September 1986 - American Bonanza Society

Amerlc ~~~~,
BonanzQ '-'
Society
newsletter '
AMERICAN BONANZA SOCIETY NEWSLETIER
ABS COMMITTEE ASSIGNMENTS
At the Board of Directors meeting held July 12, 1986 during the
Boston Convention, President Charles Gibbs appointed the following
committee chairmen . Should anyone have questions or input relating
to the appropriate committees, please contact the responsible
chairman. Letters may be sent to ABS Headquarters or directly to the
appropriate address located on the inside cover of this issue.
(ISSN 0003-1118)
published by
AMERICAN BONANZA SOCIETY
Committee
Programs
Bylaws
Awards .
Newsletter
A Nlw York Non-Prom Corpor.lIon,
Drglnlred Jlnulry. lseT
P,O.
Publlc.Uon Ollie.
12U8, Wlchlll, KS 81277,
BO)l
Phon. 311114!i·ell13
CUll R. Son•• , Admlnl.,r.tor
Vicki. Ru ... II, New,IIUlr Coordinator
LI.. lns a.y'.... AdvltUllng Coordlnllot
Klrln 81ul, Air Salety Progtlm Coordlnllor
BOARD OF DIRECTORS
Cheri•• R. Qlbbl, Pr••ldlnl
:1035-3 Powlr' AVI.
J.ck.on,IIII, FL 32207 ........ .
Term Eltplles
. .. 1888
Joseon A McClain , til , Vice PrllSldent
PO Bo. 15131 ,
Tampa. FL 33684
'989
Michael Zelenock. MO. Secretary
8731 Thornllee Or .
Grosse lie, 1.4148138
Robert C louden. Treasurer
'
...
264 Harker Str88\,
Manslleld, OH 404903
John R Funl(
R R 11 .
Bemen1.IL618 13
Harry G Hadler
'989
'989
159 "C" St'llet. Sf.
Ardmore, OK 73401
1987
lee larson
10458 Pearl Way,
NorlhO'enn, CO 80233
John M McCulcheon
7139 Via Solana,
San Jose, CA 95135
Donald L. Monday
4288 N Clubhouse Dr
Camaullo, CA930IO
John E PUllon
5927 Del Ray CI ,
Sanla Rosa . CA 95405
John F Russo
PO Bolt,959,
Toms River , NJ08754
'988
'987
'987
'987
'989
PAST PRESIDENTS
8J McOanahan. MD, ABSLl
FrankG Ross, ABSl386
Russell W Rlnlt. ABSL4
Hypolite T Landry. Jr '. MD, ABSL'449
CalVin 8 Early, MD, PhD, ABSL1797
Gapl Jesse F Adams, USN(REl). ABSL772
David P Barton. ABSL534
AldenC BaIIIos. ABSL3326
FredA Dr iscoll, Jr , AB SL2976
E M Anderson, Jr . ABSL 33
Donald L Monday. ABSL9904
HallY G Hadler. ABSL1467
JoM E Pblon. ABSL26'9
1967·1971
197'·'973
1973-'975
1975-1976
1976-1977
1977·'978
1978-1979
.979-1980
198D- . 981
1981·1983
1983-1984
,984·1985
'985-1986
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AMERICAN BONANZA SOCIETY
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Copyfl9ht 1986
page 1803 september 1986
COMMITIEE ASSIGNMENT LIST 1988·1987
Chairman Committee
Mike Zelenock Long Range
. John Russo Nomlnaling
Jack Pixton Finance
John McCutcheon Insurance
Chairman
Joe McClain
Harry Hadler
. Bob Louden
Don Monday
ABS/ASF SAFETY NOTE:
IS YOUR PROP HOT?
Recently a pilot was fatally injured while doing a "walk around" of his
Bonanza. The keys were on the glare shield as witness that the ignition switch
was not " turned on". It appears the pilot moved the propeller, the engine fired,
and the propeller struck the pilot in the head. The pilot later died from the
injury.
As In many cases, an accident is not the result of one malfuncton, or
mistake , but, as happened here - two or more.
The day before, as the airplane was taxied up to parking , the engine had
died. The mixture was stili fu li rich at the time of the incident next morning .
This probably left a cylinder with fuel in the combustion chamber.
The second apparent cause was a magneto which did not ground out the
primary winding with the ignition switch in the off position .
Remove either of these causes, and the prop would likely have moved with
no hazard to the pliot.
The points to be made here are:
1. Once in a while check your ignition switch to the off position momentarily
at idle to see If the mags are shutting off - one or two seconds is
enough. Don 't leave it off longer as you could get a bang in the exhaust
stacks which could damage the exhaust.
2. Always assure the mixture Is in the cutoff position and the ignition switch
is off before touching the propeller.
3. Never move a propelier with any part of your body within its arc except
the hand you are moving it with. Plan for that hand to puli out of the arc
as the blade is re leased.
Before electric starters, all pilots learned the above on the first flying lesson.
It's easy today to take propellers for granted and not remember they can be
injurious to your health.
Virgil Fisher
ABS #14951
ON THE COVER
A36, N2119J, E1911 owned by John SCiarrino, Ft. Lauderdale, FL
FEATURES
Bonanza of the Month
Normally Aspirated
Throttle Usage
Page
1805
by John F. Sciarrino, MD
1809
by Lew Gage
1804
1808
1812
1815
by
by
by
by
COLUMNS
Insu ranee Edge
Hangar Flying
Colvin 's Corner
Blue Side Up
Phil Bergerhouse
Sam James
Norm Colvin
David Redwine
american bonanza society
PRESS RELEASE:
JULY 11, 1986
Phillip W. Bergerhouse
TIME BETWEEN OVERHAUL
If your engine Is approaching or has
passed its TBO. do you ever fear you
are flying without insurance? Many
people do wonder if they have coverage ,
so I think it's appropriate to briefly
discuss TBO and the relationship it plays
with your insurance policy.
Your recommended time between
overhaul (TBO) is just thaI. It is a
RECOMMENDED time that the engine
manufacturer has established for that
particular engine in tha t particular
aircrafl. It is not a mandatory time
established by the FAA, nor is it a
necessary requirement thai the engine
not go over TBO to have valid insurance
by most insurance companies. The
important ,aspect of an insurance policy
is the Standard Airworthiness Certificate.
Vice PreSident Rollins Burdick Hunter 01 Kansas , Inc.
As long as the aircraft can maintain a
Standard Airworthiness Certificate, it can
fly over TBO and still have full protection
and coverage under the policy.
It is obviously important that you
maintain and monitor your engine at all
times. If your engine has passed TBO
and is running poorly or using too much
oil, it is probably time to put it in the
shop for the overhaul to help assure no
engine malfunctions and therefore
prevent a potent ial accident. If, however,
your engine is running fine and the oil
consumption is acceptable, there is no
need to worry about your insurance
coverage if the aircraft goes over TBO.
If there is any doubt in your mind
about coverage with your particular
policy be sure to consult your insurance
agent.
BOSTON GRAND PRIZE WINNER
Mary Ann Dye, President of the North
Central Chapter, was the happy winner
of the grand prize provided by Beech
Aircraft Corporation.
Mary Ann and husband Charles are
both pilots, Mary Ann holds a Private
Pilot SEL, is instrument rated and flies a
G35 Bonanza. Charles holds a
Commercial Pilot SEL, is instrument
rated, flies an A36 Bonanza and he
maintains both airplanes.
Mary Ann and Charles will travel to
the Wichita convention next year with all
convention regi stration and hotel fees ,
plus one thou sand dollars Iravel expense
money provided as the grand prize by
Beech Aircraft.
Congratulations Mary Ann and Charles
and our sincerest appreciation goes to
Beech Aircraft for their continued
support to the ABS membership.
The Board of Directors of the
American Bonanza Society al the
SOCiety's Annual Convention in Boston ,
MA announces its position on the
recently released FANTSC Phase I
Study of the V-Tail Bonanza.
The FAA Report stated "The study
identified no immediate sa fety concerns,
provided the airplane is operated within
the approved flight envelope."
Following this conclusion, however,
the FAA made three recommendations
for further action that the ABS Board
feels need immediate response:
First, that Phase II of the study
delermine definitively the tail failure
mechanisms, establish the structural
strength of the tail, and the aerodynamic
loads on the tail by flight , stalic, and
wind tunnel tests. These tests began in
March of t 986, with the wind tunnel
tests compleled in June. and flight
testing to begin shortly. Tests continue
at this date with the full support of the
ABS Board , the FAA, and Beechcraft.
Second, the FAA Small Airplane
Empenage FAA/Industry Loads Working
Group is currently reviewing the
Airworthiness Standards requirements
for the V-Tail configuration , again with
the full suport of the Board.
And third, the ABS Board is
announcing today that it is vigorously
pursuing the final recommendation of
the FAA report by upgrading and
expanding its already highly acclaimed
Bonanza Pilot Proficiency Program to
include video taped Pilot Proficiency
seminars, as well as an expanded
schedule of regionally conducted flight
seminars. and the addition of an
advanced flight seminar for instrument
fl ight proficiency.
In so doing , the Board reemphasizes
its goal is the safety of its members as
well as all Bonanza flyers, and it
believes that thi s goal is best met by its
full support of the results of the FAA
study and by the participation of all
Bonanza pilots in a pilot training
program designed specifically to
enhance their ability to safely operate
high performance aircraft.
Mary Ann and Charles Dye, Boston Grand Prize Winners.
american bonanza society
septembe r 1986 page 1804
I firsl saw N2119J In March 1985, and
it was love at first sight. At that time, I
had been flying 12 months, acquiring a
private pilat's license and 145 hours in a
Cessna 152 and 172. After shopping the
used airplane market for several months,
I was about to give up on ever finding
the perfect used ship. When a local
dealer phoned to tell me he had a 1981
A36 with low time, priced right, I was
frankly skeptical. On the day the airplane
was being flown to my local airport, Fort
Lauderdale Executive, for my inspection
and a demonstration, I felt no
excitement because I had rejected so
many used airplanes before which were
overrated, not to say misrepresented by
salesmen on the telephone. To my
delightful surpri se, N2119J was exactly
what I was looking for ; a pristine,
pampered airplane with low engine and
airframe time; 148 hours since new.
Best of all, it was a Bonanza.
N2119J was manufactured in August
1981 , and shortly thereafter was flown to
Maracaibo, Venezuela , via Miami, where
it spent three years and only logged 148
hours. She was no more experienced
than I was, so we immediately began to
learn to fly together . To obtain
insurance, I was requ ired to log 5 hours
dual with an instructor before I could fly
it as pilot-in-command.
The reason for the lower than average
price I paid for her became apparent on
Inspection of the avionics panel.
Although it was well equipped for IFR, the
panel lacked a flight director or HSI and
had only a Century 21 wings leveler
autopilot.
N2119J on the ground In Fort Lauderdale, Florlda_
This has turned out not to be a
disadvantage , since as a rookie
undergoing instrument training , I was
happy to hand fly it. I never dreamed I'd
be receiving my instrument training in a
Bonanza, but that's where I am at
present. To date, we have logged an
additional 150 hours together, mostly
VFR , and about 40 hours under the
hood, in training . N2119J and I have
made many trips around Florida and the
Bahamas. We even flew one round trip
from Fort Lauderdale to New York
flawlessly.
When purchased 19J had the
following equipment:
King Silver Crown KMA 24
Audio Control System
Dual King Silver Crown KY 196
Comm. Transceivers
Dual King Silver Crown KN 53
Nav. Receivers
Bendix 2070 ADF
King Silver Crown KT 76A
Transponder w/Encoding Alt imeter
Ki ng KN 63D ME
Century 21 Autopilot
Beechcralt Quartz clock
I have recently added an 50TEC
System 60 Pitch Stabilization system
providing both altitude hold and vertical
speed pre-select capability. This unit
Interfaces perfectly with the Century 21
autopilot for 2 axis control. I also
installed anti-collision strobe lights and
an ALCOR EGT meter. Optional
equipment includes a 3 bladed Hartzell
prop. and super soundproofing. Exterior
paint is overall white with orange and
red trim. Interior seats are in fabric and
leather earthtones
Everywhere N2119J goes, heads turn,
and I am constantly being asked if she is
brand new.
In closing, may I say I have enjoyed
the many fine, informative articles in the
ABS Newsletter. I plan to attend the Pilot
Proficiency Program and Service Clinics
in 1986 to continue learning about this
fine airplane .
John F. Sciarrino, M.D .
ABS #19181
pege 1805 september 1986
american bonanza society
OL'FRED
It was 1974, lhe summer aHer lhe
previous fall during which I had fallen in
love with an "A" Model Bonanza. I had
already joined the Society and had
signed up for my first convention in
Louisville. I remember how impressed I
was with the reception committee, the
beautiful bluegrass at Bowman Field, the
leisurely ride to the hotel through
beautiful residential areas and the
overall cord ialness of the Kentuckians.
I was about a month late in
regi stering so the Galt House
accommodations were not mine to be
had, so instead, the Family Inn down the
street served my needs. I really didn 't
know a soul but on a first aHernoon 's
elevator ride to the lounge on top,
someone noticed my Jacksonville,
Florida name tag and invited me to join
them for dinner the following evening so
that I could meet their good friend from
Jacksonville, 01' Fred.
The succeeding day's seminars were
fun, informative, and to a new member
and Bonanza owner, probably the most
exciting event in this young aviator's life.
At a seminar on emergency procedures,
I was tapped on the shoulder by an
unknown face who introduced himself as
"01' Fred" from Jacksonville. We talked
briefly at the seminar during which Fred
was quick to point out that emergency
procedures were great, but that years of
experience in flying Bonanzas such as
he possessed were substantially more
worthwhile than the lecture that we had
just attended. We parted with a mutual
agreement to meet at dinner that
A year later in May, I read an article
in the local paper concerning a local
businessman who, while en route to his
daughter'S college graduation, had
crashed a Bonanza in sou th Georgia
with both his wife and niece aboard.
Ground observers had observed the
plane descending in a spiral motion out
of the base of a thundercloud before
seeing the plane come apart in midair. I
read with horror and further disbelief
when the ownerfoperator's name turned
out to be 01 ' Fred .
That Saturday morning at the airport,
the accident was the topic of discussion
with much speculation concerning the
reasons for the accident. Not one single
comment concerning the structural
integrity of the Bonanza was even
mentioned. The conversations primarily
centered around attitudes. Did 01 ' Fred
really have the right attitude?
The postmortem discussions brought
to light a lot of information concerning
01' Fred that, when pieced tog ether,
answered many of the why it happened
questions.
01' Jake, my loca l forms salesman, on
a visit several weeks later, laid of how
he had given 01 ' Fred IFR training in his
Bonanza even though 01' Jake wasn't a
CFIt. In fact , on a trip back from Miami
to Jacksonville two weeks before the
accident. 01' Fred questioned whether a
thunderstorm perched over Daytona
Beach was really as mean as it looked.
"Well I'll help you control the plane 01 '
Fred, leI' s fly over and take a lOOk."
After a couple of leeth chaltering jolts,
for which 01' Jake felt a football helmet
would have been appropriate, 01' Fred
exclaimed that he'd never do that again
and indeed all the stories he had read
concerning thunderstorm turbulence
were true !
Today, reading page A-198 of the
"Task Force Report ," some of the
hig hlights that caught my eye
concerning the NTSB findings were
interesting. These included:
1. " Pilot continued flight into known
areas of severe turbulence ,"
2.
3.
4.
5.
" Seat belt not fastened."
" Rating: Visual "
" Fatalities: 3"
"T-Storm: Yes"
To editorially comment on this
accident seems unnecessary. What can
I say that makes any sense?
At the convention in Boston this year ,
I was called over to a table of friends .
"Chariie, I'd like for you to meet 01'
Ted ... " 01 ' Ted was concerned about the
way the Beech dealers are ripping off
our members by charging so much for
parts. He's also concerned as to why
Ihe Society is spending so much time
training Bonanza pilots when, with a little
advice from some old timers, we could
solve this "in flight breakup problem."
Also, why is the Society so interested in
shoulder harnesses? Who would want to
wear those cumbersome things? No one
can survive a plane crash anyway!
It was nice meeting 01' Ted.
Regards,
Charlie
ABS President
evening .
I don 't think that I had ever eaten
dinner with quite as many people as we
did that evening, but way off in the
corner I found a table of Florida Flying
Club members with good 01' Fred
serving as emcee. Fred was a
philosopher like is found at many
airports on Saturday and Sunday
mornings, but tonight's topic, before the
official after dinner speaker began , was
"Maintenance Ripoffs" . Fred was
convinced that most shops charged
$15.00 an hour for labor so the owner
could become filthy rich and drive his
Mercedes to and from the tool room. 01 '
Fred indicated that he knew how 10
maintain his Bonanza without the help of
any young punk A&Ps. He even
indicated that I was "throwing money
down a rat hole" when I had paid good
money to have my ruddervators
removed and balanced when I had
discovered they were out of balance
after painting.
I never saw 01' Fred after the
convention other than passing him
occasionally at the airport going to and
from the "rip off" artists.
american bonanza SOCiety
.eptember 1986 page 1808
~-------------------------------------~~~
V-TAIL UPDATE
Dear Mr. Pix ton:
This letter is written to bring the
American Bonanza Society up-to-date on
the progress of the FAA/Beech testing
and analysis of the V-Tail Bonanza .
This project was undertaken by FAA
in the summer of 1984 and initially
moved rather slowly. A decision was
made by FAA to engage Transportation
Systems Center, Cambridge,
Massachusetts, to study the Model 35.
In 1985, TSC produced a written report
which was largely a theoretical analysis
of lhe aerodynamics and structure of the
airplane and its relevant accident
history. Beech opposed the publication
of the TSC report because it contained
errors, both In statements of fact and in
analysis technique. Beech did not object
to most of the report, but did object to
its publication without the correction of
the errors and missta tement s.
It is Beech 's opinion that the TSC
report - aside from its errors contributed little in the way of useable
information to what was already known
about the Model 35. Early this year, the
FAA and Beech agreed that actual
testing of the Model 35 would be
required if valid conclusions were to be
drawn about the V-Tail Bonanza . Beech
was asked to bear the entire cost of
tests and to conduct the tests with the
oversight and participation of FAA.
Beech engineers developed detailed
plans and procedures for each phase of
the test program.
Phase I consisted of wind tunnel tests
to develop baseline data for flight testing
and static testing. The wind tunnel tests
were run in the Lockheed wind tunnel at
Marietta, Georgia, during March, 1986.
Reduction and analysis of that data is
still in progress but near to completion.
FAA had observers present during most
of the wind tunnel testing and has been
provided with the resulting data and
interim data reduction results .
Flight tests are to be undertaken as
Phase II of the overall test procedure .
The development of a protocol for flight
tests was undertaken by Beech
engineers parallel with the wind tunnel
testing and the initial drafts promptly
submitted to FAA. After several
conferences, revisions and
modifications, a draft of the protocol
was approved by FAA on June 3, 1986,
subject to minor modifications requested
by FAA which have been complied with
by Beech engineers.
At the conclusion of the wind tunnel
tests, Beech commenced
instrumentation of the test aircraft, a
Model 35-K, Serial No. 0-5932. This
aircraft was manufactured in 1959 and
was in normal service - not owned or
pogo 1807 a'ptomber 1988
operated by Beech - until it was
acquired by Beech for the purpose of
flight testing . Instrumentation is
essentially complete and we are
presently In the final stages of
calibration.
Phase III of the test plan calls for
static testing of the empennage
structure, which will be conducted
parallel with the flight testing .
The test program overall is a massive
effort. Beech will spend about $1.8
million in conducting the test program.
When these tests are completed, the
V-Tail Bonanza will be the most
thoroughly tested general aviation
aircraft ever built. Indeed, it will have
been subjected to rigorous test
procedures comparable only to those
conducted on some large commercial
passenger aircraft .
The flight test aircraft is equipped with
the most modern data collection
equipment used in flight testing. We will
utilize telemetry down-link through part
of the flight test program which will
transmit real time data to a ground
installation, where specialists will be
reviewing the data as it occurs. FAA will
participate in and witness the flight test
program throughout, as they deem
appropriate, and will monitor static
testing of the empennage and tail cone,
which will be tested to failure. Beech
plans to static test at least 12
empennages and 2 fuselages in the
static test program.
We have attempted to expedite this
program throughout all phases. Present
plans call fo r completion of both the
flight tests and the static testing by the
end of August, 1986. Static tests will be
conducted in the Beech laboratories in
Wichita and the flight test article has
been instrumented and calibrated at
Wichita. However, we anticipate that
weather conditions will make it
necessary to transport the test aircraft
to a remote location to adhere to the
expedited flight test schedule. FAA is
prepared to participate in off-site testing .
The flight tests and static tests will
provide the real or valid data from which
a careful assessment of loads and
structural integrity can be made. Until
those tests are completed and the data
reduced, no reliable predictions can be
made of the outcome or the precise
values. The wind tunnel tests indicate, in
some instances, loads on the
empennage that are somewhat higher
than predicted by Beech engineers at
the time of original certification In 1946
and recertification of later models.
These data, however, are not totally
representative of the aircraft in flight
because only the empennage could be
mounted in the wind tunnel and the data
does not accoun t for the effects of the
fuselage and wings ahead of the
-~-
empennage in actual flight. However ,
the tail loads reported by the wind tunnel
tests are all within the ultimate strength
or load-carrying capability of the tail
within the flight envelope and do not
indicate to either Beech or FAA
engineers the need for any action
pending completion of the flight and
static lest programs.
Beech engineers have planned a flight
test data analysis to be run concurrently
with flight testing. This is a very
ambitious program and our engineers
and the FAA mayor may not be able to
keep pace with the flight test program,
particularly if wea ther delays occur. We
do anticipate, however, that analysis of
the flight and static test data and their
correlation with the wind tunnel data
should be completed within 60 days of
the completion of flight tests, which
would mean that the analysis should
be completed by the end of October,
1986.
Beech hopes and expects that the
FAA will promptly publish the re sults of
these tests and the position of Beech
management is that the re sults of the
test - whatever the outcome - should
be published and made available to all
Bonanza owners as quickly as possible.
A further aspect of the test program
should be mentioned. In addition to
structural and loads testing , the flight
test program has been designed to
include a series of flights to evaluate the
spiral stability characteristics and stick
forces for the Model 35 for operating
conditions within the presc ribed fl ight
envelope and also for aft CG flight
conditions, even outside the envelope .
We believe these test results could
provide useful data in terms of sa fe
operating limitations and procedure s.
The results of this phase of the flight
tests should, in Beech's opinion , also be
made available to Bonanza owners.
Finally, you are aware that the V-Tail
Bonanza is nol currently in production at
Beech and you are probably also aware
that cost factors - primarily product
liability insurance and defense costs have forced Beech and other
manufacturers to discontinue production
of most plston~d riven airplanes.
However, Beech will not abandon the
Model 35 airplanes and remains
dedicated to the support of the entire
Bonanza fleet.
Very truly yours.
Beech Aircraft Corporation
W.H. Schultz, Division Mgr.
Product Assurance and
FAA Liaison
american bonanza society
-
in a far shorter field than it requires for
take-off. Keep this in mind and don't get
over confident about how short a runway
you can possibly "squeeze" your
Bonanza into. A perfectly executed short
by Sam James
It's an interesting thing about landing
airplanes. There is probably no other
portion of the entire flight operations that
plays a more significant rol e in
determining the perceptions of a pilot 's
proficiency. Many times a check-out will
include only an evaluation of the pilot's
landings, while other portions of the
pilot's skills, or lack of same, may be
overlooked. Most of us realize that this
emphasis is misplaced to a great extent;
nevertheless, it continues. There is no
question that pi tots, as a group, can do a
great deal to improve the quality and
consistency of their landings.
Earlier this year, experts from a
particularly well done FAA & GAMAproduced slide program were introduced
to the Bonanza Pilot Proficiency
Program. Reactions have varied widely,
from the feeling that these are too
rudimentary for a group of advanced
pilots to those who requested to view
the entire program because they found
the experts so valuable. The plaudits
have far outstripped the negative, but
unfortunately, we have been unable to
determine how to include the whole
three hour program . In a very interest-
holding (even entertaining) way, "On
Landings" seems to review and
reemphasize those areas in the landing
concept of "driving the airplane right
into the runway". The easiest way to do
this (and teach it) is to carry plenty of
airspeed and allow the airplane to
touch down in a nearly level flight
altitude. The fallacy here is that the
more weight we have on the wings, the
smoother it is when the wheels touch
we see with respect to landings in our
instructors fades even further into the
art which needs to be revived.
past, the tendency is to allow the touch
down speed to increase gradually. The
landing seems smooth enough, but the
problems of runway length, and ground
handling (the transition from flying to
taxiing) become much more difficult ,
even dangerous. If the load of the
airplane can be transferred to the
landing gear at or a knot or two above
stalling speed with the airplane just
above the runway, seve ral benefits
become obvious. Wear and tear on the
airplane and landing gear is greatly
reduced . Far less runway is required to
complete the landing and roll out. The
Remember the advantages that full
stall landings have to recommend them.
First , and probably most important,
slower landing speeds provide more
reaction time for the pilot to respond to
the runway , and this whole objective can
transfer from flying to taxiing is much
shorter and full control in the taxiing
mode is essentially immediate. Finally,
the tire wear and need for brake
applications is tremendously reduced .
(At today's prices thi s has to be an
important consideration.)
" Burning" the airplane in at 100 knots
american bonanza society
as favorable at take-off time.
The most prevalent deficiencies that
be accomplished by touching down at
an airspeed well above stalling speed.
As time progresses and time with
operation that have proven to be the
Instructor, in his normal routine of work,
accomplished from the runway, even if
the weather conditions may not be quite
Pilot Proficiency class are 1) the failure
to use a landing check list; and 2) the
tendency to carry too high an airspeed
throughout the approach and to
touch down on the runway too fast. Full
stall landings may be becoming a lost
most troublesome. If you learn of an
opportunity in your area to see the entire
presentation, we highly recommend it.
An especially highly respected and
skillful instructor we had Ihe privilege of
flying with in our early aviation years
reduced his theory of truly exceptional
landings every time to its very
fundamentals . In a single day this
was observed making perfect landings in
a Lockheed Constellation , a DC-3, a
Cessna 310, 180 & 140, and a Lockheed
10. Each of his landings was flawless
and the actual touchdown was a perfect
" grease job". We asked him his secret
of such perfection with each of these
airplanes, all of which differ greatly. His
answer: "It's easy. Just get the airptane
an inch off the runway and stall it."
This "secret" does oversimplify the
landing procedure someWhat, but it does
emphasize the importance of an all too
often neglected featu re of really good
landings. That, of course, is the full stall
landing . This concept has become
dimmed considerably by the advent of
so many tricycle-Ianding-geared
airplanes and the Madison Avenue
field landing without incident could very
well create the need for removing the
airplane on a flat bed truck. Be sure to
consider your take-off before you land to
verify that an easily safe take-off can be
or better and starting those small tires
rotating from 0 to such a high touch
down speed obviously increases tire
wear. Also , brake wear is considerable if
those two comparatively small disks and
" pucks" are required to slow the
airplane and all its load down to a
manageable taxi speed. Don 't forget that
at these higher speeds some pilots have
allowed themselves to get used to, there
is still lift on the wings, thereby reducing
the weight on the tires. This fact
si gnificantly increases the time between
runway conditions and make the
transition from flying to taxiing almost
immediate and far easier. Second, the
slowe r the airplane is moving when it
touches the ground, the less strain it
places on tires, landing gear, and
brakes. (It may even be possible to avoid
using brakes entirely in many cases.)
Third , and this is by no means
insignificant, as far as cost is
concerned, it is highly gratifying to have
your mechanic or FBO service manager
grumble because your recently
completed 100 hour inspection or annual
did not reveal that new tires and brake
maintenance were required. That's the
kind of benefit you can take to the bank !
ON A PERSONAL NOTE - On July
12 at the ABS convention in Boston ,
your columnist was fortunate to receive
one of the greatest and most treasured
awards he can think of. In lieu of
incoherent babblings at a time of such
total shock, it seemed more appropriate
to express myself after taking some time
to organize my thoughts.
The concept of the Bonanza Pilot
Proficiency Program was both unique
and obscure. Without a committed and
insightful Board of Directors, such a
flying and taxiing , as well as increasing
training program could never have
the chances for a brake to stop tire
rotation altogether and cause excessive
progressed beyond the talking stage.
The Board's perception of the value of
lire wear and flat spots from the
such a training program deserves the
resulting skids.
Another by-product of these slower
landings is that the confidence of the
pilot will also be restored so that 2500
foot runways will not appear prohibitively
short or at least will not be a major
accolades of each ABS member, as well
as the entire aviation community. The
Board's determination to see the
concern. The Bonanza has remarkable
short field performance capability.
Properly executed, a Bonanza can land
program succeed, despite initial financial
adversity, is cause for each of us to be
very proud indeed.
The staff in Wichita, Cliff, Vickie,
Lavina and Karen, cannot be praised
highly enough for making the
september 1988 page 1808
administration of such a complex
logistical "free for all" more than easy.
It is a delight.
The privilege of meeting and working
with the finest , most dedicated
professional Instructors in aviation has
to make this one of the most enviable
positions. Working with our regular team
members, John Eckalbar and Ken
Pearce, and all of the others, who travel
when we need them (sometimes across
the country), and the expert local
instructors all brings a level of
excellence to our program that is
benefilting the entire membership, our
favorite airplanes, and the heritage of
the Amer ican Bonanza Society.
Such recognition for working with
motivated, safety-oriented pilots, flying
the finest airplanes in excellent
condition, who crave even more skill and
knowledge, is very humbling . All of the
ingredients mentioned above are an
enormous reward in and of themselves.
My pledge to the membership is that
the pilot training program will continue
to grow and flourish consistently with the
established standards and goals of the
American Bonanza Society Air Safety
Foundation .
I remember my shock on July 12. I
am still uncertain that I deserve such an
award, but I am, and will be, forever
grateful.
Sam James
NORMALLY ASPIRATED
THROTILE USAGE
Often while hangar flying , thinking
flying, or really flying we exlude, or
possibly under value, the importance of
the throltle as a primary FLIGHT CONTROL and maintenance tool. This knob
has the ability to affect our aircraft both
in performance and economy to limits
that are quite surpri sing . From takeoff to
landing the proper use of the throttle in
piston-powered airplanes requires al
least a basic knowledge, and better yet
a thorough knowledge, of the various effects produced by throttle setting procedures.
After the engine has been adequately
warmed up (see ABS Newsletter, page
1581) for producing takeoff power, the
throttle should be FULLY OPENED in
such a manner that the engine is able to
accelerate in RPM as the throttle is advanced. That is to say, do not "straight
arm" the throttle with a sudden motion ,
but rather a continuous motion from idle
to full open , usually requiring about 3 to
5 seconds. This somewhat gradual rate
of opening does several things. It will
prevent overboost of the engine
cylinders in pressure by allowing RPM to
increase as manifold pressure also increases. It will prevent or minimize
overspeed in RPM by allowing the propeller governor/propeller pitch change
mechanism adequate time to perform
their very vital function .
Have you ever witnessed a takeoff
where the airplane reaches the end of
the runway , you hear a sudden burst of
noise (power/RPM) and then a definite
decrease In noise (power/RPM)? Wha t
happened here was a very rapid opening
of the throttle, a very rapid rise in RPM
with an overshoot leading to near sonic
propeller tip speed (loud noise) and then
the RPM return ing to normal maximum.
Although this event should not occur due
to the static RPM limit of the fine pitch
stop being specified at or under max-
poge 1809 .eptember 1988
imum allowable RPM (FAR 23.905), it
does occur due to mis-setti ng of the
stops and a normal or slow-to-act governor pitch change mechanism.
The propeller governor does not have
any information to work with except
RPM, no antiCipation capability by virtue
of throttle setting or rate of RPM increase, so by the time the pitch change
mechanism moves, it is too late. Thi s
type of power application is VERY injurious to all engine and propeller co mponents. Additionally, very rapid
temperature changes take place
throughout the cylinder and piston
assemblies whi ch can lead to overstress
and resultant cracking or breakage.
The throttle should be FULLY OPENED
for several reasons. The engine (in
normal serviceable condition) will easily
produce full throttle power without
overstress or decrease in its useful life.
The certification of an aircraft engine is
a VERY rigorous procedure and the
engine must demonstrate the ability to
not only survive these tests, but show no
sign of wear or tear which would render
it unairworthy at the expected T80 (FAR
33.49-33.55).
First of all, we need the performance
which full available horsepower (HP) produces. This enhances safety in both
rapid acceleration to liftoff or abort point
with maximum runway remaining and
then best climb to a safe altitude for
transition to normal climb speeds. If a
power reduction is necessa ry after
takeoff to avoid higher than allowable
continuous HP, it should be done at the
same slow or rathe r slower rate than
was used for power application. There
are very rapid temperature changes
taking place in the cylinder assemblies
with either a change in RPM or manifold
pressure which result in equally rapidly
changing clearances of the associated
parts'.
If the throttle is reduced enough to
shut off the mixture enriching system, a
large amount of cooling means is taken
away, especially to the piston and exhaust valve. If the power reduction will
be of this magnitude for purposes such
as staying in the airport traffic pattern, it
should be done over quite a long period
of time to allow clearances of the
various parts (cylinder to piston/ring to
piston and cylinder, etc.) to remain more
constant than would otherwise take
place with rapid power changes. Engine
failure at first power reduction occurs
too often to be ignored and smooth transi tion to climb power will do much to
eliminate that horrible possibility.
There are several ways to operate the
engine for maximum effectiveness.
depending on just what it is we are trying to accomplish. If aircraft top speed,
or maximum climb rate , or both , is
desired, horsepower is what we are after
- that is, horsepower delivered to the
propeller. This could be limited by rotational speed due to decreasing propeller
efficiency at high tip speed resu lting in
lower thru st produced for horsepower input. Th ere may be engine limitations
such as with the " E" series engines;
however, maximum ALLOWABLE HP is
the thing that gets the work done In
this case.
For cruising we are interested in
either maximum speed , maximum range
or somewhere in between , but in all
cases, minimum fuel consumption . At
altitudes below 6000 feet ±, th ere will
be several combinations of manifold
pressure (MP) and RPM which will produce maximum recommended crui se HP
(speed), and the same for lower HP settings (increased range). As altitude increases, it will usually require full throttle with selection of RPM to produce the
desired HP (speed or range).
If a given engine is mounted on a
dynamometer and horsepower produced
versus fuel flow curves are plotted,
some interesting and useful information
will be obtained whi ch can be put to use
with the engine installed in an airplane.
It will be found that the lowest fuel flow
for any given SHAFT OUTPUT HP will be
with the highest MP and lowest RPM
which will produce the desired HP so
long as these MP/RPM combinations are
within the structural limits of the engine
as set forth by the manufacturer's
recommendations. Of course, when insta lled in an airplane, we also have airframe and propeller limitations which additionally restrict or narrow the allowable
choices.
Why does the fuel flow vary with the
same output HP? As engine speed increases so does friction , and the fri ction
is overcome by some percentage of our
(Continued on Page t8tO)
american bonanza society
\
(Continued from Page 1809)
•
•
total fuel burn. For instance in a six
cylinder engine such as the'''E'' series
th~ 0-470 or the 520 engine, the fuel r~­
qUI red to overcome friction at maximum
allowable RPM (2600 ±) will be approxImately 15% of total fuel burn. For a 250
HP engine to produce 150 HP at 2400
RPM (60% power setting) requires 35 ±
HP of fuel burn to overcome friction
while at 2000 RPM and 150 HP it w~uld
drop to 24 HP fuel burn, or about ';'
gallons per hour (GPH) less fuel at the
lower RPM. These figures are
generalities for engines of the size and
design as installed in Bonanza airplanes
and will vary from engine to engine
d~pending upon engine condition , lube
all type and fuel/air mixture distribution
to the individual cylinders.
Lowering RPM to the lowest acceptable value will not only decrease these
friction losses, but will improve propeller
efficiency and may decrease total wear
and tear on engine components due to
the decreased "distance" the parts
must move per minute/hour, etc . When
RPM is low, high MP must be used to
achieve desired HP. There are many advantages to gain with FULL throttle settings so long as engine/airframe limits
are not exceeded .
Carbureted engines suffer from widely
varying fuellair mixture distribution at
varying throttle settings. This is especially true in float-type carburetors and, 10 a
lesser degree, in pressure (Bendix) units.
Properly adjusted and maintained fuel injecllon systems do not pose this problem .
When the throttle butterfly valve is
but fully opened, the liquid fuel
IS diverted by the turning vane-like action of the valve and therefore the individual cylinders receive varying mixtures, increasing overall fuel burn/power
produced. Wide open throttle valve settings produce the optimum mixture evenness. Crankcase pressure is usually at
or very slightly above, atmospheric
'
pressure. With wide open throttle setti~gs, the pressure in the intake manifold
Will also be very close to this value, less
those restrictions imposed by air filter
and friction losses, with intake stroke
cylinder pressure being a function of intake breathing efficiency of the cylinder
Intake porUvalve design . During the intake stroke, if the pressure on the underside of the piston is greater than on top
of the piston, a definite work force by
the engine is required to overcome the
differential.
Although difficult to calculate, the
rough approximation of power required
to overcome this "pumping or
breathing" loss In six cylinder engines of
± 500 cubic inches at normal RPM is 4
HP per inch of mercury differential (V,
PSI) between crankcase and intake
manifold.
~nything
•
american bonanza society
EXAMPLE: 25" Hg atmospheric (crankcase) pressure, 20" Hg manifold
pressure = 20 HP ± fuel burn to
overcome breathing loss (1 V, GPH).
No, we ca~not get more shaft power
from the engine by using high MPllow
RPM setting, but we will burn less, and
In s?me cases considerably less, fuel to
achieve any given HP where a choice of
MP/RPM is available.
What about "Qversquare" operation
and all its evil effects so long taught to
student pilots? This rule of thumb had its
beginning when engines were not built of
the malerials available today, nor did we
have the higher quality lube oils which
do a vastly better job of keeping things
In one piece.
. I believe the largest single factor contributing to the early demise of an otherwise normal engine is improper throttle
usage. Engines of yesteryear could
withstand throttle abuse to a greater
degree than engines we operate today
due to their design and " beef " (not
overall strength, which was much lower).
The clearances in our air cooled aircraft engines (cylinder/piston
assemblies) is as much as Ihree times
that of a water-cooled engine, and for
good reason . A 500 degree F change in
both Ihe steel cylinder and aluminum
piston will remove ± .007" of the " room
temperature " clearance with various
other .changes in ring fit , valve guide and
seat fll, etc. Water-cooled engines are
not subject to such drastic temperature
changes.
Unless great care is taken to reduce
power for descent and landing, a total
loss of Ihese clearances can occur
resulting in broken rings , scored cylinder
walls and scuffed or cracked pistons.
This, coupled with the thermal cracking
of cylinder heads and barrels, will result
In shortening cylinder life or total
cylinder failure . When the throttle is
reduced , a loss of cooling 10 Ihe internal
parts of the cylinder assembly occurs
(incoming air and fuel) , less heat is applied to the cylinder and all the while the
cooling airflow remains the same . This
results in very rapid decrease in cylinder
SIZe wllh quite a long period of time required for the piston/rings to "catch up".
Although 15" MP should be considered
the absolu!e minimum for normal inflight
power set lings, a sudden closing of the
throtlle from cruise or climb to the 15"
setting should be avoided. Incremental
decreases spread out over about a two
minute time will alleviate the stresses
imposed by rapid engine cooling so the
engine does not suffer . If a speed reduction in the traffic pattern is required for
gearlflap extension and the power is
already at 15", a slight climb of 50 to
100 feet is preferred to closing the throttle towards the idle stop. Once the landing configuration is reached, power from
that point to touchdown works out to be
15/17" MP except in unusually steep or
shallow final approach descent angles.
After landing, engine shutdown should
not be accomplished for a minimum of
three minutes to possibly as long as 10
minutes In a very tight engine. If the
engine doesn't "bounce" back on the
last cylinder to come up on compression
but rather stops dead , it was shut down
too early. Also, as a safety item, before
shutdown with the mixture control
check to see that the mag switch 'actually grounds both mags while in the "off"
position . Do this at slowest possible idle
speed and only momentarily switch position to " off" followed by "both", then
normal shutdown. If installed, open the
ballery and generator loggle switches
first before doing the "off " position
check to avoid challering of the master
relay while sweeping through the other
magneto switch positions. The mag
runup check does not verify the "off"
position function .
There are many options available to
the pilot regarding operation of his
airplane. It is possible that some of the
above information can be incorporated
Into an already satisfactory operation to
enhance it to an even higher level.
Here's wishing each of our members
26 inches of manifold pressure at 14,000
feet above sea level.
Lew Gage
Sunrise Filters, Inc.
2255 Sunrise
Reno, Nevada 89509
(702) 826-7184
POMONA AERO CENTER
For all you Beech Bonanza and Baron
owners on the West Coast, Don Blue,
the former owner of Blue 's Flying
Service in Torrance, CA, a Beech
support center, is now open for business
at the Brackett Airport in the city of La
Verne, CA.
This airport is close to all airports in
Ihe Los Angeles area . The name of the
business is called PAC. Drop by and let
Don give your aircraft a safety
inspection while you wait. Also, if
needed, a thorough annual inspection on
your aircraft can be performed in their
complete repair facility .
Don has been servicing my Bonanza
for the past couple of years and I now
look forward to the same conscientious
service for my Duke as well. For great
service at competitive rates, give Don a
call at 714/596-5436.
Don Monday
ABS H9904
september 1988 page 1810
CONVENTION DOOR PRIZE RESULTS •
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Fuel Restrictor Kit
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Handle liller
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SC150 Angle of Allack Systems
Complete Aircrall Engine Ignition System
2) OOZM 15 Oxygen Masks
2) OOZM 15 Oxygen Masks
Windbreaker
Windbreaker
Porlfolio
Porlfolio
Certificate for SIS Kit
Bollies of 303 Protectant
Bottles of 303 Protectant
Instrument Flight Training Manual
FAR/AIM Packet
FAR/AIM Packet
Zippo lighter
Mini Mag light
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Mini Mag Light
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Six Month Subscription
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Nylon Shoulder Bag
Nylon Shoulder Bag
Nylon Shoulder Bag
Data Log Book
Data Log Book
Survival Sense ot Pilots
Map light
Map light
Map light
Drop light
Vinyl Folder with Calculator, Clock & Pen
Gold Bi-Wlng Ornament
Gold Bi-Wing Ornament
Donated By
Shaw Aero
Shaw Aero
Shaw Aero
Shaw Aero
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Safe Flight
Slick Aircrall
Puritan-Bennell
Puritan-Bennell
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Phillips 66
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D&D Aircraft Supply
303 Protectant
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Aviation Book Co.
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McCreary Tire
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Pilot's Audio Update
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Arnav Systems
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tntertech Aviation Ser.
Rich Aviation
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Teledyne Continental
Belcher
Belcher
1) Set Exhaust Stacks for G Model
(Repaired and Serviceable)
1) Electric Prop Motor - For G Model
USED PARTS LIST
TF 1900 Thompson Engine Driven Fuel Pump
Sam Campbell
Lear Romec Engine Driven Fuel Pump
316/262-6383
25 Gat. Auxiliary Fuselage Tank
Simmons Fuel Injection for Travel Air
Governor and Hoses for Hartzell Propeller Kit
B35 Fuselage and E t 85-11 Engine
Brittain B-1 Autopilot (Wing Leveler)
Goodyear Tires, Wheels, Brakes 700 6
Tail Cone
Narco DME 70
Freshly overhauled PS50 Carburetor
pege 1811 ..plambar 1988
Prfze Won By
Kenneth McGregor, Cedar Rapids, IA
Lawrence Carlson , Rockey Hill, CT
Russ Stapleton , Amelia Island , FL
Peter Roessiger, Wolfboro, NH
Allan Niemi , Madison , WI
G.T. Heitman, FI. Myers, FL
Dan Crippen, Sun City West , AZ
V. Scott Follansbee, N. Andover, MA
Bill Druschel, New York, NY
Charles Allen , Lacon , IL
William Powers, Turners Falls, MA
Charles Bragg , Stow, MA
John Italiano, Villa Park , CA
Robert Eckley, Tallahassee, FL
Bob Eschweiler, Milwaukee, WI
John Kilbourne, New York, NY
Joe Green, Dallas, TX
Calvin Early, Ijamsville , MD
Sleven Brockman , Seattle, WA
D. Bellek, Zephyr Cove, NY
Don Monday, Camarillo, CA
S.D. Simpson, Medina, OH
Charles Allen , Lacon, IL
John Howard, Sunnyvale, CA
B.E. Wright. Winter Park, FL
Ken Bailey, Cary, NC
Alden Barrios, LaJolia, CA
Max Burdick , Murray, UT
Paul Tracy, Smithtown , NY
Ira Wheeler , Manchester, KY
John Sherwin, Manchester, NH
Bob Gelakoski, Tampa , FL
Thad Johnson, Hickory, NC
John Lewis, Rockville, MD
Sam James, Mequon, WI
Rex Stewart , Omaha , NE
Thomas Dooley, Savannah , GA
John Bettencourt , Tipton , CA
Fred Wertz, Roanoke, VA
Lew Gage, Reno, NV
William Barbour, Concord, MA
Robert Buch, Southbury, CT
Robert Weber
612/437-5769
Lee Huffacre
Carl Benz Street, Nl08
Mannheim, West Germany
phone 01144621-2448
Robert Thomas
904/732-4903
ADF Bendix T 12-3, Digital
West ox
Nav/Com Narco DME 70, Yellow Tag
213/543-2992 days
Misc. Instruments and Parts
213/833-8283
1) Turn & Bank Edo Air, Yellow Tag with Autopilot Pick Off
Gyro Pressure Gage Modell 6 8-3
Wakmann 8 Day Clock, Needs Overhaul
Narco VOA-6
Bonanza Nav/Com Antenna
Right & Lell E33 Elevator Trim Surfaces
Right & Lell E33 Round Wing Tips with Nay/Slrobe lights
1) Set Goodyear Brakes & Wheels
3) Complele Fuel Injection Ki ts
Larry Page
214/266-7328 office
214/225-2005 home
american bonanza society
J_ Norman Colvin
Retired Beec h Projec t Engineer
on Bonanzas and Barons
ABS Technical Consultant .
Service Clinic Inspec tor
S35 CYLINDER FAILURE
Dear Norm :
We have an S35 Bonanza , Serial
#7677 with a Continental 285
horsepower IO-520BA engine , Serial
#121481-7B . This engine was remanufactured to new engine tolerances
in November of 1980. It now has about
720 hours since that remanufacturing.
This past week while on climb out at
1500 feet , the number six cylinder blew,
splitting the cylinder into two parts. Fortunat ely I was able to return to the airport and make a normal landing.
We obtained a cline cylinder assembly
consisting of the cylinder, piston and
new pin , and this was installed. Following
this, the aircraft seemed to perform
satisfactorily. The question comes now
as to what should be done further . I
have had advice from knowledgeablepeople telling me to do the following :
1. A boroscopic examination of all
cylinders.
2. A top overhaul.
3. A complete overhaul of the inj ection
system and diffuser.
4. Remanufacture the engine.
This has left me in a quandry as to just
what should be done, if anything , and I
would greatly appreciate your advice on
where I go from here.
J.R. Edwards, M.D.
ABS#7411
BONANZA WING
BOLT QUESTION
Dear Norm:
Cannot say enough good about ABS,
and fhe technical advice you bring to the
community of Bonanza pilots/owners.
Ouestion: We 've all heard of the wing
attachment bolt situation on the bigger
Beech products, but recently I have
received letters
"suggesting/recommending" inspection
of Bonanza wing attachment bolts, and
this from a Beech authorized factory
dealer (?). Now I am not one to skimp on
inspections, if needed , and replacements
if indicated, but what is the history of
Bonanza wing bolt problems?
If I were to spend the time and money
(up to $700) for the inspection, I would
most likely have new bolts installed,
rather than putting the old ones back In.
And I suspect there are others who go
along with this idea of not reusing the
old bolts, so this might bias my inspection and replacement figures for the
bolts. My Bonanza is a 1974 F33A with
over 6,300 hours, a lot of that time as a
PSA pilot trainer. It has one hard landing
in the books, with a detailed inspection
following if , and thaf was years and
hours ago. It has been both in a hangar
and on a tie down , but not in a sea-air
environment.
So, what's the real story? Is there any
justification to invest up to $1000 for inspec tion and replacement of Bonanza
wing attachment bolts? Or is someone
trying to capitalize on a problem? Maybe
the easy way to ask th e question Is " If it
were your airplane, would you have it
done?"
Thanks for your time; see you at
another Clinic soon ... that is the best
$85 anyone can invesll Keep up the
good work.
Nicholas D. Skeer
ABS #18190
Dear Dr. Edwards:
If it were my engine, I would not be
duly concerned. It ?night be a good idea
to baroscope the cylinders, but I would not
anticipate that this would reveal any
defects. I make a practice of inspecting
the lower side 01 cylinders in the area
where the heads meet the barrel. If
black oif is present, the cylinder is
c racked,
I really think that you have no problem, however, I would suggest that you
call the service department of ContinenDear Mr. Skeer:
tal Motors in Mobife. They will give you
There has not been a wing bait failure
an honest opinion.
on the Bonanza or Baron series
Norm
airplanes. We have seen some corrosion
american bonanza society
in the wing spar bathtub fitting caused
when the water drain hole in the fitting
became plugged. Even in this condition,
the wing bolt remained good. While the
Factory has indicated in their bulletins,
that inspection is mandatory, the fact remains that nothing is mandatory unless
the FAA issues an AD. and in this case,
no AD. has been issued and it isn 't likely one will be unless failures occur.
Based on past history, none will occur.
I have been concerned that inspection
can cause trouble in that original bolt
torque was based on a dry torque (no
lube on threads). The new bolt torque
values are based on wet torque (lube on
threads). It is true a placard is included
with bolts, but placards get lost and
mechanics don't always read placards,
so it is impossible that a wing bolt can
be overtorqued and will fait, t have
observed wings broken off in the center
section and the wing bolts were still
secure in their fittings .
In answer to your question : No, if it
were my airplane, I wouldn 't do it.
Norm
BARON OIL LEAK
Dear Norm:
l awn a 1968 Baron. Both engines are
midtime and use very little oil (1 quart!
10 hours and 1 quart/6 hours). The problem I am having is an oily mess under
the wings where the gear door closes or
under the wings between the engine and
fuselage . I have wet vacuum pumps on
the plane . The oil does not seem to
come from an engine leak nor from
breather tube blowby. I have checked
both unfeathering accumulators for
leaks and there were none. I flushed out
the oil separators per maintenance instru ctions and have cleaned the
Goodrich Control valve filters for the deice boots, Do you have any suggestions
or is this just the nature of wet vacuum
pumps?
Carl H. Sutherland
ABS #19952
Dear Mr. Sutherland:
The most likely source of trouble is
the vacuum pump. The oif seal is allowing too much oif to enter the vacuum
pump. This high volume of oif is more
than the oif air separator can handle.
I would suggest that you install a
Walker Engineering oif air separator
which has adequate capacity to handle
the excess oif flow. Since room in the
nacelle is a factor, the Walker separator
is better suited. Rich Aviation, phone
805/486-6760, is one of the supply
sources lor this filter,
I feel certain that this modification will
solve the problem. If not, let me know.
Norm
.eptember 1988 page 1812
18th 4nnual4BS
BO§JOf
July 9-13~
A GREAT TIME
AT BOSTON '86
Over 500 people attended the Boston
Convention and everyone seemed to
have a good time. There were 166
planes tied down at Hanscom Field and
quite a few people arrived by
commercial airlines due to expense and
distance. Our Headquarters Hotel was
elegant and the City of Boston
overflowed with history and fine food .
ABS PreSident, John Pixton, turned
the reins over to our new President ,
Charlie Gibbs and Charlie extends a
personal Invitation to all ABS members
to attend the 1987 convention June 17
thru 21 In Wichita, KS.
page 1813 ...., ......., 1. .
american bonanza GOClety
~onVt:ntjon
i '80
1988
american bonanza society
.eptember 1988 plge 1814
by David Redwine
NOT STANDING BY. In the lasl few
months these columns have seen a lot
of bragging by me about the equipment
my partner and I have added to our
airplane. All of Ihis equipment has been
designed and Intended to make flight in
general and IFR flight in particular safer,
easler, and more reliable. Because of
this equipment , and because Ihe volume
of my flying has lessened somewhat in
the last 7 years, I have not had to
cancel a flight because of a problem or
unscheduled maintenance in 5 years. My
flight to Boston to the ABS Convention in
July ruined that record.
On Wednesday of convention week, I
got up early for a 6:30 a.m. departure. I
intended to fly from Kentucky to
Philadelphia to pick up my wife who was
visiting relalives, and from there 10 travel
on to Boston for the convention . The
usual route from central Kentucky to
Philadelphia Is Ihrough the middle of
West Virginia, crossing Charleston,
Elkins, and Martinsbu rg , turning south to
cross Baltimore and then proceeding
northeaslward Ihrough Ihe middle of
Delaware with the Dupont VOR at
Wilmington being the last fi x before
vectors to the airport. This circuitous
routing is required to stay out of New
York Center's airspace.
The weather that Wednesday was
unsettled, with thunderstorms forecast
for the afternoon. A low pressure system
was located In the upper midwest, with a
stationary front from Indiana and Ohio
along the Pennsylvania-West Virginia and
Maryland border going out to sea . Since
I was following my own advice and flying
early in the morning , hoping to be in
Boston by noon , and because I had a
Stormscope aboard, I was not too
concerned about the weather.
My problems began as I entered West
Virginia. I encountered building cumulus,
causing me to be on the gauges about
60 to 75% of the time. Over Charleston,
in the middle of the sta te, my gyro air
pressure pump failed . Now I knew it had
a lot of hours on it, and I knew those
things failed regularly about every 400
hours. We had Installed the standby air
pressure system for precisely that
problem. When the pump failed , a little
red flag swung out over my HSI,
notifying me of the inadequacy of gyro
air. Also, the green light on my standby
system came on, notifying me that the
primary pump was not putting out 3
inches of air pressure . Big deal. The
clutch on the standby air pressure
pogo 1815 . oplombar 1986
system would then engage, the standby
air pressure pump would then provide
power to my primary flight Instruments,
and I would complete the trip to Boston.
A Beech dealer at Boston su rely could
replace the primary pump while I was
enjoying the convention.
But wa it, the flag stayed out over the
gyro which meant it was not getting
sufficient air. If the backup system was
working , that flag should retract and no
difference should be noted on the gyro.
Then there was the air pressure gauge
to the far right of the panel. Even though
the green light was lit, indicating the
failure of primary air pressure, and I had
assumed that the clutch had engaged
and the secondary pump was providing
pressure, the air pressure gauge itself
read zero. The autopilot, which takes its
primary inputs for altitude hold and for
roll from the artificial horizon, started
climbing and descending 20, then 40
and then 50 feet in an uncomfortable
" porpoislng " action . Surely the autopilot
wasn't acting up, 100.
Well, darn (I actually said much
worse)! I realized that the backup
pressure system wasn 't working at all,
and I had no backup air pressure. I was
on the gauges, In building cumulus, with
airliners out of Washington and
Baltimore deviating around
thunderstorms north of those airports. I
had a passenger waiting for me at a
small airport in southern New Jersey, I
had a big convention planned, I was
over mountainous territory with nary a
Beech dealer in the state, and I had no
gyros!
The first thing I did was to cover the
air driven Instruments with rubber disks
formerly called octopus soap holders,
which consist of a rubber disk covered
by small suction cups. I use these for
flight training and I carry an extra set in
my own airplane for exactly this
situation , that is, to eliminate the
distraction of the erroneous information
given by these gauges. I felt comfortable
reverting to flight using only the turn and
slip indicator, wet compass, altimeter,
and No. 2 course deviation indicator. As
I rode through central West Virginia, I
began looking for a place to land. I
recalled that when I had a landing gear
motor failure 5 years before, the shop
making the repairs had to get the part
from Page Beechcralt at Washington
Dulles Airport. Although Page had
changed its name, I believed that It was
still a Beech dealer, and I calculated
that my best chance of getting the part
would be at Page at Dulles. ft was only
about 20 miles off my route, had very
long Nnways with multiple ILS
approaches and, In a real pinch, had
airline service If I wanted to get out
before repairs were completed.
I thought I was being the master of
forethought when I called Page on the
unlcom and asked them to telephone
their parts department to see if they had
vacuum pumps In stock. They duly
reported that they did and had
mechanics on duty that day, so I went
back to ATC and requested an
amendment to my flight plan to land at
Dulles.
I arrived at the Page maintenance
hangar before 9:00 a.m .. and
Immediately began negotiating with the
servic e manager to get the pump
replaced. Now, on our airplane we have
an Airborne 242CW as the primary
pump, and we installed an Airborne
212CW as the backup pump. Mechanics
and pump overhaulers tell me those
pumps are identical, except that the 242
has COOling fins on It and is generally
considered to have grealer capacity,
even though Ihe internal dimensions and
design of the pumps are the same. As
luck woulld have It, Page did not have a
242CW In stock, and could not replace
my primary pump. They did have a
212CW in slack , and replaced the
backup pump with it. However, when we
ran the engine up, even the new backup
pump was not putting out any pressure ,
and we then assumed the problem 10 be
in the clutch assembly. The mechanic
and service manager laid me they could
not put a 212CW on the engine in place
of the primary pump because the engine
was only certified with a 242CW, and
that the Beech and Continental literature
did not permit a substitution of the
smaller pump. Nor would they turn Iheir
backs long enough for me 10 install the
smaller pump in the primary position
myself! Now, I was really mad. Mostly, I
was mad at the Rapco people who made
the clutch and standby air pressure
system , upon which I bragged In last
July's Newsletter, and which had now
failed me, caused me to abort my trip,
and was going to cause me a significant
delay. I was also mad at Page for their
inflexibility and for their lack of
understanding of air pumps. (I was later
to discover that the mechanic working
on my airplane had never worked on an
air pump before. His training had been
on Jels In Ihe Navy, and his primary
responsibility to Page was 10 work on
the Airborne Express DC9 when it came
in every morning.) Good Grief! Things
were going from bad to worse. The Page
service manager finally told me Ihat he
could obtain a 242CW air pump from a
distributor and have it Federal
Expressed, and it would arrive Thursday
american bonanza society
morning. But the convention started
Wednesday, there were several things I
wanted to do Wednesday afternoon in
Boston, and I especially wanted to hear
the Wednesday night speaker! The Page
people were insistent , however, that they
would not install any accessories on the
airplane that were not approved in the
original Certification or by other Beech
literature, nor would they permit me to
furnish my own parts to do my own work
on my airplane with their tools in their
hangar using their parts, and I was
stuck.
By this time, the thunder and
lightning, along with heavy rain outside
the hangar, convinced me that there
was no way I could fly to Boston without
gyros, and that I might not even be able
to make it with gyros. I ended up
spending the night at Dulles Airport,
having the air pump installed the next
morning , and flying to Boston Thursday
with the new primary pump working fine .
Of course, the weather system had
moved through , the wind was now from
the northeast, and the strong headwinds.
together with the stop in the Philadelphia
area, delayed me so that I did not even
get to the hotel in Boston until ali the
seminars Thursday had ended. The
scheduled convention activity for that
evening was " Night On Your Own", and
so I had one.
But Friday morning I headed straight
to the exhibit hall to see if Rapco. Inc ..
had a booth. Boy, did I want to talk to
them! I found a nice lady sitting in the
booth and I asked her if any of their
technical people were there. A
gentleman then turned around who was
standing at the edge of the booth, and
introduced himself as Mike White, the
President of the company. Just the man
I wanted to see! I discussed my problem
with him and expressed my considerable
dismay over the failure of his device . He
was greatly puzzled, and asked me all
sorts of troubleshooting questions about
our attempts to isolate the problem. The
Page mechanics had done virtually
everything he suggested. He used the
demonstrator unit In his booth to show
me how the system had been improved
since mine was purchased . and how it
now had a manual switch which
permitted testing from the cockpit so
that a pilot could periodically determine
that the system was working properly.
He explained that the green light did
not mean that the clutch was engaged
but rather only meant that the primary
pump had failed . The only way to verify
that the backup pump and clutch both
worked was to remove a hose from the
primary pump and run the engine up, or,
using the new upgraded package, to
turn the manual switch on and see the
air pressure on the gauge increase
slightly from the effects of two pumps
operating at once. The manual switch
american bonanza society
would have permitted me to more easily
test my backup system from time to
time. and might have earlier alerted me
to the failure of the clutch . Seeing it
there in the booth did nothing at all for
me.
Mr. White agreed to meet me that
afternoon at the airport and take a look
at my airplane. He did so. and we
opened the cowling and cranked the
engine with a mixture in idle cutoff so
that the engine would not start to see if
the engine gearing was turning the
standby clutch when the appropriate
power was applied to it with the primary
pump off. No luck. I explained to Mr.
White that the mechanics who had
installed our system had learned about it
from us, since ours was the first they
had handled. However, he could find
nothing wrong with the installation. and
we finally agreed that I would take my
airplane to Rapco headquarters at
Waukesha , Wisconsin, so that his
mechanic could troubleshoot the clutch
and install the upgrade kit. We had
pretty much isolated the problem as a
defective clutch. I wanted to have his
mechanic verify that diagnosis and then,
preferably, replace the clutch .
A week later, I was on my way to
Waukesha, and was met by Mr. White 's
primary mechanic at a sma ll airport just
north of the city. The good people at
Rapco were Immediately able to
diagnose the problem. The coupler
between the clutch and the engine
accessory drive pad had broken. It
seems that the coupler originally
furnished could not stand the rapid
increase from zero to 3600 RPM (the
speed at which the gear at the
accessory pad turns at cruise power)
and Rapco soon discovered that
shearing of that coupler was a problem.
Some time ago. Rapco had sent a
service bulletin to all who had purchased
the system (in my case the Beech dealer
was the purchaser) advising users that it
was necessary to replace that coupler
with a stronger one. Unfortunately, my
dealer had neglected to tell me, the end
user of the product, of the existence of a
service bulletin or the availability of the
stronger coupling. So, when my primary
pump failed , the sensors and the clutch
all operated properly. However. when
the clu tch engaged, the drive coupling
sheared, and therefore neither the
clutch nor the standby pump would
turn or put out any air pressure.
The diagnosis having been made.
treatment of the sick standby system
was simple . Rapco not only installed the
new, stronger coupling, but then tested
it and the clutch up to 3600 rpm to
make su re it was working properly. Both
it and my pump were in good shape, and
were reinstalled on the airplane. This
diagnostic work, testing. and installation
of a new coupling was done at no
aviation mart
charge .
While there, I had Rapco install its
updating kit which consists of a manual
on switch so that the system can be
tested. Also included are some new
sensors and switches mounted on the
firewall .
Prospective purchasers of this system
should have no hesitation . All new
systems have the stronger coupler. and
the updating kit with the manual switch
and new electrical swi tches are included
at no increase In price. Current owners
of the system need to immediately
change the coupling if they have not
already done so, and can obtain the
updating kit for $86.50. Current owners
also should notify Rapco of their names
and addresses to confirm that they are
on the mailing list for service bulletins.
Initially, Rapco merely kept the names
and addresses of the shops to which it
sold systems. and did not keep names
and addresses of the end user. Now,
Rapco is enclosing in its kit a warranty
registration card which notifies Rapco of
the name and address of the owners of
the aircraft on which the system is
installed. Then , Rapco can notify those
owners of any Important information
regarding the system.
I now feel good about the system
installed in my aircraft, and I can
endorse the Rapco personnel and their
support of their product without
qualification , On my way home, I turned
on the manual switch and noted that the
combined efforts of both pumps
operating increased the air pressure by
about an inch or two. The green light
now comes on to tell me that the clutch
is engaged and that the auxiliary pump
is pumping air. The air pressure gauge
confirms this. If I am very, very lucky, I
will get to wait another 988 hours before
I get to see this system operate.
I lost 28 hours and missed about half
of the convention at Boston due to the
failure of this backup system . I was
really mad at Rapco, Airborne pumps,
Page mechanics, the weather, and
everybody else within sight when this
happened. The only good thing I did was
have the sense to stay on the ground
until I had a properly operating air pump
and did not let my desire to be in Boston
overcome what little good sense I have .
BLUE SIDE UP. Bonanza pilots
cruising across the country enjoy a
panoramic view of beautiful earth and
sky that few mortals experience. As you
fly the world 's best airplane and gaze at
the wonders the windshield has to
behold , remember the rule of all rules,
keep the blue side up.
.eptember 1988 page 1818
ABS EVENTS CALENDAR
ABS CONVENTION SCHEDULE
1987 -
Wichita , KS, June 17-21
ROCKY MOUNTAIN CHAPTER
Serving: Colorado, Kansas, Nebraska,
North Dakota, South Dakota , Montana,
Utah and Wyoming.
September 20 & 21 - Jackson Hole,
WY Fly-In ,
October 17 thru 19 - Shangri-La
Resort , Shangri-La, Oklahoma .
December 5 - Christmas Party Rocky Mountain Beechcraft, Centennial
Airport, Denver.
February 7 thru 14, 1987 - Bahama
Winter Break, Pittstown Landing, Crooked Island, Bahamas.
March 1987 - Sea of Cortez ,
Guaymas, Mexico.
MORE FLY-INS IN THE PLANNING
STAGE !
CONTACT: JACK CRONIN , 433
Franklin Street, Denver, CO 80218,
3031333-3000.
SOUTHWEST CHAPTER
Serving: Arkansas, Louisiana, New
Mexico, Oklahoma and Texas.
CONTACT: BILL BUSH , 8710 Prichett
Drive, Houston, TX 77096, 7131667-0720.
MID-ATLANTIC CHAPTER
Serving : Washington, D,C .. West Virginia,
Maryland, Delaware, Pennsylvania ,
Virgin ia.
September 13 & 14 - Flying W
Ranch, Medford, NJ . Lunch andior
overnight .
November 1-15 - Cancun, Mexico.
For Inlormation Contact: Don or Louis,
3011523-2251 .
CONTACT: ROBERT BLOCH , 3513
Gardenview Road, Baltimore, MD 21208,
3011486-2610.
WESTERN CHAPTER
Serving: Arizona, California, Idaho,
Nevada , Oregon, Wa shington and
Alaska.
CONTACT: ALDEN BARRIOS, 1436
Muirland Drive, LaJolla, CA 92037,
6191459-5901 .
NORTH CENTRAL CHAPTER
Serving: Illinois, Indiana , Iowa, Michigan,
Minnesota , Missouri , Wisconsin, Ohio
and Kentucky.
September 26 thru 28 - Atwood
Lodge, Delphi, Ohio.
CONTACT: MARY ANN DYE, 1809
Happy Hollow Road, W. Lafayette, IN
47906,3171463-7271 .
NORTHEAST CHAPTER
Serving: Maine, New Hampshire, Rhode
Island, Vermont, Massachuse tts,
Maryland, Connecticut, New York, New
Jersey, Pennsylvania , Delaware and
West Virginia .
October 10 thru 12 - Closing
Weekend, Basin Harbor Club;
Vergennes, VT.
May 8 thru 10, 1987 - Harbor House
Nantucket.
July 17 thru 19, 1987 - Homestead,
Hot Springs, VA.
CONTACT: JOHN KILBOURNE, 444
East 75th, 8-F, New York, NY 10021,
2121573-3093, 861-3254 .
SOUTHEAST CHAPTER
Serving: Alabama, Florida, Georgia,
South Carolina , North Carolina, Virginia,
Mississippi and Tennessee.
CONTACT: RICK BROWN , 205 Five
Pounds Road , St. Simons Island, GA
31522, 9121638-2925.
ABS BONANZA PILOT PROFICIENCY PROGRAM
Name __________________________________ TelephoneH __________________________________
Address ___________________________________________________________________________
CltylStatelZip
Bonanza Model _ _ _ _ _ _ _ _ NH _ _ _ _ _ _ _ _ Dual Controls _________________________
YES
NO
Flight Ratings _____________________________________________________________________
Total Hours _______________________________ Total Bonanza _______________________________
Total Retract. _______________________________ Total Instr.
Please check appropriate boxes:
Reservation
Cut Oil Date
Location
o Fresno, CA
10110-12
September 24 , 1986
Reservation
Cut Oil Date
Location
0 Nashville, TN
10131-1112
October 15, 1986
Plea.e Note: Mulmum of two participant. per aircraft I. allowed_
Please complete this form and mail It along with your check payable to ABSIASF In the amount 01 $375.00 to:
American Bonanza Society 1 Mid-Continent Airport 1 P.O. Box 128881 Wichita, Kansas 67277
Plve 1817 I.ptlmb.r 1986
a merican bon anza society