February 1999 - American Bonanza Society

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"/ traded l1Iy previously perfectly good aircraft (Cess1Ia 172-RG) for all F33C Bonanza, N249SL(more affectionately knowll as Two Four Niner Sweet LipS)."- WilliQIII R. Vcll1ce1978 F33Cor reasons unknown 10 me al Ihelime-and complele conslernalionand disbelief from my wife-inmid-1997 Ilraded my previously perfeciC-I72RG for an F33C Bonanza, N249SL(more affectionately known as Two FourNiner Sweel Lips).This aircraft has an interesling hislory.Afler il was born in 1978, il was purchasedby Ihe Royal DUlch Flying Academy(The Netherlands), which laler becameKLM Advanced Flighl School. IIwas used to Irain KLM pilols in unusualalliludes and lighl aerobatics. The aircraflregislralion was Ihen G-BTFN.In OClober 1991 , Ihe aircrafl was sold10 Ihe Siapieion Flying Club al SiapletonAerodrome in Essex, England, where ilremained until February 1997. II was reregisteredunder British regislration numberPH-BNF.The aircraft was flown to Houston,Texas, in March 1997 where it underwenta complete and extensive refurbishing thatincluded a new light grey glove leather interior,new paint. new linted 0' Shannon3/8-inch-thick windows and windshield, athree-blade McCauley prop, etc.I have some other additional goodieslike Stormscope, elc. in the planningstage for 1999. The paint scheme is whilewi lh lighl grey and black slripes andblack melallic checkerboard on Ihewinglips and lip of Ihevertical stabilizer.The aircrafl is Iheaerobatic model wilha Continental 10-520engine. This machineis really a delighl 10fly and solid duringaerobatic maneuvers.Siandard recoveryfrom rolls, spins andloops is easy and effonless.copilot,The transition from the C-I72RG 10Ihe Bonanza was nOI difficult at all as Iheaircrafl is very docile and very slable,making for an excellent instrument platfonn.Basically, the only surprise so farwas the first set of logbooks-all handwrillenin Dutch. It nearly drove me andmy mechanic nuts trying to translate thestuff. Finally, the Dutch consulate came10 Ihe rescue and the logs were Iran slatedinto English (sort 01) and, as expected,no major surprises were found.This aircraft is used primarily for funand cross-country flight s wilh the familyin the order of 400-500 nm. Sometimethis fall , we are planning a trip tothe Cayman Islands. I'll let you knowhow it goes.The aircraft is hangared at all timesand il is based al West Houston Airport(TWS).-William R. Vallce, HOIIS/Oll, Texas

BONANZA OF THE MONTHCover: Wi ll iam R. Vance of Houston, Texas, in his 1978 F33C Bonanza, anaerobatic model w ith a Continental 10-520 engine. . ... .. ...... .. . 5559(lSSN 0161 -3545)Published byAMERICAN BONANZA SOCIETYOrganized January 1967ABS EXECUTIVE DIRECTOREDITOR IN CHIEFNancy JohnsonPUBLI CATION OFFICE1922 Midfield RoadP.O. Box 12888Wi chita, KS 672773 16-945-1700Fax 316-945-1710ASS web site: hltp://www.bonanza.orgASS e-mail : bonanza2@bonanza.orgSend articles/letters to theabove address/fax/e-mail.EDITORBetty RowleyASSOCIATE EDITORTom HutchinsonDESIGN EDITORJim SimpsonDISPLAY ADVERTISING DIRECTORJohn Shoemaker2779 Aero Park Drive. P.O. Box 968Traverse City, MI 496841-800-773-7798, ext. 3317FEATURESGUEST EDITORIALBy Bryall Lewis, Teledyne Conlillelltal MOlOrs ... . .......•.. . _ . _ .... 5561HURRICANE MITCH IN HONDURASBy George De Tray ......... . .......... . . • . . . . _ . . . . . • . _ . . . . .... 5562TIPS ON AN AVIONICS UPGRADEBy George Wilhelmsen ... . ........... . ......... .. ....... . 5570COST OF CONVERTING FROM AN 10-470-C TO AN 10-520-BABy Sleven Oxman . ........................ . ................... 5572REG ARDING THE USE OF GAMljECTORSBy Kennelh E. SUllon ..... . ........... . .... . .•.....• __ • . • .• .... 55741999 CD-ROM NOW AVAILABLEBy Ron Vickrey. . . .. . ....... .. .. _ . . . . . . •. _ . . . . . _ ... .• .... 5576FLIGHT TO ARGENTINABy Madeleine DUpOlI1 de Bock ............ .. .... •. •. • .•...... . .. 5589NOMINATIONG COMMITIEE REPORT . . _ . _ . __ . _ . _ . . _ . _ .... _ . . 5592DEPARTMENTSCOLVIN'S CORNER . .. .. . . . 5564by Neil Pobanz and Arky FoulkFORUM . ................ 55 77INSURANCE . . . . . . .. . .... 5580Preveming aircraft theftby John Allen. Falcon InsuranceAVIONICS ......... . .... . 5S81Archangelby Jim HughesSHOP TALK ........ . •.... 5583by Lynn JenkinsCUR REN TS .............. 5585.. Reconditioned crankcasesby Lew GageREGIO NAL NEWS ..CALENDAR . . .... .BPPP SCHEDULE •... _ 5579 SERVICE CLINIC SCHEDULE . _ .. 5579Support the American Bonanza Societywith a Life Membership for $1,000559 15593PRINTERVillage Press, Traverse City, MichiganAMERICA,~ BO~NZA SOCIETY MAGAZINE is publishedmonthly by !he Americdn Bonanza Society at tileWichita Mid,Continent A.ifpo r ~ 1922 Midfield R()

THE "MARRIAGE" BETWEEN BEECH AND CONTI ENTAL has been long and, with the exception of a fewdalliances li ke Duke and 56TC, quite loya l. I believe after meeting Bryan Lewis at Oshkosh and li stening to hisquestion and answer period during the SI. Loui s Convention, our members will continue to enjoy the support of thi scombination.Brya n handled questions that informed us about future engines and Continental's opin ion concerning the"lean of peak" issue. Brya n and AI Beech have been contri butors to the ABS Magazine and we look forward to theircontinued straight-forward information from the manufacture r.I especia lly thank Bryan for his enthusiastic wi ll ingness to support our Service Cl inics with technical resourcesthat provide information and promote safety. - Bill Carter, presidentGuestEditorialBY BRYAN LEWIS, PresidentTeledyne Continental MotorsGreetings again to ABS membersfrom Teledyne Continental Motors. Onbehalf of the employees of TCM, let mebegin by wishing you a successful andsafe New Year. I would like to take thisopponunity to share with you some ofthe things TCM plans to bring to youduring the New Year.ABS MAINTENANCE CLINICS1 will begin with our plans for thepopular ABS maintenance clinics. Overthe past two years, TCM has participatedin the ABS maintenance clinics by performingHealth Check'M inspections onBonanza and Baron aircraft based on theTCM TopCare'" Program.The Health Check inspection includesa cylinder leak check, engine timing rc-ABS February 1999view, cylinder borescope and enginecompartment assessment. From thesevarious inspec tions, AI Beech, who hasheaded the TCM clinic teams, has identifiedcertain items that are freque ntl ynoted as discrepancies in these inspectionsand should be checked on a regularbasis to help keep your engine installationin the best condition.The top fou r discrepancies AI hasnoted during these inspections are: I)engine baffles and seals in need of repair,2) improper alternate ai r door riggingthat allows the engi ne to breath unfilteredair, thereby creating the potentialfor the introduction of abrasive contaminants,3) improper timing of themagnetos, and 4) throttle linkages that areimproperly torqued, opening the possibilityof control link age wear. These fouritems should be included in your checklistas you roll out your airplane for thefirst time in the new year.The overall response to TCM 's participationin these clin ics by the ABSmembership has been excellent. We arepleased to announce that TCM will continuethis program for 1999. We also hopeto again host one of these clinics at ourCustomer Support Center in Fairhope,Alabama, during the comi ng year.HEALTH CHECKS AT CSCAdditionally. TCM will introduce thisHealth Check inspection program on aregular basis at our Customer SupportCenter beginning in the second quanerof the year. If you are in our neighborhood,stop by and see us.The Southeastern and SouthwesternABS regions are scheduled to have a fl y­in to the factory for lunch and a plant touron April 30. A Health Check inspectioncunic will also be conducted during thiseven t. We hope you will join us.GET YOUR HEALTH CHECKSON THE WAY TO SUN ' N FUNIf you're headed to the EAA Sun 'nFun this year, you may wa nt to scheduleyour trip so that you can spend some timeat the Fairhope Customer Suppon Centeron your way to or from Lakeland,Florida. TCM will conduct engine HealthCheck inspections at Fairhope beginningthree days before the show opens (April8) until two days after it closes (April 19).The details of our Cu stomer SupportCenter Health Check inspect ion clinicand the events planned around Sun ' 0 Funwill be available on our web site beginningMarch I, 1999. Participation wi ll beby registration only and we hope to seemany of you at Fairhope. TCM will alsohost a barbecue at our facility oneevening prior to the EAA show, the exactdate of which will be posted on theweb site www.tcmlink.com.REDESIGN OF TCM WEB SITEIn a previous anicle the TCM web sitewas briefly mentioned and I would liketo bring you up to speed on what we believewill be some very exciting developmentsat www.tcm link.com in 1999.To date, our site has been used primarilyfor the dissemination of service, maintenanceand safety related data. The basicsite is now undergoing a lotal redesignthat will allow us to bring even morevalue to you as an owner of a Continentalpowered aircraft through the technologyof the Internet.As a result of the redesign. the AviatorServices and FBO Services programsdiscussed in the August 1997 issue of theABS Magazille will soon become avail ­able directly from our web site.The Internet will allow these programsto become truly global and will allow uscomilllled all page 5590Page 5561

Bonanza provides wayfor medical relief team to give assistance to victims ofI1UITITICllI1E I1ITCI1 1I1110I1DUMSBY GEORGE E. DeTRAY, Lake Tapawingo, MissouriOn November 13, a team of four departed from Grain Val $50 for landing at the first airport in Mexico and about $2 perley airport just outside Kansas City in my V35B Bonanza gallon for fuel and handling fees.headed for San Pedro Sula, Honduras, and then on to San Pedro Sula was not yet open for commercial flights.Tegucigalpa. The group consisted of Jim Christenson, The airport had been under 4 to 6 feet of water and the mud waspresident of La Buena Fe Foundation, Aracely Sierra still being cleared off some of the taxiways and roads. The areaChristenson, a Honduran doctor wbo11'1-----------returned to help her people, which had been the old terntinal was being used for the militaryher daughter Erica and me. We were the advance part of a medi- and civilian relief effort and we were directed there. We hadcal team of doctors and nurses 200 pounds of medical suppliesof La Buena Fe Foundation, awbich was fortunate becausenot-for-profit organizationtbe other medical supplies,wbich has run a clinic and teachingfacility in Honduras sincearrived a day late. Our 200flown in by commercial carrier1955.pounds of supplies, which hadFlying to New Orleans International,we spent the night andprime importance, kept thebeen carefully selected forstarted off early the next morningLFR to Cozumel. HoustonThe activity at the relief end .--..team operational.Center informed us that withoutof the field was fantastic. Austra-UHF we would have to climb to jim Christenson, Aracely Sierra Christenson, her daughter Erica lia had diverted a ship of rice to18,000 feet for the mid-part of and pilot Edd DeTray with his Bonanza. San Pedro Sula tower inour crossing. Our choice was to the background.go VFR. I had oxygen aboard and 3047W is turbonorrnalized,but we chose to stay at 1I ,500 feet for the crossing. We had afive-man life raft, life jackets, emergency kits and flares aboard.The crossing took 3.48 bours to Cozumel and another 1.5 hourson to San Pedro Sula.We were not required to clear customs in Cozumel becausewe did not enter the country. The expenses there were aboutthe harbor, and this cargo, alongwith dried milk and other supplies,was being hauled to the airport by tractor-trailer to beloaded on C130s, Hercules and helicopters, for delivery to villagesinaccessible by roads.The government workers, military and civilians all workedtogether to get the job done. Just like us, everyone was ready todo what was needed.Fuel was available there and at Tegucigalpa, but they pre-Relief supplies came pretty much a5 people sent them. Someplastic water banles broke with altitude, but 90 percent were ingood shape, were handled with care and reached people withreal need.~~~~;;:"Th.~ Housesriver in"-'"normally 8-10 feet lower than shown.everything ;n the picture.Page 5562ABS February 1 999

ferred we fuel there, so we did. Fuel was about $3.80 per gal­Ion. When we left New Orleans, we were told that the large-----. planes were encountering landing fees of $6,000 to $10,000.What we found was that there were no charges for landing orparking if we were pan of the humanitarian relief effon.Monday afternoon we flew on to Tegucigalpa, about a 50-minute flight, at 10,000 feet, !FR. Tegucigalpa is at an altitudeof 3,294 feet with a 6,132 runway. It is almost always cloudy,and visibility is sometimes down to 400 feet with seven or eightmountain peaks ranging from I, I 00 feet to 4,219 feet above theairpon and within 10 miles.The airpon was busy with 727s, an airbus, (which was shootingapproaches with Honduran authorities, who approve all commercialpilots making their approaches), Hercules, C 130s, DC3s,etc. Planes were landing about every 10 minutes all day long atthe airpon which normally has about six flights a day._The FBO there is run byCeCessna, and they probablyhave IS small planes stationedthere. They were handling panof the relief effort to the outlyingareas, although the major effonwas across the airport at themilitary base where the helicopters,C 130s. Hercules and oth-ers flew in and out with supplieson a regular basis.The nations of the world werethere and were appreciated bythe Honduran s. The Mexicangovernment, even though hard-pressed with disaster in theirown country, sent a gro up of what we would think of as Seabeeswith caterpillar tractors, large back hoes, dump trucks and otherequipment, and they really made a difference in the infrastructureof that city. Planes came from Japan. The hotel where Istayed two nights was full of Japanese military personnel helpingin the effort. Planes came fro m all over the world with sup-Tips on how to be part of the solutionwithoutadding to the problem.I . Work with a qualified disaster relief team. People who havedone it before will help you avoid mistakes.2. Check in with and work through the government of the countryof the people you intend to help.3. Make sure you have enough gas to get back and that yourplane is in good shape. Your last leg into the disaster areashould be a short one.4. You and your team need to be qualified, have a service you knowis needed and that you can perfonn and have enough people whoknow the local language to make your mission a success.plies and sometimes people to help with the relief effon.Missionary Flights International was there with one of theirDC3s. Kenny Gumpel, an A&P mechanic and a pilo~ flew loadsof supplies out every day I was there.Another pilot from Wichita flying an Air Force version of aTwin Beech said he was in Honduras seven or eight years beforeon a relief team doing inoculations-a three-shot seriesbeing given awhile apart. They gave 600 the first day and onthe second day discovered they didn't have the serum for thesecond shot. "If I had a plane, I could solve this problem," hethought. So when Mitch struck, he had a plane and headed southto help. He went to the Catholic Monsignor who was in chargeof pan of the relief effon, and was able to transpon 20,000pounds of supplies to La Ceiba, an airpon otherwise inaccessiblebecause of washed out roads and bridges.I had been losing manifold pressure at altitude since depart­ing Cozumel and decided that Ineeded to get it fixed before Ileft Tegucigalpa. I ordered anew turbine, which took twodays shipping time and after installingit, found a long crack inthe intercooler. The mechanicknew what needed to be done andHarry Maderra, a pilot atCeCessna, who speaks Englishwell, was a big help. The intercoolerwas patched and the planeperformed to specification.1 fl ew back to San PedroSula, picked up my crew and flew back to Kansas City, by wayof Cozumel, New Orleans and Little Rock, Arkansas. I had toswitch to lFR going into New Orleans and left Little Rock thenext morning IFR, arriving back at Grain Valley before noonon Monday.I feel this trip was one of the more rewarding things that I haveever done and I am grateful that I was privileged to participate.~There were only two usable bridges across Rio La Puera (riverat Tegucigalpa). This is the ro"d that led to the bridge. No carswere allowed over the bridge. Foot traffic was like this from 7a.m. untitl0 at night. There was a curfew from 11 p.m. untitSa.m. and no one was allowed on the street.ABS February 1999Some buildings had six inches of mud on the third andfloors. It was thrown in the middle of the street and later hauledaway.Page 5563

Bonanza pre-purchaseinspectionDavid BeauchaineVancouver, WashingtonQ : I am very much interested in learn·ing how to buy a used F33 or V35. I justordered the ABS CD-ROM and expectto get a lot of information from that. Oneof my main questions is when an aircraftis on the other side of the country, whatis the best procedure to have the aircraftinspected? Should I send my local mechanic,who I know and trust and whowill maintain the plane. or perhaps callone of the mechanics who advertises inthe ABS Mllga~ille to do a pre-purchaseinspection? I'd appreciate any comments),ou could make, especially on which ofthe CD-ROM articles are the best on buyinga used F33 or V35.One more question: The plane I amlooking at has a Bendix FS-810 autopilot.Do you have any information on thereliability of this unit? I can't find anyinformation about it.A : If you call us with the location ofproposed aircraft, we'll try to provide thenames of any nearest mechanics we feelare capable. Certainly, sending your ownmechanic is a good way to go if he knowsBonanzas. Even if he doesn't, you maystill walll him to participate in the inspectionwith someone who is experienced.The Bendix autopilot is an old unitand not noted for reliability or ease ofrepair. Not all shops have the experienceor test equipment to repair them. 1 suggestyou talk with your local avionicsshop to determine their capabilities andPage 5564to get their opinions.The search engine on the A BS CD­ROM is great so you shouldn't have anyproblems finding everything written onany topic over the past 30 years. We recurrently working on a CD-ROM updateto include the 1997-98 magazine issuesplus AD, STC, AIM and FAR databases.This new edition should be avai lable bythe time this is publi shed. Those whobought the original version will be ableto exchange it for a reduced price.-NPG33 alternator vibrationproblemHal HuntScottsdale, Arizonan: I am having an alternator mountp~lem. It began when I had the 60 ampereFord alternator rebuilt with a newmounting half because of excessive wearin the mounting base where the boltpasses through. New mounting hardwarewas installed. Since then, on two occasions.the main output lead and the fieldlead have both broken at the alternatorterminals. After installing beefier connectorrings, this has stopped. On recentinspection, however, I found the mainmounting bolt was broken! The belt wasrightened to 13 ft/pounds. What is theproblem and what do 1 do about it?A: When the parts become worn. youdefinitely will tend to have more problems.Usually the washer stack is not thesame as recommended and the bolt isn' ttight enough. TCM offers a shock mountkit for rhe original generator installationand this is also approved for the altern a-tor as it uses the same mount.I consider a belt is tight enough if Icannot spin rhe pulley, but am still ableto see some flex in the belt. Out-of-balancecrankshafts also rransmit a lor ofvibration to the drive pulley. If this is thecase, the belt will really jump aroundwhen running. When dynamicall y balancingan engine/prop, it's advisable toput a pickup on the back of rhe engine aswell as up front.-NPF33A manualsGerald CoxVirsinia Beach, Virginian: I am the new owner of a 1986F:rlA and would like to obtain as manymanuals (maintenance, parts, etc) as Ican. Where is the best place to obtainthem?A: Congratulations on your new aircraft'I suggest you contact one of theapproved Beech service centers to cnsurethat you receive the most current versionsof the manuals you want. Piedmont atNorfolk, Virginia, 757-857-3413, shouldbe able to help you. Eventually, you maywanr to try ATP's system, which has allrelevant material but currently is expensivefor an individual's personal use.-NPK35 Pathfinder autopilot repairWard CombsOmaha, NebraskaQ: I'd like to know if you can recommendsomeone who could repair a PathfinderPT2 autopi lot in a K35 Bonanza.The plane is located in the Omaha-Lin-ABS February 1999

coin . Nebraska, area. Any suggestionswould be greatly appreciated.A: u.s. Avionics (3 10-375-9898) andAstronautics (414-447-6204) are currentlyour best contacts forthis repair. Ifany members have had success withother shops, please let us know.- NPF33A overhaulvs. factory remanBob FinleyGoldsby, OklahomaQ: My newly acquired F33A has justover 1,500 hours SMOH. Oil consumplionIS about eight hours/quart and compressionsare in the mid to high '70s. Thecyltnders have not been off the aircraftsince the overhaul in the late ·80s. Obviously,the job was done right and theprevIous operators of the aircraft had allthe ducks in a row. The crankshaft is non­VAR so it must be replaced at overhaul.The existing engine was a factory remanto about 1979 and field overhauled in1988.Even though the oil consumption andc~mpress ion s are very acceptable, I realtzethat realistically an overhaul iswithin a year or so. I will fly the aircraftapproximately 125 hours per year. I planto do some homework before the timeoccurs in order to have my strategyplanned.I hear that a factory reman wi ll increasethe sell ing price of the aircraft bylip to 10 percent. I also know that a localeng ine shop can overhaul the enoine forsomewhere in the $10,000 to S I2,OOOarea, which is about $6,000 less than thefactory reman. I expect to own the aircraftfor 10 years or so. What is the truestory concerning factory reman vs. fieldoverhau l.Additionally, I have been told that myheavy case BA 520 can be line bored toconvert it to a BB model. Since I have tobuy the new VAR cran k anyway, whatwou ld I gain by converting from BA toBB model engine?The temps on my engine are very acceptable,however, the baffling is show­Ing lots of wear and lear. T have seen thenew style baffling that is needed for the300 HP 550 models. Is there any realadvantage to converting to it with the 285HP 520 engine? There seems to be a sionificanlcost difference in repairing theexisting baffling compared to convertingto the new style.ABS Fe bruary 1999A: Since you must purchase a newcrankshaft, I doubt that the local overhaulwill be much less than a factoryreman. The factory includes the newcrank plus you also get new cylinders andpistons. The seventh stud requires abaffle conversion on the F33A. The twobaffle pieces, tight forward and left aftare about $1,000. [ would consider repairingthe baffles, go with a factoryreman exchange, realize a possible increasein resale value and suffer the leastamount of downtime during the enginechange.-NPF33 conversion to F33ADan HurleyKilty Hawk, North Carolinan: I am shopping for an earl y '70s33:'1 ran across an F33 that had been convertedto an F33A. When I inquired aboutIt, I was told that the useful load was only928 pounds. This seemed unusually lowcompared to other 33s I have seen. Hehas the usual panel toys, but nothing specIal.Can you offer an explanation?A: The original 3,050 pound grossweIght of an F33 is significantly less thanthe 3,400 pounds of an F33A. Even withthe engine change from the 10-470, 225HP to the 10-520. 285 HP, the ai rcraftgross weight remain s at the orioi nal3,050 pounds unless the STC includes agross weight increase. In addition, nowyou have a heavier engine with a correspondinglyhigher empty weight.-NPBaron heater shutdownJames HooperWebster, MinnesotaQ: We have been in a discussion aboutthe proper way to shut down a heater ina Baron. It is my contention that. althoughit probably doesn't make muchdifference in flight. the proper way is topush the temp control all the way in tothe coolest temp then wait until you feelcool alf before shutting off the heaterswitch.Another Baron owner says turn it offand on with the switch and leave the tempcontrol alone untt! you need a differenttemp. When on the ground. turning offWIth the switch only, you would stop thealf flow WIth a hIgh temperature remaintOgwithin the heater. In other wordsbetter to use the blower to cool the heater:We can't find anything in the book.Would you have any information on thissubject?A: Check Section VII, Systems Descriptionin the POH. Although it maynot state specifically, if you turn theheater switch to "off" in flight a few minutesprior to landing, the heater wi ll cooldown without moving the temperaturecontrol. The blower will not run in the"heat" or "blower" position with thelanding gear in the up position.On the ground, I recommend switchingbriefly to the "blower" position tocool the heater down and avoid blowingthe overheat fuse. You can just switchfrom "heater" to "blower" withoutchanging the temp control or you canreduce the temperature control and cooldown first in the "heater" position.-NPBaron auxiliary fuelScoN SeiboldLas Vegas, NevadaQ : Do you know of anybody offeringaux fuel capacIty such as tip tanks forthe Baron D55 or 56TC?A: Other than the factory installed optionalfuel tanks, Colemill is the onlyother source for Baron aux tanks. lostallationsvary by model and depend on thecapacIty of the existing tank installations.The B55 Baron is STC'd for wi ngletswith an additional 15 gallons per side.Colemlll (615-226-4256) is located inNashvi lle, Tennessee.-NPIO-470-C fuel pumpD eon SchroederVancouver, WashingtonQ: Where can I find information onthe fuel pump for an 10 470-C? CoLvin'sClinic talks about the problems but doesnot have enough detail. I have the engineparts catalog, but it shows the pumpas one part. I would like to find an overhaultype of publication if one is available.A : \' m not sure which type pump youhave but Aircraft Systems (815-399-0225) and Aircraft Accessories (800-255-9924) overhaul most of the commonpumps. They have been helpful with informationto members. Essco (30-644-7724) has service manuals for most commoncomponents.- PPage 5565

835 electric boost pumpjoe SalernoPrescott, ArizonaQ: I would like to obtain an STC andelectric fue l pump. I want to install thepump on my B35. I have an E-225 engineand I need a pump that produces 9to II psi. Can you advise me where topurchase the pump and STC?A: Rich Aviation (805-486-6760) hasWeldon pumps and Warren James (9 I 8-786-4506) has an STC for the Dukespumps for early model airplanes.- PA36 electric fuel pumpquestionsCary WeeksWinmalee, NSW AustraliaQ: We have an A36 Bonanza thatseems to have low output from the electricfuel pump during engine primingprior to engine start. What sort of fuelflow should I expect to see during priming?At the moment I am only seeing 11to 12 gph on the fuel flow guage.While there is never a problem withengine starting, 18 months ago I wouldsee 14 gph during prime. The fuel flowfrom the engine driven pump duringtakeoff and all other phases is normal.A: The output of the Dukes pump priorto installation of the updated vanes wasusually 14 to 15 on the panel gauge.Upon installation of the new vanes, manywere showing only 8 to 12. However.when tested on the !low bench (only wayto be sure), they met minimum !lowspecs. If you've seen a decrease withoutmaintenance. I would have it overhauledand updated.Q: Where on the airframe is the electricfuel pump mounted?A: The pump is under the left side wallby the pilot's feel.Q: Is there an expected timed life onthese fuel pumps? I can't find an y recordin the logs to say it has previously beenoverhauled although it could appear ona 100 hourly worksheet somewhere priorto our purchase a few years back. Myonly concern with this is that if the enginedriven pump was to fail, then theelectric pump may not supply enoughfuel to the engine under higher poweroperations.Page 55&&A : These pumps are listed as "on condition"to change or repair. One point toremember jf you acrually have an enginedrivenpump failure in flight and have tooperate on the aux pump: You can tryadjusting power (throllie selling) towhatever fue l flow you have to sustainflight, whereas at full throttle, it may notrun. Conversely, if it puts out too muchand the engine runs too rich. manualleaning may give you more power. Itpays to discuss this with a mechanic ifyour fli ght instructor isn't intimate withthe TCM fuel injection system .-NPSingle yoke instrumentflight testMike ParkinsonPinckneyville, IllinoisQ: I am completing fFR training inmy 1960 Debonair. I have not been ableto locate a local exami ner who will givethe IFR !light test in the Debonair becauseit has a throwover yoke. Do youknow of an examiner anywhere closewho will give the exam in the Deb? Obviously,I could travel to take the exam.The most conveniemlocations are Tulsa.Oklahoma. or SI. Louis, Missouri . If needbe, I could travel to Wichita. Kansas.Thanks for yo ur help.A: The si ngle yoke is legal for theexam at the prerogative of the examiner.However. I would not be surpri sed if youhave trouble finding an examiner willingto give the exam with the throwoveryoke. You can rent or purchase a dualyoke from Performance Aero (800-200-3 141), American Aero (800-359-6673)or Air Mech (888-282-90 I 0). A newPMA design is also available from CygnetAerospace (650 321-6880).-NP855 8aron auxiliary fuelSherman Olsen, Jr.Hilton Head Island, South Carolina() : I have a question about additionalf;;J tankage for my 1979 B55 Baron SIN TC-2263. I have the I 42-gallon capacitywith, I believe, two bladders in eachwing. My desire is for about 20 to 30additional gallons in the wings. I knowthe E model and 58s have more capacitywith, I think, thc same wing. Is it possibleto add these bladders with a kit toincrease my capacity, and if so. who mayknow about this?A: The wing structure is different insome of the different models of theBaron. Other than the factory-installedoptional fuel tanks, Colemill is the onlyother source for Baron aux tanks. Theyhave a B55 Baron STC for fiberglasswinglets/aux tanks containing an additional15 gallons per side with an electrictransfer to the main tanks. The wingspanis increased from 37 feet 10 inchesto approximately 40 feet. Cole mill (6 15-226-4256) is located in Nashville, Tennessee.-NPE33 CG queryjeff KoonceDeBary, Florida(): I have a 1968 E33 (N6256V) withS~ CD-1I20. A question has come upregarding the CG ARM for the rear seatpassengers. My POH says that it is 117inches and American Aeronautics (makersof a handy CG calculation system)says that Beech revised the POH in 1982and it is now 124 inches. That's seveninches further aft CG on an already aftCG critical airplane! Is this correct? DidBeech error in the original POHs byseven inches, and if so, where can I obtaina current and valid POH for my 1968Deb?A: The E33A shows rear seats (3 and4) as 121to 124 inches. I would obtain anew POH for your serial number throughRaytheon to ensure the latest information.Sources would be Ed at Ellioll Aviation(309-799-3183) or, in Florida,Raytheon at KFLL (954-359- 11 00) or atKTPA (8 I 3-878-4500).-NPS35 & Plumley fuel computerDavid IveyOxford, North CarolinaQ: 1 have seen George Braly's commentsin the last three issues of the ABSMagazine regarding leaning of the engineand running either rich or lean ofpeak. My question COncerns the Plumleycalculators for the 285 HP.What is the BPPP posi tion on usingthe Plumleys for mixture control? Aren'tthese calculators designed to run the enginesat peak ? Arc these devices accurateand are they useful in conjunctionwith EGT gauges and the leaning process?Many pilots have these and I wouldlike to see a discussion andlor some opinionsfrom you on the reliability, or shouldABS February 1999

I say compatibility, with today's leaningprocedures.A: I have used the Plumley calculatorsto set power for years. Their datawas from TCM operators manual formX30041, which is approved data. However,there are many additional commentsin these instructions. Included isthe use of an EGT gauge to determine25 degrees F rich of peak at 64 to 75 percentpower; peak EGT could be used at65 percent power or less. Whether usin othe Pl umley or any other method, foraggressive leaning it is best to have agood, properly installed, responsive, sixcylinderEGT system.-NPThicker windshieldsDon KlingerEureka Springs, ArkansasQ : In the near future, I wi II be replacmgthe windshield. I hear a lot about installinga thicker windshield than thefactory 's one-fourth-i nch model. Thebiggest reason given is noise reduction.As I always use headsets, this does notmake sense to me. If thicker is betterwhy did Beech use the one-fourth inch?A: The thicker windshields do offersome sound reduction as well as betterbird strike protection. However, they arealso heavier, more expensive and can bemore difficult to install- factors nodoubt considered by the factory. You cango to three-eighth inch or one-half inchas well as the origi nal one-fourth inch.Price varies with thickness. There havebeen occasional reported distortion problemswith some hal f- inch installations.}35 paint schemeMel KlemmickSan Rafael, Californ ia-NPQ: I am starting to research paintschemes and paint shops for a sprinopaint job. Can you steer me to re so urce~to help me identify/select a paint schemeand a paint shop in California?Also, can you tell me what to look forin a paint shop, what stripping technologyshould be used, and what paints arerecommended and why? In other words,I want information that will help memake an informed decision, if not an intelligentone.A: Always use specific paint systemsconsisting of brands of primer and fin ­ish coats that are compatible and that thepaint shop is experienced in using. Severalbrands are about equal, but they differin how they are applied.Be careful if usi ng the various blastingmethods as the aircraft skin can bedamaged by too vigorous application ofthe medium, be it soda, shells or beads.Whether using blast or chemical strippingtechniques, the personnel should befamiliar with Bonanzas, both for themagnesium prep work and the controlsurface balancing.Shops usually have design schemesavailable. Computer programs include:One Mile Up (703-642- 11 77) and AircraftPaint Schemes (800-599-5499). Iwould ask Woodland (9 16-662-963 1)and Dick Kuch (760-789-8020) for localpaint shop recommendations.-NPA35 gear box leakEd MillerMontevideo, MinnesotaQ: I have a question concerning aflUId leak from the manual landing gearretractIOn crank handle on an A35 Bonanza.Is the problem most likely causedby a faulty seal or is the gearbox flui dlevel too high?A: It's not unusual for the fluid levelto be high enough to let it leak past theO-ring on the manual gear extensioncrankshaft. It doesn' t need to be thathigh. The fluid onl y needs to be whereit's picked up by the worm drive as itrotates. This can be checked by viewingthrough the fi ller hole.- PIntermittent fuel boostpumpTom RoperPoulsbo, WashingtonQ: My electric fuel pump occasionallywill not start on low boost. To startthe engine I mu st then momentarilysw itch to high boost to get the pump tostart. I then switch back to low and thepWllP continues to run on low quite satisfactorily.I think it is talking to me. Wherewould you recommend I take it for testinp:ervice?I live in the Seattle area.A . It appears to need the added power(amperage) of the high-speed position toget it started. Since UPS delivers everywhere.I suggest you consider AircraftSystems (815-399-0225), Aircraft Accessoriesof Oklahoma (800-255-9924),B&S (316-264-2397) or Aero Electric(3 I 6-943-6 lOO).-NPA36 trim problemsRichard GraysonAtlanta, GeorgiaQ: I have a question regarding the trimcharacteristics of the 1982 A36 r justpurchased and flew back from Californiato Atlanta. Throughout the day-anda-halfflight, when trimmed out for levelcrui se speed, I constantly had to applylight left pressure to the control wheel.Absent the pressure, the plane wouldbegin a slow turn to the right.A visual check out the side windowrevealed a slight downward deflection ofthe right aileron (as one would expectfrom slight left turn pressure). So it doesseem that when the ailerons are absolutelylevel wi th the trailing edge\wingtIp, the plane wants to turn to the right. Iwas constantly having to turn the ailerontrim wheel to the left, and it kept revertingback to center. There was occasionallynot enough travel in the trimwheel to completely offset the right turntendency.This condition seemed to persist regardlessof altitude, prop speed, fuel loadIII each tank, etc. The plane was recentlyrepamted, but the ailerons appear to beproperl y re-installed and align with thetrailing edge of the wing (if they wereremoved during painting, which I do notknow). Any thoughts as to the source ofthe problem and how to correct it?A: I would suspect the elevator adjustment.If the push-pull rods are not adjustedso the elevators are symmetrical,It can cause a rolling movement. Youshould have the rigging checked, but Iwould look there first. The control surfacesshould have been removed forpainting and the ailerons and elevatorsproperly balanced.-NPDebonair replacementinteriorJay JasonChestnut Ridge, New Yorkn : I am looking for a manufacturer ofr~acement interiors for a Beech Debonair.I remember seeing an ad in a pastedition of theABS Magazine. Any suggestions?ABS February 1999Page 5567

A: AirTex at 215-295-4115 has legalprefabricated upholstery, side walls, carpetsand seat covers. Kinzie at 580-327-1565 makes replacement interior plasticwindow trim parts.- PA36 Mastin engine monitorRobert A. AndersonBeavercreek, OhioQ: I have an A36 SIN 583 with aMastin engine monitor. Mastin has goneout of business and I am looking for acompany that can service the device. Canyou recommend someone?A: I sugggest you call Dorr at 3 I 3-428-1008. He should be able to service yourunit..- NPF33A shoulder harness kitBart BrainerdLeesburg, FloridaQ: I fly a 1975 F33A. I don't own itbut I might in the near future. I heard arumor that the ABS had helped to put togethera front seat shoulder harness kitthat didn' t hold one hostage the way theBeech kit does. If this is true, how muchdoes a kit run and who markets it?A: We've been encouraging BAS todevelop an inertial reel kit for Beechproducts, but it doesn't exist yet. TheSafety Limited kit requires a field approvaland has the problem of limitingmovement. However, it is less expensivethan the inertial reel kits. Contact themat 630-584-9366.-NPF33A fuel pressure andalternator problemsJoe AlbrechtSt. Louis, MissouriQ: At full power on takeoff during thetest flight after my last annual inspection, the fuel flow needle went far pastthe last gph graduation and into the 7o'clock position ofthe manifold pressureside of the gauge. I cannot remember thishappening before. Is this normal? Whatcould cause it?Also my alternator light comes on atlow engine power (less than 1800 rpm).I have to reset with the alternator onloffswitch. Even in cruise flight, the needlewavers just barely on the charge side ofzero on the amp gauge. Is this a voltageregulator or alternator problem? The alternatoronly has 300 hours since installed.Page 5568A: The alternator light indicates thatthe alternator is either inoperative or itsoutput is low compared to the referencevoltage which should be the battery voltage.You need to monitor your bus voltageto troubleshoot the system. Use agood voltmeter to see what's happening.The ammeter doesn't tell us much otherthan whether the battery is giving or receivingpower tolfrom the bus. You couldpossibl y have reduced output from youralternator as a result of diode failure.The fuel flow gauge reading suggestssomeone adjusted the fuel pump pressureor the controls which is allowing an increasedfuel flow. Fuel flow (pressure)should be adjusted frequently with amaster gauge used in accordance withTSM SLD 97-3.-NPF33A battery chargerRick RengelTustin, CaliforniaQ: My 1976 F33A has a small dooron the cowling for a plug to a batterycharger. I thought it would be smart toinstall the plug, but Raytheon quoted me$ I ,600. I can buy a lot of batteries for$ I ,600. Are there any other suppliersbesides Raytheon?A: I believe you may be referring tothe auxiliary power supply door and thekit supplied by Raytheon, which wouldinclude a drawing, cables, relay and receptacleas well as the approved data tomake it legal. If all of the parts and thesystem are already installed and you onlyneed the receptacle, it is available fromChief Aircraft (800-447-3408) asAN2552-3A for $61.95.This plug is typically used as an externalpower source for engine starting, gearchecks, avionics work, elC. To avoid sys·tern damage, it is very important that youconsult Section VIIl of your POH instructionson the plug's use for thosepurposes, or for charging the batteries.­NPC35 Cleveland brakesSteve ZellerAtlanta, Georgian: My G35 has the PIN 199-50 (6.50-8~ l eve l and brake conversion with steellinings. We are trying to figure out whatthe minimum allowable wear thicknessis for the PIN 164-02706 disk.A: The minimum thickness for yourparticular part number disk is .330 inch.However, members need 10 be aware thatthis specification may vary for disks havingdifferent part numbers. The manufacturer,Parker Hannifin, may be contactedat 440-937-6211.-NP535 window replacementJohn OrnellasAvon, MassachusettsQ: 1n replacing the emergency windowside glass as well as the cabin doorglass on my S35, is it better to leave theprotective paper on until after the job isdone and then remove it after the riveting,priming and painting?A: Absolutely. Peel the protective paperback from the edge of the glass justenough so that it doesn ' t interfere withthe installation.-NPK35 IO-470N conversionAntonio RodriguesAlamo, CaliforniaQ: Can a K35 Bonanza be convertedto use the IO-470N engine? Are there anyshops that specialize in this conversion?Any adverse effects on the airplane's flyingcharacteristics?A: This engine conversion makes anice flying aircraft. The IO-470N is avery reliable engine. I suggest you contactBeryl D'Shannon at 800-328 4629.They have the STC for this conversionand many other Bonanza modifications.-NP836TC hot startsFrank WelkerAgoura, CaliforniaQ: I have three versions for hot starts:one in the POH, one from FlightSafetyand this completely different one:l. Mixture full lean cut off2. Thronle fuJI open3. Fuel pump on HIGH for20 seconds4. Fuel pump off, then normal start procedures.Could you give me the correct procedurefor the 836TC?A: Although everyone has their favoritemethod, I still like a purposely floodedhot start to clear any fuel vapor in thesystem.I. Mixture rich throttle fu ll in2, Pump on untillhe fuel pressure needleis steady, then offABS February 1999

3. Throttle still full open, mixture cut offand crank4.When it fires, throttle back andmixture inThe POH method clears the vapor asfar as the throttle unit, but you still havevaporized fuel downstream and youaren't sure if you are rich or lean, Thisway, you know your status and can workback toward a lean mi xture.-NPB33 fuel ventsBob DavidsonHamilton, GeorgiaQ : When I first bought my Debonair,the fuel vents under the wing had a smalltube about three inches long extendi ngdown and slightly canted forward intothe air stream, I just noticed that both ofthem are missing. I don 't know if theycame off in flight or were removed bysomeone. I think they are important andam told the angle into the air stream mustbe just right. What kind of tubing do Iuse? How long should it be? How do Iattach it? And what angle does it need tobe? Also, is the tubing end cut straight?Seems like the ends of the originals werecut on a bias.A: These vents consist of aluminumtubing, canted 10 degrees forward andwith a 45-degree bias cut also facing forward.The lengths vary from 1.75 inchesto 3 inches. The shop manual contains atemplate drawing showing the angle,length, and cut of the tube for your aircraft.The factory part is a very long tuberunning outboard in the wing. You canrepair by using a splice with a union andflare nuts in the wheel wel l. Be sure tofo llow the template. Occasionally thesevents will corrode and break off at thewing skin. They are also susceptible tobeing bent or broken when washing orperforming maintenance under the aircraft.-NPNeil Pobanz, ABS technical consultant, is aretired US. Army civilian pilot and maintenancemanager. Neil has been an A&P andJA for 40 years.Glen "'ArkyH Foulk, whose business is DeltaStrut, is an ABS assistant technical consultantwho has served as a part-time ABS ServiceClinic inspector since 1988.Please send your questionsand/ or tips and techniques to:American Bonanza SocietyAttn: Neil Pob.1nzP.O. Box 12888Wichita, KS 67277Fax 316-945-1 7 10 ore-mail at bonanza2@bonanza.orgPalm Pilot aviation softwareMembers interested in using their PalmPilot computer inthe cockpit may want to check out the Am::alc software. This559.95 package includes a comprehensive list of flight planningfunctions including W &B calculations. More information is availableat http://www.lNFOequipt.comorlNFOequipt,POBox299,Rowe, MA 01367, Tel 413-339-0120 or Fax 413-339-4902.B&C gains approval for A36and B36rc standby alternatorBill Bainbridge of B&C Specialty Products has recently obtainedan STC for his standby 20-amp alternator on A36 andB36TC airplanes. The basic alternator is a well-proven, qualityproduct. B&C Specialty Products may be reached at 316-283-8000.We hope that B&C is successful in obtai ning approval for awider range of Bonanza applications in the near future as thisis a much improved product from the earlier standby alternators.The effort to obtain an STC for the various aircraft models is significant,mainly due to differences in the electrical circuitry designsand the manner of alternator failure detection.rCM continues ABS Service Clinicparticipation in 1999!Teledyne Continental Motors has confirmed their continuedparticipation in ABS Service Clinics throughout 1999. Forthe past few years, TCM representati ves have provided freecylinder compression checks and borescope examinations tomembers attending the ABS clinics.This is a valuable optional "free" service not included in thenormal Service Clinic fee structure and, on very rare occasions,might not be available at a particular clinic due to a last minuteschedule connict.NEil'S NOTESEmergency ADsSome members fee l the emergency FAA AD issuancesshould be used on a more limited basis than the current trendwould suggest is necessary.We have researched the FAA's requirements for issuance ofADs via the emergency method (which bypasses the normalrequirement for a comment period) and I hope to have morediscussion on this soon. However, it is apparent that the FAAfocuses on the probabi lity of additional occurrences addressedby the AD as well as the seriousness of the potential effects ofthe fai lure being addressed.These factors are weighed by the FAA and the manufacturersprior to any regulatory action being taken. NTSB recommendationsare also considered as well as possible input fromother sources. It is possible that only one occurrence of a particularproblem could lead to an AD note issuance.Clarification of single yoke issuefor flight instructionIn reference to the December 1998 Colvin's Clinic article.this is a clarification of the single-yoke issue for flight instruction.The waivers referred to are actually exemptions issued bythe policy office at FAA headquarters. The March 1998 issuehas a complete review of the subject by Itzhak Jacoby. Theseexemptions are very limited to a rew BPPP instructors and havecertain conditions imposed.As a CFI. you still fall under your supervising FSDO. It is ourunderstanding that the FAA may violate instructors using singlecontrol yokes who act as pilot-in-conunand giving primary instruction,high performance or complex sign off and/or a flightreview.ABS February 1999Page 5569

ITSDEAD,JIM'--../---.-.Tips on anAVIONICSUPGRADEBY GEORGE WILHELMSENThe day has finally arrived. Your favorite Nav/Comm,which has been part of your plane since the day youbought it, has left the monal coil and joined the electroniccrowd invisible. Your avionics technician, looking likethe venerable Dr. McCoy from Star Trek, surveys the piece ofgear and says, "It's dead, Jim."After a radio has been deemed too costly to repair, or it isunable to be repaired and still meet regulations, it's time to lookat your options. The departure of a single radio from the planedoes not mean the end of the world. Still, it is cenainly time totake stock of your current avionics situation to see if changesare either warranted by the age of your equipment, or by thecost savings that might be realized by making more changes atthe same time you replace your failed radio.As an example, if you happen to be a Bonanza owner that isstill trucking around with a couple of Nav/Comms that wereput in at the same time over 15 years ago, then chances are thatPage 5570the second radio's fai lure won't be long behind the first. In theelectronics industry, this principal is described as "the bathtubcurve," and is used to explain the situation when the componentsin a piece of electronics hit the age wall , and begin to failat a very hi gh rate.If this is the case with your aircraft, this would probably bea good time to approach your shop about replacing both Nav/Comm units at the same time. What many aircraft owners seemto forget is that a good quantity of the cost of an avionics upgradeis in the labor of installation. To that end, it is frequentlycheaper in the long run to change out both Nav/Comms whenthe fi rst one fai ls.Consider this: Your avionics shop will have to open up yourplane, remove remote equipment, pull wires, route power, purchasecircuit breakers, and then put the plane back together andtest it. This process can take anywhere from five to 20 hours fornon- pressurized ai rcraft, to up to 40 or more hours for pressurizedplanes like the Duke and 58P Baron. Taking the average ofthe non-pressurized numbers, an aircraft owner can save between$625 and $1,000 dollars by installing both radios at thesame time!More than radiosWhat about the rest of the radio system? Most pilots forgetthat their antennas are an imponant pan of the radio equation.This leaves them in the situation where the shop has to pointout that their 30-year-old Comm antenna isn't compatible withtheir state-of-the-art Garmin GPS-430 unit. The point here issimple: If your radio has died and it is fairly old, in most casesit is not only a good idea but necessary to change your antennaout along with the radio.The avionics shop would like to change out the antenna forone good reason. They want your newly installed radio to work!Old antennas and old, cracked antenna wires can cause problemswith newly installed radios. While some customers arewise enough to understand this, others tend to take their radioproblems and the frustration caused by not installing new antennasand cables on the avionics shop when the work done bythe shop really isn't the problem.The rest of the stackBut what about the rest of the stack? Should you take thisopportunity to replace all the radios or just stop with the secondNav/Comm? The fact of the matter is that the same economy ofscale applies in this case too, and if all the radios are 20 to 25years old, it may be a good idea to change them out.Still, it is important to get some feedback fmm the shop aboutthe radios you have in your airplane. As an example, if you have aplane flying with a KX-170B and a KX-170A, working in concertwith a scratchy, old audio panel, a T-12B ADF and a LORAN, youcan get into some nice equipment these days at a reasonable price.As an example, you could replace the entire stack with alIMorrow stack, which would include two GX60 GPS/Communits, while replacing the audio panel with the llMorrow's SLI 0-ASS February 1999

MS un il. The total cost would be around $15,000, installed withantennas.In this process, you have lost your old audio panel, two heavyradios, one of which was out of frequency tolerance, your ADFreceiver, and your old LORAN. You have gained two movingmap GPS systems, and two Comm radios in about half the stackspace, for around a third of the electrical consumption.You could wa it a few months and do even better. Garminhas recently released information on their GNS-430 model,which has GPS and Comm built in, along with YOR, Localizerand Glideslope receivers. This all-in-one unit also comes witha large. color moving map di splay for a price significan tly lessthan the price of installing a Nav/Comm, GPS and Argus colormoving map.The Garmin GNS-430, which is expected to start shippingin early 1999, is already causing a stir in the avionics shopsacross the country. Many shops placed fairly large orders at theOshkosh and NBAA shows, and most report that those preordershave been either mostly or completely sold as of November1998. That's a pretty big impact for a radio that 99.9 percentof the pilots in the country have never flown behind, and probably90 percent of the pilots in the country haven 't seen.Dispose of extra weightStill, with this aside you ha ve to consider what you can gain,and what you can therefore potentially drop from yo ur avionicsstack purchase. NBD transmitters across the country are alreadystarting to shut down in response to the Airspace CommunicationPlan.A recent check of Jeppesen OTAMs showed well over 30NDB stations have gone off the air, and more joining them everyday. Any panel-mount GPS receiver on the market (and mosthandhelds as well) will perform incredibly better than the best NDBreceiver on the market today. With this in mind, it makes tittlesense to keep the heavy (in most cases) NDB receiver on board.There are some who might argue wi th this position, notingthey can use commercial AM radio stations for navigation.It is hard to argue with a hard core fan of theNDB. But if one is interested in fFR operations, oneneed look only to their approach plates to find there isno WLS-890 approach approvedfor any airport, and AM stationsare not recogni zed as airwaymarkers or waypoints on anychartS. Thus, the use of such stations,while fine for the averageVFR day, has no value or placein the IFR environment.Get rid of INOPsWhat about other radios?REPLA CINGBOTH UNITSSEEMS 10 BEWE LOGICALCOURSE OFACTION, CAPTAIN.There are many pilots out therewho are ashamed to admit it, but they have stuff in theirradio stack that just doesn't work. For some reason or an-other, the equipment was either too broken to repair, or too costlyto fi x and so has been allowed to languish in the panel with anlNOP label over the display.Whether it is an old LORAN or DME or NDB or anythingelse, the time to get rid of it is when you replace your deadradio(s). Again, this comes down to simple cost savings in termsof the installation, but also comes back to your useful load. Oldradios weigh quite a bit, and it isn't unusual to pick up severalpounds of useful load by removing defunct equipment.The cost of re moval usually isn't that high, as the shop alreadyhas to pull out side panels and !loor covers to route variouspower and antenna cables for your new radios anyway. Thus,you can gain useful load and stop lugging around this extraweight everywhere you fly by getting rid of the broken equipmenton your plane.Leave old wires in or pull them?One question that comes up during radio installations iswhether to leave or pull the old wires out of the airframe. Inmost cases, the best thing to do is have the shop spend the timeto pull the old cables oul. This comes back to weight again, asthe soon-to-be-abandoned wires and equipment can come outto quite a bit of weight, which means more useful load in thelong run.Financing optionsIn the end, many decisions may come down to one simpleproblem: a lack of money. If you have the income but not thesavings, perhaps it is time to check out one of the various aviationfinance organizations.Most aviation finance companies, including Greentree, IowaTrust, Red River State Bank, Dorr and others, finance the purchaseof avionics by taking a lien against your airframe. This isdone because avionics are small and are not considered"real property" as is the airplaneitself. By taking such a loan, you may beable to get the avionics you want now,and save a bundle by doing the workall at one time.In the end, your decision regardingwhether to replace all or some of yourav ionics will be based on what you canafford. Take a moment to consider thecost savings that can come from doing, j more now. The reward of your foresight~ in such matters will be the money you, save in installation, fuel and time.ASS member George Wilhelmsenis a Senior System Engineer withan SRO license with CornEd. Heha s more than 700 hours, is acommercial instrument rated pilot,and is a contributing editor forPlane & Pilot magazine and AvionicsNews.ABS February 1999Page 5571

A CASE STUDYThe cost of converti ng froman IO-470-C to an IO-S20-BABY STEVEN W OXMAN, Annapolis, MarylandOnVening a 1959 Bonanza K35 from ils original Continental10-470-C 10 a larger Continental [0-520-BA(powerplant is a larger lask than mighl meel Ihe eye atfirsl blush. In Ihis Iwo-pan series, I will provide a 101 of Ihedelails of my experiences.[n Ihi s firsl anicle, [will provide background fOrlhis projecI10 assisl Ihe reader wilh underslanding Ihe reasons and mOlivalionsfor whal was done. The second article will provide Ihefinancial delails of the projecI, information Ihat will undoubledlysurprise many readers.Background for this project[purchased my K35 approximalely Ihree years ago. The planehad approximately 2900 hours IOlal lime on Ihe airframe andapproximalely 1,000 hours since the lasl major overhaul on theoriginal engine. No work had been done on Ihe propeller in Ihelasl 10 years, which equaled 10 aboul 1,000 hours. The airframewas and is in good condilion. The engine seemed OK when Ipurchased Ihe airplane. It should be nOled Ihal Ihis was the firslairplane [ had ever purchased (and will mOSI likely be Ihe onlyplane I buy- I hope il will oUlli ve me). AI Ihe lime of Ihis purchase,I did nOI know whal 10 look for and I did nOl reali ze Ihisplane was going 10 require a 101 of work shortly afler ils purchase.My pre-purchase mechanic said nOlhing 10 me aboul Iheengine and propeller needing work in Ihe near fUlure.[ flew Ihe plane for a while and il seemed 10 fly fine. Thenthe engine started to give me some minor, but consistent, problems.Wilh each problem. I had my mechanic fix Ibe engine.Wilh each incident, I did more and more research on enginework and/or replacement. One day, while flying wilh my familyfrom Lee Airport, a 2,500-foot paved slrip in Annapoli s,Maryland, Ihe engine went from 26 inches 10 23 inches justafter rolalion and from 2,675 rpm 10 2,100 rpm wilhout melOuching anYlhing! My venical rale decreased quickly. I flew alight pallern and returned 10 Ihe field. ThaI day I declared IhalIhe engine was 10 be replaced.My mechanic found Ihree fouled injeclors. Wilh Ihese cleanedOUI, Ihe engine again ran fine. I continued 10 fly it. Bul I put myengine change projecl in mOlion.Decisions. Decisions.Whal 10 do? Local engine overhaul or an overhaul by oneof Ihe big guys (my mechanic likes Matlaluck)? Overhaul byone of Ihe advenisers in this magazine or overhaul by the manufacrurer?Faclory reman by the manufacturer? All of these seemedPage 557210 be valid ahemalives. However, [found little interest by the vendorsin working wilh my 1959 10-470-C engine. All the vendorsseemed 10 be imeresled in 10-470-Ns, [0-520s and [0-550s.The faclory did nOl even offer a faclory reman 0Plion for myengine. They did offer a faclory rebuild 0Plion. Wilh Ihe age ofmy engine, I decided Ihal Ihe overhaul 0Plion was nOI a COSIeffecliveoption. For one Ihing, many of the bids were openended(e.g., if Ihe crankshaft does not meel specs, Ihe cost willgo up by X dollars).OK, now thaI I had decided Ihal I was nOl going 10 overhaulmy engine, whal oplions were left Ihat [ knew aboul? A newengine or a faclOry reman engine from the factory was nOl anoption (Ihe 10-470-C was nOl available and the faclory had noSTCs for Ihe larger engi nes). To gel a faclOry reman or a newengine, I needed an STC. For cost reasons. 1 quickly removednew engines from consideralion. Therefore, I made Ihe decisionto purchase a larger, newer factory reman engine with alegal STC Ihrough a Ihird pany.Slill relatively new 10 Ihe Bonanza world, Ihe only option Jcame up wilh was a Continental (TCM) faclory reman with IheSTC from Beryl D'Shannon.Beryl offered me a small STC price break if [ ordered Iheengine through Ihem, which [did. 1 looked al Ihe 10-470-N, Ihe10-520-BA. the 10-520-BB and Ihe 10-550. [quickly removedIhe [0-470-N from consideration because il did nOI providemuch of a difference in horsepower.[ also quickly deleled Ihe 10-550 from my Iisl of choicesbecause I did nOl wish 10 modify Ihe front of my plane for Ihecanl requirement nor I did nOI want 10 li ve wilh Ihe power setlinglimilalion al lakeoff. Therefore, I was 10 purchase an [0-520. BUI which one, Ihe BA or Ihe BB? I was told Ihal the BBhad many posilive fealures like a heavy case and a VAR crank.and thaI I should spend Ihe difference in money 10 gel Ihesefearures. However, when I spoke wilh TCM people al Ihe ABSConvention, Ihey IOld me Ihal Ihe fealures [ was interesled inwould be on a BA engine, and Iherefore, save the money on Ihemodel. So that's whal I did.The add-ons and accessoriesTo gel Ihe STC from Beryl, [ also had to purchase a bafflekit. Allhough not a requirement of Ihe STC, I also needed 10purchase Ihe electrical upgrade kil and a hose kit. And since myold engine made a mess of Ihe underside, I purchased a Berylairfoil separalor. I also had to purchase a few new accessoriesIhal do nOI come wilh Ihe new engine, like the propeller gover-ABS February 1999

nor and a new vacuum pump (why use old accessories?).I was told that I would not have to purchase a new air box,that myoid one could be modified to work with the new engine.Then after my old engine was removed and my new enginewas on its way from TCM , I was told that I had to purchasea new air box, which I did.The Beryl baffle kit includes new pieces added to the cowling.After installation of the cowling-mounted pieces of the newbaffling, I sent the cowling out to have its inside repainted toremove the multi-colored, add-on look.When the Continental engine arrived, the "gold"TCM valvecovers looked terrible, so I sent them out to ARS for powdercoating (black with silver lettering). After all, a new enginedeserves to look nice, doesn't it?I also purchased a lot of miscellaneous items: new lord mounts;a new crankcase pre-heater (to keep the engine from having tostan real cold); cleaning solvent to clean the engine compartment;primer and paint to paint the engine compartment; and newscrews, washers and nuts to make everything new.What about my propel/er?Options included a new two- or three-blade. My Beech 278would not be usable with the STC'd IO-520-BA. I searched fornew propeller deals like the Propeller Man. I looked for goodused propellers. I looked to try to sell my prop to defray someof the cost of a new propeller. The best combination deal I couldfind was a new Hartzell three-blade from the Hartzell servicecenter in Ohio, which included a trade-in of myoid Beech 278two-blade propeller.Thank goodness for the ABS ConventionGoing to the ABS Convention was the best thing I ever didin getting ready for this project. I listened and learned from theSociety'S finest and the vendors, including TCM. DaveBlanchard from TCM was especially helpful. Dave providedme with great help. information and assistance. Dave convincedme that to put a new factory reman into an airplane with oldengine instrumentation was not a good idea. If my engine diedearly in its life and TCM determined that the engine instrumentationwas faulty, he cautioned me that the TCM warra nty couldbe adversely affected. Say no more, let us add a GEM 602, aShadin fuel flow Microflo computer, a new Horizon electronictach and a new vacuum gauge.The project work also includes labor costs, and for an STCengi ne project, this is a significant cost item (plus the downtimecosts related to using commercial carriers to my clientsfor an extended period of time). I did what I could, like cleaningthe engine compartment, and the priming and painting insidethe engine compartment. I assisted where I could do so withoutgetting in the way. But most of the labor came from my maintenanceshop and some from Beryl when my shop asked me to seeif I could get some Beryl assistance on the air box installation.Dave Blanchard also had me have my fuel cells checked.ABS February 1999Side views of Steve Oxman's new IO-520-BA reM engine.We did not wish to get old fuel cell fragments clogging up theinjectors on the new engine. The inspection took time andmoney, but all was well here.The project took a lot more time than anyone estimatedthreemonths. Actual plane downtime (i.e., airplane in the hangarin pieces) was 10 weeks. The project length was influencedby many factors, including TCM's inability to deliver as promised,poor STC paperwork (difficult to understand), and havingto fly in a Beryl expert to assist with the air box job, which laterturned out to be a very good decision; this expert helped theproject a lot.SummaryThis project provided my K35 with a factory reman, zerotime,IO-520-BA TCM engine with the large case and the VARcrank, all new engine instrumentation, all new engine accessories,all new baffling, a larger air box with which to breathebener, an air/oil separator to keep the airplane's belly cleaner, anew crankcase pre-heater, all new wiring and plumbing, a totallycleaned up engine compartment and a new propeller.The results are fantastic! The K35's performance with thiscombination up front is superb. Many en route controllers havecome back on the radio with "Baron 12711, ..."Looking to do something with your high-time Bonanza witha smaller engine? This is definitely one way to go! But at whatcost? Stay tuned. That is for the next article. --@-Page 5573

Regarding the use of GAMljectorscant reduction in enginevibration, and in cruise,a modest reduction infuel flow. In discussingthe operation of the enginewith the folks atGAMI, they proposedthat I operate the engineon the lean side of peakEGT. However, flyingin the face of convention,especially with anew engine, did notseem like the prudentBY KENNETH 5. SUTTON, Barrington Hills, IllinoisFrom the first day I flew my newly acquired airplane, Inoticed on my JPI digital six-probe engi ne analyzer thatcylinder head temperatures on cylinders two and six (theback and front cylinders on the left side, respectively) ran hotterthan the other four cylinders. The airplane, a 1966 V35 Bonanza,had a new 1O-520-BB engine installed just before l purchasedit and I was concerned that perhaps there was somethingabnormal with these two cylinders.I spoke with everyone I could think of regarding thisanomaly: my mechanic, ABS, TCM, but nobody had a definitiveanswer. l was repeatedly told, however, that as long as Ikept the hottest cylinder below 400 F, I had nothing to worryabout. About a year ago, in an effort to reduce engine vibrationand fuel flow, I had GAMljectors installed.The GAMls have proven to be the best va lue of any of thealterations I have made to the airplane. From the first instantthat I staned the engine after the installation. I noticed a signifiengine,they also had CHTs two and six hotter than the othercylinders. For the first time, I had evidence that this CHTanomaly is a common problem and not specific to my engine. lwas determined to pursue a solution to this anomaly and furtherreduce my CHTs.The first step was to duplicate the test procedure used inBraly's anicle. This is a relatively simple test, provided youhave a digital six-probe engine analyzer (preferably to a singledegree) and a digital fuel flow meter. Staning at a fuel flow thatyou know is well rich of peak EGT, the procedure is to lean theengine in 0.3 gph increments, stopping to let the engine stabilize,then recording the CHTs and EGTs for all six cylinders.The desired outcome is to have all six cylinders operate on thelean side of peak, with the leanest cylinder approximately 50 Fdegrees lean of peak. without any engine vibration.After printing out several copies ofthe Test Form (availablefrom GAM!'s website www.ganti.com). it was time to performthe test on my engine.The test takes at least15 minutes, most ofwhich is spent withyour eyes focused insidethe cockpit. In theinterest of safety, lhighly recommend an"My 1966 V35 Bonanza, N7923M, that is now up to the standards Ihave grown accustomed to in flying for the airlines." -Kenneth Suttoncourse.So it was with great interest that I read George Braly's recentseries, "Back to the Future," in the ABS Magazil1e. In thisseries, Braly pointed out the importance of balancing the airlfuel ratios and how, if it were possible to get all cylinders tooperate on the lean side of peak EGT without engine vibration,there would be significant obvious advantage with the associateddrop in cylinder head temperatures.After reading Braly's ABS Magazille series. I decided theidea of operating on the lean side of peak was worth revisiting.Further, I heard of Mr. Braly's lecture at the ABS Conventionon the significant positive results GAMI had compiled in morethan two years of testing. After studying the test forms in Braly'sseries, it was clear that I could significantly funher reduce mycylinder head temperatures if I were able to operate on the leanside of peak.Interestingly, the test forms also showed that in GAM!,s testobserverlpi lot ridealong. As you can seeon Test Form I, all sixof my cylinders peakedwithin 0.6 gph.Unfonunately, however,the outcome was not satisfactory. The problem was thatwhen I continued to lean the engi ne to get the first cylindersthat peaked to 50 F degrees lean of peak, I began to sense aslight irregular vibration in the engine (as noted by asterisksnext to the fuel flow).After landing, I faxed GAM] the test form and a few minuteslater GAM! President Tim Roehl called me back. Afterdiscussing the results of the test, Tim suggested I rerun the testat a higher power setting. Rather than squaring the power, hesuggested a routine power setting at altitude of full throttle and2,500 rpm.A few weeks later I had a great opponunity to perform thetest again on a long flight from my home base near Chicago toaples, Florida. At 11 ,000 feet (with a 50 knot tailwind), I setup for the second test at full throttle, 19.2 inches MP and 2,500rpm. This time, all six cylinders peaked within 0.3 gph, butonce again, at 50 F degrees lean of peak I experienced occa-Page 5574ABS February 1999

FLJGHT TEST DATA FORM #1IDATERP:.oo IPRESS ALT 65()( IDAT911 lQ4( I~; 7SF I~~:~' EDM700I Fuel F"" CHT 1 EGT I CHI EGT 2 CHT 3 EGT3 CHT4 EGT 4 CHT5 EGT5 CHT6 EGT6 TIT liAS1404 359 142, 1410 366 1423 369 145, 336 1386 383 1371 14114. 35l; 144· 143: 366 1431 369 1461 337 1393 385 1392if14113. 36C 1464 401 1446 36E 1456 369 148, 338 1411 393 141 141l13.5 35S 1470 400 1464 368 149' 338 1435 38B 1426146914113. 357 1486 399 1481 147149B 338 1441 391 1447 14012.B 334 1500 396 1485 1465 ~ 1505 336 145, 391 1453 14012. 33, 1486 388 1466 342 1441 351 1482 327 1443 386 1461 13912.2 335 1433 380 144, 330 1415 34, 1461 316 1411 381 1452 13911 .9 327 1411 369 1411 31 1393 329 1433 296 136B 367 1426 134- 11 .6 320 1400 366 1391 299 1361 316 1405 282 134S 354 1396 131NAME Kenneth S Sutton Ale TYPE : B-35 ENG MODEL" 10-520-88FLIGHT TEST DATA FORM #2f\DATE ENGINE START ITEST START ' ''''1~:.Fuel FlOw CHT1 EGT1 CHT2 EGT2 I CHT EGTI~~~'RP~ PRESS ALT 4500 IDAT5BFEGT4 I CHT5 EGT5 CHT 6 EGT6 TiT lASCH~17.4 337 1452 379~ 14 15101 lli ~37' 1446 18417. 331 1468 380 14 1529 3: 375 1459 18416.8 33B 1480 _ 381 147S 346 1491 352 1538 324 1455 376 147· 18316.5 338 1490 382 1491 346 1503 350 1546 325 1463 37: 1480 18316.2 338 1500 381 1491 345 1509 349 1548 325 1474 374 149C 18315.9 337 1510 381 ~ 343 151· 346 1549 324 1480 373 1495 18115.6 335 1516 379339 1504 341 15381 32: 1. 369 1491 181~15.3 330 1509 374 331 148715.0 324 1495 367 1500 323 147014.7 319 1471 361 1479 311 145214.4 314 1456 354 1462 309 1436- 14.1 307 1445 348 1445 303 14241333 1521 317 1477 365 1484 180325 1503 311 1459 356 1465 177317 1485 304 1435 350 1446 174310 1469 295 1416 341 1426 173304 1455 286 1390 333 1413 i 73NAME Kenneth S Suttoo AJC TYPE B-35sional engine vibralion.After discussing the results of the second test with Tim, he suggestedwe change injectors two and six in an effort to get thosecylinders to peak at the same fuel flow as the other cylinders.Then came the tricky part . Since the fuel manifo ld is commonto all cylinders, changing anyone injector changes the air/fuel ratios of all cylinders. So the exercise at thi s point becamea bit like a cat chasing its own tail. In working with Tim and thefolks at GAMI, we changed injectors, two at a time until weachieved the optimum result.I now have a perfectly balanced set of injectors that allowmy engine to run smoothly at 50 F on the lean side of peakwhere all cylinders are reaching peak EGT within 0.3 gph . I amthri lled with how incredibly smooth my engine is now runningat significa ntly reduced cylinder head temperatures, and at amuch lower fuel flow. As you can see on Test Form 2, I sti llhaven't been able to get cylinders two and six to run as cool asthe others. However, I can now safely run the engine on thelean side of peak where the overall CHTs are much cooler. andI am certain that much cooler CHTs will translate into prolongedengine life.In my lengthy discussions with Tim, he confided that GAMIENG MODEL. 10.520-88had recognized for some time the problem of unequal cylinderhead temperatures specific to cyli nders two and six. Yes, indeed,it is a common problem and it is related to the bafflingsystem on the Bonanza. Tim described testing GAMl has performedwhere thermocouples were installed every 30 degreesaround each of the six cy linders to determine specific hot spots.He told me to be patient because GAMl soon will be offering awholly new baffle system for the Bonanza that will solve thisanomaly and greatly improve overall cy linder cooli ng.Worki ng with the folks at GAMI has been an enjoyable experience.They are the definitive source of information when itcomes to balanci ng air/fuel ratios and cy li nder head cooling.Their expertise in this area is unmatched and their willingnessto work with their customers is extraordinary.Having been disturbed by the anomaly of uneven cylinderhead cooling for some time, you can be sure I'll be installingthe GAMI baffle system as soon as it becomes available.ABS member Kenneth Sutton is a B737-3oo pilot for US Airwayswith more than 11 ,000 hours. He is also founder and president ofSutton Capital Resources, Ltd, a private money-management firm.He regularly uses his Bonanza to fly between their offices inBarrington, Illinois, and Naples, Florida.ABS February 1999Page 5575

1999 CD-ROM is now availableOrder your updated version of the ABS Reference Library today!BY RON VICKREYIn December 1996, we announced productionhad begun on our first versionof the ABS Reference Library on CD­ROM. Containing the front covers andapproximately 4,500 editorial pages ofall ABS Magazines, beginning withthe first issue of April 1967 throughthe December 1996 issue, it was aninstant success.Since sales began in June 1997,nearly 1,500 dedicated members havepurchased this excellent database toimprove their knowledge of their favoriteaircraft's operation and maintenance.Many members report they have recoveredtheir CD-ROM's cost severaltimes over through maintenance savingsplus valuable flying and safety tips. Ourthanks go out to all those who, throughtheir support, made this valuable referenceresource possibleNow, two years later, we are pleasedto announce that the new, expanded1999-updated edition of the ABS CD­ROM will be avai lable by March. Theaddition of more than 750 ABS Magazinepages fro m 1997-98 bring the totalmagazine database to more than 5,000pages.An additional major innovation in the1999 edition is the inclusion of SummitAviation Infobases, which include:Summit's Airworthiness Directivelnfobase with a custom index for theBeechfRaytheon Aircraft/Products.Summit's Summary of SupplementalType Certificates (STC) lnfobase.Summ it 's Federal Aviation Regulations(FAR) Infobase.• Summit's Aeronautical InformationManual (AfM) Infobase.As with the original version, all magazinephotos that were printed in color alsoappear in color on tbe CD. The pages, asviewed on your computer terminal, arereconfigured from the magazi ne stylepage for easier viewing on various sizescreens.The two different versions of the ABSMagazine index currently appearing inthe 1998 Membe rship Directory havebeen included on the CD for additionalsearch capabi lity. However, you are morelikely to use the sophisticated FOLI OTMsearch engine to locate information usingeasy word searcb techniques.Folio accesses all words and numberscontained in the more than 5,000pages of ABS Magazines plus theSummit Aviation Infobases includedin the new version.The topics you select are displayedin a convenient search windowwhich, combi ned with numeroussearch options and other featu res, leadsyou through the library contents.Both PC and Mac versions are avai l­able. The PC version requires Wi ndows3.1 , 95, 98 or NT. For best resu lts, yourPC should be at least a 486 or better witha minimum of 8MB free RAM and 3-5megabytes hard disk space.The Macintosh requires a 68020 orbetter, with at least 4MB free RAM, System6 or 7, and 2-3 megabytes of harddisk space. Both systems require a CD­ROM dri ve.I! is best to have your computer's videoadapter set to display either 65,000 colors(high color) or 16 million colors (fullcolor) in order to simultaneously viewseveral color images. You can still usethe CD-ROM if your computer only accommodatesthe 256-color mode, but youwill properly display only one color imageat a time.How to order the new ASS CD-ROMIf this is your first ABS CD-ROM, you can order by usingthe Company Store order form on page 5576KK in this issue.Or vi sit the Company Store page on the ABS Website.The price of the 1999 ABS Reference Library on CD-ROM is$84, plus $5 shipping and applicable taxes. The price for nonmembers,including a one year ABS membership, is $129 (U.S.,Canada and Mexico) and $159 (all other) plus tax and shipping.If you purchased the original ABS CD-ROM, have we gota "swap" deal for you! You can get the new version for thedifference in price (plus shipping and handling) between theold and the new version! Simply return the old CD to the ABSoffice with a $20 check or your VISA or MasterCard numberand expiration date. Send to ABS, PO Box 12888, Wichita,KS 67277. Please indicate the address to which it should bemailed.Page 5576ABS February 1999

Add~ss; ______________________The ABS Company Store Order FormAMERICAN OOSANZA SOC IETY ylllEQSPrefli ght ... ........ ........ ...................... .... ...... 5 20.00Instrument Flying Video. Flying by 'he Nllmbersby John Eckalbar.... ................................. ................ 48.50BPPP Highlights Video (Approx. 80 min.)................ 119.00Sen 'ice Clinic Highlights Video by Norm Colvin.. 62.50Owner Performed l\1aintenance ............................... 62.50CheckMate Check Lists 0 Bonanza 15.00: 0 Baron 17.00ModelSerial# _______THE AilS !.IURARY CO!'! ReTIO'S2JI Ed. CD·ROM Reference Librury. 32 years of ABS magazines-- PL S Summit Aviation Infobases! Greal search engine! .,' 84.00ABS Magazine Sets Black & white reprints since 1967.includes one three ring binder 10 hold back issues..... 115.00Magazine 3-Ring Binder 0 White; 0 Grey;.......... 7.00Colvin 's Clinic by Nonn Colvin. A unique collection ofsol utions to maintenance problems. .......... 39.95FI.ring the Beech Honanm, 2 Ed. by John C. Eckalbar.. 38.50Flying High Performa nce Singles and T winsby John C. Eckalbar .............. ......... .. .............. ..The Immortal Twin Deeth by Larry A. Ball ...... ..From Travel Air To Baron ...How Beech Created A Classic! by L..1.rry A. Ball ...Those incompara ble Bona nzas by Larry Ball .. .They Called Me Mr. Bonanza by Larry Ball .......... .38.5039.9539.9539.9539.95OFFICIAl AIlS MEMORAHII IALa pel Pins: 0 V-Tail; 0 Straight Tai l; 0 Baron.. 5.00ABS Patch .. ........................ 3.50Official Luggage Tags .. 1.50 each (3/$4.00)ADS Wa tch: 0 Ladies; 0 Men.. ......................... 35.00Ba ll Caps. Navy with leat her bill. ................... 18.00White with navy bill ... .................. 12.00Bla nketffote, brown/beige waterproof polarlleece. . 35.00Umbrellas, wI ABS logo: 0 blue; 0 blue/white striped. 20.00Mllli£ADS Logo 0 ASF Logo D ................................ .o White. red. blue: 0 Dark Blue, Gold; 0 Black. Gold7.50Addition of N number. model of airplane. plus yOUf name 2.00QI.l .Price(SPECIFY INFORMATION FOR MUG)ADS ATIIREDenim Short Sleeve Shiftso LI. Stone; 0 Blue Denim: 0 Forest Grcen: 0 RllUbarb Red:D S: D M: D L;D XL: D XXL.. ................... 35.00Denim Long Slee\'e Shiftso Lt Stone; 0 Blue Denim: 0 Forest Grcen; 0 Rhubarb Red:O S; 0 M: 0 L; o XL; O XXL. ...................... 42.00T wo-Toned Shirts: 0 M: 0 L; 0 XL; 0 XXL. ..... 48.50o GrccnIGmy: 0 Crnnberry!Grny3 Color Polo Shirts: 0 M: 0 L; 0 XL ................ ..GoII Sh;,IS: 0 S: 0 M : 0 L 0 XL: 0 XXL.. ... .o White: 0 LI. Blue: 0 Navy; 0 Red: 0 Green48.5027.00ABS T·Shirts: indicate size (M, L, XL, XXL)o "Old is Gold" logo, maroon w/gold design size_ 18.00o "Fly Straight" logo, purple w/silver design size_ 18.00o V-tai l nose. cream w/navy designsize_ 15.00o "Barons are a Blast!" logo. denim bluewlrcdlwhite design sizc_ 15.00o White wlsmall navy ASS logo left fron t size 10.00· YoUlhWh;teTec:0 2·4; 0 6-8; 0 10-12: 0 14-168.00Limited ABS J acket: 0 M: 0 L: 0 XL: 0 XXL .45.00Qllamit)' 0 Spruce; 0 Tan (also in small); 0 Navy (sm.tli only).U.S. Postage & ha ndling - Add $5.00 $ _____Foreign postage as required $, _____TOTAL $,====PI~as~ mail or FAX Ihi$form .... ilh ,Ir~("k or a~dir curt/nllmher to:American Bonanza Societv 0 P.O. Box 12g8S 0 Wichita. KS 67277PH: 316.945·.1700 • FAX: 316·945·1710Please bi ll: 0 VISA 0 MasterCard or 0 Check enclosed for $ _____I I I I I-I I I I I-I I I I I-I I I I IExpdate: __Signature: (RequIred Ifusinl! cmdn card), _______Name:_________ ______________ ABS #, ___ __Cit),: _ ______________ State: __ Zip _____ _

Re: Braly's article on leaningAfter reading George Braly's articlesabout the back side of lean operation. Iam prompted to write about my experi·ence in this procedure which dates backmany, many years-even previous to theWright 1-5 engine days on which engineI used the procedure of leaning to thebackside.I flew many thousands of hours be·hind four Wright 3350 engines at onetime, always on the back side of lean aswas required by the warranty on the engines.ln the case of the 3350 Compoundengines on Eastern Air Lines, we leanedto a drop of 15 percent BMEP, and thenpicked up the power by manifold pressure.That was the method for preventingdamage to the turbines which drove thecompressors. The EGT was reduced to preventburning of the turbines.We reached a TBO of 3,700 hours onthose engines with only a Cuno strainerfor the oil (not a filter) and with the oldstraight mineral oil which was re-refinedand new oil added only as required. Inthis way, we ran the engines at lowerEGT·CHT and therefore also saved thevalves and prevented the production ofunburned carbon, which otherwise wouldhave caused the piston rings to seize intheir grooves.The engines stayed clean. In thousandsof engine hours, I had only oneengine failure: a broken master rod, unrelatedto mixture, never a valve or turbinefailure.In my own airplanes, I have used themethod since the 1930s, includingContinental 185- 1 I engines, runningone 2800 and another 2200 hours, airtime only, removing them simply becauseI was not sure of their fatiguelife. No valve trouble or stuck piston_ ........ ngs.With the PS-5C carburetor, Iwould lean to roughness, then add a littlewarm alternate air to smooth out the engine,repeat the process, then cruise withall of the manifold pressure I could get.depending on altitude. The fuel economywas greater and the engine life extended.I am now using the GAMljectors onmy 10·520 engine with excellent results.The engine runs smooth ly and cool. Ihave a KS Avionics EGT-CHT instrumentand can determine which cylinderleans below peak last. With theGAMljectors, they are actually so evenlymatched that it is remarkable.While a mechanical engineering studentin 1927, I ran dynamometer tests ona four·cylinder auto engi ne and confinnedthe advantages of back side of leanwith our primitive instrumentation of thetime. I was thinking of longer range foroceanic flying and found both the temperamresand specific fuel consumptionto be lower.- fohn MillerPoughkeepsie, N ew YorkAnswer to "Back to theFuture" article questionAs a result of my three-part series,"Back to the Future" in the ABS Maga·zille (August-October 1998). Doug Sinkasked me why it is not OK to run one ortwo jugs continuously up at PEAK EGT.His question referred to the first paragraphof the summary, page 5416.The answer to his good question isthat, at high power sertings, running allYof the six cylinders in the band of EGTmixture sertings from peak extending outto as much as 50 F to 100 F rich of peakcauses that cylinder to be run at a mixturethat causes near maximum adversecylinder head temperatures.Doug notes that the CHT at peak islower than it is rich of peak. That is truebutonly 10 F to 15 F coolerthan its maxi·mum value at 50 F or so rich of peak. Ifyou continue down on the lean side to 50F lean of peak, the CHTs drop rapidly byan additional 25 degrees or so.At high power settings, the valvesoperate near their critical metallurgical limits.The extra 25 F oflowered cylinder headtemperature (and therefore, valve tempera·tures, since the valves are heat-sioked intothe cylinder heads) is significant in termsof engine valve longevity.Note, also, while a lot of bad leaningrecommendations have been issued byvarious engine and airfmme manufactur·ers over the years, when Beech got aroundto the leaning recommendation for the 10-550, they-at last- got it right!Basically, the current 10·550 leaningrecommendations in the current BeechA36 and Baron manuals explicitly pro·hibit running the cylinders at peak or evenvery close to peak on either side of peakEGT when the engine is run at highpower settings. Beech does specificallyauthorize running the engine at hi ghpower with the engine set to lean of peaksettings, but they want you further downthe scale of peak, in order to take advantageof the extra 25 F cooler CHT mentionedabove.The only problem with the Beech recommendationis: It ignores the very realproblem of a si ngle probe EGT operatingwith large cylinder-to-cylinder variationsin fuelfair ratios, which routinelyleaves two cylinders running 50 F leanof peak and two cylinders running up ator near or even slightly ricb than peak.This is the important adverse conditionwhich the cautionary note was attemptingto address.If the cylinder-to-cylinder fuellair ratiosare balanced and made uniform, thiswhole problem is avoided, even whenPage 5577ABS February 1999

using a single probe EGT.One last thought. None of this mattersmuch at low power settings. At low powersettings, run it rich. lean or even at peakEGT. It doesn't make much difference,except for plug and valve sticking problemsfrom overly rich mixture settings.But if you, like many of us, want torun your engines in the higher power setting range, then running all of the cylindersat 25 F to 50 F lean of peak (or evenleaner) is the only practical range of mixturesettings that will deliver the lowestpossible cylinder head temperatures forall of the cylinders.If you have any more questions, pleasefeel free to e-mail me at gwbraly@gami .com.-George BralyGeneral Aviation Modifications, Inc.Ada, OklahomaRosen sun visorsBecause the visors in my H35 wereratty, I recently replaced them with a pairof Rosen sunvisors. You 've probablyseen the ads for the Rosen products. Theyfeature a sturdy black aluminum frameand a dark Plexiglas visor. The long armof the frame telescopes, allowing a crewmember to put the visor between the sunand his eyes. even when the sun is we lloff to one side.Mine aren 't Rosen's latest three-axisversion (PIN RBB-300- 1 A). which manyvendors sell for $395. I opted for the twoaxismodel (PIN RBB-300-I ), which costabout £330 from Aircraft Spruce.The visors reached me in perfect conditionwith installation instructions, STCpaperwork, screws and a couple of Allenwrenches. The workmanship lookedgreat. They are only a bit larger than stockvisors: they look bigger in the ads.But I didn 't like everything I saw. Theend of the metal arm protrudes past thevisor. sticking out far enough so the metalcontacts the windscreen when the visorsare swung forward. I don't like the ideaof a sharp metal edge banging into anexpensive 3/8-inch windscreen.Installation was easy. as one mightexpect. I put a couple of mall washersunder one screw to get one visor to alignproperly; the instruction mentioned thisABS February 1999might be required. Isopropyl alcohol willneatly remove the garish logo stuck toeach one.The Allen wrenches are used to adjustthe friction of the swivel mechanisms,should it be necessary.Several trips with the Rosen visorshave made me regret buying them. Thepurpose of a visor is to block the directrays of the sun. But the tinted Rosen visorsaren't dark enough. They transmitenough sunlight to leave you squintinginto the glare. still unable to see the restof the sky very well. (My solution has beento tape a piece of paper to my visor.)The visors do a fine job, however, ifthe sun is off to one side, or if a high overcastdecreases the sun's intensity.Rosen says its visors are safer becausethey're not opaque. The crew is supposedto be able to see other traffic that mightbe hidden by regu lar visors.I disagree. Although Rosen visorsaren 't dark enough to block the direct sun,they are dark enough to effectively blockthe view of anything that'S behind them.They might as well be made of sheetsteel, as far as visibility goes.For many pilots. Rosen sunvisors areno doubl the Heat's meow." But if you' rethinking about buying a pair, be sure tofly with them before placing an order.By the way, ordering replacement visorsfrom Raytheon isn't a very attractiveoption. The company's price is $902 each.-Michael TrufferDeLand, FloridaMouse attackDuring the last few annual in spections.my perceptive IA. Adrian Eichhornpointed out that my airframe had beenvisited by rodents. most likely mice. Thisinformation was not a complete surprisesince I had seen mice in my hangar onoccasion, especially in the winter months.I had not taken these visitations seriouslythough, assuming they would be curbedby the wild cats and the occasional blacksnake that also frequent my hangar.After the last annual inspection.Adrian set me straight on the seriousnessof the problem. I have learned that rodentdroppings are highly corrosive andhave caused the dest ruction of more thanone airframe. Rodent nesting materialsare flammabl e. Rodents eat insulationand chew on wires, causing electricalshorts. Aircraft fires have been attributedto rodent damage. In my case, I was seriouslyalarmed when. only three weeksafter my annual , which look place duringthe summer, we found new rodentdroppings, and evidence of nesting andchewing of the carpet pads.Assuming that the mice were enteringthrough the wheel wells, I designedsi mple barriers to prevent the mice fromentering the airframe. No mice were goingto get the better of my airplane.These "mice guards" are approxi ­mately 10-inch-by-48-inch rectanglesmade from house exterior siding material.The short ends of each rectangle arebent back approx imately one-fourth inchin opposite directions to enable interlockingof the two ends to form cylinders. Ihope the accompanying picture clarifiesthis description.While I am applying for a patent forthis invention, I am sharing the idea withall ABS members at no cost. I am alsotryi ng to convince Adrian to offer theseguards for sale through his company, AlpineAviation. Ad rian is considering thisstep, but must weigh the liability that maybe a factor in our litigious society.Having written about tail flutter, accidentsand safety and oxygen use andflight physiology, I now feel fulfi lled asa writer in expanding my scope to include·'verminology.·' -Itzhak JacobyBethseda, Maryland ---@-Page 5578

Slipped the surly bondsAs we \rere goillg 10 press, I receil'ed wordfrom theftrst ABSexecutive directO/; Ralph Haesloop. of the death of Russell Rillk.olle of ollr early leaders, who continued 10 support lIIId participateill ABS activities from the Society's begililling. The Societyextellds its cOlldolellces to his famil\'. The tribllle Ralph sellt usis reprillfed here.-Nallcy Johnson, ABS execwive directorIt is with a sad heart that I report the passing of Russell W.Rink, ABS 4, on January II. Russ was our third ABS President(1973-1975) and one of the original members oftheABS Boardof Advisors (as they were called back then) who all workeddiligently with Dr. B. J. McClanahan. ABS I. and HenrySchlossberg, ABS 2, during the formative years of the AmericanBonanza Society.Russ brought 10 the ABS both nying and business expertise.He wrote many articles for our ABS Newsletters about hisnying experiences. As vice president of Purchasing at PublicService of Indiana, he provided a wealth of business acumen;as a unique, skilled avialOr, he added the experience of a generalaviation pilot, whose special hero was Charles Lindbergh.Russ tested the limits of his Model 35 Bonanza himself withsolo flights to Hawaii, Europe and on many other cballengingocean-crossing trips. He and his wife, Betty, enjoyed many hoursof travel in their Bonanza 10 most cities of this continent.When Russ retired his wings, he focused his interest on sailingand built his own 25-foot sloop, eventually purchasing a37-foot, cente- cockpit Irwin (Silver Dolphin 11), which heequipped for ocean cruising. Again. putting his individual skillsto the test, he made many solo crossings of the Gulf of Mexicofrom his home in Venice, Florida.I felt privileged 10 be included in a Venice crew to sail toDaytona Beach in a 37-foot Gulfstar with Russ. There we participatedin the 1985 T ransAt ocean race from Daytona Beacb, Florida,to Bermuda. It was an experience I will always treasure.All of us say "farewell" to a fine fellow pilot. His accomplishmentsin anything he chose to undertake were outstandingdue 10 his many talents and his determined drive to perfection.I personally feel grateful I had the privilege of sharing a friendshipwith him and his family for so many years.Russ was an ABS pioneer who offered a helpful hand inlaying the groundwork for what the Society is today.-Ralph G. HaesloopMEMBERS IN THE NEWSABS member Marcus B. Crottsof Crotts & Saunders Engineering,Inc., Winston-Salem, North Carolina,was elected secretary-treasurerof the Society of Manufacluring Engineersfor 1999 at the Society'S annualmeeting in Houston, Texas. November9.He is a mechanical engineergraduate of North Carolina StateUniversity, with a master's degreein mechanical engineering from theUniversity of lIIinois.The Society of ManufacturingEngineers, with world headquartersin Dearborn, MiChigan, was foundedin Detroit in 1932 and has 65,000members in 27 countries. There are275 localchaptersand 240studentchaptersworldwide.DATESMarch 5-8April 16-19May 14-17June 4-7lune 25-28luly 16- t 91999 Service Clinics-Partial ScheduleLOCATIONIsland AviationPiedmont-Hawthorne Aviation, In c.All American AviationAviation Classics, Inc.Select Aircraft ServiceWestern AircraftfSOAdditional dates and locations pendingBPPP Inc. Schedule for 1999Fernandena Beach, FloridaLeesburg, VirginiaAddison, TexasReno, NevadaBatavia, O hioBoise, IdahoBonanzasiBarons/Travel Airs at all locations. Subject to change.DATE LOCATION PHASE CUTOff DATEMar. 5-7 Austi n, Texas Initial/Recurrent Feb. 5Apr. 9-" Fresno, Calif. Initial/Recurrent Mar. 25Apr. 23-25 Columbu s, Ohio Initi al/Recurrent Mar. 22May 14-16 St. Paul, Minn. Initial/Recurrent Apr. 12June 4-6 Spokane, Wash. Initial/Recu rrent May 13lune 25-27 Colorado Springs, Colo. Mou ntain flying May 18Sept. 17-19 Little Rock, Ark. Initial/Recu rrent Aug. 26Oct. 1-3 Nashu a, N.H . Initial/Recurrent Sept. 14Oct. 22-24 Fresno, Calif. In itial/Recu rrent Oct. 14Nov. 5-7 Greensboro, N.C. In itial/Recu rrent Oc t. 14Cockpit Companion Course available at all locations except Colorado Springs.Call ABS Headquarters to make arran~ements to attend: 316-945-1700. Or signup via the ABS we site: ww.bonanza .org .Page 5579ABS February 1999

InsuranceBY JOHN ALLEN, PRESIDENTFALCON INSURANCEPreventing aircraft theftAviation insurers have received informationthat drug smugglers are changingtactics and thus will need to increasetheir neet of stolen aircraft. This likelywill mean more general aviation aircraftin the United States will be stolen for thepurpose of distributing illegal substances.Drug cartels in Mexico and LatinAmerica have been using long-range turbopropaircraft to move their product,people and supplies to and from centersof distribution. Field intelligence hasshown that these bases are operated andprotected by armed guards and certainrebel groups.There is little chance for verificationor inspection of the status of aircraft atthese bases. The fact is there are manyU.S. registered aircraft comprising thedrug traffickers' neets.However, increased political pressureon certain Latin American countries hascaused changes in traffickers' methods ofoperations. The military in Colombia,ABS February 1999Peru and Bolivia will shoot down anyaircraft that refuses to land. In most situations,it is the U.S . radar that spots thesuspected aircraft and directs the LatinAmerican military to intercept the target.If an air base is suspected, the LatinAmerican country may order bombing orstrafing missions to destroy aircraft onthe ground and facilities.Because of this shoot-down policy,tra!'tickers are now switching to workhorsesingle engine aircraft for haulinglarge loads instead of tu rboprop aircraft.The aircraft are making tree-top-Ievelni ghts between the labs and other facilities.Pilots who recei ved $5,000 per nightare now receiving S50.000 for similarnights. This is cosling the traffickers moretime and expense to get their products tomarket at a greater risk.It is obvious that greater pressure isbeing placed on tra!'tickers to steal moregeneral aviation aircraft to meet the currentneeds of the drug cartels. It is incumbenton every aircraft owner to protecthis or her aircraft from fa lling intothe hands of thieves who will use themfor these illegal purposes.Some methods used by thieves• They identify a target ai rcraft, manytim es a transient aircraft at a resort area.and make a call to the FBO where the aircraftis based. "This is the owner and theaircraft should be fueled and ready to leaveat such and such time;" the thief will lellthe FBO. Then the thieves show up. payfor charges Wilh cash or stolen credil cardsand depart wi th the aircraft.• They take the aircraft for a false demonstrationride. They make an appointmentto meet the owner or their representativeat a predetermined place. When lhe targetaircraft is in position, the thieves di vertthe owner's atte ntion and steal the plane.• They simply walk or fly into an airport-dayor night- and steal the aircraftfrom the ramp or locked hangar.How to protect your aircraftThe fo llowing are some basic ste psthat should be taken to protect your aircraftfrom theft or burglary.• Lock your aircraft when you park andcontrol access to the keys. Since OEMlocks and keys are easi ly picked, haveMEDECO tocks installed.• Do not leave the logbooks. which maybe more va luable than the aircraft, in theaircraft.• Take pictures of your aircraft, incl udingthe exterior, interior and control panel,and have copies avail able should the aircraftbe stolen .• Make a copy of your serialized partssuch as engine, props, avionics and ELT,and keep them in a safe place along withthe pictures.Aircraft thieves know they have someprotection because aircraft owners do notnecessarily see thei r aircraft every day.It is important to not only safeguard yo uraircraft, but that you rou tinely check onit yourself or have your FBO representativemonitor its safety.What to do if your aircraft is stolen• Gather all logbooks. pic tures and equipmentlist.• Conlact the police department wi lh jurisdictionover the airport where the theftoccurred. Request that they immediatelyenter the theft into the National Crime informationCenter. This has the effect ofnotifying all Jaw enforcemenl agencies.border locations and ATe to the theft.• Contaci your ASS insurance agenl orthe claims department of your insurancecompany and report Ihe loss.• Report the theft to Ihe Aviation CrimePrevention Institute at 800-969-5473.Move quickly! Quick action on yourpart may stop the aircraft from eitherbeing nown outside the USA, where itwould be repainted and given a new identityor dismantled and sold for parts.Check your policy to be sure youare properly protectedABS members must carry physicaldamage for both ground and in-nightcoverage to be properly protected underthe Hull Section of their pol icy for theftand burglary claims. It is important foreach ABS member to maintain a su!'ticientamount of Hull coverage to allowthemselves to be reimbursed for the lossof their aircraft and avionics equipment.Thieves who want to steal your aircraftmay eventually be successful. However,the more difficult you make theirjob, the more likely it is that they will beforced to find other targets or that theywi ll be apprehended.Falcon Insurance is the agency for the officialABS insurance program. John Allen maybe reached al 1-800-2S9-4ABS (4227).Page 5580

AvionicsBY JIM HUGHESArchangelI want to tell you about a new avionicsdevice that should keep you occupiedin flight while your autopilot flies theairplane. You may recall that I predictedthat 1999 in avionics wouldbe the "Year of the MAP." Ithen reviewed moving mapsbeing developed by ARGUS(new four-color display),AVTDYNE (a new entrant tothe wonderful wor ld of avionicsmanufacture with afive-inch active matrix colordisplay of VFR and IFRcharts, weather, lightningdata), GARMIN (embeddedlocalizer, Glideslope, Commradio transceiver, GPS andsituational navigation data ona four-color screen), ARNAV(the MFO 5200 system,which promises rea l-t imeweather radar data uplinkedto the airplane from ground-based transmitters, plus situational positionbased on GPS), and SK YFORCE (acolor moving map that can be either hardmountedin the airplane or worn as an"electronic kneeboard").And the list did not even cover someof the flight management systems availableon CO or disk that can be loadedinto a laptop computer, which will alsoaccept GPS input, thereby providing acolor moving map for as long as thelaptop batteries last.nfortunately, I missed one. the Archangel,developed by Dr. Michael Greene,a professor of electrical engineering atmy alma mater, Auburn University. Tomake matters even more embarrassing.Dr. Greene is a long-time member of theAmerican Bonanza Society, and an avidflyer of his 1966 Beechcraft Bonanza.Dr. Greene gellffy-more gently thanI would have if the circumstances werereversed-pointed out my oversight andoffered to bring his Bonanza to me for aflight demonstration at my convenience.The demonstration took place the dayafter Thanksgiving as Dr. Greene and hislovely wife were taking their family tosouth Rorida.It doesn't take much imagination tosee that this is the beginning of a "glasscockpit era" in Bonanzas. The electronicflight information system, "EFIS," is inthe center of the panel. It is capable ofdisplaying Jeppesen NavOata movingmaps oriented by GPS and lightning datasupplied by a B.F. Goodrich WX-500Stormscope. This system is available now,having been duly certified by the FAA forinstallation in Bonanzas as well as severalother airplanes.Impressions: Pilots are usually skepticalanytime anyone brings them anythingbesides "steam gauges from theboiler room." After all, we've been staringat round "clocks" for years, sometimesdown to 200-foot IFR minimums. When amanufacturer says "sunlight readable," theyused to mean "just at sunset in Arctic latitudeswith the sun just visible behind ourright shoulder." Well, folks , this one reallyis "sunlight readable."The screen is big enough so that amyopic ex-fighter pilot cou ld see all theinformation from anywhere in the cockpit.The lines are really lines, not segmentedsticks. The button pushing is intuitive-really!I could do most functionswithout having to read the book first.New to general aviation cockpits are"touch screens," that have no buttonssticking out.I'll have to say I'm a little skepticalabout the touch-screen feature. I didn'tget a chance to try the unit in flight inturbulence. Most of us who fly regularly~~;;;'«;Greene 's Bonanza.Page 5581ABS February 1999

know that the miracle of pushbullons insteadof knobs that twist do not alwayswork well in airplanes. What is a greatidea in telephones and VCRs-where theroom is not usually bouncing aroundishighly frustrating in an airplane wherethe beast is trying its best to make yourhand move just as your fi nger tries topush a bUllon.Without even a bUllon to hold on to,entering data in the Archangel could (ormay not) be a problem. Also, if 1"01 eatingmy usual in-flight chili dog lunchwhen I want to enter something in theArchangel, will the unit recognize whatI' m trying to do if I have a smashed chilibean on the end of my finger?What about the size? Dr. Greene hasbravely gone where no avionics manufacturerhas dared lately in producing a 10.4-inch-wide unit. This hasn't been done sincethe Narco Mark 12 came out at 6.25 inches,thereby dictating that for the next 40 yearseverything in a general aviation radio stackhad to be "Mark width."Archangel has neatly sidestepped theproblem by furnishing an installation kitfor about $400 that includes a prestampedpanel sec tion, along with pl acards.screws, nuts, circuit breakers and detailedinstallation instructions. The cockpit displaysystem is available now, STC'd forall BE33. BE35 and BE36 Bonanzas withcenter-style yokes.Were lucky to have among our membershipa member who is a "doer" of whathe wants in his Bonanza and is willing togo through the hassle of getting a SupplementalType Certificate for his airplaneso that the rest of us can enjoy the fruitsof his labors. Archangel also has a typecertificate for Piper PA-28s and PA-46s,so after your friends eat their hearts out atseeing you with not only the best airplaneon the field but the best avionics too, teUthem they can have an Archangel CDS, too.ext, says Dr. Greene, is a second display, replacing the rest of those "steamgauges," including fuel pressure, oil pressure,manifold pressure, amps, tachometer,EGTand CHT. Finall y, a third screencontaining flight control data such asHeading, Altitude, Attitude, rate of climb!descent or everything we now "scan" canbe installed.Any of the three screens can displayany of the data, thereby customizing yourpanel for the job at hand. Want the copilotto keep an eye on the cylinder headtemp during climb to altitude? Put the socalled"engine gauges" on hi slher side.Want to preview an approach while incruise before you begin your descent? Putthe map data on the pilo!"s side and theflying attitude data in the middle so youcan study the map a little closer withouthaving to lean over.What if the electrical system goes out?I think by the time we finally get an allelectriccockpit, the good old FAA willhave dictated that we find a triple redundantelectrical backup system. Given thefast moving technology we are experiencing,I'll bet we can come up withenough stored electrical energy to matchthe endurance of our propulsive energyorelectronic displays that will last as longas the fuel supply.While we have been gleefully loadingup our panels with new stuff, the avionicsindustry has been quietly perfectingthings that don 't take as much currentto run . The GPS or Loran in yourpanel draws less than two amps. YourCOMM radios use very little energy thesedays unless you are transmitting on them.(Short, concise transmissions on the radioare in, for a variety of reasons.)Isn't it wonderful to be in the age inwhich we are living? New electronic displaysare coming that will complementnotreplace-the new satellite- basednavigation systems we are now enjoying.The amazing part is, they fit perfectly intoand complement an ageless airplane designedin the 1940s.For the past two monlhs we've beendi scuss ing autopilots. There's aboutenough information left in my databaseto do another month 's worth, such as:"Wh at happens when I sel ec t theAPP(roach) mode?" "How should I setup the course selector part of my HSIwhen I want to execute a back courseautopilot coupled approach?" "What doyou mean when you describe an autopilotas rate-based or angle-based?" These, plusall the questions I'm recei ving from youon what I've already wrillen, the gri St foranother full column later in the year.See you next month.A8S member jim Hughes holds a as degreein Aero Engineering. He is a CFII and an A&Pmechanic. Jim heads Marketing & ProfessionalServices, a consulting and flight-testfirm involved in both military and civil avionicsapplications.ASS Febru ary 1999Page 5582

Shop TalkBY LYNN JENKINSRaytheon (Beech) respondsWhat to look for in apre-purchase inspectionMember-asked questionsand answersTuri?ochargin8 vs. normallyaspirated engmesRaytheon (Beech) respondsFrank Glenn. an ABS member who istaki ng deli very of a brand new A36 inearl y February, and Brad Stancil, vicepresident of Marketing and Sales for thePiston Di vision of Raytheon. have invitedme to Wichita to participate in the deliv·ery and inspection process of this brandnew Beech aircraft.To say the least, I am very excitedabout havi ng this opportunity to lookover a new aircraft before it leaves thefactory. Some of the things we will belooki ng for is how they have addressedthe problems we found with the new 1997A36 we inspected about a year ago.Along with this visit, I will have anopportunity to meet with Engineering andMarketing to get a run down on what theyhave done to improve the product as wellas their long term plans for the Bonanza.Part of thi s exchange of information willinclude our suggestions for improving theproduct line as we see it from the can·sumer (owner, operator and maintenance)point of view.You wi ll be able to review my find·ings and the information I acquire fromthe factory in the April 1999 issue of theASS Magazil1e.What to look for in apre-purchase inspectionA pre-purchase inspection is not anannual inspection and should not belooked at as such.The intention is to determine that theaircraft is airworthy and meets the expectationsof the buyer, which should havebeen negotiated before the inspection.1. A title search should be done beforestarting the pre-purchase inspection to determinewhether the aircraft is as stated.In other words, to make sure there are noliens against it, who the legal owner is. etc.1. Run an AD search on the ai rframe.engine, propeller and all appliances. Reviewthe logbooks to to determinewhether or not all ADs have been compliedwith. Make sure all major alterationsand repairs have properly executed337s. Review the aircraft equipment listto make sure all equipment installed andlor removed is depicted properly on thelist. along with the correct weight andbalance information. Items out of complianceshould be noted and added to thelist of items to be done or negotiated inthe purchase price of the aircraft prior totaking delivery.3. Remove the propeller spi nn er andcheck the model number of the hub andblades to see that it is the correct propel·ler for the aircraft as specified in the air·craft type certificate. Inspect the hub andspinner assembly for crack s and theblades for large nicks and cracks.4. Thoroughly inspect the engine for oilleaks and case cracks; do a compressioncheck to validate cylinder integrit y. Dependinghow you feel about the engineintegrity, you may want to remove theoil filter and cut it open (using the propertype of tool , not a hack saw) to inspectfor metal andlor foreign materials. Checkthe exhaust system and heat exchangersfor cracks and leaks. Look up the exhaustpipes with a flashlight to determine theexistence and condition of the flamecones in the heat exchangers. While inthe engine compartment, do a generallook· around for anything that might needrepair such as scat tubing, motor mountcondition, wiring, etc.5. Thoroughly check the skin of the aircraftboth inside and out for noticeablecorrosion.6. Look for crazing on all of the windows.It is best to do this in bright sunlight, otherwise,it may not be obvious to you.7. Note the general appearance of thecockpit. looking for required placards.etc. Check the compass for fluid and acompass deviation card. Are all of theswitches and outlets labeled? Does thefuel selector valve turn freel y? Do all ofthe controls (throttle, prop and mixture)move freely? ate the condition of theeat belts, etc. Are emergency exits properlymarked? Do they work?8. Suggest removing the tail empennageaccess panel located at the rear of thebaggage compartment and check forproper cable tensions (within reason, usinga tension gauge is probably not necessary).corrosion and to see that equipmentis properly secured, etc.9. Check the rod end play at all of thecontrol surfaces. Especially check theai lerons and ruddervators/elevators forskin cracks. corrosion, proper travel andthat the balance weights are securely inplace.10. Place the aircraft on jacks and performa gear retraction test. Determine thatthe up-lock roller lock assembly is properlyadjusted and that the up-lock rollersPage 5583ABS February 1999

turn freely. While on jacks, also determinethat the down-lock tensions areproperly set. Make sure the gear doorsclose completely and are not misaligned.Pay special attention to the nose geardoors. Evaluate the steering linkage to seethat it does not have exce sive steeringplay. While the aircraft is still on jacks,take ad vantage of the height and look forfuel stains under the wing roots. This isalso a good time to do a thorough bottomskin inspection for cracks, etc.Other things you can check while theaircraft is still in the air are the conditionof the brake pucks and the flexible breaklines (upper and lower per side). OnCleveland brake equipped aircraft, thiscan be done without removing the wheelsor the brakes. Take this opportunity toalso note the condition of the tires andwheels.Normally on a pre-purchase inspection,it is not necessary to pull inspectionplates since you are not performing anannual inspection. It is rare that a problemoccurs with control surface linkage.11. Suggest removing the tail cone andchecking the elevator/ruddervator controlrod ends and attachments. Check the rudderattachment cable ends, if applicable.Lf the control horns are magnesium, makesure that they are not cracked per the AD.12. Finally, after everything is back together,take the aircraft out to the run-uparea and perform mag checks to determinerpm drop and roughness, cycle thepropeller, do a full power run-up noting fuelflow, oil pressure, rpm, etc. Know what thefuel flow and other parameters should bebefore performing this test. Also, do a testof the ignition switch determining thatboth mags can be selected and that theydo indeed ground out the mags.The above list should give you a generalidea of what to look at when purchasingan aircraft. It is not meant to be all encompassingbut just a general guide line.Fuel cells and Beech partsRick Grossmann of Overland Park,Kansas, e-mailed me a couple of ques-ABS February 1999tions about fuel cells and Beech pans. Ithought the rest of the membership mightbe interested in this informa tion.QUESTIO : What are the advantagesldisadvantages of the new Nitrile lubber fuelcells vs. other kinds of rubber bladders?ANSWER: To the best of my knowledge,Nitrile is the best thing going for fuelbladders right now. Some of the tankmanufacturers are so confident of thi snew material that they offer a limited lifetime warranty when selling their new orre-manufactured bladders. Be sure to reviewthe limited warranty before youpurchase tanks since there are some disclaimersin the warranty.As far as the disadvantages are concerned,I am nOt aware of any.QUESTION: For many new airframeparts on a Bonanza, we must go to Beech.However, a number of ads in the aviationperiodicals advertise new fuel cellsbuilt and marketed by companies otherthan Beech. What are the pros and consof going with Beech vs. the after-marketon fuel cells?ANSWER: Let me respond to this questionin more general terms. Many of thepans that Raytheon (Beech) uses aremanufactured for them by FAAIPMA-approvedmanufacturers. In some cases, theparts are made exclusively for Beech,thus you cannot purchase them from theirvendor.But in many cases, parts made forBeech are not exclusive to Beech and aremade for other airframe manufacturersor after-market spare pans suppliers.If the parts are made by an FAAlPMAapprovedmanufacturer and carry theoriginal part number (PIN), they are madeto the same specification as the parts usedby Beech. In many cases, you will bepurchasing parts from the same manufacturerthat Beech uses.Raytheon is very supportive of theiraircraft product Lines and tries to have allspare parts available for both new and oldmodels. On occasion, you will find theyare out of stock, however, they do everything possible to expedite the part wherean AOG (Aircraft On the Ground) situationexists.For the company to cover its costs ofinventorying all of these spare pans, itmarks up its parts accordingly. Remember,it costs money to stock and to havethese pans available for you when youneed them.If you can find an after-market partwith the same part number, manufacturedby an FAA/PMA manufacturer, it is exactlythe same part as you would purchasefrom Beech.So getting back to the tank question,the above app lies. If the tank (bladder)has the same part number and is madeby an FAAIPMA manufacturer, then verypossibly it is made by the same companythat makes the Beech tank. In either case,it is made to the same specifications. Frequently, FAA/PMA manufacturers willlist parts under their pan number ratherthan under the aircraft manufacturer'snumber. If they are an FANPMA manufacturerand offer a cross-reference to theoriginal equ ipment manufacturer orOEM number, then the pan is the same.The only possible downside could bein the warranty of after-market purchasedparts. Beech wi ll stand behind their partsso you need to make sure that whomeveryou purchase after-market parts from willsuppon you as well.Turbocharging vs. normallyaspirated enginesOne of the questions I frequently getis: "Should I get a turbocharged aircraftor go normally aspirated?" Before I answer,let me say that my response is solelymy opinion and mayor may not necessarilyagree wi th other professionals inthe aviation industry. And before I getinto the pros and cons of each, let me tellyou just what your options are and howthey work.ormally aspirated means that theengi ne breathes ambient outside air atwhatever the pressure is at the altitudeyou are flying . The higher you go, theless volume of fuel and oxygen/air areingested into the engine.COlltillued 011 page 5588Page 5584

CurrentsBI' LEWGAGEReconditioned crankcasesWhen we are up for overhaul witb an·'E" engine, what is involved regardingthe crankcase before assembly of the enginebegins?After the eng in e is disassembled,the various parts shouldhave all the oi l and sludge removedby using solvent, compressedair, hot water wash orother methods so accurate measurementsand verification offitscan be made. If the case halvesshow evidence of frell ing, thecase must be reconditioned.Fretting is the movement ofone case half against the otherduring engine operation whichwears away the metal betweenthe two surfaces. This wear usuallyshows only, or shows worst,at the main bearing bosses, butfrelling might also occur otherplaces on the case-mating surfaces.A fre ll ed surface looks asthough it had been bead-blasted withmedium grit bead blast material and severalthousandths of an inch of surfacemay have worn away. This loss of materialcauses the main bearing through boltsto lose the proper torque and pre-load.openi ng the door to accelerated furtherfretting, "spinning" of the main bearinginserts, oil leaks around the through boltsand possible engine failure-none ofwhich is good. The first indication ofcrankcase fretting on an operating "E"engine is usually oi l leaks around thethrough bolts.When the shop doing the reconditioningwork returns the crankcase, it shouldbe assembled by applying a light coat ofPrussian Blue to all mating surfaces ofone case half and then joined using thethrough bolts and the old nuts torqued tofu ll torque (490-510 inch pounds or 41to 43 foot pounds). The threads and nutbases should be lubricated with motor oil.The case flange or edge bolts do not needto be installed, only the bearing throughbolts. Suitable flat washers must be usedto equal the cylinder base thickness forthis assembly procedure.A measurement of all bores affected bythe surfacing of the case halves and a fewothers must be made. They are: (I) mainbearing saddles to be 2.5625 - 2.5635; andCrankcase bearing boss showing column supports. Thestructure acts as a compressively loaded column. Pencilindicates fretting area.(2) all other fits per table of limits.The amount which has been cut fromthe two case halves can be detemlinedby measuring the bo s on the nose of theengine that aligns either the Beech propmounting plate or the Hartzell OTU.When the case is machined flat, this bossgoes out of round by the amount cut fromthe case halves.Example: The top-to-bottom measurementof this boss is measured at 4.250while the left to right is 4.238, a .012 outof-roundcondition. Therefore, the casehalves have each been cut .006 or onecut .005 and the other .007, etc.This out-of-round condition does notaffect the performance of the Beech orHartzell propeller mechanisms (althoughit doesn't help either) because of built in"slop" allowances in both systems.Once the various measurements aretaken and recorded, the case is split apartand the imprint the Prussian Blue has leftis checked. The very cri tical areas are themain bearing boss pads. The case edgesare also critical, but if there is a slightlylighter "print" or a sma ll skip area, it willbe checked on the next case assemblywhichis to check the main bearings TDwhen installed.Install the bearing halves in thecrankcaseand again fasten the case halves togetherwith the through bolts andold nuts torqued to 41-43 footpounds. Measure the bearing TD(each 60 degrees around the bearing)for the expected bearingclearance. Also, if need be, installthe case edge bolts in the area ofquestion if a solid "blue" printwas not obtained during the firstassembly. Only tighten thesebolts to a snug torque. This slightcoaxing of the case flanges intocontact with each other will ensurethe proper clamping effecttakes place when the full torqueis applied.The little "tangs" or ears onthe main and rod bearing insertsare not what hold the bearingsrigidly in place in the crankcaseor rod end. The bearing relies onPage 5585 ABS February 1999

a closely controlled amount of "crush."This produces the same effect achievedin a one-piece bearing bushing pressedinto a solid bore.The ears or tangs on thebearing halves are used onlyas locating lugs during engineassembly. If the propercrush or interference fit isnot achieved, the bearingmay have too little clearancewith the crankshaft journal:the bearing may "spin" in thesaddle; oil pressure may belost out the space betweenthe backside of the bearingand the saddle; insufficientcontact between the bearingand crankcase results, whichdegrades bearing heat transferor excess bearing clearanceresults, which lowersoil pressure.The main and thrust bearinginsert halves should be.093 thick for standard bearingsand .098 for crankshaftswhich have been ground undersize by .010.After all measurementshave been recorded andcompared with the table oflimits, the engine "powersection" (crankcase and cylinders)may be assembledusing new through bolt nuts.Be sure that no paint is underthe cylinder stud andthrough bolt nuts and thethreads and nut contact surfacesare lubricated with 010-tor oi I.Any condition that mightcontribute to in sufficientpre-load of the "compressivelyloaded column" of thethrough bolts will lead tofuture fretting of the crankcase.An excellent manual,which offers a comprehensivedescription of this andmany other considerationsregarding Continental and Lycomingopposedaircraft engines. is the Sky RanchEngineering Manllal (800-433-3564). Ithi nk il is the best buy around for yourDescript ionGEAR BACKLASHCamshaft Gear and Accessory Drive Gear . ........... Bacdash:Cam5hah Gear and Magneto Drive Gear . ............ Backlash:Camshaft Gear Unternall and Generator Drive Gear . .... eacldash:Camshaft Gear ~nd Accessory Drive Idler Gear . .... , ... 8acit ta sh:Camshaft Gear and Right Side Accessory Drive Gear . . . .. Ba:::!dash:Accessory Drive Idler And Left Side AccessoryIScavenqe) Pu mp Orive Gear ............ . , .... Back.lash :Oil Pressure Pump Impellers . .. . . ... ........ . .... Badtlash:LefT MAGNETOSTARTER DRIVE CEARrP~// - '\,\".I.-.-+-;+!;i -. : 1-jI-. -h-'~'; IjJreference library for about $20. This is aplain language publication that can makeclear, to just about anyone, some of themysteries of what's happening and why inServicelim itNewMin..0 14 .006.0 1B .010.019 .010.Q15 .007.0 15 ,007.0 16 .OOB,017 .009PartsMax..0 10,014.014.011.0 11.012.013CRANKSHAFTI' 1 " ~ACCESSDRY DRIVE GEAR·-H\,{( /T\--:;:;'~,!. ) je . ~ ~~GI~! ~E~GRNETO~--'......~ ~ • / //I ~If /"''\. ~ if r':\1 \)DRIVE GEAR....{ ~ \ ~-- ~-=--..... -... "",.,\! I ) Ij~"'''""' '" ,". i\.~ / - , - 'jDRIVEN IMPEllER - ~\ '\ -~TACHOM~TER i" ""~f' @,. ~. CAMSHAFT EXTERNjLDRIVE SHAFT f II ,\,:;' GEARINTEGRAL /,' ,( . -: CAMSHAFT INTERNAL;1 " 1(/1~ -\ \ . .GEARPRESSURE OIL PUMP \i \ \ ' ~7- '--- - rr' .- INTEGRALORIVING IMPEllER \\ \ . .~ + /1 i /GENERATOR~\" . ''0\r')i i /' //I Y 'DRIVE GEAR \,'"'&¥;/.I ,/1'"".~~. ~;// 'o./ J RIGHT Sl OE ACCESSORY~..,.. '- _;~._ -;:.#'f < ~ DRIVE SHAFTGEAR\1.\ ) )!~_~"I \ : ,~\ .SCAVENGE OIL PUMP ;~~-(;;--. (--" '\DRIVEN lMPElLER------"';/r-, JSCAVENGE OIL PUMP __"t>--\ ! ,:,\\... ~.J-- , . i) ",--= .::7~,,\, )// ~~SCAVENGE OIL PUMP-~ ,.7' . ACCESSORY DRIVE ID LE R GEARAND LEFT SIDE ACCESSORYORIVE SHAFTGEARDRIVING IMPElLER (! i C I\\ /IE GEAR TRAIN DIAGRAM.ABS February 1999Page 5586

these engines.After an overhauled "E" crankcase isassembled, there are several additionalitems which must be checked to assureall is well. It has been my experience thattwo imponant conditions mayor may notbe satisfactory.When the case is resurfaced, usually.005+1- from each case half, the centerto-center(c/c) distance of the magnetogear pivot posts and the locating dowelpin holes for the accessory case is lost.This clc distance change may not affectthe required fits, or it may require adjustmentby the mechanic who assembles theengine. The shops who do this work detennineby their method that these newclc measurements should work. However,once the gears and accessory casethat are actually going to be used on theengine are installed, things may not beas they should be.Magneto gear backlash (see diagram)is specified as .010-.014 with service limitsof.O 18. This "running clearance" willchange from what it was before the casewas surfaced. There are two consideratio ns surrounding thi schange. Is the backlash now out oflimits ? Are the gear pivot postsnow not reasonably well centeredin the holes in the accessory caseinto which the magnetos fit?Gear backlashe is checked byinserting a narrow strip of brassshim stock into the depicted backlashspace (see illustration ). Thisshould be done for a full 360 degrees(at least eight places) aroundthe gears involved since manufacturingtolerances may cause the gear teethto not be centered on the axis of rotation,thereby producing different readings atdifferent points around the gears.Al so, a tool should be made fromwhich measurements may be taken todetennine the possible out-of-center conditionof the gear pivots and the magnetoboss. If the magneto gear posts are locateddead center of the magneto bosses,the proper gear backlash should result.To fabricate the post extension tool , usea piece of round brass, bronze, aluminum"or steel stock approximately I inch in diameterand 3 inches long. Bore a holewhich is .685 diameter centered in thestock. The hole should be at least I inchdeep and should result in a light push fitover the magneto gear posts.When installing the accessory case, ameasurement of the clc di stance of thelocating dowel pins should be taken asthey now exist on the reworked crankcase.These should be compared to thecorre sponding holes in the accessorycase. When the accessory case is trial fittedto the crankcase, the degree of effortneeded to get the accessory case to slipdown over the dowel pins will determinewhether or not a set of "joggled" or offsetpins will need to be made.Joggled pins are fabricated by turningSlI6-inch bolt stock to .250 diameterand 5116-inch long and then turning thesame length on the other end to .250 diameterafter shimming one jaw of a threejawlathe chuck, using a small piece ofthe proper thickness shim stock, so thetwo ends are offset or "joggled." Usuallya .006 or less joggle is satisfactory.BACKLA SHBacklash is built into standard gears duringmanufacture by cutting the gear teeththinner than normal by an amount equalto one-half the required figure. When twogears made in this manner are run together,at standard center distance, theirallowances combine, provided the fullamount of backlash is required.Normally there must be some backlashpresent in gear drives to provide runningclearance. This is necessary as binding ofmating gears can result in heat generation,noise, abnormal weal:, possible overload,and/or failure of the drive. A small amountof backlash is a/50 desirable because ofthe dimensional variations involved inpractical manufacturing tolerances.With the accessory case temporarilyinstalled on the assemb led crankcase,measure the position of the magneto postextension tool relative to the magnetoboss (mounting hole) in the accessorycase. There is no spec ified out-of-centerlimit; however, any out-of-center conditionwill cause accelerated wear and tearon the magneto dri ve assembly. Althoughthis type of drive is designed to accommodatesome amount of misalignment.the less the better.If it is determined that an adjustmentshould be made after checking the magnetogear backlash and centering of thepost in the magneto boss, there are severalways thi s can be done . As statedabove, the shop that reworks the case issupposed to check the location of thepivot posts and dowel pin holes and movethem if out of limits. They will either borethe hole oversize by 1/8 inch+/-, press ina plug and re-bore the hole in the correctlocation , or weld the hole up solid andre-bore to suit. However, they may notsi nce the components (gears) they use tocheck for proper clearance will fit, butyours won't.The magneto po sts are"joggled" by determining th eamount and direction the post mustmove. Mark the post with a felt tippen as requ ired. Chuck the gearbearing end of the post in an accuratethree-jaw lathe chuck and tumthe end of the post which fits intothe crankcase to .670 diameter.Using heat-treated round stock,fabricate a bushing which is .668inside diameter, .770 outside diameterand S1I6" long. Press this bushingover the magneto post end which wasturned under size. Re-chuck the post asbefore, shimming it in the proper directionand amount as indicated by felt tippen marks. Turn the installed bushing toa diameter of .751-.7515. Re-install thealtered post in the crankcase and re-measurethe adjusted gear backlash and centeringof the post in the magneto boss.There is a little bit of luck involved to hitthe results right on the money, and if thedesired results are not achieved the firstPage 5587ABS February 1999

time around, turn the bushing off, makeanother one, adjust the shimming routineand do it again. When the post does fit,vibro etch mark the post end with UR asrequired and an arrow pointing up.The mounting holes in the flange of thegear pivot post are oversize enough to providestud clearance for any necessary offsetcreated by the eccentric bushing.The accessory case may now be installedon the crankcase. The gasket betweenthe accessory case and the crankcaseis one of the few gaskets that requiressealant. The surface along the bottomof the crankcase is difficult to sealunless the accessory case has been surfacedperfectly flat. The design of thi sarea is a weak point wi th regard to oi Ileaks. Remember, it is not the volume ofsealer that is applied, but the conditionof the surfaces and gaskel that determinesif a good job will result.Also, all bolts and studs whose endsprotrude to the inside of the engine andare exposed to engine oil splash shouldhave their threads coated with No.2Permatex or equal. Otherwi se, oil leaksmay develop around the bolt head.After accessory case ins lallation, confirmthat there is adequate backlash betweenthe camshaft gear and the idler gearand the right side accessory shaft gear. Itis not possible to measure this backlashwith shim stock, but a visual check ofclearance may be made. Since any outof-positioncondition of the accessorycase wi ll change these clearances, a finalcheck after accessory case installalionis necessary.A small blade-type tool is needed tocheck the vacuum pump drive backlash.This can be cut from .032/.050 aluminumstock, sized so it may be inserted into thefemale spline of the shaft gear. The idlergear backlash may be seen through thegenerator mounting hole. Also, after thegenerator is installed, drive gear backlashshould be checked by movement of thearmature, manipulated through the coolingair cutoUIS using a piece of wooddowel against the commutator. SinceIhere may be looseness in the rubber drivesegments of the generator coupling, thisshould be taken into consideration whendoing this check.Although Ihere are many steps involvedin reaching the final end of aproject such as Ihis, each step is necessaryto assure the best chance for satisfactoryperformance. Keep in mind thatduring takeoff, the generator is turning5,963 rpm, the fuel and scavenge pumps4,425 with requirements of around 2 HP.Get it right now or fix it later!Lewis C. Gage, ABS member, ATPmultiengine land with Boeing 707/720/747/A-310 ratings. Commercial single engineland; flight instructor MfL/SEL airplanes andinstruments; ground instructor advanced andinstrument; flight navigator; flight engineer;mechanic-airplane and engine; and FAAparts manufacturing authorization. Flighttime: 1S,OOO-plus hours. Lew may be contactedat Sunrise Filters, Inc., 2255 Sunrise,Reno, NV 89509. Phone/Fax: 775-826-7 /84.SHOP TALK, continued from page 5584Turbonormalized is a normally aspiratedengine with a turbo system Ihal allowsyou to maintain sea level manifoldpressure (or close to it) up 10 a defmedaltitude, probably somewhere around18,000 feet. These engines normallycarry the same TBO as a normally aspiratedengine since in theory, that is whattheyare.A turbocharged engi ne is manufactureda little different than a normallyaspirated engi ne in that it generally is alower compression engine and probablygenerates more horsepower than its normallyaspirated counterpart. By loweringthe compression and with the aid of aturbo system which boosts the manifoldpressure significantly above 29.92 inchesof mercury, the engi ne can sustain sealevel horsepower to around 18,000 feet.Now let's go into the pros and cons ofthe different system s. Generally a normallyaspirated engine is most reliablebecause it does not have higher manifoldpressures like the turbocharged enginedoes. The downside, of course. is that yourun out of performance as you ascend tothe higher altiludes.In the case of a turbo normalized system,generally you gai n the altitude performancedesired without jeopardizi ngTBO and engine reliability since you arenever able to increase your manifoldpressure above sea level ambient or 29.92inches of mercury.On turbocharged engines, normallylhe down side is a much lower TBO andprobably a top overhaul so mewhereinbetween. Also. for the same ratedhorsepower. you will burn considerablymore fuel.The other area to consider, if you arethinking of turbocharged engines, is themaintenance associated wilh the exhaustsystem and the turbocharger itself. Turbosand exhaust systems do have a highmaintenance requirement, so be sure andconsider these factors.Normally what I tell people is if youhave a need to fly high, you live in highmountainous terrain or do a lot of weatherflying, then going either turbonormalizedor turbocharged makes sense. But if youjust think it might be a great idea to havethe capability bUI would rarely use it, youprobably ought to consider goi ng with anormally aspiraled engine. It is a lotlower on maintenance and fuel costs andis generally more reliable.Should you wish to cOlllac/me regardillgthis ar/icle or allY other {mide /hal /have writtell, or ha ve a subjec//hal youwould like for me /0 address, you lIlayselld lIle all e-mail:LYIIIIJellkiIlS@all.lletor send a fax a/ 775 -33/-4911 . TocOlllach Jenkins Air Sen'ice, call 775-33 / -4905Lynn jenkins, ASS 14562, (ATP, Multi andSingle Engine, Commercial Seaplane, A&Pand fA ratings) is an avid ABS member, supporterand speaker at the ABS conventionseminars. H e was also a pioneer in settingup an aircraft mail order parts business forgeneral aviation aircraft owners. His company,Jenkins Air Service, sells engines, propellers,parts, accessories, avionics etc.wholesale to the aviation community_ AllABS members will receive significantdiscounts.ABS February 1999Page 5588

FLIGHT TO ARGENTINAMADELEINE DUPONT de BOCK, Santiago, ChileSea onPeninsula Valdes, ArgentinaAbout two or three times a year, ourAero Club in Santiago. Chile, organizesa fairly long cross-country tripof three, four or even more days if it's aninternational one.Last OClober, we starred on an extremelyinteresting flight, crossing the AndeanMountain chain into our neighboring country,Argentina. Club planes are usually in themajority but this time it was the other wayaround. Our group consisted of three PiperArchers perraining to tbe Club, a private twinCessna Crusader plus four private singleengine airplanes: A Piper Comanche, a PiperLance, a Cessna Centurion and my BonanzaF33A. Altogether, there were 27 souls.I'd like to share with fellow ABS memberssome of the breathtakingly beautifulsights of snow-covered volcanoes with enchantinglakes embedded at their feet. Leavingthe peaks behind, we had a bumpy rideover the Argentine Pampa Ca vast treelessplain), finally reaching our destination of aprivately owned landing strip within an extensivefarm on the Atlantic Coast-the PeninsulaValdes, province of Chubu!.Thi s is a world-renowned spot wherepeople come for whale watching. The FrancaAustralis whales choose this area yearly formating and bearing their offspring. Theyoungsters weigh around 1,000 pounds andadults weigh several ton s. It's quite impressivebeing so close to those gentle, giantcreatures fooling around the boat.Pilot Madeleine Depont de Bockoverlooking Lake Nanuet Huapi,San Carlos de Bari/ache,Argentina.At another bay we had the opporrunityto observe a small penguin species breedingat this time of year. If they are not sittingon their eggs, they're scurrying aboutdaintily looking very neat. They are protectedby a fence so we humans don't inter- ---­fere with their habitat.We also got to watch huge marine elephantsand their females \Vhi Ie they arecaring for their ':little ones ," swimming ormostly lazily wallowing on the warm sandybeach.Seven days after having left Santiago, wereturned full of enthusiasm. We had a marvelousscenic flight, had become acquaintedwith many new places and had a lot of funtogether. I enjoy my wonderful Bonanza asmuch as always! -@-Penguin on thePeninsula Valdes, Argentina5589

GUEST EDITORIAL,continued from page 5561to improve access to the programs overthe factory dial-in method. In addition,TCM product catalogues, service bulletins,a technical library and an expandedlist of product data are planned for theupdated site.In conjunction with the ABS staff, weare also considering the development ofa message board program providing service,maintenance and technical informationspecifical ly tailored fromA BS memberinputs. The new si te should be activeon March I and we hope you will look inon us atwww.tcmlink .com.DEVELOPMENTS AT TCM FACILITYI would also like to take this opportunityto update you on some interestingdevelopments at our manufacruring facility.TCM has continued to invest inthe development of an integrated manufacturingand service capabi lity at ourMobile, Alabama plant.During the 1998 holiday shutdown,we completed the consolidation of ourmanufacturing fl oor space to less thanone-third of our prior layout. This includedconsolidation of our Atlanta after-marketservice warehouse operationsto the Mobile facil ity, a move that willcontinue to advance our after-market servicecapability.These dramatic gains have been possibleas a result of years of investment inadvanced manufacturi ng tools and systems.We are very proud to report thatpartially as a result of these investments,TCM has not had across-the-board priceincreases in three of the last four years.TECHNtCAl ADVA CEME TSIn closing, I would like to brieflytouch on some of the engi ne technicaladvancements that TCM continues topursue. In conjunction with Aerosance,Inc., our Connecticut based company,TCM is developing the first fu ll authoritydigital electronic control (FADEC) forproduction pi ston powered aircraft. Afour-cylinder version of this single leverFADEC system is current ly in final developmenttesting and should transitionto flight testing by the middle of 1999.Following the introduction of this producton our four-cylinder product line, thedevelopment of a version for TCM's sixcylinderproduct lines should follow. Althoughmuch work remains on this project,we are closing in on this very importantstep in piston powered general aviation.In 1998 TCM also made significantprogress in its program to design anddevelop a Jet-A burning piston aircraftengine. Thi s program, which is beingconducted in concert with NASA, con-The TeM Special Editionengine is available in Bonanzaand Baron aircraft in the 1999model year.Aerosance Electronic controlstinlles with the goal of a flight demonstrationof the new propulsion system atOshkosh in 2000."SPECIAL EDITION" ENGINE SERIESFor 1999 Bonanza and Baron owners,TCM and Raytheon Aircraft Companyare pleased to introduce the Special Editionn! engine serie . The Special Editionseries features enhancements such as refinedbalance, intake port air flow matching,cruise tailored fuel nozzles, a modifiedcam profile and a number of otherfeatures not previously ava ilable on theOEM engine.External modifications include customvalve covers, stainless steel or plated hardwareand a unique paint and trim scheme.MORE POWER TO YOU'" IN '99TCM is exc ited about its prospects for1999. I hope this brief overview providesa glimpse of some of thethings that we will be doing tobring More Power to You'" in thecomi ng year. Hopefully too, we wi llhave a few surpri ses for the comingmonths that will increase the value youreceive from Teledyne Continental Motorsin your flying activities.Bryan Lewis, PresidentTeledyne Coltlinental MOlOrsEach year the Board of Directors considers candidates toreceive the ABS Distinguished Airmanship Award and theM.D. Cashion Aviation Maintenance Award. These prestigiousawards are not given annually, but are awarded basedon the caliber of candidates nominated by members.The Airmanship Award is for oUlStanding contributionto aviation in the form of flying achievements. Wayne Collinswas the 1998 recipient for his exploits in arou nd-the-worldflying and the organization of the "Bonanzas to Oshkosh"yearly formation.The M.D. Cashion Award is for excellence in the mainte-CAll FOR NOMINEESnance andlor modification of Beech aircraft represented byABS. Last year's recipient was Lew Gage for his many fineanicles in the ABS Magazine, convention seminars and advisoryassistance to members in the maintenance and problem-solvingon 1959 and earlier-age Bonanzas.If you have a candidate for one or both of these awards tobe given at the October 6-10 ABS Convention in San Diego,California, please send their names and description of theirachievements to Nancy Johnson, ABS, PO Box 12888.Wichita, KS 67277.-Dick Stricklalld, ABS Awards Committee ChairmallABS Febru ary 1999Page 5590

The ABS Board of Directors is happy to announce the current schedule in our efforts to bring the ABS closer toyou through our fly- in activity held in conjunction w ith the regional groups. Hopefully, we will be able toschedule one in your area this year. If you would like to help in organizing a fly-in, please contact me at 770-719-0638, fax: 770-964-7534, e-mail: HBost@ESTEXMfg.com. -Harold Bost, ABS Director/Fly-in CoordinatorApril 16-18 - Leesburg, VirginiaABS/Regional Group newsThree combination ABS/Regional Fly-ins are on the schedule:ABS/Mid-Atlantic Bonanza Society reactivation in conjunction withan ABS Service Clinic and seminars.April 30/May 2 - Mobile, AlabamaJune (dates and city TBA) - ColoradoABS/Southeastern and Southwest Bonanza Societies, hosted byTeledyne Continental Motors, with factory tour and seminars.ABSlRocky Mountain and Southwest Bonanza Societies.Watch for more details in the March ABS Magazine or call Harold Bast, 770-779-0638Regional Societies Fly-in SchedulesMid-Atlantic Reactivation(Contact Harold Bast, 770-77 9-0638)April 16-1 8 - Weekend - Leesburg, VirginiaNortheast (Contact Dick Endres, 609-778-8690)February 2 I - Sunday Brunch -Aero Squadron Restaurant, N.E.Philadelphia (PNE)March 12-14 - Weekend - River Ranch. FloridaApril 24 - One day - Rough & Tumble Museum,Smoketown, Pennsylvania (Annual tractor pull)May 15 - Lunch - Duchess County, Poughkeepsie, New YorkJune 19 - Lunch - Air Fare Cafe, South Jersey RegionalJuly (TBA) - BBQ Lunch - Great Barri ngton, MassachusettsAugust (TBA) - Weekend - Block Island, Rhode Island(the "Really Bi g" Fly-in)September (TBA) - Weekend - Portland, Maine (Lobster feast)Pacific (Contact Paul 8aum, 805-461 -3643)March 26-28 - Weekend - Albuquerque, New Mexico (ABQ)Apri l 24 - One day - Catalina Island, California (AVX)May 14-16 - Weekend - Monterey, California (MRY)July 23-25 - Weekend - Harbor, WashingtonSeptember 17-I 9 - Weekend - Durango, ColoradoPage 5591Midwest (Contact Bob Siegfried, 630-985-8502)May 7-9 - Weekend - Rough River State Park, KentuckyRocky Mountain (Contact jack Cronin, 303-333-3000)June (TBA) - Weekend - Location in Colorado TBASoutheastern (Contact Troy Branning, 803-359-2148)March 26-28 - Weekend - Wilmington, North Carolina(Deep sea fishing)April 3D/May 2 - Weekend - Mobile, Alabama(Tour TCM factory and seminars)July 16-I 8 - Weekend -ashvi lle, Tennessee (Grand Ole Opry)September 16- I 9 - Weekend - Jefferson, orth CarolinaSouthwest (Contact Marvin Polzien, 580-223-3910)February I 3-2D - Full week - Mexico Fly-aroundApril (TBA) - Weekend - Branson, Missouri (" It's showrime")April 3D/May 2 - Weekend - Mobile, Alabama(Tour TCM factory and seminars)June (TBA) - Weekend - Location in Colorado TBANovember 6 - Lunch - Weslaco, TexasJoin one of these fun groups in your area.There is plenty of activity. Get involved!ABS February 1999

NNominating Committee ReportMr. Jon Roadfeldt, ABS Secretary:As Chairman of the ABS Nominating Committee,which also includes Dr. William Brath (Los Angeles)and Charles Stanford (New York), I am pleased to providethe following candidates for nomination to the ABSBoard of Directors. The vacancies to be filled are due toterm expirations for the Area 5, Area 7 and At-large directorshipsat the end of the current fi scal year (9130199). Directors serve three-year terms, and may be reelectedfor one additional three-year term:Area 5, first term : Jack M. Threadgill, Bryan, TexasRepresenting Arkansas, Louisiana, Mississippi,Oklahoma, New Mexico, Texas al1d Mexico.Area 7, second term: Tilden D. RichardsSutter Creek, CaliforniaRepresellling Alaska, Oregon, Washington, northernCalifornia counties of the northem boundary of Kern,Sail Luis Obispo and Sail Bemardiflo Cotlmi es.At-large, first term: John D. Hastings, M.D.Tulsa, OklahomaRepresellfi1lg allY of the United States or foreigncountries.In addition to the above nominees, names of othereligible members may be submitted by general membershippetition in accordance with Article II (7) of theABS Bylaws:RespectfUlly submit/ed,Willis M. HawkinsoMN E EJACK M. THREADGILL learned hislove for the Bonanza as a teen flyinghis father's 1954 E35. He receivedhis pri vate license at 17, and nowholds Commercial SIME, Instrument,Advanced Ground Instructor andCFlI. He purchased his fi rst Bonanza,an F33A (N222MK) in 198 I, nowowns a B55 (N6236 Y) and has accu­mulated more than 3,700 hours. Jack has been an ABS memberfor 17 years, and was one of the first to take Life Membership.Jack has a degree in electrical engineering from Texas A&MUniversity, and began his career as a commissioned officer andproject engineer for the U.S. Army. After his mi litary service,he built, owned and operated cable TV systems throughout Texasuntil 1992 when he "partially" retired.In 1989, he started Twi n City Properties, a rental real estatecompany, operated with a business partner. With his son, heowns CT Cattle Company, a cow-calf operation. Jack also servesson numerous business boards, and on occasion flies humanitarianmissions for AirLifeLine of Texas and Angel Flight.TILDEN D. "DAVE" RI CHARDSwas elected to a three-year term in ~1996. During his time on the Board,he has served as secretary, treas urerand currently vice president.A 1959 graduate of San Jose StateUn iversity with a BS in aeronauticalengineering, Dave served as a navalofficer from 1959 to 1979, earni ngthe rank of commander. His last assignment was the Navy'sTomahawk Cruise Missile fl ight test director at the Naval MissileTest Center, Pt. Mugu, California. During his naval career,he flew more than 30 models of Navy aircraft from T-34s toA6s.Following retirement from the Navy, Dave moved back homeand started an FBO and became the airport manager at the localairpo rt. There were 30 aircraft based on his airport when hebecame manager and now there are 100. Hangars went fromseven to 59, Bonanzas went from zero to 10, one of which isDave's P35. Dave's greatest joy, besides seeing the airport grow,was seei ng his son soloing Dave's Bonanza on his sixteenthbirthday.Dave holds Commercial SIME and instrument ratings, withmore than 7,000 hours of fli ght ti me. He is also a Certified FlightInstructor and licensed A&P mechanic and glider pi lot. He is amember of numerous aviation-related organizations includingABS. AOPA, EAA and the Society of Experimental Test Pilots.JOH D. "JA CK" HASTI GS ,MD.is a specialist in neurology, andhas been a medical examiner since1976. He has taught neurologic aspectsof aviation medicine for theFAA since 1978, and is a senior consultant to the U.S. Federal Air Surgeon.Jack is also chairman of theEAA Aeromedical Advisory Counciland president of the Ci vil Aviation Medical Association.Jack's uncle, with American Airlines for 44 years, stanedhim in a Link trai ner at age I I. He didn't pursue aviation, however,until his internship at Los Angeles County Hospital in1965. At that time he took advantage of a $5 "Learn to Fly"certificate he found in Time magazine and, as he puts it, "I' vebeen hooked ever since."While at the Mayo Clinic from 1966-69, Jack obtained privateand commercial certificates and an instrument rating. In1972, he added a multi engine rating. He has owned eight airplanes(three Bonanzas, one Baron, two 3 lOs, a 4 I 4 and 340).He has flow n about 3,350 hours, 1,200 of them multi engineand more than 1,300 in his current plane, an A36. --®---ABS February 1999Page 5592

C I dAMERICAN BONANZA SOCIETY HEADQUARTERS1922 Midfield Rd,fP.O. Box 12B88/Wichita, KS &72 77a e n a r Phone: 31 &-945·1 700 - Fax: 31 &-945·1 710Web Site: http://www,bonanza.org -e-mail : bonanza2@bonanza.org1999fEBRUARY13-20 - Southwest Bonanza SocietyFl y-in. Baja, California, Norte.Contact Bill Embury, 918-298-9982or e-mail emjt@prodigy.com.19-21 - BPPP, Inc. (Initial/Recurrent)Orlando, Florida. Cutoff date: 1-29-99. Contact ABS Headquarters.21 - Northeast Bonanza GroupSunday Brunch. Aero SquadronRestaurant, N .E. Philadelphia.Contact Dick Endres, 609-778-8690or e-mail roendres@aol.com.MARCH5-7 - BPPP, Inc. (Initial/Recurrent)Austin, Texa s. Cutoff date: 2-5-99.Contact ABS Headquarters.5-8 - ABS Service Clinic. IslandAviation, Fernandena Beach, Florida.Contact ABS Headquarters.12-14 - Northeast Bonanza GroupFl y-in. River Ranch, Florida. ContactD ick Endres, 609-778-8690 or e-mailroendres@aol.com.26-28 - Southeastern BonanzaSociety Fl y-in. Wilmington, NorthCarolina. Contact Paul Howe, 910-270-417226-28 - Pacific Bonanza SocietyWeekend Fir-in. Albuquerque, NewMexico (ABl)). Contact Paul Baum,805-461 -3643.APRIL9-11 - BPPP, Inc. (Initial/Recurrent)Fresno, California. Cutoff date: 3-25-99. Contact ABS Headquarters.16-18 - ABS/ Mid-Atlantic BonanzaSociety Reactivation Fly-in.Leesburg, Virginia. Contact HaroldBast, 770-719-0638 or e-mailhbost@estexmfg.com.16-19 - ABS Service Clinic. Piedmont-HawthorneAviation , Inc.,Leesburg, Virginia. Contact ABSHeadquarters.23-25 - BPPP, Inc. (Initial/Recurrent)Columbus, Ohio. Cutoff date: 3-22-99. Contact ABS Headquarters.24 - Northeast Bonanza Group OneDay Fly-in. Smokehouse, Pennsylvania.Contact Dick Endres, 609-778-8690 or e-mail roendres@aol.com.24 - Pacific Bonanza Society DayFly-in. Catalina Island, California(AVX). Contact Pau l Baum, 805-461 -3643.30-5/ 02 - ABS/ Southeastern/ SouthwestBonanza Societies Fly-in. TeledyneContinental Motors, Mobile, Alabama.Contact Harold Bast, 770-7 19-0638 ore-mail hbost@estexmfg.com; TroyBanning, 803-359-2148; or MarvinPolzien, 850-223-3910.lBA - Southwest Bonanza Society Fl y­in. Branson, Missouri. Contact MarvinPolzien, 580-223-3910.MAY7 -9 - Midwest Bonanza Society Fly-in.Rough River State Park, Kentucky.Contact John Wh itehead, 901-756-1166.14-1 6 - BPPP, Inc. (I n itial/Recurrent) 51.Paul, Minnesota. Cu toff date: 4-12-99.Contact ABS Headquarters.14-16 - Pacific Bonanza SocietyWeekend Fly-in. Monterey, California(MRY). Contact Paul Baum, 805-461-3643.14-1 7 - ABS Service Clinic. All AmericanAviation, Addison, Texas. ContactABS Headquarters.15 - Northeast Bonanza Group' LunchFly-in. Duchess County, Poughkeepsie,New York. Contact Dick Endres, 609-778-8690 or e-mail roendres@aol.com.JUNE4-6 - BPPP, Inc. (Initial/Recurrent)Spokane, Washington. Cutoff date: 5-13-99. Contact ABS Headquarters.4-7 - ABS Service Clinic. AviationClassiC, Inc., Reno, Nevada. ContactABS Headquarters.19 - Northeast Bonanza Group lunchFl y-in. Air Fare Cafe, South JerseyRegional. Contact Dick Endres, 609-778-8690 or e-mail roendres@aol.com.25-2 7 - BPPP, Inc. (Mountain Flying)Colorado 5prings, Colorado. Cutoffdate: 5-18-99. Contact AB5 Headquarters.25-28 - ABS Service Clinic. SelectAircraft Service, Batavia, Ohio. ContactABS Headquarters.TBA - ABS/Rocky Mountain/ SouthwestBonanza Societies Fly-in. Somewhere inColorado. Contact Harold Bast, 770-719-0638; Jack Cronin, 303-333-3000;or Joe Dimock, 940-322-2024, e-mailjdimock@msn,com.JULY16-18 - Southeastern Bonanza SocietyFl y-in. Nashvil le, Tennessee. ContactTroy Bann ing, 803-359-2148.16-19 • ABS Service Clinic. WesternAircraft, Boise, Idaho. Contact ABSHeadquarters.23·25 - Pacific Bonanza SocietyWeekend Fly·;n. Harbor, Washington(F H R). Contact Paul Baum, 805-461-3643.TBA - Northeast Bonanza Society Flyin.Great Barrington, Massachusetts.Contact Dick Endres, 609-778-8690 ore-mail roendres@aol.com.AUGUSTIBA - Northeast Bonanza GroupWeekend fly-in. Block Island, RhodeIsland. Contact Dick Endres, 609-778-8690 or e-mail roendres@aol.com.SEPTEMBER17-19 - BPPP, Inc. (In itial/Recurrent)Little Rock, Arkansas. Cutoff date: 8-26-99. Contact ABS Headquarters.17-19 - Pacific Bonanza SocietyWeekend Fir -in. Du rango, Colorado.Contact Pau Baum, 805-461-3643.17-19 - Southeastern Bonanza Societyfly-in. Jefferson (Ashe County), NorthCarolina. Contact John Sel lmer, 770-487-8386.IBA - Northeast Bonanza Society Flyin.Portland, Maine. Contact DickEndres, 609-778-8690 or e-mailroendres@aol.com.OCTOBER1-3 - BPPP, Inc. (Initial/Recurrent)Nashua, New Hampshire. Cutoff date:9-14-99. Contact AB5 Headquarters.6-10 - ABS Convention. San Diego,California. Contact ASS Headquarters.22-24 - BPPP, Inc. (Initial/Recurrent)Fresno, Californ ia. Cutoff date: 10-14-99. Conlact ABS Headquarters.NOVEMBER5-7 - BPPP, Inc. (Initial/Recurrent)Greensboro, North Carolina. Cutoffdate: 10-14-99. Conlact ABS Headquarters.6 - Southwest Bonanza Society Fly-in.Weslaco, Texas. Contact Joe Barbee,210-968-7502.The ABS Convention in 1999 will be held in San Diego, California, October 6-10.Page 5593 ABS February 1999

10-520 RemanProduction line factory engine• 285 horse power · TBO 1700 hrs.-Factory Warranty, 240 hr. 40 pro rataApples to Apples• Engine10 - 520~Balanced & blue printed remanufacturedengine• 9% increase in horse power• TBOlWarranty 2000 hrs.·~ Engin e warranty520 hours. 20 hours pro rata---I.~ $26,000.N/C,$17,256•Engine ChargeNewTCM •Cylinders$500.•Freight$750. • Beech Firewall Duct Kit$749.•GAMIjectonl MBalanced Fuellnjeclion50 hrs. @ $39.lhr.=$ 1 ,950.•InstallationEngine Removal & Detailed Installation$395.•Engine MountsInstall genuine Lord mounts$995•BaIDing • N/CReplace all baffle seals & perform sheet meta] repairs$650 .... •-- Hoses --~•N/CMillennium TCM. or Eel•• N/C• IC• N/C• N/C• N/C$ 150 ..-5 year requirements in replacement of all engine fluid &air carrying hosesDynamic balance Propeller ---+ N/CChadwic~ 192A balanced with engme running....-- Mineral Oil Requirement • N/C$30••Standard performance$23,425Isl.- 2,000 hr. TBO versus 1,700Assuming a typical reman enginewould be $13.78, on a 1700 TBO.cost savings to you would be2nd.- With matched airspeeds,3rd.- An increase in airspeeds,4th.-~ Engines have( $4,134) ( loss of value)Used during break-In periodPerformance Specifications • Approximately 10 mphIncrease performance & rcliabilily in phases ofengine operation with air speed increaseAdditional Cost Savingsincrease~E n gi n e provides a 300 hr. increase in TBO Warranty.installation costs were $23,425.00, the utilization per hourU-t!M"",.$Engi·n Ie, which carries a 2,000 hr. TBO Warranty, thehrs. @ $ 13.78 per hour )~, ng, in e operates with a 3% savings in fuel.time and calculated can reduce fuel flow.srn:i~ t~,d( 501 ) 394-5422fax ( 501 ) 394-4048E-Mail: ultimate@ultirnate-engines.comhUp:llwww.ultimate-engines.com106ElkDrive ~P.O. Box 807Mena, Arkansas 71953Engines