April 1984 - American Bonanza Society

.Amer
Bonanza
Societ
newsletter --
aprll,1984
volume 84, no. 4
page 1446
© 1984 ABS, Ire.
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~BONANZA OF THE MONTH
Like many other Senior Bonanza
owners. I started flying before WW II. My
first airplane was a Buhl Pup. My next
interest was a new Luscombe; but, being
a broke youngster, I hitchhiked to
Trenton . N.J. In 1938. and went to work
for Don Luscombe to pay for my plane.
Don Luscombe's pretty brunette
secretary left with me - she's now Mrs.
Lucy Colgny.
My wife and I can understand
enthusiasm for Beech Bonanzas. We
dreamed of owning a Bonanza from the
first day we saw one . In 1947 we were
circling our Culver V north of Wichita .
Don Walters , Beechcraft test pilot . was
flying one of the prototype Bonanzas. I
made a left-hand turn while Don also
made a left turn above and to my right.
It was quite impressive as he was able
to stay even with me with a considerably
larger radius.
In 1955. four of us bought an A
Model. I managed to put 400 highly
enjoyable hours on it before seiling out
in 1959.
In January 1969. I put an "ad" In a
local paper to sell our Taylorcraft .
BCI2D. which I had rebuilt two years
before. When the " ad" came out. there
was another "ad" right next to It which
read. " 1947 Beech Bonanza. 800 hours
total time. price $6 .000 ." I could not
believe my eyes! I drove the 70 miles to
look at it. still th inking that perhaps I
would see a " dog". and that the hours
would be mis represented . I had only to
kick one of the tires to convince myself
that it was my dream come truel The
seller was about to back out on the deal
as he seemed to real ize that he had
priced it too low. We added two radios
to make It legal. and stili had only $7 .500
Jerry and Lucy Coigny with their 194735.
In the airplane. This Bonanza was so
untouched that it had the original
Motorola pushbutton low frequency
radio. The Bonanza license is N3869N .
Serial 1110. and was manufactured in
November. 1947.
The airplane was dull in appearance,
and it took me nearly a week of hard
work with an electric powered buffer.
using Met-al poli sh to get its present
shine. I have flown the airplane about
another 800 hours. bringing the total
hours to 1600 + on its original 165
horsepower Continental engine. The
engine still has good compression on all
six cylinders. It flies about three hours to
the quart of oil. At 12.000 ft.. it burns
approximately eight gallons per hour at
an average air speed of 165 mph. The
engine has never been overhauled.
In 1973 on a visit to the Beechcraft
factory. the office force turned out en
masse to look it over. Bob Buettgenbach
--
Coigny 's Bonanza fits snugly in his converted chicken-coop hangar.
fit into the cut-outs in the door.
page 1447 Iprll 1884
was especially interested because his
records showed that he delivered our
airplane to Mesa Farms of Bakersfield,
Ca. on November 7,1947 . Then in
February of 1952, it was purchased by
the Dudley Steele Farms in Delano, Ca.,
which is where we read the for sale
"ad" In the Fresno Bee newspaper in
1969.
In February, 1983, while return ing
from the Beechc raft Houston Hobbey
Open House, we again stopped at the
Beech factory and were met by Bob
Buettgenbach . Shortly thereafter we
were greatly saddened to hear of his
untimely death.
Back in January, 1977, we located the
original type woolen material for the
Interior. We had the upholsterer sew the
seat covers with the exact stitching used
by the factory . Also, installed new glass
all the way around. The red trim was
redone , except for the underneath
surfaces of the controls. Th ey still have
the original finish. The window curtains
are still the original ones. This work was
done In preparation for showing it at the
EAA Convention in Oshkosh . It was
entered in the Antique-Classic Division,
where it received a First Place award
trophy. The photo enclosed shows
the grain of the original wooden type
propeller.
For the past fifteen years, we have
kept N3869N hangared on our private
airstrip in the mountains at an elevation
of 4,000 ft. The strip Is 2,400 ft. long and
Is located 44 miles due east of Fresno,
Calif. ABS members who drop in to see
us are given the tour of the nearby Giant
Sequoia Redwood Trees in one of our
old restored Fords, accompanied by a
picnic in the woods. Our dirt strip is
marked with an " R". You must use it
accordingly.
Jerry and Lucy Colgny
ABS N1875
american bonanza society
ATIENTION STRAIGHT
35 OWNERS
The Society is working with the FAA to
explore the possibility of amending AD
63-25-01 (wing spar inspection) to allow
compliance thru a form of dye penetrant
Inspection instead of magnetic particle
Inspection. This would allow this
Inspection to be done by any competent
shop rather than just a few places with
specialized eqUipment . Costs would
probably be reduced also. The Society
has every reason to believe this
amendment can be Issued.
Before proceeding further, the Society
needs to know two things from its
members:
1. Is there enough interest in seeing
the AD amended to warrant the
Society'S involvement. If you own a
straight 35 and want to see this subject
pursued write to Society Headquarters
and let us know.
2. ts there a member who has a
straight 35 that will be due for spar
inspection this summer or fall who woutd
bring his airptane to Wichita for the
inspection. This Is necessary because
we must demonstrate to the FAA how
this inspection is to be performed.
Speak now or forever ... etc.
A busy summer is ahead for the
Society and I would like to invite each
member to partiCipate.
The ABS Air Safety Foundation is
getting into full swing with its Bonanza
Pilot Checkout Programs (BPCP). Four
have been scheduled for this summer,
starting in May at Oxnard, CA, followed
by Denver in June (just prior to the ABS
Convention). The Detroit area In July and
here in Wichita in September. These
programs are educational, fun, and,
most important, will make you a safer
Bonanza pilol. I would encourage every
member to consult the schedule of
Checkout Programs and attend one this
summer.
The staff continues to work on the
1984 Convention in Denver. Please
check the centerfold of this issue for the
complete program. Please note that
there have been some additions to the
program since the schedule was first
published in last month 's issue of your
newsletter.
There is plenty to do at this year ' s
convention , probably more than anyone
person will be able to accomplish. There
is plenty of variety what with tours,
seminars, shows, barbeques, banquets,
shopping and about anything else you
would like. And don' t miss a chance at a
ride in a P-51 Mustang by registering early.
Because of the ever increasing
demand the ABS Air Safety Foundation
is offering more Service Clinics than
ever. With over a dozen clinics sca ttered
at locations all over the coun try every
member should have an opportunity to
partiCipate in thi s highly recognized
program .
At the end of this summer your
Society will be at the EAA fly-in at
Oshkosh to greet all ABS members in
attendance. For those of you who
dropped by the hospitality tent last year,
you'll find us in the same location this
year. For those of you who missed us
last year or will be making the " Oshkosh
Trek " for the first time this year, we ' ll be
next to the m ini museum along the fl ight
line.
Bonanza Pilot Checkout Programs,
ABS Convention Denver '84 , Service
Clinics and Oshkosh, it's a full summer
of ABS activities. Come and be part of it
all.
Let' s all of us be careful up there,
John M. Frank , Jr.
Executive Direc tor
AMERICAN BONANZA SOCIETY NEWSLETTER
(ISSN 0003-1118)
poOl!shed Dy
AM ERICAN BONANZA SOCIETY
A H.", York Non·Prolil Corpor,lIon, Orv.nlt.d Jlnu.,.,. lle1
Publlc.llon Olllce
Mld-Conlln.nt AJrpor1, PO BOl\ , 2M1, Wlc:hl1., Kin ... 81211
John M. Fr.nk, Jr.
EIIecuU,. DIr.ctor .nd Editor
THE LAST VEE TAIL?
Beech hasn't built a V-35B for a
couple of years. The airplane is not
considered out of production because it
can stili be "special ordered" . There
probably have to be some unique
circumstances for Beech to gear up to
produce just one or two vee tails on
specia l order. For this reason the last
vee tail Bonanza built was probably
D-l0403.
The competition finally caught up with
the vee tall. But it wasn't Cessna, Piper,
etc., that for years had claimed they
were going to out do the vee tail and
never did . The vee tail Bonanza was
done In by another Bonanza. As V-35B
orders declined A-36 orders increased.
The vee tail lus t couldn't compete with
the belter C.G. range and big doors of
the A-36 . The F-33A Is still being
produced but in very limited number.
Beech currently produces five aircraft
below King Air class. They are listed
below along with suggested selling
prices.
.. $427 ,500
Baron 58P
315,000
Baron 58
182,100
Bonanza B-36TC
160,700
Bonanza A-36
146,500
Bonanza F-33A
american bonanza SOCiety
BOARD OF DIRECTORS
,....
Term Expires
Donald l Monday PreSIdent
<1288 North ClubhOuse Dr camarillo CA 93010
HarryG Ha~lel. VlcePresldenl
159 " C ' SI Sf . Ardmore OK 73401
Jonn E
PI~l on ,
Secre!a'y
2125 Guerneville Ro ~nla Rosa. CA 9So101
Char!esR GIbbS Tleasuler
1226 LeBal on Av"nue Jac_son vll:e FL 32207
John R Funk
R R I I Bemenl IL 61 81 3
Glenn H Kro
3340 South lunr Sllee1. EnglewOOCl, CO 80110
RODell C Louden
264 Harker 51 • Mansr,elO OH 44903
Joseph A McClam III
PO BOA 1!i731 . Tampa FL 33684
JOM M McCulcheon
7139 lila SOlana, ~n Jose, CA 95135
John F Russo
6 16 Wa Shington 51 Toms Rlvel. NJ 08753
Michael Zelenock, MD
8731 Thornlree Olive Grosse lie, MI 481 38
'98'
,....
'965
1986
...
'985
,
'986
'98'
,,..
'985
PAST PRESIDENTS
B J McClanahan. MD ABSL I
1967·1971
FrankG Ross ABSLJ86
197).1973
1973-1975
Russell W Rink ABSL4
1915-1916
HyPOllle' Lanclfy Jr M D ABSll449
CalvlnB Early. MO. PnD. ABSLI791
197&1971
CaPI Jesse F A(Jams. USN(RET}, ABSL 772
1971-1918
David P Bailon. ABSl534
1918-1919
1919-1980
AIOenC BallIOS A8Sl 3326
FreoA Ollscoll, Jr ABSl2976
' 980-198 1
EM Anoerson Jr ABSl 33
198' -1983
The Amellcan Bonanta Socie ty Newsleller IS pubhSI\e(l monthl y by lhe Amellcan Bonanza Society at lhe Wichita
MlO-Contlne11t A,rpor l, PO 80_ t2888, W'Ch,ta KS 67271 The prICe 0 1 a year ly SuDSCliptlOl'l IS Include(fln the annual dues
(S20) ot Society members Secono-class POSlage paid al WIChita KS
The Socl8ly and PubhSher cannol accept resoonSlblllty 10I11'Ie correctness or accuracy Ol lhe mailers pllnteo herein
or lor any oornlOl'ls eApressed Oprnrons 01 lhe Editor or contributOrS dO nol necessarily r&plesenl lhe positron 0 1 the
Socl8ly Publisher reserves the rlljjhl 10 re leCI any matenal suDm,lIed lor publlCalron Copy SUbmllteo lor publicallOfl shall
become Ihe praperty 0 1 Ihe Socie ty and Shall not be returned
Phone 3161945-69 13
CrrculallOn 7,023
POS TMA STER Sena Change 01 address, Form t3529 to
ANNUAL OUES US - S20
AMERICAN BONAN ZA SOCIE TY
Canada & M e~lco - S2Q1US)
PO Bo_ 12888
ForeIgn - $40(US)
Wlchlla. KS 61217
april 1984 paga 1448
Colvin's Corner
J. Norman Colvin
Retired Beech Project Engineer
on Bonanzas and Barons
ABS Tec hnical Consultant
Service Clinic Inspector
We have just completed our fir st
Service Clinic in 1984. The Clinic was
held at Chaparral Aviation, in Corpus
Christi, Texas. We inspected a total of
36 airplanes Including two Barons and
one very slick Travel Air. The Southwest
Chapter had a Ily·ln for the occasion so
we had a lot of very fine folks around to
watch the inspection.
We found th e usual worn parts. The
worn out induction air filters . We found
two consecutive airplanes with broken
exhaust stacks on number one cylinder.
One airplane ca me in with a rather bad
oil leak. The owner and his mechanic
had been looking for the leak for some
time. When I checked the starter for
security, it nearly fell off In my hand.
This of course was the source of the all
leak. It' s ama zing how loose a starte r
can be and stili work .
The next Clinic is in Tu cson, we will
look forward to seeing our friends in the
Western Chapter there.
Norm
LARGER ENGINE IN A J·35
Dear Norm:
I have a J Model Beech, 1958, with an
10-47Q-C. I have a cracked case and the
engine has 900 hours on it, so I must
major it or look to another engine.
I have heard that you can put a 285
h.p. In the J Model If you have the
proper STC. My th inking Is I may as well
go to the bigg er engine since my case is
cracked any ways.
What are your recommendations as
the larger engine and who ca n I con tact
to get the STC and Mod parts, or is
there a shop that will do the Mod for
you?
Henry Fodor
ABS ' 12804
Dear Mr. Fodor:
I think Beryl D 'Shannon, phone
118()()'328-4629 has the STC to install
the 10·520 engine in your airplane.
The 10·520 engine should be canted
in the engine compartment and the nose
bug should allow more cooling, none of
which Is covered by the STC
The 10·470-N engine on the other
pIg. 1449 Iprll 1984
hand will drop In place with no change.
It will provide more powe r and uses a
belt driven alternator which to me Is an
advantage.
Ohio Aviation in Vandalia and I'm sure
there are other shops in your area,
could install the engine.
Norm
EDITORS NOTE : Lou Siallings,
918·835·7462 and Machen, Inc.,
509-838·5326, might also be contacted
about larger engines.
INTERCHANGIBILITY OF
RUDDERVATORS, CORROSION
Dear Norm:
Several mon ths ago I pu rchased a
1954 E model Bonanza. During the first
inspection since my purchase, we have
found extensive corrosion in both wings,
especially in the rear spar area , and also
in the ruddervators. The corrosion is so
extensive that repair of the wings and
ruddervators is not leasible. I have
located a used set of wings and we are
in the process of installing them on the
plane.
I realize that different models 01 the
early Bonanzas have different sized tail
sections and fri m tabs etc . Could you
please tell me what year and model
ruddervators are interchangeable with
my 1954 E model?
I also have extensive cracks In both
the one piece windshield and left pilot
side window. I have purchased a
replacement windshield and will be
replacing the pilots si de window also. I
have been told that even though I am
able to obtain a lelf window without the
ven t openin g, that the ve nt window is
required for certification. Since I seldom
use the window and it is considerably
more expensive, is the vent wi ndow
actually required when Installing a new
side window?
You might be in terested in knowing
that I have called the local FAA at
GADO in on my ex tensive maintenance
problems which were caused by what I
feel was extreme negligence on the part
01 the mechani c who performed the last
several Inspections on the plane. It was
quite obvious that the extreme corrosion
as well as numerous other problems did
not occur during the pa st yea r since the
previous inspection. After extensive
inspection by the FAA, it appears that
action may be taken against the
mechanic . Even though th is does not
help me, It very well may prevent a
serious accident or even a latality in the
future .
Eric J. Ru sak
ABS'16478
Dear Mr. Rusak,
Trim labs from Ihe A35 thru Ihe G35
were the same. There were minor
changes made to Ihe ruddervalors but I
would say those Irom the C35 Ihru the
G35 would interchange.
Windshield and side window cracks
result from improper installation. The left
side window, slorm window is an FAA
requirement and ShOuld be there. I
would suggesl you buy the window wilh
Ihe storm window Ihal opens in.
Severe corrosion occurs over a long
period of time. However, if Ihe airplane
is landed In salt water and not cleaned,
th en the corrosion will build laster.
Whoever conducted Ihe annuals should
have alerted the owner long before the
condition reached the replacement
stage.
Norm
STUB SPARS & RADIOS
Dear Norm:
I am seeking your advice on two
matters with respec t to my M·35
Bonanza. I am Interested in you r
response to Mike Smith 's Stabilizer
Re inforce ment kit, and if you approve of
this kit, whe re might I fi nd someone that
can do a good installation in the
southern California area. My second
question has to do with my ' 2 NAV. It
seems like every other flight the
Indicator will display Inlormation
approxi mately 60 ± 8 degrees off
actual course . It is a new Narco MK 12
D and is stili under warranty. The
avionics people have removed the entire
set four ti mes now at a charge of $30.00
each time. Each tim e they cannot find
the problem with the set. Is it possible
the problem Is in the ai rframe? Wh ile the
powerplant Is in operation, is It possible
the NAV wil l operate differently? Thank
you for your time on this matter, and
thank you for the valuable inlormation
each month .
Brent Bostwick
ABS ',6090
american bonanza society
Dear Brent,
In my opinion, the reinforcement kit Is
not needed, but If It would make you
more at ease, then put It on. We do not
know what affect, If any, It has on the
structure. I am concerned that It might
. . give a false sense of security. Also, I
firmly believe It to be just a matter of
time when someone exceeds the
structural limits of the tall with the third
spar Installed and the tall will come
apart.
Chet Keasling In Carlsbad would be a
good shop to have the kit Ins talled.
I know very little abOut avionics but
since your radio has checked out good
on several occasions, I would look for
trouble In the antennas or their wire
harness. Chet Keasling can give you
advice on this, too.
Norm
a
LEAKING CRANKCASE SEAL
e
e
Dear Norm:
As you may remember , my V-3SB had
a dramatic increase in oit consumption
after compteting a routine annual in
January. Went from 8 hours/quart to 2
hours/quart. Checked stacks, dip stick,
performed another compression check,
and visual inspection for external leaks.
Both I and the maintenance chie f
checked the underside directly aft of the
breather tube, it was clean . Changed oil
and filter . Have been using Phillips SC
and was suspicious that straight
viscosity or Shell had been used, This
happened once before but was
documented on by bill. This time it was
not. After the next flight I noticed oil
dripping off the tail tie down, antennas
and breather tube. The airplane was
regurgilating oil over the after section of
the belly, Also, my nice clean hangar
deck had new oil spots under the
fuselage .
At this point I gave you a call
(Interrupted your vacation) and was
advised to change the front crankcase
seal. We did and it cured the problem
Immediately, No drip and back up to 6'1,
hours/quart for last two flights . The
spring was "separated" from the seal
wall and permitted ram air in the
crankcase .
Any ideas on why this seal should quit
so suddently afler (during?) the annual.
Airplanes llies two three hour flights
every week. I "taxied" Into the annual.
Was all over the plane during check in a
business suit. There was no oil on the
belly or hangar deck! Prop was changed
in November. Phillips-Shell chemical
reaction?
Incidentally, I now post flight the
brealhe r tube after every fl ig ht. Found
that the only time I get a drip after shut
down is at home base!
I have to cross the Chesapeake Bay
american bonanza society
and stay high 10 keep feet dry. Dive
bOmbing approach to landing. Now carry
flotation gear and make a normal
approach -
no drip after shut down !
Rick Eldridge
ABS Wt 3797
Dear Captain Eldridge:
Thank you for your letter and for the
good news that your airplane is fixed. I
don 't know what causes the front
crankshaft seal to malfunction. My guess
would be an engine backfire.
Norm
OIL CONSUMPTION
Dear Norm :
Here's my problem. The factory
reman engine has 229,6 hours on it, the
engine has chrome cylinders. Mr .
Beech's (Continental Factory Rep. K.C.
Area) recommendation 2400 square. I
use approximately 2 full quarts every
three flight hours.
The bottom line here is, I have an
ample supply of fuel , people comfort and
etc ., however, a direct flight from, say,
Albuquerque to K.C. gets me nervous
about this oil problem (and it's not the
cost thereon it's the supply. If, you could
fi nd the time "to think on it" I sure
would be much obliged .
Rowland C. Noah
ABS W12238
Dear Mr. Noah ,
With your engine burning that much
all, chances are fhe cylinder walls are
glazed, so If this is so. fhe engine will
continue to use oil,
I would like to see you try one long
trip flying low, turning the engine 2400
RPM and 25 inches manifold pressure, if
you can get It. I take it that you normally
do not turn the engine that fast. 11 this is
so that could account for the glazed
cylinders.
I would like to see you lug the engine
down for one trip to see if it would cut
through the varnish . Chrome cylinders
are hard fa break in, that Is why the
Continental Factory quit using chrome
cylinders on their reman engines.
11 you can seat the rings and one long
trip can sometimes do it, fhen you can
pull whatever power you want. 11 you
can 't get 25 inches MP, then try for
2400 RPM 24 inches.
Norm
BAKING SODA
TO BREAK GLAZE?
Dear Norm:
Ed Phillips, ABS W16698, presented a
question related to oil consumption and
possible varnished cylinder walls. Your
answer was straight forward and
procedurally predictable. Now Norm,
with engine tear-down the prognosis, I
am reminded what Cliff Greer, master
mechanic did to a Buick under similar
circumstances .
Cliff rev'd up the engine and siphoned
in a pound of baking soda! Let it run and
let it rev about 20 minutes. Drained oil,
flush with light oil, tap oil and cleaned
plugs - result - ? End of oil becoming
seated rings, no tear-downs. and big
bucks saved . Innovation "do" count! I
Gordon Cauley
ABS W8298
Dear Mr. Cauley:
I must admit I have been tempted to
suggest that someone try something like
running soda through the engine
Induction system and it might work,
however, I would hesitate to try it out on
my engine, 11 the soda would remain on
the cylinder walls, if would be great, but
I 'm sure it would get into the oil supply
which would then allow it to polish the
bearings. Once soda Is spilled, It 's
residue is hard to remove, so I really
wouldn't want to try It on my aircraft
engine. I 'm sure it would void the
warranty.
Norm
PROP STRIKE.
GEAR COLLAPSE
Dear Norm:
I had the nose gear fold on take off
with a prop strike just as I took off.
aircraft flew well with no vibration and
no indication of problems. On landing ,
nose gear folded and windmilling prop
was destroyed. I don 't believe engine
was hurt as all power was off on final
before touchdown. Aircraft is a 1947
Bonanza 35 with an E-185-11 engine.
Aircraft serial W1132 .
Everett E. Lucas
ABS W16978
Dear Mr. Lucas,
The fact that the propeller contacted
the runway on take off indicates that
either a rod end or actuator arm in the
nose gear retract system failed, or you
hit the landing gear retract switch a bit
early. This latter assumption is the most
logical reason.
It would be wise to remove and disassemble the landing gear gear box to
examine the splined shaft that runs
vertically through the box. Check for
bend in the shaft and the spline
alignment. The splines and actuators
arms have timing marks, so be sure the
assembly is in time.
Norm
april 1984 paga 1450
BAS/CALL Y BARONS
GOOD DEALERS, BAD
DEALERS, BUYER BEWARE
(1 .) Fuel Flow Indicator (worked fine
prior to Avionics shop ordeal)
Having recenlly sold my 1966 V35-TC
and purchased a 58TC Baron, I have
followed some of your recent letters with
interest. The Baron is jusl a big
comfortable two-motor Bonanza , and I'm
glad you still welcome those of us who
sold our Bonanzas but really haven't left
the fold . You might change your records
to reflect my airplane serial number as
TK-43, N2139L.
I agree with Ihe letter from Mr. Lanti s
that there are too many crooks in the
airplane business. On my way to the
Baron I was separated from a $5000
deposit by a dealer who blatantly
misrepresented a damaged unairworthy
airplane. Two attorneys weren't
interested wlthoul the deposit of
substantial expense money. The attorney
general's office of the particular state
said they weren't interested in consumer
complaints.
I feel we should publicize those
individuals giving honest competent
service, and I would like to mention two.
Lee Larson Is the owner of the V35-TC
Bonanza-of-the-Month for February. Lee
brokers Bonanzas in association with Ihe
Smith Speed Conversion people. Lee
sold my V35-TC for me. The experience
was totally positive, and I recommend
him highly. By Ihe way, you should have
let Lee describe the performance of his
V35-TC with Ihe full Smilh Speed
Conversion.
I purchased my Baron from Gene
Simpson Aircraft . Gene advertises
monthly in the ABS Newsle tter. Gene
gave me demo rides in all sorts of
Bonanzas and Barons. Everyone was
clean and in excellent condition. There
have been no bad surpri ses in my Baron
after I bought It. I feel Ihat Gene
Simpson is totally honest.
John W. Brantigan , M.D.
ABS H8041
During July, August, and September
1983, this aircraft was in an avionics
shop in another city for repair to a
troublesome radar altimeter. Contrary to
my wishes and beliefs, the aircraft sat
outside on the ramp for this whole, hot
period . When I went to pick up the
plane , after completion of the avionics
repairs, upon priming the engines for
star ting , the fuel flow meter showed the
approximate fuel flows as normal for
each engine during starting. After startup this fuel flow indica tor ceased to
work for either engine. The engines ran
normally, I leaned by guess and came
home. The avionics shop disavowed any
responsibility.
FUEL FLOW AND
T.I.T. PROBLEM S6Te
Dear Norm:
I am probably the newest member of
the American Bonanza Society!
I am a Baron owner that joined when
the Society opened its ownership to me.
I am properly Impressed with your
credentials and newsletter answers; and
I have some problems, serious to me,
for which I request your insights and
suggesllons.
I will try to give you as much pertinent
Informallon as possible on each, so that
you might help me as soon as possible.
pig. 1451 Iprll 1984
In Irouble shooting the system a local
technician advised the only components
common to both engines was the
instrument, wiring, a fu se, and the fuel
flow Inverter.
I went to a Hangar One shop and
relayed this problem , etc. Hangar One
installed a new fuel flow inverter, Beech
PIN 50-380097, but the fuel flow
instrument now read 45 (LH) and 49
(RH) gph at cruise (leaned to same
quadrant positions as usual instead of
14 to 17 gph, not 14 and 17 gph per
engine). There also was confusion about
the calibration as Indicated on the
squawk sheet. I later spoke to Evanega
at Beechcraft and explained that no
components other Ihan the inverter had
been replaced. Evanega said no
calibration was necessary. the indication
was still high . I sent the fuel flow meter
to a reputable instrument shop in
Memphis, Tn. The inSlrument shop said
the instrument was all right. I returned
the inverter to Hangar One for credit
and senl my original inverter to the
manufacturer for repair. The Inverter
manufacturer, Electro-Mech, said the
original inverter was " burned-up" and
sold me a new unit. The newest inverter
gives no reading whatsoever. (All cannon
plugs are clean and tighl) What must I
do?
(2 .) T.t.T.
I have the Beechcraft (Alcor) original
dual unit in the aircraft. This is a red (?)
- brown (?) wire unit. I need exhaust
probes. Alcor only has Mexican
American females available to talk on
the phone and do not answer letters.
Alcor's suggestion Is to replace the
system with the new style. I do not wish
to do this at 1000.00 parts and 1000.00
labor. What can I do?
~
(3.) Fuel Gauges
All fuel senders and bOlh the fuel
gauges were replaced in 1982 along
wifh all fhe fuel cells. Just now after
having gone into the shop for a month
long (due to exlensive strut and exhaust
repair) annual Inspeclion (pending
completion due to no fuel flow - T.t.T.)
the fuel gauge breaker pops within two
seconds after Ihe masler is lurned on,
all covers still off and nothing having
been done to the fuel gauge system. The
fuel gauges worked properly prior 10
going into shop. Suggestions?
J.V. Ricks
ABS H17076
Dear Mr. Ricks:
This is in reply 10 your leller in which
you lalked of a fuel flow problem in your
Model 56 Baron.
Af long disfance, I can be of lift/e help
in solving your fuel flow indica for
problems, buf do sfrongly urge you 10
fake your airplane 10 a Beech Service
Facifity such as Hangar One in Atlanta
and allow them to troubleshoot the
system. There is obviously a short in the
fuel transmilfer circuit that causes the
circuIt breaker to blow, so it is going fa
have to be checked out by a competent
facifity.
I dId locate the two TI. T probes that
you need. United Beechcraft, phone
316-942-3261 has the probes you need.
Ihe cosl is $86.40 each. They only have
one paIr in slack, so if you wanl Ihem
give Ihem a call.
I am having your lelfer prinled in Ihe
newslelfer so Ihat other members mighl
make suggestions as 10 Ihe causes of
your problems.
Norm
ATIENTION TRAVEL AIR
AND BARON OWNERS
Some of the events al Denver '84 are
just for you . Besides such seminars as
Mountain Flying and Continental Engines
that you are sure 10 lind interesting and
useful , there are two seminars just tor
the Twin drivers in the Society.
The first is ma intenance related and
covers annual inspection s on Travel Airs
and Barons. This Is scheduled tor Friday,
June 22nd at 9:00 a.m.
The second seminar is a review of
single engine procedures as Ihey pertain
to Travel Airs and Barons. This program
is scheduled for Saturday, June 23rd at
11 :00 a.m.
So come be part of this marvelous
gathering of Society members at Denver
'84 .
ame rican bonanza SOCiety
Airmanship, Inc.
Bob Clarke
This monthly column is contributed by Bob Clarke,
General Manager of Airmanship, Inc. Airmansh ip
specializes In advanced instruction tailored to the
. individual pilot and his specific aircraft.
An additional area worthy of
discussion Is that of turbocharging for
Bonanza's. As discussed In previous
issues, the engine used to power the
V35TC was the TSt 05200, rated at 285
hp. That horsepower rating would be
maintained up to t 9,000 ft ., but again,
approximately, 57 of these aircraft were
all that were manufactured In the period
of 1969 through 1970. The current
production turbocharged airplane is
referred to as the B36TC. This
production model is a fUrth er
enhancement of the A36 turbocharged
version of the Bonanza , with a long wing
span, increased fuel capacity, as well as
other changes. As mentioned earlier,
this aircraft Is powered by the
TS10520UB, rated at 300 hp with a
crilical altitude of approximately 22,000
feet.
_e
-
_
First, in discussing the operation of
turbocharger, let us examine the
schematic which the manufacturer
orovides in the maintenance manual. We
\:legin with Induction air (1) which is
allowed into the engine compartment
Ihrough the normal source, continuing
through the compressor section of the
turbocharger (2), and finally into the
intake manifold (3). After the combustion
process Is complete, the exhaust gases
will be allowed to escape through the
turbine section (4) or bypass the turbine
and out through the normal exhaust
route.
The wastegate (5) Is actuated by oil
pressure which is regulated by the
variable absolute pressure controlier (6).
The variable absolute pressure controller
has various inputs which allows itself to
determine how much oil pressure will be
regulated to the wastegate, and in
elfect, either increase or decrease the
turbocharger operation. At some paint,
the wastegate will be fully closed. When
this occurs, at full throttle, we are
developing the maximum amount of
turbocharging or boost affect that can
possibly be obtained. Any further
Increase in altitude will result in a
crease in manifold pressure. This is
erred to as the critical altitude. For
e B36TC, this critical altitude Is
approximately 22,000 feet. The most
Important factors upon which the
american bonanza society
variable absolute pressure controlier
relies are, of course, throttle position
and manifold pressu re . The normal flow
pattern of oil through the system begins
with the wastegate, continues through
the absolute variable pressure controller.
In order to close the wastegate, the
variable absolute pressure controlier
simply provides back pressure to the oil
fl ow Instead of allowing It to flow through
Ihe pressure controller itself. The result:
An increase in Ihe turbocharging effect .
The variable absolule pressu re controller
will regulate manifold pressure to 36
inches. Should it fall , Ihe induction
system incorporates a relief valve which
will automatically open at approximately
39'1, Inches of manifold pressure.
The turbocharger can reach speeds of
nearly 96,000 rpm while genera ling a
great amount of heat due to both , Ihe
high speed and the close proximity to
the escaping exhaust gases. For this
reason , it is very important that we
observe the recommended 4 to 5 minute
cool-down time for the turbocharger
after landing prior to engine shutdown.
This 4 to 5 minute cool-down time can
start as early as the reduction of power
just prior to landing . It is very important
that this cool-down time be observed. If
the engine is shut down prematurely, the
oil flow stops. The heat which has built
up will not be carried away, when the oil
flow stops, the oil in that section will
overheat and have a tendency to coke.
When Ihis occurs, over a period of time,
small carbon particles build up and will
find their way into the seals of that
center shaft. This can lead to excessive
leakage around the seal and early
replacement of the component parts.
For this reason, it is important to give
the turbocharger plenty of time to cooldown prior to engine shutdown.
Another limit we must observe, is the
1650 degree absolute temperature limit
which is indicated on the turbo inlet
temperature gauge. And, remember, that
the manufacturer recommends that we
operate at least 100 degrees F on the
rich side of peak turbine inlet
lemperature. This will then serve as your
guide for leaning to obtain opllmum
cruise performance.
Turbocharger Schematic
april 1984 pogo 1452
News and Views _ _ _ _ _ _ __
MEDICINES AND THE PILOT
Stanley R. Mohler, M.D.
Prolessor and Vice Chairman
Director, Aerospace Medicine
Wright State University
School 01 Medicine
Dayton , Ohio 45401
nominate a different category for a
specific drug than that selected by the
author. However, It Is the author' s
opinion in this respect that most
Instances In the reference would find
widespread support by knowledgeable
physicians and the concerned
authorities.
(Continued from March 's Newsletter)
GU IDELINES FOR PILOTS
Drugs may be categorized in six
major areas in regard to effects on
pilots. Category I contains those d rugs
that normally are sale to take while
flying (see addendum).
Category II consists 01 those drugs
tha t a pilot may use and fly if approved
in the individual case by a flight surgeon,
an aviation medical examiner or a
government regulatory authority
physician.
Category III contains those drugs that
the FAA has approved in individual
circumstances when all the medical
information Is available.
Category IV contains drugs thaI have
adverse effects on the pilot . Flight duties
are not permissible so long as the d rugs
are In the body at concentrations of
more than that which would remain after
three hall lives have passed.
Category V con lains drugs that
prohibit the pilot from flying while using
them, because the condition for which
they are prescribed precludes safe
flight.
Category VI contains extremely potent
drugs. At least five hall lives should pass
prior to undertaking pilot duties.
There are drugs " disapproved" by the
U.S. Food and Drug Administration;
there are illicit drugs, and there are,
from time to time, " new" drugs
appearing on the market. Pilots should
not take disapproved or Illicit drugs. In
regard to the "new" drugs, the advice of
the aviation medical examiner, a flight
surgeon or a government regulatory
authority doctor should be sought.
CONCLUSION
Available to pilots, flight operations
personnel and physicians, as cited
earlier, Is a complete tabulation with
individual drug discussion of the
hundreds of generic and thousands of
brand name drugs that are potential
hazards to flight duties. Tables that
describe the six categories used in
placing Individual drugs within various
risk areas give examples within each
category. These are provided at the end
to illus trate the approach.
As stated in the refe rence, there may
be cases where a given physician wou ld
plgl 1453 Iprll 1984
CATEGORY I
Flight Duties Are Normally 0. K.
Generic
Trade
Acetaminophen
Acetylsalicylic Acid
Calcium Carbonate
Candioidln
Ephedrine
Propylhexadrine
Tetrahydrozoline
Undecylanic Acid
Tylanol
Aspirin
Lactocel F
Vanobid
Efed
Benzedrex
Visine
Cruex, Desenex
CATEGORY II
Flight Duties O. K. For An Individual With
Aviation Medical Examiner Approval
Generic
Trade
Amoxicillin
Betamethasone
Carbenicillin
Chloroquine
lodoquinol
Methyltestosterone
Nystatin
Para-amlnobenzoate
Tolmetin
Polymax
Uticort
Geocillin
Aralen
Panaquin
Android
Nllstat
Potaba
Tolectin
Generic
Trade
Diamox
Zylaprim
Diuride
Diuril
Tagamet
Atromid-S
Intal
Fulvicin
Benemid
Inderal
Proloid
Generic
Trade
Acenocoumaro l
Acetophenazlne
Biperiden
Caffeine-ergotamine
Carbamazepine
Chlorpromazine
Deslanoside
Sintrom
Tindal
Aklneton
Ercat
Tegretol
Thorazine
Cedllanid
A
.,
CATEGORY VI
Flight Duties Not Permissible Until Drug
Discontinuation For 5 Times The Haft Life
(4 Times The V, LIfe Elim ina tes 94 ' Of The Drug)
Generfc
Trade
'h Life
Acetohexamide
Amphetamine
Carisoprodel
Chlordiazepoxide
Diazepam
Ibuprofen
Indomethacin
Methaqualane
Dymelor
Robese
Soma
Librium
Valium
Motrin
Indocin
Soper
8
8
2
24
48
6
2
12
h
h
h
h
h
h
h
h
DE·ICE BOOTS
NOW AVAILABLE
FOR A36 AND A36TC
CATEGORY III
Flight Duties O.K. For An Individual
With FAA Approval
Acetazolamide
Allopurinol
Benzthlazide
Chlorthlazide
Cimetidine
Clofibrate
Cromolyn
Griseofulvin
Probenecid
Propranolol
Thyroglaubulln
CATEGORY V
The Condition Requiring The Drug
Precludes Sale Flight Duties
CATEGORY IV
Flight Duties Not Permissible Until Drug
Discontinuation For 3 Times The Haft Life
Generic
Trade
'h life
Allobarbital
Aminophylline
Codeine
Dimenhydrinate
Flurazepam
Phenobarbital
Prednisolane
Secobarbllal
Dialog
Aminodur
Varies
Dramamine
Dalmane
Eskaba rb
Delcort
Seconal
42 h
4h
4h
8h
12 h
6 days
8h
12 h
B.F. Goodrich has announced that De
Ice kits are now available for retrofit on
all A-36 and A-36TC aircraft, with either
14 and 28 volt electrical systems
installing the kit does not certify the
aircraft for operation in known icing
condit ions, but it does provide a
measure of emergency prolection
against unanticipated icing conditions.
The kit is approved under STC
NSA566GL, which also requires that a
back up source of instrument pressure
or vacuum be available.
The kits are available through B.F.
Goodrich Aviation Products Distributors
and Service Centers nationwide . List
price Is $5,500 and it takes an estimated
60 + man hours to install. Factory
installation is also available . Contact Jim
Dunn at 2t61494-4447 or 216/784-5477
for further information .
INFO NEEDED ON
MARTIN SPEED MODS
The Society has not received any
comments from members concerning
Martin Speed Modifications of Orlando,
FL. II you have had some of the ir
modifications done on your aircraft, how
about dropping the Society a note? Let . ,
us know what your experience has been
in regards to performance,
workmanship, and cost.
A
american bon anza society
WING BOLT INSPECTION
AND REPLACEMENT
any other information you might
consider pertinent.
Beech Aircraft Corporation is revising
all of the Bonanza and Baron
GRAPHIC ENGINE
MONITOR INSTALLATION
ing bolt Inspection and replacement
program. Basically what is called out is
as follows : On airplanes 5 years old or
older and on new airp lanes when they
have five years in service, all the wing
bolts, nuts and hardware must be
removed and inspected both visua lly and
by magnetic parti cle inspection. If they
pass this Inspection, they may be
reinstalled for another five years at
which ti me th ey must be removed and
Inspected again. If they pass inspection,
they can be reinstalled for another five
years. At the end of this five year period
(ten years after the Initial inspection and
fifteen plus years in service) the wing
bolts. nuts and hardware must be
replaced .
This is not an airworthiness directive
or even a service bulletin so an owner is
not required to put his airplane on this
Inspection and replacement schedule.
However, Beech feels all Bonanzas and
Barons should be on this schedule.
Certainly cons idering that some
Bonanzas are over 35 years old, wing
bolt Inspection would be a good idea.
Thi s is a precautionary maintenance
measure , there is no inherent problem in
e Bonanza wing bolt system. In fact ,
ere has never been an accident
ttributed to wing bolt failure in
Bonanzas.
Important points to keep In mind when
having your wing bolts inspected:
1. It should be done by a Beech shop
or a mechanic thoroughly
knowledgeable on Bonanzas who
has the right eqUipm ent. Special
wrenches and torque adapters are
required to do the job.
2. The procedure ca lled out in the
revised maintenance manuals
should be followed exactly. Failure
to do so could result in poorly
rigged airplane, wrong torque on
the wing bolts, or improperly
treated bolts.
3. If the wing position Is shifted at all,
even temporarily, new crush
washers must be installed between
the fuselage and wing on the upper
two fittings.
4. Wing bolt torque must be checked
100 hours after Inspection or
replacement.
So that the Society might be better
aware of what is being found in the field ,
It is requested that any member who
places wing bolts for any reason , send
se bolts replaced to the Society.
ease enclose a note saying from what
loca tion the bolt was removed , time in
se rvice, and reason for removal, and
Dear ABS:
We have an Alcor CHTIEGT gauge
PIN 47026 fitted on our Bonanza VTDAO. Thi s indicates the CHT and EGT
temperatures on selection of the
required cylinder.
We would like to have the new
Graphic Engine Monitor as indicated on
page 1367G of your magazine of
September, 1983, made by Insight
Instruments Corporation, Box 194,
Ellicott Station, Buffalo, NY 14205.
Kindly clarify if we can replace only
the existing indicator and lit th is Graphic
indicator in place of the Alcor indicator
on the existing thermo couples or would
the whole set need to .be changed. Also.
please let us know if this graphic
indicator is reliable and gives troublefree working along with its cost.
Capt. S.S. Majith ia
~alntenance manuals to incorporate a
"
_
_
american bonanza society
Dear Captain Majithia :
I've discussed your request with John
Youngquist at Insight Instrument and he
reports that the Graphic Engine Monitor
will work with the existing thermo
couples you have Installed for the Alcor
gauge. Also. the Graphic Engine Monitor
fits a standard 2 ~ inch hole which
should be the same size as your Alcor
gauge and thus should fit in the same
location.
Generally the members report
excellent results with the Graphic Engine
Monitor, however, some care must be
exercised in Installation to prevent
interference from RF sources.
John M. Frank, Jr.
Executive Director
ORVILLE MEET ORVILLE
EDITORS NOTE: The news/eller usually
pertains to techn/cal items. However, one
member sent along a popcorn recipe he
thought other pilots would enjoy. We have
held it till we had little extra space.
CARMELCCRN
Boil together for five minutes:
1 cup margarine
1 cup granulated sugar
1 cup brown sugar
'I, cup light or dark karo syrup
1 teaspoon salt
Remove tram heat and add:
1 teaspoon vanilla
1 teaspoon vinegar
V, teaspoon soda
Pour over six quarts popped corn. Stir
well to coat. Bake in greased roaster or
large cookie sheet for one hour at 250
degrees. When done. dump out on waxed
paper or dishtowel and let cool.
'I find it is better if baked at least 30
minutes longer.
• 'If it is around a couple of days and gets
sticky, you can rejuvenate it by putling it
back into the oven tor awhile.
Darrel Brown
ABS H15477
AUTO GAS SEMINAR
AT DENVER '84
Harry Zeislolt, ABS H1654 , heads the
Experimental Air craft Association's (EAA)
program to obtain STC's tor the use of
auto gas in aircratt. He is presently
working on STC's for auto gas use in
early Bonanzas and Debonairs.
Mr. Zeisloft will present a seminar on
the auto gas program on Friday, June
22nd at 11 :00 a.m. as part of the ABS
Annual Convention.
ABS MEMBER LOANS G,35 TO EAA FOR AUTO GAS RESEARCH
Bruce Drangle, ABS H944 0. of Gilman , Wisconsin has loaned his Beech Bonanza 8-35
(N4248D) to the EAA Aviation Foundation tor auto tuel research.
april 1984 page 1454
Flow Transducer Installation Kits
Baron 55,
Kit Number $ 122.40
ASS, B55. C55, D55. D55A. E55.
E55A, 58. 58A. KB0550 $ 122.40
Baron 58P to SIN TJ114 and 58TC to
SIN TK50
.. KB0580 $ 91.80
Baron SSP SIN TJ115 and up 58TC SIN
TK51 and up .. KB0581 $ 87.55
Bonanza E33, E33A. E33C. F33. F33A.
F33C. G33, 35-33. 35-A33, 35-C33,
35-C33A, J35, K35, M35. N35, P35.
S35, V35 , V35A. V35B. 36. A36
14 volt
.. KB0350 $ 93.50
28 volt
KB0352 $ 93.50
Turbo Bonanza S35. V35.
V35A, V35B
. KB0351 $ 81 .60
Turbo Bonanza A36TC,
KB0360 $ 67 .15
B36TC
SPECIAL DISCOUNT TO
ABS MEMBERS ON SILVER
INSTRUMENTS FUELTRONS
Silver Instrument. Inc . is offering 15%
discounts on its fuel management
systems to ABS members for a limited
time only. Purchasers will also receive
an installation certificale. good at any
Silver Instruments dealer. worth $265.00
towards a Fueltron 2 installation .
$225.00 towards a Fueltron 1 installation
or $135 .00 towards a Fuelgard
installation. This special offer will be in
effect from May 1. 1984 through June
30. 1984.
Fueltrons compute and digitally
display Fuel Flow. Fuel Burned. Fuel
Remaining and Flight Time Remaining
with 1% accuracy. The Fuelgard
displays Fuel Flow and Fuel Burned only
with 2% accuracy. Setting engine power
and mixture controls using the accurate
Fuel Flow data usually results in a fuel
savings of 10% . The digital fuel status
Information enables the pilot to get
maximum range from his aircraft while
maintaining fuel safety . It is almost like
adding an auxiliary fuel tank. especially
when the Fueltron 's Time Remaining
data is combined with the Time and
Distance to station (or waypoint)
Information from DME or RNAV.
Fueltrons are FAA approved for all
models of Barons excepl Ihe 56TC.
Fueltrons and Fuelgards are approved
for all models of Bonanzas except those
with pressure carbureted engines (35
through H35). The 15% discount also
applies to the transducer installation kits
shown In the special ABS price list
below.
Twin Engine Fueltron 2 ... .. $1 ,440.75
Single Engine Fueltron 1 . .. $1 .185.75
Fuelgard (single only) . .
$ 675.75
Ordering Information
To order, fill in the coupon below with
the Fueltron or Fuelgard model desired
and the appropriate installation kit for
your aircraft . Mail it with your check or
money order for the total amount
computed to:
Silver Instruments, Inc .
8208 Capwell Drive
Oakland, CA 94621
Your ABS number must be included to
qualify for this special offer . The fuel
management system will be shipped
directly to you (street address only
please) along with the installation
certificate and a list of Silver
Instruments dealers . Silver Instruments
will reimburse the installing dealer when
he sends the instrument warranty card
and a copy of his installation invoice to
the factory . Silver Instruments must
receive these no later than July 31, 1984
to honor the installation certificate.
If you have any questions you can call
Silver Instruments at: (415) 638-5600 .
FUELTRON AND FUELGARD SPECIAL ABS OFFER
15% DISCOUNT COUPON
Name
Shipping Street Address (no P.O. Box please)
Telephone (business hours) (
Aircraft N _ _ _ _ _ _ _ _ __
ABS Number
_ _ Fueltron 2 @ $1,440.75 (gallons or pounds)
_ _ Fueltron 1 @ $1,185.75 (gallons or pounds)
_ _ Fuelgard @ $ 675 .75 (gallons only)
Kit
@ _ __
If in California add sales tax -
VISA'
e'l!
MASTERCARD' _ _ _ _ _ _~~
~18
Mall to:
e . p OiIl e
6% _ _ _ _ _ _ _ _ __
Shipping Charge - $7.00
Total $, _ _ _ _ _ _ _ __
SILVER INSTRUMENTS, INC., 8208 Capwell Drive. Oakland. California 94621
plUI 1455 Iprll 1984
(800) 648-6400 California only.
(800) 882-2808 Outside California .
YOU WILL HAVE HAPPY FLYING
WITH PRECISION FUEL MANAGEMENT
CAPABILITY!
e
RAY JAY TURBOS
AVAILABLE AGAIN
After more than two years of nonavailability, retrofit kits to install turbo
charging on Bonanzas are available
again .
Here's the story. Ray Jay of Long
Beach. CA sold out a couple of years
ago to Rota-Master of North Hollywood.
CA. Rota-Master continued to supply
parts to engine manufacturers but didn 't
make retrofit kits available. Century
Aircraft Corporation. P.O. Box 31026,
Amarillo. TX 79120. phone 806/335-2806
entered into an agreement with RotaMaster to produce retrolit kits. Kit s are
now available lor the H-35 thru V-35B
and 285 h.p. 33·s. Kits for 225 h.p. 33's
should be ready soon and they are
working on an approval for the 36
series. Cost to turbo charge runs in the
10-15 thousand range . Cost of a new
B·36TC from Beech will be $200.000
plus.
CENTURY AIRCRAFT WILL BE
PRESENTING A SEMINAR ON TURBO
CHARGING AT THE ABS CONVENTION
IN DENVER . JUNE 20th THRU 24th .
e
" 0 " RINGS AND FUEL COST
Dear ABS:
Re: "0" ring installation error. page
1430, February. Your report appears very
helpful to anyone having that experience.
Most likely the shop (in error) would not
report such an error and FAA nor NTSB
could easily not find such as the cause of
the accident.
This is one area where you may be very
helpful to the members and not be " merely
bad mouthing" some shop or mechanic.
I've observed over the years that often
mechanical errors cause accidents which
are not truly reported.
I've just read that one half of our total
cost of flying is fuel cost. Here (Qcy) it's
$2.00 gallon. I've figured airlines where
possible, cost less if service is at each end,
and you are going alone. My "Southern
American Bra" died last June and I do not
enjoy flying alone. We 'd made Santiago,
Chile - SA - Rio de J, etc. It's not easy
for my son and I both to leave the oHice for
a tour.
Your tally of Bonanza accidents is most _
of interest to me.
_
Max L. Weinberg
ASS H846
american bonanza society
I
DENVER~
AMERICAN BONANZA SOCIETY
MEMBERSHIP APPLICATION
- ~
N,me _ _ _ _ _ _ _ _ _ _=".,.,=,-__________
(please pont)
Street _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
City _ _ _ _ _ _ _ _ _ _ _ _ _ _ Stale _ _ _ _ _ Z" _ _
MOdel Bonanza Owned _ _ _ _ _ _ _ _ _ _ Seusl :: _ _ _ _ N: _ _
MemberShip IS open 10 anvone seriously Interested In Bonanzas Mall application alon ~ with annual (lues 10
AMERICAN BONANZA. SOCIETY, Mld·Conllnent AIIporl.
PO 80_ 12888. WIChita, KS 67277 (3 16) 945-6913
US/ CANADA / MEXICO
+V Olun'ar ~ BUilding
Fund Contribution
(Talt DedUCtible)
TOTAL DUE
Annual Membership
520 FOREIGN MEMBERS
ASS All Safety
Add AddlllonaJ
Foundahon
Postage &
Contrlbuhon
$20 Processlt'lg Fees
520 (Tal OedUCllble)
$"0 TOT Al FOREIGN
' 60
TOTAL AMOUNT OF CHECK ENCLOSED
,-
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ABS BONANZA PILOT CHECKOUT PROGRAM
_
Your Society now ofters the Bonanza
Pilot the opportunity to receive thorough
training and checkout in your Bonanza
Irom expert Bonanza Instructors.
This program Is being put together by
your Society's Air Safety Foundation
because the Society leels that proper
eckout will produce better, safer pilots
d significantly reduce the accident
ate.
The program consists of 8 hours 01
class room ground instruction and 4
hours 01 flight instruction in your
airplane. Every minute of this training is
specifically oriented to the Bonanza
aircraft and Bonanza pilot. Systems,
normal operations, emergency
procedures, and pilot technique are just
a lew of the subjects that will be
covered.
The course will be offered twice on
each of the weekends listed. The Friday
thru Saturday program will commence at
1:00 p.m. Friday with tour hours of
ground school. Flying will begin at 8:00
a.m. Saturday and the last four hours of
ground school will take place from 2:00
p.m. to 6:00 p.m. Saturday afternoon.
This course finishes on Saturday with
make up flight time, if necessary, on
Sunday. The Saturday/Sunday program
has ground school 8:00 a.m. till noon
Saturday, flight Saturday afternoon and
ground school Sunday 8:00 a.m. till
noon.
Don't miss this opportunity to really
learn about your airplane and get a
thorough checkout from an expert
instructor.
The Cost: $250.00
Space is limited so please register as
soon as possible.
ABS BONANZA PILOT CHECKOUT PROGRAM
_ _ _ _ _ _ _ _ _ _ _ __ __ _ _ _ _ Telephone H
Name
Address
City/State/Zip
Bonanza Model
Dual Controls
YES
NO
Flight Ratings
Total Hours _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ Total Bonanza
Totallnstr. _ _ _ _ _ __ __ __ _ _ _ __
Total Relract.
Please check appropriate boxes.
o
o
o
o
Oxnard, CA May 18 thru 20 .
Denver, CO (Arapahoe) June 15 thru 17)
Pontiac, MI July 13 thru 15
Wichita, KS Sept 14 thru 16
o
o
o
o
Fri/Sat .
Fri/Sat
Fri/Sat
Fri/Sat
o
o
o
o
Sat /Sun
Sat/Sun
Sat/Sun
Sat/Sun
Please complete this form and mail it along with your check payable to ABS/ASF in the amount of $250 .00 to:
American Bonanza Society/Mld-Continent Airport/PO Box 12888/Wichita, Kansas 67277
american bonanza society
april 1984 page 1456
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1984 CHAPTER CALENDAR
NORTHEAST CHAPTER
Serving : Maine , New Hampshire,
Vermont, Massachusetts, Rhode Island,
Connecticut, New York, New Jersey,
Pennsylvania, Delaware, Maryland and
West Virginia
May t 8-20, 1984 -- Nantucket, The
Harbor House.
June 20 thru 24 -- Sheraton Denver
Tech Center, Denver, Colorado , 1984
Annual Convention
July 13 thru 15 -- Albany, New York
Fly-In (in conjunction with ABS Service
Clinic)
CON TACT: JOHN KI LBOURNE, 444
East 75th, 8-F, New York, New York
MID-ATLANTIC CHAPTER
Serving: Wa shington, D.C., West Virginia,
Maryland , Delaware
April 28 -- Tangier Island , VA Fly-In .'
June 20 thru 24 -- Sheraton Denver
Tech Cen ter, Denver, Colorado, 1984
Annual Convention
CONTACT: ROBERT BLOCH, 3513
Gardenview Road, Baltimore, Maryland,
301/486-2610
NORTH CENTRAL CHAPTER
Serving : Illinois, Indiana, Iowa, Michigan,
Minnesota, Missouri. Wisconsin, Ohio
and Kentucky
May 4 thru 6 -- Kentucky Dam Vi llage
State Resort Park, Gilbertsville,
Kentucky.
June 20 thru 24 -- Sheraton Denver
Tech Center, Denve r, Colorado, 1984
Annual Convention
August 17 thru 19 -- The Telemark
Lodg e, Cable, Wisconsin.
CONTACT: TED GORTON , 224 W.
Jefferson Blvd., Suite 517, Southbend,
Indiana 46601 , 219/232-1852.
10021, 212/573-3093, 861-3254
SOUTHEAST CHAPTER
Serving: Alabama, Florida, Georgia,
South Carolina, North Carolina, Virginia,
Mississippi and Tennessee
May 4 thru 6 -- Chattanooga,
Tennessee Fly-In (in conjunction with the
ABS Service Clinic)
June 20 thru 24 -- Sheraton Denver
Tech Center, Denver, Colorado, 1984
Annual Convention
CONTACT: CHARLIE GIBBS, P.O. Box
10363, Jacksonvi lle, Florida 32207 ,
SOUTHWEST CHAPTER
Serving: Arkansas, LouiSiana, New
Mexico, Oklahoma and Texas
June 20 th ru 24 -- Sheraton Denver
Tech Center, Denver, Colorado, 1984
Annual Convention
904/398-2~4J;;;;;??'
CONTACT: BILL MURMER, 7405
Airport Boulevard, Houston, Texas
77601 , 713/643-2697
ROCKY MOUNTAIN CHAPTER
Serving : Colorado, Kansas, Nebraska,
North Dakota, South Dakota , Montana,
Utah and Wyoming
June 20 thru 24 -- Sheraton Denver
Tech Cenler, Denver, Colorado, 1984
Annual Convention
CONTACT: LEE LARSON , 10458 Pearl
Way, Northglenn , Colorado 80233,
303/452-8479
WESTERN CHAPTER
Serving : Arizona, California, Idaho,
Nevada, Oregon , Washington and Alaska
April 12 thru 15 -- Tucson, Arizona (in
conjunction with ABS Service Clinic)
June 20 thru 24 -- Sheraton Denver
Tech Center, Denver, Colorado, 1984
Annual Convention
August 31 thru September 3 -Seattle, Washington (in conjunction wi th
ABS Service Clinic)
CONTACT: ALDEN BARRIOS, 1436
Muirland Drive, LaJolla, California
92037 , 619/459-5901
1984 SERVICE CLINIC SCHEDULE
EI PliO. TX 511 8·21
Pontiac , MI 611·5
Tucson, AZ 4113·15
Chattanooga, TN 5/4 ·7
Fresno, CA 6/1 ·5
Carlsbad, CA 8124·27
Albany , NY 7/13·16
Colorado Springs , CO
Eden Prairie, MN 9/14·17
W lnston .Salem , NC 9121 ·24
Tul s. , OK 10112· 15
8124·27
Seattle , WA 8/30·913
Please complele thiS lorm and mall it along with yow check payable to A8S1ASF In the amounl 01 $85 10
American Bonanza Society I Mld.contlnent Airport. I PO Box 12888 I Wic hita , Kansas 67277
Name
Telephone :::
Address
Clty / Slale/ Zlp
SI N
Al e Model
AS S ::-
Reg .
=
Please indicate your three choices for dale and time :
DATE
1
Fr iday
Saturday
Sunday
M onday
Tuesday
Wednesday
Thursday
povo 1457 oprll 1984
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TIM E
2
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3
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1
B 8,m
9 a.m.
10 a.m.
II a.m.
I p.m.
2 p.m.
3 p.m.
4 p.m.
2
3
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american bonanza society