AUGUST 2020 • VOLUME TWENTY • NUMBER 8

AMERICAN BONANZA SOCIETY

The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts Let Falcon’s Performance Earn Your Trust

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Falcon2 Insurance Agency • P.O. Box 291388, Kerrville,AMERICAN TX BONANZA 78029 SOCIETY • www.falconinsurance.com • Phone: 1-800-259-4227August 2020 CONTENTS August 2020

AmericA n BonAnzA Society August 2020 • Volume 20 • Number 8 2 President's Comments: A Look Back By Phil Jossi ABS Executive Director J. Whitney Hickman 6 Operations ABS-ASF Executive Director & Editor Thomas P. Turner By J. Whitney Hickman, Lauren Bayless, and Thomas P. Turner Associate Editor George Brown Managing Editor Jillian LaCross OWNERSHIP/MAINTENANCE Technical Review Committee Tom Rosen, Stuart Spindel, Bob Butt, and the ABS Technical Advisors 14 Beechcraft of the Month: Graphic Design A Life in the Air Rachel Wood 1980 E55 Baron Printer Village Press, Traverse City, Michigan By Volker Bahnemann

American Bonanza Society magazine (ISSN 1538-9960) is published monthly by the American 42 The Thrill of It All Bonanza Society (ABS), 3595 N Webb Rd Ste 200, Wichita, KS 67226-8192. The price of a By George Brown yearly subscription is included in the annual dues of Society members. Periodicals postage paid at Wichita, Kansas, and at additional mailing offices. 44 Insurance: Looking to Upgrade? No part of this publication may be reprinted By Barry Dowlen or duplicated without the written permission of the Executive Director. The Society and Publisher cannot accept 46 Fuel Quantity Indicating Systems responsibility for the correctness or accuracy of the matters printed herein or for any opinions By Bob Ripley expressed. Opinions of the Editor or contributors do not necessarily represent the position of the Society. Articles or other materials by and 58 Manual Landing Gear Extension about organizations other than ABS are printed in the American Bonanza Society magazine Assist Tool Revisited as a courtesy and member service. Except By Mark Komarek as expressly stated, their appearance in this magazine does not constitute an endorsement DEPARTMENTS by ABS of the products, services or events of such organization. Publisher reserves the right 4 Welcome New Members to reject any material submitted for publication. FLYING 26 GA News Annual Membership Dues: 20 A Corner-to-Corner, COVID- • Domestic (US/Canada/Mexico) – $75 (US) 30 Member Spotlight • Two Year Domestic (US/Canada/Mexico) – $130 (US) Dodging, Cross-Country Sprint • International – $115 (US) 39 Beechcraft History • International (online magazine only) – $75 (US) By Howard Johnson • Two Year International (online magazine only) – $130 (US) 50 Member News • Additional Family Members – $35 each 32 Preventing Gear-Up Landings 51 ABS Aviators • Life membership – $1400 By Geary Keilman Contact ABS Headquarters for details. 51 Surly Bonds Postmaster: Send address changes to 36 Baron and Travel Air: 51 Life Membership American Bonanza Society magazine, 3595 N. Webb Road Suite 200, Probable Cause 52 GA Awards Wichita, KS 67226-8192. © Copyright 2019. By Thomas P. Turner 61 New BPPP Instructor Send Articles/Letters To: American Bonanza 54 BPPP: Glide Ratio 64 Tech Tips Society Magazine Publication Office, 3595 N. Webb Road Suite 200, Wichita, KS 67226-8192, Tel: By Thomas P. Turner 72 Forum 316-945-1700, Fax: 316-945-1710, E-mail: [email protected], Website: http://www.bonanza. 62 Command Pilot: 74 Classified Ads org. Please note: Copy & photos submitted for 78 ABS Board publication become the property of the Society Checklists, Mnemonics, and shall not be returned. Articles submitted and Flows 79 Event Calendar with pictures receive publication preference. 80 Display Advertising Index The American Bonanza Society serves Beechcraft By Thomas P. Turner enthusiasts by sharing valuable safety, technical, and educational resources, and by promoting interaction Volumeamong 20 and • Number advocacy 8 on behalf of its members. AMERICAN BONANZA SOCIETY 1 PRESIDENT'S COMMENTS

AmericA n BonAnzA A Look Back Society By Phil Jossi certainly hope no future ABS president will have to say he or she presided over

ABS exists to promote aviation safety the Annual Membership Meeting in a virtual format. While we covered the basic and flying enjoyment through education and and fulfilled our corporate responsibility, it sure took the fun out of it. Thank information-sharing among owners and operators of Bonanzas, Barons, Debonairs you to those members who joined in for the new experience as well as a big and Travel Airs throughout the world. I thank you to Whit, Lauren, and Dara for engineering the technical aspects of the www.bonanza.org meeting, which was not an easy task. I trust the 2021 meeting will once again be held 3595 N Webb Rd Ste 200, Wichita, KS 67226-8192 at Oshkosh where we can have some serious fun, storytelling and, of course, get the Tel: 316-945-1700 • Fax 316-945-1710 business done. e-mail: [email protected]

Office Hours: For those who were not in attendance at the meeting, we were happy to introduce three Monday thru Friday; 8:30 am – 5:00 pm new well-deserving Board members that began their term on the Board. They are well- (Central Time) qualified to represent the membership, and I assure you will have the best interest of the organization at heart. Derek De Bastos, Greenwood Village, Colorado; Stephen Hammers, ABS Executive Director Brentwood, Tennessee; and CK Lee, Colleyville, Texas, have their resumes outlined in the J. Whitney Hickman, [email protected] February 2020 ABS Magazine. Of course, three coming on the Board means that three ABS-ASF Executive Director will be leaving, all having completed two terms (six years). Jay Burris, Chep Gauntt, and Thomas P. Turner, [email protected] Howard Johnson have been valuable contributors and active members, each sharing his Technical Questions valuable time and expertise in keeping ABS the premier aircraft type club that it is. It has [email protected] or 316-945-1700 been my privilege to serve and learn from each of them. BPPP Questions During the Annual Meeting, my tenure as president was concluded. While I have one [email protected] or 316-945-1700 year remaining of a final three-year term on the Board of Directors, this is my final article for ABS Magazine as president. I must say, it has been a very rewarding experience. I Membership and Events have had the opportunity to meet many Beechcraft owners that I would never otherwise [email protected] have come into contact with. Member comments to my monthly columns have generated ABS Pilot Shop email dialogues and contacts that will create lasting friendships within the Beech family. www.bonanza.org or 1-800-SPORTYS Since many travel to the desert southwest, some have even resulted in getting together here in Arizona to further discuss trips, flight planning in the southwest, and just simply Membership Services getting acquainted. It has been a great experience. • Monthly ABS Magazine This activity was, of course, prior to COVID-19. I couldn’t have predicted anything like • Technical Advice and Parts Sourcing this in my wildest imagination. I was looking forward to spring travel and attending more • Beechcraft Specific Pilot Training ABS events. But we all know the shutdown story. ABS is now holding live events again, at • Special Members-Only Website Content least the Service Clinics. I intend to make up for lost time and hope to get better acquainted • Aircraft Inspection Program with attendees at future ABS events. Prior to the shutdown I was pleased to attend the • Beechcraft Maintenance Guides, BPPP Flight Instructor Camp and obtain the BPPP Accredited Instructor certification. Stay DVDs, Merchandise and Apparel tuned for changes in the program that will allow added flexibility for more targeted training • ABS Fly-Ins & Events requiring a bit less time and expense. The ABS Beechcraft Instructor Crosstalk weekend • Aircraft Prepurchase Assistance in Wichita was amazing. The collective Beechcraft technical and flight knowledge in the • Mechanic & Flight Instructor Training room was incredible. This organization is so full of life that can only be experienced by • Regional Societies getting off the bench. I certainly hope you will become an active participant as we move • Aircraft Insurance Program past the pandemic and take advantage of all the organization has to offer. • Professionally Staffed Headquarters As I complete my tenure as president and move to finish my final year on the Board, I would highlight three of many ABS strengths. First, I am extremely proud of the professionals

2 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

we have at the ABS headquarters in Wichita. Whit, Tom, Lauren, Coy, and Dara are true professionals in every sense of the word. They are consumed with serving the ABS membership and treat every aspect of their positons with excitement, enthusiasm, and total focus on the members and what it takes to execute the mission. The technical information and database, programs, and services speak for themselves. Secondly, we have a solid financial foundation from which to continue to serve the organization as you have come to expect. While our strong foundation provides for a robust level of programs, in order to provide what we do we appreciate and will always depend on your continued support with donations and participants in our Heading270 program. Legacy gifts in Heading270 provide for and sustain the long-term vision of the organization. Annual donations support program development and delivery on the shorter-term aspects of the ABS Air Safety Foundation. Finally, when it comes to the mission of protecting lives and preserving the fleet, Tom Turner and the ABS team have created a learning environment, complete with the tools that are available to every member of the organization without exception. There really is no excuse for not knowing everything there is to know about your Beechcraft. During and since the COVID-19 lockdown. we had an increased utilization of the online courses available on the website. However, those taking advantage of the flight portion of the BPPP program continue to be at the lower end of the scale. I strongly encourage you to take advantage of the flight portion of the BPPP program, or with other recognized Beech- specific training providers. It is without a doubt that type knowledge and training reduce accidents and incidents and will, in fact, “protect lives and preserve the Beechcraft fleet.” I will end now with the same words I used to end my first column in September 2019: Let’s all resolve to make the mission of the ABS and ASF our “personal mission”: for the preservation of ourselves, our loved ones, and our Beechcraft fleet.

Volume 20 • Number 8 •° AMERICAN BONANZA SOCIETY 3 www.bonanza.org Welcome New Members ABS extends a warm welcome to the following new members who joined in June 2020:

Thomas Alexander, McKinney, TX Daniel Gonzales, Seattle, WA Brian Nepinsky, Visalia, CA Paul Aquilino, Plymouth, MI Ray Goodson, Brackettville, TX Colby Nichols, Oneonta, AL Perry Barnhardt, Nicholasville, KY Danny Green, Edmond, OK Justin Nichols, Springville, AL Herman Bongco, Armed Forces Pacific Clark Hahne, Palm Desert, CA Mark Noe, Vinton, IA Lin Buck, Kalamazoo, MI Christopher Hain, Merritt Island, FL Edward Nolan, Scottsdale, AZ Lawrence Burrow, Novato, CA Maher Hanna, Delray Beach, FL Ryan Ochsner, Kaysville, UT Diane Burwen, Naples, FL Nicholas Hansen, Dayton, MT Bill Oddo, Grosse Pointe Park, MI Kevin Busque, San Mateo, CA Steve Hippert, Greensboro, NC Steve Odean, Greeley, CO Gregory Carlton, Benton, KY Paul Huff, Grovetown, GA Thoren Parke, Houston, TX Jon Christensen, Kiowa, CO Bob Hunt, Washington, PA Mark Peters, Perkasie, PA Sandra Councell, Traverse City, MI Nicolas Ivanoff, Luxemburg Michael Picco, Waxhaw, NC Peter Cozzolino, Indianapolis, IN Randy Jones, Clinton, OK Henri Prins, Scottsdale, AZ Micheal Crook, Frisco, TX Michael Joseph, Valdosta, GA Maurice Recanati, New Castle, DE Mike Dornan, Krum, TX Doug Kirkland, Valley Center, KS Wayne Reid, Sydney, MT Matt Dotson, Sturgeon, MO Paul Kyst, Gainesville, GA Brad Roberts, Fort Worth, TX Martin Drittenpreis, Germany Michael Lange, Deer Creek, MN Cameron Robinson, Canyon Country, CA Charlie Droddy, Bryan, TX Larry Lonero, Brenham, TX Gleason Romans, Palestine, TX Seth Dunham, Lodi, CA Tyler Lurie, New Smyrna Beach, FL Robert Roscoe, Wallingford, CT Brandon Dunn, Mebane, NC Heath McGehee, Idalou, TX Reid Shrauner, Elkhart, KS Brent Fleisher, New City, NY Shawn Mcilnay, Bennington, NE Costas Sivyllis, Port Orange, FL Jason Frets, Gainesville, GA Kirby Moughon, Melbourne, FL James Snider, Bloomfield Hills, MI Paul Gambill, Alma, AR Thomas Mueller, Germany Richard Snider, Phoenix, AZ Ross Gamble, Copperopolis, CA John Mumy, Cupertino, CA Charles Sprouse, Overgaard, AZ Bob Gasko, Collierville, TN Anand Narayanappa, Cave Creek, AZ Joe Stanfield, Farmersville, TX Mark Gilland, Stuarts Draft, VA Masao Nasu, Japan Lori Stinton, St. Pete Beach, FL Kyle Taylor, Hoxie, KS The Best Planes at the Best Prices Greg Troftgruben, Buxton, ND Carolina Aircraft has the largest Victor Vogel, Lewisburg, PA selection of “Prime Condition” Bonanzas and Barons. Joshua Wanagel, West Chester, PA Sales • Brokerage • Appraisal Josh Wheaton, Denver, CO Pre-buy Inspections • Acquisition Bonanza/Baron Training Roy Whisenant, Chula Vista, CA Carolina Aircraft, Inc. Evan Wildinger, Ashville, AL Piedmont Triad International Airport Anthony Yarrow, Canada 1060 PTI Drive • Greensboro, NC 27409 (GSO) Frank Young, Canada 336-665-0300 George “The Bonanza Man” FAX: 336-256-9993 http://www.carolinaaircraft.com

4 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org www.bonanza.org

OPERATIONS ABS By J. Whitney Hickman Flying Home

very year around the end of June I make vacation plans to go back to Ohio to visit family and friends. This year I decided to go one week later than usual, around the July 4th holiday, and spend a little more time “back home.” I also decided to fly the long cross-country trip in my personal airplane, N7599X, so this would allow for extra time if I experienced E weather issues. I don’t normally write about personal things or flights but this one I want to share. I got a late start out of Wichita on a Wednesday afternoon due We decided to leave early in the morning to drive to Sporty’s to an appointment for my flight physical. That always seems to and fly back to Coshocton Downing (I40). This would be a short correspond with my vacation at the end of June and the beginning one hour, 15-minute flight. I had no idea how my mother would do of July. Nothing like putting it off until the last minute! This time it as she had never flown in a small aircraft, only jets. I was prepared was my doctor’s fault as he was gone for nearly two weeks prior for the worst. We had great weather – a little bumpy, but all in all to my trip. I left Wichita at 3 p.m. and arrived in Mount Vernon, a great flight back. I could tell she was really enjoying herself and Illinois, in the evening to stop for the night. Mount Vernon is a soaking up every piece of information and where things were nice place to stop and I flew 393 nautical miles on the first day. located below in her state. She was also in charge of the Foreflight, A large high-pressure system over the Midwest was ideal for VFR by which she proved very capable. weather the entire way. I was getting a small tailwind, which was We had a blast flying back. I was so happy she wanted to do icing on the cake. I left fairly early on Thursday morning for the it. The first words out of her mouth after we landed were: “That short 223 nautical miles into Cincinnati to our friends Sporty’s Pilot was very educational.” Indeed, it was for both of us. The best part Shop in Clermont County (I69), near Cincinnati. I lived and worked was I was able to spend some quality time with my mom and she in Clermont County for 12 years. I had two days to visit as I had was able to experience something neither of us would have ever to be at a golf outing with some old college buddies on Saturday dreamed of: me flying a plane and her riding in one. I will cherish evening in Washington, Pennsylvania, which is a five-hour drive the memory forever and I know she will, too. or a short two-hour flight in my airplane. I checked the weather The more I fly the more I realize I get a lot of pleasure taking Friday evening and discovered there was no way I was going to be people up who want to experience flying, and seeing the way they able to fly to Pennsylvania and make the golf outing. So, without feel when completed. It’s an excitement I have never seen. I never hesitation, and to avoid letting myself and my friends down, I knew I would feel that way. I have also made it pretty much a rule decided to rent a car and drive to Pennsylvania. I’d come back of thumb that I don’t ask people if they want to go up, because and pick up my plane in Cincinnati later that week. they may have a fear or they just don’t feel comfortable and that’s I enjoyed the weekend golfing and the weather was looking ok too. If they ask, we’ll fly. great for the entire next week. I decided to make the trip back to I decided to fly back to Wichita on Saturday, the Fourth of Cincinnati to drop off the rental car and pick up the plane, then July. It would take me all day. The weather for the most part was fly back to eastern Ohio to my mother’s house for the rest of the great, but I had to get around storms and lowering ceilings in week. She became interested in when I would go back to pick up Missouri. I decided to put down at Butler (KBUM) in western the airplane. I told her, and her response was “I would like to go Missouri for a while to get a good weather report as conditions with you and fly back… that would be fun!” I was a little shocked farther west were lower. I was fortunate that my good friend and since I had never taken my mother on a ride. I was a little nervous colleague Tom Turner was about 10 miles away visiting family. He at the same time; after all, she is my mother and I put her in an was following me the entire way on FlightAware and texting me entirely different category. about the weather. Tom and his wife Peggy offered a meal and a

6 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

Mom and me with 99X at Coshocton, Ohio.

▲ Yeah, I know—not a Beech, not yet anyway.

place to stay with them at Peggy’s parents for the night if I needed it. I respectfully declined as the weather was rapidly improving westward and I wanted to get back and rest up before returning My mom Rachel on her first light airplane flight. to work on Monday. I made the short trip back to Stearman Field (1K1), my home base east of Wichita. It was good to be home! I always have some takeaways from long cross-country flights. This year I made memories with my mother and for the first time I It turned out all right, but I was tired and the weather was was able to fly over the county in which I grew up. Yes, I did have tricky that day. I usually don’t mess with either but that Saturday to make some weather decisions and they turned out to be right. I did. I learned a little more about get-home-itis and how it can Rental cars can be expensive, and you never know how many affect judgment. I think I will feel differently the next time and times during your trip you will need them. You may have to leave take Tom’s offer. the airplane for a few days somewhere you didn’t anticipate. If it This year was memorable for many reasons. But it’s the ride weren’t for free lodging, the trip would have been pretty expensive. with Mom that I will always cherish. I hope you are enjoying your We do this because we enjoy it, and it really doesn’t matter if it summer and flying as much as possible, making memories with cost us a few extra bucks. family and friends.

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY •° 7 www.bonanza.org INSURANCE OPERATIONS MEMBER SERVICES By Lauren Bayless Your Guide to the ABS Online Learning Center

can’t believe we are over halfway through this year. On one hand things learning modules and one very short, final capstone course (#0011), for a total of 11 seem to be crawling by at a very slow pace. But on the other hand, the year required courses to complete this online is flying by. Back in January I wrote a brief article about the Beechcraft Pilot program (Figure 2). Proficiency Program (BPPP), not having the slightest clue as to what would Within the Initial course you will see on I the Engine Failures and on the Fuel Systems take place over the coming weeks and months. Since the beginning of the year we courses the option for a Bonanza/Debonair have seen a 23.2% increase in the usage of the ABS Online Learning Center (OLC) version (noted by green stars) or Baron/ Travel Air version (noted by orange stars). compared to the same time frame last year—amazing! I thought it might be helpful to One of the most commonly asked questions explain a little more in depth about the options you have in the OLC and address some is whether or not you need to do the twin of the most common questions. versions if you are only flying in a single. The answer is no! You are not required to take both. Choose whichever is most BPPP courses Procedures and Techniques course, often applicable and if you are feeling extra Inside the OLC we have nine modules, referred to as “BPPP Initial.” This is the first special, then take both! seven of which have free courses for you course you should take because it’s the one For the pilot who has previously to take on flying and maintaining your that goes system by system to teach you the completed the Initial course, the Beechcraft (Figure 1). The #1 course basics you need to know to safely fly your Beechcraft Pilot Skills Enhancement series inside the OLC is the Beechcraft Systems, Beechcraft. The BPPP Initial course has 10 or “BPPP Recurrent” option includes topics

Figure 1 Figure 3 Figure 2

8 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

cylinder borescope inspection, examples of what to look for and how to interpret borescope images, and suggestions for getting the right equipment to conduct borescope inspections. Figure 4 Other courses to review procedures and enhance your skills as a Beechcraft pilot (Figure 3). BPPP Recurrent currently has nine learning modules The last module titled “Recommended Industry and one final capstone course (#0110). To earn a BPPP Recurrent Courses” includes 22 different online completion, you are required to take any five courses of courses offered by other in­ your choice plus the capstone course. Just as in the Initial course, dustry professionals that span the twin module is not required. Select any five of the courses that a wide array of topics and have interest you, take the capstone course and you have completed different fees associated with the online recurrent course! each course. You can always Figure 5 Those of you who like numbers might enjoy this. Figure 4 click on the grey “more” arrow shows our online completions for January – June 2019 compared to find out additional details about each module and course within with January – June of this year. As you can see, numbers are on every section of the Online Learning Center. the rise and we are loving the enthusiasm people have for the There is no better time than right now to get started (or finish BPPP online courses! up) any of these great courses. You can find more information about these courses on our website under the TRAINING and For flight instructors MAINTENANCE tabs. You can also give our office a call or CFIs or those interested in better understanding the techniques send us an email and we would be happy to help you. Let’s and procedures ABS has developed over decades of flight keep the trends rising and keep on utilizing the ABS Online instruction can take the ABS Flight Instructor Academy (AFIA) Learning Center! in the OLC (Figure 5). If you instruct or plan to instruct in singles, • then you need only to complete 16 courses, denoted by the green ° stars. If you are instructing in twins, you will take the 16 modules, plus an additional three for twins, denoted by orange stars. In either scenario, you will also need to complete the capstone course, #1019 Flight Instructor Professional Development, in order to earn the full course completion. Completing the ABS Flight Instructor Academy online is also the first step in our process to apply to become a BPPP Instructor.

Course completion Regardless of the course you choose, you have 300 days from the day you start to complete the materials and earn an online course completion. Whether you choose to Add Flight Instruction and fly with a BPPP Instructor or not, you will have the opportunity to earn 30 points of ABS Aviator credit and a level of FAA Wings for a BPPP Initial or Recurrent online completion. Completing the ABS Flight Instructor Academy is also worth 30 ABS Aviator points.

ABS maintenance videos Within the Maintenance Videos section you’ll find two different courses that cover different maintenance-related topics. The ABS Maintenance Academy video taught by ABS Senior Technical Advisor Bob Ripley covers the three main inspection components we cover at the ABS Service Clinics: engine inspection, airframe inspection and landing gear inspection and rigging. The second course inside Maintenance Videos is ABS Borescoping. This video, just added in March, demonstrates proper techniques for

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 9 www.bonanza.org

OPERATIONS ASF By Thomas P. Turner First Impressions

hat were your first impressions of flying a Beechcraft? I can trace mine to a specific date 30 years ago this month: August 24, 1990. After four days of Bonanza Initial classroom instruction at FlightSafety International at W Beech Field in Wichita, including 16 hours of systems, procedures, and techniques training and eight hours in the left seat of FSI’s A36 simulator, “Friday Fly Day” finally came and I took my first flight in Beech’s amazing Bonanza.

First, how I got there. After four years as an officer in the U.S. ever get hired by the airlines (in 1990 a seemingly unattainable Air Force, in 1988 I left the service to pursue a flying career. Working goal with only 1,400 hours total time and no multiengine or turbine at a local FBO to add an instrument rating and my Commercial time), I’d like to end up teaching in an airline’s training department, and Flight Instructor certificates, I was extremely fortunate to be especially one flying the soon-to-be-certified Beech 1900Ds. What hired as the (only) instructor at Sedalia, Missouri. The Sedalia launched me on my way, however, was a Help Wanted ad in the Flying Service was two Cessna 152s and a C172 owned by a Kansas City newspaper. FlightSafety International was hiring local cardiovascular surgeon and his wife. “Doc” Cole flew three simulator and flight instructors for the Cessna Caravan and C210 missions as a B-17 copilot at the extreme end of WWII in Europe, program in Wichita. I am enamored with “functionally beautiful” and owned a Cessna 210 and a C310 for his personal use. airplanes like the Caravan, that is, airplanes that just look like they There was a King Air 200 that made regular stops at Sedalia do the job for which they were designed. I wanted to fly one. I for a company that built Sears Craftsman toolboxes. I spent a lot called the number, sent in my resume, and a couple of weeks later of time sitting in that King Air daydreaming, and talking with its drove with my wife Peggy to Wichita for an interview. two-pilot crew in the FBO. There was a new A36 there occasionally FlightSafety’s interview included the usual discussion with a as well, a professionally flown corporate transport for the owners hiring manager, but added a simulator evaluation (in the C210 of a chain of funeral homes. I remember that new-airplane smell, device, the first time I ever sat behind an HSI) and a 15-minute the luxury car seats, and the shiny expanse of its wide instrument classroom presentation on the topic of my choice in front of a panel and turbine-style power controls – very unlike the C152s panel of instructors who then hit me with a series of off-the-wall I flew. I never got a chance to fly in a Beech at Sedalia, except questions. Nearly six hours after entering the building I was one short hop in a local pilot’s rough-looking B19 Sport. But that ushered into the center manager’s office. He told me everyone King Air and, perhaps more so the A36, really got me excited wanted me on board, but that very day he had been informed about flying a Beech. that Federal Express was delaying acceptance of a big batch of I think the goal of the Sedalia Flying Service was to lose enough Caravans and the position for which I was being hired would not money as a tax write-off to cover the costs of Doc’s personal be available for about nine months. airplanes. About two years later, when I had built up enough I went back to my hotel, dejected, because both Peggy and I instructional and airplane rental business to turn a profit and were out of a job and I couldn’t wait nine months. Sometime in pass 1,000 hours of “dual given” time, Doc’s wife announced the middle of the night, however, I remembered that the Beech they were closing down the business and I would soon be out of factory is in Wichita (I had been excited to see it unexpectedly as a job. Luckily, I was nearing completion of the Master’s program I drove through town on my way from North Carolina to missile in aviation safety at nearby Central Missouri State University, and training in California in early 1984). I called the Cessna Center one full-time term was all I needed to graduate. I started to look manager first thing the next morning and asked if the Beech Center for that next flying job. might have any openings. Less than 10 minutes later he called I had already decided I liked and (more importantly) seemed back and said the Beech manager would see me as soon as I to have a knack for teaching, so I gravitated to the instructional job could get there. Two hours later I was hired and given my choice postings in the yellow pages of Trade-A-Plane. I thought that if I could of two positions: instructor for the new Beech Starship, or head

10 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org of the Bonanza pilot training program. Having no multiengine or My third week at Beech Field I sat through Norm Thompson’s turbine experience I thought I’d have much greater credibility in Bonanza Initial school and got my eight hours of simulator time. pistons, so I made what turned out to be the better career choice. Friday of that week – August 24, 1990 – I settled into the left seat of I would teach Bonanzas in the Beech factory-approved program A36 N1548Y (E-2483, a 1989 model) with Norm in the instructor’s and soon, after earning my multiengine rating and MEI, teach seat. A past school teacher, farmer, and clock repairman, Norm Barons as well. had a calm, friendly, and encouraging demeanor that made me feel I could learn anything he wanted to teach about the Bonanza. Checkout We flew the standard FSI syllabus (very similar to what BPPP Nick Frisch was the program manager for piston airplanes teaches today), and I logged 4.1 hours including six landings and at the Beech Center, and my boss. My first week of new hire four instrument approaches that day. Norm’s still at FSI, having indoctrination was to observe Nick’s 58P ground school (20 hours) taught Bonanza and Baron pilots full time for over three decades. and his customers’ simulator sessions, then ride along in the back I marveled at the smoothness and stability of the Bonanza. It did seat while Nick presented the P-Baron Initial flight to a customer everything I commanded it to do, whether it was what I intended (the right main tire blew when the pilot got overly aggressive it to do or not. It was so much easier to take off and land than practicing a short-field landing). On Monday of my second week I a Cessna, even in hot Kansas winds. I was surprised how good set up my cubicle in the instructors’ room, pulling Pilot’s Operating visibility is in a Bonanza, even downward, assuming otherwise Handbooks from the storeroom for the airplanes we taught. At the from my high-wing background. FSI taught “by the numbers” time (1990) FlightSafety taught only S35 and later Bonanzas, the flying and I learned how incredibly easy it is to manage flight entire Baron line, and the Beech Duke. Even though I didn’t get when you use combinations of power, attitude, and configuration involved teaching the Duke until later, that still meant 11 different to obtain predictable performance. A couple of weeks later Norm Bonanza and 19 unique Baron POHs – 30 handbooks on my shelf. and I repeated the full flight syllabus in N6442B (E-1957), a 1982 Nick waived at the row of Bonanza books. “Six months from model on the rental line at United Beechcraft in Wichita, so I could now,” he told me, “I want you to be the world’s leading expert gain experience in a vernier control, throwover yoke Bonanza. on these models.” Thirty years later I’m still learning more about I learned, as I had thought about the Cessna Caravan, that the Bonanzas every day. Beech Bonanza is both cosmetically and functionally beautiful, looking great while doing exactly what it is designed to do. We keep you flying! • Whelen LED Lighting • Concorde Batteries SA00638WI the only approved battery STC for Bonanza’s (G36 NOW INCLUDED) *STC included at No Charge with Battery purchase from Wilco Available now and in stock- 5 light kit for $2,500

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[email protected] 800.767.7593 www.wilcoaircraftparts.com

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 11 www.bonanza.org

Sadly, N1548Y was destroyed in 2005 when its owner suffered a knowledge required is as new to many pilots as it was to me fatal heart attack in-flight over New Mexico. N6442B was exported coming out of Cessna 152s and 172s, and many pilots do not have to the Philippines in 2015. the technical background to grasp the nuances, or access to an After nine weeks of intensive study, practice teaching (in instructor who understands and teaches to fill this knowledge the classroom and simulator and airplane), and simulator time gap. That said, if they find a source of this knowledge, Beech (developing new techniques I still teach in BPPP today), in early pilots soak it up and ask for more. October I was unleashed on my first victims, er, customers, ● A Beech is not a Beech. As I said, even in S35 and later Lee Pang and Michael Trusty, in an F33A. We have a Mike Trusty Bonanzas alone there were 11 different POHs (the subsequent in the ABS database now. If you’re the same person I flew with at G36 adds a 12th). Beech didn’t add a new POH unless there was FSI in 1990, you were my very first flight student in a Beechcraft. a significant change in systems design, so knowing what works I hope it’s worked out as well for you as it’s worked out for me. in one Beech does not always apply in another Beechcraft. In First Impressions my early study I attacked the problem in a way I still recommend to other instructors: pick one POH and study it until you know I promised my first impressions of the Bonanza and Beech it well enough to pass an ATP oral examination. This is your pilots. In addition to what I wrote about my first flight: “base model.” Then read another POH and find the differences ● Beechcraft are systems airplanes. A Beechcraft is an between it and your base model. Make a card with the major intricate combination of complex systems, each deceptively differences (gear speeds, fuel management, electrical system, easy but requiring study and special technique. A Bonanza V-speeds, etc.) and slip it into the front of that new POH. Of or Baron is no more complicated that other similar airplanes, course, if you’re using electronic copy you’ll record this another and a whole lot simpler than many. But the Beech was the way. Do the same for every POH you have. first airplane to which I was exposed that requires systems Now you have a “differences check” card for the model knowledge and management. This appeals to me greatly as a represented by each POH. If you’re going to fly (or teach in) former ICBM launch officer, where we were required to know that type, review your notes – everything you know about your all systems and diagrams to mastery. The Beech systems are base model applies except what’s on that card, and now you’ve easy to learn and fly, but I suspect that the level of systems reviewed the differences.

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● Beech pilots know serial numbers. are about their airplanes. It goes even A corollary to the note above, where beyond that – most Beech owners feel an most pilots think in terms of the model emotional connection to the entire Beech year of their airplane, Beech owners brand, a part of the history that goes all seem unique (at least to me) in that the way back to 1932. I didn’t tell you my they usually know their airplane’s undergraduate degree is in history, and serial number. Systems changes are my goal with that major was to get into aviation museum work. As a systems nerd, marked by serial number “breaks” that someone who loves teaching others to fly, are reflected in the effectivity of POHs, airplane fanatic, and history buff, it didn’t making the serial number much more take long for me to get caught up in the important than the model year. Tell me passion of Beechcraft. you have a 1974 V35B and I still must visualize the serial number range that My first impressions of flying a includes that year, then convert that Beechcraft 30 years ago this month have to systems and techniques, even after been confirmed again and again as I fly 30 years. and teach the type, and interact with Beech owners, pilots, instructors, and ● There are experts out there. Because mechanics and the vendors that support of all of the above, there have been them. Thirteen years after my first Beech and still are many experts out there experience I once again moved my family on owning, flying, and maintaining to Wichita to begin working full-time with the type. During my time at FSI I was the American Bonanza Society. My 17th privileged to meet Norm Colvin, ABS’s work anniversary is next month, so next first Technical Consultant, and to have time I’ll write about my first and lasting him as a source of knowledge on par impressions of ABS. with anything from the Beech factory at the time. I was even more honored • when sometimes Norm would call me ° to ask me a question about Bonanzas. That told me that I was making progress toward Nick Frisch’s mandate to me in my second week working with Beech airplanes.

● Universal truths. Systems differences aside, there are some universal truths to Beech airplanes, for example, the target power settings, attitudes, and configurations for “by the numbers” flying. There is some tweaking required for different models. But if you know “the numbers” for an A36 with a 153 knot gear speed, for example, and someone asks you to fly with them in an N35 with a 123 knot gear speed limit (as happened to me recently), you can look at the differences and approximate “the numbers” for that different model. There’s a need to transition from one model of Bonanza or Baron to another, but because of the commonality, the universal truths, the transition is easy. ● Beech owners are passionate. Most pilots are very enamored by flying. In 1990, however, I was not prepared for how incredibly passionate Beech owners

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 13 BEECHCRAFT OF THE MONTH

A Life in the Air

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1980 E55 Baron by Volker Bahnemann, Greenwich, Connecticut

T he 25th of November 2019 has become one of the most memorable dates in my life.

It is the day I was honored by the FAA with the Wright Brothers Master Pilot Award. Next to my first solo, this is the highlight in my nearly 55 years of aviating. I was born in Germany just before the end of World War II and as far back as I can remember, I was fascinated by airplanes. Their sound was irresistible for me and I searched the sky, desperately hoping to see them. Later, I read anything I could find about aviation and airplanes, papered my bedroom walls with airplane cutouts, and built some models with balsa wood and glue. But airplanes and flying remained a dream, and it was only much later, after I came to America, when it could become reality and an important part of my life. One winter, a few years after I arrived in New York, I met Clem Hoovler, a ski instructor at Hunter Lodge in the Catskill Mountains. He told me he was a flight instructor during the summer months at his own small airport in nearby Freehold, New York. I knew then that if my dream of flying would ever come true, I needed to follow up and visit his place as soon as weather and conditions allowed. I started flying lessons the next spring. Since I did not own a car, I could only go on weekends when I could get a ride to Freehold. This was not too difficult, because in those days the Catskills were an attractive weekend getaway. Between the challenges of getting there and my rather limited budget, it took a good year to earn my Private pilot certificate. But soon after, I was able to afford a used

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friend, or just to stay current, flying in a rental C172 at White Plains (KHPN). After a few years of that with the support of my wife, who knows that for me flying is a relief from daily business, I returned to more active and challenging flying, taking lessons to get current on my multiengine and IFR ratings. Soon, the desire to fly my own airplane had me looking at something more challenging than a rental 172. Having flown aerobatics in a Citabria and a Stearman years earlier and loved it, I bought a Focke Wulf 149D, a fully aerobatic German military trainer. The FW149D is great looking and okay to fly with nice handling, but it has rather poor performance because of its low power-to- weight ratio. The geared BMW/Lycoming engine of 285HP is just not enough for its Volkswagen so I could get to the airport I worked at my job in New York City heavy airframe. Also, the limitations of an and fly regularly to build time toward the during the week and gave scenic flights “Experimental Warbird” airplane with its Commercial certificate. Three years after and primary flight instruction upstate on restrictions and maintenance challenges my first solo, I earned my Commercial and the weekends. This was a very busy, but did not fit my use. So after a year I sold less than a year later I passed the test for good, time, and I especially loved seeing N149DD to a fellow who then showed her flight instructor with an FAA examiner at the effect flight training had on my students’ at various air shows and fly-ins, which is Albany. Clem Hoovler, I will never forget level of self confidence. what an airplane like that is really for. him. He was a first-rate, basic tail wheel Eventually, family and career took My next airplane was a very sensible, aviator, and the stick-and-rudder flying he precedence and the financial drain and good cross-country airplane, a 1980 taught me made me a safer pilot. heavy weekend schedule required getting Cessna T182RG. I really enjoyed flying My enthusiasm for aviation got me into out of that venture. This also ended my that plane, also for business, and went co-owning a small scenic flight service instructing and other commercial activities coast to coast several times. But because and school in upstate New York, with two such as charters and scenic tours. For the of these long trips, and also for safety Cessna 150s, one C172, and more debt to following years I concentrated on family and comfort, I needed something a little Cessna Finance than I had anticipated. and business, flying occasionally with a faster, with greater range, more advanced

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avionics, and an autopilot. I decided to look for an F33A Bonanza with a high- time engine and a good airframe as a basic platform from which to build my ideal cross-country airplane. My friend and broker, Norman Heldman, found one in Tyler, Texas. Over the following two years, with the help of my trusted service people at Aero Mechanical Ltd. and Precision Avionics at Poughkeepsie, New York, we turned N2052V from a very nice airplane into a perfect, high- performance one with a Continental IO-550, GEM engine analyzer, new fuel bladders, BDS tip tanks, and an updated avionics stack. This combination of airframe, engine, fuel range, and avionics made for a magnificent airplane, and I enjoyed flying the Bonanza for five years to every part of the U.S., in often very challenging conditions. The IO-550 gave it great high-altitude performance without the mechanical complexity of a turbocharger for my trips to Pagosa Springs, Colorado (field elevation 7,664 feet) and the West Coast. The tip tanks gave me a six-hour range plus comfortable

18 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org reserves and more important, also allowed than airplanes. It is the whole community 1997 the Academy of Motion Picture Arts me to outflank most any weather if I had to. that I thoroughly enjoy and appreciate. and Sciences awarded him the prestigious And I had to. After getting the Bonanza, I Attending annual BPPP flight reviews and “John Bonner Medal of Commendation.” also joined the American Bonanza Society. safety seminars, the FAA Wings program, On his retirement in 2010, the company with the support of friends and industry Over the years since, I've attended 15 of its or just “hangar flying” and enjoying the associates, honored him by establishing really terrific BPPP type-specific ground company of like-minded aviators, has been the annual “Volker Bahnemann Award for and flight training sessions. a wonderful and important part of my life. Cinematography” at New York University, Tish My logbooks are my diaries. I go through School of the Arts. Volker recently signed any of these trips, especially them once in a while to recall many of on with Pilots N Paws combining his love across the Rocky Mountains to the great experiences flying has given me. for dogs with his love of flying. He lives in Connecticut with his wife and has been an M Pagosa Springs and Los Angeles, All are memorable and not all without active pilot since 1965. and across the Gulf of Mexico to Key West, potentially bad outcomes were it not for made me want to step up to a twin. After a scenario-based training, good judgment, long search, Norman found exactly what and perhaps a little bit of luck. It’s just sad I wanted. Unfortunately, it was located in that it can’t continue for another 50-plus Locarno, Swizerland. A 1980 E55 Baron with years. the big tanks, low total time, no damage history, de-icing, and a KFC 200 autopilot. • Volker Bahnemann, member of the After getting it ferried across the Atlantic ° Supervisory Board of ARRI AG, previously and lots of detail work and upgrades, this President and CEO of ARRI Inc. and ARRI has become my ideal, favorite airplane Group Companies in the US and Canada. for the past 20 years. The E-Baron has ARRI established their own corporate base in great handling, is a joy to fly locally or the US with Volker as President/CEO, which coast to coast, from Canada to Key West, he grew to become one of the most important technology and services providers to the CAVU to LIFR, over 1800 hours and never US Film Industry. He holds three patents in a major problem. But aviation is more the fields of lighting and contrast control. In

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 19 www.bonanza.org A Corner-to-Corner, COVID-Dodging, Cross-Country Sprint By Howard Johnson

’ve written before of the semiannual cross-country flight that Nancy and I make in Echo Charlie, our beloved V35B. In the fall, it’s Seattle to Singer Island, Florida, with a stop at the Beech Party enroute. This time our spring return flight to the Northwest was complicated by the COVID-19 pandemic. Rather than a leisurely meander around weather to discover fun little towns, I our goal was a straight line with one overnight to minimize stops. We had a one-week window blocked the third week of April but delayed a month in the hope that the pandemic would subside. We previously had the last week of May and first week of June blocked out for a river cruise in China, including two nights in Wuhan. As Dave Barry would say, “I swear I’m not making this up!” We kept that time open for our corner-to-corner (southeastern Florida to northwestern Washington) cross-country flight to improve our odds of making it in only two days.

Figure 1: The Windy app’s thunderstorm forecast

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Figure 2: Windy.com’s cloud base view

The Florida rainy season and Midwest thunderstorms got off forecast for that point appears at the bottom of the screen. The to a roaring start. Two consecutive days of great weather through window to the right appears when you click on the clock icon at the Southeast, Midwest, Rockies, and Puget Sound region is a the lower right. It gives the time of the previous and upcoming tall order this time of year. A month before the launch window, I began watching the prog charts and Weather Underground 10-day forecasts for trends. I’ve used the Windy.com app for boating and fishing for years. This year I discovered several aviation layers that became my primary tool. I also compared METARs along the route to the earlier forecasts. Within two days of departure, Model Output Statistics (MOS) and then the 24-hour aviation forecasts brought everything into focus confirming our go/no-go decisions. I watched a couple of opportunities open and close until a good solid one appeared halfway through our two-week slot. More about the trip in a BEECHCRAFT SPECIALIST moment, but first a look at some of the cool features of the Windy Over 40 Years of Providing Quality Maintenance app. See Figure 1. You can see the 10-day time slider across the bottom. Along the right side are the various display options. The For all your Bonanza and Baron Needs settings allow you to choose your favorites for the sidebar from dozens of choices. If you register for free, you can activate the Fuel Bladder Specialist “expert mode” and save your settings to the cloud. Quality Beechcraft Parts, Service & Fuel Bladder Across the top of the browser window you see several open Repair and Replacement screens. Each is a Weather Underground 10-day forecast for a Pre-Purchase Survey • Annuals-Pitot Static and Transponder city along and in the order of our route. This makes it easy to Certifications • Gear and Flight Control Repair and Rigging-Continental “control-tab” between the Windy depictions and the daily and • Continental Factory Fuel Flow Set-Up • Weighing and Balance • hourly forecasts along the way. I leave the machine on 24/7 and Electrical • JPI Installs • CiES Fuel Sender Installation and Calibration • Dynamic Propeller Balancing • Major Repairs simply refresh each screen a few times a day. The Cloud Base view in Figure 2 shows more features. The Columbus Aero Service, INC. flag in the middle appears when you click on the map. It displays Columbus Metro Airport (KCSG) South Georgia the value for whatever view you’ve selected. You can drag it along 706-573-5699 • 24/7 your route to see the values change (tops, base, freezing level, etc.). Click the down arrow at the right of the flag and the extended C o l u m b u s a e r o s e r v i c e . c o m • R o b e r t @ c o l u m b u s a e r o s e r v i c e . c o m

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Figure 3: Cloud view updates, and an explanation of the view In addition to the Cloud Base and 6,500 to FL 210. The numbers displayed you’ve selected. The two buttons to the left Tops predictions, I like the Cloud view, on the surface and at the pinpoint flag give of the clock icon allow you to toggle the too (Figure 3). “Low” gives you surface the cloud cover in percent of coverage. particle animation and isobars on and off. to 6,500 feet and “medium” gives you While prog charts show weather associated

22 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org with fronts, I’ve not found another tool that predicts cloud tops and bases more than 18 - 24 hours in advance. The Visibility and Wind views are valuable as well. These are just a few of the highlights. Spend some time with the Windy.com tool to get the full benefit of the many useful views over the 10-day forecast period. It will be a great addition to your toolbox.

The Game Plan Depending on the weather, we use one of three routes through the Rockies. The southern route is the longest. From Florida that means around the Gulf, across Texas the long way, southern New Mexico, Arizona, into Southern California, and then up the coast to the Pacific Northwest. The second longest route is Florida to Laramie, Wyoming (LAR), where we pick up V4 (Interstate 80) westbound across southern Wyoming and into southern Idaho, following the airway Figure 4: Day one, a delightful flight northwest to Seattle. Option three is the most direct with the least mountainous us three options for payment: cash, check, or simply send money terrain. To complete the mission with one overnight it was our only later. Gotta love that Southern hospitality! Thank you, Kip for that choice. It’s a great circle route from Florida to Helena, Montana elegant gesture early on a Sunday morning. (KHLN), where we pick up Victor 2 (Interstate 90). Heading west over Missoula, Montana, and Mullan Pass, we then cross northern Idaho, eastern Washington, the Cascade mountain range, and descend into our home base of Paine Field (KPAE) just north of Seattle. Due to low freezing levels and high MEAs in the Rockies, VFR is usually our only option for that portion. This route gives us wide open valleys and miles of emergency runway all the way home. We’ve made the eastbound crossing comfortably at 9,500 feet. Using ForeFlight we determined the trip would be about 18 hours, an easy two days. The Nav log function found Lincoln, Nebraska, to be the perfect overnight stop.

Day One On day one, a Sunday, we departed Lantana airport (KLNA) at 06:30 ET, enroute to Fayette, Alabama (M95). Severe clear skies and light headwinds made for a delightful flight (Figure 4). After 4.5 hours we were halfway to Lincoln, Nebraska, with a 5,000-foot runway and the best fuel price in the region. I had called airport manager Kip Madison on Friday to check that there was plenty of avgas and that the self-serve was operable. Kip assured me that both were true. He also explained that the FBO would be closed, but we were welcome to the keys and disclosed the hiding place. When we taxied in, we saw a perplexed guy with his airplane at the pumps. He explained that the internet was down and the card reader was kaput. He had just talked to Kip who volunteered to come and help us out. By the time we found the keys to the FBO and helped ourselves to the restrooms and the beverage cooler ($1.00 each, free with fuel purchase), Kip had arrived. He gave

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Figure 6: Day two’s plan, which turned into day three as well

Airport Manager Kip Madison at the FBO, Fayette, Alabama (M95)

Nancy packs lots of healthy onboard food for these flights, so trips into town for lunch are not required. It was back in the air for more ideal conditions and 4.5 hours to Lincoln. We’ve stayed there before and enjoyed the Haymarket district. It is close to the airport with nice hotels and lots of fun restaurants. I called ahead to Silverhawk Aviation and operations were normal. The hotel assured us they were operating with precautions and could provide a room that had been unoccupied for a week. They also affirmed that the shuttle would be available. We arrived to find that due to enhanced unemployment benefits, the hotel was unable to find enough employees to provide a shuttle. The FBO had crew cars but overnights were prohibited. The line guys could take us, but they were all busy. Uber and Lyft were unresponsive. Out of options, the FBO finally gave us a crew car since we would be departing early the next morning. Whew! Time to unwind, do the final planning for tomorrow’s flights, and find some dinner. Of course, most eateries were closed or

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Figure 7: Mount Rainier welcomes us home

takeout only due to the pandemic. After a After a quick turn in Billings, we were expected later in the day. We timed the pleasant walk around the district, we found on our last leg of the journey. The only flight between those two issues and the some great Mexican food and enjoyed it questionable weather was a forecast last leg was another beautiful, uneventful on the patio at the hotel. of lowering ceilings west of Missoula, flight. As always, Mt. Rainier was there in Montana (KMSO). When the forecast is all its glory to welcome us home to our Day Two 10,000 overcast at noon (our ETA) and beloved Northwest (Figure 7). Another On day two we had a minimal hotel 4,000 overcast at 4:00 p.m., you know corner-to-corner crossing memory we will breakfast takeout and got an early start there’s a trend, and how fast or slowly treasure forever. homeward. The plan was four hours to that happens would certainly impact our Billings, Montana (KBIL), for fuel and plans. Beyond that area the rest of the Howard Johnson • is past ABS president, then just under four hours to home, KPAE ° route was good. and last month completed his second term (Figure 6). More clear, smooth skies made As we approached Missoula the ceiling and six years of service on the ABS Board of for a pleasant first leg. As I studied the beyond was way ahead of the trend, Directors. He has over 6,000 hours and holds an ATP with multi, sea, and glider ratings. He rising terrain ahead, I noticed we would already at 4,000 feet with diminished and Nancy adore their V35B, N123EC. pass by Rapid City, South Dakota (KRAP). visibility below due to rain showers. We Having flown there before while taking in dropped into KMSO in light rain but decent National Parks, we were excited to see the visibility and called it a day. So much for presidents on Mt. Rushmore again. In the the one-night crossing, but we found a great morning light we spotted it 20 miles out. hotel near the river. As we walked the river Ellsworth AFB’s approach made sure we trail, we watched the surfers rocking it in wouldn’t miss it, confirmed legal altitude, the standing waves. Oh, to be young again! and handed us off to the monument’s common traffic advisory frequency. The Day Three view was spectacular but the light on the We awoke early to a low, thick cloud white granite made for poor contrast. We’ll layer in the Missoula valley. Burn-off came spare you the iPhone photos. quickly with diminishing Seattle weather

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 25 www.bonanza.org GA NEWS Vernier-Assist™ Replacement Controls

cFarlane Aviation Products announces FAA-PMA approval for its Vernier-Assist™ direct replacement throttle control Mfor Beech Bonanzas.

Air Conditioning! The advantage over the factory vernier controls is safety and precision, according to McFarlane’s press release. Vernier-Assist™ throttles operate with friction, rather than the threads you’d typically find in the factory vernier throttle. When using the factory version and going full throttle, pilots might jam the control. That was a large concern to us when we began the design process, and we wanted ours to be 100 percent safe, especially in an emergency situation. Vernier-Assist™ throttles also offers precision. Since it does not have the inner threads like the factory version, the throttle doesn’t stick when trying to push in or out, or to turn the knob exactly as the pilot wants. It’s much smoother! You can see the inner cutaway in the photo. See this video beginning at time stamp 4:30 to see how these new throttles operate in action: www.youtube.com/ A True 16,000 BTU Cabin Comfort watch?v=6LWWZe2H2oY&t=278s. Plus Control Developed For McFarlane’s Vernier-Assist™ replacement throttles are FAA Baron & Bonanza approved for installation on these Beech models: The Same System That ● 35-C33, 35-C33A Debonair is Currently Installed in ● E33, E33A, E33C, F33, F33A, F33C, G33 Bonanza the New G-Models ● P35, S35, V35, V35TC, V35A, V35A-TC, V35B, V35B-TC Bonanza

A/C Systems, LLC ● 36, A36 (E-1 thru E1945, E-1947 thru E-2103, E-2105 thru E-2110) Office 615-812-9375 ● A36TC, B36TC (EA-1 thru EA-319 and EA-321 thru 388) Bonanza Web www.FTAaviation.com E-Mail [email protected] For more information contact McFarlane at www. mcfarlaneaviation.com or call 866-920-2741.

26 AMERICAN BONANZA SOCIETY •° August 2020 www.bonanza.org GA NEWS METARmaps-USA 3-Panel Wall Art

ETARmaps.com announces METARmaps-USA 3-Panel, the latest addition to its list of amazing functional aviation wall art. Blending the latest Min miniaturized electronics and state of the art printing processes, USA-3P displays current weather at almost 600 airports. Weather information is presented for each airport using the four standard FAA flight category colors: Green/VFR, Blue/MVFR, Red/IFR, Magenta/LIFR. Its three panels span 60” wide x 36” high and are available framed in either 1” profiled aluminum with external power supply or 2” with embedded Hidden Power (can be used with an owner-supplied, recessed outlet behind the map or plugged conventionally). Both versions are covered with 1/8” non-glare Plexiglass. Frames are available in either Brushed Aluminum or Satin Black. Prices begin at $1,899.

Whether you are a seasoned pilot, new to the world of aviation, or just interested in watching the weather, a METAR map from METARmaps.com makes a stunning addition to any home, office, or hangar. For more information visit https://metarmaps. com or call (713) 447-8990. •°

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 27 www.bonanza.org GA NEWS COVID-Related Pilot Experience Extensions From the Society of Aviation and Flight Educators (www.safepilots.org)

he FAA-issued COVID extensions are widely misunderstood, members are reporting, and SAFE is offering help for CFIs besieged with questions. Private pilots are disproportionately affected by the rule’s complexity. “You wouldn’t believe the number of pilots I’ve run into that have been flying with expired flight reviews,” said David St George, T SAFE Executive Director. Those who benefited from the original extension are now in need a flight review, since the new rule is only for the newly expiring pilots (you cannot apply the extension twice)”.

The most recently released SFAR [Special Federal And then only pilots in these types of operation: Aviation Regulation] published in the Federal Register on June ● Operations requiring at least a Commercial pilot certificate, or 29th, extends medical certificates only for those that ● Operations requiring Private pilot certificate only for pilots who: a) have not already been extended, and b) are expiring sequentially in the period March-September 2020. ● Have at least: This new rule “applies to a new population of airmen and ● 500 hours total time does not extend the relief provided in the original Special Federal ● 400 hours as PIC Aviation Regulation (SFAR).” The same extension method as in the original SFAR 118 applies, requiring a Commercial level certificate ● 50 hours last 12 calendar months or a current Private pilot with 10 hours PIC in the last year and the ● Doing these types of operations: completion of three WINGS credits to qualify. ● Incidental to business or employment June 30th remain[ed] a hard deadline for pilots who ● benefited from the original SFAR, such as flight instructors. In support of family medical needs or to transport essential goods for personal use In plain language, medical expiration applies if medical is expiring: ● Necessary to fly an aircraft to a location in order to meet a requirement of this chapter (e.g., a ferry permit for the ● st th March 31 , the medical is valid until June 30 . purpose of an annual inspection) ● April 30th, the medical is valid until July 31st. ● A flight to transport essential goods and/or medical ● May 31st, the medical is valid until August 31st. supplies to support public health needs

● June 30th, the medical is valid until September 30th. ● A charitable medical flight or volunteer pilot organization under an exemption issued under Part 11, and the flight ● July 31st, the medical is valid until October 31st. involves only the persons considered essential for ● August 31st, the medical is valid until November 30th. the flight. ● September 30th, the medical is valid until December 31st. ● Operations under Parts 91 subpart K, and Part 125, From the Experimental Aircraft Association: including flight attendant crewmembers and flight instructors. SFAR 118 extensions only apply to these pilots: In all cases under the Private pilot exemptions above ● Current to act as PIC in March of 2020 persons onboard must only be those deemed essential to ● Flight review due March through June of 2020 the flight.

28 AMERICAN BONANZA SOCIETY •° August 2020 www.bonanza.org

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 29 www.bonanza.org MEMBER SPOTLIGHT Meet John Williams By Whit Hickman

Name: John Williams ABS Life Member # L28928 Member Since: 1992 Age: 66 Occupation: Higher education consultant/ entrepreneur Hometown: Boston, Massachusetts Aircraft: Owns a 1985 A36 Home Airport: Hanscom Field (KBED) participated in BPPP six years in a row. I flew our growing family all over the East Coast and beyond, including trips to Hilton Head, Family Status: Married (34 years) Destin/Ft. Walton Beach, Florida, and Oshkosh. In 2000, I sold my interest in the Bonanza to my partner and soon bought a 1985 A36 ABS: What sparked your passion to become a pilot? with a new partner. I went on to earn my Commercial, multi, and When I was 11 years old growing up in Westbury, Long Island, ATP certificates and ratings, both ASEL and AMEL. I eventually just east of New York City, my dad was a member of a group of about bought out my partner’s share in the Bonanza. With almost 3,000 10 other African American men called the Stick and Rudder Club. hours in my logbook, I think I’ve done the BPPP program about They were all taking flying lessons from the organizer of the club, 15 times and am closing in on Lifetime status as an ABS Aviator. a man named Mr. Gibbs who happened to live across the street ABS: Best piece of advice for new pilots? from us. One day my dad invited me to come along to Zahn’s Field Have fun, but take your responsibilities as a pilot seriously. (which, sadly, is no longer there) where the club kept a beautiful Always remember, no matter what, fly the airplane! Piper J-3 Cub. After a long, involved pre-flight and engine-start process (involving shouts of “switch on,” “contact,” followed by ABS: What is the best safety tip someone has given you? manual pull-throughs of the prop), Mr. Gibbs took me up for my Over the years I’ve learned that safety is the result of a chain of first flight (of any kind). As soon as we reached about 100 feet correct choices. When you’re ready (and not before), get the best- AGL, I knew I was hooked! He taught me how to use the controls made single-engine aircraft available: a Bonanza. Then, find the and even let me believe I landed the plane. I learned only years best, most Beechcraft-knowledgeable maintenance shop in your later that Mr. (Edward A.) Gibbs had been a Tuskegee Airmen region and pay what it takes to keep the plane in great condition. instructor and went on to found NAI, the largest organization of I’ve used Nagle Aircraft, now based at Fitchburg Airport (KFIT), black pilots in the U.S. How lucky I was to have grown up across for the past 29 years. They’ve worked exclusively on Bonanzas and the street from such a giant of aviation! Barons for more than 50 years and are among the very best. Get ABS: How long have you been flying, and what are your your Instrument rating and stay proficient. Be methodical: follow awards/accomplishments or things most proud of? your checklists, fly by the numbers, and always land with at least an hour of fuel on board. Finally, stay clear of thunderstorms and icing. I earned my Private pilot’s certificate in late 1983. A few years later I earned my Instrument rating. In 1991 I teamed up with a ABS: What does the Beechcraft brand mean to you? partner who had a lot of Bonanza time and we bought a 1984 One day, when I had just finished my Private and still flying A36 together. We immediately became Life Members of ABS and a Cessna 172, I got to ride in the rear cabin when the pilot of

30 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org an A36 was going up for a practice flight ABS: What is the next item you will members are involved in and to find out a little with an instructor friend of mine. I was cross off on your flying bucket list? bit more about what keeps us all connected – our love for flying and the Beechcraft brand. amazed by how much more powerful and I’ve recently invested in a factory-new solid it felt! To me, Beechcraft has always IO-550, a bunch of new Garmin avionics, I hope you enjoy learning more about our equated to quality construction. As I got and a new, all-leather interior. So, I’m ready members. I know it’s my favorite part of the more involved with the ABS community; to do some long-distance flying. I want to job. I am excited to share these stories with read Norm Colvin’s and John Eckalbar’s fly across our beautiful country, all the way you. If you would like to be featured in an upcoming Member Spotlight or would like books; and attended BPPPs, ABS Service to California and back. After that, perhaps to nominate a fellow member to share their Clinics, and a couple of ABS Conventions, I can find a few 11-year-olds who might story, please feel free to contact me at Whit@ the Beechcraft brand expanded beyond enjoy a flight or two in my Bonanza and bonanza.org. the aircraft to include the expertise and get inspired to become pilots themselves friendliness of the Beechcraft community. someday. ABS: What do you value most as a As an international• membership organization member of ABS? of nearly 10,000° members, it is crucial to our Well, I love the magazine, of course! By mission to let each one of our members know attending so many BPPP programs and, how much you are valued and appreciated. Equally important is the notion that being in the process, flying with such greats as a part of ABS means you’re a part of a Hank Canterbury, the late Jack Hirsch, community. Because our organization is Bill Hale, Mark Nathanson, John Nutt, so large, meeting every member face to Geoff Nye, Brian Mott, and Kent Ewing; face is unlikely, but that doesn’t lessen the having learned so much about maintaining concept of how important it is to get to know your neighbor. To enhance our community the Bonanza from Joe Nagle; from reading and highlight our valuable members, we Colvin’s Clinic and attending ABS Service present the monthly Member Spotlight. It’s Clinics; and having watched Tom Turner’s an exciting way to learn about the many webinars and read John Eckalbar’s Flying awesome and awe-inspiring things our the Beechcraft Bonanza about 10 times, I feel like I’ve learned a tremendous amount about flying and maintaining the Bonanza General Aviation Maintenance safely and productively. ABS has made Stockton - Sacramento Region all that learning so easy and pleasurable. ABS: What is your favorite memory from an ABS event or training? I have three: (1) Flying an ILS at a BPPP with Hank Canterbury at 160 KIAS with gear and flaps up until one mile final, then Quality Aero Maintenance Lodi Airport (103) slowing to 154 knots, lowering the gear 23987 N Highway 99 P.O. Box 208 (209) 366-1040 and then flaps, and landing. (2) Going Acampo, CA 95220 email: [email protected] out to dinner with the other Bonanza/ Baron pilots and companions on Friday nights during BPPP. (3) Listening to all the cassette tapes from ABS Convention sessions, including “Around the World in a Bonanza” by Dr. Hypolite Landry and “Flying Your Bonanza” by Norm Colvin (particularly during my first few years flying a Bonanza). ABS: The best place your aircraft has taken you? Disney World, the happiest place on earth!

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 31 www.bonanza.org Preventing Gear-Up Landings By Geary Keilman

his is a follow on to an article I wrote for the July 2007 ABS Magazine, end of the July 2007 article for specifics). An STC (supplemental type certificate) “Knots 2U Flap/Gear Alert System for the Bonanza.” I was prompted to approved kit to incorporate this feature in write this article after a rash of recent gear-up incidents. I’d like to discuss, ships built before this has been available once again, my opinion that a flap actuated gear warning system in for many years. The current STC holder is T Knots 2U, Ltd. Unfortunately, due to low addition to the throttle actuated gear warning would help prevent most unintentional demand and other factors, the availability gear-up landings. for this kit has been a bit on again, off again. Contact John Bailey at Knots 2U John Geitz wrote in his article in the field with two highly experienced ATP/ (www.knots2u.net, 262-763-5100) for kit April 2017 ABS Magazine, “I could find CFI pilots. A gear-up landing in older availability. Photo 1 lists the STC’s aircraft no instance where a gear-up landing had Bonanzas will most likely result in a total model and serial number applicability. been executed with the flaps in other than loss. These incidents retire airframes and Basically, the kit boils down to a the full-down landing position.” We have raise insurance rates. simple jumper from the throttle switch had several Bonanza gear-up landings in Beech incorporated a flap actuated gear to the unused poles on the flap switch. our area lately and they all landed with warning system in Bonanzas manufactured If the flap switch is selected to the down the flaps fully down. One was at our home after 1988 (see the editor’s note at the position without the gear being down, the gear horn will sound. In addition, Photo 1 the kit includes a red light labeled “Gear Alert” that illuminates anytime the gear horn is powered. Photo 2 shows the red “Gear Alert” light installed on the instrument panel. I consider this modification to be one of the most, if not the most, important modifications or additions in the 35 years we have owned our Bonanza. It is a fairly

32 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

Photo 2 Photo 3 simple installation, especially on the older good case may also be made for the install strong headwind it may not be necessary Bonanzas with the keyboard switch panel. as a minor alteration on the older models. to extend the gear in order to slow to flap Photo 3 is of a recent kit showing the I have heard the argument that gear extension speed. ATC may also ask the replacement switch required on roughly must be extended anyway in order to slow pilot to slow down far enough out that the post-1961 Bonanzas. If the kit or STC is not the ship to flap extension speed. This is pilot may not want to drag the ship in with available from Knots 2U, a field approval normally the case. There are exceptions. the gear out. In a go-around or when doing could be obtained for this modification. A During a straight-in approach with a pattern work, the speed is usually kept

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 33 www.bonanza.org

I have had to replace my throttle switch had to replace it, too). There may be a slight and switch actuator and have heard from delay in the time the switch is closed by other owners who have had their throttle the throttle before the horn goes off. As the switch fail. It’s called a micro switch for a ship is already very close to the runway reason. It is tiny, and sits on the throttle before the throttle is closed far enough linkage attached to a vibrating engine. to activate the gear warning, and with the It is also close to the exhaust manifold slight flasher delay plus the time it takes for and may be sprayed with solvent during the pilot to recognize what’s wrong, it may maintenance. The actuator for the micro be too late. The gear/flap warning goes off switch contains a tiny bronze roller, which far enough out in the approach to safely may have issues that prevent the switch extend the gear. from closing properly. The mounting Much has been written in ABS bracket may also work loose preventing newsletters and magazines over the Photo 4 switch activation. years concerning the prevention of below maximum flap extension speed. A Photo 4 depicts the throttle warning gear-up landings. Frequent contributor return for landing after a door pops open is switch, actuator, and mounting bracket. If and Bonanza guru Lew Gage has made another setup for a gear-up landing. A red the horn itself is inoperative, the warning several really good points in my opinion. flag should go up whenever these situations light may still function. The throttle may He advocates extending the flaps fully occur. If, however, in the heat of battle not be pulled back far enough on a normal on landing approach and not stopping at the pilot forgets the gear and lowers the approach to activate the gear warning so intermediate settings (especially on those flaps, the gear horn and light might just we really don’t know if it’s going to work aircraft without an approach flap position save the day! most of the time. Here is another thing: control). His other point is developing a Another advantage of the gear/flap Many of the ships have an automotive-type habit of checking that the gear is down warning, I believe, is that it works even if the flasher hooked into the gear warning to before extending the flaps fully. This would throttle switch doesn’t function properly. provide an intermittent type warning (I’ve be in addition or in conjunction with the time-honored GUMP (Gas, Undercarriage, Mixture, and Prop) check. The Beechcraft Baron and Bonanza specialist Here is my takeaway from all this: Over 30 years of providing quality maintenance ● Install a flap actuated gear warning system if your Beechcraft does not already have one.

● Check the throttle-actuated gear warning periodically. It is a required airworthiness item and the airplane Engine & Airframe upgrades Located at Cedar Ridge may not be flown with an inoperative Pre-Purchase 100 Hour & Annual inspections Airport (GA62), 25 miles South of Atlanta gear warning system. [email protected] • soaero.com ● Check “gear down” before extending 770-229-2563 • 73 Cedar Ridge Airport Road, Griffi n, GA 30223 flaps fully.

● Be especially vigilant during unusual landing pattern operations.

I would appreciate hearing from those who may have had experiences with gear-up incidents and how any of these recommendations may have prevented them. Contact me at [email protected]. Fly safe. •°

34 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

Life Member American Bonanza Society AmericA n Our 1975 F33A N4147S was an Your Life Membership Benefits ABS! BonabsoluteAnz gift Afrom GOD and my wife • Supporting aging aircraft and I love it so much.I attended the • Delivering Beechcraft Pilot Proficiency Program seminars and ABS Maintenance Academy and the online courses SocietyInstructor Crosstalks to learn even more all with the goal of achieving a • Working with outside agencies to solve safety of flight concerns that higher level of safety and longevity impact the longevity and value of our fleet for the Beech Fleet. It is my goal to • Maintain world class staff of Beechcraft technical experts to research become an BPPP Instructor to help and offer definitive answers to your questions others get the most out of the best • Teaching and offering assistance to mechanics who maintain planes in the sky. I feel that being a Bonanzas, Debonairs, Travel Air and Barons Lifetime Member is a perk that pays dividends in the knowledge available Benefits of Your Life Membership! via the wonderful staff and tech • advisors that are ready willing and able Monthly ABS Magazine – for the rest of your life to help. I truly feel that I have a family • Life Membership certificate for your home or office with the ABS. Lifetime Membership is • Embroidered polo shirt and hat with special life membership design an indication of my desire to make the very best type club even better. • Never having the hassle of renewing your membership again – saving you time and money Dan Drew • Join over 1,000 members who have made a lifetime commitment 1975 F33A N4147S Round Rock, TX to ABS • Ensure that the next generations of Beechcraft owners have the same For more information on level of support and enjoyment that you have becoming an How Does it Work? ABS Life Member: • You have the option of paying in two installments or one $1,400 in the same year. Contact ABS at 316-945-1700 • Example: $700 payment in May and $700 in October. or [email protected] • Plus our special bonus offer: $10 off for every year you have been American Bonanza Society, an ABS member – Up to $200 OFF! 3595 N. Webb Rd Suite 200 • Wichita, KS 67226 Example: $1,400 - $200 off for 21 years of ABS Membership equals only $1,200 total cost for Life Membership. Office Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri. www.bonanza.org BARON AND TRAVEL AIR

Baron and Travel Air focuses on the unique systems, piloting tech­niques, maintenance and ownership consider­ations for the Beechcraft twins. We encour­age ABS members to submit your articles about flying, owning and maintaining Beechcraft Barons and Travel Airs to [email protected].

Probable Cause

By Thomas P. Turner

e never want to dwell on the negatives. But just as Baron and Travel Air pilots tout the advantages of a second engine attached to a stout, nimble, and practical Beech airframe, so too we can learn lessons from the accident record that help us attain the safety advantages of the Beech twins. As I periodically do, I queried the NTSB W database for accident reports involving Barons and Travel Airs. I looked at 10 years of data, for the years 2010 through 2019, and only those events for which the NTSB has published its final “probable cause” report. Although I’ll address not-fatal accidents in the future, for this article I look only at mishaps that resulted in loss of life – the type of events that naturally concern pilots most of all. My purpose in doing do is to see what trends exist in fatal Baron and Travel Air crashes so that pilots can better prepare to avoid repeating accident history, and flight instructors can address these most serious accident scenarios when providing initial and recurrent training.

What happened? Contributing to the accident was the pilot’s improper fuel In the 10-year period 2010-2019 there were 24 fatal Baron and management during cruise flight, which resulted in an initial Travel Air crashes in the United States. Of those, 11 involved loss of power in both engines. various Model 55 Barons, nine were normally aspirated Model 3. The failure of the pilot to maintain airplane control after 58s, three were Travel Airs, and one was a 58P. Although all 24 experiencing a loss of power from the left engine due to water were reportedly “written off” or totaled, the NTSB reported only contamination of the fuel system. Contributing to the accident eight of these as being “destroyed” while the remaining 16 met was the pilot’s inadequate preflight inspection of the airplane the NTSB’s definition of “substantial” airplane damage. and maintenance. Twenty-two of the 24 accidents were attributed to loss of control 4. The pilot’s loss of airplane control, which resulted from his in flight (LOC-I): a stall or spiral. Six occurred after engine failure failure to follow the loss of single-engine power checklist in flight. Here are the NTSB’s probable cause findings for each: procedures after a total loss of right engine power due to fuel 1. The pilot’s failure to maintain directional control of the airplane starvation. Contributing to the accident was the pilot’s improper following a loss of power in the right engine. The reason for preflight fuel planning and in-flight fuel management. the loss of power in the right engine could not be determined. 5. The non-multiengine rated pilot’s failure to maintain airplane 2. The pilot’s failure to maintain airspeed and subsequent loss control during a single-engine approach. Contributing to the of airplane control during a single-engine landing approach. accident was a total loss of engine power on the left engine

36 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

due to detonation for reasons that could not be determined Loss of control – missed approach based on the available information. 12. The pilot’s spatial disorientation due to a somatogravic [“false 6. The pilot’s failure to maintain control of the airplane. climb”] illusion while conducting a missed approach in Contributing to the accident was the loss of left engine power instrument meteorological conditions, which resulted in the for undetermined reasons. airplane’s descent into objects and terrain. Thirteen of the 24 crashes involved the pilot’s loss of control Loss of control – go around with both engines running normally. Here are the scenarios as 13. The pilot(s) failure to maintain adequate airspeed during an determined by the NTSB: attempted go-around, which resulted in an exceedance of the Loss of control - stall during takeoff airplane’s critical angle of attack and an aerodynamic stall. 1. The pilot’s failure to maintain adequate airspeed during takeoff, Three of the fatal accidents occurred during simulated engine- which resulted in an aerodynamic stall. out training being conducted by a multiengine flight instructor: 2. The pilot’s failure to maintain aircraft control during takeoff 1. The pilot’s loss of control of the airplane during low-airspeed for undetermined reasons. airwork and his failure to promptly recover the airplane from 3. The pilot’s loss of control during takeoff for undetermined reasons. the aerodynamic stall, which resulted in a spin. Contributing to the accident were the pilot and certified flight instructor’s Loss of control – stall in flight intentional operation of the airplane for the purpose of 4. An in-flight loss of control and impact with terrain for performing instructional airwork with only a throw-over control reasons that could not be determined because post-accident yoke installed and the pilot’s lack of recent flight experience examination did not reveal any anomalies that would have in the airplane make and model. Contributing to the lack of precluded normal operation. accurate performance data (including the air minimum control 5. The pilots’ failure to maintain adequate airspeed during climb, airspeed) for the modified airplane was the lack of guidance which resulted in the airplane’s wing exceeding its critical angle by the Federal Aviation Administration for an installer of a of attack and a subsequent aerodynamic stall. Contributing supplemental type certificate (STC) modification to determine to the accident was the flight instructor’s decision to conduct the interrelationship between all STCs incorporated into a training flight in an airplane equipped with a single throw- an aircraft. over-type control wheel. 6. The pilot’s loss of airplane control during a practice stall EXCELLENT SERVICE maneuver, which resulted in a spin that continued to QUALITY PRODUCTS ground impact. We Do AFFORDABLE PRICES 7. The airplane’s aerodynamic stall/spin at low altitude and subsequent impact with terrain for reasons that could not be Windows! determined during post-accident examinations. Contributing to the accident was the pilot’s lack of currency/proficiency. Loss of control – spiral 8. The pilot failed to maintain control of the airplane while maneuvering in instrument meteorological conditions. Contributing to the accident was the pilot’s minimal experience flying in actual instrument conditions. Loss of control – adverse weather 9. The pilot’s improper in-flight planning/decision, his continued flight into adverse weather (icing conditions), and failure to December through the end of May: West Palm Beach (LNA) maintain an adequate airspeed during the emergency descent. June through November: St. Louis (1H0) 10. The pilot’s flight into developing rain showers and updrafts, Over 4,000 Installations in 37 Years! which resulted in a loss of airplane control and collision 2 Year Guarantee • Use Only FAA PMA Parts with terrain. Contributing to the accident were the pilot’s continued flight into forecast adverse weather conditions, and his reliance on weather technologies with known limitations and processing delays. Call Today! (314) 406-1389 Loss of control – approach Schedule dates see www.dbmods.com email: [email protected] 11. The pilot’s failure to maintain control of the airplane during an 15339 Batesville Ct. • Chesterfield, MO 63017 C.R.S. SH2R161L instrument approach due to spatial disorientation.

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 37 www.bonanza.org

2. The pilot receiving instruction failed to maintain airplane assumption that the average Beech piston twin flies 150 hours control during the simulated engine-out landing. Contributing per year, in any given year there was approximately 0.5 fatal to the accident was the flight instructor’s failure to take timely Baron or Travel Air accidents for each 100,000 flying hours. That’s remedial action. about half the fatal accident rate for fixed-wing general aviation 3. The flight instructor’s loss of control during an aerodynamic airplanes as a whole. stall demonstration, which resulted in an inadvertent spin from Next, Baron and Travel Air transition and recurrent training which he was unable to recover. Contributing to the accident focuses heavily on engine failures, the same as in all piston twins. was the flight instructor’s lack of familiarity with the airplane’s The options presented to a well-trained pilot flying a twin-engine stall characteristics. airplane sometimes do result in an otherwise uneventful landing – The remaining two events were a Controlled Flight into Terrain we don’t know how often, because such an event would not be an during an attempted visual flight in instrument meteorological accident and therefore would not end up in the NTSB’s archives. conditions: It’s all up to how well the pilot controls the airplane. 1. The pilot’s continued visual flight into instrument meteorological Further, many engine failures in the Beech twins occur as conditions, which resulted in an in-flight collision with a result of fuel starvation, or fuel contamination that was not mountainous terrain. discovered and removed before flight. These causes are pilot- controllable. The lesson here is to inspect the fuel level and …and an electrical fire in the cockpit that was not extinguished drain the sumps before flight, and to monitor the fuel state and and led to ground impact: fuel-remaining requirements continually in flight. 2. An in-flight fire that mostly likely occurred in the right front In three especially regrettable cases, fatal loss of control cockpit area behind the instrument panel and below the glare happened during a simulated engine failure during dual instruction. shield; the origin of the fire could not be determined because The pilot was trying to do the right thing – practice for engine of the extensive fire damage. failures – but entered a flight regime the instructor was hesitant What can we learn? or unable to correct in time. Beech twin pilots: First, given the approximately 3,400 Barons and Travel Airs on the FAA registry as of the end of 2019, and making an educated ● Choose your instructor carefully to ensure he or she is qualified and current in your specific model of Beechcraft.

● Act as if you are pilot-in-command even if for some regulatory reason you are not PIC on a particular training flight—depend on your instructor to keep you safe, but don’t put him or her in a position to have to intercede.

● If you’re an instructor in Barons and Travel Airs, it’s your responsibility to ensure that the pilot receiving instruction never gets the airplane in a situation that is beyond your ability to immediately recover even if your student suddenly does the wrong thing. Most of the scenarios that kill pilots and passengers in the Beech twins are no different from those that lead to fatalities in single-engine airplanes. The largest number of Baron/Travel Air fatalities occurred when both engines were working normally. Even on two engines, the issue is the pilot’s ability to maintain control of the airplane – to avoid stalls and spirals, and in one case to maintain control of the airplane while practicing an intentional stall. Loss of control in flight usually results from distraction and is amplified by lack of recent experience in the conditions you’re flying. The fact you can’t experience everything on routine point- to-point flying is reason enough to follow a course of continuous education and regular recurrent training, so the first time you see a scenario will not suddenly become your last. •°

38 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org BEECHCRAFT HISTORY Then as Now

or 1947, Beech Aircraft Corporation went all-out with four-color magazine Additional orders will be filled in the sequence received. Beech Aircraft ads across its product line. As shown in this ad, Beech promoted its new Corporation, Wichita, Kansas, U.S.A.” and popular Model 35 Bonanza primarily as a business tool yet also as one It’s interesting to note that the art- that gives its owner “…time for play.” ist’s conception of the Bonanza in F flight depicts gridlocked roadway Because Beech booked over 1,500 states, “We are now delivering Bonanzas traffic in 1947, a situation that hasn’t confirmed orders with cash deposits on the large backlog of firm orders created changed over the ensuing years to today. before production began in early 1947, the by the heavy demand for this airplane. — George Brown small print in the lower right-hand corner •°

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The Thrill of It All By George Brown Predawn for ferry flight home

t all started on the morning of October 15, 2012; I had just faxed our written offer to buy a 1980 B55 Baron. My wife, Kathryn, and I were excited since we had been searching for a B55 for more than two years, rejecting several candidates during that I time and also missing a few. We both liked the airplane but there was an undercurrent of uncertainty with it. The Baron was located in North Carolina, over 1,100 miles mechanic who performed the pre-purchase examination. In the east of our home in Central Texas. We had not seen the airplane meantime, the seller had set his asking price, which I understood in person but were comfortable with it for a number of reasons, was to recover all of his purchase and ferry expenses. including the results of a pre-purchase examination done just After Kathryn and I discussed the airplane at length, we decided over two weeks earlier for the seller – therein the source of the to go for broke – not that kind of broke, hopefully. After owning five undercurrent. previous aircraft over the past 40-plus years, we knew this Baron To explain, in early October after viewing an internet video was a 32-year-old used airplane being sold as-is, where is, and for promoting the Baron, I called the advertising broker. It was sold whatever reason its seller was cashing out. So on the evening of a few days earlier – my usual luck. However, two days later the October 14th we decided on an offer. We filled in and signed our part broker called with news that the B55 was back at his facility and of the purchase agreement and parked it overnight. If we still felt was for sale again by its new owner – would I still be interested the same toward the Baron the next morning, we would proceed. in it? Although the asking price was not set at that time, we were On the morning of the 15th as the fax machine transmitted the nonetheless interested. But there was that nagging question: why purchase agreement, we both expected at least a counter offer after only a few days was the plane for sale again? later in the day or possibly even a rejection. We then resumed Digital copies of the logs and the prepurchase report soon our respective activities not realizing what was transpiring on the arrived along with detail photos I requested. As I studied the East Coast regarding the airplane. photos and logs, I was delighted with the airplane’s record of prior Fewer than 15 minutes later as Kathryn was in the back of the maintenance. Major-expense airframe items such as wing bolts, house and I was at my desk, the phone rang. The phone/fax was fuel cells, and heater were recently replaced by a well-known on the back corner of my desk, and I usually picked up the handset Beechcraft shop. Both engines and propellers appeared to be on the first or second ring. But as I was intent on what I was doing, problem free. Additionally, a recent wing spar carry-through I just let the phone ring; that is, until it switched into fax mode inspection identified no cracks. and began printing. With my attention now focused on the sheet In subsequent conversations with the person who had owned of paper creeping its way out of the fax machine, ever so slowly the plane for many years up to its sale a few days earlier, he freely and seemingly much slower than usual, the seller’s signature and related his operating and maintenance experiences with it. He also date came into view. stated all of his avionics and maintenance invoices, FAA Form 337s, Kathryn heard the tones announcing an inbound fax and STCs, manuals, furnishings, and a lot more were with the airplane. was immediately waiting with me for that snail-slow fax to finish. Additionally, I talked at length with the helpful and candid A&P/IA Silence reigned momentarily as we both stared in total disbelief

42 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org at the signed purchase agreement lying…no, radiating on top of in front of her, rotating into the landing flare and touching down the desk. Soon we both squealed with joy, clasped hands, and with two audible chirps… her Baron and hubby-pilot were home. danced gleefully around the room, not unlike a couple of high As I turned onto the taxiway leading into the Aero Centex FBO school steadies who had just been accepted to the same college. where Seven Tango Golf would park while awaiting its hangar, (Yes, we’re from that long-gone era.) After the moments of jubilation I was intent on the ramp ahead of us. Mike asked what I was subsided, that undercurrent of uncertainty crept back in with both looking for; I responded, “My wife!” He pointed toward the left of us. For whatever the reason our offer was accepted, we were wing. There she was on the grass next to the taxiway – waving sure we’d learn it soon enough. Regardless, we were now Baron and running gleefully in formation with her new Baron. At that owners – the fulfillment of a many-year dream for both of us. magical moment, I didn’t know which of us was more joyful with We wanted to ferry the plane home together as we had done the thrill of it all. In retrospect, it was a draw! on our previous airplane purchases, but there were a couple of Epilogue snags. At that time I had a lot of multiengine hours but few in Barons, so a Baron instructor would accompany me on the ferry After nearly eight years and over 500 hours of Kathryn and flight from the East Coast to our home base in Georgetown, Texas I flying together in our Baron, that inimitable thrill at engine (KGTU). Additionally, I was told a lot of “stuff” that went with the start and all the way through each flight to engine shutdown is Baron fully filled the aft cabin and second-row seats and floor, still there. all of which precluded a third person, Kathryn, in the cabin – a st • major let-down for us. So early on Sunday, October 21 , I boarded ° an airliner by myself to go get our new toy. I arrived mid-afternoon at what was then Landmark Aviation at Greensboro’s Piedmont Triad International Airport (KGSO) and was treated like visiting royalty. Upon identifying myself, Landmark’s customer service representative directed me to N47TG parked on the ramp. It was gorgeous, sparkling and ready to go. That thrill at my first in-person sight was indescribable. For the next couple of hours I explored the Baron inside and out awaiting arrival of the instructor, Mike Boone. Mike and I then flew a local VFR flight so I could get acquainted PROPELLER with the airplane before launching on the ferry flight early the next Performance… SERVICES: morning. I had flown 58 Barons in the past and a B55 recently, Dowty but this one handled particularly special, probably because it was Precision… Hartzell mine. Later that evening in the motel I studied the Pilot’s Operating McCauley Handbook and avionics manuals. MT Safety. Sensenich Before sunrise on Monday, the sight of the Baron glowing in the ramp lights on that clear North Carolina morning was something GOVERNOR I’ll likely never forget. The predawn takeoff for the first leg of the SERVICES: flight was exhilarating as I wasflying home in my Baron. As we Hartzell climbed westbound, a most spectacular sunrise began chasing us McCauley MT to our 10,000-foot cruise altitude. Equally gorgeous were the early Ontic morning October fall colors blanketing the Blue Ridge Mountains Woodward PT-6 as we passed over them. PCU 5000 During the necessary fuel stop in Mississippi, Mike related the story behind the Baron’s short time with its immediate past owner, SPECIAL PROCESSES: one which laid to rest any concern I had about the airplane. Put Dynamic Balancing simply: buyer’s remorse! Mike had flown the plane to New England Non-Destructive for delivery and also brought it back to Greensboro mere days later. Testing Kathryn had been watching our progress on both legs of Shot Peening Cold Compression the flight via Flight Aware and moved from our home out to the Rolling airport when we started our descent from cruise altitude, about 25 minutes prior to the estimated time of arrival. She first saw 2865 Airport Drive 303-665-7905 the Baron visually in my turn to final about three miles out and Erie, CO 80516 800-462-7605 www.rockyprop.com 303-665-7164 fax described it as a thin and graceful knife’s edge that instantly got [email protected] FAA / EASA FR6R545N bigger and bigger. A moment or two later, the sleek twin passed

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 43 www.bonanza.org INSURANCE Looking to Upgrade? By Barry Dowlen

ven with the recent COVID-19 shutdown, we are currently seeing a great No matter which new aircraft you are thinking about, as you get comfortable deal of interest from new and current customers looking to transition into a with the acquisition and operational costs, bigger or faster aircraft. Maybe you are reading this magazine because you insurance issues must also be considered. are thinking about buying a Bonanza, or maybe moving from a single-engine As any of you who have recently purchased E an aircraft insurance policy know, rates aircraft to a Baron. What pilot doesn’t think about going faster or higher with more and training requirements imposed by comfort? And with all the uncertainty surrounding the airlines these days, turning to the underwriting companies are on the rise. That makes transitioning into a higher general aviation offers some freedom that appeals to our desire for independence. performing and more expensive aircraft

44 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org a challenge to insure. That makes it more be a good instructor or mentor pilot in and experience in the new aircraft, most important than ever to do a little homework the type. They also have some latitude conditions of the policy will return to and explore your options, keeping the when it comes to approving a particular normal (as it exists at that time). following in mind: instructor or training facility that is not well If you’re thinking about an upgrade and First, have a transition plan. When known to insurers, if you can provide some have questions regarding your particular underwriters are considering whether to background on the person or company circumstances, do not hesitate to call us insure you in your upgrade, they will want you want to use. here at Falcon. We have helped thousands to know what path you will take to become With the market being less competitive of pilots transition into their Baron, proficient in the new aircraft. Where will right now, you may have to live with some Bonanza, and every other type of aircraft. you get your training? Who will be your policy restrictions for the first year or so and can help you navigate the current instructor? What are your instructor’s after transitioning to a new aircraft type. insurance landscape to achieve the best qualifications to teach in this aircraft? Will The underwriters might impose a lower outcome for your situation. you fly with a mentor pilot for a prescribed limit of liability, charge a higher premium, number of hours? You need to know this require additional training as I outlined • Falcon Insurance Agency° type of information and communicate it to above, and/or add a higher deductible president Barry Dowlen your agent so that it can be relayed to the during the transition process. In most has been with Falcon for over 25 years. With over underwriter. If you don’t have a transition cases the company will only be willing 30 years’ experience in plan, the underwriter will come up with to provide a passenger sublimit on the aviation insurance as both one for you. You may not like the solution. liability coverage while you are building an underwriter and an agent, Barry is a private Second, do not wait to get an experience in the type. They also might pilot and holds a Bachelor’s insurance quote. Make a call to your restrict you to fly with a mentor pilot for Degree in aerospace administration. He is a member of the insurance agent one of the first items on a while, especially if you’re moving into Agents Advisory Board for several your “I’m thinking of buying this airplane” something like a 58P. The good news insurance companies. checklist. Your agent can get a head start is that after a year or two building time on getting a market lined up to properly insure your situation. With input back from the underwriter, your agent can give you ideas for steps you will need to take during the process, such as scheduling training or getting pilots approved to provide your instruction, or approving a pilot for a delivery flight to bring the airplane to you. If you already have an aircraft insured, your agent will likely start with that carrier to add your new airplane. But that company may not be the best market for your new acquisition. It depends on your particular scenario and how flexible the company is toward transitions. With underwriters being more restrictive in a hard market, it will likely take more time for your agent to get the quote issued with terms you can live with. Finally, be flexible on training. Underwriters are under more scrutiny than ever from their reinsurers right now. They are being required to document all their files showing that they required an appropriate amount of dual instruction before solo, or solo time before allowing a transitioning pilot to carry passengers. That being said, underwriters are usually willing to listen to your ideas on who would

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 45 www.bonanza.org

Fuel Quantity Indicating Systems By Bob Ripley, Senior ABS Technical Advisor

ll Bonanza, Debonair, Baron, and Travel Air aircraft have fuel quantity Beginning in approximately 1969, all new Bonanzas and Barons were built with indicating systems. The systems have one or more transmitters in each a printed circuit board for each fuel tank tank to provide an input resistance to the fuel quantity gauge in the indicator to refine the input signal and also allow adjustment to better calibrate the A cockpit. On aircraft before the printed circuit boards there was no gauge. The first-generation board (Figure adjustment for the system except bending the transmitter’s float arm, and that is not 1) was mounted to or on the rear of the fuel quantity indicators and wired directly into very accurate. the electrical system (Figure 2). It provided

Figure 1: Generation 1 board Figure 2: Generation 1 board mounted on indicator

46 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

a better signal to the indicator than prior 1 ½ inch sealed units, one for each indicator designs, and a way to adjust the indicator (Figure 3). They have an adjustment screw for full or empty. This generation board for calibrating the system. These units has a lot of issues resulting from people may be wired directly into the electrical tightening the nuts too tight when attaching system or have a connector to facilitate it to the indicator and cracking the printed troubleshooting or removal (Figure 4). circuit board, causing it to fail. In most cases the boards are mounted just In mid-1974 Beech switched over to below the glareshield on the forward side second-generation boards, which are 1 ¼ x of the instrument panel, right in the middle.

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Figure 3: Generation 2 board

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 47 www.bonanza.org

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48 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

Figure 6: Generation 3 in mounting tray

During 1981, all-new production aircraft began using third- generation printed circuit boards (Figure 5). These are still in use today, even with G1000 installations. Third-generation boards are the most reliable and can be repaired if they fail. They also have adjustments for the indicator for full or empty. Generation three boards are mounted in a tray on the forward side of the instrument panel right at the top, in the center (Figure 6).

Troubleshooting All three generations of fuel indicator boards can be swapped from right to left side to determine if the board is actually the issue when the fuel gauges do not indicate properly.

● First-generation boards must be removed from the fuel gauge and then reattached to the opposite fuel gauge to see if the issue moves. This in most cases is not very practical.

● Second-generation boards that have connectors may be swapped by simply plugging the left side into the right-side connector or vice versa. This will determine if the issue moves to the opposite indicator and prove whether the board is bad. If no connectors are installed, they may be added in the field using MATE-N-LOK connectors.

● Third-generation boards have a connector built into the board. Simply unplug one harness and plug it into the opposite board for troubleshooting. There is additional information about Beech fuel quantity indicator troubleshooting and fuel indicator failure modes on the AIRCRAFT TECHNICAL INFORMATION pages under MAINTENANCE on the ABS website.

Repair For many years Birks Aviation Products was the sole source for repairs to Beech fuel circuit boards of all three generations. My shop acquired Birks in January 2020 to continue supporting these boards since Birks was closing and repairs would no longer be available. We are now repairing the circuit boards. We can provide all three generations of printed circuit boards, usually on an exchange basis. Contact Southern Aero Services, Inc. at 770-229-2563.

Volume 20 • Number •8 ° AMERICAN BONANZA SOCIETY 49 www.bonanza.org MEMBER NEWS

ABS Member Leads Special Flight

our members of the Jersey Jerks flying team flew a special formation flight May 16th in honor of VE-Day and medical workers in the New Jersey and New York area. Lead of the flight of T-6 Texans was Kevin Russo, F ABS member #41664. Number two was Gavin Nagle flying, Ed Nagle in the back seat; photo aircraft number three was John Mazure, with photo taken by his wife Nadia. Slot number four was Dr. Buzz Cortese; unfortunately, he’s just out of the photo shot. Kevin Russo is a former USAF Lieutenant Colonel who saw combat from Desert Storm through Operation Iraqi Freedom and has lived in Branchburg, New Jersey, for the past 28 years and has his plane at Somerset airport. He has been a member of ABS since 2002 and flies an A36 Bonanza.

Passes were made by a number of installations celebrating the brave men and women in the medical field as well as present and past military members. “It was an honor that we could do this for these folks. They have all risked their lives and some have given the ultimate sacrifice to help all of us. This tribute was for them,” said Kevin. The formation team is called the Jersey Jerks in honor of Major Donald J. Strait, who was a fighter pilot in WWII serving in the European Theater flying the P-47 and was credited with 13.5 aerial victories. His home state was New Jersey and he paid homage by calling his plane “Jersey Jerk.” You can see the Jersey Jerks fly at airshows in the Northeast U.S. Go to kevinrussoairshows.com for the schedule of shows. •°

50 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

New Life Membership Congratulations to these ABS members who have earned ABS AVIATOR status. ABS extends a warm welcome to this LEVEL 1 member who recently became an Chris Polhemus ABS Life Member Ridgecrest, California ABS extends condolences to the Year indicates when the member Richard Hayden families and friends of these ABS Fredericksburg, Virginia members who recently passed away. originally joined ABS

Cheryl Clarke Charles Bradberry Derek de Bastos (2004) Oakley, California Chelsea, Alabama Greenwood Village, Colorado Bill Keller A member since 2001, Lufkin, Texas he flew a 1986 A36. David Rodger Kevin Hirons Plano, Texas Boardman, Ohio A member since 2014. Joe Cass Nevis, Minnesota Bob Dunn George Brown Yucca Valley, California Georgetown, Texas A member since 2018, he flew a 1976 V35B. Adam Ratner Shavano Park, Texas Paul Emaus Hudsonville, Michigan Nick Verweire A member since 2019. North Little Rock, Arkansas Richard Lindsey Long Beach, California

LEVEL 2 David Dunn Palmyra, Wisconsin Models for Bonanzas & Barons James LaBagnara from $179 Montville, New Jersey CUSTOM GPS MOUNTS LEVEL 3 MODELS FOR MOST BEECHCRAFT Doug Gosnell Charleston, West Virginia • Fits Single and Dual Yokes Gareth Eberle • CNC Billet Aluminum Quality Roscoe, Illinois • Easy to Fit LEVEL 4 • No Modifications to Your Aircraft Gary Schank 434-249-3977 Coto de Caza, California Angerole, Inc. • Charlottesville, VA www.angerole.com Don Ingraham New Bern, North Carolina W.C. Cannon BEECHConcord, North PARTS Carolina – BEECH PARTS – ALL MODELS Musketeer/Sport/Sundowner/Sierra/Skipper/Bonanza/Debonair/T34/TravelAir ALL MODELS Baron/Duchess/Duke/TwinBonanza/QueenAir/KingAir/99 & 1900/Airliner Musketeer/Sport/Sundowner One of the largest “all-Beech” Sierra/Skipper/Bonanza/Debonair To participate, send copies of your training inventories in the world certificatesT34/TravelAir/Baron/Duchess [email protected], or fax (316)Duke/TwinBonanza/QueenAir 945-1710 attn: ABS AVIATOR. KingAir/99 & 1900/Airliner Structural, Landing Gear, Flight Control, Accessories, Instruments, Kits, 701 Del Norte Blvd., Unit 220 One of the largest “all-Beech” Hardware, Interior Parts, Etc. Since Oxnard, California 93030 (805) 604-0439/FAX (805) 604-0429 inventories in the world 1969, your best source for affordable www.arrellaircraft.com genuine replacement parts; call the Structural, Landing Gear, Flight e-mail: [email protected] Beech Specialists… Control, Accessories, Instruments, (Minutes from Camarillo & Oxnard Airport) Kits, Hardware, Interior Parts, Etc. Since 1969, your best source for Volume 20affordable • Number 8genuine replacement AMERICAN BONANZA SOCIETY 51 parts; call the Beech Specialists…

701 Del Norte Blvd., Unit 220 Oxnard, California 93030 (805) 604-0439/FAX (805) 604-0429 www.arrellaircraft.com e-mail: [email protected] (Minutes from Camarillo & Oxnard Airport) www.bonanza.org GA AWARDS ABS Members are 2020 General Aviation Award Members

he 2020 National Flight Instructor of the Year and Aviation Maintenance at aviation events. When she isn’t teaching Technician of the Year are both members of the American Bonanza aviation or mathematics, Catherine loves exploring our country with her sons Jack Society. These prestigious awards, bestowed annually by an FAA/industry and Pete in their acrobatic Beechcraft panel, recognize instructors and mechanics who are among the very best E33C Bonanza. T 2020 National Aviation as nominated by their peers and selected by a panel including past award recipients. Maintenance Technician of the Year Awards are granted on the FSDO (local) and regional levels before consideration for Dennis Wolter is the 2020 FAA National the national awards. AMT of the Year. Dennis is founder and president of Air Mod, the legendary 2020 National Certificated Cincinnati-based GA interior shop. He Flight Instructor of the Year holds a B.S. degree in Industrial Design Catherine Cavagnaro is the 2020 and is an A&P/IA mechanic who taught FAA National CFI of the Year. Catherine engineering and aviation maintenance at holds a Ph.D. in mathematics and serves as Cincinnati State Technical College. Professor of Mathematics at the University Dennis founded Air Mod in 1973 with of the South in Sewanee, Tennessee, where the goal of designing, fabricating, and she has developed and implemented installing interiors in general aviation courses in such areas as aerodynamics, piston aircraft. His company became differential equations, and mathematical known throughout the country as a pre- modeling. Aviation provides a treasure mier aircraft renovation facility, bringing trove of real-world examples for her old-school craftsmanship and innovative mathematics courses. She also owns design to every project. State of the art inte- and operates the Ace Aerobatic School riors, custom instrument panels, improved in Sewanee, Tennessee, where she has soundproofing, ventilation and lighting become widely known as an expert on upgrades, ergonomic comfort, safety en- spin recovery and avoidance as well as hancements, and other modifications are recoveries from unusual attitudes. icing team that modeled the longitudinal all executed to the highest standards. Be- Catherine films her own videos that stability characteristics of NASA’s Twin tween 1994 and 2013, beginning with the help pilots understand the complex Otter in various icing configurations and “Better Than New 172,” Dennis was asked aerodynamics of spins and unusual attitudes configured the variable-stability Navion to by AOPA an unprecedented five times to and her presentations have drawn rave duplicate these characteristics. In 2018 she renovate the interiors of AOPA sweepstakes reviews. She has filmed a 60-turn spin in her was honored as FAASTeam Representative airplanes, often involving custom installa- Cessna Aerobat to show that the recovery of the Year. Catherine was inducted into tions and FAA field approvals. He also pro- is the same after three turns. During 2004- the Tennessee Aviation Hall of Fame. vided AOPA with technical assistance on 2008, Professor Cavagnaro served as a test She is an ATP and CFI and serves as a several other sweepstakes projects. Dennis pilot, spin demonstration pilot, researcher, Designated Pilot Examiner and lead is a regular speaker at ABS events, relating and visiting professor of aviation systems FAASTeam Rep with the Nashville FSDO. tips and techniques for extending the life of at the University of Tennessee Space She is a monthly contributor to AOPA Pilot Beech airplanes, and has written dozens Institute. While there, she served on the Magazine and is a highly sought speaker of highly detailed and informative articles

52 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

on Beech interiors and aging aircraft tissues in ABS Magazine. He and Air Mod designed and installed the custom interior of the ABS Air Safety Foundation A36. Dennis has served as a consultant to Cessna, Beech, AmSafe, and Skandia. Dennis has written nearly a hundred articles for Cessna Pilots Association magazine in addition to his ABS articles, and served as a technical representative for both associations, fielding hundreds of phone calls and emails from aircraft owners. Congratulate these ABS members on earning national awards for their instructional and technical expertise. •°

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 53 www.bonanza.org BPPP Glide Ratio By Thomas P. Turner

T his email from a member is a very common question we receive at ABS: I have a 1964 35-B33 Debonair. It has 15-gallon tip tanks and an IO-550 engine. Can you tell me what is the best glide ratio for my airplane? I can’t find that number in my POH. It says the best glide speed is 105 knots. Is that correct? I’d like to set up the glide performance in ForeFlight.

Several Electronic Flight Bag (EFB) apps and programs Glide speed is used to fly maximum distance to get to a landing have a “glide ring” presentation. The glide ring, pioneered by spot. Best Glide in this Debonair is 105 knots (121 mph) at maximum ForeFlight Mobile, draws a ring around the airplane position weight. Like other angle of attack-based performance speeds, symbol on the moving map page that indicates the area within the Best Glide decreases about 2% (roughly two knots) for every 100 airplane’s engine-out glide range, taking into account the airplane’s pounds below maximum gross weight. altitude, the terrain height beneath the aircraft, and the winds. It Emergency Landing Approach is a minimum-sink speed, enables you to identify at any time what options may be available meaning you’ll stay in the air longer but come down at a steeper for a forced landing in the event of engine failure. angle. As the Caution states, is also designed to ensure there is Most EFB software requires the pilot to manually identify the sufficient elevator authority to flare and land, since even at idle airplane’s engine out glide ratio in order to set up the glide ring power propeller blast of an operating engine adds some airflow feature. It’s not preloaded into the EFB software. That’s the basis and therefore control authority. Once you are on final to your of this common question: “How do I find the glide ratio for my landing spot, Emergency Landing Approach is the speed to slow Beechcraft?” to for a power-off landing.

Glide speed(s) Maximum glide Best Glide performance comes at a specific indicated The Maximum Glide checklist, speed, and (indirectly) the glide airspeed. Emergency airspeeds are listed at the beginning of the ratio are also published in the Emergency Procedures section, on Emergency Procedures section of your Pilot’s Operating Handbook page 3-6 in the case of the B33 (Figure 2). At 1.7 nautical miles per (POH). In the case of the B33 it’s on page 3-3 POH, seen in Figure 1. 1,000 feet, and given that one nautical mile is 6000 feet, you’ll travel 10,200 feet forward for every 1,000 feet you descend in maximum BEECHCRAFT Section III glide configuration. 10,200/1,000 is 10.2, so the glide ratio of a Debonair A33 and B33 Emergency Procedures

EMERGENCY AIRSPEEDS MAXIMUM GLIDE CONFIGURATION Emergency Descent 144 kts/166 mph Glide 105 kts/121 mph 1. Landing Gear - UP Emergency Landing Approach 79 kts/91 mph 2. Flaps - UP 3. Propeller - PULL for LOW RPM CAUTION 4. Airspeed - 105 kts/121 mph The approach airspeed is higher than normal Glide distance is approximately 1.7 nautical miles (2 to assure the availability of control during flare statute miles) per 1000 feet of altitude above the terrain. without power

Figure 1 Figure 2

54 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

B33 Debonair is 10.2 to 1. Figure 3 shows the glide ratio of other models of ABS-type airplanes. In Barons and Travel Airs, Best Glide Manufacturing FAA-PMA approved parts for over 40 years performance assumes both propellers are feathered (see “Baron We Offer More for your Bonanza! and Travel Air: The One We Don’t Talk About,” ABS Magazine Large inventory includes MT Composite Propellers and February 2020). over 700 PMA products in stock for your Beechcraft

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World’s largest aircraft flight cable manufacturer Recently added PMA controls, Not so fast visit our website! Don’t be so fast to plug 10.2 for the glide ratio into your EFB 888-750-5248 airplane setup and call it good. There are several additional things www.McFarlaneAviation.com/Beech you might consider: 1. Response time. At least part of the time after engine failure you’ll not yet be in the Maximum Glide configuration (i.e., propeller to low RPM). Natural “startle factor” reaction time plus any time you spend attempting to troubleshoot and restart the engine will be in a higher drag configuration, meaning you’ll descend more rapidly. In BPPP training I point out that before pulling the propeller control all the way out a Bonanza or Debonair will descend at about 1,500 to 1,700 feet per minute at Best Glide speed. After pulling the prop the vertical speed is much less, usually about 900 to 1,000 feet per minute. Your glide ratio is much less during this response time; the glide ring on your moving map will be shrinking rapidly as you lose altitude in this first part of an engine-out glide (the software doesn’t know you’re descending more steeply, but it is continually updating your best-glide distance from your lower altitude). 2. Contact point. The glide ring indicates your point of impact with terrain. If an airport is just within the ring you may barely make it if you glide perfectly, in a straight line. Since vertical speed increases in a turn, the glide ring is most accurate directly ahead of the airplane and is increasingly optimistic the farther away your emergency landing zone is from straight ahead of the airplane. 3. Turns. Again, the published glide ratio is valid in wings- level flight only. Rate of descent when engine out increases significantly in turns; I show this in BPPP flights also, when about 30° bank increases descent rate by 400 or 500 feet

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 55 www.bonanza.org

ONE STOP SHOP per minute at Best Glide speed. Any above the original maximum weight in for all your engine needs! turns will shrink the glide ring as you the case of a gross weight increase STC. descend, even turns over the field or 6. Landing gear. Best Glide configuration to align with the runway. The rate of assumes the landing gear is up. At some descent returns to optimal when you point you may wish to extend the re-level the wings. landing gear for an engine-out landing, 4. Wind. The software only knows the especially if you are within range of a winds at your current altitude, and not runway. Remember, however, that at the changes that will almost always approach speeds (not much different occur as you descend. If your tablet from Best Glide) extending the wheels device isn’t currently receiving wind increases the rate of descent by about data, the glide ring is only as good as 500 feet per minute. There have been the most recent update. many engine-out Bonanzas that have 5. Weight. If an STC permits you to operate impacted just short of a good field or at weights above the original maximum runway with the wheels down. I suspect gross weight, to obtain the published the pilot felt he had it made, decided he glide ratio you’ll need to adjust the wanted the wheels down, and extended indicated airspeed at which you glide. them without thinking about the effect There is no data to tell us precisely how gear extension would have on glide much, but just as this speed decreases performance. at roughly two knots per 100 pounds 7. Stress. You may be at less than your below maximum weight, it’s reasonable very best under the stress of an engine to expect Best Glide performance to failure emergency, especially if you occur at two knots per 100 pounds have passengers who might create extreme distractions. The good news is that EFB software continually updates, so the size and shape of the glide ring will update as you descend. This allows you to you revise your landing zone selection if a turn, changing winds, or less than optimal performance makes your first choice become out of range.

Room to maneuver

For the ABS/ASF A36, I’ve manually adjusted the glide ratio on my copy of ForeFlight to be 9:1 instead of the 10.2:1 indicated by the POH. This shrinks the glide ring to give me more of a margin and to compensate for the factors I’ve listed above. It may also make me less likely to try to stretch a glide to a runway or landing zone at the edge of the glide ring under the stress of an emergency, by making anything within the ring easier to reach. •°

[email protected] www.ryanaircrafttools.com

56 AMERICAN BONANZA SOCIETY August 2020 The BPPP Experience Pilot: John Epley, Lieutenant Colonel U.S. Army (retired), Enid, Oklahoma Airplane: 1961 N35 Bonanza Years owning this Bonanza: 13 years Total time in this airplane: 1500 hours BPPP flight date: June 2020

Join LTC Epley and get your “I flew helicopters in the Army, Army National Guard, and in the Army Reserve between 1972 and 1990, accumulating BPPP flight experience to over 1600 rotary-wing hours. I became qualified in fixed wing aircraft through the GI Bill in 1974-75, but never logged more become an even better than 100 hours until I bought my Bonanza in 2007. To date I have logged over 1500 hours in my airplane and I am an Beech pilot regardless of instrument rated commercial pilot. I have flown 110 Angel Flight missions.” your experience.

Overall, how do you rate your BPPP online Free on www.bonanza.org: and flight experience? I was made to work hard but under low pressure. • Free BPPP Systems, Procedures and Techniques course (“BPPP Initial”) How many times have you attended BPPP? The was my second BPPP experience. Perhaps I • Free Beechcraft Pilot Skills Enhancement series won’t wait six years for my next experience. (“BPPP Recurrent”) How did this time compare to your past experience? This time was better than my previous experience. Flight instruction with an accredited Beechcraft expert, your My first experience was very positive, however. BPPP instructor. Please rate the BPPP online course. • Near your home, on your schedule Excellent. It made me work and think. • Approximately four hours of flight instruction tailored to Please rate your BPPP flight instruction experience. your experience and needs Excellent, it was very thorough in the areas that I • Coming soon: Focused BPPP Short Courses on specific wanted to be tested. tasks and techniques How about your flight instructor? • The BPPP course completion certificate is becoming even My BPPP instructor is a pro who knows how to more important toward aircraft insurance—ask your agent teach. He put me through a thorough flight or broker instruction period. Do you intend to fly with BPPP again? Find your BPPP instructor at www.bonanza.org under Yes. TRAINING and then FIND A FLIGHT INSTRUCTOR. www.bonanza.org Manual Landing Gear Extension Assist Tool Revisited By Mark Komarek

everal years ago I was flying my K35 Bonanza solo on a local pleasure flight. When I went to lower the landing gear on my downwind leg, nothing happened. I checked the landing gear circuit breaker and it was not tripped. I suspected a bad spot on a motor brush or commutator so I pulled the circuit breaker, engaged the hand crank, and cranked the handle S about one to two turns counterclockwise. I stowed the crank handle and reset the breaker, but the motor still did not run. I then knew I would have to crank the gear down by hand.

I pulled the gear circuit breaker again and engaged the handle. 90 mph, and started the manual extension. Since I didn’t have an I let the tower know of my gear problem, and they cleared me to autopilot to help fly the plane, I was hand-cranking the gear down climb but stay in the pattern so they could verify my gear looked (this takes approximately 50 turns counterclockwise in my plane) down and locked when I completed the manual extension. I while flying the plane. I found it was very hard after about 20 or 30 climbed to 2,000 feet above the airport, slowed the plane to about turns as the air loads provide quite a resistance to hand cranking, especially for a 70-year-old pilot. I was just able to complete the manual extension to the down internal stop in the gearbox, but it was quite an effort. I had practiced this in-flight some years previous so it was not a big deal, except now at my age my arm strength is not what it once was. I have had some right shoulder rotator cuff issues and since the crank uses the right arm, it was a chore to crank the gear down. The tower checked my gear after I had completely turned the handle counterclockwise until it hit the internal stop and they said the gear appeared to be down and locked. I made a normal landing and taxied to my T-hangar very carefully. A rebuilt gear motor was ordered and installed, and the gear worked better than ever. The dynamic brake checked good in both up and down mode and the time to retract and extend was faster than with the old motor. The old motor was 30-plus years old so it didn’t owe me anything. This was the first time in 30 years of flying a Extension assist tool Bonanza that I actually had to hand-crank the gear down due to slipped around the a motor problem. extended hand crank I got to thinking it would be nice to have a tool to assist in hand-cranking the gear down if I ever needed to do it again. I seemed to recall an article in an earlier ABS Magazine that dealt with this subject. I researched my old magazines and found the article in the April 2007 edition on page 10181. It was written by Arthur Drake of Las Vegas, Nevada. He had devised a tool to slip over the engaged hand crank, and using a ratchet socket wrench to allow ratcheting the gear down in a lifting motion instead of hand cranking the small hand crank. I liked this idea and since Socket wrench attached to nut on the metal tube, I’m a retired mechanical engineer, decided to build one. But I ready for gear extension made a few changes to Art’s design.

58 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

I can also use a manual wrench if the socket fails. My gear extension assist tool with ratchet wrench attached

I chose to use a 1 ¾-inch aluminum tube with a 1/8-inch wall crank arm. I also added a 1/8-inch rubber “U” channel to the area thickness instead of his design that used 1 ½-inch electrical conduit that hits the crank arm as I did not like metal-to-metal contact, for the body of the tool. I used his dimensions for the length of which could mar the crank arm. the tool and the 2 ½-inch by 1-inch slot cut in the body. I added For the plastic rings Mr. Drake used, I purchased a 12-inch-long another slot about 7/8 inch by 1 ¾ inch opposite the larger slot Delrin plastic rod and had a friend of mine who has a lathe turn (180 degrees from the larger slot) to allow clearance of the lower them to the dimensions Mr. Drake suggested in his article. I used a

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 59 www.bonanza.org

5/8-inch spark plug socket, 3/8-inch drive, cut to length, and mated it with one of the plastic rings machined to accept the outer diameter (OD) of the socket to press-fit into the end of the tool body. I drilled a ¼-inch hole through the aluminum body, plastic ring, and press-fit socket to allow a ¼-inch Grade 5 bolt to lock the pieces together. I bought all the items to make the tool from McMaster-Carr in Chicago, except the 5/8-inch socket that I already had available. I chose the 5/8-inch spark plug socket because it has an external ¾-inch hex on the OD, which allows the use of an open-end wrench in case the ratchet wrench fails. This would not be required, but I like to have a backup plan. I purchased a 3/8-inch expandable ratchet wrench that allows up to over 12- inch handle extension if desired. This gives great mechanical advantage for lowering the gear manually over the small diameter hand crank. With the hand crank engaged The entire kit weighs only two pounds and fits easily in my flight bag. and the tool slipped over the handle, now the gear can be extended manually with very little effort. It takes more cranks on the ratchet than turns of the little handle, but it is very easy to do. I really like the idea of having the tool available in case I ever need to manually extend the gear again. The wrench and tool together weigh less than two pounds. I keep it in my flight bag within easy access in case I ever need it. As the Boy Scout motto says, “Be Prepared.” I hope this article helps others who may have a difficult time cranking the gear down manually. If you have never tried lowering the gear manually in-flight, it takes much more effort than when the plane is on jacks in the hangar. The air loads make a big difference. I suggest anyone interested in making this tool review Mr. Autopilots of Tomorrow - Available Today! Drake’s original article in the April 2007 ABS Magazine. If anyone would like to Providing you with complete peace of mind, Butler talk to me about this tool, please feel free Avionics has cost-effective options to give you the best co-pilot you have ever to call me at 608-788-0735. Thanks, and flown with. happy flying! •°

280 Gardner Drive, Suite 3 / New Century, KS 66031-1104 A Butler National Company FAA CRS# TF2R185L / Phone: 913-829-4606 / www.butleravionics.com

60 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org New BPPP Instructor

ongratulations to Brian Sagi of San Diego, California, for earning accreditation as a BPPP instructor. Brian is an experienced C pilot with more than 2,500 flight hours over three decades. He has flown a wide range of general aviation single and twin piston aircraft, general aviation turbine-powered aircraft, aerobatic aircraft, military fighter aircraft, and transport- category aircraft, in test flights, ferry flights, business flights, and personal flights. He holds FAA commercial single, multiengine, and instrument ratings, and is a Certified Flight Instructor, Instrument Instructor, and Multiengine Instructor. Brian also holds an Aircraft & Powerplant (A&P) mechanic certificate, three engineering degrees, and a Master of Business Administration. He owns and flies a B55 Baron. Brian writes:

“I love flying, I love instructing, and I love learning new BPPP instructor standardization and mentor pilot Dan Brennan things. The aviation community is small but tightly knit, and I calls Brian a “very thorough pilot” with a “detailed understanding enjoy meeting and flying with different people. The Bonanza of all maneuvers” presented in BPPP. Thank you, Dan for providing Pilot Proficiency Program (BPPP) has an excellent reputation Brian’s standardization check flight. as one of the highest quality training programs in the world, so Schedule your BPPP flight with Brian, Dan, or one of the other I thought that studying and practicing for the program would 100 BPPP instructors around the U.S. and in Australia. Use the allow me to learn new things and deepen my knowledge of FIND AN INSTRUCTOR function under PILOT TRAINING on the Bonanzas and Barons, and also create an avenue for me to TRAINING menu at www.bonanza.org. give back to the aviation community. I am happy to report that Congratulations again, Brian, and thank you for bringing your the training fulfilled and exceeded those goals. expertise to serve the members of ABS. “I thank my BPPP instructor check pilot Dan Brennan. • Dan went above and beyond the call of duty, spending ° hours sharing his deep knowledge of Bonanzas, Barons, and flying. He even arranged for us to walk around several different Beech models. Dan is a fountain of knowledge, and if you have an opportunity, I highly recommend you fly with Dan! I thank ABS members David Peterson and Charles Simmons, who introduced me to the Beech family, and have trained and mentored me over the years. I am looking forward to meeting more ABS members on BPPP flights and otherwise.”

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 61 www.bonanza.org COMMAND PILOT Checklists, Mnemonics, and Flows By Thomas P. Turner

think it was the first time I ever flew a Bonanza on a solo cross-country. I was in an A36TC flying from Wichita to Springfield, Missouri, and return. The roughly one-hour flight to Springfield was uneventful above a building base of puffy cumulus clouds. I dropped off a passenger at his airplane where he’d left it because of weather, then took off again for home. The skies around ISpringfield were filling in so I filed IFR. My workload was fairly high as I climbed while maneuvering around the biggest clouds, working with ATC and everyone else on frequency trying to do the same.

Soon I settled into westbound cruise at 8,000 feet, still deviating 1. Using the checklist as the instigator of your actions makes it a little here and there to stay out of ice and the beginnings of very cumbersome to use, especially once in the air; and a line of storms. About 20 minutes later I noticed I’d forgotten 2. The checklist is seen as a temporary crutch to be overcome, something. The Bonanza’s mixture control was still in the full rich then discarded once you “learn to fly.” position. This was proper for climb in the A36TC, but in cruise it meant I was burning about 24 gallons per hour – one-third more Most instructors teach checklists as a “do list” – do this, so that than the flow called out in thePilot’s Operating Handbook. It was happens – instead of what it really is designed for, to check you not critical on this particular flight; the A36TC had 74 gallons of haven’t forgotten something as a result of inexperience or workload. usable fuel when I left Wichita and I’d burned about 25 gallons Using checklists as a “do” list is a sure-fire way to stop using total getting to Springfield. So I still had 49 gallons on board for them at all. the second takeoff. Even at full rich in cruise that gave me about Why checklists are important two hours’ fuel for the one-hour trip home. But if I was flying to Denver or Amarillo or some other point further west, my mistake The Boeing B-17 was one of the most successful warplanes in would have caused me to run out of fuel en route even though all history. Almost 13,000 left massive defense factories for combat the POH said I had plenty to make it with a reserve. How could I overseas as well as the vital combat-crew training role in the Zone have caught my error sooner? That particular flight caused me to of the Interior (the Army’s WWII term for the continental U.S.). become a big proponent of checklists and flows. The Flying Fortress helped carry America’s might to its enemies in the only way possible until troops or ships could move in. But Checklists the entire B-17 project was nearly halted before production ever Think back to your very first flying lesson. No doubt you walked began. In pre-war isolationist America, the big Boeing was under through a preflight inspection with your instructor, then settled intense public criticism and scrutiny when one of the prototypes into the left (or front) seat for the first time. Though it seems so crashed on takeoff from Wright Field near Dayton, Ohio, the Army’s simple to you now, you were amazed at the complexity of the primary engineering test base. The test crew had forgotten to controls and instruments and radios in that little trainer. You disconnect the tail’s gust lock before takeoff. The big, silver ship were probably relieved when your instructor handed you a small crashed into a hill off the end of the runway and was completely book or a laminated card that contained everything you needed consumed by fire. The crew was lost but somehow, politically, the to do, in sequential order, to make sense out of this chaos and B-17 program survived. The Army immediately began requiring the bring a seemingly complex machine to life and then to fly at your use of checklists for all pilots in all phases of flight – something command. Read a step, do a step … that’s probably how you completely new to aviation at the time. learned to use this checklist. This is an effective way to learn the If a professional flight test crew can fatally forget something proper order of actions, but there are two very common errors as simple as a mechanical gust lock, workload and pressure to associated with this type of checklist use: “go” also can cause everyday pilots like us to sometimes forget

62 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org critical items. Some of the most common accidents result when ● Switches (fuel pump, yaw damper, etc.) set as appropriate something simple is forgotten. Pilots run out of fuel or forget to A disciplined pilot may use a combination of printed and switch fuel tanks. They crash on takeoff because the trim is set mnemonic checklists to fly safely. incorrectly, or they forget to latch a door or window. Altitudes are “busted” and clearances are violated because a pilot does not Flows follow procedure for a departure, level-off or approach. The ultimate Commercial operators and especially the airlines have taken “oops, I forgot” – a gear-up landing – is the most common type of this a step further, creating a concept that is also extremely accident and is absolutely preventable with proper checklist use. useful in a high-workload, single-pilot aircraft. It’s called the The most common checklist deviations happen when an cockpit flow. Airlines developed the cockpit flow as a means of outside distraction – weather, a sick passenger, a radio call, another quickly accomplishing proper actions in a complex aircraft at times aircraft in the pattern – interrupts a pilot’s checklist actions. If you when, even as a crew, there might not be time to run through a get distracted while running a checklist, the safest thing to do is printed checklist. A flow is a structured habit pattern that mirrors to go back to the beginning of that checklist and verify you’ve not a printed checklist. Since we who fly single-pilot have to do all forgotten anything. the work ourselves (at times, ably assisted by an autopilot), the idea of a cockpit flow has great promise. But a flow is more than Printed checklists just “looking around the cockpit” to make sure you’ve not missed Printed checklists are cumbersome to use during flight until anything. It’s a preplanned, structured pattern that differs for each you become comfortable with the process. That’s one reason most task. It’s something you learn, then practice, so you do it precisely instructors teach us, incorrectly, to use checklists for the start-up the same way every time. and before takeoff checks, then throw the book in the back or Flows are a memory aid, which of course is the goal of all shove the laminated card in a sidewall pocket until we’ve landed checklists. Cockpit flows also work well to verify what you did and are ready to shut down. Checklists do, however, have great from memory is what you think you did, and that the airplane is value in all phases of flight…if you use them correctly. Establish properly configured for whatever comes next – a checklist. a flight condition or attitude (for example, cruise climb) from memory. But then as time permits, pull out the printed checklist Checklists, mnemonics, and flows and check that you didn’t forget something. If I had been in this Have you ever forgotten where you put your car keys, or to habit when I flew that Springfield trip, I would have leveled off, pick up some milk on the way home from work? Do you find completed all actions to the best of my memory, and then right yourself halfway to work wondering if you’d closed the garage away found my forgotten leaning when I verified my actions on door? Did you ever start your engine with chocks still under the the level-off checklist. nosewheel, or (like me in that A36TC) discover you’d missed a seemingly obvious action in flight? Then you need to use some Mnemonics form of checklist. You should: Instead of using printed checklists, some instructors teach diligent use of mnemonics, or memorized checklists. Used 1. Configure the cockpit for the desired flight activity from consistently these are excellent checklists in their own right. experience and memory, including use of mnemonics; One of the most famous is CIGARTIP as a before-takeoff check: 2. Cross-check with a practiced flow pattern to confirm everything is where you think it should be; then ● Controls free and correct

● Instruments read correctly 3. As time permits, reference a printed checklist to make certain you didn’t overlook or forget something. ● Gas sufficient for flight and proper tank selected for takeoff If you do things right, you’ll literally wear out your printed ● Angle of flaps checklists from use. That’s okay, because as you learn and ● Run-up magneto, carb heat, and propeller checks as appropriate experience more, and as equipment is added or removed from ● Trim set the airplane, you’ll want to personalize and revise your checklists for the most efficient ways to fly. ● Interior set: seat belts, doors and windows latched As commander of your Beechcraft you have a lot of small ● Pattern checked for other aircraft. details to attend to. Many mishaps have an element of distraction that causes a pilot to miss one or more of those details, setting Another frequently used in Beechcraft is the familiar GUMPS: off a chain of events that leads to an accident. Use checklists, ● Gas set to the proper tank for landing mnemonics, and flows to catch those missed items before they turn to tragedy. ● Undercarriage (landing gear) down and locked ● Mixture set •° ● Propeller set

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 63 www.bonanza.org TECH TIPS

Most ABS Tech Tips items come from the ABS Members’ Forum at www.bonanza.org. Tech Tips are answers to questions about a specific airplane, system or operation presented by an ABS member, and are Post your questions there under Tech Tips and our advisors will post an answer…and the opinion of the Technical Advisor. Answers are the best you may receive great advice from your fellow ABS members as well. When someone information available based on indications presented by the replies to your question you receive an email telling you there has been a response. ABS member asking the question. Actual inspectionof the Forum items including Tech Tips are automatically archived and searchable—so use aircraft or system in question may change an initial Tech the word search function for even faster answers in case your question has been asked Tips opinion. Aircraft owners, pilots and readers are advised by someone before you. to physically present airplanes and indications to a qualified mechanic before choosing a course of action.

Bob Ripley retired from Delta Airlines as Seat belts need to be re-webbed a manager of line mainte­nance (Atlanta) and has run an Mark Morris, Jensen Beach, Florida FBO focusing on Beech maintenance for 20+ years. I’m looking for recommendations/options for a shop to re-web my V35B’s seat Q: belts. I have the Beech harness in the front and regular lap belts in the back. Overall condition is okay, but they have accumulated about 35 years of dirt and stains. Curtis Boulware has managed a Bonanza, Baron, and T-34 Mentor-specific shop for 13 years, winning numerous national I use Aviation Safety in Georgia, 800-480-4816. – BR awards for T-34 restorations. He A1: earned his Private in a T-34 and enjoys flying all models of the Beech Also Aero Fabricators, 1-800-558-6868, or ABI, 1-800-847-5651, to name a few piston family. A2: more. Options and prices vary. All are limited by FAA regulations. Most require John Collins a TSO tag to be at least readable; an often-missed requirement to be checked at annual. has previously owned an – Bob Butt, A&P/IA; Member, Technical Edit Review Team FBO and avionics shops, and for several years has been ABS’s Avionics columnist. He owns a Bonanza and is a CFI/CFII. Fiberglass tip tank repair

Louis Edmonds Richard Russell, Holt, Florida has over 25 years’ experience specializing in maintaining My C35’s fiberglass tip tanks are bad and probably need replacement. I purchased Bonanzas and Barons. regular wing tips, but it appears fuel tank system removal is cost prohibitive to His Edmonds Aircraft is Q: a long-time ABS Service remove boost pumps and the requirement to rebalance the ailerons. Any constructive Clinic host FBO thoughts are welcome; costs will dictate my decision.

Dale Kraus has over 37 years experience as an A&P and IA specializing in Beech airplanes and has extensive formal maintenance training. He is a 2300-hour pilot and past owner of an F33A.

Mike Tweedus served 34 years in Beechcraft aircraft technical support, including 30 years supporting Bonanzas and Barons.

Tom Turner ABS-ASF Executive Director, holds a Master’s degree in Aviation Safety. He has specialized in Beech pilot instruction for over 30 years.

64 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

Per Mr. Zeller, the tanks are repairable. If you wish to A2: continue flying while the tanks are being repaired, remove them, cap the fuel lines, pull any auxiliary tank circuit breakers and apply restrictors so the system can't be energized, update the airplane weight and balance paperwork, and placard the panel that the tip tank system is out of service. Install the wing tips you have been given and update the aircraft weight and balance. Upon completion of that, reinstall the tanks, remove the placards, and redo the weight and balance back to the previous issue. – LE

Tachometer generator Joseph Roland, Lockport, New York

Is there a replacement for a Garwin 4-pole tach generator, I have done repair work on several fiberglass tip tanks. Q: part 31-273-C? I was looking for a rebuilder, but no one can A1: What seems to get them is ultraviolet damage. You can find that particular model off of an IO-470L engine for my B55. wet sand all the gel coat off and then carefully laminate another layer or two of fiberglass back on with either polyester or epoxy Any 4-pole tach generator will work. DaVinci aircraft resin. They will then need to be finish sanded, primed with two- A: in California (818-510-4707) has two overhauled part epoxy, and painted with a good quality polyurethane top units in stock. You might also try Quality Aircraft Accessor­ coat. A lot of work if done properly. – ABS member Steve Zeller ies (www.qaa.com) and Aircraft Accessories of Oklahoma on the ABS Member Forum (www.aircraftaccessoriesofok.com). – BR

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 65 www.bonanza.org

Turbonormalized short-field takeoff Dan Keller, Lebanon, Pennsylvania

I watched the June ABSWeb webinar (“Performance: Q: Beyond the POH”) the other night and found it very interesting. Thanks for everything that you do for all of us. I have a 2014 G36 and am based at Keller Bros Airport (08N) in Pennsylvania. The field is 550-foot elevation. It’s a beautiful 2,600- foot turf runway. My G36 is heavy to start. With the Tornado Alley turbonormalizer (Whirlwind III), deicing, tip tanks, and a hot plate on the windshield, it’s heavier yet. So naturally I was very interested in your tips for short-field takeoffs. Did I understand correctly to lift off five knots before the book approach flap takeoff speed? The book shows a 67 knot takeoff, then 73 knots till clear of obstacles. Also, I run 37-ish gallons per hour on takeoff at full rich. Would you recommend a reduced “set” gallon her hour for maximum takeoff performance or would you recommend finding a TIT temp at full power right before the roll?

I use target TIT in such cases, aiming for around 1300°F A: or 700°C for maximum takeoff power. This will probably occur somewhere around 30-33 GPH depending on whether your manifold pressure is set according to the Tornado Alley STC (29.7 inches maximum) or, as is common, the installers set it a little higher than the STC technically allows. Once you find the target TIT once or twice, you’ll be able to equate it to a target fuel flow. From then on, it’ll be easier to advance the throttle, lean to the fuel flow, and crosscheck the TIT. The TAT STC calls for maximum fuel flow of 35 GPH, which is extremely rich of peak to support cooling in extended climbs. This is rich enough to noticeably reduce power; as I said in the webinar, during a short-field takeoff you may have to briefly sacrifice climb cooling to get takeoff power. After you clear any obstacles you’ll then return the mixture to full rich for cooling for the climb. If your engine is getting even more fuel flow than TAT “book,” it will develop even less power at full rich (unless the manifold pressure is above book too), making leaning even more important for a short-field takeoff. Your G36 POH is one of the few Beech handbooks that provides instead of a “liftoff” speed, a “rotation” speed on the Takeoff Performance Chart. There is a greater difference between Rotation and 50 FT speeds than there is between Liftoff and 50 FT speeds in other Bonanza handbooks. In the G36, begin the process of attaining takeoff attitude, i.e., “rotate” at the published speed; if you attain a 10° nose up attitude the airplane will lift off at some slightly higher speed and be accelerating through the 50 FT speed (weight-adjusted Vx) as you pass a point 50 feet above the runway height – the standard obstacle height used by the FAA and manufacturers for performance charts. Be sure also to check the center of gravity location. The further forward the CG, the longer the runway will be required and the shallower the initial climb rate. Many TAT owners are surprised to find that putting two adults in the front seats and more than

66 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org about three-quarters fuel usually requires as much as 50 pounds (which assumes maximum gross weight). It was the first model of ballast in the aft baggage area to be within the forward CG to have the IO-520 engine, a 25-horsepower increase over the limit, or that a third person on board almost always must be in previous model, but it does not have the higher maximum gross the rear row of seats, not the middle seat, for the airplane to be weight of the V35 that came after the S. In other words, it’s faster within the loading envelope. (by about one knot, according to Beech) because it has the 285 Lastly, remember the notes about adjusting performance HP engine but a maximum weight limited to 3,300 pounds. The calculations that are on pages 5-3 and 5-4 of your POH. I wrote next model (V35) has a maximum weight of 3,400 pounds, and about that in the September 2011 ABS Magazine. You may find that extra 100 pounds with no increase in horsepower means the the article “POH Correction Notes” in the ABS Magazine archives published maximum cruise speed is a knot lower than the S35. at www.bonanza.org. – TT You say you flight plan for a “ground speed” of 152 knots. Of course filed speeds are True Airspeed, and ground speed is dependent on the actual winds you encounter. At 50°F LOP you are getting approximately 18-20 percent lower horsepower than TCM CSB09-11A you would at the same combination of manifold pressure and Gary Ewert, Kearney, Missouri RPM learned to 75°-100°F rich of peak, and about 15 percent less than the “book” 20°C (38°F) ROP Continental and Beech call for My F33A has a D'Shannon IO-550B conversion. I just the ROP recommended cruise setting for the IO-550 (they both installed a JPI 930 in this airplane and part of the setup Q: also recommend 20°C/36°F LOP as an option). Since full throttle is a test at 70 percent power. While searching for cruise power and 2300 rpm at those altitudes at 36°F ROP is approximately 60 charts for that test I came across TCM CSB09-11A that wants 2300 percent power, you’re about 15 percent power less than that or rpm used as a minimum for cruise. I have been flying the airplane about 45 percent total power. You get about five percent back at at 21" and 2100 rpm while LOP. That gives me great economy at 2350 rpm instead of 2300, so you are running at about 50 percent only a small loss of speed. Have there been any updates on that power or 150 horsepower for the IO-550. That’s almost exactly Service Bulletin since it was published years ago? 65 percent of your B33’s original 225 HP, and sure enough if you Continental recommends no extended operations look at the 65% Cruise Power chart in your B33’s Pilot’s Operating A: below 2300 rpm on the IO-520 and IO-550 due to known Handbook, at 8,000 to 10,000 feet on a standard day the “book” harmonic issues. The bulletin has not been changed since it was first published. – BR CUSTOM ENGINE OVERHAULS Fastest single-engine Beech NEAR CHICAGO Doug Stacey, Henderson, Nevada

In your opinion, which year and model of the single- Q: engine Beechcraft planes is the fastest? I have no need for a turbocharged plane. When I had my B33 Debonair at the ABS Service Clinic in Ramona, California, a few years ago, I heard the expert mention a year/model but I don’t remember what it was. My Debonair is a great plane. It has an IO-550B engine and carries lots of luggage wherever we want to go. Most of my flying is north to Utah and Idaho. I flight plan for 152 knots ground speed at 2350 rpm running lean of peak 50 degrees. My previous plane was a Cessna T210. I flight planned the 210 for 167 knots and flew “A TOP RATED SHOP” – Aviation Consumer, July 2013 at the same altitudes as my Debonair, i.e., 7500-10,500 MSL. Flat Rate Prop Strike Inspections and Repairs I know there are faster Beechcraft, it just becomes a matter Dynamic Propeller Balancing While You Wait of cost verses speed. If money were no object, which is the fastest? If money were an object, however, what would be a good middle ground?

The S35 is generally considered to be the fastest FAA Repair Station YYBR664L / EASA.145.6472 A: normally aspirated Bonanza. But there’s a reason for 800-397-8181 815-544-2300 that. The IO-520 S35 represents the best thrust-to-weight ratio in www.poplargroveairmotive.com e-mail: [email protected] factory configuration, and therefore the highest published speed 11619 Rt. 76, Poplar Grove, IL 61065

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 67 www.bonanza.org

cruise speed is 150 to 152 knots true. So assuming you meant you file for 152 knots true airspeed, your cruise speed is exactly where I’d expect it to be. Your B33 with an IO-550 would have a faster maximum cruise speed than just about anything else, if it had a published cruise speed for 300 – 315 HP (the nominal output of the IO-550 with accessories) and the B33’s maximum weight of 3,000 pounds. If money were no object and the B33 meets your cabin and payload needs, and assuming you wish to stay with a normally aspirated engine, you’re about as fast as you can get. If you want to go faster you can increase fuel flow and cruise at 10°F LOP, peak EGT or even 25° to 75°F ROP at the cruise altitudes you fly and still have very good engine metrics. At 75°F ROP (maximum horsepower mixture setting) you’d likely see 170 knots true airspeed, maybe even a little more flat out at the altitudes you describe, although you’d be burning an additional five or more gallons per hour to get that top speed. That might be a fun exercise for you to try in smooth air, to see what’s the maximum cruise speed and fuel flow your airplane can fly. You should generally keep your indicated airspeed in the green arc in cruise, so you might need to lean back a little to stay within that airspeed range for normal operation. – TT

Window replacement Costas Sivyllis Port Orange, Florida

We’re looking at replacing the Q: two front windows on my S35. Primarily the passenger side (door) one. For someone like myself who does not have much mechanical experience, would this be possible to do by myself? Or am I better off going to my local mechanic? Any tips or overview of the window replacement process appreciated.

This is definitely a job for your A1: A&P. I would not recommend trying to tackle this job on your own. – DK

68 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

Although side window replacement is owner permitted, A2: it is best performed by an experienced technician or Spar hinge corrosion with TKS with personalized guidance. One point often missed with the Karl Kulling, Dallas, Texas entry door is installing the window with the door open can create problems getting the door to close properly. – Bob Butt, A&P/IA

Landing gear position indicator problems Daniel Johnson, Litchfield Park, Arizona

I just did a big avionics upgrade on my V35B, and rewired Q: the panel. I then started on an annual and swung the gear. I had normal indications before I swung the gear (three green, no red). Now the red transit light remains on with the gear up or down and locked. The two main landing gears shows down and locked (green) with the gear in either the up or down position. The nose gear indicator light works properly. I'm looking at the wiring diagram but could use some advice.

My first thought is that the test switch for the position lights A: is completing the ground, or one or more of the diodes on the terminal strip have shorted to provide the ground for the I've read up on potential corrosion concerns for TKS- lights. Make sure that the wire going to the light test button is only Q: equipped Bonanzas, especially in the spar hinge area. grounded on one side. – BR I've been noticing some brown streaks from the inboard lower

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Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 69 www.bonanza.org spar area on my A36, and when I pulled is not retracting while on the ground. I off the covers by the forward landing gear Stall strips noticed it after I had parked my Bonanza attach bolts, I saw what is in the attached Joe Astrologo in the hangar. It seems to work at times picture. It looks like corrosion to me, but Red Wing, Minnesota while others it will not retract. What could could it be something else? Is there another cause the issue? We believe the retracting way to inspect the hinge and see the hinge I have owned my S35 for more than motor/cylinder has power, but we’re not pin, especially to know how far along the Q: 18 years, and today I noticed that it sure if there is something else that could potential corrosion is? only has a stall strip on the left wing and be keeping it from working. none on the right wing. Is that normal? Your photos do not look too bad In most cases like this it is the A: compared to some I have seen. The The Model S35 has only one stall A: actuator assembly. The part only way to tell is to pull the hinge pins. A: strip on the left wing and none on number is 96-380021-27 or 96-380021-33. We have been spraying Corrosion the right wing. The left wing stall strip is Call one of the following for an overhauled X onto the hinge pin as far outboard approximately 3/8” wide and 9” long. It is exchange actuator: Power Packs from the gear attach bolt access hole as located on the leading edge of the wing Plus (775-322-8555) or Aircraft Accessories possible so it runs down the hinge pin. In outboard of the “V” notch and in line even of Oklahoma (800-255-9924). – BR addition, we have tried a very small line of with the fuel filler cap. – MT silicone on the upper edge of the access plate before reinstalling it to prevent the Bonanza window weight fluid from seeping under the plate. I have Air conditioning Ronald Reese heard of folks making a very thin gasket to scoop retraction Lakewood Ranch, Florida install under the plate also. If you do that, Matt Dotson, Sturgeon, Michigan I suggest removing the plate every couple What was the thickness of the of months and spraying the Corrosion X My F33A’s factory air conditioning Q: windows in my A36 when it left the into the area. – BR Q: condenser, mounted on the belly, factory back in 1976? I had all the windows Quality Beechcraft Maintenance Gemco Aviation is a 3-time FAA Diamond Award Maintenance Facility – We Can Keep You Flying! We Maintain The Entire Beechcraft Line! Staggerwings • Bonanzas • Barons • King Air

Michael Stanko CEO Gemco Aviation Services GEMCO AVIATION SERVICES Youngstown Elser Metro Airport (4G4), 10800 Sharrott Rd., North Lima, OH 44452 330-549-0337 www.gemcoaviation.com

70 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org replaced in 2007: the windshield and pilot/co-pilot windows with 3/8” thick Plexiglass, and the remaining six windows with 1/4" thick Tinted Thermal Pane Plexiglass. This resulted in a net increase of my empty weight of a bit over 20 pounds. Does this seem reasonable? Window Inserts Yes, this sounds reasonable. I believe your original windows A: were 1/4" thick for the windshield and 1/8" thickness for the rest. Many owners install thicker windows to reduce cabin noise and, with the windshield, better bird strike protection. – LE

Ruddervator hinge bearing replacement Tired of Noise, Heat and Glare? Matthew Sievers, Akron, Ohio Enhance the beauty of your aircraft and help solve the three most common problems associated with aircraft windows; My A35 needs the center and outboard hinge bearings Noise, Heat and Glare. Thermal pane tinted window inserts are installed on the Q: replaced on the right ruddervator. The ruddervator is inside of your existing windows creating an airspace between removed but I'm unsure how to replace the captive B-55 bearings. the two windows. Call today for prices. I've checked the PowerPoint by John Foose and Dave Strand online The Thermal Pane Window Inserts are FAA/PMA approved, but these older hinges are a different design. The only rivets on U.S. Patent #4,877,658 these hinges are holding them to the stabilizer. Can the two halves of the hinges, 35-650120 and 35-650121, be pried open enough Products, Inc. to remove the bearings as they are, or do I need to drill out the 23220 Miners Road, Gavlin Hills rivets and completely remove the hinges? The center hinge would Perris, CA 92570 www.gdaero.com * The pilot and copilot windows are thermal pane and provide not be difficult to reattach but the outboard hinge would require 951-443-1224 a 70% light transparency as required by the F.A.A. quite a bit of work. Any guidance from someone who's tackled this before would be appreciated.

According to the Illustrated Parts Catalog (IPC) the part A: number (P/N) for the early model and later model aircraft are the same. The bracket P/N 35-650121-6 supersedes to a 35- 650121-8, which fits all model numbers. Normally on the outer bracket you need to drill out four rivets that attach the two halves together, and then you can open it just enough to get the bearing out and back in. On the center there are two rivets that hold the halves together. You must also remove the four rivets that go vertical through the stabilizer to get the bracket to spread enough without bending it. Make sure when you replace the rivets that you do it with a rivet squeezer so you don't bend the brackets using a rivet gun. Before you re-install the ruddervators, take a square and confirm that the center and outboard brackets are 90 degrees to the trailing edge of the stabilizer. – BR

Tech note With all the discussion about magnesium ruddervator skins this question has also come up frequently: when did Beech start using aluminum instead of magnesium for the skins of factory produced elevators? ABS Technical Advisor Mike Tweedus provides the answer: Beech began using aluminum for elevator skins in 2014 starting at serial numbers E-4032 (G36) and TH-2421 (G58). – MT • Volume 20 • Number 8 AMERICAN° BONANZA SOCIETY 71 FORUM - ABS IDEA AND INFORMATION EXCHANGE

The Forum section is intended as a space for members to respond to articles printed in the magazine, or to share their knowledge of a helpful idea for other members. Send your words and photos to [email protected].

fter reading about various people experiencing landings with aircraft design being certified. I had the opportunity to meet the A and without flaps, I thought I would pass on what I learned test pilot who performed the flight tests. I asked him what he from a Beechcraft test pilot. My key learning was always use full thought of the Bonanza. His reply: “I thought a lot more of the flaps when landing in significant crosswinds. Feel free to pass this Bonanza when I finished than when I started. The Bonanza is a on in whole or in part if you so desire. very nice flying airplane.” The first paragraph might be enough but I wanted to make I asked him about the use of flaps in crosswind situations. His it clear that I am also quite comfortable with no flap landings. answer surprised me. “If you have a significant crosswind you After the extensive discussion in ABS Magazine on the use of really want to have the flaps extended because this configuration flaps during landing, I thought I would add what I learned from provides the most cross-control authority.” So when you are slipping an expert, a Beechcraft test pilot. As a result of the infamous left into the wind and holding right rudder for runway alignment, Bonanza V-tail AD in 1987, Beechcraft decided to run the flight having the flaps fully deployed gives you more rudder authority test program on the Bonanza all over again, as if it were a new and therefore more crosswind capability. I have been flying a 1958 J35 Bonanza for over 30 years, and I have lots of experience landing with and without flaps. In normal BEECHCRAFT OWNERS operations I would always use full flaps for landing. The situations that I would not use full flaps are mostly related to formation flying. I fly with a local formation group. The core members of the group all have a FFI (Formation Flying, Inc.) card that authorizes them to fly in airshows. We practice two-ship formation landings and takeoffs regularly. Landings are done with no flaps. This simplifies the approach to landing as the only configuration change that requires trimming is extending the landing gear. Overhead breaks are also completed with no flap landings for the same reason. I believe that Tom Turner’s advice on flaps use on instrument For all of your T-34 Mentor, Bonanza approaches is very sound. If you break out fairly high on the approach, then transition to visual and extend the flaps on final. If and Baron Needs you break out at 200 feet you might better land with no flaps in order Quality Beechcraft Parts, Service, & Restorations to avoid the complexity of the trim required for the configuration Pre-purchase - 100 hour - Annual inspections change so close to the runway. This is likely to destabilize the Pitot - Static and Transponder Certifications approach. I have personally found that I can extend the flaps at Gear and Flight Control Rigging 200 feet and complete a smooth landing. The electric trim on my Continental Factory Fuel Flow Set-up S-TEC 60-2 autopilot is quite helpful in accomplishing this. With T-34 Wing Spar AD Compliance a lot of hours flying my J35 I have a good feel for the airplane so Full in-house capability of sheet metal repairs, this works for me, but it is probably not a technique that should electrical troubleshooting, paint repair be encouraged. I am equally comfortable with continuing the & dynamic propeller balancing. landing with no flaps. BAKER AVIATION, INC. I once coached my wife through a 25-knot direct crosswind New Smyrna Beach Airport (KEVB) Florida landing in our J35 at Iola, Kansas. She really did not think she was 386-837-4073 up to this, but I could see we were tracking the runway slightly bakeraviation.com [email protected] downwind of the centerline just before touching down. It was a nice

72 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

smooth landing but what really annoyed her was the compliment propeller is giving me the proper performance I wanted - and it the guy at the FBO gave me on my nice landing (even as he could is. In fact he suggested Sunstate Propeller. His assurance and see that I was the first person getting out of the airplane and my recommendation helped assuage any concern going forward. wife was obviously in the left seat).—Rich Jones Thank you again for supporting our members and our terrific airplanes.—John Marabella

passed my commercial! I nailed the maneuvers and I really I appreciate ABS’s guidance on setting up the airplane for steep very much enjoyed your “Performance: Beyond the POH” spirals, power-off 180s, and the emergency descent.—Karl Kleiderer I ABSWeb webinar presentation. I wish I had taken this training before last October. I think I could have prevented the loss of my Congratulations, Karl!—T T B36TC by turning down the request from one of the pilots who took it to a weekend fly-in at a grass runway airport here in Texas. Due to the strong Bonanza construction no one was injured, but the airplane was a total loss. Now I’m looking for a replacement, maybe a Baron or a Duke. – Rick Simmons Sorry to hear about your TC, Rick. We’ve been teaching this in the BPPP program for many years but unfortunately not every pilot gets the word. Best of luck with your search for a replacement. Thanks for watching the webinar. – TT •°

hank you for directing me to your ABS tech, Dale Kraus. My T V35A currently has a McCauley C23 propeller that I've had for 30 years and still works perfectly. Realizing the propeller is way over time in years alone, my question was whether or not to overhaul an admittedly outdated propeller model or bite the bullet and invest in a new replacement. After initially calling several propeller shops, it seemed as if no shop was able to overhaul my model, generally citing it was outdated and a relic. One shop, however, Sunstate Propeller in St. Petersburg, Florida, said they were familiar with the C23, had parts and would be able to overhaul it. Looking for additional guidance Dale assured me a good overhaul shop would be a sound solution as long as the

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 73 www.bonanza.org Classified Advertising

Classified Advertising Rates: *Please make sure you add your contact information in the text body of the ad so Member Pricing - $30/month • Non-Member Pricing - $60/month people can contact you. Includes: TERMS: Pre-paid with order; no agency discounts. Once your classified ad is posted to the website, No Refunds. • Maximum of 50 words • Ad in the next available magazine issue CLOSING DATE: Order and payment must be received by the 5th of the month before placement. • Ad posted on ABS website on the 1st of each month. • One picture (Only on website) * see Magazine Color Picture Ad pricing to have PAYMENT: An invoice will be emailed to you for payment. Your classified ad will not your pictures printed in the magazine * be published until invoice is paid.

• You can purchase up to 2 additional pictures slots for the website only. $5/each. TO PLACE: Ads need to be submitted in writing. Submit your ad online at www. Magazine Color Picture Ad (Member or Non-Member) $195/month bonanza.org/community/classifieds

• Full color picture of your airplane or part QUESTIONS: If you have any questions, please contact Coy Cross at 316-945- • Maximum of 50 words of text included in price as well 1702 or [email protected].

AIRCRAFT FOR SALE, RENT, PARTNERSHIP

BONANZA AND BARON OWNERS: Neuse Aviation buys, sells and Thinking of selling your Bonanza? Call me; I have buyers brokers quality Bonanza and Barons, over thirty years of experience. We looking for good clean Bonanzas. BeechcraftBuyers.com, 850- have buyers for G36 Bonanzas or G58 Barons. We also handle aircraft 240-7243. 80920 acquisitions and pre-buys, visit our website at WWW.NEUSEAVIATION. COM or call 919-965-1212 . 146396 1969 B55 Baron – 4843TT, Continental IO-470-L 260 HP, 1377/1070 SMOH, 2 Blade McCauley Propellers, Aspen 1000 PRO PFD w/ DON'T MAKE AN EXPENSIVE MISTAKE! Call me for a Free Synthetic Vision, Garmin GFC-600 Digital Auto-Pilot, Garmin GTN Consultation on your purchase of a Bonanza or Baron before you Pre-Buy. Visit my website at www.beechcraftbuyers.com. Or call 650, Garmin GNS-430 COMM/NAV/GPS, GMA 340 Audio Panel, 850-240-7243. 80919 Garmin FlightStream 510, Garmin GTX 330 ES Transponder ADS-B Out, Garmin GDL-52 ADS-B In, JPI EDM-790 Engine Monitor. Annual Inspection due 3/2021. All AD's are in compliance. No Damage History. Paint 8/10, Interior 8/10; A&P owned and operated, Aircraft always hangared. 407-230-7178. 184631

1976 V35B Bonanza – S/N D9909 3775TT 1715 SFRM IO550 GNS 430W ADS-B in/out 55cuOxy GTX 327 May2020 annual Bendix AP Sdby Vac. Always hangered Electric Powertow. FS $85,000 503-812-2927 or 503-812-2465. Email [email protected] 184539

1978 A36 Bonanza – 50% share – Phoenix – 1649 Total Time: 1783 TACH : 315 PROP : New Cylinders 242 : 5500 Airframe. Lycoming IO-520 Engine. NDH, July2020 Annual. Garmin 430, KCS55A HSI Slaved, KFC200 AP/FD, GTX345 ADS-B, Stormscope, DME. Dual Controls, 80 Gallons. Solid IFR Platform. Hangared at KDVT, 50% share, $75K. Andy at 623-203-6710 or drewflyj@gmail. com. 184420

1979 Bonanza A36TC w/tip tanks $265,000 or OBO – Aircraft will be delivered with factory single throw-over yoke. Aluminum JL Osborne 20-gallon tip tanks with 3849 Gross Weight-STC. 1204.0 Useful Load, CG 76.92. Annual completed January 20, 2020. TSIO- 520-UB TSMOH 350.4 TTSN 2918.3. Super Scimitar TTSN 209.7. 714-271-6509. https://www.dropbox.com/sh/1j04wh4bs6ao ... l78Ma?dl=0 and https://vimeo.com/314169786. 184472

1979 Beechcraft Bonanza A36 – Serial # 1613 First sold in 1980. Total Time 5,222 IO-550 Continental 300HP Conversion, 86 hours on engine and prop since firewall forward overhaul May 2019, two years remaining on engine warranty from Western Skyways, New

74 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org paint, upholstery, Garmin 530 Waas, PMA 8000, Garmin GTX , BFG BPPP Instruction thru King Air -ATP / CFII & MEI, 30-yr Storm Scope. $215,000. 949-632-6144. 184202 airline Captain, BPPP Academy trained flight & ground Instructor. Will travel to your airport and can deliver. Karl Seuring, 206-669- Atlantic Aero stainless steel exhaust risers. Fits IO-520 and 8000 (m) Everett, WA (KPAE). 171304 IO-550. 7-10 hp increase. As removed with approximately 400 hours of use. No need to change lower parts of the standard exhaust. Complete the ground portion of your Flight Review – In your $1,800. 812-697-4323. 183362 own home, on your schedule. Logbook endorsement guaranteed for only $29.95! Visit www.WINGsRealityEDU.com. 704 Partnership in a 1968 V35A. 2900 AF 1125 Engine. 530W. G5.HSI. STEC 30 G345ADSB. Nice paint/interior. Contact Duane Dillingham Bonanza thru P-Baron Instruction – Will come to your 919-538-2962 or [email protected]. Raleigh, NC. 182972 airport. Your Aircraft! Your Airport! Your Time! Bonanza thru P-Baron Training/ Instruction taught by a Gold Seal and ABS 1972 Baron 58 15h SMOH-SN:TH237, AFTT: 6,531, IO-520 L/ BPPP Instructor. Tailored training for you! CFII, MEI, ATP – 30+ R=15/1508 Props:731h. 530w/696 Maps & XM, AutoPilot, LNAV, years’ experience. Robert Benda, [email protected], RNAV, Dual ILS. Full De-ice, Engine Heaters, Towbar, Gas Tug. 720-891-0808. 160581 Call John Hightower for Price (314)-952-6200. 181060 Baron and Bonanza Instruction – Tennessee based Steve Hammers, CFI, CFII, MEI, ATP - 25+ yrs. exp. BPPP Instructor. – 3400 hrs TT Ram engines 325hp-700 hrs 1984 Baron 58P Baron G58 Owner and former E55 and 58P Owner. BPPP, Initial and $295,000. 318-547-8170 call for more information. 176789 Recurrent Training, Instrument Competency Check or Insurance Checkout. Call 615-479-7195. 80882 For Sale to good buyer – 1947 Beechcraft Bonanza. Owned since early 1970s by A&P and WWII P-51 pilot. Carefully flown and maintained for over 40 years by same owner. Less than 600 SMOH, EQUIPMENT, PARTS, SERVICE recent annual and ALL Ads current/ accomplished. Price is best Bonanza Parts – Specializing in 35 and 36 Bonanzas. We dismantle offer from someone remembering this is (1) a Bonanza, (2) it has many Bonanzas for parts! A thru P, M thru V35A-B, A36, B36, a running engine, and (3) it has VFR avionics. Nice clean-flying Debonair, A-F33. Email [email protected] or call requests airplane. Info at [email protected]. 114799 (697) to 530-661-1696. Visit our web page, www.bonanzaparts.biz. 562

Seeking S35 Partner – KPGD – 1964 S35 V-tail. Punta Gorda, Dual Yoke Rental. Baron/Bonanza. $300 plus shipping for FL, 508-868-7971 or [email protected]. 158483 first 2 months, $125/mo thereafter. Steve Weaver 843-475- 6868 (WV). 481 1967 Foxstar C55 Baron – Dual Aspen, Garmin 420W, charts, Elevators, 33 thru Baron. FAA-approved repair station #209-53. weather, winglets, IO-550s. Dual EI multi-function gauges, wired to Biggs Aircraft. 405-258-2965, Fax 405-258-3016. 486 audio alarm. Total Time:4325, Engine 1 Time:945 SFRM, Engine 2 Time:945 SFRM, Prop 1 Time:165 SMOH, Prop 2 Time:165 SMOH. Bought King Air. Ready to sell. $129K OBO. (325) 656-1203, cri@ creeksiderural.com 146021

INSTRUCTION

Bonanza, Baron and P-Baron Instruction – Gold Seal and Master CFI. Insurance approved P-Baron initial and recurrent training, Garmin and G-1000 instruction, insurance check-outs, instrument and ME ratings, assistance with purchases. Gerry Parker, 713-826-6663 (TX), [email protected]. 475 SmartSpace Extended Baggage for Beechcraft 36/A36 Canadian Beechcraft Training - All Bonanzas, Barons, Dukes, STC/PMA Get more space! Give your pre-1979 A36 the same King Airs. Former Beechcraft dealer. aerospace engineer, test baggage capabilities as the latest G36! Adds approx. 11cu/ pilot. 43 years, 20,000 hrs., Insurance Approved Instruction to ft of storage and can accommodate 70lb of baggage. Same highest Canadian Standards. Initial, Re-current, Instrument, and footprint as G36 rear baggage with no changes to aircraft ME Ratings, TC Authorized Person. Broker /Agent for Purchase exterior. All aluminum construction with innovative cargo and Sale. Aircraft Management Services. Own Bonanza, will travel. net & integrated seat straps. Removable in minutes for easy (705) 441-2155, [email protected] 180693 maintenance access. Typical installations can be completed in 1-2 days. www.ApproachAviation.com 978-314-4626 148958

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 75 www.bonanza.org

Landing Gear Repair and Overhaul – Are your landing gear leaking or need a Excellent freshening up? Delta Strut specializes in Rainbow Trout the repair and overhaul of the following Fishing! Beechcraft Aircraft: Model 33, 35, 36, 45, 56TC, 58, and 95. Check us out on 4000 Foot Airstrip • Airport CAF4 Facebook, visit us at www.deltastrut.com, or call (559) 441-1316. 156033 www.tsuniahlakelodge.com Lodge: (403) 987-9258 [email protected] Message: (250) 392-5612 Under wing fuel vent tube repair kit. P.O. Box 4685, Williams Lake, B.C. Canada V2G 2V7 Stainless. $98. Heino Moeller, 714-394- 6609. 655

Fuel tank/bladder leak repair. We specialize in fuel tank removal and installation for leak repair. No more leaking bladders now. Call Robert Boehnlein 706-573-5699 or email robert@ columbusaeroservice.com. Columbus, GA. God bless and see ya soon. 668 Parts for sale – De-ice boots, bladders, southwind heater and blowers with fuel pumps, all are new or overhauled w/8130’s, 3 in 1 gauges, fuel gauges all with 8130’s. [email protected]. email with p/n’s or needs. 658

Reskin Your Elevators in “Aluminum.” “No more Corrosion Problems.” Models 33, 34, 36, 95, 55, and 58. Replace one elevator at a time. Exchange and paint available. One price covers all. Built in certified. Fixtures by Experienced Technicians FAA CRS U5LRO68X FAA-PMA (877)364-8003 or 952-447-7737. Email: [email protected]. Web: www.srsaviation.com 463

FLIGHT CONTROLS RESKINNED – Flaps, ailerons and ruddervators 33 to King Air. Exchange and paint available. One price covers all. Built in certified Fixtures by Experienced Technicians. FAA CRS U5LRO68X FAA-PMA. (877)364-8003 or 952-447-7737. Email: [email protected]. Web: www.srsaviation.com. 462

ENGINE BAFFLE – Replace your 470 series or E225 engine Baffle with PMA Engine Baffle, Twice as thick as OEM. Also available are PMA push pull handles (aluminum). FAA CRS U5LRO68X FAA- PMA (877)364 8003 or 952-447-7737. Email: [email protected]. Web: www. srsaviation.com. 705

76 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

ENGINES – IO-520BA – ‘O’ SMOH, Complete with New Cylinder REAL ESTATE & GETAWAYS Fuel systems, magnetos, harness and starter. Outright or Exchange. One Stop Aviation (760) 721-1389 or email rick@onestopaviation. SPRUCE CREEK FLY-IN REALTY – RESIDENTIAL AIRPARK, com. 700 www.fly-in.com. Daytona Beach, Florida. ABS Sponsor, members. Home of over 60 Bonanza’s and Baron’s. Gated Country Club Cylinders – Hard to find E-Series Cylinders, plus IO-470 & IO-520 Community with its own Airport, 4000’ paved runway x 180’ Overhauled Stud Assy. One Stop Aviation (760) 721-1389 or email wide, 6/24. Private GPS approach. (CTAF122.725). Taxiway Homes [email protected] 699 from $540,000, condo’s from $130,000. Golf/Nature Homes from $180,000. Lenny Ohlsson, Broker, SPRUCE CREEK FLY-IN REALTY, Spar Mod. Kit Installation Bonanza/Baron. Calkins Aero 800-932-4437, email: [email protected]. 477 Service, Inc. – Houston, TX. 281-579-6674, [email protected]. 491 Threshold Ranch Residential Airpark. Brief description: Mike’s Upholstery: Custom interiors, singles-light twins. FAA Premium Texas residential airpark in NW San Antonio/Boerne certified. Same location since 1968. North Omaha Airport (3NO). area. Large 3/4 to 1 acre lots starting in the 80’s. Gated, City water, Omaha, NE. Mike Roney. 402-572-8788. 490 underground electric/gas, curbed streets, paved backyard taxiways. IFR full service airport (5C1). Thresholdranch.com. Kevin Best Engine Upgrade? STC’d IO-550-B Engine Conversions for S35, 210-260-5111. Contact e-mail: [email protected]. 626 V35, V35A, V35B, C33A, E33A, E33C, F33A, F33C, G33, 36, and A36 Bonanzas. IO-470C or IO470-N Engine Conversions for A35 WANTED thru G35 Bonanzas & 33 thru F33. Other Mods, shoulder harness assemblies, instrument panel conversions, SS battery boxes, seat Bonanza Wanted – Hey Folks, I am looking for a good solid conversions. All Bonanza Mods. Hammock Aviation Services, Inc. “turn key” IFR Straight tail Bonanza. Hoping for as many bells 972-878-8505. Ennis, TX. 487 and whistles as possible with a low-time engine...NDH. Price range from 125k to 175k. Any contacts - ideas or suggestions Greatly Dual & Single Control Yokes. Large handles, trim knobs, all appreciated ! Retired combat veteran. Pat McGinn 770-229-1725. misc. parts for control yokes, exchange your faded & cracked 183195 handles for our like new refinished ones. Exchange singles for dual & vice versa. Call for quote, we buy any duals, singles or any MISC parts. Air Mech, Inc., 580-430-1414, email: [email protected]. For 20 years: Being your best source for affordable yokes is our CoolTravelStuff specializes in finding unique items for the pilot specialty. 474 and traveler. From safety to convenience to beautiful leather wear. See us at: www.cooltravelstuff.com. 423-618-9555. ABS members Coverups By Denise. Expanded vinyl gear & flap actuator covers receive a 15% discount. 152930 for Bonanzas and Barons. Uplock cover set – old style $52, new style $68. Nose retract rod cover – $52. Nose steering rod cover - $27. Wing flap actuator cover set - $63. Main gear chamois retract arm cover set - $76. Intergear door chamois - $54. All prices plus shipping. Call or email Denise at [email protected], 321-725- 9226. 489

Seat Specialists - Seat recline cylinders repaired, seat repair, seat replacement parts. Call Chuck at AvFab (660) 885-8317 or [email protected]. 482

Tables, new and used available. Contact Chuck 660-885-8317 or [email protected]. 483

BARON A/C STC KITS FOR SALE! Cool Air™ approved for 55 thru 58TC series Barons. Total electric, remote mounted. Capable of ground cooling, lightweight R134 certified. Call Gary Gadberry at Aircenter, Inc. 423-893-5444 (TN) or email [email protected], www. aircenterinc.com. 480

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 77 www.bonanza.org

ABS Board Term Expires Term Expires The Board of Directors shall consist of nine members elected from and by the membership of the Society. President: Six (6) directors shall be residents of any of the United Paul Lilly (Area East) 2021* Executive Committee member: States (one (1) of those directors may instead be a 2123 Springwater Lane resident of a foreign country) and three (3) directors Mark Taylor (At Large) 2022 Port Orange, FL 32128 shall be residents of Areas East, Central and West, 6114 Avocetridge Drive respectively, one (1) director from each area: Phone: 443-803-8656 Lithia, FL 33547 [email protected] Phone: 402-670-0317 Area East: Alabama, Connecticut, Delaware, Florida, [email protected] Georgia, Indiana, Kentucky, Maine, Maryland, Vice President: Massachusetts, Michigan, New Hampshire, New Jersey, New York, North Carolina, Ohio, Pennsylvania, Rhode (Area Central) 2022* (At Large) 2023 Greg Stratz CK Lee Island, South Carolina, Tennessee, Vermont, Virginia, W7534 County Road T 7109 Waldon Ct Washington D.C., West Virginia, Canada and all other Fond du Lac, WI 54937 Colleyville, TX 76034 foreign countries except Mexico. Phone: 920-539-6111 817-421-2613 [email protected] [email protected] Area Central: Arkansas, Colorado, Idaho, Illinois, Iowa, Kansas, Louisiana, Minnesota, Mississippi, Missouri, Kelly McBride (Area West) 2021* Montana, Nebraska, Nevada, New Mexico, North Secretary: 22141 Alizondo Dr Dakota, Oklahoma, South Dakota, Texas, Utah, Michael Madigan (At Large) 2022 Woodland Hills, CA 91364-6102 Wisconsin, Wyoming and Mexico. 539 Shore Acres Ave. Phone: 213-494-0388 Area West: Alaska, Arizona, California, Oregon, North Kingstown, RI 02852 [email protected] Washington and Hawaii. Phone: 917-640-3932 [email protected] Derek DeBastos (At Large) 2023 9355 Poundstone Pl Past Presidents Greenwood Village CO 80111 1967 - 1971: B.J. McClanahan, MD * Treasurer: 202-258-1711 1971 - 1973: Frank G. Ross * Phil Jossi (At Large) 2021* [email protected] 1973 - 1975: Russell W. Rink * 4163 E Scorpio Pl 1975 - 1976: Hypolite T. Landry, Jr., MD Chandler, AZ 85249 Stephen Hammers (At Large) 2023 1976 - 1977: Calvin B. Early, MD, PhD* 6234 Belle Rive Dr Phone: 308-440-5143 1977 - 1978: Capt. Jesse F. Adams, USN(R) * Brentwood TN 37027 [email protected] 1978 - 1979: David P. Barton * 615-479-7195 1979 - 1980: Alden C. Barrios* [email protected] 1980 - 1981: Fred A. Driscoll, Jr.* 1981 - 1983: E.M. Anderson, Jr.* 1983 - 1984: Donald L. Monday * 1984 - 1985: Harry G. Hadler * ® 1985 - 1986: John E. Pixton * Pilots N Paws 1986 - 1987: Charles R. Gibbs is an online meeting place for 1987 - 1988: Joseph McClain, Ill* pilots and other volunteers 1988 - 1989: Lee Larson * 1989 - 1990: William H. Bush * who help to transport rescue animals by air. 1990 - 1991: Ray L. Leadabrand * The mission of the site is to provide a user- 1991 - 1992: James C. Cassell, III * friendly communication venue between those 1992 - 1993: Warren E. Hoffner that rescue, shelter, and foster animals; and 1993 - 1994: John H. Kilbourne pilots and plane owners willing to assist with 1994 - 1996: Barrie Hiern, MD * the transportation of these animals. 1996 - 1997: Ron Vickrey 1997- 1998: Willis Hawkins * Joining is easy and takes just a 1998-1999: William C. Carter minute of your time. 1999- 2000: Tilden D. Richards 2000 - 2001: Jon Roadfeldt www.pilotsnpaws.org 2001- 2002: Harold Bost 2002 - 2003: Jack Threadgill * 2003 - 2004: Jack Hastings, MD 2004 - 2006: Craig Bailey 2006 - 2007: Jon Luy 2007 - 2008: Arthur W. Brock 2008 - 2009: Bill Stovall 2009 - 2010: Ron Lessley 2010: Stephen Blythe 2010 - 2011: Lorne Sheren, MD 2011 - 2013: Keith Kohout 2013 - 2015 Robert Goff 2015 - 2016: Cameron Brown 2016 - 2017: Paul Damiano 2017-2018: Howard Johnson 2018-2019: Jay Burris 2019-2020: Phil Jossi

* Deceased

78 AMERICAN BONANZA SOCIETY August 2020 www.bonanza.org

Regional & International ABS Events Societies Visit these websites for more information. AUSTRALIAN BEECHCRAFT SOCIETY Additional details or notice of cancelation due to the coronavirus pandemic are available at www.abs.org.au www.bonanza.org/events. More extensive coverage of Regional Society fly-ins can be found BONANZA CLUBE DO BRASIL on their websites (see web addresses at right). www.bonanzaclube.com.br EUROPEAN BONANZA SOCIETY www.beech-bonanza.org MIDWEST BONANZA SOCIETY AUGUST 11 NOVEMBER 10 www.midwestbonanza.com ABSWeb – webinar ABSWeb – webinar NORTH EAST BONANZA GROUP www.northeastbonanzagroup.com NORTHWEST BONANZA SOCIETY www.nwbonanza.org ROCKY MOUNTAIN BONANZA SOCIETY AUGUST 13-16 DECEMBER 8 www.rmbonanza.org ABS Service Clinic – Greeley, CO ABSWeb – webinar PACIFIC BONANZA SOCIETY Hosted by Western Plains Aviation www.pacificbonanza.org Please continue to check the SOUTHEASTERN BONANZA SOCIETY ABS website for all current event www.sebs.org information as changes may occur. SOUTHWEST BONANZA SOCIETY SEPTEMBER 8 www.swbonanza.org ABSWeb – webinar

SEPTEMBER 17-20 ABS Service Clinic – Fishers (Indianapolis), IN Hosted by Tom Wood Aviation

SEPTEMBER 24-27 ABS Service Clinic – Lubbock, TX Hosted by Lubbock Aero

OCTOBER 1-4 ABS Service Clinic – Olivehurst (Marysville), CA Hosted by Honeycutt Aviation

OCTOBER 13 ABSWeb – webinar

OCTOBER 29 - NOVEMBER 1 ABS Service Clinic – Venice, FL Hosted by Sarasota Avionics & Maintenance

NOVEMBER 5-8 ABS Service Clinic – Ramona, CA Hosted by Cruiseair Aviation

Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 79 www.bonanza.org Display Advertising Index Display Advertising Director: John Shoemaker 2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684 • Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 • E-mail: [email protected] NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions of advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS. Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations.

A/C Systems...... 26 Great Lakes Aero Products...... 49 Aerox Aviation Oxygen Systems...... 19 Hartwig Aircraft Fuel Cell...... 65 Aircraft Door Seals LLC...... 53 Insight...... Inside Back Cover Aircraft Insurance Agency by Duncan...... 55 JPI Insturments ...... 47 Aircraft Spruce & Specialty Co...... 33 Kalamazoo Aircraft...... 59 Airfleet Capital ...... 48 Kelly Aerospace...... 74 Air Mod...... 50 Knots 2U, LTD...... 27 Alpha Aviation Inc...... 39 Lighthawk...... 68 Angerole Inc ...... 51 Main Turbo Systems Inc...... 19 Arrell Aircraft Sales Inc...... 51 Marsh Brothers Aviation...... 12 Assured Partners Aerospace...... 53 McFarlane Aviation ...... 55 Avemco Insurance Co...... 29 Micro AeroDynamics...... 24 Avian Aeronautics Inc...... 60 Midwest Aviation Services ...... 79 Aviation Design...... 11 Murmer Aircraft Services ...... 71 Avstar Aircraft of Washington...... 22 NAFI–National Association of Flight Instructors ...... 76 Avstat Aviation Inc...... 68 Niagara Air Parts Inc...... 65 Baker Aviation...... 72 Performance Aero Inc...... 40-41 BAS Inc...... 45 Performance Aircraft Parts...... 56 B&C Specialty Products Inc...... 59 Pilots N Paws ...... 78 Beaver Air Services...... 56 Poplar Grove Airmotive Inc...... 67 Biggs Aircraft...... 45 Precision Hose Technology...... 38 Bruce's Custom Covers ...... 78 Quality Aero Maintenance...... 31 Butler Avionics Inc...... 60 RAM Aircraft LP...... Back Cover Carolina Aircraft...... 4 Rocky Mountain Propellers Inc...... 43 CIES Corp...... 79 Ryan Machine...... 56 Cincinnati Avionics (Sporty’s) ...... 13 Sarasota Avionics...... 23 Columbus Aero Service Inc...... 21 Select Airparts...... 9 Cruiseair Aviation Inc...... 66 Short N Numbers...... 47 Cygnet Aerospace Corp...... 69 Siepser Innovations...... 31 DBM ...... 37 Sky Addict Aviation...... 68 Double M...... 11 Southern Aero Services ...... 34 D’Shannon Aviation...... 3 Superior Air Parts ...... 44 Eagle Fuel Cells...... 13 Tornado Alley Turbo Inc...... 61 Factory Direct Models...... 70 Tsuniah Lake Lodge...... 76 Falcon Insurance Agency Inc...... Inside Front Cover Tug N Go Aircraft LLC...... 50 Gallagher Aviaton LLC...... 3 VAL Avionics...... 34 G&D Aero Products Inc...... 71 Whelen Aerospace Techology ...... 49 Gemco Aviation Services Inc...... 70 Wilco Inc...... 11 General Aviation Modifications...... 66 Genesys Aerosystems...... 5

80 AMERICAN BONANZA SOCIETY August 2020 Volume 20 • Number 8 AMERICAN BONANZA SOCIETY 3