American Bonanza Society

Transcription

NOVEMBER 2015
•
VOLUME FIFTEEN
•
NUMBER ELEVEN
AMERICAN
BONANZA
SOCIETY
The Beechcraft
Legacy of
Dr. B.J. McClanahan
The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts
Call today 1-800-259-4ABS
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see the care and maintenance of Faith, and prompt response to
any aircraft insurance questions are only a few reasons I always
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Shirley Roberts, American Bonanza Society Member #7126
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Contents
NOVEMBER 2015
AmericAn
BonAnzA
Society
•
VOLUME FIFTEEN
•
NUMBER ELEVEN
AMERICAN
BONANZA
SOCIETY
The Beechcraft
Legacy of
Dr. B.J. McClanahan
ABS
2 President’s Comments:
Leader and Caretaker
by Cameron Brown
4 Operations
by J. Whitney Hickman & Thomas P. Turner
54 ABS Maintenance Academy
The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts
November 2015 • Volume 15 • Number 11
ABS Executive Director
J. Whitney Hickman
ABS-ASF Executive Director & Editor
Thomas P. Turner
Managing Editor
Jillian LaCross
Technical Review Committee
Tom Rosen, Stuart Spindel,
Bob Butt, George Brown and the
ABS Technical Advisors
Graphic Design
Joe McGurn and Ellen Weeks
Printer
Village Press, Traverse City, Michigan
American Bonanza Society magazine (ISSN
1538-9960) is published monthly by the
American Bonanza Society (ABS), 1922 Midfield
Road, Wichita, KS 67209. The price of a yearly
subscription is included in the annual dues of
Society members. Periodicals postage paid at
Wichita, Kansas, and at additional mailing offices.
No part of this publication may be reprinted
or duplicated without the written permission of
the Executive Director.
The Society and Publisher cannot accept
responsibility for the correctness or accuracy
of the matters printed herein or for any opinions
expressed. Opinions of the Editor or contributors
do not necessarily represent the position of
the Society. Articles or other materials by and
about organizations other than ABS are printed
in the American Bonanza Society magazine
as a courtesy and member service. Except
as expressly stated, their appearance in this
magazine does not constitute an endorsement
by ABS of the products, services or events of
such organization. Publisher reserves the right
to reject any material submitted for publication.
Annual Membership Dues:
•Domestic (US/Canada/Mexico) — $65 (US)
•Two Year Domestic (US/Canada/Mexico) — $124 (US)
• International — $103 (US)
•International (online magazine only) — $65 (US)
•Two Year International (online magazine only) — $124 (US)
•Additional Family Members — $27 each
• Life membership — $1200
Contact ABS Headquarters for details.
Postmaster: Send address changes to American
Bonanza Society magazine, P.O. Box 12888, Wichita,
KS 67277-2888. © Copyright 2013.
Send Articles/Letters To: American Bonanza
Society Magazine Publication Office, P.O. Box
12888, Wichita, KS 67277, Tel: 316-945-1700,
Fax: 316-945-1710, E-mail: [email protected],
Website: http://www.bonanza.org. Please note:
Copy & photos submitted for publication become
the property of the Society and shall not be
returned. Articles submitted with pictures receive
publication preference.
The American Bonanza Society serves Beechcraft
enthusiasts by sharing valuable safety, technical, and
educational resources, and by promoting interaction
among and advocacy on behalf of its members.
F LYI N G
10 On the Cover: The Beechcraft Legacy
of Dr. B.J. McClanahan
by Thomas P. Turner
22 Why We Fly with an AOA
by Tom Rosen, Fred Scott, Al Aitken, Jack Stovall
28 Baron Pilot: VSSE by Thomas P. Turner
30 BPPP: Logging Instrument Approaches
for IFR Currency by Thomas P. Turner
42 Safety Pilot: Stall on the Go by Thomas P. Turner
50 ABS at AOPA
Colorado Springs Fly-In by Jay Burris
O W N ERSH I P/ M A I N T E N A N C E
14 The Case for Shoulder Harnesses
by Howard Johnson
18 Beech on a Budget:
Budget Door Lock Cylinder
Solution by Mike Caban
36Insurance:
Insurance Issues When Selling Your Aircraft
by Barry Dowlen, President, Falcon Insurance Agency
39 Paperless Logbooks by Henry Fiorentini
D EPAR T M E N T S
3 Call for Nominations
6 New Life Members
46 Regional News
52 New Airworthiness
Issues
56 Member News
72 Forum
80 ABS Contacts
57 Surly Bonds
73 Classified Ads
59 Tech Talk
78 ABS Board
80 Display Advertising
Index
66 Tech Tips
79 Events Calendar
1
w w w. b o n a n z a . o r g
ABS President’s Comments
Leader and
Caretaker
By Cameron Brown
I
’m deeply honored to have been elected by the ABS Board of
Directors to serve as the 2015-2016 President of the American
Bonanza Society. Joining me as elected officers for this Board
year are Vice President Paul Damiano, Treasurer Howard Johnson,
and Secretary Stu Spindel.
I take seriously ABS and the ABS
Air Safety Foundation’s actions that
support members’ interests and
the reasons they part with their
membership dues and voluntary
donations. Over the past several years
ABS has embarked on a long-term
plan for improvement and growth,
guided by the Board and led by our
full-time executive directors. This
strategy has permitted creation of
numerous new member products and
services that go far beyond what ABS
traditionally offered, even though we
could have easily rested on our laurels
as the type-club industry leader.
At the ABS Board meeting in
Orlando before the 2015 Convention
2
we approved a fiscally conservative
yet member service-intense 2016
operating budget. The separate
Air Safety Foundation budget,
also approved during the Orlando
convention, is equally sound and
responsible, while fully supporting
the current ASF three-year strategic
plan for enhancing Beechcraft owner,
pilot, mechanic, and flight instructor
resources, support, and advocacy.
During my time as Board president
I will develop a long-term manage
ment plan with ABS Executive
Director Whit Hickman and ASF
Executive Director Tom Turner
to assure that high-level member
services continue, giving you even
AMERICAN BONANZA SOCIETY
more value for your ABS membership. We’ll see the completion of
an enhanced ABS website that will
complement BPPP training and
aircraft technical service and support.
We’ll stay close to the direction of
Textron Aviation as manufacturer
of new Beech airplanes; I think as
Textron Aviation looks to the future,
so should ABS. ABS will continue
to tout our strength as the go-to
resource for authoritative, expertverified Beechcraft technical and
operational information.
An individual ABS president’s
time on the Board is fleeting. My
year as the Society’s Board leader
is also my last year of eligibility
to serve on the Board of Directors,
and it will go by fast. Although my
term will last only a year, I’m the
leader and caretaker of a long-term
effort, and will work hard to keep
ABS’s momentum going. I see my
role as president as being an advisor to the ABS Headquarters staff,
and leading the Board of Directors
to remove any obstacles so that the
Society and the Foundation continue
their long-term strategy and work even
more for you.
I look forward to hearing your
ideas, and working with the Board,
Whit, and Tom to make my year as
president the best ever for ABS, and
ensuring that subsequent years will
be even better than that. Thank you
for entrusting me with the great honor
of serving as your ABS president.
Cameron Brown began his career
directing a University of Wisconsin think
tank, leading to creating an applied health
care technology business for hospital and
physician analytics. He also acquired Stark
Brothers Nurseries & Orchards, the secondoldest corporation in the United States now
approaching its bicentennial year. Cam sold
the medical business in 2015 and flies his
G36 managing Stark Brothers.
NOVEMBER 2015
Photo courtesy of Paul Bowen
AmericAn
BonAnzA
Society
Call for Nominations
Here’s your chance to serve the members
of the American Bonanza Society. The ABS
Board of Directors has one opening to begin
service in late summer 2016:
AREA 4:Open to members with primary residence in
Illinois, Iowa, Missouri, Minnesota, or Wisconsin.
Directors participate in two to three live Board meetings
annually, and Board conference calls usually held every other
month. Direct expenses are reimbursed following ABS Board
policy. ABS Directors also serve as the Board of Directors of
the ABS Air Safety Foundation.
From the ABS Bylaws:
 ABS Directors serve a three-year term and may serve two
terms consecutively. Each director shall be a member of the
Society in continuing good standing. That director shall have
in force a current FAA Medical Certificate or foreign country
equivalent, or, if not having one, be involved in the appeals
process to have a denied certificate reinstated. A candidate
for a directorship must have a primary residence in his/her
designated Geographic Area, shown as the primary mailing
address in the ABS membership database, for no less than
one year before being nominated.
 For full details, see the ABS bylaws, posted in “Corporate
Information” in ABS Hangar Flying.
 To nominate a member or yourself for this Area Directorship,
or if you have questions, contact the ABS Nominating Committee Chairman Paul Damiano at [email protected]
or 860-306-3441.
Deadline for nominations is
November 30, 2015.
Volume 15 • Number 11 Quality
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3
Operations ABS
By J. Whitney Hickman
2015 ABS
Convention
O
rlando, Florida, was the site of the ABS Convention for 2015.
More than 300 members and guests participated in the threeday event located at the Gaylord Resort and Spa Hotel.
Textron Aviation hosted and
sponsored our welcome reception
outside on the lawn on Thursday
evening. Friday and Saturday
mornings’ Daybreakers breakfasts
were sponsored by Falcon Insurance.
Glenn Huckeba, control tower
manager for Kissimmee Airport, was
our guest speaker and he shared how
his tower operates in conjunction
with surrounding airspace and
Orlando International Airport.
Saturday morning was the ABS
Annual Meeting where three new
Board members were introduced:
Paul Lilly, Area 3; Phil Jossi, Area 6;
and Kelly McBride, Area 8. Welcome!
Treasurer Cameron Brown gave a
positive update on the ABS and
ASF finances as we enter the fourth
quarter of this fiscal year. An audited
report will be published in ABS
Magazine in early 2016. President
Bob Goff gave an update and state of
the ABS and ASF. Your new officers
for the Board of Directors for 201516 are: President, Cameron Brown;
Vice President, Paul Damiano;
S e c r e t a r y, S t u S pindel ; a nd
Treasurer, Howard Johnson.
T he convention concluded
Saturday evening with a banquet
sponsored by D’Shannon Aviation. We
recognized various persons in ABS
4
and the General Aviation community,
and honored the three outgoing
Board members for completing two
three-year terms: President Bob
Goff, Vice President Ward Combs,
and Board Member John Annable.
Congratulations, and thank you
for your leadership and service to
our membership. Tom Turner, ASF
executive director, presented member
Bob Benda of Centennial, Colorado,
the ABS Airmanship Award.
ASF executive director Tom Turner
presenting Bob Benda the ABS
Airmanship Award.
New ABS President, Cameron Brown.
Past ABS President, Bob Goff.
Co-keynote speakers were ABS
member and Embry-Riddle Aero
nautical University Vice President
for Corporate Relations, Louis Seno,
and Dr. Pat Anderson, also of EmbryRiddle. They spoke about GA and
its relevance on Capitol Hill. Dr.
Anderson gave us a brief introduction
to the future of aviation, research
and opinions on avgas, electric and
hybrid aircraft, and what his students
are exploring in the classroom. ABS
recognized their efforts and the
strong relationship we have built
with the university by presenting the
Embry-Riddle Dream Soars program
with a $1,000 donation. Shasta Waiz,
Embry-Riddle graduate student, will
be flying a Bonanza around the
NOVEMBER 2015
Shasta Waiz, Embry-Riddle graduate student with ABS executive director Whit Hickman.
world as part of the Dreams Soar
science and technology education
program.
Thank you to the exhibitors and
seminar speakers who attended
Volume 15 • Number 11 and shared their knowledge and
products to assist us in becoming
safer and better pilots. Thanks to
all the members and guests who
attended and made the event a
great success. We appreciate your
support. Thank you to our sponsors
for the ABS Convention:
• Falcon Insurance – Major Sponsor
• Textron Aviation – Major Sponsor
• D’Shannon Aviation
• Village Press
•Aspen
• RAM Aircraft
• Waypoint Aviation
• Eagle Fuel Cells
• Windward Aviation
• SRS Aviation LLC
• Select Airparts
• Spruce Creek Reality
• Double M Aviation
Mark your calendars and join
us in Wichita, Kansas, for our
50th Anniversar y Homecoming
celebration, September 21-23,
2017. Don’t miss out on this great
celebration, and visit the factory and
all the festivities at the home of the
Beechcraft, where it all began.
5
New Life Membership
ABS extends a warm welcome
to these members who have recently
become ABS Life Members.
Konnie Sasser
Granbury, Texas
More 300 members and guests participated in the 2015 ABS Convention.
ABS will be participating at Sun
’n Fun, EAA Oshkosh (where we’ll
hold the ABS Annual Meeting), ABS
regional fly-ins, and AOPA regional
fly-ins in 2016. Watch the calendar at
www.bonanza.org and in the magazine for dates and locations as they
are confirmed.
Life Member Campaign
a Success
ABS launched its annual Life
Member Campaign beginning this
July through the time of the Convention. I am happy to report a total of
53 new Life Members joined during
the campaign, bringing our total Life
Membership to nearly 800 members.
We had more than 100 Life Members
and guests at our annual luncheon
at the ABS Convention. Thanks to all
who were able to attend!
Whether you have been a member for 20 years or two, an ABS Life
Membership is a convenient way to
continue your relationship with ABS
for a lifetime, without the hassle of
annual renewals. Take advantage of
the $10 discount for each year you
have already been a member (up to
20 years or $200). You may pay all at
once or in two installments within
a year. If you would like to learn
more about ABS Life Membership
or are interested in making an ABS
lifelong commitment, please contact
me at [email protected] or Lauren
Bayless, member services director,
at [email protected].
Allen Coffin
Lorten, Virginia
Steven Lamb
Homossa, Florida
Robert Nordheim
Maitland, Florida
Jan Aarsheim
Marion, Massachusetts
Drew Anderson
Kent, Washington
Clyde Kornegay
San Benito, California
Dr B. Rhomberg
Elm Grove, Wisconsin
Randy Carmichael
Melbourne, Florida
Paul Lilly
Port Orange, Florida
John Bettendorf
Hobe Sound, Florida
J. Whitney Hickman
Executive Director
[email protected]
Marty Noonan
Amery, Wisconsin
Glen Duncan
Annisten, Alabama
Edie Craddock
Paris, Ontario, Canada
Alberto Ribas
South Miami, Florida
Jason Ogle
Fernandina Beach, Florida
James Courtney
Melno Park, California
Scotty Crane
Poplar Grove, Illinois
James Martin Jr
Clearwater, Florida
6
NOVEMBER 2015
Operations ASF
By Thomas P. Turner
We’re in
Great Shape
A
BS Executive Director Whit Hickman will tell
you that the Society’s income comes almost
equally from three sources: membership dues,
income from the Falcon Insurance affiliate program, and profit from display
advertising in ABS Magazine. We really appreciate your patronage of Falcon
and the advertisers in our magazine, because the income from these sources
keeps your membership costs low.
The ABS Air Safety Foundation
is in great financial shape also. The
Foundation does not, however, benefit
directly from member dues, the Falcon
program, or magazine ad revenue. Almost all of ASF’s operations are paid
directly by member donations and
sponsorships of ASF products and services. That’s why you’ll find a four-page
insert in this month’s ABS Magazine
asking for your financial commitment
to continue to enhance ASF programs
and create new ones.
Your donations to the not-for-profit ABS Air Safety Foundation make
possible no- or low-cost products
and services such as BPPP, the ABS
Maintenance Academy, the ABS Flight
Instructor Academy, Service Clinics,
technical services, FAA and industry
advocacy. Please look at the insert to
see how much ASF has done with your
generous donations in the past few
years, and what we’re working on for
the future…all because of your support. Please consider renewing your
commitment to meet the ASF mission – to protect lives and preserve
the Beechcraft fleet – and donate at
www.bonanza.org/asf or by calling
ABS at 316-945-1700. We’ll continue to
turn your donations into products and
services that make you and your family
safer and enhance your Beechcraft
ownership experience. Thank you.
8
Loss of Control
The National Transportation Safety
Board (NTSB) has long identified loss
of control in flight – in almost all cases,
an aerodynamic stall – as the leading
cause of fatal crashes in general aviation. The online Beechcraft Pilot Skills
Enhancement (“BPPP Recurrent”)
program, “The Truth About Stalls,”
explores the causes of loss of control
in flight (LOC-I) in Beech airplanes,
pointing out data that the majority
of stall-related fatalities in ABS-type
airplanes are power on stalls during
go-around or a missed approach. “The
Truth About Stalls” (free to members
in the ABS Online Learning Center)
suggests procedures and techniques
you can use to avoid LOC-I.
You’ll also see an increased effort to
teach Angle of Attack (AoA) awareness
and stall avoidance in this and other
issues of ABS Magazine. This month
we’ll begin a multi-part series on AoA
indicators by Fred Scott, Al Aitken,
Jack Stovall, and past ABS Board
member Tom Rosen. Also in this
issue I include some impressions of
flying the new Aspen Avionics AoA
indicator in “Safety Pilot: Stall on
the Go.” And in future issues you’ll
read what I learn from Liberty Uni
versity in Lynchburg, Virginia, which
has implemented an AoA-based pilot
training curriculum for its Private
and Commercial Pilot students using
Alpha Systems angle of attack indi
cators in its fleet of training airplanes.
It’s my hope to bring this life-saving
knowledge and experience to ABS
members through updates to the
Beechcraft Pilot Proficiency Program.
As I write this (early October) I’m
preparing to travel to Washington, D.C.,
to participate in an NTSB forum on
LOC-I. “Humans and Hardware: Preventing General Aviation Inflight Loss of
Control.” The forum will feature presentations from pilots, instructors, general
aviation advocacy groups, the Federal
Aviation Administration, and manufacturers of potential technological
countermeasures, among others. Topics addressed will include an overview
of the types of loss of control accidents,
human performance and medical issues, potential training improvements,
and technological enhancements that
can reduce loss of control accidents.
I’m honored to be making a presentation on behalf of ABS as part
of the Pilot Training Solutions panel.
I’ve been asked to address the role of
aircraft Type Clubs in teaching and
communicating information about
LOC-I; the design and implementation
of LOC-I avoidance, recognition, and
recovery in type-specific transition
training (“checkout”) and recurrent
training; and teaching scenarios relating to LOC-I in instrument meteoro
logical conditions (IMC).
The NTSB forum, convened and
chaired by NTSB member and ABS
member/B36TC owner Dr. Earl Weener
will be recorded. By the time you read
this magazine the recording will be
viewable at www.ntsb.gov. Watch ABS
Hangar Flying at www.bonanza.org
for the direct link to the video when
it becomes available.
NOVEMBER 2015
New
BPPP Instructors
ABS is very pleased to welcome
Thomas “T.J.” Johnson of Munster,
Indiana, to the ranks of
accredited BPPP flight
instructors. Holder of
a Bachelor’s Degree in
Aviation and a member
of both the National
Association of Flight Instructors
(NAFI) and the Society of Aviation and
Flight Educators (SAFE), TJ is qualified in Bonanzas and Barons including
the G36 and G58. ABS past president
and longtime BPPP instructor Craig
Bailey served as TJ’s BPPP standardization instructor.
Welcome and congratulate the
newest BPPP accredited flight instructor, Jeff Holshouser of Riverside,
California. Jeff comes to us recently
retired from a
major airline
with over 35,000
hours of flying
time. Jeff started
his flying in the
Air Force and
through a 27
year career, mainly flying the KC-10.
Concurrently he was an instructor
and evaluator on the KC-10, and the
MD-80 and B-737 with the airline. Jeff
has over 500 hours flying and instructing in Bonanzas, Barons, and King
Airs. He has owned a V35B, Baron
58, and a turbonormalized A36, and
is proficient in all models of Garmin
avionics and various autopilots.
Dan Brennan served as Jeff’s
BPPP instructor standardization pilot
and reports Jeff is “a pleasure to fly
with, a very experienced pilot.” Jeff
responds, “Dan did a fantastic job
on the evaluation. We spent a long
time discussing things and going over
the airplane. Very informative. Also,
he showed me a few very helpful
techniques for teaching the Beechcraft
product. I look forward to passing his
wisdom on to others!”
Volume 15 • Number 11 AMERICAN BONANZA SOCIETY
9
The Beechcraft Legacy of
Dr. B.J. McClanahan
Photo courtesy of Tony Lavan
On the Cover
By Thomas P. Turner
D
r. Berry Judson “B.J.” McClanahan was a co-founder and driving
force behind the creation of the American Bonanza Society. Since
inception in 1967, the Society has grown to become a worldwide
organization and fellowship of more than 9,000 pilots, mechanics,
and enthusiasts for Beechcraft Bonanza, Debonair, Baron, and Travel Air
airplanes – sharing in the passion for personal flight by communicating safety
and technical information as B.J. demonstrated and pioneered so long ago. We remained in touch with him as recently as early July and are saddened to
know he is gone. Dr. McClanahan passed away on July 11th.
ABS Executive Director Whit Hickman was in frequent communication with
B.J. in the months before his death. ABS was hoping to be able to publicly
recognize and thank him for his work and vision at the 2015 ABS Convention,
which was near B.J.’s home at Sanford, Florida. B.J. happily accepted Whit’s
calls from his hospital bed, and it became obvious he would not be able to
appear at the ABS Convention. We had planned to visit him and thank him
personally during our time in Orlando, but that was not to be.
ABS expresses its sincere condolences to his family and friends, and gratitude
for all Dr. B.J. McClanahan did to help us realize the joy of personal flight.
10
O
ur co-founder B.J. McClanahan’s
legacy is manifold, but for
most ABS members he is
remembered for his role in setting this
organization in motion. It gives us pause
to look at his vision for the American
Bonanza Society, and to gauge whether
we are adequately fulfilling that vision
today. Going to the source, let’s see how
he spelled out his goals for ABS on page
2 of the very first issue of what became
ABS Magazine:
How? Why? What?
When? Where?
These are the questions that have
hounded us over our many years
of flying. True, we are all pilots. We
can navigate from point A to point B.
We understand what a slip or a skid
is. We know aerodynamically what
makes a plane fly. We probably have
NOVEMBER 2015
absorbed all the fundamentals that
our instructors imparted, but then we
got our license! In most cases, the next
time we saw a flight instructor was
when we were trying to qualify for an
advanced rating or when we needed
special instruction to enable us to fly
our variable pitch prop, retractable
gear aircraft. Even at that, we only permitted ourselves the minimum time it
took to get the job done.
Since then, it became quite obvious
that there was much more to flying that
just what we were formally taught.
As experience and exposure to our
Bonanza increased, we started to
wonder: why the stigma many years
ago to an aerodynamically clean, high
speed aircraft. We realize now that it
was not the machine (the Bonanza was
20 years ahead of its time) but rather the
pilot who could not accumulate enough
experience and know-how. He could
not trade ideas and experiences with
other pilots of the same class. The
Bonanza was a new innovation and
there were very few really qualified
pilots. Even today, to most of us there is
still so much we would like to know that
it would take many thousands of hours
of flying to touch on each experience.
This is but one of the reasons that
the American Bonanza Society came
to be. Two Bonanza instrument pilots said to one another, “Wouldn’t
it be nice if there were a method of
exchange whereby we could become
more knowledgeable about Bonanzas
quickly and directly?”
There are small mechanical things,
but yet important things, that many
Bonanza pilots are not aware of. For
example, in your retractable landing
gear housing there is a piece of fabric that has been the cause of some
cases of non-operating gear. This is
something that should be checked
periodically and there will be an article and pictures on this condition in
a future bulletin. How any of us know
of its existence? How many of us have
checked it in our last 50 hours?
Volume 15 • Number 11 We would like to extend the range of
our bird. What aux tanks would do the
best job to satisfy our purpose? Which
give the greatest capacity, yet will not
cause us to lose air speed and endanger
the C.G.? How about installation of
radios? What make? Where to install?
How can we modify the panel for the
best utility of all instruments and radios?
To answer these questions is the true
purpose of the American Bonanza
Society. Our intent is to analyze what
has taken years to accumulate and
put it into brief summary form (so it
will not be necessary to search for
the meaning). Nor will it be necessary
to study Piper, Cessna, etc., before find
ing the information as it pertains to
our Bonanzas.
We intend to give you both an
exact technical bulletin and a brief
interpretation in each publication
so that if a bulletin pertains to your
model it will be there for your consideration. If it does not, our summary
will make you a more knowledgeable
Bonanza owner.
We would like our members to
know that the American Bonanza
Society will be a non-profit organization. We are not sponsored by or affiliated with the Beechcraft Corp. or any
other organization. We are just pilots
who have spent many years gathering
information that has convinced us that
our aircraft is the most wonderful one
in the air. We would like to make the
“why’s” known to those who care.
To date, the response has been
tremendous, and some of the questions
have been wonderful. We will publish
some of these and answer others, so
that we can get your reaction. We
solicit any information or articles
you would like to have included, but
remember – they must be restricted
to the HOW? WHY? WHAT? WHEN?
WHERE? of the Beech Bonanza.
I
n addition to the tribute to Walter
Beech and the statement of the
founders’ vision, the first issue of the
ABS newsletter contained these items:
• Beechcraft Service Letters, Service
Bulletins, and FAA Airworthiness
Directives. This is a description of
the focus and differences of each
of these types of bulletin.
•Model 35 Wing Spar Directive.
This describes the 1952 Beechcraft
Service Bulletin regarding cracks in
the early, tubular wing carry-through
sections. “Our present opinion is that
the best solution to this problem is
replacement of the front truss with
a new aluminum truss (Beech Kit
35-694), which cost about $1500
installed,” advised ABS.
• Low Fuel Take-Off. This comments
on a then-new Beechcraft Service
Letter concerning takeoff with low
fuel levels in either main tank.
•The Bonanza and Rime Ice. This
is an editorial about the Bonanza’s
handling while contaminated with
rime ice.
11
member #2 of Arkport, New York)
co-published the first ABS newsletter.
Shortly after he wrote his vision the
Society was incorporated; its structure
was as a for-profit corporation but it
has always operated at break-even for
the members’ benefit.
In 1979 the ABS Air Safety Founda
tion was added as a not-for-profit partner corporation in part so that ABS
members can obtain a tax deduction
for supporting ABS’s educational
programs. A small full-time staff was
added to better serve members and
support the growing need for ABS
services. ABS added Technical Advisors to augment Beechcraft’s customer support and better communicate
ABS’s growing “tribal knowledge”
about Beech airplanes. Service Clinics began shortly afterward, and the
Foundation created BPPP in 1983 to
address the pilot side of safety and
information sharing. Later owners of
Barons, Travel Airs, and Debonairs
were formally added to the membership and support mix. The ABS
newsletter grew into a professionally
produced periodical – while retaining
its focus on technical and operationally oriented information. The Internet
has created many similar discussion
forums, but the difference is that ABS
vets and organizes the information,
as Dr. McClanahan said, “to analyze
what has taken years to accumulate
and put it into brief summary form so
it will not be necessary to search for
the meaning,” without having to shift
through the chatter of information that
does not pertain. All ABS products
and services strive to deliver what Dr.
McClanahan demanded: the HOW?
WHY? WHAT? WHEN? WHERE? of
owning, flying, and maintaining the
Beechcraft Bonanza, Debonair, Baron,
and Travel Air.
I’ll leave it to you, the members
of ABS, to decide if we’re properly
honoring the Beechcraft legacy of
Dr. B.J. McClanahan. His vision has
created the world-leading type club
organization we all enjoy and benefit
from today. If you have any personal
memories of B.J. McClanahan or
the early days of ABS you’d like to
share, please let us hear from you at
[email protected].
Photo courtesy of Tony Lavan
The newsletter reproduced the
Beechcraft Service Bulletins about
tubular spar inspection and replacement, the hazard of fuel starvation during “turning-type takeoffs” in Bonanzas
with low fuel levels, and modification
of the fuel cell vents as a protection
against fuel starvation as a result of
vents being obstructed by ice. A fourth
Service Letter on recommended use
of the Beechcraft 84-inch diameter
propeller on certain E-Series engines
made up the back cover of the first,
eight-page issue.
In ABS’s very first member commu
nication the pattern was already set:
distribution and informed commentary on maintenance and airworthiness
issues, aircraft modifications, Beechcraft systems and limitations, and typespecific pilot technique education.
ABS has grown phenomenally in
the years since Dr. McClanahan and
co-founder Henry Schlossberg (ABS
12
NOVEMBER 2015
The Case
for Shoulder
Harnesses
By Howard Johnson
I
t was a day like any other day at the office
– until the phone started ringing. I suddenly
received several calls and e-mails asking,
“That wasn’t you in the Bonanza at Paine Field,
was it?” I jumped over to Google and found
local media breaking the story of a Bonanza that
crashed off the end of my home field runway near
Everett, Washington. Initial reports were of two
injured occupants. Reports later in the day stated
it was an F35 and that one of the occupants had
died on the scene. Later, as friends around the
airport tried to piece things together, I learned
that it was a new owner getting checked out, and
it was the instructor who had perished. All I could
think was, I hope it wasn’t one of the two great
guys I’ve flown with several times.
14
The instructor’s name was released
two days later. Much to my dismay,
it was George E. Luck, former BPPP
instructor and one of my favorite guys
to fly with. George had been in the Air
Force Academy’s second-ever class
and became a test pilot, flying just
about everything the Air Force tested.
During his career he was deployed to
a Special Operations unit in Thailand
during the Vietnam war, and served
at the Pentagon twice, once with the
Joint Chiefs of Staff. After retiring from
the Air Force he worked in flight test
at Boeing for 15 years. Needless to say,
George was an awesome guy to fly
with. He was very humble and didn’t
talk much, but if you could get him
going, he had some amazing stories
to share.
I e-mailed the story including
photos to ABS to let them know.
George’s cause of death was stated
as blunt force injuries to the head
“Using shoulder belts
in small aircraft would
reduce major injuries by
88% and fatalities by 20%.”
– Federal Aviation Administration
and chest. Tom Turner and I had a
series of e-mail exchanges that day
that went something like this:
Tom – “I am incensed that lives
are being lost in what appears from
the photos to have been a survivable
accident with shoulder harnesses.”
Howard – “I’m ordering harnesses
for my plane this afternoon.”
Tom – “Thank you for doing this
for yourself, your passengers, and the
future owners of your V35B.”
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I
hopped on our ABS website and
opened the latest issue of our
magazine. We have two advertisers, B.A.S. Inc., with a four point
system, and Alpha Aviation with a
three point diagonal system like a car
(and the factory shoulder harnesses
in later Beechcraft). Tom agreed that
given the choice, evidence supports
that the four point system offers more
protection. I called B.A.S. and they
were very knowledgeable on the
Bonanza. They described where to
look on the top of the plane for a
grouping of nine rivets, indicating
harness attach points that were
built into the plane. Beech can do
no wrong in my book, but why they
put the attach points there and didn’t
hang some harnesses on them is way
beyond me. At any rate, the installation
was a simple process of measuring
and then pinpointing the location
of the attach plates from inside, and
then cutting the headliner per the
16
“The primary cause of
serious and fatal injuries in
general aviation accidents
is the unrestrained or
partially restrained
occupant…
The use of properly
designed and installed
shoulder harnesses would
help prevent impact of the
head and upper torso – the
areas struck most often
during crash conditions.”
– National Transportation
Safety Board
supplied template. Mark at Regal Air
here at Paine Field knocked it out in
three hours, including updating the
paperwork, etc. No STC was required.
The finished product is beautiful
and very comfortable. It is important
to assure that you have the lap portion
buckle centered and secure so that
the shoulder harnesses don’t pull it
upward. One other lesson I learned
about securing your lap belt: A few
years out of high school, five of my
buddies took off in a Seneca and ended
up in the trees off the end of a local
airport. Only one survived. I assumed
my friend Timmy had been in the fifth
seat to make it through something like
that. I was in his hospital room when
an inspector from the local FSDO
came by and explained what had
happened. The wings had sheared off
and the top of the fuselage was peeled
back as the plane went through the
giant fir trees. Rescuers found Timmy
unconscious, hanging in his seatbelt,
attached to the stringers of the floor
boards, and surprisingly, seated at
the copilot’s position. He said that the
other occupants had their seat belts
loosely fastened, and upon impact they
had stretched and then broken. Timmy
had his snug, and that’s what saved
his life. Ever since, for every takeoff
and landing (including as an airline
passenger) my lap belt and those of
my loved ones are snugged up.
On a lighter note, I was trying to
figure out what to do with the classic
original lap belt buckles with the cool
Beech badge. Maybe a place in my
den, or better yet, what an awesome
belt buckle for my Montana fly-ins !
NOVEMBER 2015
Beech on a Budget
SAFE • LEGAL • LOW COST
By Mike Caban
Budget Door Lock Cylinder
Solution
A
fter a nice weekend trip in my B55 Baron to Port Aransas,
Texas (KRAS), I returned to my aircraft and unlocked
the cabin door. Upon pulling the door handle outward
the lock cylinder popped out onto the wing (Figure 1)
and I heard the distinct sound of metal parts falling into the door!
I reasoned that the door latching mechanism was not in any way
dependent upon the lock cylinder and its attaching parts. After the
minor head scratching delay, my departure and flight back to
Figure 1
Denton, Texas (KDTO), home base, was uneventful.
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NOVEMBER 2015
The Baron Illustrated Parts Catalog
for my B55 lists three door lock cylinder
part numbers: 35-590070-15, -33, and
-43. The catalog does not list a part
number for the cam retaining screw.
However, a later search of catalogs
shows the cam retaining screw is P/N
35-420015. Bonanza door lock cylinder
parts numbers are listed as 35-590070-3
and 35-590099-5.
The following weekend I set about
to fish out the retaining screw and
locking cam (Item #36 in Figure 2).
After about an hour of fishing with
a number of different size magnets
on flexible shafts probing the nether
regions of the door, only the cam was
retrieved. Okay, no problem. Off to the
hardware store to find a screw and
things will be back to good as new.
After visiting several hardware store
nut and bolt bins, however, I could not
find the proper threaded screw. This
was starting to be quite the dilemma,
Volume 15 • Number 11 Figure 2
19
Figure 3
until I thought to check the door lock
aisle for the possibility that I could
match the cylinder and, with that,
possibly find the screw that would fit
the Beech cylinder.
At Home Depot I was able to
find P/N U-9941 (Figure 3), which
appears to be a very close match to
the original Beech cylinder. At $4.59,
less than the cost of shipping anything with a 35-XXXXX part number,
20
Figure 4
I took it back to my hangar to see
what minor surgery I could perform
to put my Humpty Dumpty lock
cylinder back together again.
As it turned out, the screw for the
U-9941 did not fit the original lock
cylinder. So now my solution became
to put the U-9941 cylinder into the door
handle. After some minor grinding of
the cam with a cut-off air tool and
a Dremel to replicate the original
cam profile, the new cylinder was
functioning just as the original. The
bonus was that the new cylinder had
the key number that matches my
existing key (Figure 4)! Talk about
being amazed.
While I was performing the lock
cylinder surgery, I noticed that the
outside door handle’s rubber seal
(Beech P/N 35-400404) had long
since withered away to nothing. Fortunately I had an anti-chafe kit from
Gee Bee, which includes the door
seal. After removing all the screws
surrounding the door handle, it was
no minor effort to wiggle the new
seal into place to line up the screw
holes with the perfectly punched
Gee Bee seal.
Should your aging door lock
cylinder have a Humpty Dumpty
moment, you may be able to use my
experience to get your lock back
quickly into function.
NOVEMBER 2015
Why We Fly with an AOA
By Tom Rosen, Fred Scott, Al Aitken, Jack Stovall
Tom Rosen’s Story
An extraordinar y journey of
discovery began for me just over five
years ago in Truckee, California, at our
annual gathering of retired TWA pilots
and our wives. It was typical summer
weather in the California mountains,
sunny days and cool, clear nights. We
all had known one another for over
40 years and we had a really good
time being together again. Little did
we know that we would be returning
to our homes in a few days, minus
two pilots.
One pilot had arrived a few days
earlier in his beautiful RV-8 painted
in TWA colors. He had owned it for
several years and flew it several times
a week. A great pilot who learned to
fly as a teenager, he built time as a
cropduster flying Stearmans before
hiring on at TWA in the mid-1960s. I
first met him when we were new hires
based in Newark, New Jersey, flying
the Boeing 727. He put in over 30 years
with the airline, with most of the last
10 as a check captain. He was a great
pilot and a wonderful friend.
The other TWA captain also learned
to fly as a teenager and built his time
as a CFI. He hired on at TWA a couple
of years before his pal and I did, and
I first met him when we used to fly
22
together with me in the right seat.
He also retired early and spent a few
memorable years as the captain on a
private L-1011 owned by a Saudi prince.
After retiring he entertained himself
doing acrobatics in his Christen Eagle
or flying his Citabria into wilderness
strips in the mountains of Idaho. I flew
with him several times, and he was
one of those pilots who strapped the
airplane to himself rather than the
other way around. He flew it like it
was part of him.
The two veteran pilots departed
Truckee mid-morning for a few hours of
flying and a couple of $100 hamburgers
somewhere in Nevada. The RV-8
stalled and crashed turning onto final
approach returning to Truckee.
As I began to recover from my
shock, I reached out to a few Beech
owners I know well. One call was to
Fred Scott, who had earlier lost two
friends when they stalled their A36
while maneuvering in a turn to his
farm runway. Fred had been operating
his own Beechcraft from that same
runway – sloping, curved, grass, 3,000
feet with an obstacle – for decades. He
asked me if my TWA pals had an Angle
of Attack (AoA) sensor and display.
They didn’t, and I asked him why he
had posed the question.
Fred replied he has used an AoA
in his Bonanza for over 20 years. He
explained how well a simple AoA
device works in his aircraft, and
why it adds valuable information. He
suggested that a simple, inexpensive
AoA display might have prevented
both crashes. As a career TWA pilot
I was familiar with AoA as a sensor
for our complex Flight Management
System (FMS) and as raw data in
go-around/gust-escape mode. But I
was unaware that AoA is available to
the light aircraft fleet. And so began
my journey of discovery about AoA.
Loss of Control –
Why Does It Happen?
Bruce Landsberg, then president
of the AOPA Air Safety Foundation,
wrote in the February 2003 issue of
AOPA Pilot:
The FAA’s Small Aircraft Directorate…looked at more than 1,700
stall/spin accidents dating back to
1973 and concluded that 93 percent
of those airplanes were at or below
pattern altitude – too low for spin
recovery… (See http://www.aopa.
org/News-and-Video/All-News/2003/
February/1/Spinning-In.)
The FAA in its 2014 InFO 14010
reports that:
“…the General Aviation Joint Steering Committee (GAJSC), including
its Safety Assessment Team (SAT)…
reviewed 2,472 fatal GA accidents
[2001-2010] and identified inflight
Loss Of Control accidents as the most
prevalent cause, with 1,259 fatalities
attributed. Currently, GA accidents
continue to be responsible for more
than 440 fatalities each year in the
United States. Loss of Control, mainly
stalls, accounted for approximately
40 percent of fatal GA accidents.”
NOVEMBER 2015
Fred Scott’s Story
A good many pilots might say the
pilots in these Loss of Control crashes
got too slow. But, especially for stalls in
the pattern, I’m not so sure that’s correct.
I have a personal theory that we
are flying too fast in the traffic pattern.
I believe that extra speed is what is
killing pilots, and most of these are
very experienced pilots. (See the
data at www.ballyshannon.com/
aoareasons.html.) It is not that they
are getting too slow. Instead, it may be
that they are very aware of the G-force
vs. angle-of-bank curve but uncertain
what margin above stall remains at that
temperature, altitude, day, and weight.
So they pad the book speeds five knots
for gusts, two more for one’s wife, two
more for the kids, six for circles, ten for
Telluride, etc., to the point that they are
too fast with too much energy when
they initiate the downwind to final
series of turns. I know that I have done
it and then chastised myself later with
“that wasn’t the best you can do.”
Now all this may be just fine if we
shift out the pattern to fly a wider
ground track, but in the case where
by habit, perhaps sloppiness, we fly
the downwind leg with a close-in
offset from the runway, we set up a
possible overshoot especially during
the turn to final. Any extra speed
(extra energy) results in a much widerthan-normal turn radius. Then, we
have an unhealthy human tendency
to get there by banking just a bit more
and loading the wing by pulling upelevator to avoid getting low results in
overly steep banks and a wing-loaded
accelerated stall at an unrecoverable
low level.
But suppose the pilot were more
precisely aware of how close he/she
is to an incipient stall? An AoA display
can tell us exactly how much margin
above stall remains. Then, having that
assurance and comfort level, we can
fly safely slower and the turn radius
decreases significantly. The wing
loading remains very low in a far more
Volume 15 • Number 11 I believe that extra speed is
what is killing pilots, and most of these are
very experienced pilots.
correct technique, especially so when
down near the dirt.
Two displays can help with that.
The mechanical AoA display is very
simple and entirely mute. While it is
true that one must be looking at it to
reap any benefit, it’s a great visual
device as it helps us “see the air.”
The Enhanced Legacy AoA display
is aerodynamically similar, yet much
more capable, and it talks to us as
much as, in a crew, the pilot not flying
might, even if we are distracted or
looking out the window. Nice!
As you read on, don’t forget that
an AoA display will not improve any
aircraft’s performance, not even a little
bit! But an AoA will provide sufficient
additional information to give the pilot
confidence to operate safely closer to
the airplane’s limits.
Why should you listen to me? I am not
a CFI or an aeronautical engineer, nor
am I a teacher. I offer you only my experience: from Alaska’s Prudhoe Bay, over
much of Canada, north to 2,500-3,000
ft. gravel runways on Baffin Island, over
to Greenland, and to the far southeast
Caribbean, Mustique, a tiny runway in
a valley – a very short runway.
Any maneuvering flight regime
becomes much more comfortable,
especially as a pilot approaches the
margins of the aircraft’s flight envelope
in steep banks or in slow flight. If one
knows AoA and is AoA-equipped, then
these places and maneuvers are easy
and safer.
23
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The AoA behaves more like the thoughtful driver who signals
his intentions well before the lane change and gives us time to
adjust our behavior to help avoid a collision.
Jack Stovall’s Story
I hate driving down the freeway, in
heavy traffic, when some lousy driver
will simultaneously turn on a blinker
and immediately cut in front of me. I
have to slam on the brakes and worry
about getting hit from behind.
When I started flying, I would always use my vertical speed indicator to maintain level flight because
it’s the most accurate altitude trend
gauge in the cockpit. I know, I know,
it has some problems with lag, and
the altimeter should always be used.
But I still use my IVSI as early warning
of an altitude deviation; then I look
back at the altimeter.
What do the two above statements
have to do with anything? I’ll try to
clarify what came to mind when I first
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saw and used the Enhanced Legacy
AoA display. I had never seen that AoA
system prior to that day.
Almost every certified airplane in
the United States has an AoA indicator
already. It’s called the stall warning
and it works just fine. It doesn’t need
an airspeed indicator to work at
all. The problem is, it’s just like the
inconsiderate driver who cuts us off
in traffic. We get the warning, but it’s
almost too late to do anything about it.
Here, I’m talking about when it comes
on unexpectedly, not when we are out
doing stall practice.
The AoA behaves more like the
thoughtful driver who signals his inten
tions well before the lane change and
gives us time to adjust our behavior to
help avoid a collision.
Another thing, AoA helps calibrate
the airspeed indicator for the approach
to be flown. I was new to Fred’s cockpit, yet when I got the donut indication
(photo on pg. 26), I looked back to the
airspeed indicator and flew that particular airspeed to maintain the donut.
The AoA doesn’t care what the airspeed
indicator says. If the AoA has been calibrated properly, it’ll tell us the proper
airspeed to fly final. We use the AoA to
find the correct airspeed target, and then
use the airspeed indicator to fly the approach because the airspeed indicator
is our best, most accurate, trend monitor.
And now, let’s talk about another
feature. The Alpha Systems AoA calls
out a clear verbal warning – “getting
slow” – when we exceed a certain
angle of attack. Just think how nice it
would be to have such a gentle warning
when our speed decays below… let’s
say 80 knots on approach in my Baron.
So, is an AoA necessary? Is it nice
to have? The answer to the first part
of the question is easy: No! Nice to
have? Yes, indeed!
NOVEMBER 2015
How an
AoA Really Shines
.Banking:
The steeper the bank, the more the
wing is G-loaded, and the more the
AoA adds value. As bank increases, we
receive decreasing value from the ASI,
which has an increasing potential to
mislead us. For tight radius turns, we
can slow to the donut, note the IAS,
and then fly attitude and airspeed,
comfortably and securely well above
stall speed.
.Energy Management:
On a recent IMC approach to
~400-2, the normal speeds were
flown, but the pilot was planning
to be precisely on speed (donut,
1.3Vso) at short final because of a
relatively short runway. When the
runway came into sight at minimums,
he reduced power to his remembered
setting, and the aircraft immediately
slowed to the donut (1.3Vso) in his
peripheral vision. The color change
to a full donut is very obvious if the
AoA is mounted correctly on or
just beneath the glareshield within
peripheral vision. The turnoff was at
the mid-field taxiway. This is so easy
when we are confident that we are on
speed regardless of weight.
.Early Verbal Warnings:
Any pilot can be distracted. But
when we hear a synthesized voice
quietly announce “getting slow” at
~1.4Vs, it is much like a helpful Pilot
Not Flying (copilot). Fred hears the
alert occasionally at the top of a long
climb in his King Air, and we all
hear it on every approach. He has
taught himself to respond by saying, “Agree, thanks” and then lower
the nose by a degree or by saying,
“Agree, perfect.” That may sound
ridiculous as you read here, but it
comforts the passengers, and it’s ex
actly what we’d say to a professional
pilot in our right seat.
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25
The Alpha Systems AOA evaluated by the authors is shown in the TEST mode. This installation has been modified with “blinders” to reduce sun glare. The “donut” in the center
illuminates when the angle of attack is on target in flight, generally at 1.3 times Vso.
The Project Begins
To honor our four friends lost
in these two crashes, two of us
(Fred and Tom) began an effort
to learn more and to discover
what AoA devices were available.
We then brought in Al Aitken and
Jack Stovall. Each have been flying
for almost 50 years, each using air
craft – most of which were equipped
with AoA systems – in somewhat
different ways.
We decided to prove effectiveness
of the devices using professional
flight test procedures and to promote
those devices that provide useful
information to a pilot. As soon as
the first test flights began to show
real promise, Tom installed an AoA
system in his S35 Bonanza, and, with
tips from a few experts, taught himself
to fly it. Fred installed an AoA display
in his King Air, too.
We undertook this project at our
own expense. Ultimately, we purchased and gave away a number of
proven AoA systems to flight aca
demies and asked each to evaluate
Tom Rosen is a retired TWA captain and a former ABS board
member. He has been flying Bonanzas for 47 years and currently
flies an S35 Bonanza.
Al Aitken has a degree in Aeronautical Engineering, is a graduate of the
NAS Patuxent River Test Pilot School, and was the Senior Fixed-Wing
Test Pilot Instructor at PAX River. He flew initial tests in the F/A 18 Hornet
for the U.S. Marine Corps. A Falco builder, Al has also first-flight tested
many of the home-built Falco aircraft that have won Oshkosh awards.
After a full career in the Corps, he flew for American Airlines.
Fred Scott is a 6,000 hour commercial, instrument, float plane pilot,
typed in the Cessna CJ-1 with an AoA display and currently flies his
26
This shows transitioning to AOA reference on final them. We asked that they determine
best practices for training their
students using AoA. In our efforts,
we were helped immensely by many
expert aviators, and not one person
or company would accept any
compensation for their time, fuel costs,
or expertise.
Next issue, we’ll talk about how
AoA indicators have changed the way
we fly.
King Air 90 Blackhawk with the Eagle Alpha Systems AoA. Fred learned
to fly near his New River, North Carolina, Marine Corps base at a small
grass strip. Early on, he was privileged to hangar-chat with dozens of
active duty Marine pilots to whom AoA was perfectly normal, so he
assimilated a bit of their AoA know-how long ago. For 30 of his 50
years as a pilot, he has flown light aircraft equipped with simple
AoA displays.
Jack Stovall retired from Delta as a senior captain. Prior to flying for
Delta, Jack was an Air Force flight instructor at the USAF T-38 Pilot
Instructor Training (PIT) school and ended his career as an instructor
pilot of other instructor pilots. Jack has logged thousands of hours
looking at an AoA and thousands of hours teaching AoA.
NOVEMBER 2015
approach, using an in-panel installation.
Volume 15 • Number 11 This AOA is installed in what the authors call the perfect location, above the glare shield.
There, it is in the pilot’s field of view after transitioning to outside visual references on
final approach.
27
Baron Pilot
Baron Pilot focuses on the unique systems, piloting techniques, maintenance and ownership
considerations for the entire line of Beech Barons. We’ll include new articles and the best of
Baron- related articles from the archives of ABS Magazine. We encourage ABS members to submit
your articles about flying, owning and maintaining Beechcraft Barons to [email protected].
VSSE
By Thomas P. Turner
VSSE : The safe, intentional one-engine inoperative speed. Originally known
as “Safe Single-Engine Speed.” Now formally defined in 14 CFR Part 23,
Airworthiness Standards, and required to be established and published
in the Approved Flight Manual/Pilot’s Operating Handbook. VSSE is the
minimum speed to intentionally render the critical engine inoperative.
– FAA Airplane Flying Handbook
M
ultiengine airplanes have several significant advantages
over single-engine airplane types. The advantage that is
most, well, advantageous, is a matter of debate. Payload,
center of gravity range, speed, and system redundancies
are commonly cited as justifications for accepting the additional cost
and complexity of owning a flying a Baron or
Travel Air when compared to a Bonanza.
The single most common reason pilots
choose a twin over a single, however,
is the additional safety that comes
with a second engine.
28
The irony is that if an engine fails
in a single-engine airplane the aircraft tends to nose down and remain
wings-level, under control unless the
pilot resists its natural tendencies;
when one engine in a twin-engine
airplane quits the airplane will immediately and sometimes dramatically
depart from controlled flight in all
three axes (roll, pitch, and yaw) unless the pilot actively prevents it from
doing so. To realize the safety advantage of a multiengine airplane the pilot
must frequently practice engine-out
scenarios under realistic conditions
while at the same time doing so in a
safe and controlled environment.
The case can be made that practicing for an engine failure at a critical
moment, such as immediately after
takeoff, simply cannot be done safely
in an actual airplane. Instead, it requires some sort of simulator-based
training so the pilot can experience
the “startle factor” and both pilot
and instructor can survive the inevitable mistakes that are part of the
learning process.
The ABS Air Safety Foundation
is looking into ways to incorporate
simulation in the BPPP syllabus for
both single- and multiengine pilots,
and you’ll be hearing more about
that in 2016.
For now, however, let’s look at
part of the simulation of engine
failures in a Baron or Travel Air
in actual flight instruction. We’ve
covered other vital aspects of this
training in many previous articles
(for example, “Baron Pilot: Blue Line,
White Arc, Red Radial,” May 2014).
There is another element of safe inairplane engine failure presentation
and practice, however, that many
NOVEMBER 2015
twin-engine pilots might not know
(or remember), but which is critical
to safely and to the extent possible,
accurately presenting engine-out
performance: VSSE .
VSSE is defined at the beginning
of this article. Operationally, VSSE is
the slowest indicated airspeed at
which an instructor should initiate
the simulation of a failed engine
in multiengine flight. Section X,
Safety Information of the twinengine Beechcraft Pilot’s Operating
Handbooks (POHs) expands upon
the FAA definition to say:
VSSE is specified by the airplane
manufacturer and is the minimum
speed at which to perform intentional engine cuts. Use of VSSE is
intended to reduce the accident
potential from loss of control after
engine cuts at or near minimum
control speed [VMCA]. VMCA demonstrations are necessary in training
but should only be made at a safe
altitude above the terrain and with
power reduction on one engine be
made at or above VSSE .
The indicated speed for VSSE is
published in the Emergency Procedures section of Baron POHs. The
POH speeds do not vary much from
one model to the next, as listed on
this table:
Model
It’s very important to realize that
VSSE is only five to six knots above
single-engine loss of control speed
( VMCA ) in these airplanes ! VSSE is
far below single-engine best rate of
climb (VYSE ), which is your target airspeed immediately upon detecting
an engine failure upon takeoff or at
the beginning of a balked landing/
VSSE (KIAS)
VSSE (MPH)
95-55, A55, B55
84
97
C55, D55, E55 through TE-942
(except TE-938)
85
98
E55 TE-938, TE-943 and after
84
97
58 TH-1 through TH-1471
86
99
58/G58 TH-1472 and after
88
n/a
58TC TK-1 through TK-84
86
99
58TC TK-85 and after/58P
87
n/a
go-around. It is about the liftoff
speed for a Baron, which is usually
five knots above the published calibrated VMCA.
As a pilot, the importance of
knowing VSSE is to recognize the
crash history that resulted in a
requirement to define VSSE in the first
place, and to ensure your Beechcraft
Baron instructor is experienced and
familiar enough with the Baron that
he/she knows and adheres to the
VSSE warning. In or out of training,
consciously review before every
takeoff that any engine anomaly,
simulated or real, at a speed below
VYSE requires an immediate pitch
downward to increase airflow over
the controls to assure that you can
counteract the roll, yaw, and pitch
of asymmetric thrust, and actually
attain the safety benefits you sought
when you chose to own and fly a
twin-engine airplane.
29
BPPP
By Thomas P. Turner
Logging Instrument Approaches
for IFR Currency
T
he rules for retaining IFR privileges are more stringent in
some countries, but maintaining IFR currency in the United
States is very easy. The governing regulation is 14 CFR 61.57(c),
which tells us:
Instrument experience. Except as provided in paragraph (e) of this section, a
person may act as pilot in command under IFR or weather conditions less than the
minimums prescribed for VFR only if:
1 Use of an airplane… for maintaining instrument experience. Within the 6 cal
endar months preceding the month of the flight, that person performed and logged
at least the following tasks and iterations in an airplane… in actual weather
conditions, or under simulated conditions using a view-limiting device that involves
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2 Use of a flight simulator or flight

training device for maintaining instrument experience. Within the 6 calendar months preceding the month of
the flight, that person performed and
logged at least the following tasks and
iterations in a flight simulator or flight
training device, provided the flight
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(i) Six instrument approaches.
(ii) Holding procedures and tasks.
(iii)Intercepting and tracking
courses through the use of navigational electronic systems.
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represents the category of aircraft
for the instrument rating privileges
to be maintained and involves having
performed the following –
(i) Six instrument approaches.
(iii)Intercepting and tracking
courses through the use
of navigational electronic
systems.
3 Use of an aviation training device

for maintaining instrument experience.
Within the 2 calendar months preceding the month of the flight, that person
performed and logged at least the
following tasks, iterations, and time
in an aviation training device and has
performed the following –
(i) Three hours of instrument
experience.
(iii)Six instrument approaches.
(iv) Two unusual attitude recoveries
while in a descending, Vne airspeed condition and two unusual
attitude recoveries while in an
ascending, stall speed condition.
(v) Interception and tracking
courses through the use of
navigational electronic systems.
The regulation goes on to provide
guidance for maintaining currency using
a combination of airplanes, simulators,
and/or aviation training devices. Other
subsections of the regulation discuss
instrument procedures checks and other
ways to maintain IFR currency.
Most of us probably use time logged
flying an airplane for IFR currency at
least some of the time. If you do an IPC
every six months, good for you! For
years there have been various interpretations of what can and cannot count
as a logged actual or simulated IMC
approach. To remove any ambiguity,
the FAA recently published Information
For Operators (InFO) bulletin 15012.
31
InFO
BPPP • BPPP • BPPP
Information for Operators
32
NOVEMBER 2015
33
34
NOVEMBER 2015
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Where Precision Yields
PERFORMANCE
Insurance Issues
When Selling
Your Aircraft
I
t is always nice to talk to ABS members when they
are buying a new aircraft. Helping them navigate
through their insurance options and talking about
the new avionics and aircraft modifications are
some of the best parts of our jobs. As pilots, we share
the enthusiasm of our clients when it comes to aviation.
Conversely, it is always somewhat sad when a long-time
customer talks about selling their aircraft. Other times, we
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really do not have any advance notice when the aircraft is
being sold, as the client does not want to disclose those
details to us. Perhaps they believe that an insurance carrier
won’t give them a good deal on their insurance if they
know it may be sold in a few weeks or months. The truth
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In fact, the opposite is true.
36
the time and there is no reason to withhold information.
NOVEMBER 2015
In most cases, when an aircraft
owner decides it is time to part with
their aircraft, they do it while they
are still flying and the policy is still
in force, with full flight coverage in
place. This is the best situation as not
much needs to be done as far as insurance is concerned other than the
insurance carrier knows the answers
to a few questions:
 Will there be any additional pilots?
Will the aircraft be flown for “demo
flights”? If so, who will be conducting these flights?
Will you approve the demo pilots
or is there an aircraft broker handl
ing things?
Will the aircraft remain hangared
at the same location you’ve had it?
Is there a sales agreement in force
that addresses insurance issues?
Does the aircraft broker require
Additional Insured status on your
policy?
These questions may seem tedious, but they can actually save all
parties some problems by addressing
the insurance issues upfront. For example, let’s say you have an interested buyer. He comes out to demo the
aircraft and forgets to put the gear
down on landing. Is he approved to
fly your aircraft? Does he meet the
pilot warranty? Does he have any
insurance to cover his negligence?
What about someone test flying your
Volume 15 • Number 11 aircraft and getting injured, or worse.
Do you have enough liability protection? We have seen scenarios like
this one play out many times over the
years with differing results, depending on the preparation of the owner.
Another situation that can cause
problems is the owner who decides
he is finished flying and decides to
cancel insurance coverage, or purchase only not-in-motion insurance
for the aircraft. They put an ad in
Trade-A-Plane or some other publication, and when an interested buyer
wants to fly the aircraft they call
Falcon to get a “one time” flight approved. Many times we can get an
insurance carrier to do that depending on the situation – and maybe a
premium charge. But after a couple
of times they will require the owner
to purchase full flight coverage.
Hopefully, the call will be at a time
when the underwriter is available to
approve the request or the flight may
have to wait. If you call on Friday at
5:00, the underwriting company might
be closed for the week and the approval will have to wait until Monday.
S
o, what’s the best way to handle
the insurance when you are trying to sell your aircraft? Falcon
recommends that you keep your insurance in place with full flight and
ground coverage and consider carrying smooth limits on the liability, especially if you plan to let prospective
buyers fly the aircraft. Remember,
you will get a partial refund once you
sell the aircraft, so the additional cost
will be temporary.
Also, if you plan to purchase another aircraft, we can negotiate a pro
rata return premium provided you insure the new aircraft with the same
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Make sure that all pilots who fly or will fly the aircraft meet the
requirements or are named on the policy.
insurance company. Another way to
get a pro rata return premium is to
refer the new buyer to Falcon. If we
can place their insurance with the
same carrier that you had, most of
the time that will mean more money
back to you.
Discuss the details of the sales
process with your Falcon agent and
make sure you have a clear understanding of the pilot requirements.
Make sure that all pilots who fly or
will fly the aircraft meet the requirements or are named on the policy.
We would rather you call us to make
sure than for you to assume anything.
In the event there is a sales agent
or broker involved, make sure you
give a copy of the sales contract with
your insurance agent so the policy
can be endorsed properly. Aircraft
sales entities often want to be named
as an additional insured and that
splits your limit – another reason to
purchase higher limits. Also, ask the
sales broker for a copy of their insurance and make sure they have coverage for non-owned aircraft (liability
and physical damage).
One last thing (but an important
one) – most ABS policies include
coverage for product liability arising
out of the sale of an aircraft. The coverage is good as long as the policy is
in force, but it does not survive if you
cancel the policy. So, if you do intend
to purchase another aircraft, try to
keep the coverage with the same carrier and make sure they include the
product liability coverage for sale of
aircraft. That way, if your former aircraft is involved in an accident, you
should have some coverage if an
injured party or their family tries to
hold you responsible.
Falcon Insurance Agency president Barry Dowlen has been with
Falcon for 23 years. With over 30 years’ experience in aviation insurance
as both an underwriter and an agent, Barry is a private pilot and holds a
Bachelor’s Degree in aerospace administration. He is a member of the
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NOVEMBER 2015
Paperless
Logbooks
By Henry Fiorentini
T
he first thing anyone says when I suggest moving
to an iPad-based, electronic log book is, “But
what do I do with all my paper logs?”, as though
it’s any different than moving on to a new
paper logbook. You just transfer the totals to the new book
and keep flying! When you started using a digital camera
instead of film, did you feel obligated to scan all your Kodak
prints into electronic .JPGs? No reason to do so with your
logbooks, either.
And the benefits are great! I chose
Pilot Pro ($39.99 one-time purchase
fee on the App store versus competitors
such as LogTen Pro, which is a sub
scription app of $69.99 per year). It
does at least as good as my paper
logs, as well as many things that
only a computer-based log can do.
At the very least I can just export/
print/view the log to a PDF document (two clicks) and I have a nice
printed version of my logbook the
same as if were doing this on good old
fashioned paper (without the illegible
chicken scratch).
And yes, it has a signature page on
each logbook entry for your instructor
(or you) to sign as needed, just like you
do anytime you sign with your finger
(or a stylus) for a UPS delivery, etc.
In addition, it very nicely and
automatically reminds me on the
Dashboard page (not shown) of my
most recent flight times (per month,
quarter, yearly, etc.). On the Currency
page it pops up the dates when my
currencies expire for Passenger Day,
Passenger Night, IFR Approaches,
Medical, and Flight Review.
Volume 15 • Number 11 And with a little bit of cleverness, I
have made a Maint/Squawk entry where
normal logbook entries are, wherein I
make note of all the little things to investigate at my next annual, some of
which I usually forget when the actual
annual time comes. But now the to-do
list is always at my fingertips.
Additionally, and using the same
pseudo-log entry, I have a line for
all my time-based inspections and
Airworthiness Directives, so that in
addition to my infallible A& P, I have
my own list for when my Pitot/Static/
ELT/ etc., tests are due (or were last
performed).
By making entry with a Destination
of OilChg, for example, I can use the
Search box to quickly find the last time
I did an oil change; ditto for similar
notations in my logbook.
Space limits how much we can
show in one article, but here’s the
overview, with some photo-editing to
show the five log entry pages. You can
add your own, user-defined fields too.
Want to see all your ILS approaches?
Just type “ILS” in the Search box atop
the list of log entries, and the app will
filter to show only those log entries
that included an ILS Approach. Then
tap on any line to see the detail. Ditto
for LPV, etc.
When insurance time comes around
and you’re asked for all those logged
time totals, you can get them in a snap.
In addition to PDF format, you can
export this to an Excel spreadsheet
wherein you can mix and match to
your heart’s content.
E
ver fear losing your paper log
books? Do you try to make
safety/backup photocopies of
those 17" 2 5" pages? No longer a fear.
Tap a button and you not only export
all your entries to the Excel format,
but you can also export it to your free
DropBox account.
Because it is another App on my
iPad, it is always with me when I
need it, and kept much more accurate than my paper logbook. If you
forget to log a few flights in chrono
logical order, the app always sorts
the entries in chronological order,
regardless of the order they were
actually entered.
39
Safety
Pilot
By Thomas P. Turner
From the NTSB: The pilot of a
Beechcraft twin and his flight instructor
were going out to practice for about an
hour. The flight instructor had given the
pilot/owner his initial instruction in the
airplane and flew with him regularly,
including about 58 hours of dual instruction in the accident airplane. The
pilot had accumulated about 51 hours
of pilot-in-command time in the airplane
make and model. It is likely that the pilot/
owner was the pilot flying. One witness
reported seeing the airplane pull up
into vertical flight, bank left, rotate nose
down, and then impact the ground. One
witness reported observing the airplane
turn sharply, then subsequently saw the
airplane hit the ground. One witness,
who is a pilot, stated he observed the
Beechcraft enter a left bank and then a
nose-down attitude of about 75 degrees
at an altitude of about 300 feet AGL. It
is likely the pilot was attempting a goaround and pitched up the airplane excessively and subsequently lost control.
Post-accident examination of the
airframe and both engines revealed no
anomalies that would have precluded
normal operation.
NTSB probable cause: The pilot’s
loss of control of the airplane after pitching it excessively nose up during a goaround, which resulted in a subsequent
aerodynamic stall/spin.
42
Stall on the Go
T
he General Aviation Joint Steering Committee (GAJSC), a
government/industry coalition launched in 1997 as part of the
industry/government Safer Skies initiative to improve aviation safety,
works to improve general aviation safety through data-driven risk
reduction efforts that focus on education, training, and enabling new equipment
in general aviation aircraft. The GAJSC’s review of the fatal general aviation
accidents from 2001 to 2010 determined that 40.2 percent were identified as Loss
of Control (LOC). Data indicates one area where airmen frequently experience
LOC is while executing a missed approach or go-around.
It’s important to note that what you
and I might think about when reading
the phrase “loss of control” is not
what the FAA, NTSB, and members
of the GAJSC mean when they use the
term. In governmentese, LOC is usually
synonymous with “aerodynamic stall.”
What happens so commonly in fatal
aircraft crashes, the data tell us, is
that pilots attain an excessively great
angle of attack in the initial moments
of changing a landing approach into
a full-power climb.
Although the GAJSC’s recommendations are designed primarily for
pilots of single-engine airplanes, the
crash cited above reminds us that LOC
crashes can occur in twin (and even
turbine) airplanes as well. With that in
mind, let’s look at the Committee’s 13
operating recommendations for pilots
to avoid loss of control – avoiding stalls.
Most of these recommendations come
from the BPPP procedures ABS Air
Safety Foundation provided to the
GAJSC when requested (see “BPPP:
Loss of Control”, October 2014).
Industry
Best Practices
Below are the GAJSC’s recom
mendations, with commentary:
1.There are subtle differences
between a balked landing/goaround and a missed approach,
notably, the initial airspeed
target and the flap position at
the beginning of the procedure.
Regularly practice and utilize
the checklist procedure for each
operation as required.
An approach flown to minimums
is generally done with something
less than full flaps, with some moderate amount of power applied, and
at a higher indicated airspeed than
when 50 feet above the threshold
in the final landing configuration.
Consequently, your actions and the
aircraft’s responses will be substantially different in a go-around than in
a missed approach. In other words,
practicing a missed approach while
earning an Instrument Proficiency
Check doesn’t precisely prepare
you for the day a deer runs out on
NOVEMBER 2015
the runway ahead of you, or you encounter wind shear on final, or you
see a developing runway incursion
as you’re flaring to land. You have
to practice go-arounds from short
final with full flaps as well.
2.Be prepared for a balked
landing or missed approach
at any time during every landing attempt.
I brief my students on every final
approach that “we can always go
around.” I tell myself the same thing
when I’m in the left seat as well. We
need to be practiced and confident
enough in flying a go-around that
it’s no more difficult to perform one
quickly and correctly than it is to
make a turn in a holding pattern
or fly direct to a new waypoint with
minimal warning.
6. Use preplanned power settings,
pitch attitudes, and airspeeds
when performing a balked land
ing or missed approach.
Just as you know the power settings,
pitch attitudes, and flap and gear
positions for flying the procedure
to minimums, you must also know
what to do with power, attitude,
and configuration to transition your
downward trajectory to upward from
a position very close to the ground.
7.When possible, fly the instrument approaches at the missed
approach/initial climb indicated
airspeed. This means there will
be little or no change in trim
setting with application of power
at the beginning of a missed
approach in most airplane types.
3. For instrument approaches, commit to memory what defines the
Missed Approach Point (MAP),
the initial missed approach
heading, and the altitude to
reach before making any turns
in the missed approach, before
passing the Final Approach
Fix (FAF) inbound. Note these
items on a kneeboard or other
quick-reference location for
verification if needed, without
having to find the data on the
approach chart while flying
the approach.
4. Use all heading and altitude reminders available in the aircraft
on all instrument approaches.
This includes being fully proficient in the use of glass cockpit and
GPS operating modes, as well as
the autopilot and flight director –
especially through the transition
from instrument to visual flight,
and in the early stages of a missed
approach.
5. Follow airplane manufacturer’s
guidance and checklists when
available.
43
I
Aspen’s New AOA
recently accepted an invitation
for a demonstration flight of
Aspen Avionics’ new Angle of
Attack Indicator (AOAI). Aspen’s
James Buck flew to Wichita from his
home base in Albuquerque, New
Mexico, to give me some left-seat
time in his demonstration airplane.
It wasn’t a Beechcraft – it was a
Cirrus SR22; when given the chance
to sample new technology you take
what’s available – but the Aspen
layout is very common in Bonanzas
and Barons.
Aspen took a unique path to
providing AOA information in the
light plane cockpit. Instead of using
the usual pitot tube-like differential
pressure sensor to detect AOA, Aspen’s
AOAI displays the result of information
derived from the unit’s Attitude/
Heading Reference System (AHRS)
and other software inputs – it’s all
digital, with no independent sensor.
In normal cruise-flight angles of
attack there is no AOA display. As
angle of attack increases, however, a
small, vertical AOAI strip automatically
appears to the left of the airplane’s
attitude on the Primary Flight Display
(item 1 in the figure). The pilot also has
the choice of several sizes of AOAI
to simultaneously appear on the Multifunction Display (item 2).
Aspen’s AOAI is unique among
current offerings in several ways:
44
1. The unit is certified as an amendment
to the Aspen Supplemental Type
Certificate. Other modern AOAIs
are installed as minor alterations
per FAA guidance. James says this
means (among other things) that
the device is tested to a higher level
than competing units, although
like other offerings it requires
very precise, usually owner-flown,
calibration after installation.
2. Because it is certified, it has limitations that Aspen chose not to overcome during certification. For example, it does not have any audible
warning, unlike competing devices
– any advance stall warning is
entirely visual. Second, the AOAI
displays on the panel, not in an
above-the-glareshield, line-of-sight
indicator that, in my opinion, is much
more usable in the final stages of
landing and in a go-around…when
you need an AOAI most.
3. Significantly, unlike its competitors
the Aspen AOAI accounts for the
fact there is a significant difference
in the angle of attack for a given
airplane weight, speed, and G-load
when the flaps are up compared to
when flaps are down. The Aspen
AOAI has two indices at all times: a
Flaps UP and a Flaps FULL DOWN
index (see figure). This is vital
during a go-around; you cannot
safely begin retracting flaps until
the upper, Flaps UP index is out
of the yellow and black safetystripe stall range and well into the
yellow “arc.” Optimal AOA for final
approach and also for go-around is
achieved when the index matching
the airplane’s current flap setting
is aligned with the junction of the
green and yellow ranges on the
indicator.
As I flew stalls, steep turns, approaches, and go-arounds, I found
I was either looking outside, more
or less ignoring the AOAI, or I
was heads-down looking at the
AOAI and not watching outside as
much as I should. Of course this
is probably influenced by my lack
of experience with the display. As
I told James, if it was able to be
paired with a heads up display (or
a repeater mounted on top of the
glareshield) and an audio warning
system, this AOAI would be the optimal upgrade for the pilot flying an
Aspen-equipped airplane.
NOVEMBER 2015
With a constant trim setting, most
airplanes will tend to pitch to the
proper attitude and airspeed
with the application of missed
approach power, making it easier
to maintain control during this
high-workload transition.
This IFR technique is the basis of
the by-the-numbers flying technique
taught by BPPP.
8. Consistent with manufacturer’s
guidance, retract flaps to an intermediate/approach position if
flaps are at full extension when
beginning the balked landing or
missed approach procedure.
9.Retract the landing gear after
achieving a positive rate of climb,
unless manufacturer’s guidance
directs delaying gear retraction.
10.Know beforehand the expected
trim change necessary after flaps
and/or gear retraction.
Volume 15 • Number 11 11.Be proficient and current in the
operation of navigational systems, especially the SUSPEND
or similar modes of GPS units,
before flying an instrument approach using those systems.
I see a lot of confusion about
the SUSPEND function of many
GPS units among the pilots with
whom I fly. If you don’t know exactly what this means for the aircraft
you operate, take a look in the GPS
manual and become clear on the
subject before your next IFR flight
(see “BPPP: Keep Me in Suspense,”
October 2013).
12.If conditions call for a go-around
or missed approach, act deliberately and positively, without undue delay, but do not be rushed
or abrupt when transitioning
from descent to climb in a balked
landing or missed approach.
13.As in all other situations, aviate,
navigate, and communicate, in
that order.
It’s easy to think that when we
move up to high performance
and twin-engine airplanes that
our days of practicing tasks such
as go-arounds are behind us. The
reality is that the comparatively
massive amount of power available (compared to training aircraft)
means that the aerodynamic forces
that occur during a go-around
can make the maneuver even
more dramatic in these aircraft.
The only way you’ll be ready for
a go-around when it becomes
necessary is to have practiced the
maneuver enough that you can
anticipate the airplane’s pitch and
airspeed responses to power and
configuration changes.
45
Regional News:
Southwest Bonanza Society Fly-In
Santa Fe
by Ron and Cathy Bindas and SWBS Board of Directors
T
he Southwest Bonanza Society rendezvoused for a relaxing,
enjoyable weekend in Santa Fe, New Mexico, August 28-30.
The weather was near perfection for the 40 participants in 17
Beeches plus a Lancair. Jet Center Santa Fe, the host FBO, was nothing
less than outstanding in accommodating us.
46
NOVEMBER 2015
The Drury Hotel, newly opened and near the Plaza,
proved to be a perfect location and a great place to stay.
Activities began late Friday afternoon. Local
SWBS members Clint and Vicki Hurt hosted a casual
reception in their home. What a generous expression
of camaraderie and hospitality amongst Beech flyers!
Afterwards, it was on to La Taberna restaurant and
ordered tapas, which are small plates of a variety of
foods. We were entertained there by a fine Spanish
guitarist.
On Saturday morning a core group of 26 members
went on a private, professionally guided walking tour
that brought to light the long, rich history and culture
that is Santa Fe. The weekend was intended to be openended with flexibility and choices. So other members
went farther afield, visiting surrounding attractions
such as Taos, Los Alamos, taking a trolley tour, and, of course, shopping.
Social time continued during dinner on the patio of The Palace restaurant.
The establishment has a long, colorful past, including as a saloon, and it provided a great outdoor dining experience. Immediately following, many of our
party walked the short distance to the famous LENSIC performing arts center.
There we were privileged to attend the Aspen Santa Fe Ballet Flamenco dance
performance. It was exciting and riveting to say the least.
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47
Sunday morning came
too soon. During the hotel
breakfast all had a chance
to share their experiences
and aspects of Santa Fe’s
charms. It was good-byes
until next time and off to
the airport. The cool calm
VFR conditions allowed
the region’s beauty to be
showcased.
Word from SAF tower
got back to us saying how
impressed they were with
the order, spacing, and
professionalism displayed
on departure by the SWBS
aircraft. It was more than
a little sad to leave such a
great spot. It may just mean
that we must return soon.
48
NOVEMBER 2015
Derek de Bastos preparing his Baron 58 for static display,
with Pikes Peak in the background.
ABS at AOPA
Stephen Ducoff and Tim Schwager’s V35B on display.
Colorado
Springs Fly-In
By Jay Burris
A
OPA selected Colorado Springs for
its fourth fly-in location for 2015. This
picturesque airport is just east of the
14,114-foot Pikes Peak, the highest summit
of the southern Front Range of the Rocky Mountains.
AOPA’s selection ended up being awesome, with crystal
clear weather for the Barnstormers Party on Friday night
through the completion of the event on Saturday.
The American Bonanza Society was well represented
with two volunteer static aircraft. Tim Schwager and Stephen
Ducoff are co-owners of a 1970 V35B Bonanza that hangars
at the Colorado Jet Center at KCOS, which was pulled into
the static display area on Friday night to make room for the
50
Barnstormers Party. Derek de Bastos flew his 1980 Baron
58 in from Centennial, Colorado, on Saturday morning.
With both planes in the static display area, a canopy,
table, and chairs on loan from KEE Energy Equipment were
set up along with a cooler packed with cold water bottles
for ABS Members to enjoy when they stopped by. The ABS
static display was located adjacent to the food truck area
so there was a continuous stream of folks coming by. In
addition, it was very rare to not see individuals at one of
NOVEMBER 2015
ABS static display area.
ABS Board Member Jay Burris at Angel Flight
West book signing
with Stephen Coonts.
the ABS static aircraft visiting with Stephen, Tim, or Derek.
We also had many ABS members stop under the canopy to
rest and visit, including AOPA’s Tom Haines, the owner of a
1972 A36 and an ABS member. AOPA reported more than
2,150 attended to the event, more than 300 aircraft flew in,
and nearly 40 aircraft were in the static display.
Thanks to Stephen, Tim, and Derek for displaying their
aircraft and visiting with interested attendees. Thanks also go
to the ABS members who stopped by and visited.
51
New Airworthiness Issues
Service information, bulletins, and Airworthiness Directives are time-sensitive safety information.
Watch ABS News and ABS Hangar Flying at www.bonanza.org for new airworthiness information as it arises.
SPECIAL AIRWORTHINESS
INFORMATION BULLETIN
–1–
52
NOVEMBER 2015
–2–
53
ABS Maintenance Academy
Tullahoma, Tennessee • September 18-20, 2015
T
wenty-two A&P mechanics completed the sixth ABS Maintenance Academy, September
18-20, in Tullahoma, Tennessee. Hosted once again by the Beechcraft Heritage Museum,
the Academy combines classroom instruction and hands-on shop training to cover
common Beechcraft squawks found in ABS Air Safety Foundation Service Clinics. It
teaches participants how to conduct a Service Clinic-like inspection on their customers’ airplanes,
and includes special emphasis on Beechcraft landing gear inspection, rigging, and repair. Taught by
Senior ABS Technical Advisor Bob Ripley and ABS Technical Advisor Curtis Boulware, the two-day
program is free to participating mechanics as part of the ABS Air Safety Foundation’s mission
“to protect lives and preserve the Beechcraft fleet.”
54
NOVEMBER 2015
For the first time graduates may use their ABS Maintenance Academy course
completion certificate toward renewal of their FAA Inspector Authorization.
September 2015
ABS Maintenance Academy Graduates
MECHANIC
SHOP
LOCATION
Robert Benda
Independent
Centennial, CO AIRPORT WEBSITE OR EMAIL
KAPA
[email protected]
David Bliss
Wingnuts Aviation
Springfield, TN M91
wingnutsaviation.net
Alan Brown
Alpha Bravo
Fitchburg, MA
KFIT
[email protected]
Mitch Callaghan
Brantford Air Centre
Brantford, ONT CYFD
brantaero.com
Scott Crane
Independent
Poplar Grove, IL C77
[email protected]
Nicholas Dopfel
Continental Motors
Fairhope, AL KCQF
continentalmotors.aero
Mike Fahey
AirService Enterprise
Howell, MI
KOZW [email protected]
Robert Harold
Aircraft Maintenance
Butler, IN
IN46
[email protected]
Lucy Holbrook
Waypoint Aviation
Riverside, CA KRAL
wptmaint.com
Craig Hulse
The Flight Shop
Brigham City, UT KBMC theflightshop.com
Bill McClure
From the Ground Up
East Falmouth, MA
B56
[email protected]
Mike Lloyd
Tri-City Aviation
Bristol, TN
KTRI
www.tricityaviation.com
Mike Nabb
Double M Aviation
Lakeland, FL KLAL
doublemaviation.com
Miki Praybylski
Waypoint Aviation
Riverside, CA KRAL
wptmaint.com
Kirk Ramsey
Palmetto Aviation Repair St. Simon Island, GAKSSI palmettoaviation.com
Travis “Kyle” Reese Independent
Parker, CO
1C08
[email protected]
Stephen Ripley
Griffin, GA GA62
soaero.com
Southern Aero
Jeff Simon
Approach Aviation
Stow, MA MA70
approachaviation.com
Jamy Spradlin
Aero Cave
Mineola, TX
3F9
[email protected]
Ted Stephens
KJC Aircraft Services
Chesterfield, MO KSUS
kjcaircraftservices.com
Clay Turner
Turner Aviation
Corinth, MS KCRX
[email protected]
Joe Yezek
Av. Maint. Professionals Fort Pierce, FL
KFPR
www.amp-kfpr.com
Participant Comments
•Excellent program. I would like to send all my maintenance staff.
•I really enjoyed the training. These are the foremost subject matter
experts in the world.
•There is a lot of good info learned in a short time.
•Interaction with other mechanics and ABS members is great.
•Excellent course, well presented.
•Really great step for me at this stage of my career.
•I was exposed to many items I was not aware of. Good learning experience!
•I have attended numerous technical classes. This is the best!
•Great program, all my questions were answered.
•I appreciate the opportunity to have attended. It was very beneficial and
well worth the trip.
•Tons of valuable information is relayed in this course.
The next ABS Maintenance Academy will be held March 11-13 in Houston,
Texas. A second 2016 Academy program will be held in the Pacific Northwest in the
autumn, with the specific details yet to be announced. To learn more and to apply
to attend, see www.bonanza.org/mechanic-training/abs-maintenance-academy.
The ABS Maintenance Academy is sponsored by Select AirParts (www.
selectairparts.com) and supported by your taxdeductible donations to the ABS Air Safety
Foundation.
55
Member News
FAA Wright Brothers
Master Pilot Award
The FAA Wright Brothers Master Pilot Award recognizes
pilots who have maintained safe flight operations for 50
or more years. To date there are fewer than 3,300 pilots
who have achieved this recognition. A couple of notable
honorees are Bob Hoover and Clay Lacy.
In 1946, M. D. P. “Pat” Groves was taken on his first
flight in a small airplane at the age of six – a local flight
in a small, fabric three-seater flown by Buzz Thacker from
Buzz Field, near Roaring Springs, Texas. Pat recalls, “The
inspiration received that day led to a lifetime interest in
aviation.” After graduating from Matador High School in
the class of 1957, Pat moved to Houston, Texas, to study
at Rice University. His first solo flight was at Houston
Beechcraft at Houston International Airport in 1965 while
he was pursuing his Ph.D. He continued flying actively as
he moved to Annapolis and, later, Northern California.
Pat Groves holding his grandson Enzo Groves
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NOVEMBER 2015
He has had a varied career, initially in the tech
sector, transitioning to professional pilot at age 49.
At that time, he started teaching at San Jose State’s
Aviation Department, eventually being department
chair. Today, Pat is an active professional pilot flying
for a select group of clients through his company
Groves Pilot Service. Along with his wife Kathy, he
flies a variety of aircraft for clients including Citations
and Hawkers, and owns a Beechcraft Baron and a
Diamond Star.
In one of Pat’s recommendation letters, Mr. R. W.
Mark wrote, “If ever a person were worthy of receiving
a Master Pilot Award, it would be Pat.” This sentiment
is echoed by anyone who has ever had the privilege
of flying with Pat as student, colleague, or passenger.
The FAA’s Wright Brothers Master Pilot Award
was presented to Pat in a small ceremony at Atlantic
Aviation on September 30th.
ABS extends condolences
to the family and friends of these ABS
members who recently passed away.
Daniel Ortner
Hudson, Wisconsin
A member since 2015,
he flew a 1959 M35.
John Allen
Wichita, Kansas
A member since 1989,
he was manager of Bonanza
production in the 1950s.
Northern California’s
Beechcraft Specialists
With 80 Years of Combined Experience.
Quality Beechcraft Factory Trained Service,
from Annuals to the biggest installs – we do it all
with pride and professionalism.
At Honeycutt Aviation we take as much
pride in your Beechcraft as you do.
530-741-1345
(MYV) Yuba County Airport, Marysville, CA
www.honeycuttaviation .com
57
My dad was my initial CFI, making me solo before I could
drive the car. Never imagined he’d be giving me a flight
review in a Bonanza. I support ABS to keep the fleet
in the air so my kids may have the same opportunity.
Paul Safran
Beech N35 ( D-6729) 5B2, Saratoga Springs, NY
Your Life Membership Benefits ABS and ASF!
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Supporting aging aircraft
Working with the FAA to solve safety of flight areas of concern that impact the longevity and value of our fleet
Delivering BPPP pilot training clinics and new online courses
Conducting expert service clinic inspections of your Beech airplane
Maintaining a world class staff of Beechcraft technical experts to research and offer the definitive answers to your questions
Teaching and offering assistance to mechanics for Bonanzas, Debonairs, Travel Airs and Barons
Your Life Membership Benefits You!
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Part of your Life Membership supports the Air Safety Foundation: an investment in your airplane.
Framed Life Membership Certificate for your home or office
Embroidered golf shirt with special life membership recognition design
Your name will be published in the ABS Magazine yearly
Never having the hassle of renewing your membership again – saving you time and ABS money
Join nearly 800 members who have made a lifetime commitment to ABS
For more information on becoming an ABS Life Member:
Contact Whit Hickman at 316-945-1700 or [email protected]
American Bonanza Society, P.O. Box 12888, Wichita, KS 67277 • Office Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri.
Over 50 years
Beech experience
Tech Talk
Tech Talk is a periodic feature written by
ABS’s Technical Advisors.
Uplock Cables
Pre-Buy and Annual Inspections
Now Offering AmSafe Seatbelt Airbag Installations
By Bob Butt
I
SPECIALIZING IN:
two aircraft. Both airplanes have attentive, involved
• Custom Engine Installations
• Altimeter and Transponder Certification
• Tip Tank Installation
owners. The common problem may be paint on the
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Aircraft Maintenance - Inspection & Repair
clear tubing, making it opaque – a situation that is
not conducive to inspection without physically moving
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the cable.
The clear tubing is there to keep
the cable off the zerk fitting according to Beechcraft Service Instructions
(SI) 0448-211, Rev 1. This is the SI for
the uplock roller AD. It’s useful also
for correct tubing installation.
In addition, SI 0736-211 provides
guidance for modifying the uplock
bracket to reduce strain on the cable at
the swaged connection. Strain here is
a major cause of cable damage.
It would behoove owners to have
the tubing replaced or cleaned if it
is painted, and the bracket modified
if it has not already been done. This
was a contributing factor with one of
the cables I recently found needing
replacement. A shot of Corrosion X
or equivalent into the tube during
gear lube could increase cable long
evity also.
A broken cable could cause the
bracket to dent or put a hole in the
wing, so don’t skimp on this small but
vital bit of maintenance.
Volume 15 • Number 11 MAIN TURBO
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59
eechcraft
No. 0448-211, Rev I
60
NOVEMBER 2015
Service Instructions No. 0448-211, Rev I
61
62
NOVEMBER 2015
We share your love for Beechcraft,
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We work on a lot of aircraft, but Beechcraft is our favorite brand. That’s
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eechcraft
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64
NOVEMBER 2015
Service Instructions No. 0736-211
65
Tech Tips
Tech Tips are answers to questions about a specific airplane,
system or operation presented by an ABS member, and are
the opinion of the Technical Advisor. Answers are the best
information available based on indications presented by
the ABS member asking the question. Actual inspection
of the aircraft or system in question may change an initial
Tech Tips opinion. Aircraft owners, pilots and readers are
advised to physically present airplanes and indications to
a qualified mechanic before choosing a course of action.
Bob Ripley
retired from Delta Airlines as
a manager of line maintenance
(Atlanta) and has run an
FBO focusing on Beech
maintenance for 20+ years.
Curtis Boulware has managed
a Bonanza, Baron, and T-34
Mentor-specific shop for 13
years, winning numerous national
awards for T-34 restorations.
He earned his Private in a T-34
and enjoys flying all models of
the Beech piston family.
John Collins
has previously owned an
FBO and avionics shops, and
for several years has been
ABS’s Avionics columnist.
He owns a Bonanza and is
a CFI/CFII.
Louis Edmonds
has over 25 years’ experience
specializing in maintaining
Bonanzas and Barons.
His Edmonds Aircraft is
a long-time ABS Service
Clinic host FBO.
Dan Honeycutt
is an A&P/IA with over 20
years experience. He owns
a California-based FBO
specializing in Bonanzas
and Barons.
Tom Turner
ABS-ASF Executive Director,
holds a Master’s degree
in Aviation Safety. He has
specialized in Beech pilot
instruction for over
25 years.
66
Alternator light remains on
Terry Lewis, Lexington, Kentucky
Q: The alternator light remains on my airplane. The alternator was removed
for a #5 cylinder change. All wiring was labeled and reinstalled to the
alternator correctly. I even triple checked to make sure. I cannot locate the
voltage regulator/over-voltage relay for troubleshooting.
A: Have your mechanic check for approximately 6-8 volts at the AUX terminal
on the alternator with the engine running and alternator switch on. This
terminal supplies approximately half normal system voltage to the alternator
out light sensor that controls the alternator out light. If you don’t have voltage,
the AUX winding in the alternator has failed; if you have voltage, I suspect the
out light sensor or wiring from the AUX terminal to the sensor. If no output
from alternator based on system voltage and ammeter, with engine shut down
check for 12V at the F1 terminal on the alternator. If you have voltage, the
regulator is good. —BR
Q2: A2: Q3: I checked for voltage at the AUX terminal with engine running and
alternator switch on. There was zero voltage coming out. Is it for sure
the alternator is bad?
Make sure you have 12V at the F1 terminal with engine shut down and
battery and alt switches on. —BR
I have a new voltage regulator (surplus from Select Air Parts) and a
fresh overhauled generator. I am getting 8.9 volts at the AUX terminal
with the engine running and alt switch on. Zero voltage at F1 with the engine
shut down and battery and alt switches on. Do you think maybe I installed a
bad voltage regulator?
A3: There is a 3 amp fuse between the regulator and the alternator F1
terminal. Go back to the regulator and see if you have 12V at pin B
with alternator and battery switch on. If that is okay, you will need to find the
fuse, which is normally on the firewall in the area of the battery (some aircraft
it is on the left side firewall area). Make sure you have continuity across the
fuse. If that is okay, check for continuity from pin B at regulator to alternator
with alternator switch and battery switch off. If you do not have 12V at pin B
on the regulator, check for 12V at pin A with alternator and battery switch on.
This will check the alternator circuit breaker switch operation. —BR
Q: A: Donaldson air filter
Richard Lavelle, Kinderhook, New York
Donaldson engine air filter is PMA’d for my V35A. It has the Beech part
number printed on it along with Donaldson’s part number. Does it need
an STC to install?
No, the Donaldson air filter does not need an STC as it is an Original
Equipment Manufacturer (OEM) part. —CB
NOVEMBER 2015
Q: T HE WINNER’S CHOICE FOR
AEROBATIC AND AIR RACING PERFORMERS
Gear retract rod boots
Donald Chamberlain
Ooltewah, Tennessee
Is there an illustrated manual for installing the main
and nose gear retract rod boots, nose steering
rod boot and flap actuator wing access cover sets? Do
you recommend installing all boots provided with the
Performance Aero, Inc. kit?
A: Q2: The boots from Performance Aero work quite well
and cost much less than the OEM boots. They come
with installation instructions. —BR
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I’ve successfully installed the gear boots I received
as a boot package from Performance Aero, as they
came with an installation diagram. The main and nose gear
retract rod boots, steering rod boot, and flap actuator wing
access cover sets have no installation information or diagram
and I am unclear on how/where they are to be placed. I
need help with all boots except the main gear boots.
A2: To replace the main and nose gear retract rod boots,
the aircraft will need to be on jacks with the gear
partially retracted so the rods can detach at the ends to
allow the new boots to be slid over the rod. The main boots
are glued in with contact cement around the large end to
the inboard wing rib. The nose boot is secured with small
clips to the box at the aft end of the nose wheel well. The
steering rod must be disconnected from the idler of the
left side of the nose wheel well and the new boot slid over
the rod, then secured to the aft side of the wheel well with
screws. Since the gear rods must be disconnected this task
needs to be accomplished (or observed and signed off) by
an A&P. Make sure that you do a complete gear swing and
landing gear check after all work is completed. The best time
to do the flap actuators is with the gear partially retracted
and inboard doors open. The covers just snap into place
with button snaps. —BR
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Leaking nose strut
Geary Keilman, Las Vegas, Nevada
A leak appears to come from the bottom of my M35’s
nose strut. Is there a way to tighten the rebound
control retaining nut (item 3, section V, page 5-2, figure
5-1 of the Beechcraft shop manual) and/or to replace the
rebound control pin O-ring (item 14) without removing the
strut from the aircraft?
A: No. The rebound orifice tube is not removable
without removing the oleo strut. You can do it without
removing the entire V-brace, by removing the steering cap,
disconnecting the scissors, and sliding the oleo out of the
V-brace, but re-servicing is a challenge. —CB
67
Q: Different fuel flows from different tanks
Irwin Frost, Miami, Florida
I have a 1994 A36. I have been chasing a difference in fuel flows between
the left tank and right tank of as much as four gallons per hour, enough
that after I switch tanks I have to re-lean the mixture. We have changed the fuel
pump and auxiliary fuel pump and my mechanic has checked the vents and
screens. Any suggestions?
A: Although it is possible that there is a restriction in either the fuel supply
from the tank or the return line to the tank that is causing the mixture or
fuel flow to be different, I would first check the seals on the fuel tank filler caps.
The general issue with leaking caps is that they will result in the tank being
drawn up off the bottom of the tank bay, giving an indication of greater fuel
quantity than actual. If the Velcro and double sticky tape on the bottom of the
tank bay are good, then the tank will not be drawn up so you would not have that
indication. You would still have a decreased pressure in the tank, causing the
fuel pump to work harder to draw fuel and thus reduced (unmetered) pressure
to the fuel control unit. It is also possible that the fuel selector valve is leaking air
in one position only, or that air can get into the lines from one tank system only.
An initial test would be to swap the filler caps left to right and see if the situation reverses. If so, change the inner and outer seals in both caps as those that
are not currently leaking will probably start soon. While changing the seals,
you should also check the condition of the bores and shafts that the O-rings
reside in or rest on. I have seen pits in both components that can render good
O-rings useless. —LE
Master switch dead
Russell Taylor
Waltham, New Zealand
Q: My A36’s master switch is dead.
There is no alternator light and
no power anywhere. However, when
I use the alternate plug and jumper
leads to a spare battery, it starts as
normal and all the avionics are
normal. Could it be the battery relay
causing this problem? The airplane’s
12 volt battery is fully charged and
the starter turns briskly when on the
jumper battery.
A: Since the ground power does not
pass through the battery relay,
you are correct in assuming that the
issue is with the battery relay. Be sure
to check the diode between the large
post and the small post of the relay.
If it has failed the relay will not be
energized when the battery switch is
turned on. —DH
Q: Circuit breaker
switches hot
Pierre Willems
Gulfport, Mississippi
My B55’s landing light switches
are a 10 amp breaker. The left
one will pop off-line when left on
for a few minutes and feels warm to
the touch. If my memory is correct,
there is either an AD or factory recommendation about this situation.
Where can I find that switch if it needs
to be replaced?
A: The landing lights are controlled
by two 10 amp circuit breaker
switches, P/N 113-210-102.
These switches are those that
should have been replaced as part
of complying with the 2008 circuit
breaker AD. I suggest checking to see
if you have a possible short in the wire
going to the affected light since the
switch is getting warm. If you find no
short to ground, I suggest replacing
the switch. They are available from
Beechcraft. —BR
68
NOVEMBER 2015
Q: JPI variation
Joseph Waldman, Bohemia, New York
I recently replaced all my 1982 A36’s engine gauges
with an EDM-900 primary. I notice in level cruise that
the manifold pressure varies (though less than a full inch),
and the oil pressure dances around in the green varying
as much as seven psi. We changed the ground to a hard
ground, but got no change in readings. Is this normal?
• Colorado’s Only ABS-Trained Inspection,
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• Avionics Installations
A: Slight fluctuations in manifold pressure are not
unusual, especially with the high accuracy of the
new electronic sensors. The oil pressure usually does not
exhibit the same dancing however. I would call JPI and ask
for a replacement oil pressure transducer. —CB
Spinner spacer
Gary Schnakenberg
Albuquerque, New Mexico
Q: I recently replaced an H35’s spinner back plate, P/N
7713-1. When I attached the spinner to the back plate,
I used a new cone spacer, P/N B2800, with two shims. After
about 15-20 hours of flying the spacer broke at the shim
contact point. The spinner made contact with the propeller
and began rubbing on an area at the propeller hub. I have
a C23 McCauley prop. I thought maybe I had the spacer
too tight with the two shims. I tried one shim and did a test
flight, but the spinner was still making contact with the prop.
www.westernplainsaviation.com
Greeley-Weld County Airport (GXY), Colorado
INSURANCE
A: Even with the forward bulkhead removed, the spinner
should not contact the prop. It sounds like you have an
issue with the aft bulkhead. Either it is installed incorrectly
or the bulkhead is the wrong part. Also, there are several
different forward bulkheads and it can get confusing
which one is needed. With the correct parts, the shims are
installed under the forward bulkhead when the screw holes
of the spinner do not quite line up with the holes in the aft
bulkhead. It requires some pressure applied to the front of
the spinner to get them to line up. This keeps some pressure
on the forward bulkhead to keep it from slipping. —DH
Spark plugs and big-time oil leak
Ron Truesdell, Longwood, Florida
Q: I was going to replace my E35’s spark plugs. Are the
correct ones REM40E? I have E225-8 and 727 cylinders.
Also, other than a plugged up oil/air separator, what else
could be causing massive drainage of oil?
Get with the program.
No games – no gimmicks.
Call today for your best quotes
from a qualified agent for any
and all of your aviation needs.
ABS & AOPA discount available.
CALL: 800.232.1953
OR 972.227.8688
To talk to Lee, Amy, Angelia, or Jennifer
A: REM40E are the correct plugs. Wash the engine and
compartment and then run it to locate the source of
the oil leak. Likely it is one of the engine Garlock seals on
the accessory drives. —BR
Volume 15 • Number 11 970 -373-4550
AIRCRAFT
INSURANCE AGENCY
621 NORTH JACKSON, SUITE A
WAXAHACHIE, TEXAS 75165
69
Goodyear brakes
Nicholas Sargent, Lebanon, Ohio
Q: I’m buying a clean 1968 E33, but wrangling over the Goodyear brakes.
Should we be concerned? They are currently in pretty good shape but
can’t seem to find a source for replacement parts. Also, what is the best route
and cost for doing a Cleveland conversion?
A: You are correct that the Goodyear brakes are expensive, if you can
find the parts. UNIVAIR (www.univair.com) and Aircraft Spruce (www.
aircraftspruce.com) have some of the parts. The original-equipment Goodyears
are good working brakes, so if they are currently in good condition then you
have no immediate issues. The Cleveland conversion for that aircraft is P/N
199-49, which is currently available at Aircraft Spruce and Specialty Co for
$2,326. —LE
Removing the starter adapter
James Mulligan, Mesa, Arizona
Q: A: I have a factory air conditioned F33A. Is it possible to remove the starter
adapter with the engine installed? I am assuming it is, if you remove the
sheave.
Yes, it can be done. Remove the pulley, wiggle, pull, hold your mouth just
right, move some wires out of the way, and voilà! —CB
Low instrument
air pressure
Lenny Jones
Memphis, Tennessee
Q: I’m trying to determine the best
route to resolve the seemingly
low instrument air pressure on a 1973
F33A. When throttled up the pressure
barely reaches the green. My local
mechanic wants to troubleshoot a little
bit at a time. What needs to be done
and, roughly, how much is a fair price?
A: Check the regulator to ensure
it is sealing properly. Check the
inline filter for restrictions and clean or
replace the filter if necessary. If those
all check and there is no obvious air
leak behind the panel, I would replace
the pump with a new or overhauled
unit, along with new filters. The pumps
are not too expensive, overhauled for
under $300. —DH
Leaking
brake master
cylinder
Gerald McMullen
Spokane, Washington
Q: The left brake master cylinder of
my V35B is leaking at the top of
the cylinder. We replaced the piston
O-ring at annual but it is still leaking.
Are any rebuild kits available?
A: 100 /
0
0
SATISFACTION
GUARANTEED
70
Make sure that the mechanic
replaced the inner and outer
O-ring around the top cap. If that has
been accomplished, it is possible that
the shaft has become undersized and
will no longer seal.
Also, make sure that you match the
cylinder you have with the Bonanza
Illustrated Parts Catalog (IPC) since
there were several different models
installed and they do not all use
the same seals. If the cylinder is
Commercial Aircraft Products or
APPH, it cannot be rebuilt in the
field. —BR
NOVEMBER 2015
“I’m proud to be part of the ABS BPPP instructor program.
Everyone associated with the program has been
absolutely great. It’s a well-run program and
a great benefit to ABS members.”
Mike Friel
Distinguished Flying Cross, U.S. Army
2002 Special Agent Pilot of the Year, U.S. Drug Enforcement Administration
BPPP Instructor
Nowhere except ABS will you find over 70 highly
or other ABS and Regional Society events through
experienced Beechcraft specialist flight instructors
the year. Then, schedule your personalized
like Mike Friel, ready to be your aviation personal
Beechcraft instruction with the outstanding
trainer. Take the free Beechcraft Pilot Proficiency
instructors of BPPP – near your home or favorite
Program online course at www.bonanza.org
fly-out, on your schedule, for only $395. See the
when it’s convenient for you, or complete
BPPP instructor list under PILOT TRAINING/BPPP
BPPP ground school in the ABS Tent at Oshkosh
at www.bonanza.org.
BPPP: For over 30 years, the best in Beechcraft flight training.
Forum
ABS Idea and Information Exchange
The Forum section is intended as a space for members to respond to
articles printed in the magazine, or to share their knowledge of a helpful idea for
other members. Send your words and photos to [email protected].
This is a photo of the old auto reset type circuit breakers found behind piano
key-style Bonanza instrument panels. A typical failure mode has the breaker
cycling open and closed when it’s under load. This can be somewhat unnerving,
especially if the circuit is an important one. These auto reset breakers should be
replaced with modern circuit breakers as a priority safety issue. —Steve Zeller
My new iPad Mini 4 is a hair thinner and a few ounces lighter than the
Mini 1, but a quantum leap forward in
performance. The difference is striking. Wi-Fi download speed is over two
times faster. In ForeFlight, the iPad 4
flips between pages for airport, weather,
radar, etc., as fast as flipping pages in a
book. The data fills in so fast it’s like it
was there waiting for you all the time!
Glare has always been a big problem
with iPads. The new Mini 4 has some
big “lower reflectivity index” numbers,
but on a recent sky clear, high noon
flight I had to actually strain to see my
reflection – it was all map. Price: About
$100 more than current for the Mini 2.
For the 16GB model the price is $399,
$529 with the GPS/cell chip. For the
next step up (which I opted for), you
get 64GB for $499 and $629 with the
GPS/cell chip. Not cheap, but not a bad
investment. —Henry Fiorentini
I just attended the ABS Service
Clinic at Spencer, Iowa. What a great
experience! I’m kinda new to general aviation, having been flying for a
major airline for the last 29 years. Nearing retirement soon, I found a wonderful
low-time F33A in east-central Minnesota that had to come home with me in
June this year. The folks from ABS and
Continental were all over this low-time
Bonanza, not missing a thing. I wound
up with a page of things to address,
some of which I knew might need attention. Nothing major, though, as I go
through the annual inspection as I type.
I highly recommend the clinic and will
be scheduling another one next year.
The folks were the best in taking time to
explain and suggest any areas to focus
on in the future. If you can participate
in one of these clinics, I know you will
enjoy your Bonanza even more.
—Kenton Petersen
72
NOVEMBER 2015
Classified Advertising
Classified Advertising Rates: Members 75¢/word; $5/month for Web placement.
Non-members $1.25/word; $15/month for Web placement. 25 word minimum.
Terms: Prepaid with order, no agency discounts.
Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8"
by 2-7/8". Include a full color picture of your item along with up to 50 words.
To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888,
Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links
at www.bonanza.org.
Format: Grouped initials count as one word. Telephone numbers and e-mail
addresses count as two words. All other words count as one.
Closing Date: Must be received by 5th of month before placement.
Questions: If you have questions call 316-945-1700.
AIRCRAFT FOR SALE, RENT, PARTNERSHIP
DON’T MAKE AN EXPENSIVE MISTAKE! Call me for a Free
Consultation on your purchase of a Bonanza or Baron before
you Pre-Buy. Visit my website at www.beechcraftbuyers.com.
Or call 850-240-7243. 476
Thinking of selling your Bonanza? Call me; I have buyers looking
for good clean Bonanzas. BeechcraftBuyers.com, 850-240-7243. 478
BEECH WANTED!!! All models, run-outs OK, needing P&I/Radio
upgrades OK, fast discriminate transaction on your ramp 20 years
experience/references. Jim 760-803-3093, [email protected]. 459
1969 E33C – Aerobatic Bonanza, 3600 ATT, 75 SMOH 2013, Full
King Dual GPS Avionics Suite, beautiful light gray Interior, excellent
Paint, Annual/IFR 10/16. $159,000, Delivery/Training Available. Call
Robert 920-664-1463. 632
Partnership Wanted – 1997 Bonanza A36 Partnership Wanted. Based
KPTK. Hangared, Annual 6-24-2015. Email for Equipment list and
questions. Contact Cynthia 248-921-6600, [email protected]. 631
1968 Bonanza V-Tail, 1350 hrs on IO-550, 4360 TT, 530W, Stec AP
coupled, GPSS Roll Steering, EDM 800, three blade prop,GTX 330
xpndr, KNS 80, Strikefinder, interior/exterior 6, NDH, Annual due
12/15. $83,500 OBO or will trade for diesel pusher motorhome. Contact
Hugo Unruh 561.352.1261, [email protected]. 628
1965 S35 Bonanza – 3223 TT. 263 SFRM, 0 SPOH. Gami injectors, King radios. Large baggage door, tinted windows. $76,000.
281-507-1542. 625
F33A Partner Wanted – Columbus Ohio – 1/3 Share available for 1970 F33A 2760 TTSN, IO-520 engine, Garmin 430 WAAS,
STEC Autopilot. Located in Columbus, Ohio, area. $32K. Call Jeff
614-499-9910. 619
For Sale 1994 Beechcraft Bonanza – F33A S/N 1789 2nd to last
one made, complete King package with Garmin 530 WX. TT 1297 hrs
267 since top overhaul with Millennium cylinders. Always hangared.
One of the best available. Fresh Annual. Call
for specs and photos. No Damage. Owner
retiring. AC at T67. $215,000 USD OBO. Call
817-913-1846. 624
Aircraft For Sale – 1976 B-55 For Sale. N21KF, SN: 1926. 3800 TT,
LE-1095, RE-130 (New), King Avionics, KFC-200 Flight director/
Autopilot. May 2015 Annual. Call Jack Schafer (949) 852-1540
or [email protected]. 629
1947 Bonanza 35 – Pristine 1947 BE35. Cont E-225-8 Hartzell
Hydromatic prop. Complete logs, fresh annual. Flown regularly.
ABS magazine cover photo June 2014. TTAF 5003; TTPROP 260;
TTENG 660. $33,000. 607
1957 H35 – Probably the most beautiful and well equipped 35 on the
market today. Garmin GNS530, GMA340, GTX327, Dual Aspen glass
panels, dual synthetic vision, single and dual yoke (original Beech
dual yoke), 950 hours (approx) on a very strong IO-470, S-Stec 50,
gap seals, strobe, impeccable maintenance/records, leather interior,
new tires, spark plugs, brakes. Same shop for upgrades and annuals
for well over a decade. Always hangared. $75,000. Jim 206-422-2091.
www.bonanza378b.com. 609
1983 F33A – 2225 TTAF, 575 SFRMN, 575 SPOH. Aspen 1500 Pro,
530W, GTX330 and much more. Call or email for pics and complete
lists. $169,000. 423-839-3766, [email protected]. 604
The Best Planes at the Best Prices
For Sale 1983 N583MB – TK-150 B58TC Baron
2750ATT, 1150 ETT. 530W, Color Radar, Sandel
3308, 496WX, Lthr Int/paint beautiful. Annual
Included. Controller/ASO/GlobalAir $239k
Robert 920-664-1463. 618
1965 Debonair – JPI 930 Engine Monitor, 430
W, Stec-50 w/roll steering & alt, stormscope,
gyros, slopes, DG, M tips, Rosen, extensive
upgrades, 9-in/out. No leaks, documentation.
Autofuel STC, TTAF-3469, TTSM-709. $88K.
Don, FL, 803-530-3148, cell 863-337. 614
Volume 15 • Number 11 Carolina Aircraft has the largest
selection of “Prime Condition”
Bonanzas and Barons.
Sales • Brokerage • Appraisal
Pre-buy Inspections • Acquisition
Bonanza/Baron Training
Carolina Aircraft, Inc.
Piedmont Triad International Airport
7680 Airline Road • Greensboro, NC 27409 (GSO)
336-665-0300
FAX:
336-665-0333 AMERICAN BONANZA SOCIETY
George “The Bonanza Man”
http://www.carolinaaircraft.com
73
V35B 1976 TN IO550B – Sadly I don’t fly much anymore, so it is
time to say goodbye to a dear friend. This turbo normalized 550B
is a traveling machine, and will take you lots of places. About 2580
TTAF and around 300 SFREMAN, The TN was added to the factory
reman 550. Stec 50-2, GNS530W, PSE audio panel, 4 place oxygen,
standby generator, comes with 2 Bose ANR headsets that get panel
power. HSI, vertical card compass. E-mail for details, patrickharvey
@cox.net. 600
1968 Model 36 Bonanza – Show condition, stunning inside &
out, ABS Magazine cover aircraft, 6,284 TT, no damage, always
hangared, IO-550 Gold Seal Western Skyways 1794 SMOH, GAMI,
3-blade McCauley, meticulous maintenance, oil changed every
35 hours, Jan 2015 annual, HSI plus second glideslope, 530 & 430
WAAS and all Garmin options, S-Tec 50 coupled, GPSS, JPI EDM
700, back-up pressure pump, anti-theft ignition kill switch, dual
yoke lock & throttle lock, many additional great upgrades; also
available: four-place oxygen system, Single Yoke, and gas hand tug,
comprehensive spec sheet and photos, $140,000. Gary Baker (775)
823-9393; e-mail: [email protected]. Reno, NV. 610
1952 C35 Calif, Hangared, IFR Current – 1952 Bonanza C-35
$33,900; Hangared, San Jose CA, RHV; IFR Current, well-maintained.
Next Annual June 2016. Cont E185-11, Com1: King KX170B, Com2:
Mitchell MX-12, ILS dual VOR; Xpndr Collins TDR950 TSO, TipTanks,
Dual Yoke, 6800 TT, 500 SMOH. 408-398-5480. 603
64 S35 Bonanza – TT4785 368sfac.reman. three blade overhauled
prop. Clean, well-maintained,always hangared. King digital Radios,
Tomorrow GPS, Coupled to Cenurey 1, Cleveland brakes, Gami
injectors, $69,500. 360-432-8292, [email protected]. 590
Providing Quality Service
McCauley
Black Mac
STC
Since 1980
Hartzell
Top Prop
STC
1977 BE55 – Be the third owner of this well-cared for plane.
Low airframe and newly OH engines/props will make for difficult
comparison. If you are seriously shopping, please call. Reasonable
offers will be considered. 2940TT, 110 SMOH both, 110 SPOH both
(3 blade), GNS430, EX500, color radar, C IV A/P, slaved NSD360,
GTX327, VGs, dual yoke, GAMIs. co-pilot inst, hangared. Contact Ed:
205-807-5800 and [email protected]. 348
INSTRUCTION
Instrument Rating in Ten Days – Earn your instrument rating in
only ten days. Glass or traditional instruments. $9995 includes aircraft
and Redbird full-motion simulator training). Details at 888-823-0002
or www.FlyTexasAmerican.com. 438
Complete the ground portion of your Flight Review – in your
own home, on your schedule. Logbook endorsement guaranteed for
only $29.95! Visit www.WINGsRealityEDU.com. 394
Baron and Bonanza Instruction – Tennessee based (will travel)
Stephen Hammers, CFI, CFII, MEI, ATP – 25+ yrs. Exp. BPPP Instructor.
Baron E55 and 58P Owner, Initial and Recurrent Training, Instrument
Competency Check or Insurance Checkout. Call 615-479-7195. 479
See Your Beechcraft on
the Cover of ABS Magazine!
ABS wants to feature your Bonanza, Debonair, Baron, or Travel Air
as the Beechcraft of the Month. HERE’S HOW:
Write an article about your airplane – how you found it, how you use it, what you’d
done to upgrade it, whatever is important to you. Aim for
800-1000 words. Not a writer? Don’t worry, most people
do better than they expect. We’ll edit as needed.
Authorized McCauley Service Center
HAMILTON STANDARD - HARTZELL
McCAULEY - SENSENICH - WOODWARD
Full Propeller
Sales & Service
Authorized Distributor
• Rapco
• Sensenich
• Ice Shield
• BF Goodrich
• MT Propeller
Props &
Prop Governors
Toll Free
1-800-643-8379
Take some pictures. We need high-resolution photos
of your airplane in the air or on the ground ready for flight.
Include photos of your panel, and a picture of yourself in
front of your airplane. Invite family and friends to join you –
and let us know their names.
List your equipment. Send a list of the more prominent
avionics and modifications on your airplane.
Send it in.
This is your chance
to share why you’re
the proud owner
of a renowned
Beech aircraft!
208-344-5161
FAX 208-344-9503
FAA Repair Sta.
#FG6R534N
E-mail your submission
to [email protected].
[email protected]
www.precisionpropellerservice.com
4777 Aeronca St., Boise, ID 83705
74
NOVEMBER 2015
Bonanza, Baron and P-Baron Instruction – Gold Seal and Master
CFI. Insurance approved P-Baron initial and recurrent training, Garmin
and G-1000 instruction, insurance check-outs, instrument and ME
ratings, assistance with purchases. Gerry Parker, 713-826-6663 (TX),
[email protected]. 475
EQUIPMENT, PARTS, SERVICE
Bonanza Parts – Specializing in 35 and 36 Bonanzas. We dismantle
many Bonanzas for parts! A thru P, M thru V35A-B, A36, B36, Debonair,
A-F33. Email [email protected] or call requests to 530-6611696. Visit our web page, www.bonanzaparts.biz. 562
For Sale – Two overhauled Continental, IO-550B cylinders by
G&N Aircraft, $1200 each, includes 2 new continental pistons with
rings installed and yellow tags 502-551-4804. 574
Pair of TS10 520WB Engines. 660 Hrs on Factory OVH. Complete
all ACC no prop strike. 26K outright each. One Stop Aviation (760)
721-1389 or email [email protected]. 599
WE SPECIALIZE IN WING SPAR REPAIR – St. Pete Air specializes
in Beechcraft Wing Spar repairs as well as maintenance, annuals,
inspections, STCs, avionics and pre-buys. Our qualified, friendly,
family owned business is located at the waterfront Albert Whitted
Airport in downtown St. Petersburg, FL. Contact us for superior
service and affordable pricing: www.stpeteair.org, 727-755-1359. 587
Garmin 6DL 69 XM Weather Receiver with Tray, Connectors &
Antenna 1000. Call Joe 229-344-5460. 627
Elevators, 33 thru Baron. FAA-approved repair station #209-53. Biggs
Aircraft. 405-258-2965, Fax 405-258-3016. 486
100 Gallon Tip Tanks – 100 gallon tip tanks for Beech Bonanza,
have flown around the world five times, aluminum construction, new paint and transmitters, includes mounting cradles.
440-477-4891 595
Wanted: Dual control yokes, single control yoke, handle, or any parts
to them laying in your hangar. Have some avionics, may trade. Call
580-430-1414, email: [email protected]. (00)
SEAT ADJUSTER BROKEN? We have been repairing all types
since 1966. Call Jerry 810-329-7083 or email [email protected]. 580
FLIGHT CONTROLS. We re-skin elevator, flaps, ailerons, and wings
for 33 to King 300. Call today for a quote for maintenance or pre-buy
inspection. All work done by fAA cert technicians. Davis Martin,
Strures DBA control center LLC, 405-401-7757. 255
Bonanza, Travel Air, Baron
SHOULDER HARNESS
KITS
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Alpha Aviation Inc.
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1-800-653-5112 1-952-856-5158 (fax)
Volume 15 • Number 11 (
(
(
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Gear Position Advisories
Overspeed (Vne) Advisory
Stall Warning Repeater
Flight Time Recording
STC’d for the Sierra, Bonanza, Baron, Dutchess, Duke and
C90 King Air. For more information, contact your favorite
avionics dealer or visit us at
www.p2inc.com
(888) 921-8359
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Reskin Your Elevators in “Aluminum”. “No more Corrosion
Problems”. Models 33,34,36,95,55 and 58. Replace one Elevator at
a time. Exchange and Paint available. One price covers all. Built in
certified. Fixtures by Experienced Technicians FAA CRS U5LRO68X
FAA-PMA (877)364-8003 or 952-447-7737. Email: airplanesrs@msn.
com. Web: www.srsaviation.com. 463
FLIGHT CONTROLS RESKINNED: Flaps, Ailerons, and Ruddervators
33 to King Air. Exchange and Paint available. One price covers all. Built
in certified Fixtures by Experienced Technicians. FAA CRS U5LRO68X
FAA-PMA. (877)364-8003 or 952-447-7737. Email: airplanesrs@msn.
com. Web: www.srsaviation.com. 462
Mike’s Upholstery: Custom interiors, singles-light twins. FAA
certified. Same location since 1968. North Omaha Airport (3NO).
Omaha, NE. Mike Roney, 402-572-8788. 490
ENGINE BAFFLE: Replace your 470 series or E225 engine baffle
with PMA Engine Baffle. Twice as thick as OEM. Also available are
PMA Push Pull handles (aluminum). FAA CRS U5LRO68X FAA-PMA.
(877)364 8003 or 952-447-7737. Email: [email protected]. Web:
www.srsaviation.com. 405
ENGINES – IO-520BA , ‘O’ SMOH, Complete with New Cylinder
Fuel systems, magnetos, harness and starter. Outright or Exchange,
Will take trades. One Stop Aviation (760) 721-1389 or email rick@
onestopaviation.com. 378
Cylinders – Hard to find E-series cylinders, plus IO-470 & IO-520
overhauled stud assy. One Stop Aviation (760) 721-1389 or email
Spar Mod. Kit Installation Bonanza/Baron. Calkins Aero Service,
Inc. – Houston, TX. 281-579-6674, [email protected]. 491
SmartSpace Extended Baggage – for Beechcraft 36/A36 – New
STC/PMA give your pre-1979 A36 the same baggage capabilities
as the latest G36! Installs in 1-2 days with minimum effort. www.
ApproachAviation.com; 978-314-4626. 425
Engine Upgrade? STC’d IO-550-B Engine Conversions for S35,
V35, V35A, V35B, C33A, E33A, E33C, F33A, F33C, G33, 36, and A36
Bonanzas. IO-470C or IO470-N Engine Conversions for A35 thru G35
Bonanzas & 33 thru F33. Other Mods, shoulder harness assemblies,
instrument panel conversions, SS battery boxes, seat conversions.
All Bonanza Mods. Hammock Aviation Services, Inc. 972-875-4279.
Ennis,TX. www.hammockaviation.com. 487
Seat Specialists – Seat recline cylinders repaired, seat repair, seat
replacement parts. Call Chuck at AvFab (660) 885-8317 or chuck@
avfab.com. 482
Bonanza Inspections, maintenance, and repair. Quality service
with reasonable prices. Owner assists available. Dynamic Propeller
Balancing. Bonanza owner with 25+ years experience. Brian Stout,
A&P, IA. Flying S Aviation. RHV, San Jose, CA, 408-258-9462. 492
RIGGING TOOL RENTAL. Increase safety, performance and control
with ABS rigging tools $100 plus two-way shipping for 12-day rental.
Available tools are an Aileron travel board and one each Ruddervator
(D-1 through D-2680) and Ruddervator (D-2681 and after) travel
boards. RESERVE AHEAD for your inspection/repair. ABS HQ ask
for Lauren 316-945-1700. 493
Learn “How to Teach Beech” with the American Bonanza Society’s
ABS Flight Instructor Academy
● Computer-Based Training on Instructional
Techniques for Beech Bonanzas & Barons
● Aircraft Systems, Procedures, Techniques
and Flight Maneuvers Guides
● Academy Graduates are Listed on the
ABS Website Instructor Referral List for
Over 9000 Beech Pilots
● ABS Flight Instructor Mentor Program
to Answer Your Questions About Teaching
in Beechcraft
● Opportunity to Become Accredited in
ABS’ Industry-Leading Beechcraft Pilot
Proficiency Program (BPPP)
FREE to ABS Members
See Instructor Training
ABS at www.bonanza.org
F l ig h t
Instructor
A c a d e my
76
Great Flight Instructor Academy Course!
I’ve got nine type ratings, flew 31 years for a major air carrier, and
continue flying a Gulfstream G550 after retiring from the airlines. I’ve
done more courses than I can remember. This was as good or better
than any online course I’ve done, and I learned a lot about Bonanzas
and Barons that I never considered before taking the course.
Chris Evans
V35B, N1579L, ABS member since 1999
NOVEMBER 2015
Fuel Gauge Printed Circuit Modules Rebuilt F33, V35,
A36 Bonanza and Barons. Guaranteed. Replaced if defective.
$625 ea. Exchange. Send old unit or call: Birks Aviation Products,
3520 W Saymore Lane, Peoria, IL 61615; 309-686-0614; email:
Dual & Single Control Yokes large handles, trim knobs, all misc.
parts for control yokes, exchange your faded & cracked handles for
our like new refinished ones. Exchange singles for dual & vice versa.
Call for quote, we buy any duals, singles or any parts. Air Mech, Inc.,
580-430-1414, email: [email protected]. For 20 years: Being your
best source for affordable yokes is our specialty. 474
Cover-Ups by Denise. Expanded vinyl gear & flap actuator covers
for Bonanzas and Barons. Uplock cover – $38. Retract rod cover –
$40. Steering rod cover – $20. Wing Flap actuator cover set – $47.
NEW!! Chamois main gear cover set – $69. Charge for shipping and
handling. Call or fax Denise at 321-725-9226. 489
Tables, new and used available. Contact Chuck 660-885-8317 or
REAL ESTATE & GETAWAYS
SPRUCE CREEK FLY-IN REALTY – RESIDENTIAL AIRPARK, www.
fly-in.com. Daytona Beach, Florida. ABS Sponsor, members. Home
of over 60 Bonanza’s and Baron’s. Gated Country Club Community
with its own Airport, 4000' paved runway x 180' wide, 5/23. Private
GPS approach. (7FL6). Taxiway Homes from $540,000, condo’s from
$130,000. Golf/Nature Homes from $180,000. Lenny Ohlsson, Broker,
Spruce Creek Fly-In Realty, 800-932-4437, e mail: [email protected]. 477
Threshold Ranch Residential Airpark Brief description: Premium
Texas residential airpark in NW San Antonio/Boerne area. Large
3/4 to 1 acre lots starting in the 80’s. Gated, City water, underground
electric/gas, curbed streets, paved backyard taxiways. IFR full service
airport (5C1). Thresholdranch.com. Kevin Best 210-260-5111. Contact
e-mail: [email protected]. 626
MISC
Beech Jack – Beech 3 point jack Be 33, 35, 55, 95. FGKRAPF3@
GMAIL.COM. 617
Dual Yoke Rental. Baron/Bonanza. $300 plus shipping for first 2
months, $125/mo thereafter. Steve Weaver 843-475-6868 (WV). 481
Beechcraft Pilot Services – Professional pilot in North Texas
area providing nationwide ferry flights and pilot services in all
models of Bonanza and Baron. Tyler Chapman (405)401-5703,
BARON A/C STC KITS FOR SALE! Cool Air ™ approved for 55
thru 58TC series Barons. Total electric, remote mounted. Capable
of ground cooling, light weight R134 certified. Call Gary Gadberry
at Aircenter, Inc. 423-893-5444(TN) or email [email protected], www.
aircenterinc.com. 480
ABS POLO SHIRTS and Tee Shirts – Show your pride get a ABS
shirt today! Select from a variety of Colors and Styles. Check out the
“ Beech Theme” T-Shirts. B58, B55, V35B, A36, and F33. You’ll like
these unique designs! Go to our Pilot Shop at www.bonanza.org or
call Lauren at 316-945-1700. Also ask about our clearance items. 581
Flat Rate Annuals . Structural Repairs . Modifications
Expert Glass Replacement . Engine Overhauls
•ABS
Academy Trained
•AmSafe Authorized
Service Center
Pre-purchase
Evaluations in our shop or
at aircraft location
•Pick Up & Delivery Service
Available
•Offering
CLIFTON AERO
In service since 1983
Our experienced Licensed Staff
takes pride in assuring customer
safety and customer satisfaction,
with special attention to detail.
Clifton Airport P.O. Box 249 Clifton, TX 76634 Tim Talley 30 minute flight SW of Dallas/Ft. Worth
254-675-3771 • www.cliftonaero.com • e-mail: [email protected]
77
ABS Board
Term Expires
President:
Cameron G. Brown (Area 4)
* 2016
16496 State Hwy 96, Rockford, IL 62370
Phone: 815-885-1531
[email protected]
Vice President:
Paul Damiano (Area 1)
513 Forest Lake Rd.
Dalton, NH 03598
Phone: 860-306-3441
[email protected]
2016
Treasurer:
Howard Johnson (at large)2017
11400 S East 8th St. 455
Bellevue, WA 98004
Phone: 310-490-7816
[email protected]
Secretary:
Stuart Spindel (Area 2)
P.O. Box 484, Hawesville, KY 42348
Phone: 270-927-6842
[email protected]
2016
Term Expires
Paul Lilly (Area 3)
2123 Springwater Lane
Port Orange FL 32128
Phone: 443-803-8656
[email protected]
2018
Jay Burris (Area 5)
9 W. Kitty Hawk St.
Richmond, TX 77406-9710
Phone: 713-855-7381
[email protected]
2017
Phil Jossi (Area 6)
4163 E Scorpio Pl
Chandler AZ 85249
Phone: 308-440-5143
[email protected]
2018
Chep Gauntt (Area 7)
23805 S. Oak St.
Kennewick, WA 99337-6277
Phone: 509-582-3222
[email protected]
2017
Kelly McBride (Area 8)
22141 Alizondo Dr
Woodland Hls CA 91364-6102
Phone: 213-494-0388
[email protected]
2018
Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan,
Washington, D.C., West Virginia, Canada,
and all other foreign countries except Mexico.
Super Power Alternator Conversion.
STC’d for Beech Debonair & Bonanza
Area 5: Arkansas, Louisiana, Mississippi, Oklahoma,
New Mexico, Texas, Mexico.
ONE STOP SHOP
for all your engine needs!
UPGRADE TO NEW SUPER POWER,
MODERN ALTERNATOR SYSTEM. NEW STC
CONVERSION ELIMINATES ELECTRICAL
BROWNOUTS AND PROVIDES SPECTACULAR
PERFORMANCE & RELIABILITY!.
* KITs include FAA-PMA N300 12V 70A alternator
with state-of-the-art ACU and are direct replacements for 35 or 50 amp belt-driven generators.
SOME N300 alternator features:
* Heavy duty brushes
* High output at low engine speed
* Precision balanced rotor
* Cool operation at maximum load
* Extensive Radio Noise Suppression
* 600 HOUR/2 YEAR WARRANTY
NATIONAL AIRPARTS, INC.
1-800-713-1111 or 386-734-3365
web site: http://www.nationalairparts.com
78
Area 3: Alabama, Florida, Georgia, North Carolina,
South Carolina, Tennessee, Virginia.
Area 4: Illinois, Iowa, Missouri, Minnesota, Wisconsin.
* Second and/or final term
The Right Connection!
Area 1: Connecticut, Delaware, Maine, Massachusetts,
New Hampshire, New Jersey, New York,
Pennsylvania, Rhode Island, Vermont.
Area 6: Arizona, Colorado, Kansas, Idaho, Nebraska,
Nevada, North Dakota, Montana, South
Dakota, Utah, Wyoming.
Area 7: Alaska, Oregon, Washington, northern
California counties north of the northern
boundary of Kern, San Luis Obispo, and
San Bernardino Counties.
Area 8: Southern California, including the counties
of Santa Barbara, Ventura, Kern, San Luis
Obispo, Los Angeles, Orange, Riverside, San
Diego, San Bernardino and Imperial Counties,
plus Hawaii.
Past Presidents
1967-1971:
1971-1973:
1973-1975:
1975-1976:
1976-1977:
1977-1978:
1978-1979:
1979-1980:
1980-1981:
1981-1983:
1983-1984:
1984-1985:
1985-1986:
1986-1987:
1987-1988:
1988 -1989:
1989-1990:
1990-1991:
1991-1992:
1992-1993:
1993-1994:
1994-1996:
1996-1997:
1997 -1998:
1998-1999:
1999-2000:
2000-2001:
2001 -2002:
2002 -2003:
2003-2004:
2004 -2006:
2006-2007:
2007-2008:
2008 -2009:
2009-2010:
2010:
2010-2011:
2011 -2013:
2013 - 2015:
* Deceased
B.J. McClanahan, MD *
Frank G. Ross *
Russell W. Rink *
Hypolite T. Landry, Jr., MD
Calvin B. Early, MD, PhD
Capt. Jesse F. Adams, USN(R) *
David P. Barton *
Alden C. Barrios
Fred A. Driscoll, Jr.*
E.M. Anderson, Jr.*
Donald L. Monday *
Harry G. Hadler *
John E. Pixton *
Charles R. Gibbs
Joseph McClain, Ill*
Lee Larson *
William H. Bush *
Ray L. Leadabrand *
James C. Cassell, III *
Warren E. Hoffner
John H. Kilbourne
Barrie Hiern, MD *
Ron Vickrey
Willis Hawkins *
William C. Carter
Tilden D. Richards
Jon Roadfeldt
Harold Bost
Jack Threadgill *
Jack Hastings, MD
Craig Bailey
Jon Luy
Arthur W. Brock
Bill Stovall
Ron Lessley
Stephen Blythe
Lorne Sheren, MD
Keith Kohout
Robert Goff
NOVEMBER 2015
YOUR NORTHEAST
BEECHCRAFT
EXPERTS
Additional details are available
at www.bonanza.org, under News & Events.
More extensive coverage of “regional” fly-ins can
be found on their websites (see web addresses below).
Installations, Repairs and
IFR Certifications
ABS Events
Please post all your events on the ABS website www.bonanza.org.
2016
FEBRUARY 18-21
ABS/ASF Service Clinic at Windward Aviation – Lantana, FL (KLNA)
MARCH 10-13
ABS/ASF Service Clinic at Waypoint Aviation – Riverside, CA (KRAL)
MARCH 11-13
ABS Maintenance Academy – West Houston, TX. Apply at
www.bonanza.org/mechanic-training/abs-maintenance-academy
Personalized Service for 35 Years!
Custom Panel Fabrication & Restoration
Call Ken Gleason
845.462.5116
for pricing on G600/500,
GTN-750/650 and Aspen PFD/MFD
www.precisionavionicsinc.com
APRIL 5-10
ABS at Sun ‘n Fun – Lakeland, FL (KLAL)
Precision Avionics, Inc.
APRIL 21-24
ABS/ASF Service Clinic at Cape Aviation – Cape Girardeau, MO (KCGI)
MAY 12-15
ABS/ASF Service Clinic at Plane Care LLC – Hagerstown, MD (KHGR)
JULY 25-31
ABS at EAA AirVenture – Oshkosh, WI (KOSH)
SEPTEMBER 22-25
ABS/ASF Service Clinic at Air Associates – Olathe, KS (KOJC)
2017
SEPTEMBER 21-24
ABS 50th Anniversary Homecoming at Wichita, KS
Regional & International Societies
Visit these websites for more information.
AUSTRALIAN BONANZA SOCIETY • www.abs.org.au
FAA Certified Repair Station 0Q1R383K
40 Citation Drive, Wappingers Falls, New York 12590
BEECH PARTS –
ALL MODELS
Musketeer/Sport/Sundowner
Sierra/Skipper/Bonanza/Debonair
T34/TravelAir/Baron/Duchess
Duke/TwinBonanza/QueenAir
KingAir/99 & 1900/Airliner
One of the largest “all-Beech”
inventories in the world
Structural, Landing Gear, Flight
Control, Accessories, Instruments,
Kits, Hardware, Interior Parts, Etc.,
etc. Since 1969, your best source
for affordable genuine replacement
parts; call the Beech Specialists…
BRAZILIAN BONANZA SOCIETY • www.bonanzaclube.com
EUROPEAN BONANZA SOCIETY • www.beech-bonanza.org
MIDWEST BONANZA SOCIETY • www.midwestbonanza.org
NORTH EAST BONANZA GROUP • www.northeastbonanzagroup.com
NORTHWEST BONANZA SOCIETY • www.nwbonanza.org
ROCKY MOUNTAIN BONANZA SOCIETY • www.rmbonanza.org
PACIFIC BONANZA SOCIETY • www.pacificbonanza.org
SOUTHEASTERN BONANZA SOCIETY • www.sebs.org
SOUTHWEST BONANZA SOCIETY • www.southwestbonanza.com
701 Del Norte Blvd., Unit 220
Oxnard, California 93030
(805) 604-0439/FAX (805) 604-0429
www.arrellaircraft.com
(Minutes from Camarillo & Oxnard Airport)
79
Display Advertising Index
Display Advertising Director: John Shoemaker
2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684
Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588
E-mail: [email protected]
AmericAn
BonAnzA
Society
NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions
of advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS.
Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or
imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations.
Aero-Tow LLC . . . . . . . . . . . . . . . . . . . . . . . . 55
George Baker Aviation . . . . . . . . . . . . . . . . . . 36
Air Mod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
GlobalParts.aero. . . . . . . . . . . . . . . . . . . . . . . 45
Air Parts of Lock Haven . . . . . . . . . . . . . . . . . 48
Great Lakes Aero Products Inc. . . . . . . . . . . . 46
Aircraft Door Seals, LLC. . . . . . . . . . . . . . . . . 30
Hartwig Aircraft Fuel Cell Repair. . . . . . . . . . . 53
ABS exists to promote aviation safety
and flying enjoyment through education and
information-sharing among owners and
operators of Bonanzas, Barons, Debonairs
and Travel Airs throughout the world.
Aircraft Insurance Agency by Duncan. . . . . . . 69
Hartzell Engine Technologies . . . . . . . . . . . . . 35
www.bonanza.org
1922 Midfield Road, P.O. Box 12888
Wichita, KS 67277
Tel: 316-945-1700 • Fax 316-945-1710
Office Hours:
Monday thru Friday; 8:30 am – 5:00 pm
(Central Time)
ABS Executive Director
J. Whitney Hickman, [email protected]
ABS-ASF Executive Director
Thomas P. Turner, [email protected]
Technical Questions
[email protected] or 316-945-1700
BPPP Questions
[email protected] or 316-945-1700
Hartzell Propeller . . . . . . . . . . . . . . . . . . . . . . 9
Aircraft Spruce & Specialty Company. . . . . . . 35
Honeycutt Aviation. . . . . . . . . . . . . . . . . . . . . 57
Airwolf Filter Corporation. . . . . . . . . . . . . . . . 72
Insight Instrument, Corp. . . . . Inside Back Cover
AKG Aviation . . . . . . . . . . . . . . . . . . . . . . . . . 19
J. L. Osborne Inc.. . . . . . . . . . . . . . . . . . . . . . 56
Alpha Aviation Inc. . . . . . . . . . . . . . . . . . . . . . 75
J. P. Instruments Inc. . . . . . . . . . . . . . . . . . . . 7
American Bonanza Society. . . . . . . . . . . . . . . 58
Kalamazoo Aircraft Inc.. . . . . . . . . . . . . . . . . . 59
Appareo Systems. . . . . . . . . . . . . . . . . . . . . . 13
Knisley Welding Inc.. . . . . . . . . . . . . . . . . . . . 70
Approach Aviation . . . . . . . . . . . . . . . . . . . . . 5
Knots 2U Ltd.. . . . . . . . . . . . . . . . . . . . . . . . . 12
Arrell Aircraft Sales Inc.. . . . . . . . . . . . . . . . . . 79
L-3 Communications . . . . . . . . . . . . . . . . . . . 21
Avemco Insurance Co.. . . . . . . . . . . . . . . . . . 49
Main Turbo Systems, Inc.. . . . . . . . . . . . . . . . 59
Aviation Design. . . . . . . . . . . . . . . . . . . . . . . . 68
McFarlane Aviation. . . . . . . . . . . . . . . . . . . . . 77
Aviation Research Systems, Inc.. . . . . . . . . . . 47
Mena Aircraft Engines, Inc.. . . . . . . . . . . . . . . 51
Avstar Aircraft of Washington. . . . . . . . . . . . . 5
Microaerodynamics Inc.. . . . . . . . . . . . . . . . . 23 Avstat Aviation Inc.. . . . . . . . . . . . . . . . . . . . . 75
Mountain View Aviation. . . . . . . . . . . . . . . . . . 16
B & C Specialty Products Inc. . . . . . . . . . . . . . 45
Murmer Aircraft Services. . . . . . . . . . . . . . . . . 3
B/E Aerospace Inc.. . . . . . . . . . . . . . . . . . . . . 17 National Airparts Inc. . . . . . . . . . . . . . . . . . . . 78
Barrett Precision Engines Inc.. . . . . . . . . . . . . 36
Niagara Air Parts Inc.. . . . . . . . . . . . . . . . . . . 57
BAS Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
P2 Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Beaver Air Services. . . . . . . . . . . . . . . . . . . . . 6
Parts Exchange . . . . . . . . . . . . . . . . . . . . . . . 72
Biggs Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . 24
Performance Aero Inc. . . . . . . . . . . . . . . . 40-41
Membership and Events
[email protected]
Brant Aero . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Performance Aircraft Parts Inc.. . . . . . . . . . . . 78
Butler Avionics Inc.. . . . . . . . . . . . . . . . . . . . . 44
planecover.com . . . . . . . . . . . . . . . . . . . . . . . 70
ABS Pilot Shop
www.bonanza.org or 316-945-1700
Camarillo . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Poplar Grove Airmotive Inc. . . . . . . . . . . . . . . 18
Carolina Aircraft Inc.. . . . . . . . . . . . . . . . . . . . 73
Precision Avionics. . . . . . . . . . . . . . . . . . . . . . 79 Cincinnati Avionics (Sporty’s) . . . . . . . . . . . . . 55
Precision Propeller Service Inc.. . . . . . . . . . . . 74
Clifton Aero. . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Ram Aircraft LTD Partnership. . . . . . . . . . . . . 11
Cool Travel Stuff. . . . . . . . . . . . . . . . . . . . . . . 20
Rocky Mountain Propellers Inc.. . . . . . . . . . . . 38
Cruiseair Aviation Inc.. . . . . . . . . . . . . . . . . . . 35 Ryan Machine. . . . . . . . . . . . . . . . . . . . . . . . 25
Cygnet Aerospace Corp. . . . . . . . . . . . . . . . . 15 Sarasota Avionics. . . . . . . . . . . . . . . . . . . . . . 67
D’Shannon Aviation . . . . . . . . . . . . . . . . . . . . 31
Select Airparts . . . . . . . . . . . . . . . . . . . . . . . . 53 DBM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Simcom Training Centers. . . . . . . . . . . . . . . . 25
Eagle Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . 29 Sundance Flying Club. . . . . . . . . . . . . . . . . . . 68
Falcon Insurance Agency. . . . Inside Front Cover
Superior Air Parts Inc.. . . . . . . . . . . . . . . . . . . 27
Flight-Resource, LLC. . . . . . . . . . . . . . . . . . . 67
Tornado Alley Turbo Inc.. . . . . . . . . . . . . . . . . 31
G & D Aero Products, Inc.. . . . . . . . . . . . . . . . 63 Val Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Membership Services
•Monthly ABS Magazine
•Technical Advice and Parts Sourcing
•Beechcraft Specific Pilot Training
•Special Members-Only Website Content
•Aircraft Inspection Program
•Beechcraft Maintenance Guides,
DVD’s, Merchandise and Apparel
•ABS Fly-Ins & Events
•Aircraft Prepurchase Assistance
•Mechanic & Flight Instructor Training
•Regional Societies
•Aircraft Insurance Program
•Rental of Rigging Tool Kits
•Professionally Staffed Headquarters
80
Aircraft Specialties Services . . . . . . . . . . . . . . 43
Garmin International. . . . . . . . . . . . . Back Cover Western Plains Aviation. . . . . . . . . . . . . . . . . 69
Gemco Aviation Services Inc.. . . . . . . . . . . . . 3
Windward Aviation. . . . . . . . . . . . . . . . . . . . . 63
General Aviation Modifications Inc.. . . . . . . . . 46
Yingling Aviation. . . . . . . . . . . . . . . . . . . . . . . 24
NOVEMBER 2015

American Bonanza Society

Transcription

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