Bonanza Society A M E R I C A N

Transcript

FEBRUARY 2015 • VOLUME FIFTEEN • NUMBER TWO AMERICAN BONANZA SOCIETY The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts Call today 1-800-259-4ABS or go to http://falcon.villagepress. com/promo/signup to get your free insurance quote. When you do, we’ll make a $5 donation to ABS’s Air Safety Foundation. “I’ve been a member of the ABS for over 40 years. I support the Society because of all it does for the Beechcraft community. Besides providing outstanding representation to me for my aircraft insurance needs, Falcon is a huge supporter of the ABS. No other insurance vendor goes the extra mile to support our Society. Because Falcon supports us, and the many benefits made possible by this generous support, I choose Falcon. Thank you Falcon for all you do for the American Bonanza Society.” Tom Rosen, American Bonanza Society Falcon insures more Bonanzas and Barons than anybody else in the world. Falcon Insurance Agency is the Insurance Program Manager for the ABS Insurance Program Falcon Insurance Agency • P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com • Phone: 1-800-259-4227 w w w. b o n a n z a . o r g Operations T he ABS Air Safety Foundation Strategic Plan for 2015-2017 is under way. Your resounding response to the Foundation’s end-of-year fundraising appeal, and the full 2014 ASF donations record – both of which exceeded ABS Headquarters, Wichita, Kansas our budget forecasts – tells us you like what we’re doing to add to what you get for your ABS membership, and to improve your safety and Beechcraft ownership experience. ABS President Bob Goff reveals the ASF fundraising results on page 4 of this issue. I add my sincere “thank you” to all who support ABS and the ABS Air Safety Foundation. Bolstered by your support, here’s what’s under way for 2015:  BPPP courses are now free to ABS members. Since January 5 the Beechcraft Systems, Procedures and Techniques course (“BPPP Initial”), the Beechcraft Pilot Skills Enhancement series (“BPPP Recurrent”), and the “How to Teach Beech” ABS Flight Instructor Academy program are all available free simply by logging in as a member to www.bonanza.org.  BPPP LIVE seminars at Oshkosh, the ABS Convention, and at select Regional Society fly-ins are also free, and can make you eligible to schedule BPPP flight training.  BPPP flight training is the lowest cost ever, at $395 to complete approximately four hours of flight instruction with an expert BPPP instructor near your home. It will make you a safer and more capable Beech pilot, and (in most cases) qualify you for a substantial reduction in your airplane insurance premium.  Model-specific BPPP courses are in active development. This year we plan to launch the 36/A36 (1968-1983), A36 (1984-2005), A36TC, B36TC, and G36 Bonanza courses; and the 55/A55/B55, C55/D55/E55, Baron 58 (1970-1983), Baron 58 (1984-2005), and G58 Baron programs. Other modelspecific programs will be added in subsequent years. The content-rich BPPP Initial program continues to address all variants of ABS-type airplanes until each model-specific course is launched. The new programs will add to the information for each model breakdown, and more importantly, allow you to complete BPPP training specific to the model(s) of Beechcraft you want in much less time than it takes to complete BPPP today.  The new online ABS Maintenance Academy is nearly complete, presenting topics from ASF’s live mechanic training course in online video segments hosted by ABS Lead Technical Advisor Bob Ripley. If you can’t attend a live ABS Maintenance Academy or don’t meet the professional mechanic qualifications to attend the live course, you can learn about it online … free with your membership in ABS.  Greatly expanded, searchable aircraft technical information in the new ABS website, is scheduled to go live in the second half of 2015. This is all new, in addition to the “usual” airplane owner, pilot, mechanic and flight instructor support provided by the ABS Air Safety Foundation to support you, the members of ABS. AMERICAN BONANZA SOCIETY The full ASF Strategic Plan 20152017 is posted in the ABS AIR SAFETY FOUNDATION forum in ABS Hangar Flying, at www.bonanza.org. Thanks for that support, which makes it all possible. —Thomas P. Turner, Executive Director ABS Air Safety Foundation ABS had seven months in a row of positive membership growth in 2014 (June-December), with one additional positive month, one breakeven month, and three months with reductions in total membership. The negative months included January and February, before Membership Director Lauren Bayless came to ABS and began managing renewals. Our membership retention rate increased over last year. ABS welcomed 1,007 first-time members for 2014, an average of 84 new members per month. We finished 2014 with 88 new ABS members in December. Total members as of December 31, 2014, was 8,928. The actual total membership number could be as high as 9,250 depending where members are in the renewal process. Life Memberships have increased since the summer of 2011, when we launched our first LM campaign and started with 479 Life Members. By the close of 2014 we have a total 714 Life Members, and have been converting annual memberships into Life Memberships at an average rate of 67 per year. 2014 was a very good year for ABS membership and ASF fundraising. Let’s keep it rolling for 2015. —J. Whitney Hickman, Executive Director American Bonanza Society Continued on page 6. 1 Contents FEBRUARY 2015 AmericAn BonAnzA Society • VOLUME FIFTEEN • NUMBER TWO AMERICAN BONANZA SOCIETY The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts ABS  1  4 Operations by J. Whitney Hickman & Thomas P. Turner President’s Comments: Year-End Fund Drive a Huge Success by Bob Goff 68 Meet the 2015 ABS Board Nominees January 2015 • Volume 15 • Number 1 ABS Executive Director J. Whitney Hickman ABS-ASF Executive Director & Editor Thomas P. Turner Managing Editor Jillian LaCross Technical Review Committee Tom Rosen, Stuart Spindel, Bob Butt and the ABS Technical Advisors Graphic Design Joe McGurn and Ellen Weeks Printer Village Press, Traverse City, Michigan American Bonanza Society magazine (ISSN 1538-9960) is published monthly by the American Bonanza Society (ABS), 1922 Midfield Road, Wichita, KS 67209. The price of a yearly subscription is included in the annual dues of Society members. Periodicals postage paid at Wichita, Kansas, and at additional mailing offices. No part of this publication may be reprinted or duplicated without the written permission of the Executive Director. The Society and Publisher cannot accept responsibility for the correctness or accuracy of the matters printed herein or for any opinions expressed. Opinions of the Editor or contributors do not necessarily represent the position of the Society. Articles or other materials by and about organizations other than ABS are printed in the American Bonanza Society magazine as a courtesy and member service. Except as expressly stated, their appearance in this magazine does not constitute an endorsement by ABS of the products, services or events of such organization. Publisher reserves the right to reject any material submitted for publication. Annual Membership Dues: • Domestic (US/Canada/Mexico) — $65 (US) • Two Year Domestic (US/Canada/Mexico) — $124 (US) • International — $103 (US) • International (online magazine only) — $65 (US) • Two Year International (online magazine only) — $124 (US) • Additional Family Members — $27 each • Life membership — $1200 Contact ABS Headquarters for details. Postmaster: Send address changes to American Bonanza Society magazine, P.O. Box 12888, Wichita, KS 67277-2888. © Copyright 2013. Send Articles/Letters To: American Bonanza Society Magazine Publication Office, P.O. Box 12888, Wichita, KS 67277, Tel: 316-945-1700, Fax: 316-945-1710, E-mail: [email protected], Website: http://www.bonanza.org. Please note: Copy & photos submitted for publication become the property of the Society and shall not be returned. Articles submitted with pictures receive publication preference. The American Bonanza Society serves Beechcraft enthusiasts by sharing valuable safety, technical, and educational resources, and by promoting interaction among and advocacy on behalf of its members. f lyi n g 10 On the Cover: A Lifetime in Beechcraft N20VP G36 Bonanza   by Bob Goff 16 Baron Pilot: Accelerate-Go by Thomas P. Turner 22 BPPP: Redefining Pilot Error by Mary Latimer 42 Safety Pilot: The Other Icing Threats by Thomas P. Turner 46 GATTS Commercial Pilot Training by Joseph L. Palazzi 48 Crowdsourcing A Hangar Home by Lars Jensen o w n ersh i p/ M a i n t e n a n c e 20 Reasonably Priced Borescope by Ron Wade 26 Insurance: Strategies for Dealing with the Current Insurance Market by John Allen 28 iPad Mini Mount   by David Rogers 30 Beech on a Budget: Strut Rebuild – Low Cost and Simple   by Mike Caban 58 Tech Talk: Engine Hoses  by Bob Butt d epar t m e n t s 36 ABS Aviators 57 New Life Members 78 ABS Board 38 Member News 60 New Airworthiness Issues 79 Events Calendar 45 Surly Bonds 54 Regional News 62 Tech Tips 57 Forum 73 Classified Ads 80 ABS Contacts 80 Display Advertising Index 3 ABS President’s Comments Year-End Fund Drive a Huge Success By Bob Goff T he final numbers are in and our year-end fund drive for the ABS Air Safety Foundation was very successful. This was our third year, and each year gets better than the year before. This year, however, the Air Safety Foundation more than doubled last year’s donations total. We received well over $110,000 thanks to your generosity. The money raised in the year-end fund drive, added to your contributions throughout the year, will be used for the continuation and expansion of ABS’s aviation safety and maintenance programs, which directly benefit you as a Beechcraft pilot. 4 Starting in January our BPPP and ABS Flight Instructor Academy online ground schools are free to all mem­ bers. On January 5, the first day of free BPPP Online, more than 160 members enrolled in BPPP. We got 13 brand-new ABS members that day specifically because BPPP was available free of charge. And several members who had let their membership lapse told us this new benefit prompted them to rejoin. AMERICAN BONANZA SOCIETY BPPP LIVE classroom sessions at Regional Society fly-ins, Oshkosh, and the ABS Convention are also avail­ able to participating members at no additional charge. The ABS Maintenance Academy online video with our chief technical adviser Bob Ripley will be available within the next few weeks. This, too, will be free to ABS members. Tell your mechanic that the videos, the ABS maintenance guides, and access to the ABS Technical Advisors to help source parts and troubleshoot prob­ lems make it worth it to them to be­ come a member also. These types of programs can only be done because of the generosity of you, our members. I congratulate our staff for telling the ABS story and communicating our goals to the membership. I think the biggest reason for our success this year is because we are delivering what our members want. We are pursuing three- and five-year strategic plans and have been delivering on time or even earlier than forecast. Our year-end fund drive ended on a high note at the conclusion of 2014, and donations are still coming in. On behalf of the ABS and ASF Boards of Directors and the ABS staff, thank you. Bob Goff is a retired businessman and has been an active ABS member and Life Member for more than 25 years. He flies a 2014 G36. FEBRUARY 2015 w w w. b o n a n z a . o r g Operations ABS By J. Whitney Hickman Executive Director, [email protected] More on Membership L ook at the data on page 1 and you can see that, although we have a steady stream of new ABS members every month, it’s extremely important to retain our current members. Our success in doing so in 2014 is a credit both to our members for being diligent in sending in your renewal, and to the ABS staff for making personal contact with a friendly reminder. Word of mouth continues to be our best recruiting tool, followed by trial members and mailings to owners of airplanes on the FAA registry that are not listed in the ABS database. Please continue to support ABS and assist us in recruiting new members. We are confident your passion for aviation and the Beechcraft brand will be there for life. If you are considering selling your plane make sure the new owner(s) is a member and, if they aren’t, let them know the benefits of joining our Society. We’ve set an ambitious goal of 900 Life Members, 10% of our total mem­ ber­ship, by 2016. Help us reach our goal and ask me about becoming a Life Member today. As a Life Member you help ABS carry the legacy forward. You will also receive a Life Member hat, shirt, certificate, and an invitation to the Life Member luncheon at each annual ABS Convention. ABS has been in existence since 1967, or 48 years. Let’s make sure we are here for the next generation and another 48+ years. Every membership counts, and we thank you for continuing to support our Society now and in the future. Sun n’ Fun, April 21 – April 26 Lakeland, Florida Spend your spring break with ABS!  Stop by the ABS tent and check out the new ABS merchandise, renew your membership or speak with an ABS technical advisor. This is also a great opportunity to see old friends, and make some new ones. The ABS member and guest dinner will be at the Hilton Garden Inn (across from the Lakeland Lindner Regional Airport terminal) on Wednesday, April 22. Register today by going to bonanza.org or calling Melissa at 316-945-1701. You can help make Sun ’n Fun successful by volunteering as a greeter at the ABS tent. Pick a time on Tuesday through Saturday 9am - 5pm. Last year we had over 240 members visit our display. We are expecting even more this year. Be a part of the fun and member interaction. Contact events@ bonanza.org or 316-945-1701 for more information on becoming a volunteer. See www.bonanza.org and ABS Magazine for additional information on our display location. I am looking forward to seeing you! 6 AMERICAN BONANZA SOCIETY ABS Member Spotlight Name:  Bill Compton #L6244 Membership Status:  Life Member since 1973 City/State:  Eagle River, Alaska Aircraft:  1966  V35TC Bill completed yet another Alaska-Hawaii round trip in his V35TC in December 2014. I asked long-time ABS member Bill Compton to tell about himself. Bill wrote: Young Bill Compton was into airplane movies and reading trashy stuff like Spirit of Saint Louis and The Sky Beyond when he could be studying. In college there was a flying club with a Cessna 140 at $3 an hour wet, which was great until some clod totaled it and walked away. Later I bought half of a Luscombe 8A and earned the Commercial and CFI. I flight-instructed during summer vacations, and during slack times got the multi in an Apache and the instrument ticket in a C182 (shooting a four course range approach). At one point I almost dropped medical school for a flying career, but once I settled into practice in Alaska I saw that I had made the right choice. I could fly my choice of equipment and wait for the right weather. I went for the ATP, then had a string of airplanes: a C310, a Baron, and almost got it right with an N35 Bonanza. I came across a 105-gallon cabin tank, which enabled some longer flights, and also found an aircraft sextant and learned to use it. As a physician I had to go places and I avoided the airlines, so I enjoyed all-season, crosscountry flights at a medium pace, even to other continents. Living in AK (that’s not Arkansas) meant long cross-countries. After some of those trips (2000+nm) at a constant power setting, I knew there had to be a better range technique, so I started FEBRUARY 2015 reading and learned the key was to tailor indicated airspeed to aircraft weight and the range needed. Airplanes have a sweet spot of least drag at the calibrated airspeed (CAS) for maximum lift over drag (L/Dmax). Go 10-20% faster, up high, and you get very nice true airspeed with good range while avoiding a lot of weather. That means turbocharging and oxygen. Other waypoints included moving up to a V35TC shared with my son Steve, a George Braly lecture at B2OSH 1995, GAMIjectors, tip tanks, and Loran, moving later to GPS and ForeFlight, and a very large oxygen tank. My fascination with celestial navigation morphed into being a range guy and writing about it in past issues of ABS Magazine, with lots of fun and insights along the way. Of course many other Beech owners were ahead of me, seeing the ultimate to be the turbonormalized IO-550 Bonanza, while I remained stuck, and happy, with the old V35TC running LOP-sided. While all these things were evolving I had a little motorcycle accident and lost use of my legs. I seemed finished with flying. But I learned of others who are similarly disabled using a hand control for rudder and flying, which I have done for the last 12 years. It’s not pretty, but I get ’er done, and will hang on hard until I lose my medical (as we all do eventually). I love this airplane and its capabilities. I’m happy to be sneaking up on 78 years and 11,000 hours with no accidents or violations. Geezer advice: Go high, direct, LOP, at a CAS near 120% “best glide” for weight, full throttle to top of descent, soaking up green gas (O2 ) and fluids all the way. Take care of that engine and believe the right math. Before cranking it up, stand back and ask yourself: should I really depart now on this flight?  Have the courage to be a chicken – you won’t want people writing reports about you after you’re gone. Volume 15 • Number 2 Over 50 years Beech experience Pre-Buy and Annual Inspections Now Offering AmSafe Seatbelt Airbag Installations Specializing in: • Custom Engine Installations • Altimeter and Transponder Certification • Tip Tank Installation Kalamazoo Aircraft Inc. Aircraft Maintenance - Inspection & Repair 2729 E. Milham Rd., Kalamazoo, MI 49002 • 269-381-0790 www.kalamazooaircraft.com  /  Repair Station K9AR289N AMERICAN BONANZA SOCIETY 7 w w w. b o n a n z a . o r g Operations ASF By Thomas P. Turner Call For Speakers A BS Air Safety Foundation requests your proposals to present seminars at one or more ABS events in 2015.  Here are your opportunities: July 20-24 ABS Tent Topics at EAA AirVenture ABS Aviator The ABS Aviator program en­ courages pilots to improve their skills by completing training beyond the minimum required for currency or a job. Training programs qualify for ABS Aviator points based on the effort necessary to complete the course and its applicability to flying Beech airplanes. You must earn at least 100 points in one year to become an ABS Aviator. You can earn ABS Aviator recognition five times, or levels (one each year); earn ABS Aviator a sixth time and you’ll be designated a lifetime ABS Master Aviator. The schedule is wide open for your 50-minute ABS Tent Topic presentation in the ABS tent at Oshkosh. Presentations occur Monday-Thursday from 9 am to 2 pm (ending before the noise of the daily air show). If you’ll be at Oshkosh, have some expertise you’d like to share with fellow ABS members, and are willing to volunteer your time to help us all be safer pilots, send your proposed seminar topic to [email protected] before March 31. October 1-3, ABS Convention We’ll have a traditional ABS Convention with 45 hours of seminars. If you’re thinking of attending the 2015 ABS Convention in Orlando, Florida, and are willing to volunteer your expertise, send your proposed seminar topic to me at  [email protected] before April 30. Not sure what to talk about?  Last year ABS polled members asking what type of seminars they’d like to see. Members were able to check as many topic areas as they wanted, and to suggest additional topics. The graph shows the results. ABS Member Seminar Survey How to maintain your Beechcraft Beech systems Safety topics How to fly your Beechcraft Ask the Technical Advisors Product-specific seminars Ask the BPPP instructors Flying adventures Model-specific forums Charitable flight The ABS Aviator program was introduced in late 2005. To date over 850 ABS members have participated in the program. Sixty-one members have demonstrated a lifetime com­ mitment to flying safety by becoming ABS Master Aviators. Learn more by listening to the podcast ABS AVIATOR Explained, at www.bonanza.org/ podcasts/96. The current list of rec­og­nized training sources is at www. bonanza.org/images/pdf/aviator courses.pdf. Several aviation insurance com­ panies provide a discount for earn­ ing a level of ABS Aviator – ask your insurance agent or broker if this applies to you.  Become an even safer Beech pilot with ABS Aviator. Airplane estate planning Business use of aircraft Formation flying Ask the ABS Board members Other 0% 10% 20% 30% 40% 50% 60% 70% 80% 8 AMERICAN BONANZA SOCIETY Thomas P. Turner Executive Director [email protected] FEBRUARY 2015 Learn “How to Teach Beech” with the American Bonanza Society’s ABS Flight Instructor Academy ● Computer-Based Training on Instructional Techniques for Beech Bonanzas & Barons ● Aircraft Systems, Procedures, Techniques and Flight Maneuvers Guides ● Academy Graduates are Listed on the ABS Website Instructor Referral List for Over 9000 Beech Pilots ● ABS Flight Instructor Mentor Program to Answer Your Questions About Teaching in Beechcraft ● Opportunity to Become Accredited in ABS’ Industry-Leading Beechcraft Pilot Proficiency Program (BPPP) FREE to ABS Members See Instructor Training ABS at www.bonanza.org F l ig h t Instructor A c a d e my Great Flight Instructor Academy Course! I’ve got nine type ratings, flew 31 years for a major air carrier, and continue flying a Gulfstream G550 after retiring from the airlines. I’ve done more courses than I can remember. This was as good or better than any online course I’ve done, and I learned a lot about Bonanzas and Barons that I never considered before taking the course. Chris Evans V35B, N1579L, ABS member since 1999 PropellerS Dowty F Hartzell F McCauley F MT Propeller F Sensenich F Rapco Distributor F Woodward PT6A F Large Inventory F Same Day Shipping F Uncompromised Quality F Competitive Prices F World Class Warranty Factory Trained Technicians F F http://www.rockyprop.com e-mail: [email protected] 800-462-7605 2865 Airport Drive F Erie, CO 80516 Fax: 303-665-7164 faa/EASA crs fr6r545n GovernorS Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 9 Beechcraft of the Month A Lifetime in Beechcraft N20VP G36 Bonanza By Bob Goff, Traverse City, Michigan / Port Orange, Florida T his past March I picked up my new G36 Bonanza (N20VP) at the Beech factory in Wichita.  If you ever get the opportunity to go to the Beechcraft Delivery Center and do this, it’s a great day.  I spent a couple of afternoons flying with Tom Turner as part of my BPPP training, followed by three days of simulator training at FlightSafety at Beech Field.  I feel with FlightSafety and the time I spent with Tom in the right seat that I had the best of both worlds when it comes to training. It’s been almost a year now and in about 135 hours of flying I’ve not had one squawk. The new G36 is sold as a complete package. About everything you would want comes in the package. I picked the paint colors and interior, and Beech went to work and built me my new airplane. People sometimes ask me why I bought a new airplane. I tell them I like new equipment and its reliability. I’ve worked hard all my life and can afford it, so I treated myself to my new Bonanza. You want someone to be buying new Bonanzas! 10 AMERICAN BONANZA SOCIETY FEBRUARY 2015 N20VP at Beech Factory Delivery Center Wichita Kansas I ’ve been flying for about 30 years and have around 7,500 hours total time. My story about why I learned to fly is a bit different than many of my pilot friends. I started a printing and publishing business when I was 24. As the business grew I spent much of my time in a car traveling around the state of Michigan selling our services. It was getting to the point that I was burning out. I was making excuses about why I didn’t need to make some of my sales calls. A friend of mine who was a pilot suggested I buy a small airplane that would help me make more sales calls in less time. I bought a 1975 Piper Archer II and started taking flying lessons. I got my Private Pilot certificate in a couple of months. While I was taking lessons I would hire my instructor to go with me on business trips, and he would build time. Now I had fallen in love with flying. No more excuses on not making sales calls!  Just the opposite, I was now looking for places to fly. 11 w w w. b o n a n z a . o r g After about a year of flying the Archer I wanted to go faster with more comfort. That’s when my love affair with Beechcraft started. I found a 1979 A36 and bought it. The only way I could get insurance was to agree to get my instrument rating, have 250 TT as pilot, and go to FlightSafety before I could fly single pilot. After flying the Bonanza for about four years I bought a 55 Baron and got my multi-engine rating. I hired John Geitz, a BPPP instructor from Columbus, Ohio, to be my instructor. Now I had fallen in love with flying. No more excuses on not making sales calls! 12 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g As my business grew I found that with a plane I could go farther and farther from Michigan to do business. The Bonanza was becoming a very important tool in the success of my business. With the need to go even faster and higher with near-all weather capability, I bought a 1979 Beech Duke. The Duke worked well for me but I only kept it for about a year. The Beech salesman who sold me the Duke, Mark Molloy, wanted me to take a demo ride in a King Air C90B. The King Air is a fabulous airplane. It could do everything I needed for business and was a delight to fly. It was year-end and Beech had a couple of 90s in inventory, so they offered me a special price. We agreed that if I bought the King Air that Beech would give me most of its advertising materials to print, so I got a new customer in the deal. I flew the C90B for about six years. During that time I found that if I could fly out and pick up potential custo­ mers and bring them back to my plant for a tour, I could get almost every one of them as a new client. We have a college with an aviation school near my plant, and I would take their students who needed to build time along with me as a copilot. Some of my customers felt more comfortable with two pilots up front. After six years of flying the C90B I bought a new King Air 200 with the all new Collins ProLine 21 glass panel. Some say, and I agree, that the 200 is the perfect business aircraft. By this time I had customers all over the U.S. I would fly as much as 1,000 nautical miles to see a client, stay overnight, and then fly on to visit with another client. I was flying into Northwest Arkansas Regional Airport (KXNA) to pick up some customers on 9/11 and landed when the first plane hit the World Trade Center.  I spent the next five days at Tyson Chicken’s corporate flight depart­ ment waiting for the U.S. airspace to reopen. TIP TANK KITS Highest gwi/useful load of 4,024 lbs. for 36 series * Our tip tanks now feature Orion E series ® LED lighting for tips and tail. Still 20 gallon ALUMINUM construction. Upgrade to our new full-color digital gauge. Product Support  •  System Choices  •  Customer Approval  •  Increased Stability Learn more at jlosborne.com “ EXCELLENCE thru QUALITY ” * See website for kit details. 800.963.8477  760.245.8477 18173 Osborne Rd., Victorville, CA 92394 Volume 15 • Number 2 www. jlosborne.com AMERICAN BONANZA SOCIETY email: Fax: 760.245.5735 [email protected] 13 w w w. b o n a n z a . o r g I was nearing retirement and in the process of selling my business. The new owners didn’t have the need or the passion for aviation that I have, so I sold the King Air after seven fabulous years of flying. What I needed was a plane to take with me into retirement. So, back to Beech I went. I purchased a new 2007 G58 Baron. I used the Baron to fly back and forth between Michigan and Florida. We have a home in the Spruce Creek Fly-in near Daytona Beach, Florida. I kept the Baron for seven years and last year sold it to a fellow from Uruguay. The Baron held its value very well and George Johnson (the Bonanza Man) got me a very fair price. The G36 is the right airplane for me in retirement. We have about 35 ABS members in our fly-in community and we fly out for breakfast a couple times each week. I have a daughter across the state that I go see with the G36. I still fly back and forth to Michigan and out to Wichita on ABS business. I have been on the ABS Board of Directors for over five years and am currently serving as your president. I have enjoyed my time on the Board and encourage any of our members to get involved in this first class organization. Bob with his wife Carol and eight grandchildren. 14 AMERICAN BONANZA SOCIETY FEBRUARY 2015 Baron Pilot Baron Pilot focuses on the unique systems, piloting tech­niques, maintenance and ownership consider­ations for the entire line of Beech Barons. We’ll include new articles and the best of Baron- related articles from the archives of ABS Magazine. We encour­age ABS members to submit your articles about flying, owning and maintaining Beechcraft Barons to [email protected]. Accelerate-Go T By Thomas P. Turner To the Books he runway stripes flashing beneath your Baron’s nose quicken as you accelerate on the takeoff roll. You reach liftoff speed and ease back on the control yoke, angling into the sky.  Suddenly there’s a loud bang – an engine has failed right at liftoff.  There’s maybe 1,500 feet of runway and no obstacles ahead…do you land straight ahead, or can you climb out on one engine? 16 One of the proclaimed advantages of having a second engine is the ability to climb away from the airport if an engine quits during takeoff.  But how realistic is it to do so? If it is possible, what is the best technique for the Accelerate-Go maneuver? Section V, Performance, of your Pilot’s Operating Handbook (POH) contains a chart labeled “Accelerate-Go Distance.”  This chart permits you to predict the distance it would take to lose an engine at liftoff, then climb on one engine to a point where you are 50 feet above the runway height. It also provides a surprising amount of information about precisely how to obtain this performance, and warns about situations when even under the best circumstances Accelerate-Go is impossible. Let’s look at the four areas of technique and warnings on the POH Accelerate-Go chart. AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g 1 Associated Conditions  The “Associated Conditions” are the techniques you must use to obtain the performance calculated using the chart. Vary from these techniques in any way and you have no data to predict airplane performance. The Associated Conditions require full throttle and RPM before releasing the brakes for takeoff. Mixture must be leaned for the altitude, cowl flaps are open, and flaps remain up. Landing gear must be retracted immediately after liftoff – not waiting for a positive rate of climb (which is the Condition on the Takeoff Distance chart). The runway must be paved, level, and dry. Remember, any technique or condition other than those listed above means the performance result is unknown – and most likely not as good as the chart predicts. 2 Airspeed  The recommended airspeeds are an extension of the Associated Conditions. To obtain “book” performance you must fly at “book” speeds. In this case, liftoff speed is 84 knots indicated, and you must be accelerating through 91 knots (VXSE) as you climb through 50 feet above ground level on one engine. This takes an approximately 10° - 12° nose up attitude in Barons at most weights and density altitudes. If you hold the nose down after liftoff to accelerate to blue line speed (VYSE , 100 knots) before pitching up to climb, you’ll cover a lot more distance across the ground on one engine before you reach a point 50 feet above the runway height. 3 Climb Height  Just like the POH’s Takeoff Performance chart, the Accelerate-Go chart permits you to compute two figures: the distance from the beginning of your ground roll to liftoff (0 feet above the runway), and the distance from the beginning of your ground roll to a point 50 feet above the runway height. Note that this is the height above the point you lift off the runway, not the height above any obstacles or rising terrain off the end of the runway. The chart notes that it is “not applicable to intermediate obstacle heights.” That means that you cannot use the chart to predict the distance to cross a point, say, 30 feet above runway height. 4 Notes  This is where things get interesting. The chart contains two notes: • Distances assume an engine failure at liftoff and propeller immediately feathered. If an engine quits before liftoff it will take more runway to reach liftoff speed, and therefore more distance to get to 50 feet above runway height – we don’t know how much more. If you do not feather the (correct) propeller immediately when the engine quits, it will take more distance as Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 17 well (assuming you maintain directional control at this speed, so close to VMCA). The Associated Conditions tell us you must also retract the landing gear immediately upon detecting the engine failure. Gear drag is actually worse than the drag of a windmilling propeller, according to research done by Embry Riddle Aeronautical University using a Baron 58. So presumably the sequence in an Accelerate-Go maneuver would be to retract the gear immediately before feathering the propeller immediately. Single-engine performance theory tells us you must also immediately attain the VXSE airspeed and zerosideslip flight. That’s a lot of things to do, immediately, when surprised by an engine failure just as the airplane lifts off. • Weights in shaded area may not provide positive one-engine inoperative climb. Refer to Take- Off Weight graph for maximum weight at which the Accelerate-Go procedure should be attempted. What this is telling you is that, if the combination of temperature, pressure altitude, and airplane weight falls within the shaded area in the Weight portion of the chart, even if you do everything perfectly the airplane may (will) not climb. You can use the Take-Off Weight chart, also in the Performance section of the POH, to find the maximum aircraft weight at which everything-perfect technique may permit Accelerate - Go climb for a given pressure altitude. Check the Accelerate-Go chart for the model of Baron you fly. For instance, the 58P Accelerate-Go chart tells us the airplane must be at very low weights and density altitudes (pressure altitude adjusted for temperature) to even consider climbing out of an engine failure at  liftoff. 18 AMERICAN BONANZA SOCIETY FEBRUARY 2015 The Hazard of Trying The hazard of trying to climb out on one engine when the airplane has little or no capability of doing so is that in your attempt the airspeed will decrease. In the heat of the moment you’ll be tempted to pull back farther on the controls to hold attitude and altitude, and the airplane will decelerate below VMCA – leading to loss of roll and yaw control. Instantaneous detection of a failed engine, then imme­ diately retracting the gear, feathering the correct propeller, and establishing zero-slideslip and VXSE attitude, all with no human-factors reaction time while between liftoff and 50 feet above runway height, is (in my opinion) a highly unrealistic expectation. These data were created by a certification test pilot who knew beforehand the engine would quit, and precisely when; probably had his/her hand resting on landing gear switch, ready to retract; and knew the correct propeller to feather when the engine cut occurred. That’s not what it would be like if you or I lose an engine just as we lift off. straight ahead with the wings level, under control, at the lowest safe speed. If the gear is up, three degrees up is the pitch attitude that results in blue line airspeed with gear up and a windmilling propeller at most density altitudes. Once I have verified the failed engine and feathered the propeller, a 7° pitch attitude results in blue line speed. When an engine fails, the pilot of a Baron with the gear down has the same options as the pilot of a Bonanza. Except the Bonanza will tend to fly straight ahead while the Baron requires active pilot input to prevent it from reeling out of control. That’s why “positive rate, gear up” is so important on a normal takeoff in a twin – to minimize the time a Baron pilot is worse off than the pilot of a Bonanza if an engine quits during takeoff. Surviving the (Engine) Cut This is why BPPP and most multiengine instructors teach that Accelerate-Go is not an option in piston twins. The drag penalty of extended landing gear is the biggest detriment, so your GEAR UP command is the decision point between climbing out on one engine and landing straight ahead. As I personally brief aloud before every Baron takeoff: “If the gear is down, I’m going down. If the gear is up, three degrees up.” If the gear is down and an engine quits during takeoff, and I therefore must go down, I must immediately chop both throttles to reduce asymmetric thrust, and land Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 19 w w w. b o n a n z a . o r g Reasonably Priced Borescope By Ron Wade F or years I have tried to find a borescope with adequate lighting, good visual detail, and the capability to take pictures.  Finally I found the scope I was looking for.  It’s good quality at a reasonable price ($700) at www.anseddiagnostics.com/products/videoscope. I think it’s a smart choice with Hyperion technology and eight multi-functions and large 3.5" screen. Hyperion technology offers three unique modes to enhance viewing capabilities plus much more. The standard probe allows forward viewing and the 90-degree mirror gives good detail for side viewing of the valves. Also available for additional price is a 6.0 mm articulation probe affording more detail right/left and up/down. Pictures are from one cylinder of my plane showing the quality and detail. MAIN TURBO OVERHAUL/EXCHANGE We Will Help You Troubleshoot Your System! ( Teaching Subject At FAA Endorsed Events) 6 a.m. – 6 p.m. C ONTROLLERS In This Business 23 Years. . W ASTEGATES Run (See VSR Tester . T URBO C HARGERS ) o. de on Web Vi . P RESSURE R ELIEF V ALVES . t urbos balanced at 50,000 rpm by v sr t ester . team with 88 combined years of aviation maintenance “A father/son experience with A&P license/commercial pilot.” 1-888-847-8014 • (559) 635-3322 234 Cotta Ct. • Visalia, CA 93292 GARY MAIN / BILL MAIN “Sensitive to your needs.” www.mainturbo.com 20 [email protected] AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g BPPP By Mary Latimer Redefining Pilot Error T he vast majority of aircraft accidents are blamed on pilot error. The term “pilot error” implies that a mistake was made, and all of us make mistakes. Therefore, we are all at risk of these accidents happening to us.  Since we all make mistakes, we are hesitant to cast too much blame on a pilot who makes a mistake. There are three basic levels of pilot error. The worst level is willful misconduct. The middle level contains complacency, carelessness, negligence, or lack of knowledge and/or skill. The lowest level is honest mistake. The FAA categorizes runway incursions and separation errors by their severity or likelihood of resulting in a collision. Perhaps we should redefine “pilot error” accidents and incidents by the precipitating factors and the level of the mistakes. Categorizing these errors could help the industry better identify and address the real threats to safety. It could help instructors present to students the necessity of good attitudes, good practices and vigilance to identify errors. The media sensationalize every aircraft accident. Categorizing accidents would give everyone a more realistic understanding of the actual risks involved in aviation. Willful Misconduct The worst “pilot errors” should be reclassified as willful misconduct. Willful misconduct is not a mistake. You could certainly call it a mistake in judgment but it is not an error that a reasonable, prudent person would make. The rules are in place, and the pilot chooses to violate those rules and exercise in a blatant disregard for their own safety and the safety of their passengers. More regulation will not prevent the tragedies that occur when these pilots have an accident. These people already know that what they are doing is wrong. More regulations will not compel them to comply with the basic tenets of safety. We certainly feel bad for the family and friends who are injured or grieving when willful misconduct results in a crash, but sympathy for these pilots is inappropriate. A VFR pilot who knowingly and willfully files and flies an IFR flight plan isn’t making a mistake. He is knowingly and willfully violating the regulations. He is also arrogantly en­dangering his passengers. These pilots are a threat to general aviation because they feed the media bias that general aviation is unsafe. The uneducated public hears an accident was caused by pilot error and they don’t want to fly, or don’t want to allow their family and friends to fly because of the perception of danger. These pilots can be compared to drivers who text and drive, drink and drive, or ex­ cessively and blatantly disobey speed limits. Willful misconduct does not always result in an accident, but it is the cause of many of our most deadly aircraft crashes. Some other examples of pilot misconduct include: n Pilots who turn on the autopilot and climb or descend through a cloud deck without an IFR clear­ ance and possibly without being instrument rated. n Pilots who know their aircraft is not certified for night flight and fly off into the darkness. n Individuals or student pilots who do not have a pilot certificate and fly passengers anyway. n Student pilots who fly without an instructor’s authorization. n Pilots who know that icing con­ ditions exist and intentionally fly into those areas in airplanes not certificated for ice. n Knowingly flying an aircraft that is not in airworthy condition. n Carrying passengers when the pilot knows they are not medically fit to fly. 22 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Mid-level Errors Virtually every pilot has been guilty of errors that fall into the middle level of the spectrum. The middle level of pilot error includes mistakes that can be prevented by better training, attention to detail, double-checking information, and the proper use of checklists. Some of these errors in­ clude negligence, complacency, lack of skill or knowledge, or over-reliance on technology. Examples of pilot complacency, carelessness or negligence include: Failing to perform a preflight inspection. Taking off with inadequate fuel to complete the planned flight. Failing to check the weather and then ending up in a bad weather situation. Not recognizing the effects of medi­ cations on judgment and physical flying skill, including over-thecounter medications. Setting the altimeter in the glass technology but failing to adjust the setting on the conventional backup altimeter. Failing to consider the effect of high density altitude on aircraft performance. Succumbing to the pressures of passengers or the mission and continuing a flight into deteriorating conditions. • • • • • • • Inadequate skill could include: Attempting a crosswind landing beyond the limitations of the pilot but within the limits of the aircraft. Failure to recognize and correctly react to deteriorating airspeed (particularly close to the ground). Not understanding that the stall indications and characteristics of an aircraft with a high-performance wing will be dramatically different than the traditional training aircraft. Inability to successfully make a 180° turn to escape an inadvertent flight into a cloud. • • • • Volume 15 • Number 2 Beechcraft Pilot Proficiency Program The Most Complete, Most Convenient and Most Cost-Effective Type-Specific Beechcraft Training ABS’s goal is simple: To protect lives and to preserve the Beechcraft fleet, by significantly increasing the number of ABS members who receive The Best in Beechcraft Pilot Training.™ Here’s How it Works 1. Take the popular BPPP Beechcraft systems and techniques classroom training online, FREE, and on your schedule 2. Fly with a BPPP-standardized flight instructor near your home at a time that’s convenient for you Online courses: FREE to ABS members Only $395 for up to four hours of flight training! 3. If you qualify, earn a Flight Review and/or an Instrument Proficiency Check 4. You’ll receive a BPPP Completion Certificate, which may qualify you for insurance discounts (ask your agent or broker) Many aircraft insurance companies give up to a 10 percent discount on your policy for completing BPPP. For the first time, the insurance discount may pay most or even all the cost of your specialized Beechcraft training! BPPP training is fun, informative, convenient and affordable. It makes you an even more capable and safer pilot. For more information and to enroll, go to http://bonanza.org/pilot-training-bppp/ AMERICAN BONANZA SOCIETY or call 316-945-1700. FLYING MAGAZINE lauds BPPP: “ABS really took type clubs to the digital age by offering BPPP Online….” —Pia Bergqvist, 23 in the April 2013 Flying Magazine Beechcraft/Hawker Rings & Skids $40 OFF on purchase of 2 Rings and Skid – 30 Days! Check sent with parts, or you can give to ABS! Also Aluminum Painted or Plated Rings and Skid. 230 MPH Wind-Safe and “Angled” Visit www.AeroMechTech.com Tel 952-334-7117 [email protected] or call Aircraft Spruce: 1-877-4-Spruce w w w. b o n a n z a . o r g Good attitudes can prevent the willful misconduct. Good practices are our best protection against mid-level mistakes. Vigilance is the best defense against the honest mistakes. Honest Mistakes Mitigations The lowest level of pilot error is an honest mistake, such as transposing numbers or misreading a frequency. An honest mistake is easy to under­ stand and forgive but can still have deadly consequences. These may also be the hardest to prevent and guard against. Vigilance is the best defense. Some of the common honest mistakes include: Good attitudes can prevent the willful misconduct. Most of us aren’t in this category but we have all met these pilots. It might be meddling, but it might save lives if we educate these pilots’ unsuspecting passengers about the risks they are taking. We have learned to take a hard stand against drinking and driving. We need to be just as firm with pilots who willfully violate the regulations and exercise a blatant disregard for safety. Good practices are our best protection against the mid-level mistakes. Checklists and standard operating procedures definitely reduce this type of errors. Enlisting our passengers to monitor gauges and airspeed is another technique to identify mistakes before they can cause problems. We are not delegating responsibility, but recruiting an extra set of eyes to help us catch potential mistakes. Vigilance is the best defense against the honest mistakes. Again, ask your passengers to be active participants and listeners, and welcome their input if they think there is a potential error. If you have a future pilot in the passenger seat, challenge her to be on alert for anything that doesn’t look or sound right. Encouraging her to identify mistakes will make her a better pilot and teach her to use that same technique when carrying passengers. You may be creating a legacy of watchfulness that will save lives far into the future.  Transposing the numbers when the pilot listens to the AWOS and ends up making a downwind landing.  Transposing the numbers on a frequency. This could be a minor event or a tragic mistake depending on the situation.  Transposing the identifier letters when programming the GPS.  Climbing or descending through an assigned altitude.  Reversing left and right.  Reporting the direction you are going instead of the direction from the airport.  Failing to readjust the heading in­di­ cator to the compass in non-slaved systems.  Tuning in the VOR frequency instead of the ILS frequency and continuing the approach. Even the most innocent mistake can result in a tragedy while the most egregious violation may not have a negative outcome. We will never eliminate all mistakes but we can always do better. Recognizing the root causes of the most common mistakes and the most deadly mistakes can better enable us to take the necessary actions to eliminate as much of the risk as possible. 24 AMERICAN BONANZA SOCIETY Mary Latimer and her husband Lawrence are head instructors of GIFT (Girls in Flight Training), a one-week-a-year event providing an instructional opportunity for women in any phase of flight training. Learn more at www.girlsinflight.org. FEBRUARY 2015 INSURANCE Tinted Thermal Pane Window Inserts Get with the program. No games – no gimmicks. Call today for your best quotes from a qualified agent for any and all of your aviation needs. CALL: 800.232.1953 OR 972.227.8688 To talk to Jennifer, Angelia, or Lee Aircraft Insurance Agency 621 North Jackson, Suite A Waxahachie, Texas 75165 Volume 15 • Number 2 Tired of Noise, Heat and Glare? Enhance the beauty of your aircraft and help solve the three most common problems associated with aircraft windows; Noise, Heat and Glare. Thermal pane tinted window inserts are installed on the inside of your existing windows creating an airspace between the two windows. Call today for prices. The Thermal Pane Window Inserts are FAA/PMA approved, U.S. Patent #4,877,658 Products, Inc. 23220 Miners Road, Gavlin Hills www.gdaero.com Perris, CA 92570 * The pilot and copilot windows are thermal pane and provide 951-443-1224 a 70% light transparency as required by the F.A.A. AMERICAN BONANZA SOCIETY 25 w w w. b o n a n z a . o r g Insurance By John Allen Strategies for Dealing with the Current Insurance Market E veryone loves a good deal. There is a sense of satisfaction we all   get when we realize we have purchased something we want or need for a good price.  Sometimes policy holders tend to think that insurance rates are just numbers generated by insurance companies, and they are at the mercy of the underwriters who are tasked with applying those rates to each policy.  But the truth is, while you can’t totally control the rates, there are some things you can do to get a better “deal.” The aircraft insurance market is still competitive. The following suggestions are some of the things you can do that might generate premium savings: n If you have a six-place airplane and you’ve removed the two back seats, make sure to tell your agent. Several companies reduce the cost of liability insurance based on four seats instead of six. If you do remove seats, be careful to secure them safely as many seats left on a hangar floor have gone missing. 26 n Reduce the insured value so it accurately reflects your airplane’s current market value. There has been a softening of the used aircraft market due to economic conditions, so be sure you’re not over insured. n Stay current and fly at least 75 to 100 hours per year. Make it a point to get annual recurrent training, i.e. BPPP or another training source that is approved by your insurance carrier, and send a copy of your course completion certificates to your agent. AMERICAN BONANZA SOCIETY n If you’re not instrument rated, become so. Adding an instrument rating can be a big plus with most carriers. n If you have added ratings or en­ dorsements, inform your agent even if they do not directly apply to your airplane. Many companies give rate reductions for additional ratings even if they don’t apply to your current airplane. n The airport where you base your airplane and whether your airplane is hangared or tied out also affects your premium, so keep your agent informed. If you base your airplane at a turf strip, you may pay more depending on the type of aircraft. n The number of pilots named and their qualifications also affect the cost. If you have three pilots named on your insurance and one isn’t flying your airplane, take him/her off. If you have a pilot who flies only on an incidental basis, that pilot may FEBRUARY 2015 w w w. b o n a n z a . o r g meet the minimum requirements of the open pilot warranty and not need to be listed on the policy as a named pilot. Call your agent and discuss whether deleting a pilot is a good idea. n If you’ve had an airplane accident or incident in the past five years (most aviation insurance companies will ask if you have ever had a loss or violation) this information must be disclosed when your agent secures insurance quotes for you. You can reduce the impact of past losses by providing all the facts. If you give only a sketchy overview, it leaves the insurance company to draw its own conclusion as to what happened, and why. aviation associations of which you may be a member). The key to making sure you get the right insurance is to work closely with your chosen agent. At Falcon, we pride ourselves on making sure each and every client receives detailed attention in order to provide them with broad insurance coverage that fits their needs at a competitive premium. John Allen is president and owner of Falcon Insurance Agency, which he founded in 1979 in Austin, Texas. Falcon now has 12 offices across the country employing over 90 full-time aviation insur­ance professionals. Prior to entering the aviation insurance industry as an underwriter for USAIG, John served in the United States Air Force as a pilot. n Make sure you are working with an agent who has the contacts to get you the best rates. Aviation insurance specialists have access to more insurance carriers who write aircraft so will end up getting you a better deal. Make sure the agent solicits quotes from all of the available markets every year. n Many underwriters offer discounts for Technically Advanced Aircraft (aircraft that have TCAS or similar glass cockpit safety enhancements). If you have or add TAA equipment, tell your agent. n Some carriers offer discounts for asso­ciation memberships. Be sure to advise your agent that you are a current ABS member (and any other Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 27 w w w. b o n a n z a . o r g iPad Mini Mount By David Rogers I have been experimenting with a variety of iPad mini mounts that conveniently place the device in a viewable/readable location in the cockpit. Both a yoke mount and a control arm mount for both the full size and the iPad mini were tried. Neither of these was partic­ularly successful. Mounting the iPad mini on the yoke blocks some of the lower instruments and interferes with full aft travel of the yoke with the seat in the most forward position. The iPad mini, mounted on the control arm, is not really readable without zooming, which is both annoying and distracting. The images to the left show the best solution so far. This system has now been used for several months both for local flights and on a number of cross-country trips in­cluding in IMC. During approaches the iPad mini is used as a plate reader with a geo-referenced aircraft image displayed (FltPlanGo). En route, either a sectional or low altitude en route chart is displayed as appropriate. The image with the arrows shows how the system is mounted on the pilot side window. As mounted, this basically allows full view of the panel, access to the igni­tion switch, OAT, etc. as well as access to all the adjust­ment knobs for the holder.  It also allows a reasonably unrestricted view of the traffic area forward, ahead, below and above the aircraft with minimal head movement as shown in the approach plate view image (lower left). Most importantly, it allows opening the outward opening pilot side window in warm weather. If your aircraft is equipped with the inward opening window, repositioning of the mount is necessary from the position shown. The components are all from RAM and are detailed below and indicated by numbered arrows in the image: 1 RAM 3.25 Twist Lock Base 1" Ball Suction Cup Mount – P/N RAP-B-224-1U  2 RAM Plastic Double 1" Socket Swivel Arm – P/N RAP-B-200-2U  3 RAM Aluminum Double 1" Ball Adapter – P/N RAM-B-230U (RAM1037)  4 RAM Composite Short Double Socket Arm for 1" Ball – P/N RAP-B-201U-A  5 RAM iPad EZ-Roll’R Mount without Case, Skin or Sleeve – P/N RAM-HOL-AP14U  or RAM-B-202-AP14RU for the iPad mini with retina display All the components were pur­chased individually, mostly off eBay with free ship­ping, as the final result was developed. Total cost was approximately $110 -120. When there was a choice, “plastic” components were chosen to reduce weight. To date, the single suction cup mount has not failed. If you are concerned about suction cup mount failure, a double suction cup mount is available. However, the double suction cup mount overly restricts the outside view and is more expensive. As with all iPads, glare, when mounted in a more or less fixed location, is a potential problem. Mounted in the window, overheating is also a potential problem. To date, both have been manageable. This may not be right for your cockpit, but it is something to consider. 28 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Beech on a Budget Sa f e • L egal • L ow C ost By Mike Caban Strut Rebuild – Low Cost and Simple A s of this writing the Polar Vortex has struck again, bringing air temperatures in the northern Midwestern states into the sub-zero zone. A few years back I was in Appleton, Wisconsin (KATW) with my 1965 B55 in the FBO’s community hangar when another of these Polar Vortex monsters came through. During my weekend visit to the hangar to check on the plane I was shocked to see one of the main struts had gone completely flat. They are the original factory units and I could find no record in the logs of them being “rebuilt” or the O-rings being changed. You can imagine my anxiety of being away from my favorite mechanic, and the tools and workspace at my home base. All I could think of was: How much labor was an inexperienced mechanic going to charge me to make this repair, and what if any of the components I need to buy are at exorbitant AOG (Aircraft On Ground) prices? 30 AMERICAN BONANZA SOCIETY Fortunately my fears were unfounded. The mechanics at MaxAir went about the repair by simply re-servicing the strut with 5606 fluid and nitrogen. Whatever had caused the strut collapse had “fixed itself.” Seven years later, that strut has only required minor nitrogen servicing at a couple of annuals. Knowing full well that the nearly 50-year-old moving parts within the struts had really given great service, I began making a plan to rebuild them. Other, more pressing projects took priority and the existing struts kept hanging in there, literally. Meanwhile I was able to secure from ABS Member Kevin O’Halloran, at a very attractive price, a pair of late-model Baron main gear legs, which have been sitting in my hangar for at least two years now. At the 2014 annual, my IA and I noted increased pitting of the lower shocks’ chrome plating. I knew it was time to get busy on my main strut rebuild. My IA suggested that our best ap­ proach would be to remove the cylinder from the airframe without disturbing the bolts holding the sup­port frame in the wing, and replace it with the rebuilt low-time serviceable unit. Figure 1 shows the serviceable unit removed from the support frame. The first order of business is to relieve the strut of its nitrogen gas pressure by applying a tire pressure chuck or other suitable tool to the Schrader valve in the top of the strut. Wear suitable eye protection in the event any 5606 gets ejected at high speed. Unscrew the body of the valve and remove as much of the old 5606 fluid as possible into a suitable container for later disposal. Next, remove the scissors from the shock and cylinder. They are held in place by floating pins that are secured in place by clevis pins and cotter pins. Figure 2 shows the pieces laid out on the bench. When reassembling your scissor section to the base of the cylinder, be sure to remember to properly configure the stop, which prevents the pin from sliding out (Figure 3). FEBRUARY 2015 Figure 1 Figure 2 Then it was a good time to remove the old scraper seal at the base of the cylinder. Figure 4 shows a new scraper seal for installation. I grabbed the old scraper seal at its protruding inner lip and began to maneuver the seal out. The scraper seal for my particular aircraft SN is P/N 504271. Beechcraft is sure to have it, or it can be sourced from www.kscdirect.com for around $10.50 each. Figure 3 Figure 4 AMERICAN BONANZA SOCIETY 31 w w w. b o n a n z a . o r g Figure 5 Figure 6 Next I removed the old re­ taining ring at the base of the bronze section of the cylinder (Figures 5 & 6). Moving to the top of the cylinder, I removed a similar retain­ ing ring that holds the perforated tube in the cylinder. This allows the tube to be pulled out of the cylinder, which exposes the top O-ring that will need to be replaced (Figure 7). This is also a good time to replace the Schrader valve core through which you will service the unit with nitrogen, and remove the old O-ring and position your new one. Figure 8 Figure 7 I then moved to the other end of the cylinder to attack the felt at its seam (Figure 8). With a long screwdriver, I carefully (without scratching any of the cylinder barrel) picked at the felt seam to lift a corner section such that a needle nose plier could be employed to grab the felt corner to twist and pull it out of the cylinder (Figures 9 & 10). New Beechcraft felt for my SN is P/N 35 - 815247-9 (Figure 11). With your mechanic’s approval, one of these lower-cost felt 32 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Figure 9 Figure 10 Major Sheet Metal Repairs, Flight Controls, and Wing Specialists Figure 11 options from WW Grainger might be viable: P/N 2FHG2 or 2DAH9 (SAE Grade F1, which is highest wiping grade), which looks to be about $12 for a 12" 2 12" sheet. Depending on your mechanic’s opinion of your felt’s condition, you may not need to replace it. But personally, I’d like to see these go another 50 years before Volume 15 • Number 2 they need to be touched again, so I replaced mine. Use of 10W-30 oil is noted in the manual for soaking the new felt prior to reinsertion. Don’t over-soak the felt or you risk it swelling, and that would be problematic. I gauged the amount of oil on the old one and soaked to approximately that level. AMERICAN BONANZA SOCIETY All Bonanza through King Air Models BIGGS AIRCRAFT Phone: 405-258-2965 Fax: 405-258-3016 www.biggsaircraft.com E-mail: [email protected] Location: Central Oklahoma Certified Repair Station #BA2R709K 33 w w w. b o n a n z a . o r g Figure 13 Figure 12 The time had come for what seemed to me to be the toughest part of this rebuild: the removal of the O-ring that lies about mid­way in the center of the cylinder (Figure 12). To accomplish this, a special tool with significant rigidity and a “duckbill” end needed to be fabricated to allow for the extraction of the O-ring from within its groove down in the barrel. Figures 13 and 14 show the tool that was fabricated from approximately 24" length of 1/4" diameter steel rod. Pounding the end of the rod into submission with a short-handled sledgehammer formed the “duckbill” shape and angle necessary. The 1/4" rod is rigid enough to allow you to get onto the old O-ring and pull up on it to extract it.  Smaller diameters just bent when trying to pry the O-ring up and out. Figure 15 shows what appears to be a crack in the old O-ring and the makings of current difficulties or difficulties in the near future. The new O-ring is helped into place with a wooden dowel to avoid any scratching of the inner barrel. Given the good experience we have had with fluro­sili­cone O-rings in other applications, my mech­anic approved for use the flurosilicone versions of the two O-rings for each of the struts (Figure 16). The 34 AMERICAN BONANZA SOCIETY Figure 14 Figure 15 FEBRUARY 2015 flurosilicone O-ring prefix designation is M25988/1-XXX where “XXX” is the O-ring size designation. After insertion of the new center O-ring and felt, the tube, cylinder, and shock components can be re­ assembled. After ensuring that all is back together properly (this is where your mechanic evaluates the fully assembled strut and pronounces it ready to be serviced with hydraulic fluid and nitrogen), you’re ready to follow the servicing procedure from the maintenance manual, which requires that the strut body be filled with 5606 (or the low flammability Military equivalent Mil-H-83282) fluid with 1/4" of chrome showing on the shock. Filling the strut through a tube connected to the top of the fill valve (with the Schrader valve removed) will allow for cycling of the shock up and down a couple times to remove any air bubbles. Once satisfied that the air has been removed, place the Schrader valve core back in the valve body and service with about 125 psi of nitrogen for starters. After placing the strut back in the airframe and putting weight on the wheels, the final pressure adjustment can be made for your preferred strut stance. The Best Planes at the Best Prices Carolina Aircraft has the largest selection of “Prime Condition” Bonanzas and Barons. Sales • Brokerage • Appraisal Pre-buy Inspections • Acquisition Bonanza/Baron Training Carolina Aircraft, Inc. Piedmont Triad International Airport 7680 Airline Road • Greensboro, NC 27409 (GSO) 336-665-0300 Figure 16 Volume 15 • Number 2 Fax: 336-665-0333 AMERICAN BONANZA SOCIETY George “The Bonanza Man” http://www.carolinaaircraft.com 35 w w w. b o n a n z a . o r g Due to the main gear well cavity cut-out design, it is imperative that the strut fully extend when airborne to prevent the strut from crashing into a portion of the wing. (This is another ingenious benefit of the squat switch, which does not allow the gear to be retracted unless the gear is fully extended and quite possibly the reason that two squat switches were employed in later model airframes.) To ensure that you have no strut binding, jack the plane fully to confirm that there is no restricted movement of the strut in the cylinder body. Performing a gear swing and checking gear clearances would also be good practice after a project such as this. The following personal mainte­nance principles applied to this project: So, if your struts are long in the tooth, it could be an easier project to tackle than you might have thought. My plan is to finish rebuilding my serviceable units over the next couple of months and install them during annual later this year. • IA/A&P supervision of all steps of the work and mechanic logging the repair work in the airframe log. • Shop Manual and Illustrated Parts Catalog on-hand for aircraft model and serial number to identify spe­cific rebuild component parts numbers. • Good general cleaning and lubri­cation practices for disassembled pins and bushings. • General inspection of the main components for any evidence of corrosion or defects. • Inspection and replacement of any poorly functioning grease zerks. • Replacement of all hardware, clevis pins, cotter pins, etc., not suitable for reuse. Since for me this is a repair and not a restoration, my plan is to simply sand the cylinder bodies and apply a coat or two of white epoxy paint to give them a freshened-up cosmetic appearance. Bonanza, Travel Air, Baron SHOULDER HARNESS KITS Congratulations to these ABS members who have earned ABS AVIATOR status. To participate, send copies of your training certificates to [email protected], or fax (316) 945-1710 attn: ABS AVIATOR. Level 1 P. Nick Douthat Mission Hills, Kansas Thomas Joynt Virginia Beach, Virginia Mark Marsiglio Rogers, Arkansas Gilles Ouimet Ottawa, Ontario Glenn Smith Freeport, Illinois Level 2 Harold Bradsher Troy, Missouri Lance Fisher Excelsior, Minnesota FAA STC/PMA APPROVED KITS • Factory style, 3 point diagonal design • Factory quality, Tso-c114 Amsafe belt systems • Choice of stock colors or special order • Matching rear lap belts available IXED RESTRAINT INERTIAL REEL EQUIPPED F Low Cost Affordable $859 Complete $1,159 Complete AIRCRAFT JACKS – THAT FIT Tail Stand Weight Available • Three Leg Design • Rugged Construction • #6000 Capacity Ram • Range 24" - 41" • Locking Safety Collar • Clears Inner Gear Door MODEL 324… $249 EA. Online at www.alphaaviation.com Alpha Aviation Inc. 1505 Chateaulin Lane • Burnsville, Minnesota 55337 1-800-653-5112    1-952-856-5158 (fax) 36 AMERICAN BONANZA SOCIETY Thomas Merfeld Clive, Iowa Joseph Stadelman Milton, Massachusetts Robbie Craig Wilcox Smithville, Missouri Level 3 Robert Hardcopf Apple Valley, Minnesota Bill Moore Merrit Island, Florida Joe Palazzi Venice, Florida Lifetime Level 6 ABS Master Aviator Glenn Beavers Wichita Falls, Texas Dual Control Trade-In Special $2595 Yoke+1 Wheel, $2995 Yoke+2 Wheels All New Dual Controls Flight Desks iPad Mounts B55 Air Box Nose Gear Doors Main Gear Doors See Our Website Early Nose Gear Chronometers Leather Wheels www.cygnet-aero.com Cygnet Aerospace Corp. P.O. Box 6603, Los Osos, CA 93412 805-528-AERO (2376) [email protected] CUSTOM ENGINE OVERHAULS NEAR CHICAGO “A TOP RATED SHOP”– Aviation Consumer, July 2013 Flat Rate Prop Strike Inspections and Repairs Dynamic Propeller Balancing While You Wait FAA Repair Station YYBR664L / EASA.145.6472 800-397-8181   815-544-2300 ­­ www.poplargroveairmotive.com e-mail: [email protected] 11619 Rt. 76, Poplar Grove, IL 61065 Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 37 w w w. b o n a n z a . o r g Member News Providing Quality Service McCauley Black Mac STC Since 1980 Hartzell Top Prop STC Three Receive FAA Wright Brothers Award ABS recognizes Ron Vickrey, Curt Simpson, and Larry Horton, all recipients of the FAA Wright Brothers Award. The Wright Brothers Award is granted to pilots who have at least 50 years of experience as an FAA-certificated pilot with no accidents. Congratulations! Have you received the Wright Brothers Award or the Charles Taylor Award for 50 years as an FAA-certificated mechanic? Contact ABS Executive Director Whit Hickman at 316-945-1700 or [email protected] to arrange for ABS recognition as well. Authorized McCauley Service Center HAMILTON STANDARD - HARTZELL McCAULEY - SENSENICH - WOODWARD Full Propeller Sales & Service Authorized Distributor • Rapco • Sensenich • Ice Shield • BF Goodrich • MT Propeller Props & Prop Governors Toll Free 1-800-643-8379 208-344-5161 FAX 208-344-9503 FAA Repair Sta. #FG6R534N [email protected] www.precisionpropellerservice.com 4777 Aeronca St., Boise, ID 83705 38 Family Owned and Operated Since 1974 Aircraft exhaust systems have always been difficult to find and a problem to maintain. Knisley Welding, Inc. was formed to fill that need.   We started our business in repair and moved into manufacturing. Our extensive inventory and quality service provides exhaust components to owners, operators, and repair stations throughout the world.   Our complete parts department has hundreds of FAA/PMA approved parts on the shelf and ready to ship. View our online catalog and call to place your order. http://knisleywelding.com/ 100 / 0 0 SATISFACTION GUARANTEED Knisley Welding Inc., 3450 Swetzer Road, Loomis, CA 95650 Email: [email protected] • 800-522-6990, 916-652-5891 • Fax: 916-652-6257 Hours: Monday - Friday, 8 am to 4:30 pm AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Safety Pilot By Thomas P. Turner From the NTSB: The pilot of a B36TC was over mountains in instrument meteorological conditions. He notified Center the airplane was picking up “too much ice.” He requested to divert to an airport about 96 miles ahead of his position and to descend to 11,000 feet. The controller informed the pilot that he could descend to 12,000 feet for terrain clearance. Over the following few minutes, the controller notified the pilot several times that he had to maintain 12,000 feet or above due to terrain, all of which the pilot acknowledged. Following a low-altitude alert issued by the controller, the pilot stated his altitude was 11,500 feet. Subsequently the pilot advised he was having engine problems and needed to go to an airport immediately. When the controller asked the pilot to verify his altitude, the pilot responded that he was at 10,000 feet. The controller then asked the pilot if he was able to climb, and the pilot responded “negative.” The controller advised the pilot of an airport 24 miles behind his position and asked if he wanted to divert. The pilot answered affirmatively. About one minute later the pilot advised the controller that the airplane had “just lost its engine.” The controller advised that the airport was at the pilot’s six o’clock position and suggested a heading, adding that another airport was right below the airplane. There were no further communications with the accident airplane. Wreckage and impact signatures were found consistent with a wings-level, slightly nose-low descent into trees and terrain at the 7600 MSL level. Examination revealed no evidence of any preexisting mechanical malfunction. The pilot and four passengers perished and the Bonanza was destroyed. NTSB probable cause: The pilot’s continued flight into known light-to-moderate icing conditions over mountainous terrain. Contributing to the accident was the loss of engine power due to induction icing. 42 The Other Icing Threats M ost discussions of ice protection center on the effects of ice accumulation on the wings and tail of an airplane. Severely degraded and unpredictable lift, and to a lesser extent increased drag, are the commonly talked about threats. The ability of deicing equipment to remove airframe ice defines the conditions in which “Flight in Known Ice” (FIKI) certification is and is not valid (see “Safety Pilot,” December 2013) – reinforcing the notion that ice accumulations on the flying surfaces are the only concern. But there are other threats from ice accumulation that can be equally disastrous. FIKI airplanes must have approved equipment to handle these other threats. Airplanes that are not certificated for flight in icing conditions, however, generally do not. Impact Ice This note appears in Section 7, Systems Description, of the B36TC Pilot’s Operating Handbook (POH): INDUCTION  SYSTEM  ICING The possibility of induction system icing is reduced by the non-icing characteristics of the Bonanza’s fuel injected engine and an automatic alternate induction air source. Under certain conditions, however, impact ice can form at several points in the induction system. If the air intake or filter becomes clogged with ice, a spring-loaded door in the air intake duct will open automatically and the induction system will operate on alternate air.  If the alternate air source door becomes frozen in the closed position, a pull-and-release T-handle is provided to force the door open. With a completely blocked induction filter, full power can be expected up to approximately 13,000 feet. Critical altitude for the B36TC, that is, the maximum altitude at which it can develop full power at full throttle and RPM, is about 18,000 feet. Another definition of critical altitude is the altitude at which the turbocharger wastegate becomes fully closed – above this altitude the turbo can no longer make up for loss of induction air pressure, and the manifold pressure will drop. If the induction filter is blocked with ice or snow (“impact ice”) and the engine is drawing air through the alternate air door, it is pulling in warm, low-density air from the bottom of the engine compartment. This means the wastegate will be farther closed for a given altitude and a given manifold pressure. Because the turbocharger is working harder it heats the induction air further, lowering its density and robbing even more power. AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Since ambient air pressure varies by approximately one inch per 1,000 feet in the lower atmosphere, the note from the POH suggests operation on alternate induction air reduces manifold pressure by about five inches (reducing critical altitude by 5,000 feet). This is consistent with accounts I’ve heard of a five- to sixinch loss of manifold pressure during icing emergencies in turbocharged and turbonormalized Bonanzas. Normally aspirated airplanes will have somewhat less of a loss of manifold pressure when using alternate air. The location of alternate air doors in 1973 and earlier Barons can actually slightly increase manifold pressure when operating on alternate air. Any ice on the propeller means it is less able to turn engine power into thrust. Add loss of lift from ice on the wing and stabilizer (and perhaps the underside of the fuselage and wings that adds weight and requires even more thrust and lift to maintain altitude), and you can see that even if the leading edges are kept clear impact ice or snow can create a serious threat to the safe outcome of a flight. Even “known ice” Barons and aftermarket-FIKI A36s and G36s are not immune to impact ice. in icing conditions, however, it may attain high enough an angle of attack that the wind (and any ice it contains) blows into the upturned scoop. The anti-ice vent can ice over, preventing fuel from being drawn from the tank. The engine may starve for fuel and quit. Fuel Vent Ice Fuel tanks must be vented to the outside air for fuel to flow to the engine. Bonanzas and Debonairs starting with the 1966 models, and most Barons, have a back-up “anti-ice” fuel vent in a recessed scoop under each wing. Relative wind flows past but not into the scoop, so the vent within senses ambient air pressure. If the primary fuel tank vent is obstructed by ice, the tank will be vented through the recessed vent. This works fine if the airplane is flown at a fairly low angle of attack. If the airplane slows down too much This, and the more frequently cited threat of ice accumulation on the unprotected underside of the wing and fuselage, is why airplanes certified for flight in icing conditions have two things: heated fuel vents (to be turned on prior to entering icing conditions), and a minimum ice penetration speed limitation – an indirect way to assure the wing’s angle of attack is low enough to Dedicated to Preserving & Restoring the Entire Beech Fleet WE ARE A ONE STOP SHOP! Annual Inspections • Engine Installations Paint & Interior • Avionics Airframe Work Free Shuttle back to your home base within 650 NM of KLHM (Lincoln, CA) 1402 Flightline Drive Suite A, Lincoln, CA 95648  (916) 645-3449 Fax (916) 645-0211  • [email protected] Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 43 w w w. b o n a n z a . o r g prevent ice accumulation on the underside of the airframe. The FIKI versions of the Baron 58, which have the same wing design as Bonanzas, have a minimum speed in icing conditions of 130 knots indicated. With no guidance to the contrary, it stands to reason that any Bonanza - derivative design should observe this as a minimum speed in ice, used as an escape speed to prevent excessive ice accumulation and possible fuel vent ice-over. The Other Icing Threats Imagine the no  -  win scenario faced by the pilot of this B36TC (and his passengers). The airplane was in icing conditions without the ability to remove the ice. Some engine power is lost, probably because of impact ice or snow blocking the air filter, and the airplane doesn’t 44 have enough power to hold altitude. Descending toward the mountains, the pilot attempts to maintain altitude and in doing so slows down until the high angle of attack causes the fuel vents to ice over. The only way to prevent this would be to lower the nose to maintain at least 130 KIAS, which would certainly result in a rapid descent toward terrain. Fuel will no longer feed from the fuel tanks and the engine quits completely. The pilot (and his passengers) run out of options several minutes before they run out of altitude. Most discussions about ice protection concern keeping the leading edges of the wings and tail free of airframe ice. We rarely talk about icing’s other threats – induction blockage and fuel vent icing – that can cause a partial or total engine failure. Any ice accumulation AMERICAN BONANZA SOCIETY in a non - FIKI airplane is an emer­ gency that must be dealt with immediately. Even in “known ice” airplanes, treat the first sign of ice accumulation the same way you would an unexpected sounding of the stall warning horn – do something now to get out of icing conditions and remove the ice. Overflying an Option A final observation prompted by this crash: When the effects of ice were profound enough that the B36TC pilot could no longer hold altitude, he chose an alternate airport nearly 100 miles ahead on his present course. There was an option less than a quarter of that distance away he had just overflown, and another almost directly beneath the airplane. A minute after accepting the controller’s suggestion to turn FEBRUARY 2015 w w w. b o n a n z a . o r g around toward that closer airport the Bonanza was still headed on its original course, away from the alternate. This suggests a mindset I call “magenta line thinking.” This mind­set causes pilots to dismiss options that are not the original destination or along the planned course (the GPS’s “magenta line”) and ahead of the airplane. Back in my Bonanza/ Baron simulator instructor days I often saw pilots exhibiting this mindset in the decision-making sce­narios we presented. Magenta line thinking appears to be a factor in many NTSB reports. Where the great capability of moving map displays promises increased safety through much - increased situational aware­ ness, it’s obvious that many pilots instead use GPS as a labor - saving device, spending less time planning Volume 15 • Number 2 a trip and evaluating options along the way. They don’t study the route and the area around it, and don’t seem to consider alternate airports off the intended course or even very close to the airplane when presented with an abnormal or emergency condition. Would a greater awareness of options have made a difference in this particular crash? We don’t know. But had the pilot made an immediate decision to get on the ground when ice first began to form on the Bonanza, he might have been directly over that airport that was 24 miles behind his tail when he finally asked for the diversion. Of course given the forecasts, the PIREPs, the environment, and the B36TC’s capabilities, the pilot should never have been up there in the first place. AMERICAN BONANZA SOCIETY ABS extends condolences to the family and friends of these ABS members who recently passed away. Alfred “Skip” Bakos Crown Point, Indiana A member since 2000, flew a 1998 B36TC. Fred Mantz Hughson, California A member since 1976, he flew a 1976 Baron 58. Dennis Williams Clarksburg, California A member since 1989, he flew a 1953 D35. William Guinther Golden, Colorado A member since 1968, he was ABS Executive Director in the late 1970s. Stanley Richards Salem, Virginia A member since 1999, he flew a 1989 F33A. 45 w w w. b o n a n z a . o r g GATTS Commercial Pilot Training By Joseph L Palazzi A fter nearly 3,000 hours, of which 2,500 are in Bonanzas, I decided I would like to add a new rating.  Having obtained my Private, Instrument, and Multi the next logical step was a Commercial certificate. My first hurdle was the written. But with the help of the Gleim online commercial course, I was able to ace the written in a few months. Now the clock was ticking to get the practical done. My second hurdle was to find someone willing to give instruction with my throw-over yoke. After contacting Tom Turner at ABS I realized there were no BPPP instructors immediately near 46 my home field in southwest Florida. I did find a CFII based on my home field who was willing to work with me. After a test flight to get comfortable, we worked on and off for a few months, but because of schedule conflicts we were not able to put together a solid block of instruction. When I returned to my home in Connecticut for the summer I endeavored to find an instructor to continue flight training. AMERICAN BONANZA SOCIETY Again, no one other than BPPP instructors seemed willing to instruct in a single-control plane, and unfortunately none were based in Connecticut. Two flight schools not only said “no” outright but added they didn’t think my Bonanza was a suitable platform, and they preferred training in their aircraft. Now one might say: Why didn’t you go ahead and bite the bullet and either buy or rent a dual yoke since the FAA requires it for any examiner doing a checkride? I’d arranged to borrow a friend’s Bonanza with dual yoke for my checkride, so I thought it was an unnecessary additional cost. FEBRUARY 2015 w w w. b o n a n z a . o r g I was about to think my quest for a commercial pilot rating was in vain when I read about GATTS Advanced Training Center’s threeday Commercial Pilot Certification Course, done in your plane or theirs. I contacted Jason Wolcott at GATTS in Manhattan, Kansas (www.gatts.org), and explained my yoke dilemma. He said not a problem, GATTS would arrange for a dual yoke for both the training and checkride, including installation at its maintenance facility. When I arrived a KMHK I was met by Evan Post, who would be my instructor for both ground school and air work. GATTS provided a car and accommodations for the entire period. GATTS conducted one of the most professional programs I have attended in nearly 30 years of flying, including 14 BPPP weekend programs. It was great to explore the envelope of my Bonanza while learning and performing the various maneuvers required for a Commercial Pilot certificate. Unfortunately the weather gods didn’t look favorably on providing visual conditions for my checkride. After three days of Kansas IFR I needed to return home for Thanksgiving. Again GATTS stepped up to the plate. Jason said, “No problem,” they would give me a credit for the examiner’s fee, and I could return the dual yoke after taking my checkride in Florida. As soon as I returned home to Florida I contacted a local examiner and arranged for my checkride the next day. The checkride went almost identical to what Evan and I had practiced. Thanks to the team at GATTS, I have a new Commercial Pilot certificate. Contact GATTS at: 888-778-6676  or  www.gatts.org Volume 15 • Number 2 6601 AUDIO ADVISORY SYSTEM Your “electronic co-pilot”     Gear Position Advisories Overspeed (Vne) Advisory Stall Warning Repeater Flight Time Recording AMERICAN BONANZA SOCIETY STC’d for the Sierra, Bonanza, Baron, Dutchess, Duke and C90 King Air. For more information, contact your favorite avionics dealer or visit us at www.p2inc.com (888) 921-8359 47 Crowdsourcing A Hangar Home By Lars Jensen Adapted from his article in HangarSphere magazine (www.hangarsphere.com) S cott and Mary Newpower enjoy all that Montana offers. Originally from Minnesota, Scott worked as an air traffic controller in Billings since 1993. Mary was a dispatcher for the University of North Dakota and Corporate Air. In 1996, Scott acquired his pilot’s license and became well entrenched in the general aviation lifestyle. He owns an S35 Bonanza and serves as the president of the Montana Pilot’s Association. A dramatic photo of Scott’s Bonanza landing at a Montana grass runway was on the cover of the February 2011 ABS Magazine. A few years ago, before “crowd­ sourcing” and “crowdfunding” became terms, Newpower approached the BeechTalk (BT) online community to assist him with the design of a new 48 hangar home. He received responses recommending heating solutions, hangar floor coatings, hangar door options, kitchen furnishings, where to place the master suite, hangar width, AMERICAN BONANZA SOCIETY FEBRUARY 2015 and even where to place the hot tub in the hangar. Seeley, Montana (320 miles north­ west of Billings) became home for the Newpowers when Scott retired in December 2014. They finished the home just in time. Why Seeley Lake Airport? Scott and Mary looked at two scenarios in which they could enjoy the offerings of Montana and their passion for aviation. The first involved acquiring acreage for a home site and private airstrip. This would offer solitude. But in case of an emergency, they felt they should be less isolated from civilization. Seeley Lake Airport offered a second scenario that meets this need. What makes Seeley Lake Airport (23S) unique is that some of the land surrounding the runway has been deeded to homeowners, and some is available to lease from the Montana Department of Aeronautics in 40-year increments. Not only can you build a hangar on this leased land, but as the Newpower s demonstrate, you can build a hangar and a home to officially call your residence. There exist some restrictions on the land and the building, but these were all easily digestible. One limi­ tation was the home’s depth of 55 feet. The width, however, was not limited. Scott mentioned, “Working with [the Montana Department of] Aeronautics was really simple” and that the agency’s people were the best he’s ever worked with. Volume 15 • Number 2 Quality Beechcraft Maintenance Gemco Aviation is a 3-time FAA Diamond Award Maintenance Facility – We Can Keep You Flying! We Maintain The Entire Beechcraft Line! Staggerwings • Bonanzas • Barons • King Air chcraft e e B e h T mily at Fa ion Services at mco Avi Ge Michael Stanko CEO Gemco Aviation Services GEMCO AVIATION SERVICES Youngstown Elser Metro Airport (4G4), 10800 Sharrott Rd., North Lima, OH 44452 330-549-0337 www.gemcoaviation.com AMERICAN BONANZA SOCIETY 49 w w w. b o n a n z a . o r g  Home and Hangar Design. The original design of the home was based on a friend’s house across the field, owned by Wade and Geanette Cebulski. It is a wood structure de­signed by architect Glen Larsen, what architects call a “contemporary saltbox” with hangar and home integrated under a common roof. The Cebulski home features two bedrooms and approximately 2,100 square feet of living space with a 48 2 43 foot hangar. This home was built on deeded land giving the owners flexibility with the design. Newpower’s home would use the same blueprints but tweakedas necessary to meet the regulatory needs of the Montana Department of Aero­ nautics and the needs of his family.  Modifications. Newpower’s home would be built with future expansion in mind. Plans called for utilizing the available 1,100 square feet of space directly above the hangar to eventually host two additional bedrooms, an office, bathroom, and a craft room. When completed, the total amount of living space came to a very comfortable 3,200 square feet, with four bedrooms and two and three-quarter baths.  Influence of the Online Community. Opening up your preliminary de­sign to critical review can be a humbling but invaluable exercise. Many recommendations came in as soon as Scott’s post went live on the forum. Three primary recommendations came forth: heating method, insulation, and hangar size. 50 w w w. b o n a n z a . o r g Heating the volumes of air within a home and a hangar can be an ex­­pensive task. Scott decided the combined structure would be heated through conventional forced-air units with radiant heat tubes in the hangar, with propane being the fuel of choice. Immediately and overwhelmingly, forum posters advised Scott to reconsider the forcedair system and to go with radiant floor heat throughout the entire structure. Comfort and cost of operation were the primary considerations, and the Newpowers followed this advice. An open-loop geothermal system was installed, along with two heat pumps: one dedicated to the hangar, one to the home. The open-loop system is one where water is drawn from a well, heat energy is extracted or absorbed by the water, and the water is then discharged into the soil, a pond, or a stream. This provides cost savings and efficiency gains as an existing well may be able to power the system and near-constant ground water temperatures will remain from season to season. In the case of Newpower’s home, the open-loop system saved several thousand dollars in upfront costs. This arrangement is not suitable for every location as it is based upon the soil’s ability to reabsorb water. Fortunately, the soil in and around Seeley is very porous (sandy) and easily accepts the water. The online community came through with recom­mendations on the use of sprayed-on closedcell insu­lation. Originally, the home and hangar was to be insu­lated with standard fiberglass batting. But after much discussion a hybrid of closedcell spray foam (2 inches at R-7/inch) and fiberglass batting (3-1/2" at R-13) was used in the six-inch exterior walls. A total R-value of 27 would be reached. This hybrid system provides maximum insulation at the best available cost. An R-value of 50 was achieved with the ceiling through conventional batting. Already, the Newpowers have witnessed tremendous gains in efficiency when compared to their Billings home and T-hangar. An entirely NEW door seal design is now available for Beech Aircraft • air tight “leak proof” • molds to whatever it needs to in order to form the perfect seal NEW Wing Walk Coating • it greatly reduces slipping • fast drying, easy to apply polyurethane rubberbase paint • can be applied right over existing wing walks Aircraft Door Seals, LLC 4910 Lockheed Lane • Denton, TX 76207 Phone (817) 567-8020  •  Fax (817) 567-8021 www.aircraftdoorseals.com BEECHCRAFT OWNERS For all of your T-34 Mentor, Bonanza and Baron Needs Quality Beechcraft Parts, Service, & Restorations Pre-purchase - 100 hour - Annual inspections Pitot - Static and Transponder Certifications Gear and Flight Control Rigging Continental Factory Fuel Flow Set-up T-34 Wing Spar AD Compliance Full in-house capability of sheet metal repairs, electrical troubleshooting, paint repair & dynamic propeller balancing. GEORGE BAKER AVIATION New Smyrna Beach Airport (KEVB) Florida 386-427-2727 georgebakeraviation.com       [email protected] AMERICAN BONANZA SOCIETY 51 The cumulative costs to heat home and hangar in Seeley and Billings for the last month were $170 and $340, respectively. 52 Newpower’s original hangar di­ mensions were to measure 40 2 50 feet. This was probably where he received the most beneficial advice. AMERICAN BONANZA SOCIETY When it comes to hangars, size matters, and the bigger the better. Everyone recommended going as large as possible. Newpower settled FEBRUARY 2015 w w w. b o n a n z a . o r g on dimensions of 50 2 65 feet: an increase of over 50 percent over the original. The hangar’s “open door” measurement is 42 2 14 feet. Additional access to the hangar is through a pair of standard garage doors and a service door. With construction now complete and toys moved into the hangar, space within has become a commodity in short supply. The Bonanza, two cars, snowmobiles, a garden tractor, a boat, four-wheelers, and the yet-tobe-installed hot tub all compete for valuable square footage. Even with increased dimensions, equipment must be rotated to a shed as the seasons change. This just goes to show that no matter how large you build your hangar, too large isn’t large enough.  A Hands-On Group. The aviation community is unique as the people within not only talkthe-talk but walk-the-walk. When the topic of hangar floor coatings was broached, Mike and Andrea Grommet recommended an acidstain floor treatment they applied themselves at their veterinary clinic. They even offered to fly to Seeley to lead a do-it-yourself application of the stain. This gracious offer was accepted, work began, and friendships forged. This required five people, tre­ mendous amounts of preparation, and copious volumes of water to complete the chemical and rinse process. This is the second time HangarSphere has seen staining of the concrete in lieu of an epoxy/urethane coating. And again, it turned out beautifully. Other recommendations came pouring in through the forum but most did not make the cut: floor drain location in the hangar, master suite on the ground floor, an elevator, installing the hangar door truss on the inside versus outside of the door, and utilizing passive solar to supplement radiant floor heat. Volume 15 • Number 2  Post Construction Review. Proper planning is key when building a new home. Selecting the right architect and contractor greatly aids in execution of the final design. Scott and Mary scored success twice over with a proactive and skilled architect, Glen Larsen, and an extremely competent contractor. The only snag during construction was the slight delay in the delivery of the steel beams that support the primary elements of the hangar. If given the chance to do it over they would configure the main staircase differently, as it takes up too much room in the living room. They also would integrate a service door within the hangar door. Scott and Mary’s favorite feature is the blue stain pine used extensively throughout the home’s interior. This blue color is a result of beetle infestation. The integrity of the wood AMERICAN BONANZA SOCIETY is unchanged, yet its appearance is significantly and naturally altered. The blue stain is all natural and is harmless. As for the hangar, the most notable features are the acid-stained floor and the location of the soon-to-beinstalled hot tub. Windows that wrap around the corner of the hangar are strategically placed to offer panoramic views of the runway from the hot tub. The Newpowers are the airport’s newest residents, and join six other homes and one fly-in bed and breakfast. Their home offers nature at their doorstep, a hint of solitude, a touch of civilization, and all of it wrapped around the aviation lifestyle. Scott and Mary thank everyone from BeechTalk as well as architect Glen Larsen, Wade and Geanette Cebulski, and Mike and Andrea Grommet for helping them build their dream in Big Sky. 53 w w w. b o n a n z a . o r g Regional News: Brazilian Bonanza Society 2014 Events Report By Luiz Gustavo Figueiredo W e had a very busy year in 2014 in Brazil, with presidential elections and a World Cup with unpleasant results for most Brazilians.  On the aviation front, we had to cope with rising avgas prices as a result of a stronger U.S. dollar, which combined with an stagnant economy resulted in fewer Society events. VIEW OUR NEW ONLINE CATALOG NOW! FAA/PMA new, serviceable, or overhauled in stock. Same day shipping. 800-4STACKS We’re serious about exhaust! Tel: 800.478.2257 or 803.548.2665 Fax: 803.548.6360 E-mail: [email protected] 54 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g We had our traditional Bonanza Fly-In in August, and we were fortunate to bring a brand new G58 Baron and a C90 GTX King Air as factory demonstrators for the event. For the first time we had a spokesman from Textron Aviation to give us some updated information about the Beechcraft acquisition, since most pilots are worried about the future of the piston line in the company portfolio. He said Textron will invest close to $300 million (U.S.) in coming years in the Beechcraft line, certainly a very reasonable amount that will bring better and new products looking ahead. A total of 35 airplanes were at SDJO for our gathering in August. Some planes that flew to the event this year were first-timers a tour events. Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 55 w w w. b o n a n z a . o r g We also conducted a safety seminar during a weekend in November, this time at a resort with a paved runway just in front of the hotel. The weather wasn’t so good in most areas, so some pilots had to cancel the trip. For those who made it, it was a wonderful time to get aquainted with the latest news regarding flying regulations and apps for electronic devices. We are very excited about our coming events in 2015, since the Brazilian Bonanza Society will celebrate 10 years of activities. It will surely be a remarkable year for us ! Aircraft Painting & Refurbishing Start Fresh. Give your aircraft the Murmer Treatment . The Murmer Treatment is a 21-step proven process for creating lasting beauty...and new value for your aircraft. For more than 40 years, Murmer Aircraft has combined science and craftsmanship to create beautiful, enduring, high-quality exterior finishes. Our secret is in the details: a comprehensive, 21-step process that cleans, seals, protects and warrants your aircraft for years to come. Find us at Houston Southwest Airport • AXH on the web at www.murmerair.com or call toll-free at 800.832.0177 56 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Forum ABS Idea and Information Exchange New Life Membership The Forum section is intended as a space for members to respond to articles printed in the magazine, or to share their knowledge of a helpful idea for other members. Send your words and photos to [email protected]. ABS extends a warm welcome to these members who have recently become ABS Life Members. A reminder for those who own or maintain an E-Series Bonanza with a Beech 215 propeller and need to grease the bearing: The proper grommet is B200-377 for Bonanzas after serial number D-2199, per the book I have. A caution in the manual calls for a grip bushing to eliminate over-tightening of the six bolts. This is in the B200 propeller book on pages 1-6. I could not find it in the B215 section of the book. The B200-338 grommet is difficult to find. I managed to find them at AVspares and ordered six. They will not accept the Bushing 100801-x6-0375. The B200-377 is larger. Sources: B200-338 grommet from KRN (480) 961-8946.  • Seals from Byam Prop in Ft. Worth, Texas. • B200-377 grommet from Beechcraft Parts. • This site lists sources for many Beech electric propeller parts:  • www.avspares.com/parts/search?parts=B200-338. —Bill Hoglan Daniel Serrato LaGrange, Georgia Heath Schultz Magnolia, Texas Lawrence Sittig Centennial, Colorado Elizabeth Hawley Wichita Falls, Texas Doc D’Errico Southborough, Massachusetts Patricia Hyde Kenedy, Texas Reinaldo Sanchez-Ossorio Vero Beach, Florida Jesse Johnson Phoenix, Arizona Your Northeast Beechcraft Experts Installations, Repairs and IFR Certifications Personalized Service for 34 Years! Custom Panel Fabrication & Restoration Call Ken Gleason 845.462.5116 for pricing on G600/500, GTN-750/650 and Aspen PFD/MFD www.precisionavionicsinc.com email: [email protected] Precision Avionics, Inc. FAA Certified Repair Station 0Q1R383K 40 Citation Drive, Wappingers Falls, New York 12590 Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 57 Tech Talk Engine Hoses By Bob Butt ABS Magazine Technical Review Team R ecently, I was lucky enough to spend a couple of days in Tulsa.  Sheridan Road, adjacent to the International Airport, has an incredible wealth of aviation parts and maintenance facilities. One of them is Precision Hose Technology. I stopped in to see what they had going and maybe get a hose made up. I also got quite an education. 58 AMERICAN BONANZA SOCIETY FEBRUARY 2015 The Navy performs conditional testing after seven years and the Air Force replaces hoses after 10 years. We all have been told the cloth braided hoses, Aeroquip 303 or Stratoflex SF111, need to be replaced on condition or at eight years’ Time-in-Service (TIS) for various in­ stallations by AD. The integral fire sleeve-covered Teflon hoses look good, are less thick, and are thought to be okay for lifetime use. According to PHT, the braided hose (303) has a 10-year “shelf life” and needs to be replaced on condition after 10 years in use. The conundrum is shelf life versus TIS. The Teflon-lined, steel-braided hose and integral fire sleeve hose has an unlimited shelf life. It does not have lifetime usage. The clock starts when put in use and needs to be replaced on condition after 10 years in service, just as the cloth covered hoses. PHT also noted they often get hoses for replacement 30 or 40 years old. They are stiff, brittle, falling apart and not airworthy. Aeroquip states: “Service and shelf life of Aeroquip Teflon hoses are unlimited for all practical purposes. However, experience has shown that service life on impulsing applications may eventually be limited by fatigue in the wire reinforcement. Maximum service life on such applications is best determined by the operator based on experience.” The Navy performs conditional testing after seven years and the Air Force replaces hoses after 10 years. I believe it is a good idea to replace all engine hoses at TBO. Brake system hoses tend to be ignored more than others. All system hoses need to be inspected for external condition and flexibility. A fire sleeve can make a bad hose still look new while the interior is disintegrating. I have a steel reinforced Teflon-lined fuel hose for show and tell that looks and feels like new. However, when pres­ surized with shop air, it will make more bubbles than a Jacuzzi!  There are several providers that can make up new hoses with correct size and fittings by the serial number of the aircraft and/or the engine. For special applications, send the old hose for duplication or even order a custom hose with guidance from information on their websites. How old are your hoses? What condition are they really in? Volume 15 • Number 2 We Do Windows! Excellent Service Quality Products Affordable Prices w w w. b o n a n z a . o r g Complete Mobile Installation at YOUR Airport Location Over 4,000 Installations in 32 Years! 2 Year Guarantee  •  Use Only FAA PMA Parts Call Today! (314) 406-1389 Schedule dates see www.dbmods.com email: [email protected] 15339 Batesville Ct. • Chesterfield, MO 63017          C.R.S. SH2R161L AMERICAN BONANZA SOCIETY 59 Engine Preoiler Get Oiled Before You Start! FAA STC/PMA REDUCE ENGINE WEAR! w w w. b o n a n z a . o r g New Airworthiness Issues Service information, bulletins, and Airworthiness Directives are time-sensitive safety information. Watch ABS News and ABS Hangar Flying at www.bonanza.org for new airworthiness information as it arises. ➤ G36/G58 Gear Handcrank Placard Textron Aviation has issued Mandatory Service Bulletin (MSB) 32-4145, affecting G36 Bonanzas serial numbers E-4016 through E-4036 and G58 Barons TH-2381 through TH-2419. This bulletin addresses a manufacturing “quality escape” in which the incorrect placard may have been installed on the manual landing gear extension handcrank cover. Up to 70% of engine wear is caused by insufficient lubrication during start. Install a Preoiler and • Lubricate Bearings • Pressurize Lifters • Lubricate Cams • Lubricate Valves Certified on ALL Barons and Bonanzas. www.oilamatic.com P.O. Box 5284, Englewood, CO 80155 (303) 770-0175 • 1-800-343-7623 • FAX (303) 793-0493 CORRECT It calls for inspecting to determine if the proper placard is installed and, if not, installing the correct placard. See MSB 32-4145 at https://www. bonanza.org/images/pdf/32-4145.pdf. ➤ G58 Baron Fuel AD FAA has issued Airworthiness Directive (AD) 2014-26-05, which affects fuel cells installed on certain G58 Barons. This AD was prompted by reports of fuel leaks due to fuel cells that do not fit properly. The AD requires inspections to detect improperly fitting fuel cells, correct left and right wing fuel installations, and set correct torque values on fuel system fittings on affected airplanes. A total of 18 G58s, serial numbers TH-2335 through TH-2378, are affected. According to Beechcraft, some of the costs may be covered under warranty. Beechcraft previously warned airplane owners of this issue in Safety Communique 332 (May 2013), Mandatory Service Bulletin (MSB) 28-4127 (June 2013) and MSB 28-4131 (November 2013). ABS advised members of this issue online in November 2013 and in the January 2014 issue of ABS Magazine (pg. 62). We published the Notice of Proposed Rulemaking for this AD in ABS Hangar Flying on October 8, 2014. For more information read: • Airworthiness Directive 2014-26-05: http://www.bonanza.org/images/pdf/2014-26-05.pdf • Beechcraft Safety Communique 332: http://www.bonanza.org/images/pdf/sc332fuelleaks.pdf • Beechcraft MSB 28-4127: http://www.bonanza.org/imges/pdf/28-4127.pdf • Beechcraft MSB 28-4131: http://www.bonanza.org/images/pdf/28-4131baronfuelcells.pdf 60 AMERICAN BONANZA SOCIETY FEBRUARY 2015 The Most Complete, Most Convenient and Most Cost-Effective Type-Specific Beechcraft Training Only $395 Includes online and up to four hours of flight training! My flying experiences include the Air Force, airlines and general aviation. Early in my flying career I learned that flying safely requires knowledge and proficiency. When I bought my Baron I wanted a training program that would give me what I needed to be safe. The BPPP course was an extremely valuable training program that helped me achieve that goal. The Ground School was very informative and completed at home on my schedule. The Flight portion was flown with Travis “Buz” Witherington, a knowledgeable, dedicated instructor who displayed the highest degree of professionalism and proficiency. And this also was completed on my schedule. I gained an increased knowledge of and a much higher level of proficiency in flying my 58P Baron. This was a great experience, it was fun learning and I strongly encourage everyone to participate in ABS’ Beechcraft Pilot Proficiency Program. Thanks ABS Air Safety Foundation! Tony Crescimanno Thomaston, Georgia ABS’S GOAL IS SIMPLE: To protect lives and to preserve the Beechcraft fleet, by significantly increasing the number of ABS members who receive The Best in Beechcraft Pilot Training.™ HERE’S HOW BPPP WORKS 3. If you qualify, earn a Flight Review and/ 1. Take the popular BPPP Beechcraft systems and techniques classroom train- or an Instrument Proficiency Check ing online, FREE, and on your schedule 4. You’ll receive a BPPP Completion Certificate, which may qualify you 2. Fly with a BPPP-standardized flight for insurance discounts (ask your instructor near your home at a agent or broker) time that’s convenient for you Many aircraft insurance companies give up to a 10 percent discount on your policy for completing BPPP. For the first time, the insurance discount may pay most or even all the cost of your specialized Beechcraft training! BPPP training is fun, informative, convenient and affordable. It makes you an even more capable and safer pilot. For more information and to enroll, go to http://bonanza.org/pilot-training-bppp/or call 316-945-1700. Tech Tips Tech Tips are answers to questions about a specific airplane, system or operation presented by an ABS member, and are the opinion of the Technical Advisor.  Answers are the best information available based on indications presented by the ABS member asking the question.  Actual inspection of the aircraft or system in question may change an initial Tech Tips opinion.  Aircraft owners, pilots and readers are advised to physically present airplanes and indications to a qualified mechanic before choosing a course of action. Bob Ripley retired from Delta Airlines as a manager of line mainte­nance (Atlanta) and has run an FBO focusing on Beech maintenance for 20+ years. Q:  I would like to move my F35’s battery to the firewall. Can my IA design and build a battery box that will be acceptable to the FAA? Should it be aluminum or stainless steel? Are there plans/drawings I can get? Also, I’d like to relocate my external power jack. Where is the best location? A:  Aviation Research has an STC for the battery box. See www.aviationresearch.com/batterybox.html. As for relocating your external power receptacle, I’d consider that to be a minor alteration. A good location is on the right side cowling below the battery box location and slightly forward. Some of the drawings are available through ABS. Battery boxes are available either from Beech or multiple salvage yards. —DH Curtis Boulware has managed a Bonanza, Baron, and T-34 Mentor-specific shop for 13 years, winning numerous national awards for T-34 restorations. He earned his Private in a T-34 and enjoys flying all models of the Beech piston family. Q:  John Collins has previously owned an FBO and avionics shops, and for several years has been ABS’s Avionics columnist. He owns a Bonanza and is a CFI/CFII. A:  Louis Edmonds has over 25 years’ experience specializing in maintaining Bonanzas and Barons. His Edmonds Aircraft is a long-time ABS Service Clinic host FBO. Dan Honeycutt is an A&P/IA with over 20 years experience. He owns a California-based FBO specializing in Bonanzas and Barons. Tom Turner ABS-ASF Executive Director, holds a Master’s degree in Aviation Safety. He has specialized in Beech pilot instruction for over 20 years. 62 Battery box and external power Steven Bass, Marysville, Washington Tip tank gasket Anthony LaMura, Cedar Grove, New Jersey I have to remove one of my F33A’s Osborne tip tanks to replace the rubber gasket. Is there a video of this procedure that I may watch? I will have mechanical help but I was just wondering if there was anything I might be able to watch beforehand to prepare for the job. There is no video that I am aware of. I suggest having some sort of table approximately the height of the bottom of the tank. Remove all of the screws, slide the tank out, and set it on the table to replace the gasket. Be careful with the wiring to the lights and don’t pull it out so far it damages the wiring. Installation is done in the reverse order. Do not tighten any of the screws until you have all of them started. —BR Fuel spider valve vent Jerry Baker, Burlington, Wisconsin Q:  The fuel spider located on top of the B55’s IO-470 engine appears to have a vent that would vent fuel onto the cylinders if the diaphragm breaks. Logic says it should probably be vented to the outside. Is there a service bulletin or other data available to do this if it is advisable? A:  It is not actually a vent but an area above the diaphragm to equalize to ambient air pressure. The only time there would be fuel there is if the diaphragm fails. I talked with Continental and they advised that there is no information on venting the manifold valve. The port is for air venting only and some of the airframe manufacturers add a line overboard. The newer-type valves only have a small hole that will not allow a fitting at all. As long as there is no evidence of fuel staining, the valve is operating normally. —BR AMERICAN BONANZA SOCIETY FEBRUARY 2015 Where Precision Yields w w w. b o n a n z a . o r g Performance V-speeds Paul Gretschel, Coram, New York Q:  Max flap extension for V35A after serial number D-8872 appears to be 117 KIAS and 123 KIAS. Is it okay to operate flaps at a faster speed once the gear is extended? Or are the higher airspeeds only for the aircraft with later serial numbers? Also, can 10 degree flaps be used for an approach flap setting at higher speeds like 145 or 154 KIAS, at which the landing gear can be lowered? I would appreciate clarification. When can partial flaps be lowered? When can full flaps be lowered? When can the gear be lowered? All on the later serial numbered V35As after D-8872.  I also notice emergency descent doesn’t call for any flaps. Any comments on that? A:  The V35A Vfe (maximum full flap extension/extended speed) increased from 117 to 123 KIAS, regardless of landing gear position, beginning with D-8872. Vlo/Vle (maximum landing gear operation/maximum landing gear extended speeds) increased from 143 to 152 KIAS at that same time in V35A production. As you know, Vfe is a certification speeds that applies to FULL flap extension. Prior to the introduction of preselect flap switches, Beech gives us no guidance on maximum speeds for partial flap extension. When I taught at FlightSafety the Beech test pilots told me that they used up to 15° flap extension as high as Vlo, but cautioned heavily about the hazard of exceeding 15° of flap with the UP/OFF/DOWN flap switches of that era. As a result my personal feeling is that partial flaps is okay up to Vle in these airplanes, if I am in a position to lower the flaps without other distractions so I can closely monitor actual flap extension. It’s not prohibited by any airplane LIMITATION, but must be approached very  cautiously. • 30 Years Experience overhauling Continental Engines • Overhauls to Factory New Limits using the best parts and processes available • Prop Strike Inspections and Repairs • Top Overhauls 2870-B N. Sheridan Rd. Tulsa, OK 74115 fax: (918) 835-1754 (918) 835-1089 • www.barrrettprecisionengines.com The POH does not call for any flap use in an emergency descent in Bonanzas that do not have an APPROACH FLAP preselect switch. Apparently the rate of descent is faster at Vlo with flaps UP than at Vfe with flaps DOWN in these airplanes. An emergency descent is by definition a distracting event – I speculate that the hazard of overextending flaps in this emergency, and possible flap failure that would set up a probablyuncontrollable roll if one flap failed at or near Vlo, is why Beech does not call for any flap use on the EMERGENCY DESCENT checklist in Bonanzas without flap preselect switches. —TT Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 63 w w w. b o n a n z a . o r g Removing the rear bench seat James Peacock Newport, Rhode Island Q:  I’m in the process of getting my Travel Air ready for its annual. The front seats came out easily. Any tips for removing the rear bench seat? A:  Rebuilding the wobble pump Roland Scott, Baltimore, Maryland Q:  A:  My B35’s fuel selector/wobble pump is no longer building up the fuel pressure needed for starting the airplane. Is there a rebuild kit or a rebuild procedure for the pump? Or is there a vendor that rebuilds them? Your Illustrated Parts Catalog gives you a listing of all the O-rings necessary for resealing the wobble pump/fuel selector, and an exploded assembly drawing. It’s a fairly simple procedure once you have the appropriate O-rings. You can buy fuel resistant O-rings (MS29513) from most aviation parts vendors, i.e., Aircraft Spruce, Sky-Geek, Chief Aircraft, etc. —CB The best way is to pull the front pins up to release, and tip the seat backwards so the pins do not reengage. Then bump the entire seat aft to get the rear pins to come out of the holes. Then you can tip the seat sideways to work it out of the aircraft. It is not an easy process. —BR Nose gear knee torque links Roger Astmann North Haven, Connecticut Q:  I plan to replace the bushings in the knees of my C33A’s nose gear. In the parts book 39A, page 2-176, I do not see a reference for the nuts and washer for the upper pin. They do not look standard. The placement of the specified washers is not clear. The bushing for the damper shows “not found” in Beech parts. Any words of wisdom? A:  There is no hardware that attaches the upper pin to the gear. It is installed; the clevis pin is inserted through the gear and pin, then a washer and cotter pin are installed in the pin at the bottom. Some of the washers are larger to go over the bushing that goes through both torque links at each end. Then the small washer and nut are installed with a small washer under the head of the bolt. The new part number for the forward shimmy damper bushing is 105739X-ZK0190. It is available from Beech for $82.70. —BR 64 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Gear warning horn Charles Entwistle, Leicester, Massachusetts Q:  I recently did an oil change on my V35B. After the second flight, the gear warning horn goes off when the wheels are retracted. All lights show the landing gear fully retracted and my gear mirrors confirm the gear is up. The gear lowers normally. I noticed when wiping oil that I had contacted the throttle sensor near the oil drain. I removed the paper, cleaned and checked continuity. It seemed to be working when checked with a test light. I have removed the wire from the sensor and cycled the gear. Still the horn comes on. What else can do this? A:  After looking at the wiring diagrams, the only way I can see the horn will sound with the gear handle down, the gear down, and the lights showing properly is if the gear switch has failed internally. This is where the horn gets its power. I would remove wire G15A20 from the back of the gear switch and see if you still get the horn. —CB Nose gear taxi light Eugene Mall, Cairo, New York Q:  I’m installing a nose gear taxi light on my C33A. Part number 35-364259-0003 is the bracket I have found that applies. I cannot locate the clamp for the PAR 36 lamp, nor am I able to get a part number for it. A:  The taxi light assembly was not installed until serial number CE-180 and later. I have sent you the Illustrated Parts Catalog (IPC) reference for the light assembly, and the part numbers you will need. There are 12 of part number 96-3694012-5 in stock at Beech, $128 each. You can purchase from any Beech parts supplier. You might also want to call a couple of salvage yards to see if you can find one for a lower cost. —BR Prop lever sticks Wayne Cross, Novato, California Q:  My 2001 A36’s propeller control does not work smoothly. It works harder than normal, and during a propeller check the RPM drops slowly, and slowly rises back to 1700 rpm. A:  You can lubricate the cable, but it is a short term fix if the cable will operate okay when it’s warm and is hard to move when it’s cold outside. The only other option is to replace the cable assembly. The part number is 36-380084-7. There are 15 in stock at Beech, $233 each. —BR Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 65 w w w. b o n a n z a . o r g Panel touch-up paint John O’Hara Lake in the Hills, Illinois Q:  SPECIALTY INSURANCE COVERAGE Aircraft • Classic Cars • RVs Motorcycles • Marine Aviation Insurance is Our Specialty! Put us to work – we’ll find the BEST quote for your custom needs. Rates do vary but our attention to your needs does not waiver. 800-747-0825 • www.flysasi.com Shoreline Aviation Insurance 148 Biddle Drive • Jasper, AL 35503 66 Gear attachment cracks Herbert Drury, Maynard, Massachusetts Q:  There are cracks in my T-42A Baron’s landing gear actuator mount. One is at the right front mounting stud in the bend radius adjacent to the stud hole. Two more are on the lower centering mount: one through the right front lightening hole and one in the bend radius above the forward, right three mounting rivets that go through the aft side of the spar carry through. The bucked end of these is not accessible. Have you seen this before, and is there an acceptable fix? A:  There is no published or previously approved repair. If your mechanic cannot come up with a repair based on AC43.13, I suggest having a DER [FAA Designated Engineering Representative] evaluate the cracks and see if he can provide a fix. —BR AMERICAN BONANZA SOCIETY I need to touch up the paint in an area on my 1990 F33A’s panel. I have the paint color name (Castle Tan) and code (370-506), but no one can seem to match it without knowing the manufacturer. I don’t have a part of similar color to remove and have scanned. Any idea of a source or paint manufacturer? A:  It would be hard to tell exactly what paint Beech used. Tra­ ditionally they used a lacquer on the panels, as lacquers are a fastdrying paint and will be somewhat flat unless buffed out. Per the main­ tenance manual, the paints are pro­ duced by U.S. Paint Lacquer and Chemical Co. of Wichita, Kansas. I have a can of Sahara Tan panel paint purchased a number of years back from Beech, and it is a product of Sterling Lacquer Manufacturing Co., St. Louis, Missouri. It is possible your paint could be purchased through Beech. Other than that, I suggest taking a part of your panel to an automotive parts store and having them match the color. You want a flat paint, which is not normal for the automotive world, but there are flattening agents that can be mixed in with most paints. If your local auto store deals in DuPont products, the “Lucite” line of acrylic lacquers are good for the panel. Unfortunately when touching up a panel, like doing the outside of the aircraft, a color that is a great match for one part of the panel is probably not good for another part. The effects of sun exposure will cause differ­ ences in the color across the panel. As such, I generally place the pri­ mary color on a pallet and have an assortment of other colors that can be blended as needed. —LE FEBRUARY 2015 w w w. b o n a n z a . o r g Landing gear switch and lights location Clyde Hummer Perrytown, Texas Nose gear alignment George Brown, Georgetown, Texas Q:  On our B55, which I have owned for almost two years, the nose gear is turned to the right about three to four degrees with the rudder pedals and rudder straight. The threads and nuts on the steering linkage inside the wheel well have obviously not been touched since the aircraft was repainted in 2005. Additionally, the idler arm on the left wall of the gear well appears to be vertical with the rudder pedals centered. Inspection of the steering linkage and the nose strut doesn’t reveal any apparent damage. Casual observation of the nose gear on the six Barons based at our airport show three have a similar right offset on the nose wheel. Is the right offset a deliberate adjustment, possibly to help reduce the right rudder effort early in the takeoff roll, which it appears to do? Or is there possibly damage that we can’t detect? I’d like to adjust the nose wheel so it is centered with the rudder, but am concerned that doing so will merely mask a more serious problem. A:  Before you adjust the steering, I suggest taking a look at the tension on the rudder cables with the Baron rudder pedal rigging tool installed. I suspect that one of the cables will be lower than the other one, causing the system to be off slightly. If they are okay, refer to the maintenance manual for the adjustment to the nose steering system. In 34 years in the Beech business, I have never had to adjust a steering. —BR Q:  I have a dual yoke in my V35B, which blocks my line of sight to the landing gear switch and position lights. I would like to move the switch and lights up from where they are to above the yoke. Is there an STC to do this? A:  In my opinion relocation of the switch and lights should be considered a minor alteration and signed off with a simple mechanic’s logbook entry. As long as the airframe system is not affected and you do not change the circuit wiring, you will not meet the defined criteria of a major alteration (requiring an STC or 337). —CB Designing Products to make a Fine Aircraft Outstanding. Full Service Repair Station #OYSR774L. Over forty years serving Bonanzas and Barons. Avionics, Auto Pilot, Instruments sales and installation specializing in ASPEN, Cobham S-TEC, GARMIN & ULTRA. INSTRUMENT PANEL ASSEMBLY: STC PMA 35 thru N35, 33 series. Upgrade, modify later models including Barons. Custom per client specifications. Install at our facility or shipped for installation by your local maintenance facility. E225-8 ENGINE MODIFICATION ASSEMBLY: STC PMA Series 35 thru G35. All the benefits of the 470-260HP series engine without the high costs. STAINLESS STEEL BATTERY BOX ASSEMBLY: STC PMA  Series 35, 33, 36 SECURITY LOCKING FUEL CAP ASSEMBLY: STC PMA  Series 35, 33, 36, 95, 55, 56, 58, 60, 76 Aviation Research Systems, Inc. Sandy River Airport 03S, Sandy Oregon • [email protected] www.aviation-research.com Toll free:  888-301-9207 | 503-668-4542 Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 67 Meet the 2015 ABS Board Nominees P er the bylaws of the American Bonanza Society, a Nominating Paul Lilly Port Orange Florida V35B N771T Committee consisting of one Board member (Paul Damiano, Area 1) and two non-Board members in good standing (Tom Rosen, Lincoln, California, and Greg Stratz, Fond du Lac, Wisconsin) solicited and accepted nominations for the following ABS Board of Directors positions for three-year terms to begin in October 2015: Area 3: Open to members with primary residence in Alabama, Florida, Georgia, North Carolina, South Carolina, Tennessee, or Virginia. Departing Director: Bob Goff Area 6: Open to members with primary residence in Arizona, Colorado, Kansas, Idaho, Nebraska, Nevada, North Dakota, Montana, South Dakota, Utah, or Wyoming. Departing Director: Ward Combs Area 8: Open to members with primary residence in Southern California, including the counties of Santa Barbara, Ventura, Kern, San Luis Obispo, Los Angeles, Orange, Riverside, San Diego, San Bernardino and Imperial Counties, or Hawaii. Departing Director: John Annable The right tools for the job wingbolt wrenches •  made in the USA m Bonanza through the King Air Series of aircraft. wrenches are used to inspect and replace as required the wing attach bolts on Beechcraft Aircraft. m Available for purchase or rental. m Lifetime Warranty. m See website for additional information. m These 817• 573 •2786 Ryan  Machine • 9608 Taxiway Dr. • Granbury, TX 76049 email:  [email protected] www.ryanmachine.net 68 Area 3 Nominee AMERICAN BONANZA SOCIETY My wife and I live in Port Orange, Florida, with a second home in Woodstock, Maryland. We have three grown daughters and two grandchildren. I will bring to the Board my experience in having developed, grown, and run my business for the last 22 years. I am the founder, owner, and CEO of a medium-sized diagnostic imaging equipment and services business, doing business throughout the U.S. I believe the knowledge, experience, and conventional use of business principles in strategic problem solving, growth and development, human relations, communications, and management will assist in my role as an ABS director. I have shared my passion for flying with the aviation community for over 40 years. I hold a Commercial Pilot certificate with instrument and multi ratings, as well a CFII certificate. Among my first flying experiences was soloing in a Piper Colt PA22-108 in 1970.  In the late 1970s and early 1980s, I flew in a Beech Aero Club, instilling my appreciation and love for Beechcraft. Since then I have owned and flown Sundowners and Sierras. For the last 15 years I have owned N771T, a 1973 V-tail Bonanza. I use my Bonanza for both business and pleasure. It allows my wife and me to attend both North East Bonanza Group and Southeast Bonanza Society fly-ins, visits to our geographically scattered family members, work-related trips through­out the Southeast, and personal getaways that my wife and I enjoy. ABS has been invaluable to me for training and support of my Bonanza, making ownership a pleasurable experience. I will be honored to give my time to ABS and help preserve and grow that resource for current and future FEBRUARY 2015 Beechcraft owners. Area 6 Nominee Phil Jossi Kearney, Nebraska A36 N6050M I appreciate the opportunity to be nominated for the Area 6 seat on the Board of Directors of the American Bonanza Society. My wife Jane (a private pilot) and I live in Kearney, Nebraska, where we currently own and operate Kearney Aviation Center (KAC). KAC is the full service FBO at Kearney Regional Airport (KEAR). As part of the FBO business we are the flight training provider for the Aviation Management program at University of Nebraska, Kearney. We currently have more than 30 flight students from private through CFI. I also serve as a lead representative in the FAA safety program. An entrepreneur at heart, I started the business from scratch in June 2011 after some encouragement from local folks. I have been flying for just over 30 years and hold an MEL and CFII. I recently retired from a 40-year career as a Nebraska community banker. As an ABS life member, I am committed to the Society and I believe ABS is a wonderful organization (we have enjoyed many conventions, meetings, and get-togethers) with a top flight staff that is truly dedicated to member education, safety, maintenance, and preservation of our Beechcraft airplanes. The technical data and information disseminated to the membership is unparalleled. An organization of this magnitude must have strong leadership with an effective board of directors that first listens to its constituency, and then is willing to make decisions in the best interest of the organization in keeping with its mission. Having served on many boards over the years, I feel I have the necessary skills to be an effective, active, and productive member of the Board. I hope to offer my strong business acumen, management, and aviation experience in an effort to participate in guiding the Society in accordance with stated objectives. I personally feel the maintenance education, advocacy, and flight training initiatives in place are three of the most critically important functions of our Society. I look forward to your thoughts and suggestions as well. While I will fly anything I can get my hands on, my first Bonanza was a 1973 V35B purchased in 2002 in New Hampshire. We currently fly a 1980 A36 purchased in Renton, Washington (they are never close). We have enjoyed flights to Florida, Oshkosh, Phoenix, Seattle, and all points in between over the years. Being members of the Midwest and Rocky Mountain Bonanza Societies, we have had so much fun flying to gatherings and meeting wonderful Bonanza owners in the upper Midwest and throughout the country. I very much look forward to serving the membership of the Society by attending functions, getting acquainted, and listening to comments and concerns. Then, communicating them to the Board for consideration, and for the betterment and enjoyment of the Society and our awesome Beechcraft airplanes. Northern California’s Beechcraft Specialists With 80 Years of Combined Experience. Quality Beechcraft Factory Trained Service, from Annuals to the biggest installs – we do it all with pride and professionalism. At Honeycutt Aviation we take as much pride in your Beechcraft as you do. 530-741-1345 (MYV) Yuba County Airport, Marysville, CA www.honeycuttaviation .com 69 w w w. b o n a n z a . o r g We share your love for Beechcraft, which is why we own one too! Jim Leach A&P Mechanic Professional Engineer Commercial Pilot & CFII US Naval Aviator 40+ Year Aircraft Owner Marisa (Reese) Leach A&P/IA Mechanic Professional Engineer Commercial Pilot 30+ Year Aircraft Owner We work on a lot of aircraft, but Beechcraft is our favorite brand. That’s why we own one, “G-Whiz”, a 1956 G35 Bonanza. Beechcraft are built to last - with the right maintenance plan. Next time your Beechcraft needs service, please give us a call at Windward Aviation. We will treat your Beechcraft as if it were our own. Maintenance • Upgrades • Repair & Restoration Avionics • Propeller • Flight Test & Delivery Paint & Interior • Detailing • Hangar Space 1-800-546-8668 Professionals Serving General Aviation Palm Beach County Airport (KLNA) www.windwardaviation.net T  he winner’s choice for aerobatic and air racing performers now STC’d for the Bonanza and many other airplanes BENEFITS:  26 Pounds Lighter  Looks  Reduced Take  Improved  Shorter Off Distance Climb Landings  Improved  Turbine SMOOTH Operation  Unlimited Great!! Engine Cooling  Faster Blade & Hub Life Cruise  No AD’s  Stainless  Hot Steel Leading Edge Area 8 Nominee Kelly McBride Woodland Hills California V35B N313W “Baby Doll” My first introduction to the V-tail was as a threeyear old on my father’s lap, which instilled my original love for the brand. After achieving success in my business, I purchased a Debonair at 35 years old, which I enjoyed for six years. Then I searched for a late model V-tail that I could restore in the fashion of a collectible vehicle to honor my father’s gift of aviation to me. I am an ABS Ambassador and have provided numerous flights to pilots from around the world who visit LA and are considering acquiring a Beechcraft, with whom I share my passion for the brand. Even more important, I believe it is critical that the organization attract a younger membership and encourage them to take leadership roles to continue the tradition and pride of the Beechcraft fleet. Only in this way we will be able to transition this difficult period in aviation and keep ABS as the premier organization representing the experience and pride that only a Beechcraft offers a true aficionado of piloting. I am honored to be a part of the ABS team and look forward to affirmation by the entire organization. I feel I owe a debt to those who have facilitated my passion for my Bonanza, and now it is my turn to invigorate that passion in the next generation of aviators who have chosen Beechcraft as their own magic carpet to fly. I will ensure my effort reflects well on those who have nominated me. Thank you. Prop & Fluid De-Ice AmericAn Flight-Resource , LLC WORLD’S LARGEST VOLUME MT PROPELLER DISTRIBUTOR Office: 70 866-717-1117 www.Flight-Resource.com Fax: 866-517-5047 AMERICAN BONANZA SOCIETY BonAnzA Society FEBRUARY 2015 ABS Branded Merchandise 1. Ottomon Polo – With true classic style, our lightweight ottoman polos will keep you great looking at any event. Colorfast and shrink-resistent, these shirts have DryZone moisture-wicking technology. 5.3 ounce, 100% polyester with a flat knit collar and dyed-to-match buttons. Blue Lake; Engine Red; Green Oasis; Royal Blue; Stone. Sizes S-XL $30 2. Tipped Polo – The softness and wrinkle and shrink resistance you know and love about Silk Touch Polos, but now with something extra: strategically placed tipping for a classic, yet modern look. Black/Steel Grey; Red/Steel Grey; Steel Grey/Black. Sizes S-XL $28.00 XXL $30.00 3 2 4 1 3. Heavy Coat – Men’s black 4-layer fleece bonded soft shell jacket. Has contrast fleece-lined collar, fleece chin guard, front and shoulder yokes, adjustable cuffs with tabs and reverse coil zippered pockets. Sizes S-XL $79 XXL $81 4. Light Weight Jacket – A great-looking essential at a great price. This jacket is ready to take on light rain or wind with a sleek colorblock shell and a warm microfleece interior. Black/Red; Black/Grey; Red/Grey. Sizes S-XL $64 XXL $66 5. NIKE Golf Pullover – Engineered for superior style, this cover-up features heathered good looks. The design includes a 1/2-zip with Swoosh design trademark zipper pull, taping detail at shoulders and rib knit cuffs. Open hem. Black. Sizes S-XL $85 XXL $87 5 6 7 6. Ladies Full Zip Jackett – With a rich, subtle texture, this flatback rib style is finished with impeccable details. Gently contoured silhouette. Princess cut. Dyed-to-match zipper. Black or Red. Sizes S-XL $46 XXL $48 7. Ladies Jacquard Polo – Lightweight and breathable, this moisture-wicking shirt has a pleasing drape, subtle jacquard texture and an open placket for feminine style. Black; Red; White. Sizes S-XL $26 XXL $28 8 8. Fleece Blanket with Carrying Strap – This soft fleece blanket – perfect for taking the chill off – comes with a strap. 100% polyester. 50˝ x 60˝. Black, Red, Grey, Winter White. $24 9. Headset Bag – This headset bag features a zippered main compartment and a zippered front pocket with a built in open pocket. Dimensions: 9.5˝ x 10.5˝ x 5˝. $28 9 10 11 10. Colvin’s Clinic – Norm Colvin. Hardcover. An invaluable resource guide for the Bonanza, Debonair, Baron or Travel Air Owner. Become aware of maintenance problems that often are overlooked. Make routine maintenance less of a chore. 235 pages with many illustrations. $39.95 11. E-Series Bonanza – A compilation of over 24 years of articles from ABS contributor Lew Gage, the undisputed expert on E-series Bonanzas and the engines and propellers that power them. All proceeds to ABS-ASF. 317 pages, heavily illustrated. $30 ORDER TODAY: www.bonanza.org • 316-945-1700 • Fax: 316-945-1710 Visit Our Online Store At www.bonanza.org For More Merchandise & Details. I decided to become an ABS Life Member after attending the ABS Homecoming in Wichita, KS, June 2014. I have flown in the B2Osh formation four years in a row, multiple events with the Beech Nutz, a BPPP Clinic and this year’s ABS Homecoming was the icing on the cake. There is no greater group of people than all those that support our Beechcraft. It was simple math, I plan to keep my V35 longer than the annual dues would balance the Life Membership fee. It was easy to commit to the ABS team! Thomas Stayer, Lt Col, USAF Beech V35, Minot AFB, ND Your Life Membership Benefits ABS and ASF!       Supporting aging aircraft Working with the FAA to solve safety of flight areas of concern that impact the longevity and value of our fleet Delivering BPPP pilot training and free online courses Conducting expert service clinic inspections of your Beech airplane Maintaining a world class staff of Beechcraft technical experts to research and offer the definitive answers to your questions Teaching and offering assistance to mechanics for Bonanzas, Debonairs, Travel Airs and Barons Your Life Membership Benefits You!        Monthly ABS Magazine – for the rest of your life Part of your Life Membership supports the Air Safety Foundation: an investment in your airplane Framed Life Membership Certificate for your home or office Embroidered golf shirt with special life membership recognition design Your name will be published in the ABS Magazine yearly Never having the hassle of renewing your membership again – saving you time and ABS money Join over 700 members who have made a lifetime commitment to ABS For more information on becoming an ABS Life Member: Contact Whit Hickman at 316-945-1700 or [email protected] 72 AMERICAN BONANZA SOCIETY FEBRUARY 2015 American Bonanza Society, P.O. Box 12888, Wichita, KS 67277 • Office Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri. Classified Advertising Classified Advertising Rates: Members 75¢/word; $5/month for Web placement. Non-members $1.25/word; $15/month for Web placement. 25 word minimum. Terms: Prepaid with order, no agency discounts. Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8" by 2-7/8". Include a full color picture of your item along with up to 50 words. To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888, Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links at www.bonanza.org. Format: Grouped initials count as one word. Telephone numbers and e-mail addresses count as two words. All other words count as one. Closing Date: Must be received by 5th of month before placement. Questions: If you have questions call 316-945-1700. AIRCRAFT FOR SALE, RENT, PARTNERSHIP DON’T MAKE AN EXPENSIVE MIS­TAKE! Call me for a Free Consultation on your purchase of a Bonanza or Baron before you Pre-Buy. Visit my website at www.beechcraftbuyers.com. Or call 850-240-7243.  476 BEECH WANTED!!! All models, run-outs OK, needing P&I/Radio upgrades OK, fast discriminate transaction on your ramp 20 years experience/references. Jim 760-803-3093, [email protected].  459 1976 V35B Bonanza – 6308TT, IO550 275-SMOH, Scimitar Prop 275-SNEW, Tip Tanks, Factory A/C. Garmin 530W Traffic, 496, SL30, GTX330, HSI. Century III, JPI 800, Intercom, Gami’s, Dual Yoke. Annual/IFR 8/14, All Logs, Located PHX, $129,900. Contact Ed @ 860-729-8986, [email protected].  551 Beechcraft – Model A45, N4002F, Year 1955, T34 complete overhaul, eng only, 7hrs. Airforce complete frame restore 1993 $150,000.00 call 713-826-1467.  550 Aircraft for Sale – Beech Baron 58P Model, N100N, Full Panel, A.C. Seventh – Twin to Fly Solo around the world, 2002. $250,000.00 713-826-1467. 549 Thinking of selling your Bonanza? Call me; I have buyers looking for good clean Bonanzas. BeechcraftBuyers.com, 850240-7243.  478 1967 C33A – 2945 TT, 1343 TSOH w/GAMI’s; 3 blade Hartzell 270 TSN; BDS Tip Tanks; S-TEC 55X with Alt. Preselect; KNS-525A HSI; GTX 330 w/S; Electric backup Attitude Indicator; Shadin Miniflo-L; JPI EGT/CHT; GNS-530W WAAS IFR; KX-155; Insight Strikefinder; Dual Ram’s Horn yoke; BDS speed slope WS, 2nd and 3rd windows; Cleveland brakes; Rosens; Gapseals; Gray leather interior and powder coat panel; Always Hangared; NDH; complete logs/Adlog; Fuel:104 gals.; 1340 lbs. useful load; Call Tim @ 321-591-9229; [email protected] for pxs.  424 1977 BE55 – Be the third owner of this well cared for plane. Low airframe and newly OH engines/props will make for difficult comparison. If you are seriously shopping, please call. Reasonable offers will be considered. 2940TT, 110 SMOH both, 110 SPOH both (3 blade), GNS430, EX500, color radar, C IV A/P, slaved NSD360, GTX327, VGs, dual yoke, GAMIs. co-pilot inst, hangared. Contact Ed: 205-807-5800 and [email protected].  348 ***** Bonanza 3 Place Bench STC – $500 ***** Turn your 4 place V-tail Bonanza into 5 place with this new STC! matt.grondin@ hotmail.com (817) 528-4638.  545 INSTRUCTION 1970 V35B with TKS System – V35B 5850 TT, 1500 SFRM. Weather capable with TKS de-icing system, NEXRAD radar, traffic, and text weather displayed on Garmin 530W subscription free through GDL 88 ADS-B in/out and Strikefinder. Century III with alt hold. Very sharp in/out. Paint & interior 9/10. Very well maintained by 2nd owner. NDH, full logs. Next annual 11/2015. $95,000; [email protected]; 262-240-0202. 535 1962 P-Model – Beechcraft P35 Bonanza. 3,470 TT. 528 SMOH (G&N). IO 470N. May annual. Leather interior (2010) – 9 / Nice paint – 8. Sigtronics EGT 101 – Digital exhaust gas temp, GMA 340 Audio Panel, GNC 250 GPS/Comm, KX 170B, Garmin 127 Transponder, Gizmo Mounted Garmin 496 GPS, Sigtronics EGT, JPI 450 Fuel Flow, Ameriking 450 ELT. Cleveland brakes, Rosen 3 axis (new), sealed Concorde RG35A (new). Georgetown, TX (KGTU) based. $58,000. 512-632-4774.  541 1957 H35. “Probably the most beautiful and well equipped 35’s on the market today.” Garmin GNS530, GMA340, GTX327, dual Aspen glass panels, dual synthetic vision, IO-470 with 950 hours (approx), extremely high compression, S-Tec 50, gap seals, strobe, impeccable maintenance/records, leather interior, new tires, spark plugs, brakes. Same shop for upgrades and annuals for well over a decade. Always hangared. $70,000 Jim 206-422-2091; ww.bonanza378b.com/.  509 Volume 15 • Number 2 Bonanza/Baron initial + recurrent programs. Train in FAA approved model specific simulators based on BE36 and BE58 aircraft. Located in Seattle’s Ballard community, our programs fulfill insurance requirements and are taught by instructors with thousands of hours of experience. Luxury hotel accommodations available at discounted rates. www. modern-pilot.com; 888-751-1011.  375 Complete the ground portion of your Flight Review – in your own home, on your schedule. Logbook endorsement guaranteed for only $29.95!  Visit www.WINGsRealityEDU.com.  394 Baron and Bonanza Instruction – Tennessee based (will travel) Stephen Hammers, CFI, CFII, MEI, ATP – 25+ yrs. Exp. BPPP Instructor. Baron E55 and 58P Owner, Initial and Recurrent Training, Instrument Competency Check or Insurance Checkout. Call 615-479-7195.  479 AMERICAN BONANZA SOCIETY 73 w w w. b o n a n z a . o r g Instrument Rating in Ten Days – Earn your instrument rating in only ten days. Glass or traditional instruments. $9995 includes aircraft and Redbird full-motion simulator training). Details at 877-212-0951 or www.FlyTexasAmerican.com.  438 A-33/36 Elevators, $2275. Ruddervators, $3550. Visit our website regarding recent parts price increase for Beech skins. AeroSurfacesLLC.com. Aero Surfaces, FAA Repair Station OG3R735L, 530-8935416.  101/544 Bonanza, Baron and P-Baron Instruc­ tion – Gold Seal and Master CFI. Insurance approved P-Baron initial and recurrent training, Garmin and G-1000 instruction, insurance check-outs, instrument and ME ratings, assistance with purchases. Gerry Parker, 713-826-6663 (TX), gparker@ pmkc.com.  475 Under wing fuel vent tube repair kit. Under wing fuel vent tube repair kit. Stainless. $89.95 Heino Moeller 714-3946609.  278 EQUIPMENT, PARTS, SERVICE Engine instruments set from 1973 F33A – Sandel 3308, KG 102 Gyro, Davtron Voltmeter, Davtron Clock, Nav/ Stobe System, Belly Strobe, 121.5 ELT, Vertical Speed Indicator, Wet Compass, OAT Gauge, Landing Light. Removed for panel upgrade. Make offer. Call 727-5969609.  543 Wings tips for A-36 – Removed as new at 384hrs TT, $1095.00 for both 208-3013811.  539 Wanted: Dual control yokes, single control yoke, handle, or any parts to them laying in your hangar. Have some avionics, may trade. Call 580-430-1414, e-mail: airmech@ sctelcom.net.  (00) FLIGHT CONTROLS. We re-skin Elevator, Flaps, Ailerons and Wings for 33 to King 300. Call today for a quote for maintenance or pre-buy inspection all work done by FAA Cert Technicians. Davis Martin Structures DBA Control Center LLC 405401-7757.  255 Baron Covers – New 6 piece Bruce’s Airplane covers to completely protect the BE-58. Never used; still folded in carry bags. Cost $2400; make offer. 239-676-9508 or e-mail to [email protected].  548 Bonanza Parts – Specializing in 35 and 36 Bonanzas. We dismantle many Bonanzas for parts! A thru P, M thru V35A-B, A36, B36, Debonair, A-F33. E-mail [email protected] or call requests to 530-661-1696. Visit our web page, www. bonanzaparts.biz.  485 Hot Prop Kit – Complete slip ring, cockpit switch, AMP gauge, etc, removed at 384hrs from new to install TKS, new cost $6k, sell $1250.00 208-301-3811.  537 Baffles for A-36 – Removed at 460hrs from new, cools same as my new D’Shannon. All hardware and seals, anodized Cont. Gold, $950.00 208-301-3811.  536 Elevators, 33 thru Baron. FAA-approved repair station #209-53. Biggs Aircraft. 405258-2965, Fax 405-258-3016.  486 Reskin Your Elevators in “Aluminum”. “No more Corrosion Problems”. Models 33, 34, 36, 95, 55 and 58. Replace one Elevator at a time. Exchange and Paint available. One price covers all. Built in certified. Fixtures by Experienced Technicians FAA CRS U5LRO68X FAA-PMA (877)364-8003 or 952-447-7737. E-mail: airplanesrs@msn. com. Web: www.srsaviation.com.  463 New ABS Credit Card Designs! ABS is pleased to introduce an updated look for our great American Bonanza Society credit card program. Our partner INTRUST Bank has rolled out two outstanding design choices – both featuring great planes and our ABS logo. If you currently carry our ABS Platinum Visa® and would like to switch to one of the new designs, simply call INTRUST Bank at 800-222-7458, Monday through Friday, 7 a.m. to 8 p.m., or Saturday, 8 a.m. to 6 p.m. Central Time. They will be happy to make the switch for you. Your account number remains the same. If you do not call, you will receive the “3-planes” design when your current card expires. Did You Know? With your ABS Platinum Visa® you receive valuable discounts through Beechcraft Parts! In addition, the card strengthens the Society’s mission of promoting aviation safety and camaraderie among Bonanza, Debonair, Baron, and Travel Air operators. Don’t Have a Card? What are you waiting for? Your ABS Visa® comes with a low APR, no annual fee, and a free rewards program. With INTRUST Rewards you earn cash back with every purchase. Or, you may choose to redeem your rewards points for gift cards, travel, or merchandise. Don’t delay! Apply for your ABS card today at intrustbank.com/abs, or call 800-222-7458. 74 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g Standby Vacuum System – Complete factory A-36 system, all plumbing, panel switch etc and both vacuum pumps, removed at 554hrs from new, $1750.00 208-301-3811.  538 ENGINES – IO -550 -B 1200 SNEW, “special” edition, ‘0’ SMOH, complete with accessories, outright or exchange; will take trades. One Stop Aviation (760) 721-1389 or E-mail [email protected].  378 FLIGHT CONTROLS RESKINNED: Flaps, Ailerons and Ruddervators 33 to King Air. Exchange and Paint available. One price covers all. Built in certified Fixtures by Experienced Technicians. FAA CRS U5LRO68X FAA-PMA. (877) 364-8003 or 952-447-7737. E-mail: airplanesrs@msn. com. Web: www.srsaviation.com.  462 Cylinders – Hard to find E-Series Cylinders, plus IO-470 & IO-520 Overhauled Stud Assy One Stop Aviation (760) 721-1389 or e-mail [email protected].  377 SmartSpace Extended Baggage – for Beechcraft 36/A36 – New STC/PMA give your pre-1979 A36 the same baggage capabilities as the latest G36! Installs in 1-2 days with minimum effort. www. ApproachAviation.com; 978-314-4626.  425 Fuel Gauge Printed Circuit Modules Rebuilt F33, V35, A36 Bonanza and Barons. Guaranteed. Replaced if defective. $525.00 ea. Exchange. Send old unit or call: Birks Aviation Products, 3520 W Saymore Lane, Peoria, IL 61615. 309-6860614. e-mail: [email protected].  488 ENGINE BAFFLE: Replace your 470 series or E225 engine Baffle with PMA Engine Baffle, Twice as thick as OEM. Also available are PMA Push Pull handles (Aluminum). FAA CRS U5LRO68X FAAPMA(877) 364 8003 or 952-447-7737. E-mail: [email protected]. Web: www. srsaviation.com  405 Spar Mod. Kit Installation Bonanza/ Baron. Calkins Aero Service, Inc. – Houston, TX. 281-579-6674, caero@ sbcglobal.net.  491 Bonanza Inspections, maintenance, and repair. Quality ser vice with reasonable prices. Owner assists available. Dynamic Propeller Balancing. Bonanza owner with 25+ years experience. Brian Stout, A&P, IA. Flying S Aviation. RHV, San Jose, CA. 408-258-9462.  492 BARON A/C STC KITS FOR SALE! Cool Air ™ approved for 55 thru 58TC series Barons. Total electric, remote mounted. Capable of ground cooling, light weight R134 certified. Call Gary Gadberry at Aircenter, Inc. 423-893-5444 (TN) or e-mail [email protected], www. aircenterinc.com.  480 RIGGING TOOL RENTAL. Increase safety, performance and control with ABS rigging tools $100 plus two-way shipping for 12-day rental. Available tools are an Aileron travel board and one each Ruddervator (D-1 through D-2680) and Ruddervator (D-2681 and after) travel boards. RESERVE AHEAD for your inspection/repair. ABS HQ 316-945-1700.  493 Cover-Ups by Denise. Expanded vinyl gear & flap actuator covers for Bonanzas and Barons. Uplock cover – $38.00. Retract rod cover – $40.00. Steering rod cover – $20.00. Wing Flap actuator cover set – $47.00. NEW!!!! Chamois main gear cover set – $69.00. Charge for shipping and handling. Call or fax Denise at 321725-9226.  489 The Right Connection! Super Power Alternator Conversion. STC’d for Beech Debonair & Bonanza UPGRADE TO NEW SUPER POWER, MODERN ALTERNATOR SYSTEM. NEW STC CONVERSION ELIMINATES ELECTRICAL BROWNOUTS AND PROVIDES SPECTACULAR PERFORMANCE & RELIABILITY!. * KITs include FAA-PMA N300 12V 70A alternator with state-of-the-art ACU and are direct replacements for 35 or 50 amp belt-driven generators. SOME N300 alternator features: * Heavy duty brushes * High output at low engine speed * Precision balanced rotor * Cool operation at maximum load * Extensive Radio Noise Suppression * 600 HOUR/2 YEAR WARRANTY NATIONAL AIRPARTS, INC. 1-800-713-1111 or 386-734-3365 web site: http://www.nationalairparts.com Volume 15 • Number 2 AMERICAN BONANZA SOCIETY 75 w w w. b o n a n z a . o r g Dual & Single Control Yokes large handles, trim knobs, all misc. parts for control yokes, exchange your faded & cracked handles for our like new refinished ones. Exchange singles for dual & vice versa. Call for quote, we buy any duals, singles or any parts. Air Mech, Inc., 580-430-1414 e-mail: airmech@sctelcom. net. For 20 years: Being your best source for affordable yokes is our specialty.  474 Engine Upgrade? STC’d IO-550-B Engine Conversions for S35, V35, V35A, V35B, C33A, E33A, E33C, F33A, F33C, G33, 36, and A36 Bonanzas. IO-470C or IO470-N Engine Conversions for A35 thru G35 Bonanzas & 33 thru F33. Other Mods, shoulder harness assemblies, instrument panel conversions, SS battery boxes, seat conversions. All Bonanza Mods. Hammock Aviation Services, Inc. 972-875-4279, Ennis, TX. www.hammockaviation.com.  487 Mike’s Upholstery: Custom interiors, singles-light twins. FAA certified. Same location since 1968. North Omaha Airport (3NO). Omaha, NE; Mike Roney, 402-5728788.  490 Seat Specialists – Seat recline cylinders repaired, seat repair, seat replacement parts. Call Chuck at AvFab (660) 885-8317 or [email protected].  482 Tables, new and used available. Contact Chuck 660-885-8317 or chuck@ avfab.com.  483 Dual Yoke Rental. Baron/Bonanza. $300 plus shipping for first 2 months, $125/ mo thereafter. Steve Weaver 843-475-6868 (WV).  481 REAL ESTATE & GETAWAYS SPRUCE CREEK FLY-IN REALTY – RESIDENTIAL AIRPARK, www.fly-in.com. Daytona Beach, Florida. ABS Sponsor, members. Home of over 60 Bonanza’s and Baron’s. Gated Country Club Community with its own Airport, 4000' paved runway x 180' wide, 5/23. Private GPS approach. (7FL6). Taxiway Homes from $540,000.00, condo’s from $130,000. Golf/Nature Homes from $180,000.00. Lenny Ohlsson, Broker, SPRUCE CREEK FLY-IN REALTY, 800-9324437, e mail: [email protected].  477 Threshold Ranch Residential Airpark Brief description: Premium Texas residential airpark in NW San Antonio/ Boerne area. Large 3/4 to 1 acre lots starting in the 80’s. Gated, City water, underground electric/gas, curbed streets, paved backyard taxiways. IFR full service airport (5C1). Thresholdranch.com Kevin Best 210-260-5111. Contact e-mail: [email protected].  240 WANTED IO-470L Heavy case – Wanted: Cont. IO-470L Heavy Case. Runout OK. 937-7261462. 533 Safety Pilots Wanted – Safety pilots and/ or instructors wanted for Bonanza A36 weekend flyer. Year 2000 BE-36 based in Caldwell, New Jersey KCDW. Minimum experience: 750 hr, 250 complex, 25 hr in make/model. Contact chase.sheridan@ gmail.com, (718) 913 7714.  512 MISC Bonanza/Baron Jacks. One set of Bonanza/Baron jacks. Hardly used . Must be picked up. $200 Contact Lynn Nelsen for details. 863-635-7916.  547 ONE STOP SHOP for all your engine needs! 76 AMERICAN BONANZA SOCIETY FEBRUARY 2015 w w w. b o n a n z a . o r g ABS Board Term Expires President: Bob Goff (Area 3) 1963 South Creek Blvd. Port Orange, FL 32128 Phone: 231-342-8040 [email protected] Vice President: Ward Combs (Area 6) 10474 Stardust Lane Blair, NE 68008 Phone: 402-426-8041 [email protected] * 2015 * 2015 Treasurer: Cameron G. Brown (Area 4) * 2016 16496 State Hwy 96, Rockford, IL 62370 Phone: 815-490-6750 [email protected] Secretary: Paul Damiano (Area 1) 513 Forest Lake Rd. Dalton, NH 03598 Phone: 860-306-3441 [email protected] 2016 Term Expires Stuart Spindel (Area 2) P.O. Box 484, Hawesville, KY 42348 Phone: 270-316-7537 [email protected] 2016 Jay Burris (Area 5) 9 W. Kitty Hawk St. Richmond, TX 77406 Phone: 713-855-7381 [email protected] 2017 Chep Gauntt (Area 7) 3025 Rickenbacker Dr. Pasco, WA 99301 Phone: 509-521-4245 [email protected] 2017 Area 1: Connecticut, Delaware, Maine, Massachusetts, New Hampshire, New Jersey, New York, Pennsylvania, Rhode Island, Vermont. Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan, Washington, D.C., West Virginia, Canada, and all other foreign countries except Mexico. Area 3: Alabama, Florida, Georgia, North Carolina, South Carolina, Tennessee, Virginia. Area 4: Illinois, Iowa, Missouri, Minnesota, Wisconsin. Area 5: Arkansas, Louisiana, Mississippi, Oklahoma, New Mexico, Texas, Mexico. John Annable, M.D. (Area 8) 20911 Earl St. #440 Torrance, CA 90503 Phone: 310-542-0455 [email protected] * 2015 Howard Johnson (at large) 2017 11400 S East 8th St 455 Bellevue, WA 98004 206-919-3639 [email protected] * Second and/or final term Area 6: Arizona, Colorado, Kansas, Idaho, Nebraska, Nevada, North Dakota, Montana, South Dakota, Utah, Wyoming. Area 7: Alaska, Oregon, Washington, northern California counties north of the northern boundary of Kern, San Luis Obispo, and San Bernardino Counties. Area 8: Southern California, including the counties of Santa Barbara, Ventura, Kern, San Luis Obispo, Los Angeles, Orange, Riverside, San Diego, San Bernardino and Imperial Counties, plus Hawaii. Past Presidents 1967 - 1971: B.J. McClanahan, MD 1971 - 1973: Frank G. Ross * 1973 - 1975: Russell W. Rink * 1975 - 1976: Hypolite T. Landry, Jr., MD 1976 - 1977: Calvin B. Early, MD, PhD 1977 - 1978: Capt. Jesse F. Adams, USN(R) * See Your Beechcraft on the Cover of ABS Magazine! ABS wants to feature your Bonanza, Debonair, Baron, or Travel Air as the Beechcraft of the Month. HERE’S HOW: Write an article about your airplane – how you found it, how you use it, what you’d done to upgrade it, whatever is important to you. Aim for 800-1000 words. Not a writer? Don’t worry, most people do better than they expect. We’ll edit as needed. 1978 - 1979: David P. Barton * 1979 - 1980: Alden C. Barrios 1980 - 1981: Fred A. Driscoll, Jr.* 1981 - 1983: E.M. Anderson, Jr.* 1983 - 1984: Donald L. Monday * 1984 - 1985: Harry G. Hadler * 1985 - 1986: John E. Pixton * 1986 - 1987: Charles R. Gibbs 1987 - 1988: Joseph McClain, Ill 1988 - 1989: Lee Larson * 1989 - 1990: William H. Bush * Take some pictures. We need high-resolution photos of your airplane in the air or on the ground ready for flight. Include photos of your panel, and a picture of yourself in front of your airplane. Invite family and friends to join you – and let us know their names. 1990 - 1991: Ray L. Leadabrand * List your equipment. Send a list of the more prominent avionics and modifications on your airplane. Send it in. 1996 - 1997: Ron Vickrey This is your chance to share why you’re the proud owner of a renowned Beech aircraft! E-mail your submission to [email protected]. 1991 - 1992: James C. Cassell, III * 1992 - 1993: Warren E. Hoffner 1993 - 1994: John H. Kilbourne 1994 - 1996: Barrie Hiern, MD * 1997 - 1998: Willis Hawkins * 1998 - 1999: William C. Carter 1999 - 2000: Tilden D. Richards 2000 - 2001: Jon Roadfeldt 2001 - 2002: Harold Bost 2002 - 2003: Jack Threadgill  * 2003 -2 004: Jack Hastings, MD 2004 - 2006: Craig Bailey 2006 - 2007: Jon Luy 2007 - 2008: Arthur W. Brock 2008 - 2009: Bill Stovall 2009 - 2010: Ron Lessley 2010: Stephen Blythe 2010 - 2011: Lorne Sheren, MD 2011 - 2013: Keith Kohout 78 AMERICAN BONANZA SOCIETY * Deceased FEBRUARY 2015 w w w. b o n a n z a . o r g Additional details are available at www.bonanza.org, under News & Events. More extensive coverage of “regional” fly-ins can be found on their websites (see web addresses below). ABS Events Please post all your events on the ABS website www.bonanza.org. February 19-23 ABS/ASF Service Clinic at Windward Aviation – Lantana, FL (KLNA) MARCH 6-7 BPPP LIVE with the North East Bonanza Group – Reading, PA (KRDG). See www.northeastbonanzagroup.com MARCH 19-22 ABS/ASF Service Clinic at Waypoint Aviation – Riverside, CA (KRAL) APRIL 10-12 ABS Maintenance Academy at Poplar Grove Airmotive – Poplar Grove, IL APRIL 21-26 ABS at Sun n Fun – Lakeland, FL (KLAL) May 14-17 ABS/ASF Service Clinic at P-Factor Aviation – Perkasie (Philadelphia), PA (KCKZ) MAY 28-31 ABS/ASF Service Clinic at Poplar Grove Airmotive – Poplar Grove, IL (C77) JUNE 4-7 ABS/ASF Service Clinic at Honeycutt Aviation – Marysville, CA (KMYV) JUNE 18-21 ABS/ASF Service Clinic at AviatMall – Wilmington, NC (KILM) JULY 20-26 ABS at AirVenture – Oshkosh, WI (KOSH) AUGUST 13-16 ABS/ASF Service Clinic at SpanaFlight – Puyallup, WA (KPLU) SEPTEMBER 18-20 ABS Maintenance Academy at the Beechcraft Heritage Museum – Tullahoma, TN SEPTEMBER 17-20 ABS/ASF Service Clinic at Leading Edge Aviation – Spencer, IA (KSPW) OCTOBER 1-4 ABS Convention and Trade Show – Orlando, FL OCTOBER 15-18 ABS/ASF Service Clinic at Beaver Air Services – Spring, TX (KDWH) BEECH PARTS – ALL MODELS Musketeer/Sport/Sundowner Sierra/Skipper/Bonanza/Debonair T34/TravelAir/Baron/Duchess Duke/TwinBonanza/QueenAir KingAir/99 & 1900/Airliner One of the largest “all-Beech” inventories in the world Structural, Landing Gear, Flight Control, Accessories, Instruments, Kits, Hardware, Interior Parts, Etc., etc. Since 1969, your best source for affordable genuine replacement parts; call the Beech Specialists… Regional & International Societies Visit these websites for more information. Australian Bonanza Society • www.abs.org.au Brazilian Bonanza Society • www.bonanzaclube.com European Bonanza Society • www.beech-bonanza.org Midwest Bonanza Society • www.midwestbonanza.org North East Bonanza Group • www.northeastbonanzagroup.com Northwest Bonanza Society • www.nwbonanza.org Rocky Mountain Bonanza Society • www.rmbonanza.org Pacific Bonanza Society • www.pacificbonanza.org Southeastern Bonanza Society • www.sebs.org Volume 15 • Number 2 AMERICAN BONANZA SOCIETY Southwest Bonanza Society • www.southwestbonanza.com 701 Del Norte Blvd., Unit 220 Oxnard, California 93030 (805) 604-0439/FAX (805) 604-0429 www.arrellaircraft.com e-mail: [email protected] (Minutes from Camarillo & Oxnard Airport) 79 w w w. b o n a n z a . o r g Display Advertising Index Display Advertising Director: John Shoemaker 2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684 Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 E-mail: [email protected] AmericAn BonAnzA Society ABS exists to promote aviation safety and flying enjoyment through education and information-sharing among owners and operators of Bonanzas, Barons, Debonairs and Travel Airs throughout the world. www.bonanza.org 1922 Midfield Road, P.O. Box 12888 Wichita, KS 67277 Tel: 316-945-1700 • Fax 316-945-1710 e-mail: [email protected] NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions of advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS. Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations. ABS Store . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Hartwig Aircraft Fuel Cell Repair. . . . . . . . . . . 18 Aero Technologies . . . . . . . . . . . . . . . . . . . . . 14 Hartzell Propeller . . . . . . . . . . . . . . . . . . . . . . 47 Aero-Tow LLC . . . . . . . . . . . . . . . . . . . . . . . . 24  Herber Aircraft Service. . . . . . . . . . . . . . . . . . 31 Aero/Mechanical Technologies. . . . . . . . . . . . 24 Honeycutt Aviation. . . . . . . . . . . . . . . . . . . . . 69 Air Mod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54  Insight Instrument, Corp. . . . . Inside Back Cover Aircraft Covers, Inc. . . . . . . . . . . . . . . . . . . . . 43 InTrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Aircraft Door Seals, LLC. . . . . . . . . . . . . . . . . 51 JA Air Center/Garmin. . . . . . . . . . . . . . . . . . .   2  Aircraft Insurance Agency by Duncan. . . . . . . 25 J. L. Osborne Inc.. . . . . . . . . . . . . . . . . . . . . . 13 Aircraft Specialties Services . . . . . . . . . . . . . . 35 J. P. Instruments Inc. . . . . . . . . . . . . . . . . . . .   5 Aircraft Spruce & Specialty Company. . . . . . . 19 Kalamazoo Aircraft Inc.. . . . . . . . . . . . . . . . . .   7 AKG Aviation . . . . . . . . . . . . . . . . . . . . . . . . . 25  Knisley Welding Inc.. . . . . . . . . . . . . . . . . . . . 38  Alpha Aviation Inc. . . . . . . . . . . . . . . . . . . . . . 36 Knots 2U Ltd.. . . . . . . . . . . . . . . . . . . . . . . . . 57 American Bonanza Society. . . . . . . . . . . . . . . 72 Lincoln Skyways, Inc.. . . . . . . . . . . . . . . . . . . 43 Arrell Aircraft Sales Inc.. . . . . . . . . . . . . . . . . . 79  Main Turbo Systems, Inc.. . . . . . . . . . . . . . . . 20 Avemco Insurance Co.. . . . . . . . . . . . . . . . . . 39 Marsh Brothers Aviation. . . . . . . . . . . . . . . . . 58  Aviation Design. . . . . . . . . . . . . . . . . . . . . . . . 22 McCauley Propeller Systems . . . . . . . . . . . . . 55  Aviation Research Systems, Inc.. . . . . . . . . . . 67 Mena Aircraft Engines, Inc.. . . . . . . . . . . . . . . 65 Avidyne Corporation. . . . . . . . . . . . . . . . . . . . 21    Microaerodynamics Inc.. . . . . . . . . . . . . . . . . 64 Avstar Aircraft of Washington. . . . . . . . . . . . . 50 Murmer Aircraft Services. . . . . . . . . . . . . . . . . 56 ABS-ASF Executive Director Thomas P. Turner, [email protected] Avstat Aviation Inc.. . . . . . . . . . . . . . . . . . . . . 66 National Airparts Inc. . . . . . . . . . . . . . . . . . . . 75 B & C Specialty Products Inc. . . . . . . . . . . . . . 44 NBAA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15  Technical Questions [email protected] or 316-945-1700 B/E Aerospace Inc.. . . . . . . . . . . . . . . . . . . . . 29 Niagara Air Parts Inc.. . . . . . . . . . . . . . . . . . . 69 Barrett Precision Engines Inc.. . . . . . . . . . . . . 63 Oilamatic Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 60 BAS Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 P2 Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Beaver Air Services. . . . . . . . . . . . . . . . . . . . . 30 Parts Exchange . . . . . . . . . . . . . . . . . . . . . . . 54 Biggs Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . 33 Performance Aero Inc. . . . . . . . . . . . . . . . 40-41 Bonanza/Baron Pilot Training. . . . . . . . . . . . . 44 Performance Aircraft Parts Inc.. . . . . . . . . . . . 76 Butler Avionics Inc.. . . . . . . . . . . . . . . . . . . . . 32  planecover.com . . . . . . . . . . . . . . . . . . . . . . . 68  Carolina Aircraft Inc.. . . . . . . . . . . . . . . . . . . . 35 Poplar Grove Airmotive Inc. . . . . . . . . . . . . . . 37  Cincinnati Avionics (Sporty’s) . . . . . . . . . . . . . 36 Precision Avionics. . . . . . . . . . . . . . . . . . . . . . 57  Continental Motors. . . . . . . . . . . . . . . . . . . . . 45  Precision Propeller Service Inc.. . . . . . . . . . . . 38 Cool Travel Stuff. . . . . . . . . . . . . . . . . . . . . . . 75 Ram Aircraft LTD Partnership. . . . . . Back Cover Cruiseair Aviation Inc.. . . . . . . . . . . . . . . . . . . 17    Rocky Mountain Propellers Inc.. . . . . . . . . . .   9 Office Hours: Monday thru Friday; 8:30 am – 5:00 pm (Central Time) ABS Executive Director J. Whitney Hickman, [email protected] BPPP Questions [email protected] or 316-945-1700 Membership [email protected] Convention [email protected] ABS Store www.bonanza.org or 316-945-1700 Membership Services Monthly ABS Magazine • ABS Technical Advisors • Beechcraft Pilot Proficiency Program • Aircraft Service Clinics • Air Safety Foundation Research • Annual Convention • Affiliated Aircraft Insurance with Falcon Insurance • Members-only Website Section • Regulatory & Industry Representation • ABS Platinum Visa® (with Beechcraft Parts Discounts) • Educational Books, Videos & Logo Merchandise • Tool Rental Program • The ABS Flyer a monthly e-newsletter • Professionally Staffed Headquarters 80 Cygnet Aerospace Corp. . . . . . . . . . . . . . . . . 37  Ryan Machine . . . . . . . . . . . . . . . . . . . . . . . . 68  D’Shannon Aviation . . . . . . . . . . . . . . . . . . . . 27 SCS Aircraft Interiors Inc.. . . . . . . . . . . . . . . . 79  DBM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Sarasota Avionics. . . . . . . . . . . . . . . . . . . . . . 56 Eagle Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . 53     Select Airparts . . . . . . . . . . . . . . . . . . . . . . . .   7   Falcon Insurance Agency. . . . Inside Front Cover Shoreline Aviation Insurance. . . . . . . . . . . . . . 66 Flight-Resource, LLC. . . . . . . . . . . . . . . . . . . 70 SoundEx Products. . . . . . . . . . . . . . . . . . . . . 38 Floats & Fuel Cells . . . . . . . . . . . . . . . . . . . . . 65 Sundance Flying Club. . . . . . . . . . . . . . . . . . . 76  Free Flight Systems . . . . . . . . . . . . . . . . . . . . 17 Superior Air Parts Inc.. . . . . . . . . . . . . . . . . . . 52  FST LLC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Textron Aviation . . . . . . . . . . . . . . . . . . . . . . . 55 G & D Aero Products, Inc.. . . . . . . . . . . . . . . . 25 Tornado Alley Turbo Inc.. . . . . . . . . . . . . . . . . 76 Gemco Aviation Services Inc.. . . . . . . . . . . . . 49 Vac-Veterans Airlift Command . . . . . . . . . . . . 77 General Aviation Modifications Inc.. . . . . . . . . 37 Val Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . 75 George Baker Aviation . . . . . . . . . . . . . . . . . . 51 Waypoint Aviation. . . . . . . . . . . . . . . . . . . . . . 12 GlobalParts.aero. . . . . . . . . . . . . . . . . . . . . . . 59 Windward Aviation. . . . . . . . . . . . . . . . . . . . 70 Great Lakes Aero Products Inc. . . . . . . . . . . . 63 AMERICAN BONANZA SOCIETY FEBRUARY 2015