Q - American Bonanza Society

, ' I ' "
I '
_ lt1yowned
Our professional staff
has decades of experience in aviation insurance, and we
are uniquely qualified to provide ASS members a little
"plane talk" about their individual insurance requirements.
The ABS Program is one of the most comprehensive
insurance programs available in the industry today and
features 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 lnsurdIlce Agency is the Insurance Program Manager for the
ABS INSURANCE PROGRAM
1-800-2S9-4ABS (4227)
w\\ n .fal con i nsu ra nee.co m
Fax: 5 12-89 1-8483
P.O. Box 92409 • Austin. Texas 78735
"I am a partner in a local CPA firm and we luckily have many clients situated in cities
with airports, so I can use 72CW for business as well as pleasure: -Terry Toole
Terry ond Mory Toole with Iheir 1966 C33A Oebonoir.
Debonair
01 the month
N72CW
Terry Toole
Shawnee, Oklahoma
19&& C33A
I
became a private pilot in January 1990
and got my in strument rating in
August 1993. I owned two Pipers before buying nCw. I always thought,
"Wow, I'd sure like 10 have a Bonanza!
They' re the prettiest airplanes I've ever
seen." I remember pilOl friends would say,
"There's nothing like the performance of a
Beechcraft. "
After some research, I became interested in the C33A Debonair since it was
the fIrst straight tail with the 10-520-B,
285-HP engine, and it offered essentially
the same performance as later F models at
a lower purchase price. I began looking in
the summer of 1995 and in October I located 72CW in Traverse City, Michigan.
This 1966 C33A, SIN CE-69 rolled off the
assembly line July 5. 1966, and was ferried to Banff, Canada. The plane received
its United States registration number in
August 1987.
ncw was well equipped, had a total
time of 2,200 and 800 SMOH. However,
during the fIrst annual, a cracked case
was discovered, requiring a major overhauLl have upgraded certain equipment,
installed a new interior (February 1999)
and had the plane pai nted (March 1998).
Total time is now 2,600.
I am a partner in a local CPA fIrm and
we luckily have many clients situated in
cities with airports, so I can use ncw
for business as well as pleasure. My wife
has about 75 flight hours and is a great
map reader and navigator.
Our pleasure trips are generally to
New Mexico or Colorado since we love
the mountains. Our favorite destination is
Precision PAI-700 verticat cord magnetic
compass
Gormin GMA 340 audio panel and intercom
Garmin 155XL GPS (IFR approach certified)
Two McCoy MAC 1700 conversions of KX
170B nov/cams
KT 76A transponder
Crested Butte, Colorado. It takes approximately three hours to reach the 9,400-foot
runway in Gunnison, Colorado, elevation
7,700 feet. Crested Butte is approximately
30 miles notth of Gunnison.
Our longest pleasure tri p was to
Mackinac Island, Michigao. We high ly
recommend this trip and a stay at the
Grand Hotel. The only access to
Mackinac Island is by plane or boat. No
motorized vehicles are allowed on the island. The cab 10 and from the airport is a
horse-drawn carriage, as is all the transportation on the island.
Terry Toole, Shawnee, Oklahoma
KCS 55A HSI (with KA 51A slaving
accessory)
S-Tec 60-2 autopilot
Insight graphic engine monitor
Insight SF2000 StriKeflllder
Alcor fuel flowllotalizer indicator
FE BRUARY 200 1 • VO L U M E 0 1 • N U M BE R 2
CO V E R
6596
(ISS:-.: 1524-5438)
Published by AMERICAN BONANZA SOCIETY
Organized January 1967
~
DEBONAIR OF THE MONTH:
Terry and Mary Toole's 1966 C33A in a simulated aerial p hoto,
FEATURES
6599
316-945-1 700
CRUISING THE WORLD WIDE
BONANZA AND BARON WEB
By George Wilhelmsen
ASS EXECUTIVE DIRECTOR
EDITOR IN CHiEF
Nancy Johnson
PUBLICATION OFACE
1922 Midfield Road
P.O. Box 12888
Wichita, KS 67277
316-945-1700
Fax 316-945-1710
ABS websile: htlp:flwww.bonanza.org
ABS c·mai1: [email protected]
6608
Send articles/letters to the
above address/fax/e-mail.
6612
EDITOR
BellY Rowley
ART DI RECTOR
Jim Simpson
EDITORIAL CONSULTANT
Palric Rowley
6616
NOMINATING COMMITIEE REPORT
By Dave Richards, Cha irmall
6609
6611
ABS BY THE NUMBERS: MEMBERSHIP DISTRIBUTION
BPPP: WHY I ENJOY BEING PART OF THE BPPP
By Kent Ewing
BPPP: HOW CAN WE FLY MORE SAFELY?
By Ron Zasadzinski
TESTING DURING WWII: COLUMBIA-GRUMMAN XJL-l
By John Miller
6621
BARON ENGINES
By Peter Lane
DISPLAY ADVERTISING DIRECTOR
John Shoemaker
2779 Aero Park Drive, P.O. Box 968
Tra\'erse City, MJ 49684
6625
1·800·773·7798, exl. 3317
6630
ANGEL FLIGHT WEST
By Charles Finkel
BONANZA GETAWAY: FLORIDA
By Bill Hog/all
PRI~TER
Village Press, Trave~ Cily, Michigan
AMERICA.." BONA.."<LA SOCIETY MAGAZINE i§ pubhshed
monthly by the AmeriClU:l Booanu Sodelr II lhe \\'Ichita MidCOOUDcnl Airport. 1922 Midficld Road. Wichita. KS 67209. The
priceofa ytlU"ly subscription is iJl(:luded In tile annual dues ($45)
of Socict~ member$. Periodical postage paid II WIChita, KlJu,a"
and additIOnal milling offices.
DEPARTMENTS
6598 PRESIDENT'S COMMENTS
"Ille Society and PIIhIis/a annoI axepI responsibilily for the"'"'"
IMJIeS.'I or IICCIJI"IC\ oflbemanm pinta! hmiD or For anyOlD-
8601
Ions expressed. OpflllOlls of the Edil0r or eontributon do no! neees5arily re~nt1he position of the Society. ?u.blisller reserves
lhe righll0 re)Cct any malenal ~ubOllned For publication.
6607
NEIL'S NOTES
6614
FORUM
Copy and pbotogn ph5Mlbmilttd for publication Wli btc-.
Ibt proptl1f or the ~y and mau DOC be rtWmed. Anidc:t
submincd With pi= recci\'e publiallion preFerence
A.,~:-IUAL DUES: US--S45.
Canada & Me.0c0---.S4S (US). Foteign-.S7S (US )
by Jon Roadfeldt
COLVIN'S CORNER
by Neil Pobanz. and Arky Foulk
by John Hastings, M.D.
POSTM AS T ER: Send add relS changCi 10 AMERICAN
6627
CURRENTS
AD SECTION
8815A
by Lew Gage
6633
REGIONAL NEWS
6635
INSURANCE
BPPP SCHEDULE
by John Allen, Falcon Insurance
6623 ABS MEDICAL PANEL
Life membenbip-SI.OCO.
Contael ASS Headquarkr.! for details.
6631
6838
GROUND CONTROL
by Nancy Johnson
6637
8813
CALENDAR
SERVICE CLINIC
SCHEDULE
8832
AVIONICS
BONANZA SOC/tTY MAGAlJNE. P.O. Sox 12888,
"'"lChill,
KSI ...._ _ _ _
by _
Jim_
Hughes
672n-2888.
C Cop}1"i
hl200
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _, -_ _ _ _ _ _ _ _ _ _ _ _ __
g
Boord of Directors
JON ROADFELDT, Pl"tilident (Area 4)
1548 W. Sextant, Roseville. MN 55 113
Phone 651 4 88-9385, fax 651488·9475
e-mail JonRoadfeldt@ aol.com
HAROLD BOST, V.P. (Area 3)
760 Birkdale Drive, Fayeuevillc, GA 30215
Phone 770-719·0638, fax 770-7 19-9826
e-mail bostmai [email protected]
JACK THREADGlLL Trea'lurer (Area 5)
1602 Brook Hollow Drive, Bryan, TX 77802
Phone 979-779-7 155, fax: 979-775-7432
e-mail [email protected]
Page 6597
Term expires
Term expires
2001 JOHN D, HASTIJIiGS, M.D, Secretary (At-Large) 2002
1432 S. Newport Ave. Tu lsa, OK 74120
Phone 918-747-7517, fax 918-742-7947
e-mail [email protected]{Jm
2003 :\fJCHAEL HOEfFLER, (Arta 1)
2001
43 Old Sugar Road, Bolton. MA 01740
Phone 508-351-9080. fax 508-351-9081
e·mail [email protected]
2002 WILLIAM C, CARTER (Area 2)
2001
7131 Driftwood Dri\'e, SE, Grand Rapids, MI 49546
Phone 616-974-0016, fax 616-676-0346
e-mail [email protected]
Term
JACK CRO"'lN (Area 6)
expires
2003
261 Vine Street, Denver, CO 80206
Phone 303·333·3000, fax 303-333-2000
e-mail [email protected]
TILDEN D. RICHARDS, (Area 7)
PO Box 1047. Sutler Creek, CA 95685
Phone 209-267-0640, fax 209-267· 1546
e-mail [email protected]
RON DAVIS (Area 8)
2522 Vista Baya, Newpon Beach, CA 92660-3636
Phone 949-548-2522, e-mail [email protected]
2002
2003
ABS February 2001
President's Comments
the phone or e-mail ABS Technical Manager
Frank Evanega at ABS Headquarters in Wichita.
Believe me. he would like to hear from you. Can
JON ROADFELDT
you help?
We have remodeled, res huffled and compacted
the staff operat ions in Wichita. The building is as
close to being 100 percent utilized as I think it
can be. If. as expected, we continue to grow in
ast month I wrote about some items that
the areas of merchandising and staffing, we will
might call for action or consideration in the
need more space.
near future for ABS. Along that line, I will
We have additional land under lease and [ do
add a couple more thoughts.
not think it is too early to start thinking about the
Our "Library" has been a paper clutter interneeds of the future. The ASF (Air Safety Founspersed with gems of information about various
dation). which rents our present building on
Beech piston products. The library area had been a
Wichita Mid-Continent Airport, would be the
comer in the back of the office. Visualize small. ..
ve hicle we would use to build any future
A good deal of the library content consists of
additions. Given the makeup and structure of the
copious copies of Aviatioll COllsulIler Maga zille,
ASS organization. it takes a bit of lead time to
old AOPA and NTSB accident reports, BPPP
get things done.
records, oldABS News/etters, FARs, travel guides
The RAPID parts discount for ABS members
and many other miscellaneous pilot information
is a reality. All you need is the ABS MasterCard
and you can buy your Beechcraft part directl y
materials. Much ofthe above information is availfrom RAPID 's parts headquarters in Andover.
able elsewhere and much of it is not germane to
Kansas. The average discount is 12 '12 percent,
the purpose of the library.
with about 94 percent of Beech parts featuring
With the introduction of our handy-dandy CDso me leve l of discount in the ABS/RAPID
ROM that contains all of the back issues of the
program.
ABS Magazines. the ABS history and the FARs
Another area we are exploring is out-of-proalld the A[M alld ADs alld a summary of STCs to
duction parts or parts that are out
date, a lot of the stored paper is reof stock because there are not
dundant. Now, with the ATP
enough orders to warrant
maintenance CD-ROM for
a production run. What
your Bonanza or Baron
resources would it
available from ou r
COMING SOON!
take ? [s there a
office in Wichita.
need ? Let Frank
even more paper
third Edition of ASS
Evanega know.
can be elimi nated.
CD-ROM containing all
And finally.
Removing dupliback
issues
tile
magazine
Raytheon
is now
cate information
building
jets
usfil ed under differand otherexcellent
in g carbon fiber
ent topics wi ll also
technical databases.
epoxy material s
help.
spun on a mandrel
We are hoping to
Watc;h for the
for
the fuselage ofthe
have most of the cullannouncement!
airplane. New aircraft
ing done this sum mer
are becoming available
and can then begin the orfrom startup companies usganizing. We may eventually
ing
mostly
synthetic materials. Do
be able to put some of this informayou
suppose
this
technology
will ever get routine
tion on our website.
and efficient enough to apply to the piston line of
I want to repeat the plea made at the ABS Conaircraft at Raytheon?
vention for copies of STCs, 337s and any Beech
It all starts with the dream .
kit drawings you might have. If you have any
doubt about its value to the ABS Library, pick up
-Onward alld upward, Jail
L
ABS February 2001
FEBRUARY 2007
Special days for
this month are the
BPPP weekend in
Arizona, Groundhog
Day, Valentine's Day
and Presidents' Day.
I hope you al/ had
the opportunity to
celebrate or partiCipate in the above
as you feel would
be appropriate.
Presidents' Day has
some additional
significance to me,
since it was so hard
to get one this last
time around.
PAST PRESIDENTS
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Ru ....·!1 W R nL
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97~
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191'-
19~/l
1 1..aDdty J,
Cal • B f I \to. PhD
CIPlb.et
D~"d r har!
IdrIlC 8arn..
f~A On
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1916- !91
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'YU_ 979
980
1mI
'9111
fM"'~.Jl
''''I 1983
()')Il;Ild I. \1.
l<)gl 1911.1
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lI~r'1 G Hlid.h:'r
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l'lll6 II,IH7
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19&8
l'lS'- 1990
RJyLI~
lWO 1991
IM1InC C_ L HI
w. ,,~n ~., It
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J"hn 11 ",,1I1<1U1llC"
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IQ<I~_1991
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1995- 999
D R","",
Page 6598
Cruising the WorLd Wide
Bonanza and Baron Web
BY GEORGE WILHELMSEN
The Internet has opened up a host of new places to go for both used and new
Beachcraft parts. Over the course of the past few years, I have run into several
places that have proven to be reputable sources for parts for my Debonair, as
well as a good place to sell extra parts.
F
or those Beech owners who still
eschew computers-and do not
have access to the Internet-we offer our regrets. There is currently no sintilar nOllcomputer-based service available
apan from the bulletin board at your local airport or Trade-A-Plane's classified
ads. For those of you who do have computers and access to the World Wide Web,
however, these sites may help you do
everything from asking questions about
your airplane, to finding parts to fix it
up. Heck, on occasion, you can even find
an airplane for sale.
This listing does not attempt to cover
every website that has Bonanza, Baron,
Travel Air or Debonair pans. To be honest, we saw several others, but the boards
were either dead (no posts since 1998)
or suffering from dropping a few Bonanza entries in with a whole lot of other
junk, mainly Cessna and Piper information. Such boards took more work than
they are worth in fmding the gold nuggets in and antidst the tons of non-gold;
they are not mentioned here.
The American Bonanza Society
Web Page
Of course, theABS Web Page (www.
bonanza.org) contains a virtual plethora
of information on the Bonanza, Baron
and Travel Air, along with the Debonair
models. From inside the "Members
Only" section, you can find an area to
Page 6599
ABS February 2001
request information from "Colvin's Corner," Lew Gage's "Currents," and even
Lynn Jenkin 's "Shop Talk" monthly columns. You can search the ABS member
database, browse through the ABS e-mail
directory or look over the ABS Event
Calendar.
Of course, my favorite place to go is
to the classified ad seclion. Here you will
find a good variety of products and services, ranging from aircraft and parts for
sale to instructors who are available to
provide you with training.
Ads can be placed for a small fee,
concurrent with placement in the ABS
Maga:ille by both members and nonmembers. While several sections of the
website are available to nonmembers, a
good part of this site requires membership in ABS.
Oneofthe best "members only" parts
of the site has a somewhat miSleading
name. Called "Hangar Flying," it covers
a wide variety of topics in a discussion
forum type of format. For those of you
who aren't fami liar with the term "discussion forum;' the jist of the thing is
that you post a message and someone
replies if they are interested. The parts
section in particular had some interesting entries-and no junk. The Maintenance Section had good traffic and was
full oflife experience that might help you
when you need it most.
The Bonanza swap page
The Bonanza Parts Page. which resides at http://madaket.netwizards. netl
vtail/swapbook.html. On this page, you
will find a listing of various parts that
are either wanted or for sale. The page is
word searchable, which means you can pull
down your ED IT menu, and use the FIND
command to look for specific items.
There is a fair amount of breadth to
this page. You can find anything from a
dual yoke to autopilots, cowl covers and
accessories. Pilots are allowed to post at
no charge wanted and for sale items that
pertain to aircraft only. Businesses are
asked in the header fiJe at the top of the
page to contact the webmaster for advertising rates.
ABS February 2001
The site is well-visited and supported,
with about two or three new items posted
per day on average. If you wish to post
something on the board, you are asked
to provide contact information such as
your e-mail address and, if you like, your
phone number. The plusses for this board
include no ads or pop-up windows, no
junk mail from people visiting the board,
and generall y good responses to the
posts. However, the board does not allow the posting of images to help people
see what you have.
Finally, the board is well policed, with
nonapplicable informatio n removed on
a routi ne basis, with a note that items will
be removed after 90 days (not strictly
enforced). You are welcome to re-post
applicable information if it happens to
scroll off the board. The webmaster requests that all posts apply to the Beech line.
While some avionics are allowed to be
posted, such postings are not encouraged.
AJI the information is pointed toward
the Bonanza line, which means there is
no information on the Debonair or Baron.
Overall , the site appears to be a little
under visited, but still worth yo ur while
if you are looking for historical informati on or restoration tips on vintage
Bonanzas.
The guestbook
Another interesting but less acti ve
Bonanza site can be found at <www.
aspenleaf.com/bonanza/guestbook.
html>. This site has similar rules as our
first site, but has about a third of the activity. Still, some gems turn up on occasion,
which is why I check this board about once
a week for new posts.
In the last 30 days, there have been
around five posts, which, resulted in slim
pickings. However, for plusses, the
board has no ads or pop-up windows-and no junk mail from
k--
If you are handling an expensive piece of equipment,
and don't know the buyer or seller, consider working
with an escrow agent. An escrow agent will receive the
cash and assure that the equipment gets shipped.
VintageBonanza.com
Here is a somewhat hidden site in that
it does not tum up on many of the search
engine's hit screens when you search for
the word "Bonanza." Dubbed Vintage
Bonanza.com, this page contains information on the various models that were
part of the first generation of Bonanzas,
running from 1947 through 1956. The
listings include a performance compari·
son chart, a listing of model improve·
ments and new features-and even engine performance data for various models. It includes Adobe Acrobat copies of
various type certificates to help you when
yo u need it.
The site contains a wealth of maintenance information on the Bonanza line,
including a scheduled service list, a listing of preventive maintenance, a listing
of applicable Service Bulletins and ADs
for the Bonanza line.
~
='=---
people visiting the board. However, the board does not allow posting of photos or images to help people
"see" what you have.
Auctions
Of course, everyone in the world
knows aboUl <www.ebay.com>.oreBay.
the electronic auction service. On eBay
at any time, you can find anything from
dozens to nearly no Beech items up for
auction. The software system on eBay is
professional. It allows you to set "reserve" or a minimum acceptable price for
an item. This can help you avoid losing
your shirt on an expensive part.
With eBay comes the ads, which automatically appear at the top of each page
of your auction search . To help you find
what you are looking for on this huge site,
comilllled 011 page 6610
Page 6600
A36 information
Ed Dahlberg
Manassas, Virginia
Q:
Do you know where [ can order an information manual? I have the POH but [ am looking for something more infonnative about the
aircraft and its systems. I'm also looking for a
maintenance manual on CD-ROM if possible.
convening A36 Bonanzas using a 420-shaft horsepower Allison turboprop engine. Page 3384 of the
January 1994 ABS Magazille contains a member's
comments concerning the operation of his Allison
turbine-powered A36.- P
G35 fuel caps
Paul Kingsland
Phoen ix Arizona
A: The ABS now markets through the Com- Q: I am the owner of 035.0-4739. Fuel is sipany Store (316-945-1700), ATP CD-ROM for
either Bonanzas or Barons that contain the shop
manual, parts manual , wiring diagrams, Service
Bulletins and other valuable information.-NP
Aileron trimmer
mchard Oruschel
Novi, Michigan
Q:
No problem with my aircraft' I'm he lping a friend find a Bonanza (and getting him to
joinABS). We've located a high ly modified C35.
This aircraft does not have aileron trim. Is there
a way to put one on this model?
A:
The ai leron trimmer located on the center
of the yoke was an aftennarket option that Beech
did offer. Air Mech (580-431-2333), Crossroads
Aviation (972-239-0263) or other sources advertising in the ABS Magazille may be able to help
you by trading yokes for one with the trimmer
option.-NP
Bonanza engine conversions
Robert Fehlandf
Antofagasta. Chile
Q:
While searching for different engine options for my aircraft within the ABS CD-ROM.
I ran into a 1972 column about converting to a
turboprop by W.E. Stinson, president of the
Westinair Division, Stinson Aircraft, Inc. I have
not been ab le to locate this company with the
information supplied in the disk.
[ recognize that this information is 28 years
old, but could you please help me contact this
company?
A:
In that 1972 article, Mr.Stinson reported
that he was attempting to obtain an STC to install a Pratt & Whitney PT6 turboprop engine
flat-rated to 350 shaft horsepower for use in all
Bonanza models-from the straight Model 35
through the V35B-using his E35 as a prototype. He was going to call this conversion the
'lurbonanza."
We have no knowledge as to whether a prototype was ever completed. [f it was, it was never
marketed. No r do we have any information as to
the fate of the company.
However, for several years, Tradewinds Turbine (806-376-5203) in Amarillo, Texas, has been
phoning in flight from the auxiliary fuel cap on the
left wing. My parts book only calls out the fuel cap.
Is there a replaceab le seal fo r this cap?
A.The cap should be identified by manufacturer
and it will be either a Shaw or a Oibb. In either
case, it has a large outer O-ring and small inner
on the shaft. The Shaw caps are MS295 13-1 0 and
-338 ; the Oibb caps are MS295 13-110 and 339.
The O-rings are available from Performance Aero
(800-200-3141) and many FBOs.-NP
A36 standby alternator
AI LaVenue
Edmond, Oklahoma
Q:
In the last ABS Magazille, I read about a
25-amp standby a lternator. I have an A36 with
the [0-550 engine. [s one available for my plane
and how much is it? Where can I buy it?
A: B&C Specialty Prod ucLs (316-283-8000)
manufactures the alternator which is currently
being used on new Raytheon Model 36 aircraft
and it is available as an STC for your and other
model Bonanzas. The tota l installed cost will vary
by location and aircraft model.-NP
A36 seats and 72-volt vs. 24-volt
Art Brock
Rancho Palos Verdes, California
Q:
In what year did the A36s have the center
seats changeable from forward facing to club seating? I know there are many that are 1101 changeable and [know that fealUre was added in the '80s
(84?) but [ am told that the earlier ones were also
changeable. Also, what year did the A36 voltage
change from 12V to 24V?
A:
Beginning in 1970, SN E-221 and after had
the optional seating. Beginning in 1978, SN E- II I I
and E- 1241 and after were 24-voll aircraft.-NP
Turn coordinator overhaul
Kevin Carson
Phoenix. Arizona
Q:
Can you point me to a good place to have a
28-volt tum coordinator from a B36TC overhauled?
A:
Century Instruments (316-683-7571 or 800733-0116) has been good. Elliott Aviation (309-
ASS February 2001
799-3183) has a good instrument shop.
There are many good shops capable of
doing this work.-NP
D55 heat shield sealant
Don Lawrenz
~ss, Texas
~:
What sealant is used on the stainless steel panel (heat shield) on the bottom of the engine nacelle/wing surface
above the exhaust pipes? I find no reference to which sealant in the consumables
list is applicable. It appears to be some type
of nonhardening caulking compound.
A:
PS700 is a Pro Seal material. While
Spruce and Specialty (877-477-7823)
doesn't list it in their catalog, they are a
Pro Seal distributor and shou ld be able
to supply it. I've tried to cross-reference
it to a Mil Spec as I'm sure there are other
manufacturers of equivalent material. So
far. I have been unsuccessful.-NP
Auxiliary fuel pump
operation
l.orry Yelick
Menahga, Minnesota
Q:
The POH for my Baron makes no
reference to using the auxiliary fuel
pump on takeoff, or any other time until
the OAT is over 90 degrees. Apparently,
then only to avoid or overcome a vapor
lock situation. It is my understanding that
an engine-driven fuel pump failu re
wou ld cause an immediate engine fai lure during any stage of flight. Why not
use the boost pumps in the " Low" position for each takeoff to overcome this
potential accident, at least until the first
power reduction at a safe altitude?
A:
The TCM constant-flow fuel
injection system is dependent upon a
certain range of fuel press ures for each
engine rpm condition. The auxi li ary
pump operating in the " Low" position
will not support takeoff power if the engine-driven pump fails.
If the auxiliary pump is operated in
the " High" position while the enginedriven fuel pump is operating normally,
it will usually create an overly rich mixture with a result ing loss of power. In
fact, if the engine-driven pump fails, and
you operate the auxiliary pump in the
"High" position, you may have to manually lean the mixture for best power as
you make power reductions.
Operating the pump in the "Low"
ABS Fe bruary 2001
position during takeoff and climb probably won't hun, but will only help to
avoid a vapor-lock situation as stated in
your POH .-NP
Radair VOR/LOC/G5
indicators
Paul Beale
Boulder, Colorodo
Q:
I have two Radair240 VOR/LOC/
GS indicators with built-in glideslope
receivers interfaced to an MX 170 and an
KX 170B. Both glideslopes are now inoperative. OUf avionics technician says
the company folded 20 years ago and he
couldn't fix the problem, although he
isolated it to the GS receivers.
Do you know where I co uld get yellow-tagged replacements that I could
slide in? Eastern Avionics had some relative ly recen tl y acco rd ing to t heir
website, but no longer stocks them. The
alternative seems to be rewiring for a
King KI209 and KN75 which is rather
eiPensive. Advice?
A: I don't know of any sources, but
most avionics shops have access to a list
of avai lable used eq uipment throughout
the industry. However, I believe your
avionics tech is probably correct. I wou ld
bite the bullet and get some c urrent
indicators that are both reliable and
supportable. -NP
535 spinner bulkhead
cracks
Tad Vaughn
Greenland, New Hampshire
Q:
I just noticed cracks around the
bolts on the spinner bulkhead where they
attach to the crank flange in my S35. Is
there any weld repair possible or do I
need to replace the bulkhead? Are used
units a consideration? What are the possible causes for the cracks? Over-tightened bolts?
A:
The most common cause of cracks
is due to spinner wobble from improper
fit or improper shimming of the front
support. A Slight "preload" to be able to
ali gn the mounti ng screw ho les is required to properly mount the spinner.
This means when the spinner is in position, but not yet secured and without any
rearward pressure on it, the mounting
screw holes should be misaligned with
the spinner about one-half hole too far
forward.
A moderate amount of rearward hand
pressure on the nose of the spinner will
cause the spinner to seat properly on the
front suppon and the mounting screw holes
at the rear of the spinner to align properly.
Normally, welding is not a good solution on the bulkhead although it is an
approved repair, depending on the extent
and location of the area to be repaired.
An ABS member informs us he got a
good price on a new bulkhead from
Hanco Enterprises (319-456-6028, fax:
319-456-6319), P.O. Box 206, 30847
323rd Avenue, Richland, Iowa 52585. A
good used bulkhead would be OK. Try
a propeller shop or salvage yards such
as Dodson (800-255-003) or White (800821-7733).-NP
V35 engine compression
andCHT
Robert Orr
Son Clemente, California
Q:
A Continental factory remanufactured IO-520BA was installed in my
V35 in 1995. Now, with 685 hours, #2
cylinder shows 40/80 and #3 60/80 on
the compression test. The other cylinders
are all at or above 70 Ibs. #2 cylinder is
clearly an exhaust valve or guide problem, while #3 looks like rings. Shouldn't
these cylinders last longer?
Also, what is your recommendation
regarding Cerminil or Cermichrome cylinders? I can't find the ECI source for
Cerminil. Can you direct me?
The CHT is a single probe on #2. Is
that the best location? I replaced the old
probe-an AC ceramic-looking unitwith a new probe from Beech (PIN 35380141-49). The new probe is all brass.
It is a thermistor and not a thermocouple.
Is that correct?
A standard plated copper electrical
ring con nector was installed. Now the
CHT gauge warm s up and goes to red
line during run up. (I'm sure that I either got the wrong probe or connected it
incorrectly.) With the low compression,
I would expect it to run a lot colder.
The large aluminum baffle at the rear
of the engine is getting pretty tired. Can
you direct me to a used one, or should I
expect a used baffle to be a repaired unit
and have to put even more repairs on it
than the one I have?
A: Your vintage of Continental cylinders has a history of valve guide problems. However, it's not necessary to re-
Page 6602
place cylinders, they can be reworked by
a good cylinder shop and you should expect good life after repair.
Cermichrome hasn' t worked out well
with the big-bore Continentals as it wore
too fast in the upper bore. ECI (800-3242359) offers repairs and also offers PMA
replacements.
The AC probe and its gauge are not
directly compatible in value with the new
Raytheon probe and will not read cor-
797-9633) or Lynn Jenkins (775-3314905 or e-mail Iynnjenkins@worldnet
.att.net) who are well-qualified inspectors and can travel. Try BPPP's George
Tatalovich (757-482-5245 or e-mail
[email protected])forapossible recommendation on a flight instructor either in Europe or possibly in the United
States which might be another practical
option for you.-NP
rectly without a resistor connected in series. Instrument Technologies (800-2299078) sells the correct setup to keep from
having to change the instrument cluster.
The CHT is not usually installed on
the #2 cylinder but probably should be
as it tends to run the hottest. The factory
installations vary, but #5 cylinder is correct for a V35A.
Poor baffle condition can greatly reduce effective cylinder cooling, resulting in premature cylinder wear and other
problems-as can improper fuel pressure
settings. The TCM SID 97-3 check on fuel
pressures should be done annually.
The condition of used baffles or other
used parts can vary widely and you need
to confirm condition as best you can wilh
the vendor prior to purchasing and get
an agreement to return if not satisfied.
In addition to new factory baffles, Beryl
D' Shannon offers a very nice baffle kit.
Salvage yards include White Industries
(800-821-7783) or Dodson (800-255 (034).-NP
Paint thickness
Baron prebuy inspection
and training in Europe
Miguel Escudero
Los Pa/mas de G.G., Spain
Q: Do you know where I might get
Baron training in Europe, or if there is a
CFI in Europe who can travel to my
home airport in the Canary Islands to
give some training? Also, is there somebody in Europe who can do a prepurchase check to a 1981 E55 that might be
available soon at my home airport? If it
is in reasonably good condition, I might
be interested in buying it.
A: Beechcraft Sales and Service (49821-70030), Augsburg, Germany, or Air
Hanson Limited (44- 125-890089) in England are Raytheon Service Centers you
might consider for a prepurchase check.
Another possibility is to fly someone
to the airplane such as Bob Olson (309-
Gory Weeks
Winmalee. New South Wales, Australia
Q:
My question has to do with repainting an aircraft. Is there any industry specifications or standards 10 state the
minimum or optimum thickness of the
paint as far as appl ication to the airframe
wings, etc.?
A:
The Raytheon factory looks for a
3 mil final finish thickness with about
the same maximum for the various combinations of primer systems. As light a
coat as practical is advisable for the
elevators and ruddervators to facilitate
balancing these control surfaces, which
should be painted when suspended from
the trailing edge.-NP
A36 baggage extension
Randy Borson
Whitehall. Pennsylvania
Q: Tam looki ng for information on
an STC for a larger luggage area for a
1977 A36.
A:
Contact Beryl D' Shannon (800328-4629) for an STC that extends the
rear baggage area in the earlier Model
A36s .-NP
535 Eagle fuel cell
drain valves
Robert Brown
Amarillo. Texas
Q:
1 am considering installing a set
of stainless steel fuel cell drain valves
in my S35 . They are advertised in the
ABS Maga zine by Eagle Fuel Cells of
B95A nose cone
Dole Gross
Danvers. Massachusetts
Q: I have seen a few Travel Airs with
Baron nose cones on them.! have found
a nose cone. Can it be just put on or do I
need to do a 337?
A:
The 1963 D95ATravei Air had the
extended nose cone as did the later models. TD-615 and beyond had the latest
style air scoops. You can install the later
nose cones making use of the Form 337
for approval.- NP
F33A larger fires
Jim Nielsen
Farm ington. Minnesota
Q: Can 1 install larger tires on my
F33A CD-1236? The flight manual says
600 x 6, but l have noticed Bonanzas
with 650 x 6 and also 700 x 6.
A:
Tire sizes vary by model aircraft
and by serial number within a particular
model. The F33A Maintenance Manua!
for your serial number, CD- 1236, lists
the main tire size as 700x6-see page I ,
32.40.00, "Wheels and Brakes."
Parker Hannifin (Cleveland) has an
STC for installing the larger 700 x 6
wheels and tires on some of the earlier
model s which came with the smaller
sizes as standard equipment.
Your serial number is included in the
group of aircraft after CD-I035 plus CE90 that list the 600 x 6 as optional. The
type certificate data sheet is the FAA's
definitive so urce fo r the original approved wheels and tires.-NP
B58 tire pressure
Jack Fox
Boca Raton, Florida
Eagle Ri ver, Wisconsin, and seem like a
Q:
worthwhile mod. Can these be installed
and signed off by an A&P or do they require an STC? J don't want 10 open a
pressure for new Goodyear Flight Custom II tires installed on a 1972 B58
Baron, TH-248?
can of worms concerning the latest FAA
rules and STCs.
A: These valves do have an STC, so
they are fully approved and will not be a
Page 6603
problem for you . Keep in mind that installation of this or another STC' d modification does require that your mechanic
make a logbook entry and submit a Form
337 10 the FAA as pan of the process .
- NP
What is the recommended air
A: Main tire pressure is 52 to 56 psi
and the nose tire requires 55 to 60 psi
per the Beechcraft mechanics handbook.
This information is also avai lable in each
ABS February 2001
model aircraft's POH under the "Handling, Service and Maintenance' section.
With all the recent press coverage on
auto accide nt s due to possibly
underinfl ated tires, we need to emphasize proper rire inflati on on our ai rcraft.
Underinflated aircraft tires can result in
excessive wear and possible failure leading to more extensive damage.
Aircraft tires telld to lose pressure
more quickly t/Jall auto tires and should
be checked Jor proper illflatioll {II least
evelY two weeks. You may notice that the
sma ller nose tire tends to lose pressure
even more quickly than the mains.-NP
D55 propeller
alcohol anti-ice
Don Lawrenz
Houston, Texas
Q:
The alcohol filter for my prop
anti-ice system is completely plugged,
crumbling and unusable . The parts
manual does not specify a replacement
filter but does specify a screen for the
same pan-number pump that is used for
the cabin heater. This is a screen, PIN
475634, rather than a matrix-type filter
actu all y used in the alcohol system. Are
the screens acceptable to use as a replacement for the filter?
A:
We concur that the screen you reference is the proper pan for the propeller alcohol system.- P
P35 starting problem
Kurt Klein
Johnson, New York
Q:
My P35 with an l0-470 recently
experienced a starting problem last week
due to the following conditi ons: After a
30-minute night, we landed and parked
on a sloped ramp with the tail down.
About 40 minutes later, we attempted to
start. Usi ng our regular stan procedure,
we failed to start. After a few more attempts we still had no succes . We let
her rest 20 minutes and then tried and
failed again. By now the battery was almost drained and, as we attached the tow
bar to the nose, we noti ced fuel dripping
out of a Jl8-inch diameter drain tube on
the lower nose cowling.
Upon pulling the plane off the sloped
ramp, approximately one-third gallon of
fuel came out this tube. After letting it
sit for another 10 minutes and after the
fuel stopped dripping, we attempted to
ABS Fe bruary 2001
stan again. Within two prop rotations, it
fired off. Any answers to this?
A:
The purpose of the fuel drain is to
expel excessive fuel that can collect in
the intake mani fold, usually during
startup or at shutdown. With the tail in
an unusuall y low position, fuel apparently pooled in the intake manifold resulling in a flooded condition when priming for starting. The drains are positioned
to operate in a fairly level attitude.- NP
M35 landing gear
Denny 8eaugureou
Sierra Vista, Arizono
Q:
I took my M35 to the ABS Service Clinic at Albuquerque, ew
Mexico, in September. It wa a great
experience that my mechanic and I both
found enligh teni ng. Bob Olson did an
abso lutely superb job! He rea lly knows
hi s stuff.
One of the very few discrepancies
Bob found relates to AD 72-22-0 I. I
didn ' t have the Tygon tubing on the main
landing gear lock release cable. I' ve
looked at SI 0448-211 Revision I in the
ATP CD-ROM that I just bought from
ABS . It gives the part numbers, etc.
However, the AD itself does not refer to
the tubing, only the zerk fittings. If I have
the zerk fitting on the rollers, do I still
need to have the tubing?
A:
(503-33 1- 42(0) in Portland. Oregon. is
capable as well as Biggs (405-258-2965)
and Cro sroads (972-239-0263).-NP
Model 35 shoulder harness
Virgil Johnson
Wel/ingfon, Ohio
Q:
I have a very early production
straight 35, D-178. I am installing a new
interior and windows. While I have it
tom apart. I wou ld like to install front
seat shou lder harnesses. Is there a kit!
STC ava ilable and if so, from whom?
Thanks again for your continued suppon.
It has been invaluable in my restoration
of this magnificent old bird.
A:
Wag Aero (800-558-6868) has an
STC for the Model 35 . A through G.
With th e new policy letter from the FAA
Small Airplane Cenification Office concerning shoulder harness installation in
older aircraft, you should be able to use
this installation.- P
F35 control surtace
reskinning
Terry Quinn
Redwood City. California
Q:
I ow n an F35 that is in need of
new ailero ns and ruddervator . I would
like to either get mine exchanged or
reskinned. Can you recommend any
places to get this done?
Yes. The tubing is required as the
AD refers to the Service Instruction for
the method of compliance. The purpose
of the tubing is to keep the cable from
catching on the zerk fitting.-NP
A: Possible sources include Princeton
P35 wing leading
edge repair
H35 magneto switch
John F. Dobson
Mill Creek, Washington
Larned. Kansas
to the left side leading edge of my 1962
P35 with the 40-gallon fuel cell. Of the
three sections that make up the leading
edge, the center panel must be replaced.
We are also considering the replacement
of th e inboard panel. What is the recommended procedure? Should ajig be used
for one or both skins? Do you have any
recommendations for repair shops in the
WaShington - Oregon area?
anicle about modifying the maglbattery
switch so the battery portion was no
longer in the loop to elimi nate the voltage spiking on magneto checks. I failed
to make a copy of the anicle and it's been
long enough that the notes I made are
gone. Can you point me in the ri ght direction for this info?
Aviation (6 12-389-2 134), Stebbins (800852-8155), Che lcraft (612-389-55 15),
Biggs (405-258-2965) and Crossroads
(972-239-0263).- P
Blo ;r McPherson
A few years ago I did an an nu al
Q: Hangar rash necessitates repairs onQ:an H35.
The owner had a magazi ne
A:
Normally the entire leading edge
wing section would be removed for repair and then be reinstalled. Flightcraft
A: There is no factory kit for chang-
ing the magnetolbattery switch, but several people have updated the earli er aircraft by obtaining a 337 field approval
with the basis for approval being the
Page 6604
similarity to later model airplanes on the
same type certificate.
Updating the mag switch is easy, as
the wire from the subpanel master switch
uses the mag switch in series to ground
to provide the ground for the master relay. Transferring the ground wire that
goes between the two switches (mag and
master switches) so that it runs from the
master switch directly to a good ground
takes care of the "spiking" problem.
Moving the starter wires to the start position of a new mag switch is also easy
and protects the radios from spikes during mag checks.
The "wafer-style" Mallory ignition
switch YB-6532 was originally chosen
so the Bonanza's ignition would work
similarto the ignition key in a 1946 car.
Before the days of turning the key to start
the car, you actually had to press a floor
button with your foot to engage the
starter. We have to press a starter button
on the dash.
Turning the key to the "off' position
would also turn off both mags, and you
could stop the engine and get out without having to turn off the master and
generator switches.
The undesirable feature of this arrangement is in the switch design and
construction. As the stacked rotary wafer-type switch rotates from one position
to the next, the wiper rides on the nonconductive wafer between the switch contacts, momentarily breaking the circuit.
This wasn't a problem during the
vacuum tube days but modern-day integrated circuitry, like GPSs, just hate it
and reset themselves. A real pain to have
to re-enter your flight plan into your GPS
or dial in the radio frequencies.
As the original Mallory switch became unavailable, Beech came up with
kit 35-30 19, which was a new Bendix
ignition switch 35-364177- 1, some other
bits and an installation drawing. The new
switch also cured the "spiking" problem
of the old one.
However, if you want to modify your
existing switch to avoid losing voltage
to the dashboard equipment during your
mag check, it's a simple change. The
spiking problem is taken care of by transferring the ground wire that goes between
the two switches (mag and master
switches) so that it runs from the master
switch directly to a good ground.-NP
Page 6605
Magnesium painting
Gerald Dutcher
Longwood, Florida
Q: I am trying to find either DOW19 or an acceptable alternative for mag-
nesium preparatjon to allow priming and
painting of magnesium parts. Can you
help or suggest anything?
A:
Aircraft Spruce and Specialty
(877-477-7823) and other supply houses
sell a product called Magnadyne E 2390
(Mil-M-3 l7 1) PIN 09-40610 that replaces the Dow 19 used prior to applying the primer coat.
Remember that after the wash-off
rinse, it's very important to have the
magnesium surface very, very dry prior
to priming. Some painters place control
surfaces in a box containing heat lamps
to thoroughly dry the magnesium. If the
surface "blushes" when hot air is applied.
it isn' t really dry enough and can cause
corrosion to reappear as a result of moisture being trapped between the metal and
the primer coat.- NP
B55 cracked step
Jeffrey Kyff
Port Huron. Michigan
Q: My step is cracked and I need to
find a new or good condition replacement. Any recommendations on who
might have the part?
ton, about one-third of the circumference.
A:
If it's pitted, it's probably betteno
replace. CPI (316-241-2120) can strip
and replate or Metro Plating (602-9691724).- P
J35 performance
specifications
Jim Collins
Valencia, California
Q: I just purchased a 135 Bonanza.
Is there a publication on accepted procedures for it? I am looking for takeoff,
approach, landing speeds, engi ne operation (I0-470-C), leaning procedures, etc.
A:
An updated POH and AFM is
available from Raytheon 's TMDC (800796-2665). The combined Beechcraft
POH and Airplane Flight Manual is one
of the airplane documents required by
the FAA to be available to the pilot during f1ight.-NP
Baron boots and
hot propellers
Dick Druschel
Novi, MiChigan
Q: I am considering upgrading to a
Baron and have one in mind. Unfortunately, it does not have boots or hot
props. Who would you recommend to do
this conversion and what do you think it
would cost?
IS..:
Possible sources include Arrell
A: Hartzell (937-778-4201) is a
(805-604-0439), Crossroads Aviation
source of hot propellers. Boots West
(972-239-0263) , Dodson (800-2550034) or White (800-821-7733) . The
step can also be repaired by welding with
a doubler added to the crack area and
then painted or chromed .-NP
V35B corroded main gear
James Fordyce
Q
Aviation (800-220-7254) or Goodrich
(330-374-3600) are sources for wing/tail
de-ice boots. Prices vary by propeller and
aircraft model, but you can be certain this
will be an expensive conversion. You
might want to consider an aircraft with
these options already installed.-NP
uth, Michigan
: My 1972 Y35B, SIN 9354, has
developed corrosion on the left main
gear shock strut piston. I know that if
the chrome becomes thin it can be
stripped and replated, but can the piston
be reworked if corrosion appears? I cannot find anything in the old logs regarding
this piston being rechromed in the past.
Do you know of a shop that can strip
and replate the piston, or would it be
wiser to replace the piston with another
piston or a new piston? The corrosion
involves the upper half of the exposed pis-
535 10-550 conversion
Gary Street
Waquoit. Massachusetts
Q:
I am considering having my engine rebuilt. I currently have a 10-520.
Is there any advantage to having an !O550 in my model? Would 1 get better
short-field performance at a higher gross
weight? Would there be any speed increase? What would you recommend for
cylinders seeing that there are so many
options? Finally, who would you take
your plane to for an overhaul?
ABS February 2001
A: The 10-550 would certainly im-
prove your short-field capability by decreasing the takeoff roll and increasing
the climb performance. It will also increase cruise speeds by several knots but
doesn 't increase your gross weight or
operating speed. However. adding tip
tanks will allow a gross weight increase.
Concerning the brand of cylinders,
you have several choices. I would listen
to the shop you choose for the overhaul
as they will be the source of any warranty
work, should it be necessary. Given your
location, you might consider Mattituck
(631-298-8330) for an overhaul.- P
F33A stiff mixture control
Gerry Schwam
Q:0te. Pennsytvanio
: The mixture control of my Bo-
nanza has gradually stiffened up to the
point that on a cold day you can hardly
move it. My mechanic has lubricated the
assembly and has loosened it up, but not
completely. Is there some special way
to lubricate this cable? Should I be looking for a new assembly and, if so, who
can supply same? Are there any back issues referring to the operation of the
mixture control that I can look at?
A:
C33A control rigging
Stiff engine throttle and mixture
controls can be freed up by disconnecting the controls at the engine end, measure the current position of the rod end
and remo ve it. Connect a heavy wall
Tygon or rubber tube, about a foot long,
over the end of the control cable with a
clamp. Fill the tube with your favorite
lubricant (a mixture of very light oil and
graphite is good). Then install a tire valve
stem in the tube and apply light air pressure while working the mixture/throttle
control. This will force the oil up the control cable. Remove the tube and reassemble the rod end in its prior position.
The May 1988 ABS Magazille, page
2071; June 1993, page 3240; and June
1994, page 3508 all discuss this problem. New cables are available from PerformanceAero (800-200-3 141), RAPID
(888-727-4344) and other aircraft supply houses.-NP
John D. Murray
Morristown. New Jersey
A36 fuel quantity indicator
A36 club seating
conversion
Robert Krueger
Lonsing. Michigan
Q: I am in the process of buying a
1971 A36. SIN E-27 I. The current seating arrangement in the back is all four
rear seats face forward. What is involved
in converting to the popular club seati~ arrangement?
A: On E-221 and after, the structure
should be there for club seating. You'll
need to make sure your curren( seats are
approved for the aft facing position, be
aware of any weight restrictions and
make appropriate changes to your weight
and balance data reflecting the change
in seat position.-NP
Q: My plane flies right wing heavy.
This situation presents itself when I depart with full fuel. The right aileron actually extends about one inch down in
level flight as compared to the right flap ,
while the left aileron seems level with
the left flap in level fli ght. Also, the ball
in my slip indicator is one-fourth inch
off to the right in level flight. Does the
plane need to be properly rigged, or
could the right wing need an adjustment?
Who can I contact in the Jersey area who
is an expert rigger?
A:
It certain ly appears that rigging
needs to be carefu lly checked by an ex-
perienced maintenance person with the
propertools. Ronson Aviation (609-7719500) in Trenton, ew Jersey, should be
able to help you. Also, Edmunds at 603598-4740.-NP
ABS February 2001
Robb S. Porter. Jr
Mooresville, North Carolina
Q:
I own an A36 that I am lovingly
restoring. I bought the airplane several
years ago and went to work adding seats,
headliner, fuel cells, overhauling the
main landing gear, etc. Today's problem
is the left side fuel quantity indicator has
ceased to function. The gauge is OK,
because when I wire it to the right side's
wiring, it works. The operational gauge
produces 70 millivolts. The left side wiring yields only 7 mv.
I checked the resistance and continuity of the two sending units (I have the
optional package). I got continuity
through the transminers. The manual
says I should read 76 ohms +/- 2 at the
inboard and 34 ohms +/- 2 at the outboard. Both transminers read 6 ohms
when read from wire input to wire terminal, in place with the master switch
on. Resident voltage in the wire is only
a few millivolts.
I find it difficult to accept that the
transminers are both defective, and I
have begun to suspect the printed circuit
board which operates the left fuel quantity indicators. There seems to be a shonage of affordable complete circuit boards,
so how do I repair/check what I have?
A: Don Birks of Birks Aviation Prod-
ucts (651 -690-4143) tests and repairs
circuit boards or will send an exchange
unit for $250. See their advertisement in
the ABS c1assifieds under "Services."
To troubleshoot these circuit boards,
which are frequently the problem, I swap
boards from side to side to see if the
problem follows. The ohms values given
are for the individual senders when disconnected. Also, if the inboard sender is
grounded, it can cause a problem.-NP
Travel Air generator
bracket failure
Jere Fountain
Richlands. North Carolina
Q: I have a 1964 Travel Air, TD-573.
It has 40-amp generators that are con-
tinually breaking mounting bolts and
brackets. I seldom get 100 hours without a problem. Is there a cure?
A:
Possible considerations include
improper pulley alignment, propellers
out of balance and whether the hardware
fits the holes in the bracket properly.
Some time ago there was a Lycoming Service Bulletin to install a strap between the
starter and the generator bracket.-NP
Maintenance log
Rodger Barkoff
Los Altos Hills. California
Q:
My large aircraft maintenance log
binder is in bad shape. Where can I obtain a new one?
A: Raytheon's TMDC (800-7%-2665)
should be able to provide a replacement.
-NP
Neil Pobanz. ABS technical consultant. is a retired
U.S. Army civilian pilot and maintenance manager.
Neif has been an A&P and fA for 40 years.
Glen J\rky. Foulk. whose business is Della Strut is an
ASS assistant teclJnirol consuf/ont since 1968 who also
I'r'OS a part·lime A8S Service Clinic inspector.
Page 6606
NEIL'S NOTES
E-series engine exhaust port sleeves
We continue to get requests for information on how to make
the sleeves or bushings that the late Norm Colvin described in
hi s Colvin's Clillie book. These sleeves are inserted into the Eseries engine exhaust port, extending into the exhaust manifold to reduce pressure on the exhaust gasket, thus preventing
gasket failure. Although effective, an approval was never attained for installing this sleeve.
Since the time that Norm wrote his book, a vendor, O.R.
Perry of Spokane, Washington (509-448-8852), has received
an approval for a slip joint to be used in the center exhaust
riser. This product- used in conjunction with surface plating
the flanges, surface grinding ports as necessary and using blow
proof gaskets-should take care of E-series exhaust leaks.
V-tail ruddervator control arms
The magnesium control arms on the 35 ruddervators have a
Mandatory AD 89-05-02 that requires repetitive inspection
every 100 hours. If these control arms are only painted with
chromate and are not epoxy painted, they can be inspected without removal.
A rag with paint thinner will remove the chromate coating
enough to do the check while installed on the airplane. After a
little careful washing, the arms can then be recoated with
chromate.
If the decision is made to replace the magnesium arms with
the later aluminum versions, we recommend the work be done
by a specialist as the new arms come without the holes being
located or indexed and positioning can affect the flight control
rigging effort.
Cold weather operation
With the winter weather to-date looking like we will be living with it and its residue for several months, I felt it worth
commenting on some concerns.
• A propeller striking a snow bank or ice is still a prop strike.
In fact, towing a non-running prop into a snow bank can do
damage.
• Be alert for slush as it can freeze brakes or even freeze the
landing gear in the "up" position.
Dry cold snow of two inches or less is less of a problem but
can increase take-off and landing distances.
Page 6607
• A careful preflight using an adequately slow engine preheat
and removal of frost , snow, etc. is very important. This removal includes gear wells and brakes, control hinges and
the underside of fuselage, as well as the top as necessary.
Beware of using fast, very hot engine preheating equipment
which can result in blistered paint and very hot front cylinders and alternator without properly warming the oil and
other engine parts.
• Deicing with hot water, if not properly dried, can result in
water refreezing inside the airframe or inside control surfaces and can result in frozen trim tab controls.
Raytheon Airworthiness Directives for 2000
Last year saw the usual issuance of many new ADs across
all aircraft makes and models, including Bonanzas and Barons. Although owners of record should have received copies of
these ADs, here they are again just as a reminder.
B58-AD 2000-22-18-Correct the wrong use of screws
and consequent wear in the pilot/copilot pedal interconnect
tube.
A36, B36TC and B58-AD 2000-24-I4--Misrouted rudder control cable.
• A36 and B36TC- 2000-20-I4--Lack of a firewall seal.
• 95-A55. 95-855, 95-C55, D55, E55, 56TC, A56TC, 58, 58P,
58TC and 95-B55B (T42A)-2000-18-02-Potential elevator skin separation.
Each of these ADs applies to specific aircraft serial numbers requiring review of the complete AD to determine whether
it applies to your particular aircraft. ADs are also issued against
aircraft "accessories" such as engines, propellers, magnetos,
avionics, door seal pumps, etc. Since aircraft differ in what
"accessories" may be installed, your maintenance provider must
develop an inventory of these components and research the
applicable ADs to see which, if any, apply to your aircraft and
what, if any, action is required. Some ADs require "one-time"
compliance while others are repetitive in nature, requiring recurring action at specific operating time or calendar intervals.
ADs for 1999 and 2000 may be found at the FAA website,
hup:/Iav-infoJaa.gov/adlAD.htmJ. The ABS CD-ROM Reference Library contains a complete database of all Bonanza, Baron
and Travel Air ADs beginning in 1947 with current updates
available on the Summit Aviation website at, http://
www.sumrnitaviation.comf.
ASS Fe b ruary 2001
CANDIDATES FOR NoMINATIDN TO ABS BOARD
STEVEN W. OXMAN, Area 2
nominee, soloed on his 16th birth-
Dr. John Hastings, ABS Secretary:
As Chairman of the A BS Nominating Committee,
which also includes Dr. Richard Strickland (Little Rock,
Arkansas) and Ron Vickrey (Daytona Beach, Florida),
I am pleased to provide the following candidates for
nomination to the ABS Board of Directors. The vacancies to be filled are due to term expirations in October
2001.
Directors serve three-year terms and may be reelected for one additional three-year term.
Area J - First Term - James E. Sok, Lakeville, Con-
day and went on to earn commer-
necticut. Representing Connecticut, Delaware, Maine,
Massachusetts. New Hampshire, New Jersey, New York,
Pennsylvania, Rhode Island and Vermont.
Area 2 - First Term - Steven W. Oxman, Riva, Maryland. Representing Indiana. Kentucky, Ohio, Maryland,
Michigan, Washington , D.C., West Virginia, Canada
and all foreign countries except Mexico.
Area" - First Term - Craig R. Bailey, Lindenhurst.
Illinois. Representing Illinois. Iowa, Missouri, Minne-
sota, Wisconsin
In addition to the above nominees, names of other
eligible members may be submitted by general membership petition in accordance with Article II (7) of the
ABS Bylaws.
Respectfully submitted,
Dave Richards, Chairman
:2
$
$
cial, single engine land, multi-engine land and hot air balloon ratings. He is the owner of OXKO
Corporation, an information technology company, whose clients include Dupont, Bethlehem Steel,
the U.S. Navy and NASA. His company has provided
some computer software development for remotely piloted vehicles for Israeli Aircraft Industries and the U.S.
Air Force.
Steve's professional and technical experience include
computer systems, computer controls, computer simulation and piloting aircraft. His education includes a BS
s:
:2
in math, computer science and business administration
and an MS in computer science and management. He
has written two textbooks and numerous articles in the
computer science field. He has also authored several
articles on aviation subjects.
Ste\'e is president of the North East Bonanza Group
and spends as much time as possible flying and caring
for his "fantastic" K35 . He lives in Riva, Maryland (next
door to Annapolis). He and his wife Judith have three
sons.
a lifelong one. Beginning with flyable model airplanes as a child,
Jim progressed to a commercial
CRAIG R. BAILEY, Area 4
nominee, has been a pilot since
1972 and currently holds a multiengine ATP certificate. He is a
Gold Seal flight instructor for airplane, instrument and multiengine, He also holds both an
advanced and instrument ground
pilot'S license, an instrument rat-
instructor certificate.
ing and more than 1,200 flight
hours. He has been a pilot since
1970 and an aircraft owner for the
last 15 years. His most recent airplane was a 1993 A36.
He is currently searching for an F33A.
Jim has been a member of ABS since owning his
first Bonanza, an F33A. Since joining the Society, he
has enthusiastically participated in ABS activities, including annual conventions, service clinics, BPPP and
the ABS tent at Oshkosh.
Jim has a degree in pharmacy, a masters in health care
management and an MBA. He served for 12 years as
president and CEO of a hospital that was part of an
integrated health system. Later he was an executive with
a national architectural/engineering firm which
specialized in hospital and medical building design and
construction. Presently, he is a senior vice president of
an integrated health care system in northeastern
Pennsylvania.
Jim is a director of a number of corporate and community service boards. He and his wife Debra live in
Lakeville, Connecticut.
Craig is an FAA Aviation Safety Counselor, has been
affiliated with BPPP since 1990 and conducted several
clinics annually. With one year out of BPPP service because of scheduling conflicts, he plans to resume his
relationship with the BPPP in the coming year.
At present, Craig is based in Chicago where he serves
as the retirement benefit manager of Kraft Foods. He is
also active as a flight instructor in the Chicago area where
he provides about 200 hours of dual instruction annually.
He only instructs in Beech airplanes, most frequently
providing recurrent training. Even so, he completed several certificates and ratings in Bonanzas last year.
Craig currently owns an S35 and has previously
owned a C35 and an H35. He has logged in excess of
7,000 hours of flight time, with about 2.300 hours flown
in Beech airplanes. He is IFR rated. Craig serves as vice
president of the Midwest Bonanza Society.
His formal education includes a BS in industrial education and an MBA in labor relations. He and his wife
Connie reside in Lindenhurst, Illinois.
-@-
JAMES E. SOK, Area I nominee,
describes his interest in aviation as
ABS February 2001
~
:2
&III»
I»$
s:
s:
=
Page 6608
ThiS mop shows the geographical distribution of ASS members in the United Stales, Canada, Mexico, Puerto Rico and the Virgin Islands. In additIOn, there are 74
members in Australia, 20 in South Africa. 25 in Germany. 19 in Belgium. 26 in the United Kingdom and smaller numbers in 29 ather countries.
If you are aware of a Bonanza,
Baron, Travel Air, Debonair or
T-34 pilot who is not a member, please let AB5 Headquarters know. The person will receive a complimentary copy
of the ABS Magazine, along
with information about the 50ciety and an application for
membership. Call 316-9451700, or e-mail <bonanza2@
bonanza.org>.
i::i~~1~~
Page 6609
~~~::>
here are almost 16,000 Bonanzas, Barons, Travel Airs, Debonairs and
T-34s registered in the United States. There are also approximately 400
members who reside elsewhere in the world.
You do not need to be an owner of a Bonanza-specific type of airplane-or
even the owner of a Beech airplane-to be a member of the American Bonanza Society. Actually, you don't have to have an airplane at all. Many of our
members are mechanics and FBO operators, and others are members just because of their interest in airplanes and perhaps plan to purchase an "ABS"
airplane in the fu ture and want to learn more about them.
Our Society makes a strong, concerted and continuous effort to increase
ABS membership. We send letters to member prospects outlining the many
benefits of membership and invite them to join. Each new member that the
Society attracts adds to the power and the energy and the information available
to the rest of the members.
ABS February 2001
CRUISING THE WEB,
contilllled from page 6600
eBay has its own search engine, which allows you to constrain your search on "aircralt pans" and even search for Beech or
pan numbers. However, most of what we
found on eBay was avionics.
On the day we happened to search,
we turned up a 28-voh turn coordinator,
a gear motor, an antenna and an ADFalong with a bunch of models and original advertisements being sold by various
individuals. In general, we would give
eBay a C- forthe quantity of Beech materials available, with an A+ for the general handling of cash, due to eBay's extensive experience in handling auctions.
Buyer beware!
As with any mail-order business, buying parts over the Internet comes with a
modicum of risk. There is always the
chance that someone is out to commit
fraud, and by doing so, cause you to part
with your money. No maller who the
seller or buyer is, insist on talking with
them on the phone. If you are unfamiliar
with them, get a reference, such as a local FBO.
If you are handling an expensive piece
of equipment and don't know the buyer
or seller, consider working with an escrow agent. An escrow age nt will receive
the cash and assure that the equipment
gets shipped. While this wi ll cost you a
percentage of the cost of the work, the
protection it offers both the seller and the
buyer can be welcome when the dollar
value starts to reach around $5,000.
If you are buying anything online, you
need to ask the seller the basic questions.
These include why the seller is selling
the pan, whether the pan came from a
plane that was involved in an accident,
fire or flood and whether the part is
tagged as airworthy_Be sure to ask what
warranty the part seller is offering. Remember, if the pan isn't what they have
represented it to be, you need to know
what, if anything, they will do to make it
right.
ABS February 2001
Finally, think reasonably about such
sales. If an offer sounds too good to be
true, it probably really is too good to be
true. Don't let the lure of an astoni shingly low price for a part that you need
take your conscience for a ride.
By keeping these simp le tips in
mind-and keeping you r common sense
tuned in-you will be ready to embark
on your journey into the Internet and find
the exact parts yo u need to keep your
plane flying.
ABS member George Wilhelmsen. Morris, !mnois. is
the Balance of Planf SupeNisor af Exe/on LaSafie
County Generating StatiOn. He is a lOG-hour Commercia/Instrument-rated pilof, is the avionics editor
for Private Pilof. the avionics editor for CUstom Planes
and is a contributing editor for Piiol and Avionics
News.
s
BE A PILOT enters fifth year
BE A PILOT is a nonprofit organization
STOP DREAMING. START FLYING ~
formed to educate the public about the benefits of general aviation and flight training. It is supported by aviation companies and organizations dedicated to revitalizing the general aviation industry and creating new student pilots.
After four years and a string of accomplishments, and with Drew Steketee
as its new president and chief executive, BEA PILOT heads into its flfth year
armed with research and data to continue this success.
Responses 10 BE A PILOT's marketing message were up 25 percent over
1999. This includes responses to the program's cable television advertising,
print ads and articles about learning to fly that appeared in the general media.
Its five-month cable television campaign finished in September last year with
II percent more responses than in 1999 and 15 percent less cost.
Responses to Be A PILOT's website increased 66 percent by October of
2000. With a new web-based database management system, BE A PILOT is
able 10 track the demographics of respondents in real time.
BE A PILOT began surveying respondents monthly via e-mail questionnaires. These surveys are launched 90 days after the request for the $35 Introductory Flight Certificate. Survey responses from the first half of the year
re vealed that 34 percent of the individuals are motivated to learn 10 tly for
fun, while 33 percent are motivated by the challenge, 25 percent by the adventure and nine percent by the freedom.
Forty-nine percent said it was their first time in a small airplane. At the
time they were contacted-90 days after requesting a Certificate-31 percent had taken an intro flight and 21 percent had begun fl ying lessons'
Of the individuals who took an introductory flight, 95 percent said they
were satisfied wilh the customer service provided by the flight school.
A computerized kiosk has been developed areas areas with high concentrations of people interested in learning to fly, such as museums and trade
shows. Both AOPA and Honeywell have also purchased kiosks. The interactive computer program asks the prospective student pilot questions about his
or her interest in learning to fly and guides the prospect through a brief informational video.
For more information about BE A PILOT, see their website at
<www.beapilot.com>.
[email protected]
Sf APilOt
Page 6610
BPPP: ASAFE PILOT IS ALWAYS LEARNING
Why I enjoy being
part of the BPPP
BY KENT EWING
VIRGINIA BEACH, VIRGINIA
W
e comple[ed our
Bonanza/Baron Pilo[
Profi ciency Program fiscal
year on September 24, 2000,
wrapping up [he final clinic
a[ Linle Rock, Arkansas .
Besides comple[ing abolll 50 par[icipan[s, some of us were able [0
visit [he famous Excelsior Ho[el
just down [he s[ree!.
This story is all about why BPPP
instructors (me, especially) enjoy being away from home 12 weekends a year.
This story is about pi loIS who show up with
their fabu lous Beechcraft flying machines
a[ BPPP. I['s about their lives, backgrounds,
experiences and fl ying careers.
The session in lillie Rock rumed up
two fa ntast ic se ni or ci tizens , Rh ys
Stanger and Cap!. John Olson-World
War II veterans. who had both Bonanza
and Liberator flight lime in common.
Rhys (pronounced Reece) came [0 us
from Amelia Island, Florida, flying his
F33, N3 122K. He was an initial BPPP
Page 6611
trainee who has been flyin g his Bonanza
for nearly 5,000 hours since he re-s[aned
flying a[ age 50.
When I learned he was a WWlT ve[eran. I [actfully suggested he must be approaChing 80 and his immediate response
was, "Yes, but I'm nO! approaching 80 any
faster [han you are!" Righ[ then, I knew I
was in for an interesti ng discussion.
In January 1944, Rh ys arrived in [he
European Thea[er and was assigned [0 a
bomber wing in Foggia, Italy (15[h AF).
He flew 10 missions in [he B-224 Libera[or into [he "sof[ underbelly" of Europe before [he Nazi regime collapsed.
He came home, was successful in manufacturing and real estate financing businesses, raised a family and, after a 30year hiatus from flying, he sold his boat
and bought a Bonanza.
When I asked abolll his experience at
BPPP, he said [hal for 26 years he had
been flying his Bonanza pretty well and
could not even comprehend all thi s "flying by the numbers" stuff. Bu[ after completing the BPPP flying, he said i[ was very
helpful to standardize the power settings,
and he thoroughly enjoyed the training. [
just hope when I'm 78 [hat I can even re-
member the numbers, le[ alone fly them.
On Sunday morning, while wailing
for good weather, I had [he good fortune
[0 spend a few minutes with Cap!. John
Olson and his wife Dolores, who joined
our session, flying in from Georgetown,
Texas, in an F33, N943 I Q. John was with
us for his second BPPP, having anended
at Little Rock the year before.
John got [0 Foggia, I[al y, a few
months earlier than Rhys and completed
50 B-24 missions. For most of them, he
was [he youngest aircraft commander in
[he European [healer at age 19-20 until,
he says, "some younger snolly-nosed kid
showed up'"
John recalled how [he boys from England were gelling all [he press on their
missions [0 Berlin, and he related that
some of his squadro n's missions were
flown into much more heavily defended
targets. On e repeated target was
Moosebierbaum oi l refinery where a
piece of shrapn el shaltered John 's
wi ndscreen and lodged in hi s pi lo[ seal
just above his shoulder; he still has i!.
A[ war's end, a[ age 20, he was too
young for any of [he airlines to hire (age
23 was their requirement). So he got
ABS February 2001
some schooling at the Univers ity of
Michigan and then began with TACA, a
subsidi ary of TWA. He flew Lockheed
Lodestars, Avro Lancers and DC3s out
of Costa Rica.
John was ultimately hired on wi th
Braniff in the Dallas area, married
Delores (a Braniff hostess) and started
flying the "heavy metar' of the dayDC4s and DC6s. Over hi s lengthy career
with Braniff (1948-1984) John worked
his way from the Lock heed Electra
(Navy P-3 Orion) to the jet-age Boeing
707,720, Bac III , and anything else with
a B in front of it. John once again flew
combat missions as a civilian in the 707300 into Danang, Vietnam.
Then around 1978, he was pretty senior and also pretty lucky. He was one
of 10 Americans picked to go to Toulouse,
France, 10 check out in the Concorde! He
got his training and 10 hours of flight
time wilh Ihe famous John Pinet as his
instructor. Then he new the Concorde for
Braniff between Dallas and Dulles. He
logged over 400 subsonic hours at Mach
.95 and one supersonic hour over West
Virginia, fini shing up hi s air transport
career at age 60 fly ing the B747.
When he showed me his flying li cense. I saw he had at least 20 type ratingsl Did you know that Concorde is the
only airplane without a number designator? It is Concorde. Period. According to
Capt. Olson, the Concorde is an entity unto
itsel f. It is Concorde, not even the
Concorde.
Now here's why I chose to lell you
this story: John loves his 1989 F33 in
which he now has about 800 hours (and
36,000 hours in Ihe other mundane stuff)
and he told me that Ihe BPPP is the best
of all the recurrent lraining he has ever
taken, including the Iwice-a-year recurrent stuff with Braniff. Wow! How many
type rati ngs do you have? See Ihe next
page for the BPPP 200 I schedule.
Kent W Ewing is the former Commanding Officer of
the USS America (eV 66) during Operation Desert
Storm.A test pilof with 8000 hours in over 150 types
including over 1000 ;n Borons/BonanzasIMenfors/
Turbo-Mentors. Kent enjoys instructmg with BPPP and
sharing his aviation expertise with BarorVBonanza
owners.
ABS Feb ruary 2001
How can we fly
more safely?
BY RON ZASADZINSKI
FORT COLLI NS, COLORADO
A
s pilots. we are interested in making
our flying as safe as possible. To do
that, it is important to understand what
the greatest risk factors are. This allows
our decisions to be made from an informed perspecti ve.
o
o
What are the more common things that
get pilots into trouble?
What can we do to minimize our risk
of having an accident?
Profiled here are two accidents in 2000 involving controlled flight into terrain.
These are excerpts from
NTSB preliminary reports.
On Jul y 15 at 1830 central daylight
lime, a Beech Model 35, N947V, pi loted
by a private pilot was deslroyed after impacling power lines and lerrain near Columbus, Nebraska. Visual meteorological conditions prevailed at the time of the
accident. The pilot, who was the sole occupant, was fatally injured.
Witnesses to the accident reported thaI
the aircrafl was nying al a low altitude
when it hit the power lines. One witness
Slated that he had seen the aircraft " ... flying low one time before down ri ver."
(Examination of the wreckage showed no
apparent malfunctions of fuel , engine or
flight control systems.)
On June 19 about 1215 hours Pacific
daylight time, a Beech G35, 580 1, collided with the ground while maneuvering in the traffic patlern at the Byron,
California, ai rport. The airplane was destroyed in the ground collision sequence.
The commercial pilotlowner died as a
result of injuries sustained in the acci-
dent. The commercial pilotltlight inslrUc-
tor recei ved serious injuries. Visual me-
teorological conditions prevailed for the
instructional fli ght. The flight originated
al Hayward, California, and was destined
for Modesto with practice instrument approaches at various airports.
Witnesses reported observing the airplane passing over the airport abou t
1,200 feet AGL and it appeared at firsl
that it was going to land on Runway 5.
The ai rplane Ihen continued around in a
circle to Runway 30 and subsequently
collided with the terrain about 150 feet
northeast of the Runway 30 approach end.
What was the common factor in these two accidents?
Both aircrafl were under control al
low altitude, yet flown into the ground.
According 10 the 1998 AOPA Air Safety
Foundation NaB Report, maneuvering at
low altitude is the primary cause of 27
percent of falal pi lot-related accidents,
Each of these accidents points to a different factor we would be wise to consider.
The first accident is an unfortunate
example of the most common type of maneuvering fatality. According to the 1998
Nall Report, about 50 percent of fatal
maneuvering accidents involve buzzing
and low-level flight.
When I firsl encountered this statistic, I was quite surprised to find that it
lVas so common. The good news is thaI
this kind of accident is preventable by
choosing to not engage in buzzing or
low-level flight. I have done my share
Page 6612
of that in times past, but I chose to stop
my occasional low-level flight a few
years ago when I realized I could lower
my chances of killing myself in an airplane by up to 37 percent just by making
that choice! There can be a lot of power
in a simple but informed decision.
The second accident, a crash during a
circle-to-Iand maneuver after an instrument approach, is a poignant reminder
of just how demanding circling-to-Iand
can be, even in VFR weather conditions.
This is a very challenging phase of flight
as the pilot is making the transition from
instrument to visual flight (this is true
whether just exiting the clouds or from a
hood); trying to fmd a runway, possibly
in an unfamiliar environment, possibly
in poor visibility; and trying to ascertain
where the aircraft is in relation to the airport. The latter will determine how the
pilot will enter the traffic pattern for the
desired runway.
At the same time, final checks for
proper landing configuration and passenger security need to be attended to. The
aircraft may be slowing down at this
point, which always increases the risk of
an unintended descent unless frequent
attention is given to altitude control.
Any additional distraction or confusion could lead to an unmanageable situation. Often the reason to circle is due to
a strong wind that can cause the ground
track to be significantly different from
what is expected. If the pilot subconsciously maneuvers to make the ground
track appear "normal," he may invite an
accelerated stalUspin close to the ground.
How can a circle-to-Iand
maneuver be made as safe
as possible?
The most important factors are attention to power and altitude management,
and positional awareness.
Know your power settings. Upon leveling out at MDA for the circling maneuver, promptly set the power settings
you previously determined will allow you
to maintain pattern airspeed and altitude.
Divide your attention between visual
references outside the aircraft and in; frePage 6613
quently scan your altimeter. Stay at or
above MDA until you are at a position
in the pattern where you would normally
descend below that altitude.
The lowest circling minimums encountered are around 400 feet AGL.
Normally, you would not be below that
altitude until turning onto final approach.
The use of visual approach slope indicators are my favorite cue before beginning
a descent on final. Check the approach
chart for presence of approach slope indicators -PAPI , VASI, etc.
As far as positional awareness is concerned, the more familiar you are with
the environment before the approach the
better. Review the runway layout where
you expect to be when you exit the clouds
or hood, how you will be oriented to the
landing runway at that point in time and
how crab angle due to wind may alter all
of those factors.
If things go awry at an y point, a
missed approach is always an option.
Remember to make an immediate climb,
your first turn toward the landing runway, and then follow the missed approach procedure.
2001
BPPP
Recent experience is important as
well. When is the last time you practiced
a circling approach to a landing? How
about beginning the circling maneuver
and then flying the missed approach?
Was it by yourself, with a safety pilot, or
in actual conditions
When someone asks me, "How safe
is flying?" [ li ke to respond that flying is
as safe as the pilot chooses to make it.
We can make our flying safer by choosing to not engage in low-level flight and
buzzing, and by regularly practicing the
maneuvers necessary for safely completing a circling approach.
Ron Zasodzinski. secretary of the BonanzaIBoron
Pilot Proficiency Program Boord of Directors, is 0
ground and ffight instructor with more than 5, SOO
hours of !fight time in general aviation aircraft. He
works as a flight instructor and a computer consultant. Ron formerly worked as 0 nuclear physicist for
the Department of Energy 01 lawrence Livermore
National Lob. You con e-moiJ Ron at <ronz@
flyron.com>.
If YOLI desire more dOlO from Ihe NTSB,
check <IV\Vw.lllsb.govlAvia I iOlllmOl11hs
.hlln>. Olher stalislics are available from
< IV IV IV. a opo . a rgla sfJp 1I bl i co I ion sl
98nall,hlmi>.
INC. SCHEDULE
Initial/Recurrent Phase at all locations.
Bonanzas/Barons/Travel Airs at all locations. Subject to change .
DATE
LOCATION
PHASE
March 2-4
San Antonio, Texas
Initial/Recurrent
March 23-25
Greensboro. North Carolina
Initial/Recurrent
Fresno, California
Initial/Recurrent
April 27-29
Columbus. Ohio
Initial/Recurrent
May 18-20
Milwaukee, Wisconsin
Initial/Recurrent
June 1-3
Spokane, WaShington
Initial/Recurrent
June 22-24
Colorado Springs, Colorado
Mountain Flying
September 21-23
Little Rock. Arkansas
Initial/Recurrent
October 5-7
Fresno. California
Initial/Recurrent
October 19-21
Nashua, New Hampshire
Initial/Recurrent
November 2-4
Norfolk. Virginia
Initial/Recurrent
April
~8
Cockpit Companion course available at all locations except Colorado Springs.
CAll THE BPPP. INC. REGISTRATION OFFICE
to make arrangements: 970-377-1877 or fax 970-377-1512.
ABS February 2001
Engine fuel starvation with
Osborne tip tanks
ASS IDEA AND
INFORMATION
EXCHANGE
I experienced the same fuel starvation problems as described by Salvatore Dina (November
2000 Forum, page 6480) on my turbo Bonanza
with Osborne tip tanks, luckily while taxiing. I
usually test all tanks during warm-up and taxiing, checki ng all the positions of the fuel selec-
day morning I called Raytheon Aircraft Services
at Wichita's Mid-Continent Airport and talked to
Roger Mohling, supervisor of piston maintenance. I explained that I was in a jam. The airplane was across town at Jabara Airport and I
needed it repaired by Tuesday afternoon for a
Wednesday morning trai nin g flight. Roger told
me that if I co uld bring the plane to Mid-Conti-
tor valve.
nent over the lunch hour, he would get to work
I have discovered that this fuel starvation happens every time I completely empty the tip tanks
on it right away and have it fi nished by Tuesday
afternoon. I was ecstatic, realizing that all of his
technicians were probably already assigned to
jobs.
After I got out of ground school on Monday
afternoon, I dro ve to Mid-Continent to check on
the progress. To my surprise, Roger himself was
working on the leak! Rather than wait for one of
his mechanics to finish ajob, Roger dug right in
and fixed the leak himself. By Tuesday afternoon,
in flight or on the ground. I think some air gets
trapped in the empty fuel lines and blocks fuel
flow. It happened once in flight, always for the
same reason, but immediately after turning on
the low pressure fuel pump (turbos have high
and low pressure auxiliary fuel pump settings),
the engine restarted after a few seconds-although very long seconds--even without chang-
ing tanks.
One time, in flight , I felt the engine slow down
and the fuel flow decrease while using the right
hand tank with the cross-feed switch on. Changing tanks brought all back to normal, even on
the left tip tank. What happened was that the
cross-feed solenoid did not work and an insect
had made its nest in the right tank fuel vent. Af-
ter cleaning the vent, it all went back to normal.
I recommend two things: AJways test every
position of the fuel selector before takeoff, remembering that at low fuel flow it may take a
few minutes for the engine to use the fuel in the
lines between the selector valve and the injectors. Frequently check the fuel quantity in fl ight,
because what happened to me was that the crossfeed solenoid did not open, and I was using fuel
only from one tank instead of both.
Tip: When flying over long stretches of sea, I
mark the position of ships I meet by ARNAV or
GPS to be able to return toward the nearest one
in case of trouble.
I must say I enjoy very much having a very
long range on my Bonanza!
- Giuseppe Munafo
Milan. Italy
Raytheon Aircraft Services
I recently took delivery of Baron TH-1955,
which I am pleased to report was virtually
squawk-free the day it rolled out the door at the
factory. One month after delivery. on my way to
Wichita, Kansas, for FlightSafety recurrent training, Tbegan to notice oil on the left engine cowl-
ing adjacent to the air conditioning compressor
"bump." At our fuel stop in HUF, we determined
that the oil was leaking from the through-bolts
that support the compressor mounting bracket.
The problem appeared to be more of a seep than
a leak so we decided to continue the flight.
We arrived Sunday night and first thing Mon-
everything was repaired to my satisfaction and
away I went.
I know many fellow ABS members travel to
Wichita, and I want you to know you don't have
to be one of Roger Mohling's best customers to
get red carpet treatment at RAS. Without Roger 's
concern for customer satisfaction, J truly believe
I wou ld have been unable to stick to my original
sc hedule and return home Wednesday afternoon.
I know you receive many letters of recommendation, but Roger tru ly went above and beyond
for me.
Keep up the great work with the magazine!
- Timothy R. Tate
York, Pennsylvania
Door prize a winner!
I would like to thank the ABS , Dick
Delagrange of Global Aviation Tires and
Goodyear for the fantastic door prize at the ABS
Convention in San Antonio last year.
I purchased a new set of Goodyear Custom
lis for my F33A so I could make the trip from
Stuart, Florida, to Stinson Field in San Antonio,
Texas for the ASS Convention. We spoke with
Dick at the Goodyear booth to confirm that I had
made a good choice for tires. I had no idea that
the next day my name woul d be on the board for
the door prize for a new set of Goodyear Custom
lIs.
What a happy day! When it rai ns, it pours.
-Bill Hinsley. Jr.
Stuart, Florida
McCreery Aviation
This is to pass on my highest praise for the
outstanding job Tony Prats did in handling my
recent service needs at McCreery Aviation in
McAllen, Texas. He did what a true professional
does- he made a difficult task appear easy. Tony
drew not only from his training and background,
Page 6614
but also used creative ingenuity in solving the problem(s) at hand. Throughout
the repair process. he remained most attentive to the needs of his customer (me).
McCreery is most fortunate to have
Tony heading its maintenance operation.
Furthermore, I found the entire staff to
be most accommodating and pleasant.
Over the years, this FBO has been
only a fuel stop for me; but whenever I
have the opportunity to make recommendations for service or fuel in the Valley,
McCreery will get my vote.
-Bob Edmondson
Houston. Texas
More on TVIVeRs
As for the TV NCR in the plane. I
have a cheapie $200 "Broksonic"
CTSGT-2799C from Circuit City combo
IO-inch TV and built-in VHS VCR that
has a 12-volt option. It's a bit bulky, but
it plays all of our daughter 's Disney tapes
without any trouble. I put it in the back
seat beside her and hook up a pair of inthe-ear earplug style headphones that I
put inside the airplane's headphones so
she can hear the TV just fine. She's one
happy little camper.
Of course, if you can get one of those
flat panel DVD players, all your space
problems will go away.
-Ron Davis, ASS Director
Newport Beach, California
Help from Falcon
Every once in a while, one runs into
people who go out of their way to be
helpful and I wish to go on record extending my gratitude to the ASS and to
Nick Papinicalau at Falcon Insurance.
I had planned a family trip from Toledo, Ohio, to White Plains, New York,
with subsequent vacationing plans in
South Carolina on October 27. As it
ended up, after spending the night of the
27th in New York, I recei ved an urgent
call from our daughter in Iowa which
required a change of plans and flying
from White Plains to the Quad Cities.
The complication that arose was that
on Friday the 27th, [received word from
my partner that the company insuring our
G33 was insolvent and that we no longer
had coverage. [ called the ABS and was
referred to Falcon.
Not only did Nick at Falcon solve my
Amerlcan~;i
Bonanza' ~
Soclett~~~~
Page 66 15
insurance problem, save our trip to New
York (and more importantly our urgent
trip to Iowa), but he did so in a four-hour
span oftime. He increased our coverage
limits for less money than we had paid
the year before.
I am grateful to Falcon Insurance and
the service they provided to me and am
writing this letter to commend them publicl y and congratulate the ABS on their
choice of endorsements.
-John H. Robinson, M.D.
Maumee, Ohio
User fee fallacy
We just received a bill for $49.22
from Nav Canada for two trips from the
United States to Brookville, Ontario,
only 10 miles from the U.S. border. The
switch to user fees, we were led to believe, would replace the fuel tax.
Well. I' m here to tell you that the fuel
prices are still higher than those in the
U.S., and certainly do not reflect a $49
reduction in tax, no matter how much
fuel you purchase.
Do not be fooled by the user fee
crowd 's explanation that it's a more fair
system. An efficient fuel tax system can't
be replaced by a cumbersome method of
tracking, billing, collecting and enforcing a user fee system that charges $1.25
per mile.
Upon closer inspection, the bill is in
Canadian dollars. I've had to call my
bank ( 15 minutes) to figure out the exchange rate. After this, [ suppose Twill
stand in line at the post office to affix
proper international postage!
-Bil/Bedell
Olney; Maryland
Valuable article
I just read the December ABS Maga-
zine article "The Mystique of Autopilot
Accidents." [ thought, how scary; I've
been flying for 32 years-with a
KFC200 the last 16 years-and I never
knew this information.
I will be having a light and horn installed that will activate any time the
electric trim is running.
Please pass on my thanks to Mr.
Lipscomb and Mr. Bray. The cost of my
ABS membership has paid for itself.
Member feedback
appreciated
A couple of months ago I posted a
question in the "Forum" asking whether
anyone with an Elite simulator had the
same problem I did, i.e. it was all over
the sky and almost not flyable.
I got two calls. The first said he had
the s;me problem whi Ie the second said
he owned an IFR training center in Texas
that used Elite with great success.
He suggested I change from the cheap
Flight Stick Pro to the better Flight Sim
Yoke ($ 125). Wow, what a difference!
The problem all the time was the cheap
stick 1 was using. Elite now flies great. I
hope the first gentleman who called
reads this so he knows it's not the Elite
program. Also, I must say Elite has the
best support I' ve seen. They really bent
over backwards to help me.
I also owe thanks to the many calls I
got about a TV in the plane to entertain
the kids, especially the dentist in New
York for his suggestion to look at the
SONY GV-A500 (a small TV with Hi8
tape player built in). Copying movies to
the tape is a little bit of work but worth
it. Call me if you have a question (704892-730 I Eastern).
The ability to submit questions to the
"Forum" and get answers from all over
the country is a very powerful tool.
-Ray Brown
Cornelius. North Carolina
Headliner replacement
The headliner in my '92 F33A started
sagging and badly needed replacement.
I asked my maintenance shop during the
last annual about fixing it and was told
that Raytheon was picking up most of
the tab for this as a warranty issue! What
a relief! The job was going to cost over
$3,OOO! Evidently, any aircraft under 10
years old is covered. What a nice surprise! Tguess that every once in a while
we get a break. Woodland Aviation in
California did a wonderful job. My machine looks new again--{)n the inside,
anyway.
-Jim Posner
Menlo Park. California
-FronkGeib
Portage. Michigan
The ABS IS the most complete member-service coverage in the industry.
Your support and participallon have made this possible. Thanks.
A BS Februa ry 2001
TESTING DURING
COLUMBIA-GRUMMAN
XJL-l AMPHIBIAN
BY JOHN M. MILLER. POUGH KEEPSIE, NEW YORK
IN 1942 45
1 was a Captain on Eastern
Air Lines, flying DC-3s out of
LaGuardia and Newark, on a two-day-on, two-day-off schedule. I did not wish to waste those two days between my flights
during wartime, so J contacted a small aircraft factory at Valley
Stream, Long Island, Columbia Aircraft Corp., not far from
my home in Little Neck, and obtained a contract to make special small screws on the little lathe in my basement. They were
high precision screws but in such small quantities that the factory had found it difficult to get subcontractors to take them
on. I had to make special tools to make
the screws- right on the same lathesi nce it was the only machine tool 1 had.
It took me some time to start maki ng
the actual screws, because it took some
trickery to make the tools on the lathe
only. I finally started making the screws
in small batches, which rdel ivered for inspection before proceeding further. The
factory was satisfied with my work and
with the delivery times, for no actual
planes had yet been delivered and suffi cient numbers of my screws were on hand.
On a Saturday evening, I arrived home,
however, to find my wife upset because a
factory representative, known as an expeditor, had come to the door asking for
the location of the Miller Machine Works.
He said he could not seem to locate the
shop in this residential section. He was
puzzled when she affirmed that our
home-not a big brick factory-was in
fact the Miller Machine Works. She said
she took him to the basement and showed
him the one little lone lathe and the work
in progress and he explained what an expeditor was and left, scratching his head
in a quandary.
ABS Februa ry 2001
My wife had formed the impression that the man was dissatisfied with late deliveries of the screws. I had not been given
any indication that the factory was in a hurry for them. But [
worked all the next day and evening getting screws made and
ready for delivery.
I called the factory the next day to explain that 1 would speed
up production. The president of the company came on the line
and said, "Forget the screws! We want you to be our test pilot.
We are ready to test the prototype airplane. Bring the screws
and tools to us- along with your helmet and goggles- to test
the first J2F-6 Navy amphibian." I had not had any forewarning of such an assignment.
The J2F-6 was a descendant of the J2F-5 made before the
war by Grumman. A biplane with fabric-covered wings, it was
used largely for air/sea rescue flying. These airplanes were urgently needed for that work, but Grumman was unable to produce them due to the rush of fighter orders. The result was that
I became the chief test pilot for Columbia. Two other pilots
came later to help me after my initial engineering testing due
to our changes.
We produced 330 of them to the end of the war. Actually, it
was not even legal for me to do that extra flying beyond my
airline flying, but it was wartime and I felt the testing was important enough to ignore regulations. Both the airline and the
Page 6616
factory needed me, and test pilots with engineering training
were in very short suppl y. The airline found out about it, but no
one said anything to me. Flying was my rec reation as well as
my profession.
In the middle of the production run of the J2F-6 biplane
amphibian, the Navy requested that a larger and more modern
amphibian be produced for airlsea rescue work. It happened
that Grumman had the preliminary design of such an aircraft
on the drawing board which they turned over to Columbia for
finishing and production. This was started and I observed the
design work and made suggestions.
Three airfra mes were built, one for testing to destruction
and the other two for flight. The test airframe was Shipped to
the government laboratory for test. As the two prototypes progressed, I spent a lot of time in and around them to completely
familiarize myself with all of their controls, fuel and electrical
systems, landing gear systems, etc.
One had a hydraulically operated landing gear. The other
was a very unique type of mechanical system with electrically
dri ven screws which had recirculating bearing balls. These aircraft had nose wheels instead of the old tail wheels as used on
previous airplanes, a great safety improvement. The wings,
outboard of the landing gear struts, folded upward by hydraulic actuation so that their tips almost touched together over the
cockpit canopy to
red uce congestion on a flight
deck. Of course,
the aircraft had
equipment for
catapult launching and an arrest~
ing hook.
A fairl y large
cabin was provided by
the hull and there were
four fold-down litters on
each sidewall for rescued men.
On outbound flights, a collapsible neoprene fuel bag in the cabin could be filled ,
and it would collapse as the fuel was used. With
that outbound fuel, the range was 1700 nm.
Preparing for a first test flight in newly designed aircraft--especially a complex, complicated type, such as the XJLI, and a rather radical type at that- requires very careful planning
and thorough study of all of its intricate systems, emergency equipment, etc. In the case of this aircraft, it was not only a land plane
but also a seaplane, so two separate test flight programs were
necessary, each with its own type of dangers. The seaplane's
water performance characteristics can be not only complicated
but dangerous if unexpected idiosyncrasies show up.
The unusual combination of land-type fu selage and watertype flying boat hull was originated between the wars by Grover
Page 6617
Loening who manufactured them for the Army and Navy, such
as the OL-8, with modified Liberty engines. (I happened to
know Loening. who had been engineer for the Wright brothers,
and had visited his factory on the lower east side of Manhattan
while I was studying at Pratt Institute.)
MODEL TESTING PROGRAM
While work was goi ng on in the engineering department
and in the manufacturing shop on the airframe parts, a very
complicated model test program was being conducted. An exact scale model was built and tested in a wind tunnel to obtain
aerodynamic data about performance, etc. Another exact but
larger model was built and powered by electric motors. It was
built to actually fly under captive control in the Navy's testing
canal. There was a long canal inside a special test building,
used mainly for testing ship hulls, submarines, torpedoes, etc.
A short traveling bridge rode on rails alongside each side of
the canal. A set of controls and a pilot's seat was on the
bridge so a model could be flown via remote mechanical controls with bridge following. The model
actually flies but is held captive within limits. In
that way, the water characteristics can be quite
well-determined in safety before the aircraft
is actually built. This can be done with various loads and CG locations and in artificially
induced waves.
I suppose that in these days of electronic radio control, the
testing of such a model could be done in actual free-flight under radio control. Such free- flight testing could possibly include spin and di ve tests to avoid endangering a pilot in a fu llscale aircraft.
Finally, the first prototype was completed and ready. After
engi ne run-up tests were completed, the day came for taxi tests
on the ground. They were made at gradually increased speeds
and proved satisfactory, including steering control. High-speed
ABS February 2001
runs were made on the 3,ooo-foot runways, none too long, even
with low takeoff weight. Finally. the day came for an actual
flight after careful check of CG location and engine run-up. An
exciting moment '
Fire engines and an ambulance were located at the far end
of the runway and the first takeoff was made. The airplane new
beautifully. The landing gear retracted and extended properly
and the first landing was normal. The employees of the fac tory
were outside to see the test night and they celebrated by cheering and went back to work. A tense day that ended OK.
FLIGHT EVALUATION
The serious work of flight evaluation then began. That started
with speed runs while calibrating the airspeed indicator over a
measured course out over the water, and watching for signs of
control surface nuller. At gradually increased speeds (including with the landing gear down). no f1uller occurred. All that
careful laboratory testing had paid off. There were no problems whatever. Engine cooling was satisfactory and the
propeller worked normally. Numerous tests followed.
It was an excellent land plane.
On one of the test flights, I had two engineers
riding down in the cabin to take numerous readings of strain gauges on the structures and temperature gauges in the engine area. They were
wearing detachable parachute harnesses, but their parachutes
were hanging on a side wall ready for use. Immediately after
liftoff, without distance left for an emergency landing straight
ahead, an enormous fire erupted from the engine cowling and
blew back over the windshield and down into the cockpit on
which I had the sliding canopy open for takeoff.
I momentarily reduced power and the names reduced somewhat while I slid the canopy closed to keep the tire out. The
engine seemed to be running OK so I increased power. I did
not wish to crash straight ahead with a burning airplane or to
ABS Fe b ruary 2001
bailout with those two engineers aboard. So quickly made the
decision to use the power to make a power-slipping turn to
keep the names off to the side while I made the tight turn to
land on the other runway, which crossed the takeoff runway.
I kept the plane turning and slipping almost to the ground.
then quickly landed downwind and fast but was able to top. I
had not tried to activate the fire extinguisher because that would
be useless with the engine still under power.
After we were on the ground, the fire engine was chasing
me down the runway. I turned to taxi back to meet it, then shut
the engine down and nipped the extinguisher switch. othing
happened! The firemen squirted foam allover the engine and
all was secured. The two engineers exited the plane, choking
and gasping from the dense smoke that had filled the cabin.
They were more scared than I was, but thankful. I doubt they
ever went aloft again.
I have a photo of a large bole in the exbaust manifold. which
allowed the hot exhaust flames to burn through the pressuri zed
aluminum oi l lines used for the experimental readings and cause
the intense fire.
That night confirmed one of my suggestions for changes. In
the cockpit there was a long row of identical switches that controlled numerous items, such as lights, engine cowling, fuel
pumps, radios, wing folding, flaps and landing gear operation.
Each switch had a
tiny identification
label. diffi cult to
read, especially in
the dark or in rough
air. It was necessary
to look carefully to
identify a switch before
acting, to avoid a dangerous mistake.
One of those switches controlled the fire extinguisher for
the engine. After I landed, I had
tried to quickly identify the extinguisher switch among that long row of identical levers, then decided to waste no more time and get back to
meet the fire engines, posthaste. Afterwards, when I had time
to look, it took me several seconds to identify the switch, only
to find that it didn 't work.
It was later determined that someone had removed the fuse!
I had uggested that such
important sw itches as
those for the landing gear
and the wing naps be enBurst exhaust manifold, wh ich
allowed the hoI exhaust flames
10 burn through the pressurized
aluminum oil lines and cause an
intense fire .
Page 6618
tirely different from the others and easily identified by feel instead of sight. Those suggestions were deferred until later to be
included on production aircraft.
Much later, after the end of the war, when I was checking
out anolher pilot to replace me, he accidentally retracted the
landing gear instead of the flaps after rolling almost to a stop
afler landing. I was sitting in Ihe rear cockpit with no controls,
simply lalking to him on the interphone. The switches were the
cause of this accident that damaged the keel and one wingtip
float only slightly. That and the fi re were the only damages
sustained during the entire test program! The thorough laboratory work certainly did payoff.
OTHER TESTS
A series of tests was conducted, too long to describe here,
such as speeds and rates of climb at different altitudes, and
stall speeds with different weights, with gear extended and retracted, and with different power settings. No problems were
encountered. It was an excellent airplane right from the start,
most unusual for a new design.
I entered spins and recovered at gradually increased angles
of turns until I was sure that the plane could be recovered up to
one turn . Beyond that I did not take a chance but left further
spin tests until a proper anti-spin chute could be installed, or
else for the Navy to conduct them. Di ves were made to a little
short of the calculated safe maximum speed, leaving faster di ves
to the Navy instead of taking a chance on losi ng an airplane
which had cost several million dollars to build. I was falli ng in
love with that plane.
After the tests of the plane as a land plane were well along,
the tests of the aircraft as a seaplane began. Fast taxiing on the
water showed no inclination to porpoise, smooth or choppy
water, straight line or curved, fast or slow. It was the best-behaved seaplane I had ever flown, by far.
Finally, the time came to fly off the water which was done
with a light load and a light chop on the surface of Long Island
Sound and with Navy speedboats alongside. As a seaplane, it
was a dream with all loads and CG locations. I found that if I
adjusted the power, trim and flaps for a speed of 60 knots and
rate of descent of 500 feet per minute, with my hands off the
stick but keeping the airplane flying straight with the turn indicator, by the rudder, I could let it splash down into the water,
hands off. The plane would immediately come up on its step
and with my hands still off the stick I would chop the throttle.
It would drop down off of the step and slow down with no
porpoising or other bad behavior. This was done with only a
light load. I did not have the opportunity to test that performance with heavier loads, but am confident that it would perform perfectly. After all , such an emergency would likely be
with a light fuel load.
One day, I was demonstrating that hands-off splashdown
with a Marine Corps officer on board. After the flight , he did
not say anything to me, but I later learned he had put me on
Page 6619
report with the Marine Corps for reckless flying. I was a Marine Reserve officer and Naval aviator. When news of that report got back to the company, it was quite a joke. The matter
did not ever go any further. A Navy officer, Naval aviator. when
with me on the same type demonstration, was highly complimentary of the aircraft.
That type of approach to a splashdown in Ihe water had wonderful possibilities in military airlsea reScue operations which
often required flying in foggy conditions. It made it possible to
get the amphibian down safely in dense fog, glassy water, coalblack darkness or a combination of all three, in a dire emergency. However. since the war is long over, the helicopter has
taken over the task of airlsea rescue missions. (I am glad to say
thaI I had a hand in the development of rotary-wing aircraft.
too.)
Finall y, rough-water tests had to be made to satisfy avy
requirements. SplaShdowns and takeoffs had to be demonstrated
across four-foot waves. That was the only exciting operation
of the entire fli ght-testing program. The Navy had some special optical equipment to measure the height of the waves and
had rescue speedboats alongside the plane.
That was a rough test. The avy inspectors told me later
that some of the waves were over five feet high . I had green
water coming out of the rear of the engine cowling on some of
them. If you think that five-foot waVeS are not much to cope
with, the big four-engined fl ying boats that used to fly across
the Atlantic and Pacific Were limited to waves of only 18 inches.
This was the tamest test flight program I have ever experienced with an absolutely wonderful , doci le amphibious aircraft-proof of wonderful mathematical engineering.
THE SAD PART OF THIS STORY
When the contract was completed, after the end of the war,
the two prototype aircraft were delivered to the Navy Test Center
at Patuxent, Maryland. After their tests, the airplanes were
stripped of engines, etc. and offered for sale as bare airframes.
They were bought for a total of only $400 by a test pilot for the
Martin Aircraft Co. in Maryland. He intended to re-equip and
fl y them, but he was killed on a test flight of a large Martin
flying boat. One was put back in flying condition with a bigger
engine from a B-25. It is now in the Pima Air Museum at Tucson, Arizona. [ visited it again in September 2000 when I was
fl ying my Bonanza. The other has also been restored. It is flown
in California by its private owner.
If the Navy ever needs a really good and usefu l amphibian.
all they need to do is dig out the blueprints, and those two 55year-old prototypes are still in ex istence. [ can just imagine
how they wou ld perform with one of the new turboprop engines, especially a twin-pack as used in some helicopters.
During the past 76 years, A8S member John M. Miller hos flown just about everything from Jennys fa jets. He owns 0 V35A Bonanzo and a 56TC Baron hotrod. John
has mony more great stories to relote./f you enjoy reading them, let him know with a
note to 41 Jangwood Pork. Poughkeepsie, NY 1260 I.
ABS Fe b ruary 2001
MILLER MAIL ... John Miller shared with the ABS Magazine staff a huge stack of "Dear
John mail he has received and enjoyed from ABS members. So we are sharing snippets
from some of them. John is keeping us weI/-supplied with future material using a new PC
and sending to us on a disk. Who said you can 't teach an old dog new tricks? -Editor
N
• My hu sband and I own and operate a small
airport on theeastem fringe of Melbourne. We
own 11 aircraft including two A36s, a V·tail
and a much-loved Travel Air. Roger has always been a believer in Beech and we enjoy
your articles in the ABS Magazine.
-Neroli Merridew
•
•
Lilydale, Victoria, Australia
I have many thousand s of hours in the
air and my 12-year-old son is a flight nut as
well. I am sharing and sav ing your articl e.
Flyillg ill the '20s, as a great pan of our aviation history. As I read your article, I reali ze
how Iiule nying lime I have done in the last
20 years-wi lh all th ese gadgets. I only
thought I was flying. I can't imagine the
courage it look to challenge the clouds with
o instruments.
- Paul Iv. Brillkop/
Bonita Springs. Florida
• Eac h month when J receive the ABS
Ma gazille, I immediately read you r article
first! I very much enjoy your wri ting and the
incredible stories you ha ve to tell. Please
keep on wri ting them. I' ve actually seen a
"Jenny" fl y arou nd the pattern at my local
airstrip-Eve rgreen Field.
-David Beauchaire
Vancouver, Washington
J just
fini shed reading your article about
Howard Slark in the lanuary issue of the ABS
Maga zine. It is amazing to me that I had
never heard of Stark. What a great storyand what a terrific job of telling it!
- Michael D. Nolall. New York. New York
Yes, indeed, I enjoy your stories via theA BS
Magazine-keep 'em up! I am also a retired
VAL pilol-33 years from 194610 1979.
- Ralph Wright. Deli ver, Colorado
Just read your story on the Autogiro in
theA BS Ma gazine. It was a great story. I' m
66 and look forward to many more years of
flying . You give us young ' uns an inspiration and a goal. My dad built and new his
first airplane in 1907. He was killed in one
of his biplanes in 1937. but our mother encouraged her six boys and three girls to flyseven did, five military pilots and two GA
pilots. My claim (0 fame is 35 years as an
FBO and pulling the P-38 from 265 feel below the Greenl and icecap.
ing days in aviatio n and I feel as though I
am tran spo.rted back into time as I read of
you r expenences.
J am a claims manager for an aviation
insurance company and am in volved primaril y in aircraft accident investi gations. I receive an overw helmi ng amount of aviation
publications, but I can honestly say that your
articles are my fa vo rite avia ti on reading
material. Please keep up the good work.
- Ken Steiner, Scm Francisco, Califomia
I just finished read ing your excellent and
most informati ve articl e in the ABS Magazine on the J2F-6 Amphibian. Wow! Your
courageousness and accomplishments are
always uplifting and inspiring to me as a lowtime (225 hours) privale pilot. I am a student and admirer of the early years of aviation. We are quite fortunate to have you as a
living aviation historian.
onstrate the practicality of fl ying machines
in destroyi ng the image of the pilot as a combination Einstein/Superman in an inherently
dangerous occupation.
I have been flying for 45 years, starting
as a fighler pilol in Ihe Navy aboard USS
lmrepid in the North Atlantic and have continued to use an A36 in my busi ness to this
day, and while safety is a prime concern , terrorizing people with tales of bizarre mi shaps
doe s much to misinform the nonfl ying public about the usefulness of an airplane. Your
stories do not do that and I very mu ch appreciate it.
-William J. Quinll
West CheSler, Pemlsyll'Clnia
Keep on writing the interesting letters.
They make me feel young since I did not
start nying until 1942. Still enjoy il and have
a V35A Bonanza also.
- Wayne White. Loyalton, Callfomia
- B.M. Orban, BrandelllOn, Florida
sure enjoy yo ur stories in the ABS
Magazine. We were real happy to see you in
J find your stories precious components
of our aviat ion history. Your firsthand experience with aircraft pictured in the books I
pored over as a child born in 1930 is a source
of delighl 10 me.
our tent at Oshkosh (OX5 Aviation Pioneers,
Wisconsi n Wing).
-Larry Barrell, Waukesha, Wisconsin
-Bill Mossop, retired United Airlines alld
I have enj oyed your articles in the ABS
Maga~ille. especially "A Vi vid Memory" in
the October 2000 issue. When I read the
name Speed Holman, J had my own personal
flashback. I grew up in Minneapolis and in
193 1, al age II. I attended Douglas Elemenlary School. One day I heard Ihal Speed
Holman 's body was on view at the Scottish
Rite Temple across the street from Douglas.
and at lunch break. J joined the line of viewers. That is my most vivid recollection of
my years in elementary school.
- Dick WilSOIl , Rancho Palos Verdes,
California
I enjoy your stories in the ABS Magazine
immensely. They are not on ly entertaining
and informative, but they do much to dem-
USAF, Boulder CiIY. Nevada
I ve ry muc h enjoyed your flying stories
thai appeared in Ihe ABS August issue. I hope
I can celebrate my 94th birthday one day and
still be nying a high-perfonnance airplane.
-Carl Lindros, Carpillleria, California
Just a short note to infonn you that you
make reading the ABS Maga:,ille very enjoyable. I am Ihe wife of a pilol and when
the mail brings the magazine, my husband
doesn't get to read it before I finis h the stories you and several others write. My favorite one of yours is your latest about the
Dool ittle incident.
- Ma rje Stampfl, Ja ckson, California
- Pat £pps, ArlalHa, Georgia
I am just writing to let you know how
much I have enjoyed reading your arti cles
in the ABS Magazin e. The detail and clarity
of your writing brings alive those pioneer-
ABS Fe bruary 2001
Page 6620
Y
may have read my two earlier
articles (December 1993 and January 1998) on buying and then keeping an older Baron. Those weren 't meant
to be sour grapes, just eye-openers for
anyone thinking about moving up to bigger and faster, though not necessarily
better. After all, how can you really beat
allY Bonanza? 1 know; 1 had one.
Like it or not, all of our Beech airplanes come equipped with Continental
engines of one model or another; many
of them are 10-520s. Somewhere back
in the late '60s or early '70s, Continentalleft out some of the alumi num in the
520 engine cases. Aftcr being in service
for who knows how long, some of those
engi nes must have begun developing
cracks on a wholesale basis, prompting
AD 77-13-22 for recurrent case in pections and a go/no-go criteria for accepting cracks in the case.
When we bought N54552, one of the
attractions of the airplane was the "lowOU
time" engines.
OUf
logbooks were
sketchy, but in doing my research on the
lifetime of the airplane and analyzing the
times, we were able to deduce that the
engines were new in 1972; installed on
Page 6621
the airplane in 1978 as a pair of overhauled engines; and between 1978 and
1992 flew about 400 hours. Our
prepurchase annual discovered two "legal" cracks in one engine and one on the
other. They were duly noted in the logbooks
and identified for ongoing inspection.
ow. fast forward a few years. Between 1992 and 1999, we flew the airplane about 800 hour, all straight and
level, always at the same cruise power
and always with the same power on heatsaving arrivals. We worked really hard
at not shock-cooling these engines, because we knew that if we abused them,
they wou ld roll over and die. We did the
case inspections religiously and, despite
having to do some top work, we figured
we might actually get them closer to TBO.
We scheduled our annual for May I,
1999, and planned to do a few things if
the annual went cleanly. And it did until
we got to the engines. The left engine
had a couple of low cylinders with oil
on the plugs, and the right engine had a
huge crack in a new place not previously
under observation. The crack went almost all the way around the cylinder base
on the o. 3 cylinder.
Clearly. we were going to have to exchange the engine because it also had a
non-VAR crankshaft and a mixture of
cylinders that we wou ld not want to use
on an overhaul. We did take off three of
the cylinders which had been newly overhauled 200 hours previously [0 put on
the left engine. Since we had [0 do the
whole bank anyway, because of two out
of three low cylinders, it made sense to
just swap them to see if we could make
the left engine go another year or two.
We ordered an engine from Airpower,
which had a stock one in production, and
set the airplane aside with most of the
work done until the factory reman arrived. When it arrived about three weeks
later, we installed it and went to complete the left engine.
For some rea on, we pulled the left
mag and under it was a new hairline crack
just about a quarter-inch longer than legal.
To make matters worse, deli very on another
reman was about three months!
We petitioned our FSDO for a remedy so we could keep running the engine
until the next new one arrived. They
agreed [0 a plan that called for inspection by the pilot before every trip and at
ABS February 2001
10 hours by a mechanic. We stop-drilled
the crack, filled it with epoxy and kept
going. In specti on was easy: Open the
cowl and with a flashlight , look at the
crack. Check for oil leaking, and if no
Lessons to
live by ...
ASS member Phil Pearl of langley Washington,
passed along these little pearls of Wisdom for
your enjoyment
change, go on.
We flew the airplane about 15 hours
in June, July and August. In earl y August, Airpower called and said "Send
money." A few days later the engine arrived and we fl ew the airplane to aUf repair shop about 15 miles from home base.
When I arrived, I opened the cowling to
show the old crack and, 10 and behold! It
had grown an inch and staned leaking
oil in that short ferry flight. Talk about
timing; ours sure worked out on that one.
After changi ng the engines and doing the postmonem before sending them
back to Continental, we learned some
things that might be useful to those of you
who are nursing along an old "Iight case"
engine waiting for the case to crack.
The first indication that something
was wrong with the right engine was vibration. That engine always seemed to
run a little funny compared with the left
one. When we pulled it apan, we found
that one of the pistons was completely
different from the others. It was a steelbelted style that someone had installed
before we got the airplane. It must have
been several ounces heavier than the others, wh ich could explain the cracked oil
pan and cracked propeller hub that we
experienced between purchase and replacement of the engine. As that engine
aged, it seemed to be just a little bit off.
Manifold pressure, rpm and smoothness
never really matched the other one, despite the fact they were sequentially numbered- son of a matched pair.
When the crack on the left engine
staned, it came at about the same time
as the low cylinders. Perhaps the power
imbalance from side to side contributed
to that earl y death. I could classify the
earl y demise of the left engine as "sudden death" because, for the entire time
we had the airplane, that engine only
needed to have maintenance like plugs
and oil.
Now, after seven years of nursing old
ASS February 2001
Slay ouf of clouds.The silver lining everyone
keeps talking about might be another airplane
going in the opposite direction. Reliable sources
also report thol mountains
hove been known to hide
out in clouds.
~----.~
The case crock thol killed the left engine.
We flew the Baron to our repair shop about 15 miles
from home base for installation of the reman engine.
Upon arrival, I opened the
cowling to show the old
crack and, 10 and behold!
It had grown an inch and
started leaking oil in that
short ferry flight.
engines, I get to do it with some new
ones. The smoothness of two new ones
is unbelievable. They stan right up; they
don't leak oil, and in 27 hours on the right
side, it has used only two quarts of oil.
The left one seems to be following the
same track. Wish me luck.
I have noticed that the right engine
uses about one gph more gas than the left
one for the same 50 degrees rich of peak.
Without buying GAMljectors and a
multiprobe engi ne analyzer, does anyone
out there have any ideas?
The picture of the case crack that
killed the left engine is induded here just
so you will know what engine death
looks like, short of blowing the jug off
completely. I guess Continental really
knew their stuff on these case cracks. At
least, they give full exchange, despite the
fact that the engine is probably going to
the crusher. Perhaps there is a little corporate remorse there after all.
In the ongoing battle between objects made of
aluminum going hundreds of miles per hour and
the ground going zero miles per hour, the ground
has yella lase.
Every takeoff is aptJonol. Every landing is
mandatory.
You start with a bog full of luck and an empty bog
of experience. The trick is to fill the bag of
experience before you empty the bog of luck.
Always try 10 keep the number of landings you
make equal to
the number of
Landings
Takeoffs
toke ofts you've
mode.
There are Ihree
simple rules for
making a
smoolh landing.
Unfortunately
no one knows
whallhey are.
~
~
Good judgment comes from experience.
Unfortunately, the experience usually comes from
bad judgment.
Keep looking
around.There's
always something
you've missed.
The three most
useless things to a pilot are the altitude above
you. runway behind you, and a tenth of a second
ago.
Remember, gravity IS not just a good ideo . It's the
law. And it's not subject 10 repeal.
It's always a good idea to keep the pointy end
going forward as much as possible.
Page 6622
2001 political landscape
BY JOHN D. HASTINGS. M.D.
ere we find ourselves in the beginning of2001. December 2000 was a tumultuous month . The
presidential election was finally settled after much commotion. Cold weather blanketed much
of the nation; here in Tulsa we had a treacherous ice storm and more than our share of snow.
Despite the weather, all four of our children came home and we were grateful to share Christmas
together.
This month we will inaugurate President-Elect Bush, who will begin to work with an uncertain
economy and other matters. I have watched with interest as President-Elect Bush made choices for
members of his Cabinet, wondering whether or not a Democrat would be appointed as a manifestation
of bipartisan spirit.
I was very gratified to hear that he chose current Secretary of Commerce Norman Y. Mineta, a
Democrat from Califomia, as Secretary of Transportation . Mr. Mineta served California in Congress
for over 20 years. He chaired the House subcommittee on aviation from 1981-1988, then moved on to
the House Public Works and Transportation Committee. Later he became a senior vice president at
Lockheed Manin. Mr. Mineta has been a knowledgeable and supportive friend of aviation. Two of his
sons are pilots. Fellow Democrat and FAA Administrator Jane Garvey has expressed her enthusiasm
for Bush's choice.
In 2001 we may have a unique opportunity to voice the concerns of aviation, including those
dealing with aeromedical certification. There are problems facing aeromedical certification that beg
for a solution. We must look for solutions that will result in the timely and efficient medical certification of US civil aviators.
I am pleased to hear that Jane Garvey plans to finish her term. I am pleased at the appointment
of Norman Mineta as Secretary of DOT. I am confident that aviation will benefit from this development and this relationship.
1 hope you are all well and warm and with electrical power, water and gas. Stay the course, for
spring is coming. See you next month .
H
. QUESTIONS OF THE MONTH:
Q:
I have occasional migraine headaches, perhaps once every two or three months. It starts as
a mild headache that builds up over several hours,
after which time I have to lie down. 1 have ample
warning and would have plenty of time to land if
one occurred in flight. When one is coming on, I
take a medication called Zomig, which gives me
immediate relief. Will migraine ground me? Will
Zomig ground me?
A:
If migraines were frequent or severe, or if
they were preceded by a significant visual disrurbance such as loss of half of your vision, they
could be a problem. Yours are infrequent, have
ample warning and are not incapacitating. So the
headache should not ground you. You should
have a statement from your doctor documenting
their infrequent occurrence and the rare need for
medication. You should be approved, but will be
advised not to fly after taking Zomig, which may
cause lightheadedness and other symptoms.
Q:
I take a medication called Inderal to prevent migraines, a single long-acting dose of 80
milligrams. It completely controls my migraines.
Can I fly with this?
A: Yes. Inderal is a beta-blocker drug used to
treat hypertension, hean rhythm disturbances, migraines and other ailments. If you have been on
it for awhile, and you are free of side effects, you
will be able to fly. Obtain a clear statement from
your doctor that you are stable on the drug, migraine free and have no side effects.
Q:
I have recently been diagnosed with open
angle glaucoma. Nonetheless, I have 20-20 vision (corrected) and notice no decrease in peripheral vision. notwithstanding the machine indicating lost peripheral vision in the upper left quadrant of the right eye. My pressure is at 19. I have
been prescribed alatan drops to be taken at bed-
ABS February 2001
time. What effect, if any, will this have
when reported at my next physical? Is
there anything I can do now to prepare?
A:
The AME guide states, "An applicant with unilateral or bilateral open
angle glaucoma may be certified when
a current ophthalmologic report substantiates that pressures are under adequate
control, there is little or no visual field
loss or other complications, and the person tolerates small to moderate doses of
allowable medications."
The aviation medical examiner
(AME) is instructed to defer certifica-
after the surgery. Then you must report
this at the time of your next physical.
If you have an "immature" cataract
in the other eye, or some other abnormality that might cause the FAA concern,
it may be wise to have your ophthalmologist complete Form 8500-7 (Report
of Eye Evaluation) to avoid any uncertainty at the time of the next flight physical. You can obtain this form from your
AME. Take it with you whe n you have
your physical, and the AME should have
all the information required to give you
your ticket.
tion when an aviator has a new diagnosis of glaucoma at the time of his flight
physical. Obtaining a special issuance
may ground you for months while the
paperwork is processed. You can circumvent this delay. Obtain Form 8500-14
(Ophthalmologic Evaluation for Glaucoma) from your AME. Have your ophthalmologist co mplete this form, complying with all the specificat ions.
Write a short letter explaining that
you are reporting this and want to avoid
deferral at the time of your next physical. Send the letter and completed form
to Aeromedical Certification Division,
AAM 300, Mike Monroney Aeronautical Center, P.O. Box 25080, Oklahoma
City. OK 73126-0080.
You will get a letter from the FAA that
will specify follow-up instructions. The
letter will authorize the AME to give you
your ticket at your next physical instead
of deferring certification, as long as follow up instructions are followed.
Q: Due to a cataract, I recently had a
lens implanted in my right eye. The lens
(not contact) is for distance vision. It is
my understanding that it will take about
a month for the eye to heal. (I won't be
flying during that time.) At the end of
the healing time, I will be gelling new
glasses. Does this have to be reported to
the FAA? My flight physical was this last
September and not due again for two
years . I will appreciate any information
you can provide to me.
A: You do have to report this to the
FAA, but not until the time of your next
physical. If you have a cataract in one
eye only and the other is fine, you can
resume flying once you are released by
your doctor for unrestricted activities
ABS Fe b ruary 2001
Q: I take a drug called methotrexate
for my psoriasis and psoriatic arthritis.
Can I fly taking this drug? It completely
relieves my symptoms.
A: You will be able to fly on this drug,
a chemotherapy agent. You will need a
detailed statement from your doctor stating you are free of side effects and have
periodic monitoring for toxic effects
(blood coun ~ etc.). The FAA may want an
annual report of your status.
Q:
My daughter got her license some
years ago but did not have time for flying. She would no\\ like to resume flying. She was diagnosed several years ago
with mitral valve prolapse. It was
detected during a regular physical
examination and confirmed through an
ultrasound.
Occasionally (every few months or
so). while sitting or resting she feels a
"flutter" but nothing otherwise. Her
physical activities are in no way affected
or restricted. She takes no regular medications. but when she goes to the dentist
she is required to take an antibiotic. It is
clear she must report this when she takes
her flight physical. My questions are:
I. Does this present a problem for the
third-class medical certificate?
2. Does she need to take any test results,
doctor's evaluations; etc. with her to
the medical?
3.Will the AME be able to issue the
medical or must it be sent to the FAA
for evaluation first?
in the normal population, depending on
criteria for definition, method of identificat.ion , etc. It certai nly is a comlllon
finding in asymptomatic indi viduals. It
may be associated with atypical chest
pain, palpitations and, at times, other
symptoms such as lightheadedness or
dizziness.
Characteristically it is a benign phenomenon, as it appears to be in your
daughter's case. In more severe cases, it
can be associated with some risk of complications, such as stroke. Be assured,
your daughter'S situation is not in this
category. Since mitral valve prolapse can
increase the chance of heart valve infection when bacteria enter the bloodstream
(e.g. during a dental procedure), antibiotics are often prescribed temporarily as
a prec3Ulionary measure.
In terms of your daughter obtaining
third-class airman medical certification,
there should be no problem. What the
FAA will req uire is good documentation
that she has no di abling symptoms such
as dizziness, near-fainting, sign ificant
chest pain or sustained bothersome heart
palpitations. It should be documented
that all she feels is an occasional flutter
and that the occasional occurrence does
not impair function in any way, even if
it were to occur in flight.
When she goes for her flight physical. she should take any records from her
family physician (and cardiology consultation records if consultation was obtained). The ultrasound report should be
included. A strong letter from a cardiologist andlor family physician stating
th ere is no impairment and no restric-
tion would be helpful.
The AME should be able to issue the
certi ficate on the spot, or he or she can
call the regional flight surgeon if there
are any doubts.
ABS member John Hostings, M. D., holds board certification in neurology and aerospace medicine. He
has been an aviation medical examiner since 1976
and serves as a senior AM£. He holds a commercial
pilaf license with mulfiengine and instrument rotings.
He is chairman of the EMAeromedical AdvisolY Council, past president of the Civil Aviation Medical Ass~
ciation and on the council of the Aerospace Medlcol Association. He is an ABS Director and heads
the Society's Aeromedicol Committee.
A:
Mitral valve prolapse is common,
occurring in 10-20+percent of persons
Page 6624
toward the desert. However, the east end of the San Fernando
Valley was almost totally covered by dark cumulonimbus
clouds. To the west it was clear under a high overcast. While in
contact with SOCAL Approach, I deviated around the weather
and out over some relatively small mountain ridges toward InyoKern.
Crossing Lancaster's Fox Field and then Mojave, it was
uncharacteristically smooth, with scattered showers. Visibility
was excellent and I could see some fairly heavy precipitation
BY CHARLES M. FINKEL. LOS ANGElES, CALIFORNIA
in the vicinity of my destination. Wind was not a factor and I
could still see the airport. So r proceeded northward, knowing
that if the showers precluded a landing at Inyo-Kern, I could
or more than 33 years, I have read in various aviation
always
backtrack to California City, Mojave, or one of several
columns about the often brutal lessons learned by piother airports in the area 10 wait out the weather.
lots fortunate enough to have escaped their travails and
Approaching Inyo-Kern, the smell of humid air replaced
brave enough to share their misfortunes with others. Like most
what is normally arid. Rain began 10 fall on the bright yellow
pilots, I have been on the receiving end of experiences that left
wings of my plane, washing away the dust that had accumuindelible impressions on me to be a more cautious and prudent
lated since my last flight.
avialOr. But there are many lessons 10 be learned from flying,
I landed, taxied 10 the ramp and waited in the aircraft until
and not just those associated with dire straits or close encou nthe rain let up. As I sat listening to the gyros wind down and
ters of the worst kind.
watching beaded drops roll down the sloped windshield, I
We who are alen derive something new each time wheels
thought about the incredible beauty I had just experiencedpart with the ground. On a recent flight, I learned once again
and how lucky I was 10 be blessed with such an opportunity.
why flying is my passion-and how sharing this love with othBener yet, I could share the return flight with someone truly in
ers can perhaps save, or at the very least, prolong lives, while
providing me with an incredible sense of fulfillment.
need. someone who may only have a umited time left to expeI am proud to be a mission pilot and board member of Angel
rience the colorful vistas and billowing cloud formation s we
were sure to encounter.
Flight West, an organization whose mission is to provide transWhen the patient arrived at the airport with his friend/aid,
ponation by privately owned aircraft free of charge 10 those
with compelling humanitarian needs.
however, it was obvious he would enOn this panicular mission in my
joy linle of the flight. He appeared
The mission of Angel Flight West,
Debonair, r was to pick up a young canweak, was hardly able to speak and was
a
tax exempt, nonprofit organicer patient at the Inyo-Kern, California,
unsteady on his feet. I had flown this
airpon for a flight back to Santa Monica
zation, is to facilitate access to
young man on another flight when he
where he would be provided ground transwas stronger and talkative. Unfortuhealth care by arranging free air
port to the University of CaliforniaILos
nately, the cancer and curative attempts
transportation in private airAngeles for follow-up therapy after bone
had taken their toll, and it was obvious
craft. Angel Flight links volunmarrow surgery.
10 me that he was in great distress.
teer private pilots with needy
I had heard about this patient from
Having been the passenger of many
people whose health care proban Angel Flight coordinator who spoke
other Angel Fught pilots, he was expelems require travel to and from
of him in glowing and courageous
rienced at flying in small planes. On this
terms. But now, with tears in her eyes,
flight , he had no interest in looking outfacilities throughout California
she related how his condition was worsside, listening in or talking. He climbed
and surrounding western states.
ening such that his prognosi s was
onto the wing, through the door and fasguarded. He was a favorite with the
tened himself in the rear seat, seemingly
Angel Flight staff and I was particularly glad to be of help on
in a hurry to fall fast asleep. His companion sat up front and monithis mission.
tored the flight.
The day of the mission brought with it some late summer
We departed VFR and the air remained smooth with scatweather, unusual for Southern California. I awoke to the sound
tered showers. Approaching the San Fernando Valley, I tuned
of rain on my roof, unheard of for months. Although overcast,
in the Santa Monica ATIS and learned not only that it was still
the Santa Monica area cloud lOps were at only 3,000 feet, so an
IFR, but the ceiling had dropped close 10 the approximately
IFR climb to VFR conditions on lOp was simple and without
400 feet AGI MDA. I contacted SOCAL Approach, used the
any turbulence.
"Angel" designation fo r the flight and promptly received an
Once above the stratus layer, r canceled IFR and turned north
fFR clearance back home. The tops were now abo ut 5,000 feet
F
Page 6625
ABS February 2001
and considerably bumpier than during the climb out a few hours
earlier.
The controller asked if I could keep my peed up to precede
a King Air to the airport, and I advised I would try. Perhaps if I
had not been on an Angel Flight mission, he would have vectored me behind the faster turboprop. As is often the case, we
were vectored onto the final leg of the runway 21 VOR-A approach at a higher than optimal speed.
In the clouds, I slowed to gear down speed, locked onto the
212 degree radial of SMO VOR and started down. I glanced
back at my ill passenger to make certain the fast rate of descent
was not hurting his ears. Barely moving his head, he gave a
silent nod of approval to the approach.
At about 1.5 miles from the runway, I could let down to
minimums. I was still in the clouds at 1,000 feel. While a missed
approach was looming in my mind, I did not want to prolong the
ill passenger's flight any longer than I had to.
Down to the MDA I went with gear down, full flaps with
the missed approach at hand. Just as I reached the lowest altitude allowed, we skimmed out of the clouds and I saw the runway end identifier lights flashing at us through the mist and
fog. "Runway in sight," I advised the tower. "Debonair 330CL
cleared to land," came the response.
We squeaked onto the runway and turned off toward the
terminal building where Angel Flight has its headquarters. After shutting down the engine, we disembarked, unloaded and I
walked with the passenger to the office where everyone present
gave him a warm welcome.
Having done my job, I said my good-byes, wished the young
cancer patient my best and headed back to my airplane. Perhaps if I were Ernest Gann or some other great author wellversed in the conveyance of words, I could better express my
feelings.
Everything about the flight was perfect! The weather, the
clouds, the colors of the desert landscape shadowed by rain
showers, the thrill of breaking out at minimums all made thi s
flight wondrous and complete.
But the fulfillment came from helping someone in need, and
being able to use my skills as a pilot to do so. Yes, this mission
taught me much about flying.
I urge all pilots to learn similar lessons. Be it Angel Flight
or any other charitable flying organization, we owe it to society and to ourselves to help out. Charitable flying is a painless
way to donate time and aircraft to those in need.
I guarantee flying such missions will benefit you, perhaps
in ways different than those of the passengers, but rewarding
beyond words.
For 1Il0re in/ormation or to volllnteer: Angel Flight West, 3237
Donald DOllglas Loop SOlltlz, Santa Monica, CA 90405-32 J3.
Phone: 3 J0-390-2958. E-mail: in/[email protected]. Website:
wlVlV:angeljliglzt.org.
-@-
ABS Feb ruary 2001
Charles Finkel in his Debonair.
ABS Air Safety Foundation ~"'-.
Endowment Fund
...~~
~y
__. .
This Fund will pro~ rb-~ ~
vide a permanent ~revenue source to
"%>J'>----<,,~
carry out and ex'>f~fry FOU"'"
pand programs of the
ABS Air Safety Foundation. The longterm goal is an endowment fund of
five million dollars.
c_/'J;l.
DIRECT DONATIONS
• Hager Harrison,
Greenwich, Connecticut
• Robert C. Arnold, Madera, California
GIFTS IN MEMORY OF
• Florence Hanson. mother of
ABS President Jon Roadfeldt's
wife Ginny
• Coach Ed Whiteley- friend of
ABS Director Jack Threadgill
• Virginia Strickland, mother of
past ABS Director Dick Strickland
SAFETY BUILDERS (pledged giving)
• Jack Threadgill, Bryan, Texas
Contributions are tax deductible. In
addition to one-time donations, the
Safety Builders are donors who have
pledged a set annual amount. See
the January ABS Magazine, page
6590, for more information or call ABS
at 316-945-1700.
Page 6626
Traffic at 12 0' clock
BY JI M HUGHES
Oy. has my "flying life" changed. My previous
employer kept me flying mostly around Florida and
the Southeast to such thriving citi es as Baton
Rouge, Louisiana; Birmingham, Alabama; and Columbus,
Georgia. I seldom went into the rarefied air above Flight
Level 180, and most trips were not more than an hour long.
The saying in the industry for this kind of flying is, "They
pay us mostly for waiting; the flying is so easy and so much
fun that we'd do it for free. We get our salary for lounging
around the FBO's pilot lounge all day."
For those of you who think that's backwards (most of
our employers do), try it! Just visit any fixed base operator's
pilot lounge and watch the actions of the poor souls there
who are snoozing. Can ),011 snooze, watch daytime TV and
read for nine hours every day? Canyoll pace back and forth
while looking at your watch? (Where are they? They said
they would be back hours ago!)
Now I've been thrust back into the wonderful world of
jets and high-density airports! Don't get me wrong, I love
flying the "Near Jet." 0, they dOIl't put screens on the
engine exhausts to keep birds from catching up with us
and flying up our tail pipes. That's a myth perpetrated by
Learjet pilots! Yes, we are 100 knots slower than the other
jets operating on the jetways above 30.000 feet, but we are
also 100 knots faster than most of the turboprops operating up there with us.
The other day I had a controller ask us what indicated
Mach number we planned to maintain. When I answered
"Point six, maybe point six-two later when we've burned
off a little fuel. .. ," some gravel.voiced airline captain came
up without identifying himself and said, "Does your mother
know you are out here playing in the street?"
Whatever. The good news is that we are a jet, and we
can accept most Standard Instrument Departures. If we load
it right and don' t screw it up somehow, our flight manage·
ment system will lead us through a complicated STAR
procedure onto the Localizer or lLS approach to a busy
airport.
(Please don't ask my flying partner about the time we
were in the middle of a complicated Selected Terntinal
Arrival Route into Memphis and [ became curious about
how far and how long it would take us to make it to the
next fuel stop and managed to make the flight manage·
ment system suddenly think it was commencing the pro·
cedure from 1,100 miles away !)
B
Page 6627
Dealing with a lot of traffic
Like always, I'm trying to arrive at the gist of my subject via anecdotes and humor. The bad news is, with my
new jet seat, I'm noticing that there is a lot more traffic up
there than there was last time I looked! Where I used to
see an occasional air carrier jet go by maybe twice in a
two-hour flight. now I see one about every five minutes! I
had noticed an increase in low-altitude traffic (especially
in south Florida) lately but had assumed this to be mostly
due to an increase in training traffic from all the schools
located there who are busy turning out foreign and domestic pilots for the growing air carrier demand for their services. Wrong!
Want to hear an interesting quirk to the training situation? My home airport, Sanford, Florida (SFB), was and is
still churning out newly minted airline pilots-to-be from
both domestic and foreign countries. At the same time, the
airport has begun to receive anywhere from five to 10 foreign air charter carriers a day, mostly bringing tourists from
Great Britain to Disney World. Would you believe that
about a year ago one of the charter carriers (I understand
at the demand of their pilots' union) demanded that the
carrier move their destination from Sanford to Orlando International Airport (MCO), "Because all those little airplanes are getting in our way." Guess where they were
getting some of their newly trained pilot hires?
Hypothetical pilot story
Oh, well. What's that got to do with the bulk of us BonanzalBaron owners who only fly our airplanes for fun
and personal business these days? Unfortunately, a lot. Take
the following hypothetical case of a Bonanza/Baron owner
who flies mostly in the "hinterlands" of Georgia- never venturing close to the Atlanta Class B airspace. Suddenly, he has
a client or relative who absolutely must be picked up at Atlanta Hartsfield Airport and taken to Charlotte, North Carolina. He has just spent a lot of money on upgrading his
engine(s), including the addition of "turbonormalizing" that
will allow him to fly up to 25,000 feet.
Our mythical pilot checks the weather carefully and
finds that ifhe can get above 20,000 feet, he can capture a
howling tailwind,. which will save him or her a bunch of
fuel and a bunch of time, and perhaps take as much as 45
minutes off normal flight time for that trip. He (or she) is a
very safe methodical pilot who would /lever venture into
unknown territory without checking and planning. Our pilot
will fly VFR to ATL at low altitude.
Fortunately, Atlanta is not yet one of those airports like
Washington National (DCA), laGuardia (LGA) or JFK
that requires an airport reservation (ARO) to arrive or depart. The procedures to obtain an ARO are contained in
ABS February 2001
the AOPA Airport DirectOl}' and in FAA publications. Until
you've done it once, it can be both formidable and frustrati ng.
Our pilot has already filed his IFR flight plan for both the
leg to ATL at 8,000 feet and the outbound leg to CLT at Flight
Level 210. Fortunately, the pilot's Bonanza/Baron is fu lly capable of flying at 21 ,000 feet if he wants to with hi s new turbochargers. But, taldng his airplane to those altitudes-particularly from a large, busy air carrier airport-has unfortunately
thrust him into a different league of fl ying.
First, he now has to have high-altitude charts that depict
"jet routes." Just in case ATC cannot accommodate him in the
"flight levels," he probably also needs all the low-altitude charts,
too-in case he is assigned 17,000 feet instead of "Flight Level
190." That 's a rather large bag of publications that our pilot
must have withi n arm's reach,
Our pilot has chosen one of the four available "arrivals" for
ATL based on the direction he is arriving. He also has at hand
all of the instrument approach charts for ATL. Finally, to his
di smay, he find s there are not one but three airport diagramsl
taxi routes, depending on what the prevailing runway visual
range (RVR) will be at the time of arrival. He prays to the airport gods that the controllers will grant him landing on Runway 26R18L, the one closest to the general aviation fixed base
operation.
Our pilot's prayers were heard, and he gets a visual approach
to Runway 26R and turns off at taxiway "Dixie." Whew! The
crew van was ready to take him to the terminal to pick up his
client. His meeting with the client went without a hitch, and
now he's back at his airplane, loading the client's baggage.
He is on schedule, so he knows his ATC clearance will be
ready when he gets the airplane running and calls for it. The
clearance he filed , which he asked for after consulting the High
Altitude Preferred Routing, ATL-CLT, was Atlanta Four Departure to EAONE, Direct Greenwood (GRD), UNARM ONE
arrival CLT.
Unfortunately, what he got was totally different, probably
because Air Traffic Control did not want a "slow" airplane in
the middle of a busy corridor between two major airline hubs.
What our pilot probably got was, "Cleared to Charlotte via
radar vectors Athens, Victor 66 Greenwood, flight plan route.
Climb and maintain 4,000, expect Flight Level 210 in 10 minutes. Departure control frequency 125.7, squawk 4573, hold in
position, contact ground control for taxi."
This takes our hero about fi ve minutes to decipher, since it
is not the plan he filed and his plan did not include any lowaltitude routing. Finally, he is ready to taxi and calls ground
control. He is greeted with "Baron 5464 Whiskey. We had a
departure slot for you about two minutes ago off Runway 26R,
but we couldn 't get you. Hold there and we' ll get back to you
shortly."
Finally, with the engines running for about 10 minutes and
the lineman patting his foot and shaJdng his watch, ground control says, "Baron 5464 Whiskey, if you're still up, taxi to 26
ABS Februa ry 2001
LEFT via Dixie, left turn on Alpha, hold short of Alpha six for
the Airbus coming out of the North Cargo ramp, follow him on
Alpha, hold short of26 RIGHT and monitor tower on 125.32."
By now, our pilot has charts and diagrams scattered all over
himself and his passenger who, although not a pilot himself, is
keenly interested in all that is going on. Our pilot has hoped to
impress his passenger with the ease and speed of personal air
travel. At this point, he is not sure that (a) he is not going to do
something stupid and get yelled at, or that (b) he is going to be
able to keep up with the barrage of instructions he knows he is
going to get--{)nce he gets airborne-from Air Traffic Control.
He utters yet another silent prayer and begi ns to taxi. He
makes it to the end of Runway 26R rather easily because he
had an Airbus to follow most of the way. He switches to the
assigned tower frequency just in time to hear, "Baron 5464
Whiskey. Taxi without delay across Runway 26R, turn left on
Bravo, hold short of 26L and continue to monitor tower on
125.32." Boy, he's sure glad he switched to the tower in time to
hear all that, or he might be sitting in the middle of the taxiway
this time tomorrow!
Finally, our pilot is cleared for takeoff. Whew' That was
nerve-wracldng. After a few vector turns and a series of attitude assignments, he's on his way.
After that harrowing experience at Atlanta, our pilot hero is
at his fi nal cruise altitude of 17,000. (Why are we not surprised
that he did not ever get his requested flight planned altitude of
Flight Level 21O?)
He folds and refiles about half the charts he had decorating
the COCkpit, his lap and the lap of hi s passenger. Now he has to
get ready for the STAR, or terminal arri val, into Charlotte. He
Page 6628
is actually kind of surprised to get the UNARM 0 E arrival,
after being constantly vectored off his planned and filed flight plan.
The controller asks him if he can maintain 250 knots in his
descent. When he says he cannot, the controller gives him a
right turn off the published arrival course to 090, to clear him
out of the way, and descent clearance to 12,000 feet. He is very
busy trying to get the CLT arrival ATIS when he finally notices
it is a different frequency than the Departure ATIS that he had
noted at the top of his CLT Approach chart.
Out of the corner of his eye, he also notices that his passenger seems to be in painful discomfort, probably from an ear
block. No matter. No time to deal with it right now.
The actual flying now becomes somewhat easier. All he has
to do is follow vector headings and assigned altitudes. He is
told he is being vectored for an lLS Runway 18L approach to
Charlotte, and he is ahead of the game for probably the first time
in the flight. He notices with glee
Even airline crews that Run way 18L is the closest to
still screw up once in Signarure Flight Support, theFBO
awhile with a missed where he wants to go.
At this point two things hapaltitude assignment
or a runway incur- pen, both bad news: His passension. The pilot in my ger succumbs to the pressure of
example was ex- his ear block and throws up on
them both; and the controll er
tended in his ability
says, "Uh, Baron 5464 Whiskey,
about as far as he Runway 18L is not goi ng to
could stand without work out for you after all. "
either hurting himself Change your approach to the
or coming to the ILS 23, you are now cleared for
attention of the FAA. the TLS 23 Approach, maintain
2500 until LECAR inbound, contact the tower on 11 8. 1. Bye now."
Our pilot cannot find the approach chart for the lLS 23 and
has no earthly idea where LECAR intersection is or what defines the fi x! Luckil y, about this time he breaks out of the
undercast and sees the airport off to his right. He finally spots
what he reasonably assumes to be Runway 23 and calls the
tower who clears him to land. "Thank you, airplane gods!"
Our pilot's fun is not over yet, however, as the tower admonishes, "Baron 5464 Whiskey, keep it rolling past Runway
18L, then turn right at ROMEO and contact ground on 121.9."
This he does and ground control tells him, "Continue southwest on ROMEO, hold short of CHARLIE." A landing USAir
757 rolls past his nose and he is immediately given "5464
Whiskey. Cross 18L at CHARUE TEN, hold at DELTA SIX
for the Learjet at your 10 0' clock, then follow that aircraft on
DELTA to the ramp." Finally, the trip is over!
Our pilot shuts down the engines, turns to his important client/passenger and makes the mistake of asking, "Well , how
did you Like the trip?" The passenger, still covered with sickl y
substance and with some of the pilot'S charts sticking to him,
smiles weakly.
Page 6629
What's my point
How does relating this theoretical but fairly common story
have anything todo with avionics? Well. you'll notice I did not
at any time introduce the additional distraction of a COMINAV
radio not working, a NAVAID going on the blink, or even a
summer thunderstorm to contend with. If any of these things
had happened at either Atlanta or Charlotte, our pilot would
probably not have completed his (or her) trip!
Based on my most recent experiences in operating into and
out of our nation's busiest airports, I find it higWy improbable
that the average pilot, or even most of you above-average pilots can safely operate from them, much less do so and handle
a sick passenger, an airplane mechanical problem. a radio or
Navaid problem, and watch for traffic.
Airlines have two pilots
The airlines do thi s with canned, consistent fli ght routings,
using two highly qualified aircrewmen. Even airline crews still
screw up once in awhile with a missed altitude assignment or a
runway incursion. Our pilot in the above exampLe was extended
in his ability about as far as he could stand without either hurting himself or coming to the attention of the FAA.
Most of you live near a large Class B airport, such as Atlanta or Charlotte, that you can get into or out of proficiently
and safely. However, your trips into and out of them usually
don' t go very far and don' t then terminate at a big ai rport. Most
of you who have turbo-capable airplanes can also handle the
mysteries of high-altitude flight. Those who live in the rocky
west do so every day they fly without thinking much about it.
That is not what I'm warning against.
What 1 want all of us to think about is: What happens when
our friendly, sLeepy airport turns into one with multiple approaches, Standard Instrument Departures (SIDS). STARS and
taxiways running in all directions? Are you ready to mix with
wide-body jets? Are all your Navaids and radios in good shape?
Are your charts and databases up to date? Are you mentally
ready to keep up with rapidly changing ATC instructions?
A copilot can help
If the answer to anyone of these questions is, "[' m not sure"
and a reason you have to take a trip like the one [ just described
comes up, for tbe sake of all of us, including yourself, please
consider taking along a copilot!
A copilot, even a private pilot, can help you Look for traffic.
or can help fly the airplane while you sort out the ATC instructions and find the right set of chartS. If you'll do this, I'll see you
at the FBO pilot's lounge and buy you lunch. See ya next month.
Jim Hughes, Sanford, Florida, holds a BS degree in Aero Engineering, He is a CFII
and an A&P mechanic. Jim heads Marketing & Professional Services, a consult-
ing and flight test firm involved in both military and civil avionics applications.
ABS February 2001
View from fhe beochfront hotel ba lcony.
W
e were tiring of the Texas beaches
and were looking for a new
coastal area to enjoy-so we
headed to Florida. We had flown over
Destin last spring on our way to Sun 'n
Fun and liked what we saw.
Destin is four and a half hours from
Central Texas by Bonanza-about twice
the time to South Padre Island. But everything is about the same price, so the
only extra cost was the fuel for the added
flying time.
We stopped at Baton Rouge (BTR),
Louisiana, for a break and fuel. (The selfserve is 40 cents cheaper per gallon than
the truck; ask tower for directions.) There
is supposed to be a place to eat, but we
did not look for it.
From BTR we flew to Pensacola
(PNS), Florida. The BTR ground controller put us into the ATC system for flight
following, which turned out to be a good
deal : We did not need to take a less direct route, instead were vectored to the
beach, given altitudes to fly and traffic
all the way.
We were handed off to at least a halfdozen very good controllers. Going this
route was shorter, avoided afternoon
thunderstorms inland and gave us miles
of sightseeing.
IFR types should find it an easy trip.
If you go VFR, I recommend you start
flight following well before nearing the
restricted areas. You must use controllers to get to Destin. See charts of the
ABS Fe bruary 2001
area for instrucrions and frequencies.
There were many types of planes at
Destin . Jers, twins and si ngles covered
the ramp the Sunday we arrived. After
you land, someone from the FBO will
ask for your type of plane and length of
stay, then direct you to parking.
A driver and van was at the tiedown
spot when we arrived. He secured the
ropes, took the family and our luggage
to the terminal and then returned for me.
Very good service from Miracle Strip
Aviarion.
We took a taxi to the hotel. I thought
it was expen sive for the seven-mile
ride-$2 1 plus rip. I recommend a rental
car for a short stay. Enterprise is nearby
and has a drop at the Destin FBO.
There are many condos, houses and
hotels on and back from the miles of
beach. You just need to decide what suits
your needs, taste and budget. The Best
Western. Radi sson and Four Poin ts
Sheraton are all on the island and on the
beachfront.
The boardwalk restaurants and family recreation are all within walking distance. There is some limited shopping in
the usual tourist stores. Just about any water-related spon is within a few miles drive.
The beach is much different than ours
in Texas. The sand is very white and the
water is usually clear. "Usually" means
that when seaweed moves in close to
shore, the water looks like a "Texas pond
in the summer!" Just pick your swimming time when the weed is out and the
water is beautiful.
We enjoyed the area, beach and fine
food for three days, and we found it to
be a very nice place to visit. Even in the
summer with the heat and crowds, it was
a pleasant stay.
A VFR departure can and should be
coordinated with departure control by
phone. A direct line is in the FBO flight
planning room. We asked for a west depanure along the beach as far as possible.
This turned out to be Louisiana!
We were given flight following all the
way to our fuel stop, De Ridder (DRJ)
Loui siana. DRI is a very nice airport,
with good facilities and a counesy car.
An FAA Flight Service Starion, a rare
sighr, is on the field.
It was an easy VFR trip. The only
work was all the frequency changes near
Destin. I definitely recommend it as a
water-related "Bonanza Getaway."-@-Page 6630
Aircraft engine vs.
auto engine rebuilding
through bolts or the several, very long standard AN boltswhich are what hold the highly stressed main bearings together-and a sort of blank look or blank sound is the response. Although these items rarely produce a crack indication, they nevertheless need not only a good visual inBY LEW GAGE
spection for nicks, gouges, fai ling threads, poor plating and
a diameter check, but also require inspection by a means
that will reveal defects that are rarely visible even with a
ebuilding an aircraft engine requires a few additional
magnifying glass.
steps co mpared to an automobile engin e.
There are several reasons for this requirement. Of
Of course, inspection by the best available method does
course, reliability is the paramount objective in engines that not guarantee an absolutely fail -proof part. It may contain
power aircraft. Five hundred horsepower from a 300-cu- some undetectable flaw or, even if no flaws exist, the part
bic-inch engine is of no use whatsoever if we are unsure of may be subject to an overload condition. But at least a thorexpecting uninterrupted power and have an engine that has ough inspection gives a better chance that all is well.
an unproven track record.
New parts are inspected and tested
Yes, I know there are the rare total
by these same methods so it is just
fai lures of certified aircraft engi nes.
common sense that pans which have alHowever, considering the compromise
ready been in service and subjected to
incorporated in aircraft engines, when
the many stresses and strains be excompared to auto or stationary power
amined by the most reli able means
plants, these failures are rare. The comavai lable.
promise that might contribute to a fail Back when I was overhauling a few
"E" accessory cases, I did one for my
ure is the elimination of weight. which
Wyoming hangar neighbor. I know that
equates to strength, in order that the
all of the gears in the engine were inengine will not exceed weight which
-E· starter jaw gear and crankshaft
gear.Teeth broke during engine slort.
spected by a shop that had a very exwould make it useless as an aircraft
logbook showed no record of these
perienced Magnaflux operator. Due to
engine.
ports having been mogneticot~
inspected
at
losl
overhaul.
a
failure of the gasket between the acAlthough the manufacturing processory caSe and the crankcase, which
cesses and material s for our aircraft encaused a massive oil leak at the oil galgines are somewhat similar to an auto
lery holes, the engine was removed
engine, they are not the same. The mass
from the airplane and the accessory
production of auto engine parts and its
case removed from the engine. A broresultant low cost allows throwing
ke n tooth was di scovered on the camaway of many parts during engine overshaft gear (not relative to the oi l leak).
haul. Aircraft parts are costly enough
That broken tooth part in turn put a
that many of the parts are reworked, ingood-sized "dent" and several other
spected and fitted for return to service.
nicks in the id ler gear which drives the
There are very definite procedures to
scavenge pump and fuel pump as well
accomplish this "retum to service" so the
engine will perform as reliably as a brand new engine would, as the Hartzell "T" drive.
The point is that the naw in the camshaft gear had not
and new is very hard to beat.
shown 400+/- hours prior to the discovery of the failure.
The blowout of the gasket, causing the massive oi l leak,
Inspection of steel parts
The reason I'm writing this missive is because I' ve re- just may have prevented a sudden engine failure by the disceived a number of telephone calls from those doing a lo- covery of the partially failed cam gear. "Ya pays your money
cal overhaul of an "E" or other engine. In the course of the and takes your chances."
I did another accessory case for another Wyoming hanconversations, I discovered there are many folks (both owners and mechanics) who do not know of the need for some gar neighbor that was detailed in the November 1994 ABS
inspections which should be performed.
Magazine, page 3677. Please read via the Society's CDThe most commonly overlooked area is the need to magROM or your hard copy of the magazine about that engine.
netically (Magnaflux) inspect every steel part that will be The gears shown in the photo came from that engine and,
reused in bui ldup of the engine. I mean each and everyone as best we could determine, had not been inspected at the
of them, no exceptions. Menti on Magnaflu xing of the last major overhaul. The resulting failure of the starter jaw
R
Page 6631
ABS Feb ruary 2001
Something to ponder ...
In this month 's article, I had occasion to calculate the number of times
an engine in our Bonanzas or Barons
might experience a power impul se
during the normal times between overhaul s. A six-cylinder engine turning
2.400 rpm for 1,500 +/- hours fires 650
million times. give or take a few 10
thousand. That would be 7,200 power
impulses per minute.
Imagine that each time your engine
fires it puts a dollar in your bank account. 57,200 per minute for 1,500
hours! To me, that is a considerable
sum, even by today's diluted dollar
worth.
I also visualized that if each of
those dollar bills were laid end to end,
they would circle the Earth's equator
two and one-half times.
Additionally, I pictured our elected
representatives in Washington fritter-
and crankcase gear caused major problems. At least it occurred
during engine start so no inflight failure occurred. There is a
good possibility that the small imperfection that caused the large
imperfections of both gears would bave been discovered before those gears were installed in the engine.
There are many other items needing Magnafluxing. The
aforementioned bolts and gears are only examples. Remember,
every steel pan that is reused needs this process. New approved
parts have already been inspected and are manufactured by an
approved process using approved materials.
Inspection of other parts
ing away our hard-earned tax dollars
in a realm where 650 million is a drop
in a bottomless barrel, a good deal of
which is to satisfy the requirement of
obtaining a personal "legacy" or a few
more votes from their constituency at
the next election.
I guess I just never realized what a
large number 650 million is to a crankshaft and what a small number to a
politician.
number of "other folk's" fai lures, these shops know the real
need for these careful inspections and repair by proven methods. In addition to fo llowing the prescribed overhaul procedures in the manufacturers' manuals, various additional methods have been developed by repair stations that will produce a
reliable engine.
The final component, however. is the person overseeing and
doing the assembly of the engine. In the September 1994 ABS
Magazine, page 3607, I had an article detailing a few steps not
included in the overhaul manuals which might be additional
insurance against future bad luck. I've seen enough broken parts
to know that shortchanging the inspection process at engine
overhaul time is more than risky.
Inspection of aluminum or magnesium pans requires removal of the finish paint or other types of surface. Although
lewis C. Gage. ABS memb., ATP mulfiengine land wilh Boeing 70711201147/
powder coating is a very nice-appearing, long-lasting durable
Airbus-310 ratings. Commercial single engine land; flight instructor MEI.ISEL airplanes Gnd instruments; ground instructor advanced and instrument; flight navifinish, it may hinder the inspection of the component at the
gator; flight engineer; mechanic-airplane and engine: and FAA parts manufacnext overhaul. Dye penetrant inspection as well as dimensional
turing authorization. Flight lime: 15,OOO-pfu5 hours. Lew may be contacted at
Sunrise Fillers, Inc., 2255 Sunrise, Reno, NV 89509. Phone/Fax: 775·826·7184.
inspection should be accomplished after the pan has been thoroughly cleaned of all paint, sludge or
other contaminants.
2001 SERVICE CLINIC SCHEDULE
Crankcases are under an enormous
strain during engine operation and crack-
ing (some of which may be repairable)
could result. Although crankcases are not
made of rubber, they bend, deflect, stretch
and yield a considerable amount while the
engine is operating. The crankcase and
crankshaft, as well as other engine and
propeller components, are subjected to
650 million +/- very strong power impulses during the normal TBO times and
may produce cracking.
A tour of a repair faci lity such as ECI,
DIVCO or other large facility can be very
enlightening. We humans seem to judge
what might go wrong by what has happened to us in the past. By handling a large
ABS February 2001
DATES
FBO
AIRPORT
March 9-'2
Windward Aviation
lNA
lantana, Florida
April 20-23
Guernsey Aviation. Inc
3AU
Augusto. Kansas
May 4-7
Aviation Classics. ltd
ASO
Reno. Nevada
August 10-13
Spokane Airways
GEG
Spokane. Washington
June B-11
PS Air Inc.
CIO
Cedar Rapids. Iowa
July 13-16
Styles Rebuilding
44N
lagrangeville. New York
October 26-29
Cruiseair Aviation
RMN
Ramona . California
November 16-19
W.H.P.Aviation. ln c.
073
Monroe. Georgia
November 30December 3
Chandler Aviation Inc.
CHO
Chandler. Arizona
LOCATION
The ABS Service Clinics run Friday through Monday.
Call ABS Headquarters (316-945-1700) to make arrangements to attend. or
sign up via the ABS websiTe: <www. bonanza.org>.Cost of these excellent onehour Visual inspections is $140 for Bonanzas and $175 for Barons and Travel Airs.
Time slots are limited to 32 during each four<lay clinic.
Page 6632
REGIONAL NEWS
North East Bonanza Group
2000 was a great year for the NEBG ! We had many successful fly-ins; met new friends ,
saw new places and assisted each other with Beechcraft-related issues. Participation at
our fly-ins increased; more people meant more people to meet; more airplanes to see.
Our fly-in to Reading, Pennsylvania, on October 14- 15 hosted by Rich and Jeannine
Campbell was a great success. The group included Walter Harris, Simon Phipp, Danielle
and Robert Mark, Skeet Cronrath, John Anastasi, Larry West, John Horan, Paul Domiano,
Kathleen and Clement Zika, Thomas Kerr, Stell Harrison, Bob Gordon, and Everett and
Carolyn Williams.
We met at the Aviat FBO on the field at II a.m . where Aviat gave us a great break in
fuel pricing for which we were all grateful. We had some time to sociali ze over lunch at
the Wild Wings Cafe at the new terminal building. Afterwards, we went to the Mid Atlantic Air Museum where we saw many flying condition aircraft such as a B-1 8, B-25 , AT-6,
Custer Channel Wing, Martin 404, P2V-7, C-119, Vaneze and many others. One notable
airplane under restoration was a P-6 1.-Sleven Oxman
Midwest Bonanza Society
~
March 24 One day luncheon Fly-in
at Eagle Creek Airport (Indianapolis)
on Saturday. March 24. Arrive at 11
a .m . for lunch at Rick's Boot Pork overlookIng Eagle Creek Reservoir. ff you
plan to oHend, you must notify Craig
Bailey (84 7-265-9344) or <cbaiJey
@kraft.com> no loter than two weeks
Prior.
May 18-20 - Lake Barkley State Resort
Pork. Cadiz. Kentucky. For reservations,
call 800-255-PARK and advise them
you're with the MBS group. For more
information coli Croig Bailey (847-2659344) or [email protected]
John Whitehead at <jwhiteheo@earth
link.net> . Reservation cUf off date is
April 20.
I
The Rocky Mountain
Bonanza Society
The society is trying to update its email address database. If you live in
the eight-state region of Colorado, Nebraska, Utah, Kansas, Montana, Wyoming, North Dakota or South Dakota
and would like to receive notices pertaining to upcoming events (Monument Valley, Utah, in March and Great
Falls, Montana, in May), send an email with your name and phone number to <[email protected]>. We
welcome participation from other
states as well! - Bill Stol'all, presidelll
ASS member earns Master CFI designation
The National Association of Flight Instructors ( 'AFI) recently announced a significant
aviation accomplishment on the part of ABS member Jeff Edwards. Jeff is an Aviation Safety
Counselor for the FAA's St Louis FSDO, an aviation writer and BPPP instructor. Recently.
Jeff's designation as a Master CFI (Certificated Flight Instructor) was renewed by NAFI. To
help put thi' achievement in proper perspective, there are approximately 78,000 CFls in the
United States. Fewer than 300 have achieved that distinction,
The Master [n,tructor designation is earned by a candidate through a rigorous process of
continuing education and, much like a flight instructor's certificate, it must be renewed biennially. The designation identifies those '"Teachers of Flight:' who have demonstrated an ongoing
commitment to excellence. professional growth and service to the aviation community. Through
their dedication to excellence, Master Instructors truly represent the creme de fa creme of our industry! To publicly recognize these individuals and their notewonhy accomplishments, NAFI will host
its "Meet the Masters" breakfast. to which Jeff wi ll be invited. during the Experimental Aircraft
Association's (EAA) AirVenture 2001 in Oshkosh. Wisconsin.
[f there are questions regarding the Master Instructor program. conwet Sandy Hall, MCFI,
at 303-485-8 136 or [email protected] or visit NAFl's website at www.nafinet.org
Page 6633
NORTH EAST BONANZA GROUP
200 1 SCHEDULE
A number of us arrived early in
Reading to help develop our terrific
200 1 Fly-In Schedule. Please place
the following dates and places on
your calendar and we hope to see
you there.
-Everett Williams
Feb. 17 - Lancaster, Pennsylvania .
Lunch at the Airport Restaurant
and a tour of the Amish
country in the afternoon . Host:
Everett and Carolyn Williams.
March 17 - WilliamsburgJomestown. Vlrgmia (JGG)
Lunch at the airport restaurant
and a tour of Colonial
Wilfiamsburg. Host needed.
April 21 - Wlfmingfon. Delaware
(ILG) . Lunch at the 94th Aero
Squadron followed by a tour of
'Old Town~ in New Castle. Host
needed.
May 19 - Nemacolin Woods Resort.
Pennsylvania. in the Allegheny
Mountains about 75 miles SSE
of Plffsburgh. A weekend
special for Friday and Saturday
nights as well as a Saturday
lUncheon for those who can
only play on Saturday. Host.
Steve Oxman
June 16 - Basin Harbor. Vermont.
Another weekend special and
a Saturday luncheon. Host·
Bob Gordon
July 21 - Old RhInebeck. New York.
We will view the flying activities
of WWI airplanes. We will fly into
a neighboring airport and be
bussed to Rhinebeck for the
demonstration. Host needed.
Aug 18 - Blocr Island. Plans are not
complete, but probably will be
lunch and a tour of the island.
Host needed.
Sept. 15 - Wilkes-Barre, Scranton,
Pennsylvania. Lunch and a
tour of railroad museum, Host:
SteH Harrison
Nov. 17 - Millville, New Jersey. LUnch
and a tour of the aViation
museum. Host: Clem Zilka
ABS February 2001
(As of January, 2001)
Rocky Mountain Bonanza Society
Serving Colorado, Kansas, Nebraska,
North Dakota, South Dakota, Montana,
Utah and Wyoming
Contact: Bill Stovall, 32675 Woodside Dr., Evergreen. CO
80439. Phone 303-670-2244. fax 303-670-3385. cell 303810-1350 or e-mail <[email protected]>: or Ron
Schmidt. PO Box 890, Ogallala. NE 69153. Phone 308-2846090. fax 308-284-63 16 or e-mail <schmidt @lakemac. net>
Southwest Bonanza Society. Inc,
Serving Arkansas, Louisiana,
New Mexico, Oklahoma and Texas.
Contact: Marvi n Polzien. 819 Wood N Creek.
Ardmore, OK 7340 1-2941. Home 580-223-39 10
or office 580-223-1234
Midwest Bonanza Society
Serving Illinois, Indiana, Iowa,
Michigan, Minnesota, Missouri, Wisconsin,
Ohio and Kentucky.
Contact: John Whitehead. 2079 Glenalden Dr. W, Germantown.
TN 38139. Phone 901-756-1166 or e-mail
<jwhitehead @earthlink.net>. Website is <http://
home.earthlink.netl-jwhiteheadlindex.html>
North East Bonanza Group
Serving Connecticut, Delaware, Maine, Maryland,
Massachusetts, New Hampshire, New Jersey, New York,
Pennsylvania, Rhode Island, Vermont, Virginia, West
Virginia and Washington, D.C.
Contact: Steve Oxman, 385 Westbury Drive. Riva. MD 21 140. Phone
4 10-956-3080 or e-mail <[email protected]>
Southeastern Bonanza Society
Serving Alabama, Florida, Georgia,
South Carolina, North Carolina, Virginia,
Mississippi and Tennessee .
Contact: John Sell mer, 128 Sea Island Drive, Peachtree City,
GA 30269. Phone 770-487-8386, fax 770-631-0501
or e-mail <[email protected]>
Pacific Bonanza Society
Serving Arizona, California, Idaho, Nevada,
Oregon, WaShington and Alaska
Contact: Steve Walker, 17715 NE 141 st St., Redmond,
WA 98052-1234. Phone 425-883-1984. fax 425-4971064 or e-mail <[email protected]>
Australian
Bonanza Society
Serving Australia
Contact: Peter Gordon. PO
Box 150, Torquay, Victoria,
Australia 3228. Fax: +61-3-5261-7016, e-mail
<pgord@ozemail .com.au>
ABS February 2001
Now is the _ to join the
Regional
YOII' area!
Question: What is the difference between the ABS and the independent Regional Bonanza Soc ieties?
The short answer is: While the national convention is a lot of fun. the primary objecti ve of the ABS is to provide
technical and educational support and [0
promote air safety. On the other band,
the Regional Groups are more social with
some education at the many fly-ins to interesting places. Some fl y-ins are for a two
or three-day weekend, while others are for
just a day with lunch andlor dinner.
Some of the interesting places Regional Groups fly to are:
Midwest: Rough River State Park in
Kentucky and the Telemark Resort in
Wisconsin.
Northeast: The Amish Country in
Pennsylvania, the U.S. Naval Academy in Maryland, Williamsburg in Virginia and Toronto, Canada.
Pacific: Durango, Colorado and
Carson City, Nevada-and even a
cruise out of Southern California.
Rocky Mountain: The U.S. Air Force
Academy in Colorado, Monument
Valley in Utah and Lewis & Clark Museum in Great Falls, Montana,
Southwest: Branson, Missouri. the
Bush Library in Texas and occasionally to Mexico.
These fly-ins are very interesting and
enjoyable. You meet so many interesting people with interests similar [0 your
own, and many develop into life-long
friendships.
One thing you can al ways count on
at these fl y-ins is lots of hangar fl ying
and tire-kicking. Occasionally, a few flying experience "Iies" may be told. In any
event, you are missing out on a broad spectrum of experiences you could be enjoying from flying if you are not a member of
one of these Regional Groups.
The ABS Board of Directors urge you
to join the independent Regional Group
in your area so you can gel more enjoy-
ment out of yo ur flying.
-@-
Page 6634
Is your CFI
proficient and safe?
BY JOHN ALLEN
BS members know the importance the aviation in
dustry places on recurrent training for pilots. This
is based on the fact that both statistics and actual
experience have shown that pilots who are current and welltrained are better equipped to handle inflight emergencies.
Further. annual training is intended to prevent bad habits
from forming which create hazardous situations.
The fact is, the instruction you receive is no better than
the proficiency of the CFI who is providing it to you. It
has become clear to most of us at one time or another that
all CFI pilots are not created equal.
Most pilots would agree that flight training must include some type of simulated emergencies. However, it is
important to keep the simulation from becoming the real
thing. In the past few years, there have been 49 deaths attributable to these situations. Such accidents involved inadvertent gear retractions, engine-out maneuvers, carburetor icing,
midair collisions, stall spins and many others.
It is unfortunate that a flight instructor's rating does not
mean the CFI is qualified to teach every aspect of aviation. The FAA does have certain requirements the CFI must
maintain, but many times this is just not adequate to ensure
the CFI is safe and qualified to teach emergency training.
It seems that some CFI
It is actually possible to pilots simply flounder their
obtain a CFI rating with way through each training
as little as 300 hours of flight with only a vague
experience.Therefore, idea of what they should be
it is your right to know teaching or how to properly
the credentials of the demonstrate even the most
basic maneuvers.
CFI who is providing
Spin accidents with a
instruction to you. CFI on board the aircraft
are three times more fre quent than in a solo situation. Many CFls think that all
aircraft are spin-tested and that it is safe to demonstrate
spins to students. Aircraft are certified in the normal cat-
A
Page 6635
egory with only a one-turn spin. An aircraft that is intentionally put into a fully developed spin that has not been
tested beyond the requirements of the normal category may
not be able to recover from it.
It is actually possible to obtain a CFI rating with as
little as 300 hours of experience. Therefore, it is your right
to know the credentials of the CFI who is providing instruction to you. You should not hesitate to ask questions
of your CFI such as:
How long have yo u been instructing?
• How many students do you train each year?
How much total time have you logged?
How many hours of instruction have you accumulated
in an aircraft like the one I fly?
Keep in mind the flight instructor is working for you
and any time the training maneuvers compromise the safety
of the flight, you should ask questions. If you are not comfortable with the answers, it is acceptable to call an end to
the training session until you are given proper assurance
that the exercise is within the margin of safety specified
by the manufacturer of the aircraft and within the bounds
of common sense.
It is important to remember that any pilot- including a
CFT who is pilot-in-command of an aircraft-should be
either named in the policy or meet the minimum openpilot warranty found in the policy. Most underwriters are
of the opinion that there is nothing as valuable as experience, and they will insist that the CFI pilot have a substantial number of logged hours in the aircraft model in which
the training is being gi ven.
There are many CFI pilots who provide quality training to their students. It is each pilot's responsibility to make
every effort to find the best CFI for the training that is
required. The training offered to ABS members through
the BPPP is excellent, with Certified Flight Instructors proficient in Bonanza-specific airplanes. Falcon recommends
that you consider this course of instruction for your recurrent training.
Falcon Insurance is the agency for Ihe officiol ABS insurance program.
John Allen may be reached at 1-800-259-4ABS (4227). Falcons website
is <www.fa/coninsurance.com>.
ABS February 2001
Share what you know
BY NANCY JOHNSON, ABS EXECUTIVE DIRECTOR
hrou ghout my career, I've enjoyed allending
educational conventions and conferences. In the
earl y years, I did so for what I could learn as an
attendee. Later, as my professional expertise matured, I
expanded my participation by serving as a seminar speaker
and panelist.
My favorite topic was how to deal with the media, since
most of my jobs involved getting posi tive press coverage
or fending off hostile reporters. The laller was due to the
sometimes controversial nature of the businesses I represented, including a landlords' association, an alternative
energy association and the largest rent-to-own company
in the U.S.
I'd estimate r was invol ved in about 2,000 interviews
or press conferences in the past 28 years. So I like to think
that talking about those experiences and sharing what I
learned has been valuable to the listener.
I can' t say this has made me a polished public speaker
since, lord knows, I' m still nervous as a cat when r step to
a lectern or put on a lavaliere mike. But I'm okay as long
as I remember a wonderful saying - All speakers have butterflies; good speakers get them to fly in formation.
What r didn 't expect when I started spouting tips to
audiences was how much more my own knowledge wou ld
expand. This is because most of my speaking engagements
weren ' t monologues, instead were interactive or fearured
extended question-and-answer periods. Getting the participants involved in a discussion was as educational for me
as it was for the audience.
Thi s is heavy on my mind as the ABS Convention Committee prepares to meet in mid-February to begin planning
the 200 I event, October 10-14 in Mobile, Alabama.
Of course we will have myriad arrangements to work
out - publicity, registration, scheduling, food fu nctions,
social events, the trade show and much more. But development of the educational component ranks highest on our todo list since it is the primary reason the American Bonanza
Society exists, as stated in the first paragraph of our bylaws:
"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."
After the 2000 convention, the commillee and I were
delighted that many of the participants felt the roster of
seminars was much improVed. Truth be told, we'd gotten
sort of complacent about relying on the same speakers and
T
ABS February 2001
subjects. Regardless of how good they or their topics were,
we needed to mix it up more with some fresh faces and
perspectives.
Last year's call for presenters produced several new
seminars, the return of some speakers who hadn 't appeared
for a few years, and many revised formats by rerurning
speakers. Since the convention needs to be a reasonably
priced membership service, we were gratified that most of
these folks were coming to the convention anyway and
volunteered to speak. Their generosity spoke volumes about
their desire to help you and the Society.
More good news about the San Antonio convention is
that we initially had more speakers than we could use. That
allowed us to fill in some last-minute cancellations so there
were no blanks in the schedule. This is akin to having
enough back-up articles in our magazine file for those times
when a feature falls through or a columnist needs to take a
break from his or her monthly writing. (An unsubtle hint
for you to selld ill those articles!)
We want to continue deepening the pool of speakers
and subjects this year and in the future. For 200 I, we are
getting this going NOW for two reasons. First, to get the
seminar publicity out earlier to entice you to ign up as an
"early bird." That way you can take advantage of the reduced registration fees . Second, for pl anning purposes, it's
tremendously helpful to have an earlier indication of the
number of people to expect. If we know how many of you
are coming, we can avoid the hassles of too small meeting
rooms, too little food , long lines at receptions to buy drink
tickets ...
So, here's the deal: We'd like you to volunteer as a convention presenter. We' re primarily looking for piloting and
aircraft-technical subjects, butABS conventioneers do appreciate the occasional non-aviation topic as well.
Most time slots are 50 minutes,
but we'll consider longer if the So, here's the deal:
subject merits more time. We're We 'd like volunteers as
not looking for "sales pitches," al- convention presenters,
though we do allow exhibitors to We 're primarily looking
tout their own merchandise so long for piloting and aircraffas it's only part of an overall educa- technical subjects, but
tional talk about the general catABS conventioneers do
egory of their product or service.
appreciate the occaAs noted, it works best for convention cost-containment if you sional non-aviation
do this as a volunteer rather than topic as well,
in a paid capacity. If that puts you off, keep in mind what
John Wooden (UCLA coach, 1948-75) said : "It's what you
learn after you know it all that counts."
To volullteer as a cOlivelltioll speaker, selld a sYllopsis
of subject mailer alld contact illformatioll to NOllc), at
<boIl0Ilzo2@bolloll:a.org>orPOBox 12888, Wichita, KS
67277.
Page 6636
FEBRUARY
9-11 - Austra lian Bonanza Society
Fly-in. Tyobb. Mornington Peninsula.
Victoria. Australia.
10-25 - Australian Bonanza Society
Fly-In. Norlh & Soulh islands 01
New Zealand. Contact Edgar
Bossinthwoigthe. 07 ·4638-536 7
17 - North East Bonanza Group Fly-
in. lancaster. Pennsylvania,lunch
and tour of Amish country. Contact
Everett Williams,
717-569-9293.
MARCH
9-11 - Rocky Mountain Society
Fly-In. Gouldings Lodge. Monument
Volley. Uloh. Contact Bill Stovall. 303670-2244. ore-moil
<[email protected]>.
2-4 - BPPP.lnc" Son Antonio. Texas.
Conloct BPPP. lnc" 970-377-1877.
9-12 - ABS Service Clinic
Winword Aviation.Airport (LNA).
Lantana. Florida. Conloct ABS.
17 - North East Bonanza Group
Fly-in. Williamsburg, Virginia. lunch
and lour of Colonial Williamsburg .
Contact EvereHWillioms,
717-569-9293.
CALENDAR
2001
TBA - Rocky Mountain Society
Fly-in . Durango, Colorado. Railroad trip to Silverton. Contact Bill
Stovall. 303-670-2244, or e-mail
<[email protected]>.
MAY
OCTOBER
5-7 - BPPP, Inc. Fresno. California.
Contact BPPP.lnc" 971).377-1877.
4-6- Southwest Bonanza Society
Fly-In, BryaniCollege Station, Texas
(Including Texas A&M and George
Bush library and Museum). Contact
Jack Threodglll, 979-779-7155 or
e-mail [email protected],
4-7- ABS Service Clinic
Aviation Classics Ud .. Airport (ASD),
Reno. Nevada, Conloct ABS.
18-20 - 8PPP, Inc.
Milwaukee. Wisconsin.
Contocl BPPP.lnc .. 971).377-1877.
18-20 - North East Bonanza
Group Weekend Fly-in. Nemacolin
Woods. Pennsylvania. Contact Steve
Oxman, 410-956-3080.
24 - Midwest Bonanza Society
Fly-i n. Lake Barkley State Resort
Pork. Cadiz, Kentucky. For reser24 - Midwest Bonanza Society
vations call 800-255·PARK and
Fly-in. Eagle Creek Airport. lndianapo- advise them you're with the MSBS
lis, Indiana. Contact Craig Bailey,
group. Contact Craig Bailey,
847-265·9344. or e-mail
847-265-9344, ore-moil
<cboiley@kraff,corn>.
<cboiley@kraft,com>: or
John Whitehead 01
APRil
<[email protected]>,
6-8 - BPPP, Inc" Fresno. California.
TBA - Rocky Mountain Society
Contact Bppp,lnc., 970-377-1877.
Fly-in. lewis and Clark Museum,
8-14 - Sun 'n Fun. lakeland. Florida. Greot Falls. Montano. Contact Bill
Stovall, 303-670·2244, or e-mail
20-23 - ABS Service Clinic
<[email protected]:>.
Guernsey Aviolion Inc" Airport (3AU).
Augusto, Kansas, Contact ABS.
JUNE
1-3 - BPPP, Inc.
21 - North East Bonanza Group
Spokane, Washington,
Fly-in.Wil mington, Delaware.
Contocl BPPP.lnc .. 971).377-1 877.
Lunch and lour 01 "Old Town" New
Castle. Contact Everett Williams,
6-11 - ABS Service Clinic
717-569-9293.
PS Air Inc" Airport (CID),
Cedor Rapids, Iowa, Contacl ASS.
26-29 - Southeast Bonanza Society
Fly-in. Vidalia. Georgia. Vidalia Onion 7-10 - Southeast Bonanzo Society
Festival & Air Show. Contact David
Fly-in. Branson. Missouri. Shows
and Ann Lovins.
and sighls of Bronson. Contact Bill
912·537-8380. or e·moil
and Jon Jones, 863·676-2775 or
<[email protected]:>
e-mail <Jackj@gote .net>.
27-29 - BPPP, Inc. Columbus. Ohio.
Contact BPPP.lnc" 970-377-1877.
21 -23 - BPPP, Inc.
litlle Rock,Arkonsas.
Conloct BPPP, Inc.. 970-377- 1877.
AMERICAN BONANZA SOCIETY HEADQUARTERS
1922 Midfield Rd./PO. Box 12B88/Wichita. KS 67277
Phone: 310-945-1700 - Fax: 310-945-1710
Web Site: http://www.bonanzo.org - e-mail: [email protected]
23-25 - BPPP, Inc., Greensboro.
North Carolina. Conloct BPPP.lnc"
970-377-1877.
27-29 - Pacific Bonanza Society
Fly-In. Sedona, Arizona. Contact Ed
Smith. 702-656-8135.
15 - North East Bonanza Group
Fly-in. Penns Cove (N74).
Pennsylvannia.lunch and tour
of cove. Contact Rich Campbell.
610·678-0942.
15-17 - North East Bonanza
Group Weekend Fly-in and
Saturday luncheon.
Basin Harbor. Vermont. Contact Bob
Gordon, 716-546·8111 or
631-673-9837.
15-17 - Pacific Bonanza Society
Fly-in. Corson City, Nevada.
Contocl Roger Murray. 775-971·
0168.
22-24 - BPPP, Inc.
(Mountain Flying)
Colorado Springs. Colorado,
Conloct BPPP, Inc" 970-377-1877.
10-14 - ABS CONVENTION.
Mabile,Alabama .
JULY
13-16" ABS Service Clinic
Styles Refurbish,Airport (44N),
lagrangeville. New York,
Conlacl ASS.
21 - North East Bonanza Group
Fly-in . Old Rhinebock. New York.
Flying activities of WWI airplanes,
Contact EvereUWillioms,
717-569-9293.
AUGUST
3-5 - Pacific Bonanza Society
Fly-in. Son luis Obispo,Colifornia.
Conloct Poul Boum, 805·461 -3643.
5-19 - Australian Bonanza
Society Safari. Alice Springs
throughout Kimberly region.
16-19 - Southeast Bonanza
Society Fly-in. Huntsville,
Alabama. Visit U.S. Space and
Rocket Center. Contact Jessie
StuMs 256-883-8460 and Ed
Zompo 256-971-8973.
18 - North East Bonanza Group
Fly-In. Block Island, Massochusetts.lunch and tour of island.
Contact Everett Williams,
717-569·9293.
SEPTEMBER
13-16 - Southeast Bonanza
Society Fly-in. Jefferson, North
Carolina. Repeat of a great fly-in in
the mountains. Contact John
Sellmer. 770-487-8386. or
Stu Pigman, 941-731-2352.
14-16 - Pacific Bonanza Society
Fly-in. Sun River, Oregon. Contact
John Fedrizzi,
541-593-2535.
19-21 - BPPP, Inc.
Nashua, New Hampshire,
Contact BPPP.lnc" 970-377- 1877.
20 - North East Bonanza Group
Fly·in.Wilkes-Borre/Scrantan,
Pennsylvania. lunch and tour
of railroad museum, Contact
Steve Horrison.
26-29- ABS Service Clinic
Cruiseair Aviation, Airport (RMN).
Romano, Colifornio. Contact ABS.
NOVEMBER
2-4 - BPPP, Inc. Nortolk. Virginia.
Conloct BPPP, Inc .. 970-377-1877.
16-19- ABS Service Clinic
W.H.P.Aviotion Inc" Airport (D73),
Monroe, Georgia. Contact ABS.
17 - North East Bonanza Group
Fly-in. Millville. New Jersey. lunch
and tour of aviation Museum.
Contact Clem Zilka, 215-638-8035.
11/30-1213- ABS Service Clinic
Chandler Aviation Inc"Airport (CHD).
Chandler, Arizona, Contact ASS.
29·12102 - Southeast Bonanzo
Society Fly-in. Mystery destination
in Ihe Bohomos. Contoct Harvey
Kriegsmon. 407-725-9226. ore-moil
<[email protected]>.
...
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for your FREE GEM Pilot's Guide and Video
Fax: (905) 871-5460 ' Box 194' Buffa/o, NY 14205-0194