November 2007 - American Bonanza Society

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Published by AmerICan Bonanza Society. OrganIZed January 1967
NOV E MBER
ON THE
10489 WINTER FLYING
COVER
By Bill COII/pton
10483 BEECHCRAFT
OFTHE MONTH
10493 COMING HOME
ABS Presidellt Art Blvck's 1983
F33A. Photographer: Jef! Witwer
Photo p/alle pilot: Fred Bul/ard.
ABS CONVENTION RECAP
10506 ELECTRONIC
FLIGHT BAGS
By Jall/es Kaye
FEATURES
10513 TUBE TROUBLE
10485 SPAR-WEB
INVESTIGATION UPDATE
By George wegerillg
By Thomas P. Turner
10519 THANK YOU TO ASF
AUCTION DONORS
10481 NPRM UPDATES
10520 2007 CONVENTION:
AWARD WINNERS
10488 ADs AND SAIBs GO
ALL-ELECTRONIC
., ---- .- .
DEPARTMENTS
10481 SERVICE CLINIC SCHEDULE 105011 AD SECTION
10509 FORUM
10481 BPPP SCHEDULE
10511
10502 BPPP
b)' KeJlI Ewing
10482 PRESIDENT'S COMMENTS
by Art 8rrx.:k
_... -
10516 SURLY BONDS
AEROMEDICAL NEWS
kl' Cllur/u 001 '(0.1011,
AVIONICS
kll / O/III Co/litH
10503 SAVVY OWNER
10508 G.A. NEWS
10491 TECH TlPS/ NEIL'S NOTES
Send articles/letters to:
ASS Magozlne Publication Office
PO. Box 12888. Wichita. KS 67277
Tel: 316-94&-1700 Fax: 316-94!>-1710
E-moil: bonanza1@bononza.org
Website hHp:l /wwwbonanza.org
Clip)' and phtlIograp/ls 5Ullmilled ror publicalion Ileronw 1M property 01 1M Soridy
lind ~hall not be retunH'd. Ar1idec oWbmined Il-lIh PICtUres la't:h'e publicatlOl1 ptfemn
EDITOR- iN-CHIEF: Nancy Johnson. ABS ExecUlive Director
MANAGING EDITOR: Belly Rowley
AIRCRAFfTECHNICA L EDITOR : Thomas P. Turner
ART DIR ECfOR: Jim Simpson
EDITORIAL CONSU LTANT: Palrie Rowley
MD
10511
INSURANCE
b), /01111 AI/I'll
FalcON h l .fllr(lIlC(!
10512 EDITORIAL CALENDAR
b), Mike HIIJell
10491
.
10514 ABS AVIATORS
10518 REGIONAL NEWS
10521 EVENT CALENDAR
10515 CURRENTS
k" leII' Goge
1185 },f),c;AZJ,Vf (ISS~ 153S·99<iO) iol publlsba,l mOlllhiy b). the AIl1I.'rio:ID Boo:anI.a
Socitt). 19'-2 MidfIt'k1 Roa;!, Vr!dlila. KS 61209. The pritt of I )=1) JUmcriPCIOll
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Wkhila. Kan~ and. addltlonal mailing oflkts.
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OFFICE HOURS: M-F 8:30 am - 5 pm (Central Time)
,-------------------,
The 2007 ABS Membership Directory and Buyers Guide
has on ABS Membership Applicafian on page 7 that you
con copy and use to sign up new members.
ABS BOARD OF DIRECTORS
TERM EXPHl£S
PRESIDENT
ARTHUR W. BROCK (Area B)
'2009
Committee Choir; Events, Executive. Planning.
Technical
2831 Colt Rd .1lorchoPo",,_.CA 90275
phone: 310648-8507, fox: 310-548-3767
e-mail: brockart@ool.com
VICE PRESIDENT
BILL STOVAll (Area
61
' 2009
Committee Cnoir: AS Project Funding, Media
32675 Woodside Dr.. Eve<green. CO 80439
phone: 303-670-2244. fox: 3OJ..67Q..3385
&moil: billstovoll@evcohs.com
SECRETARY
RONALD LESSLEY (Area 51
Committee Choir:'Bylaws, Membership
2008
PO Box 1023. Claremore. OK 74018
phone: 918-341-0741 . fox 918-341-4464
e-mail: ronlessle.y@sbcglobol.net
TREASURER
STEPHEN P BLYTHE (AHarge1
Committee ChOIr: Finance, FiR
Committee Choir: Aeromedical, Education
1605 Wood Duck In .. KiU De\liI Hills, NC 27948
LOCATION
DATE
2008
21065 Barclay lone, lake Forest, CA 92630
phone: 949-583-9500 ext. 131 , fax: 94Q.58J.0649
e-mail: spb@blytheco.com
ASST. TREASURER
CHARlES S. DAVIDSON. M.D. (Area 3)
ABS Service Clinics provide a valuable 'second opinion' about the maintenance state of your
Beechcraft. You'll follow our highty experienced inspector as he checks your airplane in areos that
often merit a closer lOOk. Bring your mechanic so you can both learn more about your Beechcroft!
On~ S186 for BonanzoslDebonoirs. S233 for BoronslTrovel Airs.
Nov 29-Dec 2 Ramono. Colifornio
HOST/AIRPORT
Cruiseair Aviation (RNM)
Feb 7-10
Spring (Houston). Texos
Beaver Air Service (DWH)
Feb 21 -24
Lontono. Florido
Windward Aviotion (LNA)
Register online at www. bononzo.org or ASS headquorters 316-945-1700.
'2009
phone: 252-441-5698. fa" 252-441-5853
e-mail: chorles_davidson@chorter.net
GREGORY KESHISHIAN (Area 1)
2010
401 East 74th Street, NewYor1c, NY r0021
DATE
LOCATION
AIRPORT
e-mail: gk@gk-portners.com
Jan 18-20
Phoenix-Deer Valley. Arizono
(DVT)
Feb 6-7
Lokeland. Florida (Recurrent BPPP pilots only)
Feb 8-10
Lokeland Florido
(LAL)
Mar 7-9
Greensboro. North Carolino
(GSO)
Mar 28-30
Son Antonio. Texas
(SAT)
Apr 25-27
Concord. Colifornio
(CCR)
May 16-18
Colurnbus. Ohio
(CMH)
phone : 212~ 17
KEITH W KOHOUT (Area 2)
212 B East 2nd Street. Covington, KY 41011
phone: 513-479·2533
e-mail: kk@tlightresource.com
ANDREW REARDON (Area 4)
555 W. Westleigh I?ood, lake Forest, IL 60045-2717
2010
2010
phone: 312.Q84--3816
e-mail: ofreardan@tfx.com
JON LUY (Area 7)
. 2008
Committee Choir: Nominating, Regional
205 Amador I?ood. SuHer Creel<. CA 95685
phone: 209-267-0167. fox: 209-267-0247
e-mail: jdebonair@hotmoil.com
• Second and/or final term
Executive Director. NANCY JOHNSON
PAST PRESIDENTS
B.J. McClanahan. MD
1967-1971
Frank G Ross (dec)
1971-1973
Russell W. Rmk (dec.)
1973-1975
Hypolite T. LandI'(, Jr., MD
1975-1976
Colvin B. Early. MD. PhD
1976-1977
Copt. Jesse F.Adams USN(R) (dec.)1977-1978
Dov1d P. Barton
1978-1979
1979-1980
(LAL)
Visit www.bppp.org for more info or to register. Bonanzas/Barons/Debonairs/Travel
Airs at all locations. Cockpit Companion course available. Call the BPPP
Registration Office to make arrangements: 970-377·1877 or fox 970-.3771512 Eligible for 70 ABS Aviator points.
Fred A. Driscotl. Jr.
E.M. Anderson, Jr. (dec.)
Donald L Monday
Harry G. Hodler
John E. Pixton (dec.)
Charles R. Gibbs
1980-1981
1981-1983
1983-1984
1984-1985
198!>-1986
1986-1987
1987-1988
1988-1989
1989-1990
Ray l. leodobrond (dec.) 1990-1991
James C Cassell. III
1991-1992
1992-1993
Warren E. Hoffner
John H. Kilbourne
1993-1994
Barrie Hiem. MD
1994-1996
1996-1997
Ron Vidrey
Willis Hawkins (dec.)
William C. Carter
Jon Roodfeld!
HamId Bast
Jock Threadgill
Jack Hastings,MD
Croig Bailey
Jon Luy
2000-2001
2001·2002
2002-2003
2003·2004
2004-2006
2006-2007
wam to thank the ABS Board for permitting me to be your
president and, like all my predecessors, I am honored and
humbled by the opporrunity. Our Society is the undisputed
leader of all the type clubs through the dedicated efforts of past
and present board members, staff and volunteers.
Like most boys of my generation, I was interested in airplanes; but the idea of being a pilot seemed out of reach. There
were always higher priorities: school, cars, girls, work. After
graduation from UCLA and working at Northrop, I met a coworker who was also a pilot. Listening to him talk about his
flying adventures set off a spark that has never dimmed. I
decided if he could do it, so could I-and so began the great
saga of my life.
I learned in Cessnas and joined the flying club at
Hawthorne (CA). They operated two Cessnas and three
Bonanzas. In time I attained Commercial, Multiengine,
Instrument and Flight Instructor ratings. The C, D and E
Bonanzas were relatively new then and we thought they were
wonderful. I became, and still am, a Beechcraft zealot.
I became a board member and the club's chief pilot,
responsible for new-member checkout. We had about 50 members, five airplanes and a full-time mechanic. Jim Cassell was
a fellow board member, and later became ABS president
Gwen and I met at Northrop and we were married in 1970.
Two years later we had our son, Alan. To this beginning we
added a house, a dog and a mortgage and my flying was curtailed considerably. However, by 1978 I was ready to move on
from the flying club and I went into a partnership with Jim
Cassell and another in an S model Bonanza.
A business venture took us to Cleveland, Ohio, and my
partners bought my interest in the plane. When we returned to
California in 1980, I was ready for my own airplane. I found a
very nice S model, eventually had it painted and upholstered,
and it became NI9AB.
In 1981 I returned to Northrop. 1 retired from what was by
then Northrop-Grumman in 1994 and immediately enrolled in
an Aviation Maintenance Technician program. I loved every
minute of it and earned my A&P in 1998.
I
While a student, I
took NI9AB to Ultimate
Engines in Mena, Arkansas,
for a major overhaul and
stayed there for several
weeks to participate in the Gwen and Art Brock
refurbishing of the engine
compartment. Lots of Stoddard solvent, lots of ScotchBrite,
lots of elbow grease. That's where 1 met and became friends
with Tony Butera, the shop supervisor. I know 1 impressed
Ultimate management because they offered me a job.. .if I got
my A&P... at minimum wage. An offer I was able to refuse.
I became interested in formation flying as a result of training to fly in Bonanzas to Oshkosh. There is nothing like it for
stick-and-rudder skills, energy management and understanding the spatial relationships of airplanes in flight. I attend at
least one of the major Beechcraft formation clinics each year
and occasionally fly with the Beech Boys, a Northern
California group of dedicated formation pilots.
I have been blessed with a wife who enjoys flying and has
always encouraged my aviation activities. In fact, she often
accompanies me on formation flights just for fun.
Challenges ahead
The Society has many challenges. ew and more capable
avionics, the prontise (or threat, depending on your viewpoint)
of NextGen, and increased costs of operations, all competing
with the need for maintenance and training for our members'
discretionary funds.
Our fleet is inexorably aging while the government continues to threaten ever-more-restrictive rules. The realities of
today's legal landscape make it unlikely that we wiil be able to
count on the same level of factory support we enjoyed in the
past. For many issues, we are essentially on our own.
ABS was founded to encourage the proper maintenance
and safe flying of our airplanes, and to make new friends and
have fun doing it. Those goals remain timeless, but we are no
longer in the simple world of the 1960s. To keep flying in an
econontical, safe and legal
manner, we must be more
proactive than our founders
may have anticipated.
z
I'm looking forward to
~ the challenges that lie
t! ahead. With your support,
~ we will have a great year.
flo
Until next month ...
if
-Art
My first Bonanza with partner Jim Cossell.
ASS November 2007
Formation clinic 01 Grayson County. Texas.
www.bonanza.org
Page 10482
1983 F33A
40AB started life in 1983 as
N6679B. The Beech factory used it
for company transportation and it
wasn' t put on the market until the
end of 1985. Strangers didn't touch it
until 1986.
In 200 I I owned a very nice S
model with new paint, upholstery and
an Ultimate Engine overhaul. But the
avionics were vintage I970s, with no
autopilot, and I was ready for something
with more capability.
Rather than making a substantial
investment in the S model, I decided to
update the airframe. I started by looking
for an A36 with club seati ng and sold that
idea to my wife Gwen. But the cost difference-and the fact that almost all our
missions were flown with one or two pe0ple-made an F33A a viable alternative.
I had plans for the powerplant so I
was looking for a plane with a run-out
engine, an acceptable avionics suite and
as little other refurbishment needs as
possible.
N
I checked the Internet daily and
when the ad for N6679B showed up, I
jumped. The pictures showed a goodlooking, clean airplane with the equipment I was looking for. It had less than
1,800 hours on the airframe and
engine-and for a good price to boot.
I asked my good friend Ken Bihler
(the hest Bonanza man in Southern
California) to come with me for a prebuy inspection. A couple of days later
we were in Virginia face to face with my
new intended.
The basics were all I'd hoped for,
with some exceptions. The paint that
had looked so good on the Internet was
really shot, and the upholstery was
awfu l and reeked of tobacco. My littleor-no-refurbishment airplane was turning into a major makeover.
1 started to arrange the schedule for
an Ultimate Engine 10-550 upgrade, a
Tornado Alley turbonormalizer system,
paint, upholstery, built-in oxygen and
some avionics work_ My plan was to simplify the logistics by doing everything at
one airport. Mena, Arkansas, had it all.
As 1 had done with my S model, 1
wanted to participate in the project. The
grunt work in cleaning the engine compartment prior to detaili ng was right up
my alley, as well as parts chasing, running errands, etc. For the folks in Mena
it was, "Be nice to the crazy owner, but
don 't let him screw anything up." So 1
commuted to Mena for about four
months as the work progressed. It was a
great experience. 1 learned a lot and
made some wonderful friends .
Fortunately, Ultimate had a core of
a first-run, low-time 10-550-B (they
were in short supply at that time). The
oxygen kit from Aerox included a 47 cu.
ft. composite bottle (half the weight,
twice the cost). The kit does not come
with an STC, but they do provide some
guidance on how to get a Field Approval
on Form 337 (a gross oversimplification
as 1 would learn later).
On the avionics front, 1 bought a Jet
Electric 2 1/8" attitude indicator. a JPI
engine monitor with fuel-flow option, a
PS Engineering audio panel and CD
player, and a digital clock.
In early August I flew it to Mena, the
engine was pulled, upholstery removed,
and the project was off and running.
1 was fortunate to have Tony
Butera, the supervisor at the Ultimate
hangar, do much of the work himself,
including the installation of the engine
and turbonormalizer, the oxygen system, a new GPS antenna and rearrangement of the panel. Tony is not only a
superb Beech mechanic but an absolute
artist when it comes to metal work. He
!l removed all static wicks and repaired
~ some minor cracks. Some TAT kit baf~ ning was used and some was custom
i:;
fabricated, and the engine compartment
~ was detailed.
I wanted the backup attitude indicator in my primary scan, as well as the No.
2 VOR, and that started a rearrangement
cascade that affected seven instruments.
The big decision on the engine was
the selection of the cylinders. I selected
ECI cylinders based on Ultimate's repon
that, at that ti me. the industry was having
trouble with Superior on warranty
claims. Ultimate could achieve perfonnance equa l to the Millenniums by
machining the intake pons. Hammock
Aviation offered the only STC for the
engine installation that allowed retaining
the McCauley C406 prop.
With the airplane gutted, it was the
obvious time to install the oxygen system. I was advised to start by contacting
the FSDO inspector, but I was confident
that with pictures to show our work and
by scrupulously following approved
practices, we would have no difficulty
getting approval.
"NaiVe" doesn' t begin to describe
my simplistic understanding of the real
world of Field Approvals. This was my
first attempt and I cenainly learned how
110/ to do it. After more than 200 pages of
documentation , pictures and special
tests, I received my Field Approval about
two years later. What a lesson that was!
The installation itself. however, was
expertly executed by Tony and is
absolutely elegant. The bottle is mounted
behind the baggage compartment, with
the filler pon on the hat shelf. There is an
outlet at each seat location, and the regulator control is on the lower control
pedestal in place of the emergency alternate air door control that is removed
when the turbo system is installed. We
added a pressure transducer and electric
gauge to avoid running a high-pressure
line to the instrument panel.
Mena Aircraft Interiors did a beautiful job of installing the upholstery in two
tones of leather. The paint scheme is an
obvious knock-off of the Beech Jaguar. I
had some problems getting the paint
shop to understand the subtle sweep of
the striping and had to make a special trip
to Mena to handle that myself. Although
Even the baffle material is color-coordinated.
McCauley C406. 3·blade prop
Copilot brakes
Rosen sun visors
Three-light strobe system
King KfC-200 autopilot
Jet Electric aMitude indicator
EQUIPMENT LIST - 1983 f33A
2 King KX·165 CommINaviGS
Northstar M3 approach GPS
KI·525A HSI
Eventide Argus 5000
King KN·63 OME
Gormin 496 portable GPSlXM weather
King KR·87 AOf
Aerox 5-ploce built-in oxygen system
King KT-76A transponder
JPt EDM·700 engine anoiyzerlfuel Haw
3M WXl OA Stormsoape
PS Engineering audio panel/CO player
the paint shop had a good reputation, I
had problems with one of the trim colors
and two more trips to Mena were
required to get that resolved.
Additional items were in stallation
of the Wilson rudder brackets and the
latest TAT alternate-air door, which
makes us eligible for a 354-lb. increase
in gross weight.
Flying performance is just superb,
and the TAT system has simply transformed the airplane. We cruise routinely in the high teens, true airspeeds of
204 to 208 kts., burning 16.8 gph, lean
of peak, of course. If there's a reason to
go higher, we can handle the flight levels to FL 250.
The engine can take us higher, but
not our oxygen system. Flying at those
altitudes is wonderful. You are little
trouble for ATC since there's nearly no
one else there, and we almost always get
"Direct" anywhere. ATC has asked us
several times to confirm our true airspeed, and on occasion we have been
called a Beechjet-a real ego trip!
We don't have tip tanks, but if we
need to stretch our legs, we simply roll
the rpm back until the "Time Remaining
in Tanks " on the JPl is comfonably
more than the "Time to Destination·' on
the GPS. Works like magic.
If I win the lottery, I'd like a TKS
ice-protection system and a new suite of
avionics. Otherwise, 40AB is everything I want.
@
YOUR ABSI ASF CONTRIBUTIONS AT WORK
SPAR-WEB INVESTIGATION UPDATE
BY mOMAS P TURNER. ABS MANAGER OF TECHNICAL SERVICES
ABS and the ABS Air Safety Foundation
(AS F) exist to support safe operation of
our members' airplanes. When we
learned the FAA was considering a
change in the airworthiness directives
relating to carry-thru spar-web cracks,ASF
began an investigation that led to an
engineering study to fully understand the
cause and any safety impact of such
cracks.
T
he investigation is contracted to
1.B. Dwerlkotte Associates (JBDA)
of Wichita, Kansas, which was
awarded a fixed-price contract for
$90,000. ABS!ASF is also responsible
for special equipment rental and costs
associated with inflight data collection
necessary to validate the Finite Element
Analysis (FEA, or computer model for
stress prediction). The total anticipated
cost of the investigation is about
$120,000.
Scope of work
Because of the potential for inadvertent damage with the difficult-toinstall approved repair, we want to prevent unnecessary installation of the
repair kit. ASF contracted this investi-
gation to study whether an AD change is
necessary to assure safety of flight. It's
important to note that the FAA told ABS
it would have already eliminated the
crack-monitoring option if ABS!ASF
was not conducting this investigation.
In addition to addressing this particular issue, the spar-web investigation
will lay the groundwork for possible
future longevity studies the FAA may
require of all so-called aging aircraft.
Information from the study may be useful in unforeseen circumstances requiring new airplane repairs. And the data
may be made available, under fair
terms, to commercial firms developing
new products associated with the center-section structure and components.
As of the Convention, development
of the FEA was 60% complete. ABS
member Robert Majoros' Model 36 was
used for inflight data collection by a
retired FAA test pilot. (See the sidebar for
more about these data-collection flights.)
JBDA will deliver its final report
and recommendations to ASF by the
end of 2007. At that point the Technical
Committee will confer with our contracted engineering consultant, retired
Boeing structures engineering ch ief
Peter Harradine, to review the report
and the ASF recommendations to the
FAA .
Sup port your ABSI ASF
This is exactly the sort of safetyrelated issue for which the ABS Air
Safety Foundation was chartered. It is a
study that could positively impact the
majority of ABS members now, and
even more in the future.
Because of the near-term applicability to the spar-web issue, and the longterm implications this and studies like it
have for longevity of the entire
Beechcraft piston fleet, ABS and its Air
Safety Foundation need member support.
We thank you for your taxdeductible donations and hope you'll
continue contributing to promote safe
operation of your Beechcraft.
For more in/onJwtiol1, includillg
detailed background on the spar-web
issue, see the members-ollly section of
Ihe ABS website (www.bollallza.org).
The main purpose ollhis inveSligatiOn is 10 SludV whelher a change
in Ihe exiSling ADs is necessary 10 assure salelv Olllight
N999CT: Ooto-collection airplane during stroin-gouge instollotion 01 Yingling Aviation in Wichito.
Page 10485
www.bonanza.org
ASS November 2007
Dala-collection airplane
Perhaps the most notable observation mode
by engineers in their first reports to ABS was that
we hove a very long way to go to fully understand
the dynamics at spor-web crocking, and possible
long-term effects at installing the Beech doubler.
The engineers recommended a Finite Element
Analysis (FEA. computer stress simulatian), as
"essential" to understanding the issue.
An FEA is necessory to be abte to predict
possible crack growth in the future. It's also what
the FAA told us it expects in this level of investigation. To validate the FEA with representative inHight data, J.B DwerlkaHe Associates (JBDA)
needed ta acquire inflight data fram a Bonanza.
ASS asked members to permit the use of
their airplane for this data-collection effort. After
receiving numerous positive responses, the
Technicol CommiHee chose two airplanes that
met three criteria: (1) we requested a Model 36
or A36 to conform to the FEA model; (2) the airplane needed to be as close to original configuration as possible; and (3) the airplane must not
have any spor-web crocks.
The chosen aircraft was a Model 36 owned
by member Robert Majoros, a Narthwesl Airlines
coptain who lives in North Coralina. ASF poid for
on annual inspection and spor-web check by ABS
Technicol Advisor Neil Pobanz prior to accepting
the airplane, and re-inspected the airplane afterward to ensure it was returned in the some condition as it arrived.
Florida-based member Chris Fenger offered
his A36 as a backup in cose we could not use Mr.
Majoros' Bonanza for arry reason. ASF gave Mr.
Fenger a certificote for a complimentary ASF
Service Clinic inspection for making his A36
available on short notice if needed.
Dota-collectian flights were conducted by
Ben Sorensen, a Wichita-based former FAA test
pilot with extensive Bonanza experience. The airplane was taken through a number of normally
encountered ground and flight loads at various
weights and c.g.locations.
JBDA collected over 17 million operational
dafa points to analyze and validate the FEA
model.
@
Circuit breaker Engineers hove topped off power
lor the dala-coliection system's 1(}.omp draw from
the moin electncal buss A 2O-amp circuil breaker
provides protection to the wiring and is wired in the
tap-oft line. In flight the breaker sticks oul of the top
01 Ihe mop pocI<el ol lhe pilol's left knee.
Control and monitoring: Keyboard and monitor for
the engineer/copilot's use in Hight. This is used 10
monitor dolo collection. An on/off switch controls
power to the strain gauges and processor and was
ON for virtually all engine-run time.
Power converter: A 12O-amp power converter is
secured to the Seat 3 attach points and provides
power to the dalo-colieclion system.
Power cable routing from the eleclrical buss down
the left side of the cobin.
Processor: The processor/ recording device is
secured on 0 padded pallet 10 the 5/6 seal aNoch
points. Acoble from the processor/recording device
goes forward 10 the monilorlkeyboord, and there is
a power cable to the power converter.
Wire bundle: Doto lines from the strain gauges ta
Ihe processor, down the right side of the cobin.
Strain gauges installed on the tower spar web and the lower fuselage skin
Dwerlkatte stress engineer Matthew Nasser, also a certificated mechanic who has
done a number of Boron spar-web inspections and doubler installations, designed
and supervised the slroin gouge installation and data-collectian program. Matthew
flew right seot during data-collection nights, monitoring and contrOlling the sensors
and processor.
A strain gouge installed higher on the spar web.
ASS November 2007
www.bonanza.org
Page 10486
Proposals for new aviation rules:
NPRM UPDATES
PROGRESS ON BOROER CROSSING
ABS Board member Andrew ("Andy") Reardon met
September 26 with representatives of Congressman Jim
Oberstar (D-MN), Chairman of the House Committee on
Transportation and Infrastructure. Andy lodged opposition to a
Notice of Proposed Rulemaking (NPRM) that would, among
other things, require advance Internet reporting of passenger
manifests for flights out of as well as into the United States.
Objections surround the requirement for Internet-only
notification, difficult to comply with in many fly-in destinations outside the United States, and the federal workload
increase necessary to process so many filings. As a result,
Congressman Oberstar disagrees with the NPRM and will, in
all likelihood, file comments accordingly. Congressional commentary to proposed regulations carries great weight and it is
hoped will significantly influence rulemakers.
This meeting is another example of behind-the-scenes
work by ABS and the ABS Air Safety Foundation on behalf of
members. Watch www.bonanza.org for updates. For more
background on this issue, including a checkl ist for fiLing your
own comments, see <http://www.bonanza.orglnews.cfm?id
=358>. Comments must be filed by November 19.
CIRCUIT BREAKER NPRM OPPOSEO
ABS and its Air Safety Foundation subntitted comments
to the Department of Transportation opposing a proposed
Ai rworthiness Directive (A D) that would require replacing aLI
circuit breaker-type switches in many Beech piston airplanes
(the "handle"-type switches on the pilot's subpanel). If adopted, the new AD would require this replacement within 12
months of the AD' s effective date.
The Society's investigation shows there is very little threat
and no ntishap history associated with these switches. We
believe education has far greater potential to address this issue
than the estimated $ 18 million impact replacement would have
on Beechcraft owners.
ABS comments, which are posted on the NPRM comments site (and linked from the NEWS AND EVENTS page of
www.bonanza.org), expand on these points:
• There is no imminent threat from these circuit breakers.
Of the hundreds of thousands of switch-type in service, there
have been only six Service Difficulty Reports filed, and these
switches have never led to an aircraft mishap.
• Testing cited by the FAA as substantiation for a proposed AD was. on investigation, found to have been conducted only on specific switches previously identified as fau lty and
removed from aircraft using standard maintenance practices.
• High-use fleet operators agree there is not a significant
history of switch failure.
• Education would provide an equivalent, if not even
improved, level of safety compared to wholesale replacement
of switches in the fleet.
• There are almost no replacement switches available to
retrofit the fleet of nearly 10,000 airplanes.
• Operational history shows there is simply no justification for an $18 million impact on Beech owners shou ld this
proposal be adopted.
The FAA has acknowledged our comments. Typically it
will respond in the preamble of any AD that may be issued.
There is no required timetable, however, for an FAA decision
and as of this writing (9125/07), none has been made. Watch
www.bonanza.org for updates.
@
Your donations to the ABS Air Safety Foundation ensure that our voices
will be heard, Efforts like these NPRMs ore consistent with the ASF 8ylows"Engaging in scientific research and engineering studies, including testing, to provide
the basis of educating members, regulatory agencies and the public on safety issues."
Page 10487
www.bonanza.org
ABS November 2007
ADs AND SAIBs GO ALL-ELECTRONIC
Instructions for subscribing to Airworthiness Directives (ADs) and Special Airworthiness Information Bulletins (SAIBs)
FAA ADS AND SAIBS WILL NOW BE SENT BY E-MAIL ONLY. They
no longer will be mailed in hard copy to aircraft owners. To
receive these vital safety updates, you musl subscribe to FAAs
free online update service.
To subscribe:
1. Ga 10 the FAAs ADISAIB subscriplion page: http://service.gov
delivery.com/service/multi_subscribe.hlml?code=USFAARGL
2. Enter the e-mai l address where you want la receive updales,
then hit GO. (Note: With high-speed access, it will take abaul
20 seconds for Ihe next page to load.)
3. This reveals the Subscriber Preferences page. Click on Small
airplane. This reveals a list of aircraft models by Type
Certificale holder.
4. Uncheck all baxes as oppropriate by clicking on the checked
box al the top of the column .
5. If your airplane is Type Certificate A777 (1947-1955
Bonanzas, Models 35 through G35), click on Raytheon
Aircraft Company . (Note:The FAA has not yet moved this particular type certificate to Hawker Beechcraft in this registry.)
6. For all other Beechcraft, click on Hawker Beechcraft
Corporation .
7. Scroll down the list and check the box for the airplane
model(s) for which you'd like to receive AD and SAIB
updates. Use the full Type Certificate designation, e.g. an A33
Debonair is listed as 35-A33; a B55 Baron is listed as 95·B55,
etc.
8. Scroll to the very top of the subscription page.
9. Click on the Eng ines box.The page will expand with a list of
engine types. (Note: The first few items include a number of
company names that look like airframe manufocturers, but
this is indeed the Engines list.)
10. Scroll down and select the box next to the engine manufacturer's name: Teledyne Continental Motors or Lycoming
Engines, as appropriate to your Beechcraft, or the engine
manufacturer far aftermarket turbaprop conversions.
11 .Scroll down and check the box for the specific madel
engine(s) for which you'd like to receive updates.
12.Scroll down past the end of engine manufacturers and select
Propeller.
13.Scroll down and select the box next to the prapeller manufacturer's name: Hortzell Propeller, Inc., McCauley Propeller
Systems, Flottorp Manufacturing Company or (for Beech pro·
pellers) Raytheon Aircroft Company, as appropriate.
14. After you have made all your selectians, scroll all the way to
the boNom of the page and hit the Save buNon . You have
completed the subscription process.
To review your selections ar make additions ar changes, go
back to the subscription page and check or uncheck boxes as
desired, then hit Save.
ADs and SAIBs for accessories normally installed as stan·
dard equipment on the airframe, engine and/or propellers you
select will automatically be sent to yau .
ADs and SAIBs affecting aftermarketlSTC'd devices will be
sent to everyone wha subscribes to the ADISAIB service.
Consequently, yau'li likely receive AD and SAIB information for
many devices that do not apply to your airplane. As aircraft
owner, you ore responsible ta determine which updates require
your compliance or attentian .
@
HO\N to search for ADs for your aircraft
ADs are posted on the FAA's website.To access them:
1. Go to the FAA's AD Search page,
http://www.airweb.faa .gov/Regulotory_and_Guidance_Library/rgAD.nsflMainFrome?OpenFrameSet.
2. Select Current ADs by make ot the left of the page.
3. Pick "H" (for Hawker Beechcraft) across the top of the page.
4. Click on the triangle to the left of "Hawker Beechcraft Corporotion."
5. Scroll down to your airplane's model number and click an the triangle ta its left.
This results in a list af currently effective airframe ADs for your airplane. You'll need to re-enter the list using "T" (for
Teledyne Continental Motors) or "L" (for Lycaming Engines) for engine ADs, and by manufacturer for propeller and other airplane systems to get ADs from those items.
This procedure and the link to the AD Search Page are also on the Members Only page at www.bonanza .org.
ABS November 2007
www.bonanza .org
Page 10488
ings. A nylon fabric shell will break the wind, and it needs
some insulating material. though not too much because you
wi ll probably carry the cover in the airplane.
Suppose you land for an hour or two and want to avoid
another preheat. Secure the engine cover right away. Be aware
the metal propeller is a heat sink. pulling heat out of the engine
via the crankshaft, which prompts some pilots to use propeller
covers.
BY BILL COMPTON. EAGLE RIVER. ALASKA
Cold-weather flying starts below 40°F and
becomes progressively more difficult at lower
temperatures. There are additional risks: You are
working out in the cold, tempting you to cut corners and take chances, so dress warmly. /n addition to gloves and boots, Alaskans start with synthetic long underwear and wool socks, then insulate themselves in layers, topped with a windbreaker. Most piston pilots draw the line at _40°
to -50°F, figuring those temperatures are just too
rough on machinery.
Preheating the engine
The engine start will be the first thing to get your attention. Count yourself lucky if you have a heated hangar. The
next best thing is to have li D-volt power at your tiedown and
a good set of wing and tail covers. Then you can plug in a
ponable electric automotive heater or a Tanis or Reiff heating
system for an overnight preheat with an engine cover in place.
Lacking a hangar or line power, you might have access to a
Herman Nelson or Red Dragon heater with a flexible duct to
blow hot air into your engine companment. The Red Dragon
burns propane and has a fan powered by your car battery.
Calltioll: Should an alligator clip for the fa n snap off your
battery connection, the fan will stop and the heat duct wi ll
catch fire in shon order. You can't leave something like this
unattended. and you should always have a fire exti nguisher
handy. Ducled heat can warm your cylinders quickly, but it
takes more time for heat to soak into the oil and battery.
A camping stove can be mated with a length of stovepipe
placed under the cowl to roUle heat into your engine compartment. Without a fan, the flame is closer to your engine. A leaky
fuel drain could precipitate a fire, so watch out.
These methods are all used in conjunction with an engine
cover. It can be homemade or purchased from specialty shops.
You want a good fi t around the propeller hub and cowl openPage 10489
The best indicator of adequate preheat is to move the propeller-very carefully. Subzero. you will feel the "molasses
effect," with a lot of resistance. When the propeller is nice and
loose, you're OK to give it a try. A too-shon preheat might
allow a stan while the oil is st ill cold, in which case you may
be running your engine withoUl adequate lubrication-a bad
idea. Low viscosity or multigrade oils are needed in winter.
Suppose you're feeling lucky and try a start at 20°F without preheat. You give it lots of prime, hand-p ull the prop
through each cylinder and bit the staner. The battery turns the
engine enough for one pop and it stops. The extra fuel used for
prime now has its own little fire going, and you don't have
enough battery to stan and blowout the fi re. Sometimes YOII
really Ileed a fire extillguisher alld Ilothillg else will do. So if
in doubt, preheat.
ow you have everything ready to go, and you try to push
the mixture to full rich. but the cable won't budge nor will the
throttle. You can't start, and more preheat is the only answer.
If this has happened to you. it might persuade you-after shutdown the night before- to leave mixture full rich and throttle
cracked so you can prime and stan next time. Once started,
there will be enough heat to thaw those cables.
Taxiing through snow
If you must taxi through snow, stay otT the brakes.
Braking heats the wheels, they melt snow, the water freezes,
and you have a locked wheel. The only solution then is to heat
the wheel.
Locked wheels can be a problem on landing. Suppose you
are using brakes to make the next turnoff. There is light snow
on the surface and the brakes are ineffective, so you push harder. The wheels lock, then one tire hits a dry patch, yielding an
instant change in direction. Easy on the brakes!
Work the quick drains
Activate those quick drains every chance you get. and
always fill the tanks after a flight 10 minimize condensation.
Many operators routinely add alcohol to their fuel to absorb
any water. If you have ice in your tank, and you climb or fl y
into wanner temperatures, the ice can turn to water and cause
an unwelcome silence.
Some never use the quick drains in below-freezing temperatures. as the gasket may not reseat. resulting in a
continuous drip.
If a quick drain won't open easily in the cold, it's best not
to force it. Then, if you get some above-freezing weather or a
www.bonanza.org
ABS November 2007
shan stay in a heated hangar, take the opponunity to work the
quick drains.
Lycomings. and I've nevet heard of it happening to a Bonanza.
Nevenheless, our Bonanza has that hole drilled.
Preheating the cabin
Survival gear
Some preheat for the cabin may be needed to warm up the
gyro instruments and avionics. Windshields and windows must
be clear, inside and out. Expired credit cards are handy for
scraping frozen breath from inside windows.
Flying in cold weather, you need parka, boots, sleeping
bag and pad for each occupant. And remember the engine
cover, and a tent, food and stove. All that gear takes up room
and useful load. Also, the days are shorter, so make sure you
are current and equipped for night fli ght.
It would be a good idea, if you've never done it, to camp
overnight in snow just to appreciate what you need and how
much fun it can be. Really! Winter fl ying does have some
redeeming qualities: Good visibility, smooth air, warmer air a
few hundred feet above the ground, low density altitude,
increased aircraft performance,
less icing potential in cloud in
extremely low temperatures.
Enjoy it all !
Check the flight surfaces
Not enough frost on the surfaces to bother with ? Don't
take that chance. Right surfaces need all snow, ice and frost
removed. Tools for this can include a broom, ropes and plastic
scrapers.
It doesn 't take much frost to trash the lift. You might get
off in ground effect~n your way to a forced landing when
you run out of runway! Get rid of all contami nation.
Oil breather
Alaskans who fly in cold temperatures commonly have a
hole drilled in the oil breather pipe above its exit from the cowl.
It is known that water vapor in the breather pipe may freeze and
obstruct the pipe, causing elevated crankcase pressure and a
blowout of the prop seal. The result of this is a windshield covered with oil. This event seems to occur mainly in four-cylinder
Bill Compton
is a lO.OOO-hour ATP
and C FI who has lived in Alaska for
40 years. including two years in the
Arctic. He owns a V35TC with his
son, Steve.
ABS Platinum Visa®
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transactions
The American Bonanza Society Is pleased to panner
with INTRUST Bank, an outstanding financial Institution
located in Wichita, Kansas - home of the Beech Bonanza!
A S P/atinu
ASS November 2007
\/,
I~TRUST Card Center~
provides valuable financial support for ABS.
Unique to the ABS Visa -
T"b off wit" tIl. A.S ""tinum Vis"
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www.bonanza.org
Page 10490
ROLL-STEERING OPTIONS
Roll steering or. as it is sometimes called. GPS steering (GPSS).
is a means of directly controlling the aircraft flight path by the
navigation system.
TRADITIONAL TRACKERS - Traditional autopilot navigation trackers are reactive in nature; that is, they follow the
needle. Needle to the left, fly to the left. The tracker depends
on the pilot changing the CD! (or in some cases the heading
bug as well) so the autopilot can determine the desired course.
They can't fly curved paths or anticipate turns and have to use
a form of trial-and-error to figure out wind correction.
ROLL-STEERING CAPABILITY - Airline and business
turbine aircraft have had roll-steering capability for some time
through sophisticated flight management systems (FMS). This
is due to the fact that the GPS has much greater information
available to it. The GPS knows the flight plan, how far off
track the aircraft is, what the ground speed is, what the actual
track is and what it needs to be to compensate for wind.
THE FIRST GPSS CONVERTER
In 1999, S-Tec introduced the first GPSS converter. It
received the steering information from a GPS via the ARINC
429 interface and provided control to an S-Tec autopilot
through the heading interface. In 2001 , S-Tec improved their
product capability by providing a serial interface option to add
support for the UPS Apollo GX series of GPS navigators. (The
GPSS function was integrated directly into the 55X autopilot.)
I was an early adopter and installed the S-Tec unit in my
V35A (only 5695 at the time). Thi was one of my best investments in avionics. For more information, see my article in the
October 2004 ABS Magazine.
Unfortunately, one needed an S-Tec autopilot and a
Garmin GPS or a Bendix-King KLN90-8 GPS to get the S-
Tec GPSS to play, which left out a large number of aircraft
with other autopilots and GPS units. The good news is, that is
no longer the case.
Honeywell Bendix/King KFC 225 - The 1999 A36 came
standard with the Honeywell Bendix/King KFC-225 autopilot.
The manuals barely mention it, but this autopilot has built-in
roll steering when used wi th a GPS.
Century Flight Systems AK 1081 - Century Flight Systems
introduced its GPSS add-on in late 2004, providing support for
its newer digital autopilots-the Century 21, 31, 41 and
2000-but left out the older analog ClIB, Cll! and cry autopilots. The Century unit interfaces with a GPS via the ARlNC
429 interface. The unit is installed as a minor modification to
an existing Century autopilot STC.
DAC GDC3l - In 2005, DAC introduced the GDC3l rollsteering converter. The GDC31 STC is an autopilot accessory
approved to provide coupling of a GPS to specific autopilots.
The GDC31 interfaces with a GPS via either an ARINC 429
interface or one that uses RS232 for roll-steering output.
ALONG CAME SAM
Icarus SAM - In 2007, Icarus Instruments started deliveries of its GPSS offering called the steering-assist module
(Si\NF). Their STC took a new approach to certifying the
installation : SAM was made a modification of a heading system. This allows greater installation flexibility in that the STC
doesn't specify which autopilot it applies to. So if the autopilot accepts a heading source from a DG or an HST, the SAM
STC will apply. SAM requires that the GPS provide it with
data via the ARlNC 429 interface.
The SAM I unit is much more than just a GPSS. It is a
full-featured audio and display alert annunciator system. SAM
1 provides full functionality, while SAM 11 (for about $400
less) provides full functionality lIlillUS roll-steering capability.
MOUNTING OPTIONS FOR STEERING-ASSIST MODULE (SAM)
SAM has three mounting options for the ponel controls: There is a 2.25' round cutout. the
some size as a clock; or a l/2-ATI cutout (ATI is a format that many instruments such as HSls. fOs.
and Stormscopes use for their cutouts and l/2-All is a smaller version used by DMEs. annunciator
ponels. etc.).The lost option is to mount the switches individually.
The computer unit mounts behind
the panel in any convenient spot or
avionics ledge. You should expect typicol labor time to install SAM to be 14 to
20 hours. depending on how many alert
sensors are installed.
Jfl-ATI SAM
2 114' round SAM
Three-line color display - SAM provides a built-in color
LCD display mode selection button. It displays three lines of data.
Two lines can be configured by the pilot to display GPS information such as the Waypoint name, ground speed, distance, etc.
The display background is color-coded to indicate the
mode of operation. Blue is for heading mode, green for GPSS
mode, with white. yellow and red for various alerts, depending
on their urgency.
Flying with audio alerts - On startup, SAM requests the
user to enter the current barometer setting, the destination field
elevation and the first target altitude the pilot plans to climb to.
Waypoint annunciation - Audio prompts are available for
navigation annunciation such as '"At Waypoint OWLET, next
Waypoint DESLO in 3 minutes" or optionally "At Waypoint
OWLET, next Waypoint DESLO in 6 nautical miles, heading
270 degrees:'
Altitude alerting - For example, 200' prior to reaChing a
target altitude of 6.000', SAM alerts the pilot, "Approaching
6,000'." Once level at the assig ned altitude, any deviations plus
or minus 200' would result in "Check target altitude 6,000'."
As the ai rcraft descends to a pilot-selectable altitude
above the destination airport, a "check gear" alert will be heard
unless the gear has been extended. On an instrument approach,
an alert can be set for "at decision altitude."
System malfunction alerts - Depending on which sensors
are connected to SAM. it provides the pilot with display and
audio alerts for low vacuum, CHTIEGT limit exceeded, low
oil pressure. low fuel status, stall and landing-gear warnings.
These alerts are generated respectively, based on these sensors,
an air pressure switch, a JPI 700/800, an oil pressure switch or
Hobbs, a fuel totalizer, the stall warning switch, the gear indicator lights and gear warning switches.
transponders can use a parallel encoder and will relay the altitude data via a serial output to SAM in the appropriate format.
FLIGHT-TESTING ADJUSTMENTS
SAM is designed to adjust the performance to any particular heading or autopilot system. The installer has the ability
during the flight tests to adjust SAM precisely to match the aircraft. If the autopilot is of the rate variety, the turn rate for
maximum bank can be adjusted to produce a standard-rate
turn. For the attitude-based autopilots, the maximum angle of
bank is adjustable.
With the WAAS GPS units, GPSS is a natural addi tion. If
I had it to do over again, I would probably get a SAM unit
because of all the function and flexibility.
John Collins, Chanotte, North Carolina, owns a 1968 V3SA. He is a
commercial pilot with more than 4,0cx) hours, a BS in electrical
engineering and has worked as an engineer and software developer for IBM and for his own technical business. John owned an
FBO with an avionics shop that he operated for six years.
MANY CHOICES AVAILABLE
Manufacturer List
Autopilots
STC Compatible Comments
Pnee
GPS
Century
$1.595 Century 21, 3 1, 41 , No Garmin.
Installed as a
Right
2000
GNS480,
minor
S)stcms
AK J(»-!1
DAC GDC31 Sl.695 BeOOi.VlCing
KFC 150, KFC200
Yes
Garmi n.
GNS480.
KLN';KIB ,
ApullnGX
Ccntuf) 11 . 111 . and
m(xlification .
GPS mU<o;1 havc
ARINC 429 RolIsteeri n~ Output
AR1NC 429 or
Serial Rollslccring output
IV
S-Tcc 50. 55.60.
65
Icarus SAM
Configuration and pilot control - The pilot has full control
over which alerts are generated, including a short or verbose
format. A mu te switch is available to suppress audio at any
time and an override mute is available for interfacing with
other higher priority audio systems such as a TAWS or traffic
system . The pilot can also set the alert altitudes and destination-airport elevation as well as update the barometer setting.
S2295
Based on Hending
System.oot
autopilot
Yes
Gannin,
GNS480.
KLN';KIB
Brillilin 85. SSC.
AccuRilc-ll . NavRite IV
Bendi.>; FCS 810
Bendi.vK:mg K FC
150. KFC 20)
Alens: Altitude.
DA.Low
Vullagc. Luw
V'lCuum. Oil
Pressure. Enginc,
Fuel , Wa)fX>int.
Destimuion gear
altitude alert.
Audio Alerts.
Display GPS
p..Ir:1mc\crs
GPS must ha\C
ARINC 429 Rull
steering Output
Ccntuf) 11 , 111. IV .
21. 31. 41. 2000
ALTITUDE-ALERT HARDWARE REQUIREMENTS
The altitude-alert funct ions require a serial altitude
encoder with either Icarus or Apollo format. preferably with
10' resolution or optionally 100' resolution. Check with yo ur
installer to deternune if your aircraft can use your existing altitude encoder. If not, plan on addi ng one if you want altitude
alerting. Note that the Garmin GTX327 and GTX330
KLN90B
S-Tcc 20, 30. 40.
50.60.65
S-Tccl)() 1
$1 ,"" S-Tcc 20. 30. 40,
50,60.65
Nu
Gann,".
GNS4XO.
KLN90B,
Installed a.'i a
minur
modification,
Apollo GX
AruNC 429 01""
Serial RoIl Mccrin ' uutput
bountiful amounts of
SSQ got the crowd in a
festive mood.
The ASS headquarters building was
open during the Welcome Dinner
reception-it was a nice opportunity
for members to tour the facilities and
meet ASS staff they may have tolked
to on the phone, but never met.
Direc10r Bill Stovall emceed
the ABSlf>Sf auction. More
thon 515.000 was raised
Falcon DoyBreakers were a
great way 10 start each day.
Thursday's speaker, locallY
anchor lorry Hotteberg, presented a spellbinding look 01
"Kansans with Character: Including Olive Ann Beech.
The Women Pilots Luncheon had a dramatic increase in the
number of attendees over lost year
A 12-plane formation flight over Beech Field kicked off festivities at the Beech Hangar Party on Friday night.
The 'Sons 01 Beech; a Beech-employee bond, gal
the crowd dancing by playing classic rock tunes at
Ihe Hangar Party.
Where there are ABS members, the planes con't be
for away, and prediclably some members wondered
off to the nearby flightrine to kick tires and shool the
breeze long after sundown.
The final Falcon OayBreaker was a laugh-aut-laud
'He So,dlShe Soid' game (like Ihe TV Newlywed
Game). With three couples answenng aviatianrelated questions posed by ABS Executive Director
Nancy Johnson
Nearly hatf the member/companion attendees at this
year's convention were first-timers, who were acknowledged at
the Awards Banquet
The other ABS - the Australian Bonanza Society - had a terrific
Spinner bulkhead
Kenneth Peters
Indianapolis, Indiana
Q:
I am havi ng a difficult time finding a replacement spinner bulkhead for
my 1960 Debonair. I have a Hartzell
prop that was recently overhauled.
Duri ng the inspection, the bulkhead
(P/N is C-1336) was found to be
cracked. My mechanic and I have contacted Hartzell to secure a new part, but
their earliest shipping date is far ahead.
I'm grounded until I can get this fixed
and would appreciate any help to secure
a new or used bulkhead.
A:
My favorite place to stan would
he Atlanta Air Salvage. Talk to Sandy
(770-227 -4042). She is great about jumping on the Item Locator System (ILS) and
finding parts she doesn't have in stock.
Other possible sources are Avpans,
Newnan, Georgia (770-252-4646), or
various prop shops such as Atlanta
Propeller (404-76 I-7220), Southcoast
Prop (866-875-6377) and Professional
Aviation (404-767-0282). -BA
Oil drain replacement
Donald Alvarado
Evergreen. Colorado
Q:
I am looking for an oil drain
adapter for my F33A. I have a quickdrain installed. I helieve it is a TCM
part. It clips on and, in doing so, opens
the quick-drain.
A:
You cannot replace only the clip
part. You need to replace the entire
quick-drain assembly. I recommend
Aeroquip, PIN AE99950G . carried by
Aircraft Spruce (877-477-7823) and
Chief Aircraft (800-447-3408). -BR
1947 project plane
Josh Glenn
Sun Prairie. Wisconsin
Q:
I have a 1947 Bonanza. Is there
an updated replacement for the two
relays that control the prop pitch that are
mounted on the copilot's firewall inside
the cabi n? 1am rewiring my aircraft and
would like to get a relay that is sealed
and doesn't rely on solder to hold the
wires in place.
I am also looking at the electronic
350A prop governor. An updated wiring
schematic is shown that would involve
some changes. They li st it as being more
"rel iable." What is your opinion?
Do you know of a supplier or
someone who may he able to produce
metal blades in place of the R20 I wood
blades that would he suitable for use on
the Hub R203-1 OO? The prop I have has
wood blades and indicates three hours
since new blades and hub overhaul per
the log book/tach time. Do you know of
anyone who can inspect these wood
blades? They appear to be in like-new
condition but have been in storage for
more than 20 years. They do not have
the coating that catches fire easily.
A:
The best source of information
about your prop pitch change relay box
is Rit Kieter at Airborne Electronics
(707-542-6053). He manufactures the
solid-state prop control governor unit.
Keep in mind that even though this
solid-state unit is better than the old
electro/mechanical Air Research unit, it
still shou ld he used in automatic as little
as possible. (See the Beech Prop section
of my E-Series BOllall za book available
through the ABS Store.)
There is a shop in Fallon, Nevada.
that has FAA approval to manufacture
new blades for the wooden Beech props
and also repair them as needed. Someone
at the Fallon Municipal Airport where
the shop is located would probably he
able to give you the info. -LG
Trim wheel lettering
Jim pfeifle
Uncaln, Nebraska
Q:
We are doing an interior/panel
facelift on our B55. What are the options
for lettering on the black center plastic
housing that contains the trim wheels?
Were the original letters silkscreened?
A:
The original lettering was done
with individual placards for each item.
Look at the Illustrated Parts Catalog,
Chapter 11-30-01 , page 2, and you can
order all the placards you need to complete the job. -BR
Shower-of-sparks
replacement?
David Barnes
Shelbyville, Tennessee
Q:
I am having difficulty with hot
starts on my 10-550B engine. It has
always required a little extra effort, but I
used to have the procedure mustered. Our
mechanic has adjusted the throttle and
mixture without improvement. He now
wants to replace the vibrator box. My
experience is that when you start replacing pans as part of troubleshooting, it
wi ll be expensive on a Beechcraft. Could
the vibrator box cause difficulty with hot
start, even if the engine starts great when
cold? How often should the vibrator box
he replaced?
A:
If you look at the quality of the
spark by the fo llowi ng procedure, you
can decide if the vibrator or starting
points are the problem: Disconnect the
heavy cable on the starter, take the # 1
plug OUl, have a friend tum the key to
start with the battery on and slowly
bring the prop up to top dead center
while holding the plug lead to create a
1/4" gap to ground. A thick blue spark
should occur when you get to top center.
A weak spark requires a more precise
fuel mixture. Starter vibrators rarely
need replacement. -NP
Replacement dorsal fairing
Charles Crossno
Dallas, Texas
Q:
The original plastic dorsal fairing
on my D95A is cracked and needs
replacement. Is there an aftermarket
supplier?
Answers are marked with initials of the staff or advisors
who answered it. NP-Neil Pobanz, AF-Arky Foulk, TI-Tom
Turner, AM-Arthur Miller, BR-Bob Ripley, BA-Bob Andrews, E-s,eri"s
Lew
and avionics columnist John Collins (JC) also occasionally contribute answers,
Answers to technical questions ore the best information available based telephane ar email suggestion , AircraH owners, pilots and readers ore
on indicatians presented by the member asking the question, Actual advised to physically present airplanes and indications ta a qualified
inspection af the airplane or system in questian may change an initial mechanic before choosing a course of action,
A: I do not know of any aftermarket
suppliers for the fairing on your model,
but here are a couple of ideas: Try Globe
Fiberglass (800-899-2707) to see if they
will make you one out of fiberglass using
yours as a pattern, Or you could see if
there are any fiberglass homebuilders in
your area that would make one for you,
FAA approval is always a consideration, Either of the above ideas would
probably require this to be an ownerproduced part, Installation wou ld have
to be done or supervised by a certificated mechanic, If you do use the ownerproduced part idea, run it by the
installing mechanic first -AM
New swamp coolers
Steven Harbaug h
los Vegos. Nevada
Q:
Is there a swamp cooler available
for my Model 36? If so where can I
purchase one?
A:
We do not know of anyone who
makes a bui lt-in swamp coo ler for your
model. The early 35 models did have a
swamp cooler from the factory, I suggest you consider one of the portable
units, The June '07 issue of Aviation
Consllmer had an evaluation of two
manufacturers of swamp coolers shown
below, Arctic Air, Cordele, Georgia
(229-27 1-7905, arcticaircooler.com)
and Swampy Cooling Systems, Mesa,
Arizona (480-897-1 233, www,swampy.
net). -AM
Fuel bladder leak options
Michael Pordis
Helena, Montona
Q:
The right fuel bladder apparently
has developed a leak. What are my
options for replaci ng or repairing it?
A: A new fuel bladder installation is
rather expensive, so let's see if we can
help save yours.
If your tank leaks with only 20 or
so gallons on board, look at the main
feed connector under the jack pad cover
and the drain valve clamp. If it leaks
with only 30 or so gallons, look under
the inboard cover plate (16" outboard of
the fu selage) for leakage around the
tank access cover or the inboard quantity transmitter.
If the tank leaks only when it is full,
look at the outboard quantity transmitter
and fueling adapter, plus check the vent
line hook-ups, which can be accessed
from a cover plate under the wi ng by the
tiedown ring.
Replacement gaskets should be available from our tank advenisers or Hawker
Beechcraft Tanks can be sent in for repair
but if yours is more than 20 years old, [
would replace it. Also, fuel systems are
serious business, If you are not knowledgeable, get expen help, - BA
Portable GPS
to autopilot interface?
Steve Kapla n
The Sea Ranch. California
Q:
Can the Garmin 496 GPS be
interfaced to my KFC- 150 autopilot? Is
it cenifiable?
A:
The Garmin GPSMAP 496 uses a
serial MEA format to send data to an
autopilot It is primarily able to inter-
face with marine (boat) autopilots.
There is an autopi lot available for noncenified aircraft that will work with it,
but the KFC-150 autopilot will not
interface to the 496. - JC
10-470K CHT probe
Joseph Dup u is
Ch ino Hills, California
Q:
I'm looking for a replacement
CHT probe for my Debonair's 10470K. Do you have a recommendation
on where to purchase one?
A: Air Pans of Lockhaven (800-4433117) should be able to help you. Your
original probe is no longer avai lable, but
Air PartS has a method for adapting a
currently produced probe to your instrument. -AM
Preferred EGT & CHT range
lawrence Levinson
Houston. Texas
Q: I recently installed a JPI engine
analyzer and now have better and more
accurate information on my engine performance. I was wondering if you have
information from Continental on the
preferred range of EGT and CHT for the
10-550, Also is there a temperature
range from the hottest to the coolest
cylinder that I should watch for?
A:
Teledyne Continental does not list
any range of EGT operation for normally aspirated engines, nor a maximum
spread of EGTs or CHTs for any of its
engines. Several issues, most notably
the condition of engine baffles and the
position of EGT probes, playa big pan
on the absolute EGT value and the CHT
of each individual cylinder even in a perfectly balanced engine. ASS agrees with
GAMI (www.gami.com) and others that
engine longevity is likely increased if 10550 CHTs are kept below about 380400' F (I 95-20s0 C). -IT
CHT probe replacement
c . R. Bickley
Macon, Georgia
Q:
My CHT stopped working. The
A&P replaced the probe and the wire.
Still nothing. He has checked the gauge
and found it to be OK. Is there something
tricky about fixing one of these things?
He thinks the pans book may not be calling for the right probe or maybe we were
sent the wrong probe. We are looking.
Anything unusual we need to look for?
A: The original sparkplug-shaped AC
probe is no longer available. The
Beechcraft replacement probe is a differem value and they want to change the
whole cluster as a kit. We believe that a
resistor in series can bring the system
into calibration and you should shoot
for accuracy at 400' F. Use a heat gun
and an infrared tester to accomplish a
test. Instrument Technology in Dallas
(800-229-9078) or Air Pans of Lock
Haven (570-748-0823) may be able to
help you. -NP
Voltage regulators
Alternator drops after start
Dennis Groth
Alan fnedmon
Torpon Springs, Florida
Tucson, Arizona
Q:
I have had a rec urring problem
with blowing voltage regulators on my
H35. I replaced the generator but continue to have the problem. After replacing the regulator, it seems to be fixed
and the gauge is showing a proper
charge in fli ght and after landing. But
after restart there is no charge indication
and the regu lator again tests bad. This
same scenario has happened twice.
A:
If it is solid-state regulator, an
imermittent shon in the system can take
out the regulator very quickly. The first
thing I wou ld check is to see if there is
a worn or chafed spot on one of the
wires goi ng to the generator from the
regulator. Disconnect one wire at both
ends and check it to ground with a
volt/ohm meter, then repeat the step for
the other wire; there shou ld not be any
connection at all to the ground side.
They must be disconnected from both
ends to get a valid test. If no problems
are present, make sure the wires are
connected correctly to the regulator and
generator. - BR
Alternator post burned off
Strut extension
Dole Pettis
Farmington, Minnesota
Q:
How high should landing gear
struts be (how much cylinder should be
showing)? One mechanic tells me 2-3 ";
another says 6-8" . Who is right?
A:
The height of the cylinder showing varies by model and serial number.
Go by your airplane's POH Handling,
Servicing and Maintenance secti on.
Many are 3" on the mains and 3.5" on
the nose. - NP
John Dews
EI Dorado. ArKonsas
Q:
On a recent flight I developed
electrical problems with no alternator
charge indicated and "Battery" !lashing
on my engine mon itor. My A&P says
the positive post is burned off the alternator. Do you have any idea what could
have caused this and the appropriate
diagnostics to run before !lying again
with the eXChanged alternator installed?
A: One usually expects when a post
burns that there was a loose connection
on either side of the post. I would
run-up and see if voltage and load
capacity are in range with the new
alternator. Terry orris at Aircraft
Systems (8 15-399-0225) is a very good
troubleshooter. -N P
Q:
I have a problem with the alternator (60 amp) dropping off line right
after stan-up. I reset it as many as three
times and then it runs for the rest of the
!light. All of this happens prior to take·
off, usually before even getting to run-up
area. The alternator was rebuilt about five
years ago; the battery is about six months
old and recently serviced. I don't know if
the over-voltage relay/regulator is integrated into the alternator or stand alone
on this model. Any suggestions?
A:
Monitor voltage with an analog
voltmeter. I suspect the system is initially trying to bring it up to voltage and,
due to resistance somewhere in the
system, is hitting the over-voltage limit.
Try cleaning the grounds and hitting the
cable ends with Corrosion X. -NP
Alternator out light
Grant l one
Rosenberg, Texas
Q:
I recently changed the alternator
on the aircraft. After running the
engine, the alternator warning light
blinks at about one-second intervals.
The amp meter is showing that I have an
output and everything else appears normal. I had the alternator removed and
checked and it is OK, so what is next?
A:
Look for corrosion or high resistance in the terminal ends or the crimps on
the wires. The relay is held from provid·
ing a ground by the voltage from the stat·
ic side of the diodes in the alternator. Any
intermittent shOlt to ground on the wire
from the light to the relay would also
cause the problem you describe. - NP
Radome effect
Neil Griffin
Southem Pines, North Carolina
Q:
I am looking for information on
!light performance effects of a anon
radar pod on an A36.
A: We're not aware of any published
performance data relating to the addition of the Nonon radome on A36s. I
cou ld not find anything in an Internet
search either. You might try the manufacturer, Norton Performance Plastics of
Akron. Ohio (330-296-9948). -IT
Upper cowl flaps cable
Gooh Barnes
Fort Worth. Texas
Q:
Where can I find a replacement
control cable for the upper cowl flaps on
my V35TC?
A:
The parts book does not give a
breakdown of the ai leron trimmer to be
able to order a shim. However, they are
just paper shims and can be cut from a
good quality of copy paper. To get the
unit apan, turn the inner portion of the
unit counterclockwise with a padded
jaw channel lock pliers while holding
the aft portion. Add shims unti l the
desired friction is achieved. -AM
Yoke not straight
Jeon-Pierre Philippe
losne, Belgium
Q:
A:
Try McFarlane (800-544-8594),
Crossroads (972-239-0263) or Arrell
(805-604-0439). - NP
Bonanza rudder trim
Laurence Lamson
Wichita, Kansas
Q: I have a 1990 A36 and am looking for a company to install rudder trim.
A:
The Aero-Trim system was marketed by Sun Aviation in Kansas City
(www.sunav.com.8 16-358-4925).This
was the only result from a Google
search except references from the ABS
Magazine without any contact information for the manufacturer. I called Sun
and their sales manager/engineer told
me they are no longer able to reach the
manufacturer/STC holder, and they
assume the company is no longer in
business. - IT
Aileron shims
Craig Johnston
Annandale, New Jersey
Q:
During a recent Service Clinic,
when the ai lerons were moved the aileron
trim unit turned. The inspector said the
shims in the unit should be replaced.
Where are these shims avai lable?
Although my A36 flies pretty
straight, the control wheels are always
to the left while in the neutral position
with ball centered. I have been trying to
adjust the aileron trim without results. At
the last annual inspection, I asked the
engineer in charge if it is possible to correct it. He told me, "Don't touch if it flies
straight. " For cosmetic reasons and also
for crosswind landing, I would like to
have my wheels perfectly neutral. Would
it be easy to perform this adjustment?
A:
If the control wheels have a left
tilt on the ground with the ailerons
straight, then there is a rigging issue. It
could mean the cables are mismatched;
but more likely it means the control
yoke being a tooth off on the internal
chain. Usually, there are timing marks
on the chain and teeth of the gears. A
mechanic needs to do any related
adjustments. -NP
Tip tank gross
weight increase
William Fishkind
Tucson. Arizono
Q:
I own a Debonair. In 1985 this
airplane underwent extensive overhaul
by Beryl D'Shannon including new
paint, interior, sloped windshield,
instrument panel and instruments, tip
tanks and an 10 -550 conversion.
Recently, I tried to perform a weight
and balance. Although I have accurate
weight and moment for the upgraded
airplane, [ do not know the new maximum gross weight.
A:
In many cases there is no maximum gross weight increase with tip tank
installation. It varies by model and
option selected by the purchaser at the
time. as well as the date on which the
STC was authorized. The STC's Flight
Manual Supplement for the installation
is the definitive information on what
applies to your airplane. If there is no
mention of an increase maximum gross
weight for the supplement that applies
to your serial number airplane, then
there is no authorized weight increase
over your airplane's original POH limitations. -IT
Send your questions to absmail@
bonanza.org. One of the ABS technical
advisors will be asked to respond. Be
sure to include your ABS number.
ABS TECHNICAL STAFF & TECHNICAL ADVISORS
-------------------------
Neil Pobanz, ASS lead technical advisor. is a retired U,S. Army civilian pilot and maintenance manager. He is an A&P and IA with more tha n 45 years experience.
Glen IArky· FOUlk, former owner of Delta Strut. has been an ASS technical advisor since
1986.
Arthur Miller has won numerous FAA awards as a mechanic. and runs a Beech sp&
cia tty shop in central Florida.
Bob Ripley retired from Delta Airlines as a manager of line maintenance (Atlanta) and has
run an FBO focusing on Beech maintenance for more than 20 yeors.
- -- - - -
Bob Andrews is a retired Eastern Air line pilot, CFI. mechanic and a Wright Brothers
Award winner. He owns a Beech-only maintenance FBO in Atlanta, Georgia.
Tom Turner is ABS manager of technical services. Holder of a Moster's degree in Aviation
Safety, he has specialized in Beech pilot instruction for over 15 years.
ABS Technical Advisors presented a packed forum at the ABS convention.
Joined by David Rowl. manager of propeller airplane technical support for
Hawker Beechcraft. the panel brought over 450 years of Beech maintenance
experience to answer member questions. Pictured L·R: Neil Pobonz. Ron Gras.
Bob Ripley. Arthur Miller. Bob Andrews. Bob Olson. David Rowl. Arky Foulk and
Dick Pedersen.
N ElL'S
NOT E S
Neil's Notes ore from ASS Technlcol Advisor Neil Pobanz unless otherwise noted.
BARON BATIERY BOX DRAINS · When the under·fuse·
lage ADF wire antenna is removed, the drain fairing can be
replaced with a short one from South Seas Ventures (877·333·
2295). They also have the colored knobs for later model Baron
engine controls.
SUPERSEDED MANUAL PAGES · As the factories update
manuals, old material gets replaced or left out. If you throw
away the revised sheets, your old airplane's confi guration may
no longer be covered. Update your manuals, but keep the
superseded pages for future reference.
PLACARDS · Placards for fuel tank filler ports and lubricated
wing bolt locations help prevent misfueling and over·torquing.
Performance Aero (800·200·3 141) has them at reasonable
prices. Beechcraft also has them.
INTEGRAL FUEL CELLS . Hampton Enterprises, Mena,
Arkansas, (479·394·5290, www.hampton·enterprise.com) can
repair leaks in the wet outboard integral fuel cells.
CONES IN MUFFLERS · It's the season for heaters to be of
interest. In single·engine airplanes the cones in the mufflers
make a big difference in the effectiveness of the heat
exchange. In addition, they are part of the design and required
to be in there. If they come loose and block the exhaust, it may
cause a significant power loss. Combustion·type heaters in
twins should be pressure·tested in accordance with the recom·
mended procedures. While some used to be exempt, most are
now required to be pressure·checked regularly.
MACHEN CONVERSION . Machen, Inc. has moved to
Coeur d'Alene, Idaho, and is still supporting the Machen can·
version to install Lycoming TIO·540 engine (350·hp tur·
bocharged) on certain Bonanzas. Machen does not publish
performance data for the converted airplane, only that the air·
craft will "meet or exceed" original performance. Contact Al
Hoover (800-426·5085) for information. - Tom Turner
Page 10501
EXTRA POWER SUPPLY · SpOl1y's Pilot Shop (800·776·
7897) sells a power supply for use while training with or
reprogramming your glass cockpit.
E GINE DRYERS: Tanis, Aircraft Components and possibly
other companies, make units that blow dry air through the
engine case to eliminate moisture. This helps prevent carro·
sian, which is a major factor in longer engine life.
INSTRUCTIO S FOR CONTINUED AIRWORTHINESS
FOR OWNER-PRODUCED PARTS . As is required with
STCs and field approvals, you need to retain the Instructions
for Continued Airworthiness that apply to maintaining owner·
produced parts. Future mechanics, inspectors and owners will
need these instructions (now required as part of any modilica·
tion). Saving a copy somewhere is a good idea, and they
should go with the airplane when sold. Just as many times we
have to refer to an out·of·date manual when working with
older airplanes, I can assure you that years down the road
when you're trying to figure out how a part was made or if it's
worn, you'll wish you had saved the information.
MONITORING CHARGING SYSTEMS · Electrical system
voltage gauges are many times more informati ve than an
ammeter for monitoring of charging systems.
ALTERNATOR-OUT LIGHTS · We have had a run of false
alternator·out lights; some foretold total electrical failure.
BATIERY MINDERS · For airplanes that don't get flown
very often, some folks use a small charger on a timer, but they
still may cook the battery dry. Battery Minders from VDC
Electronics (800·379·5579, ext 206) sense voltage and automatically sense when to start charging again. They also func·
tion as a faster·acting battery charger. ABS technical advisors
are independently trying a couple, so we should have a more
complete report in Ihe future.
@
www. bonanza. org
ASS November 2007
MISSED APPROACH " ,THE FIRST 400 FEET
BY KENT EWING, VICE PRESIDENT BPPP ALBUQUERQUE NEW MEXICO
Not many serious general aviation pilots conduct instrument approaches to minimums, as they
are coutious and set personal minimums high enough to ovoid flYing to the published minimums,
All of us wont the outcome to be successful " ,0 landing Hopefully, your flight Instructor has drilled
during your instrument training that every approach should be conducted as if it will be a
'missed,' Here ore a few thoughts and pointers for sofe~ conducting the missed approach,
Planning
Vour planning for the instrument
approach should definitely include
self-briefing the miss as part of your
approach briefing, If you look carefully at the published procedures, they are
all the same! No, I don 't mean the
turns and directions and navaids used,
Look again, They all start the same:
Climb, That will be covered later with
a suggested procedure, But if you ever
get in a hurry-or forget to prebrief
your miss-you will always be safe by
climbing first.
Setting up the navaid" Personally.
if I am shooting an approach to minimums, I have every navaid tuned for
the approach being conducted and do
not worry about the setup required for
the missed, For instance. [ have two
VORs-an approach certified GPS and
a Garmin 496, For an ILS, T will tune
bOlh VORs to the ILS----DPS to any
approach to the same runway if one
exists, and back it up with the ILS
selection on the 496.
So [ have enhanced my situational
awareness and am totally focused on
the approach, If the ILS glideslope
goes out, my backup is the localizer
minimums, The GPS helps me for
d.irectional crosscheck in case of wind
shear coming down the glideslope,
If you are fortunate to have a modern installation, you have a wind vector
indicator as an addit ional aid, If I take
the missed at ILS minimums, I prebrief
myself for that mi ss, which is the same
for the ILS or the LOC.
Execution
So the inevitable occurs" ,either
the visibility or the ceiling has gone
below the minimums and you do not
see the run way environment at the DH ,
DA or the MDA. and you now must
execute the missed approach,
Power UP: Full power-throttle
and propeller. Put mixture to full rich
or as required for elevation before or
imultaneously with advancing throttle, 0 messing around; get it firewalled so you get to maxi mum possible climb rate,
Pitch UP: Hit the go-around button if you have a flight director to
enhance the maneuver, Pitch to the
optimum att itude on the ADI and
crosscheck for Vy on the airspeed indicator, If you practice this, you know
the attitude you will need, Get to Vy
and crosscheck for maximum positive
rate on the VSI.
Clean UP: When observing positive rate and established on Vy, raise
the gear and then the flaps. Be ready
for the trim change required with raising the flaps-significant in most aircraft-usually nose down accompanied with the increasi ng airspeed as
drag is reduced,
Nota belle: We have not done any
navigating here, a pushing suspend
buttons, no tuning navaids. no turns.
We are executing a straight-ahead
cl imb to maximize distance between
our aircraft and the earth !
Tu ne UP: Safely cl imbing,
trimmed and transitioned. now you can
set up the navaids or push the GPS button that automatically takes you to the
missed approach holding fix, Anybody
gonna go to that holding fix?
Personally, I am not interested in holding, but I am interested in getting to the
approved published missed-approach
altitude and even higher than that if I
can, I am then going to be setting up
my navaids for the trip to my alternate,
I think a lot of GA incidents of
CFlT (controlled flight into terrain)
result from attempting another
approach to the same field, I am going
to my planned alternate; who knows,
they might have a better crew car and
for sure the weather is better there !
I compare a second IFR approach
to minimums to making a second pass at
a target in a combat environment: If you
didn't get hit on the first pass, surely you
will on the second, Time to move on!
Speak UP: Now you are safe at an
approved altitude, have the autopilot
on to reduce the workload and can
switch off tower back to approach, let
them know you missed and give them
your next intenti ons, No hurry
here" . follows the old adage: Aviate,
Navigate. then Communicate.
As a final note, do you know the
proper procedure when executing a
missed approach from a circling
approach? Same as any other: Climb",
and tum toward the center of the airport,
Kent Ewing has 12 years with SPPP. is a
retired naval a viator, former CO of USS
America . and currently director of flight
ops with Eclipse Avia tiion . He owns a
V35 and has 10.000 hours.
Established in 1983, the Beechcraft Pilot Proficiency Program (BPPP) promotes aviation safety and is the mast effective model-specific fl ight training available
Initial and recurrent programs are available for Bonanzas, Barons. Trovel Airs and Dukes There is also a Companion CliniC for righi-sealers. BPPP has been
approved as a recurrent training program by vi rtually every insurance company in the notion See 8PPP Clinic schedule on pg. 10481 .
POWERPLANT l Ol :
What every pilot who flies piston-powered
aircraft needs to know about the fourstroke internal combustion cycle
At the recent ABS Convention in Wichita, preSident-elect Art Brock
asked me if I'd be willing to write a series of columns for the ABS
Magazine exploring the fundamentals of our piston aircraft engines,
how they function and how we should operate and core for them. I told
Art I'd be happy to accept that assignment.This column is the first in the
series.
I plan for these articles to cover the engine's major core components (crankcose, crankshaft, comshoft, cylinder assemblies, valve
train), its major systems (fuel. ignition, induction, exhaust. cooling) and
some important accessories (magnetos, starter, alternator, fuel and oit
pumps).
But first. a lime history ...
The Otto cycle
The vast majority of piston engines are four-stroke internal-combustion, a technology invented nearly 150 years ago.
The original four-stroke engine was patented in 1862 by
Alphonse Beau de Rochas, a Frenchman who was actually
more scientist than engineer: de Rochas never actually built an
operational engine.
The first lVorking prototype was built by ikolaus A. Otto,
a Gennan engineer who was ultimately rewarded for his
efforts with a gold medal at the Pari s Exposition in 1867, and
by having the four-stroke cycle named after him,
The first practical Olio-cycle engines were built by the
better-known German engineer, Gottlieb Daimler. who built a
one-cylinder automobile engine in 1885 and a two-cylinder
engine in the now-clas ic ''V'' configuration in 1889.
The basic power-generating component of an internalcombustion engine is the cylinder assembly, Its major components are a cyhnder, a pIston and a pair of valves (intake and
exhaust). Each up or down movement of the piston within the
cylinder is termed a stroke.
An Otto-cycle engine employs an operating cycle composed of four strokes, with each successive stroke associated
with a different phase of the cycle. The four phases are usually referred to as intake, compression, power and exhaust-or
colloquially, suck, sq ueeze, bang and blow.
Suck, squeeze, bang and blow
SUCK: During the intake stroke, the piston moves away
from the cylinder head with the intake valve open, creating a
panlal vacuum that sucks a combustible mixture (in this case,
air containing atomized gasoline droplets) into the cylinder.
SQUEEZE: During the compression stroke, the piston
moves toward the cylinder head with both valves closed, compressing the air-fuel charge into a much smaller volume,
increasing its pressure and temperature and making it more
capable of combustion. The difference in ratio of the volume
of air-fuel charge between the stan of the compression stroke
(piston all the way down) and the end of the compression
stroke (piston all the way up) is termed the "compression
rat.io."
Most aircraft engines have very conservative compression
ratios (between 7: I and 8.5: I); automotive engines usually
have compression ratios between 8: I and 10: I. racing engines
up to 12: I , and diesel engines 14: I or more,
The greater the compression ratio, the more eflicient the
engine is at converting chemical energy into mechanical energy. (pi ston aircraft engines aren't panicularly efficient.)
BANG: During the power stroke, the air-fuel charge is
ignited by an electrical spark (or in diesel engines, by the heat
SUCK
SQUEEZE
BANG
BLOW
tntake
Compression
Power
Exhaust
The four-stroke Otto cycle.
of compression}. Both valves remain closed, so the rapidly
increasing pressure of the burning air-fuel charge drives the
piston forcefully away from the cylinder head, convening
chemical energy to mechanical energy.
As the piston moves down in the cylinder and the volume
of the air-fuel charge increases, its pressure and temperature
decrease. However, piston aircraft engines typically conven
only about one-third of the fuel's chemical energy to mechanical energy.
BLOW: Ouring the exhaust stroke, the piston moves
toward the cyl inder head with the ex.haust valve open, allowing what remains of the spent air-fuel charge to exit the cylinder and be ex pelled through the exhaust system. Because these
engines are not very efficient, substantial energy remains in
the exhaust gas as it exits the cylinder.
In a normally aspirated engine, this energy is simply wasted; in a turbocharged engine, some of the energy is used to
spin a compressor and raise the pressure of the engine's induction ai r, allowing the engine to produce more power (especially at altitude).
umerous cylinder arrangements have been tried. Most
automotive engi nes use either in-line (straight) or V-type layouts (for compactness), while most aircraft engines use either
horizontally opposed or radial layouts (for improved air cooling). The most common configurations in pi ston GA engi nes
are four or six cylinders. horizontally opposed.
Pressure and volume
Although the four-stroke OltO cycle is conceptually simple, what actually takes place inside the cylinder during each
cycle is remarkably complex, as are the critical timing relationships of piston position. pressure, temperature, valve opening and closing, and ignition. The more you understand about
the combustion event and timing relationships, the belter job
you will do managing your powerplant, optimizing your power
and mi xture settings, and troubleShooting any engine problems. With that in mind, let's explore the OltO cycle a bit more
deeply.
The more cylinders, the smoother
While the Olto cycle defines what's going on within a single-cylinder assembly, most piston engines have more than
one cylinder. That's because a fundamental limitation of the
OltO cycle is that it only produces power 25% of the time.
Consequently, the one-cylinder Olto-cycle engines commonly
used on lawnmowers and small motorcycles tend to leave a lot
to be desired in the smoothness and vibration depanments.
The obvious solution is to have four cylinders arranged so
one is always in its power stroke at any given time; this
approach resuits in a much smoother-running engine with far
less vibration. Even greater smoothness is possible by adding
more cylinders and sequencing them so that one power stroke
begins before the previous one finishes.
Single
OHa-cycle engines com monly have four or more cylinders arranged so that at
leost one is in its power stroke at any given lime.
Intaka s
TOC
10 cu.ln
1;Xhault
Valv.
•
----(>
Volume
e .....
This P-V diagram plots pressure and volume of the Otto cycle.
eDC
85 cuJn
An excellent tool for visualizing what goes on during the
Ono cycle is a "P-V diagram" above that plots combustionchamber pressure and volume. Let's work through the four
strokes of the Ono cycle:
SUCK: Beginning at point I on the diagram. the piston stans
at the top of its travel ("top dead center" or TOC) and moves
to the boltom of its travel ("bonom dead center" or BOC). The
intake valve is fully open. the exhaust valve closes. and the
descending piston creates suction that draws the air-fuel
charge into the cylinder.
SQUEEZE: At point 2, the pi ston reverses direction and moves
from BOC to TOe. The intake valve closes. and the air-fuel
charge is compressed from a volume of 85 cu. in. to IO cll.in.
(a compression ratio of 8.5: I). causing the pressure and tem-
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leach you to: Make smarter decisions about engine overhaul, cylinder replacement and other high-ticket items • Communicate confidently
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perature in the combustion chamber to rise accordingly. As the
piston approaches TOC-typically 20° to 25° of crankshaft
rotation before it gets there-the ignition system fires the
spark plugs and the air-fuel charge starts to bum, causing the
pressure and temperature to increase even faster.
BA G: At point 3, the piston reaches TOC and reverses direction again, moving toward BDe. Meantime, the combustion of
the air-fuel charge accelerates, reaching a maximum pressure
and temperature at about 15° to 20° of crankshaft rotation after
TOe. This is the point of peak internal combustion pressure
(lCP), which is typically 800 psi in a normally aspirated
engine and as much as 1,000 psi in a turbocharged engine. The
crankshaft angle at which this peak pressure occurs is denoted
e pp (pronounced "theta pee pee").
This high pressure pushes the piston down toward BOC
rather forcefull y: 800 psi pressing on a S.2S-inch piston produces more than 17,000 pounds of force. As the piston
descends and the air-fuel charge expands, its pressure and temperature drop considerably as chemical energy is converted to
mechanical energy.
Shortly before the pi ston reaches BOC, the ex haust val ve
starts to open. Since the pressure in the cylinder is still considerably greater than outside ambient, exhaust gas starts now-
Page 10505
if you register at least 45 days before the
class slart date. If you register early and
have to cancel, your fee will be refunded ar
transferred to another class. View further
details and comments from previous seminar graduates at wwwsavvyaviator.cam or
1-702-395-8109
ing out the exhaust valve into the exhaust system in a process
termed "blowdown."
BLOW: At point 4, the piston reaches BOC and reverses
direction once more, moving toward TOe. As the piston rises,
it compresses the remaining fuel-air charge and forces it out
the exhaust valve. Shortly before the piston reaches TOC, the
intake valve starts to open, so that it can be full y open by the
time the piston reaches point I and reverses direction to start
the intake stroke. The brief period during which both intake
and exhaust valves are open is known as the "valve overlap
interval."
NeXI momh, I'll comillue Ihe eX(lmillarioll of Ihe 0110
cycle alld gel imo some Ileed-Io-kllow subjects like EGT. CHT
and ignition timing.
- - -- - - -
E-mail questions to<mike.busch@savvyaviator.com>.
Mike Busch has been a pilot for more than 40 years a nd 7,000
hours, a n aircraft owner and CFI for more than 35 years, and an
A&P/IA. Hundreds of his aviotion-related technical articles have
been published. In 1995, he cofounded AVweb, serving as its
editor-in-chief for more than seven years. Mike conducts weekend
"Savvy Owner Seminars" focusing on better aircraft maintenance
while spending a lot less. W\NW.sawyovia tor.com.
www. bonanza .org
ABS November 2007
ELECTRONIC
FLIGHT BAGS
BY JAMES KAYE
ROSEVILLE CALIFORNIA
have been sitting on the sidelines
waiting to find a good solution to
adding two capabilities 10 my cockpit: a fully functional near real-time
weather source, and a reasonably efficient way to carry, display and fi le TFR
charts for long cross-country flying
trips. Something bener than a large box
full of paper! Until recently, nothing
seemed to fill the bill.
I fly an A36 with a Garmin 530W
and considered adding weather to il. But
with the ever-changing landscape of
weather, this seemed like a short-term and
expensive solution, and it didn't address
the chart problem. (For example. the
requirement and cost to upgrade Garmin
weather boxes GLD49 to GLD69 for
NEXRAD when moving to WAAS on
my box-and who knows what's nextand the coming of ADS-B.)
I have followed the evolution of
electronic flight bags (EFBs) for some
time, but the scarcity of positive user
reviews, combined with the limitations
on product capabilities, made me hold
off-until now.
Two events conspired to move
me to action. Jeppesen announced
its Jeppview/Flightdeck product with
weather overlay, and then my work
laptop computer needed replacemenl.
The ideal system
I wanted a system that provided the
following anributes:
Onboard near real-time weather products, preferably with GPS tracking.
lFR terminal charts in a display size
where an emire chart is easily cockpit-readable.
A display that is readable in the
cockpit on a sunny day.
A general-purpose platform (IaplOp
or tablet) that could be used for my
EFB and as a portable computer for
ABS November 2007
Imernel. e-mail, word and spreadsheet applications.
A portable cockpit installation with a
minimum of wires draped around.
A system solution that didn't cost a
fortune.
The solution
I read an article in Aviation
COl/sumer last May that evaluated several EFB hardware options. Other than that,
I have found very little user feedback on
the Internet about EFB experiences.
The article evaluated three products. It led me to check out the Fujitsu
P 161 0 Tablet computer, incidentally not
their first choice. In spite of shortcoming (sunlight readabi lity and no solidstate disk drive for use at high altitude),
it seemed ideal for screen size (about
that of a standard Jepp chart) and flexibility as both a notebook computer with
built-in keyboard and as a tablet for
cockpit use.
The processor is 1.1 gigahertz, the
screen size is 4 5/8" x 7 5/8" and it has
built-in wifi and Bluetooth. It runs on
Microsoft's Tablet XP, which is the
tablet variant of XP Professional.
I contacted Advanced Data
Research, which sells the Fujitsu computer as part of their EFB offering. They
were most helpful in allay ing my concerns about sunlight readability and altitude use.
I typically fly from Northern
California to Oregon, which requires
flights around 13.000'. Their disk is
spec'd to 10,000'. While they made no
guarantees, they said it wou ld work. I had
them configure a system with a general
purpose Fujitsu P1610. an XM weather
receiver, a small ponable GPS receiver,
and miscellaneous power and cable
options to make everything play together.
With expanded memory to I gigabyte, the IOtal bill came in just south of
$4,000, less than I would have paid for
the weather option alone on my Garmin
530W.
ADR also offers a customized ver-
did not feel the need for the additional
features . I then added a subscription to
XM weather, convened my Jeppesen
paper subscription to the lower cost
Jeppview (no more manual chart fi li ng !),
and my project was underway.
The installation
The Fujitsu PI610 worked great out
of the box. I found it to be an ideal size
for portability, easily useable in a hotel
roOI11, on a commercial airplane, etc.
Mine carne with the standard banery and
ru ns a bit Over two hours. Fujitsu also
offers an extended-life banery that they
claim gives seven hours.
My system uses Bluetooth to communicate with the GPS receiver and the
XM weather receiver. The GPS has a
rechargeable banery and needs no wires.
I've used it for 10 hours at a time without
reChargi ng; the manufacturer claims up
to 16 hours. The XM receiver does
require ship's power and a wire for the
amenna. While the computer will run on
the battery with no wires required, I
chose to use ship's power so as not to
worry about runrting out of charge.
Fig. I shows the system layoul. The
GPS unit and the XM antenna are both
small modules that must reside on the
glareshield. (Fig. 2)
Cigarette
lighter
fig . 1 EfB Winng
sion of thi s computer with auto-dimming
and some extra software at added COSI. I
www.bonanza.org
Fig 2. GPS receiver and XM antenna on glareshield
Page 10506
My A36 has a small utility tray in
front of the center console below the
power controls. This would have been an
ideal place to stow the tablet when not on
my lap. However. the tray is about 1/2"
too narrow. I decided to put the XM
receiver in that tray and built a removable
plastic box that attaches to its face. This
easily stows the tablet (Fig. 3).
Fig 3. XM receiver stowed in center console and
loblet in removable box attached to the console.
Since power to the XM receiver
and optional power to the tablet go right
below the cigarette lighter outlet, there
are no awkward wires floating about the
cabin. Only the XM antenna wire had to
be routed with temporary wire clips
along the bottom of the panel and up the
side to the glareshield.
Activating the system was done
at home prior to use in the airplane.
The Jeppview/Flightdeck install went
smoothly. Activation of the XM weather
and integrating it with Flightdeck proved
to be more of a challenge. After several
iterations over two days and some software configuration changes, with excellent help from both XM and Jeppesen
tech support, activation was complete.
a laptop sleeve with a thigh strap that
holds it in place in rough air. Although
no wires are required to the tablet when
using Bluetooth, I do have a power connection that is barely noticeable.
Flightdeck has both en route and
terminal screens. Both are easi ly read-
The weather overlay on en route
and approach chans is nothing short of
awesome. (Fig 5) Combined with my
Stormscope, it makes thunderstorm
avoidance much easier. I haven 't yet
used the system for winter flying, but I
expect the same utility for planning
able given the screen size and lighting
around winter storms, icing, etc. On a
conditions. Operating Flightdeck did
take some getting used to. Much of its
route planning and changing is not intuitive as with the Garmin 530. This causes more head-down time than I would
like. but is sti ll acceptable.
One criticism rve read concerning
the Fujitsu PI610 is that the small icons
make it hard to operate in tablet mode in
the cockpit in rough air. I found this to
be not much of a problem. The
Flightdeck appl ication has buttons that
are quite large and not hard to find.
Ternlinal charts are easily readable
(Fig. 4) duri ng approaches, though as an
old paper guy, I do print paper charts
from Jeppview of those I plan to use for
a trip. Still, if I do run into the need for
an unplanned diversion, the information
is all there.
The FAA now permits the use of
current electronic charts for Part 91
operations. One neat feature is that the
GPS location overlays on the airpon
diagrams, making taxi at complex airpons a snap.
recent cross-country from California to
Maine and back, the system proved
invaluable in weather avoidance.
Operating the system
Prior to my first !light, I did notice
that in fu ll sun. glare on the screen was
a problem. I tried a couple of different
antiglare films and seuled on one from
PocketPC Techs (www.pocketpctechs.
com). Using this film elintinated the
problem, making the screen easily readable on a sunny day.
The tablet is an ideal size for use on
the lap. Advanced Data Systems provides
Page 10507
Fig 5. En route chart with weather overlay
For those who, like me, also want
paper charts, you can add a ponable
printer to the Fujitsu that allows printing
of flight plans and chans in a hotel room
or FBO if plans change or unplanned
alternates are required. For this, I
bought a Canon ip60 that performs very
well for a portable printer, though I wish
it were a bit smaller. (Fig 6)
Though I had not considered this
initially, a significant added benefit with
this system is as a backup moving map
GPS in the cockpit should the plane lose
electrical power. Flightdeck also displays a compass rose showing bearing
as an emergency substitute for the DG.
Wish list
Fig 4. Terminal chart on my lop on a sunny day
vvww. bonanza .org
Of course, no system is perfect.
Here are some shortcomings, or things
I'd like to see improved.
XM weather has an application
called Wings that is also installed on the
laptop. It provides loopi ng NEXRAD.
ASS November 2007
I'd like to see this feature added to
Flightdeck, Occasionally, when going
between these two applicati ons, the
system freezes,
While fl ying at high altitudes I
have not seen any disk failure, However,
I would like the insurance of a solidstate disk, An aftermarket version can
be found, but at a cost of about S900 for
32 gigabytes, At present, Fujitsu is
offering the option on the P1 610, but
only to large corporate customers, In a
year or so, it will most likely be an inexpensive and attractive upgrade,
Conclusion
With this system, I have finall y
found a very useful , flexible solution to
having electronic weather and charts in
the cockpit, and I have a fully fun ctioning portable computer to boot. The
struggling EFB market is fin ally coming
of age.
James Kaye is a CO of a plastics manufacturing company. He is a private pilot
with instrument rating and about 1.800
hours.A Bonanza owner for more than 25
years. he currently has a 1983 A36.
Fig 6. Fujitsu tablet with portable printer attached
GENERAL AVIATION NEWS
------ --- -
--
._.-
ONLINE AOPA COURSE
ON "AGtNG AtRCRAFr'
BAtlEY EARNS MASTER CFt
Randy L. Bailey, Fort Collins,
Colorado, recently earned his
Master CFI accreditation, Randy
travels extensively as a flight and
ground instructor with the
Beechcraft Pilot Proficiency
Program (BPPP), speCializing in
Bonanza and Boron recurrent
training, He also pravides instrument, GPS and mountain flying
instruction at Fort Collins-Loveland
Municipal Airport (FNL).
There are about 91 ,000 CFls
in the U.S. and fewer than 600
have achieved Master status.
Randy is one of only 27 Colorado
aviation educators to earn this
prestigious Moster title,
ABS November 2007
A new online course called
Aging Aircraff highlights information of particular value to pilots flying higher-time aircraft, It is
intended to help pilots learn more
about how to core for and maintain this special group of airplanes, and was created with significant input and guidance from
ABS technical advisors and staff,
Mare praperly identified as
'1atigue exposure" resulting from
environment and use potterns, the
AOPA Air Sofety Foundation (ASF)
program addresses aircraft "age'
by identifying ways pilots con safeIy inspect, maintain and fly airplanes that may have experienced
abnormal or high-cycle wear.
As the GA fleet ages, learning
how to properly maintain, inspect
and store aging aircraft has
become a significant topic in our
industry, This new course will help
pilots better understand factors
affecting aging aircraft and pro-
vides suggestions for inspections
and maintenance,
' The average GA aircraft is
more than 30 years old: said Bruce
Landsberg, executive director of the
AOPA ASF. ' Our online course contains valuable, potentially life-saving information for anyone who
owns or flies a GA airplane:
This interactive course
defines aircraft aging in practical
terms by explaining Ihe difference
between chronological and Irue
age: faclors Ihal impacl Ihe effeclive rale of aging, such as storage,
use and abuse, and maintenance;
and suggestions for prooclive
- - ----
-
_.'
--
inspection and maintenance praclices, including tips for prospective
buyers or renters of older aircraft,
It also discusses manufacturer-specific concerns through seporate tracks for Beechcraft, Cessna,
Mooney or Piper. Links to type clubs
(including ABS) are also provided
for additional information,
This free Aging Aircraff course
was developed in cooperation with
AOPKs Government Affairs division.
To toke the course, which con be
completed in about 45 to 60 minutes, go to www,osf,org/aging
aircraft, Completion qualifies for 10
ABSAviator points,
@
September 24-28 - Save the Date
Wild hor.;es should nol be able to keep you away from Ihe '08 convenlion!
www, bo nanza,org
Page 10508
GA NEWS CORRECTION
On page 1040 I of the
September ABS Maga:ille, there
was an error in the contact phone
number in the announcement by
Sigma-Tek of its new electric attitude indicator. The correct number
is: 800-876-5272. The person who
mistakenly got the Sigma-Tek calls
said it showed that ABS members
really do read their magazine from
"cover to cover."
Windshield replacement
I recently replaced the faclOry
windshield on my 1975 B55 with a
thicker version from LP Aero. When I
picked up the airplane, I was shocked to
see a 3/4" to as much as I" unsightly
and rough unfinished border where the
extra thickness had been milled to fit the
original space on the sides and top of
the new windshield. As a consequence
of the coarse milling, the edges
appeared dark and almost looked shattered. In any event, the unfinished result
was unacceptable.
I contacted LP Aero and was
advised this was "normal" and only then
was informed of the option for an additional $100 to have a custom-cut made.
This involved sending in the original
windshield and down time of two
weeks. Shipping cost from California
was $400. The shop offered to put a
wider metal trim to cover up the rough
cut, but I felt thi s reduced too much
windshield area for busy Southern
California flying.
LP Aero's owner told me it was the
shop's responsibility to advise me of the
visible cut border as well as the custom
milling option. If in fact the milled border
had been finished and polished, it would
have been acceptable; but the milling was
amateurish and just plain ugly.
I eventually replaced the new wind-
shield with another custom-fit windshield from LP wh ich, interestingly had
been finished along the edges where
there was still a slight overcut. The
shop, Cruiseair in Ramona, stepped in,
negotiated a healthy discount from LP
and gave me a generous discount on the
second install as well.
So if you want a professional finish
on a thicker replacement windshield, be
prepared to spend an extra $500 or so to
get it done right. Two other windshield
manufacturers both explained their
milled edges are finished and polished;
but due to the LP discount on the second
windshield, I was motivated to stick
with their product. If I were to do it
again, I would certainly explore Great
Lakes for their price and finish work
and especially D'Shannon, as they specialize in other Beechcraft modifications and would probably be more precise in the end result.
-Ron Hays. Santo Barbaro. California
Bleeding Cleveland brakes
I saw in the September ABS
Magazille Tech Tips where Raymond
Gill asked about repair and bleeding of
Cleveland brakes. I have Clevelands on
my Bonanza and when I replace the 0rings, I put caps on the lines. I believe
this was mentioned, but it is still almost
impossible to not get some air in the
lines.
I have found that bleeding by
pumping the brake pedal doesn't work
very well in some cases. I use a syringe
filled with brake fluid and a piece of
poly tu bing that fits snugly over the
bleeder valve. Push the fluid through the
tubing with the syringe until the air in
the tubing is replaced with fluid. then
put the tubing over the bleeder valve
and open the valve. Push the fluid back
through the brake system until you don't
have any more bubbles coming up
through the reservoir. If it takes more
than one syringe, just close off the
bleeder valve, refill the syringe and
repeat the process. This works well for
me and I haven't had any problems.
-Gary Holden, Upland, California
Alternator problem solved
After several months of extensive troubleshooting to resolve a persistent problem
regarding my alternator being taken off-line
when initiating the gear-<lown sequence, I
am happy to report a solution.
It seems the problem has been with
the Zeftronics RI 530B alternalOr controller. It was necessary to extend the
overvoltage delay time within the unit
to correct the problem.
I was informed of this "fix" by ABS
member John DeThomas. If anyone else
is suffering with this dilemma, contact
Femi lbitayo at Hazotronics (903-7586661) for resolution.
-John M . Coleman,
Huntington Beach. Colifomia
Help with transponder
I just wanted to let the members
know of the outstanding service I was
given by Ben Mace, Avionics Director
at Midwest Corporate Aviation at Jabara
Field in Wichita during the ABS
convention.
About 40 miles out of Beech Field
(BEC), approach told me my transponder had gone south. Being a stranger to
Wichita and without ground transportation, I was in a quandary as to getting
the Garmin transponder fixed since
BEC had no maintenance available.
Thursday morning I looked in the
Yellow Pages and found the Midwest
ad. I contacted them and was put in
touch with Ben. I explained my situation and half-joki ngly asked if he made
house calls. To my delight, he agreed to
go to BEC and pull the transponder.
When I spoke with him later that afternoon, he had already pulled it. confi rmed that it was malfunctioning,
a1Tanged to ship it off to Gannin for
repair, and arranged a loaner for me
from Garmin.
The following afternoon I was
finaUy able to meet Ben at BEe. The
loaner transponder was installed in the
plane and checked out. Considering the
atrocious weather that I fought getting
home from the convention, without that
loaner I might stiU be in Wichita.
I am thankful to Ben for all his
service. He didn't have to go out of his
way for a stranger, but he did.
-Harvey Kriegsmon, Boy City, Florida
ABS membership is great!
I enjoyed the August article on
page 10362, "Look Under the
Glareshield" by Guy Knolle. I e-mailed
him to tell him so and he responded
with the info that since I don't have a
throwover yoke, and the problem
described is specific to the newer Beech
control rigging, I should write a letter to
the editor so other pilots will be aware
of the potential problem in newer airplanes. Hence, this letter.
I had a similar experience to Guy's
with a 1995 A36. I had a Ryan 9900B
system installed in September 2005 by
the local avionics shop. I test-flew with
the owner/installer. He had a clipboard
in hi s lap and I didn't exercise full travel of the yoke, so as not to inconvenience him as he sat comfortably in the
copilot seat. Everything checked out
with the installation ... or so I thought.
A few days later, I was doing a cunup with a friend in the copilot seat as we
were headed out to do some practice
approaches for IFR currency. When I
extended full travel , the yoke jammed in
the full back position. Turning the yoke
side to side revealed that it could only
be released in one discreet position. We
didn't fly that day!
The avionics installer discovered
that he had transposed a mounting bolt
for the copilot yoke. and the threaded
end of the bolt was getting caught on
something behind the panel. I didn't
actually see what was causing the problem, but I will always remember to exer-
Spooky splat-On final approach for a night landing in my V35A at Albert
J. Ellis Airport (OAJ), Jacksonville, North Carolina, a bat successfully negotiated the prop blades, only to impact the air filter inlet grille. No damage, and yes,
I did replace the bad landing light. As someone told me, "It takes guts to do that."
-Gerald B. Hurst. Jacksonville, North Carolina
cise full travel of the controls no matter
how fat or full the copilot may be and no
matter how uncomfortable the copilot
may feel for that brief moment that I
perfornl that item on the checklist!
-Toby Wells, Pinehurst. North Corolina
If you have information to shore with
fellow members, e-mail your letters to
absmoil. bonanza. org.
MONITORING THE PILOT
his issue comes to you about two months after the 2007
ABS Convention in Wichita-a great event and very
well-attended. The semi nar schedule this year allowed
time for me to attend several of the other educational sessions.
!was very impressed with the quality and content of these programs. Most of the speakers were ABS members, and I am
really proud of how members shared their knowledge and
safety information with each other.
One sem inar I really enjoyed was the two-pan presentation by Mike Busch, who also writes a column in our ABS
Magazine. His seminars on the common-sense approach to
maintenance should not be missed.
In one session, Mike addressed procedures and tests routinely performed to assess the health of an aircraft engine. He
listed reasons for considering a test or procedure and I scribbled them rapidly onto a napkin. The following seven reasons
might not be an exact replication, but will come close:
I. Does the test/procedure enhance safety?
2. What are the failure consequences if I do not attend to it?
3. Does the benefit justify the cost and risk of maintenanceinduced failure (MTF)?
4. Is there a less-invasive alternative (test/procedure)?
5. Is there a lower-cost alternative?
6. Is the testing condition- or time-directed?
7. Am I using the best available technique for conditionmonjtoring?
Human vs. airplane health
As I listened, it occurred to me that I have heard very similar language in the discussion of testing for medical conditions. In fact, these questions are almost identical to the guiding principles when evaluating a new medication or medical
procedure. These questions are peninent in the monitoring of
both the health of one's aircraft engine and the health of the
pilot flying behind that engine.
Many pilots question the requests from the Aerospace
Medical Certification Division (AMCD) for periodic medical
tests to monitor a known condition. Persons with known coronary anery disease are monitored with periodic exercise stress
electrocardiogram tests and serum blood tests for cholesterol
levels. This is analogous to Mr. Busch's recommendation to
follow the low-compression cylinder with periodic compression testing, borescope examination and oil analysis. In both
cases, the engine/pilot may be functioning normally, but the
testing is to determine any trend to the contrary.
Controlled studies in medicine
Two weeks after the convention I attended a medical continuing-education seminar at the University of orth Carolina.
This was a course on cardiology. Heart disease is still the number one killer of Americans, and I looked forward to hearing
from those at the forefront of study and treatment for the diseases of the hean.
The basis for innovation and change in diagnosis and
treatment in medicine is most often via the controlled study.
The most reliable way to determine if a panicular procedure or
medication produces the desired result is the randomized, controlled prospective study. This type of study poses a question
such as: "Does Medicine A treat blood pressure better than
Medicine B?" Then patients identified by particular criteria are
chosen and assigned Medicine A, Medicine B or a "control
medicine" (a placebo).
Certain parameters are chosen for measurement. In this
case it would be blood-pressure measurements. Patients would
be randomly assigned to A, B or the control group and followed
for a statistically reasonable period of time to determine which
medication, if either, produced better results. This would be an
example of a prospective, randomized controlled study.
Controlled studies in aviation
I am not aware of many prospective, randomized. controlled studies in aviation. I suppose an example might be if an
engine manufacturer had Model A fitted with chromed cylinders and Model B fitted with nickel-alloy cylinders and then a
third with steel cylinders as the control group. This could only
happen if one could fly several hundred (or thousand) engines
in identical conditions for identical numbers of hours to see
which cylinders had the least cylinder-wall wear. The pilots
would not be told which type of cylinder they were flying.
Of course, this is fantasy, as no manufacturer could afford
the expense of such a study. In reality, the next-best method of
analysis is to look at different models of the same machine and
try to adjust for variables in flying technique, hours flown , etc.
and attempt to analyze what cylinder performed the best
accounting for all the variables.
Medical monitors
Medicine also studies treatments retrospectively. There
are many ways to analyze data and much time and energy is
spent in the medical profession debating the validity of this
study versus that one.
Despite differences in individual studies, analysis of multiple studies can often reveal valid trends. A recent meta-analysis of many studies about blood pressure led to changed recommendations for blood pressure control. The AMCD fol -
lows the changing landscape of medical diagnosis and treatment and implements changes in cenification criteri a.
In the late 1970s, an airman with Type I (insulin-dependent) diabetes could not be granted a medical cenificate. Now
we have many airmen with Type I diabetes flying. This is not
because the disease changed. It is because medical studies
showed that close control of diabetes through blood-glucose
monitoring and through treatment advances made the control
of the condition much more precise today versus 30 years ago.
There is no amount of monitoring that can guarantee that
any pilot or engine will never have an unexpected incapacitating occurrence. But experience, studies and the advanced ability to monitor the health of man and machine enable both to
continue flying in today's air space.
Engine monitors
Charles S. Davidson, M.D" holds board certification in family
medicine and emergency medicine. He hos been an aviation
medical examiner since 1978 and serves as a senior AME. He
holds a commercial pifot license with multiengine and instru~
ment rating . He is an active pilot using general aviation for busi·
ness and pleasure for 23 years and is also on the ASS board . He
flies a n A36 .
In the same way. today we have digital-analog engine
monitors, fuel-flow meters and oil analysis to help pi lots monitor the health of their engines. Where the diabetic pilot would
have been grounded 30 years ago, the suspect cylinder would
have been pulled and replaced.
This column is intended as general information only for the ABS
membership: it should not be construed as providing medical advice
or creating a doctor-patient relationship. Consult your own doctor for
personal advice or your AME for aeromedical advice.
AlS Magazine 2008 ldi~orial Calendar: Things to write about
You are Invited and encouraged to submit articles about the subiects listed here or other aviallan topics you feel would be of interest and benefit to your fellow ABS members. Send your
article to absmail@bananza.org or moil to ABS Magazine. P.O. Box 12888. Wichita. KS 67277.
MARCH
InHight emergencies What happened.
whal I did, wfiat I wish I hod done differently
Turbo upgrades: Opllons. pertarmance
vs. cost
Deadline.· February 1
APRil
Formation Hying: Rewords worth the risk?
My preflight weather-briefing technique
Deadl',e.· Mcrch 1
How I integrate the autopilot
into my flYing
Cold weather operations
Deadline' December I
Engine overhaul checklist:
Questions I wish I'd asked
my overhauler
Thunderstorm strategies for spring
and summer
Deadline. January I
MAY
Has WAAS really changed Ihe woy I fly?
Practicing takeaffs and landings
How I flylhe paHern
Deadlme:April 1
JUNE
Preparing for Oshkosh: Planning the Hight,
what to fake. what to do once I m there
En route weather updates My strategies for
VFR and IFR
Deadlm, May 1
JULY
I learned about HYing Beechcroft from
Do-It-yourself interiors
Deadl·· J, .. 1
AUGUST
Preporinp for the ABS Convention-Planning
the ftigh . what to toke.
what fa do when I get there
Traffic avoidance technologies Features and
limitations
Deadlme: July 1
SEPTEMBER
Things I would not do again in or to my
Beecncroft
Flat panel solutions
Deadline: August 1
OCTOBER
What operations would I change If the
autopilot foils?
My favorite airtrame modification
Deadlme: September 1
NOVEMBER
~f~ (and legal) icing strategies for "known
Ice and non-Ice OIrplanes
What long-distance flying has taught me
Deadlme October 1
DECEMBER
Winter dive trips: Making underwater adventure compatible With flying
Maintenance gatchas:Things to ask your A&P
{)6J(1/ . N. '-,/J< 1
I~I
BY GEORGE LOEGERING
SUN CITY. ARIZONA
y A35
Sa!
at Glendale. Arizona.
awaiting nose strut maintenance.
After repairs were done, it was obvious
mud dauber wasps had been busy. As a
quick fix, safety wire was used to carefully scoop out a little brown din from the
heated pitot head inlet and some dust was
sucked out; easier than siphoning gas.
A little blow showed airspeed on
the indicator but on the next night it
indicated low. r landed using the indicated speed that I had when I broke
ground, input from the GPS and a feel
I've developed after more than 12,000
hours in my favorite airplanes. I don't
use pitot or fue l vent covers because of
my frequent flights and, statistically
worse, cover on/off problems.
r taxied to the hangar with the
intent of making the repair when my IA
was there to supervise while he did
annual inspections. (I have three
Bonanzas.) A few days later, I discovered mud daubers had covered the entire
front of the pi tot head and were also
building condos on the suppon structure
and side of the pi tot tube.
I carefully removed din from the
opening and thoroughly washed the exterior. r tried to disassemble the pitot from
the wing, but that didn't work, and my IA
really wanted me to clean the whole line.
I removed the kidney plate a! the
firewall to gain access to the airspeed
indicator from the back of the panel.
(Easy access is available on newer models by removing the panel top cover.)
It was clear which tube was the
pitot dynamic pressure because the static line had branches to the encoder and
altimeter. It was easy to remove the rubber tube one-handed at arm's length
because it was basically a tight slip fit
over an aluminum tube attached to the
indicator housi ng. OK, so far, so good.
(My IA gives me a pat on the head.)
Page 10513
Using the air hose with low pressure in the compressor tank, I gave a little squin and blew dust out the opening.
If a little squirt performed as directed
was good, then surely a bigger squirt
wou ld be better. Wrong! I was holding a
14" piece of tubing that I later would
find had been slipped over a 3" section
of aluminum tube used as a connector to
the rubber tube coming from the wing.
I tried for 30 minutes to find the
wing tube end. In desperation I snuggled myself onto the front floor for a
view from below. I quickly realized I
could not feel nor see the tube and
worse, I was stuck' With help, it took
five minutes to get me out.
Again, I went to the kidney plate and
in a few minutes found the wing tube end
and made the inline connection in the
blind with one hand. I attached the tube
to the airspeed indicator and finally, on
my next Ilight, all was normal!
Another tube problem
A few days later, on my next flight
after this repair, I again had zero indicated air speed. I repeated the above
process, even though there did not seem
to be any evidence of mud daubers.
When I removed the tube from the airspeed indicator, the other end was disconnected due to a break in the wing rubber tubing where it entered the inline
metal tube connector (the hidden one that
earlier 1 had so much trouble finding).
After trying for half an hour to relocate the wing tube by feel, I gave up.
Later I brought my wife, a surgical
nurse who has a smaller, more educated
hand, to try to find the tube; she found it
in 30 seconds! But there was no way to
remake the connection because it was
now shorter and totally hidden on the
outboard side of the radios (on the far
left of the panel).
I decided to have a look from the
cabin to see if I cou ld remove some
radios from the trays. I had earlier failed
to notice it when I gO! stuck, but I found
a I" gap in the radio stack under the toggle-switch horizontal suppon. With the
aid of a flashlight , I could see the tube
www.bonanza.org
and wiggle it. It was pliable enough so
we could thread it into the cabin with
the aid of a hook. I cut a new piece of
longer rubber tubing, made the connection with the aluminum tube connector
and did an easy low-pressure clean from
the instrument end.
Long story short, the pitot was still
clear. After making the attachment to
the airspeed indicator, I carefully blew
into the pitot to assure it was worki ng
again-and it was!
More tube fixing
The third fix was really nO! directly
due to a mud dauber; it was the failure
of the old tubing that had fractured from
handling. It happened by chance on the
next takeoff. The aging tube failure was
aggravated by my not being able to see
the connection area or the condition of
the tubing.
On this final repair, I determined
the rubber tube from the wing was in
amazingly good condition, even though
it may be almost 60 years old. It simply
fatigued where it was stretched a little
over the metal tube connector.
I did the work with the supervision
of my IA. Doing some of the grunt work
cenainly made me more knowledgeable
about my aircraft, and it also made me
appreciate my highly trained and experienced IA and mechanic.
George loegering is a retired aeronautical
engineer with three Bonanzas and 12,700
hrs. His career has involved work on fighters,
satellites, the X·1S. launch vechicles. rockets
and the Space Shuttle. He was also
involved in hangar/airport development.
EDITOR'S NOTE: It may be dangerous to
assume that the airspeed indicator is the only
thing connected to the pitot line.
Owners of Beechcroft airplanes equipped
with Brittain (918·836-7701 ) autopilots
should be cautioned that the pitch control unit
uses both pitot and static pressure. Models
inctude the B4, B5. B5P and the stand-alone
altitude hold,AH2.
Owners of Brittain autopilots should
already have a copy of Briftain 5B 82·02, revision A.The bulletin may help prevent someone
from causing damage to the autopilot.
ABS November 2007
Of the 184 members who have earned ABS
Avi ator statu s. 24 of them attended the
Saturday night banquet and were recognized
during the awards presentation at the ABS
Convention in Wichita.
BARRtTT.
Maple Volley. Washington.
earned 105 points for completing fAA
WINGS Level 7. on AOPA seminar. and 11
hours of seminars at the 2007 ABS
Convention.
BILL AIKMAN. Spicewood.Texas. earned 140
paints for attending BPPP, earning level 9
of fAA WINGS. and completing King
School's Practical Risk Management for
Singie-Piiol IfR DVD program and AOPA's
Single-PiiollfR online course.
GERALD PfEffER. Omaha. Nebraska.
earned 105 points by completing fAA
WINGS Level 5. attending eighl hours of
ABS Convention seminors. and laking Ihe
AOPA online Mountain flying course.
ROBERT fINKELSTEIN. Peabody. Massachusetts. attended BPPP ground-only training and two full BPPP courses. for 170
paints.
GERALD WHATLEY. Mimbres. New Mexico.
earned 140 paints by completing the
Advanced Pilot Seminar. the Savvy Aviator
course. and 12 hours of ABS Convention
seminars.
HARVEY KRIEGSMAN. Palm Boy. florida.
completed BPPP and attended six hours of
ABS Convention seminors and on ABS Tent
Topic presentation at Oshkosh. tor a total
105 paints.
LEVel 2 ASS AVtATORS:
(42 MEMBERS HAVE EARNED LEVEl 2 STATUS)
CHUCK fREELAND. Vacaville. California.
compleled f lighlSafety's Boron training
and 10 hours of ASS Convention seminors.
for a lotal 110 points.
STEVE OXMAN. Rivo. Maryland. earned 105
points for attending the Savvy Aviator seminar. completing three AOPA online programs. and attending nine hours of seminars at the 2007 ABS Convention.
MICHAEl DOHERTY. Greenville. Michigan.
earned 105 points for completing BPPP and
seven hours of ABS Convention seminars.
DAVID CUMMINGS. Albuquerque. New
Mexico. completed fl ightSofety and 15
AOPA online courses. for 210 paints.
PHILIP GUTWE IN. Monticello. Indiana.
earned 110 points with flightSofety simulator training and 10 hours of ABS
Convention serninors.
DENNIS TRYON. Wickenburg. Arizona. completed BPPP and seven hours of ABS
Convention seminors. for a total 105
paints.
PETE KROEGER. fort Washington.
Pennsylvania. completed BPPP and three
AOPA online courses. for 100 paints.
DON LAWRENZ. Cyprus.Texas. received 130
points by earning his Airlrame and
Pawerplont mechanic certificate and completing four AOPA online courses.
For information on how to partiCipate. go to the ABS homepage www.bonanla.org and click on The ABS Aviator Program.
(listed in the lower right corner in the Of Note section.)
ABS November 2007
www.bonanza.org
Page 10514
NOTE : This article applies ONLY fa Ihe E-series engines.
"HOW MUCH OIL IN
AN E-SERIES ENGINE?"
am asked this question fairly often and most of the time it
is someone calling or e-mailing me directly. But our ABS
manager of technical services recently forwarded a question he received
from a member. [ have covered this item
several times in ABS Magazine articles
and in E-Series Bonanzas (page 26927 1) authored by yours truly. ~_
Incidentally, my book is available
from the ABS Store and all proceeds
from its sale go to the ABS Air
Safety Foundation.
l
The quiz
The usual conversations go like this: "I changed my oil
and filled the tank with 10 quarts of oil. After I flew around the
pattern twice, I checked the oil and it had drained out so fast
it was barely showing on the dipstick. How can I fix the check
valve so it won't do that?"
[ ask if they drained the accessory case (sump) and
changed the oil filter, if they have one. '"Why yes. of course,"
they say.
"Well, do you think you pumped the filter full again, and
if you drain the sump you would again get the two to th ree
qual1s out of it that you did when you did the oil change?"
"Duuhh, I guess so," they say.
"OK, then that is where the oil went, causing there to be
only seven +/- quam showing on the dipstick when you ran
around to check the oil."
"Should I add oil?"
The conversation gets around to whether they should add
three or four quarts to bring the oil level up to LO quarts on the
dipstick. "No," I say. "If the oil level is above eight quarts, you
may get high oil temperatures."
All this information is provided in detail in Chapter [4,
page 267 of my book. I have had people call back after I gave
them the foregoing information to tell me they now see what
is going on in this weird machine called the E-series engine.
But I have yet to have someone say, "It still drains down before
I can run around to the dipstick and check it."
Oil tank drain-down
Oil tank "drain-down,"when the engi ne sits overnight or
longer, is a different story. Although the oil check valve
installed at the discharge end of the oil screen or filter might
leak, it is not very likely that is the cause of the drain-down.
This check valve is to prevent the oil in the tank from running
out through the engine bearing system, which it would do in a
fairly short lime since lhere are several large beari ngs involved
and the tank is high enough to provide a small amount of head
pressure to cause the flow.
The oil pressure pump is between the oil tank and the
check valve. The pump has two gear shafts that have a bronze
bushing bearing supporting each end of each shaft. Four bearings in all. Each of those bearings has some clearance between
the bushing and the gear shaft. So at those points lhere is
always a pathway for the oi l to seep out of the pump and into
the accessory case. The larger the clearance, the bigger the
leak unti l the oil cools off and thickens. At that point, the leakage (internal, within the engine) either stops or slows to a
weep. And that is normally the cause of "oil tank drain-down."
Holy cow! It quit!
While I was typing lhis article, I received a telephone call
from an ABS member about a total engine failure/stoppage
while in flight over Iowa at 4,000' above ground level (AGL).
Because states in the Midwest have a road about every half
mi le in both north/south and east/west directions, he was able
to land the airplane without any damage.
After the airplane was towed to a nearby airport, the
starter was removed since when the engine quit developing
power the pilot noticed there was no oil pressure, no fuel pressure and no rpm indication even though the engine was still
windmilling. All those conditions together say that something
in the gear train of the engine disconnected and a view of the
top of the gear train can be seen through the starter-mounting
hole in the accessory case.
This engine was a recent overhaul with about 200 hours
since that work was accomplished. After the starter was
removed and a look inside the top end of the accessory case
was done, the reason for the engine stoppage was very evident.
The crankshaft gear was disconnected from the crankshaft due
to all of the attaching bolts (six of them) having broken.
The owner/pilot told me the bolts looked like they had
broken due to hydrogen embrittlement or possibly improper
heat treatment. There are six bolts that may be either 1/4" inch
in diameter or 5/16". Continental made crankshafts and gears
for both bolt sizes. About midway through the production, all
of the shafts and gears had 5/16 bolts. However, either of these
matching sets of shaft and gear may be installed in any E
engine. The owner was not sure which bolts were in the gear.
A poor design
Unfortunately, the design that Continental used for most
of their engines to engage the starter or drive the
generator/alternator is on the inside of the engine. Most failures of either the starter drive train or the generator/alternator
drive will/may involve major engine damage. The starters used
on the E engine are very powerful, especially the E80 starter.
There is a very short lever arm used to rotate the engine with
this very powerful starter, the crankshaft gear being about 3"
in diameter. From a dead stop, that inch-and-a-half lever arm
must tum this large mass of the crankshaft, propeller and other
engine rotating parts.
A sledgehammer blow
When the starter button is pushed, the armature of the
starter motor accelerates to high speed as it screws the starter
jaw (a starter part) into engagement with the starter jaw gear
(an engine part). When the engagement is complete, that is,
when the three lugs of both pieces mate up, the starter applies
a sledgehammer type wallop to these quile small, very crucial
gears. The same very high loading is also placed on the planetary gear set in the starter.
The clutch mechanism in the starter is set for 200 footpounds of torque. So the strain on all these parts is very high,
including the crankshaft gear-attaching bolts. A much kinder
and gentler method is: When ready 10 crank lhe engine, just
"tick" the starter button so the starter just begins to turn. This
will drive the starter jaw down the shaft into engagement with
the starter jaw gear, and if everything is working as it should
in the starter drive and the "tick" is done correctly, it will just
"bump" the engine. You will see the propeller just barely move
as the starter motor coasts to a stop just as the engagement
takes place. If we push the starter button again, the drive is
already coupled, so the engine begins a smooth rotation with
no severe stress on those gears.
Foiled gears that were damaged due to overstress during the starting procedure.
The picture shown here and on page 174 of my book
shows a set of gears that probably failed due to overstress during the start ing procedure. Practice this routine of the starter
button tick trick. I think you'll greatly reduce the possibility of
having broken gears in both the engine and lhe starter. There is
nOl always a suilable airport or road available as there was for
the lucky pilot in this article.
ASS Ufe Member lewis C. Gage has AlP multiengine land with
Boeing 707/720/747 /Airbus-310 ratings. Commercial singleengine land: flight instructor MEl/SEl airplanes and instruments;
ground instructor advanced and instrument; flight navigator;
fl ight engineer: mechonio-oirplone and engine; and FAA parts
manufacturing authorization . Flight time: lS.OCX)...plus hours. lew
may be contacted at 2255 Sunrise Dr., Reno, NV 89509.
Phone/Fox: 775-826-7184. E-mail: sunrisereno@gmait.com
LOSS-REPORTING
t is our hope that ABS members will never need to report
a claim or to know the loss-reporting provisions of their
policy, but it is prudent to review the necessary steps
required just in case the dreaded event happens.
There is a great deal of anxiety and confusion that
accompanies any loss. This is compounded by the severity of
a claim that involves bodily injury or substantial property
damage. A few moments of reflection now on the following
procedures could save a good deal of anguish later:
I. PROV IDE ASSISTANCE TO THE INJURED
Assist injured parties to prevent any further bodily
injury or property damage. If there is any doubt about the
extent of the injuries, take steps to have the injured party
evaluated by medical personnel. It is important to err on the
side of caution when injury is involved. At this point it is
important to avoid any admissions of negligence.
2. SECURE THE AIRCRAFf
To prevent any further damage to the aircraft, take steps
to secure the salvage. If the damaged aircraft is a potential
hazard to public safety or other operations, you are authorized to have the salvage removed to a secure area. Protect the
salvage from further damage such as theft or vandalism. If
the aircraft is off airport, this may require the removal of
radios or other valuable items. It is important not to cause
further damage to the aircraft. This may occur unless professional salvage personnel are used to retrieve the aircraft.
3. REPORT THE LOSS
Call your Falcon representative as soon as possible. II is
important to gather information such as time, place, details
of the accident and names and addresses of injured parties,
wi messes, or other parties such as the FBO where the aircraft was stored for safe keeping.
All accidents inVOlvi ng serious property damage or any
bodily injury should be reported to the FAA or NTSB as
soon as possible. Thi s may be done by an air traffic controller, but the responsibility lies with the pilot or owner of
the aircraft to make sure this is done properly.
The initial report to the insurance company is normally
prepared and submitted to the carrier's claims department by
the agent. Any accidents not involving death or serious bodily injury will be handled during normal office hours. If a
serious accident occurs at a time that the agent cannot be
reached, it is recommended that the carrier be contacted
directly. There is a telephone number for the carrier in each
policy.
Should an insured be involved in a third-party accident,
in which another party damages your aircraft, the claim
should still be reported to your agent. In many claims situations, repair work can be complicated and difficulties may
arise when dealing with another carrier. The aircraft owner
may want their carrier to intercede on their behalf should this
occur.
4. ASSIST THE CARRfER
The insurance company will assign an adjuster to work
with you to process the claim. The adjuster's responsibility
is to fulfill the insurance carrier's obl igation to process and
pay the claim promptly. It is important to provide the
adjuster with adequate information to pay the claim on a
timely basis.
The insured has a responsibility to assist in the claims
process and should stay involved llntil the claim is paid. It is
important not to authorize repairs or engine teardowns without approval of the adjuster.
5. FINAL STEP
When the damage has been repaired to the insured's satisfaction, the carrier will ask that the insured sign a proof of
loss. This is a statement of the insurance carrier's responsibility and the amount of the claim to be paid. Normally, the
proof of loss will be signed prior to the claim check being
issued. After the carrier receives the proof of loss, the check
is then issued.
It is important to keep yo ur own records of the claim .
On occasion, it is necessary to reopen a claim if hidden damage is found. If serious bodily injury is involved, an attorney
wi ll be appointed by the insurance carrier to represent and
protect the interest ofthe insured. At any step throughout the
claim process, if you are not sure of yo ur position , contact
Falcon for assistance.
We hope all your flying will be safe and accident-free
and you will never need to use any of the above information.
@
Thanks to all members who have their insurance coverage
through the ASS program. administered by Falcon Insurance
Agency. There is no extra charge to the individual member. and
Falcon's active sponsorship of ASS programs helps us expand services to all members. The more members who use Falcon, the more
clout the agency has in the aviation insurance industry on aur
behalf.
If you're not port of the ABS Insurance Pragram, we urge you to
obtain a quote from Falcon prior to your next renewal or when you pur·
chose thot new aircraft. Call Falcon ot 800·259·4ABS (4227).
REGIONAL NEWS
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pOPT A l\'(JELF..S
PBS members enjoying their ferry boot ride on the way to Victoria, British Columbio.
Pacific Bonanza Society
Pilots and passengers of 21 airplanes representing PBS gathered at the
dock of Pon Angeles to embark on the
Victoria Express to Victoria, British
Columbia. It was a high adventure. both
during and after the sea voyage, highlighted by two nights in the beautiful
Chateau Victoria Hotel , a double-deck
bus trip to world-famous Buchar
Gardens, High Tea at the Empress Hotel,
the trip back on the Victoria Express and
our flight back home.
It was a magnificent island adventure. -Doug Haughton, POlllsbo,
Washillgtoll
PBS AT CO VENTIO
inety-six
PBS members came to celebrate the
three important Beech birthdays-and
what a celebration it was! Every day
Kolhi and Sieve Blythe and Russ Hackler ~won: ~ the
PBS booth at convention.
ABS November 2007
PBS AT COFFEE CREEK RANCH - This large group flew into Trinity Center
Airport on John Swell Field (086), California, for a fun September weekend of
horseback riding, fishing, shooting, great food, beautiful scenery and best of all, a
hayrack ride. - Kim Spero, Ramolla, California
was filled with educational seminars for
pi lots and companions, and evenings
spent celebrating with food, drink and
live music.
The convention hall overflowed
wilh aircraft vendors, educating and
tantalizing all ai rcraft owners and pi lots
with the newest and greatest must-have
items. A huge treat was Hawker
Beechcraft's exceptional day-tour of the
factories and buffet dinner in the hangar
with live music for dancing!
You can't put dollar signs on the
education and knowledge we all took
away from this phenomenal event. Our
thanks to everyone who took pan.
-Kathi Blyrhe, Lake Forest, California
www.bonanza .org
Brazilian Bonanza Society
About 15 planes brought members
to our fly-in to Pocos de Caldas, Minas
Gerais State. We were interviewed by
the local TV news and shown on the
nightly regional news program.
We had a presentation by a
Brazilian expen about future avionics
technOlogies, such as highways in the
sky and terrain awareness.
On November lOwe will fly to a
residential airpark called Vale Eldorado
for more fun together.
I would also like to thank all the
ABS members who made me feel welcome during the convention in Wichita.
- Lui: GuSWI'O Figueiredo, Sail
Joaquim Da Barra, SP. Brazil
Page 105 18
There was plenty oraction at the auction' in the Exhibit Hall of the ABS
and-falher professional auclianeers Megan and Lanny McCurdy. McCurdy
Convention & Trade Show in Seplember. Dozens of members campeled
Auclians. kepllhe jainl jumping in Ihis lively ABS/ASF fund-raiser.
10 make high bids on mare Ihan two dozen ilems in a live auclion 10 benefillhe ABS Air Safety Faundalion
The finollabulalion was mare Ihan 515.000. wilh Ihe proceeds 10 be
used for research and developmenl prajecls for Ihe Bonanza and Baran
Hands shol in Ihe air. waving franlically. occasionally accompanied by
a whistle ar shaul 10 calch Ihe affenlian of Ihe "bid-wolchers: Doughler-
fleel. Our sincere thanks to the following companies for their generous
donations, and to the winning bidders for their generous bids!
AUCTION LIST (WINNING BIDDER NAMES AT END OF EACH LISTING)
Advancad Pilot Slmlnars
www.odvoncedpilal.cam - 225-925-2066
Beagles lireran Service
www.beeglesaircraft.com - 970-353-9200
• APS online engine management course
Harold BasI, Fayetteville. Georgia
• S1.5OO certificate for control surface or body repair
Redllne Aviation
www.redlineaviolion.cam - 619-449-1970
• Towbor and Stilly
work
Mary & JeN Quin, Camarillo, California
Larry Olson, Madeira Beach, Florida
AerOI Svstems
www.oerax.cam - 800-237-6902
• 20 2-person 0' system
Bill Morris, Wichita, Kansos
Air Chart hstams
www.airchort.com-800-338-7221
• Cockpit library of chart of loses for IFR & VFR fI~ng
George Sugden, Mankato, Minnesota
1.lalion Research Systems
www.aviolion-reseorch.com - 503-668-4542
• GPS mount
Wolfgang Fehlharber. Port Orange. Florida
• Towbor
Curt Richmond, Frisco, Texas
• Set of locking fuel caps
Mary & Jeff Quin, Camarillo, California
• Decorative Beech bag
Andy Reardon,loke Forest, Illinois
Alrera" SVSlems
www.acs-rld.cam - 815-399-0225
• Sl ,500 certificate for goods and/or services
Jim Gormon, Mansfield, Ohio
Allanllc Aaro
• Set of tuned headers
Mark Lorenz, Springfield, Iowa
B_A.S. Inc.
www.basinc-oeramod.com - 888-255-6566
• Inertio reel shoulder harness kit
Roger Holmes, Woinswrighl. Alberto, Canada
D'Shannon Ivlallon
www.beryldshannan.cam - 800-328-4629
• Aircraft windshield
Larry Otson, Madeira Beach, Florida
Bruce'S Custo,. CovalS
www.aircraftcavers.com - 800-777-6405
• Bonanza or Baron canopy cover
Harry Harp, Rydal. Pennsylvania
Crulsealr Ivlallon
www.cruiseairoviolion.com - 760-789-8020
• Rebuilt gear motor
Ed Fernandes, Ramona, California
10RO Corporallon
www.lard.cam - 877-275-5673
• Shimmy damper
Dick Swenson, Milwaukee, Wisconsin
Saratoga Ina, Saratoga, Wyoming
www.saralagainn.com - 800-594-0178
• 2-nights lodging, dinner for 2
Denny Lewis, Hot Springs, South Ookota
Scheme Daslgners
www.schemedesigners.cam - 201-569-7785
• Cuslom paint design
Richard Burr. Houston, Texas
SlmCoRl
www.simulolor.com - 800-272-0211
• 2-day inslrument refresher (Orlando ar Phoenix)
Chet Gauntt, Kennewick. Washington
TanIs Alrcra" Products
www.TanisAi rcraft.com - 800-443-2136
• S500 certificate
Denny Lewis, Hal Springs, South Dakota
• Set of engine mounts
Poul Damiano, Manchester, Connecticut
Wastern SlywavS
www.weslernskyways.com - 800-575-9929
O'Halioran Avlallon
beechparts@sbcglabal.nel (e-mail only)
• 20' x 6' vinyl ABS logo bonner
Dan Urquhart. Fallon. Nevada
Whelen
www.whelen.com - 660-526-9504
• 12' x 16' ~nyl ASS logo bonner
Ed lippisch. Stuart. Flonda
Plane & Pilot Magazine
www.planeandpilolmag.cam - 310-820-1500
• lightSpeed Thirty 3G headset
Richard Burr, Houston, Texas
· 51 ,000 certificate for parts ar services
Fred Oberlender, Dallas, Texas
• Anti-collision 28-volt LED beacon
Chep Gauntt. Kennewick.. Washington
Windward Ivlallon
www.windwardavialion.nel- 800-546-8668
• $2.100 loward an annual inspection
Bob Evans, Detroit. Michigan
ASS President Jon luy presented David Morgan, Punta Gordo. Flando. with a
cerhficote for the '07 Convention Grand Prize provided by Hamer Beechcraft:
Registration lor member and guest and Sl,ooO spending money for the 2008
ABS Convention in lexington, Kentucky.
Outgoing ABS President
Jon luy was presented a
model of hIs aircraft to
honor his work for ABS.
Jon luy presents Bob Olson with an "Above &
Beyond- award for his efforts in making the ASS
SeMce Clinics a success.
Outgoing ABS Director
CraIg Bailey was recognized for his many years of
servIce to ABS.
Incoming ABS President Art Brock presents Jim
Averett, Fredericksburg, Texas, with the ABS
Airmanshlp Award for excellent handling of 0
dangerous flying situotion.
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www.bononza.org
Page 10520
10 • Australtan Bonanza Society 20th
Anniversary fly·lnlConference. Renmark. SA.
Contact: Keith Duce keith@duce.com.ou.
10· North East Bonanza Group. Lumberton. NJ
(NI4). 2008 Planning Meeting. Contact: Joe
Weinberg jweinberg@v.Jeinbergmccormick.com.
or 609-790-3130.
10 • Brazilian Bonanza Society fly·in. Vole
Eldorado (residential airpark in Eldorado Volley).
29·Dec·2 • ABS Service Cltnlc. CruiseAir (RNM).
Romano. CA.
CECEMBER
6·9 • Southeastern Bonanza Society fly·ln.
Stella Moris. Bahamas. Cope Sonia Mario.
Contact: Sieve & Elinor Kline 941-575-2001 . stelik@comcost.netorelij0924@comcastnet
14·16 • Southwest Bonanza Society Annual
Christmas Party. Gaylord Texan Resort.
Grapevine. TX .. Cantacl: Nino & Boyd Proctor
903-856-0012 or nproclor@caunllynetnet
15 • Northwest Bonanza Society Annual
Christmas Party I< Beech Parade. Celebrating
the first flighl of Ihe Bonanza (Dec 21 . 1945) a
parade of Beechcroft airplanes. Contact:
dale@northwestbononzo.arg.
.JANUARY
18·20 · BPPP Cltnic. Phoenix-DeerValley.AZ
(DVT)
70 ABS AVIATOR poinls
*
FEBRUARY
6·7 • BPPP Cltnlc. Lakeland. fL (LAL)
(Recurrent BPPP pilots only)
70 ABS AVIATOR poinls
*
7·10 • ABS Service Clinic. Spring (Houston).
Texas. Beaver Air Service (DWH) .
8·10 • BPPP Clinic. Lakeland. fL (LAL).
70 ABS AVIATOR points
*
21·24 · ABS Service Clinic. Lantana. fL.
Windward Aviation (LNA).
22·24 • Southwest Bonanza Society fly·in.
Tour d' Louisiana. Details 10 come.
MARCH
7·9· 8PPP Clinic. Greensboro. NC (GSO).
70 ABS AVIATOR poin's
*
22·Aprlt 3 • PacifiC Bonanza Society
Caribbean Air Safari. ft Lauderdale to the
Providencioles. St. Martin. Dominica. St. Lucio. 51.
Thomas and Siello Moris. Bahamas. Contact: Tom
& Barb Gloze tgloze@glazecopilol.com or 650948-6591.
28·30 • BPPP Cltnlc. Son Antonio.1X (SAl).
70 ABS AVIATOR pain's
*
APRIL
18·20 • Pacific Bonanza Society Gatt fly·in.
Monterey. CA. Spa and shopping available tar
non-goiters. Contact: Steve & Teri Walker
swalker@sonasearch.com 425·B83-1984.
18·20 • Rocky Mountain Bonanza SOCiety.
fredericksburg. TX. Blue Bonnel season. LBJ
Ranch Tour. etc. Conloct Guy & Sue Knolle at
gknolle@sbcglobol.netor 512-261-5891 .
24-28 • Southwest Bonanza Society fly·in.
Son Miguel de Allende. Mexico. Details to come.
25·27 • BPPP Clinic. Concord. CA (CCR) .
70 ABS AVtATOR points
*
MAY
Porode planned. Conlact: Bernhard.Randeroth
@beech·bonanzo.org
19· 21 • Pacific Bonanza Society fly·in . Wallo
Wallo. WA. Tour the histaric & unique cily and
learn about their new induslry ... wine making.
Contact: Ron & Janet May romoy@earthlink.net
ar janetmoy@eorthlink.net or 360-695-5940.
20·22 - Rocky Mountoln Bonanza Society fly·
in. Hot Springs. SO. Tour "Mammoth Sile" on
active paleontological excavation. golf. etc.
Conlocl Oenny & Myrna Lewis at mdlewis
@gwtc.nelor605·745-6553.
AUGUST
21·24 · Pacific 8onanzo Society Golf I< Dune
Buggy fly·ln. North Bend. OR. Conloct: Sieve &
Teri Walker swalker@sonasearch.com 425-8831984.
SEPTEMBER
6·21 • Pacific Bonanza Society South Africa
Air Safari. Botswana and Namibia. Conlact: Bob
& Rita Hecocks boron 1015w@sbcglobol.nel or
530-273-6423.
24·28 • ABS Annual Convention & Trade
Show. Lexington. KY.
FOR fURTHER DETAILS and more events,
visit the NEWS AND EVENTS link on the
ABS website <www.bonanzo.org>.
16·18 • BPPP Clinic. Columbus. OH (CMH).
70 ABS AVtATOR points
*
31·June 7 • PacifiC Bonanza Society Mexico
Sampler. Hacienda de los Santos in Alamos. MX ~iiiff.~~
then Punta Pescadero. lost stop the Boy of Loreto. ~
Contact: Bob & Rila Hecocks baron 1015w@sbcglobol.net or 530-273-6423.
Join ASS' liletime·learning
program and earn your designation as
.JUNE
an ASS Avialor. Evenls thai earn poinls
loword ASS Aviator slalus are shown
5·8 European Bonanza Society fly·ln .
Wilhelmshoven EDWI, Germany. Visit historic
wilh an asterisk C
* ).
Berlin-Tempelhof oirtield before closing in 2008.
ABS SERVICE CLINIC & BPPP SCHEDULES ARE ON PAGE 10481 . Regisler for Service Clinics online at www. bononza.org
or ABS headquarters: 316-945-1700. Conloct the BPPP registration office to make arrangements: 970-377-1877 or fox 970-377-1512.
AUSTRALIAN BONANZA SOCIETY www.obs.org.ou
BRAZILIAN BONANZA SOCIETY www.bonanzaclube.com
EUROPEAN BONANZA SOCIETY WVNI.beech-bonanza.org
MIDWEST BONANZA SOCIETY www.midweslbononzo.org
NORTH EAST BONANZA GROUP www.northeostbonanzagroup.com
Page 10521
NORTHWEST BONANZA SOCIETY northweslbononza.org
ROCKY MOUNTAIN BONANZA SOCIETY www.rmbs.ws
PACifiC BONANZA SOCIETY www.pocificbononzo.org
SOUTHEASTERN BONANZA SOCIETY www.sebs.org
SOUTHWEST BONANZA SOCIETY. INC. www.soulhweslbonanza.com
www. b o nanza. org
ABS Novembe r 2007
Take a quantum leap forward in engine management...
Tso'd tlv\'d STc'd foy PRIMARY!
The AuRACLE™, by Xerion.
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Imagine. The capability to fly your aircraft without the continuous task of glancing
over a cluster of outdated engine instrumentation wondering if your attention is
better directed elsewhere.
Engine instrument dial page
The AuRACLE's ability to display your engine data on its vibrant 5 .0 " sunlight
readable display is unrivaled in its human factors, functional redundancy, and
military-grade reliability. The AuRACLE constantly monitors your critical engine
parameters, alerting you to unexpected changes using its advanced exceedance
monitoring system. Intelligent warning messages are displayed prominently,
allowing you to immediately recognize and interpret a critical situation.
Innovation. The AuRACLE network architecture allows the installation of the
remote-mounted Engine Interface Unit (EIU) on the engine-side of the firewall,
reducing firewall penetrations to one.
Engine analyzer "normalized"
_1'orIoIIir<O
To find out more visit www.xerionavionix.com
_-._-...cu:_ ....... _"' __
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