humiii 1 - American Bonanza Society

HUMIII 1
NAGLE AIRCRAFT. INC.
Our Customers Come From All Over The World
Auckland. New Zealand • Homer. Alaska • Montreal. Canada • Sao Paulo. Brazil • London. England
like most Bonanza and Baron owners, linneau
Carlos da Costa lima wanted the very best for his
V-Tail Bonanza and he was willing to fly that extra
mile to get it. .. or in his case, that extra 6200 miles .. .
all the way from Sao Paulo, Brazil to Nagle Aircraft's
facility at Hanscom Field (BED) in Bedford,
Massachusetts (just 12 miles west of Boston).
We have been servicing all your Bonanza and Baron
needs for nearly 50 years. From our thorough Pre-
Nagle Aircraft
Bedford. Mass.
Purchase inspections to our 10550 (300HP) engine
conversions, "quality" workmanship is our trademark.
Ask for details about our complete "Spinner to Tail
Cone" aircraft restorations.
We know 38 hours is a
bit extreme ... but isn't
your Bonanza or
Baron worth flying
just a few extra miles?
NAGLE AIRCRAFT... WE'RE CLOSER THAN YOU THINK!
Ferry service available, to and from your home airport.
• Aircraft Sales & Service
• Pre-Purchase Inspections
• Custom Bonanza & Baron Restoration
Brazil
• SO. 100 Hour & Annual Inspection
• Customized Engine Installations
• After Market Modifications
A
n S Model Bonanza ,
N8992M, joined the
Jacoby family in May
1989. Its purchase fulfilled a craving for the ultimate personal flying machine after 16 years
of aircraft ownership-a series of
single and multiengine Pipers,
Cessnas and tWO other Bonanzas.
As soon as our Bonanza settled in,
we began a gradual renovation process that still continues. First, we
replaced the old Nav/Com radios
with dual Narco 12Ds. Soon, a new
Terra transponder and a Northstar
M I Loran took their place on the
panel. As the airplane steadily saw
more use, we added a WX-IOOO
Stonnscope, Sigma Tek HSI and a
fully-coupled S-Tec 60-2 autopilot.
Looking in one day, Russ Lawton,
editor-in-chief of IFR Re!reshel; remarked, "What a user-friendly pane\."
Along the way, Airtex provided
rich brown rugs and upholstery to
offset the otherwise red and white
Ilz hak Jacoby and daughter Orit with 92M prior 10 departure on a Coast Guard patrol
interior. D' Shannon Beech mods replaced the old divided windshield
with a three-eighths inch single piece
windshield and, most recently, added
tip tanks.
The future will call for a decision
concerning a new power plant. When
the time comes, the airplane will
likely sport an 10-550. A GPS receiver also will be added.
Although the airfrmne had 3,100
hours and the engine about 400 hours
when we bought N8992M , only 40
of these hours were flown in the last
eight years before our purchase. It
has known nothing but the beSt maintenance and shelter in a dry hangar.
The airplane is used for both professional and personal travel, prima-
rily throughout the eastern U.S. Its
more pleasant nights take me to sites
where I instruct in the BPPP, Inc.
N8992M al so nies year-round
over the Potomac River and Chesapeake Bay, conducting ice, pollution .
and safety patrols as part of the Coast
Guard Auxiliary air operations.
These patrols are generally enjoyable
flights that give the satisfaction of
contributing to public safety.
With aileron and flap gap seals,
my Bonanza provides a solid 169
knots at 65 percent power at 8,500
feet. There is no ques tion that
N8992M is rny idea of a fun flying
machine.
Itz hak Jacoby, ABS 25373, Bethesda, Md.
1964535 BONANZA
IO-520BA
TTSN 3600
SFREM 650TT
2x Narco M ark 120
Bendi x AO F T-12B
Northstar M -1 Loran
Terra 250 transponder/encoder
Terra audio panel wi th marker beacon
and four-place intercom
Narco 890 OM E
S· Tee 60-2 coupl ed AP/yaw damper
Sigma Tek HSI
WX 1000 Stormscope
Ail eron and fl ap ga p sea ls
Three·eighths inch o ne piece
w indshield
Rapeo standby vacuum pump
Airtex seats and carpet
Rosen visors
O'Shannon tip tanks
Insight engine analyzer
ABS lanuary1996
P.age4173
JANUARY 1996
VOLUME 9 6 . N U MBER
COVER : BPPP, Inc. Instructor Itzhak Jacoby's 535 Bonanza ...
41 73
OF DOLLARS AND SENSE by George Wilhelmsen ..................... 41 76
A look at the cost of parts
HURRICANE OPAL VS THE DEBONAIR by James E. Hord. Jr. . Ph .D...... 4 184
BonallZa survives Jorce of hurrican e
HOW TOUGH IS A BONANZA? by Don Ha wkins ..
Bonanlll gets the best oj all Oldsmobil£'
. . . .. . . .... ..... 4 188
SURVIVING EMERGENCY LANDINGS by Peler Volckman n
......... . 41 90
KEEPING ADEPT AND EXPERT AS A PILOT by Jeff Edwards .. . .. • ...... 41 92
Currellcy-recellcy-proflciellcy
BPPP, INC. REPORT by Jack Hi rsch .................. . .. . ............ 4201
1H 1'\H I I\1I~I'"
PRESIDENT'S COMMENTS .. 4 175
by Barrie Hiern
FliG HT PLANS . . . . . . . . . . . 4 195
SHOP TA LK
COLVIN' S CORNER ....... 4 178
by Nl, ,.1 Poban: and Arky FOl/lk
..
. ...... 4 197
by Lynn J enkills
PRODU CT REV IEW
4199
FORUM
4182
REG IONAL NEWS
4185
ASK BPPP
4200
CU RR ENTS
4 186
CALENDAR
4202
GROUND CO NTROL
4203
by Lew Gage
INSURANCE
... 4189
by Pell'r Bray
Ne il's f rom ABS Headquarters
by John Allell , Fa/coll /lISuI"Gnce
... 41 91
AVIONICS
by Jim Hughes
ABS LIFE MEMBERSHIP
Become "" AilS I.ife Member for $600. Vour name w ill be inc luded
in J speciell rosIer in the ABS Magazine once.l year and in the ABS
MI'mbership Directory. Liie Members receive" specia l l.i fe Membership
C"rd and ,111 identifiCilti"n pin . See page 4 1H3 lor new Life Members.
PAST I'RfSIDENTS
tI.J. McCI;an,Jh;an, MD. AHSHll
fr,Jnk C. Ross, ABSHLJBb .
Russell W. Rink. AIJSHl4 ..
Hypoli te T. limdfY, Jf., MD, ARSHll449 .
Cillvin R £;t,ly, MD, PhD, ABSHll797 .
Ca pl . Jesse f . Adams, USN(RETI, AIISHl771
David P. Barton, AHSHl534
Alden C. BJrflOS, .-.BSHL3126 .
Fred A. Driscoll, If., AIJSH l 2~76
E.M. Andenon. If .. ABSH131
Donald l. Mond,l y, ABSHl9904 .
/967- 1971
1<}71 - 1971
19 73- 1975
1975-197b
197f)-1977
1977-1978
1<)78--1979
1979- 1980
/980-198 1
1981 - 19/:1]
1'JEI'I- 1984
~Iarr y C . II,Jdl!!r, AHSII1148 7 ..
lohn E. P,X!On, ABSHl 28 19 ...
Gibbs, ABS HL6 _117 .
}oseph McClam. II I, ABSHl8bO
lee l.lr~Oll, ABS HlI J25 . .
Will" lm '1 . Bush. ABSHU810 ..
R,w l. lead,Jbfand , ARSl4 722 .
J,l mes C. Cilssel!, III , ABSHl7741 .
W,men [ Hoffner. ABSHl5(,)2
John H. Kilbourne. ABSHll0205 .
C h;arle~ ~ .
1984- 1985
1965- 191\(,
....
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199)- 1994
AMERICAN BONANZA SOCIETY /I.\AGAZI"I[ IS published monthly by rhe Amcrican Bon.lnzil Societ y at the Wichila Mld·Con tl·
nent Alrporr. 1922 Midfield Road. Wi chita, KS b720IJ. The prKe of;a yeMly su bscription Is included In the annua l dues (\45 ) of
SociCly meml~rs. Second-class postilge 1),1111 .11 Wichita, K,lns.l~. and ,1Ikhr,oo,J1 m,lrlmK offices.
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c> Copynght 199(.
Page 4 174
ADS January 1996
•
•
President's
Comments
BARRIE C. HIERN
•
Greetings ! Let me first w ish
everyo ne a happy and
prosperous New Year.
Tort reform and user fees:
SHADES FROM HADES!
•
I wish I cou ld be so optimi stic that
I wou ld believe that my wis h would
be granted. However, as the new year
beg ins, there are many dark clouds
on the horizon. It seems that some
of these are from a stationary front ,
known as liability, supposedly cured
by the General Aviation Revitali zation Act of 1994 (Statute of Repose)
and some of the new clouds are from
an approaching cold Front which will
certainl y put a chill on general av iati on. It seems we may wi nd up with
an occluded fron t, hav ing all of the
bad features of both types.
Last yea r, everyone was euphoric
over the passage of the Statute of
Repose. Supposedl y, this was going
to cure many of the fac tors which
weighed considerably in the decline
of general aviation as we knew it 15
or 20 yea rs ago. Liability wou ld be
limited to 18 years (wow!). This is
still an intolerabl y long time when
one considers the reserves which
must be maintained for a product for
such a period.
The manufacturer and its insurance compan y must consider the effects of inflati on o n court judgments
and also the trend (which is ever up !)
in the amo unts of those judgments.
Although I ha ve not been shopping for a new ai rpl ane (my "old"
1957 H35 has an Eveready Energ izer® in it , I hope), I have not iced
the fact that prices for parts have not
dec rea sed. I have not notice d
Ra yth eo n Airc ra ft Company,
Mooney, or any of the other manufacturers plac ing ads announcing reductions in the price of its aircraft
resulting from a diminution of liability and a reductio n in its rates due to
the passage of the Statute of Repose.
Although Cessna has an nounced
production of the 172 as a
result of the passage of
the statute, reports of the
minimum price are
somewhat d iscourag ing,
10 say the least.
In addition to
continuing to pay a
penalty or premium - it
depe nd s
upon
which side of the
airport fence yo u
are o n- fo r part s
and maintenance to
support our legal (there's no justi ce
system anymore) system, there are
now the new clouds of an approaching fron t coming into view.
I am re ferrin g to the ugly monster, user fees, wh ich is aga in rear-
ing its head from the abyss known
as Congress . Periodica lly, li ke attempts to ha ve the comer 101 on your
bl ock rezo ned. user fees are proposed as a good idea. And also like
the comer lot rezoning effort. the first
time th at no one pays any allention.
the change wil l be made and reversal will be all bu t impossible .
All of a sudden, there is a new
effort to balance the budget. It is the
politically correct thing to do for
poli tic ians these days. But what happened to the plan to balance the budget in five years which accompanied
o ne of the largest tax increases in
years which was proposed two years
ago? It seems that loss of memory is
not an affli ctio n which is restricted
on ly to past pres ident s of the United
States.
Many of us are o ld enoug h to remember when the federal tax on avgas was fo ur cent s a gallon . Now it
is 500 percent hig he r at 19 cents.
That is hi gher than the CPI has risen
for the same peri od since the 1960s.
A few years ago when, odd ly
enough, user fees were also thought
of as a new, good idea, a stud y was
done to see who/what benefited from
general aviatio n. Is anyone surpri sed
to learn that the study showed that
the on ly beneficiaries were the " rich"
peopl e who owned and
fl ew airplanes?
I mu st admi t that
whenever I fl y anywhere, even locally,
my wallet is heavier
w hen I come h ome
than when I left. But
t hat is because of
th e c h a rge receipt s represent ing cash s pe nt
which I stick in
my wal le t. I f I
don ' t have the
m o ney. so meo ne e lse does, and
th ey arc in my ho me o r othe r communit y, work in g at the airport, in
th e hote l indu stry, o r in my case,
freq uentl y, the restauran t indu stry.
Recentl y, Ro n Vickrey, our vice
president, and others fl ew several
plane loads of med ici nes to areas in
Mex ico stricken after one of the rece nt hurri ca nes. Did thi s benefit
him? I don't think so. Our own customs people gavc him some grief.
Did it benefi t relations wi th th e
people of a neighboring country?
You bet it did! That's called diplomacy o f' the best kind.
continued 011 page 4190
ADS lanuary 1996
Page 4 175
uni son to allow humans to ta ke to the air with less risk
tha n a ride o n a busy ex pressway.
These pa ris, which range from the tin y metal stringer
thro ug h the massive wing spa r, are produced for the aircraft ma nufac ture rs who. in tum . use the m to build new
pl anes, as we ll as sell the m to a irplane owners for use in
the re pa ir o r upgrade o f their aircraft. The onl y pro bl em
with airpl ane pa rts these days is their price. w hi ch approaches a king's ra nsom for even simple widgets and
doodads.
for all affected models.
•
Of course. Beech wa nted me to modify o r replace my
ex isting gust lock because they keep receivi ng reports o f
pil ots being in vo lved in incident s a nd accide nts involving Bonanza airpl anes in whic h the pil ot alle mpted to
take o ff with a g ust lock installed.
MS Bs a re very seri o llS ite ms. but since I o pe rate my
De bo nair unde r Pa rt 9 1, I can legall y c hoose to ignore
them . I have elected to igno re several such bulletins when
they were beyond my financia l means and would not have
resulted in a substantial improve me nt to the safety or
o pe ration o f my De bona ir.
However. in thi s case. I thought tha t it wo uld be a
nice idea to re place myo id gust lock. whic h had lost all
the parts but the lock pin . with Beech 's new vers ion. To
that e nd, I picked up the phone and called my loca l Beech
deale r. The part s pe rson was ve ry helpful a nd poi nted
out that I had requested the la test Control G ust Lock PI
35-5901 28- 1. He the n pa used for a mome nt and stated
that the price was $373 .75
To be ho nest, I was a bi t ta ken a back by the price.
Afte r all , the gust lock is compri sed o f a fl at metal plate
with a we lded piece o f half tube stock connected with a
pin throug h a loc kin g pin that fit s into the cont ro l co lumn on my plane. Having some bac kground in fa brication and pri cing, I had ex pected a pri ce in the area of $50
to $75 at the most.
The pa rts pe rson c hec ked aga in j ust to be sure and .
de te rmined that the price was. in fact. $373.75. What was
even more c uri ous a nd distu rbing was that the new gust
loc k was not avail able. even if I we re wi lling to fo rk
over the ro ug hl y 12 hours o f fli ght expenses that this
lillie part wo uld cost me.
I had to sit bac k for a mome nt to get the who le issue
straight in my mind: Beech sends o ut a Ma nda tory Service Bulle tin because they have ide ntified a n issue th at
is "critical to 11 ig ht safety o r crashworth iness:' puts out
a part at a price that ma kes me not wa nt to buy it. and
then has no stoc k?
Example: MSB 2527
Getting to the root of the problem
Take, fo r examp le, the recent Beech Ma ndatory Se rvice Bulle tin 2527 w hi c h came with the sna ppy titl e.
" Flig ht Contro ls - Contro l G ust Lock Modifi catio n Replace me nt. " The bull etin was very simple and called fo r
the modificatio n or replacemel1l o f ju st about every gust
lock in the Bo nanza fl eet.
Mandato ry Se rvice Bulle tins are a way for an a irplane
company to get the wo rd out on important issues. This
red -bo rde red MSB is cons ide red ve ry impo rtant by
Beech as it inc ludes "cha nges, inspecti o ns a nd modi fi cati o ns th a t could affec t safe ty o r c rash wo rthiness,"
acco rding to the fin e print at the bollo m o f the form .
They are frequ e ntl y fo llo wed by a n Ai rworth i ness
Direc tive (AD). whi c h makes th e bull e tin mandatory
The re had to be a good reason for th is lillie snafu . and
I was de te mlined to get to the bOllo m o f the issue. I called
the Aircraft O wne rs a nd Pilots Assoc iatio n and spoke
with their technical sta ff. The AO PA staff indicated that
they had received feedback fro m several othe r Beech
owne rs on the Service Bull etin a nd most had ex pressed
di stress at the price o f the pa rt .
A tth is po int , I was able to recall an arti cle in a recent
ABS Maga:ille by Arthur Wegne r. Chairman and Chief
Executi ve Officer o f Raytheon Ai rcra ft. The artic le spoke
o f new Contro l by Li ght ad va nceme nts in aircraft e ng ine a nd fli ght contro ls and how Raytheon is at the fo refront o f de velo pme nt.
At o ne po int in the arti cle, MI'. Wegne r ex plained how •
CONTROLS
REMOVE
BEFORE
FUQHT
35 ·5 90128 · 1 CONTROL GUST LOCK
(REPLACES 35 · 590103 CON TROL GUST LOCK)
Service BlI/k'lin No. 2527
OF DOLLAR$
AND $ENSE
BY GEORGE WILHELMSEN
I
f yo u take an y airplane and break i( do wn il1l o its
constituent pari s, yo u will find just that : parts. An airplane b th e sum o f thousands of part s, all workin g in
Page 41 76
A8 S lanuary 1996
•
•
Ray theon was using commercially ava ilab le compone nts
to keep the cost of their units down to reasonable levels
that even general aviation pilots might be able to afford.
To get an answer to thi s issue, I wrote a lelle r to Mr.
Wegner in whic h I asked him how he expected to be able
to produce such parts at affordable levels when hi s company could not produce a simple gust lock for less than
an arm and a leg.
Mr. Wegner wrote me a very nice lelle r in rep ly. In his
leller, he explained that two "escapes" had been fou nd in
the ir syste m that contributed to the pricing and avai labi lity failings. He first c ited the ca lcul atio ns for the part
price being based o n the wrong factors. Thi s resulted in
the set up time being amortized over a small production
run which , when added to the relative ly modest cost of
fabri cating the individual parts, resulted in the hi gh price
that was quoted to me.
He went on to explain that an unexpected and last
minute delay in the fabrication process resulted in a
month 's delay in receipt to stock. In the e nd , he stated
that the price of the gust lock was now $8 I .25.
The new price was certainl y an improvement and I
picked up the pho ne again and ca lled my Beech part s
dealer. The part s person again looked up the numbe r and
infol11led me that the price had been red uced- to $ I23 .50.
I explained that I had a lelle r from Mr. Wegne r with the
price of $8 I .25 , but the parts pe rson could not he lp me.
Beech had coded the part with an "echo" code whic h
means no discount is availab le on the part. Finally, as if
to add insult to injury, the part was sli/l not in stock.
So here I was, wil ling to she ll out the cash and comply with the MSB which is so important that it could
affect safety orcrashworthiness-and I still can't get the
part!
Continuing dialogue with Raytheon
I dropped anothe r line to Mr. Wegne r a nd explained
the situation. I received yet another ni ce rep ly, tllis time
from John Diebold , Raytheon's Vi ce Pres ide nt of Prod uct Support . Mr. Diebo ld made a check fro m his e nd and
found the part in stock and priced correc tl y at $8 I .25.
I was certain Beech would have some interesting things
to say about this issue, so at the suggestion of Mr. Wegner
in his first lener, I contacted John Diebold for a chat abo ut
the price of parts. I was happ y to hear that Ray theon is
working to eva luate the ir stock of parts and to reduce
prices where possible.
" Parts get the ir prices from long formulas based o n
cost and the source of supply, whether it comes from our
internal sources or outside," Die bold ex plained. 'The
difference in the last few years is that we are mo re sensiti ve to the marke t for parts to where we are actuall y picking the part up and ask ing whether it is worth the amount
of dollars we are c harg ing for it ."
He explained that the parts rev iew process started in
ASS January 1996
mid- 1994 and began with a rev iew o f the fas test selling
parts. " We ran a Pareto diagram on the fastest mov ing
parts and worked on those first," stated Diebold. "To date,
we have pe rformed an anal ysis on 26,000 of o ur fastest
mov ing parts and have reduced the pri ces on 10,000 of
those parts so far."
Raytheon working on a solution
Ra ytheon is look ing at reaching an optimum leve l for
ordering whi ch wi ll all ow them to dete rmine what the
most economic order quantiti es wo uld be. Thi s in turn
would allow the company to make larger buys wh ich
helps to ho ld down the cost. " We are trying to find the
approach that seems to make the most sense," Diebold
said. "just li ke a good numbe r of othe r companies are
doing."
Diebold went on to explai n that Raytheon Beech wou ld
li ke to be yo ur parts supplier of choice . To that e nd . if a
part turns up wi th a price that seems unreasonable, they
wou ld like to hear about it. " We would like to know what
those parts are and it wo uld help if people wou ld send
those part s prices and numbe rs in to us," Die bold said.
"The person who is hand Iing part s price questio ns is
Je ff Snyder, who is the Director of Spa res Support for
the e ntire Ray theon product line, inCluding Beech and
Hawker. It is important that people let us know what those
spec i fi c part s numbe rs arc." Di ebold said .
He went on to explain that Ra ytheon Beech gets onl y
a fraction of the total parts market. " If we are not competiti ve ly priced. the owne rs won' t buy the part from us
and we won', see it as an active part."
Light at the end of the tunnel
In the e nd. I was left with some hope that price reform
may be coming. Whethe r pricing sanit y reaches the company before they I)rice simple replaceme nt pa rt s out of
my reach and thu s drive me a nd man y pilots li ke me from
the marke t has yet to be seen.
How you can help
With a lilli e vig ilance. however, and a few lellers to
Je ff Snyder. pe rhaps we can all make a di fference and
get parts prices down to reasonable values that bring an
acceptable return to the compan y without breaking the
banks of the owners.
Letters concerning parts I)rice concerns should
be addressed to Raytheon Aircraf'l Comp:II1Y.
Attn : Jerr Snyder. P.O. 80' 115. Wichita. KS
67201-00115.
George Wilhelmsen, ABS 25435, a licensed senior reac tor operator
with Commom't'eallh Edison, is .I 400 hour commercial instrument
fa/cd pi/ol. He ;s
if
contriiJlllin}.! editor for Plane & Pilot magazine.
Page 4177
Glen "Ark y' FOlilk
Neil Pobanz
Fuel fluctuation in Model 36
Thomas I. Horan. ABS 323 01
Albuquerque, N .M ,
n:
S~
We have a 1969 Bo na nza 36,
E- 126, with a fu el injected 10520 e ng ine. I have noticed a problem in thi s aircraft and oth er Bonan-
zas I ha ve flown , including 35s and
36s.
S ho rtl y after fli ght , usuall y in the
afternoon on a hot day, I will noti ce
a flu ctuati on in the fue l fl ow gauge
of two or three ga llons an ho ur- the
ga uge wi ll j ump abo ut. It is not just
a ga uge problem, as the engi ne wi ll
mi ss and sputter a b it.
The first few times thi s occ urred ,
sta rting back in the 1980s. whe n I
rented aircraft fro m Cutte r Aircraft,
I would c hange tanks a nd hit the auxili ary fu el pump. The a uxiliary fue l
pump wo uld sto p the proble m for a
whi le, but the n it would reappear. After about 30 minutes of fli g ht time,
the prob lem seemed to rectiFy it se lf.
As I stated earl ier, it happe ns in the
afte rn oo ns o n ho t day s in New
Mexico. a nd it 's usually regard less
o f whe ther there is a ny turbule nce or
othe r problem .
Next, c heck the main fuel sum p
drain in the airp lane belly; c heck for
th e co nditi o n of the O-rin gs and
compliance wi th the Beech Service
Bulletin No. 25 18. If this all c heck s
out , turn the boost pump to low
boost. This won ' t flood the eng ine
and it wi II move the vapor. Don'l use
hig h boost. It mi ght not hurt to check
fu el Iines for adequa te clearance to
the ex haust manifo lds.
Lubrication system
on E series engine
I' edro Vachier, A8S 32743
Naugatuck, Conn.
Q: I am in need of inf'onnation on
the e ngi ne lubrication syste m in my
A35. Whe n perfomling a prefli g ht
inspecti on, the oi l level in the sump/
coo le r reads low. The e ng ine was
serviced with the proper amo unt o f
o il ( 10 quarts) . Afte r a run-up, the
o il leve l reads normal. Is the g rav it y
pulling oi l bac k into the c ra nkcase
thro ug h th e scave nge sys te m ? I
know there is a check valve in the
syste m but it is on the suppl y side.
What can be done to stop this seepage o f oi l from sump to c rankcase?
(i te m 2 and 3 o n the schematic) is
designed to prevent oil from e ntering the e ngine whe never the e ngine
is no t running.
Unfo rtunately, thi s c heck valve
will not prevent some o il from draining bac k into the e ng ine sump. Beca use of thi s, o il leve l mu st be
checked di rectl y aft e r landing. If this
is not done. you will fi nd the o il level
in the tank low.
A
If oil is added. the n the eng ine .
started. the o il tank will be overfilled
whi ch could possibly cause the tank
to burst.
The o il c hec k va lve has a sea t
simil ar to an ex haust valve. Thi s seat
can be ground narrower to improve
its sealing qualities. The onl y real solut ion is to rework the check valves
and check o il level aft er landing.
.,.,-.--- -
A: The problem is vapo r in the sys- A: Your e ng ine is of the dry sump
tem which is rather unusual for that
mode l airp lane. Let ' s c heck the
unmetered fue l pump pressure. At
idle 550 to 600 rpm , pressure shou ld
be 9- 11 ps i. At full static 2700, it
sho ul d be 29-32 ps i.
Page 41 78
va rie ty which means oi l is pumped
from theextemal o il tank th rough the
o il passages. It is the n coll ected in a
sump. where a sump pump returns
the o il to the radi ato r and from the re
to the o il tank . A built- in c heck valve
ADS lanuilry 199&
a
Rebuilt alternator for C33
W ' Bud Gerrity, ABS 3 1391
Colleyville, Texas
n:
S~
•
I have a 1972 G33 Bonanza,
CD-1268, N941 3Q. I am looking for a 60 amp 12 volt alternator
to place on thi s aircraft. I called
Beech and they gave me the part
number 33-380009-1 for my aircraf1
and the information that this plane
went out of the factory with a 60 amp
12 volt alternator. But they would not
tell me who made the alternator nor
any of the nomenclature so I could
get a rebuilt alternator. It seems that
all they want is for me to buy a new
alternator from them.
Someone took off the 60 amp 12
volt alternator and replaced it with a
40 amp 12 volt. I had an alternator
shop check it out. I need a 60 amp in
order to keep my battery charge and
all my radios working properly when
all th e e lec tri c dev ices (li g ht s,
Stormscope, DME, ADF, HSI , Argus
5000, transponder, GPS, landing light
and S-Tec 50 autopilot) are activated.
A:
Try Lynn Jenkins at 702-331 4905. I am sure he can find what you
need . But, as a bac kup, yo u might
try Rich Aviation at 805-486-6760 or
Sky Tronics at 1-800-42 1-6846. I'm
sure yo u can find what you need at
one of the above locations.
New panel for C35
Gre8 Gaquin, ABS 31358
Glendale, Ariz.
Q:
I own a 1949 A35 Bonanza. I
would like to convert the instrument
panel. On the cover of the May 1995
ABS Magazine was a 1951 C mode l
with the panel I would like to install
in my A model.
Was this panel an STC kit or a custom job? If it is custom, is there any
information on the construction and
shock mounting of this panel? Also,
what would the FAA require for a
custom panel to be installed?
A: A company called Dyke-Tech
has beautiful panels. Thei r pho ne
ASS January 1996
numbe r is 402-333 -2335. Beryl
D'Sh a nnon at phone 1-800-2384629 has pane ls and so does Linden
Avionics at phone 20 1-455- 1110.
The new pane l can extend onl y to
the piano key panel s in ce thi s is
structure. The people who suppl y the
panel should be of help on ho w it is
installed.
Quick oil drain connector
on F33A
Vom /.M . Eskes, ABS 26624
Middlesex, United Kingdom
n:
I own an F33A Bonanza, CEwith a new 10-550BB rcman
eng ine. I am very pl eased indeed
with the new engi ne. I ha ve n own
the aircraft now for some 60 hours
and started to operate o n Phillips
synthetic oil after 50 hours. The eng ine does not secm to use a lot of
oil. (My estimate is one liter in 15
hours!)
Would there be any disadvantage
in having a quick oil drain connectio n? (I may not be lIsing the correct
term .) If there are no adverse sides
to having thi s quick o il release connector, where can I purch ase one for
my aircraft?
6~,
A:
Pe rform a nce Aero at 3640
Sagunto, #208 , PO Box 549, Santa
Ynez, CA 93460, has the quick drain.
Th e ir fax is 805-688-8287 . This
drain makes it eas ie r to drain oil
without coverin g the eng ine compartment. They show a cost of about
$73. In Changing oi l, if you w ill
punch a ho le in the top of the o il fil ter, the o il in the filter will run back
into the e ngine.
M35 baffles
Lyle M. B(lrdy, ABS 6859
Wesr Covina, Calif.
Q:
The Mode l M35, D-6253. I
have is eq uipped wi th an array of
ex hau st baffies, six in all, clamped
to the manifolds. They are no doubt
effecti ve, maybe overl y so, in protecting eng ine mou nts, fu e l lin es,
etc., from radiated heal.
Over the yea rs, the baffles have
wo rk -ha rd ened a nd now develop
cracks repeatedly, necessi tating constant repair. They are nearl y irreparable now and I wou ld prefer to retrofit with something simpler.
Other very s imilar 35 model s,
circa 1960, i.e., J, K, Nand P, that I
have been able to inspect are fitted
with heat shie lds attached to the eng ine mount s and appa rentl y have
been able to di spense with the fullblown set of c1amp-ons typical of the
installation on my aircraft.
Was my ai rcraft ce rti fied w ith
these heat shields and amI stuck with
them? Has a simpler exhaust baffie
system been app roved for this aircraft (maybe via Form 337)? In e ither case, ca n you recommend an
after-market sou rce for replacement
parts?
A: I cannot be sure, but it sounds
like some overzealous mechanic has
added baffiing. If it were mine, I
would in stall the heat shields as used
on the Model Nand P models. The
rear rubber mounts should be protected
and that should be about il. Don't
change any barnes on the cylinders.
Damaged wing flap on 36
Fred Bellows, ABS 23166
Lincoln Center;. Mass.
Q:
During annual in spection, we
di scovered a crack o n the RH nap
sk in at the act uato r attac h hornl
bracket base. This crack is approximately one-half inch lo ng o n ei ther
side across the leading edge where
it mates to the associated flap rib
structure. The crack seems to have a
net effect of loweri ng the flap abo ut
one-eighth of an inch.
Needless to say, thi s looks like a
difficult repair at best. Perhaps you
might have some insight as to the
best way to fix thi s problem. I have
a very accomplished sheet metal mechanic wo rkin g o n thi s project in
Eric Torey. (You may remember or
know of the Twin Bee Seabee convers ion. Eric built up all 25 of them
Page 4179
and is no stranger to major structure
repair and modifi cati o n}. 1' 01 sure
Eric will figure out the best way to
go, but I tho ug ht yo u mi ght ha ve
some insight for us.
A: I'm sure that the support ribs
inside the nap are cracked. A good
sheet me tal mechani c can trim away
the lead ing edge ski n e ight or 10
inches. add do uble rs to the c rac ked
ribs, the n make up and re install the
lead ing edge ski n. Yo ur sheet me tal
mecha nic will know w hat to do.
Unusual tire wear
Robert P. Hudge" s, ABS 23265
Montgomery, Ala .
n:
Our compan y bo ught a 1977
E5s Baro n three years ago from an
indi vidual in Virginia. Atthe time o f
purc hase , we noti ced that the main
gear tires were seve re ly worn on the
inside. Thi s wear palle rn was equ al
be tween the two, the inside tread o f
each tire worn smooth with the out side tread o n each tire almost un to uc hed.
The owne r had been a Navy pilot
and had exp lained his habit of landing " hot" with no n a ps so as to have
a "c lean " airp lane in case o f a
go-aro und . I allributed the tire wea r
to hi s hi g h speed landi ngs and
what I assumed was a purposeful toeo ut al ignme nt by Beech to kee p a
positive pressure on the gear-down
structure.
As we o pe rated the plane, the tire
wear pallern became apparent again.
We are landing the plane full flap s
at near stall. se ldom anywhere close
to gross weight. The two Beech service centers we have talked to a nd
the factory service men we called say
the re is no provision for adj usting the
alignment on the plane.
There is no evide nce nor is there
any logged hi story of land ing damage or hard landings. The pla ne has
just now go ne over 1.300 ho urs total time. A quick ga uge of the alignment with a lo ng strai ght edge does
seem to show a toe-o ut setup. We
ha ve not tried to meas ure any align-
Page 4180
me nt parameters prec ise ly, wa iting
to find a c ure before we go to too
much trouble o r expense.
The Beech service centers seem
to indicate that this palle rn is abnormal and asked us to le t them know if
we turned up any c ure, that they had
seen it occasionall y or o n one gear
or the other. but not in suc h an even
palle rn as ours . What do you suggest
we do (0 uchieve " nollllal" li re wear?
A:
Tire wear. as described , is more
o r less no rmal. The re is some variati on in the degree o f wear. There is
no adjustment in the strut. In some
rare cases. I have had owners swi tch
torque knees which did c ut down o n
tire wear to a degree. You mig ht try
a hi ghe r tire pressure.
Vice Pres . cOlI/lI/elll: My B55 Baro n
ex hibits similar tire wear. Tire life
can be ex te nd ed by co ns ist e ntl y
maintaining pressures at the maximum allowable and reversing each
tire o n its respective wheel at half
life. See Owner Pe rfo rmed Maintenance Video.
Increased fuel use and
keeping wings level
Tom Mayer, ABS 2087 9
Oak Law", III.
Q:
I own a 95-55 Baron and ha ve
two queries. First my IO-470L e ng ines we re just re built and during the
e nsuing 25 hours of ni ght to date, I
find that the fue l usage has increased
from a prev io us-to-rebuild 24 gph at
67 percent powe r (2.3 50 rpm , 23
inc hes: fue l press . +/- 6 .9 psi) to 28
gph ( fu el press. now 8.2 psi) at the
sam e rpm / MAP setlin gs, a lwa ys
leaned to 50 degrees rich of pea k
EGT and at ide nti cal lASs.
The installe r states that the high
and low pressures as indi cated on an
exte rna l gauge were set according to
Beech specs . The cockpit fu e l pressure ga uges do ind icate 18-19 psi o n
takeo ff at 700 msl (80 F) a nd show a
50 rpm rise on idle c uto ff. Prev io us
no rmal hi g h press ure indicati ons
were 17 psi. My qucstion is obvious:
Wo uld yo u ag ree that I am us ing too _
much fu e l at present? And if so, . ,
please suggest the fix.
My second qucstion has to do with
the wo nderfu ll y light forces so typical of the contro ls o n thi s mode l
Baron. I have been flying prelly exte ns ively in IM C sans autopi lot a nd
lind that too muc h of my allention
must be g iven to keeping the wings
level. I have 42 years o f flying experience. 32 o f w hi c h were wi th
major airlines (read " heavy control s") and find that some additional
fo rce or cente ring input o n the ailero ns is a plus. So the question is: Are
yo u aware of any adjustmen t or tens io n "add-o n" placed in use by any
of o ur me mbe rs that would address
thi s s ituatio n- short of trad ing up to
the heavier input B58. that is? Let
me hasten to add that I am referring
onl y to a minimal bungee-type force
addi ti on.
A: I would suggest that yo u c heck
the air filt e rs to assure c lean liness
and lack o f obstructions. Check the
unmete red engi ne fuel pump pres- . .
sure. At 600 rpm . pressure should be
9- 11 psi. At full stat ic rpm. it shou ld
be 25-27.5 psi. This tes t is done
taking pressure from be tween the
e ng ine driven pump and me te ring
va lve. Set idle mixture with engine
idling 600 rpm. pull ou t on mixture
until the eng ine quits. Just before it
qui ts. rpm s ho uld increase 25 rpm.
There are no mod i fi ca t ions to
make the ai le rons feel heavier. However, some autopilot installations crea te additiona l fri c tio n in the control
system , prod ucing a s li ghtl y heav ie r
feel when fl y ing the ai rplane man uall y.
a
Fuel wobble pump on 35
Ion K. Pelerson, A8S J29-1 0
San Diego, Ca lif.
Q:
Do you ha ve any information
regarding tile rep laceme nt pa rts for
a wobb le pump on a 1947 35 Bonanza? Trade -A -P/alle has parts but
a re they any beller than what we
have? What do yo u suggest we do _
and whe re do you suggest we get . .
ADS january 199&
parts o r an upg rade? The detents
have all but worn out.
•
A:
Parts are hard to rind , so if they
are avai lab le in Trade-A-Plall e, it
would be wise to get them. Thi s
particular pump is hard to operate. TIle
later style pump, as used in the Model
C35, is a much improved pump.
The PI N for thi s pump is 35924230. You could most li kely find
it in some a ircraft salvage yard. The
new pump would require some minor plumbing change, but it would
be worth it. Here are a couple of salvage yard numbers: 700-782-5285
and 405-288-6778.
V35 fuel transmitters
Vernon j. Cole, ASS 22282
Lexington, Ky.
Q: I own a 1966 Y35 Bonanza.
•
My fuel gauges go onl y to the onehalf mark when full. I cannot find
used transmitters o r get these repaired. Two or three yea rs ago I remember see ing a letter in the ABS
Magazine from som eone on the west
coast who had been able to install
auto-type fuel gauges wi th an FAA
rield approval ; however, I am unable
to locate the article.
A: I cannot help you with the automoti ve transmi tters which would
most like ly work , but I can find a repair source. You mi ght try K.R.N.
Aircraft at 1-800-366-6462 or Professional Aircraft at 404-767-0282
and ask for Gary. Then call Aviation
Instrument Service at 305-25 1-7200.
Erratic low vacuum
warning light
Dr. Lewis T. Herberts, ABS 7220
New Westminster, B.C., Canada
Q: I hope you can solve a prob-
lem with the low vac uum light on my
K35. The light is set to illuminate
below three inches of vacuum and
800 rpm . The problem is that on a
high speed descent from altitude, this
light comes on, e.g., leaving 10.500
feet o n a rece nt fli g ht wit h th e
ABS 'anuary 1996
vacu um gauge indicating rive inches,
the li ght wi ll fli cker for a while then
come on steady to current height of
1,000 feet. The speed on descent is
180-200 mph . So we have this discrepancy of fi ve inches on the gauge
and the low vacu um gauge illuminated. This has happened on numero us occasions. Ou r loca l people are
not able to solve the problem.
A: It wo uld seem tha! the probl em
is in the Iig hl. To correct the problem , it first mu st be determined
whether it is caused by power interruption o r ground "shorl. "
The warning li ght was an add-on
item and is not shown in the factory
wiring schematics . My rirst thought
was tha! it could be a chafed wire
sho rling O UI. I believe the system itse lf is no t at faull.
PC board repair
Rick M cCraw, ABS 30061
Moretown, VI.
n:
When I bo ught my A36 (EI~ I), ne ither fue l ga uge wo rked
breaker. o ne at a time, wit h no luck.
We put on our spare ailemator but
that didn ' t he lp ei ther.
The system charges; the day- YFR
running amps are normal at 15. Ev erything works rine except the needle
wags back and fo rth perceptibl y.
Should we change the voltage regulat or nex t'?
A:
Try check ing the buss with an
analog meter to see if the flu ctuating shows up at the buss. If the buss
reading is unequal , then it is most
like ly caused by the regu lato r. If the
buss checks OK . then it is the amp
meter,
Neil Poba n7 , ABS Tech ni ca l Cons ultant, is
a retired u.s. Army civilian pilol and maintenance m~lnager. Neil has been Jil A&P and
JA for about JO years.
Gle n "Arky" Foulk whose business is Delta
Strut, ;s ~lfl Assistant Technical Consultant
(or tlw ABS who has served in a part-time
c<lpacity as an ABS Service Clinic inspector
since 1988, and assisted when Norm Colvin
was on
v~1Calion .
consistentl y. I started out by getting
the left PC board repaired or replaced
(t houg h I don't recall Which). The fi x
worked perfectl y and now I' m ready
to do the right side. Unfo,l unately,
neither I nor my mechanic remember just what we did two years ago.
Where do you suggest sending the
board? I see Birks Aviation adverti sed in the ABS Maga: ille , but $250
seems like more than I paid last time
around .
A: Birk s Aviation Products is the
place to go for PC board repa ir. A
$250 repair is better than $700-plus
new. Their num ber is 6 12-690-4 143 .
Fluctuating amp meter
needle in V358
Frank Haile, A8S 9]
Dallas, Texas
Q:
Our 12 volt 1977 Y35B has developed a "nervo us" amp meter
needl e. We turned orr everythin g
poss ible. and pulled every pullable
Page 4181
Forum
AN IDEA AND
INFORMATION RESOURCE
FOR ALL ABS MEMBERS
Carmin AVD 100 CPS
Aubry M cCrimmon, ABS 10899
Hoflman Estates, 111.
I would like to share an expe ri ence I had about two years ago regarding my Garmin AYD 100 GPS.
During an IFR fli ght, I had a total
electri ca l failure due to a generator
bracket failure. However, it did not
become apparent until I lost radio
contact with ATe.
With no navigation capabiliti es.
all I had left was the Garmin AYD
100 which has a battery backup system. Because of this feature, I was
able to comp lete the last ISO nm to
my destination without in c ident
even though I had to manually lowe;
the landing gear. By the way, I've
s In ce purc ha sed a KX -99 for a
backup NavCom system.
People have asked, "Why did you
choose the Garmin AYD 100 GPS?"
It was the only one on the market that
would fit in the panel of my H3S
whIch has the battery box behind the
instrument panel.
After this experience, I soon forgot about the "mega bucks" I paid
for the GPS.
Questioning tops forecasts
Robert K" ye, MD., ABS 3646
Lincoln City, O re.
The article entit led, "A Ticket to
Leam," by Dr. Wri ght in the November '9S issue brings forth a point that
needs to be spread amongst the membership. Tops forecasts are highl y
111accurate as are icing forecasts and
frequently bear no resemblance to
reality. A favorite forecast in the Pacific Northwest is icing in clouds
between IS ,OOO and 20,000 feet ;
however, on many days there is no
cloud cover above 12,000, making
the forecast a nonfactor for instru-
Page 4182
ment fl yi ng.
There is a very simpl e way to
check the forecast accuracy which I
use frequentl y. If you question the
forecast , have you r local night service station ca ll the nearest control
tower and ask approach control to
query a descendin g airliner as to
where the actual to ps are and
whether they have encountered any
Ice. They WI ll do this for you and the
results are frequentl y quite surprising.
It also helps to contact a flight service station at your destination for a
forecast rather than always relying
on a local briefer if there is a subswntial distance invol ved. I find that
frequently the forecasts will not coincide and the local people will give
manifolds and air pump.
The end result has lived up to my . .
conS Iderable expectat ions. The en- . ,
gine de livers excepti onal power and
unbelievable smoothness. Climb performance rea ll y shows off the engine. During these cool days, I consistentl y cruise along at the top of the
green arc at 24 inches squared.
Anyone who is fa c in g TBO
should consider the outstanding eng111es th at are being turned out of
Capehart 's shop.
AvTek Standby
Electrical System
c. James M cCorm ick, A 8S 2 1559
Vin cennes, Incl.
Pres. comment: Also, one may get
dI stant AWOS telephone numbers
from the AIM to get information
which, for at least some 20 stations
is not reported on the FAA network '
as is the case for Rome, Ga. (RMG ):
But even then, be wary. I have had a
tower report 1000 and two, when I
cou ld clearly see the ai rport from
6.000 feet. II miles away.
.1 read wi th intere st George
Wilhelmsen's ~111icle entitled "Emergency Reserves" in the October issue of the ABS Maga: ille.
I am puzzled as to why M r.
Wilh elm sen did not mention th e
AvTek Standby Electrical System. It
IS a good "peace of mind " backup
e lec tri ca l sys tem. Our co mpan y
owns two of them and we have had
an occasion to put one to the ultimate
test, that is, we had an inflight alternator failure in our F33A Bonanza l
Kudos for Capehart
Myrtle Beach Aviation
Joe Kempf, ABS 29804
Roselle, 111.
G~l;nesville,
a more accurate version of what is
actually tak ing place.
Early this year. I reached TBO on
my 1969 Y3SA, SIN 9066. After a
great dea l ? f research and investi gation , I decIded to install an 10-S20
Ultimate engine from Capehart Industries. Capehart purchased a factory reman and proceeded to completely disassemble this " new" engine. Th e Capehart crew worked
their magic of bal ancing, stress reliev ing, deburring, etc. Roller rockers were added, the new Capehart
10-520 spec ifi c cams haft was install ed along wi th the Capehart's
"Split Fire" magneto setup.
Joli et Avionics (JA), at ChicagoDuPa ~e, did an exce ll ent job of
Installing the Ultim ate engi ne. The
instal lation included prop and governor re buildin g, new exhaust
•
Bill Pappy, A8S 27205
Ga.
How long has it been since anybody told you about havi ng a repair
made on thei r Bonanza wi thout being charged anything- I mean free ,
grati s? This most uncommon occurren ce came my way rece ntly at
Myrtle Beach, S.e. , Jet Port. During
our.'-S hour fli ght from GYL, my
Han lOn Instrument s P- IOOO electronic tachometer began to display a
red light denoting a probable disconnected magneto " P" lead. Examination after land ing revealed the electri c~1I termin al or the left magneto
had indeed fatigue cracked and was
loose.
The nice people at Myrtle Beach
Aviation told me that a new mai nte-
a
nance operation called Show Jet (the
owner has a Mi g- IS ) had opened . ,
ADS lanuary 1996
_
_
very recentl y and could no doubt
handle this problem. I left them a
note about my problem s ince it was
Sunday and we were to be there for
three days.
On Tuesday, I drove the two miles
from our hote l to check with the
mai ntenance manage r, Tim Kersey.
He confirmed that the repair had
been done and I asked for a bill. He
replied, "We don' t charge for little
things li ke thaI. It took my man two
minutes to drive over there in the golf
cart, two minutes to fi x it and two
minutes to drive bac k. "
He also quoted a very att ractive
price for an annual and a very reasonable hourl y rate for correction of
discrepanc ies. Any membe rs who
li ve anywhere nearby should sto p by
or ca ll Tim for a quote. (803-4770100 or 0003) . There are al so an interi or sho p (A irc ra ft Int eri ors by
Steve) and a paint shop that have recentl y opened at MYR .
O ne "caveat" at MY R. A lamo
Rent -A-Car does not offer pickup
and delivery on the general av iation
side of the Jet POI1 . They were gracious enough to do so for us since
we were not in fo rmed of this policy
by th eir central reser va ti ons, even
though we spec ified how and where
we would arri ve at MYR . The Alamo
manage r, Manolo G il , even drove us
bac k personall y to Myrtl e Beac h
Avia ti o n. Th e prev ious ly named
FBO also has an Enterpri se Rent -ACar outlet whose rates are j ust as attractively priced.
liThe ultimate in CRM"
(A recent update to the British Airways Flight Operations
Manual)
Flight Operatlolll Department Notice, Operational
Origin: Operational Standards Group to: All fleets long and short haul.
Efr. Date: 01 -05-95 .
Subject: Pilot Role Reversal During PIC US.
There appears to be some confusion over the new
pilot role titles. This notice hopefully will clear up
any misunderstandings.
The titles PI , P2 and copilot will now cease to have
any meaning within the BA operations manuals. They
are to be replaced by Handling Pilot, Non-Handling
Pilot, Handling Landing Pilot, Non-Handling Landing Pilot, Handling Non-Landing Pilot and Non-Handling Non-Landing Pilot.
The Landing Pilot is initially the Handling Pilot and
will handle the takeoff and landing, except in role reversal when he is the Non-Handling Pilot for taxi until the Handling Non-Landing Pilot hands the handling
to the Landing Pilot at 80 knots.
The Non-Landing (Non-Handling, since the Land-
SHARE YOUR
EXPERIENCE
The American Bonanza
Society was founded for
the purpose of sharing information iJetween Bonanza-type aircraft own('rs and pilots. Send your
lel/ers to:
ABS Maf.:c17im·
ABS Hmd'l".1rl,·"
P.O. Box 128811
Wi<NI.1, K.S (, 7277
Or (." 10 ABS .11 J 1('-')4S -(,'I<)IJ.
ing Pilot is handling) pilot reads the checklists to the
Handling Landing Pilot until afte r the Before Descent
Checklist completion, when the Handling Landing Pilot hands the handling to the Non-Handling Non-landing Pilot who then becomes the Handling Non-Landing Pilot.
The Landing Pilot is the Non-Handling Pilot until
the "Decision Altitude" call , when the Handling NonLanding Pilot hands the handling to the Non-Handling
Landing Pil ot, unless the latter calls "Go Around ," in
which case the Handling Non-Landing Pilot continues handling and the Non-Handling Landing Pilot continues non-handling until the next call of " Land" or
"Go Around," as appropriate.
In view of recent confusion over these roles, it was
deemed necessary to restate them clearly.
Authority: Operational Standards Group S 4220 H3
TBA,OPS 12/A34!0595
I think Winston Churchill once said, "The American
and British are a common people divided by a common language."- Bill Pappy, ABS 27205, Gaillesville,
Ga.
,
NEW LIFE MEMBERS
Lonn ie Ayers, L26074, Floresv ill e, Texas
Barry Becket, L24296, Ml. Laurel, N.J .
ADS lanuary 1996
David Merzani s, L30569, Las Vegas , Nev.
Page 4183
Hurricane Opal vs the Debonair
- JAM ES E. HO RD, JR. , Ph.D.
next door section and shearin g the lockin g hasp that sekeep my pride and j oy, N9930R . a 1960 Debonair.
cured the door closed. That secti on blew out agaillst the
in a closed hangar which has three heavy door sechurricane winds and landed 80 fee t away.
tions rOiling on a track and faces south. Hurricane Opa l
The wind then blew directl y aga inst the next secti on
hit the coast of Fl orida just west o f Panama City which
resulted in wind s of 100+ mph hitting us blowing north.
of door, but al so into the hangar through the now open
section. The combinati on o f wind into the hangar and
I went to the airport the evening of the storm to check on
also against the door must ha ve resulted in the door fail the hangar and found the two hangars adjacent to mine
ing slowly against the plane. I kn ow of no other expl awith the doors off the track in the top-middle. Mine apnati on for why the plane was not nattencd.
peared to be holding fin e.
It took four men and two "come-alongs" to lift and
That night , as the winds tore up our beaches, destroyed
re move th e hangar
over 500 homes and did
door from th e pl ane
an estim ated 1.5 to 3
w ith out it dro ppin g
billion dollars worth of
and doing more damdamage, I woke up several times with visions
age. It took all four of
us to carry the door
o f m y hanga r doo rs
secti on out of the area.
b low n o ff. Th e nex t
It must have we ighed
mornin g, in defian ce of
the imposed curfew, I
300 pounds or more. It
drove to the airport and
is still difficult to believe that there was no
fo und my hangar with
damage to the pl ane,
one sect ion of the door
bl o wn off and awa y
even though I fl ew it
f rom the hangar (about 80 I drove to the airport and found my hangar to Columbus. Ga .. and back
feet), one section off the track
two days later.
but otherwi se in place and the with one section of the door blown off and
I f I had left the prop in a
middle section blown into the away from the hangar (about 80 feet), one verti ca l positi on instead of
hori zontal , a habit I develhangar and onto my Debosection off the track but otherwise in place oped
in the days of wooden
nair! I was afraid to look in and the middle section blown into the han- props...
side.
If I had onl y the nose
The section laying on the gar and onto my Debonair! I was afraid to
whee l chocked in stead of
Debonai r was at about a 30
to 35 degree angle, and wa s look inside .... 1t took four men and two the nose and one main ... (I
resting on the nose cone of "come-a longs" to lift and remove the han- must confess that I nOJll1ally
the plane! There was a very
gar door from the plane without it dropping choc k onl y the nose gear
minor scrape on the edge of
inside a closed hangar but
thi s tim e m y w ife had
one prop bl ade about two and doing more damage.
inches long, indi cating that
cho ck ed th e m ain al so ,
there had been some minor contact in that area. There
because it looked " neater" in the hangar!)
I r the bottom of the hangar door. now off the track ,
was a layer of paint from the hangar door on the nose
cone of the plane, but no paint was removed from the
had slipped out. ..
I Fthe plane had been positioned two or three feet Furnose cone itself. Alth ough the plane sat there and held
the hangar door against the force of the hurri cane, there
ther back in the hangar. ..
If the plane had been positioned a foot or two closer
was no other damage to the pl ane.
What mu st have occurred was the wind blowing over
to the hangar door. ..
the hangar lifted the roof line of the hangar. all owing the
If the guy who designed that remark able spinner had
top roll ers of the hangar door to fall free. The intern al
designed it just a littl e weaker. ..
pressure of the hangar then "ex ploded" the first section
If it had been any plane other than a Beech!
- James E. Hord, Jr.. Ph D .. ABS 364 1,
of door, shearin g the connecting bolts that held it to the
I
is a clillical psychologist ill Pal/allla City. Fla.
Page 4184
AilS J;lnuary 1996
•
REGIONAL NEWS
Northeast Bonanza Croup
•
We had a great time at the Elmira/
Corni ng/Ithaca fly-in . We had an
extensive tour of the Corning Glass
Museum and a nice visit to the Harri s Hill Glider Museum. FOllowing
a Five course meal at Castle Grisch
overlook ing Lake Seneca, we returned to the hote l for a talk by one
of our newest members, Millard
Harm on. Millard is an old - tim e
member of the ABS and has fl own
to the North Pole and made 50 flight s
to Russia.
Our weekend outing October 6 to
9 was to SI. Jovites north o f
Montreal. There were 24 people in
all. We flew into Mirabel wi th rain
and wi nd shear. Mirabel is the Dulles
of M ontrea l , und er-utilized, but
B-I-G. We all met at the ternlinal and
bussed up to St. Jov ites . We had wi Id
boar to eat, took the chairlift to the
top of Mt. Tremblent and wa lked
2,800 feet down. Beautiful! We
donned we t suit s and we nt rafting
down the Rouge river. During the
weekend, Bob Marks regaled us with
Ai r Force stories from Vietn am and
Desert Storm .
These fl y- ins are an excellent way
to treat your fri ends and introduce
th em to th e wonder ful wo rld o f
private aircraft . Bonanzas are fourplace. Let 's use them! --Celie Key/ .
President
Southeastern Bonanza
Society
Twelve aircraft and 36 peopl e
from our regional group descended
upon Providenciales in the Turks and
Ca icos Islands of the Briti sh West
Indies on October 26. Amazingly.
there were an eq ual number of Barons as Bonanzas. In fact. since there
was an A36 and an 1'33. there were
II/ore Barons than V-Tail s.
After some problems connected
with arrangement s fo r fu e l and
ti edown ca bl cs were so l ved , the
weekend was great. We had some
great island food to ca t and much
snorkeling and diving was enjoyed.
On Saturday. a group went on an all day boat trip to another is land with
snorkel i ng, a beach I unch and some
sight see ing.
We ate outdoors each ni ght- a
sea food buffet on Thursday and a
reggae band accompanied the dinner
on Friday. The steak cookout Saturday night was great wit h entert ai nment by a one- man banel.
T he Sunday mornin g for departure came around too qui ck ly. The
wea ther for the entire trip, both in
the air and on the ground , was wonderful. The only negat ive was a head
wi nd both ways. So what's new?
We got to see some old friends
again and meet some new ones. And
even if it had rained all weekend, that
alone would have made it a good
l ime. - Harvey Gild
KriegslI/olI, ABS 20 166
Den ise
We welcome Ne~ional Society news and
CflCO(Ifc1~e slIbmission or accompanying
photos.
1995 Membership Directory
New features - check it outf
The a II new 1995
Membership Directory
and ABS Magazine Index
was included with last
month's issue of the ABS
Magazine. We're very
pleased to have made this
Directory available to all
members, thanks to our
many loyal advertisers
who so generously supported the project.
Two new features are
included in this year's Directory. For the first time,
an index has been included listing subjects
which have appeared in
ABS magazines, beginning with the first issue in
April 1967. We are
A8 S lanuary 1996
deeply indebted and forever
grateful to Harry Hadler,
ABS HL 1487 and Edward C.
Beers, ABS 19719 for their
commitment to the Society.
They each devoted many,
many hours to the compilation of their respective section of the index.
A second new feature is
a listing of members alphabetica lly by state/province,
city and then by member
within the city. Note that a
fellow member is usually
close by wherever your travels may lead.
Your comments on the
contents and format of the
Directory would be appreciated. You can help us
greatly by checking your
listing (and those of your
A8S friends) for accuracy. Many listings lack
data on aircraft type and
registration number
which we would like to
include in future editions.
We anticipate including an addendum to the
Directory in a mid-1996 issue of the ABS Magazine.
Please call or fax the ABS
office to indicate any
changes you wish to appear,
or if you will be renewing
your membership within the
next six months, include the
cha nges on the renewa I
(orl11.
Meanwhile, keep your
copy in your aircraft and
when you see a Bonanza,
Baron or Travel Air not
registered, help your Society by doing a little
member
recruiting .
Thanks for your help!
- Ron Vickrey, ABS Vice
PresidenVTreasurer
Page 4185
Changing props?
Currents
LfWCACf
Prop Talk
The re are man y owners of "E"powered V-Tails who have mi sconceptions regarding the various propelle rs available for these ai rplanes.
The followin g is a di scuss ion regarding some of the information I am able
to pass on as a compari son of the
Beech Electri c installation and the
Hartzell Hydrau li c HC-A2 ( ) 20.
Thi s missive does not address any
particular mainte nance problem, but
is rather a gene ral look at the two
syste ms for those conte mplating a
propeller conversion, or possibly to
a nswe r ques tion s s uc h as tho se
peop le ask during th e man y
tel e phone ca ll s I get about these
propelle rs.
Articles I've wrillen regardin g
various maintenance procedures can
be found in the August '84, January
'86, November '87, November '88,
June ' 89, January ' 90, September
' 9 1, November ' 9 1, September ' 92,
Marc h ' 93, Jul y ' 93, August ' 94,
April '95, May '95 and October '95,
ABS Magazines. Those of you who
do not have the o ld iss ues, filed in
order, they are ava ila b le throug h
ABS for $ 11 5 . See the ABS merc handi se ad in the magazi ne.
Page 4186
Man y ow ners wo nd e r if th ey
should convert a Beech electri c installation to a Hart zell. My standard
answer is, "I would rather have a new
Beech prop than a new Hart zell ." A
few years ago , if a Beech prop
needed b lades, pi tc h c hange bearings, motor and gears, etc., the owner
was in for a tough time to find serv iceabl e part s. That situ ation has
c hanged thanks to Thunderbird Prope lle r, 405-789-1822.
They have the part s and approval
to take a junk 215 prop and turn it
into a new one. Now they don ' t do
this for free , but the net cost is less
th an the conversion to the Hartzell ,
a nd yo u ' ll have a beller propelle r,
especially if yo u can manage to wind
up with the 88-inch blades instead
o f the more avai lable 84-inc h ones .
Either way, it 's a be tte r prop.
I have not bothered to check in the
last several years, but the last time I
did c hec k, a new from -the- Hartzell factory kit li sted at over $ 15,000. If
you buy a used one complete as it
would be I'Tom Hartzell , the price is
about half list or maybe less; however, yo u wind up with a prop which
is something less that new.
A lso, pricing of the Hartze ll prope llers, both complete kits and individual part s, is gross ly out of line
with other propelle rs they produce
which face the competiti on of other
manufac turers . Since Hart zell is the
onl y game in town except the Beech
e lectric , I think a certai n amount of
"we've gotc ha where th e ha ir is
short " syndrome exists. Beech pri cing of many airframe parts fo llows
the same me ntality. By some myste ry me thod, they quote a price th at
sound s like the nati onal debt, and
the n tell you they don 't have any. The
resu lt is a ticked off c ustome r who
still is witho ut tile parts! !
The Hartzell prop
The Hartzell has a slight performance advantage during the initial
po rtion of the takeoff run. Beech prope llers are limited in static rpm by
the Type Certificate (A-777). There
are man y engine. airframe, hub ,
blade combinations, but in general
e
the static rpm is limited to aro und
200 rpm under redl ine. Example: E225-8 with 84-inc h blades ha ve limit
of 2450 rpm. Thi s is accomplished
by limiting the low pitc h blade angle
to 11.5 degrees at the 33 inch station . Full takeo ff rpm (2650) won't
be reached until about 40 ml)h- IAS,
and the e ng ine will not overspeed
until lAS exceeds 110 +/-. So in a drag
race, the Hartzell has a slight advantage, but it is ve ry slight indeed.
Of the information-seeki ng type
calls I receive, I'd g uess around 50
perce nt concern the Hart zell propeller. Basically, the installation is typical Hartze ll qualit y whic h I fee l is
very high qua lity, but Hartzell had
to make the best of an e ngi ne des ign
which provided no means of install ing anything but the Beech prop. The
Hartzell will wo rk just fine if evelyriling is set up exactl y right. Unfortun ate ly, there are few mechanics o r
prop shops who fully unde rstand all
the requi sites to achieve thi s setup .
The brain of Einstein isn ' t required,
but the installati on paperwork and
instructions and some ex pe ri e nce _
sure he lp a lot.
..
A lso, by my reckoning, the item
which wi ll cause metal to be found
in the lube oi l is most frequently the
oi l tran s fer unit (OTU) of th e
Hartze ll prop installation . This fail ure is most often due to impro pe r
overtorquing of the propeller rete ntion nut which causes collapse of the
bronze sli p ring assembly and resulting in fine metal sha vin gs being
washed into the o il.
A lth ou g h th e fault is the
overtorquing (300 foot pounds ma x),
this is exacerbated by a poorly designed s lip rin g. Th e 45 degree
cham fe r mach ined into the rear of the
slip ring causes the loss o f a straight
line column of me tal to absorb the
compressive forces applied by the
propeller retentio n nul. Instead of a
compress ion reac ti on occurring in
the slip ring, a bending moment of
the rear sl ip ring flange takes place.
Thi s bendin g results in loss of side
clearance of the two rear sea l rings.
The rings wh ic h a re supposed to remain stationary begin to rotate, and _
the result is a nice litt le lathe opera- . .
ADS January 1996
tion producing fine, hair-like, bronze
and steel particles. Not good!!
If the Hartzell installation is done
correctly, the propeller performance
is the same as other hydraulic propeller in stallations. Normally, the
entire system will operate satisfactorily For the 1,500 hour engine recommended TBO. Norma l preflighttype inspections and 100/200 hour
blade clamp bearing greas ing are all
that are necessary. Replacement of
the OTU oi l seals (May ' 95 ABS)
may be necessary during that time,
but that is a small job for a quali fied
mechanic.
Beech electric prop
The Beech prop has a few requirements to achieve a long, trouble free
service. Operate the prop in automatic as little as poss ible. I wrote a
fa irl y comprehensive article in the
January ' 86 ABS Newsleller regarding the Beech prop and reference to
this article would be a good idea if
you are in doubt about maintenance
or operating items for the Beech
prop.
Th e e lec tri ca l wirin g for th e
Beech propeller was changed at SIN
0 - 182 1. Prior to 0-1 82 1, the manual
prop control switch controlled relays
which were wired in series through
the limit micro switches located at
the propeller. These first 1,820 prop
relay units also incorporated a dynamic brake shuttle switch similar to
the landing gear relay used on 0-20 I
through 0-1500. After 0-1 820, the
limit micro switches were only in the
circuit in "auto. " This means that any
time the manual functi on is used, the
prop pitch change motor will run if
the switch is held to increase or decrease. When th e gearbox pinion
gear reaches the end of the ring gear,
a spring stop is compressed which
re-engages the pinion with the ring
gear. Severe shock loads and unnecessary wear and tear in the pitch
change mechanism result .
The POH procedure for checki ng
the propeller during run-up creates
thi s condition while returning the
prop to fin e pitchlhigh rpm for takeoff. A better method is to decrease
rpm manually about 200/300 rpm ,
ADS January 1996
then run toward increase rpm manu-
ally onl y until an rpm increase is
observed. Then switch to "auto" and
allow the governor to return the prop
to Fine pitch for takeoff. The micro
sw it ch will shut th e motor off at
the last or second tooth of the ring
gear, avoiding th e harmful pinion
di sengagement and re-engagement
conditi on.
If you 've never seen thi s condi tion in ac ti on, with the engine
11 0 1
runnin g. open the cowl , turn the
master sw itch on and have a helper
ope rate th e manual prop control
sw itch to increase whil e you watch
the acti on at the propell er. If the retu rn spring were to break. and they
do, loss of propeller cont rol wou ld
result since the pinion gear is disengaged from the ring gear.
After takeoff and the rpm is reduced to maximum cont in uous via
th e gove rn or, it is best to go to
manual ope rat ion and co ntrol th e
rpm by blipping the sw itch as necessary. Oon't chase the rpm around
by trying to control it to an rpm or
two. Sli ght (50 +/-) excursions above
or below rea ll y don 't mean much and
the wear and tear saved by not operating in "auto" is considerab le.
Prop service
Required service occ urs at 250
hour interva ls. ormal preflight inspection is the standard look/feel
routine and functio nal check. Each
250 hours the prop is removed for
pitch change beari ng and blade bearing lubricati on, together with a close
visual inspecti on of all that can be
secn.
Although the overhaul schedule
per the POH is set at 1,500 hours,
the 500 hour inspection per the propell er overhaul manual comes fai rl y
cl ose to an overhaul. Thi s 500 hour
proced ure ca lls for the removal of the
paint from the blades and then inspecti on by dye penetrant methods.
The important issue from the standpoint of not shortening blade life is
the method used to remove the paint.
Most propeller shops will grind or
sand paint from the blades. This remova l of surface blade material is
nccessary at a flill ove rhalll to rc-
move any surface corrosion and to
relieve and remove any accumul ated
fatiguc stress: however, at the 500
hour inspcction, it is best to remove
the pa int using a pai nt stripper and
then onl y light hand sanding of the
blade if necessary. Power sanding or
grinding always removes more metal
than ncccssary. If thi s is all owed to
occ llr every 500 Iloll rs, the blade will
soon be under dimension and good
onl y as a hi gh priced canoe padd le.
Wooden blades
Alth ough tllere are few owners
still opcrati ng Beech props with the
original wooden blades, there still are
some. How many. I do not know.
Finding a prop shop that is willing
and ab le to inspect and serv ice these
wooden bladed propellers is getting
to be more difficu lt every year. One
shop I know of is American Propeller in Reddin g, Ca lif. (800-2927767). In addi tion to the usual service of all propellers from Cubs to
Corsa irs. tllcy still take in antique
wooden propell ers of all kinds.
I'm getting information from various so urces abou t new parts and
pieces sli ch as sp inn ers, back ing
plates, blades , etc .. which are in the
works. Hopefu ll y, all this rumor
turn s out to be true.
Beech bui lt 4,865 airplanes using
the Beech elec tric prop. No AOs
have been issued against it which is
a first , even for most fixed pitch propellers. With the efforts of those
dedicatcd 10 Ihc continued parts and
service support of thi s equipment , I
tllin k it wi ll continue to be the best
tllrust produccr for the old BonanzaS for a long time to come.
Lew Gage may he contacted at SUIl-
rise Filters IlIc .. 2255 SlIlIrise. Rella.
NV 89509. 702-826-7184
Lewis C. Gage, AUS 13 129, ATPmultiengine
land with Boeing l Ol/720/741!A-J IO ratings . Commerc;£ll Single engine land; flighl
instruc tor M EUSfL airplanes and instru-
ments; ground instructor a dv~1nced and in strument; flight nJvigator; flight engineer;
mecha nic-airplane .wel engine; and FAA
parts manufacturing Jutho riz ation. Flight
lime: IS,OOO-pilis hours.
Page 4 18 7
How TO
H is a Bonanza?
I
ha ve spent all my life around
aviation . In fact, the first time I
fl ew an airplane was in 1946
and the first tim e I saw a V-Ta il
Bo nanza was in 1949. I thought that
Walte r Beech must have copied the
V-Tail Buzz Bombs that raised havoc
with Eng land during World War II.
I have owned a total of II aircraft ,
e ight of whic h were Beechcrafts: A
Stagger Wing, two T rave l Airs. a
Baron, C35, 33 Debonair. G35 and
S35. A nd I must say. they were all
magnificent airplanes!
I go t my g lider rating wi th a total
power fai lure over Ju stin , Texas
(about 20 miles north of Fort Wo rth ).
I crawled away but the re was not a
mark o n me . I did take a little paint
off the airplane.
A number o f yea rs ago, I had my
own grass landing strip, 2,700 feet
lo ng. One day I was taking off to the
no rth a nd two- thirds down the runway. I observed an Oldsmobile 98
station wagon coming straight down
the midd le o f the runway at a ve ry
hi gh rate of speed. Afte r survey ing
the situation, and it did not ta ke lo ng,
I rea li zed that we we re going to co llide. A t the end o f the runway was a
two story home and my options we re
one o f two: hit the ho use o r make
the airplane fl y.
I tried to lift the airc raft off prematurely, but unfortunately, my right
wing, o utboard of the fu el cell. hit
the ve hi c le ju st above th e w ind shi eld , slid along the roof o f the vehicle, ripped the luggage rack o ut o f
the top o f the vehicle and it imbedded in my ri ght wing. I pulled the
gear up. bounced up in the air, did
not catc h the prop on the ground and
climbed the aircraft very slow ly to
4.000 feet.
O n the climb, the airc raft was so
viole nt that I had to hold the floatin g
instrume nt pane l so I could read the
airspeed and the rate o f climb. The
right wi ng was ripped open and the
win g cap was fl opping in trai l. I had
Page 4188
Late .. , I looked at the ca ..
that I had st ..uck. The steel
on the .. oof whe .. e the
sc ..ews held the ..ack we ..e
elongated _ The ail'c .. aft
was checked out In eve ..y
lIlanne .. possible ... It was
..epal ..ed within two weeks
and back In the all', none
the wo ..se fo .. the o ..deal.
other problems s uc h as I did no t
know the extent o f damage under the
wing and I had no lock-up lig hts o n
the gear. I was hype rve nti lating from
fear a nd I ke pt trying to pass out. My
feet kept j umping off the rudde rs
from stark te rror.
I leve led off the airc raft at 4 ,000
feet and tried to get myself bac k un de r control. Although there was a tremendous amount o f vibration , I was
ab le to gain cont rol of the aircraft.
I selected an airport with a lo ng
runwa y a nd got o n the radio a nd
asked them to look at the bottom of
the aircraft a nd adv ise me on the status of my landing gear. They to ld me
that the gear appea red normal, but
'There's a lot of trash hang ing o ut
of yo ur ri ght wing." (The luggage
rack!)
By thi s time I was settled down
and I landed the airc raft at a very
hi gh rate o f speed. Although the re
were no li ght s to ind icate that the
gear was locked down, I had no options. On the g rOlll1d, I re moved the
luggage rack from the wi ng. bent the
metal on the leading edge of the wing
as best I cou ld. wped the wing up
wi th some gra y tape. removed the
end cap wh ich was hanging in trail
and taped up the c nd o f the wing.
The n I flew the airc raft with the gear
do wn appro xi mate ly 12 m iles to
have it re paired.
Late r. I looked at the car that I had
struc k. The steel on the roof where
the screws held the rack we re e lo ngated. The airc raft was checked out
in every manne r possib le. No thing
was sprung. The clearance between
the wing and the fu se lage was pe rfect. It was re paired w ithin two •
wee ks and back in the air, none the
worse for the o rdeal. Of course, I
have never been the same!
A re Bo nan zas to ug h? You had
be tte r be licve it! Twice in my life, I
ha ve been caught inside a thunde rsto rm . Was I scared? You had better
be lieve it! Pilots who te ll yo u that
they have been Ily ing al l their li ves
and have never been scared. have a
sho rt me mo ry. Fl yi ng Beech a irplanes is bette r than "young love,"
but then my me mory is fai ling.
Some body asked me what the car
was doing o n the run way, coming
right at me, but that is another sto ry
which I will save for another time.
You bette r be l ieve tha t Beech airplanes are to ug h! I ha ve to ld thi s
story to a number of peop le a nd
man y ha ve said, " You must be a great
pi lot. " Do not believe it. It was just
dumb luc k and instinct.
- D Oli
f/ oll'kills. A BS 1327 ,
Roolloke. Texas. is 67 years old. parlicipaled illlhe Berlill airliJl alld sli/l . . .
flies all A36.
-@- . .
ABS lanuary 199&
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call John Shoemaker toll-free at
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•
Bonanza Annuals and Pre- Purchase Inspections
our specialty. D'Shannon kit ,."d window
installations. Reasonable rales clnd no sales la x
in Delaware. Dan Towery 302/674-4242.
Mail-In Serv ice; Fastest turnaround on All Major
Manufacturers' Equipment. large avionics &
instrument part inventory. Over 150 years
accumulated service experience. We buy used
avionics & instruments. UPSlFecVEx delivery.
Free estimates. J.A. Air Center, OuPage Airport,
W. Chicago, Il60185, 8001323-5966,
708/584-3200. Fax 708/584-7883.
PN&J INTERIORS - Quality is our Guide! Have
your Beechcraft Interior refurbished in Texas at
the Northwcst Regional Airport, north D/FW
area. References and j)hone quotes.
817/491-0 135, Fax 8 7/491-9202 _
II', hard fOT any p,ece of equipment to last a tifetime. " ;ITtlcularly. when It comes to nOOls and fuel cells.
Uulal FFC, "''e'n: lO.'Orkmg hardcrlhan anyone to
keep fud cell technology rtlO'Itng on a future COU~ for
our customers
FFC IS an mdustry leader In fuel ccl1 l11anufactunng
technology. We're ploncenng ad\'anccmc:nls
ASS Januar y 1996
the KI-
Industnnl rubber malenats And much more
We PTO\'Idt 8 vanely of slale-of-thc-arl products and
5e,""ICCS
•
•
•
to
mc:Cl
your needs
We manufacture bladder cells for any appiK'alloo
We manufacture custom fuel cells for kit planes
We manufacture htgh-performancc racing fuel cells
•
•
BUT WE'RE WORKING ON IT
F"F"C
WANTED
AIRCRAFT WANTED - Wi ll trade <l beautiful
Post & BCJm or Super Insulated Panelized Home
Packalic, size and design of you r choice, for any
aircra I of equal value. We also offer
additioTl/barns and hangar packages. Ca ll
Thompson Timber Frames, Inc. 203-923-223 I .
Wanted: Dual control yokes, single control
yoke, handle, or any parts to them laying in your
hangar. Call 405/431-2333. Have some
avionics, may trade. Fax 405/431-2241
WANTED : F33A or A36, can spend up to
SIOO,OClO. all Dick 2091223-0731,
296-5101 ni tes.
AROUND THE WORLD? Need CoptlOI or pilol?
Phone Frank Haile at 214/357~6659.
Individual wilnls to purchase from individual
1970-1980 V-lS D, A-36 or F33A, clean, low
lime, NOH, original paint, and interior. Phone
and Fox 502/832-8 132,
Wanted: V. lati, 1 9 64~ 7 8 or A36, 1970·75 in
good condition, by Private ABS member. No
Corrosion, NOH. Prefer no dealers or brokers.
8 15/623-9231 evenings.
In
enee of mechanical. chemical and phYSical properties of
We're a stocking dtstrlbutor for SMR Technologies
helicopter noms
Wc're I stocking dllilnbutor fOf PIper fuel cells
We're thl' stocking dlstnbutOf for I:nglnttred Fabncs
new Boeing fuel cells
• We rep;ilr alt makes and models of fuel cclts
• We rcp3lr all makes and models ofhehcopter noats
Whllc nobody has made 11 fucl cell that \\"Ould
last a lifctll11C. one thlng's for sure: When thai day
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ledtnolOK)' homc
Wc ha\C the talcnt. the tcam and the lCC"hnologKaI
edge 10 help you more than anyone else Call us at
1 ~800 ·64 7-6 148 for your neare~1 dlstnbutOf.
•
FLOAV & fuEL CELU
Thank You
Loyal Beech Baron
and Beech Bonanza Customers
Your continued support enables us to pioneer
advancements in fuel cell manufacturing and technology_
For more information about our products, call
800-647-6148
40 10 PlIot Drive ' Suite 3 ' MemphiS. Tennessee 38 118 • Local calls: 901~794-8431 • Fa,, ; 901-794.7845
EA.A. Approved Repair Station No. TI 14RS44M
Avia tion M arl
Page "t SaGC
Insurance
BY JOHN ALLEN, PRESIDENT
FALCON INSURANCE
MOBIL AV-l LAWSUIT
SETTLEMENT ANNOUNCED
Mob il Oi l Co mpan y ha s annou nced that it has ag reed 10 pay fo r
inspecting and. ifrequired. repairing
th o usands of Contine ntal e ng ines
that used Mobil AV-I oil. The agreeme nt could affec t as many as 3,000
aircra ft owne rs and cost Mobi l as
much as $20 million. The ag reeme nt
settles a federal class-action lawsuit
against Mobil that was broug ht o n
beha lf o f all U.S. owners o f TC M
series 550. 520, 470 and 360 e ng ines
who used AV- I .
Mobil sold AV-I from 1987 until
mid 1994, whe n it withdrew it fro m
the ma rke t after acknowledging that
it did not perform as advertised and
cou ld cause top-end damage in certain engi nes. The s uit alleged that the
oi l c reated a continuing risk of engine damage, including a risk of inni ght e ng ine failure, long after an
owner had switc hed to another oil.
The out-of-court settl ement affects all owners of Conti ne ntal 550,
520,470 and 360 eng ines who used
theAV- 1 o il fonttleast 150 hours. If
th e e ng ine s ha ve not been compl ete ly re built o r overhauled s ince
the oi l has been removed from the
marke t, Mob il wi ll have them inspected fo r damage. The settle me nt
includes spec ific g uidelines that lay
out a progressive series of inspections and repair procedures. These
repa irs range from minor to majo r
de pe nding on the extent of damage
fou nd. If th e in s pec ti o n work
progresses throu g h the e ngi ne
teardown phase, t he agreement calls
for Mobil to replace non-VAR crankshafts with VAR crankshafts as required by the TCM Service Bulletin.
Owners can have thei r e ngi ne oil
anal yzed fur exccssivt! wea r after
every 25 ho urs of use for up to two
years under this agreement. Based on
the results of thi s analysis, a n owne r
can file a subseque nt claim for furthe r inspection and repair. Furthermore, there is a provision for reimbursing an owner for having to repair or re build o ne of the affected
e ng ines pri or to the suit and settleme nt , provided that it is documented
tha t typ ica l AV-I damage has occ urred. The re is also a provision for
re imbursement for loss of use of the
aircraft during the down time for the
inspection and/or repair.
We feel that Mobil has ac ted re-
Used Bonanza and Baron prices soar.
According to the Aircraft Bluebook Price Digest, Winter, 1995-96, some Baron and Bonanza models jumped in
price in the last three months. One notable example is the
1987 Bonanza F33A. It increased in value $ 10,000, an increase of over 6 percent in the base price. II is worth noting
that the " Bluebook" is at least three months behind the actual marketplace since it is based on transactions from the
previous quarter.
Page 4189
sponsibly in settling thi s laws uit and
trust their actio ns will avert any future damage that mig ht occur. This
agreement to settle is fortunate as the
individual aircraft owner 's policy
wou ld normally not cover the damage to the eng ine due to the exclusion for wear, tear and mec hanica l
failure. In the inte rest o f safe ty, we
encourage all 01' our ABS me mbe rs
who might have affected e ng ines to
take the time and e ffo rt to make sure
that their e ng ines are completely in spected and, if necessa ry. properly
repa ired.
However. ABS members who
might be affected by thi s settle ment
should remember that they cannot
sign any agreement or be a part of a
settlement that wo uld prejudice the
ri ghts o f the ir own aircraft insurance
carrie r for any past or future claim s.
Any suc h agreement must be approved by the individual carriers or
the in sured run s the ri sk of voiding
their own coverage .
For example, a loss invol ving an
e ngi ne failure at some future date
whic h cau ses bodily injury or prope rt y damage could be denied by the
aircraft insurance carrier shou ld they
be denied the rig ht to pursue Mobil
Oil Company under a products liabil ity ac ti o n. We e ncourage any affected A BS members to inquire as
to the provisions that wi ll protect
the ir rig hts in thi s area.
Pres. note: Some of us do have legitim ate claims and co mpl ai nt s.
Some do no\. Please see Lew Gages
comme nt s in the November '95 issue of the ABS Maga: ille.
[email protected]
The single engine marketplace as a whole increased 2.6
percent this past quarter (Source: Billebook Marketli,le ),
almosl one full percentage point higher than the previous
quarter's gain . Leading the pack were the Bonanza F33A
(+8.3%) and the A36 (+6.3%), with the 36TC and V35B
Bonanzas following close behind.
Beech multiengines did well , too, with the Baron 58P
(+6%) and the Baron 58 (+4 .7%) leading the way.
-<ieorge Johnson, ABS 27216, "The BOllallza Man" KemfrS, j1/e, N.C.
ASS January 1996
J
•
•
Surviving EMERGENCY landings
BY PETER VOLCKMANN
A
•
silent eng ine in fli g ht is perhaps the most "buns
puckering" experience yo u' ll ever have. As BPPP
instructor and friend Hank Canterbury states in
his lectures, " It 's the sudden stop that kills yo u! ··
Many articles have appeared that te ll the readers how
to survive this awesome experience. We are advised of
the best glide speeds, how to pick a landing/crash site,
how to attempt restart and, if unsuccessfu l, shutt ing down
electric and fuel, feathering prop, gear down o r up, etc.
A recent article on shoulder/ lap harnesses prompted
me to take pen in hand to share my ramblings (experience) with yo u.
Although my Bonanza B36TC is equipped wi th factory sho ulder harness/lap belts. I have added some interesting personal accessories that may be very beneficial
in survivi ng an emergency land ing/crash in all types of
Bo nanzas- even those with just a lap belt.
First, though, some anatomy lessons. As a paramedic,
I learned a lot abo ut human trauma from the 100 many
automobile crash scenes I responded to. Remember, energy equals mass times acceleralion ; crash energy equals
mass times dece/erafion!
Thus, as an airplane decelerates upon crashi ng into
the earth, the airframe and bodies within that aircraft must
absorb that energy. The most vulnerable and potentially
let hal parts in a human to crash dynamics are the head.
neck, thoracic (chest) and abdomi nal organs. Keep ing
these parts from conlacting the wi ndshie ld, instrument
panel and control co lumn(s) provides o ur best chance
for crash surviva l.
In addition to faithfully using whatever type of seat/
shoulder harness yo u may have in yo ur aircraft, I personally recommend Ihe following body protection accessories be kept in the plane (where yo u can readily
reach and don them!) . First, a motorcycle helmet to help
protect Ihe head/ neck. Second , body armor (O. K. , bulletproof vest) to protect both the chest and abdominal
struc tures. Last, a Nomex flight suit for some burn protection (Ihis ilem I wear while flying).
These three items. in conju nction with available seat
belts. will improve your chances of crash survival dramatically.
I have medically evaluated several police officers involved inmOlor ve hicle accidents. Those who were wearing body armor suffe red o nl y minor blunt trauma 10 the
chest (heart, lungs, aort ic vessels) and abdomen (k idneys,
spleen, li ve r, etc.) . However, those who did not often became stat istics.
So, until aircraft manufacturers or after-market suppliers devise airbags for planes. g ive some tho ught to
visiti ng that army surp lu s or police supp ly store.
Sure beats the alternative ....
- Pefer Vo/ekmonll. ABS 24995. Sedolla. Ari:.
PRESIDENT'S COMMENTS, continued from page 41 75
Whenever I go on a weekend or
longer trip, I feel like I should have
some cards made to give the businesses I patronize which state that ,
because of geneml aviation, I am able
to come buy their goods or services.
TIle list of proposed fees is aSlounding and will certainl y do no good for
the future of general aviation.
The ABS , AOPA, EAA , GAMA
and others as organi zat ions alo ne,
cannot stop government 's insatiable
appetite for dollars. It is the individuals who belong to those o rganizations who must also contribute to the
effort. Have you written yo ur Congress person on this? I have.
Ask him or her why the FAA budget has increased 70 percent s ince
1986 to $4.6 billion dollars. Ask why,
ADS Janua ry 1996
according to an article in the October 13, 1995. issue of USA Today,
the FAA which failed to justify the
need for trainin g via satellite and
mi sman aged the program, was allowed to spend millions of dollars
withoul authorization. An Inspector
Genera l offi ce report says that FAA
analysis overstated benefits by $ 154
million and underestimated costs by
$30 milli on . The system cries for
reform, not money!
The most da nge ro us si tu atio n
arises from the faci that the fees become effecti ve unless Congress takes
positive ac tion 10 reject them. It is
much like Ihe record club whi ch
keeps sending records until you sit
down and write a leller to cancel.
Well , now is the time to sit down and
wri te a letter. And you can be assured , il won ' t be the last.
-May the winds be always behind
you.
Beech Trivia Contest
We have a winner! Phil Krag t,
ABS 15067, B35 owner from
Sheldon. Iowa. is our first trivia contest wi nner. Phil correct ly identified
the XKDB-I (Beec h Model 1001)
drone as the first product of Beech's
guided mi ssi le division. (In case you
didn ' t find the question in the November issue, it is on page 41 18U.)
Phil wins a free one year A BS membership renewal. Congratulations!
The nexi question will be in the
advertising seclion in either the January. February or March 1996 magazine. See Ihe October 1995 magazine
for contest rules and prizes. --@-
Page 4190
Will the bureaucrats
never stop?
Avionics
BY JIM HUGHES
"Outlaw" radios
A
few years ago, I kicked over
an anthill wi th the membership concerllln g a proposed
FCC rul e that req uired replacement
of older radi os (transmitters) that dId
not meet new, tighter freq uency standards of 0,003 percent.
a sooner had I deli vered the bad
news to ow ners o f 360-c hann el
transceivers than the FCC reneged
on their rulin g,
.
Now here they come aga111. The
AOPA published a li st of "Ol~~la w"
radi os in Augus t 1989 111 theIr PIl ot
..
Briefin g" co lumn .
Basica ll y, if the tra nsce Iver In
your ai rplan e has 90 or 360 channels,
it is on the " bad " li st.
That means if you still have a 90
or 360 channel in your ai rplane, it
should not be used to transmit aft er
January 1997 .
Can I use it to rece i ve but not
transmit? I don't know, but I suspect
you can, if you don ' t mi.11(1 carrying
around all that ex tra we Ight and using up all that val uable space in your
panel.
Page 4191
Now there's another rul e, co ncernin g ELTsI You probably won' t
run afoul of thi s one unlll tIme to
change your ELT battery,
.
Without getting any deeper 1I1to
bad news, the new rul e requ"es that
a mechallic prov ide and sign all the
ELT battery replacement and ascertain that the ELT is properl y mounted
to structure to prevent its breaking
loose in a mishap. In simple airplane
owner language, no more mounllng
a "pointer" type ELT on the plastIC
up holstery be hin d the front seat.
Addi tionall y ( it gets worse), the mech{lIIic must cert ify over hi s A&P
number that he has lesled the "G"
swi tch for proper operati on and the
remote switch (if installed) for proper
"OFF ... A RM ... ON" operation.
Finally, if your present ELT fiunks
any of these test" it must be replaced
wi th a new unll , meet111g the new
TSO -9 1A standa rds, 1101 th e o ld
TSO-91. For instance, if your present
unit is a arco ELT- I 0 and it can' t
pass the above tests to a ce rt ified
mechanic's satl slactlon, 11 must be
replaced wi th a new ELT- II O.
oW that I have all of you reaching for your pcns and w~rd processors for a " Kill the AVIonI Cs Reporter" letter, let 's talk about new
equipment.
A few years ago, I wrote an extensive serie s about how to shop for
new avionics. Nex t month , I ' ll dig
out and sy nthesize that advice once
more for those of us who are contemplating fin all y "b iting the bullet"
and replacing ou r old MK - 12s, ADF30s, DME-90s, CLC-60s- and hi gh
butt on shoes. ( I was just kIddI ng
about that last piece of equipment,
to see if you were still w ith me!)
Only if I have to!
The res t of thi s column is for those
of you w ho onl y want. to " R e p l ac~
what 's broke and onl y 11 I have to,
The key to replacing a single pIece
or a couple of pi eces of av ioni cs now
and do ing the rest later when we can
allord it is to plall ahead I For In stance, the other day a good fri end
of mine with a V35A Bonanza had
hi s number two NavComlina ll y r~ 1I
over and die, It was a fin e old BendI X
unit that was probabl y lovingly factory-i nstalled in 1967. The number
one unit was still soldi erin g on and
it had the glideslopc built in .
.
In ord er not to break the fam1ly
budge t he needed to rep lace one
NavC~m, no t inc l uding th e
glidcs lope. A brand " T " or brand" :'
woul d work nicely, prOV Ide state-ol the-art tcc hnology and do the job at
hand, bu t our fri end co rrec ~! y s ur,~
mi sed that onl y an eventual K111g
stack would sati sfy the airplane gods,
Our fri end consulted hi s fri endl y
avionics shop to lind , yes, they could
indeed prov ide him w ith a KX- 155
avCom and KI -208 indi ca tor at a
somew hat reasonabl e price. Then
ca me th e hoo k! Seems th e o ld
Bendi x radios usecl the built -in amplifiers of each NavCom to isolate
and feed signal to the cab11l speakers, The selector pane l on top of the
stack he had been using all these
years was not a true isolate-amplifymarker beacon panel. but merely a
set of swi tches . Thi s rellects the design phi losophy of 1967 ,.
More modern aV IonI cs stacks,
such as the K ing K X - 155 types,_do
not have a built-in speaker ampi llter.
T hey feed their signal to th.e audio
panel where the audio amplt lter does
its trick, amp li fyi ng the receIver sIgnal and se nd i ng i t to th e cabIn
speaker. The result was the same, but
the IWO manufacturer's deSigners
used a differen t path to get there .
Hence, the KX- 155 was not compatibl e wi th the older Bendix stack.
T he avionics shop explained thi s
to m y friend. They all owed th at
through creat ive use of relays they
could make the remaining BendI X
radio cont in ue to fun cti on as an amplifi er for the K ing NavCom. Howcve r, if th e number one NavCom
ever fai lcd, the brancl new (and expensive) King KX- 155 could only be
ADS lanuary 1996
.,.,
•
a
.,
•
heard through headsets!
Eventually, our fri end would have
to spring for a modern switch-panel
iso-amplifi er when the other old
Bendi x NavCom gives up the ghost
and heads for the great radi o panel
in the sky.
What to do'? Luckil y, the radi o
shop had a used (but not abused)
King KMA-24 audio panel. The cost
drove the job over budget. Offsetting
thi s was the fact that the radio shop
did not have to enter a one-of-a-kind
engineering project to make the KX155 compatible with the rest of the
radio stack. The costs were probably
close to the same.
Our fri end rightl y (I think) opted
for the audio panel and the KX - 155.
setting himself up for buying another
KX - 155 (w ith KI -209 built in
glideslope) when hi s budget recovers from thi s purchase. In oth er
words, he planned ahead!
Thi s brings up enhanced airptane
value. Only in general aviation do we
seem to insist that all the avioni cs in
our radi o stack be the same brand! If
you crawl inlo an airliner cockpit,
you' ll find 40 or 50 different manufacturers represented as you gaze
around the cockpit.
Yet, in Bonanzas (and others), if
we see a radio stack containing King,
arco, Terra, Garrnin and Bendix all
in the same stack, it lowers the value
of the airplane over one having, for
instance, a "full King stack."
As Andy Rooney says on 60 Mil/ liles, "Why is that?" We in airplanes
surel y don't think that one manufacturer has a total lock on avionics genius. It would stand to reason among
reasonable people that some manufacturers do one thing we ll , while
another does something else better.
I think I' ll stop here for this month
and ponder that question. More on
buying av ionics next month.
Jim Hughes holds a BS degree in Aero
Engineering. He ;s a CFII and an A&P' mechanic. Jim heads Marketing & ProfeSSIonal
Services, a consulting and flight test firm in-
volved in both military and civil avionics
applications.
ADS January 1996
Keeping adept and
expert as a pilot
BY JEFF EDWARDS
ast January. a Beech Bonanza
L
o Wll er wa s returnin g frol11 a
weekend Ilighttraining clinic in
Florida to hi s home fi eld in Georgia .
The gentleman did not demonstrate
suffi cient skill in IFR procedures
during the train ing session ror an instrument competency check sign-off
from his instructor. Weather ror hi s
Sunday retum tri p was IFR with tow
ce ilings (down to minimums) at hi s
destination.
His instructor urged him to wa it
one more day in Fl orida for improving weather. but the pilot elected to
return against the advice. He crashed
on approach at hi s destinati on. Although he was instrument rated, hi s
fl ying skill s had deteriorated to a
dangerous leve l.
In November 1988, the pil ot of a
Beech Queen Air was attempting to
return to hi s departure airport at
Elko. ev" I0 minutes aft er takeoff
due to a fail ed supercharger. The pilot apparentl y secured the ri ght engine and had the gear and Ilaps down
for a single engine landing. Mini mum control airspeed was not maintained by the pil ot in command and
the aircraft rolled in verted on fin al
and crashed, killin g both occupants.
It was determined that the aircraft
was 300 pounds o ver max imum allowable gross we ight. The 884 hour
pil ot had 100 hours in type. but had
notllown the aircraft in nine months
and had no record or rece iving any
checkout or train ing in type. Inadequate training in type and lack of
recency were cited as causal fac tors
by the NTSB.
Li ke any ot her pilot (yes. I put my
Ili ght suit on one leg at a time), my
rece ncy and profi ciency ebb and
Ilow like the tide.They' re better or
worse. dependin g on my stat e of re-
cent Ilying and train ing. On a recent
trip to Winston-Sal em, N.C" for a
BPPP weekend. I had the good fortune to ny with not one but two ni ght
in stru ctors. Ben Le ft on and Bob
Weihl. On the way down in my Bonanza. Bob rode right seat and gave
me a Bi ennial Fli ght Rev iew. It had
been almost two years since I had acquired a new rating, so I prevai led
upon him to requalify me. It 's important to be lega l-even more imporUlI1t to be proficient.
As winter approaches each year,
I find myse lf checking my logbook
ror instrument currency. I find it difl'i cuit to meet instrument recency requirements during the summer. By
N ovember. I Hm in sore need of a
good in strum ent refres her. Even
Ilight instructors need the services of
a good instructor to remai n current
and prol'i cient.
When not fl ying with an instructor, I fin d a good way to get "back in
the saddle" is to put the hood on during VFR weather with my fl ying
bu ddy. Jerry Probst, and fl y approaches around the bi-state area. We
recently spent some time in Jerry's
B55 Baron getting famili ar with hi s
new Garmin t55 TSO GPS . We shot
some hand fl own and coupled GPS
approaches ensuring that we were
familiar with the setup and operati on
of the system. After a few fli ght s
using the Garrn in system, we were
prol'i cient using it for en route and
terminal/approach work.
Currency/recency/proficiency.
Webster's defines proficiel/cy as
"adept. or expert. " Recency is " belonging to the time immediately prior
to the present." Currency is "belonging to the time now passing."
continued on p"s e 419J
Page 41 92
These three words are used to describe pilot skill s and qualificati ons
and the time period in whic h they
were practiced. FAR Part 6 I requireme nts spec ify recency and profi c ie ncy regard in g airmen. For example, FAR 6 I requires three takeo ils and landings of a pilot in command as the sole manipulator o f the
contro ls within the preceding 90 days
in the same category and class in order to carry passengers (t hree landings to a full stop are required in a
taildragger). Night recency req uireme nts under FAR 6 I require three
takeoffs and landings to a full stop
during the period one ho ur after sunset to one hour before sunrise in o rder for a PI C to carry passengers.
For instrument recency, FAR 6 I
requires six ho urs of instrument time
(simulated or ac tual), three of those
ho urs in the category aircraft being
tlown and six instrument approaches
within the last six months-s ix, six
and six. An instrume nt competency
check given by a certificated tlig ht
instructo r (instruments) may be used
in li eu o f the s ix ho urs , s ix a pproaches within the last six months.
FAR 6 I also dictates a proficiency
check of all airme n every two yea rs
at a minimum . This c heck is called
the Bie nnial Fli ght Rev iew ( BFR)
a nd ma y be conducted by a tli ght
instructor. Advisory C irc ular 6 I-98A
recomme nd s how the BFR, Instrume nt Competency Check and TnlJ1sitio n to other makes and models of
aircraft are to be conducted.
FAR 6 I-specified pilot in command recency requirement s are the
minimum standards. or greater concern for aviat ion safety isprojiciellcy,
or how skillful a pil ot is.
e
FLIGHT TRAINING INSTRUCTION LOG
Date
Date
Date
Date
I
pretlight
24
eme r Idg
2
tax iing
25
xw ind Idg
3
runup chkl st
26
xwind climb
4
rad io comm
27
so ft tld t/o & Idg
5
straig ht & Ivl
28
short tld I/o & Idg
6
cl imbs
29
unus attitudes
7
descents
30
acft systems
8
alt contro l
3 1 system mal f
9
shallow bank
32
perfo rmance
10
medium ban k
33
fli ght planning
II
llIrns to hdg
34
weather
12
immine nt stall s
35
cross-country
13
pwr off stall s
36
pilotage
14
pwr on stall s
37
dead reckoning
15
slow fli ght
38
VOR navigation
16
box palle rn
39
divert procedures
17
rectang le course
40
lost procedures
18
constant all turns
41
airport lig hts
19
S llIrns across road
42
night ops
20
turns around point
43
cockpit mgt
21
Idg patte rn
44
cert ificate & docs
22
forward slip
45
aeromedical
23
go around
46
headwork
Page 41 93
Date
Date
•
ADS January 1996
Maintain training
and readiness
As sole operator of GA type aircraft fl own under Part 91, it is incumbent upon the pilot to maintain
his or her own training and readiness
matrix (see sample of Flight Training In struction Log). The following
are skills in which we must maintain
proficiency.
• Takeoffs and landings (normal ,
short fi eld , soft fi eld , crosswind ,
night).
• Stalls (takeoff and departure, approach to land, accelerated).
• Turns (standard rate, shallow, medium , steep, about a point).
• Instrumen t fl ying (straight and
level, turns, constant rate climbs,
descents, unusual attitude recovery, holding).
•
• Approaches (ILS , VOR , VORl
DME , NDB , GPS , SDF, LDA ,
arcing, circling).
• Emergencies (engine failure on
takeoff, engi ne failure in fli ght ,
electrica l failure , vacuum/pressure failure).
If you fly in a demanding environment like in the mountains or
over water, you may require addi-
tionaltraining. Just as a good physician ca n he lp you maint ain yo ur
health or a good financial adv isorcan
help you manage your portfolio, a
good fli ght in structor can help you
muintain or even improve you r ny-
ing ski ll s.
I recommend flying with an instructor on a reg ular basis-about
every three to four months if you fly
less than 100 hours a year total time:
if you fl y less than 20 hou rs a year
actual or simulated in strument time;
or if you fly less than 25 hours a year
in a particular airframe.
If you are not working on a rating, then you should use the time with
the instructor to ( I) ma intain proficiency and improve the bas ic skills
and (2) learn the finer points of'·professional " fl ying.
I current ly fly with half a dozen
Baron pilots and a dozen or so Bonanza
pilots in the SI. Louis area who fo llow
this advice for recurrent training.
Checking out
Generally, the first time I fl y with
an individual , l wi ll spend one to two
hours on the ground findin g out what
type of pilot he is, what his background in aviation is, how much experien ce he has in hi s parti cular air-
craft and what type of fl ying he does.
I also determine his fl ying goals or
objecti ves for training. Does he want
to get a higher rating? Or does he
want to improve the skill s associated
with hi s current rating, etc.?
Afterdo ing a background survey,
we brief the day's fli ght : what maneuvers we wi ll practice, what approaches we wi ll fl y, what emergency procedures we wi ll practice,
etc.
Gen erall y, th e fli ght las ts two
hours and is either heavi ly oriented
toward basic VFR work (stalls, steep
turns, chandelles, lazy eights, engine
out landings) or it is skewed toward
instrument flyin g with a variety of
clea ran ces , ho ldin g practice, approaches and emergencies thrown in
to boot.
Finall y, at the conclusion of the
flight, we debrief the event and discuss any procedures not clearly understood in the aircraft and we di scuss any weak points that need further practice. The brief and debrief
are as import ant. ifnot more so, than
the fli ght.
Jeff Edware/s, ABS 2 1362, an instructor pilot and accide nt in vestiga tion consultant,
is a re tired Lietlft'IlJnt Commander in the
U.S. Navy where he had two lours flying
the A-6 Intruder. His credentials include FAA
ATp, Certified Flight Ill5tructor Single and
Mufrieny ine Land (in struments), and FAA
Accident Prevention Counselor. Jeff may be
reached ~l t 11704 Greystone Terr~1Ce, CheslerNe/d, M O 63005, Phone: 3 14-532-5638
What makes a good instructor?
•
Like finding any other professional, fi nding a good
neuvers that he or she demonstrates, and shou ld fl y the
instructor can be difficult. It 's generall y done by wordai rcraft in a safe manner and should be capable of getof-mouth advertising. You can locate a good instructor
ting the aircraft out of any unusua l altitude, should one
familiar with your Bonanza or Baron through the Bodeve lop.
nanza/Baron Pilot Proficiency Program , Inc. Sam James
maintains a list of BPPP qualified instructors and is glad S.An ex peri enced pil ot. Althou gh experi ence alone
doesn't necessarily make a good instructor, would you
to share that information wi th you.
want a first year medical student doing coronary byWhat qualities make a good instructor?
pass surge ry on you? Or wou ld you prefer a veteran
heart surgeon doing it? You 'd be surprised at how many
I.A good teacher, able to impart knowledge and understanding to the student.
people spend hundreds of thousands on new aircraft,
tens of thousands on avionics and $ 10 an hour on fli ght
2.A subject matter expert, that is, he or she mu st be
instruction from a 300 hour, 20-year-o ld CFI building
knowledgeable in the areas discussed.
time for an airline job. You get what you pay for.
3.An evaluator, able to clearly and professionally give
6.A pilot dedicated to the profess ion of fli ght instrucan honest opinion about the flight.
ti on. He or she is enthusiastic about fl ying and teach4.A safe pilot , not necessarily able to fly as we ll as a
Duane Cole or Chuck Yeager, but proficient in all ma-
ADS lanuary 1996
ing and is genuinely interested in helping the student
maintain or improve hi s proficiency and recency.
Page 4194
I
FLIGHT PLANS
The Runway Fish House-a flight for Sunday dinner
Not every nig ht has to be a lo ng
o ne to be a so urce of enjoyment for
the pilot and o lher members of Ihe
famil y o r fri ends. Now that winter
is here. a lot of jaunts will be taken
o n Ihe spur of Ihe mo ment.
One such Irip might be to Ihe Runway Fi s h Ho use , lec hni call y at
Baldwin , Ga. , but mo re easi Iy found
if o ne looks for Corneli a, Ga .. on the
road map, o r Habe rsham Counl y
Airpo rt (AJR ) o n Ihe aeronauli cal
charts. Thi s is abo ut 60 miles no rlheast of Atlanta, and within easy range
of airport s in the Carolinas. eastern
Tennessee and even Al abama.
The Run way Fi sh Ho use is open
o nl y o n Friday and Saturday evenings and on Sunday from II :30 a.m.
to 2:30 p.m.
Transportati on from the airpo rt to
the restaurant is by ped power; i.e.,
it is abo ut a 10 minute wa lk. Yo u will
need at least that to burn off the fried
chicken. But at least the walk is down
a hard surfaced road .
The Sunday buffet. which brings
all of the local s. and no l a few airplanes, costs $7 .50 for all you can
eitt.
The fare is "down South ho me
cooking," with four meats and good
veggies. Ty pi call y Southern sweet
tea, or plain tea o r coffee and dessert are included. You won' t go away
hung ry, and you probabl y wo n ' l
want to cat aga in until Monday.
The Habersham Count y Airport
has a 4 .200 fOOl runway and several
in strum e nt approac hes. Fu e l and
ample tiedown space is available. al-
tho ug h you may wi sh to bring yo ur
own ro pes. The e levati on is 1,447
fect and the a irpo rt is clear of any
mountain s and ha s no tri c ky approaches.
If an yone does wanl 10 go to the
Friday or Salurday evening meals,
they are seafood buffe ts ( pri ced
aro und $ 12) from 5:00 p.m. to 9:30
p.m . - Barrie Hiern . Sr.. ABS L-
1632 . Rome. Ca.
CCR - OSH - CCR
Flying doesn't get any
better than this
BY D ICK M CKIN LEY
The purpose of this trip was to joi n
with mo re than 130 o lher pilots nying Beech Bonanza aircraft to fly and
land in formal ion al Oshkosh. the
mol her of all air shows.
About Oshkosh
If yo u lik e fl yi ng mac hin es .
Oshkosh is nirva na. Tho usands and
tho usands of airc raft including an tiques, homebuilts, warbirds. modern jet fi ghters, even a 747-400 and,
of course, acres of personally owned,
loved and doted over new and o ld
mac hines like ours . .. all showing off
to each other. If it ever new. is il ying o r might someda y il y. it 's represented at Oshkosh. The pilots and
crews camp out under the wings of
their beloved birds and swap stories
(not a ll of them gospe l).
Our baby, N4568 D, a 1956 model,
was dul y pampered and groomed for
the trip and , of course, would win the
best of show if o ur vole counted .
Yours trul y was "EI Pil oto" and Mike
and Je ff we re the c rew- a fam ily
affai r. They are good pilots and did
a lot of il ying and allihe nav igation.
Big deal. We now nav igate with an
electro ni c g izmo called a GPS (Gl obal Pos itioning Syslem) Ihal locks
onto nav igational sale llites and lets
yo u know exh ae tl y whelrle yo u are '.
gOll1g an d w en yo u W I get t l' ere
and much, much more. Eas ier to operate than a VCR.
The trip out
Onl y two un schedul ed stops; the
first to fi x a broken prope ller moto r
wire at Stockton. and the second because of a race with a line of major
thundersto rms. Yo u sec, we and the
thunderstorms we re both headed for
Rapid C il y, S. D .• with Ihe loser of
the race getting Caspe r, Wy. We got
Casper. Our only wo rd for Casper is,
Wh y? Nice peopl e Ihough; the gas
guy even tucked 68 D into a hangar
overnight fo r pro tectio n fro m an approaching hail storm and then loaned
us a courtesy car with ad vice o n
where to spend the nig ht.
We're interested in GOING YOUR WAY, that is to say, we're interested in publ ishing stories of your more
memorable flights in a Bonanza, Baron or Travel Air. Just send us a typewritten manuscript, doublespaced and preferably of 1,000 words of less. A photo of you and/or your airplane and any othe r photos
to accompany your article would be welcome-<olor or black and white. Please do not send transparencies or negatives. Please tape your name on the back as well as the names of any people in the photo.
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _....;The editor
Pagt' 41 95
ADS lanuary 1996
•
•
On to Rapid City in clear skies to
circle and photograph Mt. Rushmore
and Crazy Horse and spend the day
as tourists. Our next destination was
Rockford , II I. , where we joined LIp
with the other Bonanza jocks for oLlr
assault on Oshkosh.
The big moment
We lined up three abreast on the
runway- all 132 airplanes . We took
off three at a time f01l11in g a "V" formation , held that and landed an hour
later three at a time at Oshkosh and
taxied like mad to get out of the way
of the planes landing behind us.
What a sight! Our formati on extended for 30 mi les and the parade
of Bonanzas taxiing to parking lasted
for 55 minutes. We all camped together
and spent the next couple of days congratulating ourselves and lying about
"what a piece of cake" it was.
The action at Oshkosh is pretty
much nonstop. so when it's time to
leave, the control lers kind of spit you
out with lots of other traffic. Beauti full y handled and very professional.
The trip back
The trip home waS mad e with
saw somc plywood ducks with wing
paddles whirring in the breeze peekin g through the fl owers . I'm not
mak ing thi s up ... we are in the deepest midwest.
have-some-usc sofas. loveseats, etc ..
The people along the way
The peop le along the way were
wonderful. Camped nex t to us was
Ell iott . a new ly retired orthopedic
surgeon wi th a great smi le and wi ll ingness to share. There were all of
the gas jockeys. FBO operators and
ho te l people who smooth ed th e
that you sce on the cLlrb waiting to
be picked up. Thi s is where they go.
They are in the lobby, hall s-everywhere. Our roOI11 had two platf01l11
rockers with homemad e pillows
decorated wi th a pussycat face. The
wi ndows all have lace curtains and
there are hand croc heted doilies everywhere. The landscapi ng is basically holl yhocks. I'd swcar that I also
good naturcd ly dealt with the hordes.
Thi s was th e fl ying fratcrnity of
friendly folks and that 's what made
Oshkosh a winncr. Most of all , the
fl yi ng was a " hoot." Thi s trip may
not be exac tl y th e stuff of th e
Lindbergh fli ghts. Just don't bother to
tell us that.- Dick McKinley. ABS
9775. LaJa)'l'IIe. Calif
cl ear sk ies and ve ry wa rm wea th er
and in c lud ed an ove rni g ht in
Scottsbluff, Neb. , at the Cand lelight
Inn . I point thi s out because th is is a
place not to be missed. It has termi nal kitsch- you know those might-
tra ve l, and the wai tresses who so
•
•
Bonanzas to Oshkosh VI
This unique photograph shows all the aircr.1ft of the record-sett ing rtight to Oshkosh lined up .11](/ re.,dy for takeoff at the CreateI'
Rockford Airport, III., J~lSt july. Th e flight cons i~ted o( I 12 Beech .1ircm(t: 126 Bonanzas, five Barom and" D ukE'. The picture w as taken
(rom a tethered 20 ·(ool· long blimp mounting .1 remolely·contro llcd camera . Photo COUriesy of Bri an Thomas Photography© 1995.
A8S January 1996
Page 4196
100W and the straight 80 or 100 is
that the 80W/ IOOW is a high detergelll
oil, whereas the straight 80 or 100 is a
p"re mineral-based oil primariJy used
for the break-in of engines.
Which oil to use
Shop Talk
BY LYNN JENKINS
Tidbits
Freqllelltly. I 0 111 asked qllestialls
aballt varialls aspec ts oj aircraft
maillfellOllce. This article will share
some oft/lOse qllestiolls and answers
with )'011 . As ),011 wOllld expect. there
are !'aryillg opilliolls all some oj
these topics. The Jollowillg will be
oil/he cOllserWiI ;,'e side.
Different types of oils
In general. there are four basic
types of engine oi ls used in aviat ion
today.
One is tllrbille oil wh ich is used
in the lubrication of gas turbine engines. Th is type of oil is probably not
used in most of the general aviation
aircraft fl own by our readers.
Th e seco nd type of oil infrequently used today is a t/'lle s)'lIIhetic
oil such as AV- I, etc. These lubri cants have become somewhat controversial as to their performance
inasmuch as they have either been
pulled off the market or are involved
in some large class acti on lawsuits.
The two most commonly used lubricant s today are the multi -v iscosit y oil s such as Shell 's or Standard 's
IOOW. etc. The IOOW or straight 100
is actually an SAE 50 weight oil. The
80W or 80 is an SAE 40 weight oil.
The difference between the 80W or
Page 4197
Straight 80/1 00 min eral -based
oils are primaril y used in new (factory rebuilt) or overhauled engines.
Thi s lubricant aids in the break-in
process and is normall y removed
when the engine seats in, somewhere
between 25 and 100 hours of operati on, depending on the type of rings
and cylinders used.
80W and JOOW detergent/compounded oi ls are normally recommended for normall y aspirated engines operatin g in mild climates
wit hout a large temperature sw ing.
In western California or Florida,
for example. you could operate thi s
lubricant year round. Thi s oil is not
recommended for ex treme temperature swings or in cold climates probab ly below + I0 F wi thout preheating the engine. At cold temperatures,
this lubricant has a tendency to gel
up, restricting proper lubrication and
should be preheated prior to starting
the engine(s).
The multi -viscosi ty lubricants
such as She ll 's 15W-50 perform
much better at lower temperat ures
and reduce the probability of ge ll ing
up. Thi s is not to say, however, that
it is not necessary to preheat engines
in low temperatures. These multi viscosi ty lubrican ts are also recommended for use in tu rbocharged engi nes and aircraft operating in extreme climates. Another item of in terest is that oil consumption will be
less in engines running 15W-50 than
engines running the 80W or 100W
lubricants. Why? Good question.
Changing oil and filters
The general rule of thumb on this
issue is if yo u ha ve an oil filter,
change the oil and filt er every 50
hours or six months, whichever occurs first. If you do not have an oil
filter. onl y a sump sc reen, it is suggested that you change your oi l every 25 hours or six months, whichever occurs first.
If you are using a syntheti c oi l, Oil .
change periods may be extended.
Re me mber. however. that even
though the oil doesn't break down,
it still becomes diluted and contami nated wi th acids. fu el and foreign
material s. Do not ex tend th e oil
change period too long. Bearing erosion can still occ ur.
If you take care of your engine by
following the recommended change
interva ls and usin g recommended
oil s and fi lters. your engi ne. if fl own
properly. will more than likely go to
TBO.
Strut servicing
Have you had a strut go flat or
you r nose strut bounce up and down
like a yo-yo? Well, your struts probabl y need se rvici ng. If your nose
strut bounces like a yo-yo, that is
probably because someone did not
servi ce it properly. The strut was
probabl y low on air or nitrogen and
gas (ai r or nit rogen) was added wi th out checki ng the hydraulic fluid level
in the strut. The stru t may have been
out of fluid altoget her.
'.
The easiest method of fill ing the
struts and , by the way, it is also the
easiest way to check the fluid level
in the strut , is to jack up the aircraft,
bleed off the gas slow ly th rough the
Schrader va lve, then remove the
Schrader va lve. Install a one-fourth
inch clear plasti c or eq uival ent tube
over the Schrader va lve assemb ly.
Then place (submerge) the other end
in a quart jar or clear bott le of aircraft hydrauli c min eral -based oil.
Your mechanic can advise you on the
correct flui d to use. Slow ly move the
strut all the way up until you reach
the stop. You will probab ly see
bubbles trave ling through the clear
tube. Thi s is norm al. Now slowly
lower the strut to its full ex tension.
The hydraulic fluid will travel up
the tube and start filling the st rut.
Repea t the process until you no
longer see any bubbles or air coming th rough the tube when you move
it to the full up position.
At thi s lime, whi le the strut is
compressed and full of hydra ulic •
fluid , remove th c tube from th e
ADS lan uary 1996
•
Schrader valve and let the strut down
slowl y. Now re-insta ll the Schrader
valve. Pl ace the a ircraft back on the
gro und, connect a strut pump or nitrogen bottle to the valve assembly
and re- inflate the strut 10 publi shed
specifications.
Note: Under no circumstances, install the Schrader valve with the strut
in the exte nded position with fluid
in it. This wi ll cause a hydraulic lock
and could damage the aircraft. It is
imperative thai the strut be collapsed
fully, removing all residual hydrauli c fluid prior to re-installing the
Schrader valve and inflating the strut.
Engine additives
•
Another one of the questions that
we are Frequently asked is if it is O K
to use certain e ng ine addi ti ves in a
Cont inental engine. Let me address
this question by stating that Conti nenta l does not approve of any engine additives being used in the ir
e ngines. Should an add itive be used
and a warranty c laim is requested
from Continental , they will reject the
claim. On the other hand, on o ld outof-warranty e ngi nes, the re may be
certain additives that may he lp certain problems, such as va rni sh or
sti cking va lves. Check with yo ur
mechanic or IA on thi s matter prior
to using any non-approved materi als in your engine.
Preheating
•
We are frequently asked when to
preheat your engine. First, let me
suggest that you chec k the e ng ine
owner's manual that came with the
eng ine o r get Contine nta l's recommendat ion on thi s mailer.
What we norma ll y te ll o ur c ustomers is if they are using SOW or
IOOW, we suggest preheating when
the tempe rature goes below + I0 F.
If you are using a multi-viscos ity oil
such as Shell 's 15W-50, you can
probably hold off preheating until the
temperature is around ze ro . What
happens, as mentioned earlier, is that
the oi ls gel in the oi l fi lter and you
will not get any o il pressure. Should
thi s conditi on ex ist, immediately
shut down the engine a nd get a pre-
heal.
One other suggestion that we offer our clients is that they pul l the
propell er through slowly with the
sw itches off a nd the mixture and
th roll ie closed. This breaks loose the
bond between the bearing and rotating surface, reducing the poss ibility
of sp inning a bearing prior to hitting
the sta rter.
Cleveland brake kits
C urrentl y o n both s ing le and tw in
eng ine Beechcraft s, there are about
three diffe re nt types of braking systems used. T hey are: Goodyear, B.F.
Goodrich and C leveland brakes by
Parker. The preferred braking system
is the Cleveland.
Excep t for no rm a ll y-asp ira ted
Barons which a lready have C leveland brakes installed, there are two
diffe rent Clevela nd brake ki ts avail able for updating single e ng ine a ircrafl. By the way. the kits come complete w ith wheel ha lves, bearings,
hoses, hard wa re, drawings and the
necessary paperwork (STC) to get
them signed off. Do not let anyone
tell you that you need to obtain a
hardware ki t for insta ll ation. It is included in the C leveland kit.
The two kits are PIN 199-04900
a nd 199-05000. The 199-04900 may
a lso be obtained in chrome (PIN 19904903 or 199-49 chrome) if so desired. for a slightly highe r price. The
199-04900 is for a 700 x 6 wheel and
uses organic brake pads. The 19905000 uses a 650 x S wheel and
comes w ith metallic lining. You ma y
1/ 01 use chrome or sta inless rotors
(discs) wi th this kit since the brak in g is a resu lt of a metal to meta l
molecular bond betwee n the lining
and the rotor.
Since the 199-05000 kit uses a
bigger whee l (650 x 8), it may be
necessary to change your brake pedal
master cylinders to the Baron type
(larger diame ter) to obtain beller
braking . Most people try it first with
thei r ex isting master cylinders and
iF not satisfied with the braking. go
to the la rge r Baron master cy linde rs.
Pres. Note: See pages 655 and 699
of the ABS Newslellel' for more in-
formation on master cyli nders .
Electronic displays for A36,
A36TC and B36TC
Point of interest. In the October
is s ue of th e Federal R egis ter,
Skycom Avionics from Milwaukee,
Wis., filed for an STC to install e lectro ni c displays in A36, A36TC and
B36TC a ircrafl. It seems th at the
o nl y holdup o n the STC is veri fication that the equipment wi ll operate
reliably underexlreme hig h intensi ty
radiated fie lds ( HIR F) conditions
and that em issions from the equipment w ill not aFfect o n board electronic equipment. If interested, contact the above for more inFormation.
Future issues of "Shop Talk"
We are continu a ll y looking for
subjects 10 wri te about. If you have
a subject that you wou ld like us to
wri te abo ut, please mail, fax or Email your request to us and we will
consider pUlling it in print.
Ly llll Jellkills lIlay be CO llla eled at
J ellkills Ail' Service. 556 Dillin
Circle. Sparks, NV 8943 1.
Te/ :702-33 1-4905 . Fax: 702-33 1-4911 .
£ mai/:76766. 1452@Colllpllsen'e.com
OOPS!
In the November issue of the ABS
Maga: il/e, I made an error in the "Shop
Talk" article on 10-470 conversions.
Under the paragraph that starts with
"The mode l number information"".
Where it states the C. K, or N designalion tells the type of aitemator, magnetos, etc., it shou ld read the Specifiea,
tioll number on the data plate tells the
magneto type. ge nerator/aitemator type
and size. etc. Tile Specification (Spec)
number is located afle r the 10,470-C,
K or N nexlto the model number. Sorry
about thaI.
I also go t a call From Dave Monti of
Rebuild Aircraft, 702-782-5282, who
explained to me that he has held an STC
for the 10-470 conversions for many
yea rs. Please add Rebuild Aircraft to
yo ur li st of 10-470 STC holders.
Lynn lenkins, ASS 14562, Sparks, Nev., has
been it member (or 14 years iJnd in aviation
.:111 his life. He holds ATP, Multi and Single
Engine, Commercial, Seaplane, A&P, and fA
ratings.
-@-
A8S January 1996
Page 4 198
Flying with the Ryan TCAD
•
BY PETER BRAY
Ne~lrby aircraft 2,000 feet below, altitude converJjing, 2. 1 n/17
away.
Nearby aircraft 900 feet above, altitude converging, 1.9 nm
away.
Searching for nearby aircraft, none within range.
I fl y a Beech Bonan za P Model for bu siness and pleasure. Like many pil ots, I have rece ived from ATC "Traffi c two o'clock three miles. altitude 5.000 feet." Yet, looking. I do not see the other aircraft . I rely on ATC radar
and the alertness of the ATC speciali st to keep us apart .
Fl ying into and out of uncontrolled airport s, I rely on
my eyes. Unicom announcements from me and from other
ai rcraft as to their positi on and what they are doing. Both
methods are subject to error.
It was with thi s in mind that I had the Ryan Traffic &
Co lli sion Alert Dev ice (TCA D) Model ATS-8oo0 installed. The Rya n TCAD is a poor man 's TCAS. yet it is
efFecti ve.
The Ryan TCAD works by receiving and decoding
the transponder signal from other aircraft and displaying
the information in an alfa numeri c format. The TCAD
wi ll show a nearby aircraft·s distance. altitude and whether
it is converging or going away from your altitude.
Although the TCA D does not show the direction of
the nearby aircra ft . you can be aware of the aircraft and
see whether it is maintaining its distance. is gett ing closer
or further away. while ma intaining altitude separation. It
also shows if it is maintaining altitud e. Dependin g
whether you are maintaining altitude. climbing or descending, the TCAD indicates if the other ai rcraft is converging with your altitude.
The TCAD has an interesting feature that lets you detennine the other aircraft 's Squawk Code. Thi s is useful.
If you see a Squawk of 1200. ATC may have elected to
not rece ive any 1200 codes. You may be on your own if
that aircraft is not talking with ATe.
On long and sometimes boring IFR fli ghts. it furni shes
something to do--being ab le to watch other aircraft and
"eavesdrop" on their transponder code. I have seen an
aircraft Ilying at FL 550 and be lieve it was some mili -
•
tary aircraft as I am unawa re of ..lOy corpora te or private
aircraFt that fl y at that altitude.
All in all , I find the TCAD very useful. As was pointed
out by Bill Brodegard . a Ryan representati ve. today's
general aviation aircraft have li ghtning detection equipment to observe where thunderstorms are. a sophi sticated
autopilot to get you where you wa nt to go. ILS and GPS
to navigate. and nothing other than your eyes and reliance on ATC to keep away from other aircraft and a possibl y disastrou s encounter.
-Peret Bray. ABS 23663. Norwalk . CO/lII .. has 2.000
hOltrs and has pril'afe. ins trument alld 1IIf1ltieffgill e
ratings.
1, 600 feel below, altitude converging, pIlato does
not show distance.
Page 4199
ADS lanuary 199ft
•
•
Ryan TCAD
Model 7000 is the basic model wi thout the bells and
whistles the other two models have. It shows traffic up to
three miles away and 1,000 feet above and below. It has
audible tones when traffic comes wi th in three miles or
1,000 feet. It has a double tone when traffic comes within
one mile or 500 feet. A triple tone is played when traffic is
.7 mile and plus or minus 300 feet. All three models have
the same tone arrangement.
Models 8000 and 9000 have the following additional
features: Adjustable shield sides to let you set the distance to be covered: transponder squawk codes of other
aircraft: display of other aircraft altitude if they are en-
10 be monitored or even included in your regul ar instru -
ment scan. The cost of the M odel 7000 is $5,175 . The
Mode l 8000 is $7.950: and the M ode l 9000 is $ 12.350.
Prices include installation.
a pilot have charts on board , current
or otherwise . I am not advocating flying without charts, however, the regs
(9 1.103) require thorough preparation prior to flight. Nowhere do the
regs require charts, therefore, how
ca n th e Feds ramp check cha rts
when nothing requires them ?
The Feds have enough reg s to
nail us without providing them with
additional ammunition. If they re quest your charts at a ramp check,
request the reg that requires them
to check and us to have them!
-Jeane M. Wolcott, ABS 3758,
Ra venna, Ohio.
•
ASK BPPP
The following letter appeared in
the Forum section of the September
issue of thi s publi cation . It tri ggered
some re search by several members,
including Pres ident Barri e Hi ern
who thought thi s would be a suitable
topi c for the BPPP "w i za rd s" to
weigh in on.
•
coder eq uipped: you r altitude display as received by ATC
on your transponder: and display of your density alt itude.
The difference between Model 8000 and 9000 is the
panel size. The 8000 is the size of a transponder. The
9000 is three inches by two inches. The unit itse lf is
mounted elsewhere. The Model 9000 is important for airceal't wit hout much panel space. A ll three units are very
easy to read and. with their audible warnin g. do not have
In the June '95 issue of the ABS
Magazine, page 3926 , Ground Control "Out of Date charts: there were
some comments I would like to address. You state that " .. .it has been
noticed in some reports that the FAA
is conducting spot-checks of landing
aircraft to ascertain whether or not
the appropriate current charts are in
the aircraft .. ."
Please state the FAR that requires
ABS lanua ry 199&
Several of our knowledgeable
staffers caucused on thi s matter and
agreed that Jeane Wolco tt was perfectly correct. There is no reg ulati on
that spec iFi ca ll y re quires current
chart s to be on board our aircral't if
we are Ilying a trip that is regulated
by FAR Part 9 1.
We have heard simil ar report s of
violations bei ng filed against pilots
fo r not havin g current charl s o n
board, and even on occas ion an out-
dated database installed in their Loran receiver. Req uest ing the FAA
inspector to spec ify the reg ul ation
that applies is the right answer.
The si tuation may not be quite that
simple, howeve r. Some FAA inspectors, espec iall y the ones who frequently perform ramp checks. approach the ass ignment with a heightened level of zeal. They may quote
part numbers from the FARs and
press on with their aggressive behavior. If thi s happens 10 you, be ascour-
teous as possible and try to bring the
encounter to a conclusion as qui ck ly
as possible. Next. as soon as convenient (w ithin a day. so the facts will
be fresh i n yo ur mind) fill ou t a
ASA f0l111 ARC-277 and contact an
attorney or other consu ltant w ho is
well -versed in such regu latory matters. If you rece ive a " I 0 day" letter.
more consultation wi th your legal authority is in order.
Many ce rti ficate actions and/or
civ il penalties have been recorded
against pilots who were not deserving of such acti on. If a pi lot merely
ad mits to facts as reported by the
in spector without tak ing issue, the
penalties w ill stand because the FAA
was never challenged to prove that a
violati on of a spec ific regulation had
been perpetrated.
I f you never challenge the FAA
and merely "roll over and play dead,"
they (the FAA) must have been right
and the sanctions will be recorded
against your record . On the other
hancl. if you fill out the NASA fonn
in a timely fashion (w ithin 10 days
of the occurrence) and in calm , less
turbulent su rround ings formulate a
well -reasoned response, it is entirely
possible that th e ac ti o n w ill be
dropped. or the finding in a hearin g
( if it goes that far) may wel l be in
your favor. A t the very least. the filingofa NASA fonn will serve to suspend the proposed sancti on if you
have not had to use that strategy
w ithin the previous five years.-@--
Page 4200
•
T
he Bonanza/ Baron Pilot Proliciency Program be-
gins its second year of operation wit h a (in e~ tuned
new series of programs. First: Baron s and Travel Airs
w ill be present at all of our locati ons. In keeping with thi s,
we have designed a Recurren t Program for Barons to be
given in con junction with the Recurrent Program for Bo-
nanzas. We have completely redesigned the Recurrent Bonanza Program at the same time. So (or those of you who
have been to th e Initial Baron or Bonan za Program, as
we ll as th ose w ho have been to th e lormer Recurrent Program, here is yo ur opportunit y to attend a new program .
The new Recurrent Program for Bon anzas, Barons and
Travel Airs will feature a series of ground school electives.
You will now be able to choose between simultaneous
lectures on dillerent subjec ts. The subjects wi l l change depending upon whe re we are, and w hi ch of our fi ne ground
school in stru ctors are present at a give n loca ti on. We have
also revi sed th e Saturday program, and again you wil l have
the ability to select your ground program. Instead 01 a structured walk around an airplane, we have provided time on
Saturday and Sunday lor our stall mechanics to go one on
one w ith you and discuss questions specific to your air-
plane. The fli ght program con tinu es to have fl exi bility to
match your needs. Di scussion between you and yo ur flight
instructor wil l ensure tha t your fli ght traini ng needs are
met. We have made every ellort to provide a fl exible and
meaningful program for you to enco urage your co nt inu ed
participation throu ghout th e co ming yea rs .
The Initial Program wi ll con tinu e to provide ground in-
struction in th e lundamenta ls 01 Bonanza, Baron and Travel
Air operations . We con tinue to provide the best ground
training in th e industry. Th e Programs emphasize the understanding 01 the ai rpl ane's systems, as well as tech niques
for ex tracti ng th e optimum perform ance (rom you, th e pi lot, as we ll as from your fin e a irplane. The Initial Program
is des igned to be taken belore the Recu rrent Program , as
1996 BPPp, INC. SCHEDULE
1/,1I()II , f lt.l I ('/ ;\ II'.I1
DATE
LOCATION
Feb. 2-4
Feb. 16- t 8
Mar.8-tO
Apr. 12- 14
Apr. 26-28
May 10-12
May 31-June 2
June 14-15
O rl ando, Fla .
Orlando, Fla.
Sept. 20-22
Oct. 4-6
Oct. 18-20
Nov. 8-10
Austin, Texas
Fresno, Ca lif.
Columbus, Ohio
Program periodica lly to review the lundamentals 01 systems, operat ions and pilot tech nique.
W e have added a new locat ion to our program. Begin-
ning this year, we wi ll be corni ng 10 Spirit 01 St. Louis fi eld.
The si te 01 our 1989 ABS Convention, Spirit Airport has
excellent access, weather, a line FBO, as well as a good
hotel. We are really pleased to be adding new locations as
we expand our program. We plan to add new locations in
1997. We wi ll continue to oller Oll< ever popu lar ompa n-
•
ion Course .1 1 every loca ti on exce pt Mountain Fl ying in
Colorado Springs. We look lorwa rd 10 seei ng you soon .
- Jack Hirsch, ABS 197 16, President, BI'Pp, Inc.
19% SERVICE CLINIC SCHEDULE
1/()1I.l1I/ ,h/
" II ItJ( ,"t()II'
PH ASE CU TO ff DATE
DATE
LOCATI ON
fBO
Jan . t 7
Mar. 22-25
Santa Ynez, Ca l if.
Santa Ynez Aircraft O r.
Rec urrent Jan. 31
In itia l
Feb. 21
Apr. 12- 15
Lake Wa les, Fl a.
Engles Air Scvice
Initi al
Recurre nt Mar. 27
Recurrent Apr. 10
Winston-Salem , N.C. Recurrent Apr. 24
May 16
Apr. 19-22
Arcola , Texas
Murmer In c.
May 3-6
Ramona, Cal if.
Crui seAi r Av iat ion
May 17-20
Smyrna, Tenn.
Corporale FI iShl Mgmt.
lune 7- 10
Onawa, Iowa
Dave Heisterkamp NC
Milwaukee, Wis .
Initial
Colorado Sprin gs,
M ountain May 29
Colo.
Flying
Ju ne 2 t -2 4
LaGrangevil le, N.Y.
White Air Servi ce
SI. Lou is, Mo.
Rec urrent Sept. 4
Jul y 12-15
Men., Ark.
Capehart Indu stries
Aug. 23-26
Woodland, Ca lif.
Woodland Aviation
WHP AviJtion
Portsmou th, N.H.
In itia l
Fresno, Calif.
Initial
Winston -Sa lem ,
In itial
Sept. 18
Oct. 2
Oct. 23
N.C.
Completion of Initial course required to enroll ;n Recurrent course.
Cockpit Companioll course available at all loeiltiolls
except COfor.ldo Springs.
Page 4201
th e fundamenta ls which are pari of the In iti al are assumed
in the Recurrent. Many of our participants lake the Initial
Sales
Sept. 20-23
Monroe, Ga .
Sept. 27-30
Lake in the Hills, III. Finefield Aviation
Oct. 11-14
Trenlon, N .1.
Ronson Av iation
Oct. 18-2 1
Wi chita, Kan.
Raytheon Aircraft Services
ADS January 199ft
•
•
Calendar
JANUARY
20 · Northeast Bonanza Group Fl y·in. Montgomery, N.Y.
O range Cou nty, t o;30 a. m. Contact: Ge ne Keyt, 203·375·
2595
SEPTEMBER
2·8· Farnborough International Air Show. Farnborough,
Eng land. Phone 44·1 7 t ·839·323 1.
FEBRUARY
2·4 • BPPP, Inc. Bonanza and Baron (Initial). Orlando, Fla.
Cutoff date: 01 · 17·96. Contact ASS Headquarters.
quarters.
16·18· BPPP, In c. Bonan za and Baron (Recu rre nt).
Orlando Fla . Cutoff date: 0 1·3 1·96. Contact ABS Head·
20-22 - BPPP, In c. Bonan za and Baron (Rec urrent). St.
Loui s, M o. Cul off dal e: 09-04-96. Contac t ASS H eadqu ar-
ters.
20·23 . ABS Service Clinic. Monroe, Ga. Co ntact ABS
quarters.
H eadquarters.
MARCH
6·10· BPPP In c. Bonanza and Baron (In itia l). Austin,
Texas. Cutolf date: 02·21·96. Contact ASS Headquarters.
27·30· ABS Service Clin ic. Lake in the Hills, III. Cont act
ABS Headquart ers.
22·25 . ABS Service Clinic. Santa Yn ez, Ca lif. Contact ABS
H eadquarters.
APR IL
12·14· BPPP, In c. Bonanza and Baron (Rec urre nt). Fres no,
Calif. Cutoff date: 03·27·96. Contact ABS Headqu arters.
OCTOBER
4·6· BPPP, In c. Bonanza and Baron (Initia l). Portsmouth,
N.H. Cut off clate: 09· t 8·96. Co nta ct ASS Headquarters.
11-14 - A8S Service Clini c. Trenton, N .J. Co ntact ABS
Hea dquarters.
18-2 0 - BPPP, Inc. Bonan za and Baron (Ini tial). Fres no,
12·1 5· ABS Service Clinic. Lake Wales, Fla. Con tact ABS
Headqu arters.
Ca lif. Cutoff date: t o·02·96. Contact ASS Headqu arters.
14·20· Sun ' N Fun. Lake land, Fla .
18·20 · AOPA Annual Meeting. San jose, Calif. Phone 30 1·
695·2157.
19·22 · ABS Service Clin ic. Arcola, Texas. Co ntact ABS
Headquarters.
18·21 . ABS Service Clinic. Wi chita, Kan . Co nt act ABS
Headqu arters.
26-28 - BPPP, Inc. Bonanza and Baron (Rec urrent) .
•
11·1 5 . ABS Convention. Norfolk, Va . Contact ABS Head·
Columbus, Ohio. Cu toff date: 04· t 0·96. Co ntact ASS
Headquarters.
MAY
3·6· ABS Service Clinic. Ramona , Calif. onta ct ABS
Headqua rters.
NOVEMBER
8- 10 - BPPP, In c. Bonanza and Baron (Init ial). Winston -
Sa le m, N.C. Cutoff date : 10·23·96. Con tact ABS Headquar·
ters.
19·2 1 . NBAA Annual Co nvention. O rl ando, Fla. Phone
202·783·9000.
10- 12 - BPPP, Inc. Bonanza and Baron (Recurrent),
Wi nsto n·Sa lem, N.C. Cut off date: 04·24·96. Cont act ABS
Headquarters.
17·20· ABS Service Clinic. Smyrna, Te nn . Cont act ABS
H ea dquarters.
31·6/2 · BPPP, Inc. Bonanza and Ba ron (In iti a l). Milwau·
kee, Wis. Cutoff date: 05·16·96. Co ntact AB5 Headq uar·
ters .
JUNE
7-10 - ASS Service Clinic. Onawa, Iowa. Contact ASS
H eadq uarters.
8·13· 2nd Annual U.S. Air Race. Durango, Colo. to New
Orleans, La. Contact 817·491 ·4055.
14-15 - 8PPP, Inc. Mountain Flying. Co lorado Springs,
Colo. Cu toff date: 05·29·96 . Contact ABS Headquarters.
21·24· ABS Service Clinic. LaGrangevi lle, N.Y. Contact
ASS H eadq uarters.
JULY
12·15· ABS Service Clinic. Mena, Ark . Con ta ct ABS
H ea dquarters.
17·21 . United States Air and Trade Show. Dayton, Oh io.
Dayton Internat iona l Ai rport. Phone 513·898·5901.
•
AUGUST
1·7· EAA. Oshkosh, Wis.
23·26· ABS Service Clinic. Woodland . Ca li f. Cont act ABS
H eadquarters.
A8S January 1996
Page 4202
Ground
Control
KEN JOHNSON, ABS Administrator
BULLET IN-BULLETIN-BULLETIN
The FAA has ex tended the comment period on Notice No. 95- 11 : Pilot, Flight Instructor. Ground Instructor. and Pi lot Sc hoo l Certifi cati on
Rules( 14CFR Pans 1. 61 , 141. 143).
The FAA agreed that the proposal contains far-reaching changes. and the
sheer bulk and detail of those changes
wamUJt more than 120 days to prepare
well -reasoned comments. The comment period for Docket No. 259 10 is
now ex tended from December I I.
1995 to February 12. 1996.
Dear "Member":
Thank you for renewing your ABS membership and for
sharing your concerns and good wishes with me.
Your current experience with the cost of airplane ownership is unfortunately all too typical. Clearly, the high cost of
operating, serviCing and maintaining general aviation aircraft
is a critical issue we get feedback on just about every day.
We consider the American Bonanza Society a condu it for
communicating the interests and concerns of its members
to Raytheon Aircraft, the FAA and other general aviation
entities. I'm working at maintaining and improving communication while not stimulating resistance or hostility.
While we are not a political action or special interest group,
we certainly do "go to bat" for our members when it's needed.
Rest assured, we are keenly aware of the economic concerns and will do everything we can to help drive down th e
cost of aircraft ownership and operation.
One of our core functions at ABS Headquarters is to facilitate the exchange of information between members. Our
on -call technical consultants have extensive knowledge
about the BonanzaiBaronlTravel Air aircraft and provide
advice on aircraft maintenance, restoration and operation,
as well as information on location of parts from various
sources.
As you know, the monthly magazine is filled with helpful
maintenance and operational advice. Don 't forget, too , that
we have a comprehensive technical library in the headquarters building available for your use. While this isn't a total list
of our services, all of them contribute to savings for our members-and we keep looking for more ways .
The ABS Headquarters staff continues to work very hard
to provide the best possible service to ou r members and I
personally accept the challenge to do whatever I can to help
members like yourself continue to enjoy their aircraft. Thank
you again for renewing . And thank you for writing . You have
inspired me to do more.
-Kenneth R. Johnson , Administrator
•
•
RENEW ING RESOL UTIONS
I recently received a leller from one
of our members expressing strong concem over the escalati ng costs of owning,md maintaining aircraft. Hiswords
struck home with me and I wrote back
immediately.
So, in this traditional time of renewing our resolutions, I oll'e rthese words.
and urge that each of us pay attent ion
to the happenings in General Aviation
lmel do what we ClUJ to help preserve
what we now have. Read President
Barrie Hiern 's co lumn and George
Wilhelmsen's anicle in this issue- the
problems are recognized. but now, more
than ever before. we each need to gmb
tile whee l and be the PI C.
-@-
Page 4203
•
AS S lanuary 1996
E PERFO MANCE
EDM·100
Digital and Analog EGT ICRT SCANNER®
•
TIT or OIL column.
Dot indica... cylinde r
cUgltallnlormalion. Dot - Inc:Ie.... automatically
Analog display for
"quick glance" temperature recognition.
Columna are display
percent o( red line
Missing Bar indicates CIIT Temp. _ __
Trend.
Digital display for accuracy and long term trend
EGTlLeft
ClITlRight
monitoring
LF, Lean Find,
Step; can index
Udormalionforwazd
or backward. Stops - - automatic mode .
automatically
linds the first
cylinder to
peale.
FAA TSOISTC APPROVED PATENTED STARTING AT 51840
All pilots know that running their engines at peak performance means ... maximum
efficiencyl Maximum efficiency translates into substantial saving in fuel burned
ud engine maintenance.
IPI .. EDM· 700 aBlw:es pilots of pealt... precis ion engine performance ...
... u all· around economic benent.
•
TBE EDM DISPLAY IN VARIOUS MODES OF OPERATION
SHOCK COOLING
Dilplays the exact
cooling rate . Max rate
cyl. shown by dot.
DIFFERENTlAL
Calculate d highest to
lowest EGT. Max
deviation cyl. Shown
by dot.
OAT
Remove your old
OAT and inatall a
one degree accurate OAT.
OIL TEMP.
NORMALiZE
All columna level for
accurate trend monitor·
ing. Bara are 10 degree
step • .
One degree oil tern·
perature. Only FAA
approved for all
Lycombing and
Continental.
~J1!
INSTRUMENTS
1 · 800 · 345 · 4574
.... ..: II.... ·.IIU
I IlII"
Send for free literature '
Box 70 33 , Hunti n gton Beach , CA 92615
Tel: 714 · 567 · 6434, Fax : 714 - 567-9840
•