April 1999 - American Bonanza Society

APRIL 1999~(ISSN 0161-3545)Published byAMERICAN BONANZA SOCIETYOrganized January 1967ASS EXECUTIVE DIRECTOREDITOR IN CH IEFNancy JohnsonPUBLI CATION OFFICE1922 Midfield RoadP.O. Box 12888Wichita, KS 67277316-945-1700Fax 316-945-1710ABS web site: http://www.bonanza.orgABS e-mai l: bonanza2 @bonanza.orgSend articles/letters to theabove address/fax/e-mail.EDITO RBetty RowleyART DIRECTORJim SimpsonEDITORIAL CONSU LTANTPatrie RowleyD ISPLAY ADVERTISING DIRECTORJohn Shoemaker2779 Aero Park Drive, P.O. Box 968Traverse City, M I 496841-800-773-7798, ext. 3317BONANZA OF THE MONTHCover: Frank Glenn 's 1999 A36 12 FG at Raytheon Aircraft in Wichita... .. . ..... .... .................... . .............. . ..... .. ..... 5637FEATURESFLIGHT TO ANGEL FALLSBy David Davidsoll ........ ... . . . . . .. . . ... . • . . . •. •............ 5640" THE BIRDS" STRIKEBy Lallce McDougleA GOOD TREND: HOW TO MONITOR YOUR AIRPLANEBy George Wilhelmsell ........ ... ......... ..... .WEIGHT & BALANCE CA LCULATIONSBy Ron Vickrey . ..P-FACTORBy Henry Davison5648565056525661BONANZA RESTORATIONBy Slevell Oxman. .., ............... . . . ....... . ... . .. . .. _. .... 5664ABS/ REGIONAL FLY·IN ACTIVITIESBy Harold Bosl ....................• . ... . . ...... ... . ..... .. . 5668DEPARTMENTSPRES IDENT'S COMMENTS 5639by Bill CarterCOLVIN'S CORNER ..... . 5642by Neil Pobanz and Arky FoulkINSURANCE ..... . ..5654by Jolm Allen, Falcon InsuranceFORUM ...S655AVIONICS.S659by Jim HughesSHOPTALK ....5662by Lynn JenkinsCURRENTS5666Parts prices on Hartzell MV modificationby Lew GageGROUND CONTROL 5670by Nancy JohnsonCALENDAR ... ........... 5671SERVICE CLINIC SCHEDULE •...• 5665 BPPP SCHEDULE .•... 5667Support the American Bonanza SocietyWIth a Life Membership for $1, 000PRINTERVi llage Press, Traverse City, MichiganAMERICAN BONANZA SOCIETY MAGAZINE is J>Ublishedmoorhty by the Ameril;an Bo~n.za Society at theWichita Mid·Continent Airport, 1922 Midfield Road,Wichita, KS 67209, The price of a yearly subscription isincluded in the annual du(!!; IS45) of SOciety mem~.Periodical postage paid at Wichita, Kanys, and addition

Vallery and David Davidson (A36 owners).Ed and Heather Stafford (Baron owners).of the move when we arrived. Suffice itto say that we did arrive, park and leavethe airport intact.The Haitian people are warm, friendlyand poor. The road to Mont Joli (our hotel)was deeply rutted and lined withstructures that were more like hovels.Observing people and animals who were__ obviously striving to just get through theday was heart-rending. There is basicallyno government, no work, no prospects ofwork-and not much hope of it gettingbetter. In fact, at the moment, there is noofficial national government so it is likelythat things will get even worse. It's no wonderthat the Haitians will take all kinds ofrisks to escape. After a buffet dinner, weretired to get a good night's sleep.Tour of the CitadelThe Citadel is a huge fort built on topof a mountain to defend the island in theevent that the French. who had formerlyoccupied the island, should decide to return.It took 20 years and 12,000 livesbefore it was finished-and the Frenchnever returned.We rode horses up the mountain to theCitadel and walked down. By the timewe finished tipping. we had gone througha wad of dollar bills. It seemed like wetipped six Haitians to every horse.We bumped back to the airport andafter much bumbling, paid our fees, filedour papers and left for St. Lucia.Cap-Haitien to St. LuciaWe planned a fuel stop in St. Thomasin the Virgin Islands. In spite of the factthatATC had not received our night planswhich we filed in Haiti and 14 of our aircraftarrived in that very busy airspaceunexpectedly, the controller did a greatjob of air filing everybody's flight plans.We found our way into the airport,where fuel was available in the same areaas Immigration, Customs and Agriculture.It took about an hour and a half toclear all of our paperwork and show ourlicenses and medical certificates. Wewere in transit so I don 't know why allthis was necessary except for them tocollect fees. It was a mess, probably as badas any of our other more primitive stops.Two aircraft had to stay overnight in St.Thomas since they couldn't have made itcomilllled 011 page 5647Siegfrieds and Vickreys "up the river."ABS Apri I 1999Page 5&41

Which communicationsradios are obsolete?Frank SchwarzExcelsior Springs, MissouriQ: I'm looking for a list of the communicationsradios thal no longer meetbandwidth requirements.A: The list has been published in severalaviation magazines. it is also availableon the Internet at www.fcc.gov/wtb/av iation&marinelbadlst.html You mayalso contact the FCC at 202-41 8-0680.e-mail the FCC at mayday@FCC.govorcheck with your local avionics shop.- PADs on the InternetKip PrattOrangeburg, South CarolinaQ: Where can I find a listing of ADson the lnternet?A: Currently the FAA does not offer acomplete free list on the Internet. Theydo offer information on where to obtainthis information for a fee at http://www.fedworld.gov/pub/ntiS/2nty 108.txtRecent ADs. but 1101 a complete list,are also available at www.fedworld.govlftp/faa-cai/faa-cai.htmThere are also several commercialsources advenising AD data on a fee basis.Aerotech Publications is one and canbe reached at Skyhawk@qNet.com.The new, revised ABS CD-ROM,which contains all issues of ABS Magazillethrough December 1998. also includesa complete list of all ADs, STCs,FARs and the AIM , cun'em through thePage 5642publication date of the CD. Memberspurchasi ng the CD will also be able tooain free access to Summit Aviation's~ebsite for ADs becoming effective afterthe publication of the CD.- NP833 rough engineIvar GoodrichMoses Lake, WashingtonQ: I have a 1964 833 Debonair withthe original 10-470, 225 HP fuel-lIlJectedengine. This engine exhibits a sub tleroughness aftertakeoff and during climb.Initially, a leaning of the mi xture seemedto smooth it up some, but later in theclimb it is hard to say that mixturechanges do much good.Even in cruise, th ere seems to be avery light roughness that is hard to detect.but definitely there. There is a sortof cyclic pulsating sound and vibrationthat seems to vary in intensity for nogood or known reason.We have changed the fuel pump recentlyto fix other proble ms, but thechange had no affect on the roughnessproblem. Other engine checks such as thetiming, plugs, mags and compressionshow no problems. I have operated otherBonanza and Baron models with the 10 -520 and never noticed this roughness. Isthis characteristic of this engi ne or is thissomething that could be fi xed?A: You should check the fuel injectornozzles for cleanli ness with a baby foodjar test, i.e., unhook and remove thenozzles. hook back up in jars and run theboost pump wi th the throttle forward,mixture rich fo r 45 seconds. The indi -vidual fuel streams should be straightwith about pencil-lead thickness. Withregular TCM injectors, all of the samesize, there should be equal amounts offuel in each jar. TCM Service InformationDirective 97.3 describes the tests ofyour system for proper set up.You might also have a sticky valve,but that should shortly show up on compressionreadings. You could also try adynamic balance of the engine and propellerwith pick ups placed on both thefront and rear of the engine.Also, GAMljectors have been knownto smooth out an engine, if there are nomechanical problems. Even with GAMls,the 97-3 set up should be correct.- PIO-470-N minimum oilquantityBarrie C. Hiern, Sf.Rome, GeorgiaQ: I have a recent FRM T0-470-N engine.The dIpstIck IIld,cates 10 quarts ISfull. The manual says to see dipstick forminimum oi l level. The minimum oi llevel marked is two quarts, then marksare every two quarts. It is the correct dipstickfor the engine, provided by TCMfor my engine. It is hard to believe thattwo quarts is sufficient quantity to lubricateandior cool. So what is the minimumquantity considered safe?A: The TCM overhaul manual statesthe minimum usable oi I for 15 degreesof aircraft pi tch is six quarts for the 10-470-N. This quantity varies for someother engine models.Also, TCM Service In formation Let-ASS April 1999

ter 94-6 lists dipstick parts numbers foreach engine model should anyone questionwhether they have the correct dipstickfor their engine.- NP833 cabin door adjustmentPhif PearlSeal/Ie, WashingtonQ: I've been having trouble gettingmy upper door latch to engage from theoutside door handle. As a result, when Ipark outside in the rain, the door leaks.Incidentally, the upper latch works finefrom the inside door handle.I recently had the door hinge pins replacedand I've tried adjusting the screwon the upper latch pin in the fuselage.Unfortunately. thi s doesn' t solve theproblem. I understand that I may wantto try lengtheni ng the rod (via a turnbuck.leadjustment) that connects theouter door latch to the inner door latch.Have there been any articles on thi sthat I should know about? Do you haveany other suggestions?A: ABS Ma ga~ ill e pages 186S, 2441,264SC, 3389 and 4860 contain articlesaddressing cabin door adjustments.Pages 11 2-1 18 of Colvill's Clillic, 1992Revised Edition, is another SO UTce of informationas is the service manual foryour aircraft. It is possible your door maybe sprung which will make adjustmentmore difficult.Al so, if you have an inflatable doorseal, your door will be more prone toleaking on the ground when the seal isdeflated.- P836TC oil, leaning andcool-down questionsCarl DavisDenver, Coloradon: I recently purchased a new B36TCa~ it is time to change the oil. What isthe most common oil in use in the northernhalf of the United Sates: Phillips XIC 20-S0 or Aeroshell IS-So?Also, I was told that the clock for thefour-mi nute cool-down period at idle aflerlanding needs to be rese t and startedover if, at any time during taxi, the idlespeed goes above 1.000 rpm. However,the POH says taxi time is included in thefour-minute cool-down period.It is common that the idle speed wouldneed to be above 1,000 rpm during taxi.How about a four- to five-minute coo1-down period at I ,OOO- I,SOO rpm with thelast one minute at no greater than 1,000rpm?I was also told that the mixture couldbe leaned further in a reduced powerdescent than in cruise in an effort to keepthe engine hot. However, the ContinentalEngine manual says to descend withthe mixture at cru ise setting. In my previousturbocharged ai rplane, which wentto TBO, I was reluctant to lean the mixtUTebeyond crui se setting because itwasn't necessary, and I thought I mightforget to enrichen the mixture before increasingthe throttle. What do you think?A: BOlh Phillips and Shell are goodoils and it's a personal preference. I favorAeroshell ISWSO in the winter andW 100 in the summer. Normally, theminimum power used during taxi can becounted as cool-down time. However, ifyou have to really power up during taxi,then the clock starts over again.There are differing opinions on leaningprocedures, but I prefer the TCM recommendedprocedure to not lean belowcruise settings.- NPV358 oil temperature gaugeGuy SchmidtDaytona Beach, FloridaQ: M y oil temperatu re gauge quitworking. My A&P says the sensing unitis out, and it is very expensive. Can yougive me some ideas on additional sourcesand an approximate cost?A: Try instrument Tech at 800-229-9078. They should be able to help at reasonableprice. Prices vary by model.-NPCleaning the belly on a K35Tom LombardBroomall, PennsylvaniaQ: I received the video "Owner PerformedMai ntenance" and it's very helpful.However. I have a question aboutcleaning the belly of my aircraft. It saysnot to use 409 or other household cleaners.Please advise what you recommendto clean dirty. greasy aircraft bellies?A: Household cleaners such as 409 andothers are not recommended for aluminumbecause they can cause corrosion.Simple Green seems to be OK. Carbon­X has an Air Force MIL Spec, is watersoluble and is recommended for aluminum.Stoddard Solvent is a commercialparts washer fluid, nearly the same asmineral spirits, which works well to removeoily dirt from bellies.-NPStandby instrument airsystem on F33AGary GarrettSugar Land, TexasQ: Can you recommend a standby instrumentair system for my F33A andcould you also recommend a shop in Houstonor surrounding area for installation?A: Chief Aircraft (800-447-3408) sellsa couple of brands for your aircraft.While Chief offers a good price, makecertain you can locate a local shop willingto install a system purchased elsewhere.Part of a shop's overhead, insurance,etc. is normally covered by the profit theymake on parts sales. Sorry, but I don ' thave current information on shops inyour area. Perhaps some members willbe able to provide recommendations.-NPEffect of airframe ageon price of V35ADavid BeauchaineVancouver, WashingtonQ: Is there any data that shows howthe value of a Bonanza changes as a functionof age of the airframe? I will be buyinga 1969 V3SA and am wondering ifthe price/value of this plane is about todecrease precipitously due to airframeage only?The current airframe total timeis 3390 hours.1 have been able to read fro m the ABSCD I purchased that the airframe has"unlimited life." Is this really an accuratestatement, provided it is well maintainedand has no corrosion?A: Dealers and financial institutionsuse the Aircraft Blue Book and other referencesto determine an aircraft's value.Total airframe time is just one data pointconsidered and "normal airframe times"for various models are listed.Although high total airframe time andprior damage history can result in a lowermarket value. these are not necessarilygood indicators that an airframe is anyle ss sound than a lower time, undamagedaircraft.How an aircraft has been maintainedABS Apri I 1999Page 5643

over the years is more critical to itspresent condition than its total flighttime. There is no finite airframe life imposedon the Model 35. However, thefuselage life on pressurized Beech products,such as the Duke and King Air,staned at 10,000 hours-which I was thefirst to reach on a King Air 200 a fewyears ago. Even that limit has been extendedon individual airframes after inspection.lithe past is any indication, the V35Aand other Beech models will continue toincrease. rather than decrease. inva lue.-NPA36 propeller replacementlee Elson~nga , California"-

transparent tape, wh ich is much less obvious.Be sure to carefully fit tape aroundthe stall warner vane and the wing leadingedge stall strips.-NPM35 Bonanza riggingThomas f. AltusArlington, TexasQ: I am having problems with properrigging of my M35. The ball stays to theleft of center. Could you recommend areliable shop that could properl y rig thi sairplane, preferably one located in Texas,but any reputable shop wou ld be appreciated.1 have a friend who has a J35 witha similar problem except his ball staysright of center. Nothing in the log booksof these aircraft says anything has beendone to the rigging in their history.A: SCali Goodley at All AmericanAviation (972-392-7555) may be able tohelp. Typicall y, you can rig this usingruddervator trim tab differential. Seepage 3-61 of the shop manual.- NPM35 nose strut repairIrwin KatzAvon, ConnecticutQ: I'm having the nose gear overhauled and have been informed that thebrace assembly of the nose wheel gearis corroded and needs to be replaced. Iunderstand I'll have to find one from ajunk yard. Do you have any leads andphone numbers where I can start mysearch?A: You can also call Delta Strut at 602-844- 1004. Salvage yards that may havethis part are: Dodson (800-255-0034),White (800-82 1-7733), Atlanta (800-237-8831 ).- NPCovering landing geardoors' lightening holesJohn OrnellasAvon, MassachusettsQ: Is there a proper way to applyCecooite covers to the lightening holeson my landing gear doors? Should theCeconite be doped prior to primer?Paint?A: Most people simply glue them onwith Pliobond, then just paint with aluminumor white paint. Obviously, itwould be beller to prepare the materialas you would if recovering a fabric air-craft, which wou ld include filler coats,sanding. etc.-NPB35 hot oil smellBob WhisonantCody, WyomingQ: I have recently noticed a hot oi lsmell on my 8 35. It is only apparent withthe cowl flaps fully closed and the cabinheat off. If the cowl flaps are crackedopen or cabin heat is applied. the smellgoes away. There does not appear to beoil leaking on the exhaust manifolds,muffler, or tail pipe. Do you have anyidea what may be causing this? I am alsointerested in any information you mayhave on upgrades/cost (Q prevent the recurringinspection requi rements for theHartzell propeller (E225 engine). Also,do you have any stat istics on the numberof problems that have been identifiedwith the inspections to date?A: I wou ld suspect the crankcasebreather not being properly positioned orpossibly disconnected. McCauley andHartzell both have-or are developingreplacementprops that el iminate recurrentinspections. I don't have specificdata, but many hidden problems areshowing up during inspections. particularly on propellers which have experiencedyears of neglect.-NPA36 annual inspectioncheck listRichard BrombergIndian Shores, FloridaQ: Could you please give me a referencefo r all items to be checked on anannual inspection of a 1979 A36?A: The annual inspection check list islocated in the back of the shop manualand can be duplicated. You can also purchasethem in pad fo rm from Rapid at888-727-4344.-NPCurtis quick drain O-ringsWilliam C. BeswrRedding, Californian: Can you tell me of a source forr~a ce ment O-rings for the fuel quickdrains on my G35? My IA used to buyO-rings made by Curtis but said they wi llno longer sell just O-rings but only completevalves. I think the old PIN was CCA1319. Perhaps you know of an O-ringthat will work without a 337, STC. flighttests by NASA or even approval by theAmerican Bar Association.For years, A&Ps changed these 0-rings, which took probably one to twominutes (after valve is removed) and costaround $2. Now the manufacturers saythe liability of O-rings changed in thefield creates excessive liability, so wemu st pay SII for a compl ete valve.Granted, in loday's general aviationworld, $9 is not much money, but this isan example of why costs have gotten outof reach for many people.A: The story is that someone apparentlymessed up the installation of newO-rings in the field resulting in an accidentfo llowed by a lawsuit filed againstCurtis. To protect themselves from theerrors of others, Curtis now sell s onlycomplete valves. We' re all in the sameboat and of the same opinion. As Pogosaid, "We've met the enemy and it is us!"This is a growing problem affecting boththe availability and COSt of parts. I knowof no other source for these O-rings unlesssomeone has an existing supply stillin their inventory.-NPHartzell overhaul manualJason SimpkinsHighlands Ranch, Coloradon: Where can I purchase or get a copyo~e Hartzell shopJoverhaul manual formy STC'd Hartzell prop?A: Contact Hartzell at 937-778-4201or Essco at 330-644-7724.-NPA36 pre-purchase inspectionPatrick BowlerTampa, FloridaQ: Can you recommend a good shopin central Florida to conduct a detailedpre-purchase inspection on an A36? Also,how can T find the original tail number andsome background info on an A36 that'scurrently in use in another country?A: Possible shops for pre-purchase inspectionincl ude Windward Aviation,Lantana (800-546-8668), or Daytona JetCenter, Daytona Beach (904-255-047 1).The aircraft SIN shou ld allow you tocapture the original registrati on numberfrom Raytheon (3 16-676-8495). A titlesearch should provide additional backgroundmaterial. Try Insured AlC Title(800-6544882) or the AOPA.Although it is frequently accom-ABS April 1999Page 5645

plished, buying a foreign registered aircraftoften introduces additional challengesand expense that must be considered.These include aircraft evaluationprior to purchase, ferry cost, obtainingU.S. certification, the level of the maintenancequality and maintenance requirementsin some countries, assuring thatthe log books and all other records arecomplete, and in English, difficulties incompleting a title search and establishingclear title, etc,- NPP35 EGr gaugeRobert TiganiNew Caslle, DelawareQ: I purchased a JPl6-cylinder instrumentonly to find out that the originalCHT gauge was inoperative.l purchasedthe plane last July and was not told byeither the A&E who did the pre-inspectionor by the A&E who did the annualprior to purchase that the original gaugeneeded to be operational since there wasalready a 6-cylinder Aleor instrumentinstalled. Now I'm told that I have to bearthe cost to make my original CHT work.Do you have any suggestions? I'm sureI'm not the first person to have thi s problem.My local A&E wants lIIe to havethe FAA do a field STC, but that will beexpensi ve. Are the CHT probes availablefor my engine?A: Instrument Tech at 800-299-9078should be able to help if you repair yourold unit. The original equipment needsto work unless removed and replaced byNEIL'S NOTESanother unit documented with a fieldapproval 337 or an STC, also accompaniedby a form 337. Obtaining the approvalto replace with the new unit is notthat difficult and is your best option.-NPB58 Baron 10-550 oilconsumptionPaul CernhardtAshburn, Virginia(): I recently purchased a 1400TT1~5 B58 Baron with 10-550 engines.The left engine, with 1400TTSN, isblowing a substantial amount of oil fromthe crankcase breather tube. The exhaustpipes are dry and the engine compartmentclean of meaningful oil drips. However.the breather drips oil after funning.Most of the oi l is behind the breatherlexhaust pipes under the wing. Currentl y,it is using about one quart of oil everytwo hours and making a good mess underthe wing and flap. Several of the cylindersare experiencing ring blow-by, butI am not certain if this could be the primarycause of the breather pipe spewingso much oil.What should I check to see if I canminimize this problem? Obviously, I don'twant to put too much money into this engineas 1 expect to replace it in a year orso--or sooner, if this is a major problem.The local mechanics have indicatedthal since it is coming out of the breathertube, it doesn't rep resent a significanlsafety issue-as long as I keep the oillevel up. They recommended keeping theoi I level at around eight quarts to minimizethe loss. Nowhere in the manualsfor the plane or engine does it indicate aminimum oil level-just that the capacity is 12 quarts. Do you have anythoughts on what oil levels I should berunning?A: I suggest you check crankcase pressuresper TCM Service Bulletin 89-9.The front crankshaft seal, the fill er (dipstick)cap gasket or a wrong angle on thebreather pipe can increase crankcasepressures causing loss of oil through thebreather. Excessive cylinder blow-byincreases oil consumption and crankcasepressures. Low compression readingsmay be an indicator of problems. "Wet"vacuum pumps on some instal lations arealso another source of oi l exiling thebreather pipe.Chapter 4 of the Continental EngineMailllellance and Operator's Mallua! foreach engine model contains the minimumengine oil requirements for various"nose up and nose down" pitch attitudes.Minimums for 12 quart oil sumpsvary from approximately six to eightquarts depending on the engine model.We norma lly consider eight to 10 quartsas reasonable oil levels.- NPNeil Pobanz, ASS lechnical consultant, is aretired U. S. Army civilian pilot and maintenancemanager. Neil has been an A&P andJA for 40 years.Glen "'Arky " Foulk, whose business is DellaStrut, is an ABS assistant technical consultantwho has served as a part-time ASS ServiceClinic inspector since 1988.Raytheon ServiceBulletins 5B2668 and 5B34-3236Many members may have received Raytheon Mandatory Service BulletinSB2668, Revision 2, revised Dec 98. This has generated many questions as towhat needs to be accomplished. The changes are identified by the solid blackvertical bar on the right side of the pages known as a "change bar."If you have already accomplished the related V-tail ruddervator control rodAD/SB , no further action is required. This revision merely clarifies actions tobe taken if mixing rod ends and identifying rod ends in stock.Raytheon also issued SB34-3236 identifyi ng Y2K readiness of software onfactory installed equipment.-Neil PobanzExcel spread sheetABS member Mark Mantei passed along an Excel spread sheet for graphingout his engine oil analysis data. If anyone is interested in a copy, e-mailrvickrey@n-jcenterand he' ll pass it along to you.Page 5646ABS Apri I 1 999

FLIGHT TO ANGEL FALLS,cOlllilllleli from page j64 Jon to St. Lucia before dark.We arrived in St. Lucia late in the afternoonand landed in low clouds througha cut in the mountains. Others arriving ali11le later ran right into a rain shower andhad to make the approach from the otherdirection. Don't evertry to find your wayin there wi thout clearly seeing your way.The GPS will run you right into themountain. Fuel was $3.68 per gallon. Wepaid U.S. dollars, the preferred currencyeverywhere we went. Credit cards are notaccepted for fuel or government fees.St. Lucia is a beautiful island. with lotsof gardens. lovely beaches and good restaurants.We stayed at the Green ParrotHotel, a comfortable place high in themountains ove rlooking the harbor. Wehad a late briefing and prepared for ournext day's flight to Venezuela.Sf. Lucia toCanaima, VenezuelaThe primary destination on this tripwas Angel Falls the highest waterfall inthe world, which was named after JimmyAngel, who landed his Flamingo monoplaneon the mesa near the top of the fallsin the 1930s.We stopped to clear customs and immigrationin Ciudad Guayana. Venezuela.The outside air temperature was 96F, the h011est on the trip. and it was humid!Thankfully, we were met by localaero club members who furnished us withsnacks, soft drinks and a cool room.After a short stay here, we proceededto Ca naima, 123 nm away, where welanded on a hard runway and then taxiedto the ramp-a gravel and dirt apronalongside the runway.We were met by the people fromRudy's Jungle Camp, who helped us clearour paperwork. We were transported bycanoe and truck to the camp and settledin for the night.CanaimaThe following day we were taken tothe local falls and led on a narrow trailunder a waterfa ll on a three-foot-widepath. Fortunately, there was a rope toABS April 1999hang onto and most of us were dressedin swi m wear and shoes. We got absolutelysoaked. If you stumbled. adios' Itwas very exciting.The next day we ro e at5 a.m .. took afive-hour trip in a powered canoe throughrapids, then an hour-and-a-half hike upthe mountain to view Angel Falls. Thisis a spectac ular waterfall, 3.2 12 feet high,dropping from a more than 7,000-footflat-toppedmountain. Now this was definitelyworth the trip' Everybody went onthis trip, includi ng at least eight peoplewho were at least 70 years old. Actually,the two days in Canaima were everythingone could hope for. It is only accessiblefor a short time each year and we justcaught the end of the seaso n.Barbados, Tortola,Turks and CaicosAfter clearing customs and refuelingin Ciudad Guayana. Venezuela, we wereoff to Barbados, Tortola and finally toProvidenciales in the Turks and Caicosislands. Providenciales is a fabu lous islandjust sout h of the Bahamas surroundedby bright turquoise water.West Palm BeachWe chose to clear U.S. Customs inWest Palm Beach, with others clearingin Ft. Lauderdale Executive Airport. andovern ighting in Boca Raton, Florida.My flying time from Florida throughthe Caribbean and back to Florida was28 hours. Forthe most part, the fl ying wasVFR with intervals of clouds and showers.The aircraft perfomled fl awlessly, and mostof all, we met some wonderful people whoshared our love of flying.Jon is planning a trip to the PanamaCanal via Mexico, Guatemala. Hondurasand Costa Rica on October 31 throughNovember 16, this year. The good Lordwi lling, Vallery and I will be going. too.For anyone else who is interested. Jonmay be reached at 850-785-1234 inPanama City, Florida.REflECTIONSTwo things tick out as a result of thi s trip: Tip tanks will be added to my Bonanzaso I can avoid fuel tops such as the ones we had. I haven 't decided which tanks toadd, but I do know the weight allowance is as important as the fuel capacity. Thesecond is hot starts. I made lots of them and none was easy. I tried every method fromthe POH, as well as other pilots'. I'm always told how easy it is, but trust me. it is not.I lost my vacuum pump in the clouds at 9,000 feet after leaving West Palm. Myturn indicator was also out. I have a standby a11itude indicator which I used to getdown to Daytona Beach. Had I remembered it, however, my standby vacu um wouldhave been a be11er choice. If you make a trip like this, be sure you know your equipmentwe ll-and how to use it in an emergency.NOTES ON CUSTOMS, IMMI GRATION, FUE L AND WEATHERSince most of us needed to stop for fuel on most of our inter-island flights, we hadto develop a plan for 14 aircraft that would land withi n an hour or so of each other toget through customs, immigration- and in the case of S1. Thomas, agri cu ltureinspections.Fuel is expensive. ranging from $2.60 to $3.68 per ga llon in St. Lucia. The fue l isusua ll y served from a pump, but sometimes from a truck. Our fuel stops ranged fromone to two hours. When trying to get to a destination before dark, especially for theslower aircraft. time becomes pressing. Then you add the time for processing-and itgets a bit irritating. They rarely serve general aviation aircraft. and that may explainthe confusion that occurred.Weather is normally 96 percent VFR-but not on this trip. Although some aircraftstayed VFR, sometimes at 11 ,500 feet, we got tired of dodging clouds and began tofile IFR more frequently. In some ways, it was a good idea since flying in cloudsduring the winter months in the Caribbean typically doesn't present thunderstormacti vity and is a good way to power wash the airplane-@-Page 5&47

Debonair 1-Vulture 0 ... but no winners in this event!In Alfred Hitchcock's 1963 movie thriller, "The Birds," asmall town is attacked by flocks of birds seeking to kill itsinhabitants. Last December, my 1963 B33 and its inhabitant-namelyme-were lucky to get on the ground without beinginjured by one of Hitchcock's larger feathered cast members.The damage was caused by a bird strike involving a blackvulture, whi le en route back to Lakeland, Florida, from a brieftrip to Spruce Creek near Daytona Beach, Florida. Sometimesreferred to as eitber a turkey buzzard or a black buzzard, theblack vulture has a gray head and white-tipped wings that spanup to about five feet. Gregarious and aggressive, these birds aregenera lly found in Mexico andacross the southern tier of theUnited States and are expandingin the Northeast U.S. Florida hasmore than its share.My adventure began shortlyafter being released from OrlandoApproach Right Following,and while descendingthrough 2,700 feet for a landingat Lakeland's Linder RegionalAirport-the site for the EAASun ' n Fun Fly-In. At about11.5 miles northeast of the airport,over Lake Parker, the birdcarne in from above-and notthrough the prop arc as do manybird strikes.The only indication before the impact was a black patch overthe windshie ld just before impact. The vulture struck the Debonairwith the impact shattering the right half of the one-fourthinch,one-piece windshield, creasing the speedslope windshieldframe and spraying plexiglas and assorted bird parts and bloodinto the cabin.What appeared to be the bird's right wing and talon adhereditself to the broken plexiglas spraying blood into the cabin, coatingthe seats and upholstery before departing. Large chunks ofbird were in the copilot's seat and the rear seat. Immediatelyafter the impact two other impacts were heard and felt in theempennage area, although no damage was incurred.I first noticed the extreme noise of the air rushing into thecabin and the fact that half the bird was still stuck to the outsideof the cabin windshield/door frame. Realizing that the Deb wasBY LANCE McDOUGLE, Lakeland, FloridaThe shattered right hall 01 the one·piece Debonair windshieldnot falling out of the sky and that most of the blood in the cabinbelonged to my feathered passenger, I declared an emergencyand was cleared straight in to Lakeland's Runway 23. My landingwas a little higher and hotter than usual but I managed totouch down softly in my recently purchased Deb without anyother problems. After taxiing to Aero Mech , one of the maintenanceshops on the field , I exited the aircraft to find the Debcovered with the remains of a black vulture that had an approximatewingspan of four feet.The controllers at the Lakeland tower were very helpful andprofessional. They said an incident report did not need to befiled, bUllhey would fi le a birdstrikereport. Pilots can also reportbird strikes on FAA form5200· 7 or direct ly on theInternet at: www.faa.gov/arp/birdstrike/The FAA Bird/WildlifeStrike report went to the OrlandoFSDO, then on to the FAAheadquarters in WaShington,DC., which forwarded a copy toSandy Wright, manager of theFAA Wildlife Strike Database.Sandy follows up all incidents,whetherthey involve birds, deerand yes, even alligators. Itseems some' gators just love thewarm concrete of our Floridarunways. Sandy contacts pilots to determine the particulars ofthe strike. This aids in airport construction decisions, the posi·tioning of landfills, wetland relocation and other preemptivestrike counter measures.Transport Canada's website reports that the first bird-strikefata lity was recorded in North America in 1912, when CalRodgers, the first man to fly across the United States, lost hislife after a gull became jammed in the controls of his WrightFlyer aircraft, causing the plane to crash. Since then, more than200 deaths have been attributed to crashes following bird strikesof nine civi l and more then 100 military aircraft.Today, although Sandy documents some 3,000 strikes incurredannually by U.S. civil aircraft, she says that this repre·sents only about 20 percent of the actual bird strikes each year.The airlines account for 74 percent of all reported bird strikes.Page 5648ASS April 1999

The number of reported strikes has increased from 2,024 in 1991to 3,061 in 1997. If all strikes were to be reported, the annualcost 10 the civil aviation industry is esti mated to be in excess of500,000 hours/year and more than 5310 mil lion in direct andassociated monetary losses.Damage to my aircraft was approximately $9,879 for structureand $11 ,330 for a complete replacement of the interior,including ncors and fiberglass installation due to blood stainsand "fowl" odor. I was out of commission for four months. MyAIG insurance purchased through the ABS program with FalconInsurance came to the rescue. My thanks to Falcon's JohnAllen and Henry Abdhula and AIG's Royce Bosselman.About 50 percent of reported bird strikes occur between Julyand October, 62 percent during the day, 49 percent during approachand landing, 35 percent during takeoff and climb, 55percent at less than 100 feet AGL, 78 percent below 900 feetAGL, and 87 percent under 2,000 feet AGL.During the period from 1991-1997, the popular Boeing 737had the most bird strikes of the ai r carrier neet (373) while theCessna 172 led the general aviation fleet with 93 strikes. BE55Barons and BE35 Bonanzas had 20 and 19 strikes respectively.I recently have learned of three other recent bird strikes by ABSBONANZAS· TO·OSHKOSHWayne Collins wants to remind those interested in thet Oth annual Bonanzas-to-Oshkosh not to forget to s ignup for this all-time great experience in flying and camaraderie!B20sh leader Wayne and his merry crew are againplanning a super flight and related get-togethers.The flight from Rockford , Illinois, to Oshkosh will occuron Monday, July 26, the usual slot preceding the officialWednesday start of AirVenture. Pa rticipants get a primeparking spot together for continued fun throughout thewee k.For more information, visit the B20sh webs ite atwww.tempomusic.comlb20sh or contact Wayne Collins,PO Box 330, Mineola, TX 75773, fax 903-569-9743.ABS Apri I 1999members involving a V35 B Bonanza requiring a new left sidestabilizer and two B55 Barons requiring replacement of the leftengine nacelle components.Being a pilot has many hazards, most induced by ourselves.With aU of our training and electronic aids, we must still returnto the basic strategy used by our forefa thers-to see and avoid.That goes for all nying objects-living and aluminum.Had I seen the black vulture, you can be sure I wou ld haveavoided it. In the three-dimensional world of flight, that is notalways possible. However, had I paid more attention to the safehavens and feeding areas for these creatures near my hometownof Lakeland, I would have steered further north of LakeParker to avoid the wetlands.For pi lots attendi ng Lakeland's EAASun 'n Fun Ry-In, April11-17, Lake Parker is a primary reporti ng point for entry intothe special Ry-ln traffic pattern used during this event. Rememberto see and avoid both aircraft alld the bi rds.ABS member Lance McDougle holds Priva te SELI MEL and is Instrumentrated. He recently purchased the 833 Debonair mentioned inthis article.BONANZA OF THE MONTH, COli/iI/lied flVlIl page 5637out my own colors and interior. As I write this art icle, I haveless than 30 hours on N 12FG-and boy, is she sweet! She'squieter, smoother and even faste r. It was nice having LynnJenkins Sharing the experience and lending his experti se to mypre-buy inspect ion. (Why can 't TCM bui ld an 10-550 thatdoesn' t leak around the rocker covers?)To "finish" N 12FG, I am installing a Ryan 9900B TCAD. a !PIengine analyzer, a Strikefinder and window inserts. (I an1 anxiousto see if this new engine will provide "tight" EGT and cyLinderhead temps nonnally associated with GAM I-equipped engines.)I have several exciting trips planned over the next six months,including an instrument checkout of my son, Ryan. on FieldMorey's seven-day West Coast Adventure. We wi ll be covering12 states and some great nying scenery this May!-Frank Glel/n, Charlestoll, SOllth Carol iliaPage 5649

A good trend:How to mon itoryour airplaneBY GEORGE WILHELMSENFlying and maintaining an airplane is a complicated task,one fi lled with opportunities for both success and failure.What makes the difference in what happens is frequentlyattributed to the owners/operators of the airplane. and how theymanage the airplane. One way aircraft owners can get a grip ontheir airplane's perfonnance- and by doing so. uncover problemsbefore they either cost a lot of money or lead to an inflighl emergency-isby perfonning rouline perfonnance moniloring.Perfonnance moniloring is done for all major pieces of equipmentat large industrial sites, and is used 10 proieci the assets ofthe planl. A good, well-rounded program Iypically will includevibration analysis of mOiors and pumps, lemperalure analysisof any engines and oil analysis-along with a variely of OIherparameters. All of Ihese parameters are Irended to look forchanges that could indicate a degrading situalion.The result of these checks is Ihal predictive maintenancecan be performed on plant equipment based on the Irend. Thismaintenance is typically performed before an expensive andrepair intensive cataslrophic failure can lake place. By taking amore aggressive stance and monitoring their equipment, companiesreap benefits of better equipment performance, less failurerelated downtime and lower maintenance costs.It should come as no surprise thai this approach is used withairplanes, mostly in commercial service. However. il can beEngine Compressions76~~Z=~74~applied to Ihe average aircraft owner's Bonanza or Baron juslas easily. There are lilerally a dozen easy points Ihal the averagepilOi can Irend on a regu lar basis to monitor Ihe performanceof his or her airplane. The amount of rime such trendinatakes is small, bUllhe reward-if a single problem is found-"can be high.What to trend?Whal can be Irended on a Bonanza or Baron? The aircraftengine should be your fi rst trend targel. To start with, cyl indercompressions should be trended at each annual inspection. Thecylinder compressions tell you of the health of your piston ringsand valves. and show a di stinct, downward trend when problemsbegin to emerge in a cylinder or cylinders.As an example, a pilot nOies that the No.2 cylinder of theengine is showing a loss of compression over the past threeyears. The cylinder went from a consistent reading of 72 forseveral years, down to 68, and now 66. With this data in hand,a good look over the engine reveals a worn baffle. Correctionof the barne arrests the compression loss at 66 psi, which allowsthe engine to run several more years until it reaches TBO.While this may sound far-fetched, in reality, it isn't at all.One of the biggest killers of engines is heat, and a bad bafflecan cause a loss of cooling to a cylinder, which in turn cancause damage. Of course. there are dozens of things that couldcause the same problem, and one would hope that the A&Ps wepay to inspect our planes would SpOi a worn baffle and initiaterepairs before it reached the poiI1l of damage. However, thefac t of the matter is that your A&P isn 't trending the parameterof your engine in most cases, and so isn't keyed in to look closelyat the barnes unless instructed to do so.Other points can be trended, too. The key is to focus on thosewith the biggest impact on the operation of the plane, either interms of economy of operation or repair cos I. The top trendtargets obviously revolve around the biggest, most expensivesingle part of an airplane: its engine or engi nes. Keepingan eye on these internal combust ion wonders canhelp keep your repair costs in check. The previouslymentioned cylinder compressions are a good startingpoint, followed by engine CHT and EGT for thoseplanes so equipped to indicate them-and in somecases, record them.All of these trend points indicate general engine conditionand can be used to diagnose problems with the ex­72 r-----------------------------------~·~ '" 70 ~----------------------------------------~c.haust system, fuel injectors and even the intake system.68 r-----------------------------------~ For example, suppose your engine has alwayspeaked on cylinder No. I or 2 since you bought your66 r---------------------------------~Insight GEM engi ne monitor. All of a sudden, cylinderNo.6 peaks firsl. Something has changed, and since64 r-----------------------------------~~---------- Cyl 1 _ CyJ 2 CyJ 3 ___----____--1you found it in your trend, you now have somelhing to~ _ ~4 - ~5-~6look for. In Ihis case, you start out with an inspection60 ~--------_.----_+----~----~----~of the cylinder. The barnes look OK, but the intake1981 1982 1983 1984Year1985 1986 1987 hose is scorched and cracked. Tracing the direct ion ofthe burn mark on the hose back to its source finds aPage 5650 ABS April 1999

di me-sized hole in your exhaust manifold. The hot exhaust wasimpinging on the No.6 cylinder intake manifold, making theair entering the cylinder heat up and expand. The air charge asa result was less dense, and the cylinder leaned out early as aresult .The aftermath is a repaired ex haust manifold, and a new intakeboot. after which the cylinders return to nornlal. The costof the repair is around S400,-about one-fourth of what thecost wo uld have been if the problem had progressed unti l theexhaust manifold caused the intake boot or cylinder to fail.Wi th the big hitters out of the picture, another engine trend thatcan tell a story is oil analysis. Spectro, which perfonns such oilanalysis on airplanes, even provides a wrinen report with suggestedpossible causes of these problems.Trend ing these results can find everything from a leaky crankseal to an engine that isn't run frequently enough, and by doingso. can help correct problems before they become major repairs.Long-term trendi ng of oi l analysis results can point out bearingproblems as well. A long term ri se or sudden spike in tinand copper usually indicates degradation of a bearing is takingplace, as these materials are used in the babbit of the bearing.Advance warning of the problem allows you to take action toarrest it. before you throw a rod through the engine in fli ght.Other trend pointsThere are other poi nts that you can trend as we ll to keep aneye on the health of your engine. To trend these points accurately.you need to establish a "state point," or an engine manifold pressure, prop rpm setti ng and al ti lUde where these readingswi ll be taken.Some good things to trend in such conditions are fuel flow,engine oil pressure, engine oi l temperature, vacuum, airspeed,outside air temperature and trim tab position. To make sense ofthese points. we' ll go over some basic facts.[n the case of airspeed, it depends on what instrument youhave installed. Pilots who do not have a true airspeed instrumenton board will need to get out the E6B and-using theoutside air temperature and pressure altitude-

Weight & Balance Calculations-NOT TO BETAKEN LIGHTLY!Each of us managed to strugglethrough weight and balance calculationsin our initial flight training.Since it"s not a new concept to us, whydo we continue to read about accidentsinvolving overloaded or out-of-balanceaircraft? Remember little Jessica? Are wesimply not taking the time to do ourhomework these days?Depending on whether we fly a singleor multiengine aircraft, or operate as aprivate or commercial flight , the FAAregulations vary as to our preflightrequirements for W&Band other aircraft performancecalculations-and whether ornot we are required to main tai na record of our calculations.Still, any way wecut it, the bottomline is that we need to knowwhere we are in the W &B envelopeprior to engine start.Most of us fly an aircraftwith which we're familiar. Beit right or wrong, without completingan actual W&B calculation,we have a good ideawhere they are in the envelopewith our typical one or twopassengers, little or no baggageand less-than-full fuel tanks.Density altitude and its effecton performance is yet anotherIssue.Still, we may find a seriousproblem when loading up forthat long, non-stop croSS-cOUIltrytrip. Even though our aircraftmay physically hold more good-BY RON VICKREYies than the vehicle we drove to the airport,the W&B data may still work againstus. Today, with all the neal new oplions tohelp make W &B calculations easier andquicker, we have no excuse for neglectingthis PlC responsibility.Several of our fellow ABS membersha ve created their own W &B programsand forwarded them to me. Anyone wantinga copy of these programs for theiraircraft can e-mail me at rvickrey @njcenter.comwith their aircraft model andFigure 1Ploller for 5, II V3 5A, V35B and F33A Bonanzas (at bottom)and one for the B55 Baron (at top).I will be happy to forward a program viae-mail.On another front, two ABS membersrecently recommended the AmericanAeronautics W &B vector plotting system.Wondering why I had never heardof it, I learned that lhis company doeslittle or no advertisi ng, opting to focuson the big, high ly concentrated, commercialaircraft market. Given all the wonderfulelectronic aviat ion gadgets ava ilabletoday, I was even more amazed tofind this product is a very compact,effective, easy to use, nobatteries required, non-electronicmetal ploner. A really neallinle "pocket computer"--evenforthose of us who are not "electronicallychallenged."American Aeronautics plottersare available for all aircraftmodels and are customized fortip tanks and other modificationsaffecting fuel loads, gross weightchanges, etc.The price is $40 for all Bonanzamodels and $SO fo r aTravel Air or Baron, plus anadditional $10 for the laminatedgraph or $30 for a padof SOO sheets. The laminatedgraph may be wiped clean forrepeated usage. The pads ofprinted graphs are available invarious configurations, includingnight-planning data on lhereverse side.See Figure I illustrating theplaner used for S, Y, Y3SA,Page 5652 ABS April 1999

"Figure 2V35B and F33A Bonanzas plus one forthe B55 Baron.Completing a W &B using this vectormethod (line segments) is a simple 20-40-second operation after a very shortlearning curve. Simply begin by findingyour basic empty aircraft weight and CGinches in the POH data for you r aircraftand plot this point on the graph. You willuse this same point for all futu re calculations.Next, plot your people, baggageand fuel load in connecting lines to reachthe total weight and CG inches. One ofthe advantages of the vector system is thatyou can see graphica lly where the CG ismovi ng relative to the forward and aftlimits as you add payload. See Figure 2.for a sample 3,400-pound gross weightBonanza W&B and Figure 3. for the5, I OO-pound B55 Baron. Both examplesuse identical people and ba ggageweights. The Baron, being able to utilizeits full I 36-gallon main tank usable fuelcapacity, has an additional 516 poundsof fuel on board.Just as a chain is only as strong as itsweakest link, a W &B calculation is onlyas accurate as its least accurate data.The Basic Empty Weight (BEW) providedin your POH should be accuratewithin I percent, provi ded it is correctedfor additional items normally carried inthe aircraft but not in it during weighing.This includes chans and case, headsets,flashli ghts, cabin covers, tool s, emergencykit, etc.In the real world. assumi ng "standardI 70-pound FAA" passengers in light aircraftis dangerous and can introduce anerror of as much as 40 percent. A goodestimate is preferable, (error 10 percent),but a discreet inqu iry is best (add 5pounds in summer and 10 pounds in winter).This will yield an error ge nerally lessthan 5 percent. Weighing passengers, althoughbest, is usually impossible. Baggageshou ld be weighed since mostpeople, using estimates. introduce at least10 percent erro r. Finally, fuel est imatesare accurate only if the aircraft tanks areful l or empty, unless we have an accuratepartial tank tab to reference, or weFigure 3are absolutely sure our electronic fueltotalizer is displaying the correct fuel remainingon board. Between full andempty, non-capac itance type fuel gaugesmay not be within 10 percent. Capacitancefu el gauges, properly calibrated, aregood for around 2 percent error at best.The bottom line is this: If everything isdone right, the best accuracy our data canhave is approxi mately 2 percent error.So, whatever method we choose, it'snow eas ier than ever to work a W&B.And by the way, if you ever decide toupgrade to your new "big Boeing,"American Aeronautics makes plotters forthem as well.For further injO/1llOtiol1 call AlllericanAerol1olllics at, 1-800 FLY IN CG (359-4624) or e-mail thelll at order@j1yil1cg. CO III or visit their website at Ilttp:!/www.jlyincg.colll.Ron Vickrey, ABS past president and currentABS and BPPP director. flies N55RV, a B55President II Baron. I-Ie holds a commercia llicense SMEL - CFI, MEL/SEt, Airplanes andInstruments, Advanced Ground InstructorABS April 1999Page 5653

InsuranceBY JOHN ALLEN, PRESIDENTFALCON INSURANCEA defective aircrafttitle may createclaim problemsAn estimated 30 to 40 percent of theclaims settled on a total loss basis havesome title defect that creates delays inthe settlement of the claim. Often thedefect is created by a title that has neverbeen cleared by the lienholder, despite ithaving been paid off. This is especia llytrue if the lienholder does not special izein aviation loans and is not familiar withFAA procedures. With so many bankmergers and consolidations, it also canbecome difficult or impossible to clearan old lien. It is important that these liensbe cleared so that payment may be madeto the correct lienholder and the insured.An insurer will require that an aircrafthas a clear title for at least two reasons:First and forem ost, the company willwant to know who the rightful owner is.No company will want to be put in theposition of paying a claim twice. Thiscould happen if the insurer issues theclaim check in the wrong name or leavesoff the name of some party who has aninterest in the aircraft. Secondly, the insurancecompany wi II want to know theyhave a clear title to any salvage on theaircraft. Without a clear title, the salvagevalue wi ll be diminished.Another major problem arises withtitles that are in conflict with the nameof the insured on the policy. If the titledoes not match the named insured underthe policy, it can create a delay in gettinga claim check issued. Further, it is normallydesirable to issue the insurancepolicy in the same name that the aircraftis registered with the FAA. This wi ll alsoavoid the problem of omitting an ownerof an aircraft as an insured. Thi s couldcause the owner to lose his or her protectionunder both the hull and the li abilitysection of the policy. However, it mustbe remembered that the named insuredunder the policy is required to prove aninsurable interest in the aircraft at thetime of the loss. If an additional insuredor leased aircraft endorsement is required,it can normally be added to thepolicy with no additional charge.The best way to avoid these pitfalls isto use a reputable and experienced titleservice firm to perform an FAA titlesearch prior to the purchase of the aircraft.Many of the ABS members whodo not require a lien to be placed on theiraircraft forget this step as it is normally arequirement by a lienholder.If old liens are found, they should becleared prior to the completion of thesale. It is important that your insurancerepresentative be advised of the exactname of the owner of the aircraft and beadvised of the type of entity such as individual,partnership or corporation.Good communication with your insurancerepresentative on these issues willavoid delays and confusion at the time aclaim check is being issued. If you needthe name of a title company service,please contact yo ur ABS representativeat Falcon.Falcon Insurance is the agency for the officialABS insurance program. John Allen maybe reached at 1-800-259·4AB5 (4227).Pen and ink drawingof a B58 Baron byABS member RayWalker, McAllen,Texas.Page 5654ABS Apri l 1999

The ABS Company Store Order FormAMER ICAN OONANZA SOCIETy YIDFO SPrenight ........................................ .....$ 20.00Instrument Flying Video, Flying by fhe Number:>by John Eckallxlr.... ..... ........ 48.50nppp Highlights Video (Approx. 80 min.)............. 11 9.00Sen ' ice C linic Highlights Video by Nonn Colvin . 62.50Owner Perrormed Maintenance ..... 62.50C heckMale Check Lisls 0 Bonanza 15.00; 0 Baron 17.00ModelScrial#.-:-:---,-____ _T HE AUS l .mRARy COLLECTIONZ- Ed. CO·ROM Reference Libmry. 32 years of ABS magazines-- PLUS Summit Aviation Infobases! Great search ene:ine! ... 84.00OR. swap your original ABS CD (CD must accompany payment).. 15.00Magazine 3·Ring Hinder 0 White: 0 Grey;............. 7.00Col vin's Clinic by Noml Col vin. A unique collection ofsolutions to maintenance problem~. ................... 39.95.. "lying the Beech Bonanza, 2 Ed. by John C. Eckalbar 38.50Flying Hi gh Performance S ingles a nd Twinsby John C. Eckalbar.. . ...................... .The Immortal Twin Beech by Larry A. Ball ..From Tnn'el Air To Barun ...How Det!ch Created A Classic! by Larry A. Ball ..Those Incomparable Bonan7.3s by Larry Ball ........ .They Called Me Mr. Bonanza by Larry BallOFfICI Al, Al!S MEMQR ARII IANEW! ABS Mousepads: attractive. durable. nonskid pads38.5039.9539.9539.9539.95with the ABS logo.. ........................ . ... 12.50with a piclUre of your plane ........................................... 22.50(For per:>onali:ed pad, send a prim photo)Lapel Pins: 0 V·Tail: 0 Straight Tail: 0 Baron .. 5.00ABS Pa tch ........................ .................... 3.50Official Luggage Tags.......... 1.50 each (3/S4.00)ADS Walch: 0 Ladies; 0 Men.... 35.00Ba ll Caps. Navy with leather bill. ... ................. 18.00White with navy bill ................... 12.00Hl anket/Tute, brown/beigc waterproof polarfleecc. 35.00Umbrellas. wI ASS logo: 0 blue: 0 blue/wh ite striped. 20.00l\1llliSAilS Logo 0 ASF Logo 0 . ..................... ................o White. red, blue; 0 Dark Bl ue. Gold: 0 Black. Gold10.00Addition of N number, model of airplane. plus your name 2.00QI).Price_. .s._'- '......... . _~ II-_., ..Personalizeyour ASS mousepadwith a photo of your plane!(SPECIFY I~FORMATIO"" FOR MUG)A DS ATIIRFDenim Short Slccn Shirtso Lt. Stone; 0 Blue Denim: 0 Forest Green; 0 Rhubarb Red:O S;OM;OL;OXL;OXXL ................................. 35.00Oenim Long Sleeve Shirtso Lt. Stone: 0 Blue Denim: 0 Forest Green: 0 Rhubarb Red:OS; O M ; O L; 0 XL; 0 XXL 42.00Two·Tuned Shirts : 0 M : 0 L: 0 XL: 0 XXL..o Green/Gray; 0 Cr.mben)'/Gray48.503 Color Polo Shirts: 0 M; 0 L: 0 XL ...... . 48.50Golr Shl,\S; OS; O M; O L ; O XL; OXXL ....... 27.00o White: 0 Lt. Blue; 0 Navy: 0 Red: 0 GreenAn s T ·Shirts: indicate size (M, L, XL, XXL)• "Old is Gold" logo. maroon wlgold design .. sizc_ 18.00• "Ay Straight"" logo. purple w/silver design size_ 18.00• V-tail nose, cream w/navy design sizc_ 15.00• " Barons are a Blast!" logo, denim bluew/red/white design size_ 15.00• White wlsmall navy ABS logo left fron! size 10.00Umired • Youth White Tee: 0 2-4: 0 6-8: 0 10- 12: 0 14-16 8.00QUQmiry ASS Jackel: 0 M: 0 L: 0 XL; 0 XXL .45.00o Spruce: 0 Tan (also in small): 0 Navy (small only).U.S. Postage & handling - Add $5.00 $: ____ _Foreign postage as required $: ____ _TOTAL $,,,,,,,~~=American Bonanza Society • P.O. Dox 12888 • Wichita. KS 67277PH; 3 16·945· 1700 • FAX: 316·945· 1710Please bill: 0 VISA 0 MasterCard or 0 Check enclosed for $, _____I I I I I-I I I I I-I I I I I-I I I I IExp. d"e __~ ame : _________ ______ ABS "_____Address: _ _ ________ _____________City: ___ __________ _ Statc: __ Zip, _____

A couple of thank you'sFirst and freshest in my memory istheABS Service Clinic at Fairhope, Alabama,the weekend of November 7,1998. It was my first experience and Iwas extremely pleased. My V35A hadjust completed a thorough annual inspecliontwo weeks earlier so I did not expect10 find anything major.I was completely satisfied that EdBeers filled up two pages of minor Bonanza-specificfine-tuning items-exaCllywhat I was hoping for. Ed is an absoluteBonanza wizard! Madelyn is thereal manager of the operation who keepsthings moving and on track- and is a realsweetheart.I came early and stayed late, takingadvantage of Ed 's inspections of otherairplanes. It was time we ll spenl. YourService Clinics are one of the best bargainsavailable!My only criticism, if you could call itthat, is that Madelyn did not have enoughABS merchandise on hand. Please loadher down with polo shirts, jackets, etc.My second item is a thank you for anarticle from an earlier ABS Magazille thatprovided a fix for my mismatched CHTsender and gauge. Over the years, previousowners had installed an aftermarketengine analyzer and simply capped off thePage 5655lead from the original equipment CHT.To get it working. we tracked down(with great difficulty) an aftermarket sendingunit, Rochester PIN 333B. RAPID'sonly solution was a complete retrofit kitthat was totally out of the question.Unfortunately, we discovered that theresurrected CHT gauge would peg at500-plus degrees a[(eronly a few minutes.Much inquiry through the grapevine finallyyielded a fax copy of an ASS articlewrillen by Lorn Honey ofPaducah, KeI1lucky, offering a solution.It worked perfectly.I could not read the date or thepage number from the fax, but mythanks to Lorn, ABS and the grape­__... vine that hoards ABS technical data.I guess I will have to in vest in theCD-ROM library.- Ken Copelan dBirmingham, AlabamaEditor's note: The article Ken referencesis, "Solution to V35A CHT Problem,"page 2439, February 1990 ABSMaga:ille.More on GAMljectorsMany articles and information havebeen appearing citing the merits ofGAM Ijectors. It has been my intentionto add to the imeresting comments andtheories for a considerable time but delayhas served a good purpose: I canwithmore than 400 hours experiencedescribemy findings with confidence.Initiall y, I became interested inGAMIs as a means of cooling No.2 cylinder.It always ran hotter than the others,but when turbonormali zi ng wasadded, it became a serious problem.Without hesitation. the temp would climbto 400 F in climb and even higher in highaltitude cruise. The GAMIjectors curedthe problem-and much more.The first added unexpected advantageresulted in phenomenal fuel economy.Consumption went from 17.5 gph to 14.4gph. Since I fly for business at least 30hours per month, the return on investmentwas nearly $200/month.1 normallyuse 26 inches/2500 all the time. Obviously,if you use less energy, the result isless power. So I lost five knots, but sowhat? I still true 190 knots at 17,500 withan A36 overburdened with equipment.But that's just the first advantage.Next, I noticed my oil consumption wassignificantly reduced from a quart in sixto one in 10. I di scussed this with JackRiley at RAM and the reason was quiteobvious 10 him: "You' re not diluting theoil with unburned fuel," he said. The resultsare better lubrication and improvedring sealing.So what else? How about impressivereduction in engine wear with proof positive . When the Capehan filter is inspectedat oil change, the screen andmagnets reveal all . Before GAMl s, thescreen was loaded wi th carbon and themagnets had a heavy coat of metallicpaste. ow there is very little carbondeposit and the magnets have just a traceof the paste.With fuel savings alone, I will havesaved close to $12,000 at TBO. If a topacommon occurrence between overhauls-isprevented as a result of theGAMls, then add $6,000 to $8,000 to theabove and you have just about paid foran engine.With numbers like th ese, youshouldn't have a bit of trouble with yourspouse when you say you want to spenda few more bucks on the airplane.- Jim Van GilderDallas, Texas216CW Airborne pumpI thought I would alert you to an interestingproblem I'm having. Many Bonanzasuse a 212CW pressure pump. Airborneis no longer making that pump andis instead supplying the 216CW (longercalendar warranty and it has cooling fins)as a direct replacement. I have a CuSlOmerwho wants a new pump (his has 1400hours and he is concerned it may failfrom time). It turns out that Raytheon hasspecifically stated that the 216CW is 11 01to be used as a replacement for the212CW pump. I got this info from MikeTweedus at Beech. I also spoke withDave Simpson at Airborne. He said thatmost other manufacturers have acceptedthe 216CW pump but not Raytheon orMooney. Raytheon has no 212CW pumpin stock but has them on order. DaveSimpson sa id that Airborne was goingto build a few 212CW pumps just forRaytheon. Mechanics, belVare!- Ted StanleyVineyard Haven, MassachusettsNeil Pobanz response: Thank you, Ted.As you said, the 212CW pump and the242CW higher capacity pump are currentlythe only models listed on theASS Apri I 1 999

Raytheon TC. Using the 2 16CW pumprequires that either Raytheon add it toits TC or Airborne obtains an STC oryour local maintenance facility obtainsa 337 field approval using the 216CW'sacceptability for other aircraft as the basisfor approval.- NPS-Tec's Model 30 and QuestAvionicsLike many older Bonanzas, my H35has hardly any space available in its panelto accept additional avionics. Thus, I wasinterested in the S-Tec Model 20 whenit was introduced a couple of years ago.The Model 20 puts most of the autopilotelectronics in a standard-sized turncoordinator. Aside from two smallswitches on the panel, the Model 20 requiresno extra "'real estate."Out ofthe box, the Model 20 will keepthe wings level (or in a selected bank)and track VORlGPS/LOC signals. It willtrack a heading when interfaced with aOG that provides heading output.Since it relies only on an electricallydriventum coordinator, the Model 20would be handy in the event of a vacuumfailure. It will ny the aircraft just fine inIMC if your vacuum pump self-destructs.S-Tec also makes the altitude-holdingModel 30. It's essentially a Model 20with altitude capability, and a Model 20can be upgraded to a Model 30 after it'sbeen installed. I opted for the Model 30.The Model 30 uses a small pressuresen sarto do its job. It 's about the size ofa golf ball and in my aircraft was installedunder the glareshield.The Model 30's altitude hold functionis just that: It holds the altitude at whichit is engaged. It has no altitude preselector capability to track a gl ides lope.More redundancy: The pressure sensoris independent of lhe aircrart's alliIneterand static system . It will hold thesame altitude even if the ship's systemmalfunctions.I elected to install a Sigma-Tek4000H-4 bootstrap gyro along with theModel 30. The OG gives heading informationto both the autopilot a nd aStrikefinder.My installation ran into a snag whenthe installing shop (Quest Avionics inOcala, Florida) discovered my H35 hasOsborne tip tanks. The S-Tec companysaid the installation was STC approved forthe H35, but since the STC didn't specifically mention tip tanks, it wouldn' t be ap-ABS Apri l 1999Missing heat transfer studs and chipped turbine bladeWhen my beloved Turbo Bonanza, a V35TC SIN 08133. was undergoingits annual inspection, it was noticed that in the interior of the engine exhaustheat exchanger (which surrounds theexhaust mumer) that supplies hot air forcabin heat and windshield defrost. threeof the heat transfer studs were missi ng.(Figure I)Knowing that exhaust gases after theheat exchanger pass through the turbine,the same was opened and it was foundthat one of the turbine blades had a cornermissing, and that the other bladeshad suffered some damage. (Figure 2)We probably were lucky because thedamage was minor. and we never noticedany loss of power. even at full takeoffpower or high altitude. We tested thesolidity of the remaining studs, and someof them were detached very easily.The aircraft has 2400 hours sincenew, and 400 hours since a complete overhaul,but the heat exchanger was neverchanged because it was never found atfault before. I suggest that all owners ofturbocharged Bonanzas test the solidity ofthe studs in the inner side of the heat exchanger,which, by the way, is the samethat is mounted in I/ol/turbochargedBonanzas.Figure 2-Giuseppe Munafo, Milano, Italyproved in my panicular aircraft.I questioned that, pointing out thatSTCs are rarely so explicit and detailedthat they list every possible aircraft configuration.After several weeks of dialogue withS-Tec. other Bonanza owners and mechanics,Quest discussed the matter withthe local FAA FSOO. An inspector theregave the green light.Quest installed the system on time andat the quoted price, doing a neat job withno last-minute gotchas. The company isthe best avionics shop I've used, no matterhow 1 measure it.The system worked well from the beginning,in both bumpy and smooth air. Altitude hold is panicularly impressive: Youcan fl y at an indicated 5,013 feet all day.But it wasn ' t perfect: The autopilotwould "hunt" when in the OG mode. Itwould turn through the bug heading byseveral degrees. reverse itself and thenovershoot the heading again. ad infinitum.banking briskly even in smooth air (regardlessof how full the tip tanks were).Quest changed a resistor and that essentiallysolved the problem. It stillhunts, but so Slightly that it's only noticeablein very smooth air.The autopilot'S indicator lights- thoseon the face of the OG-are wired so theydim when the nav lights are turned on.Nonetheless, the blue altitude-hold light istoo bright at night, and I usually stick apiece of drafting tape over it.The bottom line on everything (Model30, new Sigma-Tec OG. a necessary inverter,miscellaneous parts and all labor)was almost $9,000.Not installing the DG would havesaved me about $ 1,900, but I wanted aslaved Strikefinder and an autopilot witha heading mode.The control yoke now has four buttonsnear my left thumb (push to talk,autopi lot disconnect. autopilot connect!mode switch and altitude hold/disengage).That's too many to confidently usewithout looking.Net installed weight was 12 pounds.("Net" because the existing OG and turnPage 5656

coordinator were removed.)The Model 30 is a simple autopilot withan almost intuitive interface. Although it'sa welcome second pilot on cross-countriesand during IFR, a pilot should first learn touse it on simple YFR flights.Even a simple autopilot complicatesthings- it's one more system to monitorand manage. Training and practice is theonly way to learn how to integrate it intoyour cockpit routine.In other words, it's relatively easy tobecome so intent on fiddling with yournew autopilot that you forget to aviate,navigate and communicate.I' ve found that my approaches arebetter if I disengage the autopilot at least15 minutes before reaching the initialapproach fix. Thi s gives me time to getback into really flying the aircraft and toget refocused.Summing this up: The Model 30 metmy expectations. I'm quite happy withit. Quest Avionics is a shop that does excellentwork at competitive prices withno apologies or excuses. Don 't plow intoIMC with your new autopilot withoutfirst learning how to use it. And there'smore to learning how to use it than simplylearning its modes and what buttondoes what. This sounds obvious, but,well , you' ll see.- Michael TrufferDeland, FloridaSEBS: More than just planesI know who the Blue Angels are. Igrew up hearing about heavenly angelsand now, through my grandson Jarred, Iknow what earth angels are.A year ago, Jarred was in an auto accidentand was left a paraplegic. It wasdevastating to us. He had been an independentyoung man putting himselfthrough college. was on the dean's listin his last year at the University of Texas.After a grueling year in various hospitalsand rehab, he was anxious to getback to school. He was going to have tochange his major since he was confinedto a wheelchair. His biggest obstacle atthe time was how to get to classes. Heneeded a special van. For the first timehe turned to his family. He used up hisinsurance benefits in less than a year andthe bills are still mounting. What 's a familyto do?I decided the only thing to do was toincrease our fami ly size. I wrote to allmy friends and distant relatives and en-Page 5657closed Jarred's letter. The response waswonderful.Now, for the rest of the story: I belongto the Southeastern Bonanza Society.This is a great group and we attendas many fly-in s as we can. We have greatfun at these well-planned events withpeople we look forward to seeing eachtime. The guys talk airplanes and the latestgadgets. We women do the samething, but we also lhrow in the important"stuff" of family and what is happeningin our lives. In a sense, we becomea family and that is what led me tosend Troy and Cindy Branning one ofJarred's letters. Without a secondthought, they sent in a donation andlooked for other ways to help this youngman they didn ' t even know.Are there angels here on earth? Surethere are. Ask a young man whose determinationand hope is encouraged byangels like Troy and Cindy who make adifference in people's lives.SEBS, how do you do it? I' m a fairlynew member. I came in when Harold Bostwas president and he and his wife Evelynwere perfect hosts with well-plannedevents and both were so gracious and wentmore than their nine yards to make sureeveryone was having a good time.Next came Troy and Cindy. Wow 'Where do they find people like this? Again,well-planned events with a caring and outgoingpresident and wife. Cindy, just likeEvelyn, is always smiling and fun andmaking sure new members are included,going out of their way to make sure everyoneknows evelyone else.If you are not attending these fly-ins ,folks, you are missing an enriching partof your life. As I told Jarred, you are notin thi s life alone. You have a large familywho cares.- Louise HartzogPalm H arbor, FloridaKudos for Aero PropellerI want to compliment Aero Propellerof Hemet California, for what, 1 feel , wasan outstanding job of overhauling thepropeller on my Y35. I purchased the aircraftin March 1998 and the prop hadn'tbeen touched in 17 years.After talking with a few people, I decidedto fly to Hemet to look at their facilities. This isn't a showplace, but I wasimpressed with the knowledge of theowner and the shop was clean. neat andwell organized. My propeller neededbearings. pins and a new piston cylinder.The blades were refinished andpainted. the hub was machined for thered oil as per a Service Bulletin (no ADon this model) and delivered back to myhangar (Cable). [ had my mechanic putit on and sign it off.We then flew it. It was smoother atall rpms and hasn ' t been touched since.After hearing some of the war storiesfrom some of the prop shops around, Iwould highly recommend Aero Propellerin Hemet California.- Cary HoldenUpland, CaliforniaInterfering signalson AMIFM radio1 happened to pick up an old copy ofthe October 1996 issue of ABS Magazineand came across Jim Hughes' Avionicscolumn dealing with RF interferencewith aircraft communications andnavigation equipment. He's quite correct,of course, but T thought I might add afew comments to explain why an AMIFM radio, which is supposed to be a receiver,should in fact transmit an interferingsignal.Jim's comment on Aunt Sophie receivingthe local radio station on her dentalwork is also correct. Such receptionreally can take place, as the metallic junctionsbathed in her saliva can functionas rudimentary diode detectors and theproximity of the auditory nerve allowsauntie to hear the demodulated signal.However, this kind of personal radio isnot very sensitive and will thus receiveonly a strong local station. Consequently,Aunt Sophie is restricted to recei ving justthat one station, and the question of tuningto other stations simply doesn't arise.But to return to the problem of recei v­ers that transmit, we should note that allmodern receivers are a type called a superheterodyne.In such a recei ver, thereis a fixed-tuned amplifier, i.e. , an amplifierhaving high gain at just one permanentlyset frequency called, in the trade,the intermediate frequency (IF).The value of thi s frequency has beenstandardized in US electronic manufacturing.It is 465 kHz for AM sets, 10.7MHz for FM sets, and 43.75 MHz fortelevision receivers. In all these receivers,there is an oscillator stage (the socalledlocal oscillator) that generates anRF signal whose frequency is controlledABS April 1999

with the radio's tuning dial or channelselector. The signal comi ng in from theamenna and the output of the local oscillatorare mixed in a stage once calledthe fi rst deteclOr (because it is a non-linearcircuit, and old radio engines calledany such circuit a detector). but now usuallyknown as the converter. The mixingresults not only in the two original frequencies,but al so in a frequency thai isthe difference between them.In audio work such a difference iscalled a beat note. but the RF people callit a heterodyne. Thus, a superheterodynereceiver is one in which tuning is accomplishedby scui ng the local oscillator 10a frequency thai differs from thai of thedesired tation by the IF, so that the conveneroutput can be amplified by theamplifier.An interesting point here is that itdoesn't mauer whether the local oscillalOrfrequency is above or below the desiredstation frequency. It's only the differencebetween the two that counts,which means that a superheterodyne isreally always tuned 10 two freq uenciesat once.However, these two are separated bytwice the IF, so that the undesired one(called the image) is easily rejected bytuned circuils at the amenna. Such a receiverhas great selecti vi ty, for the narrowbandwidth of the IF amplifier istransferred algebraically (i.e., not multiplied)10 the receiver input by the heterodyningprocess and the relatively lowfrequency,fixed-tuned IF amplifier canbe made to have a very narrow bandwidthindeed.ote, however, that the lower the intermediatefrequency, the narrower theactual bandwidth can be made, but theseparation of the desired signal and theimage may become too small for theluned circuits at the antenna to reject theimage adequately. To overcome thi sproblem, some expensive communicationsrecei vers are "double-conversionsuperheterodynes," meaning that theyhave two converters. local osci ll ators.and IF amplifiers. The first IF is relativelyhigh , making image rej ection acinch, but there is then a second converterleading to a very low (sometimesas low as 50 kH z, rea ll y a supersonic fre ­quency) IF, which can produce a verynarrow bandwidth with no worries aboutan image. this having already been disposedof.ABS Apri I 1 999BUI to return to the problem of suchreceivers causing interference: For somereason, manufacturers have elected 10 putthe local oscilialOrs in their sets on thehigh side of the desired station frequency.This means that, as the FM band extendsfrom 88 to 108 MH z. the local osci llatorin your typical FM set gets tuned from88.0 + 10.7 MHz. the local oscillator inyo ur typical FM set gets tuned from 88.0+ 10.7 = 98.7 MH z to 108.0 + 10.7 =118.7 MH z.Now observe that our VOR stationslie in the range 108.0 to 11 8.0 MHz andyou will see that the FM set's local oscillatorgets tun ed right through th atrange. For example. the Naples. Florida(where I'm based) VOR is at 108.6 MHz.An FM set tuned to 97.9 MHz wi ll thenhave its local oscillator transmitting ri ghton the Naples VOR's frequency. Andagain, the Boston. Massac huseus, VORis at 11 2.7 MH z. so that the local oscil ­lator of an FM set IUned 10 102.0 MHzwi ll fall right on that frequency.No wonder there's a problem for theaverage AM/FM radio, especially thelinle portable ones usually do nO! incorporatesufficient shielding to prevent thelocal oscilialOr's signal from gening oul.This Can be demonstrated quite dramaticallywith just a couple of AM radios.They can both be linle portableones, or one can be ponable and broughtnear your big living room FM receiver.Place the two radios near each other andtune one (either one) 10 the low end ofthe band, say in this AM case 10 600 kHz.Then turn the other one 465 kHz higher.that is, in our example, 10 1065 kH z.You'll find a station there that was neverthere before. obody will be talking onit, i.e., it will be an un modulated carri er,but it will be a spurious station nevertheless.And it's coming from yo ur firstradio. the one tuned to 600 kHz, as youcan readily show by simply turning th atradio off.That should be enough to convinceyou not 10 use your FM set in an airplane.AM sets cause less trouble because thereare no aircraft electronics operating onfrequencies just above the AM band,whose top end is at 1600 kHz. the DBsall being at lower frequencies. Buttherc'sno guarantee th at at some point, youwon 't sw itch yo ur FMIAM radio to FM .Finally, in view of all the foregoing,here's an interesting question: Why isthere no Channel I on American television?You will note that the switch dialson older television sets having channelselector switches all start with 2 and thatalthough you can command Channel Ion modern digital TVs, you won't gelanything. Why is this?Is there anyone out there who knowsthe answer and is interested enough tosend it in? I will offer a small prize to(he first one to send me the ri ght answer.- Dean S. Edmonds, Ir10 19 Spyglass LaneNaples, FL 34102Overhead instrumentpane/lightJohnny Johnson, owner of Sparrow.has been very accommodating and hasdeveloped a great solution for aircraftwith no panel lights. His single overheadlamp is now my back-up light source, ona separate circuit. The "Feds" have giventheir blessing with a PMA. Sparrow'snumbers are 800-4 16-8548 and FAX903-839-1613.- Bob EdmondsonThe Woodlands, TexasABS Magazine stays "dry"Just wanted you 10 know that I gO!my February issue of ABS Maga~ille inth e mail yesterd ay during a goodrainshower. About half of the contentsin my mailbox were soaking weI. but theABS Magazine in its plastic mailing bagwas dryas a bone. Thanks again for thatliule extra quali ty.-Ron DavisNewport Beach, CaliforniaPage 5&58

AvionicsBY JIM HUGHESW.hy you can't p~t amicrowave oven Inyour BonanzaI had originally planned to start a serieson how to buy an airplane in this issue,with obvious emphasis on the avionicspart of airplane buying. However,as sometimes happens, a query or a letterfrom one of you arrives just in time tomake me change my subject to somethingI deem more timely and more important.This month , the inspiration for mycolumn came in the form of a letter fromDean Edmonds, who from his letterhead,I assume to be a doctor of science in physicsassociated with the very prestigiousBoston University. (See Forum article,"Interference signals on AMlFM radio,"on page 5657)Some Ph. Os, and even some medicaldoctors, prefer that we address them bythe title "Doctor" and some do not. I havebeen threatened with performance of anappendectomy sans anesthetic with apocketknife if I use the term "doctor"once more to some of our readers. To others,I have been offered a position as alab rat in neurosurgery research if I donot use their hard-earned title.Personally, after 23 years in the MarineCorps, followed by 18 years of "afterlife,"I no longer tum my head or breakmy stride when I hear the address "Colonel,"except to wonder what colonel andfrom which service is gracing us with hispresence today. In other words, Dean/Doctor/Professor/Mr. Edmonds, I don'tknow how to address you, but I sure enjoyedyour letter in response to my October'96 column.I very much appreciate Dr. Edmonds'letter because it saved me a lot of researchthat he apparently has at his fingertips.(Confession time: I sold all of myphysics books as soon as I completed thecourses. Good thi ng, too, because therehave been a lot of advances in physicalsciences since I took those subjects 40years ago.)Anyway, Dr. Edmonds !etter is an excellentshort primer in radio propagationtheory, from which all of us can learn,relearn. and review a 101. Our modernBonanzas, and even some of those notso-modernones that have been upgradedwith modern avionics, are a flying"jungle" of interacting, interfering andpotential problem electronics.To grasp my point, let's sit in thepilot's seat of a typical BonanzalBaronwith fairly new avionics and catalog thevarious equipment we see before us.Starting at the top, there is the magneticcompass. Most Bonanzas have the cenlUriesold, liquid-filled compass. Some,however, have the newer dry card verticalface compass. In any case, the compassis mounted about midway betweenthe top of the cabin and the top of theinstrument panel. Some are bolted to thetop of the glareshield.To be "airplane and FAA legal;' theremust be a compass correction card mountedclose by and in view of the pilot. To be reallypicky, there should also be a record ofa "compass swing" in the aircraft's logbook,corresponding to the date the mostrecent piece of avionics was installed.Did your avionics installer swing yourcompass as part of your last avionics installation?Mine didn 't either, and I willdo it myself next time I see a compassrose. Come to think of it, the last time Isaw a compass rose (which was paintedon a portion of a taxiway), I didn 't SlOp10 verify my compass headings becauseI didn't have a non-magnetic (brass oraluminum) screwdriver with me to adjustout some of the compass error.Another point here: All airplane compasseshave errors in them, and the errorvaries with what electrical equipment isoperating at the time. When you read thisand decide to check your compass, itshould be done with everything on theairplane turned on lights, mabes, radios,headsets, all on, yoke-mount GPS runningand even gold-rimmed sunglasseshung on your favorite place to put themon the sun visor. Adjustments to errorsfound should be made with a nOli-magneticscrewdriver. A brass welding rodwith the end flatlened works great. Forthose of us who just have to have a storeboughttool, Radio Shack sells a fiberglassnon-magnetic screwdri ver.Continuing down the panel, we normallyfind an audio panel. Crammed intothi tiny lillie box with all the bUllonS orswitches is, (in addition to switch relaysthat allow us to select COM I, COM2,NAYI, NAY2 etc., and send their audiooutputs to either the cabin speaker or toour headphones, or both) also what isknown as an "ISOAMP" or isolationamplifier. Thi s takes the audio signalfrom the COM or NAY or whatever, andamplifies it so we can hear it in the airplanewith the engine running. The "isolate"part ensures that we only hear whatwe have selected with no feed throughfrom olher avionics.The ISOAMP is also capable of malfunction.This might range from pickingup an unwanted signal or noise from an­Olher piece of avionics, failure to isolate,or failure to amplify, which to our ears,would sound just like a COM radio failure.The amplifier is obviously capableof producing its OIVII noise and feedingit through to either the speaker or headsel.In reality, this seldom happens andthe audio panel tends to be one of themost trouble-free pieces of equipment inthe stack.Page 5659ABS Apr; I 1999

Before we leave the audio panel, mostof ours also contain a separate receiverto receive marker beacons. This receivercan only receive on one frequency: 75Megahert z. herea fter abbreviated asMHz. It outputs both one of three blinkinglights for OM. MM , or 1M and amodulated tone, which is different fo reach (i.e., outer, middle, or inner marker).Here, Dr. Edmonds' radio interferenceletter rears its ugly head. Seems 75 MHz isright in the midd le of one of the mostheavily used frequency bands in radio communications.Between 30 MHz and 108MHz is everything from military field radios,amateur six-meter band transceivers,pelice band radios. commercial VHF television,Marine band VHF radios. commercialFM radios, etc., etc. lance had a garagedoor opener (since superseded on themarket) that would activate the marker beaconlights on my airplane!Moving on down our Bonanza stack,we normally next fi nd one or twoAVCOM VHF radios. Since Air TrafficControl is always throwing numbersat us, we know that our VHF transmitter/receiverworks on all frequencies betweenIIS .OOO and 137.97 MHz. On theNAV side, we can receive navaids on allfrequencies between 10S.OO and 117.97.What some of may 1101 know is that whenwe select a AV frequency for a localizer,the receiver also automatically tunes anadditional receiver for the gtideslope in theUHF frequency band.I could spend the next six pages of themagazine relating things that get intoandin some cases, come out of-VHFCOM radios. Most of you have heard mylamentations about Mark Twelve radiostran smi tt ing on one frequency, say122.80, and not realizing they are alsotransmitting on 122. 77 alld 122.825.That's going to get even worse soon, alreadyin Europe, and soon in NorthAmerican Continent, radios with SKCspacing, instead of 25KC are going toenter the system, first going into air carriers.At lhat point, someone transmittingon hi s Mark Twel ve may be blockingeiglil other frequencies, in addition to theone he thinks he is using !)U j J nzas are a tlyrng 1'1 Ie 0, mU'(]c ing Interierino 11C p )t(-ntial problem dec r Jnl(In addition to the radio spurious signalsand some of their causes outlined inDr. Edmonds' letter. there are some newones that have jumped up to plague ussince I threw away my physics book.Display technology- such as LCD TFT,AVTIVE MATR IX, LED, BACKLI T,SUPERTWIST, RASTER, and so onhavecome into bei ng to display data.Each sy tem ha been used first in thelaptop computer industry, then adapted toother uses. All avionics manufacturers aresearching for that Holy Grail of displays,which is sunlight readable, dims at night,runs cool and takes very little voltage.In order for the display not to eat batteriesor burn up the airplane, most of thedisplays are not "continuous duty." Thatis, they rapidly cycle on and off, too rapidlyfor the human eye to be aware of.The mechanism to control this "flicker"is an oscillator set to a frequency higherthan that of human eye perception. Thebad news is that the display oscillatorsfrequency is often very close to, or is aharmonic of your radio receiver's oscillator.The result: Radio lIoise!Radio engineers are smart enough toknow this, and can add noise filters , tunedto the frequency of the installed display.However, what happens when the pilotinstalls allollier avionics device with adifferelll display in the stack? The seconddevice has also been engineered totune out ITS oscillator noise, but not necessarily the noise of the device nearby.Add to this. the unsuspecting pi lot wholoads his laptop with JeppData, plugs hisyoke-mounted GPS into its serial port,and plans to use his laptop to fly hardIFR all the way down to Preci sion Approachminimums!Assuming he survi ves, and we pull hisbusted laptop out of the wreckage, he willbelatedly discover that the laptop manufacturerdid not ever envision its use inairplanes in flight. Now do you see whythose nasty airline cabin attendants areso mean about your use of laptops andsmall FM radios when the airplane isbelow 10,000 feet ?Actually. when you are sitting in thecabin of an airliner using a laptop or SonyWalkman, there is I'er), lillie chance thatyour device cou Id affect the radios ornavigation systems of the airliner. Theoscillator would probably have to rad i­ate strongly enough to get into theairli ner's antennas, which are mountedbelow 10 feet of packed baggage compartmentaway from you.However, the airlines and the FAA arenot willing to take that chance. Are youwilling to take that chance that yourlaptop, palmtop, FM radio, your child'sCD player, which cannot be more than10 feet away from your radio stack in aBonanza or Baron, cannot radiate enoughunwanted RF energy to screw up your radiosand/or AVs? Personally, I've seentoo many strange things in airplane panelsto wam to bet on it in JFR conditions.ABS April 1999Page 5660

We're running out of column spacebefore we get to the bottom of our avionicsstack. We haven't even discussedthe DME, which operates in the UHFband, the transponder, which operates at1090 MHz. and about which I'll say moreabout, the ADF, as we all know is lowfreq uency, 200 KH z to 1600 KH z.Stormscopes and Strikefinders are alsolow frequency. Radar, for those of us whohave it, are in a superhigh frequency bandwhich is ca ll ed GlGTHERTZ or GHz.How about the electrical stuff on ourairplane that we don 't even think of astransmi tting a radio signal until we gochasing it?There's alternator noise, magnetonoise, inverter noise, remote compassnoise, autopilot noise. landing gearand flap motor noise.I guess the strangest one I ever encounteredwas Mylar-American-flag-o n­the-rudder noise! The flag was mountedon the rudder just above the NAV antenna.The aluminum-backed flag wasmounted over a fresh paint job. The flagacquired a static charge that it could notdissipate through the paint to ground. Thestatic charge fi nally got so powerful itcaused the AV left/right needle to "hunt"back and fonh. See you next month.ABS member Jim Hughes holds a BS degreein Aero Engineering. l-le is a CFII and an A&Pmechanic. Jim heads Marketing & Profes ­siolla/ Services, a consulting and flight-restfirm involved in bo th military and civil avionicsapplications.P-FACTORBY HEN RY W DAVISONLinthicum Hts., MarylandP-factor is a phenomenon in volvingthe propeller that occurs whenever the enginethrust-line vector does not coincidewith the airplane fl ight path. In one example,such is the case when the airplaneis in Slow-flight profile. With this profile,the descending blade achieves itshighest effective pitch angle while passingthrough the horizontal position. Conversely, the ascend ing blade is at minimumeffective pitch when horizontal.Simply put, P-factor amounts to unequalthrust of one propeller blade comparedwith the other(s) at any given pointthroughout a revolution cycle. The endresult translates into an effect on the propellerplane of rotation that is visualizedas a solid disc. This unbalance in thrust,called asymmetric propeller disc loading,displaces the center of thrust from theaxis of rotation. As a consequence, thisphenomenon obviously the lack ofrudder causes yaw when uncorrected byconrrol input. Secondly, it causes inefficiencyin propeller and airplane performance,especially at high angles of attack.Mush angleP-factor has a direct relationship to thewing angle of arrack beyond the angle ofPage 5661incidence or the angle between thelongitudi nal axis and the fligh t path.Aerobatic maneuvers, such as the knifeedge or invel1ed flight, amplify this mushangle when sustained flight depends onexcessive speed, fuselage lifting bodyeffect and the oblique thrust vector. Thegreater the mush angle, the more dominantP-factor becomes, up to the threshold ofblade stall.Resultant relative windThe difference in thrust in the variousblade positions is the result of tluctuatingangle of attack accountable to bladeangle and resultant relative wind.The resultant relati ve wind or infl owair is conceived from two relative windcomponents: one by virtue of propellerrotation. the other by airplane flight path.In reviewing the definition, relative windis wind created by motion of an object andacts directly opposite to the direction ofmotion. A resultant relative wind is the averageof the two relati ve wind components.Because the blade leading edges areopposite from each other (when horizontal,one ide faces down; the other sideup), the resultant rel ati ve wind exposesthe descending blade to a headwind advantage.The oppos ite si de blade, however.experiences a reduction in headwindbecause of the greater span between thetwo relative wind components which altersthe average wind vector. While theflight path relative wind component is farless prominent than the rotational windcomponent, the differential effect in airspeedis significant enough to contributeto the thrust dilemma.Additionall y, the blade center of pressureconstantly changes wi th blade angleof attack. Like the wing, center of pressuremoves forward when angle of attackincreases, and aft when it decreases. Consequently,the variable drag componentinfluences the other resultant forces.P-factor - light twin airplanesAs the saying goes: "When you losean engine on a light twin, you lose 50percent of power and 80 percent of performance."Consequently, slow flight becomesautomatic-and P-factor comeswith the territory. On a twin that both enginestum clockwise, losing the left engineis more critical to night than losingthe right. as far as P-factor is concerned.The asymmetrical disc loading on theright engine propeller is fUl1her from theairplane CG than that fo r the left enginepropeller. With a greater leverage on theright engine, the minimum si ngle enginecontrol speed (Vmc) increases when theleft engine is out.With counter-rotating engi nes, the leftengine turns clockwi se; the right enginecounterclockwise. The leverage effect isthen minimized.SummaryWhen analyzing the P-factor phenomenon,one can concl ude that propeller performanceis far less than expected, especiall y when climbing out at high angleof attack at low altitude. Pan of the art offlying is knowi ng where the imaginaryboundary of safe operation exists in thatmoment of tru th.ABS Apri I 1 999

Shop TalkBY LYNN JENKINSRaytheon tackles theproblems found in the1998 A36 N41 NHAt the request of ABS member FrankGlenn (who was taking deli very of abrand new 1999 BeechA36 Nl2FG SINE-3219) and the following Raytheon personnel-Don Cary, Director/CustomerRelations, and Brad Stancil, VP WorldwidePi ston Sales- I was invited toRaytheon to take a look at Frank 's newA36 prior to delivery along wi th an opportunityto review with Engineering theimprovements and changes that are nowbeing made to the 1999 line of pistonaircraft: Bonanzas and Barons. (See "Bonanzaofthe Month" article on page 5637.)If you recall, about a year ago I hadan opportunity to look into a brand newA36 while it was opened up for an av i­onics installation . Following that, I wasonce again able to look over the aircraftduring its first annual inspec tion. Someof the things we found with the aircraftwere very disturbing, so we published ourfindings in our July and November 1998"Shop Talk" articles.ABS April 1999Raytheon took our findings very seriouslyand put together a program to addressthose issues as well as other itemsthat were on the back burner in their 1999piston aircraft. The man responsible foraddressing Engineeri ng, Quality and allother associated projects with the pistonline of Beech products is Steve Young,Director, Piston Business Unit.During my two day stay at Raytheon,Mr. Young must have spent six or morehours of hi s very valuable time go ingover changes they had made to improveand clean up the known problems withearlier Beech aircraft. To say the least, Iwas very impressed with what they hadaccomplished.A written copy of all of the issues includingthe action taken or pending wasgiven to me.The following responses are copied directlyfrom Raytheon's internal document:ISSUE: Windscreen covered with fine oilspray on it (prope ller or the engine nose seal).ACTION: Oil comes from the prop-seal hasto sell!, then spraying goes away.ISSUE: Aircraft delivered with two keyskeyedthe same-neither key worked in thecabin door.ACTION: Redesigned door locks and newkeys effcctive with E-32 18. EA-629 andTH-1883.ISSUE: Right rudder cable was cutting intothe bmke hydraulic line where it enters the parkingbrake control module. (Removed floorboards under pilot·s feet.)ACTION: Redesigned cable layout and creatednew P 36-58000 1-27/-29; Effecti veon E-3212 and EA-628.ISSUE: Removed side panels and foundlarge amount of alumi num shavings behindthem- a lot of material.ACTION: Foreign Object Encroachment(FOE) Program in place in Plant II.Note: Side panels are now routinely removedand vacuumed after dri lling. Also aircraft isvacuumed several times a day.ISSUE: Cross brace stringer th at holds thecable guide has been kinked and bent. (Removedthe interior rear panel for access tothe inside of fuselage.)ACTION: Employee training required. Accessplatforms used to work in back of aircraft.ISSUE: The taxi light mounted on the nosegear was set for stargazing. ft was necessaryto adjust the spacer shims so the light wouldpoint down the taxiway.ACTION: Ran conformity. Had thick washersbetween the retainers and the base andthere wasn't supposed to be any washers perblue prim- now wi thout washers.No te: When we took delivery of FrankGlenn's aircraft, the taxi light was still lookingfor Klingons near Deep Space Nine.Steve Young plans {Q take an aircraft fromthe production line and do night taxi testswi th it.ISSUE: Fuel dripping out of fuel drain . Theright main tank fuel drain was leaking.ACTION: Vendor recall (improper staking)Anything found in fie ld, we are changing.ISSUE: While in flight, the right forward topwing attach bolt cover plate came loose. Theclip that holds the plate flush with the wingwas broken.ACTION: Increased inspection during assemblyand deli very.Note: The plates are still being glued to tbewing root mo ldi ng. This is an inspection plateand should not be glued at fabrication to thewing root moldi ng.ISSUE: The plastic access door located behindthe copilot 's right leg on the right sideof the spar cover does not close securely. Thefastener is just floating in the hole rather thanbeing sec urely mounted to the spar cover.ACTION: Manufacturin g and Inspectionalerted to veri fy U-shaped clips are installed.ISSUE: Here is an item that adds to yourmaintenance expense. In order to remove the24-volt battery from the battery box compartment,it is necessary 10 unbolt the battery boxfrom the fire wal l. Rather than being a hingeddesign, it is necessary 10 remove five boltsto extract the battery box.ACTION: Evaluating possibilities of a redesign.ISSUE: There is a drain tube located at the bottomof the coupling (ducting) between the airbox and the fuel controller (intake housing).The hose coming from the drain filling wascompletely kinked off so thm no fuel or watercould flow overboard from the drain tube.ACTION: Th is has been a problem in thepast but Manufacturing and Inspection hasbeen alened and we have not found this onany recent aircraft.NOle: During my factory tour wh ile atRaytheon, I looked at several of these draintubes and found all of them to be installedcorrectly.Page 5662

ISSUE: We found the throttle safety springlaying broken in the bottom of the cowl bowl.This spring is used to keep the throttle openshould you encounter a linkage failure. Thisis a TCM part, not Beech.ACTION: TCM contacted by RAC SupplyManagemen t. Double check in 894.ISSUE: Another pet peeve is that after 35years of making TCM Continental 10-520and 550 series engines, we still suffer fromleaky rocker box covers. Not only were theseleaking, but when the owner of N-41 NH tookthe aircraft (0 his purchasing dealer and listedthe leaks for repair, the dealer resolved theleak problem somehow. One would hope thatTCM will come up with gaskets to solve thisrocker box leaking problem. A small companyby the name of REAL offers gaskets for sale.They appear to work well.ACTION: reM improvement in vestigation.Note: During the acceptance of FrankGlenn's aircraft at Wichita. I noticed that therocker gaskets were still leaking. Maintenancetightened them up before the acceptancefli ght. After his acceptance flight. wechecked them again and they were still leaking.Steve Young is very concerned about thisand has committed to get to Ihe bonom ofthe problem.ISSUE: Raytheon wenilO a 10l of lrouble 10place a placard just above the manual gearextension handle telling you to extend thered handle and crank counterclockwise untilIhe gear is fully extended. Unfortunalel y, Ihisplacard fail s to mention one of the most importantelements in the manual gear extensionprocedure: you know, about pulling thegear circu it breaker before attempting tocrank the gear down. You could get hurtshould the motor start to run while your handis on or in the proximity of the crank.ACTION: Under investigation by the IPTTeam.ISSUE: The rear cenler of Ihe nose geardoors is chafi ng on the fuselage.ACTION: Manufacturing personnel trainedon rigging operation.Note:: While touring the plant. I was shownthe procedures now in place to eliminateimproper gear door rigging.ISSUE: Chafing of the right inner main doorwas also observed.ACTION: RAC to evaluate the possible redesign(bubble). Chafing tape is called out andwe are not doing. Further investigation is re·quired to see if planning needs 10 be changedor training of Manufacturing personnel needsto take place.Page 5663Customer FrankDon Berman, a Seneca owner who accompaniedLynn to Raytheon from Lynn Jenkins and Steve Young, Raytheon Aircraft'sdirector of Piston Business Unit, give N 12FC a good "tire kicking."ISSUE: The chafing tape placed on the enginecowl swing open (up) doors was com·ing off and not protecting the doors fromchafing.ACTION: Manufacturing and Inspectiontrained on proper placement/treatment of tape.ISSUE: The instrument light dimming circuildoes nal work properly in thai il will nolpermit you to dim the in strument lights morethan 10 percent.ACTION: Under in veSligation by the IPTTeam.Note: This problem was improperly listed in"Shop Talk" in that it is actually the sub panellighting that you cannot dim. While inWichita, I broughl this 10 RaYlheon's allentionso they could look into the problem andCOni act the owner of N41 NH. Although ihewarranty is now expired, I hope that the prob·lem will be resolved under warranty andfairly soon. It probably effects a whole seriesof aircraft.ISSUE: On the new Bonanzas, Ihe factoryhas installed an electric alternate instrumenlpressure system. On the 24·volt connections10 Ihe mOlar, there were no insulator covers onthe tenninals. In my opinion. any exposed hotelectrical terminal poses a hazard if not insu·Ialed from materials that could short it out.ACTION: Under inveSligation by the IPTTeam.Note: Some of the terminals that I was con·cemed about have now been covered withinsulating covers. The pressure pump termi·nals. however, still are nol covered along withthe field terminal on the alternator.All in all, I was very impressed withthe sincerity and concern that Raytheonhas laken in improving the quality of theirBeech Aircraft. I would also like to Ihankall of Ihe Raylheon people involved wilhmy visit for Ihe courlesies and Ihe sincereattitude afforded me and my companionsduring our recenl visit.Since we first wrote aboul lhese problems,RaYlheon (Steve Young) has hireda new qualily control person who hasimplemented many of Ihe inspeclionchanges noted in this article. Afler receivinga one-hour presemalion from Ihe newQualilY Manager, I feel quite confidemIhal we will continue 10 see improvememsin the Beech products.In fUiure articles, we will address thenew STC 'd standby alternalor sySiemnow available for 24 -voll aircraft;Raytheon 's nelV Special Edition engineand what makes it so special; plannedimprovemems for the Beech line (doorlocks, windshield improvemenls, enginemoums, elc.)-and much more.Shot/ld Yot/lVish to COlllaclllle regardingIhis arlicle or allY olher article Ihal 1have written, or have a subject that youwOt/ld like for me 10 address, yot/lIlay sendlIle all e-lIlail:Ly"IJelkins@art.leIOrSendajax at 775-331-4911. To COlltaCI JenkillSAir Sen'ice, call 775-331-4905Lynn Jenkins, ABS 14562, (ATP, Multi andSingle engine, Commercial Seaplane, A&Pand fA ratings ) is an avid ABS member, supporterand speaker at the AB5 conventionseminars. He was also a pioneer in sellingup an aircraft mail order parts business forgeneral aviation aircraft owners. His company,Jenkins Air Service, sells engines, propellers,parts, accessories, avionics etc.wholesale to the aviation community. AllABS members will receive significantdiscounts.ABS April 1999

BonanzaRestorationBY STEVEN W OXMANAnnapolis, MarylandThe restoration of an airplane like a Bonanza K35 can be afun experience. It can be accomplished as a long-termhobby project. With each piece. area, or subsystem completed,you get to enjoy the beautiful results of that part of therestoration project and learn more about your plane.Restoration can be accomp lished by different people withdifferent ideas in mind. For example. one person might considera restoration project to mean you would restore the planeback to its original configuration when it was first manufactured.It will look like new, in its original configuration.Another person might want to have the restored plane sothat it is better than new Gust like the AOPA project a few yearsago). When completed, the plane is like new, but rather thanbeing in its original configuration, it is updated with more modemfeatures like new, modem strobe lights and new. modeminstruments and radios.There is always the compromise between looking originaland being modern. Some modernization really shows-like convertingthe back window in the K35 from the small opera windowto the longer back window used on the V35-and somemodernization efforts are hardly visible, such as when the engineis updated from an 10-470-C to an IO-520-BA. Some modernizationreally makes a valuable difference, such asreconfiguring the panel to the "T' pattern from the original panelconfiguration that Beechcraft used when they made the K35.Other modernization efforts are mostly cosmetic, like installingnew carpeting in the cabin. Some modernization makes your planeoperate more efficiently, like the GAMljectors. Some modernizationmakes the cabin more comfortable (BDS air exhaust kit).I purchased a K35 about three years ago. To an amateur airplanebuyer like me, the plane looked rea lly nice. After learningmore about planes (Bonanzas, in panicular), I now knowjust how unsafe this plane was when I purchased it (e.g., tens ofADs not complied with). After owning and enjoying my Bonanzafor awhile, I decided that I would restore th is plane. Istarted by taking care of all safety related issues (e.g .. ADs andimportant items found at an ABS Service Clinic-the bestmoney you can spend as a Bonanza owner).My second step was to do a firewall forward project (as anassistant to my local, very capable FBO-Chesapeake AviationServices). Every item was replaced, every screw, every hose,every wire, every accessory. While the engine was out. the enginearea was totally cleaned out, prepared, primed and painted.My goal is to someday have a K35 that looks new, operatesefficiently, is comfortable and is effective from the pilot ' perspective.This plane will be someday be a "show plane."I have decided that for me, restoration means that it looksnew and is modernized. I will not constrain the restoration toonly original specifications.As I restore my plane, I would li ke to share with the membershipthe details of how this work is being accomp lished by alarge, capable team. I am the team leader and go-for (pronouncedlike gopher; it means that I go-for this and I go-for that). Folks atChesapeake Aviation Services, Beryl D'Shannon, Aviation ResearchSystems, GAM!, Dan Towery, Piedmont, Raytheon, AmericanAero and Aircraft Spruce are among the team members.Now ha ving defined my restoration project, let me presentone small restoration project. Is it difficult to get your armrestto go up or down? Does the lower armrest assembly look poor?The answers to these two questions for my plane were "yes"and "yes." Therefore, I removed the armrest covers from myplane to investigate why.First, I unscrewed the four upper screws of the lower armrestcover (PIN 35-534372-47 for my plane) and then the onelower screw. This cover then comes off. Then I removed the(only) two front screws for the armrest slide cover (PIN 35-IAt left, the lower armrest cover (bla ck) after being restored. Atright, the upper armrest slide cover which will be replaced.ABS April 1999Lower armrest cover in the "paint booth."Page 5664

534372-99 for my plane) and then removed the cover.Both parts were in poor condition. The lower part, which isnow black in color, has been restored (more on that later). Thebeige colored piece is the upper armrest slide cover- in thecondition I found it in. otice that it is dented. broken andscratched badly. (Figure I)What happened is that the lower piece had its cover-to-sparcover angle metal piece broken off, therefore, the lower piecewas out of alignment. When my armrest was lowered each time,the upper cover would strike the lower case where the rivets areon the lower case. This resulted in a difficulty in lowering thearmrest and the denting, scraping, and eventually the breakingof this part.The lower part needed to be cleaned up, the old rivets removed,a new angle piece riveted in place, primed and painted.When I removed the old rivets, I discovered that Beech had notprimed the two pieces prior to riveting them together. Therefore,I found some corrosion. I threw away the broken piece.The cover itself required sanding to remove the corrosion. Ialso hammered out a small dent. I sanded the part smooth, firstwith medium sandpaper and then with 200 (a finer sandpaper).I then primed it with zinc chromate (Tempo Aviation Primerfrom Aircraft Spruce), sanded it (with 220)and primed it. Priming, as well as paintingfor these small parts is accomplished in my"painting booth," which is a cardboard box DATESon its side, resting on top of a work stool. May 14-17(Figure 2)A few hints about priming and painting.First, anytime you make a mistake (e.g .. apaint run), let the primer or paint dry; thensand out your error. Second. repeatingprime and then sand cycles helps fill inminor problems in your work. Third, a lightsanding between each primer or paint applicationhelps get a real nice fini sh. Oneexception don't sand on the last couple offinal coats.I made the replacement for the anglebracket out of a small (1/2-inch-by-2-inch)piece of aluminum that I cut off a laroer opiece (2 foot-by-2-foot) that [ had purchasedfrom Aircraft Spruce. The thicknessof the aluminum forthis was .032 (32 thousandths).The aluminum was bare. no primingor cladding. [ drilled the angle piece,matching the two rivet holes on the coverand measuring the airplane for where todrill the spar cover screw hole. I then sandedand primed this piece.Next, I ri veted the two pieces togetherwith regular (buck) rivets using a regularhammer and a vise anvil for striking. I thenjune 4-7june 25-28july 16-19sanded and primed the rivets and the area around the rivet s.The last step was to lightly sand (220) and paint the entire cover.I used a satin black paint (Rust-Oleum Outdoor Decor 7777)which gave the part some texture that looks nice and shouldtake well the scuffing this part will endure (since it is on thespar cover which shoes tend to find on occasion). The result isa good looking part that will properly install in my plane.The upper cover is unfortunately hurt too much to repair andreuse. I attempted to call a number of parts dealers, but I wasnot able to locate this part. Therefore. I took the old part toMetaicrafters in Annapolis, Maryland, and asked them to makeme a replica of the old part. The people here make metal partsfor many people and organizations including the U.S Air Force.They really are experts and they are quite reasonable (b ut notcheap). John at Metalcrafters made a replica of the original partfor $20. All I had to do was clean, sand, prime and paint it.The new upper cover was then cleaned, sanded, primed.sanded and painted with the same black satin paint. The resuitis another good looking, functional part.The armrest now works better and looks a whole lot better.If you ever look at my plane (N 12711 ), please do look at myarmrest assembly.-@-1999 Service Clinics-Partial ScheduleLOCATIONAll American AviationAviation Classics, Inc.Select Aircraft ServiceWestern AircraftFBOAdditional dates and locations pendingAddison, TexasReno, NevadaBatavia, Oh ioBoise, IdahoNEW PRODUCT ANNOUNCEMENTSlimline Strobe KitKnots 2U, Ltd. of Burlington, Wisconsin,announces a new addition to their lineof STC' d Beechcraft speed mods. Approvedfor the 33/36/55156/58 models. their newSlimline Strobe Kit replaces the large rotat­Ing beacons on the vertical fin with a smallfairing and strobe. Advantages to this systemare more light, lower power usage andless drag. Aircraft with the rotating beaconcurrently on the roof get an extra bonus dueto the better coverage provided with a light New Knots 2U small fairing andon the vertical fin. In additjon, removing thestrobe.beacon and cleaning up the roof line can pay a big dividend in drag. The kitcomes complete With everythmg necessary to install, including a new "Slimline"fin cap and a complete strobe kit with power supply .. For a free brochure on all of its Beech models, call or write Knots 2U, Ltd., 3106Bleneman Road, Burlington, W153105. Phone4l4-763-6152 or fax 414-763-2910.Page 5665ABS Apri I 1999

CurrentsBY LEW GAGEParts prices for HartzellMV configurationmodificationFor those folks owning airplanes thathave a Hartzell propeller falling underAD 97-18-02. I have some good newsand some bad news.First, the bad news. The AD is still ineffect. Now the good news. I had the MVconfiguration modification accomplishedon my propeller as well as a completeoverhaul. This was the first overhaul ofthis propeller since, out-of-the-box newfrom Hartzell. The V-shank blades andall the pans that may be reused weregood. The cost to do this should havebeen minimal. However, this is what happenedto run the total bi II up to $4,060,plus taxes.While at the ABS Convention in St.Louis, I attended a seminar by Hartzellregarding this AD. All the informationregarding several blade failures, clampfailures, hub failures and other items werediscussed. Al so, copies of severalHartzell Service Bulletins were passedout that described the problem, the severalmethods of compliance with the ADand the pricing policy that Hartzell offeredto bring the affected props intocompliance.Hartzell SB 61-232 detailed the li stprices of the parts that might be necessaryto comply with the AD and advertisedthere would be a 50 percent discountthrough September 1999. Although Ithink these list prices are unusually highto start with. 50 percent off is a lot betterthan a poke in the eye with a burnt stick.While comparing the price I wascharged for the new clamps wi th the SBprice, I saw I was charged $46 1 (plus tax)more than I thought I was going to pay.based on the quoted prices in the SB.I called Hartzell in Piqua, Ohio, andtalked to Brad Hall in Customer Service(937-778-4360). The list price on theclamps had gone up (where else?) from$954 each to $1.179 each. I also foundout that the 50 percent deal is good onlyif you do business at the Hartzell ServiceCenter in Piqua or sOllie of the nine U.S.Hartze ll distributors. Very few propellershops are distributors.After some discussion with Mr. Hall,several faxe s, etc., Hartze ll agreed toadjust the price on the clamps back to theSB price. But that 's the price to the distributorsor to owners who take their propto Piqua.But here is what actually happens tothe guy who does business at places otherthan Piqua. Some, maybe all, of the fiveHartzell distributors or four repair facili ­ties mark up their 50 percent parts priceapproximately another 10 percent whenselling to the non-distributor prop shop.Then the prop shop marks the parts upagain around 10 percent of their cost. Thenet result is the customer pays an additional20 percent above what the "beforegame activities" had him believing hewas going to pay.A few more days and faxes later.Hartzell agreed that the customer shouldget the full reduction of 50 percent of thealready inflated list price from their distributorsand repai r facilities (see list).What other prop shops do with the pricingis "beyond their contro l."It appears that Hartzell's view of allthis is the parts have passed to the consumerwhen they leave the nine approvedlocations, regardless of whether those receivingthem are actually the consumeror a non-Hartzell-approved prop shop.The non-Hartzell-approved prop shop willthen mark the parts up as they see fit. Onecannot expect independent shops to notmark the parts up a reasonable amount. Itis just part of staying in business.So if you've already had theAD workdone or are going to, you should gel acopy of Hartzell's SB 61-232, SB 61-233and S B 61-217. Study them and comparethe invoice prices on work you've alreadyhad done or the quote on what you aregoing to have done with the prices listedin 61-232. You may have money comingback from Hartze ll or not be spendingquite as much as you would have.There were two items found on my propellerthat proved to be a concern, one ofwhich cost an extra $175 and the other thatcost nearly $2,000. Thankfully, the S2,000one proved to be repairable.The cylinder of the propeller overwhich the piston or "dome" of the propslides during blade pitch changes is a hardchrome-plated piece. The chrome is thereto reduce the wear that the O-ring sealand the phenolic piston guide ring bushingwould create on a plain steel surface.The chrome was completely worn throughon a large, oval-shaped area of the cylinderrendering the cylinder unserviceable.The cylinder is supposed to have alayer of chrome .002-inch thick over theunderlying steel cylinder. Upon measuringthe cylinder. it was determined thatthe original chrome was only .0000-inchthick or less than 25 percent of the specifiedthickness. A new cy linder wouldhave cost more than $400. However,Hartze ll had just approved re-chromingan otherwise good cylinder. Thus, theadded $175 . That thin chrome lastedabout 1.700 hours of operation. So muchfor specifications.The second item was the hub itself.When the magnetic particle inspectionABS April 1999Page 5666

was done, there were two large dis-continuitiesor crack indications whichshowed up in an area where real cracksdo nOl occur. The Hartzell overhaulmanual does not allow any "indications"of cracks. It does allow a certain amountof dressing with a suitable grinding toolto dress out the indication.The considered opinion was the hubleft the factory with these indicationssince they appeared to be forge laps or1001 marks in an area that does not promOlereal cracks and that, by visual examinations,were covered over by theorigi nal cadmium plating.In this case, being advised of the factyour S2,(){}{) prop hub may need replacingis sort of like being advised youflunked the AIDS test and then findingout the test results were for the guy inline ahead of you.I doubt there would be anyone willingor able 10 crank up production of theBeech 2lS prop with 88-inch bladesagain, but I know of at least one CUSlOmerthey would have!I would like to say that Hartzell satup and took notice of a legitimate complaintfrom a user of their products. I wassurprised that [ was the first to complainsince I later found out I' m not the first tofigure out what was going on. I still maintainthat if there was a prop on the marketthat was in competition with theHartzell for the splined crankshaft engines,aside from the original Beech 21 S, that theprices involved to purchase and maintainthem would be considerably less.Mine is fixed, and I've swallowed thefix -it pill. Let's just hope this MV changedoes the job and the rest of the thing holdstogether. Now, if we could just get a modificationavailable for those "iffy" OTUs (oiltransfer units), we'll have it made.Lewis C. Gage, ABS member, ATPmultiengine land with Boeing 70717201747/A·JID ratings. Commercial single engineland; flight instructor MfLiSEL airplanes andinstruments; ground instructor advanced andinstrument; flight navigator; flight engineer;mechanic-airplane and engine; and FAAparts manufacturing authorization. Flighttime: IS,OOO-plus hours. Lew may be contactedat Sunrise Filters, In c., 2255 Sunrise,Reno, NV 89509. Phonel Fax: 775-826-7184.Hartzell Propeller Inc.DISTRIBUTOR AND RECOMMENDED REPAIR FACIllTlESDomestic Distributorsu.s. SHOPSAVIATION PROPELLERS, INCOpa Loca, FloridaPhone 305-688-9439Fax 305-681-4236AVIATIO N PROPELLERS, INC.Hueytown, AlabamaPhone 205-491-9133Fax 205-497-1270AVIATION PROPELLERS, INCOrlando, FloridaPhone 407-894-2412Fax 407-894-0069HARTZELL SERVICE CENTERPiqua, OhioPhone 937-778-4201Fax 937-778-4202OTTOSEN PROPELLER &ACC ESSORIES, INCPhoenix, ArizonaPhone 602-275-85514Fax 602-275-8594Domestic Repair FacilitiesJO RDAN PROPELLER SERVICE, INCSan Antonio, TexasPhone 210-344-3064Fax 210-344-9433JORDAN PROPELLER SERVICE, INCHouston, TexasPhone 800-580-7767Fax 713-643-7491MAXWELL AIRCRAFT SERVICEMinneapolis, MinnesotaPhone 612-533-8611Fax 612-533-3219PIEDMO T AVtATION SERVICESWinston-Salem, North CarolinaPhone 336-776-6260Fax 336-776-6261Canadian DistributorsHOPE AERO PROPELLERMississauga, OntarioPhone 800-268-9900Fax 905-677-5935LEAVENS AVIATION INCMississauga, OntarioPhone 905-678-1234Fax 905-678-7028WESTERN PROPELLER CO.Edmonton, AlbertaFax 403-477-0131WESTERN PROPELLER CO.Ri chmond , B.C.Phone 604-273-4561Fax 604-273-0215WESTE RN PROPELLER CO.Winnipeg, ManitobaPhone 800-665-1336Fax 204-831-8401BPPP Inc. Schedule for 7999WESTERN PROPELLER (PACIFIC) CO.Richmond, B.C.Phone 800-663-7964Fax 604-273-4812BonanzasiBaronsITravel Airs at all locations. Subject to change.DATE LOCATION PHASE CUTOFF DATEMay 14-16 St. Paul, Minn. Initial/Recu rrent Apr. 12june 4-6 Spokane, Wash. Initial/Recurrent May 13lune 25-27 Colorado Springs, Colo, Mountain flying May 18Sept. 17-19 Little Rock, Ark. Initial/Recurrent Aug. 26Oct. 1-3 Nashua, N.H. Initial/Recurrent Sept. 14Oct. 22-24 Fresno, Cal if, Initial/Recurrent Oct. 14av. 5-7 Greensboro, N.C. In itial/Recurrent Oct. 14Cockpit Companion Course avaiJable al all locations except Colorado Springs.Call ABS HeadquarlerslO make arran allend: 316-945-1700. Or signgemenl5l0up via the ABS we site: ww.bonanza.org.Page 5667ABS April 1999

The ABS Board of Directors is happy to announce the current schedule in our efforts to bring the ABS closer toyou through our fly-in activity held in conjunction with the regional groups. Hopefully, we will be able toschedule one in your area this yea r. If you would like to help in organizing a fly-in, please contact me at 770-719-063B, fax: 770-964-7534, e-mail: HBost@ESTEXMfg.com. - Harold Bost, ABS Director/Fly-in CoordinatorApril 16-18 - Leesburg, VirginiaABSIMidAtlantic Bonanza Society Reactivation in conjunction withan ABS Service Clinic and Seminars by two BPPP InstructorsWhat a way to reactivate the Mid-Atlantic Bonanza Society' Where else canyou observe an ABS Service Clin ic and get exposure to two BPPP instructorsat the same time. It's never happened before and it may never happen again. Sodon 't miss out on thi s great opportunity'Airport: Leesburg Municipal, Godfrey Field (JYO)FBO: Piedmont Hawthorne AviationFuel: 25 cent discountRental Cars: Enterprise Rental Car - phone 703-777-5800Ask them to deliver to airportShuttle: Hotel van to and fro m airportHotel: Lansdowne Conference Resort. A lap-of-Iuxury quality resorthotel on 205 ac res of beautiful northern Virginia landscape. A magnificentgolf course surrounds the hotel. There are tennis courts, a celebrityclass spa, plus a full gym. In addition, they have an Olympic styleindoor pool as well as an outdoor pool.Room rates are only $105 single and $119 double compared to theirnormal rate of $200-plus per night. Call 703-729-8400 and tell themyou are with American Beechcraft. DO NOT SAY BO ANZA SOCI­ETY since we have a special corporate rate arranged by PiedmontHawthorne Aviation.Pla y golfIndoor swimmingPlay tennisASS April 1999Page 5668

LEESBURG. VIRGINIA, HAS MANY GREAT ATTRACTIONSDowntown Historic District - Enjoy awalking lOur that takes you past morethan 50 hislOric structures. See the oldstone church site of the first Methodistowned property in America, deeded MayII, 1766.Civil War History Abounds - Reli ve importantmoments that helped to shape ourpast. Leesburg regularly hosts RevolutionaryWar and Civil War re-enactments.Travel 20 miles to Harper's Ferry wheresome of the bloodiest battles were foughtduring both the Civil War and the RevolutionaryWar.Leesburg, Corner Premium OutletMall - Features Ralph Lauren , Li zClaiborne, Tommy Hil finger, Saks FifthAvenue, Brooks Brothers-and more.Winery Tours - There are six winerieslocated near Leesburg. Tour these wineriesand visit their tasting rooms.Smithsonian Institution - NationalMuseum of Natural History (atLeesburg Airport, next 10 FBO) You maywant 10 visit th is Friday afternoon beforeleaving the airport. See plants, fossils,vertebrates, rocks and minerals, insects,in vertebrates and anthropology artifacts.Virginia Horse Country - Great horsefarms spread out over the beautiful countrysidearound Leesburg. This is the areawhere the late Arthur Godfrey had hisfarm.Come join us for a jam-packed, fun-fill edweekend and help us kick off the reactivationof the Mid-Atlantic Bonanza Society.You will be glad you did.Registration is $25 per person. This coversthe cost of the hospitality suite, beverages,snacks and other miscellaneousexpenses of the fly -in.Please call Harold Bost immediately 10reserve your spot and to obtain a fly-i nregistration. Home phone: 770-719-0638Work: 770-964-3322 or e-mailhbost@ESTEXmfg.comTH E SCHEDULEFRIDAY, APRIL 16 - Arrival and observethe Service Clinic in progress.Learn what a Service Clin ic is all about.If you wish to run your airplanethrough the Service Clinic, call ABSHeadquarters to make your reservationsfor the Clinic-if slots are stillavailable.5:30 to 7:30 p.m. - Hospitality suite openfor socializing and enjoying your favoritebeverages and snacks. The cost is coveredby your registration fee.7:30 p.m. - Dinner in groups at selectedrestaurants.SATURDAY, APRIL 179:00 to 11:30 a.m. - Seminars by two instructorsfrom the BPPP. Adrian Eichhornwill present a "night flying" session.Itzhak Jacoby will present a session onGPS approaches. This is a great opportunityto meet and hear presentationsfrom the real pros.5:30 to 7:30 p.m. - Hospital ity suite openagain for socializing, beverages andsnacks.7:30 p.m. - Dinner in groups at selectrestaurants.SUNDAY, APRIL 18Departure at your leisureApril 30-May 2Mobile, AlabamaABS/Southeastern and Southwest BonanzaSocieties hosted by Teledyne ContinentalMotors with lunch, factory tourand seminars.The Southeastern and SouthwestBonanza Societies areknown for their great fly-ins.Mobile is shaping up to be asp ectacular event. See theMarch issue for more completeinformation_Airport: Mobi le Downtown - Brookley Field (BFM)FBO: Downtown Air Center - 1-334-433-2800Fuel: 51.87, including tax (regular, $2.27) - Tiedown fees are waived.Rental Cars: 3-day rentals: $19.99 compact - $24.99 mid size or527.99 full size per day or two days rentals at 31.99, 34.99 and 37.99 respectively.Call the FBO for car rental reservations as soon as possible.Hotel: The relatively new beautiful Adams Mark in downtown Mobile has, after extensivenegotiations, agreed to give us a room rate of only 575 (half the normal rate ofS150). Call1-334-438-4000 and make your reservations by April 15 at the $75rate. Be sure to tell them you are with the American Bonanza Society. Call NOW'If the Adam's Mark is sold out, call the Radisson/Admiral Semmes two blocks awayat 334-432-8000 for a room at $69.Other ABS/Regional Fly-insJune 25-27 - Aspen, Colorado - ABS/Rocky Mountain and Southwest Bonanza Societies.More details should be available in the May ASS MagaZinePage 5669 ABS April 1999

GroundControlBY NANCY JOHNSONABS Executive DirectorWe want YOU @ OSHThi s year's EAA AirVenlure inOshkosh, Wisconsin, is right around thecalendar corner- July 28 - August 3-and ABS is rarin' to go! Besides returningto the fantastic location we were assignedin '98, we' lI again have a twotentarrangement. with Ihe side len I for"ABS Tent Topics ." This was extremelywell-received last year, wilh many gen·erous members and aircrafl experts vol·unteering to give lalks and lead informalgroup discussions.Since last year was our first time witha second tent for Tent Topics, we weregrateful for those who slepped forwardon site.We're expanding that forum this year,so we invite willing volunteers to get intouch with us ahead of time if you willbe in Oshkosh, if you would be willingto make a presentalion, how much limeyou would like, and when we can scheduleyou.Keep in mind Ihat this is a brightl y­iiI. open-air tent. so we can'l accommodalehigh-tech (or even fairly low·tech)audio visuals. For Ihose wilh a knack forfree· hand, we wi ll have a fl ip chart, andwill even provide colored magic markers.But that's aboul it, folk s.If you're not into public speakingevenin a highly relaxed environmentlike Oshkosh and the ABS hospitalitytent-how aboul suggesting some topicsand speakers we can approach?Give me a call at ABS (3 16-945 -1700), write (PO Box 12888, Wichita,KS 67277) or drop me a line albonanza2@bonanza.org.Lel's make EAA nOI just fun , bUI an·other opportunity to hangar fly, idea shareand problem solve. ThaI's what ABS isall abo ul.-@.-CORRECTIONThe Nominating Committee Reportin Ihe February ABS Magazinecontained an error about the begin·ning of the terms for new or reelectedBoard members.According to Article 1[(4) of theABS bylaws, "Each lelID shall commenceat the beginning of the firstBoard meeting following the annualmeeting of the membership held inthe year of election and terminatethree (3) years hence."This year, the date of that firstBoard meeting is Saturday, October9, the day after the annual meetingat the 1999 Convention in SanDiego.PRESIDENT'S COMMENTScontinued from page 5639Before leaving the Tra-Con, we toured the Operations Room andsaw the various radar displays of traffic over Southem Califomia. Ifound the controllers to be very professional, helpful and accommodating.It wi ll be possible to operate in and out of Montgomery withoutentering the San Diego Class "B" airspace. Because it is a controlledairport, you will have to talk to the tower. (The tower plansto make special arrangements for us, like not allowing instruction"touch and go" landings during our heaviest operations.)Gibbs Hying Service and the local airport authority have handledmany large aircraft groups, and they have every intention of makingour air and ground operations smooth and uneventful. Additionally,our "Special Di splay Aircraft" will be located in one areadue to airport security. We will publish the ABS San Diego operationprocedures in upcoming issues of the magazine.All told, I'd say we're on our way to a wonderful ABS experi·ence in San Diego in October, See you there!ABS Apri l 1999Dave Richards, ABS VPCon vention Commillee ChairtMPORTANT NOTEThere is a Noise Monitoring Program in effect for ourconvention destination:• Day noise limit: 6: 30 a.m .. II :30 p.m., 88 dba. Lear 23,24 and 25s exceed this limit; Bonanzas and Barons flownby the book have no problem.• Night noise limit: II :30 p.m. - 6:30 a. m., 70 dba. Mostaircraft, including Bonanzas and Barons, will exceedthis limit.There are six monitoring stations around the airport, andFBO owner Buzz Gibbs said he has not found a way of notviolating the noise limits during the II :30 p.m. - 6:30 a.m.time frame. (He was one of the pilolS who tested the systemfor the airport when it was installed.)The fine for a noise violation is pretty steep--$50 per db.But there is no reason for any of us to get fined. The Mooneyand Piper Comanche groups operated within the limits andwithout fines.-@-Page 5670

C a I e n d a rAMERICAN BONANZA SOCIETY HEADQUARTERS1922 Midfield Rd.lP.O. Box 1288H/Wichita, KS 67277Phone: 316·945·1700 - fax: 316·945·1710Web Site: hUp:llww\\.bonanza,org - e-mail: bonanza2tibonanza.org1999APRIL9·11 • BPPP, Inc. (Initial/Recurrent)Fresno, California. Cutoff date: 3·25·99. Contact ABS Headquarters.9·11 • Soulhwest Bonanza SocietyFl y-in. Branson, Missouri. ContactMarvin Polzien, 580· 223·3910.11 ·17· Sun 'n Fun Lakeland, Florida16·18 • ABS/ Mid·Atlantic BonanzaSociety Reactivation Fly-in.Leesburg, Virginia. Contact HaroldBast, 770·719·0638 or e·mailhbost@estexmfg.com.16·19 • ABS Service Clinic. Pied·mont-Hawthorne Aviation, Inc.,Leesburg, Virginia. Contact ABSHeadquarters.23·25 • BPPP, Inc. (Initial/Recurrent)Columbus, Ohio. Cutoff date: 3·22·99. Contact ABS Headquarters.24 - Northeast Bonanza Group OneDay Fly-in. Coatsville, Pennsyrvania.Contact Dick Endres, 609·778· 8690or e-mail roendres@aol.com.24 - Pacific Bonanza Society DayFly-in. Catalina Island, Californ ia(AVX). Contact Paul Baum, 805·461 -3643.30·5/02 - ABS/ Southeastern/Southwest Bonanza Societies Fly-in.Teledr.ne Continental Motors,Mobi e, Alabama. Contact HaroldBost, 770·719-0638 or e-mailhbost@estexmfg.com; Troy Banning,803-359-2148; or Marvin Polzien,850-223·3910.MAY7 -9 • Midwest Bonanza Society Flyin.Rough River State Park, Kentucky.Contact John Whitehead, 901-756-1166.14-16 - BPPP, Inc. (Initial/Recurrent)SI. Pau l, Minnesota. Cutoff date: 4-12-99. Contact ABS Headquarters.14-16 - Pacific Bonanza SocietyWeekend Fly-in. Monterey, California(MRY). Contact Paul Baum, 805·461-3643.14·17· ABS Service Clinic. AllAmerican Aviation, Addison, Texas.Contact ABS Headquarters.15 - Northeast Bonanza GroupLunch Fly-in. Duchess County,Poughkeepsie, New York. ContactDicK Endres, 609·778-8690 or e-mailroendres@aol.com.JUNE4-6 · BPPP, Inc. (Initial/ Recurrent)Spokane, Washington. Cutoff date: 5·13·99. Contact ABS Headquarters.4-7 - ASS Service Clinic. AviationClassic, Inc., Reno, Nevada. ContactABS Headquarters.19 • Northeast Bonanza Group LunchFly-in. Air Fare Cafe, South JerseyRegional. Contact Dick Endres, 609-778-8690 or e-mail roendres@aol.com.25-27 - BPPP, Inc. (Mountain Flying)Colorado Springs, Colorado. Cutoffdate: 5·18·99. Contact ABS Headquarters.25-27 - ABS/ Rocky Mountain/ South·west Bonanza Societies Fly-in. Somewherein Aspen. Contact Harold Bost,770-719-0638; Jack Cronin, 303-333-3000; or Joe Dimock, 940-322-2024, e­mail jdimock@msn.com.25-28 - ABS Service Clinic. SelectAircraft Service, Batavia, Ohio. ContactABS Headquarters.26-7/ 02 - Flying Dentist AssociationNational Convention. Saw Mill Creek,Huron, Ohio. Contact Bob McKenneyDDS, 8 10·229·6624, e·ma ilflyfda @compuserve.comJULY16-18 • Southeastern Bonanza SocietyFly-in. ashville, Tennessee. ContactTroy Banning. 803-359-2148.16-19 - ASS Service Clinic. WesternAircraft, Boise, Idaho. Contact ABSHeadquarters.22-25 - Midwest Bonanza Society Flyin.Gateway Lodge, Land·Q·Lakes,Wisconsin. Contact John Whitehead at901 -756-116616-18 - Pacific Bonanza SocietyWeekend Fly-in. H arbor, Washington(FHR). Contact Dean Eldridge, 360· 659-6641.TBA - Northeast Bonanza Society Flyin.Great Barrington, Massachusetts.Contact Dick Endres, 609-778-8690 ore-mail roendres@aol.com.26 - B20sh X, Depart Rockford forOshkosh. Contact Wayne Collins, fax903-569·9743 or websiteW\V\v.tempomusic,comib2osh28-8/03 - EAA AirVenture Oshkosh,Oshkosh, WisconsinAUGUSTTBA - Northeast Bonanza GroupWeekend Fly-in. Block Island, RhodeIsland. Contact Dick Endres, 609-778-8690 or e-mail roendres@ao1.com.SEPTEMBER17-19 - BPPP, Inc. (Initial/Recurrent)Little Rock, Arkansas. Cutoff date: 8-26-99. Contact ABS Headquarters.17 -19 - Southeastern Bonanza SocietyFly-in. Jefferson (Ashe County), NorthCarolina. Contact John Sellmer, 770·487-8386.24-26 - Pacific Bonanza SocietyWeekend Fl y-in. Durango, Colorado.Contact Ed Smith, 702·656·8135.TBA - Northeast Bonanza Society Flyin.Portland, Maine. Contact DickEndres, 609-778-8690 or e-mailroendres@aol.com.OCTOBER1-3 • BPPp, Inc. (In itial/Recurrent)Nashua, New H ampshire. Cutoff date:9-1 4·99. Contact ABS Headquarters.6-10 - ABS Convenlion. San Diego,Californ ia. Contact ABS Headquarters.12·14 - NBAA Annual Meeting andConvention, Atlanta, Georgia22·24 - BPPP, Inc. (Initial/Recurrent)Fresno, California. Cutoff date: 10-14-99. Contact ABS Headquarters.NOVEMBER5-7 - BPPP, tnc. (Initial/ Recurrent)Greensboro. North Carolina. Cutoffdate: 10-14-99. Contact ABS Headquarters.5 - Southwest Bonanza Society Fly.in.Weslaco, Texas. Contact Joe Barbee,956-968·3398 or 956-969-432 10.A great resource:THE ABS CD-ROMREFERENCE LIBRARYUse tlw COIl1Pdll\' Store ordprform on P,I,l.!,t' S(, ·dKK.Or \,j ... it thl' (omp.lflv Storeon Ill(' ABS \Vph ... itt> ,11, "Th('ABS Advl'rtisers Arl'.l" huUol1.The ABS Convention in 1999 will be held in San Diego, California, October 6-10.Page 5671ABS Apri l 1999

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