AUSTRALIAN BONANZA SOCIETY

FEBRUARY 2015 NO. 98

Australian Bonanza Society BPPP and Service Clinic 2015 Narromine, NSW 19-22 March Thomas P. Turner, Mastery Flight Training M Prepare for a safer and more enjoyable 2015! The Australian Bonanza Society presents BPPP and the ABS Service Clinic at Narromine, NSW 19-22 March. Details and a link to enroll are posted under Coming Events at www.abs.org.au.

I’m honored to be invited back for my fifth appearance at an Australian Bonanza Society event. We always have a great time, and if you’re not careful you may learn something too! There’s a lot A going at Narromine, so read on: Before you arrive The Australian Bonanza Society has adopted the American Bonanza Society’s online Beechcraft Systems, Procedures and Techniques Course, also known as BPPP Initial, as the aircraft systems training program for Australian BPPP participants. The Australian Bonanza Society requires all first-time BPPP participants at Narromine to complete this online course before the event. G Completing this 11-module online course, now free to members of the American Bonanza Society*, will prepare you to maximize the benefit of your BPPP flight training at Narromine. *Australians may join the American Bonanza Society, including a mailed copy of the monthly, 80-page American Bonanza Society Magazine, for US$103 annually. If you prefer, you may save by electing to read the magazine online, without a mailed copy, for the US membership rate of US$65 per year. Join now and take the BPPP Initial course, the Beechcraft Pilot Skills Enhancement series (“BPPP Recurrent”), the “How to teach Beech” ABS Flight Instructor Academy online program, and the upcoming ABS A Maintenance Academy online mechanic training courses—all included in the cost of your American Bonanza Society membership. Join today at www.bonanza.org, or email ABS-US at [email protected] for more information. Enroll in BPPP to schedule your flight. Obtain a copy of your aircraft certificate of insurance with the BPPP-required liability waivers. Ensure your airplane is airworthy and prepared. Bring your airplane’s logs, your pilot’s logbook, your insurance certificate, and a willingness to learn from all the Z experts of BPPP. All details are posted at www.abs.org.au. Narromine NSW ABS SERVICE CLINIC with Beech Expert David Page Add an expert second opinion to your engineer’s inspections to confirm or improve the safety of your Beechcraft. There are only 10 available positions for this valuable learning experience for the Beechcraft owner, so enroll now. I FLIGHT TRAINING with the expert instructors of BPPP Become a safer and more capable pilot with the Australian Bonanza Society’s insurance-recognised flight training program. Only 30 flight positions are available at Narromine, the first 15 pilots flying on Friday, 20 March, and the remainder flying on Sunday, 22 March. Enroll now to schedule your flight. BPPP GROUND SCHOOL The BPPP ground school includes three days of seminars and practical flying information. On Saturday I’ll present all-new Mastery Flight Training Beechcraft-specific seminars: N Practical Angle of Attack: What does AoA really mean? Should you install an AoA indicator, and if so, how should you use it? What is the truth about stalls in Beechcraft piston airplanes? Trends in Continued Operational Safety (COS). A discussion of Airworthiness Directives, Service Bulletins and other requirements and recommendations to keep your Beechcraft flying. Learn from the experiences of high-time Beech operators, and how to keep your Beechcraft flying safely for years to come. E Safety from experience: Landmark Beech accidents, and what they teach us about our everyday flying. Recent trends in Beech mishap and accident reports, and practical tips for avoiding a repeat of accident history.

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MAGAZINE OF THE AUSTRALIAN BONANZA SOCIETY LTD. ACN 057 887 500 Presidents Report

Committee PRESIDENT & TRAINING Welcome to our first edition for 2015. I trust everyone Peter Janssen had a safe festive season and Happy New Year. Facsimile: (03) 9720 0805 Mobile: 0418 168 723 Let’s hope this year doesn’t move as fast as 2014 ! E-Mail: [email protected]

VICE PRESIDENT We had our AGM in November at Cessnock in the Hunter Valley which was greatly Michael Stillwell Telephone: (03) 9815 0110 supported by both old and new members and was another really successful Mobile: 0418 650 350 event. Unfortunately no one stood up to take over as President so I have decided E-Mail: to continue on in the role for my third year. We have two new committee [email protected] members, namely Michael Stillwell and Bevan Anderson. Bevan has a wealth of SECRETARY firsthand knowledge of any new regulations coming that may affect us putting Anne Russell Telephone: (03) 5821 4180 the ABS in the box seat with any changes. Michael Stillwell is a keen ABS member Mobile: 0438 300 281 flying his A36 and recently obtained his command instrument rating. He has Facsimile: (03) 5831 1072 been involved in numerous committees previously and also brings this knowledge E-Mail: [email protected] to the ABS which will be extremely beneficial. Michael has also taken on the role TREASURER David Young of Vice President which we thank him for. The balance of the committee remains Facsimile: (07) 3204 6387 unchanged with the exception of Ron Koyich who has now taken over the role of Mobile: 0423 003 306 memberships from Peter Gordon. Mark Davey has stepped down as immediate E-Mail: [email protected] past president and I would like to thank both Mark and Peter for their MEMBERSHIP outstanding contributions to the ABS over many years. Mark was an ex-President Ron Koyich and founding member of the ABS and I’m sure I will be able to talk both him and Telephone: (+617) 5470 2473 Mobile: 0412 800 153 Jo into coming on some fly aways. Peter Gordon has resigned from E-Mail: [email protected] the committee; however, he will stay on as the magazine & Website Editor so MARKETING Peter still has his finger on the pulse of all things ABS. Keith Russell Telephone: (03) 5821 4180 We had a Victorian Xmas Party with 24 people attending at Coombe Cottage, the Facsimile: (03) 5831 1072 home of Dame Nelly Melba, just prior to Christmas. This was a great day and a Mobile: 0418 311 286 wonderful opportunity to catch up with friends old and new. E-Mail: [email protected] Once again the ABS is participating at the Avalon air show from the last week of ABS EVENTS COORDINATOR Debbi Smith February. We will have four aircraft on display, and the ABS tent to ourselves this Telephone: (03) 9870 5453 time. We plan to have videos running of various fly always as well as cool soft Mobile: 0438 347 904 drinks and a coffee machine. Any volunteers would be great fully appreciated. E-Mail: [email protected] If you are attending the air show be sure to call in and say hello. MAINTENANCE & REGULATORY James McDonald Moving forward, the next event is March 19th – 22nd in Narromine, being our Phone: (03) 9787 5450 BPPP which is in the final stages of being organized. We have had a huge interest Facsimile: (03) 9775 5425 from various parties all wishing to participate as presenters. The main Mobile: 0419 381 677 E-Mail: [email protected] component is once again the Ground School on Saturday with Thomas Turner from the US and he has also written a few articles which you can find further COMMITTEE Bevan Anderson through this magazine. He is going to keep his presentation fairly generic with Mobile: 0418 505 294 the difference this time being, on Sunday he will run two presentations, the first E-Mail: [email protected] one primarily for single engine aircraft and the second being on twins only. These are not to be missed. Past Presidents 2012 Mark Davey We have had strong interest from both Avplan and Oz Runways to do 2011 David Young presentations on Friday and both Bevan and Bas will be available for one on one 2009 - 2010 James Cherry discussions. Casa will also be doing a presentation on ageing aircraft 2008 - 2009 Jock Folan issues. David Brown from Advanced Pilot Seminars will be doing a presentation 2006 - 2007 Keith Duce on engine management. Jenna from QBE Insurance will be available to discuss 2004 - 2005 Dennis Bartlett 2002 - 2003 Rob Kerr any insurance issues. We also plan to have Bureau of Meteorology again 1999 - 2001 Peter Gordon discussing IR Satellite imagery. Bendix King plan to have an AOA indicators 1998 Ann Hordern available with one fitted to an aircraft. And we also have Charles Cheeseman’s 1997 Peter Waterhouse services from ECO 2000 to do a talk and demonstration on the correct way to 1996 David Herbert wash an aeroplane from a corrosion point of view. And of course no BPPP would 1994 -1995 Bill Finlen be complete without a Service Clinic with support from David Page of Southern 1993 Bill Bedser 1992 Dennis Bartlett Aircraft Services. 1988 -1991 Mark Davey Membership of the Australian Bonanza Society Ltd. is available at a cost of $200 p.a inc. GST, due January 1st. each Membership year. Application forms are available from committee members or the A.B.S. web site. Become a member and enjoy 1987 Richard Smart the benefits, including; social activities, pilot proficiency programs and Bonanza/Baron Service Clinics. Page 2 www.facebook.com/group.php?gid=49792577682 www.abs.org.au So as you can see, it’s going to be a full weekend right from the outset BBQ on Thursday evening to the last of the flying on Sunday afternoon. And to top it all off we We are pleased to advise you that the are lucky to secure the services of Matt Hall as our guest Australian Bonanza Society - Weather Links - speaker at Saturday night’s dinner. NEW BOM WEATHER SITE LINK IS NOW AVAILABLE We only have about a dozen spots left and as it is filling Here is the link below to browse the new fast, please get your registrations in as soon as possible before the end of January, 2015, as accommodation and BOM aviation weather site. catering needs to be organized. http://www.abs.org.au/index.php?beechcraft_aircraft=3 This will be the first BPPP that we have opened up to non-members for the Ground School component and presentations only. All details are available on our website so let any of your friends and fellow flyers that may not be members aware of the dates. I look forward to seeing you all at Avalon and Narromine. Safe Flying, Peter Janssen - ABS President cáåÇ=ìë=çå=c~ÅÉÄççâ ïïïKÑ~ÅÉÄççâKÅçãLÖêçìéëL~ìëíê~äá~åÄçå~åò~ëçÅáÉíóL Dear ABS Members, Tell your Beech-flying friends: International members can now save US$38 with an electronic- only membership in the American Bonanza Society. You get full member benefits, including technical services, educational items, unrestricted website access and the complete ABS Magazine in its new online format. Go to www.bonanza.org and click on Join ABS ïïïK~ÄëKçêÖK~ì= Today and check the International (no magazine/online only) membership option. If it is time to renew your membership, click on the renewal feature and complete the information. Write an article for your magazine Put FNM in comments and we will only charge your Visa or MasterCard US$55.00. When you send a story, a feature or a manuscript of This membership type requires an email address. any kind, we only accept typed copy in email or Let me know if you have any questions! Word Document format. Photographs should be emailed as separate files and preferably not Paula Tomlinson ABS Membership Coordinator embedded in the word document. Do not reduce Email:[email protected] the file size for emailing as we need high resolution images for printing.

ABS Magazine & Website Editor

The purpose of the ABS Magazine is to serve your interests. If you have questions or requests, please let us know. We’ll do our best so that we can make sure that your ABS Magazine provides information you need and want. With your consent your article can appear in both our Australian and the American Bonanza Society Magazines.

We will forward appropriate articles to the ABS-USA Magazine Editor. We also have an 1996 A36 BONANZA SHARES FOR SALE: $20,000 ea agreement to exchange appropriate articles Fully IFR, autopilot, in both publications and reprint American articles modern avionics, 170kt TAS, in our Australian Magazine. air-con, leather interior, excellent touring aircraft. email: [email protected] Long standing 10 Snow Gum Ave, Torquay, Vic 3228 well run syndicate. T: 03 5261 5382 eFax:613 4206 7170 Aircraft hangared at YSBK Contact 0417 481 529 www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 3 Continued from Page 1 We’re not getting any younger: Ageing pilot issues. What considerations exist for older pilots regarding supplemental oxygen use? Are there adverse effects of sun exposure at altitude? What is the impact of cockpit ergonomics and comfort on pilot performance? How about the effects of dehydration and diet on concentration. Pilot fatigue: the great unknown factor. Recent research into ageing pilot issues. On Sunday I’ll deliver these optional classroom presentations: Beech Baron/Travel Air Systems, Procedures and Techniques. A review of selected BPPP Initial online materials for the twin-engine Beechcraft. What are the single-point failures in otherwise redundant multiengine systems? Question/answer period. Beech Bonanza/Debonair Systems, Procedures and Techniques. A review of selected BPPP Initial Online materials for the single-engine Beechcraft. How do back-up and standby equipment, and common options, work, and what special considerations apply? Question/answer period. SOCIAL ACTIVITES The best part of BPPP is getting together with friends and meeting new pilots and companions. There’s a full schedule of social activities including local area tours, a Thursday night BBQ at the Gliding Club, a Friday night meal, and the Saturday night dinner at the Aero Club featuring guest speaker racing pilot Matt Hall. Matt gave a riveting and inspiring talk at Cowra in 2013, and with his recent Red Bull Racing experiences I expect an even more exciting presentation. Don’t miss the 2015 BPPP at Narromine NSW. Register now at www.abs.org.au. I’ll see you there! HUNTER VALLEY FLY IN & AGM 2014

The Annual General Meeting of the Australian Bonanza Anne Russell and Bernard and his wife Paula chose to go Society was held over the weekend, Friday 17th October ballooning, Anne on Saturday morning with an early rise through to Sunday 19th October, 2014. at 4.00am and the others on Sunday morning. Beyond It was a great success with 35 members participating and Ballooning were very professional and come highly nice to see a dozen aeroplanes all lined up out at the recommended. The views over the Hunter Valley I airport. Special mention to some new members who made believe were amazing. Breakfast was at your own leisure the trip from Corrimal, Bernard and Paula Farrington. on Saturday morning followed by an early lunch at 11.30am for those attending the afternoon winery tour. The location was wonderful as the Crowne Plaza Resort; Our guide, Gary from Vineyard Shuttle picked us up at our accommodation for the two nights was literally 1.00pm in a mini bus for 24 and we headed off. Our first 500mts across the highway. A big thanks to Brian Kelly stop was a small boutique winery called Peacock Hill for helping ferry people and their luggage that couldn’t Vineyard run by George & Silvi Tsiros. Very funny couple, land in time for the bus transfer. nice wines but small cramped cellar door. The weather People arrived over the course of the afternoon on was sunny and warm and next we headed for Audrey Friday and we met in the Lovedale Bar for drinks prior to Wilkinson Estate, which has the best 360 degree views the informal BBQ dinner out on the lawn around the over the whole Hunter Valley. Choppers land there from pool area. nearby and as far away as Sydney. We had another wine

Page 4 www.facebook.com/group.php?gid=49792577682 www.abs.org.au No one enjoys a birthday like Chantelle. She is the same with family birthdays, Xmas etc. Thanks to all the Bonanza Society for making her feel so special last weekend at Cessnock and for all the presents she received. She has a great love of the Beech Flying Family. Ann and I appreciate that she is treated so specially. Another great get together and a good time was had by all. Best wishes and thanks again. tasting, this time all seated and more grape juice was David, Ann and Chantelle McDonald purchased. From here it was only a short drive to McGuigans Wines. They are a huge producer having won International Winemaker of the Year in 2009, 2011 and 2012, coming run up last year. Our host Tyrone was extremely knowledgeable and let us try some more expensive wines as well as some cheaper ones. On their premises is the Hunter Valley Cheese Company and some of us enjoyed a tasting here also. Our last stop was the Chocolate Shop, again another tasting and many, many purchases were made. Then it was back to the Crowne Plaza with half an hour to spare before the AGM.

The AGM was well represented with 30 people participating. This was followed by Happy Hour, an ABS tradition and then dinner in the Verdelho Room with a presentation by James McDonald. The Presidents Medal was awarded to Robert Kerr for his outstanding contribution to the ABS over several years and this was accepted by his wife, Gail. The meals were great, Moroccan spiced duck and King Prawn entrees with sliced lamb rump or barramundi fillet. Desserts included a chocolate concorde or baked berry cheesecake and as it was Chantelle McDonald’s 38th birthday there was singing and Ann and Chantelle had made everyone cup cakes. The evening finished reasonably early and the majority packed up and departed after an 11.00 am check out the following morning. Thanks to everyone that attended and I hope to see you all again next year. Article and photography by Debbi Smith and Anne Russell. www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 5 MINUTES OF THE AUSTRALIAN BONANZA SOCIETY LTD. AGM Saturday 18th October, 2014 Cellar 1, Crowne Plaza Hunter Valley, Lovedale, NSW 2325 President Peter Janssen opened the meeting at 5.07pm

Attendance: Peter Janssen, Ann Hordern, Carr Hordern, Pam Farmer, Jenna Davies, Donna McDonald, James McDonald, Keith Duce, Ron Lake, Brian Kelly, Irene Kelly, Jock Folan, Petar Novakovic, Jan Novakovic, Bruce Baade, David McDonald, John Ballantyne, Cathy Ballantyne, Michael Stillwell, James Cherry, Deb Cherry, Debbi Smith, Roger Merridew, Des Harrison, Ginette Thomas, David Young, Anne Russell

Apologies: Mark & Jo Davey, Jim & Linda Keepkie, David Herbert, Neroli Merridew, Peter & Judith Gordon, Ron & Aylsa Dickinson, Keith Russell, David Piper, James Keepkie, Peter Zipf, Denis & Anita Land, Adrian Hill, Michael Loccisano, Anthony Wilson, Ron Koyich Motion: 'That the apologies be accepted.' Moved: Michael Stillwell Seconded: Debbi Smith Carried

Minutes of previous AGM – circulated as an item in the ABS October 2014 Magazine. Motion: 'That the Minutes are a true record of the AGM held on the 12th October 2013 in Mildura.' Moved: Debbi Smith Seconded: Jenna Davies Carried.

Business Arising from the Minutes: Nil

Treasurer's Report: David Young David Young had circulated to financial members a Financial Report of the ABS for the Year 1st July 2013 to 30th June 2014 by e-mail on 16th October. The Audit of the report had not been completed by the appointed auditors, Eddy Partners, at the time of the AGM. It was recorded that the Audit was expected to be completed and made available on the 7th November 2014. David Young undertook to distribute this to members via EGM upon its' receipt. Over the past financial year Revenue is down, because membership registrations and advertising have been quiet, and there was no BPPP event Expenditure is also down, because printing and stationary was reduced with 3 issues of the ABS Magazine (previously 4 issues annually), and secretarial book-keeping being now voluntary. A surplus of approx. $15,000 for the year compared with approx. $9,000 deficit last year There is approx. $56,000 on short term deposit David advised and detailed the changes to the Corporation Legislation as it relates to the ABS, which is categorised as a 'small company limited by guarantee'. The changes now require a small company limited by guarantee to have an auditor appointed, however do not require the small company limited by guarantee to have its books and records audited on an annual basis, unless the members require an audit to be completed. The ABS deals with little or no cash and all disbursements made from the ABS bank account require two signatories to the account to authorise the payment prior to it being made, usually after the committee has approved the disbursement. Most income transactions are received by the ABS in either the form of a direct debit, credit card (merchant) receipt or by cheque. At the time of the AGM the current ABS Articles of Association and Constitution are at odds with what is required by the Corporation's Law. Because changes to the Articles and Constitution could not be considered and voted upon at the time of this AGM, members will be invited in the near future to consider their ongoing requirement for the society accounts be audited annually. Completion of the Audit to date costs between $3,500 and $4,000 annually, which is a little over 10% of the total ABS income. A Treasurer does not necessarily have to have accounting qualifications. A partial audit could be carried out with the assistance of volunteers from within the Society.

Page 6 www.facebook.com/group.php?gid=49792577682 www.abs.org.au As assets are increasing, consideration needs to be applied to how to handle it. An adequate credit balance is required at all times to cover deposits to secure bookings. Part of a surplus could be apportioned to promoting and running programmes. Activity to run the finances is reducing with the conversion to a CommBiz account with an attached credit card, and the planned take up of a Xero accounting system. Magazine costs are reducing with the cut-back to 3 editions per year, and the increased use of electronic media. A motion to remove the requirement of an auditor, and the creation of another form of review was discussed. Motion: ‘That the Committee will put to an EGM that the requirement currently conferred in the Articles of Association and the Constitution be amended to remove the requirement of an audit, To be replaced by an Assurance Review compiled by the Auditor.' Moved: David Young Seconded: Keith Duce Carried. Motion: 'That the presented Financial Report for the Year 1st July 2013 to 30th June 2014 be Approved.' Moved: David Young Seconded: Michael Stillwell Carried. President's Report: Peter Janssen This will be my last report as ABS President at an AGM. My two years as President has disappeared so quickly. On reflection of the last two years, we have had a successful and smooth running ABS where we have run various events, including Avalon Air Show, Margaret River Safari, SA Safari combined with the Mildura AGM, Cowra BPPP, Lord Howe Island Safari and the Kimberley Safari in July this year. We tried a different form of event management with RegOnLine. We are still looking at developing some sort of software package to help run our safaris. On a sad note, we have lost one of our key instructors for the BPPP in Marion Jowitt, club member Ian Farmer who was involved in various activities and was a great help to me particularly at the Avalon Air Show, and of course, very recently Rob Kerr. Rob was a cornerstone of our BPPPs and also his contributions to the club magazine and the eternal argument about ‘lean of peak’. All three of them will be very sadly missed. We as a committee have looked at the structure of the financial side of the ABS and with David Young we have set up a much more efficient accounting program. David will elaborate more on this in his Treasurer's Report. A big thank you to the current committee for the great effort everyone has put in. Special thanks to Anne Russell who is doing a fantastic job. Also big thanks to Debbi for organising the various events which involve a massive amount of work. The next BPPP will be at Narromine in Central NSW from March 19th to 22nd. I wish the incoming committee all the best, - keep up the good work. Motion: 'That the President's Report be accepted.' Moved: Peter Janssen Seconded: James Cherry Carried. Correspondence: Peter Gordon's letter of resignation from the ABS Committee after 15 years of service was read. General Business: With the situation that has arisen that there has been no nomination for a President nor Vice-President for the coming year, a discussion ensued that the concluded that the Committee should be in a position to appoint a President/Chairman for the meetings as they happen. The creation of a perpetual award, such as a scholarship for IFR training at Lilydale as a memorial to Rob Kerr was briefly presented and a show of hands endorsed the proposal. This will be taken to the Committee to follow up. A show of hands indicated that a large percentage of meeting attendees endorsed that the committee investigate the protocol to change the Society's name from Australian Bonanza Society to Australian Beechcraft Society. It is thought that the change would open up membership in the pool of GA aircraft to all Beechcraft owners, including Barons, King Air etc. Motion: ' That the Committee send an EGM to members to consider a change of name of the Australian Bonanza Society Ltd. to the Australian Beechcraft Society Ltd.' Moved: Peter Janssen Seconded: Jock Folan Carried:

www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 7 Bruce Baade pointed out that Bernard Farrington and his wife Paula attended the meeting as intending members of the ABS, and added his thanks to Peter Janssen for the work he had done as President of the ABS. Jock Folan pointed out that a future ABS event will be a display at the Avalon Airshow in March 2015. The ABS has been allocated its' own tent this time. It is possible that a G58 will be on show next to a G36. Events Report: Debbi Smith Kimberley Safari: The 17 day event involved 18 people using 6 aircraft. All went very smoothly, apart the downpour at Cape Leveque, arriving just as the party was due to land. State Christmas Parties: At the time of the AGM there had been no notification of members arranging a Christmas celebration in their State. The last Victorian event was Christmas in July in 2013. Jock Folan suggested that a joint rather than State event be arranged at a central point, more likely in November. 2015 BPPP at Narromine: Accommodation at 3 hotels, and on the airfield have been tentatively reserved for the 19th to 22nd of March. As for Cowra, there are places for 15 aircraft for Friday 20th, and for 15 on Sunday 22nd. Expressions of Interest will be invited in 2 weeks’ time. The limit for Narromine will probably be 80 Tom Turner will present the Ground School on Saturday 21st, and being generic could appeal to non-ABS members as well, which could allow a lower cost to members. On Sunday Tom will run 2 sessions, one on single-engine aircraft, the second on twins. Jock Folan suggested some short presentations could be offered on matters of interest to pilots, such as addressing the issue of corrosion. The possibility of running a 'Partner's Course' was raised. Whether it would be at Narromine or a separate event was discussed. If held at the BPPP, an independent facilitator could be sought to free up the organisers and participants. It was noted that the Cessna Pilots association already provides a similar course. Short Fly-Aways: The ABS has been approached by Toowoomba Airport (Dooley), Tocumwal and Mungo Lodge offering facilities for fly-aways. Tasmania 2016: Jan Novakovic has offered to assist in organising this event. President's Medal: The President's Medal was awarded posthumously to Rob Kerr for his extensive service to the ABS, including Committee involvement, Presidency of the Society, Magazine articles and contribution to many BPPP events. The medal was presented at the AGM Dinner to his widow Gail Kerr. Gail spoke of Rob's passion for flying, and his long-time commitment and contribution to the ABS, Aircraftparticularly to BPPP events over for many years Sale because of his deep concern for safe flying. Rob's continual stimulation to discussions of 'Lean of Peak' was acknowledged. 1990 BEECHCRAFT ElectionBONANZA of Office Bearers: F33A VH-XPJ Keith Duce, as Returning Officer, presented the formation of the 2014-2015 ABS Committee. General Information:He expressed, on behalf of the members, thanks to Peter Janssen for all his efforts as President, Engine Specifications 720 hrs. since OH at Bulk Stripsometimes (2387hrs) in Bulk difficult strip included circumstances. New Crankshaft, New Camshaft, Recondition cylinders, New Mags (Slick) OH Prop Governor and D'Shannon Baffle Kit. 100+ engine hours since Bulk Strip. Resignations from Peter Gordon and Mark Davey as committee members Detailed Description: and hence ABS Directors have been received The aircraftKeith has had Duce the same announced owner for thatthe last there 10 years was and no has nomination always been forhangared. President or Vice-President for 2015 -16 Registration: VH-XPJ Serial No CE 1425 Airframe Total Time 2480hrs as at last annual. Continental IO 520BB. CylindersPeter are Millennium Janssen with will Gami take injectors. on the role of Immediate Past President. New hosesReturning were fitted for at thetheir bulk second strip year on Committee are David Young, Anne Russell and James McDonald. Propeller: Hartzell ScimitarMichael PHC-C3YF-IRF/F8086 Stillwell and Bevan Anderson have nominated for places on Committee. Retiring 2013 -14 Committee Members Debbi Smith, Keith Russell and Ron Koyich re-nominated Modifications and Conversions: to serve for another two years. The aircraftAs the has numberdual control of column nominations and dual brakes matched and a thepneumatic make-up door strut.of the previous committee, these members were The autopilot is King coupled to a Garminaccepted 430 GPS. to formAircraft the is IFR Committee Category. for the next two years. AdditionalThe issue Equipment of appointing Lambswool Seata President Covers. and Vice-President from the committee participants will be taken to the Maintained to a high standard by Southernfirst Committee Aircraft Services. Meeting Aircraft to currently be held based next at dayWest -Sale 19th Victoria. October. Current Maintenance Release. Contact: Pam Farmer for the estate of Ian Farmer. Telephone: 03 9817 5308 Mobile:0409 354 568 Email:[email protected] The Meeting closed at 6.09pm - 2015 AGM Date & Venue: to be advised Price: $210,000 (including GST) or best offer

Page 8 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au What’s “Gear Up” With That? -

2015 Thomas P. Turner for Australian Bonanza Society

ABS (USA) Air Safety Foundation Executive Director has three times been accredited as a Master CFI, was the 2010 National FAA Safety Team Representative of the Year, and was the 2008 FAA Central Reigon Flight Instructor of the Year. Tom holds a Masters Degree in Aviation Safety and has specialised in Beech Pilot Instruction for over 20 years.

When should you retract the landing gear Alternate Technique after takeoff? Upon attaining a positive rate of climb? When there’s no usable runway It wasn’t until after I became involved with ABS in remaining ahead of you? Some other time? the late 1990s (as an author and a lecturer at annual Conventions; I didn’t begin working for ABS I remember the first time I saw departures from an until 2003) that I was exposed to a different takeoff American Bonanza Society convention. I hadn’t philosophy. Many Bonanza (and Debonair) pilots attended the convention myself—it was eight years prefer to retract the landing gear not immediately before I was working at ABS, although I had been upon attaining a positive rate of climb, but instead teaching exclusively in Bonanzas and Barons about when they were at a position above the ground six years at that time, including four years running that, if the engine quit, they were far enough down the Bonanza pilot training school at Beech Field. the runway they would not be able to land on the remaining runway surface. Instead of “Positive The ABS Convention was at Wichita that year, and I rate, Gear up,” their mantra is “Retract when no saw Beech after Beech leaving Mid-Continent Airport usable runway distance remains.” on a clear Sunday morning at the end of the event. You’ve got to admit this is a prudent concept, What struck me as odd was a very consistent especially in the 14-volt electrical system Bonanzas pattern I noticed with the Bonanza pilots’ takeoffs. and Debonairs (all Debonairs have 14-volt They would accelerate down the runway, lift off electrical systems). In these airplanes the landing and establish a climb, get a hundred feet or so gear takes a fairly significant amount of time to above the runway, then nose down slightly and complete its cycle—7.5 seconds, to as much as begin a shallow descent. Once they started down about 12 seconds in the very oldest models. the landing gear would retract, the airplane would Contrast this with the 4.5 second retract time in nose up again, and the airplane would climb away. 28-volt Bonanzas, and all Barons and Travel Airs. Almost every single one of them did this. “What’s In a 14-volt airplane, lose an engine just after takeoff up with that?” I wondered. and you might not be able to get the landing gear back down before you touch down. It’d be a shame I didn’t notice Baron Pilots doing the same thing. to be taking off on the 12,300 foot (3750 meter) Barons would reach liftoff speed, establish a climb former US Air Force bomber runway at Salina, attitude, and lift off. The gear would come up Kansas, experience an engine failure 150 feet in the almost right away, and the Baron would continue air after taking off, and land gear up with three the climb out. kilometers of pavement still ahead of you.

The Baron profile was the same as I flew in both By the same token, it doesn’t make sense to keep the Bonanzas and Barons. From the pilot’s seat it looks landing gear down until there is no usable runway like this: accelerate to liftoff speed, establish the remaining at Salina, because in a good Kansas initial takeoff flight attitude (Vx or Vy as headwind you’d be at well above circuit altitude appropriate to the departure), and retract the before you cross the departure end of the runway. landing gear immediately upon confirming a In the 28-volt airplanes the gear goes down positive rate of climb. That’s the way I’d learned it; extremely quickly. If the engine quit right after that’s the way Beech recommends it be done, per takeoff you could push the nose down, have some the Pilot’s Operating Handbook (POH). From the hesitation as you ensure you’re under control, and very beginning (in the 1947 Model 35) to today’s still extend the gear in time to land on the wheels G36 and G58, both the Takeoff checklist and the almost every time. Associated Conditions of the Takeoff Distance chart recommend: Presumably the Beechcraft test pilots tried it both ways and determined that maximum obstacle Landing Gear: RETRACT when positive rate clearance performance comes by retracting the of climb is established. gear right away after liftoff. Equally probable (perhaps even more so), the recommendation All the obstacle clearance and initial climb results from standardization in testing, because information and performance data in the Beechcraft different density altitudes, headwind components POHs is predicated on retracting the landing gear as and runway lengths during certification testing soon as the airplane has begun its climb. meant the timing of “no usable runway distance https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 9 remaining” varied with every takeoff. Only by 100 feet above ground before moving my hand to creating a standardized retraction point (as soon as the landing gear switch. But I don’t purposely wait a positive rate of climb is confirmed) could any longer than that. I have time to extend the gear engineers create the airplane performance charts. before touchdown if I have to.

Takeoff in a Twin Of course I usually fly 28-volt airplanes. In an older, slower-gear Beechcraft, I don’t retract the gear Taking off in a Baron or Travel Air, there’s an quite as quickly. I’m probably 200-250 feet in the extremely good reason to retract the landing gear air before commanding gear up. Once I’ve as soon as you attain a positive rate of climb, and established climb, however, I’m focused on the not keep it down until there’s no usable runway airplane and the sky, not the runway passing ahead of the airplane. A Baron or Travel Air cannot beneath the airplane’s nose. climb on one engine with the landing gear extended. If an engine quits during takeoff and the Do whatever makes sense to you. In Bonanzas and Beech twin’s wheels are down, the airplane will Debonairs, use “positive rate, gear up” if quickly descend. If the pilot resists this descent, conditions are such that you need every bit of consciously or not, airspeed will rapidly decay and initial climb performance the airplane can get. You directional control will become increasingly can delay gear retraction until there’s not usable difficult. The pilot who tenses up and tries to keep runway remaining if you want, but if you do so, the Baron or Travel Air flying on one engine with glance down to see the runway, don’t lean forward the gear down will very quickly find the airplane and look down because invariably you’ll degrade decelerates below Vmc speed, and all possibility of your climb and actually descend before retracting directional control is lost. The Beech twin will roll the gear. In the Beech twins, “positive rate, gear over and crash regardless of the pilot’s skill. up” is always the proper technique.

This is why “positive rate, gear up” is always Come to the Australian Bonanza Society correct in a Baron or Travel Air. If an engine quits Beechcraft Pilot Proficiency Program at on takeoff, a Bonanza or Debonair will tend to Narromine March 19-22. We can discuss this remain directionally controlled unless disturbed by and other topics, you may have your airplane the pilot. If an engine fails on takeoff in a Baron or inspected in the Service Clinic, and you can fly Travel Air, however, the airplane will tend to with one of Australia’s Beechcraft instruction diverge from controlled flight on all three axes— experts. I’ll see you there. roll, yaw, and pitch. It takes active pilot input to prevent the airplane from going out of control. Climbing on one engine is only possible with the landing gear retracted. “Positive rate, gear up” SOUTHERN minimizes the time a Baron or Travel Air pilot will be worse off than the pilot of a Bonanza or Debonair, if an engine fails shortly after liftoff. AIRCRAFT So what’s Up with That? SERVICES So why did I see the pattern of liftoff, initial climb, shallow descent, gear up, and resume climb at that PREVIOUSLY YUNGUR AVIATION SERVICES 1990s ABS event? What is up with that? Having ABN 65 138 515 349 - Certificate of Approval 1-EON4C flown with a lot of Beech pilots in the years since, I’ve seen what’s happening from the instructor’s Maintenance of Aircraft & Helicopters seat. The pilot takes off, establishes initial climb, Maintenance of Airframe, Engine and and in order to determine when there is no usable Electrical Components runway remaining, leans forward and looks down. In doing so he/she invariably pushes forward on Manufacture of the control wheel—pitching the airplane down. Fibre Reinforced Composites Once the pilot determines it’s time to raise the gear, his/her attention focuses back to the horizon Aircraft Modifications and Rebuilds (or the attitude indicator), and the pilot pitches the airplane properly for the climb. Specialised Beechcraft LAME trained in USA Beech approved workshops I didn’t see this lot in Baron Pilots because they are pretty uniformly taught “positive rate, gear up” as Member of the ABS ‐ Contact: David Page a result of the single-engine characteristics of their airplane. They don’t lean forward to look down at Phone: (03) 5143 2009 the runway after takeoff. Fax: (03) 5143 2023 So what’s best for you? Well, it depends. Generally, Email: [email protected] I’m a “positive rate, gear up” sort of guy, to get the West Sale Airport, Victoria best climb performance and standardize my takeoff technique. I’m not in a huge hurry; typically I’m 50-

Page 10 www.facebook.com/group.php?gid=49792577682 www.abs.org.au Letters to the Editor

BPPP and ABS Flight Instructor fitting fuel cells, correct left and right P28 I knew that I needed my own Academy Now Free to Members wing fuel installations, and set correct aircraft and to learn in it. Having Online classes of the Beechcraft Pilot torque values on fuel system fittings worked on the sidelines of the GA Proficiency Program (BPPP) and the on affected airplanes. industry since 1988 I started looking ABS Flight Instructor Academy are now A total of 18 G58s, serial numbers and found a 1989 F33A in wonderful free to members of ABS-US. TH-2335 through TH-2378, are condition so for the last 4 months I affected. According to Beechcraft, have spent 30 hours learning in my Thanks to generous private donations own plane. It has had it’s challenges and corporate sponsorships, all courses some of the costs may be covered under warranty. Beechcraft previously but all said and done it’s been very of the Beechcraft Systems, Techniques rewarding. and Procedures course ("BPPP Initial"), warned airplane owners of this issue in the Beechcraft Pilot Skills Enhancement Safety Communique 332 (May 2013), I’m looking towards next year when I series ("BPPP Recurrent"), and the ABS Mandatory Service Bulletin (MSB) 28- can attend many of the ABS functions. Flight Instructor Academy are now 4127 (June 2013) and MSB 28-4131 Regards FREE to members of the American (November 2013). Steven Smith Bonanza Society. ABS-US advised members of this issue Press Release To take one or more classes, or one or online in November 2013 and in the January 2014 issue of ABS-US Advanced Pilot Seminars Australia more entire program, log in to the ABS 27-29 March 2015 website, then select the PILOT Magazine (pg. 62). We published the TRAINING/BPPP or FLIGHT INSTRUCTOR Notice of Proposed Rulemaking for this The world-recognized leaders in piston TRAINING menu item as applicable and AD in ABS Hangar Flying on October 8, aircraft engine management training click on the link to go to the BPPP 2014. are pleased to announce the 2015 class Online Training Centre. For more information read: bookings are now open. Presented by Andrew Denyer and David Brown who More information on each program, Airworthiness Directive 2014-26-05 and how to add BPPP flight instruction, both have similar and complimentary is on the BPPP and Academy pages. Beechcraft Safety Communique 332 backgrounds in mechanical engineering Beechcraft MSB 28-4127 and automation as well as aviation ABS members and Life Members are where flying, engine building and enrolled FREE in BPPP online courses. Beechcraft MSB 28-4131 management training are passions that If you are logged in to equal those of the Advanced Pilot www.bonanza.org as an ABS member ABS-US members may discuss this AD in ABS-US Hangar Flying. Seminars founders John Deakin, you will be automatically logged in Walter Atkinson and George Braly. when you go to the Training Center. See more at: If you are not logged in to ABS you will http://www.bonanza.org/9- be taken to the ABS login page when news/1029-ad-affects-certain-g58-fuel- The following service information you attempt to log in to the Training systems?noredirect=true#sthash.9qBwM has been released by the Beechcraft Center. If you are not a member of ayV.dpuf Corporation Technical Publications ABS you will be taken to the ABS Peter, department. membership Join Here page. Type - Service Bulletin Complimentary Temporary Members Do our members know of the M-R-O - Mandatory must convert to paid membership to organisation below, it is a great site Pub Number - SB 32-4145 - participate in BPPP. Those who are not should someone want to hire an Title - Landing Gear - members of ABS but paid for access to aircraft in the US and tour the Inspection/Replacement of Emergency BPPP or the ABS Flight Instructor Caribbean/Bahamas etc. Extension Crank Cover Academy prior to January 5, 2015, will Have a quick look at their site. retain access to the program until their Effectivity original paid enrolment period expires. http://www.airjourney.com Model G36 Bonanza, Serials E-4016 - See more at: Beechcraft Mandatory Service through E-4036; Model G58 Baron, http://www.bonanza.org/2- Bulletin (MSB) 27-4136 Serials TH-2381 through TH-2419. uncategorised/1028-bppp-and-abs- recommends replacement of certain Date - December 2014 flight-instructor-academy-now-free-to- control column hardware on 1984 and members#sthash.ms6QmLzy.dpuf later A36, G36, 58, 58P and G58 TMDC (Technical Manual Distribution airplanes. Center) Beechcraft Corp. - Wichita Thomas P. Turner KS USA email: [email protected] Executive Director, Read more: MSB Affects 1984 and Late ph: 316.676.8238 or ABS Air Safety Foundation 36s and 58s 800.796.2665fax: 316.671.2540 Editor, ABS-US Magazine Thomas P. Turner Executive Director, ABS Air Safety Foundation AD AFFECTS CERTAIN G58 Editor, ABS-US Magazine FUEL SYSTEMS FAA has issued Airworthiness Directive (AD) 2014-26-05, which affects fuel Hi Peter, cells installed on certain G58 Barons. I am enjoying the ABS emails and the This AD was prompted by reports of Magazine. I thought that I should say fuel leaks due to fuel cells that do not that I’m still a student and hope to fit properly. The AD requires have my PPL by early next year. After inspections to detect improperly spending 10 hours on a very old Piper

www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 11 And a word on recurrent training from the Executive STOP PRESS Director of our sister organization in the USA: We are endeavouring to keep members informed I’d like to renew my encouragement for Australian members about latest breaking news and events and we need to participate in the ABS AVIATOR program. your current email address to do so. If you do not ABS AVIATOR encourages pilots to go beyond the minimum currently receive emails from us and wish to requirements to exercise privileges of pilot certificates and receive future ABS emails please email rates, and to foster an attitude of lifelong learning about [email protected] and allow this flying safely. We’ll recognize the Australian BPPP at the same level as the U.S. version. email address in your inbox. Please let me know if you have any questions. If you wish to opt out of ABS broadcast emails Thomas P. Turner, please email [email protected] to unsubscribe. Executive Director, American Bonanza Society

The ABS is pleased to notify you of our new aircraft for sale website at www.abs.org.au If you are wanting to sell or purchase a Beechcraft aeroplane this is the place to advertise. Please contact Peter Gordon at [email protected] for advertising rates and assistance with graphic design.

ABS Presidents Medal is awarded for Outstanding Service to the Society. It is chosen by the President at his/her discretion and is supplied courtesy of Carr Hordern Recipients to date have been: 2006 Judith Gordon 1998 Jo Davey 2007 Richard Smart 1999 John Chesterfield 2008 Keith Duce 2000 Peter Mochrie 2009 Edgar Bassingthwaighte 2001 David McDonald 2010 Jock Folan 2002 No award 2011 Marian Jowitt 2003 Dennis, Len & Joan Bartlett 2012 David Young 2004 No award 2013 Jan Novakovic 2005 Peter Gordon 2014 Rob Kerr

Page 12 www.facebook.com/group.php?gid=49792577682 www.abs.org.au AIRCRAFT MAINTENANCE SPECIALISTS

•Periodic inspections to charter IFR requirements ALL PROPELLERS & GOVERNORS • Beechcraft Specialists For your next overhaul or repair call Nigel • Re-weighs & C of A’s or visit: www.propcare.com.au • Pre-purchase inspections Capabilities: • Insurance repairs h Repair, Overhaul & Sales of ALL TYPES • Aircraft salvage & transport up to C400 series of propellers • Large inventory of new & serviceable parts h Repair, Overhaul & Sales of ALL TYPES • Environmental systems of piston engine governors. • Aircraft refurbishment h Non-destructive testing service. • G & D Aero tinted window inserts (Authorised Installers) h Re-pitching service. • Corrosion proofing h Shot Peening. • ABS member PROP CARE AUSTRALIA PTY LTD A.B.N. 84 083 605 529 HANGAR 2 ARCHERFIELD AIRPORT 16 PATHFINDER DRIVE, CALOUNDRA AIRPORT PO Box 67, ARCHERFIELD Qld 4108 CALOUNDRA QLD 4551 Ph: (07) 3272 9800 Fax: (07) 3272 9850 Ph: 07 5491 6819 I Fax: 07 5491 8010 Email: [email protected] [email protected] I www.ams99.com.au A Beechcraft like no other!

1946 Beechcraft Plainsman Concept Car Performance According to its maker, which claimed a 160-mph top speed and 30 mpg, 1946 Beechcraft Plainsman concept car performance was outstanding. But no one had a chance to find out. Just one 1946 Beechcraft Plainsman concept car was built, and it was never put to a full test. Though the Plainsman wore a conventional grille, it carried a rear-mounted engine: an air-cooled, horizontally opposed gasoline four adapted from one of Beech's contemporary aircraft units. But the compact powerplant could have been up front just as well. Not only was there Coming from an aircraft maker, the plenty of room for it, but Beech planned on using an innovative four-wheel electric drive Beechcraft Plainsman was predictably system that completely eliminated the differential, propshaft, clutch, and transmission designed for low weight and good (and with the last, the interior floor hump, thus adding to passenger room). aerodynamics in the interests of both Exact details of this patented system were never disclosed - likely because it was performance and economy. Aluminum patented -- but it's known to have worked from a generator driven by the engine and was chosen for exterior panels and inner housed in the same soundproof compartment. structure, and the shape was tested in the Wheel control was evidently independent, because Beech claimed two advantages wind tunnel with impressive results. for its electric drive: automatic apportioning of torque to those wheels with greater According to Beech, the Plainsman would grip on slippery roads - call it embryonic traction control -- and a "reverse current" top 160 mph despite its relatively small feature that provided "dynamic braking" when the driver stepped on the pedal - a engine yet return more than 25 miles per sort of early anti-lock system. Naturally, there were also regular hydraulic drum gallon at a steady 60 mph and about 30 brakes, activated by a slightly harder push on the same pedal. mpg at town speeds. Company engineers Only a bit less novel was the Beechcraft Plainsman's air-spring suspension. credited this efficiency more to the Unlike later Detroit "air ride" setups that relied on flexible bladders, this one electric drive than to the styling, which employed aircraft-type air shocks that automatically adjusted damping to suit load hardly looked "wind-cheating" anyway. and weight distribution. Acceleration, on the other hand, was A manual override switch was planned to permit selecting a softer setting for a claimed to be "considerably greater smoother ride on very rough roads. Though not known for sure, the damping rate than that of the best conventional was probably varied by the drive system's electric generator. automobiles.

www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 13 A BEECH HOLIDAY

Linda and Anette

The Beechcraft family has many virtues and one of these We were fortunate to be invited to share our holidays in is the ability of us all to associate and make friends with the US with them. They live in Spruce Creek, Florida Beech owners from all walks of life and to share during the European winter. It is a Fly-In gated common ground with them. community of 1700 houses and condominiums near In May this year we hosted our German friends, Orlando and 700 aircraft make their home there. Wolfgang and Anette Fehlhaber here in Sydney and in a Many homes have hangars attached as part of the loose formation of two aircraft travelled over a good building, there are many homes fronting the Golf Course part of Australia. (Sydney, Melbourne, Mildura, Birdsville, and many detached hangars near to the main runway Ayers Rock, Longreach, Hamilton Island and Brisbane.) and FBO’s. Some taxiways are exclusively aircraft and We met in 2006 at a European Bonanza Society fly in at buggies whilst others allow motor vehicles as well. It is a North Weald in the UK. In 2012, when Linda and I were CTAF with a RNAV approach, well designed and flying eastbound from Wichita to Sydney we joined organised with all facilities at your fingertips. them and two English couples in a four day flyaway to Individual groups within the community organise Cascais, Portugal. regular weekly breakfast flyaways (I attended two) and everyone is welcome to join in Friday evenings (under the big tree at the end of 05) when people show off their formation and aerobatic skills, new aircraft and talk aviation. The particular night Linda and I attended I estimate there were in excess of 250 people. Of course there are no shortages of experts to help each other with particular problems. Many residents are retired Military pilots and many others retired Airline pilots. There are also a lot of LAME’S and all this experience is something to behold when in the hanger trying to work out a problem engine or whatever. When Bill Finlen flew his V35 around the world in 2002 he stopped in Spruce Creek with a rough running engine and dirty clothes. Coincidently our friends took us to drinks with their friends Ron and Sylvia Vickery. Ron (a former ABS President) and Sylvia looked after Bill when Local traffic Spruce Creek he stopped in Spruce Creek and a lot of Ron’s friends

Page 14 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au Beech Heritage Museum The Bahamas has FBO’s at all airports, most are CTAF’s and the control is Miami centre. The Atlantic side of the island chain is a deep blue and deep water but the west side, the Caribbean Sea, is light blue with many coral atolls and reef’s similar to the Great Barrier Reef. On our way home we requested and received this clearance from Miami centre: “N666WF track as required for a left base Runway 33, not below 100 feet visual. At one mile call NASA tower. That’s right - one hundred feet! We did this and flew up the Shuttle landing runway at 155 kts at 100 feet. Wolfgang told me sometimes the clearance is only down to 500 feet and you are not allowed to land. At the end of our Florida stay Wolfgang flew us to New Orleans where we met up with other friends and helped out in Ron’s hangar fixing Bill rough running attended the TBM Owners Pilots Association annual engine and Sylvia told me she still remembers happily conference. I attended three sessions of interest to me. washing Bill’s weeks of dirty washing. I telephoned Bill I wish! on our return home and he was very pleased to be remembered by the Americans. Article & Photography by Jim Keepkie We also spent 3 days in Tullahoma, Tennessee at the annual Beech Party fly in. The Beech Museum is something to see and a credit to all concerned. I met Whit Hickman, the Executive Director of the American Bonanza Society, attended a service clinic run by Bob Ripley, missed a session by Tom Turner in favour of a ride over the Tennessee hills in a Staggerwing and enjoyed the company of many American Bonanza Society members. At the farewell dinner donations of a Duke and a Staggerwing were made to the Museum! Both were flown in for the Beech Party and were in very good condition. A highlight of our trip was a week in the Bahamas. We flew in the V35 to two islands, Abacos and Eleuthera and stayed in resorts we had booked on wotif.com. Great flying and easy to exit and re-enter the US as long Friday afternoon drinks Spruce Creek as you followed the rules and have your permits in place.

www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 15 ABS NARROMINE BPPP 19 – 22 MARCH 2015

Thursday 19th Afternoon arrival approx 30 aircraft up to 80 people - Welcome BBQ at Narromine Airfield by Gliding club Friday 20th BPPP flying program - 5 BPPP instructors running up to 3 flights each up to 15 aircraft Briefing and debriefing in Gliding clubrooms. Auditorium for various presentations (e.g. CASA, BOM, Air services, QBE insurance, Av Plan TBC) in conjunction with Flying program Saturday 21st Ground school at the auditorium for Approx 80 presented by Thomas Turner • Practical Angle of Attack: Why angle of attack really means something; • Should you install an AoA indicator?; The truth about stalls in Beech airplanes. • Trends in regulation, airworthiness directives and Continuing Operational Safety; How to keep your Beechcraft flying for the long run. • Safety from Experience: Recent & landmark Beech accidents, & what they teach us about flying our Beechcraft. • Ageing pilot issues, including use of supplemental oxygen (including below 10,000) and sun exposure at altitude, proper back support and effect of dehydration on concentration;

Pre-dinner drinks at the bar Dinner at the airfield in the restaurant with guest speaker (Planning to have Matt Hall ) Partners to do tourist activity’s in the Narromine area Sunday 22nd BPPP flying program - 5 BPPP instructors running up to 3 flights each up to 15 aircraft Briefing and debriefing in Gliding club rooms Presentation from Thomas Turner on aircraft specific e.g. Twins in morning and singles afternoon in the Auditorium Partners to do tourist activity’s in the Narromine area BPPP Service Clinic will also run on the Friday and Sunday with Beechcraft trained LAME to do Aircraft inspections This is only a draft but the BPPP should run as above however this is the basic concept.

Expressions of Interest to: Debbi Smith [email protected]

Page 16 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au PHOTO OP = PHOTO HAZARD Edgar Bassingthwaighte

Case 1: Now this columnist for Australian Flying happens to be a very experienced and highly respected contributor to that Towards the finish of the Sydney to Hobart yacht race a light magazine on subjects pertaining to stick and rudder skills in aircraft was seen to be banking around some of the yachts at particular, but in fact at the time he gained this negative relatively low level apparently taking photographs; it then opinion - as related in his article - he was indeed none of the suddenly rolled and dived into the water. above, but the incident was obviously serious enough to give him a lifelong bad opinion of Bonanzas. Now as those Bonanza pilots among us who have experienced an open door would know, the aircraft is perfectly controllable with the door open with the only adverse effects being noise and a bit of buffeting of the airflow. So in this particular case there must have been some other factor operating and I would bet serious money that this pilot's alarmed passenger, in pulling mightily on the door in the impossible effort to close it, was bracing his foot on one of the rudder pedals and probably deflecting full or near full rudder. The young pilot's surprise, alarm and sensory overload added to inexperience on type would have prevented him detecting that control interference. Case 2: The point of these three cases is that a sudden and unexpected full deflection of rudder by a right seat passenger can cause During my time on the committee of Darling Downs Aero very great control difficulties for a pilot. If the aircraft Club in the '90's our club's Mooney 201 was hired by a happens to be banked in a steep turn at low level as in the first Toowoomba businessman to fly to St George in the mid two cases, the results would have been precisely as they west. On board were the man's brother, visiting from transpired, although that can never be proved. Germany, and an employee. The purpose of the flight was to A non pilot in the right seat who is twisting about and visit his other business premises in St George. Both the bracing to get a shot with a camera is a particular hazard in brothers were big men so as you can imagine, there was not the confines a light aircraft cabin. Often when trying to get a lot of room to move in the Mooney. an over the shoulder shot, one leg will go out for balance and The aircraft was seen to bracing support. It is easy to see a rudder pedal being make a normal approach pushed hard in this type of situation, particularly if the to the runway at St photographer is not experienced in light aircraft. Having the George, which is right passenger kick a rudder pedal in cruise at 5000' is going to next to the town. be a momentary inconvenience; at 300' in a steep turn it is It made a touch and go going to be terminal. landing and then, If a mission is to be for the purpose of photography, rather remaining below 500 than just snapshots during normal operations, we need to feet, circled back over the think about carefully briefing all participants, including town. It was seen to be banking steeply and then rolled and ourselves, about what limitations we are placing on height, went down vertically to crash in a back yard. A video camera aircraft attitude etc., and the danger of control interference. was found in the wreckage. Case 3: As far as giving the front seat passenger room to move and avoiding control interference goes, the older single pole A couple of years ago a regular columnist for Australian Bonanzas are the best of any light aircraft ever built as most of Flying magazine wrote an article the subject of which was them also have rudder pedals that disengage and fold flat on his dislike of the Beech Bonanza. He made a few complaints the floor. Personally I am very fond of that single throw over about the instrument panel which would not apply to any control column which equipped our Debonair and two A36's. Bonanza later than the 1962 model, but the principal cause My front seat passengers could read the newspaper and stretch of his angst was his belief that the Bonanza was almost their legs out without any danger of control interference. uncontrollable if the door happened to open in flight. Otherwise, brief them about the controls, particularly the His bad experience occurred when, as a young and rudder pedals - and keep an eye inexperienced commercial pilot, he was tasked with ferrying on them throughout the flight! a V-tail Bonanza, apparently with no prior experience on And maybe there are some type or checkout. Sometime after takeoff the door popped photos we just don't need...... open and with his very concerned front seat passenger pulling on the door as hard as he could, the author [email protected] experienced great difficulty controlling the aircraft even North Stradbroke Island using large control inputs, but managed to get down safely. 15th January 2014 www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 17 17 Years of Data in One Easy FLYING LESSON

2015 Thomas P. Turner for Australian Bonanza Society

ABS (USA) Air Safety Foundation Executive Director has three times been accredited as a Master CFI, was the 2010 National FAA Safety Team Representative of the Year, and was the 2008 FAA Central Reigon Flight Instructor of the Year. Tom holds a Masters Degree in Aviation Safety and has specialised in Beech Pilot Instruction for over 20 years.

I’m entering my eighth year of writing FLYING out the weather, missed approaches “for real,” parked LESSONS Weekly, a discussion of flying and decision- myself in holding patterns for showers to move on or making techniques to reduce risk in the most common air fog to finish clearing, and canceled a trip and drove a crash scenarios. FLYING LESSONS Weekly’s predecessor rental car home because of long-lasting weather the Beech Weekly Accident Update (still posted weekly at hazards. It’s not “if,” it’s “when.” The more you fly, the www.mastery-flight-training.com) goes a full decade more you’ll delay, re-route, or cancel because of the further back than that, with analyses dating back to 1998. weather. I think we’ve learned a few things about flying’s risks—and If you are the person who sets the schedule for events or its rewards—in the past 17 years of data-driven discussion. meetings that create the need for your trip, or if there To kick off a much safer 2015 let’s look at a list of are adverse repercussions or lost revenue if you have to suggestions for avoiding the vast majority of all general delay or cancel a flight, then plan to depart in time to aviation accidents…putting into practice what we’ve delay, divert or cancel and make it to your commitment learned from the unfortunate experiences of others. by other means if necessary. This is especially true for Some of these suggestions may sound overly conservative. the trip back home, when you generally have more But I bet the pilots who crashed in the events these rules pressure to arrive on schedule. This sometimes means suggest thought they could get away with it too. You’ll find, traveling to your destination a day earlier, or cutting also, that these suggestions are not onerous, or restrictive, your trip a day or two short if the forecasts show the or even expensive to make your standard operating weather may close in on the last day of your vacation. procedure. History shows that implementing these few The old adage is spot on: “Time to spare, go by air.” personal rules will make it far less likely that you, your 4. Fulfill your roles. You are pilot-in-command - the passengers, or people over whom you fly will ever get Captain of your aircraft. You are also Dispatcher and killed, hurt, or make the evening news. You fly safely and the Director of Maintenance. You are the aviation well by avoiding the known risks. medical examiner, responsible for self-certification First, some general tenets: before and during flight. Plan each flight consciously 1. Know what the airplane is…and isn’t. The airplane thinking about the responsibility of all four of these you’re flying may have extraordinary avionics and roles. To paraphrase a self-help cliché, “if it’s to do, it’s equipment, but it is not an airliner. It is a recreational up to you.” Flying a cross-country aircraft is a and perhaps a business tool. It has not been designed, profession, whether it’s your chosen or compensated tested, certificated or maintained to the same level as an profession or not. It requires the time and study and air carrier aircraft. It doesn’t have the performance or practice of a second job. redundancy of an airliner. It is very safe and very Now, for some specific recommendations, based on actual capable…if it’s flown within in limitations. mishap history in the order of most to least likely cause of 2. Know what you are…and aren’t. You are probably not a fatal crash: an air carrier pilot. Even if you are, or have been at one Put time into training. One hour of flight instruction time or another, your air carrier experience does not every two years is probably sufficient for the pilot of a very fully prepare you for the workload of single-pilot simple, VFR-only airplane flown outside the realm of Air operations in a less capable airplane. You almost Traffic Control. But it’s almost certainly not nearly enough certainly do not get the level of initial and recurrent for the cross-country pilot (even in visual conditions), the training in light airplane single-pilot operations that an instrument pilot, and/or the pilot of a complex or high airline pilot routinely receives. You won’t be able to do performance aircraft. My four years of experience teaching everything that you could do as part of a jet airliner multiengine pilots at a simulator-based training facility crew. This is doubly true if you are a retired airline pilot, convinced me it is not enough for a pilot to increase his or because like it or not, age takes its toll on endurance, her capabilities in the practice of flying. reaction time and cognitive ability. The less you fly, the more you need to train and practice. 3. Know and evaluate the environment. By far, the most A corollary is that more flying time does not by itself replace common reason for airline delays is adverse weather. the need to train. Two hundred hours of point A to point B Your airplane is less capable to handle adverse weather probably won’t protect you if an engine-driven fuel pump dies than an air carrier airplane. Consequently, you will need close to the ground, or if the weather moves in faster than to delay, divert, or cancel flights more frequently than forecast and low-level wind shear affects everywhere within the the airlines. I flew Beech Barons 250-300 hours a year airplane’s fueled range. Two hours of solid practice and/or for several years in the U.S. Southeast, and I routinely challenging instruction of some sort two or three times a year diverted around weather, landed at an alternate to sit is probably a better measure of the prepared pilot. Page 18 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au Get very comfortable with angle of attack and stalls. When one tank is down to 1/8 full and the other is at ¼, Loss of control (“LOC”) is a hot item because LOC is the it’s time to be inbound on the approach or entering the cause of over 40% of all fatal general aviation events in the traffic pattern. History shows that a great many fuel approach and landing phase of flight. Although exhaustion mishaps happen within five miles of the aeromedical factors and partial panel flight are included, intended destination - the pilot thought he could make it, LOC is in most cases a euphemism for “stall.” Many pilots and was almost right. are not comfortable flying an airplane at the slow end of its Consider weighty matters. Calculating aircraft weight and flight envelope. These are precisely the people who need balance isn’t a training exercise that only applies for check more training in stall recognition, recovery, and rides and flight reviews. You need to know your airplane is avoidance—discomfort is a symptom of undeveloped or loaded within its control and performance flight envelope atrophied skill. at all times. An overweight airplane or one loaded at or Hand-fly the airplane - a lot. Fatal crashes often resulting beyond its design capability will be harder to control under from a pilot’s inability to hand-fly the airplane in the event abnormal situations, and perform less well when other of an autopilot disconnect or failure. Often pilots lose conditions (density altitude, wind, etc.) adversely affect the control almost immediately upon a trim runaway or aircraft. Except in fuel as needed for endurance, fly at the autopilot disconnect, when the pilot must instantly lowest weight that meets the trip requirements - the lighter transition from automated flight to hand-flying with an the airplane the better it will perform, and the more options airplane that is radically out of trim as a result of the you’ll have in an emergency. failure mode. Be as comfortable and capable hand-flying Stay within limitations. This means the airplane’s all phases of flight as you are using an autopilot. limitations (there’s no such thing as “a little overweight” or “a Maintain mode awareness. The corollary to hand-flying is little over redline”). It means the weather limitations (no to be adept at the operation of your avionics and autopilot, flying through “a little thunderstorm” or “a trace of ice,” or flying so there’s never any doubt about the mode in which its “a little lower” to find the runway on approach to your home operating, or what the equipment is going to do next. airport). It means your limitations (certificates, ratings, and currency). If you allow yourself to “fudge” the limitations, Practice partial panel. A couple hours of partial panel human nature says it’s likely you’ll soon be accepting more flying every six months to a year may be worth more than and more risk as “creeping normalcy” (or as Tony Kern of a panel full of backup instruments. The hard part, however, Convergent Performance says, “normalization of risk”) sets in, is identification of a partial panel situation in the first and what was once unacceptable has gradually become place. Unless this has actually happened to you at night or your norm. It means the mechanical limitations. Follow in IMC (and you bucked the odds by surviving your first the FARs about required equipment and inoperative encounter), the only way to experience this realistically is in equipment. Get familiar with the airplane’s Kinds of a flight training device or simulator. Operation and Equipment Limitations (KOEL chart) if one Maintain situational awareness. NTSB says the rate of exists for the aircraft. Controlled Flight into Terrain (CFIT) is declining The regulations are a minimum standard…the very edge of noticeably. The Board attributes this to the almost universal appropriately managed risk. Where limitations are availability of at least some type of moving map display concerned, “no means no.” and the situational awareness it provides (and to a far lesser extent synthetic vision, because extremely few airplanes have this Employ SOPs. Standard Operating Procedures (SOPs) are equipment yet). That said, CFIT continues to be a problem, the normal way you do things. Strive to take off and climb, especially at night and during visual approaches in fly an approach, and make your landings as close to the marginal visibility. VFR or IFR, always knowing the lowest same way every time. This eliminates the need for many in- safe altitude for your current and next segment of flight. flight decisions (actually not eliminated, just decided ahead of time), and permits you to more easily detect and act upon Know your EPs. EPs, short for Emergency Procedures, at variables like wind, traffic, equipment issues and other those airplane attitudes, configurations (flap and landing factors—you’re not so busy with the basics of flying that gear positions, etc.) airspeeds, angles of attack and checklist you have no mental bandwidth for external variables. procedures for abnormal conditions or catastrophic failures. Why are airline operations so safe? In large part Knowing and using SOPs has one other advantage as well it’s because the crews are required to perform normal and - in the very unusual case you need to do something EPs in simulated scenarios every six months, so when an different from your SOP, you’ll know what “good” is, and actual abnormality or emergency arises (which almost never be better able to judge how what you’re actually doing “textbook” as presented in the simulator) the pilots have a compared to your expectations and needs. recent wealth of experience with which to correlate to the Fly stabilized approaches. Unestablished approaches, situation at hand. If you’ve not been practicing and those where the airspeed, power and airplane reviewing EPs regularly, you won’t be ready on the unlikely configuration do not conform to an established and nearly but far from impossible day an actual emergency occurs. uniform SOPs for the final approach segment until the Don’t push it with fuel. It seems to be in vogue to talk flare, commonly correlate to airport environment crashes. about flying maximum range, requiring running all but Further, know and use the same power, attitude and your last tank dry and the last tank down to minimum fuel. configuration cues for approach every time, and on final Far too many people have died trying to make it home approach ask yourself three things: because that’s where the cheaper fuel was, or stretched the • Is the airplane on speed (Vref +5 knots -0 knots) at the airplane’s range to its limits to avoid the inconvenience of proper rate of descent (usually 500 to 750 feet per minute, a stop or simply to have a story to tell or chat about online. except in an obstacle landing)? www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 19 • Is the airplane on target (proceeding at the proper attitude and flight. If those around you have some basic understand of glide path to touch down at 1000 feet from the runway threshold what is acceptable, and what is not, you may find you’re or in the first third of the runway, whichever is shorter)? under far less pressure to “go” into conditions that would • Is the airplane in configuration (flaps and gear set correctly,) normally cause you to decide against it. power and attitude as expected Maintain your airplane. Normally it’s decision-making If the answer to any of these is “no” when you’re within, that results in a crash. Sometimes things do break, say, 500 feet of the ground, go around, set up properly and however. The failure may not be complete, but the status try again. and reduced capability will demand more of the pilot’s attention, making it harder to appropriately manage risk in Get real about fatigue. Pilot fatigue is one of the great other areas. Pilots and airplane owners tend to interchange unknowns of general aviation air crash investigation. the words “maintenance” and “repair,” but there is a vital Yet even more so than in highly regimented airline distinction. One is to keep things from breaking; the operations, with maximum duty days and mandated sleep other is to fix it once it’s broken. Think about what periods and time off, nothing stands between the pilot and “maintenance” means: It is what you do routinely, before command and his or her own judgment of their fatigue something breaks or fails, to maintain the current level of state. If you’re a morning person, don’t fly after work. system fidelity and functionality. It may be “safe” If you dance or work the night away, don’t plan on an 0600 (appropriately managed risk) to defer some maintenance tasks departure. A Friday evening trip after a long work week, or for a time, assuming that you step up the intensity and a Sunday afternoon flight home after a whirlwind vacation frequency of inspections to confirm the item has not yet or active vacation trip, is setting you up for bad decision- showing signs of imminent failure. making…which we all know is a factor in as much as 80% of all general aviation crashes. Going beyond recommended Time Before Overhaul of an engine or a landing gear motor, for example, may be safe (if Even more challenging: evaluate not only how you feel for it’s legal for your operation under the rules of its governing departure, but predict how you’re likely to perform three authority), but you’ll have more down time and spend more hours later after bouncing around in turbulence or solid in money on inspections to properly confirm it remains safe IMC or at high altitude at reduced cabin pressure or on until the time comes you indeed do overhaul or replace. supplemental oxygen - and then are faced with a missed Continuing to defer the maintenance task will soon reach a approach or an abnormal or emergency condition. point of diminishing returns, when the cost of more Involve your family and passengers. Teach your family frequent and intrusive inspections could have been folded (whether they’re riding with you, or just expecting you to be into the cost of the overhaul or replacement you know somewhere are some specific time) and your passengers what it you’ll eventually need. is you’re looking for when you gather information and There are more LESSONS from the past 17 years. make informed decisions about appropriately managed But if we all followed just those tenets and risks. Ask them to concur with your go/no-go decision, recommendations listed above; imagine how positively and give them the power to recommending you cancel or we’d change the record of fatal general aviation crashes. delay a flight, or divert it while en route. Often it’s pressure from family or the passengers that leads a pilot to accept an You may subscribe to my free FLYING LESSONS Weekly unacceptable level of risk, usually because nonpilots have e-zine at www.mastery-flight-training.com. no idea what conditions you require to safely complete a Join the discussion!

Magneto Magic and the Mysterious Mag Check By David Brown – Advanced Pilot Seminars

With the recent article written by The catch is the efficiency is lost Geoff Danes of the Sport Aircraft when going so far LOP that the Association of Australia regarding the difference is noticeable. Referring to double ignition failure in Perth, the brown traces on the graph, the I thought it might be timely to discuss big benefit of LOP smoothness comes the topic of magnetos. over on the right hand side where 1/BSFC is actually falling away. There Despite popular myths, electronic are other ways to achieve the same ignitions (EI) do not miraculously efficiency though: set the engine at provide significant gains in fuel the peak of the BSFC curve, then slow efficiency or similar miracles over a down to the same true airspeed. standard magneto. This will come as a shock to some, however the truth is If you choose to fit a single EI to your they do provide a little improvement engine, you will enjoy some minor in smoother operation at idle, and gains, however fitting a second one when lean of peak (LOP), and typically does not double the gain at all. when very LOP conditions exist. One of the down sides from many EIs

Page 20 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au is too much advance, and this only drives cylinder pressures and CHTs up and does nothing helpful at all. So be careful when selecting your ignition system! So no matter which form of ignition system you have there is an industry standard of doing a mag check prior to the first flight of the day; some believe before each flight. So why do we do this and what are we actually trying to achieve? The real purpose is to test and be confident that the items are working and dependable. When it comes to your ignition system test (not just a magneto) testing includes the plug leads and spark plugs, as well as the magneto or EI as a complete system. With this in mind, let’s look at what delivers what results. The best way to test the ignition system is the way that really puts the system to work where the very slightest of defect will be noticeable; that is at high power in flight and lean of peak. The reason is this is the hardest combustion event to get going when suffering from weak or defective ignition components. Spark plug testers test at maybe 100PSI, and the in cylinder pressure at time of spark is considerably more, together with a lean mixture, this will make a nice effective combustion event a lot harder to come by if things are not perfect. The next best way is a high power inflight rich of peak test. Just like the lean of peak test, this one is under higher pressures, however the rich of peak mixture is The old method of looking for an RPM drop was literally easier to get away, and less likely to stumble as much as the lean of peak test. as good as you could do without anything to help you like the EMS does. The problem here is you can have Now we move to the tests that can be performed on one failing plug on each magneto, and especially on a the ground. Knowing what you know now after reading six cylinder engine, get a similar mag drop and similar the last two paragraphs, it would be fair to assume that increase in roughness that seems normal over time and the next best one is a typical 1700RPM test conducted it is consistent. You have two faulty plugs, and no idea. lean of peak or aggressively leaned to the point where it will still just remain smooth. Not as good as the With all this in mind, how do we apply it to save us inflight tests but on the ground, after shop from the frustration and the temptation to take off maintenance, or even a change of plugs, this is as good with a potential problem that is being masked by the as it will get. Yes, even new plugs can be faulty out of old style tests or one that seems ‘not too bad’ on the the box. ground, but will bite us later in the family holiday or business trip? The answer is quite simple: do your Last of all in the test performance race is a full rich ignition system tests during every flight. It was 1700RPM test. Not only is it the least diagnostic, it is common procedure by airlines in the piston days to do still contributing to the cause of many spark plug these at top of descent, rather than discover the problems by being so rich at low powers - this is the problem as they taxi out for the first flight of the day; one, to this day still taught by flying instructors all they wanted to know about it so the engineers could fix around the world. it in the turnaround or overnight. Think about how this So what are we looking for when doing an ignition system would affect your flying. The urge to go and carry a test? For a start you will be looking for any stolen defect, and the sick feeling that provides, or to turn magnetos, and that is about the best result you can get around to the hangar and wait for the day or two it from the “old school” mag test, because it is not much takes to get resolved. good at anything else except a severely fouled plug. But What do you do in your next before flight check then? today we use the modern engine monitor system or EMS. You already know you have a good ignition system What we want to see is a steady state of EGTs as you add because you tested it the flight before. Save the hard power to achieve something around 1700RPM. We don’t on engine and prop tests, and just do a taxi speed want more because that is noise and stone damage check, aggressively leaned of course, you will still see territory, and we only want to have just enough fuel in EGTs rise, and you will be sure that both your mags the mixture for stable combustion. We then isolate one have not miraculously failed or been stolen. I call this magneto and expect all the EGTs to rise, and while not a mini mag check. And it tells you all you could ever identical in their rise they should be all rising gain from an old style test on the ground. progressively. Then switch back to both, let them settle and test the other magneto. Again all should rise. Hold the phone folks!! What about an exception, ‘there Any that drop or falter will be the weak plugs, leads or is always one’, I can hear you say! Well there is, and if even a contact in the magneto. ANYONE including myself has been under the cowl and www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 21 touched anything, do a serious ground check, do it the third most effective way though, as this is as good as you can get on the ground. FOR SALE What do you do when you find a completely dead magneto? This does not happen often, but it does 1979 V35B VH-TYE happen. We suggest that you never leave your hand on the key when switching to one of the mags. Quickly remove your hand so you are not tempted to switch back to both should one mag be completely failed. This is especially critical on a turbocharged engine, and even more so if rich of peak. If you switch back to both with an exhaust system full of nicely rich fuel and air, what do you think happens? Yes, you make the exhaust system salesman very happy! Airframe By taking your hand away, you give yourself time to Excellent condition. S/n 10232 TTIS 3850+ hours think about it, and simply pull the mixture to idle cut- Paint is still good and much of it is original. off, then a second or so later you can switch the good Has had no paint strippers. mag back on, and slowly ease the mixture back in until Interior is original and getting a bit tired. you get a relight. This will do everything it should and Engine & Prop nothing it shouldn’t. IO-520BB TSO 1480+ hours Ram Cam, Superior Cylinders, upgraded baffling etc. This is another reason to know your EMS and what looks New Hartzell Scimitar Propellor. normal. If you had a grounded out mag, and this is a real thing, the EGTs will all be higher than normal while Equipment includes: taxiing. Do not do what one guy in a turbo charged Horizon Electric Tacho Aerostar did even after being told: this poor guy revved Garmin 430 & Pronav 100 her up and turned the key, the engine started to die so Goodrich Stormscope he flicked her back to both, shortly followed by a huge S-TEC 60 Autopilot with electric trim bang and exhaust parts all over the ramp. Electric AH as secondary if instrument pump fails Cabin cover Know your engine and your engine monitor, and more EDM 800 plus data jack seriously, what the EMS is trying desperately to tell you. GAMI Injectors balanced by George Braly You don’t want to be a dog watching TV now, do you? 4 place Sigtronics intercom Original Collins VHF, ADF etc Until the next edition, safe flying! ICOM HF IC-760 with installer aerial tuner David Brown - Advanced Pilot Seminars Australia 12V DC outlet www.advancedpilot.com GIZMO voltage and pressure monitor 2015 Seminar : March 27-29 in Brisbane Lambswool seat covers IFR Category Air switch Wing tanks - 75 litres each Wingtip mirrors to check U/C position Anti corrosion treatment

These extras are available and subject to negotiation. I may be interested in part swap or exchange. My wife and kids won’t fly with me, my instructor has retired and I don’t want to know about the new CASA rules. It is time for another person to love and enjoy this aeroplane as I have for over 20 years I have flown it around the world and many other places in between. It has performed flawlessly. Please contact Bill Finlen on 0438 789 479 Aircraft is available for viewing and test flying at YBOA. Price $130,000

Page 22 www.facebook.com/group.php?gid=49792577682 www.abs.org.au NFRM 1303MS Airworthiness Directive to mandate retirement of primary flight control cable assemblies Australia Mandates Control Cable Background On 7 February 2014, CASA published Replacement At 15 Years NPRM 1303MS - Proposed Airworthiness Directive to Mandate Inspection or Australia's Civil Aviation Safety Authority (CASA) has issued Retirement of Control Cable Assemblies a final rule that will require the full replacement and with Terminals Manufactured from re-rigging of primary flight control cable system assemblies SAE-AISI 303 Se Stainless Steel. in most aircraft in Australia by January of 2018. The purpose of this NFRM is to set out CASA's disposition of comments received The rule does not apply to secondary control system to the NPRM, which invited public cables. In the last seven years, there have been 48 comment on proposed changes to reported incidents of cable control terminal failure due to control cable terminal inspections and stress corrosion cracking and CASA says the cheapest and control cable terminal service life. most effective way to mitigate the hazard is to replace the entire primary flight control cable system every 15 years. This NFRM: It would appear that virtually every aircraft more than 15 years old on Jan. 1, 2018, except for a relative few • Provides a background of the (mostly airliners) maintained through a maintenance regulatory policy proposed and steering group-3 (MSG-3) process, will have to have all-new consultation undertaken primary control cables to remain airworthy. • Discusses the submissions made in There is no indication yet that the FAA intends to impose a response to NPRM 1303MS similar measure. The problem originates in the stainless • Provides an analysis of the responses steel connectors that link the cables to various fittings and gives a CASA response and throughout the control systems. disposition CASA says most of the fittings are made of SAE-AISI 303 Se • discusses the impact and gives an stainless and some are made from SAE-AISI 304 grade. Both explanation of the changes are subject to stress corrosion cracking, developing tiny cracks when exposed to chlorides. • provides the final legislative instrument. The cracks can become numerous enough to result in failure of the part under tensile loads as in control cables. CASA received 33 responses to the The problem is not a new one. In 2001, the NTSB urged the NPRM; a large number of respondents FAA to issue an airworthiness directive requiring repetitive provided comments regarding key inspection of control cable assemblies for the presence of proposals 1 and 2, as well as additional stress corrosion cracks, which are visible as pitting on the comments at the end of the NPRM surface of the fitting. It's not clear whether the FAA acted response form. A portion of additional on the recommendation in any way. comments addressed General Aviation maintenance practices across the CASA says it's cheaper to simply replace the cables and industry, while others spoke to the fittings every 15 years than it would be to thoroughly NPRM specifically. A SOR, together with inspect them at annual since such an inspection would CASA's disposition of them, is provided require removal and reinstallation of the control cable in Annex A. systems. CASA said in the rule that it's giving owners and operators three years to comply because there are so many Please note that although the original aircraft affected that parts suppliers and maintenance proposed AD and NPRM only referred to shops need the time to get the work done. SAE-AISI 303 Se terminals, the AD and NFRM now apply to both SAE-AISI 303 Se and SAE-AISI 304 stainless steel terminals on primary flight controls. Additional information Contact: Thomas Wiltshire, Project Leader Email: [email protected]

www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 23 COMING EVENTS

24 Feb - 01 Mar 15 Avalon 2015 International Airshow

http://www.airshow.com.au/airshow2015/index.html

Peter Janssen

T: (03) 9870 5453 F: (03) 4206 7170 M: 0418 168 723 E: [email protected]

19 Mar - 22 Mar 2015 ABS 2015 Narromine BPPP + Service Clinic

Our next ABS BPPP will be held in Narromine NSW between 20-23 March 2015.

A full immersion ABS BPPP Ground School will be presented.

A Service Clinic inspection will be conducted.

Guest presenters will present a variety of Service Clinic & maintenance topics during the weekend.

Full details in this issue.

A comprehensive social program will be offered to partners and families.

Complete the Online BPPP Ground School Course at your convenience for just US$150

Peter Janssen

T: (03) 9870 5453 F: (03) 4206 7170 M: 0418 168 723 E: [email protected] I just finished 50 More Tales of Flight: 01 Mar - 07 Mar 2016 An Aviation Adventure ABS Tasmanian Safari 2016 and gave it 4 stars. 7 days around Tasmania. Well done Owen Zupp your passion for Debbi Smith aviation is always a great read. T: (03) 9870 5453 M: 0438 347 904 Looking forward to your next book. F: (03) 8677 17370 E: [email protected] Peter Gordon

Disclaimer: Don’t forget that your The ABS and Printer cannot accept participation in the Australian responsibility for the correctness or Bonanza Society BPPP’s and accuracy of the matters printed herein Service Clinics will be or for any opinions expressed. Opinions rewarded not only with the of the Editor or contributors do not increased knowledge that you necessarily represent the position of will know exactly what shape the ABS. The Editor reserves the right to reject any material submitted for your aircraft is in, and the publication. Copy submitted for knowledge that you continue publication shall become the property to learn more about your own of the ABS and will not be returned. flying abilities, but you will Photography will be returned by the also receive these discount printer. The ABS does not endorse vouchers from QBE for your products or services advertised in the Newsletter aircraft insurance.

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