March 2013 Web - Australian Beechcraft Society



March 2013 Web - Australian Beechcraft Society
MARCH 2013
NO. 92
The ABS each year promotes International Learn to Fly Day, next on
11 May 2013 and we see this as an opportunity for ABS to introduce a
young person to flight and to promote Australian Captain Owen
Zupp’s eBook 50 Tales of Flight to our 9,600 members around the
world. This book is so beautifully written and in many ways reminds
me of one of my favourite Aviation books “Fate is the Hunter” by
Ernest Gann. – Editor Peter Gordon.
Of Dreams and Metal Detectors
Chapter 24
“In one of those great moments, I recently took my
daughter for her first flight in a light aircraft.
Her excitement and sheer joy reminded me of a
time 40 years ago when my father had first taken
me aloft in a seat that was complemented by a
control column instead of a tray table. Yet within
the period of my lifetime, the face of aviation
security has changed so incredibly that one
wonders if the joy is being strangled at the grass
roots level of aviation.
My parents told tales of barnstorming pilots
landing on local farms and taking folks for their
first flight in frail machines with open cockpits.
Airfields were far more developed by my
childhood, but the ability to interact with
‘planes and pilots was still common.
Airfields were littered with new Pipers, Cessnas and Beechcraft,
while DC-3s and Beavers fired up their radials and the Mustangs in civilian garb roared
skyward to tow targets for the military. There was all manner of wings to climb upon and
instrument panels to gaze at through hands cupped on Perspex. As long as you paid due
respect to taxiways and people’s property, there were basically no restrictions for the
budding young aviator. Free to wander and explore, query and question. And those who
called the airport their home could not encourage the next generation enough, hoisting
them into seats and on occasions taking them for that prized goal; a circuit! A small camera
with twelve valued frames of film was standard equipment and the week’s wait for
developing was almost too long to bear.
The entire experience of a visit to the airport was about as good as it could get for a keen
youngster. And then the events of 11th September 2001 took place and forever changed our
world and our industry. Flying internationally in the months following the attacks, security
screening was heightened to a level never seen. When Richard Reid attempted to take an
aircraft down with explosive shoes only a month later, footwear became the next target.
Less than two years later, Heathrow was the scene of a strong military presence when fears
of a ‘surface to air missile’ attack raised their head and I walked through Terminal 4
surrounded by combat ready troops. The scene was not so different in 2006 when the ‘liquids
and gels’ Trans-Atlantic plot was foiled. The postcards of Pan-Am Clippers and bow-tied
waiters were long gone, now replaced by the harsh reality of a 21st Century under fire.
These security measures were inevitable, not only to deter those who would attack an
aircraft, but to provide some degree of confidence in the industry for those who choose to
fly. Undoubtedly there will be further measures in the future as one and all recognise that
it is an area of ongoing review where complacency is potentially the attacker’s greatest
weapon. But how has this brave new world affected the next generation of starry-eyed
aviators? At some airfields, easy access has been replaced towering fences and coded
Continued on Page 3
ACN 057 887 500
Peter Janssen
Telephone: (03) 9870 5453
Facsimile: (03) 9720 0805
0418 168 723
E-Mail: [email protected]
Jan Novakovic
Telephone: (07) 5530 2361
Facsimile: (07) 5530 6135
E-Mail: [email protected]
Judith Gordon
Telephone: (03) 5261 5382
Facsimile: 1300 305 047
0447 615 382
E-Mail: [email protected]
Peter Gordon
Telephone: (03) 5261 5382
Facsimile: 1300 305 047
0418 526 325
E-Mail: [email protected]
Keith Russell
Telephone: (03) 5821 4180
Facsimile: (03) 5831 1072
0418 311 286
E-Mail: [email protected]
Debbi Smith
Telephone: (03) 9870 5453
0438 347 904
E-Mail: [email protected]
Ron Koyich
Telephone: (+617) 5470 2473
0412 800 153
E-Mail: [email protected]
David Young
(07) 3204 4627
Facsimile: (07) 3204 6387
0423 003 306
E-Mail: [email protected]
Mark Davey
Telephone: (03) 9787 4530
Facsimile: (03) 9775 2385
0418 358 653
E-Mail: [email protected]
Past Presidents
2009 - 2010
2008 - 2009
2006 - 2007
2004 - 2005
2002 - 2003
1999 - 2001
1994 -1995
1988 -1991
Page 2
Mark Davey
David Young
James Cherry
Jock Folan
Keith Duce
Dennis Bartlett
Rob Kerr
Peter Gordon
Ann Hordern
Peter Waterhouse
David Herbert
Bill Finlen
Bill Bedser
Dennis Bartlett
Mark Davey
Richard Smart
I trust that everyone had a joyous festive season; it’s hard to believe that it’s
March already.
As you read this Avalon will be done and dusted, however, at the moment we are
preparing for it, with four display aircraft and a promotional ABS tent. Once again
a huge effort has gone into promoting and organising this event and many thanks
go to Peter Gordon (his eleventh airshow) for making the Avalon Air Show a success
for the Australian Bonanza Society.
We are now in the final preparation stages of the Cowra BPPP which is a fully
booked event with Thomas Turner from the US presenting our Ground School and
Matt Hall our guest speaker at the Saturday night dinner. We have 30 aircraft flying
and 8 planes booked for the service clinic and it is shaping up to be our most
successful BPPP. This is our signature event and it takes so much to plan an event
of this size and we are hoping it all runs smoothly and everyone that participates
will come out of it a better and more informed pilot.
2013 is shaping up as a busy year for the Australian Bonanza Society and we are also
in the early planning stages of the South Australian Safari with David Herbert as the
organizer. This flyaway will probably start in Mount Gambier and possibly finish in
Renmark with points of interest being Port Lincoln and Kangaroo Island along the
way. This is planned for October this year and will be restricted to the first 20
members on a “first in best dressed” basis. We will keep you informed and ask for
expressions of interest and registration forms will come out shortly.
One of our newest members, Michael Loccisano and his wife Belinda have suggested
a Xmas in July at their stunning premises in Warburton Victoria and we have taken
them up on the offer to host the Victorian Xmas Party in July there on Saturday 13
July, 2013. This is open to all members not just those of us living in Victoria but
again will be limited in numbers. Details are advertised in this magazine.
Please advise expressions of interest to Debbi Smith.
On a more serious note, we need to find a new Secretary. Jan Novakovic has been
the Secretary for as long as I have been on the committee and does a wonderful
and thorough job, however, she now has a granddaughter Ada, born 15 Feb and
would like to commit her time to her and other interests. I believe all members of
the ABS should spend a term on the committee either as a general committee
member or an executive member. This not only shares the workload and makes for
smooth running of the society, but it shares new ideas and keeps you at the pulse
of the ABS. So if you believe that you have the skills required or know of someone
worthy, please feel free to contact myself or any other committee member.
We need to give this pressing issue our priority for Jan’s sake!
I look forward to Avalon at the end of the week and the Cowra BPPP later this
month where I hope to catch up with all of you who are participating.
Safe Flying
Peter Janssen
Membership of the Australian Bonanza Society Ltd. is available at a cost of $200 p.a inc. GST, due January 1st. each
year. Application forms are available from committee members or the A.B.S. web site. Become a member and enjoy
the benefits, including; social activities, pilot proficiency programs and Bonanza/Baron Service Clinics.
security gates. Benches which once offered unobscured
views are cordoned off and security vehicles pause and
at times question those peering through fences with a
telephoto lens. The accessibility of aviation has
disappeared for many youngsters and the sterile airline
terminal and a windowless aerobridge is the most that
is on offer to many. Is this an environment where
dreams and excitement can be nurtured as they once
were? In the face of these hurdles there is definitely
still hope for the next wave of budding aviators and
engineers, however, a greater degree of responsibility
also rests with those of us who have already taken to
the skies and can remember the times before the sky
went a darker shade.
Programs such as the ‘Young Eagles’ in the United
States are growing elsewhere and offer an opportunity
for youngsters to go flying in a general aviation
aeroplane free of charge through the generosity of
volunteers. Youth organisations around the world such
as Air Cadets seek to encourage air-mindedness and
offer opportunities for their members to get see
aviation at a closer range than is normally available.
While these organisations do a tremendous job, the
responsibility doesn’t end with the group; it stays with
the individual. As pilots, instructors, owners and
engineers we should take the time to avail
opportunities to those young minds that show an
interest in our chosen endeavour. It may be in the form
of organising a school excursion to your airfield, or
attending a careers night; it may be even in the form
of taking a bright-eyed future aviator for a lap of the
airfield. The reality of our times is that these gestures
will be less spontaneous and more the subject of
procedures and protocol.
Accordingly, that will call for a greater degree of
organisation and effort, but it is something we must
undertake. Sure, the internet offers images, videos and
glimpses of aviation hardware from around the world,
but a computer can never impart the true sounds,
smells and air-sense that spinning propellers and
popping exhausts bring to life. It is as much about
atmosphere as it is imagery. A failure to encourage
those coming through will manifest commercially as a
‘pilot shortage’, but the shortcoming runs much deeper
than that; it is the loss of opportunity. Not all those we
encourage will pursue aviation as a career or even
pursue it as a hobby, but their exposure to aviation and
the magic of flight may just set the wheels of
imagination and ambition in motion.
That one flight may serve to provide a young mind with
an insight into why self-discipline is important or how
safety is always a consideration. The lesson may just be
as simple as someone taking the time out to show an
interest. The headlines will continue to spread gloom
about an industry under threat, but that does not mean
that there is no room left for a youngster’s dreams. In
a world of security fences and metal detectors, we all
have the ability to go against the trend and encourage
the next generation to share in the joy of flight”.
In “50 Tales of Flight”, the reader is not simply taken
aloft in everything from biplanes to Boeings as the
title may suggest. True, the flight deck door has been
cracked ajar and the canvas cover pulled back from the
open cockpit, but this book is built from the ground
up. From the alarm clock buzzing to begin the airline
pilot’s day to the sound of silence when a light aircraft
engine fails and all that lies beneath are trees and
cliffs.There are moments of tension and others of
humorous relief to be found amongst this collection of
stories from the author’s thirty years aloft.
Interspersed are tales of other aviators too.
Veterans of wars now passed and some who lost their
lives pursuing their passion.There are images of the
sights and people contained within the words. In some
ways this book tracks an aviation life, but in others it
offers insights and inspiration; just as the sky itself
does. For anyone interested in aviation, or just
intrigued by this seemingly removed field of
endeavour, there is much to be seen through these
“50 Tales of Flight”.
1990 A-36 Bonanza E-2551
Factory Air-Conditioning, Standby Gyro Pump,
Standby Electric digital A/H, Gami Fuel injection,
Concord Sealed Battery OCT11
Engine Hours: 323.4
Operational Category: IFR Airwork.
Aircraft Hangared,.
Detailed Description:
White with Green,
Gold and Burgundy stripes.
6 seat club cream leather interior
ATTIS: 6992.9hrs
Engine: IO-550
Prop: TSOH 21.8
Modifications: Nil
Avionics: Garmin GMA347 Audio Panel, King KDF806 ADF, King KEA
130, Encoding Altimeter, King KCS HIS, King KT 79 Transponder, Garmin
GNS 430, JPI EDM 700 Engine analyser, King KY 196A VHF Com 2,
King KN 53 VHF Nav 2, S-TEC 55X Autopilot, Insight SF-2000 Strikefinder.
Additional Equipment: Exterior Aircraft Cover, Engine Bungs
Exterior: 9/10 Painted 2003
Interior: Refurbished 2003
Inspection Status:
Wing Bolt Inspection carried out 28/10/10,
100 hrly till 24/4/14
Price: $235,000.00 +GST if applicable
Contact: Anna Jowitt
Mobile: 0420 500 422
Fax: 02 6771 5002
Email: [email protected]
Reprinted with kind permission of the Author © Zupp, Owen
(2013-02-23). 50 Tales of Flight: From Biplanes to Boeings
(Kindle Locations 1430-1438). Tower Aviation. Kindle Edition.
Page 3
BPPP: All Keyed Up
Thomas P. Turner
Engine failure! You maintain control of the Bonanza,
adjusting attitude for Best Glide speed as you turn toward
the nearest suitable landing site. You run the engine
troubleshooting steps from memory: Fuel selector
SWITCH to a main tank containing fuel, mixture FULL
RICH, auxiliary boost pump ON (or HIGH as
appropriate), magnetos to BOTH, alternate air handle
PULL. But nothing got the engine restarted. You’re
committed to a glide, so you pull the propeller control to
LOW RPM and adjust your attitude for glide speed. How
should you maneuver to ensure you’ll make it to the field
(or airport) you’ve picked?
When gliding to an emergency landing site, visualize how
you will approach and fly the pattern. To better picture
how you will maneuver to land, identify the “key”
positions around the runway or field. Fly the airplane to
arrive at one of these positions, then make a continuous
gliding turn as needed until you are on the ground.
Here are the key positions:
lose altitude more quickly by pushing the propeller control
forward—using the propeller as a speed brake—or simply
by flying faster so the additional drag makes the airplane
descend more rapidly.
From base key, slow to Emergency Landing Approach
speed and continue on to landing. Time your flap
extension to fly the correct glidepath. If flaps are down and
you’re still high, slip as needed to lose altitude without
gaining speed. As you cross the field’s boundary, remember
to touch down wings level, under control, at the slowest
safe airspeed (just above the stall) to minimize impact
forces should you run into an obstacle.
I flew this maneuver with instructor Adrian Eichhorn
during my first BPPP experience several years ago, and it
was an eye-opener. It’s surprisingly easy to judge your glide
to a precise touchdown if you use the key method.
Practice it occasionally, most safely with a BPPPstandardized instructor in the right seat, and you’ll be “all
keyed up” for a safe emergency landing in the unlikely
event of engine failure in a single-engine Beechcraft.
The Hideout
A unique, luxury aviation retreat
Near Port Macquarie, NSW
Key Positions, from BPPP Online+Flight
High key is 2500 feet above the airport.
The downwind key is a point 1500 feet above the field
abeam your planned touchdown aim point. Note this is
higher than a typical downwind leg, because your rate of
descent in a glide will be greater than a normal approach.
Base key is 1000 feet above field elevation and threequarters of a mile from the touchdown spot. This is a high,
tight approach compared to what most pilots normally fly.
The straight-in key is 800 feet above the field and one mile
from touchdown, if your only option is a landing zone
straight ahead.
From your current altitude, spiral or maneuver down until
you reach one of the key positions. From any key spot,
extending the landing gear and making a continuous,
roughly 25-degree bank continuous turn at Best Glide
speed will take you to base key. If you’re too high, you can
Page 4
Property characteristics
• Newly completed, selfcontained, 2 bedroomed
cottage, sleeps 5
• Located 7 mins from
Wauchope, NSW with a private 800m airstrip
• Hangarage available
• Fully equipped kitchen with
• All linen provided
• Washing machine
• TV/DVD in living area, TV in
each bedroom
• Wireless broadband
• Heated swimming pool, hot
tub, snooker table
• Breakfast and dinner
hampers available
• Minimum stay 2 nights
• Children and small
dogs welcome
An aviator’s dream in, put your plane in the hangar and step into your
private, self-contained accommodation
Enjoy some time on this 33 acre property near Wauchope and only 20 mins from the
beautiful beaches and amenities of Port Macquarie on New South Wales Mid North
Coast. Relax completely or take advantage of the many attractions close by.
The Hideout is a beautifully furnished contemporary cottage in a peaceful rural setting,
yet close to facilities. There is a queen bed in one bedroom and a double and single
bed in the second bedroom. A generously sized open plan sitting/dining room and
kitchen provide space to relax. A spacious bathroom, separate toilet and laundry
complete the accommodation. The living area has a split system air conditioner.
Entertain yourselves on the generous verandah and deck at the rear of the property
overlooking expansive farmland or enjoying a beautiful sunset. A vehicle can be made
available if you require.
ENQUIRIES: Call Sue on 0410 541602
Have I enough Spark in my Plug?
Engine Management 101
By David Brown
Greetings to all the Australian Bonanza Society
members, and thank you to a few of the ABS crew for
inviting me, one of those RV guys, into your fold.
By way of introduction, I have been writing articles for
the Sport Aircraft Association of Australia (SAAA) for a
year or so now, and some have even been welcomed
from folk as far away as the USA, and the president of
Tempest no less, so I thought we would kick off with
this one.
My flying activities have me active on the National
Council of the SAAA, and currently the Vice President,
as well as in partnership with Andrew Denyer (Riverina
Airmotive) in Advanced Pilot Seminars Australia. John
Deakin of APS fame in the USA reviews my articles so I
trust they are of high quality and technically sound.
More importantly, I hope enjoyable and benefit you the
ABS member.
In the GA fleet, the Beech product is the benchmark of
certified aircraft, I am sure our Cirrus friends quietly
agree they in a different sense are the only ones who
can compare, and for a mature design like the Beech,
that is a massive track record. So I am privileged and
honoured to participate in the content of the ABS
If there are topics or question you would like covered
in future, I would love to hear from you, drop me a line
at [email protected] and I will do my
best to oblige.
Now as many of you know I am a big believer in
knowing your engine, and knowing how things really do
work, not just Old Wives Tales handed down the
generations in hanger talk. Workload permitting (that’s
my disclaimer for forgetting) I will piece together
some articles for the coming editions that I hope will
be of educational benefit. I am not inventing anything
new here, and please understand that this is not some
fancy new found knowledge, the vast majority of it has
been around since the days of post WWII radial piston
airliners. It just seems down the generations the
stories in the clubhouse or hangar have over taken pure
science and fact.
So for my first article, despite saying everything I have
to share in this column is old news, I want to kick off
with some new news. So let me start with a question Have I enough Spark in my Plug?
Leaving the magneto and harness out of this for the
moment, even spark plug cleaning and gapping is
something covered as pilot maintenance under
Schedule 8 however how many folk really know what
things they need to be on the lookout for. So let’s look
into things a bit closer, considering that aviation plugs
range from $30 for the massive electrode type to $70
or more for the fine wire type, when you have 8 or 12
of them they make up a fair investment in your
maintenance budget.
Cleaning: Most aviation repair shops can blast and
clean your plugs and do a “bomb test” under pressure
to see how well they are sparking, but really the best
test is done with an inflight mag test, done LOP and
using an all cylinder engine monitor. Quite frankly, if
you invest a heap of money in a fine aero engine, the
least you can do is invest in an all cylinder monitor, and
these days they are so cheap it is inexcusable in my
opinion. So back to cleaning, we clean ours by carefully
picking out any small lead balls sitting in the bottom
plugs and that is about it, running LOP means very
clean engines and plugs. If you need to blast them so
be it, but make sure they are all cleaned up
afterwards, the blasting media is not welcome inside
your engine! I find a can of Carby Cleaner excellent and
cleaning the plug and its thread.
Gap Checking: How many spark plugs out there are
checked at every oil change? Sure you could let them
go to 100 hours, but it has been proven that with
Massive Electrode plugs, correct gap range can be
exceeded between 50-100 hours, and while in this time
you will not have a failing engine, your combustion
process is not at its best. The setting of the gap needs
to be from 0.016” to 0.018” and anything over 0.022”
is in need of a tweak. Here is what a gap gauge tool
looks like, they cost very little from the many suppliers
of aviation spark plugs and a gap adjusting tool should
be purchased with it.
When adjusting the gap down, do it very small
increments, you do not want to go past 0.015”
Inspection: This is a very critical point, use a
magnifying glass if need be, and look for any signs of
cracking in the ceramic insulator. There is nothing that
will destroy your engine faster than pre-ignition.
Nothing! And the most likely cause of pre-ignition is
from a spark plug with a cracked or broken ceramic
insulator. Not all cracks will be easy to see either, so
here is another good reason for me to plug the use of
an all cylinder monitor. A rapidly rising CHT, and I mean
rapidly, is most likely a sign of pre-ignition. That
cylinder is minutes from destruction, and you are
looking for an unscheduled landing. Going full rich and
pulling back the power immediately will most likely
save your engine and allow you to get on the ground in
search of new plugs and a boroscope.
Page 5
Brayly had to say on
On Friday afternoon, Tornado Alley Turbo, Inc. (TAT),
released the following mandatory service bulletin.
We have asked the FAA to turn that MSB into an
Airworthiness Directive.This MSB only applies to the
fleet of TN SR 22 aircraft ( > 950 aircraft). However, as
soon as we can get it drafted, TAT intends to submit a
further MSB covering the smaller number of TN Bonanzas
that may have Champion RHB32S fine wire spark plugs.
We have been collecting data and researching this
situation very closely. The time has come to deal with
this issue in a definitive manner. Therefore, if you have
one of the TAT turbo normalizing systems, please do not
wait for the subsequent Bonanza specific service
bulletin. Regards, George
Here is a plug all covered in oil, take a close look at the
cracked insulator, then look at the piston.
It is not how hard you run the engine.
Rather, it is how you run the engine hard!
The folk at GAMI and TAT do far more engine
performance study per year than anyone, including
both major manufacturers combined, and when they
release something like this it is not a laughing matter.
So far 4 months later they do not have any solid reason
for the Champion fine wires failing. The other major
plug supplier, Tempest seems to not suffer this
problem. If I had a turbocharged engine of any sort,
right now I would remove any fine wire Champions and
install the Tempest equivalent.
This happened in a Cirrus SR22 climbing through 1500’
….yes, One Thousand Five Hundred.
Copper washers or gaskets: These need to be
annealed or renewed. Simple!
Threads: besides cleaning and looking for damage,
every reinstallation requires the use of a proper spark
plug thread lubricant and anti-seize. I do not think this
requires much explanation, just think of the cost of not
doing so.
Resistance: What is that I hear you say? Well how many
of us always check the resistance with a multimeter of
our spark plugs? Not many? Very few, if any I would
suggest, up until now.
I will digress a little further in a minute, which I usually
do, but the important facts you want to know are, a
healthy spark plug is one that has its resistance around
1300-1500 ohms. They could still be considered
serviceable up to maybe 4000 or 5000 ohms but at 5K
it is time to bin them. The poor spark performance and
stress on your ignition system components is not well
documented, but believed to be less than ideal by
those who specialise in the area of magnetos. There is
a noticeable improvement in engine smoothness when
a rogue or two plugs are replaced; again an all cylinder
engine monitor pays for itself once again. We found
this after finding a couple in the 30K ohm range.
So why all the fuss all of a sudden? I am glad you asked,
and this is the very reason my first Engine Management
article is about spark plugs and in particular checking
resistance and for cracked insulators. Back in late
September 2011 Tornado Alley Turbo released a
Mandatory Service Bulletin, and here is what George
Page 6
As a result of this problem and very pragmatic studies,
it was also found that the Champion plugs were gaining
in resistance. Some well over 30K ohms and beyond 1M
ohm. They found that the Tempest plugs were not.
A voluntary survey of Beech owners confirmed this.
I found in our RV10’s IO-540 the Champions with about
250 hours had varying results, some well beyond the
Maximum of 5K ohms. From 2 sets of Champions and
one set of tempest, we now only have one of each
brand. The Tempest were all stable and like new.
Interesting that the engine performance is far better
when there is a good set of plugs (gap and resistance)
installed. We now have a within spec set of Champions
installed and the engine runs nicely LOP. Once these
start going out of spec, I think you know which brand
both sets of ours will be.
This is not meant to be a “plug” for one brand versus
another, but when the price of plugs and their
expected life is of concern enough to some people I
want to make it perfectly clear what not only I have
found, but what the leaders in engine knowledge have
found. In the long run, it will save you money. In the
case of magneto damage to points and coils, a fair bit
of reliability and money, and for anyone running a
turbo engine say in a Lancair, possibly your life or a
stack of money.
Remember the humble little spark plug is not to be
forgotten when you change your oil next.
Enough for this edition, I will move into more dangerous
territory next time on the truth and benefits of running
LOP, a few surprises about who can do it even though
they thought otherwise, and if anyone has any questions
they would like to throw up for discussion, please email
me at: [email protected] and I will see
what I can do!
Press Release
Advanced Pilot Seminars Coming to Australia
The world-recognized leaders in piston aircraft engine management training have taken on new partners in the training
program in Australia. Andrew Denyer and David Brown have similar and complimentary backgrounds in mechanical
engineering and automation as well as aviation where flying, engine building and management training are passions that
equal those of the Advanced Pilot Seminars founders John Deakin, Walter Atkinson and George Braly.
The first two seminars will be held in Brisbane (May 17-19) and Melbourne (May 24-26). Participants will have an
opportunity to meet John Deakin and Walter Atkinson who are scheduled to be with us from the US for these two
seminars. This provides for a rare educational experience outside of Ada, Oklahoma.
Engine Management Made Easy is a multi-media training program that focuses on the often over-looked vital area
of engine management training. A thorough understanding of the combustion process enables the pilot to safely and
efficiently operate the engine with confidence. The truths and myths about detonation and pre-ignition will be
exposed through a demonstration on a running aircraft engine. The participant learns how engine performance is
optimized in all flight conditions and how to interpret the valuable data provided by engine monitor systems. With
training and understanding, engine monitors can save literally thousands of dollars in maintenance annually, and
perhaps even save your life.
If your most valuable assets are your family, friends and your aeroplane, it makes great financial sense to invest in
this segment of education that will save money while making flights safer.
Once again the Australian Bonanza Society was asked
to sponsor the award for the Cadet of The Year 2012.
On December 10th, Debbi Smith and Peter Janssen
went along to their presentation night, amongst
local council members, officers and excited parents.
It was a wonderful evening, being the 40th
anniversary year of the Australian Air League and
Lilydale prides itself on having seven new members
with 50% growth this year and an active list of
nineteen aged between eight and eighteen,
including one female.
Their activities this year included a CFA fire drill,
paper plane making, the Healesville march, they
went in the simulator at the Air Show, had a guest
speaker from the RAAF roulettes, discussions on
aircraft modelling techniques, a first aid course and
visited an aircraft factory as well as an athletics
completion where Lilydale branch came third
I was honoured to present this year’s award for
Cadet of The Year, to Leading Cadet Mitchell MacLay,
as best all rounder.
Page 7
Coming to a BPPP near you ...
Air Racing
16/09/1971 (40)
Newcastle, NSW
Light Brown
Red Bull Air Race – 7th Overall
2nd round 2, Perth
3rd round 6, Lausitz
Red Bull Air Race – 3rd Overall
3rd round 5, Porto
Manager Air Control Operations,
Department of Defence
Promoted to Wing Commander
Won Freestyle section of Unlimited competition Australian National Aerobatic Championships
Executive Manager,
Department of Defence
Category A – Fighter Combat Instructor
RAAF Commendation
Course Director,
Department of Defence
Aerial Achievement Medal - USAF
Air Medal – USAF
Air Medal First Clasp – USAF
Australian Active Service Medal
USAF Exchange Officer,
Department of Defence
Fighter Combat Instructor
Dux Fighter Combat Instructor Course Top Gun
Dux F/A- 18 Hornet Operational
Conversion Course
Dux Basic Fighter Pilot Course
Dux Wings course
In 2009, following a decorated career as a RAAF combat fighter, Australia’s very own top gun pilot Matt Hall became the first
Australian ever to compete in the Red Bull Air Race World Championships, the fastest and most exciting sport on the planet. Hall
finished the season third overall to become the first rookie in history to end his debut season on the podium. He followed that up
with two podium finishes in 2010.
Using the fastest, most agile and lightweight racing planes, Air Race pilots navigate a low-level aerial race track made up of air-filled
pylons, reaching speeds of 370 kilometres per hour while withstanding forces of up to 12 G’s. Each Air Race is unique. From the
heart of the city to the open countryside, over land or water, an Air Race can take place almost anywhere. Spectacular backdrops
and jaw-dropping action guarantee that spectators experience one of the most innovative and exciting new sports competitions
around today.
Hall is a highly credentialed and skilled pilot with over 1500 Hornet hours, 500 hours in the F-15E Strike Eagle (including combat),
over 700 hours in light aircraft and over 600 hours doing aerobatics. Ending his military career in 2009 as a Wing Commander, Hall
was awarded dux of his Fighter Combat Instructor Course -Top Gun (1999), F/A-18 Hornet Operational Conversion Course (1995),
Basic Fighter Pilot Course (1994) and Wings course (1992) and was also awarded Fighter Pilot of the Year in 1997. He has
represented Australia as a United States Air Force (USAF) exchange officer in North Carolina, USA, instructed F-15E aircrew
attending USAF Weapons School and briefed Australian Embassy staff at Washington annually on accomplishments and
recommendations for future RAAF operations. Hall was also awarded the Air Medal and an Air Medal First Oak Leaf Cluster for
operational service in Iraq where he flew in the second Gulf War.
A highly self disciplined individual, Hall is respected for his ability to communicate with people at all levels and is greatly admired for
his focus under pressure and leadership qualities. He is an outstanding motivator and is a popular public speaker, mentor and role
model. Hall has represented Australia for most of his life in the Royal Australian Air Force, one of the highest honours any
Australian can aspire to. And now he gets to represent Australia in sport, a fantastic story for a very proud Aussie.
For team and media enquires please contact: Operations Manager David Lyall | Ph: +61 403 777 026 | Email: [email protected]
Web: © Matt Hall Racing
Saturday 13th July 2013
3 Course dinner, one night accommodation in double room (breakfast included)
and transfers return to Lilydale airport - $220 per guest, or
3 Course dinner, one night accommodation in double room
(breakfast included) - $170 per guest, or
3 Course dinner only - $70 per guest
BOOK NOW - 20 spots available
Contact: [email protected]
Mobile: 0438 347 904
Page 8
(Article by David Donelly)
Our ABS magazine editor, among his suggestions for an
appropriate contribution, always asks for “an article about a
fabulous flight”. How about some flights that were so “unfabulous” they might be better forgotten? Here are a few of mine
in that category:
March 1956, Tiger Moth.
I had about
could do solo
stall and spin
recovery, so
why not try a
loop? In the
training area I
going over the top with somewhat less than positive “g”, an
object fell out of the cockpit. As I sagged in the straps I was
glad it wasn’t me. Why do eighteen-year-olds think they are
March 1958, Chipmunk.
The Chief Flying Instructor (CFI) at Newcastle had a meeting
to attend at Port Macquarie and asked me if I would like to do
the flying. We flew coastal and the RAAF at Williamtown had
no traffic to delay us. The Chipmunk has two fuel tanks (with
gauges conveniently located on the wings). We used most of
the left tank fuel on the northbound leg and although I wanted
to refuel at Port Macquarie the CFI vetoed this idea (cheaper
fuel at our own aero club). On the southbound sector the Air
Force had Sabre jets taking off and we spent 20 minutes
holding over the beach north of Williamtown anxiously waiting
for a clearance. Sure, we had a gallon or so left on landing.
Why didn’t I, as the pilot doing the flying, insist on refuelling?
March 1958, Tiger Moth.
Practice instrument flight with a turn-and-bank indicator as
the primary flight instrument! How realistic is that? As the
instructor briefly took over while I pulled the claustrophobic
canvas hood over my head I felt unexpected roll forces and
heard bleating cries coming from the voice pipe. Once I
interpreted the cries as “Take over!” I threw back the hood,
grabbed stick and rudder and corrected the incipient spiral
dive. Turns out that after some maintenance work the
rudders had not been reconnected in the front cockpit.
Why didn’t we ground check flight controls from both
cockpits before flight?
April 1958, Auster.
On a winter afternoon with a friend I was to ferry an Auster
from Albion Park (Wollongong) to the aero club at
Broadmeadows (Newcastle). I assumed we would beat last
light ok but the Auster was about as fast as a pelican
(although not as manoeuvrable) and as the headwind
increased and the sunlight faded a night landing became
inevitable. Staff at the aero club put down a flare path for me
but on descent I discovered that the Auster had no
instrument lights. Luckily my friend was a smoker and he
struck matches for me so that I could read the airspeed on
short final. Why didn’t I actually calculate ETA versus last
light, overnight Albion Park and leave in the morning?
December 1958, Chipmunk.
A student pilot, low on fuel, had force landed one of the aero
club’s Chipmunks in a paddock. The aircraft was not damaged
so to recover it an instructor and I flew to the site. I carried
spare fuel in a four-gallon drum on the floor between my
knees. Nothing wrong with the instructor’s paddock landing
except that the wheels went in and out of rabbit burrows and
I thought the aircraft would overturn. Why did I think it was
safe to fly with a drum of fuel as a cockpit companion?
April 2003, Cessna 310.
After a long flight I returned to home port, Lilydale, but did
not refuel on arrival (perhaps the thought of a cold beer in the
rusty hangar fridge was too much). When a couple of days
later I went to the airport to refuel, instead of taxying
directly to the fuel pad I decided to carry out a short local
flight. Wind was a strong north-westerly with large clouds
building up to the west and I took off on Runway 36L.
On return to the circuit the wind was now due west at roughly
20 knots and there had been a heavy shower of rain.
Touchdown to the north was normal but braking on the slick
grass was poor and the aircraft slid to the right of the
runway. I used all of the runway to stop and the aircraft came
to rest pointing 30 degrees towards the west. Why didn’t I
make a sensible assessment of clearly visible local conditions
and just taxy to the fuel pad?
April 2007, Cessna 310.
Mostly I planned IFR but for a flight of 40 minutes from
Wangaratta to Lilydale I briefly checked weather in the
Melbourne area (scattered cloud at 4500 ft.) then departed
VFR. As I descended to Lilydale the cloud base lowered too
and at 3500 ft., the lowest height to which I would descend
to clear hills north of Lilydale, I was suddenly in solid overcast.
The only option was to climb to the sector LSA, call
Melbourne Centre to check for conflicting traffic, and initially
head back the way I had come to avoid busting controlled
airspace. Once Airservices personnel were satisfied that the
aircraft and I were not going to become a VFR- into- cloud
crash statistic they lost interest and I had to badger
Melbourne Centre to get a clearance into controlled airspace
to carry out an instrument approach for arrival Lilydale.
Why didn’t I, with a forecast less than CAVOK, plan IFR as
usual and be prepared for any eventuality?
Perhaps flights such as these should be
forgotten but somehow, even though
some occurred many years ago, they
seem to lurk in the memory. Hopefully
we do learn something from our own
negative experiences if only not to
repeat them.
Maybe I am not the only pilot who has
carried out a forgettable flight?
Page 9
Recently I have been due for my Grade 1 Flight Instructor
rating renewal. My last several renewals have been multi
engine so this one is to be at the ab initio level. As I have not
conducted any training at this level for 15 years or so I
definitely felt the need for some revision before fronting up
for a test. So I returned to Darling Downs Aero Club in
Toowoomba for a couple practice briefings and an hour or
two with one of their instructors in a PA 38 to reacquaint
myself with the aircraft and practice in-flight sequences.
It has been interesting to see changes which have occurred in
the training regime. These relate mainly to ground school
training, documentation and reporting. There is nothing new
as far as practical flying skills go. On the theory side the
growth of “Human Factors” subject material has been
exponential over the last 20 years. HF is now quite a big
subject and much of it is to the good but there is also quite a
bit of it which is fairly esoteric and of dubious benefit to a
Private or Recreational Pilot operating a light piston engine
non pressurised aircraft below 10,000 feet.
From the practical point of view for an Instructor rating
renewal and in acknowledgement of the increased emphasis
on human factors, the IMSAFE acronym has become a
standard one to cover during pre-flight briefs. The “I” for
Illness, “M” for Medication, “A” for Alcohol, “F” for Fatigue
and “E” for Eating are all quite clearly definable standards to
meet as to whether we are fit to act as Pilot in Command of an
aircraft. The only rubbery one is the “S” for Stress: Are you
“worried about the job, financial matters, health, family?” so
the question goes. The implication seems to be that we are not
fit to fly if the answer is “yes”.
Well, frankly, the answer probably is “yes” to some or all of
those “life stress” items for most people most of the time. If we
are going anywhere or doing anything in this world we are
going to be subject to some stress. The problem is that this is
one of those subjective questions which are impossible to
answer objectively when the only available responses are “yes”
or “no”. The real question is how do we put aside or manage
those stress issues which are peripheral to the primary task of
conducting the flight.
For those of us who operate in the Private category, both for
business and recreational purposes, the key potential stress
factors, apart from the peripheral ones of life generally, are the
more direct and immediate ones of passenger expectations or,
if we are operating solo, the expectation of making a meeting
or appointment. The accident records show that if we do not
keep ourselves firmly grounded in rational analysis of what
we are doing, one or other of the latter two stress points can
undoubtedly be a killer.
When you undertake to take a group of people somewhere in
your own aircraft, whether they be family, friends or business
colleagues, the subtle but compelling underlying desire to
please or impress them can exert enormous psychological
pressure, and you are not helped by the fact that in our Barons
and Bonanzas there is no partition and door between you and
the passengers.
Page 10
For me the key strategy for managing “passenger stress” upon
myself as pilot is to devote the highest priority in planning
and execution of a flight to the comfort and wellbeing of the
passengers and the elimination or absolute minimisation of
any factors which might make them uncomfortable or
nervous. There many small things one can do which
contribute to a good result: I like to have the aircraft and
myself completely prepared right up to the boarding stage,
including pre-start checks, prior to the passengers arriving at
the airport; smooth conditions in cruise are a higher priority
than ground speed; have some food and drinks on board; fly
early to avoid thermals; descend at cruise IAS; good arrival
planning, etc. These and many others will help, and the more
relaxed and comfortable the passengers are, the less stress they
exert upon the pilot. **
The other key stress management strategy, for both private
and business flights, is to allow sufficient time. This is going
to vary according to category (VFR; IFR; single; twin etc),
circumstances and equipment level. It might mean as little as
ten minutes or half an hour here and there, or as much as a
day. It might mean landing ahead of a weather front and
waiting for it to pass over. It may mean large enroute
diversions to avoid terrain or to get around behind weather.
Recently I returned from Darwin to Toowoomba via
Townsville. It only cost half an hour extra and was smooth all
the way instead having to plough through weather all the way
on the direct route via Mt. Isa.
One thing is certain: setting up an appointment or
expectation of being somewhere and allowing insufficient
time for the inevitable variables is an enormous potential
stress factor for a pilot if we are driving in to the city for an
important meeting we would allow enough spare time for
traffic snarls, accidents etc potentially delaying us. We should
do no less in an aircraft. We don’t need that sort of stress and
it is totally avoidable.
Even after 30 or 40 years of aviating and now operating in the
corporate world, it never gets any easier, on those few
occasions when you need to tell passengers, who don’t often
really understand all the factors you are dealing with, that you
can’t land at the expected destination; or that you are
diverting; or delayed; or cannot use a certain runway under
prevailing conditions etc.
There are two little mantras I repeat to myself from time to
time which put all the peripheral “stresses” into their due
proportion keep me focused on what is important:
“Once I close that cabin door, I am responsible for the welfare of
those people in the passenger seats – nothing else”;
“Tomorrow is another day:
let’s make sure it stays that way”.
Edgar Bassingthwaighte,
North Stradbroke Island, 15th Feb.2013
** For my top dozen passenger management strategies see “Pax Rating”,
ABS Newsletter no 77, June 2009.
Letters to the Editor
I have been asked a question that I
cannot answer.
Does the 55 Baron share the same
fuselage as the Debonair?
If so which model years were the
fuselages the same?
Appreciate your feedback on this.
The fuselage of the Model 55 Baron is
identical to the Model 33 and 35
Debonairs and Bonanzas except there
is a slight extension forward of there
the Bonanza's firewall is located
before the bulkhead that separates the
cabin from the nose compartment.
The aft baggage area of the 55s is
about the same dimension as what
became standard with the F33A and
the V35B. The Baron has a much longer
vertical stabilizer fillet than Debonairs
but it merely extends forward over the
common fuselage design. Thomas P. Turner,
Mastery Flight Training, Inc.
I highly recommend this course in
engine management.
Having taken it in person, as well as
online, I can say the online version is
only missing the live characteristics of
a group environment, and the lack of a
visit to the engine test cell, which was
exceptionally enlightening.
Ron Koyich
PS: Please read the 2 great articles by
David Brown and the Australian course
presentations by John Deakin.
powered aircraft but will continue to
support the existing fleet. Vick said
almost a third of the 6,000 employees
are kept busy in that role. He also said
the company is now in the position to
entertain offers from others who might
want all or part of that business.
Vick said feedback from the company's
announcement that it would consider
building a turboprop single is being
analyzed and as the company moves
toward profitability it will consider
other new products.
To answer your query on the inflight
camera I use, it is an Nflightcam +2
with GPS tracking built in so it can
record your speeds, elevation and
overlays this on Google Maps when you
download the files.
I attach it to my windshield using a
suction cup mount which easily
attaches to the centre top of the
windshield out of the way and
captures all the vision you want.
There are different mounts for
different uses and some guys are even
game enough to mount the camera
externally. You can control the camera
using your iPhone or iPad using
Bluetooth connectivity which is very
useful in making sure the camera is
straight and capturing what you want.
The camera comes with a special lens
to cut out propeller blur which many
others don’t have. It also has an
adjustable lens which can rotate when
mounted on an angle so you can centre
the top of the camera.
A leaner and financially fit Beechcraft
Corporation has emerged from
bankruptcy protection with an eye to
launching new products and supporting
the existing fleet.
Today's announcement, Beechcraft
spokesman Shawn Vick said the new
company has more than $600 million in
capital to work with and encouraging
signs from the market that its chosen
path to future profitability is being met
with optimism. "We are moving into the
market as Beechcraft Corporation and
expect 2013 to be a very good year for
this business," he said.
Beechcraft will continue to produce
the King Air line, the T-6 and AT-6
military aircraft and the pistonpowered Bonanza and Baron models. It
has ended production of pure jet-
drum was discovered to be cracked.
This was fixed, but ever since the trim
is out of whack, in that on take-off, I
have to select Down 3, instead of UP
1, and in straight and level flight, it is
selected at Down 4 instead of Zero. I
have put up with it for a while, as my
Service Provider had a couple of goes
at fixing it without success. However,
given I am coming to the BPPP, I thought
I should get it fixed before the BPPP.I
recall receiving a diagram through
either Aust Bonanza Society or American
Bonanza Society that had a diagram and
instructions for installation of the trim
cable, but I can’t find it.
Do you recall whether it might have
come from the you guys and if so, can
you send me another. Alternatively, do
you know how I might get another copy.
Kind Regards, Sue Chase
Thanks so much for your assistance in
putting this enquiry out to the
membership. I have had a great
response from many people. Its amazing
how many people are willing to help.
I will let you know the outcome.
Kind Regards, Sue Chase.
We are always happy to help with any
issues regarding your aircraft. Some
questions we need to refer to the
American ABS Technical Staff to
address. If you have not done so
already, it would be good to give your
LAME a copy of the very
comprehensive publications available
from the ASF and enclosed above.
Looking forward to publishing your
outcome in due course.
Michael Loccisano posted in
Australian Bonanza Society
You can get more info from:
I strongly suggest a second battery is
well worth the extra as they don’t last
too long when filming in HD and like
me you may forget to turn it off?
You can also charge the camera using
the cigarette lighter charger.
You can also plug your headset into the
camera and record your ATC
transmissions which is a great training
tool. I look forward to seeing your
videos in due course.
Michael Loccisano
Hi Peter,
During the replacement of the cables
in my V35A Bonanza aircraft, the trim
In flight video of landing at Robe
Airport in South Australia.
Runway 14/32 is a well maintained
grass strip 660m long. Caution power
lines at Southern end.
If you plan to fly to Robe be aware
that there are no taxis in this town
and the airfield is 2nm from town.
If you plan on buying fresh crayfish I
highly recommend Sky Seafoods
(Andrew) 58 Robe Street Robe SA 5276
Ph: (08) 8768 2899. He will gladly pick
you up and drop you off if you are
purchasing from him. He runs a very
professional seafood export business
for over 25 years and his crays are
awesome. Enjoy!
Page 11
Harold Walton, Manager, Civil Concours d’Excellence Avalon Airshow 2013,
presenting President Peter Janssen with award for Best Beechcraft, Piper or Mooney Aircraft.
Dear ABS Members
The ABS is pleased to now offer an online interactive Magazine in conjunction with your regular printed
quarterly Newsletter.
Some advantages of the Online Edition are:
Provides page turning animation & zoom.
Detects embedded URL’s and email addresses.
Has the ability to add flash video and audio interactivity.
Will allow us to publish additional content beyond the Printed Edition.
You will be able to search all archived newsletters by a keyword search.
Our emagazine is downloadable with full or selectable page printing.
In the future will provide an online Event Registration Form.
Allows publication of any number of page extents. Any odd or even number of
pages is acceptable.
Ability to publish more frequently than quarterly (if required)
No time delay between graphic design and distribution.
Environmentally friendly with a zero carbon footprint.
Please click on this link to view the Online Newsletter:
It is important to note that we will continue to print and distribute our regular Printed Edition as previously.
The ABS welcomes comment about its new Online Newsletter to [email protected]
Regards, Peter Gordon, ABS Newsletter & Website Editor
Page 12
Left engine: 1410 hrs (90 hrs to run) Right engine: 1370 hrs (130 hrs to run)
1700 HRS and 6 YRS before first overhaul due.
$150,000 No GST.
Ph. Ted 08 85564882 0418 660 744
E-Mail: [email protected]
Century 1V Autopilot and Yaw Damper.
Garmin GNS 430 nav/com/gps coupled to
Trimble 2000T GPS with Navalert.
Garmin GMA 340 audio panel.
Collins WXR 220 Colour Radar.
Collins 351/251 Nav/Com
Collins TDR 950 transponder
Collins ADF 650
King KI 229 dual needle RMI
NSD 360 HSI/ remote compass system.
Sunair HF.
Monroy Air Traffic Detector
Shadin Digiflow
Shadin AMS 2000 altitude management.
EDM 760 engine monitoring system.
GAMI injectors.
Two air driven ADIs
R.C.Allen electric ADI
Electric turn and slip indicator.
Dual controls and co-pilot brakes.
Beryl D’Shannon VG kit
Airwolf remote oil filters.
Bose headsets.
Rosen sunvisors.
Full Soundex noise insulation.
Pneumatic door seal
Starter engaged lights
Fuel pressure warning lights.
Eagle fuel drains.
Approach plate holder.
Davtron yoke chronometer.
As new leather upholstery.
Custom fitted curtains.
Excellent paint.
( )
' * + ),-"!./001-
Page 13
Aircraft for Sale
Price:$150,000 inc. GST
Dear ABS Members,
Tell your Beech-flying friends: International
members can now save US$38 with an electroniconly membership in the American Bonanza
Society. You get full member benefits, including
technical services, educational items,
unrestricted website access and the complete
ABS Magazine in its new online format. Go to and click on Join ABS
Today and check the International (no
magazine/online only) membership option.
General Information:
Bankstown's best known Bonanza.
Serial number E1212
Airframe Total Time: 8500 Hours
1475 hours to run on I0-550
Propeller: Scimitar 3 blade - 1044 to run.
Gami Injectors.
Nil damage history.
One owner. Upgrading to late model A36.
Always hangared. 8.5/10 inside and out.
Tip tanks. 7 hours endurance plus.
3 point strobes.
New windows.
Rosen visors.
4 place intercom.
Dual A/H.
Standby vacuum pump.
Century 3 autopilot.
Dual controls.
Fresh Annual inspection.
All AD's carried out.
Canvas covers.
Avionics & Radios:
Garmin audio.
Garmin 430 GPS
Collins ADF
Garmin Tx #1
Collins Tx
GPS/VHF #2 Apollo SL600
King HSI
EDM 600
Insight weather.
Dual markers.
If it is time to renew your membership, click on
the renewal feature and complete the
Put FNM in comments and we will only charge
your Visa or MasterCard US$55.00.
This membership type requires an email address.
Let me know if you have any questions!
Contact: David McDonald or
Martin Chadwick, Winrye Aviation
Telephone: 02 9796 3026
Mobile: 0408 265 958
Email: [email protected]
Paula Tomlinson ABS Membership Coordinator
Email:[email protected]
Its simple operation, compact design
and wide range of hook up
options make the EZ40
the perfect choice for
your aircraft!
Page 14
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Phone: 07 3203 0560 Fax: 07 3203 2505
Page 15
Return on Investment in Aviation.
We all joke about how we aerial
travelling, magic carpet owners
make boat owners look like
financial geniuses, however
what does our chosen passion
have to offer that is an
excellent ROI that even an
accountant would believe in?
Whatever you do, don’t let your wife/husband/partner,
mother, children read about the economics of aircraft
ownership, unless they fully appreciate the true value
of being able to fly, in safety, quickly and often
efficiently if you are off the major trunk routes when
compared to an airline. I recently spent a bit of time
discussing with ABS committee member and accountant
David Young the value in operating our aircraft for both
business and private uses, and despite the usual
giggles, we both found that a regional trip to Gladstone
from Brisbane, or even one to Sydney, can actually be
financially viable and far more flexible.
A Bonanza, Baron, Cirrus or even us folk with RV’s have
a great compromise of speed and expense that actually
makes flying affordable and in small business terms
extremely valuable. I am no doubt preaching to the
converted, and you might be wondering where is this
guy going with all this? So how can we invest a little
and gain a return that is unheard of anywhere else in
aviation circles, or financial ones for that matter?
Well no doubt those of you who know me will know my
favourite saying is the best return on investment in
aviation (our part of aviation-piston GA) is installing an
engine monitor system (EMS) and education (APS).
Let’s look at this in two parts, first of all the engine
monitor system or EMS. These little boxes of flashing
lights and now colours have been progressing for very
well since the early 1990’s when companies such as JPI
started hitting their straps from their formation in 1986.
Advances in engine monitors have been quite a thing of
beauty, and for those in the experimental market this has
been going on for almost ten years, and more recently
with JPI and the new Auracle products the certified
market has had affordable high quality engine monitoring
for quite reasonable investment outlay.
Today any decent EMS covers all cylinder EGT, CHT, oil
temperature and pressure, battery monitoring, TIT and
IAT for turbo installations as well as fuel flow. The
newer models include Manifold pressure RPM and every
conceivable parameter and all logged at regular
intervals, and the lower the better.
So where is the problem here? I would hazard a guess
at this but I think it is fair to say that all these
wonderful, potentially money saving and life saving
devices are only understood by about 5% of the pilot
population, and maybe even less than that. Yes I know,
80% of pilots believe they are in the top 20% of pilots,
we will giggle at that one because it is not us, and it’s
the joker next door that applies to. But when it comes
Page 16
to understanding your engine, intimately, you have to
ask yourself, do I really understand? I can assure you
that even if you think you do, you may well know a lot,
but how well do you understand it? There is a big
difference. Are you like a dog watching TV?
Well the good news is, you should not feel too bad, hey
I was that dog once too. We are all a product of a very
poor training system. The system teaches about flight,
flying, air law, weather, ATC and other procedures, but
the one very complex and critical area, engine
management is clearly too hard for us dumb pilots so
lets gloss over that with a few simple rules of thumb.
Yeah great education!!! What is worse, the PPL and CPL
theory books on my bookshelf are full of completely
false information. Even worse, you have to answer the
questions in exams wrong in order to get them marked
correct. Ask my wife, she just went through this. So is
it any wonder we are all messed up yet blindly
believing this misinformation. Not only are we taught
very little much of it is not correct!
So take a moment, and before you punch out a nasty
email to the editor, or to me, take a deep breath and
contemplate, what if this is true, have I been conned?
You are in very good company though, we all have been
down this road, so do not feel too bad about it. By the
way, if you want to email me, good bad or ugly, please
do. You never know when a really good question in an
email makes for future educational content.
So back on track, ROI in GA. Let’s just say that an EMS
is around $7000-$9000 installed, can be more or less.
A bit more in a twin but there is twice the fuel and
maintenance to go with it. The education is $1290 for
an Advanced Pilot Seminar, and if you are a twin owner
the cost is better, divided over two engines! For once
twins are cheaper!! Accountants like that kind of talk,
amortising the costs. Here we are, investing $8-10k on
an EMS and APS. So what is the payback?
Assuming you have well balanced Fuel/Air ratio’s, and if
not you should, as the fuel saving alone of being able to
operate lean of peak EGT is massive. Invest in a set of
GAMIjectors or balance up the ones you have by visiting
my partner in APS-Australia, Andrew Denyer at Riverina
Airmotive in Adelaide for a minor tweak. As a rough rule
of thumb, and yes I hate them at times, but in this case
say their fuel difference of safely operating ROP and
safely LOP is around 15+ litres per hour, which is
depending on your TBO, around $50,000 or more over the
life of the engine. In some cases this could be $60k per
engine, so this is not loose change we are talking about.
Now that kind of return is one you would have to say
is a long term investment, with a very healthy return
over a longish period of time, depending on the hours
you fly per year. At 100 hours per year that is still
around $3000 a year. So what about the folk who are
not interested in long term and a payback of 4 years is
not good enough on its own?
How many folk have heard a story like this one, and
this is a true story,
only weeks old.
Pilot arrives at
YCAB Caboolture
and does some
i n s t r u m e n t
training there, and
when he goes to
return home a day
or so later, the
engine runs rough, and he aborts the departure.
Calls his LAME in Toowoomba. Lame arrives and
proceeds to tinker with all manner of things, and
ultimately takes two perfectly serviceable magnetos
back with him for overhauling. Ka-Ching!! LAME
returns, installs and wouldn’t you know it, same
problem. After much frustration the LAME listened to
the owner and investigated injectors, subsequently
mixed things up, lost restrictors in the grass (at LAME’s
expense this time) and ultimately the engine ran fine
again. Too bad if these injectors had been flow
matched!! That is now ruined.
Several trips, overhauled magnetos and all for the sake
of one injector with a tiny particle in it. All was
screaming at the pilot and LAME through the engine
monitor, but yes you guessed it…..there were two dogs
watching that TV that day. Cost? Well I was too scared
to ask, but you can guess that even with the LAME
wearing some part, the bill will be something like
$2500 plus more accommodation, wife’s car trip, days
missing from a high end professional business. And that
was one episode.
How about a rough running engine, take it to the LAME,
there are twelve plugs and two ignition systems.
By trial and error we could spend several hours and
maybe $1000 just to discover one fouled plug or one with
a spark plug gap out of specification. Don’t laugh, as
much as you want to, that could be you next. What about
induction leaks and other hard to find minor bugs?
How about this one for a long term subtle cylinder
killer. A mixture cable out of adjustment, it might go
undetected for 100 hours, and during this time it is just
not allowing full rich on take-off and all through the
climb in your TC/TN machine. To make matters worse,
the ignition timing is not really correct; it is advanced
a few degrees. As a result the poor engine is running a
few cylinders in light to medium detonation all this
time and sometimes a bit heavier. The plane is going
beautifully and you are none the wiser, until one day a
ceramic cracks because of the continual detonation.
You did not notice the CHT’s being that much higher,
and yes the CHT’s were higher but well within the
green and the limit of the manufacturer. Except now
you have a pre-ignition event in one cylinder that will
be destroying your engine in 1-5 minutes. And you are
climbing out on a murky day at near take-off minima.
Not good.
So you are lucky enough to have just one cylinder fail,
and still enough power to make a return to the
aerodrome. Busting minima’s and such just to avoid an
out landing. Now why did this happen? Either we did
not have an EMS, or if we did we were that dog
watching TV all this time and did not realise what was
happening, not watching trends and not asking why
subtle things had changed long before it hurt anything
or anyone.
Of course being well instrumented and well educated
you dodged that bullet, you lived to play another day,
and you sat down with the calculator and said well that
saved me an engine $50,000 and an insurance claim
which still costs you somehow, oh and I am still alive
and my passengers family have not sued my family . . .
Yikes! Let’s not get out of bed, its far too dangerous!
Have I made my point? Return on investment is not just
measured in dollar terms when it comes to flying.
There is the investment in training, recurrent training,
courses like the BPPP for example, another classic case
of far too much value for the small price you pay.
All these things cost a few dollars to begin with, but in
the big scheme of things, the satisfaction of being a
more proficient pilot, accurate pilot, and professional
pilot is worth it alone. The fact you get added value in
terms of monetary savings and living where others may
falter and perish is in my view priceless.
Your ABS provides you with many opportunities to be at
the peak of general aviation efficiency and safety.
Don’t skimp and sell yourself short ion the most
important investments in your life, as it may well cost
you exactly that.
Andrew Denyer and I would have liked to join you all at
the upcoming BPPP seminar in Cowra, NSW, and I am
sure Tom Turner will once again provide a fantastic
feast of education for you; however Andrew and I will
be in Ada Oklahoma presenting parts of the Advanced
Pilot Seminars course that same weekend. No doubt
Tom will have something to say about the upcoming
APS-Australia seminars in May. Andrew and I are
delighted to say that John Deakin and Walter Atkinson
will be making their way down under to launch APSAustralia, and this will be the rare and perhaps only
chance to meet a couple of legendary trainers, pilots
and aviation enthusiasts outside of Ada Ok.
Take the time and the small investment and make
either May 17-19th in Brisbane or 24-26th in Melbourne
part of your aviation investment programme for 2013.
Bookings can be made at or
during the BPPP seminar at Cowra, see David Young for
details. When enrolling in the Australian seminars you
also get the online course as part of the package.
This is excellent pre-school education and means you
will gain the most from the live interaction in the
seminar weekend.
We look forward to seeing you there!
Safe flying and live life!
David Brown
Advanced Pilot Seminars Australia
[email protected]
See the online version
of this Magazine
for additional material
Page 17
Page 18
Page 19
Page 20
An old pilot
An old gentleman wearing a beat-up old leather flying jacket sat down at the Starbucks
and ordered a cup of coffee.
As he sat sipping his coffee, a young woman sat down next to him...
She turned to the man and asked, 'Are you a real pilot?' He replied, 'Well, I've spent my whole life flying;
Biplanes, Cubs, Cesnas, T-6s, flew in W.W.II in a B-25, and later Sabre jets in the Korean conflict. I taught 50 people to fly and gave rides to hundreds, so yes, I guess I am a pilot. 'She said, 'I'm a lesbian.
I spend my whole day thinking about naked women. As soon as I get up in the morning, I think about
naked women. When I shower, I think about naked women. When I watch TV, I think about naked
women. It seems everything makes me think of naked women.' The two sat sipping in silence. A little
while later, a young man sat down on the other side of the old pilot and asked, 'Are you a real pilot?'
The old Gent replied, 'I always thought I was, but I just found out I am a lesbian.'
ABS Presidents Medal is awarded for Outstanding Service to the Society.
It is chosen by the President at his/her discretion and is supplied courtesy of Carr Hordern
Recipients to date have been:
Jo Davey
John Chesterfield
Peter Mochrie
David McDonald
No award
Dennis, Len & Joan Bartlett
No award
Peter Gordon
Judith Gordon
Richard Smart
Keith Duce
Edgar Bassingthwaighte
Jock Folan
Marian Jowitt
David Young
Page 21
And a word on recurrent training from the Executive
Director of our sister organization in the USA:
We are endeavouring to keep members informed
about latest breaking news and events and we need
your current email address to do so. If you do not
currently receive emails from us and wish to
receive future ABS emails please email
[email protected] and allow this
email address in your inbox.
If you wish to opt out of ABS broadcast emails
please email [email protected] to unsubscribe.
I’d like to renew my encouragement for Australian members
to participate in the ABS AVIATOR program.
ABS AVIATOR encourages pilots to go beyond the minimum
requirements to exercise privileges of pilot certificates and
rates, and to foster an attitude of lifelong learning about
flying safely. We’ll recognize the Australian BPPP
at the same level as the U.S. version.
Please let me know if you have any questions.
Thomas P. Turner,
Executive Director, American Bonanza Society
For Sale - A36 VH-EUB
•Periodic inspections to charter IFR requirements
• Beechcraft Specialists
• Re-weighs & C of A’s
• Pre-purchase inspections
• Insurance repairs
• Aircraft salvage & transport up to C400 series
• Large inventory of new & serviceable parts
• Environmental systems
• Aircraft refurbishment
• G & D Aero tinted window inserts (Authorised Installers)
• Corrosion proofing
• ABS member
Ph: 07 5491 6819 I Fax: 07 5491 8010
[email protected] I
A36 Bonanza Serial No. E-251
TT 6610hrs This privately owned A36 has been
hangared and is in excellent mechanical condition
with a full leather interior and seats in new condition.
The aircraft has just been repainted. It comes with a
fresh 100hr annual in November 2011.
It has a near new super simitar prop. The a/c was
corrosion proofed in the factory and does not have any
corrosion issues. The engine was a special assembly with
balanced pistons and a RAM cam for extra HP.
It is in as new condition and is very smooth running.
The avionics have been completely updated with a
fully coupled S-Tec 55X autopilot linked to a Garmin
430 GPS. Extras include electric trim and vertical
speed control. The Garmin audio panel has full stereo
outlets to all passengers and auto squelch linked to a
CD player.
This Bonanza is optioned with Dual Brakes and a dual
control column and is very light with an empty useful
load of approx 660kg and 430kg payload with full fuel.
There is nothing to spend and the first to see will buy.
$150,000+GST ONO. Ph. Rob 0428 811 167
E-Mail [email protected]
The ABS is pleased to notify you of our new aircraft for sale website at
If you are wanting to sell or purchase a Beechcraft aeroplane this is the place to advertise.
Please contact Peter Gordon at [email protected] for advertising rates and assistance with graphic design.
Contact Judith Gordon
Phone: 03 5261 5382
Facsimile: 1300 305 047
[email protected]
Page 22
We are pleased to advise you that the
Australian Bonanza Society - Weather Links NEW BOM WEATHER SITE LINK IS NOW AVAILABLE
Here is the link below to browse the new
BOM aviation weather site.
For your next overhaul or repair call Nigel
or visit:
h Repair, Overhaul & Sales of ALL TYPES
of propellers
h Repair, Overhaul & Sales of ALL TYPES
of piston engine governors.
h Non-destructive testing service.
h Re-pitching service.
h Shot Peening.
Throughout Australia and the Asia Pacific Region,
Brisbane Aero is renowned for supplying quality
recondioned Lycoming and Connental piston engines
with the reliability and service you can count on.
Our comprehensive Exchange Engine Program
can keep you flying while we build your next engine.
Please call us to discuss your parcular requirements.
Phone 07 38751555
Fax 07 32774116
Email: [email protected]
A.B.N. 84 083 605 529
PO Box 67, ARCHERFIELD Qld 4108
Ph: (07) 3272 9800
Fax: (07) 3272 9850
Email: [email protected]
David Foord
ACN 080 417 054 ABN 29 819 859 907
Autopilot Specialists
v Does your autopilot work, correctly?
v Are you tired of repeated attempts
to fix your avionics defects?
v Do you have avionics problems that bug you?
If your aircraft avionics are not performing as
advertised, then we have the expertise
and experience to solve your problems.
Your autopilot repairs and avionics installations
are flight tested before being released to you.
At David Foord Avionics we
Our other capabilities include:
v Instrument overhaul & repair
v Periodic radio inspections
v Avionics advice & installations
RSD 470 Finniss to Clayton Road FINNISS SA 5255
Ph: 08 8536 0159
[email protected]
ABN 65 138 515 349 - Certificate of Approval 1-EON4C
❃ Maintenance of Aircraft & Helicopters
❃ Maintenance of Airframe, Engine and
Electrical Components
❃ Manufacture of
Fibre Reinforced Composites
❃ Aircraft Modifications and Rebuilds
Specialised Beechcraft LAME trained in
USA Beech approved workshops
Member of the ABS - Contact: David Page
Phone: (03) 5143 2009
Fax: (03) 5143 2023
Email: [email protected]
West Sale Airport, Victoria
Page 23
11 May 2013
International learn to Fly Day 2013
Celebrate International Learn to Fly Day 2013
by introducing a young person to flight or a
trial instructional flight.
Peter Gordon
T: 03 5261 5382
F: 1 300 305 047
M: 0418 526 325
E: [email protected]
17 May - 19 May2013
Advanced Pilot Seminars Live Course Brisbane QLD
APS is proud to announce we are now
offering our full, live engine management
courses in Australia! It is the same 3 day, fire
hose of information we have provided for
years to a US-based audience. All Australian
registrants will also receive a complementary
online course subscription in advance of the
course to bring you up to speed at your own
pace before the live seminar!
Aerodrome Rd. A return Shuttle will be
available Sunday afternoon.
Contact: David Brown M: 0416 223 194
E: [email protected]
24 May - 26 May2013
Advanced Pilot Seminars Live Course Melbourne VIC
3.30pm for 4.30pm Start,
(Registration afternoon tea.)
Dingley International Hotel
334-348 Boundary Rd
Dingley VIC. Ph: 03 9551 8344
1 Oct - 10 Oct 2013
ABS South Australian & Kangaroo Island
Safari 2013
Mount Gambier - 2 nights.
Kangaroo Island - 3 nights.
Port Lincoln - 1 night.
Renmark - 2 nights on house boats.
This Itinerary is yet to be finalised
David Herbert
P: 08 8725 2761
F: 1 300 305 047
M: 0408 849 080
E: [email protected]
20 July - 03 Aug 2014
ABS Kimberley Safari 2014
Accommodation can be booked at the Dingley
International. Function rates are available. A
working dinner is included on Friday night,
Saturday night will be a group dinner at your
cost at the Hotel. The Dingley International is
a short Taxi ride from Moorabbin Airport.
Contact: David Brown M: 0416 223 194
E: [email protected]
13 Jul 2013
Christmas In July -Victorian Christmas Party
14 days around the Kimberley, Darwin,
Broome, Cape Leveque - Home Valley Station
- Kununurra. Final itinerary and Event
Organiser to be confirmed.
Debbi Smith M: 0438 347 904
F: 1 300 305 047
E: [email protected]
01 Mar - 07 Mar 2015
ABS Tasmanian Safari 2015
F: 1 300 305 047
Brisbane Seminar, May 17-18-19
3.30pm for 4.30pm Start,
(Registration afternoon tea.)
Centenary Lakes Function Centre,
16 Stringfellow Rd, via Riverview St,
Caboolture Qld.
Accommodation can be booked at Caboolture
Riverlakes Motel. Ph 07 5499 1766 , APS have
the whole motel reserved so when booking
specify you are booking for the APS Seminar.
Reasonable Rates Apply. Venue is within
walking distance of the Motel.Working dinner
included on Friday night, Saturday night will
be a group BBQ dinner at a moderate cost of
$19.90.Shuttle Bus will operate from
Caboolture Airfield (YCAB) to the function
centre at 3.30pm, meet at the car park near
the old clubhouse remains at the end of
The ABS and Printer cannot accept
responsibility for the correctness or
accuracy of the matters printed herein
or for any opinions expressed. Opinions
of the Editor or contributors do not
necessarily represent the position of
the ABS. The Editor reserves the right to
reject any material submitted for
publication. Copy submitted for
publication shall become the property
of the ABS and will not be returned.
Photography will be returned by the
printer. The ABS does not endorse
products or services advertised in the
Join us for Christmas in July at Oscar's on the
Yarra on Saturday 13 July 2013
See details in this issue
7 days around Tasmania.
Organiser to be confirmed.
ABS Secretary
We are seeking a volunteer member to take
over from Jan Novakovic who will retire at
Gold Coast AGM.
The position includes:
Nominating for the 2013-4 ABS Committee.
Taking notes at Committee meetings (usually
once a quarter – usually recorded via
teleconference) and AGM Distributing Minutes.
Secretary’s report detailing inwards and
outwards correspondence.
Assisting with BPPP events.
Sending out information packs to new
members and thank you letters to resigning
Lodging ASIC report annually.
Lodging insurance renewal annually.
Maintaining filing of correspondence and
Please contact Mark Davey at
[email protected] for further information.
Don’t forget that your
participation in the Australian
Bonanza Society BPPP’s and
Service Clinics will be
rewarded not only with the
increased knowledge that you
will know exactly what shape
your aircraft is in, and the
knowledge that you continue
to learn more about your own
flying abilities, but you will
also receive these discount
vouchers from QBE for your
aircraft insurance.
Address: 3 Petriana Court Torquay Vic 3228
Page 24
E: [email protected]
Facsimile: 1300 305 047
Email: [email protected]