APRIL 2021 • VOLUME TWENTY-ONE • NUMBER 4
AMERICAN BONANZA SOCIETY
The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts Supporting ABS… Supporting YOU “I’ve been a member of the American Bonanza Society for over 25 years, and served on the ABS Board of Directors for six years. I support ABS because of all it does for the Beechcraft community. Falcon Insurance Agency provides me with outstanding representation for my aircraft insurance requirements. Additionally, no other insurance supplier goes that extra mile to support the ABS. We all have many choices in aviation insurance providers, but because of the many benefits made possible by for single engine aircraft – to major airports – and everything in between this generous support, I choose Falcon Insurance as my insurance partner.”
Paul Damiano past ABS President
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: 1-800-259-4227April 2021 CONTENTS April 2021
AmericA n BonAnzA
Society 2 President's Comments: Missed Opportunity April 2021 • Volume 21 • Number 4 By Paul Lilly ABS Executive Director J. Whitney Hickman 4 Operations ABS-ASF Executive Director & Editor By J. Whitney Hickman and Thomas P. Turner Thomas P. Turner Associate Editor George Brown Managing Editor Jillian LaCross Technical Review Committee Tom Rosen, Stuart Spindel, Bob Butt, OWNERSHIP/MAINTENANCE and the ABS Technical Advisors Graphic Design 12 Beechcraft of the Month: Rachel Coon Best of the Old, Best of the New Printer 1961 N35 N1389Z (D-6814) Village Press, Traverse City, Michigan By Ron and Catherine Bindas American Bonanza Society magazine (ISSN 1538- 9960) is published monthly by the American Bonanza 20 Fuel Selector: You Never Know Society (ABS), 3595 N Webb Rd Ste 200, Wichita, KS 67226-8192. The price of a yearly subscription What You Will Find is included in the annual dues of Society members. By Craig Bailey Periodicals postage paid at Wichita, Kansas, and at additional mailing offices. No part of this publication may be reprinted 22 Keeping up with the Pack: or duplicated without the written permission of the Executive Director. Remedies for Poor Aircraft The Society and Publisher cannot accept Performance responsibility for the correctness or accuracy of the matters printed herein or for any opinions By Geary Keilman expressed. Opinions of the Editor or contributors do not necessarily represent the position of the Society. 48 My Engine Failure Articles or other materials by and about organizations other than ABS are printed in the American Bonanza By John Renquist Society magazine as a courtesy and member service. Except as expressly stated, their appearance in this magazine does not constitute an endorsement 53 Insurance: Members by ABS of the products, services or events of Have Questions such organization. Publisher reserves the right to reject any material submitted for publication. By Barry Dowlen Membership Dues: DEPARTMENTS • One Year Domestic (US/Canada/Mexico) – $85 (USD) 62 Control Cable AD Follow-Up • Two Year Domestic (US/Canada/Mexico) – $150 (USD) By W Tim Miller 10 Welcome New Members • Three Year Domestic (US/Canada/Mexico) – $200 (USD) • Digital One Year (US/International) – $85 (USD) • Digital Two Year (US/International) – $150 (USD) 30 Member News • Digital Three Year (US/International) – $200 (USD) • One Year International - $125 (USD) FLYING 46 GA News • Two Year International– $230 (USD) • Three Year International– $320 (USD) 18 Angel Flight in a Bonanza 51 ABS Aviators • Additional Family Members – $45 each By Greg Falkenthal • Life membership – $1400 51 Surly Bonds Contact ABS Headquarters for details. 24 BPPP: The Magic of GPSS Postmaster: Send address changes to 51 Life Membership American Bonanza Society magazine, By Kevin Crozier 3595 N. Webb Road Suite 200, 52 Beechcraft History Wichita, KS 67226-8192. © Copyright 2019. 32 Baron and Travel Air: Send Articles/Letters To: American Bonanza Society Firewall Forward Flexible 66 Tech Tips Magazine Publication Office, 3595 N. Webb Road Suite Hose Installation 200, Wichita, KS 67226-8192, Tel: 316-945-1700, Fax: 71 New ABS Technical Advisor 316-945-1710, E-mail: [email protected], Website: By George Brown http://www.bonanza.org. Please note: Copy & photos submitted for publication become the property of the 36 48 Compleat 72 New BPPP Instructor Society and shall not be returned. Articles submitted with pictures receive publication preference. By L. Dennis Shapiro 74 Classified Ads 56 Command Pilot: Can You Feel It? The American Bonanza Society serves Beechcraft 78 ABS Board enthusiasts by sharing valuable safety, technical, and By Thomas P. Turner educational resources, and by promoting interaction 79 Event Calendar among and advocacy on behalf of its members. 60 Who’s Flying the Airplane? By Mathew J. Schaub 80 Display Advertising Index
Volume 21 • Number 4 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. Missed Opportunity www.bonanza.org 3595 N Webb Rd Ste 200, Wichita, KS 67226-8192 Tel: 316-945-1700 • Fax 316-945-1710 e-mail: [email protected]
Office Hours: Monday thru Friday; 8:30 am – 5:00 pm ikely we have all looked back, and wish we would have acted on an (Central Time) opportunity but had, at the time, procrastinated until the opportunity was ABS Executive Director no longer there. J. Whitney Hickman, [email protected] L ABS-ASF Executive Director I have shared my passion of flying with many people over the years, and many have Thomas P. Turner, [email protected] shared theirs with me. I can’t remember them all, but what I can remember clearly is one opportunity to share that never happened. Technical Questions Several years ago, I had a hangar at Martin State Airport (KMTN) near Baltimore, [email protected] or 316-945-1700 Maryland, to house an RV9 I had recently built. The hangar was located in an area BPPP Questions called Strawberry Point, at the opposite end of the runway from the FBO and the [email protected] or 316-945-1700 hustle and bustle of operations. The small collection of hangars was just feet from Membership and Events the Chesapeake Bay and the approach end of Runway 33. Strawberry Point originally [email protected] existed to support a seaplane base, which is no longer there. Choosing a hangar in ABS Pilot Shop this area was more about having peace and quiet with a water view, as opposed to www.bonanza.org/store services nearly a mile away. I had chosen a hangar in the area to spend quality time fiddling with my RV9. Membership Services Being a new tenant at Strawberry Point, I frequently drove around the other hangars • Monthly ABS Magazine to see what my neighbors were doing. On nice days many of them would have their • Technical Advice and Parts Sourcing doors open, going about whatever they had planned for that day. One hangar in par- • Beechcraft Specific Pilot Training ticular had a man sitting in a lawn chair in front of his Piper Cherokee. Next to him was • Special Members-Only Website Content another chair, empty, that I assumed was waiting for his friend who would soon return • Aircraft Inspection Program with coffee. His view from his hangar faced southeast, the best seat in the house for • Beechcraft Maintenance Guides, viewing arrivals and departures over the sailboats on Chesapeake Bay. I would wave DVDs, Merchandise and Apparel • ABS Fly-Ins & Events while I drove past, and he always waved back. • Aircraft Prepurchase Assistance Over the next several weeks, on any given day, different hangar doors were open • Mechanic & Flight Instructor Training or closed, but this one with the lone man in front of his Cherokee was almost always • Regional Societies open. Over time I noticed no one was ever in the chair next to him. Then it dawned • Aircraft Insurance Program on me. I had never seen this airplane pulled out of the hangar. For whatever reason • Professionally Staffed Headquarters this guy no longer flew his airplane, but still wanted to be near it, and loved watching others arriving and departing over the bay. He spent his days watching people do what he no longer could. And that empty chair, it was now obvious that it was an invita-
2 AMERICAN BONANZA SOCIETY April 2021 tion for someone to join him and share stories. I decided I would visit him soon, sit in that chair, listen to his stories, and tell him mine. I never did visit with him. A few weeks later I saw the hangar door was closed, and never saw it open again. I don’t know what happened to him. I was upset with myself for not taking the opportunity sooner to visit. We could have enriched each other's lives by sharing our experi- ences, and how we got to where we were in our lives. To this day I feel sad every time I think about it. I feel sad for the guy sitting alone watching, but also waiting. And I feel sad for the opportunity the empty chair offered to fellow aviators, but was never taken. I am sharing this story in hopes we will all think twice and take advantage of a mo- ment to share before that moment is gone. There are clichés that would apply here, including one we hear a lot: “Stop and smell the roses.” The cliché by itself does not change the way we go about our lives; it takes a moving life experience to do that.
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Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 3 www.bonanza.org
OPERATIONS ABS By J. Whitney Hickman
Effects of Pandemic Still Being Felt
ooking back on the last year, I would have never imagined that we would They will be practicing social distancing in the forums and hangars, including limits still be facing similar uncertainties and limitations for events in 2021. Last on the number of persons who can enter year we were very disappointed we could neither hold large gatherings a Forum pavilion, which will have an nor participate as a vendor since Sun ’n Fun and EAA Oshkosh were impact on how many people can attend L our popular “Flying Beech Airplanes” and cancelled. One year later and we are still feeling the effects of COVID-19. “Maintaining Beech Airplanes” forums. The ABS staff has been navigating event now we would be limited to no more than EAA has not released the specific guidelines that vary by state and change 20 people in a seminar and have restricted restrictions yet, but whatever they are we by the day. All of the uncertainties make it access in our small display. We also took a will have the same limitations in the ABS difficult to plan for upcoming events and look at our staffing situation; with only five tent. We don’t yet know, but we may have assure the safety of everyone involved. staff members we didn’t want to increase to have our Beech-specific tent topics No matter our decisions regarding events, our risk of anyone getting sick. We are somewhere besides our tent or cancel them we will most likely have some members able to put our deposit toward exhibiting outright due to the number of attendees who don’t agree one way or the other. at the show for next year, and plan on allowed. We also may have to limit the Regardless, we’re doing our best to plan attending as a vendor and conducting our number of members inside our tent at any accordingly and appreciate your kindness ABS member dinner in 2022. given time – again, we don’t yet know. No and support in respecting how ABS best final decision has been made regarding EAA AirVenture serves our members in 2021. the ABS Dinner and Annual Membership As for EAA Oshkosh, ABS is planning to Meeting at Brighton Acres. No decision has Sun ’n Fun attend this year. We are following all of the been made by ABS or EAA (or the state ABS regretfully will not attend Sun ’n Fun updates EAA is sending out about this year’s of Wisconsin) whether ABS can provide this year. This means there will be no ABS event and the guidelines that are being refreshments in our tent. My guess is there dinner at the Hilton Garden Inn. ABS had put in place. As for now, EAA is following will be some limitations, or we may be to make decisions early in the year and at Wisconsin state guidelines with a few of restricted to prepackaged items. At any that time there were several guidelines still its own caveats. EAA is eliminating large rate, we will abide by whatever EAA in place with social distancing, etc. Even gatherings such as banquets and concerts. recommends and Wisconsin requires.
4 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
ABS hopes to have the information we need to make a final decision by the first part of May. As for other ABS events, we plan on having 11 ABS Service Clinics and two live ABS Maintenance Academies. The small number of people in the location at any one time helps with these events. ABS/ASF will conduct two remote BPPPs, in May and September, because the 100+ members we routinely attract to these events are too large a crowd right now. Check updates in the ABS Hangar Flyer and the events calendar on the ABS website for details as they become available. Hopefully we will see a large number of our members at EAA this year in whatever format we can. I suspect that you are anxious to see the show and catch up with other members you haven’t seen in more than a year.
Continued Support Many thanks go out to our member donors who contributed to a very successful Air Safety Campaign drive this year. Even with all of the uncertainty and unusual situations in 2020, our membership came through and supported the mission. This will allow ASF to continue to deliver valuable programs and content such as MAXIMIZE BEECHCRAFT PERFORMANCE the new online learning center and BPPP ground school, as well as some very WITH HARTZELL interesting new maintenance videos that The Beechcraft name has always been synonymous with high quality and you will want to check out. high performance aircraft.
I also thank our advertisers who stuck We know exactly how that feels. with us this past year and continued to display ads in the magazine even when Hartzell propellers are the premier choice on production piston and turboprop times were tough. We also anticipate those Beech aircraft. Our Top Prop Conversion Program offers many of these who discontinued will be back with us. propeller packages and other innovative propeller upgrades for most Barons, Bonanzas, Debonairs, and Travel Airs. Their support greatly helps offset the cost of the magazine. Our membership does a Learn how we can help lift your great job of supporting our advertisers, and Beechcraft to new heights. I know they appreciate the fact that you do.
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Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 5 www.bonanza.org
OPERATIONS ASF By Thomas P. Turner
Data-Driven
e’ve had some technical glitches and some health-related delays, but I’m writing this in early March confident by the time you read it in early April the new ABS Online Learning Center will be up and running. Knowing the exact format for new online BPPP courses unfortunately had to wait until late in the Learning Management W System (LMS) decision-making process, so the Board, staff, and I knew we would not have entirely new courses available for everyone on the day we flip the switch. Being the data-driven person I am, I wanted to serve the greatest number of members with new online ground schools as quickly as possible. So I asked ABS Member Services Director Lauren Bayless to run what I call a “members-by-model” report so I could see the numbers (and percentage) of ABS members for each breakdown of the revised BPPP online courses. I always find such things fascinating, and perhaps you will as well.
As of this writing ABS has about 10,100 members. At the time or IO-550 engine – S35 through V35B, C33A, E33A, E33C, F33A, I asked Lauren for the report (late October) we were at around F33C, 36, and A36 – account for 3423 memberships, or 50 percent 10,000. Of those, 6,831 listed ownership of an ABS-type airplane of the total (I kept the G36 separate because its unique electrical (Bonanza, Debonair, Baron, or Travel Air). Not all members list system warrants its own course). When the BPPP Beechcraft their airplane with us. The old database only permitted listing Essential Systems and Techniques (BEST) course for these one aircraft, so if a member owned more than one, we would only know about the one he or she chose to Members-by-model as percentage of the total list. With a growing number of mechanics, flight instructors, and others in ABS, it’s becoming more common that members do not own an ABS-type airplane (I’m an example of that). But even if the actual total is greater, what I was looking for was relative percentages – and our data is statistically valid for this generality. I had a pretty good feel for the breakdown and had been planning accordingly. But what did the data show?
IO-520/550 Bonanzas and Debonairs that left the factory with a normally aspirated IO-520
(Continued on page 12)
6 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Members-by-model as percentage of the total
(Continued on page 12)
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 7 www.bonanza.org
airplanes debuts, almost certainly before you read this, it will the dedicated E-Series course is available about 89 percent of the serve fully half of the ABS members who own ABS-type airplanes. membership will have a type-specific BPPP BEST course.
O-470/IO-470 A36TC/B36TC Next most common, at 1,165 airplanes, are those originally fitted Next most numerous among our members – although the with an O-470 or IO-470 engine: H35 through P35 Bonanzas, and numbers are getting small – is the factory turbocharged 36s – the 35-33, A33, B33, C33, E33, F33, and G33 Debonairs and Bonanzas. A36TC and B36TC. There are 270 of these airplanes in our member This is 17 percent of the total; when this group’s BEST course database, or four percent of the total. Add the turbo 36 course and premiers over two-thirds of all ABS members’ airplanes will have BEST will serve about 93 percent of the membership. a dedicated BPPP course. G36 Normally aspirated Barons As stated, we’ll have a separate G36 course mainly because of The third most numerous group is the normally aspirated its electrical system design. There are 156 G36s in our member Barons: all 55s and 58s except the 58P and 58TC, and the G58, database, two percent of the membership total. From talking with which again will have its own course. There are 903 normally members, I suspect we have greater market penetration than that; aspirated Barons in the ABS membership database, 13 percent of there are 362 G36s on the FAA registry. But add the G36s and we’ve the total. Unveiling the third BEST course will mean 80 percent of served 95 percent of the members who list airplanes with us. the membership’s airplanes will be served. 58P/58TC E-Series Bonanzas Next up are the P-Barons and 58TCs. There are 140 of these Those Bonanzas originally equipped with Continental E-185 in our database, two percent of the total. When this course is and E-225 engines – the “E Series” – make up 614 of the ABS total. available, we’ll cover 97 percent of our membership. This is nine percent of the airplane-owning membership, so when Travel Air Decades too late, I had my first Beech Travel Air experience last fall – it’s a fun airplane! We have 70 Travel Airs in the membership database, barely two percent of the total.
G58 There are 194 G58s on the FAA registry, and 43 in our membership database – one percent of our members.
V35TC/V35A-TC/V35B-TC The factory turbocharged V-tails number 38 in our database, another one percent of the total.
56TC/A56TC Because you deserve the best... Not surprisingly, given only 94 were produced (46 of which are still registered), only nine Turbo Barons are in our member FUEL PUMPS database…less than one percent of the total. NEW FAA-PMA APPROVED Any non-U.S. registered airplanes members have added to the BETTER Direct Replacements database are included in the totals above, except of course where No Service Bulletins 1296-00-1NVCJ 1296-00-1NVCJ-TAT I cite FAA registry numbers. 2-Year Warranty or This exercise confirmed my “feel” for the distribution of 4140-00-39NVCJ 300 Hours Max. 4140-00-39NVCJ-TAT airplane types among the ABS membership, and the order in 4258-00-15NVCJ 4258-00-15NVCJ-TAT STRONGER which we’ll unveil the new BPPP BEST courses. For those we’ve Redesigned Motor 4613-00-3NVCJ 4613-00-3NVCJ-TAT not gotten around to yet, thanks for your patience, and the existing TighterTolerances 4613-00-5NVCJ 4613-00-5NVCJ-TAT BPPP Online course is still available for you in the ABS Online
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8 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org Proven Show Quality BPPP Focus, AFIA, and more Realizing that many members have already completed Shimmy Dampener BPPP or similar courses and want a shorter Flight Review or • Fits all Bonanza, Debonair, Baron, and Travel Air models. Instrument Proficiency Check (IPC) experience (with flight training • New AN Mounting Hardware at an even lower cost), we’ll complete and load up the BPPP Focus: • New Seals & Springs IPC and BPPP Focus: Takeoffs and Landings courses as soon • New Snap Rings and Piston Scrapers as the IO-520/550 course goes live. We’ll also squeeze in the • White or Silver Epoxy ABS Flight Instructor Academy (AFIA) by early summer, and the • Yellow Tagged BPPP Instructor Renewal Course by fall so BPPP instructors whose • Priority Shipped, Tracked & Insured accreditation expires at the end of this year will have plenty of • Exchange with your Serviceable Core time to renew. The ABS Maintenance Academy videos and other In stock for immediate shipment miscellaneous video content from the old website will be live as soon as we switch over to the new LMS…again, almost certainly Only $325 by the time you read this. (includes shipping) If all goes well the full BPPP BEST catalog of courses, two BPPP Focus options, the AFIA, and BPPP Instructor Renewal “This meticulously overhauled shimmy damper has dramatically improved courses serving 100 percent of the membership will all be online, the high-speed ground handling of my Bonanza. The roll-up to rotation free to ABS members, by the end of 2021. speed is now silky smooth, as is roll-out on landing. It looks like new and It’s up to every one of you to learn from these programs to help was a great value - I couldn’t be happier!” —Vince, V35B Owner us protect lives and preserve the Beechcraft fleet. That’s a data point I’m excited to see. Call Doug today: (360) 710-3481 cell/text www.avianflight.com
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 9 www.bonanza.org Welcome New Members ABS extends a warm welcome to the following new members who joined in February 2021:
Tyler Andersen, Euharlee, GA Alain Fournol, France Craig Nelson, Walla Walla, WA Richard Bachmann, Odessa, FL Dennis Goetz, Oregonia, OH Keene Nettles, Columbia, SC James Bailey, Lewisburg, TN Eric Goss, San Diego, CA Sean O'Kane, Danville, IL Sean Bandy, Aurora, OR Mark Gries, Milwaukee, WI Terry Oliver, Keller, TX Kathy Kieran Banfe, Flanders, NJ Dane Guynn, Litchfield Park, AZ Floyd Orial, Evans, GA Chris Baucom, Savannah, GA Stan Hall, Covington, GA Charlie Patton, San Francisco, CA Mark Baumann, Edmond, OK Ron Hall, Saint Petersburg, FL Akshay Pendharkar, Atlanta, GA Rebecca Bemis, Newton, AL Bryan Halter, Merrimack, NH Michael Phillips, Navarre, FL Michael Birdsong, Saint Simons Island, GA Michael Higgins, Martinsburg, WV William Read, Stuart, FL Charlus Bishop, Kingman, KS Benjamin Hirsch, Orange Park, FL Gaylon Reed, Breckenridge, TX Kenneth Boucher, Scotland, CT Blaine Hitchins, Lake Havasu City, AZ William Reindollar, Derwood, MD David Bowers, Peachtree City, GA Alvin Howard, New Orleans, LA Ryan Reinhard, Madison, CA Joseph Bradley, Middleton, WI William Hunt, Tehachapi, CA Erich Rempert, Lake Geneva, WI Jeff Branch, Raymond, CA Randy Hutton, Gurnee, IL Chris Ricci, Casselman, ON David Brick, Oceanside, CA Jared Jacobs, Andover, KS Christopher Richards, Farmingdale, NY Ralph Brozzo, Midland, MI Doug Jenkins, Palmdale, CA Andy Riggs, Owasso, OK Joel Buhr, Bellevue, NE Jeff Jennings, Collinsville, TX Edward Rinke, Dayton, OH Jason Burke, Deforest, WI Blake Jennings, Greensboro, NC Victor Rivas, Bayport, NY Nicholas Cabral, Oldsmar, FL James Jinnette, Raleigh, NC Ignacio Robles, San Diego, CA Howard Caldwell, Doylestown, PA Alonzo Jones, Los Angeles, CA Michael Roy, Lohn, TX David Cardadeiro, Watchung, NJ Brett Kaufman, Traverse City, MI Joe Rustom, Winnfield, LA Jason Carroll, San Diego, CA Charles Kemp, Richmond, VA Jake Schafer, Shawnee, OK Michael Chartrey, Salem, OR Tim Kinsey, Del Rio, TX Bradley Schreck, Melrose, MA Brian Chesebro, Oro Valley, AZ Viatcheslav Krassovsky, Berkeley, CA Eberhard Schweizer, Germany Casey Childers, Greenville, SC Sam Kruger, Bakersfield, CA Sean Scialfa, Green Cove Springs, FL Daniel Clark, Farmington, NM Victor La Morgia, Fargo, ND Michail Sheen, Annandale, VA Jim Collins, San Diego, CA Charles LaClair, Lawrence, KS Andrew Shick, Grand Junction, CO Devin Conley, Bird City, KS John Langan, Hillsborough, NJ Jonathan Smith, Winston-Salem, NC Brett Conrad, Saint George, UT Kelty Lanham, Hanford, CA Paul Smith, Sunnyvale, CA William Cosentino, Lees Summit, MO Joe LaRue, Elbow Lake, MN Steven Sockey, Poteau, OK Randal Dabbs, Lenoir City, TN David Leach, Boulder, CO Henry Soderlund, Benton, KS Chris Dale, Limoges, ON Richard Lehman, Charlottesville, VA Branislav Stanislav, Slovakia Thomas Darragh, Mooresville, NC Jon Lester, Lancaster, OH Peter Steinmetz, Tempe, AZ Rex Davidson, Mustang, OK Terry Lewis, Pensacola, FL Andrew Stevens, Encinitas, CA Norman Day, Coos Bay, OR Siang Soon Lim, Weston, FL W Stephen Sullins, Los Gatos, CA Gregory Dennis, East Patchogue, NY William Lovett, Montgomery, OH Richard Super, Redlands, CA Joe Dinolfo, Zephyrhills, FL Cory Madeira-Wilcox, Los Angeles, CA Jeff Tibbs, Sarasota, FL Mike Doble, Waukesha, WI Salvatore Marinello, Palm Beach Gardens, FL Joshua Tisue, Fort Worth, TX Andrew Doebler, Mebane, NC Francisco Matte Izquierdo, Chicago, IL Jose Torres, Valencia, CA Russell Draper, Sunnyvale, CA Lindsey Mclaughlin, Kanata, ON Hector Valleortiz, Oak Grove, KY Robert Dumovic, North Chelmsford, MA Evan McMordie, Abilene, TX Nigel Wardle, Tampa, FL Daniel Dunn, Lynn Haven, FL Michael McRobert, Kansas City, MO Jacob Weidie, Asheville, NC Kyle Dupell, Wilsonville, OR Stephen Meacham, Marathon, FL John Welch, Atlanta, GA Andre Durocher, Canada Chris Meyer, Chaska, MN Christopher Weldon, Orange City, FL Deborah Dye, Jonesboro, AR Roy Millwood, Wayland, MI Rob Wells, Seattle, WA Andy Edson, Laughlin, NV Jackson Minasian, Oroville, CA Henry Wilkins, Lovettsville, VA Samantha Estrello, Lubbock, TX Fred Miner, Morgantown, WV Randall Williams, Hallowell, ME Eduardo Etzberger, Qatar Joshua Musoke, San Diego, CA John Winter, Englewood, CO Tanner Evans, Snyder, TX Michael Nachtigal, Ozark, MO Dominic Zastarskis, Downers Grove, IL Craig Foltz, Fort Collins, CO Philip Neeper, Fayetteville, NC
10 AMERICAN BONANZA SOCIETY April 2021
www.bonanza.org BEECHCRAFT OF THE MONTH
BEST OF THE OLD, BEST OF THE NEW
12 AMERICAN BONANZA SOCIETY March 2021 www.bonanza.org
BEST OF THE OLD, BEST OF THE NEW 1961 N35 N1389Z (D-6814) By Ron and Catherine Bindas, Georgetown, Texas
hat is yellow and white, makes us smile, and takes us to explore destinations known and Wunknown? Our 1961 N35 Beech Bonanza! This model possesses the best characteristics of with a good CG range that can carry a load similar to both the earlier and later V-tails. That transitional follow-on versions. The 260 horsepower IO-470N engine year has the traditional piano key panel but with the consistently cruises in excess of 160 knots with five 80-gallon (74 useable) fuel system, while keeping the hours’ range plus reserves. The “Classic” title seems more durable wet vacuum pump. It’s a lighter airplane well-deserved.
PHOTOVolume CREDIT: 21 • NumberCLARK MORONG3 AMERICAN BONANZA SOCIETY 13 www.bonanza.org
PHOTO CREDIT: CLARK MORONG
PHOTO CREDIT: CLARK MORONG www.bonanza.org
PHOTO CREDIT: CLARK MORONG
Ron: My Bonanza dream began in my southwest Pennsylvania childhood home, watching Sky King. The first Bonanza I ever saw was in one of those episodes. I was around six years old. It made a lasting impression. But the realization of owning one had to wait for 45 years. During that period my aviation journey led to a professional pilot career and eventually to Texas. Catherine: In my case the Bonanza dream came a little later. In my mid-twenties, flying caught my fancy with an intro flight. Upon rotation all the cares of this world seemed to melt away. I still experience that same sense of freedom with each flight all these years later. As divine providence works, I met Ron at the airport on the day I soloed. I acquired my pilot certificate before my marriage license, and flying together has been a shared passion.
ur 17-year Bonanza stewardship story came out of an obvious need to upgrade from a 1975 Beech Sundowner. OThat airplane was our first aircraft ownership experience. It proved to be an overwhelming positive one, logging 750 hours in seven years flying as far as Vermont, Pennsylvania, North Carolina, South Dakota, Wyoming, and Arizona. Those distances at 110 knots, with tractor trailers often passing us on the highway below and weather seeming to overtake us, got to be too much. The answer was a Bonanza. But which model was at our budget? Finding the right combination of features, age, and maintenance history to PHOTO CREDIT: CLARK MORONG balance out the asking price (value) was a challenge.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 15 www.bonanza.org
In 2003 we came upon a West Texas-based N35 in Trade-A- Plane. It sold before we could get there; the search continued. That summer, the same Bonanza showed up again in Trade-A-Plane, this Air Conditioning! time in Central Texas. We quickly flew the Sundowner out to see it. Upon viewing the airplane our feelings were a little mixed. It was 24 years older than our current plane, with a piano key panel. The autopilot was a simple Century IIB. On the other hand, it was low time, had a Garmin GNS 430, a new propeller, and a recent engine overhaul (more on that later). Other nice features included a speed slope windshield, JPI fuel counter, standby vacuum system, a third com radio (for some reason), a Tanis engine preheater, and Rosen sun visors. It struck us as being a wholesome, handsome, classic Bonanza – sort of the best of the old and the best of the new. Plus, we would be cruising 50 percent faster than in our previous airplane. After a two-month-long process of negotiating, due diligence, and saying goodbye to the trusty Sundowner, we flew the Bonanza A True 16,000 BTU Cabin Comfort home. Then followed another period of making friends with Plus Control Developed For it. Concurrently, we had four-point shoulder harnesses and a Garmin GTX 330 transponder with Traffic Information System Baron & Bonanza (TIS) installed as safety enhancements. A yoke-mounted Mini iPad The Same System That with a Garmin GDL 39 3d functions as a defacto MFD/standby AI. is Currently Installed in the New G-Models ur first trip confirmed that the Bonanza was everything we had hoped for, and then some. Finally, we felt like we A/C Systems, LLC Ohad our Song Bird flying in the western sky. And fly we do. Office 615-812-9375 We average 120 hours a year, sharing pilot duties. Our trips have Web www.FTAaviation.com taken us to both coasts and from border to border. We have met E-Mail [email protected] fine people and experienced much of the greatness this country has to offer. But many of our dear memories have actually been
16 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
to closer destinations in Texas like Brenham, Smithville, Conroe, Fredericksburg, and Ft Davis, plus Natchitoches, Louisiana. One exciting misadventure was an engine malfunction on takeoff in the mountains of eastern Tennessee. Once safely on the ground, and after extensive checks performed, it turned out that that overhaul done 700 hours earlier was not done correctly! The engine had to be pulled and transported out of state for another major overhaul. Working from a rural airport with limited support, 800 miles from home, was an ordeal. Fortunately, a number of good people helped us through it all. That was 10 years and 1,200 hours ago. We are happy to say it is running well. Other than WAAS and ADS-B avionics, our refurbishment efforts have been focused on soft goods and exterior. A few years ago we had A.I. Interiors of Round Rock, Texas, replace the cabin cloth interior with leather. It gave the plane a new, youthful feel. Most recently, Al Ernst from Lockhart, Texas, did a detail and paint refresh to bring out the exterior’s best. How would we summarize the years of N35 ownership? Beech built a quality product. There is very little performance difference Flat Rate Prop Strike Inspections and Repairs between an almost 60-year-old “classic” V-tail and a “modern” late Dynamic Propeller Balancing While You Wait model 40-year-old V35B. Yes, there are tradeoffs. The basic systems have not changed, though they have evolved and improved in later serial numbers. True, some older parts are difficult to source. There is no such thing as a cheap-to-own Bonanza. But in this challenging general aviation world, the value advantage, the ability to acquire and enjoy a Bonanza, may go to a well-maintained classic. Give it a look. To paraphrase an overused cliché... 60 is the new 40!
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 17 www.bonanza.org
Angel Flight in a Bonanza by Greg Falkenthal
Mission partner pilot Greg Larson taxiing his beautiful A36 at the halfway point in Mexia, Texas.
aviation community provides is measured by the lives they change on a daily basis.
AFSC missions consist primarily of transporting patients for specialized ustin approach, Angel Flight Fifty-Four Sixty-Eight.” medical treatment that would otherwise “A be difficult or impossible for them to “Angel Flight Fifty-Four Sixty-Eight, Greg Larson and his beautiful A36, we access. Some live far from the nearest Austin approach, how can we be of split the trip into two legs with a handoff treatment facility or commercial airport assistance to you today?” Probably not in Mexia, Texas. resulting in many hours or days on the road, quite the exchange between aircraft and AFSC is located in Texas, Arkansas, while others are immune-compromised controller most of us are used to, but not Louisiana, New Mexico, and Oklahoma and conventional travel would be that unusual for a pilot flying a mission with and partners with seven Angel Flights dangerous. While patient transportation Angel Flight South Central (AFSC) across throughout the United States. It’s also makes up a majority of missions, AFSC also Texas. It’s remarkable, however, because a member of the Air Care Alliance, transports victims of domestic violence ATC staff have an opportunity to become which, along with many other aviation and human trafficking, court-appointed involved in the delivery chain of something organizations, provides free transportation special advocates monitoring foster care, very special. On this particular day we under the general umbrella of Public Benefit and medical supplies and blood. provided free flights for a cancer patient Flying. Since 1991, AFSC volunteer pilots AFSC passengers must be medically and her aunt from rural Oklahoma to the have flown more than 38,000 missions cleared for travel and must have the ability START oncology facility in San Antonio, contributing more than $105 million in free to enter and exit general aviation aircraft Texas. With the help of my mission partner flights. The true value these pilots and the with minimum assistance. Command
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pilots must meet minimum experience the ability to make the trip at 165 knots and competency requirements as well as or better. successful completion of AOPA’s Public Inspiration for benefit flying may come Benefit Flying course and AFSC’s pilot from any direction; the Angel Flight website orientation. Aircraft must be certificated, provides a tremendous assortment of insured, and compliant with applicable pilot and patient testimonials. My own Federal Air Regulations. inspiration came from my big brother Bob, “Distinguished” is a term that is who had also encouraged me to purchase often overused. However, it is the only my V35B (D-9226). Bob has made scores accurate way to describe the depth of trips over two decades delivering of AFSC’s Board of Directors. With treating physicians to Mexico, first in his the board’s vision, Executive Director V35 and more recently in his subsequent Elizabeth Hancy, Mission Director A36. If the opportunity to exercise your Shireen Pitassi, and their small staff bridge love of flight while providing a unique the gap between passenger requests and service intrigues you, contact AFSC or the the coordination of volunteer pilots. From Angel Flight affiliate in your home state for top to bottom, it’s been a pleasure to be a more information. part of AFSC. I’m sure we can all agree that climbing By now every Beech owner is into a Bonanza is unique in its ability to probably nodding in recognition that feed our passion for flight. I can promise their aircraft fills a perfect prescription that climbing into that same Bonanza as for Angel Flight missions with speed, utility, a party to the effort to save someone’s life, and comfort. Few aircraft are just as much in an equally unique manner, will feed at home on a remote rural runway as they your soul. are making a precious delivery to busy For additional resources and informa- Class B international airport, and all with tion see www.angelflightsc.org
The author between two delightful ladies, Adrianne and her Aunt Peggy, halfway between home in rural Oklahoma and treatment in San Antonio. I’ve had my V35B about 5 years now, and she has taken my wife and I all over nine western states.
VOLUNTEER PILOT REQUIREMENTS (from www.angelflightsc.org)
• Current pilot certificate and medical • Minimum of 250 hours PIC time • Access to aircraft as an owner or renter • Current liability insurance • A desire to make an impact by helping others
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 19 www.bonanza.org Fuel Selector: You Never Know What You Will Find
by Craig Bailey
ecently, I was performing an annual inspection on a 1966 V35 Bonanza. My plan was to remove the cotter pin in the clevis pin, remove the clevis pin, and As part of the annual, the 500-hour inspection of the forward carry then remove the fuel selector handle so through spar web was due. In order to inspect the front corners of the the fuel selector cover could be removed. forward spar web, the plastic cover on the forward side of the spar and Much to my surprise, I found that safety R wire was run through the hole where the the fuel selector cover needed to be removed. clevis pin should have been holding the fuel selector handle to the fuel selector shaft. Once I removed the safety wire and Typical Bonanza fuel selector removed the selector handle, I noticed that there was no index pin on the fuel selector shaft. All too frequently the clevis pin is missing from the fuel selector handle. It seems that the pin gets mixed in with miscellaneous hardware when removing interior panels and floor boards and never gets put back. Instead of sourcing the correct steel clevis pin, which is P/N A950, I have seen safety wire, cotter pins and roll pins used to connect the fuel selector knob to the fuel selector shaft. On this aircraft the index pin, which is a roll pin, P/N 29- 022-094-375, that is pressed into the selector shaft was also missing. This index pin serves two purposes: The first is to correctly orient the fuel tank selector handle; and the second is to act as a safety device in that it
Fuel selector handle and clevis pin
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Bottom of the fuel selector handle show- ing the cutout for the roll pin index
allows the fuel tank selector to still correctly the correct hardware when reinstalling function should the hardware holding the it. Also, ensure the index pin is solidly in selector handle to the fuel selector shaft place. Sometimes these little things can break or fall out. have a big impact. Several years ago there was a Bonanza Fuel selector handle assemblies vary by accident resulting from a cotter pin that was aircraft serial number. See the parts manual holding the fuel selector handle breaking, for your specific aircraft. - ed. and there was no index pin on the fuel selector shaft. The pilot had no way to switch fuel tanks and he ended up in a Craig Bailey is a CFI, CFII, and MEI as well field due to fuel starvation. as an A&P and IA. A two-time past president Should you or your mechanic remove of ABS, Craig has been a BPPP instructor for the fuel selector handle, ensure you use over 20 years.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 21 www.bonanza.org Keeping up with the Pack Remedies For Poor Aircraft Performance by Geary Keilman
ome Bonanzas seem to perform better or worse than their contemporaries, Handbook of Aeronautical Knowledge and the Instrument Flying Handbook (both free or they don’t meet the performance specifications in thePilot’s Operating at www.faa.gov) state the difference should Handbook (POH). This may be attributable to a number of factors such be under 75 feet. Again, if the engine is not as airframe and gear door rigging, leaky cooling baffles and antenna running, tapping the altimeter gently will S remove frictional errors. protuberance, engine issues, etc. Another factor that isn’t discussed much and that is There are some caveats. Obtain a easy to check is the accuracy of the primary engine power instruments – the manifold current altimeter setting as the tower ATIS may be over an hour old. The published pressure (MP) gauge and the tachometer (tach). field elevation may be somewhat higher The manifold pressure gauge may be There is a phenomenon that pilots may than your location on the airport. As an checked fairly easily. Dialing the altimeter associate with a malfunction of the MP example, compare the listed field elevation down to zero feet with the barometric scale gauge. On occasion, when first starting of 2,492 feet at Henderson Executive adjustment knob will reveal the barometric the engine and at normal idle RPM, the (KHND) and the elevation at the approach pressure in the altimeter setting (Kollsman) MP may read about 11 inches but when end of runway 17R (2,402 feet) – a difference window (Photo 1). This will only work taxiing back from a flight it will read about of 90 feet (Photo 2). at airports below about 2,000 feet as that 15 inches. This is not a problem with the is the limit of the correction available MP gauge. If an airplane isn’t flown for in the Kollsman window. An accurate a time, the hydraulic valve lifters (also barometer may also be used, especially known as zero-lash lifters and hydraulic above 2,000 feet. valve tappets) in the engine will bleed down. This will, when the engine is
Photo 1 first started, affect the valve timing and valve lift, and reduce the exhaust and intake valve overlap (this is the period when both valves are open). The effect is increasing the pumping action of the pistons with a resultant lower than normal MP. As the engine continues to operate, the reservoirs in the lifters will refill with engine oil and return the valve action to Compare the altimeter setting to the normal with the resultant higher manifold manifold pressure reading with the engine pressure at idle. You may check out how off. Lightly tapping both the altimeter and all this works in the Aviation Maintenance Photo 2 MP gauge will remove frictional errors. Technician Handbook-Powerplant, Volume These techniques are described in AC 65- 1 (also free at www.faa.gov). A mechanical tachometer may be 15A, Airframe & Powerplant Mechanics The altimeter may be checked for checked in several ways. Lew Gage, on Airframe Handbook (free at www.faa.gov). accuracy by simply inserting the field page 216 in his book E-Series Bonanzas From this test I learned the MP gauge in altimeter setting in the Kollsman window (available in the ABS Store at www. my Bonanza reads about one inch low. So and comparing indicated altitude with bonanza.org), describes a technique of I add that one inch when setting power. the published field altitude. ThePilot’s using the hour meter in the tach and a
22 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Tach Sanity Check watch. I haven’t tried this yet, but I’m sure it will work. I use the battery-powered You can do a quick "sanity" check of your tach using AC powered lights at the airport. portable optical TruTach II (Photo 3). It AC is 60Hz. The mercury or sodium lights at your airport "blink" at that frequency. is a bit pricey (about $200), but it is quite Position your airplane so you can see the propeller in the light from one of these accurate and easy to set up and use. and set rpm to where the prop appears to stop. Then read the tach. If you're seeing something other than a multiple of 60 (1200, 1800, 2400), you've got a tach problem. If the error is within manufacturer/FAA limitations, you can adjust for it. – Bob Butt; Technical Edit Review Team
Photo 3
The TruTach is available from aviation supply outlets and works with 2-, 3-, 4-, and 5-bladed propellers (see www. trutach.com). A local maintenance shop may have one you may borrow. The tach in my Bonanza reads about 40 rpm high (i.e., when indicating 2600 rpm, actual rpm is 2560). I’ve checked tachometers in other airplanes and seen as much as a 140 rpm error! A good time to check the airspeed indicator for accuracy is in conjunction with an IFR static system and transponder certification check as the radio shop has everything already hooked up. The test may detect a leak in the line from the pitot tube to the airspeed indicator or an airspeed indicator that may need overhaul or calibration. Leaning techniques will also affect cruise performance, but that is a whole topic in itself. Compensating for these errors may help bring the performance up to expectations or explain why your ship is faster than others depending on which side the errors are on. Those with glass cockpits and electronic engine gauges may still want to check at least the manifold pressure as it probably relies on a pressure transducer and micro processor that may need calibration. Check it out, and fly safe.
Geary Keilman writes frequently about common senses techniques for flying, maintaining, and owning Beech airplanes. Contact Geary at [email protected].
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 23 www.bonanza.org BPPP The Magic of GPSS by Kevin Crozier
s a CFI and BPPP instructor one of the most common problems I see plastic marker rings around those breakers for quick identification in a potentially with pilots is a lack of understanding about their autopilot (AP) and stressful situation. specifically GPSS, also known as GPS Steering or, now more commonly, We do this because when “Uncle Otto” Roll Steering. In-depth knowledge and complete understanding of your decides to go a different direction than A you intended, you need to be able to autopilot can save your life. But if you aren’t careful that same autopilot can kill you. disconnect the AP very quickly without Unfortunately, the autopilot doesn’t necessarily do what you want it to do, it does what consulting a checklist. Take the time now to review your AP supplement and practice you tell it to do. Good training and practice is a must to safely and efficiently operate all the ways to disconnect the AP. It could this key workload reducing tool in your aircraft. save your life! Make sure you run the specified POH There are many autopilot makes and have just one servo (roll, a “wing lever”) preflight checks as well. It is important models in our Beechcraft airplanes, so this or up to four servos (roll, pitch, pitch trim, to verify the operation of the disconnect article will provide general guidance on yaw). Next, is the component which the button and the trim switches so you don’t autopilot operation but will not describe pilot interacts with the most: the controller, end up being surprised if they aren’t the exact operation of any particular which consists of the control head (which working correctly. autopilot. It is your responsibility as the may be attached to the flight computer) and PIC to review the POH and Pilot Guides for the various buttons (go-around, trim, CWS, Autopilot modes your autopilot and avionics to understand disconnect, etc.) used to interact with the AP operating modes are divided into the operation, capabilities and limitations AP. Finally, the most important component two types: Vertical Navigation modes, of your specific system. in the AP is the flight computer. The flight used to change and hold altitude; and I will quickly review the basic computer can be located in the instrument Lateral Navigation modes, which deal with components of autopilots and modes of panel or in the avionics bay, and connects the aircraft’s path over the ground. We will operation. Finally, I’ll discuss how GPSS/ all of the system components together. The discuss the most common and frequently Roll Steering works and how to use it in computer listens to the selected navigation used modes, but don’t worry if some of various phases of flight. source, current heading, heading bug, and these modes don’t look familiar. Not all attitude source to drive the servos and APs have every mode. Autopilot components control the aircraft. All autopilots have the same basic Vertical Navigation components: an orientation source, servos, Autopilot operation controls, and flight computer. For legacy Engaging the autopilot is typically Pitch Attitude Hold mode APs, the orientation source is one of the very straightforward and usually involves Holding a constant pitch angle is the default vertical mode when engaging many gyroscopic instruments. There are two just pressing the desired mode button. autopilots. At the time of engagement, the basic type of autopilots: attitude-based On the other hand, do you know every AP will hold the current pitch angle shown autopilots (most Bendix King and Century possible way to disconnect your AP? on the attitude indicator. Some APs have units) that use the attitude indicator as this There likely four or more different means Control Wheel Steering (CWS) switches source, and rate-based autopilots (STEC) to disconnect the AP, including pressing that can be used to adjust the pitch angle. that use the turn coordinator. the big red AP disconnect button, pressing Most systems revert to pitch mode when The servos are small electric motors the trim switch, turning off the avionics altitude hold or vertical speed modes are connected to the control cables and master, and even pulling the AP and/or canceled. Pitch mode is generally a safe actually move control surfaces. An AP can trim circuit breakers. I recommend placing option for climbing because it’s unlikely to (continued on page 26)
24 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 25 www.bonanza.org
cause a stall. It is also used frequently for the desired altitude. APs that support stall the airplane if it is not able to maintain climbs and descents with APs that don’t glideslope tracking will automatically the selected vertical speed. support vertical speed modes. disengage ALT mode when the glideslope (GS) couples in approach (APPR) mode. Lateral Navigation Altitude Hold Altitude Hold Mode is usually engaged Vertical Speed / Altitude Preselect Roll mode by pressing a button that says ALT. In In this mode, the AP can climb or When you engage many autopilots this mode the airplane will maintain the descend at a selected vertical speed before providing lateral direction guidance, aircraft’s pressure altitude at the time the and then automatically level off at a pre- it will default to roll mode. In the simplest switch is pressed. The AP will typically selected altitude. Caution must be used form, roll mode simply holds the wings overshoot the engaged altitude by 50 to for climbs to higher altitudes, as legacy level. But in some systems, roll mode can 100 feet and eventually settle back to autopilots are not airspeed aware and can also hold a constant bank angle. Most APs don’t have a specific button for roll mode, and there are some systems that don’t have roll mode at all. Heading mode Heading mode is usually engaged by pressing a HDG button on the controller. In this mode the aircraft will automatically turn and hold the heading indicated by the heading bug. When the heading bug is turned to a new heading, the aircraft will follow the bug and turn to the newly selected heading. It is smart to always “sync” the bug to your current heading before engaging HDG mode to avoid a surprise turn (that may have you have headed for terrain). Heading mode can also be used to BEECH PARTS – BEECH PARTS – ALL MODELS set up an intercept to the flight plan course. Musketeer/Sport/Sundowner/Sierra/Skipper/Bonanza/Debonair/T34/TravelAir It will then automatically disengage when ALL MODELS Baron/Duchess/Duke/TwinBonanza/QueenAir/KingAir/99 & 1900/Airliner the AP couples in the navigation (NAV) or Musketeer/Sport/Sundowner One of the largest “all-Beech” approach (APPR) mode. Sierra/Skipper/Bonanza/Debonair T34/TravelAir/Baron/Duchess inventories in the world NAV mode / Approach mode Duke/TwinBonanza/QueenAir In Navigation and Approach modes KingAir/99 & 1900/Airliner Structural, Landing Gear, Flight Control, Accessories, Instruments, Kits, 701 Del Norte Blvd., Unit 220 the autopilot is following the deviation One of the largest “all-Beech” Hardware, Interior Parts, Etc. Since Oxnard, California 93030 indicator (the needle) of the selected (805) 604-0439/FAX (805) 604-0429 inventories in the world 1969, your best source for affordable navigation source from a VOR, LOC/ www.arrellaircraft.com genuine replacement parts; call the Structural, Landing Gear, Flight e-mail: [email protected] ILS or GPS course. While these modes Beech Specialists… Control, Accessories, Instruments, (Minutes from Camarillo & Oxnard Airport) have served us well for many years they Kits, Hardware, Interior Parts, Etc. also have some issues because the AP Since 1969, your best source for is not aware of wind correction angles affordable genuine replacement or the aircraft’s ground speed. In these parts; call the Beech Specialists… modes, the AP’s focus is to keep the CDI needle centered, which can lead to S-turns across the selected course. In addition, these modes are not able to fly complex flight plan segments like procedure turns or holds. When APPR mode is selected 701 Del Norte Blvd., Unit 220 Oxnard, California 93030 the autopilot gains are increased, so the (805) 604-0439/FAX (805) 604-0429 AP will be more aggressive when making www.arrellaircraft.com course corrections to center the needle. e-mail: [email protected] For APs that support glideslope tracking, (Minutes from Camarillo & Oxnard Airport) the APPR mode must be active and the (continued on page 28)
26 AMERICAN BONANZA SOCIETY April 2021 Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 27 www.bonanza.org aircraft must be below the glideslope for Enroute the AP to capture and track the glideslope. Once you have a roll steering converter installed, for enroute GPS based navigation GPSS (aka Roll Steering) you should always use GPSS. There is no Finally, this brings us to roll steering, reason to use NAV mode once you have also known as GPSS (GPS Steering). Roll GPSS installed. GPSS guidance is much steering is typically an add-on to legacy more precise and completely eliminates autopilots that allows them to use data S-turns as the aircraft proceeds from provided from a WAAS GPS navigator waypoint to waypoint. The AP will be to precisely fly complex flight plans, commands to the autopilot as it is aware able to make sharp turns and even turn approaches, procedure turns and even anticipation without your assistance. holding patterns. Early roll steering of your track over the ground, ground speed, and the desired track to the selected Summary: For GPS enroute navigation converters were developed by DAC and your AP should be in HDG mode and GPSS waypoint. Using these commands, the roll Icarus and consisted of a switch and a should be enabled. small box that connected to your GPS steering converter guides the aircraft by navigator. Today, most retrofit EFISs electrically “turning” the heading bug to What about approaches? including Aspen PFDs, Garmin G5s (HSI the necessary heading to stay on the flight This is where it gets a little tricky. It is mode), and Garmin G500s/G600s have roll planned course. This is the reason why, important to understand the differences steering converters and the selector switch when using GPSS on legacy autopilots, the between HDG/GPSS and APPR modes. built-in to the unit. AP must be heading mode and not in NAV Non-Precision VOR, NDB Roll steering converters drive the or APPR. The diagram shows how a retrofit and GPS approaches autopilot by receiving commands from GPSS interfaces with a legacy autopilot. (without glideslope) the GPS navigator and converting that Now that you understand how GPSS For approaches without a glideslope, information to a heading signal. Your WAAS works, we will discuss how and when to you should use GPSS for the entire GPS is able to provide very precise guidance use GPSS roll steering. approach. Make sure that you are monitoring the primary nav aid (VOR/ NDB) when flying a GPS overlay approach. Autopilots of Tomorrow - Available Today! You can do this because the GPS keeps sending roll steering commands as long the GPS navigator has a valid flight plan. Providing you with complete peace of mind, Butler Avionics has cost-effective options to give you the It doesn’t matter what mode (GPS or LOC/ best co-pilot you have ever VOR) is selected on the navigator. You flown with. must manage the vertical portion of the approach with the AP pitch control and the ALT hold modes. As discussed above, the AP will continue to descend past the altitude when you press the ALT button. 280 Gardner Drive, Suite 3 / New Century, KS 66031-1104 A Butler National Company FAA CRS# TF2R185L / Phone: 913-829-4606 / www.butleravionics.com To avoid undershoot, press the ALT button about 50 feet prior to MDA or step-down altitude (don’t forget to increase power as well). Once the aircraft is actually at the The Beechcraft Baron and Bonanza specialist correct altitude you can either toggle the Over 30 years of providing quality maintenance ALT or press the CWS button to capture the correct altitude. Summary: For non-precision approaches, use HDG/GPSS to track the approach, with pitch hold and ALT modes to manage the vertical profile. GPS LPV, ILS and Engine & Airframe upgrades Located at Cedar Ridge Pre-Purchase 100 Hour & Annual inspections Airport (GA62), 25 miles GPS approaches South of Atlanta (with glideslope) [email protected] • soaero.com For approaches with a glideslope, 770-229-2563 • 73 Cedar Ridge Airport Road, Griffi n, GA 30223 autopilot operation is slightly more
28 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org complex with GPSS. You will begin the approach in HDG/GPSS Summary: On the missed approach and once the airplane mode to fly the airplane through the initial approach segments, cleaned up and climbing, select HDG/GPSS with pitch hold mode. procedure turns or holding pattern course reversals. Once through Training these initial legs and inbound to the FAF the GPSS will precisely align the aircraft on the final approach course. Once stable on the An IPC or flight review is a great time to review your autopilot final approach course, watch for the GS needles. When they begin usage. Prior to the flight you should review autopilot manuals, to descend it is time to select the APPR mode. We do this because GPSS/EFIS manuals and POH supplements so you completely the AP must be in APPR mode to capture the glideslope. If your understand the capabilities of your autopilot and how your specific AP doesn’t support glideslope tracking, then fly as described for a system is configured. Then work with your BPPP instructor or CFI non-precision and use the pitch hold mode to track the glideslope. to put together a custom flight plan that will allow you to use all Summary: For a precision approach, use HDG/GPSS mode of the modes of your autopilot system. Autopilots and GPSS are until established on the final approach course and below the an amazing workload reducing tools, especially during IFR glideslope. Then, switch to APPR mode for GS capture and final approaches, but you must understand how they work to use them approach course tracking. correctly. Fly Safe!
Missed Approach Kevin Crozier is the caretaker of a 1981 A36, a BPPP CFI and software GPSS roll steering can also be very helpful during a missed DER. He is the owner of Ktronics Aero Services located near Austin, approach. Because it can fly complex flight paths, the AP can Texas. significantly reduce your workload during this very busy phase of flight. If you used GPSS on a non-precision approach, then the GPSS is likely already helping fly the miss because HDG/ GPSS mode is already enabled. When missing out of a precision approach you must return to HDG/GPSS mode once you are cleaned up and climbing.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 29 www.bonanza.org MEMBER NEWS
Ron Timmermans Receives Flight Instructor of the Year Award
or 50 years the General Aviation Awards program and the Federal Aviation Administration (FAA) have recognized aviation professionals for their contributions to general aviation in the fields of flight instruction, aviation maintenance/ avionics, and safety. Recipient of the 2021 Certificated Flight Instructor of the Year award is Ron Timmermans of Orlando, F Florida, a long-time BPPP instructor and past ABS and BPPP Board director.
Ron received his BA in architecture from Iowa State University he flies a Beechcraft Bonanza co-owned with his wife Barbara, in 1972, and had more than a 40-year professional career as an who originally inspired him to become a flight instructor. architect and project manager before devoting himself to aviation Ron has logged more than 4,000 hours of dual instruction given, on a full-time basis. He has been an independent flight instructor nearly 1,300 of those hours in the past five years. He instructs at since 1998. These days, he owns and manages AileRon T, LLC, and locations throughout Florida, serving as a mentor and advocate
30 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
for emerging and young pilots and CFIs. Before relocating to Florida, Ron lived in North Texas and performed flight training in the Dallas/Ft. Worth area. Ron holds a wallet full of FAA airman certificates, including ATP-AMEL, Commercial-ASEL, CFI-IA, MEI-IA, AGI-Instrument, and Remote Pilot. He is a NAFI Master CFI and Master Ground Instructor, a Gold Seal Instructor, and an American Bonanza Society (ABS) Master Aviator. While Ron has instructed in everything from primary trainers to high-performance turbines, he is particularly well-known in the Beech community due to his active involvement in the Beechcraft Pilot Proficiency Program (BPPP) and Bonanza/ Baron Pilot Training (BPT) program. Ron has also been active in the BPT Companion Training Course for those pilots’ significant others. Ron remains very active in the BPPP program of the ABS Air Safety Foundation. Ron’s involvement in the Beech community has included authorship of some 50 articles published in the ABS Magazine and was elected to the ABS Board of Directors. He is a frequent consultant to owners and buyers of Beechcraft airplanes, and conducts frequent Beechcraft transition training. Ron has served as a FAASTeam Lead Representative for the Orlando FSDO since 2011, when he moved to Florida. Prior to that, he served as Lead Representative for North Texas FSDO. He has presented at 30 WINGS safety seminars at events throughout Florida and at EAA AirVenture in Oshkosh. He has also been a frequent presenter at AOPA’s Rusty Pilots Seminars, Safety Seminars, and Flight Instructor Refresher Courses. Ron is a big supporter of the FAA WINGS program. He served on the WINGS Industry Advisory Committee (WIAC) and helped found the WINGS Industry Network in 2020. He also serves on the FAA’s WINGS Usability Working Group that began in 2020. Ron’s outreach activities include presenting NAFI MentorLIVE webinars for flight instructors, and hosting broadcasts for Florida Aviation Network live-streaming events to a national audience. He is a regular presenter at ABS national conventions, EAA AirVenture, Sun ‘n Fun, AOPA Regional Fly-Ins, and numerous other aviation events. Ron is a contributing member of AOPA, EAA, NAFI, SAFE, ABS, BPT, BPPP, and Quiet Birdmen. Join ABS in congratulating Ron at [email protected].
Volume 21 • Number 4 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]. Firewall Forward Flexible Hose Installation by George Brown
lexible hoses on aircraft engines convey fuel from the firewall connections All of these hoses are assemblies of multi-layer synthetic rubber or stainless- to the fuel pump, fuel controller, and the manifold (distribution) valve. On steel encased polytetrafluoroethylene normally aspirated 55 and 58 Barons, the fuel pump and fuel controller (PTFE) tubing, commonly but mistakenly along with the throttle body are at the back of the engines. Additional called Teflon™, with metal flair fittings and F optional firesleeves. A different synthetic hoses route oil pressure and intake manifold air pressure to the appropriate firewall rubber hose material cut to required connections for mechanical oil and manifold pressure instruments or to engine- lengths and clamped to metal tubing carries pneumatic pressure or vacuum to mounted transducers for electronic instrumentation. Figure 1 firewall connections for pneumatic flight instrumentation. Smaller hose material, again cut to required lengths and clamped to metal tubing are part of the fuel pump and intake manifold drain lines. For descriptions of the various hoses used in the ABS types, see “Flexible Hose Primer” beginning on page 33 in the December 2019 issue, which is archived on the ABS website under the Magazine tab. The processes for determining hose type, length, fittings, and optional fire sleeves as well as obtaining the correct prefabricated and tested hoses are the same regardless of which aircraft model and serial number you have. Although in this article I show hose replacement on our late-model B55, much of the basic work is similar across the ABS fleet. Of course, the B55 as well as the other ABS types have their unique obstructions to deal with when replacing hoses. Some appear to
32 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
wner replacement of flexible catalog.aspx. For aircraft operated under for aviation use. Upon recommendation hoses is allowed per 14 CFR 14 CFR Part 91, no regulation exists that from my A&P/AI, I called Precision Hose O43 Appendix A paragraph (c). requires installation of fire-resistant hose Technology in Tulsa, Oklahoma, and was Item 22 in the list of FAA-approved assemblies (firesleeves) forward of the pleased with its hoses, prices, and service. preventive maintenance tasks states firewall. However, Continental specifies Most hose shops have data by aircraft “Replacing prefabricated fuel lines” (my slip-on silicone/fiberglass (orange colored) types and serial number ranges for emphasis added). Not mentioned in firesleeves for the hoses it supplies with its assembling the correct hoses according to the list but also applicable according to new and factory-rebuilt engines, which are specifications from the engine and airframe the Coleal interpretation issued by the the same as the hoses I ordered. In a case manufacturers. However, before calling the FAA Office of Chief Council in February of 20-20 hindsight, I should have ordered hose shop I inspected the engine and made 2009 are the other similar flexible molded silicon firesleeves, which are more a list of its hoses. I then referenced the hoses forward of the firewall including expensive than the slip-on type but are Continental and Beech IPCs for size, length, manifold pressure, oil pressure, fuel easier to work with in tight places. and any firesleeve required. Additionally, flow, pneumatic, and so forth. Hoses between the engine and I measured the lengths of the two custom connections on the firewall are listed in hoses with the Shadin transducer in-line the Beech parts manual for the aircraft between the fuel controller and manifold be complex but are merely layered and serial number; in my case the Baron 55, valve. When I ordered the hoses, I gave relatively simple; others can be difficult E55, 58, G58 Illustrated Parts Catalog. the salesperson my aircraft model and with some requiring a teardown for access IPCs for the ABS types are available serial number and the engine model to one or more hoses and their connections. online free of charge at ww2.txtav.com/ and then the specific hoses I needed. He I’ll get into the two obstructions on my B55 TechnicalPublications/Downloads/IPCList. compared the specifics of my order against that required a teardown. Beech does not specify firesleeves; his specifications for the serial number of however, again I should have borne the our B55 and we were in sync, including Required hoses extra expense and ordered those hoses the two custom-length hoses. for our B55 with PTFE tubing and molded firesleeves. Figure 1 is a schematic of the flexible On our Baron, a Shadin Digital Replacing the hoses hoses within the Continental Continuous Fuel Management System replaced the Since the cowling was removed and Flow Fuel Injection system installed in our factory-installed mechanical dual fuel the engine was completely accessible for B55. As a side note, fuel system architecture flow instrument. So hoses associated its annual airworthiness inspection, this is the same in normally aspirated C55 with the mechanical fuel flow instrument was the perfect time for hose replacement. through E55 and 58 Barons and also fuel- were not needed but two custom-length I had previously ordered the set of new injected Bonanzas and Debonairs. hoses were: one from the fuel controller hoses and also clamps I anticipated using Table 1 lists the replacement hoses to the transducer and the other from the so they were all on the workbench and I ordered. Type, size, length, and transducer to the manifold valve. ready for installation. firesleeve specifications for hoses that After turning the fuel selector valve connect between the fuel injection Ordering prefabricated off and draining the engine’s fuel system system components are listed in the hoses through the sump, I took digital photos of Continental Illustrated Parts Catalog, A Google search for “aviation hose shop” each hose from every angle possible in available online free of charge at www. returns a number of shops that make and case I later needed to see how a particular continental.aero/support/illustrated-parts- sell prefabricated and tested flexible hoses hose was originally routed and where
Table 1. Flexible Hoses for B55 TC-2343 with Continental IO-470L Engines
Hose From/To Hose Type Purpose Size @ Length Fire Sleeve Specification Source
Intake Manifold to Firewall AN6270 Synthetic Rubber Manifold Pressure #4 @ 10” No Beech IPC
Crankcase to Firewall MS28741 Synthetic Rubber Oil Pressure #4 @ 26” No Beech IPC
Firewall to Fuel Pump MS28741 Synthetic Rubber Fuel Supply #8 @18.4” No Beech IPC
Pneumatic Pressure Pump MIL-DTL 6000D Air Pressure to Flight #12 @ 15” No Beech IPC to Firewall Instruments
Fuel Pump to Controller 635158 PTFE Unmetered Fuel #4 @ 17” Yes Continental IPC
Controller to Fuel Pump 635158 PTFE Vapor Return #4 @ 17” Yes Continental IPC
Controller to Transducer 635158 PTFE Metered Fuel #4 @ 47.4” Yes Continental IPC
Transducer to Manifold Valve 635158 PTFE Metered Fuel #4 @ 14” Yes Continental IPC
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 33 Figure 2
clamps were installed. And yes, I did refer to the photos a few times. On one occasion as I checked a photo, a visitor to the hangar asked how I did jobs like this before digital cameras. Well, I made lots of notes and sketches on paper pads — yellow pads were my favorites. Having been through several hose-replacement projects in the past, I remove each hose and install its replacement one at a time. Clamps are installed when and where necessary to prevent chafing and/or stress from vibration on the affected hose(s). The biggest obstruction to hose replacement was the B55’s infamous air box that had to come off because the fuel pump, fuel controller, and their associated hoses were inaccessible underneath it (Figure 2). Incidentally, the metered fuel pressure hose from the controller to the manifold valve runs inside the blast tube between the air box and the bronze shroud covering the controller. This blast tube carries cooling airflow to the fuel controller during engine operation. To take the air box off the engine, see “B55 Air Box Removal and Installation” beginning on page 36 of the August 2019 issue. Once the air box is loose from its support, cooling baffles, and BEECHCRAFT SPECIALIST throttle body, the blast tube can be disconnected from the shroud Over 40 Years of Providing Quality Maintenance thereby exposing the hose but not its flair fitting nut, which is hidden inside the shroud (Figure 3). So before the metered fuel For all your Bonanza and Baron Needs pressure hose could be disconnected, I took the shroud loose by first disconnecting the return fuel hose from the controller Fuel Bladder Specialist and then removing the angle fitting from the top of the controller Quality Beechcraft Parts, Service & Fuel Bladder (Figure 4). Taking off two nuts and washers holding the shroud Repair and Replacement to the controller freed the shroud for removal. With the shroud Pre-Purchase Survey • Annuals-Pitot Static and Transponder moved out of the way, I disconnected the metered fuel pressure Certifications • Gear and Flight Control Repair and Rigging-Continental hose from the fuel controller. Of course, reassembly was generally • Continental Factory Fuel Flow Set-Up • Weighing and Balance • Electrical • JPI Installs • CiES Fuel Sender Installation and Calibration • the reverse of the disassembly. Dynamic Propeller Balancing • Major Repairs The other obstruction was a lot easier to deal with. The two exhaust pipe hangers and the throttle body brace are underneath Columbus Aero Service, INC. the engine at the back (Figure 5). They are fastened to studs Columbus Metro Airport (KCSG) South Georgia threaded into the bottom of the throttle body. Disconnecting the 706-573-5699 • 24/7 pipe hangers and brace hardware allowed easy removal of the old fuel return and unmetered pressure hoses and installation of 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 their replacements.
34 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Figure 3
Figure 4
Figure 6
Figure 5
Following installation of the hardware underneath the throttle body and the air box was replacement of the relatively unobstructed manifold pressure, oil pressure, and pneumatic hoses. Connection of the metered pressure hose to the fuel flow transducer and replacement of hose between the transducer and manifold valve were the project wrap-up (Figure 6). The fuel injection system pressure test that’s part of the annual inspection and the subsequent engine run-up revealed no fuel leaks. The best part of the hose replacement
project is the peace of mind that new tested [email protected] hoses impart during engine operation on www.ryanaircrafttools.com the ground and during flight.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 35 www.bonanza.org
Mt. Rushmore, South Dakota
48 Compleat by L. Dennis Shapiro
In the December 2020 issue Dr. Shapiro took us along on his “East Coast Compleat” cleared for a 20-mile straight-in at Eglin. flying adventure in his modified B55 Baron. This time we’ll accompany him on an even The controller had little experience with greater adventure. – TT the C140 and kept asking me for progress reports. I finally set down right on the had my first flying lesson at my college flying club in 1953. Booking the airplane numbers of this two-mile runway and then and instructor was easy—but completing a planned flight in the Boston winter taxied for a mile to where I was to tie down for the overnight. I left the engineer at is often problematic, especially when you are at the student level. It was not Eglin to conduct the tests and continued to until the summer of 1955 that I put some hours together and obtained my Private Texarkana, and from there, back to KBED. I My route was east to the Mississippi, which pilot ticket. I followed to the Ohio River and led me to I partnered with a classmate on a 1947 and some measurements were to be made Pennsylvania, thence to Massachusetts. Cessna 140. We flew it over the northeast, at Eglin Air Force Base in Florida and at That trip began my counting of and to Canada. When I went on active an Army depot near Texarkana, Texas. states by air. duty with the USAF as a research officer So what does a young VFR-only pilot do in 1957, I sold my interest in the little two- to accomplish this travel? ver the years I’ve owned a Beech E35 seat taildragger. When my service was I left Hanscom Field (KBED) near Bonanza, a Lake LA200 amphibian, completed in 1959 and I had a “real” job Boston in the 140, picked up a field Oand two B55 Barons. With them, I I bought another C140 and continued my engineer for the project at Hyannis have enjoyed the access to the skies that love of flying. I was put in charge of an (KHYA), and headed southwest. Overnight this great country offers and have flown electronics data collection field program, was in Atlanta and the following day I was as far as Belize in Central America; south
36 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
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(KOSH) for several years to enjoy the PulseLite kits. Pulse 4g/lte remote power device. 2 or 4 plug option. activate extraordinary get-together and air show. your leds! your engine heater from home! - dual yoke rentals, fluorosilicone fuel cap o-ring kits A family vacation took me to Colorado - no sales tax! Free Shipping over $500, excellent service! and Arizona where we experienced the www.gallagheraviationllc.com Grand Canyon. When we began to have 1-833-425-5288 - [email protected] grandchildren in California and decided to spend winters there, we flew cross- country to San Carlos (KSQL) for a few years, and then to Santa Monica (KSMO) General Aviation Maintenance for several years. Stockton - Sacramento Region By 2012 I had reached the age of compiling bucket lists. One of the priorities was to have flown to all the contiguous 48 states. My log books showed that I needed just nine more states, mostly in the northwest, to achieve “48 Compleat.” So I planned to get it done when I flew cross- Quality Aero Maintenance Lodi Airport (103) country from Hanscom to Santa Monica 23987 N Highway 99 that winter. The trip was planned to leave P.O. Box 208 (209) 366-1040 Acampo, CA 95220 email: [email protected] before Thanksgiving, spend the holiday
Volume 20 • Number 12 AMERICAN BONANZA SOCIETY 37 at the in-law’s home in Chicago, and then Big Sky County: Gillette, Wyoming continue westward. I have flown across the country a few times solo. But word does get around, and people called to see if they might come along for the experience. My trip KBED to KSMO in 2011 was with Justin Cunningham, who worked at Hanscom Field and was building time. Other annual crossings have been with flying buddies—it’s always useful to have another pair of eyes in the cockpit, especially if they are in the head of another experienced pilot. Prior to my extended 2012 trip I received a call from Justin saying he had heard of my plans and would like to fly the Hanscom to Chicago leg. Dr. Nat Sims, a good friend, MGH physician, inventor of infusion pumps, and Burley, Idaho, on the beautiful Snake River a Bonanza owner, met me in Chicago for the remainder. Nat and I had flown across the country a couple of times. He is a true flying buddy and great company. The Chicago leg on November 20 was (fortunately) non-stop. Headwinds were modest and the Colemill wingtip tanks with 30 gallons extra were put to good use. We elected to RON [Remain Over Night] at DuPage Airport (KDPA). My wife is from Chicago and this trip brought back memories of many trips over the years with landings at Midway, O’Hare, Palwaukee, and Meigs Field. O’Hare was favored as the in-laws lived in Oak Park. When they moved into the city, Meigs got the business. I was fortunate to be a pilot during the years when general aviation operations at my level were routine into major terminals and uses of LaGuardia, Dr. Nat Sims (left) and Dr. Dennis Shapiro, La Grande, Oregon Idlewild (JFK), Logan, National (DCA), and O’Hare were a given. But no more. Restrictions and landing fees have moved these out of bounds. There are alternatives and KDPA was just fine. I drove Justin to O’Hare and spent a couple of days in Chicago for the Thanksgiving festivities.
n November 23 I picked up Nat Sims at O’Hare. We drove to DuPage O and then it was westward ho. It was a blustery day of 1,000-foot broken- to-overcast at DuPage, forecast becoming clearer to the west. Nat and I left on an IFR plan at about noon and headed for our first target — Iowa. The airways seemed
38 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org to follow the interstates and V172 headed Westbound on the Columbia River: Oregon to left, us right to Cedar Rapids (KCID). When Washington to right, Mt. Hood on the horizon the skies cleared we cancelled IFR and were granted flight following. We requested a landing at KCID, which was done and another state tallied. Departing westward, we set the GPS to North Platte Regional (KLBF) in Nebraska where we refueled, and another state was checked on the list. Continuing, we headed north to “do the northwest corner.” On the route were the Badlands of South Dakota and Mt. Rushmore. Circling this national monument brought back memories of when I drove cross-country The next morning we continued north Traffic was sparse and progressively in 1954 to attend ROTC camp between my to Bowman Regional (KBWW) in sparser as we proceeded westward, and junior and senior years. A classmate and I North Dakota, where we landed and then we felt that the sky was more and more took the northern route out to Norton Air continued on to the west, crossing over our private domain. Force Base in San Bernardino, California, to Montana and Ekalaka Airport (97M). From Gillette we skirted the high and returned via the venerable Route 66. Departing to the south we set the GPS on country and headed south and then Mt. Rushmore and the Badlands were the Gillette (KGCC) and landed in Wyoming. west, landing in Burley, Idaho (KBYI). first national monuments on our route in We were blessed with good weather and This was a delightful general aviation the Baron. though we had just gotten to “Big Sky” airport on the Snake River with a most We landed at Sturgis Field (49B) territory, it had seemed like it was big accommodating FBO. Departing to the in South Dakota for an overnight. sky as soon as we were west of Chicago. west, we followed the Snake and Route (Continued on page 42)
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 39
www.bonanza.org
Southbound abeam Mt. Hood, Oregon Southbound: Truckee, California, to left, Lake Tahoe ahead
I-84 as we wound along beautiful rolling to La Grande to tally Oregon, and stayed We had a pre-celebration dinner in countryside. But there was a developing the night. On the ground a single-engine La Grande after our most interesting day overcast and as we flew to the northwest Cessna landed. An old man and a young in the air. The next morning it was VFR it got progressively lower as the terrain man emerged, obviously happy to be on and we departed for the relatively short got higher, obscuring the peaks of the the ground. They had come east from the (60 mile) distance to the Columbia River hills. We passed La Grande/Union County coast VFR at about 10,000 feet. Fortunately, and the state of Washington. Our goal was Tri-Cities Airport (KPSC). But the ATIS Airport (KLGD) and the margin between they had found their way. reported a ground fog, virtually zero-zero, the road and the overcast got narrower Nat and I had just one more state to so we needed an alternate. The weather and then disappeared. We did a 180 back go, and that would be in the morning. was otherwise CAVU and there were many choices. I chose Walla Walla (KALW) for the simple reason that I wanted to see the town that Al Jolson said “was so nice they named it twice.” So we did Walla Walla and for me the 48 was “compleat.” We continued westward and turned south to the east of Mt. Hood, overflying Lake Tahoe and Yosemite and refueling at Delano, California (KDLO). It was a short flight from there into Santa Monica. But after Delano, it was no longer a big sky. Traffic, rules, ATC, etc.—a different brand of flying. But it all got done. One less goal in the bucket and a salute to almost 60 years of flying. I continued flying for another five years and found a most worthy next owner for the Baron. Nat and I communicate regularly. Until recently he was the owner of a 58 Baron. I believe that setting goals is an important part of one’s lifestyle as it makes each thing one does more enjoyable. Flying the Cessna 140 to Florida was an early goal. Flying my Baron to Belize was another, as was to Mustique. And more recently, flying to St. Pierre and Miquelon, a French archipelago south of
42 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Yosemite, California: Half Dome Approaching California Central Valley
the Canadian island of Newfoundland, technology (Aritech Corp) and the powerful experiences, enticed us into Canada, (also with Nat) was a dream for premier emergency response alert those experiences, and by so doing many years. I wrote about that trip in the (Lifeline Systems) that has saved induced us to emulate aspects of his March 2020 ABS Magazine. countless lives and to this day enables excellence which fit our own lives People ask how about the other two elderly people and others with medical and ambitions. He pushed us hard, states, Alaska and Hawaii. I answer that needs to live independently. challenging us with “what are you going yes, I missed out on 49 and 50, but I to do that’s really big?” The undersigned friends of L. already have what may become 51—our Dennis Shapiro celebrate the own Puerto Rico. For now, it is 48 posthumous publication of his sixth Compleat. ABS article, his 63 years in aviation, and his immense impact on us personally. ONE STOP SHOP We all purchased Bonanzas or Barons for all your engine needs! We received this article from Dr. Shapiro after flying with Dennis from Boston shortly after he sent the East Coast article to Nantucket or on far-ranging trips! we published in December. As is typical, As Dennis said about N8197R, “Over the we usually wait a few months between years, this 1974 airplane was maintained travel articles by the same ABS member. and restored by ABS Technical As initial work began on the April issue Advisor Louis Edmonds, and all the Dr. Nat Sims sent this note: systems were brought up to ‘as new’ ABS Life Member L. Dennis Shapiro condition. The Colemill conversion amassed over 5,000 flying hours flying brought new IO-550 engines, new three- both for business and pleasure. A blade propellers and extra fuel in the retired electronics engineer, he lived snazzy winglets. New paint helped to in the Boston area and seasonally on make 97R an attention-getter wherever Nantucket and Los Angeles, where he she went. And she ranged to all the was a regular member of a pilot group contiguous states; to Cabo, Belize, at KSMO, convened by aviation author Cayman, and the Caribbean Islands as Barry Schiff. Dennis passed away in far as Mustique; and to Newfoundland.” February 2021 after courageously Characteristics that Dennis constantly battling a three-year illness. exhibited include intense curiosity, Dennis was energetic in all he did, intellectual prowess, humor, including helping people live more connecting deeply with others, and safely, building companies that setting ambitious flight goals with made a difference, and patenting risk but tactical flexibility. He was an new inventions. His patents included “influencer” long before the term was innovations in motion detector popular. Dennis consciously crafted
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 43 www.bonanza.org
N8197R’s current owner Matt Strelow comments: “Three years ago, I purchased his aircraft and continue flying it. Dennis encouraged me to take the aircraft down into the Caribbean and I have done so several times, including to the Dominican Republic, Turks and Caicos, Bahamas, and Puerto Rico. He was correct when he told me it will be an amazing experience. After I bought the airplane from him, I flew him over to Nantucket Island and as a copilot he had tears in his eyes to be back in the old aircraft with me.” ABS Members are encouraged to mine the magazine archives (search on “Shapiro”) and read: “Belize Pu- Leeze” (September 2001), “Flying Alex” (February 2019), “Broken Trim” (May 2019), “St. Pierre, Finally” (March 2020), and “East Coast Compleat” (December 2020). Dr. L. Dennis Shapiro, photo by David Mindell Signed: Nat Sims, Sheldon Apsell, David Mindell, Matt Strelow, Louis Edmonds, and Barry Schiff
44 AMERICAN BONANZA SOCIETY April 2021 The Best Planes at the Best Prices
N819M 2007 Baron G58 N7243M 1986 A36 Bonanza
1190 TT, Factory Air, Known Ice, 194 Gallons, G1000 EFIS w WAAS, 4600 TT, Eng 1488 SNEW, KFC-150 AP, TKS Anti-Ice, V/G’s, ADS-B, ADS-B In & Out, XM, Radar, Skywatch and More NDH, $725,000 GNS-430W w WAAS $245,000
N429R 2014 G36 Bonanza 2005 BARON 58
360 TT, New Style Air Cond, G1000 EFIS, WAAS, SVT, XM, ADS-B, N179AR 1720 TT, Air Cond, Known Ice, GMX-200, Radar, Skywatch, WX-500, GTS-820 Traffic, NDH $675,000 ADS-B, WX-500 $529,000
N253RL 1980 A36TC Bonanza 1980 BARON 58P
4100TT, 300 HP Eng 1000 SMOH, KFC-200 w EFD-1000 EFIS PFD, N58TF 6325 TT, Eng 940 SNew, Air Cond, Known Ice, 530W w Avidyne IFD 540 Touch Screen GPS/Nav/Com, WAAS, ADS-B WAAS, ADS-B Traffic & Weather, Radar, $195,000 $199,000 N3121C 1988 A36 Bonanza N428JA 2017 G36 BONANZA
2650 TT, IO-550 300 HP Eng 936 SFRM, S-TEC 60-2 w HSI & Alt 210 TT, G1000 NXi Avionics, New Style Air Cond, ADS-B, SVT, Pre-Select, Dual Avidyne IFD 540 Touch Screen GPS/Nav/Com’s w Charts, XM, NDH, Like New $765,000 WAAS, ADS-B In & Out, XM, Traffic, NDH $299,000
ALL AIRCRAFT COME WITH We have Buyers Agreements for 1995 – 2005 A36’s OUR FAMOUS BONANZA and 2006 – 2016 G36’s Now! OR BARON SCHOOL! Visit www.carolinaaircraft.com to see YouTube videos of our Aircraft! Carolina airCraft Phone: SaleS ConSultantS: George Johnson (866) 540-0300 “The Bonanza Man” (336) 665-0300 Bryan Tuttle William Byrd Carolina Aircraft, Inc. Fax: (336) 665-0333 Volume 21 • Number 4 www.carolinaaircraft.comAMERICAN BONANZA SOCIETY 45 Email: [email protected] www.bonanza.org GA NEWS
Garmin Avionics Training for 2021
armin has announced an expanded list of pilot training opportunities for 2021 that include the continuation of virtual instructor-led training classes, with the hope it can return to in-person classroom training in August. For all Garmin aviation training needs, including a complete list of online and live courses, monthly webinars, and Garmin’s plans for G EAA AirVenture, see www.fly.garmin.com/training.
BEECHCRAFT OWNERS
For all of your T-34 Mentor, Bonanza 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]
46 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org GA NEWS
Tanis Aircraft Partners With SwitcheOn
anis Aircraft Products, the world’s leading manufacturer of aircraft preheating systems and SwitcheOn, a cellular remote power switch T manufacturer, have formed a partnership that will provide the most advanced cellular option of remote power switching to the marketplace. A new website, www. preheatremote.com, was created to help the installed base of customers and Tanis stated that the product would be reviewed for enhancements. First was the need to create a new Android application which was released in late 2020 along with an updated iOS application. During the review process it was determined that newer cellular technology was available that would make the user interface much easier. As new hardware and software was being developed Tanis saw that SwitcheOn had released a very similar product to what we had in development. So creating this partnership was just common sense.
For more information see www.tanisaircraft.com and www.preheatremote.com.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 47 www.bonanza.org
My Engine Blown engine Failure
by John Renquist
Flying again A s a pilot for over 40 years, I always wondered how I might react to an inflight emergency. Now I know.
Flying powered aircraft is unique. You When we just flew abeam the north end of point on I never let my target touchdown are relying on a machine and its multiple Lake Elsinore, California, the engine let go. point change. At about a mile out approach systems to keep you and your passengers The vibration was horrific. The propeller speed had dwindled to 85 knots. Certain I safe. Each system is independent, but at instantly stopped and oil covered the had the touchdown point made, I lowered the same time works with the others to windshield. The smooth-running engine the gear and flaps. With the gear down and safely carry you through the sky. Failure of suffered a catastrophic failure and seized in flaps still going down, the aircraft touched any leaves you short. Some are incidental. less time than it takes to read this sentence. down at about 70 knots. A radio failure, when you have two, is an My immediate reaction was thinking this is The dirt road was lined on the left by inconvenience. An inflight engine failure it, my ultimate test as a pilot had arrived. a chain link fence and an uphill sloping is catastrophic and immediately takes I immediately rolled into a descending shoulder on the right. I was able to keep control. You’re still in charge and can 180-degree turn towards the Skylark the left wing about two feet from the fence control the outcome! airport. While I never landed at Skylark with the right main at the toe of the slope. I My son and I flew an S35 Bonanza and before, I knew it was my best option. It’s knew not to touch the brakes as we rolled. installed an engine monitor. This aircraft a skydiving and glider port with jumpers The surface was a combination of sand is fast. It has a Continental IO-550B engine frequently floating down. Local pilots are and sunbaked dirt. Locking one wheel that pulls this beauty along at 170 knots. aware of the location and give it separation. was a real possibility. Ahead, I saw a big This day, due to the speed of the Bonanza The Bonanza was already configured for mud puddle in the middle of the road at and our heading, I climbed to 4,500 feet. best glide with flaps and gear up and was a fork where another narrow road went whistling down at over 100 knots. I have off to the right. With rudder only, I slightly no idea what our rate of descent was, but turned to the right, which put the left main I’m sure it was high. directly into the puddle. The drag and left As I rolled out for a straight-in approach yaw in the mud was significant. I intuitively to the dirt strip I fired off a quick mayday applied full right rudder. That took us out of on their multicom frequency. The only the mud and onto a parallel dirt road. That response was from a glider tug saying road was lined by small trees and brush he would stay clear. I felt confident I on the right and a steep downhill slope on had the runway made with only the lake the left. I had no choice other than steer and a marshy area between us and the to the right and allow the right wingtip to touchdown point. However, in a matter of strike the brush and tree branches. We seconds my sight picture changed, and finally came to a stop a couple hundred it was obvious we weren’t going to make feet later and at a fairly steep angle. The the runway. My only option was to offset left main was positioned a foot or so lower slightly to the left and shoot for a narrow down the slope. I shut off the master switch and we got Where we landed dirt road that started at the marshy area about 1 ½ miles from the runway. From that out of the airplane. We stood there looking
48 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org at each other in disbelief and spoke about a miracle I was able to thread the needle how bad it could have been. I saw my son’s and miss the obstacles. Destroying the hands shaking. At that point it hit me too plane on the landing was a real possibility, and my legs felt wobbly. However, I never and one that I happily avoided. had the slightest feeling of doom or panic At the engine inspection the oil filter during the emergency; in fact, it was just was disassembled with no metal in the the opposite, dealing with each challenge filter. As a precaution, the propeller was as it came. sent to the overhaul shop to ensure no metal was present and a rebuilt propeller uring the post-landing walk-around governor was ordered. we took both extinguishers out of The #1 piston had seized at Top Dead D the plane just in case of damage Center (TDC) and pulled the bottom of to the fuel tanks. Other than the cratered the piston and wrist pin free. Then the rod engine there was no damage! The right wrapped itself around the crankshaft. It wingtip and plastic navigation light cover blew a six-inch hole in the top of the case had some green stains from hitting the and tore both magnetos from their mounts. brush. The left side of the fuselage and In retrospect, I routinely fly anticipating wing was another story. It didn’t have an emergency. It allows me a moment to any damage, but it was totally covered in partially rehearse in my mind where to go mud and oil. just in case. Following this incident, I now There was no rush of vehicles or help commit to the following: of any kind. I had my son wait with the plane while I walked to the airport for ● Choose a higher cruise altitude. Altitude help. After about a mile a man and his gives you time and options. son approached in a truck. He asked if I ● Put the aircraft’s best glide speed and just made an emergency landing, which configuration to memory. I acknowledged. He offered a ride and I ● Following an engine failure, immediately jumped in. We went back to the airplane establish best glide by either climbing to reassess damage and check on my son. or descending to that speed. Later at the airport, I called a friend to meet us with a truck and a tow sling. We ● Identify emergency landing sites within carefully towed the aircraft to a tiedown gliding range as the flight progresses. with my son walking on one wing tip and ● Know the surface wind direction airport staff on the other wing as I steered (ATIS, wind streaks on water, smoke, the airplane. There were dips, debris, and flags, etc.). obstacles on the dirt road but we got to the ● Fly the aircraft until it stops (never give airport without further damage. up the ship). Later, I returned to the touchdown point and walked along our path to where we ● Resist braking on unimproved landing stopped. I could still see our tracks where sites if you can. we went through the mud puddle, missed While this was nothing like the miraculous the trees, and came dangerously close to landing on the Hudson, for me it was no the fence. Another miracle was missing a different. It could have ended with an entirely block of concrete just before the puddle. different outcome. Following established The Bonanza’s tire tracks cleared the block procedures, anticipating potential landing by only four or five inches. I never saw it! sites, knowing the best glide speed, If I’d elected to continue straight through continually controlling the aircraft until it the mud, we would have likely been drawn stopped, and my experience all came into into the fence, and/or hit some steel vertical play at just the right time. pipes or bollards protecting a water stand pipe about 50 feet past the puddle. Both John Renquist is a 5,500-hour commercial my friend, who came with a truck, and the multi-engine and rotorcraft pilot, a CFI, and gentleman who gave me a ride said it was an A&P/IA.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 49 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
New Life Membership ABS extends a warm welcome to these members who Congratulations to these ABS members recently became ABS Life Members. ABS extends condolences to the Year indicates when the member originally joined ABS who have earned ABS AVIATOR status. families and friends of these ABS William Unger (2020) LEVEL 1 members who recently passed away. Missouri City, Texas Jacob Shavit William Page (1999) New York, New York L. Dennis Shapiro Bermuda Dunes, California Chestnut Hill, Massachusetts Kevin Crozier (2010) Carl Miller A member since 1967, Leander, Texas San Dimas, California he flew a 1974 95-B55. John Cronley (2014) Tom Kurtz Wantagh, New York Naples, Florida John Holmander (2009) Anthony Englert East Greenwich, Rhode Island Frank Becker Syracuse, Kansas Steve Tucker (2012) Phillipsburg, New Jersey A member since 2003, Santee, California he flew a 1983 B36TC. John Hermack Cody Mackey (2019) Toms River, New Jersey Milton, Florida Deb Dye Charles Ward (2007) Jonesboro, Arkansas Tulsa, Oklahoma Gary Thietten (1998) LEVEL 2 Washington, Utah Henry Landsgaard (2009) Carl Hopkins Wellington, Colorado Santa Barbara, California Selby Proud (2013) Maggie Borth Lorida, Florida Alameda, California
Joe Kohn Arlington, Texas
Sam McCaskill Austin, Texas
LEVEL 3
Tim Morgan Scranton, Pennsylvania
Nick Hatzis Baton Rouge, Louisiana
LEVEL 4
Ken Newbury Santa Cruz, California
Thomas Brad Lee Lovettsville, Pennsylvania
Cory Johnson Mooresville, North Carolina
MASTER
Martin Lee New Rochelle, New York
To participate, send copies of your training certificates [email protected], or fax (316) 945-1710 attn: ABS AVIATOR.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 51 www.bonanza.org BEECHCRAFT HISTORY Introducing Fuel-Injected Power
oday, fuel-injected power is something most pilots of the ABS types experience every flight. But in 1958, the pressure T carburetor was a thing of the past and fuel injection was new to the Model J35 Bonanza, as touted in this Beech magazine ad. The ad’s copy says it all – and then some.
“Tomorrow’s power – fuel injection – is yours today in the new Beechcraft Bonanza for ’58! For the first time in commercial aviation, the magic of fuel injection gives smoother performance and 200 miles per hour cruising speed with the Bonanza’s new 250 horsepower engine. “Now you can go faster, get there earlier, get more done than ever before. And you’ll enjoy the supreme quiet and comfort of the Bonanza cabin as you watch the miles fly by. “The ’58 Bonanza is at least 30 miles per hour faster than any other single-engine commercial airplane. This rugged and right airplane uses less fuel than your family car, and no airplane is easier to fly.” Well, maybe the ad took a few liberties as was not uncommon in 1950s general aviation or automotive marketing. A “supreme quiet” cabin is not an attribute of any piston-powered, single-engine aircraft. And if the family car happens to be a ’58 Buick Roadmaster, the Bonanza could turn better fuel mileage at its optimal cruise altitude and speed. Regardless, that was an exciting era when “more was more.” – George Brown
52 AMERICAN BONANZA SOCIETY April 2021 INSURANCE Members Have Questions by Barry Dowlen, Falcon Insurance
and protects him, but you will want your policy to be in effect to not only defend you
but to settle claims made against you. It’s his month we answer more questions from members on a variety of always best to get pilots approved by the insurance topics: carrier unless they are already named or T meet the open pilot warranty. I always fly alone with no owned liability policy but might leave The insurance limit of liability on Q. passengers, and the airport where some losses uncovered. The last part of Q. my policy is $1,000,000. If I have I hangar my aircraft does not require liability your question alludes to an important a serious claim, is that enough coverage coverage. Can I buy “hull only” coverage? point: your policy versus his policy. On to cover attorney’s fees and pay the your policy you are the principal Insured potential damages? It has been a long-time practice in who will be defended by the insurance A. the aviation insurance industry that company in the case of bodily injury or It is always a good thing to evaluate carriers will issue a liability only policy but property damage involving your aircraft. If A. the amount of coverage you have will not issue one that only covers physical the pilot buys a non-owned policy, he is the and make sure you are comfortable with damage losses. The reason for this is very Named Insured and will be the first party the policy limits. This is a question of simple: The insurance companies do not defended in the event of a loss. Let’s say defense costs and whether they are paid want the risk of issuing a policy on someone the other pilot is flying your airplane and as part of the stated limit on the policy or where a serious bodily injury claim could a mechanical failure results in damage or outside of those limits. The good news for occur and they would be forced to defend other loss to a third party. That person sues aircraft owners is that aviation insurance a claim for which there was no coverage. you because it’s your airplane, and a jury policies are almost always issued with Another concern is the moral benefit of determines that you as the aircraft owner defense costs outside the limits of the making sure that if a third party were to be are partially responsible for the loss. The policy. This means that in your case, injured or have their property damaged as other pilot’s non-owned policy defends your company will pay to defend you for a result of your aircraft operations, there would be coverage to reimburse them for their loss.
If I loan my aircraft to a friend who Q. is not an approved pilot, can he purchase a non-owned liability policy to cover the exposure? He is a relatively low- time pilot and I do not want to go through the hassle of getting him approved on my policy.
Theoretically your friend could A. cover his exposure with a non-
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 53 www.bonanza.org
claims made against you for bodily injury and property damage and the full limit of liability on the policy ($1 million in your case) is available to settle those claims made against you. This is called “defense outside the limits” coverage. If you have any questions about any issues discussed in this article, or other questions about aircraft insurance, please contact your ABS Falcon Aviation Insurance representative.
Falcon Insurance Agency president Barry Dowlen has been with Falcon for over 25 years. With over 30 years’ experience in aviation insurance as both an underwriter and an agent, Barry is a private pilot and holds a Bachelor’s Degree in aerospace administration. He is a member of the Agents Advisory Board for several insurance companies.
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54 AMERICAN BONANZA SOCIETY April 2021 AmericA n Life Member AmericanBon BonanzaAnz SocietyA I first joined the ABS in mid-1970s when I bought my first Bonanza. ShortlySociety thereafter I moved up to a 1970 V35 after I became hooked on the good information and support I received from ABS and its members with any Your Life Membership Benefits ABS! problem or concern. Later, after • flying professionally as a major airline Supporting aging aircraft pilot and being used to having good • Delivering Beechcraft Pilot Proficiency Program seminars and resources for technical and general online courses flight information, I rejoined the ABS in • Working with outside agencies to solve safety of flight 1994 when I purchased a 1975 Baron. concerns that impact the longevity and value of our fleet As a retired airline captain, I value even • Maintain world class staff of Beechcraft technical experts to more the access to the ABS website. research and offer definitive answers to your questions • As a recent ABS Flight Instructor Teaching and offering assistance to mechanics who maintain Bonanzas, Debonairs, Travel Air and Barons Academy graduate, I value the work ABS does and want to support their Benefits of Your Life Membership! work now and in the future. Making the • Monthly ABS Magazine – for the rest of your life commitment to become a Life Member • seemed like a good way to ensure Life Membership certificate for your home or office the continued flow of much needed • Embroidered polo shirt and hat with special life membership information to our aging pilot and design aircraft fleet. • Never having the hassle of renewing your membership again – saving you time and money Karen Kahn • Join over 1,000 members who have made a lifetime 1975 95-B55 N75KG Santa Barbara, CA commitment to ABS • Ensure that the next generations of Beechcraft owners have the For more information on same level of support and enjoyment that you have becoming an ABS Life Member: How Does it Work? • You have the option of paying in two installments or one Contact ABS at 316-945-1700 $1,400 in the same year. or [email protected] • Example: $700 payment in May and $700 in October. American Bonanza Society, • Plus our special bonus offer: $10 off for every year you have 3595 N. Webb Rd Suite 200 been an ABS member – Up to $200 OFF! Wichita, KS 67226 • Example: $1,400 - $200 off for 21 years of ABS Membership Office Hours: 8:30 to 5:00 p.m. equals only $1,200 total cost for Life Membership. US Central Time, Mon.-Fri. www.bonanza.org COMMAND PILOT
Can You Feel It? by Thomas P. Turner
ne of our BPPP instructors called me. He had scheduled a flight with oscillation (PIO), and runway excursion or runway overrun brought on by excessive one of our members—an older gentleman—in a late-model V-tail. speed on final. We’ve also seen fatal The pilot, with decades of experience in his V35, told him that he crashes from failure to outclimb obstacles did not want to stall the airplane. He never practiced stalls, he wasn’t in part due to keeping the nose too far O down (the speed too high and climb angle comfortable stalling, and he pays close attention to his airspeed so he won’t stall. too low) during initial climb, especially I’ve provided Bonanza type-specific Occasionally a pilot may even admit his when departing into foggy conditions. Too instruction for over 30 years. This is not the or her reactions aren’t what they used to little airspeed and too much airspeed close first time I’ve heard of, or had, a client who be so they fly a little faster to avoid a stall. to the ground are both dangerous things. expressed concern or even unwillingness We pilots can be quick to latch onto a The reason we practice stalls is so to practice stalls. Often the pilot had never rationalization when it keeps us in our we can recognize and recover from the experienced a stall in the airplane at all, comfort zone. first indication of an unexpected stall. thinking stalls are something done in light The trouble is that loss of control in This indication may be a stall warning training airplanes but not complex and flight resulting from aerodynamic stall is horn, a stall light in some Beech models, high-performance aircraft like a Bonanza. one of the most common fatal accident indications on an angle of attack Sometimes a conversation reveals the scenarios in light airplanes. Some of the indicator or actual aerodynamic buffet. pilot had entered an incipient spin in a most common scenarios for non-fatal My experience as a simulator instructor trainer early in his or her flying career, accidents are loss of directional control is that under stress or when distracted, often without an instructor on board, on the runway because of poor low- pilots often fail to respond to horns and and the experience still frightens them. speed control by the pilot, pilot-induced lights (experience backed up by numerous
56 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
YouTube videos of pilots flying long final At altitude, and at the pitch attitude, 5. What does it sound like (the slipstream approaches with the landing gear warning power setting, airplane configuration (flaps noise gets quieter at a slower speed)? blaring). Feel may even be more important and landing gear) and rate of descent than sight or sound. normal for final approach, I’d ask the We’d repeat the experiment by slowing pilot to tell me the indicated airspeed. the airplane by an additional five knots, o I’d explain to the pilot that we are It’s often much faster than it should be, or 10 knots below the pilot’s first speed. going to practice airspeed control at but regardless I’ll see that the pilot can If this results in first indication of a stall S takeoff and landing power settings precisely hold speed and vertical speed. (horn, light, angle of attack, aerodynamic and airspeeds, and ensure the pilot is I’d then ask the pilot to slow the airspeed buffet), then I’m looking for recognition precise and his responses are correct if five knots and hold that speed in a final and recovery: pitching down to reduce the angle of attack (which is not necessarily approach rate of descent, and answer these angle of attack, maintaining heading and constant for a given airspeed) becomes questions: coordination with rudder, ailerons neutral until the wing is unstalled, and smooth higher than normal. I’d explain that 1. How did you slow the airplane down? airplane weight and especially center of power application while transitioning to gravity location, density altitude (which 2. What is the new power setting and pitch climb. If the wing does not stall at this affects thrust), and loss of engine power attitude? speed I’ll demonstrate a stall having the can all cause an airplane to stall at what pilot call out the speed at which stall 3. What changed in the way the elevator looks like a normal pitch attitude. What occurs, and then have the pilot practice feels and the trim is set (the pilot must I’d be looking for is precision, rudder one stall with recovery at the first indication pull harder, and/or trim the nose coordination, recognition of factors that and then again with a slight delay so the further up)? indicate the airplane is getting closer to pilot experiences a “full” stall. Working to a stall angle of attack, and recovery upon 4. What does the rudder feel like to the full stall gradually usually makes this the first indication of a stall. Importantly, maintain coordinated flight (it takes less objectionable to the pilot. I want the pilot to develop a feel for more right rudder as the airplane Then I’d have the pilot transition to a impending stall. slows down)? normal climb attitude in the initial takeoff See Your Beechcraft on the Cover of ABS Magazine!
ABS wants to feature your Bonanza, FEBRUARY 2021 • VOLUME TWENTY-ONE • NUMBER 2 Debonair, Baron, or Travel Air as
AMERICAN the Beechcraft of the Month. BONANZA SOCIETY HERE’S HOW: J A N U A R Y 2 0 2 1 • V O L U M E T W E N T Y- O N E • N U M B E R 1 Write an article about your airplane – how A MERIC A N you found it, how you use it, BONANZA what you’d done to upgrade it, whatever is SOCIETY
The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts important to you. Aim for 800-1000 words. AUGUST 2020 • VOLUME TWENTY • NUMBER 8 Not a writer? Don’t worry, most people do A MERIC A N BONANZA better than they expect. We’ll edit as SOCIETY
needed. Take some pictures. We need T h e O f f i c i a l Pu b l i c a t i o n f o r B o n a n z a , D e b o n a i r, B a r o n & Tr ave l A i r O p e r a to r s a n d E n t h u s i a s t s high-resolution photos of your airplane in the air or on the ground ready for flight. Include photos of your panel, and a picture of yourself in front of your airplane. Invite family and friends to join you – and let us The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts know their names.
E-mail your submission to [email protected] This is your chance to share why you’re the proud owner of a renowned Beech aircraft!
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 57 www.bonanza.org
configuration—takeoff power, gear down, usually flaps up, trim set for takeoff. Again I’d have the pilot tell me the steady speed, and after holding that speed for a bit ask the pilot to fly five knots slower. Then I’d ask the same five questions, do the entire thing again at five knots slower yet, and lastly demonstrate and practice the actual stall. On the ground I’ll ask the pilot, “What is the first indication of a stall?” Usually he/she will list the usual suspects: stall warning horn or aerodynamic buffet. “But what did you say told you the airplane was trending toward a stall?” I’ll ask. I want pilots to realize that the need to pull harder on the elevator than normal, or to trim the nose up more than normal, or to push harder on the right rudder pedal to go in a straight line, or the cockpit sounding excessively quiet, are all first indications of a trend toward a stall. If you feel or hear any of these indicators the fix is to lower the angle of attack. Whether the result of improper airplane configuration; a loss of power through density altitude or an engine anomaly; or simply an overzealous pull-up on takeoff, on final or in the flare; feeling as well as seeing and hearing the progenitors of a stall and responding with a coordinated recovery, tell me the pilot understands what he/she needs to know. I’ve done this very thing with more than one Bonanza pilot. Each time the pilot showed at least a growing level of comfort in this corner of the flight envelope. Their takeoffs and landings become more precise, also. If the pilot is hesitant to stall it’s worth deferring instrument skills for another day to do this as part of a BPPP flight.
Can you feel it? The real reason I wrote this article is not to describe a way to teach stalls to reluctant pilots. That’s just an example. My real intent is to cause pilots to think about why we train and evaluate specific maneuvers, how they relate to day-to-day flying, and more importantly to perhaps reintroduce the idea of feel as an integral part of airmanship—itself a vital part of command of an airplane.
58 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 59 www.bonanza.org Who’s Flying the Airplane? by Mathew J. Schaub
n multi-pilot flight operations, one pilot is designated as the pilot flying (PF) and the other as pilot monitoring (PM). Together, the crew manipulates the aircraft on its intended flight path through flight control and automation inputs, and equally, if not more important, maintains astute situational awareness in the aircraft’s response to those inputs. Pilot monitoring can I generally be defined as observing, interpreting, and understanding the flight path of the aircraft in relation to crew actions and aircraft systems. These monitoring skills are often overlooked in their importance to the safe operation of any aircraft, regardless of multi-pilot or single-pilot cockpits.
As an airline instructor pilot, too often I will see both pilots how to use that automation without hesitation in high workload with heads down, immersed in a small malfunction, preoccupied situations means we can continue to focus on overall monitoring. to the point that they have tunnel vision. It begs the question, Conversely, a major threat is becoming so reliant on automaton “Who’s flying the airplane?” Now let’s add in contributing factors, that if it fails it causes you to be heads down and unaware. such as being in the descent phase of flight, terrain, weather, As humans we are not inherently good at staring at instruments, traffic...you can see where I’m going. Such was the case in the displays, and panels for extended periods of time. Human factors unfortunate accident involving Eastern Airlines Flight 401. In short, experts have done studies and experiments to prove this. In the the aircraft crashed into the Everglades because the crew, while book Managing the Risks of Organizational Accidents (Reason, being preoccupied with a burnt out landing gear indicator light, 1997), James Reason explains that 80 percent of accidents are neglected to recognize the autopilot had disengaged. due to human failure and 20 percent due to technical failure. As a single pilot in a Beechcraft, we have the responsibility of He goes on to use aviation automation as an example of the both roles as PF and PM. Add in the lack of an autopilot in some risks associated with technology and human interaction. Reason cases and workload management becomes a major concern, references Lisanne Brainbridge, an engineering psychologist, who especially with no other qualified pilot or passenger able to help states: “Even the best motivated people have trouble maintaining monitor the aircraft or the PF’s performance. vigilance for long periods of time. They are thus ill-suited to watch Pilot monitoring touches on many aspects of safe cockpit out for these very rare abnormal conditions.” This reinforces the management. For those of you who read my article in the January idea that pilot monitoring is not as simple as checking oil pressure; 2021 ABS Magazine, you’ll remember I addressed Threat and it is a defense against human error and external threats. Error Management (TEM). Essentially, that’s what this really all There are five words with important meaning you will hear in comes back to. Part of mitigating threats, correcting errors, and any TEM discussion and they directly address pilot monitoring: ultimately avoiding consequences revolves around Crew Resource identify, verbalize, verify, monitor, and intervene. For this topic, let’s Management (CRM) or, in our case, Single-Pilot Resource focus on the last two, monitor and intervene. As we have defined, Management (SRM). monitor should now be clear as to our requirements when at the So the question is: What do we monitor? How do we monitor? controls. The next step, intervene, is where we take control of the And what can we do to get better educated on what’s involved situation. Intervene equates to taking direct actions and making in monitoring? decisive decisions in properly managing workload while continuing Flight path management is the most important factor in a safe to aviate, navigate, and communicate. flight. It’s one of the hot button topics in the aviation industry. Proper monitoring skills lead us to proper workload management. With that comes all of the great advancements in technology for Especially when flying in IMC, make time for yourself if you’re general aviation aircraft. Automation, live weather, traffic, and feeling rushed. Ask for vectors, a hold, or slow your airspeed. terrain avoidance with amazing displays now fill our cockpits. Don’t allow yourself to get to the bottom of the TEM model and With great technology comes great responsibility. Understanding have a major consequence happen because too many threats and
60 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org errors combine to create a hazard. Use your time wisely in cruise and during preflight planning. In 2004 the FAA issued AC 120-51E, Crew Resource Management Training for 14 CFR 121 certificate holders. The FAA expanded it to Part 91 operations due to its vital importance in all flight operations. While CRM in multi-pilot operations is industry standard subject matter, it still translates to single-pilot operations. Often, you will see references to Single-Pilot Resource Management (SRM) instead. The overall concept is the same and something we should all be familiar with. Most Threat and Error Management models incorporate a CRM skill set. These set the baseline for how pilots can return to safe operations if a threat or error is not immediately recognized. Some flight operations actually include pilot monitoring and cross checking as one of the critical CRM skills in their TEM model. By doing so, pilot monitoring becomes a pillar in the pilot skill set. If any distractions in the cockpit preoccupy you to the point of becoming so consumed by the event, apply your CRM/SRM skills and bring yourself back to center. Remember, to be safe, flying the airplane is always the number one priority. Aviate, Navigate, Communicate. Without doing so, safety goes out the window. Having a solid flow or scan for monitoring is essential. Timely cross-checking of flight path, instruments, and systems ensure we are in a safe condition. The point is, know where you want to put the aircraft and make sure it’s going there. Don’t get caught saying to yourself, “What is it doing?” Proper monitoring should then prompt you to make an immediate change. Take the time to really explore your educational opportunities in this type of subject matter. Although we all need to stay proficient in manually handling an aircraft, no matter what type of flying you do, the confidence you gain from learning more will be gratifying. My previous article was titled Beyond Stick and Rudder, as I am a huge proponent of expanding our mental skill set as well. Search for AC 120-51E and learn about pilot monitoring tasks and skills as they apply to single-pilot Beech flying. Personally, I thoroughly enjoy this side of aviation: the dynamic environment of new technology, training techniques, and cockpit management. As always, fly smart, fly safe.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 61 www.bonanza.org
Control Cable AD Follow-Up by W Tim Miller
egarding Tech Tips, December 2020 ABS Magazine, page 68, Bob Ripley and George Brown’s comments regarding AD R 2019-23-10: I recently purchased a 1976 V35B, my second Bonanza. My per the AD just for my own and my family’s soundness of mind. We previous one was an A36. My new Bonanza had a few “new discovered two things with respect to the ABS write-ups regarding owner squawks.” So I sent it into the shop for strut rebuilds, cable this AD of August 2, 2019, and December 16, 2019. adjustments, etc. I’m a typical anal Bonanza owner. The shop is I included a picture (Photo 1) of my turnbuckle before moving EGA Aviation at North Las Vegas Airport (KVGT), a great bunch the safety wire. of knowledgeable Bonanza mechanics headed up by Len Guerin. Although previously inspected, the old corroded duct was still Although under the previous owner the required control cable in place (Photo 2). Why a replacement wasn’t required in the inspection was signed off in early 2020 for AD 2019-21-08 as AD is puzzling. Not doing so just sets up a continuing potential “complied with,” I asked the shop to inspect the right-hand cable cascade of corrosion events as has been postulated with this
Photo 1 Photo 2 Photo 3
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duct, the turnbuckle and the right aileron cable. This duct was terribly degraded with extremely corroded and rusted wires, lacked integrity, and stiff. The wires in the duct were corroded, rusted, brittle, and falling out (Photo 3). We immediately ordered new ducting as had been suggested by Bob Ripley’s response to Thomas Folkner on the ABS Member Forum Board: Ripley responds to Folkner: Thanks for the information on your aircraft. Looks like the AD was very beneficial to the aircraft and your safety. We have not seen any other cables in the various aircraft with the same type issue. I would suggest replacing the duct with a newer style that will help to eliminate the issue. We are suggesting SCEET ducting 2 ½” in diameter. You will need to order 3 feet to replace the original. The P/N at Aircraft Spruce is 05-30610.
Although in my airplane this AD was previously signed off as inspected and complied with, we found with thorough cleaning and inspection there was pitting on the outboard cable swaged end. This was after removal of the safety wire, cleaning with LPS-2 and Scotch Brite, and inspecting under light and magnifying glass.
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 63 www.bonanza.org
Photo 4 is a picture of the swaged end. It takes enlargement to see the pitting. A new outboard cable was ordered. On other Bonanzas this shop found four affected turnbuckles and or cables including one that was completely corroded in half (Photo 5, not my airplane). What I want to emphasize is this cannot be a casual inspection. The suggested approach in the ABS Air Safety Foundation Inspection Document of August 8, 2019, must be followed diligently with the turnbuckle, swaged ends of the cables, holes for safety wire in the swaged ends all cleaned and carefully inspected thoroughly under light and magnification for integrity. As stated in the ABS/ASF document, with any evidence of corrosion, pitting, or cracking requiring replacement of the affected cables before further flight.
Tim Miller is a retired biotechnology CEO and BPPP instructor based in Henderson, Nevada.
Photo 4 When AD 2009-23-10 was published we were surprised it does not call for a repetitive inspection, given that (as Tim Miller writes) the required inspection does nothing to address the apparent cause of control cable swaged
Photo 5 end corrosion. Based on input from ABS Technical Advisors ABS/ASF had included a five-year repetitive inspection in our request for an AD for that very reason. In an outbrief with FAA a few months after the AD was issued FAA engineers told me the reason there is no repetitive inspection requirement is that determining a data-supported inspection interval would take time, and the condition is so potentially hazardous that FAA wanted to mandate the inspection as soon as possible. They said they may issue a recommendation to re-check previously inspected airplanes after some interval, probably five years, to see if there is a trend of new corrosion found in previously non-corroded cables. If a trend develops, they may look at revising or superseding the AD to require periodic re-inspection. As Tim mentioned, there are ways to modify the heater duct that should prevent condensation and make control cable corrosion much less likely. For these options and more about dealing with control cable corrosion, search “Voluntary AD 2019-23-10 Following-On Actions” on the ABS website. —Thomas P. Turner
64 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org GA NEWS
Air Conditioning for Earlier Bonanzas and Debonairs
verReady Aviation announces the new EverAir air conditioning system for most early model Bonanzas and Debonairs with Continental O-/IO-470 engines and 14-volt electrical systems. FAA/STC approval was received in December 2020 and installations will be available in spring 2021. The system is affordably priced to fit the budget of early Bonanza and E Debonair owners, and is approved under FAA STC SA04488AT for the O-470 H35 Bonanza and IO-470-equipped J3 – P35 Bonanzas, and IO-470-equipped 35-33, A33, and C33 Debonairs and E33 and F33 Bonanzas.
EXCELLENT SERVICE QUALITY PRODUCTS We Do AFFORDABLE PRICES Windows! Jim Chism, the developer of the system and a Bonanza owner, was tired of suffering in the cockpit on those hot summer days. Jim says, “Cabin temperatures can reach well into the 100s. We are so accustomed to our air-conditioned cars and homes, and the thought of climbing into a sweatbox in the middle of the summer is something that most will pass on and opt for cooler temperatures. Why not enjoy your airplane all summer long!” The EverAir system is a 16,000 BTU system using R134a refrigerant. An engine-mounted compressor is on the aft of the engine above the alternator/generator. Cold air is circulated throughout the cabin from the Evaporator/Air Handler unit December through the end of May: West Palm Beach (LNA) located in the aft cabin bulkhead. Directional louvers route the June through November: St. Louis (1H0) air overhead to the pilot and passengers. The condenser assembly Over 4,000 Installations in 37 Years! is mounted in the tail cone behind the cabin bulkhead with exhaust 2 Year Guarantee • Use Only FAA PMA Parts louvers on the belly of the aircraft. Conveniently mounted controls allow for easy access by the pilot. “It is a very clean installation that will bring comfort and help relieve stress levels in the cockpit on those hot steamy summer days,” says Jim. Call Today! (314) 406-1389 For more information visit www.coldbeech.com or contact Jim Schedule dates see www.dbmods.com at 615-973-3518 or [email protected]. email: [email protected] 15339 Batesville Ct. • Chesterfield, MO 63017 C.R.S. SH2R161L
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 65 www.bonanza.org TECH TIPS
Tech 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 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.
My shop would estimate around 12 really used a shoe horn to get all that in Gear motor timing A: hours if reinstalling a windshield there! So, before I disassemble everything Sean Johnson, Martinez, California and windows of original thickness. That there, I’m asking for your words of wisdom changes with variables like installing an and advice. Am I thinking correctly? During my A36’s last Service Clinic STC model that is frameless, etc. – DK Could I have a third bad seal or have it Q: inspection my landing gear was improperly installed? Where do you think taking 11-13 seconds to come up. The I should look? gear motor has less than 150 hours since Oil leak overhaul. I think this transit time is close Replacement of the front crankshaft to normal for the 14-volt system I have. Andrew Tobias, Anthem, Arizona A: seal must be accomplished as per Can the gear motor be easily removed and the Continental MO manual. I have emailed I have a 1966 V35TC with a TSIO- inspected to inspect the brushes without you the required documents for seal 520D. The engine has 300 SMOH. disturbing the rigging? Is there a current Q: installation. I have found from experience During the annual we replaced the intake draw measurement that can be made to that these procedures work quite well and Y pipe. Since then, the front crankshaft determine if the motor is not drawing the should help stop the leak. We will normally seal developed a leak. Small at first. There normal amount if current? I don’t want remove the spring and then put the seal in a would be a fine mist on the windscreen to waste money overhauling a good gear small container of very hot water just before after three or so hours’ flight. Of course, motor/transmission looking for problems pulling it over the crankshaft flange. Make it got worse and I finally replaced it. I without understanding what is happening. sure you follow the manual to the letter and borrowed the special tool and followed be sure to have the proper sealant. – BR Typical retract time for a 14-volt the manual step by step. I thought it went A: airplane is 9-11 seconds. Thirteen well and expected success. Ramp engine isn't terrible but it's a bit on the slow side. run-up showed a small amount of oil again Gear lights insulator Yes, you can remove the gear motor leaking from the seal to crankshaft, not the without disturbing the rig. If the motor seal to crankcase surface. The test flight Craig Bailey, Poplar Grove, Illinois oil leak was worse. were drawing more current than typical On an A36 serial number E-1803, I hired a mechanic to replace the seal. or allowable, it would pop the breaker. If what is the part number for the He borrowed my special tool and used the Q: it's not, then you shouldn’t have to worry insulator for the three gear down lights? about the current draw. – CB tips I found during my research. It too leaks. My years as an auto mechanic taught me The wiring manual gives DS144, that if you replace the symptom a couple A: DS145, and DS146 as the part Windshield and window times and end up with the same result, it’s numbers for the three down and locked replacement time not that part; something else is causing lights with XDS144, XDS145, and XDS146 the leak. My guess is there is crankcase and the part numbers for the light sockets Jorge Chipollini, Rogers, Arkansas pressure building up and pushing the oil for virtually all of the A36 serial numbers, How many hours does it take to out the seal. I have not inspected the area 14-volt and 28-volt systems. Unfortunately, Q: replace the windshield and side where the turbo and that pipe is located they don't come up as good numbers on windows in the Bonanza F33A? because it is so jam-packed in there. They the Textron site or controller.com. The parts
66 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org book lists 855291SIR2STD as the part number possible adjustment. The CFI recalled there for the red indicator and 855291SIG5STD was a field adjustment, but I can't seem TECH ADVISORS for the green. The latter number comes to find details. I have Lew Gage's book as up as good with a price of $42.31 each. I well, lots of info on the carb setup, but not Bob Ripley don't expect you will find a part number, so much on the pump. My A&P partner is retired from Delta Airlines as a manager of line maintenance or availability for components such as the also not finding details. (Atlanta) and has run an insulator, because Beech purchased these To my questions: FBO focusing on Beech as complete assemblies. – LE maintenance for 20+ years. ● Is field adjustment as simple as clipping the safety wire on the screw on the bottom/aft of pump (as installed), Curtis Boulware has managed a Bonanza, Baron, Romec fuel pump clockwise for increased pressure, and and T-34 Mentor-specific shop for re-safety? 13 years, winning numerous national Larry Pilkington, Portland, Oregon awards for T-34 restorations. He ● At 700 hours’ time-in-service, are we earned his Private in a T-34 and I’m a new member, just purchased enjoys flying all models of the simply overdue for overhaul on this a 1952 C35 with an E-225-8 in it. Beech piston family. Q: pump? (The manual states 500 hours; Flies well, runs well, overall in very good John Collins I cannot find record that this was done.) has previously owned an condition. One big squawk keeping FBO and avionics shops, and us on the ground is low fuel pressure. Pump pressure should be adjustable for several years has been Observations: ABS’s Avionics columnist. A: by turning the screw in the center He owns a Bonanza and is a CFI/CFII. ● Romec pump of the domed cover on the back of the pump (square cover held in place by four ● Hartzell propeller installed (T-drive) Louis Edmonds screws). The mechanic will have to cut has over 25 years’ experience ● Engine overhauled (and pump service, the safety wire and turn the screw to the specializing in maintaining as far as I can tell) just under 700 hours right. This will increase spring tension on Bonanzas and Barons. His Edmonds Aircraft is ago, in 2003 the pump relief valve, increasing pump a long-time ABS Service Clinic host FBO ● No fuel leaks found between wobble discharge pressure. I hunted high and low in my library for pump and fuel pump Dale Kraus a recommended overhaul time on these has over 37 years experience as ● At 1000 rpm and above, the pressure is pumps and came up empty handed. I an A&P and IA specializing in at the bottom of the acceptable range know Aircraft Accessories located in Beech airplanes and has (per the panel gauge), and fluctuates extensive formal maintenance Tulsa overhauls these pumps. You might training. He is a 2300-hour pilot slightly. consider contacting them for overhaul and past owner of an F33A. ● Below 1000 rpm on the ground, the recommendations. They can be reached Mike Tweedus fuel pressure will drop off after several at 918-835-9924 or [email protected] . – MT served 34 years in Beechcraft seconds (quick whack on the wobble aircraft technical support, pump keeps things running). including 30 years supporting Bonanzas and Barons. ● Switching tanks also causes fuel Aft CG pressure to drop off after several seconds Edgar Bassingthwaighte, North (whack wobble pump as above). Stradbroke Island, Queensland Mike Thompson has made a career maintaining ● The seller (who owned and maintained In Australia, following a and restoring ABS-type plane for 25 years and about 800 hours, airplanes in the Pacific and whom I know personally) stated Q: modification or equipment Northwest. He is currently change, CASA mandates a re-weigh or at restoring a veteran QU-22B it was always on the low side, but he Pave Eagle II Bonanza. doesn't recall it dropping off at idle. least recalculation of Empty Weight and Center of Gravity, and amendment of the Tom Turner A BPPP CFI who flew the ferry flight POH Weight and Balance data. It is my ABS-ASF Executive Director, holds a Master’s degree with me noted the fuel pressure and we understanding that it is not necessarily the in Aviation Safety. He has tested it on the ground. He is also an A&P case in the USA for private aircraft in the specialized in Beech pilot instruction for over with Bonanza experience, but not specific Bonanza/Baron category. I'm assuming this 30 years. knowledge on the E-225. is the reason for BPPP Online being very I've read through the shop manual cautious with advice regarding loading that mentions possible adjustment, and towards the aft C of G. Could you set me the forums here and BeechTalk point to straight on that?
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Our rules are similar: Any time an item has been A: permanently added to or removed from an airplane, a new Equipment List must be generated documenting this change, and unless the change is deemed “negligible” by the FAA a new Weight and Balance sheet must be created and endorsed by the authorized installer. There is no FAA requirement that an airplane ever be re- weighed regardless of modification—any changes may be made mathematically based on the weight and installed arm of the item added or removed. This introduces potential math errors in the documents that are carried over spanning decades, something that is fairly common if you take a deep dive into an airplane’s history. And a series of “negligible” entries may eventually be enough to generate a change that is not reflected in the documentation because individually each change had no effect on the total aircraft weight and moment. Of course, even precise mathematical records are somewhat theoretical, as Beech did/does not weigh each individual airplane upon manufacture but instead assigns each an “average” empty weight and moment based on weighing every 10 or so airplanes as they come off the line. Many airplane owners are reluctant to voluntarily have their aircraft physically weighed because they fear “losing” useful load they never really had. I’ve heard from a few pilots who were surprised the airplane was lighter than they expected after re-weighing, but it usually goes the other way. BPPP’s emphasis on aft loading is not directed at the modification process. It’s a reflection that in many cases, even factory new, a Bonanza will often be aft out of limits when rear passenger seats and/or the baggage area are/is filled, and unlike many airplane types including most training aircraft in which pilots learn about weight and balance, a Beechcraft loaded within limits for takeoff may translate to an out-of-limits aft condition with fuel burn long before the fuel is exhausted. This is most common in later V-tails and the F33A but can be an issue with individual aircraft of other models. A new issue is that many late-model A36s and G36s may be forward of limits with only the front seats occupied with full or nearly full fuel, and often a third passenger must be in the aft row of seats for the airplane to be within limits for takeoff. This is especially true of turbocharged and turbonormalized airplanes. So you’ll see BPPP talking about forward CG conditions as well. – TT
Gear doors sag Phillip Silverman, Fullerton, California
I have a question relating to my 1985 A36 Bonanza. When it Q: is sitting on the ground the outboard gear doors hang down approximately 1-1 ½ inches. This occurs on occasion, although not consistently. It just came out of annual. I thought that you might be able to provide me with some insight on what needs to be done.
If the door sag only happens on occasion, it means that A1: the motor is not stopping at the same place each time.
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In a perfect world you want consistent aircraft voltage, the gear transmission rotating at a predictable rotational speed, the limit switches touched at the same time each cycle, and the motor stopping at the same spot each time. If all these criteria are met, you can have a consistent gear rig. The fact that your door sags sometimes and is tight sometimes indicates an issue with the dynamic breaking action of the motor or the relay that controls the dynamic breaking action. I would first check and clean all the ground wires on the motor and the relay. If this does not clear the problem, it's time to send the motor out for overhaul. – CB
The uplock cable may not be secured properly at the A2: bracket near the cable end. There is a service bulletin for the correct method of securing the cable. - BB
Gear warning too low Michael Apodaca Scottsdale, Arizona
My 1977 A36’s gear warning horn only goes on at about Q: 9 inches MP. I would like to raise it to about 13 inches. Or do you recommend another setting? Can I just move the entire cable forward? My switch is currently at the maximum it can be moved forward. Also, if I move the entire cable forward will this
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 69 www.bonanza.org change the throw of my control resulting maintenance manual available for suspect your problem is a faulty seal on in more or less overall manifold pressure. download from the website. the filler cap or an improperly aimed or mounted tank vent that causes a vacuum in The simple way to address this is Both the Beech Model 58 the tank during flight. Many of the Osborne A: to remove the rod end from the A: Airplane Maintenance Manual tanks use a cap that, when the lever is cable and add one thick washer on the (AMM) and Illustrated Parts Catalog pushed down, causes the rubber body of cable, then screw the rod end back on. (IPC) are copyrighted materials by the cap to be compressed, forcing the sides This will make the ramp hit the switch Textron Aviation (formerly Beechcraft). out to make the seal. If yours is of that type, slightly earlier. The other option is to move Because of this Textron Aviation, or anyone make certain it does not have cracks in it the cable farther forward in the clamp and they have issued a license to, is the only and that it is tight in the filler bore when then adjust so you have a 3/16" cushion source of this material. They have not you depress the lever. If the fuel cap is of in the cockpit at full throttle with the rod granted a license to the ABS. a type with "O" rings, make certain all are end. You will then need to fly the aircraft Textron Aviation does make IPCs for in good shape and sealing. and mark the throttle position at about 15 all models of Beechcraft available to You could test for this by covering all inches MP and then adjust switch to click anyone on their website free of charge. of the seams and the hinge of the door at that throttle position. – BR The web address is ww2.txtav.com/ over the filler cap with a good grade of technicalpublications/downloads . Use tape (duct tape). As for the vent, it should of this free service requires an initial face slightly forward, or have the bottom Baron 58 registration. After that you should have cut to face forward so as to slightly maintenance manuals easy access to all the Beechcraft Illustrated pressurize the tank. If bent aft, or cut such Parts Catalogs. that it faces aft, it will create a vacuum that David Grolman Textron Aviation makes the other prevents fuel transfer. – LE Frederick, Maryland Model 58 manuals available through Please let me know if there is their publications department. They are a complete parts manual and available in electronic and paper formats. Q: For more information on what is available Wing Bolts and how to obtain them I recommend calling them at 800-796-2665, or emailing By Dick Pedersen them at [email protected]. – MT n cleaning out my stash of old Bonanza parts and Iinventorying them so I can Tip tanks get them on eBay someday, I transfer pumps ran into these wing bolts from old Beech crashes. Some of Eric Spain, Lynchburg, Virginia these Bonanzas had the wings sheared off GAMI has bought Osborne. My part flying through trees, crashing through the Q: number 55041 fuel transfer pump roof of a structure, or from inflight break- is not pumping strong enough in the air ups. As you can see, all are bent, but I have to transfer the fuel, although it works fine never found a broken wing bolt. The wing on the ground. GAMI has not gotten the attach bathtub fittings break, or the fuse- paperwork from the FAA to produce the lage center section will break under the pumps so no replacements are available. I front seats, before these stout bolts break. would really like to get mine back in service Earlier Bonanzas break up in the landing and think a pump manufactured by Facet light area in the wings, not near the wing and sold by Aircraft Spruce would work, root. I just thought I'd pass this along for part number 05-01003, OEM P/N 480564E. your use to document how wing bolts do Do you concur, or have a suggestion? not break in accident history.
The pump is part of the STC, so only Dick Pedersen was a long-time ABS that part number transfer pump is Technical Advisor and Service Clinic A: inspector, and ran a one-man shop in Tony, approved. Any other pump would require Wisconsin, specializing in piston Beechcraft. either a field approval or a new STC. If the He served as ABS’s representative as a party pump is the problem, I expect you could to several NTSB investigations as an expert in get your pump overhauled. However, I the V-tail design.
70 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
New ABS Technical Advisor
BS welcomes a new member of the ABS Technical Advisor Team. Many of you likely already know Mike Thompson of AVSTAR Aircraft A of Washington, at Olympia, Washington. another 15 years or so before the course and John Collins, and Service Clinic and reality converged. In 1995 he and inspector Wayne Whittington to answer another technician started AVSTAR Aircraft your questions and help you and your of Washington, Inc., and by the late 1990s mechanic better maintain your Beechcraft. they started specializing in the Beechcraft Welcome aboard, Mike! brand. Mike joined ABS in 2000 (and became a Life Member a few years ago). By the time Mike was in his early 40s AVSTAR was under his full control, and work included major repairs and alterations on the Beechcraft airplanes. We keep Mike has performed a ground-up restoration and modernization of his you flying! own F35 and sold it a few years ago. • Whelen LED Lighting His current project is restoration of a • Concorde Batteries As Mike tells the story, he was born in Beechcraft Model 1079, more commonly the top drawer of a toolbox at Spokane, known as a USAF QU-22B. These were SA00638WI the only approved battery STC Washington’s Felts Field. Following his used as a flying “radio relay station” during for Bonanza’s (G36 NOW INCLUDED) *STC included at No Charge with father’s footsteps, he started hanging the Vietnam War. The aircraft was based Battery purchase from Wilco around the Deer Park airport in his early upon what developed into the Model teens, cleaning aircraft, fetching tools, 36 Bonanza. Available now and in whatever was needed. Soon he began Specializing in the Beechcraft Executive stock- apprentice training. Mike attended series (Bonanza, Debonair, Baron, and 5 light kit Spokane Community College for aviation Travel Air) almost exclusively, AVSTAR has for $2,700 trades for general and airframe, and used customers from the Western United States his apprenticeship for his powerplant rating. and Canada, with regular customers from He held his A&P, as well as Private Pilot several provinces and states as far away as certificate by the time he was 20, gaining Utah, Texas, and Arizona. Mike is honored his IA (inspection authorization) at 26. to have been asked to participate as an Quality Products, In the early years Mike knew that ABS Technical Advisor and looks forward Service & Support Beechcraft are different, a notch above to continued giving back to the community Since 1953 all other general aviation aircraft. In that supports him. his mid-20s he worked for a Beechcraft Mike joins Senior Technical Advisor Bob [email protected] specialty shop at Seattle’s Boeing Field Ripley, Technical Advisors Curtis Boulware, 800.767.7593 for a while; that hooked him, but it took Louis Edmonds, Dale Kraus, Mike Tweedus, www.wilcoaircraftparts.com
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 71 www.bonanza.org
New BPPP Instructor Ted Meyer, Savannah, Georgia
elcome aboard the newest BPPP instructor, Ted Meyer of Savannah, Georgia. Ted is a flight test engineer for Gulfstream Aerospace and has flown the Beechjet, PC-12, Canadair CJ series Regional Jets, and the Eclipse EA500 in addition to Gulfstream jets. He also instructs regularly in Bonanzas, Barons, and other high- W performance piston airplanes, and he owns a K35 Bonanza. Ted writes: I have owned my 1959 K35 Bonanza for a little over three years and have flown it up and down the East Coast and Owning a Beech airplane is fantastic experience. There as far west as Seattle. I hold an ATP certificate and CFI/ are few greater freedoms than having the opportunity to CFII/MEI ratings across a range of gliders, light airplanes, travel on one’s own schedule in a personal airplane, and corporate jets, and airliners. I look forward to sharing I’m excited to be able to help educate you on the finer what I’ve learned with you to build your confidence in points of these airplanes while enhancing the overall your abilities and your understanding of your airplane safety of our fleet. through the BPPP. I’m available most Fridays, Saturdays, and Sundays for instruction. In addition to BPPP training, I’m associated with Schedule your all-new BPPP Beechcraft Essential Systems and Savannah Aviation’s flight school at KSAV for additional Techniques flight—the BEST in Beechcraft pilot training—or a new training in your airplane (https://savannahaviation.com). BPPP Focus refresher flight with Ted or one of over 100 other BPPP During the week, I’m employed as a contract flight test instructors found using the Find an Instructor function under engineer supporting a major business jet manufacturer. TRAINING at www.bonanza.org. Welcome to BPPP, Ted!
72 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Volume 21 • Number 4 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].
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50% share of 1979 B55 Baron -Half interest in 1979 Baron B55. Air conditioning, Garmin 530/430, Aspen PFD, ADS-B In-Out, EDM 760, Garmin 796 on yoke. 895.7 hrs on engines/props (IO 470 260 hp). Hangared at KFMY. $65K. Email hvenable@yahoo. com 193858
ATP rated Pilot with 8500 hours in all makes and models of Beechcraft aircraft. Highly professional and experienced. Don’t hesitate to contact at www.clearedirect. com 192697
For Sale to good buyer – 1947 Beechcraft Bonanza. Owned since early 1970s by A&P and WWII P-51 pilot. Carefully flown and maintained for over 40 years by same owner. Less than 600 SMOH, recent annual and ALL Ads current/ accomplished. Price is best offer from someone remembering this is (1) a Bonanza, (2) it has a running engine, and (3) it has VFR avionics. Nice clean-flying airplane. Info at [email protected]. 114799 (697 )
1969 V35A N785JB TTAF 5751.7 SFREM 1671.1 Aspen Pro 1000EFD GNS430W STEC50 coupled GMA340 Garmin496 JPI EDM 700 Collins Microline Dual Yoke Leather Interior Tanis engine heat, 4 point front harness, Rosen Visors Large Baggage Door Paint 7/10. White w/red/blue trim. Email [email protected] Text (901) 485- 7162 (will call back). 194450
INSTRUCTION Bonanza, Baron and P-Baron Instruction – Gold Seal and Master CFI. Insurance approved P-Baron initial and recurrent training, Garmin and G-1000 instruction, insurance check-outs, instrument and ME ratings, assistance with purchases. Gerry Parker, 713-826-6663 (TX), [email protected]. 475
Canadian Beechcraft Training - All Bonanzas, Barons, Dukes, King Airs. Former Beechcraft dealer, aerospace engineer, test pilot. 43 years, 20,000 hrs. Insurance approved instruction to highest Canadian standards. Initial, re-current, instrument, and ME ratings, TC authorized
Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 75 www.bonanza.org person. Broker/Agent for purchase and sale. Aircraft management EQUIPMENT, PARTS, SERVICE services. Own Bonanza, will travel. (705) 441-2155, elmshadefarm@ Bonanza Parts – Specializing in 35 and 36 Bonanzas. We gmail.com 180693 dismantle many Bonanzas for parts! A thru P, M thru V35A-B, A36, Bonanza thru P-Baron Instruction - Your Aircraft! Your B36, Debonair, A-F33. Email [email protected] or call Airport! Your Time! – Personalized and tailored training/ requests to 530-661-1696. Visit our web page, www.bonanzaparts. instruction for you, taught by a Gold Seal and BPPP Instructor. CFII, biz. 562 MEI, ATP, A&P – 30+ years’ experience. Robert Benda, 720-891-0808, [email protected], www.ExecutiveFlightServicesLLC. Dual Yoke Rental. Baron/Bonanza. $300 plus shipping for Com. 160581 first 2 months, $125/mo thereafter. Steve Weaver 843-475- 6868 (WV). 481 CFII & MEI, 30-year airline Captain – BPPP Academy trained flight & ground Instructor. Will travel to your airport and can Elevators, 33 thru Baron. FAA-approved repair station deliver. Karl Seuring, 206-669-8000 (m), Everett, WA (KPAE). 171304 #209-53. Biggs Aircraft. 405-258-2965, Fax 405-258-3016. 486
Complete the ground portion of your Flight Review – In your own home, on your schedule. Logbook endorsement guaranteed S m a r t S p a c e for only $29.95! Visit www.WINGsRealityEDU.com. 704 Extended Baggage for Beechcraft 36/ Baron and Bonanza Instruction – Tennessee based Steve A36 STC/PMA Get Hammers, CFI, CFII, MEI, ATP - 25+ yrs. exp. BPPP Instructor. more space! Give your Baron G58 Owner and former E55 and 58P Owner. BPPP, Initial and pre-1979 A36 the same Recurrent Training, Instrument Competency Check or Insurance baggage capabilities as the latest G36! Adds approx. 11cu/ Checkout. Call 615-479-7195. 80882 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
Mostly original equipment 1979 Bonanza. Avionics kfc 200 with associated parts instruments cnx80480. Upgraded our A-36 to Dynon. Lots of parts for sale if anyone is interested. King KFC 200 system with all mostly original Avionics. King Autopilot, ADI, HSI, Annunciator panel. Garmin (Apollo) 480 Waas GPS, MX-20, Turn Coordinator, Altimeter, Airspeed, GPS annuciator panel, compass slaving, garmin 330ES transponder, king backup comm/nav, etc. The only thing I do not have is all components of a functional AuRacle Engine Monitor but the screen is good. Just not the firewall sensor. If anyone needs a screen hence why the upgrade we did. If anyone needs something let me know 602-920- 5911. Let me know if you would like to see a picture. Text me. 194397
Landing Gear Repair and Overhaul – Are your landing gear leaking or need a freshening up? Delta Strut specializes in the repair and overhaul of the following Beechcraft Aircraft: Model 33, 35, 36, 45, 56TC, 58, and 95. Check us out on Facebook, visit us at www.deltastrut.com, or call (559) 441-1316. 156033
Under wing fuel vent tube repair kit. Stainless. $98. Heino Moeller, 714-394-6609. 655
Fuel tank/bladder leak repair. We specialize in fuel tank removal and installation for leak repair. No more leaking bladders now. Call Robert Boehnlein 706-573-5699 or email robert@columbusaeroservice. com. Columbus, GA. God bless and see ya soon. 668
76 AMERICAN BONANZA SOCIETY April 2021 www.bonanza.org
Parts for sale – De-ice boots, bladders, southwind heater and Coverups By Denise. Expanded vinyl gear & flap actuator covers blowers with fuel pumps, all are new or overhauled w/8130’s, 3 in for Bonanzas and Barons. Uplock cover set – old style $52, new 1 gauges, fuel gauges all with 8130’s. [email protected]. email style $68. Nose retract rod cover – $52. Nose steering rod cover - with p/n’s or needs. 658 $27. Wing flap actuator cover set - $63. Main gear chamois retract arm cover set - $76. Intergear door chamois - $54. All prices plus Reskin Your Elevators in “Aluminum.” “No more Corrosion Problems.” Models 33, 34, 36, 95, 55, and 58. Replace one elevator shipping. Call or email Denise at [email protected], 321-725- at a time. Exchange and paint available. One price covers all. 9226. 489 Built in certified. Fixtures by Experienced Technicians FAA CRS U5LRO68X FAA-PMA (877)364-8003 or 952-447-7737. Email: Seat Specialists - Seat recline cylinders repaired, seat repair, [email protected]. Web: www.srsaviation.com 463 seat replacement parts. Call Chuck at AvFab (660) 885-8317 or [email protected]. 482 ENGINES - IO-520BB, ‘O’ SMOH, Complete with New Cylinder Fuel systems, magnetos, harness and starter. Outright or Exchange. Tables, new and used available. Contact Chuck 660-885-8317 One Stop Aviation (760) 721-1389 or email rick@onestopaviation. or [email protected]. 483 com. 187074
FLIGHT CONTROLS RESKINNED – Flaps, ailerons and SHIN SAVER: Tired of banging your shins on the air step? For ruddervators 33 to King Air. Exchange and paint available. One price models E-0001-4101, we have a solution for you! This bumper covers all. Built in certified Fixtures by Experienced Technicians. covers the sharp edges and protects you from injury. Available in FAA CRS U5LRO68X FAA-PMA. (877)364-8003 or 952-447-7737. Email: Safety Orange or Black, custom colors by special order. Visit our [email protected]. Web: www.srsaviation.com. 462 Website: www.siepserinnovations.com to order. 191810
ENGINE BAFFLE – Replace your 470 series or E225 engine Baffle with PMA Engine Baffle, Twice as thick as OEM. Also available are REAL ESTATE & GETAWAYS PMA push pull handles (aluminum). FAA CRS U5LRO68X FAA-PMA (877)364 8003 or 952-447-7737. Email: [email protected]. Web: Hangar for Rent- 33’ x 55’ private structure at Gaylord Regional www.srsaviation.com. 705 Airport in North Michigan. Heated, fully electrified. Tenant pays for electricity. Many tools and supplies for the aircraft builder, ENGINES – IO-520BA – ‘O’ SMOH, Complete with New Cylinder $250.00/monthly, first year. Call (850) 227-1068. Fuel systems, magnetos, harness and starter. Outright or Exchange. One Stop Aviation (760) 721-1389 or email rick@onestopaviation. SPRUCE CREEK FLY-IN REALTY – RESIDENTIAL AIRPARK, com. 700 www.fly-in.com. Daytona Beach, Florida. ABS Sponsor, members. Home of over 60 Bonanza’s and Baron’s. Gated Country Club Cylinders – Hard to find E-Series Cylinders, plus IO-470 & IO-520 Community with its own Airport, 4000’ paved runway x 180’ Overhauled Stud Assy. One Stop Aviation (760) 721-1389 or email wide, 6/24. Private GPS approach. (CTAF122.725). Taxiway Homes [email protected] 699 from $540,000, condo’s from $130,000. Golf/Nature Homes from $180,000. Lenny Ohlsson, Broker, SPRUCE CREEK FLY-IN REALTY, Mike’s Upholstery: Custom interiors, singles-light twins. FAA 800-932-4437, email: [email protected]. 477 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 thru G35 Bonanzas & 33 thru F33. Other Mods, shoulder harness assemblies, instrument panel conversions, SS battery boxes, seat conversions. All Bonanza Mods. Hammock Aviation Services, Inc. 972-878-8505. Ennis, TX. 487
Dual & Single Control Yokes. Large handles, trim knobs, all misc. parts for control yokes, exchange your faded & cracked handles for our like new refinished ones. Exchange singles for dual & vice versa. Call for quote, we buy any duals, singles or any parts. Air Mech, Inc., 580-430-1414, email: [email protected]. For 20 years: Being your best source for affordable yokes is our specialty. 474
Volume 21 • Number 4 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, Utah, 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 * 1991 - 1992: James C. Cassell, III * 1992 - 1993: Warren E. Hoffner 1993 - 1994: John H. Kilbourne 1994 - 1996: Barrie Hiern, MD * 1996 - 1997: Ron Vickrey 1997- 1998: Willis Hawkins * 1998-1999: William C. Carter 1999- 2000: Tilden D. Richards* 2000 - 2001: Jon Roadfeldt 2001- 2002: Harold Bost 2002 - 2003: Jack Threadgill * 2003 - 2004: Jack Hastings, MD 2004 - 2006: Craig Bailey 2006 - 2007: Jon Luy 2007 - 2008: Arthur W. Brock 2008 - 2009: Bill Stovall 2009 - 2010: Ron Lessley 2010: Stephen Blythe 2010 - 2011: Lorne Sheren, MD 2011 - 2013: Keith Kohout 2013 - 2015 Robert Goff 2015 - 2016: Cameron Brown 2016 - 2017: Paul Damiano 2017-2018: Howard Johnson 2018-2019: Jay Burris 2019-2020: Phil Jossi
* Deceased
78 AMERICAN BONANZA SOCIETY April 2021 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).
APRIL 6 SEPTEMBER 16-19 ABSWeb webinar ABS Service Clinic, Paducah, KY (KPAH). Hosted by Midwest Aviation APRIL 22-25 OCTOBER 7-10 ABS Service Clinic, Spring, TX (KDWH). Hosted by Beaver Air Service ABS Service Clinic, Olivehurst, CA (KMYV) Now available for registration at www.bonanza.org Hosted by Honeycutt Aviation MAY 1-2 OCTOBER 12 ABS Maintenance Academy, Tullahoma, TN (KTHA). Hosted by the ABSWeb webinar Beechcraft Heritage Museum. Apply to attend at www.bonanza.org OCTOBER 13-16 MAY 11 Beech Party by the Beechcraft Heritage Museum, Tullahoma, TN ABSWeb webinar OCTOBER 28-31 MAY 13-16 ABS Service Clinic, Venice, FL (KVNC). Hosted by Sarasota Avionics ABS Service Clinic, Perkasie, PA (KCKZ). Hosted by P-Factor Aviation OCTOBER 30-31 MAY 15 ABS Maintenance Academy, San Diego, CA (KMYF). Hosted by Gibbs BPPP LIVE, Online event free to ABS members. Register at www.bonanza.org Flying Service. Apply to attend at www.bonanza.org JUNE 3-6 NOVEMBER 4-7 ABS Service Clinic, Poplar Grove, IL (C77) ABS Service Clinic, San Diego, CA (KMYF) Hosted by Poplar Grove Airmotive Hosted by Gibbs Flying Service JUNE 5 NOVEMBER 9 ABS Beechcraft Instructor Crosstalk. LIVE online event free to ABS ABSWeb webinar members. Register at www.bonanza.org DECEMBER 14 JUNE 8 ABSWeb webinar ABSWeb webinar JUNE 10-13 ABS Service Clinic, Greely, CO (KGXY) Watch for more ABS EVENTS to be added here and Hosted by Western Plains Aviation at www.bonanza.org. JULY 8-11 ABS Service Clinic, Wichita, KS (KAAO). Hosted by Clemens Aviation JULY 13 ABSWeb webinar JULY 26 – AUGUST 1 Regional & International Societies EAA AirVenture, Oshkosh, WI Visit these websites for more information. AUGUST 10 AUSTRALIAN BEECHCRAFT SOCIETY ROCKY MOUNTAIN ABSWeb webinar www.abs.org.au BONANZA SOCIETY BONANZA CLUBE DO BRASIL www.rmbonanza.org AUGUST 26-29 www.bonanzaclube.com.br PACIFIC BONANZA SOCIETY ABS Service Clinic, Puyallup, WA (KPLU) www.pacificbonanza.org Hosted by AVSTAR Aircraft of Washington EUROPEAN BONANZA SOCIETY www.beech-bonanza.org SOUTHEASTERN BONANZA SOCIETY www.sebs.org SEPTEMBER 11 MIDWEST BONANZA SOCIETY BPPP LIVE, Online event free to ABS members. Register at www.bonanza.org www.midwestbonanza.com SOUTHWEST BONANZA SOCIETY NORTH EAST BONANZA GROUP www.swbonanza.org SEPTEMBER 14 www.northeastbonanzagroup.com ABSWeb webinar
Volume 21 • Number 4 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: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 • E-mail: [email protected] NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions of advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS. Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations.
A/C Systems...... 16 G&D Aero Products Inc...... 58
Aircraft Door Seals LLC ...... 64 Gemco Aviation Services Inc...... 74
Aircraft Insurance Agency by Duncan ...... 74 General Aviation Modifications...... 34
Aircraft Spruce & Specialty Co...... 21 Genesys Aerosystems ...... Back Cover
Airfleet Capital ...... 3 Great Lakes Aero Products ...... 61
Air Mod...... 75 Hartwig Aircraft Fuel Cell ...... 68
Alpha Aviation Inc...... 44 Hartzell Propeller Inc...... 5
Arrell Aircraft Sales Inc...... 26 Insight...... Inside Back Cover
Avemco Insurance Company...... 11 JP Instruments ...... 27
Avian Aeronautics Inc...... 9 Kalamazoo Aircraft...... 31
Aviation Design...... 26 Kelly Aerospace ...... 76
Avstar Aircraft of Washington...... 63 Knots 2U, LTD...... 51
Avstat Aviation Inc...... 54 Lighthawk...... 78
Baker Aviation...... 46 Marsh Brothers Aviation...... 29
BAS Inc...... 21 McFarlane Aviation...... 63
B&C Specialty Products Inc...... 69 Micro AeroDynamics...... 42
Beaver Air Services...... 26 Murmer Aircraft Services ...... 31
Biggs Aircraft...... 49 NAFI–National Association of Flight Instructors...... 75
Bruce's Custom Covers...... 78 Niagara Air Parts Inc...... 46
Butler Avionics Inc...... 28 Paul Bowen...... 69
Carolina Aircraft Inc...... 45 Performance Aero Inc...... 40, 41
CIES Corp...... 57 Performance Aircraft Parts...... 43
Cincinnati Avionics (Sporty’s)...... 70 Poplar Grove Airmotive Inc...... 17
CJ Aviation ...... 8 Quality Aero Maintenance...... 37
Columbus Aero Service Inc...... 34 RAM Aircraft LP ...... 9, 25
Corporate Angel Network...... 59 Ryan Machine...... 35
Cruiseair Aviation Inc...... 47 Sarasota Avionics...... 68
Cygnet Aerospace Corp...... 54 SCS Interiors...... 37
DBM ...... 65 Select Airparts...... 61
Double M Aviation...... 5 Short N Numbers...... 49
D’Shannon Aviation...... 23 Southern Aero Services...... 28
Eagle Fuel Cells...... 44 Superior Air Parts...... 39
Factory Direct Models...... 58 Tornado Alley Turbo Inc...... 54
Falcon Insurance Agency Inc...... Inside Front Cover VAC – Veterans Airlift Command ...... 73
Floats & Fuel Cells...... 47 VAL Avionics...... 53
Gallagher Aviaton LLC...... 37 Wilco Inc...... 71
Garmin International...... 7
80 AMERICAN BONANZA SOCIETY April 2021 Volume 21 • Number 4 AMERICAN BONANZA SOCIETY 3 www.bonanza.org