MAY 2021 • VOLUME TWENTY-ONE • NUMBER 5

AMERICAN BONANZA SOCIETY

The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts We’d Just Like to Say… Thanks Falcon Insurance and the American Bonanza Society For over 20 years, Falcon Insurance and the American Bonanza Society have worked together toward a common goal of promoting the safe enjoyment of all airplanes. Your Beechcraft. Nothing brings us greater joy than working with such enthusiastic owner-pilots and finding the best prices for your aviation needs, and knowing that in doing so, we are encouraging safe flying by supporting ABS’ development of new and improved flight safety training programs. And for that, we say thanks. Thanks for letting us be a part of the for single engine aircraft – to major airports – and everything in between American Bonanza Society and the Air Safety Foundation… and thanks for trusting us with your insurance needs.

Barry Dowlen Henry Abdullah President Vice President & ABS Program Director

If you’d like to learn how Falcon Insurance can help you, Falcon Insurance Agency please call 1-800-259-4ABS, or visit http:/falcon.villagepress is the Insurance Program Manager for the ABS Insurance Program .com/promo/signup to obtain your free quote. When you do, we’ll make a $5 donation to ABS’ Air Safety Foundation.

Falcon2 Insurance Agency • P.O. Box 291388, Kerrville,AMERICAN TX BONANZA 78029 SOCIETY • www.falconinsurance.com • Phone: 1-800-259-4227May 2021 We’d Just Like to Say… CONTENTS May 2021 AmericA n Thanks BonAnzA Society 2 President's Comments: Cultivating Passion Falcon Insurance and the American Bonanza Society May 2021 • Volume 21 • Number 5 By Paul Lilly For over 20 years, Falcon Insurance and the American Bonanza Society ABS Executive Director J. Whitney Hickman 4 Operations have worked together toward a common goal of promoting the safe ABS-ASF Executive Director & Editor By J. Whitney Hickman and Thomas P. Turner enjoyment of all Beechcraft airplanes. Your Beechcraft. Nothing brings us Thomas P. Turner Associate Editor greater joy than working with such enthusiastic owner-pilots and finding George Brown Managing Editor the best prices for your aviation needs, and knowing that in doing so, Jillian LaCross we are encouraging safe flying by supporting ABS’ development of new Technical Review Committee Tom Rosen, Stuart Spindel, Bob Butt, OWNERSHIP/MAINTENANCE and improved flight safety training programs. and the ABS Technical Advisors Graphic Design 12 Beechcraft of the Month: And for that, we say thanks. Thanks for letting us be a part of the Rachel Coon Printer Passion, Dedication, and for single engine aircraft – to major airports – and everything in between American Bonanza Society and the Air Safety Foundation… Village Press, Traverse City, Michigan American Bonanza Society magazine (ISSN 1538- Attention to Detail and thanks for trusting us with your insurance needs. 9960) is published monthly by the American Bonanza Society (ABS), 3595 N Webb Rd Ste 200, Wichita, 1960 M35 N9311Y (D-6503) KS 67226-8192. The price of a yearly subscription is included in the annual dues of Society members. Periodicals postage paid at Wichita, , and at By Seth Hensel additional mailing offices. No part of this publication may be reprinted or duplicated without the written permission of the 24 ABS-Type Aircraft Fleet Executive Director. The Society and Publisher cannot accept responsibility for the correctness or accuracy of the matters printed herein or for any opinions 32 Baron and Travel Air: expressed. Opinions of the Editor or contributors do not necessarily represent the position of the Society. Hangar for Annuals Articles or other materials by and about organizations other than ABS are printed in the American Bonanza By George Brown Society magazine as a courtesy and member service. Except as expressly stated, their appearance in this magazine does not constitute an endorsement by ABS of the products, services or events of 50 PIREP: ABS Online such organization. Publisher reserves the right to reject any material submitted for publication. Learning Center Membership Dues: DEPARTMENTS • One Year Domestic (US//) – $85 (USD) By George Brown • Two Year Domestic (US/Canada/Mexico) – $150 (USD) 10 Welcome New Members • Three Year Domestic (US/Canada/Mexico) – $200 (USD) • Digital One Year (US/International) – $85 (USD) 22 Beechcraft Heritage Museum • Digital Two Year (US/International) – $150 (USD) • Digital Three Year (US/International) – $200 (USD) Renews Support of ABS/ASF • One Year International - $125 (USD) FLYING • Two Year International– $230 (USD) 35 GA News • Three Year International– $320 (USD) • Additional Family Members – $45 each 16 Bonanza Volksmarch 49 ABS Aviators • Life membership – $1400 Contact ABS Headquarters for details. By George Steed 49 Surly Bonds Barry Dowlen Henry Abdullah Postmaster: Send address changes to American Bonanza Society magazine, 49 Life Membership President Vice President & ABS Program Director 3595 N. Webb Road Suite 200, Wichita, KS 67226-8192. © Copyright 2019. 36 Alaska by Magic Carpet 54 Beechcraft History Send Articles/Letters To: American Bonanza Society Magazine Publication Office, 3595 N. Webb Road Suite By Jim Castillo 60 Member Spotlight 200, Wichita, KS 67226-8192, Tel: 316-945-1700, Fax: If you’d like to learn how Falcon Insurance can help you, 316-945-1710, E-: [email protected], Website: 64 Tech Tips http://www.bonanza.org. Please note: Copy & photos 46 BPPP: Lessons from Falcon Insurance Agency submitted for publication become the property of the 70 Forum please call 1-800-259-4ABS, or visit http:/falcon.villagepress Society and shall not be returned. Articles submitted Icing in a V35B is the Insurance Program Manager with pictures receive publication preference. 74 Classified Ads for the ABS Insurance Program By John Rogers .com/promo/signup to obtain your free quote. When you do, The American Bonanza Society serves Beechcraft 78 ABS Board enthusiasts by sharing valuable safety, technical, and educational resources, and by promoting interaction 56 Command Pilot: Build Complexity 79 Event Calendar we’ll make a $5 donation to ABS’ Air Safety Foundation. among and advocacy on behalf of its members. By Thomas P. Turner 80 Display Advertising Index

Falcon Insurance Agency • P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com • Phone: 1-800-259-4227 Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 1 PRESIDENT'S COMMENTS AmericA n BonAnzA Society

By Paul Lilly ABS exists to promote aviation safety and flying enjoyment through education and information-sharing among owners and operators of Bonanzas, Barons, Debonairs and Travel Airs throughout the world. Cultivating Passion

www.bonanza.org 3595 N Webb Rd Ste 200, Wichita, KS 67226-8192 t some point in our there was that moment, that , Tel: 316-945-1700 • Fax 316-945-1710 e-mail: [email protected] that eventually grew into our passion for aviation. Did the spark alone put us on that path, or did we need some sort of support Office Hours: Monday thru Friday; 8:30 am – 5:00 pm or understanding to determine if it truly interested us? I often (Central Time) A wonder what makes us who we are, how we became interested in things we ABS Executive Director J. Whitney Hickman, [email protected] follow, and how we get to where we are in our lives. I believe those sparks need

ABS-ASF Executive Director cultivation to grow. Thomas P. Turner, [email protected]

Technical Questions [email protected] or 316-945-1700

BPPP Questions [email protected] or 316-945-1700

Membership and Events [email protected]

ABS Pilot Shop www.bonanza.org/store

Membership Services • Monthly ABS Magazine • Technical Advice and Parts Sourcing • Beechcraft Specific Pilot Training • Special Members-Only Website Content • Aircraft Inspection Program • Beechcraft Maintenance Guides, DVDs, Merchandise and Apparel • ABS Fly-Ins & Events • Aircraft Prepurchase Assistance • Mechanic & Flight Instructor Training • Regional Societies On a flight back to the East Coast, my son-in-law asked if he could have his pic- • Aircraft Insurance Program ture taken with the pilot. The older I get, the younger these guys look! The boy is • Professionally Staffed Headquarters my grandson. They were flying back from San Jose to Baltimore a few Halloweens ago, and that was his Halloween costume. During the flight the stewardess kept coming back to his seat and asking, "Would you like another milk, captain?" The crew got a real kick out of it. It was about four years ago.

2 AMERICAN BONANZA SOCIETY May 2021 Likely, there was a person in our lives eager to share this part of his life because who was there at the right time, not only he felt it had value and he could use it to to complete the picture but to remain avail- add something to my life, which he did. able for ongoing cultivation. At least that Being able to share probably gave him is how it happened for me, and I expect a great deal of satisfaction, a feeling of for many of us as well. giving back. It was a win-win. As a child, our family lived at the end of Sharing your experiences to cultivate a street in a rural area of western Pennsyl- a passion in others is generally not a vania. A set of railroad tracks ran along the scheduled item on your to-do list. It occurs back of our property, then curved just past at impromptu moments, created by the us and along the side, preventing exten- chance occurrence. We have all seen the sion of the road and further development. young child outside the airport fence, On the other side of the tracks was a hay fingers clenched tight around the chained field; a rather nondescript, boring view, links, looking in, wondering if there is with occasional bails of newly rolled-up something there for him. Take a moment hay. Whenever I went to play outside, I to add a little spark to that young per- would always make a quick scan and take son’s life. in the view of what the day had to offer. The field on the other side of the tracks merited very little time in my scan. One day, the boring view changed. Across the tracks, sitting in the middle of the field, was something I had never seen before. A bright yellow contraption of some sort, unlike the occasional farm equipment I would sometimes see. It didn’t belong there, and I had to alert my father. Of course, this was a small plane, likely a Piper Cub or Aeronca Champ, being that it was yellow. My father explained it probably ran out of fuel or had an en- gine problem. Or maybe the person who had flown it was a friend of the man who owned the hay field and was visiting him. My father didn’t stop with that simple explanation, though it probably would have been enough. He noticed the curi- osity in me and felt there was a lot more he could share. My father was an aircraft mechanic during WWII. He never talked about it before, but he took the opportunity then to tell me of his experiences with airplanes and pilots – how and why they were used during the war, and after. These stories and the new knowledge from my father brought to life what an airplane was, which made it real to me. A few days later the plane was gone. I never saw it land or take off, but the stories my father told me gave meaning to it. I realized years later his sharing of his experiences was not just for me. He was

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 3 www.bonanza.org

OPERATIONS ABS By J. Whitney Hickman

Airplane for Sale

hey say the best two days of your life are the day you buy an airplane, and the day you sell an airplane. I had two good days in about a week’s time. The market for airplane sales is comparable to the housing market—it’s hot. So hot that aircraft are selling within a day. I put my 1961 Cessna 172 on the market and within a few hours I had a couple of T interested buyers. Within four days of listing I had approximately 40 phone calls or of interest. I sold the airplane to the first guy who called me, on a Wednesday evening, and N7599X left my hangar for Florida the following Sunday morning. I was extremely lucky that I didn’t have to mess around with several different inquires.

If you are in the market for selling or even purchasing an insurance agent may be able to help you determine the airplane, there were a few lessons I learned during the process: airplane’s current value also. I think you will find there may be a difference from one valuation source to another based on how ● It is not hard to put your airplane up for sale. In fact, it can be done in about 15-20 minutes. You just have to make up your each evaluates condition, avionics and other specialties added. mind that it’s the right thing to do! You also must understand ● Be honest and up front with the new potential buyer. There that you might not have an airplane for a while because, if should be no “gotchas” that could come back to haunt you later. you’re like me, I needed to sell mine first to be able to afford ● Make sure the purchaser is serious about buying your airplane. the next one and I didn’t have two hangars for both planes How do you know that? You don’t, but ask questions and (more on that later). establish your expectations and timelines for when you might ● Do your homework on a fair asking price both when buying move on to the next potential offer. and selling. Take the time and do a couple of different aircraft ● Make sure your logbooks are up to date and completed with all valuations from different agencies and organizations. Your 337s, STCs, and the AD list in order. It works best to keep these in a separate binder and not crammed in the airframe log. This is very important and will be impressive to the new owner. Farewell, N7599X, a great first airplane ● Keep your spec sheet updated. It’s not uncommon when you purchase an airplane to never look at the spec sheet again until you want to sell it. Over the years you will forget all the add-ons and 337s that you performed on the airplane. You will be surprised at the difference in the value of the airplane with radio, avionics, and engine upgrades. Probably the number one question an owner will be asked is, how much time is on the engine? Keep that current on your spec sheet. Pay attention to all the details.

● You cannot have enough pictures of your airplane. Most sites have a maximum number of pictures you can post. Be sure to post the maximum available…the potential buyer

4 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

will want more. Potential buyers who contacted me wanted all sorts of detail shots of the panel and the engine with the cowling removed. Be ready to take more pictures if a serious buyer demands.

ow the “later” part: I am excited to announce the purchase of my new 1962 Debonair. I personally know the mechanic N and the last two owners who have maintained and flown N1447G and I believe I am in good hands. I have a solid aircraft that has been well maintained and the owners put the necessary upgrades into it to make it very attractive, including the 260 horsepower IO-470N engine, an Aspen Evolution flight display ABS Senior Technical Advisor Bob Ripley with N1477G, my 1962 with a Garmin G5 backup, a Century 2000 autopilot, and the JPI 35-B33 Debonair. 930 primary engine display and monitor. My Debonair comes with both a single- and a dual-control yoke, which is good because I have to get my High Performance and Complex endorsements to want to preserve your airplane’s value, so it is available when you fly it, and a BPPP completion certificate and at least 25 hours of decide it’s time for the next generation of owner. dual instruction in it before my insurance covers me as pilot-in- Now, I’m one happy Debonair owner. I’ll write more about my command. Now it’s time to learn the airplane and go fly! Thank transition to Beech pilot and owner in future articles. you, N7599X for memories as my first airplane…you were a true joy! Another lesson: Most of us want to purchase a used Beechcraft EAA Oshkosh, July 26-August 1 that is sold to us in good condition with excellent maintenance, After everybody’s one-year hiatus, ABS returns as a major upgrades as needed or desired, and annuals that catch and address exhibitor at EAA AirVenture, July 26 - August 1 in Oshkosh. We all squawks on the aircraft. Don’t cheat on your Beech maintenance will again be located at lots 334-336 (across from Theater in the because of what it will cost to fix any issues. It will come back to Woods). At this time we do not know the precise logistics of how bite in the long run when you want to sell your airplane. Another our hospitality tent will work, for instance, the number of people gotcha is buying unapproved parts or deferring maintenance. allowed in tent at one time, whether food and drink giveaways The cheapest way is not always the best way, especially if you will be permitted, if we will be able to hold ABS Tent Topics want to preserve your airplane’s value. When the time comes for seminars (because of tent capacity limits), other social distancing the pre-buy inspection, a reputable Beech mechanic or shop will requirements, masks, etc. EAA is being very transparent about find the squawks that you failed to fix over the years. Now your requirements as they change, but much of any restrictions that airplane becomes worth considerably less and it has the potential may apply are out of EAA’s hands and may change up to the to ruin the entire experience for both you and the buyer. I see and time of the event. Please be prepared for any new requirements hear about this sort of thing a lot with members buying or selling while visiting the ABS tent and know that if restrictions exist, it’s a Beechcraft. Remember that is not building or because of local and state requirements. ABS expects to have selling the number of Bonanzas and Barons it did, even in 2008. more information from EAA after May 1st. We need to preserve the fleet as long as we possibly can, and you The ABS Display Plane will be a beautiful 1947 Bonanza owned by Life Member Scott Crane of Poplar Grove, . This display is part of our kickoff of the 75th anniversary of the first model year of Bonanza production that will culminate in our celebration at the 2022 ABS Convention. ABS is planning the Annual Dinner at Brighton Acres on Tuesday, July 27th beginning with a social at 5:15 p.m. and dinner beginning at 6:00 p.m. There will be bus pick-up beginning at 4:45 p.m. at the EAA bus park (more information to follow). The cost of the dinner is $46 for adults, $25 for Life Members, and $20 for children. Dinner registration will open May 10th on the ABS website under Events. Tickets will be limited to 275 members and guests for distancing requirements at Brighton Acres and will sell out quickly. We hope to see you there!

Beech Bonanza and Baron production, 2000-2020

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 5 www.bonanza.org

OPERATIONS ASF By Thomas P. Turner

Broadcasts, Oshkosh and Insurance

BPPP LIVE Broadcast – ABS Beechcraft Instructor Crosstalk FREE to ABS Members June 5, 2021 May 15, 2021 The ABS Beechcraft Instructor Crosstalk (BIC) provides an The ABS Air Safety Foundation presents BPPP LIVE opportunity for flight instructors who teach in ABS-type airplanes Broadcast, a series of Beech-oriented online seminars broadcast to share their experiences with instructional techniques and best LIVE on Saturday, May 15, 2021. BPPP LIVE is FREE to all ABS practices. The June 5 BIC will be held online and consist of a members. Four webinars, presented 0900-1530 U.S. Central time series of presentations and answers to viewer questions. Past BICs (1400Z-2030Z), include: have been consistently made up of about a third BPPP instructors

● The Human Side of Flying a Beechcraft with Dr. Loren Sheren and two-thirds other CFIs who teach in Beech airplanes, at least occasionally. It’s a great opportunity for non-BPPP instructors to ● Instrument Approaches: By the Numbers by W. Tim Miller learn from us, and us to learn from them. ● ABS Tech Tips with the ABS Technical Advisors Our planned location waved us off over COVID concerns, so the June 5th BIC will be presented online. This makes it possible for far ● Upset Recovery in Bonanzas and Debonairs by Scott “Gunny” Perdue more people to view and participate. The presentations will also be recorded in webinar format for later viewing. The BIC is free Also, a special preview lesson from the new BPPP Beechcraft to ABS members. Register under EVENTS at www.bonanza.org. Essential Systems and Techniques course: the BEST in Beechcraft pilot training. Call for speakers Complete the series of four presentations and you are eligible to fly with one of over 100 BPPP instructors on your schedule, near Pending word otherwise from EAA, we’re planning ABS’s your location, to earn a full BPPP course completion certificate presence at AirVenture 2021 as normal. We invite your proposal recognized by most insurance providers. More importantly, you’ll to present an ABS Tent Topic in the ABS tent at Oshkosh. ABS Tent be more proficient, more precise and more confident flying your Topics are 50-minute informal presentations on topics directly Beech airplane. Tuition for the approximately four-hour BPPP applicable to safely and efficiently flying, owning and maintaining flight experience is only $450. Beech Bonanza, Debonair, Baron, and Travel Air aircraft. Register to attend the free May 15 BPPP LIVE Broadcast under Tent Topics may also address a commercial product or service EVENTS at www.bonanza.org. The webinars will also be recorded that may be used by owners of these airplanes. and posted in the ABSWeb archives under TRAINING at www. ABS Tent Topics are presented Monday through Friday at bonanza.org. AirVenture. All presentations are made as volunteers to help your (Continued on page 8)

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(Continued on page 8)

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 7 www.bonanza.org

fellow ABS members. If you’d like to make a presentation please send the following to [email protected]: 1. Your name and ABS number. 2. The title of the presentation you’d like to make. 3. A short description of what you’ll cover, and what an ABS member will learn from your presentation. 4. A short biography outlining your qualifications to speak on the topic. 5. The days you plan to be available to present in the ABS tent. We’ll make selections and notify speakers by the end of June.

Another insurance issue A few members have contacted us after learning about a restriction on who can provide flight instruction under their aircraft insurance policy: the flight instructor must be between the ages of 25 and 65. The insurance exclusion is not specific to flight instructors, but an effect of changes to the policy’s Open Pilot Warranty (OPW). The OPW is stated on the Approved Pilots page, and indicates the qualifications required for a pilot who is not named to the policy for the coverage to remain in effect. For example, your policy might state something like this: APPROVED PILOTS: Jane Doe John Doe Any pilot between the ages of 25 and 65 holding at least a valid Private Pilot certificate and Instrument rating, with at least XX total logged hours including XX in the same make and model as the insured aircraft. The intent of the age range, Falcon Insurance President Barry Dowlen tells me, is to avoid having older pilots fly an insured airplane under the OPW when the underwriter will no longer insure a named pilot outside that age range. The catch is that, in general, a flight instructor providing instruction to an approved pilot in that aircraft must also meet the Open Pilot Warranty requirements. One underwriter, London Aviation Underwriters, is now routinely including these pilot age restrictions in the OPW statement. This in effect requires the flight instructor to be within in policy’s OPW age range. At least one other major underwriter is considering a similar restriction in its policies’ OPW, Dowlen advises. Many excellent flight instructors, including several on the BPPP accredited instructor list, are older than 65. A few ABS members have had to cancel BPPP training or change to a different BPPP instructor even when the underwriter requires BPPP as a condition of that member’s coverage. ABS/ASF is developing a proposal to those underwriters who have or will make this change to permit a fully accredited BPPP instructor to provide BPPP training in the aircraft regardless of age, either individually by name or under a blanket statement to the effect of “Any BPPP instructor accredited by the American Bonanza Society for the purposes of training that

8 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

results in the award of a BPPP completion certificate.” I’ll update instructors and the membership if this is successful. Meanwhile, check the wording of the OPW on your aircraft insurance policy. It may have changed with renewal this year (or any year), and tells you who may fly—or instruct in—your airplane with your insurance policy in effect.

Correction In last month’s maga- zine we introduced Mike Thompson as the newest ABS Technical Ad- visor. We incorrectly identi- fied the location of his shop. AVSTAR Aircraft of Washington. AVSTAR’s correct location, of course, is Puyallup, Washington. AVSTAR has long been known as a piston Beech specialty shop, and host to ABS Service Clinics. I apologize for this error.

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 9 www.bonanza.org Welcome New Members ABS extends a warm welcome to the following new members who joined in March 2021:

Jim Afinowich, Scottsdale, AZ Jason Griswold, Concord, MA Georg E Parker, Sarasota, FL Julio Alfaro, Norwalk, CA Erik Groenenberg, New Bern, NC Leslie Pearman, Tupelo, MS Jeff Alsup, Midland, TX Todd Haig, Redlands, CA Mike Peavy, Chico, CA Brian Anderson, Tularosa, NM Kris Hansen, Peoria, IL Gina Pennewell, Encinitas, CA Octavio Argote, Mexico Charles Hanson, Selinsgrove, PA Tres Penny, Chattanooga, TN Raul Avila, Lakeland, FL Joseph Harris, Borger, TX Bernard Peterson, Bardstown, KY Matthew Baer, Murfreesboro, TN Edward Hasler, Sarasota, FL James Peyton, Grand Lake, CO Robert Bale, Sacramento, CA EDWARD HAVAS, , UT Paul Phelps, Madison, WI Olivier Barloy, France Joshua Havill, Hendersonville, TN Darren Pilawski, Spring Hill, FL Ray Barry, Scottsdale, AZ Janice Hawley, Derby, KS Richard Polivy, Reno, NV Alexander Baskerville, Wake Forest, NC Stephen Hecox, Wichita, KS Andrew Pollack, Belmont, CA James Bean, Amarillo, TX Al Henson, Mount Pleasant, SC Travis Powell, Lone , CA Paul Behrens, Crested Butte, CO Kenneth Hoeg, Piscataway, NJ Michael Radler, Fort Worth, TX Manfred Bernhart, Germany Robert Horn, Cache, OK Jeff Ramsey, Nashville, TN Clinton Bersuch, Great Falls, MT Kevin Hourihane, Waterford, VA Jason Rearick, Yucaipa, CA Roger Blethen, Naples, FL Luke Jarrett, Placerville, CA Chris Redman, Mandan, ND Rashell Bole, Auburn, WA Laurence Johnson, Wrentham, MA Jon Reese, Wichita Falls, TX Robert Boston, Atlanta, GA Jeremy Johnson, Riverside, CA Jeremy Ross, Lufkin, TX Dennis Bowen, Colcord, OK Charlie Kearns, Justin, TX Brahm Rossiter, Lemoore, CA Mark Bowker, Bowdoinham, ME Martin Kelly, Louisville, CO Albert Rutherford, Baker, LA Roger Boyle, Lincolnton, GA Adam Kluck, Richland, NE William Schwab, Denver, CO Phil Briddon, Canada Timothy Klug, Chandler, AZ Gina Sevieri, Newport Beach, CA Nathan Briggs, Australia Bryan Knowlton, San Angelo, TX Craig Silverton, Birmingham, MI Michael Brown, Bloomington, IN Tony Komon, Apple Valley, CA Matthew Simms, Davie, FL Patrick Burke, Wahoo, NE Michael Kovac, , CA Kevin Smith, Wallace, CA Chris Chisholm, Zebulon, GA Dave Kroc, Saint Augustine, FL Andrew Smith, Griffin, GA Steve Clapp, Saint Petersburg, FL John Ladley, Augusta, MO James Spearman, Sevierville, TN Chester Clark, Dalton, GA Tyler Lamb, Dawsonville, GA Todd Spink, Mesquite, TX David Clements, Atlanta, GA Darryl Landvater, Williston, VT Christopher Sullivan, Mauldin, SC Gregory Cohen, Gaithersburg, MD Mark Leutwiler, Renton, WA Michael Templeman, Versailles, KY Chad Conner, Clarksville, TN Paul Little, Coronado, CA Elizabeth Tennyson, New Market, MD Lance Cook, Jay, FL Timothy Lloyd, Yorba Linda, CA Steven Tidler, Parker, CO Bryan Courtney, Knoxville, TN Jeffrey Lofland, Battle Creek, MI Christopher Ulcak, Kailua, HI Larry Cunningham, Pittsburgh, PA Josh Lucas, Weyers Cave, VA Geert Vanden Berk, Belgium Michael Davis, Issaquah, WA Kyle Lucas, Fort Worth, TX Clyde Vanel, Cambria Heights, NY Jarrett Davis, Charlotte, NC Daniel Lund, Burlington, WI Richard Vaughan, Sanford, FL Terrance Davis, Corpus Christi, TX Max Maiden, Peachtree City, GA Rene Vidal, Chile Jeremy Delis Balentine, Phoenix, AZ Stanton Mandrell, Grayslake, IL Jonathan Vlasic, Eighty Four, PA Rick Dennee, New Bern, NC David Matherne, D.O., Houma, LA Nicky Watts, Mooresville, NC Brian Dominick, Charlotte, NC Joseph Matissek, New Port Richey, FL Ben Weintraub, Vienna, VA Williams Drummond, Bloomington, IN Mitchell McCarthy, Stamford, CT Keith Whaley, Pigeon Forge, TN Jeff Dyberg, Laguna Beach, CA Bryan McCleve, Los Gatos, CA Steve White, Oxnard, CA Boris Efimkin, Russia John Merritt, Stone Mountain, GA John Widdows, Jersey Michael Eggen, Alameda, CA Seth Miller, Nogales, AZ Tom Wiggin, Lakeside, MT John Eilers, Royal City, WA Daniel Morris, Bossier City, LA Scott Will, Western Springs, IL Tyler Fewins, Menominee, MI Steven Morrison, Branson, MO Kyle Willoughby, Murfreesboro, TN Bill Foster, Port Charlotte, FL Aaron Morrison, Rogersville, MO William Wolters, Encinitas, CA Franz Froehlich, Oceanside, CA Patrick Murphy, Orange City, FL Jason Woodling, Winter Haven, FL Marcus Fuller, Chattanooga, TN David Nance, Penn Valley, CA Scott Woodman, Bellevue, WA Douglas Gottschalk, Batesville, AR Michael Nicastro, Gloucester, MA Bruce Young, Miami, FL Benjamin Green, Corbett, OR David Nicholls, Memphis, TN Jack Griebel, Little Rock, AR Carol Anne Ogden, Lake Forest Park, WA

10 AMERICAN BONANZA SOCIETY May 2021

www.bonanza.org BEECHCRAFT OF THE MONTH

PASSION, DEDICATION, AND ATTENTION TO DETAIL

1960 M35 N9311Y (D-6503) by Seth Hensel, Farmington Hills, Michigan

12 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

was born and raised in Atlanta, Georgia. I developed my passion for aviation as a child going to local airshows with I my father. At the age of 18 I got my Private Pilot’s certificate. From that point on I dreamed of owning my own airplane and flying wherever I wanted, whenever I wanted. A kid can dream!

I went on to graduate from Georgia Tech with a degree in aerospace engineering. Work took me around the country for a while but didn’t involve much personal flying. Through the years I casually passed through 500 hours total time while earning my instrument rating and commercial certificate, but it never really felt like I was reaching any milestones. I’m now only 30 years young and have found myself working as a flight test engineer at Edwards Air Force base in the beautiful Southern desert. At this point I have spent a few years working around many different types of aircraft (most of which I

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can’t afford to touch). However, after years of research and penny pinching, I was finally comfortable with the idea of owning an airplane of my own. Within weeks of beginning my search, I happened across a beautiful Bonanza for sale in my price range and only two hours away. I spoke to the owner on the phone who said: “Once you see it, you’ll have to have it!” Yeah right, I’m not a sucker! I drove up there the next day. It turns out I am a sucker, because I bought N9311Y within a week of laying eyes on her. At the time, I knew next to nothing about the intricacies of owning a V-tail Bonanza. And to think, that was only 18 months ago! Since then, I’ve flown her over 300 hours, and spent a near-equal amount of time getting to know her on the ground. Right now she has 3901.6 TTAF, 506.8 hours SMOH on the 250 HP IO-470C, and a 256.3 SNEW Hartzell two- blade . I plan to fly her 100 hours more by the time you read this, because my Bonanza is one solid airplane.

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EQUIPMENT LIST

• Dual KX-155 Nav/Comm, KMA-24 audio panel

• Garmin GNX 375 ADS-B In/Out I never imagined myself being able to afford such a well performing, beautiful • IFR GPS with LPV approach aircraft. But here I am, going places I would capability have never fathomed while still paying the mortgage. Additionally I've earned my CFI • KI-209 CDI slaved to and CFII in my Bonanza. KX-155 and GNX 375 Every time I go to the airport, it’s a new adventure. The V-tail is guaranteed to start • Speed Slope windshield a conversation on any ramp, so make sure you’re not in a hurry. Especially when your Mooney friend asks you to reduce your manifold pressure so he can keep up during formation flight. All the good times aside… it takes passion, dedication, and an attention to detail to keep an older Bonanza in tip-top flying condition. That’s where the folks at ABS continue to save my bacon. I have yet to find a community more dedicated and supportive than the fine people who run this organization. It is to you whom I owe some of the best times I will ever have. I love my Bonanza, and I love the Society that keeps the gear swinging.

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Bonanza Volksmarch by George Steed

Volksmarching (from German “Volksmarsch,” people’s march) is a form of non-competitive fitness walking that developed in Europe in the mid-late 1960s.

hile we were stationed in Germany during the mid-1980s, every Thursday the Stars and Stripes newspaper would publish a list of Volksmarches to be held the following weekend. These were 5K and 10K walks hosted by towns and communities all over northern Europe, but mostly in Germany. We would pick a couple from a list of 50, W drive to the town, register, walk the route with hundreds of other walkers, get our book stamped, and either proceed to another or just go get lunch.

Here in the States and recently retired, The Lovely Mrs. Steed, a specific date and route that we would walk with many others. deciding that we needed some exercise and, frankly, to get out The other sort of walk, much more prevalent, was akin to a self- more, found that the American Volkssport Association (www. guided tour. Instructions are published and available in a “walk ava.org) was flourishing and offers walks all over the country. box,” which can be found at a library, 7-11 store, hospital, or other The feeling was a little different, as there were neither oom-pah publicly available space. You get the box, take a copy of the route, bands playing nor impromptu beer halls, but we were still able to stamp your own book, drop $3.00 into an envelope, and proceed join others walking around the best parts of local communities. to walk the route. Once connected, we found that there were two kinds of walks. A bit more research on the AVA website informed us that there One, the sort we had been used to, was a scheduled walk with were special challenges. For example, if you wanted to walk only

16 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Over the Oregon Trail: Chimney Rock, Nebraska

2017 Tour Our 2018 trip

routes that contained bridges, you could obtain a book in which you could stamp those walks, and after collecting a specific number qualify for a patch celebrating your achievement. There are challenges for walks at state capitals, walks that go past bakeries, walks that cross borders, etc. One of the special programs is a book that registers a walk in each of the 50 states, another is a walk in 26 cities that begin with each letter of the alphabet. The Lovely Mrs. Steed decided that these were proper quests for us. This is where the Bonanza comes in.

hile you can get to the walks any way possible, the range and speed W provided by a Bonanza combined with the ability to get into small community airports makes walking by easy, Covering the country, one expeditious, and fun. We started in Washington, state at a time North Dakota, and Massachusetts. The next year

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The walk in Massachusetts took us through the campus of Wellesley College.

see the best part of their towns. They’re proud of them, and rightly so. We’ve experienced north, east, south, and west, small towns and cities, inland and three coasts, all interesting and

Plans for June 2021 memorable. The approach into Charleston, West Virginia, was akin to a carrier was Oregon and California. 2017 was for me was less so, but we took “big air” landing. The airport is on a hilltop much huge with a trip to Minnesota, Oshkosh, and ticked off Hawaii. like Catalina Island in California, with no then continuing east and back by way of To date we have 32 of 50 states completed overruns. It was also where we learned Ohio, Pennsylvania, New York, Tennessee, and plans for the other 18. Volksmarching that a hotel reservation in Charleston, Alabama, Georgia, Arkansas, Oklahoma, gets us some much-needed exercise, true. South Carolina, doesn’t do you much Nebraska, North Dakota, and Montana. More importantly, it introduces us to small, good 300 miles north. In Chattanooga, With a trip to Oshkosh and then to Florida quiet, special places that we would never Tennessee, we found the country’s longest and back, 2018 was big. In 2019 a pinched otherwise visit and experience. Walking pedestrian bridge. In Pensacola we got to nerve that precluded B2Osh and AirVenture clubs that publish walks want visitors to revisit the Naval Air Station and scenes of

18 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Chattanooga, Tennessee: The longest pe- Minneapolis, Minnesota: The walk box was an destrian bridge in the country. old school desk on the porch of the walking club president’s front porch.

Every town has something. Erie Canal locks

our youth. In Oklahoma we got to see the Quartz Mountains rise out of the plains like islands out of a calm sea. Ocean Springs, Mississippi, was a charming resort town on the Gulf. Everyone there had a Katrina story. Shreveport, Louisiana, was the walk with the most concrete and asphalt, which ABS2021 wove back and forth through the town. It was also the place where, when passing some gents lounging on a stoop, one commented, “Y’all ain’t gonna get no skinnier!” And I guess he was probably right. We also had our best and most memorable service at Tubreaux Aviation in Shreveport. A crew car, a wagonload of ice for our IcyBreeze at 7 a.m. on the

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 19 www.bonanza.org

Altus, Oklahoma: The Quartz Mountains come up out of the plains. Altus, Oklahoma: Everybody likes a V-tail. ramp, and the friendliest FBO of many boat for a half-hour ride to school. . . and Oshkosh (she’s been there once, thank friendly FBOs across the country. back. . . every day. you). And I just registered for a new The New York walk taught me that the Our scratch-off wall map shows us program, Airports: Celebrating American Erie Canal is still a navigable waterway. where we need to head next. The summer Flight. I just need to find 10 cities with AVA The Pennsylvania walk showed us the of ’21, if things go well, will see us heading walks adjacent to airports and off we go. country’s longest, straightest, narrowest for the northeast. We need most of The adventure never ends. sidewalk, where kids would walk 1.5 miles New England, and N3706Q is just the way from a lighthouse situated on Lake Erie to a to get there. Mrs. Steed will meet me after

The brown states are yet to be walked.

AVA special Airports program

Our Bonanza makes it all possible.

20 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Every stamp is a 5K walk somewhere. Ocean Springs, Mississippi: Everyone had a Hurricane Katrina story.

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Beechcraft Heritage Museum Renews Support of ABS/ASF by Thomas P. Turner

n behalf of the ABS Air Safety Foundation and its Board of Directors, I’m honored and proud to announce O the Beechcraft Heritage Museum in Tullahoma, Tennessee (www.beechcraftheritagemuseum. com) has once again made a major donation to the ABS Air Safety Foundation to support ABS/ASF’s educational efforts to protect lives and preserve the Beechcraft fleet. This is the fourth sequential year the Museum trustees have made a $10,000 gift from the ABS/ASF A36 on display at the Beechcraft Heritage Museum’s Scot Perry Memorial Scholarship Fund to pursue the Beech Party. ABS will be the Beech Party again this year, October 13-16 at Tullahoma. complementary missions of the Beechcraft Heritage Museum and the ABS Air Safety Foundation.

Thank you once again to Charles and the Trustees of the Beechcraft Heritage Museum.

22 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 23 www.bonanza.org ABS-TYPES FLEET PRODUCTION ABS-Type Aircraft Fleet (FAA Registered as of March 31, 2021) Members and vendors often ask for a list of airplane models by serial number, how many of each model was built, the years they were produced, and/or how many are still registered and presumably flying. As of early 2021, here are the answers.

Type FAA Model Produced Model Years Serial Numbers Certificate Notes Registered Number 35 1500 1947-1948 D-1 through A-777 294 13 1947-1948 35s were D-1500 rebuilt by Beech as 35R models in 1951. The 35Rs received revised serial numbers consisting of their original serial number with an "R" suffix in the order they were rebuilt as listed on page 30. As of March 31, 2021, 8 35Rs are among the Model 35s on the FAA registry. A35 701 1949 D-1501 through A-777 165 D-2200, D-15001 B35 480 1950 D-2201 through A-777 151 D-2680 C35 719 1951-1952 D-2681 through A-777 270 D-3400 except D-3293 D35 298 1953 D-3401 through A-777 136 D-3698 E35 301 1954 D-3293, D-3699 A-777 145 through D-3998 F35 392 1955 D-3999 through A-777 192 D-4391 except D-4376 G35 476 1956 D-4376, D-4392 A-777 230 G35 D-4758 was modified through D-4865, as the Be95 Travel Air pro- totype and redesignated D-15002 TD-1. After certification TD-1 was returned to G35 configuration and redesig- nated D-15002. H35 464 1957 D-4866 through 3A15 230 D-5330 except D-5062 J35 396 1958 D-5062, D-5331 3A15 230 through D-5725 K35 436 1959 D-5726 through 3A15 250 D-6161

24 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Type FAA Model Produced Model Years Serial Numbers Certificate Notes Registered Number M35 400 1960 D-6162 through 3A15 231 D-6561 N35 280 1961 D-6562 through 3A15 167 D-6841 P35 467 1962-1963 D-6842 through 3A15 313 D-7309 except D-7140 S35 668 1964-1965 D-7140, D-7310 3A15 463 S35 serial number D-7859 became the D33 proto- through D-7976 type, which did not enter except D-7859 production. V35 662 1966-1967 D-7977 through 3A15 413 79 V35s were modified during production by STC D-8598 to become V35TCs. See the serial number list on pages 30, 31. V35A 470 1968-1969 D-8599 through 3A15 319 46 V35As were modified during production by STC D-9068 to become V35A-TCs. See the serial number list on pages 30, 31. (continued on page 26)

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 25 www.bonanza.org

Type FAA Model Produced Model Years Serial Numbers Certificate Notes Registered Number V35B 1334 1970-1982 D-9069 through 3A15 886 7 1970 model V35Bs were modified during produc- D-10403 tion by STC to become V35B-TCs. See the serial number on pages 30, 31. 35-33 233 1960 CD-1 through 3A15 128 CD-224, CD-233. CD-234, CD-241, CD-246 through CD-250 35-A33 154 1961 CD-225 through 3A15 90 CD-232, CD-235, CD-237 through CD-240, CD-242 through CD-245, CD-251 through CD-387 35-B33 426 1962-1964 CD-388 through 3A15 295 CD-813

(continued on page 28)

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26 AMERICAN BONANZA SOCIETY May 2021 Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 27 www.bonanza.org

Type FAA Model Produced Model Years Serial Numbers Certificate Notes Registered Number 35-C33 305 1965-1967 CD-814 through 3A15 187 CD-1118 35-C33A 179 1966-1967 CE-1 through 3A15 113 CE-179 E33 116 1968-1969 CD-1119 through 3A15 63 CD-1234 E33A 84 1968-1969 CE-180 through 3A15 51 25 E33As were modified in production to E33Cs and CE-289 except carried both a CE-XXX except those and CJ-X serial number, sharing E33C se- listed on pages 30, 31. 6 rial numbers CJ-1 E33As were modified to through CJ-25 US Air Force Pave Eagle I airplanes as listed on pages 30, 31. E33C 25 1968-1969 CJ-1 through 3A15 20 . CJ-25 F33 20 1970 CD-1235 through 3A15 14 CD-1254 F33A 1501 1970-1994 CE-290 through 3A15 983 CE-1791

F33C 88 1970, 1973-1979, CF-26 through 3A15 16 1986, 1987 CJ-114

28 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Type FAA Model Produced Model Years Serial Numbers Certificate Notes Registered Number G33 50 1972-1973 CD-1255 through 3A15 42 CD-1304 36 184 1968-1969 E-1 through E-184 3A15 110 A36 3450 1970-2005 E-185 through 3A15 2428 Includes A36AT airline E-3635 except trainers built primarily for Lufthansa and KLM E-3610 to meet European noise requirements. A36TC 271 1979-1981 EA-1 through 3A15 171 EA-272 except EA-242 B36TC 423 1982-2002 EA-242, EA-273 3A15 298 through EA-695 G36 510 2006-present E-3610, E-3636 3A15 299 As of March 31, 2021. through E-4145 95 301 1958-1959 TD-2 through 3A16 99 TD-1, the Travel Air pro- TD-302 totype, was modifed from G36 D-4758. After certifi- cation TD-1 was restored to G35 configuration and redesignated D-15002. B95 150 1960 TD-303 through 3A16 54 TD-452 (continued on page 30)

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 29 www.bonanza.org

Type FAA Model Produced Model Years Serial Numbers Certificate Notes Registered Number B95A 81 1961-1962 TD-453 through 3A16 32 TD-533 D95A 174 1963-1967 TD-534 through 3A16 73 TD-707 E95 14 1968 TD-708 through 3A16 6 TD-721 95-55 190 1961 TC-1 through TC- 3A16 76 190 95-A55 309 1962-1963 TC-191 through 3A16 97 TC-501 except TC- 350 and TC-371 95-B55 1994 1964-1982 TC-371, TC-502 3A16 924 T-42As are military B55s through TC-2456; with TF-series serial T-42As TF-1 numbers. through TF-70 95-C55 451 1966-1967 TC-350, TE-1 3A16 162 TC-350 was the prototype through TE-451 C55. D55 316 1968-1969 TE-452 throught 3A16 126 TE-767 E55 434 1970-1982 TE-786 through 3A16 220 TE-1201 56TC 82 1967-1969 TG-2 through 3A16 37 TG-1, the prototype, was TG-83 C55 serial number TE-50 modified for certification. A56TC 11 1970-1971 TG-84 through 3A16 3 TG-94 58 2124 1970-2005 TH-1 through TH- 3A16 943 2124 58TC 151 1976-1984 TK-1 through TK- A23CE 80 151 58P 497 1976-1985 TJ-1 through TJ- A23CE 296 497 G58 411 2006-present TH-2125 through 3A16 142 As of March 31, 2021. TH-2536

Totals 26153 13763

SERIAL NUMBERS: 35R D-25R1, D-3R2, D-721R3, D-838R4, D-588R5, D-535R6, D-532R7, D-1424R8, D-944R9, D-1186R10, D-927R11, D-329R12, D-122R14

V35TC D-8036, D-8190, D-8274, D-8385, D-8496 D-8048, D-8194, D-8279, D-8393, D-8500 D-8057, D-8199, D-8286, D-8400, D-8505 D-8064, D-8205, D-8294, D-8407, D-8509

30 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

D-8072, D-8210, D-8300, D-8419, D-8514 D-8075, D-8217, D-8307, D-8427, D-8518 D-8090, D-8225, D-8316, D-8432, D-8526 D-8127, D-8229, D-8323, D-8438, D-8530 D-8133, D-8234, D-8328, D-8447, D-8533 D-8140, D-8239, D-8336, D-8456, D-8540 D-8146, D-8242, D-8346, D-8465, D-8552 D-8153, D-8245, D-8353, D-8470, D-8560 D-8176, D-8249, D-8359, D-8475, D-8567 D-8181, D-8255, D-8366, D-8481, D-8577 D-8184, D-8261, D-8373, D-8485, D-8596 D-8188, D-8267, D-8379, D-8490 V35A-TC D-8606, D-8705, D-8829, D-8901, D-8992 D-8615, D-8715, D-8835, D-8911, D-9001 D-8625, D-8730, D-8842, D-8921, D-9008 D-8628, D-8744, D-8849, D-8930, D-9019 D-8638, D-8763, D-8855, D-8940, D-9027 D-8652, D-8777, D-8861, D-8951, D-9039 D-8662, D-8790, D-8868, D-8961, D-9048 D-8673, D-8810, D-8875, D-8973, D-9055 D-8681, D-8823, D-8887, D-8982, D-9063 D-8694 [email protected] V35B-TC www.ryanaircrafttools.com D-9070, D-9107, D-9180, D-9078, D-9131, D-9088, D-9154 E33Cs carrying both a CE-XXX and CJ-XX serial number CE-236/CJ-1, CE-243/CJ-8, CE-252/CJ-15, CE-261/CJ-22, CE-237/CJ-2, CE-244/CJ-9, CE-253/CJ-16, CE-262/CJ-23, CE-238/CJ-3, CE-245/CJ-10, CE-254/CJ-17, CE-263/CJ-24, CE-239/CJ-4, CE-246/CJ-11, CE-255/CJ-18, CE-269/CJ-25, CE-240/CJ-5, CE-247/CJ-12, CE-257/CJ-19, CE-241/CJ-6, CE-248/CJ-13, CE-258/CJ-20, CE-242/CJ-7, CE-251/CJ-14 CE-259/CJ-21 E33As modified to USAF Pave Eagle I CE-218, CE-222, CE-219, CE-223, CE-221, CE-224

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 31 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].

Hangar for Annuals by George Brown

View from the Baron’s nose toward the half-hangar. On the left is the workbench with the wooden 4x8 table across the floor. At the opposite end of the storage unit are the 3x6 tables. To the right is the cove that houses an airplane’s tail in a full-size hangar.

ince the mid-1980s, the annual airworthiness inspection on my airplane working on the airframe and powerplants. The two sets of upper and lower cowls occurs in my T-hangar. Cowlings, inspection panels, and fairings all come alone take up well over 60 square feet of off and the interior comes out. When all of the routine maintenance tasks floor space, not counting the four cheek are completed (oil and filters, pneumatic filters, spark plugs, wheel bearings, cowls and wing fairings. Six seats, carpet, S floorboards, side and rear walls, spar brake linings, lubrication, and so forth), then my A&P/IA does the inspection. After covers, and so forth occupy a lot of square any defects are repaired, ADs are complied, the airplane is reassembled, and ground footage even if carefully stacked on top of one another. The Baron’s nose and tail run-up and leak check are done, we then complete the paperwork. cones plus all its inspection panels take Preparing for and doing the annual remaining floor space is occupied by up even more of the scarce floor space. inspection in my hangar works well for tools, support equipment, and furnishings. Then to muddy up the waters both me except for one rather sizeable problem. Storing the airplane’s removed components literally and figuratively, any rainwater Given the size of the Baron, a lot of the on the hangar floor leaves no room for always finds its way onto portions of the

32 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Looking into the cove. Removed inspec- tion panels and fairings sat through the annual on the CAP-retired Steelcase tables. Cowlings from both engines sat in the cove along with the nose and tail cones. The interior including all six seats occupied both shelves on the wooden table.

hangar’s concrete floor. The affected amount of floor space and depth of the water is light to moderate depending on the amount of rainfall. But even a thin View from the end of the half-hangar looking towards the Baron. film of water is enough to damage any floor-resident airframe, engine, or interior components. far less than optimal—actually, a royal in August 2020 and vacated the unit. I normally time our annual inspections pain during preflight or any cleaning or Because I had earlier requested first right for late in the year when the Central Texas maintenance. Lesser but similar problems of refusal for that storage unit if it ever weather is unpredictable and can be wet. existed when it was the Hawk’s turn for its came available, I quickly rented it. I also Therefore, everything has to be stored annual airworthiness inspection. told the airport business coordinator up off the floor. Until six years ago when The Baron’s hangar is at one end my renting the unit was a trial balloon. we got the adjacent hangar to house our of a 20-unit T-hangar building with an If storage unit’s additional space proved Hawk XP, the answer has been to load a adjacent half-hangar sized storage unit. worth the expense, I’d keep it; but if not, I’d number of the removed components in our Ever since the building was erected in the vacate it. The coordinator agreed because pickup and haul them home for temporary late 1990s, uniforms and equipment for a few other on-field storage units were storage in our garage. But even tables or the local Civil Air Patrol (CAP) squadron also vacant. other stands loaded with Baron parts and occupied the storage unit; that is, until I had planned to remove one of the 4 situated around and under the Hawk was the squadron moved across the airport x 8 sheet steel wall panels for a walkway

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between the Baron’s hangar and the storage through the effort to move them across the through annuals on the Baron and Hawk, unit. But that plan was soon abandoned. airport. However, the commander seemed the half-hangar workshop has proven itself I was most surprised when the airport to be appreciative they were gone and out as well worth the expense. It has also facilities crew took down the entire wall of her way. served well for those quick one-afternoon separating the storage unit from our hangar. With easy storage for airplane pieces- projects where the removed cowlings, In retrospect I believe all of this rework was parts now available, especially those from seats, or whatever were stored well out of to entice me into keeping the unit. Good the Baron, this year’s annual inspections the way. To me, is working with and flying marketing move—it worked! were a new and enjoyable experience. a Baron worth the extra expense of the The CAP commander had left a wooden (During the Hawk’s annual, I swap half-hangar just to store its parts removed two-deck 4 x 8 table that wasn’t needed in airplanes between our two hangars.) No for maintenance? Sure is! the squadron’s new meeting and storage longer did I feel as though the hangar areas. She also volunteered several was fighting me for space…and winning. “experienced” 3 x 6 Steelcase tables if we Everything removed from the airplanes wanted them. A couple of days later, after went where I had initially envisioned and I moving most of my furnishings and support had lots of room to move around and work. equipment from our hangar into what I Even several rain events during the time of now called the workshop, we accepted the annuals caused me no worries for any the offer for some tables, loaded them in of the stored components. By the way, I had our pickup, and moved them back across not considered writing this article during the airport to their former home. As a side the annuals, so the photos taken in early note, my wife and I had no idea how heavy April were well after the fact. those tables were. We felt badly that we As to the trial balloon I mentioned didn’t take them before the CAP folks went earlier, if only for its utility and convenience

34 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org GA NEWS

Beech Announces 75th Anniversary Bonanza

Textron Aviation’s special edition 75th anniversary blends modern technology with retro styling.

extron Aviation turns to an aviation legend to commemorate a milestone for one of its most iconic aircraft. The special edition 75th Anniversary 2022 Beechcraft Bonanza G36 is distinguished by its custom interior paint inspired by ’s signature blue color. The order book is open now for T th the limited-edition model that will deliver in 2022 – the 75 year since the Bonanza entered the market to become the longest continuously produced aircraft in history.

“The formula for the Beechcraft Bonanza’s longevity involves an ageless style and utility, a passionate legion of owners and aspiring owners, and a seven-decade commitment by company engineers to continuously refine and update features to meet customer, technology, regulatory and environmental needs,” said Lannie O’Bannion, senior vice president, Global Sales & Flight Operations. “We know Walter and Olive Ann Beech would be proud of where we’ve taken their stylish and powerful piston with today’s Bonanza G36. The retro scheme of our 75th anniversary special edition Bonanza is a nod to Mrs. Beech’s strength, vision, interiors. The commemorative G36 stylishly incorporates the color pioneering leadership and her well-documented style,” O’Bannion on the exterior paint scheme and the interior’s window panels, said. “The interior color combination is inspired by trends from carpet and accents. The seat upholstery lines and sidewall/table the 1950s, when Mrs. Beech assumed leadership of the company.” contours add a sporty, modern interest to the retro color palette. The 75th anniversary special edition Beechcraft Bonanza G36 is Other details include a “Bubble B” logo registered in 1954 on the inspired by “Mrs. Beech Blue,” a custom color Olive Ann adopted on carpet entry, and her signature used as a metal piece above the the advice of fashion designer Oleg Cassini. The color became her cabin table and as an exterior graphic below the pilot window. brand and could be found on everything from her dress suits and For more information or to order your 75th Anniversary Bonanza office furnishings to her automobile’s paint and personal aircraft see www.txtav.xom.

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 35 www.bonanza.org

Alaska by Magic Carpet by Jim Castillo

he trip plan started in February 2020 when my friend Rich Hudgens However, above 12,000 feet the fuel flow drops, so longer enroute times can told me he was taking his grandson to Alaska for a fishing trip. I safely be accomplished. Luckily during immediately asked if I could go along and take my grandson as well. March, I had a new autopilot installed The planned itinerary had us flying commercially to Anchorage, (Garmin GFC 500), along with the latest T GTN 650Xi GPS Nav/Comm and a GTR renting a car, and driving the Kenai Peninsula for salmon fishing. Then we’d take 225 Comm radio. On departure weather the ferry to Kodiak Island for saltwater fishing, return to Anchorage via the ferry and was IFR for the first leg to Madison, (KIMS), but the new avionics fly home. system worked flawlessly as we broke Reservations were made in March flights from Anchorage were available, out 400 feet above minimums on the GPS for a June 24, 2020, departure, but then but the costs were prohibitive. approach. The next leg to Spencer, COVID-19 impacted the plan. During May I quickly realized it would be (KSPW), was VFR, then on to Billings, the Kodiak ferry was grounded due to less expensive to fly my Bonanza to Montana (KBIL), where Joaquin refueled a crew member testing positive for the Alaska. Early Tuesday morning, June the aircraft and we spent the night. coronavirus. The State Ferry system 23, my grandson Joaquin and I loaded On Wednesday morning we departed refunded our deposits, but everyone my 1968 V35A, N40KT, at Fayetteville, Billings with clear skies and headed for scheduled on the boat filled the single North Carolina (KFAY), for our trip to the the West Coast. Due to headwinds, we daily commercial flights to Kodiak. I Pacific Northwest. N40KT is equipped stopped in Wilbur, Washington (2S8), for couldn’t get an airline seat to Kodiak for with two 40-gallon fuel tanks so I normally fuel. Friendly folks there, I recommend the scheduled fishing charter. Charter flight plan 5:30 hours’ endurance. you stop in. Our next fuel stop was at the

36 AMERICAN BONANZA SOCIETY May 2021 The and Bonanza specialist Over 30 years of providing quality maintenance

Engine & Airframe upgrades Located at Cedar Ridge Pre-Purchase 100 Hour & Annual inspections Airport (GA62), 25 miles South of Atlanta [email protected] • soaero.com 770-229-2563 • 73 Cedar Ridge Airport Road, Griffi n, GA 30223

most northwestern airport in Washington state, Lynden Jansen (38W). I wanted to avoid stopping in Canada knowing they had COVID-19 restrictions for leisure travel as well as prohibitive handgun regulations, so flying nonstop to Alaska was the plan. This also avoided clearing customs in Canada and back into the USA entering Alaska. The direct course to Ketchikan, Alaska (PAKT), is 513 nautical miles. But with terrain issues, flight routing, and restricted airspace it was going to be over 600 NM. We cruised at 14,000 feet to clear terrain and luckily got direct routing over some of the Canadian restricted airspace. Ground speed was slow, 134 knots, due to headwinds. So our enroute time from Washington state to Ketchikan was a little over four hours. Continuing on the direct distance from Ketchikan to Anchorage is 668

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 37 Ready to go

nautical miles so we elected to stop in Juneau (PAJN) for fuel, then fly the last leg to Merrill Field (PAMR) in Anchorage. Arriving at 10 p.m., it was still daylight that far north. Rich met us at Merrill Field, where we left N40KT parked four days while we drove the Kenai Peninsula for salmon and trout fishing. On Sunday, June 28, we returned to Anchorage where Rich and his grandson Julian flew commercially to Kodiak Island. Joaquin and I followed in N40KT and arriving about the same time. The weather was VFR with great scenic views of the Alaskan coastline. We fished at Kodiak where we caught over 200 pounds of halibut, cod, rockfish, lingcod, and salmon. Now taking the Bonanza to Alaska paid off. The fee for shipping fish home from Kodiak Island is $18/pound. I bought three coolers at the local Walmart to carry 150 pounds of frozen fish in the Bonanza, a $2,700 savings! Returning to the Anchorage area, I flew to Wasilla and landed at Wolf Lake (4AK6) to visit my friend Andy Flack and his family. Rich and his grandson met us there, where we feasted on moose roast and fresh halibut. Andy let me park N40KT (Continued on page 43)

38 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

(Continued on page 43)

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 39

www.bonanza.org

^ Over 200 pounds of fish at Kodiak Island.

< Glacier tour

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42 AMERICAN BONANZA SOCIETY May 2021 At Wolf Lake with Andy’s Super Cub

in his backyard along with his Piper Super Cub. We left him 20 pounds of frozen halibut. We then drove up to Talkeetna to visit more friends. While exploring Talkeetna, Joaquin, Rich, and Julian took the Turbo Otter Denali scenic flight, landing on the glacier at 8,000 feet MSL. On the 8th of July it was time to bid farewell to the land of the midnight sun. Rich and Julian departed from Anchorage on the airline and we picked up N40KT from Andy’s to start our flight home. I was concerned with deteriorating weather conditions along the Alaskan coastline, so we did a quick good-bye and launched IFR from Wolf Lake. About 100 miles south of Anchorage the weather cleared for a beautiful scenic flight south along the coastline. We made a quick fuel stop Cat Yakutat (PAYA), then continued C D southeastward to Ketchikan (PAKT) for Musketeer/Sport/Sundowner/Sierra/Skipper/Bonanza/Debonair/T34/TravelAir the night. D Baron/Duchess/Duke/TwinBonanza/QueenAir/KingAir/99 & 1900/Airliner The Musketeer/Sport/Sundownernext morning, we made the ne o the larest alleeh jump Sierra/Skipper/Bonanza/Debonairagain over Canada to Oak Harbor, T34/TravelAir/Baron/Duchess nentores n the orl WashingtonDuke/TwinBonanza/QueenAir (KOKH). Then it was on to Nampa, KingAir/99Idaho (KMAN), & 1900/Airliner to visit more Structural, , Flight 701 Del Norte Blvd., Unit 220 friends and conduct a quick oil and filter Control, Accessories, Instruments, Kits, ne o the larest alleeh Hardware, Interior Parts, Etc. Since Oxnard, California 93030 change on N40KT. On Friday we departed (805) 604-0439/FAX (805) 604-0429 nentores n the orl 1969, your best source for affordable the Boise area and flew a direct course www.arrellaircraft.com genuine replacement parts; call the to Norfolk,Structural, Nebraska Landing (KOFK). Gear, InitiallyFlight I e-mail: [email protected] Beech Specialists… had plannedControl, toAccessories, fly at 15,000 Instruments, feet but it was (Minutes from Camarillo & Oxnard Airport) Kits, Hardware, Interior Parts, Etc.

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Flight Level 190 on a non-turbo IO-520! One of the larger Alaskan airports.

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44 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org Fly with Zulu

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A Bonanza makes it all possible. quite rough crossing the Rockies with the Huntsville, Alabama (KMDQ), to drop off mountain wave effect, so we climbed to one of the coolers with Rich and his lovely 17,000 then finally to Flight Level 190 to get wife Dee. Then, it was the final leg home. above the turbulence. At this altitude the Crossing the Appalachian Mountains fuel flow dropped to 10 gallons per hour was anticlimactic after flying over the with a true airspeed of 152 Knots. Not bad Alaskan glaciers, the Cascades, and for a non-turbo IO-520 engine! Rocky Mountains. We arrived home at This was also the longest leg on the trip, Fayetteville Regional/Grannis Field (KFAY) 844 nautical miles. A 40+ knot tailwind at about 6 p.m. Altogether we covered 7981 cut our enroute time to four hours and 39 nautical miles, logging 52 hours and 28 minutes. Then we continued to Lafayette, minutes of flight time. It was a trip my Indiana, to spend the night at my mother’s grandson Joaquin will always remember. house and deliver more fish. About noon We love our Bonanza. It really is a on Saturday, July 11, we departed for magic carpet!

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 45 www.bonanza.org BPPP Lessons from Icing in a V35B by John Rogers

It was a handful of an airplane, and I just barely limped into Des Moines…

was a trained Mishap Investigator during my time in the U.S. Air Force. I’d like to approach this story using a safety I report style of what happened, what I did, and the lessons I learned from it. The format will include: 1) Narrative, 2) Findings, and 3) Recommendation.

1) Narrative The airplane began to lose power and had a difficult time maintaining 4,000 feet about 25 nm from KDSM. Des Moines While flying from M01 (General Dewitt Airport, Memphis, Approach declared an emergency for the MP when MP could Tennessee) to KMKT (Mankato Regional Airport, Mankato, not maintain 3,000 feet on ILS final. MP was only concerned with Minnesota) the Mishap Pilot (MP) experience light rime icing at maintaining flying airspeed, which he estimated to be 130 knots. 6,000 feet and -15°C, 125 miles southeast of KDSM (Des Moines At 4,000 feet and full power he was only maintaining 130 KIAS. International Airport, Des Moines, Iowa). MP could see the sun MP did not want to get on the backside of the power curve with above the cloud deck and tried to climb above. all of that ice. The tops were forecast to be approximately 10,000 feet. There MP flew the ILS to RWY 31 (in VFR conditions) because he was no forecast icing on the route, it was forecast to be about 75 could not see the runway due to the windscreen having about nm east of the planned route. After climbing to 12,000 feet, MP one inch of ice on it. He flew the approach at 130 knots, almost was still IMC [in instrument meteorological conditions] and now full power, and delayed lowering the landing gear until at 200 picking up more rime. MP requested Chicago Center for a descent feet above ground level. MP was able to land safely but had to below 6,000 feet. Center gave MP the permission to descend to flare using visual cues only out of the side windows. The airplane VMC [visual meteorological conditions] but no lower than 3,500 fell to the runway and stopped flying at 100 knots with 1/4 flaps. feet. MP began to pick up moderate rime between 9,000-7,000 After landing, MP terminated the emergency with tower and had feet on the descent. no damage to the aircraft. MP was able to get to VMC at 4,000 feet but had picked up 1.5 inches of ice on all leading edges and the windscreen. Chicago 2) Findings recommended several airports 20 miles off MP’s 1. (Cause) MP was motivated to fly home due to a wife dealing nose, but these were with cancer. This may have resulted in “Get-Home-Itis.” smaller airports, shorter – Human Factor runways, and had no ATC 2. (Cause) MP had not planned a mitigation strategy to exit icing tower. MP elected to fly 60 conditions and assumed he could get above or below it. For miles west to KDSM due to example, he could have turned south where he knew there longer runway, ATC, and My V35B on a better day. was no icing at 6,000 feet and waited it out on the ground. emergency support. – Over Confidence and Past Experience Bias

46 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org BPPP

WARNING FLIGHT IN KNOWN ICING CONDITIONS IS PROHIBITED

This warning, from the V35B Limitations, appears in virtu- ally every Beech Pilot’s Operating Handbook.

ICING LIMITATIONS Minimum Airspeed for Sustained Icing Flight...... 130 knots

The Minimum Airspeed for Sustained Icing Flight is defined in airplanes certificated for flight in icing conditions. It is designed to provide a low enough angle of attack to prevent excessive ice build-up on the underside of the wings, tail and fuselage. In ice-approved Barons the POH Limitations set the minimum airspeed in ice at 130 knots indicated. This is a minimum indicated speed for emergen- cy escape from ice in all Bonanza-derived airplanes.

3. MP did a fine job flying the airplane once he realized the severity of the icing on his airplane. Flying airspeed was his primary concern and he was willing to sacrifice altitude for airspeed to avoid the back side of the power curve. – Airmanship 4. MP priorities were Aviating, Navigating, and Communicating. His decision to fly farther to KDSM was based on it being the most suitable airfield with ATC, an ILS approach, longer runway, and crash/fire rescue. – Judgement 5. MP never declared an emergency, but DSM approach did once he could no longer maintain altitude. ATC support was outstanding. – CRM

3) Recommendations/Lessons Learned

1. We all have external distractions/stress when flying. Ask yourself a question before making the go/no go decision: “Would you fly this route if your wife and kids were in the airplane?” 2. Have a mitigation strategy when dealing with possible severe weather, e.g., “I know it was good weather where I just flew from, maybe I should turn around.”

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 47 www.bonanza.org

3. When dealing with ice, airspeed is more important than altitude. Just assume your stall speed is much higher than normal. I assumed mine was around 90-100 knots and as it turns out I was right. By the way, I did pull the alternate air control when ice caused engine power loss. 4. Always pack spare underwear, you just never know!

John “Jolly” Rogers served as a USAF pilot for 21 years, flying the T-38, F-106, F-4E, and F-15C operationally and as an instructor, and graduated from the USAF Accident Investigation Course. After retirement he flew the 727, MD-11, and B-777 including Captain and Proficiency Check Airman. Since 2015 he has flown B-25J Miss Mitchell in the Commemorative Air Force. John purchased N8171R in 2017.

In a 2009 legal interpretation letter requested by AOPA, the FAA defines “known icing conditions” as “cir- cumstances where a reasonable pilot would expect a substantial likelihood of ice formation on the aircraft based upon all information available to that pilot.” That information does not have to include actual reports of ice accumulation from other aircraft. Google “2009 Bell Letter Known Ice” and see FAA Advisory Circular (AC) 91-74B, “Pilot Guide: Flight in Icing Conditions.”

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48 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

New Life Membership Congratulations to these ABS members ABS extends a warm welcome to these members who recently became ABS Life Members. who have earned ABS AVIATOR status. ABS extends condolences to the Year indicates when the member originally joined ABS LEVEL 1 families and friends of these ABS members who recently passed away. Larry Gaines (1998) William C. Harris Stockton, California Gladstone, New Jersey Rock Palermo William Budd Sulphur, Louisiana Chesterfield, Missouri A member since 2020. Keith Ashton (2018) Westport, Connecticut David Weese Kenneth Link Vancouver, Washington Newport, North Carolina Aleksey Sanin A member since 1999, he flew a 2001 58. Mike Kelly (2018) Phoenix, Arizona Miramar Beach, Florida Thomas Hufford Roger Astmann Loveland, Ohio North Haven, Connecticut A member since 1973, he flew a 1957 H35. John Mumy (2020) Robin Neilen Cupertino, California Winter Springs, Florida Thomas Penisch E Rutherford, New Jersey LEVEL 2 A member since 1992, he flew a 1961 N35. Ed Hasch Franklin, Tennessee Michael Fallon Lloyd Harbor, New York Richard McCraw Hinesburg, Vermont Jason Horwitz Oldsmar, Florida William J. Tebeaux Autopilots of Tomorrow - Available Today! College Station, Texas

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Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 49 www.bonanza.org

PIREP: ABS Online Learning Center by George Brown

major avenue toward pilot proficiency in any type of aircraft is initial and recurrent ground training on that aircraft’s systems as well as the procedures for normal and emergency operation. As a type club, ABS has led the field in providing type-specific ground and flight training for its members. If I may get ahead of myself for a moment, what A I’ve experienced with the new ABS Online Learning Center is proof positive of the exceptional ground instruction now and soon to be available for owners and pilots of Beech Bonanzas, Debonairs, Barons, and Travel Airs.

Given the recent launch of the new ABS Member Portal and the If you happen to be viewing the training page on the legacy Online Learning Center (OLC) plus my knowing how hard ABS Air home page, click on the link CLICK HERE TO GO TO THE Safety Foundation Executive Director Tom Turner and Director ABS ONLINE LEARNING TAB (Figure 3). of Member Services Lauren Bayless have and are still working to get the new training program up and running, I looked forward to beginning my Baron online ground training for 2021 in March. As I write this in early April, Tom and Lauren are continuing at max takeoff power to develop the Beechcraft Essential Systems and Techniques (BEST) courseware. (See Tom’s “Operations ASF” columns in the February through April issues.)

Accessing the OLC Although the user interface to ABS online training is all new, I Figure 2 found getting to the Online Training Center and launching its various applications pleasantly easy. After you sign into the ABS Member Portal, clicking on the Online Learning link (Figure 1) opens the Online Learning Center page (Figure 2). Click on any one of the menu options to Launch OLC, Pay Flight Fee, View My Transcript, View My Certificates, and Refresh History. For example, to start the Learning Center application, click on Launch OLC.

Figure 3 Available courses Upon launching the OLC, the catalog of courses and instructional videos available at this writing includes those shown in Figure 4 and listed on the next page. Each image and text description links to its associated course or video. Figure 1

50 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org Figure 4 Figure 5

courses including the Initial Bonanza/ Debonair and Initial Baron/Travel Air will be “sunset.” However, some courses that have evolved over time with relevant value will be retained, such as elements in the ABS Flight Instructor Academy. ● BPPP BEST (Formally BPPP multiple BEST courses will be developed, Initial Training) beginning with the essential systems and My online training mission techniques for piloting the IO-520/550- To start my ABS training for this year, I ● Initial Bonanza/Debonair powered Bonanzas and Debonairs. chose the Initial Baron/Travel Air course. ● Initial Baron/Travel Air When all the BEST courses are Although I completed the Baron Initial and ● Maintenance Videos available, most of the legacy training Recurrent courses last year, my secondary

● Landing Gear Rigging Inspection

● Aging Aircraft ONE STOP SHOP for all your engine needs! ● Bob Ripley Engine Tech Tips

● Borescoping

● Maintenance Academy

● Other Videos

● Living with a Thorough Preflight Inspection

● Service Clinic Demo

● Those Who Won’t Note that this image shows the courses available in March 2021 and the catalog will likely change in the near future. At this time, all of the above are legacy courses and videos except for Landing Gear Rigging Inspection, which is new. As new courses are developed, they will be added to the catalog and superseded ones with be removed. Completion of any of the training courses or videos is recorded in your transcript and a certificate of completion is issued (Figure 5). As Tom Turner wrote in his “Operations ASF” column in the April issue,

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 51 www.bonanza.org Figure 6 Figure 7

Figure 8

Figure 9

goal for this year was to refresh what I had learned but may have forgotten. Figure 6 shows the 10 modules comprising the complete Initial Baron/Travel Air course. Modules for the Initial Bonanza/Debonair course are similar. To anyone who has taken one of the “Initial” courses in the past, the module topics will be familiar although several the presentations are new. Each module was adapted from the previous BPPP courses using appropriate flows, scripts, and covered information. Many of the Figure 10 graphics have been updated and, in my opinion, are greatly improved. Clicking on a specific module launches its title with the example display shown in Figure 7. This is the only area of the OLC that caused me some confusion—the program appeared to stall at the course title display. It took me a few moments to realize that I needed to click on “>” in the upper right corner to continue with the next segment of the course. Figure 8 is an example leadoff graphic for a course module; in this case the Maneuver/ Gust Envelope. The leadoff graphic for

52 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Figure 11

Figure 12 each module states the learning objectives. As in the legacy BPPP courses, each module runs approximately 20 to 30 minutes Air Conditioning! followed by a short quiz to confirm learning success.

BEST course preview My primary goal for taking the ABS ground training this year is to complete the BEST (Figure 9) course for the normally aspirated Barons when it becomes available. To be candid, I’m now more than merely looking forward to the new BEST courses; I’m eagerly awaiting them. You see, this past week I got to view and critique one of the completed modules for the new courses: Landing Gear (Figure 10) Abnormal and Emergency Procedures (Figure 11). This module ran 16 minutes, 22 seconds according to the on-screen run-time clock. I can say without reservation that Tom presented the most complete lecture on dealing with ABS-type gear problems in flight A True 16,000 BTU Cabin Comfort that I have previously seen in any video or read in any magazine or Plus Control Developed For book. All the supporting graphics for his lecture are clear, intuitive, and precisely coupled to the current presentation with Figure 12 Baron & Bonanza as one example. Additionally, to give the viewer/student a feeling The Same System That of personal interaction with the instructor, Tom interspersed a few is Currently Installed in on-screen in-person video bytes introducing his next major topic. the New G-Models Now for the big questions—did I learn anything new and meaningful from my viewing the BEST Landing Gear training A/C Systems, LLC module? Additionally, would what I learned prove essential should Office 615-812-9375 I experience one of the abnormal or emergency landing gear Web www.FTAaviation.com situations in flight? Unequivocally, yes! E-Mail [email protected]

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 53 BEECHCRAFT HISTORY www.bonanza.org The Air Fleet of American Business

he copy in this magazine ad from 1948 presented a compelling case for buying and owning a Model 35 T Bonanza. Bear in mind that in 1948, overnight interregional travel by rail in Pullman sleeping cars was still the preferred way to go by many businesspeople.

For his testimonial in this ad, David N. Loux, vice president of the popular Sports Afield magazine wrote: “In Detroit recently, my business finished, I offered a friend a ride back to New York in Sport Afield’s 4-place Bonanza. But he had other plans. I took off at 2:30 p.m. and reached my country club in New York at 6. Just to needle my friend, I phoned him in Detroit where he was still waiting—with a night’s travel ahead! “This is just one example of the speed and mobility our Bonanza gives our top men. Distance had kept us from making trips. Now Chicago and even the coast are near with this fast, economical plane. We’re averaging better that 3,000 miles a week in it. Because it cuts the waste of our travel time, we do a week’s worth of work in two days!” The ad’s closing slogan plainly stated, “ are the air fleet of American business.”—George Brown

54 AMERICAN BONANZA SOCIETY May 2021 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 COMMAND PILOT Build Complexity by Thomas P. Turner

f you’ve ever used an autopilot it’s almost certainly happened to you: When you first turn it on the airplane suddenly turns or pitches some way other than what you intended. This “what is it doing now?” moment is more academically known as mode confusion, a disconnect between your automation expectations and what really happens. It’s usually because of a mistake in I your inputs to the navigation device or the autopilot controller. An autopilot is a very accurate but very stupid copilot—it will do exactly what you tell it to do, whether that’s what you wanted to do or not. At best, mode confusion is a nuisance. At the wrong time, it can be deadly.

I’ve introduced a lot of pilots to a lot of different types of The possibility of mode confusion exists when you engage one autopilots in over 30 years teaching in Beechcraft. What began for of the other vertical modes. You must make additional inputs to me as a building-block teaching technique has evolved in the way enter Vertical Speed, Airspeed (FLC), or Approach mode. If you’ve I use autopilots, beginning with the basics and adding complexity. delayed inputting all the variables, or if you’re busy and make a It puts the aircraft in simple automated control right away while mistake doing so, then the airplane may go off in an unexpected giving me time to build complexity as desired from there. vertical direction when you hit the AP (autopilot) button. You’ll have another “what is it doing now?” moment. Autopilot modes Lateral autopilot modes include: Autopilots have two basic modes of operation: vertical modes ● and lateral modes. These are the two axes that make for a two- Wings Level or Roll Control mode (maintaining wings-level axis autopilot (to be a three-axis autopilot it must include a yaw flight but not a constant heading) damper as well). Depending on the specific autopilot, vertical ● Heading mode (maintaining the heading under the heading bug) modes may include: ● Navigation mode (following input from a navigation source ● Attitude mode (holding a constant pitch attitude) such as GPS or a VOR)

● Altitude mode (holding a constant altitude) ● Approach mode (navigation mode with much tighter tolerances, for more accurate tracking during an approach) ● Vertical speed mode (holding a constant rate of climb ● or descent) GPS Steering or Roll Control (navigation mode that adds turn anticipation and automatic sequencing, for example, entering ● Airspeed mode (holding a constant indicated airspeed). G1000 and flying a holding pattern depicted by the GPS) systems call this Flight Level Change (FLC), but it is really a constant airspeed mode. If you’ve not selected any other lateral mode, most autopilots will default to Wings Level (Roll) mode. Assuming your heading ● Altitude preselect (holding vertical speed or airspeed mode bug is set before you engage the autopilot, it will immediately hold until reaching a preselected altitude, and then automatically that heading (or turn to it and hold, if the bug is not centered). switching to Altitude mode to maintain that altitude) Navigation and approach modes require additional programming of the navigational source, so there’s an added level of complexity ● Approach mode (following a glideslope or electronic glidepath) and consequently, a greater chance of mode confusion. Attitude and Altitude modes are easy. Hit the Altitude button when you’re at your desired altitude—it’s smoother if you manually Simple to complex level off and trim before engaging the autopilot. Or turn on the Just as I introduce autopilot operation to students, I’ve found autopilot without hitting the Altitude button and it will hold your it useful in my normal flying to engage the autopilot first in the current pitch attitude. Most autopilots default to Attitude mode simple modes with little chance of mode confusion. That gets the when engaged unless you select one of the other modes. airplane going in the basic directions (vertically and laterally)

56 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

I want, reducing my flying workload. I’ll then add complexity. and the airplane will turn steeply toward the bug (don’t laugh; I Here’s what I mean: did this on my initial CFI checkride in a Cessna 182RG when the examiner asked me to demonstrate the old Navmatic my instructor Autopilot engagement had never let me use). But I’m a proponent of always setting the 1. Before engaging the autopilot, establish the attitude and heading bug before a turn even while hand-flying, and even if you direction manually, and trim the aircraft. forget following this engagement technique, you’ll see that in the 2. If already trimmed in level flight, push the ALT (altitude hold) flight director command bars (if equipped) and catch it before button on the autopilot mode controller. The flight director (if you turn the autopilot on. equipped) will engage and indicate the level-flight attitude. Now that the airplane is on the attitude and heading you want, 3. If in a climb or descent, don’t push any vertical mode buttons. you can add complexity if you wish: The flight director command bars will match my current 1. Confirming the navigation source is programmed correctly pitch attitude. and then hit NAV (navigation mode) or APP (approach mode) 4. (Since I consistently use the heading bug even when hand- as required. flying the airplane and therefore it should be centered on my However, if your airplane is equipped with GPSS (“roll steering”), current heading), push the HDG (heading hold) button on the in all but the latest integrated systems the autopilot must be in autopilot mode controller. The flight director command bars the HDG (heading) mode for GPSS to work (see Kevin Crozier’s show a wings-level attitude on the current heading. “BPPP: The Magic of GPSS” in the April 2021 ABS Magazine, 5. Then push the AP (autopilot) button. The autopilot engages, and his ABSWeb webinar on the same topic on the TRAINING holding the horizontal and vertical modes already selected. menu at www.bonanza.org). Starting—and remaining—in the heading mode is precisely what you need to do to use GPSS in 6. Confirm the selected modes and that the airplane is on the most installations, but it also introduces another mode confusion desired vertical and lateral guidance. possibility if your GPS is not already programmed if your GPSS There’s very little chance of mode confusion engaging the is on. Leave GPSS off, enter heading mode, check the navigation autopilot this way. Oh, you might not have the heading bug centered programming, and then turn on the remote GPSS switch.

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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

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 57 www.bonanza.org

2. Program the vertical mode: vertical speed, airspeed/FLC, and/ climb—again, wings level and 7° nose up in most cases. Hit HDG or altitude preselect. Then engage the desired vertical mode. and AP and the autopilot engages on your current heading at your 3. Confirm the selected modes are engaged and that the airplane current pitch attitude. Do all the navigation tasks and transition is on the vertical and lateral guidance you want. to more complex autopilot modes afterward. Some of the most recently certificated autopilots, including the By design Garmin GFC600 we have in N504SJ, include the GA feature with This technique works at what is probably the highest workload a significant difference: Engaging GA mode does not shut off the time, a missed approach. As I discussed in the January 2021 issue autopilot. It does, however, move the flight director command bars (“Command Pilot: TO/GA Party”) this is the basic sequence of to a straight-head, 7° nose up attitude—defaulting to the simple events for a missed approach following a coupled approach if roll control and attitude modes. From there it’s up to the pilot to the airplane has a Go-Around button. In most Beech installations program, confirm, and add autopilot complexity. By design, this hitting GA disengages the autopilot but moves the flight director autopilot follows the technique. command bars to a wings level (roll control) 7° nose up attitude Starting simple and building complexity makes mode confusion (attitude mode). The pilot manually flies to match this optimal unlikely in a missed approach, when it could have a disastrous initial guidance. It’s then an easy two-button task (HDG and AP) outcome. Using this start simple then build complexity technique to put the autopilot in these modes and confirm they’re working. eliminates most of the risk of mode confusion in all phases of Now that the autopilot is on, deal with the navigation of the flight. I can truly say I’ve not had any “what is it doingnow ?” missed approach procedure, including whether or not to exit moments since I adopted this standard operating practice. It’s a GPS Suspend mode (“BPPP: Keep Me in Suspense,” way back in good technique for remaining in command of the October 2013). When you’ve exited Suspend mode as applicable aircraft. and have confirmed the navigation is set for the missed, stay in HDG if your GPSS requires, or turn on NAV if it doesn’t (or you don’t have it). Then set your altitude preselect if you have one. If you don’t have the GA feature, a go-around would begin with deactivating the autopilot and beginning a straight ahead

Low-Hassle BPPP Instruction

ABS Air Safety Foundation announces a big change in the Beechcraft Pilot Proficiency Program that reduces the paperwork hassle of BPPP flight instruction and make it even easier for you to fly with you in BPPP. As of now, members no longer need to obtain Additional Insured and Waiver of Subrogation endorsements from their insurance company to fly with BPPP. ABS Air Safety Foundation continues to hold a high-limits liability and aircraft physical damage policy that covers BPPP instructional flights. You'll still sign a Hold Harmless agreement, but no more calling and re-calling your insurance company to get what you need for a BPPP flight, or waiting at the airport while your BPPP instructor calls the ABS office to see if your insurance company has sent in the endorsements. Fly with the Beech experts – now even HOW TO FLY WITH BPPP easier and more convenient for you. 1. Complete the free Initial or Recurrent ground school in the ABS Online Learning Center at www.bonanza.org, or a BPPP LIVE classroom training event. 2. Click on ADD FLIGHT INSTRUCTION in the ABS Online Learning Center, which prompts you to pay the flight tuition and tells you how to locate a BPPP instructor near you. 3. Schedule your BPPP flight. 4. Get The Best in Beechcraft Flight Instruction™: fly with BPPP.

58 AMERICAN BONANZA SOCIETY May 2021 Your Life Membership Benefits ABS! • AmericA n Supporting aging aircraft • Delivering Beechcraft Pilot Proficiency Program seminars and Life Member online courses AmericanBon BonanzaAnz ASociety • Working with outside agencies to solve safety of flight concerns that Society impact the longevity and value of our fleet ABS has been an invaluable • Maintain world class staff of Beechcraft technical experts to research resource for me. It has equipped and offer definitive answers to your questions me to learn and perform more • owner preventive maintenance. I Teaching and offering assistance to mechanics who maintain Bonanzas, Debonairs, Travel Air and Barons called ABS and spoke directly with Bob Ripley for pre buy info when Benefits of Your Life Membership! purchasing my Bonanza. The ability to attend service clinics and calling • Monthly ABS Magazine – for the rest of your life in to speak with technicians has • Life Membership certificate for your home or office already justified my Life Membership. • Embroidered polo shirt and hat with special life membership design Ramsey Merrill • Never having the hassle of renewing your membership again – 1978 A36 N96PS Saint Simons Island, GA saving you time and money • Join over 1,000 members who have made a lifetime commitment For more information to ABS • Ensure that the next generations of Beechcraft owners have the same on becoming an level of support and enjoyment that you have ABS Life Member: How Does it Work? Contact ABS at 316-945-1700 • You have the option of paying in two installments or one $1,400 or [email protected] in the same year. American Bonanza Society, • Example: $700 payment in May and $700 in October. 3595 N. Webb Rd Suite 200 • Plus our special bonus offer: $10 off for every year you have been Wichita, KS 67226 an ABS member – Up to $200 OFF! Office Hours: 8:30 to 5:00 p.m. • Example: $1,400 - $200 off for 21 years of ABS Membership equals US Central Time, Mon.-Fri. only $1,200 total cost for Life Membership. www.bonanza.org MEMBER SPOTLIGHT Meet Domenic DeNardo Cranston, Rhode Island by Whit Hickman

Member since: 1970 Age: 91 Membership Number: ABS 2713 Occupation: Engineering/Commercial Artist (retired) Owns: 1988 A36 Bonanza Dom and Marylin back in the day Family Status: Married, three children (two are pilots), five grandchildren (one pilot), and four drawing airplanes and by building wood airplane models. great-grandchildren In 1948, with an engine-powered U-Control speed model, I won the New England Model Airplane Speed Championship with a ABS: What sparked your passion to become a pilot? clocked speed of 150 mph. The sky and aviation have captivated me since I was a very ABS: How long have you been flying, and have you young boy growing up in Providence, Rhode Island. At the earned any awards or recognition? impressionable age of seven, I vividly remember on May 6, 1937, With an ever-growing desire to fly and to establish a closer seeing the Zeppelin Hindenburg flying gracefully over my home connection to aviation, I joined the Civil Air Patrol and was en route to its fateful arrival at Lakehurst, New Jersey. The sight of this awesome airship, so huge and beautiful, became one of my occasionally treated to fly observation in a Stearman PT-17 or an most compelling memories. It was some time later that I learned Aeronca Champ. However, my desire to fly would become fully of the Hindenburg’s horrible disaster upon its arrival at Lakehurst realized only when my wife booked an introductory flying lesson on that very same day. My fascination with aviation continued to for me. Ultimately, I was issued my Private Pilot certificate in 1961, grow as I watched early monoplanes and new Douglas DC-3s fly and soon thereafter purchased my first airplane, a 1960 Piper PA- directly overhead from Boston to Providence, then back again. 22 Tri-Pacer. Four years later, after many satisfying flying hours, I When hearing the distinct drone of those engines, I would run traded up to a 1964 Cessna 182 Skyline. outdoors to gaze at the airplane until it was no longer in sight. One afternoon I impulsively decided to fly my family to see the It was about 1938 when I was first introduced to flying, in a Stinson SM-60000 trimotor. The impression I had of leaving the Statue of Liberty. We landed at Teterboro (KTEB) and by chance ground and floating in the vast sky captured my imagination and parked next to a spanking new 1968 Bonanza V35A, N6284V. As sparked my desire to learn to fly. While other children were pursuing we admired the plane my wife Marylin exclaimed, “That's the more grounded interests, I explored my passion for aeronautics by airplane you should own." She convinced me to talk with sales and

60 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

in about an hour I became the proud owner of my first Bonanza. This fortuitous day began my 53-year love affair with Bonanzas. In 1978 I purchased my second Bonanza, a V35B, N7800Y. Marilyn and I and our three children have enjoyed many flying adventures throughout the continental as well as Because you deserve the best... Alaska, Mexico, Canada, and the Bahamas. With the addition of grandchildren and a summer home on Nantucket Island, it became FUEL PUMPS evident that the A36 would become my next acquisition. With pride NEW FAA-PMA APPROVED and excitement, I took delivery of my new 1988 A36, N3173M, from BETTER United Beechcraft at Farmingdale, New York. Direct Replacements No Service Bulletins 1296-00-1NVCJ 1296-00-1NVCJ-TAT In addition to my lifelong interest in aeronautics and flying, I 2-Year Warranty or have had the honor of receiving numerous aviation and related 4140-00-39NVCJ 300 Hours Max. 4140-00-39NVCJ-TAT awards including: 4258-00-15NVCJ 4258-00-15NVCJ-TAT STRONGER 4613-00-3NVCJ Redesigned Motor 4613-00-3NVCJ-TAT ● Wright Brothers Master Pilot Award in recognition of the TighterTolerances contributions to building and maintaining the safest aviation 4613-00-5NVCJ 4613-00-5NVCJ-TAT

system in the world, through practicing and promoting safe FASTER Immediate Delivery flight operations, for 50 consecutive years. (2010) In Stock • No AOG Charges ● Special Recognition Award by the Rhode Island Aviation Hall NEW • OVERHAULS • EXCHANGES of Fame, for a lifetime of achievements and many contributions Order online or call: to aviation through the media of art and design. CJAVIATION.COM • 800-227-5772 ● For the 100 Year Anniversary of Aviation, my aviation artwork was chosen among a selection of the finest works for the US Air Force Museum’s Hall of Honor in Dayton, Ohio. (2004)

● Best of the Best Award by Aviation Week & Space Technology International Aerospace Art Competition at the 8th Air Force Museum, Savanah, Georgia. (2002)

● Certificate of Record for US National Record of the largest general aviation formation flight of 132 airplanes, from Rockford, Illinois, to Oshkosh, , by the National Aeronautic Association representing the United States of America and the BEECHCRAFT SPECIALIST Federation Aeronautique International. (1995) Over 40 Years of Providing Quality Maintenance ABS: What’s your best piece of advice for new pilots? 145 Certified Repair Station CASR907D Before each flight conduct a self-risk assessment. For example, For all your Bonanza and Baron Needs consider your physical and mental state by asking yourself whether you slept well and are alert and in a good state of mind. Fuel Bladder Specialist In addition, ensure that you have carefully and cautiously planned Quality Beechcraft Parts, Service & Fuel Bladder your flight. For example, be certain that you have verified your Repair and Replacement weight and balance. Pre-Purchase Survey • Annuals-Pitot Static and Transponder ABS: What is the best safety tip someone gave you? Certifications • Gear and Flight Control Repair and Rigging-Continental • Continental Factory Fuel Flow Set-Up • Weighing and Balance • Maintain proficiency and stay focused. Keep the cockpit “sterile” Electrical • JPI Installs • CiES Fuel Sender Installation and Calibration • (free of needless conversation) from engine startup to takeoff, and Dynamic Propeller Balancing • Major Repairs during final approach for landing and touchdown.! Columbus Aero Service, INC. ABS: What does the Beechcraft brand mean to you? Columbus Metro Airport (KCSG) South Georgia With 63-plus years of flying various types and makes of aircraft, 706-573-5699 • 24/7 I feel Beechcraft airplanes have the best balance of performance, safety, spacious comfort, styling, and luxury. 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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ABS: What do you value most as an ABS member? My membership in the ABS goes back to its very beginning and has benefited me greatly. The magazine articles have been very informative, especially the Tech Tips section, which provides an invaluable source of technical information. ABS: What is your favorite memory from a Beechraft event? The Bonanzas to Oshkosh National Record Flight with fellow ABS members who joined up for the flight and making many new friendships made this my favorite Beechraft event. By being the flight leader of the third element, I included my Bonanza in my painting “Bonanzas to Oshkosh.” ABS: What’s the best place your aircraft has taken you? Washington, D.C., and the National Air & Space Museum was best for my research on aviation history and World War II aviation Dom today activities, so vital for my aviation art. With my wife accompanying me, there were always many more places of interest to see and experience. In those earlier times, I routinely used Washington National Airport (KDCA). ABS: What’s your favorite airport to visit? The Nantucket Airport (KACK), newly modernized, is an outstanding facility to fulfill all a pilot’s needs. The history of the island dates back to 1659 and is fascinating. For example, by 1819 it had developed into the whaling capital of the world with a fleet of over 70 ships. Today the island’s charm is associated with its cobblestone main street, unique historical homes, and colorful summertime window flower boxes. It supports art galleries, plays, concerts, recreational activities, excellent beaches, and golf courses. The island is also home to a whaling museum with a full-size whale skeleton, an observatory, and much more. Certainly worth the flight! “Lindbergh’s Secret,” one Flat Rate Prop Strike Inspections and Repairs • of numerous paintings by Dynamic Propeller Balancing While You Wait ° Domenic DeNardo at www. aviationarthangar.com/do- If you know an ABS member menicdenardo.html. you’d like to see featured in the Member Spotlight, or would like to appear yourself, contact ABS Executive Director Whit Hickman at 316-945-1700 or [email protected].

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Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 63 www.bonanza.org TECH TIPS

ech Tips are answers to questions about a specific airplane, system or operation presented by an ABS member, and are the opinion of the Technical Advisor. Answers are the best information available based on indications presented by the ABS member T asking the question. Actual inspection of the aircraft or system in question may change an initial Tech Tips opinion. Aircraft owners, pilots and readers are advised to physically present airplanes and indications to a qualified mechanic before choosing a course of action. Most ABS Tech Tips items come from the ABS Members’ Forum at www.bonanza.org. Post your questions there under Tech Tips and our advisors will post an answer…and you may receive great advice from your fellow ABS members as well. When someone replies to your question you receive an email telling you there has been a response. Forum items including Tech Tips are automatically archived and searchable—so use the word search function for even faster answers in case your question has been asked by someone before you.

structural screws, the degree of difficulty Weight limit for Taxi light operation in repairing that area would be tedious. stepping on Sean Scialfa *With a hot prop, you should also Scott Schulze Green Cove Springs, Florida remove the prop and brush block mount. – MThompson Upland, California I have an F33A CE-1457. Does the What is the weight limit on the flap Q: taxi light automatically turn off Mike’s advice is the way to go. Q: wing walk when stepping onto or when the gear is retracted? A2: Further, I would replace the off the wing? clamp with something like the Breeze “aero No, it does not. The taxi light must seal” clamps. These are all stainless and There is no specific number for a A: be turned off with the switch to have a smaller hex head. The QS200M10H A: weight limit on the right flap. We avoid overheating and burning out with clamp (sometimes listed as just 200 10 H) suggest that you advise people to step no air flow in the wheel well in flight. – BR will fit in this location. – LE across the flap to the wing when boarding Mr. Erps replies: We did exactly what and to the step when exiting if possible, Michael had said. Worked great! Thank so you do not put extra stress on the flap Do we have to you for the help! surface and also the flap actuator attach pull the motor? point. – BR Jason Erps Rocky Mount, Missouri Rudder spar AD Removing alternator On my first annual on our V35 my Stephen Tibbits with D’Shannon baffles Q: mechanic found a loose clamp on Vancouver, Washington the intake crossover bracket on the front of Fred Pecoraro I only have 80 hours until I must the motor. When we tightened it up, it got Anaheim, California comply with AD 93-24-03, the wedged between the frame crossmember Q: rudder spar AD, on my A36. I want to install My V35B has an IO-550 with the below it and the oil pan above it. Obviously, the DW-1 and DW-2 rudder brackets to end 100-amp alternator and D’Shannon we can’t fly it like this. Do you know of any Q: the repetitive inspection requirement. The baffles. Not to reinvent the wheel, how fix that doesn’t require removing the motor? problem is I can’t find them anywhere. I do I get to the 7 o’clock nut to remove have been in contact several times with the alternator? Do you remove the Unless you have a hot prop*, General Forming Corp., who has had seventh stud nut? A1: you can likely disconnect the exhaust, induction duct, and a few hoses/ the rights to the STC. They say it has It takes a special wrench from lines and pick the engine straight up a been passed off to another individual A: Ryan Machine or you can make one. few inches to clock and secure the clamp. who they can’t name who is supposed https://ryanaircrafttools.com/collections/ However, if it has gnawed a hole in the to call me back. He hasn’t called, I can’t all/100-amp-alternator. – BR horizontal bulkhead, repair of that would get his contact number, and I am getting likely require engine removal; even with desperate. Does anyone know how I can get rudder brackets?

64 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org Mr. Charles Vegher now holds the In-flight failure of the flap motor TECH ADVISORS A: STC. General Forming will make A2: is not as critical as gear motor the brackets as in the past but all orders failure, because you can make a no-flap should be sent to Mr. Vegher at generalc@ landing. Of course, if the gear motor fails Bob Ripley aol.com. He is getting brackets that will you can manually extend the landing gear, retired from Delta Airlines as a manager of line mainte­nance be available within the next 10 days. – BR too. If the flap motor fails when the flaps (Atlanta) and has run an are down that could strand you away from FBO focusing on Beech home, so there’s always that risk if you fly maintenance for 20+ years. Baron heated fuel vent the flap motor all the way to failure. – TT Curtis Boulware Gilbert Schulenberg has managed a Bonanza, Baron, Buffalo, New York and T-34 Mentor-specific shop for Oil pressure at idle 13 years, winning numerous national awards for T-34 restorations. He Does anyone know what product Daniel Fernandez earned his Private in a T-34 and Q: or material is used to cover the wire Boca Raton, Florida enjoys flying all models of the coils on the Baron 58’s heated fuel vent? Beech piston family. The material has worn away, only on the I’ve just started flying my A36 IO- John Collins 550 after removal and installation has previously owned an left fuel vent. Q: FBO and avionics shops, and of its IO-550. Idle RPM is about 700 and oil for several years has been Per the engineering department at pressure (when hot) is at 18 psi according to ABS’s Avionics columnist. Textron Aviation, both terminals He owns a Bonanza and is A: the JPI-900. This trips a yellow indication on a CFI/CFII. and heating element of the heated vent are the JPI. Oil pressure at full power is 63 psi. first given a base coat of 1097B and then a The Beechcraft shop manual says Louis Edmonds has over 25 years’ experience top coat of 1202. Both base coat 1097B and the normal operating range is 30-60 psi. specializing in maintaining top coat 1202 are the products of Electrofilm The POH says idle oil pressure minimum Bonanzas and Barons. in Valencia, California (661-257-2242). His Edmonds Aircraft is is 10 psi. Operating maximum is 100 psi. a long-time ABS Service – MTweedus I am looking for a good range to give Clinic host FBO my mechanic as prior to the removal I do not recall ever seeing a JPI indication in Dale Kraus has over 37 years experience as Flap motor the yellow. Is it running too low despite an A&P and IA specializing in overhaul interval this being in the range for the Continental Beech airplanes and has manual and the POH? extensive formal maintenance Brad Huebinger training. He is a 2300-hour pilot Background: The oil pump was and past owner of an F33A. Washington, D.C. removed and sent out for inspection, I have an E33A. Should a flap motor was disassembled and resealed by the Mike Tweedus served 34 years in Beechcraft Q: be ’d or overhauled based on repair station, and passed inspection. It aircraft technical support, hours flown? After how many hours should was then reassembled with new hardware including 30 years supporting Bonanzas and Barons. this be done? Or is it best to just fly-to-fail? and installed. My mechanic attempted to I’ve seen lots of advice on when to service adjust the oil pressure up for idle, but it the gear motor but haven’t found much on won’t go past 18 psi at idle. The engine the flap motor. seems to be running fine but it may need Mike Thompson has made a career maintaining some fine tuning now. We could use some and restoring ABS-type The recommended flap motor Beechcraft wisdom. airplanes in the Pacific Northwest. He is currently overhaul schedule, and that A1: Correct, the minimum idle pressure restoring a veteran QU-22B for all components such as the landing Pave Eagle II Bonanza. is 10 psi, operating minimum is 30, gear motor, are in Section VIII, “Handling, A: with a yellow arc between. There is no real Tom Turner Servicing and Maintenance” of your definition of when “operating” starts, so ABS-ASF Executive Director, Pilot’s Operating Handbook as well as in holds a Master’s degree presumably the lower end of the green arc the airplane’s Maintenance Manual. Like in Aviation Safety. He has on the tach. However, you should normally specialized in Beech pilot the gear motor, the recommended flap instruction for over see green arc oil pressure by the time you overhaul interval is 2,000 hours, with the 30 years. are 1000 rpm. actuators and cables services at either 900 You mention it was hot. How hot? or 2,000 hours time-in-service depending The pressure will drop as the tempera- on the model. – MThompson ture goes up.

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The relief valve is only as good as the engine and oil pump tolerances allow it to be. If you are making 63 psi maximum, then nothing you do to the relief valve will bring it up past the 18 psi you are seeing at idle, but may have changed the maximum pressure at higher RPM to a higher level. Likely not if the 63 psi you saw was “the best you have.” So why is it different? You mentioned the oil pump was repaired. What else was repaired? You mentioned the engine was removed. If the case was split, bearings replaced, etc., or even if it was just the oil pump, well, you really can’t compare with what you had before. If it was only the oil pump that was re-worked, a call to the repair station that did it may be in order. But it sounds like it is in spec. – MThompson

Manual gear crank handle stowed position Scott Schulze, Upland, California

I’m bonding with my new-to-me 1980 A36. The plastic/ Q: Velcro cover is not secured into place over the manual gear crank handle. When I try to place the cover back into proper position, it will not fit, because the handle is not in a position to allow the cover to fit properly. It looks like the handle needs to be rotated approximately 120 degrees farther clockwise. The gear has been functioning normally/electrically without a problem. I’m hesitant to rotate the handle at all in any direction to place the handle into a position that I think will allow the cover to fit. Presently the handle is at about the 7-8 o’clock position and it looks to me that the stowed handle position should be in about the 1-2 o’clock position to allow the cover to fit. Thoughts and/or experience on this are appreciated.

Normally the handle is at the 1 to 2 o’clock position so the A: cover will fit. If you do not unfold the handle while you turn it, you will not affect the gear position. – BR

Beechcraft tachometer Marshall Herington, Buford, Georgia

I’m becoming more and more suspicious of the 20-year-old Q: Mitchell tachometer currently in our E33’s panel. I don’t have the budget to go fully digital for primary instruments. I plan to have RPMs independently checked and go from there. If it turns out that the tach is indeed bad, I would like to find a genuine Beechcraft tachometer to have overhauled and reset to TTAF. I found 35-324365-3 for the original unit in the pdf version of the Illustrated Parts Catalog, but I’m wondering if it has been superseded by now. My next choice would be a Superior tach, but there’s no good cross-reference to find which model to select. The tach will need to with an IO-470K, 2600 rpm redline.

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The part number you stated is on the Beech website (www. bs an MS-type cannon plug. Weldon specs state that 18026-A fits A: txtav.com) as a good number, no superseders, but contact your Bonanza. The IPC does show 4032A. – BR customer support (316-517-8270). I have had very good luck with Superior Tachometers. If I recall correctly, you can call them for a recommendation of Cold air duct removal part number (501-525-6688 for technical calls, 800-621-1736 for Nicholas Camacho, Andover, Kansas sales). – MThompson I have a 35-33 Debonair with the aluminum cold air inlet Q: duct that runs down the left-hand side of the nose gear Heated pitot on a B35 tunnel in the engine compartment. I would like to remove it to make a few repairs, but it looks like I’ll have to possibly remove Michael Foushee, Columbus, Indiana the exhaust manifold to be able to maneuver the duct out of the My B35 came with a non-heated pitot tube and I want to compartment. Is there any way to get the duct out without taking Q: replace it with a heated unit for IFR use. I purchased a used anything off? If not, will removing the exhaust manifold provide but working heated tube, mast adapter, and doubler. However, the enough room to get the duct out? access to the inside of the wing in order to make the pitot line and electrical connections is virtually non-existent. Is there a way to You should have enough room after removing exhaust access the inside of the wing in this area in order to install these A: and various lines. I do not think you have to remove any components? I have already removed the landing light assembly of the intake. Once it’s loose you will have to raise the rear of the and the forward main gear hinge bolt access panel trying to get duct as much as possible and maneuver the front out the side access, but it still seems impossible. Any suggestions? panel. It should come out from that point. It’s not going to be easy for sure. – DK

I’ve sent you a copy of the no-longer-supported kit drawing. A: Please note these were a serialized kit from Beech; it is up to you and/or the installing agency to obtain whatever approval you deem necessary to install it in a particular aircraft. – MTweedus

Mr. Foushee replied: I got the drawing, which answers the question of how to get access: an added access panel. Thanks for your help. I plan to use the drawing as “approved data” for a 337. Apparently, this kit is no longer available from Beech so the use of the drawing should not be an issue.

Weldon fuel pump electrical connection Alan Warfield, Saltillo, Mississippi

I need help with either improving the electrical connection Q: on the Weldon 4032A fuel pump on my M35 Bonanza, or replacing the connection. I’ve had an intermittent issue with the pump coming on and we think it’s in the electrical connection at the pump. The connector is a single wire male/female connector about the size of a soda bottle cap you screw onto the pump end. We think the brass parts of the connectors are worn. Is there any way to spread/shrink them for a tighter fit, or some part numbers to replace them? I can’t find anything in the IPC or internet about the connector.

Call CJ Aviation in Miami, Florida. They may be able to A: help (800-227-5772). They overhaul the Weldon and Dukes pumps. The old connector may have a part number on it. It should

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It is suggested to overhaul the the brushes get a higher resistance to Gear motor overhaul A: gear motor every 2,000 hours or ground the motor cannot stop the gear David Weissman earlier if the dynamic brake function is correctly. Replacing brushes in the field Shorewood, Wisconsin not operating correctly. On a 14V aircraft does not work well since you have no way there is no relay for the dynamic brake to seat them to the commutator correctly. My 1970 V35B’s landing gear works system, it uses the motor to act as a brake If your aircraft dynamic brake is operating Q: fine. I’ve owned the plane for 15 by grounding the opposite direction of correctly and the gear travel is within the years and except for annual inspection of the motor when the gear reaches the up 1/8 to 1/4 turn on the handcrank in the up gear motor and brushes, I’ve not had an or down travel limits. and down position, the gear is operating overhaul. Do you have a recommendation As the motor wears the brushes will correctly. See the video “Landing Gear for overhaul? allow it to operate correctly, but when Transmission Test” in The ABS Hangar archives under TRAINING at www. bonanza.org to see how to perform this test. Make sure that for any gear checks on the ground you have a 14V ground power supply plugged in to simulate the same voltage as the alternator with the engine running. Voltage and amperage are critical on an electric gear system when rigging. – BR

Fuel pressure with new Dynon EMS Kenneth Morris Phoenix, Arizona

We’ve just installed a Dynon Engine Q: Management System (EMS) in our A36TC. The fuel pressure indication is a bit higher at idle and cruise settings but is nearly double at full power compared to the factory gauges. No other indicator has appreciably changed. My avionics guy says the Dynon is much more accurate. But that seems weird because book values are consistent with what I had before the upgrade. Before upgrade the fuel pressure was 3.2 psi or so at idle, about 15.8 psi at max power and around 6 psi running LOP in cruise. Now with Dynon EMS it’s about 4.3 psi at idle, 27.8 psi at max power and The Best Planes at the Best Prices around 7.8 psi LOP. Is it possible the wrong Carolina Aircraft has the largest sensor was installed? selection of “Prime Condition” Bonanzas and Barons. Check to see if they installed the Sales • Brokerage • Appraisal A: transducer in the metered line or Pre-buy Inspections • Acquisition un-metered fuel line. The numbers you are Bonanza/Baron Training seeing now are a little low for unmetered Carolina Aircraft, Inc. pressure, but are close enough it would Piedmont Triad International Airport probably run okay. – MThompson 1060 PTI Drive • Greensboro, NC 27409 (GSO) 336-665-0300 George “The Bonanza Man” FAX: 336-256-9993 http://www.carolinaaircraft.com

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the voltage adjustment and I would have Voltage differences can cause Weight and balance guessed that higher voltage would have A: changes in the dynamic brake supplements increased the travel, not decreased it, but operation. I would adjust the switch slightly Russell Draper it seems like a strange coincidence. Is it to allow the motor to travel slightly farther possible the increased voltage somehow and stop between 1/8 and 1/4 turn in the Sunnyvale, California increased the effectiveness of the dynamic up and down position. – BR I recently purchased a V35B that braking and is stopping the motor sooner? Q: came with the Atlantic Aero ST The motor has about 950 hours on it since engine conversion. The airplane also has it was overhauled, but it’s been 20 years D’Shannon 20-gallon tip tanks. I was able according to the logs. to get updated weight and balance POH supplements from D’Shannon for the tip tanks, but I also need an updated weight versus CG envelope graph that depicts the new maximum weight of 3600 pounds. How do I obtain this update for the POH?

The weight increase is predicated A: on only the tip tanks, and not the engine upgrade. Most of the D’Shannon weight and balance data specifies “straight- line variation” to extend the envelope, so you would just extend the upper limit as published in your POH (3400 pounds) to the new maximum weight of 3600 pounds (the forward and aft limits do not change, just the maximum weight). Please confirm the wording “straight-line variation” is in the supplement and this would be the case. Otherwise, contact D’Shannon Aviation for the revised loading envelope. – MThompson

Inner gear door droop Mark Morris Jensen Beach, Florida

Up until a month or so ago, my Q: 14-volt V35B’s gear travel seemed normal with typical cycle times, inner doors fully closed, and 1/8 to 1/4 turn remaining travel at the handcrank for both retract and extend cycles. Because I have been seeing steady but low charging voltage, around 13.4-13.5 volts (confirmed with a handheld voltmeter), we adjusted the charging voltage up to about 14 vdc with the voltage regulator. Coincidentally, or not, I am now seeing about ¼- to ½-inch droop in the left inner door after landing and I have also confirmed that I now have about 1/2 turn handcrank travel before reaching the stop on either end after retract or extension. I can’t positively tie this to

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 69 www.bonanza.org

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].

seemed to reading higher/faster than the new wiz-bang Garmin. I thought it must have been an installation problem. My annual was scheduled in a few weeks, so I thought I’d have the avionics guys check it out during annual. What the avionics shop discovered was that the analog airspeed indicator was indicating 11 knots fast! Yikes! I had been flying the analog instrument as my speed reference. As every pilot knows airspeed (or lack of it) can kill you and is the most important factor in performance and safety. Just imagine all of the bad things that can happen if you are 11 knots slow on approach, VX, VMCA, VSSE, VXSE, VSO, etc. I asked my IA how this is possible. Don’t you check this during the pitot static check? “Nope, it’s not required.” Is this a common problem? “Yup, see it all the time. Your analog indicator probably has never been calibrated or tested since 1979.” Unless you install another device you won’t know. What? It has not been checked or calibrated for over 40 years? I checked the logbooks when I got home and he was right: no calibration has ever been recorded. got tired of trying to persuade my old square, spring loaded This also can happen to glass airspeed indicators since they use I annunciator lights. These push to test, dimables from the same pitot source. Aircraft Spruce work every time. —Don Abbott My advice to you is this: have your airspeed indicator calibrated at each pitot static check. A good avionics shops has the equipment to test it while in their hangar and the cost (at least in the Midwest) is less than $200. You might be surprised by what you find. Also, ’m the happy owner of a 1979 58P Baron. I recently completed everyone says my landings are better now, and “that stall warning Iwhat I’ll call an “extreme makeover”: new Firewall Forward horn is not going off all the time.” —Donald Dudrow Blueprinted engines, new paint, interior and avionics upgrades. I love my Baron but recently discovered that she was trying to kill me. I first discovered this betrayal when I installed a Garmin GI 275 coupled with a GPS 175. I’m an old steam-gauge kind of pilot am happy to inform you that along with my new American Bonanza and kept most of my “round” gauges, though I do like the GTN I Society membership, I’m now the proud owner of N5067B, 750. As an architect I prefer a more analog visual presentation a 1955 F35. At 39 hours total time and 10 hours complex I’m of information. My brain works differently than most in terms of hunting a checkride for my translating visual information. One of the reasons I hate digital Private Pilot certificate in watches and have always had an analog watch. Also, in my opinion early April. round gauges are timeless in general aviation aircraft while glass The only way this is “out of date” after a few years, like a five-year-old cell phone. was remotely possible Anyways, that’s me and different points of view are what make was through the assis- the world go round. tance and guidance of Now to my story. As I was flying after installing the new GI 275 your ABS Ambassador, I noticed the calibrated airspeeds to be different on the GI 275 Dirk Steiner. Dirk intro- compared to the old analog instrument. The analog instrument duced me to the brand

70 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

with a flight in his Debonair. He helped and received a great quote for the same coverage I had requested me shop for airplanes, went with from others. I’m now able to buy a lot of fuel with the savings. me to complete the purchase and also to This is one of many great benefits belonging to the bring it home. He has also been instructing American Bonanza Society for the past 30 years. Pilots helping me in my Bonanza in addition to my standard pilots—keep up the good work.—Edward Wisniewski flight school through Advanced Aviation in Lawrenceville, Georgia. I cannot say enough about the guy and he’s a hell of an asset to your organization. or those of us who own Bonanzas with a retractable boarding Dirk’s a student of the Beech airplanes F step, the 1/16” cable is a high wear item. I seem to go through and is exactly the type of person you want one every 1000 hours or so. I order a 20 foot length of cable with representing ABS. swaged end from Aircraft Spruce Thank you to ABS for your for around $50. To make it easier assistance and our few chats to route the new cable through along the way. I’m sure there will be many, many more! the housing, I tin and solder —John Merritt the other end of the cable and file it round. This then may be terminated at the step with a standard Nicopress® sleeve. would like to thank Jim Usher for his article in ABS Forum in the Lube the cable with grease as I February issue. I was also receiving ridiculously high insurance you slide it into the housing, and quotes from the major players even after having over 2600 hours don’t forget to make sure that in my Bonanza, accident free and in perfect health. After reading the guide pulley is in good his article I called Aircraft Insurance by Duncan as he suggested condition and spinning freely. —Steve Zeller

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 71 www.bonanza.org

ollowing up on my article regarding valve lapping F (ABS Magazine, February 2021), Keilman kindly pointed out that the Continental service bulletin I mentioned regarding exhaust valve leakage has been superseded by the information in their general maintenance manual, which is available online and no longer specifically calls out valve leakage separate from the overall compression test results. I’m disappointed that they no longer call particular attention to exhaust valve leakage (detected by listening at the tailpipe while the cylinder is under pressure) as opposed to piston ring leakage (detected by listening at the open oil filler tube). In my experience persistent leakage past the exhaust valve is the start of an inevitable progression. The leakage often starts because a small bit of combustion product stuck to the face of either the valve or the seat, there is leakage past the dirt, the seating face erodes a bit and the valve stops rotating (or the other way around), the erosion gets worse, the valve heats at the leaking spot because it isn’t making good contact with the seat, asymmetric deposits develop on the unevenly heated face of the valve, and finally the valve becomes damaged beyond repair. The earlier this is fixed by staking or lapping to remove the dirt and any damage, the easier it is. By the time asymmetric deposits develop, the damage is already well along. From what I’ve seen, leakage past the exhaust valve either goes away after 10 or so hours of flying, or it is on a path that will have BEECHCRAFT OWNERS to be dealt with fairly soon one way or the other, and the sooner it is addressed the easier and less damage there will be. Some mechanics and owners also recommend replacing the valve rotator after lapping to ensure that the valve rotates properly. I have never done this as I have found that removing the dirt and defects on the seating face gets the valve rotating again. But a new rotator isn’t expensive, and it’s added insurance, so make your own decision. A final note, for those struggling to make sense of the last sentences in my article, they should read, “If a Continental exhaust valve is persistently leaking, fix it – whether it has 100 hours or For all of your T-34 Mentor, Bonanza 2,800 hours. Otherwise in 50 to 100 hours the valve will be ruined." —Bert Weinstein and Baron Needs Quality Beechcraft Parts, Service, & Restorations Pre-purchase - 100 hour - Annual inspections Pitot - Static and Transponder Certifications Gear and Flight Control Rigging Continental Factory Fuel Flow Set-up T-34 Wing Spar AD Compliance Full in-house capability of sheet metal repairs, electrical troubleshooting, paint repair & dynamic propeller balancing. BAKER AVIATION, INC. New Smyrna Beach Airport (KEVB) Florida 386-837-4073 bakeraviation.com [email protected]

72 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

Volume 21 • Number 5 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

DON'T MAKE AN EXPENSIVE MISTAKE! Call me for a Free INSTRUCTION Consultation on your purchase of a Bonanza or Baron before you Pre-Buy. Visit my website at www.beechcraftbuyers.com. Or call Bonanza, Baron and P-Baron Instruction – Gold Seal and 850-240-7243. 80919 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 Thinking of selling your Bonanza? Call me; I have buyers Parker, 713-826-6663 (TX), [email protected]. 475 looking for good clean Bonanzas. BeechcraftBuyers.com, 850- 240-7243. 80920 Canadian Beechcraft Training - All Bonanzas, Barons, Dukes, King Airs. Former Beechcraft dealer, aerospace engineer, Share of 1971 E55 “Muscle” Baron. New avionics. Garmin 530. test pilot. 43 years, 20,000 hrs. Insurance approved instruction to 2,850 total time. 800 hours on engines (IO-520). Ice boots and deice highest Canadian standards. Initial, re-current, instrument, and fluid system. Willing to sell third- or half-share. Based in Green ME ratings, TC authorized person. Broker/Agent for purchase and Bay, WI. Email [email protected]. 194644 sale. Aircraft management services. Own Bonanza, will travel. (705) 441-2155, [email protected] 180693 "PRISTINE" 1977 BONANZA A36 FOR SALE – 5501 TOTAL TIME, 923 SINCE MAJOR OVERHAUL, 930 SINCE PROP OVERHAUL, Bonanza thru P-Baron Instruction - GARMIN: GNS530W, G5, GTX345, GMA345, KING AUTO PILOT Your Aircraft! Your Airport! Your Time! – Personalized and tailored training/ WITH ALTITUDE HOLD COUPLED TO KING HSI & GNS530W, instruction for you, taught by a Gold Seal and BPPP Instructor. CFII, LAST ANNUAL 8/2020 INCLUDES ALL SIX "NEW" MILLENIUM MEI, ATP, A&P – 30+ years’ experience. Robert Benda, 720-891-0808, CYLINDERS, ACF, ADSB IN/OUT, KING KX155...... PAINT & [email protected], www.ExecutiveFlightServicesLLC. INTERIOR GREAT CONDITION. NEW COMPLETE COVER PLUS Com. 160581 CANOPY COVER FOR TRAVELING.CRUISE AT 160 KNOTS WHILE BURNING ONLY 13.5 GALLONS PER HOUR. 502-641-5999. 194115 CFII & MEI, 30-year airline Captain – BPPP Academy trained flight & ground Instructor. Will travel to your airport and can ATP rated Pilot with 8500 hours in all makes and models of deliver. Karl Seuring, 206-669-8000 (m), Everett, WA (KPAE). 171304 Beechcraft aircraft. Highly professional and experienced. Don’t hesitate to contact at www.clearedirect.com 192697 Complete the ground portion of your Flight Review – In your own home, on your schedule. Logbook endorsement guaranteed For Sale to good buyer – 1947 Beechcraft Bonanza. Owned for only $29.95! Visit www.WINGsRealityEDU.com. 704 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, Baron and Bonanza Instruction – Tennessee based Steve recent annual and ALL Ads current/ accomplished. Price is best Hammers, CFI, CFII, MEI, ATP - 25+ yrs. exp. BPPP Instructor. offer from someone remembering this is (1) a Bonanza, (2) it has Baron G58 Owner and former E55 and 58P Owner. BPPP, Initial and a running engine, and (3) it has VFR avionics. Nice clean-flying Recurrent Training, Instrument Competency Check or Insurance airplane. Info at [email protected]. 114799 (697) Checkout. Call 615-479-7195. 80882

74 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org

EQUIPMENT, PARTS, SERVICE

Bonanza Parts – Specializing in 35 and 36 Bonanzas. We dismantle many Bonanzas for parts! A thru P, M thru V35A-B, A36, B36, Debonair, A-F33. Email [email protected] or call requests to 530-661-1696. Visit our web page, www.bonanzaparts. biz. 562

Dual Yoke Rental. Baron/Bonanza. $300 plus shipping for first 2 months, $125/mo thereafter. Steve Weaver 843-475- 6868 (WV). 481

Elevators, 33 thru Baron. FAA-approved repair station #209-53. Biggs Aircraft. 405-258-2965, Fax 405-258-3016. 486

S m a r t S p a c e Extended Baggage for Beechcraft 36/ A36 STC/PMA Get more space! Give your pre-1979 A36 the same baggage capabilities as the latest G36! Adds approx. 11cu/ ft of storage and can accommodate 70lb of baggage. Same footprint as G36 rear baggage with no changes to aircraft exterior. All aluminum construction with innovative cargo net & integrated seat straps. Removable in minutes for easy maintenance access. Typical installations can be completed in 1-2 days. www.ApproachAviation.com 978-314-4626 148958 Pilots N Paws® is an online meeting place for pilots and Beechcraft Replacement Parts from SSV, Inc. – All Parts other volunteers are FAA/PMA: Growing number of replacement parts including who help to transport rescue Fairleads, Control Knobs, Rod End Bearings, Bushings, Seat animals by air. The mission of Recline Cams, Steps, Striker Plates, Tow Pins, and more. Email the site is to provide a user- [email protected], call 517-545-5556, or visit www. friendly communication venue between those that rescue, southseasventures.com. 195406 shelter, and foster animals; and pilots and plane owners willing Landing Gear Repair and Overhaul – Are your landing gear to assist with the transportation leaking or need a freshening up? Delta Strut specializes in the of these animals. repair and overhaul of the following Beechcraft Aircraft: Model A general aviation transport 33, 35, 36, 45, 56TC, 58, and 95. Check us out on Facebook, visit requires just one pilot volunteer and is far more efficient and us at www.deltastrut.com, or call (559) 441-1316. 156033 dependable than time-consuming ground transportation for these animals who are often in danger of euthanization. Volunteer pilots Under wing fuel vent tube repair kit. Stainless. $98. Heino retain complete authority of their planning and flights, and can give as Moeller, 714-394-6609. 655 much or as little time as they like. Flights are tax deductible 501c3.

Fuel tank/bladder leak repair. We specialize in fuel tank removal SIMPLE AS 1-2-3 No bothersome paperwork required! If you love to fly, and you love and installation for leak repair. No more leaking bladders now. Call animals, please join us now! It’s easy, it’s fun, and it’s extremely Robert Boehnlein 706-573-5699 or email robert@columbusaeroservice. rewarding. Joining is easy and takes just com. Columbus, GA. God bless and see ya soon. 668 a minute of your time. 1. Go to www.pilotsnpaws.org Parts for sale – De-ice boots, bladders, southwind heater and and register ® blowers with fuel pumps, all are new or overhauled w/8130’s, 3 in 2. Post your information and 1 gauges, fuel gauges all with 8130’s. [email protected]. email read other posts ® with p/n’s or needs. 658 3. Wait for contacts /make Pilots N Paws contact with others www.pilotsnpaws.org

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 75 www.bonanza.org LED Landing, TAxi, Beacon, wingtip, Tail lights, HID boom beam lights Reskin Your Elevators in “Aluminum.” “No more Corrosion Problems.” Models 33, 34, 36, 95, 55, and 58. Replace one elevator whelen aerospace technologies at a time. Exchange and paint available. authorized dealer & beech specialist One price covers all. Built in certified. Fixtures by Experienced Technicians FAA CRS U5LRO68X FAA-PMA (877)364-8003 PulseLite kits. Pulse 4g/lte remote power device. 2 or 4 plug option. activate your leds! your engine heater from home! or 952-447-7737. Email: airplanesrs@msn. - dual yoke rentals, fluorosilicone fuel cap o-ring kits com. Web: www.srsaviation.com 463 - no sales tax! Free Shipping over $500, excellent service! www.gallagheraviationllc.com ENGINES - IO-520BB, ‘O’ SMOH, Complete 1-833-425-5288 - [email protected] with New Cylinder Fuel systems, magnetos, harness and starter. Outright or Exchange. One Stop Aviation (760) 721-1389 or email [email protected]. 187074

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

ENGINES – IO-520BA – ‘O’ SMOH, Complete with New Cylinder Fuel systems, magnetos, harness and starter. Outright or Exchange. One Stop Aviation (760) 721-1389 or email rick@onestopaviation. com. 700

Cylinders – Hard to find E-Series Cylinders, plus IO-470 & IO-520 Overhauled Stud Assy. One Stop Aviation (760) 721-1389 or email [email protected] 699

Mike’s Upholstery: Custom interiors, singles-light twins. FAA certified. Same location since 1968. North Omaha Airport (3NO). Omaha, NE. Mike Roney. 402-572- 8788. 490

Engine Upgrade? STC’d IO-550-B Engine Conversions for S35, V35, V35A, V35B, C33A, E33A, E33C, F33A, F33C, G33, 36, and A36 Bonanzas. IO-470C or IO470-N Engine Conversions for A35

76 AMERICAN BONANZA SOCIETY May 2021 www.bonanza.org thru G35 Bonanzas & 33 thru F33. Other Mods, shoulder harness REAL ESTATE & GETAWAYS assemblies, instrument panel conversions, SS battery boxes, seat conversions. All Bonanza Mods. Hammock Aviation Services, Inc. SPRUCE CREEK FLY-IN REALTY – RESIDENTIAL AIRPARK, 972-878-8505. Ennis, TX. 487 www.fly-in.com. Daytona Beach, Florida. ABS Sponsor, members. Home of over 60 Bonanza’s and Baron’s. Gated Country Club Dual & Single Control Yokes. Large handles, trim knobs, all Community with its own Airport, 4000’ paved runway x 180’ misc. parts for control yokes, exchange your faded & cracked wide, 6/24. Private GPS approach. (CTAF122.725). Taxiway Homes handles for our like new refinished ones. Exchange singles for from $540,000, condo’s from $130,000. Golf/Nature Homes from dual & vice versa. Call for quote, we buy any duals, singles or any $180,000. Lenny Ohlsson, Broker, SPRUCE CREEK FLY-IN REALTY, parts. Air Mech, Inc., 580-430-1414, email: [email protected]. 800-932-4437, email: [email protected]. 477 For 20 years: Being your best source for affordable yokes is our specialty. 474 WANTED Coverups By Denise. Expanded vinyl gear & flap actuator covers We are looking for a clean 1978 or later V35B, preferably for Bonanzas and Barons. Uplock cover set – old style $52, new with an IO-550. 415-298-5331. Thank you! Loring Sagan 194625 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 MISC shipping. Call or email Denise at , 321-725- [email protected] For Sale, 40 years of ABS Newsletters with only a small 9226. 489 number not included (overseas work) Best reasonable offer. Will Seat Specialists - Seat recline cylinders repaired, seat repair, include Mike Smith info. Tel 503-398-4615 or email Johnz66@ seat replacement parts. Call Chuck at AvFab (660) 885-8317 or outlook.com. 195396 [email protected]. 482 Tables, new and used available. Contact Chuck 660-885-8317 or [email protected]. 483

Volume 21 • Number 5 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: Executive Committee member: Six (6) directors shall be residents of any of the United Paul Lilly (Area East) 2021* Mark Taylor (At Large) 2022 States (one (1) of those directors may instead be a 2123 Springwater Lane 6114 Avocetridge Drive resident of a foreign country) and three (3) directors Port Orange, FL 32128 Lithia, FL 33547 shall be residents of Areas East, Central and West, Phone: 443-803-8656 Phone: 402-670-0317 respectively, one (1) director from each area: [email protected] [email protected] Area East: Alabama, Connecticut, Delaware, Florida, Georgia, Indiana, Kentucky, Maine, Maryland, Vice President: CK Lee (At Large) 2023 Massachusetts, Michigan, New Hampshire, New Jersey, 7109 Waldon Ct New York, North Carolina, Ohio, Pennsylvania, Rhode Greg Stratz (Area Central) 2022* Colleyville, TX 76034 Island, South Carolina, Tennessee, Vermont, Virginia, W7534 County Road T 817-421-2613 Washington D.C., West Virginia, Canada and all other Fond du Lac, WI 54937 [email protected] foreign countries except Mexico. Phone: 920-539-6111 Area Central: Arkansas, Colorado, Idaho, Illinois, Iowa, [email protected] Kelly McBride (Area West) 2021* Kansas, Louisiana, Minnesota, Mississippi, Missouri, 22141 Alizondo Dr Montana, Nebraska, Nevada, New Mexico, North Woodland Hills, CA 91364-6102 Secretary: Dakota, Oklahoma, South Dakota, Texas, , Phone: 213-494-0388 Michael Madigan (At Large) 2022 Wisconsin, Wyoming and Mexico. [email protected] 539 Shore Acres Ave. Area West: Alaska, Arizona, California, Oregon, North Kingstown, RI 02852 Derek de Bastos (At Large) 2023 Washington and Hawaii. Phone: 917-640-3932 9355 Poundstone Pl [email protected] Greenwood Village CO 80111 Past Presidents 202-258-1711 1967 - 1971: B.J. McClanahan, MD * Treasurer: [email protected] 1971 - 1973: Frank G. Ross * Phil Jossi (At Large) 2021* Stephen Hammers (At Large) 2023 1973 - 1975: Russell W. Rink * 4163 E Scorpio Pl 6234 Belle Rive Dr 1975 - 1976: Hypolite T. Landry, Jr., MD Chandler, AZ 85249 Brentwood TN 37027 1976 - 1977: Calvin B. Early, MD, PhD* Phone: 308-440-5143 615-479-7195 1977 - 1978: Capt. Jesse F. Adams, USN(R) * [email protected] [email protected] 1978 - 1979: David P. Barton * 1979 - 1980: Alden C. Barrios* * Second and/or final term 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 * 1986 - 1987: Charles R. Gibbs 1987 - 1988: Joseph McClain, Ill* 1988 - 1989: Lee Larson * 1989 - 1990: William H. Bush * 1990 - 1991: Ray L. Leadabrand * Modern Aviation Re-Upholstery 1991 - 1992: James C. Cassell, III * 1992 - 1993: Warren E. Hoffner We offer everything you need 1993 - 1994: John H. Kilbourne to restore your plane’s interior. 1994 - 1996: Barrie Hiern, MD * 1996 - 1997: Ron Vickrey 1997- 1998: Willis Hawkins * 1998-1999: William C. Carter Carpet Kits 1999- 2000: Tilden D. Richards* 2000 - 2001: Jon Roadfeldt Floor Mats 2001- 2002: Harold Bost Seat Covers 2002 - 2003: Jack Threadgill * Glare Shield 100 2003 - 2004: Jack Hastings, MD 2004 - 2006: Craig Bailey

Vinyl 95 2006 - 2007: Jon Luy 2007 - 2008: Arthur W. Brock 2008 - 2009: Bill Stovall 75 2009 - 2010: Ron Lessley 2010: Stephen Blythe STYLE - COMFORT - SECURITY 2010 - 2011: Lorne Sheren, MD 2011 - 2013: Keith Kohout 25 3814 Prosperity Rd 2013 - 2015 Robert Goff 2015 - 2016: Cameron Brown 5 Duluth, MN 55811 2016 - 2017: Paul Damiano 218-728-1614 2017-2018: Howard Johnson 0 www.scs-interiors.com 2018-2019: Jay Burris 2019-2020: Phil Jossi [email protected] * Deceased

78 AMERICAN BONANZA SOCIETY May 2021 ABS Ad 5-4-2020 BW 2 Monday, May 4, 2020 5:04:41 PM www.bonanza.org

ABS Events

Additional details or notice of cancelation due to the coronavirus pandemic are available at www.bonanza.org/events. More extensive coverage of Regional Society fly-ins can be found on their websites (see web addresses below).

MAY 1-2 Regional & International Societies ABS Maintenance Academy, Tullahoma, TN (KTHA). Hosted by the Visit these websites for more information. Beechcraft Heritage Museum. Apply to attend at www.bonanza.org AUSTRALIAN BEECHCRAFT SOCIETY ROCKY MOUNTAIN MAY 11 www.abs.org.au BONANZA SOCIETY ABSWeb webinar BONANZA CLUBE DO BRASIL www.rmbonanza.org MAY 13-16 www.bonanzaclube.com.br PACIFIC BONANZA SOCIETY ABS Service Clinic, Perkasie, PA (KCKZ). Hosted by P-Factor Aviation EUROPEAN BONANZA SOCIETY www.pacificbonanza.org www.beech-bonanza.org SOUTHEASTERN BONANZA SOCIETY MAY 15 www.sebs.org Online event free to ABS members. Register at MIDWEST BONANZA SOCIETY BPPP LIVE, www.bonanza.org www.midwestbonanza.com SOUTHWEST BONANZA SOCIETY JUNE 3-6 NORTH EAST BONANZA GROUP www.swbonanza.org ABS Service Clinic, Poplar Grove, IL (C77) www.northeastbonanzagroup.com Hosted by Poplar Grove Airmotive JUNE 5 ABS Beechcraft Instructor Crosstalk. LIVE online event free to ABS OCTOBER 13-16 members. Register at www.bonanza.org Beech Party by the Beechcraft Heritage Museum, Tullahoma, TN JUNE 8 ABSWeb webinar OCTOBER 28-31 ABS Service Clinic, Venice, FL (KVNC). Hosted by Sarasota Avionics JUNE 10-13 ABS Service Clinic, Greely, CO (KGXY) OCTOBER 30-31 Hosted by Western Plains Aviation ABS Maintenance Academy, San Diego, CA (KMYF). Hosted by Gibbs Flying Service. Apply to attend at www.bonanza.org JULY 8-11 ABS Service Clinic, Wichita, KS (KAAO). Hosted by Clemens Aviation NOVEMBER 4-7 JULY 13 ABS Service Clinic, San Diego, CA (KMYF) Hosted by Gibbs Flying Service ABSWeb webinar JULY 26 – AUGUST 1 NOVEMBER 9 EAA AirVenture, Oshkosh, WI ABSWeb webinar JULY 27 DECEMBER 14 ABS Member Dinner, Brighton Acres, Oshkosh, WI ABSWeb webinar AUGUST 10 ABSWeb webinar Watch for more ABS EVENTS to be added here and www.bonanza.org AUGUST 26-29 at . ABS Service Clinic, Puyallup, WA (KPLU) Hosted by AVSTAR Aircraft of Washington SEPTEMBER 11 BPPP LIVE, Online event free to ABS members. Register at www.bonanza.org SEPTEMBER 14 ABSWeb webinar SEPTEMBER 16-19 ABS Service Clinic, Paducah, KY (KPAH). Hosted by Midwest Aviation OCTOBER 7-10 ABS Service Clinic, Olivehurst, CA (KMYV) Hosted by Honeycutt Aviation OCTOBER 12 ABSWeb webinar

Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 79 www.bonanza.org Display Advertising Index Display Advertising Director: Jenna Reid 2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684 • Ph: 316-409-7033 • 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...... 53 General Aviation Modifications...... 67 Aircraft Door Seals LLC ...... 47 Great Lakes Aero Products ...... 47 Aircraft Insurance Agency by Duncan ...... 44 Guardian Avionics...... 31 Aircraft Spruce & Specialty Co...... 39 Hartwig Aircraft Fuel Cell ...... 9 Air Mod...... 37 Insight...... Inside Back Cover Alpha Aviation Inc...... 28 InTrust Bank...... 71 Arrell Aircraft Sales Inc...... 43 JP Instruments ...... 11 Avemco Insurance Company...... 27 Kalamazoo Aircraft...... 66 AvFab ...... 38 Kelly Aerospace ...... 75 Aviation Design...... 77 Knots 2U, LTD...... 28 Avstar Aircraft of Washington...... 29 Lighthawk...... 78 Avstat Aviation Inc...... 30 Lightspeed Aviation...... 45 Baker Aviation...... 72 Main Turbo Systems Inc...... 3 BAS Inc...... 38 Marsh Brothers Aviation...... 34 B&C Specialty Products Inc...... 48 McFarlane Aviation...... 44 Beaver Air Services...... 79 Micro AeroDynamics...... 31 Biggs Aircraft...... 42 Mountain View Aviation ...... 19 BPT- Bonanza & Baron Pilot Training...... Back Cover Murmer Aircraft Services ...... 66 Bruce's Custom Covers...... 42 NAFI–National Association of Flight Instructors...... 76 Butler Avionics Inc...... 49 Niagara Air Parts Inc...... 57 Carolina Aircraft, Inc...... 68 Performance Aero Inc...... 40, 41 CIES Corp...... 3 Performance Aircraft Parts...... 51 Cincinnati Avionics (Sporty’s)...... 51 Pilots N Paws ...... 75 CJ Aviation ...... 61 PlaneLogix...... 9 Columbus Aero Service Inc...... 61 Poplar Grove Airmotive Inc...... 62 Corporate Angel Network...... 73 Quality Aero Maintenance...... 49 Cruiseair Aviation Inc...... 25 RAM Aircraft LP ...... 7 Cygnet Aerospace Corp...... 26 Ryan Machine...... 31 DBM ...... 48 Sarasota Avionics...... 8 Double M Aviation...... 77 SCS Interiors...... 78 D’Shannon Aviation...... 69 Select Airparts...... 25 Eagle Fuel Cells...... 37 Short-N-Numbers...... 77 Factory Direct Models...... 8 Southern Aero Services...... 37 Falcon Insurance Agency Inc...... Inside Front Cover Superior Air Parts...... 21 Gallagher Aviaton LLC...... 76 Tornado Alley Turbo Inc...... 68 Garmin International...... 23 VAC – Veterans Airlift Command ...... 63 G&D Aero Products Inc...... 72 VAL Avionics...... 68 Gemco Aviation Services Inc...... 57 Wilco Inc...... 42

80 AMERICAN BONANZA SOCIETY May 2021 Volume 21 • Number 5 AMERICAN BONANZA SOCIETY 3