Q - American Bonanza Society

insurance speciaHsts country. Our J)ftllfesliloJ1laJhas decades of experience In aViation insurance, and weare uniquely qualified to provide ABS members a little"plane talk" about their Individual insurance requirements.The ABS Program is one of the most comprehensiveInsurance programs available in the industry today andfeatures expanded coverages, access to a variety ofunderwriters and competitive rates. The professionalFalcon staff is dedicated to serving ABS members with aninsurance program that is setting the standard for theindustry. Call today for same day quotes and coverage./Falcon Insurance Agency is the Insurance Program Manager for theABS INSURANCE PROGRAM1-800-259-4ABS (4227)w \vw.falconi nsurance.comFax: 830-792'1144P.O. Box 291388 • Kerrvi lle, Texas 78029

Volume 04PtJbllshOO by American Bonanza Scx:iery, Organized January 1967NOVEMBERNumber 11ON THE COVER8705 BEECHCRAFTOF THE MONTHABS President Craig Bailey's1964 S3587068707871287158722FEATURESABS 2005 EDITORIALCALENDARWINDOW WISDOM PART IIBy Dellnis WollerGROSS WEIGHTINCREASESBy George WilhelmsenSPINSBy Joil" M. MillerNAVANDAPPRCOUPLING MODES ONKFC AUTOPILOTBy Bill Hale8723 "I'M JUST GOING TOCHANGE THE CARPET ...-By David Godber8726 ABS/ ASF SWEEPSTAKES8727 GENERAL AVIATION NEWS8730 ENGINE MODBy Michael LeBlanc8740 KING KFC/KAP150 AUTOPILOTSBy Rola"d Noyes8741 BONANZA/BARONMUSEUMBy Harold Bos/8744 FROM SEA TO SHININGSEA - BONANZA STYLEBy i oallie Walker. 0 EPA R T MEN T S .... _.8704 PRESIDENT'S COMMENTSby Craig Hailey87338717 TECH TlPS/TECH NOTESb\' Neil Po/XIII::'87358728a~,d Arl.~· FoulkASS AEROMEDICAL NEWSby Charles DlII·ic/.SOll. M.D.8742AVIONICSby Jim HI/ghesCURRENTSby Lew G(jgeFORUM8747 REGIONAL NEWS 8703 SERVICE CLINIC SCHEDULE8748 INSURANCEby John Allen, Fa/COli InSllral/ce 8711 BPPP SCHEDULE8750 CALENDAR8727A AD SECTIONSend articles/letters 10:ABS Magazine Publication OfficeP.O. Box 12888. Wichita. KS 67277Tel: 310.945-1700 Fax: 310.945-171 0Eamoil: bonanzol@bonanza.orgWebsite: http:// www.bonanza.orgCopy.oo p/loIOltniplis submillfd ror publ katloo b«omt 'IK> pl'OlN'rty alent SOI:ifl)'and §/IlIlt nor ~ !'tturtll'd.. AnKles JUbmmcd '/111111 ptcturtS rtca'-c publJcauon prrferrort.EDITOR-iN-CHIEF: Nancy John~n. ABS Executi,e DirectorEDITOR: BellY Ro .... leyART DIRECTOR: Jim Simp'-OnDisplay. AdvertisingDirectorJohn Shoemaker2779 Aero Pork Drive.PO_ Box 968. Traverse City.M149684l ..aoo-773-7798. ext, 331 7Fox: 231·946-9588ARS \IAGAZI'lE (lSS-": 1S3S-99601 i> pubh,hcd monthl~ b) ~ AmericanBooatua Soc1C1) at ~ .... ~lChll,a MKi·ConllnentAlrpor!, 1922 Midr~ld Road . .... ~IC'Iuu..KS 67209. The: rn« of I )cariy wh"cnplion I~ nlCluded In the annu.:al dues CS50) ofSocIety members. Pcnodi~al\ pDWI@cpaid at WlCrutl.lCan~~. and at addJli~ mailin!offK'ft.,.:-:0 put of thu publication 1TIlI} ~ repnmed or duplinlCd ..... lthout ~ "-nncn permissionof thr Editor in Cru~flkSo;.."d} DI~~IIll:tP~ blhe rorm.~or!llXln.1' ~ 1h:1RIl­II.nfG1lOOhtmnQ'krflll}~~~otheEdDQ'~wno:~n.'Jn."01IdlepNlIaIotheSoclc:l}.~~'lSlherigNkltq.\."mynlllrri­:II~b~A~-":UAL DUES US-S30. Canada &: Me\~S50 n ,:s J. Foo:lgn-S88 (US) ..... fc ~p-SIJXXl COIUCt A85 H~ for deuils..POSTMASTER Scnd~,dlanKt' loARS MAGA7J.W:. P.O. 80~ 11&88. W"run.KS 671n.28!!8 CI Coronp 2001

www.bononzo.org1922 MIDFIELD ROADP.O. BOX 12888 • WICHITA. KS 67277TEL: 316-945-1700 FAX 316-945-1710E-MAIL: ABSmail@bananza.orgOFFICE HOURS: M-F 8:30 am - 5 pm (CST)ABS exists to promote aviation safety and flying enjoyment through education andinformation-sharing among owners and operators of Bonanzas. Barons and Travel Airsthroughout the world.ABS MEMBERSHIP SERVICESMonthly ABS Magazine ' One-on-One Aircraft Advice ' Recurrent Training thraugh Beechcrafi PilotPraficiency Program · Aircraft Service Clinics ' Air Safely Foundation Research & DevelopmenlProjects' Regulatory & Industry Representation ' Annuol Convention & Trade Show ' AffitiatedAircrafllnsurance with Falcon Insurance ' Members-only Website Section · Educational Books.Videos & logo Merchandise ' ABS MasterCard (with RAPID Discounts) • Professionally StaffedHeadquarters · Tool Rental Program.Term expires• Second and final termPRESIDENTCRAIG R. BAILEY (Area 4) ' 20072518 Colony Ave .. lindennursl. Il 60046phone: 847-64~866 , fox: 847-646-7768EHTloil: cbailey@kraft.comVICE PRESIDENTJON LUY (Area 7) 2005205 Amador Rood, Sutter Creek. CA 95685phone: 209-267.0167. fox: 209-267.0247e-mail: jdebonair@hotmail.comSECRETARYCHARLES S. DAVIDSON. M.D. (Area 3) 20061605 Wood Duck In .. Kill Devil Hills. NC 27948phone: 252441-5698. fox: 252441-5853EHTloil: chorles_davidson@Charter.netTREASURERJAMES E. SOK (Area 1) • 20079 Spruce Dr .. PO Box 1 895. lakeville. CT 06039phone: 610-530-1759e-mail: jsok@ptd.netASST. TREASURERARTHUR W. BROCK (Area B) 20062831 Colt Rd .. Rancho Palos Verdes. CA 90275phone: 310-548-8507. fox: 310-548-3767e-mail;brockart@aol.comGEORGE GIRTON (Area 2) 20073701 Murvihill Rd.Valpara iso. IN 46383phone: 219464-9956e-mail: george@calldmi.comJACK THREADGILL (Area 5) ' 20051602 Brook Hollow Drive, Bryan, TX 77802phone: 979-779-7155. fox: 979-775-7432e-mail: threadgl@tca.netBILL STOVALL (Area 6) 200632675 Woodside Dr .. Evergreen. CO 80439phone: 303-670-2244. fax: 303-670-3385e-mail: biUstovall@highstream.netJOHN D. HASTINGS. M.D. (AHarge) ' 20051432 S. Newpart Ave. Tulsa. OK 741tO-5601phone: 918-747-7517. fox: 91 8-742-7947e-mail: hastings20@msn.comB.J. McClanahan. MD 1967-1971Fronk G. Ross 1971-1973Russell W. Rink 1973-1975Hypolite T. landry. Jr .. MD 1975-1976Calvin B. Early, MD. PhD 1976-1977Copt.Jesse F.Adams. USN(R) 1977-1978David P. Borlon 1978-1979Alden C. Barrios 1979-1980Fred A. Driscoll. Jr. 1980-1981E.M.Andersan. Jr. 1981-1983Donald l. Monday 1983-1984Harry G. Hadler 1984-1985John E. Pixlon 1985-19B6Charles R. Gibbs 1986-1987Joseph McClain. til I 987-19B8lee larson 1988-1989William H. Bush 1989-1990Ray l. leadabrand 1990--1991James C. Cassell. III 1991-1992Warren E, Hoffner 1992-1993John H. Kilbourne 1993-1994Barrie Hiern, MD 1994-1996Ron Vickrey 1996-19971997-19981998·1999Tilden D. Richards 1999·2000Jon Roadfeldl 2000·2001Harold Basi 2001·2002Jack Threodgill 2002·2003Jack Haslings.MD 2003-2004ABS SERVICE CLINICSCHEDULE 2004-05December 2-5Romano. CaliforniaCruiseair Aviation (RMN)2005January 13-16Phoenix (Deer Valley). ArizonaCutler Aviation (DVT)February 17-20Lontana. FloridaWindword Aviation (KLNA)April 21 -24Woodland. CaliforniaWoodland Aviation (04 1)July 14-17Gig Harbor. WashingtonAssoc. Aviation Enterprises (TlW)August 18-21Sioux Cily. IowaJetsun Aviation Centre (SUX)November 3-6Gainesville. TexasTomlinson Aircraft Services (GLE)December 1-4Romano. CaliforniaCruiseair Aviation (RNM)Register online ot or contact ABS headquarters316-945-1700.

~~rPRE's'T cS E N-i;'s;CcrfvrfV1 'E ~~rr ~s"=---BY- CRAIG-BAllEY-As the new president of ASS, I am flattered and honored that the ASS board has asked me to lead ourorganization into 2005. In my first column, I thought this would be a good time to tell you a little aboutmy background and what I see in the upcoming year.Personal backgroundI grew up in Brill. Iowa. a lillie lawn in north central IowaWilh a population under 2.500. Brill is known as the HoboCapilal of the US , a weekend celebration my great-grandfatherstarted in an effort to bolster tourism. Brilt has no airport: theclosest one was a grass strip 15 miles away in Garner, Iowa.That strip no longer exists as it has been recently plowedunder.From an early age I had a fascination with planes. I wouldregularly ask my parents to pull into any airport that we mightbe coming up to so I could look at the planes. I am not surewhere my interest came from, as no one in my family was apilol. With model airplanes and U control ,049 trainers, myfascination continued through my early years.It was not until I became a senior in high school that I hadmy first chance to take an airplane ride. A classmate receivedhis private pilot certificate, and he asked if I would care to gofor a ride. I don't think I ever said yes to anything 0 fast in mylife. It wasn't long thereafter that I got my first glimpse of thisbeautiful earth from an airplane. What athrill for me. and that trip forever set thehook that flying was for me.lt was not until the summer betweenmy sophomore and junior year at IowaState that I was able to implement my planto become a pilot. During the day I workedroad construction and several nights aweek I would drive to Clear Lake, Iowa,some 25 miles away to take flying lessons at Dwyer Aviation.This is the same airport and FBO that Buddy Holly departedfrom on his last fli ght. The day before I returned to Iowa Stateto begin my junior year of college, I passed the private pilotflight check.Flying is a 101 like the Boy Scouts: There is always anothermerit badge 10 earn. In the case of flying, there is alwaysanother certificate or rating to work on, Over the years I havebeen very active in general aviation. I hold a multi-engine ATPcertificate along with fli ght instructor certificates for airplanes,single and multiengine land as well as instruments. In addition,I am a safety counselor for the FAA out of Milwaukee.Wisconsin.I have in excess of 8,000 hours of flight time, a large partof that in Bonanzas and Barons. Since moving to Chicagosome 10 years ago, almost all of my annual 300 hours of flightFlying is a lot like the BoyScouts: There is alwaysanother merit badge toearn, In the case of flying,there is always another certificateor rating to work on,time is in Bonanzas and Barons. Ofthat. I average 125 hours per year inmy own S35 with the remai ning hours as dual given either onmy own or through the BPPP.My real job during the day is with Kraft Foods where Isupport and provide direction to our labor relations team in thearea of employee benefits. In addition to labor relations. I handleall the aspects of employee benefits for acqu isitions as wellas divestitures and closings.Despite a busy professional life and a "second job" as anight instructor, the best part of my life is in my S35 with mywife Connie. We have had some great flying adventurestogether and look forward to many more.The future for ASSAs I look to the future, I am excited about where ABS isheaded. Over the last several years, the board has taken a morestrategic approach to our Society's business, looking more tothe future and the needs of our members.For instance, in 2003, with the help ofABS members, the Technical Summit wasundertaken. This year the first EducationSummit was held in Wichita. Both haveresulted in a great many initiatives gettingstarted and some have already beencompleted.During 2005, our focus will be onmoving these two initiatives ahead to providegreater technical support for our members as we continueto emphasize the importance of lifelong learning for pilots aswell as for mechanics who work on our airplanes.In addition to the ongoi ng work of these two summits,ABS will continue to expand the role of the Internet as anever-increasing resource to gather and di sseminate technical aswell as other kinds of information to our members.An example of this increased focus on the Internet will bethe introduction of the Frequently-Asked-Question database(FAQ) as a first resource of technical help for our members.More on FAQ will be coming out in the next few months.With the help of the ABS board and staff, along withBPPP and increased member involvement. I feel certain 2005will become a stellar year for our Society.-CraigABS November 2004 www.bonanza,org Page 8704

I'M A V-TAILKIND OF A GUYn the early 80s I owned a 1952 C35~in a pannership with three others. Inthe mid-80s I became the sale ownerof a 1957 H35 that I owned foralmost 13 years. In February of 1998I became the owner of my currentV-tail, a 1964 S35.N5813S was purchased new andspent most of her life with the first ownerin California until the mid-I 9905. Fromthere she moved to Kansas for a shanperiod and then on to Texas. At the time Ipurchased this Bonanza, she had just over1.600 hours total time with the originalengine still running strong.The S35 is reputed 10 be the fasteststock Bonanza of the fleet. It was thefirst model with the factory-installed10-520 and the airframe was still fairlyli ght. The basic empty weight ofN5813S is only 2,050, with a grossweight of 3.300. On my first flight,from Texas back to my home base ofKenosha, Wisconsin, I enjoyed one ofthe fastest trips to date in a Bonanza.With a nice tailwind, my averageground speed at 9,000 was 211 knots.Life is so good.~EEC~C~RFi OF THE M~~T~~5913S }J9' .Craig BaileyLindenhurst, IllinoisN5813S EQUIPMENT LIST: JPI 700 with fuel flow, KMA 24 audio panel. KLN89B GPSwith a KI 209A omni head. two 10(155 nov cams, KR87 ADF. KN64 DME. KT79Ctransponder. PM 1 00011 intercomwas to find a low-time damage-free airframeI cou ld restore. After gelting her.it wasn't long before the updates began.In early spring of 1998 I took theplane to Airtronics in Clintonville,Wisconsin , to have the instrument panelredone and a new suite of avionicsinstalled. The panel was a collage ofplacards and almost a historicaltimelineof the avionics industry. Every knownmanufacturer of GA avionics was represented,with equipment dating all theway back 10 1964. The panel wasstripped and painted and a new line ofKing radios was installed.In March of 1999, I dropped off theplane with Dick Pedersen of PedersenAircraft in Ladysmith, Wisconsin. Dickpulled the original engine and replaced itwith a factory-remanufactured 10-520BBwith new BDS baffling. All hoses werereplaced and all accessories and the propwere overhauled at that time.Since the major work has beencompleted I have continued to upgradethe plane over the years. Each year afew new projects are tackled. Perhapsthe largest noticeable upgrade 10N5813S was the installation of a speedslopedwindshield using Beechcraftparts. Once again Dick Pedersen, ABSconsultant, was asked to complete thismodification resulting in a factory-freshappearance.Thi s wonderful V-tail is usedapproximately 125 hours each year takingmy wife and me on wonderfuladventures across the United States,Canada and the Bahamas. Through theBonanza we have met so many wonderfulfolks , and the plane has allowed usto do and see so much that I can't imaginenOL owning a Bonanza. --@--

. th one of .the SOCiety's greatest successesIS e continUing histDlY of members contnbutlngarticles for the ABS M .Mag ' . . agazme.aZlne wntlng is even more accessiblethrough the annual ediforial calendar thatprovldes advance notice of major and minort0PICS to be Covered.. We invite you to submit articles for con­Sideration featuring your experiences andexpertise on this list below.Need a liHie help wrifing? Give it your bestand we'll back you up with expert editing.Nof a writer but have something you'd"k~ to read about? Give us on idea andwe II see who's out there to write it.Don't know what 10 write about? Check outth~ new 2005 ABS Editorial Calendarow.beThe magazine has a lead time of two amore months, so we're currenlly focused 0:the flfst few months of 2005. We'd also n thear about:I e aArticles (with pictures, if Possible) onowner-performed maintenance tips (oilchanges, tlfes changes, etc.).Great flying experiences, beth extendedtnps and shorfer jaunts, to destinationsyour fellow members should know about.Other flying experiences that exhibit pilot­Ing skill or lessons learned.If you were lucky enough to hrescuedave. an early Bonanza from 'tieddown In the weeds' to making italMorthy, share that experience with thmembers.eSo get busy with your pencit, typewriter orccmputer. Send your contribution by mailfax, or e-mail. ABS, 1922 Midfield ROOd PO'~~;012888Wichita ,KS 67277. Fox: 31&94;w, e-mail: obSmoil@benanza.orge can hardly wait to see What aucreate for Upcoming issues! --®-MONTHMAJOR TOPICJanuary How will you keep your ,;kill,; ,;harp in 2005? Winter flying tips for BeechcraftFebruary Model 33: From Debonair to Bonanza Using ABS information re,;ource,;March "Hard IFR"-gadget,; and tip,; for flying Window,; ba,;ic,;: maintenance and replacementBeech airplane,; "in the ,;ystem"April Propeller ba,;ic,; "Buying New": member experience,; purcha,;ingnew-production Bonanza,; and BaronsMay Gear check: operation, in,;pection High-altitude hotrod : Baron 56TCand maintenance of the Beech landing gear ,;y,;temJune Flying the "cla,;,;ic" look: original-configuration V-tail,; High den,;ity altit ude and mountain flying tip,;200S C ' . .,. hAg' (you, ",05t memora'l. GI kJuly onventlon. loget er am AB5 Convention experience) ass coe pit transition trainingAugu,;tE -,;erie,; engine5--tip,; for flying andmaintaining a cla,;sicOxygen option,;September Hard-working Beechcraft: Bonanza,; and Baron,;in commercial and military serviceNext-generation Beech mechanic,;OctoberNovemberMost common Tech Tip,; que,;tionsDown-time project,;: what member,; do withtheir airplane,; when the weather',; badAuxiliary fuel ,;ystem,;Gone in a fla,;h: the Beech 38P Lightning• • .I •

Bottle jack and the base and roil tools are used to push the windshield pastthe hat section of the structural frame with a great amount of control.Weakened windshield installation, caused by having the rivets installed too close.It is extemely important to mention atthis point that many windshields and front sidewindows (framed or not) have been overtrimmedby inexperienced installers whoundoubtedly held them up to the hat sectionstructural frame and eyeballed a trim line thatwould allow the window to easily slide post thehot section and seat into the structural frame.The unfortunate result is a window that istoe small to have the proper distance betweenthe mounting holes and the edge of thePlexiglas or retaining frome, with rivets barelysecuring the window in the metal frame. (Ihave seen this many times in my 30-plusyears in business.) As this is a fairly commonproblem in oftermorket installations, it's agoed idea on a prepurchase inspection to pullthe window frames and have a look.Also, even when the metal window edgeretainer frame is over-trimmed, point is oftenscraped off the hot section during installation,proef of just how tightly these windows fit. Thephoto tells all: on over-trimmed window andstill tots of miSSing point.I've hod about all of the window businesst can stand for th,s issue. And we're at agood technical breaking point anyway. We willcontinue next month with final trimming, fit-ting and installation of both framed andunframed windshields and forward side glass.We will also get to those bock windows.Don't worry, it doesn't involve nearly as muchtechnical information or as many installationwoes. Most of the hard part is behind us.ABS member Dennis Wolter started Air Mod in 1973to bring innovative design and high qualify renova·tions to the general aviation market. Dennis, his wifeCynthia and 10 dedicated employees completeabout 40 renovations each year at their facility onthe east side of Cincinnati. Dennis has a degree inindustrial design from the University of Cincinnati.He is an A&P. JA and a 3,OOO·hour instrument pilot.DATENov. 5-7Jan. 21-23LOCATIONNorfolk, VirginioPhoenix, ArizonaBPPPSCHEDULEAIRPORT April 15-17 Fresno, California FATORFDVTMay 13-15June 10-12Columbus, OhioCMHColorado Springs, Colorado COSFeb. 4-6 Melbourne, FloridaMLB Bonanzas/Barons/Travel Airs at all locations. SubjectMarch 18-20 San Antonio, TexasSATto change. Cockpit Companion course availableeverywhere.April 1-3 Greensboro. North Carolina GSO CALL THE BPPP REGISTRATION OFFICE TO MAKEARRANGEMENTS: 970-377-1877 or fax 970-377-1512.Page 8711 www.bonanza.org ABS November 2004

GROSS WEIGHT INCREASESHow to safely (and legally) carry more in your airplaneBY GEORGE WILHELMSEN. MORRIS. ILLINOISave you ever found yourplane is just short of whatyou need? For example.let's say you want to take atrip in the Bonanza outwest to ski with your wifeand two kids. It will be asimple trip. one that you have taken foryears while the kids were grow ing up.Now that your daughter is nearlycollege age. you see this as potentiallyone of the last vacations you will beable to take as a family before shedeparts and starts her own life.As you always do. you take thetime to figure out the weight and balance.You calculate your own slightlyincreased weight, along with that of yourwife and children, and then take intoaccount the amount of fuel needed. Onceyou finish this exercise, you find thateven if you skimp on fuel. you don 'thave enough margin to accommodateeven a reasonable amount of baggage.You have hit the "Gross WeightWall"- the point at which your aircraftis no longer capable of carrying yourfamily and their travel needs withenough fuel to get you where you wantto go. Your choices are: Take out a loanand buy a plane with the capacity tohold your family and all their goodies.or look for ways to increase your aircraft'smaximum gross weight.Several firms have actively workedto increase the maximum gross weightof Beech aircraft. The increases vary bymodel, but they are FAA-approved, andwhen installed and documented with theright STC. can actually allow moreweight than it was originally designedto carry.This may sound like a dream cometrue, since such options can increaseyour useful load. But it is important toread the fi ne print and understand thedetails before you sign on the dottedline.The most frequent ly asked questionabout increasing gross weight revolvesaround the regulations for the orig inalproduction. The argument goes somethinglike this: "Given the stringentdesign requirements that are pall ofbui lding a certified aircraft. how can anaftermarket person come up with a modthat allows the gross weight of my planeto be increased' "The answer: Aftermarket folks puttheir gear through stringent testi ng. andthey proved that it would do what it wasintended to do.Testing, testing, 1-2-3 ...I' ve had the opportunity to lookover testing equipment used by vendorsas they tested aircraft for gross weightincreases (GWI). Due to the proprietarynature of the testing, I can't go intomuch on the specifics. But in one case,I saw a rig that allowed the airplane tobe lifted several feet off the floor. andthen, believe it or not, dropped to theconcrete floor. This test is designed toverify that when it is loaded to the newgross weight, the structure of the airplanecan handle the load by si mulati nga hard landing.In this test. the aircraft was instrumentedup so that the various loads onthe st ructure can be measured.Afterwards. the various access panelsare removed and the aircraft is inspectedto verify that nothing broke or fa ileddue to the increased load. It alsoincludes FAA oversight and post-testreview, looking for any structures thatmight have been stressed, or even overstressed.Vendors want to do the drop testingfirst for a simple reason: If the airplanefails 10 handle the weight on a simulatedhard landing. the FAA won't approvethe increase.Once the drop testing is completedand approved, the vendor has to gothrough a flight test. While this varieswith the FAA FSDO, it usually includesflight at both ends of the center-of-grav-Velldors lI'allT 10 do Ihe drop In/illg fir.11 Fl!' a .lillll'le rmlOIl: If Ihe airpilinefaihlD halldle Ihe weighl Oil a .Iilllllialed hard landillg, Ihe ['·\A 1\'011 't a!,!,IVI'l'the illcrea\t'.ABS November 2004www.bonanzo.org Page 8712

ity envelope, at maximum load, andwith a full set of controllability teslSincluding stall recovery and even slownight.The objective of the flight testing isto assure that the increased weight andhow it can be distributed doesn't causethe aircraft to pick up some new. unrecoverableflight characteristic. It is usuallyaccomplished with a spin chuteinstalled, in case the plane encountersproblems, and is observed on board byan FAA Designated EngineeringRepresentative (DER).The final phase is really the hardest:submitting the paperwork to theFAA and waiting for the arrival ofRequests for Additional Information(RAT) or approvals. Firms that we havediscussed this with indicate that thisprocess runs from several months to upto a year.Exploring what it takes to obtainGWI approval helps explain the costs ofsome of these product. To compile thenecessary test and paperwork takes asmall army of highly trained people, allof whom draw salaries during theresearch and development process.While multiple aircraft STCs areregularly pursued, all it takes is a singlebad test for a year of testing and researchto go down the tubes. Thus, the cost ofthese increases in your aircraft's load-carryingcapabilities is usually not small.Applicable aircraft and modsFor Beech products, there is a widevariety of GWl mods ranging from simpleproducts for the Bonanza and Debonairto engine mods for multiple models.If you are looking for the lowestcost path to a GWT , look for vortex generators(VGs). The function of VGs is tocreate tiny vortices on the top of yourwing that help keep the wing flying atlower speeds. One vendor offers a 100-pound GWI with their VGs, with pricesfor the product set at around $2.500,plus installation.The next lowest path for gaininggross weight is through the installationof tip tanks. Tip tanks Slightly increasethe surface area of the wing and bydoing so, increase lift. The downside isa potential loss of top-end performance,si nce the tip tank is a body in the airflowand adds frictional losses to the aircraft.(Tip tank suppliers cite the "end plate"effect of tip tanks, a drag reducer, toclaim there's no airspeed loss with tiptank installations. -cd.)A word of catl/ioll: You need to readthe fine print on tip tank GWls, since insome cases the increase is available infuel ollly, which is still good, butreduces the utility of the change,Generally, tip tank GWls range from 50to 200 pounds or more, depending onthe aircraft model and tip tank vendor.The final GWls we are aware of arealso the most expensive: engine mods.These mods can either be in the form ofa complete engine and baffle replacement,or through the addition of a turbocharger.In general, the engine mods cost inthe five-figure range, and may includethe need to replace your propeller,which adds still more to the total cost.In some cases, the engine mod must beinstalled with the vendor'S baffles totake advantage of the GWI.Sl/nergiesThere are some mods that worktogether to create a larger GWI. At leastone vendor can offer 300-pound GWlsto customers with the right nircran thatinstall their vortex generators and tiptanks. Again, this is aircraft-modeldependent. It is not applicable to allBonanza models, but instead to a selectfew that were tested and certified tosupport the additional gross weight.Sum marl/Mods are available in a wide varietyand range of prices to increase the grossweight of your Beech product. They aregenerally less expensive than buying anew larger airplane-both in terms oftheir initial cost and operating expensesandare a viable option to get you moreuseful load. They also safely make yourairplane more versatile and able to meetyour needs today and into the future.A 1mI'd of colltion: Ycll/ lIeed to reud Ihe jille I'ri111 Oil lip tallk GlVls, .I/Ilce ill. Iome cases the increase is ami/able /II file/ Oil/I'. which is slill good, bll/reduce.\ Ihe IItility of the challge.ABS member George Wilhelmsen is the SystemEngineering Supervisor at Exefon's LaSalle CountyGenerating Station. He is a Commercial Instrumentratedpilal, is the avionics editor for Private Pilotmagazine and is a contributing editor for AvionicsNews .Page 8713www,bonanza,orgABS November 2004

''WEIGHING IN" ON GROSS WEIGHT UMITSIt would be a daunting task to include all the possible GrossWeight STCs and their details, but Tom Turner and a couple memberssubmined these reports on a few ways to achieve a GWI. Here are theiradditional thoughls and insights into the subject.The 4.000-pound BonanzaBY TOM TURNERABS TECHNICAL SERVICES MANAGERThe greatest available increase in maximum gross weight comesat the greatest cost. This year Tornado Alley Turbo (TAT) earned STC approval for a maximum takeoffweight increase of up to 489 pounds. The STC applies to the G33, F33Aand all Model 36 80nonzas. Some models have maximum landingweight limitations (because of loods experienced on touchdown) lowerthan takeoff weights-meaning a fair amount at fuel must be burned offoffer a moximum·weight takeoff tor any but emergency landings.The heaviest Bonanza-TAl'sturbonormalized 10·550 B36TC SOllie lIIodels hare lIIaximumlal/dil/g weiglrl lim­moditicotion-gets a maximumtakeoff weight of 4,042 pounds (0192·pound increase), while the italiol/.\ lower ,lull! takeoffweigh,s-Illeallll/g aG33 gets the biggest improve·ment-o 489·pound maximumtakeoff weight increase, to 3.789 fair lIIrwllnl (I[fllelmlls,pounds.he hllmed off after aThe F33A gets a 354·poundbaast while the 36 and A36 have a lIIaxillllllll-Ireilllrr Takeoffnew 4.000·pound maximum takeoffweight of 400 (1968·1983for any InrI emergencymodels) or 350 (19B4 and laler) landings.pounds higher than original.The G33 and F33A have a maximum landing weight of 3,600pounds and the B36TC's maximum landing weight remains the original3,850 pounds, while there is no below·max·takeoff landing weightrestriction on the 36 and A36.The B36TC remains in the Utility cotegary under this STC, while theother Bonanzas move from Utility to Normal category at the higherweights."There is a ... warning section in the POH supplement on dimin·ished takeaff pertormance at the higher weights: says TAl's GeorgeBraly." 1t is generally around 10-15 percent [increased tokeaff distance].but in some extreme cases can be as high as 30 percent [more] dis·tance to [clear] a 50·foot tree:Here's the catch: These weight increases come only with theinstallation of a TAT turbonormalized 10-550 "with all of the current can·figuration changes accomplished as of the most recent drawing changerevision: according to Braly. This "includes all of our baffle improve·ments. the enlarged intercooler and revised induction system and the(balanced fuel) injectors: Hence. those extra couple hundred poundscome with a price tog approaching 550,000 or more.Bem D'Shannon lip tanksBY LARRY GAINES, STOCKTON, CALIFORNIAOur otherwise stock J35 has Beryl D'Shannan tip lanks. The paper·work says Ihey hold 15 gallons, they are labeled 20, and they toke 17.5when filled from bone dry.The STC includes a 200·lb. A ~ a fairly acmrale rule.increase in maximum gross weightIre wOllld Irare TO he orer(from 2,900 to 3,100 pounds) withno restrictions that any of the extra gross 10 go bel'lllld lireweight has to be carried in fuel.(If 1 CG lillli,.Useful load went from 950 to1.150 pounds and full fuel payload stayed about the some at around600 pounds, which, of course, gives me 800 pounds with empty tips andthe rest of the tanks fu ll.The aircraff went from Utility to Normal category, which alsochanged Va (at max gross, obviously). The arm of the fuel in the tips isa liNie behind the CG, so burning off the tip fuel (actually, it gets pumpedinto the mains, which are ahead of the CG, but once it is burned ...)moves CG slightly forward.Because of the off cobin bulkhead location, just ahead of theretractable step mechanism. we don't have off CG problems like V35Bsand F33As. That is, unless we put heavy stuff in the baggage comport·ment.I did about 30 sample weight·and·bolonce checks and determinedthat with four people and bogs (at gross with people in all seats), theonly way to get off of limit CG is to put two big guys in bock and a superlightweight up front with me. Empty with two guys up front. we are closeto forward limit.As a fairly accurate rule, we would have to be over grossto go beyond the off CG limit.I use the tips only when going a long way, or when I am worriedabout fuel availability at my destination-maybe twice a year, tops. Icould easily live without them. but I do enjoy the added weight·carryingcapability they bring.Bem D'Shannon VGsBY KYLE SMITH, WICHITA. KANSASWe hod the BOS vortex generators installed on our C33A. The VGsadded 100 pounds to the MTOW with a negligible change to Ihe emptyweight and CG envelope. Installing VGs was the lawest-cost avenue wefound to increase gross weight.Our total cost was right at the 53,000 marl

AND A FEW THINGSABOUT THEMBY JOHN M. MILLER. POUGHKEEPSIE. NEW YORKairplanes will enter aspin under certain conditions.principally whenairspeed is too low andthe airplane is stalled while in a turn ifrudder is used improperly. That is howwe deliberately enter a spin.However. a spin can result fromother misuse of controls, even abovepublished stall speeds. There was a timewhen regulations required pi lot cand i­dates to demonstrate proficiency inentering and stopping spin s. However.there were more spinning accidents duringinstruction in spins than in otherroutine flying. possibly due to thein structors' lack of proficiency orimproper loading of the aircraft.The selection of the wrong aircraft,suscept ible to bad spin qual ity such as atendency to progress from a normal spininto a nat spin. usually uncontrollable,was also the cause of accidents.One of the most common inadvertentspins occurs during an approach tolanding. This might occur when the airplanehas a tailwind on base leg and acrosswind on fi nal. The airplane overshootsthe nonnal approach path and thepilot starts a flat turn to get back in linewith the runway. The rudder is used toget back in line with the runway insteadof banking the tum properly. resultingin skidding which lowers airspeed aswell as puts the airplane in a yaw.That is a classic way to enter a spin.Pilots feel they are too low to correcttheir approach path by banking, so theyuse the rudder improperl y. Don't dothat! The result can be death.It is my belief that a pilot is notfully and truly competent unless he hashad training in spin recovery. I canunderstand that many are terrified byspins so avoid them . If a pilot is properlytrained in avoidance of spins, thatmay be enough to carry him safelythrough his entire career.Actually, a spin in an airplane thatspins well and safely is a lot of fun. Ican remember when we used spins justto get rid of altitude or to get downthrough a layer of clouds. Stories aboutsuch use of spins are not mere myth.Spins are required in the case ofsingle-engine airplanes for approval.However, full spins are not required fortwin-engine airplanes with enginesmounted on the wings. on ly quickavoidance from an incipient spi n duringa stall. The mass of the engines out thereon the wings increases the radius of gyrationof the airplane. In other words whenthose heavy engines are going around ina circle at high speed, in all probabilitythe rudder wi ll not have enough airspeedto stop them turning.A single-engine airplane does nothave that problem, except when thewing tanks and tip tanks are fu ll. Anyairplane loaded with a center of gravitytoo far back can be dangerous. Thatincreases the radius of gyration and thedifficulty in stopping the spin.That also can happen if the airplaneis loaded so that the CG is too far forward.If an airplane is modified with aheavier engine and propeller, and aweight is installed in the tail to balancethe airplane, there is real danger of anuncontrollable spin. With those twomasses flying around in a circle theytend to go farther out, thus lifting thenose and lowering the tail, resulting inan unstoppable spin.That very thing happened to afriend of mine when he installed a 300-hp engine in his airplane to replace thelighter 220-hp engine. He had to installa weight in the tail to get the CG with inlimits. During the required spin test. theairplane quickly entered a flat spin fromwhich he could not recover. He hesitatedtoo long before bailing out and had toride the plane down. It crashed on a privatehouse a mile or so east of TeterboroAirport, with the engine going downthrough the kitchen. He survived. Noone else was hurt. There were big damagesto the house and the plane. a NewStandard D-25, was demolished.During the first Florida Air Tour inwhich 42 airplanes participated, one ofthe airplanes was a single-engine, twoplace,low-wing cabin type withretractable landing gear. It was the firstretractable landing gear I had ever seenon a passenger airplane. (There hadbeen one on a racing plane, and ofcourse amphibious airplane. hadretractable landing gears.)That little airplane was built inColorado by the Eaglerock Company. Iwas given a ride in it and it was wonderfulfor its early day. far ahead of anyother airplane. At that time most ai r­planes were open COCkpit biplane types.•Page 8715www. b o nanza .orgABS Nove mbe r 20041

wilh only a few early cabin Iypes. ThaIlinle Eaglerock was the only cabin typein the 42 airplanes on the tour.Unfortunately. when the plane wasspin-tested later at the factory, it entereda flat spin and the test pilot could not getout quickly enough. so he had to ride ildown to the ground. The airplane wasspinning so fast that ils vertical velocitywas low enough to prevent major damageor injury 10 the pilot.Later. however. two olher pilotsdecided 10 ride il down logether andwere killed. As I understand it. that wasa major cause of Ihe failure of the companyand the abandonment of a finedesign. I am sure that Ihe flat spin tendencycould have been corrected andaviation would have been greatly stimulatedto gel away from open cockpitbiplanes earlier.All spins rotate Ihe airplanes aboultheir center of gravity. In the case of aflat spin, Ihe wing on Ihe inside of thelum is actually moving backwards, sothe airplane is descending as an ineffi ­cient autogiro, and therefore at a muchgreater downward velocity. They areusually unstoppable.Not having ever gotten into a flatspin my. elf. I am nOI goi ng 10 try to lellhow 10 slap one. J have talked to othertest pilots who have had Ihe experience,however. and I understand it is besl topush Ihe control loward the spin. ThaIlowers Ihe oUlside ai leron, which thereforehas more drag. The other ailerongoes up and tends to increase drag andreduce Ihe lift of the backward-movingwing to get the aircraft to revert to anormal spin. I have been laid this byAll spins rotate the airplanesabout their center of graVity.In the case of a flat spin,the wing on the inside of the turnis actually moving backwards.so the airplane is descending.pilOlS who have had the experience andsurvived. The rudder is ineffeclual untilIhe airplane reverts to a normal spin Ihave been laid.A few years before wwn. theNaval Aircrafl Faclory at thePhiladelphia Navy Yard had built theprototype of Ihe avy 3 biplanetrainer, which was later produced there.I was a tesl pilol for the Kellen AutogiroCo. al Ihe lime and the engineers at the.A.F. asked me to check the airplane'sspi n. Armed with the informationabove. during the test I tried to get it tol1at spin during 25 turn spins, left andright hand, and failed. So Ihey wentahead and produced the N3N.When I was flying for Eastern AirLines. on one check flight with the chiefcheck pilat. he demonstrated a one-tumspin in a DC-3 and then let me uy one inthe opposite direction. Of course, therewere no passengers in the cabin, so thatwas an advantage in recovery. But 1 amsure it would have been impossible torecover once those two engines had gottenup to full speed. whirling around theCG, or if the cabin had been filled.I can tell you what happened inanother DC-3. There was a new captainmaking his first scheduled flight as acaptain, after having taken all tests andthree check rides on the route fromMiami to New York. He took off fromMiami and climbed to cruising altitude,[ think that it was 7.000 feet.Shonly afterward. he had to gothrough a thunderstorm- very commonalong the east coast of Florida. He had noexperience in thunderstOlms and soonlost control and got the plane into a spin,on instruments, in the middle of the storm.With all that load of passengers andthe two heavy engines out on the wings,the airplane quickly progressed into aflat spin. On instruments, in a spin. thatwould be very confusing for any pilot,and he was unable to do anything aboutit but expect a fatal crash. The planecame out of the bottom of the clouds and,still spinning rapidly, pluttked into theEverglades swamp and water. Due to thewings spinning so fast. the venical speedwas reduced and all aboard the airplanesurvived with no serious injuries.The captain's foot had gottencaught, however, and water was up tohis chin before rescuers diving down inthe dark water in the cramped spacewere able to free him. This was aremarkable event and the only one of itskind I have heard of. The plane actedlike an autogiro in vertical descent. Ofcourse, if it had landed on dry ground.the story would have ended very different,probably with many deaths and afire. That plane was salvaged.Enough said. but do get periodicincipient spin instruction in a spinapprovedairplane to stay competent!John welcomes comments. Write him at 20 IKingwood Port. Poughteepsie, NY 12601 . Topurchase John's book, Flying Stories, visit the ABSCompany Store at .ASS November 2004www.bonanza.orgPage 8716

Replacementexterior lightsCharles NichollsWindsor. United KingdomQ: I've just been quoted $350 for areplacement strobe nav light assembly(PIN A500B AS08-28v) on my A36.Needless to say. I think this is somewhatexpensive for a light bulb. Any illuminatingideas about where I might sourcesomething cheaper?A: Try Avlite (80S-239 -3167). Chief(800-447-3408). Spruce (877-477-7823) or Wag Aero (800-558-6868).Replacementrotating beaconBill EpsteinPittstown, New JerseyQ: The motor has given out on myrotating beacon and I want to replace it,which appears to be the original. Myplane is a 1964 S3S. Do you knowwhere I can purchase a replacementbeacon that wi ll fit the S mode!?A: Avlite Aviation (805-239-4037)can repair your existing beacon or se llyou a replacement.Replacement wing tipsand strobesThomas JohnstonCamp Hill, PennsylvaniaQ: I acquired wing tips from anA36, SN E-3050. Will it be possible forme to install these on my B33? What arethe FAA approval issues and procedures?The A36 has a 28-volt systemand my aircraft has a 14-vo lt system.Can I use the light bulbs from my positionlights in the A36 tips? Can thestrobes designed for a 28-volt system beoperated with my 14-volt system? If so,I shall need a power unit. Do you havesuggestions on where to acquire a 14-vo lt power unit for these two strobes?A: The strobes and nav light bulbswill need to be replaced with 12-voltunits. Chief (800-447-3408) is aWhelen distributor. Avlite (805-239-3 I 67) is also a source. It will take a fieldapproval with the FAA to install thelate-model wingtips.Reskinning ruddervatorsGarry AbbottVictorville. CaliforniaQ: My C35's ruddervators are showingsigns of corrosion. It appears theyare spot-welded skins. Can you tell methe correct reskinning procedures forthis model?A: We recommend using specialistsbecause they have jigs that improve thequality of the job. Magnesium ri vets areused in place of spot we lds.InterchangeableruddervatorsTerry BarkerGalveston, TexasQ: Can a set of ruddervators from anE35 be installed on my P35?A: There is a serial number break atD5726 to D7309. The internal sparswere strengthened. The tab hinge is different.The balance horns are different.So the answer is no, the ruddervatorsare not interchangeable.Tach runs over redlineKenneth KayeEvanston. IllinoisQ: My F33A's tach began showingover redline on full power. Strobe testshows it's reading 160 rpm high at thetop, and proportionally high all the waydown (1600 when props are turningabout I SOO, etc.) We've ordered a newtach. but since the mechanic says theyusually read low rather than high whenfailing, I thought I'd ask if there's anythingmore to be looked at, or a possiblerepair short of replacement. It's the originaltach wi th 2 I 00 hours. Engine wasreplaced June 2003: problem appearedimenninent May 2004. But since annualin June. it's been constant.A: Since the strobe tach check showsyour engine is operating at the properrpm. ensure that your cable is properlylubed and the new tach shou ld solve theproblem.Replacement tachometerStephen PierceSan Jose, CaliforniaQ: The tachometer died in myA36-a Mitchell , PIN D I -I 12-5023.Mitchell indicates that this tachometer iscalibrated to 2300 rpm ; however, I frequentlyfly at 2500 rpm. Does this meanthat my tach has been indicating moretime than I've actually flown? The redlineis marked at 2700 rpm, which agreeswith my AFM. The green arc goes from1800 rpm to 2700 rpm, but the AFM saysthat should be 1800 rpm to 2550 rpm. Isthis a problem?Which Mitchell tach should Iorder? I think it's DI-JJ 2-5025. Whatpaperwork do I need to make lhe installationlegal? Can I. as the pilot-owner(not an A&P) perform this installation?Can my A&P supervise the installationand sign it off?A: The D I -I 12-5023 is for model sC3S-F3S. The A36 should have a D I­I 12-S025 or S026. The average cruiserpm is then 2566. The markings shouldbe per your POH. No unusual paperworkis needed for the 5025. I wou ldsayan A&P should supervise and do atach check when done.Paint questionsRob LattaEdina, M;nnesotaQ: I am trying to clean the wheelwells. land ing gear and othcr cxteriorsurfaces and rcpair the paint of my 135.I guess that the paint is 10 years old andI plan to have the aircraft painted inthree or four years. It is stored in ahangar.

What should I use to prime andpaint the aluminum in the wheel wellsand gear? What should I use to primeand paint the exterior surfaces to protectit before complete painting in three orfour years? Can I paint over the existingpaint without stripping it?A: Please don't paint over the existingpaint. The weight is important and itdoesn't help protect the metal. We haveseveral articles in past magazines thatyou would find helpful. The CD of backissues is available from the ABSCompany Store (3 16-945-1700).Aircraft painting is more seriousthan automobile painting because ofbalance issues and corrosion prevention.We've even seen corporate jetsruined by good auto painters. Normallyan alodine or magnadync (as appropriate).then prime with chromate andpaint or a system of primers and fini shcoats designed for aircraft.Lubricating aileron hingesRick BertramShell Beach, CaliforniaQ: I recently had a 50-hour done onmy A36. Bes ides having the oi lchanged. they put grease on the hingeson the ailerons. Are they supposed 10use that or are they supposed 10 use drygraphite? The grease seems to collect alot of dirt.A: Most shops use LPS-2. The olderBeech books reference 20-weight motoroil. I'm sure some shops use silicon spray.Pitot head neededDerek HooperRydalmere, New South WalesQ: We are trying 10 obtain a pilOthead (12v) for the A36 and have triedseveral companies in the US withoutluck. Could you offer any names andcontact details of suppliers who mighthave stock, either new or secondhand?A: Try Crossroads Aviation (972-239-0263). Dodson (785-242-4000) orSpruce (877--177-7823) .De-ice valve repairMiguel EscuderoLas Po/mas De G.c., SpainQ: One of the valves my E55 'sde-ice system has installed, the PINI H44- 12, is not working. The cost of anew one from Raytheon is $3,400! Theyare also available for S2,600 somewhereelse. Do you know if this valve can beserviced and repaired ? Where and whocan do this?A: Try repair by Goodrich (330-374-3600).Fire extinguisherJohn ChismIndiano/a, MississippiQ: I would like a recommendationfor a fire extinguisher and the location10 mount it in my A36.A: You need to have easy access.Many people mount them 10 the floor infront of the front seats: for a time, thefactory mounted them in a bracket onthe floor behind the right front seat.Sporty's (800-776-7897). Chief (800-447-3408) and Wag Aero (800-558-6868) have extinguishers suitable foraircraft.Shopping for expendablesPaul SchoenleSouth Bend, IndianaQ: Where can I find the best price foroil fillers, grease filting covers, elC. forroutine maintenance on my A36? Is therea website that list pans with prices?A: There is no one single source. Youmight try Performance Aero (800-200-3141) for grease fining covers; Chief(800-447-3408). Wag Aero (800-558-6868) and Spruce (877-477-7823) aregood sources. Also try .Factory CHT probe locationMark DeanFresno, CaliforniaQ: Which cylinder is the hottest onthe E 185-11? I'm replac ing myCHTIEGT gauge and found my CHTprobe on the #3 cylinder. I thought I hadread somewhere that the #4 cy linderwas the hottest but am unable to locatethe statement .A: Probe locations change by serialnumber due to baffle and other changes,such as carburetor. Serial numbersD 1117-4865 have the CHT on the #4cylinder with a -3 carb and the #5 cylinderwi th a -08 carboAnother slippingstarter clutchDouglas FovaLebanon, PennsylvaniaQ: My V35B recently had a starterclutch fail on a new engine (l0-550B)with less than 300 hours. Does anybodykuow of an outlet where these may beavailable for a reasonab le cost? Mymechanic indicates mine would have tobe pulled and rebui lt. This meansgrounding my aircraft for some time.A: Call Niagara (800-565-4268). Wekuow of several cases of problems withthe new drum and starter.Intermittent starterDouglas HillUnco/n. NebraskaQ: My F35 is equipped with aBendix Eclipse Pioneer starter PIN 36E-14-I-C th at has an intermittent problemengaging with the accessory gear in theengine to crank it. Occasionall y, mostlyin cold weather, the motor will tum, butthe starter drive jaw will not engage theaccessory gear jaw to crank the engine.Recently, the problem has becomemore freq uent. Most times. the starterwill spin wi th out engagi ng.Occasionally. it will partially engageand click on the jaws, and lately, more

arely will it snap into the drive jawsand properly crank.I am aware that over-torquing theaccessory jaw gear can cause enginefailure, but it is not even engaging.When it does engage, it seems to crankthe engine at a normal rotation speed. Ihave disassembled the starter drive andcleaned the sludge and carbon from thedrive jaw splines, cleaned and lubed therusty centrifugal drive shaft slots andpin , and inspected the motor end (commutator,brushes and bearings) of thestarter.On the bench, the starter dri vejumps out of the housing, what appearsto be enough to engage in the accessorygear jaws. I run a sealed battery,Concord RG-35AXC, replace it everytwo years (and just replaced it due totime last month), checked the cables(clean and tight), checked the generatorvoltage (reads 14.2 vdc). The bUllonalways engages the relay, but could theproblem be intermittent high resistancein the big terminals of the relay not lettingthe motor jump up to speed? Doyou have any other ideas?A: Any resistance in the relay orcrimp connections could be a problem.There is a dimension on the engagementthat is desired. Two good sources ofinformation and repair, if needed, areAircraft Systems (8 15-399-0225) andAero Accessories (3 16-946-070 I).Electrical problemsStephen MagieConway. ArkansasQ: I have a 1998 36 wi th 720 totalhours. At 494 hrs, I had to replace thevoltage regulator. The low bus lightwould come on, the alt load was 0 andthe bus voltage was 28 or so. I couldrecycle with the alt switch and it wouldwork for a while.I am now beginning to experiencethe same problem on an intermittentbasis. If I tum on all electrical equi p­ment, the alt load will read around 50 fora while before it drops to zero and thelow bus light illuminates. I have beenunable to get it to fail on the ground sowe could check the alternator output.Is this problem the result of thevoltage reg fai ling again? Has this beena problem noted in the past? Do youhave any suggestions other than waitingfor it to fai l completely so we could sortall of this out?A: You need to monitor bus voltagewhile this is happening. Terry Norris atAircraft Systems (815-399-0225) is thebest troubleshooter we know. He canprobably help you.Push-button start switchAI PolicanoErie, PennsylvaniaQ: The push-button start switch isintermittent in my '47 Bonanza and Ihave a quote for a "surplus new" switchfor $576. Can you suggest a repair shopor a reasonable supply house?A: Try Avstat (888-287-8283), Arrell(805-604-0439), Crossroads (972-239-0263) and Select (800-318-0010).Power converterJoe GreenChickasha. OklahomaQ: In my A36, the DC oudet(s) are24-volt. How can I step it down to 12-volt"A: Most of the items using powerfrom the oudets have a range of allowablevoltage. Check the data on yourairplane. The voltage can be droppedwith a resistor. This can be fairly largeand get quite hot. You need to have anA&P or good avionics shop help youwith this.Century autopilot repairMichael O 'NeillBirmingham. AlabamaQ: I am the new owner of a 1977B55. The plane has a Century I autopilot/turnand bank indicator as a singleunit, redundant to a Century IV. It seemsas if the Century I recently died. Since Ihave owned it for only a couple ofmonths, I am still learning about thiscraft. However, my fli ght instructor andI can only remember one time that theT/B indicator worked. We have examinedthe manual, spoken to the pastowner and all efforts are nil.I am guessing the gyro is ou~ butfrom there, it is anyone's guess to thecomplexity of the repair. The pastowner reca lls a past repair to this unit.But they also have no recollection of asituation where the Century I was ofbenefit to a fai led Century IV.Since I need a TIB for [FR, I amfacing a dilemma: (I) Fix the unit as anautopilot/T&B or (2) Scrap the currentunit and replace with just a T&B unit.What are your thoughts?A: Talk to Autopi lot Central (918-836-64 18). The tum and bank can berepaired by Cen tu ry (316-683-7571),Kelly (800-835- 1054) or Quad CityInstruments (309-507- 1280).Gear motor overhaulJohn CesnikRice Lake, WisconsinQ: The gear motor quit on my H35.Could you recommend someone for anoverhaul or an exchange.A: We hear good member commentsabout Aircraft Systems (8 15-399-0225)and Aero Accessories (3 16-946-0701).Leaky gear strutsTheodore LichtmanBowie, MarylandQ: My S35's left main gear strut willno longer stay up at 5 inches. 1 have hadmy mechanic replace the O-ring sealswith new ones. The gear still dropsdown, but shows leaked hydraulic fluidwhere it is tied down. Adding nitrogengives it a temporary fix. Do you thinkthere is wear of the piston? If so, what isthe recommended fi x and who do yourecommend to fi x it?A: Five inches seems high. It soundslike the bushings may be worn or thecorrect O-ring wasn't changed. The

lower one doesn't seal the fluid. That 0-ring is in the middle of the strut.Hagerstown Aircraft Services (30 1-733-7604) should be able to help. Severalshops replace bushings, including DeltaStrut (480-844-1004), Barber Aviation(559-675-0183) and Texas Air Services(800-313-6506).Towing with locksKirt ChouestGalliono. LouisianaQ: Is it safe to tow my F33A withthe control lock in place? I'm askingbecause the nose wheel and ailerons areinterconnected, and I'm concernedabout parki ng at an FBO, installing thecOlllrol lock and then having a linemantow the airplane to a different parkingspot and possibly damaging the controlsystem. Is this a valid concern?A: ornlally, if the rudder lock is leftout and only the control pin installed,the bungees can absorb the movementwithout damage. If rudder locks areinstalled, you can get damage.Winching by the tailtiedownPatrick PellettiTerry. MississippiQ: Is it advisable to winch an A36into a hangar from the tail tiedown?A: Beech recommends against it. Itmay be possible without damage only ifthere are no obstacles for the wheels togo over and if the pull is directly aft onthe tiedown. A side load on the tiedownwill damage doublers inside the aftfuselage. We have seen many damagedlike that. A bridle to tow aft on the mainaxles is best.Brake seals sourceRonold LessleyCloremore. OklahomoQ: My F33A needs two Clevelandnose wheel grease seals, PIN 154-03200. RAPID has them priced at $50.Do you have another vendor for theseseals?A: Cleveland pans are available fromChief (800-447-3408). Wag Aero (800-558-6868) and Spruce (877-477-7823).Oil leak: fuel returnAndrew HeskethFlorissanf, MissouriQ: Oil is being poned overboard onmy G35 's E225, and I am not sure whereit is coming from. The prime suspect isthe air-oil separator. since the heaviestconcentration of oil is on the right side,staning just aft of the cowl flaps.When we put oil in the tank, wedon't get a dipstick indication (the dipstickwas modified to make it longerand give a fai rl y accu rate cold readingand has worked fine in the recent past),so it acts like the oi l is draining straightinto the crankcase. What I think is happening is that it is too full. so it justoverboards the oil. Could a check valve.or something like that, be causing this?Also, we've had increased fuelconsumption since coming out of an nualin April. In the tlVo-plus years wehave had the plane. we could book II to11.5 gph for 23 squared cruise. POHlean procedures. Since April. consumptionis up to as high as 14 gph. Fuel iscoming back into the LH tank andappears to be independent of the tankselected. At annual, we put in an enginemonitor and have been using that to leanto 100 degrees ROP. No obvious fuelstai ns indicating a leak from the tanks.Any ideas?A: Your assumption about overfillingis a good one. There is a poppet typecheck valve behind the oil screen that isprobably stuck open. After the screen isremoved, you can feel a castellated nutand cotter key on a shaft. Moving theshaft back and fonh will let you pull thevalve ou t. An O-ring just holds it inplace. Cleaning up the seat and a newO-ring may fi x the oil problem.On a G, the return fuel is always tothe left main. It's possible that. at 100degrees ROP at high enough power settings,you could be at 13.2 gph. If youwere following the POH leaning proceduresyou were probably operating atabout 50 degrees ROP and about 11.5gph. Below 60 percent power, it doesn'tmatter, but above that, either 75-100degrees ROP or 50 degrees LOP. Bestpower is, of course, at about 80 degreesROP. LOP is OK, but may be lesssmooth with an E225.Chasing radio staticGeorge IrvinChico, CaliforniaQ: Two years ago my panner and Ibought a pristine 1970 F33A that hadonly been flown 40 hours in the last 15years. Total engine and airframe timewas only 1,385 hours. After about ayear. my panner staned complainingabout a lot of radio static while flying inthe Oakland Center area of influence. Ihad no trouble at all down through areasof Los Angeles, San Diego and La Paz,Mexico.Then things got worse for bothradios (KX 155·750s). Our radio techshave tried everything: extensive benchchecks (negative problems), new coaxialcable. new topside flying wingtype antenna, extensive cleaning andchecking all connections. Still 2 by 2 on#1 and 4 by 4 on #2 when flying towardOakland. The side-tone on #2 nowseems like talking through a pail ofwater. What is going on and why now?A: Check the condition of the batteryground cable (including the crimps) andthe engine to airframe ground . Youravionics tech could also call Terry atAircraft Systems (815-399-0225) forideas on how to chase it wi th a scope.Fuel siphoningHoI MortinMiami, FloridaQ: Lately we have experienced frequentsiphoning of fuel from our S35'sleft tank fuel cap-maybe four timesover the past six months. We havechecked the vent lines (blown them

out), check valve (removed and checkedoperation) and condition of the O-ringon the cap. Could this just be "usererror" of not getting the cap on right orare we overlooking something'A: There could be distortion of thesurface the cap seal fits against, or itcould be the seal around the inner shaft.Replacement headrestsJohn ColemanHuntington Beach, CaliforniaQ: I'm trying to find some headrestsfor my V35B 's rear seats, but no luck sofar. (l have tried both Dodson and White.)A: Headrests are scarce. Dave Monte(775-782-5282) may be able to help.NEIL ' S NOTESBUYER'S AGREEMENT: While AOPA is no longer doing escrow services, theyhave a Buyer-Seller agreement letter that is reported to be well done.IGNITION SWITCH MODfFICATION ON EARLY 35S: Mark Givens (916-344-4729) has obtained an STC to install later model switches that do not kill the batterywhen doing a mag check. This is, of course, much better on the avionics. We havehad some folks do it by field approval, but it has become more difficult to obtain theapproval.CO DETECTORS: With winter approaching, it's good to consider a carbon monoxidedetector. While there are several versions, Sporty's (800-776-7897) has a goodvariety. We believe it's worth getting one of the moderately expensive ones.AlLERO TRIMMERS: Beech (RAPID) is now stocking replacement springs forthe aileron trimmers. These springs are easily changed and inspected. The trimmerknob is a two-part knob. Hold the outer part stationary and turn the inner part counterclockwise.There is a friction disk and two opposing springs inside.OXYGEN SYSTEMS: Built-in systems are being installed by Tornado Alley Turbo(580-332-35 10).HOSE CALENDAR CHANGE: We've had several recent cases of fuel flow interruptiondue to aging fuel system hoses. The inner lining can destruct while the outerpart looks OK. We recommend the Teflon-lined hose and there are severalreferences that suggest five years on hoses. Teflon should last longer, but if you havehoses that are 20 to 30 years old, I'd sure consult my mechanic.CABIN LIGHT BULBS: On late model airplanes, the overhead floodlights need tohave the molded console removed to change the bulbs.FUEL CONTAMINATION: We have recently had fuel hose lining and tank liningcontamination. We've also had alcohol causing deterioration of hoses, seals andswelling of the screen part around the needle in the distributor valve. In add ition, wehave had several incidents of water in the fuel. Also, when changing the cap seals,be sure to get the inner one on the shaft. If there are wrinkles in the tank, you mayneed to rock the aircraft to com pletely drain the tank s.Please send your questions or tips to:American Bonanza SocietyAttn Neil PobanzPO Box 12888Wichita. KS 67277Fax: 316-945-1710or e-mail to ------- -Neil Pobanz, ABS technical consultant, is a refiredu.s. Army civilian pilot and maintenance manager.He has been an A&P and fA for 45 years.Glen ~ Foulk. wfJOS

,P'130£ICIENC.Yl~130GAMReducino confusion about NAY and APPRcouplino modes on HFe autopilot BY BILL HALE, BPPPhis month we hope to reduce confusionabout AV and APPR coupling modes,including "All Angle Intercept," on theKFC autopilots,Figure I: After pressing "Direct TO" onthe GPS or centering the OBS, the captain hitsAY. The autopilot instantly goes to "NAV" +"CPLD" and it tracks merrily along, "HDG" isautomatically de-selected; moving the headingbug has no effect while "CPLD," One wouldsunnise this is expected behavior for autopilotNAV coupling,Figure 2: We're flyi ng a vector of 030°,selected with the heading bug. Then we wishto intercept and track on the 0° radial that isselected on the OBS D-Bar. So we press"NAY" or "APR,"Interesting. "CPLD" doesnot illuminate; "ARM" does.GPS"HDG" stays illuminated andthe airplane seems to be flyingthe heading bug at 030°.Moving the bug does change the airplaneheading! Why doesn't it couple? This is not asexpected. especially if we were brought up onCentury autopilots because they would immediatelytake up an intercept angle of 45°.We have activated the "All AngleIntercept" feature of the KFC autopilots. Theautopilot will follow the bugged heading (030°in this case) until the needle centers; it willthen snap over to "CPLD"; the airplane willturn toward the yellow arrow and tracking willbegin-automatically,Once it couples. "HDG" extinguishes andno further reference to the heading bug is made.The heading bug is used only to set up the interceptangle for the desired radial. We should callit: "Any angle selected by the captain,"Approach mode works exactly the sameYou can flq an entire T' stqleapproach without everdecouplinQ the autopilot.way, In Figure 2, we get the clearance "FlyHeading 030° to intercept the localizer." We'realready using HDG to take vectors; to comply,we just dial 030° on the bug. We see we areintercepting the localizer. so we select APR.Until established on the localizer, the KFC willuse the selected heading of 030°. Just what wewanted'As the localizer centers, APR-ARM willchange to APR-CPLD and the airplane will tumtoward nolth. Then we only need to wait forAPR-CPLD-GS and the descent begins.Look at Figure 3. The captain selectedNAV, yet the annunciator says "ARM." TheAP won't ever couple, Why not? The aircraftis not flying a heading that will cause an interceptwith the desired courseat all ! Look carefully, Thereis no heading mode aClive!The autopilot is in wing-levelermode (FD) and if anyintercept occurs, it will becompletely by accident.How to fix ? Dial in an intercept headingof about 030°, press heading to activate the030° heading. Ensure NAV is also selected.Then it will behave just as Figure 2 -first displaying"ARM," then AV-CPLD,The KFC was designed years before GPScarne on the scene. Surprisingly, APPROACHmode on the KFC gives far better tracking forall GPS modes than NAY. Try it out. You canfly an entire "T" style GPS approach withoutever decoupling the autopilot. Just feed in thenew headings to the course bar on the HSI asprompted by the GPS.Incidentally, the Century IV wi ll perfomaall-angle intercept for approaches, The feature isactivated by pressing HOG and APPR simultaneouslywith the intercept heading bugged. --@-

After Dad finished restoring his 1953 035 to like-newcondition in 2001 , I was inspired to get my license to fly andstarted lessons on October 15. On December 31 , with 42 hoursin a Cessna 1 72. I got it. Soon after thaI, Itransitioned to flyingDod's Bonanza. Wow! It was like getting out of a go-cart andinto a Cadillac and I knew I had to have one of my own.Last January my wife Carol and I were ready to start lookingfor our own Bonanza. I spent every evening seorching theInternet. In late February a 1957 H35 listed for sale inStockton, California, caught my affention. The engine and prophad just been overhauled. I called an airplane broker friend,Eric Miguez, and he found out it was still for sale.It took some effort, but we got the deal done, and on April4 Eric flew it home to McKinney, Texas. With the help of anotherfriend, Ensen Hopper, I was able to rent a hangar next toDad's. We celebrated with a barbecue and everyone from theairport stopped by to see the newest V-tail on the field. I tookit flying for 30 minutes before rolling it into the hangor.Later in the week I did some minor work on it with ChuckRoberts-an IA. Bonanza owner and all-oround good guy. Bythe first of May I decided my H35-like any 47-year-old airplane-neededsome more work. But the only thing I plannedon changing was the carpel, and then I was going to fly it fora while. Famous lost words ...hen we pu lled out the oil-soaked carpetwhich had been damaged by a broken oi lline (undoubtedly the reason for the engineoverhaul), we discovered the floorboardswere soaked as well and needed to bereplaced. Then one thing led to another. .. and before I knew it.we were in the middle of a full interior restoration.Mom. Dad and I own and operate a General NutritionCenter. While I worked at the store during the day. Dad wasworking on the airplane at the airport. Then when he came towork at the store at night, I would go to the airport and workuntil midnight or one in the morning. On Sundays we wouldwork together.I wanted to update the radios on the left side of the panel,and within a week we had the whole panel out! Then MomNew floorboardsSmaller front spar cover with headset jocks installed.Page 8723 www.bonanza .org ABS November 2004

and Dad surprised me and said they would pay for the interior.It took some time for me to decide how I wanted it to look.I took a marker and drew lines on the panels before 1 tookthem out. Then 1 marked all the boles on the back of the panelsso we could find them after they were covered.We bought some .016 gauge aluminum to make new interiorpanels for the back of the baggage compartment and thehat rack.I took all the seats down to bare metal, sandblasted,primed and painted them. We went to the upholstery shop andordered leather and carpet. They began making the interiorpanels on June I, which they said would take about 10 days.While Dad was hard at work designing the new instrumentpanel, 1 started stripping paint off the interior and lowerareas below the piano keys. In two days, 1 had it down to baremetal. I took the piano keys home and pol ished them on thebuffer to a mirror fini sh.For the new panel, we bought a King Skymap 1II GPS ,!com 200 com radio, King KR22 Marker Beacon, PSEngineering 1000 II with crew and recorder, new lights for theflaps and landing gear, and Nulite lighting for all of the instruments.Dad made room in the panel for all the new radios, and wefitted the panel in the airplane, then he got it ready for painting.I made a roll panel for under the left side where the oldradios used to be and then started to mask off the airplaneinside and out. 1 used a sandable primer and almond colorenamel for the interior and instrument panel.While this was going on, Dad got some 3/16-inch five-plyScandinavian birch plywood and mahogany for the floor stiffenersand started to make new floorboards. We installed the panelafter the paint dried and all the instruments were in place.Now we were ready for (he avionics guy, Kevin George,to install the radios. I had given Kevin a diagram of whereeverything was to be installed, including the intercom plugins.This allowed him to make a wiring harness ahead of time,which he installed in about four hours.The floorboards turned out great. We applied a clear varnishfini sh before installing them wi th all new fasteners. Whilewe waited for the upholstery shop, we installed a pulse light systemfor the landing lights and put in new Plexiglas landing lightcovers. We also installed an Interav alternator system, all newcamlocs on the cowling doors and lower engine access doors.New Teflon anti-chafe tape was applied to all the doors.The upholstery shop did a wonderful job. The seats were builtup with new foam and the front and rear spar covers were coveredwith carpe t. They also put recessed pockets in the panelsand recovered my glareshield.1 went to work install ing the new interior with new fasteners,which took about eight hours. Then we put in the carpets-theonly thing I had planned to change!After sitting in the hangar for six weeks, my H35 was a bitdirty, so while I was at lVork Mom and Dad took it out andUnderneath this old seot was rotted foam.Arm rests out; new seat belts in.New comfortable seals.washed it. Now the only thing left was the 22-year-old painton the outside. It needed a little help so I got out the orbitalbuffer and went to work cleaning and waxing for two days onit. It turned out pretty good for the age of the paint.The plane was ready to fly on June 16. I took it around theABS November 2004 www.bonanzo.org Page 8724

_-=== :JX>Old panel with things that did not work..Pointing done; time to rebuild.Wiring either tightened or replaced.pattern three times and after a couple of minor adjustments,my parents and I went for a flight to Sherman. Texas, andback. The next weekend my folks took their D35 and a friendand I took my H35 over to Sulfur Springs, Texas, for lunch. Iflew alongside Dad while Mom took some great aerial shot s.To celebrate the completion of the work, and to show ourappreciation to Mom and Dad for all their help, Carol and INew panel, installed and ready to go.invited them to be our weekend guests at the Hangar Hotel inFredericksburg, Texas. They arrived in their D35 and wejoined them in our beautifully restored "new" H35.Tn addition to those already mentioned, lowe specialthanks to Chuck Roberts, my sister Christine and brother-inlawBill for the tremendous help they provided to Dad and methroughout the restoration process. -@-David Godber all serlo lolly his "new" H35.Page 8725 www.bononzo.org ABS November 2004

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GENERAL AVIATION NEWSG1000-Equipped Baronsand Bonanzas BoostMarketplaceEnthusiastic airplane buyers arelining up to purchase G I OOO-equippedBonanzas and Barons after their recentdebut at EAA AirVenture at Oshkosh2004. Deposits have been made on 44aircraft - 34 Bonanzas and 10 Barons.Both aircraft will feature GarminG I 000 integrated avionics system asstandard equipment for the 2006 productlines. They will be available in mid-2005."We expected a strong response,but 44 orders in this short time is spectacular,"said Beechcraft PresidentRandy Groom. "We're hearing commentssuch as, 'The Bonanza is goodfor another 57 years. ' That's a real testamentto the enduring appeal of theselegendary aircraft."Brad Stancil, vice president -Executive Products, said the Bonanzaand Baron upgrades were designed tooffer the most value in the piston singleand twin markets. ''These upgrades arethe most fully integrated avionicssystems in the piston market," he said."We felt from the beginning that,because of their stature in the industry,Bonanzas and Barons should have themost extensive glass cockpits in theirclass."The dual-display G 1000 systemwill be integrated with Garmin's innovativeautopilot, the GFC 700"1. TheBaron will also boast Garmin's newweather radar - the GWX 68"1 -offering an early glimpse of a singlesourceGarrnin G I 000 system.The intuitive G I 000 system lineprovides improved situational awareness,increased functionality andreduced pilot workload. The Baron willbe the first to feature the G I 000 as a singlesource for all flight functions: sensors,guidance, radar, communicationand autopilot.Some standard system components andfealt/res of the ClOOO all the Baron andBonanza:• The primary flight display (PFD)replaces many of the traditionalcockpit instruments and presents thisinformation in an integrated fashionon a large-format display, and themulti-function display (MFD) putsall aircraft-systems monitoring andflight-planning functions at thepilot's fingertipsIntegrated solid-state Attitude andHeading Reference System, whichcan align while in motion, includingin-flight dynamic restarts• integrated digital air-data computerIntegrated engine-monitoring display• Integrated three-axis automatic flightcontrol systemIntegrated Mode S transponder withTraffic Information Service• Dual integrated radio modules thatprovide WAAS-capable lFR oceanic-approvedGPS; VHF navigationwith lLS; and VHF communicationwith 16-watt transceivers and 8.33-kHz channel spacing• Integrated Class-B Terrain Awarenessand Warning System (TAWS) withworldwide terrain and obstacledatabase• Integrated four-color weather radar(Baron only)• Integrated XM WX satellite weatherdatalink capable of receiving on ofthe XM WX weather monthly subscriberAviator services.• Integrated digital audio controlsystem enabling more than 120channels of digital radio commercial-freemusic and premier sports,news and talk radio.• Integrated design with reversionarycapabilities, allowing all flight-criticaldata to transfer seamlessly to asingle display for added safetyduring flightXM Radio entertainment and XMSatellite Weather hardware are includedon board as standard equipment,enabling access to both the digital audioand XM WX weather data services.In addition, the aircraft will featurethe upgrade options of L-3Communications' SkyWatch 497 trafficadvisory system and StormscopeWX500 weather mapping system. Bothof these items will be displayed on theGarmin multifunction display.RAPID announcesprice reductionsRaytheon Aircraft's parts supplyhouse RAPID announces its "largestparts price reduction campaign in history,"having "targeted more than 10,000pans for a price reduction."Go to . Load in the part numberyou're requesting, or type in the "wildcard" part number for your model airplane(examples: "36-*", "33-*", "55-*") for a complete list of parts numbers,old and new prices, and the percentageof price reduction. Most prices havebeen reduced between five and 10 percent,with a few items "rolled back" byas much as 30 percent,Order from the RAPLD website. Remember thatall on-line orders are delivered U.S.ground for no charge, with no handlingcharge.Save even more money by orderingwith your ABS credit card. For moreinfo on the ABS credit card, check or call 316-945-1700. --@-Page 8727www. bononzo.orgABS November 2004

BooKSIFA: A Siruciured ApproachBy John EckalbarLooking for a great aid to establishing yourown standard operating practices, includingchecklists, flows, callouts, briefings and flying"by the numbers~? Try this thorough treatmentof IFR operations by well-known aviationauthority John Eckalbar. Special emphasis onthe mtegratlon of GPS Into modem IFA. Thisexcellent book is very likely to cause you toundertake an A-to·Z revamp of your methodlor managing the demands of single-pilot IFA.Hardcover. 250 pages, $34.95Flying StoriesBy John M. Ml7lerA chronicle of aviation history from Jennysto jets by the pilot who flew through it all.Hardcover, 128 pages, Illustrated with vintageblack-and-white photos. Limited number ofsigned COPies avaifable - order nowlNo. 4050 $50.00All proceeds go to the ABS Air Safety FoundationEndowment Fund.They Called Me Mr. BonanzaBy Larry BallA continuatIOn of larry's book, ThoseIncomparable Bonanzas, that covers all theBonanza models from 1972 through 1990. Learnhow the Model 36 Bonanza came about: whatcaused the aerobalic Bonanza to be developed:more on the V-tail; how the vertical instrumentprogram came to be: the name change fromDebonair to Bonanza: what happened tothe Beechcraft 38P lightning; why the G33Bonanza? And much more! Hardcover, 321pages, 280 photos. No. 4035 $39.95Flying High PerformanceSingles and TwinsBy John EckalbarA seriOUS piiol cannot know too muchabout the atmosphere: about the engine andpropeller; about the essential aerodynamicsof performance, stability and control: aboutmulti-engine flymg in both theory and practice;about icmg; and about advanced systems likeradar, turbochargers, pressurization, autopilotsand flight directors. Like most pilots, yourserious study probably ended when you gotyour instrument rating. When you first began tostudy flymg, you learned about Simple airplanesWith normally aspirated engines. fixed-pitchpropellers. etc. Upgrade your knowledge base tomatch the equipment and the advanced type offlying you are doing now. Hardcover, 400 pagesNo. 4010 $38 .50Flying The Beech BonanzaBy John EckalbarThe author guides you through detaileddiscussions of queslJoos every Bonanzaowner should ask: the aerodynamics of theV-tail; Bonanza handling qualities: the whysand wherefores of airspeed and g·load limits;the effICiency of the Bonanza propeller; dragcharacteristics: the effect of flaps on takeoffperformance; instrument flying: weight andbalance; Idiosyncrasies of loading for eachmodel Emergency procedures. Hardcover,202 pages No. 4015 $38 .50VIDEOSSafety and maintenance knowledge for the owner/pilot are the core of the AmericanBonanza SOCiety, fellow pilots paSSing along information from their experiences.Videos oller us the ability to communicate in a very thorough and easy manner.Whether you are looking to reduce your workload, improve your technique orIncrease your level 01 safety, we have a number of videos available to you.Bonanza/Baron Pilot ProficiencyProgram Highlights VideoThis video addresses all Bonanza models withcommon information and tips to improve yourskills. Achieve the greatest performance fromyour aircraft. Approx. 80 minutes in length.No. 45(10 $59 .50Owner-performedMaintenance VideoA 60-minute video describing the regularmaintenance that can and shOuld be performedby the airplane owner. Detail is given to thescope and the proper techniques recommendedto perform these maintenance tasks.No. 4501 $31.25Living with a Thorough Pre-tlightInspection VideoThis 16-minute video applies to all single-englneaircraft. It aids the pilot in understanding theimportance of a planned preflight inspection.The Significance of using the POH is stressed.but it goes a slep further by explaining. in detail,what we're lOOking for. The narrator does anexcellent job pointing out that a proper preflightinspection begins as the pilot approaches theairplane. No. 4502 $10 .00Bonanza/Baron Service Clinic Videowith Norm ColVinA one-hour discussion by Norm Colvin of themost common discrepancies found at ABSService Clinics. The video also identifies areasrequiring additional attention. A great referencevideo! No. 4503 $31.25Instrument Flying Bythe Numbers Vioeoby John EckalbarAn insightful video that promotes smoother,safer instrument flying with a detailedexplanation of the airplane's reaction to differentpower settings, attitudes and configurations.48 minutes lono. NO.4600 $48.50Personalized MousepadCapture a special occasionor favorite photo. Send us aphoto of your airplane, vacationhouse, family or whatever andwe will put it on the mousepad.A great gift idea.No. 3155 $20.00Luggage TagsDurable plastic luggage tags.Colors are Green, Orange andNeon Yellow. No. 31453 for $5.00Choose from a white mug with red and blue logo, or navy or black withgold logo. Customize it by adding your name, N number, airplane modelor all three. Choose from an ABS or ASF logo. NO.3161 $15.00 eachPhone: 316-945-1700 FAX: 316-945-1710Web site: www.bonanza.org E-mail: bonanza5@bonanza.org

AOPNS TURBOMEDICAL®think I have the perfect present for your AME! The ideacame to me recently while doing some night physicals.One of my regular pilot examinees came into the office andpresented me with a copy of a fully filled out Form 8500-8-except thi s was not a gel/llil/e 8500-8. II had "void" printed inthe upper left-hand corner, the area where the medical cenificateinformation is typed. This document was printed from theairman's computer printer, and it was identical to the frontpage of the Form 8500-8 that all pilots fill out when applyingfor a medical cenificate.As an AME. I was thrilled. There, in neatly printed typeand lillie x's in the boxes, was the airman's entire history.There were no missed items. no illegible entries to question.Scanning the information took only a few seconds'The pilOl explained that he had gone to the AOPA memberwebsite and had entered "medical" and then entered"TurboMedical." This program had assisted him in fillino outthe information and printing the paper he subseq u: ntlybrought to me.I do quite a few AME exams, and this was the first time [had seen this form. I had heard of it but was nOl really awareof what benefits it provided for the airman or AME.That evening I logged onto the AOPA member site andwent through the TurboMedical process myself. If you havealready availed yourself of this process, you can skip to thequestions or go over to Mr. Allen's explanation of why yourIOsurance rates keep going up. Otherwise stick with mebecause this tool devised by AOPA is wonh knowing about. 'Benefits for the airmanA fir t-time applicant might benefit the most from theprocess, but returning users with new medical issues or withchanged circumstances can get useful information as well. Theactual pr?cess of filling out the form as a vehicle for gatheringlIl/ormalion.about yo ur aviation health issues is aeoreat learnmgtool.The questions also come with explanations for why a particularquestion i asked and what conditions mioht be disqualifyingor require funher documentation. For instance, ifyou mark "yes" to the question about high blood pressure, itWI U lead you to the information that your AME may issue thecemficate if the condition is controlled and you provide certaininformation.I recently sat through a presentation of the new BPPPrecurrent curriculum that features a similar learn ing format,I.e: the use of simulated night plans and weather data acquisitionto help the pilOl learn IFR procedures and real-life typeCIrcumstances,This type of learning product is so much more effective, Ithink, than a boring list of do's and don'ts or rules and regs.AOPA has enabled the airman to rehearse-in a nonthreateningenvironment-hislher application and also to learn whatthe various needs and concerns are from the FAA AeromedicalBranch.AME benefitsThe benefits to the AME are time management and qualitymanagement. It was amazing how quickly I was able toscan the airman's form that had been printed by his computerprinter.One of the items that still cause aggravation-both forAMEs and the AMCD-is missed items on the history page ofthe 8550-8 form. The TurboMedical form does not let the airmanprogress to the next item until the previous item has beencompleted. therefore, all applicable blanks must be filled forthe form to be finished.With this tool , there is no more scann ing the form two orthree times to be sure that some box is nOl checked or itemmissed. I looked over the form, asked one or two questions ofthe airman, and told him to transcribe his answers to the realForm 8500 that I provided to him. I intend to have my officeinform airmen making appointments for future AME examsaboUl the TurboMedical program. If they are AOPA members,hopefully they can use it and even drop off the completed formbefore their exam date, giving me time to look it over and ifnecessary, advise them if there are any questionable items.Easy format to use. . Using the TurboMedicai format is not difficult. It is fairlyIOWlllve and anyone who can look up weather or file a flightplan uSlOg DUATS ought to be able to ail through the process.The beginning of the program reassures the user that the informationis not kept on record unless the user wishes. The usermay save the information to speed up use of the programbefore the next exam. There are numerous "sidebar" type sitesthat when entered give you more information about a panicularresponse or medical condition.Many of these explanations are available on the instructionsheet provided with the Form 8500. but I find that many(most) PIIOlS do not take the time to read the fine print. ..(Literally, you probably could pa s your near-vision test if youcan read the instruction/explanation sheet while Sitting in thewaltmg room. )If you take the time at home to go through the process, itwill explain the rationale for many of the questions. It alsotells you the requirements for some of the conditions needinoofurther documentation.The main benefit is that it may highlight a question or

concern for the airman before he is in the AME's office. It isoften said that it is beller to learn a fli ght principle silli ng onthe ground in the quiet FBO than while buzzing about in anoisy cockpit (less expensive. too). The same applies to theAME exam. It is defi ni tely easier to deal with a question ofmedical eligibility before ge lling into the actual exam processin the busy doctor's office, than trying to do it once there.Depending on the time and willingness of the AME,helshe may take the time to try to help you through the processof calling other doctors or AMCD to gather information or getan opi nion from a higher ource, but don't count on it. Youmay have issuance delayed days, weeks or months. The beautyof the TurboMedical is that it allows the ai rman and AMEto have time to look over questionable issues, make calls. andget information from other physicians, wi thout unexpectedtime limitations.Is a paperless exam on the horizon?The TurboMedical may also be a preview of the actualmedical cenification process of the future. The AMCD isdeveloping a program in which the airman will. in a mannersim ilar to the TurboMedical , fill out hi slher Form 8500 on acomputer and submit it. Then the AME re-enters the site,reviews the data and administers the physical examinationafter reviewing the history with the ainnan.A paperless exam. Well, why not? After all, we are in the21 st century, fl ying around behind glass panels with all SOrlSof information fed to us via satellites.EDITOR'S NOTE: III 2001, AOPA lallllched a lIell' h'eb-ba .. ed '001 tohelp pi/DIS prepare ill/ormatio/l reqllired to obwin their medical eer­'ificates. AOPA's TllrboMedical® is 'he firs, of a .. eries of "i",elli·gem" ol/lille forms to come from AOPA. This educatiollal. self-helptool is designed to help piiOls prepare to complete the medical formill 'he dOClor's office. III lite works is (III FAA-appro\'ed I'ersioll ofTurboMedical thar could be compleled online and e-lIloiled 10 YOllrFAA-designated medical examiller prior 10 \'0111' exami1!atiQn.Charles S. Davidson. M.D. holds board certification in famify medicine and emer·gency medicine. He has been on aviation medical examiner since 1978 andserves as a senior AM£. He holds a private pifot license with mulfi-engine andinstrument fating. He is on active pilaf using general aviation tor business andpleasure tor 23 yeaf5 and is also on ABS board member. He Hies on A36 and is amember of AOPA and EAA .IF YOU HAVE A MEDICAL QUESTION, SEND IT TO American Bonanza Society, Attn: Medical News,P a Box 12888, Wichila, KS 67277, Fax: 316-945-1 710 or e·maillo HypothyroidismQ. I was recently diagnosed with hypothyroidism. My doctorput me on medication and no\\ says all my blood test le,­els are normal. Will I have a problem for my FAA medicalwhen I get It next month'?A. It should not be a cenifi cation problem if indeed yourthyroid blood levels are now within normal ranges. If you feelwell and simple low functioni ng of the th yroid output was thesource of the problem, you should be able to obtain a specialissuance.Get copies of your blood test results and a statement fromyour treati ng doctor to show to your AM E. Hypothyroidism isone of the AASI (AME Assisted Special Issuance) conditionsfor third class medicals, The initial cenification has to comefrom the AMCD or the Regional Flight Surgeon. But if yourAME has the needed information (lab tests, leller or communicationwith your treating doctor) and you are doi ng well, heshould be able to call the RFS or AMCD and get permission toissue you that initial cenificate,The AMCD may wish to allow you to do fu ture cenificationswith your AME by presenting cerlain data and reponsQUESTION OF THE MONTHdirectly to the AME. You would receive a leller from AM CDinstructing you how to do this.Sinus problemQ. I haYe been having difficulty clearing my sinuses. especiallyon descent. I recently had scvere pain under my eye ondescent. My doctor has scheduled me to sec an ear. nose andthroat specialist. Is this the specialist I should sec') Should I"ee a ~il1us speciali~l?A. Sounds like you suffered barotrauma, the pain encounteredwhen a closed space cannot equalize to the changing airpressure around it.The ENT specialist is the appropriate special ist to see forthis problem. He may order x-rays or scans to see if you haveany fl uid trapped in your sinuses.By the location of the pain you experienced, you had anunrel ieved pressure differenti al in the area of the maxi llarysi nus, a cavity in the fac ial bones under the eye socket. Youdefinitely should have this investigated. and I would advisenot flying again until it is fully understood to be the cause ofthe problem and a treatment successfully implemented.--@-

Engine modBY MICHAEL LEBLANC, ORANGEVALE, CALIFORNIAIt all started so innocently, I just wonted a little extra cl imb performonce,Andit sounded so easy- just contact a few people, get someinformation, spend a litlle maney, get an engine and stick it in myBonanza, The C35 was powered by an E-225 Continental engine spinninga Beech electric propeller. So I thought with a litlle time, money andon STC, I would just take out the E-225 and install an 10-470, Thusbegan a yearlong saga,First I contacted my favorite FBO, Kondor Aviationrun by Doug Sommerfeldt, and asked if it could bedone, "No problem," he said, I then contacted BerylD'Shannon, It was suggested that an 10-520 wouldbe a beller choice than an 10-470; the change waseasier and the available propellers more plentiful. Cost of theSTC, $10,000, was the same, but along with the STC, you geta lot of additional items, All in all, the 10-520 seemed to be thebeller idea,ENGINE SEARCHA search for an engine proved to be difficult since used1O-520BBs seemed to be in short suppl y, I could have boughteither new or factory remanufactured, but that required an$8,000 core charge since I didn't have a core to exchange withContinental. After much searching and tips from BerylD'Shannon, I finally found a run-out engine in Salt Lake City,Initiall y, the fellow wanted $10,000 for the engine and propeller,but later changed hi s mind to just the engine, As thiswas the only action in town, a deal was made,COLLECTING ALL THE PARTSI drove to Salt Lake City to pick up the engine, He threwin a starter (which later proved to be too small), an alternator(which was 28 volts and not compatible with my C35), theinjection system and magnetos, With everything in the back ofmy new pick-up, we drove back to Sacramento,After the initial teardown, it was di scovered that thecamshaft had lost a lobe and was completely round, Furtherinspection showed the crankshaft was corroded at the propelleroil pickoff journal. The camshaft was no problem, butfinding a crankshaft for an 10-520BB was a whole differentstory, Continental said that. due to commitments. they wouldnot have one for at least four to six months-seemed therewere only two others in the entire United States. After searchingand calling my cousin in Louisiana, who is in the know. Iwas finally able to obtain one.J~ IASSEMBLY OF THE ENGINESince I now had all the parts, we were ready to startassembly of the engine. The only thing I ended up using fromthe original engine was the case. New parts that were installedwere Superior Millennium cylinders, camshaft, crankshaft,starter and an alternator. GAMljectors were added as well as asix-probe EGT/CHT from Electronics International, a newmanifold pressure/fuel flow instrument (and later a digital fuelflow gauge).The word was given and I flew my airplane to Jackson,California, and met with Doug Sommerfeldt in June 2001where I consulted with Robert Philip, a master sheet metalworker. Doug and Robert agreed the engine change was feasibleand shouldn't cause me too much pain. Together, theyassured me it would just take a lillie time and money.All of us assumed that all the parts I needed were includedin the STC. It included the hoses, new baffle kit, newexhaust system, air box, scat hose, controls for the alternateair, propeller governor (which we later discovered was misscModified oirboxInside view of new airbox and engine mountsPage 8730 www.bonanza.org ABS November 2004

ing) and some electrical connections. What we didn't knowwas that the rest of the parts would have to be purchased fromBeechcraft-mainly numerous parts that comprise the enginemounts and all the supporting sheet metal that makes up themotor mount.It soon became clear that this project was not going 10 becompleted in a couple of months. The STC called for skins thatwere thicker in the tunnel area. I contacted Arrell AircraftSales and spoke to Richard Leatherwood. He proved 10 beindispensable in this conversion, and in the following monthswe found 98 percent of what [ needed.Richard sent the newer skins, but upon their arri val foundthey were the same thickness as the ones [ had taken out. A call10 Raytheon Tech Service stated that this was the only thicknessmade. There were no thicker skins avai lable for the tunnel.I called Beryl D'Shannon and talked to their design engineer.He told me I didn·t have to replace the skins as instructed;they just had to be "beefed up. " So much for clear directions.New skins in "tunnel" areaMORE SURPRISESThe engine project continued like this most of the waythrough the project. I ended up buying all new skins except forthe cowling, the nose bowl and the side panels the cowling issecured to.The motor mounts were the biggest surprise. 1 decided notto cant the engine so [ used 10-470 mounts that are not canted.This way, I could use the original nose bowl and maintainthe lines of the original C35. The 10-520s are canted to theright and down to compensate for the torque on takeoff. (Ihave not experienced any loss of rudder control on takeoff.You must remember though, that there's 285 hp out there, sothrottle movements must be made smoothly.)I looked them up at Raytheon 's website and was amazedat their $1,400 each price tag for the front mounts and only$840 each for the rear ones. Wow!The engine change is fairly straightforward, but beNew engine installedwarned: If your shop is not able 10 think and reason on theirown. you will have problems. An example of this is in theregion of ducted air. The plans call for removing the hose onthe side of the duct that goes from the duct to the muftler heatexchanger flange. The instructions say to plug the opening onthe fresh air duct-and then the page ends.The next reference is to the front motor mount. The onlyother fresh air inlet is on the other side of the engine and ductsare inaccessible and too small to match the existing flange onthe muftler. We talked to the engineer at Beryl D'Shannon andhe said that he would take a look at it. We are still waiting. Wereconnected the system the way it came from the faclOry andcontinued on.PROJECT COMPLETEMany dollars later, things finally came together in earlyOctober. The project was complete and all the changes made.I had a few extra things done, like moving the battery box 10 aposition in front of the firewall to allow later installation ofnew avionics.The smartest thing I did was 10 add the six-probeEGTICHT (and later a fuel flow module) from ElectronicsInternational. r had never flown an airplane with an 10-520engine, so I was very concerned about super-cooling the cylinderswhen trying to slow down the airplane 10 get the geardown.Newly renovated accessory areaABS November 2004 www.bonanza.org Page 8731

I now know that 15 inches of manifold pressure will notresu lt in super-cooling the engine if conditions are maintained.In addition, I also added Beryl D'Shannon louvered accesscovers on each side of the engine nacelle. What a pronounceddifference they have made in keeping this large bore engine cool.This should be a must for anyone thinking of the conversion.While my airplane was down for work, we also overhauledboth the flap and landing gear motors, had the gearboxoverhauled and changed all the ruddervator bearings.PERFORMANCEThe airplane performs wonderfu ll y. After takeoff. [ pullthe power back to 25" of manifold pressure and 2500 rpm,which gives me l,OOO to l,200 fpm at 120 mph. At thi s speed.you keep things cool and are able to see ahead.U you desire maximum performance, leave the throttleand propeller in and the rate of climb stays at 2,000 fpm. Thesenumbers were accomplished at gross weight of 2,900 pounds.The E-225 wou ld only give 300 to 500 fpm at 24" and 2300rpm.The speed jumped as well . I cruise at 65 percent, which is2300 rpm and 23". The true air speed was 162 kts, computedmanually and verified by the GPS ' calculation. At 145 knotsindicated, this speed is still in the green area of the airspeedindicator, which was my main concern. The engine was burning11 .5 gallons per hour per the Electronics Internationalanalyzer and after leaning to 25· rich of peak. At 65 percentthe engine is not even breathing hard, the engine analyzershowing the CHT of the hottest cylinder at 330· F.If you get in a hurry, 2500 rpm and 25 inches will give you180 knots true at about 16 gph; this is 75 percent. This setting willshow 170 knots (195 mph) indicated, which is well into theyellow and only 10 mph from the red line of 178 knots (205 mph).It really shines at altitude when you can run at highersettings but have lower indicated airspeeds and lower fuelflows. With the E-225, it normally cruised at 21" and 2100rpm, which gave me 135 to 140 knots true as calculated by theGPS' air data computer, burning 10 gph.I recently returned from a trip to 'ew Orleans and ran at13.500 feet at 2500 rpm and all the manifold pressure [ couldget. The extra power of the 10-520, added to tailwinds,provided a ground speed running at 170 to 180 kts. My fuelburn from block to block stayed at 13 gph. All this is runthrough a Hartzell Super Scimitar propeller that is nowapproved for the 10-520. What a marvelous propeller!SUMMARYWhat was the outcome of all of this and wou ld [do it again?Probably. Do [ like the resu lts? You bet. The performance is asgood as a brand new Bonanza at a fraction of the cost.The only drawback is the useful load. The engine conversionadds 200 pounds to your prese nt airframe. I used myairframe since it is clean and has no corrosion. [ knew what Ihad, so adding the engine on ly enhanced what [ already had.[ have dramatically improved the performance while at thesame lime only burning about a gallon of fuel more per hour.SOME HELPFUL TIPSIf you are considering dOing this to your airplane. here are somepainters I can pass along to my fellow ABS members:To cut costs. use your money in buying the ports. I always hod onaccount at the shop with money in it tor unexpected needs.I also searched out and bought the ports and kept a running totalof what I had. If you don't totally understand, ask questions.Above all, pick a shop or a facility in which you have confidenceand one with the ability to do this kind of work.Well before you start. know what is going to be done.What's wrong in this photo of an inner gear door in apartly open position on an early model Bonanza?It is obviously in poor condition, Fabric patches installedby the factory to cover the lightening holes are missing andthe door is badly corroded.Fabric patches were installed to keep debris and waterfrom getting between the inner and outer skins of the door,which would lead to corrosion,See "What's Wrong?" on page 8734 to learn what maynot be so obvious,Page 8732www.bononzo.org ABS November 2004

GONE. FINISHED. DONE. WHATEVER .. .s you read this, r hope we Floridians will be celebratingthe end of hurricane season! r had planned toconduct a poll of how other Florida-based ABSmembers fared with their Bonanzas and Barons. I have notbeen able to do that because, as of this writing, some unfortunatesouls are still without power, telephones, e-mail oreven drinkable water. I also wam to include members inother states that suffered wind and flood damage from thefour hurricanes and subsequemtornadoes that brought suchdevastating destruction to so many.I' ll get back to the subject of avionics next month, butall r can focus on right now is our current situation. As hurricaneCharley roared toward our Florida shores, I receivednumerous calls from fellow ABS members requesting adviceabout what to do to keep their aircraft safe.The following is a brief synopsis of what I told them .And this advice would apply to any predicted weather-damagephenomena-such as flood , ftre, volcanic eruption,snowstorm, bankruptcy or divorce. (I put those last two inthere to see if you were paying attention.)Don't wait!Most of the worried calls I received came when the windwas already coming up, and the ceiling and visibility werealready coming down. Speaking only of hurricanes, theyseem to act like giant vacuum cleaners, sucking out all thesummer haze, heat and moisture when they are a couple hundredmiles away. This causes most of us to question our sanitywhen we stan planning to fly our airplanes out of storm 'sway when the presem weather is so clear and beautiful.Don 't lVait! The storm is not going to stall, back up,change course or disintegrate! By the time we conclude thatIt 's still coming. the outer bands of rain, turbulence andtornadoes may make it impossible for us to fl yaway.Seek shelter!Find a safer place. This advice goes for men, women,chi ldren, animals and airplanes. Somewhere, somehow, finda hangar for your airplane! Of those airplanes left outs ide,almost 100 percent suffered damage.Even if their tiedowns hold and the controls are locked,Bonanzas are not built to take I DO-mph winds from anydirection other than forward. Neither are they built to withstandor absorb flying objects-sucb as other airplanesblowingimo them.If your airplane lives outside or under an open shelter,now is the time (before next hurricane season) to becomegood friends with yo ur local FBO. avionics shop or otherbangar owner who will let you into a hangar before the stormhits. Some airplane owners in Florida actually schedule theirannual inspections in September so their airplane will beinside- just in case.Check your insuranceFinally, check YOllr insllrance! This advice is particu larlypainful 10 me, since my beautiful. well-equipped G-modelwas ·'lOtaled" by hurricane Frances.The "Aircraft Bluebook Digest" says she was wonhabout $48,000. However, with the sloped windshield, relativelynew paim (1998), constant-speed prop, good recemupholstery, IFR GPS, STEC-60 autopilot, long third window,extended baggage mod, wingtip tanks, V-model instrumentpanel, gap seals, and on and on and on, the insurance companyallowed me to insure it for about $55.000, which theycheerfully paid. However, where the heck am I ever going tofind another Bonanza similarly equipped-with less than4,000 hours total time-for $55,000")And 1 bet that is the same dilemma of most or all of theABS members. We have lavished so much money and attentionon our airplanes over the years that if we suffer the lossof it, we can never recover!In a hangar near mine, a 1999 Mooney Ovation withGarmin GPS and Avidyne multifunction display suffered thesame fate as mine: It was "pancaked" by its hangar door. Thatowner's insurance company not only settled with him. but alsoarranged for the Mooney factory to sell him a new, leftover2004 model Ovation at a very attractive wholesale price!Similar stories abound for the owners of Cirrus SR22s,Cessna 182s and other production airplanes. We ABS members,on the other hand, with the exception of the A36 andB58 owners, mostly lavish our love on V35s and B55s, airplanesthat are out of production and impossi ble to replace atany price.Remember, if your airplane is "totaled," all the modifications,add-on antennas and avionics are "totaled" with it.Some insurance compan ies will let you put in a bid for the"remains" of the airplane or even let you "buy it back" for anagreed-upon salvage value. You can also find out whobought the wreck and go buy back the pieces that are nearand dear to you if you choose.I'm not an insurance agent, so some of my advice maynot apply to your agent, your adjuster, your insurance companyor your situation. Just remember, the insurer is notgoing 10 pay to make it new again, only to make it like it wasbefore the damage. If there are unsight ly dings, denL, andscratches, you don 't get a whole new paint job, only atouch up where the damage is.My engine and prop were at TBO and one of the two

prop blades was bent. I don't get any engine repairs and a propoverhaul, only replacement of the bent blade. Since the propmust be disassembled to replace the blade, it doesn 't makesense not to overhaul the prop at the same time. The overh aulthen becomes my cost, not the insurance company's.When I install ed my flight-extender tip tanks, I had a heckof a time finding a set of tanks that were not dinged, dented orleaking. Now that mine are dented and leaking due to beingcrushed under a hangar door, where do I look for replacementtanks? If I tried to switch to Osborne or Beryl D'Shannontanks, I'd have to start all over wi th a new installation. a newSTC-and the insurance company would almost certainly balkat paying for it. Fuggetaboutit!What about the avionics?Forget about the avionics, too. Even if I could get a goodcan opener and cut out the autopilot servos from the fuselageand wing, recover the control head, the autopilot computer, thedirectional gyro, and the turn coordinator, the autopilot wou ldstill have to go back to STEC for recalibration.What about the [FR GPS? It would cost more to removeit, buy a new antenna, and install it in a "new" Bonanza thanit is worth on the used avionics market.Antennas? The ones on the top of the airplane are eitherbroken or squashed. The ones on the bottom are too hard toaccess, although I did salvage the dual-blade nav antenna offthe tail cone and it is for sale.So there you have it, folks. It looks like for the foreseeablefuture your Bonanza Society's avionics column writer will be"Bonanzaless." But don't worry: I wi ll still get enough handsontime with those Bonan zas and Barons that find their wayinto the CE Avionics hangar to stay current.My only worry now is that my family wants to take ourBonanza insurance check and buy a motor home or a trailerand tow vehicle so we can flee from the state on short noticeduring the next hurricane season. [ wo nder if somewhere thereis an American Motorhome Society that needs an avionicswriter?See ya next month.Jim Hughes is the chief pilot. corporate aviation at Embry-Riddle AeronauticalUniversity, flying a CItation II. He also heads Marketing and Professional Services,a consulting firm specializing in flight test and avionics integration. His ratingsinclude ATP and A&P licenses, and type ratmgs ranging from Boeings to Sikorskyhelicopters. He has more than 21 ,000 hours, including more than 3,000 hoursin Bonanzas, Barons, Dukes and King Airs.BEECH BUSINESSES SURVIVE THE HURRICANEVirtually all 01 the Flonda and Southeast-based vendors andFBOs commonly used by ABS members are open for bUSiness. Theexception IS Mod Works In Punta Gorda. Florida. Mad Works wasdestroyed by Hurricane Charley.Hurricane Frances hit With 130-mile-per-hour winds nearTeledyne Continental Motors' facility (Mobile Bay. Alabama). TCMresumed limited opera lions on 9/18 and resumed full operations on9!20.We sympethize with personal losses that came as a result ofone of the worst hUrricane seasons on record. We Wish the best forall our ABS members who were in the paths of these storms.-ABS Board of Dlfeclars and StaffYou do not have 10 be the holder of a mechanic or repairmancertificate to refinish the inner gear door and replace the fabricpatches installed by the faclory. A pilol may perform this and olherwork as specified in Advisory Circular 43-12A. PreventiveMaintenance. and FAR Part 43, Append ix A.Note: Removal and replacement of Ihe inner gear doors musl bedone by a mechanic or repeir slalion.AC43-12A provides informalion concerning prevenlive maintenance.who may perform it. the applicable recording requirementsand those areas most frequently misunderstood. And FARPart 43 contains a list of those items determined by the FAA tomeet this definition. Both are available ABS member Adrian Eichhorn is a reffred Anny Lt. Colonel. Gunen/lyemployed by the FAA he nies a Gulfsfream IV for the FM and aGulfstream III frx NASA. Raflngs: AlP with type roflngs in the G/V, Gt/I.G200. CL604, CE560XL. Adrian is on A&P with Inspection"'"thonzation and a BPPP Instl1JCfof. He owns a ful/y·resfrxed 1962P35.Page 8734www.bo no nzo.orgABS Novembe r 2004

ROCKY MOUNTAIN HIGHam writing this miss ive during the last week ofSeptember. You need to know that-just in case youshould decide to someday take the same scenic drive thatCannen and I just returned from. We drove from our summerfish-catching. R&R place in western central Wyoming (nearPinedale) to Salt Lake City (SLC) to vis it some old friends.Thi s route took us through the most spectacu lar displayof fall colors and mountain scenery one could hope to findanywhere. Of course. we had a little heads-up on the timing.since we had fl own ol'er this area several days before.If you are interested in the same trip, ca ll the U.S. ForestService near Evansto n. Wyoming (307-789-3194 or 435-642-6662). and ask if the time is right for viewing the maximumfall colors along your planned route. They will know what ishappening.To duplicate our trip, one should land in either Ogden orSalt Lake City, Utah, where car rentals and other necessaryfacilities are available. Be aware of the Class B airspace at SLC.The driving trip elllaiis going to Ogden and then turningeastbound on Utah State Route 39. Drive to the end of 39 andtum south to Evanston. Wyoming. Out of Evanston. dri vesouth on Route 150 to Kamas. Utah. Then either dri ve backto SLC. or drive to close-by Heber City to stay the night. Thetrip can be done in a day without hurrying, or one could stayin Evanston if the need arose and continue on the next day.There are many things to see inthe SLC area. such as the great aircraftmuseum at Hill Air Force Basejust south of Ogden. It takes at leastfour hours to see that jewe l. and thereis no entrance fee. only a donationbox. if one is so inclined. Do notmiss it if you are close to 02den.I have been to the fall color show in the nonheasternUSA-a most beautiful sight- but one does not have tobrave large crowds like they have to see magnificent fallcolors. We took our Utah trip mid-week and there was verylittle traffic and room rates were off-season.SOME MAINTENANCE STUFF(For those operating airplanes powered by E-Series engines)This anicle wi ll cover answers to some of the mostfrequent questions asked of me via e-mail. telephone calls orface-to-face at conventions. Over time. I have discoveredthere are those who know this airplane well-and there arethose who do not seem to care. Those of the latter group arenot able to take full advantage of the performance and economythis fine airplane is capable of delivering.Buried in here someplace maybe some new Information- evenfor those who have a good graspof the many facets of owning oneof the first 4,865 Bonanzas built.You will notice there are no pictures in this anicle-soyou must read all the words. Buried in here someplace maybe some new information-even for those who have a goodgrasp of the many facets of owning one of the first 4.865Bonanzas built.Staning with the spinner, we will work our way aft untilI run out of steam. Then, perhaps later. after steam pressureis regained, we will go on-if there is anything left to use thesteam on.I think most or all of this material has been covered inthe 180+/- anicles I have already written for the ASSMaga:ille. But it still may be new stuff for some of our newmembers, or for those whose memories might be going thesame route as mine-out the window.PROPElLERSIf you are lucky enough to have a Beech propeller that isnot worn out. especia lly if it has the 88-inch blades. there areseveral items you should pay attention to so that it will continueto serve you well.There is the 250-hour pitch change bearing lube and the500-hour blade bearing lube that need to be accomplishedwithout fail. Also, I think the lube of the pitch change bearingshould be done every five years. regardless of the hoursused. The grease tends to oxidize and lose its abi lity to keepthe bearing lubricated, as it needs to be.Also, if the airplane is equipped with a constant-speedgovernor unit, regardless of whichone it is (the original type drivenoff of a T-drive at the tachometerdrive or the Airborne Electronicsone that counts magneto impulses),the propeller should be operatedin manual as much as possi-ble. In other words, use the"auto" feature as tittle as possible.There are several specificat ions for static rpm limits forthe Beech prop, and the static rpm should be checked and setwhen the lube procedure is done. The adjustment of thestatic rpm has been covered in the ASS Magazine, so I willnot go into the details here-but you are now aware that thereis a requirement for setting it.One place to look for a supply of spinner and other partsfor the Beech prop is our friend Kevin 0 ' Halloran in Co rdel l.Oklahoma (580-832-5643 or 3803). Kevin is a dentist downthere, but he would rather sell you airplane parts than fillyour cavities. He has a line on about any old Bonanza pansyou may need.Be sure when you take your Beech prop in for a fulloverhaul , that the prop shop knows to do as little grinding on

the blades as possible. It is very easy to grind them so they willbe below minimum dimensions and the blades are thenunserviceable.HARTZELL PROPSIf your airplane is Hartzell-equipped. there are bladeclamp lubrication requirements that should be done at eachannual or every 100 hours. Be sure to use the grease the propshop used when the last overhaul was done and which shou ldbe listed in the propeller log.There should be placards on the blade clamps that say toremove one of the grease fittin gs (remove the inboard fitting).and pump the proper grease into the other filling until greaseflows out of the removed fitting hole. It is quite common tohave some oil leakage out of the outboard end of the bladeclamps. This is oil that was in the grease you pump into theclamps.The seal that is supposed to prevent this leakage is a beadof Permatex gasket compound (or equal) that is ap pliedbetween the shank of the blade and the clamp. Depending onthe ski ll and experience of the propeller mechanic, the blademayor may not leak at the outboard end of the clamp. With theengine turning at takeoff rpm, there is about 30 PSI hydrostaticpressure on this seal. Si nce there is no gasket or O-ringto make the joint leak-free, there needs to be a ce rtain amountof artistry involved in assembling the blade clamps to theblade.Another oil leak that may appear is one from the propellerpiston, or "dome" as it is more commonly called. Ahhough th isis a leak past tl,e O-ring seal, it may not be due to a faulty ring.There is a phenolic guide bushing that keeps the piston centeredon the cylinder and therefore also provides and controls the necessaryclearances so the O-ring will be able to seal. I have talkedto mechanics in Hartze ll -approved propeller shops who havenever measured this bushing to see if it wi ll provide therequi red piston-centering function. but would simply keepreplacing O-rings in an effort to stop a piston leak.If the surface of the cylinder is smooth and leaks continueto plague the installation, measure the inside diameter ofthe bushing, and if there is more than .003 clearance. the problemis most likely being caused by too much slop in the bushingfit. These bushings are replaceable.The oi l transfer unit (OTV) nose seal can also cause an oilleak. Some time ago, Hartzell changed the req ui rement of theseal installation fro m two seals to one seal. This was a changefor the better, since the use of two seals may actually cause thestart of an oil leak. The next time you have an OTU nose sealleak, make sure the mechanic doing the seal repair has a copyof the Hartzell service letter detailing this change.Another very common error mechanics make installingthe Hartzell propeller. as opposed to the Beech prop. is usingthe listed propeller retention nut torque for the Beech prop(400 foot/pounds) for installation of the Hartzell prop. Themaximum torque for the Hartze ll prop is 300 foot/pounds. If400 pounds is used, the OTU slip ring assembly WILL FAIL.causing a multitude of serious (costly) engine and propellerproblems.If control problems arise with a Hartze ll insta llation, donot allow your mechanic to attempt a fix unless he/she hasexperience wi th a Hartzell insta llation on an E engine. This isa different animal than any other engine/prop installation.The November 2000 ABS Magazine, page 6489, has alengthy article detailing the complete troubleshooting of theHartzell installation on an E engine. Hartzell has in print amanu al for the troubl eshooting of thi s installation.Unfortunately. it is sadly lacking in detail and completelyomits several important test steps that should or will pi n downthe problem.Many mechanics simply start changing components orsending off governors. T-drives, OTUs, etc. without testing tofind the trouble SpOI. I have heard of numerous times when itcost the aircraft owner several thousand dollars to fi nd a nickel'sworth of problem'ENGINE MOUNTSMoving a little fart her aft, we come to the engine mounts.They should be rotated 180 degrees at each annual. regardlessof the number of hours flown between annuals. Simply paint ayellow or white stripe across the mount rubbers on the outboardside. Loosen the mount through-bah about three turnsand then rotate the mounts so the paint stripe is on the inboardside. Usually the mount can be rotated by hand effort alone.The left rear mount is sort of hard to get to and mayrequire the use of water pump type pliers to rotate. Be carefulnot to skin up the involved parts using the pliers. I am able torotate all four mounts on my airplane in less than one hour.If your mounts have not been rotated on a regular basis,they may be sagged off center to the point where you mayhave to take the weight of the engine off the mounts to rotatethem. or new mountS may be in order. For those airplanes thatoriginall y had a 185- 1 or a 185-8 engine that has been convertedto a 185-11 or 225-8, be aware that the mount rubbersare different between the engi nes if a complete conversion ofthe original engine was done or if a different engine was usedfor tbe conversion.The earlier engi nes use a rubber mount with a cone shapeto the side that makes up to the engine mount leg (the piecebolted to the crankcase). The 185- 11 and the 225-8 engines.however, use an engine mount leg that does not have the coneshape, and therefore uses a rubber that is flat on both sides.When ordering Lord Mounts, remember that the engine modelshould be the QoverninQ factor, /l ot the aircraft model.If the mo~nt s are ~ot rotated and allowed to sag, as theywill do. serious engine and airframe structural problems willresuh.

CARBURETORThe PS-5-C carburetor is a very reliable fuel-meteringsystem. If a problem of starting the engine is encountered. lookclosely at the idle cutoff plunger. This plunger is visible throughthe lower right removable cowl panel. While an assistant operatesthe mixture. observe that when the mixture is moved 10 cutoff(as would be done to stop the engine). the mechani sm movesan arm, the aft end of which moves a plunger upwards. Thisplunger is supposed to follow the arm down when the cockpitmixlUre comrol is relUmed to the rich position.These plungers will hang in the up position if gunked-upwith dil1, etc. and this would leave the carburetor in the cutoffposition. A slight rap on the carburetor with a plastic screwdriverhandle will usually let the spring return the plunger tothe down position. An app lication of WD40 or equal will stopfuture hang-ups. with an occasional WD40 application asneeded.Speaking of the carburetor. I am asked on a regular basisto comment on throllie (power) settings. My answer is that Iwill explain how I operate Illy airplane, and if they want to trythat routine. be my guest. The following is what I do for aflight that is going from A to B. not while sightseeing at lowlevel or doing some other operation that does not require maximumperformance from the airplane.After a normal start. warm-up and run-up. I use fulithrOltieand 2650 rpm for takeoff. After the gear is up and about 400feet AGL, the rpm is reduced to 2300. The throllie stays wideopen regardless of the MP. The airplane is accelerated in levelnight or a VERY SLIGHT climb and when passing through 120MPH-lAS. the cowl flaps are closed. The airplane is accelerated10 as high an lAS as possible. which will produce a climbrate that is satisfactory for that dais operation.For normal VFR night. any of the engines that areallowed 2300 rpm cruise will be able to do about 155 mph lASstarting at sea level. The cowl flaps MUST be closed or onlyslightly open from fully closed, about one inch of control knobdisplacemem aft. This will produce climb rates of 400-600fpm, depending on several variables.When starting from 5.000 feet. the lAS will be 140-145mph. At 8.000 feel. the lAS will be 135 mph or so. The climbrates are not as high as the POH because we are using thepower to get down the road faster, but are high enough to satisfyday-to-day VFR flight.Of course, one must monilOr the engine temperalUres. Ilimit the hOliest cylinder to 440 F (usually # 4 cylinder). If 440is reached I will crack the cowl flaps the I-inch. or increase thefuel flow by three- to r,ve-tenths GPH. Either action will starta downward trend of CHT and will reach about .. 20 F in one(Q two minutes.Unless the OAT is above 80 F. the cowl flaps will remainclosed. The cooling of cylinders and oil is as good or beller atthe high lAS with cowl flaps closed than at the 100 lAS bookspeed with the cowl flaps open. Also. leaving the throttle wideopen assures adequate fuel flow for COOling. If "squared"power sell ings are used (by reducing throllle). the cylinderhead temperatures will actually be higher since the carburetoris now off of the enrichment valve and we are unable to reachthe high airspeed due to the loss of available HP.Speaking of CHTs. I at last know what the spread indegrees F is between the spark plug base on the bottom sparkplug and the bayonet-type CHT probe that installs in the"welL" about 2+/- inches lower on the cylinder head. The limitingtemperature for the E engine is 525 F measured at thebOllom spark plug, as stated in the overhaul manual. This is theONLY place where a limiting temperature may be measured.Thanks 10 my pal Herb Bishop and hi s digital readout jPI­CHT with a probe on both the spark plug and in the wel l. hehas observed that under any flight conditi on the we ll temperaturewi ll be 38-42 degrees F cooler. Let's call it 40 F.So. if you have the latest digital instrument probes andthey are not sensing bottom spark plug base temperatures. theunofficial CHT limit would be 485 F. Unofficial. but thatwould probably be a good number. Once again. the throulestays wide open at all times during takeoff. climb. cruise anddescent until night condition would dictate otherwise (turbulence.speed, etc).The mixture distribution of the E engi ne is a liule lessthan GAM I-perfect. With the throule in the absolute wideopenposition, the average engine mixture distribution will bequite a bit leaner for the rear cylinders than the front cylinders.(When the throule is pulled back 10 15-17 inches MP fordownwind. this mixture distribution swaps ends: the front ofthe engine goes Jean.)This situation may be improved with a slight adj ustmentof the throule. Those with bar graph display of EGT are able10 fine-tune the EGTs so they will all be within 50-75 F of oneanother. which is much better than the 200-250 F spread onemay see without this slight throttle adjustment.For airplanes not equipped with the latest doodads. theru le of thumb adjustments is to reduce the MP from fu ll throttleby one-half inch. which is about three-fourth inch ofthrottle knob movement aft. This will distribute the fuel moreevenly throughout the engine. The throule is still open enough.however, so the enrichment feature of the carb is still in effect.Bar graph di splays can be further trimmed so the EGTsare as even as possible. Although perfectly even EGTs do notsay all the mixtures are the same to each cylinder. it is a lot betterthan the 250 F spread of wide-open throule.The disparity of mixture distribution is caused by the turningvane action of the throttle plate. and the very slight closingof the thrOltle plate improves the fuel distribution within theair stream. I believe this trimming of mixture distribution willresult in aboUl a 6 percent reduction of A-to-B trip fuel. basedon the many trips over a three-to-four hour segment that I fly.The carburetor has a fine screen (some have two screenslocated adjacent to each other) that should be inspected at each

annual or when the main fuel strai ner screen is removed formaintenance. This screen is located on the right side of thecarb near the point where the fuel inlet line attaches. Inspectand clean as necessary.OIL LEAKSJust behind the carb to intake manifold attach point is apotential oi l leak spot. There are three points on the bottom ofthe engine case where oil is drained back to the accessory case.The intake manifold incorporates the oil drainback system.One drainback spot is directly above the carburetor and moreor less out of sight. The fore and aft drains are plainly visible.Although anyone of the three gasketed attach points may leak,it is usually the rear one that does. The fitting that con nects therear crankcase drain to the forward wall of the accessory caseis subject to shearing forces due to the 90-degree arrangementof the two flanges on the fitting. The gasket's sealing ability iscompromised by the shearing action and may begin to seep oilafter some time in use,The only way to fi x this problem is to disconnect the shanhose section between the 'T ' fi tti ng and the fo rward palt ofthe drainback mani fold and remove the flanged "T" fitting.Check the flanges for flatness by lapping on a flat surface with320-grit paper, install new gasketsusing #300 or equal Permatex and reinstallthe parts.Be sure to apply Permatex to theone-fourth inch x 20 bolt threads. Theaccessory case bolt holes penetratethrough the case wall and are exposedto oil. The threads may weep oil if notsealed with Permatex. Do not use anytype of silicone sealant on any workdone on the engine!The best way to determineexactly where a leak is occurringis to spray the engineareas with solvent (mineralspirits) and wash down withwater. Fly the airplane for ) 5minutes to start the leak andthen inspect the engine.The best way to detennine exactlywhere a leak is OCCUlTing is to sp ray the engine areas with sol ­vent (mineral spirits) and wash down with water. Fly the airplanefo r 15 minutes to start the leak and then inspect theengine. This will usually pinpoint the leak source.The oil tank/cooler oil level should only be checked andoil added AFTER running the engine. Checking the morningafter is a wasted effon. The total amount of oi l in the systemshould be 10 to II quarts. This will show as 7 to 8 quarts onthe dipstick after running the engine.The oil sump (accessory case) and the screen/fi lter holdabout three qUilltS of oil that never show up on the dipstick. If10 quarts of oil are insta lled after draining both the sump andthe tank, and the engine started and run, the dipstick will showonly 7 qums +/-.Do not bring the oi l level up to the IO-quart capacity ofthe tank. since high oil levels may cause high oi l temperaturesto result. The ideal level is 7 to 8 quarts, checked immediatelyafter engine shutdown. Under no circumstances add oil to acold engine except when changing oil. Service the oil tankonly after engine shutdown.ACCESSORY COOLINGThere are three air blast tubes required for the E engine.There should be an aluminum blast tube directed at each magneto.These magnetos absorb heat from the engine oil and theengine itself as well as generate heat from operation of themagneto. As with most things electrical, heat degrades or mayeven stop their function. Be sure these tubes ill'e in place, sincethey not only cool the magneto, but also help carry away theionized gas that forms inside the operating magneto. Overtempingof the magneto will cause breakdown of Lhe bearinglubrication grease and cracking and breakdown of the variousinsulating components of the magneto.Which magneto would I prefer to run? I'll take a Bendixmag any day over any other mag approved for thi s engine.The generator or alternator requires cooling blast air. Aswith the magnetos, high temperatures degrade func tion andlife of the unit. Any long-term loading of the generator/alternator(landing lights on during daytime, etc.) abo ve 60 percentof the rated capacity will shorten the service life. If the coolingblast air is in shan supply, the abi lity of the unit to produceeven the 60 percent current withoutoverheating is in question. and theserv ice life becomes even less.To those who think that conveI1ingto an alternator will fix all the problemsassociated with generators. beadvised that there are accessory repairshops whose backrooms are full ofalternators awaiting overhaul.Some fo lks have changed the 25-or 35-amp generator to the 50-ampunit. The armature is the only differencebetween those earl ier small capacity generators and thelater 50-amp one. Field windings, frame, bearings, brushes,etc. are all common. If a change to the higher capacity unit ismade, all of the wiring from the generator/alternator to the voltageregulator and the buss/battery must be increased to #8 wirefrom the #10 or #12 of the original installation, since that wiringmay now be carrying 50 amps under full load. I am running a50-amp generator and have no plans or desire to conven to thealternator.THOMPSON FUEL PUMPThe greatest number of airplanes uses the Thompson TF1900 engine-d ri ven fuel pump- a very good pump driven bya very bad drive. Every 300 hours. the pump must be removedand the drive pin inspected for wear. Also, at this time therotating seal drive should be inspected.Thunderbird Accessories in Oklahoma (405-789-1 830)has designed and is producing an improved dri ve for thi s

pump, which should eliminate the problems associated withthe original pin drive. If that is the case, the weakest link in thepump becomes the pressure-regulating diaphragm.These rubber parts should be replaced at about IS-yearintervals, providing the pump has been kept full of fuel duringthat time. Pumps that have been in use and then left wi thoutfuel have much shorter rubber part change intervals.Adjacem to the pressure· regulating adjustment screw atthe rear of the pump there is a small vent hole that vents the airside or the diaphragm to atmosphere. The other side of thediaphragm has fuel pressure against it (1 1-15 PSI). If thediaphragm should develop any leak through the material , thefuel would spray out into the engi ne compartment- a veryhazardous condition.This vent could be vented overboard, as is the fuel pumpcavity drain (the 118-inch tube that is in the nose wheel welland discharges at the rear of the nose wheel we ll). The standardinsta llation, however, provides no such drain. The cavitydrain may show either gaSOline or oil discharge, but shouldshow neither.A fuel leak says the rotating seal is faulty. wh ile an oilleak shows the shaft seal at the pump mounting pad needsreplaci ng.Some engines are equ ipped wi th the Romec fuel pump.This pump does not suffer from the dri ve problems of theThompson but it does require inspection or the rubber components.They appear to give longer service times betweeninspections than the Thompson pumps.I have never overhauled one of these Romec pumps andam therefore unable to give specific hands-on information.The above comments about Romec pumps are passed on fromconversations I have had with users and overhaul shops.Occasionally a preflight inspection of the fuel systemshould be accomplished, or any time fuel odor is noticed. Havean assistant pressurize the fuel system with the mixture controlpulled full aft to the cutoff position. Using a bright flashlight,inspect all the hoses, pump, carburetor, connections, etc. forany sign of leakage while the system is under pressure. At thistime also check the tightness of the clamp nut that secures theruel bulkhead titting through the firewall. If it is not tight,remove the nut and inspect the bulkhead fitting for leakagebetween the fitting flange and the nut.There have been several cases in which the nut was looseand the spring action of the hose and engine movement causedthe thin firewall material to wear a slot through the bulkheadfitting. At this time, confirm the carburetor air inlet elbowdrain hose is in place (drains through lower right cowl skin), issecurely rastened and open and will drain fuel pooled in theelbow during priming when making cold starts.Well, the fire in the boiler has gone out and the steampressure is down to zero, so anything more will have to waituntil next time.ABS member Lewis C. Gage has ATP multiengine lond with Boeing707/12D!747/Airbus-31O ratings. Commercial single engine land; flight instruc·tor MEI./SEL airplanes and instruments; ground instructor advanced and instrument;flight navigator; flight engineer; mechanic-oirplane and engine; and FAAports manufacturing authorization. Flighllime: IS,OOO-plus hours. Lew may becontacted at 2255 Sunrise Dr., Rena. NV 89509. Phane!Fax: 775·826-7184.E-mail: sunrisereno@mailstation.comHOLIDAY GIFT-GIVING TIME IS COMINGI An enormous selection ofaviation gills is just a quick click away, Shop, select and order onlineandyour gill selections will be shipped directly to you.~ -~'r...'0-' 0.8-~•JUST CLICK ON SHOP. IT'S THE FIRST PLACE TO STOPI Order by Dec, 16 for Dec, 22 delivery (standard UPS delivery).o 5 l.El light-upABS Holiday Ornament (1h1OUQh 12· 15-04)one,S 15.00; lwo-S22.00ASS M erchandiseThe ASS Company Store offers a widevariety of official ASS merchandise.Order today! Shop :.

KING KFC/KAP150 AUTOPILOTSBY ROLAND NOYESNASHUA. NEW HAMPSHIREIn the March 2004 ABS Magajl/e.Bill Hale wrote a very informativeanicle about the King KFC autopi·lots. Reading that article reminded meof a similar observation witl, regard topreflight testing of the KFClKAP 150autopilots.Most pilots I have flown withbelieve that performing the preflighttests on the autopilot as listed in theirairplane flight manual supplement satisfiesthe question, "Is Ihe AlP workingcorrectly?"While Ihe preflight tests do checkthe basic autopilot. it does not test theoverall AlP system if it is equipped wilhthe autotrim feature.The preflight test checks the trimservo monitoring circu it to make sure anatllolrim malfunction can be detected.The test does not engage the trim clutchdrive to actually operale the trim wheel,thus moving the trim tab.Failure of the autotrim system canresult in a change in pitch altilude whenperforming certain flight regimechanges. i.e. slowing from cruise flightto approach or holding airspeed while inthe ALT hold mode. Once this changehas been made and you now wish todescend, if the autotrim feature hasfailed, il will be quile surprising whenyou disconnect from ALT.The King AlP will automatically goto ATT mode if you disconnect the ALTmode. If autotrim has failed and the trimtab did not follow the ALT mode call for"nose up" trim. when you disconnectfrom ALT you will have a distinct"bump" in the aircraft pitch as the ATTmode tries to hold the last pitch attitude.A "pitch downward" will occur sincethe AlP (not the autotrim) was "manually"holding all the elevator pressure tomaintain altitude. When you disconnectthe ALT feature, that pressure releases,causing the aircraft to pitch downward.I have flown with three pi lOIs who,unfortunately. were informed that wasthe way the autotrim system worked.My question was: "If that's the way itworks. why call il autolrim""fherl is a simple prel1ight test, 'IS Ire that the autotrim s~str", m£ lImp 'rl~,Following the preflighl tests listed inIhe AFM supplement, take Ihese steps:With the engine running and the gyrosup to speed, hold the elevator controlcolumn in the neutml position. Engagethe flight director (FID, if equipped)and the AlP.Using the vertical trim control on theKC 192 AlP and FID computer, orthe KCl91 AlP computer, put in apitch UP command.Hold the control column to keep itfrom moving and watch the autotrimrun in the nose UP direction afterapproximately three seconds. Youshould feel backward pressure onyour hand from the control columnmoving in the nose UP direction.You shou ld also see the FID barsmove toward nose UP.Repeat the above test using a noseDOWN command. The autotrim systemshould run the trim wheel in thenose DOWN direclion. The controlcolumn should move in the noseDOWN direclion and the FID barsmove 100vard nose DOWN.Failure of the trim wheel to respondto either nose UP or DOW commandsindicates a problem with the AlPautotrim system. The AlP should nol beused until the problem has been investigatedand corrected.Remember to reset the malll10l trimlab for takeoff.\n alternate wa) to chcckthe autotri III sstcm:To place a classified ad in the ABS Magazineuse the online form at . click on Marketplace. Or call 1-316-945-1700.With the engine running and gyrosup to speed. hold the elevators in theneutral poSilion.Turn Ihe FID (if eq uipped) and IheAlP on.Engage the ALT mode. Be sure theelectric trim is 0 . Push forward onthe control wheel and within three tofive seconds the trim wheel shouldmove to the nose UP direclion.Release the forward pressure and thetrim 'wheel should SlOp. Pull back onthe comrol wheel and within three tofive seconds, Ihe Irim wheel shouldmove in the nose DOWN direction.Release the back pressure and thewheel should SlOp.As in the previous procedure. failureof Ihe trim syslem 10 respond indicatesa prOblem wilh the AlP aUlotrimsystem and the AlP should nOi be usedumil the problem is found and repaired.Remember to reset the manual trimtab 10 the takeoff position.As with any preflight tesl, this onlyassures that Ihe aUlotrim syslem wasworking at takeoff.Any time you change from ALTmode to ATT mode, il is proper and prudent10 hold on 10 the comrol columnjustin case a malfunction has occurredsince the preflight leSI.The above procedures will work onIhe King aUlopilols. Even though IheCemury autopilolS have Ihe same functions.these procedures are not used.Page 8740 www.bonanza .org ABS November 2004

BONANZA/BARONMUSEUM YULLAHOMA'rENNESSEEBonanza/Baron Museum as it appeared an October 5-just waiting for the gross to grow!BY HAROLD BOSTPRESIDENT. BONANZA-BARONMUSEUM FOUNDATIONA DREAM finally becomes A REALITYOur dream of having a Bonanza/Baron Museumwhere we can preserve the heritage of our beautiful airplanes has finall y become a reality. Therewere times in our recent rainy months when Iquestioned whether we would meet the scheduled dedicationdate. As you can see from the photo above, the First Phase9.ooo-square-foot hangar is virtually complete. At this wri ti ng.we are only $35,000 away from reaching our goal of $560.000in land, cash and pledges to completely pay for it. [Goalreached during the October Beech Party!]There are five additional airplanes that have been pledgedwhen the owners can no longer fl y. Soon we are expecting twomore engines. We have also started to work on obtaining aT-34 from the Navy. As you can see. we are making progresson all fronts.We have come a long way in just one year.ow that weare moving forward at a nice pace. let's keep things rolling.I continue to seek your in volvement in locating airplanes,artifacts and memorabilia to build our exhibit collection forthe Bonan zalBaron Museum.For more infomlation on how you can participate in thisSTOCKING IS PROGRESSINGgreat project, contact me by phone (770-7 19-0638). e-mai lOn Dedication Day. October 16, we had available for displaythree ai rplanes, one engine and three props. The aircraft Drive. Fayetteville, GA 30215). or mai l Harold Bast. 760 Birkdalewere a 1947 Model 35. a Baron 95-55 and a Super-V Bonanza. More information is available at .-@-A IIearty "THANK YOU" to everyone wllO lias donated OP pledged airplanes,artifacts, memorabilia, money and time to bring us to where we are today.You 'WIN EVERY 'I'IME YOU S IGN UP A NE"W ABS MEMBER• W ith the first new member you sign up, you win an embroidered ABS ballcap (see below).• For each member after that, you'll rece ive $20 in "Bonanza Bucks." (Bonanza Bucks may be used forthe ABS Company Store, ABS Annual Convention Registration or ABSIASF Service Clinics. Exp. date is 1213112005, nontransferable.)• Every time you sign up a new member, your name will be entered into the Grand PrizeDrawing. The more you sign up, the better your odds! (Grand Prize:your choice of registration for two to t he 2005 ABS Convention with lodging OR lifetimemembership in ABS. Trip does not include airfare.)The contest runs until December 31, 2004.Winners will be announced in the March 2005ABS Magazine.ABS November 2004www.bonanza .org Page 8741

Return fuel clarificationOn page 8529 of the July ABSMag(dne. it states that in a Baron."return fuel goes to the tank [the engineis] drawing from." A reader took exception,saying that when in cross feed ,return fuel does not return to the opposite wing.The author's statement is indeedtrue in Model 55, A55 and B55 Baronsthrough SIN TC-1607, and in C55, D55and E55 Barons through TE-1083.However. in Barons TC-1608 andafter, TE-I 084 and after, and all normallyaspirated Model 58s, the reader iscorrect; Return fuel goes to lhe maintank in the same wing as the operatingengine. even when in crossfeed.There have been many small, butpotentially significant changes in thedesign of Beech airplanes over the years.Read the POH Systems Description sectionfor the airplane you ny to get the bestinfonnation on how it operates.-Tom TumerABS Manager of Technical ServicesSallie and Bud Chapman with san Jack'S E35Air-gas mixture control nutIn a previous issue of the ABSMagazine, I described a successfulforced landing I made at Dodge CountyAirport in Wiscons in after leavingAirVenture 2003 in Oshkosh. Idescribed an analysis of the problem.the finding and the temporary fix.I have further researched this issueand di>covered I am not the only personto experience it. One Cessna 2 10, forexample. with the same basic 520Pal nul installed on air-gos mixture control ormthreod on TCM toctory reman t(J.52Q.BA engine.(Photo taKen after removing lower engine accesspanel on pilot's side.)Oops!Jack Chapman was featured in the"Generat ions" column of the August ABSMagazine (page 8566), but the photos hesent in were misplaced and didn't make itinto that issue. Pictured here are, Jack'sparents, Sallie and Bud Chapman withJack's 1954 E35 (left).-Editorengine, had a forced landing that wasless successful than mine.I looked for a solution to this problem.I tried to get a hole drilled into theshaft and then use a castellated nut anda cotter pin , but I had difficulty securinglocal approval to do thi s.Larry Donaldson. my local A&P,suggested using a Pal nut to add to thethread behind the steel lock nut providedby TCM. Since this solution wasacceptable to the local FSDO, that iswhat we did.The MS27151 engine nuts replaceAC356 Pal nuts; the MS engine nuts(still called Pal nuts by most people) areavailable from sources such as AircraftSpruce.Steven Oxman. Riva. MarylandVendor recommendationWhen r departed an airport theother day, the landing gear didn't retract.When r landed, the gear motor wasremoved and found to be inoperative. Acheck of the logbooks revealed thatGeorge's Electric (FAA Repair Station#NP 3R 718L) in Sacramento. California.overhauled the unit 18 months prior andthe unit had only 70 hours on it since then.r phoned George's Electric andspoke with Mike, explaining my problemand the little time that had passedsi nce they overhauled the gear motor. Iwas told to ship it back and they wouldtake a look.The unit was sent back overnight.Mike looked at it, found a broken wireinside, repaired the unit. did the paperworkand returned it overnight. All at nocost to me. Now that is the way to dobusiness, and that type of treaUllent hasnot happened to me in a long time.If you need any work done on agear motor, nap motor. electric fuelpump, etc. r would highly recommendGeorge's Electric.-Ab Fuoss, Grasonville, Mary/and

Caveat emptoron warrantiesIt seems that some companies nolonger warranty the items they sell andif you receive a defective product, theysend you to deal with the manufacturer.I recently received a defective Whelenstrobe bulb from Aircraft Spruce &Speciaity and was informed that I hadto deal with Whelen.Whelen told me their warrantybegan on the manufacturing date, notthe purchase date. The item I receivedhad been in inventory for some time,resulting in a shortened practical warrantyperiod. So when you buy. inquireabout the specific warranty policy, andthen possibly. the manufacturing date.To their credit. in the end. aftermuch discussion. Aircraft Spruce &Specialty did the honorable thing andsent me a replacement strobe. But ittaught me a lesson.Another warranty issue involvesthe recent upsurge in vendors marketingdownloaded weather. resuiting in whatI call secondary vendors. They take aproduct and adapt it to their software/hardware combination. One such companyuses WxWorx. a real neat productin its own entity, to download the informationto a PDA. To do this requiresthat the WxWorx receiver be modified.Upon inquiring how this affects theWxWorx warranty on the receiver, Iwas told that the original warranty isvoided and the "secondary vendor" thenwarranties the receiver. What one doeswith this information is an individualdecision;just make such a decision wi thall the facts.-Borrie Hiern, Rome, GeorgiaRadio extraction toolAre you tired of pulling on theradio's knobs to sl ide it out of the tray?A solution to this vexing problem is touse a pair of paint can top pry-opentools that can be obtained free for theasking at most hardware and buildingsupply stores. They are bent at a rightangle at the end and can be slippedbehind the face of the radio and thenused to pull the radio straight out.-Barrie Hiem, Rome. Georgia"English" BonanzaGood old 78Deita won herthird award at Sun 'n Fun as"Outstanding in Type in theContemporary Class." Quitefrankly, I wasn't going to enter herthis year until I found out you geta free "I flew to Sun 'n Fun" hatfor registering.I thought I'd have a little funby adding a sign to my cabin doorindicating that 78Deita was an"English Bonanza featuring righthand drive." You wouldn't believehow many novices took the baitand asked about thi s "rare"Bonanza-the first EnglishBonanza they'd ever seen.-Lorry E VanDam.Riverside, California\OltCE:RIGIIT II \\0 ORII ~.78Delto ftylng """the la, Podre,National Forest.78Delfo of Sun 'N Fun WIth her"English" placard

fter we decided to fly our Bonanza west to visita daughter in Monterey, California, we foundthe possibilities were endless for other placesto go and friends to see along the way.Geography has always been my weakness. andI was excited to "fly the map" with my pilothusband Lewis Meriwether Walker III- named after hisequally adventuresome ancestor, Meriwether Lewis.At age 65, Lewis is eight years into hi s nying career withmore than 1.000 hours in his logbook. From the right seat, Iassist by reading char1s, noting all ATC communications andkeeping him energized with fluids and food.NORTH CAROLINAOn May 7-loaded with desen clothes, mountain parkas,emergency packs and gifts for family and friends- welaunched our 1994 Bonanza from our home airpon ofDinwiddie, Virgi ni a, on a wo nderful 32-day USA coast-tocoastround-trip adventure.The first day we landed in Asheville. onh Carolina, andtoured the beautiful Biltmore mansion and gardens. Thisstopover gave our three grandChildren in Tennessee time torecuperate from strep throat before our arriva l.~llSSISSIPPIOn Mothers' Day we lifted off over the green. roundtoppedhills surrounding the airpon that were draped withcouony clouds and mists from the Swannanoa River. When welanded at Olive Branch Airpol1 in Mississippi. our grandchildrenmet us at the FBO and clambered aboard for "/lightinstruction" in Grandpa's cockpit. We enjoyed touring theMemphis area with the family.n. ESSn ARK.\NS.\S. \t'\SAS_ COlOR \00The next day we flew out of Mississippi, over Tennesseeand then into Arkansas air space on our way to Wichita,Kansas, our halfway stopping point to Ft. Collins, Colorado.We were scheduled to take some mountain flying trainingfrom Ron Zasadzinski, a BPPP instructor Lewis had met at atwo-day BPPP clinic in Nonh Carolina.Thanks 10 serendipity in Wichita, we happened 10 driveRay theon's FBO crew car right by American Bonanza Societyheadquaners on our return from lunch. After a quick 180 intothe ABS parking lot. we popped in to meet the staff and to uredthe office with Tom Turner, manager of technical services.In the ABS Company Store we bought pewter key chainswith a dangling A36 and John Eckalbar's book, IFR: AStrucTured Approach, which we read on our trip.Flying over Kansas at 10.000 feet, the terrain appearedmostly treeless but beautiful in a patchwork of squares andrectangles, polka-doued with irrigated circles in varyingshades of green and brown. As former irrigation farmers, weappreciated the center pivots. Grain elevators rising out ofevery small community and feedlots with tiny brown specks ofcaule spoke our language, too.As we entered Colorado, the terrain changed to mostlyJoonie Wolker on the seawall 01 the Mississippi River in PrOlre duChien. Wisconsin-her birthplace.Ron Zasadzinski and lewis Walker in Ft. Collins, Colorado, formountain Hying training.Joonie sightseeing In the SedoPage 8744 www.bonanza.org ABS November 2004

GRAYSON COUNTY, VIRGINIAbarren. uncultivated ranch land until we approachedFt. Collins, where large lakes green-up the landscape. and theRockies loom high, capped with snow. Lewis located thecamouflaged downtown airpon with his GPS system, and welanded gently, as usua l.Our mountain flight training with Ron commenced afterlunch in the FBO classroom. He spent several hours explainingsafely procedures for effective navigation through themoun lains. Mountain waves. lenticular clouds, densityaltitude, rotors. etc. were discussed.MOUNTAIN FLIGHT TRAI"iINGEarly the next morning with Lewis as pilot and Ron in theright seat, our Bonanza took off to test the thermals aroundVai l, Aspen and Leadville, the highest paved airport in the U.S.Clear, smooth flying prevailed until they topped the pass goinginto Lead ville. Snow showers blanketed Leadville, so theyturned back to Ft. Coli ins, but snow was falling there, too,giving us an unplanned extra day in Colorado.We love talking to locals about the best places to eal. themost interesting museums and scenic drives. The fine folks atthe Ft. Collins historical museum advised us to follow theCache la Poudre River canyon. Driving north LOwardWyoming. we meandered through intermittent snow and sunshinealong the river, admiring the craggy walls around us.At a general store mid-canyon, the proprietor alerted us tothe elk popUlation. Sure enough, we spotted a small herd in thehighland meadows. Also. rounding a sharp curve in the narrowroad. a large mule deer startled us, ralher than vice versa. Heseemed a bit blase as we nearly nipped his tail with our car.'F\\ \tEXICO. ARIZONAOur flight out of Ft. Collins early the next morning wasoriginally planned for a stop in Alb uquerque. New Mexico.but we were anxious to join some friends in the Phoenix area.So we headed south, hoping to clear the high desen in NewMexico before it heated up (and we bumped up).As we cruised over Denver at 12,000 feet, I caught aglimpse of the state capital with its gold-leaf dome glilleringin the sun.Paralleling the Front Range as we shot toward Pueblo, astrange thing occurred on our Mode S traffic advisory. A targetappeared directly on us at our altitude, though ATC had notwarned us of any planes in the area. We scanned our air spaceas Lewis called ATC for information. While he was reportingour situation, the traffic turned north. ATC insisted that noplanes were in our area. We watched Mode S as the target flewaway through the six miles of rings on the indicator. Themystery remains unsolved. though we have our theories. Amilitary jet jockey perhaps?Pike's Peak glisrened with its icing of snow. We could seefor hundreds of miles in the clear mountain air-Kansas to theleft, ew Mexico coming up fast to our south. and Rocky afterRocky after Rocky Mountain on our right. Awesome!At Las Vegas, New Mexico, we veered west, heading overbarren landscape, seemingly devoid of population. As we flewArizona, area. Joonie and Lewis at Point Lobos State Reserve--- MontereyPeninsula (Colifarnia).Using our mountain flying training on the trip back! Flying throughthe Rockies coming out of Kalispell, Montana.ABS November 2004 www.bonanza.org Page 8745

over the 10,OOO-foot range near Albuquerque, high desertstretched out in front of us. For the next two hours, the starkterrain occasionally included a miniature train curving alongthe low areas or a major highway with tiny trucks asevidence that civilization was down there somewhere.Arriving in 100 degrees at Deer Valley Airport outsidePhoenix quickly warmed our bones ch illed by the snow ofColorado. Our friends rode the electric cart out from CutterFBO to see our Bonanza and help us unload. By the way, ourplane has webbing that can be stretched over the luggage tokeep it immobile during flight. We had removed the two rearseats for increased space and weight capabil ities.From our friends' beautiful baCkyard in Peoria nearPhoenix, we enjoyed balmy desert night-time sights and sounds:coyotes howling in the nearby hills, lights of Phoenix glitteringbelow, and pairs of F-16s streaking across the starlit sky as theyreturned from night training to Luke Air Force Base.The Bonanza stayed at Deer Valley a few days while weland-traveled to the red rocks of Sedona, Oak Creek Canyonand Williams where we boarded a 1920's Pullman car trainfor a sce nic trip to the Grand Canyon. What fun! Guitarplaying/singing cowboys, bandits on horseback who"robbed" us on the train, high desert scenery, lunch at theCanyon, bus tour to the photo opportunity outlooks, and thenback to Williams.On our return to Phoenix through the Verde Val ley, westopped at Montezuma Castle National Monument to see the cliffdwellings built by Native Americans nearly 1,000 years ago.CALlFORK[AThen we were off "Westward. Ho!" flying high overArizona desert and mountains, across golden hills ofCalifornia, past Salinas Valley with its salad-bowl agriculture,then dropp ing down to Monterey. Lewis made hi ssecond ILS approach of the trip, and we touched down withthe Pacific straight ahead. We had made it across America"from sea to shining sea"-Bonanza style!OREGONWe spent five days in Monterey with our daughter and herNavy husband visiting Monterey Bay Aquarium, Point LobosState Reserve. Carmel and its ntission church, Pebble Beach,and the Steinbeck Museum in Salinas. Then it was time to flythe map north to San Franc isco, and on to Medford, Oregon,and Walla Walla, Washington before heading back east.Unfortunatel y, limited space does not allow a detniled accountof our trip back to Virginia and the Atlantic coast. But you can traceour route on the mop below. All across the U.S and back, everyonewas helpful and interested in shoring information. Our GPS approachback into cloud-covered Dinwiddie County Airport marked the end ofa "Great Adventure: We were glnd to be home, but even happier tohave had the trip of a lifetime. The only maintenance N3152E neededduring the whole trip was one quart of Oill Yea, Bonanza lWe recently moved and now fly N3152E out of Hillsville (HLX)airport. Also, we enjoy fly-ins to various interesting locat ions with theSoutheastern Bonanza Society.---@-HAVE AN INTERESTtNG OR UNUSUAL BONANZA TRtP TO SHARE?Send it to ABS headquarters by fax (316-945-1710), e-mail ,or send it via snail mail (American Bonanza Society, 1922 Midfield Road, P.O, Box 12888, Wichita, KS 67277).Page 8746 www,bonanza.org ABS November 2004

REGIONAL NEWS---------------- - - - - - - ---- - -- - -- -------Bonanza formation demonstration by Wayne Collins, Gene Keyt and Boyd Proctor.The SWBS crew enjoying Natchitoches via the troUey.Southwest Bonanza SocietyAlthough 48 people signed up forour ny- in to Natchitoches. Louisiana.over the weekend of September 17-19,the threat of Hurricane Ivan forced allbut 31 to cancel. [van eventually turnedto the northeast. however, and severeclear over most of the state allowed thesuperb Bonanza formation demonstrationby Wayne Co ll ins, Gene Keyt andBoyd Proctor to go on as planned.The city of atchitoches (pronouncedNak-i-lish) welcomed our groupand the general public with a great BBQdinner, an address by a city official, cooldrinks and lots of open fellowship.On Saturday. the annual Meat PieFes ti val in downtown atchitoches providedplenty of entertainment and foodalong with arts and crafts and a trolleytou r of the histori c dow ntown section.Saturday eveni ng we gathered at theLanding Restaurant for a social hourand line buffet dinner.Sunday morning arrived bright andbeautiful and by II :30 the last of ourgroup had departed wi th great memoriesof good old Natchitoches.Watch for plans and details on ourSWBS Holiday Party in December, aswell as our schedule of other events in2005. We welcome anyone who mighthave an interest in joining SWBS.See details of past and upcomingevents, as well as general membershipinformation, on our website .Keep the blue side up'- James StilesRAGGIN1953035. Nl16F - Jim Wallace. Colorado ~nrinnl"ABS November 2004 www.bonanza.org Page 8747

R VIOLATIONSs we all know, since September II , 2001 , the U.S.military has been playing a much greater role inpatrolling domestic airspace. As time goes on, moreairspace is subject to security-related limitations like temporaryflight restrictions (TFRs) and the status of that airspacecan change from minute to minute.In addition to stationary TFRs, there is the WashingtonADIZ and even "roving" TFRs that may follow a presidentialmotorcade and physically change in location while in effect.Especially during the campaign season. the proliferation ofTFRs and other airspace restrictions got worse, not beuer, forthe average general aviation pilot.If you fl y within this protected airspace, chances are youcan expect to be intercepted by an armed aircraft, most likelya fighter jet but possibly a helicopter or business jet configuredfor surveillance. Up to now no civilian aircraft has actuallybeen fired on by the U.S. military during an interception indomestic airspace. There have been some close calls.Some insurance carriers think it is just a maUer of timebefore an intercept happens. whether or not by accident. Anactual interception could mean matching the cruising speedof a Skyhawk to that of a jet, for example, and raise a set ofproblems for which few civi lian pilots have been trained. Infact, there is no FAA requirement that pilots undergo interceptprocedures training and I am not aware of any approvedsyllabus for it.The FAAs only forma l attempt to describe interceptionprocedures and educate pilots on what to expect if interceptedconsists of a few paragraphs in the Aeronauticalloformation Manual (AIM). That ArM section has not beenupdated to reflect the government's ongoi ng activity si nce9111 in creating additional blocks of restricted airspace.The North American Aerospace Defense Command(NORAD) is the U.S. military branch charged with patrollingTFRs and similar airspace. Created during the Cold War tofocus almost exclusively on threats coming toward theCanadian and American borders. NORAD has taken on theadditional mission of ensuring domestic airspace security.ORAD states that if an aircraft is dispensing flares inyour vicinity, he is advising the following:• Pay attention• Contact ATC immediately on 121 .5 mHz if necessary• Follow the intercephng crew's visuol lCAO signals• Noncompliance may result in the use of forceDepending on the airspace. Sikorsky UH-60 BlackHawk helicopters are operated by the U.S. Immigration andCustoms Enforcement (ICE) and its Office of Air and MarineOperations to patrol airspace around Washington. D.C., andover certain special events like this summer's political conventions.These helicopters don't CatTY the same kind ofarmaments as. say. an F-16. Instead, they can be armed withICE officers wielding rifles.A Sidewinder fired from an F-16 or a few well-aimed shotsfrom a trained rifleman can ruin your flight , so it is important tostay alert. Other airborne assets are in use by different agencies,too, depending on when and where they are needed.The published procedures concerning interception seemto raise more questions than they answer. Some recommendationsfor a pilot to do once it becomes apparent that you'vebeen intercepted are:• Fly the airplane. II's easier to discuss any TFR violation on the groundinstead of via the radio. Butta get on the ground you still hove to fly theairplane to a safe landing.• Do not make any abrupt control inputs. II is a good bet that interceptorflights consist of a lead and a wingman.There will likely be another aircraftbehind you and you will not know what they're doing or where theirweapons are pointed, Furthermore, on abrupt maneuver could be misinterpretedor put you in the wingman's flight path.• Toke core of any passengers you have aboord.You should calmly informthem that your flight is being diverted for unknown reasons and that youneed to concentrate on flying the airplane. Ask them to look for and adviseyou of any aircraft flying neorby. They should stay seated and belted.• If you hove a wo rking radio, tune it to 121.5 mHz and listen. If the interceptingaircraft con read your N·number, the crew will probobly try to contactyou using it. If they can't read your numbers, they'll make a call in theblind, describing your aircraft type. altitude and location in an allempttocontact you.• Do what the intercepting aircroft directs, either by visual signals or onthe rodio, as soon as proclicol.lf there is on operotionol reason you mustrefuse a direction, use the standard procedures (Chapter 5, Section 6 ofthe AIM) to communicote with the intercepting aircra ft.• Don't make the situalion worse than il already is by foiling to put downthe landing gear or pertorming the before·landing checklist. Remember thefirst suggestion: Fty the airplane.It is our opinion that in general if the aircraft is damagedduring or because of an intercept proced ure, it would be a coveredloss under your aircraft policy. Each situation is going tobe detennined on the fact situation at the ti me, so it goes wi thoutsaying that it is best not to bust through a TFR area.If you have such a violation, it is important to show thaton your next pilot history statement with any explanation asto the cause and correction or any procedures that may havecreated the oversight that led to the incursion.A loss caused by an incursion into a TFR could be de v­astating-not only to the aircraft and pilot involved, but tothe entire general aviation industry, So we must all stay vigilantabout this complex restriction and assist our governmentand military in its safe enforcement.Fa/con Insurance is the agency for the official ABS insurance program. JohnAllen may be reached al /·800·259·4ABS (4227). Fa/con's websile IS.

WILLIS M. HAWKINS1913-2004ABS Past President Willis M. Hawkins.passed away September 29 at his homein Woodland Hills. California.hen a person like Willis Hawkinsleaves this life, what li ves on is agreat stream of achievementsfueled by an extraordin ary intellect and atireless creative curiosity. Even among hispeers few lived so long and so productively.tn one way or another. Willis reachedout and touched the lives of countless membersof the aviation community. And he didso throughout a nearly 70-year career as adistinguished aircraft designer. Among hismany accomplishments was the LockheedC-1 30 Hercules. one of the few planes in thehistory of aviation that remained in continuousproduction for 50 years.Willis was truly the legend ofLockheed. Over 40 years of service, he wasboth the hands-on participant and the acti vecatalyst for an almost endless list of militaryand commercial design achieve ments.Under his walch, the Polaris Mi ssile, thefirst-ever to be launched underwater. wascredited to Lockheed. Additionally, overthis long career. his mind moved restlesslyabout to include the idea of craft ing hydrogen-poweredaircraft."He was a brilliant thinker:' said JamesRagsdale. a former Lockheed colleague.Beyond his role of designer. Willis came tobe a philosopher and a futuri st. He earnedthe title of Senior Vice President-Scienceand Engineering at Lockheed. and servedhis nation as the U.S. Assistant Secretary ofthe Army for Research.He was a modem Michelangelo inrespect to his talents and his vision. Beyondall this, he was a pilots' kind of guy. Heloved flying airpl anes and he loved beingarollnd others who shared his passion.During his six-year tenure as a memberof the ABS Board of Directors. includingservice as president (1997- 1998). Wi llisworked lirelessly on behalf of the owners ofBonanza-type aircraft.His life was not only about what he didbut also about the manner in which he did it.He was a happy, confident and opti misticleader. He be lieved in making things bellerand in having fun while doing it.ASS profited greatly from his years inthe left seal. We will miss his bright andengaging presence and remember the days ofhis li fe when he walked and flew among us.- For rhe ABS Membership and StaffWillis wos about to odd 10 his long list ofawards, honors and achievemenls 01 theNotional Management Association's annualmeeting in New Orleans, louisiana, where hewas to be inducted inlo NMA's Hall of fame.But. like the ABS Convention. the NMA annualmeeting was cancelled due to hurricanes.Accepting for him will be his daughter, NonHawkins Baslick. at a rescheduled NMA meel·ing in New Orleans.•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••----SI.I. m .... t 01 Ownel'$hip, "'anag. ment, and Circulation,0,__ '_0.- ~.....__ ~ ...._01___......._ ..._ ..y------_rle.. _ ... SKI ..,. !l2Z r.LIfh14 -.I, PO 10. IlIU. \I1~~it•• U 6un-2'U------...... Io.n !ono.B" $0

OVEMB Fl4·7 • ABS Service Clinic. Dallas. Texas (ROB).Cutter Aviation. Contact: ABS HO 316·945·1700.or sign up at .5·7 • BPPP Clinic. Norfolk. Virginia (ORF).Contact: BPPP registration office 970·377·1877 or fax 970·377·1512.13· North East Bonanza Group 2005 PlanningMeeting. Lumberton. New Jersey. Flying W.Contact: Joe Weinberg 856·234·5860.OECEMBER2·5 • ABS Service Clinic. Romano. Colifornio(RMN). Cruiseoir Aviotion. Contact: ABS HO 316·945·1700. or sign up at .9·12· Southeast Bonanza Society & North EastBonanza Group Fly·in. Stella Maris (MYLS).Contact Harvey Kriegsman 321·725·9226 orTroy Branning 305·378·8669. Or visit .- 2005.JANUAFlY13·16· ABS Service Clinic. Phoenix (Deer Volley(OVT). Culter Aviotion. Contact: ABS HO 316·945·1700, or sign up at .21·23 • BPPP Clinic. Phoenix. Arizona (OVT).Contact: BPPP registration office 970·377·1877 or fax 970·377·1512.FEBRUARY4·6 . BPPP Clinic. Melbourne, Florida (MLB).Contact: BPPP registration office 970·377·1877 or fax 970·377·1512.17·20 • ABS Service Clinic. Lantana, Florida(KLNA). Windward Aviation. Contact: ABS HO316·945·1700, orsign up at .MAFlCH18·20· 8PPP Clinic. San Antonio, Texas (SAT).Contact: BPPP registration office 970·377·1877 or fax 970·377·1512.APRIL1·3 • BPPP Clinic. Greensboro. North Carolina(GSO). Contact: BPPP registration office 970·377·1877 or fax 970·377·1512.12·18 · Sun 'N Fun.15·17 • BPPP Clinic. Fresno. California (FAT).Contact: BPPP registration office 970·377·1877 or fax 970·377·1512.21·24 • ABS Service Clinic . Woodland.California (041). Woodland Aviation. Contact:ABS HO 316·945·1700. or sign up at.MAY13·15 • BPPP Clinic . Columbus, Ohio (CMH).Contact: BPPP registration office 970·377·1877 or fax 970·377·1512..JUNE10·12 • BPPP Clinic . Colorado Springs.Colorado (COS). Contact: BPPP registrationoffice 970·377·1877 or fax 970·377·1512..JULY14·17 • ABS Service Clinic. Gig Harbor,Washington (TIW). Associated AviationEnterprises. Contact: ABS HQ 316·945·1700,or sign up at .24·31 . AirVenture. Oshkosh, Wisconsin.SEPTEMBER7·11 • ABS Annual Convention & Trade Show.Addison, Texas. .NOVEMBER3·6 • ABS Service Clinic. Gainesville, Texas(GLE). Tomlinson Aircraft Services. Contact: ABSHQ 316·945·1700, or sign up at .OECEMBER1·4 • ABS Service Clinic. Ramona, California(RNM). Cruiseair Aviation. Contact: ABS HQ 316·945·1700, or sign up at .For further detail and more events,visit the calendar on the ABS websiteAUGUST. The website isalso the place to visit for upcoming18·21 . ABS Service Clinic. Sioux City. Iowa news about the 2005 Texas ABS(SUX). Jetsun Aviation Centre. Contact: ABS HQ Convention.316·945·1700, or sign up at ......... ..........To advertise in the ASS Magazine, contact John Shoemaker at 1·800·773·7798,ext. 3317. To place a classified ad, use the online form at ,click on Marketplace. Or cali 1·316·945·1700............................... .............. ...................................VOl' 1\ 11-:1';'[' YOU H I "I,Y I NG D U D DlESONT'; 'W I TH ' L'Hl!: GRl!:A1.' H ASH BRO" ' N S .IT'SHAVE YOU ASKEDIF THEY WANTTO .JOIN ABS?ASS MEMBERSHIP DRIVEPage 8750www.bonanza.orgASS November 2004

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