September 2006 - American Bonanza Society

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THE OFFICiAl PUBlICATION FOR BONANZA, BARON .. ~ Ii
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are uniquely <\ualified to Rrovide complete insurance
Tlie ABS Program is one of the most com[lrehellSive
IIlsurance programs available in tlie IIldustry today ana
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AmerIC~
BonanzQ
Soclet!l~
Volume 06
Number 9
Published by Amencan Bonanza SocIety, Organized January 1967
SEPTEMBER
ON THE COVER
9806 PRODUCT REVIEW:
9189 BEECHCRAFT
OFTHE MONTH
BEECHCRAFT-STYLE JACK
By Ken Reiter
Rick Fortier's 1950 B35.
9809 TECH TALK
Air·to-air photo by Brian Silcox of
Gig Harbor, Washington
By Dick Pedersen
9815 PRODUCT REVIEW:
FEATURES
9188
CARBON MONOXIDE DANGERS
B20SH POSTER
By Jack Hastings
This beautiful photo of the 2005
820sh takeoff from Rockford. Illinois.
9816 BPPP: WHAT'S IN A NAME
By Gregory F. Ricca, MD, FACS
was used as a poster by Beechcraft
at Oshkosh this yeor. Photo by
Jim Sonders (Controller. Raytheon) .
9821 HOW OLD IS TOO OLD?
PART II
By 101m Geitz
9191
ABS CONVENTION
9193
LEAN-SIDE OPERATIONS
IN THE E-22&8
FRAYED ELEVATOR CABLE
By Michael Fredelle
AfTER IT WAS REMOVED
FROM THE AIRCRAFT
9198 ABS AT OSHKOSH
What's Wrong, page 9808
By John M. Miller
9181
SERVICE CLINIC SCHEDULE
9181
9195
BPPP SCHEDULE
AVIONICS
by lilll HI/ghes
9801
9801A
9825 BBM DEDICATION OF
SECOND PHASE
.... , .........
9199 STALL AERODYNAMICS
-
9822 ABS MAGAZINE
EDITORIAL CALENDAR
By ROil Vickrey
9821 ABS MEMBERSHIP
DEPARTMENTS
9808
WHAT'S WRONG
by Adria" Eichhorn
& ROil 1immenllallS
9808
9811
TECH TIPS/NEICS NOTES
ABS AVIATORS
CURRENTS
by Lew Gage
9813
-
AEROMEDICAL NEWS
9819
by Charlie Davidsoll. MD
9811
9818
9818
9823
9826
FORUM
G.A. NEWS
SURLY BONDS
9828
AD SECTION
Cop} .nd pbotOV1p1\s subnllllHl ror publinllion brtomr 1M PrOPtl1Y of 1M Sodd)
nnd shnll not1M' rtlumed.Arl1ck.-s submi ued ."i,h pKtu.res n:cc11C ptlbhcatl{)Cl rnfnencc.
EDlTOR· IN·CHlEF: Nancy Johnson. ABS Excculive Director
MANAGING ED ITOR : BellY Rowley
AIRCRAPr TEC HNICAL EDITOR : Thomas P. Tumer
ART DIRECTOR: Jim Simpson
EDITOR IAL CONSULTANT: Paine Rowley
REGIONAL NEWS
INSURANCE
by 101m Allel/, Falco/l IIISf/rance
GROUND CONTROL
by Nallcy } OhIlSOIl
9829
Send articles/leiters to:
ASS Magazine Publication Office
PO. Box 12888, Wichita. KS 67277
Tel : 316-94f;-1700 Fax: 316-94f;-1710
E-mail: bonanza1 @bonanza.org
Website: http://www.bonanza.org
SAVVY OWNER
by Mike BI/sell
CALENDAR
ABS MAG,\ZINE (ISSN 1538-9960) is publi,hed month!) by !be Amencan Bonanu
Society, 1922 Midf;eld Road. \\"ocbila. KS 61109. l'bt' price of I yearly "'~p4IQ1'
IS included In !be IIIllIW dun d Sooet)' IIICIIIbcn. Ptnodic"lls ~e paid •
Withi lll, Kan ~, and I. adoJ.uorIIl nwhn& otr~
Display, Advertising
Director
John Shoemaker
2779 Aero Porte Drive,
PO. Box 968, Traverse City,
M149684
1 ~773-7798, ext, 3317
Fox: 231-946-9588
No (WI of this pubtkJll{)C1 rna) be n:pnnle(\ or dLlpll('aled \II.1hou1 the "nuro
of !he EdItor III 0IIrl.
pemtlSSKXI
~ Soriel) and Publishercmnol accepl rtipOn>lllllllY for the rorrtCUItSi or ~~uracy
of tilt ~ pnlllCd hrmD or for III)' os-- v.prcsscd. Op_ of lhr EdiIIlr or
contributors do not l\t'anari1r 1\'prese!l1 tilt po5111Ol'l or the Sortn)', Amcks or 0Ihcf
nwcnak b)' IIIIi about orpniwims other th.Jn ABS --= pnlMed in Ihe ABS M(I~ .IS
.~> and ~ 5eI'"icI:. Except tinpns.sl) ~ Ihnr~ In Ihi:s ~.
cine Uots not CO!l>lIIIite an endcno:mmI by ABS oflhc produrn. 5el'im or t\"tnb of
sucb orpnUatxla. Publisher mcn'CS Ihe right 10 n:jca ..y IMIaiaI subintual for pubhcJlion.
ANNUAL DU ES: US-S.S5. Can~ &: Mexlro-S55 (US). FOI'ttgn-S93 IUS).
AddiIJOllll Family Membcr;.-$l..3 cxll. l..afe
PRINTER: Village Press.
Tra\ erse City. Michigan
lIeadqullltM fordmlb.
mmIbersIu~$I.ooo.
COlliX1 ASS
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1922 MIDFIELD ROAD, P.O. BOX 12888 ,WICHITA, KS 67277
ABS exists to promote aviotion safety and "ying enjoyment through
TEL: 316-945-1700
FAA 316-945-1710
E-MAIL [email protected] education and information-shoring among owners and operotors of
Bonanzas, Borons, Debonairs and Travet Airs throughout the world.
OFFICE HOURS: M-F 8:30 am - 5 pm (Central Time)
ABS BOARD OF DIRECTORS
TERM EXPIRES
PRESIDENT
CRAIG R, BAILEY (Area 4)
·2007
Committee Chair: Convention, Executive, Humon
Resources. Technical
2518 Colony Ave., Undenhurst. IL 60046
phone: 847-646-8866, fox: 847-646-7768
e-mail: [email protected]
VICE PRESIDENT
JON LUY (Area 7)
· 2008
Com mittee Choir: Membership. Program
205 Amador Rood, Sutter Creek. CA 95685
phone: 209-267-0167, fox : 209·26].{)247
e-mail: [email protected]
Experience shows that we need to devote more time to individual aircraft inspections, so in
2006 each inspection will be 10 minutes longer.This allows one less inspection each day
requiring a slighl price increase (BonanzaslDebonOirs - $186, BaronsfTravel Airs - $233).
We're holding the price at the lowest possible level to assure continuation of this vital
member service while increasing the time we spend inspecting your airplane.
DATE
LOCATION
HOST/AIRPORT
Sept 14-17
Rockford, Illinois
Emery Air (RFD)
Nov 2-5
Mobile, Alabama
Gulf Coast Aircraft (BFM)
Nov 30-Dec 3 Romano, California
SECRETARY
BILL STOVALL (Area 6)
2006
TREASURER
ARTHUR W. BROCK (Area 8)
2006
Committee Chair: Media
32675 Woodside Dr., Evergreen. CO 80439
phone: 303-670-2244, fox: 303-670-3385
e-mail: [email protected]
Cruiseair Aviation (RNM)
Register online at www. bonanza .org or ABS headquarters 316-945-1700.
Committee Choir: Bylows. Finance
2831 Colt Rd., Rancho Palos Verdes, CA 90275
phone: 310.548-8507, fox: 310.546-3767
e-mail: [email protected]
ASST, TREASURER
CHARLES S. DAVIDSON, M.D. (Area 3)
2006
Committee Choir: Aeromedical, Education
1605 Wood Duck In .. Kill Devil Hills, NC 27948
phone: 252441 ·5698, fox: 252441-5853
&-mail: [email protected]
JAMESE.SOK (Area 1)
· 2007
Committee Chair: leglslative/long.range Plan
9 Spruce Dr.. PO Box 1895, lakeville,
06039
phone: 610.530.1759
&-mail: [email protected]
cr
GEORGE GIRTON (Area 2)
2007
Committee Chair: E ndowment
3701 Murvihill Rd., Valparaiso, IN 46383
phone: 219-464-9956
&-mail: [email protected]
RONALD LESSLEY (Area 5)
PO Box 1023. Claremore, OK 14018
phone: 918-34l·5281 ; fox 918-341-4464
2008
&mail: ronlessley@sbcgJobaLnet
STEPHEN P. BLYTHE (AI.Large)
2008
21 065 Barclay Lane, lake Forest. CA 92630
phone: 949-583-9500, fax: 949-583-7071
&-moil: [email protected]
DATE
LOCATION
Sept 22-24
Manchester, New Hampshire Wiggins Airways (MHT)
Ocf13-15
little Rock, Arkansas
Central Flying Service (LIT)
Oct 20-22
Fresno, California
Mercury Air Center (FAT)
Nov 3-5
Norfolk, Virginia
Piedmont Hawthorne (ORF)
FBO/ AIRPORT
Bonanzas/Barons/ Debonairs/Travel Airs at all locations.
Cockpit Companion course available. Call the BPPP Registration Office to make
arrangemenls: 970-377·1877 or fax 970-377-1512
• Second and final term
Executive Direclor, NANCY JOHNSON
PAST PRESIDENTS
8.J. McCIol'lOhon, MO
1967-1971
Fronk G Ross (dec.)
1971 -1973
Russell W. Rink (dec.)
1973-1975
HypotileT landry,Jr" MD
1975-1976
Calvin 8. Early. MD. PhD
1976-1977
Capt. Jesse F. Adams USN(R) (dec.) 1977-1978
OovId P Borton
1978-1979
Alden C Bamos
Fred A, Onscolt Jr.
E.M.Anderson. J. (dec.)
Donald l Monday
Harry G. Hadler
Jahn E. Pixlon (dec.)
Charles R. Gibbs
1979-1980
1980-1981
1981 -1 9S3
1983-1984
1984-1985
1985-1986
1986-1987
Lee lOfson (dec.)
1988-1989
William H. 8ush (dec.) 1989-1990
Roy l. leodob.ond (dec.) 1990-1991
James C. Cassell, III
1991- 1992
Warren E. Hoffner
1992-1993
John H. Kilbourne
1993-1994
1994-1996
Willis Hawkins (dec.)
William C Carter
Tilden D. Richards
Jon Roodfeldt
Harold Basi
Jod: Threadgill
Jock Hasllngs.MD
1997-1998
1998-1999
1999-2CXXl
20002001
2001 -2002
2002-2003
2003-2004
Rick Fortier
Chico. California
1950 B35
~
feel very fortunate to have a "classic
look" 1950 B35 (SIN D-2648). I
share ownership with my father who
purchased it in 1971 when I was
three. He bought it from a man
involved in the construction of Oroville
Darn in Northern California. It was purchased new by Hollywood actress
Rhonda Fleming and her husband. My
father still carries in his wallet the newspaper ad that advertised N5256C with a
G-model paint scheme.
Our family spent a lot of time in
56C on cross-country trips as well as
frequent quick hops up and down the
state of California. You might say my
brother and I grew up in it.
My father also "grew up" in
Bonanzas. His father purchased one in
1948, then traded it in for a 1949 A
model. The next year, he traded for a B
model and the following year stepped
up to a C model. Our family still enjoys
looking at photos and watching 16mm
movies taken by him during his
Bonanza ownerships. From as far back
as I can remember, my father would let
my brother and me take the controls. It
gave me the feeling that I was controlling the aircraft.
I made the commitment to get my
private pilot certificate in 1990. That
was when I realized there is really nothing comparable to a Beech Bonanza! In
1996 I obtained my instrument rating.
Now, when time allows, T spend it with
aviation author John Eckalbar reviewing IFR procedures and "fl ying by the
numbers." Not only is it convenient, it is
a real privilege to have such a knowledgeable person close by.
I fully understand and feel the pride
of being associated with such an incomparable aircraft. When I was growing
up, there always seemed to be an aura
of excitement about my father when he
was piloting, and I certainly understand
Why. He continues to have that aura and
more than likely, it's more evident now
because of my great interest in Bonanzas.
I am blessed with two daughters
and a wife who enjoy !lying with me as
I did with my father. My daughters are
growing up in 56C and 3636T, a 1979
A36TC (SIN EA- I8) purchased by my
father in 1980. Fortunately, he did not
sell the B model.
56C has taken the role of the classic that it is. It has its original paint
scheme, which was done in mid-1980s
by a friend of my father. It has the original style of split front windshield and
two windows on each side. It is powered by a Continental E-225-8 with a
Beechcraft 215 electric propeller. I have
taken on the big job of polishing my
Bonanza, which has its rewards by the
number of compliments we receive.
! have become very active in maintaining this fine aircraft and have established meaningful friendships with the
two people who are most responsible
for its maintenance, Dave Sos (IA) and
Leo Driesen of Herfi Aircraft in Orland,
California.! have found it to be a worthwhile experience to be involved in my
aircraft's maintenance.
My past projects include removing
the landing gear and having it powder-
coated and then reinstalling it. I put 56C
on a serious weight loss program by the
removal of old nonfunctioning instruments, the ADF and an old Lear autopilot
and then I painted the instrument panel. I
was amazed at how much the older
instruments weighed. As I was completing this task, the discussion was about
how many knots I was going to pick up
by the loss of all that weight. With the
help of Herfi Aircraft, I have confonned
with the fuselage skin and tail AD.
Future projects include renewing
the interior, while still keeping it close
to the original one. Someday I plan to
upgrade the avionics. Even though they
work fine, if IFR is in the flight plan, we
now take the A36TC.
56C is a "hot rod ." I am constantly
told there is no other louder-sounding
prop-driven aircraft than when 56C
takes off with its 88-inch propeller. I
Two Norco 120 cams
Norco Nov 14
Norco Nov 12
Norco CP 126 audio ponel
Norco AT 50 transponder
consistently see 143+/- KTAS with fuel
at around 10- I2 gph. It is a very clean
flying aircraft with its engine power-towcight ratio.
I value my Life membership in
ABS for the infomlation contained in
the monthly magazine. Lew Gage's articles are a must-read for all of us who
operate these early Bonanzas, especially for those of us who have the E-series
Continental engines and the Beechcraft
Norco DGO 10 HSt
Gormin 296
2 I5 electric propeller. Lew's father and
my grandfather were very close friends
and spent many flying trips together. We
are proud of our long-time friendShip
with that family.
It is with great pride that I am able
to fly and keep in classic condition an
aircraft built in 1950. I am thankful that
my father encouraged me to learn to fly
and for allowing me to continue to
enjoy !lying our Beechcraft Bonanzas.
-@-
Prop emblem and cowling emblem on the B35.
For more on the "business" of the convention, see the right hand page.
For more on the "pleasure" of the convention, take a look below.
Icccllcraft ••. , hIty
Casual dress for flightline inspection. polka dancing. eating
& hangar flying at
Jet Center! And as a special
treat. the party
will be
preceded
by a
Bonanza
flyover!
Funcllccc.'
Ikur
6:011 -9:30 pm
Cosuot~ress for a
relaxed night at the
Sheraton. filled with
humor. magic &
audience participation
with comedian/
magician/mind-reader
FrQllk Klein. (Optional
avent. ti~et ~qulred .)
Fancy duds for the convention grand finale with
entertainment by the Air Force Academy Show Choir.
a high-energy. audience-grabbing song-and-dance group.
Start each convention day with Continental breakfast. compliments of
Falcon Insurance Agency. and an enjoyable program from 7:30-8:45 am.
10/5- Katherine Lee Bates who wrole 'America The Beauliful: .. impersonation by Doris
10/6 -The Annual ASS Membership Meeting. including a loak at Ihe post year
lOfl- BPPP's Ron Zasodzinski and Randy Bailey emcee FAR Gome Show.
EDUCATIONAL SEMINARS:
::ducalional
D
~tracks~
are provided for those convention participants who want to attend seminars in a particular category. The colors denote the following tracks:
Flight Operations
D
Maintenance & Ownership
D
The Ownership Experience
D
Seminar fulfills Proficiency Wings Award Program r~uirements
sponsored by GAMA & administered by the FAA. Wmgs forms
will be available on site.
Product-specific
D
Guest Programs
Seminars that are Wings-designated also are eligible for ABS Aviator points. Each of these
seminars counts for 5 points. ABS publicly acknowledges members who complete 100 points
of recognized training during a 12-month period or 150 points during a 24-month period.
THURSDAY, OCTOBER 5
:00-9:50
V-speeds: Preserving resale
value
landing gear system
lew Gage
Deciding when it's time to
overhaul
Mike Busch,
Owner-assisted annual :
A great teacher
Adrian Eichhorn
Engine management
George Braly, GAMI
Jack Hirsch
0:00-10:50
Ask the Instructors Forum
BPPP staff
10 theft
Colorado Springs Police Dept.
1:0Q-Noon
Ba,on
Merlyn Sales.
never
Siegfried
0:00-10:50
i
Tim Coons.
Inc.
Designing. fabricatin!l and
installing Beech intenors
Dennis Wolter, Air Mod
lagem ."<lIlies
11 -12 Women's health issues
Part 2: living wills
Dr. Kay Miller
_cCl_
9:00-11 :00 E-series engines
lew Gage
Buy it right/Sell it right
Jim and Reese leach
tOO-S.OO
10-11 Women's health issues
Part 1: Alternative medicine
Dr. Kay Miller
lessons from aircraft
modification
Dennis Wolter
Plain talk about
plane insurance
Henry Abdullah, Fakon Insurance
SATURDAY, OCTOBER '7
1:00-9:50
Next-generation GPS uses
Ron Timmermans
Aeromedical Forum
Charlie Davidson
Combusbon heater Inspection
and servicing
Bill Sandmann. C&D Associates
Transform your Bonanza
turbonormalizing
Tim Roehl. GAMIiTAT
With
I------------f-------------t
GARMIN: New products and
Common ABS ASF Service
Airframe ice
Ron Zasadzinski
Clinic squawks
Bob Olson
ABS Technical Forum
Technical Consultants
Prebuy inspections
George Johnson & SIeve Asx.d,
Carofina Aircraft
(Met
Required)
11-1
as art
Marcia
McCalla Kastan
LUNCH CONCESSIONS AND fEATURED EXHIBITORS
Intra to BPPP
Ron Timmermans
BPPP
services
Wayne McGhee, GARMIN Int'l
:00-2:00
2:00-3:00
8- 12 BPPP
Compamon
Nonpilots
Book Club
MKile Runner" Companion
Course
by Kh.led
Marilyn Hirsch,
Hosseini
Recordkeeping: What you
need to know
Doug SteY.'art, Aircraftlogs.com
lean-side operations in the E-225-8: It can be done
BY MICHAEL FREDETTE, EAGLE, IDAHO
he concept of operating an aircraft piston engine on the
lean side of peak EGT is nothing new. During the heyday
of the giant radials, the airlines proved the concept over
millions of flight hours, yielding vastly improved TBO times.
Afterward. the lean of peak (LOP) concept was largely forgot ten; many instructors were teaching leaning operations with
the tried and uue. "Lean till it runs rough, then richen till it
T
runs smooth."
This method was SOP for most piston pilots before the
advent of modern engine monitors and. to a large extent, it still
is. With modern digital engine monitors. however-and to a
lesser extent. fuel flow instrumentation-at last, we call aelllally see \Vhal goes 011 tlllder Ihe cowl!
My intent in this anicle is not to present LOP operation as
the way to run your E-series, or any other engine for that matter, but rather to demonstrate that, despite conventional wisdom. given proper engine preparation and instrumentation,
LOP is indeed possible in an E-series engine.
Advantages of LOP concept
The lost art of LOP operations was recently rediscovered
and there are several advantages. The engine runs cooler, carbon monoxide emissions are reduced and, for a given equivalent manifold pressure/rpm setting on the rich side of peak
EGT, approximately 20% less fuel is consumed for a loss of
only about 10% power. With I OOLL prices now more than $4,
$5 and even $6/gallon, this 20% fuel savings alone is something to sit up and pay attention to.
Most fuel-injected Continentals in our Bonanzas/Barons
lend themselves well to the LOP method of operations whell
sel lip properly. But what about the "old" birds? Of the more
than 10,400 V-tail wonders produced, nearly half (4,855 units)
were built using the Continental E-series engines. early 3,000
of these are still on the FAA registry. Can these 50-year-old
birds, with their comparatively antiquated engines equ ipped
with pressure carbs and plenum induction systems, also be reliably run LOP? I say yes, they most certainly can! And I'd like
to show other owners of these E-engine airplanes how.
First step is a conforming engine
We must make sure our engine is as close as possible to
the way it came out of the factory. Pay close attention to the
induction, exhaust and baffling systems. Reliable LOP operation is possible, but ollly If Ihese syslems are ill lip-lOp shape;
no induction or exhaust leaks are pennissible.
1 fly a 1955 F35 powered by the E-225-8 engine running
the Beech 215 electric prop. My plane has about 3,500 hours
IT and the engine has a bit over 620 hours SMOH. My engine
had a field-overhaul perfonned in 1972. Yes, that's 34 years
Page 9793
ago! It has three-ring pistons and a hodgepodge of two ancient
452 cylinders and four slightly less ancient 727-cylinder castings. I run Unison UREM-40E plugs, about 200 hours on
them. So it's by no means the cream-of-the-crop engine-wise.
More likely, it's about average for a large portion of this fleet.
To start, I replaced all six intake boots on the induction
spider to plenum joints and all six intake and exhaust gaskets.
The carb was overhauled some 10 years ago using red si licone
gaskets. The exhaust system is new, manifold to tail pipe, with
flame cones in place.
The silicone cylinder baffling is fai rly new and all the
metal intra-cylinder baffling is in good condition. Our engine
is in the desirable condition of having no induction or exhaust
leaks and no induction or exhaust obstructions either. These
steps are crucial in obtaining balanced air/fuel mixture flows
into and unimpeded exhaust flows out of the engine, both of
which are needed for LOP operations.
I then had a lPI EDM-700 engine monitor installed. I also
had an Electronics International FP-5L fuel flow insuument
installed, which is very helpful but not absolutely necessary
for LOP operations.
Fi nally, and very important I believe, is the replacement
of the original worn-out push/pull-style mixture control with a
new modern vernier-style. During LOP operations, the difference between 50° rich of peak (ROP)-where at high power
settings we don 't want to be-and 5°-10° LOP-where at high
power settings we may want to be-is about I V. turns of the
vernier. That's not much movement of the mixture control arm
at the carb, and this fine control of the mixture in my opinion
is simply not possible with the old-style push/pu ll control.
These few fixes and modifications are all that 's required,
with the exception of the fuel flow. Please do not expect positive results IIl1less all these preparatory steps are followed. It's
not the fault of the engine, nor invalidation of the theory. It's
just that your engine isn 't all it can be.
Ready to try flying LOP?
With these modifications and fixes in place, we' re ready
to give LOP operations a try. Upon reaching 8,500', I trim for
level flight. close the cowl flaps and let the speed build. I'm
still full-rich mixture, wide-open throttle, 2300 rpm, average
[300° EGTs, and a toasty 395° average CHTs. I lean to
approx. 11.0-11.5 galslhr fuel. Airspeed is about 160 mph lAS.
This is where many wou ld leave the mixture for the duration
of their flight-but not us.
For LOP operations, we wish to obtain the best-possible
air/fuel mixture distribution, equally to all cyl inders. To do this
in the E-series engines, we bring the throttle back approx 5/8"
until the slightest drop in MP is noted. We [hen advance the
www. bonanza .o rg
ABS September 2006
throttle just enough to restore lost MP. This cocks the throttle
plate in the carb a bit to induce some turbulence into the flow
balancing the distribution as best we can. (It takes some exper~
Imentabon to fi nd the best SpOt on any particular engine.)
We are now ready for the Big Mixture Pull (BMP) as the
technique is ternled by the instructors at Advanced Pilot
Seminars. I activate the lean Find mode on the JPI monitor.
specifically the lean Find Lean. This functio n graphs the
EGTs and CHTs in each cylinder until peak EGT is reached, at
which point the column inverts to fonn an ·'icicle." When all
six columns invert, we are operating fully lOP. At this altitude, 5° to 10° LOP is all that's possible.
Thi photo shows the best combination I'm able to
achieve-a fairly balanced distribution--#I cylinder bei ng
slightly leaner than the others, but still a very acceptable
spread, running 7°F lOP burning a miserly 9.2 gaIslhr.
Recorded JPl data includes EGTs (upper set of fraces, with temperature scole 01
left) and CHTs (middle traces; temperature scale 01 right was om itted in graph
sent by author). Nole hottest CHTs occur when EGTs afe slightly below peak:
(aboul one-third across from left of the graph), and CHTs are cooler after leon-
ing post peak EGTs.
Cruise slightly LOP (7 degrees leon of peak EGT) results in cooler cylinders and
increased economy.
My airspeed has dropped to 150 mph lAS (a loss of 10
mph), but I'm saving a solid 2 gph in fuel bum, and my CHTs
have dropped back to the mid-380s.
Editor's 1I00e: A 300-llIlIlIo-willd cruise would take 8111illlites 10llger LOP thall ROP alld save 2 gal/oils, or 9% lIIore
tillle with a 9% reductioll ill total fuel bum.
NOTES FROM LEW GAGE
If the JPI sending units are installed as
most ore (in the threaded boss below the
spark plug: 'he wellj. cylinder head temps
are actually 30°F higher than reported.
The E-series engine cylinder head
temps are specified to be measured at the
spark plug bose of a boNom plug. The listed
limit there is 525°FThat would make the limit
ASS September 2006
My plugs are spotlessly clean, even running IOOll; my
compression for the last three annual iqspections is 76-78/80
cold; and I bum about one quart of oil pel six hours flightquite average for three-ring pistons on 1if25s.
The engine is running smoothly'.' Lop, no roughness.
However, a single tum further lean on the mixture craters # I
EGT, and roughness sets in. As I said, the vernier gives the fine
control of the mixture that is the key to success.
I am presenting this as an alternative to explore, and to
show the advantages associated with it, which are cleaner,
cooler, less fuel-and with many, many hours of hard data to
back up these assertions. Try it. You'll like it.
I am grateful to George Braly, Walter Atkinson and John
Deakin for their additions to this article, for their help in teaching the advantages of lOP operation, and for proofreading this
article for theory, conceptual and factual errors.
Mike Fredette is an elec/rical engineer working at Micron Technology in Boise.
Idaho, designing memory chips. Commercial pilof. fnstrumen/-roted. 700+ hrs
total time, 500 hrs in Bonanzas. since getting started flying in 1987. N5060B, the
subject Bonanza in the ortide, is his third Bonanza, having owned an £35 Dnd an
A35 previously.
at the "well" 495°F. My hoNest cylinder in
cruise will run about 410°F (coolest about
360°F) at the plug.
I control CHT in climb or paNern work
with cowl flop seHing. mixture and/or airspeed .
For those interesled in more information on E-engines. 1suggest members refer to
articles listed here. They contain answers to
www.bonanza .org
questions most frequently received by
phone. fox and e-mail.
Hof sfarts under pressure
February 2004. poge 8285
Tachomefer accuracy
August 2000. poge 6351
Recurring quesfions abouf E-engines
September 2003. poge 8039
Page 9794
RADAR, NEXRAD, STORM
DETECTION & A RABBIT'S FOOT
esignated editorial subjects for this month were Eseries engine management and radar. It would be virrually impossible to connect avionics to the E-engines,
even though I put nearly 2200 hours on my E-225-powered
G35, setting up avionics shops to be dealers for whatever
avionics manufacturer I was working for at the time. That
meant visits to 435 avionics shops throughout the United
States and 19 in Canada!
My discussion about radar is mostly for the Baron community, but I'll try to make it interesting enough for Bonanza
owners as well. I don't recommend radar for the singles
because of the simple question, "Where do you mount the
antenna?"
There was once an STC for mounting the radar antenna in
the chin of the Bonanza. It required a "synchronizer" so that it
could "shoot" its signal through the propeller arc and receive
its signal back without hitting the propeller, somewhat similar
to the gun on the WWI Sopwith Camel of the comic strip
"Snoopy" fame. I never flew one, so I don 't know how well
they worked. I use the past tense because I haven't seen this
installation in quite some time. I' m not sure the STC for this
installation is stili available.
Another often-used installation is a pod in which the
antenna is mounted on one wing, outside the prop arc. You see
D
these on most modem single-engine turboprops at airports
today and on some Bonanzas. What's wrong with that? Well,
nothing, except for the "catcher's mitt."
Most modem GA radars made for singles and light twins
have excellent receiver/transmitters (Rffs) capable of "seeing"
as far as 100 miles in front of the airplane. They shoot out a
strong signal that goes until it encounters an object such as a
particle of rain. Then the signal reflects or travels back to the
airplane. The time between the signal leaving the Rff and getting back is reported on the radar screen as distance or "range."
If the antenna, or catcher's mitt, is a 10" or 12" dishsuch as that found in the nose of Barons or King Airs-the
reflected energy is "caught" and displayed as rain, sleet, snow
or hail via the signal processor on the radar screen . The intensity, or how many returns are captured, is displayed on a color
radar as tight green (light), dark green (moderate). yellow
(more intense). red (still more intense) and magenta (don't
even think about it!).
Pod-mounted antennas
The problem with a single-engine radar with a podmounted antenna is simply the s;ze oj the catcher's m;/I. This
installation has a 7" dish, so the aerodynamic drag of the pod
on the wing wi ll not be prohibitive. But do you really want to
be in the big leagues with the likes of the airlines and the corporate jets/turboprops with your tiny, half-size 7" catcher's
min? It simply is not capable of catching all the returns reflected back from whatever the Rff is transmiuing. It's been my
HEt .. "'~ICH 170 'to\) -o.IM\<'
WOO L.t> L.OO\(. 6f1'1'e({ ON A
It\C)O f>~?
~
experience that meaningful information from a pod-mounted
7" dish beyond about 30 nm is fantasy.
There are longer-range selections available on the radar
control. but I have come to not select them or to disregard
what they show. Of course. most of the airplanes the p~ is
mounted on travel at a rate of about three miles per minute, so
that gives pilots about seven or eight minutes of decision time
before they are in real trouble.
One of the most common Bonanza radar installations is a
5" banana- peel dish that is flu sh-mounted in the leading edge
of the wing. Obviously, even more range-limited!
My other objection to most single-engine radar installations is the weight penalty. The all-up weight of a singleengine radar is about 30 pounds by the time we have installed
the screen, the control panel, the Rtf unit, the pod, the antenna and the cable from the Rtf out the wing to the antenna pod.
For that kind of weight penalty, li ving in Florida, fighting
thunderstorms every day, frankly I'd rather have air conditioning to fight the heat.
I find that single-engine and light-twin radar is high on the
list of the airline pilot set. That's understandable, conSidering
they have been using radar their entire careers to keep passengers safe and happy. I have a bit of that mindset myself from
trying to keep owners of the airplane from spilling their drinks
and peanuts.
We're used to radar and we trust it. I have been through
the Archie Trammel Radar School (the choice of the corporate
world) as well as a version of the United Airlines course.
which is considered one of the best airline courses in the
industry, and is the only one I know of made available to noncompany pilots. I know radar, I trust radar, and I believe what
the radar is telling me. However, time marches on and there
are other effective weather-fighting tools available to singleengine and light-twin pilots. We' ll get to some of those in a
minute.
Serendipity
I don 't often do historical research for avionics articles
because I have mostly lived The history of modern avionics and
can recall some of the names and good parts. However, the
other day I was in the office of a local patent attorney, and
there on the coffee table of his waiting room was a book titled,
EUREKA! All IIllisTrated HiSTOry of IlI1'elltiolls frolllThe Wheel
TO The CompUTer by Edward De Bono.
Ever the opportunist, I immediately looked up "radar."
Not to bore you, I'd like to condense the history of radar to
some of the important names and dates.
Radar as we know it was first used in WWII as a great
secret weapon. However, long before that, in 1926. Hans
Busch discovered the analogy between the effect of a magnetic coil on an electron beam and that of a light beam on a convex mirror. That discovery is the basis of electron optics,
which we know as a television tube or oscilloscope, a computer screen. the electron microscope or a number of other
electronic displays.
Meanwhile, back at the lab, Robert Watson-Watt and others established timing of pulses from transmi ssion to return ,
thus being able to measure distance to an object. As with all
great inventions, there was a side trip while the British
Government Radio Research Lab, of wh ich Watson-Watt was
the superintendent, tried to perfect an electronic death ray that
they thought would paralyze an airplane in flight. After they
calculated the amount of energy required to make the death ray
work, they gave up on that idea.
When they failed to find a way to generate enough energy
to zap airplanes, Watson-Watt turned to creating "radio-location;' which they successfully demonstrated. By the time of the
first Gernlan air raid of WWTJ, Great Britain was ready with a
chain of "radio locators" guarding the eastern approaches.
Great Britain shared its great in vention with its ally, the
United States, so that by the time of the attack on Pearl Harbor,
radio locators were installed in Hawaii. Unfortunately, the
operators of the equipment mistook the swarm of inbound
Japanese airplanes for a scheduled arrival of US B-1 7 bombers
and did not sound the alarm.
The cavity magnetron
Airborne radar systems became possible with the invention of the cavity magnetron by J.T. Randall and H.A.H. Boot.
The device was so compact that it was brought to the United
States in one of the inventor's shirt pockets! This invention
allowed the generation of energy pulses equivalent to that of a
large broadcasting transmitter. The magnetron is still in wide
use in airborne radar today.
If your radar begins to fail and you take it to the shop.
you're likely to hear the technician discussing "The Maggie."
They are talking about the magnetron, sLillthe guts of modern
airborne weather detection systems.
As for the cavity, that feature is still in wide use to boost
the output of electronic pul ses from your airplane without having to drag along an impossibly large transmitter. Unless you
. have a very modern edition, your transponder pumps up its
response from your airplane to radar sites Lhrough a cavity. If
you have radar, the cavity is what boosts the signal to the
strength required for the transmitter 10 shoot it long distances.
Thus if your radar is losing range. or if your transponder is
weak. one of the first things Lhe technician suspects is a bad
cavity.
Modern transponders such as the Garmin GTX-330, the
Bendix King KT-79 and some of the latest digital radars have
been able to do away with the cavities through the miracle of
modern electronic design. It's a good thing: The cavity
remains one of the most failure-prone items in airplane transmission devices.
Alternatives to radar
Let's explore what single-engine pilots can install instead
of radar to stay out of destructive weather. Fortunately, there
are some good alternatives if you take the time to understand
them. Not to pick on airline pilots and corporate pilots of
"big iron," but many of them I've talked to about the stormscope/strikefinder devices regard that type of weather avoidance equipment as "glorified toys." I highly disagree.
Somewhere in the archives of the ABS Maga zilles is a
complete article about the use of the stormscope/strikefinders.
I'm going to shorten that title to "stormscope' with apologies
to John Youngquist, the designer of the strikefU1der.
In the early 1950s, Paul Ryan (who later also invented
the Ryan TCAD) noticed, as all of us have, that lightning
near his airplane caused the ADF needle to swing toward the
lightning flash . Paul began to work on these phenomena and
created a processor that would capture and store a record of
electrical disturbances occurring near his airplane.
Obviously, there is much more electrical disturbance near
and in a thunderstorm than anywhere else in the sky. Hence,
the stormscope.
The stormscope
However, and this is the important part: The stormscope
does not only paint lightning strikes! Paul Ryan's great invention was in polarizing electrical disturbances vertically. This
way the stormscope records a disturbance and paints a dot on
the indicator any time it sees a particle of matter acquiring an
electrical charge by traveling up and down through the air!
That particle is usually rain, but it can be volcanic ash, snow,
sleet, hail, etc. with enough vertical movement to acquire an
electrical charge.
Armed with the condensed knowledge above, we can see
there is a bit of an art to reading a stormscope. If we see a random dot on our indicator every now and then, that's probably
not anything that will bend our airplane. However, if we see a
tight cluster of dots, it is a pretty sure bet that it is something
we don 't want to poke our noses into.
The other acquired trick is aggressive use of the "clear"
button on the indicator. [f we see a cluster of dots building '
ahead, we clear the display and then see how fast they build
again. That will give us a pretty good indication of the intensity of the storm.
One thing that is not as exact as radar on a stormscope is
range. One of my friends was on the cusp of selling stormscopes to a major airline until they found out that a cluster of
Page 9797
dots at 70 miles on the scope did not necessarily really mean
exactly 70 miles away.
The ranoe
measurements on these devices are really derived
o
.
from gain. It's like when you tum up or down the volume (gam)
on your ADF to try and determine how far away the station is. In
other words, distance from you to the storm is not exact.
You can get a good indication of range by aggressive use
of the "clear" button and how fast the dots are moving toward
you on the scope. With some knowledge and practice, SlOrmscope-type devices are excellent weather avoidance tools.
Nexrad
Like most of you, I'm beginning to accumu late some
experience with the use of satellite-derived weather and compare it to stormscope and radar. One of the things ['ve noticed
is that the weather picture on Nexrad is sometimes significantly different than what we are seeing at low altitude. One
possible explanation is the time delay between the compilation
of ground-based observations, transntission to the satellite,
then back to our airborne airplanes.
I previously noted that sometimes ATC vectors us around
weather that obviously appears on their scope but does not
seem to exist at our altitude. Looking up, we see weather we
would not want to be in at higher altitude, while it is light or
nonexistent at the low altitude where we are flying . For the
most pan, unless we are in visual conditions, it is better to take
vectors as given by ATC.
Another trick is to note the time of observation of the
Nexrad data and compare it to the current time. What I mean
is, the Nexrad can be showing a line or a band of weather that
covers half the state of Georgia, and we are looking at it from
5,000' AGL and see overcast but perfectly flyable weather for
the next 30 miles. That can be extremely confusing and intimidating if our destination at the time is only 20 miles away.
Some of you may recall one of my articles about a year
ago when I discussed using the Garmin 396 for satellite weather (bad news ahead!) in conjunction with a stormscope (no
dots on the scope, so no convective activity!). We ended up
punching through about five miles of heavy rain, but no
airplane-rattling turbulence.
I haven 't yet had the opportunity to fly an airplane
with radar, stormscope and satellite weather all at the
same time. I'm looking forward to doing so, but just
in case I go into information overload, I'll
continue to carry my lucky rabbit's
foot. (Yes, folks, [ know; the luck
didn ' t work for that rabbit!)
See ya next month.
-
-
- - --
Jim Hughes of Orange City, Florida, is the former chief pilot. corporate aviation for
Embry-Ridd/e Aeronauticol UnWi!rsity. He now heads Marteting & Professional
SetVices. a consulting firm specializing in flight support and avionics integration. His
ratings include ATP and A&P licenses and type ratings ranging from Boeing ta
Sikorsky helicopters. He has more than 22JXXJ hours. including more than 3.000
hours in Bonanzas. Borons, Dukes and King Airs.
www. bo nanza .org
ABS Se pte mbe r 2006
OUTSTANDING BEECHCRAFT
John Stortz, Houston, Texas
1947 Beech 35, N3088V
EllioN Schiffman (cenler) presenls a check lor 55,000 10 ASS Execulive Director Nancy Johnson on behalf of
the Bononzas-Io-Oshkosh group. This generous donation will go to the Air Safety Foundation for its work; in
model-specific research and the development of aviation educational programs and materials.
Aas at AipVentupe!
nether the day was toasty hot or
muggy wet, the ABS hospitality tent in Oshkosh acted like a magnet
for members and guests - more than
1,500 by all accounts! The auraction
could have been the fresh popcorn and
ice-cold refreshments, .. the opponunity
to quiz ABS Technical Consultams Neil
Pobanz or Dick Pedersen... or simply
the chance to relax and hangar fly in the
semi-cool shade, All told, it was another great experience in OSH !
~
'J
I
OUTSTANDING BEECH SINGLE ENGINE
John Schutes, Brimfield, Massachusetts
1960 BEECH M35, N9802
ASS display plane owner John Stortz 01 AirVenture
'06. John's wmning plane graced the cover of the
July ABS Magazine.
OUTSTANDING BEECH MULTIENGINE
Steven Oxman, Rivo, Maryland
1963 Beech E18S, N87711
BEST CUSTOM RUNNER UP
Jeffrey Deaton, Morehead City, North Corolina
1954 Beech E35, N3214C
WARBIRDS: JUDGES' CHOICE T-34
Beechcroff T-34 Mentor, N245Z
Dove Holt, Port Townsend, Washington
ABS Magazine columnist Mike Busch discusses the differences between -majo( and -minor· aircraft olteralions to a Tent Topics audience.
ABS hosted a full schedule of Tent
Topics at Oshkosh again this year, each
one packed to capacity. Tent topics are
informal discussions on Beech owner-
ship and maintenance issues.
Thi s year's schedule included
demonstrations by Kevin O'Halioran,
Bob BUll, Dennis King and Dennis
Wolter; presentations by Bob Siegfried.
Harold Bost, Mike Busch and George
Braly; and product information from Tim
Roehl of Tornado Alley Turbo, and SCOll
ABS September 2006
Erickson and Dave Biggerstaff of Beryl
D'Shannon, Valerie Palazzolo and Rich
Mileham of the FAA's Aviation Safety
Team (FAAST) imroduced the new
FAAST safety initiative.
Additionally, night operations and
maintenance sessions were conducted
in the EAA forum pavilions by the ABS
Technical Consultants, Beechcraft Pilot
Proficiency
Program and ABS
Technical Services Manager Tom
Turner,
www,bonanza ,org
Winning tokes dedicotion, desire and
mosl of all, leomwortc We just finished our
third straight year of show competition, winning Best Custom Classic at Sun 'n Fun and
being the Best Custom runner-up to the
Lindbergh Award at Oshkosh.
As olways,ABS helped and supported us.
I wilt never forget our first year of compellng
when I stepped on the flop, breaking and tear109 a baseball,size hole--<Jnd how ABS gUId- .ed me to the qUick onfield repoir. That's just
one of the many ways the ASS team is there
for me ond other members when we need
them,
-Jeff Deaton, Morehead City, North Corolina
Page 9798
STALL AERODYNAMICS
Airspeed, stalls and angle oj attack
=-~-
irspeed, stalls and angle of
attack are all related to each
other and very important to the
airplane pilot. If a water ski performer
goes too slowly, he gets wet, but can
then swim ashore. If an airplane pilot
A
goes too slowly, he can get in realtrou-
ble, perhaps even die!
In the early days of flying, here in
the USA, pilots were flying the Wright
and Curti ss pusher biplanes. The pitot
tube airspeed indicators had not been
developed, but the pilots cou ld get some
idea of how fast or slow they were flying by the uninterrupted breeze of air
out there in front of the pusher propeller. There was no windshield for that
very reason. They soon learned that if
that breeze got too weak, the airplane
would dive and perhaps go into the
mysterious tailspin, which was not
understood at that time.
In early WWI, a British physicist
and government official , Frederick
Alexander Lindemann, determined the
cause of spins and a method of recovery. He learned to fly and developed the
mathematical theory of aircraft spin,
devising and testing on himself the
spin-recovery method that is still used
to this day. (Note: Lindelllonn IVas the
first 10 recover ftVIII a spin. There's a
good story of his exploit, really a very
risky scientific experiment,
at
http://4vFcom/?golO=vielV_article&sec
tioll=articles&article_key=251. -TolII
Turner)
Airplane development and production, along with flight training, accelerated enormously with the advent of
WWI. One of the important changes in
airplane design was the introduction of
the fu selage with the engine on its front
Page 9799
BY JOHN M. MILLER. POUGHKEEPSIE, NEW YORK
end and the pilot cockpit behind to
balance it. But si nce the pilot was then
sitting inside with his face behind a
little windshield, he could not get a very
good sensing of the airspeed. So the
pi tot tube type of airspeed indicator was
developed, a very successful lifesaver.
The IN trainers
The Avro company in England
developed a fu selage-type training
biplane, the Avro 504K. Glenn Curtiss
in the USA had no experience with the
fuselage-type airplane, so he hired an
English engineer from Avro to come to
the USA and design a similar trainingtype airplane with fuselage, usi ng the
OX-5 engine designed at the Curtiss
motorcycle fac tory in 1911. He did a
really professional job in designing the
well-known JN trainers. The IN-4D was
the model most produced.
In 1916. Brigadier General John
"Black Jack" Pershing was ent to
Mexico with a force of U.S. infantry
and cavalry to catch the Mexican bandit
Pancho Villa. A few of the early IN-2
airplanes were used in that expedition.
One was forced down in the desert and
its crew of two men starved to death.
The expedition was recalled when
WWI started in Europe and Gen.
Pershing was promoted to commander
in chief of US forces in France when
the US A later got into the war.
Quantity production of the IN-4
was begun in Canada and they were
used for training Canadian pilots there
and in Texas during winter months.
About 2,000 were built in Canada. as I
remember. When it looked like we would
get involved in the war, production of the
IN-4D model was started in the Curtiss
www.bonanza.org
and other factories in the USA, some
5,000 or more being produced.
Early flight instructors
The earliest fli ght instructors were
the prewar civilian pilots who had been
flying in the Curtiss and Wright pusher
biplanes before the pi tot/static tube
airspeed indicators were available.
Those instructors had fl own by "feel"
and visual position and insisted that the
students should do the same without
airspeed indicators. So that became the
policy of the Army Air Service in WWI,
with the sad result that many of our
young men flight students were killed
by stalls and spins.
After the war, thousands of popular
open-cockpit biplanes were built, using
the numerous war surplus 1911 design
Curtiss OX-5 engines. They were 8cyl inder water-cooled of 90 hp and
weighed 390 Ibs., dry, 4.33 Ibs./hp, plus
more for radiator and water. They sold
for as little as $50 new in a crate, so
John Miller with on OX-5-powered Jenny.
ABS September 2006
there was little stimulus for development of more modem engines and aircraft for several years.
Few of those airplanes had airspeed
indicators as sold, so there were many
accidents, largely fatal, which earned
aviation a bad reputation. I flew several
of those types, all without airspeed indicators. Finally, in 1929, I started flying
the New Standard D-25 barnstorming
airplane with an airspeed indicator,
which made a tremendous difference in
safety as well as an ability to get beller
performance.
wing stalls
Technically, it is not lack of sufficient airspeed that cau es crashes, but
the aerodynamic wing stalls that result
from low airspeed. As the airplane's airspeed diminishes, its wing angle of
attack increases in order to continue lift
to support the weight of the airplane. At
a certain high angle of attack, the airflow over the upper side of the wing
breaks into a turbulent flow. called a
stall, and li ft force is suddenly reduced.
The airplane then dives in a stall-<langerous if at too Iowan altitude.
The airspeed indicator is the most
convenient instrument for preventing
wing stalls when flying in normal flight.
However, stalls can occur even at high
airspeed if the airplane is pulled up to a
high-enough lift angle, such as pulling
out of a dive. The airplane will stall and
possibly snap-roll inverted into the
ground. Crashes have occurred in just
that way at air shows. Pulling out of a
fast dive too sharply at low altitude can
be dangerous due to a high-speed stall.
So we watch our airspeed carefully,
to avoid having them either too low or
too high. A stall indicator will show a
stall only-not too low or too high
airspeed. It is a convenient instrument
to have when making high-angle tight
turns or pullouts from dives, but
ordinarily not necessary. The airspeed
indicator provides a dual purpose as an
air navigation instrument, which a stall
indicator does not.
That's it for my little review of stall
aerodynamics, but I do wish to remind
you that the much-neglected autogiro is
the only aircraft that cannot stall. but
acts as its own parachute when forward
speed discontinues.
John Miller welcomes reader's comments. Write
him at 20 I Kingwood Pork, Poughkeepsie, NY
12601 or e-mail [email protected].
MANY OF JOHN MILLER'S AVIATION ADVENTURES
ARE RECOUNTED IN HIS BOOK "FLYING STORIES,"
WHICH CAN BE ORDERED FROM ABS HEADQUARTERS.
T he hard-bound book is a joy to read, and full of black and white
photos capturing the early days of aviation. A self-taught pilot trained
in engineering, John's passion for flying spurred him to join an air
show troupe and so
began a career that
included: Barnstormer,
test pilot, airline
captain, airport
operator and more!
www.bonanza,org
in the Company
Store section,
ABS September 2006
www.bononzo.org
Page 9800
Engine upgrade
Sandy
St. John
Row/eH, Texas
Q: [
have a 250-hp [0-470 engine
close 10 TBO. I'm having a hard time
determining which factory reman
engine 10 put in . I am considering either
the 10-470 that would require no STCs
or engine compartment conversions, but
would give me decent cruise/climb; the
10-520 with minor STC and conversions that would give a little better
climb with not much better cruise; or
the 10-550 with the full works.
I also use this airplane for transportation in my business, so unless gph
starts to exceed 15-17, I'm not as concerned as 1 would with be an anemic
cruise climb or cruise speed. Reliability
is a top consideration. (1 hate making
emergency landings!)
A:
Like everyone else, I have an
opinion! I'm an advocate of only doing
one bump-up in power. [f you follow
the Beech increases in power, they were
usually in conjunction with airframe
"beef-ups." For example, to go to a 550
without the beef-ups incorporated on
the later models, 1 think that is pushing
the structural integrity of the airframe.
For my money, 1 would go for the
10-470-N 260 hp version of the 470
or, at most, to the 10-520 conversion.
Beryl D'Shannon (800-291 -7616) or
Hammock Aviation (972-875-4279) has
an STC for this.
Another performance item you
might consider is the Hartzell threeblade Scimitar prop. We have had good
reports on this prop for increased TO and
climb performance. Some even claim a
modest increase in cruise. -AM
CHTs in climb
John Dews
fl Dorado, Arkansas
Q: Our 36 has an [0-550 engine. We
are trying to work with CHTs on takeoff
with higher ambient temps. The only
method 1 have found to keep cylinders 2
and 5 below 400° is to reduce throttle. A
friend with the same engine says full
power should be applied through the
climb. [s there any guidance on this
issue?
A:
Reducing throttle in an 10-550
also reduces fuel flow, and actually
makes the engine run hotter. Best climb
cooling comes from good engine barnes.
additional forward airspeed in climb, a
fuel system set up per TCM instructions
97-3c (which should be checked at each
annual; use the high end of tolerance as
minimum), and keeping the throttle fully
open during climb. -IT
Replacement throttle cable
Kenneth Payne
Albuquerque, New Mexico
Q:
I' m looking for a throttle cable,
hopefully a used one in good condition
and reasonable price. Who has them and
who can I call? My H35 has the pressure carburelOr that 1 assume makes a
difference.
A:
Yes, the cable varies by model.
Call Dallas Air Salvage (800-3366399), Dodson (800-255-0034), Avstat
(888-287-8283) or Arrell (805-6040439). --NP
Engine documentation
Dwight Medina
McKenna. Washington
Q: I've been working on a B35 since
2000. Because the airplane was nearing
its annual, my inspector began looking
closely at the paperwork. He noted that
while there was a 337 in the engine logbook for the E-225, there was none in
the airframe logbook. He submitted a
337 to Seattle FSDO last September,
and we have not been able to get an
approved form back. The E-225 isn't
anything new and there is no way it
should take this long.
A:
The type certificate data sheet
FAA approval allows installation of the
E-225-8 engine in B35s per TC A777
item Ill (d). You have 10 use 185-11
engine mounts, a different hand fuel
pump and include a flight manual supplement for limitations. The 337 should
not be required in the airframe logs if an
entry references the TC and item number and lists the other changes required.
See FAA website www.faa.gov and type
certificate sheets. - NP
Heated pitot
Woodie Diamond
Harpers Ferry. West Virginia
Q:
I have a 194735 without a heated pitot tube and would like to install
one. Does this require an STC? If so,
from what source? Can I use a used
pitot from a later-model Bonanza?
A: The heated pitot system started on
aircraft D-2861 , which is in the middle
of the C35 model. You will have to
complete an FAA Form 337 and get a
field approval. If you use the data for
the C-model aircraft-such as wiring,
circuit breaker size and pilOt tube installation-as supporting data on the 337, I
do not see a problem getting it approved
as it is basically a model upgrade. -BR
Cracked spinner
backing plate
Alan Andreasen
Charlottetown, Prince Edward Island
Q:
We had to replace our Baron's
spinner backing plate that showed some
signs of cracking after we reported
some mild vibration coming from the
right-hand engine. This plate appears to
have been installed 200 hours ago, and
the logs show that the one before this
lasted 80 hours.
What might be causing the frequent
cracking of the spinner backing plate?
Also, is the balancing of the prop with
three 1" washers in two places excessive for balancing?
A: Make sure you have a 114" hole
pre-load on the spinner before it is
Answers are marked with initials of the tech staff or consultant who
answered II. NP-Nell Pobanz. AF-Arky Foulk.IT-Tom Turner. RG-Ran Gras.
AM-Arthur Miller. BR-Bab Ripley.
screwed to the backing plate. This
means that, with the spinner pushed
onto the backing plate. you should still
have 1/4" hole to go, thus ensuring correct contact with the forward support
ring. You can use a small awl to pull the
spinner into place to insert the screws.
The number of washers does not
seem excessive. But be sure whenever
you remove the spinner, you index it so
it can go back on in the same position it
was when it was balanced. -BR
Landing light mod
James Deutsch
Punta Gorda, Florida
Q: I heard there is an aftermarket set
of landing lights that can be put on the
main gear legs of my Debonair. Who
sells this?
A:
Environmental and he suggested a possible blockage in the heater fuel filter,
the fuel shutoff valve not opening completely, or the fuel nozzle is not spraying a proper pattern.
For your air leakage, try pulling the
iris control lever on the far left side of
the panel to see if it stops the air. If it
does, it is coming thru the heater; if it
does not, you have air in the forward
baggage area that is coming thru holes
in the bulkhead. If this is the case, try to
seal them from the front side of the forward baggage area bulkhead under the
radome. -BR
Door trim
Mike Martin
Lewiston, Idaho
Panel upgrade
Kerry Coffman
Simi Volley, California
Q:
Are there any companies that
upgrade the panel on an N35 to a more
modern panel with a radio stack? I would
prefer one in the Los Angeles area.
A: Try D'Shannon (800-328-4629) or
Aviation Research Systems (503-6684542) for a kit to use at your avionics
shop. Be very careful they don't start
cutting metal without the STC because
the panel is partially structural and you
need approved data to change it. -NP
Engine cluster
Andrew Smith
Hillsboro, Texas
Q: I have sent out the engine gauge
Q: I am looking for a supplier of the cluster
on my G35 for overhaul. As with
Try Alpine Aviation at www.
alpineaviation.com. -BR
plastic trim around the door window of
my 1990 F33A. Mine is white or slightIyoff-white.
Heater fuel solenoid
A: Try Plane Plastics (580-327-1565, A:
www.planeplastics.com). They have
Doug Durning
Oklahoma City. Oklahoma
Q: Where can I get a heater fuel solenoid (PIN is AVI B1473) for my D55?
A: Talk to Randy at AV Pans (770252-4646). He shows several are available from used to new surplus.-BR
Dennis Ashby makes good ones
(800-945-7668). -NP
I cannot find any replacement
covers from Beech or on the afternlarket. I even tried all of the salvage yards,
to no avail. Unless you can create an
owner-produced part (see Neil's Notes
in the July ABS Magazine) , all I
can suggest is that you occasionally
check these salvage yards: White
Industries (800-821-7733 www.white
industries.com), Dodson (800-255-0034
www.dodson.com). Atlanta Air Exchange
(800-237-8831 or www.atlantaair
exchange.com) or Air Salvage of Dallas
(800-336-6399 www.asod.com). -BR
Replacement vernier knobs
KFC200 autopilot servo
Mike Goffoney
Los Angeles. California
Luciano Pierobon
Sterling Heights. Michigan
Q:
Q:
many partS for the Model 36 that are in
some cases the same as the F33A. If
they are not, you may have to use the
factory parts from RAPlD. -BR
Replacement glareshield
James Dover
Orange Beach, Alabama
Heater cuts out
Robert No/e
Chicago, Illinois
Q:
Where can I purchase a new
glareshield for my F33A?
Q: The heater in my Baron cuts off A:
after a while. It has a new thermostat
and igniter. Five minutes after shutting
down the system, it will come back on,
but only for a while. It only runs continuously if it is below 20°F.
Also, is there any way to stop the
airflow that comes in behind the avionics panel? On cold days, there is so
much air blowing that it makes my
knees and hands cold.
A:
I talked wi th Warren at Aircraft
other older models, the plastic cluster
cover has become cracked. Is there a
source for new or replacement covers?
All of my vernier knobs are
cracked. Can you suggest a source for
replacement?
A:
Performance Aero (800-2003141) has both aluminum and plastic
replacements. -NP
The trim light flashes on my
1981 Baron 58 with a KFC 200 autopilot. I have been told that I need a
Bendix-King Servo KS272 #069-0029004. Do you know where I can find a
salvaged or rebuilt pan?
A: Try Autopilot Central (9 18-8366418) or salvage yards, such as Air
Salvage of Dallas (800-336-6399),
Dodson (800-255-0034) or White (800821-7733). -NP
Alternator trips
Terence Karitz
Jacksonville, Florida
Q: The alternator on my S35 drops
offline periodically. I think it is caused
by an over-voltage situation as the overvolt light is always on after it drops. My
mechanic has been through it twice and
cannot find anything wrong. I'm wondering if it could be the voltage regulator.
A:
It's very likely over-voltage trips
from the regulator. You could monitor it
with a sweephand voltmeter or send the
regulator to a place that can test it, such as
Aircraft Systems (8 15-399-0225). - NP
Fuel pressure fiffing
Ramsey Eldib
Granada Hills, California
Q: I am replacing the aluminum tubing that goes from the fuel pressure
gauge and the oil pressure gauge to the
f,rewall in my 1947 Bonanza. They have
an old-style fitting with a ball attached to
the tube as the seal. I was going to use
the AN-type fitting. Do you know if
there is an adapter or what I should do?
A:
T would change to the later-style
AN flared fitting all the way through,
which, of course, means a new fitting
through the firewall. Bob Bejna at RLB
Accessory Service (630-543-9213) can
help. -NP
Leaking fuel cells
Robert Woods
West Palm Beach, Florida
Q:
My Baron began leaking fuel
from the aux tank when I fill the tank. I
checked the airframe log to find the tank
had been changed back in 1998. After
taking the tank out, I saw why it was
leaking: One transmitter seal was homemade and the other transmitter had no
seal at all.
When I go back in with new seals.
should these be a dry fit? Also, is there
a Service Letter that describes the
removal and installation of fuel tanks?
The maintenance manual is unclear.
318-00 I0) or Arrell (805-604-0439) as
pans sources. -NP
Importing a Bonanza
Scoff Adams
Bodega Boy. California
A: They can be put in dry, but it is eas- Q: I'm purchasing a used F33A that
ierto install them if you use an approved
fuel lube. PIN 09-00306 is a 5 oz. can
available from Aircraft Spruce for $11.75
(1-877-477-7823). As far as I know or
can find, there is no additional bulletin to
aid in fuel cell installation. -BR
Thompson fuel pump
Laurence Snyder
Enferprise, Alabama
Q:
The fuel pressure drops on my
E225 when rpm drops below 1000 and
the engine quits. Research in the ABS
reference library CD seems to indicate a
Thompson fuel pump malfunction. Is
this a probable cause? If so, who can I
contact for a rebuilt pump or a shop that
will rebuild mine?
Also. where is the fuel strainer
located on my PS5C carb? I understand
this must be cleaned at each annual.
A:
The Thompson pump can be
repaired by Thunderbird (405-7891822). The carb can be repaired or flow
checked by RLB (630-543-9213). The
screen is just opposite the fuel inlet to
the carburetor. -NP
Replacement fuel caps
Don Jones
Columbus, Georgia
Q: I am looking for fuel caps for Ollr
1978 A36. The ones on the plane do not
seat properly and we have replaced the
O-rings but it did not fix the problem.
They still leak fuel in flight on occasion.
I know new ones are very expensive.
Does anyone have suggestions or a
good source of Bonanza parts that are
less expensive?
A:
Did you replace the small O-ring
around the center shaft? The cap might
need adjustment, but seldom distorts.
Any distortion would normally be in the
tank receptacle. I suggest Select (800-
was originally sold in South Africa.
What do you think of the planes coming
from South Africa in general?
A:
While South Africa is generally
better than many countries to be importing airplanes back from, we feel a successful experience is very dependent on
a good DAR who does the import
inspection.
We have, in general, had some serious problems with airplanes being
imported back into the states. Some
records have not been complete and
some were in less than represented condition. Be very sure you have a knowledgeable mechanic do the prebuy.-NP
Progressive inspections
Donald Garrison
San Luis Obispo, California
Q:
Is there a Beech-published progressive maintenance plan for the
V35B? Any experience with getting
these approved at the FSDO level,
which I understand is the requirement?
A:
On a progressive, which does
require FSDO approval, the entire
inspection still must be done at \east
once a year. Most 35 operators don't fly
enough to realize any savings. A
I00/200/300-hour schedule is published
in the shop manual and is available from
the Beech technical documents center
(800-796-2665). -NP
Annual checklist
John Humphrey
Decatur. Illinois
Q:
Do you have a checklist for the
mechanic to follow for my Baron's
annual inspection?
A:
The 100-hour/annual inspection
checklist for your Baron is in the Beech
Shop Manual-a manual that's a "must
have" for anyone inspecting or working
on your ai rpl ane. If your mechanic does
not already have one, helshe can order it
from the Beech technical doc umems
center (800-796-2665). - IT
Researching a ircraft history
David Bray
Natchez. Mississippi
Q:
I recently purchased a 1947
Bonanza. The logbooks are missing
prior to 1964, and I would like to know
more about this particular ai rcraft. Do
you have documents that show when
this airplane was buill. what dealership
sold this plane originally and its equipment list?
A:
Congratulations on your purchase. There's no requirement in the US
to record every flight or report use patterns to any agency, so data on your airplane after it left the Beech factory
would be quite scarce. Given your airplane's serial number, however,
Raytheon's technical support staff
should be able to answer your questions
about its very early life. Comact
Raytheon (800-429-5372) and select
Option 4.-IT
Flap switch problem
David Jablon
Waquoit, Massachusetts
Q:
I have an imermittent flap switch
on my S35. It always works for the
down position but not always for the up
position . Do you have the part number?
A:
The PIN for the switch is
8857 K40 and it may be available from
Sel ect Air Parts (800-318-00 I0)
Aircraft Spruce (877-477-7823) or
Chief (800-447-3408). -RG
Aileron trim problem
Steven Bass
Lake Stevens, Washington
Q:
I just purchased my Bonanza.
have to adjust the aileron trim in the center of the yoke to the full clockwise position for the aircraft to fly level. Do J need
a new spring assembly or need to adjust
the fixed trim tabs on the ailerons?
A:
I bet there is a broken spring in
the trim knob. The knob comes apart by
holding the rear half of the knob (closer
to pilot) and turn ing the inner forward
half of the knob counterclockwise.
There wi ll be a friction disc. maybe a
spacer, and two springs inside the knob.
Springs are available through Avstat
(888-287-8283) or Arrell Aircraft (805604-0439). -NP
Strobe power supply
Electric prop swap
Ke nny Davenport
Fort Lawn, South Carolina
Q:
J have an E 185 engine and am
installing an E225. Will the electric
prop on the 185 fit the 225?
A: The hub is the same. You'll have
to check which blades you have against
the type certificate data sheet. Go to
www.faa.gov, look under type certificate data by manufacturer and compare
blade numbers. -N P
0' repairs
Meredith Beever
College Station, Texas
Don Miller
Q:
Q: [ have found a small leak in the
We have a strobe power supply
unit (PIN 70157 1) that needs an overhaul. The manufacturer is Symbolic
Displays, Inc, but they no longer work
on these units. Do you have a recommendation for a shop that can and wi ll
overhaul this unit? So far. we haven't
been able to find anyone willing to do it.
A:
Try BF Goodrich (800-854-1457)
or Avlite (805-239-4037). -NP
Eftect of prop change
Gordon Euhus
Ballinger. Texas
Q:
What type of takeoff increase
cou ld I expect by changing from the
standard two-blade to a three-blade propeller? Should it decrease the ground
roll ? I understand it may be a few knots
slower in flight.
A: There's been no definitive "before
and after" flight testing done on making
the swap from two- to three-blade propellers, but the consensus is that it will
slightly improve your takeoff roll and, as
you said, slightly reduce your cruising
speed. For planning purposes it's best to
assume the airplane will require the same
runway after swapping propellers and
accept any increase in takeoff perfonnance as additional safety margin-at least
umil you have significant experience
with your modified airplane to make a
more infonned judgment. - IT
Comfort, Texas
oxygen system of my A36TC at the
shutoff valve next to the pilot's left
knee. [s there a reliable source for
repair? How do you disassemble the
packing at the valve? My biggest problem is just gelling the knob off the shaft.
It is the SCOll system .
A:
Be very careFul worki ng on the
oxygen componems. A dirty wrench can
cause an explosion . AV-Ox Inc. (8 18787- [22 1) and C&L Aero (530-2230667) do repairs. -NP
Please send your questions to: American
Bonanza SOCiety: AHn: Tech Tips. PO. Box
12888. Wichita. KS 67277. Fax: 316-9451710 or e-mail 10 <[email protected]>
Neil Pobanz, A8S lead technical consultant. is a
refired U.S,Army civilian pilot ond maintenance manager. He is an A&P ond IA with more than 45 years.
Glen "Arly" foulk. owner 01 Delto Slru!, hos been
ABS ossistont technical consultant since 1986.
Ron Gros retired after 35 years with Beech, completing his career there as head of piston aircraft
technical support.
AI1hur Milfer has won numerous FAA awards as a
mechanic, and runs a Beech specialty shop in cenIral Florida.
Bob Ripley retired as Della Airlines' chief of maintenance at Atlanta, and hos run on FBO concentrating
an Beech maintenance for over 20 years.
Tom Turner is ABS manager of technical services.
Holder of a Mosler's degree in Aviation Sofety, he
hos specialized in Beech pilat inslruction for over
15 years
N ElL'S
NOT E S
Neil's Noles ore trom ASS Technical Consultant Neil Pobanz unless otherwise noted.
WING BOLT LUBRICATION: The torque figures given in
the shop manual are for lubricated bolts. Chapter 4 gives all
the data assembly and sequence of the hardware. The manual
lists Braycote as a source, but research shows the same mil
spec for LPS3, which is more readily available.
Be sure the drain hole in the bathtub fitting is clear when
you are done. Using the plastic spray tube from the LPS bottle
to clear the drai n hole prevents a nick in the coating by something metallic.
Decals warning that the bolts are lubricated by each wing
bolt are available from Beech and are a good idea, so someone
doesn't over-torque them. The ABS tech staff feels the inspection
frequency is overly conservative, but really believe the lubricant
is a good thing as corrosion is the concern with the bolts.
While talking about wing bolts, we should mention we
have seen holes drilled in the fitting to hold the cover on and
nonstandard, undocumented fasteners used. They are most
often unairworthy!
DOOR HINGE REPLACEMENT: Pg. 3649 in the October 1994
ABS Magazine has a procedure for hinge replacement. Back
issues of the magazine are available on a CD-ROM from the ABS
Company Store (316-945-1700) with a great search engine.
NOSE GEAR RETRACT & EXTENSION LINKAGE: The
ABS tech staff feels the rod ends should be inspected or, better yet, replaced at 2000 hours. At that time, the rods should be
inspected internally with a bend-a-light or borescope. A coating of LPS2 can prevent corrosion. We have had multiple failures, and that can get expensive.
Engines need teardown and inspection if a prop is damaged enough to require a blade being pulled. Ultrasound as
well as magnaflux inspection of the crank is needed. Be diligent on reassembly and rigging of the nose gear.
FUEL TANKS: There are variations of fuel tanks by model
year, size and manufacturer. They mayor may not have a baffle with a flapper valve. Some had a box with a foam substance to prevent unponing. Aftermarket suppliers like Eagle
(800-437-8732) can provide repairs to both and can advise you
as to changes and new or repair.
Note that there are two lengths of oUllet feed tubes. The
zipper baffle needs the shon one. Be gentle removing them.
INSTALLING NOSE GEAR ASSEMBLlES: Sometimes
spacers are needed to take up play at the trunnion bolts. These
washers are available in .020 and .030.
BEECH 278 PROPS: A kit 278-2005 is still available for the
pitch control bolts and yoke.
Page 9805
WING TIPS: Many later-style wing tips have been installed
without documentation. Officials have become aware of this
and it may pay to cover your installation with one of the STCs
or a field approval.
REPAIR OF EARLY INSTRUMENTS: Many early insuuments
had radium dials that prevent some shops from repairing them.
Air Capital lnsuuments (316-942-8668) and Air Pans of Lock
Haven (570-748-0823) have procedures and replacements.
SYNTHETIC OIL IN E-SERIES: In response to a member
who asked about using synthetic oil in his E-series engine,
synthetic oil is approved but may leak more. Some leakage on
E-engines is from drain-down past the oil pump gears and past
the poppet valve behind the oil screen. This fills the sump
above the level of the generator drive. The drive seal was not
designed to contain a static level of oil, so it leaks when it sits
(but not when it's running). I believe in using Shell W-I 00 in
the summer.
AD 96- 12-07 & AD 05-12-06: There is some confusion among
owners as well as mechanics over these two ADs. Both concern the impulse couplings on Bendix (now TCM) mags, and
the required in pection intervals.
AD 96-12-07 required a 500-hour wear inspection and
measurement on S20, S 1200, D2000 and D3000 series mags
equipped with impulse couplings. However, in 2005 TCM
came out with AD 05-12-06, which supersedes AD 96-12-07.
AD 05-12-06 applies to TCM (Bendix) S20, S1200, D2000
and D3000 series mags installed on various models of the
Lycoming 0540, 10540 and TI0540 engines only.
What this means is that currently there is no recurring AD
on impulse couplings on our TCM-engine Beechcraft.
However, TCM MSB 645 dated April 4, 1994, still requires
repetitive inspections of impulse couplings of either the riveted type or the snap-ring type, within 100 or 500 hours TIS
since the last inspection, respectively.
If your maintenance provider insists that AD 96-\2-07 is
still applicable to your aircraft, ask the shop to call their local
FSDO office or dial the phone number listed on AD 05-12-06
for verification of this. - Dick Pedersen
ORIGINAL COLOR SCHEME: We reponed on page 9756 of
the August issue that, given an airplane serial number,
Raytheon technical suppon can provide the original paint
numbers used on the specific aircraft. Raytheon now repons
that these inquiries should go to the Technical Publications
line (800-796-2665/3 \6-676-8238), and that Raytheon charges
$25 for this information. - Tom Turner
-@--
www.bonanza.org
ASS September 2006
PRODUCT REVIEW
Source for Beechcraft-style jack
BY KEN REITER. PLANO, TEXAS
l
looked for a three-point jack for my Bonanza for more than
two years, and [ am happy to report that there is now a new
source for Beechcraft-style jacks. During the refurbishing
of our [968 Bonanza, [ borrowed a jack on and off for the better part of four years from Chuck Roberts, A&PflA. He is a
walking encyclopedia of Bonanza knowledge and know-how
and an all-around good guy.
[think Chuck got tired of me borrowing his jack or maybe
he just wanted to help out a fellow Bonanza owner. Whatever
his motivation, he began to manufacture this style of jack, and
[ had the pleasure of getting prototype SINOO I.
Key features (Listed in order of importance to me)
• Automatic safety locks every 1.5 inches of up travel
• Vinyl-covered locking wheels
• Adjustable wing points (up and down to level aircraft)
• Air- or hand-operated
• Aircraft can be lowered to make engine bay work easy
Photo # 1. Beechcraft·style jock.
• Fits under aircraft, even with flat struts
• [s adjustable for either Bonanza or Baron
• Comes with storing points for trailer wheels
(Note: Does not come with trailer tights)
• Comes with setup for towing - trailer hitch & wheels
• Comes in a white primer
Photo #2, The trailer wheels in their jack storage position.
Photo #3. The safely tatches engage every 1.5 inches (yellow bars).
ASS Se ptember 2006
This jack is very easy to use. On my prototype, the first
thing I do is remove the trailer wheels from their jack storage
position (Photo #2). (ChUCk has since modified the storage
location for the trailer wheels, so it is no longer necessary to
remove them before use.)
Remove the protective tube cover, secure the pin on the
rear jack mounting point and screw it into the aircraft beUy aft
jack point. Hook up an air line to the jack and one person can
carefully move the jack under the aircraft and line up to the
rear jack mount point below the aft mount point device.
Remaining under the aircraft and aft of the jack, slowly
raise the jack with the pneumatic hand switch. Once the jack
is raised far enough, engage the rear locking pin and move to
the front of the jack. Position the jack acme screws under the
wing jack points, pivoting on the rear jack point.
Now you have two options to engage the wing points:
Hand-tum the acme screw or raise the jack. (Chuck recommends the former.) T found the jack and wing points line up
exactly with my aircraft (as well as two other Bonanzas), so it
should be the same with yours.
Once the lift points are engaged, engage the safety locks
and press on the pneumatic hand switch . Up goes the aircraft
with no sweat, even during our 100° Texas days. At about
every 1.5 inches of lift, (photo #3) the two safety latches will
www.bonanza.org
Page 9806
engage. I raise mi ne to the second safety catch, which is more
than high enough to swing the gear on my 36. The Bonanza is
very stable on the jack. I have been in and out of it many times
while it was raised on the jack.
Lowering the aircraft
Letting the aircraft back down is also very easy. Raise the
aircraft slightly to di sengage the safety latches. Tum the
pressure relief valve a small amount counterclockwise-and
down she comes. (The pressure-relief valve handle has been
extended to the side so it's nor necessary to reach inside the
jack's arms.)
A nice feature is that not only can you jack up the
airplane, but once the airpl ane is jacked up and the gear is
retracted, you can lower the emire aircraft to work on the top
of the engine without having to stand on a box or somethin g.
This makes access to the engine and engine bay very easy.
All in all, I am very happy wi th my new jack (priced at
rEAILS IF ClUlAII SPIUIICS
BYSTEVE WASKOW. COLORADO SPRINGS. COLORADO
hen ABS members and their families visit my city in
October. there are mare than a few reasons to
before October 4 and stay offer October B. For instance.
October is a gorgeous time of the year ond-depending
on the summer and fall weather-the annual 'urning of
the aspens' is an unforgeffoble display of nature's
colors.
• A trip to the top of Pikes Peak via the cog railway
up to 14.000+ feet through vorious ecosystems is much
more spectacular than one can experience by car or
(reserva tions ore required). And a 90·minute drive via
back roods to Cripple Creek will expose you to some of
Colorado's back country and encourage you to spend a few bucks at an old·
time gold-rush casino.
• A tour of the US Olympic Training Center allows you to see the nerve
center of our Olympic efforts as well as where US athletes live and train.
• Visit the Air Force Academy (from which my brother graduated) and learn
why we ore so proud of fhese self·disciplined young men and women.The AFA
footboll pre-gome shows feoture the AFAcadet skydiving teoms. aerobotic sooring exhibitions and a ftyover of various military oircroff. One doesn't know who
will show up until they do. but you con see and heor them flying their holding
poMern over the city for about a half hour before game time. General admission
tickets ore available and should be purchased before arrival.
• Tejon Street provides numerous restaurants of all types in an oreo of
downtown that has been undergoing renewal over the lost five years. It has
become a delighfful place to have a meal; take in a movie at the Pike. a small·
town theater; pick up dessert at Potsy's. an old·fashioned sit-down ice cream
porlor; and wander among the vorious statues and commissioned works of
W
Chuck Roberts with his new jack in place.
$2,995). If you are interested in getting one like mine, call
Chuck at Robens Aircraft Service (972-234-4063).
EdilOf'S 1l01e: Tell him YOll saw il illlhe ABS Magazille. -@-
, The Pioneers Museum has various exhibits of the Old West. And the Pro
Rodeo Hall of Fame has lorge exhibits of post and present cowboys and
explains the role of the rodeo clown.
• Practice ASR approaches with the friendliest controllers in the country
at Pueblo Memorial Airport (KPUB) 40 miles away. Watch for high numbers of
Air Force cadets in the poffern.
Here is my list of what I consider the best restaurants. depending on
what you wont to eat:
• Fine dining· Chorles Court at The Broodmoar Hotel, the Peppertree
(order the pepper steak) and the Blue Star.
• Romantic restaurant -The Cliff House
• lunches - Walter's Bistro & Marigolds
• Sunday brunch· Sun bird (reservations)
• SushVJapanese . Aii
, Brew pub · Phantom Canyon (downtown)
Visit www.experiencecoloradasprings.com for all kinds of great info.
including a free Visitors Guide and a Virtual Visitors Guide.
Here is N3798Q-my best aviation friend. She is turbonormalized to
toke me easily over the mountains. I have taken three mountain flying
courses. and I certainly wouldn't advise flying over the Rockies without a
mountain checkout.
I - - I By Ad"an Eichhorn, Alexand"a, VA & Ron Tlmmermans, Fort Worth, TX
When completing on Annual
Inspection on your 8eechcraft. 0
mechanic should inspect all cobles
and pulleys. To do this properly. the
lower pedestol cover and floorboords
should be removed.
In this photo. you are looking at
that oreo between the copilot's rudder
pedals ond the pilot's rudder pedals
after the pedestol cover has been
removed.
To the mechanic's sur·
prise and the owner's bewilderment. one of the control
cables was frayed (identified
by yellow arrow).
What's wrong that could
have caused this damage?
•
See page 9824 for the answer.
A View from Inside the cockpil.looklng behind the lower pedestal. beiween pliat & copilot rudder pedals
~ONGRATULATIONS
~.-.
~
8
~
TO THESE MEMBERS WHO HAVE RECENTLY
EARNED DESIGNATION AS AN ABS AVIATOR (AS OF 8·9·06)
TO DATE 48 MEMBERS HAVE-EARNED ABS AVIAIORSJATUS · · - - · - - - -
.eij:li!
STEPHEN SCHWARTZ.
Ann Arbor. Michigon. eorned 160 ABS
AVIATOR paints with a new CFI certificote
and 8PPP in Columbus. Ohio.
SHIRLEY ROBERTS. Callerville. Texas. earned
140 ABS AVIATOR points for completing
BPPP and Advanced Pilot Seminors. and for
aMending six recognized seminors ot the
2005 ABS Convention.
ART BROCK. Bend. Oregon.earned 100 ABS
AVIATOR points by completing BPPP. King
Schools' Risk Monagement: Takeoffs ond
Londings program. ond the AOPA Air Sofety
Foundation's Soy Intentions on·line course.
ABS September 2006
SARKIS DERDERIAN, Columbio, South
Corolina. omassed 130 ABS AVIATOR pOints
by completing BPPP training in Columbus.
Ohio. on FAA WINGS Weekend program. ond
the FAA's Flight Review Prep Guide. and
Navigoting the DC ADIZ. TFRs ond Speciol
Use Airspoce on·line courses.
DALE PETERSEN. Sidney. Ohio. eorned 160
ABS AVIATOR points with a successful com·
pletian of his Instrument Rating checkride
and BPPP ot Columbus. Ohio.
RANDY CARMICHAEl, Melbourne Beach.
Florido. picked up 160 ABS AVIATOR paints
by earning his Instrument rating ond com·
pleting BPPP in Lakeland. Florida.
www.bononza.org
DAVID CUMMINGS. Albuquerque, New
Mexico. eorns recognition os on ABS AVIA·
TOR by completing his Flight Instructor cer·
tificote ond MEl rating. for 0 total of 1BO
pOints.
THOMAS TURNER. Rose Hill. Kansos. eorned
100 ABS AVIATOR points by completing King
School's Practicol Risk Monagement and
Practical Rodor Use: the FAA's on·line
Navigoting the Washington DC ADIZ.TFR ond
Speciol Use Airspace. and The Art of
Aeronautical Risk Manogement; and the
Advanced Pilot Seminors on·line engine
monagement course.
Page 9808
Let's all slow down. Use your checklist and think before
slamming the door shut and walking away from a ticking time
bomb. The life you save may be mine!
LET'S BE COURTEOUS
ow many times have you had your shop blasted out by
some idiot starting an aircraft, doing a runup, or parking in
front of your hangar and taking forever to tum off the radios,
put the approach plates away, trim their fingernails or whatever before shutting down the engine, all the while with the tail
pointing at the hangar door.
It doesn't make any difference if the hangar door is open
or shut, as most hangar doors don't seal worth a darn. You'd be
surprised by how much sand and dust can be blown into a
hangar and how many parts go flying around inside when
some Ace does this. I know.
Years ago when the fuel pumps were next to my hangar, a
Cessna 310 came in for gas. I had a Bonanza on jacks inside
my hangar, gear up as I wa fitting the gear doors. J walked
over to the pilot and politely asked him if he would taxi past
my hangar after startup before he made his rum, due to this
Bonanza being up on the jacks. He said, "Sure, no problem."
Fifteen minutes later, he cranked up, wound up the right
engine so he could pivot it around in a left turn and really
blasted my shop and the gear-up Bonanza.
Another Cherokee driver taxied up to my hangar, swung
around and pointed his tail right at my slightly open hangar
door, advanced power to about 1200 rpm while he took forever to shut down. I was painting a Bonanza at the time!
Too many instructors are guilty of doing this in their night
training, so the students don't think anything of it. I heard
about a student and flight instructor from a major flight school
in the Midwest who perfonmed an actual runup while inside
the hangar with other aircraft in the hangar at the time! He was
seeking new employment the next day!
Think safety and courtesy all of the time. Hopefully, it
will rub off on other people.
H
BY DICK PEDERSEN, ABS TECHNICAL CONSULTANT
This is a new column to provide the ABS technical
consultants a special place to write about some
of their experiences in dealing with problems and
solutions for the Bonanzas and Barons owned
and/or operated by ABS members.
LET'S BE SAFE!
here is one thing some pilots do after engine shutdown that
leaves an aircraft in a very dangerous condition for anyone
moving it, anyone working on it or, for that matter, anyone on
the airport.
To make the pilot's chair easier to exit after engine shutdown, some pilots push the throttle and mixture controls to the
full-forward position and leave them in this position until they
get back in the aircraft! I've witnessed this way too many
times, and it still scares me each time I see it.
I've even caught a few pilots who left the key in the "both"
position! Even if the key is off or removed from the ignition
switch, moving the prop slightly, for whatever reason-such
as installing the tow bar-can cause the engine to fire.
When was the last time you checked to see if your mags
are actually grounded by turning the ignition switch momentarily off when the engine was idling?
Yes, I know some of you are saying, "Well, my engine
would never start if it's hot. It's almost impossible to hot-start."
Well, trust me, this would be the one time that it starts right up.
And with the throttle and mixture still set full forward-right
where you left them-the airplane is leaving without you ... or
through you!
Yes, E-series owners, I can hear your comments already:
On those old engines, due to carburetor design, it is recommended to leave the mixture control from half to full forward,
depending on outside temperature. Those planes should be left
with the throttle closed and fuel selector in the off position. It
could still start by moving the prop, but at least you won't have
to run too far to catch it before it runs out of gas from the selector being left in the off position.
T
Page 9809
BEECH UPPER LANDING
LIGHT SHOCK MOUNT KIT
I
f the upper landing light bulb on your Bonanza burns out on
a regular basis, it's time to let your favorite maintenance
provider know about Beech Kit 36-4016-0001. This kit provides the parts, installation instructions and drawings to modify your existing upper landing light assembly to increase the
bulb's life.
This kit is approved for B33 thru G33, SIN CD-626 thru
CD-1304; C33A thru F33A, SIN CE-I thru CE-1791; E33C
and F33C, SIN CJ-l thru CJ-179; N35 thru V35B-TC, SIN D6562 thru D-I0403 ; 36 andA36 SIN E-I thru E-3455;A36TC
thru B36TC, SIN EA-I thru EA-696.
The kit uses most of the existing landing light parts. You
discard several seals and a spacer, if installed, from the origi-
www.bonanza ,org
ABS Se ptember 2006
nal assembly. After making a minor modification to a mounting ring and gluing a rubber seal to this same ring, you are
ready to reassemble the pieces.
One of the retainer assembly rings gets turned around, or
installed backwards from how it was originally installed.
Three rubber shock mounts are added between the retainers to
float the bulb away from any solid airframe structure, greatly
reducing the airframe vibrations that the bulb has been
exposed to.
This kit moves the bulb slightly aft from the cover that
screws to the nose bowl, which creates a slight gap between
the bulb and the cover and allows air to pass thru the gap for
better bulb cooling.
It comes complete with all the nuts, washers, shock
mounts and rubber seal. All you need to supply is some cleaner (such as lacquer thinner) to clean the glue off the reused
retainers; some glue (such as Pliobond) to glue the new rubber
seal to the retainer and a file to make a notch in one of the aluminum rings for the bulb to fit into.
The first time you install this kit, it will probably take you
several hours. After that, you could probably do it in an hour,
unless someone made a silicone mess all over the old retainers
after the original rubber seals had disintegrated years ago.
On all the Bonanzas that I have installed this kit, not a single one has had a bulb failure since.
In addition to the extended bulb life, the best part is the
price. This is probably one of the best buys from the fine folks
at RAPlD (888-727-4344). With shipping included, you
should be able to get one for around $30. Being a Beech kit,
all that is required for approval is a simple airframe logbook
entry by your friendly, overworked and underpaid A&P.
Editor's note: Be SlIre to lise YOllr nelV ABS Platillllm VISA
credit card for discollnts IVhell ordering from RAPID.
CHECK YOUR CONTROLS
BEFORE ENGINE START-UP
W
ith the various things I have found wrong with control
systems through the years, I highly recommend a controlmovement check during your cockpit preflight before you start
the engine. This will allow you to locate sounds coming from
the control cables rubbing on lost tie-wraps, floorboard screws
that are too long or mislocated, cables rubbing on other mis-
rigged control cables, rubbing on wiring or radio harnesses
behind the instrument panel, or rubbing on the throttle/mixture/prop control cables. You can also feel binding in any of
the control systems caused by frozen pulleys, control column
rollers being contaminated or set too tight, or from obstructions in the control cable pulley grooves.
On one Bonanza that came to my shop for its annual
inspection---<lirectly from the avionics shop-I discovered a
binding problem in the elevator system by using the "enginenot-running" control system check. After an extensive inspection of the elevator system, I discovered the problem while on
my back under the panel, using a mirror and a light to check
the pulley cluster below the floorboards and center console
below the throttle. Due to their location, and an aluminum pulley guard partially surrounding them, these pulleys are very
difficult to see.
I found a tiny avionics screw caught in the groove of one
of the e pulleys that had caused the elevator cable to jam
against the cable guard rod mounted very close to the pulleys
to keep the cables from coming off the pulleys if the cables
were to become loose. This screw was pinching the elevator
cable so tight that eventually it would have caused the cable to
start fraying and possibly cause eventual failure. (See "What'
Wrong " all page 9808 for more on this subect.)
Another Bonanza was not getting full up elevator travel
due to a misrigged autopilot trim bridle cable that was recently replaced. It restricted the up elevator travel to about 75% of
full up travel.
While using the engine-Off control check, I couldn't hear
the elevator bell crank hitting the up stop like it should, which
led to finding the problem.
Findings like these show that we need to be very vigilant
during our preflights. We should not just do a ritual dance
around the aircraft or use the good 01' "kick the tires and light
the fires" method. Let's all work toward improvement in our
skills and techniques on each and every flight.
tlichalll (Dick) Pedersen has been an ABS technical consultant for well over a
decode. Formerly our primary Service Clinic inspector, Dick now works mainly
behind the scenes as a Beech maintenance expert and ABS' coordinator with the
National Transporfation Safety Board investigating Beechcrafl accidents. When
nof consulting for ABS or answering technical questions 01 Oshkosh and the ABS
Convention. Dick runs 0 shop in Tony. Wisconsin, working exclusively on
Beechcraff.
If you have some ideas for topics that you would like the ABS technical staff to elaborate on, send your request in for articles to the ABS Magazine. Be sure to include
your name, address, phone, fax and e-mail address so the consultants can contact
you if they have questions. Sharing information about your airplane is what keeps
the Society and this magazine growing. -Editor
ABS September 2006
www.bonanza.org
Page 9810
This is the final article on landing gear electrical events that Lew
began bock In May of this year and continued through June, July
and August. You will need to have read and understood those
articles and their diagrams to be able to follow along on this one.
Lew will also be presenting a two-hour seminar on this subject at
the ABS Convention in Colorado Springs. -Editor
There is a good reason why the geor·down broke circuit check is done
first: If the gear is in the fulty down position and the gear is selected up
with the airplane on jacks or with the strut switch linkage disconnected
and tied to the strul extended position, the shuffle switch will move to the
gear·up brake position. It will not move back to the gear·down brake posi·
tion when the gear is later selected down.
here are a great many problems in aircraft electrical
circuitry that can be traced to poor connections, especial ly at the ground connection, High resistance-or
possibly no electrical connection at all-can be caused by
dissimilar metals or moisture or by not thoroughly cleaning
the grounding point of paint, corrosion, etc,
OTE: As a general rule it is best to take ohm meter
readings with the master switch off, which will remove all
voltage from the ai rcraft electrical system and protect against
inadvertent damage to the ohmmeter.
The above limitation of checking the down brake fun ction
is caused by the gear-down limit switch being sati sfied (open).
Since the gear is actually down and the gear-down limit switch
is open, there will be no control voltage to the down holding
coil when the gear is selected down, which would move the
brake shuttle switch to the down brake position.
Checkpoints
Best to have airplane on jacks
As a first step, check the grounds for the gear control system. These checks for proper grounding and resistance measurements through the various system components are made
with the gear 1II0tor rellloved, as detailed below, and the lIIaster slVitch off, to remove all voltage from the relay control box .
For the 35 (V-tails), check the re istance between terminal
#1 and the ai rframe. There should be zero resistance, On the
Baron types (including 28v Bonanzas), check for proper
grounding between terminal C3 and ground and between terminal D and ground with zero resistance.
To test for proper brake circuit continuity and function,
the following procedures should be used: After bench-testing
the gear motor for proper braking action, as described in my
articles of the past several months, and lVith the 1II0tor still
removed from the gearbox, tum on the master switch and confirm that all circuit breakers are in. If the airplane is sitting on
the wheels, it will also be necessary to disconnect the strut
safety switch linkage and wire the linkage in the strut-extended position (right gear onl y on 35, and both gears on airplanes
having two strut safety switChes) to fool the airplane into
thinking it is in flight.
However, troubleshooting the gear while the aircraft is
sitting on the wheels is very limited and restricts the testing of
the gear circuitry. If the ship is on jacks, this disconnect of the
linkage will not be necessary,
Since the gear i already down, a check oj the d01V1I brake
circuit cOlllillllity shollld be made first. If the airplane is sitting on
the wheels (not on jacks), it will not be possible to check the
power supply (+) to the down terminal of the relay box (#2 on
Baron types and #6 on 35 Bonanzas). However, if the gear ran
down satisfactorily the last time the gear was extended, it may be
assumed that there is power to the motor when selected down.
Do 1101 at/elllptto 1II0ve the gear lIIalluaily in the lip direction off oJtlre dowlI limit slVitclr IIllless tire aircraJt is silling on
jacks, If the gear is moved off the down limit switch with the
manual gear extension handle while on jacks, repetitive checks
of the gear circuitry may be made in either direction since the
gear is neither up nor down and the relay box will accept and
respond to gear position selection inputs in either direction. Of
course, since the motor has been removed, nothing moves except
the relay innards, It req uires onl y about five turns of the handle
to get the down limit switch to close, enabling these checks.
The gear-down brake circuit continuity check is done by
taking an ohmmeter reading between relay box terminals # I
and #5 on 35 Bonanzas and #1 and ground on Baron types.
The reading should show two ohms or less.
After completing the down brake continuity check, select
gear up. The shutt le switch will move to the up brake position.
With the master switch on and all gear CBs in, there should be
system battery voltage (12v or 24v) between terminals #5 and
# I on 35 Bonanzas and # I and ground on Baro n types, This
applied voltage 10 those terminals would cause the motor to
run in the up direction (if it were installed) until reaching the
up limit switch point.
The limit switch would then cut power to the relay holding coil, which-by the action of the relay return springwould move the "motor run-up" switch and the "up brake"
switch to the position shown in diagrams A3 and B3 of last
month's article. The brake shuttle switch would have moved to
the A3/B3 diagram position when the relay solenoids pulled
the relays into the "run-up" position and remains in that position for the braking action when the control current is cut off
by the opening of the gear-up limit switch as described above.
TESTING FOR PROPER
DYNAMIC BRAKE FUNCTION
T
Fooling the airplane
Since the gear does not actually move during our test. we
must manually cut power to the up relay holding coil by turning off the master switch to make the relay box "think" the
gear has reached the fully up position.
Actually, this may also be done by manually manipulating
the up-limit micro switch. However, some means of holding the
limit switch in the gear-up position must be used until the up
brake continuity check is completed. An ohmmeter reading may
then be taken between terminals #6 and # I on 35 and #2 and
ground on Baron types. Again, two ohms or less should show.
If the relay does not move when selected to up or down
(an audible clicking sound)-with the airplane on jacks, the
CBs in, the master switch on and the gear parked in a position
off of both the up and down limit switches-a check of control voltage to the relay box should be made. With the gear
selected up, system battery voltage should exist between terminals #2 and # I on 35s and #C I and ground (C3) on Baron
types. A down selection should show voltage between #3 and
# I on 35s and #C2 and ground on Baron types.
If this test is not satisfactory, a problem of a poor ground
from the relay box to the airframe may exist. Or the problem
may be in any of the circuitry from the buss power supply
through the gear motor (35s) or gear control (Baron types) CB ,
gear selector switch, strut switch or switches, up or down limit
switches or any of the interconnecting wiring.
A methodical search of a discontinuity should be made
using standard practice for such efforts.
As described in the earlier in this article, a direct voltage
drop measurement of the entire system or any individual system
component can be made by hooking up a voltmeter as follows:
Mach the positive (+) lead of the meter to the power source
and the negative (.) lead to the end of the circuit being measured.
An example would be if the entire gear system voltage drop is to be
measured (excluding the motar). the positive meter lead would
hook to the boHery positive pole (or ground power unit. if used) and
the negative lead of the meter aHached to the white (up direction)
or red (down direction) motar pigtail lead.
The resultant reading should be less than one volt, actually in the area of one-half volt for the 24/28-volt motors while
operating the gear up or down and the motor is under load .
Individual component voltage drop may be measured the
same way by moving the meter leads so only the component
being checked is across the meter circuit. Just keep the leads
hooked so the positive meter lead is on the power input side of
the component and the negative meter lead is hooked on the
side that ultimately runs to ground.
Also, if checking the coast-down rate of a relay-rype system, you must pull the motor circuit breaker to observe the
coast-down rate. If the master switch were to be shut off-as
done with the micro switch-type systems described at the
beginni ng of this series of articles-the relay would close the
brake contacts and braking action would occur. assuming the
brake system is working as designed. By pulling the motor
CB, the control circuit keeps the relay in the run position and
therefore does not close the brake switch.
Study the diagrams
By studying the relay diagrams, one can easily see how
the mOlar run and motor brake switching is accomplished.
Remember, the upldowlI filii switches alld upldowlI brake
switches move off the sprillg-aclLtated aHoest position Dilly when
pOlI'er is applied to the holdillg coil. The upldowlI 1'1111 switches
alld the brake switches retum 10 the positioll depicted 011 the
diagrams sholVillg the ai/plalle all the groulld (AI& BI diagrams) IVhellthe gear is ill either thelull lip or dowlI positioll.
HoWe\lel; the shuule switch remains;n the lIew posilion to
which it was moved by the up or dowlI relay actioll alld will
mOl'e back 10 its origillal positioll ollly IVhell the relay is agaill
energized in the opposite direction.
A fix for the old Bonanza relays
Also on 35s, should the relay contact points (most ukely
the up or down mOlar run contact points) become burned and
unusable, a repair of the relay may be made by rewiring the
relay. The relays used are two three-pole, double-throw units,
and only two poles of each relay are used.
So if the relay holding coil is good and operates the relay,
the wiring may be moved to the spare contacts for a new goaround. Baron types do not have the spare contacts. However,
the relay cover may be removed and the contact points dressed
and cleaned for repair.
Take some time to learn the system
Although the considerable amount of detailed information
I have presented in the May, June, Jul y and August ABS
Maga~il1e may seem tedious and complicated, it is really only
a maller of dedicating some uninterrupted time to study the
system schematic and hardware installation. There are sti ll
some mechanics who would rather start "shotgunning" the
problem than take enough time and effort to fully understand
the workings and repair of the failed component of an inoperative system.
At the price of shotgun pellets these days. who but the
federal government can afford such an approach"
ABS Life Member Lewis C. Gage has ATP mulliengine fond with Boeing
lOl/7201747/Airbus·310 ratings. Commercial singfe-engine land: flight Instruc·
tor MEUSE( airplanes Dnd instruments; ground instructor advanced Dnd instrument; flight navigator: flight engineer; mechanic-airplone Dnd engine: Dnd FAA
ports manufacturing authorization. Flighllime: IS,OOO-plus hours. Lew may be
contacled at 2255 Sunrise Dr.. Rena, NV 89509. Phanl1/fax: 775-826·7184. E·
moil: [email protected]
SEMINARS AT CONVENTION
Next month brings the ABS Convention in Colorado
Springs and a great educational program. Please try to join us
on the Front Range for a lot of fun and learning. Our
Aeromedical Committee has planned several seminars that we
hope will be well-attended.
Since our host city is approximately one-mile high
(apologies to Denver), we have a program by Dr. Greg Ricca
on hypoxia and altitude illness. He is a flight and ground
instructor for BPPP, so he may be familiar to some of you who
have attended BPPP clinics. In his spare time, Greg is a practicing neurosurgeon in Arkansas.
Joining Greg will be Dr. Phil Parker of Virtual Flight
Surgeons, a company in Denver that assists pilots who have
medical certification problems. Dr, Parker, a former Air Force
flight surgeon, is also an authority on altitude-related issues.
Put this session on your calendar.
In addition to the session on hypoxia, we will have our
usual seminars on aeromedical questions. I will be joined by
Dr. Oliver Winter and Dr. John Sciarrino. long-time ABS
members and active AMEs. John and Oliver have helped us
for many years with this seminar.
Drs. Greg Ricca, Phil Porker. John Sciarrino and Oliver
Winter are medically oriented speakers who will be
presenting at the ABS Convention in Colorado Springs.
Usually, this forum is attended by those who have already
experienced a medical problem or issue. But we would like to
invite aU members to come and listen and ask questions. There
will be plenty of information about the certification process in
general, and especially on how the certification system works.
Having this knowledge may help you and your AME when a
medical condition occurs.
Dr. Kay Miller, ABS member, Bonanza owner and practicing hospitalist at the Mayo Clinic in Scottsdale, Arizona,
will present a session for the right-seaters and members on
advanced directives and alternative medicine. Kay spoke last
year in Dallas and her information about planning ahead for
illnesses should be an interesting and informative session.
A CURE FOR CABIN FEVER
I was in Minnesota in June visiting my mother-in-law,
Jean. This could be a lead-in to the usual bevy of mother-inlaw jokes, except that I have had a great 28-year relationship
with this lady. She now lives alone in her hometown, a small
community in western Minnesota composed of a small rectangle of houses, trees and streets surrounded by croplands.
Jean is a very mentally active woman. but surgery a few
years ago has limited her ability to get about. Being housebound gives one cabin fever, so this trip I asked if she would
like to ride around in the cart while I played golf. Somewhat
to my surprise (golf was never a big topic of conversation with
Jean), she enthusiastically agreed. My wife was doubtful she
would actually want to do this, but the next day she was ready
to go.
With the aid of her walker, we got Jean into our car and at
the golf course transferred her to a cart. The weather was perfect as early summer in Minnesota can sometimes bring climate perfection. Mother and daughter drove and chatted about
the flowers, the trees, the nearby lake. My swinging a skinny
stick at a little ball was merely a good excuse for their safari
around this lush outdoor garden.
Jean has continued to remark about the good time she had
going to the golf course. Later I was thinking about the surprising energy the outing seemed to provide her. A mere twohour odyssey outdoors was better than any vitamin or antidepressant that I or any other doctor could have prescribed: It
wasn' t that we went any great distance or to any expensIve
resort or city; the greens fees were very reasonable. It was just
that Jean, like most Americans, values her freedom to get out
and around.
We love our cars and our airplanes for this same reason.
But health issues often curtail this ability, and loss of mobility
is a great source of depression in persons with an illness. It
occurred to me that an airplane flight might provide the same
or even a greater positive effect than a car or golf cart ride.
Angel Flight and simi lar organizations provide convenient, no-cost travel for patients of all ages. The purpose of
these trips is to transport people to specialists or facilities distant from their homes. But there may be a secondary benefit to
these flights, such as a spiritual uplifting that comes from getting out of their house and away from the circumstances of
their illness.
If a simple car ride is refreshing, imagine the feeling of
seeing your home and town from the perspective that we all
experience with each flight in our Bonanzas or Barons! I have
two or three friends with chronic illnesses that I intend to
invite for a flight.
In these days of liability fears and expensive fuel costs,
we may find plenty of reasons to fly no one but our immediate
families in our airplanes. Certai nly, first consult with the
prospective passenger and ask about any conditions that would
prohibit flying. Then if you feel comfortable, ask "Would you
like an airplane ride?" I think you will see the sincerity of their
answer in their eyes. You may see a spirit in need of the unique
expansion brought about only by a flight on a clear day.
Charles S. Davidson, M.D., holds board certificotion in family medicine and emergency medicine. He has been an aviation medical examiner since 1978 and
serves as a senior AME. He holds a private pi/of license with muftiengine and
Instrument roling. He is an octive pilot using general aviation for business and
pleasure for 23 years and is 0/50 on ABS board member. He flies an A36.
QUESTIONS OF THE MONTH
Drug combinations
Q:
I have been on metformin for diabetes and atenolol for
blood pressure for several year;. I was told by my AME that I
cannot be certified with these two drugs together. My doctor
li kes this combination for my conditions. Is this correct?
A:
There are some cia ses of medications for diabetes that
are disqualifying if used with the beta blocker classes of antihypertensives (blood pressure medications). I checked with
the AMCD and found that metformin and atenolol should be
acceptable.
The beta blocker class may blunt the natural response of
the body to hypoglycemia (low blood glucose), so diabetes
medications that might cause hypoglycemia are not allowed
with beta blockers.
Pectus excavatum
Q:
My son has a defonnity of the chest called pectus excavatum. Will this cause a problem for hi m getting a class three
certificate?
A:
Pectus excavatum is a fairly common congenital deformity that presents with a sunken appearance of the lower sternum (breastbone). It alone should not be disqualifying unless
the applicant has other diagnosed disqualifying conditions.
The AME may wish to see records from his pediatrician or
fam ily doctor and ask about any limitations to his activities as
a child and adolescent.
Obsessive-compulsive disorder
Q:
My brother wishes to get his pilot's certificate and join
us in our Bonanza owner-hip. He was once diagnosed with
Obsessive-compulsive disorder when he was in his teens. He
says he is not taking any medication and is not bothered by it
any more. He's 28 years old.
A:
He will need to bring in records from his physicians that
diagnosed and treated the condition. If he has not seen a psychiatrist in several years, he may need to see such a professional and get an updated appraisal of his condition.
A history of this diagnosis will have to be deferred to
AMCD for a decision, but getting the old records and any
recent physician opinions on the condition will help speed the
process. There are many degrees of severity of obsessivecompulsive psychiatric disease- some mild, some quite
severe. It is a determination made on a case-by-case basis.
low-dose aspirin
Q:
Is taking a low-dose aspirin once daily a problem" Do I
have to report it on the medical history form" I do not have any
heart problems. but my doctor suggests it's a good idea for any
man over 50. I just don't want the FAA to think I might have
a p roblem.
A:
Report it. It shou ld not cause any problems if indeed
you do not have any other disqualifying conditions. Explain to
your AME exactly why you are taking it, i.e. that your physician recommends it. Many persons are taking the lower-dose
aspirin as a preventive-medicine practice.
Nonprescription drugs
Q:
I am taking cholestin for my cholesterol. h is not a
prescription but is supposed to work like the prescription
drugs. My doctor knows about it and is following my cholesterol and liver tests. Is this a problem"
A: You should report it. I do not think it should be a problem
as long as you are taki ng a reasonable dose. I found a recommendation in one medical joumal of 1200 mg twice dai ly.
Cholestin is a red rice yeast product thaI works like the
"statin" type drugs that go by brand names such as Zocor.
Crestor and Lipitor. It has been used in China for many years.
These drugs are generally accepled by the AMCD so I think
your cholestin should be also. Be sure to provide your AME
with any notes from your doctor and any blood lests he or she
has regarding your cholesterol and liver and muscle enzymes.
Send your aeromedical questions to :
[email protected]
PRODUCT REVIEW
CARBON MONOXIDE DANGERS
BY DR. JAC K HASTINGS, SENIOR AVIATION MEDICAL EXAMINER
TULSA, OKLAHOMA
Within the past year I have knowledge of three ABS members who
have had harrowing and potentially fatal experiences with carbon
monoxide (CO) poisoning, two of
which involved customers flying in
their aircraft with instructors in the
Beechcraft Pilot Proficiency Program
(BPPP).
We all learned about the dangers of CO poisoning in singleengine aircraft equipped with
"muff-type" heaters using a shroud
over the muffler to transfer heat to
the cabin, Muffler defects can allow
CO entry into the heating system.
However. memories for these lessons and related medical issues
such as hypoxia fade with time for
most of us,
The BPPP occurrences prompted renewed interest and on important nudge for increased attention
to the insidious dangers of CO poisoning, Again, our memories quickly fade, and I feel it is important to
revisit this important topic,
hile attending a BPPP a little
over two years ago, I was
given a complimentary CO
detector by my instructor. Upon removing the unit from its package, I dutifully
recorded the date with a marker as a
reminder to replace the unit after its 90day life.
I fl ew home with a renewed sense
of confidence that I now had CO protection. With a turbonormali zed aircraft,
I typically fl y at high altitudes with full
cabin heat, so I felt doubly confident.
Now, I have to admit something.
One day in the recent past, I looked at
the detector dangling in the cockpit and
realized a year had passed since its
replacement. I was just not attentive to
this detail, and so for nine months I had
no CO protection at all.
Pa ge 9815
If there are a few of you out there
like me who have fail ed to renew your
time-limited detector, and perhaps a few
others who have purchased no protection, please consider this message,
An engineer here in Tulsa came in
for his annual flight physical, and somehow our con versation drifted to CO poisoning. We spoke of the problem of
time-limited units and the expense of
some continuous monitor units on the
market. He told me of his research and
sent me information on his choice for a
CO detector that was priced very reasonably. He selected the Senco Model
ONE. I bave now flown with that unit
for nearly a year.
This is a portable, rechargeablebattery-powered unit with a one-year
battery life, A test button performs selftest function-checking for sen or
integrity, shorts and other defects and
provides an instant CO reading in parts
per million (ppm). The digital display is
clear and accurate.
A peak -level memory function provides the highest CO reading in the previous four weeks, and along with high
levels of exposure, the unit monitors prolonged exposure. Its alarm feature indicates Low, High and Crisis exposures,
The Senco ONE employs an electro-chemical sensor that converts CO to
CO', generating a current that is sent to
a microprocessor that performs moni-
toring fun ctions and generates the
appropriate audio and visual alarms.
Exposure to CO fewer than 35 ppm
causes no symptoms despite eight hours
of exposure, At 200 ppm, headache can
occur within 2-3 hours. At 400 ppm,
headache and nausea will occur within
1-2 hours. At 800 ppm headache, nausea
and dizziness occur within 40-50 minutes, with collapse at two hours.
Unconsciousness occurs at one hour
with 1,000 ppm, and within 30 minutes
at 1600 ppm.
The Senco unit sounds its very distinctive audio alarm within one minute
at 600 ppm, within eight minutes at
280-599 ppm, 14 minutes at 200-279
ppm, and in 26 minutes at 90-199 ppm.
A low level exposure icon exhibts in
five minutes at 15-34 ppm; a high level
icon within five minutes at 35-69 ppm:
and an immediate alarm with high-level
icon at 70+ ppm.
The Senco ONE received a rating
of # I on the market from Consumer
Reports, and it was chosen by the State
Department for mandatory installation
in its embassies worldwide. Nearly
12,000 units were shipped to them in
2005, The unit retails for $42,95 .
However it is accomplished, J do
urge BonanzalBaron owners and operators to consider the importance of continuous CO monitoring in the aircraft cabin.
Protection from a sneaky, nasty and
potentially life-threatening agent is available at very reasonable cost, especially
for those of us who fail to keep our timelimited units up to date. I can hones~y say
I now fl y with an increased sense of reas-@surance and safety.
APSI OFFERS FREE SHIPPING
Dr, Hastings,
Your article is informative and very accurate. I hope it will help prompt readers to toke
action and ensure they have same sort of CO detector an board.
I would like to offer your reodets free shipping on any order placed on our website
<www.omericospersonolsecurity.com> with a reference to your article. (Type ABS in the comment section to eliminate the normal $9.95 shipping fee.) - Christina Keeling, CEO,
America's Personal Security, Inc.
For fu rther information, contact: America's Personal Security Inc .. 645 Cleveland Street,
Clearwater, FL 33755; Phone: 727-443-6603: Fox: 954-212-2223.
www,bonanza,org
ABS Septem ber 2006
WHAT' S IN A NAME?
BY GREGORY F. RICCA. MD. FACS. & CFII. MEl
e title of an instrument approach contains a great deal
of imponant infonnation and understanding this information is essential. For instance, the title will tell you:
T:
I. The airport for which the instrument approach is written.
2. The primary navigational equipment required.
3. Whether it is a straight-in approach for a particular runway
or a circling-only approach.
4. Whether there is more than one approach to the same runway using the same primary navigational equipment (new
to most of us and causing confusion for many).
5. Whether there is special training and equipment required.
6. Whether there are special circumstances we should
anticipate.
The title tells you what primary navigational equ ipment
is required. For example, if the title says VOR RWY 17. then
a VOR receiver is required. If it says VOR or GPS RWY 17,
then you may use either VOR or GPS.
New GPS approaches (not overlays) are being named
R AV (GPS). This is to recognize that GPS is a fonn of area
navigation. If another form of area navigation is developed in
the future, it will be noted within the parentheses.
The last pan of an approach name is either a runway
name or a letter (A. B. c. ..). If a runway is named, then the
final approach segment is lined up with the centerline of that
runway to within the following tolerances: (I) on centerline
for LLS, Localizer and SDF approaches; (2) within IS' of
centerline for RNAV (GPS) approaches (not overlays); and
(3) withi n 30' of centerline for all other types of approaches
(N DB, VOR. LDA and GPS overlays).
If the name of an approach ends in a letter, such as
VORIDME-A or RNAV (GPS)-D, then this is a circle-to-Iand
only approach. Either the final approach segment is not lined
up with the runway or the MDA is too high to allow for a normal descent to a landing from a straight-in approach (KEG E).
The most confusing approach name is one with a lener
(Z, Y, X... ) between the name of the required navigational
Established In 1983. the BeechcraH Pilot Proficiency Program
(BPPP) promotes aViation safety and is the most effective model·speclflC flight trOlmng avallable.lmtiai. recurrent and mountOln·flYIng programs are available for Bonanzas. Barons. Travel Alfs and Dukes. There
aid and the name of the runway. These Ieners are used when
there is more than one approach to the same runway using
the same navigational aid. We are goi ng to see these more
frequently. Examples of this are the RNAV (GPS) Z RYW 27
and the RNAV (GPS) Y RWY 27 approaches at KFNT (Flint,
Michigan).
Usually the Z approach has one or more approaches with
vertical guidance (LNAVNNAV and LPV) and a nonprecision approach (L AV). In the L AV approach of the Z type,
the last step-down fix is at the FAF.
Generally. the Y approach only has an L AV approach
and this approach has a step-down fix between the FAF and
the MAP. So the only difference between the LNAV
approaches of the Y and the Z types is that the Y type has one
more step-down fix. This additional step-down fix is lOT in
the database. You must identify the step-down fix with GPSderived DME from the MAP. This is a very imponant point
and should be well understood before you try to execute one
of these approaches.
WAAS-capable boxes
Those with WAAS-capable boxes can shoot the Z
approach and take advantage of vertical guidance and lower
DA. Even so, an approach with vertical guidance may not be
your best choice. The MAP on a typical LNAVNNAV
approach is commonly 1.1 to 1.5 nm from the threshold.
Contrast this with LNAV approache , which commonly have
the MAP at the RWY threshold. If the ceiling is adequate and
visibility is marginal, LNAV may be the best choice.
Another trap is that your GPS database does not specify
Z or Y. To execute either of these approaches, you activate
the generic approach (RNAV (GPS) RYW 27) in your GPS.
select the approach plate of your choice and be sure you
know what you and the box are doing.
Do plan to attend a BPPP clinic to learn more about the
latest on the environment we fly in-i ncluding the Precision
Runway Monitor System (PRM ), convergi ng approaches
and much more. I look forward to eeing you at the ABS
Convention in Colorado Springs!
Greg Ricca, MD, FAGS, is a Ground and Flight Instructor with ~ppp and,Ome.mbef of the BPPP curriculum committee Greg flies a 58, IS a Multi Engme
Instructor and CFlI. He is involved in aerospace medicme and is also a special
consultant to the FM in neurosurgery.
is also a Companion Climc for right·seaters BPPP has been approved
as a recurrent training program by virtually every Insurance company
In the nation. See the schedule of BPPP Clinics on page 9787. or
check <www.bppp.org>.
Problem with MP gauge
In the May ABS Magazine (Tech
Tips, page 9609), ABS member Les
Wolf reported having a problem with
hi s manifold pressure gauge. It would
read higher at idle after landing than at
start up. This is a common occurrence
in the "0" series model TCM engines
and is perfectly normal.
If the ship hasn't been flown for a
while, the hydraulic lifters go flat.
When the engine is started, the valve
timing is affected and there is less
valve overlap (the period when both
val ves are open at the same time),
resulting in lower manifold pressure.
As the lifters get pumped up, the
valve timing becomes more aggressive
and the manifold pressure at idle will
rise. This accounts for the characteristic
loping sound of the big Continentals
(and dragsters, too). E-series engines
won't see this as much, since the valve
timing is less aggressive.
- Geary Keilman, Las Vegas. Nevada
Known-ice TKS system
I have just read your reply to Kent
Cook in the July Tech Tips column,
under the heading "Backup alternator
& TKS." In this reply (page 9708),
you state that one of the items required
for "known ice" certification for the
TKS system is an electrothermal prop.
T have a TKS system certified for
"known ice" on my 2002 A36, S
E-3467, that was installed by AS&T in
Salina, Kansas. In fact, with an
electrothermal prop, the system cannot
be certified for "known ice." For the
system to be certified, among the
items you list, one is required to have
the electrothermal components of the
prop removed and a TKS sling ring
and rubber channels installed.
By the way, for those considering
having the TKS system installed, I
highly recommend it. Other than a
weight penalty (each gallon of glycol
solution for the system weighs 9.2
pounds and 3.5 gallons [32.2 pounds]
is required to be onboard for legal
flight into known ice), the system is
superb as both an anti-ice and de-ice
system.
-Jim Sturm, Proctorville, Ohio
Note: Thank you for pointing this alii,
and for your review of the TKS system.
-Tom Turner
A8S membership
applications
Why don't we always have a
membership application in every ABS
Maga zine? I've done two new ones
and I can do more, but never can find
an application. One sent bye-mail is
fine, too. Help.
-Rick Ufermoehfen. Grass Valley; California
Note: Excel/elll suggestion. A new
membership application is included all
the last page of this magazine.
-Editor
Clearance to land
I was amused by Jim Hughes
Avionics article, "Who Cleared
Orville," in the August ABS Magazille.
I fly my 1966 Beech 33 from a grass
strip on my property (54TA) and have
had nonaviation people ask who gives
me permission or clearance to take off
and land. I always tell them I get
permission from the airport manager.
That seems to satisfy them. When they
ask, "Who is the airport manager?" I get
a strange look when T tell them "Me."
destination, you will almost always get
there quicker and burn less fuel then
racing between fuel stops.
On many occasions when I chose
to go lower to escape stronger headwinds, T often found conditions worse.
The aircraft is not performing as well
lower and the reports of lighter headwinds always seem to be fantasy. Then
I've got fairly low expectations for wind
forecasts. If the reported winds are
within 45' and 50% of the actual wind,
T consider the report credible.
I have considerable experience
with headwinds. I seem to attract them
like tornados to trailer parks. My last
coast-to-coast trip put 27 hours on the
plane. All but 90 minutes were headwinds. Figure the odds.
Does anybody have any other
rules-of-thumb or some magic formula
to help choose the best altitude or
flight path?
-Mike Mercer. Vienna, Virglnlo
Pleose send your leiters to: American
Bonanzo Society: AHn: Forum. P.O. Box
12888. Wichito. KS 67277. Fox: 316·9451710 or e-moil to <[email protected]>
-George Shanks, Waxahachie, TexQs
Hughes on wind
& altitude
I enjoyed Jim Hughes' reference
to wind and altitude in his article in the
July ABS Magazille. I've been frustrated chasing the elusive ideal altitude.
My experience has taught me the only
rule that seems to hold with any regularity is to go high and pull the power
back to conserve fuel. If higher with
the power back will get you to the
If there is a product or mod
that you wish was actually
mode. what would it be?
Write down a short description
of it ond send it to
[email protected]
Deadllne: Nov. 1
GENERAL AVIATION NEWS
--
-
--
-- -
- - --
ADIZ Special Awareness
Training for DC area
On July 5 the FAA published
a Notice of Proposed Rulemaking
(NPRM)
regarding
Special
Awareness Training for the
Washington DC Metropolitan Area.
In response to nearly 1.000 violations involving this airspace. the
FAA proposes to odd a new rule
(14 CFR 91.161) that would
require anyone who flies under
Visual Flight Rules (VFR) within
100 nm of the DCA VORJDME to
complete the training.
Currently voluntary. but
mandatory if the rule passes. the
training is available online in the
Aviation learning Center at
<www.faasafety.gov>. through a
course titled. "Navigating the DC
ADIZ. TFRs and Other Special Use
Airspoce.'
The proposed training requirement is a one-time obligation. so you do not need to take it
again if you have already completed this course.
Avionics Training
Unlimited Courses
Avionics Training Unlimited
now offers a series of free and very
low-cost courses. Most can be
completed in an hour or less."Our
courses focus on intermediate
and advanced topics for both VFR
and IFR pilots: said Judy Codmus.
president of ATU.
She explains that "IFR
Departure Procedures with the
Garmin 430/530" and "Missed
Approach Procedures with the
Garmin 430/530 - What Your
Instructor Never Told You" will challenge the experienced pilaf. while
the free "Garmin GNS480 CourseTo Function' and "Garmin GDl69
Graphical Metar Shortcut' courses
ABS September 2006
-are geared toward all experience
levels.
The courses are interactive.
with quizzes included throughout
each course. New courses ore
available each month. Customers
can purchase and download the
courses from the campany's
online training center at www.
av-downloads.com. The courses
are installed and run on the user's
PC and are Windows-campotible;
Mac versions will be available in
future releases.
ABS members who have
completed these courses are
encouraged to send us wrillen
reviews. With enough positive
comment. we will consider recognizing ATU courses in the ABS
Aviator program.
For more information, contact ATU at 610-405-5243 ar
www.avtrainingunlimited.cam.
Precise Flight
Precise Flight. Inc. has
revised its Supplemental Type
Certificate for 2000 Series
Speed Brakes'" on Bonanza A36
and 33 models to reduce rumble
while maintaining decent pertormonce. According to VP Scali
Philiben. "Turbulence and vibrations occurred from shedding air
vortexes fram the Speed Brakes
while extended."
The new speed brake blades
on Bonanzas are not perpendicular to the oirtlow. but are canted to
move the disrupted airtlow away
tram the horizontal stabilizer. This
directs broke-induced turbulence
and vibration away from the fuselage and tail.
Contact Precise Flight at
BOO-547-2558 ar <preciseflight
@preciseflight.cam>.
--
--
- - -
- --
--
SRS Aviation introduces baffle kits
SRS Aviation of l akeville. Minnesota. announces availability of kits
for repoir and upgrade of engine baffles for E-225 and 470-series
engines.This latest kit is part of the SRS plan to introduce a new product
every six months. Contact SRS at952-469-1811 or www.srsoviation.com.
Raytheon Service Bulletin 223795 recommends upgrades to
the G58's Garmin autopilot system . The Service Bulletin recommends a software upgrade that
would be loaded using a new
Glooo Secure Digital loader Cord.
The installation may be covered
under the aircraft's warranty for up
to 12 months fallowing release of
this bulletin. Raytheon recom mends this upgrade at the airplane's next scheduled inspection.
A seporate Raytheon Service
Bulletin 34-3774 calls for a software upgrade to activate the
G58's Terrain Awareness and
Warning Systems (rAWS). which
was not activated at new-airplane
delivery. The upgrade must be
accomplished by a Raytheon
Authorized Service Center and will
be covered under warranty for up
to 12 months ol1er release of this
bulletin. subject to terms of the
airplane's original sales contract.
For more information, contact
Raytheon Technical Support (800429-53721316 or 676-3140.
option 4). or your local Raytheon
Authorized Service Center.
[email protected]
G58 Service 8ulletins
www_bonanza _org
Page 9818
(PMA), but the more common way of referring to such items is
"STC'd" and "PMA'd," respectively, and that's much clearer.
STC'd
Certified, STC'd & PMA'd
FAA ALPHABET SOUP
M
y column last month about major and minor
aherations elicited a bunch of e-mail from ABS
members, including this one:
I have a question about the terms -Certified: -STC'd ' and
' PMA'd: I guess I'm actually unclear on whal that all means. I
thought ' Certified' just meant that a product met certain TSOs and
Ihat an STC was essentially a pre-approved Form 337 .Yau still have
to fill aut the Form 337. but there was no DER required and no
chance it would be turned down by Ihe FSDO.
I have no ideo what rights/responsibilities a PMA gives the
manufacturer. or whether you can get a PMA without applying for
on STC. Can you set me straight on all of this?
Admittedly all the FAA alphabet soup can be confusing. I
admit I didn't really understand it very well myself until I
plunged deeply into the FARs while studying for my
Inspection Authorization test some years ago, and subsequently got even deeper into the regs when I staned teaching this
stuff in my Savvy Owner seminars.
While the subject of certification is so complex that sometimes even FAA employees don't understand it (1), let me try
to shed some light on the questions this reader posed.
Certified
When we're talking about aviation, the word "certified"
generally refers to a product (aircraft, engine, propeller or
appliance) for which the FAA has issued a Type Certificate. I
believe the terms "type certificated" or imply "certificated"
are better terms, but "certified" is commonly used.
I've also seen the term "certified" used to describe major
aherations for which the FAA has issued a Supplemelltal Type
Certificate (STC), and for aftermarket replacement pans manufactured pursuant to an FAA Parts Mallu!acllrrer Approval
An STC is FAA-approved data to support the installation
of a major alteration to a certificated product (aircraft, engine,
propeller or appliance). As I discussed last month, any major
aheration to a certificated product requires three things:
I. FAA,approved data for the alteration.
2. Inspection and approval by an IA to verify that the
alteration is in fact performed in accordance with the approved
data.
3. Preparation of an FAA FornI 337 and submission to the
local FSDO with in 48 hours after the altered product has been
approved for return to service.
STCs are the most common type of approved data for
major aherations, but not the only kind. Other possible sources
include Airworthiness Directives (ADs), Field Approvals by
an FSDO, and data approved by an FAA Designated
Engineering Representative (DER) hired by the aircraft owner.
Once the developer or manufacturer of a major alteration
obtains FAA approval in the form of an STC, the FAAapproved data becomes the intellectual property of the STC
holder, and no one else may use it without the permission of
the STC holder. Obtaining that permission usually involves
purchasing it.
Developers of modifications like to obtain STCs because
doing so gives them the best possible legal protection against
having their products copied by competitors. That's why
you'll find quite a few STCs for items that could just as easily have been installed as minor alterations. (Rosen sun visors
and Whelen strobes come immediately to mind.)
PMA'd
A PMA is generally required before an aftermarket manufacturer may legally produce repair or modification pans for sale
for installation on a type certificated product (airframe, engine,
propeller or appliance). To be granted a PMA for a panicular
pan. the manufacturer must basically convince the FAA that:
I. The manufacturer's replacement pan is at least as good
as the origillal equipmell/ mallu!acturer (OEM) part it is
intended to replace. This is usually accomplished by subjecting some specimen parts to FAA-supervised testing.
2. The manufacturer has implemented a quality-ass urance
program that assures every part they sell in the future is at least
as good as the specimen pans that were evaluated by the FAA.
PMA' d pans can be either repair pans or modification
parts. Most PMA'd parts are repair pans, and are approved by
the FAA as direct replacements for OEM parts. For example.
Superior Millennium cylinders and ECi Titan cylinders are
PMA'd direct replacements for TCM and Lycoming fac tory
cylinders. Al so, Rapco brake disks and linings are PMA'd
direct replacements for Cleveland brake disks and linings.
Such direct-replacement PMA'd repair parts are considered by the FAA as equivalent 10 the OEM parts that they
replace. Installation of such PMA'd parts do not constitute a
major alteration to the product, so no IA approval or Form 337
is required.
However. some PMA'd parts are modification parts used
to alter a certificated product. Such part used in a major alteration requires an STC or some other form of approved data
(field approval, etc.). and also requires IA approval of the
installarion and submission of a FornI 337 to the FSDO.
Examples of such standard parts include rivets, screws,
nuts, washers, clevis pins, control cables, pulleys, turnbuckles
and the like. In 1997, the FAA expanded its definition to
include certain standard electrical and electronic components.
including resistors, capacitors, diodes, transistors and nonprogrammable integrated circuits.
4. "Owner-prod uced parts" do not require a PMA . These
are parts produced by an aircraft owner for use on his own aircraft, and not offered for sale. There is an FAA letter of interpretation that sets forth precisely whar an owner's involvement
must be to qualify a part as "owner-produced" and it is
extremely liberal. The owner need not actually manufacture
the part himself, so long as he provides specifications or material or supervision or some other meaningful participation in
the part's production.
Must all repair parts be PMA'd?
No. FAR 21.303 generally requires that all repair or modification parts for sale for installation on a certificated aircraft.
engi ne, propeller or appliance must be PMA'd, but it sets forth
four exceptions 10 this general rule:
I. Repair parts manufactured by the OEM do not require
a PMA. For example. RaytheonlBeech does not have to obtain
a PMA for its Beechcraft repair parts. The FAA figures that if
the company had approval to build the original parts, they
ought to be able to sell replacement parts without any additional approval.
2. Repair parts that comply with an FAA Technical
Standard Order (TSO) do not require a PMA. A TSO is an
FAA-approved minimum-performance spec ifi cation that
applies 10 generic items that may be used in a wide range of
aircraft makes and models. Examples of TSO'd items include
altimeters, comm radios, ELTs. life rafts and tires. The fact that
they' re TSO 'd means they don't have to be PMA'd.
3. "Standard parts" do not require a PMA. This means
parts that comply with specifications established by the government or a recognized industry standards-setting organi zation. The FAA has trad itionally interpreted this phrase to
include parts that conform with AN, MS, NAS, AS or MIL
specifications.
The bottom line
Parts you install on your certificated Beechcraft need
either to come from Raytheon/Beech or else be PMA'd.
TSO'd, standard parts or owner-produced parts. If they are
direct-replacement repair parts, no STC or Form 337 is necessary, and a simple logbook entry by your A&P is the only documentation that's needed.
On the other hand, if the parts are being installed as pan
of a major alteration to your aircraft (and I talked last month
about what kinds of alterations are considered major), then they
must meet the requirements of the preceding paragraph PLUS
they must be STC'd or have some other kind of approved data
to support the major alteration (field approval, DER, AD, etc.).
Major repairs and major alterations also require that a Fonn 337
be prepared and filed with the FSDO within 48 hours after the
aircraft is approved for return to service.
See, it's not thar hard!
E-mail qllestions to Mike at mike.bllsch@savvyaviarOl:com.
Mike Busch has flown for more than 40 yeors and 7,000 hours and is onA&PI1A.
Mike cofounded AVweb and served as its editor-in-chief for more than seven
years. His "Sail\'}' Owner Seminars' leach aircraft owners how to obtain better aircraft maintenance while spending a lo/Iess money. www.savvyavia/or.com
•
TOO OLD?
PART II
BY JOHN GEITZ
ASHEVILLE. NORTH CAROLINA
s I have watched the aging of
our pilot population, certain
lifestyle characteristics have
become evident in pilots who continue
to fly beyond the age of 60. Some characteristics seem obvious, others less so.
First among the more obvious is
that there are very few active pilots over
the age of 60 who smoke. Those pilots
seem to have no time or energy for
smoking. The personal energy pilots over
60 put into life and flying cannot be supponed when the ability of their bodies to
process oxygen is comprontised.
In the mid-1960s I was peripherally associated with the first weekend
instrument ground school business. At
the beginning of each weekend, the
leader of the ground school took a survey of the class participants. The class
was asked, by a show of hands, how
many panicipants were nonsmokers.
More than 85% of the class would raise
their hands.
The class leader would recognize
the majority and explain that the classroom would be nonsmoking for the
weekend. I like to think the older pilots
who are flying today were pan of that
classroom majority of the 1960s.
A person who has smoked since his
or her late teens seems to more frequently suffer debilitating health events
in later life. Those health events seem to
have a greater likelihood of being of
A
Page 982 1
such seriousness that recovery adequate
to continue flying is not possible.
Explain it however you like.
I fly with about 50 customers a
year-BPPP and private customers
combined. 1 average less than one person a year who smokes. I may not have
proven causation, but there cenainly
seems to be a correlation between successful older pilots and nonsmokers.
Pilots over the age of 60 tend to
have a lifelong entrepreneurial spirit.
They enjoy making things happen and
investigating new ideas. They are
proactive and tend to lead a "balanced"
life. They use their aircraft to ensure
they can get away from their work-aday world on a regular basis.
Vacations and long weekends are
important to ensure an ever-refreshing
view of the world and their lives. Those
pilots tend to establish additional business interests in locations they find
appealing as vacation and long-weekend destinations.
I have met more than one Midwest
pilotlbusiness owner who has established
a business interest in southwest Florida.
One customer who is a successful
Midwest pharmacy owner purchased a
horse farm in Ocala, Florida. He not only
enjoys both businesses but also enjoys
the travel between them in his Baron.
A person who maintains an interest
in living seems to continue to age for a
longer period of time.
In 19621 met a gentleman-I'll call
him Harvey. Harvey was in his late 40s
and had been a production test pilot for a
major airframe manufacturer building
dive bombers during WWU. Although he
was a professional indu trial engineer
when I met him, he remained a very
active pilot, owning and flying an Aztec.
I lost contact with him in 1968 when I
began my military service.
Our paths crossed again in 1990
when Harvey was in his 70s. He looked
well and fit as [ remembered him, and [
expected he was still a fully active pilot.
He explained this was not the case. He
had "suddenly"developed a diabetic
condition (Type II) some years earlier
www.bonanza.org
and his treatment regimen was contrary
to FAA medical standards.
Knowing the FAA had changed its
standards and procedures for pilots with
diabetic conditions, [ suggested he consider a Special Issuance medical cenification as an approach to his funher
activities as a pilot.
Harvey had decided it would be too
much trouble to pursue such a course of
action. He and another pilot, similarly
situated, had purchase an ultralight and
had become content within that sector
of aviation.
The popular culture will have you
believe that Type 11 diabetes is "caused"
by a sedentary lifestyle, being overweight and eating too many sweets.
True enough, but there is more to Type
[[ than lifestyle. Heredity, pharmaceuticals you may be taking, and low cholesterol diets can contribute materially to
the development of Type II.
The actress Halle Berry has made
no secret of her Type II condition that
developed in her 20s. You can Google
her image to reveal her promotional
photos starring in a recent James Bond
feature or as "Cat Woman." As the photos demonstrate. her lifestyle is anything but sedentary and she cenainly is
not noticeably overweight. Nonetheless.
she has been forced to manage her Type
II condition for most of \0 years.
Today. as a result of technology
avai lable at a very low cost, a pilot need
not be surprised by a sudden developing
Type \I condition. Television commercials advertise the multitude of products
available to self-monitor and self-manage Type n.
Even if you do not have a diagnosis
of diabetes, there is nothing that prevents
anyone from purchasing and using a glucose monitoring meter. The best available monitors on the market have a full
retail price less than $100 and 50 test
strips for that meter cost less than $50.
(Meters and strips are frequently sold at
a funher substantial discount.)
In most instances, a quick check of
your blood glucose before breakfast
once a month can provide an indication
ABS September 2006
of a developing Type II trend. Catcb
Type n early and you too can lead a normal life, including fl ying many years
into the future.
Our own John Miller continues to
be an active participant in life and aviation after celebrating his loath birthday.
With a little care and some help from
our parents, we also have the prospect
to make good the blessing, "Live long
and prosper."
John L Geitz has been a flight instructor since
1972 Dnd a BPPP instructor since 1986. He has
been subject 10 the FAA Special Issue and Medical
process since 1995. He con be reached bye-mail af
[email protected] .
Notes from Dr. Charles Davidson.
ABS Aeromedical Committee
This article by instructor/educator/pilot
John Geitz is topical. There is no doubt that
chronological age and physiological age vary
widely in individuals. Heredity. good and bod
health habits, occupation and other tactors
determine how long and how well we live.
Since the 1960s when the Surgeon
General's statement on smoking first
appeared, the health at Americans has generally improved as smoking incidence
decreased. Unfortunately, it has been replaced
by on epidemic of overweight and obesity as
we enter the 21st Century.
A new term entered the medical vocabulary, Me/obo/lc Syndrome. which is a combination of obeSity. high blood pressure and
blood chemistry abnormalities. Just as persons at one and two generations ago started
smoking in their teens, we are now seeing the
beginnings of metabolic syndrome in youngsters in this country.
John Geitz referred to John Miller, our
ABS emeritus aviator who, at 100 years of age,
is a living spokesman for "right" living. lance
asked John Miller why he abstained when all
his peers in the eorly 20th century were smoking. His answer was simple: He wonted to be
a pilot, and he knew that pilots hod to have
good lungs to breath in that thin air. Thof motivation worked out pretty welt for John .
For those in their 40s, 50s and 60s, you
may soy, 'Why would I wont to change my
habits now?" Certainly, you may not live to be
100, but John's initial statemen!, "I wont to be
a pilot,"is a strong motivator. Moditying your
health habits might enable you to stay in the
left seat a bit longer than you would have otherwise. It's worth consideration.
-@-
ABS September 2006
Re'fullet for mllmullr-writtlln articllle on thll611 and othllr topice:
.....,
MAJOR TOPIC: Wint"" flying tips and tricks
MINOR TOPIC: P!an for proflciency: my training options for 2007
,....,
MAJOR TOPIC: Owning a 1947/1948 Bonanza
MINOR TOPIC: Cylinder options: what's worked for me
Ibrcb
MAJOR TOPIC: Low-cost resterat ions: how I keep It looking good for less
MINOR TOPIC: Environmental systems: getting ready for summer
MAJOR TOPIC: Owner-performed maintenance hints
MINOR TOPIC: Bonanzas and Barons in commercial use: how I was paid te
fly Beechcraft
...
1liiy
MAJOR TOPIC: Factery turbocharging: my personal expenence
MINOR TOPIC: My favorite flight planning software
MAJOR TOPIC: Summer flying ~ps and lOricks
MINOR TOPIC: Camping with my Beechcraft
MAJOR TOPIC: Avionics upgrades
MINOR TOPIC: My favorite hangar gadgets
Iep'._
MAJOR TOPIC: My Flight Plan tc Wichita: Celebrat ing 60 years of
Bonanzas alO the ABS Convention
MINOR TOPIC: My best Beech flying experience
MAJOR TOPIC: Propeller options. maintenance and repair
MINOR TOPIC: Major airframe resterations: my rebul d'ng stenes
MAJOR TOPIC: Flying new: G36/G58 ownership expenence
MINOR TOPIC: How ABS membership has made a difference for me
•••
_
Inl _
MAJOR TOPIC: Beech ownership trends: my prediclOions
MINOR TOPIC: Ice pro=on systems
MAJOR TOPIC: State of the industry
MINOR TOPIC: Choo.ing a mechanic: what I look for
,
REGIONAL NEWS
------------------
--- -
-
~
-
----
oelUIE
RIBEIRAD PRETa
Members and guests althe first meeting of the Brazilian Bonanza Society.
Brazilian Bonanza Society
Our first meeting of the BBS was a
success! We held a barbeque at Ribeirao
Preto airport in Sao Paulo State, a city
of 500,000. Fourteen airplanes arrived
bringing ABS members and guests in a
1951 A35 converted to a V35B, a very
original and impeccable F35, several
V35Bs, an A36 and a B55.
All together, we had 75 people
participate. This included not only the
owners, families and friends, but people
from other companies related to
aviation who participated as supporters,
such as Aeromeq (an airplane maintenance shop).
We had presentations from Lider
Avia,ao (a Raytheon representative in
~-
Brazil), Avionics Services (an avionics
shop) and Air BP. After lunch, we had a
tour to see every airplane that was
displayed and each owner gave a general explanation about the airplane's
history, equipment, elC.
Although most of the planes were
in top shape, it became obvious that
their age (most manufactured in the
'70s) worries owners about their current
maintenance, especially the landing
gear and electrical systems.
A list of owners of Beechcraft in
Brazil shows there are roughly 320
Bonanzas (mostly V35Bs and A36s)
and 160 Barons-split about half and
half between 55s and 58s.
There was considerable interest
about the prospect of holding Service
Clinics in Brazil. If that happens, other
members of ABS will be invited to participate. More information as it becomes
available will be posted on our new
website www.bonanzaclube.com. Also
included on the website in the "fotos"
section are many more photos of our first
meeting.- Llliz Gllsravo 1. Figlleiredo
Pacific Bonanza Society
Luis Gustavo J. Figueredo at the microphone during BBS presentations in the hangar at Rebeirad Prelo Airport.
Page 9823
www. bonanza .org
To add an additional e-mail address
or a spouse's e-mai l address, please go
to our website www.PacificBonanza.
org and highlight the "Member" bUllon
on top, select "Edit Member lnfo" from
the dropdown menu.
Now you can ed it your membership
profile data and add a new e-mail
address.
To review andlor sign up for our
upcoming 2007 planned events, press
the "Events" bUllon at the top of our
website. Note that the front page of our
website now only shows the next three
PBS events that are available. (Non
PBS events, full events, etc. are not
shown .)
To see all future events, click on the
Future or Events bullon.
-Srephen Blyrhe
ABS Septem ber 2006
The first annual meeting of the Southwest Bonanza Society was held in lawton. Oklahoma.
Southwest Bonanza Society
Over the June 23-24 weekend, 19
Bonanzas made it to Lawton,
Oklahoma, for the first annual meeting
of the SWBS and the first civilian fly-in
for Lawton airport,
Those arriving on Friday were
treated to an early even ing on the
Chisholm Trail, hosted by the Chisholm
Trai l Museum in Duncan, We enjoyed a
virtual-reality trail ride in the
Environmental Theater-complete with
the smell of bacon and coffee made over
a campfire, the rumble of a stampede,
and the feel of rain on our faces as a
Southwestern thunderstorm spooked the
cattle, Some of us even attempted to
lasso a steer. with amazing success, A
carfish dinner wa held at the entrance
to the Wichita Mountains,
Lawton had early morning fog on
Saturday, so day-trippers were treated to
lLS approaches, courtesy of Ft. Sill
Approach Control. The controller called
later to report it really looked like a big
airport with arri vals at five-mile intervals and trailing!
We were delighted to welcome
ABS President Craig Bailey who spent
the weekend with us, He gave a talk on
Saturday on our aging aircraft and the
spar web issues, Lunch at the historic
Meers Restaurant was followed by a
tour of the Wildlife Refuge, prairie dog
village, and Fort Sill, home of the Field
Artillery,
Steve and I hosted a Mexican
buffet dinner in our home east of
Lawton, where under the shade trees we
held several "world-class " horseshoe
tournaments, We also enjoyed a couple
of hours of Doo-Wop-dancing the
Twist, the Stroll and singing our hearts
out to old tunes of the '50s and '60s,
There is much more to see in
Lawton , so hopefull y everyone can
make a return visit soon,
-Ken Sue Doe1el
Continued from
page 9808,
After removal of the
damaged control cable,
the mechanic found a
small screw lodged in the
control cable pulley (identified by yellow arrow),
Apparenlly, the destructive
screw (accidentally dropped by a
mechanic or the pilot/owner performing maintenance) had tound
its way to the pulley, lodged in
place, and subsequently 'sawed" this
elevator control cable each time the pilot
would push/pull on the yoke to move the
elevator, If this had been leff unchecked,
the control coble would have been severed in a catastrophic failure,
Hove you ever dropped a screw in
ABS September 2006
AFTER IT WAS REMOVED
fROM THE AIRCRAfT
the cockpit. looked tor it steadfastly, and
finally given up In frustration, saying, 'What
damage oauld that IIHle screw possibly
cause under the floorbcards of my
airplane?" Perhaps we should reconsider
such a rationalization!
www,bonanza ,org
LTC (Ret) Adrian A. Eichhorn rotlngS include, ATP
willi rype ratmgs in the GN. GJ/I, G2oo, CL604,
Cf560XL. He is on A&P with Inspection
Authorization. owns a fully restored 1962 P35
and flies for a major o/rlme
Ron Timmermons IS a ciVIl engineer for the US
Army Corps of Engineers in Dallas. He is a BPPP
flighf fnstructor and owns a 1965 535.
Page 9824
,I
Dedication of second phase
planned fop Beech Party 2006
BY RON VICKREY. PORT ORANGE. FLORIDA
onstruction activity began in
earnest only a few weeks after the
BonanzalBaron Museum's secondphase groundbreak ing ceremony on
June 3. Grading, foundation work and
the 9,000 sq. ft. floor were completed in
July and steel erection began in early
C
BONANZA/BARON
MUSEUM
TULLAHOMA
TEHNESSEE
The concrete work is done and prog ress continues on the B/BM addition.
August. This addition completes the
entire front elevation of the B/BM.
Dedication will be held during Beech
Party 2006 festivities, October 11-15.
The rapid doubling in size was
made possible by the generous financial
and volunteer support of its members.
With the second phase completed, the
multimillion-dollar Staggerwing Museum
fac ility will have grown to about 50,000
sq. ft. More than two dozen aircraft are
on display.
Please plan to join uS in Tullahoma.
Tennessee, for the big Beech Party
2006. It promises to offer "Something
for Everyone." For more information,
contact Lorraine Carter (931-455-1 974)
or visit the Staggerwing website
www.staggerwing.com.
--@-
- So Should You
What should you do?
Call today to apply for the new ASS card. You'll get:
• FREE Getaway Miles Air Travel & Vacation Rewards Program - each
dollar spent earns points toward air travel and vacation rewards .
• FREE $5,000 Personal Identify Theft coverage - covers 10 theft
expenses incurred if your identity is stolen
• FREE Auto Rental Collision Coverage
The American IIonanD SocIety has a new credit card program. We're
leased
partner with INTRUST Bank, an outstanding financial
institution located in Wichita, Kansas - home of the Beech Bonanza!
• FREE Zero liability Protection on unauthorized
transactions
1.. b off w/l" lite NEW A.S " .. ,/num VI."s
..nd .w/l'" lod .. yl Simply call '00-222-745'
to apply and Iransfer Ihe balance from your old card!
hat does this mean?
Wehavea NEW
BS P'a'·num Visa
that provides valuable financial support for ABS.
This new card is the only card that supports ASS - ASS is no
longer associated with the existing ASS card you carry.
1.1
Il\TRUST®
Unique to the new ABS Visa - Parts discounts through Beech's RAPID!
Page 9825
www.bonanza.org
ABS September 2006
I
SAVE MONEY ON
AIRCRAFT INSURANCE
Aviation insurance underwriters set their quotes higher for
inactive pilots and lower their quotes for active pilots.
oing UP and UP and UP! It seems like the cost of
ownership, regardless of what you own-sports car,
cabin in lhe woods, recrealional vehicle, pleasure
boat or airplane-lhe cost just keeps going up.
The shock of fuel alone is enough to cause many people
to Cul back on use. But cutting back is a big mistake, one that
can drastically increase your probability of an accident. You
don't drive your car only once a month, so why would you
only fly your airplane once a month?
The statistics prove that inactive pilots are much more
likely to have an accident. And not only that, it's hard on
your airplane to fly infrequently.
Make a plan; set a goal
If you are troubled by the rising cOStS of aircraft ownership, don' t reduce your flying time. Make a plan to maximize stick-time to make yourself a better/safer pilot and
you'll save money on your aircraft insurance.
Aviation insurance underwriters set their quotes higher
for inactive pilots and lower their quotes for active pilots. It's
a fact that most aviation insurance underwriters expect the
pilots they insure to fly at least 100 hours per year. Below
this point, insurance premiums are more likely to be higher.
Your best bet is to make a plan, set a goal for yourself.
For instance, if you plan to fly 100 hours in the next 12
months, dedicate 10% of your hours to recurrent pilot training.lfyou are planning to fly less, say 50 hours, increase this
percentage to 20%.
Whatever you do, you should commit to at least 10
hours recurrent pilot training. Not only will you be a
better/safer pilot, you'll make yourself a more aaractive
insured in the eyes of your underwriters.
Training. training. training
Your aircraft is a major investment, so invest in your
personal piloting skills. You have several options:
• Beechcraft Pilot Proficiency Program (B PPP): An
excellent option designed especially for Bonanza and
Baron owners.
• Annual FR and IPC training with a local flight school or
at an established recurrent training school.
• FAA Wings program: When you participate at the
appropriate level, you'll meet your FR requirements.
• Simulator training: Make sure you're working with a
recognized training facility.
• Ground school for pilots who are looking to brush up on
weather and FAA regulations. (With all the airspace
restrictions, this is an excellent idea.)
• Aircraft upgrades: Newer avionics can be a tremendous
asset for pilots looking to stay abreast of the latest in pilot
tools. (However, keep in mind that upgrades increase
aircraft value and therefore increase insurance costs.)
• There is also the ABS Aviator program that pilots can
use to document diverse recurrent training to include
short programs (like AOPA's online courses) that alone
are not noteworthy (from an insurance standpoint), but
taken together illustrate an attitude of lifelong learning
that makes for a safer pilot.
No shortcuts
Cutting back on your flying is a surefire way to increase
the likelihood of an accident, big or small. Pilot-error accidents, like running out of fuel or making a gear-up landing,
are frowned on big-time by underwriters when it comes to
obtaining aircraft insurance.
One more thing to keep in mind: Work with an aviation
insurance professional when you purchase aircraft insurance.
A qualified professional will make sure all the recurrent pilot
training you do is conveyed to the underwriters so you
maximize the impact on your aircraft insurance, i.e. lower
insurance costs.
In addition, your aviation insurance professional will
help you select the right insurance for the flying you're
doing. BPPP has done a great job with its training program,
and your participation will help reduce the cost of your
aircraft insurance.
OK, it's up to you. If you know you'll be flying less,
don't cut back on your recurrent pilot training. Accidents
will happen, but you're much less likely to have a pilot-error
accident if you keep your skills up where they should be .
Falcon fnsurance is the agency for the official A8S insurance program. John
Allen may be reached 01 1·80Q.259-4ABS (4227). Falcan's websile is
<www.falconinsurance.colTI>.
Thanks 10 all members who have their insurance coverage through the ASS program administered by Falcon Insurance Agency There IS no extro charge
10 Ihe individual member. and Falcon's ocllVe sponsorshIp of ABSprograms helps us expond services 10 all members The more members who use Falcon.
the more clout the agency has in the GVloflon insurance industry on OUf behalf If you're not porl of the ABS Insuronce Program, we urge you to obtam a
quo/e fram Falcon pnor to your next renewal.
Argentina· 11
Australia· 71
Austria· 3
Bahamas - 1
Belgium - 17
Brozil- 11
Brunei· 1
Conada - 127
Chile ·13
Colombia - 1
France - 8
Germanv - 46
Guatemala - 3
India -1
Israel - 3
Ita~ - 6
Japan - 3
Luxemborg - 1
Mexico - 5
Netherlands - 4
New Zealand· 7
Papua New Guinea - 1
Ph ilippines - 2
Portugal- 2
Scotland - 1
Singapore - 1
South Africa - 15
Spain - 3
Swecen - 1
Switzenand - 11
United Arab Emirates - 1
United Kingdom - 33
Uruguay· 1
Venezuela - 2
...
:;.
From oldest to newest, members report ownn our annual snapshot of ABS on July 31,
ership
of 110 1947 Bonanzas, 24 2006 G36s and 3
2006, membership stood at 10,353 - 9,936 in
2006 G58s. (Thanks to Beechcraft for promoting
the United States and 417 in 34 other countries.
ABS by paying the first year of membership for
Outside of the US, the largest member concentraany
purchaser of a new Bonanza or Baron.)
tions are in Canada (116), Australia (75), Germany
The average length of ABS membership is
(43) and the United Kingdom (35).
just shy of 10 years, and turnover closely tracks
Any interested person can belong to ABS, so
aircraft sales. Since word of mouth is the Society's
not all members own a Beechcraft and some have
greatest recruitment tool, it's not surprising that
not listed an airplane in their record. That's undermany new owners join at the recommendation of
standable, since many people join ABS in search
the previous owner.
-@of a Bonanza or Baron, and many more simply
love reading about them!
Of the 8,844 airplanes listABS MEMBERSHIP RETENTION
AmerICQjI~
80n0nza
/ .
ed in the Society'S database,
Five-year Number Percent
Soclet~.
Increments still in ABS still in ABS
8,647 are Bonanzas, Barons,
Travel Airs or Debonairs. Every
2.1%
1967-71
model and subvariant of these
3.4%
1972-76
airplanes is represented in ABS,
1977-81
3.4%
from 1947 through 2006:
33/35/36 .......................... 7.266
55/56/58195..........
.. 1.381
' Other" makes/models ..........ill
TOTAL AIRPLANES
8.844
1987-91
--
1992-96
1.718
1997-01
2.499
2002-06'
3.561
1982-86
1 143
5.1%
11.1%
16.6%
24.2%
34 .4%
'Through 07/31/06
••• •••
SIGN 'EM UP!
ABS membership by brillgillg in lIew
members? For every new recruit you
sign up, you get an extra month tacked
o keep ABS growing, we recruit
all the time. In addition to sending
out prospect kits virtually every
day, once a quarter we send a recruitment
brochure to new registrants in the FAA
registry, and once a year we send a mass
mailing to aU registered BonanzalBaron
owners not already in ABS.
In spite of all that effort, the
absolute best and most effective recru itment tool we have is XQ!!. Your word-ofmouth advice to join ABS is why we' re
as strong as we are. So obviously we
T
on. If you' re a Life Member, you get
"Bonanza Bucks" for discounts on the
convention, Service Clinics, BPPPs and
Company Store merchandise.
While in Oshkosh, one member told
me his goal is to add enough members to
avoid paying dues - ever! An admirable
goal, if ever there was one. Here are a
few ti ps if you'd like to join him in fending off that annual dues' notice:
I. Keep your copy of the ABS
Membership Directory in your airplane
so you can check the tail number list
(starts on page 106 in 2006). That way
if you see an unfamil iar Bonanza or
Baron, you can look up whether it's
want to encourage you to continue con-
verting those nonmembers into ABS
supporters!
Did you kllow you call extelld your
owned by a member. If it's not listed, go
for the recruitment'
2. Call the ABS office (316-9451700) and have us send you copies of
our colorfu l, informative recruitment
broc hure. We' re more than happy to
provide as many as you can use!
3. Make sure you, or the recruit,
names you in the "Learned about ABS
from" line (bottom of this page). Your
name has to be on the application form
or we won't know to give you credit.
There's an application form at
www.bonanza.org, too. but starting with
this ABS Magazille. we' ll make sure to
include an application in every issue.
Thanks to member Rick Utermoehlen
--@for that suggestion!
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8·10· BPPP Clinic. Milwaukee, WI (MWC).
8·10 · Southwest Bonanza Society. "Where in
the World is the Next SWBS Flying Event."
Contact: Randy & Joyce Taylor 830·625·6155 or
[email protected].
9·10 • North East Bonanza Group Fly·in.
Martha's Vineyard , MA (KMVY). Contact:
Paul Damiano 860·646·3383.
14·17 • ABS Service Clinic. Emery Air,
Rockford, IL (RFD).
17·30 • Pacilic Bonanza Society Fly·in. Fall
Colors Lobster Fest Salari to the East Coast,
Niagra Falls. Contact: Steve & Teri Walker 425·
883·1984.
22·24 • BPPP Clinic. Manchester, NH (MHT).
22·24 • Pacilic Bonanza Society Fly·in. Inn 01
the Mountain Gods. Mescalero, New Mexico.
Contact: AI & Debbie Ackerman 505'336·7891.
30·0ct. 2 • Auslralian Bonanza Society Fly·in.
Mudgee. Contact: Graham & Dianne deMartino
[email protected] .
OCTOBER
7·8· Australian Bonanza Society Fly·in . AGM
Canberra. Contact: Keith & Kerry Duee
[email protected].
13·15 · 8PPP Clinic. Little Rock, AR (LIT).
14 · North East Bonanza Group 8BB . NORTH·
Plymouth, MA (KPYM). Contact: Alan Witkin
860·644·1136. SOUTH • Millville, NJ (KMIV).
Contact Joe Weinberg 609·790·3130.
19·22 • Southeast Bonanza Society Fly·in.
Vicksburg, Mississippi (TVR). Visit the "real"
Old South and tour Civil War baWelields.
Contact: Steve Kline 941·575·2001 .
19·22· Pacilic Bonanza Society Fly·in . Knott's
Scary Farm/Disneyland. Contact Stephen &
Kathi Blythe 949·951-4857.
20·22· BPPP Clinic. Fresno. CA (FAT) .
NOVEMBER
2·5 • ABS Service Clinic. Gulf Coast Aircraft
(BFM). Mobile, AL.
3·5 • BPPP Clinic. Norfolk, VA (OR F).
4·5 • Savvy Aviator Seminar. Presented by
ABS. Mobile, AL. Tour of Teledyne Continental
factory also in conjunction with ABS Service
Clinic. Visit <savvy aviator.com>.
3·6 • Australian Bonanza Society Fly·in.
Outback NSW Salari (mini).
B • Raytheon Aircraft/ABS Live Chat. TBA
4·8 • ABS Annual Convention & Trade Show.
Colorado Springs, Colorado.
11 • Australian 80nanza Society Fly·in. NSW
Christmas Party. Contact: David & Ann
Mcdonald <[email protected]>.
11 · North East 80nanza Group Fly·in . Flying W,
NJ (NI4). 2007 Planning Meeting.
11 • Australian Bonanza Society Fly·in .
Queensland Christmas Party. Contact: Keith &
Kerry Duce <[email protected]>.
30·Dec. 3 • ABS Service Clinic. Cruiseair
Aviation (RNM). Ramona, CA.
OECEMBER
2 • Southwest Bonanza Society. Annual
Christmas Party. San Antonio, Texas.
7·10 • Southeast Bonanza Society Fly·in .
Emerald Palms, Andros Island, Bahamas
(MYAK). This is our first visit to And ros Island.
Contact: Steve Kline 941·575·2001.
FOR FURTHER DETAIL and mare events,
visit the NEWS AND EVENTS link an the
ABS website <www.bananza.org>.
ASS MAGAZINE EDITORIAL CALENDAR
Shore your experience and expertise with
fellow members by wriling a short article
on one of the lollowing subjecls.
NOV Aircraft longevily:
My plans to keep 'em flying
Replacing fuel bladders
Deadline: Oclober 1
DEC State of the Induslry:
Messages from oviofion leaders
Members' wish lisl:
Whall'd like 10 see on Ihe morkel
Deadline: November 1
See page 9822 for Ihe new 2007 ABS
Edilarial Calendar.
ABS SERVICE CLINIC & BPPP SCHEDULES
ARE ON PAGE 9787.
REGIONAL WEBSITES
AUSTRALIAN BONANZA SOCIETY www. abs.org.ou
BRAZILIAN BONANZA SOCIETY www. bononzoclube.com
MIDWEST BONANZA SOCIETY www.midweslbananza.org
NORTH EAST BONANZA GROUP www.nartheaslbonanzogroup.eom
Page 9829
ROCKY MOUNTAIN BONANZA SOCIETY www.rmbs.ws
PACIFIC BONANZA SOCIETY www.pacificbonanza.arg
SOUTHEASTERN BONANZA SOCIETY www.sebs.arg
SOUTHWEST BONANZA SOCIETY, INC. www.sauthwestbananza.cam
www.bonanza.org
ABS September 2006
Six Instruments
For The Price Of One.
1
2
Air Data Instrument
Pressure Altitude
Barometric Setting
Density Altitude
Density Altitude Difference
Indicated Air Speed
True Air Speed
Ground Speed
MACH Number
IVSI
Climb/Descent Gradient
Total Air Temperature
Static Air Temperature
ISA Temperature
Battery Voltage
Built·ln Alerter Instrument
Altitude Alerts
3
Encoder Module Instrument
Converts Altilude To Gray Code For Transponder Or GPS
Overspeed Warning
4
Fuel Data Instrument
Total Fuel Flow
Total Fuel Used
Total Fuel Remaining
Left Fuel Flow
Left Fuel Used
Right Fuel Flow
Right Fuel Used
Fuel Flow Left/Right
Fuel Efficiency
5
Winds Aloft Data Instrument
Wind Speed
Wind Direction
Wind Component
Wind Correction Angle
6
Jet Data Instrument
Take-Off Decision Speed
Rotation Speed
Take-Off Distance
Take-Off Power Setting
Climb Speed
Approach Speed
Landing Distance
Current Aircraft Weight
Static Error Correction
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Instrument Corp.
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