ABS Fly-In Savannah, Georgia, May 16-19 See Page 3 - American ...

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ABS Fly-In Savannah, Georgia, May 16-19 See Page 3 - American ...

New Life MembershipABS extends a warm welcometo these members who have recentlybecome ABS Life Members.Mark Roberts and his sonAllen Roberts both ofShreveport, Louisiana,joined ABS as Life Members.They fly an A36.Lance BerryhillAtoka, TennesseeA member since 2011, he flies a G36.Kris UrquhartFallon, Nevada,joined ABS as a Life Member.William C. Griffith IIIIndianapolis, IndianaA member since 2005, he flies a V35.John Patrick CullenGreenville, South CarolinaA member since 2009, he flies a B55.www.bonanza.orgMember News50 YearsOn October 18, 1962, I soloed a Cessna 150 at Fulton County Airport inAtlanta, Georgia. I was a senior at Georgia Tech in ROTC and participatingin the USAF Flight Instruction Program (FIP). December 20, 1962, I took andpassed the Private Pilot Practical Flight Check.Fifty years and some 22,000 hours later, on December 20, 2012, Bob Ripleyand I flew our Cessna 150 to Fulton County Airport to commemorate thismilestone of my flyingcareer. I know I willnever catch up withJohn Miller but thiswas a pretty specialday for me.John SellmerFrom left to right:ATC Controller D.C.,Sellmer, Bob Ripley,and tower managerRay Miller celebrateSellmer reaching50 years.Call for Award NominationsTHE ABS AIRMANSHIP AWARD –recognizes excellence in flying. The citation may involve any one of three categories:1. Conspicuous skill and discipline demonstrated during a very difficult, demanding and potentially dangerousin-flight situation.2. Outstanding flight planning and flight management of an especially challenging mission or trip.3. Broadly based career achievements in flying, including examples from the preceding two categories, and continuousimprovement as demonstrated by training, advanced pilot certifications and highly praiseworthy peer testimonials.THE M.D. CASHION AWARD –recognizes excellence as an aviation technician. The citation may involve:1. One or more incidents in which the award candidate prevented possible catastrophic aircraft failures through unusualalertness and skill in detecting the potential failures.2. Outstanding success in managing the special maintenance preparations and requirements of aircraft involved in highlydemanding missions, i.e. transoceanic flights, flights into difficult and potentially hazardous areas, endurance flights, etc.3. Distinguished career in aviation maintenance, including specific innovations, the development of training andinformation materials on aviation maintenance recognized widely by peer groups.In addition, if you are aware of an ABS member who has received the FAA Wright Brothers Master PilotAward that recognizes 50 years of safe flying with no accidents, or the FAA Charles Taylor Award,which recognizes 50 years as a certified mechanic, please forward their information to ABS.Awards will be presented on May 18, 2013 in Savannah, GA,at the 2013 ABS Spring Fly-In Farwell/Awards Banquet.Send your nominations to ABS Awards, PO Box 12888, Wichita, KS 67277or email to ABSmail@bonanza.org.2 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.org2013 ABS Spring Fly-InSavannah, Georgia!May 16 – 18, 2013Plan to join ABS in the beautiful city of Savannah, Georgia – a uniqueblend of history, elegance, and charm. Our host hotel, the HiltonSavannah DeSoto, is locatedin the heart of the HistoricDistrict, offering you scoresof sightseeing opportunitieswithin easy walking distance!Trip Advisor selected Savannahas “Traveler Choice BestDestination” in May 2012.The Fly-In gets underway Thursday evening with a welcome at thehotel. Friday night is on your own so you can enjoy the many sightsand offerings Savannah has to offer. Saturday night we will enjoya Farewell/Awards Banquet. Among the awards available are theABS Airmanship and MD Cashion Awards.If you would like to nominate someone for one of theseawards, see the criteria on facing page and send yournominations to ABS Headquarters or ABSmail@bonanza.org.BPPP CLASSROOM TRAININGYour registration for the Fly-Inincludes the ABS Air SafetyFoundation’s BPPP Ground School8:30 am – Noon Friday and Saturday.Those who complete the classroomportion can finalize their BPPP trainingby scheduling the flying portionlater for an additional fee. This is an incredibleopportunity to learn more about safely flying yourBeechcraft as part of your ABS Fly-In registration.Sponsored by Chartis Insurance.MIGHTY EIGHTH AIR FORCE MUSEUMVisit the Mighty Eighth Air Force Museum.With vintage aircraft, artifacts, photographs, andpersonal stories, this is considered one of theworld’s most powerful museum experiences!Mark your calendar NOW for the ABS Spring Fly-In May 16-18 in Savannah, GA!Watch the ABS website for registration information and updates.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 3


www.bonanza.orgABS OperationsBy J. Whitney HickmanASF Completes 2012 Year EndFundraising CampaignThe ABS Air Safety Year EndFundraising Campaign wrappedup on December 31. We began thecampaign in mid-October, askingfor your financial assistance andsupport to continue funding ourmuch-needed safety programs andservices. And many of you gener -ously responded! We are pleasedto report that the campaign raised$56,269. This represents a little overhalf the total raised for ABS’s AirSafety Foun da tion last year. Overallyou donated over $96,000 to ASF in2012 – $10,100 more than the yearbefore. Thank you!Your generous gifts support thefollowing:c In 2012, we developed a new onlineBPPP program that, along with flighttraining in your airplane, gives youthe professional recurrent trainingwe all need – at times and locationsthat are convenient for you. Todevelop this new method of flighttraining and train many additionalinstructors, ABS/ASF invested about$100,000. Your donations will allowus to expand the course offeringsand launch the ABS Flight InstructorAcademy in early 2013.c This past June, ABS/ASF hosted thefirst ABS Maintenance Academy. TheAcademy teaches and demonstratesthe “tricks of the trade” learned overmany years to highly qualified A&Psand IAs. This enables them to spotand quickly repair discrepanciesthat are particular to the Bonanza/Baron fleet. The end result is betterand more cost-effective service toour members. We are planning threeAcademies for 2013.c The distribution of safety guidesand other products and services tobetter maintain and operate yourBeechcraft.c ASF also promotes safety andadvocacy to your airplane, aviationsafety research, and industryrelations.As you can see, we have a full plateof new and exciting member benefits,and we are working to create evenmore. That’s why we continue to needyour financial help.A tax-deductible donation to theABS Air Safety Foundation is aninvestment in your Beechcraft. You cancheck the box to make your donationto your Air Safety Foundation whenyou renew your ABS membership, oryou can donate any time through theASF page at www.bonanza.org. Youcan also send a check to P.O. Box12888 Wichita, KS 67227, or call uswith your credit card at 316-945-1700.The Air Safety Foundation acceptsdonations year-round.Thanks to all who have madecontributions and a very successfulYear End Campaign. It’s gratifying that,by your donations, you have told us yousupport the work and direction of ABSand the ABS Air Safety Foundation.We look forward to recognizing our2012 donors in a future issue of ABSMagazine and on the ABS website.—WHJ. Whitney HickmanExecutive Directorwhit@bonanza.org4 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgABSAir Safety FoundationBy Thomas P. TurnerASFStrategic Plan2012-2014:First Year UpdateIn August 2011 the ABS Air SafetyFoundation Board of Directors adopteda three-pronged Strategic Focus for2012-2014, emphasizing Pilot and FlightInstructor Training, Mechanic Training,and Contin uing Operational Safety.I was tasked with creating spe cificgoals and timelines to achieve theFocus; the Board adopted my ASFStrategic Plan in September 2011. Asreported in several updates in ABSMagazine and at www.bonanza.orgsince, the overriding goal is to improveflying safety and enhance airplanelongevity, increase member services,and add value to ABS membership.The Focus addresses specific requestsfrom ABS membership polls in 2009and early 2011.Now through the first year of thePlan (I’m writing this on the firstbusi ness day of 2013), it’s time tosee where we are on the various projects.You’ve seen this graphic before(from the full Strategic Plan, postedon the ABS website since late 2011 atwww.bonanza.org/images/pdf/asfstrategicfocus20122014.pdf),except that the figure in this articleincludes a status pointer for each ofthe major initiatives. I’ll expand on thestatus of each.Pilot andFlight InstructorEducation/Accreditationg Complete and deploy BPPP Online.The “+Flight” component was addedafter initial adoption of the StrategicPlan, and we were able to go live withthe result slightly ahead of schedule.6 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgg Create a BPPP-certified flight instructorprogram. The original deadlineto implement what has become theABS Flight Instructor Academy wasJanuary 1 of this year. We’re on trackto launch this major new initiative bythe end of January.g Complete the Guide to Initial PilotCheckout series. This was delayedslightly compared to original timelines,but was completed in earlyJanuary 2013.g Develop an ASF-CFI instructoraccredi tation program. This goalwas the genesis of the ABS FlightInstructor Academy, minus theBPPP standardization check flightthat distinguishes it from the BPPPcertifiedflight instructor program.The objective is to answer frequentmember requests that ABS trainlocal flight instructors, makingtype-knowledgeable CFIs widelyavailable for transition training andlocal recurrent instruction. As earlierstated, this will be implementedbefore you read this article.Mechanic Education/Accreditationg ABS Maintenance Academy. Thefirst three goals in this area, alongwith the fifth and sixth, relate toimplementing the ABS MaintenanceAcademy, first held (on schedule) inJune 2012. Participants for the secondAcademy (March 2013) have alreadybeen selected and applications arebeing reviewed for the third (June2013), with a second instructor intraining and a third Academy tentativelyplanned for a West Coastlocation in autumn 2013.g Obtain IA renewal credit for attendingthe ABS Maintenance Academy.This is behind schedule but pend ing,with a hoped-for completion laterthis year.g Develop additional ABS MaintenanceGuides. With experience from theVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 7


FLORIDACOMPLETE AIRCRAFT MAINTENANCE FACILITYAircraft MaintenanceIs Our ONLY BusinessCRS VF4R594MAverage Flat Rate Labor for Annual Inspection:33 & 35..........$2,720 32 Hours 58TC..............$5,780 68 HoursT33 & T35......$3,060 36 Hours 58P................$5,950 70 Hours36..................$2,890 34 Hours Duke .............$6,375 75 HoursT36................$3,400 40 Hours PDT Heater Test $150Travel Air.......$4,250 50 Hours Shop Labor Rate $ 90Baron.............$5,100 60 Hours Factory Trained PT6These prices do not include Parts and Laborrequired for Airworthiness items.Factory Trained DynamicPropeller BalancingCertified ScalesFor Aircraft WeighingAIRCRAFT ENGINEERING, INC.BARTOW MUNICIPAL AIRPORT • BARTOW, FLORIDA“YOUR” Complete Aircraft Maintenance FacilityWILLIAM C. TURLEY • IA AND PRESIDENTPhone: (863) 533-1870 FAX: (863) 533-8493Just in…the last new factory controlsout of BeechcraftLet us Exchange or Overhaul your Dualor Single Control to New Condition.Rental units available by week or monthly.Air Mech, Inc.Toll Free 888-282-9010 Ph. 580-431-2333Rt. 2 Box 113, Cherokee, OK 73728email: airmech@sctelcom.netwww.dualyoke.comwww.bonanza.orgLanding Gear and Flight Controls Guides, which provesdevelopment takes longer than expected, we have changedour focus to create at least one new Guide each year.Guides are now distributed free to ABS members andposted on the ABS website as they become available.c Develop an A&P version of ABS AVIATOR. Like pilots,mechanics need continuing education. Although wehave not yet met this goal, ASF will field a mechanic’sversion of ABS AVIATOR to encourage lifelong learningand highlight the different training opportunities availableto make our mechanics even better at supportingthe Beechcraft fleet.c Develop an aircraft technician accreditation program.Another loud-and-clear message from member surveys,ASF is currently developing a system for reviewing andrating the shops and mechanics who service the ABSfleet. We haven’t finished this on the original schedule,but program development is underway.ContinuingOperational Safety ProgramVitally important to the ASF mission of protecting livesand preserving the Beechcraft fleet, we have not yet madethe progress I would like on specific programs to stayahead of aircraft longevity issues. Continuing OperationalSafety is the “next big thing” for the ABS Air SafetyFoundation, and I’m sure you’ll be hearing much moreabout it this year and through the remainder of the firstASF Strategic Plan.So that’s our status. We’ve met virtually all our mechaniceducation goals and are on the cusp of doing so in pilotand flight instructor education programs as well. I am verysatisfied with the progress we’ve made in the first year ofthe ASF Strategic Plan and the work we’ve done for ABSmembers. I welcome your comments and suggestionsASF FundraisingThanks to your generosity we received over $48,000in donations as a result of our year-end appeal. Donationsare still coming in, and of course they are welcome (andtax-deductible) any time. I greatly appreciate yourcommitment to ASF programs and services that benefitus all. —TTRememberthe challenge:Log at least 10 hoursof Beechcraft dual flightinstruction in 2013.Thomas P. TurnerExecutive Directorasf@bonanza.org8 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgOn the Cover: Beechcraft of the MonthAn Already Perfect Airplane2002 A36 N263EABy Ward CombsMy first flight was November 1, 1986.We had recently purchased a home(a fixer upper) next to a small communityairport, Millard (KMLE), on the southwestside of Omaha. My wife Judy says I could not mow astraight line because I was always watching the planesin the pattern. The FBO had a sign advertising a quickintroductory flight, and Judy purchased one for me.As they say, that’s how it all started.I was traveling a lot for business, driving 75,000 - 80,000miles a year. Becoming a pilot seemed like a good thingto pursue. I paid an instructor and rented a plane, flying todifferent Midwest cities in the early morning and returninghome that evening. It worked well and certainly saved mea lot of road time. If it was IFR, the instructor was withme. I completed my Private certificate on May 15, 1987. Igot checked out in the standard training fleet: Cessna 152and 172, Piper Warrior.Soon thereafter I joined a Citabria club – several guysfought over the plane on Saturday and Sunday but noone using it during the week. Initially, we had no radio or10 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgtransponder. It was good training, tailwheel time, and lessexpensive than the rental planes. I started using it almostevery week. I would plan a trip (VFR) without getting myselftoo locked into a specific time. I flew until I couldn’t go anyfarther, then stopped and waited out the weather. I flew theCitabria all over the Midwest. During this time, I completedmy Complex and High Performance endorsements in aPiper Arrow and a fixed-gear Cessna 182.I don’t remember the date, but a fellow pilot knew I waslooking for a plane or partnership. I had completed myInstrument training and had my IFR ticket burning a holein my pocket. John Breese approachedme as I was walking around the manyplanes at Millard and suggested I lookcarefully at a Bonanza. He ownedand flew a V-tail. As I remember it,he used all the adjectives: speed,style, construction, value. He gaveme a ride and I was hooked. I wasalso acquainted with Jim Pollock,a mechanic in Wahoo, Nebraska (KAHQ) and now atTekamah, Nebraska (KTQE). Jim had a lot of good thingsto say, influencing me a great deal in my decision to lookfor a Bonanza. He steered me toward a K35 that was newto KAHQ and looking for a third partner. My first lesson ina Bonanza was August 25, 1998. I was an easy sale.I flew the K35 extensively until May 1999. Our businesswas growing, and the Bonanza was a major contributor. Icould get places faster, assist colleagues and clients, and behome more frequently. The partnership was great; the otherpartners didn’t use the plane much during the week, andVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 11


INSURANCEGet with the program.No games – no gimmicks.Call today for your best quotesfrom a qualified agent for anyand all of your aviation needs.CALL: 800.232.1953OR 972.227.8688To talk toJennifer, Lee or JoshAircraftInsurance Agency621 North Jackson, Suite AWaxahachie, Texas 75165Equipment ListAll factory-standard equipment:Garmin 530/430KFC225 Autopilot/Flight DirectorHoneywell Bendix/King KT76C transponderElectrothermal propeller deiceStandby alternatorStandby instrument airAir conditioningAftermarket equipment:JPI engine analyzerElectric backup attitude indicatormost of their flying was not as critical as I felt my flying was.The Bonanza was IFR equipped, but not new technology,and dependability of the electronics was a concern.Judy and I found a 1968 V35A in Watertown, Wisconsin(KRYV). The pre-buy was performed by Jim Pollock andhis son Doug. On May 7, 1999, I got checked out as weflew the seller home and I returned to KTQE in our airplane.My logbook says it was IFR all the way. N40KT was – andstill is – a beautiful airplane. It was our ride for businessand pleasure, 250 hours a year. It was dependable, a classic.I can’t begin to tell you how many com pli ments we receivedas we flew this plane. We were very fortunate. In time, N40KTwas ready for a new engine.I had looked at the A36 a little and had talked with thesales people in Omaha and Oshkosh. Upon landing at KMLEafter dark one evening in early 2004, while I was putting theV-tail in the hangar, a lineman drove up and told me that Ineeded to look at a plane sitting on the ramp. He had thekeys, and I was supposed to give them back to him when Iwas done looking. It was a new A36, a 2002 model that had12 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgAs I remember it, he used all the adjectives: speed, style, construction,value. He gave me a ride and I was hooked.not yet been sold. I looked at it and walked away, never evenunlocked it. The dealer called the next day and indicatedthe factory wanted this plane moved; it was a 2002, andthe 2004 models were out. You have all heard the samestory, just a different version. I was not ready to make thisbig step, but I didn’t stop listening. They were interested inour V-tail, and the deal would be fairly easy. I also wouldnot be without a plane during the engine change that wasgoing to take place, one way or another. N263EA (E-3437)is a stock 2002 A36, white with black and gold trim. It hasthe 2002-standard Garmin 530/430 stack, and like N40KT isa beautiful airplane. My log book tells me my first trip wasFebruary 13, 2004. I gave up my Corvette for a station wagon.On March 27, 2011, I started out for Sun ’n Fun to workat the ABS tent (I was on the ABS Board of Directorsby then). Rain was pounding the southeast, andgetting to Lakeland, Florida, proved to be a real challenge.Upon arriving I found the airport grounds were saturated.The winner’s choice foraerobatic and air racing performersnow STC’dfor the Bonanza and many other airplanes 26 Pounds Lighter Looks Great!! Reduced Take Off Distance Improved Climb Shorter Landings Improved Engine CoolingBENEFITS: Turbine SMOOTH Operation Unlimited Blade & Hub Life Faster Cruise No AD’s Stainless Steel Leading Edge Hot Prop & Fluid De-IceWe tied down and went about our business. As you mayrecall, a Florida tornado – which never happens – didhappen, passing right over the airport. John Annable,Bob Goff, and I were in the ABS tent when the tornadohit. We had been told it would rain hard and quickly pass.Our first indication that this was more than hard rain waswhen the lightweight, aluminum-frame tents around usstarted coming apart and items started flying through theair. The three of us each grabbed a corner post and justhung on out of fear. I clearly remember thinking of my familyand hoping this was not going to end sadly. Once the stormpassed, we checked on close neighbors and damage. We(ABS) had a real mess in our tent – wet merchandise, etc.We picked up and cleaned up as the emergency crewsmoved in. We were very lucky. As time passed, we discoveredthat some were not as lucky.We were in as good a shape as we could be at ABS, soI told the guys I was going to take a walk. I walked maybe300 feet north and saw the first damaged display plane,New and Used Equipment SalesComplete Avionics InstallationsIFR/VFR InspectionsGTN Series Navigators• Menu-driven graphics withtouchscreen display• Map point and dragflight planning• Preloaded FliteCharts• Brilliant high-resolution screenGTN750 and GTN650Flight-Resource, LLCWORLD’S LARGEST VOLUME MT PROPELLER DISTRIBUTOROffice: 866-717-1117 www.Flight-Resource.com Fax: 866-517-5047Visit our Online Storeand register to receivea $100 Service VoucherFAA Repair Station No. XL6R743J1-800-700-7779www.exxelavionics.comBrainard Airport (HFD)20 Lindbergh Drive, Hartford, CT 86114“Your Best Approach is with EXXEL”Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 13


www.bonanza.organd realized how serious things were.Planes were wrapped up like crumplednewspaper. I went back to the ABStent, hung out a little, and regainedmy thoughts. The emergency crewswere on top of the injury situation,and police were using their PA systemstelling all to leave the grounds.I decided I needed to go find ourA36, which was on the east side of theairport, and see what had happenedto her. It was long walk. The damagealong the way was unthinkable,yet there were some that didn’t gettouched. At first, I didn’t recognize ourplane. I had parked and tied it downfacing north. It was now heading about200 degrees and sitting in a ditch orlow spot full of water. I was stunnedthat the tiedown ropes still had thetie-downs anchors hanging from them.The ground was so saturated that thetiedown just could not hold. As theplane swung around to the left fromnorth to a heading of 200 degrees, theright wing tip hit the ground, diggingup mud and breaking the NAV lightlens and light fixture, filling the wingtip with mud.Now it gets real interesting –ABS and the Bonanza family cametogether. Tom Turner received a callfrom ABS member Buzz Tarver, aLakeland-based insurance agent,who recommended a shop on thefield to any Bonanza people whoneeded assistance. I called my insuranceagent and the shop immediately.The shop lifted the plane to hardsurface, towed it to the hangar, anddid a complete inspection, including alanding gear check. They determinedall was good. The factory overnightedthe parts needed to repair the wing tip.Every time I stopped in or called, theywere one step ahead of me. Except forpaint, N263EA was ready to fly homeby the time Sun ’n Fun closed. Thestorm passed, the weather improved,and it was a non-event flying fromLakeland to Tekamah. Just one moregreat Bonanza trip.We now have 1950 hours onthe airframe and engine. Ithas been squawk-free, andI don’t think it has ever left me stranded.I’ve not had to do any cylinder workon the IO-550 engine since it was new.I guess you could say N263EA hastreated me better than I have treated it.We have added a JPI engine ana lyzerand an additional battery-poweredartificial horizon. Like I said, we justhave not had or felt a desire to do muchto an already-perfect airplane. I won’tbe flying as much for business in thefuture, perhaps a few hours each year,but nothing like I was. Judy and I willuse her for trips regularly. We will makesome major decisions in the next yearor two – tip tanks, turbonormalizer,just to name a couple. This plane isa keeper. There is nothing else like it.14 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Avionics By John CollinsICAOFlight Plan UpdateSince I last wrote about this topic in the December 2008ABS Magazine, the International Civil Aviation Organization(ICAO) has updated its requirements to reflect newtechnologies and capabilities while improving standardizationwhen flying interna tionally. On November 15, 2012, the new ICAO flightplan form was instituted worldwide. For international flights, the ICAOformat must be used.Code CapabilityS Standard Equipment – VOR, ILS, VHF COM, if used don’t specify L,O, VB LPVD DMEF ADFG GPSS (specify NAV/SBAS in field 18 if WAAS)H HF ComL ILSO VORR Performance Based Navigation (Specify PNN/… in field 18 for details)V VHF ComY VHF Com with 8.33 MHz spacingZ Used to specify RNAV capability details in field 18 with (NAV/RNVE2D1A1)Not all codes are included in this table, just the main ones.Table 1. Equipment codes used in field 10aMany of the changes are relevantonly to the airlines and corporate jetoperators. I will focus on the changesthat affect piston aircraft navigationin U.S. airspace.For flights that remain solely insideU.S. airspace, there are two flightplan forms permitted: the traditionalU.S. Domestic Flight Plan (FAA Form7233-1) or the FAA InternationalForm 7233-4 (ICAO flight plan form).Although RNAV SIDs and STARsaccount for about 40 percent of allSIDs and STARs in U.S. airspace, theywill not be assigned by ATC unlessthe pilot files using the ICAO flightplan format. Even then, many are notavailable for piston aircraft as theyhave the note “turbojet aircraft only”on the procedure. To be consideredan RNAV SID or STAR, the proceduremust specifically have “(RNAV)” inthe title.In the U.S. airspace an approvedRNAV system that complies with AC90-100A, “U.S. Terminal and En RouteArea Navigation (RNAV) Operation”is required to fly RNAV SIDs andSTARs. Not all GPS navigators meetthese requirements. These IFR GPSnavi gators do not: Honeywell BendixKing – KLN89B, KLN90A, KLN90B,and KLN94; Garmin – GPS155, GPS155XL, GPS165, GNC300, GNC300XL;Apollo – Garmin 2001, 2101, SL50,SL60, SL65, GX50, GX60, GX55, GX65.The GPS navigators that do complyinclude the GNS400/500 series, GNS480, GNS400W/500W series, GTN600/700 series, and the G1000/G1000W.Although T and Q routes require RNAV,any IFR GPS may fly these routesregard less if a domestic flight planor ICAO flight plan is used.The ICAO flight plan form permitsmuch greater definition of equipmentcapabilities than the domesticflight plan form. Eventually this additionalinformation will be useful andprovide an advantage over the domesticflight plan. For now, the onlytime that the ICAO flight plan mustwww.bonanza.org16 AMERICAN BONANZA SOCIETY FEBRUARY 2013


e used is to take advantage of flyingRNAV SIDs and STARs.Two fields are used to define theequipment capabilities: fields 10 and18. Field 10 is broken into twosubfields: 10a, which defines thebasic navigation and communicationcapabilities; and 10b, which definesthe surveillance capabilities (transponderand ADS-B). Field 18 is usedto provide additional information toclarify equipment capabilities describedin field 10. The field 18syntax is to use a keyword such as“NAV/” and one or more detail parameters.Each keyword/details groupis separated by a space from otherkeyword/details.For the most part, the codes usedin 10a haven’t changed, with a fewnotable exceptions. The code for S(standard equipment) has been modified to mean the aircraft is equippedwith a VOR, ILS, and VHF Comcapability. It used to mean that youalso had an ADF, but now you haveto specify an ADF if you have one.Table 1 shows the list of equipmentcodes for items likely to be in yourairplane. The codes may be usedin field 10a in any order. Notice thenotes indicating when additionalinformation might be required infield 18. When S is used, don’t includeL (ILS), O (VOR), or V (VHF). If youhave an ADF, specify the F.When G is specified for GPS, anew field 18 NAV value may be usedif the GPS has WAAS capability.WAAS is considered a Space BasedAugmentation System (SBAS), so ifyour GPS is WAAS, then specify NAV/SBAS in field 18. Also note that whena D for DME is specified in field 10a,it means you actually have a DMEinstalled, and not a GPS used in lieuof DME.A new field 10a code, “B” has beendefined for LPV approach capability.Regardless of whether you enter B inthe flight plan, you will not be deniedthe option to fly a LPV procedure.www.bonanza.orgIn U.S. Airspace, if your aircraft hasa GPS that qualifies to fly RNAV SIDsand STARs, you must specify a Z in10a and NAV/RNVA1D1E2 in field 18.The Z just means “see field 18 for additionalnavigation capability.” If you don’tspecify the Z in field 10a and the NAV/RNVA1D1E2 in field 18, then ATC will notassign you one of the RNAV SID or STARprocedures. This requirement hasn’tchanged in the new ICAO flight plan.PBN (Performance Based Navi -ga tion) is a term used to definenavigation capabilitiesin terms of specific performancespecifica tions, such as accuracy, integrity,avail ability, and continuityneeded for a particular operation.This is in stead of defining navigationperfor mance in terms of a specificnavigation system such as VOR.There is more than one way to skinVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 17


www.bonanza.orgInternational Flight Plana cat and PBN doesn’t say how aperformance is achieved, just theper formance t o be achieved.The term PBN encompasses bothRNAV and RNP (Required NavigationPerformance). RNP specifies anaccuracy distance required from thecourse centerline on a 95 percentprobability basis. For example, RNP1 requires that 95 percent of the timethe aircraft must remain within +/- 1NM of the centerline course. Whendesigning an IFR procedure or path,the flight path for a RNP “X” mustbe protected from obstacles to avalue of twice the RNP specification.So for RNP 1, the primary obstacleprotection is +/- 2 NM either side ofthe course centerline.ICAO defines RNAV (GPS) approacheswith LNAV or LNAV/VNAVminimums to be RNP approach procedures.LPV will also be specifiedas an RNP approach, but that is stillin the works. In the meantime, the10a equipment code B is used to indicateLPV approach capability.To make matters confusing, proceduresin the U.S. that includeRNP in the title such as RNAV(RNP) Z RWY 36R all have thenote “Author ization Required” andcannot be flown by part 91 users. InICAO terms, these are considered“RNP AR” type procedures, and notjust RNP approaches. According toAC 90-105, GPS navigators that areapproved for IFR Approach areapproved to fly ICAO RNP procedures(RNAV (GPS) approaches here in theUSA) using the LNAV minima line. Ifthey are WAAS and approved forvertical guidance, they are approvedto fly ICAO RNP approaches to theLNAV/VNAV minima.Of lesser interest to piston pilotsis the change of meaning of thefield 10a “R” code from the oldmeaning of “RNP” specification tothe new meaning to specify PBNCapability. The rest of the world uses18 AMERICAN BONANZA SOCIETY FEBRUARY 2013


R in field 10a as an alternativemethod to in cluding both Z codein 10a and NAV/E2A1D1 in field 18.You can specify R and its associatedfield 18 codes in addition to thoserequired by the U.S., but for now theywill be ignored.If you do specify R in 10a, thenyou must specify in field 18 thekeyword PBN/ and up to eight of thecapability codes that match yourGPS capabilities. There are only fivecodes that are likely to be used byABS-type aircraft:B2 … GPS is approved for BRNAV(RNAV 5 used in Europe)C2 … GPS is approved to fly RNAV 2routes such as Q and T routesD2 … GPS is approved to fly RNAV 1routes such as RNAV SIDs andSTARswww.bonanza.orgO2 … GPS is approved to fly RNP 1proceduresS1 … GPS can fly LNAV or LNAV/VNAV approachesExample 1: A KLN94 that is approvedfor GPS LNAV approaches, T/Q routes,and BRNAV could specify an “R” infield 10a and PBN/B2C2S1 in field 18.Example 2: A GNS430 or GNS430Wwould be coded as an “R” in field 10aand PBN/B2C2D2O2S1 in field 18.Combining all of this, I offer theexample of the coding I plan onusing. I have a GNS530W, KNS80, andKY197A for my communication andnavigation equipment. I will codefield 10a as SDGBRZ. In field 18, Iwill add the specifications for the Zcode: NAV/RNVA1D1E2. For the Gcode, since my GPS is WAAS, I willadd NAV/SBAS (note since the NAV/keyword is already used, I just addthe SBAS at the end of the other NAV/specification after an interveningspace: “NAV/RNVA1D1E2 SBAS”). TheR in field 10a means I will add thePBN/B2C2D2O2S1.In a future article I will explainhow to code the ICAO flightplan equipment data for thetransponder and the GDL88 ADS-Bunit that I plan on installing.Fltplan.com makes the task ofchoosing and saving your ICAO flightplan values simple by providing thepilot with a list of capabilities andthe pilot checks the ones that apply.Even though you don’t need touse the new ICAO format in mostinstances in the USA, now is a goodtime to start to learn how to use thenew capabilities if you encounter aneed to use the format.Dedicated to Preserving & Restoringthe Entire Beech Fleet• Annual Inspections• Pre-buy Inspections• Engine Installations• Engine Upgrades(RAM Series or Builder of your Choice)• Sheet Metal/Corrosion Repair• SID Compliance• Side Brace Kits• Insurance Work• Aircraft Interiors• Complete Paint Jobs or Touch-up• Auto Pilot/Avionics Service & Sales• DER/DAR Services AvailableWE ARE A ONE STOP SHOP!www.lincolnskywaysinc.comFree Shuttle Back toYour Home Base within650 NM of KLHM(Lincoln, CA)We keep you flyingwhat you love to fly!1402 Flightline Drive #A, Lincoln, CA 95648Tel. (916) 645-3449 • Fax (916) 645-0211beechcraftexperts@lincolnskywaysinc.comVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 19


www.bonanza.orgBPPP LIVE in Daytona Beacha Big SuccessLunch in the ERAU Student Union, sponsored by Starr Aviation Insurance.BPPP instructor Jenifer Pekar of Success Aviation inHouston, Texas, reviews use of ForeFlight software andStratus weather uplinks in a paperless iPad cockpit.Over 80 ABS members and pilots gathered on the campusof Embry Riddle Aeronautical University at Daytona Beach,Florida, for BPPP LIVE on January 19, 2013. This was the firstdelivery of the new BPPP LIVE format, with live classroomtraining in a group setting and individually scheduled flight instruction afterthe event. The new format allows BPPP to provide the benefits of interactiveground instruction and the full BPPP flight syllabus for less than half the costof traditional live BPPP events. And members overwhelmingly report theylike the format !ABS Air Safety Foundation ExecutiveDirector Tom Turner introduces the ABSFlight Instructor Academy conceptto BPPP attendees.“Had a great day! Informative, andGreat People. Thanks BPPP!”— Dean Edelman“My truest pleasure to attend. I give‘excellent’ performance to the programand look forward to my flight instruction.Thanks for a terrific program.”— Peter Galvan, MDThanks to Embry Riddle, StarrAviation Insurance, and SheltairFBO at KDAB for helping makeBPPP LIVE a success. We’ll featuremore comments by ABS memberswho attended BPPP in the Marchissue of ABS Magazine.20 AMERICAN BONANZA SOCIETY FEBRUARY 2013


An entirely NEW door sealdesign is now availablefor Beech Aircraft• air tight “leak proof”• molds to whatever it needsto in order to form theperfect sealNEWWing walk coating• it greatly reduces slipping• fast drying, easy to applypolyurethane rubberbase paint• can be applied right overexisting wing walksAircraft Door Seals, LLC300 N. Hwy 377 • Roanoke, TX 76262Phone (817) 567-8020 • Fax (817) 567-8021www.aircraftdoorseals.comThe 10-HourTrainingChallengeBy Thomas P. TurnerExecutive Director, ABS Air Safety FoundationIn the Operations column of the December 2012ABS Magazine I challenged members to changethe way they train in order to reverse theincreasing trend of fatal crashes in airplanesflown for personal use (see “Safety Pilot: StatisticalComplacency” in that same issue). I asked members tocreate a personal plan to complete at least 10 hours ofdual flight instruction in 2013, focusing on areas that areinvolved in the majority of fatal general aviation crashes.Here are some responses:Tom: I was reading the Operations article in the DecemberABS Magazine regarding your 10-hour flight instructionchallenge, and I like your idea. I am planning to take onyour challenge. As I plan out my year of training I waswondering if you might know of some instructors that Icould contact to work with me towards my goal. I live inDanville, Illinois, so instructors in the Midwest would work,however, I would be interested in traveling to an instructorif need be. I have attended two BPPP programs recently soI have worked with their “type specific” instructors and thatis the type of instruction I would be interested in. Thanksfor your help.– Dale CarltonGreat, Dale! Thanks for taking up the challenge. TheBPPP instructor list is here: http://www.bonanza.org/images/pdf/bpppinstructors.pdf. Contact any you wishdirectly and see if he/she can meet your needs. This listof BPPP-standardized instructors will be growing soonwith the ABS Flight Instructor Academy. You may alsoconsider including some instruction during a vacationor business trip away from your home area if you wish.Keep me posted on your training! —TTTom: I like your 10-hour training plan very much.When the FAA changed the format of the Wings program,my level of participation dropped dramatically. I stillget plenty of credits from attending safety seminars, butseldom do the flight time to complete a Wings level. To me,22 AMERICAN BONANZA SOCIETY FEBRUARY 2013


PILOT TRAINING/BPPPonline+FLIGHTwww.bonanza.orgABS AVIATORBUYING A BEECHCRAFTABOUT USlive bpppguide to checkoutfind an instructorFinding a BPPP instructor on the ABS website is now much easier.Scroll over the Pilot Training/BPPP menu tab,click on “Find An Instructor” andgo directly to the BPPP instructor list.it requires more effort than it’s worth. I’ve looked at the ABSAviator program [ABS Aviator can be done without flighttraining, but actually flying with an instructor is highlyrecommended. —TT], but came to the same conclusionand have so far declined to participate. The ABS 10-hourtraining model, however, is very enticing and I’ve startedworking on my 10-hour training plan for 2013. I thought youmight be interested in the logic that motivated me to acceptyour challenge. It’s based primarily on your articles in theDecember ABS Magazine. The personal aviation accident rate is very high at 12 per100,000 flight hours and getting worse. The accident ratefor business and corporate aviation is significantly betterat 2 to 0.2 per 100,000 flight hours and holding steady.We need to reverse the trend. Whycan’t we be as good as business andcorporate aviation? A key difference between personaland business/corporate flying contributingto the improved crashrates is better training. I have notseen any statistics that show howmuch training influences crash rate,but I suspect it is significant justbased on your seasoned observationthat “Most of the crashes resultfrom lapses in pilot judgment, insufficientknowledge of model-specificsystems and procedures, and poorbasic stick-and-rudder flying skills.” The problem with GA recurrenttraining is we’re not doing enoughhours/pilot/year and we’re not focusedon the right topics. In addition,quality training is expensiveand hard to schedule when we baseit on the FlightSafety Internationalor the old BPPP on-site model. ABShas responded to these issues by(a) significantly reducing the cost ofBPPP with the on-line course model,(b) developing an accessible stable of Beech-qualifiedinstructors, and (c) promoting a 10-hour per year trainingmodel that can be easily managed by the pilot.I resonate with your statement “[W]e’ve got to do thingsdifferently if we want to continue to enjoy the tremendousbenefits of personal aviation.” That thing to do differentlyis to engage in significantly more and better-focusedtraining similar to what corporate and commercial pilotsexperience but structured to suit our needs. The ABS 10-hour training model is not cheap but compared to the costof operating a Bonanza or Baron, it’s affordable. I estimatethis training will cost about $1000 a year. However, that’sessentially what I’m spending now on my current trainingplan, which is to do a BPPP on-site session every otheryear. Those sessions cost about $2000 each. For the samemoney I’ll be getting 20 hours of training versus four, andit will be spread out over time. It will be hard for this notto significantly improve my flying proficiency and reducethe probability of me becoming a crash statistic.Thanks for the great work you do for ABS and theGA community.– Peter CassidyThank you very much for taking up the challenge,Peter! It’s time we make a difference. —TTVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 23


www.bonanza.orgThe ABS10-Hour Training ChallengeLog 10 hours of dual flight instruction in 2013. Map out a year-long training plan that includes: One BPPP Online+Flight or BPPP LIVE event (including approximatelyfour hours of flight instruction) at some time duringthe year. Flight with at least one Beech-knowledgeable CFI you’ve neverflown with before, to get a new slant on technique and fresh“quality control” eyes on your flying habits (see the BPPP instructorlist on the ABS website). In addition to your BPPP flight, witha Beech-knowledgeableinstructor or in another type-specific program, log at least: One hour of takeoff and landing practice, including pre -cision (on-speed and on-target) focus, maximum per formance(short - and soft - field) practice, and balked landings. One hour of stalls, steep turns, and slow flight in varyingaircraft configurations. Three hours of flight by reference to instruments, includingall items required to complete an Instrument ProficiencyCheck (IPC) and all of the following: extendedpractice “partial panel,” navigation with and withoutGPS, and a combination of hand-flying, autopilot coupledand flight director-guided flight as applicable to your airplane’sequipment. Fly all practice approaches to airports you don’t normallyvisit (for experience briefing, setting up and flying unfamiliarapproaches). If you’re VFR only, use this time towardearning your instrument rating. At least one hour of simulated emergency procedures, tothe extent they may be safely presented in the airplane(here’s where flying with a BPPP instructor really pays).Spread your training across the entire year, so you’re always within a few months of a quality controlcheck. Con sider spending some of your training time in a simu lator for better emergencies training anddecision-making scenarios. Get a little outside your comfort zone to become an even better pilot.Relive some of the excitement you felt when you first learned to fly. Learn new things, and re-learnthe basics. It’s all about keeping ourselves off that growing list of fatal crashes.ABS Board member and retired airline captainTom Rosen writes: “Nothing is being said to themembership about the relationship between trainingand accidents. We have the vast majority ofour member pilots driving around in the sky withthe same attitude toward receiving training in theirairplanes as they have toward receiving training intheir automobiles: ‘I’m doing fine, I don’t need it.’Perhaps we should use the airline industry as anexample. Even though airline pilots fly 10 times asmany hours and therefore remain quite current inthe seat, they are still required to undergo mandatorytraining once a year. If the professionals are requiredto do it to stay safe, it is only reasonable to expectthat GA pilots should realize that they need it also.It’s common sense, but hasn’t been said.”24 AMERICAN BONANZA SOCIETY FEBRUARY 2013


BPPP By John MurrayFollow Your (Beechcraft’s) NoseABS welcomes flight instructor John Murrayas a guest BPPP columnist this month.For many years John served as a BPPPinstructor in live training clinics, andnow he is returning to the program tofly with ABS members participatingin BPPP Online+Flight and BPPPLIVE in the northeastern UnitedStates. We’ve asked BPPP instructorsto submit articles on pilotingtips and techniques that will makeyou a better Beech pilot. —ed.The 1980s were a veryexciting time for me as apilot. The ownership of a CessnaSkyhawk, and later a Piper Tri-Pacer, gaveway to stewardship of a wonderful B35 Bonanza fromearly in the production run, manufactured in late 1949.Even the expense of replacing ancient Narco radioswith then-top-of-the-line Bendix/King navcoms didn’tseem burdensome. After all, this was the little plane thatcould get us easily to Disney World and the Bahamas.Pristine 1980 A36TC. Like new!Dan Jordan (720) 936-7840Denver, Colorado • MountainAero.comThe Rocky Mountain Region’s Bonanza and Baron Specialists• Quality Aircraft• Reasonable Prices• Excellent Service• Sales & Brokerage• We Buy Bonanzas• Buyers Assistance• BPPP TrainingBecause the Bonanza was the besthandlingplane I’d ever flown, itinspired me to become a flightinstructor. Coastal Air Servicesagreed to hire me for theirNantucket Island branch. Thisgreat new career began onMother’s Day 1986. Thatsame year I was introduced toSam James of the AmericanBonanza Society, and later toPeter Dogan of ProfessionalInstrument Courses. What aprivilege it was to be stand ardizedby both of these organizations!As many of you know, Nantucketis known for more IMC weather than mostof us would care to encounter. On many occasionsI would return to the island after an ABS or PIC assign -ment and couldn’t land even when ATIS called it200 feet/half mile. Even the wait staff at the airportwould comment “most everyone got in last night –what happened to you?” It was also time consumingto divert to Hyannis on Cape Cod, then face a two-hourferry trip home.Perplexed, I called a local DesignatedPilot Examiner and regionalairline owner, Bill McGrath. Theadvice he gave has worked well andI’m happy to offer my version of itfor your consideration.At the usual lowest ILS mini -mums of 200 feet and one-half mile,a typical Baron can complete thelanding better than a Bonanza can.It’s all in the pilot’s view over thenose of the aircraft. The Bonanzanose, and the noses of other singles,will block the view at Decision26 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Height/Decision Altitude at the MissedApproach Point (MAP).As I remember Bill describing it,the MALSR/ALSF-II approach lightsare already below or behind you,and the Medium Intensity RunwayLighting (MIRL) may not be visibleyet when you reach the MAP. Hisrecommendation was to stay onedot to the right of the localizer, andone dot below the glideslope, tokeep the MALSR/ALSF - II out frombehind the plane’s nose and in sightas you transition to the MIRL andthe runway. This meant I would onlybe 10 feet below glideslope at 200AGL, negligible when you considerthe + 75 foot tolerance for IFR altimeters,and it made it much morelikely I’d be able to continue whenI broke out right at ILS minimums.Under no circumstances did I de -scend below 200 AGL or go beyondthe MAP unless the runway environmentappeared.As the years pass, things havechanged at Nantucket Airport. I nowlive on the mainland and Nantuckethas added Touchdown Zone lightingon Runway 24. This is a big improvementwith bright lights imbeddedin the pavement. Runway 6/24 hasalso had centerline lighting added tohelp with touchdown and roll-out.John Murray is an 8000-hourATP/CFII. He can be reachedthrough the headquarters ofProfessional InstrumentCourses or the AmericanBonanza Society.The Most Complete,Most Convenient andMost Cost-EffectiveType-SpecificBeechcraft Training:BPPPOnline+FlightABS’s goal is simple: To protect lives and topreserve the Beechcraft fleet, by significantlyincreasing the number of ABS members whoreceive The Best in Beechcraft Pilot Training. Here’s How it Works1. Take the popular BPPP Beechcraft systemsand techniques classroom training online,on your schedule2. Fly with a BPPP-standardized flight instructornear your home at a time that’s convenientfor you3. If you qualify, earn a Flight Review and/oran Instrument Proficiency Check4. You’ll receive a BPPP Completion Certificate,which may qualify you for insurancediscounts (ask your agent or broker)Many aircraft insurance companies giveup to a 10 percent discount on your policyfor completing BPPP. For the first time, theinsurance discount may pay most or even allthe cost of your specialized Beechcraft training!BPPP training is fun, informative, convenientand affordable. It makes you an even morecapable and safer pilot. For more informationand to enroll, go to http://bonanza.org/pilot-training-bppp/onlineflight orcall 316-945-1700.BPPPOnline+FlightOnly $495Includesonline andup to four hoursof flight training!EAA Sport Aviation reviewsBPPP Online+Flight“The thoroughness ofthe BPPP program isimpressive, and theprofessionalism of boththe flight and onlineportions is absolutelytop-notch. ABS issetting the standardsfor type club training,and we can alllearn from itsexperience.”—J. Mac McClellan,5000-hour B55 Baronpilot and editor,EAA Sport AviationRead the full reviewin the November2012 SportAviation.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 27


www.bonanza.orgBeech on a BudgetSafe • Legal • Low CostBy Mike CabanLanding GearSystemWatch OutsAircraft Painting & RefurbishingStart Fresh.Give your aircraft theMurmer Treatment.The Murmer Treatment is a 21-step proven process forcreating lasting beauty...and new value for your aircraft.For more than 40 years, Murmer Aircraft has combinedscience and craftsmanship to create beautiful, enduring,high-quality exterior finishes. Our secret is in the details:a comprehensive, 21-step process that cleans, seals,protects and warrants your aircraft for years to come.Find us at Houston Southwest Airport • AXHon the web at www.murmerair.comor call toll-free at 800.832.0177The landing gear system in our ABS airframesis nothing short of an engineering marvel,both mechanically and electrically. Simplyconsidering that a DC motor a little largerthan a man’s fist with a gear shaft diameter smaller thana penny (Figure 1) is capable of lifting the unsupportedweight of our wheels,brakes, and tires, andthen extending thesame under the airspeedloads we fly isquite impressive. Thiselectro-mechanicalFigure 1system is essentially thesame as engineered for the original Bonanza in 1947,and time and time again it continues to perform well.As systems in our airplanes go, I would say that thelanding gear is the second most important system forpreventing airframe damage and occupant injury (theengine/propeller being the most important). It’s no secretthat the current ABS fleet is getting smaller each year asowners who are no longer flying their planes abandonairframes, inadvertently land gear up, or fail to stay on topof their landing gear system maintenance resulting in agear collapse that more often than not totals the airframe.This article will point out some of the “watch outs” inour landing gear system that might remain hidden fromview without a thorough inspection and proper rigging.28 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Speaking of rigging, if you and yourmechanic do not have the ABS/ASF Landing Gear Guide, you candownload it at www.bonanza.org.If you want a bound hard copy,order it on the ABS website or bycalling 316-945-1700. I must confessthat for several years of my Baronownership the “gear swing” portionof my annuals consisted of swingingthe gear on jacks, checking the freetravel remaining in the hand crankand doing a manual gear extensionwith the hand crank. Today – I knowbetter! Five hundred hours earlier(~4200 AFTT) we replaced all therod ends and installed new tensioningsprings. Recently, with the help of theABS Guide, my IA and I did a completestep-by-step rigging. We found somevery out-of-spec tolerances and madethe necessary adjustments. We bothended up much more knowledgeableabout the entire system. Going slowlyFigure 2and methodically, it took us a fulleight hours. The end result wassilky smooth, quiet extension andretraction cycles and the peace ofmind that comes with it.Figure 2 shows why rod ends areso important, and how running thembeyond some reasonable service lifeis risking the totaling of your airframeor the high-dollar and lengthydowntime of extensive engine andairframe repairs. There are severalrecommendations on Time-in-Service(TIS) for rod end replacement, rangingfrom 2,000 hours in Beechcraftservice manuals, on up to 4,000 hoursTIS by anecdotal references amongowners knowledgeable of rod endfailures. ABS strongly recommendsobserving the 2,000 hours TIS figuregiven service history and the airplanetotalingnature of rod end failure.Figure 3 shows a failed nose gear rodend at approximately 7,000 hours TIS.Let’s bite the bullet on these rod endfailures, folks. Why don’t we say thata rod end, that has delivered 2,000-4,000 hours TIS over multiple decades,has given an adequate service life andgive the airframe that extra marginagainst an aging part failure?Figure 3Designing Products to make aFine Aircraft Outstanding.Full Service Repair Station #OYSR774L.Over forty years serving Bonanzas and Barons.Avionics, Auto Pilot, Instruments sales andinstallation specializing in ASPEN, CobhamS-TEC, GARMIN & ULTRA.INSTRUMENT PANEL ASSEMBLY: STC PMA35 thru N35, 33 series. Upgrade, modify later modelsincluding Barons. Custom per client specifications.Install at our facility or shipped for installation by yourlocal maintenance facility.E225-8 ENGINE MODIFICATION ASSEMBLY: STC PMASeries 35 thru G35. All the benefits of the 470-260HPseries engine without the high costs.STAINLESS STEEL BATTERY BOX ASSEMBLY:STC PMA Series 35, 33, 36SECURITY LOCKING FUEL CAP ASSEMBLY:STC PMA Series 35, 33, 36, 95, 55, 56, 58, 60, 76Aviation Research Systems, Inc.Sandy River Airport 03S, Sandy Oregon • aviationresearch@msn.comwww.aviation-research.com Toll free: 888-301-9207 | 503-668-4542Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 29


Here is a quote from the Bonanzaowner of the rod end in Figure 3:… you are gambling on a failurethat may result in a landing with thenose gear not extended! I was veryfortunate; the aft nose gear retractionrod pushed the front nose gearretraction rod to lower the gear withthe failed rod end. I felt a thump whenI retracted the gear and didn’t knowwhat the problem was, so I extendedthe gear for the next landing, at homebase, at under 100 knots and did agentle, smooth landing and slow taxito the hangar on smooth pavement.When we retracted the gear the nextday on jacks, the nose gear did notretract. We were very lucky not to havelanded the Deb with the nose gear notextended or in having it fail on theground. Please do not neglect the nosegear retract rod ends. There are threeof them.Speaking of nose gear not retracting,I’ll describe another circumstancethat could cause to the same thing tohappen in early model Bonanzas, asshown in Figure 4.Figure 4www.bonanza.orgOn early model Bonanzas, the rod#50 in Figure 5 had a short nose. If/when pin #52 fails, upon gear retractionthe rod slides out of its nested positionin rod #49, which would pull the nosegear up. There you have the makingsof a nose gear collapse on landingrollout. In February 1957, Beech issueda Service Letter announcing that alonger rod #50 and controlled-strengthshear pin was used starting with SerialNumber D-4547 (midway through 1956G35 production). The Service Letterrefers to retrofit kit #35-619 for earlierairframes. Read the entire ServiceLetter at www.csobeech.com/files/Beech-SB-NoseGearPin.pdf. A vintageBonanza source recently called outthe kit as P/N 35-8007-1S. The newerrod is reported to be 7.5” longer andis P/N 35-825094-4.Figure 6 and Figure 7 are examplesof two different Bonanza ownershear pins (#52 in Figure 5) that wereFigure 5Figure 6 Figure 7found “in the nick of time” to avert alanding gear disaster. As you can seefrom the assembly in Figure 8, withoutcomplete disassembly and inspection,the shear pin damage is impossibleto detect. Gear Position Advisories Overspeed (Vne) Advisory Stall Warning Repeater Flight Time Recording6601 AUDIO ADVISORY SYSTEMYour “electronic co-pilot”STC’d for the Sierra, Bonanza, Baron, Dutchess, Duke andC90 King Air. For more information, contact your favoriteavionics dealer or visit us atwww.p2inc.com (888) 921-8359Figure 8Figure 8 shows the nose gearlinkage assembly as installed. Thepin is clearly visible but I thinkyou’d be hard pressed to see potentialmangling without complete disassembly.Come to think of it, whynot just put a fresh new one in thereand toss the 20-, 30-, 40-year-old30 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Flat end of the camNose gear pick-up forkFigure 9 Figure 10 Figure 11 Figure 12one in the trash? Also note that thetensioning spring has a reasonableamount of distance between coils. Aspring that is “stacked,” with the coilsvery near or touching each other,should also be replaced.The nose gear spring #51 (Figure8) for my B55 is P/N 35-825188 andthe main gear springs (one on eachmain gear lifting arm in the maingear wells) is P/N 45-815091. Checkyour airframe parts catalog for yourspecific part numbers.While we are still in the nose geararea, let’s take a look at Figure 9,which shows a bent bolt found bya savvy IA who was involved in athorough gear disassembly inspection.This bolt connects the two nose gearrods to an idler at #50 in Figure 5.Let’s look at one more nose gearwatch out: nose gear door actuatorpin as shown in Figures 10 and 11(Figure 10 showing a pin worn nearlythrough). If this pin is lost the nosegear pickup fork (Figure 12) willnot be actuated and the nose geardoors will not close. The repairedpin, done by welding, is shown inFigure 11. Sawing action betweenthe pin and the pickup fork is theculprit. It helps to add a dab of greaseto the pin.Realize the Potential of your Bonanza!Powerplant UpgradesBaron 58-58A, C55-E55............................................ IO-550CBonanza 36-A36, C33A-F33C, H35-V35B, Debonairs... IO-550BBonanza H35-P35, Debonairs.................................... IO-520BB, BABonanza H35-P35, Debonairs.................................... IO-470NOur High Efficiency Baffle cooling kit and Super Scimitar Propellerare available for the engines listed aswell as the TSIO-520D and UB.Airframe UpgradesNew design 20 gallon tip tanksWindshields & Side WindowsLED strobe & nav lights for ourtip tanks and tail now available!info@d-shannon-aviation.comwww.d-shannon-aviation.com1-800-291-7616Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 31


Many mechanics are familiar withthe practice of disconnecting thegear doors when doing gear swingsand gear rigging. Here are twospecific watch outs to keep frombending things when the gear doorsare disconnected:• In the nose gear (Figure 12), theflat end on the left side of the cammust be firmly planted on the “L”shaped piece that is on the left side(of this picture view, right side ofthe aircraft) of the inner wall whenthe gear is down and locked. If yourgear door rods are ever removed itis easy to reattach them in such away that the cam/pickup fork isslightly turned counter clockwise,and the flat part of the cam willnot be flush with the “L” piece onthe wall. You will then have nosegear doors that do not close properly,and also potentially bend thepickup fork by the pin on the downlock arm.www.bonanza.orgFigure 13 Figure 14• With the airplane safely on jacksand a tail stand, before going fullblast with an electrical retraction,check for proper inner gear doorclear ance. It’s a two-person job.Turn ing the hand crank clockwise,begin opening the inner gear doors.You (or your observer, if you’redoing the cranking) sing out ifyou see anything getting closeenough to do damage.The Best Planes at the Best PricesCarolina Aircraft has the largestselection of “Prime Condition”Bonanzas and Barons.Sales • Brokerage • AppraisalPre-buy Inspections • AcquisitionBonanza/Baron TrainingCarolina Aircraft, Inc.Piedmont Triad International Airport7680 Airline Road • Greensboro, NC 27409 (GSO)336-665-0300Fax: 336-665-0333George “The Bonanza Man”http://www.carolinaaircraft.comAfter disconnecting the inner geardoors from their rods, I’ve found ita great help to firmly safety wire alength of rubber hose on the end ofthe rods that is long enough to extendout the fuselage far enough toprotect the rod throughout its fulltravel. Leaving the ends of the rodsexposed when cycling the gear leavesthem vulnerable to hanging up onsomething during their trip in and out.Figure 13 illustrates what you don’twant to have happen to your rods.Figure 15Figure 16Inner main gear door slop can becaused by any number of factors: tiredgear motor, improperly adjusted up lockand downlock micro switches, poordynamic brake function, and wear in32 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgthe arm bushing and bolt com bina tion. Figure 14 showsthe slight wear signature in the transmis sion arm thatindicates bushing/bolt wear in the linkage. Figure 15 and16 show the bolt and bushing combination.Another older airframe weakness is the thinner nosegear arm that was fitted to early Bonanzas (and T-34s).Figure17 shows a failed arm on the bottom of the geartransmission.Over 50 yearsBeech experiencePre-Buy and Annual InspectionsNow Offering AmSafe Seatbelt Airbag InstallationsSpecializing in:• Custom Engine Installations• Altimeter and Transponder Certification• Tip Tank InstallationFigure 17Kalamazoo Aircraft Inc.Aircraft Maintenance – Inspection & Repair2729 E. Milham Rd., Kalamazoo, MI 49002 • 269-381-0790www.kalamazooaircraft.com / Repair Station K9AR289NFigure 18Beech has gone through three generations of thesearms. The first few years it was made out of magnesiumand was P/N 35-825172. Some time later Beech changed toan aluminum version, P/N 35-825172-2, used through the1980s at which point they switched to the heavier-bodiedarm, P/N 35-825172-13. Figure 18 shows the more robustdesign alongside an earlier design.I urge ABS members to participate in their landing gearmaintenance, to whatever extent is possible, for economicas well as system knowledge benefits. The ABS LandingGear Guide is truly a member benefit worth the cost of ourannual membership in and of itself. My mechanic and Icouldn’t be happier with the results we got by using it inits step-by-step format. If your Beechcraft is coming up on2,000 hours or more and has not yet had a thorough landinggear rigging check and rod end makeover, consider puttingthat on your to-do list with your mechanic.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 33


www.bonanza.orgBoard NominationsAs chair of the 2013 nominating committee I announce these nominationsfor the ABS Board of Directors for positions opening in autumn 2013. Inaccordance with the Bylaws of ABS, the Nominating Committee consistedof two members at large: John Ericsson and William Carter, and a sittingBoard member, Robert Goff. The Committee has nominated the following slate.Paul DamianoArea 1: Connecticut, Delaware,Maine, Massachusetts, NewHampshire, New Jersey, NewYork, Pennsylvania, RhodeIsland, Vermont.Adrian A. EichhornArea 2: Indiana, Kentucky,Ohio, Maryland, Michigan,Washington, D.C., West Virginia,Canada, and all other foreigncountries except Mexico.Cameron BrownArea 4: Illinois, Iowa, Missouri,Minnesota, Wisconsin.Being a Board member takes time anddedication, and Board members are oftenasked to make hard decisions in the interestof all ABS members. This committee feelsthat this year’s slate of nominees will carryon the long tradition of commitment to ourmembership.Robert GoffNominating Committee ChairArea 1: Connecticut, Delaware, Maine,Massachusetts, New Hampshire, NewJersey, New York, Pennsylvania, RhodeIsland, VermontNomination for a first three-year term•Paul Damiano, Manchester, Connecticut.Member since 1992.Thank you for considering me forthe Area 1 opening on the ABS Board ofDirectors. I am the current president ofthe North East Bonanza Group (NEBG),and summarized below is a snapshotof who I am, what I do, and my aviationbackground.My wife Janet and I have lived inManchester, Connecticut, for about 30years. We raised three lovely daughtersbefore sending them off to college atthe University of New Hampshire, whereJanet and I met and graduated. Ouroldest, Cara, is a doctor with the HartfordMedical Group, and is married to Andy,a high school math teacher. Three yearsago, they brought our first grandson,Mason, into this world, and in late October2009, blessed us with Evan, our secondgrandson. Gina graduated with a degreein hospitality management, and is currentlythe Director of Special Event Planningat the Wentworth by the Sea Resort, inPortsmouth, New Hampshire. Lisa, ouryoung est, graduated with a Masters degreein environmental engineering, andis cur rently employed at Sanborn HeadEngineering, an environmental consultingcompany in Concord, New Hampsire.Janet is a retired pre-school teacher, andthere are hundreds of kids in Manchesterwho know and love her. I began my careeras a mechanical engineer, working at UnitedTechnologies as a senior engineer for FuelCell electric power generation for the Apollospace program. After earning my MBA fromthe RPI executive campus here in Hartford,I joined the sales and marketing team atKaman Music Corporation, then the largestdistributor of musical instrument productsin the USA. During the next 32 years I helda variety of sales and marketing positions,and am retired as the Senior Vice Presidentof Marketing and Sales.Within the music business, I have helda variety of Board and Executive Committeepositions. I served on the Board of Directors ofthe National Association of Music Merchants(NAMM), the music business’s equivalentto our AOPA. I am the Past President andcurrent Ex-Com member of the PercussionMarketing Council, (PMC), the Guitar andAccessory Marketing Association (GAMA),and the Music Distributor’s Association(MDA). I also am currently the AOPA ASNvolunteer for our home base, 7B6, and asI said earlier, I am the current president ofthe NEBG.Janet and I are both originally fromNew Hampshire, and that was the catalyst34 AMERICAN BONANZA SOCIETY FEBRUARY 2013


for my getting into aviation. After wewere married in 1974, we summeredin various rental properties on ForestLake in Whitefield, New Hampshire,near Janet’s childhood home. In 1982,we purchased a piece of land on thelake, and in 1986, with the help of mybrother-in-law, we built a small logcabin. It was during those long, weeklyfour hour drives from Connecticut toNew Hampshire during the buildingof the cabin that I decided it wastime to realize my childhood dreamof learning to fly, and cut my lakecommute time to one hour! I startedmy private pilot training in 1989 withthe best flight instructor on the globe,Frank Bill. I received my ticket sixmonths later, and for the next 12 yearsI never had a biannual flight review…Ijust kept adding ratings! Today, I aman ATP/CFII, with about 3600 hours offlight time, including about 700 hoursof actual instrument experience.www.bonanza.orgI purchased N9431Y, a 1961 N35,in 1992. Since then, we have slowlyrestored her into better than newshape. We upgraded to a spectacularinterior from Air Mod, and installed acompletely new panel at CincinnatiAvionics. Louis Edmonds at Newport,New Hampshire, maintains 31Y to ahigh standard. Just this past year weupgraded the IO470 to a fire breathingIO550, completely transforming theperformance of the aircraft. The additionof Osborne tip tanks has given usmore than enough fuel to make FLnon-stop if need be. I am still acclimatingto my new Aspen Avionics EFIS,connected to GNS530W/430W navi gators,a GMX200 MFD with XM weatherand radio, lightning detection, AvidyneTCAD traffic, terrain, and JeppViewcharts, an STEK 55X autopilot withaltitude pre-select, and a GMA340 audiopanel and GTX330 mode S transponder.Hey, this is one capable old bird!Area 2: Indiana, Kentucky, Ohio,Maryland, Michigan, Washington DC,West Virginia, Canada, and all otherforeign countries except MexicoNomination for a first three-year term•Adrian Eichhorn, Frankenmuth,Mich igan. Member since 1993.Adrian A. Eichhorn is an airlinetransport-rated pilot, currently flyingfor JetBlue Airways. He is type ratedin the Airbus 320, Gulfstream IV, III,II, 200, Challenger 604, and Cessna560 Excel. Prior to JetBlue he flew forthe FAA, NASA, General Dynamics,and the Washington Redskins. Whileflying for the FAA he provided flightand ground instruction to FAA flightcrews and senior officials includingthe Deputy Administrator, AssociateAdministrator for Aviation Safety, andthe Federal Air Surgeon.He achieved Master Certified FlightInstructor (MCFI) and Master GroundBONANZA TIP TANK KITSNow Highest gwi/useful load (4,024 lbs.) for 36 series*• Increased Stability• Product Support• System Choices• Gross Weight Increase• Customer Approval• LED lightingOSBORNE Kits do not require additional mods to achieve GWIsALUMINUM Construction • SUPERIOR DELIVERY TRANSFER SYSTEM“ EXCELLENCE thru QUALITY”Always Made in the USAFAA Repair Station #OZZR007* See website for kit details.18173 Osborne Road, Victorville, CA 92394800.963.8477 760.245.8477 Fax: 760.245.5735www.jlosborne.com email: info@jlosborne.comVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 35


www.bonanza.orgInstructor (MGI) in the National Associationof Flight Instructors in 2005,2007, and by Master Instructors LLC inAugust 2010. Adrian served for manyyears as an instructor in ABS’s BeechcraftPilot Proficiency Program (BPPP), asa regular speaker at ABS Conventions,and author of the “What’s Wrong?”article series in ABS Magazine.Adrian has participated in FAA andother research activities that addresssafety issues such as night accidents,aeronautical charts, and improvedair craft safety systems. He furtherstrived to extend the results of suchresearch to practical applications forgeneral aviation aircraft owners. Forexample, he developed and obtainedFAA Supplemental Type Certificate(STC) approval for improved landingand recognition light systems forBeechcraft Bonanza, Baron, andTravelAir owners. Adrian holds anAirframe & Powerplant certificate withInspec tion Authorization and has rebuiltthe engine, airframe, and avionics panelon his own P35 Bonanza. He has re ceivednumerous national awards includingFAA National Safety Counse lor of theYear in 2001. He also is the sole recipientof both of the highest honors givenby the American Bonanza Society:the M.D. Cashion for Technical Ex -cel lence (2005) and the AirmanshipAward (2008).Adrian served 20 years in the UnitedStates Army Corps of Engineers, retir ingas a Lieutenant Colonel. He spent his lastfour years in the Corps as the StrategicNuclear Operational Plan advisor to thePresident of the United States and theChairman, Joint Chiefs of Staff.Education:• BS Civil Engineering from MichiganTechnological University (1980)• Army Command and General StaffCollege (1992)• Armed Forces Staff College (1999)We Will Help You Troubleshoot Your System!(Teaching Subject At FAA Endorsed Events). CONTROLLERS. WASTEGATES. TURBO CHARGERS. PRESSURE RELIEF VALVESMAIN TURBOOVERHAUL/EXCHANGE6 a.m. – 6 p.m.In This Business23 Years.(See VSR Tester Runon Web Video.). turbos balanced at 50,000 rpm by vsr tester“ A father/son team with 88 combined years of aviation maintenanceexperience with A&P license/commercial pilot.”1-888-847-8014 • (559) 635-3322234 Cotta Ct. • Visalia, CA 93292GARY MAIN / BILL MAIN“Sensitive to your needs.”www.mainturbo.com mainturbo@sbcglobal.netArea 4: Illinois, Iowa, Missouri,Minnesota, Wisconsin•Nomination for a second three-year termCameron Brown, Rockford, Illinois.Member since 2004.Education & Military:• Blackburn College, Carlinville, Illinois,BA English, 1967 De Paul Univ ersity,Chicago, Illinois, MA Com parativeLiterature, 1973 Georgetown School ofMedicine, Washington, DC, GraduateFellow, 1981US Army, 101st Airborne,24th Corps, Specialist 5th Class, Republicof Vietnam, Russian language andJAG, 1968-1969Summary work experience:• American Medical Association, Chicago,Graduate Medical Education, AdminAssistant, 1971-1975• Wisconsin Health Care & Research, Inc,Madison, Wisconsin (think tank withUniversity of Wisconsin), 1976-1980• Physician Health Plan, Minneapolis, Minnseota,Management Intern, 1982-1983• Medical Dynamics Corporation, President,founded Primecare Health Plan,Milwaukee, Wisconsin, 1983-1986 (soldto United Health Care)• DHHS HMO consultant reviewer forFederal Qualification certification,1984-1987• President (founder & owner) WisconsinDental Service Plan, Milwaukee,Wisconsin, 1985-1987, sold 1987• Sage Technologies, President, (founder& owner) manages nine individualPractice Associations & PhysicianHospitals Organizations, Rockford,Illinois, 1997-present• President, Physicans Care Network,Rockford, Illinois, 1998-present• President, co-owner, Stark Bro’sNurseries & Orchards Co, Louisiana,Missouri, 2001-present• Published articles in U.S. & GreatBritain (reference list upon request)Avocations:• IFR rated pilot• Farming36 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgABS BoardTermExpiresPresidentKeith Kohout (Area 2) *20134630 Airport Rd., Suite 104Cincinnati, OH 45226Phone: 513-479-2533e-mail: kk@hangar26.comVice PresidentBob Goff (Area 3) *20151963 South Creek Blvd.Port Orange, FL 32128Phone: 231-342-8040e-mail: robert.goff6@gmail.comTreasurerWard Combs (Area 6) *201510474 Stardust LaneBlair, NE 68008Phone: 402-426-8041e-mail: wacii@abbnebraska.comSecretaryRon Hyde (Area 5) *2014PO Box 569, #1 Airport Rd.Kenedy, TX 78119Phone: 830-583-5930e-mail: ronhyde7@gmail.comTermExpiresLorne Sheren, M.D. (Area 1) *2013PO Box 404, New Vernon, NJ 07976Phone: 908-295-8106e-mail: sherenl@att.netCameron G. Brown (Area 4) 2013150 Riverside Rd., Rockford, IL 61114Phone: 815-490-6750Email: camsybil@gmail.comTom Rosen (Area 7) *2014633 Rustic Ranch Ln.Lincoln, CA 95648Phone: 916-408-8666e-mail: tsrosen@pacbell.netJohn Annable, M.D. (Area 8) *201520911 Earl St. #440Torrance, CA 90503Phone: 310-542-0455e-mail: Johnannable6@msn.comRon Timmermans (at large) 20144815 Stamford Ct.Orlando, FL32826817-312-7464rontimmermans@att.net* Second and/or final termArea 1: Connecticut, Delaware, Maine, Massachusetts, New Hampshire,New Jersey, New York, Pennsylvania, Rhode Island, Vermont.Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan, Washington, D.C.,West Virginia, Canada, and all other foreign countries except Mexico.Area 3: Alabama, Florida, Georgia, North Carolina, South Carolina,Tennessee, Virginia.Area 4: Illinois, Iowa, Missouri, Minnesota, Wisconsin.Area 5: Arkansas, Louisiana, Mississippi, Oklahoma, New Mexico, Texas, Mexico.Area 6: Arizona, Colorado, Kansas, Idaho, Nebraska, Nevada, North Dakota,Montana, South Dakota, Utah, Wyoming.Area 7: Alaska, Oregon, Washington, northern California counties northof the northern boundary of Kern, San Luis Obispo, and SanBernardino Counties.Area 8: Southern California, including the counties of Santa Barbara, Ventura,Kern, San Luis Obispo, Los Angeles, Orange, Riverside, San Diego,San Bernardino and Imperial Counties, plus Hawaii.Past Presidents1967 - 1971: B.J. McClanahan, MD1971 - 1973: Frank G. Ross*1973 - 1975: Russell W. Rink*1975 - 1976: Hypolite T. Landry, Jr., MD1976 - 1977: Calvin B. Early, MD, PhD1977 - 1978: Capt. Jesse F. Adams, USN(R)*1978 - 1979: David P. Barton*1979 - 1980: Alden C. Barrios1980 - 1981: Fred A. Driscoll, Jr.*1981 - 1983: E.M. Anderson, Jr.*1983 - 1984: Donald L. Monday*1984 - 1985: Harry G. Hadler*1985 - 1986: John E. Pixton*1986 - 1987: Charles R. Gibbs1987 - 1988: Joseph McClain, Ill1988 - 1989: Lee Larson*1989 - 1990: William H. Bush*1990 - 1991: Ray L. Leadabrand*1991 - 1992: James C. Cassell, III*1992 - 1993: Warren E. Hoffner1993 - 1994: John H. Kilbourne1994 - 1996: Barrie Hiern, MD*1996 - 1997: Ron Vickrey1997 - 1998: Willis Hawkins*1998 - 1999: William C. Carter1999 - 2000: Tilden D. Richards2000 - 2001: Jon Roadfeldt2001 - 2002: Harold Bost2002 - 2003: Jack Threadgill2003 - 2004: Jack Hastings, MD2004 - 2006: Craig Bailey2006 - 2007: Jon Luy2007 - 2008: Arthur W. Brock2008 - 2009: Bill Stovall2009 - 2010: Ron Lessley2010: Stephen Blythe2010 - 2011: Lorne Sheren, MD* DeceasedVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 39


InsuranceBy John AllenStrategies for DealingAfter several years ofmarket expansion andincreased capacitythat has led to moreaffordable rates, it appears that theaviation insurance market hasstarted to contract – or at leaststabilize. We have recently seen onemarket cease to write aviationinsurance in North America andhave not had any new generalaviation underwriting facilities startup in over a year. So what does thisCUSTOM ENGINEOVERHAULSNEAR CHICAGO“A TOP RATED SHOP” – Aviation Consumer, March 2010Flat Rate Prop Strike Inspections and RepairsDynamic Propeller Balancing While You WaitFinancing AvailableFAA Repair Station YYBR664L800-397-8181 815-544-2300www.poplargroveairmotive.com e-mail: dallen@poplargroveairmotive.com11619 Rt. 76, Poplar Grove, IL 6106542 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgwith the Current Insurance Marketmean to the Baron/Bonanza owner?When new companies enter themarket and compete for newbusiness, rates go down. When themarket stabilizes and companies arenot so competitive for new business,rates stay the same or may increasea little bit. By the end of 2012 wehad already seen one companyincrease its rates, and other marketswere no longer offering thepremium reductions we haveenjoyed since 2005.While there is still enough competitionto avoid the high rates of adecade ago, there are some things thatare worth remembering when workingwith your agent on your insurancerenewal to make sure you are gettingthe best rate possible: If you have a six-place airplaneand you’ve permanently removedthe two back seats, tell your agent.Several companies reduce the costof liability insurance based on fourseats instead of six. If you do removeseats be careful to secure them safely,as many seats left on a hangar floorhave gone missing. You may possibly reduce the premiumby making sure that the insured valueaccurately reflects your airplane’scurrent market value. There has beena softening of the used aircraft marketdue to economic conditions, so besure you’re not over insured or underinsured. Either condition can bringunexpected losses.• Under-insuring can put you at riskof having your airplane (includingall of the attached equipment atthe time of the loss) totaled by theinsurance company, even thoughit might be repairable had it beeninsured at a higher value.• Don’t over insure either. Hull insurance is applied on a stated oragreed value basis, so you get whatthe insurance policy states unlessthe carrier decides to repair whatDual Control Trade-In Special $2595 Yoke+1 Wheel, $2995 Yoke+2 WheelsFlight DesksiPad MountsAll New Dual ControlsEarly Nose GearB55 Air Box805-528-AERO (2376)info@cygnet-aero.comNose Gear DoorsMain Gear DoorsSee Our Websitewww.cygnet-aero.comChronometersLeather WheelsCygnet Aerospace Corp.P.O. Box 6603, Los Osos, CA 93412Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 43


Congratulations to these ABS memberswho have earned ABS AVIATOR status.To participate, send copies of your trainingcertificates to absmail@bonanza.org,or fax (316) 945-1710 attn: ABS AVIATOR.Level 1Jay FlintonOklahoma City, OklahomaDavid OlesonOuting, MinnesotaLevel 2Grant HaddixKaty, TexasLevel 3Kent StonesLebanon, KansasLevel 4Bud HoffnerChesterfield, MissouriWalt EismannOrlando, FloridaLevel 5Michael CarmichaelGulf Stream, FloridaLevel 6 Lifetime ABSMaster AviatorsKeith RutherfordBossier City, LouisianaLarry NoeNew York City, New YorkCorrection to the Level 6Lifetime ABS Master Aviatorlist in the January 2013 issue:We misspelled the name ofDan Holsapple of Louisville, Kentucky.We apologize for our error, andcongratulations again, Dan.www.bonanza.orgcould otherwise be considered atotal loss. You may want it totaled,but if it is substantially over in -sured, the carrier may insist on arepair. That may mean manymonths of repair time and, in theend, you will have an aircraft witha damage history. Stay current and try to fly at least 75to 100 hours per year. Make it a pointto get annual recurrent training,i.e. BPPP (Live or Online+Flight) oranother training source approvedby your insurance carrier, which canyield extra discounts. Adding an instrument rating can bea big plus with most carriers. If youhave added other ratings (even ifthey do not apply to your airplane),inform your agent. Many companiesgive rate reductions for additionalratings even if they don’t apply toyour current airplane. The airport where you base yourairplane and whether your airplaneis hangared or tied out affect yourpremium, so keep your agent informed.If you base your airplaneat a turf strip, you may pay moredepending on the type of aircraft. The number of pilots named andtheir qualifications also affect thecost. If you have three pilots namedon your insurance and one isn’tflying your airplane, take him/heroff. If you have a pilot that flies onlyon an incidental basis, that pilot maymeet the minimum requirementsof the open pilot warranty and notneed to be listed on the policy as anamed pilot. If you’ve had an airplane accident orincident in the past five years (andmost aviation insurance companieswill ask if you have ever had a loss orviolation) this information must bedisclosed when your agent securesinsurance quotes for you. You canreduce the impact of past losses byproviding all the facts. If you giveonly a sketchy overview, it leaves theinsurance company to draw its ownconclusion as to what happened,and why. The amount of liability coverageyou carry has a direct affect on thepremium. If you never carry passengers,then you may consider carryingless coverage. We do not recommendcutting back on your liability just tosave a few premium dollars. Younever want to risk a lot of exposurefor a little premium savings. Work with an agent who has thecontacts to get you the best rates.Aviation Insurance Specialists haveaccess to more insurance carrierswho write aircraft, so will end upgetting you a better deal. Make surethe agent solicits quotes from all ofthe markets every year.In addition, many underwriters offerdiscounts for Technically AdvancedAircraft, or aircraft that have TCASor similar safety enhancements.Certain carriers offer discounts forassociation memberships, so be sureto advise your agent that you are acurrent ABS member and any otheraviation associations of which youmay be a member.The key to making sure you getthe right insurance is to work closelywith your chosen agent. At Falcon,we pride ourselves on making sureeach and every client receives detailedattention in order to provide them withbroad insurance coverage that fitstheir needs at a competitive premium.John Allen is president andowner of Falcon InsuranceAgency, which he founded in1979 in Austin, Texas. Falconnow has 12 offices across thecountry employing over 90 full-time aviationinsurance professionals. Prior to enteringthe aviation insurance industry as anunderwriter for USAIG, John served inthe United States Air Force as a pilot.44 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgTech TalkTech Talk is a periodic feature written byABS’s Technical Advisors.The Need for a Pre-buy EvaluationBy Dick Pedersen, ABS Technical AdvisorAn early Debonair came to my shop lastsummer for a post-purchase evaluation,shortly after its annual inspection wascompleted. The owner wanted the landinggear checked as he felt the gear was slow to retract.He was also having low fuel flow indications at bothcruise and high power settings, and the engine wouldn’tidle very well. As a result of my inspection, the Debsat here for about three weeks while getting some ofits problems resolved.Eliminate allTach ProblemsP-1000 Tachometer• STC’d and TSO’d for all aircraft.• Accurate to 1 RPM, full range.• Large 1 /2 ", 4-digit back-lit LCDdisplay.• Calculates pre-flight “Mag-Drop”.• Indicates “Hot-Mag” condition.• In-Flight magneto failure alertindicators for both magnetos.• Presettable engine time indicator.• Indicates all red, yellow andgreen operating ranges.• Simple four wire installation!Immediate delivery:All installation hardware, circuit breaker and wiring harnesses are included.600 South Jefferson St., Unit C, Placentia, CA 92870(714) 524-1919 (800) 541-8128 (714) 524-5937 (FAX)www.horizoninstruments.comThe landing gear was very slow to retract, and themotor would quit running every so often when the planewas on the jacks. Upon inspection it was discovered thatthe motor hadn’t been out of the plane in a very long time.It was extremely dirty internally and the brushes wereshot. I installed a test motor that I keep in the shop, justto see if everything else operated normally in the retractsystem. The gear seemed to operate fine; however, whenthe gear was about three quarters of the way up I noticedthe left retract rod developed a substantial twist at theinboard end, twisting far beyond what the swivel ball atthe inboard end would normally allow. I have never seena retract rod twist like this before, and wondered how longit had been twisting like this and why it hadn’t cracked andbroken yet. When I let the gear back down, the rod woulduntwist to its normal shape, and still provided adequatedown tension at the left gear down brace.The left retract rod at some point sustained a slightupward bend in the flat portion of the inboard end ofthe retract rod, enough to catch on one of the four boltheads that secure the flap motor to the forward carrythroughstructure. The flap motor attach bolts were installedcor rectly and were still tight and safety wired. Asyou can see in the photos, this aircraft was extremelylucky to not have had a gear collapse, or for the gear tojam in the fully retracted position. The gear operated normallyafter installing a straight retract rod and a rebuiltgear motor.The retract rod may have sustained its slight bend duringa cross wind takeoff or landing if the plane touched therunway with a sideways load on the left gear. Or perhapsthe retract rod was bent during a gear collapse at somepoint in the Deb’s past. If only airplanes could talk!The fuel flow problems were traced to three leakingfuel lines, a cracked fuel injection line, a leaking meteringvalve diaphragm, and the old-style, engine-driven LearRomec fuel pump not being set up to the correct fuelpressures (even though it was recently overhauled due tolow fuel pressures). Some of the early Debs and IO470-equipped Bonanzas came with a Lear Romec enginedrivenfuel pump, which can be identified by having only46 AMERICAN BONANZA SOCIETY FEBRUARY 2013


The retract rod caught on the flap motor attach bolt head.The replaced retract rod in its normal position when the gear is fullyretracted, with plenty of clearance in relation to the flap motor bolt head.one fuel pressure adjusting screw. This adjusting screw islocated on the aft end of the fuel pump body.The Continental fuel pumps have this aft-mountedadjusting screw as well, with another adjusting screw onthe left side of the fuel pump body. On the Continentalfuel pumps the left side screw adjusts the high end fuelpres sure and the aft screw adjusts the low end fuel pressure.On the Lear Romec pump the single adjustingscrew on the aft end of the pump adjusts both the highand low pressures. You usually have to reach a compro -mise on the high and low pressures with the Romecpump, favoring the higher limit on the high pressure,and accepting whatever you get on the lower pressuresetting. The Continental fuel pumps are far more precise,achieving the desired fuel pressure settings with the twoadjusting screws.If your friendly mechanic is having problems adjustingthe fuel flows on your Romec pump on your IO470J or -Kengine, let him/her know that the fuel pressure settingslisted in TCM SID 97-3E do not apply to the Romec pumps.The SID only applies to the Continental fuel pumps.The correct fuel pressure specs for the Romec pumpcan be found in the Bonanza/Debonair Shop Manual.The Shop Manual contains a chart showing fuel flows forthese engines. The fuel flows for the IO470N in the ShopManual are about the same as TCM SID97-3 lists for thisengine, but the IO470J and K engines list different flows inthe two publications. After discussing this with the goodguys in the Tech Department at Continental, we came tothe conclusion that the Romec pumps need to be setto the 33/35 Shop Manual specs to operate properly.The Continental Tech that I talked to seemed quitesurprised that there were still some of these old Romecpumps in service. Continental offers a kit to convert fromthe old Romec pump to the newer-style Continental pump.The kit is quite pricey, but besides the new pump the kitincludes a new drive gear and different-length mountingstuds that have to be installed into the pump’s mountingpad. The biggest advantage of the conversion is the abilityto accurately set both the high and low unmetered fuelpressures per the current Continental SID 97-3E specs,to ensure cylinder longevity through proper fuel flowsat higher power settings for cylinder cooling, and still beable to obtain a smooth idle by setting the low pressuredown to where it needs to be.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 47


Safety PilotFor a Reasonwww.bonanza.orgBy Thomas P. TurnerFrom the NTSB: During a cross-country flight, about 9200 feet MSL, the pilot ofa G35 cancelled VFR Flight Following and descended toward the destination airport.Radar data showed the airplane descending at 2000 feet per minute at a ground speedof 180 knots. At about 3000 feet, the ground speed was 178 knots and radar contactwas lost. Witnesses on the ground said they heard a loud “popping” sound. Theylooked up and saw an airplane and what looked like a wing separating from it. Theycontinued to watch the airplane as it began to spin before crashing into the ground.Examination revealed that the airplane’s wings had experienced high positive forceswhen the stabilizers broke in a downward direction. Once the stabilizers broke, theairplane immediately pitched down and changed rapidly from a high positive angle ofattack (AOA) to a high negative AOA. The high negative air loads on the wings causedthe right wing to break in a downward direction and caused the left wing and fuselageto rotate with the wing down.There was no specific evidence of control flutter. A review of the flight manualrevealed the never-exceed speed (V NE ) for calculated [sic] and indicated airspeed is176 knots (202 mph). During post-accident examination of the airspeed indicator, theindicator needle was stuck at the 192 mph position (167 knots). It is likely that duringthe steep descent the airplane broke up in-flight due to the airplane exceeding thedesign limits.The Bonanza was confirmed to have been in full compliance with AD 94-20-04rev. 2 [the V-tail AD], and the ruddervators had been re-skinned and balanced in 1996.Flying the ASIThere’s a discrepancy in thisparticular NTSB report. Althoughit correctly states the V NE for theG35 is 202 mph (176 KIAS), the accidentairplane’s airspeed indicator(ASI) was found to be indicating “only”192 mph (167 KIAS) when the crashwas recovered. This could have beena result of the in-flight breakup itself– when the right wing separated andthe airplane entered a spin, the extremeangle of attack (AOA) could havecaused a false, low reading on the ASI.Or perhaps the pitot line failed, creatingsuction from upstream in the line thatresulted in a false, low reading.NTSB Probable Cause: The pilot’s sustained flight at airspeeds in excess of theairplane’s never-exceed speed during a steep descent, which resulted in a subsequentin-flight structural failure due to overstress.Our Beechcraft are extremely capable and highly complexmachines. They provide great performance, reliability, andpersonal satisfaction when operated within their designenvelopes. The Beech airframes are solid and strong, so wecan easily forget that like any other highly complex machinery they havelimitations to the stress they can absorb before failure.Maybe the ASI was correct, and thebreakup occurred at something lessthan V NE . The G35 airspeed indicatorhas a “yellow arc” caution range from176 to 202 mph (153 to 176 KIAS).The low end of the yellow arc is V NO ,or Maximum Structural Cruisingspeed. The Beech Pilot’s OperatingHandbook (POH) warns: “Do notexceed this speed [V NO ] exceptin smooth air and then only withcaution.” Weather conditions at thetime of the July 2011 crash were VMC,but pilots who fly in mid-afternoon inthe Southeastern U.S., (when andwhere the crash occurred) know thatit’s frequently turbulent below about5000 feet in summer.48 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgWe share your love for Beechcraft,which is why we ownone too!It’s not marked on the ASI, but if turbulence is“moderate” or greater you need to be below V A , theManeuvering Speed (sometimes called the TurbulentAir Penetration Speed). V A for the G35 is 131 mph (114knots), a full 32 percent below the speed the ASI indi -cated on impact. V A reduces about 2 percent for each100 pounds below maximum gross weight, so the realtarget airspeed is almost always below even the “book”maneuvering speed.Especially in clear blue skies, you won’t be able totell where low-altitude turbulence begins until you hitthe first bump – and you don’t have a “first bump doesn’tcount” tolerance when it comes to potentially overstressingthe airframe.For a ReasonIt’s very tempting to take advantage of “free speed” ina descent; the Bonanza will accelerate very rapidly whennose-down. But the airspeed indicator yellow arc is therefor a reason. It’s a warning against flying too fast when theairplane may encounter even light turbulence, such as whatyou’ll commonly encounter in a summer-afternoon descent.Keep the airspeed below the yellow arc in descent. If youhave any reason to believe turbulence may be moderate orgreater at lower altitudes, slow to below the weight-adjustedV A before descending.We don’t like to talk about it, but most of our airplaneshave been in service for a very long time. The G35 in thisevent was 55 years old and had an unknown total time (theprevious owner had lost the airframe logbook, and estimatedthe airplane had 4000 hours when the sale occurred). Evena well-maintained airplane needs to be operated with anextra margin of safety – there has been ample opportunityover more than half a century for pilots to exceed themaximum stresses. The effect may not be visible, but “metalnever forgets.” The safety margins may be reduced forsubsequent flight.Said another way, the G35 could probably brush offa single turbulence encounter near red line when it wasnew. Put a few of those encounters on the airframe overfive and a half decades, however, and the airplane mayhave much less of a cushion of safety. All those airspeedlimitations in the POH are there for a reason. Review theairspeed limitations in your POH, and observe them onevery flight.Marisa (Reese) LeachA&P/IA MechanicProfessional EngineerCommercial Pilot30+ Year Aircraft OwnerJim LeachA&P MechanicProfessional EngineerCommercial Pilot & CFIIUS Naval Aviator40+ Year Aircraft OwnerWe work on a lot of aircraft, but Beechcraft is our favorite brand. That’swhy we own one, “G-Whiz”, a 1956 G35 Bonanza. Beechcraft are built tolast - with the right maintenance plan. Next time your Beechcraft needsservice, please give us a call at Windward Aviation. We will treat yourBeechcraft as if it were our own.Maintenance • Upgrades • Repair & RestorationAvionics • Propeller • Flight Test & DeliveryPaint & Interior • Detailing • Hangar Space1-800-546-8668Palm Beach County Airport (KLNA)Professionals Serving General Aviation www.windwardaviation.netWe DoWindows!Excellent ServiceQuality ProductsAffordable PricesComplete MobileInstallation at YOUR Airport LocationOver 4,000 Installations in 30 Years!2 Year Guarantee • Use Only FAA PMA PartsCall Today! (800) 835-4392Phone: (314) 406-1389Schedule dates see www.dbmods.comemail: sales@dbmods.com15339 Batesville Ct. • Chesterfield, MO 63017 C.R.S. SH2R161LVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 49


CurrentsBy Lew Gagewww.bonanza.orgThe Aging Beech PropellerDuring the past two years I have received quite a number ofcalls regarding the Beech electrically controlled propeller asoriginally installed on 1947-1956 Bonanzas. A fair percentageof these calls concerned maintenance or operation of thepropeller and requests for places where parts might be obtained. In a fewinstances I was able to provide some current useful information, especiallyin the operation methods since those have not changed for many years.However, the maintenance of the propeller is a different story. As with anymachinery that is 55+ years old and manufactured in comparatively limitedquantities, both the availability of useable parts and the people to work onthat old hardware is really getting scarce.Your NortheastBeechcraftExpertsInstallations, Repairs andIFR CertificationsPersonalized Service for 32 Years!Custom Panel Fabrication & RestorationCall Ken Gleason845.462.5116for pricing on G600/500,GTN-750/650 and Aspen PFD/MFDwww.precisionavionicsinc.comemail: avionicwiz@aol.comPrecision Avionics, Inc.FAA Certified Repair Station 0Q1R383K40 Citation Drive, Wappingers Falls, New York 12590Bonanza, Travel Air, BaronSHOULDER HARNESSKITSFAA STC/PMA APPROVED KITS• Factory style, 3 point diagonal design• Factory quality, Tso-c114 Amsafe belt systems• Choice of stock colors or special order• Matching rear lap belts availableFIXED RESTRAINT INERTIAL REEL EQUIPPEDLow CostAffordable$799.00 Complete $1,099.00 CompleteAIRCRAFT JACKS – THAT FIT• Three Leg Design• Rugged Construction• #6000 Capacity Ram• Range 24" - 41"• Locking Safety Collar• No Stamped PartsMODEL 324 $229.00 EA.Online at www.alphaaviation.comAlpha Aviation Inc.1505 Chateaulin Lane • Burnsville, Minnesota 553371-800-653-5112 1-952-856-5158 (fax)Even though Beech manufactured4,865 airplanes with the Beech 215 orthe earlier B200 with wooden blades,those props have been in service wellover half a century. They have beeninvolved in gear-up landings or otheradventures that used up the supply ofspare new parts and also the availableused parts and pieces.One of the items that has generatedmany of the questions is thefailure of the governor system thatbecame an option at serial numberD-1821, the midway point of the1949 A35 model production. Thatgovernor was of the EM (electo/mechanical) type. It con sisted of a“T” drive installed at the rear of theengine at the tachometer drive connection.One leg of the “ T ” driveturned the tachometer, the otherdrove the governor through a similardrive cable. The innards of thegovernor are actually a tachometermechanism. Instead of a needlepointing at an instrument face withRPM numbers on it, there is a pieshapedmask in place of the needleand above the mask is a light bulb.Under the light bulb there are twophoto cells, one to increase and oneto decrease RPM. When the engineis running in the governable range,the mask is moved between the lightbulb and the photo cells. If one photocell is exposed to the light there is anamplifier that generates a signal toclose the PCR (pitch change relay)that will run the PCM (pitch changemotor) in the correct direction tobring the engine to the desired RPM.This again shades the photo cell. Theprop parks at that position until thegovernor again detects an over- orunder-speed.The pilot selects the desired RPMwith a rotating knob. Through a flexi -ble shaft this can bias the hairspring50 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgthat returns the mask to the nonoperating,resting position, and alsolimits the displacement of the maskwhen the engine is running. Bychanging the tension on the hairspring,a range of governed RPM canbe set. These EM governors workedwell when they were new and gavefairly long service lives. However,just as we see a nervous tachometerneedle bouncing around instead ofa steady reading, these governors getout of new specifications and needservice. Also, the electronic parts,light bulbs, vacuum tubes, and othercomponents in the box can fail.About 35 years ago a fellow namedRit Kieter developed an SSG (solidstate governor) that replaced the originalEM unit. This type governorcounts magneto impulses and thenmatches the engine RPM to the pilotselectedRPM, set with a rheostatknob located in the same place asthe original governor knob. UnfortunatelyRit Kieter took his final flightwest several years ago and althoughhis son continued to do some serviceof the SSG units for a year or two, thatservice now seems to have stopped.The quandary faced by peoplewith either type of governor failuresis attempting to get them back in operationor to operate the prop with outa governor. The first 1,820 airplanesleft the factory without a governor ofany sort except the inputs by thepilot through the cock pit man ualtoggle switch. In those airplanes thetoggle switch operated the pitchchange relays. These relays were of thelatching type that provides dynamicbraking of the motor (see the wiringdiagrams). When the governor wasintroduced the latching-type relayswere deleted and non-latching relaysused. The motor now relied on coastdown to stop the pitch change action.This is why the correct brushes mustbe used in the motor, since they havean effect on coast down rate. Also, onD-1821 and after, the wiring in manualmode was directly from the pilotoperatedmanual switch to the motor.In other words, the motor runs as longas the switch is manually held in theUP or DOWN direction. The limit microswitches shown in the diagrams for theearlier airplanes are not in the circuitfor manual operation.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 51


www.bonanza.orgCurrentsContinuedDiagram 1The bad feature of not havingthe limit micro switches in the cir -cuit in manual is that, if the switch isheld up or down after the prop pitchchange motor pinion gear reachesthe end of the ring gear, the pinionleaves the ring gear and the leafspring returns the pinion into reengagementwith the ring over andover until the man ual switch isreleased. This wears out both gearsunnecessarily and there is the dis -tinct possibility that the spring maybreak, as has happened numer oustimes. This leaves the pin ion disengagedwith the ring gear so the pilothas no control of the propeller. Itis now parked in either full fine orcoarse pitch depending on which waythe motor was running at the timethe spring breaks.Diagram 2Diagram 3This is what I would do if myairplane had a Beech propinstalled, the governor failed,and I was unable to get it back intoserviceable condition. What you dowith your airplane may be different,but I think this is the best solution.All of the airplanes with a gover -nor have a pitch change relay boxwith two relays inside. One increasesRPM and one decreases RPM. Ifthe pitch change relays are operatingI would re-wire the cockpit switch toduplicate the wiring diagrams of thefirst 1,820 airplanes. You can see thatthe two diagrams (Diagram 1 andDiagram 2) differ in layout but thecircuitry is identical. The only differenceis the terminal strip used throughD-1116. This would have the manualswitch operating the holding coils ofthe relays with the ground for the holdingcoils through the limit switches.When the pinion gear gets to aboutthe last tooth on the ring gear the limit52 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgswitch opens, causing the relay to openand stopping the motor.If the pitch change relays were inoperativeI would remove the relaybox and use the diagram for D-1821(Diagram 3) and after, running powerto the motor through the limitswitches. The limit switches have thesame current-carrying capacity asthe landing gear switches and willhandle the prop motor current. Thisarraignment would protect the gearsand spring from abuse just as wouldusing the relays. Depending on exactlywho you might be working with,the paperwork could be anything froma logbook entry as a minor modificationto a field approval. Using the wiringdiagrams to duplicate the layoutbefore D-1820 as data for consideration,or adding the limit switches tothe later diagram and considering ita minor modification, could solve thepaperwork issue. Finding someonewho understands what is required tokeep these old classic airplanes flyingin a safe and airworthy manner issometimes difficult to do today.The static RPM must be set correctlyfor the manually controlled prop inorder to avoid an RPM overspeedduring takeoff. If the static RPM isset per the book the redline RPMshould not be reached until exceedingabout 110 MPH IAS. The procedureis also in the April 2002 issue, onwww.bonanza.org.The Beech propeller is a very reliableone if serviced as recom mended.If the prop has the 88 - inch blades theairplane will climb and cruise better,cruise being around 4 to 5 knots fasterthan with the 84-inch blades or the84-inch Hartzell modification. Thepropeller static RPM adjustment isnecessary so the propeller will notoverspeed during takeoff.VIEW OUR NEW ONLINE CATALOG NOW!FAA/PMA new, serviceable, or overhauled in stock.Same day shipping.800-4STACKSTel: 800.478.2257 or 803.548.2665 Fax: 803.548.6360 E-mail: sales@aircraftexhaust.comWe’reseriousaboutexhaust!Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 53


Once Was Not EnoughOur European friends in Cascais, Portugal.Eastbound From Wichita to AustraliaPart III By Jim KeepkieWe changed our initial plans for Europe after Tony andMarion Zalkin invited us to join them and their friends ina mini fly-in to Cascais, Portugal. We had met their friendsin 2007 at the European Bonanza Society fly-in at NorthWeald, England. Tony and Marion have an A36 Bonanza and live in London.Wolfgang and Anette Fehlhaber, from Cologne, Germany, and Adrian andLynn Daley from Derbyshire, England, both have V-tail Bonanzas. Interestingly,Wolfgang has relatives in Rockhampton, Australia, where I was born.With the assistance of the fixedbase operator I filed the plan to Cascaisvia Biarritz, France (LFBZ) for fuel. Thiswas also our entry port to the Euro -pean Union for Customs and Immigration.I filed the SID (Standard InstrumentDeparture) as part of the flightplan on the advice of the FBO. It wasgood advice for a complex departureinto London and then Paris airspace. At9,000 feet over the Channel I was gettingsome rime ice and was cleared lower.Conditions progressively improvedas we crossed the French countryside. Itwas a long day for Linda, having arrivedthe day before from Sydney, then atotal of seven hours flying this day fromOxford to Cascais.We had a great time in Cascais. FourBonanzas, eight people, and four daysat a truly lovely holiday destination.It’s great to be with old friends as well,sharing lots of food and drink in typicalABS style.We left Cascais for Faro, Portugal(LPFR) and our friends went to theirhome ports via a stopover in France.Faro is the major city in the Algarveregion of Portugal, a popular holidayarea. Flying conditions were VMCand hot.From Faro to Gibraltar (LXGB) wasso special. We tracked southeast overthe Atlantic. As we approached theStrait of Gibraltar we had Spain onthe left (Europe), Morocco on theright (Africa), and straight ahead theMediterranean Sea. Exotic waypointslike Casablanca and Tangier come tomind. Spanish Control (Seville) handedme over to the Gibraltar military controllers,who vectored me throughthe tight restricted airspace betweenthe African continent and Europeand set me up for a visual approachto Runway 09. I needed special priorpermission to enter Gibraltar from theEnglish military, which was not difficultto obtain. Gibraltar with its historywas certainly worth the visit.54 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Access into Gibraltar by land is bya major road from Spain that bisectsthe runway. On landing and takeoffthis road is closed to pedestrians,cyclists, trucks, and cars. We havesome good photos of us holding upthe traffic! On departure the sameprocedure prevails. I elected to departon 09 and then made a right turn totrack westward through the Straight.Again, radar vector kept me clear ofMoroccan and Spanish airspace.We could not fly from Gibraltarinto Spain directly because of thedifferences between the British andSpanish over the territorial rightsto Gibraltar. Consequently, we flewback to Faro, Portugal, re-enteredthe European Union (customs andimmigration again), and then via arefueling stop at Portimao, Portugal(LPPM), we travelled to Valencia,Spain (LEVC).My flight plan to Valencia wasaccepted by Brussels, but then justbefore takeoff at Portimao, ValenciaAir Traffic Control said they wouldnot accept me as I had not obtained alanding slot. A quick call to a handlingI used a handling agent in all of Europe.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 55


www.bonanza.orgagent in Valencia and the slot wasobtained. A delay of 30 minutes only.Our flights in Europe were in goodconditions, but the haze restrictedvisibility greatly and most of the timewe had only 10 nm visibility. I used ahandling agent in all of Europe evenif in some ports it was not mandated.All the landings were VOR or ILSapproaches and all departures viaa SID. I think this is because of thecongestion of traffic and the severelyreduced visibility in haze.From the water taxi in Venice.Linda in Gibraltar.From Valencia we went to theProvence region of France. Our initialstop was Avignon (LFMV) then toCannes (LFMD). We were in Provencefor seven days and very much enjoyedthe area. I had never been to theFrench Rivera and whilst we stayedin Avignon and Nice we took manytours of the area. We were fortunatethe Cannes Film Festival was on, andthe Monte Carlo Gran Prix was on theweekend we left. I have never seen56 AMERICAN BONANZA SOCIETY FEBRUARY 2013


so many private jets as there were onthe Nice airport, as well as at Canneswhere we parked.Ground speed on landing atAvignon was only 40 knots as therewas this howling northerly down therunway. Very cold. This was one placewhere it was necessary to tie down.To land at Cannes you must completean online course that is designedfor noise pollution reduction. As itturned out, the northerly wind wasstill blowing when we landed thereand we were vectored to the LocatorB approach for Runway 35.From Cannes we flew to Venice,Italy. On the advice of Tony Zalkinwe landed at Venice’s Lido Airport(LIPV), a 1000 meter (3280 ft) grassrunway. Lido is VFR only but youmay let down IFR over Venice (LIPZ)if required and then take vectorsto Lido. Our arrival was good VFRconditions and we made a visualwww.bonanza.orgapproach to Lido. We had easy fuelaccess and very friendly airportoperators who arranged our water taxifrom the back door of the airport to ourhotel on the Grand Canal (a 10-minuteride). Our IFR departure from Lidorequired a SID, which then linkedto a Venice SID. This was anothermemorable experience.Flying in Europe was interestingin that transition levels variedfrom 5000 feet to 7500 feet,whereas in Australia our transitionlevel is fixed at FL110 (11,000 feet). It’sfunny to be flying at FL060 on 1013[ed. note: the “transition level” is thealtitude above which all altimeters areset to the same standard and all flightis in positive control. This equates toClass A airspace above FL180 in theUnited States. 1013 hPa is the metricequivalent of 29.92” Hg, the standardaltimeter setting].It was difficult, if not impossible, tohave the flight plan amended in-flightto “shortcut” legs. After many knockbacksI gave up requesting as I waswasting their time and mine. I hadmore success with varying altitudes.Initial clearances often were takingme to FL130 and even FL150 once.I accepted the clearance and in theclimb requested lower. Most timesit was approved but we did a lot offlying at FL110. We appreciated theportable oxygen then.From Venice we went south toSalerno, on the Italian Amalfi Coast.(LIRI). A beautiful place to visit! Westayed in a quaint hotel with our room10 meters from the MediterraneanSea. The hotel and some staff werea bit “Manuel from Fawlty Towers,”but Italian style.On leaving Salerno I was rampchecked. I think the bloke justwanted to “tick” the box to say hePropellerSF DowtyF HartzellF McCauleyF MT PropellerF SensenichF Rapco DistributorF Large InventoryF Same Day ShippingF Uncompromised QualityF Competitive PricesF World Class WarrantyF Factory Trained TechniciansF Woodward PT6Ahttp://www.rockyprop.come-mail: rockyprop@rockyprop.com800-462-76052865 Airport Drive F Erie, CO 80516Fax: 303-665-7164 faa/EASA crs fr6r545nGovernorSVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 57


www.bonanza.orgJim in Gibraltar.had checked someone. Anyway,he took details of my license, registrationof aircraft and airworthinessdocumentation, insurance, etc. Hehad some trouble reading English. Ihad everything he required and wewere not held up on our departure toKerkira, Corfu (LGKR, a Greek islandin the Ionian Sea) for too long.This flight was one of our bestlegs. The sky was clearer, VFR, andThe right tools for the jobwingbolt wrenches • made in the USAm Bonanza through the King Air Series of aircraft.m These wrenches are used to inspect and replace asrequired the wing attach bolts on Beechcraft Aircraft.m Available for purchase or rental.m Lifetime Warranty.m See website for additional information.Ryan Machine • 9608 Taxiway Dr. • Granbury, TX 76049email: info@RyanMachine.netwww.ryanmachine.netwe had a good tail wind all the wayto Kerkira where we flew a VORapproach through broken low cloudover the mountains. From Kerkirawe continued to Athens, again backin haze with low visibility. The Athensairport is huge with 13,000-foot parallelrunways, but they were onlyusing one. On landing the towerasked what type of aircraft I wasflying as I guess they don’t see many817•573•2786Bonanzas in Athens (although therewas a Baron on the ramp).My youngest son, Mark, arrived inAthens and the three of us enjoyedexploring ancient Athens together.Linda went home and that samemorning Mark and I left for Iraklion,Crete (LGIR). Mark had big shoes tofill as co-pilot following Linda andJames, who have much more experiencein the seat than him. He didvery well and soon learnt to cope withmy impatience.Crete was a disappointment forus as tourists. As in most of Europe,the tourist industry is dead. At leastin Crete they had a major influx ofRussian and French tourists when wewere there.Next issue: Africa and the MiddleEast by Bonanza.58 AMERICAN BONANZA SOCIETY FEBRUARY 2013


BEECHCRAFT OWNERSTinted Thermal PaneWindow InsertsFor all of your T-34 Mentor, Bonanza and Baron NeedsQuality Beechcraft Parts, Service, & RestorationsPre-purchase – 100 hour – Annual inspectionsPitot – Static and Transponder CertificationsGear and Flight Control RiggingContinental Factory Fuel Flow Set-upT-34 Wing Spar AD ComplianceFull in-house capability of sheet metal repairs,electrical troubleshooting, paint repair& dynamic propeller balancing.GEORGE BAKER AVIATIONNew Smyrna Beach Airport (KEVB) Florida386-427-2727georgebakeraviation.com cboulware@cfl.rr.comTired of Noise, Heat and Glare?Enhance the beauty of your aircraft and help solve the threemost common problems associated with aircraft windows;Noise, Heat and Glare.Thermal pane tinted window inserts are installed on theinside of your existing windows creating an airspace betweenthe two windows. Call today for prices.The Thermal Pane Window Inserts are FAA/PMA approved,U.S. Patent #4,877,658Products, Inc.23220 Miners Road, Gavlin HillsPerris, CA 92570 www.gdaero.com951-443-1224FAX 951-443-1346* The pilot and copilot windows are thermal pane andprovide a 70% light transparency as required by the F.A.A.ABS Store MerchandiseABS ‘BRAND’ NEW ATTIRESweatshirt – Black or Grey $32.00Men’s Vests $60.00Women’s Vests $53.00Men’s Wind Vests – Black or Khaki $38.00Men’s Polo – Black, White or Red $32.00Women’s Polo – Black or White $32.00White Logo Tshirt $10.00LS Black Logo Tshirt $18.00Grey Logo Tshirt/Red Logo T $12.00SS Red Striped shirt $46.00Blue Oxford Shirt $45.00Charcoal Striped L/S Shirt $52.00Black VNeck Sweater $38.00Grey LS Crewneck/Red SS $24.00Black/Grey Coat S-XL $64.00Black/Grey Coat 2XL $70.00Lightweight Grey/Red Jacket $53.00Heavyweight Black Coat $79.00White or Black logo caps $17.00DVDsBPPP Highlights 4500 $59.50Instrument Flying #s 4600 $48.50Owner Performed Maint 4501 $31.25Pre-flight Inspection 4502 $10.00Service Clinic Highlite (old) 4503 $31.25Service Clinic 2006 Convention DVD5 $40.00Those Who Won’t …. DVD7 $25.00Wings in Focus $40.00ABS MEMORABILIAAuto Tag Holders $ 2.50Binders – Navy or Burgandy 3000 $ 9.00Checklists – Bonanza 3030 $15.00Checklists – Barons 3031 $17.00Checklists – Travel Air 3032 $17.00Emergency Sub Pilot 3034 $15.00Mountain Flying $15.00Surviving 1st 24 Hrs 3033 $15.00Child’s Logbook 3140 $ 2.50Keychain-Pewter 3135 $ 6.00Personalized Mousepad $15.00Personalized Mug $20.00Pewter Ornaments 3200 $ 7.50PowerWheel $34.95Zipper Pulls – Pewter $ 6.00JEWELRYEarrings – Detailed 8100 $ 6.50Earrings – Gold Loops 8110 $10.00Silver Earrings – side $20.00Silver Earrings – 3D $20.00Gold-filled Necklace Vtail $15.00Silver Necklaces – side $15.00Silver Necklaces – 3D $15.00Pin – Contemp Design 8007 $ 5.00Pin – Low wing Crystal 8002 $ 7.00Tie Tac 8050 $ 6.00Women Fly pins $ 4.00The Barnstormer and the Lady by Dennis FarneyThe story of AviationHardbackLegends Walter and Olive230 pagesAnn Beech, the remarkablecouple whose careersspanned virtually the entirehistory of American aviation.How they founded theBeech Aircraft Corporationin the Great Depression andmet the giants of aviation– Amelia Earhart, CharlesLindbergh and more.ABS LIBRARYBeechcraft Twin 4000 $24.95Colvin’s Clinic L2 $39.95Flight Control Manual L10 $45.00Flying High Perform 4010 $38.50Flying Beech Bonanza 4015 $38.50Flying Stories* FS $50.00From Travel Air to Bon 4020 $39.95E-Series Bonanzas – Gage* L7 $30.00IFR: A Structured Approach E3 $34.95Instrument Flying Update E4 $36.95Landing Gear Repair Guide L9 $25.00The Immortal Twin Beech 4030 $39.95The Lady and the Barnstormer 164 $29.95They Called Me Mr. Bonanza 4035 $39.95Those Incomparable Bonanzas 4040 $39.95ABS REFERENCE LIBRARYDVD edition 7 DISC $35.00DVD ed 7 exchange DISC $35.00*All proceeds to ABS-ASF.Order Today:www.bonanza.org316-945-1700FAX: 316-945-1710VISIT OUR ONLINE STOREFOR AVAILABILITY ANDDESCRIPTIONSVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 59


ForumABS Idea and Information ExchangeThe Forum section is intended as a space for members to respond to articlesprinted in the magazine, or to share their knowledge of a helpful idea for othermembers. Send your words and photos to absmail@bonanza.org.I’m writing about Tony Caldwell’s letter about “instructor shopping”(Forum, December 2012) and the decrease in safety when pilots useundemanding instructors. I want to add that the problem exists in aircraftmaintenance, too. People put money ahead of safety. With the economy,more and more owners insist on doing their own maintenance, even itemsthey cannot legally do, and get a mechanic to sign it off as safe and legal.Others theoretically conduct their own annual inspection, and then wantan IA to sign it off and accept all the liability without paying enough forthe mechanic to stay in business. I also worry about owners who fly theirengines 400, 500, or more hours past TBO. Sure, it’s legal, but it’s not a goodpractice. Accessories fail. Items in the engine that aren’t inspected at annualfail. Sometimes even oil analysis and borescoping, if the owner pays to dothose things, will not warn of component failures. To be blunt, if youcannot afford to maintain your airplane properly, it’s time to admit it and getout before cutting corners on maintenance kills someone.—Ed Beers,Past ABS Service Clinic inspectorGreat discussion about balance vs.stability (Dr. David Rogers, November2012 issue). One caution: Over theyears we have seen a few aircraftinten tionally rigged (out of limits) toachieve a flying tail. We only got tomeet the pilots because they scaredthemselves enough with the landingcharacteristics they had createdto come in and have the riggingcorrected. It sounds great to havea flying tail – more speed, etc., andhey, airliners do it every day. Stickwith the “book” rigging. Live long,fly safely!—Jim Leach, P.E. & Reese Leach, P.E.,Windward Aviation60 AMERICAN BONANZA SOCIETY FEBRUARY 2013


I read, with interest, the article“Engine and Cabin Pre-Heat Options”in the December 2012 ABS Magazine.Mike Caban did a great job of summarizingmany options for preheatingour aircraft. However, oneoption was not noted that eliminatesthe need to run any of the heaters24/7. The Dayton 1UHG6 thermostateliminates the need for remote, cellphone mediated switches, and othertimers for less than $60. Just plug inthe power to the thermostat, set thedigital thermostat to the desiredtemperature and plug in the heater. Ihave used this thermostat with a fanblower heater in the cowl flap andblanket covered engine compartmentfor the past several years whilehangaring my F33A in TraverseCity, Michigan. Engine oil and CHTtemperatures were maintained at 65degrees throughout the winter. Thiswww.bonanza.orglinks to one source for the thermostat:http://www.amazon.com/Dayton-1UHG6-Voltage-Control-Outlet/dp/B001H4Q9EO. —Jon SchmidtkeI was in the first ABS MaintenanceAcademy in June 2012. We just gota Baron in for an annual that wehave never seen before. The landinggear had a number of problems withit, many of which I would not havebeen able to identify without theseminar the ABS Air Safety Foundationput on. All of the previous work onthe Baron had been done at a large,well-known shop in a nearby city.So those shops may not understandthe uniqueness of the Bonanza/Barongear either. Thank you again for lettingme get in on the training.—Phil Smith,Leading Edge Aviation, Spencer, IowaABS extends condolences tothe family and friends of this ABSmember who recently passed away.Jack CulleySaint Petersburg,FloridaA member since 1983,he flew a 1978 V35B.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 61


Engine PreOilerGet OiledBefore You Start!REDUCE ENGINE WEAR!FAA STC/PMAUp to 70% of engine wearis caused by insufficientlubrication during start.Install a Preoiler and• Lubricate Bearings• Pressurize Lifters• Lubricate Cams• Lubricate ValvesCertified on ALL Baronsand the following Bonanzas:All 33's, 35H and later, all 36's.http://www.oilamatic.comP.O. Box 5284 • Englewood, CO 80155(303) 770-0175, 1-800-343-7623, FAX (303) 793-0493Providing Quality ServiceMcCauleyBlack MacSTCHartzellTop PropSTCAuthorized McCauley Service CenterBEECHCRAFT - DOWTY ROTOLHAMILTON STANDARD - HARTZELLMcCAULEY - SENSENICH - WOODWARDFull Propeller Props &Sales & Service Prop GovernorsAuthorized Distributor• Rapco• Sensenich• Ice Shield• BF Goodrich• MT PropellerSince 1980Toll Free1-800-643-8379208-344-5161FAX 208-344-9503FAA Repair Sta.#FG6R534NRegional NewsAustralian Bonanza SocietyFlying Down UnderWith the ABSBy Norm HartzWhile trying to decide how to best visit Australia, the thought occurredto me to make it a flying vacation. The first thought was to find a“fly yourself” trip setup similar to what many people are doingthese days in Africa. After finding a couple of trips (in Cessnas)I wondered if perhaps the AustralianBonanza Society might have some tripsthat we might join. Sure enough, there wasa 16-night trip scheduled for October 2012,leaving from near Melbourne, cross ing theentire country to just south of Perth, andreturning to our original location. Since itincluded numerous side trips to wineries,it sounded perfect. A little research andcontact with Peter Gordon (of the ABS andpart organizer of the trip) turned up a 1984 A36based in Melbourne that would be availablefor a properly experienced pilot. Since I haveabout 8,000 hours, of which about 4000 are inBonanzas, I passed that requirement.Emus near Broken Hill.Great Australian Bight.sales@precisionpropellerservice.compreprop@heritagewifi.comwww.precisionpropellerservice.com4777 Aeronca St.,4777 Aeronca St., Boise, ID ID 8370562 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Oceans colliding.The next hurdle was the legality of flying an Oz-registered plane withan American license. It turns out that with submission of my experiencevia logbook, pilot certificate, and medical, they would grant me a 90-daytempo rary license with only one more requirement…passing an Englishlanguage proficiency test in front of an Australian tester. That meant thatI would have to get it done after arriving via airline and before departingvia Bonanza, not leaving much time. After many emails back and forthto CASA (their FAA) and the FBO renting me the plane, it was all readyfor my arrival on Monday morning. The “test” was just showing myface and speaking English. A form was emailed to CASA, and the nextmorning, following a phone call to CASA, the license was emailed tome within the hour. Three days later and after a quick checkout byBINI, the FBO (who was a great help), we were on our way to BrokenHill, the first stop with the ABS group trip.We met up with the other eight planes and spent two nights witha tour of the area and two great dinners. Next we were off to Forrest,a remote outpost about 700 miles west of Broken Hill. It has two verynice long, wide paved runways and some cottages to spend thenight. The airplanes enjoyed the night in a very large hangar. Afterdinner and dark we went out on the runway with our hosts and, withno lights, enjoyed the Milky Way and other southern hemisphere stars.During that short cruise we also saw dingoes. This was truly the outback. Therail lines running next to Forrest go for 1000 kilometers without a single curve.The next day was on to Kalgoorlie, where a forgettable night was spent.Then on to Busselton and a stay at the very nice flying club. They welcomed uswith tea and sandwiches and great hospitality. We rented cars there and spentfive wonderful days with a base hotel on the beach about 45 minutes away. Wevisited numerous wineries and many restaurants, some good, some just average.All were expensive. The mining industry has made this area quite wealthy, withlots of miners with money in their pockets. We paid as much as $20 for a bowlof soup, albeit at a beach restaurant.Then we went off to Albany and Esperance. Leaving Esperance, we foundthe cliff area of the Great Australian Bight, which is a coastline of cliffs about300 feet high. We dropped down to about 400 feet and cruised for 30 minutesThe Right Connection!Super Power Alternator Conversion.STC’d for Beech Debonair & BonanzaUPGRADE TO NEW SUPER POWER,MODERN ALTERNATOR SYSTEM. NEW STCCONVERSION ELIMINATES ELECTRICALBROWNOUTS AND PROVIDES SPECTACULARPERFORMANCE & RELIABILITY!.* KITs include FAA-PMA N300 12V 70A alternatorwith state-of-the-art ACU and are direct replacementsfor 35 or 50 amp belt-driven generators.SOME N300 alternator features:* Heavy duty brushes* High output at low engine speed* Precision balanced rotor* Cool operation at maximum load* Extensive Radio Noise Suppression* 600 HOUR/2 YEAR WARRANTYNATIONAL AIRPARTS, INC.1-800-713-1111 or 386-734-3365web site: http://www.nationalairparts.comVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 63


Major SheetMetal Repairs,Flight Controls,andWing SpecialistsThe planes on the rampat Flinders Range.Regional News ContinuedAll Bonanza throughKing Air ModelsBIGGS AIRCRAFTPhone: 405-258-2965Fax: 405-258-3016www.biggsaircraft.comE-mail: biggsair@yahoo.comLocation: Central OklahomaCertified Repair Station #BA2R709KBEECH PARTS –ALL MODELSMusketeer/Sport/SundownerSierra/Skipper/Bonanza/DebonairT34/TravelAir/Baron/DuchessDuke/TwinBonanza/QueenAirKingAir/99 & 1900/AirlinerOne of the largest “all-Beech”inventories in the worldalong the cliffs, during which time there were no breaks at all, no beaches,no villages, nothing except cliffs falling straight into the water.We had planned on stopping for lunch and fuel at the Nullabar Road Housebut the winds were literally howling. A low approach convinced me to continueon to Ceduna for fuel enroute to our next overnight, Streaky Bay. Two nightsthere were enough to see the local sights. Then off to Flinders Range, a uniquelandscape that looks like a meteor crater or a volcano but in fact is neither. Themountains there are about 4,000 feet high, the highest we encountered. We sawmany, many wild kangaroos and enjoyed our stay.Then we said goodbye to our new friends of the ABS and went on our wayto Kangaroo Island, where we spent three nights at a very delightful Bed& Breakfast with its own dual runways. They rented us a car for $50 a dayand we thoroughly toured the island, enjoying hand-feeding kangaroos andPam feeding kangaroos.Structural, Landing Gear, FlightControl, Accessories, Instruments,Kits, Hardware, Interior Parts, Etc.,etc. Since 1969, your best sourcefor affordable genuine replacementparts; call the Beech Specialists…701 Del Norte Blvd., Unit 220Oxnard, California 93030(805) 604-0439/FAX (805) 604-0429www.arrellaircraft.come-mail: BeechedOut@aol.com(Minutes from Camarillo & Oxnard Airport)64 AMERICAN BONANZA SOCIETY FEBRUARY 2013


holding a koala at an animal preserve. We did not see a single wild kangarooexcept road kill.Leaving the island, we headed along the shoreline to get a look at the“12 apostles” before heading back to Melbourne. Our last night in Melbournewas with some friends from the ABS trip who picked us up and took us to theirhome for a great lobster and fish dinner. One last night in a hotel and a longflight home and the trip was history. We put 27 hours on the rental Bonanzaduring the trip.We will try to go back again and do the east side of the country. The onlything we would do differently is get an ASIC card before going, which is an IDcard that you need for access at all of the major airports (and some smallerones). We thank all the members of the Australian Bonanza Society who couldnot have been more friendly and helpful, and we hope to see some – if not allof them – in the USA joining some American trips.Upgrade to M20Performance!Have a BonanzaBut Still Fly2 Quarts Low?Do You AddMore Than 1 QuartBetween OilChanges?INSTALL ANM20 SEPARATOR!With M20’sExclusive Blow-By Control,Dipsticks Test “Full”…Flight after Flight!M20 ProductsAir/Oil Separators1-866-620-2667Details on www.m20products.comE-mail m20products@gmail.comVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 65


ONE STOP SHOPfor all your engine needs!66 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Tech TipsTech Tips is a sampling ofresponses from ABS TechnicalAdvisors and Technical Staffto members’ questions.Curtis Boulware has manageda Bonanza, Baron, and T-34Mentor-specific shop for 13years, winning numerous nationalawards for T-34 restorations.He earned his Private in a T-34and enjoys flying all models ofthe Beech piston family.John Collinshas previously owned anFBO and avionics shops, andfor several years has beenABS’s Avionics columnist.He owns a Bonanza and isa CFI/CFII.Glen “Arky” Foulk,former owner of Delta Strut,has been an ABS technicaladvisor since 1986.Dan Honeycuttis an A&P/IA with over 20 yearsexperience. He owns aCalifornia-based FBOspecializing in Bonanzasand Barons.Arthur Millerhas won numerous FAAawards as a mechanic,and runs a Beech specialtyshop in central Florida.Bob Ripleyretired from Delta Airlines asa manager of line mainte nance(Atlanta) and has run anFBO focusing on Beechmaintenance for 20+ years.Tom Turner,ABS-ASF Executive Director,holds a Master’s degree inAviation Safety. He hasspecialized in Beech pilotinstruction for over 20 years.Q:External Power SupplyGeorge BrownGeorgetown, TexasI used a Schauer JAC2024H as an external power supply for my B55:master switch on, alternator switches off, and voltage regulator #1. Powerup is to turn on the supply, then the battery master switch. Power down is inreverse order. In first flight after using external power, voltage regulator #1 failed.Did I do anything wrong, or is this a random failure? Is a replacement regulatoravailable from sources other than Beechcraft? If so, who is the supplier andwhat is the part number?A:Your aircraft is wired so that the APU relay will not allow power tobe applied to the aircraft until the aircraft master switch is turned on.This is because the battery acts as a large capacitor to absorb voltage spikes.If the APU relay engages a fraction of a second before the battery relay getsthe battery into the system, a voltage spike that could have damaged yourvoltage regulator.To prevent this from happening, turn on the battery master, then plug in APUsource. To power down, reverse this procedure: unplug the APU, then turn offthe battery switch. Another way to avoid this spike is to use a battery with yourAPU source.The current Hawker Beechcraft P/N for the voltage regulator is 36-380096-1and priced at $423.94. But Beech does not show any in stock at the factory. Theydo, however, show numerous new units in the “World Inventory System.” Thereare aftermarket units available:• Lamar P/N B-00387-1• Zeftronics and Electrodelta both show units as being for the B55 butshow it replacing a different Beechcraft P/N.I suggest checking the actual P/N on your current voltage regulator and useit in finding an aftermarket replacement. Aircraft homebuilder supply houseshandle the aftermarket units. Try:Aircraft Spruce ..................... 877-477-7823 or aircraftspruce.comChief Aircraft ........................ 800-477-3408 or chiefaircraft.comWicks Aircraft ....................... 800-221-9425 or wickaircraft.comGeneral information when buying Beech parts: Hawker Beechcraft’swebsite under “Purchase Parts” will give you availability, supersededP/N’s and pricing. You can also call them at 888-727-4344. While using theHawker Beechcraft website, on the far right side of the part availabilitypage a “WIN” number shown. This is the number, if any, that is in their“World Inventory Network.” If you click on the number, it will bring up a pageshowing where they are, how many are available, and phone numbers for thefacility that has them. —AMAMERICAN BONANZA SOCIETY 67


www.bonanza.orgQ:Oil Fouling the PlugsWalter Williams, San Antonio, TexasI have an E225 engine on my F35 Bonanza. WhenI do a magneto check the left mag is out of limits.There is oil in the cylinders and the plugs are fouled.When the engine runs there’s no white smoke, and I amnot having abnormal oil consumption. I don’t know whereoil is coming from that is fouling plugs. Any ideas?A:If all of the plugs are oil fouled (not just one or twocylinders) it must be consuming a fair amount ofoil, maybe a quart every hour or more. There are twopossible sources:From the crankcase past the piston. Either the rings arestuck in the piston grooves, the rings have been overheatedand lost tension against the cylinder walls, or the cylinderwalls are glazed and need to be honed. A compression testmay tell something about what the problem is. However,if it is glazing of the cylinder walls, you may get a goodcompression check when the engine is not running (staticcondition) even though the rings will not seal with the enginerunning. This usually happens with channel chromecylinders, but may occur with any cylinder. The engine willstill make power with a glazed cylinder wall or other ringproblem, but the oil will turn black in a short time (fivehours or less) after an oil change.From the rocker box. The intake valve guides can flowquite a bit of oil into the cylinders. If the rocker arm tipmakes contact with the valve stem tip’s bearing on oneside of the valve stem, the guide and stem will wear veryquickly. See page 166 of my E-Series book (This book isfor sale at the ABS Headquarters, $30, andall money from the sale stays with theABS/ASF). You did not state the timeon the engine since any cylinder workhas been done, but this valve guidewear condition will appear in as littleas 20 hours after cylinder overhaul ifthe rocker arms do not fit the valve stem.The compression check may expose thiscondition if air leakage is heard in theinduction system. If the rings are stuck in the piston groovesyou could try adding one quart of Marvel Mystery oil tothe engine oil and run for about 10 hours. If the situationimproves you should plan on doing cylinder work to correctthe current situation. The Marvel Mystery Oil is only atemporary fix.Also, you mentioned no “white smoke.” White smoke isassociated with water-cooled engines that have a leakinghead gasket or cracked block. Oil smoke is definitely blue,while fuel smoke is black.Your magneto problem could be a magneto out of timeinternally; timing to the engine, points or capacitor; or someproblem in the high tension components of the magnetoor spark plug wires. Or it could just the fouled plugs youmention. —LGAntenna CaulkingSteve Dishman, Houston, TexasThe caulking on our A36’s various antennas worksQ: but visually is sloppy. I think I remember reading anarticle a few years back about a caulking gun device thatallowed the user the ability to have very uniform and cleancaulking lines. Is there such a device?A:I talked to an avionics shop owner and he prefersto use RTV 162 from Momentive PerformanceMaterials: http://www.momentive.com/ProductFamily/Home.aspx?id=8846. The RTV 162 is an electronic gradeRTV and produces a fine smooth bead. He also indicatedthat others use a product called PRC, which is also used asa fuel tank sealant and for sealing pressure vessels. It usesa pneumatic calking gun, but he does not recommend itbecause it is an adhesive and it is very difficult when youhave a reason to remove the antenna. —JC68 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgFlaps Won’t RunFred Moskol, Madison, WisconsinThe flaps on my A36 (E-2453) will go to approach butQ: not from approach to full. They will go to full if setdirectly from the flaps up position.A:Your flap system has four limit switches. Oneis armed when flaps are UP and you select APP,another when flaps are up or APP and you select DWN,a third when flaps are fully DWN and you select APP,and the last when flaps are DWN or APP and you selectflaps UP. When the appropriate switch is engaged by theflap, power is interrupted to the flap motor to stop theflap in place.I suspect the switch that moves the flaps from DWN toAPP is out of alignment or broken, and is engaged by theflap when the flap is in the APP position. It remains engagedwhen the flaps are in APP and prevents power from movingthe flaps from that point. One way to check would be to putthe flaps fully DWN, then attempt to retract them to the APPposition. I suspect the flaps will run all the way UP and theflap motor may not stop running. If that happens, pull theFLAP MOTOR circuit breaker, move the flap handle to theUP position, and reset the breaker.In any event, the flap limit switches are the likely culprit.Have your mechanic start there. —TTQ:Oxygen Bottle RecertificationJustin Strauss, Cranston, Rhode IslandDo you have any maintenance info on taking theB36TC’s installed oxygen system apart, and reinstallingthe same. The oxygen bottles must be recertified everyfive years.I’ve emailed you the appropriate page from the main-A1: tenance manual that covers the B36TC. Pay close attentionto the “Warning” on the page referring to safety, whenhandling oxygen and high pressure vessels. As this is not onthe list of owner/pilot performed maintenance, it will needto be completed or supervised by an A&P mechanic. —AMPlease note the testing period for aviation bottlesA2: from the maintenance manual.N. Oxygen Cylinder RetestingOxygen cylinders used in the airplanes are the light weighttype, stamped 3 HT on a plate on the side of each cylinder.Each oxygen cylinder must be hydrostatically tested everythree years and the test date stamped on the cylinder.The cylinders have a service life of 24 years and/or 4,380pressurizations, whichever occurs first. When the service lifeof the cylinder is complete, the cylinder must be discarded.—BRQ:Nose Gear Down TensionTom Roman, Mandeville, LouisianaThe ABS Service Clinic found my H35’s nose geardown tension to be 35lbs. Should I replace P/N 35-825188, or increase tension with washers? Total time on thispart (never replaced) is 6035 hours.A:I would review the aircraft logs and if the threerod end bearings on the nose gear have not beenreplaced in the last 2000 hours, I would replace them alongwith the spring and shear pin. Also replace the aft rodattach bolt if you change the rod ends.The following parts will be required if you complete therod end replacement also:2ea ADNE5-323 rod ends1ea HML6rod end35-825188 tension springAN 26-28/M boltMS20392-2C25 shear pinAfter installation, make sure that your up tension isbetween 30-35 pounds when nose gear is pulled downat the tow pin. If rod ends have been replaced in the last2000 operating hours, I would replace the spring 35-825188and the shear pin MS20392-2C25 only. —BRVolume 13 • Number 2 AMERICAN BONANZA SOCIETY 69


www.bonanza.orgQ:Removing the HeadlinerAlan Barker, Cincinnati, OhioI would like to replace the interior of my Baron,and was wondering how to remove the headliner. Itseems that I will need to remove the ventilation vents. Howare they removed? Is it necessary to remove the headlinerto install BAS shoulder harness restraints?A:The vents in the headliner unscrew in a standardcounterclockwise direction. You cannot unscrew thevent using the eyeball itself as it will just spin in the socket.Using both thumbs, apply force to the outer silver casing ofthe eyeball socket and rotate the complete assembly (“leftyloosey”). If you cannot get enough force with your thumbs,wrap the tips of a small pair of needle nosed pliers withmasking tape (to protect the metal) and grab the outsideflange of the socket to get it started. After it begins to move,you can finish it with your thumbs. Depending on yourairplane’s configuration, all the vents may need to comeout to drop the headliner.It is typically not necessary to remove the headliner toinstall the BAS shoulder restraints. —CBQ:A:Main Gear Tire WearSteve Katzmann, Reno, NevadaMy G36’s left main tire appears to be wearing morequickly on the inboard side. Is there any type ofalignment adjustment to correct this?It is normal for your tires to wear on the inboardsides. Beechcraft designed the landing gear witha slight toe-out for stability, which causes the main tiresto wear on the inboard sides first. To make your tires lastlonger you can rotate the tires on the wheels (split thewheel halves and flip the tire on the same wheel). Yourmechanic should be familiar with this procedure. —DHQ:Oxygen Regulator LeaksDave Boydston, Ogden, UtahOur A36TC’s pilot side oxygen on/off valve (P/N24555-07) started leaking when on, and appearsbaffles inside have worn out. I cannot find replacement orrepair options.A:This regulator is a very early model and thereare no repair capabilities for it. I talked withBeechcraft and was advised thatthere is no replacement valveavailable. He advised that somepeople have changed over to thelater model system with the regulatoron the tank. —BR70 AMERICAN BONANZA SOCIETY FEBRUARY 2013


Leaning the IO-470Brock Benjamin, El Paso, TexasI was wondering if ABS Magazine had a past article thatQ: dealt with leaning on IO-470 engines. I have an M35.I don’t recall anything specific to the IO-470, butthe procedure is the same for all our engines exceptA:that IO-470s generally do not run as well lean of peakExhaust Gas Temperature (EGT) as IO-520s and -550s.For your IO-470:n Establish cruise powern Let engine temperatures stabilizen Lean until you’re at 15-16 gph and let temperatures stabilizeagain (this is to save time reaching the peak EGT point)n Gradually lean until you reach maximum, or peak EGTn If you choose to fly rich of peak EGT (“ROP”):• Enrichen slowly until EGT drops by 25 degrees Fahrenheitand let temperatures stabilize.• Crosscheck Cylinder Head Temperatures (CHTs). If anyCHT is above 380°F, enrichen further until the hottestCHT is below 380°F.• Maximum horsepower, and therefore maximum speed,occurs at about 80°F ROP.• Advantage of ROP: speed• Disadvantages: fuel burn, perceived impact on cylinder life.n If you choose to fly lean of peak EGT (“LOP”):• Lean slowly until EGT drops by 25 degrees Fahrenheitand let temperatures stabilize• Crosscheck Cylinder Head Temperatures (CHTs). If anyCHT is above 380°F, lean further until the hottest CHTis below 380°F.• Maximum economy occurs at about 30°F LOP.• Advantages of LOP: Fuel burn, perceived impact oncylinder life. Disadvantage: Reduced speed.—TTwww.bonanza.orgA:The part numbers for the left side are35-415330-72 (left) / 35-415330-73 (right)The part numbers for the right side are35-415412-89 (left) / 35-415412-90 (right)They can be purchased through any Beech parts supplier,such as:Elliott Aviation... 800-978-7253 Avstat...................888-287-8283Arrell................... 805-604-0439 Select Air Parts... 800-318-0010Make sure that you do not install with cherry max rivets,they will work loose. The best solution is to replace theoriginal rivets with screws, washers, and lock nuts. —BRCracked Exhaust Firewall BracketStephen Jones, Cypress, TexasQ:I need the exhaust bracketsthat attach to the firewall. Theyare riveted on the firewall. One hascracked at the bolt hole. Are the A36brackets stronger and useable on myK35? I need the firewall bracket towhich the hanging exhaust bracket(P/N 35-910003-42) attaches. Can youprovide me the part numbers (twoparts on the left pilot side) and whereto locate them?Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 71


Q:LED Landing LightEd LivermoreKerrville, TexasI need a new landing light, and I want to switch toa LED unit. At the ABS Convention there was oneon display that has a Full On and a Pulse On setting. Iam unable to recall the name of the company. Might youknow who it was?A:Most LED lighting options on the market today thatare approved for certificated airplanes do not havea flasher provision. The TCM Alpha Beam and WhelenPrometheus are both “drop-in” PAR 36 LED landing andtaxi lights that replace the standard incandescent bulbwith no flashing option.To get a flashing option, you may have been lookingat an HID or high intensity discharge light system like onesoffered by Knots 2 U, LoPresti, or Precise Flight. Thesesystems are typically paired with flashers.Alternatively, it may be possible to add a Precise FlightPulselite module to your existing aircraft wiring underSTC. You would need to contact Precise Flight to discussthis option and its applicability on the Bonanza. You canreach them at 800-547-2558. —CBwww.bonanza.orgQ:A:Family Owned and Operated Since 1974Aircraft exhaust systems have always been difficult to find and a problem to maintain.Knisley Welding, Inc. was formed to fill that need.We started our business in repair and movedinto manufacturing. Our extensive inventoryand quality service provides exhaust componentsto owners, operators, and repair stationsthroughout the world.Our complete parts department has hundredsof FAA/PMA approved parts on the shelf and ready to ship.View our online catalog and call to place your order. http://knisleywelding.com/Percentage of PowerTom Sheehan, St. Augustine, FloridaIs there an easy way to determine 65% power, or amore user-friendly table than that in my G36 POH?Beechcraft has not provided percentage of powertables for the IO-550 Bonanzas or Barons. I askeda long time ago and Beech’s reasoning is that few pilotsactually adjust manifold pressure and RPM to obtain aprecise percentage of power, but instead set full throttleand some selected propeller speed and take whateverpower that supplies. Further, percentage of power isdependent upon mixture leaning technique. When Beechbegan publishing Lean of Peak (LOP) power tables withthe 1984 A36 and Baron 58, it may not have wanted to showthe percentage of power at LOP setting is 8-10 less than thepercentage of power for the same combination of manifoldpressure and rpm when operating rich of peak EGT (ROP).In general, using the ROP charts in your POH, the 2500rpm settings are approximately 75% power at those altitudeswhere you are able to attain 25" MP (areas not shadedon the Cruise Performance chart). The 2300 rpm chart isapproximately 65% power at altitude where you can obtain23" MP; the 25" MP/2100 RPM setting is about 55% at altitudeswhere you can get 25", and the100 0 /0SATISFACTIONGUARANTEEDKnisley Welding Inc., 3450 Swetzer Road, Loomis, CA 95650Email: knisleywelding@sbcglobal.net • 800-522-6990, 916-652-5891 • Fax: 916-652-6257Hours: Monday - Friday, 8 am to 4:30 pm2100/21" chart is approximately 45%power at altitude where you can obtain21" MP.According to Advanced PilotSemi nars (www.advancedpilot.com),there is a direct relationship betweenfuel flow and power setting whenoperating LOP. Multiply fuel flowin gallons per hour by 14.9 to determinethe horsepower being devel oped;divide that number by the maximumrated horsepower (300 in your case)to derive the percentage of power. Thedirect relationship between fuel flowand percentage of power does not existon the rich side of peak EGT.Whether LOP or ROP, please notethe McCauley propeller AD thatprohibits continuous operation at2350-2450 rpm when above 24" MPin McCauley 406- and 409-seriespropellers, and Continental’s advisoryagainst operating most of its productsfor extended periods below 2300 rpm.The AD and the recommendation bothappeared long after the Beech tableswere created. —TT72 AMERICAN BONANZA SOCIETY FEBRUARY 2013


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www.bonanza.orgClassified AdvertisingNEWClassified Advertising Rates: Members 75¢/word; $5/month for Web placement.Non-members $1.25/word; $15/month for Web placement. 25 word minimum.Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8"by 2-7/8". Include a full color picture of your item along with up to 50 words.Format: Grouped initials count as one word. Telephone numbers and e-mailaddresses count as two words. All other words count as one.Terms: Prepaid with order, no agency discounts.Closing Date: Must be received by 5th of month before placement.To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888,Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Linksat www.bonanza.org.Questions: If you have questions call 316-945-1700.DON’T MAKE AN EXPENSIVE MIS-TAKE! Call me for a Free Consultationon your purchase of a Bonanza or Baronbefore you Pre-Buy. Visit my web siteat www.beechcraftbuyers.com. Or call850-240-7243.1980 58 Baron. 9353TT 1425REM 90 newcylinders; JPI760 KFC200 GNS430W/530WGTX330 GDL69 Radar A/C More. Beautifulthroughout pics avail. Jim danceskater@cox.net, (918) 724-0218.V-35B, 1978, 2043TT, 443 on D’Shannon550B & New 3 blade McCauley. KFC200AP, coupled, slaved HSI, Dual Collins,KLN 94GPS. WX-11 Stormsope, 602Insight, Shadin fuel flow, dual yoke &brakes. Air Mod int/ext., always hangared.Annual due 10/2013, $135,000.610-929-0481, PA.1993 Tornado Alley F33A Bonanza.TT 2270 SMOH 885, IO 550 TornadoAlley WW II, Osborn Tip Tanks, TKS Ice,GNS 530 WAAS, Ryan TACS, SandellEHSI, GDL 69 Weather, Horizon DigitalTachometer, MUCH MORE. PRICE RE-DUCED $259,900 USD. 602-980-8174,janderson72j@gmail.com.Cream Puff 1986 F33 Very Clean TT:2477, SMOH:1426, 530 WAAS CoupledKFC200 HSI, 3 Blade, NDH Annual Aug2012, Compression 70’s, Many Extra’s.138,000. Steve 972-230-7864.1979 F33A in Mint Condition. 248 hrson Eng & 3 Bld Prop Western Skywaysoverhaul. D’Shannon Baffling, CenturyIII w/alt hold & App Coupling, Stby ElectHor, GEM, Storm Scope, Shadin DigitalFuel Mgt, ICARUS AltAlert Sys, Gap seals,“Knots 2 U” HID Pulse Light, Tanus EngHeater, NDH, Always Hangared. $146,500.Call Ben 703-369-4168, cell 425-269-4168.Bonanza for Sale. 1992 F33A – ABSMagazine “cover girl” – August, 2007.Turbo-Normalized, TKS, IO-550. Lostmedical. Located at KPWT (WA). Sendemail request for PowerPoint flyerwith photos and details. jimposner@comcast.net.AIRCRAFT FOR SALE, RENT, PARTNERSHIPThinking of selling your Bonanza?Call me; I have Buyers looking for goodclean Bonanzas. BeechcraftBuyers.com,850-240-7243.1969 V35A. 2821 TT,1709 TSN, CenturyIV AP w/FD, HSI, dual GS, CollinsMicroline, dual yokes, 20 gal. tips, factoryO2, Smith speed mods, Insight monitor,Rosen visors, intercom, gas towmotor,hangared. $75,000. Call 541-772-2009 orrlc@roguelaw.com.V35B Turbo TKS 1975. 3232TT, 1496SMOH,prop 384s NEW. Osborne tip tanks, TKSde-ice, standby air, STEC55, KX165, KX155,HSI, PMA7000MS, EDM700, Gamijectors.$155,000. Call 509-972-2170 or visitwww.N1156T.com. Contact e-mail: jan7743@gmail.com.’64 S Bonanza. Very clean original airplane.380 Reman, 4800+ TT, 3-bladeMcCauley, King Silver Crown. 2001 GPS,GAMIs, Clevelands, Oil Pre-heat, Strobe,Century I coupled. July annual completed.$74,950 OBO. 360-432-8292 (WA),egpilg@msn.com.1/3 partnership in Hornet Aviationat SUS. Includes ’67 Debonair and manyamenities. For all details: hornetmo@gmail.com, 636-861-9670. Google: “N5460U”’77 Baron 58P, TTSN4582, SMOH-L470/R1170, PROPS-540SN, NDH. All logs, knownICE, IFR-GPS, AP/FD/YD, nice paint andint. Fresh annual, WY. 307-850-4816.1976 E-55 Baron. 5900TT, 390 SMOHL&R by RAM, Radar, GNS430W, GTX330,C-IV w/FD, with VGs, new paint, muchmore. $129k. Call for spec. 215-913-4768.One of a kind 1982 V35B Thirty FifthAnniversary Bonanza. Serial #D10397.Only 6 made after this one. Excellentcondition! 3450TT. New factory rebuilt550B, and new McCauley 3 blade prop.Garmin 530W. King200 flight director withauto pilot and yaw damper. Many extras.Owner of this airplane since 1987. Lostmy medical. Price reduced. First$180,000.00 takes it. For more information,www.35YR.com or Ray at 936-321-7032.BEECH WANTED!!! All models, run-outsOK, needing P&I/Radio upgrades OK,fast discriminate transaction on yourramp 20 years experience/references.Jim 760-803-3093, avloc@yahoo.com.1963 P35 Restored. Fast, Hangared3933.09TT 10520BB 99.87 SMOH 1800TTKX165 KR170B GX60IFR GPS KR87STEC50 AP HSI Shadin EDM700 KR87Narco at 150 Intercom Bose HeadsetsKN64 Garmin 150 New Windows GapSeals Clevelands Paint 8 Interior Tip Tanks$75,000. ansjohnmcfarlane@cfl.rr.com.1969 B 55 Baron. $56K. Like new boots,prop de-ice, STEC 50 autopilot, Garmin696 w/XM weather, KLN 89B GPS, PSEngineering 7000 audio/intercom wiredfor Bose. D’Shannon glass, slaved HSI,plus much more. 1404/886SMOH, 6450TT.Photos at:https://plus.google.com/photos/111089491796333237345/albums/5797334793354107153. ContactBennettramsey@gmail.com or Neal @914-625-5776.1993 F33A. 1688 Total time since new.Serial #CE-1730 N8263A. 226 total timesince factory new. IO-550 engine. All factorynew engine accessories. 100 ampalternator. New tires, brakes, battery.King avionics, S-TEC 50 auto pilot; EDM700 engine monitor; King multi functionGPS-KMD 250; Garmin 696 w/weather& NXM radio. New Cygnet dual yoke &control wheels; CA-MB800 clock; rosinvisors; PM-3000 4 place intercom. Matterhornwhite w/red & grey stripe; int &ext original in excellent condition; NDHalways in heated hangar. $189,500. Days406-591-1472; evenings 406-591-1472.62 P Bonanza. 6373 TT, 964 SMOH, 303SPOH, 1 qt/15hrs. All King Equipment:KNS-80, KX 170B, KT76A, Dual G/S, Stormscope,Shadin FF, JPI 6 probe, S-Tec APw/AH and YD. 2004 Interior. March ’12Annual all logs, NDH, always hangered.$55,000 OBO. Contact Dick @ 623-748-8384 for full description, or email:richardklein3@cox.net.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 75


INSTRUCTIONBeechcraft Instructor, Southern California,All models of Bonanza and Baron. YourSoCal, experienced Beechcraft trainingspecialist. Dan Ramirez 949-429-8273 or909-262-7737 or Danv35@aol.com.Baron Instruction. Tennessee based(will travel) Stephen Hammers, CFI, CFII,MEI, ATP - 20+ yrs. Exp. Baron E55 Owner,Initial and Recurrent Training, InstrumentCompetency Check and Insurance Checkout.See www.AVSaircraft.com for moreinformation. 615-479-7195.Bonanza, Baron and P-Baron Instruction.Gold Seal and Master CFI. Insuranceapproved P-Baron initial and recurrenttraining, Garmin and G-1000 instruction,insurance check-outs, instrument andME ratings, assistance with purchases.Gerry Parker, 713-826-6663 (TX), gparker@pmkc.com.Bonanza Instructor – all models. NorthCentral Florida – will travel. Initial andrecurrent training, IPC’s, flight reviews, insurancecheck outs. BPT instructor. BuckWilliams, ATP CFII MEI. 352-222-0873.www.masterwingsLLC.com/HMW. (6/09)www.bonanza.orgP-Baron, Baron, Bonanza; initial, recurrenttraining, insurance approved,nationwide; systems, operational considerations,mishap review, FAR review,advanced avionics. I come to you, E55owner. 25+ years aviation training experience.Dave Garvey 925-212-3274;dgarvey@flyatm.com.Southwest Beechcraft Instructor: Allmodels. Available in Las Vegas, Phoenix,Flagstaff, and all surrounding airports –will travel. Initial and recurrent training,flight reviews, IPCs, insurance checkouts,additional ratings, and assistance withsales/purchases. BE-58/F33A owner. CFI/CFII/MEI with ATP, call Troy Dixon (602)628-2314; TroyJasonDixon@yahoo.com.EQUIPMENT, PARTS,SERVICEFlight Controls Re-Skinned. We re-skinElevators Flaps and Ailerons 33 to KingAir 300. All flight controls are built infixtures by experienced craftsman. FAACert. Repair Station U5LRO68X. Call SRSAviation Toll Free 877-364-8003. www.srsaviation.com.Garmin 496 system for sale. GXM30A & low profile antennas, auto/yoke/friction mounts, all adapters/cables,12v auto cable w/speaker, guides, etc.Still in original box. Looks like new –pictures available by request. $1200 +shipping. 513- 447-7383. Contact: larrybennell@aol.com.Under wing fuel vent tube repair kit.Stainless. Many installed, easy, inexpensive,same function, looks better, $89.95for 2 with instructions. Heino Moeller714-394-6609.FLIGHT CONTROLS. We re-skin ElevatorFlaps and Ailerons for 33 to KingAir 300. All flight Control are built in aFixture by FAA Cert Technicians. CallDavis Martin Structures DBA ControlCenter LLC 405-401-7757.Garmin WAAS enabled Data Cards.$75 ea. Also have 2 Skywatch loaders forsale -- $25 ea. Upgraded to 650 / 750. CallSteve at 314-409-5673.Elevators, 33 thru Baron. FAA-approvedrepair station #209-53. Biggs Aircraft. 405-258-2965, Fax 405-258-3016.BENDIX/KING AUTOPILOTSService, Parts, Loaners,Troubleshooting by PhoneKings Avionics is a specialist in your autopilot system.We offer customized repair and overhaul of KFC 150and KFC 200 autopilot systems including flight directorindicator and KCS 55A HSI system. We also offerrepair services for Bendix/King Nav/Com, DME,and Transponder. Please call Kings Avionics, Inc. inOlathe, Kansas or Salt Lake City, Utah and we willassist you in troubleshooting your aircraft.237 North 2370 West, Salt Lake City, UT 84116 • 801.539.8412 • www.kingavionics.com • scheduling@kingsavionics.com280 Gardner Drive, Ste #3, New Century, KS 66031 • 913.829.4606 • www.kingsavionics.net • service@kingsavionics.netTour Our Salvage YardBruce Custom Covers. Complete barelyused Bruce Custom Covers for the V-tailBonanza. Grey and black. Padded cowlcover and all wing, tail and fuselage covers.Total airplane coverage for aircraftkept outside in the elements. Protect yourplane from sun and weather damage.Why pay thousands of dollars, buy thiscomplete coverage for just $985. Contact780-940-5327, email: philstuffco@shaw.ca.Custom Magneto Repairs. CrossfireMagneto Service: overhaul, testing, andforensics. Huge inventory of new andused parts. Fast turn times, exchangeavailable. We only use OEM parts! Exceptionalperformance, dependableservice. Crossfire Magneto Service, 5293Gulfstream Ct., Loveland, CO 80538. PaulBrevard 970-672-6505, pbrevard@msn.com, crossfiremagneto.com. The HottestMagneto You’ll Ever Fly!Air SalvageSince 1974of Dallas www.asod.comBeech, Cessna, Piper, Mooney, Bellanca,Commander, Engines, Props & Avionicslucky@asod.com or tony@asod.com800-336-6399Spar Mod. Kit Installation Bonanza/Baron. Calkins Aero Service, Inc. – Houston,TX. 281-579-6674, caero@sbcglobal.net.Mike’s Upholstery: Custom interiors,singles-light twins. FAA certified. Samelocation since 1968. North Omaha Airport(3NO). Omaha, NE. Mike Roney.402-572-8788.76 AMERICAN BONANZA SOCIETY FEBRUARY 2013


www.bonanza.orgWanted: Dual control yokes, singlecontrol yoke, handle, or any parts tothem laying in your hangar. Have someavionics, may trade. Call 580-431-2333,email: airmech@sctelcom.net.Aluminum Baron Elevators. Reskinyour Baron Elevators in “Aluminum.”Travel Air D and E models, all 55, 56, 58(to include TC and P models). Exchangeavailable, no more corrosion problems,“replace one elevator at a time.” Availableat SRS and other trusted BeechcraftFlight control overhaul facilities. FAA CRS#U5LRO68X, FAA/PMA. www.srsaviation.com. Toll free 877-364-8003.Engine Upgrade? STC’d IO-550-B EngineConversions for S35, V35, V35A, V35B,C33A, E33A, E33C, F33A, F33C, G33, 36,and A36 Bonanzas. IO-470C or IO470-N Engine Conversions for A35 thru G35Bonanzas & 33 thru F33. Other Mods,shoulder harness assemblies, instrumentpanel conversions, SS battery boxes, seatconversions. All Bonanza Mods. HammockAviation Services, Inc. 972-875-4279.Ennis,TX. www.hammockaviation.com.Exhaust System Repairs. Mufflers –Flame cones installed, end plate ass’y,etc. Exhaust Manifolds - Ball end, flanges,patch work. Tailpipes - ends repaired. CallCustom Aircraft Parts at 800-561-1901 or619-561-5757. Ship to 14374 Olde Hwy. 80,El Cajon, CA 92021. Visit our website at:www.customaircraft.com.Bonanza Inspections, maintenance,and repair. Quality service with reasonableprices. Owner assists available.Dynamic Propeller Balancing. Bonanzaowner with 25+ years experience. BrianStout, A&P, IA. Flying S Aviation. RHV,San Jose, CA. 408-258-9462.RIGGING TOOL RENTAL. Increasesafety, performance and control with ABSrigging tools $100 plus two-way shippingfor 12-day rental. Available tools are anAileron travel board and one each Ruddervator(D-1 through D-2680) and Ruddervator(D-2681 and after) travel boards.RESERVE AHEAD for your inspection/repair. ABS HQ 316-945-1700.Dual & Single Control Yokes. Largehandles, trim knobs, all misc. parts forcontrol yokes, exchange your faded &cracked handles for our like new refinishedones. Exchange singles for dual& vice versa. Call for quote, we buy anyduals, singles or any parts. Air Mech, Inc.,580-431-2333 email: airmech@sctelcom.net. For 20 years: Being your best sourcefor affordable yokes is our specialty.Cover-Ups by Denise. Expanded vinylgear & flap actuator covers for Bonanzasand Barons. Uplock cover – $38.00.Retract rod cover – $40. Steering rodcover – $20. Wing Flap actuator coverset – $47. NEW!! Chamois main gearcover set – $69. Charge for shippingand handling. Call or fax Denise at321-725-9226.Flight Controls for all Beechcraft thruKing Air 300 rebuilt by FAA approvedrepair station #YYSR526L w/25 yearsexperience, painting & balancing donein house. Stebbins Aviation, Inc. 442Downes Terr., Louisville, KY 40214.800-852-8155, 502-368-1414.Bonanza Parts. Specializing in 35and 36 Bonanzas. We dismantle manyBonanzas for parts! A thru P, M thruV35A-B, A36, B36, Debonair, A-F33.Email bonanzaparts@gmail.com or callrequests to 530-661-1696. Visit our webpage, www.bonanzaparts.biz.Tables, new and used available.Contact Chuck 660-885-8317 or chuck@avfab.com.BARON A/C STC KITS FOR SALE!Cool Air approved for 55 thru 58TCseries Barons. Total electric, remotemounted. Capable of ground cooling,light weight R134 certified. Call GaryGadberry at Aircenter, Inc. 423-893-5444(TN) or email aircntr@aol.com,www.aircenterinc.com.Bonanza Flight Control RebuildService. Ailerons $2150, flaps $2450ea, ruddervators/elevators $2350 ea.Workmanship guaranteed, paintingand balancing. Aero Surfaces, CRS.OG3R-735-L, 530-893-5416, aerosurfaces@chico.com.Quality Servicefor single & twin piston aircraft since 1989• General Aircraft Maintenance• Routine Maintenance• Annual Inspections• Oil Changes• STC Modifications• Pre-Buy Inspections• Computerized AD Searches• Selected FBO for the ABS Service ClinicsHARRIS AVIATION, INC.625 Airport Rd., Greeley CO 80631 www.harrisav.com970.356.6041FAX: 970-378-2549Fuel Gauge Printed Circuit ModulesRebuilt F33, V35, A36 Bonanza andBarons. Guaranteed. Replaced if defective.$490 ea. Exchange. Send old unitor call: Birks Aviation Products, 3520 WSaymore Lane, Peoria, IL 61615. 309-686-0614. Email: jbirks2@att.net.Volume 13 • Number 2 AMERICAN BONANZA SOCIETY 77


Baron Parts. BE58 Nose Cone, $950each. BE55 Nose Bowl, New Surplus$150 each. Hartzell Prop Spinners, $250each. 770-229-1562.McCauley Prop off E33C. $3,500complete overhaul, new hub, model2A36C23-JEG, PTSO:155, PTT:3225.ed.crs@hotmail.com; 602-757-0499.WING TIPS for 1967 V35 and 2000A36, strobes, lights & lens. EXCELLENTCONDITION. $1,000 each set OBO. Bill201-230-4757.Seat Specialists. Seat recline cylindersrepaired, seat repair, seat replacementparts. Call Chuck at AvFab (660) 885-8317or chuck@avfab.com.Dual Yoke Rental. Baron/Bonanza. $300plus shipping for first 2 months, $125/mothereafter. Steve Weaver 843-475-6868.(WV).www.bonanza.orgREAL ESTATE &GETAWAYSSPRUCE CREEK FLY-IN REALTY –RESIDENTIAL AIRPARK, www.fly-in.com.Daytona Beach, Florida. ABS Sponsor,members. Home of over 60 Bonanza’sand Baron’s. Gated Country Club Communitywith its own Airport, 4000' pavedrunway x 180' wide, 5/23. Private GPSapproach. (7FL6). Taxiway Homes from$540,000.00, condo’s from $130,000. Golf/Nature Homes from $180,000.00. LennyOhlsson, Broker, SPRUCE CREEK FLY-INREALTY, 800-932-4437, e mail: sales@fly-in.com.RIVER RANCH, LAKE PLACID, NY,famous elegant premier property usedfor VIP 1980 Olympic parties. 300 acres,10 miles groomed trails; 6 bedrooms,sleeps 12- Two bedroom wings, withseparate living room suite and entrance– ideal for 2 families. www.adkbyowner.com/listings/VR7805.html. Phone:203-340-2330.Threshold Ranch Residential AirparkBrief description: Premium Texas residentialairpark in NW San Antonio/Boernearea. Large 3/4 to 1 acre lots starting inthe 80s. Gated, City water, undergroundelectric/gas, curbed streets, paved backyardtaxiways. IFR full service airport(5C1). Thresholdranch.com Kevin Best210-260-5111 Contact e-mail: kafleming@mac.com.WANTEDNeed FACTORY ORIGINAL seatswith FACTORY ORIGINAL leather,fabrics, and stitching patterns forK(’59) 35 (leather was originally a lightyellow/creamcolor and fabric was abrown color.) Condition not important,just need samples of FACTORY ORIGI-NAL. Tom (678) 688-5354; tmoyer01@comcast.net.Will pay $2,000 for PERFECT, ORIGI-NAL, AS NEW plastic overlay (gray) forengine cluster gauges (“6-pack”) andpiano switch indents. for K(‘59) or M(’60)35. Tom (678) 688-5354; tmoyer01@comast.net..• 21 Years of Aircraft Refinishing Excellence.• Proven Quality Products by Akzo-Noble Aerospace.• Owned and Operated by A&P/Ia/Pilot.• Industry Leading 3 Year Warranty.• Full Capability Maintenance Shop.• Deep Background in Beechcraft BaronFine Aircraft Refurbishing717. 394 . 5805www.lancasteraero.comWill pay $1,000 for PERFECT, ORIGINAL,AS NEW metal stamped instrument panelfascia over-lay, with ORIGINAL glove box& door for K(’59) or M(’60) 35. No cuts,no slots, no mods. Has to be ORIGINALand no damage of any kind. Tom (678)688-5354; tmoyer01@comcast.net.Will pay $1,500 for PERFECT, ORIGI-NAL, AS NEW control wheel for K(’59)or M(’60) 35. (Need left side, pilot, forsingle throw-over arm.) Tom (678) 688-5354; tmoyer01@comcast.net.78 AMERICAN BONANZA SOCIETY FEBRUARY 2013


wAdditional details are availableat www.bonanza.org, under News & Events.More extensive coverage of “regional” fly-ins canbe found on their websites (see web addresses below).ABS Events for 2013Please post all your events on the ABS website www.bonanza.org.February 21-24ABS/ASF Service Clinic at Windward Aviation – Lantana, FL (LNA)MAR 8-10ABS Maintenance Academy at the Beechcraft Heritage Museum – Tullahoma, TN (THA)APRIL 9-14ABS at Sun n’ Fun – Lakeland, FL (LAL)APRIL 11-14ABS/ASF Service Clinic at Waypoint Aviation – Riverside, CA (RAL)April 25-28ABS/ASF Service Clinic at Midwest Aviation – Paducah, KY (PAH)May 16-19ABS/ASF Service Clinic at Honeycutt Aviation – Marysville, CA (MYV)3rd Annual ABS Fly-In, Savannah, GA.JUNE 7-9ABS Maintenance Academy at Edmonds Aircraft Service, Newport, NH (2B3)JULY 29 - AUGUST 4ABS at AirVenture – Oshkosh, WI (OSH)AUGUST 8-11ABS/ASF Service Clinic at SpanaFlight, Puyallup, WA (PLU)AUGUST 22-25ABS/ASF Service Clinic at Edmonds Aircraft – Newport, NH (2B3)September 12-15ABS/ASF Service Clinic at Aero Kinetics Aircraft – Denton, TX (DTO)October 9-12ABS Convention @ AOPA Summit – Fort Worth, TXOCTOBER 31 – NOVEMBER 3ABS/ASF Service Clinic at Cruiseair Aviation – Ramona, CA (RMN)Regional & International SocietiesVisit these websites for more information.Australian Bonanza Society • www.abs.org.auBrazilian Bonanza Society • www.bonanzaclube.comEuropean Bonanza Society • www.beech-bonanza.orgMidwest Bonanza Society • www.midwestbonanza.orgNorth East Bonanza Group • www.northeastbonanzagroup.comNorthwest Bonanza Society • www.nwbonanza.orgRocky Mountain Bonanza Society • www.rmbonanza.orgPacific Bonanza Society • www.pacificbonanza.orgSoutheastern Bonanza Society • www.sebs.orgSouthwest Bonanza Society • www.southwestbonanza.com79


www.bonanza.orgDisplay Advertising IndexDisplay Advertising Director: John Shoemaker2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588E-mail: johns@villagepress.comNOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actionsof advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS.Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate orimply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations.ABS exists to promote aviation safetyand flying enjoyment through education andinformation-sharing among owners andoperators of Bonanzas, Barons, Debonairsand Travel Airs throughout the world.www.bonanza.org1922 Midfield Road, P.O. Box 12888Wichita, KS 67277Tel: 316-945-1700 • Fax 316-945-1710e-mail: absmail@bonanza.orgOffice Hours:Monday thru Friday; 8:30 am – 5:00 pm(Central Time)ABS Executive DirectorJ. Whitney Hickman, whit@bonanza.orgABS-ASF Executive DirectorThomas P. Turner, asf@bonanza.orgTechnical Questionsabsmail@bonanza.org or 316-945-1700BPPP Questionslisa@bonanza.org or 316-945-1700Membershiplisa@bonanza.orgConventionabsevents@bonanza.orgABS Storewww.bonanza.org or 316-945-1700Membership ServicesMonthly ABS Magazine • ABS TechnicalAdvisors • Beechcraft Pilot ProficiencyProgram • Aircraft Service Clinics • AirSafety Foundation Research • AnnualConvention • Affiliated Aircraft Insurancewith Falcon Insurance • Members-onlyWebsite Section • Regulatory & IndustryRepresentation • ABS Platinum Visa ®(with Hawker Beechcraft Parts Discounts)• Educational Books, Videos & LogoMerchandise • Tool Rental Program •The ABS Flyer a monthly e-newsletter• Professionally Staffed HeadquartersABS Store ....................... 59, 74Aero Technologies LLC ................. 53Aero-Tow LLC ....................... 63Aero/Mechanical Technologies ........... 1 4Air Mech Inc. ........................ 8Air Mod ............................ 78Air Salvage of Dallas ................... 76Aircraft Door Seals, LLC ................ 22Aircraft Engineering Inc. ................ 8Aircraft Insurance Agency by Duncan ...... 12Aircraft Specialties Services ............. 11Aircraft Spruce & Specialty Company ...... 51Alpha Aviation Inc. .................... 50Arrell Aircraft Sales Inc. ................. 64Aviation Design ....................... 16Aviation Research Systems Inc. .......... 29Avidyne Corporation ................... 38Avstar Aircraft of Washington ............ 39Avstat Aviation Inc. .................... 70B & C Specialty Products Inc. ............ 69BAS Inc. ............................ 60Beaver Air Services .................... 66Biggs Aircraft ........................ 6 4Bruce’s Custom Covers ................ 6Caris Corporation ..................... 2 4Carolina Aircraft Inc. ................... 32Cincinnati Avionics .....................79Continental Motors ................. 15, 45Cruiseair Aviation Inc. .................. 51Cygnet Aerospace Corp. ............... 4 3D’Shannon Aviation ................... 31DBM ............................... 4 9Eagle Fuel Cells ...................... 60Exxel Avionics ........................ 13Falcon Insurance Agency ... Inside Front CoverFlight-Resource, LLC .................. 13Floats & Fuel Cells .................... 71Flying Colors Aviation .................. 72G & D Aero Products, Inc. ............... 59General Aviation Modifications Inc. ........ 39George Baker Aviation ................. 59Great Lakes Aero Products Inc. .......... 70Hampton Aviation ..................... 5Harris Aviation ....................... 77Hartwig Aircraft Fuel Cell Repair .......... 47Hartzell Propeller Inc. .................. 17Hawker Beechcraft Corp. ............... 9Herber Aircraft Service Inc .............. 23Horizon Instruments Inc. ................ 46Insight Avionics, Inc ....... Inside Back CoverInTrust ............................. 66J. L. Osborne Inc. ..................... 35J. P. Instruments Inc. .................. 37Kalamazoo Aircraft Inc. ................. 33Kings Avionics Inc. – KS ................ 48Kings Avionics Inc. – UT ................ 76Knisley Welding Inc .................... 72Knots 2U Ltd. ........................ 1 4Lancaster Aero LLC ................... 78Lincoln Skyways Inc. .................. 19M-20 Products ....................... 65Main Turbo Systems, Inc. ............... 36McFarlane Aviation .................... 18Mena Aircraft Engines, Inc. .............. 68Microaerodynamics Inc. ................ 53Motion Simulations .................... 32Mountain Aero LLC .................... 26Mountain View Aviation ................. 4Murmer Aircraft Services ................ 28National Airparts Inc. .................. 63NBAA .............................. 21Niagara Air Parts Inc. .................. 33Oilamatic Inc ......................... 62OxyArm Aviator ...................... 71P2 Inc .............................. 30Parts Exchange ...................... 53Penn Avionics ........................ 42Performance Aero Inc ............... 40-41Performance Aircraft Parts Inc. ........... 66planecover.com ...................... 77Plane Power Ltd ...................... 7Poplar Grove Airmotive Inc .............. 42Precision Avionics ..................... 50Precision Propeller Service Inc. ........... 62Ram Aircraft LTD Partnership ..... Back CoverRecurrent Training Center ............... 55Rocky Mountain Propellers Inc.. . . . . . . . . . . 57Ryan Machine ....................... 58Select Airparts ....................... 28Sky Manor Air Repair, LLC .............. 22Sky-Tec Flyweight Starters ............ 7SoundEx Products .................... 79Sundance Flying Club .................. 66Superior Air Parts Inc. .................. 25Tornado Alley ........................ 56Vac-Veterans Airlift Command ........... 73Waypoint Aviation ..................... 61Windward Aviation .................... 4 9Zeftronics ........................... 6580 AMERICAN BONANZA SOCIETY FEBRUARY 2013

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