August 2007 - American Bonanza Society

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Pub ~shed by Amencan
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Bonanza SocIety, OrganIZed Januaty 1967
AU G UST
ON THE COVER
10349 ASF AUCTION
10343 BEECHCRAFT
OFTHE MONTH
10350 MY BEST (AND FIRST)
BEECH FLYING
EXPERIENCE
In celebration of 60 years of
Bonanzas. the cover features a
straight toil and a V-toil in front
of Mt. Rainier. Jim Posner's 1992
F33A is in the foreground; Larry
Goines 1958 V-toil is in the
background . Photo by Kari
Seppanen and pilot of the photo
plane was Vera Martinovich.
By David Watt
10351 ABS MEMORIES
By Betry Haesloop, Hunter Benl1ell
and Sam McCauley
10362 LOOK UNDER THE
GLARESHIELD
By Guy Knolle. MD
FEATURES
10345 ABS CONVENTION
10310 ENOUGH IS ENOUGH
By Edollard Kohler
10341 60 YEARS OF THE
BONANZA!
By Thomas P. Turner
DEPARTME N TS
10341 SERVICE CLINIC SCHEDULE
10355 AERCMEDICAL NEWS
by Chorle.s /)OI'id.soll. MD
10341 BPPP SCHEDULE
10342 PRESIDENT'S COMMENTS
b)'Jol/ Luy
10353 WHAT'S WRCNG
by Adrian £ichhom
& ROil Timm ermlln.'!
10351 TECH TIPS/N EIL'S NOTES
10361 BPPP
10361 AVIONICS
10316 REGIONAL NEWS
CURRENTS
10319 INSURANCE
10314 BRAGGING RIGHTS
10354 EDITORIAL CALENDAR
Send artic les/letters to:
ABS Magazine Publication Office
PO. Box 12888. WIChita. KS 67277
Tel: 31&-945-1700 Fox: 31&-945-1710
E-moil: bonanza 1·iilbonanza.org
Website: http://wwwbonanza.org
Copy and phulographs submllltd fur publicatioa bfftImt Itw propm, 01 tM Society
and shall not br ~turNd.AnICIes wbnuued "-1111 pictuIU rtmve publicatton Pftfm:u:e..
EDITOR-IN-CHIEF: Nancy Johnson. ADS Executive Di rector
MANAG ING EDITOR: Betty Rowley
AIRCRAFT TECHNICAL ED ITOR : Thomas P. Turner
ART DIRECfOR: Jim Si mpson
EDITORIAL CONSULTANT: Patric Rowley
10315 G.A. NEWS
by joll" Collins
10313 SURLY BONDS
by MiJ;e BlIse/J
10315 ABS AVIATORS
by Bob Alldrl''''S
kl' lewGoge
10363 SAVVY OWNER
10354 FORUM
10366 TECH TALK
10311
103611 AD SECTION.
.....
by Bob Modey
FO/coll lllsilrallct!
10380 GRCUND CONTRCL
hy Nallcy Johnson
10381 EVENT CALENDAR
ASS MAGAZJNF. (lSSN 1538.99(0) is pubhihcd monthly by Ihc- American Bonanu
Society. 1922 MldrlCkI Road. \\'ICIuta, KS 6nog, Tht pore of a yearly IUMrnptioil
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Ikation.
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ABS MEMBERSHIP SERVICES
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• Beechcroft Pilot Proficiency Program · Aircraft Service Clinics ' Air Safety Foundation Research &
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ASS exists to promote aviation safety and Hying enjoyment through
TE L: 316·945·1700
FAX 316·945·1710
E-MAIL: [email protected] education ond infomnation-shoring among owners and operators of
Bonanzas. Borons. Debonairs and Trovel Airs throughout the world.
OFFICE HOURS: M·F 8:30 am . 5 pm (Central Time)
ABS BOARD OF DIRECTORS
PRESIDENT
JON LUY (Area 7)
TERM
Committee Choif: Events, Executive
EX~RES
'2008
20S Amodot Rood. Sutter Creek. CA 95685
phone: 209-267-0167, fox: 209-267-0247
e-mail: jdebonoir@hotmoiLcom
VICE PRESIDENT
ARTHUR W. BROCK (Area 8)
'2009
Committee ChOIr: Bv\aws/ long.ronge PIon, Medlo
2831 Colt Ild . Rancho I'olos Verde< CA 90275
phone: 31Q.548-8507. fax: 31Q.54a.J767
e-mail : brockort®ooLcom
SECRETARY
81LL STOVAU (Area 6)
Committee Choir: Membership
32675 Woodside Dr.. Evergreen. CO 80439
phone: 3Q3.(>7()'2244. fax. 3Q3.(>7()'3385
e-moll: billstovoll®evcohs,com
TREASURER
CHARlES S. DAVIDSON, M.D. (Area 3)
Committee Choir: Aeromedical, Finance
1605 Wood Duck In .. Kill Devil Hills, NC 27948
phone: 252-441 -5698, fox: 252-441-5853
email: [email protected]
ASSI TREASURER
RONALD LESSLEY (Area 5)
PO Box 1023. Claremore. OK 74018
phone: 918-341-5281 ; fox 918-341-4464
'2009
ASS Service Clinics provide a valuable 'second opinion' about the maintenance state of your
Beechcrofl. You'll follow our highly experienced inspector as he checks your airplane in areas that
oHen merit a doser look. Bring your mechanic so you con both learn more about your Beechcroft!
Only 5186 for BonanzaSlDebonalrs, 5233 for Barons/Travel Airs.
DATE
'2009
LOCATION
Aug 1&19 Nashua. NH
Edmonds Aircraft Service (ASH)
Sep 2()'23
Kalamazoo. MI
Kalamazoo Aircraft (AI.o)
Nov 1-4
Hagerstown, MD
Hagerstown Aircraft ( HGR)
Nov 29-Dec 2 Ramona. Califomia
2008
HOST/AIRPORT
Cruiseair Aviation (RNM)
Register o nline a t www. bonanzo .org or ABS headquarters 31&945-1700.
e-mail: ronlessley@sbcglobot_net
JAMES E. SOK (Area 1)
9 Spruce Dr., PO &>x 189$, lakeville, CT 06039
phone: 61 ()..530-1759
e-mail; [email protected]
'2007
GEORGE GIRTON (Area 2)
'2007
Take your plane to a Service Clinic to get it in order and
take yourself to a BPPP event to brush up on your skills.
Committee Choir: Endowment
3701 MUlVihill ReI" ValparaiSO. IN 46383
phone: 21~9956
e-mail: [email protected]
CRAIG R. BAIlEY (Area 4)
Committee Choir: HR. Nominating.
'2007
Technical/Governmental
2518 Colony Ave .. Undenhurst, rl60046
phone: 847-646-8866, fox: 847~0-7768
e-mail: [email protected]
STEPHEN RBLYTHE (Af.large)
2008
Sep 7-9
Manchester. New Hampshire
Sep 28-30
Milwo ukee. Wisconsin
(U ES)
Oct 2&28
Santa Maria. California
(SMX)
Nov 2-4
Norfolk. Virginia
(ORF)
Waukesha Airport
Committee ChOir: 'tducoTion
21065 Barclay lone, lake Forest. CA 92630
phone: 949-583-9500. fox: 949-583-7071
&moil: [email protected]
• Second and/or final term
Bonanzas/Barons/Debonairs/Travel Airs at all locations. Cockpit Companion
course available. Call the BPPP RegistratIon Office to make arrangements:
Executive Director. NANCY JOHNSON
97(}.377-1877 or fox 97()'377·1512 Eligible for 70 ABS Aviator points.
PAST PRESIDENTS
B.J. McClonohan. MD
1967-1971
Frank G. Ross (dec.)
1971-1973
Russell W Rink (dec.)
1973-1975
Hypolite T landry, Jr. . MD
1975-1976
Colvin 8. Eorty, MD. PhD
1976-1977
Copt.Je,se EAdem, USN(R) (dec.)1977-1978
1978-1979
Alden C. Barrios
Fred A. Driscoll, Jr.
E.M Anderson, Jr. (dec.)
Donald l. Monday
Horry G. Hadler
John E Porton (dec.)
Charles R. Gibbs
1979-1980
198{)-1981
1981-1983
1983-1984
1984-1985
1985-1986
1986-1987
lee larson (dec.)
1988-1989
William H. Bush (dec ) 1989-1990
Ray l.leodabrand (dec.)1990-1991
James C. CosselL III
1991-1992
1992-1993
Warren E. Hoffner
1993-1994
John H. Kilbourne
Borrie Hiem, MD
1994-1996
Willis Hawkins (dec.) 1997-1998
William C. Corter
1998-1999
Tilden D. Richards
1999·2000
2QO().2oo1
Jon Roodfeldl
Harold Bosl
2001·2002
2002·2003
2003-2004
PLANNING A FLY-IN
ave you ever attended a regional society fly-in? I've been to
many over the years, and have
always had a good time. Flying to interesting places to meet with friends and
soon-to-be-friends is one of the all-time
great patts of owning an airplane.
If you don't already belong to one
(or more) of the U.S. regionals or in
Australia, Europe or Brazil, I urge you to
join. Their websites are listed at the bottom of the Calendar page in every ABS
Magazille plus their links are shown on
the ABS site.
Even more fun than attending flyins is to create one! June 15-17 ABS
Past President Dave Richards, my wife
Polly and I hosted a Pacific Bonanza
Society Fly-in at our hometown of
Sutter Creek, California. I like to think
we pulled off a pretty enjoyable weekend for our PBS friends. Dave has written a review of our activities that you
can read on page 10378.
Of course, a good fl y-in requires
planning and coordination, but it's not
all that hard if you do it as a team. Dave,
Polly and I had a great time putting ours
together. I urge you to consider doing it
sometime-either in your own hometown, or a place you've enjoyed visiting
or have always wanted to fly to.
The basics include coordinati ng
with the fl y-in airport; getting ground
transportation ; providing a list of good
hotels, motels and/or a few B&Bs; and
arranging for some tourist-type activities and planned meal functions. Often
you can find help from your Chamber of
Commerce or Convention & Visitors
Bureau, the airport and FBO personnel.
and other regional members.
Planning for distant or new destinations is likely to be more involved, but
here is a general format for hosting a
fly-in to your own community:
• Arrange for 0 host hotel. lodge or other
nice. reasonab le accommodation. Some
places require a guorantee. but mony ore more
flexible as long as they know in advance about
how many rooms your group will need .
Reservations are to be made by the individual
Hy-in partiCipants.
Polly and Jan luy at the PBSSuner Creek f ly-in.
• Another first action is to make sure
everything is arranged and OK with the airpart
you're using. Some airparts ond FBOs moy
cringe ot the thought of hosting a fly-in, but
many are thrilled to do it. since it means
business for them.
• Also. the events chairman for your
regional needs to be kept informed. since the
website and member communication about
the Hy-in will be coordinated with that person announcements. registrotions. etc.
• For ground tronspartotion, we rented
new vans from our local Toyota dealer. very nice
vehicles. At other fly-ins. local members ore
willing to provide their vehicles for us to use.
• Most of the Hy-ins I've been to were
scheduled for Friday orrivol ond Sunday
departure, and thol's whot we used . Starting
on Fridoy. you're occupied greeting orrivols.
geHing everyone tronsported to their hotels
ond leHing them get seHled in before dinner.
Then a nice BBQ at the airport or dinner at a
good low-key restaurant is a relaxing way to
start the weekend. Dave's report includes
details about our activities on Friday and
Saturday.
• Ground transportation orrangements
for departure on Sunday ore a must. As we all
know, when 0 pilot wants to depart, he wants
to depart!
If you're interested in hosting a
regional fly-in , let's talk about it at the
ABS Convention next month in
Wichita. I'd love to convince you to
arrange one that Polly and I can attend!
The Pacific Bonanza Society Fly-in to SuNer Creek. Colifornia, included 0 visit to the Sutter Gold Mine.The
trip was organized by Jon and Polly Luy and Dove Richards.
August 2007
www.bonanza .org
-JOII
Page 10342
Jim Posner
Poulsbo. Washington
1992 F33A
t was like getting the pick of the litter.
I had already decided on a late model
F33A after having done as much
homework as possible. I had a new
V35B two airplanes ago and loved it.
But I liked the idea of a straight-tail version. So to the Internet I went, where I
found a bonanza of Bonanzas!
In 1998, Mike Borden of High
Performance Aircraft in San Diego had
just gotten back from South Africa
where he went to find that perfect Baron
he wanted. While he was there, he saw
several Bonanzas, both 33s and 36s for
sale. He bought them all.
I was surfing the Internet listings at
the time and found that Mike had about
six F33As to choose from that had just
been posted. They still had ZS registrations. The one that caught my eye was ZSNFJ, which Mike later renamed N335HP.
This 1992 (CE-I663) with all the toys that
Beech put on that year had just over 600
hours on the tach. What a find!
A trip through the logbooks
showed it had excellent maintenance. It
was fun trying to convert Rands to dollars to see how much things cost down
there. 335HP sailed through the prepurchase inspection and I was no longer
between airplanes.
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The pilot's flight logs were included in the documentation, since you are
required to log every flight in certain
countries. So I vicariously flew around
South Africa reading about the origin
and destination airports-Johannesburg
(Lanseria Airport) is where she was
based and the airports around there such
as Polokwane International, Port Alfred,
Kariba and my favorite, Joshua
Mqabuko Nkomo [nternational. It
sounded so exotic!
The ferry trip back was just as fascinating. First leg from Joburg to
Ondangwa - 5 hours:25 minutes; to
Librevi lle, Gabon - 8:25; to Felix
Houphouet-Boigny International Airport located in Abidjan, Cote d'ivoire5:41; to Gran Canaria International
Airport - 10:22; to Santa Maria Island
in the Portuguese autonomous region of
the Azores - 4:49; to Saint Johns in the
Canadian province of Newfoundland 9:09; to Bangor International Airport in
Maine - 4:54; to Burlington, Kansas 8:32; and finally to Wichita, then to San
Diego, California. About 70 hours.
Whew!
She has now logged more than
1,800 hours and, if you read my article
l~li
I' .:::::=C<:H: :;
. , o.4 . • , t
South African Registration Certificate
Jim Posner shows off his new 550.
about the cracked cylinder in these
pages last October, you' ll know that the
engine was due for overhaul. Oh, well,
as they say, while I'm at it ...
The move up to the Northwest with
a hangar at Bremerton National Airport
(KPWT) made installing the TKS ice
protection system a no-brainer. I've
used it to fight the ice monsters on more
than one occasion.
This summer, the folks at AS&T
are scheduled to upgrade the system to
known icing certification. No promises,
says Kevin Hawley, as he is still working on the certification. Fingers crossed!
GAMljectors and the engine monitor that saved my rear end last summer
(see my article on this story in last
October's ABS Magazille) were some of
the first modifications made when I
bought the plane. Other than that, it was
as it originally came from Wichita.
Extreme makeover
My version of an extreme
makeover this year included an upgrade
to a 550, turbonormalizing, Osborne tip
tanks, built-in oxygen and new paint.
Everything was performed at Ada,
Oklahoma, by Tornado Alley Turbo and
Ada Aircraft Painting. Both groups did
a great job of staying on schedule and
producing high-quality work. (See the
sidebar for my comments on developing
the paint scheme.)
I had already partially updated the
panel last December with a new GNS-480
to replace theAVD-lOO non-IFR GPS that
came with the plane. That installation was
made by The Avionics Shop in Gig
Harbor, Washington, at the Tacoma
Narrows Airpon. Dan Neil is a super guy
to work with and knows his stuff!
With a net 200 pounds of increased
useful load and the C.G. move forward
that resulted from this project, I don't
know how much closer one can get to
the perfect airplane.
If you were at this year's Bonanzas
to Oshkosh event, you saw the results of
all the planning and work. I hope everyone likes it as much as I do.
THE PAINT SCHEME
Developing a painl scheme is a lot more
involved that I Ihaught. I hod been talking 10
Craig Barnett at Scheme Designers for a couple of years 01 various air shows. I wonted to
have a design Ihal was lolally unique without
being outrageous. Craig was very patient wilh
me and developed many designs.
I put up piclures of all iterations in my den
as he produced them to see how well my vision
was being realized."No white" was my first criterion; "not unique enough ." However, solid dark
colors Iholl have seen on olher Bonanzas didn'l
seem 10 work well when I sow Ihem "in Ihe
flesh." So Craig hod his work cui out for him.
I also Ihrew him anolher curve: As the
founder of Ihe Beech Boys in California, I still do
a lot of formalion flying there and now in
Washinglon. Getting a good sight picture to
determine the proper "parade" position when
you are flying in lormation is tricky. So I hod Craig
integrate a "targer into the accent design.
The red ribbon loop that you can see at
the bock of the cowl looks like port of the flow
01 the ribbon. However, if you line up the wing
stripe Ihot ends at the gop between the Ilop
and the aileron with the loop, you are in the
pertecl formation posilion.
Craig did a great job developing dozens
of designs and color schemes.The final design
EQUtPMENT LIST - N335HP
KFC-200 outop,lol
GNS-480 GPS with GPSS
Interrace
KX-155
KR-B7 ADF
KT-76 transponder
/ljrSpor o,t,tude
a erter/ironsPD'1Oer
monitor
PSE-700) audiOponel
Electronics International
UBG-16 eng ne monitor
EI fuel totalizer
EI combination luel
gouges for mo ns and
newlps
TKS Ice pro:ecllon syslem
was exactly what I hod in mind, and Dewey
Gandy at Ado Aircraft Pointing executed it well.
The main gear doors were sent to a local
airbrush artist to put a Ilowing U.S. flog on one
and the Beech Boys logo on the other, showing
two Bonanzas in formation wilh surtboards
slropped to their bocks.
Remote gear lights
(between manITald pressure and tach gouges
WX-loo) Storrnscope
Davtron OAT,-lioltage,lhmer
GARMIN 396 w/XM
weather & radiO
77 eu ft oxygen system
GUEST SPEAKER
Warren S. Silberman. 0. 0. MPH
Manager. Aerospace Medical Certification Division
Saturday, 9:00-11 :00 am
Dr. Silberman will speak an The state of medical certificatian. then will
be joined by the ABS AMEs and other physicians for on expanded
aeromedical forum on Saturday morning.
We're delighted to have Dr. Silberman participating since he is the
head flight physician for all U.S. civilian pilots. His expertise should be of
great interest to ABS members.
Beech Field at Hawker Beechcroft Corporation.
FACTORYTOURS
Saturday, all day
AircraH factory tours are extremely rare these days. but BeechcraH is
putting out the welcome mot for us' There will be continuous shuHles
between the Convention Center and the factory. so you can choose when
and for how long you'll visit.This will be in conjunction with on anniversary
open house for Hawker BeechcraH employees and retirees. so we'll have
the pleasure of mingling with the folks who built our planes!
Beechcraft will also be hosting the Friday night Hangar Party. a high
point at every convention! You'll find there rea lly is "no place like home" at
this one at Beech Field. Come for a great time of tire kicking. hangar flying,
good 'eats' and entertainment by the Sons of Beech!
·The Lunch Counter, ~ a life-sized bronze
sculpture on Douglas Ave.
COM PAN tONS ARTWAlK
Friday, 9:00 am onward
A unique opportunity to stroll
the streets of Wichita to enjoy the
remarkable array of sculptures (41
of them!). murals. memorials and
other public art pieces locoted in
downtown. Old Town. Delano and
along the Arkansas River.
COM PANtON BOOK CLUB
Saturday, 9:00-11 :00 am
"The History of Love' by Nicale Krauss
Discussian leader: Julie Linneman.
Wichita City Library
The engrossing story of a Polish immigrant. a lost love. a grieving widow and other
characters who leap off the page. It is full of
twists and turns. heartbreak and laughter.The
ABS Book Club discussions are always enjoyable, whether or not you have read the book.
of
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1
NIC O L! KR, US S
The colors denote:
Wings-designated seminars also qualify for ASS Aviator points. Each seminor
counts for 5 points.
Seminar fulfills GAMA & FAA Wings Award Program requirements. Wings farms will be available on site.
Changes & additions to the seminar schedule will be noted on the convention page of www.bonanza.org.
Thursday, Sept. 6
Time
fLIGHT OPE RATIONS
MAINTENANCE
OWN ERSHIP EXPE RIENCE
PRODUCT-SPECIFIC
COMPANION
9:00-9:50
BPPP Ask the Instructors
forum
.......
Reliability-centered ____ _
Maintenance
-..-Mike BUSCh, SaW( Aviator
Mainlainlng A36s In IOf
service LTC YOCCOJ SerkC\'itz.
Israeli Defense Forces .......,
Advanced engine management John Youngquist,
Insight Instrument
Haneberg's People
larry Halteberg, Wichita
KAKE-TV anchor
_ a.,..
-..---
Getting the most life out of
your engine Jim & Reese
leach, Windward Av. ~
2:00-4:00
The Brlghl Spot for Health
Dr. Ron Hunnioghake, director
The Center for the
Improvement of
Human Functioning
Interpreting your digital
eng ine monitor
Mike Busch, SoW( Aviator
.......
Friday, Sept_ 7
9:00-9:50
Circling approaches
Bob Siegfried
.......
Parts sourcing & aircraft
salvage yards
Mark Morrisey. Dodson
Prepurchase inspections
George Johnson
Fuel cells: Post, present &:
future Chuck lanzo, Floats
ond fuel Cells
10:00-10:50
Known icin~ :
~
What does It mean?
lome Sheren
The Beech land ing gear
system
.......
Lew Goge
Teledyne Continental
Motors forum
..,
loren lemen, TCM
The next generation of
interiors Tim Hallock.
AViation Design
Companion Book Club
"The Hislory of Loveby Nicole Krauss
Discussion leader Julie linneman,
Wichlto Cily librory
Sandel
Jock's
2:30-3:20
Human factors & the psychology of aging pilots
Dr. Rlchord Komm
.......
The state at medico I .......
certification
Dr. Warren Silberman. FAA
tlii:OOliii:5C,1---------1Tc:MCOriiiiiiiOiiS-ijOv;~el1 Aeromedical Center director
Refractive cataroct & clear
lens surgeI)'
.......
Dr. Guy Knolle
Common Service ClinIc
squowks
.......
Bob Olson
Preventive maintenance
tips for owners
....,.,
Adrian Eichhorn
3:30-4:30
Bonanza/Baron Museum
update
Horold Bosl. B8M presidenf
8:00-Noon
(ticket
required)
Nonpilot
companion
course
Wichita 99s
9:00 start
Wolklng
tour of
Wichita
outdoor art
'The Saturday
I is in tentiono l~ light to
give members the opportunity to move between
seminars and the Beechcraft factory for tours.
A HERITAGE THAT BEGAN IN 1947 CONTINUES TO INSPIRE AN ENDURING LEGACY,
BY THOMAS P. TURNER
NO OTHER AIRPLANE IN HISTORY HAS BEEN PRODUCED
LONGER THAN THE BEECH BONANZA. Sixty years ago the
legacy began with certification of the Model 35, which
applied the latest in airplane production techniques to personal aviation. For 35 years the V-tail Bonanza remained the
pinnacle of lightplane production.The classic design was also
modified in two forms: the twi n-engine Travel Air, which grew
1947 Introduction of the Beech Model 35
Bonanza.
1949 Owner experiences incorporated in
the upgraded A35.
into the Baron, and the straight-tail Debonair, which soon
earned the name Bonanza for itself. Now the Bonanza heritage lives on, with 47 years each of straight-tail
Debonair/Bonanza and Baron production, culminating in
today's G36 and G58 (continuous production records in
their own right). HERE'S A LOOK BACK AT 60 YEARS OF
BONANZA MILESTONES.
1967 The Boron 56TC, a Model 55 wifh
380-hp
(each) turbocharged
lycoming engines, is introduced as a
290-mph speedster.
300-hp 10-550 engine in non-turbocharged A36 and 58.
F33A retains the original "throw-over
yoke' design and, true to the Model
33 origins, is morketed as a "Iowercost Bonanza .'
1951 C35 introduces longer-chord stobilotors for enhanced lateral control.
1968 The nome Debonair is dropped in
favor of Bonanza for E33 and later
straight-toils.
1956 G35 is the lost of the ' E-series'
Bonanzas, named for Continental
Motors' E-series engines that ronged
from 165 to 225 hp.
Beech introduces the Model 36, a
longer-cabin, straight-tail Bonanza
with a 285-hp 10-520 and lorge aftcobin "utility' doors.
1957 Numerous structurol changes resulted in the H35 Bonanza, powered by
a 240-hp Continental 0-470 engine.
Travel Air production ends, with a total
of 721 built in 11 model years.
1994 End of a 35-year production run for
the Model 33 (matching the Model
35's longevity).
1958 The J35 introduces fuel injection to
the Bonanza line.
1969 Model 58 Boron introduced, incorporating the Model 36 fuselage with a
larger toil and wings and a pair of
285 hp engines.
2002 Beech ends production of the B36 TC.
695 total A36TCIB36TC Bonanzas
were produced in a 24-year period .
1970 Model 36 upgraded to A36, with
plusher Bonanza-standard interior
and features.
This leaves the A36 Bonanza and 58
Baron as the sale remaining production derivatives of the ariginol 1947
Model 35.
The Model 95 Travel Air (originally
named the Badger) premiers, a
Bonanza fuselage with a conventional "straight' toil mated to new
wings and a pair of lycoming 180hp engines.
1960 The Model 35-33 Debonair, a
"straight-toil ' Bonanza with a 225hp fuel-injected engine and a more
spartan interior, introduced to compete with the less-expensive Piper
Comanche. Many buyers equip the
"Debbie' with options to make it
more like the contemporary
Bonanza .
First flight of the Model 95-55 Boron,
on upgraded Travel Air with twin 260hp engines.
1964 Beech chooses the 285-hp 10-520
engine for the S35, the final
production engine for the 35 series
(except for a few turbocharged
V35TC, V35ATC and V35TC variants).
1966 V35TC introduced with foctoryoptional TS10-520D turbochorged
engine of 285 hp.
The C55, a Boron with 285 hp
engines, offered alongside the 260hp B55.
1971 lost year of A56TC production with a
total of 94 of this niche airplane sold
in a five-year production run.
1976 Pressurized 58P and turbo-chorged,
unpressurized 58TC begin production.
1979 A36 TC, a 300-hp, turbocharged
Bonanza, introduced.
Beech Aircraft is acquired by the
Raytheon Company.
1982 lost year of Model 35 production, culminating with the V35B. A total
of 10.403 built over a 35-year run.
Model 55 production also ends, with
2.456 95-55/A55IB55s and 1,201
C55/D55/E55s built over 22 years.
lost of the 58TCs, with 150 built in
nine model years.
1985 last of the 58Ps. A total of 497
produced over 10 years.
2006 The Bonanza and Baron get gloss.
Adding Gormin's GlOoo integrated
' glass cockpit' avionics prompts
Beech to redesignate the types as
G36 and G58.
2007 Hawker Beech Corporation formed
as Raytheon Corporation sells off its
general aviation production.
Beech celebrates 75 years of
corporate history and 60 years of
continuous Bonanza production.
G36 serial number E-3700 is
designated the 60th Anniversary
Bonanza demonstrator.
The B36TC motes A36TC airframe
and engine to the Boron wing for
better high-altitude handling and
greater fuel capacity.
1984 Major redesign for both the
A36IB36TC Bonanzas and 58/58P
Barons: dual flight controls standard,
redesigned power quadrants and
instrument layout, and use of the
BeechcroH G36.
BUILDING
THE ABSIASF
ENDOWMENT
FUND WITH A
I.ITTI.E HELP FROM
OUR FRIENDS!
ABS Convention Exhibit Nail
Grand Opening
Thursdav. September 6. 2001.
6:30-9:30 pm
A live auction is the centerpiece
of this fun-filled evening that
marks the Grand Opening of the
ABS Convention Trade Show
in Century II in downtown Wichito. Dinner,
musical entertainment and a scavenger
hunt will odd to the festivities as you chat
AUCTION LIST (RETAIL PRICES SHOWN IN PARENTHESIS)
ADVANCED PILOT SEMINARS
BRUCE'S CUSTOM COVERS
www.advoncedpilal.com • 225-925·2066
www.oircroHcovers_com • 800-777-6405
TUITION FOR APS ONLINE ENGlNEMANAGEMENT COURSE (S395)
BONANZA OR BARON CANOPY COVER
AEROX
CRUISEAIR AVIATION
www.aerax.com • 800-237·6902
20 2-PERSON 02 SYSTEM (S644)
www.cruiseoiroviotion.com • 760-789-8020
AVIATION RESEARCH SYSTEMS
PLANE & PILOT MAGAZINE
www.planeandpilatmag.cam • 310·820·1500
www.aviofion-research.com • 503-668-4542
3 GPS MOUNTS (S 112 each)
TOWBAR (S 160)
LOCKING FUEl CAPS (S425)
DECORATIVE BEECN BAG (S 79)
(exchange) (S695)
LlGNTSPEED THIRTY 3G HEADSET
(S550)
REDLINE AVIATION
www.redlineaviotion.com - 619·449·1970
(S425)
'NWW.aircroftspruce.com - 877-477-7823
AEROTHERM ENGINE HEATER
(S500)
AIRCRAFT SYSTEMS
www.acs·rtd.com . 815-399·0225
GOODS & SERVICES FOR AlTERNATOR.
GENERATOR. MAGNETO.
LANDING GEAR MOTORS (S 1,500)
SARATOGA INN (WYOMING)
WININ,saralogoinn.com • 800-594-0178
2 NIGHTS. 5 MEALS AT RESORT/SPA
(apprax. S35O)
SCHEME DESIGNERS
www.schemedesigners.com . 201-569-7785
CUSTOM PAINT DESIGN
for a 8ananza
(S995) or 8aran (S l.l 00)
B.A.S, INC.
www.basinc.-aeromod.com . 888·255-6566
be prepared to dig deep in your pockets
SHOULDER HARNESS KIT ·1970
to bid on these excellent auction items!
& earlier Bonanza, Trovel Air or Baron ($ 1.100)
And don't forget to thank these very gen-
REBUILT GEAR MOTOR
TOWBAR AND STIFFY
AIRCRAFT SPRUCE & SPECIALTY
with companies in their booths.
Rev up your competitive spirit and
(S445)
BEEGLES AIRCRAFT SERVICE
SIMCOM
www.simulatar.com • 800·272-0211
2-0AY INSTRUMENT REFRESHER
COURSE Redeemable in Orlando or Phaenix
(S2,040)
erous companies for donating the prod-
www.beeglesaircran.com . 970·353·9200
ucts and services.
CONTROL SURFACE OR BODY REPAIR
WORK (S1.500)
WESTERN SKYWAYS
BERYL D'SHANNON AVIATION
GIFT CERTIFICAn FOR PARTS
SERVICES (SI.OOO)
All proceeds go to the ASSI ASF
Endowment Fund, which develops member-benefit programs such as SPPP and
www.beryldshannan.com . 800·328·4629
the Service Clinic, and engages in
WINDSHiElD - SOLAR GRAY OR GREEN
research including the current spar-web
(S 1.350)
investigation,
www.westernsl<ywoys.com . 800·575-9929
WHelEN
www.whelen .cam • 860·526·9504
28-VOLT LED BEACON
(S850)
AN~/OR
started my aviation career as a line
boy at Bridgeport (Connecticut)
Municipal Airport. In my off hours I
took flying lessons in a J-3 Cub and got
my private certificate in May 1954.
During my working hours, I came in
contact with many different aircraft but
always admired the Beech models,
especially the Bonanza. It had such nice
lines, a sturdy appearance and I loved
the V-tail. I never had the opportunity to
fly in one at that time but always continued my love for the Bonanza, no matter what I was flying.
Back in 1975, I was worki ng as a
salesman for an aircraft dealer in Grand
Rapids, Michigan, following eight years
with the Cessna factory in several district and regional sales positions where I
flew all the Cessna piston-powered singles and twins from the 150 to the 42 I.
The dealer I was working for had taken
I
ABS August 2007
in a used 1966 V35, N5704Y. A day or
two before, I had received an inquiry
from the Flim, Michigan, area asking
about the Bonanza.
After reviewing the usual particulars about the aircraft, the potential
buyer asked if [ would bri ng it to him
for examination and a demonstration
flight. ] said I would arrange it and call
him back.
There was one problem: I had never
flown a Bonanza, although I had many
hours in high-performance aircraft. I
talked with the sales manager about the
inquiry and he said, "Go show the
prospect the aircraft."
"But," I said, "I've never flown a
Bonanza," and his response was, "GO
SHOW HIM THEAIRCRAFf!"
What to do? I got in the Bonanza,
studied the POH and examined all the
instrumentation and layout of the con-
www.bononza .org
trois. Everything seemed straightforward, so I called the prospect and set up
a date: April 25. On that morning, [ got
in the airplane and again studied the
panel layout, the controls and the key
airspeeds.
From the moment I started its
engine, the entire experience was a true
pleasure. The airplane taxied smoothly,
ran smoothly and once airborne, had the
most solid feel ] had ever experienced in
a single-engine airplane. My long-time
love affair with the Bonanza was reinforced many times over.
The demonstration went well and]
returned to Grand Rapids with a deposit
check and plans to deliver 5704V the
next day. It was truly a memorable day
and ABS records show the aircraft is
still in that part of the state. I imagine it
has had many modifications and
upgrades over the past 30 years.
Page 10350
e
•
res
As part of Ollr -lOth aI/ill 'ena(\'
celebralion, \l"e mked members oj Ilu
first ABS l)(Illrd ()f din'cton 10 sharemellwrin
the Society alld "rlheir
BOlllln~a "'menhip. In additioll to
the relllillls('ell("(, 1 of .tint PresideJil
DI: B. 1. ",\1ac" McCiallahan in the
1111.1' ABS Mag,,:ine. I\'e are delighred
to pllblish these recollecl/1II/1 by Ihret
other origillal directors.
or
BY BETIY HAESLOOP
OCALA. FLORIDA
When I oos asked 10 wrile a piece for Ihe ASS
Magazine, I tried to think of things Ihal would be of
interest to everyone. Having been associated with
ABS since its early years. perhaps reading some of
the happenings bock then wiff stimulate memories
for those who were aboard at the time and they wiff
shore some of their memories with later members.
It all started one day when I flew
over to Dansville, New York. to have
some repairs done on our Bonanza. As I
taxied on the grass parking area, I
noticed another Bonanza parked several
planes away. Well. there's no question
that when a Bonanza lover spots another Bonanza, the obvious generally happens. And I was pleased when the owner
of this other bird walked over and introduced himself- none other than Dr. B.J.
McClanahan, cofounder of ABS. This
initial meeting led to my being asked
later on to be on the ABS Board of
Directors. I felt honored.
Some time later, I asked my husband Ralph to accompany me to a
Board meeting in Brunswick, Georgia,
since he was free, having just sold his
business. At that meeting Ralph was
asked to submit suggestions on what the
Society might do. He suggested establishing an ABS office at the Chemung
County Airport in Elmira, New York.
whereupon he was asked to become the
first executive director.
Dr. "Mac" and cofounder Henry
Schlossberg, both busy with their own
business activities, turned over the
workings of the organi zat ion to Ralph.
Mac still continued to write the monthly newsletter, flying it from his home in
Hornell, New York, to Elmira for Ralph
to get printed and mailed to members.
Later, Mac turned over the writing and
editing to Ralph.
Current ABS members may not
realize that our early Society was not
flush with money. Dues were a mere
SlO/year; the newsletter was four to
eight pages of typewritten articles. We
had no shiny colored pages, no computers, no e-mail, just a small one-room
office and a Clunky old IBM typewriter.
But we-and many, many wonderful
ABS members- were determined that
because the Society had a strong purpose and message, we'd make it grow!
A dear member, Chuck Amann in
Wisconsin, offered to print the back
copies of the newsletter gratis and he
did so for many years. Sales of back
copies helped supplement the ABS
budget. Ralph started soliciting advertising in the ABS Newsleller as another
source of extra income.
Conventions were always the highlight every year. They were the times
when you had the opportunity to meet
many members to hear abollt their many
achievements. Several were banquet
speakers. Louise Sacchi, now deceased,
comes to mind. Here was a woman who
ran her own aircraft-ferrying service,
flying solo many new planes from
Beech in Wichita to other parts of the
CO/lventions were ailra)'s the highltght el'er\' \'ell/: They were the
times when YOll had the opportunity to lIleet mOllY members to hear
abollt their many achiel'ements. 8('/1..- HI/e.l/o"p
Page 10351
www.bonanza.org
John Miller and Betty Hoesloop stil keep in touch.
world. She was our speaker at the 1973
Milwaukee convention. (Read her book,
Ocean Flying .)
That was the convention when a
sudden hailstorm hit Milwaukee with all
our planes parked at the Gen. Mitchell
Field. ABS President Frank Ross got on
the mike and said. "Let us all say our
"Hail Marys!" Fortunately, no planes
were damaged.
Quite a few members have flown
their Bonanzas to all parts of the
world-ABS Past Presidents Russ Rink
and Dr. Hypolite Landry, past ABS
Directors Dr. EX. Sommer and Frank
Haile, and many others. Russ Rink
made several ocean flights also, one to
Hawaii. Just to talk to them, one realized the planning that went into those
long flights. And we got to know them
personally! Who could forget Hypo
Landry playing his guitar and singing,
"Yellow Bird."
I could go on and on about the
friendships that started with ABS. John
Miller, another outstanding member and
friend, still keeps in touch with us. What
a joy it's been to know these many
delightful people, and there are many
John Miller and Ralph Hoesloop in Ocala, Florida.
ABS August 2007
more but not enough space here to name
them. Because of them, the Society
grew and prospered.
One thing that does come to mind
is that Beech Aircraft always supponed
ABS in many ways. I particularly
remember all the support that J. Norman
Colvin, the Beech project engineer for
Bonanzas and Barons, gave us. His deep
knowledge bolstered our newsletters
and Service Clinics. Larry Ball, who
was in Beech Sales at that time, was a
conduit to the company's leaders.
At the 1975 Minneapolis convention. Beech brought the "Waikiki
Beech," the fourth Model 35 off the
1946 production line, and we were able
to display it in the hotel lobby. In 1949
Capt. Bill Odom flew it a record 5,274
miles solo for 36 hrs., 2 min., from
Honolulu to Teterboro, New Jersey,
using 272.5 gal. of fuel. Total fuel cost
was $75. He got 19.37 mpg! What a
beauty! Beech factory-restored, it's now
in the Smithsonian.
At each convention we had a local
liaison committee. Since we worked
together quite intimately. we got to
know some really great families at each
of the convention sites. And what a help
they were!
There's one incident, among many,
that pops into my mind. An Pickens,
one of our Louisville liaisons, was monitoring Bowman Field Tower on his
home radio. He heard this Bonanza
owner having trouble getting his gear
down. Art immediately called the tower
and was patched into communication
with the pilot and explained how to get
his gear lowered.
After safely landing, the pilot contacted An to thank him. He was a retired
general who was also the attorney and
friend of Ms. Jeane Dixon, the seer.
Through this contact, we were able to
bring Ms. Dixon in as a speaker at one
of our women's luncheons!
I hope this gives you just a wee
glimpse into some of the early ABS
days. We're proud to get each monthly
issue of the current ABS M{/ga~ille and
realize we were a small pan of its beginABS August 2007
nings. Thank you. Mac and Henry. You
had the vision.
BY HUWER BeNNETT
WESTON. Wr TV RGINIA
In 1962 I bought a 035 from Grover
Scruggs of Little Rock. Arkansas, for
$9,200. It taught me I needed more fuel.
So in 1963 I traded up to an F35 with tip
tanks, which I bought from the estate of J.
Hillard Hancock of Mobile, Alabama, for
$14,200, a plane I still own today. So in
1967 I was an enthusiastic new Bonanza
owner, and when I received my invitation
from ABS, I joined up right away.
I soon submitted a letter about ice
covering the holes that a Service Bulletin
required us to drill in the fuel vents. My
stationery revealed I was a lawyer and, to
my surprise, I soon received an invitation
to become a director. (J think it was
because the SocielY needed legal advice.)
I didn't attend the very first meeting
in Wichita, but I did attend the ftrst
director's meeting at St. Simon's Island,
Georgia, and met my fellow directors
who were an impres ive group. I want
to take this opponunity to send greetings to lhose who remain.
Since I had gone to MIT, I answered
questions for the Society for a while until
Norm Colvin, who really knew the airplane, fortunately signed on. As I
remember, the most common questions
were from those members who didn't
understand the Beech siphon-break system in the wings; didn't know why
E-series engines overheated when YOll
put in too much oil; had malfunctioning
electric prop governors: or wanted to
install an electric aux fuel pump.
I am 81 now and let my medical
lapse last fall when I couldn't furnish in
time all the infonoation the FAA wanted (such as a stress test, neurological
exam, letters from my optometrist and
my diabetes doctor, prostate cancer doctor and primaty care doctor).
The Bonanza was a product of
WWIl-developed know-how, but it was
a truly excellent effort by its original
design team.
Happy flying to all.
BY SAM McCAULEY
JEAN. NFVADA
It was February 1968 when we took
delivery at the Beech factory of my
wife's V35A, a truly great traveling
machine. Mr. Bill Sampson gave us a
thorough checkout for which we were
very grateful. It was also an eye-opener.
Up to this point, Nancy and I thought our
flying skills were adequate for our needs.
We started flying Bonanzas in
1948, ventured into instrument !lying in
1953, and visited all 48 states, plus the
Bahamas, in due course. Nonetheless,
our checkride with Bill showed we still
had a lot to learn.
About this time, we became
acquainted with Dr. BJ. McClanahan,
cofounder of the American Bonanza
Society. Doc was a great visionary. He
knew intuitively that with thousands of
Bonanzas !lying about the country,
there had to be a wealth of knowledge
out there which, if collected and shared,
could make all of us wealthier, wiser,
happier and safer.
To contino Doc's wisdom, look no
funher than our preeminent ABS organization that we all enjoy today!
Maintenance of our Bonanzas was a
constant concern, even in 1968. If you
lived in the vicinity of the big. competent
Sillce I had gone to MIT, I anSlt'ered qllestiollsfor the Society for a
while ullIil Norm Coll'ill, who really kllew the airplane, f0l1111wtell'
signed 011. As I remembel; the //lost CO//llllOll questiollS \I'ere fmm
those members Il'ho didn't undersfClnd the Beech siphon-break system ill the wings; didn't knOll Il'hy E-series eng/lles ol'erheated when
you pw ill too much oil; had malfullctioning electric pmp go\'ernors; or II'Q/lfed to illsfCIlI an electric £11lxfuel pump. HlIllIer Helllle7
www.bononzo.org
Page 10352
Beechcraft shops, such as United
Beechcraft in Wichita or Nonn Larson in
Van Nuys or Atlantic Aviation in
Wilmington or Houston, your problems
were solved for the most part. But if you
were somewhere in the hinterland, it was
a real struggle to identify competent shops
that were qualified to work on Bonanzas
without learning it the hard way.
In our case, we actually enjoyed in
some respects a microcosm of the ABS
years before ABS came to life: Some of
our MIT schoolmates were Bonanza owners who introduced us to the late Frank
Nagle whose shop was on Hanscom Field
in Bedford, Massachusetts.
Frank was a perfectionist with
design and mechanical skills to match.
He had two helpers-a brother John, the
engine specialist, and Ed Des Lauriers,
a great A&P who grew up as a crew
chief on Air Force B-36s.
To top it off, Frank was tremendously knowledgeable about Bonanzas
(and Barons. too) and specialized in
them. Oh, if you were an old, old, old
friend. Frank would gladly work on
your non-Beechcraft, but he was really
passionate about the Beech planes.
The trouble with Frank was that he
was always chock-a-block with work
and it was very difficult to join his cadre
of customers. Once in the fold, however, it was truly like an extended family
including many of Frank's customers.
If you wanted to watch Frank and
his crew work on your bird, that was
OK, but usually you would wind up
with tools in your hands and instructions to get busy opening it up or some
such thing. This experience turned out
to be the genesis of my own subsequent
A&P and IA ratings.
So from the factory it was only natural for us to make a beeline to Frank to
"complete" our V3SA. He beautifully
installed an engine analyzer and a complete lFR package including autopilot.
radar altimeter and a dual-needle RMI
with slaved gyro compass. The RMI
was a wonderful instrument for navigating in the days before GPS.
Because we were dumb enough to
Page 10353
Dr. B.J. McClanahan, was l/ ~reat visiollarl'. He knew intuitirelv
that with thousands of BOI1l/n~{/s flying {/b~lIt the coullIry, the;e
had to be a wealth of kllO[r1ed~e 0111 there which, if collected and
shared, could make all of liS wealfh,el; [riser. happier and safe!:
-Sam Jli·C
occasionally fly lFR at night, Frank
installed an independent emergency
electrical buss with its own bauery so
that we had an hour or more to figure
out how to get the plane on the ground
in one piece if an electrical failure
should occur. We have never needed it,
but what a comfort to have it.
It seems that all of Frank's customers were special, and some were
extra-special. One of Frank's friends
was Brainard Holmes with Raytheon.
Now, I have no idea how or why
Raytheon came to acquire Beech
Aircraft Company, but the fact that
Brainard became president of Beech,
succeeding Olive Ann, leads me to
believe he may have had something to
do with it. Unfortunately, his new King
Air wouldn't fit in Frank's shop.
Another of Frank's friends was the
late Marion (Molly) Rice Hart, MIT class
of 1913. Molly and her Bonanza were
made for each other, and she flew itliterally everywhere. One day Molly mentioned to Frank that she needed him to
install more range in her Bonanza so she
(l'.
could fly around Europe. Frank converted
her plane into a two-seater by installing
an auxiliary fuel system in the cabin.
Molly was accompanied on her
first trip across the Atlantic by a Pan Am
navigator on his day off, but after that
she went across solo numerous times as
though it were simply routine. Sometimes she would pick up a relative in
England, and then go on to Africa, the
Middle East and even India. Everywhere she flew abroad, including South
America, the "airthorities" could not
believe that this small, dainty, soft-spoken lady was actually the pilot. Her
plane is on display at the Pima Air
Museum in Arizona.
Then there was Mike Kahn. He
transferred to California, but year after
year, he came back to Frank for his
annual inspection and maintenance.
Obviously. Frank engendered real customer loyalty.
Frank has passed away. but thank
God and Doc McClanahan for the
American Bonanza Society!
@
While conducting a one-on·
one wolk-oround with on owner, at
a recent BPPP clinic. we found
something wrong with the nose
gear assembly on his Bonanza.
Can you identify what is
wrong and explain how it
may be remedied?
For the onswer.
see poge 10366.
www.bonanza.org
ABS August 2007
Murmer does good work
[n August last year, I flew my
1976 V-tail (N 1160T) to Murmer
Aircraft Services in Houston, Texas,
for a much-needed paint job. I selected
Murmer based on the great job they did
on the 2001 AOPA Sweepstakes
Bonanza. After much deliberation, I
chose the same three-color paint job as
the one designed for the Sweepstakes
Bonanza.
Murmer did a fantastic job on the
painting and body work. keeping to a
tight schedule and sending me digital
pictures at every stage in the 21-step
process. Unfortunately, when it came
time to fly to Houston to pick up
N 1160T. I was having serious problems with back pain and had to go to
the hospital for an operation. There
was no way I was going to be able to
fly to Houston or fly 60T back.
Steve Tolson, owner of Murmer
Aircraft, came to my rescue, offering
to fly 60T at no charge from Houston
to my airport in San Carios, Cali fornia
(KSQL). He flew with his wife Brenda
for a weekend in San Francisco where
they had spent their honeymoon years
earlier. I tracked the flight on
FlightAware and greeted them on their
arrival at KSQL in the newly painted
NII60T.
The paint job is truly fantastic and
the attention to detail is amazing. I
have had many people comment on the
pai nt scheme and the quality of
Murmer Aircraft's excellent work.
Steve and his tearn performed a truly
amazing service for me - well above
and beyond the call of duty.
alone" status. The upgrade was supposed to be in June. Based on their
track record, I guess that to be June
2008.
Heads-up: The V AV function on
the 530 units has a potentially deadly
trap. [ frequently fl y night LFR in
mountain areas and often want to
desce nd under a PO clearance to a certain alt itude above a waypoi nt. The 530
units automatically load flight plan
destination waypoints into the V AV
function when a flight plan is activated .
I always set the altitude descent point
reference to AGL. However, if during
flight I were to enter an intermediate
waypoint that is not an airpo rt, the
AGL function is not available and the
unit automatically switches to MSL.
When I reload the desti nation airport VNAV, the unit automatically
switches my destination airport VNAV
setting from AGL to MSL without any
pilot notification of the change. This is
very dangerous in mountain areas and
should be highlighted in the instruction
manuals as well as the bold print warnings in the section dealing with
approaches.
Using the VNAV function for an
approach at a 2,500' MSL altitude
ai rport with a 1,500' AGL target
alti tude, and having the unit automatically switch to MSL, is a real recipe for
disaster. I recall reading about several
CFIT reports that exactly fit this
-Bob Madge. Redwood City, Colifomio
GNS 53 OW limitations
I have about 150 hours behind a
WAAS-upgraded 530 and I wish I had
waited a while to do the upgrade for
the fallowing reasons: ( I) VNAV rarely
works; (2) VOR Window on Map page
rarely works; (3) XM WX page displays
North up onl y; (4) True Ai rspeed!
Winds page is inop; (5) Fuel plan log is
inaccurate.
Upon contacting Garmi n, I was
told this was "normal " and would be
fixed at the next upgrade for "stand
scenario.
-
If you have information to shore With
fellow members, e-mail your letters to
<absmail. bonanza. org>.
For Bob Madge's 1976 V-tail. Murmer Aircraft duplicofed the painl scheme they used for the 2001 AOPA
Sweepstakes Bonanza.The AOPA plane appeared on the cover of the November 2001 ASS Magazine.
horing your oviolion experience
ond expertise with fellow readers
benefits other members. ij you'd like
to write on article on one of the topics listed here, we'd be happy to
receive ~ at:
absmail@bonanza_org
ABS
EDITORIAL
.11
r__
Ronald Hays. Sonto Barbaro. California
CALENDAR
. . AYlIlg new:My G3M358 ownership
•
Beech ownership trends: My predictions
tee proIedion systems
DeIJdIIne /or submmtng: 0cIDIIet I
•
State 01 the industry
Choosing a mechanic.What I look for
DeIJdIIne /or submmtng: Nrwember I
expet 181 ICe
How ADS membelship has mode a
difInnce for me
DerJdlme /or IIUIJmitIIng: s.pIernIIer I
SPORT PILOT CERTIFICATE
bring along the whole family, then the drop in airspeed and the
lack of all-weather capability are not so onerous.
Bill (dang, there's always the "but") if you look at the FAR
concerning Spon Pilot, it does put a pilot even more in a position of ethical responsibility for the safety of those in his or her
Spon Pilot aircraft and on the ground. There might be some conditions that, although the pilot possesses a valid driver's license,
helshe might not be safe in the aviation environment.
This is not the forum for debate concerning the merits of
our AME system and how it affects aviation safety, but it does
make me pause when considering the number of pilots that
might choose to enter Sport Pilot status without proper education concerning their medical conditions.
I often sit with pilots who have medical problems and
spend a great deal of time explaining the pathophysiology of
their condition. Many pilot/patients only want to know, "What
do I take (or what operation do J get) to fix it?"
n a recent edition of FLYING magazine, regular columnist
Richard Collins commented on the Sport Pilot certificate
and expressed some doubts concerning how successful its
future may be. In pan, he felt that the self-governing medical
(no AME exam, just have a valid driver's license) might not be
helpful in prolonging the flying status of pilots with medical
problems. [n his opinion, most pilots with disqualifying conditions would either go through the expense of providing the
tests and requirements for the AMCD year after year or they
would stop flying. He did not think there was a very large population of pilots who would choose to move to YFR, day-only,
two-aboard flying.
Ironically, I returned from Sun 'n Fun this year with exactly the opposite opinion. There seemed to be a great deal of
enthusiasm about this segment of flying . [ will admit that early
on in the implementation of the Sport Pilot initiative by EAA, I
An example
was also dubious.
A few years ago [ met a pilot at a BPPP clinic. Turned out,
Two things at Sun '0 Fun changed my mind. First, the quality and variety of Sport Pilot aircraft are beyond anything [
he was based at my home airport. He was a wealthy and enthuwould have imagined a few years ago. Certainly the Cub
siastic airman who owned a fast single-engine airplane and a
clones are popular, but they have a
nearly new 58. He and the Baron
lot of new competitors: High wing, Some pilots treat their bodies and their were getting their workout with
low wing, stick, yoke. It was really hearts like airplanes. Got a bad cylinder? the BPPP guys. I asked him why
Yank it off and slap a new one on there. Got he had both the single and the
fun looking over the new ideas.
Collins mentions that most of a blocked artery in the heart? Rotoroot that Baron. "Ab heck," he said, "[ just
these new designs are coming from criller and keep on trucking. I doubt they like airplanes I"
overseas. OK, but I am open to anyA few months later, 1 saw him
ever asked why the cylinder went "bad" any
one's good idea as long as it's safe
again at our airpon. [ asked if he
more than they wondered why the artery
and the aircraft can be maintained
was flying the single or the Baron.
was
blocked. I do not think this sort of pilot "Neither," he said. "1 guess I've
here in the USA.
Second, I realized there is a would be very introspective when it comes to got to come see you as an AME .. .I
large and growing population of self-governance on medical issues.
had a little heart attack, but they
pilots who are candidates for medfixed me up. Put some new pipes
ical situations that may prompt them to look seriously at Span
in there ... whadda you call it? Anyway, [golta wait six months
Pilot. We know the average member age in ABS is in the late 50s.
and get with you."
[ looked around at the Spon Pilot spectators and I would say
I was glad he had checked up on the rules concerning
most were longer in tooth than young pilots looking for a quickcoronary artery disease. [ asked him what medications he was
er route to the left seat.
taking. "A buncha little pills," he said. He really was not sure
I considered the prices of these aircraft and initially I
why he was taking them.
thought, "$100,000 for a little two-place puddle-hopper?" But
To this gent, his body and his hean were like his airplanes.
when the potential buyer is coming from a more expensive and
Got a bad cylinder? Yank it off and slap a new one on there.
complex airplane, the care and feeding of a little aircraft may
Got a blocked artery in the heart? Rotoroot that critter and
well seem like a bargain. Also, consider the fact that most of
keep on trucking. I doubt he ever asked why the cylinder went
these candidates have time as well as money.
"bad" any more than he wondered why the artery was blocked.
When you can pick your days to fly ; when exploring a
J do not think this sort of pilot would be very introspective
new area because you got weathered in is fun and spontaneous
when it comes to self-governance on things medical that might
because you don 't have to get back; or when you don't have to
give him pause when considering the safe conduct of flight as a
I
Spon Pilot. But at least he was following doctor's advice and
taking his medications, even if he did not know why.
Another example
Even more concerning is another type of patient I occasionally encounter whom [call the "do-it-yourselfer." This fellow distrusts modem medicine and is disinclined to follow the
advice of most practitioners. He reads a lot online and tends
toward self-prescribed holistic approaches. Given his choice,
he will never see a doctor.
As a private pilot, he was forced by the system to at least
see the AME once every two years. And now, as a Span Pilot,
he's on his own. He passes his driver's license tests, so we
know he has vision that passes his state's standards, but that's
about it. He may be treating those terrible headaches with
herbs or thinking the increased shonness of breath is JUSt his
old asthma coming back (after 40 years).
ow before I get a bunch of leiters screaming for my head
on a pike, let me say that (J) I look openly at many holistic
medical approaches and think that many are benefici al for
some patients; and (2) I still like the concept of the Spon Pilot
cenificate. But I think it will require even greater diligence on
the pan of the Sport Pilot to self-monitor his own wellbeing.
Even as private pilots, we are bound by FAR Pan 61.53,
i.e. the pan that says, "If you knolV or have reason to knolV that
you have a condition that would make it unsafe for you to
fly .. .yol/ need to ground yourself and get it checked out."
Charles S. Davidson. M.D.. holds board certification in family
medicine and emergency medicine. He has been on aviation
medical examiner since 1978 and serves as a senior AME . He
holds a commercial pilot license with multiengine and instrument
rating. He is an active pilot using general aviation for business
and pleasure for 23 years and is also on the ABS board. serving
_ _ __
This column is intended as general information only for the ABS
membership; if should not be construed as providing medical advice
or creating a doctor-patient relationship. Consult your own doctor for
1ICl!'Jl~2 personal advice or your AME for aeromedical advice.
as treasurer. He flies an A36.
::c:..::...:~::::-.
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Ignition "miss" in flight
Alternator STC
Adrian Ooley
Derby, United Kingdom
[}.vayne Hoffman
Lancaste r, Ohio
Q:
Q:
During the last six flights, I have
experienced an intennittent "miss" or
small hesitation from the engine on my
535 during climbout under full power.
The engine checks out fine on the
ground, engine monitor shows all cylinders with broadly equivalent values and
the engine mags check out fine. All
cylinders are 150 hours old and the spark
plugs and wiring harness were replaced
50 hours ago. No water in the fuel.
This is a really hard fault to trace.
Once in the cruise, we lean LOP and all
is well with no roughness. It only seems
to happen under either full power or
above 25125, and even then only intermittently. It is not so much a misfire as
a momentary hesitation. Any ideas? We
have not yet checked out the injectors,
but wondered if there might be some
dirt in the system.
A:
My opinion is that it is in the secondary circuit of the ignition, and it
could be a fingerprint on a spark plug
insulator and a track on a distributor that
only does it at high power. -NP
Battery charger for G 1000
set-up
Vic Flegler
Tulsa, Oklahoma
Q:
I want to use my 24v charger
through the APU plug on my G36 to
play with the G 1000 and set it up before
flight. Will this keep from draining the
battery?
A: The problem is that when you plug
in the APU plug receptacle, it doesn't
connect the battery. Therefore the battery
isn't in the circuit as a son of filter or
accumulator. Spony's sells a unit made
for that function . Many battery chargers
have a lot of noise on the output that can
cause interference. too. -NP
I have an alternator and related
hardware that came off an IO-47OC that
was on an M35. I would like to replace
the generator on my 135 (IO-470C) with
the alternator. Who holds the 5TC for
that conversion?
A:
That would be Interav (2 10-3442785). - NP
E-series starter bolts torque
Eberhard Carroll
Williston, North Dakota
Q: I recently had the starter for my
Continental E225 rebuilt. What torque
should the staner mounting bolts be
tightened to?
A:
If you have the mounting system of
the SII6 x 24 thread size with the 3/8
diameter body stud post (that is the usual
setup), then standard 5/16 x 24 torque is
used. That would be 180-220 inchpoundsll5-18 foot-pound s. -LG
E-series engine mounts
R. Alan Dotson
Anthem, Arizona
Q:
Do you have engine mount pan
numbers for my D35 with an E-22S
engine? I have seen Lord 13804-26. Is
there a Barry mount also? Which would
you recommend?
A:
The J-3804-26 Lord mounts are
the correct mounts for the E-185-11 or
the 225-8 engines. I do not have a
crossover number for the Barry mounts
(see below) and they seem to have not
used the same basic pan number for
their mounts (after comparing PINs in
Spruce) as Lord uses. ormally, as in
the case of oil filters, spark plugs, etc, a
knock-off manufacturer will use the
same part number with a different suffix . Aircraft Spruce carries both Lord
and Barry and they should have a
crossover number for the -26 Lord
mount to a Barry if Barry makes one for
the E engine.
Be aware that the E 185-1 or 8 take a
different mount. I called Spruce and they
had this number for the mount: Barry
96 115-0 1. However, they are not in stock
and the price was more than twice the
Lord mount price! Check with them
again if more info is needed. -LG
Baron fuel flow imbalance
Fronk Arciuolo
Tucson, Arizona
Q: At fuLl power, the fuel fl ows and
EGTs on my 1964 BS5 are very evenly
matched. However, when I initially
retard the throttles, upon descent, the
LE (500 hours since overhaul) fuel flow
splits from and is lower than the right
(1,450 since overhaull, and the factory
EGT and engine monitor show a corresponding increase in EGT. If I richen
the mixture on the left side, both the
fuel flow and EGT even out with the
right engine. Any idea what causes this
and how it can be resolved?
A:
It's very hard to get the fuel flows
together on engi nes that have different
times since overhaul. The fuel pumps do
wear and need set up per TCM S10973C. It may be that between wear on the
pumps and other engi ne wear, you will
not be able to get them to react together.
It's worth a try to balance them both at
idle and at high power. See if the throttle position is together at all three settings: idle, mid- travel and full throttle.
If the arc is a different ratio, it's also
hard to balance. -NP
Fuel flow fluctuation
Morio Bedoyo
Bocolod, Philippines
Q: My Baron has a fuel flow fluctuation in cruising fli ght at 8,000'.
Sometimes, the fuel flow indicator fluctuates 5 gph. What is the cause and the
remedy?
A: It is likely air in the line from the
Answers are marked with initials of the staff or advisors who
answered it. NP-Neil Pobanz. AF-Arky Foulk. IT-Tom
AM-Arthur Miller. BR-Bob Ripley. SA-Bob Andrews. E-serles
expert Lew Gage (LG) also contributes answers
Answers 10 lechnical queslions are Ihe besl informalion available based lelephone or email suggeslion.Aircraftowners.pilols and readers are
on indications presenled by Ihe member asking Ihe queslion. Acluol advised 10 physically presenl airplanes and indicalions to a qualified
inspection of Ihe airplane or syslem in queslion may change on inilial mechanic before choosing a course of action.
distributor valve on top of Ihe engine to
the gauge. You may need to bleed the
line or pump it full from the instrument
end. The fitting at the valve is supposed
to be a restrictor fi lling, which should
help that. Sometimes people get the
valve turned and then tbe restrictor is in
the wrong place and causes problems.
-NP
Flickering needles
Ronald Carlson
Ventura. Californio
Q:
The oil and cylinder temperature
needles flicker on my Baron's left threeway oil temp gauge. I switched the
gauges and the problem persists. On
startup, they usually work fine. After a
startup when the airplane gets hot, the
two needles start to flicker within a
range of about 5%.
Also, I have a needle fli ckering on
the airspeed indicator, and less so on the
altimeter. I had both overhauled and the
problem is still there. Both passed a
static system check. Before installing
the airspeed, I blew dust out of the pitot
tube. Using alternate static. there is less
needle movement. The airspeed needle
constanlly flickers +/- 2 mph, although
sometimes it is steadier. Is the problem
in the static line? Any ideas?
A: As the flickering needles exist in
mUIt.iple systems, I suspect the panel
mounts need replacement or a propeller
is out of balance. -NP
Hose replacement
David Krueger
Appleton. WisconSin
Q:
Do the engi ne compartment
flammable hoses need replacement if
there are no eXlernal signs of trouble?
My shop recommended five-year
replacement.
A:
Industry-wide, five years in service is a recommended replacement of
hoses. There is no binding regulation in
most cases. The Ihought is Ihat these
hoses get hard and there is possible
deterioration of the inner lining. Many
people run them much longer without
problems. Replacement of fuel hoses is
probably cheap insurance. -NP
Intermittent gear lights
Joseph Lapham
Sandpoint, Idaho
Q:
The green down-and-Iocked
landing-gear indicator lights have
become intermillent, often requ iring
attention to get a good indication for
landing. The circuils don't become
secure by tighlening the green lens cap.
Do you know of a way 10 get the lights
back 10 their normal condition? I tried
cleaning the contacts, to no avail.
A:
J wonder if it's the dimming relay
associated with the nav lights, or a bad
ground. To troubleshoot the problem,
watch to see ifitjust varies between dim
and bright or if it goes all the way off.
-NP
Nose gear pointer
Adrian Chapman
Annandale, Virginia
Q:
My nose gear up/down pointer
indicator is on its last legs after being
repaired many times. Who can my
mechanic contact regarding rebuilt or
serviceable used units?
A:
Your only sources would be air-
craft salvage yards such as Air Salvage
of Dallas (800-336-6399) or White
(800-82 1-7733). -NP
Cracking spinner
back plate
Alan Andreasen
Charlottetown PE. Canada
Q:
I am on my third spinner back
plate in about 325 hours on the right
engine of my '64 Baron with IO-470L.
The left engine has a back platelbulkhead that has been reinforced with a
second sheet of aluminum. They indicated the last one cracked because the
anti-ice pipe was touching it and put
heat into the plate.
We have had the engine tested with
pickups both at the front and back and it
is determined to be within tolerances.
My mechanic does not want to put
another on without checking the counterbalances on the crank. Wow! J would
think if the counterbalances were off,
you would certainly know about it in the
balancing process.
A:
Usually, improper preload is what
causes backing plate or spi nner cracking. The prop OEM is the source of
parts and guidance. -NP
Prop de-ice boot ties
Jon Eberly
Tucson. Atlzono
Q:
The alcohol prop boots on my
new Baron (at least it's new to me) were
converted to electric by its previous
owner. I had several inop elements
repaired following a pre buy and now
they seem to work fine. Each boot has a
cable tie around the base of the boot.
The mechanic said this is SOP. One tie
was missing and was replaced. ow
another has broken, likely related to age
and sunlight making the natural-colored
plastic brittle.
Can I replace these ties with the
heavy-duty black cable ties advertised
by Aircraft Spruce? Any problems with
an owner removing the spinners and
R&Ring the old ties?
Gear transmission leak
Joe Howe
Helena, Arkansos
Q: I noticed an oil or grease stain on
the carpet behind the copilot seat in my
A36. The stain appears to have come
from the area around the manual gear
extension crank. Is there a seal that
needs replacing?
A: The better grades of mil spec cable A: If the fluid level is too high in the
ties, black or white, will last longer.
Depending on which props you have. you
could do this as an owner pilot if you
make the log entry with your certificate
number. If you have nitrogen in the prop
dome, then you need a mechanic A&P to
do it, as the retention nut has 10 be
torqued and spaced properly. -NP
Prop overhaul requ irement
Mike Meister
Indianapolis. Indiano
Q:
I am buying a V35 that seems to
be very well maintained. A new Hartzell
three-blade propeller on the airplane
was installed 12 years ago and has
1,100 hours on it. While the prop has
been inspected annually, it has never
been overhauled per Hartzell Service
Letter HC-SL-61-61 Y, Rev. I, which
states it has a 2400 hr172 month
(whichever comes first) TBO.
The owner/seller of the aircraft
states that ABS only recommends the
hourly limit for overhaul and not the
calendar limit. Is he correct in this statement, and if so, what is the reasoning
for ABS to recommend something other
than the OEM' recommendation?
A:
The SL is not regulatory. We feel
cOITosion is the biggest enemy and
believe a five-year disassembly, inspection, lube and reseal may very well be
desirable. We hold off on the term overhaul, as it may only take a couple of overhauls to exceed dimensional limits. If
properly hangared, a prop with significantly low flight hours may be able to go
longer between overhauls (but not inspection, lube and reseal). We've seen corrosion at five years with low hours, so the
inspection/reseal is still desirable. -NP
Page 10359
gearbox, it can leak past the crank. We
like to keep it where the worm drive just
picks up grease as it turns. The seals can
be changed without being on jacks. Do
not turn the crank handle with it
engaged without being on jacks. The
crank and housing can be removed with
three screws, which are safety-wired.
Use a plastic freezer container to catch
any excess fluid.
On the bench, the crank can be disassembled and a new internal O-ring
installed. The housing should be
marked for orientation before removal.
Do not let the handle get trapped under
upholstery or trim. -NP
Wobble pump repa ir
and electric fuel pump
George Colombe
Madison. South Dakola
Q:
I need information on electric
fuel pump STCs for the C35 with an
E225 . Also would like information on
fixing a wobble pump.
A:
Warren James (918-786-4506) has
an STC. Wobble pump repair is detailed
in the shop manual. The ABS Store has
the manual on CD-ROM (316-9451700). -NP
Rotating beacon
doesn't rotate
Gory Eng
l orgo. Florida
Q:
I have a 1976 Baron with a beacon that lights but does not rotate. Does
the entire beacon need to be replaced or
can the mOlOr itself be replaced?
A : First, you might try a good shot of
Corrosion X or ACF-50. It has been
known to free up the beacon and get it
running smoothly again. Considering
the cost of repairs, it's worth a try. If that
doesn't help, then Avlite (805-239-3167)
can repair and they, as well as Spruce
(877-477-7823), Chief (800-447-3408)
and Wag Aero (800-558-6868), have
drop-in replacement models. -NP
Wood-grain panel applique
Richard labrum
Murrieto, California
Q:
I want to recover the right side of
the panel on my 1980 A36TC with its
original wood-grain applique. Do you
have any suggestions about where to get
the material?
A:
3M made that tape. Try Elliott
Aviation (309-799-3 183). -NP
Send your questions to absmail@bonanza .org and we will ask one of Ihe ABS
technical advisors to respond .
ABS TECHNtCAL STAFF & TECHNtCAL ADVtSORS
Neil Pobanz, ASS lead technical advisor, is a retired U.S. Army civilian pilot and maintenance manager. He is an A&P and IA with more than 45 years experience.
----
Glen "Arky" Faulk. awner of Delta Strut. has been ABS assistant technical advisor since
1986.
Arthur Miller has won numerous FAA awards as a mechanic, and runs a Beech specialty shop in central Florida .
Bob Ripley retired from Delta Airlines as a manager of line maintenance (Atlanta) and has
run an FBO focusing on Beech maintenance for more than 20 years.
en
Bob Andrews is a retired Eastern Air Une pilot,
mechanic and a Wright Brothers
Award winner. He owns a Beech-onty maintenance FBO in Atlanta, Georgia.
Tom Turner is ABS manager of technical services. Holder of a Master's degree in Aviation
Safety, he has specialized in Beech pilot instruction for over 15 years .
www.bonanza.org
ABS August 2007
N ElL'S
NOT E S
Neil's Noles are from ASS Technical Advisor Neil Pobanz unless otherwise noted.
CHROME SPINNERS - The manufacturers and ABS techs
feel propeller spinners should be painted or polished, not
chromed. The FAA considers spinner chroming unapproved.
More imponantly, chromed spinners are more prone to develop cracks.
•
STARTER AND MASTER RELAYS - While the Beech-supplied relays are the most expensive, they are the only ones that
can handle the current load capability needed to run the systems and staner. Cessna relays are not rated for use in
Beechcraft, but seem to have only a few failures. The Aircraft
Spruce & Specialty universal relays will get you home if one
fails out in a remote area, but we have no idea how long they
will work. In testing, the expensive Beech ones are the only
ones we found that will handle the loads.
BARON WING LETS - Colemill winglets are now available
for Barons without installing the whole kit. For now, they do
not have additional fuel if just the tips are installed.
AUTO FUEL - Both STC holders and the engine OEMs, as
well as the ABS techs agree: Don't get alcohol in any auto fuel
you buy. The O-rings and diaphragms are not alcohol compatible. Another problem is the truck used to deliver non-alcohol
auto fuel may not have been completely cleaned out from the
previous load of alcohol fuel. The presence of auto fuel placards does not always mean that the airplane really has the STC.
Some people put decals on just to help sell the airplane. There
should be a tlight manual supplement and a copy of the STC
approval in the paperwork.
August 2007
WING BOLTS - We don't recommend buying wing bolts on
the Internet. The ones that have Beech pick tags and a paper
trail will have been inspected when accepted by Beech from
the vendor. We have seen bad bolts out there.
AIR-OIL SEPARATORS - Some separators may pass oil if the
drain is not routed correctly andlor if the line is blocked. If the
separator is too small for the amount of air that the engine is
passing, it may drain oil. Separator capacity matters more in
the winter, and the quality of the installation plays a pan in
how much oil it drains overboard.
TIRE CONDITION - If hydraulic tluid has leaked on a tire,
the tire probably needs replacement unless it is cleaned right
away. Severe weather checking also indicates a tire change is
due. Change the tube with it and check the size and ply with
the POH for your serial number aircraft, unless the variance is
approved through STC or the type cenificate data sheet. Oil
can be cleaned off tires with alcohol followed by soap and
water. Be sure to also rinse off the soap.
TIRE AUG ME T FOR BALANCE MARKS - Align the
red balance dot on tires with the valve or wheel heavy point. If
no balance dot exists, align the tire serial number and valve
stem. Be mindful of the torque and condition of through bolts.
Intlation values can be found in the POH and servicing section
of maintenance manuals. Goodyear has an aircraft tire care
and maintenance book that is very helpful . (Goodyear Tire and
Rubber Co., Akron Ohio, 330-796-6306)
www.bonanza.org
Page 10360
THE VALUE OF BPPP - IN THE WORDS OF ITS CUSTOMERS
BY RON TIMMERMANS. FORT WORTH. TEXAS
"The Garmm 480 just takes up space in the airplane if you don't know how to use it.
That S/,200 for BPPP registration is the best money I've ever spent in aviation: -Richard Packer
Long recognized for personalized instruction in your
Beechcraft. the Beechcraft Pilot Proficiency Program (BPPP)
is an excellent program available to ABS members for recur-
rent ground and flight training. The most important feedback
comes from BPPP customers who find value in this training
and return year after year to remain proficient in their aircraft.
HERE'S WHAT SOME OF OUR BPPP CUSTOMERS HAVE TOLD US,
RICHARD PACKER Radnor. Ohio (CSS)
Richord is an ag
pilot. on A&P~A and
owns on aviation insurance agency. Reoently.
he offended his first
BPPP in his newly
acquired Baron. (He
also owns a Oebonoir
Richard Pocker
and a Beech 18.)
"As an aviation insurance agent. I've
known about BPPP for years. I just bought a
Boron. and I've got to feel totally safe and confident with single-engine emergencies. so I
came to BPPP. The tips I learned in the
Multiengine Ground School alone were worth
the price of the course.They could save my life.
' I wanted to become more proficient with
my Gormin 480. and the course was very helpful. The 480 just takes up space in the airplane
if you don't know how to use it.That Sl.200 for
BPPP registration is the best money I've ever
spent in aviation.'
GALE MAHAN
Henderson. North Corolina (A36)
Aner Gate attended her first BPPP _ _
Companion Course she commented that she had
learned a lot. which added to her comfort while
flying.'1felt like I had the freedom to ask any question about flying without fear of looking silly."
Michael and Gole Mohon.
JOHN GLENN
Columbus.
Ohio (S8P)
Yes. even
an experienced
astronaut realizes the value
in recurrent
troining in his
P-Baron . Here. John Glenn
farmer Senator Glenn is showcosing
his new Garmin handheld GPS that he
learned to operate at a recent BPPP.
BPPP has been providing recurrent training for
Beechcraft pilots and companions since 1983. and customers find value in training in their own aircraft with an
enthusiastic instructor. knowledgeable about their airplane
operati on and its modem-day avionics/autopilot.
If you've attended a BPPP clinic in the past or are considering doing so in the future. these customer comments
may remind you why BPPP customers find val ue in
ROBERT AND JUSTIN POTCHEN
Winter Springs. Florida (58P)
This father-son team of P-Boron pilots
offended their first BPPP clinic and asked
for emergency procedures instruction for
single-engine operations. liHie did they
realize that within the next week. each of
them would experience separate engine
failures requiring them to land with one of
their engines feathered and shut down.
Bob credits their safe landings in port to
the skills they honed at the BPPP clinic. He
vows to return for recurrent training.
this training and continue to return year after year.
Come and join your fellow Beechcraft pilots. companions.
and mechanics; sharpen the skills you need to keep flying your
best; and experience the Beechcraft Pilot Proficiency
Program - the best in Beechcraft flight training.'"
Ron Timmermons is a retired civil engineer for the US Army
Corps of Engineers. He is a BPPP flight instructor and owns a
1965 S35.
Established in 1983, the Beechcraft Pilol Proficiency Program (BPPP) promotes aviation sofety and is the most effective model-specific ftight training available.
Initial. recurrent and mountain-flying programs are available for Bonanzas, Barons, Travel Airs and Dukes. There is olso a Companion Clinic for right-seaters. BPPP
has been approved as a recurrent training program by virtually every insurance company in the nation. See BPPP Clinic schedule on pg. 10341 .
LOOK UNDER THE GLARESHIELD
BY GUY KNOLLE MD. AUSTIN, TEXAS
vionics upgrades are fun, and when I pick up my airplane from the shop I always look forward to using the
new device to see how it will benefit my flying. It·s
wonh taking the time to do a careful preflight inspection even
after a first-class shop has performed work. After a "careful"
preflight leaving avionics shops. I have had two potentially dangerous experiences on separate occasions many years apan.
Both could have been easily avoided if only I had taken the time
to remove two screws and looked beneath the black glareshield,
A
of obstructions, but could not be moved up beyond the neutral
position.
Yes, when I looked under the glareshield. there was an
obstruction. The defrost hose had fallen down between the yoke
scissors mechanism and the back of the long box housing my
JPI EDM 800, thus preventing full yoke travel. The thumbscrew
on the hose clamp was not tight and the clamp was loose.
The first experience
In the early 1980s I was returning from an avionics shop
near Dallas, Texas, to Lakeway (3R9) in Austin, fl ying my 1979
Machen A36 with its Lyconting TIO-540-J2BD, 350-hp turbocharged engine. I loved to run the powerful engine, and I had
gone as high as FL 190 to "check equipment," but mostly to have
fun in the Bonanza. I flew around in the big Texas summer sky
making S-turns and so on, No problem. Everything in the green.
I landed at Lakeway, rolled out and did a 180 to back-taxi.
As I turned off the runway to climb the hill to my house, I
pulled back on the yoke to take the weight off the nose gear,
and that's when I realized the yoke would 1101 move-not fore
nor aft, right or left.
I was surprised and couldn 't believe it at fust. I carried tools
with me and I quickly retrieved them from the aft companrnent
and removed the glareshield. There it was: a screwdriver
wedged in the scissors mechanism of my control yoke,
After removing the screwdriver from its undesirable location , I kept it, changed avionics shops and vowed in the future
to look under the glareshield before fl ying when anyone had
removed it for any reason.
A second instance
•
The defrost hose hod fallen down between the yoke scissors mechanism and the
bock of the JPI EDM 800 housing,
I reinstalled the hose and tightened the thumbscrew with
a ratchet socket size 7/16" by angling the tool slightly to get a
good purchase on the screw. The avionics shop said they were
sorry they had "screwed up" (no pun intended) and they knew
this could be a problem . Well, I didn ' t do my best either, so I
am back to looking again before leaping into the air.
I probably would have been able to take off in the second
instance in spite of the defrost hose resting on the yoke column. but it could have been disastrous. On that panicular day,
the temperature was about 100°F with a light crosswind, only
a maximum of 3,930' of usable runway, and electric lines suspended across the departure end. I think a lot would have
depended on when I realized the yoke travel was limited during the takeoff roll and where the trim tab was set.
Through the years using the same shops after sharing my
screwdriver experience with them. I became complacent. I
owned the Machen Bonanza for five years before trading it for
A good preflight from now on
a 58 Baron. It was a dream, and I owned it for seven years. BlIt
It goes to show that even when the airplane is in your own
it was notlUrbocharged, and I had become spoiled flyin g high
hangar and you are the only one in and out of the buildi ng, a
with turbocharged engines. Eventually, I was back in a 1980
good preflight- including checki ng the controls for freedom
factory-turbocharged , Merlyn-intercooled A36TC. I was less
of movement--{;ould save cranki ng up and taxiing just to
and less inclined to pull the glareshield and look underneath,
return for repairs! A loose defrost hose can create a potentialand the years passed without incident.
ly dangerous situation, but more importantly, tools left behind
After avionics work last July, I flew to 3R9 from a radio
can lead to a disastrous outcome.
shop in Houston without incident. The fOllowing day I was taxiing for takeoff, planning to go around the patch to heat the oil
Guy E. Knolle, Jr" M.D., F.A.C.S., is a cataract and refractive
surgeon in practice with his wife in Austin. Texas. He has private.
before changing the oil and filter. I routinely check the controls
multiengine and instrument ratings and more than 7,5(X) hours.
to be sure they are free and this panicular morning when I pulled
E-mail: [email protected]:W.IIIIN.knolle
the yoke back, it would only come about halfway aft.
~!C!~~t young.com .
Once again, I thought about looking under the black shield.
At my hangar as I walked arollnd the tail to get a screwdriver
from my toolbox, I checked the horizontal stabilizer. It was clear
August 2007
www,bonanza.org
Page 10362
ENGINE CONDITION
MONITORING
y recent columns about Reliability-Centered
Maintenance (RCM) have elicited some interesting
correspondence from ABS members. Here are some
questions I've been asked, along with my answers.
Quarter-century-old engines?
1 read with great interest your latest article in the ABS
Magcdlle about operating engines beyond the reconunended
TBO. My personal observation is that many engines are needlessly overhauled too early for things like cylinder problems that
may have a much less costly but still airworthy repair available.
It just so happens that a friend just bought a 055 with 10520s that were factory rebuilts installed in 1982- 25 years
ago-and have about 1,650 since reman. They have early
heavy cases that are NOT of the 7-slUd type, and non-YAR
crankshafts. As such. at overhaul time they will need replacement of these two expensive parrs.
My question to you is: Do the comments you make about
engine overhaul times in your ABS article abo apply to these
engines, given the case-cracking tendencies of 10-520s and the
crankshaft AD?
Your view is most refreshing and I appreciate your desire
(0
help owners reduce ownership cost while not compromising
safety. -Ste\,e JOhIlSOIl, ATP-CFlI-A&P-IA
ABSOLUTELY APPLICABLE to your friend 's 055 engines!
The TSIO-520 engines on my 1979 airplane are 28-year-old
originals. They have 1979-vintage cases and no 7th stud, just
like your friend's engines. My engines do have the larger
crankshafts (-xB). which are YAR.
I took these engines to 1,900 hours on the fi rst run (TBO
is 1.400), discovered on teardown that the engines were
absolutely pristine and all 12 jugs sti ll within new limits! So I
did a "minimalist overhaul" which reused all the jugs. I am
now at 2, 150 hours SMOH (4,050 ITIS) with zero problems.
When the time comes for me to overhaul these puppies, I
have no intention of changing cases or adding the 7th-stud mod.
Ten of my 12 jugs are still originals with 4,050 hours on
the bores, and I just pulled one to replace a burned exhaust
valve-its bore was still within service limits after 4,050 hours
(so I revalved it, installed P5 rings and put it back on for another 1,000 hours). But when it comes time to overhaul, I won ' t
aHempt to recondition these 28-year-old cylinders because I
think 5,000 hours is about as far into the cylinder head fatigue
life as I consider prudent.
I wouldn't be surprised to make it to 2,500 hours on my
minimally overhauled 28-year-old TSIO-520s, and I see no
reason your friend couldn 't get 3,000 hours on his normally
aspirated first-run 25-year-old 10-520s-if the Force is with
him and if he resists the urge to euthanize the engines before
their time.
1 would seriously doubt that your friend 's 1982-vintage
humpback crankcases will have a cracki ng problem if he operates the engine properly. He wi ll have to replace the airmelt
cranks at overhaul, of course (don 't get me starred about that
VAR crank AD travesty!) and that 's a great reason not to split
the case before absolutely necessary.
I think the TCM airmelt crankshaft AD was a complete
boondoggle. We've had many more crankshaft problems with
YAR crankshafts than we ever did with the old airmelt crankshafts. The FAA did owners a real disservice on that one, in
my opinion, costing them big bucks with no demonstrable
safety benefit.
Your friend 's 10-520s wi ll surely develop a problem
someday that will require spl itting the case. But the odds are
extremely high that the problem won' t be a safety-of-flight
item, just a safety-of-wallet item-a spalled cam lobe or a case
crack or an oil leak or something like that. The kinds of catastrophic failures that can get you hurt or killed are far more
likely to occur shortly after overhaul than beyond TBO.
One concept I try to dri II into owners during my weekend
Savvy Owner Seminars is that the decision to overhaul should
never be intluenced even slightly by anything that happens 10
cylinders, because cylinders are just bolt-on accessories like
alternators and magnetos. As you point out, Steve, so many
engines are needlessly torn down because they developed one
or two bad jugs and the owner's knee-jerk reaction is that "the
engine is tired" and needs 10 be overhauled. (Or sometimes,
that's the mechanic's knee-jerk advice to the owner.) To which
I say, "If you had a bad alternator, would you overhaul the
engine? No? Well then, why do it for a bad cylinder? They're
both simple bolt-on units!"
Your friend 's biggest problem in taking those engines to
the ripe old age they probably deserve may well be finding a
cooperative IA to keep approving them for return to service
each year. (Unless he's lucky enough to have you signing off
hi s annuals') In this post-GARA (General Aviation
Revitalization ACI of 1994) age of litigation against shops and
mechanics, it's hard to find an IA willing to stick his neck oul
for a customer any more. After having talked with a few aviation plaintiff attorneys, I find it hard to blame them.
Engine monitor? Oil analysis?
I first want 10 thank you for taking the lime to respond to
my query with a complete and thought-provoking answer. It
sounds like we're on the same wavelength, namely if it isn 't
broke, don't fix or replace it'
Your comments lead to a couple more questions: My
friend 's D55 has a single-probe EGT and single-probe CHT as
,
delivered from the factory. The local hangar rats are telling
him he needs a Chinese television engine analyzer system
installed. I'm telling him those engines have run just fine for
1,650 hours with what's installed now, and that the engine analyzer maybe is an item for him to consider installing when he
gets around to replacing the engines-hopefully several hundred hours from now. I say that if something goes wrong with
an engine, he' ll know it by roughness, loss of power, bad mag
checks. compression checks, etc. What do you think?
Second, the same hangar rats are saying he needs to do oil
analysis samples. I can see the value of doing it. but would
caution him not to put too much emphasis on the results and
not make a hasty decision on spending a pile of money without fully exploring all the alternatives if he has a high number
on an oil sample. The old guys used to say it wasn't a serious
problem until you got to where you could read the part numbers on the pieces of metal in the screen!
-Slet'e Johnson, ATP-CFll-A&P-/A
I'M A BIG FAN OF BOTH ENGINE ANALYZERS AND
OlLANALYSIS.I ' m afraid that puts me in agreement with the
hangar rats. For one thing, [ believe that the minute you decide
to toss fixed-interval TBO out the window and maintain the
engine strictly on-condition (i.e. RCM), you've obligated
yourself to employ the very best condition-monitoring tools
available. In my view, those definitely include spectrographic
oil analysis, regular borescope inspections and the use of a
digital engine monitor.
I agree with you that it is never appropriate to use an oil
analysis report in iso/alion as the basis of some expensive
maintenance decision. The same is true of a compression test
or an anomaly in engine analyzer data. All these tools must be
used logelher, and big-ticket maintenance decisions should
always be made using a "preponderance-of-the-evidence"
approach. Only then can you be absolutely sure that you're
doing the right thing at the right time.
Take the recent example involving one of my engines that
[ wrote about in the June ABS Magazine. [n February 2006 I
started seeing elevated nickel in my oil analysis. Since my
cylinders are steel (not nickel-carbide), I knew the elevated
nickel could only be coming from an exhaust valve guide. [
didn't know which one yet, but the oil analysis report started
me thinking that [ should expect an exhaust valve problem
pretty soon.
In April 2006, at my annual inspection, the compression
test showed 70s on all cylinders except for right engine #3,
which showed 50/80 with air leaking past the exhaust valve. [
staked the valve and the compression immediately climbed
into the 60s.
I inspected the RE #3 exhaust valve with a borescope and
saw no evidence of hot spots. So I continued the jug in serv-
ice. but now was pretty sure the combination of oil analysis
and funky compression was telling me the RE #3 exhaust
valve was very likely to start giving me trouble in the future.
[ continued to fly the engine with a very close eye on the
RE #3 EGT, but it was solid as a rock. Which told me that the
valve wasn't leaking-at least not yet.
Then, 160 hours later, in March 2007. [ started to see the
first tiny indications of EGT instability on #3 EGT. The EGT
wiggles were very tiny- just 20°F to 30°F out of 1.5OO°Fbut I'd been watching for them and I knew exactly what they
meant: The valve was starting to leak a little.
Upon landing, [ borescoped RE #3 and found two welldefined hOI spots on the exhaust valve, just as [ expected. I
then did a hot compression test and RE #3 measured 0/80! I
pulled the jug, had it revalved and honed, and put it back on
with a set of new piston rings. The old exhaust valve guide was
extremely sloppy and the valve was starting to burn, but it was
not remotely close to fai ling. I'd estimate the valve would have
lasted at least another 50 hours before being "swallowed" and
causing the cylinder to cease combust ion.
[n short, [ used all available tools-{)il analYSis, borescope
inspection, engine monitor and compression test-to gain an
excellent insight into what was happening inside this engine.
With that knowledge [ was able to make a well-educated judgment about just how far to push before downing the engine and
fixing the problem.
The advantage of having and using all these tools is that
you wind up making far betler decisions and not having to guess
or worry. If I didn't have the engine monitor, I'd have worried
about the valve; but because I did have it-and knew exactly
how to interpret the data-[ felt confident I could continue to fly
and wou ld get a clear headS-Up the moment (he valve actually
started leaking. And indeed. that 's exactly what happened.
My vote, therefore, would be lhat your friend run, not
walk, to install a JPI EDM-760 in his Baron, and that he put
his engines on oil analysis with Blackstone Laboratories in
Indiana at the next oil change. Then he can fly those mothers
to 3,000 hours!
How about low-usage engines?
Please comment on how RCM would apply to low-usage
engines (e.g. 50 to 75 hours a year) that are typical of much of
the Bonanza fleet. How does one decide when to overhaul
such an engine? What if all you have is stock factory instrumentation, as is the case with many older Bonanzas, and
adding an engine monitor would cost up to 25'k of the value
of the airplane"
[s there a reason to follow TCM's 12-calendar-year overhaul recommendation, regardless of hours SMOH"
-Tom Tllmer, ABS Mgl: of Technica/ Sen,ices
I'LL A SWER YOUR LAST QUESTIO FIRST. No, in my
judgment, there is never any reason to follow TCM's 12-calendar-year overhaul recommendation. Of course, we know
perfectly well why TCM made that recommendation- it's
because they're concerned about corrosion issues in low-usage
engines that fl y so few hours annually that it might take 50
years to reach the TBO engine-hour recommendation. Indeed,
such a low-utilization engine is quite likely to develop corrosion problems before accumulating that many operating hours.
But a one-size-fits-all 12-year limit makes no sense at all.
A low-utilization engine tied down in Tampa might be a corroded mess in less than 12 years, while a similarly low-utilization engine hangared in Tucson might be totally corrosionfree after 50 years. (It is not for nothing that the Air Force and
airlines keep their no-utilization hardware in Tucson ')
It's just silly to pick some number out of the air and say
that it applies to all engines across the board. We need to treat
each engine individually, and maintain it based strictly on its
actual condition-one of the major findings of RCM research.
NOW, BACK TO YOUR FIRST QUESTION. The way you
decide when to overhaul a low-utilization engine is exactly the
same as for a high-utilization engine: You implement a rigorous program of surveillance using all available condition-monitoring tools-oil filter inspection, spectrographic oil analysis,
compression tests, borescope inspection , spark plug inspection, digital engine monitor analysis, trend monitoring of oil
pressure and oil consumption, etc. Then you use a preponderance-of-the-evidence approach that combines all these tools to
evaluate engine condition and decide when maintenance
actions (including overhaul) is necessary.
Finally, concerning Bonanzas that still have only stock
factory engine instrumentation, I think you need to redo your
calculations, because there's no way an engine monitor installation could cost 25 % of what a Bonanza is worth, even if it's
a really old one.
Let's do the math. The street price for a JPI EDM-7oo-6C
digital engine monitor system is $1,830. Installation time is
aboul 10 man-hours according to JPJ, so if the shop rate is
$80/hour that's another $800. So the total installed price for
the system is about $2,600.
The very cheapest Bonanza J could find listed was a 1951
C35 with a run-out E225-8 engine and electric prop, and a
market value of $40,000. Adding an engine monitor to that
bucket of bolts would cost 6.5% of its value. And that 's a really extreme case. Most 1960s' vintage Bos are changing hands
at between $80,000 and $ 140,000, so adding an engine monitor costs about 2% or 3% of value.
In my mind. the aircraft value is really irrelevant, because
the operative question is: Will the engine monitor pay for
itself? Assuming a shop rate of $80/hour, a $2,600 engine
monitor installation would need to save 32.5 hours of A&P
labor to pay for itself. Jf the instrument saved 8 hours of troubleshooting labor each year (which strikes me as a reasonable
estimate based on my own experience), it would pay for itself
in four years-regardles ' of what vintage airplane it is
installed in . And the first time it allows the owner to detect a
leaking exhaust valve, a mistimed magneto or destructive detonation, or an incipient preignition event- priceless !
So whether you fly a C35 or a B36TC, my advice is the
same: Just do it!
E-mail questions to<mike.busch @savvyaviator.com>.
M ike Busch has been a pilot for more than 40 years and 7,000
hours, an aircraft owner and C FI for more than 35 years, and on
A&P/ IA. Hundreds of his technical a viation-rela ted articles have
been published. In 1995. he cofounded AVweb, serving as its
editor·jn-chief for more than seven years. Mike conducts weekend
"Savvy Owner Seminars· focusing on beHer aircraft maintenance
while spending a lot less. VV'WW.savvyaviator.com/
In one information-pocked weekend, Mike Busch
(A&P/lA) can teach you to: Make smarter decisions about
engine overhaul. cylinder replacement and other high-ticket
items • Communicate confidently with your A&P or maintenance shop • Drastically reduce surprises. downtime and
aggravation • Cope with mechonicals thaI occur away from
homebase • Fly a safer, more reliable aircraft while saving
literally $1 ,ODDs on ports and labor, yeor after yeor.
Sep 8-9 BasIon MA (OWO)
Sep 15-16 Allonlo GA (FFC)
Oc127-28 Albuquerque NM (ABQ)
Page 10365
Nov 3-4
Tulsa OK (RVS)
(ABS Sponsored)
Dec 1-2 los Angeles CA (VNY)
www. bonanza.org
PLEASE NOTE THEREARE
FEWER CLASSES IN
2007, SO SIGN UP EARLY
TO SAVEA SPOT.
You'll receive a S50 early slgnup discount if you register ot
least 45 days before the class
stort date. If you register early
and have to cancel, your fee
will be refunded or transferred
to another class. View further
details ond comments from
previous seminar graduates at
www.savvyaviafar.com
or 7-702-395-8709
ABS Augu st 2007
.•
r
E33C/F33C Aerobatic
Certification AD
Kit Drawings
BY BOB ANDREWS
ABS TECHNICAL ADVISOR
Airworthiness Directive 83-1705 addresses retaining or removing
aerobatic certification for E33C and
F33C Bonanzas. The ABS office has
copies of the modification drawings,
instructions and the AD.
Since the required spin improvement kit (Beechcraft Class I Service
Instruction o. 1249) is no longer
avai lable, chances are extremely slim
that a complete kit will again be
installed. But continued airworthiness requires that those "CJ" serial
number aircraft certified in the aerobatic category be in compliance with
paragraph (a) of AD 83-17-05,
amendment 39-4715 that requires
installing the kit.
My personal inspection of an aerobatic Bonanza performing recently
at a large airshow revealed noncompliance with the elevator outboard
hinge doubler (top and bOllom)
requirement. For the aircraft to legally remain in the aerobatic category,
these doublers must be installed.
Conversely, if an aircraft was
removed from the aerobatic category
(as many were due to the kit and
installation cost). compliance would
not require installing the doublers. In
that case, there is a long list of items
needed to recertify the aircraft in the
utility (nonaerobatic) category. In the
airshow case, I feel the requirement
for doubler installation may have
been missed when the elevators were
reskinned.
One can easily envision events
with insurance, lawyers and the FAA
should there be an aerobatic incident
and the required structural parts were
missing.
As an ABS Technical Advisor
with considerable aerobatic Bonanza
experience, my interest is solely that
these unique aircraft be properly configured, maintained and certified.
If you need a copy of the kit
drawings, including requirements for
aerobatic and utility category certification, contact ABS and they' ll send
them to you for a small duplicating
charge.
If I can be any assistance, please
call me at ABS, 316-945-1700 during business hours Tuesdays, and on
Thursday mornings.
@
The inset picture (area in yellow circle),
shows that the electrical terminal (connection to the taxi light) has contacted the strut
assembly and arced when the taxi light was
energized. You can see Ihis more clearly in
the enlargement to the right (yellow arrow).
,
This steerable type of taxi light turns with the
nose wheel-and that's the problem: The nosewheel's lrovel is restricted by two stop-limit bolts
located on top of the nose-gear assembly. These
adjustable bolls limit the maximum turn angle (to the
left and to the right) of the nose gear.
If these -limil" bolls are improperly adjusted, the nose
gear can turn too for. thus allowing the electrical terminal to
contact the strut assembly and couse this damage.
In addition to repairing the damage to the strut, properly adjust the limit bolls to specifications.
LTC (Ret) Adrian A. Eichhorn of Alexandria. Virginia. is on A&P
with lnspechon AuthorizatIOn and a BPPP instructor. He owns
a 1962 P35 and fiies an A320 Airbus for a major airline.
I
ABS August 2007
www.bonanzo .org
Page 10366
WHAT'S NEW ON THE GNS530W
This article is one of two on the GNS430W jGNS530W.
Differences between the 530 and the W
One of the major differences between a GNS530 (530)
and the GNS530W (W) is the ability of the W to provide a
glideslope on GPS approaches. The LPV (Localizer Precision
Vertical) and LNAVIVNAV approach minimums are a decision altitude (DA) and are flown much the same as an ILS
approach.
Advisory vertical guidance
On the W, most GPS and RNAV (GPS) approaches with
MDA nonprecision approach minimums have what is known as
"advisory vertical guidance." For approaches with advisory vertical guidance, there is a glideslope (GS) indication on your HSI
(or CDI). The GS is advisory and you may ignore it or follow
it down to the MDA.lf your aUlOpilot is capable, it can track the
GS. You need to see the runway and be in a position to land to
descend below the MDA, regardless of the GS indication.
On approaches with a published visual descent point
(VDP), the advisory GS crosses the VDP at the MDA. If there
are step-down fi xes, the advisory vertical gu idance complies
with all the intermediate altitude requirements.
Pilots should review an approach that provides advisory
vertical guidance to determine at what altitude the GS is intercepted. Most autopilots require you to be below the GS for a
period of time in order for the autopilot to capture the GS. In
some cases you may not be able to get established on the
approach in time to capture the GS .
Annunciation differences
Both the 530 and the W display four lines of annunciators
on the lower left side of the screen, immediately above the
CD! button . The lowest annunciator line displays the CD! status either GPS or VLOC. The next one up displays a yellow
"INTEG" status when the GPS is not receiving a valid position. The third annunciator line is used to display the navigation mode or CD I sensitivity that the W is in. The top line is
used for terrain warnings.
The 530 and the W both use E R (en route mode), but the
W CDI has a full scale of +/- 2 nm versus the 530's +/- 5 nm.
Both the 530 and the W have a CD! sensitivity of +/- I nm
when in TERM (terminal mode).
The approach mode annunciations are totally different for
the W. The 530 uses the annunciation of APR for a GPS
approach and OJ for a non-GPS approach. In either case, the
CDI changes from the terminal value to a full- scale value of
OJ nm.
The W uses approach mode annunciations of LPV,
LNAVIV, L AV+V or L AY. L AV goes lo 0.3 nm full-scale
by the time you reach the FAF. The LNAV annunciation is used
for any GPS approach that only has MDA minimums and for all
non-GPS approaches. LNAVIV or L AV +V approaches have
the same CD! sensitivity as LNAV, but a GS is provided.
If the approach annunciates LPV, the CD! is angular,
+/- 2°. This is similar to the 2 ~0 angular deflection of the
localizer on an ILS approach that gets increasingly sensitive as
you approach the runway.
The missed approach point (MAP)
When the MAP is reached, both the 530 and the W
display SUSP above the OBS button. The 530 annunciates
TERM and the CD! sensitivity switches back to terminal
mode. When the pilot initiates the MAP navigation guidance
by pressing the OBS key, the W annunciates MAPR and
switches the CD! full-scale sensitivity to +/- 0.3 nm. the same
sensitivity that is used on a nonprecision approach.
If you execute a missed approach, it is important not lo
press the OBS key prior to SUSP appearing above the OBS
button. If you initiate the missed approach before you reach
the MAP, as would be normal for an approach with a DA, you
should climb on the final approach course until the MAP is
reached and SUSP is annunciated. Pressi ng the OBS button
then provides you the guidance for the missed approach
procedure. Regardless, you always follow the instructions on
the charted missed-approach procedure.
Course changes
The W improves annunCIation of upcoming course
changes, and depicts a dashed course line to follow for tum
anticipation. As an example, the W displays a message such as
"Right turn to 214° in 10 seconds." The message continues to
count down the seconds before the turn is to start . So regardless
of when you caught the message in your scan, YOll know how
much time you have remaining before starting the tum. The W
then displays the message "Right to 214° Now."
Vectors-to-final
There is a difference in the way a W handles vectors-lOtinal: It annunciates SUSP over the OBS button when vectorsto-tinal is selected. Once the aircraft is aligned within 45' of
the course to the FAF, the SUSP indication extinguishes. The
W draws a maoenta
reference line on the Map page extending
o
out 30 nm from the FAF. Most of the time, this is straight in,
although it may be at an angle if there is a turn at the FAF.
Known problems
Parallel track and terrain
As with any new product, some initial software problems
have been discovered. The winds aloft are not calculated on
the Density AltffASlWinds Flight Planning page. Auto Zoom
does not work reliably on the Map pages. There are problems
with the YNAY page. Changes to the Map fields are not consistently saved across power off and power on.
More seriously, for those who have a WX500, a Service
Bulletin was issued to disable the RS232 port so that the W
would not hang up under certain circumstances.
For those who have a 530W that is interfaced to a
GDL69/69A, the support for displaying exrad on the primary
navigation page, NAY I, has been dropped. The Nexrad is now
onl y d.isplayed on the NAY 2 Map page and on a Weather page.
Not displaying Nex rad on the primary NAY page is the most
troublesome to me, as I prefer using this page most of the time
for navigation. It's the one with the EFiS style arc.
Garmin is aware of all these issues and should have a software upgrade by the end of summer for ail but the Nexrad
issue.
The W adds a parallel-track procedure that allows the
pilot 10 fly a constant offset distance to an active flight plan.
The offset can be +/- I to 99 nm and can be accessed from the
flight-plan page using the menu key. This could be useful
Roll-steering improvements
One large improvement in the W is that it provides
improved guidance 10 a roll steering autopi lot (GPSS), including flying the hold emries, the holding pattern and procedure
turns. Also added with the W is support for the heading to altitude and course to altirude found on many lFR departure
procedures and missed-approach procedures.
Along with following a DME arc, turn antrclpation is
supported, which is essential for the autopilot to give traCking
support for the newer T-style GPS and RNAY approach procedures. If you don't have a roll steering, now is a good time to
reevaluate, as the W takes maximum advantage of the
capability.
I
Terrain depicted on the 530W screen.
when circumnavigating weather or avoiding traffic.
The W includes the Terrain feature support and contains a
databa e for obstacles, land data and airports. This was avai lable on the 530 as a $500 add-on option. It is sort of a poor
man's TAWS, although it is only intended to increase situational awareness. If you need TAWS, it is still available as a
more expensive option on the 530W.
Weather-depiction improvements
The support for GDL69 datalink weather is much
improved in the W with the addi tion of graphical and textual
TFRs and TAFs.
exrad SUPPOl1 is much improved in that you no longer
have to go through the cumbersome process to request it for a
specified 250-mile radius area. Now you get Nexrad data for
the entire CONUS area si mply by zooming in or out on either
the Map page or Weather page.
The W Nexrad data has 16 times the 530's display
precision. With the W, the smallest area of data is a 2 by 2 km
square. Of course, with 16 times the precision, you get a
better picture of the contour of the data.
The 530 has only three colors: Green - light rain; Yellow
- moderate rain; and Red - heavy rain. The W adds four more
colors for mixed rain/snow (Pink - moderate; Purple - light)
and snow (Blue - moderate: Turquoise - light).
The W also adds a blue crosshatch border for Nexrad data
10 depict the lintits of the coverage. This can be used to see
where Nexrad ends and if an outage is being experienced. A
big hole in the ntiddle of the Nexrad data may be due to a tornado taking out the radar site!
---
Nexrod radar over the North Up mop display.
Weather disptay on a larger scale for making long-range go/no-ga decisions.
It's important to know when the depicted weather information was observed
New Seekers
-.;.
T I
Look What Thev v
7 The 70s
••
Colored triangles depict suriace METAR conditions for at-a-glance weather
evaluation.
With XM comes a variety of entertainment options as well.
It is much easier to locate METARs with the W. METARs
along with TAFs are located on new additions to the Airport
waypoint pages. To get to the new pages. you can move the
cursor to the airport symbol on the Map page, press enter and
tum to the METAR or TAF page.
Graphical TFRs are depicted on the Map and Primary Nav
pages by a yellow outline. On the Map page, you can move the
cursor to the TFR graphic and press Enter twice to view the
textual information.
METARs are also available in a graphical form on the
Weather page, where you select either Nexrad or METAR. The
graphical METARs are displayed with a color-coded flag symbol: Green - YFR, Cyan - MYFR, Yellow - [FR, Red - LTFR.
update for each of the weather products. This is helpful in
detecting stale data or it has not been received.
For the GDL69A, a third page gives you the status of the
Audio system, providing category of music, list of channels,
channel name, number, artist and selection.
Using the right-hand knobs, you can scroll through the
categories and channels. From the menu key, you can change
the volume, tum the audio on and off, choose a channel or edit
the channels in a category.
XM radio pages
There are new pages in the AUX group that provide XM
infonnation. One gives you the GDL69 status including signal
strength for the Data and Audio (GDL69A), the service class
(Aviator Lite) and both the Data ID and Audio ID (GDL69A).
A second page gives you access to the timestamp for the last
Page 10369
--~~----------
Next time, I will give a few examples of flying approaches with the Wand some tips before I move on to other subjects.
In the meantime, feel free to e-mail me Uohncollins@
carolina.rr.com) with YOllr comments, suggestions and avionics questions and I will do my best to find an answer.
John Collins, Charlotte. North Carolina. owns a 1968 V35A He is
a commercial pilot with more than 4.000 hours. a 8S in electrical
engineering and has worked as on engineer and software
developer for IBM and for his own technical business. John
owned on FBO with an avionics shop that he operated for six
years.
www.bonanza.org
ABS August 2007
ENOUGH IS ENOUGH
Edouord Korler, St. George, SWitzerla nd
E
ven though they would swear that they are
not against freedom, that is plainly the
nature of governments. After all, govern-
ments are fanned
by men and women. and
when
given power, humans want to control others.
To fly is to deal with the aerial environment.
and air is free to go where it wants when it wants.
This is why we have become pilots- to go wherever we want whenever we want on our own
Ed Kohler's 1950 835.
terms without asking permission to exercise our
freedom or paying excessively to exercise that freedom.
Why do people fly? We fly to better ourselves, for the
adventure, to master the risks involved, to be different than the
masses, but most of all to express and exercise our freedom.
•
In the good old days of 1946-1947 when my father
learned to fly in Morocco in an Aeronca, those learning to fly
were butchers, bakers, mechanics and entrepreneurs. [n most
cases, they were not wealthy people afraid to take risks. Early
pilots risked their lives to exercise the great freedom that flying afforded them. [n that era. public servants encouraged
them and helped them, such as with subsidies to learn to fly.
Over the next 60 years, European mentality changed.
Public servants forgot th eir purpose to serve and started to
limit people's freedom, In politics. it seems their main rule of
engagement is to divide and conquer. That has happened in
Europe. and general aviation has been tremendously weakened. User fees are in wide existence and aviation has become
reserved for the wealthy. It is therefore easier for governments
to control people and to even verify their income.
The French government passed a law that if you own an
aircraft you must have such-and-such income or personal fortune. In other ways, user fees and government control have
destroyed general aviation in Europe and have helped public
servants gain control over citizens who are paying their
salaries. Bureaucracy has killed us and it will get even worse.
The founding fat hers in the United States created the constitution of a new country: By the People and for the People.
It was a country of independence that became a world leader,
one by which other nations were measured. In thi s spirit , it is
very easy to see how and why aviation ra pidly expanded and
was for everyone wishing to live bener lives.
Men like Scott Crossfield, Chuck Yeager, Charles
Lindbergh, Bob Hoover and many others risked everything to
give us what we ha ve today in aviation. To them we surely
must endlessly say thank you. However, their ac ts and helping
others in aviation has created tTemendous envy, and a target
for public officials who see pilots as defying authority. So
they have set up agendas to control freedom to fly in the .5.
The first try in my opinion came with th e ridiculous product
liability laws that almost killed general aviation.
August 2007
People who become pilots know very well and should
accept the risks invo lved in fl yi ng. or they should stay on the
ground. When a pilot flies drunk and kill s him elf, there
should be no recourse.
f am married with three kids. I have signed a paper ordering my wife not to sue anyone if I kill myself in an aircraft
crash through my own fault. We as pilots must take responsibility and never blame others for our mistakes. or we should
just give back our tickets and quit flying.
Thanks to AOPA and a unified aviation community, the
product-liability law was slightl y changed, although not
enough. Aviation surv ived but has not really been able to
flourish as in the past.
Now some public servants are back at it again , trying to
destroy aviation with the outrageous introduction of user fees.
Knowing they cannot destroy aviation if we are united. Mr. Lott
and Mr. Rockefeller introduced a bill in the Senate (that barely
passed) for user fees on turbine aircraft. in an attempt to divide
and conquer. The entire aviation community (excluding the airlines) should stand shoulder to shoulder with AOPA and aU
other aviation entities and refuse thi s division.
These are the thoughts of a 47-year-old man who views
himself a citizen of the world, thirsty for adventure, freedom
and very little government control. T am a passionate pilot
who considers fl yi ng and the freedom it involves as our best
gifts, to be protected at all costs. If not, aviation wi ll disappear
as it has elsewhere in the world, or be seriou sly diminished
because of the costs needlessly applied by those who call
themsel ves "public servants."
@
www.bononza.org
Page 10370
THE AMAZING STUFF
WE HAVETODAY
All of that is simply for play, but it also keeps me a little
bit sharper for any flying 1 may be doing.
The Bonanza stuff
fly about 175 hours a year-about 125 hours in my 035 and
50 in my 1946 8E Luscombe. The Luscombe rarely gets
more than 100 miles from homebase, usually for a close-tohome "bowl of chili" trip to run the engine and practice a few
takeoffs, a little air work and some landings of various sorts.
The Bonanza is flown for longer group breakfast flights
during the winter months and for transportation to and from my
Wyoming fishing place in the spring, summer and fa ll. Also in
the fall we have our annual trip to the ABS Convention and the
once- or twice-a-year trip out to Lamar. Missouri, to visit my
son Mike and his family. Also a week in February or March
down to Arizona or New Mexico to tour the many ancient Indian
ruins and the great natural scenery of those two states.
Carmen and I have been to 25 ABS Conventions so far,
and the upcoming Wichita one will be 26. Most of the time I
could fly all those trips without any navigation aid except
being able to look out the window. But every time I go on a
long fl ight to a place that I seldom or at least not very often
visit,l make use of the super-accurate navigation gear installed
in my airplanes.
The Luscombe stuff
Although the Luscombe has a very outdated Garmin
95XL handheld to lead me around, it still will take me to within inches of where I would like to end up. I have not been able
to get updates for the database for the 95XL for about three
years, but unless the airport of choice has been moved or eliminated, it still is many times more accurate than any form of
area navigation of only a few years ago.
I have also programmed "play" type approaches into the
95XL for the airports I frequent and am able to fly what would
be a 2001112 LLS down to the runway. Simply by using the
touchdown zone (TDZ) of the run way as the end waypoint of
the approach and the 300' per nautical mile, 3-degree descent
profi le to that TDZ, an approach very close to the accuracy of
an ILS may be achieved. Use five times the displayed GPS
groundspeed as the rate of descent (example: 60-knot speed,
300 fpm descent) on the VSI with checks of the height above
the airport every half-mile and presto! We have the same
results as a full ILS . Well, at least for "play" purposes.
Of course, it makes it easier when the airport is 5,000'
MSL, as our homebase 4SD is, when doing the head math for
the descent profile. To use 5,266' MSL would complicate it for
me, but for those odd altitude run ways, I simply move the TDZ
up to the next even altitude, 5,300' in that case.
Now, the Bonanza is a different story. Although the equipment I have instaUed is very modest and limited when stacked
up against a new G36 with the G 1000 system, or the several
other "glass cockpit" systems available, I still am in awe of what
can be accomplished with one of these "entry-level" systems.
In addition to the several engine-monitoring systems of
late design 1 have installed, for navigation and help in using
the information supplied I have a Garmin 155XL GPS that is
IFR approved. and an S-TEC 20 autopilot that will track the
155XL with GPSS or a VORILOC signal (no pitch channel in
the S-TEC 20 system) or follow the heading bug on the Narco
HSI 100.
All of that autopilot equipment gives me hands-free flight
path capability aUowing me to reference a chart, look out the
window for traffic, do any ATC communications or eat the
great lunch that Carmen, my ex-PAA fl ight-attendant wife,
prepares for any flight over about three hours. Those PAA
stewardesses were the best!
The Rand-McNally machine
Then there is the Lowrance 1000 handheld that shows all
the data about the airports, the airway fac ilities, intersections
and almost every detail you would find on a good RandMcNally road map. It will line you up with any roadway for an
engine-out landing and I bet it would show the auto traffic to
avoid, if I knew what bunons to push.
So what's the big deal?
I suppose the reason I am so enthralled with these gadgetS-Dnes that many newer generation aviators believe have
been around forever-is because when 1 qualified for my
instrument rating, the low-frequency aural four-leg range airway system with airway beacon lights was just in the process
of being shut down nationwide.
When those old ranges were turned off, the VOR and
localizer installations were used for trackage purposes and
marker beacons of various types, both on the VOR airways, on
localizer courses and even ADF routes were used for confirmation of position. Some really up-to-date aircraft began to
get DM E, but the ones I remember were analog displays, not
digital readouts as we are accustomed to today. In fact, my
G35 had a Narco analog display DME in it when 1 purchased
the airplane.
Getting hired by the airlines
Way back then (1966), I had all the pilot ratings necessary
to apply for a job with an airline-at least, due to the very big
pilot hiring surge of the mid '60s, I had enough to qualify.
Several years prior to that period, if one had 1,000 hours of
lunar orbital ti me and an A&P ceni ficate with type ratings in
every trans pan airplane ever designed, one could not get an
airline job. Such was the fick le nature of airli ne hiring.
Anyway, when I landed thi s dream job with the old Pan
American World Airways (gone but not forgotten), I found out
there were several more methods of navigating from one place
to another than I had imagined th ere might be.
To get across the ocean or fl y up into the high polar latitudes, PAA was using Loran-A (plotting chan required as
opposed to the automatic type of Loran-C navigation):
Consolan (a low-frequency aural signal); high-range radio
altimetry for drift information; dead reckoning for plotting
from a determined off-course position back onto course; running fixes ofr or any navigation aid available (a method used
to determine position from a faci lity withou t overheading that
facility, usually a low-frequency NDB or a commercial broad-
CELESTIAL NAVIGATION
3 -
.
A Kollsman periscopic sextant was
exlended Ihrough Ihe top of the pressurized
707 and DCB airplanes used by Pon American
Airlines. The sextant was mounted just inside
the cockpit door.
These instruments incorporated a lighted bubble 10 substitute for the natural horizon
a navigator an a surtoce ship would use.
Having to be able to 'shoof a star at night.
when the natural horizon was not visible.
required this fealure.
Surtace ships with superimposed mirrorreflected nolural horizons could shoot a star
only at morning or evening twilight when both
the star and the horizon would be visible. This
aircraft sextant also incorporated a clock
mechanism so Ihe sun. moon. star or planet
could be observed for a two-minute period to
account for any rolling or pitching motion of
the airplane. A built-in mechanical averaging
mechanism that the naVigator hod used to
keep the "body" in Ihe crosshoirs would then
be aligned 10 read what the actual heighl
cast station); and US Air Force Dew Line arctic radar plots.
Most of all, we used celestial navigation, which was considered the primary means of position fixing when out of range
of VOR or other radio-type information. That means the stars,
moon. sun and planets. This was all still done while operating
the B707 and DC8 airplanes at 475 knots true airspeed on the
long-haul routes that PAA flew.
As time moved on, we eventually got twin Doppler units
on the 707 and DC8 airplanes. I remember the Dopplers were
installed in late 1968 on the 707s. I had been awarded a 707
first officer job in the spring of '68 and after going through
training and occupying the right seat in one of those beautiful
Boei ngs, the navigati on duties simply shifted from the navigator's table to the front right seat (that was me), using the
Doppler and the EDO Loran and plolting chan ror ocean
crossings and free gyro Doppler for the polar flights. At least I
usually would get every other takeoff and landing in that new
right-seat positi on. That still would amount to only four or five
a month since our stage lengths (fl ight segments) were averaging about eight hours.
However. when I was hired (March 1966), PAA still was
above the horizon was during the entire twominute shoating lime.
The derived altitude of the body would
then be used as the altitude at Ihe mid-point of
the shot. just os Ihe surtoce ship navigator
would take an Instantaneous shot at the
desired time. Of course. there was also a series
of filters incorporated in Ihe optics of the instrument so one could observe a dim star or the
bright sun and anything in between.
The sextant mount incorporaled an
Former Coptain Gage greets an old friend, a
Kolismon periscopic sextant. white wearing his Pon
Am uniform for the first time Since October 1991.
azimuth ring that displayed in the optics of
the sextant. and in the picture the navigator
saw the heading of the aircraft or any
direclion he mighl wish to observe. The navigator would insert the true heading or grid
heading in the mount true-heading counter of
the mount. This allowed find ing the body by
looking in the right direction as determined by
Ihe computations done in advance of the
sighting.
Of course. Ihe sun or moon were easy to
find in the narrow field of view of the sextant
while the correct star was not, unless a close
setting of the expected altitude and azimuth
were preset. This also allowed the aircraft
heoding gyros to be set to grid headings for
Ihe free gyro polar flights.
Quite accurate fixes could be obtained
using Ihis instrument. The drawback was that
the navigator knew-from the obtained lines
of position of either two or three bodieswhat the aircraft position was about 20 minutes ago by the time the observations were
taken and Ihe results plotted on the navigation chart.
using the methods now considered archaic but which were
required to be learned by the "new hires," such as 1 was. Now,
for a farm boy from northern California (1 usually will not
admit to my geographic origins, considering the terrible state
of that state), all of this was ort of overwhelming when first
entering the very fine navigation school that occupied the old
seaplane base of PAA on the northwest corner of the San
Francisco airport.
After being in the classroom for a few days, however, 1
realized it all was simply a matter of sitting up and paying
attention in class and doing whatever amount of study over the
kitchen table was necessary to have the bone dome light turn
on and be able to say, "Oh yeah l That 's the way it works."
The reward
So after going to the school for about a month and a half
and taking the navigator's FAA written exam and then 200
hours of supervised navigation time on the "line." [ took the
FAA checkride for the navigator's certificate, and 10 and
behold! 1 passed. Then it was a self-study and company check
for the free gyro polar qualification.
That let me fl y the "around the world" trips, navigating
from San Francisco to London on the polar route and then
serving as one of the two copilots on around to Bangkok with
layovers in places like London, Frankfurt, Beirut, istanbul,
Ankara, Teheran, Bombay, New Delhi and Bangkok. In
Bangkok 1 wou ld turn around and go back westbound to
London and then navigate back to San Francisco.
I would usually get three or four takeoffs and landings
(B707) on one of those trips, so the long duty days were worth
it. T tell you, there were very few airlines in those days that
could match the experiences that were everyday occurrences
for Pan Am crews. And to top it all off, we had the best of
everything in the way of accommodations at layovers and the
most delightful companions (the beautiful PAA flight attendants) to do the sightseeing all of us new folks on the job did
at the many historic and interesting locations we visited.
1 am so lucky to have gotten in on the tail end of the good
times at the ai rline. Twenty-six years later, it was all gone.
Who would have thought that could ever happen when the airline was taking two new 707s a week and beginning to develop the 747 with Boeing back in 1966.
paper and pencil computations to complete, are now simply a
button-punch or two, even for me.
The last airliner I flew was the "miracle machine" Airbus
A-310-aboutthe same size airplane as the Boeing 767. It had
every conceivable navigation capabil ity and flight management system-all displayed on seven big glass screens. [ also
saw those screens go blank and, although the very skillful button-puncher in the right seat was at a loss aboUl what to do, the
old guy in the left seat (me) reverted to basic navigation methods of yesteryear and pressed on to an uneventful arrival.
T suppose that verbal commands will be the next generation of avionics. Kind of sad that those aviators will know
what they want to do, but will really not know how to do it,
except for those bunon punches or verbal instructions to the
machine. Ahh ... the good 01' days.
ASS Life Member lewis C. Gage has AlP multiengine land with
Boeing 707/720/747/ Airbus-31 0 ratings. Commercial singleengine land; flight instructor MEl/SEL airplanes and instruments;
ground instructor advanced and instrument; flight navigator:
flight engineer; mechanic-airplane and engine: and FAA ports
manufacturing authorization. Flight time: 15,OOO-plus hours. lew
may be contacted at 2255 Sunrise Dr.. Reno. NV 89509.
Phone/Fax: 775-826-7184 . E-mail : sunrisereno@
gmail.com
The future of naVigation
Well, what does that entire story have to do with the navigation capability of our up-to-date airplanes? Probably not a
lot to anyone who did not use the now obsolete and comparati vely inaccurate methods described above. However. [ can say
that even though my button-punching skills are way short of
the button-punching generation of pilots who master these
miracle machines, the difficulty with all the procedures in the
early days (not quite John MiLler generation. but still earl y
days for a big share oftoday's pilots), that took much time and
Page 10373
www.bonanzo.erg
ABS August 2007
Vince Colling, Vestal, New York - 1947 Model 35, N3822N
"The flight in N3822N to the Bahamas was great-especially the 'forgotten island' of Great Inagua:
Marcia & Ed Livermore, Kerrville, Texas - 1986 A36, N29959
"We just got her back from Glen Biggs' paint shop with new tip tanks:
Palm Beach, Florida, completed BPPP training and three AOPA online
courses for 100 painfs.
RONALD GORDON, Dallas. Texas, earned 110
points by completing Phase 12 of FAA WINGs
and the BPPP Initial course.
STEVE CARSON, River Forest, Illinois. earned
100 paints with his IFR rating and AOPA's
online Mountain Flying course.
FRANK CANTRELL Alexandria, Virginia, completed BPPP and 10 online courses for 170 points.
JIM THOMAS, Winter Park, Florida, earned
100 paints by completing BPPP and the
Savvy Aviator program.
LEE ROUSSELLE, Tonawanda, New York,
earned 110 paints for completing BPPP and
a fourth level of FAA WINGS.
CHARLES HARRISON, Sorasota, Florida, took
BPPP training and three AOPA online courses, earning 100 points.
JEFF COnON. Truckee, California, earned 140
points by completing two BPPP programs.
RICHARD HEBERT, Gainesville, Georgia.
amassed 110 poinfs with a combination of
King Schools Practical Risk Management
courses and AOPA online courses.
WOODIE DIAMOND, Harpers Ferry, West
Virginia, completed BPPP ground school.
attended seven recognized seminars at the
2006 ABS Convention, and finished 12 AOPA
online seminors for 185 points.
RICHARD SCHMIDT. Brookfield, Wisconsin,
completed two recognized formation flying
clinics, a King Schools Practical Risk
Management DVD course and four AOPA
online programs, for 160 paints.
PETE WISSINGER, Glencoe. Illinois, logged
200 points by earning his Commercial pilot
certificate, attending BPPP Mountain Flying
ground school and the Advanced Pilot
Seminar, and completing a level of FAA
WINGS.
LEVEL 2 ABS AVIATORS:
RAY LEWIS, Granbury, Texas, earned 160
points with a combination of a formation ftying clinic, AOPA online courses and recognized seminars at the 2006 ABS Convention.
STEVE BAGGERLY, Guymon, Oklahoma,
earned 100 paints by attending BPPP and
completing three AOPA online courses.
DOUG OLSON, Teterboro, New Jersey, completed 130 points of recognized training.
MIKE REANEY Westminster, California, earned
Level 2 status by completing a Savvy Owner
seminar and seven AOPA online courses.
WILLIAM DONAWICK. Kennett Square,
Pennsylvania, earned his second 100 paints
through BPPP and three AOPA online courses.
EUGENE KORNEY, Culver City, California,
earned 110 paints with a combination of
King Schools and AOPA online Iraining, a
level of FAA WINGS, and a USAF/FAA HighAllitude Physiology program including an
alii tude chamber "ride".
ROBERT BERNSTEIN, Oshkosh, Wisconsin,
earned Level 2 with a Proficient Flight, Inc.
simulator-based instrument refresher,
AOPA's GPS for IFR online course and 10
seminars at the 2006 ABS Convention-o
total of 100 poinls.
For information on how to participate, go to the ABS homepage www.bonanza.org and click on The ASS Avialor Program_
(Listed in the lower right-hand corner in the Of Nole section .)
GENERAL AVIATION NEWS
-----------------------------NON-ETHANOL FUEL FOR STC.
Auto-fuel STC holder Petersen Aviation
announced it is distributing non-ethanol 91 octane
automotive gasoline to three New England airports:
Minuteman (6B6) in Stow, Massachusetts (978897-3933); Skylark (7B6), East Windsor, Connecticut
(860-623-8085); and Plymouth (PVM) in Plymouth,
Massachusetts (508-746-2020).
For several yeors, only ethanol-blended gasoline has been available in New England, and gasoline sold at service stations in this region will continue to be a 10% ethanol blend for the foreseeable future. This makes it impassible for pilots in
Page 10375
-------~-
New England to find suitable gasoline for use with
auto-fuel STCs.
The EPA and those states that have opted into
the Federal Reformulated Gasoline (RFG) program
view automotive gasoline sold at airports solely for
use in airplanes to be "aviation" gasoline and therefore exempt tram the oxygenated-fuels requirements.
This makes it possible to import nOfl-€thanal gasoline
from ather states into regions like New England that
otherwise require oxygenates in automotive gasoline.
For questions, contact Todd L. Petersen,
Petersen Aviation, Inc" (308-832-2200, todd@
gtrnc.net. or visit wWVl.outofuelstc.com).
www.bononzo .org
-------- -----
---- ------------
ABS MEMBER tN THE NEWS
John
Perry
Jopling, Ballimore,
Maryland, has been
a pilot for mare
than 45 yeors. In
collaboration with
his artist wife Hazel.
they have written
and
illustrated
John. Ihe Airport Kid, on introduction to
the world of flying thraugh the eyes of
John, a 17-year-old bey. For more info,
visit www.johntheairportkid.com.
ABS August 2007
REGIONAL NEWS
---
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A portion of the NEBG fly-in participants gather lor a group shot at Dulles Airport.
North East Bonanza Group
On May 14, our NEBG fly-in
included 17 known aircraft with two
new variations of Bonanzas on the
line-a Beech Seneca and a Beech
Malibu- in addition to the Barons,
V-tails and straight tails. The group
photo shows about 50 of the 65 participants who arrived at Dulles airport.
Signature FBO graciously welcomed
everyone, and even though large person-
al jets li ned the apron, each of us
received personal attention .
Our group was transported to our
fly-in destination, the Udvar-Hazy Air
& Space Museum, which is part of the
Smithsonian. Admission was free and
touring the vast expanse of hangar space
could take several days without seeing
all the aircraft and space displays. We
delighted in viewing the initial flight
years of the fi ghter aircraft up through
the development and display of the loint
Strike Fighter, the displays of German
aircraft and leaming more about the history of rockets.
The rocket development takes one
into the Space Age section with many
examples of spacecraft including the
Space Shullie Elllerprise. One of the
early air-launched missiles had a V-tail
that one member tried to explain as
being the "first Bonanza." -A /all Witkill
ABS Augu st 2007
Southeastern
Bonanza Society
In six airplanes and almost as many
cars, a nice size group of SEBS members
took advantage of great weather on May
31 to stop by the Bonanza Heritage
Museum in Tullahoma, Tennessee, for
lunch and a tour with Harold Bost. Then
we continued on our way to Bowling
Green, Kentucky, home to everything
related to the Corvene automobile.
For those of us who like all things
mechanical, our visit to the General
Motors assembly plant where the
Chevrolet Corvelle and Cadi llac XLR
sports cars are made was especially
exciting. The word corvene means fast
or swif~ and the sleek new spons cars
we saw rolling off the assembly line
prove the name is appropriate.
From the assembly plant, we
crossed the street to (Our the Corvelle
Museum with its complete history of the
car, with memorabilia and profiles of
personnel who had a hand in its history.
The Corvene hardware just seemed to
ooze horsepower and squealing tires.
From racing to just sitting still, it was
easy to see its appeal and beauty.
Midmorning on Saturday, we were
off to Mammoth Cave where we were
treated to huge caverns, some the size of
multistory buildings. Park Service guides
gave us a history lesson that included legends and fact. For instance, Manlflloth
has 367 miles of documented caves, and
The COIvette Museum in Bowling Green. Kentucky, was one of the highlights 01 the May SEBS fly-in .
www.bonanza .org
Page 10376
there may be another 600 miles left to
explore.
With two more SEBS fly-ins this
year, 2007 will go down as a great year.
To join us for an SEBS fly-in , check out
www.sebs.org or call 941-575-2001.
- Jay Wilsall
Brazilian Bonanza Society
On April 14, we celebrated the first
anniversary of BBS with a fly-in to a
reson called Broa in Sao Paulo state.
We had 14 aircraft, including a very
nice 1999 B36TC.
The members also brought friends
and family, and we enjoyed the beautifullake view in front of the hotel while
having fun watching a formation flight
of three Bonanzas being photographed
for the cover of High, a Brazilian aviation magazine. After the photo session,
these airplanes made some low passes
over the hotel, delighting everybody
with an unexpected show.
The next day a 10-minute flight
took us to an airplane museum built by
TAM (a large Brazilian airline) in Sao
Carlos. We were impressed by rare
examples, such as a WWlI BFI09 and
Bonanzas in formation being photographed for the
cover of High magazine,
The RMBS group 01 Smith Foils in South Dakota where a 93' waterfall supplies the woter 10 the Niobrara River.
also the most beautiful Spitfire I have
ever seen. There were many light airplanes as well, such as Cessna L- I9
Bird Dogs, some Fairchilds and a V35B
belonging to the museum President
Joao Amaro.
After a good lunch, everybody flew
Finished cover of High magazine.
home. It was a really nice weekend.
-Luiz Gustavo J. Figueiredo, President
Rocky Mountain
Bonanza Society
ineteen members of RMBS
arrived at Valentine, ebraska, in eight
Bonanzas and one Duke on June 22 to
canoe the Niobrara River and explore
the surrounding area along the South
Dakota border.
The Peppermill Steakhouse in historic downtown Valentine was a perfect
location for a steak dinner cooked to
perfection followed by dancing to a
lively local band, which kept many of us
out past midnight!
Early Saturday morn ing we headed
for Berry Falls for a cool dip in the natural spring water that supplies the
Niobrara. Our next stop was Smith Falls
where spring water cascades 93' over a
sandstone cliff to also supply the river.
We completed a 22-mile trip downstream before returning to our hotel for
some much-needed R&R. Our evening
of prime rib and gambling at the
Rosebud Casino provided a perfect ending to a wonderful day.
Prior to departure on Sunday, many
of us took a tour of the Valentine
Historical Museum and learned much
about the local cowboys.
Once again we enjoyed a weekend
of adventure and friendship while learning about this wonderful country we are
privileged to live in. -ROil Schmidt
The BSS group of their firsl-onniversory fly-in 10 SOo Pau lo state.
Page 10377
www.bonanza.org
ABS August 2007
Northwest Bonanza Society
There has been talk of closing
Kennewick Airport, so Chep and Kay
Gauntt jumped right in and hosted our
third annual Beech Day fly-in on June 2
to demonstrate how valuable the airpon
is to the community. Gorgeous weather
encouraged pilots of 49 Bonanzas to join
the five Bonanzas based at Kennewick.
A nice surprise was the formation
arrival of the Beech Boys who were getting in a little practice for their upcoming flight to Oshkosh! We had folks
from Idaho, Oregon, Washington ,
California and Canada. Bruce Watts
from Woodland Aviation in Surrey, BC,
showed off a very nice new G36.
ABS President Jon Luy from Sutter
Creek, California, arrived with his wife
Polly and gave an overview of the history of ABS, an update on the spar issue,
an alert for parts corrosion and suggestions for lubricants. Jon 's pitch for new
members encouraged a few more to sign
up, an indication of his effectiveness.
Our tOlal of 88 memberships now
greatly exceeds the 50 required for ABS
recognition. Because of ou r rapid
growth, Jon said the ASS Board of
Directors had voted unanimously to
acknowledge NWBS as a regional,
despite being three months shy of our
one-year anniversary!
An FAA tower controller spoke
about radio etiquene and navigating
through Class D airspace. The Breitling
Watch folks gave away some wonderful
"Beech Day" hats and Tunle Aviation
provided T- hins.
Unfortunately, foul weather the day
of our planned fly-in to Oliver, British
Columbia, kept everybody away except
PBS fly·in attendees dan hard hots to lour Sutter Gold Mine at Sutter Creek, California.
the hosts and the organizers. Watch for
this one to be rescheduled next year.
-Johll Foose
Pacific Bonanza Society
On the weekend of June 15-17,
I I airplanes arrived at the Sutter Creek,
California fly-in. The weekend featured
a tour of the Suner Gold Mine-a modern hard-rock mine that is a pan of the
Lincoln Mine from which Leland
Stanford made his fonune. Stanford
founded Stanford University and helped
finance the Central Pacific Railroad.
Our fly-in turned into a real goldminer experience as we spent one entire
day in the "Mother Lode:' Early Saturday
morning, we donned our hard-hats,
climbed aboard the "Boss Rig" and traveled to the bottom of the mine for a comprehensive look into the gold-mi ning
process, including its historical progression from gold panning, to hydraulic ntining, to other hard-rock techniques.
Back at the airpon, we enjoyed an
interlude of some formation flying,
before being "trucked" for an hour over
three miles of a road that took us to
An NWBS fly-in to Kennewick Airport drew 49 airplanes in addition 10 the five that are based there-in on effort
to demonstrate the value of the locol airport.
ASS August 2007
www.bonanza.org
Roaring Camp at the bottom of a large
canyon. We toured the camp, the ntining
museum. tried our hand at "gold panning," then had dinner at the camp.
All was arranged by our hosts ASS
President Jon Luy and his lovely wife
Polly and me. And it turned out to be a
great weekend! -Dave Richards
After touchdown at Sacramento
McClellan Airport, activities on our PBS
fly-in to Sacramento's Jazz Jubilee May
24-27 began Thursday with a parade
through the streets of Old Sacramento.
Event planners Ray and Zana Redden
provided party favors for everyone.
On Friday and Saturday, jazz music
by more than I00 bands from all over
the country filled the air. There was also
a Swing Dance Extravaganza featuring
hundreds of top swing dancers.
Friday evening we had dinner and a
private after-hours tour of the Aerospace
Museum of California adjacent to
McClellan airport, featuring replicas of
devices developed by Leonardo da
Vinci. -Shal'OlI Lalldau
Hats and sporkty beads added to the PBS festivities
01 Sacramento's Jou Jubilee.
Page 10378
PLANNING
GUEST COLUMNIST BOB MACKEY SENIOR VICE
PRESIDENT FALCON INSURANCE AGENCY
ome of you will be planning to take the family on vacation before school begins. As we all know, there's a lot
that can go wrong as well as right, whether you are flying your airplane or taking the family SUY for your holiday
getaway. Travel is travel and a lack of preparation can result in
a delayed trip or even worse. an unhappy outcome.
Before you and your family launch. here are a few
thoughts that might help you. They all fall under the larger
topic of PLANNING!
S
Proficiency
How much have you flown in the past six months? 10
hours? Maybe 20? The question is: Are you proficient? It
makes no difference whether you are flying YFR or IFR,
there is no substitute for proficiency.
Stop reading right now and call the local flight school or
an instructor to schedule two or three hours of recurrent
training. Also consider going over your travel plans with
your instructor who might have experience where you are
headed or have a few suggestions for items you should be
thinking about and planning for.
Consider the airports en route
Your destination airport or others en route might be ones
you've never seen. Do take time to learn as much as possible
about each of them.
I remember one Thanksgiving Day I took a trip from
Aurora, Illinois, to Henderson, Kentucky. I thought I had
checked all the available information, but I ended up stopping in Effingham, Illinois. To my surprise, someone had
managed to construct a brand new control tower overnight
and here I was landing without talking to the controller ...
Seriously, there's nothing wrong with calling ahead to
make sure there aren't any surprises waiting for you during
your trip or at your planned destination.
What about your airplane?
Is your airplane ready for the trip? Even though the
annual inspection could be months away. make sure your airplane is in tip-top shape. There's a whole list of things you
can do as the owner to make sure your airplane is ready.
You can also ask the local mechanic to give your airplane a quick inspection. Again, one phone call, a little planning, and you' U be less likely to have problems during your
trip. Who knows? Buying a new tire at your local airport
where one is known to be available might save you money,
damage to your airplane and altered plans for your trip.
How much baggage?
Golf clubs, fishing equipment, enough clothes to outfit
an army, laptop (maybe you should leave your laptop at
home), skateboard (no, not for you). When was the last time
you loaded your airplane to full gross weight? When was the
last time you had to carefully do weight-and-balance calculations for your airplane at gross weight?
Most likely you have not recently flown your airplane at
full gross weight. Add the fact that you'll be flying into airports you've never seen, ones that perhaps have a runway
shorter or narrower than at home base
Consider shipping some of your stuff ahead, then only
take a couple of small bags in your airplane. You'll spend a
little money shipping, but the weight saving may far outweigh the full gross weight issue. Plus you can avoid the possible aroma of clothes headed to the washing machine as
soon as you get home.
Pilot fatigue
I just got back from a vacation in Florida and I needed
to get back to work not just to catch up but also to rest up
from all the fun I had. Don' t let fatigue drag you down! Both
your trip out and your trip back should be planned so you
will have plenty of time and options.
Trying to make it home, with or without weather issues,
is a prime time for fatigue-caused bad decisions. And if the
weather is a factor, stay one or two more days. It's better than
the possible alternative!
Insurance?
If you are flying outside the United States, you will need
the appropriate Certificates of [nsurance. Furthermore, are
there any restrictions or exclusions in your insurance that
may prohibit coverage based on where you will be flying?
There are two ways to be sure your airplane insurance is
intact. One. read your airplane insurance policy. Yes. for
some people that is as much fun as watChing paint dry, but
it's something you should do.
Two, call your insurance agent to provide information
about your plans, ask if there are any coverage issues and
also to get Certificates of Insurance as needed for your trip.
Be sure you have contact information for your agent and
your company in case something happens and you need
assistance. Have your agent go over what you should do
about insurance matters if something does happen. No one
wants to think about something going wrong, but plan for it
as much as you do all the rest of your planning.
I hope you get to take many fun trips with your airplane
and that each one goes smoothly. Proper planning provides the
best way to ensure you will have fun and enjoy safe flying.
Thanks to all members who have their insurance coverage through the ASS program administered by Falcon Insurance Agency. There is
no extra charge to the individual member, and Falcon's active sponsorship of ASS programs helps us expand services to all members.
The more members who use Falcon. the more clout the agency has in the aviation insurance industry on our behalf. If you're not port of
the ASS Insurance Program. we urge you to obtain a quote from Falcon prior to your next renewal.
THE LAST-MINUTE PITCH
ven though loads of people are coming to this convention, I won't stop promoting it till September 5 - and
then I'll immediately start promoting next year's! The
reason? After three decades of creating conventions, I'm a
true believer in their worth. Plus I've gone to enough of them
as a participant to judge that ABS puts on a dam good one.
About half the conventions I've attended were at my
own expense, so I pay close attention to what I'll get for my
money. That personal experience also tells me that what you
get at an ABS convention is a tremendous value - many
wOllhwhile seminars. a trade show of diverse product-service suppliers, and numerous meals and entertainment events
included in the registration fee. ot to mention the opportunity to rub elbows wi th fellow Beechcraft pilots.
But you know all that. So I've been searching for a really convincing, registration-inducing message. Then I read
ABS Memories on pages 10351 -52, and I found my inspirational message. The article features recollections by three of
the members of the first ABS Board, established in 1968-
E
Betty Haesloop, Hunter Bennell and Sam McCauley. Their
reminiscences echo with the pleasure of being involved in
the start of something extraordinary.
In particular, Belly - whose husband Ralph was the first
ABS executive director - writes fondly about the conventions and the fact that they were (and are) a wonderfu l means
of sharing the Bonanza experience. making lifelong friends
and creating lasting memories.
That's what the convention is all about. With over
10,000 members, ABS may strike some of you as impersonal. But those who allend the ABS Convention know beller.
For them, the Society is very personal, a community of old
and about-to-be friends . Because time and distance separates them, they relish the once-a-year
opportunity to celebrate their friendships and the airplanes they love.
That feeling of closeness to fellow Beechcraft pi lots isn't long-ago
and long-lost. It's still very much alive
if you want it.
Come experience ir or rhe Convention.
ABS MEMBERSHIP APPLICATION
Name: _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ __
Spouse: _ _ _ _ _ _ _ _ _ _ _ _ __
Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ __
CilyiState or CauntrylZip: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
(Work): _ _ _ _ _ _ _ __
Telephone (Home): _ _ _ _ _ _ _ __
Occupation:
Aircraft Model:
Yeor:
Dote of Birth:_ _ _ _ _ _ _ _ __
Fax:_ _ _ _ _ _ _ _ _ _ __
E-mail :__________________________
Serial # : _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Toil #: _ _ _ _ _ _ __
VOlUNTARY:
Check here to allow ABS 10 make your
o home phone number available to other members.
o work phone number available to other members.
o e-mail address available to other members.
Domestic (US. Conada. Mexico)
Foreign (includes additional postage)
US Dollars
• Family (each additional person; must be some household)
Life Membership (one-time payment)
Air Sofely Foundotion donation
555
5
593
5
525 eoch
5
51.000
5
525
5
(ASFdonotions ore voluntary & support safely. education & research projects)
TOTAL 5_ __
• Name(s) of addilianal family member(s)
o Check (payable to ABS)
o
VISA
0 MasterCard
Card Number: _ _ _ _ _ _ _ _._ _ _ _._ _ _ _ Exp. Dale: _ _ _ _ __
Nome of Cardholder (print): _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Cordholder Signature: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
LEARNED ABOUT ABS FROM:
~"IiP==",;see
20·23 • ABS SeNlce Clinic. Kalamazoo Aircraft
(AlO). Kalamazoo. MI.
11 • North East Bonanza Group Brunch.
SOUTH· Cambridge. MD (CGE). Contact Steve
Oxman [email protected]. or 410-956·3080.
16·19 • ASS SeNlce Clinic. Edmonds Aircraft
Services (ASH). Nashua. NH.
17·19 • Brazilian Bonanza Society Fty·in.
Pocos de Caldas in Minas Gerais Stole. Monreole
Resort YIW'W.monreole.com.br. Contact luiz Gustavo
+55-16-3810-1008. or [email protected].
18· Northwest Bonanza Society Fty·ln. Friday
Harbor (KFHR) for lunch and Roche Horbor
(y-IA09) for dinner.
23·26 • Pacific Bonanza Society Fly·in. Friday
Harbor. Victoria. BC. Contact Dean & Lindo Eldridge
[email protected] 360-659-6641 .
20·23 • Midwest Bonanza Society Fty·in.
Choftanoogo. TN. Contac!: Mark Eberly 317-844-8972
or [email protected].
2B·30 • BPPP Clinic. Waukesha. WI (UES)
70 ABS AVIATOR points
*
OCTOBER
6 • Northwest Bonanza Society Fly·in. The
Wings & Wheels Festival & NWBS Pig Roost.
ConlacI: Brion & Wendy McNeil mcneillbW@
northwestbononza.org
10·14 • Beech Party. Slaggerwing Museum.
Tullahoma. TN. Conlact: Harold BasI 770-719-0638 or
hbostmoil@oolcom.
!::lOlA.
~"" septeV\;l.ber-!
SEPT. 5-9, 2007
3·9 • Australian Bonanza Society. All New
South Australian Sofari. Contocl: David & Trudi
Herbert [email protected].
10 • Australian Bonanza Sociely 20lh
Anniversary Fly·in/Canference. Renmarl;. SA.
Contacf: Keith Duce [email protected].
10· North East Bonanza Group. Lumberton. NJ
(NI4). 2008 Planning Meeting. Contact: Joe
Weinberg jweinberg@Weinbergmccormick,com.
or 609-790·3130.
29·Dec·2 • ABS SeNice CliniC. CruiseAir (RNM).
Ramona. CA.
OECEMBER
12·21 • Australian Bonanza Society Soulh
Australian Sofart.
6·9 • Southeastern Bonanza Society Fly·in.
Stella Moris, Bahamas. Cope SonIa Maria .
Canlac!: SIeve & Elinor Kline 94 1-575-2001. [email protected] or [email protected].
SEPTEMBER
13 • North East Bonanza Group Fly·in.
Sarotaga Springs. NY (5B2) . Glider Flighls.
Conloc!:Alan Wilkin [email protected]. or860644-1136_
7·9 • Saulhwest Bonanza Society Annual
Christmas Party. Gaylord Texan Resort.
Gropevine, TX.. Conlacl: Nina & Boyd Proclor
903·856-0012 or [email protected].
5·9 • American Bonanza Society 40th
Anniversary Convenlion. Wichita. KS. Beech.
5 ABS AVIATOR points per identiffed
seminar,
13 • Northwest Bonanza Society Fly·in.
Boeing planl and privale museum Tour. Poine
Field. Everen. WA. Conlact: George-Carolyn
Luck@northweslbonanza .org
5·9 • Northwest Bonanza Society Fly·in. ABS
Convention In Wichila. Group flying and NWBS
bosh.
25·28 • Southeastern Bonanza Society Fly·in.
Callaway Gordens. GA. Conlacl: SIeve & Elinor
Kline 941-575-2001. [email protected] or
[email protected].
15 • Northwest Bonanza Society Annuat
Christmas Pony & Beech Parade. Celebrating
the first flight of the Bonanza (Dec 21, 1945) a
parade of Beechcroft airplanes. Contac!;
[email protected].
25 • North East Bonanza Group Brunch.
NORTH· Basin Horbor. VT (B06). Conlac!: Mike
McNamora 610-220-3140. or mikemcnamara
[email protected] _
*
7·9 · BPPP Clinic. Manchester. NH (MHT)
70 ABS AVIATOR poinls
*
7·9· European Bonanza Society Fty·in. Airport
Stade (EOHS) Germany. Dieter Schmiff presentation.
Contact: Bernhard Randerath [email protected].
13·16 • Pacific Bonanza Society Fly·in. Coffee
Creek Dude Ranch. Tnnily Cenler, CA. Contact: Russ
& Kathie Hocker [email protected], 925-736-7339.
14·16· North East Bonanza Group Fty·in.
Provincelown, MA (PVC). Conlact; Poul Damiano
[email protected] 860-646-3383.
26·28 • BPPP Clinic. SonIa Mario. CA (SMX)
70 ABS AVIATOR paints
*
.. .. ....................... ...... .... ...
..
FOR FURTHER DETAILS and more events,
visit the NEWS AND EVENTS link on the
ABS website <www.bananza.org>.
NOVEMBER
1·4 • ABS SeNice Clinic. Hagerslawn Aircraft.
(HGR). Hagerslown. MD.
2·4 • BPPP Clinic. Nortalk, VA (ORF)
70 ABS AVIATOR points
*
*
3·4 • Savvy Aviator Seminar. Tulsa, OK
30 ABS AVIATOR points
Join ABS' lifeti me learn ing
program and earn your designation as
an ABS Aviator. Events that earn points
toward ABS Aviator status are shown
with an asterjsk
<*).
ABS SERVICE CliNIC & BPPP SCHEDULES ARE ON PAGE 10341 . Register for Service Clinics online at www. bonanza.org
ar ABS headquarters: 316·945-1700. Contact the BPPP registration office to make arrangements: 970-377-1877 or fax 970·377·1512 .
0-- c.r:>
~:=::!
Ec c::;:;
2E ffi
::!!!E::::3C
AUSTRALIAN BONANZA SOCIETY www.abs.org.au
BRAlILIAN BONANZA SOCIETY www.bonanzaciube.com
EUROPEAN BONANZA SOCIETY www.beech-bonanza.org
MIDWEST BONAiNZA SOCIETY www.midwestbonanza.arg
NORTH EAST BONANZA GROUP www.northeastbonanzagraup.cam
Page 10381
NORTHWEST BONANZA SOCIETY narthwestbonanza.arg
ROCKY MOUNTAIN BONANZA SOCIETY www.rm bs.ws
PACIFIC BONANZA SOCIETY www.pacificbonanza.arg
SOUTHEASTERN BONANZA SOCIETY www.sebs.org
SOUTHWEST BONANZA SOCIETY, INC. www.sauthwestbananzo.com
www.bononzo.org
ABS August 2007
Take a quantum leap forward in engine management ...
l
... and follow the new leader.
The AuRACLE™, by Xerion.
Complete engine situational awareness™
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Imagine. The capability to fly your aircraft without the continuous task of glancing
over a cluster of outdated engine instrumentation wondering if your attention is
better directed elsewhere.
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The AuRACLE's ability to display your engine data on its vibrant 5 .0" sunlight
readable display is unrivaled in its human factors, functional redundancy, and
military-grade reliability. The AuRACLE constantly monitors your critical engine
parameters, alerting you to unexpected changes using its advanced exceedance
monitoring system. Intelligent warning messages are displayed prominently,
allowing you to immediately recognize and interpret a critical situation.
Innovation. The AuRACLE network architecture allows the installation of the
remote-mounted Engine Interface Unit [EIUJ on the engine-side of the firewall.
reducing firewa ll penetrations to one.
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Engine analyzer "normalized"
To find out more visit www.xerionavionix.com
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