American Bonanza Society

SOCIETY
-
Painting
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Refining the Dream.
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fOOTSTEPS I'" TH SAND
(Used liS fhe
bellel/ictioll
alille close oJ tile sen-ice.)
We walked logelher in Ihe Texas sands,
reveling inlhe wonde rs of God's lands.
The two of us, my darling husband and I
have done this many limes in Ihe years gone by.
The ocean waves slap against the shore.
and :Iround OUf heads, the gulls dip and soar.
Some sil on the sand. the wind in their face,
and insects scamper as the sandpipers chase.
(
The big ships sai l by. ships of every sort,
guided by Ihe pilol boal, in and oul of port.
OUf hearts skip a beal when we see the porpoi se play,
and the while pelicans su nning in the b.IY.
OUf footsteps, in the sand. are gone with a wave.
but the precious memories, we'll always save.
And we will raise our faces high into the sky.
J.
and thank Ihe Lord for all Ihese days Ihal have gone by.
Norman
Colvin
1911 -1997
A
large a nd varied co n gregation re presenting the
many fa ce ts of Norm
Colvin 's multi-faceted Life galhe red
at College Hill Methodist Ch urch in
Wichita, Kan., on Saturday, March
I to say goodbye. I was Ihere, as were
Fonner ABS president Lee Larson
and his wife Jud y from Colorado.
Though we were there 10 pay our
sad farewells , Ihe main purpose in
our being present was to ce lebrate
the long life well spem by a good and
decent man who left behind something specia l for each of us.
On this day, the slale ly sanctuary
of the c hurch was decorated wit h a
huge photograph of a V-Tail Bonanza
silhouelted against an evening sky
and located between two pulpits. It
was easy to imagi ne the airplane to
be lurning on final, heading home.
One of the pulpits was occupied
by C. Don Cary, Raytheon Aviation
Corporalion 's director of custome r
relations and a long-time friend of
A8S April 199 7
We ' lithailk Him for every creature everywhere,
for hi s love. hi s patience, as we ll as his care.
-Nellie CO/"ill
Noml's ~u1d of !he ABS, who was asked
by the family 10 deliver Ihe eulogy.
Do n spoke mov in g ly and w ith
profound admira tion aboul the un compro mising siandards of quality
and inlegrity Ihal Noml imprinled on
the worldwide servi ce and suppo rt
programs of Beechcraft during his
long career with thai company.
As Don spoke. I reflected on the
fact thai Nonn broughl the same high
standa rds to the ABS, where they
continued to grow and flourish. It is
a legacy of excellence that he left behind firsl al Beech, then al the ABSand we are all beller off for Ihem.
During the service. Ihe minister
spoke e loquentl y of ortn 's quiet but
ime nse passion for Bonanza-Iype airplanes. " He was a class icist. " the
Rev. George Gardner explained, "a
man driven 10 know every last part
of Ihe airplane and 10 under land
complete ly its function ." To thi s.
Ihousands of ABS members li ke myself can say "Amen!"
o one ever kncw-or will ever
know- Bonanzas as well as Nonn.
He was the liltle man wilh Ihe big
dreams who reached out and touched
generations of ABS members.
c(
('
(
Through his Service Cl inics, his columns in thi s publication, hi s books
and hi s allendance al all bUI one ABS
Annual Convemion, Noml became
Ihe go-to man wi th Ihe answers to
our questions .
When Norm began hi s career with
our Society, he received about 150
leiters the first year. The volume of
leiters grew to more Ihan 4,000 per
year by Ihe time he retired.
On the eve of that retirement, he
said, "Bonanzas. Barons and the
ABS have been my life and will
always be c lose 10 my heart ." Thus
il was filting that member Ern ie
Spriggs, fl yi ng a V-Tail, circled the
gravesite and flew west as a final
tribute. On behalf of all members of
the Soc iety, le i me say thai Nonn will
always remain in our hearts.
--ROil
Vickrey
onn Colvin died on February 25.
1997. in Wichita. Kan . He is survived
by his wife Nellie. three daughlers
and numerous grandchildren. A memori~1I ha s been established in
Nonn's name wilh Ihe ABS Air Safely
Foundation Endowment Fund.
Cards and lellers to the family may
be sen I in care of ABS Headquarters.
Page 4702
APRIL 1997
VOLUME 9 7 . NUMBER 4
COVER STORY: A tribute to J. omlan Co lvin
who died February 25 in Wichita, Kansas. . . . . . . . • . . . . • • . . . • . . . 4702
UP, UP AND AWAY! by Patrie Rowley ........ .. ...... • . ..... . ..... 4710
FiJlh ill a series 011 the history of lI viatioll ;1/ Wichita
WICHITA: OLD AND NEW . . .. .......... .. ... .. .. . .. ... . . .... . . 471 3
COl/ventio" info alld preliminary schedule oj
CI'ellls
MAINTENANCE OF BEECH AIRCRAFT CONTROL SU RFACES. . ... .. . 471 5
PART I by Dick Pedersen. Dave Momi , Itzhak Jacoby and Ken Pearce
HUNTING WITH BLUNT OBJECTS by James Grote . . .......... ... .. 4719
GUIDELINES FOR SU BMITTING BONANZA OF THE MONTH ......... 4722
RUNNING THE 10-550 ON THE LEAN SIDE OF PEAK by Cal Early
4 72 4
A ll oWl1er 's per spccl i \'c
A FLIGHT AROUND AFRICA, PART II by Horst Ellenberger ....... . . . . 4 730
DII'i\ KI\\f N I"
PRESIDENT'S COMMENTS
INSURAN CE ...... . ..... 4 723
4 704
by ROil Vickrey
Foreigll object dan/axe
by 101111 Allell . Fa/col/Insurance
COLVIN'S CORNE R ..... . . 4705
REG IONAL NEWS ... . ...
by Neil Poball: alld Arky F olllk
FORUM . ..
4729
N. E. & S.E. 8 0 11011: 0 groups
. .. . 4 711
CALENDAR ............. 4 734
SERVICE CLINIC AND
BPPP SCHED ULES .
4 717
SHOPTALK .. ..... .
4720
CURRENTS by LeI\' Gage
and AVIONICS by}i/ll llllglte.l'
will return in the May issue
LOllding gear S1/"//IS. by Lynll l enkills
•
Arthur Danchuk, Santa Ana, Ca lif.
Alan Gardiner, Waterford, Conn .
Jack Laub, Salt Lake City, Utah
George A. Northam, Elmhurst, II I.
Richard Nu rge, Gilroy, Ca lif.
AilS WEll SITEPAST
hllp://\I \I \I.bunanza.urg
P~[SID['1TS
8 ·1 McClanahan, MO
flank GRoss.
Ru ~W!1I
W Rmk
"'f)()I,'t! T Lu.dry, Ir... - .
Col vin B. Eafly. MD, PhD .
Colp'. fl-':;se r. Ad.lrllS, US"IIRrn .
DaVId P. Barlon .
Alden C.
U.1rr1OS
..
.
•
Fred A Dn K On, Jr.
E.M Anderson. )r
Don.lld l Mond .. y .
1%7- 197 1
197 1- 1973
1973- 1975
1975- 1976
197&-1977
1977- 197/1
1978-1979
1979- 1980
1980-1981
1981 - 1983
1983- 1984
H.my G. Hddlel
John [. PI~lon
Ch.. lles It GlbI»
lost'l)h ,\-IcCI,'In, III
ll'C larson .
Willl.lnl H Rll~h .
Rd y lledd3br~nd
Idll""les C. C.Is~lI , III
W.Ulpn r. Hoffner .
John H KlllxII.Jrl"ll'
Batlle HIt''"
1984- 1985
I'J85 - 198&
1986-1987
1987- 1988
1<J88--1969
1969- 1990
1990-1991
1991 - 1992
1992- 1993
1993- 1994
1994- 19%
soclnv
AM[lUCAN BONANZA
MAGAZINE is pubhslwd mon lhly by Ihc Amcnc,In Bon,)nZ.1 SocIt'1y .. I Ih..' Wn hlld Mld..conti·
nenl Airport, 192.2 Midfield )l.o,Id, Wic hita, KS 67209. The I>"(t' of ,I y(wly 5ul)';C rlprion 1\ mdll£lt>tl in Iht, dnnll,]1 dUe<; 1S45) of
Sodery 1l"M.'Il1bcf5. Periooical pO~I ilKe p~id .. , Wichi ta, KdnS~~ , .. nd addiliona l m,IilIilK olfiu'!.
The Soclcly dnd I'ublishcf cannOI .lC(t'I)/ f(..o<;ponsibility lOf th•.' corfl.."LInt.'S~ 0' "c(ur.lCy of lhe mdUL'I"S pfin/t'(1 herem or for .lny
opmlons Cilpres§t'd. OplnlOfl'lO olthe Editor Of coolnbulOfS do IlOI Ot'CnSolIlly f(..-prl"l'fllthe !)()!,IIlon of lhe Stx ll1y I'ubhsht."! resenle!>
the "j4ht 10 It',eel any mdl .... I.. 1wbnnucd IOf pubhcahoo. Copy ~Ubrrll"l<d for ,)Uhhc atlon ~hJII b"u)nl(' Iht' ,)roJ)l"!ly of The Society
and ~Ii.:dl not IX'relurned ArT.des ~ ub"'l/1ed ~dh dCCOlllp.:my.ng PlCluFt'S rccc.\If' pub"C"'ron ,)reft'«'f"IC{'. PKturt'S ~IU Ix> relurned
..... hene<...... POSSible
ANN UAL DUES: US-S45 , C,m.lCi.ll. r\"\e,';;c o-S45 (US), fOfelgn-S 75
I'OST.MASTER, St.'fId
Page 4703
ddd.es~ t::h'ln~~
10 : Anll"!oc"n Bon"nZd Soc: lely, P_D. Box 1!886, Wkh"J, KS f>7.2 77
AUS April 1997
•
TCM joins the Clinics
President's
Comments
RON VICKREY
Offering a va luable new service
to members, Teledyne Continenta l
Motors is now partic ipating in the
AB S/ASF Service Clin ics. Thi s will
continue until further notice.
AI Beech. director of Eng ineering
Service Prog rams for TCM was on
hand at Fernandina Beach with TC M
Se rv ice Re prese ntati ves Mik e
De hat e , Phillip G ri ce a nd Bo b
Moseley. They perfonned compression checks and borcscopc examinatio ns of each eng ine. Owners had the
oppo rtunit y to actuall y view the ir
cy linders through the borescope and
discuss their specific aircraft 's operati onal and maintenance requirements
with factory personnel. I encourage
you to take ad va ntage of thi s new
feature of the Service Cl inics at yo ur
earli est convenience.
Future magazine articles will expand on what takes place at the Service Clinics and hi ghlight the discrepancies we are !inding. Stay tuned.
Spring checkup!
Raytheon Open House
The fi rs t ABS/ASF Service C linic
for the 1997 season was held Feb.
28 through March 3 at Fernandina
Beach, Fla. A total of 30 Bonanzas
and Barons received the ir Spring
checkup with additi onal members
standing by in case there was a cancellatio n.
Di c k Pedersen, ABS tec hni cal
consultant, put in a busy four days
inspecting aircraft and di scussing his
findin gs with the o wn ers. Dic k's
wife Karen recorded his findin gs and
prov ided a written report fo r the
owners' records.
Returning from Nonn Colvin 's funeral on Saturday, I was able to spend
some time talking with members at
the clinic on Sunday. As always. it
was impress ive to witness the commitment members make to learning
more about the condition and operation of their aircraft.
T he A BS annua l conve nt ion III
Wichita will feature a comprehensive
Saturday tour of the rapidl y changing Raytheon factory complex . In
addit ion to the popular to ur of the
Bo nanza and Baron assembl y plant ,
several new buildings, a new run way
and newly anno unced corporate jet
projects will also be on display.
The King Air and Beechjet asse mbly lines will be included on the tour
along with the new Aircraft De li very Center. A stati c di splay of vintage Bo nanzas, Stagge rwi ngs and
Twin Beech aircraft is pl anned at the
facto ry during the open house.
ADS April 1997
ABS aircraft display
The ABS is planning another displ ay of a ircraft be lo ng in g to A BS
members comprising each model of
Bonanza, Baron and Travel Air at the
conve nti on. These ai rcraft will be on
di spl ay durin g Thursd ay ni g ht's
Hangar Part y, hosted by Raytheon at
Mid-Continent Airport.
Please help us attain o ur goal by
submitting your plane as the representative for its parti cular model. We
would apprec iate you sending us recent interi or and ex terior color photos to fac ilitate the selection. We are
seeking aircraft most closely resembling the appearance of aircraft mode ls as deli ve red from the facto ry.
However, aircraft need not be trul y
orig inal to be considered . A not ice
with detail s appears on page 47 14.
Raytheon sales up!
For those of us who look to the
used (ex perienced) aircraft market
when shopping fo r o ur ·'new" bird ,
it was encourag ing to see the number of Bonanzas and Baro ns produced in 1996 increased about 8 percent.
Aircraft
58 Baron
A36
B36TC
F33A
1996
1995
44
29
89
14
83
14
8
6
A total of 382 commercial aircraft
was prod uced incl ud ing the 3,oooth
A36 and the 5,000th King Air.
Wanted, a few good planes
Bo nanzas, Baro ns and Travel Airs
are needed for cover feature articles.
We stri ve to feature a wide va riety
of a ircraft , so please send LI S pictures
and inform ation o n yo ur pride and
joy. Although we' re interested in all
mode ls, we ' d es pec iall y we lcome
aircraft models that haven' t been featured lately.
Send us a ve rt ica l fo rmat co lor
photo for the cover along with two
or three other photos of the interior
and pane l. An equipment li st and
o the r interesting info rm ati o n wi ll
round o ut the artic le fo r o ur ed itors .
See page 4722 for de tai Is.
So long for now! Let's fl y!
~
Page 4704
M35 surface recovering
Dave Kuhlman
'fI!!:'and Villa8e, Texas
~: I currenll y own a 1960 M35
Bonanza Ihal wi ll have 10 have Ihe
conlrol SLII'faces recovered. Do yo u
have an y recomm endalion s fo r a
shop? Whal malerial s can be used for
Ih e rudd erva lors- aluminum or
magnes ium ?
A: There is no approval for alumi num o n Ihe ruddervalOrs. The ailerons can be alumin um . We' ve had
good reporls on C helcran al 6 123S9-55 15.
Takeoff rpm for 535
rpm limit at 2600 for five minutes.
With the Hartze ll prop that will
tum 2650, it appears to me that I can
legally setlhe go vernor for the 2600
rpm takeoff limit as per the eng ine
TCDS . Do you agree?
A: The R did receive an E- IS5- 11
but takeoff ho rsepower was limited
196 in my refe rences, which was
the -S ho rsepower.
Therefore, takeoff rpm must be
limited to that which produces 196
HP unless the 337 for prop and eng ine specified otherwise. It appears
th at the A/C certificati on was not
upg raded fo r the ava ilabl e ex tra
ho rsepower.
10
Ken 8,1rnard
Ij2\e, Kall .
How much for the Beech?
~: I ha ve a 35 R Bo nanza SIN
D-329-R 12 wilh an E- IS5- 11 engine,
SIN D 2203 1- D-3- 11. II ha s a
Harl ze ll HC-a2x20-4a I prope ll er
inslall ed.
Whal is Ihe maximum rpm that
can be used for takeoff? Under the
TCDS for the mode l 35R and with a
E- IS5-S eng ine, the takeoff limit is
245 0 fo r o ne minule. Unde r th e
TC DS fo r the eng ine. the -S and the
- II are interchangeabl e. The - II
eng ine was put on the aircran in 1955
with a 337 form fil ed. The engi ne
TC DS shows the E- IS5- 11 eng ine
Kenny E. M cCorm;ck
Granite Bay, Ca lif,
Page 4105
Q: I need help to detemline a reasonable price of a Beech aircraft. The
ABS has publi s hed ac tual selling
prices of various models. Do you still
track the selling prices? I want to buy
int o a fo ur- wa y partnership in
V35ATC N250TC, SIN D-904S, and
I could use some basic pricing g uidance. I know prices have jumped SO100 percent in the last five years but
I ha ve lillie e lse to go o n. Where
wou ld yo u suggest I look?
A: The Blue Boo k shows an ave r-
age retail of $S6.ooo which is mid life
eng ine 600 SMO H, no damage histo ry s ix month annual , exce ll ent
painl and interior, two axis AlP dual
na v com, GIS. mkr beacon, transponder and encoder with o ri ginal A/C
logs.
Manifold pressure and
fuel flow questions
Steven She"
Exeter, N.H.
_
_
Q: Fo r more than a year, I have
noti ced that my left eng ine manifold
pressure and my left engine fuel now
indi cate a fu ll "one to 1.5 needles
width" higher than my right engine
(when both are engines set same prop
rpm selling).
This di screpancy also is indicated
on the Al cor EGT gauge with left
eng ine show ing the same "split" and
a higher reading. The "split" remains
thro ug ho ut powe r ra nge- but is
greatest at idl e and low power and
on ly dec reases modes tl y at full
power.
I j ust completed a new annualall compressio ns are fin e- and fue l
fl ow me tering indi cated no problems. However, it does seem that
with pro p rpm s equal and MP, fue l
fl ow and EGT all showing a hi gher
reading on len engine, that they are _
trying to tell me something. Any sug- _
ABS April 1997
geslions as to what would cause such
a condition, o r where to start troubleshooting?
e A:
First, I would check tac h, MP
and fuel now for accuracy wi lh metered and unmetered fue l pressure
checked. A tach checker and static
MP sho uld be suffic ient initi all y.
Then check mag timing. Sometimes
low eng ine performance requires
more MP to achieve the same rpm .
If the compression is good and if the
gauges are acc urate, I would suspect
ignition o r val ve opening duration if
it occurs at high po wer. If it occurs
at lo wer power, it may indicate an
intake leak at the hose or drain line.
Oil consumption on S35
Tracy Barrus
Bellevue, Was h.
Q:
e
My S35 with an 10-520B gets
eight hours to the quart of o il when I
run it between 9 and lOon the dipstick. I still see a lot of o il on the
belly, even with the Walker air-oil
separator. Will I get better o il consumption and less on the belly if I
run the level between e ight and nine,
and will that hurt the eng ine?
A:
You probabl y will have less o il
on the belly if there is no leak. A
quart in e ight hours is not excess ive
usage. Minimum leve l is 10 quarts
perthe book, but probably won't hurt
down to seven quarts. A pressuri zed
crankcase from the prop shaft seal
could be causing the o il on the belly
if there are no leaks. TCM has a SB899 on testing for excessive pressure.
show signs of needing new seals. Of
parti cul ar concem is the nose strut ,
which seems to have a lot of play
bet ween the piston and barrel. I think
thi s o ne will need to be shimmed up
111 some wa y.
The main s pro babl y o nl y need
seals. Is there a source for part s o r
kits which include the needed parts
for completing thi s job?
A: Delta Strut at 602-844- 1004
will be able to help yo u. Ask for
Ark y. De lta Strut has approval for
bu sh ings and s him s a nd is ve ry
knowledgeable about the struts.
Transducer question
Bill Wyse
Marina Del Ray, C,/if.
Q: I have a SymbOli c Di splays!
Hoskins C FS- I 000 fu el now display
in my aircraft . It 's my understanding that the o ri g inal company is now
part of BF Goodri ch.
The tra nsd ucer may need to be replaced and o ne source has q uo ted
$300 fo r the unit. Can you suggest a
possible less ex pensive supplier for
thi s transdu cer? T he orig inal P!
was 20 1-B.
I think the ABS Maga:ine is great.
There is much infonnation about Bonanzas and general pride of ownership. Glacll ' m a member.
A:
Call Jenk ins Air Service at 70233 1-4905.
International Service Clinics
Debonair power charts
Paul Faurot
W.1Isonville, Calif.
Q:
A: We currentl y are not doing service clin ics in Europe .
ADS April 1997
charts. Do yo u know how I can o bta in thi s informatio n?
A: A n N35. P35 o r G33 PO H
Q: My strut s are beg innin g to should
be close on power charts and
Erez Can
Bruxelles, Belgium
Can you infonn me ifthe ABS
Service Clinics are established in Europe (Germany)?
e
New strut seals
Bob Curry
Bellevue, Wash.
performance.
E225 engine near redline
Duke Aberrhllhy
Dunciln, Okla.
Q:
After 40 years as a professional
pilo t and a ridi c ul o us number of
ho urs as PI C, I have developed an
interest in aviati o n. I bought a 1956
G35 to ru n around in as we ll as a few
busi ness trips. It has an E225-8 engine and the Beech electric prop with
so lid stat e cont ro ll er (fres h overhaul). T he eng ine gets near red line
when I clim b past 6.000 feet at o ne
jum p. The prev ious owner repl aced
some of the baffl ing and sea led off
all the air ho les but fai led to so lve
the problem. His mai ntenance seems
quite meti culo us.
Docs thi s engi ne norm all y have
this problem or could I possibly have
a gauge prOblem? With or wi tho ut
cow l Il aps seems to make little diffe rence . I've neve r le t it go past
red line, but I wo nder if it wo ul d
make a lot of d ifference if I did?
A: If it does this at full rich and
full th rottle, the carb may need to be
now checked. ass uming barnes and
gauge are a ll ri ght.
Rotating beacon kaput
Guy 5. De"", DDS
Vicforia, B.C. , C lflada
Q:
My rotat ing beacon has died
(l ight s wo rk. mo to r does not). It is a
G rimes D-7080A- I-2 ( 14 volt). Is it
cheaper to buy a new one or does
someone rebuild these?
Q: I just purchased a 1963 BE- A: Aero Electric at 3 16-943-6 100
33 B Debonair which was upgraded
to the 260 HP 10-470N eng ine. T he
POH does not have th e upg raded
po we r se ttin gs a nd pe rfo rman ce
in Wichita, Kan., may reb uild. You
can repl ace it with a Whe lan rotating beacon or stro be.
Page 4706
Cylinder problem on F33A
Seat belt grommets
William F. Horne, Jr.
Robert Carr
Laurel, Miss.
East Lansins, Mich.
nanza F33A N6469L SIN CE- I006.
n,e engine has approximately 1,280
hours. When I bought the plane about
one year ago, it was noticed that the
oil consumption was running about
one quart for every couple of hours.
Thi s was not an acceptable leve l
of comfort , and it was recommended
by my loca l A&P to overhaul the
cy linders.
When the cy linders were pulled,
they found that they were pitted, and
that the rin gs were not ali gned as
they should be. The cy linders were
sent off to be examined, reworked
and tested . Both intake and exhaust
valves were tested, and I believe the
intake valves were replaced. The cylinders were cennichromed as well.
One hundred hours later, the engine continues to use oil at the rate
of about one quart every three to
three and a half hours. I am using
Aeroshell 100. I am coming up to an
annual and have thought about having a cyl inder pulled again. Lately, I
have been running it a little harder
at 23 manifold pressure with 2,500
rpm. Any sugges ti ons wo uld be
appreciated.
Safety Communique covering seat
belt elastic grommets issued in December 1996, I just got off the phone
with Mike Peterson at Raytheon who
infomled me th at one cannot buy the
required replacement grommets for
seat belts. The onl y "'approved" remedy is to purchase complete new belt
assemblies.
ow is thi s sill y or what? A grommet (simply a piece of heat shrink
plasti c) mi ght cost a quarter. I didn 't
even dare ask the pri ce of a new seat
belt set.
Does ABS have any answe rs
here? A sou rce of these little grommets? A membe r with a business
who could make them?
Si nce thi s Safety Communique
covers almost all models of Beech
aircraft, there must be a lot of owners scratching their heads and mak ing uncomplimentary gestures toward Wichita.
This issue sho uld be covered in
the newsletter. pronto. Maybe we can
put some pressure on Raytheon.
Q: I am the owner of a 1982 Bo- Q:Regardi ng Raytheon Aircraft's
A: Cennichromed cylinders normall y seat rather easi ly (one of their
advantages). It may be that a quart
in 3.5 hours is as good as it wi ll get
(not excessive). We worry if not using a quart in 10 - 12 hours. We normall y break them in by running very
hard, i.e. above 75 percent down low
and full rich. Oi l can be lost by avellUes other than rings. I wouldn 't
pull a cy linder without eliminating
other poss ibilities and determining
through borescope process cond ition
of cy linders.
Page 4707
A: a-rings work well. Part of the
problem is how to rep lace the origi nal material in the field .
Rear seat overhaul in P35
Manuel Bracete· Ortiz
San Juan, Puerto Rico
Q:
We are engaged in the process of overh aulin g the recli nin g
mec hani sm of the rear seats and
copilot's seat in a Bonanza P35, SIN
0 -6979, N1489G. In th e part s
manual in our possession, there is no
diagram showing the sea ls, (actually
we only need th e cuad ones). The
ones in use appear to be shot.
We would appreciate a blow-up
detail of the hydro lock so that we
may order the seals by part number.
If unavailable, please advise the part
numbers of all sea ls in the mechani sm so that we may order them al l.
Locally, we have not had any luck.
A:
Cody at Crossroads Aviation
(2 14-239-0263) has parts and can
rebuild . They also have a parts breakdown. Another source is Nichols &
Co .. at 8 10-329-7083.
Hot windowsill
Gerald Boughner
Ramona, Calif.
Q:
During warm weather operations, the pil ot's windowsi ll becomes
very hot. I don 't think it is purely the
ex terior temperature. Is there some
reason there may be excessive heat
tnlnsfer from the engine compartment to this wi ndowsill? Would there
be any way to reduce thi s temperature transfer? In colder weather this
is not a problem.
A:
Unless the cabin heat duct is
leaki ng in behind the upholstery
panel, it is unl ikely that the engine
heat is causing th is. Look for exhaust
leaks just in case. I suspect it is just
radi ant heat from sun shine being
transmitted th rough the structure.
Auto fuel STC needed
Ric!hlrd Sears
Easton, Md.
Q:
I am looki ng for infonnation
on auto fuel STC for 1960 Debonair
BE33 SIN CD- I 18 with an 10-470J
engine.
A: Peterson Aviation has one at
308-832-2050.
Vacuum pump question
Michael Truffer
DeLand, Fla.
Q:
I' m installing a factory-overhauled 10-470N in my H35 Bonanza
and I'd like to get its wet Pesco
vaccum pump ove rhauled. A local
ADS April 1997
e
shop sa id th at no one overhaul s
Pesco pumps anymore and that weI
pumps are " bad" because if they fail.
Ihey pump e ng in e o il into th e
vaccum-driven instrum ents, and so
forth . I' m happy wilh wet pumps in
general and the Pesco pump in particular. Can yo u tell me the name of
a shop that will either overhaul this
pump or sell me a yellow-tagged replacement, perhaps of a different
brand?
A: Average retail price of a 1985
A36 wi lh mid-li fe engine and dual
nav com, G/S, mkr, XPND, ENC,
ALT. ADF, DME. lwo ax is A/P comp
check >68/80, ori ginal logs. no damage, six month annual is $220,000
mid - life e ng in e = 725 S MOH ,
RN AV = $ 1,000+, lo ran = $ 1.000+,
three blade prop = $3.000+.
Heater airflow
Tom Mcintyre
jusl as adverlised. The onl y problem
is Ihal in IWO o il changes, 50 hrs.
each, I am gelling a high si licon reading on Ihe eng ine o il anal ysis reports.
The oil ana lysis is from Ihe same
folk s in Arlinglon where f ha ve always sent the samples wi th no problems . Have yo u heard of the phenomenon before? Ifnot, what do you
make of it? The annual comes up in
March, so I will make sure alt air doors,
etc .. are OK.
A: Wet pumps are ve ry re liab le . Q: I ha ve a Mode l 36 with a 10- A: I have not heard of th is probSacramento Sky Ranch at 1-800lem be fo re, but it seems poss ible.
River Falls, Wis.
Buying an A36
550 conversion that fi at won ' t put out
heat. Two fA mechani cs and I are
stymied. We too k o ff Ihe mi xer valve
from the fire wall and ported air (output of strong vac uum c le,lI1er) into
the fire wall hole. Very lillie air fi nds
its way into Ihe heat outlets. With the
defrosl pulled out , there is almost no
ai r directed to the wind shield . With
the aft heal shulo fT valve pulled, it
hardl y improves the situati on.
It is as if there is blockage of some
Iype in the fire wall ductwork, but a
light and mirror reveal nothin g we
c an see . We c hecked th e pa rt s
manual for any hints and found none.
II's cold in Wi sconsin , and the FAA
takes a dim view of fireplaces in airplanes. Help !
Cary Bickerton
Brasted, Kent, England
A: It sure seems as tho ugh there is
433-3564 can provide both Garwin
and Pesco exchange wet pumps.
Gas heater for Bonanzas
David Bush
Q ewood, Colo.
: I was wondering if there has
ever been an STC for a 1966 V35
Bonanza that allows inslallation of
a Janitrol type gas healer or another
brand of the Iype that is used in Ihe
Baron? I would appreciate any information regarding th is installation.
e A:
There is not currently a listing of
an STC for a gas healer on the Bonanza.
Q: I' m in the process of trying to
e
find a Bonanza to replace my current aircraft. I've been offered a 1985
A36 with 2300 hours on the airframe
and 885 hours on the engi ne. It 's a
nonnal spec A36 except for the addilion of wing tip tanks. It 's got a
very comprehensive avionics stack
and is WIO inside and 8/10 externally. The price is 152,000 pounds
($245,000) and I was wondering if
yo u could tell me whether this pri ce
sounded right in your experience . If
it is I' ll buy it and you' ll have a new
member in the Bonanza fan club!
ABS April 1997
a bloc kage or a leak. Your tro ubleshoot i ng procedure is as good a
method as I know. I wo uld conlinue
to look in that area for the problem.
It d oes sound as th o ug h th e re is
something wrong.
High silicone reading
Sid Cleme nts
Dallas, Texas
Q:
AI Sun ' n Fun last year, I purc hased and in s ta ll ed th e si li co n
rocker gaskets shortl y after retuming to Dallas. The 10-520 had abou t
950 hours on it at the time. They
wo rk great. Minuteoilleaks Slopped
May be we have adva nced in sensiti vity of Ihe o il sample 10 where we
need to rethink what leve ls 10 wo rry
about. Members, any comment?
Fuel gauge trouble
Colvin O 'Donnell
Huntersville, N.C.
Q:
If the c ircuil board has been
ru led out as a possibl e ca use of a fuel
gauge reading inlennilleml y, what is
the nex t area to tro ubleshoot?
A:
Check grounds and tenninal s
fo r corrosion at senders and at power
source, i.e. circuit breaker. PUI an
ohmmeter on each sender wi th wires
off and check values.
Protective covers price
Dr. Je,ln-Charles Crombez
Ville Mont-Royal, Quebec, Canada
Q:
Please send info on price of
prolective covers as menti oned on
page 4564 or the ABS Maga:ille (Kit
No. 35-506). My airp lane is a V35B
(D- I0378).
A: Beech no longer makes thi s kit.
Tanis at 1-800-443 -2 136 has some.
Balancing ruddervators
Dennis Haverlah
Cedar Park, Texas
Q: I am ba lanci ng my ruddervators . My mechanic to ld me to re-
Page 4708
move the trim tabs berore balancing.
The illustrations in the balancing instruct ions show the tabs installed and
no rererence to the tabs appears in
the instructions. I believe they should
be installed when doing the balance
procedure. Please advise me what is
correct. My aircraft is a 1947 Model
35 SIN 854.
A: The tabs and any hardware must
be on when balancing. If it can't be
balanced with the allowable weights
added. then stripping the paint and
trying again with a li gher coat and
trai lin g edge up while painting is
necessary. This is very important to
do correct ly. We need to be in the
middle or the range.
STC advice needed
Russ Beckner
HoI/is, N.H.
Q:
I am eva luating the purchase
of a 1954 E35 Bonanza with a 2 10
HP Continental 10-360 eng ine. lunderstand this is an STCed installatio n. Wou ld you have infonnation on
who sells this STC? How man y conversions s uch as thi s ha ve been
done? What the perronnance specs
might be? What problems are unique
to the installation. i.e. cooling, bar-
Page 4 709
!ling, vibration, weight and balance
changes? How resale value is arrected: Does it increase or decrease?
I ha ven 't seen another Bonanza with
thi s conversion advertised despite
watching trade magazines ror years.
A: There is no STC li sted; it must
Resurfaceing flight controls
D€1Ve Kuhlman
'Jil\,/and ViII,lge, Te.,)s
"-<:
I wou ld like to lind a company
that can resurrace flight contro ls.
Any help or information would be
greatl y appreciated.
be a one-time approval.
A :We ' ve had good experience with
Tip tank question
Chelcral't at 612-389-5515 . Make
sure the !light control s are properly
balanced before installati on.
Alan Kozarsky
Locust Grove, Ga.
Q:
I am an ABS member and own
a 1993 A36 Bonanza. I' m considering tip tanks and want a gross weight
increase that does not have to be carried as ruel. I unde rstand that tip
tank s ma y be associated with vibration problems. What are your recomme ndation s? Also. what is yo ur
cho ice in an engi ne preheating system?
A: I have learned D'Shannon has
a tip tank g ross weight increased
which does no t have to be carried as
fue l. Vibratio n problems are o nl y
with certain propeller models; the
newer three-blades are not supposed
to be a problem. For engine preheating systems, contact Tanis at 800443-2136.
1 1 1
•
•
•
PLEASE SEND YOUR
QUESTIONS AND/OR
TIPS AND TECHNIQUES
TO: America" Bo",)"l'.1 Societ,
All,,: Neil Pob,lIJ/
.
P.O. Bo, 128811
Wichita, KS 67277
Neil Paban7, ASS technica l consultant, is a
retired U.S. Army civiliall pilot and maintenance miln£lRer. Neil has been all A8.-P and
IA for about 30 ye~I(!>.
Glen "'Arky'" Fmllk, whose business is Delta
Strut, is all A8S ass;st.1f1t t echn ic~l l consu ltam who has served as <In ABS Service Clinic
inspector since 1988.
ADS April 1997
BY PATRie ROWLEY
The /ollowillg is rhe fi/rh ill a series 0/ Wichira aviarioll
hisrorical vigllerres presellled as backgroulld ill celebrorion o/rhe 1997 ABS COll vel1liol1 to be held ar rhe hirthplace 0/ the BOllanza next Ocrobel:
T
he great milita ry forces of Worl d War II we re still
being demo bili zed when Beech and the rest of
Wichita 's wanime aviati on manufacturing companies IUmed to the task of making peacetime products
and findin g markets for them.
On Dec. 22, 1947, Beech launched what was to be the
longest running design series in the hi sto ry of av iation
when it fl ew its Model 35 Bonanza. The sleek fo ur-placer
wa powered by a Continental 165 HP engi ne and provided a cruise speed of 175 mph and a top speed of 184
mph .
li s di stinctive V-Tail marked it as the right airpl ane to
usher in a golden era of growth and progress for the entire gene ral av iation indu stry and gave credence to
Wichita's claim on the title of " Air Capital of the World. "
But in case the civilian av iatio n market failed to mate rialize, B eec h a lso built two pro to ty pes o f R.
Buckminster Fuller's revo lutio nary all-metal dymaxio n
home designed for mass productio n. Despite 40,000 purchase inquiries, financing was not o btained and the enterprise was canceled in 1946. And so was a brie f at-
tempt at building Beech corn harvesters.
During the same period, Cessna tried furniture manufac tu ring and several other airpl ane manu facturers attempted to di ve rsify into no n-av iati on fie lds. But in shon
order. Beech, Boeing, Cessna and dozens of other Wichita
av iati on suppon bu sinesses were again focused on do ing
what they knew best: designing, manufacturing and marketing the fin est a irpl anes in the world.
Even though Boeing was still in the long-range bomber
bus iness, it s commerc ial business was also fl o urishing.
Cessna was introd uci ng a who le fl eet of low performance
hig h wing easy-to-fl y lig ht single engine airplanes with
high wings and low price tags. And Beech was busy building a new and exc iting line of airplanes from the owner
fl o wn Bonanza to a new concept in corporate fl ying that
was to lead them into the legenda ry King Air fa mil y- a
mainstay of their business for decades .
.'
The yea rs fro m the
end of the wa r to 1950
we re a busy, producti ve
and fo rmati ve time for
Wichita av iation. Those
w ho a tt e nd t he A BS
Co nve nti o n thi s yea r
can see where the greatest push in civili an aviation hi story began- as
Wo rld War II ended.
Hope to see you here!
-@--
A8 S April 1997
Page 4710
check after an annual.
The second fli ght training session
was almost complete when the flaps
circuit breaker popped and the flaps
would not retract from 10 degrees.
My instructor attempted 10 recycle
the circuit breaker, and the flaps
ca me up another fi ve degrees.
Nothing serious that couldn 't wait
until my annual inspecti on. Then,
on leaving the BPPP, I dec ided to
fl y to Stuart , Fla., for a ni ght be--_... fore starting back to Ohio with a
stop to my mechanic, whe n the
gear wouldn ' t fully retract. This was
the first actual time that thi s happened and luckily, I had practiced the
manual extension during the BPPP.
The first thing you learn is FLYTHE
AIRPLA E!
Twenty-six turns was all it took
AN IDEA AND
INFORMATION EXCHANGE
to get three greens, and a low pass
FOR ALL ABS MEMBERS
over the Stuart tower conlirn1ed gear
down. No mi shaps. When I finall y
had it inspected, the culprit was a bad
Thanks for BPPP experience ci rcuit breaker and the flaps problem
Thomas E. Powers
was ca used by a broken flap stopper
Powel/, Ohio
on the outboard edge of the flap.
Once repai red, N25Q made a smooth
Just a line of thanks for another
ride back to Co lumbus.
successful and enli ght ening rec urThank s again for makin g the
rent BPPP in Orlando. My fli ght in BPPP
a success. I hope that all Bostructor, George Tatalovich , was sunanza owners consider thi s program
perb and hi s experti se in the Bonanza
for its value and the fact that no other
was ex tremely helpful- so helpful ,
type
airp lane provides thi s quality
in fac t. that I have a story which
training.
might assist you wi th encou raging
other Bonanza owners to take advantage of the BPPP.
Oil pressure overboost
Robert
Parker
As an owner of a 1976 F33A BoAuburn,
Ala.
nanza, I fl ew to Florida the week
before the BPPP to drop off the airIn response to Rick Mollin 's problem wi th oil pressure "overboost"
plane for its nom1al annual. The next
week I fl ew commercia l from Cowith hi s FRMN " BB " engin e, I
lumbus, Ohio, to pi ck up the plane
would like to relay what I di scovered
and fl y to Orlando for the BPPP.
on mine.
Bac k in September, consultin g
Ken Pearce and Dave Monti inspected the plane while the class was
with TCM revea led that a stronger
in ground school and found several
pressure relief spring was installed
sq uawks , minor adj ustm ents, but
in these engines for reasons I cannot
nothing too serious. A good doublenow reca ll : probably low oil pres-
Forum
PolS!! 47 11
sure. After read ings were taken at
id le. when hot. etc., I checked my
pressure with a test gauge to insure
that the panel ga uge was not lyi ng,
then turned the threaded pressure
stem counterclockwise a turn at a
time until my pressure stayed in the
middl e of the green arc when the
engine is completely warm.
I reca ll I turned it out fi ve or six
turn s to obta in proper pressure. I
wanted it in the green arc because
I've always had a fear of blowing an
oil filter, even though I know that
these li lters are tested to pressures a
great dea l higher than I'd seen on my
gauge. I also pondered what effects
too much pressure might have on
other engine componen ts and decided to stri ve for what had been traditionally safe.
Outstanding service
Wall er D . l-farris
Westport, Corm .
Members in the Poughkeepsie,
N. Y.. area should know of a sma ll ,
growing shop wi lling to go the extra
mil e for great customer se rvice.
When a magneto on my V35B failed
during a stopover at Sky Acres Airport (44N) at 5: 15 p.m. on Super
Bow l Sunday, I th oug ht I was
stranded for certain . Even the restaurant had closed, so how likely was I
to lind a mechanic?
Fort un ate ly, Walter Wiemer,
pres id ent and chi ef mec hani c of
Swift Aviation , answered hi s phone
(9 14-677-6736). Although he and his
wife had plans for the eveni ng, he
came to my rescue . A pilot himself,
he understood my situ ati on.
The magneto did not turn out to
be a "qui ck fi x," but Walter took the
extra time, found the parts and got
my aircra ft back in the air that night.
I am sorry to say he mi ssed "The
Game," but I am very happy to enthu s ia sti ca ll y recommend Swift
A8 S April 1997
Aviation to ABS members.
I know they work on Bonanzas.
Besides mine, there was a sleek one
awaiting its new ly uncrated 10-550,
the ir fifth O ' Sh annon eng ine upgrade installati on. With service like
I received, its owner should be very
happy.
not emphasize theaircmft and ilSqualities, both aesthetic and fun ctional.
I certainl y look forward to a return of the cover to it s traditio nal
format a nd e mpha s is, some thin g
which wi ll be appreciated by meand, I believe, the membership as a
who le.
Disappointed in cover
Signature Flight Support
Barrie C. Hiern, Sr.
Steven D. Zeller
Alpharetta, Ga.
Generic trainers
Daniel Ephraim
Chicago, III.
I read with interest in February's
"Forum " col umn , Mr. Greenwood 's
comments on the Recurrent Training
Center in Champaign, III . I concur
wi th hi s assessment of the program,
as we ll as hi s nega ti ve view toward
Rome, Ga.
•
I wish to express my personal
disappointment in the cover of the
February 1997 iss ue of the ABS
Magazine.
I beli eve that it is a significant
departure in the tradition of the
magazine o f displ ayi ng aircraft of
note in a manner which epitomizes
the aesthetics of the Beech Bonanza!
Baronrrravel Air line of aircraft.
Very little of the aircraft is actually seen on the cover, most of it being covered up by the people and a
company logo. In fact, without the
text on the cover stating that the aircraft is a C33A Bonanza, all that can
be to ld abo ut the aircraft from the
picture is that it is a single engine
Beechcraft of some model.
During my pres idency, I discontinued the policy of accepting only
air photos for the cover aircraft for
two reasons. First, it is expensive to
get professional photograph y for airto-air shots, and I did not wish to
have that as a factor which would
prohibit me mbers' submi ss ion o f
the ir aircraft for consideration .
Second, amateur air-to-air shots
can be hazardou , especially if the
two pilots have no experience in formation fl ying, and, heaven forbid, the
pilot of one aircraft is also the photographer. I did not want ABS to be indirectly responsible for a disaster.
However, the fact that an air shot
is no longer required does not mean
that the cover of the magazine should
A8S April 1997
I recentl y had an unpleasant experience at Signature Flight Support,
C harloll e Do ug las Int e rnati o nal
Airport. I wa nted to make the rest of
the ABS membership aware of thi s
new " management philosoph y" at
what used to be a ve ry friendly FBO
facility.
I have a customer in Charlolle that
builds very large carbon fiber masts
and spars for the rac ing sa ilboat and
luxury yacht market. I often visit
them to help with new mold and tooling applications.
Signature Flight Support used to
charge a $ 15 ramp fee if I didn't buy
fuel. The ramp fee was wa ived iffuel
was purchased. This week , Signature
socked me with a $35 handling fee
and $ 15 parking fee , in addi tion to
my $2 .30/ga llon fuel purchase. I
stayed in Charlo lle one night. To be
complete ly fair, I enjoyed a g reat
tai lwind from Atlanta and onl y took
15 gallons.
When I asked the front desk about
the handling and parking fees, I was
adv ised that Signature Charl olle was
now a "Class I facility" (whatever
that is) and the general manager had
recentl y instituted the new fee policy.
No exceptions.
The message is clear. Signature
Flight Support no lo nger wishes to
fool arou nd with us lillIe guys (even
if there are nearly 10.000 of us).
the use of generic trainers.
This sho rtcoming was hammered
home when--during my return trip
from Recu rrent Training at
C ha mp aig n in so lid IFR condi tio ns- I inadvertentl y extended fl aps
at the glideslope intercept instead of
my gear. The temporary loss of my
approach path, along with the gear
horn blaring in my ears, made me
realize that I had followed my sim ulator tra inin g perfectly. Unfo rtunately, the gear al/dj7ap lel'ers ill the
simulator were opposite of those in
my 1980 858 Baron!
It is my understanding that Recurrent has been contemp lat ing a Baron
simulator For some time and hopefu ll y, th is wi ll become a reality in the
near Future. However, until that time,
(re)training after a si mil ar course for
those of us who drive an aircraft with
a non-generi c flap/gear config urati on is cri ti cal.
Note: The fact that a full gear extension at 150 knots did not create
any structural problems is further
testament to the durable construction
of o ur aircraft.
'he
;\11)('r;( elf)
Soc;el\ '
/)()lId/J/d
\\'.1 ." /OUIlc/(,( I lOf
thi'
pllrp()w ()f ,lIdring int()fflld fion
h('{\\ ('('f)
lid,."n
.Inri
(}WIJ('fS
/Ion,III/,1.
11,,,,(,/ I l il dire 1,111
,lful pi/oh. Sefltl
PWf
Idl(,I"o,; 10:
ABS Mali.17i/J('
ABS Headquarters
P.O. Bo. 11111111
Wichita, KS 67277
Or (." to ABS at JI(,-'J,J;;-(,'J90.
Page 4 7 12
WICHITA: OLD AND NEW e
W
ichita, a cit y with roots grown from the piocra ft, the tandem -cockpit "Swal low:' left the ground for
the first time in April of the following year.
neer spiri t of the frontier seltlers, is a wonEven earlier, in 1911 . the ci ty hosted its first air show
derful blend of old and new and beckons yo u
to discover its heritage and its future during
r.!iii!!iii!~iI
at a field no rth of town: the g randstand
the 1997 ABS Annual Conve nti on.
seated 10.000 and every business in town
Wichita 's western heritage can be
closed for the occasion. The beginnings orthe general aviation indusex peri enced in the man y fascinating histori cal centers that are open
try in Wichita were in place!
From a small frontier town ,
to the pUblic. Old Cowtown Muse um, which le ts yo u wa lk the
Wichita has grown into a center for
streets of 1865- 1880 Wichita, is a
commerce, culture and entertainhi stori c l7-acre open-air museum
ment. New lodging, dining. retail
and altractions combine to make
reflecting a young cit y in transition
Wichita America 's newest center of
from the raw fronti er lifestyle to
stable farming and famil y commu altentio n in the Midwest.
nities.
The most exciting change, as far
The Indi an Center Museum preas the ABS is concerned at thi s
sents artworks and artifacts of the
time, is the constructio n of a beautribes that roa med til e southern
tiful new Hyall Rege ncy Hote l
along the east bank of the Arkanplains before the seltlers came into
sas River, adjacent to the Century
th e a rea. Loca ted in th e M id (( Convention Cen ter in downtown
America All Indian Center, the mu Wichita.
scum celebrates the amazing diversi ty of Native American tribes in the
This is where ABS wi ll have its
Arkansas Ri ve r Valley and th e
headquarters for the 1997 convention . Across the street from the ConGreat Plains beyond.
vention Center, the Broadview HoThe Chisholm Trail Exhibit, 10ca ted in th e Wi c hita-Sed gw ic k
tel, recently purchased by Grand
Heritage Hotels, is currentl y underCount y Histo rica l Museum , traces
the brave trailblazing of Jesse
going major renovations. ABS will
Chi sholm from Kansas sou th to
use the Broadview. as well as several
Mexico. a trail which was to make
other hotels in the area and adjacent
to the airport, to ho use altendees for
possible the great longhorn caltle
the convention. There will be a place
drives from Texas to the railroads
in Kansas.
to stay For every budget!
For a taste of the o ld and the new
Many other worthwhile sites to
that Wichita represents, come to the
visit will be showcased in future
editions of the magazine as the 1997
convention and celebrate the 50th
Convention draws closer.
Anniversary of the Bonanza!
Wi chita has it s roots not only in
Look over th e Pre liminary
Schedule of Events and begin makwestern heritage but also in the gening your plans 10 altend the ABS
eral av iation industry. In 191 9, the
Wichita Airplane Company was in Convention. Oct. 8- 12.
corporated and the company's ai r- Native Wichit£l artist Blackbear Bosin's famous
sculpture NKeeper of the Plains" stands at the
confluence of the 8;g and Little Arkansas Rivers
as a silen t tribute to Native Americans.
P~ge
4713
ASS April 1997
Attention, Exhibitors
•
Early Bird exhibitors who reserved the ir 1997 ex hibit
booth at last year's convention should have already received the ir advance Exhibitor Prospectus. Mailings will
be sent to all other past and potential ABS Convention
exhibitors in April.
Wanted: You and Your Beechcraft!
In recognition of the Bo nanza's 50th annive rsary, the
ABS Wichita convention will feature a spec ial aircra ft
di splay area . Our goa l is to have more than 50 aircraft on
display, each repre enting a pec ific model of Bo n,lIlzll,
Baron, Travel Air and T-34 produced since 1947. In the
event more than one entry is received for each mode l,
the selectio n process will favor the entry that best represents the original paint design and airframe configuratio n, exc luding instrument panel and avio nics upg rades.
If you would like to submit you r ai rcraft, please send
yo ur name, ABS number, address, daytime te lephone
num ber, a ircraft model, year. serial number and CU RRENT color photo of yo ur aircraft to: ABS Headquarters, PO Box 12888, Wichita, KS 67277 .
Raytheon Open House
•
A tour of the rapidl y chang ing Raytheon factory complex wi ll be given on Saturday, October II. In additi on
to the popular tour of the Bonanza and Baron assembly
plant , several new buildings, a new runway and new ly
announced corporate jet projects will also be on di splay.
A static display of vi ntage Bonanzas, Staggerw ings and
Twins Beech a ircraft is planned at the facto ry during the
open house.
-@-
From a small frontier town, Wichita has grown
into a center for commerce, c lllilire and entertainment. New lodging, dining, reta il and at/ra ctions combine to make Wichita America 's newest center of attention in the M idwest.
•
A8S April 199 7
Page 4714
Maintenance of Beech aircraft
control surfaces
This is the first in a series of articles that will describe
recent incidents of V- Tail structural failure which were
tracked to improper m aintenance. A85 and 8PPP staff are
assisted b y NT58 in vestiga tors and Raytheon engineers to
bring the wea lth of experience and lessons learned to educate the operators
of these a ircra ft.
BY 0 1 K PEDERSEN, DAVE M ON TI, ITZHAK JACOB Y AND KEN PEARCE
PART I
BONANZA TAil VIBRATION
R
ecentl y, a number of incidents caused major inlli ght
structural damage to the tail area of o lder V-Tail Bonanzas. The damage to these aircraft, which had experi enced tail vibrations and/or fluller, included major and
minor empennage and aft fu selage wrinkling and cracking, and partial inflight destruction of the ruddervators.
The probl em is not a des ign fl aw in the tail: All the
recent incidents were traced to improper maintenance, which
often resulted in ruddervalors being out of balance. While
V-Tai ls may be sli ghtly more susceptibl e to tail vibrati on, this e ffect can occur on any make/model aircrafl.
So far, the 35s that sustained inflight damage have made
safe landings at an airport , but it is considered prudent
for all Beech ai rcraft owners to take steps to prevent such
incidents. Proper maintenance is the key.
In all Beech ai rcraft , the goal has been maximum aerodynamic c leanliness and e fficiency. Beech's innovative
V-Tai l saved 20 pounds and cut tail drag by one-third.
Stru ctural changes to the
tai l during production
S
traight 35 mode ls, SINs 01-40,
had fabric-covered ailerons and
flaps. A ll 35 models ha ve magnesi um ruddervators. The straight 35 ,
A35 and B35 models were rated at
185 HP on takeoff and 165 max continuou s. The A35 had a V-shaped
stiffener added to the fuse lage station 256.9 (main spar allachment)
bulkhead.
Pag!! 4715
Extensive flush riveting. cow l flaps, internally balanced control surfaces with no ex ternal mo unting hinges.
a flu sh-fitting windshield and fully enclosed landing gear
with tight filling gear doors were some of the other features that added substantially to cruise speed, compared
to earli er aircraft.
The original 35 received its type certifi cate (A-777)
and began deli veries in early 1947. The 35 met the FAA
ultimate load factor of 5.7 Gs and was Ili ght tested to
288 mph by Beech. In a FOrl/Ille M aga:ille li st of the
100 best des igned products published in 1959, the V-Tail
Bo nanza and the Douglas DC-3 were the o nl y two aircraft li sted.
Over the years, modifications to earlier Bonanzas and
supplemental type certificate (STCs) that allowed for
installation of larger eng ines have created a si tuation in
which aging aircraft are able to fl y above the certified
airspeeds of the airframe. This risky si tuation, when exace rbated by decades of wear and tear and less than precise maintenance, can result in dangerous consequences .
• C35- The C35 model was introduced to accommodate an increase
from 185 to 205 HP. To g ive better longitudinal contro l, the dihedral of the tail was changed from
30 to 33 degrees. The stabilizer
chord was lengthened by approximately 20 percent, enlarg ing the
C35's tail surface area from the
36. 15 sq. ft . of earlier models to
38.2 sq . fl., produc ing less yaw.
The stabili zer front and rear spar
fu se lage bulkh ead attachments
were changed. The stabili zer front
support fittin g was discontinued
and replaced with the front spars
bo iled directl y to the fuselage station 256.9 bulkhead. The stabi lizer
rear spa r was c han ge d fro m a
pinned to a fi xed bolted allac hmenl. Mode ls 35, A35 and B35
have smooth ski ns on stabilizers
and a piano hinge pin type front
spar, similar to the wi ng spars on
ASS April 1997
all model Bonanzas. C35 and later
stabili zers have corrugations on
skin surfaces aft of the front spar
for increased strength.The thick ness of the aft fu selage bulkhead
and skins was increased.
• E35- The spot welds o n th e
ruddervator outboard and trailing
edges were replaced with rivets on
SIN s D-3967 and afler. The skin replacement of the rudd ervators
shou ld be made using rivets.
F35- The V-Tail was strengthened by increasing the stabi lizer
spar cap area to accommodate an
increase to 225 HP.
H35-Several changes were made
to accommodate the bigger engine
(240 HP), higher speeds and higher
gross weights of this model. Thi s
model has a new airframe; it is the
same size but a different shape and
structure, and consequently a new
type certificate (TC3A 15). The stabilizer was strengthened by add-
ing more spar cap area. adding an
additional rib and stiffener, and increasi ng the thickness of the spar
gusset at the root rib.
The ruddervator was strength ened by adding an additiona l spar
and chang ing the trim tab hinge to
a much stronge r extruded hinge
style. The ruddervator trim tab size
was increased by lengthening the
chord two inches, and the tab was
strengthened by adding a rib and
increasing the skin thi ckness.
The ruddervator balance we ight
horns were lengthened and made
of thicker material to compensate
for the larger trim tab and added
structural weight. Never-exceed
speed went from 202 to 2 10 mph ,
and maneuverin g speed from 130
to 142 mph .
This model has larger trim tabs on
ruddervators, with the camber on top
to offset the increased weight of the
engin e. A heavier elevator down
spring is al so used to better stream -
Media debate on V-Tails
In 1980, CBS's "60 Minutes" and A"ia/ion Conslllller
magazine attacked the structural integrity of all models
of V-Tails. Aviarion ConslImer claimed that the V-Tail
was not as sa Fe as the 33/36 models due to ruddervator
fluner problems, less than ideal handlin g qualities and
structural weak points. This infonllation, of course. was
inaccurate.
Flutter, caused by contro l surface imbalance or main tenance-related items such as loose control cable tensions.
wom or loose bearings, bushings, bolts, etc., must be
avoided on all airplanes. Similarly, aircraft must remain
in their nornlal , approved operating enve lope, no malleI'
what kind of conditions they are being operated in . or
what kind of aircraft they are.
The V-Tail- being an aerodynami call y clean aircraft--<:an exceed its normal envelope in a matter of seconds by a less proficient pilot. If distracted, a profi cient
pilot can enter a spiral in the time it takes to pick an
approach plate off the floor. The February 1980 Adaliol/
COl/slImer article contained a lot of personal opini ons,
mi sleading information and unsubstantiated statements
A8S April 1997
line the trim tabs and elevators at
cruise speeds and cause nose-down
pitching when speed is reduced below trimmed crui se speed or
trimmed approach speeds.
Strai ght Model 35s have no contoured surface on the top and bottom
of tabs. A35-G35 models have a contour on the bottom tab surface; H35
and later models have a contoured
top surface . Models 35 to G35 have
small diamcter trim tab cables. Models H35 and later have larger diameter trim tab cables. In Mode ls C35
through G35. the small diameter trim
tab cables are re placed with the
larger diameter cables when the tail
cuff mod is installed per AD 87-2002RI.
In K35 models, the ruddervator
travel was increased sli ghtl y. The
S35
had
trian g ular-shaped
ruddervat or cou nterbalance horns
install ed whi ch reduced the required
balance range and counterbalance
weigh t.
which caused quite an uproar From V-Tail owners.
In February 1981. AOPA PiiOlmagazine came out with a
rebuttal article to the AI'ia/ioll COllslllller article that clarified many of A,'ia/ioll COl/sllmer's misleading statements.
Beech came out with a Safety Communique dated June
12. 1980, on the subject of excessive speed accidents,
covering all Model 33/35/36 aircraft. In Beech's words,
'This communique has been prepared in response to inaccurate and mi sleading statements and conclusions contained in the ' 60 Minutes' .. .and Avia/ian Co nsllm er
article ... on the Bonanza class of airplanes."
In this communique. Beech states that a Bonanza can
be " pulled apart" in the air at speeds in excess of 300
mph . (Aviarioll COllSIII1I er had said that Bonanzas "fall
apart" in the air.) The communique also briefly covers
flutter, balancin g and paintin g, and states, " Whe n
ruddervators are painted or repaired, the balance must be
checked and corrected as necessary."
In addition to issuing the communique, Beech performed ex tensive retesting of the Bonanza tail and aft
fu selage, making the Bonanza the most tested airframe of
any single engine aircraft.
Continued on page 471 7
Page 4 716
V-TAIL M A IN TENANCE, continued (rom page 47 16
While the retesting was laking place, an AD was issued that imposed a speed restriction on the V-Tails until
a complete inspection of the tail cone and tail could be
made, ruddervator balance checked. structural integ rit y
of the entire tail cone and tail checked, cable tensions
Maintenance problems
to check
T he main cause of tail vibration
and nUller is not fo ll ow ing the maintenance/sho p manual when inspecting the tail , and ha ving ruddervators
out of balance. Some V-Tails come
out of pain t sho ps wi tho ut bei ng balanced, or some owners to uch up their
paint or add s tripes to th e
ruddervators wi tho ut c heck in g the
balance (or do not know that rebalancing is required). Many pil ots do
not reali ze the potential of such overs ig ht s fo r infli g ht damage. Some
c011lributing causes include:
checked. and weight and balance conlimled to be current
Later ADs were issued 10 restri ct the airspeed u11lil the
leadi ng edge cuff could be insllliled to the C35 through
V35B, and heav ier tab cables installed in C35 th rough 035
models. Once these requi rements were met. the speed restriction could be removed.
Loose control cable/trim tab cable
tensions.
• Corroded ruddervators. with ho les
in part of the sk in .
• Wo rn beari ngs, bushings o r bo lts
in the hinges.
Cracks in the fuselage aft bu lk heads.
• Improper grip link of the bo lt that
goes thro ug h th e inboard
ruddervator hinge bearings, resulting in play between the bearing
and the hinge suppo rt bracket.
• Other pre-ex isting damage to the
bulkheads or aft fuselage sk ins.
Worn or loose rod ends in the push/
pull tubes.
• Trim tabs installed upside down.
• Trim tab hinge pins misthreaded.
• Crac ked elevator trim tab hinge
support channel on the ruddervator.
Problems can also arise from using incorrect procedures to balance
ruddervalOrs. using improper and inaccurate scales, or failing to have
trim tab and hinges and inboard
hinge casting and trim tab horn bolts
installed when balancing.
The next "niclc in this series wi ll
ex pl ore these issues in greater detai l.
Airworthiness Directives
sary, after painti ng or repair. This bulletin affects a ll
Over the years, the FAA has issued a number of AirModel 35, A35, B35 , C35 and D35 aircraft.
wort hin ess Directives , or ADs. that discuss proper
AD 57- 18-0 1 covered the same subject for Model 35,
ruddervator and tail area mai ntenance. AD 94-20-04, efSINs D I th rough D 1500, fo r the fu selage bulkhead infective ov. 28, 1994, is the curren t AD that supersedes
spection. This AD Note also req uires. wi thin the next
all previous ones on this topic. Preceding ADs on the V100 ho urs time in service, to check the static balance of
Tai l Bo nanza empe nnage are Service Bulletin 35-26,
elevators (rudder-valOrs) as origina lly manufactured on
dated May 20 1953; Mandatory Service Bulletin 2 188,
SINs D I th rough D 1500, and of all other aircraft that
dated May, 1987: AD Note 57- 18-0 1: AD 76-05-04; AD
ha ve had the rudde rvato rs repai nted or repaired, to de86-2 1-07: and AD 87-20-02 R I.
termine tha t the stati c ba lance is within acceptable limServ ice Bu lletin 35-26 requires Part "A " inspection
its. Th is AD Note also covers the "S uper V" conve rs ions.
of the Bonanza fu se lage bu lkhead at stations 256.90 and
AD 76-05-04 app lies to Mode ls 35, 35 R, A35, B35.
station 272.0 and su rrounding areas, as wel l as the stabiand Super V. (Thi s AD superseded AD 75-20-04.) AD
lizer front and rear
76-05 -04 covers
s par a ll ac hm e nt
inspect ion of the
In this article, the first in a series of articles dedicated to proper
bulkheads. for
magnesium
allachmaintenance of Beech aircraft control surfaces, we will review the hi scracks or any damment filling. P/
tory of relevant Airworthiness Directi ves and Service Bulletins issued
age. Also required
35-405/30.
T hi s
over the year . This information is intended to help owner compl y
is th e Part " B"
app
lies
to
aircraft
with required maintenance procedures. Future articles will review in
check of e levato r
w ith over 1.000
greater detai l recent cases of tail vibration and their contributing causes
ba lance and rebalho urs tota l tim e,
and will more full y describe appropriate maintenance procedu res.
anc ing, if necesand
re quires
P;Jge 4717
ABS April 1997
_
.,
reinspection eac h 1,000 hours until
The mam cause of tail de te rmin e th e acc uracy o f th e
the ne w aluminum fitting (PIN 35airpl a ne basic e mpty we ig ht a nd
vibration and flutter is not
650044· 1 or 35-405130-3) was inbal ance.
following the maintenance/
stalled. Once the ne w aluminum fit·
Upon install atio n o f "Tail Kit"
tings are installed , the AD no longer
and
comple tio n of A D Note 87-20shop manual when inspectapplies. Otherwise, each 1,000 hours,
ing the tail, and having 02R I, the speed limitations could be
the magnesium fittin gs have to be reremoved. It was unclear, however,
ruddervators out of balance.
moved and dye penetrant c hecked for
how to remove the speed limitations
c rac ks and inspected for corros io n.
fro m Models 35, 35 R. A35 and B35.
The magnesium fittings can be used as long as they aren't
A D Note 94-20-04 combines the requi re me nts of A D
cracked or corroded. Beech Service Instructions SI 072857- 18-0 I and A D 87-20-02R I int o one AD Note and
130 Rev. [I covers this subject.
cla rifi es the compliance o f AD 87-20-02 R I. It also has a
AD 86-21 -07 imposed the V-Tail speed restric tio ns,
new format. The majo r requireme nts are a 100 hour reand was later rev ised and superseded by A D 87-20-02 R I.
curre nt inspection of the aft fuselage fo r all 35 Series
AD 87-20-02 R I requires fo r all Models 35, 35 R, B35.
airc raft and ba lanci ng of the rudde rvato rs. The A D Note
C35, 0 35, E35, F35, and G35 installation of a placard
also clarifi ed remov ing the speed limitations from Modfor speed limitations and marking of the airspeed indicae ls 35, 35R , A35, and B35.
tor as required fo r speed limitations. It also d irected that
The onl y way to be abso lutely sure abo ut the bas ic
a copy o f either AD 86-2 1-07, AD 87-20-02, or AD 87empty weight and bala nce of the airc raft is to weigh the
20 -02RI be placed in the POH/ AFM , and th at the airairc raft. The same is true fo r the stati c balance o f the
craft be operated within the speed limit atio ns. These reruddervators; the onl y way to be sure is to actua IJ y check
quire me nts we re to be accompli shed pri o r to furthe r
the balance. These num be rs must be recorded in the airfli ght, and we re late r applied to Models H35. 135, K35,
craft maintenance records.
M35 , N35, P35, S35, V35, V35 A and V35 B.
If there is no pos iti ve record that the inspection rePart (b) of thi s AD Note required within the nex t 12
quire ments o f AD 87-20-0 I R I or AD 94-20-04 have been
months that Models C35 through V35B inspect the emmet, the inspecti ons must be accompli shed . Beech Kit
pennage, aft fu selage and rudde rvator contro l system as
35-4 0 16 prov ides the sta bili ze r re in fo rceme nt c uff for
directed by the kit instruc tions found in the Beech ManC35 thro ugh V35B models. Beech Kit 35-40 17- 1 prodatory Service Bulletin 2 188. It also required dete rmi vides instructi ons fo r the C3 5 thro ugh V35 B e mpe nnage
nation o f the stati c balance of the rudde rvalOrs and re vi and aft fu selage inspecti on. The 401 7 inspectio n wo rk
sheet does not prov ide the detai ls fo r Models 35, A35,
sion to the POH/AFM .
Part (c) o f thi s AD required all 35 Series aircraft to
B35, 35 R and the S upe r V.
-@---
e
All scheduled programs subject to change
DATE
LOCATtON
FBO
Apri l 11-14
Riverside, Calif.
Riverside Air Service
DATE
LOCATION
PHASE
CUTOFF DATE
May 2-5
Mi nden, Nev.
Rebuill Aircraft Inc .
Apri l 25-27
Columbus, Ohio
Initial
Apri l 9
June 20-23
Spokane, Wash .
Spokane Airways
May 9-11
Winston-Salem, N.C. Recurrent
April 23
Ju ne 27-30
West Paducah, Ky.
Midwest Avia tion
May 16-18
Mi lwaukee, Wis.
Recurrent
April 30
July 11 -14
Houghton Lake, Mich. Blodgelt Aviat ion
June 13- 14
Colo. Springs, Colo.
Mtn. flying
May 28
July 18-21
Man chester, N.H.
Stead Aviation
Sepl. 5-7
St. Loui s, Mo.
Initial
Aug. 20
Aug. 22-25
Leesburg, Va.
American Beechcraft
Sepl. 26-28
Nashua, N.H.
Recurrent
Sepl. 10
Sepl. 5-8
Sioux City, Iowa
Jel Sun Aviation
Del. 24-26
Fresno, Calif.
Inilial
Ocl. 8
Sept. 12- 15
Wic hita Fa ll s, Texas
Best Av iation
Rock Hill , S.c.
Caro-Wings Fli ght
Service
Nov. 7-9
Winston-Sa lemi N .C. Initial
Oct. 3-6
Oct. 17-20
A8S April 1997
Mena, Ark.
Ultimate Engines
Oct. 22
Cockpit Companion Course available at all locations except
Colorado Spnngs.
Page 47 18
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DISPLAY
ADVERTISING INDEX
A.C. Fuel Cells Wolldwlde
11
Acto Improvt'f1K'Ols
At.'fosht.."t-'1}
At.'fo-low .
Air Mt.'Ch Inc
Air I'ower Inc..
Air Scrvi cc~ Division . . . . . . . . . . .
Arfcr.-.ft Gizmo.;, I~ .
Al lclilfl SIX-'(Iilhy ScrvlCl'S .
H
E
.C
UB
. .. W
. ... G
. . II
FF
"i,Mod ....
S
Alrlex Products, Inc:.
HR
AmeflUI1 At'fo
America's "h,.,ft tnKiOl"S .
American Hl'(.'Ch(ldft
AON ... .....
ArC Group, tnc.
Q,R
M
CC
. .. C
II
AyBlend
••
A",,;allon [k>veIOlXn(' nl Corp.
AVloliton Ik'S('Jlc h SyslCfm .
• Y
M ,II
.G
""'Td:
S.-.nk Onto .
U
EE
Ikryl D'Sh.mllOfl
Blue yonder
C.ll Aero West
Cllotma Ane rd"
0
.K
.. y
CC
. C
S
Clydesdale EllgiOl'"
Cincinn;)l i AV'OfIIC~
Colermll [ntl'rpfISl' "
CompanySlO«'
GG
HII
....
Conlln..,.,I,,1 ~ud ( {'II Rrp.1IF
CorrOSion It.'Chnok~lcs Corp.
D & 0 Airo.lf, Sl.1"I)ly •
D'Sh,mnoli I:k'l..'c h Mods. .
68
FF
1
. . . .... K
1),lYl.' '-Icislelk.l m,) . .
. ........ AA
..l
.M
. ... N,M
. . 88
. ........ F
.. V
Dlk· Tck (omp,lny .
Dorr AVlat ,on, tnt.
[1('(lrool0 tnll'fIl,ltion,ll Inc.
ELT Engirll--'t-'flnfl
. . . . .. .
Follcon Insur,ul(e.\gency Inc. .
Fhlecrah TurOO ..
Floats &. Fuel Cdls .
•
. ...... A
G&DAcro ....
. ...... CC
Genetal Acro $ervkl'S. . . .. ......... . .... . ..... CC
Genetal Avi.I IIOI1 MoclificJ tions. Inc.
. . . .... U
General FOl'nllng Corp
..... T
Gredt l .. l..l.'S Aero Produrts. Inc.
EE
l
.W
H
Inside Back
0
. . ...... p
. Z
H,lft.z('11 Propclk'f5
I-tomton InSlrumt.'fIh, Inc.
Image Avia'lOfl
Insight . .
j ,t Osborne, Inc.
J.P. InSlrunl('nts .
J{'ISun Avialton .
Just For Fun, Inc
l.md Proper1Il."S, Inc:
Mt.-'Oa Aircraft [nKI",--' Inc:
MICro A('ux tynamlcs
Murmer. Inc.
Nagle Aircraf' COIllp.lny . . .
Nelson AIICrail Conll)ilny .
Northwl'St MilnufdcturinK.
QII.llll;!tic Inc. . .
OXfOfd Avidt lon
'. . .
Pilfkcr/Rheu Alrtf.,ft 5.lles .
I' oUts h c hil!1gc , . . .
Performance Aero
Pl.-'lfl.'(:' Finish
U
H
II
. GG
..,8
. . . . . .. [
.M
. .... . . .. .. OS
. ....... Z
. ... In ~ide Froot
Phi! Johnson Englnt,-'c rHlK
I'N [I. J Intcriors.
I'r('('ise Flillht .. ' . . . . . . . . .
Prest ige Airer,lft COI11PiHlY .
RaiKo. Inc.
.
..
Rl'CUrtl,'nt Tldinlng (enll'f
Red River SWe B.mk
Ry.ln Intl.'foatlOfloll, Inc
SchW('lss HI.Fo ld Doofs
Scope leJsl"K- Inc.
SeIt.'Ct Air P.lnS
Slmul." or &- Instrument Tr,ul1lng .
Spc.'Ctro, Inc. . . .
Sporty's Pilot Soo.l
Survival Pnxlocb
Tdedynt'-Conhnenl.,1 ,..-\ofors
Thunderbird Pl'opdlt.-n
Tr.l(iewmd TUlbmcs
. . . .... FF
N
• 1.1
5
.. T
N
. . ... . ... II
• .. X
W
EE
0
N
,\-1
B
M
X
. ..... FF
. S
l
DO
Y
X
TrallCfs &- AS!iODiltl."S
T
Twniah l ake lodgc
Ult lmJ te [nllmes .
Viclor Avl.llion .
Wdlket Engfnl'Cling .
Wmdward AviJlion .
. .. A
.. B3Ck C(M>I
. .... . ..... Z
.U
.K
Woodland Aviation ••.
\ OTlCE: '",
. ....... X
Ilrndud. Uf
,,-'r\ltl'~ IlI'U' l11 .Htll'tll'I'd lit lut 11.1101' or .1(1111"' til
.H h\'Fh~I't' HII\\I'H·t, nh'mhw~ \\h .. .1I(' U11.lhi(' III 1:1'1
....lI,./,"lulII ft,un ,111\ (·,11Wf'\ .huul" ,If II 1'1' till' 'II'
Page 4 7 18A
.1" 111111-"
01' 1\"I'"I",h1I1h
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e
Hunting with
blunt objects
BY JAMES GROTE, PITTSFIELD, ILLINOIS
I
e
•
•
would like to beg in by repeatin g and
praising a concept that recently appeared
in an ABS Magazine article. When something goes wrong, the pil ot should concern
himse lf with human life and safety. The in surance company can worry about the airplane. I am convinced that accepting thi s averted cons iderabl y more
damage and probably sub tantial injury.
Some background is in order. Bob. a CFII. ATP and
Baron owner, and I decided to fly rather than work. We
had flown from our home airport in Pittslle ld. III. (PPQ),
70 miles south to Spirit of St. Lo ui s to pi ck up charts and
visit a radio shop. Our home base pumps were to be down
for several days, so on the way ho me we stopped at a
nearby airport to buy fue l. A trip was planned fo r later in
the week, so I had decided to 1111 all fuel tan ks- main , aux.
and tip tanks weighed us down with 100 ga llons of fuel.
I had been flying left seat under the hood practicing
enroute and IFR procedures and getting acquainted with
a new (and highly recommended) KLN 89 B. For o ur last
hop home, I offered Bob the opportunity to fl y the last leg.
Under the hood, in the dark, in the right seat of an airplane
he flies only occasionally, Bob proceeded to execute a flawless hold and approach using the new GPS receiver.
The stage was set for the landing. It was a clear, dark
night with Bob at the controls and me on the brakes.
Now, I should tell you that we live in Pike Cou nt y,
III. , which leads the state in the number and size of deer.
Six thousand were killed last year by hunters and deer
account for a few hundred motor ve hicle accidents a yea r.
Last year, my wife 's doe was "taken" by a Suburban.
Shortly after touchdown and just after the nose wheel
settled down, a doe stepped onto the ri ght side of the
runway-well on the right side of the run way. The startled
animal managed to avoid us (wi th some maneuvering by
Bob). Just as it looked like we had luckily avoided an
unhappy event, a large buck- that had been we ll off o n
the opposite side of the runway and out of our landing
light coverage--decided to run after the doe and directly
into our path . I locked the brakes.
It should be emphasized that all of these events from
sighting to impact occurred in a very few seconds. Vi s-
ABS April 199 7
The Beech
landing gear
is terrific! With
oller 200 pounds
striking the left
main gear at
60 miles per
hour, that side
did not fa il.
ibility was good and neither animal had been on the runway during linal. We we re just at stall speed with all
whee ls o n the ground but at near gross weight and with
naps full down.
The animal struck the le ft wing. Both sections of the
lead ing edge were pulled apa rt and the fuel tank access
plate was bent , but the tank did not leak.
The Beech landing gear is terrific! With over 200
pounds striking the left main gear at 60 miles per hour,
that side did not fail. With the plane canted severa l degrees to the left and the right main "hopping" down the
runway, th at gear did not fail.
The final score is not yet settled. One 225-plus pound ,
12-point buck is dead with a broken sk ull. The leading
edge of the left wing, the left o uter gear door and the left
nap are junk . The left win g has a wrinkle just ahead of
the rear spar attach point. The DAR that inspected the
plane for the FAA has voiced concerns about the center
section .
It is appropriate as I end to pay homage to the mino r
deities of the FAA. First, they have all been pleasant and
reasonable. And finally, ELTs and their system do work.
Whil e has til y evacuating a damaged airplane at ni ght, I
shut everything down and got o ut. I forgot to check the
ELT. The satellite te lls Langley, they called St. Louis flight
service and fli ght service called the airport manager. -..@-
EAA plans Fourth Annual Young Eagles Day
You'll want to be current June 14. with the airplane out of the shop and ready to fly in the
fourth annual International Young Eagles Day.
part of EAA's efTon to fly one million
youngsters by the l00th anniversary
of the Wright Brothers first flight
in December 1903, EAA is 27
percent of the way there.
Page47 19
landing gear strut
overhaul and/or repair
Shop Talk
BY LYNN JENKINS
A good fri e nd of mine. Jeff Lane,
an a ircra ft broke r in the bright-light
c it y o f Las Veg a s, kn o wn to hi s
fri ends as C hewey, asked me to write
an article on how to re pa ir your leakin g s trut s. Thank s, Je ff, for this
month 's topic.
Let me o pen by advising the membe rs that this is not owner maintenance, and re pair s ho uld be done
unde r the supe rvi sion o f a licensed
mechanic.
I would like to s uggest that yo u
research yo ur parts manual prior to
atte mpting this re pa ir. Since the strut
is almost impossible to o ve rhaul or
re pa ir while in the a ircraft , I recommend that yo u re move the strut from
the airc raft and ord er and have available to you the O -rin gs, scrape rs and
sea ls necessary to accomp lis h thi s
s trut re pair. Othe rwi se, you may be
down for seve ral days with the aircraft silting o n jac ks while you wait
for the necessary pa rts to arrive.
Main gear strut
At j :30 a .m . all Feb . 25, a
mall who was a true legend in
aviatioll, who sen 'ed the members of the ABS alld the aviatioll
commullity faithfully and unselfishly, passed away.
Norm Colvill, leavillg behind
his faithfu l wife Nellie, who was
also a good alld faithful frielld
of mille, will be sorely missed by
/lie, my wIfe as well as many
other people with whom h e
shared his life.
Norll/ , I just wanted to say
goodbye alld that you will be
sorely missed.
-YOUI' good friend,
LYlln
If it is a ma in gear s trut, you will
need a long half- inc h Allen wre nc h
and a socke t wre nc h to remove the
strut assembl y.
Jack up the ai rcraft so the wheels are
clear of the ground.
Remove th e brake assembly so you
cun remove th e wheel.
Usc th e manu al gear ex tension crank
(making sure the muster sw itch is off
and the landing gear circuit breakers
are pulled) to remove the down lock
pressure from the locking mechanism
by ra ising the gear slightl y.
Disconnect the down lock mechanism
at the strut assembly.
Remove the bolts that hold the outer
gear doo r to the strut assembly. If this
is the strut that has the squat switch
on il . it will be necessary 10 remove
the cont ro l rod and wiring so the strut
can be removed from the aircraft.
Page 4720
Now unbolt the two through-bolts that
hold the landing gea r strut to the wing
spar. It will be necessary to lower the
naps and to remove the small 4-inch
square pl ate under the fue l bladder
directl y in front of the stnHattachment
bolt.
Whil e hold ing the strut in
pl ~l ce.
gen-
tl y drift out the th rough-bolts (being
cnrel'ul not to nick or dam age th cm)
holding it to the wing spar. Be su re to
noll' rh e place lllellf of spacers all d
washers while remodll}.: the strlll . It
is important th at you replace the spacers und washers exactl y in the same
localion th at they came from when reinstalling the ~ trllt assembly into th e
wing.
Once the stru t is free from the uircraft.
slowly vent off the nit rogen or air in
the strut by depress ing the center of
the Schrader valve in the top of the
strut. Once all of the pressure is removed. rcmove th e valve core. This
wi ll assure th at there isn'l any pressure left in the strut and it will al so
aid in the re-.lsscmbly of the strut.
Now comes the hard part
Care full y re move Ihe lock rin g in
the top o f the Sirut , mak ing sure you
do not be nd 0 1' da mage il in any way.
Al so nOle whic h side of the lock rin g
is up since yo u want to re- insta ll it
in the same manner with th e same
face up. Til e lock rillg is IIOt "amhidextrolls" alld III I1St he re-illstalled
witll tile sallie side lip. Sho uld yo u
nol be sure o f whi ch s ide should be
up, Ihe sharp side o f the outer edge
o f the rin g s ho uld be towards the
o utside (top).
A co upl e of m o nlh s a go. a
Beechcrafl sitting on the ramp which
just had its slruls overha uled , had Ihe
lock rin g let go. bl ow ing a hole in
the lo p o f the wing. What kind of a
tragedy would we have had, had Ihe
gear been retrac ted ? It would have
blown o ut directl y into the fue l cell.
Inspecti on of the assem bly revealed
that the lock rin g was impro pe rl y
in sla ll e d durin g the re pa ir of the
Slrul.
ADS April 1997
•
Taking the strut apart
e
Ex tend the strut full y and install a
valve cap on the Schrader va lve assembly.
While keepi ng the strut vertical, place
the lower pan of the strut on a pad or
woode n block.
Quickly compress the strut which
should blow the cap out of the top of
the strut assembly.
Dump out the hydrau lic oil that is in
the strut asse mbl y.
Carefu lly remove the through-boll in
the center of the scissors assembly.
noting where the spacers and washers are located.
e
the lower e nd of the ho us ing and install a new one. Place some lu bricant
inside and outside o f the strut assembly tu be and re-i nstall it into the strut
housing.
I suggest at thi s time that yo u reinstall the thro ug h-bolt into the sc issors assemb ly, ma kin g sure all spacers and washers are put back in the
same place as they were when you
re moved the bo ll.
Compress the stru t fu lly.
Pl ace a new O-ri ng seal on the top
assembly that was removed earlier
and put some lu bricant (Lu bri pl.te
630-AA or equ ivalent) on the O-ring
Extend out the strut full y taki ng it
apart .
and the steel ri ng <H the end of the
Yo u should now have three assemblies: the ho using, the strut tube
a nd the to p o f the strut assembl y
which yo u just re moved .
At this po int, you need to fabri cate a tool to re move the O -ring,
which is about in the ce nte r of the
housing assembly. Thi s is the main
seal , the one that gets damaged o r
worn and pe rmits fluid to leak down
the strut lUbe.
I have been using a piece o f we lding rod o r a metal coat hanger. Grind
one end of it fl at and bend it outward
a bo ut 30 degrees so yo u can get behind the O -ring, moving the O-ring
inward. Once yo u get it away from
the wa ll , use a long screwdrive r o r
other too l to push it out of the groove.
I nsert the tube and ring into the strut
assembly and press the cap all the way
tu be/cap.
down.
Install the locking ring in the top of
the strut assembly, making sure you
install it per the above removal proced ure.
Re-inSl<lll the strut asse mbly into the
" ircraft , mak ing sure that everyth ing
is put back exactly as it was removed
with shims and spacers in the same
location.
Usi ng the procedure outl ined in an
eurli er "Shop Ta lk" arti cle, refill th e
stru t assembly with the prope r approved hydrau lic n uid and re-innate
th e strut with ei th er nit rogen or compressed air.
InstaUthe wheel and brake assembl y
and pcrfoml a gear swing check to
make sure everyth ing is set up correctl y.
Now put the aircraft back on its
own three feel.
Nose gear strut
If it is the nose gear strut that you
want to repair or overhaul , remove
it in the same manne r as the main
strut assemb ly, disconnect the steering and retraction linkage, and repair
or overha ul it in the same manne r as
main strut asse mbly.
Agai n, thi s is not owner mainte-
nance. a nd re pair or rebuild ing of a
strut asse mbly should be superv ised
by a knowledgeable qualified av iation mechanic. Good luc k.
Should )'ou wish to COllfaCI me regarding this article or allY articles I
have uoriltell. li se my e-mail address
76766.1452@('ont/lIlSel'l'e.cont or sel/d
II/e a fax 01 702-33 1-49 11.
I[ you /im 'e a .\'fIbjecl you would like
lor me f(} address ill this cO/llmll, please
either/ax or e-mail me with ),OUI' subject
material.
Lynn Jenkins, ABS 14562, (ATP, Mulli and
Single Engine. Commercial Seaplane, A&P
.md fA ratings) is an avid ABS supporter and
speaker at the ABS convention seminars. He
was also cJ pioneer in setting up an aircraft
mail order parts business for general aviation clircr~lft owners. His company. under the
n.lme of Jenkins Air Service, sells engines,
propellers, parts, accessories, avionics, elc.
wholesale to the aviation community. All
ABS members will receive significant discounts. See above for phone, fax ~lnd e-mail.
Reassembly
•
•
A fte r c leanin g the pa rt s th o roughl y, and if you do not inte nd to
re place worn bushings at this time,
re-assembly may be stan ed. Lubri cate th e new O - rin g w ith som e
Lubriplate 630-AA grease or othe r
approved lubricant a nd very carefull y install the new O -ring into the
groove. (Do not use a nything sha rp
to install the O-ring.)
Now re move the o ld scraper from
ADS April 1997
NOTA M
Reg istratio n fo rms for " Bonanzas to Oshkosh V III " were mailed the
first wee k o f Ma rc h. O ver 300 requests fo r reg istratio n fo rms have
been rece ived a nd the fl ight wi ll be limited to the first 100 s igned up.
If fo r any reason yo u requested a reg istrati on for m and have not received one, contac t Bruce a nd Li z Campbe ll . 335 Charles 5 1. , S unnyvale, CA 94086-6028. Tel: 408-735- 1423. Fax: 408-735-1425 . e-mail
baruc h@ aod.com. Keep up with a ll that is going on with " Bo nanzas
to Oshkosh" by checking the web page www.aod.com/b2os h
-WaYlle Col/illS
Page 412 1
.,---------------------------------------------- -------
Insurance
BY JOHN ALLEN, PRESIDENT
FALCON INSURANCE
Foreign object damage
The abbreviation EO.D. is normally assoc iated wi th turbine eng ines and the damage that can be
caused when some item that is foreign to the engine is ingested into the
intake. As you can imagine, a rock
or other piece of de bris can do tho usands--and possibly mi llions-- of
do ll ars of damage to an engine when
such a situation occurs.
This is the reason much time and
effort is take n to make sure turbine
aircraft are operated in as clean an
e nvironme nt as poss ible. Major airports are careful to keep the ramps,
taxiway and runways swept and free
of thi s me nace.
- - - - - - - - - - - - - --- - - - - - - - - - - - - -
However, Fo re ign Object Damage can also mean any type of loose
"stuff" th at could come in contact
with any type o f aircra ft. Even
though most or us will never be driving a kerosene burner aro und, we can
be affected by EO .D.
Most light aircraft have their propelle r tips only a few inches from the
ground. As air is sucked in and blown
back by a prope lle r, a strong vorti ces or " mini-tornado" is formed under the prope lle r arc.
The suction caused by Ihi s action
can pick up all types of debris and
bring it into contac t with the propel le r. 0 malter what the stuff is, it wi ll
ca use som e da mage to th e prop
blades.
It sho uld be noted thaI snow, ice
and even wa ter can cause se vere
damage. Yo u can hear the waler bein g pi cked up by yo ur pro pe ll e r
while being tax ied throug h even
shallow puddles.
You must remember that the blade
tips are trave lin g several hundred
miles per hour and even a seem ing ly
innocent puddle or wa te r can be a
source of some damage.
In addition to traShing your prop,
Ihe stuff can plug up induction and
cooling air paths. Therefore, the cautio us pilot sho uld avoid loose sand,
grass, mud, pebbles-you name it.
If you do operate around thi s type
of e nviro nm e nt , be sure to check
yo ur ai rcra ft carefull y. Clean any
affected parts to avoid costl y ma inte nance and poss ibl e e ng ine failure.
For the most part, F.O.D. can be
avoided by being careful where you
Slipped the Surly Bonds
run up yo ur engine and tax i. If yo u
find that yo u do not ha ve a clean
area, you might want to have a seri -
ous talk with yo ur airport manager.
" A word to the wise" is normally
enough to bring the message home
to even Ihe most hard-headed airport
manager who would like to ignore the
situalion. When serious damage occurs
to an aircraft, someone must pay.
Many times, if the owners' insurance company pays for the damage,
the carrier will try to subrogate the
claim back agai nst the airpo rt. It is
cheape r to do il right the first time.
It is even possible to have EO.D.
occur ins ide the cabin of an aircraft.
Repo rt s o f loose objec ts flying
around the cabin and striking the pilot o r passenger a re not new. Also,
objects coming off a seat and getting
stuck in the cont rols have caused
serious acc idents and even falalities.
Remembe r that before take off, eve rything in the airpl ane should be
properly stowed in an appropriate
place.
Foreign Object Damage is a covered loss under the physical damage
secli on of Ihe insurance pol ity subjectto the app ropri ate deductible. If
passengers are injured, these clai ms
will a lso be covered. Since these
types of losses can be avoided , we
trust th a I ABS members wi ll be
aware of this ever-present hazard and
try to stay Ollt of areas that create
F.O.D.
Falcon Insurance is the agency (or the official ABS Insurance Program. Falcon may be
reached al 1·800-2S9-4ABS (4227).
be on his headstone- which is right next to his father 's with
10 ny in the lale 1920s.
Sherm 's dad, John S. Griswold, loved nying so much he
boughl land in 1930 and started his own airporl, N04 - Griswold
Airport, Madison, Conn. , where Shermjoined him in 1955. The
airport is now for sale and will be the end of an era in Madison .-M.K. Griswold
10
II is with deep regret I notify you of the non-renewal of the an OK-bird which dad started
membership of Sherman H. Griswold, ABS 34. As the membership number indicates, Sherman was one of the original
members when the organization was formed- he felt it was a
worthwhile endeavor.
He loved nying V-Tail Bonanzas so much he arranged for it
ABS April 1997
Page 4723
Top curve
Running the 10-550
on the lean side of peak
An owner/pilot's perspective
BYCAL EA RLY, ijAMSVILLE, MO.
O
ne g uy says, "Gasoline is a
heck of a lot cheaper than
an engine, so I ' m not run -
ning o n the lean side of peak. " The
ot her guy says, " It sure makes a lot
more sense to coo l engi nes with air,
rather th an gasoline, so I' m gonna '
run o n the lean side of peak- uh ,
sometimes.
Who 's ri g ht ? I think- bo th of
them!
The exce ll e nt arti c les by Tom
Turn er in the Dece mber throu g h
Marc h magaz ines ha ve prompted
me, as an owner and operator of an
10-550 engi ne, to add my two-cents
wo rth . I have been fl ying the 10 -550
s ince December 1991, and both before and a fte r that time have acc umulated some facts and principles
which I wo uld lik e to share, and
which I believe other owner/operators might find interesting and helpful.
Before proceed ing, let me say that
mu ch of what I am presenting is
o
,
Pagt' 4724
ba sed o n g raph s dev e loped by
Teledyne Cont inental Motors on the
basis of sound eng ineeri ng data o n
the 10-550 engine, as shown in the
Maint enan ce and Operators
MOl/llal , Form X30565 for the Models 10 -550A, B. C and G engi nes,
Figure 13- 12. I present them here,
with some additional markings, as my
Figures 1,2 and 3 (pp. 4726-27).
Please don ' t get turned off by
these graphs. Whil e they may look
too complex at first glance, they are
reall y not that difficult to understand.
And the wea lth of info rmation presented in them is of great va lue. So
please bear wi th them , and accept
them as yo u accepted the instruments
on the panel that yo u mastered when
yo u first learned to fly-one at a
time. You ' ll be rewarded, I bel ieve,
with an understanding that wi ll help
yo u make up you r own mind, with
confidence, abou t how much leaning yo u should do, and on which side
of peak yo u want to lean.
First. let's look at the top curve,
which is the AVG EGT curve-the
curve of exhaust gas temperature vs .
fu el fl ow we wo uld obtain if we averaged the ex haust gas temperatures
fo r each cylinder and plotted that
average aga inst the rate of fu el fl ow
to the engi ne . I ha ve marked that
curve wi th red Xs at point s 50 F on
the rich and on the lean side of peak
EGT. Vertica l red lines ha ve been
dropped downward from tllese red
Xs thro ugh the AVG C YLINDER
HEADTEMPcurve, the BHP (brake
ho rsepower) cu rve. and the BSFC
(brake specific fuel consumpti o n)
curves.
The BSFC curve is mere ly the
amo unt of fu e l it takes, at a g iven
mixtu re resulting from any part icular rate of fue l fl ow, to generate one
horsepower. In other words, if we di vide th e rat e of fu e l fl ow by th e
BSFC, the result is the horsepower
the eng ine is developing. Note that
these graphs pertain to the specified
situatio n of 2500 rpm and 25 inches
HG manifo ld press ure for the 10550A, B and C engines (at standard
atmospheric temperature).
ote that in go in g from 50 degrees rich of peak to 50 degrees lean
of peak there is a drop in horsepowe r
from about 250 to abou t 226. However, there is a decrease in fu el consumpti on from 108 Ibs/hr to 87 Ibs/
hr- so did we save an y fue l?
T he answer is: We can't te ll , unless we do some additi onal computation. We had a 2 1/ 108 = 19.4 percent reduction in fuel consumpti on
but a 24/250 = 9.6 percent red uction
in horsepower. It sort of loo ks like
we must have saved some fuel , but
it 's still not prec ise.
Here 's where BSFC gives the precision. BSFC went down from 0.435
to 0.380. That's 0.055/0.435 = 12.6
percent. That is, we' re using 12.6
ABS Apri l 1997
•
•
•
•
percent less fuel to deve lo p o ne, or
any other number of horsepower you
choose.
Let's choose the max imum recommended cruise horsepower, or 78
percent , or 234 HP. The BSFC difference from 50 F rich to 50 F lean
of peak is 0.435 - 0.380 = 0.055.
Then 234 x 0.05 5 = 12.87 Ibs or a
savings of about 2.1 gallons per hour.
If gas costs $2. 10/gallon, then 2.1 x
2.10 = $4.41 per ho ur, or sav ings of
$44 1 per 100 ho ur fl ying-year result ing from fl ying lean of peak.
But what about the guy who says,
"Gasoline is cheaper than eng ines,
and I' m not gOI1lJa run lean of peak !"
What is he talking about-gasoline
is cheaper than eng ines? Well , let's
go back to those graphs, and see what
they say.
Agai n, in Figure I, note that as we
enrich from 50 F to 100 F on the ri ch
side of peak , ho rsepower onl y decreases from 250 to 248 (ri ght red
c ircle 10 ri ght green c ircle) . Also,
BSFC goes onl y from 0.435 to 0.465
(lower rig ht red X to lo wer rig ht
green X), a decrease in "effi ciency"
of fuel use of onl y about 6.5 percent.
On the other hand , o n the lean side
of peak, when we lean from 50 degrees to 100 degrees below peak
EGT, horsepo wer goes from 226 to
206 (le ft red c ircl e to le ft g reen
circle). In other words, the re is a
change in HP 10 times as great as
that seen with the same change in
EGT on the rich side of peak . It is
clear then, that on the lean side of
peak, small variations in EGT from
cy linder to cy linder, whi ch we a ll
notice routinely if we have multi-cylinder EGT monitoring, are going to
result in relati vely large variations in
the power output from one cy linder
to another.
This. in turn , is going to result in
engine roughness, vibration and increased wear. Of course, we mi ght
ABS Apri11 997
be able to remedy this by leaning to
onl y 25 degrees lean of peak. But this
is going to require you to watch the
EGT mo nito r like a hawk 10 be sure
yo u' re not subjecting the engine to
too high temperatures (unless you are
running less than 65 percent power).
And sure ly, unless yo u have ind ividual cy linder EGT mo nito rin g,
don't even think O/}Olll run ning lean
of peak. The probabilit y of some cy linde r EG Ts be in g too hi gh whil e
other cy linders may be developing
too little power is just too great.
Lean side of peak?
So now yo u've got yo ur GEM or
JPI EDM or whatno t prov iding yo u
with indi vidual cylinder EGT moni toring (and indi vidual C HT monitoring is a good idea, too, of course).
Now should you run on the lean side
of peak? May be, But first you've got
some work to do.
Yo u've got to go fl ying, and at the
hig her crui se power levels, say at 25
inches and 2500 rpm . you' ve got to
check 10 see that each one of your
cylinders peaks within a fairly narrow range. Otherwise, when you lean
to, say from 25 to 48 .6 F lean of peak
on o ne cy linder. some other cylinder or cylinders may be way dow n
th e ho rse powe r c ur ve- ca us in g
more wear on the engi ne as well as
an unacceptable loss of power. (Wh y
48.6? In Tom Turner's second article,
the note on the graph said , "OPERATION AT MIXTURE SETTINGS
LEANER THAN 27 CELC IUS
LEAN OF PEAK EGT IS PROHIBITED." Well 48 .6 F is 27 C).
A lso no te fro m the g raph th at
when yo u get below 50 F on the lean
side of peak, the BSFC is actually
increasing (le ft lower red X to left
lower green X). so yo u are starting
to lose the increased e ffi ciency of
fuel consumption yo u we nt on the
lean side of peak for in the first place.
Acceptable peaking range?
How na rrow is an acce pt abl e
range of peaking fo r the cylinders?
Thi s is a toughie, but I'm going to
g ive what I thin k is an acce ptable
answer. based on the fo llowing reasoning: I thin k we ' ll all ag ree that
no ne of us wants to subject any of
o ur cy linders to running at EGTs
whi ch are not at least 25 F be low
peak at hig her crui se power level s.
And we arc prohibited, due to unevenness of power output from the
ind ivid ual cy linders, by Beech in structi ons, from running more than
48,6 F lean o r peak.
Thus, ir we want to keep all cy linders running at between 25 F to 48
F lean of peak , they all must peak
between the two EGT c urves shown
in Figure 2. These curves show the
richest and leanest peaking cylinders,
d raw n so that the temperature difference between them at the leaning
po int (that is, between the two red
Xs) is about 25 F, with the leanest
cy linder bei ng (leaned to run abo ut
25 degrees lean of peak.
Note th at the peaks o f the two
curves occ ur with fuel nows of 96
and 99 Ibs/hr. In other words, there
is onl y a one-half gal/hr. difference
in the rate or engi ne fuel fl ow between the ri chest and leanest peaking cy linders ! WOW! I' ll bet you
can ' t run o ut to the airport right quick
and find me one airplane out of 100
that will have thi s narrow range of
peaking, But this is the range we need
if we' re going to run lean of peak without risk of increased engine wear.
50 should anyone run lean
of peak?
We ll . me. That 's who. But I'll te ll
yo u. it 's a cho re, I've lo ng since lost
track of the co untl ess ho urs I've
spent trying to j uggle fuel injectors
to achieve the narrow range of peaking d iscussed above. It 's a hassle. But
it COli be done, and if you rea lly want
Page 4725
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Pilge 4 72&
AUS April 1997
•
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A8S April 1997
Pctge 4727
to fl y lean o f peak and save $4.4 11
hr. in fu e l costs, that 's what yo u
ought to do. Or hopefully. that's what
GAM ljectors are go ing to do for us.
The cost of my hours of labor jugg ling injectors, maybe even at minimum hourly wage levels, could have
paid for GAM ljectors. But eve n if
yo u get GAM ljectors and if you' re
going to run lean o f peak. I' d still
reco mm e nd spe ndin g some tim e
wit h yo ur machine to be sure yo u've
got that narrow range of EGT peaking for all cy linde rs. The re are still
e no ug h va ri ab les in the cy linder
combustion process, o ther th an ca li brated injectors. that I believe it's
worth c hec king the s ituation out,
even with GAMljectors in place.
Which cylinder to use?
Now, ass umin g that we've attended to all that has been di scussed
above and in Tom Turner's articles,
there are a few more points I be lieve
bear me ntionin g abou t the actua l
leaning process when running on the
lean side of peak. Whic h cylinder do
yo u use for leaning on the lean side
of peak?
You are used to leaning onlhe ric h
side of peak, so yo u already know
which cylinder peaks lirst and so you
just use th at one , ri g ht ? Wroll g!
Please look at Fi gure 3. Here I' ve
drawn some EGT c urves. Actually,
the thicker black one (No.4) is the
same EGT curve as was shown on
Fi g ures I and 2. The o the r five
curves are hyporhericai curves, of the
same fonn as 0.4, but each one di splaced from the nex t one by two
pounds ( 113 gal) of e ng ine total fue l
flow at which the EGT for that particular cy linder peaks. Perhaps th at
is a bit much variation, but believe me,
there are plenty of machines out there
wi th that much variation or more.
Thi s re presents a diffe re nce in
engine fuel flow of 1.66 gph between
where the richest and the leanest cy l-
Page 4728
inde rs peak. If your range of peaking is less lhan that , yo u are certainly
better than average, unless you've
been doing some injector jugg lin g
yourself (or maybe yo u've got those
GAMljectors) .
So, though hypothetical , they are
really quite reali stic. O h, incide ntall y, the curves are labeled I lhrough
6 on the basis of which one peaks at
the highest, then next highest, on down
to the lowest engine fuel flow. Speci lically, they are 110 1 labeled as per the
usual cy linder numbering system.
Now, in Fig ure 3, let 's enrich No.
I cy linde r from peak (left blue X) to
50 F rich of peak (right blue X). Note
that the blue line drawn down from
the 50 F rich point find s all of the
ot he r cy linders at lower, very safe
EGTs. Now let 's use thi s same cylinder to lean 50 F lean of peak, i.e.
to the red X. Drawing the red line
upward from the red X, we see that
a ll cy linde rs are hotte r than No. I,
and that r"ree of them are running
lIery Ileal' peak. Bad news!
So in order to lean on the lean side
of peak, we must use cy linder No.
6--exactly the last one we wo uld
c hoose as the re fe re nce for leaning
whi le runnin g on the rich s ide o f
peak . By using No.6 cylinder to lean
50 F down from peak on the lean side
o f peak, from the ri ght green X to
the left green X, and drawing the
green line down from the le rt green
X, we see that all cy linders are at
EGTs lowe r than No.6, and clearly
in sa fe ranges. So, if yo u' re goi ng to
run on the lean s ide of peak , yo u
must be sure yo u are using the ri ght
cy linder for your leaning procedures.
And the one you use for running on
the lean side of peak will not be the
one you use for running on the rich
s ide of peak.
What procedure to use?
What is the actual procedure to
determine which cylinder you should
use as the reference for leaning on
the lean side o f peak? Well , it 's very
similar, of course, to the procedure
you ' d use to lean on the rich s ide of
peak, except that yo u e nrich to get
up to peak and lean to come down
from peak- just the opposite from
the procedure yo u'd use on the ri ch
side of peak.
He re is the way I do it , but if
you've got a be tte r way, I'd sure like
to know abo ut it. After stabili zing in
cruise and running on the rich side
of peak for a few minutes to be sure
everything is nice and cool, quickly
back out the mi xture control to well
on the lean side of peak to where yo u
can detect just the s lightest roughness, the n enri ch just a littl e. Then
work up to peak on any partic ular
cy linder by enriching until yo u find
peak, and the n back down (lean) to
about 25-50 F lean of peak.
While at peak, you must note what
the e ng ine fue l fl ow was. Now repeat thi s for all six cy linders. The
cy linder with the least e ng ine fue l
fl ow at peak is the one yo u sho uld
use as the refe rence cy linde r when
leaning on the lean side o f peak .
There are some EGT monito rs
whic h may do the leaning procedure
for yo u automatica ll y. Just be sure
yo ur monitor is doing it ri ght. Anothe r point : If yo u get delayed in the
lean side of peak lean ing process due
to traffic conside ratio ns o r whatever,
stop the procedure, go back to the
rich side of peak , whe re yo u have
established leaning parameters. Then
continue wi th the lean side of peak
leaning process after any distractions
have passed, and yo u can give it the
atte ntio n it dese rves.
e
e
Absolute ECTs
Recogni z ing that I' m probab ly
preac hing to the choir, I still feel
compelled to say a few words about
"absolute" EGTs. In discussing leanContinued on page 47]3
•
ADS April 1997
I
REGIONAL NEWS
We welcome Regionol Society
news and encourage submission
of accompanying photos.
First N.E. Bonanza Croup
BY GENE KEYT
FRG Republic Fly-in
At our fly -in to FRG/Republic. the
weather turned out to be acceptable,
but not so good farther north . Our
speaker John Miller and the Ol sens
drove. At 91 years old, John still flies
hi s Baron and kept us enthralled with
his stories. If yo u haven' t heard how
he soloed witho ut any dual instruction and then, on his third fli ght of
that same day took up hi s first paying passenger, you 've mi ssed one
great story! John 's stories just about
span the hi story of aviatio n.
•
Longwood Gardens Fly-in
Joe and Trish St. Georges will be
our hosts May 30 through June I at
Longwood Gardens. Plan to arri ve
Friday at New Garden Airport - N57,
To ughkenamon, Pa. A warm welcome
and di scounted fuel are promised.
Earl y arri va ls can spe nd some
time in the museum on the ai rport
which is said to be a " DuPont attic"
including such artifacts as old motorc yc les. Tran s po rtati o n will be
provided to the Mendenhall Hotel.
Dinner on Friday and acti vities on
Saturday and Sunday will be at the
hotel o r at one of the many nearby
restaurants.
Saturday, we' ll visit the world famous Longwood Gardens, a former
DuPont home with its ac res of spectac ular o utdoo r gard ens, anc ient
trees, fountains and lakes. There is
a lso a gigantic glass conservato ry
with year-ro und exhibits and guaranteed YFR weather inside. Lunch
at the Longwood.
A8S April 1997
Mid-aft ernoon we will visit the
Bra nd yw ine Mu se um abo ut five
miles away. Thi s is a small muse um
dedicated to the wo rk s of three generations of Wyeths: N.C. , Andres and
Jamie. Saturday evening wi ll be at a
local inn. Our after-din ner speaker
will be our own Dave Rogers who is
an aero nautica l engineering professor at Ann apoli s. He will talk about
Hi gh Altitude Effects o n Bo nanza
Perfo rm ance and abo ut hi s Arctic
adventures.
Sunday morning we will visit the
Hagley Museum , site of the original
DuPont black powder works, return to
New Garden for lunch and then home.
Call Joe St. Georges at 6 10-4581945 if yo u have questions. And ca ll
the Mendenhall Inn at 6 10-388-2 100
for reservations.
Bradley Field in June
We will be fl ying to Bradley Field
on Sat urday, the 28th of June for a
to ur of the 103rd Fighter Wing facilities, including a cockpit checkout
in the A- I 0 "Tank Smas her." Pl an on
arri ving at about 0900 at Signatu re
Aviation on the west side of the Ile id.
We' ll tour the air base, then adjourn
to the New England Air Museum fo r
a catered lunch. T he museum has an
incred ible collectio n of Air Force,
Navy and civi li an airc raft dis pl ayed
o n the premi ses.
Southeast Bonanza Society
BY HAROLD BOST
The sun was shining and the temperature was in the 80s when five
Barons, two Bo nanzas and a Piper
Malibu (who used to own a Bonanza
so we g rand fathered him in) landed
at Hawks Nest Resort o n the western tip of Cat Island in the Bahamas,
bringing 23 people together for another Southeastern Bonanza Soc iety
Bahamas Fl y-in , the sixth one over
the past two and a half years.
Scuba diving for conch. climbing
Mt. Alvernia by day and in the evenings we consumed some great Bahami an food--conch salad, grouper
soaked in rum and lobster. George
Harris entertained us with his balloon
animals. One interesting side note is
that duri ng the fl y- in th ree planes that
were just fl ying around the Carri bean
dropped in to visit. Two A36s and a
Debonair. C lass d raws class.
Tentati ve plans were being made
to have another get together in May
at Great Harbour Cay.
SEBS plans group fly-in
to '97 Convention
As you know, theABS Annual Convention will be in Wichita, Kan., Oct.
8 to 12. Several members have contacted me about making a special effort to have more SEBS members at
the Convention than any other regional
group. A few ideas that have been suggested are:
• Establish a gathering point or
points in each state and fly to Wichita
as a state group .
• Contact FSOs in strategic locations along the way to negotiate prearranged fuel discounts for our members to and from Wichita. In addition,
these FBOs could be a gathering point
before flying on to Wichita together.
I would appreciate your suggestions
and response to these ideas. Please call
me at 770-719-0638.
A suggestion was presented to develop a Ii t of FBOs throughout the
southeast area that have good fuel
prices, plus maintenance facilities, avionics shops, paint shops, interior
shops, etc. where SEBS members have
had good experiences which they
would be willing to recommend to others. 1 will compile the list and publish
it from time to time in our bi-monthly
regional newsletter. --Harold Bos/
Page 4729
A Flight
Around Africa
•
PART II
BY HORST ELLENBERGER, Nuremberg, Germany
11
Kasana - Johannesburg - Rand (South Africa)
We SHlrled wilh sunri se and new along Ihe border of BOlswana
and Zamb ia , o n Ihe BOlswan ian side. and Ihen soulhward . We
still had fine weal her bUI whe n we were fl ying inlo Soulh Africa,
clouds began 10 build up and the le mperalure al FL 140 dropped from +3 C
10 zero C, wilh icing beginning in Ihe clouds near Jo hannesburg. We descended 10 11 ,000 feel Ihrough Ihis mess wil h radar veclors 10 Ihe breakIh ro ugh allhe Rand Airporl. We landed in a slip, wilh rain in Jo han nesburg.
Beech was ready for us; Peler SchuhmUller. a person of German origi n, I
was lo ld, had anno unced us some lime ago. My Bo nanza was rolled inlO Ihe
hangar for a 50-ho ur inspeclion , oxygen re fill , washing, elc. Everylhing was
okay. NOlhing wrong wi lh o ur brave DEE BR .
Anolhe r well -known American g lider pi lol, Bobby Cl ifford , who works
Ihere made Ihe arrangements. It po ured rain so much Ihal we conside red
n yi ng on 10 Cape Town Ihe nex l morning. We lidied up Ihe airpl ane and
removed all maps, plans, Jeppessen charls, elc., Ihal were no longer needed
and sent Ihem back 10 Germany. I spenl Ihe afle rnoon and Ihe evening wilh
Fany Rademeyer, a business parlner.
• '
:
"Flight Plans " was created to
offer an on-purpose venue for
those who wou ld like to share
interesting and ambitious flight
experi en ces in Bonanza- type
aircraft.
The following is Part /I of one
such flight p lan submilled by AB5
member Horst Ellenberger of
Nuremberg, Germany, which
chronicles a day-to-day account of
a journ ey virtuall y all the way
around th e African continent.
Light editing was applied to
Horst's original manuscript in order to preserve
th e flavor and
most of th e de tails of his flight
in G lobetrot ter,
th e Bonanza of
th e Month featured on th e
March cover.
- The Editor
,
II
Johannesburg - Cape Town (South Africa)
Allho ugh weather was slill bad , il was nol 100 bad for IFR.
•
Because of lhe Easler ho lidays. we called ahead 10 Cape Town for
reservali ons allhe same hOle l chain . The Courl yard.
Afler refilling Ihe airplane (0.66 DM/ lile r or approx . US $ 1.56/gal.), we
headed for Cape Town- DIRECT. Halfway Ihe re. weat he r became fine and
warm again. AI Cape Town approach. we asked iF we we re allowed 10 make
a s ighl see in g lo ur pass ing
Ihe labl e mounlllin and Cape
Hope and rcceived an immediale okay. We look wonderfu l piclures of Ihe Cape, Ihen
conlinucd on 10 Alldorf and
landed wi lho ul problem s.
The avgas s\(llion was closed
because o f Ihe holidays. We
parked and look a laxi 10 Ihe
hOlel where we had an excelle nl dinner.
•
Kasana
Page 4130
•
ADS April 1997
L
A day of R&R
The next morning there was no visual sight
I
and low clouds so we had o ur first day of real
rest- without flying-since we left Brindi si.
We had covered a total of seven legs between Nuremberg
and Cape Town on the east route. It 's a huge country;
shorllegs such as from Johannesburg to Cape Town may
be compared with the distance between Nuremberg and
Tuni s.
We stayed in the Victoria & Alfred Hotel near the to urists' harbo ur called "The Waterfront Pierbead." The hotel was marvelo us, in fact, as marve lo us as its price- so
what! We stro lled through the streets, shopped and took
pictures. We had dinner in the harbo ur ta vern . The lobster was absol utely tops !
II
•
• '
•
Windhoek Intern atio nal wo uld not open until 0800 loca l
time (0700 hou rs Zulu) on Tuesday which would result
in our arriving at Douala after sunset. I was racking my
brains about emergency plans. No German witho ut a
pl an!
Windhoek
We got to the airpl ane ea rly, paid the landing and parking fees ($2 .50) and fl ew to the
Intemational Airpo rt for relilling. Landing and
parking fees were $8 .50.
There we were infonned that an LTU airplane would
be coming in from Muni ch nex t morning at 0400 Zulu ,
so that the airport wou ld be o pen at that time whi ch was
g reat news. Fli ght plan for 0400 Zulu wo uld be to go to
Namibia, Angola, Zaire, Ango la, Congo, Gabun , Equatoria l G uinea, Cameroon so we could arrive at day time.
The distance was very critical because of the rainy season in several countries, with the hi ghest amount of rainfall of the year. i.e. risk of CBs and isolated thunderstroms
Cape Town - Grootfontein - Hindhoek Eros
(Namibia)
When I looked o ut of the window in the
morning, I saw not hing but fog . So we took
time for a long breakfast before we went to the airport. It
so th<Jt an earl y start was req uired.
was a real Cape fog which qui ck ly rose with the sun , so
As a precaution , we called Douala to confirm that we
that after re filling, we were able to take off at 1000. We
could have av gas for 24 hours and inquired at Windhoek
were convenientl y guided by radar to FL 130 and off we
International abo ut customs clearance the next morning.
went. Then we only received reports but no answer. At
We received a positive answer. Everything wo uld be okay,
the border to Namibia we had contact again and received
they assured us, so we could take it easy for the rest of
instructions in Gernmn! Much conversation in Gernlan_
the day.
Easter greetings, etc., really "gemlitlich ."
But it didn ' t work out that way. We got a call from the
We called Grootfontein. There
tower. (I don't know how on earth
was no answer from the tower.
they fo und us.) We were told cusThere was nobody available. This
toms wo uld not be available bebig o ld military airpo rt had onl y
fore 0600 so we shou ld arrange
two guards. No tower! No avgas!
customs wi th the Eros airport. We
We couldn ' t stay there so we went
arrived there at 2000 hours and
back to th e frequency of
were able to arra nge for the borWindhoek to let them know o ur
der poli cemen to be at Internaproblem.
tio na l Airport at 0500 local time.
A decision was made that we
Cape Town
fl y to Windh oek Eros Airport
Windhoek - Douala
(Cameroon)
which is situated in the center of
Thi s was a wi ld
the city with several hotels nearby
day. We wo ke up at
while Windhoek Internati onal is
0330, tax ied to th e airport a t
45 km o ut of town and a sho rt
0400. Sho rtl y before 0500, we
walk to the Safari Hotel. There we
we re at the airport. Everything
met a ferry pi lot taking a Mooney
was closed; they ac tuall y did not
from the USA to Johannesburg. Of
open
before 0500. Then it did not
course, we exchanged a lot of extake
long;
we took off at 0554 (10periences.
cal time) at sunri se.
We spent a somewhat restless
We were slow ly "creeping" over
night thinking of o ur flight the day
the
desert of Namibia up to FL
afl e r nex t. We were lo ld that
'
II
•
ADS April 1997
Page 4731
160, which was hi gh e nough, and were slightly shoved
by the wind to Namibia. " Weathe r navigation" was required for thi s distance. We were fl ying over countri es
where it was the rainy season, such as Ango la, Gabun,
Guinea and Came roon.
We the re fore c hose to fly along the shore in orde r to
avoid thunde rstorms and to have the alte rnat ive of fly ing over the sea or unde rflying weather syste ms if the re
was no other possibilit y. That 's why we had started so
earl y, so we could avoid landi ng during one o f the thunderstonns that normall y occur in late afternoon. Almost
over the whole distance, beginning at abo ut 1000 hours,
we saw thund e rstorm s a ll over th e country in o ur
Stormoscope, yet our route was free of them.
The n the HF radi o mess started again . They tal ked all
at once and could hardly be understood. Somehow we
were able to manage it- with the LTU as a relay helping
us. They we re rea lly ni ce. At that time, I was having such
a bad headache that I could hardl y stand it. But yo u can't
get off a plane, so I grilled my teeth and continued communi cating by radi o.
We were tracking around some weather syste ms and
arrived relati vely early in Douala. After fillin g wi th gas,
we then had to unde rgo the most circumstantia l c learance we ever Iived to see. partic ula ry wi th regard to the
fli ght plan. The route over Nigeria we had planned could
not be used because Came roon was at war with Nigeria.
We would have to fl y a defin ed route and ri se very
q uickl y-i mposs ible w ith our airplane as it is not a jet.
In the meantime, it began to rain in buckets with Ilashes
o f li ghtning everywhe re. Thank God, we had started earl y
and we re on the gro und. We were hopeful that we wou ld
be able to get ou t earl y the nex t morning.
Douala - Dakar (Senegal)
We rose in darkness, skipped breakfast and
too k a tax i to the airport. Bill we nt to the
weather bureau even though we had a lready
received a weathe r fa x from Gennany the ni ght before.
We dri ed the airplane (we did not need any additiona l
weight) and drained th e tanks. Everything was okay and
the covers were ti ght. I refill ed one liter of o il because
the 20-hour consumption is approx imately one liter. The n
we were ready to take off.
Our takeo ff route had been changed because of the
armed conflict between Cameroon and Nigeria. We had
to fl y out over the island o f Malabo and be the re at FL
160. We knew that thi s c limb rate cou ld hardly be met.
but we "correctl y" re ported to be at FL 160 over Malabo
in bri ght sunshine. They ke pt asking us for the overflight
times to the next re porting po int. They wanted to know
Page 4732
FIR/U IR overfli ght times, where we had started, our destination , our ETA , how many persons were on board ,
endurance. fli ght level, pos ition. and F1R/U 1R estimated •
operator of First call.
Well , thi s mi ght be quite nice by VHF; but by HF with
people speaking all at once, it was a hard job. But after
some time, and supported by the Bose active headsets, I
could manage. ACCRA ( Be nin). for example, could easil y be unde rstood on 6586 SSB. Weathe r was fine , but
with Dakar approaching, it became so murk y with dust
that it had to be an IFR approach , even though the visibility was two km in the e nd .
DME Arc wi th 10 nm and descent from 2,600 feet to
1,600 feet in the arc, an acutely ang led curve, and sinking in the arc should onl y begin at radi al YF- 138 degrees
which I was unable to reali ze. But so what. We were above
water after all. The rest went off well. Parki ng, fillin g,
paying, no bo rder police, no customs. The airport was
full o f military pe rsonnel and m ilitary aircraft , particularly transpo rt aircraft.
A fireman took us in hi s car to the hote l where we
showered, had dinner, drank muc h wate r and went to bed.
We didn ' t feel like doin g anything else.
II
Another welcome R&R day
• '
Sofitel Hotel is near the beach-a suitable
place to relax after two trying days of fl ying.
We used the time to re lax in nice beach chairs
under parasols with a fresh breeze blowing. " Ah!" we
sa id. " Thi s is the li fe! " We also mentall y prepared o urselves for the di stance between Dakar and Halasa (a pprox.
1,650 nm). We planned o ur route the nex t day whi ch
wo uld pass over the ill -famed desert of Mauritania/S panish Sahara, and reca lled the DO 28 that had been shot
down on it return from a transpo lar flight. We were aware
there wou ld be a transverse jetstream at FL 400 that wo uld
certainly affect us.
While li ste ning to the comme nts on the civ il war in
Liberia on telev ision and see in g foreigners who were
flown out to Dakar in the night , I was quite te rrified.
Fortunately, our route happened to run north of it. We
fl ew over Mali , past Liberia, and complimented ourselves
that we had selected the ri ght ro ute.
,
II
•
Dakar - Malaga (Spain)
We went up earl y again witho ut breakfast.
We entered the airport thro ugh the rear entrance a nd, witho ut c learance, passed on to
the airplane to wa it for sunri se. Severa l A fri can countries c harge $300 per moveme nt for the illumination required fo r starts and landings at ni ght.
,
•
ADS April 1997
j
•
After sunrise, we took off on the huge run way to the
north , along the shore, at va ryi ng flight levels. We transferred to Cannaris Radio with HF and the applicable position reports. Although we flew along the shore. the air
was very dusty so that the airplane was slow ly covered
by sand from the Sahara. In some of the c louds, we even
had some ice. It was quite a mixture!
There were no major questions over Morocco although
there was bad visibility over nearl y the entire distance.
Over Gibraltar, however, visibility was good so that we
could clearly see the Strait of Gibraltar beside us. In Spain
everything was very green and the artificial lakes seemed
to be full of water. We were radar guided to Mal aga and
landed.
The airport has a new embarkation building which has
been in service since December 1995 so that waits are
short. But convenience has its price: $30 hand ling fees.
Refi ll , fli ght plan, customs, border police, taxi, hotel, dinner, shower- the same procedure as every o ther day.
,
II
•
Malaga - Neumarkt (Germany)
We arrived at the embarkatio n building at
0800; our flight plan with slot had been approved and well-prepared weather information was available. Our fli ght back home was accompaned
by a fair tailwind at FL 180 above the clouds that ended
abruptly after Geneva in the southwest of Germany. We
arri ved in sunshine over Germany, but it was very cold.
Our approach to Nuremberg was by VMC, requiring cancellation of the fli ght plan and landing in eu markt (the
home of my Bonanza).
We had spent 17 thrilling days, a total flight distance
of 25,300 km ( 13,660 nm) and- much to o ur reliefwithout unusual occurrencies.
LEANING THE 10-550
continued from pa8e 4728
•
ing to run o n the lean side of peak
with some pilots, I've been asked
why yo u can' t just lean on the basis
of "absolute" EGTs, and thus elimi nate the bother of goin g throu gh
what I've di scussed here .
"A bsolut e" refers to the actual
EGT read ing rather than the relative
change of EGT decreasing from peak
as the mixture is e ither enriched or
leaned. It does not mean the temperature with reference to absolute zero,
which is the meaning of "absolute"
ABS April 1997
Cone/usion
To make a fl ight such as this. I feel that severa l preconditi ons sho uld be met. You should be in a good state
of health and have a "long-distance bladder." Pilot and
copi lot must get along with each other. I benefited from
the simulator weeks I spent at SimCom in Orlando/USA
and at FlightSafety in Los Angeles, as well as the survival training at Nordholz (AOPA); and the training with
IKON Nuremberg and Drs. Froschauer and Regensburg,
who assu red me of being quite fit.
I am ve ry grateful to Dr. Buchal y, the prev iolls owner
of my a irplane, who had done everything to improve the
airplane in the best poss ible way. It 's great to fl y at FL
180 wi th 150 kt TAS with 50-55 percent power; a combination of speeding and fuel sav ing; an increased admi ssible total weight, no fue l in the aircraft cabin (50
gallon tip tanks); maxim um maintenance service. I had
approxi mately four months of preparation-a lot more
planning days than Ilying days.
My special thanks go toAAIS in Nuremberg who made
sure that I did not have any complai nts over the whole
di stance; and last. but not least, the understanding by my
wife and my family, my colleagues and staff who allowed
me the libert y to go o n such a Ilight.
The emergency equipment for sea, dese rt and jungle
is a very spec ial subject! I also set g reat impo rtance to
the EPIRB with 406 MH z whi ch in an emergency wi ll
locate me by satellite, and to bei ng registered with all
necessary data wi th the rescue control st[l(ion (also works
on the southern hemisphere).
Would I do the whole th ing agai n? Cert ainly not, but
the globe is big enough to indulge in daydreams and make
-@some of them come true.
in the stricter, phys ical sense.
Well, it just can' t be done safe ly.
There are just too many variables
affecting the EGT reading, not the
least of which is the variabi lit y of
accuracy seen in the thermocoup le
sensing device.
To prove thi s to yo urse lf, just reverse the probes o n the cy linders
wh ich have the highest and lowest
"abso lute" EGTs and yo u' ll very
likely see that the cylinder that had
the hi ghest "absolute" EGT now has
one of the lower " absolute" EGTs.
So don' t use " absolute" EGTs for
leaning--{)nl y use the change in temperature from peak EGT.
Addendllm: Al the lime
J submi tl ed Ihis
article for pub licat ion. I had not had the
opportunity 10 eva lu ale Ihe GAM ljeclOr
system in my own airplane. since the system had not been approved at Ih::11 lime
for lurbocharged (or IUrbononllalized) to-
550 engines. Since then, they have been
approved. I have install ed them. and I am
pleased
10
say they have provided operat-
ing characteristics which meet the criteria
for operatin g on the lean side of peak
which I have outli ned in thi s ;uticl~
Page 4 733
L- ______________________________________________________________________________________________________-"
Ca Ie ndar
AMERICAN BONANZA SOCIETY HEADQUARTERS
1<122 Midfield Rd./P.O . B.. x I 28118/ Wkhit.l, KS &7277
Phonl': Jt(, ·q.J S·(,913 - F.u; : 'Jl(,·(J4 5 -b9'JO
Wl'h Sill': http ://www.hon.lnl<l,org - (·· mail : bonanlaHi ill.nl!l com.{um
1997
APRIL
6·7 - Sun 'N Fun Fly-in. Lakeland, Fla.
23 - SEBS Fl y- in lunch to Miss BoBo's Boarding House in
Tullahoma, Tenn. Con tact Jesse Stulls, 205-883-8460.
11 -13 - BPPP, Inc. (Recurre nt ). Fresno, Calif.
Cutoff date: 03-26-97. Contact ABS HQ.
SEPTEMBER
5-7 - BPPP, Inc. (Initia l). SI. Louis, Mo. Cutoff date: 08-20-97.
o n tact ABS HQ.
11 -14 - ABS Se rvice Clinic. Riverside, Cal if. Cont act ABS
HQ.
5-8 - ABS Service Clinic. Sioux Cit y, Iowa.
12 - SE BS Fl y- in lunch to Nickes La ndin g, Page Field,
Fort Meyers, Fla . Contact Dick Pille nge r, 941-378-2288.
11 -14 - Reno Air Ra ces. Reno, Nev.
25-27 - BPPP, In c. (Initia l). Colum bus, Ohio.
Cutoff date: 04-09-97. Contact ABS HQ.
MAY
2-5 - ADS Service Clinic. Minden, Nev.
ontact ABS HQ.
8-11 - SEBS Fly- in to Harbour Island, Bahamas, Contact
Harvey Kriegsman, 407-725-9226.
9-11 - BPPP, Inc. (Recurre nt). Winston -Sa le m, N.C.
Culoff date: 04-23-97. Contact ABS HQ.
onlact ABS HQ.
12-15 - ABS Se rvice Clinic. Wichita Falls, Texas. on tact ABS
HQ.
20 - SEBS Fl y- in dinne r a t Hogan's Heroes in Hogansville,
Ga. Con tact Haro ld Bost, 770-7 19-0638.
26-28 - BPPP, Inc. (Recurren t). Nashua, N.H.
Cu toff date: 09-10-97. Contact ABS HQ.
OCTOBER
3-6 - A8S Service Clinic. Rock Hill, S.c. Contact ABS HQ.
8-12 - ABS Co nventio n. Wichita, Kan. Con tact ABS HQ.
14-17 - F.A.S.T. Official Fir -in/ Fo rm ation Clinic, Valiant
Air Command, Greenwood, Miss. (GWO), Any Warbird,
L-bird, Bomber/fransport invited to aliena. Contact
Vernon Ricks, 001-453-5640, Fax : 601-453-5672.
17-20 - ABS Se rvice Clinic. Me na , Ark. Contact ABS HQ.
15-18 - SEBS Weekend Fly-in to Savannah Interna tional
Airport (5AV) , Savannah, Ga. Contact Bill Brown al
770-63 1-9854.
24-26 - BPPP, Inc. (tnitial). Fresno, Ca lif. Cutoff da te: 10-08-97.
Contact ABS HQ.
16-18 - BPPP, Inc. (Rec urre nt) . Milwaukee, Wis.
Cutoff date: 04-30-97. Contact ABS HQ.
NOVEMBER
7-9 - BPPP, Inc, (Initial). Winston-Salem, N.C.
Cutoff date: 10-22-97. Contact ABS HQ.
23-25 - AOPA Ex po '97. O rl ando, Fla.
30·6/1 - Northeast Bonanza Gro up. Longwood Gardens,
Pa . Contact Joe SI. George, 610-458- t 945.
JUNE
6 - SEBS Fly-in lunch and visit to Teledyne Conti ne nt al,
Fairhope, Ala. Contac t Mitch Waldron, 334-983-5706.
Wichita Greyhound
Park is home to some
13-14 - BPPP, Inc. (Mounta in Flying) . Colorado Springs,
010. Cutoff date: 05-28-97. Contact ABS HQ.
dogsone e)l.citins
racing action.
20-23 - ABS Se rvice Clinic. Spokane, Wash.
Contact ABS HQ.
27-30 - ABS Service Clinic. West Paducah, Ky.
olltact ABS HQ.
JULY
9-13 - The Ninety- Nines Internati o nal Conve ntion.
Portland , Maine.
11 -14 - ABS Se rvice Clinic. Hough to n Lake, Mich.
COllta tABS HQ.
18-2 1 - ABS Service Clin ic. Manchester, N.H.
Contact ABS HQ.
30-B/05 - O shkosh '97 EAA Co nventi on. Oshkosh, Wis.
31-8/03 - SEBS Fl y- in to Asheville, N.C. Contact John
Sell mer at 770-487-8386.
AUG UST
22-25 - ABS Service Clinic. Leesburg, Va. Contact ABS
HQ.
Pilge 4734
Come to
Wichita
October
8 to 12
1997
A8S April' 997
•
•
Apples to Apples
10-520
10-520 Reman
..
Production linc factory engine
• 285 horse power · T80 1700 hrs.
· Pllclory Warrunty. 240 hr. 40 pro rala
$500.
$750.
$749.
50 hrs. @ $39./hr.=$ 1,950 .
$395.
$26,000.
N/C.
_ _ _.....rNew MillenniulIl (highly preferred)
Cylinders
or New TeM ( ¥ourOptioll )
Freight
..
N/C
Beech Firewall Duct Kit
..
N/C
GAMljectors™
..
Balanced Fuel Injection
..
Engine Relllov.1I & Detai led Installation
N/C
Installation
Engine Mounts
Inswll genuine Lord mounts
..
$995
---I"~
Engine Charge
..
..
..
..
NewTCM
$650
·~ ElIgine warrant y
520 hOllr~. 20 hours pro rata
..
$ 17,256
..
Engine
ZI&;;~
Balanced & blue printed remanufactured
engine
• 9% increase in horse power
• TBOIWamll1ly 2000 hrs.
Batlling
..
..
N/C
~
N/C
..
N/C
Replace all baOle seals & pcrfonn sheet melal repairs
+---
---l"~
Hoses
N/C
5 yem requirements in rep lacement of all engine nuid &
air carry ing hoses
$ 150
$30
+--
Dyn mic balance Propeller
..
+---
Standard performance
Chadwic
Mineral Oil Requirement
Used during break-In period
..
Performance Specifications
Increase performance & reliability in phases of
engi ne opermioll with air speed increase
$23,425
N/C
192A bulanced with engme running
---l"~
..
N/C
Approximately 10 mph
increa se
$26,000
l
Additional Cost Savings
1s t. - 2.000 hr. TBO versus 1.700
Asslimi ng a typi cal reman engine
wo ul d be $ 13.78. on a I 700 TBO.
cost !\tlvi llgs to you would be 54. 1
~ Eng i ne provides a 300 hr. increase in TBO Warranty.
;so,eialed inswllation cosls were $23 .425.00. Ihe ulil iz<ui on per hour
(M~"",,t;;· E n, gi· n c. whic h carri es a 2.000 hr. TB O Warrant y. the
hrs. @ $ 13.78 per hour )
2 nd .- With matched airspeeds.
3rd .- An increase in airspeeds.
4th .- ~ Engi nes have '
( $4,134) ( loss of value)
l
$27,559
---
$26,000
•
( 501 ) 394-5422
fax ( 501 ) 394·4048
E·Mail: ultimate @ultimate-engines.com
http:// www.ultimate-engines.com
106 Elk Drive
P.O. Box 807
Mena, Arkansas 71953
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