in situations of compelling need by arrangingfree air transportation from volunteer general aviation pilots.Angel Flight passengers are never charged for the flightsarranged by AFA and provided by generous volunteer pilots.For more information, to donate and to volunteer servicesto AFA. visit www.angelflightamerica.org or call Angel FlightAmerica Hurricane Disaster Response Headquarters at 1·800-989-2602. -@-This photo was taken looking upward from theground into the forward part of the nose gear well.You are lookjng at the steering linkage and thestrut for the nose gear. Can you see anything thatis wrong? (See page 9280 for answer.)•The Sky's No Limit: 'Round the World in an A36By Herbert HalperinAt age 73. Herbert Halperincrewed on A36 Bonanza with WillieTashima in the 1994 Arc en Ceil'round the world air race. "The Sky'sNo Limit" details this flight frominception thraugh end. includingbird strikes. GPS outages over theocean, instrument failure. weatherdiversions and severe icing thattemporarily separated these pilotsfrom the race's support network.Heavily illustrated and artfullyABS October 2005 www.bonanza .org Page 9275

HARTZELL PROP &E-SERIES ENGINESAlthough I have published the diagnostic procedurefor determining the root of a problem witha dome-type, governed Hartzell propeller installedon an E-series engine in prior issues of the ABSMagazine, here's another go at it in this missive.I am quite amazed at the number of our memberswho do not have the back issues of the magazineor the CD-ROM to refer to when encounteringa problem with this system.This article will or should take one through the process ofpmnll1g down a problem in this prop system. However,one should also obtain and read a previous article on thesame subject which begins on page 6489 in the November2000 ABS Magazine and a related article that followed in theDecember issue. Perhaps the slightly different phraseologyused in the earlier articles would clarify, to some, informationin this article.This propeller and the necessary accessories needed tomake it work properly are really a very simple and cleverdesign. Hanzell has managed to fit a hydraulically controlledpropeller to an engine that was never intended to operate withthat sort of a system.However, it does require that all the components be inproper condition, and the engine modified as per Hartzelldrawings and instructions. If those conditions are met, the systemoperates exactly as we would like it to. That is, we are ableto get full takeoff rpm at any time; the selected governed rpmremains steady at any selected allowable setting; the oi l transferunit (OTU) does not leak an oil spray onto the windshieldin flight; and we are not paying some mechanic not familiarwith the system to "shotgun" the fix , if a fix is needed.For the above to happen, the owner of the airplane (that isyou, friend) must know at least the basics and, better yet, theintricacies of this installation. It is not that one needs to knowhow to overhaul the governor, but one needs to be able todetermine if the governor needs overhaul or bench-checking.The same goes for the oro and the T-drive.There is a test of the equipmelll that //lay be dOlle for eachmalady that confrollIs the mechanic attempting to find thesouree of the problem.Find source of problemThere are a number of situations that may cause a problem.But hopefully the cause of the problem is simply that theparts have served enough time and given enough trouble-freeservice that they are just plain worn out.Another is that one component has been removed, possiblysome repair work done on it, reinstalled and now the systemdoes not work as intended. Or the engine and all the accessories,prop system and everything else were overhauled andnow the system does not perform correctly.TestingIn any case, to pin down the problem, the troubleshooter onthe project must do a test or two. Most mechanics will simplysay, "It's the governor. We should send it off for a bench checkor overhauL" That may well be, but if the tests are not done, itwould be pure luck if the problem were fixed by that method.Before and during any testing, one needs to determine thatseveral conditions are met, per the Hartzell installation instructionsas detailed below. All of these would need to be done onlyon a newly overhauled engine or an engille that has had someamount of repair 1V0rk dOlle, or one that is being convertedfrom the Beech 215 prop to the Hartzell system. If the propellerhas been operating normally and a problem shows up afterwork is done on only some component of the propeller-andno work has been done on the engine-the fo llowing itemswill not be a factor, or rather, they should not be a factor.OK. here we gO ...Determine that the normal crankshaft seal (normallyinstalled at the front end of the engine) is not installed. On theBonanza "dry sump engines," this seal is now at the front endof the OTU. (Per Hanzell Service Letter, there should only beone seal installed, not two as was done in the past years.)If this normal crankcase seal is left in place, the OTUhousing will be pressurized to 225 psi and may force the sealin the fro nt of the housing out of the housing, causing rapidloss of all the engine oil.Determine that the shaft seal normally installed in thelower left accessory drive shaftgear adapter (where the T-driveis mounted) is not installed. This seal is now installed at therear of the T-drive where the fuel pump is now mounted.Determine that if a repair bearing bushing has beeninstalled at the front end of the lower left accessory shaftgear (thebushing is a press fit into the front wall of the accessory case), anannulus groove has been provided in the bushing so adequate oilsupply is fed to the governor through the shaftgear.The original bearing at this location was machined in themagnesium accessory case and an annulus groove was provided

Ball valve~OAllll/8 (1 .25)" HOlES fOR all O'RAINBACK'ELEVEN O'CLOCK'OIL SUPPLYHOLE TO T DRIVE -Swivelfitting~t300PSIGAUGE_ REARFORWARD _SPLINED TDRIVE SOCKET ---SHAFT GEAR -------PROP GOVERNOROIL ORAINBACK -HOLE (4):NOTTO SCALEDrawing #1ENGINE PRESSUREOIL SUPPLYSECTION THROUGH SHAFT GEAR AND SHAFT GEAR ADAPTER(drawing #1). I have purchased these repair bushings fromContinental and they did not have the annulus groove, only asmall oil inlet hole drilled through the sidewall of the bushi ng.Necessary toolsThere are three dedicated tools needed to test and work onthis system along with the normal array of hand tool s found inany mechanic's tool collection.TOOL # I is the test gauge and valve setup as shown in thedrawing. These components are available at any good hardwarestore and/or hydraulics store that sells 37-degree flare fittings.TOOL #2 is the necessary fittings to be able to connect astandard cylinder differential pressure gauge (the one used tocheck engine cylinder compression readings) to the inlet of theOTU.TOOL #3 is a wrench that filS the propeller retention nut(drawing #3) and a torque wrench which, either by itself or withthe necessary extensions, will allow us to torque the propellercrankshaft retention nut to 300 foot pounds of torque, which iTool HIPrOp wrench fabricated by theauthor from .75-inch-thick aluminumstock. The wrench bladesore .995 inch wide with an out·side diameter of 2.75 inches. Theinside diameter is 2 inches with a.75-inch·square hole broachedthrough for driving with a .75-inchdrive torque wrench.A suitable wrench may also befabricated from a piece .5-inch·thick steel tlatber 1 inch wide and Drawing #3 ( Tool #3)3 inches long with a large nut(1.125 inches + hex) welded in the cenler of the bees length. Ashort extension (2 inches +/-) may be required since the propretention nut sits a short distance inside the hydraulic cylinder ofthe prop pitch change mechanism.the torque limil for this propeller, not the 400 foot pounds listedfor the Beech 215 prop in the Beech shop manual.This propeller system uses oil pressure from the governorto counteract the torque generated by the propeller counterweights.The counterweights attempt to twist the blades to thefull coarse (low rpm) position through centrifugal force.Therefore, we need high system pressure (225 psi+I-) to get theprop to fine pitch (takeoff rpm). The governor balances out thetorque action of the counterweights with the necessary systemoil pressure to maintain the selected rpm.For the governor to be able to do this chore, there must bean adequate supply of oil to the governor. And the systemdownstream of the governor must be leak-free enough (internalleakage within the OTU that drains back into the engine throughthe drain hole located behind the counter-bore used to seat theremoved normal crankshaft oil seal) so the governor can maintainthe required pressure. All the while operating within thevolume lintits of the oil supply to the governor and the volumedischarge limits of the governor itself. (drawing #2)

configuration. This is how the seal-which was supposed tobe removed-winds up still being there after the T-drive isinsta lled.If the seal is left installed, the prop malfunction symptomsare that the propeller cycles very slowly toward low rpm(coarse pitch) due to the required !low path of the oil dumpedby the governor into the T-drive being blocked by the stillinstalledseal. The only place system pressure can relie ve itselfis through leakage at the OTU, and that's what causes the slowmovement toward coarse pitch.Also, the T-drive will become pressurized to about 200psi. This can lead to blowing out the seal at the rear of the T­drive with the resultant loss of engine oil out through the fuelpump cavity drain tube (the little 1/8" tube exiting the bottomof the fuel pump).SPLITlINESAWCUT THROUGHCONEOIL TRANSFER __ 4HOLE (4)REAR VIEWOF NSRCCGASKET(see text) 7SIDE VIEWDrawing #4Gasket is 1/16-thick rubber gasket material glued to ane end of the cone gap.Here's what you do next ...Remove the governor from theT-drive and confinn the proper gasketis installed. There is a screen inthe proper gasket that aligns with thepassageway through the T-drive andthe governor. When you remove thegovernor from the T-drive, be verycareful so you do not drop and losethe X-style shear drive connectionthat connects the governor to the T­dri ve!Remove the T-drive from theaccessory case. Verify that the propergasket is installed between the T­drive and the accessory case. Thisgasket will have two small holesadjacent to each of the holes for thefour attachment studs.Confirm that the shaftgearadapter has been modified asrequired and has a three-sixteenthinchhole at the II o'clock positionthrough which the oil !lows to thegovernor (drawing #1 and drawing#5). If all the gaskets have the properhole in them and the II o'clock holeis present, proceed as follows.To determine if the all-importantannulus is in the front bearing bushingof the shaftgear, obtain a piece ofrubber hose about three feet longwith an OUTSlDE diameter of threesixteenthsof an inch that will "stuff'into the II o'clock hole with a snugfit.On the right side of the accesso-3233 \ _3\ 3~, \~.f;)/'c;r~J~-;,!"11 O'CLOCK HOLE"1/8' HOLE THROUGH SHAFTGEAR(S EE DRAWING #1)Drawing #5Accessory Case Graup1/8" PIPE PLUG

y case (draw ing #5) is a one-eighth-inch pipe plug that looksup about 30 degrees. This plugs the bole drilled from the rightside of the accessory case througb the front wall of the caseto the lower left accessory drive and flows the oil to tbegovernor.Remove this plug or the one-half-inch pipe plug that is inthe crankcase about two inches forward and slightly above thesmaller plug. What we are doing with the removal of either ofthese plugs is opening up the oil gallery that supplies the oil tothe prop system.Remove all top spark plugs. Use mouth air pressure toblow through the hose while an assistant slowly turns over theengine. The T-drive turns over about one-and-one-half revolutionsfor every engine revolution.After the passageway from the rigbt side of the engine tothe lower left accessory dri ve is purged of oil by blowing on thehose, if the annulus is in place, the "blowee" wi ll be able to geta steady blow through the hose as the engine is rotated. If theannulus is not in place, he/she wiU get pulsating blows each timethe shaftgear oi l transfer hole aligns with the oil inlet hole in therepair bushing (may be either once or twice each revolution).And if all this does not work ...The only fix for a missing annulus is to remove the enginefrom the airplane, remove the accessory case from the engineand send the accessory case to someone who knows how to dothe correct job of installing this repair bushing.The bushings I bave turned out, for any cases I bave overhaUled,bave a .050 +/- deep by .050 +/- wide annulus, whichis about the same dimensions as the original one machined inthe accessory case by Continental.At some point in this sequence, one should find the anomalyor anomalies that are causing the experienced grief. Aneducated fi x can now be undertaken to remedy the situation.Or of course, you could just "send the governor out for overhaul."Who knows? That just may do the job.ABS member Lewis C. Gage has ATP multiengine land with Boeingl07n2CYl471Airbu5-310 ratings. Commercial single engine land; flight instructorMElJSEL airplanes and instruments; ground instructor advanced and instrument;flight navigator; flight engineer: mechanic-airplane and engine; and FMports manufacturing authorization. Flight time: 15,()()()..plus hours. Lew moy becontacted ot 2255 Sunrise Dr .. Reno. NY 89509. Phone/Fox: 775-826-7184.£-mail: 5unrisereno@maifsfalion.com. ": By Adrian- Eichhorn -& -Ron Timmermans --Continued from page 9275This photo is also token looking upward fromthe ground into the forward port of the nosegear wellNotice thot the nose wheel stop(green arrow pointing to a truncatedconical-shaped fitting) ison the apposite end of the steeringlink assembly from the previousphoto. Also notice how it willnow correctly interact with thenose wheel stop bolt (yellowarrow) to effectively limit the turningangle of the nose gear.If the nose wheel slop is installedimproperly (as in the previous photo).there would be no 'stap' to the turningangle of the nose gear. which coulddamage the nose gear linkage and theshimmy dampener.\Steering \lInkage tLTC (Ret) Aduon A Eichhom flies 0 GN for the FAA.Ratings. ATP with type rotings in the GIv. GtIt. G200.CL604, CE560XL. Adrian Is an A&P with InspectionAuthorization, he owns a fully restored 1962 P35.Ron nmmermans is 0 civil engineer for theUSAnny Corps at Engmeers m Dol/os. He rsa 8PPP flight instructor and owns a 1965535Page 9280www.bonanza.orgA BS Octobe r 2005

Re: Hirsch emergencyproceduresIn the August 2005 ABS Magazine,page 9161, if I am reading it right, one ofJack Hirsch's procedures is sure to causean emergency, not solve one. To paraphrasewhat I think the words said:"When taking off single engine, use themain tank on the side of the operatingengine." Good luck.Missing from the Baron crossfeeddiscus ion was an observation that hasalways bothered me. The crossfeedselector is shaped somewhat like a littlearrow. When in the "main" and "off' configurations,the arrow makes sense. Butin the crossfeed configuration, the selectorseems to be indicating the direction inwhich the fuel is !lowing.In fact, the fuel is !lowing in theopposite direction. A pilot could make abad situation worse by choosing thewrong selector and that should havebeen discussed.-Sondy CooperOsprey; FloridaJACK HIRSCH REPLIES:Sorry about the confusion. ABS sentme your inquiry. Here is my response:The original paragraph read:"If necessary, use the fuel pump on the sideof the operating engine. Take off and landusing the main tank on the side of the operatingengine:it should have read:"Take off and land using main tanks fednormally (i.e. not crossfeed). If it's necessaryto use boost pumps. use the pump onthe same wing os the engine being fed bythot pump.-Since the paragraph followed thebulleted ones on single-engine ops, Ican understand how this statementmight be confusing. However, it wasNOT my intention to encourage singleenginetakeoff.Regarding fuel !low, there was aparagraph in the article that said, "Thinkbefore switching fuel selectors. Thepointers point to the tank being drained."There are distinctly different fuelselector panels for different serial numberBarons, with unique labeling andconfiguration of handles for crossfeed.This makes it hard (and somewhat cumbersome)to explain the physical configurationof the selector handles duringcross feed, in the limited space availablein the monthly BPPP column.Thank you for your inquiry. I hopethis provides a satisfactory clarification.Re: oxygen articleI have to dispute a statement onpage 9147 of the August issue in thearticle by Peter Tracy about oxygen. Hesaid an oxygen leak could cause !lammabiematerial to ignite spontaneouslyor instantly. There has to be a sparkfrom somewhere to ignite the oxygen.This could scare people away fromusing oxygen. If I am wrong, pleaseshow me the information. There havebeen instances where people haveblown oxygen in their pants or gloves tocool themselves and then relit a weldingtorch, causing a severe burn to themselves.There again, there was a spark orfire of some kind to start it.-A/HeardLongview. TexasPETER TRACY RESPONDS:Al Heard's comments are welltaken. My intention in writing the anic1ewas to inform readers of the requalificationrules and comment on somepotential dangers of oxygen use.Generally, the fire triangle (fuel , oxygen,heat source) requires a spark to start afire. Given a highly volatile fuel and anenriched oxygen environment, the sparkneeded to start combustion does not needto be very large, nor very hot.Under unusual conditions, the heatsource does not need to be a spark atall-it may be room temperature. Insuch a case, there is spontaneouscombustion, which occurs from spontaneousheating, pyrophoricity or hypergolicreactions.For such conditions, I refer Mr.Heard to the Department of EnergyHandbook, pages 1081-94, Primeron Spontaneous Heating and Pyrophoricity,which includes the following:"By its very nature, spontaneous heatingand pyrophoricity are among themost insidious types of fire hazards.Many times there is no outward evidenceof the potential for fires causedby these phenomena." Such conditionsare, however, unusual in the generalaviation environment.I share Mr. Heard's concern thatanything in my article might scare pe0-ple away from using oxygen. There arerisks involved in using oxygen, and thereare risks involved in not using oxygen.Where the use of oxygen would make fora safer !light, incurring the risks of oxygenuse makes perfect sense.ABS welcomes these new life Members:Jim Rodie, New Port Richey, Flori daHe flies a 1956 G35.Ashton Smith, Palos Verdes Estates, CaliforniaHe flies a 2003 A36.

Maintenance experienceWe have all heard horror storiesabout aircraft owner being takenadvantage of when they have problemsaway from their home base. I recentlyhad the opposite experience and wouldlike to give credit to those who came tomy rescue.Preparing to leave the HamptonRoads Executive airport (PVG) inNorfolk, Virginia, the left engine on my58 Baron would not turn over. I had abasic tool kit and with the assistance ofJim Tarkington and Jay Link atAerodyne, a local maintenance shop, Iwas able to determine that the problemwas in the staner itself.Even though it was well past theirquitting time, Jim, Jay and J.R. Smithstayed over to remove the staner to see ifit could be repaired. When it became evidentthat a field repair was not possible,they ordered a replacement (around 5:40pm). Jim also took me to get a rental carand suggested a place to stay over.At 9:30 the next morning, my planewas ready to fly home. All this, and at areasonable price!I cannot say enough good thingsabout the guys at Aerodyne-great attitude,good service and reasonablecharges. If you have a breakdown awayfrom home, it couldn't happen at a betterplace. They also have a completecylinder Shop-something you don'tfind at many maintenance facilities.If you live in the orfolk area anddon't know them, it wi ll be wonh yourwhile to get acquainted. I highly recommendtheir service.-John O. EllenbergSimpsonville. South CarolinaLanding light kitThe August ABS Magazine in TechTips had a question regarding theEngineered Solutions 100-watt landinglight kit for early Bonanzas. Here is thecurrent address and contact in fo rmation:1402 Auburn Way #374,Auburn, WA 98002. 253-735- 1430e-mail: es98002@netzero.com-Drew AndersonAuburn, WashingtonFifth seat insurancecoverageRegarding the August 2005 TechTips question about installing a fifth seatin a V35, make sure you have insurancecoverage for the additional seat. Wehave owners who insure their plane asfour-place, and find they have no coveragewhen more seats are installed unlessthey inform their insurance company.I read the Tech Tips all the time.Makes me ready for those owners whosay, "Betcha didn't know .. .."-Mike TerhuneNapa Valley. CaliforniaAutogas for E enginesTo those pilots who would like touse autogas in the E-type engines butare not sure whether it is safe, I will tellyou of my very favorable experiencewi th it in my previous C35 with E-185-II engine.During a period of 30 years, I usedmore than 45,000 gallons of Amocolow-test regular 87 octane lead-freeautogas. The only time I "contaminated"the engine with aviation fuel waswhen I was away from my home airponand was unable to get auto gas. I hadabsolutely no trouble wi th it and hadbetter results than with the leadedaviation fuel, eliminating the troublesomelead contamination of the sparkplugs.The valve stems and guides didnot wear any faster than wi th aviationgasoline, in fact, less.On long flights. I cruised on thelean side of peak EGT and the enginestayed clean of carbon deposits onpistons and under piston rings. So I didnot have stuck rings, although I ran theengines more than 2,000 hours betweenoverhaul s; the last one was 2,200 hours.There were no top overhaul s. I stillhave that last engine in storage, takenout only due to its time, still runningwi th full power and oil pressure at4 hours per quan of oil. The engine hada full-flow oil filter installed instead ofits original oi l screen. Its factory-recommendedTBO. with only the oil screen,was only 1,000 hours.I did not ever have an E-225engine, but even though it has a sl ightlyhigher compression ratio. I would nothesitate to use autogas-since takeoffsare normally made with rich mixture,which prevents detonation. The alltogasoline must 1101 be used in the newerhigh-compression ellgines IIlllessapproved by the STC.In using present-day automobilefuel, it is very necessary to avoid thosewith any alcohoVethanol additive, whichcan damage or destroy seals. hoses andtank liners. Of course, it is necessary toobtain an STC to legally use autogas,well worth the price at present highprices of aviation gasoline.- John M. MillerPoughkeepsie, New York

!,REGIONAL NEWSMidwest Bonanza SocietyMBS met at Sanderson Field (ANJ)in Sault Ste. Marie in the MichiganUpper Peninsula, known as the Soo or"Yoopers Country." Lloyd and MarjorieRichards orchestrated this event forAugust 11-14 from their home inTimmons, Omario, Canada, 180nmnorth of the Sao. Sixty-one adults andfive children arrived in 27 aircraft.Sault Ste. Marie is the oldest city inMichigan and the third oldest city in theUnited States. a town rich in GreatLakes maritime history. The Soo Locksystem connecting Lakes Superior andHuron dates back to the 1870s and isstill in operation.While some shopped on Fridaymorning. others held a maintenanceseminar hosted by "Old Bob" Siegfried.In the afternoon, folks toured the 550-foot "Valley Camp" are and grainfreighter, now preserved as a GreatLakes Maritime Museum. We alsotoured the 210-foot Tower of Historyoverlooking the Sao Locks.Later in the day, we took a twohourboat cruise through the Sao Locks,a 2 I-foot drop between Lakes Superiorand Huron. That evening the Sao PilotsAssociation hosted a Western BBQ attheir airport hangar, complete with a"Classic Country" band.On Saturday, we crossed theInternational Bridge to Canada via theSoo Tram, climbing 135 feet above theSoo Locks, for two stops. One was a tourof the Bushplane Heritage Centre, theonly North American facility dedicatedto both bushplane aircraft and forest firemanagement. The other stop was at theshopping mall, Kewadin Casino andsome unique shops in Sault Ste. Marie.The evening ended with dinner andguest speaker Kevin Psutka, president ofthe Canadian Aircraft Owners and PilotsAssociation, who gave guidelines abouttraveling across the Canadian border.Apparently our fly-in was a hit withthe community. The local newspapercarried a front-page photo and insidearticle about Dr. Jerald and MarthaDuncan from Germantown, Tennessee,and their V35.The Sao Pilots Association, withPresident Jerry Jones, welcomes all ofyou to visit the Sao. - Carol OlsollMark Murphy with some of the large float planes ondisplay at the Bushplone Heritage Centre,Lifeboat on display inside freighter thot MBS members toured .Aerial view of Sao Locks.Rocky MountainBonanza SocietyAfter a tour of a warbird museum inDriggs, Idaho, the RMBS group headedfor Kalispell, Montana, for our August12-14 fly-in. The weather was lookingpretty gray with cumulus buildups climbingweU above 30,()()() feet.Approaching Kalispell , ATCadvised of 13 planes lined up for vectorsinto Glacier Park International Airport(KFCA) in a 15-minute time frame, andwe should expect holding. The controllerdid a fantastic job vectoring the crowd,and within about 20 minutes we were allon the ground.With all safely landed, we wereready to enjoy the lodge on Glacierational Park's Lake McDonald. Builtin 1913 as a hunting lodge, it hasretained its rustic charm nestled amongthe trees bordering the lake. With noTV, no radio and no cell phone coverage,we spent time getting acquaintedand becoming fami liar with the area.The next morning started wi th aPage 9284www. bonanza .orgABS October 2005

RMBS group at the lodge on Glacier Notional Pork's Lake McDonald.guided tour on an old double-deck boatcruising the gin-clear waters of LakeMcDonald. The guide filled us in on thehistory and geological features.We had choices for the balance ofthe day-some hiked, some rode horses,others opted for a driving tour on theGoing-to-the-Sun Road in historic redbuses. These vintage motor coaches,built in the late '30s, have roll-back canvastops that allow great viewing. Byany mode of transportation, all enjoyedspectacular alpine scenery, snowcappedand glacier-clad mountains andwi ldlife in a natural setting.Each evening was a fine diningexperience in the lodge. Many of thewait staff were work exchange studentsfrom European countries. It was fun listeningto them practicing English, andthey had great stories about their homelandto share with us.For a less-formal setting thanRussell 's Fireside restaurant, there wasJammer Joe's Grill and Pizzeria, servingburgers, sandwiches and pizza washeddown with some unusual-soundinglocal microbrews. My favorite wasMoose Drool-and I don 't even rememberseeing any moose during our visit!After dinner we sat around a hugestone fireplace roasting marshmallowsand making s'mores. We were especiallypopular with the kids in me lodge.Clear sky and mostly favorablewinds bid RMBS members farewell tothis very enjoyable weekend.-Bill GrieSingerSoutheastern BonanzaSocietyOh my, we did have a good time!The pride John and Linda Sellmer havein their summer home in North Carolinais well deserved. They had every facetof our fly-in covered with quality andattention to detail. The FBO was alsoattentive to our needs and everyone wasquickly refueled, safely parked and offon an eight-mi nute ride to JeffersonLanding resort.After Friday's breakfast, a group ofmore than 30 members took a two-anda-halfhour canoe trip-a mixture ofbeauty and calm when we crui sedunderneath the overhanging trees. Otherparts of the trip were more exciting aswe glided beneath low bridges, overrocks and men through white water,which made those in me forward seatssit up and take notice.Saturday brought three alternatives:The golf course, a day trip to an"Arts in the Park" event or to the airfieldfor pointers from Bob Ripley onaircraft maintenance and some old-fashionedtire kicking. Eventually, everyoneregrouped and were excited and animatedas they told aboUl their choice of theday 's activities.At the Saturday evening banquet,Autumn Brown drew names for one ofthe lovely local gifts Linda Sellmer hadwrapped so beautifully.The fly-in came to an end too soon,and as the morning fog lifted on Sundayrevealing a bright blue sky, we made outdeparture.Our annual SEBS fl y-in to theBahamas is coming up in December.Those interested in joining SEBS orattending our fly-ins should check ourwebsite www.SEBS.org or contact TroyBranning (305-378-8669).- Jay WilsollSEBS group swapping stories at dinner.The spectacular alpine scenery and wildlife inGlacier Pork was a real treot for RMBS members.SEBS group at Jefferson Landing resort in Narth Carolina.ABS October 2005 www.bonanza .org Page 9285

BY ELLIOn SCHIFFMANHINGHAM. MASSACHUSEnS~aCh year brings surprises andrewards. This year we had thelargest formation since ourrecord-breaking year in 1996. Wehad the best parties, the best raffle.the most notable AirVenture experienceand the longest-duration. mostsevere thunderstonn I can remember.Once again, training sessions wereheld in Massachusetts. New York, Texas,Indiana, California and Oregon. NorthCarolina was cancelled because ofweather, but anyone needing trainingthere was handled on an individual basis.Nothing happens without advancepreparation. Early arrivals Thursday atour rendezvous site in Rockford,Illinois, did the early preparation workand shopping. Early Friday the kitchenat Emery Air was a beehive of activitywith more than a dozen of us slicing anddicing what seemed like a ton of tomatoes,cucumbers, onions, basil andcheeses, heating up the baked beans andsetting up serving trays. By early afternoonthe first crew of volunteers hadsorted the B20sh shirts by size andorganized the delivery process.Yes, the day was hot and humid,but not as bad as some. The supportstaff at Emery Air did a great advancejob of emptying out their hangar andhelping out in every way they could.The hangar environment was perfectand the party was a great success.Saturday brought the final arrivals,swelling our ranks to 101 aircraft fortheformation flight. The biggest problemwas weather and winds. Heavy thunder-Thete ate alway~ "good eat~"atound when the B20~h gtoupget~ togethet.storms, especially in the Oshkosh area,led to a preliminary briefing, a delay oftwo hours and a final updated briefingjust prior to departure. Although thethunderstorms had dissipated, itappeared tai lwinds for Runway 36might force a different arrival pattern.The key row leaders and formationtrainers met for an hour prior to thebriefing, going over the changingweather pattern, following its progress,evaluating the potential wind on arrival.By final briefing time, the consensuswas that the tailwind component at OSHwould be manageable and allow ourstandard three-Ship formation.John Wiebener, the lead pilot forthe formation this year, again did thebriefing. Mike Babler, the lead instructorat the Grayson Advanced FormationTraining Session, was introduced as thelead pilot for the 2006 formation flightthat wi ll be held July 22.Taxi out and line up on the rampwas uneventful, and takeoff progresseduneventfully unt il the lead of element13 had his engine sta lled. The groundcrew did a great job getting him off therunway, allowing the remainder of theformation to depart with only a fewminutes delay. The next row leaderassumed lead of the last two thirds ofPage 9286www. bonanza.orgABS October 2005

John "Weebs·Wiebener conducting the preflight briefing.the formation until the formationrejoined, and the stalled aircraft wasable to depart with the tail end of thegroup.We landed all aircraft together atOshkosh in less than 20 minutes andwithout incident. Kevin O'Halloranworked with Carol Casper and herground crew laying out our parking areaand they did a magnificent job handlingus. Only those doing the detail workknow how invaluable they were to thesuccess of our arrival.Tents up, we could finally relax. Thetwo-hour delay in departure let us avoidheavy downpours and strong winds whileputting up our tents.Our caterer did a great job againthis year for the traditional B20sh party,providing us with two whole roastedpigs, corn roasted in the husk anddipped in a huge tub of butter, and anarray of side dishes. Without question,this was the best party yet, and we aregrateful for the upport of GAMl, ourprimary sponsor. Once again our groupwas welcomed by Tom Poberezny whomade us feel that we are an importantpart of EAA.Our best-ever raffle had an incrediblenumber of prizes donated by GAM!,Raytheon, ABS. BPPP, Advanced PilotSeminars, Mike Busch's Seminar.Goodyear, Micro Aerodynamics VortexGenerators, XM Satellite Weather andmany others.Monday brought the beginning ofEAA AirYenture and with it a superbdemonstration of our formation proficiencyby the Texas V-tails and theCalifornia Beech Boys, the former in aneight-ship formation , the latter in a fiveshipformation. Since I was theannouncer, I can attest that everyone onthe announcing platform was trulyimpressed.Monday eveni ng brought the onlyunpleasantness when almost nonstopthunderstorms kept our cruise ship atthe dock and drenched the campsite,destroying a number tents.AirYenture 2005 had greatmoments of historic proportions. It wasa thrill to inspect Glacier Girl, a P-38retrieved from beneath the Greenlandglacier, and restored beautifully to flyingcondition. It wa even more thrillingto see it fly in a four-s hip warbi rd formationof old and new.To top it off, there was the arrivalof White Kllight and Space Ship Olle,followed by GlobalFlyer, What a timeto be on the flight line!The ABS tent was a popular hangoutfor many of u , a source of greatforums and a place to relax, refresh andrenew acquaintances with those not inthe B20sh formation flight.For information on next year'sflight, check the Bonanzas to Oshkoshwebsite, www.B20sh.org.ABS Oc tober 2005www.bononzo.orgPage 9287

5·9 • Beech Party. Tullahoma, Tennessee (THA).5·9 · North East Bonanza Group Fly·in. BeechParty 2005. Tullahoma, Tennessee (THA).Contact: Steven Oxman 410·956·3080, orLorraine Carter 931·455·1974.6·9 • ABS Service Clinic. Greeley, Colorado(GXY). Harris Aviation. Schedule, pg. 9254.6·9 • Southeast Bonanza Society Fly·in .Dayton, Ohio, USAF Museum. Contact: TroyBranning 305·378·8669 or .7·9· BPPP Ctinic. Manchester, New Hampshire(MHT). Schedule, pg. 9256.7·9 • North East Bonanza Group Fly·in .MountainView Grand Resort & Spa. Whitefield,New Hampshire (HIE). Contact: Paul Damiano860·646·338315 • Australian Bonanza Society Fly·in. ABSAnnual General Meeting. Banrock Station,Renmark SA. Contact: Dennis Bartlett 0414·759·313.21 ·23 • BPPP Clinic. Fresno, California (FAT).Schedule, pg. 9256.29·Nov. 3 • Pacific Bonanza Society Fly·in.Sedona, Arizona & Albuquerque BalloonFestival. Contact: Steve Walker 425·883·1984.3·6 . ABS Service Clinic . Gainesville, Texas(G LE). Tomlinson Aircratt Services. Schedule,pg.9254.4·6 • BPPP Clinic. Norfolk, Virginia (ORF).Schedule, pg. 9256.4·6 • Southwest Bonanza Society Fly·in.Tornado Alley, Tulsa, Oklahoma. Contact: John& Kathy Thompson 918·492·5084 or visit.9 • ABS live Chat. Beech Electrical System.1 :30 pm Central Time. Visit WYIW.bonanza.orgfor details.12 · North East Bonanza Group Fly·ln. AnnualMeeting. Millville, New Jersey (MIV). Contact:Joe Weinberg 856·234·5860.OECEMBER1·4 • ABS Service Clinic. Ramona, California(RNM). Cruiseair Aviation. Schedule, pg. 92541·4 • North East Bonanza Group Fly·in. LongIsland, Bahamas. Bahamas Resort Cape SantaMarie with SEBS. Contact: Harvey Kriegsman321·725·9226.1-4 • Southeast Bonanza Group FIy·in. LongIsland, Bahamas. Bahamas Resort Cape SantaMarie with NEBS. Contact: Troy Branning 305·378·8669 or ..JANUARY13·15 • BPPP Clinic. Phoenix·Deer Valley,Arizona (DVT). Schedule, pg. 9256.FEBRUARY10·12 • BPPP Clinic. Lakeland, Florida (LAL).Schedule, pg. 9256.25·March 5 • Rocky Mountain BonanzaSociety Fly·in. Whale Watch at Mulege. SanCarlos·Cabo San Lucas. .MARCH3·5 • BPPP Clinic. San Antonia, Texas (SAT).Schedule, pg. 9256.24·26 • BPPP Clinic. Greensboro, NorthCarolina (GSO). Schedule, pg. 9256.APRIL14·16 • Australian Bonanza Society Fly·in .Port Macquarie, Lord Howe Island, NorfolkIsland, North & South Islands of New Zealand.Contact: Jock Folan 0412·321·047.OCTOBER4·8 • ABS Annulal Convenlion & Trade Show.Colorado Springs, Colorado.. .FOR FURTHER DETAIL and more events, visit the NEWS AND EVENTS link on the ASS website ,Next Live Chat November 9The next Raythean Ai rcraft/American Bananza Society LiveChat is scheduled Wednesday,November 9, beginning at 1930Z(1 :30 pm Central Time).Get ready to "Ask the Experts" your lechni·col questions about Ihe operotion. inspectionand moinlenonce of Ihe BEECH ELECTRICALSYSTEM. View queslions and answers from yourfellow Beech owners and mechanics on-line.Mark your calendars and invite your mechanicto join in.Walch ABS NEWS at www.bonanzo.org theweek of the event for log·in instructions.ABS Execulive DiltClor Nancygetting into the Taxes spir~convention.Page 9288www.bonanza.orgASS October 2005

1Six InstrumentsFor The Price Of One.Air Data InstrumentPressure AltitudeBaromelric SettingDensity AltitudeDensity Allitude DifferenceIndicated Air SpeedTrue Air SpeedGround SpeedMACH NumberIVSIClimb/Descenl GradienlTotal Air TemperatureSialic Air TemperalureISA TemperalureBattery Voltage2 Built-In Alerter InstrumentAltilude Alerts3 Encoder Module InstrumentConverts Allilude To Gray Code·For Transponder Or GPSOverspeed Warning4 Fuel Data InstrumentTotal Fuel FlowTotal Fuel UsedTolal Fuel RemainingLeft Fuel FlowLeft Fuel UsedRight Fuel FlowRight Fuel UsedFuel Flow Left/RightFuel Efficiency56Winds Aloft Data InstrumentWind SpeedWind DirectionWind ComponentWind Correction AngleJet Data InstrumentTake-Off Decision SpeedRotation SpeedTake-Off DistanceTake-Off Power SettingClimb SpeedApproach SpeedLanding DistanceCurrent Aircraft WeightStatic Error Correction-_._------ --------- _- - -----........ ..... .Instrument Corp . ...

· --,..;;.- -- --_II1II11 ,..,....1..... cllllltl. tllll'ftBhUIP way I. j'I'ICI _J~ClckpJl WII'}\8IH." wllb PIWlI'llalL" fAOEC. ---- ~ - ._- - --- - -=,...'Ill! 1111 IIltllll ••• IjIltII. aoafHi:I'IlJ..UIIPIIIH ., IItClrnlc-Dcbnllty ,lwIlIMattr'I,'1 .. 1 •••• lIillnd- m ...... I'cr.a ..... Pl ... fam " -.-'-'..-,"*-ILIO ... I;...c •• IIIIHUO.I, XL* ....;.~.PlPI.I.I.1- -- - -- :;:;::- - - ---=:::;.. - - ~..;.. =-I"'C •• IH". U1'.~I ... ",,"'1. h 1M IIRIlII .. IfI, .... II ••• I-' ••• Plr.k 1 •• 1111111 ••• IPI .... 1~ ; -1' fADE~ .Un n 1M P.....ui'at .. II ' .... I.r ,.ir II,c.ifi. -~ -. - -_. -: ~';"~ E -- - .=. _ __ ~;- _!",,;o-~ -= - -•• c.. ,IIII, •.