January 2000 - American Bonanza Society

decades of aviation and weare uniquely quaUfled to provide ABS members a little"plane talk" about their individual insurance requirements.The ABS Program is one of the most comprehensiveinsurance programs available in the industry today andfeatures expanded coverages, access to a variety ofunderwriters and competitive rates. The professionalFalcon staff is dedicated to serving ABS members with aninsurance program that is setting the standard for theindustry. Call today for same day quotes and coverage.Falcon Insurance Agency is the Insurance Program Manager for theABS INSURANCE PROGRAM1-800-2S9-4ABS (4227)www.falconinsurancc.comFax: 512-891-8483PO. Box 92409 • Austin, Texas 78735

Gerry and Diane Flaugher with their 1962 Travel Air.1962 Travel AirTravel Air N969Q, SI TD-495,was manufactured in October1961 as the fifth production aircraftfor the 1962 model year. From themanufacturer, the title was conveyed onDecember 5 to United Airmotive Distributors,Inc. of Wichita, Kansas. Thetitle was then conveyed to United AircraftSales, Inc. of Wichita on March 31,1962. Apparently these first two ownerswere part of a dealer distribution business.Dr. R.T. McCreight of Ness City,Kansas, was the first retail owner of theairplane. taking ownership on May 1. Heowned it until December 7 when he soldit back to United Airmotive Distributors,Inc.On March 9, 1963, 69Q was purchasedby the owner of Platte ValleyConstruction Company of Grand Island,ebraska. He based it at the Grand IslandMunicipal Airport. After theowner's lengthy illness and subsequemdeath, 69Q was sold by his widow toAnderson Aircraft, Inc. of Grand Island.This was on July 31 , 1981. During thoseyears of ownership, the airplane is reported10 have sat pretty much idle in ahangar for about 12 years with the FHOhaving started the engines on occasionat the request of the wife of the deceasedowner.Anderson Aircraft, lnc. then sold 69Qto Stanley Metelman of Walhalla, NorthDakota, on December 10, 1981. Heowned it until March II , 1983, which iswhen after overhaul ing both engines,O.w. Ball of Okolona, Mississippi, purchasedit. During the time Mr. Ballowned 69Q. it got a new paint job andall new avionics were installed. Mr. Ballthen purchased a Baron for a replacementand eventually sold 69Q to a man in Orlando,Florida, who was reported to havepurchased it only as a multiengine timebuilder before applying for ajob as a pilotfor an airline. A a result, he onlyowned 69Q for nine momhs, duringwhich time he apparently did little if anymaintenance on it.This came to light when Roger Frickof Minneapolis, Minnesota, saw it advertisedfor sale, and went 10 look at it.Roger told me that he found it in a somewhatuncared for condition compared 10a previous encounter with 69Q in Jackson,Mississi ppi , when it was owned byMr. Ball. Roger mentioned that at thetime he had been researching the TravelAir market for about two years with plansto buy one to replace his E35 Bonanza.While in Orlando, he met with thedealer representing the owner and eventuallyagreed to a price of $35,000. Thiswas on April 28, 1989. Roger then flew69Q to Minneapolis where he based it atthe Minneapolis International Airport.In 1990, he had all new avionics installedalong with all new coded wiring.This work was performed by Page Aviationin Minneapolis. In 1991, he had theinterior completely refurbished at HillAero in Lincoln, Nebraska.Mr. Frick owned 69Q until he was approachedby Allan Johnson of Stillwater,Minnesota, who wanted 10 purchase 69Qif it was for sale. Roger said that he declinedat first but about two weeks latercalled Allan and agreed 10 sell it since atthat time he was only flying it about 15hours a year. Allan then sold his Cessna182 and took ownership on November 13,1995.cOlltillued Oil page 6046

(ISSN 1524-5438)Pub);shed bXAMERICAr< BONANZA SOCIETYOrganized January 1967ASS LOGOABS EXECUTIVE DIRECTOREDITOR IN CHIEFNancy JohnsonPUBLI CATION OFFICE1922 Midfield RoadP.O. Box 12888Wichita, K5 67277316-945-1700Fax 316-945-1710ASS web site: hup:llwww,bonanza.orgASS e-mail : bonanza2@bonanza.orgSend articles/letters to theabove address/fax/e-maiLEDITORBetty RowleyART D IR ECTORJim SimpsonEDITORIAL CONSULTAr

President'sCommentsTILDEN D. RICHARDSWith the dawning of a new year,the lime is right for change.1t's been quite a few yearssince the ABS Magazine was the subjectof a cosmetic revamp, and many membershave noted their desire for an updateto the "look of the book." Thi s issuedebuts our response to that input.For starters, we focused on the cover,size and three-hole punch. Additionalchanges will be introduced to the interiorof the magazi ne in future issues.About the coverAlmost uni versally, the publication isreferred to as the ABS Magazil/e-obviouslyless of a mouthful than the AmericanBonanza Society Magazine. So itwas a natural progression to make thename the one that everyone uses. Simplechange.Al so, although we always ha ve beenand always will be the Alllerican BonanzaSociety, we are in fact an internationalorganiza tion. There's been no di-rect indication that the name bothers ourinternational members, but staff broughtan interesting phenomenon to my attention:U.S. members typically referto "our"magazine, while intemational members farmore often say "your" magazine.Maybe we read more into that than isintended. But if changing to the abbreviationin the magazine title helps evenone international member fee l more ownershipin the Society. it's worth it.We hope you agree that the overallappearance is improved with the changein masthead. As you can see, the colorscheme of the letters is no longer the standardred, white and blue used since May1994. In fact, the color of the letters willnow complement the colors of the featuredpicture.About the sizeThis change may be transparent tomost of you, since the size of the magazinehas been reduced only slightly. Thiswas purely an economic decision, pertainingto the fact that the ABS Magazinepreviously has been over-sized comparedto most comparable publicationsand so used nonstandard-size paper.By trimming a mere quarter inch fromthe height and three-eighth s inch inwidth, we will experience a saving ofseveral thousand dollars each year. Themain source of the savings is the abilityto use paper the pri nter buys in muchlarger quantities for other publications.Thi s is a hi gh-q uality publicationfrom a production perspecti ve, with anannual cost of approximately half a milliondollars. So any economies here freefunds for other Society programs andactivities.About the three holesThe elimination of the three holes coincideswith the reduction in paper size.The fact is though , that even in themagazine's larger [annat, the holes createdchallenges in layout--especially forarticles, pictorials and advertisementsthat spread across two pages.Something we did not want was forthe size reduction to allow less space forarticles or force us to use smaller typesize. 1 don't know about you, but I don 'tlike having to squint when J read. Leavingthe holes would have necessitated oneor the other of those unattrac tive options.Now, before you jump to the conclusionthat we've made it impossible tosave back issues in three-ring binders, weoffer a simple solution: ABS now hasbinders available with easy-to-insertwires that you place in the center of themagazine and pop into the binder. Thebinders are much sturdier and morestable, making them less likely to fa llover than the plastic ones now do. Seethe Company Store ad on page 6048GGto order your new binders.About the contentThese cosmetic changes have in noway distracted us from our primary focuson the content. We defi nitely believein "substance over fonn /' and will continueto strive to offer articles of value toyou. But we're also aware of the importanceof making the magazine attractiveand a source of pride to you as members.[ encourage you to submit articles ofinterest to your fellow members, and tosuggest topics and writers for our followup.Each of us is an important source ofideas and information to be shared. AfteraU, this is ollr magaz ine.SAVE YOUR BACK ISSUESOF THE ABS MAGAZINEIn sturdy, attracti\:e binders inburgundy or navy. $9.00 throughthe Company Store, page 60~8CC.ABS January 2000Page 6031

MAIIIEI nCE MAlnlEnAnCE MAIIIE"A"CRoutine preventive maintenanceBY JONATHAN E. CAYLE, M.D., LEMOORE, CALIFORNIAI am a U.S. Navy Pilot, flight surgeon and boardcertified OBlgyn. I have accumulated over 2,700hours of flight time, over 1,200 in tactical jets. Iam presently stationed at NAS Lemoore, California,serving as senior medical officer, BMCLemoore, and the VFA-I22 flight surgeon. I fly theNavy's FIA - IS Hornet and will be flying the FIA­I S ElF Super Hornet. I believe routine maintenanceby qualified individuals is as essential to safe flightas any other aspect of flight planning or conductof the flight. Take advantage of scheduled routinemaintenance to uncover pending catastrophes.It was with sadness that we felt the passing of actor GeorgeC. Scott from a ruptured abdominal aonic aneurysm. I waspanicularly aware of the diagnosis, having helped my mother,a very sweet woman of similar age to Mr. Scott, survive the operationto correct the same condition, only three weeks earlier.Ironically, I found the topic at the forefront of my thoughts,once again, two weeks later when I flew our 1979 Baron 58TC,6039T, SIN TK-97, from Visalia, California (30 miles southeastof Fresno), to Carlsbad, California (nonhwest of San Diego),for a routine oil change. I change my oil every 25-30hours as a means to prolong the longevity of its engines and tomonitor their health more accurately.One might question a two-hour, round-trip $240 flight toaccomplish an oil change, but my maintenance facility, LeadingEdge Aviatio n, has earned my loyalty since I've first ownedairplanes. Our Baron's predecessor, a beautiful 1979 A36, hadbeen expenly cared for from the day I took possession and thatconti nued quality care persisted with our Baron. Jeff Farrelland Johnny Yorba, the two mechanics with whom I have dealtalmost exclusively, have taken care of my planes as if they ownedthem. My positive impression from working with them wasreinforced, once again, this October day.I always asked Jeff and Johnny to "let me know if you seeanythi ng else going on," as I firm ly believe that etfective preventivemaintenance, while more expensive in the shOrl term,pays dividends in the long run . Little did I know how true thatthought process would prove.While addressing several other minor discrepancies just priorto reassembling the cowls on the left engine, Johnny methodically ran his fingers over each cylinder's exhaust pipes andtheir extensions to the common ex haust. He was surprised tofi nd a bulge of impressive proportions at the underside of thejoint between the third cylinder's exhaust and the main exhaust!Failing to have run his fingers over the exhaust would havemissed the finding. My same day in and out flight was quicklyrescheduled to include a round trip on the local commuters sothat I could leave the ai rplane fo r a few days and return toretrieve it.The significance of this bulge, in essence, an aneurysm, orweakening of the pipe, was that it could have resulted in catastrophicconsequences. As serious as such a condition canthreaten the life of a human, so it can also do so in an airplane'sengine-especially since the exhaust temperatures of my turbochargedengines are very high. Had this sign of wear beenneglected or missed, a neocanalized channel (i.e., new holewhere there wasn't supposed to be one) would have directedextremely hot gases to a place for which they were not designedto be vented. Engi ne fire, melted cowling, engine loss,wing loss, ai rcraft loss and pilot loss were all in the differentialdiagnosis of conditions which might have resulted.While I was irritated by having to change my immediateplans to fulfill the maintenance requirement, failing to havedone so might have had a more significant alteration in myplans. The left exhaust was removed, separated and sent to berepaired. The remaining exhausts on the aircraft were similarlyinspected to ensure they were not suffering similarl y. Four dayslater, minus a few extra dollars, I retrieved N6039T for an uneventfulflight back to the Central Valley.The importance of this finding is that routine maintenanceby qualified individuals is as essential to safe flight as any otheraspect of flight planning or conduct of the flight. And there areparts of airplanes that are subject to extremes of operation whichmay not be routinely inspected during a normal preflight. Allthe more reason to take advantage of sched uled routine maintenanceto uncover pending catastrophes.Learning can he achieved by a variety of means. Vicarious leamingat no cost to the student is one of the most efficient. I hope thishelpful hint proves as successful for you as it did for me!---@.-Page 6032ABS January 2000

Two happy maintenance experiences8Y RICHARD LENTZ, SEATTLE, WASHINGTONI've been an A8S member (with one interruption)since the earfy 70s. We owned a 7948 "straight 35"80nanza for eight years, then a 7959 K35 for eightyears. IFR or VFR, we loved them both, but the "K"was outstanding. Our family outgrew the airplaneand we flew a "brand C" for awhile. Around 7 994we bought a share in our present 7 960 895 TravelAir. Since then, we've upgraded some avionics andthe windshield, added an interphone system, replacedone engine and revamped the interior. Newpaint is next. The airplane has been a very capable,comfortable and economical machine.We have a very nice 1960 B95 Travel Air that normally is areliable machine, but sometimes thi ngs happen. One ofthe things that usually means a headache is fuel gaugetrouble. Over the past couple of years, J had noticed the leftmain fuel gauge becoming increasingly inaccurate. Past magazinesare full of articles about fuel quantity problems, so I knewsuch problems were widespread and could be costly without carefuldiagnosis.Our airplane has four tanks and two gauges using the ACsenders, which have not been produced for many years. Theaux tanks use two senders in each, the mains use one. Our problemhappened only when using the left main tank, so the causewas unique to that circuit.IIndlng and filing our fuel gauge problemI could eliminate the gauge itself and wiring common toaux and main tank circuits as cu lprits. The gauge worked finewith a full tank, but became erratic as fuel level dropped belowhalf full. A nearly empty tank produced useless needle twitchingup to the fu ll mark. Swapping the left and right main fuelsenders moved the problem; clearly the sender was the villain.The senders are simply wire-wound rheostats connected betweenthe fuel gauge and airframe ground. As the fuel level varies,the float arm slides a contact across the winding to vary its resistance.For the main tanks, resistance is about 32 ohms with thefloat in the full position and one ohm or less at empty. Resistanceshould vary smoothly through the range, but ours did not.Almost nobody fixes these units anymore, so I decided toopen it up myself before facing the awful ($$$) alternatives.TheAC sender is mounted to the tank flange with five screws.The screws are safety 'd and one also secures a grounding strapfrom the airframe, which is the sale ground connection fromthe sender. The sender itself consists of an upper and lowercover secured with two rivets. Some have a rubber gasket be-tween the covers, others don' t.The upper cover mounts an insulated stud for connection tothe gauge. The lower cover houses the pivot and stops for thefloat arm. J carefully drilled off the rivet heads and separatedthe covers. Voila, J had access to everything!Inside the lower cover are the float arm mechanism and athin flexible brass strip that carries the ground connectionaround the pivot to the wiper contact. One end of the strip isriveted to the cover. The other end connects to the contact. supportedby a thin bronze leaf spring on the pivot arm. The contactwas tarnished, so I cleaned and polished it.The leaf spring gently presses the contact against the resistancewire as it moves, so I took care not to deform it. Theupper cover houses the wire-wound resistance assembly, finewire wound around a narrow plastic strip. It's shaped in an arclike a letter "C" and nestles inside the curved hump of the topcover. One end is secured by the stud, which protrudes throughthe cover, insulated with a rubber grommet and fiber washer.The other end fits in a notch stamped into the cover. The rheostatis isolated from ground by another plastic strip betweenthe wires and the cover itself.The rheostat wires were very dirty and exhibited a wear patharound the arc. The wear from the wiper contact was greatestin the area corresponding to fuel levels above a half full tankand kept those wires brightly burnished. Below about the middleof the arc the wires were more tarnished since the wiper contactrubbed across them infrequently. This is consistent withAD 72 02 against Beech Models 35/33/55/95, requiring maintanks to be at least half full for takeoff. The wiper doesn 't keepthe "empty end" wires clean because we're less likely to flywith low main tanks. (I find it ironic that the AD may actuallycontribute to this kind of gauge trouble!)Along the arc was a trail of black debris, especially towardcominlled on page 6048ABS January 2000Page 6033

Neil PobanzGlen "A rky" FoulkDrive pins forThompson fuel pumpsMichael LeBlancOrangevale, CaliforniaQ: I cannot find any drive pins forthe Thompson fuel pump. My usualsource went out of business. I am tryingto find the entire kit that consists of thepin and seal. Any help would be appreciated.The PIN 1991 is fur the Thompsonfuel pump TF-1900.A: Aircraft Systems (Terry Norris) at815-399-0225 has the kits and pins andcan overhaul the pump for you.-NPA36 fuel odor in the cockpitPaul Wun schHeartland, WisconsinQ: After landing, I occasionally havea fuel odor in the cockpit. Upon inspection, J cannot find a source for this fuelodor. My fuel usage upon filling the tankagrees with my flight consumption,which leads me believe it is somethinghappening at landing or turning off therunway. At a recent annual, they inspectedthe fuel system and could findno problems. Any ideas?A: You may smell fuel coming out offuel vents during turns. It could be aplugged up anti-siphon valve at the outboardend of the tank. This valve has ahinge marked on top and an arrow for directionof flow for tank venting. This va1vecan be cleaned and returned to service.We have also seen some airplaneswith small corrosion pin holes where thefuel lines are clamped in the floor. Theseare very hard to find , however. Onlywhile on the ground, try wrapping freshnewsprint around the )jnes and runningthe engine for a shon period. I f there isa leak, the stain will quickly show itself.Pressurizing the fuel lines in the enginecompartment with the boost pumps,/lot by running the engine, while a qualifiedmechanic observes the fuel lines canshow hose leaks that leave no othersign.-NPRepairing }35 door handleEd WhickerRoosevelt, UtahQ: How do you remove the insidedoor handle to make repairs? What ServiceBulletins apply and how do I obtainthem?A: This is a difficult job as parts arehard to find and the service manual isnot much help. But patience and carefulplanning will get the job done. One possibilityis that Raytheon is offering acomplete replacement handle that maybe the simplest and best way to go. Whenyou are taking the assembly apart, thereis a pin holding the handle to the shaft.Do not mistake the lock pivot pin for thisretention pin. Also, there are three screwsholding the bearing plate that will needto be removed.Service Bulletins can be obtainedthrough the Raytheon Service Centers. Ibelieve Western Aircraft (208-338- 1800)in Boise, Idaho, is the nearest to you.Woodland Aviation (916-662-9631) inCalifornia is an alternative. Both can providethe Service Bulletins. Give me a callif you have any questions about disassemblybefore you start.- NPF33 speed modificationArne KorfBerlin, GermanyQ: J would like to speed up my 1991Bonanza F33. I have heard of a speedkit that can be mounted to the aileronsand maybe other points, but I don' t haveany other information about it. Do youhave any comments about how sensiblethis speed kit really is? Also what realadvantages and disadvantages can beexpected? Do you have an address forordering these kits?A: I believe you are referring to aileronand flap gap seals available fromBeryl D' Shannon (612-404-9000 orwww.beryldshannon.com).Aviation ResearchSystems (503-668-4542) andKnots 2 U (414-763-6152). I flew aC33A with gap seals for a while and believethey really did help.- NPBest paint shops for BonanzasDavid BeaverR;chmond~ TexasQ: Where are the best paint shops forBonanzas and what are the approximateprices for a high-quality job? I only wantones to which you personally can aUestor have had multiple referrals.A: Byerly in Peoria, Illinois, at 309-697-6300 or Murmer in Arcola, Texas,Page 6034ABS January 2000

at 281-431-3030 are ones with which I' mfamiliar. Cunentl y I would expect a goodquality job to ru n between $7,000 and$10,000. This wi ll vary in different regionsof the country.Key factors include the amount of airframerepair work required, the numberof paint colors and the design. Also, considerationmllst be gi ven to the overallgeneral paint quality and the amount ofdetai ling necessary to make sure all thelittle things are done properl y. The installationof stainless steel fasteners and!or new rubber seals at the wing, tail rootsor other places would also affect the cost.-NPS35 fixed source quick drainJames UsherFort Worlh, TexasQ: In San Diego, one of the exhibitorswas offering fixed quick drains forour planes. Do you know who it was?A: Aircraft Fuel Cell Repair at 800-437-8732.-NPSource for Rosen sun visorsAlbert L.J. GruensfelderAtlanta, GeorgiaQ: Do you have an e-mail, phone, addressor website where I might purchaseor find information on the Rosen sunvisors?A: The Rosen visors are availablethrough Performance Aero (800-200-3141), DBM (800-835-4392), AmericanAero (800-359-6673) and AircraftSpruce and Specialty (877-477-7823).-NPV35 ADF antennajerry BurnsDes Moines, Wa shingtonQ: Our 1980 V35 has the King digitalelectronics stack. About a year ago,the KA-44 fin antenna failed and we replacedit with a used one the avionicsshop had on hand. It appears this one hasalso quit working (head and indicatorappear to be normal , but no needle swingor "ident" on aural). A new one is $ 1,200or more. Do you know any shops thatstock used units or could rebuild the"hockey puck" electronics package inthe antenna itself? Since ADFs are goingthe way of the old "range course," we arehesitant to put a lot of money into this thing.A: Some sal vage yards are Dodson(800-255 0034), At lanta (800-237-883 1), White Industries (800-821-7733)or Wentworth (6 12-722-0065). GulfCoast Avionics at 800-474-9714 may dorepair.-NPTravel Air instrument lightrheostat, mixture controlaccessKevin OelaneyGermantown, TennesseeQ: Is PI J-22-F2-35I correct for theinstrument lights? I am having troublefinding the instrument light rheostat inthe Travel Air parts manual. The one Iremoved from the aircra ft is made byOhmite Mfg. Co. of Chicago, Illinois. [want to check to see if this is the properrheostat since [ have a separate rheostatto control the lights on the flight instruments.[ think this may have been amodification made by an avionics shop.I also need to replace the right mi x­ture control. I have the short two-piecewi ndshield and it is very tight to get behindthe instrument panel. Is removingthe fuel flow gauge and the manifoldpressure gauge the easiest way to get tothe bolt that connects the end of the cableto the mixture control lever?A: I would try Crossroads Aviation(972-239-0263) for both the rheostat andthe mixture control cable. It 's normal forthe flight instruments and radios to beon separate rheostats. The PIN you mentionsounds correct. I would also removeinstruments to obtain access to the mixturecontrol lever. You wi ll fi nd that theremoval of several instruments is necessaryin order to work on these controllevers.-NPV358 shoulder harnessKen DesseraultYakima, WashingtonQ: Is there any source other than Beechfor an approved seat belt and shoulder straprestraint for my 1970 V35B?A: For your aircraft, the Beech systemis the only option that would not requirea field approval. The Beech systemsconsist of either the inverted "Y"belt that is suspended from the ceilingand fits over both shoulders or the sidemountedsystems that cross the chest.Bonanzas and Barons manufactured beginningin 1972 had the harness mountingbrackets installed in the cabin roof, makingfactory system retrofits less costly.Other shoulder harness options havebeen described in several ABS articlesincluding those appearing in the March'74, May '88, August ' 86, March '93,November ' 95 and January '98 issues.ABS member Harry Cameron ofSafety, Ltd., and Cameron Ai rcraft Interiors(800-866-4886) has developed anon-STC'd shoulder harness system forthe Bonanza and Baron line under a fieldapproval. Aero Fabricators (800-558-6868) has an STC that is limited to someof the earlier aircraft models. AviationResearch (503-668-4542) may also beable to help you.Before proceeding with any installation,be certain it is STC'd for your particularaircraft model or that your localFAA FSDO will grant a Form 337 fieldapproval for a non-STC'd installation.-NPEl3A S- TEe autopilotGary and Patsy MextedFinley, NSf AustraliaQ: Can you point me to a supplier forthe S-TEC autopilot that is authorizedfo r my 1967 E33A?A: Aviation Research Systems (503-668-4542 or 6 16-957-4920), ElliottAviation (309-799-3183) and Jetsun(800-747-3304) are some of the manygood sources in the United States. Aircraft Spruce (877-477-7823 orwww.aircraft-spruce.com) markets theS-5-TEC but on ly for non-certified aircraft.S-TEC's website at http://www.stee,comli sts several dealers in Australiaas well as other locations around theworld.-NPA35 wing stall vane, engineheater and environmentalcooler controlSteve SchlagerCarterville, IllinoisQ: Are parts available for the top ofthe wi ng-mounted stall warning vane onmy A35? !fna parts are available, is therean upgrade to the newer style stall vane?Who makes an engine heater for anE-225?Is there an STC to move the evaporatorcontrol in my airplane from the panelABS January 2000Page 6035

to the evaporator unit like the newermodel aircraft?A: To my knowledge there are no newparts available. The kit book shows noupgrade kits. Dave Monte at 775-782-5282 may have additional informationor know of a salvage yard with serviceableparts. The upgrade could be donewith field approval, but this would be avery difficult task.Tanis at 800-443-2131 makes a verygood engine heater that heats the cylinders,crank case and oil sump. AircraftSpruce (877-477-7823) sells EZ heat padsand other devices that will heat the oil.The newer style evaporator controlcould be adapted, but would need a fieldapproval. Your IA will have ideas on howbest to approach thi s change, and 1 suggestthe FAA FSDO be asked for adviceprior to starting such work.-NPE33A yoke refinishing andpush-to-talk switchDarrell ShyOak View, Californian: Where can 1 have the yoke in my1~8 E33A refinished? Where can I purchasethe press-to-talk switches?A: Air Mach (580-43 1-2333) or WarrenGregori se (800-634-0094) can bereached to discuss refinishing. Elliott Aviation(309-799-3183) or your local avionicsshop will have the switches.-NPK35 InterAv alternator andCleveland brake padslohn K. lohnsonSanta Rosa, CaliforniaQ: Is the InterAv alternator rotationdirection solely a function of the oflentaLianof the exterior alternator coolingfan, or are there internal changes for theleft- vs. right-hand rotating models? Afterinstallation of a new unit, I noticedthat it is rotating in the wrong direction,according to an arrow placard on the alternator.However, it works Fine.What is the minimum thickness allowedon my Cleveland brake pads? r havethe 30-66 Cleveland calipers and wouldlike to know the pad part number.A: InterAv can be reached at 210-344-2785 for service information. Ask for Eric.The Cleveland 30-66 break assemblyuses the 06604400 linings. Per theCleveland service guide, the minimumlining thickness is .100 inch (2.54mm).Cleveland's hotline is 800-272-5464.Note that if your 30-66 calipers have asuffix letter, they may take a differentlining.-NPAirworthiness Directives (ADs)H. Robert NelsonDresher, PennsylvaniaQ: Where can I get a list of ADs forour aircraft and their explanations?A: All ADs recorded by the FAAthrough January 1999 may be found inthe current version of the ABS CD­ROM. For ADs issued after the AD listwas published, check for free updatesavailable at Other informational sites includeor In addition to all ADs and ABS Magazineissues from April 1967 through December1998, the ABS CD-ROM includesFARs, STCs and the AIM. ThisCD-ROM is one of the benelits of ABSmembership. Call ABS Headquarters forinfo on ordering or look at the CompanyStore ad on page 6048GG.-NPA36 shop manual sourceRobert PearceRedlands, CaliforniaQ: Do you know where 1 might finda shop manual for a 1981 A36 (E-1846)aircraft?A: The best place to order the shopmanual is a Beech Service Center. CallWoodland Aviation (916-662-9631) orRapid (888-727-4344).-NP855 radomeDavid T. HaysAlbany, Georgian: I am in the process of adding anRaR: 160 color radar to my '95-B55Baron, SIN TC-863. I have searchedquite a few of the used parts dealers, buthave not had any uccess in finding aused radome.1 really don't want to spent$ J 0,800 for a new orton radome. Doyou have any ideas where 1 might find aused or reasonably priced radome for myBaron?A: The Beech fiberglass nose cones arevery acceptable for a radome as long asthey haven't been painted with metallicpaint or had lots of repairs. Obviously, aNorton radome is superior, but when Iran fleets of aircraft we were surprisedat how well the Beech nose cone did withradar installations.Salvage yards are Dodson (800-255 -0034), White (800-82 1-773) and Atlanta(800-237-8831 ).-NPModel 35 CHT gaugeBob HaydenWilliston, North DakotaQ: My cylinder head temp quit and Ichecked out the lead and the gauge witha spark plug thermocouple for a Westachcylinder head temp gauge. When Iheated this thermocouple, the aircraftgauge was activated so I believe the indicalOrand the lead are OK. 1 ordered acopper constantan thermocouple fromAircraft Spruce, but after 1 installed it,the cylinder head temp still doesn·t work.Is the spark plug thermocouple for theBeech gauge a special order item or willan iron/constantan thermocouple work?A: The AC thermocouple that wasoriginal equipment is no longer available.Instrument Technologies at 972-458-8785 can supply a thermocouple andresistor that enables you to use the oldgauge. Otherwise, you need the Rochestergauge kit that involves changingmost of that cluster, fuel senders and all.Not a good option.-NPModel 36 wing bolts andcontrol cablesParker JohnstoneRedmond, Oregonn: I just took my plane in for its ann~.I received a call from my mechanicasking if 1 wanted to replace the wingattach bolts as per the Beech factory recommendations(every 15 years). The boltarea drain holes have been clear, not allowingany corrosion to take place. Shouldthe bolts be removed and replaced eventhough they appear to be fine?My mechanic also wanted 10 know ifthe main control cables (rudder, elevator,and ailerons) should be replaced.Upon visual inspection, they seem 10 bein good condition. The airframe has atotal of 4,800 hours.A: r think the cables should be care-Page 6036ASS January 2000

fully inspected. Making sure that thepulleys turn and that when flexed in thearea that the cable bends, you don't feelany loose strands. For many years, wedidn't think the bolts needed changing buthave recently changed our mind due tomany showing corrosion as the fleet ages.An inspection sure would be warrantedif they have never been replaced.but it is not required for operation underFAR Part 91.-NPB£58 Grimes power sourceIan P. GreenOrange, ConnecticutQ: I am looking for a power supplyfor a Grimes three-light strobe for my1976 BE58. My unit works OK whenwarm. If it is cold, there is I/O flash.A: Avlite at 805-239-4037 and AARCooper are Grimes distributors. Cooperonly sells to FBOs and flight departments.Spruce at 877-477-7823 may beable to obtain spares for you.-NPBonanza speed restrictionAD 98-13-02D. Ryan CarslensKlein, TexasQ: l awn a B35 Bonanza. I have notheard anyth ing regarding the speed limitationAD since I complied with it lastyear. Do you know who I may contact atRaytheon to find out info about its status?Will this be a permanent AD or will theyactually attempt to devise a fix for it?A: Raytheon is seeking approval for aprocedure to remove the speed restrictionthat was imposed by AD 98-13-02.A package was submitted to the FAA thatwas subseq uen tly returned with somefurther questions. The ABS has beenmonitoring this on a weekly basis andwill publicize any pertinent informationas soon as it becomes available.-NPA361anding light bulb failureJohn DrumhellerToledo, OhioQ: We're having a rough time keepingthe land ing light going. It burns outevery 10-15 hours. The taxi light on thefront gear seems to last a bit longer, butnot much. I can't detect any excessivevibration from in the COCkpit. There mustbe a longer lasting lamp; automobiles aresubject to constant jarring and those headlightslast forever. Can't they get the lampsto last a similar length of time for airplanes?A: The frequency of the vibration maybe a factor as well as the difficulty ofincorporating improvements due to theapproval process. I would look for anyplace the front cowl might be touchingthe engine. Sometim es the intake manifoldcrossover tube that runs across thefront of the engine under the propellerrubs on the nose bowl. eventually wearinga hole in it.PropJe ngine dynamic balancingmight help ifbalancing is required. Also,changing the orientation of the bulb filamentto the vertical position sometimeshelps as does not tightening the bulb tootightly in its mount.Weve had some success on later airplanesusing a Beech kit that reduces thecurrent flow with a resistor. EngineeringSolutions at 253-859-5166 also has an approvalto change to a lower wattagebulb.-NP)35 Zep 02 SystemJerry OsbornePrescott; ArizonaQ: Where can I obtain the male fittingsthat mate with the manifo ld for thissystem? The cylinder is strapped to thebaggage floor and it is about 6.75 inchesin diameter, and about 26.75 inches long,including the valve. A tube carries the02 up the wall behind the upholstery toan overhead Zep Automatic Oxygen System.Model 707, five-outlet manifold.The system will work fine. but I don'thave the four male fittings to mate withthe manifold.A: Try Aviation Oxygen Supply in VanNuys at 818-787-3852, Oxygen Systemsat 800-543-3994 or Precise Flight at 800-547-2558. They will be able to supplythe fittings or give you a lead as to othersources.-NPBaron placards, fastenersand cowlingTony LavanKenmore, Queensland, AustraliaQ: I am a new member of the BonanzaSociety and am currently holidaying inthe United States with my family. I havethree questions regarding sources ofparts for my Baron 55. First, I need replacementplacards for the nose lockerand rear baggage compartment (insidecargo door). Can you suggest a supplier?Secondly, during the current repaintof our aircraft, we found that the bullnosecowling beneath the RH engine air intakeis split at one of the screw holes. Repairlooks impractical. Can you suggest asource who might be able to help out?Finally, I am looking for a supplierof F5-35 twist fasteners and GF5-175grommets in stainless steel.A: Placa rds are available from Moody(800-749-2462, American Aero (800359-6673), Performance Aero (800-200-3 141 ) and Rapid (888-727-4344); Internationalsales, 316-676-3300).Salvage yards include Dodson (800-255-0034). Atlanta (800-237-883 1) andWhite (800-82 1-7733).The fasteners are avai lable fromAmerican Aero, Performance Aero, AircraftSpruce (909-372-9555) andSkybolt (407-889-2613).-NPA35 inspection formsGary GrosvenorglOWn, Missouri: We recently purchased a classicA3 . My brother (an A&P) wi ll be doingthe annual on it. Is there a 100-hourannual inspection form specific to A35sor the 35s in general? If so, where canwe obtain a copy? Is it available on-lineanywhere?A: The inspection checklist is in theshop manual , which you should haveanyway to do an annual. It is also avai l­able from Rapid, which is Raytheon's(Beech) parts department, at 888-727-4344. They can also provide a pad of inspectionsheets. If you have the electricpropeller you should obtain the propellermanual to ensure adequate repetitivelubrication which, ifnot done, will causefailure of very scarce parts.-NPV35B main wheel jackadapterBruce BensonBurgaw, North Carolinan: Where can l arder the tool that fit si~e main gear hub and is used to jackthe main gear up? Also, do you have adescription and/or part number?A: Thi s is a Beech part called anadapter assembly, main wheel jack, PINABS January 2000Page 6037

35-590006, avai lable Ihrough Rapid(Beech) (888-727-4344) and IhroughPerformance Aero (800-200-3141). Youmighl want 10 price bOlh.- NPD35 starterPaul EdzardsEmery, South Dakota(): 1 have a 035. SIN 3628, wilh an~5-8 and am looking for a E80 slarter.PIN 397- 13B. Do you know of anybodyI could COntaCl1O help locale one?A: I would Iry EMI (800-851-4392),Aircraft Accessories of Oklahoma, (800-255-9924) or Aero EleClric (3 16-943-6100).-NPN35 exhaust boltsDave Daniel~y, Idaho~: Are Ihere approved AN Allen headboils Ihal can be used for Ihe e"baustflanges on my airplane? I believe itwould make Ihe installalion much easier.A: There are FAA-approved internalwrenching boils. However, the thread iswrong for Ihal applicalion and 1 don 'tbelieve there is an approval for Allenboll~ for Ihe exhaus!. Snap-On and Macboth have a quarter-inch drive flexsocket wilh an eXlension Ihal workspreny well. They are thin wall sockelsand if you wrap ducllape around the flexdrive 10 give a litt le extra stiffness-Ihecombination will work well.-NPPurchasing a new Bonanzajesse KentAnderson, South CarolinaQ: Please send any information youhave on sources or anything thai mighlbe helpful 10 a prospeclive owner. I planon purchasing an ea rly model Bonanzaand need as much information as I canoblain on whal I should be looking foras I shop.A: FirSI, we suggesl you join Ihe ABS.We also have IWO books sold in Ihe CompanySiore (3 16-945- 1700) Ihal wouldbe especially helpful: Those II/comparableBOl/al/zas and Colvil/ 's Clil/ic. Inaddition, the ABS CD-ROM of back ABSMaga:ille issues has many articles whichwould be helpful. The CD-ROM is easy10 search and provides valuable informalionincluding ADs and STCs.-NPB33 governor oil leakNicholas FrankovichOrmond Beach, FloridaQ: My queslion concerns our WoodwardPropeller governor. We have developedan oi l leak on the oUlboard endwhere Ihe control arm attaches. Is therea repair kil Ihal can be inslalled in Ihefield and, if so, do you have a source forthe kit? If no kil is available for fieldrepair, do you have an address for a goodrepair sial ion 10 do Ihe overhaul and thea~proximate cost?A: The repair should be done at a repairstation . One Ihat I use is AircraftPropeller Service aI800-323-4130. I believeyou can expeci 10 pay between$800 and $1 ,OOO.-NPNeil Pobanz, ABS technical consultant, is aretired U.S. Army civilian pilot and maintenancemanager. Neil has been an A&P andfA for 40 years.Glen "'ArkyH Foulk, whose business is DeltaStrut, is an ABS assistant technical consultantwho has served as a part-lime ABS ServiceClinic inspector since 1988.Please send yourquestions and/or tipsand techniques to:American Bonanza SocietyAttn: Neil Pobdnzp.o. Box 12881/Wichita, KS 67277fax 316-945-1710 ore-m.lil at bon.mza2(a,'bondnza.orgAD 98- 17-03After IwO years of nOlification. effective September1999, AD 98-17-03 has suddenly become an item of intereSllOmany airplane owners. I've heard many undeservedcrilical comments direcled al Hartzell. In many cases, ifaircrafl owners had reserved the equivalent COSI of a few night~oUI for supper and saved Ihis money for propeller mainlenanceeach year, il would cover Ihe propeller cOSI now.My experience indicates that aircraft owners typicallyunder-maintain propellers when compared 10 mainlenancedollars spent on interiors, exterior paint or radios. Ownersof laler model aircrafllhat are affected-Sleel hub Hartzellswilh an ··X·' or "Y'· in Ihe hub model designalion-havevarious 0Plions and aile male propellers 10 use. Owners ofE series engines have fewer 0Plions. The Beech 215 e1ec­Iric prop provides good service if taken care of, bUI manypeople are unnecessarily using up pans which are in scarcesupply by not performing preventative maintenance in theform of 250 hour greasing of pilch change bearings.Hartzell has developed a replacement prop for the splinedshafl engines. In addilion to this replacement propeller, Ihereis the 0Plion of converting to a MY propeller which eliminalesthe recurring AD and has a new hub, clamps and in-NEIL'S NOTESspecled and redesignated blades.Another oplion is jusl compleling the AD inspectionrequirements and having a 500-hour, five-year repelitiveinspection. The problem is that any part replacement neededmay bring this oplion price close 10 Ihe MY option cost.There will be parts for Ihe MY configuration and, of course,the new model props will have parts. I agree wilh Ihe philosophyIhal if a better design is created, you quit makingpans for Ihe obsolete design.Vacuum warning lightsWe have had several questions about the availabiliry ofvacuum warning lighls. To my knowledge, Ihe company whoused to supply Ihem does nOI at Ihis time. However. Cessna'snew l72s have one in the panel and it seems 10 me a casecould be made for a field approval using Cessna components.Another idea thal new Cessnas have is two vacuumpumps using a spare drive pad with a twin engine shuttlevalve installed wilh a twin engine vacuum gauge and a warningbUllon for each pump. I sti ll recommend changi ng Ihepump at 500 hours. I have heard of failures in less than 500hours, but Ihe 500-hour limil seems pruden!.Page 6038ABS January 2000

UNiTeD STATeS OF AMERICADEPARTMEN1' Of' TRANSPORTATIONFEDERAL AVIATION ADMINISTRATIONMEDICAL CERTIFICATE ~ CLASSABS MEDICAL PANELBY JOHN D. HASTINGS, M.D.Several ABS members posed interest ing questions about medical certification at the annual conventionin San Diego. Recurring questions were,"When do I have to report a conditionand to whom should I report itT and"Can I wait until my next physical?" and"Do I report it to my AME or the FAA?" Isuspect these questions pop up frequentlyamong members so let's discuss them.I guess most ABS members possess athird-class airman medical certificate,renewable at two-year intervals. If anaviator developed appendicitis one day afterrenewal, his next physical would be twoyears away. Must he report his illness?This question might be answered differentl y, depending upon variations injudgment and strictness or looseness ofinterpretation. The FAR governing thisquestion fo llows:61.53 Prohibition on operations duringmedical deficiency.(a) Operations that require a medicalcenificate. Except as provided for in paragraph(b) of this section. a person whoholds a current medical certificate issuedunder pan 67 of thi s chapler shall not actas pilot in command, or in any other capacityas a required pilot flight crew member.while that person:(I) Knows or has reason 10 know of anymedical condition that wou ld make theperson unable to meet the requirements forthe medical certificate necessary for thepilot operation; or(2) Is taking medication or receivingother treatment for a medical condition thatresults in the person being unable to meetthe requirements for the medical certificatenecessary for [he pilot operation.(b) Operations that do not require amedical certificate. For operations providedfor in 61.23 (b) of this pan. a personsha ll not act as pilot in command, orin any oLher capac iLy as a required pilotfli ght crew member. while that personknows or has reason to know of any medi-cal condition that would make the personunable [0 operate the aircraft in a safemanner.What illnesses must be reported?Transient illnesses such as bronchitis,a bladder infection or a dental abscessneed no reporting once the condition iscured. Many surgical procedures includingappendectomy, hernia repair, gallbladder surgery, hip replacement, fracturedankle repair and oLhers can be reportedat the next physical. The airmanmust ground himself until healed.Serious conditions such as stroke,heart attack and many cancers should bereported before fl ying aga in. The FAAwi II want evidence Lhat any conditionpotentially compromising aviation safetyis corrected or stable before certificationis continued or renewed.Some cancers-including breast,lung, colon and melanoma skin cancerscan behave aggressively, possibly compromisingaviation safety. They shouldbe reported to the Aeromedical CertificationBranch in Oklahoma City. Others,including basal cell skin cancers andprostaLe cancer, change very slowly andin general pose no immediate threat toaviation safeLy.If you are uncertain about reportingrequirements. get some advice. YourAME may be helpful. but remember thatsome AMEs may not have much experiencewith problem medical certification.(The typical AME in the United Statesperforms about 20 exams per year, all ofwhich may be uncomplicated normalexams.) If you are an EAA or AOPAmember. reporting advice can be obtainedthrough member services. As youhave read in recent columns, ABS is developinga program in which advisoryservice will also be available. Using theseadvisory services may help you (and yourAME) in reponing judgmenLs.One last message: To my teacher. myadviser, my colleague and my dear friendItzhak Jacoby-we mi ss you. Godspeedto you, Gail and Atira. We wish yourfamily courage and strength.- Jack HasrillgsQUESTION OF THE MONTH:Q: When I developed headaches sixmonths ago, a CAT scan was done. A tumorwas found on the right side of myhead. just inside the skull. A neurosurgeoncompletely removed the tumorwhich he said was benign. I have beendoing fine for five months since the surgeryand take no medicaLions . My CATscan two weeks ago was clear. Can I resumeflying?A: The tumor was likely a meningiomathat ari ses from the coverings of thebrain. These are common and very slowgrowing. You should not resume fl yinguntil the FAA has cleared you . Braintumors may cause se izures, bleeding,changes in memory and thinking, weakness,impaired vision and other symptoms.You should gaLher all records andsend them Lo the FAA, including a statementthat you are currently doing well.You will in all likelihood be certifiedafter a period of observation. The FAAwill likely ask for annual follow-up reportsincluding scans (which your neurosurgeonwould also require). After aperiod of years, the special reports maybe dropped.ABS member JohnHastings, M. D., holdsboard certification inneurology and aerospacemedicine. Hehas been an aviationmedical examiner in1976 and serves as asenior AME. He holdsa commercial pilot Ii·cense with mulUengineand instrument ratings.He is chairman of the fAA Aeromedical AdvisoryCouncil, past president of th e CivilAviation Medical Association and on thecouncil of the Aerospace Medical Association.He is an AB5 Director and heads theSociety's Medical Committee.ABS January 2000Page 6039

the complete att(~ nti'on.of a pilot as quick ly or effectivelyas smoke.Whether it is in the cockpitor coming from the enginecompanment, our life pv ,~ "'"rience tell s us that seei ngsmoke is almost never a goodsign . We have smoke detectorsin our homes and hotelrooms , since smoke in ourhomes can prove to be lethalto our family. We have sayingssuch as the always helpful, butnot always true, ''Where there is smoke, there is fire."Smoke in airplanes is no treat either. The enclosed cabinprovides a limited amount of air circulation, which means smokecan reduce forward visibility, choke a pilot's ability to breatheor steal power from the engine. To combat this, Beech/Raytheonhas come up with emergency procedures in our Pilot OperatingHandbook that tell us what to do in the event of in-flightfires. When followed correctl y, these instructions will assurethat a night has a good chance of being safely concluded whensmoke is detected .Still, there are some things that pilots should consider whenthey thi nk they have smoke in the cabin or from the outside ofthe cabi n com ing from the engine companment. The "thinking"here comes from trying to quickly detennine what is causing thesmoke, and then taking prompt action to put a stop to the source.Sources of fireThere are two primary sources for smoke on board an aircraft.The first is related to the electrical system and is causedby shon circuits, frayed wires, failed components or burnedout voltage regulators. The other source is the gasoline we carryin our tanks and the oi l we carry in our engine. Both of thesesources can become a significant problem, and can generateboth fire and smoke unless prompt action is taken by the pilot.Electrical firesElectrical fires usually are pretty easy to identify because inmost cases, they emit a strong odor of burning plastic. Smokecan be localized in the airplane to a location such as the instrumentpanel fairly easily. Since many types of insulation used inaircraft bum and give off poisonous gasses, electrical fires arealso very dangerous, which can make it difficult to breathe.Many electrical fires will give off this characteristic odorBY GEORGE R. WILHELMSENbefore fi re actually breaks outand ca uses smoke. Thismeans that the pilot has achance in some cases to detectproblems and take action beforethey become problemswith a capital "P" and cause anin-flight emergency.Electrical fires have a particularsmell, so if you noticean acrid odor during a fli ght,you may have an impendingelectrical problem. However,looking for th is prOblemwhile in flight can be challenging.If you are in flightand you smell insulation burning, I strongly recommend thatyou land as soon as possible and have professional help broughtin to find the problem.One of the byproducts of an electrical shon is the generationof a great deal of heat. By looking with a mechanic forbrowned or blackened insulation, you may be able to find yourproblem before it finds you. One place to look for overload ison your circuit breakers. These breakers had a rating of 5 to 40amps and up when they were installed, but in some planes thatwas 40 years ago or more! Believe it or not, the rati ng of abreaker changes with time, and may become non-conservative.Worse yet, any circuit breaker can weld itself shut, rendering itinoperable to protect your aircraft from overload. This is mostnotable on the breakers that get frequent use, such as the switchtypebreakers used for many appliances in the Beech line.There are factors that work in the favor of the pi lot and mechaniclooking for overheated circuits. For example, most aircraftwire is light in color. [f a lug connected to a circuit breaker isoverloaded, the insulation on that wire at the connector wi ll likelybe discolored or even burned away. If you have any doubts if aconnector is burnt, compare it with several others; the differencebetween a good connector or circuit and a bad one should be obviousto even an untrained observer. Any signs of burned insulationmust be investigated and resolved prior to resu ming flight.There are other signs that should be looked for, ones thatcan be quite obvious to the skilled pilot. These are the discolorationsthat appear on various pans of our airplane from timeto time. Apart from drinks spilled or minor food related accidents,the chances are that discolorations in carpet or the panelaren't caused by the airplane being parked in the sun once in awhile. If your carpet, side panels or instrument panel arebecoming singed. the sman pilot asks why, and gets those signsElectrical fires hm'e a particular smell, so ijyollnotice an acrid odor during a flight, YOll may hm'ean impellding electrical problem. HOII'ever, looking for this problem while ill flight call be c1zal/enging.ljyoullre ill flight and YOli smell insulation burning, I strongly recommelld that YOll lalld as SOOI!as possible and have professional help brought in to find the problem.Page 6040 ABS January 2000

£\w\' takeoff reall."l1eet!s to be planned. Aper all. 11'110 kl101"s ,,'hen WI il1~flightfire is going to breakOllt, and hoI\' big the fi re lI'ill be? By planning each takeoflby thinking abollt 111/{/t YOIIll'ilI do if afirebreaks Olif, \'011 will take {/\\,ay the need to make last-minlife decisions, alld be able toF.\' YOllr plan.ofheat distress investigated.There are a good number of items that can signal an impendingproblem. A circuit breaker that pops unexpectedly couldbe signaling that the breaker is dying, a bad connection is developing,or that a fault has come up on the airplane and it hasjust protected the airplane from a shan. In any case, what pilot inhis or her right mind would reset such a breaker in night? Let'stake a look at the potential consequences of reselling the breaker.If the breaker tripped due to overload, the overload conditionis still probably out there just waiting for the now of currentto stan again. You heard the breaker pop, and reachingdown, you push the bUllon on the breaker home with a click,As you close the breaker. you press the bullon in for two orthree second s. In that time, the current flow across the contactsweldS them closed. The wires begin to glow, and smoke eruptsfrom behind your instrument panel.Being a sman pilot who can recognize cause and effect, yougrab the breaker and pull the cap to the OFF position. but thesmoke doesn't stop. This is because the contacts are burnedtogether. You just pulled the cap off the contacts. Smoke nowbegins to fi ll the cabin, causing you to cough and choke,What can you do? In thi s case, electrical triage is in order.CUllhe master switch to the airplane as soon as you safely can.What determines "safely" is dependent on the situation. In hardIFR with a little smoke, this is less urgent. If the cabin is blackwith smoke and you can't breathe, you need the instrumentsless than you need the air to breathe, so kill the power and dealwith panial panel as your training has taught you to. Exit theI FR conditions and land as soon as possible,Of course, in retrospect, the best option would have beenfor you to leave the breaker [ripped and land without the equipment.The consequences of this course of action are clear. Theworst things that could happen from a single breaker failureare that a single instrument will be lost, a single radio will belost or that the pilot won't be able to extend the land ing gear orflaps. None of these events is as signi ficant as an in-fli ght smokeevent or worse yet, a fire.Petrochemical firesUnlike their electrical counterpans, fires driven by an avgasleak or an oil leak are simple to stop, with immediate consequences, In order to stop these fires, the source of fuel must besecured. This means thatlhe engine has to be shutdown in flight.and the fuel selector turned to the off position to stop the fuelfrom getting (0 the engine.Make no mistake about it. The fuel has to be stopped to stopthe fire and it must be stopped quickly. Every minute the fire isworking in your engine companment, it is overheating componentsthat can result in an eventu al structural failure, The gassesgiven off by the fire are equally hazardous, and depending on whatis burning with the fuel, can give off carbon monoxide.Some pilots contend that rather than shulling off the fuel ,they would dive or increase their speed to "blowout" the fire,However, thi s approach does not work we ll with the physicsinvolved. Considering that the fire has a nearly infinite sourceof air to fuel the fire. The faster you fly, the more air is availableto fuel the flre, An increase in speed clearly isn 't going tohelp here.Here, the Pilot Operating Handbook direction is clear andconcise. Tum off the fuel, get the engine to idle cutoff, and thenlook for a place to land. In the event the fire bums oul, do notrestan the engine. Pulling fuel back into the component that wason fire is a bad idea, since it isn't likely that the leak sealed itself.and is more likely that more leaks are now available to make areally spectacular fire instead of the small one you just survived.What about a fi re on takeoff? The same rules appl y, whichis why pilots need to think about what they will do in the eventof a fire on takeoff as pan of every takeoff, Again, the fire isunlikely to "blowout" as the takeoff progresses. If possible,the engine should be shut down, the fuel secured, and the brakesapplied during the roll.I f the plane has become airborne when the fire breaks out,this becomes ajudgment call forthe pilot. The pilot has to considerthe terrain involved to determine if it is best to fly a normalpattern, gain a minimum of alti tude, reverse course andland upwind, or to land straight ahead. What you will do dependson where you are flying out of and what your conditionsare, and it means that you need to plan your takeoffs to includewhat actions you will take in the event a fire breaks out.Every takeoff really needs to be planned. After all, whoknows when an in-flight fire is going to break out, and how bigthe fire will be? By plarming each takeoff by thinking about whatyou will do iF a fire breaks out, you will take away the need tomake last-minute decisions, and be able to fly your plan.With in-flight fires almost a one-in-a-million event, somemight question whether they need to plan their takeoffs, Sincenone of us can see the future with any clarity. we need to takeevery reasonable precaution to protect our lives when we fly.For the cost of a few seconds, you can have a clear plan insteadof a hastily decided course of action,The facts are simple: When the chips are down and smokeis pouring from your cowl or instrument panel. having yourplan up front will save time and most likely, your life!ABS member George Wilhelmsen, Morris, Illinois, is a Senior SystemEngineer with an SRO license Ivilh Corn Ed. lie is a lOO-hourcommercial instrument rared pilot, is the avionics editor for PrivatePilot. the avionics and electronics editor {or Custom Planes and is acon tributing editor for Plane & Pilot magazine and Avionics News.ABS January 2000Page 6041

AvionicsBY JIM HUGHESHappy New Year!By now, all the Y2K things-forebodings,escapes, screw ups, did-and-didn'thappens-willhave either happened andbeen dealt with, or will not have happenedafter alL We will all be into therest of our respective lives, however longthey may last. One thing is for sure rightnow: Nobody who reads this column willbe around for the year 3000, so we may aswell make the best of whal's here right now,It is customary for writers far andwide to issue prognostications at tbe beginningof the new year, which all whocare to can dig up and read again at theend of the year, or even years later, If thewriter is lucky, maybe 50 percent of hispredictions will come to pass, giving thewriter the right to loudly proclaim "See? Itold you so!" Otherwise the writer hopeseverybody will forget what he said in printat the beginning of the year, and can justshut up and hope what was predicted willbe quietly and quickly forgotten,I have not bad enough background ineither anthropology or history to addresswhat things were like in the year 1000AD, and I'm not quite old enough to havebeen an eyewitness to the events 100years ago, I am lucky enough, however,to have had a family member who as ayoung lady in her twe nties, kept a completediary for the year 1900, which sheleft to her heirs.If any of you wish to leave a wonderfullegacyfor generations of your familiesto read and compare to their presentlives, I highly recommend you keep adaily diary throughout the year 2000.Writing talent is not required, just consistencyin writing down what happensin your life every day for the whole year.Hint: The more family names andpublic figure names you mention in yourdiary, the easier it will be for readers ofyour diary to relate. Jfyou can't sit downand write each and every day, clip andsave the newspaper headlines or frontpage for that day.The most surprising thing to me aboutmy relative's life was how much travelingthey did. Remember, airplanes hadnot been invented yet. Automobiles weresuch an oddity they attracted crowdswherever they appeared. Roads weremostly unpaved.So how did they do it? In 1900, therewas a viable and relatively complete networkof railroads and steamboats usedTHE YEAR 2000 WILL BE ...THE YEAR OF THE MAP!!!extensively to haul people and freight.She rode the school boat across MobileBay to school everyday. She wrote of aday-long train trip across three states tovisit relatives for the summer, Thesepeople really moved around! They hadmany of the same amenities we have today,such as ice cream made and keptcold by huge blocks of ice, cut from frazenlakes in Minnesota in the winter,packed in sawdust and sent south on theMississippi River via steamboat.Well, enough about 1900. Your relativesin 2100 will appreciate having afirst-person account of where and howyou went in your Bonanza in 2000, thepleasure (and perhaps displeasure) ofyour vacation trip to Hawaii, jottings ofyour everyday happenings about whatlife was like in the year 2000. Now on to"Jim's Avionics Predictions."If any of you care to dig it out, I predictedthat 1999 would be "The Year ofthe Map," as in moving map displays.Remember Jean Dixon, the astrologerwho predicted in 1964 that Richardixon would occupy the White House?After she was loudly booed when LyndonJohnson won the election , in 1968 shewas quoted proudly as saying, "1 didn'tsay when, did IT'Well, I did not quite get my timing righteither, so I'll say it again for this year: 2000wi ll be "The Year of the Map' "Page 6042

Garmin 295I think the hottest product will be theGarmin 295, a four-color moving mapthat is portable and fits perfectly on theyoke of a Bonanza. The avionics manufacturershave finally gotten access tocolor, liquid crystal, active-matrix, sunlightreadable, cool-running display technology,and I expect them to run with it.Everything in the cockpit will soonbe digital color display. The Gannin 295announced price is $ 1,495. As of thiswriting, I don 't think they are shippingthem yet. Whatever the reason for this,I'm sure they' ll have it ready for sale bythe Sun ' n Fun airshow next sprin g.Perhaps not this year but soon, lookfor a "Glass Cockpit Bonanza" with digitalinstruments fumi shed by Meggitt Avionics.These instruments look like a miniaturizedversion of the displays foundin the newest Boeing jets, and are lessthan half the cost of the existing Collinsand AlliedSignal systems. They are stillquite expensive (about $45 ,000 to$50,000 should cover it for a Bonanza),but with a lot of late-model Bonanza andBaron values now exceeding $200,000or so, it begins to make sense to si nk thatkind of money into new display technology.Really!The previ ously mentioned GarminGPS 295 can display a horizontal situationdisplay (HSI) on a split screen, whilealso showing a four-color moving map.By now, all of us who have been usingG PS and even Loran for years know thatthey are capable of showing '"Track" (ai r­craft heading corrected for wind).When this information is displayed ona compass card similar to a directionalgyro with a needle to show where the airplaneis headed (not where it is pointed),we have a pseudo HSI that does not haveto derive its information from either acompass or a gyro.What if we could somehow also deriveour airplane's attitude from somethingother than a spinning gyroscope telling uswhich way is up? If this were possible, wecould wipe out our trouble-prone air-pressure-driven or electric gyros!Seagull TechnologyWell. folks. here it comes. There isan outfit in California named SeagullTec hnology that is working on an AHRSsystem for light airplanes!What in the world is "AHRS"? Rememberthat we have solved, via GPS,the question of where an airplane is andwhere it is going anywhere on earth withoutreference to allythillg on the earth'ssurface. We' re halfway there already.Now what we need is something that cankeep us fro m hitting the earth when wedon't want to.Again. the airlines have had AHRS intheir Boeings for several years. In theircase, th is is done with very powerful,very expensive laser-referenced gyroscopesthat can sense minute accelerationsand decelerations in any direction.Assuming the ai rplane is sitting on theramp rightside up and reasonably levelwhen the LaserRef Gyro Inertial systemis powered up, the system can then rememberwhich way is up and where it isfrom then on.AHRS stands for "attitude headingreference system ." This system, on bothbig Boeings and linle guys, is accessed andaddressed most often through one or moreFMS or flight management systems.The FMS lets us know when the inertialreference is up to speed and ready toro ll. While that's happening, we can beloading the waypoints for our flight intothe FMS. (This is where the old jokeabout airline pilots no longer being ableto fly any better but being able to type60 words a minute comes in).What if we're not really going anywhereexcept into the touch-and-go patternor 60 miles away on a sunny day toget a $100 hamburger? The SeagUll systemenvisions a fast erection time, utilizing the altitude function of the GPS.Thus. when you' re ready to go, it is too.How much will it cost? Hopefull y,le ss than $ 10.000. Before you get"sticker shock" again. have you pricedreplacement of your old. wheezing gyroscopicinstruments lately? I don't envisionthis system coming on the marketanytime this year. or perhaps not evennext year, but it's coming.Since this is an avionics column, l willnot digress into the new technology comingin engines and airframes. I'll bet astime passes I soon will be talking aboutpropulsion and aerodynamics more, becauseall those technologies are comingtogether and their lines of distinction arebecoming more blurred.My son, who flies for Executive Jets,recently checked out in the Hawker 1000.I read some of his manuals and leamed thatthere are no mechanical connections betweenthe cockpit throttles and the engines.Electronics control the starting and therunning of the engines. Oh, sure. Thereare throttle levers st icking out of themiddle of the console between the pilots,but they are used merely to convey 10the engines the wishes of the pilots.These could just as easily be pushbuttonsmarked "Start," "Taxi," "Takeoff,""Crui se," "Land" and "Shutdown." (Iasked him if, when he pushes all the leversand buttons correctly, as seen by theairpl ane computers, do the computersdispense him and his cop ilot a banana?)What else is ahead in 2000I did not issue all my prognosticationsfor the coming year so that I can still addsome and retract some as the year goesby. I did not, for instance, discuss HeadsupDisplays, even though I read that myold fri end and longtime ABS memberDon Hawkins. CEO of Hawkins Associates,has been awarded distributorship ofHUDlS, a system I have been followingand encouraging for several years. It is aheads-up guidance system for light airplanes,and I will discuss both heads-upand headsets in later issues.That 'S it for now. Happy New Year!And please accept my wishes for all tohave a year of safe and happy fl ying.Tailwinds always.ABS member lim Hughes , Sanford, Florida,holds a BS degree in Aero Engineering. Heis a CFII and an A&P mechanic. Jim headsMarketing & Professional Services, a consultingand flight test firm involved in bothmilitary and civil avionics applications.ABS January 2000Page 6043

A BRIEF HISTORY OFPILOT TRAININGIN THE ABS/.M. HIRSCH, ATP MEII, Secretary-TreasurerBonanza/Baron Pilot Proficiency ProgramIwas asked to write this article to introduce George and KathyTatalovich of Norfolk, Virginia, the new administrators forthe Bonanza/Baron Pilot Proficiency Program, who havetaken over from John and Agnes Porter. The Porters have electedto retire at the end of 1999.At this time, it seems appropriate to look back over the richhistory of pilot training in the American Bonanza Society andacknowledge some of the major contributors. (If I have leftany out, I apologize in advance.)Bonanza Pilot Checkout ProgramThe first indication of pilot training was recognized in a 1977issue of the ABS Newsletter in which a Bonanza Pilot CheckoutProgram (BPCP) was described. John Eckalbar's name appearsprominently along with John Frank, the administrator forABS at that time, and John Howard. Many letters followed describingthe success and value of this in-airplane training. Fromthat point until 1983, the initials BPCP wereused and several clinics took place throughoutthe country.In October, 1983, Sam James became administratorof a program called the BonanzaPilot Proficiency Program, and the initialsBPPP were used for the first time. Sam, JohnEckalbar, Ken Pearce and others in BPPP, receivedaccolades in almost every subsequentnewsletter. Clearly, the ABS had created atremendous value by offering a trainingcourse that included significant "in-your-plane" training.ABS ClinicsIn 1985 the list of clinics included Phoenix,Arizona; Orlando, Florida; San Antonio,Texas; Fresno, California; Simsbury,Connecticut; Milwaukee, Wisconsin; Portland, Oregon; andWichita, Kansas. By 1986 Austin, Texas; Santa Barbara, California; Oshkosh, Wisconsin; Concord, New Hampshire; andNashville, Tennessee, had been added.The price in 1986 was $375 for Bonanzas and $575 for Barons.Interestingly, the price for 2000 is $845 for Bonanzas and$975 for Barons. That's slightly double for Bonanzas and lessthan double for Barons. Think about inflation in the last 14years. The price is cheaper in today's dollars than it was back then.Bonanzo/ Boron Pilot Proficoency Programs. Inc.George and KathyTatalovich are the newadministrators of the BPPP.George has worked withBPPP as an instructor,both in the classroomand cockpit, and Kathyhelped Sam james withrunning the clinics.The principal reason for the need to raise prices has been the costof transportation and lodging for our instructors.Recurrent Training CourseIn 1988 Sam introduced the Recurrent Training Course. TheInitial Coun;e (called Phase I back then) was unchanged, butthe recurrent (called Phase TT) included all new material designedto extend even further the skills of our customers. Aboutthis time, [ joined BPPP as an instructor and taught weatherand Baron operations.In 1991 Ken Pearce and John Eckalbar went to Australia topresent the course to the ABS members Down Under. Manyrave reviews followed.Cockpit Companion CourseIn 1992 Sandra Provenzano and I introduced the CockpitCompanion Course for those companions who were not pilotsbut who wanted a better understanding of what goes on in thecockpit. This was not a pinch-hitter course; rather it was a coursedesigned to enhance the enjoyment of flying as a companionand increase the safety of the flight.Flight Instructor Refresher ClinicsIn 1994 we initiated Flight Instructor Refresher Clinics(FIRC) designed to renew the instructorcertilicates of our BPPPinstructors, as well as provide truly in-depth knowledge for ourcustomers. The course consisted of 24 classroom hours over aperiod of three days; no flight time. Customers who participatedreally got down and dirty on the teChniques for gettingmaximum performance out of their Bonanzasand Barons.Bonanza/Baron Pilot Proficiency,Incorporated (BPPP, Inc.)In 1994 ABS spun off BPPP as a separatecorporation, with a seven-member Board andgoverning bylaws. I was elected as the firstpresident, Hank was vice president and Billwas secretary/treasurer.Because of its training purpose and theway BPPP is structured, it was able to attain"nonprofit" status, which has tax advantages.Legally, BPPP is a discrete organization responsiblefor its own actions and operations.There is one share of BPPP stock, held bythe ABS Air Safety Foundation. This armslengthconnection ensures ABS members arethe primary participants in BPPP clinics.In December 1996 Bill Hale was elected president, and [took the secretary/treasurer job, a role more suited to the busycorporate lifestyle [ have at Shell Oil.Then in September 1997 John and Agnes Porter took on thelead as administrator and operations manager respectively.Under the Board's direction, they combined the Initial and Recurrentcourses into one, retaining the COckpit CompanionCourse. So the Friday ground school circus now had three rings.Page 6044ABS January 2000

In 1999 we introduced our registrar, PamBailey. She's the pleasant voice who answersour phone when you call to register.That brings us to the next century. Nowwe want to introduce you to George andKathy Tatalovich who are taking on the responsibilitiesof the BPPP. George hasworked with us as an instructor. both inthe classroom and cockpit, and Kathyhelped Sam with runningthe clinics whenshe was available.We welcome themto our family as wecontinue a traditi onwhich is now 23years old.lack HirschDATEJan. 21-23Feb. 11-13Mar. 10-12Apr. 7-9Apr. 14-16May 12-14June 2·4June 23·25sept. 22-24Oct. 6-8Oct. 20-22Nov. 3-5BPPP INC. SCHEDULE FOR 2000Bononzos/Barons/Trovel Airs 01 alilacalians. Subject 10 change.LOCATIONPhoenix (Deer Valley). Ariz.O~ondo. Fla.Austin. TexasFresno. Calif.Columbus, OhioSt. Paul. Minn.Spokane. Wash.Colorado Springs. Colo.Utfle Rock. Ark.Fresno, Calif.Nashua, N.H.Greensboro. N.C.PHASEInitial/Recurrent Jan. 1CUTOFF DATEInitial/Recurrent Jan. 21Inftlol/Recurrent Feb. 8Initial/Recurrent Mar. 24lnitiol/Recurrent Mar. 27Initlol/Recurrent Apr. 10Initial/Recurrent May toMountain Flying May 20Initial/Recurrent Aug. 21Initial/Recurrent Sept. 21Initial/Recurrent sept. 20Initial/Recurrent Oct. 12Cockpit Companion course available at all locations except Colorado Springs.CAll THE BPPP, INC. REGISTRATION OFFICE to makearrangements to attend: 970-377-1877 or fax 877-694-3600.SAN Alft'ONlO A'l"l'RACftONSThe Alamo in the hean of San Antonio on beautifully landscaped grounds.Tour any of San Antonio's five military installations, including Brooks,Lackland and Randolph AFBs.Sunset Station in downtown San Antonio is a turn-of-the-century train stationnow housing a mix of live music venues, distinctive local restaurants,dance clubs and great shopping.The Tower of the Americas offers a panoramic view of San Antonio and thesurrounding area.Fort Sam Houston, a 500-acre military museum, and site of the first militaryplane Oight.The famous Buckhorn Saloon and Museum with 75,000 artifacts and 10,000species of animals.The Cowboy Museum replicates a Western town, with thousands of westernartifacts on display.Sea World of Texas, the world's largest marine life park, with more than 25spectacular shows, educational experiences, rides and family attractions.Fiesta Texas, a 2oo-acre theme park in the Six Flags tradition.toweringcypresses, oaks and willows, borderedby gardens of flowering ornamental plants.Unique retail shops, restaurants and nightclubsline the horseshoe-shaped river bend.ABS January 2000Page 6045

TRAVEL AIR OF THE MONTH,continued from page 6029Allan and Lynne Johnson based 69Qat the Lake Elmo (Mi nnesota) Airport.Shortly after buying it, Allan had to replacethe left engine case and three cylinderson the left engine. He told me thiswas the result of an idle power rapid descentthat too quickly cooled the engine,which caused these engine parts to crack.At that time, Allan also decided to havethe original oil screens replaced with anAirwolf oil filtering system. Allan andLynne operated 69Q for about two yearsin support of their business.After an eight-month period ofsearching for a Travel Air, I noticed 69Qfor sale in Trade A Plan e. After the initialphone conversation with Allan, mywife Diane and I talked our son Matthewinto flying us to Lake Elmo in a PiperArrow to have our first look at 69Q andgo over the logbooks. We quickly discoveredAllan had been very thoroughin maintaining 69Q during the time hehad owned it.After Allan took Diane, Matthew andme for a short flight to New Richmond,Wisconsin, and back to Lake Elmo in69Q, we told Allan to consider it sold,but wanted to take ownership of 69Qwith a new annual inspection. SinceAllan had done an annual on 69Q in May1997, we agreed to split the cost of thisinspection.Then Matthew and 1 drove to Minnesotabetween Christmas and New Year'sDay to participate in the inspection andvisit with Allan and the inspector doingthe annual. I knew this would be very valuableknowledge for Matthew and me, but Ican't say enough about just how informativethis actually was with regard to whatwe learned about the airplane.After the inspector signed the annualoff, we closed the panels, preflighted itand did some flying for my currency ina Travel Air. Matthew and I then departedfor Decatur, lllinoi s, the new home basefor 69Q.To the best of our knowledge and research,this Travel Air appears to be thelowest time airframe of the Travel Airsstill flying without having been rebuiltfrom more than one airframe. We havejust recently completed the annual afterowning 69Q for the first year. We areextremely encouraged that nothing wasfound to be alarmed about.During the first year of ownership, weha ve only traveled in the Midwest to visitfriends and also to take part in the ABSService Clinic at Kalamazoo, Michigan.That was such an enlightening experienceto have such knowledgeable inspectorsgo over the airplane with us wherethey pointed out obvious squawks to us.King KMA-20 audio with three-tightmarker beaconNav/Com #1: King KX-155 with KI-209 VORILOClGS indicator (fullycoupled)r av/Com :2: Collins 25 1N351Awith Kt-209 VORILOCIGSindicator (fully coupted)Loran: II Morrow 6 18TCA withdatabase (coupled). tncludesIIMorrow altitude encoder withvertical profi Ie fl ighl plan optionand interface witn 618TCA andLoran CO l/annu nciators forsystem and altitude alertsDME #1: King KN64 (remoted toNav 1)DME #2: King KN64 (remoted toNav 2)Transponder #1: King KT76A(encoder 1)Transponder #2: King KT76A(encoder 2)T can't say enough about the benefitsgained from being a part of ABS. The organizationprovides a very valuable exchangeof informarion on many areas concerningour Bonanzas, Barons and TravelAirs. Diane and [ were also able to attendthe annual ABS Convention at St. Louis in1998 and had a great experience.As we own 69Q over the years, weplan to keep upgrading the airframe fromthe effects of aging as well as upgradingthe avionics.Gerry Flaugher, Decatur, IllinoisUIPMENT LIST1962 B95A Travel Air, N969Qtotal time on air frame: 2012.3T-12 ADF with Davtron M701 Bdigital frequency displayWX-10A StormscopeNarco ELT-10 ELT (factory re-certifiedto 1995 TSO standards)Century III autopi lot with altitudehold, coupled to av 1, Nav 2,Loran, tLS 1 (LOC and GS), tLS 2(LOC and GS), DG (heading),backcourse(s) with electric trimand NP disengage on yoke.Vacuum and electric attitudeindicators (arti fi cial horizons)Davtron MBBOO rOkeMmounted,tighted, digita approach timerand clockDavid Clark DC-SOO five-place stereointercom with CD inputAvionics masterYoke Push-to-TatkAll avionics, panel and cockpitwiring new in 1990Page 6046ASS January 2000

"Fate is the hunter"BY ELLIOTT SCHIFFMAN, HINGHAM, MASSACHUSETTSTom Guyer and Ken MacDonald introduced me 10 Fate isrhe HIIllIer by Ernie Gann. Ken spent hours scouringthe flea market at B20SH to find a copy for me. It's awonderful book about fate nipping at your heels as you fly blissfullyalong. Each chapter is an event that could easily haveended in death had it not been for fortuitous circumstances.So there I was, testing out my new engine. [ had just upgradedfrom an 10-520-BB to an 10-550-B. My first flight withthe engine was a half-hourflight within glidi ng distanceof the field. The secondflight was programmedfor break-in. This flight wasplanned to stay within a 20-mile radius. I wanted 10check both climb performanceand fuel flow s (recordingM P and fuel floweach 1.000 feet) to check on · .the fu nctioning of the autoleangizmo.[ was al so interested inclimb at less than gross weight, so took off with half tanks. butwith another 20 gallons in the tips. Yes, the fuel flow is impressive,over 27 gph, and the altitude compensator really does notmake much difference until you hit about 6,000 feet , but flowswere between the minimum and maximum published in theContinental engine manual at all altitudes to 12,000 feet. [ dida little flying there to let speed build up and engine temps stabilizeand drop a little, then did a gradual descent to 2500 andset up for the [LS into Provincetown. Thi s was an exercise tofind out what power settings and attitude I would need for anapproach speed of 105, again at low weights, sort of what youwould expect at the end of a trip. With the new [0-550 engine,it turns out 10 be about an inch less MP than with the [0-520.Midway ac ross the harbor, I switched tanks. I did a low speedlLS maintaining 105 knots down 10 200 feet, then dropped theflaps and landed to see if there would be any difference in stoppingdistance or runway need. I don 't like touch and go's, so Idid a routine taxi back, took off and headed back for Marshfield.Approaching the 45 , I switched 10 the fullest tank, both nowshowi ng about a quarter full. For my last trick, I wanted to seehow difficult it would be 10 lose altitude in the pattern at lowpower and low weight (am I nuts for doing all this?), so [ entereda high key at the end of the runway at 1,500 feet. Alllooked good. 1 turned base, dropped half flaps , turned final andheld off dropping the second notch of flaps, using pitch to controldescent rate. At 400 feet, the plane was "just different." A.' .....' ,. ",,,,, ".' I" 'I' .,. ~,,"'",_ ~'.___ . ,\\\\\',,'1'E1fiOl/ Schiffman ~glance showed the MP rising rapidly toward 25 inches. [pulledback the throttle, started losing more speed and altitude thanexpected, shoved the throttle in, no response. and started settingup 10 land if possible on the uneven grass over-run at theapproach end, hoping 1 would get by the trees.By now I was at 200 feet and there was no time to do anythingbut "fly the plane." Suddenly performance returned and Imade a routine landing at the approach end, still with half flaps.As I was coasting down the runway, the engine just stopped. [had enough speed to pull off onto the taxiway and come to astop out of everyone's way.This was actually the second stoppage, but I had just orderedand installed ANR inserts from Headsets, Inc. for $169.You wire these A IRs intoyour own headset. [ can'tbelieve the difference. Theengine sound just disappears.My wife's headsethas a deeper shell and a lotof foam. Mine is shallower,and I am convi ncedI lost some passive noisereduction, but the ANR isso impressive that it doesnot seem to matter. TheANR was so good that I--- . - .. "1988 F33Acouldn' t "hear" engineslOppage at 400 feet and low power, just feel the effects andsee the resultant rise in MP as the pistons stopped sucking. Iwas a little 100 busy flying the plane and de-cision-making at200 feet , but the next gauge over would havebeen intere ting-seeing all the EGTs bot­IOmed out with reverse video showing onlythe CHTs. Had thi s happened at altitude,[ wou ld have had more time forsightseeing the panel.What happened? Simple. I ran outof fuel on short final. The enginecoughed to life once. letting me makethe runway. Draining the last dribblesout of the tank in use showed one-halfgallon. The gascolator under the fueltank seleclOr was practically empty.Turning on the fuel pump resulted onlyin a gurgling noise.I ow for "the rest of the story."When the mechanic and I opened thefuel tank. the bladder was pulled upfrom the floor and down from thesnaps on top. There was resistance(bul not complete blockage) of flowblowing in the vents.The Bonanza is interesting. At theEachchapter of " Fateis the Hunter" isan event thatcould eaSily haveended in deathhad it not beenfor fortuitouscircumstances.ABS January 2000Page 6047

wing root is a curved thin pipe for one vent into the airstream.Nearby, in a recess, probably protected from icing, is a secondvent. These two join together going to the tank. Outboard ofthe tank is a third vent. At places are one-way valves to preventfuel from venting overboard. Interestingly, all three vents eventuallyjoin, entering the bladder through a single nipple. Theobstruction was at thi s spot, causi ng a panial block of all vents.The prolonged full power climb with high fuel flows was probablyenough to create a partial vacuum and di slOrt the bladderand fuel gauge indication. I was too new to this engine to havea good feel for how much of the partially filled tank I had actuallyused.Now for the "Fate is the Hunter" analogy. Had this happenedbefore I switched tanks doing the ILS into P-Town, wou ldI have been smart enough 10 switch tanks over the harbor? Sixmiles from the nearest shore over cold water, I like 10 think that2,500 feet would have given me the time 10 figure tbis out.Had [ not tried a "high key" at 1,500 feet, would I havemade the runway? Had I made a wide pattern like so manypeople do, would I have made the runway? Had I not been incoordinated flight, would I have been able to use 2.5 of the 3gallons of unusable fuel ? (Remember, J could have tried to slip10 lose the extra altitude.) Had I put down full flaps when Iturned final, would [have made the runway? Many people putdown half flaps on base and fuU flaps turning final.Some people talk about a no-flap approach until you havethe runway "made." That is essentially what we do on an ILSin the Bonanza. Why not in the pattern? Had I transferred fuelfrom the tip tanks or been more tuned in to what the fuel gaugeshould have shown, I wouldn't even be writing this.Yes, instead of routinely switching to what appeared to bethe fullest tank for the landing, I shouldhave been more aware of fuel usage andtimed the climb, but that familiarizationwith the new engine wi ll become part ofme as it did with the old.At any rate. I'm here, the plane is backflying. The GAMls go in tomorrow and apitot-static check in three days, then backto the routine. -@.-- Elliott SchiffmanMAINTENANCE EXPERIENCES,comililled from page 6033the stud (empty) end which caused erratic,higher resistance. Dilige nt workwith cotton swabs and electronic contactcleaner removed the crud and tarni sh.The wires are quite small and easily disturbed.so 1 scrubbed along the wires, notcrosswise to them. Finally. I scraped themetal around the rivet holes and theground lug to ensure a good ground contactwith the airframe.After reassembling the unit, its resistancevaried smoothly. Problem solved'Reinstallation in the tank was simple,although safety-wiring the mountingscrews is tedious since space is tight. OurA&P inspected our work and functionally checked the circu it to finish theproject with the proper log entry.This effort was educational and muchbetterthan buying the Rochester kit fromBeech at some unholy price.1111n! a sloner solenoid problemA few weeks ago on a quick turn aftera fli ght. the right engine wouldn'tstart. It wouldn't turn over at all. No clickor anything. I suspected the starter sole-noid was the problem, but it was late ona Friday- no chance for a shop to fix itor get pans until Monday. So [checkedfurther.Pressing the starter button put batteryvoltage at the solenoid, but prodUCed noresponse. I took out the solenoid (original1960 equipment, Guardian Electric PIN348 lOA) to check its coil resistance. To mysurprise, it wasn't shorted nor was it open;the reading of 110 ohms looked reasonable.Why didn't it work?I noted two plastic covers on the unitthat could be easily removed. The lowerone, big and rectangular, enclosed theheavy contactors that carry juice to thestarter motor. The contacts were onlyslightly tarnished, but I cleaned them anyway.They moved freely within the coil andmade good eleclrical connection.The top cover was circular with asingle safety wire. Inside was a verysmall pair of contacts on a leaf spring. Aresistance check revealed the contactswere not "contacting" about II 0 ohmsinstead of zero.A simple cleani ng restored good continuity.Great, but what do these contactsdo? The solenoid, it seems, actually comprisestwo co il windings. The small contactsare normally closed, connecting thewindings in parallel. That draws a highcurrent to provide maximum magneticforce when the starter button is firstpressed.Pressing the starter button causes thearmature to snap the bottom contactorsclosed very rapidly with a loud click. Armaturemotion also opens the small topcontacts which cuts out one winding, reducingthe current through the solenoidto a level that just keeps the startingcontactors closed.Interestingly, this "sustaining" coil isnot strong enough to move the armaturewhen you first press the starter button.Both windings are needed. So if the tinycontacts atop the solenoid get dirty, thething won't work. This isn't mentionedanywhere in the Beech manuals (whicbin my opinion are poorly written).Re-assembly was routine. The top capuses safety wire and the bottom coveruses jam nuts. I put it back in the airplane,connected the starter wiring andmade sure my A&P was happy with thework. At several hundred dollars to needlesslyreplace the solenoid, plus labor,thi s is a very simple repair that saved abunch of money!-@.--Page 6048ABS January 2000

PROGRESS REPORTRestoring normal operations for early BonanzasAs repol1ed in the May 1999 ABS Magazine, the Boardof Directors of ABS created a technical comminee toaddress problems like the elimination of the FAA restrictionsof AD 19-13-02 which applied to Bonanza models35, 35R A35 and B35. This comminee developed a proposedtest program that was presented to both Raytheon and the FAAoffice in Wichita, Kansas.Both Ray theon and theFAA ag reed that such a programwas a rational approachto identifying the probablesource of vibrations on theseearly Bonanzas. This testing.however, would not be consideredvalid by the FAA unlessit was done under the directionof Raytheon with thereview that the FAA wouldnormally have.The ABS Technical Commineedi scussed several approacheswith Raytheon toobtain their supervision ofthe aircraft selected for testsand the subsequent analysesto satisfy the FAA. These alternativeapproaches werealso discussed with the FAA.During these exploratorytalks, Raytheon also consideredwhat they might do inhouseaided by their substantialbackground of knowledge of the dynamics of these Bonanzamodels required initially during certification. It appearsthat this wealth of early data and their specific individual talkswith the FAA fostered a Raytheon convic tion that a simplerprogram than theABS plan might lead to the elimination or modificationof AD 19-13-02. One essential FAA question, if clearlyanswered, was: ''What are the dynamic characteristics of an older,well used but adequately cared for airplane compared to itscharacteristics when newly built and certificated."Satistied that this might be a route to convinci ng the FAA ofthe continuing airworthiness of these early Bonanzas, Raytheondid seek out what they hoped would be a convinci ng test articlewith which they could duplicate some of the certificationtests and thus provide complete airplane dynamics data on theBY WILLIS M. HAWKINSBonanzaA35Bonanza BJ5differences between the new and the "used" airplane.Raytheon also proposed the use of new replacement magnesiumskins which are rivet-assembled rather than spot-welded,thus requiring more counterweight to balance. This differencebetween original and present models of the early Bonanzas isof specific interest because all of the "vibration incidents" whichled to the issuance of AD 19-13-02 had "res kin ned"ruddervators with the necessary,heavier counterweights.An early Model 35 Bonanzawas obtained byRaytheon and has been full yinstrumented for ground vibrationtesting. These testshave now been completedwith both the original spotweldedrudder va tors andwith reskinned ruddervatorswi th heavier counterweights.With this new dynamicsbaseline data, Raytheon hasal so completed supportinganalyses covering the criticalflight speeds and aircraft operationalweights. These resultshave been presented tothe FAA.Raytheon has reported tothe ABS Technical Committeethat these early airplaneswith eith er the old orreskinned ruddervators, if properly maintained, are free of flutter.Rayt heon is now sharing thi s complete data with the FAAseeking their confirmation of its adequacy to be pertinent forall of the "small tail" Bonanzas.It may be necessary to make "small changes" in the aircraftto ensure that enough margin exists for all of the early olderaircraft, but their present view is that AD 19-1 3-02 is on theway out. Let'S all hope so. Raytheon has shared their view ofwhat these "small changes" may be and the Technical Committeeconcurs that they are "small."As chairman of the Technical Committee, I believe we arenearing a solution that won't require theA BS to become a "testingagency." I also be lieve that our efforts were useful and.perhaps, critical to finding an answer.---@-ABS January 2000Page 6049

HOWARD STARKThe pioneer aviator of instrument flyingBY JOHN M. MILLER, Poughkeepsie, New YorkIn about 1923 I became acquainted with Howard Stark when we both happened to be riding our motorcyclesto Connecticut to all air show at Bethany Flying Field in Naugawck. Ho ward's flying career and millestarted about the same tim.e. I would like my ABS friends to know more about the accomplishmentsof this velY shy and extremely modest person. This is a greatly condensed version of his career.Howard Stark was born before theturn of the 20th century on afarm at Pawling, ell' York.This typical farm boy was drafted intothe U.S. Army in World War I. and sincehe knew how to drive an automobile, nota common skill at that rime, he was assignedas the driver for a general.While in France, he observed the militaryairplanes and decided he would liketo fly, but without the required education,he was not accepted for transfer toflight training. Eddie Rickenbacker, adriver for General Pershing, had been acceptedwithout the required education becauseof his fame as an automobile racedri ver. Rickenbacker becamethe ranking "ace" ofAmerican pilots inFrance. (Incidentally, Ihad the honor of knowingCapt. Eddie well andworked for him as a captainon Eastern Air Lines.)After World War I was over,many surplus Jenny training planeswere sold as surplus to Curtiss, theiroriginal manufacturer, in Mineola, NewYork. Curtiss adverti sed them for sale foronly $500, about one-twentieth of theiroriginal price, together with some instructionfor flying them. In the early1920s, $500 was the equivalent of perhaps$10,000 in today's market--{juitean accomplishment for a country farmworker.Howard saved the $500 purchaseprice whi le working on his father's farmand driving a car for a nearby family.He bought one of those surplusJennys, and was assisted in assemblingit at Curtiss Field at the factory, then wasgiven a mere two hours of flying instruction.That's about eight hours less thanis usually required for learning to fly asafe solo.There were no aviation regulations inthose days and Howard new the airplaneto his father's farm, crossing Long IslandSound on the way-a really surprisingnavigational accomplishment for such aneophyte pilot. Unfortunately, hi s inexperienceshowed when he crashed whileattempting to land in a very shon field.By 1926, Howard owned aStinson cabin biplane. ColonialAirways, the New York toBoston air mail contractor,had a shortage of modern airplanesand tried to buy theStinson from Howard. Becausehe wouldn't sell it, theyfinally rented it and hired himto fly it. That's how Howardstarted flying the mail.Flying for payThe way to make a living with yourairplane in those early days was to barnstormfrom place to place, taking passengersup on their first air flights. Therewere no airlines, and only the Post OfficeAirmai l Service to California. In1926. the Post Office contracted with privatecorporations to take over the airmailflights. By that time Howard owned avery modern airpla ne for it s day, aStinson cabin biplane-{)ne of the firstenclosed-cabin airplanes manufacturedin the United State.Colonial Airways,the New York to Bostonair mail contractor,had a shortage ofmodern airplanes andtried to buy the StinsonCabin Biplane fromHoward. Because hewou ldn 't sell it. theyfinally remed it andhired him to fly it. That 's howHoward started to fly the mail betweenell' York (Hadley Field, ell'Brunswick, New Jersey) and Boston.There was no known way to flythrough the fog so all flying in badweather was made down low, under theclouds. Attempts to fly nigher into theclouds was very dangerous. Flying underthe overcast also caused a lot of collisionswith terra in or other obstructions.and flying the mai l was a risky occupation.There were many fata lities, whichgave aviation a bad reputation, actuallymuch worse than it deserved.The Sperry Gyroscope Company at-Page 6050ABS January 2000

tempted to solve the problem of flyin gin the fog. They invented a small gyroscopicinstrument called a "Turn Indicator"and deli vered samples to the ArmyAir Service. Two experienced Army pilots,Capt. Ocker and Lt. Crane, wereassigned the task of evaluating the instrument.They worked on the problem forabout a year at San Antonio, Texas.Then they wrote a report which waspublished as a book. It was their conclusionthat it was not possible to fly continuouslyby referring to that instrumentin the fog without losing control of theairplane. In fact, the report said, onecould not fly for more than about threeminutes before losing control.In the meantime, most of the airmailplanes had been equipped with turn indicators,but the pilots soon discoveredthe same problem as Ocker and Crane.They could use it occasionally to zoomup through a layer of clouds to get up inthe clear air to pass over the mountainsby keeping the airplane going straight.But their attempts to fly for more thanthree minutes or so always resulted inloss of control-and quite often endedin disaster when they suffered severe vertigoand disorientation resulting in a falsesense of turning and diving.Stinson's cabin biplane was equippedwith a turn indicator, but fortunately forHoward, he had not heard of the Ockerand Crane experiments and did not knowoftheirconclusion that it was impossibleto fly with the turn indicator in the fogfor longer than a few minutes.Except for the fact that he had beentold what it was for, the turn indicatorwas a mystery to him. He noticed, however,that when he kept his hands off thecontrols and simply kept the airplane ina straight heading by referring to the turnindicator and the compass- using hisfeet on the rudder controls to do so-thathis airplane flew itself very well. TheStinson cabin biplane had a reputationas a very stable airplane.He found that he could fly the entiredistance between New York and Bostonthat way. He simply adjusted the stabilizertrim to maintain his desired altitude,The Stinson cabin biplanewas equipped with a turn indicator,but fortunately forHoward, he had not heard ofthe Ocker and Crane experimentsand did not know oftheir conclusion that it wasimpossible to fly with the turnindicator in the fog for longerthan a few minutes.all without touching the control stick.Across the route of the New York­Boston airmail line there is a low mountainridge in the vicinity of the ConnecticutRiver. When the cloud ceiling waslower than that ridge, it was sometimesnot possible for the pilots to get past theridge, even by an end run around thesouth end at the shore of Long IslandSound where the fog would usually beright down to the surface.When this si tuation occurred and thepilots could not find a slight gap tosqueeze through, they would either haveto land and wait for cond itions to improveor else return to their starting point.This problem caused some fatal accidentswhen the pi lots tried to get overthe ridge in the fog .I n this modern day of aviation, peopledo not realize how many pilots lost theirlives flying themail as well as others fl y­ing in bad weather during those pioneerdays. As a matter of fact, from 1918 to1926 during the Post Office operation ofthe Transcontinental Airmail Servicealone, there were 42 fatalities.Even in fair weather, much of the flyingwas done at low altitude so the pi lotscould become very fami liar with the terrainand the obstructions along theirroutes. In bad weather, some flying wascommon ly done under ceilings as low as100 feet, or even lower. Of course, therewere accidents and that was the very reasonColonial Airways had a shortage ofairplanes and the reason they neededHoward 's airplane.Howard discovered that when he flewat a low altitude with hi s hands off thecontrol stick as I have just described thathe could adjust the longitudinal trim toclimb over the ridge and when he was pastit, he would readj ust the trim to descend tothe original low altitude again on the otherside. He recorded the time required tosafely pass over the ridge and concludedafter several such flights that if he coulddo it infair weather, then he should alsobe able to do it in foggy weather.How Howardgot the mail throughSo he did exactly that when the cloudceiling was very low, arriving at Bostonwith the mail, while the westbound pilothad found it necessary to return to Boston,unable to get over the ridge. Howardwould then take that pilot's mail back toNew York successfully, much to the embarrassmentof the other pilots. Theywere very rank led when this countryfarmer pilot outflew them.When he explained to the other pilots-all of them experienced ex-Army pilotsfrom WWI- how he had done it,they refused to believe him. They thoughthe had used a secret gap he had discoveredin the ridge. After one more pilotlost his life, they were finally convinced.This type of fl ying was only done ina practically straight line. WheneverHoward attempted to fly in a higher overcastfor practice in making turns, hewould quickly lose control due to severevertigo and disorientation. Such attemptsinvariably resulted in a spiral dive out ofthe base of the overcast. That was whathad happened 10 several other pilots whohad experienced fatal accidents whenthey dived into the ground or their airplanesdisintegrated in the air due to thehigh-speed spiral dives.As I said, Howard had not read theOcker and Crane report and other literatureabout other pilots having this samedifficulty. So he assumed that since suchan instrument existed, someone mustknow or had known how to use it. So heset out 10 teach himself how. The fact wasthat even the pilots for Sperry, the originator,and Pioneer Instrument Co., themanufacturer, were unable to use the turnindicator successfull y. All of them lostASS January 2000Page 6051

control, so flying by means of the tumindicator was considered to be just an unproventheory.It was assumed that instrument flyingwou ld not be possible umil an entirelydilferenttype ofinstrumem was developed.Later. of course, Sperry did develop the gyroscopicanificial horizon and the directionalgyro. All three instruments in variousforms are used to this day and are thebackbone of instrument flying.In the absence of the false informationthat it was not possible to fly continuously with the turn indicator, myfriend Howard was able to analyze thereason for always getting into a spiraldive when he attempted to fly turns inthe boltom of the overcast clouds. Thefal se sensations had to be forcibly ignoredby the pilot. then the turn had tobe stopped-first with the rudder, thenthe wings leveled by means of the gravityball indicator and finally, the airspeedadjusted with the elevator controls.He accomplished what the scientistsat Sperry and all of the other pilots hadfailed to do: He found that tirst of all ,the pilot had to learn to ignore the fal sesensations which were caused by vertigoand must believe the instruments only.Stark's 1-2-3 systemTo recover lost control when the ai r­plane would start a spiral dive, theturn had to be stopped first by referenceto the turn needle by pressureon the rudder pedals. Then the ballhad to be centered by the ailerons tolevel the wings. Third, the dive had tobe stopped by means of the elevatorsand the airspeed indicator and only inthat same order. And he knew the reasonsfor it.He called it the Stark 1-2-3 System.It consisted of scanning the instrumentsand maki ng correctionsfor each reading. In only that waywas it possible to regain and maintaincontrol when one got into oneof those otherwise almost certainlyfatal spiral dives.This was Stark's important discoveryand it is still known to thisday as the Stark 1-2-3 System. It mustbe learned by all pilots when they obtaintheir instrument ratings. The importantthing that Howard had learned was thatvertigo had to be ignored by the pilot'sown sheer willpower and complete dependencehad to be maintained on thereadings of the instruments."Blind or Instrument Flying?"With the ass istance of hi s wife,Howard wrote and published a pamphletcalled "Blind or Instrument Flying?" By"blind flying," he meant "trying to fly infog without instruments ," hence the useof the question mark. He distributed thepamph let by mail. He did not realize thathe should have submitted the informationto a scientific pub lication.Numerous pilots bought the pamphlet.He gave me one and I used it successfully.In it he explained that those teachingthemselves to fly by the tum and bankindicator in the clouds must learn to ignorethe many false sensations which theywere always certain to experience fromvertigo. They must force themselves tobelieve in the instrumem readings only andto use them in the proper 1-2-3 order.After instructing the Colonial Airwayspilots in the use of his 1-2-3 System,word spread about him. When the informationreached National Air Transport,- ....oAn Ortieg Prize which appears at theSan Diego Aerospace Museum.the contractor airmail line from ewYork to Chicago, they requested thatHoward teach their chief pilots to use theturn ind icator properly. Boeing AirTransport, the airmail contractor fromChicago to the west coast, used Howard'sinstruction also. (Those two airlines latercombined and alomg with Varney Airlines.formed today's United Air Lines.)The word spread quickly and AmericanAirlines, Transcontinental Air Transportand Western Air Express fo llowed.The latter two later combi ned to formtoday's TWA.The Royal Du tch Airl ines (KLM)hired Howard to go to Holland to teachtheir pilots. Pilots of Lufthansa and BritishImperial Airways (now British Airways)were soon usi ng Howard's 1-2-3-System, too. He became a pilot for EasternAir Transport (later EAL) and taughttheir pilots.He wrote some more updated pamphletson the subject of instrument flyingas the artificial horizon and directionalgyro were developed and the radiorange navigation system was installed. Howard became very well knownin airline aviation. The United States Departmentof Commerce, AeronauticsBranch, employed him to teach their inspectorsto use the tum indicator so theycould make regulations for instrument(IFR) flying and fina lly for air trafficcontrol, as we know it today.In 1927 I was deferring my flyingwhile studying mechanical engineeringat Pratt Institute of Technology.Several pilots were preparingto fly across the Atlantic to qualifyfor the Ortieg prize of $25,000. I occasionallywent out to Curtiss Fieldto watch the preparations. Some attemptshad ended in disaster.On one of those visits I wasstanding there talking to Howardwhen one of the pilots came over tohim and paid him a compLiment onhis instructional pamphlet on the useof the turn indicator. A day or solater, that pilot successfully flew hisairplane which was equipped with aSperry Turn Indicator and a SperryPage 6052ABS January 2000

Earth I nductor Compass, acrossthe Atlantic. Hi s name wasCharles A. Lindbergh. He wasthe aile contes tant pilot whoknew how to fly in the fog withthe turn indicator-a crucialthing which made his f1ight successful. I remember watching himtake off i n that murky weather andthinking to myself that we mightnever see him again.By 1929, Sperry had developedthe gyroscopic artificial horizonand the directional gyro,both standard equipment in oneform or ano ther in all today'swell -equipped airplanes. In thatyear, th e well-known JamesDoolittle practiced using all threeinstruments, plus a radio directionfinder in a small Army trainingplane, under the hood andwith a safety pilot, at MitchellField, Long Island.Jimmy Dooliule was able to COPilo~ Hugh Hernd~nandPilo t ClydePangbornwith theirmake complete flights under the plane M,ss Veedol .. Clyde was the first pilot to fly nonstopacross the PaCIfic Ocean from Japan to the Unitedhood from takeoff to landing and States Clyde used HO\1lard~ 7-2-3 System pamphlet todid so before many witnesses. re- teach himself to fly with the turn indicator, making pos-. . f Sible thiS 47 -hour manuafly-flown flightSU I ling In a great amount 0 pub- .licity about his demonstrations. Soon hewas called the "Father of Instrument FIying."Of course, his accomplishment wasvery important and outstanding, but washe rea lly the actual "father" of instrumentflying when Howard Stark was the firstto fl y in actual fog in 1926?1936 - End of Howard's careerIn January 1936 Howard was flying aStinson Model S, a four-place cabin airplanefor the Department of Commercewith orders to fly to the West Coast togive more instruction to D.O.C. Inspectors.At Cheyenne, Wyoming, on January16, after a few days delay due to severewinter weather, he got good weatherreports and started to fly across that highroute to Salt Lake City. He had neverbeen there before and the plane andequipment were barely able to make thenecessary altitude and distance by visualflying only.He ran into a severe unforecast snow-storm and made an emergency landingin very deep snow in a remote area ofthe Wasatch Mountains. He froze todeath trying to wa lk out in deep snowand minus 20 degree temperature.The Stinson had nosed over onto itsback in deep snow, undamaged and wasquickly covered by new snow so that itwas not visible to air searchers. It wasfound by a sheep herder the next spring.Howard 's body was not found until fouryears later. And so ended the career of aremarkable man, sad ly, too early.Howard Stark was so shy, so self-effacing and modest, that he never retaineda public relations firm. Of course, theArmy Air Service extracted all the publicitypossible out of Doolinle's accomplishment-andhe deserved it. But in myopinion, Howard Stark is really the almostforgonen but true father of today's instrumentflying. His discovery saved manylives. It is a basic ingredient of today's airline,military and general aviation.r am very thankful that I knewHoward so well. I feel he is an unsungand forgotten heroic pioneer of aviation.And it is too bad that his ownhometown, Dutchess County, NewYork, has failed to narne the DutchessCounty Airport in his memory.Clyde Pangborn,another close FriendIn 1931 , Clyde Pangborn was thefirst pilot to fl y non-stop across thePacifi c Ocean from Japan to theUnited States. After 41 hours in theair, he landed in his hometown ofWenatchee, Washington. The townwas so proud of him, they namedtheir airport Clyde Pangborn MemorialAirport. I worked for him on theold Gates Flying Circus. Wenatcheealso has a monument at the entranceto the airport, and a plaque in the terminalbuilding dedicated to him."Pang." as his friends called him,used Howard's pamphlet to teachhimself to fly with the turn indicator,making possible his long nonstopmanually-flown flight from Japan tohis hometown of Wenatchee in a smallsingle-engine Bellanca Pacemaker airplanepowered by a P& W Wasp engine.Whenever you fly to Japan in a jet, rememberpioneers Howard Stark and ClydePan born whose accomplishments wereextremely important to aviation in thosepioneer days and right to the present.Here J am in 1999-veteran pilot with75 years of flying behind me and stillmore ahead of me-but Howard Stark,Charles A. Lindbergh and ClydePangborn are my civilian pilot heroes.A BS member John M iller is a retired military,airline and test pifot. H e owns a V35·ABonanza and a 56TC Baron hotrod. H e is94 years old and has lived in Poughkeepsie,New York, all his life.He has missed o nlythree A BS conventions.and flew his Bonanzafrom Poughkeepsie toBakersfield, California,lO visit his grandchildrenon his way to theABS Conven tion in SanDiego.ABS January 2000Page 6053

CurrentsBY LEW GAGEAll-electric engineinstrument gaugesI have finally completed conversionof the engine instruments in my airplaneto all-electric gauges. The benefit in additionto everything being new is elirninatingall of the pressurized sense linesfrom the cockpit. I am especially happy toget rid of the fuel pressure line and gauge,a possible source of leakage consideringthe age of the components (43 years).The required instruments (fuel pressure,oil pressure, oil temperature andcylinder head temperature) are in a separatepanel mounted on the ri ght side ofthe main instrument panel canted 45 degreestoward the pilot. The result is theinstruments are facing the pilot with noparallax to affect the readings.The pressure gauges and oil temperaturegauge are TSO-certified units manufacturedby Westberg, Inc. of Sonoma,California, and available through AircraftSpruce. Chief Aircraft, San Val and othersources. These units are able to replacethe original instruments when the properpaperwork is submitted together with theFAA Form 337.T submitted six pages of data with the337 for each system and obtained a fieldapproval from the local FAA office. Thecylinder temperature system is not approvedfor replacement of the originalsystem, so the original stays in place.Since all our eggs are now in the"electrical basket," I wanted some prolectionagainst failure of either the aircraftelectric system or any individualgauge. I've always had at least two independentoil pressure gauge systems. An unscheduledor, worse, off-airport landingmade due to a fai led oil pressure gauge isthus avoided.The oil pressure gauge mounted in thenew panel is backed up with a secondindependent electric pressure gauge locatedin an aux panel at the lower rightside. This panel also contains a voltmeter, generator load meter, pitot ammeter,electric tach, electric boost pumpcontrols, fuel quantity, battery ammeter,starter run on light and original cy li nderhead temperature gauge.The oil temerature gauge backup iscovered by the "Skinny Dipper" oil quantityltemperaturesystem. Fuel pressure isbacked up by the fuel-flow system.The possibility of an aircraft electricalsystem failure is covered by having astandby power source for the requiredengine gauges plus the GPS and Loran.This system consists of a do ublethrow,double-pole miniature switch andannunciator light installed in the face ofthe new ly- installed engine instrumentgroup panel. This switch powers the entireengine instrument panel except thefuel flow system, getting power througha one amp fuse located on the "hot" sideof the master relay.The GPS and Loran are also poweredfrom the same source, though separateG35 instrument panel with engine gauges in aux panel at the far right. Loran is installed at original engine group location.Page 6054ABS January 2000

fuses. When everything isoperating normally, everythingis powered from theaircraft buss. Should theneed arise, however, themaster switch can beturned off and the standbypower switch turned on topower the engine instrumentsonly. These instrumentsand the GPS drawless than 1.5 amps. Theship's battery will operatethose plus do a gear andflap extension severaltimes over.If anyone is interested inplanning a similar installation,I will furnish the paperworkpackage T used for$5 per instrument. Thatwould be $15 total for fuelpressure, oil pressure and oil temperature.The fuel flow system is STC'd. The sixcylinderCHT system is also STC'd, butcannot replace the original CHT gauge.Now there's a new project for you totackle.Pressure relief valveAlthough the "E" engine has a relativelysmall oi l pump, an engine that hasbeen overhauled to new limits (bothcrankcase and accessory case) will hold50 psi oil pressure even with a Hartzellprop installed.Occasionally, [' II get a call regardinga sudden decrease of oil pressure thatranges from 5 to 25 psi change. This occursfrom one flight which is nonnal andthen the next run, the lower pressure isthere. The most common cause of this scenariorelates to the pressure relief valve.The relief valve is installed in the leftrear of the accessory case (see Figure I).The valve is the upper brass acorn nut oftwo such nuts at that location. The bottomnut is simply a plug to close an unusedhole in the case.When thi s sudden loss of oil pressureoccurs, the tirst step to find the cause isto remove the relief valve and determineif some foreign object is holding the valveFigure 1: Oil pressure relief valve setup for "E" engine. Relief valve isupper acorn nut on left side of accessory case.T2%.SPRINGLENGTH1-,""---__ JI----- --~too--___ J~ -----l1--- _ .. _ 1~---- - l.... ---... _1b-...... -~~-- ---11----,.-,I---___ JFigure 2: Setup to calibrate oil pressurerelief valve spring on "E" engine.open slightly. Use a bright flashlight andinspection mirror to look into lhe valveport. The offending object may be stuckto the valve seat and be visible. It mayalso have been dislodged when removingthe valve and dropped into the accessorycase. These objects are usuallyvery small. It takes very little opening ofthe valve to cause a large loss of oil pressurewhen the oil is hot.In any event. use a clean rag and aquarter-inch wood dowel or other nonscratching,non-metallic stick to swab outthe valve port. There should be no washersused behind the spring to obtain desiredoil pressure.When the spring is compressed to alength of 1.3 inches (I 5116 inches), it should exerta force of seven to eightpounds on a platfonn scale.One can check the springthusly. The valve housing(Item #35 in Figure I) willaccept two inches of thespri ng. The valve pistonhead is 11l6-inch thick.Therefore, if we assemblethe valve housing, springand pi ston and compressthe spring against a platfonn-typescale, the scaleshould register seven toeight pounds whcn the endof the housing is 3/8 inchabove the scale platfonn (seeFigure 2).The hole through thevalve seat machined intothe accessory case is .422 (27/64 inch),which is .1 4 square inch. Therefore, if oilpressure is acting against that area, thevalve will open at 57 psi with a scale readingof eight pounds. and with seven poundscale reading, the valve will open at 50 psi.an area of pressure range that is desired.It is useless to install washers underthe correct spring in hopes of raisi ng oilpressure when the oil is hot and the pressurefalls below the relief valve setting.When the pressure goes below 50 or sopsi , the valve is closed, and closed isclosed! No amount of washers or springstretching, etc. will close it any more.There are a number of downsides toaltering the specified spring force on thevalve. If the correct spring alone is installed,the correct pressure relief functionwill occur and any resultant oil pressurebelow that at which a properly functioningvalve relieves is the result ofbearingclearances and other "Ieak" in the enginebeing more than the oil pump cankeep up with.If after inspecting the relief valve andcalibrating the spring as described abovethe oi l pressure remains low. the next placeto look is the oil filter or screen. If metal isfound there, the problem is not a small one.Under those conditions. good luck!ABS January 2000Page 6055

"E" engine mountsAlthough old-time ABS memberswho have been reading infoI' ve had printed in the ABS Maga­~ ill e over the last number of yearsare aware of this problem, r I'e receiveda number of calls from fo lksto whom thi s is new stuff. Soooo,we'll hit "E" engine mounts again.As can be seen in the photo, theexample Lord engine mount is outof center to one side of the mountrubber. The bolt hole is eccentric bymore than 5116 inch from the flangeof the mount washer on the other side.This would allow the engine to sagby that amount. The negative resultis two-fo ld.First fold: The engi ne accessorycase will ride on top ofthe keel beamcausing cracking of the keel beam, createfunny noises while in fl ight, cause abrasionof the accessory case and keel beamand misalignment of the propeller spinner.Second fold: As may be seen in thephoto. the hole in the engi ne mount legthrough which the bolt and bushi ng passdoes not leave any clearance for the bushingif the mount rubber has sagged verymuch. The result is the engine rests onand is supported by metal-to-metal contactbetween the bushing and enginemount leg. This condition will lead tocracking of the engine mount leg asLord mount rubber out of center approximately three·eighths inch, resul ting in crack in engine mount leg.shown in the photo and cracking of thesupport structure of the airframe enginemount brackets.The method used to avoid all of thesesorts of problems is to turn the Lordmount rubbers 180 degrees at each annual.The procedure requires about threequartersof an hour of labor. The left rearmou n! is the most difficult one, the otherthree being very easy to turn.To keep track of the rotation, an indexstripe should be painted across eachrubbe r portion of th e Lord mount s.Testor 's yellow model paint, available atGA NEWS BRIEFSany hobby store, works fine andlasts for the life of the mount . Thestripes would all be outboard for ayear and then turned inboard for thenext year.The turni ng procedure requi resthe 7/16-inch mount throughbolt bebacked off two to three turns andthen, if the mounts are not alreadysagged out of center. rotated. I cando all except the left rear (on my airplane)using my hand only. The leftrear is not reachable enough for agood grip so careful use of the rightsize Channel lock pliers will do thejob.Aircraft and annual fli ght timeis not the cri teri a for doing thismount rotation. Gravity works onsagging these mounts 100 percentof the ti me, even while fl ying. Also. anairplane that fli es 125 hours a year is notfl ying 98.5 percent of the time. It is thecalendar and gravity that dictates theneed for thi s work.Lewis C. Gage, ABS member, ATPmultiengine la nd with Boeing 707/720/747/Airbu5-3 1O ratings. Commercial single engineland; flight instructor MEUS EL airplanesand instruments; ground instructor advancedan d instrument; flight navigator; flight engineer;mechanic-airplane and engine; andFAA parts manufacturing authorization.Flight time: IS,OOO-plus hours . Lew may becontacted at Sunrise Filters, In c., 2255 Sun ­rise, Reno, NV 89509. PhonelFax: 775-826·7784.C. Don Cary named VPA Raytheon news release reports that C. DonCary has been named vice president/CustomerRelations.In this new position, Don is responsible forcustomer-focused functions. including customersupport newsletters, authorized service centers,development of customer sati sfaction metrics,operator conferences and seminars, weekly customer appreciationbreakfasts, major customer issues and the Deli very Center.Donjoined Beech in 1966 as a pilot training instructor at the BeechTraining Center. He is a commercial pilot with multiengine and instrumentratings, holds a Bachelor of Arts degree in trade and industrialeducation from Oklahoma State University.rCM acquires Mattituck AviationTeledyne Continental Motors has acqu ired theassets of Mattituck Aviation Corporation of LongIsland, New York. Mattituck is a privately ownedaftennarket supplier and piston engine rebuilder andoverhauler for the general aviation marketplace.The acquisition brings addi tional market servicecapabilities to TCM. "The unique ski ll s and capabilitiesof the management and emplolyees ofMattituck will strengthen TCM's efforts in the pursuitof excellence in manufacturing, service andtechnology," said Bryan Lewis, president ofTCM.Allegheny Teledyne'S website is -@-Page 6056ASS January 2000

TeM parts pricesABS has been working with the membershipto try to keep Raytheon partsprices as low as possible by providing aform on the web site that can be printedout with a questionably high pilns priceand then submitted to RAPID for'review.This frequently resulls in a lowered priceon said part. Kind of like the kid thal getscaught wi th his hand in the cookie jarputting some oflhem back-sometimes.But ABS now needs to work withTCM in the same manner, although notas many indi vidual parts are needed fromTCM as are for the rest of the aircraft.However, an example is the alternatorbelt for the 10-470 series engines, TCMPIN 539547-32.00. List price on this bellis $2 1.04; this compares to the same size,and 1 wou ld bet quality. Gates PIN 7320bell that is available for $8 at your localaUlo store without the additional 53-plusshipping charge. The kicker: Not only isthe Gates belt cheaper, it is available.I ordered several TCM belts in August,one for the airplane, and one forthe shelf as a spare. Guess what? I gotone, but the additional ones have beenon back order-sinceAugusl. So it boilsdown to a choice of having the FAAground the airplane for having "non-airworthy"pans that are reasonably pricedand available. or not flying the aircraftbecause the exorbitantly priced "airwor_thy" pans are not available.- Barrie Hiern, Rome, GeorgiaThanks to Jim HughesThank you for the article in the August1999 ABS Maga:ille regarding GPSrollover. My Trimble Flightmate wenlbelly-up in late Ju ly. Il refused to pickup more than two satellites and by mid­August, it could pick up only one. Fortunately,I was delayed in sending it tothe manufaclUrer for service and also.fortunately, Jim Hughes wrote an ar ~ticle on GPS rollover. As per that article,we performed a "hard reset" and nowi""".~ theFlightmate is back to normal.- Des; LaperalMakali Cily, PhilippinesNew fee to fly to MexicoI recently returned from my first falltrip to our house in Baja, California. Ihad been told there was a new fee, taxor whatever being charged per plane. InSan Felipe airport, the sign read $42 perplane. One "offical" said "Forget that.it 's now $43.55!" Of course, he didn ' thave change. so (he cost was now S44for my single engine A36 Bonanza.I want to warn everyone so they wi IIhave an opportunily to write our represenlatives and the Mexican government,too. In addition. since this is a per-tripcharge, you may want to avoid the uip altogether!We are not flying back to Mexicountillhis mess is corrected, so beware!- Bob Corbell, Yuma, ArizonaGreat BPPP in Arkansas!I have flown my F33A since 1989 andas a former airline pilot I held the feelingthat my level of training and experiencewas sufficient that I did not need to takethe BonanzaiBaron Pilot ProfiCiency Program.I did. however, continue to keep proficientby employing the random servicesof CAs on an occasional basis.However, in September I listened toan inner voice and enrolled in the LillieRock BPPP. It was the best bang for thebuck I could have hoped for. From thevery first day to the last flight. 1 was inthe company of totally dedicated professionalsendowed with credentials of exceptionalquality.Hank Canterbury, a retired major generaland former Thunderbird pilot andJohn Eckalbar, a teaching professor andPh.D. in Ihe California Univers ity system,opened our ground school sessionswi th performance topics. Bill Hale, amulti·talented creator of aviation inventionsand patents, as well as a unique andattention-getting teacher. taught systems.David Treinis. an enthusiastic, motivalionalpersonality, briefed the female companionsabout what goes on during a Bonanzaflight. He also taught us the valuesof Cockpil Resource Management.Each of these gentlemen representedthe BPPP with knowledge and preparedness.We were fortunate to have the wisdomand experience of Dave Monti. whoprovided us with thorough and informativewalk-arounds along with maintenancetips during our hangar sessions.Approximately 32 CFls were gatheredfrom all over the country to provideus with the flying portion of OUfseminar. I have no way of evaluating theindividual talents of each CFI, but myinstructor, Roland Cowser. a retired airlinecaptain, was exceptional. His abilityto make the sessions "pure fun" andinformati ve is unequaled. I left on myflight home wi th renewed confidenceabout my airplane and myself.Another person who deserves recognitionis Agnes Poner who attended tothe logistics of scheduling and the distributionof materials for the classes,which contributed to the efficient flowof the program,. Her warmth and contagioussmile was appreciated by all of us.I make these comments without reservationand abso lute sincerity.-John R. OlsonGeorgetown, TexasBlack holes and iceAs I read the artic le by GeorgeWilhelmsen in the November issue aboutJohn F. Kennedy's sudden impact withthe ocean, I was reminded of a recentexperience of mine I would like to sharewith the members. But first, a liule backgroundinformation. I grew up flying IFRbecause I couldn 't see over the dash ofmy father'S 1958 Comanche. In '76 I soloedat SIU Carbondale while in college.Most of my 2.000 hours of flying thepast 15 years has been in a vintage '68Baron. It's not pretty, but it's effective.It has boots, radar and enough tools. It'shad three engine outs and one inflightfire in my career and is still ticking.ABS January 2000Page 6057

A recent winter trip from Rochester,New York, to Toronto. Canada (a 20-minute flight), shook me up. I hadAirmets for icing, but no pireps. (Pi repscount in my book and I wish you pistonpopperswould give more to FlightService.)I was climbing to 6,000 and encounteredlots of ice. My passenger wonderedwho was throwing snowballs at this altitude.The boots were working overtime.On approach to Toronto Island Airport,we descended to 600 AGL into a blackhole a visual references. I called thecontroller who reass ured me that Iwouldn't see Toronto light until threemiles out. He was right.On the half-mile final , I was high(normal for night flight). J pulled powerand eased back on the yoke. Shudder.then second tail shudder was worse. Iwas stalling-an abrupt shot of power.But I thank God that the 4,000 foot runwayhad two inches of fresh snow on it.My passengers complimented me onsuch a nice landing.Don't underestimate the "black hole ,"There is absolutely nothing you can see.And don't underestimate ice. I thank Godfor my fo rgiv ing Baron. If this had happenedto me in that old Comanche withthat slippery wing. I'd be swi mmingjustshort of the ru nway. I think IFR trainingshould include ice training.) JFK couldeasi ly have become disoriented, an easymistake for a new-bee. And bad fo r usin general aviation.I think ABS should publish a sectionof the magazine similar to AOPA Pilotcalled "Never again!" so we can learnfrom others' mistakes. And one morething. At uncontrolled fields don't canceluntil you're on the ground, espec iallyat night. Who can find you if you collapsea gear or crack a deer?- Walter Gerhardt, Jr.Markham, JIIinoisWing explosionLast May my sister Cathy and I were flying from Portland,Oregon, on a local flight. We taxied for takeoff on 28R at POXafter our runup. When I was cleared for takeoff, I turned on thestrobes and proceeded with a rolling takeoff. At approximately80 mph J began to rotate. With the nose wheel off the groundthere was a loud noi se and the aircraft veered to the left. Atfirst , I thought I must have had a tire blowout. As we weregoing off the runway, out of the corner of my eye I saw metalwav ing in the wind. I called tower and told them 22V wasaborting takeoff. leaking fuel and to send the CFR.After we came to a stop, I first saw the damage and thoughtI must have hit a mnway sign. My sister and I got out of theaircraft as the firetrucks arrived. The follow ing Tuesday threeNTSB members came down from Seattle. Raytheon sent a manout from Wichita and the local GADO sent one man over. Theywere very excited because the wing was still attached to the planeand we were alive.They found the source of vapor right away. The left fuelcell was improperly repaired in 1985. The source for ignitionwas harder. They couldn 't find it that day, so the next week anexplosion expert from Washington. D.C., came out, along witha man from Seattle and the man from Raytheon. She took atwo-foot wi ring bundle back with her and looked at it under anelectron microscope and found a slight cut in the wire coverand some carbonizing from a possible arc.Summary of the repairs and first test flight in N6222VFlightcraft in Portland , Oregon, called all over the countrytrying to locate a wing. They finally found a repairable one inOklahoma. It took two months for the wing to be rebuilt andshipped to Flightcraft, then another four months for parts to bereplaced and rewired. After an additional month for painting, Ifinally have my plane back.After a very long and thorough preflight, I started the planefor the first time. I was very excited and a liule nervous. In therun up area at POX, I waited until all engine parameters werein the green, then r did the run up and pre-takeoff checks, takinga lot longer than nonnal. When I called clearance delivery, Jexplained that this was a majortest fli ght and I would require a lotof space between my takeoff and the landing traffic. The towersaid I had all the time I wanted and cleared me for takeoff.An arcing wire is suspected of igniting an explosion in animproperly repaired fuel cell.As I accelerated, I was very tuned in to the sounds and thefeel of the plane. I rotated and leveled off at aboul 10 feet andstarted a series of control checks almost to the end of the runway.When r was satisfied everything felt normal, I climbed to3,000 feet and went southeast of Portland. When r was over aless populated area. r started a series of turns and climbs andlowering and raising the landing gear, etc. The plane respondedvery nice ly, and it even flew a little straighter than it had before(less aileron trim requ ired). It was sure great to be back inthe air again in my Bonanza.Greg Wilson of Boring, Oregon,is an 8,OOO·hour pilot for American Airlines.The American Bonanza Society was founded forthe purpose of sharing information among Bonanza,Baron and Travel Air aircrait owners andpilots. Send your letters to:ABS Magazine/ ABS HeadquartersP.O. Box 12888, Wichita, KS 67277fax: 376-945-7770 or E-mel;/: bonanzc12@bonanza.orgPage 6058ASS January 2000

Shop TalkBY LYNN JENKINSGear-up landings andwhat you can ao to helpprevent themSize problems withMichelin Air tiresAeroshell W-l 00 PlusMiscellaneous itemsAn FBO respondsI wish to thank those of you who respondedto my need for material to publishin my "Shop Talk" article. I reallyappreciate the input.Gear-up landings/ what youcan do to help prevent themA look at the recent NTSB repons revealsthe fact that we still are having alot of gear-up landings. Some of theseare reponedly due to gear collapse. Maybethey are and maybe they aren't. But thereare several things an aircraft owner can doto help prevent those that are.Every week or so during your preflightinspection. c1jmb (if you are stillyoung and agile) under the wing on theinside of the wheel and strut and pressup on the down-lock control arm. If youcan move the arm up at the scissors, youare probably not getting adequate downlockpressure and should have your mechaniclook at it before funher flight.Do the same check with the nose geardown-lock scissors as well. What T normallydo is hit the down-lock scissors atthe pivot point with the heel of my hand.If the scissors bump up, it is probablytoo loose.Later model aircraft have a down-lockmechanism (where as the older models donot) that holds down-lock pressure againstthe up-lock roller when the gear is downand locked. Check to make sure that thereis some tension against the up lock rollerwhen the gear is down and locked.Size problems withMichelin Air tiresOne of our ABS directors recentlycame across a problem with a MichelinAir 500 x 5 nose tire that was the wrongdiameter. When he installed it on his Baron(this will give you a clue as to who it was),it rubbed against the nose wheel supponassembly. When he contacted Michelin,they told him that there was somethingwrong with his airplane. Not so.After several calls. they finally senthim the specifications for the 500 x 5wheel. The wheel measured 14.375inches whereas the specification calledfor 14.2 inches.Again, another call to Michelin. Theystill said something was wrong with hisaircraft, but they agreed to send him anew tire. Voila! The new tire at 50 poundsof pressure only measured 14.15 inchesand did not rub against the wheel suppanassembly. So if your tires don 't fitproperly, check their size.Aeroshell W-l 00 PlusSeveral people have asked me what thedifference is between Aeroshell W -100 andthe Aeroshell W-IOO Plus. According to informationthat I have obtain, the Plus has aLycoming engine additive already in theoil where as the W -100 does not.For many years now, Lycoming hasrequired that you put a Lycoming additivein your oil each time that you do anoil change. This has required you to purchaseyour oil at one place. then go to aLycoming Distributor or supplier to obtainthe engine additive. Now, by purchasingthe Aeroshell W-IOO Plus, youno longer have to obtain the additiveseparately.Miscellaneous itemsBaffle a~'us tm en tsbehind t e #2 cylinderCooling problems with the #2 cylindercan frequently be attributed to improperplacement or adjustment of thebaffle between the oil cooler and the bottomof the cylinder.We frequently find that the bottombaffle's rubber piece is below the oilcooler- rather than facing up-keepingair from passing through the cooling finsof the oil cooler and the cylinder. Youmight check yours to see if it is installedproperly.Brackett air filter problemsA member who wants to remainanonymous is having problems with theoil saturated foam air filter manufacturedby Brackett.He claims that when he goes to full takeoffpower, his alternate air door opens, permittingsilicons to enter the engine.Upon contacting Brackett, they toldhim the spring on the alternate air doorwas probably weak and suggested he replaceit. He did so but to no avai l. Frustrated,he contacted the FAA with theproblem. Someone did return his call butas of yet, no resolution has been offered.My only suggestion at this time is thatif you have the problem and choose todo something about it, go back to theoriginal paper air filter that originallycame with the aircraft. You can obtainthe part number from the aircraft pansmanual and order it from normal supplysources.ABS January 2000Page 6059

Questions and answersI received a letter from a member withmany questions. In some cases, I don'tknow the answer. In others, the informationrequired is selective to particular air·craft by serial number.Q: Should there be any play in the aile·rons when fully retracted'A: I do not know what is meant by reotracted ailerons. Perhaps you mean flaps.This seems to vary between aircraft. Insome cases, one or both of the fl aps willbe up tight. In other cases, one may betight and the other may have a lillie playin it. What is imponant is that they arerigged correctly. The bottom of the flapshould align up exactly (+ or -) with thebOllom of the aircraft fuselage. I haveseen some cases where they have misriggedoneofthe flaps to compensate fora wing low condition. Both flaps haveup stop bumpers that may need to be adjustedto minimize up play.Q: Should there be play in the cowl flapswhen fully open?A: If the bushings, hinges, linkage androd ends are in good shape as in a newaircraft, then the answer is "no."' Asthings start to wear (especially rod endsand hinges), some play does appear inthe cowl flaps.Q: Should there be any play in the nosegeardoors when fully open?A: Same answer as in the question above.Q: What is the deal about removing themud scraper on the front wheel and aboutusing the wrong bolt to secure it (if youdon't remove it)?A: If you primarily operate out of pavedstrips and stay away from muddy fields,removal of the mud scraper is not uncommon.If you leave the mud scraperon, a drilled bolt head and safety wireare required to ensure that the bolt doesnot come loose.Q: I saw a new ad in the ABS Magazinefor stainless-steel fuel-tank drain valves.What's the Skinny on those? How arethey installed if they don't allach to thetank?A: These newly certified quick drainsinsert into the fuel cell nipple similar tothe way the old style drains are installedbut are then secured to the lower wingskin rather than allowing the fuel cellnipple to flex as currently happens withconventional quick drains. These drainshave been approved under STC SAO III 0CH. The washers used in the kit requirea PMA , which the FAA has verballyapproved, but the paperwork has notbeen received as I write this column inNovember.By the time you read this in the Janu·ary 2000 issue, the kits should be availablefor shipping. The supplier is a wellknownvendor formally known as AircraftFuel and Repair in Eagle River,Wisconsin. Curt Hartwig, general manager,informs us that effective JanuaryI, 2000, they have changed their nameto Eagle Fuel Cells to avoid confusionwith other companies. They may be contactedat 800-437-8732 for questionsconcerning this new product and for fuelcell repair or replacement.Q: Are more expensive GA tires worththe money? Do they last proportionatelylonger?A: The better grade of tires do have abetter wear life and exhibit a lot lesssidewall cracking. If you are on ly interestedin the cost trade off vs. wear, itprobably does not equate out evenly.Q: How does one determine the conditionof rod ends' Should rod ends be lubricatedperiodically? How often? Withwhat?A: A rod end should have virtually no endplay. Moving the attachment back and fortbwill show you if it has some play.Yes, they should be lubricated. Themore often the beller. Their are severaltypes of lubricant you can use but with differentresults. Engine oil works well, however,it co llects dirt which is detrimental tothe wear surface orthe rod end. LPS·3 canalso be used but with the same result.I personally use Tri-Flo, which is aTeflon-based material. It works very welland does not collect dirt. I do not recommendLPS-I, WD-40 or any light pen.etratin~ oil since it has no body, offerspoor lubrication and also collects dirt.Q: How does one determine the condi·tion of the nose strut? How often shouldit require air, if at all? Ditto for fluid.Should the chromed strut always be completelydry?A: If the seals are in good shape, leakageof the nose strut will be minimal andwill not require serviCi ng for years. lfyoudetect fluid leaking down the strut, theseals are starting to fail. You will alsonote that the strut is probably lower thanit should be. Once the strut is leaking andshows that it is probably under-inflated,you should service both the fluid andcompressed gas. (I didn 't say dehumidifiedair since nitrogen is a better way togo, especially in very cold climates.)If you are losing gas but see no evidenceoffluidleaking. you probably havean O'ring or Schrader valve leaking inthe top section of the strut. (These arespecial Schrader valves, not the same asused in automotive tires.) Small Ouidleaks are not serious as long as they aremonitored and the fluid is checked periodically.Once the fluid is gone, however.the strut wi ll lose all of its gas momentarilyand go flat.Q: Are stainless steel screws for airframescrews a good idea?A: Many stainless screws on the markettoday are not of aircraft quality and donot meet strength requirement s for structuralscrews. I would only use stainlesssteel screws if they are FAA-approvedand meet FAA standards for aircraft. Usingstainless steel screws is not so importantwhen used in a non·structuralarea, but may not be legal.Q: Should anti-seize be routinely usedon airframe screws. such as those aroundthe fuel fillers, etc. What type?A: No. Normall y, anti-seize is reservedmainly for spark plugs. The use of anti.seize on airframe hardware may permitthe Screw to come loose which is a nona.Permatex makes an aviation gradeanti-seize compound. Fuel tank screwsare normally plated, and if the plating isPage 6060ASS January 2000

An FBO respondsIn the November issue of "Shop Talk." I wrote about what to look for in a service shop. As a result, I received a letterfrom an FBO giving his views on the subject. He asked not to be identified so I am honoring his request. I neither agreenor disagree with him. I just want to present another point of view. Here are his comments.Before I purchased this FBO. I was one of its cu tomers.I figured if I could at least break cven. I could get my ownmaintenance done at cost. Predicated on that assumption. Ipurchased the FBO some four years ago. What a learningexperience it has been!The fact that a lot of the Bonanzas and Barons and a fewof the Dukes that we see come in here don 't fall out of thesky is a tribute to how well they were designed and built. Itgets worse for other makes of aircraft we work on probablybecause Bonanzas are expensive, and the people who ownthem tend to be more affluent than people who own othcrmakes.We find it hard to believe that aircraft owners will takechances with their aircraft on maintenance issues that theywouldn't even consider wi th their automobiles.Here are a few tips on how to get good maintenance foryour Bonanza or other aircraft:I. Find a good shop with a good repllfatioll (lnd stick with it.Look for all of the things mat Lynn mcmioned in his column.Try to realize that the people who own and work in the shopprobably make less money and have less money than you. theBonanza owner. U you use the same shop. the mechanics willknow your airplane and work with you to keep it safe and thecost of maintenance down. Let the shop make some money onthe job. Don't bring in tires or other items you bought by mailorder. Don't bring in your own oil and filters. If the shop ismaking a profit, it wi ll be there for you in the future.2. Avoid renegade lAs. If you scrimp on maintenance foryour aircraft, you are only cheating yourself and possiblyendangering your life as well as the lives of the people whofly with you. A walk-around $150 annual inspectionis exactly what it is: a $ 150 annual. Buy Colvill 5 Corner andread what should be done for an annual inspection. No oneknew the airplane better than he did, God bless his soul. andhis estimate was that the inspection should take 15 to 20 manhours.At toda)"s hourly labor rates ofS55 to $75-we currentlyare at 565 as are most shops at th is airport- it means just theinspection phase of your annual inspection alone will be atleast 5800 and cou ld be as high as SI,500. And that 's if noth·ing is wrong with it. Most Bonan za annuals we are doingtoday are going out the door at between 52,000 and S3,OOO.This is for a good. thorough inspection.3. Take your airplane to a shop two or three times a yew:Have the shop do your oil and filter changes, tires and brakesand a complete safety inspection. Not only will you have awell-maintained. safe aircraft, but you will see a big reductionin the cost of your annual inspection if you use the sameshop. One of our cUSLOmers with a very nice 535 just had hisplane annualed by us for just over $1 ,000. He brings the aircraftin several times a year for routine maintenance.In summary_ the owners of the FBOs that maintain youraircraft are not getting rich. In most cases, they are in theaviation busi ness because they love airplanes. Try to rememberthat you, the aircraft owne r. need these people LO be aroundto take care of your airplane.Remember, FBO owners with a healthy, profitable businesswill be in a better pos ition to give you the ma intenancethat will keep you and your loved ones that fl y with you safefrom mechanical problems. Weather and good flying senseyou will have to do on your own.not damaged, they will not rust. In otherwords, replace them if you strip out thePhilips heads.Q: How long do spark plugs generallylast? How often should they be checked!serviced?A: It depends on what type of plugs youhave installed in your engine. I f you areusing fine wire iridium plugs, they willnormally last the life of the engine. However,they should be cleaned and gapcheckedevery 2oo to 300 hours, dependingon the type of fiying you do. On theother hand, if you are using massive elec·trode type plugs, they should probablybe c~ecked , cleaned and re-gapped between100 and 150 hours.Q: How can one tell if a Cleveland brakeis dragging? Should the wheel turnfreely? If it doesn 't. how does one fix it?A: In automotive applications. the brakepuck is pulled back from the rotor acouple of thousandths when you takeyo ur foot off the brake. In aircraft, thistype of master cylinder is not used. Thebrake will normally drag a little, causinga small amount of drag to the wheel.If the drag is excessive, you probablyneed to disassemble the complete brakemechanism, including removing the pistonsfrom the hydraulic housing. thoroughlycleani ng it. then re-installing iton the wheel.Please let me know of any subjectsyou would like me to comment on. Yourquestions or suggestions are welcome.Should you wish to contact me regardingthis anicle or any other wicle that Ihave written, you may do so by eitherusing my e-mail: LynnJenkins@.att.netorsending me a fax at 775-331 -49 11.A8S member Lynn Jenkins (ATP. Multi andSingle Engine, Commercial Seaplane, A&Pand IA ratings) is an avid ABS supporter andspeaker al the ASS convention seminars. Hewas a/50 a pioneer in selting up an aircraftmail order parts business for general avialionaircraft owners. His company, under thename of Jenkins Air Service, sells engines,propellers, parts, accessories, avionics, ere.wholesale 10 the aviation community. AllABS members will receive Significant discounts.To contact Jenkins Air Service inReno, Nevada, call 775-331-4905, fax 775-331-49 11 or e-mail .ABS January 2000Page 6061

REGIONAL NEWSIMidwest Bonanza SocietyMembers of MBS met in Branson,Missouri, the weekend of October 21-24.Exceptionally mild weather in the areaallowed a good attendance of 33 airplaneswith about 60 people who came from asfar away as Pennsylvania, Florida, Michiganand Wisconsin.We rented two large vans to shuttle usfrom the airport to our various eventsthroughout the weekend. Some of us arrivedon Thursday to attend the mostpopular shows, which had been reportedto be sold out. But by standing in line totake advantage of last minute cancellations,all of us were accommodatedsomegot front row seats' Those not attendingshows enjoyed dinner togetherat a local restaurant.On Friday MBS officers spent mostof the day greeting more arrivals. Thatevening a caravan of rental cars and vanscarried us to a restaurant serving steakand rotisserie chicken. After dinner. AllanEdwards, a local entertainer, delightedthe audience with songs and stories. Fromthere, it was a short drive to theRemington Theater where the group wastreated to front row seats for "BransonCity Lights," last year's winner of the"Best Show in Branson" award.Saturday morning. one van took shoppersto a local factory outlet mall wherethere were 91 brand name shops and eateries.The other van was loaded with tirekickerswho headed for the airport toLorn Honey, Richard Segura, Ja ck Billington, Lee Allen, Phil Gutwein, John Funk,Robert Sleeper and Wayne Williams admire Phil and Julie Gutwein's new 7999 A3 6.check out the latest "toys" installed onthe airplaness. After lunch at a local wateringhole, we returned to the airport towatch a brand "P" fly-in. Discussionsensued about whose airplanes were thebest. It was no contest!Saturday night, another MBS caravanset off on the short drive to Table RockLake where we boarded the showboat"Branson Belle" for a dinner cruise andshow-first-class entertainment of singing.dancing and magic-and a ventriloquistlcomedianwho had us laughing untilit hurt.During a break. we toured the boatand pilot house while the captain explainedthe various systems and showedus how he steers such a large vessel. Itwas a really fun evening.nder a beautiful blue sky and moderatetemperature on Sunday morning.we said our good-byes until next time.- John WhiteheadNortheast Bonanza GroupOn February 19, we wi ll fly to Oxford,Connecticut (OXC), to meet fordonuts and coffee at the airport between10:30 and 11:30. Transportation will beprovided to go to lunch at Thatcher'sRestaurant. This will be followed by twoshort presentations, one on medical issuesby an AME and one on customs informationwhen flying into and out ofCanada.From March 31 to April 2 the groupwill be meeting at the Nemacolin WoodlandsResort and Spa in Farmington.Pennsylvania.In May,join us for a great fly in northof the border when we go to Toronto,Canada. Three of our Canadian members(Jack Shipley, Gery Karker and GlynWalters) are setting up this spring fullweekendfly-in event. The date bas notyet been set.For more information, contact me at.-Jeff RosellPage 6062ASS January 2000

IMid-AtlanticBonanza SocietyOn November 13, MABS had a flyinto Wilmington. Delaware, hosted byMickey Kraft. Eleven planes landed atNew Castle County Airpon. We hadlunch at the 94th Aero Squadron restauranttight at the field. Some took acab to Old ew Castle and enjoyed thesights of this histotic city which wasdeveloped ptior to the RevolutionaryWar.There will be no fly-ins for Januaryor February, but the Fly-in/Activitiesgroup headed by Everett Williamsput a great schedule togetherfor the rest of 2000. Hope to see youthere. - Steve OXlllanMABS 2000 Fly-In ScheduleMarch 11 - Reading, Pennsylvania(RDG).Lunch. fo llowed by a lour of theMid At lantic Air Museum. Hos ted byRich and Jeannine Campbell.March t6- t9 - "Lap of Luxury"Weekend, The Cloisler. Sea Island,Georgia. Contact Harold Bast.770-7t9-0638 or c-mait.Apri l t5 - Annapolis. Marytand (ANP).Lu nch fo llowed by a walking tour ofAnnapolis and the Naval Academy.Hosted by Steve and Judi Oxman.May 13 - Hanover County. Virginia(OFP). A party aI the home of Debbieand Chris Sterl ing.June 10 - Williamsburg. Virginia (JGG).Buz Ri ch will be host for an overnight toHistoric Jamestown and WilliamsburgJul y 15 - Old Rheinbeck, New York. Afly-in to the World War I aircraftmuseum.August 12 - Eag le Crest (a private grassstrip just south of Mihen, Delaware).Hosts Joe and Robin Melchiorre invitegroup to taxi in for a pany.September 17 - Tangier Island, Virginia(TG I). A walking tour of the island andlunch at a great family-style restaurant.October 14 - Nemacolin WoodlandsResort and Spa, Farmington, Pennsylvania.This is an overnight at a resort withits own strip. Host will be RichCampbellNovember 11 - Frederick, Maryland.Lunch and shopping downtown.Contact for all except the " Lap ofLuxury" Weekend is Steve Oxman410-956-3080 or e-mail.Australian Bonanza SocietyHere are a few exciting events being planned for your pleasure:A 10-day Safari to Tasmania via King Island and Flinders Island wi ll begin onMarch 3. Registrations are limited to 45 participants. Organizers are Peter and JudithGordon and Peter and Robyn Waterhouse. Also in March another fl y-in is being organized by Mark and Jo Davey to Tyabb and Mornington Peninsu la. The date is yet tobe set.Carr and Ann Hordem are organizing a safari around Australia for August 12 to 26.More details are available on our web site at http://www.ats.com.aulbonanza.Barbie and the BonanzaOne day. not too long ago, I got a call from an old friend who works forMattei who said he wanted to shoot the Bonanza for some Barbie dea l."Any excuse to show off 252V works for me," I said, and arranged to meethim at the airport on a Saturday morning. I made sure that my 1971 modelvintage F33A looked like a 1991. Sitting there gleaming in the summer sunrays she made my hean proud. And if 1 have said this once, I've said it 100times: " I don't need another airplane after the Bonanza."To make a shon story shorter, my friend the photographer showed up, tooksome shots of the airplane, some with me in the cockpit and some without. Soif you should happen to be at your local lOy store and just happen to moseydown the Barbie doll aisle, you can't miss the large Barbie the Pilot box, and ifyou look closely, you' II see 252V and me taxiing past Barbie and her airplane.-Joel KirschnerGlendale, CaliforniaDATESMarch 24-27Apri l 7-101971 Vintage F33A appear inlower right-hand corner of the Barbie Airplane box.2000 SERVICE CLINIC SCHEDULEFBOLOCATIONWindward Aviation Lantana, FloridaUltimate EnginesMena l ArkansasCa ll ABS Headquarters (316-945-1700) to reserve a time slot, or sign up on theService Clinic page of the ABS web site . Cost of theseexcellent one-hour visual inspections is $140 for Bonanzas and $175 for Baronsand Travel Ai rs. lime slots are limited to 32 during each four-day cli nic. Additionalsites will be announced in futu re issues and on the web site.ABS January 2000Page 6063

InsuranceBY JOHN ALLEN, PRESIDEN TFALCON INSURANCEThe aviation insurance industry continuesto stress that all aircraft beequipped with shoulder harnesses.The need for aircraft occupants to usetheir shoulder harnesses seems obviouswhen safety statistics are examined.A study of general aviation accidentscompleted for the FAA's Civil AeromedicalInstitute should be enough to get anypilot or passenger who ignores the useof their shoulder harness to change theirerrant ways. This study estimated that useof shoulder harnesses in light aircraftwould have reduced major injuries by 88percent and fatalities by 20 percent.These are huge numbers that have certainlycaught the attention of the insuranceindustry.The FAA has required that all new aircraftbuilt since December 12, 1986,must have shoulder harnesses installedfor all seats. Members of the GeneralAviaLion Manufacturers A ssociationstarted installing harnesses for all forward-facingseats in 1985. Aircraft builtbetween 1978 and 1985 were requiredby the FAA only to have shoulder har-nesses installed for the two front seats.lt is unfortunate that the bulk of the generalaviation light aircraft was built priorto 1978 and certainly before 1985. Thismeans that there are many aircraft flyingthat do nO! have harnesses to protectthe occupants in a crash.The requirement for shoulder harnessesfor the pilot and copilO! seats wasa good fust step. However, rear-seat passengersin an aircraft face the same riskas those in the rear seat of an automobile.The facts are that seat belts alonedo not offer sufficient protection in theevent of an accident. In fact, lap beltshave caused serious injury when nO! usedalong with shoulder harnesses. It is clearthat all occupants should be offered theprotection of shoulder harnesses, and itis important that all pilots understand thesafety implications of their proper installationand use.If your aircraft is not fitted with shoulderharnesses, it is important to take thesteps to have thi s accomplished. Mostaircraft manufacturers offer shoulder harnesskits for all of their current modelaircraft as well as for some of their earliermodels. This is a cheap price to payfor the safety provided.There also are some reasonably pricedFour out of every 70 generalaviation aircraft do not haveshoulder harnesses installed.after-market kits that do a good job. Thepoint is that good shoulder harnesses areavailable and should be installed and used.The most recent report on shou lderharness installation and use was issuedin 1985 by the FAA's office of AviationMedicine which included the followingsix major findings:The estimated usage of shoulder harnessesis about 72 percent.• About 59 percent of general aviationaircraft have shoulder harnesses installed.This leaves about 80,000 aircraftwithout them.• The retrofit rate is low because of concernsabout cost, fit restricti venessand quality.Information about the cost and availabilityof retrofit kits is not wellpublicized.More education material for pilotsabout the use of harnesses should bemade readily available.If national use could be increased just8 percent, it would mean as much as17 fewer fatalities each year.h seems that the problem with the universaluse of shoulder harnesses by allpilots and passengers is the mistaken beliefthat "accidents always happen to theother guy, and could not possibly happento me." The proper use of lap beltswith shoulder harnesses can mean thedifference between life and death in acrash or emergency landing.The concept of su rvi vability presumesthat accidents wi ll happen. But that thereare certain things that can be done to reducethe effects of the accidents.My experience as an insurance agenthas shown that serious accidents happeneach year. We want to do our best to preventthese losses, but they inevitably happen.And when they do. we want any unfortunateABS members and their passengersto survi ve these accidents withthe least arnount of injury. We know theproper lise of shoulder harnesses willhelp accomplish this.Falcon Insurance is the agency for the officialABS insurance program. John Allen maybe reached at /-800-2S9-4A85 (4227).Page 6064ABS January 2000

'.GroundControlBY NANCY JOHNSONABS Executive DirectorFarewell to my friendThe weekend before Thanksgiving, Iwas looking for a birthday card for mymother-in-law when I came across theperfect holiday greeting for ItzhakJacoby. It showed Santa Claus and arabbi under a sprig of mistletoe. Santa waskissing the rabbi's cheek, with the word"smooch" in a cartoon bubble. Inside, thesentiment read, "Wishing you a holidayfilled wi th mistletoe and Mazel Tov!"Itzhak would have been tickled, and Iwill keep that card in his memory.The November 26 airplane crash thatclaimed the lives of Itzhak, his wife Gailand daughter Alira was reported throughoutthe country. It was terrible in its dimension,beyond the details of its occurrencein a populated area of ewark,New Jer ey.Many hours will go into determiningthe cause of the accident, focusing onboth the airplane and pilot. The investigationis important and will doubtlessyield facts and fault that will lead to someresolution.Emotional resolution will be far moredifficult for his remaining daughter Oritand for those of us who knew and lovedthis fine man and his fami ly.Itzhak was my closest friend and confidantin the Society, and we spent countlesshours on the phone in the three yearssince I came to ABS. I relied on him forhis intelligence, excellent counsel andgood humor. Although our relationshiphad its beginnings in aviation, it evolvedinto a mutual affection that transcendedaircraft issues and Society business.We first "met" via the phone and e-mailin early '97 when he was co-writing thethree-part series on V-tail vibration. Hesubmitted the first draft of the first installment,and magazine editor BettyRowley returned it with my editing notes.Before he read my input, he asked Bettywho I was, although I suspect the questionreally had been, "Who does she thinkshe is ?"To my good fortune, he didn 't holdmy editorial prerogative aga inst me. Astime passed, I was honored to have himsend me the first drafts of his ABS articlesto elicit my journalistic review. Itwas easy work, as he was a superb writer.Clarity of expression was one of hismany allribute .Besides the tail-vibration series.ilzhak authored or co-authored six otherarticles for theABS Magazine in the pastthree years. Each evidenced his pre-eminenceas an aviator and as an authorityin preventive and aerospace medicine.Hi s va lue to aviation in general and tothe Society specifically shines throughin the words he left behind.Equally important, Itzhak had funwriting for us and frequently complainedthat his busy schedule precluded himfrom doing more of it. His final articleappeared just last month, "Extending thecomfort zone." When returning my editsof this article on the delicate subjectof flying and the call of nature, I teasedthat it should be titled. "To pee or not topee." From that point on, he delighted inreferring to it as hi "pee" article.Actually, one of my favorite ofItzhak 's articles wasn't in theABS Magazine,but in The 10l//'llal of/he AmericanMedical Association titled, "Evidenceand Consensus." (lAMA, May 27, 1988).In it, he gently took to task the medicalcommunity for using "group judgment"rather than research and evidence toachieve consensus on medical issues. Hewas a bit of a rabble-rouser, truth be told.ilzhak's personal favorite among hisABS articles appeared in the October '97issue, "Flight to the Canadian Wilderness."It was a travelogue about a tripwith his daughter Orit. He spoke oftenof her, wistfully noting the prospect ofher eventual departure as she grew intoa woman of substance. I remember thetremendous pride in his voice when hereported that she was graduati ng at thetop of her architecture class at Princeton.I think the fact that he was the fatherof high-achieving daughters and husbandof an accomplished professional womancaused Itzhak to take a special interest inmy success at ABS. His protectiveness wasendearing, and I appreciated his words ofadvice about courage and proactivity inhelping lead the Society.Of all his qualities, I most loved hissense of humor. Many times he wouldcall just to share ajoke or humorous anecdote.Let it now be known that Dr.Itzhak Jacoby was the first to tell me aViagra joke: Q: What's the difference betweenGentile wives and Jewish wives?A: Gentile wives urge their husbands toget prescriptions for Viagra. Jewishwives urge their husbands to buy stockin Pfi zer Corporation.Proof positive that for all his diplomacy,my friend wasn't always politicallycorrect. But he was wonderfullyfunny nonetheless.I last saw Itzhak at the San Diego conventionin October. It was the second day,and I spied him talking with a group offriends. I went up and hugged him, to hispuzzlement, since he insi sted he hadhugged me the previous day. I accused himof experiencing a "senior moment:' as Icertainly would not forget an "Itzhak hug."On reflection, during these days of sadness,I realize I was mistaken. I'm as sureas he was that we hugged on that first day.I will always hold him close. --@-ABS January 2000Page 6065

C I da e n a r2000FEBRUARY10-14 - Southeastern BonanzaSociety Fly-in. Maralhon, Florida.Contact Tom Styer, 305-743-5052.11-13 - BPPP, Inc. (lnitiaVRecurrent)Orlando, Florida . Cutoff date: 1-21-00. Contact Pam Bailey at BPPP, Inc.at 970-377-1877 or fax 877-694-3600.19 - Northeast Bonanza Grouplunch fly-in. Oxford, Connecticut(OXC). Contact Jeff Rosen, 978-777-2805, fax 978-777-5929 or e-mailjrosen@libertylink.com.25-26 - flying Dentist AssociationPacific District Fly-in. Tucson,Arizona. Contact Pau l Hoffman at520-648-5551.25-28 - flying Dentist AssociationWestern District fly-in. Park City,Utah. Contact Ray Rhoades at913-782-8900 at 520-648-5551.MARCH10-12 - BPPP, Inc. (Initial/Recurrent)Austin, Texas. Cutoff date: 2-8-00.Contact Pam Bailey at BP PP, Inc. at970-377-1877 or fax 877-694-3600.11 - Mid-Atlantic Bonanza Societylunch Fly-in. Reading, Pennsylvania .Contact Steve Oxman, 410-956-3080 or e-mail sDxman@oxko.com.16-19 - Southeastern and Mid­Atlantic Bonanza Societies Fly-in."Lap of Luxury" weekend, TheCloISter, Sea Island, Georgia.Contact Harold Bost,770-719-0638 or e-mai l.24-27 - ABS Service Clinic. WindwardAviation, Lantana, Florida.Contact ABS Headquarters.31 -4/ 02 - Northeast Bonanza Groupfly-in. emacolin Woodlands Resortand Spa, Farmington, Pennsylvania.Contact Jeff Rosen, 978-777-2805,fax 978-777-5929 or e-mailjrosen@libertylink.com.APRil5-8 - Pre-Sun 'n Fun Formationfiring Clinic. Tallahassee, Florida(T H). Contact Mark Chamlis at850-877-9477 or fax 850-877-1045.7-9 - BPPP, Inc. (Initial/Recurrent)Fresno, California. Cutoff date: 3-24-00. Contact Pam Bai ley al BPPp, Inc.a! 970-377-1877 or fax 877-694-3600.7-9 - Pacific Bonanza Society fly-in.Tucson, Arizona. Contact SteveWalker, 425-867-9443.AMERICAN BONANZA SOCIETY HEADQUARTERS1922 Midfield Rd.lP.O. Box 12888/Wichila, KS &7277Phone: 31&-945-1700 - Fax: 31&-945-1710Web Sile: http://www,bonanza.org - e·mail: bonanza2 Q"rbonanza.org7-10 - ABS Service Clinic. UltimateEngines, Mena, Arkansas. Contact ABSHeadquarters.14-16 - BPPP, Inc. (I nitial/Recurrent)Columbus, Ohio. Cutoff date: 3-27-00.Contact Pam Bailey at BPPP, Inc. at970-377-1877 or fax 877-694-3600.15 - Mid-Atlantic Bonanza Society lunchfly-in. Annapolis, Maryland (A Pl.Contact Steve Oxman, 410-956-3080 ore-mail soxman@oxko.com.MAY4-7 - Southeastern Bonanza Society flyin.Savannah, Georgia. Contact KentIngram, 803-564-5085.12-14 - BPPP, Inc. (Initial/Recurrent) 51.Paul, Minnesota. Cutoff date: 4-10-00.Contact Pam Bailey at BPPP, Inc. at970-377-1877 or fax 877-694-3600.13 - Mid-Atlantic Bonanza Society Fly-in.Hanover County, Virgin ia (OFP). ContactSteve Oxman, 410-956-3080 or e-mailsoxman@oxko.com.TBA - Northeast Bonanza Group fly-in.Toronto, Canada. Contact Jeff Rosen, 978-777-2805, fax 978-777-5929 or e-mai ljrosen@libertylink.com.JUNE2-4 - BPPP, Inc. (I nitial/Recurrent)Spokane, Washington. Cutoff date: 5-10-00. Contact Pam Bailey at BPPP, Inc. at970-377-1877 or fax 877-694-3600.10 - Mid-Atlantic Bonanza Society fly-in.Williamsburg. Virginia OGG). ContactSteve Oxman, 410-956-3080 or e-mailsoxman@oxko.com.23-25 - BPPP, Inc. (Mountain Flying)Colorado Springs, Colorado. Cutoff date:5-20-00. Contact Pam Bailey at BPPp, Inc.at 970-377-1877 or fax 877-694-3600.24-29 - flying Dentist Association 2000National Meeting. San Diego, California.Contact Winnie Huston at 714-994-1212.JULY6-9 - Southeastern Bonanza Society Fly-in."Music City USA." Nashville, Tennessee.Contact Troy Branning, 803-359-2148.15 - Mid-Atlantic Bonanza Society fly-in.Old Rheinbeck, New York. Conlact SteveOxman, 410-956-3080 or e-mailsoxman@oxko.com.26-8/ 01 - EAA AirVenture Oshkosh.Oshkosh, Wisconsin.TBA - Pacific Bonanza Society fly-in.South lake Tahoe, Nevada. Contact EdSmith, 702-656-8135 or e-mail.AUGUST12 - Mid-Atlantic Bonanza Societyfly-in. Eagle Crest (south of Milton,Delaware). Contact Steve Oxman,410-956-3080 or e-mailsoxman@oxko.com.SEPTEMBER7-10 - Southeastern Bonanza SocietyPre-Convention Fly-in. Biloxi,Mississippi. Contact Harry La coste,228-255-8796 or e-mailHTlVBl@aol.com.10-13 - ABS Convention.San Antonio, Texas. Contact ADSHeadquarters.17 - Mid-Atlantic Bonanza Societfly-in. Tangier Island,Virginis (TGI .Contact Steve Oxman, 410-956-3080or e-mai l soxman@oxko.com .22-24 - BPPp, Inc. (lnitiaVRecurrent)little Rock, Arkansas. Cutoff dale:8-21-00. Conlact Pam Bailey at BPPP,Inc. at 970-377-1877 or fax 877-694-3600.22-25 - Pacific Bonanza Society flyin.Victoria, British Columbia,Canada. Contact Steve Walker,425-867-9443.OCTOBER6-8 - BPPP, Inc. (Initial/ Recurrent)Fresno, California. Cutoff date: 9-21-00. Contact Pam Bailey at BPPP, Inc.at 970-377-1877 or fax 877-694-3600.10-12 - NBAA Annual Meetinll & Convention.New Orleans, LouiSIana.14 - Mid-Atlantic Bonanza Societyfly-in. Nemacolin Woodlands Resortand Spa, Farmington, Pennsylvania.Contact Steve Oxman, 410-956-3080or e-mail soxman@oxko.com.20-22 - BPPP, Inc. (Initial/Recurrent)Nashua, New Hampshire. Cutoffdate: 9-20-00. Contact Pam Bailey atBPPP, Inc. at 970-377-1877 orfax 877-694-3600.20-22 - AOPA Expo. Long Beach,Ca liforn ia. Phone 301-695-2000.NOVEMBER3-5 - BPPP, Inc. (Initial/Recurrent)Greensboro, North Carolina. Cutoffdate: 10-12-00. Contact Pam Baileyat BPPP, Inc. at 970-377-1877 orfax 877-694-3600.11 - Mid-Atlantic Bonanza Societylunch fly-in. Frederick, Maryland.Contact Steve Oxman, 410-956-3080or e-mai l soxman@oxko.com .30 - 12/3 - Southeastern BonanzaSociety Fly-in. Freeport, Bahamas.Contact Harvey Kriegsman,407-725-9226.Page 6066ABS Ja nuary 2000

"- F.n g in ~ -...... -... ,.... ~ .-,­ ,,­,.--~­:-~--=~:=-- .=~~ - --...... O;"MoouI ..... 1O ... "'-'