AMERICAN BONANZA SOCIETY NEWSLETTER

AMERICAN BONANZA SOCIETY NEWSLETTER
Editor : Relph G. H.. sloop
Publishe,.: Am.,.ic.n Bon.nu Soc i.ty , Inc .
CHEMUNG COUNTY AIRPORT
S.rving Elm i,.. Ar ••
HORSEHEADS. N.Y. 14145
1607 ) 739- 5515
Cin :ul.t ion: 602.
September 29, 1976
Volume 76 , No . 8
Page 629
BONANZA _OF
'-'.MO
:::N:::T=H
===--_TH_E
Another Reading Air Show Champion . If you look at the r ecent r eco rd s of the
Reading Air Show winne r s , one mi ght think that Bona nzas have a n insid e tra ck to the
winner ' s circle. If thi s i s t r ue , it is because of the tal ent of the owners and of
th e many c r af t smen who modif y a nd impr ove th ese airc r af t. The 1976 Bicentenial Year
winner is no excep ti on. Ro b er t~. Kie r an, ABS #5830, 4244 Gaines Mill Rd . , Birmingham,
AL 35213, says : "I am mi ght y pr oud of this bird , a nd 1 be li eve it i s th e mo st updated
and well-equipped Bona nza . "
AME"'C"N BONANZA SOCIETY NEWSLETTER " p .... I,-".d month ly . •• e ept 'or h month of Au .... t .
An,..,,1 """"rW'! 'p du •• It $10.00 of ..tllch • .00 II the ,r.Ib.c r lp tion pric. 10 the Am.d un Bon,nl.
Soc iety N""left,r. S«:ond CI ... po.l.p p. ld.t Hor ..ttud., N.Y. 14145.
P age 63 0
Sept embe r 29 , 1976
NEWS AND VIEW S
BONANZA OF THE MONTH--CONTlNUED FRO!-I FRONT PAGE
Mr . Ki e ran owns a 1958 Bonanza Model J-J5 . serial
number 0-5399.
He describes the changes as follows:
"The
modification wa s done in stages. It t ook 16 months to
comp lete. Fir s t , the body work was done at Beryl O' Sha nnon
by Allan Peter son , now of Jordan, />IN.
I have some pictures
taken before. during , and after modification.
"The following work was done at Beryl D' Shannon:
--Large third wind ow, V-358 style .
--1 /4 " V-35B one -piece windshield (this increased my
cruising speed about 6 mph).
--Stinger tail cone .
--V-358 vent system with five individual eyeball vents and
five eyeball li ghts.
--Individual sliding rear seats with headr es t. Rear sea t s
will lie down completely.
--Large baggage door.
--Cleveland wheel s and brakes (there is no compa ri son on
breaking action ove r old sty le).
--Air! oil sepa rator.
--Exhaust silencer (this reduced exhaust noi se by 30% with
no ba c k pressure).
--Flight ~x tender tip tanks, 15 gal. each. giving a total
o f 90 gal. of fuel and 200 lb. increase in useful load .
At 12.5 g.p.h. , this gives me 6 hr s . 20 min. range
plus 45 min. reserve, approximately l,20D-mile range-10 gal. more fuel than V-35B.
"The instrument panel and r adio work was done next.
This was done in Knoxville, TN, by Sexton Avionics . As you
can see , everything from the fire wall aft was removed. An
all new 1975 V-358 instrument panel , glare shield , and
c irc uit breaker panel were installed along with a flap
switch , landing gear s wit c h, prop throttl e and mixture controIs, parking brake handle and air control handles, a nd
all hardwar~ that goes with the panel fire wall aft. New
King Silver Cr own radio and other equ i pment we re installed
at this time .
"The following work was done at Sexton Avionics :
--2 King KX-175B NAVCOMs.
--King KCS-55A slaved pictorial NAV system.
--King KR-85 digital AOF with Kt 225 .
--King KN-7 4 RNAV computer .
--King Kl-226 RHl. (With the KN-74 RNA\! computer and
run. I have RMI to way point.)
--Kin g KT- 76 transponder , ident button also on wheel.
--Kin g KA-40 3-11 ght marker (remote).
--King KNl-520 VOR/Log glideslope indicator.
--King KMA- 20 audio control system.
--King KA-58 OME hold adaptor.
--King KA-52 autopilot adapto r.
--Kin g KN-6 5A OME with new-type r eadout.
--Mitchell Century III autopilot with radio , LOC, and
glideslope couplin g .
--Electric t rim.
--Autopilot off li ght .
--NARCO MK-500 encoding altimeter.
--Bonzer MK-IO radar altimeter.
--Dual glides l opes .
--Leigh Shar c 7 ELT with mike plug .
--Extra set of gyros, one se t electric , and one se t vacuum.
--Six individual fuel tank gauges (e liminated switching).
--NARCO AM-FM radio. two speakers, and four headsets.
--TMS 1.000 calc ulator installed in left wheel.
--Stop wat c h installed in right wheel.
--3- Ught wheel warning system (light for each wheel).
--Map light on pilot ' s wheel.
--Transponder id e nt button on wheel.
--Custom radio s witching panel.
--Plug by #3 seat fo r 5" So ny TV to keep kids occ up ied .
--Out side air temp. gauge, panel mounted with probe In
right wing air vent. Th is eliminated probe sti c king
outside of fuselage.
--Alternat e air source .
--V-35B map case under instrument panel.
--Sto r age under f r ont seats .
--Warning lights on oil pressu r e , fuel pressure , generato r.
--Extr a landin g 1ight on nose"wheel s trut.
--Battery box moved forward of fi r e wall.
--2 s trobe li ghts .
--Heated pitot tube.
--Cleve land wheels and brakes.
--6-probe EGT.
--Glideslope capture .... arning light.
--Dual control wheel .
Al l instrume nts have post lights plus li ghts under the
glare shield or elect r oluminescent sub panel li ght ing .
"The Bonanza was painted by Tuscaloosa Aircraft Paintin g Co., owned by 1\. IL Potts. This beautiful job wa s done
in Alumigrlp with t hese co l ors: white 6160. o rang e 5"'00 .
and Bonanza 8185. At this time, the N number was ch;1n~cJ
from N8262D to N55SK.
"The c ustom Interior was done by Corkey Watts . own e r
of Mi c ha els ' Interiors. I nc. , of'B irmingham , AL. This was
a complete cus t om job as everything had been taken ou t.
The window moldings are from V-35B and had to be custom
fitted. Sea t s were custom tailored like V- 35 seats. It
was supe r so undproofed also.
"T would like to exp r ess my appreciation for th e gr eat
work everyone did in the modification of my 1958 Bonanza."
Robert E. Kieran, ABS /15830
4244 Caines Mill Rd. , Birmingham. AI. 35213
LANDING GEAR MODIF I CATION ON OLDER BON/~~ZAS PERMITS EMERGENCY EXTENSION AT HI GHER SP EEDS
A Beech Service Letter, dated August. 1955 . was published in the June 1.967 ABS Newsletter. This.Service
Letter advised owner s of Bonanza Models 35 through E-35
of the availability of Kit s 35-603 and 35-604 which pe rmitted the lowering of landing gea r at higher speeds in an
emergency. The cu rrent Beech Kit Reference Guide no
l onger lists both of these kits. bu t Beech ' s "Bud"
Buettgenbach tells us they are avai lable. Bee c h Service
Letter of August IS, 1955, is r ep rinted for the information of newer Bonanza owner s and ABS members.
"A flight in st ru ct i on prog ram re ce ntl y conduc ted by
the University of Illinois embodies a principle known as
the 180.de~ree turn procedure . This procedurr i s designed
t o provide an emergency method which , properly applied,
will ass:lst a noninstrument pilot who finds hi1.1self in
instrument weat her t o return safely to VFR condi ti ons. As
applied to the Bonanza, an essential part of t he technique
is lowerin g the l anding gear at . O ~ near, cr ui sing air
speea s, to increase drag and, therefo r e, les ser the rill" nf
acceleration if the airplane s hou ld ge t into a nose-down
attitude. To make thi s pr ocedure feaSible. the land ing
gea r door linkage on th e Nodel F-35 Bonanza was
strengthened; the purpose of this Se rvi ce Letter is to
announce the availability of two kits for simila r modifications to Bonanzas prior to the F-35. i.e., Se ri als 0-1
th r ough 0-1500 and 0-1501 through D-3998.
"Kit 35-603 is designed for Bonanzas 0-1501 through
0-3998 and result s in an emergency gea r-d own speed of
175 mph lAS. whil e Kit 35-604 will provide an eme r ge ncy
gear-down speed o f 160 mph lAS on Bonanzas D-l through
0-1500. The se kits are available th r ough your Beechcraft
Distributor.
" It should be emphasized that the increase in allowable gear-down speeds made possible by these klts is an
emergency pro cedure on l y. Although the airplanes , wh~n
modified, will be s truct urally sound for a gear-down conf i gurat i on at the placard ed speeds , gear-down speed ma r ked
on the air speed indi cat o r and called out in the pilot ' s
check lists and handboo ks should be o~bserved for o rdinar y
operation to assure the normal se rvi ce life of the landing
gea r system components . "
•
•
SAFETY TIP - - - - - - - - - -_ _ _ _ _ _ _ _---,
While visiting the FSS personnel earlier thi s month
at the La Gua rdia Airport , th ey made a point of drawing
attention t o the annual weather changes that are now
occurring. "Wat ch for possible icing in the New England
area sho rtl y , " they warned . Two hours later while enroute
from teA t o Elmira, flying at 9,000 feet, it was necessa r y
to reque st an altitude cha nge due to a contin uing accunulati on of rime Ice of ove r one inch on the wings.
•
September 29, 1976
Page 631
NEWS AND VIEWS
•
GEAR-DOWN LANDING PROCEDURE OUTLINED BY CONSC IE NTIOUS MEM~
We are alwa ys in t e r es t ed in discussions and sugges-
tions on good flying prac tice s. Mr. Tilmon Chamlee . ASS
'6568, offers hi s ideas on the subjec~ea r -down checks
whic h he uses . A c heck list. with his information, should
be hand y for use when and if some unusual situa ti on i s
diverting th e pilot' s "no rmal" land l ng procedure .
The
list can be installed on the yoke arm or in a plnstic
cover withih the pilot ' s r each for reference .
bear Sir:
I am a comme r cia l pilot, arch it ect, and 450
•
•
+ hours-
in-type Bonanza pilot . When landing a Bonanza. I - always
land the same way and consider the gear the "fl rst notch
of flaps."
My procedure in an "H" Mode l is :
1 . Try t o arr iv e at patte rn altilude plu s a coup le of
hundred feet a t 1,800-1,900 rpm and 18"-20" MP .
2 . Hain t ain al tit ude , and the aircraft will slow to 140120 mph.
3 . Reduce powe r until "horn comes on" (warn passenge r s-mine is loud!) .
4. Drop gea r and listen fo r horn to quit , and when it
does ,
5. Drop flaps (in my c a se I drop them all); when the flap
motor stops,
6. Ease propell e r control in slowl y to maximum rpm position.
7. Only now, trim and go t hrough check list .
Immediately after trimming (normally on final), re call that:
1. Your eyes have been outside the aircraft the entire
period .
2. You have had six gear-down cues: (a) you heard the
ho rn come on, (b)-yQu heard t he gea r go down (with a final
click), (c) you f e lt the gea r go down (the aircraft s l owed
and wiggl ed) , Cd) you hea rd the ho rn go off , (e) you saw
"gear loc ked" l ight co;e7n , and (f) you saw the nose whee l indi cator point " down. "
-3 . The aircraft i s now indicating 85-90 mph , in the
landing configuratio n , and on f in al . You ca n com plete the
check li st " gumps ," o r whatever, as you adjust power to
17"-18" MP.
I put gas " on fullest tank" ten or more mil es out.
believe Mr. W. Guinther , ABS 111254 , recommend s opening
cowl flaps 0; the ground. His ILS procedure d r ops the
gea r over the ou ter marker to g ive 500 fpm des cent. So
far I haven ' t had a gea r inc ident (knock on wood) and
have n ' t had a nea r-miss in patte rn either . I r a i se flaps
only on the taxiway and have the gea r s wi tch pai nt ed red
a nd the flap indicator s wit ch painted gr een .
Tilmon Chamlee , A. I . A. , ABS 116568
P . O. Box 5111
Macon, GA 3 1208
HIGHER GROSS WEIGHT ON OLDER TIP TANKS APPROVED
Dea r Hr . Haesloop:
In January of this yea r , I co rrespond ed with you in
r ega rd t o one-only t ype ce rtifi cation for my K- 35 Bonan7.a
equ i pped with Safe Fl i ght Extender 12- gallon win g tip fue l
t anks . I hav e r ecent l y been awa r ded the desired supplemental-type ce rti fic ate whic h r emoves the g r oss weight
restri c tion of 2 ,806 Ib s. , exclusi ve of weight of wing tip
fuel. Your assistance in initiati on of co nt act with FAA
engineering o ffi c ial s wa s invaluable in this effort.
Please accept my thanks f o r your very impo rtant help.
Other owners of K-3S Bonan7.as equipped with Safe
Flight Extender l 2-ga1 l on wing tip fuel tanks may wish to
obtain similar one - only supplemental type certificates . I
will be happy to f urni s h them with copies of my co rrespondence file on t he subject , includi ng the completed
application wi t h necessary calculations . Because the filc
cont a in s 53 pages , some effort and expense is r equ ired fo r
du p li cation and postage. Interested members should inc lud e $25 with their r equests to cove r these costs .
Th a nk you agai n f or you r timely and informative advice in this matter.
Walte r K. Harrison . Ph . D., ABS 1/8599
5926 Germaine Lane
La Jolla. CA 92037
GOOD IDEAS ON C,EAR-UP LANDING PREVENTTON FRO~1
DR. l'lcCLANAIlAN ASS FOU:.lDER
Dear Hal:
In the last Newsletter, you described a Baron pilot
will' r:l~Hh .111 accidental gear-up landing. Enclosed is a
color photo of my "in vention " for p r eventing this. The
picture of my V-3SB panel shows a small r ed 1 ight just to
the left of lhe air speed indicator , which I.s labeled
" gear- up warnl.nR. ,. Tht:' I i~ht f i xtu r e cost 8Se . and I had
it wired to the gear horn circuit--one hour labor . Many
pilots do not "h ear" the horn.
r do not believe they
could fail to see the light which blinks directly in line
of sight .
Mine is adjusted so th at it activates when the manifold pressure goes below 15". 1 have used this now fo r a
numbe r of months and ca n find no fault with it.
B. J . McClanahan , ~1. D., J\BS III
P.O . Box 13
1484 )
Horne l l , NY
Dear Mac:
I'm respondin g to your use of a gear-up warning light.
1 have a simila r 1 ight in a warning unit which 1 have bee n
developing just because I enjoy doing this sort of thing.
lt cost me about $4 .2 5 so rar and the unit includes e l even
ot her light positions available for warning fu nc tions. You r
id ea of a liciht pla ced near th e a ir speed indi cato r is definit e l y of copyi ng by retra c table gear aircraft manufacture r s.
I. agree with you about set ting the throttle warning
s witch to operate at a higher manifold pressu r e reading .
Hine is adgu sted to operate when it goes below IS" hg . also.
The Beechcraft Shop ~lanua1 for my J-35 says that the
throttle shollid activ.1t(> th(> warning horn switch at 12" of
me r cury . [ may he m;lkinf; ., str,1ng(' admission , but I
rar(>lv reduce my thn'tr It· to 12" hg. Hy reasoning i s that
(1'1"'nsL- turn to the next page)
Sept ember 29, 1976
Pa ge 632
NE WS AND VI EWS
I do not want to encou r age c r acked cy l inders due to coo l ing the engine too fast. I fly high a nd make quick approaches (many times as direc t ed by ATC) , and I may never
reduce throt tle to 12" until t ' m quite l ow.
I would much rather hea r the horn when I am on downwind and opposite the "numbe r s " (VFR) o r at the o uter
marker (IFR) which is wher e 1 mi ght go t o somet hin g les s
t han 15" (but not to 12" or l ess) than to wait until just
be f or e f18reou~o find that I ' ve forgotten somethi ng .
So, I ' m not s ure wld e h idea you brought up 1s the
bes t, the gear warning light or th e higher se tting o f the
swi t c h. They both are good ideas .
Harold E. Dee , Jr .
Technical Di r ec t o r
EDI TOR' S NOTE: The Bonanza Type C ertificat~ does not
require a s pecific set ting of this s wi t Ch.
A....... ,hi"...
l);r...,h ~
VoIw_ 1 . II
7'.'5-02 -.IRllOll1iC IVoNIJrM;"TURlNG COKl'MIY ' ..... n ..... nte 19-2US.
Appll . . t~.
iilA, )OOCC~, 22OCC, ;nOCII, 221CC,
H2CW .nlline d ri"en p ....p •.
Coooplhnc. i. req"tr~ .. Iehin the neat 2S houre ti_ in
'er"1<:e, Or by ne.t '''1'1.1.1 1".pe<:Uon, .. hiche"e r oc<:ur. Hr.t,
.fteer
tlwr
eUec tive
dna of thll AD, unl . . . . Ir •• dy
.<:..-pli.hed.
To pr event 10. . of vtC""'" pret.urt with t h. t <:cOIIlp.nylng
lou o f di"ectlonel o r tttltude gy r o funcUon 1.::.,oropl1l h the
following ,
_eroo"l f" ooo •• .-vici . nd uphcI .. ith . noth.r .e"rltee.bl •
• pp r oved v . e", ..... pUlOp . 1l AirbOrne enlline d r iven ".c".... p .... p •
... nuhc t ul'~ prior to 1966 for whl .,h the roodel .nd .erl ll
n...tlere In lilted below,
""'"
lilA
~
hrlll tlwobe r l
"'0
1961
Induel".
'" thrll
Inch,Il".
'"
thr ll I2CHIO Incilleiv.
'"'" th"u
thru
Inclllll".
Inelllilve
'"' thl'''
thru 12C903 In .::lu, I ".
'"5CII
1962
1961
uu
1965
20OCC,
''''',.
U6]
It"
no.::c,
220CW
116_
1tn
nlCC,
222e"
,"5
,965
LAND l NG GEAR SAFETY SWITCH IDEAS FOR BONANZAS AND BA RONS
In try i ng t o fi nd ways to red uce the possibili ty of
inadvertant gear retraction on the ground, we have tal ked
with Lloyd Ald r i ch , Pr ojec t Se rvice Enginee r, at Beech
Air c raft. The cause of t his problem can be due ei ther to
mechanical failure o r human error, and/or a combina t ion of
theBe circumstances .
The s afety switch whic h s hould prevent retrac t i on when
the plane is on t he ground needs to be gi ven a t tent i on.
Mr . Al dridge suggests that it be i nspec t ed eve r y 100 ho urs
to determine if the mic r oswitc h "clicks . " Be Bure the
power is "off" and the gear s witch i s in the down position
as a normal precaution .
Once a year , o r whenever the plane is up on jacks for
a check. have the safety switch adjustment chec ked . The
pr ocedure for doing this (taken from a Beechc raft Shop
Manual) is as follows:
A. Pl ace tbe airc r aft on jacks.
B. Ch eck the landing gea r safe t y switch for proper
adjustment. Measure 3/4 inch down on the piston from the
bottom of the right shock strut cy linder and mark the
pis ton with a pie ce o f tape. Raise the righ t wheel with
a small jack , compressi ng t he s ho ck strut , until the tape
is even wi th the lower edge of th e cylinder . Adjus t the
swi t ch actuat i ng arm at the clev i s so t he switch is
actuated as the tape to uches the end of the cyl inder
thrll 12DI199 lnclud".
121:2211
12' )111
12H16"
llJ2 10
'"
'"'"'"
'"
tellr u
tellr"
tell r "
tellr u
tellr"
12H 5121 Ind ll' i"e
12J,n7 1".,lull".
12H6IO 1ncllll1"l
U)9J In.::lueJvl
OJ)71 inc-l",l1"e
"1 .. bOrne Itl nuh., t urlnq Co.plny S.rv ic. !.eue r 110. 16,
d l teed J.nuI .. y
1176, . leo poInlln. to telli • • ubJe.,te.
Thle _nclaente be.,_el .tt..,d"e -'lIqu.t II , 19'6,
2"
AIRBORNE VACUUM PUMP COMMENTS
I n an effo rt to obtain more information about the
above AD, Mr. Phil Peterson , of Airborne Mfg, Co. , was
co ntacte~. --He~ very helpful and provided a number of
useful comments as fo ll ows:
1 . This AD app li es primaril y to the Conversion Kit numbe r s l13A5 and 300-2 . These were the conversions from
wet to dry pumps. The 113A5 Kit was available durinr,
1960 through 196 5 , The 300-2 Kit was available 1963
through 1965.
1, The pumps used in co nv ersions avai l able for Bonanzas
we r e model numbe r 113A in the 113AS Kit and model number
200CW in the 300-2 Kit .
3. Anyone who ha s the affected pump shoilld contact their
local FBO or an Airborne Mfg . Co . distributor.
4. The replacement model i s the new 212CW dry pump , which
has a list price around $200. An exchange c r edit should
be app r oximately $37 on the 113A5 Model and SSO on the
200CW Hodel.
5 . New conve r sion kits are available. Kit numb e r 300- 2A
inc l udes the new pump, a new r egu lator , fittings , book ,
and STC copy .
6 . The Model 212CW ha s a 50% greate r service lif e ratin g
over the ea rli e r Model 200 .
7 . Any member who wishes further information may call
Hr . Pete r son at (216) 323-4676.
1976 ASS MEMBERSHIP DIRECTORY RECENTLY MAILED TO MEMBERS
The ASS Directory is norma ll y mailed during July .
Because a spec i a l effort wa s mad e this year by both the
ASS office and the print e r t o see that the Directory is as
accu r ate a s possible in the alphabetical section , s tate
listings. and re gistration number sec tion , the mailing was
de l ayed . The printe r r epo rt s that counti ng new member s
added, old member s delet ed , changes in ad dres s , c hanges in
air c raft model numbers and "Nil r eg istra tion numb e r s , etc . ,
9 , 897 lines or portions of lines we re affec ted.
1 SAFETY SWITCH
2 MAIN GEAR OUTBOARD
3 SAFETY
. . t1!'I ;
-- ~-~..
DOOR AD JUSTMENT
SWITCH ADJUSTMENT
All new Bonanzas, s t ar t ing a r ound serial number 9600,
have dual sa fet y switches. There i s one on eac h main gear .
This is really s uch a good idea that Bee chcraft is goi ng t c
offer a kit to Bonanza and Baron owner s to provide the
second safety s wit c h for those who ~ant the added safe t y .
ABS REG IONAL CHAPTER ACTIVITIES
North ~ Chapte r Fall Fl y-in scheduled fo r Oc t ober
9-10. a t Fr ench Lick, IN . For additional information
con t ac t~ Phelan , 307 W
oodland Lane , Ca rmel , IN 46032,
or I . .£lIDr ~ , 6606 Eden Roc Cr es t . indianapolis,
IN 46220.
Southwes t Chapter-- Fall Fl y- in is scheduled fo r October
8-11, at Brownsville, TX . A shopping tour in Metamoros,
Mexico, also Confede rat e Air Force Air Show and Museum
a re in the plans. Contact Fred Driscoll, Jr,. 109A White
Rock, No r th Cente r , Dalla s , TX 75238 . Phone (214»)48-0480
for fu r ther details .
Rocky Hountain Chapter -- Fall Fly-in is sc heduled for
Octo ber 8-10, at Four Seasons I nn , Colorado Springs , CO .
Contact~ , Denn i s~ , ABS 69306 , Box 425 , USAF Academy ,
Colo rado Sp rings , CO 80840 .
Septem be r 29, 197 6
P age 633
NEWS AND VI EWS
•
ABS MEMBER FLIES FROM ALASKA TO HAWAII
Russ Rink, ABS 14 , brought t o our attention the
fo llowing very fine article about the experiences o f
~
Hawaii.
f.
Compton , ABS 06244 , on his Bonanza flight to
One of the very in t eres ting aspects of this trip
is the usage and reliance on celestial navigation. Anyone interested in receiving a copy of his celes tial compu-
tations can do so by sending his or her request to ASS
·~eadquarters.
Mr. Compton also flew to the ABS Convention
10 Phoenix, AZ. from his home in Anchorage, AK, t hereb y
winn ing the $100 award donated by Aircraft Interiors. Inc .,
Dee r Va lley Airport, for the longes t distance travelled to
attend the Convention.
•
•
Solo By St a rlight by William C. Compton
Last November 1 flev to Havaii .
Most peop l e consider that' rational unless they find
out that I flew my own airpla ne, which, wild as it may
seem , has only one engine. Why t ake such a ridiculous
chance as to fly the Pscific in a si ngle-engine aircraft?
One of my leisure pastime s over the last five years
has been to study the fea s ibility of such a trip .
Gr adual l y , I became convinced that thi s flight cou ld be
very safe , that it was not a foolhardy venture and that 1
would en joy preparing for it and a ccomplishing it .
For four years , a notebook swelled with information
t o answer the big questions in fou r categories: Aircraft,
Navigation, Pilot, and Emergency Sys t ems .
Question No.1: Can any of the available light aircraft make a 2,350-statute-mile nonstop fligh t with
adeqUAte reserve fuel? Well, su r e , l ots can. Review of
operations manuals of a multitude of aircraft soon s howed
that singl e-engine airplanes have a g r eat r ange advan tage
over twins--they are simply more efficient . Most twins
can fly reasonably well on one e ngine , but ove rload a twin
with the fuel needed for an ocean crossing, and that airplane will gradually descend into the sea if one engine
quit s . So vhat 15 the advantage of two engi nes, with
double the c hance of e ngi ne fa ilure ? Actually, fai lure of
a well-maintained light airc ra f t engine probably occu r s
about once in 50,000 hours , so exposure t o that ri sk i s
ne gligible on a IS-hour flight. More likely so ur ces of
grief over ~ater are poor navigation and fuel exhaustion.
Of the singles, the performance figures were best
for the Beechcraft Bonanza. I bought a 1961 model in 1973,
replaced the engine, and added tip tanks, a s l aved directiona l gyro, and an emergency alternate gene rator . In
1974, I obtained a l OS-gallo n cabin tank from a man who
had flown the At lantic in his Bonanza. (See , th ere are
o ther nuts like me!) After 450 hours of (lying my
Bonanza, I knew its ca pabilities and trusted its e ngi ne .
Comp res sion was conSistently good o n all cylinders, serial
oil analyses were good , and no added oil was needed
between 25-hour c hanges . A specia l flight permit was
ob tained from the F . A. A.• allowing take-off at l OX over
normal gross weight for overwater flight . With platinum
spark plugs , the engine would d rone on and on without
protest at the l ow power settings needed for maximum ran ge .
This meant an aver age of 158 miles on 8 .8 gallons every
hour. giving ove r 3 , 800-statute-mile range with 225
gallons carried. This was the bird for the trip!
Question No.2: Since there aren't many landmarks in
the North PacHic, how do I fi nd Hawaii? Just as import ant l y , how do I know that my ground speed i s adequate t o
get there before the fuel runs out?
From cover to cover 1 soaked up a book named. simply ,
Air Navigation H02l6. published by the Navy. I learned
the science and then the art of using an aircraft bubble
sex tant for ce lestial navigation. Once my position fixes
were within two miles of my porch, I started takin g airborne fixes. They were exce llent IF there was no turbulen ce to bounce the bubble and IF I made no mis takes . And
there was always the compass, which can point the way over
tremendou s distances in ideal cond i tions and usually c an
be count ed on fo r a 30D-mile range.,
Question No . 3: Am I capable of such a trip in re ga rds
to training , endurance , etc.? To ge ner ally sharpen nly
aerQ(\autica l knowledge, I studied, practiced, and passed
the tests to earn an Air Transport Pilot Certificate in
1972. In 1974, 1 made a 1.70D-mile overland flight in
10:45, and was sti ll functioning OK ~ As a youngish
obstetrician , I had confidence in my ability to work long
periods without s leep .
Question No . 4: If things turn sour, is there a vay
out? Ls a land ing in the sea survivable? A survey of
light aircraft ocean ditchings s hows that 87.7 % of the
occupants of low wing , retrac table- geared, single-engine
aircraft landinR in the sea Ret out with minor or no
in j ury. What acout surviv1ng , once out of the airplane
and unin jured , when water temperatures are as low as
41°F? A closed cell foam pad was placed in the bottom of
an inflatable two-man raft, and a veatherproof radar
reflective canopy was installed over the top . A 8uit of
neoprene foam was obtained t o wear in the aircraft and
a comfortable J une swim in Lake Otis convinced me that
the hypothermia problem now had an ans_w er .
Marit ime survival books wer e studied, a nd add i tional
gear included a floating waterproof emergency r ad i o beacon,
water desalting apparatus , food , dye marker, flares, strobe
light , fishing gea r, etc . , etc . The last ana biggest item
at reassuranc e was a high-frequency transceiver . with
which 1 could converse with San Francisco . Honolulu, and
Anchorage f rom thousands of miles away.
By the time things had gone this fa r, I v as hooked .
July was the best month for the trip. Her e i t vas October
and everything was ready. I r easoned tha t if I waited
nine months , some drunk would run his snowmobil e into my
airplane, or I ' d land it gear up , or SOMETHING, 80 let's
go now .
The 3 1/2-hour flight to Cold Bay was made November
20. That afternoon condi tions were perfect for the Hawaii
flight , with tail wind s , and it looked good for the 21st,
so I spent the night, got up ea rly , and found that the
weather was now so- so . No ta il winds . Maybe slight head
winds. After the most ca r ef ul preflight inspection I've
ever made, I taxi o ut and receive my c learance. "390Z
is clea red to the Honolulu airport via flight planned
route . Maintain eight thousand." Off at 7:19 a.m., climb
to 8 ,000 feet, and Honolulu-here-we-come!
A warning moon i s in the wester n sky and the sextant
gives a line of position showing on co urse after one hour.
As expected, a front ahead, an hour and a half in clouds,
a little ice, then into the c l ear again. Three and a half
hours o ut, a sextant sight on the s un yields a posi tion
line perpendicular t o my course, giving a "speed line,"
and o ur ground speed in only III mph. YECCH. That ' s a
40-mph head wind! Another " sun line" an hour lat e r snows a
ground speed (what ground?) o( 117 mph. Still YECCH. Onward, fo r eve r the optimi st . The n 2 1/2 hours in more
weather, with the sun not visible , no fixes, and a new
wind forcnst over the radio i s unfavorable. So 7 : 15 and
870 miles out now, no celest i al fix fo r 2 1/2 hours , l ousy
g r ound speed . worse winds forcast ahead-- there's no
ques tion about it , to press on is to rely on luck. so it ' s
time to punt. A quick turnaround. a call t o Anchorage,
no more need for st r etching fue l , power up from 45% to 65%}
and tail winds expected. Soon it's dark . The stars come
out. Jupiter and Polaris give a fix, and the radiocompass
points to the Co ld Bay beacon, now 450 miles to the north .
High frequen cy co ntact is lost with Anchorage on 8938 kc ·
as the sun goes down, though I hear him calling me . I
try San Francisco on 5603 KC, and we converse like he is
across the dinner table. He relays my Cold Bay estimates
to Anchorage, and 1 update my progress periodicslly vith
sextant s hot s of Polaris . (The sextan t altitude of
Polaris, with a small co rrec tion, gives latitude . )
Landing at Cold Bay at 7:49 p . m. , after 12 1/2 hours over
the we t, nothing looks good except my oil, down less than
one quart . Happiness is dinner drunk while standing.
To my intense relief, the weathe r is lousy the next
a . m. a nd then the following afternoon it looks possible.
There is a low pressure center south of Cold Bay, giving
head winds on the direct route , but the fore c a s ter says
60-knot tail winds if I go over to the 170° W meridian,
400 miles west of the direct r oute , which makes the flight
(P lease turn to the next ·page)
Page 634
September 29 , 1976
NEWS AND VIEWS
2 , 700 statute miles (2,304 nautical) . SOLD! !!--but with
reservations. Sitting behind me in the cabin I s a tank
with 630 ~ounds of 100 octane fuel , st rapped down to the
air frame w1tn lIylon webbing stressed for 6 G' s . It takes
13 hour s ' flying to run that tank dry . While it is full,
I am nervous. Lo ng thought-out plans are for a morning
depart ure , 80 that a di t ching with a full cab in tank would
be with daylight, and good oppo rtunity to evaluate
sea s urfa ce and s pla s h down gen tly witho ut tearing
tank loose . The idea of a night ditching with the
tank full lacks any appeal whatsoever . Al so , from
the
the
cabin
50· N to
30· N latitude , wh ere I expect 60- knot north win<! s , ships
a r e reporting 35-knot wes t winds on the surface with high
seas , not a hospitable landing site. The problem i s
resolved by my firm confidence that 1 have f ue l, oi l, and
engi ne qua l ity which assure continuous power for 25 to 29
hours , depending on power se tting . Good winds a l of t and
weather allowing celes tial navigation are my most important
requirements and I lock night-ditching thoughts away in the
back of my brain.
Off at 2 : 37 p . m. local, cl imbing southwest fo r 50 0
North 170 0 West, where 1 will tu rn du e south. Level at
10,000 feet , clear skies, smooth air. A speed line on the
set ting s un, a cour se line of Jupiter as the sky darkens,
and then a thr ee-star fi x puts me at 50 0 N-170° W after
3 : 23 elapsed time, and I'm 17 minutes behind on my flight
plan. At 4:13 elapsed, I'm 48 0 N-170° W, mskin g 166 mph
grou nd speed, whi ch is a 10-mph tail wind . An hour l ater,
I'm c r ossing 43 0 22' N and WOW, 250 mph, 90-mph tail wind!!
Another hour later . working my next three-star fix . I discover my mistake on the la s t one , and I ' m now at 43°30 ' N,
making a ground speed of 175 , which means a 20-mph tail
wind . Looks like a longer trip than the 15:45 f li ght
planned, but I ' ve plenty of fu e l, and at least no head
winds.
A blanket of stars stretches from horizon to hori zon,
a nd the view of the heavens is abso lutely perfect. T turn
off the flashing whit e antico lli s ion light, for these are
not crowd ed skies. A bright red light suddenly appears on
the sea to the east . A ship , T pr esume , but somehow, the
light follows me, and I notice the red co lor graduall y
turning to yellow. It is Mars.
On into th e night we go. The moon come s up, and between the scattered cumulu s clouds 1 see the endles s s we lls
of the ocean . I lose Anchorage on the HF , so ca ll Honolulu
and stick with them. An hour l ater , a Pan Am flight cal l s
me on the VHF, wh y am T no t communicat ing with Ancho r age;
the cent er i s worri ed about? Apparently, Honol ulu and
Anchor age cent ers don't talk much . Reassu r ed , Pan Am says
good luck and good night, and r feel le ss a l one. The s tar
sights are working; ground speed is [al l'; 1 co rrect this way
one hour and that wa y the next acco rdin g to the sta rs. The
engine sounds good, a rosy gl ow, for 1 know I will make it
this time.
Midnight, 9:23 e lapsed time, I ' m down t o 35° N latitude, and turn southeast for Hono lulu. I st ill have over
1 , 000 miles to go, but having turned south eas t for the run
in to Honolulu J keep imaginin g It' s Just an hour ahead ,
and 1 can almost see it. The ADF picks up commerc ial
broad cast stations on Oahu and points dead ahead.
Meanwhile, the cumulus t ops a r e ge tting higher, and
1 weave among them in the full moon li ght while climbing
to stay on top. But the c l ouds are c limbing too, and at
15,000 feet, they swallow th e bona nza , bounce it, and
coa t it with ice. Down we go, and at 7 , 000 feet t he air
1s warm , th e ice is gone , but my friends , the stars , are
gone too, permanently. That means no celestial fixes ,
but the radiocompass gives crossbca r ings from French
Frigate Shoals , a roc k with a radiobeacon halfway between
Hawaii and Midway [ s land . At 4 a . m. , 13 : 23 elapsed time,
in turbulence and clou d , whil e running the last few
gallons from the cabin tank . the engine is suddenly rough
and stays that wa y . The instruments s how the number 5
cy linde r is not firing. My greatest fear , a night dit ching
in the ocean , lea ps from a l ocked closet in my cerebrum .
My heart i s pounding as 1 tell Hon olulu of the dead
cy linder and my estimated position. An inc rea se in power
setting and mixture holds the altitude and air speed but
fue l flow has increased an unknown but s ure l y s ignifica nt
amount . Sca ry , but not too bad if the engine will keep
going like this. One hundred fifteen ga llons on boa rd,
and it looks like four more hours.
Honolulu ask s wheth e r we're declaring an emergency
and r eques ting a n esco rt. Negative and negative is the
answer. It looks like a piece of sediment from the cabin
tank ha s entered the fuel line and plugged the fuel
injec tion noz zle on number 5 cylinder. This isn ' t good ,
but isn 't bad like throwing a valve and grinding it up in
the engine . My confidence i s return i ng with each minute
the engine keeps running .
Am I tired. Exhausted but tense. The coffee is all
gone. The wet suit i s wet. I am dry. TIle output jug is
full, and the intake j ug almost empty . Complacency sets
in . I dream of the great out house in the sky . Lucky for
th e autopi l ot--it hol ds course flawles s ly.
The sky is light ening and the communications are
fading with the rising sun , invisible through solid
clo ud s . The radiocompa ss gets nothing but static fro ~ rain
showe r s all around. Breaki ng out between s howers . it
poi nt s mo r e or less ahead at some Oahu radio s tation.
I ' ve had the transponder on, and occasiona lly the
reply light flashes , meaning I ' m just out o f range of a
radar interrogat ion . Let's try 126.5 mc , on VHF, the
Honolulu Cen t er frequen cy for the northwest sector . The
g rou nd stations are not readable, bu t an aircraft is heard
ta~king to Honolulu Cente r.
1 call for a relay and bang!
"390Zulu, Coast Guard 438, come up 121 . 5." I do, and he ' s
a C130 out to escort me in case I ditch. I ' m thinking .
"Gad, what does a Herc cos t per hour ?" and say ing , "Hey.
I did not , r epeat NOT, declare an emergent:: y. " He knows,
it ' s free , nothing bette r to do. see you soon .
Never did see him, as he was at 16 , 000 fee t and I at
7 , 000. He kept bugging me for transmission s to home on
me, while I was busy tuning up thi s and that stat ion
through the s t atic on the direction finder. I 'm su re he'd
have been appr eciated infinitely more if 1 had ditched .
Sudden realization--"That ' s Land!"--the hUls of
Oahu dead ahead, between cloud laye r s . Radar contact with
Hololulu Center, "What ' s your fuel s tate ?" " Seven Hours."
Handoff to Honolulu Approa ch Control. " 390Zulu, say your
i nt entions ." "I LS r unway 4 ri gh t, cir c l e t o l a nd 22 le f t."
Beat him at t hat game by listening before ca lling . A
co nsc iou s effo rt to prove I ' m still sha r p and alert , but
I'm really not.
Touchdown at Honolulu international 17 hours 49 minutes
afte r departure from Co ld Bay , with 53 gallons left in the
tank s . 1 pa rk the airplane , and a line boy walks ou t to
see what this c r eature in a c razy red wet suit is doing ,
c rawling off the wing and falling on his face.
"Where ' d you come in from? "
"Cold 8a'y."
"Which island is that on? " 1 say no , Co ld Bay is in
Alaska, and he thinks I ' m pulling hi s leg until he gets
downwi nd of me .
I had always imagined a triumphant step fr om the airplane into the Hawaiian s unshine a 13 NcJ 1 Armstrong , but
it' s raining in buckets , 1 can hardl y wal k, and I ' m just
totally \lI"ung out from t he tension of th~ rough engine and
the ignominy of having scrambled a He r c .
But it' s different . The trip will stay with me as a
brief moment of beauty snd grace and triumph, in an
eternity of hurried mea l s and midn ight phone ca ll s , a nd
next time I 'll chamois my f uel. thank you .
Why did I do it? Adven ture . Change of pace. The
cha llenge of doing something difficult in another pr ofession intrigued me. There we re jets over that ocean with
three pilots , a flight engineer, and a navigator, but any
two or maybe one of them could have do ne the whole thing.
But t hey didn't and 1 did. If that ' s an ego trip, let it
be. I might l ose my medical next year but t won 't lose the
memories. [t will be [un reliving thi s and o ther exper i ences when ['m salted away in an old folks ' home.
1 must end by saying that thi s flight i s not a fi r st,
nor a record, nor rea ll y remarkable at all . Aircraft like
mine a r e flown over the oceans daily on sim ilar trips .
But for me, it was spec ial.
•
•
•
Sept em be r 29, 1976
Page 635
NEWS AND VI E WS
•
TRIM TAB INSTALLATION NEEDS INSPECTI ON AFTER REPAINTING
ON 35 THROUGH G-35
1>"'1'1111
s..., 1><" ..._ 1 .......... ocl OI, ot ,...
"'''., ... _ o l , _ . o.... ori ... '' .. .
Dear Ralph :
I'm sorry to hear of your plans to retire, but I ' m
sure the decision by you and Mrs. Haesloop is as astute as
(.".............""""'"
~' ...
for owners of older models (G- 35s and back) with the
"small" elevator trim tabs. About 10 months ago , I sustained some surface damage to the left ruddervator on my
•
C-35 while parked near two E. P . A. Huey helicopters.
I
I
I
•
""""'0<1,_ b. ,'''
1' ... 111 I
Last month on my annual inspection, I discovered
another bit of Bonanza "lore" that ecuId be a problem area
I
.,.",. ..... ' "",,00
M"'NI'OW[R
the many others you have made over the years .
r
~
A
Cessna 210 1n the same area suffered some skin damage. so
we figured the cause as copter induced . However , that ' s
anothe r story. To get to the point, my insurance carrier
authorized the replacement of the ruddervator, and since
my "old turkey" was original and badly in need of paint.
she was given a new polyurethane coat . My IA noticed a
bit of play in the left trim tab when worked fore and aft
by hand . Closer inspection revealed that when the elev a t or
and trim tab had been reassembled after replacement, th e
tab hinge pin had not been inserted correctly. There wa s
no dan ge r of the surface separating , but the tab and the
elevator surfaces were rubbing along their entire length.
When the hinge pin is inserted in the proper "weave." it
acts as a bearing surface; t he tab i s free - standing .
Also, the ingenuofis deech design is such that the pin i s
literally locked at the top end. I immediately checked
other older Bonanzas on my field and found two more that
had been repainted with incorrectly ins talled pins. I
would suggest that anyone with a stral~ ht 35 through a C- 35
who has had the trim tab s removed for any reason should
check them.
A few years ago, there were many letters to the Newsletter (see pages 33M, 54 , and 56) about i nco rrect
1nstallat10n of the c urved portion of these same tabs so
you can see how easily this can pas s unnoticed .
Jim O' Day , ABS '2783
6132 S . Che rrywood Ci rcle
Littleton , CO
80121
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MARK YOUR CALENDAR FOR ABS 1977 CONVENTION
Just to make s ure you have plenty of time to start
planning for next yea r's convention , plea se mark
July 13-17 , 1977, as ASS time. The location is the
Red Ca r pet 'lnn, Ailwaukee, WI.
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SERVICE INSTRUCTIONS
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PREVENTATIVE MAINTENANCE REMINDER
Missing cone s or baffle s inside mufflers redu ce the
heat output conside rably. Many Bonan za owner s have sa i~
that after installing a remanufactu r ed unit, the heat output was ~ore than doubled and t hey cou l d ha rdly believe
the difference.
September 29, 1976
P age 636
NE WS AND V I EWS
Mf.}IBER SUGGESTS HETIIOU TO C,\l:-i IN STRtJ}IENT SPACE I N OLDER
BONANZAS
The ABS o ffl c (' rCC't'ivC'd n rC'quC'st fn'm Mikc SilVl-'stlc!r .
ASS 1/4487 , r C~i1rdlnA.1 r'ombinllti(1n rn.l nif f,ld prcss~1.nd­
fuel fl ow gau~e for .1 1\-35 ...·hidl uses :tn lC'1-470C en~jne.
The almost Identical
the
du~l
L' n ~inp
I~
used in the P-35 \·:bl("h has
in strument .
Dea r Ralph:
This is in reply to you r .'('cent letter in which \'ou
asked i f a combination manifold pressu r e il nd fuel flo ....
indicator could be u sed in OJ ' lodel I{-)S Bonanza .
1 c an see no reason wh y till' du ,ll inst r ument co uld no t
be used in Lhe ~lodeJ K- 35 Bonllnz,L
The fue J f l ow Indic ator is a c tuall y ':1 c:11 ih r ated ful'! p r essure gauge so it
wou l d r ead s llghtlv diffe r en t than the exis tin g ga uge.
Once this fact i s recognizo::d , nil shou ld be well .
I tru s t thal the above inform;ltion will be of hclp
to you .
J. Normnn Culvin . ABS 1.701.
2504 Cleo Oak Cirell' , \·,!ichita . KS 67201
HOW DOES YOUR ST.... LL WAR.'\ING UN I T SOUND?
Aft e r fifteen or twenty vears of lISa~l! , it i s possible that the highl y r eliabl ..· Saf~ Fligh t \~arning l'n l t
might need adjustment.
About a "ea r a~o , I noticed mln~
wa s not p r od uci ng a l ong , faSl rl'sponding signal (when
compa r ed to newer Bonanzas) .
It wasn ' t unt i I I found t
could t est It on th~ g r ound <Jnd Llct unlly lwve it !l£1 rl!spond for 3n In stan t that I became serio us abo ut correcting Its problcm.
Upon Initial Insp~ction of t h ..., unll , I was surprised
that 1 could not find an extern31 adjlJstml!nt sc rew fOl"
co rre c tin g this c hanged pe r fo rma m'", condition.
Mos t horns
have an adjusting sc r e w.
The unit is sealed mechanical l y
by the manufacturer by heating tIll.! case and fllsing the top
to the case , so It c an not be opcn£.'d for I nspect i on .
1 c hecked with the loca! alr c rnft supp)\' house to se£'
how mu c h a m'w unit cost . The Bl'('>c ll P:1.J·t Is listed as
slightl y ove r ';f;0 .
I t he n inquirl'd :1.bout a compa rable
Cess na lInit.
It is listed ilt slifo1,htlv over 527 . The
Cessna unit would alsu need .:l new mOllnt ing hri.lcket .
I
looked at and contemplato::d using ;J SilZlICci . Honda, o r
even a Radio Shack burglar alarm ho rn. Th ..,v were mu ch
c heaper and ju s t as effectiv£.' : but till' obvious obiL'ctl\"lns
to the use of non s tandard itl'ms , plu s the thou~ht of additional labor requir ed to make a suitable mount in g bracket .
weighed heav!lv against these ll'ss des irable alternatives.
The so lution Is to readjust the ori~l ni.ll warning unit and
ge t another twenty yea r s o u t of it .
Mine has been readju stl:!d . and . at the moment, I am
mor e proud of its Quick , l o ud sound than anything else.
He r e ' s what was done (refer to sketc h below) :
-----"'----
,I
CU1-.
AROUND
AUOIO BOX
)
AUDiO BOX
MOUNTING SCR~:W
I'II' ~
J.__.:..,
i
_! _""1-4
_'_
LOCKNUT
MueSTI NCo SCREW
I . Remove unl t I r om aircraft . Tape till' wi r L' to."rmi.nals
and m,1rk them n s plus o r minus acc('rdln~ to the markin~s
"Il the unit.
~ly unit has two wi J'cs \111 till' p lu s sid(' (one
~ues to the bus , the uthe r gOl' S lu thl! s tdll w':l rnjn~ li ~hl)
and o ne wire on the lI£.'gative sid(' which gOL'S t(1 the stall
warning switch In the win~ .
Be sure th(o' ~1.l s tL'r slo.'itch i1'
kept Off during this wo r k.
-.
l'sing a p la stic bl.ade in a table jigsaw . l'.1J'(·fullv cut
around the unit just above the n.Jmeplatt.' dccal.
Do not ClJt
mo r e than )/16 inch uC'ep to avo i d hitting tiJ(' me tal aurtio
box inside.
) . Remove the audio box by removing Its mountln~ screw ,
4.
Loosen the adjust Ing screw l ock nut.
5 . Connect some test leads to the w.:lrnlu ~ unit min us a nd
p lus leads to u se f o r applying 12 vnc powl.'r.
fl ,
Ad just the sc rew, oul and in . while mllml'Tltnrllv app l yIng powe r to the test le ... ds . Fi nd th(' mldd ll' puln t and
tighten the locknut.
Retest lIni t.
7. Reassemble audio box 1n the bOltom of Its case .
8. Use a plasti c epoxy and put a bend ot l'pox\' .1rou nd til('
(HY!'ltll Epoxi-Patch
cul surfaCe of the bo tt om of the case.
Kit . Ol ean . NY, i s ve r y good . )
9. Allow unit to cu r e .
10 . Reinstall un i t in aircraft.
In about three hours ' "labor" time, .1 1 C't~ per hour
plus the new unit cost , you have saved $105 .
Harold E . Dee , .J r.
Technical Olrector
RESPONSES TO REQUEST FOR EARLY BONANZA INFOR.'1ATlON STARTING TO CO~E IN
The in i tial re s ult s of our requfo'st In the Newslette r
last mon t h i nd i cate th,:lt owne r s of Model )5 Bonanzas are
not il mi nority ~ r oup.
If onc were t\1 spt.'culatc aboll t A3S
Nl?w sle tt e r reader r elolpClnse ratios vs l oull representation ,
the rL' su lt ~ ml~ht 1~·.1d am' to believe thnt ,,11 straight
)5s are f l vln~ .
Some of the early responders arc the
owne r s of thl.' fo ll ow in~ ser ial number BOII.1nZa1':
0-1150
.lohn Duquette
ABS 113761.
0-1111
H. L. Tucker
ABS 118859
0-1110
Gerald t. Lucy Coigny
,\SS 1/ 1875
0-1096
Al Isl ey
ASS 11 9463
D-I052
Art Harrison
ASS #7) 96
0-908
Kenly R. ~'u l enex
ASS '19472
0-880
Haro ld A. Lossne r
ABS 14497
William A . Jory
,\8S 89452
D-862
D- 6R9
W. IJ . ~la I ouf
t\BS #9395
Franc I s E. Hoffman
fdjS 11 94)0
0-"40
1)-617
Arthur R. Far la
AB S 119429
D-558
Rav Grange
/\B5 1148 31
0-496
Stewart H. Eme r v
ASS 118572
0-440
Rex Su rber
~onmember
D-46
Philip Zenn
,\BS 116673
0-4 1
~onmember
Rex Devine
A, Swlde n
0-35
ABS 117152
D-9
Robert l'i c af'"d
ASS #9138
~' EHBER
SAVES
~!ONE"
FRO:1 NEWSLETTER SO LUTION TO FUEL CELL
~O LLAl'~~~.G
DL'n r 11;11:
This i.s a fol l ow-up on my r ecent pho ne call regard i ng
" co llap s i ng/wr i nkl tng" fuel cell In ou r 1'-)5 Bonanza providing ~rrat i c fu£.'1 ga uge reading. As yo u rccal l. the
cell would feed no rmall y : but after bu r ning some fueJ from
that side . the gauge would go back toward t he full mark .
We found that the bladde r would wrinkle u nder the float
pushing it up.
After checking t he vent system and feeling all th e
uppe r a tta ch pol nt H In place , wc r esorted t o sea r c hing all
th e o l d ABS Newsletter s (Pete r Brant on's Index was invaluable). The clue tu rn ed up in an old commen t by Norm
Co l vin "bout ve nt s ilnd ca ps.
Rep la cement or both 0 rings
I n t be fi ll i!r cap solved the p ro b l em !
It' s tru l y .1mazing t he effo r t and mo ney one ca n ex pend on such s imple p r o bl ems .
John P . Sh ll y . M.D .• ABS 113911
4 ~Ii I£.' End Lane
'1e l ville , NY 11 746