February 2006 - American Bonanza Society

Boyer and his Government Affairsstaff. As a result, AOPA partiallyoffset the cost of the Harradine­Dwerlkotte reports.ABS also sent advance copies ofthe engineers' reports to GAMI , andtook Dwerlkotte and Harradine toGAMI's facility in Ada, Oklahoma, todiscuss their iindings. GAMl's consultingengineer reported essentiallyidentical opinions as a result of a paralleland independent investigation.Subsequently, all members of theABS Technical ConUllittee and severalother Board members have visitedAda and seen GAMl's plans for a testset-up. GAMI is working on anAlternate Means of Compliance andABS is enthusiastic about the workthey are doing. Through their work onthis and other unrelated problems, theyare developing inspection and repairtechniques that may become useful onour airplanes.Looking farther into the future,ABS has also visited the NationalInstitute for Aviation Research 'sAging Aircraft laboratory at WichitaState Uni versity. NIAR conductsmuch of the engineering work contractedby the FAA and has experiencede veloping airframe longevityprograms to detect and repair theeffects of fatigue.T-34s and otherfatigue issuesOther. much more serious wingfat igue issues face owners of T-34s,Cessna twins, the Twin Beech and T-6/SNJs. ABS has been in contact withofficers of the T-34 Association sincethei r issue resurfaced in December2004. ABS attended the FAA's publicmeeting on the T-34 in February2005, taking engineer Dwerlkotte asan advisor.ABS has also kept in close touchwith the Cessna Pilots Association'sTwin Cessna technical consultantregarding their wing spar AD. Closelymonitoring other type clubs' experienceswith aging aircraft regulationABS February 2006helps ABS better plan for any workwe' re called upon to do in this arena.The FAA has repeatedly told usthat they do not see the T-34 ADissues carrying over into other Beechairplanes. Significant design differences-includingthe lack of a fuselagedoor cutout in T-34s, the additionalupper longerons in those airplanes,and differences in the carrythrudesign- may create substantiallydifferent stress patterns.In addition, the use of those airplanes,particularly those that havehad in-flight failures, is unique anddrastically different than our fleet.However, we are keenly interested inwhat the T-34 investigations wi llyield in the way of a better understandingof the structure. GAM I engineerGeorge Braly di scussed lessonslearned from hi s work for the T-34Association in an ABS Conventionsemjnar.Further, at the T-34 public meeting.the FAA highlighted its conceptof "Safety by Retirement"-a possibleoption for the FAA at some pointin the future to ground whole fleets ofairplanes when a pattern of airworthinessissues appears. This FAA conceptprovides yet another reason thatmakes proactive studies by ABSimperative.Beginning in late 2004 the FAA'sSmall Aircraft Directorate has beenoverwhelmed with these other investigations,putting our spar web issueon hold until further notice. This providesABS an opportunity to learn asmuch as we can about spar webcracks before the FAA's attentionreturns to our airplanes.It al so gives us the opportunity tolearn more about BonanzalBaronstructures, and what (if any) lessonsfrom the T-34 may apply directly toour airplanes.ABS continues to be in frequentcontact with the FAA for statusupdates on the spar web issue. Watchwww.bonanza.org for furure updates.~www.bonanza.orgGUEST EDITORIALBY NEIL POBANZCominued from page 9445good shop can get bad reviews because anowner doesn't want to accept what it will take torepair his aircraft. Please be honest about whatyou say. Let us know of good experiences.We also want to hear about your experienceswith new products. I'm guilty of sayingthere are no new good ideas left after duct rape,tie wrap and RTV. Actually, you need to useapproved tie wraps; the others get hard andbreak. The good duct rape has high fiber contentand some RTV is acid base and corrosive.Keep records currentKeep all the paperwork that comes withmodifications you have done to your airplane.It's hard to maintain an airplane thathad a mod 20 years ago when there is nopaperwork, the company went out of businessand the survivors have no interest in theproduct. You wonder why the mechanicspent hours on the phone trying to figure outhow to make the airplanes airworthy.Some vendors don 't provide much documentationeither; and some FAA officesseem to have approved everything, whileothers don't want to approve anything.Don 't throw away the paperwork' Whenyou buy an airplane, have a good prebuy thatincludes the paperwork reviewed by amechanic who knows what he's looking at.Get regular qualified trainingGet a good checkout and regular training.Find an instructor who really knowsyour airplane. Just because an instructor is"legal" to give instruction in your airplanedoes not mean he is qualified.Even Beech airplanes differ significantlyover the years, and knowing part of themodel line does not mean your instructorknows yours. ABS and BPPP are workingtogether on a project to give Beech-specifichelp to local CFls who do most of the iilltialcheckouts and flight review s.Fix the airplanes! eet good pilot training!Help ),our mechanic become better anddo a complete job!Support your type club, ABS and"alphabet" organizatiolls (AOPA, EAA,NATA ), and help them help you keep YOllrairplalle flyillg.-@-Page 9447

9EECHC~AfT Df THE MD~THNSOBThomas PayneTulsa. OklahomaANOTHER BONANZA1979V35BInever dreamed of owning and flyinga Bonanza when I was growing up. Infact, I really didn't become interestedin flying until I was a student atOklahoma State University inStillwater in the early I 960s.While taking advanced ArmyROTC training at OSU, I was given theopportunity to receive up to 39.5 hoursof government-paid fixed-wing flighttraining at the university's flight school.Once I was able to solo, I loved it.After completing that training, Ipaid for an extra hour and a half to getmy final checkride. I became a licensedprivate pilot and, in the process. Iobligated myself to the U.S. Army flightschool and three years of militaryservice.After graduation, I began flighttraining at Ft. Wolters in Mineral Wells,Texas, and later at Ft. Rucker, Alabama.My completion of U.S. Anny helicopterflight training in June 1966 was followedby a one-year tour in Vietnam where Iflew with the I I 8th Assault HelicopterCompany "Thunderbirds" for more thanI ,250 combat flight hours.Back in the U.S., I instructed primaryhelicopter at Ft. Wolters. Afterhours, I had time to earn my FAA commercialfixed-wing ticket at MineralWells. Following my second tour toVietnam in 1970-71, I was based al Ft.Bliss. Texas. Again I worked after hourson my FAA tickets, earning my instrumentand multiengine certification at EIPaso International.Flying was now in my blood. Iremained in the U.S. Army untilSeptember 1973 when my wife Wandaand our three kids all returned toOklahoma to help with numerous familybusinesses.1976 F33ATo facilitate our increased amountof necessary business travel, J foundand purchased a new 1976 F33A fromTulsa Air, one of the original Beech distributors.N I 872L, with her green andgold stripes on pure white, was a beautyand a dream to fly. No vertical vibrations.gyro copic precession or autorotationsto consider. Only a smooth andconsistent 170+ knots. eedless to say.I became a Bonanza fan , big time!72L served us well for almost eightyears. Then our business changed, andthe decision was made to sell it. Wewere without a Bonanza for almost twoyears when again the need for an airplanereturned.1980 V35BAfter a short period of searching, apristine 1980 V35B came into view,flashing her green and gold suipes onpure white at me. She was a beauty and Icaved in and bought N6688U. Onceagain, flying was a dream and we flewfrom coast to coast and from Canada toMexico. We had 88U for almost fouryears until the sale of our businesses in1989.We moved on with our lives, withouta plane or flying. II looked like itwou ld be for good. But fate intervenedand by 2002, almost 14 years later, bothollr sons had become pilots-5teve as anofficer in Ihe USAF, Martin as an ASARJ pilot with a Masters degree in aviationmanagement from OSU (and also ahelicopter pilot in the USAF Reserves).There was a ri sing chorus of "Whydon't you gel another Bonanza?" fromthe family, and it was growing louderand louder. So I started looking.Bingo' I found one that lookedpromising: A 1979 V35B with low timeand very well-equipped. Instead ofgreen and gold stripes on pure while,however, it had maroon and gold stripeson pure white. No malter. We becamethe proud owners of N5QB as shown onthe cover. It was a dream come true, onemore time.

Enter ABSThis time around. I j oined ABS. Ifonly I had done so before, I might neverhave had the gaps in our past Bonanzaownerships. I think the opportunitiesABS offers to help owners understandand maintain their fabulous aircraft willgo a long way in preserving all Beechaircraft, and especially Bonanzas, foryears to come.I have auended a BPPP course, ashas Martin. We both plan to attendfuture conventions and more BPPP andmaintenance courses to help us be betterpilots in an older airplane. I say "older,"even though Bonanzas do seem to betimeless in their design and efficiency.I am fortunate to have been able toown and to fly three Beech Bonanzas inmy lifetime-proving that dreamsdefinitely do come true.-@.-ENGINE:Continental 10-520 BB(heavy case)Engine preheat systemAero electric standby vacuumInsight 610 GEMJPI fuel scan 450AIRFRAME:New DuPont Imron pointThree-point strobesYaw damperCygnet dual yokeAVIONICS:King KMA-24 audio ponelApollo GX55 GPS coupledDual King KY-196 ComsKing KNS-80 RNAV. DME.glideslopeKing KN-53 NAVKing KR-87 ADFKing KT-76 transponderwI encoderCentury III autopilot wI alt.holdWX 950 stormscopeKCS-55 HSI-slaved

Larry Ball. author of the definitive history of the Bonanza and a lang-time friend of ABS. passed away in October. Larry hadalready submitted several articles to the ABS Magazine for future use. To honor his famlly's wishes and to shore Larry's commitmentto and passion far the Beechcraft community. we are publishing these remaining articles. - EdiforThere are few secrets in the Wichita aviation community.Therefore, it was cammon knowledge that Cessna was working ona turbocharged version of the Cessna 210-the Bonanza's mostdirect competition. First flight occurred on June 18, 1965. Theirengine was the Continental 285-hp TSIO-520-C.Beech distributors in the western mounloin states had beenpressing the factory for some time to develop a turbochargedBonanza. The Cessna activity helped persuade Executive VicePresidenl Frank E. Hedrick that we must meet this challenge. But itwas nal an easy sell.Hedrick was going through a period where he fell vendars whowanled to do business with Beech should participate (or even lotal­Iy fund) certificatian expense. In his mind, he was tired of buildingairtrames to carry the equipment ot ather companies alaft unlessthey corried, or at least shored ta the greatest extent possible, in thecertification expense.Since AiResearch (a division of the GarreH Corporation) was toprovide the turbocharger, Hed rick felt they should bear the developmentand certification expense. We, in return, would obligate ourselvesto buy a minimum of 200 units.Continental Motors would provide the lawer compression ratio(necessary for turbochorging) TS10-520-D. which developed 285-hpwith the Ai Research turbocharger. Since Cessna used the some turbocharger,the results, at least theoretically, would be the same(maybe even beHer).Ai Research agreed to the deal and would own the SupplementalType Certificate (STC). Thus we were able to announce at the 1966annual Beechcraft sales meeting not only the new V35 Bonanza. butalso the new V35TC. Both models were enthusiastically receiVed, especiallyby those distributors and dealers located west of us.During 1966 and 1967 we sold 79 V35TCs. ln 1968 the V35Aand V35ATC were introduced. These models were offered during both1968 and 1969 and a total af 46 units of the turbocharged voriationwere sold.In 1970, the V35BTC was introduced, but only seven units weresold before productian was terminated. At that time, we considered aproduction rate of less than two airplanes a month not economicallyfeasible. The grand total of turbocharged V-tails was 132 Bonanzas.And this subpar pertormance took four and one-half years.Turbocharging had seemed a sure thing ... something for nothing.Why not put the exhaust gases to work before they left the airplane?Only it was far from being that simple.Our most recent experience in bocsting manifold pressure hadbeen with the Lycoming IGSO-480-A 1 A6 used on the Twin Bonanzaand later the Queen Air. This engine used a gear-driven supercharger-morecomplex, expensive and. most would agree, a tender andtroublesome system. We almost surely satisfied the mountain pilotswith the Turbocharged Bonanza, but as sales numbers indicate, itwas a passing fancy for many of our Beechcraft distributors anddealers (and their customers).

Stepping back in time for a moment, and beginning withthe 1957 H35 Bonanzas, we had started using the new"0" series Continental engines with "wet sump" oil systems.No external oil tank or lines to cause problems-afairly self-contained system compared to the earlier "E"series COnLinentals.With the V35TC, we had in effect inLroduced an entirelynew and additional component to the "0" series Continental:A pressurized exhaust system (once the wastegate staned closing),external oil lines again to keep the turbocharger shaftlubricated and control the automatic wastegate, a hotter enginecompanment (even with the additional cowl flaps) and a tOlalincrease in empty weight of 63 pounds. There was /10 free lll/lchafter all.My first flight in the first V35TC demonstrator (N9456S)occurred on April 8, 1966. It was the first production anicJeand, while it was not an experimental airplane, it wasn't farfrom qualifying as a prototype.Within two weeks, I received a call from DickWeeghman, managing editor for Flying magazine. They wantedto do the first-ever check pilot repon on the newturbocharged Bonanza. He told me they wanted to do a trip tothe Virgin Islands. I eagerly agreed and we set a date. I knowhe said the "Virgin Islands," but my mind at the time recorded"The Bahamas," and I thought, what the heck, only 90 milesor so over open water.I depaned Beech Field on April 28 for our grand adventure.It wasn't until I arrived in New York City that I discoveredour destination was to be much, much farther. But I wasThe Quthor using locol transportation on Sf. Martin Island.young and inunonal; Dick was game (we had gotten to knoweach other earlier on a B33 Debonair check pilot repon) ; andthe weather was good.We departed the next day for West Palm Beach, Rorida,where we picked up four life vests and a four-man raft. Thenwe flew southeast to the Virgin Islands with a stop at SouthCaicos Island for fuel and R&R.Upon arrival in the Virgin Islands, we found our roomreservations had disappeared. There was no room at the inn,any of them.After a few telephone calls, we found lodging on SaintManin Island, about 45 minutes directly east. Not our originaldestination, but it would have to do. So our final "Island in theSun" was 2300 miles from New York City, not 90 miles off thecoast of Florida.A V35TC on sialic display althe Dunes Hotel. las Vegas, Nevada, for the 1966 Flying Physicians Convention.ABS February 2006 www.bonanza.org Page 9451

It was a successful trip, but more open water than I evercare to see again in a single-engine airplane. Our longest overwaterleg was from South Caicos to St. Thomas. It was twoand a half hours with no land in sight.Safely back at Beech, and after the check pilot report waspublished (September 1966 Flying), Jack Funsch, one of mycontemporaries (and a former naval officer) asked me whatmade me believe we could all have gotten out of the airplaneif we had gone down at sea. Would we have been able to getthe life raft out before the airplane sank? Would it have inflated?He had a long litany of "what ifs" that ended with, "Didyou really expect someone to see that little yellow dot (liferaft) in that big ocean and rescue you?"Demonstrations to distributors, dealers and retailprospects began in earnest soon after my return to Beech.Although by now we had six different models of the Bonanzain production, our schedules for the next four years wereheavy with V35TC and then later V35ATC demonstrations.The distributors were of course working their airplanes,but especially after the production rate of the turbochargedBonanza fell to two airplanes per month, we felt a special obligationto sell and maintain that rate. We were under no illusionsas to the TBO on our demonstrators. With all those shortup-and-down demonstration flights, the engines and the turbosystems were bound to be taking a lot of punishment.We got new demonstrators about every 200 hours, so weexpected no problems. The harsh treatment of the engines wasjust a cost of doing business.Alan Wharry, one of my assistants, did have the startlingexperience of landing, shutting down, walking away and thenhaving someone stop him to tell him his airplane was on fire.Smoke was pouring from the cowling. It was coming from theturbocharger.An internal seal had failed and oil was burning. The firewas safely contained inside the turbocharger. Still, it didn'tleave the best impression on a prospect! 1 have other storiesbut I'll spare you all but one.One day we borrowed a turbocharged 210 from theCessna factOlY to see how the two airplanes compared. Theywere about equal on takeoff and initial climbout. But as westarted reaching altitude, the 210 Centurion began slowlypuLling ahead. I called a stop to the flight comparison and wereturned to Beech Field. It was obvious to me the turbochargedBonanza 1 was flying had either a serious leak in the inductionair system or the exhaust system or both.It also occurred to me that AiResearch may have unintentionallysupplied us with a certificated but inferior system.Cessna only had to deal with Continental Motors in their program.We, on the other hand, were primarily involved withAiResearch since they were responsible for certification.Beech was not in the strongest position to influence eitherContinental Motors or AiResearch, or their cooperation withone another.1 transferred to our Program Management Division inJune 1969, so my successor (Jerry Warner) inherited this possiblyunsolved problem. To my knowledge, it was neverlooked into further since production of the V35BTC endedduring the first part of 1970.Beech did not produce turbocharged Bonanzas again until1979 when the A36TC was introduced. This time a new-generationimproved TSIO-520-UB engine was used and theentire package was purchased from Continental Motors.Certification was a joint venture between Beech andContinental.Larry Ball began his 40 years 01 8eechcraft as a Bonanza service rep, held 13different positions in sales and administration and retired as a v.P. of IndianaBeechcraff. He authored four books about Beech aircraft; of( con be purchasedthrough Ihe AB5 Company 510re.1967 PRIVATE PILOT V35Te REVtEWPrivale Pilal reviewed the then·new V35TC in 1967, ftying the first TurboBonanza with lorry Boll and marveling at its fine appOintments at a bose price of537,750. The unidentified author was impressed at the AiReseorch turbocharger'sability to hold 32.5 inches of manifold pressure to 16,000 feet through use of onautomatic wostegote, and discussed oxygen requirements at length while applaudingBeech's foctory·instolled 0' system. He quoted lorry Boil's description of the-bootstrapping" phenomenon and highlighted the -Magic Hand" automatic georextensionsystem.The test flight hit 224 mph in cruise at 21.000 feet. The author concluded:-Hereis a fine, efficient. completely appointed 'time saver' that's comfortable and fun to flY:ABS member Greg Throop of Spokane, WA sent us a copy of the article and thisnote: -My father bought [a V35TC] in 1967. It was his fourth Bonanza. My fatherprobably couldn·t resist ... offer all, density altitude was the some in 1967 as it istoday. I still have N360T. [It has] only 1400 IT and it's just as sleek and fast as theday my father bought it." -@-Page 9452 www.bonanza .org ABS February 2006

M~ WJSiC techniqueBY BILL COMPTON, EAGLE RIVER. ALASKAe fly out of Anchorage, with frequent trips toWthe lower 48 and occasional trips to Europeand the Caribbean. When flying cross-countryaround or out of Alaska, a pilot spends quitea bit of energy avoiding weather, mountains andicing. The coastal route from Anchorage toSeattle usually requires IFR flight, often with thepotential for inflight icing. Range is a priority.My son Steve and I obtained our 1966V3STC in 1981. There were two persistent questions. Why thebad rep? Some described it as a cylinder-eating gas hog. Also,now that we own one, how would we operate it? It was ourfirst experience with a turbocharged airplane, and we wantedto understand it and treat it right.Our airplane had the optional factory single-point analogEGT. The POH says, "Continuous operation is recommendedonly on the rich side of peak exhaust gas temperature at 2So Formore below peak." We had read Fly the Engine, by Kas Thomasand felt that more enrichment was wise. So initially we cruisedat 75% power and SO-75° rich of peak (ROP) .Soon after purchase, we replaced Engine #1 with a factoryreman. Engine #2 lost compressions after 400 hours. Aftera top overhaul, we did better, going to 1600 hours (200 pastTBO), perhaps because we had backed off to 6S% for cruise at7So ROP. Also, we had installed a six-cylinder digital EGT andleaned referencing the first cylinder to peak.After a major overhaul on the reman, now Engine #3, wefound ourselves pulling a cylinder yearly for low compression.We installed a JPI engine monitor and set alarms for 380° CHTand 16S0° turbine inlet temperature. We also installed GAMIfuel injectors and started running the engine lean of peak EGTin line with articles by aviation writer John Deakin. Thereafter,we made it yet again to 1600 hours and 10 years on Engine #3,with three of the original cylinders still on board.Though Engine #3 was running well, we have now pulledit for a major overhaul. We could have run it longer, but due tothe nature of our flying, we were getting a little edgy. We arealso springing for a Hartzell three-blade prop, D'Shannon bafflekit and side louvers which will replace those strange sidemountedcowl flaps.Finally, we think we knaw how to manage Engine#4. Here's our operational formula derived fromGAMl's recommendations:Take off and climb: Full thronJe 32.S", 2700 rpm, full rich,cowl flaps open, I OS knots. If EGT approaches 380° for anycyLinder, fuel pump low boost, increase airspeed to 120 knots.Bill and Steve Compton with their V35TC.Level off at altitude: Cowl flaps closed. JPl is activated to"Lean-Find" function. Now for "The Big Pull." Mixture isbrought back over about 5 seconds to where all cylinderEGTs have inverted on the JPI, meaning lean side of peakEGT, and just short of roughness. RPM is brought backbetween 2S00 and 2200, depending on the mission.Fine tuning: The JPI shows which cylinder was the last toreach peak EGT and therefore has the richest flow, and thatcylinder becomes the reference for resetting the mixtureLOP. The mixture is advanced slowly as that cylinder'sEGT increases back to its peak, and then the mixture isagain retarded to decrease the EGT to 20-S0° LOP. Nowhere we are at the fabled wide-open throttle, lean of peak,standard operating procedure (WOTLOPSOP).Note that when LOP, the richest cylinder is referenced.Since all the other cylinders are leaner, they are in a safezone. What we avoid is the area around peak EGT at highpower settings - the "red box" described by John Deakin(see www.gami.com/articles).Let down: Precool a bit by decreasing rpm to 2200 for aminute or so. Then bring throttle back to 19 inches, richenthe mixture to peak EGT, lower the nose and start down.Every few thousand feet on the letdown, run the mixtureback and forth to make sure we're at peak EGT and maintainingheat in the engine.Go around: Mixture full rich, prop high rpm, then full throttle,flaps , gear, cowl flaps, etc.Nuts and boltsEach of the six cylinders flows a different amount of air.Does it make more sense to give each the same amount offuel-the Continental method-or to inject fuel proportionalto the air flow- the GAMI method?GAM! calibrates fuel injectors so all cylinders reach peakEGT at about the same mixture setting.LOP cruise is only practical if all cylinders peak their EGTswithin maybe O.S gph of each other; otherwise, the enginewill stumble and you will freak out. (Been there!)ABS February 2006 www.bonanza.org Page 9453

The GAMI website has data showing you are not helpingyour engine by decreasing throttle and rpm on climbout. Itis a wealth of great information. We love full power, guiltfreeclimbouts!"The Big Pull" is scary the first few times, but it does makesense. You can get to the same place by reducing throttleand rpm, then learling, then adding throttle and releaning,but you've done an unnecessary heat cycle.LOP technique controls power primarily with mixture and rpm.When ROP, leaning is done referencing the leanestcylinder, but LOP, you must reference the richest cylinder.CyLinder head temps run about 30° cooler cruising LOP.• Operating LOP, fuel flow is decreased, range increased, withthe same airspeed.On letdown, peak EGT is used to keep the engine warm.After all, higher airspeed, less power results in cooling ofthe cylinders.• When LOP, fuel flow is proportional to power. Withcompression ratio 7.5:1, horsepower = fuel flow X 13.7.Then HP/rated power = % power.• Cylinders 2 and 6 tend to run hotter on 520 Bonanzas.GAM! and D'Shannon make baffle kits for this.• GAM! has shown that combustion pressure is smootherwhen LOP, with less peaking around top dead center whereit is less productive.• If curious about this technology for your airplane, turbo ornot, start by downloading the lean test technique fromwww.gami.com and do a test run.Why the bad rep for the V35TC? Remember that the POHwas wrillen in 1966, before digital monitors and fullappreciation of EGT.Here are some numbers from the POH:OAT 0° F, PA 10,000 ft.RPM 2500 MP 24.3", specified as "lean"FF 15.7 gph 184 KTAS214 HP, 75% powerI found that leaning to 15.7 gph at 75% power puts theengine right at peak EGT. Our experience and all I have readtells me that this is a recipe for early cylinder replacement.Traditionally, pilots have run 50°_75° ROP. John Deakinhas written that, should you choose to run ROP at 75% power,75° ROP is not enough, that 180° ROP is needed to avoid the"Red Box." Enrichening to 75° ROP goes to 17 gph; 180°ROP will take the fuel flow up around 19 gph.So this poses a dilemma: Should you run at peak EGT, asin the POH, more conservatively at 75° ROP, or way moreconservatively at 180° ROP where the airplane truly becomesa gas hog?We believe that LOP operations solve this dilemma for us,and that LOP ops are the salvation of this airplane.For interest, here is a typical cruise setting we loggedLOP, with tuned injectors:OAT IIF PA 12,000RPM 2500 MP 28" 30° LOP on richest cylinder.Highest CHT 352° TIT 1567°FF 14.1 gph KlAS 155 KTAS 184193 hp 68% powerWe tend not to push it on up to 75%.The solutionLess power (and less fuel flow) is produced at a givenRPMlMP setting when LOP. With a turbocharged engine, onecan easily compensate by adding 2-3" MP. Thus turbochargingand LOP operation fit nicely together.There are special heat concerns with turbocharging. Thecompressor packs air into the intake manifold, raising airtemperature well above ambient.At the same time, the higher altitudes flown offer lessdense air to carry heat away from the cylinders. Since cylinderhead temps run about 30° cooler LOP than ROP for the samepower output, here is yet another reason that turbochargingand LOP fit together so well.The V35TC is not intercooled. Its critical altitude is 17,000feet at standard temperature. Above that altitude, at fullthrottle, it "bootstraps." You get a downdraft, raise the nose,the airspeed decreases, so the marlifold pressure decreases,and you slow down more. An updraft does the opposite. It'sa little unnerving.Above 18,000 feet, you need an oxygen mask rather thanthe more comfortable nasal cannula.Above 18,000 feet, an oxygen system glitch gives you lesstime to problem-solve or descend.The airplane seems happiest at I3-l7 ,000 feet, WOTLOPSOP.13-17,000 feet tops an awful lot of weather, as well as traffic.• 17,000 is mostly high enough, and this airplane will get youthere.• Turbocharging is great. Imagine getting some ice at 10,000feet. Normally aspirated, you might get 60% power.Turbocharged, you climb out of it with 100% power.• The later turbocharged Bonanzas are more expensive thanthe V35TC, and a bit slower.ConclusionThe V35TC will slurp fuel and gobble cylinders withoutproper instrumentation and procedures. With a JPI,GAM!jectors and some operational knowledge, it is an outstandinglyefficient and reliable airplane. Tip tanks and IFRGPS make ours a capable long-range performer. We love it.--@--Page 9454 www.bonanza.org ASS February 2006

There was a man at BAL who bought a Piper J-2 Cub and hired a localinstructor to teach him to fly in it. He qualified for a Private PilotCertificate and practiced for a short time. Then he called some Texasdealer who was selling a P-51 at a very reasonable price and orderedit. It was to be delivered by air to BAL.When the pilot arrived with the plane. he gave the Cub pilota cockpit check on the ground and left for his return to Texas,obviously not aware that the Cub pilot was experienced Dillyin a Cub.When the Cub pilot was alone with that big powerfulairplane, he started the engine and asked the tower for aclearance to take off, which was given. He opened the throttlewide, an absolute no-no for any single-engine plane withsuch a powerful engine as the Rolls Royce and such a bigpropeller. It would have so much more thrust on the rightside down-moving blades, that the plane would be forced tomake an uncontrollable turn to the left, the rudder being incapableof counteracting it.Well. the Cub pilot obviously was unable to hold the airplanein a straight line on the runway for takeoff, but would not give up.So the P-51 made a wide turn to the left, off the runway, the grass andone or two taxyways and runways, and finally got off after a completereversal of direction, downwind. much to the consternation of the toweroperator and everyone concerned.The Cub pilot was too busy to reply to the frantic calls on the radioand was unfamiliar with the radios in the airplane anyway. He quickly disappearedfrom sight of the tower and evidently wandered around for a timeuntil he was able to find time to call the tower and ask for help in locatinghis position.The tower was somehow able to get a Washington National Airport(DCA) radar operator to try to locate the P-51 by radar. But in the meantime,all traffic in the BAL-DCA areas was restricted due to the P-51 flounderingaround in unknown locations.It became a fully dark night, but the radar operator was able to locatethe P-51 by having its pilot make identity turns and guided him back toBAL. He then began to direct the Cub pilot in the P-51 to make practiceapproaches to a runway at the airport. I do not know how many, but he dida fine job and the Cub pilot safely landed the P-51 in the dark without damage(without even knowing how to rum on the position lights or the landinglights).The next day an FAA inspector arrived to investigate. No damage hadoccurred, except for the destruction of the airline schedules during theevent. and there had been no crash or near miss. The Cub pilot had a single-enginerating signed in his logbock and was legal as far as the inspectorjudged. At any rate, all had ended safely and happily, so he advised theCub pilot not to fly the P-5l any more. He probably sold it.So. now all you P-51 and other hot fighter pilots can quit bragging aboutflying those airplanes. I have never flown any of those hot rods either, notsince the pre-war open-cockpit fighter biplanes. But maybe, now with eightdecades of flying behind me, r could do it-in daylight, at least.Oh! I would love to meet that guy, if he is still alive. --@-

58P checklistI have a really neat 58P checklist. Itis part FlightSafety, Simcom, BPPP,ABS articles and the POH. It can beprinted on both sides of six pages in a 4"by II " format.Tabs are included for preflight, normaland emergency procedures.Emergency procedures are grouped intofire, systems, electrical and engine procedures.By laminating and spiral binding,you can have an easy-to-use quickreference. It is also easy to edit.My airplane is TJ-472 so some systemdifferences may exist. I'll e-mail mycheckli st free to anyone interested.jshan @aol.com.-Jock Shannon, Bellevue, WashingtonEconomical linkFor those (all of us) concerned wi ththe ever-increasing cost of current charts.the various FAA chart products can beordered online from the NationalAeronautical Charting Office (NACO) athttp://www.nacoJaa.gov/. The advantageof ordering directly, either online orat the provided 800 number, is that thereare no taxes or shipping charges.Charts can be ordered either singlyor by subscription. Subscription ordersdo not include the current chart, butbegin with the next issue following theentry of your subscription.-Barrie Hiem, Shannon. GeorgiaAlternator failureA recent alternator failure on a1996 Baron 58, TH-1791, did not illuminatethe panel annunciator lamp. Ispoke with Bob Leewright, supervisorof technical service for electrical systemsat Raytheon Aircraft. He led me tothe Alternator Out sensor, Part 36-380000-9, as installed on our aircraft.This sensor was designed to cause theannunciator lamp to flash when lessthan normal voltage is delivered fromthe alternator AUX ternlinal to the redinput wire of the sensor.In tracking down this problem, Ispoke with Lamar, manufacturer of thesensor for Raytheon. It appearsRaytheon was aware of a failure modeof the sensor in 1996/97 and had achange made to the circuitry. It becamea 36-380000-11, vs. the -9 as installedin our aircraft.It appears a sensor failure of the -9version not only does not flash thelamp, but fails to illuminate it at all!Pilots relying on the annunciator lampto alert them to an alternator failurewhen their aircraft is outfitted with the-9 sensor version may find themselveswith no alternators or battery powerwhen needed.I feel this is a life-threatening situation,and all Beech pilots should bealerted to this potential.-Gary James, Reynoldsburg. OhioABS RESPONDS: According to Beech,the -9 sensor was installed starting in1980 and, after a 1990's failure rate "notacceptable" to Raytheon, the -II sensorwas designed and has been standardsince sometime in the 1999 or 2000model years.The Limitations Section of A36 andBaron 58 POHs show all alternatorloadmeters Low Buss Volts/AlternatorOut annunciators must be operationalfor flight in all conditions. It behooves apilot to check the operation of the loadmetersand annunciators before flight,especially at night and/or in IMe. Onemethod is, after engine start, to pull onethrottle to idle, which should reducerpm to below the alternator's operatingspeed.Note that when the associated loadmeterindicates zero in Barons, the otherload meter picks up the load and thean nunciator for the throttled engineflashes. In a Baron, advance the affectedengine to 900 rpm or higher and repeatthe exercise with the other engine.If reducing an engine's speed to thepoint its 10admeter no longer indicates aload does not cause the annunciator toflash, ask your mechanic to check thesensor. In flight, periodically scan theannunciator(s) and loadmeter(s) to confirmalternator output.-Tom TurnerIced-up outboardfuel tank ventI have a 1963 P35 that encounteredicing of the fuel tank vent. It emptiedmy starboard tank onto my hangar floorafter a flight in lMe. 1 have read inColvin's Clinic that the "S" model put aT-fitting in the wing that allowed ventingof the tank if the outboard vent wasiced up.Is there an STC or a field approvalout there to retrofit these older models?If any member has an approved anti-icevent for the P35, please contact me atastoriavision@qwest.nel.-Steve Scruggs. Astoria, OregonLoosening acold throttle cableMy V35 had a throttle cable thatwould be very hard to move when it wascold. After a flight, it wo uld loosen upand seem normal. I thought it might beoil that had seeped into the housing andcongealed.1 got a piece of half-inch ID Tygontubing and cut it to about eight incheslong. Then I split it, being careful tosplit it in a straight line. I placed itaround the throttle cable and used anelectrical cable tie to seal it to the throttlehousing as close as possible to theend. Then 1 used Kroil to fill up thelUbe. I think WD-40 or a good penetrantwou ld also work.After working the throttle back andforth and letting it soak for a while, ithas loosened up to almost like new.- V. Gary Holden, Upland. CaliforniaNonfunctioningHSI & autopilotAt the beginning of a trip from myhome in Oregon to California and on toFlorida, I noted that my HSI and

autopilot had become nonfunctional. Ilanded at Sacramento and went toExecutive Autopilots on the field. Theyhad worked on the AC convener in myairplane in the past. With in 10 minutes,they were on the problem, and becausethey needed a few days to work on myunit, they lent me one. This worked wellfor the remainder of my trip.Their friendly approach to helpingme out with no advance notice was verymuch appreciated, and I was on my wayin a little over an hour. I think theydeserve recognition for this outstandingservice.- Charles S. TannenbaumSpringfield, OregonThank you to 01/On December II , a huge surprisebinhday pany was held for me fourdays ahead of time by my eldest grandsonat a club where he is a member. Atleast 100 guests were there. It was wonderfulto meet so many old friends andacquaintances, all younger than me, ofcourse.On my actual binhday, December15, ABS member Scott Thomas of LakeSaranac, New York, arrived inPoughkeepsie in his Baron and flew mydaughter Trisha and me to Kitty Hawk,Nonh Carolina, for the I02nd anniversaryof the Wright brothers' flights. Ihad attended the 98th, 99th and IOOthanniversary celebrations, but not the10 I st. I was really impressed withScott's piloting skills.A binhday pany was also held inthe very popular Black Pelican restaurant,which had been the GovernmentLifesaving Station when the Wrightsmade their flights.On December 17, First Flight ceremonieswere held at Kill Devil Hills. Aformation was flown above the monumenton top of the huge sand dune fromwhich the Wrights made their early glid·ing flights.That eveni ng a banquet with about200 people attending was held in thelarge building next to the level groundfrom which the Wrights had made theirfirst powered and controlled flights intheir flying machine. Pictures of me andsome of my various career aircr.aft wereprojected on a large screen-a real surpriseto me!I also had many e-mail greetingsand cards and letters when I got home. Iwant to thank all of those who panicipatedin making this IOOth birthday sospecial for me.-John M. Miller. Poughkeepsie, New YorkARSAviatorAwardCONGRATULATIONS TOTHE FIRST THREE ASS AVIATORSThree members have qualified to dotefor the ASS AVIATOR deSignation. which rec·ognizes those who go for beyond the mini·mum requirements to beoome sofer. more knowledgeable pilots.Dr. lorne Sheren, Cholham. New Jersey. earned our first ASS AVIATORstatus with SPPP training in Manchester. New Hampshire. and by complet·ing three AOPA Air Sofety founDation on·line courses.Next comes John Wiebener, Edgewood. New Mexico, who earned thisdesignation by completing a new FAA type rating. on FAA WINGS level. andfive Operations or Maintenance track seminars at the 2005 ASSConvention. for a total of 155 ASS AVIATOR points.Our third ASS AVLllTOR is Robert Castle, Midwest City. Oklahoma. whoachieved recognition by adding a Mulliengine Instructor rating to his FlightInstructor certificote, and completing the AOPA Air Safety Foundation an·lineEngine and Propeller Course.So for. we hove received completion certificotes toward the ABS AVlA·TOR program from 47 members. Congratulations to 01147. and especiolty tothese first three ASS AVIATORS.For more information on how you, too. con achieve the designation ofASS AVIATOR. see the ASS website or the October 2005 issue of the ABSMagazine.Bolts of two different lengths were used tosecure the wheel halves together. Which lengthbolt is correct? And do you know why?See poge 9478 for the 01 \VOl

KNOW BEFORE YOU SAY "GO"On a winter Friday evening about a year ago, a TexasbasedABS member loaded three fanuly members intohIs Baron and flew to Kansas City for the weekend.One of the aircraft's vacu um pumps failed over Oklahoma.Upon landingat MKC, the owner asked the FBO if they couldreplace the faIled pump in time for his planned departure lateSunday afternoon. They said yes, and the owner gave them ago-ahead.When the owner and his family returned to MKC onSunday afternoon, he was pleased that the pump had beenreplaced as advertised. But when he gave the FBO his creditcard to pay the bill, he was told that the invoice wouldn't beready until Monday when the bookkeeper returned to work.The FBO insisted that the owner sign a blank credit cardslip to cover the work. The owner was initially unwilling, butultimately capitulated when it became obvious that was theonly way to get the FBO to release his airplane.When the FBO's charge finally showed up on the owner'scredit card. it turned out to be over $1.900. The pump wasinvoiced at $1 ,400-well above the list price of $1,090 andalmost twice the usual "street price" of $800. The labor chargewas about $500 for a job that shouldn 't have taken more thanan hour.The owner was upset, of course. He fired off a nastygramto the owner of the FBO and vowed never to patronize themagain. But in the final analysis, the owner was stuck paying abill he appropriately considered outrageous.This sort of thing is hardly uncommon. [know one ownerwho was charged nearly $1,000 to have his Cessna 210 deicedin Memphis; another was charged $350 for one hour in aheated hangar to melt the snow off his light twin near Boston ;and yet another was charged $180 at Washington Dulles tohave two tires aired up on his Skylane.Most of these incidents occurred at large FBOs that catermostly to the bizjet se!. But such FBOs certainly aren't theonly offenders.Recently, a mechanic removed a leaking fuel selectorvalve from a Bonanza and sent it to a well-known FAAapprovedrepair station for overhaul. After inspecting thevalve, the repair station quoted $2,000 to overhaul i!.At this point, the aircraft owner wisely intervened, directedthe repair station to return the leaky valve, and sent it to aCalifornia repair station where it was overhauled for $375.While these may be extreme cases, I sincerely doubt thereare many aircraft owners who haven't fe lt blindsided by whatwe considered to be an unreasonable maintenance invoice.(Been there, done that, got the T-shirt to prove i!.)The First Commandment[n almost every such case, these unpleasant surprisesoccur because the aircraft owner authorized the work withoutfirst asking the cos!. In doing that, the owner broke the firstcommandment of aircraft maintenance:Never permit a shop or mechanic to perform maintenanceon your aircraft until you haye received and approl'ed a statementof work and cost estimate (preferably in writing). If andwhen you approve them. instruct the shop or mechanic not toexceed the cost estimate without fltSt obtaining your explicitapproval.I find it amazing how often this commonsense commandmentis broken. In almost every other sort of commerce, itwould be absolutely unthinkable for someone to purchasegoods or services without knowing what they will cos!. Mostof us would never buy a headset, a pair of sunglasses or agallon of IOOLL without checking the price. Nor would weconsider hiring a plumber to install a new water heater aroofer to fix a leak, or a garage to replace a muffler with~utfirst obtaining a quotation or estimate.Yet more often than not, aircraft owners put their plane ina shop and authorize work to be done without obtaining evena verbal estimate, much less a written quote. Frequently, thefirst time they learn whal the work will cost is when it isfinished and they are presented with the invoice. At that point,it is too late to influence the outcome; they can only complainand lick their wounds.Why do we do this? [ can think of three reasons:I. We're uncomfortable asking the shop or mechanic for acost estimate.2. The aircraft has a known problem, but we don 't yetunderstand what's wrong sufficiently for the shop or mechanicto estimate how much work needs to be done or what partsneed to be replaced.3. The aircraft is in the shop for an inspection, so we don'tyet know what problems are going to be found , much lesswhat parts and labor will be needed.Let's consider these three cases in turn.Case 1 : Uncomfortable askingI suspect the Baron owner was uncomfortable about askingthe Kansas City FBO for an estimate to replace his failedvacuum pump. Perhaps he felt the FBO was doing him a favorto do the work over the weekend. (They weren't-their laborrate was top dollar, and they charged time and a half for theweekend labor.) Or perhaps it was because this big-city FBOwas one that catered largely to the bizjet crowd-you know,the "if you have to ask, you can't afford it" guys.

Perhaps the Cessna 210 owner was uncomfortable aboutasking the FBO in Memphis what it wou ld cost to de-ice hisairplane because he thought it couldn't possibly be enough toworry about. (He found out otherwise.) Or perhaps it wasbecau e he felt he had no alternative but to have the airplanede-iced, no matter what it cost. (There's always an alternative.)Whatever the reason for their discomfort, failure to askfor an estimate before authorizi ng it cost them dearly. It nevermakes sense to purchase goods or services without first askingwhat they will cost.Purchasing aircraft maintenance is just like any other purchase.The fact that it is not your field of experti se shouldnever intimidate you into failing to ask key questions. In fact,the less you know about something, the more questions youshould ask before making a decision.Never feel embarrassed to ask for an estimate beforeauthorizing work to be done on your aircraft. The only time it'sbad form to ask the price is when someone gives you a gift!Case 2: Don't know what's wrongBut what if you don't know what's wrong? Say you putthe airplane in the shop because the engine was running rough,but you don 't know why. How can you possibly ask your shopor mechanic for a cost estimate under such circumstances?My answer is simple: ever ask a shop or mechanic to fixa problem unless you know what's wrong. That's like going infor surgery before your illness is diagnosed. Aircraft ownersdo this all the time, and it's an expensive mistake.I spend a lot of time discussing owner-performed troubleshootingin my seminars, and I'll be discussing it at lengthin future ABS Magazille columns. In a nutshell , I advise aircraftowners to do as much troubleshooting as possible beforeputting their aircraft in the shop. In my view, it's primarily theowner's job to troubleshoot and the mechanic 's job to fix.It's often difficult or impossible for a mechanic to reproduceproblems in the maintenance hangar. If we owners don'tdiagnose a problem before our aircraft is in the shop, ourmechanic often has no choice but to resort to guesswork, tryingvarious things and hoping he gets lucky. When mechanicsguess, owners pay.Returning to your rough-running engine: In a perfectworld, you use your digital engine monitor and well-honedtroubleshooting skills to diagnose the problem, e.g. a cloggedinjector nozzle or faulty bottom spark plug in cylinder #3.Then you put your aircraft in the shop and obtain a cost estimateto fix the problem.But what if you can't figure out why the engine is runningrough? In that case, you put your aircraft in the shop andauthorize your mechanic to spend up to two hours (or whateverseems reasonable to you) troubleshooting, and instruct himto report back to you with his diagnosi s. Only then. when theproblem has been diagnosed, do you ask for a cost estimateand-if the estimate is acceptable-authorize the repair.Case 3: Annual InspectionIn the case of an annual inspection, where by definitionyou don 't know what problems will be found, my advice issi milar. Put yo ur aircraft in the shop and instruct your mechanicto perform the inspection (normally done at an agreed-to flatrate) and prepare a detailed list of discrepancies with a costestimate for each one.At this point, sit down with the mechanic, go over the discrepancylist and estimates in detail, and come to an agreementon exactly what repairs are to be done and what they will cost.Only then should you authorize the repair work to proceed. (I'llhave a lot more to say about annuals in a forthcoming column.)No matter what the si tuation is, there is never a good reasonto authorize a shop or mechanic to perform maintenanceon your aircraft until you have received a cost estimate, preferablyin writing.Always know before you say. "Ga."Questions for Mike Busch may be e-mailed to.Mite Busch has flown for more than 40 years and 7.000 hours. Mike cofoundedAVweb and served as irs editor·in-chief for more than 7 yeors. His "Savvy OwnerSeminars teach aircraft owners how to obtain better aircraft maintenance whifespending a 101 less money. www.savvyoviator.com

(gerefratw~ at P/(ilty f!KawhBY CHARLIE DAVIDSON, ABS DIRECTOR Kill DEVil HillS, NORTH CAROLINAJohn Miller draws a crowd of aviation enthusiasts at lhe airport.Some of the ASS members took a four of the locol Christmas lights.A large number of ASS members turned out 10 help John Miller celebrates his 1 DOth birthday at the Firstf light Society Ball In Kilty Hawk. North Carolina.At the ABS convention in Dallas there was some discussion concerning theupcoming IOOth birthday of our esteemed member, John Miller. Let's face it. howmany organizations have members who reach that milestone and are still activelycontributing monthly magazine articles and traveling great distances to porficipalein Society actIVities?ASS Presidenl Craig Boiley, John Miller and Kent Ewing ofter theircruise over the First Flight Monument in Kent's V3SB.Ihad not seen John since his serious automobile accident inFebruary 2003. I knew he had suffered through a longrecovery with several months in the hospital. But John,being the trooper he is, was enthusiastic about joining us at theABS convention to sign copies of his book.Jack Threadgill and I arrived at Dallas InternationalAirpon to pick up John. I was concerned that we might need awheelchair. No way. As I stood watching the gate, I spiedJohn's traditional khaki shin and bolo tie bounding up the tunnelfrom the airplane. He was passing those slow youngsters infront of him. I later found John gelling his legs in shape byclimbing the 12 flights of stairs to his room each day in the conventionhotel. This man will not slow down!John's December 15 binhday comes just two days beforethe anniversary ofthe first powered flight by the Wright brothers.We discussed the possibility of ABS joining the FirstFlight Society in a celebration of flight and the centennialcelebration of John Miller's binh. This all came together in agrand couple of days, December 16-17.Several ABS members contributed to making this eventhappen. In parricular, Scott Thomas, a Baron driver fromSaranac Lake, ew York, graciously flew John and his daughterTrish Taylor to the Outer Banks from their homes inPoughkeepsie, New York.On the night of the 16th. several ABS members had a parryfor John at the Black Pelican Restaurant in Kitty Hawk, NonhCarolina. It is in the original lifesaving building where theWrights sent their message to Dayton in 1903 that they had successfullycompleted their flight I It seemed appropriate that Johnshould be in a historic place with such a significant connection tohis life's work.Joining John's private binhday parry to kick off a busy 24hours for the centenarian were ABS President Craig Bailey andwife Connie; ABS board members and their wives, Bill andPhyllis Stovall and Charlie and Patti Davidson, ABS ExecutiveDirector Nancy Johnson, a Bonanza formation group andseveral others.The next moming brought mild temperatures and a highovercast, great flying weather for the annual First FlightSociety event. The f1yover opened with the Green Beret jumpteam landing on the grounds of the Wright Brothers NationalPark in front of a crowd of a thousand spectators gathered onKill Devil Hills and near the visitor pavilion.Shonly thereafter, at exactly 10:35 a.m. (the time theWright's launched their first flight ), a lone V-tai I Bonanzacruised over the monument at 1,000 feet. At the controls wereJohn Miller and Kent Ewing, Capt. USN/ret. They were inKent's V35B that is based in Virginia Beach, Virginia. CraigBailey accompanied Kent and John, followed by a formationof one Baron and three Bonanzas.Page 9460 www.bononza.org ABS February 2006

'Mi, 'lJi'('(·kJ'll!, 6J1/jfI(~ ~,rf th(, /1IIf'h((("ross th(, JJlII/III/II('1I1thid S/I/I/(Ij(J/rrlll (firi Ij,./ri/rim.rf ~y (Doflsl !fllIflY!"(lII(f/Vir bJorN' (ti'llril/('.~ (1/1,( th;,• !JOfrlr;1I g(il{r;hi·~illJlIl'/('(1/1/,Scott Thomas, ASS Executive Director Nancy Johnson and ABSDirector Bill StovallCharHe Davidson (at right) MC'd the Beechcratt flyover althe Wright Monument.The four-ship formation was made up of Scott Thomas inhis B55 and V-tail drivers Ritchie Jones and Glenn Wimbushof Burlington. North Carolina. and Bill Doty of Chapel Hil l.North Carolina. They cruised over the monument at 1.000 feetfor three passes in perfect formation. I narrated for the audience,explaining the significance of the Bonanza aircraft andits history.Next, ABS member Steve Oxman and his son Warrenflew over the park in Steve's beautifully restored Beech 18.The Beechcraft brigade led the pack across the monument thatsunny Saturday, fo llowed by Coast Guard and Air Forceairplanes and the Golden Knights jump team.John, Craig and Kent circled back and landed at the FirstFlight Airport and were brought to the crowd in much the sameenthusiastic manner as Oshko h air show performers. Johnwas surrounded by many well-wishers-adults and children.The night of December 17 is the annual First Flight SocietyBall. In existence since 1928, this Society was founded to commemoratethe Wright's achievement at Kill Devil Hills.The highlight of the evening, in ABS' eyes at least, was aPowerPoint program narrated by Craig Bailey. A pictorialhistory of John's life in aviation was displayed and examples ofJohn's ad ventures from his book, "Flying Stories" were read tothe audience.John also received a congratulatory certificate from U.S.Senator Richard Burr of NOith Carolina, a painting of Johnand his beloved autogiro, and a huge chocolate cake.As John told us at hi s party, "Chocolate is good for you inmoderation. It may even help you live to be a hundred yearsand two days old !"Many thanks fa all the ABS members who participated and to theFirst Flight Society for working with ABS to celebrate the fife of thisextraordinary aviator and genffeman.-@-John Miller and his daughler Trish at the First Flight Society Boll.WE COULDN'T USE ALL THE GAEAT PICTURES WE RECEIVED, so THANKS TO ALLTHE CONTRIBUTORS WHO SENT PHOTOS IN; CONNIE BAILEY, CHARLIE DAVIDSON,KENT EWING, AND BILL & PHYLLIS STOVALLABS February 2006 www.bonanza.org Page 9461

Kill Devil Hills, N.C. -I'm writing this at the end of2005 and it will be in the February issue. Sorry I didnot get a medical subject into the January issue.I have a valid excuse: I was trying to keep up withJohn Miller while he was here for his Decemberbirthday bash. and frankly, I didn't have the timeor the energy for a column. I'm sure John haspenned his usual entertaining columns for bothJanuary and February. but he's a spry 100 whileI'm an aging 57. Go, John. Go!FORM 8500 FOLLOW UPIalso spent several hours in December doing my AMEhome study course, required for continuing education.AMEs must either attend a two·day seminar or participatein a home study course provided by the Civil Aviation MedicalInstitute (CAMI) every three years. The course I chose was onaviation physiology and was quite informative. It coveredeverything from barotraumas to vibration as they pertain to thefunctioning of the pilot.At about the same time, I was reading the January AOPAPilot. John Yodice, an attorney, writes an interesting column inthat magazine. This month he was discussing the insidious lossof privacy due, in his opinion, to the worrisome ability of variousgovernment agencies and departments to access andcross-reference different databases.[n particular, Yodice pointed out the Form 8500 that airmenmust fill out to apply for each new medical. I recently discussedsome of the chronically overlooked items on the form.In his article, Yodice said he will not be putting his SocialSecurity number on the form in the future and will ask that theSecretary of the Department of Transportation remove it fromprevious forms. (I didn't know you could do that, but [ guessyou can if you ask.)My comments re the SS# were all related to how muchsimpler it was for the AMEs to type in the number rather thanto search for the pilot by name. I don 't think I mentioned thatgiving the SS# on the form is voltmtal),. If you are concernedabout privacy issues, you certainly don't have to put it down.One problem I have had is when a pilot initially does notgive his SS, then at a later examination forgets that he previouslywithheld it. This time he does put the number on theform.When the AME tries to find the airman by the SS#, he willbe told that the airman does not exist in the files. Trying again,by name, will show the airman with a random "pseudo" numberpreviously put in that field by the AeromedicalCertification Division (AMCD). The AME has to sort out withAMCD the new number associated with that person. I guessthe point is that it is helpful to your AME if you are consistentwith your anonymity IAnother interesting point made in the AOPA article wasrelated to the ability of the FAA to cross-reference the informationon the Form 8500 with the National Driver's Registryto check for driving violations that relate to alcohol.The point made in the article was again directed towardthe insidious use of information that we VOluntarily give.Yodice commented that we voluntarily give "permission" toaccess the databases with our signature, but asks if it is trulyvoluntary if the only way one can get the medical is to agreeto the computer search of the Driver 's Registry. He questionsif this might be a violation "of the spirit, if not the actual wording,of the Privacy Act."Well, I was pondering that question having just gone overthe physiology questions. One topic was alcohol use and flying.Hot in my little brain was the statistic that in the I 960s, 40percent of aviation accidents were reportedly related to alcoholand by the 1990s, only 6 to 8 percent were alcohol-related.There were qualifying comments related to the moresophisticated methods used today versus in the 1960s for postmortemevaluation for alcohol in the deceased. That is, theremay have been more victims of aircraft accidents identified asalcohol-related in the '60s because of erroneous samplingtechniques and poor understanding of how the body, afterdeath, may produce alcohol-related substances.But the statistics beg these questions: Has the use of thecross-referencing reduced the number of alcohol accidents? Ifso, does it outweigh any loss of personal privacy? Is there asacrifice of some privacy for the "greater good" at work here?Certainly quantitative proof of whether the cross-referencingaffected the statistics might be very difficult to produce.Recent decades have brought increasing public awarenessof alcohol toxicity and alcoholism. Groups like MothersAgainst Drunk Driving (MADD) and the alcohol beverageproducers themselves advertise against misuse of alcohol.The FAA, together with commercial airlines, implementeda very effective program that allowed airline pilots to admitproblems with alcohol and get trearment, with the futureoption of continued employment and monitoring. General aviationhas no such program, and the detection of GA pilots withalcohol-related problems is difficult.Insidious is also the word that can be used to describe theprogression of alcoholism. Many alcoholics function formonths or years in home and at work without clues that theyare addicted. In general practice, with multiple encounters

with a patient and other possible clues from blood tests (abnormalliver values), the practitioner may have enough to suspectthe patient is slipping into problems with drinking. The AMEmay not have this luxury.The ability to differentiate between a social drinker whonever progresse to troublesome behavior and someone who isstarting down the lippery slope to alcoholism can be very difficult.The FAA educational material relates that the pilot witha ingle DUI may be twice a likely to have an accident as apilot with no DUI conviction s.I think more and more of these private versus publicissues will arise. Our individual tolerances for giving up personalfreedoms or information for the general good will vary.The family of someone who was injured by a driver or pilotunder the influence of alcohol would certainly lobby for evenmore stringent early detection and removal of potentiallyimpaired drivers and pilots.In the end, we all must act responsibly-individuals, governmentsand organizations.Charles S. Davidson, M.D .• holds board ceriiffcolian in family medicine and emer·gency medicine. He has been on aviation medical examiner since 1978 andserves as a senior AME. He holds a private pilot license with multi.engine andInstrument rating. He is an active pilot using general aviation for business andpleasure tor 23 years and is a/so an ABS board member. He flies an A36 and is amember of AOIl\ and EM.Age limitQ. Is there an age limit on taking a flight physical?A. A person of any age can take a flight physica l. The minimumage for being able to solo an aircraft is 16 years. Theduration of validity for a Class Tn medical for someone in hisor her teens is three years.The medical is needed before one can solo. Therefore,getting the medical more than three years before the 16thbirthday might not benefit the aspiring pilot unless there werehealth issues of concern for passing the exam. In that case,contacting the AMCD or an AME might be prudent beforespending the time and money for the exam.There is no upper age limit for taking an aviation medicalexamination.Vision standardsQ. What are the vision standards for a third class physical?A. 20/40 in each eye, corrected or uncorrected.QUESTIONS OF THE MONTHMonovisionQ. My son is preparing to get his license. He is legallyblind in one eye. I know there are pilots with vision in onlyone eye. What is involved?A. You are correct that pilots wi th only one eye or blind inone eye can gain a medical certificate and pilot's license. If thesingle "good" eye passes standards, and your son otherwisepasses the AME exam for whatever class he desires, the AMEcan issue a medical certificate limited to "Flight as a StudentPilot Only."Some time before his checkride for his private pilot'slicense (or simultaneous with the checkride) he will need tohave a medical checkride. He will fly with an AME or physicianfrom the FAA who will assess his ability to fu nction withthe si ngle eye. Once he has passed this, he will receive a waiverfor his mono vision.IFYOU HAVE A MEDICAL QUESTION. SEND IlTO American BonanzaSociety, Attn: Aeromedical News, P.O. Box 12B88, Wichita, KS67277. Or use fax: 316-945-1710 or e·mail Who said being nice doesn't pay the rent?Introduce yourself the next time you run across a non-ABS Beech pilot and get' emto join. You can get another month added onto your ABS membership forevery new recruit you sign up. MfflIbenhip forms are avail4bk at www.bonanza.org.Have the new recruit enter your name in the space "/ karned about ABS from" to receive credit.

Speed and fuelChristopher SextonFillmore, CaliforniaQ: (I) I have an 10-520 in a 1962P35. I have great difficulty getting thisairplane to slow down or descend unlessI pull the manifold pressure back toabout 13 or 14 inches to establish a slowdescent. This is below the green arc. Ihave a GEM and have not noticed thatthis practice causes the temperatures todrop rapidly.(2) There are yellow marks on boththe left and right fuel gauges at 1/4 tank.The POH states that you should not takeoff with the fuel below this level, butdoesn't explain why. Is this a weight andbalance issue? An issue of unporting thefuel pickups?A: (I) One drawback of addingpower to an older Bonanza is that ittakes more advance plann ing to arrive ata target airspeed. A gradual powerreduction to 13 to 14 inches longenough to slow down shouldn't hurt.Starting with a reduction in rpm mayhelp as well. You may need to adjust themixture to maintain CHTs. A more radicalsolution is to install speed brakes.See www.preciseJlight.com.(2) The "yellow arc" fuel !imitationsare designed to prevent you frominadvertently taking off into a "Iowfuel"situation with limited options forrecovery. Nonetheless, having at leastthe yellow arc's worth of fuel in bothtanks is a legal limitation on the airframe,and must be observed. This is not to beconfused with the "no tuming takeoffs"(for airplanes with unbaffled fuel cells)and maximum slip duration limitationsthat are to prevent fuel unporting in anuncoordinated maneuver. -ITTip tank troublesL.ewis WolkerIndependence. VirginiaQ: I have a problem with the automaticshutoff valves on the Osborne tiptanks on my A36. I have replaced theswitches and pumps several times sinceinstallation. John Osborne has been graciousto provide materials, but we haveno solution yet. I'm in westernVirginia, so where should I take my airplane?A: Kalamazoo Aircraft (260-381-0790) in Michigan, or HagerstownAircraft Services (301-733-7604) inMaryland may be able to help. -NPWindow air leakEric KochJasper. TexasQ: I am experiencing an air leakaround my V35's emergency windowbehind the pilot's seat. I have had themolding replaced, but there is still an airleak. Do you have any suggeslions?A: Check the new seals to verifythey are the correct ones and in positionto make good contact with the windowframe. If thi s all looks good, I would Jlythe aircraft with someone in the rearseat to locate the leak. You might temporarilytry using door/window caulkingto find the leak.Once you find the area that is leaking,try shimming it by putting some Jlatrubber behind the seal to give it bettercontact with the window frame. It's notunusual to need thi s.I have heard of people bending thewindow frame to get it to fit better.Doing this comes with the risk of breakina the seal between the window andoframe or worse yet, breaking the window.-AMGear lube and extensionRobert BisbeeEast Falmouth. MassachusettsQ: What is the type of grease andgrease gun to lube the landing gear ofmy S35? Can I do it or must an A&P?Also, what is the amount of extension ofthe nose gear strut?A: For all landing gear lubrication,you will need to use grease with a MlL­G-81322 rating. One such brand isAeroshell 22. Other manufacturers mayhave a different name; but as long as itcomplies with the MIL spec number, itwill be correct.A standard automotive grease gunwill work on most fittings; for some fittingsyou will need a needle fittingadaptor, which goes on the end of thegun to grease these type of fittings. Themaintenance manual shows what typematerial and where to lube in the servicingarea (Section 2).- An owner may lube any fitting thatdoes not require removal of componentsfor access. Nose shock distance shouldbe 3 1/16" when serviced correctly. (Asa good rule of thumb, you can use thewidth of your four fingers and you willbe very c1ose.)-BRGear tensionometerJames BrendelCordova. TennesseeQ: Can you tell me a good place tofind a "spring scale" tool to measure thelip and down lock tensions for the gearwhen doing an annual?A: You can rent this tool from IdealAviation (480-892-2529) or purchasefrom JLW Instruments (3 12-666-0595)model 800 and make a block to fit theend out of scrap stock.-NPAlternator whineThomas HainesWalkerville, MarylandQ: The alternator on my A36 (l0-550) has about 680 hours on it and I amdetecting a bit of a whine in the backgroundthrough the headsets, which tellsme it may be on its way out. Is the subtlewhine a good indicator that it is havingproblems?A: The whine could be a diode. Itwould show as AC voltage on the buss.

TECH NOTESTech Noles are from ASS Technical Consultant Neil Pobanz unless otherwise noted.TOP 10 FREQUE T DISCREPANCIES AT ABS SERVICECLINICS. which reflect the condition of our neet:I. Many landing gear are worn or out of rig. to the point of beingunairworthy. Motors are weak, uplock cables broken orfrayed , springs missing or frozen, rod ends cracked, linkagebent and parts assembled wrong. It's evident that the gearcheck on many annuals is just "run it up and down, check thehom and, if the doors close, send it out ,"2. Engine compartment findings: Lack of washer on engine controlrod ends, alternator exhaust vent duct missing and oil oninside of vent, holes in flexible intake duct aft from filter tomanifold, broken or weak springs in alternate air doors, enginemount heat shields installed wrong, hangers worn or broken,clamps too tight or too loose, poor baffle conditi on.3. Flight controls: Corrosion, unairworthy repairs, wear inhinges and linkages, flap rigging cracks, balance and auachmenthardware wrong.4. Cabin doors: Many are out of rig and many have worn cab inhinges and controls and tabs installed wrong.5. Required placards are missing.6. Fuel caps need reseal (both inner and outer) vents broken off.7. Dirty aft bulkheads, which could nO! have been inspected lAWAD94-20-04R2 but were signed off. Conversations reveal thatthe spar inspection is also many times not dye-checked whensigned off.8. Cracked cabin steps.9. Worn brake pedals near failure.10. Nose gear tunnels have cracks and undocumented repairs.There are many more items that occur less frequently.HOSKfNS ENOl E MONITORS: Instrument Tech in Dallas(800-229-9078) has approval to repair them.PREFLIGHT OF THE GEAR: Preflight of the gear shouldinclude looking for frayed uplock cables on the mains and rustysprings on the uplock.STALL WARNING WINGS: Early 35 airplanes had a small wingon top of the left wing to run the stall warning detector. Manyhave broken off or are partially there. Arrell (805-604-0439) hasreplacement wings. There are different wiring plans among eventhe early airplanes. When testing the stall warning, you may haveLO configure the airplane to accomplish the test. It is possible toinstall a leading edge stall warning switch similar to the later aircraft.Copy the location exactly from later models; also refer totheir wiring diagrams. Then use a 337 field approval.MASTER CYLINDER PARTS: Gerdes master cylinders werepurchased by Cleveland Wheel and Brake (800-272-5464).Cleveland has some drawings for parts that had independentapproval. Some master cylinder part numbers may be unsupportedby either Cleveland or Beech.ILLEGAL PARTS: These may be fake parts that are purposelyfalsely identified, or may just not have documentation, or bemade from raw stock that doesn't meet specifications.WET PUMP CO VERSION: Air Wolf has an STC and separa­LOr. Airwolf.com.INTAKE LEAKS: Clamps on the hoses in the intake manifold. distortedor cracked hoses and cracked or worn balance tubes are allfrequent problems that cause leaks and unbalanced intake flow.ILLEGAL REPAIRS: These may nO! be accompli shed byacceptable means, methods or materials, or may just not havesupport ing data or documentation. The latter can many times justhave the paperwork completed and be fine. Sometimes these haveskipped through prebuys and annuals.AIRBORNE VACUUM SHUTTLE VALVES: These valves,which are subject to a bulletin, can be repaired with kits fromAvstat (888-287-8283 ). (multi-engines)550 MAGS: It's been reported that many times installing Unison"Slick" mags required double mag gaskets.PRESSURE WASHER: We prefer that pressure washers not beused, as they drive lubricant out and water and strong soap inwhere it doesn't belong. Be careful choosing soaps LO use. SimpleGreen, for instance. has one that is approved for aircraft use andone that causes corrosion and is not approved.WING BOLTS AND FITTINGS: We've heard of damage fromthem being assembled wrong and of using the wrong torque.Some parts that may seem all the same at f,rst glance but aren'tare worm drive clamps, ty wraps, duct tape and RTY. Worm drivehose clamps can have significantly different strengths, differentresistance to the screw backing off and different resistance to corrosion.Aero Seal and Breeze are two accepted brands.Ty wraps should be such that they don't slip, don't hardenfrom UV, and don't break. The MS standard is MS3367. Duct tapesuitable for use in tank lining, etc, must have properties unlikethat normally found in hardware stores, such as higher fiber content.GE102, 103, 108 and 109 silicon seal is not acidic and won'tcause corrosion. The difference is they are white, black, clear oraluminum colored.MOUNTI G PLATE PROBLEM: A member reported replacingthe right wing's 40-gallon fuel cell on a J35. The replacement cellwas manufactured by Uniroyal and purchased through Hartwig.After installation, they were unable to get a FULL reading onthe right fuel quantity gauge. The maximum it would indicate wasonly 112 to 3/4 full. The member had the fuel transmitters reconditionedbut got the same indications when the transmitters werereinstalled. The transmitters worked properly when removedfrom the fuel cell and operated manually.On investigation. the member discovered the new fuel cell'soutboard transmitter mounting plate was very thick. The leftwing's fuel cell, which was original to the airplane, has a muchthinner mounting plate. In operation, the right wing outer fueltransmitter's arm contacted this plate and would not go to thefuli-up position.Hartwig has sent the member a replacement, with a thinnermounting plate and adhesive to modify the cell, and has informedUniroyal of the problem.-RG-@--Page 9466 www.bonanza.org ABS February 2006

Power Wheelj ~~1/I ,,""j l 'Power Wheel by Far West AviationSave Your Engine, The Easy Way!Know how much power your engine is producingwith the ABS Power Com puter by Far WestAviation, Inc. This E6B-style circular computer- made of high-strength Lexan - identifies thepower developed through manifold pressure,propeller speed, altitude, outside air tempand leaning technique. Valid at both rich andlean of peak settings, normally aspirated andturbonormalized. Specify 10-470 or 10-520/550(not applicable to 10-470C, factory-turbochargedor E-series engines)No. PW1 2625 $34.95No . PW22700 $34.95Save your backissues of themagazine in thesesturdy, attractivebinders. Holds a fullyear of issues withstrong wires fastenedto the binder spine.Specify burgundy~-­or navy.--~==~~-~::~~::'""-"NO.3000 $9.00VIDEOS - Now also available on DVmBonanza/Baron Pilot Proficiency Program Highlights VideoThis video addresses all Bonanza models with common information and tips to improveyour skills. Achieve the greatest performance from your aircraft. Approx. 80 minutes inlength. No. 4500 S59.50Owner-performed Maintenance VideoA SO-minute video describing the regular maintenance that can and should beperformed by the airplane owner. Detail is given to the scope and the proper techniQuesrecommended to perform these maintenance tasks. No. 4501 $31 .25living with a Thorough Pre-flight Inspection VideoThis 16-minute video applies to aU single·engine aircraft. It aids the pilot in understandingthe importance of a planned preflight inspection. The significance of using the POH isstressed, but it goes a step further by explaining, in detail, what we 're looking for. Thenarrator does an excellent job pointing out that a proper preflight inspection beginsas the pilot approaches the airplane. NO. 4502 $10 .00Bonanza/Baron Service Clinic Video With Norm ColvinA one·hour discussion by Norm Colvin of the most common discrepancies foundat ASS Service Clinics. The video also identifies areas reQuiring additional attention.A great reference video! No. 4503 $31 .25ABS BaD CapsTwill Cap with Suede VisorBlue, low-profile cap withbrown suede visor. ABSlogo em broidered on front.Tuck-away leather strapand slide-buckle closure.NO. 3120 $18.00Stadium BlanketPolarfleece blanket comes in bright Red with Black edgestitching or Black with Red edge stitching. Rolls up intoa convenient log with velcro close and nylon web strapfor carrying. Protected with nylon covering imprintedwith ABS logo. $15.00Twill Cap Green low-profile cap with beigevisor. ABS logo embroidered on frontand on visor. USA flag on side withABS website on the velcro closure.No. 3122 $15.00Phone: 316-945-1700 FAX: 316-945-1710Web site: www.bonanza.org E-mail: bonanza5@bonanza.org

COMPRESSION CHECKS ( BOTH USUAL & UNUSUAL)AND CRANKCASE MOISTURE REVISITEDylinder replacement at annual inspection is directly proportionalto the alimony payments or the number of children theIA has in college. Well, maybe not every time, but I thinksome cylinders are replaced before they need to be.Factory adviceBoth Continental and Lycoming have instructions for theprocedure to be used. Since 1984, with Continental's issuanceof M84-IS Service Letter (superceded by SB03-3), the old60/80 as the minimum allowable reading is a thing of the past.The main thrust of the new procedure was that there couldbe no leaks past the cylinder static seals (valves, barrel-to-headjoint, cracks in the head) while the ring set could leak anamount that, on some gauge sets, could be around the 4S-pslmark.The gauge set needs to be calibrated with a calibrated orificeto determine the actual minimum allowable reading. Thevalve no-leak requirement has been changed in later instructionsas well as adding requirements for a look inside thecylinder with a boroscope. This SB03-3 has quite a bit of usefuldetail regarding the health and inspection of the cylinderson our engines.The old gauge sets may be used after being calibrated, ora new gauge set may be purchased with the calibrated orificebuilt into the unit. The new sets run about $100 from severalsuppliers.Most mechanics will do the compression test per the serviceletter after the engine has been run and is still hot. That isthe normal routine and the figures entered into the engine logbook.However, the object of doing the compression check aspan of the engine inspection is to find out all we can aboutexactly what condition the cylinders are actually in.I have checked the compression on a few engines, whichgave very good static readings-that is with the engine notrunning-but the engine either burned excessive amounts ofoil or did not produce the expected performance. In spite of thegood compression reading, the cylinder or cylinders wereactually not up to standard.Some failed partsAs a small aside hangar war story-I was at Beckwourth,California (002) airpon to visit my pal Herb Bishop the otherday. I fly my Luscombe over there about once a week for lunchwith Herb and his crew in the little mountain town of Panola.There is usually something interesting to see going on in theshop there.That day they had just staned removing a cylinder from aC182. I asked what the problem was and Dan, one of the lAs,said, "Zero compression, and take a look at the head fins!"This was the center cylinder on an 0-470.Sighting over the front to back of the engine, it was easilyseen that the fins on that cylinder were catawarnpus WIth thefront and rear cylinders and leaking exhaust gases around thebanel-to-head joint. Not just lining up with regard to distancefrom the crankcase, but pointed off at an angle of about 5degrees. That head was about to leave the barrel. In fact, I donot know why it had not already done so when the guy flew Itin for the annual IIf the head blows off the barrel, a carbureted engine willmore than likely flat-out quit since the induction system isopen through the dislodged pipe leading to the failed cylinder.A fuel-injected engine might still run with the throttle Wideopen. I doubt you would want it to though, since there may befuel being sprayed all over the cowl from the failed or brokeninjector line to the sick cylinder! A small amount of powermight still be available, but a landing is in the very near futureof that airplane.The more I see of failed cylinders, the more J am convincedthat continued service of cylinder heads beyond oneoverhaul (tOlal time of maybe 4,000 hours or less) is not agood idea. Yes, I know that some large percentage of theengines out there may be running cylinders of some unknownaccumulated time and doing it successfully. But failure of thatold, tired aluminum head gets to be more likely beyond anunpredictable amount of time in service.I have no heartburn with first-run factory-new cylindersbeing reworked by a first-class shop and returned for anotherrun. But when one purchases a replacement exchange cylinder,there is usually no means to determine the total time it haswithstood the stress of operation.Also, the continued use of pistons beyond some reasonabletime limit can lead to disaster. The E-series engine in thephoto (on the next page) has the top of the crankcase knockedout. Usually one would think a connecting rod had broken ordisengaged from the crankshaft throw in a picture like this.However, what appears to have taken place is that the pistonbroke exactly through the center of the wrist pin hole.The piston above the wrist pin is crammed into the top ofthe cylinder. This left the wrist pin and the bottom, or skin, ofthe piston floating around on the flailing, uncontained connectingrod, resulting in the complete failure of the enginealltaking place in a matter of seconds. There was no way to

after changing (5+1- hours). High oil temperatures may resultdue to the large amount of hot gas being blown into thecrankcase. And with high crankcase pressure there may be oilblown out of various places from the engine.Remember, the allowable maximum crankcase pressure isless than one-tenth of one pound per square inch. Very lowindeed.This E-series engine has the top of the crankcose knocked out.determine the total time on this piston, but I can guarantee youIt was something other than small.In the end, the investment in new cylinder kits at engineoverhaul time is a good one.Also, I reject the notion that is !loatino around that. . 0Contmental cylmders are somehow inferior to the severalother brands available for the angle-valve engines. At this timeContinental is the only source of parallel-valve cylinders forthe E and 0-470.There may be a time when the design of any manufacturermay need some adjustment, but I know that a company likeContinental has no desire to produce anything but products ofthe highest quality. Perhaps the other brands might be of equalquality and give satisfactory service. But I believe the oriainal. 0engIne manufacturer, at this time, is building a product that isof the best possible materials and design.Those statements will no doubt lead to some hot e-mailabout failures of Continental cylinders. However, all producersof various engine pans have had their share of failed products.Things change on engine startWhen the engine is in motion, everything changes regardingthe seal the ring set makes. Although one may get a goodreading on a cylinder that has glazed walls, when the engine isrotating and the pistons are moving in the cylinder, the ringslift off the wall and allow excessive oil to migrate into thecombustion chamber as we ll as allow higher-than-normal gasblowby into the crankcase.Also, the heat and addition of oil being thrown from thecrankshaft change the fit of the parts. The high static readingswill probably not remain for too long, since the above condition(glazing) usually leads to carbon buildups in the ringgrooves, sticking the rings, resulting in low slatic compressionreadings.One of the clues about this situation, in addition to theexcessive oil consumption, is the oil turns black in short orderCrankcase pressureCrankcase pressure is one item of information that isinstantly available as a read out on a pressure gauge tappedInto the crankcase (usually an airspeed indicator). 0 need to~ait and see if the oi l turns black. The engi ne breather systemIS SIzed to allow only normal amounts of gas to be blown intothe crankcase and exit via the vent system without exceedinothe maximum allowable pressure. 0There are other causes for excessive crankcase pressurebesides piston ring blowby, but that and interpreting the pressurereadings is a separate article in itself.A margin of safetyAs with all things aviation, there is a wide maroin obetween the minimum or maximum allowable readings ofwhatever we are testing and the point where performance orsafety becomes critical. The following is quoted from theContinental publication, Tips on Engine Care:"Engine testing has shown that certification horsepowerratings will continue to be delivered even when all cylindersare at or below the minimum allowable calibrated compressionreading as established by the master orifice tool."'Cold compression checks neededSo if the compression check is done via the latest informationand the readings comply with that infornlation. allshould be well. However, there is one check of cylinder healththat most mechanics do not do and which should be done. Ihave found several cylinders-the latest one on my LuscombeLycoming 0-235 engine- that checked out just fine hot, butwould have large leaks through the valves when cold.In the case of the Luscombe, it has solid lifters asopposed to the hydraulic units in all engines used in theBonanzas. It turned out the adjustable valve clearance was rightat zero, or thereabouts. on one cylinder and was holding thevalve not quite closed when cold. After running the engine, thevalve would close tight enough to get a normal reading. Veryeasily fixed and back to the 76/80 reading I was expecting.Morning sicknessThe principle for either solid or hydraulic lifters is thesame. That is, we are looking at all possible problems in every

engine condition. There is a malady that engines suffer, especiallyair-cooled aircraft engines, called "morning sickness."This condition results in the sticking of one or several valves,usually exhaust valves, after engine start and lasting from severalseconds to maybe several min utes. When the cylinders geta little heat in them, the valve breaks loose to close completelyand begins to function and the engi ne runs normally.[n parallel-valve engines, the piston may actually strike avalve which is SnIck open to help start the process of normaloperation, as evidenced by marks in the piston head depositsor in the piston metal. Angle valves that are hit by the pistoncan cause serious damage. Neither siluation is a good one.Some pilots attribute th is morning sickness to the enginebeing cold (which actually is pan of the reason the valve sticks)and since there is no choke operation as in auto engines, it justneeds to warm up a little. The engine does warm up and beginsto run smoothly, but not for the reason the pilot thinks.If the valve is stuck open enough, due to the valve stemsticking in the guide, several things-bad things-may happento the engine. !fthe valve is really stuck tight, especially in theangle-valve engines, the valve stem may be bent, the pistondamaged, etc. Also, the pushrod ends are allowed to jump outof the rocker ann socket and may not reengage it, causingadditional damage. Broken parts and pieces may result ineither straight- or angle-valve engines if valves are stuck openat engine start.If the valves are found to be not closing, the possibility ofthe rocker arm being seized in the bUShing bearing or the lifterbody bound up in the bore of the crankcase should be investigated.Usually it wi ll be the valve itself binding in the guide.Over-priming during startOver-priming some engines (E engines if the air inletelbow drain tube is plugged) will also display morni ng sicknesssymptoms for a few moments until the excess fuel iseaten up by the engine.Catching a problem earlyIf a compression check is done with the engine stonecold,this va lve-sticking problem will be caught and remediedbefore real trouble follows. Usually, it is the exhaust valvesthat will stick open. They are difficult to lubricate. and if welllubricated,the oil may tum into carbon gumbo due to the hotterstem and guide compared to intake valves.Additional crud such as lead and fuel residue further complicatesthe issue, with that and other exhaust products beingblown up the space between the valve stem and guide. Intakevalves may leak due to guide wear or some fault in the valveface or seat, but usually do not present a sticking problem.Momentary engine shudderAs a small aside, sometimes one will encounter "momentaryengine shudder" while in night. This might occur at anytime during flight. but may be more frequent at TOO (top ofdescent) when a th rottle power adjustment might be made.Although [ would never do this, if one were to add 10 percent(about one quart) of Marvel Mystery Oil to the engine oil(do not add to the fuel any oil-type product), and the enginestops display ing this "shudder" after several hours of operalion,then it is valve-guide ream ing time.[ had an article in the February 1998 ABS Magazine (page512 1) detailing the reaming procedure. Straight-valve enginesare quite easy to ream the guides with the cylinder on theengine; angle-valve ones are not qui te so easy.[f cylinders are removed for valve work and the pistongrooves allow free movement of the rin g, and the cylinderwa lls appear serviceable. it is not necessary to replace rings,hone cylinder Walls, etc. Just put all the parts back in the sameposition wi th a new cylinder base seal. All , of course, assumingthe engine was performing satisfactorily prior to the valvework.So, [ would request the compression check be done bOlhhot and cold. By the way, cold readings may be slightly lowerthan hot ones, but not necessarily so. That Luscombe enginehad three cylinders 76 or better and one 79/80 cold. That with1600 hours, nearly all of which was on unleaded auto fuel!CRANKCASE MOISTUREIn the August 2004 ABS Magazine, I wrote about moistureinside the crankcase of our engine when shut down after nightor, for that matter, any time it has been run- in fl ight or on theground.As mentioned in that article, it is very beneficial to ventilatethe interior of the engine us ing a shop vacuum to moveambient air through the engine and remo ve the very moistcrankcase gases.As noted above in the compression-check verbiage, [ hadremoved the rocker covers of my Luscombe engine to remedya poor compression reading on one cylinder and check tappetclearance on the other three.[ noticed the rocker covers had several small beads ofwater clinging to the upper portion of the inside surface.The overnight temperatures in the hangar had been about30· F. The moisture causing these beads of water would still, be there, even if the engine temperature was not cold enoughto condense the trapped water vapor into visible waterdroplets. However, when the dipstick was inspected, there wasno evidence of any moisture on the dipstick.I had fl own the ai rplane the day before and had vacuumedthe engine for the usual three or four minutes after shutdown.As stated in the 2004 article, if I did not evacuate the crankcaseafter engine operation, [ would see moisture beads the nextday on the dipstick when the engine temperature was wintertimecold and most of the time when the normal 60· Fsummertime morning temperatures existed. So as me ntionedin the 2004 article, there are dead spots in the engine cavity

that are not evacuated of the moisture put in the crankcase bythe exhaust gases blown past the piston rings.II may be that if the engi ne were to sit long enough, themoisture trapped in the various dead spots might migrate,through the pushrod tubes, to the much drier air the 10+/- inchesaway in the crankcase interior. Since the engine temperatureis quite cold throughout the winter, I doubt the liquid waterdropletslbeads would evaporate and do thi s short journey.I am fairly sure that if the water remained in vapor formas long as it probably does in less cold conditions, the equalizationof the moisture content throughout the engine would bemore equal. That would add a little moisture to the dry ventilatedcrankcase air and reduce the very moist air of the rockercovercavity. Of course, if the engine were to be put in verylong-term storage, the manufacturer's instructions should befollowed after purging the engine of the residual crankcasegases using the shop vacuum.The E engi nes of the 35 through G35 airplanes, as well asmy Luscombe engine, present a more or less perfect setup forpurging the crankcase of these very wet gases. Remove the oiltank cap and insert the vacuum hose into or over the breatherline end. The ventilati ng air goes into the oil tank, then throughthe equalizer line at the upper right corner of the tank (Eengines) and into the rear of the engine at the accessory case.The air is removed at the top front of the engine after travelingthrough the four bays of the engine. A perfect setup for thisjob.Unfortunately, the Pennamold engines in later airplanesdo not come wi th this feature. A fitting could be manufacturedand the engine modified slightly to get the circulation of thefresh, relati vely dry air to circulate throughout the engine.Engines that are operated daily, or not less than twice aweek or so, would probably not gain much by this ventilationprocedure. The oil left coating the interi or of the engine willfend off the attack of moisture for quite long periods of time.However, since there is no additional time required to do thisroutine (do it while you are closing the hangar door, etc.),purging the moisture each time is what might be the di fferencebetween a full TBO run (or longer) or having the camshaft andlifters or other engine parts rust and pit.ABS Life Member Lewis C. Gage has ATP multiengine land With Boeing707/72Q1747IAirbus-31O ralings. Commercial single-engtne fond; fllghl inslruc·lor MflJSEL airplanes and instruments: ground instructor advanced and instrument;flight navigator; flight engineer: mechanic·airplane Gnd engine; and FAAports manufacturing authorization. Flight lime: 15,()()()..plu5 hours. Lew may beconlacled 01 2255 Sunrise Dr .. Reno. NV 89509. Phane!Fox: 775·826-7184.E-mail: 5unrisereno@mailstation.comCHANGING AN AIRCRAFT TIREHave you ever hod difficully unmountingon aircraft tire from its wheel? Althoughremoving the tire and wheel from the airplanecan be accomplished with ease if youhave the proper jock, it can prove to be amost daunting task to break the tire beadloose from the wheel. Some would-bemechanics have been known to jump on thetire or even use a screwdriver to try to pry thetire bead from the grip of (and damage) thewheel.Here's a tip for breaki ng the tire beadloose with the greatest of ease: Put thedeflated tire and wheelan the table of a drillpress. Then, using the mechanical leverageof the drill press, lower the chuck down onthe tire and push it until the bead breaksloose (see picture). You'll have to do this atseveral locations around the sidewall of thetire for the bead to break loose, but it isAA ordinary drill press can be a big timesaver when changing aircraft tires.much easier than any other method of tireremoval.Once the tire bead is broken loose fromthe wheel. the two halves of the wheel canbe unbolted and disassembled and a newtire installed.CAUTION: When deflating the tire, bevigilant when unscrewing the valve stemcore; it can eject like a bullet and couseinjury. -Ron Timmermons, Ft. Worth, TexasIf you have a Tip or Trick fo share, send if faobsmail@bonanza.org

INTERIORSTHE INSIDE STORYPART VIIIBY DENNIS WOLTERAIR MOD, CINCINNATI. OHIOStudying how Beech built interiorcomponents, particularly side panelsand headliners, is a classicmicro study in product evolution. Asmentioned at the end of last month'sarticle, the designs of these itemsevolved through four very distinctstages.True to the legend of Beech quality,they were consistently better than theircompetitors at any given period. That'snot to say all of their design and materialschoices were always of the highestquality. Over the years, Beech had tocompromise to remain somewhat competitivein this modem world of plasticmaterials and bottom-line watchers.As we study the original constructionand subsequent repair techniquesfor the different generations of INTERI­OR SlOE PANELS AND HEADLIN­ERS, you will quickly see what I'mtalking about.first generation1 consider the first generation ofside panel/headliner design as beingthose installed in the 1947 straight 35through the 1952 C35. Both were largeform-cut flat panels of .016" 2024 T-3aluminum. These panels were coveredwith thin fiberg lass paddi ng and woolfabric, with leather on the armrests andupper side panels. A minimal amount ofropstitching was used for some surfacedesign and material support. The armrestof the day was a '40s Studebakerlookingscrew-on job. Very quaint'These panels were held in place bystandard 1/8" diameter aircraft rivetslocated at the panel's edge. This soundsgreat in concept, but Beech used anautomotive spring steel receiver clip tohold the rivet in its correspondingmounting hole in the aircraft's structure.When new, this system worked great,but let a little corrosion developbetween the steel clip and the aluminumrivet and it became impossible toremove the side panel or headliner withoutdamaging the thin aluminum backingpanel.We use a homemade tool fabricatedFirst generation side ponel system.from a cheap screwdriver to help reducethe damage to the uphOlstery panelscaused by these stubborn fasteners.Don 't even consider reusing these badboys.Fortunately, in the early '60s Beechcame up with a durlon push fastener thatfits the original holes, holds well andreleases easily, making damage-freeremoval and reinstallation of the panelsa snap. Even with the durlon fasteners, Istill use my homemade tool to assist inremoval. Vou can never be too careful.As I mentioned earlier, these panelswere fabricated out of oh-too-thin, sixteen-thousandthsaluminum and areoften in poor condition. I strongly suggestmaking all new panels out of twenty-thousandths(.020") 2024 T-3 aluminum,available from numeroussources including Airparts, Inc. (800-800-3229). For very little weightincrease, a much more durable and maintainableside panel system can be fabricated.When your old panels are strippedof upholstery materials and tapped flatwith a light metal-working hammer, youwill have a perfect set of accurate patternsfor the new side panels.Whether you're fabricating newpanels or repairing old ones, take thi sopportunity to make them easier toremove and install. From 1949 until1960, Beech made the left side panel asone long single piece. What a pain to getaround the main spar structure.To eliminate this problem, cut thepanel into two pieces, separating it atthe aft edge of the front spar diagonallyup to the center of the first window post.Install a support bracket behind theseam that is wide enough for two stripsof I " Velcro. Unsightly mountingscrews can be eliminated if the edges ofthis seam are secured with Velcro, andwhen the panel is installed, the seam isTypicol side/headliner panel. original rivets and new durlon fasteners. Nole handmade tool in foreground.Page 9471www, bonanza,org ABS Fe bruary 2006

Typical tarn aluminum panel repair.hidden by the pilot's seatback. Very niceand a snap to remove and reinstall.If you choose to reuse the originalthin panels, there are two common typesof damage that you are likely to see andwhich must be addressed. The first isbent and deformed metal , mostly nearor at the metal's edge. To straighten this,use a very small ball-peen hammer andever so lightly start at the outer edge ofthe deformation and work toward theapex (high spot) of the bend. Do notstart whacki ng at the apex - this willcause the metal to stretch, and develop apermanent warp. Be patient and remember,practice makes perfect.The second most common problemis a tear at the metal's edge. Here a scarfor overlay patch is the fix. We use soft1/8" hardware store pop rivets andtwenty-thousandths 2024 T-3 aluminum.The photo above says it all. Weoften tap the installed pop rivets with alight hammer and then sand or file theprotruding heads down to a minimum tokeep the repair from showing throughthe new upholstery.thing didn 't stand a chance from inception.It must be removed for every annualor whenever the HSI gyro, autopilotor ELT decides to lean on your wallet.To make matters worse, the damthing is held in place by no fewer thanabout 50 screws. Human nature beingwhat it is, only about half of the screwsget removed and the panel is bent out ofthe way just enough to sneak in thereand tweak whatever needs tweaking.After 20 or 30 years of that. the aft bulkheadpanel looks like something thatwould strike fear in the heart of the mostseasoned crash-test dummy.With the invention of Velcro, thisproblem is history. Rivet a 2" wide L­shaped angle up both sides of the aftbulkhead. Install I" wide Velcro to thesenew aluminum strips, fabricate a new.020" 2024 T-3 aluminum access panelin the likeness of the original, and holdit in place with mating Velcro. Locate aI W' diameter hole about 3" in from eachcomer to have a way to pull the panelfree and you have a mechanic-proof,durable aft bulkhead panel. It 's worththe effort. Our customers like it so muchwe often use it on newer Bonanzas, too!second genera lionThe second generation of Beechairplanes, 1953 F35s through 1960M35s, had the very classic-looking,somewhat sculpted armrests with ablind-mounted stainless steel accentmOlding. The problems found in the earlierside panels and headliners apply alsoto this generation of interiors, includingreplacing the aluminum mounting rivetwith the later durlon fastener.Second generation of side panels with a moldedarmrest and stainless steellrim molding.AFT BULKHEAD ACCESS PANELBefore moving on to the next generationof side panels, I want to spend alittle time solving a problem common toall of the Bonanza-derivative airframes,mainly the aft bulkhead access panel (orwhat's left of it). This thin aluminumremovable panel allows access to theequipment-laden aft tail cone area. ThisoThese #4PK screws ond washers hold better than the original delicate mounting tabs.ABS February 2006www.bonanza.org Page 9472

There are two problems with thearmrests, however, that are unique tothis group. First is how Beech auachedthe stainless steel trim strips. In order toblind-mount these strips (no visiblemounting hardware), thin steel tabswere wedged into the back side of thestainless strips. These tabs often breakoff as they are straightened when thestrips are removed or as they are beingrebent when resecuring the strips afternew upholstery has been applied.Not 10 worry, a good fi x is at hand.Using a #43 drill bit, drill a hole throughthe side panel into the steel tab strip. Becarefu l nOl to drill into the stainlessmolding. Then secure the trim strip withshort #4 PK screws. This is a good thingto do even if all the original mountingtabs have survived previous removaland reinstallation.The second problem common to thistype of interior is damaged plastic armrests.These armrests are one of Beech'searliest anempts at fabricating parts fromvacuum-formed royalite plastic. I hate it.As bad as this material is though, it isvery repairable using cyanide acryliteadhesive. We'll get to this later.Third generaUOnThe third generation of sidepanellheadliner design used by Beechwas the system in airplanes from 1962through about 1974. From the standpointof build quality and durabi li ty, thisis the best system to date. I'm referringto the all-aluminum side panels thatwere mounted on two (sometimes three)aluminum-extruded rails that run parallelto one another through the entirelength of the cabin. Very lillie mountinghardware is required to secure the variousinterior and headliner panel sbecause they are fit into and retained bythe rails.To remove the various pieces, allone does is bow the panel slightly fromone end and progressively pull it out ofits respective mounting rai l. Cautionmust be exercised so as not to get a kinkin the metal as it is removed or reinstalled,but with a lillie practice, youwill find it quite easy to work with. Ofcourse, any upper and lower edges thatare not retained by a rail must beecured with upholstery screws or blinddurlon push fasteners mentioned earlier.As good as this system is, there isroom for improvement, particularlywith the headliner. The forward half ofthe headliner is secured at the outeredge by the durlon push fasteners. Oncethe outer edge is removed, the inneredge will easily come out of the aluminummounting rail.However, removing the aft portioncan be quite tedious, as both the innerand outer edges are secured by aluminumextruded rails that are ratherclose together. The problem is magnifiedby the fact that the headliner panelis bowed to a concave contour in thisarea to conform to the very curvedshape of the aft cabin top. Most of thetime these headliner panels are kinkedand deformed or even tom at the outeredges due to how difficult it is toremove and install them.cussed earlier. There are mounting railsand fini shed uphOlstery panels securedto this access panel. Unfortunatel y, theouter edges of the upholstery panels thatcover the aft bulkhead are right upagainst the upholstered side panels andare secured top and bottom by parallelaluminum mounting rails. So it is difficultto get your finger (or worse, ascrewdriver blade) behind the fini shedpanels to bow them enough to removethem. Usually the frustrated techniciansdo the inevitable and pry a comer out ofthe aluminum rail with a screwdriver,damaging both the edge of the upholsteredtrim panel and the extrudedmounting rail.To prevent this, install pull-tabsfabricated from the finish material(leather or vinyl) in the vertical centerof each removable trim panel, about sixor eight inches fro m each end. Nowremoval is a snap: just pull the tabs andthe panel will bow in the middle andpop out.Due to the above-mentioned difficulties,it's common to have tom or bentedges on the interior panels themselves.Bent edges can be straightened with thetapping method described earlier. Tearsat the edges, however, cannot be repairedsince these panels tuck snugly into themounting rails, fit is critical and there isno room for the added thickness of anoverlay patch. In that case, a new .020"aluminum panel must be fabri cated.Armrests used in this generation ofside panels, although somewhat dated inappearance, are extremely well madeand rarely require repair. That said, thevacuum-formed pans that form the pilOland copilot armrest recessions weremade from that insidious royalite vacuum-formedplastic and are almostalways warped. They will need to beheated and reformed back to theirdesigned shape, and reinforced withaluminum so they won't rewarp in thefuture. I repeat: I hate that plastic stu ff!Fourth generalionOnce Beech gOl it right, the folkswho watch the bottom line must havePage 9473HERE'S THE FIX.Using the old panels as patterns,fabricate new .020" 2024 T-3 aluminumpanels. Pad and upholster them withnew material.Before installing these new panels,remove the aft and outer retaining railsthat hold both the upper aft wi ndowframe and the outboard aft portion ofthe headliner. Remount the rails fromthe bottom side only with countersunkPK sheet metal screws and folded ti n­nerman nuts.Now that this ra il is removable, youno longer have to bow the headlinerpanel to install or remove it. All you dois secure the headliner in the innermounting rail, and with the outer pushpins securing the forward half of theheadl iner, mount the aft mounting railfrom the bollom side with the countersunk#4 PK screws. It's easy, and nomore bent and tom headliner.The other trouble spot is the aftbulkhead access panel, a high-trafficarea for the maintenance folks, as diswww.bonanza.orgABS February 2006

Reinforcement of armrest recession pans.stepped in and, in the interests of savingweight and money, the age of plasticinteriors was born. I'm referring to thefinal and current generation of interiorside panels, armrests and headliners.When we do a renovation at ourshop, we seem to spend the most timeand money repairing and modifying interiorcomponents in these newer airplanes.Pan of the trouble stems from theuse of vacuum-formed royalite plasticfor the complex-shaped armrests, windowframes, spar covers and other smallinterior trim components. I plan to gointo a complete repair expose on theseparts in a future installment, but for nowwe'll stay focused on side panels.To fabricate the main side panelpieces, Beech used a delicate compositehoneycomb material very similar inconstruction and strength to high-qualitycorrugated cardboard. As if that wasn'tbad enough. the entire left side panelfrom the firewall to the aft end of thecabin was fabricated as one piece.Guess what happens when the techniciansneed to get behind that longpanel? The inflexible material becomeskinked and tOI11 as people try to workbehind the panel without completelyremoving it. Even if a careful techniciandecides to do the right thing (removingthe window frames and then the entireone-piece side panel), damage oftenoccurs in the effort to get this monstrouspiece out of the cabin.Due to the delicate nature of thesecomposite panels, just removing the oldupholstery material (usually one bigpiece of vinyl or leather) is very difficult.Great caution must be taken not todamage the finished edge of this compositematerial as you carefully peel thewell-glued material offthe panel's edge.We cut the vinyl or leather aboutone inch in from the edge around theentire perimeter of the panel. This techniquemakes it possible to peel thematerial away from the delicate edge ofthe panel, rather than peeling it over theedge. This is much faster and safer thanthe more traditional method of peelingthe material from the back side first.The repair processOnce completely stripped, therepair process begins (very few componentsescape the need for repair).Damage comes in three forms: tears andcracks, defol111ed edges and missingsections.For a quick, strong, versatile anddurable fix, we use cyanide acryliteadhesive and thin 2 oz. model maker'sfiberglass cloth (available from LoneStar Models, 972-218-9663. amongother places). The adhesive curesinstantly when activated with the sprayaccelerator. As it cures, it gets so hotthat it actually sizzles, fusing the entirebonded repair into one strong monolithicfix.We've seen evidence of all types ofcreative repair attempts in the fie ld, rangingfrom the simple use of tape to extensiveefforts with different epoxies. But Ithink you'll fi nd the process descri bedhere to be a very good solution.For teor or crack repairs. place thepanel in question on a flat surface andthoroughly clean the damaged area. Cuta piece of the model maker's fiberg lassto conform to the shape of the damagedarea. Apply the adhesive and spray onthe instant-curing accelerator. Then flipthe panel over and repeat the process onthe opposite side and the repair is complete.Be sure to wear rubber gloves anda charcoal mask, as this adhesive is veryunhealthy stuff.Crushed alld to/'ll edges must firstbe formed back to their designed shape.Then apply the fiberglass cloth to oneside as described above. Trim the thincloth to the desired shape with scissors.Use a plastic filler powder to fill invoids (ground-up acrylic works well)and apply some adhesive. Next apply asecond layer of cloth to the oppositeside. Trim the edge, do a little surfacesanding, and this part of the panel is asgood as new.Replaemellt of a completely missillgsectioll is the last repair challenge.At Air Mod we have the good fortuneof having "donor" panels as asource of repair material to use forgrafting on a missing piece.lfyou don'thave this material available to you, goCracked comer of honeycomb side panel.ABS February 2006www.bonanza.orgPage 9474

Repaired crack.Repairing a crushed edge.to the hobby shop and buy balsa woodstock that is the same thickness as theoriginal panel. Cut it to the requiredshape and overlay both sides of therepair with the model maker's cloth andadhesive. The repair wi ll be light, strongand durable.I know balsa wood bums, but it isused in such a small amount that it willnot have an appreciable effect on theoverall flame retardant properties of theinterior. This is perfectly within the provisionsof the FARs and a safe practice.We've made it through side panels.Next month we will get into the lessextensive subject of late-style headliners.If you have a 1973 or newer airplane,you are probably familiar withthe ali-too-common deformation andgaps, to say nothing of sagging headlinersin post-1980 airplanes. Don't worry,there are some great fixes for these ailments.Until then, fl y safe.,Grafting on a missing piece.Dennis Wolter is an A&P, IA and a 3,CXJO-hour instrument pilot who started Air Mod in 1973 to bring innovativedesign and high-quality renovations to the general oviation market. Dennis hos a degree in industrialdesign from the University of Cincinnati.Page 9475www.bonanza.org ABS February 2006

PREFLIGHTINSPECTIONwhy it s importantBY STEVE ZELLERALPHARETIA GEORGIAMany of us have owned our fineBeechcraft for many years.Over time- and with a solidmaintenance history- a cenain amountof complacency can set in. [ believe thatwhen you preflight the same airplaneover and over again. pretty soon itbecomes very easy to overlook things.The same is true of mechanics, which iswhy the FAA likes an inspector to lookover our work from time to time. In myopinion, a very good policy.[ was on a business trip to theMidwest some time ago and left myG35 tied down with an excellent FBO inDayton, Ohio. When it came time forthe trip home, [ did my usual preflight,including sumping all of the fuel drains.Everything looked OK, so [ launchedinto beautiful YFR weather.The airplane handled as usual,except that it seemed to be slightly outof rig. The slip-skid ball was ridingabout one-founh ball width out to theright. The airplane normall y fliesstraight and level, hands-off in smoothair. Since it seemed to be flying fine andthe en route weather was great, [ made anote to check the ruddervator tab positionwhen [ got back on the ground.Once on the ground, [ did a more-ISeverelv damaged skins on underside of left-hond ruddervalorcareful walk-around inspection. When [got back to the tai I. all seemed in orderand no damage to the ruddervators ortabs was noted. [ then got down on myknees and stuned inspecting the undersideof the ruddervators and balancetabs.Was I in for a shock! The skins onthe underside of the left-hand ruddervatorand tab were severely damaged asyou can see in thi s photo. That the airplanenew as well as it did with thismuch damage is a real tribute to Beechengineering.Both ruddervators had beenreskinned, painted and balanced withinthe last year. I believe damage wascaused by a cold front with high windsthat blew through Ohio earlier thatweek. Even with the gust locksinstalled, the quanering tail wind wasstrong enough to fold these surfacesback against themselves.Falcon Insurance, Stebbins Aviationand Dan Smith Aircraft Paintingtook great care of me and we are nowback in the air.The lesson learned here is to takethe time to do a thorough prellight everytime you head out. Never make anyassumptions about the condition of@uraircraft.GENERAL AVIATION NEWS------------- -Advanced Pilot SeminarsAdvanced Pilot Seminars announces an online version of the highly acclaimed "Eng ineManagement Made Easy" course for on introductory tuition price of$395. This complete course-just as it is given in Ada. Oklahomoisnow available from your easy chair at home. For the pilot ormechanic who cannot arrange his or her travel schedule or taketime away from work or fam ily, this is an ideal opportunity.As a further introductory special for those who toke the class online and then later wont to attend a live course. a credit of $295 willbe given-if they attend during the six-month period after taking theonline course.As a special '~h ank you· to prior graduates. they may toke theonline course for only $ 100. but they will need to coil (225·925·2066) to toke advantage of this special arrangement. -@-ABS Fe b ruary 2006 www.bonanza.org Page 9476

A BRIEF HISTORY OF PILOTTRAINING IN THE AMERICANBONANZA SOCIETYBY JACK HIRSCH, PRESIDENT. BEECHCRAFT PILOTPROFICIENCY PROGRAM (BPPP. INC.)lam pleased to introduce the new administrators of theBeechcraft Pilot Proficiency Program: Mike Kaufn:an,Richland Center, WlsconslD, will fill the role of flightadministrator, and Barbara Zimmer, Fort Worth, Texas, willfill the role of logistics administrator. They will assume thepositions that George and Kathy Tatalovich have held sinceJanuary 2000.It seems appropriate to look back over the rich history ofpilot training in the American Bonanza Society and acknowledgesome of the major contributors. (If I have left anyone out,I apologize in advance.)1977 - The first indication of pilot training is found in an articlein a 1977 ABS Newsletter describing the Bonanza PilotCheckout Program (BPCP), John Eckalbar's name appearspromi nently along with John Howard and John Frank, thenABS administrator.Many !eners followed describing the success and value oftraining in one's own airplane. From that point until 1983, theinitials BPCP are referenced with several clinics taking placethroughout the country.1983 - In October, Sam James became administrator of a programcalled Bonanza Pilot Proficiency Program. The initialsBPPP were used for the first time, and continue to this day.Sam, along with John Eckalbar, Bill Hale and Ken Pearceamong others were given accolades in almost every subsequentnewsletter. Clearly, ABS created a valuable memberservice by offering a course that includes significant trainingin one's own plane given by instructors who are both ownersand enthusiasts of Beechcraft airplanes.1985 - That year clinic locations included Phoenix, Orlando, SanAntonio, Fresno, Simsbury (Connecticut), Milwaukee, Portland(Oregon) and Wichita. By 1986 Austin, Santa Barbara, Oshkosh,Concord (New Hampshire) and Nashville had been added.1988 - Sam introduced the Recurrent Training course. The Initialcourse (called Phase I) was unchanged, but the recurrent course(phase m included all new material designed to further expandthe pilot's skill set. That was the year I joined the group as a classroominstructor, teaching weather and Baron operations.1991 - Ken Pearce and John Eckalbar went to Australia topresent the course to the ABS members down under. Ravereviews followed.1992 - Sandra Provenzano and I introduced the CockpitCompanion Course for non pilots who wanted a further understandingof what goes on in the cockpit of their planes. Theclass was not a pinch-hitter course, but rather was designed toenhance the enjoyment of flying as a companion and increasethe safety of the flight.The companion course has undergone extensive revisionin recent years under the guidance of Marilyn Hirsc h. Classparticipation has increased significantl y. Those who haveattended attest to the increase in safety because of the greaterparticipation in flight. Several have gone from white-knucklefliers to certificated pilots, and in one case to a Certified FlightInstructor.1994 - Sam, along with John Geitz, initiated a Flight InstructorRefresher Cl inic (FIRC) designed to renew the certificates ofour staff instructors, as well as provide truly in-depth knowledgefor our customers. The course consisted of 24 classroom hoursover three days-no flight time. Customers who participatedreally got down and dirty on the techniques for getting maximumperformance out of their Bonanza and Baron airplanes.In July of 1994, BPPP was halted because of a fear of thepotential liability that might harm ABS and the individualboard members if there were a serious accident. Sam organizeda small group of us-Hank Canterbury, Bill Hale and I­to present a "new way of working" to the ABS Board ofDirectors.The solution was to create a corporation - BPPP, Inc. a notfor-profitorgartization, whose one share of stock is owned by theABS Air Safety Foundation. This was seen as an effective wayof containing liability; in addition, the entity could be insured,thereby further limiting the liability to ABS.By October, we were back in business under a new structure.I was its first president and chairman of the board, HankCanterbury was vice president, and Bill Hale wassecretary!treasurer.1997 forward - John and Agnes Porter took the lead as administratorsin September. They were responsible forpresenting both the Initial and Recurrent courses at each loca-

tion, along with the Cockpit Companion Course. From thenon, the Friday ground school circus had three rin gs. BPPP alsoassumed responsibility for registration and accounting, whichpreviously was done at the ABS office.[n 1999, Pam Bailey joined BPPP as registrar. In 2000,George and Kathy Tatalovich became flight and logisticsadministrators. During this time BPPP revamped and standardizedits flight training curriculum and evaluated each of itsinstructors.2006 - Today, we introduce Mike Kaufman and BarbaraZimmer who take 011 the administrator responsibilities. Mikehas worked with us as an instructor since 1992, and Barbarahas assisted Marilyn Hirsch with the Companion Course aswell as lending a hand with customer registrati on. Barbara isalso the wife of BPPP instructor Ron Timmerman s.We welcome them to our family as we continue a 29-yeartradition- providing unique value for your training investment.Barboro Zimmer, Logistics Administrator; Mike Kaufman. Flight Administrator; PomBailey. Registrar; and Jack Hirsch, President. BPPP, Inc.Estabtished in 1983. the Beechcraft Pilot Proficiency Program(BPPP) promotes oviotion safety and is the most effechve model·speclficflight training avaiiable.IOItlal. recurrent and mountain· flying programsare available for Bonanzas. Barons. Travel Airs and Dukes. There is also aCompanion Clinic for flght·seaters. BPPP has been approved as a recurrenttraining program by virtually every Insurance company In the nahanSee fhe schedule of BPPP Clinics on page 9444. or checkContinued from page 9457All bo~ installations that involve self-locking or plainnuts (like those in the picture) must have at least onethread of the bo~ protruding through the nut. The properlength bolt is the one identified by the arrow. Noticethat multiple threads protrude past the nut.Note: It IS very important to use a calibrated torque wrench and applythe carrect value torque when tightening the nut. Vnds-torque canresult in unnecessary weor on nuts and bolts. os well as the ports theysecure. Ciwftorque can couse failure of the bolt or nut from overstressingthe threaded areas. Also. whenever possible. opply thetorque 10 the nut and not the bolt. This will decreose rotation of thebolt in the hole and reduce wear.Reference: AC43.13 Acceptable Methods. Techniques and Practices:Aircraft Inspection and RepoirLTC (Ret) Adrian A. Eichhorn nies aG/V tor the FAA. Rotmgs: ATP Withtype ratings m the GN. Gill. G200.CL604. CE56OXL. He is on A&P WithInspection Authorization and owns afutly restored 1962 P35.Hon Timmermons is a CIVilengineer for the US AnnyCorps of Engineers in DallosHe IS a 8PPP flight instructorand owns a 1965 535

My aviation daysstatted when I was20 and attendingTexas A&M. During the summermonths, I worked in my hometownfor my father in the family business.One day my father asked me,"Have you ever thought about gettinga pilot's license?" And my reply was,"No, it has really never crossed mymind.""1 have a lesson set up at the airponin 30 minutes. Are you interested?""Absolutely!" I answered. and Ismiled all the way to the airpon. Thatlesson not only got me hooked on flying.but was instrumental in findingthe two loves of my life.Over the next year and a half, Iacquired some hours in our local airpon's152 and joined a flying club inCollege Station, Texas. I received myinstrument rating the same day I graduatedfrom college with a degree inagricultural systems management.Once living and working full-time inSikeston, Missouri , I bought and flew a182 for a couple of years.FIHS'I' J~()YEDuring a search for a Bonanza in1997, a friend ran into N348T, a 1976Bonanza for sale at an avionics shopin Dyersburg, Tennessee. After theprepurchase inspection, the planespent three weeks in the shop gettingup to specs. (I am very strict when itcomes to maintenance.) 48T rolledout of the shop in perfect mechanicalshape. And became my first love.Although intimidating, afterabout 10 hours of flight. I was readyto fly 48T into IFR conditions-and

what a nice experience that has been. Thetransition was smooth and my instrumentapproaches improved. Better yet, instead offlying 50 to 60 hours a year in the 182, Ibegan to fly 160 hours!After a year of getting comfortable withthe airplane. I realized its avionics needed tobe updated. About 90% of the original wiringwas replaced and the majority of the avionicswere modernized. By this point, T had flownenough !Me to know which avionics T neededto have a panel I would be most comfortableusing.Most recently, 48T got new paint andinterior at Rose Aircraft in Mena. Arkansas.The interior now has a nice soft look due tothe hand-carved woodgrain side panel trimand two-tone leather seats. All door andwindow seals have been replaced, making italmost as quiet inside as a vehicle goingdown the interstate.The big V-type antenna was removedfrom the top and replaced with an antennaon the tail. Believe it or not, that movegained me five knots.Due to the renovation of the paint andinterior, we are using the plane a lot more.Everyone loves the new-leather smell andour comfort level has definitely improved.~I Y SE(,O:-'- [) I.OY1o;The best part of this story is about how Ifound Tara, the second love of my life. Oneday in Little Rock. Arkansas, T ran across anold neighbor I had not seen in II years-andshe had grown up!Tara was a student at the University ofArkansas, so 48T and I made weekend tripsto Arkansas, and were married following hergraduation. She and I, with our two children,take vacations in 48T whenever possible.If this love story has a moral, it is tospend money where it is needed. Throughthe upgrade to 48T and the renovations, wenot only increased the annual use of theplane, but this pilot has a great time flying toand from business meetings and vacations.Also, due to my flying abilities, 1 waspromoted in the fannily business to a partner.SIN DE·908. 4572 n, Engine: IO-520-BA (1171 hrs. SMOH)Hartzell propeller: PHC-C3YF (35 hrs. SPOH)AVIONICSKMA 20 annunciator panelKlN 89B IFR-certified GPS·coupled toHSIKX165 nov/comKX 87 ADFKT 76 transponderKCS 55A slaving compass systemKI525A HSIKT 65 DMEStrikefinder 2000EXTRA EQUIPMENTShadin Minifto-l fuel managementsystemIntervox two-place intercomCentury III autopilotRapca 400P-14 standby instrumentvacuum/pressure air systemwi aUfo/manual remoteArtex 200 ElT wi remoteExternal handheld radio antennaAIRFRAME EXTRASG&D Aero tinted acrylic window linersWhelen anti-collision lighting systemRosen visorsCustom paint- Feb. 2005Custom Interior- Feb. 2005Anti-chafing kit for cowlTara and Jeff HUIC Jeff flewN3481 back and forth onweekends 10 visit Tara whenshe was a student 01 theUniversity of Arkansas.

THE GARMIN GPSMAP 396THE "SWISS ARMY KNIFE" OF THEHANDHELD ELECTRONICS INDUSTRYrom Thanksgiving through Christmas I was given anopportunity by Garlnin to evaluate their latest handheldGPS-the GPSMAP 396. I had been prepared by a visitto the AOPA convention in Tampa and the National BusinessAviation Association convention in Orlando to not be particularlydazzled by Garmin's latest entry in the handheld GPSworld. But boy, was I mistaken!As [ have mentioned in previous articles, there was oncea time when an avionics manufacturer could introduce a newproduct to their dealer members at the Aircraft ElectronicsAssociation's national convention, and then to the flying publicat Sun ' n Fun, and get a whole year of "newest and best"hype out there.Later, I observed that a manufacturer was lucky to get onefree show and press release before another manufacturer hadsomething that was "newer and better." Now, due to the rapidadvances in display and memory technology, manufacturerscan retool their devices overnight. They can add display andsoftware changes to your handheld avionics in the comfort ofyour own home via the Internet.The Garmin 396 and some by other manufacturers haveso much memory and computing capability packed into theirdevices that there is no need to ever box them up and sendthem back to the factory for updates. The latest updates are asnear as your keyboard!Anyway, as a result of trying to get semi-literate with the396, plus configuring my new photo cell phone, plus trying tounderstand my wife's new automobile with heated memoryseats and pedals, plus trying to add a new fax/printer/scannerto my computer, I spent nearly the entire holidays readingguidebooks and installation manuals. Where did the good olddays go when all we had to do was assemble a new tricycle onChristmas Eve?I finally got so overwhelmed by so much technology, that Ichucked the whole thing and flew wi th a friend up to FernandinaBeach, Florida, to fl y with my son in his new (to him) '73 Citabria.That airplane had a comm radio, a stick, two rudder pedals, heelbrakes. a fixed-pitch propeller-and not much else.My son offered me the front seat, but I declined. I did notwant to have any instruments, even an airspeed indicator, to haveto look a1. And it was wonderful ! I was tempted to pull my trusty396 out of the pouch on my belt and select the "panel page" thatfeatures a graphic horizontal situation indicator, grounds peed,altitude, venical speed and a rate-of-turn indicator to see if Icou ld "fly instruments" on the 396.I didn't do that, but I'm convinced I could have if I had wantedto. I was having too much fun controlling the airplane by visualreference to the horizon on a beautiful clear day, and controllingmy airspeed by listening to the sou nd of the air rushing pastthe fuselage and wing struts, Don't ask about my landings.There's a good reason why Walter Beech put the little wheel infront when he designed the Bonanza!Controlling the airplane "on instruments" by reference tothe 396 is only one of its mind-boggling tricks. One of myavionics customers bought a 396 for his '97 Bonanza, whichalready has a Garmin 530 panel mount, a Garmin 330 mode-Stransponder, a Bendix/King comm and nav with glides lope, aKFC-225 autopilot with altitude capture and hold, and a 1000series stonnscope.I' ve since had an opportunity to fly a trip with him thatinvolved punching through a line of frontal weather stretchingfrom about Birmingham, Alabama, to east of Athens, Georgia.As the sky went from clear to cloudy to gray to darker in spots,he got out his trusty 396, snapped it into his pilot's yokemount, placed the XM Satellite antenna on the glares hield andfired it up.In a few minutes, the 396 indicated it was receivingNEXRAD weather. The weather band indicated some pink andred areas ahead, imbedded in yeUow and green rain indications.Our first thoughts were we'd have to deviate a long wayto the east to avoid fl yi ng through the serious stuff. However,the longer we looked at the NEXRAD picture, and watchedthree or four updates about five minutes apart, we saw the systemwas moving and changing, with a few narrow gaps whereonly green (lighter) areas were opening and closing.Exomples of popup ond ponel displays on Ihe 396,

Finally. we looked at the stormscope for confirmation thatthere was lightning and turbulent weather in the direction wewere !lying. rhere lI'ere 110 dots 011 the stormscope! To be sure.we switched between "Strike" and "CelJ" several times to becertain there were no indications of severe weather ahead.Finally, we both swallowed hard, checked the NEXRADdata on the 396 one more time, and decided to !ly through itwhere the band was narrow. As we went into the weather area.as shown on the 396, we began 10 get light to moderate rain .As the 396 began to show yellow on the map, the rain beganto get heavier. Finall y, as we skirted a small area of light red,the rain was very heavy. but there was almost NO turbulence!In about 10 utiles we popped out into the clear betweenlayers in smooth air! The indicated outside air temperaturebegan to drop, indicating we had punched through a cold frontand were on the side that wou ld be clearing rapidly, The combinationof 396 and stonnscope had given us a fairl y smoothand safe ride through an area that we probably would not havechallenged without both devices,If you ' ve read my articles about radar, you'll rememberthat I don't think much of the single-engine radar installations.The equipment is as good as that mounted on Barons. but theantenna-usually mounted in a pod out of the propeller arc outon the wing-just isn't large enough to capture the return signalproperl y. Considering the weight and drag penalty, the onlyalternative used to be the stormscope/strikefinder devices,Now there is NEXRAD, Our Bonanza owner could haveopted for the Garnlin GDL-69 Satellite Recei ver at about 55,000list to play NEXRAD weather on his GNS-530, However. heopted for the 396, which gives the same data, plus terrain avoidanceand music for $2,495 street price! I consider ei ther onecoupledwith a stonnscope/strikefinder-to be, for a singleengineBonanza, better than radar.More uses for the 396But wait, theres more! In addition to doing all the thingswe have come to know and love on GPS, such as range/fuel calculations,nearest airportlNavaid, storing favorite routes andflight plans and on and on and on, you don't have to stop playingwith the 396 when you get to your destination , When youarrive, you simply switch from "aviation" mode to "automotive"mode, and the 396 becomes your bestest highway friend,As of this writing. Garmin was shipping the 396 with theop tional Automotive Navigation Kit, apparentl y as aChristmas bonus, The automotive kit contains (among otherthings) a beanbag-like mount for setting the 396 on your car'sdash without having to permanently mount it.I was skeptical until I tried it in my car with bowl-gameboundChristmas revelers crowding the interstate, In spite ofseveral panic stops and swerves, the beanbag stayed put. In theautomotive mode, the 396 can tell you where your exit is, aswell as restaurants, fuel stops, addresses and points of interest.My" 0 music in the ai rplane" ban does not extend toautomobiles, especially when driving along the interstate in anarea where all the local radio station tastes do not agree withmine. XM radio is a wonderful thing, With the combinationpowerplug/speaker plugged in, you get good music, interruptedonly by what airline pilots have named "bitchin' Betty"telling you where the next turn on your automotive route is.If your airplane/automobile is taking you to where yourboat is. there's even more! On the smne page where you selectedaviatioll/automotive, the third choice is mari"e, 0, the 396will not take you to where a drill instructor will make youmarch a lot and shave your head, I'm talking about boats.Anyway, when you get to the dock, you can still have amarine GPS that literally does EVERYTHTNG! Plug a GarminSonar transducer into it, and it can become a split screenSonar/map, (Floatplane pilots can use it effecti vely,) If you arein the Coast Guard Auxiliary or other service group, the 396will accept input from a properly configured marine VHFradio and store DSC (Digital Selective Calling) from a boat indistress, It also provides sun, 11100n and tides information.In other words, if you've !lown to a picturesque waterfront airport, rented a car to take you to your boat and planneda romantic cruise in the moonlight, don 't leave home withoutyo ur 396, It will !ly you there, drive you to where the boat isand tell you if the l1100n, weather and tides are right for yourromantic cruise-all the wh ile singing to you from yourfavorite XM satellite radio station.About the only thing the 396 does not do is pack the car,pull your Bonanza out of the hangar for you and row yourboat. But I wouldo 't be surprised if Garmin is not alreadyworki ng on that!There you have it, the Garmin GPSMAP 396. As 1 said atthe beginning of this article, a manufacturer only gets one freeshow before a competitor shows up at the next show with a"newer and better" version. So far, none of them have beenable to top this one,I find myself thinking almost like the U.S . Patent Officeemployee who quit his job in 1912, "Because everything hadalready been invented." I'm sure a manufacturer will come upwith a "newer and improved" successor to the 396. but forright now, I can't see how. See ya next month.Jim Hughes of Orange City. Flodda, is the former chief pilof, corporate aviation forEmbty·Riddle Aeronautical University. He now heads Marketing & ProfessionalSeMces, a consulting firm specializing in night support and avionics integration. Hisratmgs include ATP and A&P licenses and type ratings ranging from Boeing 10Sikorsky helicopters. He has more than 22,(}()() hours, including more than 3,000hours in Bonanzas, Barons, Dukes and King Airs.

TRANSITION TRAININGIf you are weighing the costs of ownership of a Bonanza orBaron, you will soon be asking your agent for the effect onyour premium and the underwriting requirements fortraining when you buy that aircraft of your dreams.If you do not have your instrument rating, now is thetime to consider that. Although you may be asked if youhave your instrument rating in the event you are buying aBonanza, not all carriers require it. If your transition is intoa Baron, it is more likely that aninstrument rating will be requiredalong with the multiengine rating.If you do nO! have these ratings, itmay be possible to obtain them beforeyou solo in your newly purchased aircraftif that is required. However, do notcount on that. as it is best to have them behind you so you canfocus on learning about all those new bells and whistles. Thefeatures that make a pilot salivate-turbocharged engines,autopilots, ice protection. weather radar, GPS, higher speeds,more engines, higher horsepower, etc.-take a great deal offocus and training to master.At this point, the usual questions are:1. What will be the training requirements?2. What will be the cost of the premium now and inthe future?Aircraft insurance underwriters assign factors to variouscategories of risk based on the pilot's experience, aircraftmake and model, use, territory flown and estimated hourlyexposure. The lower rates are promulgated for the newer,fixed-wing, single-engine, fixed-gear aircraft with a competentand experienced pilot for that panicular make and model.If that category of risk is considered a number I, then alater model complex single- or twin-engine aircraft flown bya safe and competent pilot flying an acceptable aircraft couldbe considered a number 1.5 to 2.5. The first year of transitionmay be as high as 3 to 3.5 or higher.These same factors can be used as a rule of thumb toestimate your projected premium when you move to a complexaircraft for the first year. As you build hours and getmore comfortable in the aircraft, your risk factor and premiumwill begin to decline.One reason for the higher premium would be that partiallossesare more severe for single-engine and multiengineretractable-gear aircraft. If the average repair expense for asingle-engine, retractable-gear aircraft due to a gear collapseor gear-up landing is $60,000, then a twin-engine aircraft iseasily twice that amount. That is because both engines willlikely be damaged and require teardown and repair.Since all training will be requiredfrom a source acceptable to theparticular underwriter. this shouldbe cleared with them well aheadof the training.Unfortunately, these complex aircraft have more gearrelatedaccidents.Knowing why underwriters charge higher premiumsmay assist you in planning when to make the transition. Themajority of underwriters feel that a pilot should have aninstrument rating and at least 250 hours of recent fl ight timefor a single-engine, and 500 hours for a twin-engine transition.If you have less time or want to step up more quicklyto a higher horsepower or more advanced aircraft, then thecost is likely going to be higher.The normal requirement for anacceptable transitioning pi lot is thatthe candidate obtain IOta 15 hours ofdual training in a Bonanza. [n the caseof multi engine, a rating and 15 to 20hours dual or more may be requiredprior to solo flight in the aircraft.Yes, it is true that the FAA requires less training, but itis normally not a good idea to point this out to the underwriter.Since it is fairly certain that the FAA is not going topay the claim, the underwriter is going to follow hislher ownrequirements and so must the transi tioning pilot to have coverageif a claim occurs during the process.Most underwriters also require an additional 10 hours ormore of solo flight prior to carrying passengers after a transition.This pan of the requirement minimizes passenger exposureto potential injuries, gives the pilot time to focus onprevious training and builds hislher confidence.If the pilot is less experienced or the aircraft is morecomplex, the underwriter may require more dual training.Furthermore, a particular underwriter may require additionalsimulator-based training. If you are moving up to a pressurizedor turbine-powered aircraft, it is likely you will berequired to obtain your annual training from an approvedsource that has a simulator.Since all training will be required from a source acceptableto the panicular underwriter, this shou ld be cleared withthem well ahead of the training. It is best to contact yourFalcon representative with the transition you have in mindbefore writing a check for the aircraft. This gives you achance to plan for a safe and insurable transition with theleast amount of additional premium and risk.BPPP is an ideal option to stay current and followthrough with a long-term goal of staying safe and proficient.The average pilot will find time to train initially, but willthat commitment be there in the years ahead? [f the answer isyes, then the purchase of a Bonanza or Baron is a great idea.Falcon Insurance is the agency for the official ABS insurance program. JohnAllen may be reached 01 1·8DO-259·4A8S (4227). Falcon's websile is

REGIONAL NEWS,SoutheasternBonanza SocietyAviation history abounded as 35 ofus visited Dayton, Ohio, October 6-9.Our excursions began at the PackardMuseum where we inspected more than50 restored luxury cars. From bigsedans to small sports cars, Packards arestill recognized for their state-of-the-arttechnology. The collection coveredPackard's experience with aviation andmarine engines, built for the P-5 1 fightersand PT boats as well as some specialtycars.The next day at the Air ForceMuseum's restoration facility, knowledgeableguides gave us a wellinformedtour, pointing out that most ofthe items are designated as being thefirst, best or achieving some operationaldistinction. Wright-Patterson AFBhas played a significant part in thedevelopment of new technologies. Infact, we were told a basic phrase aroundthe base is. "Air Force technology doesn'tcome from UFOs but fromBeavercreek, Ohio."Our next stop was Carillon Park,which presented replicas of va riousaspects of Dayton's industrial hi storyincluding the Wright brothers, CharlesKenering (inventor of the automobilestaner system) and Col. Edward Deeds(third President of 'ational CashRegister). In the James DickeTransportation Center, a half-dozenrestored trolleys and railcars were openfor inspection. Then we paid a visit to theWright Cycle Complex shop where ideasfor the world's fi rst airplane were born.Back at the airport we viewed alook-alike of the Wright B Flyer. JohnWarlick, the Flyer's chief pilot, arrivedin his period dress of an Army SignalCorps lieutenant to give us the historybehind the plane.Our entire Saturday was spent atthe world-famous Air Force Museum infour huge display hangars, watchingThe Wright Cycle Complex shop, birthplace of the world's first airplane, was just one of the many historic sitesthe SEBS group toured in Dayton. Ohio.movies at the !MAX theater or touring aseparate hangar of past presidential andR&D aircraft.Saturday's banquet, sponsored bythe Dayton Engi neers Club, was held ina prestigious faci lity originally built andorganized by Dayton community leaders,including Orville Wright. Dinnerand the oral presentation by NationalPark Service Ranger Robert Petersonwere excellent.As Sunday rolled in, we rolled out.It was a terrific fly-i n. I encourage anyonewith an interest in joining one ofour fly-in s to contact Troy Branning(branning@be llsouth.net). - Jay WilsollSoutheastern BonanzaSociety & North EastBonanza GroupDecember 1-4. more than 40 SEBSand EBG members and guestsenjoyed fantastic weather in theBahamas at the beautiful Cape SantaMaria Resort, which we had all to ourselves.Thursday evening, as the sunsettled into the ocean, we all gatheredfor a rum punch party and deliciousconch fritters followed by plenty ofshrimp and lobster.ThroughOut Friday, day trips werearranged for fishing (with the catchserved that night at dinner). Scuba divingand snorkeling were popular acti vi ties aswell as using the resort 's Hobie Cat andocean kayaks on the smooth water insidethe bay. Many guests took walks alongmore than a mi le of ocean beach front.That evening a local band provided aneclectic mix of after-dinner music forlistening and dancing enjoyment.Saturday'S banquet was fabulousand the different desserts were a realtreat as we waited for our ever-popularprize drawing.We had more of the same beautifulsky on Sunday for a leisurely morningat the resort and most used the afternoonhours for departure. Wow ! What aweekend'I highly suggest you mark yourcalendars for our December trip to theBahamas thi s year, as HarveyKriegsman is planning a special fly-into Andros Island. - Jay Wilson--@-ABS February 2006www.bonanza.orgPage 9484

~ Life Membersij , '--"I~ ...-;::"~-Christensen Tim Grissom Edward Kohler Lynn Nelsen Stanley ShipperJohn Church Arnold Guida Edward Kale Walter Nelson Robert SiegfriedGeorge Cloy Van Gurley Gerold Kuchera George Northam Charles SlagleDennis Clements Helmut Haogmonn Gale Kuns Richard Nurge Robert SligtingEdward Clisby Dietmor Habeck C. J. Kuper Jeff O'Block William SmeadWoody Clum Russell Hackler Lawrence Lam Bonnie O'Brien Ashton SmithMax Cohen Harry Hadler' Donald Lambert Kevin O'Holiaron David SmithJames Collins Rolph Haesloop , Lambrecht Properties Mark Osterkamp Rayrnond SmithNellie Colvin' Alvin Hainline James Landers Douglas Owen Cliff SonesScot Cook William Hole H.T. Landry' Steven Oxman Kim SophaLife membership is open to anyone John Coulson David Hollman Grant Lone William Packer Josh Soskewishing to maintain a lifelong commit· Carl Cowen Tabitha Hammond Desiderio Loperal R. E. Parcell William Stonderterment to ABS through a one·time dues Roger Cox Don Hansen Marc Lopinel John Poris James Starlinepayment of S 1,000. John Cronin Lindo Hansen Chris Lorson H. L. Porker Kathryn StearnsABS also awards Honorary life Robb CuHing Richard Hanson Jim Larson Jeffrey Porker Archie Stocke brandMembership (' ) to selected members Rolph D'Amico TIm Hardage Jock Laub Murray Patkin Josef Stonewho have given their time and talent Thomas D'Entremont Phil Hardberger Peter Lawson John PoHerson Lorry Strimplethrough the yeors. Mol! Dolton H.A. Harlow James Leach Howard Poyne Lorry StruckArthur Danchuk Poul Harris Poul Leadabrand Martin Payne Richard SwensonABS extends a special welcome to Ron Davis Stanley Harris Roy Leadabrond Thomas Pelz William Tassicthese new life Members: Tom Davis Hoger Harrison Jerry LeGard Robert Peters Dennis TaylarRolph D·Amico Woody Dovis Hermon Hassinger Thomas Legg Robert PhilpoH Stanley Toylarof Winchester, Mossachusetts Ned Derhammer John Hasti ngs ' Peter Lerch George Phocas David TearseDavid J. Gochenour Bruce Devereaux Rudy Haug Walt Lesline Vincent Pisani Tom Thomasof Rocky Ridge, Maryland Robert Dickson Ernst Houpt Bob LesneH Jock Pizzolato Hall ThompsonTodd Dobben Harold Hawkins Tom Lightsey Tom Poberezny , Raybourne Thompson2006 LIFE AND HONORARY LIFE MEMBERS John Dora Bill Hegmonn Richard Lindsey Klaus Pohlschroder Jock ThreadgillJoseph Dorchak Ron Heisey Robert Lovelace John Pokorny William ThursbyLouis Abbel! Stephen Blythe Fred Driscoll ' Jeffrey Henshaw Robert Lowell Sydney Poland Eduardo ToledoBrion Adams Roy Boatner Richard Druschel Peter Herr John Lubben Lorry Pomeroy Dave TreinisCharles Allen Jimmy Borger Charles Dye Dennis Heusser Jon Luy John Porter Porter TrimbleRichard Allin Ken Bortner Calvin Early ' William Hicks Thomas Mainland Richard Porter Hugh TullosScol! Alperin Harold Bast Dean Edmonds Barrie Hiern • Chet Malinowski Arnold PoHer Robert TurnerHarry Amen Brent Bostwick George Edmonds Richard Hilliker Michael Mangum Von Loon J. William UhrigJohn Anagnos Theodare Bowman Kenneth Edwards Mark Hind man Marshall Marchbonks James Dean Potts Don UrquhartLeland Andrew Barry Brannon Joseph Eger Thomas Hinkley Thomas Martin Ernest Pribula Michael VandallKeith Antcliff Donald Branning Phillip Eggers John Hinshaw Dovd MaHos Keith Proctor Dean Vander WallCharles Arnold Elbert Bressie Clifford Eharn Donald Hintz Joseph McClain ' Todd Pulis Charles VasiliusRolph Arwood Robert Briggs Joerg Eichhorn James Hoffman B. J. McClanahan' Gary Rahmeyer Ronald Vickrey'Dovid Atkinson Harvey Brm Donald Emch Michael Hoffman Perry McCollom Douglas Rearick ScoH WagnerWolter Atkinson Gory Broadnax David Engle Warren Hoffner · John McComas John Reed Steve WalenzW. Kenneth Austin Bernard Brodsky James Erdman Mitchell Hoggard John McConnell Lloyd Richards Jim WalkerJoseph Avellino James Brown Charles Evers Richard Hollow Russell McDonald Tilden Richards' Kenneth Brion WallickLonnie Ayers Leroy Brown Wolfgang Fehlhaber Joke Holmes William McDonald Gordon Richardson Bud WallingBruce Baade Lionel Brown Donald Fitton David Holt Drew McEwen David Rigg Marcel WormerdamM. J. Babler Poul Brown Daniel Fordice William Holt Richard McFarland John Riley William WarrenCraig Bailey' Joe Brumleve Richard Fortier F. Lee Horn John McFarlane Bob Roach George WatersGeorge Boker James Brunner Stanley Fortier Jeffrey Huber Jeffrey McKeever Jon Roadfeldt • William WatkinsAlfred Bakos C. W. Bryont Gayle Freemon John Huffaker Byron Meade Jim Rodie Charles WatsonJerome Bolos Reinhard Buchaly Lloyd Frye H. A. J. Hughes Tim Meakem Hans Roebbelen Cliff WatsonDavid Boltz Michael Burdge Ab Fuoss Dudley Humphrey Jeffery Meek Dixie Roethlisberger Don WaymanJoe Barbee Peter Burgher Steve Fushelberger Charles Hunter William Meier Charles Roland Isaac WeathersPoul Barber Wallace BurkeH Ronald Goble John Hunter Dovid Merzonis Francisco Rosol Murray WeissMike BarneH Mike Burton Lewis Gage Honk Hutcherson Larin Meyer Fronk Ross' Lone WeitzmanM. W. Barrel! John Cameron lawrence Galizi Douglas James Eugene Micek C. G. Rudolph John WhiteheadAlden Barrios' Jeffrey Cannon Alan Gardiner Elgar Allen Janzen Harry Michaelwicz R. D. Rupert Gene WhitingtonDennis BortleH Todd Canterbury David Garrison Charles Jinks Gerold Milburn Bennie Ryburn Carl WilliamsD. P. Borton' Charles Carey Fronk Geib Charles Johnson Don Miller Hudson Saffell Charles WilliamsJames Bates Stephen Carmack Charles Gibbs ' Gerold Johnson John Miller' Frank Sonderson Dennis WilliamsRolph Bauer Jerry Carroll Dean Gibson Roy Johnson Maurice Miller Gerald Sopperstein Jock WilliamsThomas Baumann Ben Cart Gerald Giddens David Johnston Phil Mitchell Dwayne Sargent John WilliamsRuss Bayless William Corter' Joe Gillespie John Karel Donald Monday' Mark Schafer R. ScoH Wi lliamsRex Beach Don Cory' David Gochenour Robert Keene Dove Monti Steve Schauer Ken WilsonLarry Becker Fowler Cory Robert Goff Brad Kendall Edward Moody Stuart Schechter Glenn WimbishBarry BeckeH Harvey Casebeer Michael Goodman James Keras Kerry Moore Henry Schlossberg' Dean WinegardnerFred Beem J. L. "Bud" Cashen James Gorman John Kilbourne ' Harry Morales Roger Schrimp Peter WoelfelWilliam Beitner James Cassell ' Richard Gould Scott Kimoto Adolfo Moran Fred ScoH Elias WortsmanJim Berger Norm Chomp Robert Gould William Kincaid Cory Motz Kevin Scully G. Mark YarbroughJohn Berry Hollie Chappell R.A. Graham Lyle King Bill Murmer Terry Seeno Stuart YoumansRobert Berryman Mike Chose Leonard Grossley Jeff Kitchel John Murphrey Kel Seliger Frederick YoungDavid Best Susan Chose Allan Green F. E. Knopp Hiwon No David Show James YoungTom Bird Howard Chilton Joseph Green Keith Knowlton Peggy Naumann Dove Sherrilt Joseph ZoninovichJames Blute Brig. Gen. Neal Geoffrey Greenberg Crai~ Knox Don Nelms Hugh Shine R. J. ZiccardiPage 9485 www, onanza.org ABS February 2006

Nomi~ating Commiuee ReportTo: Blil Slovall. ABS Secrelary. As Chai~an of Ihe ABS 1 ominaling Committee. I am;~~AseBdsloBProdVJdef Dlh.e following candidates for nomination tooar 0 lrectors.The \'acancies to be filled are due to term expirations inOClober 2006 for Ihe direclors of Area 3 6 and 8 D'serve three-year terms and may not serve'm . Jrectorssecutive terms All lh f h . ore than two conterms:. ree 0 lese nommees are for secondAre. 3: Dr. Charles (Charlie) Davidson, Kill Devil Hills NCRepresenllng . Alabalna . FI on 'd a. G eorgia. North Car . r ..South Carolma, Tennessee and Virginia.0 lOa,RArea 6'.'. William T (B'II) SI lovall. Evergreen, COcpresenllng Anzona. Colorado. Idaho. Kan sas 'eb k'Nevada, North Dakola. Momana. South DakoU: Uta;;'" ad'Wyornmg. ' anArea 8: Arthur W. (Art) Brock. Rancho Palos VerdesRepresenlmg Hawaii and Ihe Soulhern C r~' : CA. lSanta Barbara. Ventura, Kern, San Luis O~;s ornla coum~cs ofOrange. Riycrside. San Oieoo San B d' po, Los An.oe~es..0 , cmar InO and Impenal.ble ~;n~~:ition to the abo~e nominees, names of other eJigi­" rs may be, submitted by general membershi '.lion m accordance with Article" (7) of the ABS BYla\~/ellRewectjul/y sllbmilled,Craig Bailey, ChairmanCHARLES S. DAVIDSON, M.D. of Kill Devil Hill s, C, hasowned 27 HB , his A36, for 10 years. He has logged 1,000plus hours of Bonanza time over those years, adding to the2,700 hours he had acquired since soloing in 1977. He hasupgraded the 1977 model and uses it regularly for businessand fun. He has a commercial SEL with instrumenl ratingand a private MEL instrument raling.Charlie and wife Patti live near the site of the firstpowered flight in Kill Devil Hills, where both Davidsonshave pracliced medicine since the 19705. Charlie has beena Senior Aviation Medical Examiner since 1979. He hasoffices for aviation medical examinationsin North Carolina andcentral Kentucky.In addition to being an FAAdesignatedAME, Charlie is chairmanof the ABS AeromedicalAdvisory Committee and is anAOPA Airport Support Volunteer.W1LLlAM T. STOVALL ofEvergreen. CO, graduated fromVanderbilt University in 1962,was a US avy pilot until 1967,then spent 33 years with UnitedAirlines. Much of his last eighlyears with the airline were as aninstructor and check airman,Ilying out of Washington Dulles10 European capitals. He also lived in Hong Kong andflew between there and New Delhi, India.Bill's more than 25,000 hours include jumbo jetsto Piper Cubs, and he has owned a Bonanza since1986. He also owned and operated real estale officesin far southwestern suburbs of Chicago, and servedIhree terms as a director on the McHenry CountylIIinois Board of Realtors.Bill was President of the Rocky MountainBonanza Society from 2000-04. He is the current ABSsecretary, is chairman of the Media Commirtee andhas contributed many articles and photos 10 Ihe ABSMagazine. His formation photo is on the cover of Ihe2005 ABS Directory. He and his wife Phyllis, who isalso a Bonanza and instrument pilot, fl y a B36TC,N6929B.ARTHUR W. BROCK ofRancho Palos Verdes, CA, hasbeen flying since 1964 and hasover 3, 100 hours. In addition tocommercial, multi engine andinstrument ratings, he has beena CFl since 1987 and an A&Psince 1998.Art has owned twoBonanzas since 1982. He nowowns a 1983 F33A, N40AB. During its refurbishment,he lived in Mena, Arkansas, for 12 weeks and participatedacti vely in the project. He also served on theboard of a fl ying club of about 70 members operalingIhree Bonanzas and two Cessnas.Art retired from Northrop Grumman where hiscareer spanned 32 years. He held management positionsin finance and administration and was chieffinancial officer of orthrop's data processing division.He also was a vice president in a property managementcompany, a staff auditor at Haskins and Sellsand a college instructor in accounting.Art holds BS and MB A degrees from theUniversity of Califomia at Los Angeles, and is a retiredCPA. He and his wife Gwendolyn have one son.no3:3:I-f-I-Im;:0m-Co;:0-IABS February 2006 www.bonanza.org Page 9486

FEBRUA Y10-12 - BPPP Clinic. Lakeland. FL (LAL).Schedule, pg. 9444.11 - North East Bonanza Group BBB. NORTH:Nashua, NH. Paul Damiano 860-646-3383.SOUTH: Georgetown,DE (GED). Steve Oxman410-956-3080. .16-19 - ABS Service Clinic. Windward Aviation,Lantana, FL (LNA). Schedule, pg. 9444.23-26 - Southeast Bonanza Society Fly-in .River Ranch , Florida (2RR). Contact: TroyBranning 305-378-8669 or e-mail branning@bellsouth.net. Or visit .25-March 5 - Rocky Mountain BonanzaSociety Fly-in. Whale Watch at Mulege. SanCarlos-Cabo San Lucas. .MARCH3-5 - 8PPP Clinic . San Antonio, TX (SAT).Schedule, pg. 9444.9-12 - Pacilic Bonanza Society Fly-in .Hacienda de los Santos Resort & Spa. Alamos,Mexico. .9-12 - ASS Service Clinic. Winston-Salem, NC(INT). Schedule, pg . 9444.11 - North East Bonanza Group BBB. NORTH:Sky Acres, NY (44N), Jack & Sheila Schneider845-677-8445. SOUTH: Lancaster, PS (LNS).Tom Johnston 717-761-0195. .12-15 - Pacilic Bonanza Society Fly-in. 4thAnnual PBS Whale Watch. Punta Chivato,Mexico. ·10-13 - Australian Bonanza Society. BPPP andService Clinic. Contact: Dennis Bartlett baroncfa@mira.net; Jock Folan jfolan@fosma.com.au.ViSIT info@abs.org.au.18 - Southwest 80nanza Society Fly-in. BBQ,Decatur. TX. Contact: Pete & Ginny Peleberg,940-627-0199.24-26 - BPPP Clinic. Greensboro, NC (GSO).Schedule, pg. 9444.APRIL1 - Pacific Bonanza Society Fly-in. SantaMonica, CA. .7-9 - BPPP Clinic. Fresno. CA (FAT). Schedule,pg. 9444.7-21 Pacific Bonanza Society Fly-In. BahamaMama Safari. .8 - North East Bonanza Group BBB . NORTH:Columbia County, NY (1 B1), Alan Witkin 860-644-1136. SOUTH: Pittstown Sky Manor, NJ(N40), Joe Weinberg 609-790-3130. .20-23 - ABS Service Clinic. Dallas, TX (RBD).Schedule. pg. 9444.20-23 - Southeast Bonanza Society Fly-in.Daytona Beach, Florida (DAB). .21-25 - Australian Bonanza Society Fly-in.Clarence River (Nth. NSW). Contact: Denis &Anita Land 0733781633. Visit info@abs .org.au.MAY4-7- ABS Service Clinic. Woodland Aviation,Sacramento, CA (MCC). Schedule, pg. 9444.NOTE: Woodland Aviation will move toMcClellan Field (MCC) before the May serviceclinic.11-14 - Midwest Bonanza Society Fly-In . Fallsof Rough, KY. Contact: Mark Eberly 317-B44-8972.13-14 - North East Bonanza Group Fly-in.Virginia Beach, VA. Contact: Jack & Bev Fox 757-422-5050. .19-21 - BPPP Clinic. Columbus, OH (CMH).Schedule, pg. 9444..JUNE1-30 Pacific Bonanza Society Fly-in. MontereylCarmel. CA. .1-4 - BonanzalBaron Museum. Progress &Expansion Celebration. Tullahoma, Tennessee..8-11 - ABS Service Clinic. Midwest AviationServices, Paducah, KY (PAH). Schedule, pg.9444.9-11 - BPPP Clinic. Spokane, Washington(SFF). Schedule, pg. 9444.10-12 - Australian Bonanza Society Fly-in.Queensland to Brampton Island. Contact: Keith& Kerry Duee keith@duce.eom.au. Visit.10-11 - North East Bonanza Group Fly-in.Provincetown, MA. Contact: Paul Damiano 860-646-3383. .FOR FURTHER OETAIL and mol'9 events,visll the NEWS ANO EVENTS link on theABS website .ABS MAGAZINE EDITORIALCALENDARThis is your magazine; here's how youcan share your experience with fellowmembers.APR Panel-mounled weafher devicesBeech seat design and options:History and modificationsDeadline: March 1MAY Portable weather devices:Handheld cockpit weolher displayslearning to fly in a Bonanza : How I gotmy Private in a BeechDeodline :AprillJUN Favorite modification: The best thing I'veever done to my airplaneOshkosh previewDeadline: May 1JUl Cylinder options: What's available. andhow it worKed oul for meAUG Ruddervator maintenance and repairMoving up to a twin: How I faced thetransition to a Travel Air or BaronSEP E-series engine managementCockpit rodar: How I learned to use thisvaluable toolOCT Instrument panel mods: How I upgradedmy pre-'63 panelWhat I did with my Beech last summerNOV Aircraft longevity: My plans to keep 'emflYingReplacing fuel bladdersDEC State of the Industry: Messages fromaviation leadersMembers' wish list:What I'd like to see on the marketSend your contribution by mail,fax or e-moil on the subjects listed here.Page 9487www.bonanza.orgABS February 2006

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