May 2005 - American Bonanza Society

Transcription

HI ;\ {
~I
r'
C
owned
Ouir.plbf'esslcmal staff
has decades of experience in aviation insurance, and we
are uniquely qna\lfied to provide ADS members a little
"plane talk" about their individual insurance requirements.
The ASS Program is one of the most comprehensive
insurance programs available in the industry today and
fea tures expanded coverages, access to a variety of
underwriters and competitive rates. The professional
Falcon staff is dedicated to serving ABS members with an
insurance program that is setting the standard for the
industry. Call today for same day quotes and coverage.
Falcon Insurance Agency is the Insurance Program Manager for the
ABS INSURANCE PROGRAM
1-800-259-4ABS (4227)
www.fa lconinsurance.com
Fax: 830-792-1144
P.O. Box 291388· Kerrville, Texas 78029
Vo lume 05
Number 5
M AY
ON THE COVER
8988 BEECHCRAFT
8999 ADVENTURES IN
N6251V, MY 56TC
OF THE MONTH
By LillIl KaSfcm
N79X. John Burke's 56TC.
9001 DEAR 56TC OWNERS ...
FEATURES
By John M. M iller
8988 ABS CONVENTION :
9003 BPPP: HYPOXIA
HEADED TO DALLAS!
CALL FOR SPEAKERS
By Gregory F Ricca. M D
9007 COLEMILL
8990 THE 56TC: WE DID IT.. .
CONVERSION
BECAUSE WE COULD
By G. Radford Moellel; MD
By Larry A. Ball
9011 WINDOW WISDOM
8992 THE BARON 56TC:
By Dennis Woller
SOUD RIDE IN TURBUUENCE
9014 SAFETY IN NUMBERS
By Chris Bedell
ABS MEMBERSHIP CAMPAIGN
HIGHLY UNDERRATED
By Kip Yean vood
9018 A GEAR-UP PERSONAL
BEAUTIFUL FLEXIBLE & FAST
EXPERIENCE
By ROil HUller
By Laurence A. Hirsh
9022 B20SH XVI
FAST. SAFE. COMFORTABLE.
RELIABLE-AND FUN TO FLY!
By P. James Nugent
By Elliott Schiffman
POWER, SPEED &
UNMATCHED PERFORMANCE!
By Bill Cammack
' _.
8S85 PRESIDENT'S COMMENTS
DEPARTMENTS
9015
8006A AD SECTION
by Craig Bailey
8003
BPPP SCHEDULE
9004
TECH TIPS/TECH NOTES
br Neil Polxm:
a"lId Arky Foulk
AEROMEDICAL NEWS
by Charles Davidsoll . M.D.
9010
SERVICE CLINICS
Send articles/letters to:
ABS Magazine Publication Office
PO. Box 12888. Wichita. KS 67277
Tel: 316-945-1700 Fa x: 316-945-1710
E-mail: bonanza1 @bonanza.org
Website: http://www.bonanza.org
Cop~'
and phol~raph§ submitted for I'ublicalion btcome tht proptrly of the Sodf'ly
and shall not bt murllfd. ArtM:k!, \IIbmintd .. IIh plCIu~ ~i'·r publicauon pref~
EDITOR-IN-CH IEF: Nancy Johnson. ADS Executive Director
ART DIREcrOR : Jim Simpson
EDITORIAL CONSULTANT: Pmric Rowley
9025
CURRENTS
by Lelll Gage
9009
EDITOR : BellY Rowley
AIRCRAFT TECHNICAL EDITOR : Thomas P. Turner
·
9020
Fa/col/Insurance
AVIONICS
by Jim H ughes
9028
INSURANCE
by Johll AI/ell
9028 GROUND CONTROL
by Nallcy ) oh"soll
REGIONAL NEWS
9027 CALENDAR
ABS M... GAZIXE{lSS ~ IS38·9960) is publi5hcd monthly by the Amcric;w Bocwua
Soctdy JI thr V.~w:hiu. ~hd·Coounetll Aupon. 1922 MJdfl£'kI Road. " -ICIuu.. KS
6720\1. Tht prICe of I ~cart) wbsropoon is Llll;11Ided ilIlhI: -w dots 1S50) of
SocICl,. members. PenodICalS posllge paid II V.~w:hilil. KIn)&). and 1Il addillollai
mailinlt offices.
Display. Ad vertising
Direc to r
John Shoemaker
2779 Aero Pork Drive.
PO. Box 968. Traverse City.
M149684
1-800-773-7798. ext 3317
Fox: 231-946-9588
No put of th,s publklllioa rna) be rt'pIln.ro or duplkaleel "",!bout tJxo ""nurn
pomi14lOll 01 thr Edilor III Cbid
The Soi."Id) and Publlshrr tanQOl acapc respon~ibllJl,. for !he COfI'CC1IlC» or IC'tIIf3Cy
of tlk mane,.,. prinled Mrelll or for any Ofllll ions e.\pressed. Opimoos of thr Editor or
ronuibulur< 00 not nt«SS:lrily ftPrescru !he- po<ition of !be Sockly. Articles or O!hcr
m3Ien.tls by ..xl abod OfJan~aoons other IlwI ASS art' priDled 11\ !be ABS MIl~JM as
I~) and mmiIer <a.·itt, E\cqJI. nreul) $&aICd Ihrir ~ in llui.-,·
aziDe- doe!; IlOl romtil lllC' M mcloricmmt by ADS of !he ~ <tnicrs ott"o~ of
soch OfJllllrotion. Pubb;.her ~'e-lhe right 10 ftJCC' iIIl) malmal ~,~ for pWlicatioo.
A." Sl:AL DUES: liS- SSO. Canad" & Mc.\.ro--SSO (l'S). FottIga---S8S (US1.
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POSTMASTER: Send :lddtess clLllnges to ABS \fAGAZl.W:. P.O.
\\"Il-lu!l.
KS 67277-2888. C Coronaht 200S
80~
12888.
1922 MIDFIELD ROAD
P.O. BOX 12888 . WICHITA. KS 67277
TEL: 316-945-1 700 FAX 316-945-1710
E-MAIl: ABSmail @bananza .org
OFFICE HOURS:
M-F 8:30 am - 5 pm (Central Time)
www.bononzo.org
ABS exists to promote aviation safety and flying enjoyment through education and
information-sharing among owners and operotors of Bonanzas. Barons and Travel Airs
throughout the world.
ABS MEMBERSHIP SERVICES
Monthly ASS Magazine ' One-on·One Aircraft Advice ' Recurrent Trainmg through Beechcraft Pilot
HELP MAKE THIS YOUR MAGAZIN E.
2005 EDITORIAL
CALENDAR
Consider what experiences you hove hod
that you could share with your fellow
members. Then get busy with your pencil.
typewriter or computer. Send your contribution by mail. fax or e-mail.
JULY TOPICS
2005 CONVENTION :Y'ALL COME!
Proficiency Program · Aircraft Service Clinics ' Air Safety Foundation Research & Development
Projects ' Regulatory & Industry Representation ' Annual Convention & Trade Shaw ' Affiliated
Aircraft Insurance with Falcon Insurance ' Members-only Website Section ' Educational Books.
Videos & Logo Merchandise ' ABS MasterCard (with RAPID Discounts) • Prafessionally Staffed
Headquarters ' Tool Rental Program.
Term exp ires
• Second and final term
PRESIDENT
CRAIG R. BAILEY (Area 4)
' 2007
2518 Colony Ave" lindenhurst.IL 60046
phone: 847-64~866 . lax: 847-646-7768
e-mail: [email protected]
VICE PRESIDENT
JON LUYJArea 7)
2005
B.J. McClanahan. MD
1967-1971
Fronk G. Ross
1971 - 1973
Russell W. Rink
1973- 1975
Hypolite T.landry. Jr" MD
1975-1976
Calvin B. Early. MD. PhD
1976-1977
Copt.Jesse EAdams. USN(R) 1977-1978
GLASS COCKPIT
TRANSITION TRAINING
205 Arne or Road, Sutter Creek. CA 95685
David P. Barton
1978-1979
e-mail: jdebona [email protected]
Alden C. Barrios
1979-1980
SECRETARY
CHARLES S. DAVIDSON. M.D. (Area 3) 2006
1605 Wood Duck Ln" Kill Devil Hills. NC 27948
phone: 252441-5698. lax: 252441-5853
Fred A. Driscoll. Jr.
1980-1981
E.M. Anderson, Jr.
1981-1983
MONTH
Donald l. Monday
1983-1984
AUG E-series engines: tips for flying and
Harry G. Hadler
19B4-1985
maintaining a classic
John E. Pixton
1985-1986
Charles R. Gibbs
Oxygen options
Deadline July 1
1986-1987
EHTloil: jsok:@ptd.net
Jaseph McClain. III
1987-19B8
ASST. TREASURER
ARTHUR W. BROCK (Area 8)
2006
2831 Colt Rd" Rancho Palos Verdes. CA 90275
phone: 310-548·8507. lax: 310-548-3767
lee larson
198B-1989
Will iam H. Bush
1989-1990
Ray l. leadabrand
1990-1991
James C. GosselL III
1991-1992
Warren E. Hoffner
1992-1993
phone: 209-267-0167. lax: 209·267-0247
TREASURER
JAMES E.SOK (Area 1)
' 2007
9 Spruce Dr" PO Box 1895. Lakeville. CT 06039
phone: 610-530-1759
GEORGE GIRTON (Area 2)
3701 Murvihill Rd.
Valparaiso. IN 46383
phone: 219-464-9956
2007
John H. Kilbourne
1993-1994
Barrie Hiern, MD
1994-1996
JACK THREADGILL (Area 5)
'2005
1602 Brook Hollow Drive. Bryan. TX 77802
phone: 979-779-7155. lax: 979-775-7432
Ron Vickrey
1996-1997
Willis Hawkins
1997-1998
e-mail: threadgl@tca .net
William C. Carter
199B-1999
Tilden D. Richards
1999-2000
BILL STOVALL (Area 6)
2006
32675 Woodside Dr.• Evergreen. CO 80439
Jan Raadleldl
2000-2001
Harald 8os1
2001·2002
JOHN D. HASTINGS. M.D. (At-Large) ' 2005
1432 S. Newport Ave.Tulsa. OK 74120-5601
phone: 918-747-7517. lax: 918-742·7947
Jack Threadgill
2002·2003
Jack Haslings.MD
2003·2004
phone: 303-670-2244. lax: 303-670-3385
DEADLINE JUNE
SEP
1
~
Hord-workin9 Beechcraft: Bonanzas
and Barons 10 commercial and
military service
Nexf-generotion Beech mechanics
Deadline Augusl 1
OCT Most comman Tech Tips questions
Auxiliary fuel systems
Deadline September 1
NOV Downtime projects: what members
do with Iheir airplanes when Ihe
weather's bad
Gone in a flash :
the Beech 38P Lighlning
Deadline Oclober 1
DEC Slale 01 the Industry
Healer basics
Deadline November 1
PRESIDENT'S COMMENTS
Study the NTSB report
on 2004 accidents
pring has finally arrived on the calendar, bUl here in
The National Transportation
Chicago sometimes it is hard to tell! During the early
Safety Board recently reponed genweeks. we can have snow one day and 70-degree weatheral aviation accidents in 2004 were
er the next. I have gonen the lawn mower ready for the
the lowest on record. We should all
season.. . butl have not yet PUt the snow blower away.
feel good about this trend, but we must continue to do our pan
This past weekend provided an example of perfect spring
to ensure we don 't have an accident or incident. During 2004.
weather in Chicago with temperatures in the low 70s. low
there were 190 reponed Beechcraft pi ston mishaps.
humidity, calm winds and no bugs yet to clean off the plane after
Using the "useful links" on the ABS website. you can find
the flight. The airpon where I am based was a beehive of activa link to "Beechcraft Weekly Accident Update and Other
ity. Many hangar doors were up for the first time in months.
Safety Information." This is a summary and analysis of acciWinter weekends are a time for many of us to nestle in, snug
dents by Mastery Flight Training, Inc, a company owned and
and wann by the fireplace to watch our favorite spons teams
operated by Tom Turner, ABS Technical Services Manager.
play. As the temperatures dip, our enthusiasm lessens for braving
This site offers a tremendous amount of accident and incident
the elements to go flying . With the coming of spring, thoughts of
information on pi ston Beechcrafts.
stretching our wings and enjoying the free- You may have a current fIi ht
I am a believer that we can learn
dam of flight grow stronger.
g
much by looking at accident data and
review. but have you done using that information to help us avoid
Are we ready to fly?
three takeoffs and landings the same fate. Of the 190 mishaps reportAs pilots we are charged with ensur- in the last 90 days so you are ed last year. 64 (34 percent) had substaning the safety of our flights. We must look legal to carry passengers?
tial damage, and there were 26 fataliti es.
at fuel requirements, runway lengths, curReported mishaps and reponed fatalities
rent and forecast weather. takeoff and landing distance inforwere both down from 2003. But it is clear to me that each of
mation and any known traffic delay. In addition to looking
us can and should do more lO maintain and illljJmve our fl ying
carefully at these items. we need to ensure the plane is airworskills. which should help to fUl1her reduce the number of
thy and that the pi lot is also ready to go.
accidents and incidents.
Perhaps the mOSt important part of a safe flight is the
pilot. yet we probably spend the least amount of time on ourInvest in recurrent flight training
selves. At the end of last fall, many of us had flown regularly
One of the cheapest things you can do to improve your
during the year and we were in top form. But as the winter
fl ying skills is to get rec urrent training to practice those things
months dragged on. we fl ew less and less.
we do rarely-<:rosswind landings. stalls. steep turns, sh0l1
and soft field takeoffs and landings. partial panel work. etc.
We may have a current flight review, but have we done
Recurrent training, if well planned. pays great dividends in
three takeoffs and landings in the last 90 days so we are legal
bringing our skills back to top fornt for the flying season. In
to carry passengers? Are we instrument-current? Do we feel
many ways, it is like going to the doctor for a physical.
comfortable with the inevitable crosswind landings we will
Oftentimes we don't want to go, but afterwards, we know it
have to make with the strong spring winds?
was the right thing to do and we feel much better about it.
Being legally carrem and feeling cOlllfortable alld COIIIMake a commitment to do your pan to make 2005 the
petem are frequently two different things. Our competence
safest year yet for general aviation.
goes down on a much more rapid slope than our confidence
Keep your wings level. -Craig
r_~_-..:a~bo"Ul our flyin g skills.
j
"'..",
I..&.:.J". )
WANT TO SEE YOUR AIRPLANE ON THE ABS COVER? The honor of displaying your airplane
at the ABS tent at AirVenture 2005, July 25-31 AND on the cover of the July ABS Magazine
is up for grabs! See pg. 8948 of the April issue for details or visit www.bonanza .org.
ABS May 2005
www.bonanza .org
HURRY!
DEADLINE FOR
ENTRY IS MAY 15.
Page 8985
•.
-
John Burke
Rumson, New Jersey
56TC: A RARE, FAST
& POWERFUL TWIN
' ve owned 79X for almost a year now
and I must say it has been a very
pleasurable experience. She has met
my expectations in terms of perform·
ance and maintenance costs, while
exceeding my expectations as to the
ease of flying a fast powerful twin.
The primary reason I chose a 56TC
was for its speed. It all came crystal
clear to me one day in the summer of
2003 as I was flying a Piper Warrior into
a strong headwind on a long trip and
making relatively trivial progress versus
cars going my direction on the highway.
That was the precise moment I knew I
needed to get my own plane, a much
faster one.
Having been a pilot for 12 years, I
had naturally spent many hours doing
recreational research on what type of
plane I would get if I were to make the
I'lunge into aircraft ownership. After
countless hours going through issues of
I
Colltroller, performance databases and
speaking with owners and instructors, I
tended to favor Barons.
I particularly admired that rare little
hotrod, the 56TC with the big 380-hp
Duke engines. Its performance specs of
a 247-kt cruise, 2,020-fpm climb, and
32,200-ft. service ceiling make it the
highest-performing production piston
aircraft, even exceeding those of a King
Air C90 turboprop.
Only 93 56TCs were produced and
you don't often see them for sale. I felt
fortunate to fmd two as I began looking
in earnest. It didn 't take long to zoom in
on 79X. The combination of a trustworthy and fanatical owner and an attractive price were hard to resist
I put the plane through a thorough
weeklong inspection at a Beech service
facility recommended by ABS , When it
became clear that 79X was in fact a
good solid plane, the deal was done and
the inspection became my first annual.
In terms of performance, 79X will
cruise at an indicated 217 kts at 10,500
ft. with 79 percent power. I set manifold
pressure to 34" and rpm to 2,750. At
that rate she consumes a thirsty 50 gph.
Taken up to the flight levels, she' ll supposedly cruise at 247 kts at those settings-but I have yet to try that. Dialed
back to 30" and 2,650, she loses 12 kts
but saves 12 gph. That works out to be
about 25 percent more efficient, and she
cruises along so nicely at these settings
that this is where I do most of my flying.
Range at that setting with a 45-minute
reserve is 860 miles. Pulled all the way
back to 24 squared, she'll burn 28 gph
and cruise at 172 kts with a range just
over 1,000 miles.
The big 380-hp Lycomings generate so much thrust that I only use full
power (41 "J taking off out of a short
runway. What a sound those big Duke
engines make at full power and 2,900
rpm! For normal takeoff, I set power at
35". For cruise climb, l set powerto 33"
and climb out at 160 kts and 1,300 fpm.
The thing about a powerful twin is
reacting to the loss of an engine on takeoff. Minimum controllable airspeed on
a single engine is 83 kts. Below that
"N79X has exceeded
my expectations as
to the ease of flying
a fast powerful twin. ..
speed the rudder does not have enough
authority to overcome the yaw from
asymmetric thrust.
I make it a point to always rotate 10
kts above Vmca or 95 kts. Any problem
before rotation, and throttles are
chopped and we' re staying on the
ground. Once in the air I stay above 120
kts in all situations except for short
final. This gives me a nice margin over
the 106-kt Vy-se, should there be a
problem. Once feathered and trimmed
out. the plane flies nicely on one engine
and will climb at 400 fpm, which
exceeds the single-engine performance
of any other piston twin.
79X has VGs, which really must
significantly improve the plane's lowspeed handling characteristics. In
power-off stalls, she'll maintain good
manners way below the published stall
speed of 73 kts. and finall y buffets
around 50 kts. Power-on stalls are likewise surprisingly difficult to induce and
mi Id-mannered.
The 56TC is a rare animal, and that
can make it difficult to get some parts.
Fortunatel y though, the 380-hp
Lycoming TIO 541 engines and sturdier
landing gear are shared with the Duke.
Both the Coll ins Flight Director 112A
and Beech H 14 autopilot in 79X are
unusual items for a piston engine plane.
They were more commonl y found on
King Airs of the time. They are sturdy
units and both still function nicely.
Many conventional modifications
for Barons have not been STC'd for
56TCs and consequently require a little
more care and research when doing
modifications. Previous mods to 79X
include the long-style speedslope windshield conversion, American intercoolers. GEM and Shadin fuel flow.
Since owni ng the plane. I have
upgraded the avionics to include a G S
480 GPS with remote GTX 33 transponder. MX20 MFD with Jeppesen
chartview and uplinked Nexrad weather
and T.I.S . traffic. This combination has
increased my situational awareness
tremendously over the previous MI
N79X EQUIPMENT LIST
Garmin GNS 480 GPSlCOM
Garmin MX 20 multifunction
display
Garmin GTX 33 remote trans·
ponder w/T.l.S traffic uplink
WSI AV200 weather datalink
Jeppesen chartview
Collins FD112A flight director
1)
2)
3)
4)
KMA 24 audio ponel
KX155 NAVICOM
KT· 76A transponder
GEM 1200 twin·engine
monitor
Shod in fuel flow
8eech H14 autopilot
WX10A stormscope
BEECH BARON 56TC
GOOD POINTS:
Speed!
Sturdy Duke landing gear
Ease of flying
Pride in ownership. kind of like
owning a rare hotrod.
BAD POINTS:
1) Fuel consumption
2) No pressurization - oxygen bottle
3) Rare model so it can be difficult to
get ports. Many mods are not
STC'd for the 56TC
loran . I always know exactly where I
am with respect to airspace, traffic and
weather. The units all function very well
together and slave to the Beech HI4
autopilot with a roll steering interface.
I have also added electric engine
heaters on the crankcases and cyl inders
to keep the oil warm during the cold
northeast winters. I couldn' t stand
thinking about how many rotations the
cams would make before the thick
Aeroshell AD I00 made it up there on a
cold day, even with a pre-heat.
low-thrust detector system
Inflatable door seal
De-ice boots & prop heat
long·style speedslope
windshield
American intercoolers
Vortex generators
Next on my list of upgrades are
strobes. Now that 1 can see everyone
else better, I want to make sure they also
have a better chance of seeing me.
The interior and paint on 79X are
nice but aging. I like the plane so much
I'll probably treat her to a new interior
and paint at rebuild time.
Aside from the fuel consumption,
probably the biggest drawback to a
56TC is the lack of pressuri zation for a
plane that can fly this high. She has sixplace built-in oxygen with a 114-cu ft
tank, but the oxygen masks can be a
little disconcerting to some passengers.
A 56TC is certainly not for everyone. and that's probably why Beech
only built 93 of them. But for me, there
is no substitute. I am happy and proud
to own 79X, and I will take very J900d
care of her.
EDITOR'S NOTE :Several sources tell us that
partial power takeoffs can have on adverse
effect on engine life. and certainly it can
affect pertormance data as for as runway
length requirements and initial climb.
Orlando '04 got swept away by the
hurricanes, so Dallas '05 will be doubly good to
make up for it! Dust off your boots, polish up the spurs and
mosey to the lone Star State for the best convention ever!
Sck4ukoJE~
Wednesday. september 7
Rootin' Tootin' Texas Welcome
J
Thursday, September 8
tfJaIcon J:,cu!J~!
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Seminars
& general-aviation sessions,
• Right-Seaters program - A full schedule of lively activities
Trade Show
.i1I\
J
Hangar Party
, Cavanaugh Flight Museum
J
• BBQ by Sonny Bryan's
(best spread in Texas!)
•
J
J
Daily Door Prize Drawings
Ice Cream Social
J
saturday, September 10
tfJaIcon J:,cu!J~/
Awards Reception & Banquet
• Jay Apt, Keynote Speaker
*Optional events not included
in full-registration package.
Register with the form in the middle of this magazine,
or go cnline at www,bonanZB.org to sign up and make
your hotel reservations.
Cavanaugh Flight Museum
You won't want to miss Thursday night's Hangar Party at this wonderfu l
museum - and the chance to win a "Stearman flight experience" whi le there!
Aircraft, artwork and artifacts from World War I through the Vietnam conflict.
Rare and significant aircraft in airworthy condition, with the majority still flown
regularly. (For more on the museum, go to www.cavanaughflightmuseum.com).
"Orbit: This View of Earth"
*Nonpilots Companion Course
Trade Show
• Silent Auction & Sweepstakes - Bring your offerings
J
Seminars
*Women Pilots' Luncheon
for five-person teams! (This will be a hoot; more later,)
and let the bidding begin!
J
Seminars
Trade Show
for open-air sessions, tours & much more!
• What's wrong with this airplane - A "find-the-flaws" contest
, Formation Fly-over
tfJaIcon J:,cu!J~/ Annual Meeting
for the nonpilot attendees,
• Afternoon at the Airport (Thursday) - We're headin' to ADS
Afternoon at the Airport
Friday, September 9
a surprise or two.
• Educational tracks - An excellent mix of model-specific
Companion Luncheon
• Rootin'Tootin'Texos Welcome - Come party BIG in Texas!
• Falcon DayBreakers! - Tasty vittles, hangar flying & maybe
J
J
J
J
Astranaut ..lay Apt
Saturday A\Nards Banquet
Dr. Jay Apt - astronaut, author and award-winning
photographer - takes us on an exciting tour of Earth as
viewed through the photography from Earth orbit. He
shares the experience of looking at Earth in a poetic and ,;
emotional way.
Dr. Apt spent nearly 850 hours in space on four Shuttle missions, performed two space walks and visited the Russion space station Mir. He is the
recipient of NASA's highest honor, the Distinguished Service Medal.
Guidelinee for educetlon
programs are aa fallowa:
• The subjects listed to the left are
general education rather than prod·
uct·specific. (A product·specific
track will be available for vendor
promotion.! Presenters in the gen·
eral·ed tracks can be vendors, but
cannot focus on their own products
and services.
• Programs should be In PowerPoint
or similar computer· projected for·
mat when possible.
• In advance. presenters are to send
a detailed outline that ABS will
copy and make available at the
convention.
Call for ABS
Convention Speakers
• Member and vendor presentations
are made on a volunteer basis with·
out compensation. We appreCiate
your willingness to share knowledge
with your fellow ABS members.
"To promote and encourage interest in the operation
and maintenance of Beechcraft Bonanza, Baron and
Travel Air aircraft and to collect from and disseminate to the members ideas, experience and data in
relation to such aircraft and the safe flying of the
same. "-from the bylaws of the American Bonanza Society
Submit outlin .... for
proposed program no later
th..n .June 1, e005 to the
Manager of Technical Services at
[email protected].
PLEASE INCLUDE IN YOUR PROPOSAL:
IIB$~~~~~~
~~~attkeIlB$
• A brief biography, including aviation·
speCific information;
• Your photograph for publicity use;
e~, :b~, 7~, $~ 7-11.
• Your credentials as a speaker, includ·
ing a list of some previous presenta·
tions (ABS and non·ABS);
Presentations are requested on the following topics:
• IFR procedures and regulations
.J
• The Convention seminar dates
(September 8 through 10> you·1I be
available.
• Risk management for pilots
• Human factors hazards avoidance
• Engine management
The Convention Committee
will notify per .. on.. selected
to pre .. ent educatlon .. 1 programs no later than .June
• Aviation weather
• Flying technically advanced airplanes
and glass cockpits
30, e005.
• Obtaining local FAA Form 337 approvals
• Control surface maintenance and balancing
• Maintenance and compliance issues in older
airplanes
• Propeller, window and/or landing gear servicing
and repair
• Selling your airplane. and estate planning related
to aircraft
• Your ideas?
• The handout outline of your pro·
posed seminar;
..J
Thank you for offering your time and
expertise to your fellow ABS members!
32,200 feet. Single-engine service ceiling (again at gross) was
l he Model 60 Duke was well along in development
18.600 feet. With an absolute ceiling of 33,100 feet, there
when someone-some say it was then Beech
weren't many mountains around to fear.
President Frank Hedrick-wondered what those
For a few discerning customers-93 of them, to be exact.
powerful Lycoming engines wou ld do for the Beech
over a 5-year period worldwide-the 56TC was their cup of
Baron. When told it would produce the fastest turbocharged
tea. ABS charter member Captain John M. Miller was one of
twin-engine airplane on the market. Hedrick readily signed off
those 93 owners. John wrote an extensive article about the
on the project.
56TC in the December 2002 ABS Magazine. He wrote glowThe engine to be used would be the Lycoming 380-hp
ingly of his experience with TG-20.
TIO-541-EIB4, which was a slight variation from the engine
The photo John provided to ABS with him flying clearly
to be used on the Duke (TlO-541-EIA4). but both produced
shows he is wearing a headset-a practice I heartily recom380 hp. A side benefit of no small consequence would be the
mend. I found tbe airplane to be very noisy for a Beechcraft!
accumulation of some experience with an engine (prior to
Back
then. few if any of us in Beech marketing ever wore
Duke production) that we were totally unfamiliar with, and
thus. the 56TC was born.
headsets. I look one trip in a 56TC (from Wichita to
Philadelphia) and didn't care if T ever got in one again.
An E55 was taken off the production line and retrofitted
Because of the pressurization, cabin shape, additional strucwith the big Lycomings and essentially what were to become
ture and soundproofing, the Duke proved to be much quieter.
the Duke's engine cowlings. The additional power accomAs we gained experience with the airplane, numerous
plished what was expected: We had the fastest twin available
changes were made to accommodate the higher power and highand we gained valuable experience with the big Lycomings.
They had to be handled with care.
er altitudes it was capable of reaching. Just for kicks (and
because it was capable of doing it). we even took it to 35,000 feet
lt was a sexy brute with those big three-blade Hartzell
propellers. It actually would have
in an elTon 10 produce contrails.
'/;.111 , ,II, .Iw. ~._.... '- We were highly successful, and
been even faster with two-blade
propellers. but vibration was
mft' lIul'l::;"'1/ propt'llt'I'.~, II U('lllftl
the photo chase plane (another
higher and we didn't have the
III/I d 1/(/1'/' hl'l'Il "1'1'1/ fa sf I'r wit fI 111'1156TC) got some great pictures.
ground clearance we wanted.
An engineer, Virgil Razak,
InI I' 111'1111('III'/'s. bill ['ilil'lllillll WI ~ was riding in the back seat ofthe
The service ce iling with
56TC at 35.000 feet as an
both engines operating, and at a • ::ftcr fllld II" ditfl/'I /tare tfle /frum
gross weight of 5,990 Ibs .. was • 'l'Url/m'I' 1/ I' 1I/1I1/nl.
observer. After the shoot was
Page 8990
www.bonanza .org
ABS May 2004
over, he decided to move to the copilot's seat for the rest of the
night. This proved difficult (if not impossible) with his oxygen
mask on, so he removed it. But by the time he was settled in
the front seat, he had passed out cold.
The pilot put a front seat oxygen mask on him and made
a rapid descent. Virgil didn't come to until they were on the
ground and he was stretched out on the ramp in front of the
experimental night-test hangar.
Although only 93 units were manufactured. many
changes were made over this 5-year period. The more significant changes are listed in my book, "From Travel Air 10
Baroll ... HolV Beech Created a Classic!" so [ won't repeat them
here. We did learn some things about high-altitude flying. I'm
also certain we learned things that helped us with development
of the Duke.
TG-I (the development airplane) was a nonconforming
night-test vehicle. It was no longer an E55 and didn't have all
the changes made to TG-2, the certification airplane. Our heart
being in the right place, we donated it. as is, to an industrial
training school in some city just north of us in Kansas. But in
any event, no good deed goes unpunished, as the old saying
goes. And many years later (presumably the school had tired
of it), TG-I fell into the hands of a pilot who wanted to
certificate it.
Many expensive engineeri ng manhours were spent trying
to convince this fellow that it just wasn't practical. He wanted
engineering drawings (which is against our policy to release).
But even had this policy not existed, we didn't know what drawings he would need to satisfy the local GADO.
TG-I was really a pile of aluminum that
resembled a Baron. It wasn't as if we hadn't known
better. This had occurred in the past with other
prototypes. That is why the prefert'ed policy is to
destroy them. But we forget, and then they come
back to haunt us.
Production run of the 56TC Turbo Baron:
1967 TG-2 through TG-51
50 units
1968 TG-52 through TG71
20 units
1969 TG 72 through TG-83
12 units
At this time it became painfully obvious we were
running out of "adventurous" prospects, so a
model change was called for and the A56TC
Turbo Baron was introduced:
1970 TG-84 through TG-92
9 units
1971 TG-93 and TG 94
2 units
That's a total of 93 airplanes.
ECO
TFUE
There is little doubt that the introduction of
the Duke in 1968 caused the very limited market
ABS May 2005
for the Turbo Baron to disappear. For only $70,550 more, you
could have pressurization, plus a cabin-class airplane. I don't
recall any programs at Beech that were amortized over less
than 200 unilS. So I'm on safe ground when [ say it is highly
unlikely that we made any money on this program.
I had only one flight in the Turbo Baron, but I became
very familiar with TG-94: I was program manager for the
Bonanzas and Barons during 1971. TG-94 moved to the end of
the production line at Plant 11 and then just stopped. We didn't
have a complete ship-set of parts to finish the airplane (at least
in production stock). So it just sat there at the end of the Baron
production line-gathering dust, day after day.
Other Barons moved around it and out the door to night
test. but TG-94 was an orphan. [n spite of my lack of fondness
for the Turbo Baron, T began to feel sorry for it as the dust
piled higher. There was no distributor/dealer order for it (and
obviously no retail sale), so it just stayed put.
Finally, I decided to induce birth. T took it as a personal
embarrassment and called in procurement and production
planning to get the parts to finish the airplane. It took several
more weeks. but we did get it out the door and up to flight test.
Then, as I recall , our export sales department sold it to an overseas customer.
As I write this. T notice a 1967 56TC for sale in Trade-APlalle. If, above all else, you want to go high and fast. this may
be your airpl ane. Just wear a headset!
-@EDITOR'S NOTE: Larry Bali's book, "From Travel Air ta Boron ... How Beech
Created a Classic!" is available tram the ABS Company Store.
56TC: SOLID RIDE
IN TURBULENCE
BY CHRIS BEDELL
DE BEQUE. COLORADO
have tlown my 56TC for only a couple
of years. but have found it a capable
and versatile airplane. Having owned
Bonanzas and a Duke, I was already
impressed with Beechcraft design and
quality. But this airplane is really quite
different in that it easily shifts duties
between scenic vacation trips and serious
business cross·countries.
Soon after buying the airplane I
took a trip with my friend Dave and his
family. flying a borrowed old Cessna
180 instead of his B36TC (which was
getting topped). Well. the 56TC quite
happily joined up in formation with the
180 for hours at a time. at a reasonable
fuel bum (about II gphlside) without
getling hot or otherwi se fussing in any
way. while the family enjoyed the sites
at 8· 12,000 ft and we putted along at
135 kts.
My typical use of 56TC. however.
is to fly at FL210 - FL240 at 65 percent
power. At these settings. cruise is 226
kts for a range of 1,000 nm with
reserves. This can be done with four
160·lb. adults and 150·lbs. of baggage.
But I am usually by myself or with one
other person. which yields fantastic
cl imb rates right up through the flight
levels. (Still 1700 ftlmin at 20,000 ft at
500 Ibs. shy of gross weight.)
Fuel bum on takeoff is right up
there; figure 36·38 gph with a full
power takeoff. (I will often use 35"
instead of 41" on takeoff if I' m light,
and still have good performance.) Then
in climb, each engine burns 30 gph until
I reach altitude, which may not be very
long. At cru ise altitude, 65 percent
power works out to about 18·20 gph per
engine.
The Baron takes off in a hurry.
mostly because of all the acceleration
it delivers. But on landing, it is both
fairly fast-approach is about 97 ktsand fairly heavy. So it is important to
I
1'{1' 1969 561'C easi(r s!t~/is dllties b('tll ,(,(!11 scenic cacation trips alld seriolls tJllsilless cross- collntries.
~l'
wife likes /taring tll'O of those big ('fIgilles.
ABSMay2005
www.bonanza.org
Page 8993
hit your mark so you're not usmg
the brakes at the other end.
The weight of the plane, gross at
5,990, delivers a very solid ride in turbulence. This is something my wife
really likes, as well as "that other big
engine out there." J will remark, though,
that those huge engines hinder the view
below for the pilot and copilot.
For a twin-engine, fairly complex
aircraft, this Baron has been quite trouble-free. I hate to even say that, but
everything seems to work smoothly. My
rebuilds are at 450 hours, but a few
years old, so I had the wastegate controllers rebuilt. The engines now match
up perfectly and are remarkabl y
smooth. I have been spending money
yearly on upgrades like noise insulation,
new interior, stainless fasteners, etc.
I flew a good friend, also a pilot, to
SLC from Eagle and back a while ago.
On approach to Eagle, we were 10 miles
out at 11,000 descending out of FL 200. It
was smooth and J hadn 't touched the
throttles much. We were moving right
along. My friend remarked, laughing,
"Well, I suppose if we don 't get her
slowed down enough to land at Eagle,
we could always land at leffco!" (100
nm distant.) I guess he was used to more
subdued speeds in his Malibu ! -@-
HIGHLY UNDERRATED
BY KIP YEARWOOD
SANGER. TEXAS
he 56TC was manufactured from
September 1967 through December
197 1, with only 93 built. Of the 61
surviving, many are in poor condition
from age, and combined with high fuel
consumption and engines with historically soft camshafts, they have received
a bad reputation among the outstanding
line of Baron aircraft. However, if you
enjoy getting invol ved with maintaining
and caring for these hotrods, they will
provide a cruise speed and single-engine
service ceiling unattainable in most light
twins for a fraction of the cost of those
that will keep up.
We purchased our 56TC in May
200 I and have flown it approximately
400 hours. It had been refurbished with
paint, leather and engines overhauled by
G&N.
Tomlinson Avionics of Gainesville,
Texas, installed a Garmin 340 audio
panel and wired the seats for Bose headsets. They also installed a Garmin 430,
KX 165A, KD6A and RDR 150 radar.
We have replaced, repaired or overhauled all components to include most
instruments, all accessories, ex haust
Tes are highly ulld('rral('d and probabLy offer
knots for Ih(' dollar ill aviatiun tuday.
Interior of Kip Yearwood's 56 Te.
and exhaust clamps, turbo blankets,
brake hose, disc and pads, resealed
struts, gear motor and rigging, night
controls, door and window seals, props,
even the battery and wiring!
Preventive maintenance is essential
to the safety of these aircraft and in the
end, the total cost is sti ll far less than
most any aircraft in its class.
These are interesting aircraft in that
they have comparatively few ADs. They
do have the spar web crack AD, as do all
the others. But in my opinion, the cracks
Tomlinson AVIoniCS instolled a Garmin 340 audio ponel and wired the seals for Bose headsets. They also installed a Garmin 430, KX165A. KT76A and ROR 150 radar.
are reduced on Ihe 56TC because of Ihe
much larger main landing gear strut
housing, brace and forward and afl
columns. This may dissipate more of
Lhe landing shock, raLher Ihan Lransfer
Lhe load 10 the forward wing spar carrythru Slructure.
They also have Ihe recurring landing gear uplock roller AD. Other expensive ADs, such as on the heater, do nol
apply by model number 10 the 56TC.
The engines are the majorily of Ihe
cosl, maintenance and reputation. They
muSI be monitored constanlly during all
phases of flighl. The large cowl flaps
and large amounts of fuel during climb
are needed-as well as power on
descents from Ihe lower fli ght levelsto ensure proper cooling and engine life.
Lycoming Tech support recommends removing Ihe hydraulic liflers at
every annual to ensure they are rotating
and polished. If Ihey freeze, Ihey will
gall the camshaft in just a few hours.
This happened 10 one engine 300 hours
after overhaul by G& . We sent Ihe
engine 10 Kline Aviation, Brooklyn,
Michigan. and are very salisfied wilh
Ihe quick !Urnaround. honesty and
desire 10 build a good, reliable engine.
Allhough we use our Baron on
grass strips, Ihi s is nol a short-field airplane. The takeoff roll is longer than
other Barons because of the Hartzell HC
ABS May 2005
series props similar to those used on the
Duke, which maximizes speed at high
altitude. We can easily live with this
since they are nol yel subjeci 10 ADs,
which is another big positive factor.
They do, however, make a lot of noi se aL
2750 cruise rpm, so one needs noisecanceling headsels.
We have lots of Baron time, and 1
have to say I do miss the double doors
of the 58 Baron. It obviously is the mosl
versatile, comfortable and cost-efficienl
of the Baron line. However. with the
cosIoI' the 56TC about a third that of an
early 58. a cru ise speed 40 to 60 knots
higher, and even compared 10 some turboprops, the 56TCs are highly underrated and probably offer the most knots for
the dollar in avialion loday.
-@-
56TC: COMFORTABLE, FAST,
SAFE-AND FUN TO FLY!
BY P JAMES NUGENT
FRESNO. CALIFORNIA
really enjoy owning and fl ying my 56.
I
It is the fastesl. safesl. most comfortable and reliable airplane I know of.
I fly moslly in Ihe weSlern US and
Mexico, bUI IWO or Lhree Limes a year 1
fly 10 the Midwesl or 10 Ihe east coasl.
At 65 percent power and >200 knots,
www.bonanza .org
this is really fun. 1 usually fl y 12,000 to
15,000 feel with a 02-canula. r have
enjoyed the opportunity to get into the
jet stream at FL 3 I0 and see a ground
speed of 385 mph.
My 56, TG-48, was manufactured
in 1967. The ai rframe has a litLle over
3,200 Lolal hours since new. The cabin
interior is visually pleasing, comfortable and efficiently designed. The large
baggage door allows passengers into Lhe
rear seal easily.
The 380-hp, 1600-hour TBO
TI0541 -E engines are mid-time and
burn about 2 quarts of oil every 50
hours. The de-icing boots and electric
hal propellers have been life-saving
necessities, and I would not buy an airplane that did nol have Lhese. There are
vortex generaLors Lhat provide an additional margin of safety.
The aircrafl sysLems and engi nes
are meLiculously mainlained by BCH
aviation in Fresno.
I enjoy the updaled navigation and
electronics that were installed by
Executive AUlopilots in Sacramento.
The Garmin GMA 340 audio panel provides a greaLsix-place intercom. The PS
Engineering CD/MP3 player and Bose
noise-canceling headsets make flying
enjoyable and relaxing.
An lFR-cel1ified Garmin 530 GPS
and 430 GPS, WiLh the GPS coupled
Page 8995
steering STEC-50. make navigation,
safe. easy and fun . They are both interfaced with the Shadin fuel flow computer, WSI and Garmin GTX 330
transponder. This provides instantaneous and accurate fuel consumption
measurements and incomparable
weather and collision avoidance.
There are two drawbacks to this
airplane. The first is that the lineman
fueling the airplane needs to be instructed to fill the outboard wing-tanks first.
secure the caps, and then fill the inboard
nace lle tanks. If this procedure is
reversed, the outboard tanks will overflow when the caps are removed. This
has happened to me more than once.
The second drawback is the airplane's forward center of gravity. If this
were shifted more aft, it would make
the loading more functional and effortless.
I really think I own the nicest,
fastest, safest and most fun airplane ever
built. I can't imagine a better airplane.
restored inside and out with an updated
custom panel (includi ng tricolor radar,
stormscope and Avidyne), intercoolers,
Colemill tip tanks and winglets.
It is now a beautiful airplane and
boasts many fine features. The loadbearing capabilities are very generous
and allow great flexibility for any type of
trip. The takeoff and climb characteristics are very strong, allowing me to use a
variety of airports and cruise altitudes.
Once at altitude, the average cruise
speeds are quite fast. I have experienced
no problems with the no 541 engines
despite their horrible reputation.
However, I do pay close attemion to all
the operating conditions of the engines.
The one drawback is fuel consumption. I love the plane. but it is expensive
to fly.
-@-
-@-
56TC: BEAUTIFUL,
FLEXIBLE &FAST
BY RON HUTTER. CHARDON, OHIO
bought my 56TC in late fall of 1987
as a "basket case." In retrospect, it
probably should not even have been
flown home! It has been completely
I
Instrument panel in Ron Hutte(s B56TC
Avidyne 750 with coupled KNX
56 radar
WX5000 stormscape
S Tec 50 autopilot wlall hold &
vertical speed
Shod in fuel totalizer
Insight Graphic engine monitor
Digital oil temp w/over temp
warning
American Aviation intercoolers
Colemill wet winglets
Six·place 0'
Gop seals
Vortex generators
When I look at the maintenance bills and the upcoming engine overhauls, I think that maybe it is more airplane than I need. But when I toke off and climb 01
on initial rote of 2.000 fpm and then throttle bock to cruise easily at almost any altitude or speed. I realize that it is the airplane I wont.
MY 56TC: POWER,
SPEED & UNMATCHED
PERFORMANCE!
BY BILL CAMMACK
ST. PAUL MINNESOTA
M
any years as an amateur race car
driver carried over to flying, and I
was ready for more power and
speed. My panner Bob Hilton and I purchased the 56TC after owning a very
practical and economical B55 for 10
years. He lusted for a Duke's looks and
performance. but I had heard 100 many
slOries of maintenance complexities
with that model. So we compromised
and got the performance of the Duke
(and then some) and the reliability of
the Baron airframe.
The Duke has been described as
"doggy" on the runway, but a good performer above 10.000 ft. The 56TCwith 1,000 pounds less weight and the
same horsepower-jumps off the runway and easily climbs to the mid-20s.
where it offers performance that more
than matches the Duke.
I have seen true airspeeds as high
as 250 knots, altitudes as high as
31,000. climbs to 25,000 in as shan as
15 minutes, and endurance that can
exceed 5 hours with reserves. The tradeoff is that you don't see all of those on
the same flight. If you can afford the
fuel.you can make an entire flight at full
throttle, but beware: Its 176 gallons will
be gone in 2. 1 hours I (82 gph) Fuel
flow can be all-controlling as to perABS May 2005
formance, but the flexibility of the airplane is probably unmatched.
If I want to fly quickly and economicall y from St. Pau l. Minnesota, to
Worcester, Massachusetts (60 miles
west of Boston, where my son went to
college). J fly at 23-25,000 ft. where I
get the best performance and range.
With no headwi nd, I can make the trip
nonstop. I will take off at full power of
2900 rpm and 41" mp (fuel flow 82
gph) and quickly pull the power back to
the cruise climb setting 33.5" mp and
2750 rpm (fuel flow 62 gph).
On one trip with a few altitude
holds as ATC worked my route, I was at
23.000 ft in 20 minutes. I then pulled
the power back uillil the GPS told me
that J would arrive in Worcester about
an hour before my Shadin was telling
me J would run out of gas. I pulled it
back to 2350 rpm and 19" mp, which
gave me an indicated ai rspeed in the
mid-120s, true airspeed in the 170s, an
endurance of slightly over 6 hours (no
reserve) at 25 .8 gph, and a very quiet
ride. Flight time to Worcester was 4:51
with 149 gallons burned. for an average
of under 31 gph and an average groundspeed of 192 knols, thanks to a 20-knot
tailwind at altitude.
If you want to go fast. you wi ll pay
for it at the pumps. and the trip will
be much shaner. On one trip to
Chicago, 1 was tight on time so decided
that the fuel cost was not as imponant
as time. I made the trip in 1:25 but
burned almost 100 gallons of fuel!
The return trip. also in a rush but
www.bonanza.org
with a headwind, took I:35 and burned
sl ightly over 100 gallons. By comparison, a Boeing 757 makes the trip in 1:05
down and 1:1 0 back, but required over
an hour more in door-to-door time, and
that was before 9-11.
My fastest groundspeed and my
highest cruise altitude was on a trip
from Alliance, Nebraska, to St. Paul.
The winds were progressively stronger
at higher altitudes and all directly
behind me (a rare occurrence for any
pilot). So I decided to climb to take
advantage of the tailwinds and test the
high-altitude performance.
The climb to 23.000 ft. was normal
and quick. As I passed 23,000 I was
climbing at my normal 140 knots ind icated, which was giving me a TAS of
200 and I was climbing at 900 fpm.
(Some Barons can fl y at 200 knots at
23,000 ft but not many can do it while
cl imbing at 900 fpm !)
By 27,000 ft. , my climb slowed to
600 fpm as the turbochargers weren't
able to hold the full climb power of 33".
The climb from 30,000 to 31,000' ft
took 3 minutes. When I leveled out at
31,000 I was getting only 26.5" mp at
full thronle, but my true airspeed was
about 235 knots and my groundspeed
was steadily above 330 knots with a
peak of about 340 knots.
Descent planning takes on a whole
new meaning at that altitude and speed. I
was still well into South Dakota when I
needed to stan my descent. I landed in SI.
Paul after only I :42 for a block groundspeed of about 270 knots or 310 mph!
Page 8997
This high-altitude trip was done
with an oxygen mask alld a canula feeding me from two separate outlets of the
built-in oxygen system. I also had
another mask connected to a portable
tank read y for quick-donni ng in case of
a problem.
I routinely use a pulse oximeter and
at 31,000 fl. I tested in the 90s. High
altitude is something to be approached
with care, and I want to become an
"old" pi lot. So I try to keep my "bold"'
well in check.
The 56TC is also very comfortable
at lower altitudes, although its performance advantage over other Barons
decreases. It will cruise comfortably at
8,000 ft at 172 knots and 32 gph. Of
course, if you are in a hurry, you can
crank it up to 215 knots at 64 gph, but if
you do the math you will find that that
extra speed is very expensive. I have
used that performance when " I want to
be there now" and the winds, or my passenger's altitude tolerance aren't conducive to higher altitudes. But my normal crui se is under 40 gph.
Maintenance has been an occasional problem with my bird, but not excessive given that I have an airplane that
can keep up wi th most 90 and 100series King Airs. I once lost fi ve
months wailing for a wastegate assembly, and the turbochargers are made out
of this rare alloy that I've determined to
be "un-obtain-ium" (sound it OUI. .. ).
Lycoming hasn't had any new turbos for thi s engine since the 1970s or
1980s. I was able to purchase a good
slightly used one and put it on the shelf
as a spare, which was fortuitous because
at the very next annual we found some
significant cracks in one turbo that were
beyond repair. I sent the bad core to a
turbo shop, and after two years, they
still haven' t been able to send it back.
There is a possible fix in convert ing
to the late-model Duke exhaust system.
It uses a larger turbocharger and wastegate and a different exhaust ouLiet pipe,
but that conversion wi ll require an STC
or a substanti al 337. The boost pressure,
controllers and horsepower are the same
Page 8998
in both engines, so the conversion
makes sense. But it requires a mountain
of paperwork and a bunch of parts ranging from small mounting brackets to
turbochargers.
Other than the exhaust system, my
engines have been very reliable. They
are high-time. with 1530 TTSN on the
left and 1925 TSO H on the right. The
cylinders have never been off and they
still produce mid-70s compressions. I
am concerned about a well-publicized
problem with the camshafts coming
from Lycoming, so I am holding off on
overhauling the engines, hoping to hear
about a proven solution.
One of the fun thi ngs about the 56
is that very few traffic controllers know
what it is, so they glance at the type and
then make a guess. The most frequent
exchange is, " Bonanza 18LL, please
verify type aircraft. It appears to be a
typo on your plan."
This opens a fun discussion and
gives me lots of opportunities to brag.
depending on how busy the controller
is. One of the highlights was the call,
" Beechjet 18LL. descend and maintain
FL270."
"Roger, BARON 18LL out of 290
for 270."
A KOTE ON THE NLMBERS ...
Much of my fl ying is solc>-no passengers, just me and my bags for a week
of travel and sometimes some samples
or display merchandise. So I am frequently below gross weight by 8 to 10
percent (gross weight is 5,990). The
block speeds mentioned are based on
my GPS 's time, which includes the time
above 30 knots ground speed.
A few years ago my partner's business required his capi tal, so I now own
the Baron by myself. When I look at the
maintenance bills and the upcoming
engine overhauls, I think that maybe it is
more airplane than I Ileed. But when I
take off and climb at an initial rate of
2,000 fpm and then throttle back to cruise
easily at almost any altitude or speed. I
realize that it is the airplane I 1V01l1.
[email protected]
HIGH ALTITUDE OXYGHi USE
Oxygen use in 56 res while al altitude
is a frequently discussed issue. so the
following is detailed information from
the AOPA website. - Editor
A continuous-flow oxygen system provides adequate oxygen up to
25,000 ft. A typical continuous-flow
system uses a high pressure cylinder
and a regulator, which reduces the oxygen to a lower pressure. Pilots and passengers plug their oxygen masks into
cabin outlets (permanent system) or
into the regulator (portable).
An oxygen mask has a rebreather
bag, flow indicofor, and plug-in connector. Oxygen flows continuously and
accumulates in the bag so the user has
something to breath when inhaling.
Some exhaled breath returns to the bag
and mixes with the pure oxygen. A calibrated orifice or fiberglass packing in
the connector contrals how much oxygen (usually measured in liters per
minute) flows into the mask. Because
pilots require more oxygen (a higher
flow) fhan passengers, color-coded
bands - usually red - denofe a pilot's
mask. Passenger masks usually are
mar1<ed with a gold band.
The diluter-demand oxygen system uses virtually the same cylinder,
regulator and plumbing as a continuous-flow system. but the masks are different. Instead of a rebreather bag. the
mask has a regulator that provides oxygen on demand when the pilot
inhales. Alever on the mask allows the
user to select a normal mixture-IOO
percent oxygen diluted with ambient
air-or 100 percent undiluted oxygen.
The diluter-demand system wastes less
oxygen than a continuaus flow system,
and with a tighter fitting maSk, a pilot
can use it up to 35,000 feet.
When you fly above 35,000 feet.
100 percent oxygen isn't enough
because the low ambient pressure
can't force the oxygen through the
lungs' membranes and inta the bloodstream. A pressure-demand oxygen
system is necessary because it gives
the user on-demand, 100-percent oxygen at a slightly positive pressure. In
other words. the system inflates the
lungs like a balloon, and the user must
force the air from his lungs to exhale.
---@--
ABS May 2005
-----... '"
ADVENTURES IN
~ '"-
N6251V, MY 56TC
BY LINN KASTAN
RANCHO SANTA FE, CALIFORNIA
have owned many airplanes and,
like most pilots, had many adventures. But in 32 years and 4,000
••
hours of flying, only a few incidents
have really raised my blood pressure.
They occurred in N6251 V, a pristi ne
56TC I owned for three years. One
I I. _ _
_
- ._,c
happened on the first day I owned 51 V
and one when I sold it.
Press clipping from AERO magazine shows Linn with his 56TC
In February 1979 I noticed an ad for
a 1968 56TC in a local aviation publicaArnold told me not to worry, just watch the TIT gauge and
tion. Thi s rare Baron model had fascinated me for a long time.
remember that the throttles are "in the middle." He said I
Being from a motor.racing background, I was of the firm
would have no problems. He said that it would true out at 200
belief that yo u could never have too much power. 1 had never
knots at 10,000 feet on 40/gph, but that the throttles would
flown a Baron, but my 1970 3 I OQ shared the same engines
as the B55 and had similar gross weight. So 1 could imagine
onl y be half open I
what it would be like to have another 120 hp per side-and
This took some thought. After an extensive "cockpit
check out," it was nearly dusk. I was leaving the next day for
turbocharged to boot!
The only 56TC I had ever seen was parked outside the
a month in Japan and I wanted to get this airplane back to my
tower at Van NuysAirport. Neglected for years, sitting there with
new hangar in Van Nuys before I left. In hindsight, it was not
flat tires and glazed windows, it was a real mess. I was amazed
very smart, and it would have made my insurance man
anyone could leave such a machine to waste away like that.
grumpy, had he known. But [ was young and brave. [ decided
1 answered the ad for the 1968 56TC and flew to Santa
to take it home.
Maria to meet the owner, Arnold Nixon. of Nixon's Machine
Shop. Arnold specialized in the repair of aircraft crankcases and
Incident No. 1
was a big fan of those large Lycomi ng engines. The TlO-54 1-E,
I'll never forget sitting on that runway. facing nOI1hwest
according to Arnold, was the only hOlizontally opposed piston
into the setting sun and thinking, "This may nO! be one of my
engine that was originally designed to produce its maximum
smartest moves." My knees were knocking like they did
rated power. All the others, he said, were "hopped up."
before my first solo.
This Baron, TG-47. had 950 hours total time and only 53
[ advanced the throttles extra slowly (after all. this was
hours on new Hagland engines. It had six new fuel cells, new
my first takeoff), and when I hit the stops it was li ke hitting
paint, a red leather (Roll s Royce-Connoly) interior and a great
the second four-barrel in an old Corvette. It actually pinned
panel. It also had full de-ice and carried 263 gallons of fuel!
me back in the seat! FuJI power takeoffs were a thrill, but the
This was obtai ned through the "wet leading edge' tanks and
cost was 90 gphl
an STC'd 52-gallon tank in the baggage compartment that had
Flying solo and with only about half fue l in the tanks,
its own outside filler tube and spring-loaded door.
onl y those who have flown them would understand what it
Arnold took me for a ride to San Jose and back and made
was like. First, the 80-kt. rotation speed that Arnold used came
three or four landings. It was tight and felt very solid. I was
up very quickly. But unlike anything I had ever flown before,
sold. Arnold also owned a Queen Air with the eight-cylinder
the nose did not feel like it was ready to rise.
Lycoming engines in very similar condition. He said I could
I remember thinking the elevator gust lock might st ill be
have either one for the same price. I chose the Baron and gave
in place, but after a firm tug on the yoke [ was soon climbing
quickl y. [ had just discovered Olle of the little quirks of the
him a deposit that day.
56TC. Those big engines are heavy and you have to pull hard
A month later, I went to pick it up and was concerned to
find that Arnold had lost his medical ·and could not fly.
to rotate with no weight in the rear. (Later, I would put a
His friend and doctor, who also flew the airplane, was out of
50-pound bag of lead shot in the baggage companment when
town and there was no one available to check me out !
I flew alone.)
I
0
ABS May 2005
www.bonanza.org
Page 8999
Suddenly. as I
climbed straight ahead
through 300 feet. it
happened. A missile,
trail ing a lot of flame.
appeared right in front
on the nose! I thought this was a preny severe penalty for my
little infraction, but soon realized it had to be from
Vandenberg Air Force Base a few miles away. It turned out to
be a regularly schedu led test firing down the Pacific range.
The rest of the one-hour flight home was beautiful and
uneventful.
Incident No.2
I was doing quite a bit of flying by 1982 and I needed a
plane with more room. I looked at a Duke, but it didn't have
enough cabin space and I didn't like how it felt just after rotation. The 56TC and Duke share the same engines and wing,
but the Duke, being 1,000 pounds heavier, seemed just about
as under-powered as the Baron was over-powered.
I found a beautiful 421 that had just been totally reconditioned with new engines, paint, interior and a great panel. It
also had a full Robertson STOL kit, which I thought would
come in very handy.
I listed the Baron in Trade-A-Plane and immediately
started getting calls. The first man 10 see it was a short, very
stocky fellow with very red hair who lived just outside
Houston. He asked a few questions and then said, "I'll take it."
He gave me a considerable deposit and said he would be back
in a couple of weeks to pick it up.
When a month passed and I didn't hear from the buyer, I
called the number he gave me and his wife told me he was out
of the country but would be back in a few days. After a week
had passed with no word, I called her again and she gave me the
same story. I was getting worried.
A month later, he called and said he was ready to pick up
the Baron. He arrived the next day and paid me the balance in
cash. We went to my bank where we paid off the note and
withered under the accusing stare of the bank manager. I
remember thinking that at least I knew the deal is linal!
When we got back to the airport-remember that he had
never even sat in the airplane, let alone had it inspected-I
asked him if he needed to know anything about it. His reply
was, "Yeah, where's the key?" I'll never forget the sight and
sound of that airplane leaving Van Nuys that day in June 1982.
Fast forward three years:
On January 7, 1985, my secretary buzzed me over the
intercom. There was a Federal agent on the line who wanted
to speak with me. He told me that Robert Jones (not his real
name) had been under surveillance for several months.
It turned out that an agent flying one of their avajos had
sponed 51 V across the Gulf of Mexico. He had tried to follow it,
Page 9000
J spellt (( /ot of titf/(' a/olll'
;11
this
Naroll - f'(1erred to b.l-lIl/lII,l· (IS
"tlte poor 1II((11:~ Lemjet. "
but couldn't keep up. The agent wanted to know about Mr. Jones
and the Baron I had sold him! What was it? Why was it so fast?
How much fuel did it hold? I told him the story, after which he
asked, ''When he paid cash, didn't that raise any suspicion?"
"Well," I said, "I knew the cash wouldn 't bounce and that
the sale was final." The agent was not amused. He then asked
me to come to Albuquerque later in the week to testify before
the grand jury. He went on to say that if I refused to come voluntarily, they would subpoena me. I never heard from them
again, but the story didn't end there.
Several years later _..
I sold the 421 in 1988 and was out of flying for the next
five years while I built a bicycle manufacturing plant in
Mexico. Then I got the itch again and started thinking about
that Baron.
I found a man in Florida who had established an owners
and enthusiasts group for 56TCs, and asked if he knew of any
good ones that may be available. He said he could check and
asked if I knew anything about them. When I told him I had
owned TG-47 for several years a decade before, he said. "Give
me a few days and I' ll see what I can find. Who knows, maybe
old TG-47 is available."
About a week passed and he called back. He said he had
good news and bad news. The good news was that myoId
Baron was still going strong. The bad news was that it was not
for sale. It had been owned and operated by the same organization for 8 years. The DEA I
Oh yeah, remember that old decrepit S6Te I had seen at
Van Nuys years ago? It turns out that Arnold bought it and
gave it an extreme makeover like he gave myoid 51 V.
P. S. Looking over my logbook, I find that I spent a lot of
time alone in that Baron. I had several long nonstop nights at
rather high altitudes. Among them were Van Nuys to Austin,
Texas, at FL 210, Van Nuys to Seattle at FL 200 and Mexicali
to La Paz at 16.500.
The 56TC was not inexpensive to maintain, but the
engines were absolutely bulletproof. They were so smooth that
many people commented they seemed more like turbines than
piston engines. They started like a car, hot or cold. I truly miss
that plane refelTed to by many as "the poor man's Lealjel."
-@-EDITOR'S NOTE: When linn sold his 421 and started looking for another ptone. he found a C55 in Baja that had been siUing on the ramp for
about a year. He then owned a 58. He now flies an F35.
www.bonanza.org
ABS May 2004
DEAR 56TC OTTWERS. • •
However, Beech thought that the threeblade propellers looked better when the plane
BY JOHN MILLER. POUGHKEEPSIE. NEW YORK
pellers would have had to have special blades
Some lime back I received a leMer from on ASS member who requesled answers 10 anum·
designed to provide the required thrust and
ground clearance. but some prop-failure acci-
ber of specific queslions oboullhe 56 TC. Sui before I gal Ihe informalion assembled and
dents probably would not have occurred.
back 10 Ihe member. my com puler died and Ilosllhe person's name.The ASS edilor Ihoughl
Ihe informolion I prepared mighl be useful in Ihis issue dedicoled specifically 10 Ihe 56TC.
COWL FLAPS. The cowl naps were origi·
nally operated by a short and small diameter
It is very difficult to get the broken
piece of the bolt ou t, using a right-angle
drill att,lchment to drill them to accept an
strut containing a very smail electric motor,
appearing almost like a hydraulic actuator.
easy·out tool. I nearly had to remove both
When the cowl flaps are opened in flight
against the slipstream and propeller blast,
they can be overloaded and the motor may
engines to gel lhem out. The mechanic who
installed the engines in Albuquerque over·
bum QUI. The motors are unobtainable now.
There was, for a lime. a Beech kit to replace
them with hand-operated controls. The kits
were discontinued and now must be made
home (0 Poughkeepsie with the turbochargers unsupported. unknowingly. If the easy·
torqued the bolts. and I new all the way
Out had broken off in the stub, I would have
had a bigger problem.
lip from the pans list. If a plane is still
equipped wi th electric actuators, in night,
PROPELLER OVERIIAUL. The Hartzell
use them only in shan bursts. with plenty of
propellers 11I11ST be inspected and overhauled
time between actuations for the motor armalures to cool.
on schedule, for safety. The blades are under
greal ten sion when running at the high take-
off rpms.
I was told at the Lycoming factory
TIT LI~IITS. There is a large, heavy, stainless steel casting in the exhaust system that
service hangar that they had conducted the
flight tests on bOlh three-blade and two·
has two cast-in vanes for the hOI exhaust
gases to be guided around a sharp lum. If
blade propellers. They said the two-blade
propellers provided 7 mph more top air·
speed than the three·blade propellers. That
means that the crui sing speed would be
roughly 5 mph more. In 1.000 hours of nying. that would provide 5,000 miles of distance covered. free' In 10.000 hours, that
the engines are operared near maximum
TIT, those very necessary guides will be
burned and gradually disappear. That would
cause back pressure and excessively high
temperalure of the casting where it is bolted
to the exhaust waste gate, withou t any gas·
ket. Those flat surfaces will become distort·
would be 50.000 miles. or more than two
trips around the equator.
ed and will allow leakage of exhaust. reduc-
was on the ground. Also, two-blade pro-
OIL ACCESS DOORS. There are little oil
filler access doors in the top surfaces of the
engine cowls. Due to the high air pressure
within the upper cowlings in flight, those
doors be nd outward. Finally, one of mine
popped open. I then made entirely new
doors with two latches instead of only one.
CA M LUB RICATION. The Lycoming
TIO·541·E engines are a tine design. but in
my view have one fault: The cam shafts are
located in the upper part of the crankcase, so
after the engine is shut down, the oil drains
off the cams and the cam followers. leavin!!
little or no lubrication at the next start.
"Lycoming advises a special Shell Oil
additive for the oil that leaves a lubrication
film on the cams and followers after the normal oil has drained off. It is important to use
that additive. If an engine has stood for a
long lime without running, I would fill the
crankcase with oil to the very top to cover
the cams and followers with oil, then drain
the oil 10 normal level. before staning.
DIGINE ~IO:-l ITORS. It is essential to have
six·cylinder EGT/CHT instruments on the
panel. On cross·country flighlS. I almost
invariably leaned to the lean side of peak
EGT on all cylinders and had fine results, flying far past the TBO of only 1.600 hours due
to the lower temperatures of EGT and CHT.
ing power and creating a dangerous tire haz·
ard. The castings will have to be taken to a ~
machine shop and have the surfaces ground ~
nat. It is important to run the engines well iii
below maximum TIT, about 15 degrees, to ~
avoid this type of damage. It is also impor- §
tant to have the TIT instruments and their 0
probes periodically checked for accuracy.
~
~
TLRBO CAP SCRE\\ There is a long cap
screw that screws into the back end of the
crankcase to hold a 90-degree bracket. or
shelf. which supports the weight of the tur·
bocharger. Either excessive or insufficient
torque of that screw can result in it breaking
ofr in its threads. just below the surface of
the crankcase casting.
ABS May 2005
I oll'lIed II ,i6TC hotrod .(or:]O .I'{'(II'S, I slIr(' dOli/iss it,
www.bonanza .org
Page 9001
Instead of burning 40 gph in the two
engines, I usually got about 34 gph, and
longer engine life as well as range. I usually cruised at 65 percent power and would
get TAS of about 240 kts. TAS at Flight
Level 210 to 250.
I have been flying on the back side of
lean ever since Lindbergh did so in his
famous night in 1927. His engine was lhe
Wright J-5 Whirlwind, with three separate
carburetor jets (0 get even fuel mixture for
the nine cylinders. T laler flew that type
engine many hundreds of hours on back
side of lean.
BATTERY. The original battery was
replaced by a lead acid type. Very much less
troublesome.
AUTOPILOT. The original autopilot was
operated by air pressure and entirely too
weak and unsatisfactory for flying the
heavy and fast 56TC. I replaced it with a
Century 10. Problems solved.
FLAP CABLE INSTALLATION. Make
absolutely sure that the flap cable controls
are properly installed on the gear box under
the front seal. Once my right-hand cable
came off just as Jwas flaring for landing. The
right full flap instantly retracted. Only by
instantly using full power on right engine,
full left aileron and full left rudder, did T
avoid cartwheeling.
Competent witness pilots on the
ground said that they thought my right
wingtip dragged on the runway and had to
come out to look to find that it had not
touched. Close call! I'd had the airplane
painted and took the word of the mechanic
in charge that the cables had been properly
installed. Bad mistake!
GEA R WARN ING SYSTEMS. Have extra
landing-gear warnings installed. A gear-up
on the 56TC is very expensive, and always
remember that there are those who have
done it and those who have nOl- yet!
AVOIDI NG CORROSION. Store the 56TC
in a hangar and keep 100-wall lamps
attached to the cowl flaps burning continuously, winter and summer, and blankets over
the cowlings to keep the engines slightly
above ambient air temperature and prevent
moisture condensation and corrosion.
Also, little 4-watt or 7-watt plug-in
Page 9002
night lamps leaning on the brake discs prevent them from rusting and keep them shiny
as mirrors. That will save brake pucks and
discs. These precautions make it possible to
store the engines without periodically running
them. I did so for 30 years and ran the engines
beyond specified TBO without any trouble.
AVOID ICE. The faster an airplane is flying, the faster it will take on a load of ice. So
it is good policy to use the 180-turn right
soon, to live a long and happy life. In airline
flying, I got a lot of icing experience. Even
wi th fully approved icing protection, the
anti-icing system can fail, right when you
depend on it.
WATER 1:'>1 FUEL. Always fill the fuel
tanks before putting the plane back in the
hangar to avoid liner trouble and moisture
condensation in the tanks. In cold wimer air
or cold high-altitude air, any moisture can
freeze in a fuel line and cause engine stoppage. Check the tank drains and lhe fuel
strainer for traces of water. 1 had a friend
who lost his Baron when he flew it from
Florida to very cold New York weather, due
to water in the fuel.
EXHAUST CORROSION. It is important to
have at least a 6-inch extension on the exhaust
pipes. Otherwise the exhaust fumes corrode
the aluminum underside of the wi ngs.
EXHAuST SYSTEM II\SPECTIOI\. It is
very irnponant to make thorough inspections
of all the exhaust system for cracks or bulges
due to excessive heat, or for actual leaks.
Such leaks get bigger in flight and can cause
real trouble.
GENERATOR FA ILURE WARN ING. I had
a warning system installed to warn me of an
internal failure of the generators, before the
voltage went down to warn me. It saved me
from making a takeoff in very bad weather at
night. The field wi nd ings were severely
burned. I do not know whether they are available now. The original supplier discontinued
offering them because of poor sales.
STRUTS AND TIRES. The proper strut
extensions and tire pressures are important
for the heavy 56TC.
DOOR OPEN IN FLI GHT. Make doubly
sure that the cabin door is really securely
www.bonanza.org
latched before takeoff. If it is not, it comes
open just after liftoff, and makes the loudest
noise in the world, besides blowing maps
overboard.
Positively do not attempt to close the
door in flight. Just keep calm, go around and
land. It is not necessary 10 land straight
ahead. You can tell the tower, but due to the
loud noise, it is doubtful thaI your call will
be understood. The airplane willily OK. but
the noise will make it impossible to talk to
passengers. There will be a little tail buffeting during landing flare.
DOOR SEAL. The cabin door really must
have an approved seal installed. The leakage is cold and noisy.
NOSE HEAVINESS. A 114-cu. ft. , very
heavy oxygen cylinder is installed in the
front baggage compartment. Too much
other load in that compartment will make
the airplane very nose-heavy for landings.
Avoid it.
OXYGEN FLOWMETERS. Be sure to have
oxygen flow indicators in each line leading to
a mask and frequently check to make sure
each pa%enger is actually getting a flow. If
you fail to do so, you may have an unconscious passenger without knowing it.
A Illere kink in the line or a detached
hose can stop flow. Don't forgel to turn
open the main oxygen valve on the cylinder
before takeoff and turn it off again promptly after final landing, or the oxygen will
leak down to zero.
PRACTICE' Get plenty of instrument practice with full-stop landings. The 56TC lands
faster than most Beechcraft and is more like
an airliner, so it is easy to land too far down
the runway.
I witnessed such an overshoot and
crash of a Baron on a 5,000 ft runway at
POU last year. Conditions were not bad,
with only a lillie rain, but he was floating
much too fast and fai.led to go around. He
evidently had "getdownitis."
John we/comes comments. Write him of 201
Kingwood Pork, Poughkeepsie. NY 12601.
-
-
-
For stones about John. his 56TC and the many other
planes he has flown. purchase a copy of his book
"Flying Stones If is available through the ABS
Company Store <W'WW.bonanza.org>
w.
ABS May 2005
HYPOXIA: "A state of oxygen
deficiency sufficient to impair
functions of the brain and
other organs" (AIM 8-2-1).
BY GREGORY F. RICCA. MD.
FACS. CFII. MEL BPPP INSTRUCTOR
ur bodies do 1101 slOre oxygen,
and therefore we require an
uninterrupted supply to function and sustain life. Our nervous system is remarkably susceptible to hypoxia. Hypoxia impairs one's judgment,
O
memory. alertness, vision, coordination,
as well as the ability 10 concentrate and
perform mental gymnastics.
Symptoms of hypox ia include
drowsiness, headache. euphoria, belligerence, agi tation. chest pain, air
hunger, loss of time sense, dizziness
and hot/cold sensations. Visual sympIOms include night blindness, tunnel
vision. grey-out and black-out.
Untreated. hypoxia can lead to a loss
of consciousness and uhimately, death.
To understand hypoxia, we must
first understand how ox ygen gets from
the air we breathe to the cell that finally consumes it. After oxygen is drawn
into the lungs. it crosses into the blood
to be carried by a large protein molecule called hemoglobin . Hemoglobinrich red blood cells travel in the blood
vessels to deliver their precious payload. Finally, our cells absorb and use
the oxygen.
a"emic or hypemic hypoxia. Carbon
monoxide (CO) has an affinity for
hemoglobin 250 times stronger than
that of oxygen and is the most common cause of anemic hypoxia.
If a person survives carbon
monox ide poi soning, it often takes
more than 24 hours 10 rid the body of
this recalcitrant gas. We have had two
incidents of CO poisoning within 12
months at BPPP clinics. The second
incident was identified prior to takeoff
because of proper use of a carbon
monoxide detector.
The third type of hypox ia is staglIalil or ischemic hypoxia. This is
caused by inadequate blood flow, such
as that seen under high G loads.
The last type, hystotoxic or cylOtoxic h)I)Oxia finds our cells unable 10
process the absorbed oxygen. Alcohol
and cyanide cause this.
Effects of hypoxia
The effects of hypoxia in a healthy
individual are first seen at 5,000 feet,
with impaired night vision. At 12,000
feet, we see many of the insidious and
life-threatening symptoms stated above.
The effects of hypoxia are also cumulative- flying at 8,000 feet for several
BPPP
sequence oxygen delivery is interrupt-
ed. The first location where oxygen
can be blocked is within the lungs.
Inadequate oxygen pressure there
causes hypoxic or altitude hypoxia.
The second type of hypoxia
comes from an inadequate number of
hemoglobin molecules and is called
Use supplemental oxygen
The FARs are an absolute minimum.
I personally follow much stricter criteria.
I begin using supplemental oxygen
during night flights at 5,000 feet and in
day flying at 8,000 feet. I adjust my supplemental oxygen consumption to keep
my oxygen saturation above 95 pencent.
At the end of a crosscountry
fl ight, hypoxia is often the cause of
your fati gue, poor radio phraseology,
poor memory and poor landing.
The average smoker suffers a
penalty of 3,000 to 7,000 feet of altitude tolerance and has a 20 percent
loss of night vision at sea level!
Alcohol and many medications have
profound effects on our nervous
system when coupled with hypoxia.
This a small excerpt from my
hypoxia lecture at the BPPP Mountain
Flying Clinic. I would love to share
much more information with you, but
space here precludes this. Please join us
at the BPPP Mountain Flying Clinic in
June for one of the best and most enjoyable fl ying courses you'll ever take!
-@--
SCHEDULE
DATE
May 13-15
LOCATION
Columbus. Ohio
AIRPORT
CMH
June 10-12
Colorado sWings. Colorado
(Mountain lying Course)
Milwaukee. Wisconsin
Little Rock. Arkansas
Manchester. New Hampshire
Fresno. California
Norfolk. Virginia
COS
Four types of hypoxia
Hypoxia is clas ified into four
types based on where in the above
hours, for instance, has the same effect
as 16,000 feet for half an hour'
Sept. 16-18
Sept. 23-25
Oct. 7-9
Oct. 21-23
Nov. 4-6
MWC
LIT
MHT
FAT
ORF
Bononzas/Barons/Travel Airs at all locations. Subject to change.
Cockpit Companion course available everywhere.
CALL THE BPPP REGISTRATION OFFICE TO MAKE ARRANGEMENTS
970-377-1877 or fax 970-377-1512
Some questions have been answered by ASS Manager of Technical SelVices Tom Turner. They are indicated by n
Sticky tachometer
Dovid Ross
Amherst. New Hampshire
Q: I have a problem with my B55's
tach gauge (dual with synchonoscope).
Sometimes the left pointer fails and
sometimes the right. At times, neither
will work on startup, Ihen after a few
minutes they will work. After failing in
flight. one of them will come up and be
normal for a month. I've had the oauoe
overhauled four times in the last five
years. The tach generators seem normal.
Switching leads on the gauge doesn't
seem to provide any help.
~
~
A:
I really suspect the wire in the
plug ends, probably at the engine side.
The vibration can, over time, get to
them. When plugs come apart, you can
redo the connections and clean them up.
perature; however. it may slow the rate
of increase.
I turn the heater off before it gets
hot enough to activate the over-temp
cutoff. After leuing it cool some. I tum
it back on. Then it sometimes works,
while other times it must be used on
minimum heat. Should r Iroubleshoot
this with my mechanic or bite the bullet
for a rebuilt or new heater? Any suggestions on vendors?
Lang Sligh
San Diego. California
Q: I'm look ing for sources to overhaul my 1991 A36 factory-installed
standby generator.
A: Ai rcraft Accessories of Oklahoma
(800-255-9924) had pans for the 24volt standby generator, the last I knew. I
believe you would be better off
installing a B&C Specialty (316-2837400) standby alternator, which is what
new A36s have used since about 1998.
Erratic Baron heat
Dan Magruder
Gulfport. Mississippi
Q:
My Baron's heater has begun to
conlfol temperature erratically. The airplane was 27 years old when I bought it.
and it is the first plane I owned with a
combustion heater, so 1 am not sure how
hOi the heat should be. Early in a flight
the healer works normally. Later in
many of the fl ights the temperature
starts increasing. Moving the conlfol to
minimum does not moderate the tem-
Equipment list
Harry Bush
Bismarck. Missouri
Q: Is the equipment list for my
A: I don't believe this is in the heater E33A
a requ ired pan of the aircraft doc-
itself. It's likely either a duct valve is
o
moving or a thermostat is deterioratin 0'
neither of which you would get with an
exchange heater. In your area, contact
John Whimpee in Mobile (25 1-433083 1).
New engine mounts
John Wheeler
Standby generator
A:
Ai rborne Electronics (707-5426053) can help you. This number might
only be answered evenings California
time. Cruiseair in Ramona (760-7898020) and Barber Aviation in Madera,
(559-675-0183) may also be able to help.
Jocksonville, Florida
Q:
We are having trouble locating
engine mounts for our 1947 Bonanza's E225 engine. The plane was convened
from the E-185 to the E-225. We had the
engine rebuilt by the group in Illinois, but
need new mounts for the install. Could
you give us some names and numbers?
A:
The Lord mount number is 1380426. API (800-950-0 III ) doesn't sell
retail. but lists them for your supplier.
Electric prop circuitry
Daniel Bruzzone
Camorillo, California
Q:
I have a '47 model 35 with a 2258 and electric prop with sol id-state governor. Recently the "down rpm" circuit
has been working intermittently. The
integrity and conducti vity of all connections and wiring have been verified
from the motor to the solenoids. I suspect that the solenoid is either worn or
has some sort of obstruction (although
we tried some contact cleaner and shop
air, wh ich helped but did not completely resolve the problem). Any tho ughts?
uments and,
if so, can I generate a new
one? The one for our plane has been
written on and crossed out so many
times, it's hard to make much sense of it.
A:
Beech can provide a copy of the
original, which you could then neatly
update with your changes. You might
want to keep the old one to maintain the
paper trail. Call Beech Tech Support
(800-625-7043 extension 4, option I).
Club seating
Tim Hardage
Plainview. Texas
Q:
l'm curious about the A36 with
club seating. Is it possible to simply
remove the 3rd and 4th seats and turn
them forward, eliminating the club-seating arrangement? I want to move from
the V35 to the A36, but I only want four
seats. all forward facing.
A: Yes, you can aher an A36 if it has
the optional club seating, reversing the
middle-row seats so all face forward
(four seats facing forward has always
been the "standard" configuration).
Early 365 and A36s required additional
structure to accommodate the kit and
very few have been so modified.
Reversing the seats is not an
involved process, but narrow clearance
beneath the seats makes it a bit of a
chore to turn them around. Entry to the
middle seats would be the same as in
your V35.
The POH provides separate loading
information to allow you to calculate
the weight and balance with the different seat location. (They are further forward when facing rearward.) The rearmost seats can be easily removed, but
since they are included in the basic
empty weight on aircraft weight and
balance documents, you'll need an A&P
to sign off a new weight and balance
sheet for operation without the back
seats. It's permissible to retain two
equipment lists (one with the seats in.
another with the seats removed) and
refer to whichever list appl ies to the
seating configuration on a specific
flight. -IT
Windshield scratches
Darwin Engen
Spokane. Washington
Q:
I have some scratches on my
58P's windshield caused by a canvas
cabin cover flapping in the wind. There
is also some minor "crazing" in a couple
of areas. The hot plate is badly crazed
and needs replacement. I am debating
whether to try to polish out the scratches
or have the windshield replaced. My
mechanic here (who is terrific) suggested
having it polished, but said use someone
with a lot of experience. Flightcraft in
Portland gave an estimate for polishing
at $1,600, which seems high.
Should [ be concerned about windshield crazing on a pressurized aircraft?
Replacing the windshield would be very
expensive. but if I choose to do so, can
you recommend anyone in Washington or
Oregon? My local mechanic is reluctant
to do it, saying it is a difficult job. Would
it be reasonable to try to polish it and
replace the hot plate. or would it be worth
the extra cost to replace the windshield?
A:
It takes special FAA approval to
polish windows on pressurized airplanes. The windshield and windows
have dimensions and processes that are
structural limitations for pressurized
flight. That's why the high price from
Flightcraft. They could also change the
wi ndows, which is a difficult job and
should be done by someone with experience in pressurized airplanes. The hot
plate might be repairable by PPG (256859-2500) in Huntsville, Alabama.
V-tails in crosswinds
Michael Nagle
Saven Mile. Ohio
Q: [
am considering purchasing
either an F33 or a V35 and am concerned about controllability of the V-tail
in strong crosswind landings.
A:
Comparable V-tail and straighttail Bonanzas (in this case, the S35 and
F33A) share a common 17-k not maximum demonstrated crosswind component. At first this suggests there are no
differences in crosswind handling related to the tail configuration. The reality
is that the Model 33 (straight tail) line
was certified as a modification to the
Model 35 (V-tail), and therefore much
of the certification flight-testing was not
re-f1 own when the 33 series came to be.
Note also that the maximum demonstrated crosswind component is not an
airframe limitation. It's the maximum
that was demonstrated during certification flight-testing. It's quite likely that
the airplane can be safely landed in
much higher crosswinds, with proper
pil ot technique. The mishap record
shows, however. that control is sometimes lost at much lower crosswind
components - meaning that pilot experience and recency with crosswinds, not
airplane certification, is the main determinant of success.
Given all that. a properly trained
and current pilot should have no trouble
landing either airplane in a 17-knot
crosswind. As the wind strengthens
beyond that, the pilot of the V-tail
should find it progressively more
difficult when compared to the
straight-tail. for the straight-tail has
more fixed fin for longitudinal stability
and, with its rudder aligned perpendicular to the crosswi nd , it has
greater authority to counter that wind.
I've personally landed an A36 in a
30-knot direct crosswind when I'm
pretty sure [ would have had to find a
run way more aligned with the wind in a
V-tail. For virtually all operations.
however, the pilot-not the airplane-is
the deciding factor on the ability to handle crosswinds. - IT
Alternator upgrade
Richard Grossmann
Overland Pork, Kansas
Q:
My P35 has a Continental [0470N that I am replacing with a fac tory
reman 10-470N. The plane originally
came with a generator and has been
modified with an Interav 50-amp alternator. [ want to order the reman with a
70-amp Continental alternator. In my
Beech shop manual, pages 6-49, the
wiring diagram shows an optional 85amp alternator installati on. It also
shows a 70-amp circuit breaker. I do not
see the associated parts for this in my
Beech pans manual.
To make the upgrade to the 70-arnp
alternator, what Beech pans do I need to
purchase? Since this apparently came
originally as a Beech option, is the modification a minor or major modification?
My lA thinks a logbook entry will suffice.
A: If you duplicate a Beech optional
item from the type certificate data sheet.
a logbook entry is sufficient. ational
(800-7 13- 1111) makes a 70-amp alternator by STC. The type certificate
shows a 60-amp under item 30 lg 33380009 per drawing #33-300 I. I het the
National STC would be easier to obtain
than trying to piece together kit pans.
Neil Pobanz, ABS technical consultant, IS a refired
U.S. Army civilian pilot and maintenance manager.
He has been an A&P and IA for 45 years.
Glen "AIIy- Foulk ..vase business is Della S/rut. has
been on ASS ossistanf technical con$ultont since
1986.
N ElL'S
INSTRUME T AIR PUMP CHANGEs-ABS has long recommended 500-hour dry pressure pump changes, unless you
have the Rapco or Sigmatek pumps wh ich are warranted fo r
1,000 hours. Wet pumps have essentially unlimited life. Beech
has recommended dropping life on dry pumps from 600 hours
to 400 hours, required for maintaining known ice qualification.
Install new filters and clean out lines when changing pumps.
CYLI DER CHANGES-Remember to pull out the lifters
one at a time and deflate them, then reinstall prior to cylinder
installation. Inspect cam shaft lobe whi le in this process. Make
sure the bearings don't tum while the studs are loose (some are
through bolts)
FLOTORP PROPS-To prevent bulkhead cracking. use AS
hardware to mount the bulkhead instead of AN hardware.
DETECTfNG CYLINDER CRACKS-Spray brake cleaner
"aerosol" into the exhaust pon or on the interior head surface
through a spark plug hole and watch the exterior cylinder surface.
CYLI NDER CRACKS-We have been asked if you could
keep flying with small cracks in the cylinder that blow soot. It's
our bel ief you shou ld not fl y the airplane in that condition. If a
head comes off or the crack enlarges, you could be in for an offairpon landing.
NOT E S
INJECTOR AND PLUG TORQUES-Spark plugs are 29-foot
pounds. Injectors are 55-inch pounds.
MASTER CYLINDER REPAlR-Arky Foulk wrote on page
4681, March 1997. about how to reseal master cylinders without removing them from the airplane.
SEAT TRACK J-BOLTS- For those that come loose in the
spar, Beech has a repair using Maxibolts in place of a broken
one. Seek assistance before doing any drilling or cutting.
LOOSE RIVETS IN KEEL TUNNEL-We have recently
heard of loose rivets in the keel tunnel by the rear engine
mounts on 550 conversions of earl y serial number aircraft.
Multiple aircraft have been found. Share this with your
mechanic.
SWAMP COOLER- Replacement evaporative cooler wicks
have been available through WW Grainger (1 -888-36 1-8649),
a hardware supply store. They are called autoflow humidifier
plates (PIN 2E539). You will need 27 plates. Grainger sells fi ve
per carton for S12.86. According to Grainger'S website
<www.grai nger.com>. the part has been discontinued, but suggests local Grainger stores may still have some in stock. There
is a store locator on Grainger's website. - T.T.
--@---
SOME GARMIN 430S BARRED FROM IFR; DME arc warning for some GNS430/530 installations
GARMIN Service Alert: 050321
AFFECTED PRODUCT: GNS 430 and GNS
430A units manutactured between Feb. 23.
2005 and Morch 21 . 2005.
Serial numbers:
GNS430 sin 97125747 through
97126193
GNS430 sin 96303169. 97107697.
97123197.97123079
GNS430A sin 46150016 through
46150024
IMMEDIATE ACTION REQUIRED:
• Pilots. Operators and Avionics Installers. do
NOT fly IFR operations using the affected
product(s).
1
• Pilots. Operators and Avionics Installers: CORRECTIVE ACTION: If you have on affected
Notify all customers and pilots who may have GNS 430 unit, please contact your local
on affected product(s).
Gormin Authorized Service Center immediately
to arrange for modification or exchange
• Avionics Installers: Hold all affected inventoof the subject GNS 430 unit.
ry until corrective action is accomplished.
• Avionics Installers: Do not approve installa- ADDITIONAL INFORMATION: Please contact
tions with affected product(s) until corrective Garmin Product Support for additional
assistance.
action is accomplished.
DESCRIPTION: Gormin has discovered on ABS NOTE: This Alert is in addjJian 10 an
issue with the above listed GNS 430 units. earlier GNS 430/530 Alert prohibiting use 01
This issue may result in the GNS 430 unit certain units (with differenf serial number
tripping the aircraft circuit breaker, rendering breaks) lor DME arc operafions.
the unit inoperative. All other Garmin prod- Thomas P. Turner, Manager 01 Technical
ucts except for those specifically listed above
Services, American Bonanza Society
ore unaffected.
Recommend a shop to your fellow ABS members. Go to Shops &
Mechanics Recommendations on the members-only page of ~.
Page 9006
www. bona nza .org
ABS May 2005
I
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ends 06130105
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~ ool ,
casual comfort, on the links
or in the air! Three-airplane logo
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No. 1300 $32.00
Brushed Twill Shirts
100% Cotton. Standard: Khaki, Navy, Natural, Forest;
Special order: Sage, Cranberry, White, Black, Yellow,
Cobalt. Sizes S-2XL. NOTE: Special colors not available in
every size; call ABS Company Store for details.
No. 1100 Short-Sleeve w,oo SALE $35.00
No. 1150 Long-Sleeve $45,00 SALE $38.00
\
•
Jacquard-Knit
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Bird 's-eye jacquard knit
in white and navy threads.
100% cotton. 5-buttons,
pewter colored and solid
navy knit collar and
cuffs. No. 1200 $39.00
r
ABS Logo T-Shirt in Grey with
blue logo. Colors: White, Grey.
Sizes S-2XL No. 1404 $10.00
Baron on White No. 1410 $12 .00
Straight Line No. 1409 $15 .00
ABS Tees!
Casual , comfortable - and a great way to show your (aviation)
heart belongs to Beechcraft! Sizes adult M-XXL.
Phone: 316-945-1700 FAX: 316-945-1710
Web site: www.bonanza.org E-mail: [email protected]
Dr. Radford Moeller and his wife Wenay wIth their children, Cameron, Thayer, Chandler and Carrie.They fi ll all the seats in 51 M.
MAY 1988- u lVe're having a baby! " With those words spoken by my wife into my sleep-deprived brain at 4 a.m., I celebrated the promise of a new playmate for our then 5-year-old
daughter and 3-year-old son. However, the pilot side of me
realized our family would probably need more space than was
available in our 1969 Mooney M20F.
My plaintive phone call to the Raleigh FSDO confirmed
that suspicion: "No! The FAA will not allow the addition of an
infant seat to the behind-the-rear-seat cargo area."
After consulting my trusted aviation friends about wh ich
type of airplane to purchase, our search narrowed to the
Beechcraft family and specifically twins. Only a twin
appeared capable of carrying six people. full fuel and adequate
baggage. (Yes! Two years later we added a fourth child to fill
all available seats.)
After several false stuns, a 1979 B55 with 1500 hours,
new factory-remanufactured Continental engines, fresh prop
overhauls and radar-as well as most of the items on our
avionics wish list-was located for us by George Johnson at
Carolina Aircraft. The prebuy inspection by the local Beech
dealer found no major deficiencies.
A sight to remember!
I will never forget the sight and sound of NI951M entering the pattern at New Bern (EWN) as I waited like an expectant father on August 8, 1988. According to the records, 51 M
was one of the most extensively optioned 55s--except for the
intentional omission of de-ice boots by the original owner.
We soon realized the value of the increased speed. range,
load-carrying capacity and evident quality of 51M compared
to our Mooney. In fact, during more than 1,000 hours of operation, we have only cancelled two flights due to unscheduled
maintenance. and those delays lasted less than 24 hours.
Along the way, we added GEMs, a WX-lOOO storrnscope,
a six-place NAT intercom and music system, the Advanced
Aero Systems Low Thrust Detector system, new Stevens
Aviation paint and King Air interior, and many other improve-
Page 9007
ments. In 1998, a complete avionics panel upgrade was performed at Stevens Aviation-new KFC 200 FD/AP/yaw
damper, AlliedSignal avionics with an IFR approach-certified
KLN-90B, and new flight instruments and gauges.
MOVING TOWARD PRESENT DAY-While religiously
adhering to 25-hour oil changes with Shell 15-50 oil. we never
had to add oil to either engine between oil changes. Yet with
each annual inspection after 2002, cylinder compressions
started their inevitable decline so that those measured at annual in October 2004 had reached an average of 60/80.
With the knowledge that most of the accessories, and all
12 cylinder ', had more than 16 years of service behind themcoupled with the fact that my business flights were more often
requiring hard IFR to minimums- I started to have nagging
thoughts about engine reliability that only an airplane owner
can appreciate.
Another decision time
A decision to replace the engines with factory-new
Continentals was quickly reached, with the new vs. reman
question settled immediately based on my desire for all new
(rather than rebuilt) accessories. With a new vacation house
high in the orth Carolina mountains at Elk River (NC06), J
also wanted to improve performance, particularly emergency
Single-engine climb rate.
Colemi ll's President n conversion. featuring 10-550E
engines that fit into the B55 airframe wilhout modification,
was the most obvious method to accomplish all our goals,
making NJ 951 M a reliable, better-performing airplane for
years to come.
A lack of fuel at Elk River made the extra 30-gallon (total)
tanks and stability-enhancing wing lets of the Colemill conversion a must to make our weekend round trip without refueling,
while ensuring adequate IFR reserves. 51 M remains missioncapable, even though the useful load of our Baron has been
decreased over the years by all of our projects-and would
www.bonanza.org
ABS May 2004
decrease again with the Colemill conversion as fuel capacity
increased from 136 to 166 gallons.
Ralph Peeler, Karl Crist, Doug Colbert and the other
patient folks at Colemill Enterprises quickly answered all my
preliminary questions. So on November 26. I was on my way
to Comelia Fort Airpark in Nashville (M88) on a simply gorgeous day with a true airspeed at 10,000-l'eet of 178 knots
burning a total of 27 gph. 51 M was pulled into the maintenance hangar there within minutes of arrival. and the President
J] conversion work was underway.
After hundreds of Baron conversions, the mechanics at
Colemill know these airframes as well as anyone on eanh!
During the weeks that followed, [ was treated to regular emails and digital photos that detailed the successful progress
of the conversion.
flight home, [ verified true airspeeds between [98 and 205 kts
at 75-80 percent power burning 32-35 total gph. The descent
into New Bern was an eye-opener as 51 M did not want to slow
down! Thank goodness for the generous approach flap/gear
operating speeds.
The wing lets clearly do three beneficial things in night:
improve climb rate; improve stability with a further reduction
in the famous B55 Dutch roll in turbulence tendency (already
noticeably decreased by the yaw damper): and significantly
stabilize slow-speed approach to landing characteristics, forcing the use of a lO-knot slower target speed immediately prior
to touchdown to avoid long floats down the runway.
The cruise airspeeds are averaging 25 kts faster, with 20plus knots coming from the more powerful engines and
wing lets and another few knots from Colemill correcting two
minor problems involving the trim/rigging of the
airframe. The most spectacular improvements,
however, are in the dramatically improved climb
rates and the fact that the plane now leaves the
runway much more quickly.
The Colemill President II conversion STC
only guarantees that the airplane wi ll perform at
least as well as when it originally left the factory.
So the real fun has been in relearning and experimenting to discover the ideal operating regimes in
each phase of flight. This process has been made
much easier by having nearly 17 years experience
in flying the "old" 51 M in its original version.
Flying the SIMCOM Baron simulator in
Orlando while the Colemill conversion was in
Recently installed ponel (1998) with newest addition: Shodin Digiflo-L fuel computer.
progress gave me an idea of the impact the 10-550
upgrade would bring to 51 M. However. the
excitement of the flight home from Nashville after the converSimultaneously. 5 [M was upgraded to the Shadin Digiflosion could not be anticipated until it was experienced!
L system to interface with the KLN-90B, and JPI EDM 700
Doug Colbert was right when he commented as I was getrecording monitors replaced our aging GEMs. Throughout the
ting into the Baron, "Everyone who has this conversion says it
process, the folks at Co[emill could not have been more
takes at least a month for the silly grin to disappear after that
knowledgeable and professional.
first
flight home." I can testify that Doug was correct.
As the accompanying photographs aHest, 51 M [eft
All in all. having the Colemill President II conversion and
Co[emill with new firewall-forward engines, props, accesrelearning how to operate afterwards has been immensely
sories and spinners as well as aux tanks/winglets. The new
enjoyable and rewarding-and worth every penny! -@--empty weight is 3,715 Ibs. with gross weight 5, 121 [bs. yielding a new useful load of [,406 [bs.
The return flight from Nashville in [ate
December was on a showery day with an 1,800r
foot ceiling but 10-mile visibility. Doug Colbert
had previously made several test flights and the
engines had been broken in/rings seated.
Taking off with 166 gaUons fuel and only me
on board, initial climb was 2300 fpm at 130 kts
with full throHlel2Soo rpm. As I leveled off at
7,000 feet, the climb was still 1300 fpm at 150 kts
indicated airspeed with full throttlel2500 rpm.
With varying high-power settings during the 51 M after modifications, ready for flight home.
ABS May 2005
www.bonanza .org
Page 9008
THENCE .. .
a single-word instruction on a 21 st century aviation chart
aster weekend found a stationary front drifting up from
Georgia into the Carolinas with layered clouds and low
ceilings across middle and western North Carolina. I
was taking my son back to college and was fly ing along
between layers en route to Concord, orth Carol ina. Concord
is a nice little airport situated under the class B airspace northeast of Charlotte.
As expected, I got the NASCR I arrival procedure. This
is a heading otf the Liberty VOR near Raleigh toward
Charlotte. I reviewed the procedure description on the NOS
chart that ends with "to NASCR, thence .. '-'
Thence? Even though I have made the arrival many times,
the use of this word jumped out at me for the first time.
"Thence ... ·' Somehow the use of a Shakespearian-era term for
What if we aviators and controllers used similar language? Should I expect the controller to come on and say,
''Turn thee to a heading of 270 degrees and maintaineth 2,800
feet ti ll thee be so established on the localizer."
Later I looked up thence in Webster's Dietiollary. The first
definition is: "From that place." OK. That makes sense. And I
suppose the dol. dot, dot is "Expect further instructions."
So the author of the arrival description did pick the correct adverb. Still it amused me. Olde English language
describing 21st century airborne directions fo r flying
machines I
E
umyz tlzee to a Izeadt/&
(!/270 dg1reeo and/!la/ataineLli
2, &Oefiet tilltAce oe <f0
e<ftaoklzed on tlie Iocalizo~
seemed strange.
What's the connection here?
Well, it may be a stretch, but a letter from a member about
my article on colon cancer screening seemed to imply that the
medical system for special issuance may also be somewhat
dated in this 21st century time of computers, data storage and
GPS . This member related a long process of documenting and
explaining medical issues and diagnoses, some of which he
says he never had!
He is correct in saying that I have repeatedly advised to be
sure you submit everything available when the AM CD
requests records for review. My experience in helping pilots
with special-issuance projects has been that we often end up
with further delay if one sends only the summary of a cond ition, or the treating doctor's statement but not the hospital
reports.
The other side of the coin-that this writer describes-is
that records can sometimes raise issues of cenification that
were not even considered before the pilot started the specialIssuance process.
Consider this scenario:
A pilot enters the hospital with chest pain. In the process
of diagnosing the chest pain he has an X-ray to test for acid
reflux . This test shows a small stomach ulcer. The next day his
cardiac tests show evidence of coronary artery blockages and
he eventually gets a coronary artery stent inserted to open the
artery. Then the pilot dutifully waits his six months after the
stent placement and passes all of the subsequent cardiac tests
requested by the FAA.
In the meantime, his family doctor has treated his stomach
ulcer with medication. The airman is not aware that an active
ulcer is also a disqualifying condition and sends in his records,
only to find that a sharp-eyed reviewer notes that the ulcer was
never documented as healed (by another X-ray or scope examination). The pilot gets a letter from AMCD asking him to
"Please send evidence that the ulcer is no longer a problem. "
This further delays the spec ial issuance for h.is medical.
What is a pilot to do?
How does Joe (or Jane) Pilot avoid these situations? The
ABS member mentioned that his AME did not review the
records before sending them on to the AMCD. Obviously, the
pilot expected such a review. is this a reasonable expectation?
Maybe.
Even though I often extol members to consult their AME
as the first step in dealing with an issuance problem, yo u may
receive varied responses when it comes to the degree of assistance a particular AME is willing to provide. This is not
because some AMEs are good guys and some are jerks. It is
more related to the type of practice the AME conducts, the
experience of the AME and the AME's personal interest in the
certification process.
The number of FAA medical examinations done by an
individual AME varies greatly. Some do very few; others do
hundreds. Some AMEs may not feel comfortable in the consuitant role.
The AME is required onl y to detemline via the examination process whether you should be issued a certificate. If you
do not meet the standards for issuance or you have some condition that is di squalifying or needs further clarification, the
AME defers the final decision to the AMCD or the Federal Air
Surgeon. That is the extent of what he is requi red to do.
If your AME feels that is as far as he is willing to go wilh you
on a medical issue in question, you may be on your own, or
you need to search elsewhere for assistance.
Be thorough
Carefull y look over any lener from the FAA medical
branch that requests information andlor records. Be sure that
you have all the information that is requested. If you are doi ng
lhi s yourself, review the record before sending it. You are the
one with the most at stake and the one who should be concerned that the records are accurate and complete.
Charles S. Davidson, M.D. holds board certification in family medicine ond emergency medicine. He has been an aviation medical examiner since 1978 Qnd
serves as a senior AME. He holds a private pi/of license with muffi-engine and
instrument rating. He is an active pi/of using general aviation for business and
pleasure for 23 years and is also an ABS board member. He flies an A36 and is a
member of AOPA and fAA .
IF YOU HAVE A MEDICAL QUESTION, SEND ITTO ·
American Bonanza Society, Attn: Aeromedical News,
P.O. Box 12888, Wichita, KS 67277
Fax: 316-945-1710 or e-mail to <[email protected]>
Where do you go?
General infonnation can be obtained
from AOPA's medical advisory section,
from the EAA medical advisory board and
from those of us here at the ABS medical
advisory committee.
Assistance of a more individuali zed
nature may be obtai ned from one of the
companies ad verti sing assistance for
medical certification problems. To my
knowledge, there are aboul fo ur of these
companies. They generall y charge a fee to
assist in your cert.ificati on.
I think these services should be
equipped to review your records beJore
forwarding them to the AM CD and hopefully detect any omissions or errors
beforehand. The plllpose here is to clari-
fy allY issues and acquire more complete information to send
with the requested information.
You might also ask fellow pilots in your area aboUl any
AMEs who have been helpful with special issuances. If AME
# I cannot heip you, AME #2 might be willing, even though he
did not do your most recent examination.
One goal I hope we at the ABS medical advisory com mittee can accomplish in the near future is a review of the services and costs of using companies for assistance. I also hope we
could list among the ABS/AME members those who are willing to help an ABS member who needs assistance. These
would be catalogued geographically so the airman might find
an AM E nearby.
ABS
DATE
SERVICE
CLINIC
LOCATION
May 12-15 Hagarstown, Maryland
SCHEDULE
HOST
Hagarstown Aircraft Services (HGR)
June 2-5
Tullahoma, Tennessee
Bonanza/Baron Museum (THA)
July 14-17
Gig Harbor, Washington
Assoc. Aviation Enterprises (TIW)
Aug. 18-21 Sioux City. Iowa
Jetsun Aviation Centre (SUX)
Oct. 6-9
Greeley, Colora do
Harns Aviation (GXY)
Nov. 3-6
Gainesville. Texas
Tomlinson Aircraft Services (GLE)
Dec. 1-4
Ramona. Ca tifornia
Cruiseair Aviation (RNM)
Registe r online at <www. bonanza .org>
or contact ABS headquarters 316-945-1700 .
WINDOW WISDOM, WRAP-UP
BY DENNIS WOLTER, AIR MOD, CINCINNATI, OHIO
AFTER WRITING THE FOURTH- and what I had planned would be
the final-installment on windows for the January 2005 issue, I really thought the subject had been thoroughly covered, But in the months
following that last article, numerous phone calls with questions have
come my way, So I decided to devote some time to the most common
MOST Of THE QUESTIONS fALL INTO
THE fOlLOWING CATEGORIES:
Standard versus maditied
installations
Thickness
Tinted versus clear
framed versus unframed
Average installation times
STANDARD INSTALLATIONS Ear~ nons loped Iwo-piece windshield
with center post
ADVANTAGES
, costs less
, Iwo-piece framed easiest to install
, reduced crack risk with a
framed window
, can be enhanced thickness
, retains classic look of stock plane
, structural benefit of center post
• compass is mounted on center
post away from radio and panel
magnetic interterence
DISADVANTAGES
, no removable glareshield
, less impact-resistant due to
more acute angle
, less sound reduction due to
more acute angle
, visual obstruction of post
MODIFIED INSTALLATIONS Sloped single-piece windshield with
no center post
ADVANTAGES
, increased speed - sloped is more
aerodynamic
' less acute angle more readily
deflects impocting object
, removable glareshield for panel
access
, as much as 2 db quieter for 3/8' or
thicker
• better visibility with no center post
DISADVANTAGES
, 6-8 Ibs heavier than nonsloped
windshield
, higher cost
• some conversions must be
frameless (mounting holes in
window's edge increase crack
potential)
, additional cost of gloreshieldldefroster conversion
, glareshield,mounted compass is
closer to magnetic interterence
of radios and panel components
Page 9011
THICKER GLASS
ADVANTAGES
, stronger
, as much as 2 db quieter
' more UV reflection in tinted
installations
DISADVANTAGES
, higher cost
, additional weight
3/8"sloped windshield with
glare shield and defroster 9 Ibs
heavier than original 3116"
2-piece
3/8"pilot & copilot vented side
windows opprox 4 Ibs heavier
than 1'16' standard
two 1/4" center-opening windows more than 21bs heavier
than originall/S" standard
, thicker 3rd or 4th windows don't
appreciably reduce sound level
, 1/2' windows can have lensing
effect prodUCing peculiar reflections at night
, 1/2' windows can allow inner
trim to stand off enough to look
bad at window's edge
CLEAR GLASS
ADVANTAGES
, will last longer
DISADVANTAGES
, can allow more heat build-up in
cabin, on radios, etc,
, increased UV light contributes to
upholstery degradation
, increased UV light can couse
eye stroin
TINTED GLASS
ADVANTAGES
, reduces UV damage to eyes and
interior
, reduces heat build,up in cabin
and on avionics
, the right tint can complement
aircraft's color scheme
DISADVANTAGES
, UV light degrades tinted gloss
more quickly
FRAMED WINDOWS
ADVANTAGES
, greatly reduces potenlial for
cracking
• retains original appearance
, gives more pleasing appearance
to window's edge and interior
trim finish-out
questions involving windows, I will also cover the protection and maintenance of acrylic windows, as well as suggest some effective techniques and processes that can be used to extend the life of your existing windows, If my phone quiets down, I'll assume this article was
probably a needed wrap-up to our 'Window Wisdom' series,
, mounting hardware can be safely removed and reinstalled
, Window can be safely removed
and reinstalled
• mounts with screws or rivets
DISADVANTAGES
, about 1/2 Ib additional weight of
frame (admittedly, this isn't
tremendous)
, 3/8" and 1/2' milled-edge windows cast more
, can require more fitling and trim,
ming on some installations
UNFRAMED WINDOWS
ADVANTAGES
, no need for costlier milled-edge
on 3/8' and 1/2' windows
, less weight without frame
. less trimming time on some
installations
, mounting hardware accommodates full thickness of 3/8' or
1/2' windows for some strength
enhancement
DISADVANTAGES
, every hole at edge of gloss is
possible source for a crack
, mounting hardware cannot be
disturbed once sealer cures
, often an unsightly edge trim-out
without installation of outer trim
frame
, the reality is thai this is only on
option if original retainer frames
are not available
INSTALLATION TIMES - Installation times quoted include all inner and
outer pointing, re-installing the outer frame trim and stress,relieving and
polishing all mounnng holes on frameless windows, A reoli~ check: The
time required to property install a framed versus an unframed window is
approximately the same, Correctly stress-relieving all 117 windshield
mounting holes requires about the same amount of time as it takes to
cleon and fit the anginal mounting frome,
WINDSHiElD - Stock, standard thickness or 3/8' milled edge
two-piece nonsloped framed stock-type 1946-67
12,14 hrs
one-piece nonsloped framed 1968-69
19-22 hrs
one'piece sloped tramed 1970 & newer
24 hrs
WINDSHIELDS-CONVERTED, 1/4',3/8' or 1/2'
one-piece Beryl D'Shonnon (includes in,house glare,shield
upholstery & new defroster)
24 hrs
Older nonslope windshield converted to factory sloped, using
all factory ports to eliminate the use of D'Shannon cuff: looks
and is exactly like later factory-sloped installation (requires
opprox S800 in Beech factory parts)
unframed
48 hrs
framed (must acquire 0 used frame trom salvage yard) 50 hrs
Pilot's early-style oulward-opening vented Window with mounting
frame,3/16', 1/4', 3/8',orl/2'
11 hrs
CopilOt's early-style framed door window 3/16' , 1/4' , 3/8' or 1/2'
10 hrs
Pilot's 10te-s~le fromeless window with inword-opening
vent, includes filling in lower forward carner of outer trim frame 12 hrs
Copilot's fromeless door window - 1/4',3/8' or 1/2"
Two center opening windows -1 /4',3/8" or 1/2'
Two fixed center windows in early Debanolrs
Two eorly-style small 3rd windows any thickness
Two 1961 & newer long 3rd windows any thickness
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10 hrs
12 hrs
8 hrs
8 hrs
4 hrs
ABS May 2004
•
•
•
A MAJOR CONTRIBUTOR TO THE PREMATURE FAILURE of plexiglos is
improper maintenance, cleaning and protection of these acrylic windows. The problem is offen as simple as using the wrong type of rag
or the wrong polish.
Let's start with what you're trying to protect your windows
from- the three big enemies of plexiglas: (1) ultraviolet light (primarily sunlight), (2) surlace abrasion that causes scratches and (3)
chemical attack.
ULTRAVIOLET LIGHT
Since the most pervasive of the three is ultraviolet light (sunlight), it's important to make every effort to protect your windows from
this degrading energy. The most effective tool is a good hangar for
your aircraff.
When on a trip, use quality UV-reflective external covers to keep
sunlight from getting on the glass to begin with. It is very important
that these external covers be made of a breathable nonabrasive, UVreflective fabric that will not allow moisture to be trapped between
the cover and the plexiglas.Trapped moisture can cause crazing on
the outer surlace of the window.
It is also important that these covers not be made of material
that contains any PVCs (polyvinylchloride), specifically, vinyl covers. I
know they're waterproof, and we all wont to keep water out of the
cabin because the doors tend to leak, but condensation wilt build
under the vinyl cover and react with the PVC in the vinyl. In a very
short time the result will be severe crazing of even the newest windows.The message here is: Buy a professionally made cover manufactured by a reputable company.
For years we have been using Bruce's Custom Covers (available
through Sporty's Pilot Shop) . These are easy-to-install, durable UVreflective covers that fit securely on the aircraff without scratching the
paint or flopping about and abrading the windows.
For those of you who live in or visit desert areas where blowing
sand is common, the use of exteriar covers is not a good idea. No
ABS May 2005
matter how careful you are, sand wilt wark its way under the cover
and cause scratches on the windows. In this situation, the only real
solution is a hangar.
A lot of owners are justifiably concerned about heat and sun
damage to the interior of their airplanes, and choose to use interior
sunshields that are temporarily installed an the inner side of the windows when the airplane is parked outside.These are an ideal way to
protect the interior and rodios when the aircraff must be temporarily
stored outside. I do not, however, recommend continuous use of
these interior sunshields for airplanes that are permanently stored
outside. They do not protect the windows from sunlight. and in fact
octualty accelerate the ultraviolet degradation of the plexiglas by
reflecting a great percentage of the sun's energy back through the
plexiglas, giving the window a double whammy.
When plastics manufacturing companies want to test the sun's
ability to damage a clear plastic material. they set up the material on
the roof of a building in the sunny southwest and put a very highquality mirror underneath the test sample. This exposes the plastic to
several years' worth of ultraviolet light in a year or less. You are doing
the some thing with an interior reflective sunshield.
The point here is, with most things in aviation, you make an
intelligent compromise. Use the sunshields when you have to if
you're in a desert area with blowing sand .This will protect the interior and radios for the few days the airplane will be stored in this hostile environment.
SURFACE ABRASION
This problem can be easily managed with the right techniques
and cleaning materials. Most scratches that we find on acrylic windows were caused by improper cleaning techniques. Correctly done,
the cleaning process involves three steps: First, for lack of a better
term, is grit removal; second, applying the polish; and third, buffing off
the dried polish.
Before you begin polishing a window, make sure there is no grit
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Page 9012
on it or impregnated in any of the rags you plan to useTo ensure this,
I strongly suggest you use only virgin soff cotton rags (T-shirt material) or special synthetic towels made specifically for cleaning acrylic
windows, These are available from Sporty's Pilot Shop, lP Aero
Plastics and other aircraff supply houses.
Such things as red shop towels are recycled and could contain
small metal shavings or other contaminants leff over from the previous user. When used with window polishes and cleaners, you will not
notice the fine scratches you are putting on the surtoce of your new
window until the polish is buffed off and the damage is done. Many
paper towels ore made from a pulp that is very abrasive to acrylic surfaces and will, over time, couse what appears to be a haze on the
surtace of the windows that is actually an intricate pottern of very fine
scratches.
Before you start polishing the window, toke the aforementioned
cleaning rag, dampen it with water and wipe all the grit off the windshield, With that removed, take another fresh towel and use on
approved polish that will help remove scratches and leave a protective
wax-like finish on the window that aids in resisting future scratches.
Sporty's Pilot Shop sells a complete Windshield Care Kit (product #6182A) for cleaning and polishing acrylic windows. The antistatic windshield cleaner and polisher is ideal for both grit removal
and polishing. The polish is thin enough to be used for initially removing the grit with the first towel and polishing with the second.
One spray can and two rags ore all you need to clean your windows in the field. The kit also contains another product that I will cover
in a minute. lP Aero's Acrylic Polish & Sealant is both a light scratch
remover and a protective coating, and dries to a light powder that is
then buffed much like cor wax. However, it's too thick to be used as an
effect we grit remover, so you'll have to use water for the first step.
Aword of caution: Never use a rag that has been dropped on the
ground, hangar floor or even just the wing walk. All it takes is one
minuscule piece of grit and it's scratch time, Most window manufacturers caution against using the all-popular Pledge on plexiglas, as it
contains some unknown chemistry. (I will admit to having used it in
a pinch!)
TREATMENT FOR OLDER WINDOWS
For older windows that have moderate scratches, lP Aero and
Sporty's both sell a buffing compound coiled 210-Plus Plastic Scratch
Remover that does a great job of removing some fairly pronounced
scratches.
For those of you whose windows have attained 'senior" status,
with heavy scratching and light crazing, there's a system available
known as micro-mesh. This method employs the use of several
grades of sandpaper and water in progressive steps, going from
rough to fine. Once the scratches are sanded out, a liquid buffing polish is used to restore the acrylic's surtace to like-new. Properly done,
this system will remove scratches that are deep enough to be felt
with your fingernail.
Page 9013
It's important to follow the instructions carefully to avoid creating a visual distortion in the window. If too much material is removed
in too small an area, you will end up with a concave surtace that will
cause distortion.You need to be patient with this system; it works well
but takes time.
CRAZING
So much for scratches, what about crazing? I don't think it's a
good idea to continue flying with a windshield that has begun to
craze.The small cracks that identify crazing ore an indication that the
acrylic has become brittle. Remember, the windshield must be able
to flex in order to deflect an impacting object (bird).
Crazing is a sure sign that the window has lost a substantial
amount of its ability to flex, Since side windows ore not vulnerable to
this impact threat, it's OK to micro-mesh out the crazing and keep these
windows in service as long as they don't impoir the pilot's vision.
As plexiglas ages, the material itself begins to break down and
can take on a milky appearance. Milky is actually a very accurate
term to describe the phenomenon, because pouring a few drops of
milk in a glass of water produces the same visual effect as the cloudy
appearance of a UV-degraded window. This cloudiness goes completely through the plastic. Many people have tried to no avail to polish this out.
If your windows are in this condition, the only fix is replacement.
This is especially important in the case of a windshield, because when
the glass is cloudy, it's also brmle.
Several times a yeor I get a phone call from a distraught owner
whose new windows have been damaged by a maintenance technician. The best advice I have is ask these people in advance to be
careful with your windows. Most offen the damage is the result of
working behind the panel during avionics maintenance and installations. Request that the inside of the windshield be covered with 2"
wide masking tope.An ounce of prevention is worth a pound of cure.
Also, a mechanic's drop light containing anything more than a
2S-watt bulb spells trouble for an acrylic window. leave a drop light
near a window for more than about 10 minutes and you will warp the
window. I've replaced two of them at our expense aver the past 30
years. (Ouch!) Ask your maintenance facility to use fluorescent shop
lights when working near your windows,
CHEMICAL ArrACK
Acrylic plastiC is easily damaged by direct contact with or the
vapors from certain chemicals such as aviation fuels, some engine
cleaning solvents, paint solvents and ammonia. (FYI, ammonia is an
active ingredient in Windex, so while it may do a great job at your
house, don't even begin to consider it for your airplane.)
It is important to cover the windshield with a plastic torp when the
engine is going to be sprayed down with degreasers. Never remove
paint overspray or other tenacious contaminants with lacquer or point
thinners. I know, you'll be able to rub off the offending overspray with
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ABS May 2004
2005 ABS MEMBERSHIP CAMPAIGN
the paint thinner, and you're going to say that I'm fult of hot air,
as you won't see any immediate signs of damage. But over time
that chemistry stowly breaks down the surface of the acrylic and
shows up months later as crazing. The strongest thing thot
should be used to remove paint overspray from ocrylic windows
is isopropyl alcohol ond a clean soff rag. Just be persistent; it wilt
do the job.
The 'safe versus unsafe" chemistry question can be
summed up in this list of the good and the bad stuff to use on or
around your acrylic windows.
GOOD STUFF
BAD STUFF
• 100% mineral spirits
• denatured alcohol
• organic solvents
• pure kerosene (don't use
jet fuel - it's mixed
(methel-ethel-ketone,
with other ingredients)
lacquer thinner, ammonia)
• isopropyl alcohol
The safest bet is ta buy only acrylic plastic polish. Read the
labels and follow the instructions.
I practice what I preach and have used the techniques
described here for 25 years on my own Cessna 172 (sorry about
thot!).The cabin windows in my airplane are original 1973, and
stilt look almost new.
I should also say that this airplane was stored outside for
the first 20 years of its life, so I knaw the realities of outside storage and plexiglas. What this all odds up to is that your windows
con lost a long time with proper core; mine ore at 32 yeors and
counting.
ONE FINAL NOTE .
For those of you who have (or are considering purchasing)
aftermarket inner windows, a bit of advice: These inner windows
do perform as advertised, reducing cabin noise levels and heat
build-up.
I would definitely, however, recommend the instaltation of alt
clear inner windows. Dorker aft inner windows wilt trap heat
between the two plexiglas surfaces when the aircraft is parked
outside in very hot weather.
We have more than once replaced perfectly good outer windows that had become distorted by that intense heat build-up.
Clear inner windows wilt not trap as much heat between the two
windows. If you have the darker inner windows and are based in
a hot climate, I suggest religious use of UV-reflective outer covers.
Here's to blue skies and tailwinds-and great windows to help
you enjoy the view!
ABS member Dennis Wolfer started Air Mod in 1973 to bring innovative design
and high quality renovations to the general aviation market. Dennis, his wife
Cynthia Dnd 10 dedicated employees complete about 40 renovations each
year at their facility on the east side of Cincinnati. Dennis has a degree in
industrial design from the University o( Cincinnati. He is on A&P, IA and a
3,OOO-hour instrument·rated pilot.
P;"
IN
THE AMERICAN BONANZA SOCIETY
Membershjp is open to anyone who owns or has an avid interest
in Bonanzas, Barons and Travel Airs,
wo heads are better than one; grassroots support; safety in numbers-ali time-honored concepts! When you help grow ABS membershi p, you help guarantee that the Society is better able to
support you, ABS exists to promote aviation safety and flying enjoyment through education and information- sharing among owners and operators of Bonanzas, Barons and Travel Airs throughout the world, These
missions are more fully realized because of the size and health of the
SOCiety. The larger we become, the better the SOCiety is able to serve
the membership, So, truly there is "Safety in Numbers,"
T
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AND NEW TH IS YEAR:
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If you are already an ABS life Member, you will receive $20 of Bonanza
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PROCEDURE FOR TIMING
MAGNETOS ON Ip ENGINES
Pressing on with some of the necessary skills and
knowledge a mechanic needs to do the mamtenance on the E-powered airplanes, I will take up
the procedure for timing the engine magnetos.
(This is an update of a column from Feb. '95 ADS Magazine.)
ince the magnetos should be removed every 500 hours
and the beari ngs lubricated as well as the internal timing
of the magnetos checked (E gap check and points set),
being able to accurately time the mags during the installation
becomes a necessary skill.
This differs somewhat from the procedure used on later
model Continental engines and requires the mechanic to have
several dedicated tools and the ability to do simple math.
Anyone holding a powerplant rating on their mechanics certificate shou ld be able to do the work as should an owner who
has spent the necessary time to learn the procedure and collected the necessary tools. This work requires engine logbook
signoff by a rated mechanic.
S
These engines were from a time when men were Illen and
women were glad of it. No sissy reference marks for those old
timers (no pun intended). Just give 'um the engine and they'll
figure it out. But apparently some mechanics doing mag work
on these engines never did quite tigure it out. judging from
some phone conver ations I've had.
The problem begins with not being able to accl/rately find
the exact point at which the ignition event should take place.
People try using pencils insened into the top spark plug hole and
noting when the piston is at top center (TC). Attempts using dial
gauges to see the last thousandths of an inch of piston travel are
used, together with match marks on the spinner and cowl. I've
also been told, "I just stand in front of the airplane and look at
the prop position. That's close enough." Not so.
A hypothetical example:
Let's assume that both mags have been removed from the
en2ine and the replacement mags are correctly assembled
regarding internal timing point adjustment, lubrication. etc.
Our job is to get these units installed correctl y with regard to
present timing and for future re-time.
The required dedicated tools. as well as the normal hand
tools. must be on hand to properly perform the work. Although
substitute tools such as using an ohmmeter in place of the
buzzer unit may be used, the optimum tool assonment needed is
a degree wheel with bubble level or weighted venical pointer, a
piston stop rod and a twin buzzer mag timing unit (see photo).
The degree wheel pictured was fabricated from a 3600
protractor obtainable at any stationery store, a replacement
carpenter's level bubble vial from the hardware store, a small
"C" clamp and a ball swivel from an air conditioning damper
blade set.
The ball swivel is an item used by most sheet metal shops
to link the blades of multi-bladed damper sets. Squeeze the
ball joint in a vice so it will still swivel when adjusted by the
mechanic, but will remain in the position to which the adjustment is made. Attach the degree wheel with pointer and bubble vial assembled to the swivel and the swivel to the "C"
clamp with the necessary brackets formed from aluminum
stock. all pop-riveted together in a workman like manner.
Commercially manufactured units which fasten over the
prop spinner or the prop blades are also available. The pictured
device may also be used to check control surface or flap
deflection movements in degrees.
The piston stop rod is fabricated from an old spark plug
and aluminum rod. The rod should have a rounded end and be
locked into the spark plug shell with a set screw. The rod
Defining the problem
Without proper ignition, the engine will either not produce rated power and/or will suffer damage. Ignition using a
fixed, as opposed to variable, firing point is satisfactory for relatively slow speed engines. Yes. power output could be
increased with spark advance as rpm increases. However. the
complexity of such devices compared to the reliability of the
existing systems is not considered a wonhwhile tradeoff, at least
not by the folks who obtained certification of these engines.
A properly maintained magneto system wi ll provide very
reliable service for very long periods of time. Even neglected
magnetos will still run the engine smoothly. You just don't know
how much longer a borderline mag will continue to do so.
The photo shows the mag timing buzzer unit. the piston bump rod, the homebrew degree wheel described in fhe text and the Bendix and Slick mag lock lools,
There is also a spinner-mounted. degree-marked. grovily-operated pointer wheel
available at tool supply houses such as Aircraft Spruce or Chief Aircraft,
should extend 2 inches to 2 112 inches beyond the spark plug
gasket surface.
NECESSARYTOOLS
All tools required to do the procedure described in this article may
be obtained from Aircraft Spruce (877·477·7823), Chief Aircraft
(800·447·3408) or Sacramento Sky Ranch (800-433·3564) as
well as other tool supply houses.
After you have gathered all the tools you need, remove all
top spark plugs. Be sure the loose plug wire ends are grounded to the engine. Hold a thumb overthe # I spark plug hole and
rotate the engine in its normal direction ( DR) to detect the
beginning of the compression stroke. Rotate the engine in the
opposite direction (CNDR) about 30°. Install the piston stop
rod using a spark plug gasket.
Affix the degree wheel to the top propeller blade about 6
inches from the tip with the wheel face to the rear. Slowly rotate
the engine in NDR until the piston gently bumps the stop rod.
Adjust lhe pointer on the degree wheel until the bubble indicates
level and read the pointer to closest one-half degree.
The number doesn't matter, j ust take and record the reading. Rotate the engine in C DR until the piston again gently
bumps the stop rod . Agai n, adj uslthe pointer to level and take
the reading. Remove the stop rod.
See the Piston Position Indicators article excerpted from
FAA pllblication EA-AC 65·/2A , which details "'hy it is
impracticaf to try to lise the TC of the piston to determine the
TDC of the crankshaft, hence, the lise of the stop rod and
degree ",heef.
Using the "bump or stop rod " readings. we determine the
followi ng: These are actual readings from an example engine
used to illustrate the math used in the procedure.
FAA PUBLICATION ARTICLE EA·AC65·12A
PISTON POSITION IN DICATORS
Any given piston position, whelher it is to be used for
ignition, valve or injection pump timing, is referenced to a
piston position called top dead center (TOC) . This piston
position is not to be confused with a rather hazily defined
piston position called top center.
A piston in top center has liftle value from a timing
standpoint because the corresponding crankshaft position
may vary from 1" to 5" for this piston pOSition.
This is illustrated in Figure 4·31 , which is exaggerated
to emphasize the "no travel" zone of the piston. Notice that
the piston does not move while the crankshaft describes
the small arc from position A to pOSition 8.
This "no travel" zone occurs between the time the
crankshaft and connecting rod stop pushing the piston
upward and continues until the crankshaft has swung the
lower end of the connecting rod into a pOSition where the
crankshaft can start pulling the piston downward.
Top dead center is a piston and cran kshaft position
from which all other piston and crankshaft locations are
referenced. When a piston is in the top dead center posi·
tion, it will be a maximum distance from the center of the
crankshaft and also in the cen ter of the "no trove I" zone.
This places the piston in a position where a straight line
can be drawn through the center of the crankshaft journal.
the crankpin and the piston pin, as shown in the right hand
diagram of Figure 4·31. With such on alignment, a force
applied to the piston could not move the crankshaft.
Bump reading # 1 = 285"
Bump reading #2 = ·197"
88"/ 2 = 44"
285°
:44"
241 "
ill"
267"
rQr C[NTEII:
TOP {)[AD C£1'If(R
= TOC
required advance
= mag point opening
The numbers obtai ned during the two stop rod readings
are reference numbers only. What we are after is being able to
establish the mid-point between the two stop rod readings
which is TDC of the crankpin (not necessarily coincidental
with piston top center).
By adding the advance of 26° and setting the degree
wheel pointer to the 267° mark (in this example) and leaving
it there during the remainder of our timing procedure, we have
a reference point for the mag firing event which is accurate
within one-half degree of crankshaft rotation.
Prepare each magneto by rotating the mag in the CNDR until
'-r'r.-"~-
- - - - - - - - - - - - - - - -I-L-;=I--'
Figure 4-31 . Illustrating the difference between
top center and cop dead center.
the beveled. color-coded tooth of the mag distributor gear is centered in the mag tinting plug hole and install the mag lock tool.
Do //01 allow the impulse coupling to wind up and release
unless the mag points are grounded to the mag housing
through the "P" lead connection. Damage to the coil , points
and condense r will result if the mag has no discharge path for
the hi gh voltage spark current.
Do //01 allow any force to be appl ied to rotate the mag with
the lock tool in place or damage to the distributor gear will result.
Set the pointer to the 267' (in thi s example) mark on the
degree wheel. Hold a thumb over the # I spark plug hole and
rotate the engine in NDR until the compression stroke begins.
Conti nue to rotate in DR until the degree wheel bubble centers. This will position the crankshaft at the 26' BTDC #1
cyl inder firing position.
Install the drive gear on the mag using new drive rubber
segments. The drive rubbers should grip the gear snugly.
Install a new gasket on the studs and insen mag drive gear into
the mounting pad opening and over the gear pivot post.
Attempt to engage the gear with the studs at the center of
the adj ustment slot or rotate the mag in a clockwise (as viewed
from the rear of the engine) direction from center of the slot to
the first tooth that allows the mag to slide in against the gasket.
lnstall the special 5116 flat washers and nuts. Leave the nut.
loose enough so the mag will rotate, but snug enough to hold it
in alignment. Repeat for the other mag. Remove the mag locks.
Attach the buzzer unit per instructions with the unit.
Rotate the mags until the points just open per the indications
of the buzzer. Rotate the engine 10' C DR.
Each 3/4-inch of blade tip movement equals one degree,
so 8 inches of blade tip movement will suffice. Rotate the
engine in NDR until the buzzer indicates poi nt opening, which
should correspond to the bubble on the degree wheel showing
center (26' BTDC).
Adjust the mags as necessary if the initial setting was
slightly off. The mag armature and point cam rotate the same
direction as the crankshaft, so move the mags with the crank
rotation to retard the mags or agai/lsi crankshaft rotation to
advance them .
Do /lot move the propeller more than the I0' CND R or
more than TDC in the NDR to accomplish this final setting and
checking of the mag position. If more rotation is used, impulse
pawl engagement may result. Tighten the mag hold-down nuts.
Attach the wiring harness caps to the mags. Slowly pull
the engine through in NDR two revolutions and listen for two
distinct clicks of the impulse couplings as each cylinder reaches TDC. The impulse couplings retard the timing to TDC and
also provide a rapid rotation of the mag armature to ensure sufficient current output at engine cranking speed.
When the # 1 cylinder is coming up on compression stroke
at the end of the two revolutions, allow the impulse couplings
to release or snap. Stop rotation at that spot and rotate the
engine CNDR to about 10' before the 26' BTDC position.
Page 9017
Turn on the buzzer unit and recheck the mag point opening
again, using the still attached degree wheel.
The latest production impulse couplings have small
spri ngs that move the engagement pawls so they will catch the
stop pins and wind the coupling to the release point. Older
coupl ings rely on gravity to extend the pawls, and if the pawls
become slightly magnetized from the rotor magnets or gunked
up from engine oil sludge, they will fail to extend and catch
the stop pins.
If the pawls failed to extend, the mag could fire 26'
BTDC instead of TDC. Since the mags turn at I 1/2 engi ne
speed, a good mag will fire without the aid of the impu lse coupling at cranking engine rpm, resulting in engine kickback.
Stat1er damage may result.
NOTE: Bendix would like 10 get all of Ihe old imputse couptings
taken out of service.There have been severot ADs on the old couptings and the new units incorporole several improvemenls in
design and manufacture which produce a be"er quality, more reli·
able coupling. These new style couplings run about $ 120 eoch,
plus a core charge of $60. The old cores are scropped. the high
core charge being the incentive 10 tum them in.
Di sconnect the buzzer unit. Check the "P" leads before
hooking them to the mags. Using an ohmmeter or the buzzer
unit. the lead should show a connection to ground in all but the
"both" and respective "L" or "R" detents. Any other indication
should be checked for a faulty lead or mag switch. This check
is a vel)' imporlOlll procedure concern ing SAFETY.
A "hot" mag condition cou ld result in serious injury whi le
moving the propeller by hand if one did not expect the engine
to be able to fire.
Install the top spark plugs using the proper thread lubricant and new or serviceable gaskets. Test run the engine.
Although felt-tip pen match marks may be made on the
cowl and spinner backing plate as reference to 26' BTDC, the
only accurate method to determine the exacl timing of the
engine ignition system is the "piston bump" method described
here. Also, factory timing marks on other than "E" engines
may also be confirmed to be correct using the same procedure.
Mag riming should be checked at least every 200 hours or
whenever an out-of-limits run-up mag check occurs. Point
rubbing block wear, contact point pitting and wear and other
factors wi ll change the breaking of the point circuit, resulting
in retarding the spark and decreasing engine power output.
Although archaic and clunky by today's computer generated digital environment, the Bendix mags used on most
Continental engi nes are still the most reliable and lightest
weight approved system available-and wi ll remain so for
years to come.
ASS member Lewis C. Gage has ATP multiengine fand with Boeing
701n201747JAirbus-310 ratings. Commercial single engine land; flight instructor MEUSfL airplanes and instruments; ground instructor advanced and instrument; flight navigator; flight engineer; mechanic-airplane and engine; and FA4
ports manufacturing authorization. Flight time: 15JJOO-plu5 hours. Lew may be
conlacled of 2255 Sunrise Dr.. Rena. NV 89509. Phane/Fax: 775·826·7184.
E-mail: [email protected]
www.bona nza .org
ABS May 2004
LESSONS
LEARNED
A gear-up
perso1)al
experIence
BY LAURENCE A. HIRSH
HARRISBURG, PENNSYLVANIA
ike all pilots, I want to share my
experiences with others in the
interest of safe flying. Returning
home to Capital City Airport (CXY) in
Harrisburg from a trip to Des Moines.
Iowa, I had one last stop to make in
Grove City, Pennsylvania (290 ). Flying
with my 9-year-old on Max, we had
made a most enjoyable stop in Dayton,
Ohio, to visit the US Air Force Museum
earlier in the day- a tri p I recommend
for all pilots.
Immediately after takeoff fro m
Grove City, I raised the landi ng gear on
my Baron 58, and heard one of the
L
lorry Hirsh's Baron sits on the runway 01 Capitol City Airport (Cxy) after emergency landing.
This decision also gave me time to
further evaluate the situation, attempt to
identify a solution and locate and
review my checklists. I also used the
time to have ATC call ahead to CXY
(1 50 nm) and have services available as
well as my mechanic, who I hoped
could offer a trick that would extend the
nose gear. A "high G" turn didn 't work.
After realizi ng that the nose gear wasn't
going to function mechanically or manually, I made some well-thought-out
decisions with the assistance of all the
wonderful people at my service. These
included:
Should I land on the mains or the
worst sounds in fl ying: metal breaking.
belly'} A fter several low passes , the
After Max and I gave each other that
look that says . "that doesn't sound
right. " I notice-through the mirror on
the inboard side of the left engine-that
the nose gear was hanging limp in lhe
Slipstream through the mirror on the
inboard side of the left engine. I showed
Max the problem and we went about
developing a solution.
First, Max asked if we were going to
land. I began assessing the situation by
evaluating my resources and asked Max
to check that all the engine instruments
were "in the green." Not only did this
confinn that our engines were running
well but got Max thinking about what
was working as opposed to what wasn't.
Upon informing ATC, they suggested I fl y 25 mil es west where
Youngstown, Ohio (YNG), had emergency services available. I declined
since my airplane was running well. had
plenty of fuel and it was a beautiful day,
surmising that a problem at home was
easier (0 deal with assuming the situation wouldn't deteriorate.
tower still wasn't sure my mains
were full y extended. So rather than
risk a gear collapse, we decided to
leave the main gear in the well s.
ABS Ma y 2005
Should we land on the rul1\\a, or on
the gra~~ adjacent to it? The grass
offered the potential for a softer
landing with less damage, but also
the possibility of sinkholes, bumps
and rough spots that could flip the
airplane. The run way was it.
• Should the run"" be foamed') It
was concluded that foam could
increase the risk of an uncontrolled
skid compared to a level, smooth
surface of concrete. a foam.
After making these decisions, it
merely became an issue of landing the
airplane. While I had never practiced
belly landi ngs. I knew that most walked
away from them. I planned in advance
to turn everything off (throttle_ props,
mixture, fuel, mags and battery) as soon
as I made the run way. That was the
busiest 10 seconds of my fl ying career!
I had decided to land fl ap-up to keep
www.bonanza.org
the angle of descent as shallow as possible, because despite the higher approach
speed. I had 5.000 feet of ru nway.
After telling Max to open the door
just before touchdown, we landed the
airplane. Despite my expectations of a
ro ugh ride. it cou ldn't have been
smoother. Though smoke fro m the
"shotgun" marri age of meta] and con-
crete entered the cockpit, I was confident we had avoided a fire- but we didn't wait around to find out.
Max and I were unhurt and the airplane will be back in service after some
belly repairs and new props.
I replaced the engines during the
repair period with factory remans. They
had 1,000 hours on them. used too much
oil (though within spec) and I saw no
reason to spend the insurance money for
teardown and inspection on old engines.
WHAT DID I LEARN FROM THIS
EXPERIENCE"
\firror... are g:reat to \ buall\ confirm
landing geM position. I might have
been wondering what that noise was
the whole way home and landed with
a collapsed nose gear.
The \ alue of good trall1l11g cannot be
meremph(l\ized. As a yearl y visitor
to SlM COM , I have practiced procedure and have learned during 23
years of flyi ng never to react too
quickl y. Take your time. You always
wonder if your training will "kick in "
when you need it most. Mine did and
I was never scared and kept my son
from being scared. (He was a rock.)
Since the accident, (1999) I have
also attended BPPP clinics on four
occasions and highly recommend it.
EniJuHlc
\our a......et ... \\-hen \OU !!ct
into a difficult ,ituation. While certainly you want to fi x the problem,
Page 9018
remember to fl y the airplane and use
all the resources. Don't focus on what
is /l0l available; focus on what is.
People on the ground can really help.
Having verification of what was up
and what was down made my
decisions much easier because there
was no guessing. Take advantage of
the available services and use ai rports where people can help in an
emergency.
Go some" here \\ ith a tower if po'''ble. J love small, uncontrolled airports, but in an emergency long fun ways and emergency services
increase your chances of surviving a
fire (our worst fear) and, it's easier to
get home after the experience. [n my
case. I was lucky to have all those
things at my home base.
Airplane, can be fi.\ed or replaced .
Pilots and their children cannot. It's
nice to do things to save the plane
and we were fortunate to be able to
keep damage to a minimum.
However, all our decisions were
made with self-preservation as the
only moti ve. All you have to do is
look at your child next to you to
understand that.
While dealing with repairs, diffi cult insurance adjusters and the inconvenience of not having my airplane, this
experience presented many gifts.
Having been videotaped by local news
organizations, I got to show how safe
flying can be (even with a problem) and
experienced the kind wishes of many in
my community who shared the experience on television.
My experience happened soon after
the highly publicized Kennedy crash
and attitudes about general aviation
were very apprehensive. It was most
gratifying when my son- asked by a
reporter if he' d ever fly again-gave a
quick and decisive, " YES!"
The phone call s, cards, letters and
e-mails were also gratifying and made
me feel good that people cared about
me. To know my extensive training
kicked in when it was most needed is a
great feeling of self-satisfaction. While
I hope I never need it again, it's nice to
know it's there.
Laurence A. Hirsh, a real estate appraiser and consultant. is president of Hirsh Valuation Group and its
divisions Golf Property AnalysIs and Aviation
Property Analysts. He is a commercial pilot with
instrument and mulfiengine ratings and has about
2,500 hours in more than 29 years of flying. He now
owns a 1982 Boron 58~
NOTE: The author of this piece expertly
used all the resources at his command
and mode same very goad decisions in
dealing with this incident. with goad lessons for us all. The mishap record shows
(as Mr. Hirsh decided) that landing an a
paved surface is generally much safer
than landing gear-up on grass. Also, runway foam is not meant to cushion the
landing. it is a fire retardant; in fact. since
foam is very costly and when used is nat
spread along the entire runway. the
object is to land short of the foam and
come to a stop where the fire retardant
surrounds and protects the aircraft and
its occupants.
- Tom Turner. ABS Manager
of Technical Services
JOINT REGIONAL SOCIETY EXPERIENCE - JUNE 2-5
All ABS members are invited to attend and bring guests.
There will be ...
• Service Clin ic - Call ABS HQ (316-945-1700) to partiCipate
• Introduction to Beechcraft Pilot Proficiency Program (BPPP)
• Tour: BonanzoJBaron. Staggerwing & Beech 18 Museums
• Tour: Arnold Air Force Base Experimental & Diagnostic Center
• Tour: Jack Daniels Distillery
For Registration Form or more information, call Harold Bast (770-719-0638)
or e-mail ([email protected]).
For details. see <www.stoggerwing.com> Click on Events; then click on this
Event. Or see page 8929 of March ABS Magazine.
Page 9019
www.bonanza.org
ABS May 2004
GYRO-LESS ATIITUDE
INSTRUMENTS
ABS member Herbert Vonhof e-mailed for information on how the g yro-less altitude instruments work.
Thank you. Mr. Vonhof. I was scratching my head
and winding my watch, trying to come up with a
good subject for this month 's column. By the time
you get to the end of this, you may feel like the man
who asked for the time and received a lecture on
how to build a Rolex. Nevertheless, here goes...
GYROS
You probably know my feelings aboUl the reliability of
electrically powered versus pneumatically powered gyros.
Think about it: Since the 1920s we've been trusti ng our ability to stay rightside up in the clouds to gyroscopic instruments that suck or blow air across a paddlewheelthat spins at
a fast rate of speed, thereby providing a stable platform in
space. hopefully aligned to the sky/earth horizon.
At flfst we used venturis, mounted on the side or underside of the airplane. to provide the required vacuum source.
These venturis were simple and
highly reliable. except when we
encountered icing conditions. T
--+
remember seeing some venturis
mounted on the belly of early
Cessnas and Stinsons inullediately
behind the exhaust stack to counter icing. Unfortunately, they tended to create an "exhaust soot"
problem.
--+
--+
--+
~
~
-
-
Flow poNern inSide a venturr tube.
ext, in the 1940s engine
manufacturers began to include provisions for driving an
accessory vacuum pump on their engines. We all know how
those work. The early ones, which were engine-oi l lubricated, seemed to last forever. The downside was that the inline
oi l fi lter-designed to filter the oi l out of the gyro's air
lines-frequently deteriorated and let oil seep into the gyro
instruments, gumming them up. The solution was "dry vacuum pumps" that most of us have in our airplanes today.
One problem solved, others created
Dry vacuum pumps solved the oil-in-the-gyros problem
but created problems of their own. First, of cour e, was their
tendency toward a short life (like 300 hours or so) and their
habit of failing catastrophically and suddenly.
The pump part uses carbon paddles, rotating on a shaft
inside a steel or aluminum housing. As the carbon paddles
began to wear out, they shed pieces, which either get into the
pneumatic system. causing a blockage, or cause the rotating
drive shaft to seize and shear at the drive coupling. That's
what 90 percent of our Bonanzas and Barons are using today.
Enter the electric gyros. Obviously, the airlines got them
first, partly because they had two, three or four en2i nes. each
with at least one electrical generator. perhaps an alternator or
two th rown in for good measure, and an Auxiliary Power
Unit (A PU) to dri ve electrical, hydraulic and ai r-conditioning
duties on the ground. The APUs mayor may not have been
certified for operation in the air if needed. At any rate. the airliners have plenty of horsepower, so much in fact that it is
virtually impossible to create a total electrical failure in one.
Bonanzas roUline ly come equipped with one pneumatic
pump and one alternator or generator, although some of the
latest models have two alternators. A crafty pilot who flies a
lot of hard IFR can create redundancy in his airplane by
adding an electrically powered gyro horizon. There are even
some on the market that have their own standby battery, independent of the ship's electric system.
Another option is an electrically driven pneumatic
pump, or a vacuum system that uses engine manifold pressure as a vacuum source.
Finally, there is the RAT. o.
I'm not talking about an airborne
--+
rodent. RAT stands for Ram Air
~
--+ Turbine. and they are avai lable
--+ for Bonanzas. Every military jet I
~
~ --+ flew had one, and I used them
more than T would have liked,
especially in single-engine jets.
They are a small electrical generator that is housed in a popout
panel on the underside of the wing. When extended, the generator is slipstream-driven and provides a modest amount of
electric power.
Have you noticed I have mentioned not one word about
flying partial panel. using the turn coordinator or needlelball
and the magnetic compass? That's a really good exercise
when doing an instrument proficiency check on a clear day,
or to do in a simulator. However, unless you have a Bonanza
simulator in your garage and practice partial-panel flying a
lot of hours, your chances of executing a successful partialpanel approach to a landing in low IFR minimums are slim.
When you throw in turbulence. maybe a little icing. some
rain, sleet or snow. and perhaps the problem that caused your
loss of gyros in the first place-the deck will be highly stacked
against you!
/
Baron owners have it somewhat easier. They carry around
two alternators and two air pumps! (Maybe that's why many of
you drag around that extra engine.) However. Barons (and the
other multiengine Beech airplanes) are not completely inunune
to total electric or pneumatic source failure.
In one of my chamled-life experiences. I've had an engine
failure in a Baron, followed in short order by an alternator failure on the other engi ne. I won't relate the whole adventure
here-just mentioning it to prove I know that it can happen.
On to AHRS & ADAHRS
On the way to Attitude/Heading Reference Systems
(AHRS), the airlines and military used some very sophisticated gyros, but they were still gyros. There were some laser-ring
gyros. which are virtually precession-proof. Instead of a wheel
spinning on bearings, which produced at least some friction,
these gyros were friction-less. These are still used extensively
in submarines.
One of these, tradenamed LASEREF by Coll ins Radio, is
still in use by a large number of corporate jet airplanes. They
are a little too pricey and large for use in BonanzaslBarons.
Finally. after all this, we in light planes have arrived at AHRS.
One manufacturer, Meggitt (maker of S-Tec autopilot
systems) calls their system the Air-Data Attitude Headi ng
Reference System (ADAHRS). All the difference means is
that Meggitt combined in one box what the others do with a
couple of separate boxes.
To describe precisely what AHRS is, my best source is the
Chelton Flight Systems Pilot Operating Handbook from which
I'm quoting excerpts. "The AHRS is a high-performance,
solid-state attitude and heading reference system (A HRS).
This high reliability, strap-down inertial system provides attitude and heading measuremenlS using MEMS (micro-electromechanical sensors) gyros and accelerometers. The information provided by the AHRS is used to drive the Attitude
Indicator (Artificial Horizon) and Directional Gyro ( laved)
indicator. Thus the AHRS provides the same functions traditionally provided by these two spinning gyros and slaved magnetometer (compass)."'
Layman's terms
To break down the above description in layman's terms.
it's all done with Chips. There have been pressure-altitude
sensing microchips and tiny accelerometers (mounted in a
three-axis array) available for a couple of years. Thesetogether with a micro-high-speed processor and fed through a
kalman filter for smoothing---<lo the job of a couple of the old
Chelton. Meggitt. Avidyne and Garmin
There are four manufacturers of AHRS systems that either
are or will be available for Bonanzas and Barons: Chelton
Flight Systems of Boise, Idaho: Meggitt Avionics/S-Tec of
Mineral Wells, Texas; Avidyne Corporat ion of Lincoln,
Massachu etts: and Garmin International of Olathe. Kansas.
Chelton and Meggitt have systems already certified for
retrofit in Bonanzas and Barons, as well as a long list of other
general aviation ai rcraft. At the present time, Garmin is only
offering their systems in certain newly manufactured airplanes.
The Raytheon/Beech line of Bonanzas and Barons are
tentatively slated to get the Garmin 1000 series AHRS
commencing with the 2006 models. In other words, to get the
Garmin 1000 AHRS system, you have to invest in a whole
new airplane. The Avidyne FlightMax Entegra ADAHRS
system also is only available in a couple of newly built airplanes at the moment. but Avidyne assures me that a retrofit
package for existing airplanes is "in the engineering mix:'
The fact that Garmin is only offerin g its AHRS 1000
system in new airplanes and Avidyne is on ly putting theirs in
new airplanes is not an attempt at aloofness. In my opinion. it
is a step toward engineering cOnlro\. All of these systems
would be easier to install if we were able to build the ai rplane
around the system instead of trying to retrofit it into existing
airframes.
The output from these AHRS is digital in format. Our
Bonanzas provide pitot/static information in analog. We sti ll
need the information provided by our static ports and pitot
tube, but for everything in the system to be on the same page,
an air data computer must be provided to convert the information. The Meggitt system combines both the air data and the
AHRS functions in one box. thereby making it an ADAHRS.
It would be a crying shame to rip out all the old plumbing
from our air-driven gyros and just install the AHRS. After all.
the AHRS sends out position updates and system status 20
times a second! While we have our Bonanzas all tom up, we
should install the complete Electronic Flight Information
System (EFlS) and the Engine Instrument Display System
(ElDS).
Both Chelton and Meggitt have designed state-of-the-art
autopilots to take advantage of the capabilities of the AHRS.
Finally, both offer a WAAS-capable GPS receiver embedded
in the system to provide navigational guidance. In other
words. yes. you can have a glass COCkpit in your Bonanza or
Baron without having to buy a whole new airplane to get the
Garmin 1000AHRS.
spinning gyros.
How much will it cost?
Unlike the old gyros. however, which began coming up to
speed as soon as the engine is started, the AHRS needs a
minute or so to initialize and self-test itself, during which time
the airplane should not be moved. (The AHRS can also be
initialized in night during steady-state, unaccelerated night.)
Obviously. these packages don't come cheap. It probably
wouldn't make sense to put it all in an older airplane. (How
you define older is up to the beholder!) The 2004 list prices for
the Chelton Flight Systems-including a multifunction
display. "crossbow" AHRS, ai r data computer, WAAS GPS. an
age 9021 _ _ _ _ _ _ _ _ _ _ _ www.bonanza.org _ _ _ _ _ _ _ _ _ ABS Ma¥-2Q05.-J
integral FMS , autopilot rOil-steering. fuel totalizer. voice
warni ng system, flight performance recorder, Class C TAWS
(Later anicle about TAWS) and the complete installation kitstarts at $54,000!
The comparable Meggiu system is a liule higher. If you
were to call for an installed price quote, even with the sharpest
penci l and an ABS discount, it would take about three weeks
and two installers to do it right. Without figuring it up exactly.
my guess is you would probably not get much change back
from $75,000!
By comparison. if you order a new Diamond Star or Cessna
Skylane, the price difference between the AHRS-equipped one
and the steam gauge-equipped one is only about $40,000. And
why is thai? Because the factory workers don't have to tear out
the old stuff before they can put in the new stuff.
So, one more time. following the lead of the airlines and
the military. integrated airframe/avionics is definitely coming
to general aviation. A $75,000 to $ 125,000 investment in
"glassing" a late model BonanzalBaron you intend to keep still
makes it cost less than half that of a new one 10 yield the same
performance. Think about it.
More cool stuff next month
I'm off to gather info at the many displays at Sun-'n-Fun
and at the Aircraft Electron ics Convention. More on items
Stich as Control Vision Corporation 's "Anywhere Auitude." a
portable AHRS that plays an EFIS display on a COMPAQ
iPAQ Pocket PC, and other cool stuff next issue. See ya.
NOTE: I received permission from Chelton Flight Systems to quote
informotion from Iheir Pilol Operating Hondbook in this article.
Jim Hughes is the chief pilof, corporate aviation of Embry- Riddle Aeronautical
Umversity, flying a Citotion fl. He also heads Marketing and Professional Services,
a consulting firm specializmg in flight fest and avionics integration. His ratmgs
Include AJP and A&P licenses, and type ratmgs ranging from Boemgs to Sikorsky
helicopters. He has more than 21.000 hours, including over 3.000 hours In the
Bonanza, Baron. Duke and King Air.
2005 Bonanza!5
to O!5hkO!5h XVI
Bonanza pilote; continue gathering at locatione; around the country to
practice their formation e;kills for the annual
"Bonanzas to Oshkosh" arrival at EAA AirVenture.
Pilots of average flying abil ity feel sufficiently competent by the end of our practice sese;ione; to be comfortable with the formation flight, But it ie; not for
e;omeone who hae; not had that practice.
B20e;h hae; become e;o popular that we expect regie;tratione; to exceed our 100-aircraft limit. If you are
interee;ted in joining ue; thie; year, regie;ter now for a
practice event and the B20e;h experience. We welcome
newcomere; who make up about a third of our group
each year.
One need not commit to B20e;h to join one of our
practice e;ee;e;ione;. We encourage everyone with an
interee;t to e;ee what it ie; like.
We are cone;ie;tently the largee;t gathering of
Bonanzae; other than the ABS convention. Moe;t cone;ider it to be the bee;t and e;afee;t way to arrive at
Oe;hkoe;h . More important ie; the renewal of friende;hipe;. While the formation flight ie; an exhilarating
experience, nothing comparee; with 100 Bonanzae;
parked together at AirVenture-partying together.
e;haring experiencee;.
The formation flight is schedu led for
Saturday, July 23, with a mandalory noon
briefing. We will again party at RFD before
prior to the flight and at OSHthe day after the
fligh!. (The annual cruise is sold out.)
Our website <www.b20sh .org> is
updated regularly with complete informalion, photographs, notices, articles and regis'
Iralion forms. Requirements for pilots remain
a minimum of three hours farmotion practice
in the six months preceding the fligh!.
Regional training and practice sessions are
posted on the web.
Post
participanls
receive
regular
updales, provided Iheir e-mail address is curren!. Others wishing to receive informalion
should notify me <[email protected]>. If
you have not received a communication in
the posl three monlhs, contact me with your
e-mail address.
If you do nol have computer access and
e-mail, let me know if you wish to receive
information aboul this year's flight.
-Elliott Schiffman (781-749-9610) or 15
Seal Cove Rood, Hingham, MA 02043.
REGIONAL NEWS
-----------------------
RMBS members on the steps of La Porroquio
Rocky Mountain Bonanza Society
San Miguel de Allende, Mexico, was the destination for
our RMBS members in February to study Spanish. A spectacular 17th century, seven-suite counyard home was our residence and classroom, as Warren Hardy Spanish instruclOrs
empowered us with enough of the language 10 feel comfortable communicating at a basic level. With 50 great restaurants
to choose from, as well as shops and museums. there was plenty to do to occupy our time when we were not studying or flying. Late-winter Mexican weather was a pleasure 10 fly, as
always. The little aeropueno above town was adequate for our
Bonanzas, a Duchess and a Travel Air. -Bill Stovall
--- - -
-- -
-----
Founeen Bonanzas and Barons carried participants from
Idaho, Washington and California to Mexico to begin a relaxing long weekend. The weather was fabulous as we flew along
miles of shoreline on the Sea of Conez.
The Mexican officials at San Felipe were extremely courteous. and clearing customs and immigration was effortless.
After fueling. we were off again with the cordial Tower salutation, "Thank you for your visit, (tai/llllmber). Enjoy your stay
in Mexico. Have a safe flight."
Our accommodations were at the exquisite, all-inclusive
Posada de las Flores, "The Jewel of the Desert" on the c1ilfs of
Punta Chivato, overlooking the gorgeous blue Sea of Cortez.
The reSOl1 is positioned where one can enjoy both sunrises and
sunsets.
By 3:30 we had all touched down on the 4,000 ft. dil1 strip
and were settled in our Mexican colonial-style rooms. For several of our group. it was their firstllight into Mexico and their
first dirt-strip landing! We enjoyed a tasty dinner, and watched
the sun as it settled into the sea. Beautiful!
Saturday morning, we watched pelicans glide inches
away while we ate breakfast. This was an open day for deep
sea fishing, swimming. snorkeling, kayaking, walking, hiking
in the hills.... whatever.
That evening we enjoyed a great meal of fresh ceviche
caught by our members ... There's nothing like fresh ceviche!
The excitement was brewing; tomorrow was the day everyone
had been waiting for!
Sunday morning we flew over Baja, destination, Laguna
San Ignacio. We landed on a 5,000 ft. shell-packed strip alongside the lagoon. A van took us to Kuyima, a small facility on
the shores of the lagoon where we were briefed on the conservation of the gray whale, history, etiquette, regulation and
safety issues.
As we were bobbing around in this little boat in the middle
of a huge, quiet lagoon, all of a sudden a huge whale surfaced
about 100 yards away, swimming gently toward us. Her baby
Pacific Bonanza Society
WHALE WATCH - Every year for a few weeks in the winter, hundreds of whales find sanctuary and frolic in San Ignacio
Lagoon while their newborns gain weight and strength before
migrating to their Alaskan feeding grounds. Within hours of
announcing the third PBS Mexico Whale Watch for March 1114 in Punta Chivato, it was fully booked-including a stand-by
list of II planes. So we arranged a second weekend 10 accommodate stand-bys the next weekend in Mulege.
Page 9023
PBS members enjoying the wholes near Punta Chivolo.
www.bonanza.org
ABS May 2005
8,040 feet) for an unobstructed view of
appeared next to her side. swimming in
the most memorable scenery.
tandem.
On Sunday we travel to The
Mom swam right up to the boat,
Fairmont Chateau lake louise to see
turned and glided alongside us. Then
some
of the most spectacular views
the seawater bubbled like boiling water
imaginable,
We're sure to take home
on the stove. As the bubbles hit the surwonderful
memories
when we depart
face, the water blew into the air and
Monday morning. Looking forward to
doused everyone I She wanted to play!
seeing you on this trip!
Rolling onto her back. she turned
For full details and reservations,
and swam gently under the boat-lightvisit
<www.pacificbonanza.org> or call
ly rubbing her back along the hull for a
our fl y-in chairman for this evem, Phil
little back scratch. Completing her jourHitchings, (9 16660-9643).
ney, she surfaced and gave us a huge
spout. Wonderful whale snot; time to
North East Bonanza Group
clean the carnera lenses!
Our NEBG March 19 fly-in to
The calf came straight to the boat
Taxiway Papa at the Hagerstown,
and lifted its head toward me. I leaned
Maryland Airport (HGR) was a great
over and ki ssed its forehead ... three
educational success. More than 40 peotimes! Mom and baby swam around and
The whale-walch trips provide memorable experiences.
under the boat for about 20 minutes,
ple arrived in at least 35 airplanes. Our
touching the sides with their snouts and fins . We extended our
host, Tracey Potter, owner of Hagerstown Aircraft Services,
treated us to a nice deli and fruit lunch.
arms and experienced the thrill of a lifetime-stroking the
HAS . chief test pilot Joe presented a slide show of his
gentle giants of the ocean.
For more information about future PBS events-and huntime a a missionary pilot in Zaire. Joe and Tracey showed how
dreds of photos of past ones-visit <www.pacificbonanza.org>.
to remove a wheels-up landed Beechcraft from the runway
-Kathi Blythe
without incurring any more damage. (Often more damage is
incurred during removal than from the wheels-up landing.)
BANFF, CANADA (JULY 22-25) - The Pacific Bonanza
HAS. is a major aircraft facility, frequently performing
Society will explore Canada's Rocky Mountain playground at
major repairs after aircraft accidents and incidents. Tracey and
Banff, Canada. With an elevation of 4,537 feet. Banff is the
Joe discussed Beech repairs, including fuselage, wing.
highest town in Canada. Banff National Park covers 2,564
engine/prop and control surfaces.
square miles and has more than 1,000 glaciers . The scenery i
Joe discussed huck bolt removal and reinstallation (do's
breathtaking ! <www.banff.com>
and don' ts) and the need to use a Beechcraft jig. He also told
We will land and clear customs at Springbank Airport
some horror stories-such as using 3M 1300l adhesive to
(CYBW), 15 miles west of Calgary. Then it's off to the Banff
bond components together in the huck bolt area.
Park lodge Resort Hotel <www.banffparklodge.com>c lose to
Discussions included the new Raytheon Aircraft Services
downtown shoppi ng and restaurants where we will start our
(RAS) Service Bulletin (SB) on wing spar cracks and the 35,
weekend with a no-host cocktail party and dinner. In the mornA35 and B35 AD.
ing we depart for lake Minnewanka for a magnificent boat
We learned a lot and a few people decided to join NEBG,
cruise, lunch and an interpretive tour of the area. Then we wi ll
given what they saw at this fly-in event. -Sreven OXlllan
---@ride the Banff gondola to the top of Sulphur Mountain (e\.
A lorge NEBG group arrived 01 Hagerstown, Maryland Airport to lake pari in a great educational opportunity.
ABS May 2005
www.bonanza .org
Page 9024
HULL INSURANCE
Underinsuring your aircrafl is a bad idea because if the repair
estimmes get 100 close to the insured value, the insurance
Lost month I wrate about aircraft liability insurance. I hope my
companies may decide 10 declare Ihe aircraft a tOlal loss. At
comments helped in dealing with insurance jargon and other
that poi nt, all equipment installed in Ihe aircraft al the lime
elements. Now I'll explain the other side: hull insurance.
of Ihe accident, along with the airframe, would belong to Ihe
insurance carrier and Ihe policyholder would gel a check for
ave you ever wondered why coverage for physical
Ihe insured value.
damage 10 your airplane is called "hull insurance"?
Think aboul it: If you've put a Iremendous amount of
The answer goes back to when aircrafl insurance
money inlo upgrades. you may be requi red to subslantiale
was created. In Ihe earl y 1900s, when post-WWI airplanes
the value of your aircraft. The value can be juslified by
were being sold by the U.S . government as surplus, many
getting an appraisal or by providing the carrier with an
were bought for use on mail roules and as early crop dusters.
equipment lisl and receipts fro m work you've had done.
Although Ihese airplanes weren'l very expensive, banks slill
Hull insurance can normally be arranged al Ihree levels:
were involved in their financing. so insurance became a
Ground-Only (not in motion), Ground (i ncluding laxi) and
necessity. Underwriting was handled by marine (ship)
Full Coverage (ground, taxi and flight). Regardless
insurance underwriters. so they applied the
__-~-::::!'_~
of which level you purchase, hull insurance
ter.ms they commonly used. A short
is referred to as "all risks," which
lerm was "hulJ" when referring 10
means all possible causes of loss
the value of Ihe ai rcraft. And
that have not otherwise been
today we still refer 10 the physiexcluded in the policy.
cal damage pan of aircraft poliThe premium you pay for
cies as hull insurance.
Ihese di fferent levels depends
The average insurance polon Ihe coverage selecled and Ihe
icy premium is roughly 30 perrates used by the carrier. 01 all
cenl liability and 70 percent hull ,
companies will sell Ihe fu ll array
which varies depending on the type
and Opl only to provide broader coverof aircraft and ils value. This being the
age of ground, taxi and in-flight. You
case, it is important 10 understand what hull
should fu lly discuss all coverage with your
insurance covers and how changes in it can affeci whal
Falcon representative when you buy your hull insurance.
you pay for.
When you insure your aircraft in Ihe American Bonanza
Unl ike many olher types of insurance, hull coverage is
Sociely Aircrafl Insurance Plan , Falcon will work with you
based on Ihe amount "agreed" 10 when the policy is wrinen,
10 make sure you know all your options. Our mission is to
which is also the amount "stated" on the Declarations Page.
make sure you gel Ihe righl coverage al the besl price and 10
This means if your airplane is destroyed. the insurance
provide you with outslanding service. Call loday and lalk
company will pay the "agreed" or "staled" amount. less any
with one of the Falcon Insurance Specialists who handles Ihe
applicable deduclible.
ABS Plan (800-259-4227).
If you have any aircraft insurance lopics you would like
A SPECIAL NOTE: When you buy your insurance, it is
addressed
in future anicles, let me know at <jallen@
extremely important that you insure your oircroH for the marfalconinsurance.com>.
ket value or slighlly higher. I've heard owners soy they are
- - - - - - -Falcon Insurance is the agency for the official ABS insurance program. John
trying to save money by reducing the value of their aircraft
Allen may be reached al 1·800·259·4ABS (4227). Falcon 's website is
on their policy. We do not recommend this course of action.
<WWVI.fo/coninsurance. com>.
H
ABS welcomes these new Life Members:
Grant lane, Rosenberg, Texas (Member since 1996. has 0 1998 58)
Hiwon No. Glen Cove, New York (Member since 2003, has a 1988 F33A)
I LOVE A GOOD CONVENTION!
ast month I was in Chica£o for a convention about
conventions. Odd as that sounds, 11 was really worth-
L
while-semj nars on making your event irresistible;
forums on site selection. hotel negotiations and legal issues;
panels on budgeting, marketing, food-and-beverage, speak-
ers, enlel1ainment and much more.
When I wasn' t in a session, I was talking to vendors in
the 300-booth trade show-hotels, convention & visitors
bureaus, meeting management companies, speakers bureaus.
and many makers of trophies & badges & bags, oh my.
I had a great time and got plenty of exercise walking 10 and
from the conference center, traversing the maize of hallways
from seminar to seminar. traipsing up and down the 14 long
exhibitor aisles. I estimate eight to 10 miles a day. making me
very glad I remembered my comfortable walking shoes.
In one seminar, the speaker as ked us to raise our hands
for the number of years we had been meeting planners. Most
of the 300+ attendees were newcomers; I was one of only two
in the room with over three decades of experience. The
young woman sitting next to me asked bluntly, "What are YOII
doing here?"
Well, I'm a firm believer in lifelong learning and always
get something out of a seminar, even if it's just a reminder of
an idea I hadn't used for a long time. Granted, my learni ng
curve has sort of Ilattened out as the
years have advanced, but that just
makes the occasional new idea or
insight more precious.
In this instance, I came away
with at least six fresh thoughts.
Now that 's a bonanza!
What's in it for me?
Actually, the most useful tips were
not about convention plal/I/il/g, but convention allelldil/ghow to get the most for your money before. during and after.
One speaker asked us to write down why we had come to this
conference. Of course, there were the inevitable jokers who
wrote. "To get out of the office" or "Free trip." But most of
us were in it for the information and networking.
Which made me ponder (for the umpteenth time) what
draws you 10 the ABS Convention. Certainly for some members it's a vacation. which is why we try for destinations that
serve that purpose. And because many of yo u like to Ily your
planes to the convention , we move it around the country to
make that possible for different segments of the membership.
But frankly. you can vacation or go Ilying without the
ABS Convention being in the picture. So we have to be very
concerned about what other value we can offer, to compete
for your time and interest. That's where education, information and networking come in . And we have done a whole lot
of wo rk addressi ng those wants and needs.
Last year's hurricanes blew away our Orlando convention and the opportunity to introduce you 10 the new seminar
"track" plan. at to worry-we just moved the introduction
forward a year. So at Dallas '05 you' ll have the abi lity to
focu s your attention on a PUl1icular di scipline-operations,
maintenance, vendor-specific sessions-or you can mix it up.
And watch for news about the Aftemooll at the Ail]Jort. when
we move out of the hotel to the place you really want to be.
This year we're also inaugurating a much-expanded
Right-searer program-a full schedule of enjoyable ac ti vities
for companions and guests. most of whom are nonpilots. This
is primarily for women. so fema le pilots have a double
advantage-pick fro m either the aviation or companion
activities. How much more fun for the lady in your life to
attend the convention when there's so much for her to do, too!
Over the next three months. the ABS Maga:ille wi ll
build the details abo ut the convention. But before you start
reviewing the offerings, think about what wou ld make it
worthwhi le specifically for you. Set three goals you want to
achieve from the convention. Then as you familiarize yourself
with the schedule of events, seminar tracks and special events
(for you and your spouse),
you'll see that the ABS
Convention & Trade Show
will be well worth your while.
~
~~JJoo" Another valuable
~:...,'" ASS resource
~
Since I' m writing this several
weeks
before you get thi s issue of the magazine, I'm mak ing a
leap of faith that the 2005 ABS Directory & Buyers Guide is
included in the polybag. It's a massive project. so thanks to
ABS's Paula Tomlinson and Village Press's Luana Dueweke
and John Shoemaker for pu lling it all together and making
it happen.
The real value of the directory is the Buyers Guide. staJ1ing on page 145 with a categorical li sting of directory and
magazi ne advert isers and known product-service suppliers,
followed by a tremendously useful display-adve rtisi ng
section . You will want to keep this reference handy.
The membership listings were compiled in March. so
already we have many new members who aren' t included.
For the most up-to-date li st of ABS members, go to the directory in the members-only section at www.bonanza.org. When
a new member signs up. his or her record appears there
within a day or two.
---@-
AY
12-15 - ABS Service Clinic. Hagarstown,
Maryland (HGR). Hagarstown Aircraff Services.
Schedule, pg. 8962.
23-26 - Southeasl Bonanza Society Fly-in .
Churchill Downs, Kentucky. Contact: Troy
Branning 305-378-8669 or <www.sebs.org>.
.JULY
12-15 - Midwest Bonanza Society Fly-in.
Rough River Dam State Park. Falls of Rough,
Kentucky (213). Contact: Carol Dison 727-3919156 or <[email protected]>.
9-23 - Australian Bonanza Society Fly-in.
South Pacific Safari. Contact: Murray +61 -39761-9745 or e-mail Doc Green <docgreen
@mira.neb.
13-15 - BPPP Clinic. Columbus, Dhio (CMH).
Schedule, pg. 8972.
14-17 - ABS Service Clinic. Gig Harbor,
Washington (TIW). Associated Aviation
Enterprises. Schedule, pg. 8962.
21 - North East Bonanza Group Fly-in. Theatre
& Touring. Hampton Roads, Virginia (PVG).
Contact: Fred Schoenfeld 757-393-4383.
15-17 - Southwest Bonanza Society Fly-in.
2005 Colorado Springs, Colorado. Contact:
James Stiles 918-486-5553.
SEPTEMBER
4-11 - Pacific Bonanza Society Fly-in. West
Coast Romantic Getaways. SOLO OUT!
7-11 - A8S Annual Convenlion & Trade Show.
Dallas, Texas. <www.bonanzaorg>.
12-18 - North East Bonanza Group Fly-in ABS Annual Convention . Dallas , Texas.
Contact: Steven Oxman 410-956-3080.
12-18 - Reno Championship Air Races.
Canadian Snow Birds on the 14th. U.S.A.F.
Thunderbirds throughout the activity period.
16-18 - BPPP Clinic. Milwaukee, Wisconsin
(MWC). Schedule, pg. 6972.
18-21 - Pacific Bonanza Society Fly-in.
Proficiency Air Race. Hayward, California to
Laughlin, Nevada. Contact: Bob Hecocks 530273-6423, or visit <www.pacificbonanza.org>.
16 - North Easl Bonanza Group Fly-in. Island
Getaway. Block Island, Rhode Island (BID).
Contact: Herman Hassinger 401-466-5796.
17 - North East 80nanza Group Fly-in. Ocean
City, New Jersey (26N). Contact: Mike
McNamara 856-768-6730.
.JUNE
22-25 - Pacific Bonanza Society Fly-in. Banff,
Canada. Banff Park Lodge. Contact: Phil Hitchings
916-660-9643, or <WWW.pacificbonanza.org>.
23-25 - BPPP Clinic. Little Rock, Arkansas
(LIT). Schedule, pg. 6972.
25-31 - EM AirVenture. Oshkosh, Wisconsin.
Wittman Airport.
29 - Oct. 3 - Pacilic Bonanza Society Fly-in .
Sedona, Arizona & Albuquerque Balioon
Festival. Contact Steve Walker 425-883-1964,
or visit <www.pacificbonanza.org>.
2-5 - A8S Service Clinic. Tullahoma, Tennessee.
Bonanza/Baron Museum. Schedule, pg. 8962.
2-5 - 80nanzai1laron Museum ' Joint Regional "
Event. Tullahoma, Tennessee (THA).
NEBG & WBS CONTACT: Steven Oxman 410956-3080.
SWBS CONTACT: Harold Bast 770·719-063B or
<[email protected]>.
MBS CONTACT: Carol Olson 727-391-9156 or
<[email protected]>.
4 - Beechcraff Fly-in. BBO. Vista Field (S98).
Kennewick, Washington. Contact: Chep Gauntt
509-582-3222 or <[email protected]>.
4-7 - NCAMSISATS Fly-in. Danville, Virginia.
Hosled by NASAIFAA. Contact: Fred Brooks
757-403-5355.
AUGUST
7-11 - North East Bonanza Group Fly-in.
Jefferson Landing Resort, with SEBS. Ashe,
North carolina (GVE) . Contact: John Sell mer.
770-487-8386 or <[email protected]>.
59 - Beech Party 2005. Tullahoma, Tennessee
(THA).
11-14 - Midwest Bonanza Society Fly-in. Sault
Ste. Marie, Michigan. Sanderson Field (ANJ).
Contact: Carol Olson <mbsvp@tampabay
5-9 - North East 80nanza Group Fly-in. Beech
Party 2005. Tullahoma, Tennessee (THA).
Contact: Steven Oxman 410-956-3080.
.rLcom>.
10-12 - BPPP Clinic. Colorado Springs,
Colorado (COS). Schedule, pg. 8972.
10-12- North East Bonanza Group Fly-in.
Rockland, Maine (RKD). Samoset Resort.
Contact: Paul Damiano 860-646-3383.
18-21 - ASS Service Clinic. Sioux City, Iowa
(SUX). Jetsun Aviation Centre. Schedule, pg. 8962.
11-12- Bonanzas-to-Oshkosh Formalion
Practice. SWF Airport, Newburgh, New York.
Contact: Robert Mark 631-32"'217.
18-21 - Pacific Bonanza Society Fly-in.
Durango, Colorado. Durango & Silverton
Railroad. Contact: Dean Eldridge 360-6596641 , or visit <www.pacificbonanza.org>.
June 18-July 3 - Pacific Bonanza Society Flyin. Historic Lodges Air Safari. Cave Junction,
Oregon (S03) to Mariposa, California (068).
Contact: Steve Walker 425-883-1984, or visit
<www.pacificbonanza.org>.
Page 9027
OCTOBER
11-14 - Southeast Bonanza Society Fly-in.
John Sellmer's summer place. Contact: Troy
Branning 305 -378-8669 or <www.sebs.org>.
12-14 - Rocky Mounlain Bonanza Society
Fly-in. Glacier National Park. Contact: Mike
Crump <[email protected]>.
17-19 - Rocky Mountain Bonanza Society
fly-In . Ruby's Inn. Bryce Canyon, Utah. Contact:
Bob Humphrey <[email protected]>.
3D-Oct 2 - North East Bonanza Group Fly-in.
Beaver Falls, Pennsylvania (BVI). Contact: Tom
Johnston 717-761-0195.
21 - North East Bonanza Group Fly-In. Flying
Circus. Warrington, Virginia (W66). Contact:
Richard Dykes 540-629-6288.
24 - ASS Live Chat. Topic: TBA.
www.bonanza .org
6-9 - ASS Service Clinic. Greeley, Colorado
(GXY). Harris Aviation. Schedule, pg. 8962 .
6-9 - Southeast Bonanza Society Fly-in .
Dayton, Ohio, USAF Museum. Contact: Troy
Branning 305-378-6669 or <WI'Iw.sebs.org>.
7-9 - BPPP Clinic. Manchester, New Hampshire
(MHT) . Schedule, pg . 6972.
7-9 - North East 80nanza Group Fly-in .
MountainView Grand Resort & Spa. Whitefield,
New Hampshire (HIE). Contact: Paul Damiano
860-646-3363
FOR FURTHER DETAil and more evenls,
visl! the NEWS AND EVENTS link on the
ABS we~~l!e <www.bon?~zo . org> .
ABS May 2005
-
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May 2005 - American Bonanza Society

Transcription

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