contents december 2010 - American Bonanza Society

Transcription

‘
Flying life is a personal commitment
to excellence. That’s why pilots require
the highest level of professional
service when choosing protection for
their aircraft. The American Bonanza
Society together with Falcon Insurance
provide one of the most comprehensive
insurance programs available for aircraft
owners today. ABS and Falcon Insurance
– a team truly committed to excellence.
Please help support the efforts of
ABS by calling Falcon Insurance for
a quote today.
’
Keith Kohout
ABS Vice President
Falcon is fluent in aviation –
our agents understand
your insurance needs
and tailor your coverage
to meet those needs.
Call Today 1-800-259-4ABS
P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com
Phone: 1-800-259-4227
Falcon Insurance Agency is the Insurance
Program Manager for the ABS Insurance Program
CONTENTS
DECEMBER 2010
ABS
28 Service Difficulty Report: AC 43-16A
43 Weighing a Bonanza
2
5
PRESIDENT'S COMMENTS:
A Gathering of Eagles
by Lorne Sheren, MD, JD
OPERATIONS
by J. Whitney Hickman
and Thomas P. Turner
10 ABS 2010 Convention & Trade Show
VOLUME 10, NUMBER 12
by Dave Fleckenstein
48 INSURANCE: Coverage and
Premium Comparisons
by John Allen, Falcon Insurance
How to reweigh your
Bonanza. PAGE 43
FLYING
DEPARTMENTS
4 Service Clinic
Schedule
4 BPPP Schedule
5 ABS Membership
29 ABS Board of Directors Nominations
20 Cross-country with a Plexiglas Panel
OWNERSHIP/MAINTENANCE
34 Deciding to be Safe
8
by Tom Snider
12 Fuel for the Future - PART II
by George Braly
22 CURRENTS: Continental E-Series
Engine Mounts - PART II by Lew Gage
6 ABS Contacts
24 Tech Tips
30 Neil’s Notes
by Earl F. Weener, Ph.D.
ON THE COVER: N707WG
Beechraft of the Month
Gary Baker’s 1968 Bonanza 36
Application
40 GA News
36 A Leg Too Far
51 Forum
by Bill Compton
41 BPPP: The Red Knob (or lever)
by Hank Canterbury
58 Classified Ads
62 New Life Members
62 Surly Bonds
46 SAFETY PILOT: Zero Tolerance for Frost
by Thomas P. Turner
63 Display Ad Directory
63 ABS Board
64 Event Calendar
Published by American Bonanza Society/Organized January 1967
ABS MAGAZINE (ISSN 1538-9960) is published monthly by the American Bonanza Society,
1922 Midfield Road, Wichita, KS 67209. The price of a yearly subscription is included in the
annual dues of Society members. Periodicals postage paid at Wichita, Kansas, and at
additional mailing offices.
No part of this publication may be reprinted or duplicated without the written permission
of the Executive Director.
The Society and Publisher cannot accept responsibility for the correctness or accuracy of the matters printed
herein or for any opinions expressed. Opinions of the Editor or contributors do not necessarily represent the
position of the Society. Articles or other materials by and about organizations other than ABS are printed in the
ABS Magazine as a courtesy and member service. Except as expressly stated, their appearance in this magazine
does not constitute an endorsement by ABS of the products, services or events of such organization. Publisher
reserves the right to reject any material submitted for publication.
ANNUAL MEMBERSHIP DUES: DOMESTIC (US/Canada/Mexico)—$62 (US); INTERNATIONAL—$100 (US);
INTERNATIONAL (online magazine only)—$62 (US); ADDITIONAL FAMILY MEMBERS—$25 each per year;
NEW! 2-YEAR DOMESTIC/INTERNATIONAL (online magazine only)—$120;
LIFE MEMBERSHIP—$1,000. See www.bonanza.org or call ABS Headquarters for details.
POSTMASTER: Send address changes to ABS Magazine, P.O. Box 12888, Wichita, KS 67277-2888. © Copyright 2010.
SEND ARTICLES/LETTERS TO: ABS Magazine Publication
Office, P.O. Box 12888, Wichita, KS 67277, Tel: 316-945-1700,
Fax: 316-945-1710, E-mail: absmail@bonanza.org, Website:
http://www.bonanza.org
TECHNICAL EDITOR:
Thomas P. Turner, ABS-ASF Executive Director
MANAGING EDITOR: Betty Rowley
TECHNICAL REVIEW COMMITTEE: Tom Rosen, Stuart Spindel
and the ABS Technical Advisors
ART DIRECTOR: Jim Simpson
EDITORIAL CONSULTANT: Patric Rowley
PRINTER: Village Press, Traverse City, Michigan
COPY & PHOTOS submitted for publication become the property of the Society and
shall not be returned. Articles submitted with pictures receive publication preference.
www.bonanza.org ABS DECEMBER 2010 - 1
PRESIDENT’S COMMENTS
By Lorne Sheren, MD, JD, New Vernon, New Jersey
Lorne Sheren, MD, JD, practices as an anesthesiologist in
Fairmont, West Virgina. A senior AME for the past 30 years,
he formerly chaired the ABS Human Factors Committee. He
is an ATP-rated pilot, with most of his 3,400+ hours in
Bonanzas. Lorne flies a 1984 B36TC, his fourth Bonanza.
A Gathering of Eagles
“We must all hang together or most assuredly
we will all hang separately.” —BENJAMIN FRANKLIN
ore than 200 years ago Ben
Franklin recognized the power
of collaborative action in his call to
action against British rule over the
colonies. Today the same principle
holds. The more voices that are
raised together, the stronger our collective voice can be.
With that in mind, I was able to
bring together many of those in
Beech-related leadership positions
for a first-ever summit conference
during the annual “Beech Party” at
the Beech Heritage Museum in
Tullahoma, Tennessee, in October.
Present were six members of the
ABS Board of Directors (Keith
Kohout, Bob Goff, Ward Combs,
Ron Hyde, Cam Brown and me),
Kent Ewing and John Andrick of
BPPP, four Board members of the
Beech Heritage Museum (John
Parrish, Wade McNabb, Harold
Bost and Ron Vickery), the
founders of Beechtalk (Jeff Carneal
and Jeff Snyder), a representative
from Hawker Beechcraft (Tim
Glaser), our own Tom Turner representing ABS/ASF, and Whit
Hickman, the new Executive
Director of ABS.
This group, together representing centuries of operational and
organizational experience (how
scary is that?), were charged with
putting our heads together with the
goal of determining how to best rep-
M
resent the interests of Beech owners
and operators.
As might be expected, many
ideas were expressed and explored as
the meeting progressed. Finally a
number of areas were agreed upon by
consensus as those offering the greatest opportunity for development.
Primary was the need for
improved pilot training, both in
terms of operation (“stick and rudder skills”) and decision making
(“cognitive skills”). As if on cue,
Kent Ewing, president of BPPP,
announced an agreement has been
reached with Hawker Beechcraft
(HBC) wherein BPPP will provide
pilot training provided with the purchase of a new Bonanza or Baron.
Lorne Sheren checks out the Beechcraft
Starship that is part of the Beech Heritage
Museum display. The visit provided an opportunity to bring together Beech-related leaders representing the ABS, BPPP, Beech
Heritage Museum, Beechtalk, Hawker
Beechcraft, and ABS/ASF.
2 - ABS DECEMBER 2010 www.bonanza.org
This is just one way in which HBC
is partnering with ABS to add value
to the Beechcraft product line.
There was also discussion as to
the best way to deliver Beech-specific training to the greatest number
of Beech pilots. The goal is to annually reach 10 percent of our membership (approximately 1,000
pilots) through BPPP. To this end,
Kent and the BPPP Board are
exploring ways to reduce the price
of BPPP while continuing to offer
the amazing training it provides.
One avenue currently under
development is on-line learning tools
that supplement, but do not replace,
BPPP’s current offerings. Included in
this concept is bringing insurance
companies into the fold by providing
discounts for recurrent training (this
program has already been started; see
the Operations column). In addition,
efforts will be made to coordinate
regional get togethers, BPPP programs and Service Clinics to make
our ABS programs easier to attend.
Another challenge that was identified is to energize our membership
(and to bring into the organization
those who have drifted off) to maintain and enhance the desirability (and
hence the value) of our aircraft.
Clearly, the pendulum has swung
back toward the Beech products and
away from the “plastic airplanes” as
the “must have” aircraft. As owners
of Beech products, we are the custodians of a unique and long heritage
that dates back to the vision of Walter
and Olive Ann Beech. Nowhere is
that more apparent than at the Beech
Heritage Museum in Tullahoma,
where glistening Staggerwings, history-making Barons and Bonanzas
and massive Beech 18s can be seen
and appreciated.
Flying a Beechcraft is more than
just a decision made by economics; it
entails marking your place in a heritage that both precedes us and will
continue after we have flown west.
The enthusiasm we feel about our
aircraft needs to be communicated
both to other current owners as well
as those contemplating the purchase
of a high performance aircraft. No
other line of aircraft has the heritage
of a Beechcraft; we are unique. But it
is the duty of each and every one of
us to communicate our enthusiasm
and respect for the aircraft we fly.
Finally, the need for rapid dissemination of accurate knowledge
was discussed. While ABS Magazine
will never be replaced by a fully electronic edition, the digital age is well
upon us. In spite of the prevalence of
grey hair among our members, many
of us use electronic means of communication. Therefore, the group
recognized that an effort must be
made to improve the on-line availability of information as well as facilitating communication between
members, such as that offered by chat
rooms like the ABS Hangar Flying as
well as Beechtalk. An example of this
is the availability of a searchable
and all-inclusive library of ABS
Magazines on the ABS website.
The bottom line to you, as a
member, is that ABS is moving forward to aggressively represent your
interests as well as to offer you
improved services in a cost-effective fashion. We continue to appreciate your input as to how to better
serve you.
Although you are reading this
in December, due to publishing
deadlines, it is not quite Halloween
HARTZELL PROP CONVERSIONS FOR BEECHCRAFT
Improvements over two-bladed props:
• Better take-off and climb performance. • Lower noise levels.
• Smoother operation. • Improved appearance.
Improvements over two and other three-bladed props:
• Longer TBO than many McCauley props (2,400 hour/6 year).
• Elimination of oil-fill and 400 hour inspection requirements on Bonanzas.
All kits include a 3-bladed propeller unless otherwise noted.
33 Bonanza/Debonair
(2 & 3-blade)
Travel Air
(2-blade)
35 Bonanza
(2 & 3-blade)
55 Baron
(2 & 3-blade)
36, A36 & B36TC Bonanza
58 Baron
TOP PROP
PERFORMANCE
CONVERSIONS
800-942-7767 | topprop @ hartzellprop.com | www.hartzellprop.com
as I write. I would like to take this
opportunity to wish all of you a very
Merry Christmas and a Happy New
Year from my family and me as well
as from all of us who are fortunate
enough to serve you in leadership
positions.
This has been quite a year both
for ABS and for the country as a
whole, but rest assured that your
ABS is stronger and more member
centered than ever. As you celebrate
this holiday season, take the time to
recognize what a wonderful privilege
it is to be fortunate enough to fly our
airplanes and enjoy our freedoms.
Pause to take a moment to remember
those who have sacrificed to make
this possible. And resolve to attend a
Service Clinic, fly with the BPPP
and recruit a new member in 2011.
Fly safely. —Lorne
BONANZA TIP TANK KITS
including new GROSS WEIGHT Increase
“EXCELLENCE thru QUALITY”
Always Made in the USA
• OSBORNE Kits do not require additional mods to achieve GWIs
• ALUMINUM Construction
• SUPERIOR DELIVERY TRANSFER SYSTEM
800.963.8477
Increased Stability • Gross Weight Increase
Phone 760.245.8477 • Fax 760.245.5735
18173 Osborne Road, Victorville, CA 92394
Product Support • Customer Approval
System Choices • Product Quality
We share your love for Beechcraft,
which is why we own
one too!
Jim Leach
A&P Mechanic
Professional Engineer
Commercial Pilot & CFII
US Naval Aviator
40+ Year Aircraft Owner
Marisa (Reese) Leach
A&P/IA Mechanic
Professional Engineer
Commercial Pilot
30+ Year Aircraft Owner
We work on a lot of aircraft, but Beechcraft is our favorite brand. That’s
why we own one, “G-Whiz”, a 1956 G35 Bonanza. Beechcraft are built to
last - with the right maintenance plan. Next time your Beechcraft needs
service, please give us a call at Windward Aviation. We will treat your
Beechcraft as if it were our own.
.BJOUFOBODFt6QHSBEFTt3FQBJS3FTUPSBUJPO
"WJPOJDTt1SPQFMMFSt'MJHIU5FTU%FMJWFSZ
1BJOU*OUFSJPSt%FUBJMJOHt)BOHBS4QBDF
1-800-546-8668
Professionals Serving General Aviation
Palm Beach County Airport (KLNA)
www.windwardaviation.net
email: info@jlosborne.com
www.jlosborne.com
FAA Repair Station #OZZR007
BPPP SCHEDULE
DATE
LOCATION
AIRPORT
Jan 14-16
Tucson, AZ
TUS
Feb 4-6
Lakeland, FL
LAL
Mar 11-13
San Antonio, TX
SAT
Apr 8-10
Greensboro, NC
GSO
Apr 29-May1
Concord, CA
CCR
May 20-22
Columbus, OH
CMH
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: 970377-1877 or fax 970-377-1512. Eligible for 70 ABS Aviator points.
A B S -A S F S E R V I C E C L I N I C S C H E D U L E
DATE
LOCATION
AIRPORT HOST
Feb 17-20 Lantana, FL
LNA
Windward Aviation
Mar 17-20 Mesa, AZ
IWA
Hawker Beechcraft Services
Mar 24-27 Little Rock, AR LIT
Central Flying Services
Apr 14-17
Livermore, CA
LVK
Maintenance Express
Aug 18-21 Spokane, WA
GEG
Spokane Airways
Oct 20-23 Columbia, MO COU
Columbia Avionics and
Aircraft Services
ABS-ASF Service Clinics provide a valuable 'second opinion' about the
maintenance state of your Beechcraft. Bring your mechanic so you can
both learn more about your Beechcraft! Only $225 for single-engine,
$275 for twin-engine. Register online at www. bonanza.org or ABS
headquarters 316-945-1700. Eligible for 30 ABS Aviator points.
OPERATIONS
An American Bonanza Society
Headquarters report
ABS Executive Director
J. Whitney Hickman
First days on the job
What an exciting first week I had at the ABS office
in Wichita! Thank you to all who have called and wished
me well in my role as the Executive Director of ABS.
My introduction to the Beech world was memorable as
I was able to help represent ABS at the Beech Party in
Tullahoma, Tennessee. The staff and board of the
Beechcraft Heritage Museum put on a wonderful event.
I met many ABS members (the majority of Beech Party
attendees are in ABS) and discovered how passionate
each is about their airplanes and their flying experience.
I thank ABS Air Safety Foundation Executive Director
Tom Turner for the great flight down and back in the
A36 Bonanza; ABS member Steve Dyer for taking me
for a ride in his Staggerwing. What an awesome plane
and breathtaking view from the sky; and ABS member
Ray Lewis for allowing me to fly with him in his
Bonanza during formation flying. It was a pleasure
meeting and talking with so many other ABS members
over the course of the four-day event.
While there, I attended the first ABS Leadership
Summit hosted by ABS President Dr. Loren Sheren. I
learned a lot from this first meeting that should be very
valuable as we move forward. You can read and learn
more about the summit meeting in President Sheren's
column of this issue (pg. 2).
One of my first orders of business back at ABS
headquarters was preparing for and participating in the
mid-November ABS board meeting for discussions on
strategic plans and the vision for 2011 and beyond.
Thank you for giving me the opportunity to serve as
your executive director to work alongside members of
an organization who are so very passionate about flying.
Please feel free to contact me at absexec@bonanza.org
or 316-945-1700. —Whit Hickman
————————
Insurance discounts for BPPP, ABS AVIATOR
Members who attend BPPP have frequently
received premium discounts on their aircraft insurance.
Falcon Insurance has told ABS that some insurance
underwriters are now also providing up to a 5 percent
premium discount for members who earn a level of ABS
ABS-ASF Executive Director
Thomas P. Turner
AVIATOR. The beauty of ABS AVIATOR is that you
choose the topics you wish to cover, and it’s possible
to complete a level entirely online at your own pace.
For the best results in becoming an even safer Beech
pilot, combine ABS AVIATOR with BPPP training.
Contact Falcon Insurance or your aviation insurance
provider for information about discounts for participating in both the BPPP and the ABS AVIATOR programs.
First dues increase in five years
The same as most other aviation organizations, in
addition to addressing operating costs across the board,
we need a modest increase in membership dues so that
we may continue to expand member products and
services within a balanced budget. The increase is about
the equivalent of one quart of aircraft engine oil per year
and is our first rate increase in five years. The new
domestic rate (including Canada, Mexico and international members who elect to receive the magazine only
by electronic means) is $62 per year.
NEW! For the first time, you may select a two-year
membership for $120 total. International memberships
with the printed magazine are USD $100 annually.
Family memberships remain the same at $25 for each
additional household member per year.
Life memberships remain at $1,000. See new
Membership application (pg. 6).
Choose ABS
We know AOPA, EAA and other aviation organizations are also increasing their annual dues. We hope you
won't feel you must choose between the aviation groups
you support. However, if it comes down to making that
decision, keep in mind that ABS and the ABS Air Safety
Foundation are the only organizations with the sole purpose of helping you own and safely fly your Beechcraft.
Membership in ABS continues to be the best investment you can make in your airplane. It’s the reason the
Society was formed in 1967, so members can benefit
from sharing information, and to provide expert technical
and educational assistance in ways that have continued to
get better and better. —Thomas Turner
ABS exists to promote aviation safety and flying enjoyment through
education and information-sharing among owners and operators of
Bonanzas, Barons, Debonairs and Travel Airs throughout the world.
Membership services Monthly ABS Magazine • One-on-One
Aircraft Advice • Beechcraft Pilot Proficiency Program • Aircraft Service
Clinics • Air Safety Foundation Research & Development Projects • Annual
Convention & Trade Show • Affiliated Aircraft Insurance with Falcon
Insurance • Members-only Website Section • Regulatory & Industry
Representation • ABS Platinum Visa® (with Hawker Beechcraft Parts
Discounts) • Educational Books, Videos & Logo Merchandise • Tool Rental
Program • The ABS Flyer a monthly e-newsletter • Professionally Staffed
Headquarters
www.bonanza.org
YOU NEED ABS TO HAVE
YOUR E-MAIL ADDRESS!
1922 Midfield Road, P.O. Box 12888 Wichita, KS 67277
Tel: 316-945-1700 • Fax 316-945-1710 • e-mail: absmail@bonanza.org
.........................
Office Hours: Monday thru Friday; 8:30 am - 5:00 pm (Central Time)
.........................
ABS Executive Director: J. Whitney Hickman, absexec@bonanza.org
You’re missing a lot of what ABS has to offer if you
haven’t given ABS Headquarters your e-mail
ABS-ASF Executive Director: Thomas P. Turner, asf@bonanza.org
address. You still will be able to choose whether we
Technical Questions: absmail@bonanza.org or 316-945-1700
can release your e-mail address to other members.
Membership: bonanza5@bonanza.org
ABS does not sell or give member information to any
Convention: absmail@bonanza.org
organization. —Whit Hickman, ABS Executive Director
ABS Store: www.bonanza.org or 316-945-1700
JOIN ONLINE AT
www.bonanza.org
MEMBERSHIP APPLICATION
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ON THE COVER
Beechcraft of the Month
N707WG – 1968 BONANZA 36
By Gary Baker, Reno, Nevada
An old "friend" returns home!
vividly remember the first time I saw the 1968
Model 36 Bonanza, S/N E-70. It was 1990 and I
had flown to Oxnard Airport on the central coast of
California responding to a classified ad in the
Los Angeles Times. When I got there, Joe Sullivan, the
seller (an airline captain) opened the hangar doors and
there it was: a gleaming, gorgeous Model 36 Bonanza
looking like it had just come off the assembly line!
While I was casually walking around, attempting to
appear unimpressed, Joe happened to mention the
Model 36 had an IO-550 upgrade, Baron high-back
seats, and had been painted by the late legendary Ted
Baron of Baron Painting in Torrance, California. At that
moment I knew I had found my dream aircraft.
Funny how life's events unfold. For nearly 20 years
thereafter, this particular Model 36 became an integral
part of my commercial real estate brokerage and development businesses, allowed many opportunities for personal flying, including two trips to Oshkosh, attending
numerous ABS conventions and regional functions and
visits to our parents, children and grandkids on more
occasions than we could possibly recollect.
I
Suzanne and Gary Baker are thrilled to have reacquired N707WG.
The IO-550 upgrade was one of the selling points that attracted Gary
Baker to this Bonanza 36 the first time he bought it.
This is a prime example of how a succession of
committed and dedicated owners have been able, each in
their own ways, to contribute to making major improvements to the aircraft over a period of 25 years, resulting
in the 40-year-old “masterpiece” we are proud to display
in this magazine.
My wife Suzanne and I have a number of people to
thank for their contributions to making this fine airplane.
They include Lars Lundgren (owner from 1983 to
1989), who made major interior renovations and who
hired Ted Baron to complete the extraordinary Imron
paint job that now, after 22 years, still looks nearly
brand new; Joe Sullivan (owner from 1989 to 1990),
who so meticulously maintained this airplane; and Ted
and Carol Leenerts, to whom we sold N83LR in 2004
and who have since become our dear friends as a result
of that transaction.
In 2004, Suzanne and I decided we wanted to fly
“higher and faster,” thus we acquired a wonderful 1980
Aerostar. Of course, that meant we had to sell our Model
36 Bonanza. The first inquiry to our sales ad was from
an Alaska Airlines captain, Ted Leenerts.
We wanted to sell N83LR to someone who would
continue to care for the Bonanza with our same special
dedication (as well as had the previous two owners).
Little did we know at the time that Ted had the same
thing in mind for “our” Bonanza. I told Ted I would
appreciate having first rights to acquire the aircraft back
if he ever decided to sell it.
Ted is also an A&P and very meticulous about how
he flies and maintains his aircraft. After acquiring the
Bonanza, he embarked upon further major renovations
that included a complete new interior, all new and
thicker glass (plus tinted inserts), all new engine hoses
and a complete new panel!
EQUIPMENT LIST
IO-550 Western Skyways Gold Seal engine
McCauley three-blade prop
Dual yokes
Rosen sun visors
Super soundproofing
Garmin GLN69 (NEXRAD, cell movement, lightning,
traffic, METARs & winds aloft)
Intercom: PS Engineering, PMA 6000 w/ stereo
(six-place)
Primary VOR / LOC / ILS / GPS: from Garmin 530
to NSD 360A
Avionics Innovations CD / AM / FM player
Secondary VOR / LOC / ILS: Garmin 430 to King
KI-208 indicator
Engine analyzer: JPI, EDM 700 (w/ GAMIjectors)
HSI: NSD 360A slaved w/ primary and secondary
fluxgates
AVIONICS
Autopilot: S-Tec 50 w/ GPSS
Garmin 530 (WAAS-enabled w/ remote annunciator)
Transponder: Garmin GTX 330 (w/ traffic)
Garmin 430 (WAAS-enabled w/ remote annunciator)
Audio panel: KMA-24 w/ marker beacon
Guardian standby vacuum system
Fuel flow computer: JPI, FS 450 (w/ GPS interface
capability)
Copilot electrical artificial horizon (RC Allen)
Copilot electrical directional gyro (RC Allen)
weather, traffic, cell movement, lightning strikes, winds
In addition, he changed the registration number to
aloft and METARs).
707WG to commemorate his first left seat assignment (a
We feel extremely fortunate to own and fly this
Boeing 707) and their aviation ministry Wings of Grace.
extraordinary aircraft. It is probably one of the top three
As fate would have it, late in 2007 I received a
Model 36s flying today, and a true testimonial to the
phone call from Ted asking if I would be interested in
design, engineering and manufacturing
buying back the Model 36 Bonanza.
capabilities of Beechcraft.
Since 100 LL avgas prices had risen
What a joy it is to have this Bonanza
locally from $2.50 per gallon to $5.50
back in our hangar again! We look
per gallon, I responded affirmatively,
forward to every flight we make in this
subject only to being able to sell the
40-year-old machine. We already know
601P Aerostar. Three months later we
who the next owners might well be. Ted
found a buyer and in March 2008 we
once again purchased the wonderful Previous owner Ted Leenerts found- and Carol Leenerts have asked for, and
ed Wings of Grace, Inc., an aviation
we have granted, first rights to buy
Bonanza you see on the cover.
ministry dedicated to humanitarian
Since then we have added a Garmin airlift. The Wings of Grace decal N707WG back, once we stop flying. And
530 and Garmin GLN69 (for NEXRAD remains on the aircraft.
so, around and around we go!
Buffalo by
the Numbers
“Fantastic!” “Outstanding” “The best ever!” These words were repeated by many
members when surveyed about the 2010 ABS Convention. Now, let’s look at the
numbers for an unusual glimpse at ABS’ premier event.
Convention attendees arrived in 140 Aircraft (119 Beechcraft Bonanzas; 18
Beechcraft Barons, plus 3 Cessnas). There were 4 Aircraft Arrivals on Monday; 13 on
Tuesday; 105 on Wednesday; 11 on Thursday; and 4 on Friday. 132 Aircraft Departures
on Friday, Saturday, & Sunday.
The Educational portion of the convention was comprised of 50 hours of
seminars; 44 seminars + Companion
Book Club.
Convention FBO, Prior Aviation, performed 140 Tows (in & out, ABS, tenants, transients); 6 Oil Changes; 1 Tire
Change; 1 Starter Change, 1 Cable
Change; 1 De-Fuel; 9 Aircraft Washes;
55 Hangar Nights. And we had “0” Zero
Accidents/Incidents. Prior distributed
400 Wheel Chocks; executed 175 Credit
Card Transactions, 25 Cash Transactions; and 26 Rental Cars were used.
475 Guests at Thursday night Hangar Party were on hand to witness
Aircraft.
6 Formation
Transportation stats included: 306/320 Inbound/Outbound Passengers; 642/700 Inbound/Outbound Bags; 205/230 Round Trip
Airport Operations Area (AOA) Inbound Pick-Ups/Round Trip AOA Outbound Drop-Offs. Additional transportation was provided by: 5
Golf Carts, 2 Vans, 2 Crew Cars; and 125 Tour Bus Round Trips.
There were 131 A/C Fuelings. Prior sold
5,891 Gallons of 100LL; and 10 threepacks of Buffalo Wing Sauce!
2 Hangars for Program Inspection/Pre-Flight Aircraft; 14 Display Aircraft were outside
the hangars for the Afternoon at the Airport.
469 convention attendees (370 paid
attendees + 99 exhibitors) came to
370 convention attendees + 51 Tradeshow Exhibitors came together for another
fantastic display of Beech-related products and services in 12,387 sq. foot of
Tradeshow Floor Space. 8 Regionals were represented. 26 Sponsors helped to make
the convention possible, and some of them also donated to the impressive list of 78
Door Prizes
ABS’ annual event in Buffalo, New York.
82 were First-Time Attendees. Be sure
to keep a lookout for information about
our 2011 convention as it becomes
available.
Fuel for the Future - PART II
Fuel for the Future for High Performance Piston Aircraft
By George W. Braly, Ada, Oklahoma
George Braly is chief engineer for General Aviation Manufacturers, Inc. (GAMI) and Tornado Alley
Turbo. He is the inventor of GAMIjectors®. George is a lawyer, aerospace engineer and CFII with comm,
SMEL and instrument ratings.
When Part I of this series was written, back in September 2010, we were still working
with the FAA to define the extent to which we would be allowed to follow the FAA’s own
long-standing advisory circular to obtain a certification of a new fuel by use of an STC.
Keep in mind, the FAA’s advisory circular, AC 20-24B (find it on www.FAA.gov website),
specifically allows any applicant to actually do what we are asking to be allowed to do.
Over the summer, we learned one major source of the problem. It appears that problem was a misunderstanding by a couple of powerful “stakeholders” in the general aviation world that had caused them to raise issues with the FAA. It appears (at the time
of this writing) that those issues may now be in the process of being resolved.
can mix it up in the wing tank of the aircraft any way you want—and it is all the
same to the pilot.”)
Now comes the good news
In early October 2010, GAMI
had a very productive two-day
meeting at our facility in Ada, with
a number of the key people working
this matter from the FAA. We were
able to resolve a number of the
“how do we do this” type of certification issues.
It does now appear that the FAA
will allow us to follow the existing
AC 20-24B advisory material, with
some additional testing, which we
agree is appropriate. The certification process is still painfully slow
for such a pressing and high-priority issue. But it looks like we are
finally making some headway.
Our five major criteria for this
new fuel were that it
1. Had to work as well as ASTM D910 minspec 100LL. (Note: the “min-spec”
100LL has a MON = 99.6). (Note: ASTM
- American Society for Testing and
Materials; MON - Motor octane number)
2. Had to be completely “fungible” with
existing 100LL—both in the aircraft wing
tank and in the FBO storage tanks.
(Fungible is just a $10 word for, “You
3. Had to ultimately be able to be manufactured in traditional refineries. (We do
not want to be in the refining business.
We want to license the rights to
G100UL™ to all of the refineries on an
equitable basis, and then go back to
making nice stuff to improve general aviation aircraft.)
4. Had to be chemically compatible with the
existing fleet of general aviation aircraft.
5. Would have to cost something close to
existing 100LL.
Item 2 is a “biggie.” Without
that capability, any “transition”
from 100LL to G100UL would be
a logistical and safety nightmare.
We think we have met those
five criteria with G100UL.
Presented here are the data from
an engine test stand run of one version of the GAMI G100UL fuel.
The two fuels compared are:
•
FBO 100LL, with a tested MON = 102.5
(minimum spec is 99.6 MON).
•
A current version of GAMI’s G100UL.
Test conditions for the engine
are rather “harsh,” and therefore can
best be described as, “Don’t do this
at home!”
This 8.5:1 compression ratio
IO-550 engine has a normal redline
manifold pressure of 30 inches and
2,700 rpm and it is typically flown
at 380°F on the CHTs (cylinder
head temperature) with the induction air temperature down around
100 to 110°F. But for this test we
made life a bit more difficult.
First, we used the versatility of
our GAMI electronic waste gate
controller to let us conveniently run
up the manifold pressure from the
control room of the test cell. In this
case, we set up the manifold pressure at wide open throttle to around
35.5 inches Hg (inches of mercury).
Then we went a little “over square”
by pulling the rpm down to around
2,400 rpm. Then we ran the cylinder
head temperatures up to 459°F (redline is 460). And we adjusted the
induction air temperature up to
around 140°F.
(Comment: Many people greatly underestimate the effects of elevated induction air temperature on
detonation. One well-published
expert states that, as a rule of
thumb, each 13°F increase in induction air temperature requires one
additional octane point.)
We use the artificially elevated
induction air temperature (near
140°F in this case) as a convenient
tool during testing so that we can
force detonation at lower overall
PHOTOS COURTESY OF GAMI
reduced horsepower and reduced
internal cylinder pressures in order
to protect the engine from unnecessary damage during this kind of critical testing.
It is easy to get lost in the
wealth of data in Figures 1 and 2.
But take a look and follow us
through. Here is how to decode the
detonation data:
Notice the small round yellow
and orange “balls” that appear in
some of the six individual cylinder
data boxes in each screen shot of
data. If there is a yellow ball, it
means that at least one out of the
last 20 combustion events was at a
level of light detonation in that
cylinder. If there is an orange ball, it
means that at least one out of the
last 20 combustion events in that
cylinder is at a level the FAA would
call moderate detonation. A red ball
means that at least one combustion
Figure 1: Operating on local FBO 100LL.
event in the last 20 was at a level of
heavy detonation.
There are also numerical detonation indices generated by the
computer from the background data
crunch on the cylinder pressure
data. That data is collected at the
rate of 50,000 samples/second for
each cylinder. More about the
numerical detonation indices later.
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FUEL FOR THE FUTURE
In each case, the engine is operating at approximately 299 brake
horsepower (bhp). (The horsepower
would be around 340 bhp if the rpm
were up at 2,700 rather than down at
2,400 rpm.) Peak internal cylinder
pressures are running up around
1,100 psi.
From a starting point somewhere near “best power” mixture
(right in the middle of a super huge
“APS” RED BOX), we reduce the
fuel flow while running on each different fuel type and observe the detonation that occurs.
(Another comment: It is normal
for some cylinders to be operating
in detonation and others not detonating at any given time when the
engine is operating “in and out” of
detonation, as is the case with the
data presented here.)
In Figure 1, cylinder #5 and #3
(purple and white pressure traces)
are operating in and out of moderate
detonation on the local FBO 100LL
fuel. This fuel has a measured MON
of 102.5.
We do not operate the engine
under these conditions for extended
periods of time. For the obvious
reasons!
Now compare Figure 1 with the
operation of the engine as shown in
Figure 2, which shows the engine
operation on G100UL.
The detonation is very nearly
the same, although as shown in
Figure 3, the detonation level on the
FBO 100LL is actually a bit higher
than on the G100UL fuel.
In Figure 2, we see that cylinder #5 is operating in and out of
light to medium detonation and
cylinders #2 and #3 are operating in
and out of light detonation.
This is a recent version of our
Figure 2: Operating on G100UL™.
Figure 3: Each “bar” in the bar graph is a one-half gph increment in fuel flow.
G100UL fuel and it is operating in a
manner that is very slightly better
than the local FBO 100 low lead
from the branded large oil company’s truck. Note the small bar graph
in the lower left corner.
This small bar graph (See
Figure 3) is a recent software addition to the capability on the test
stand. It shows the average of all of
the numerical detonation indices for
all six cylinders (aggregated together) for both the FBO 100LL (green)
and the G100UL (red).
The averages are computed and
plotted against small fuel flow
increments. In this case, each “bar”
in the bar graph represents a onehalf gallon per hour (gph) increment
in fuel flow. This starts at 19.5 gph
on the right and decreases down to
15.0 gph on the left side.
This data is collected for up to
three different fuels (the blue bars
are for a third fuel, which was not
run for this test cycle.) This little bar
graph gives us an enhanced ability
to make “real time” decisions as to
which fuel is performing better and
document it easily.
Full scale aircraft testing
We have been operating our
high compression 8.5:1 (note: a
P-Baron is 7.5:1 and a Duke is
7.3:1) turbonormalized engine in
our Cirrus TN SR22 aircraft on the
G100UL fuel since last January.
Because of the higher compression
ratio, and the elevated manifold
pressure (34–35 inches Hg) at
which we operate this engine, it is
somewhat more critical for detonation under those conditons than
either the Duke or the P-Baron (or
any other general aviation piston
engine, for that matter) are under
certification test conditions.
We have run this engine to more
than 370 bhp and demonstrated
compliance with all of the FAA
detonation requirements (See 14
CFR 33. 47 and AC 33.47) on even
a minimum specification version of
the G100UL fuel.
Thus, this fuel should operate in
a near transparent manner on everything from the Beech B36TC to the
P-Baron, the Malibu/Mirage, the
Fueling up the turbonormalized SR22 at the
GAMI facility prior to its first flight.
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FUEL FOR THE FUTURE
Cessna P-210, the Cessna 400
series, and the Cirrus TN SR22.
One common question is about
“starting.” We are not sure why, but
knowledgeable people keep asking
that question and therefore we
assume that it has been an issue on
other fuels being looked at.
We have had G100UL fuel in
the right hand tank of our TN SR22
since January, 2010. We have made
dozens of cold starts on that fuel
with no detectable difference from
normal winter starts on 100LL.
Then someone asked about cold
“re-starts” at altitude on cold fuel.
Well, that is worth investigating. For
the answer to that question, see
www.gami.com/g100ul/g100ul.php
for a demonstration of an inflight
cold fuel/cold day/cold engine/high
altitude engine restart on a TN
SR22 operating on G100UL.
What you see on the Avidyne
engine monitor (Figure 4) is the total
change in the previously “normalized” EGTs as a result of switching
from 100LL to G100UL while in
high power lean-of-peak flight.
1-800-291-7616
“Insignificant” to the operation
of the aircraft is the first term that
comes to mind for most pilots. One
can get a much larger variation in
EGTs just by the normal variation
in the precision with which the
Figure 4: Avidyne engine monitor shows the change in EGTs as a result of switching from 100LL
to G100UL while in high power lean-of-peak flight.
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timing is set on the engine.
The graph of the composition of
seven different fuels is revealing
(Figure 5). First, it is important to
understand that you can make aviation gasoline a lot of different ways.
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Avgas is not, as many people
mistakenly believe, some precision
chemical that is derived from a
small set of laboratory grade chemical reagents.
Fuel A and Fuel C were sam-
VARIOUS HIGH OCTANE GASOLINES
-Compositions Derived from Gas Chromagraph - Mass
Spectrometer & Other Data
6. Materials &
Manufacturer
6.1 Aviation
gasoline...
shall consist
of blends of
refined hydrocarbons derived
from crude
petroleum, natural gasoline, or
blends, thereof,
with synthetic
hydrocarbons
or aromatic
hydrocarbons,
or both.
Figure 5: The composition of these seven different fuels may vary, but they all perform as well
as “Min-Spec” 100LL. Three of the fuels are stock FBO 100 LL, three are G100LL. Can you figure
out which is which?
pled from two different “branded”
fuel trucks on the Ada Airport during the same month! The point is
that, just like avgas, the G100UL
fuel can be made in a lot of different
ways, and it still works just as well
as current “Min-Spec” 100LL.
In June of 2010, as we had
promised the FAA back in January
of 2010, we followed through with
our dual path certification effort for
an STC, and also asked the ASTM
fuel committee to start the process
to ultimately obtain formal ASTM
specification approval for the
G100UL fuel.
Presenting G100UL to
the GA community
At the present time over 16 different people and entities that are
prominent general aviation industry
leaders and OEM airframe and
engine companies have taken the
FUEL FOR THE FUTURE
time and made the effort to come to
Ada and spend a full day in the test
stand. In several instances, they
have flown the TN IO-550-powered
aircraft on the G100UL fuel under
“boosted” conditions where the
engine was producing 350 hp.
As mentioned earlier, in early
October a large group from the
FAA came to our facility and we
made good progress on many of the
certification issues for the G100UL
fuel.
Jack Pelton is president of
Cessna Aircraft. In an August
update Cessna has posted the following to his company’s website:
In early July Jack Pelton flew to
Ada, Oklahoma, with AOPA
President Craig Fuller to visit
General Aviation Modifications Inc.,
maker of G100UL. This is a new
unleaded avgas GAMI is developing
and testing to replace 100 low lead.
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That is why we stock a full range of
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Here are Jack’s comments:
We participated in a thorough brief
along with a test cell demonstration running three types of fuels, 100LL, min spec
100LL and G100UL. At the conditions we
observed, it was very interesting to see the
data on the engine characteristics for the
three fuels. I would characterize the conditions as worst-case sea-level tests. In general terms, G100UL out-performed min
spec 100LL and seemed to be about the
same as straight-from-the-FBO 100LL.
G100UL looks to be a fuel that can be
refined and distributed within the existing
infrastructure we have here in the states. I
would guess it could be produced in many
other international locations also.
I know the devil is in the details. But
this project is very interesting and very
exciting.
George Braly, GAMI’s chief engineer,
heard what the EPA said about 100LL and
is trying to do something about it for our
industry. http://www.cessna.com/Mungo
Blobs/285/81/CSN_08_11_10com.pdf
In July, just after Cessna
President Jack Pelton’s visit to Ada,
Tom Turner, Tom Rosen, and John
Whitehead came to Ada on behalf of
the American Bonanza Society to
investigate the G100UL. They were
here at the same time as another one
of the major general aviation OEMs.
Earlier, in May of this year,
Cirrus spent time with us in the
GAMI engine test stand and observed
the G100UL fuel operating on the
8.5:1 compression ratio IO-550
engine that is in the TN SR22, all at
elevated power settings up to 350
bhp—while simultaneously keeping
the CHTs in the 440-460°F range.
So far as we know, nobody has
gone away from a full and complete
presentation with any question
unanswered. Each of them observed
the G100UL fuel running on the test
stand—with better detonation margins than a “min spec” 100LL fuel.
Recently, in response to a
request from one major OEM, we
have gone out to the refining/chemical specialty market and asked for
price and delivery quotations for
100,000 gallons of G100UL fuel.
The pricing that has come back
to us from two different sources (a
third source is pending) was in the
same range as the small batch pricing for the 94UL fuel that was previously considered.
The bottom line: The GA industry needs fuel that is:
Safe (Detonation and chemical compatibility similar to or better than min-spec
100LL.)
Available (The refineries can make it!)
Visible (You know it exists and will be available before the EPA hammer hits.)
Economical (Priced somewhere close to
current 100LL)
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Soon! (Soon, in order to prevent a collapse
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Is G100UL™ “for real?”
We don’t know for sure—yet. We
may yet run into some kind of “show
stopper” that we have not anticipated.
Experience has taught us to be very
cautious. The regulatory frustrations
continue to be quite “impressive.”
The devil is in the details. But
so far, we do not see any issues that
would preclude the use of the
G100UL in our aircraft, other than
the enormous regulatory effort that
is being imposed on what should
normally be a straightforward certification effort under longstanding
FAA guidance material.
Cross-country with a Plexiglas panel
By Tom Snider, Arizona City, Arizona
Tom is a private pilot with 3,000+ hours, SEL, SES, Instrument ratings. He has owned 13 airplanes
including three Bonanzas. Tom has been a member of ABS since 1973.
Although I find all the articles on very
well-equipped Bonanzas interesting and
great for those who can afford to have
dual-everything glass panels, I think we
are missing a large segment of the potential flying fraternity. A recent cross-country trip in my very basic 1947 straight 35
proves my point. One only needs a
Plexiglas windshield to look through and
a VFR-only Bonanza to participate in the
wonderful world of cross-country flying.
y wife Elaine and I departed
Eloy, Arizona (E60) midmorning to visit our son in San Luis
Obispo on the California coast.
After a lunch-and-fuel stop (I only
carry 40 gallons) in Lancaster, we
arrived at SLO early afternoon after
the fog had burned off.
M
Tom Snider with his 1947 Bonanza.
A nice dinner and visit with Eric
and Haylee and another late morning
departure (morning fog on the coast,
you know) and we were headed
North to the San Francisco Bay Area
to visit a friend of many years. The
plan was to fly up the coast but it was
going to have fog for much of the
morning, so a slight deviation inland
solved that problem.
Now I should mention here, that
I do have a radio and transponder,
so getting in and around Class B airspace is not a problem. I might also
add that I normally use flight following and although ATC does a
good job of calling out traffic (many
of whom we never see), quite often
we see through that Plexiglas windshield traffic that is never called out.
After another nice visit, we
were off in the morning nonstop to
Newport, Oregon, to visit more
friends. Again the coast was covered with fog but flying just a little
inland we could watch the fog lying
against the coast and as we continued north it completely burned off
before our VFR arrival at ONP.
Our next stop was to visit family just over the mountain in Eugene.
We were getting used to this fog and
sleeping in but it was no longer
cooperating as we awoke to clear
blue sky. A 20-minute hop and we
had breakfast in Eugene.
After several days in the
Eugene area, we were off to our
main destination of Coeur d’Alene,
Idaho, for a friend’s wedding. As we
departed, the weather was about
3,000 feet overcast but easy VFR
until we got to the “gorge,” the
Columbia River, where it opened up
to a beautiful clear sky and a 20knot tailwind. Two hours and 15
minutes later we were tying down
the Bonanza at COE.
Although the weather was wet
and cloudy for most of our stay there,
the morning of our departure the ceilings were again about 3,000 feet and
as we got south the sky turned blue
and the tailwind gods were helping us
along. After two quick refueling
stops, and picnic at one, we pulled up
in front of our hangar in 8:05 TT after
leaving COE. Elaine said, “Gee, if we
were driving, we’d just be getting to
Boise!”
My point here is not to describe
a wonderful cross-country flight, but
to re-emphasize the joy of flight and
that wonderful “magic carpet” without the extreme cost many perceive.
My Bonanza is basic VFR with two
radios, Mode C transponder, fourplace intercom and oh-my-gosh, no
autopilot! I enjoy hand flying.
Having owned 13 airplanes and only
one with an autopilot, maybe I just
don’t know any better! I have flown
over or to most of the lower 48 states,
including a trip from California to
the Bahamas and most all VFR.
However, the three-day layover for
weather in Kirksville, Missouri,
many years ago did persuade me to
get my instrument rating. Today I
fly for pleasure and the VFR
Bonanza gives me that—whether it
is the $100 hamburger or the cross
country, it would take much longer
in the car.
Please remember, I am not for a
minute knocking those who enjoy the
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IFR challenges or have business
commitments and must rely on a well
equipped Bonanza or Baron. I am
only saying: Let’s not forget those
pilots or those want-to-be pilots who
are on a much tighter budget. The
early Bonanzas are bargains and
often cost less than what many have
invested in their glass panels.
As ABS, AOPA and EAA all
work to keep the pilot population
from shrinking any further, let’s talk
about the affordability and usefulness
of a four-place Bonanza at half the
price of a new light sport aircraft.
One final thought, as I read
what seems to be many more midair collision reports, is it possible
that some pilots are looking too
much at the glass panel and not
enough time looking out the
Plexiglas windshield?
CURRENTS
Lewis C. Gage has ATP multiengine land with Boeing 707/720/747/Airbus-310 ratings, commercial
single-engine land; flight instructor MEL/SEL airplanes and instruments; ground instructor advanced
and instrument; flight navigator; flight engineer; A&P/IA and FAA PMA. Lew is an ABS Life Member
with 15,000+ hours.
Lew Gage, Reno, Nevada
Continental E-Series
Engine Mounts - PART II
Part I in the November issue discussed
the E-Series engine mount design—how
to look for signs of wear or improper
installation and the importance of
rotating them during annual. Part II covers the final installation and remounting
steps. See the November issue for the
pictures and drawings of engine mounts,
mount parts and tools.
Getting it all together - If these shim
washers are not installed and the
through bolt is torqued, the welded
forked fitting is stressed excessively
and may/will develop cracks or be
deformed from the original shape.
The front mounts are very easy
to install, but it is not easy to install
the rear mounts. When the mount
assemblies are being “plugged” into
the rear engine mount legs, the outer
dimension (OD) of the two flat
washers vulcanized to the mount
rubbers is slightly greater than the
inner dimension of the mount forks.
This is due to the rubbers not being
compressed to the finished installed
thickness against the engine mount
leg.
The mount rubbers can be compressed with the proper sized “C”
clamps to get the mounts to slip into
the forks. However, the problem of
compressing the mount rubbers to
their finished OD of 2.02 inches, as
they will be when the through bolt
is torqued up, can be done with “C”
clamps or other such tools. But a
special tool does a better job, with
less use of “lumberjack vocabulary”
as a side benefit. The finished job
may result in the forks being drawn
together a small amount (1/64 inch
or less) but not the 1/4+ inch that
would result if no shim washers
were used.
Shim washers - The mount rubbers
need to be compressed to their final
OD so the shim washers may be
slipped into the space between the
mount flat washer and the mount
fork. These shim washers assure
that the mount forks are not bent out
of dimension or shape by the
through bolt.
Although the airframe parts
manual lists the shim washers, they
may be difficult to obtain. These
washers can be manufactured by
using AN 970-4 (MS63040-4) area
washers (1-1/8 inches in diameter x
.062 thick) to get the necessary
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bearing surface and drilling the hole
out to 7/16 inches.
This is best done using a threejaw chuck in a small lathe, although
a good drill press and machinists
vise will also work. The required
number and placement of the shim
washers depends on the airplane
being worked on. Some installations will require all the washers
installed on one side of the assembly, while others may require washers in both front and rear of the
mount. After the front mounts have
been torqued so the engine is in the
final fore and aft location, the placement of the shim washers may be
determined.
The objective is to get the
mount rubbers compressed to the
final thickness and the necessary
shim washers installed to take up
any gap so the mount forks are not
s
s
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Engine Tear-downs
Inspections
Repair Estimates
Trucking or Ferrying
drawn out of their natural position.
A 7/16-inch diameter rod about
six inches long is machined to a
pencil-like taper and used as a drift
pin to get all of the parts that have
been inserted into the mount forks
into alignment after the mount rubbers have been compressed to their
final thickness dimension by using
whatever tools the installing
mechanic has at his/her disposal.
The drift pin wants to be a rod with
no head on it, so the through bolt
can be used to drive the drift pin out
and allow the through bolt to enter
the now aligned shim washers,
mount segments, mount forks and
the spacer bushing.
Ground strap - Do remember to
install the ground strap around the
rear mounts. Even though the
engine is well grounded through the
phone:
479.394.5290
fax:
479.394.0506
www.hamptonaviation.com
firewall to starter ground cable, the
engine mount leg to engine mount
fork ground strap is also needed to
assure adequate electrical connection
of the engine to the airframe and
serve as a secondary heavy ground in
case the normal starter ground cable
becomes disconnected.
The tools (See November ABS
Magazine, page 39) are easy to
manufacture if one has access to the
normal metalworking shop tools.
Although mount changes usually
only occur at engine overhaul time,
there may be other reasons to install
new mounts. Oil soaking of the rear
mounts is not a rarity on the
E engine, and if the annual rotation
of the mounts is not accomplished
regularly, the need to get rid of
the sagged, off-center, neglected
mounts may call for that work.
TECH TIPS
Tech Tips is a sampling of responses from ABS Technical Advisors and Technical Staff to members’ questions.
E-series expert Lew Gage and avionics expert John Collins also occasionally contribute answers. To submit your questions, go to the Members Only section of the ABS website and click on Tech Tips (listed under Technical).
Neil Pobanz, ABS lead technical
advisor, is a retired U.S. Army
civilian pilot and maintenance
manager. He is an A&P and IA with
more than 50 years experience.
Glen "Arky" Foulk, former owner
of Delta Strut, has been an ABS
technical advisor since 1986.
Location of ELT
Robert Orr, San Clemente, California
Q:
I have a question regarding the mounting of a
406MHz ELT unit. My 1967 Bonanza V35 (D-8399) has
the original 121.5 ELT mounted on the hat shelf. This is
quite convenient since it doesn't add as much to aft loading and is easy to get to. But I would like to replace that
ELT with a 406 unit and mount it in the same location.
The IA says that the hat shelf location is not approved and
the replacement ELT must be mounted on a tray attached
to the primary airframe structure in such a manner that the
mounting will withstand a 2g load.
Can you confirm that I can use the hat-shelf location? The IA is suggesting a tray mounted just behind
Tom Turner, ABS-ASF Executive
Director, holds a Master’s degree
in Aviation Safety. He has
specialized in Beech pilot
instruction for over 20 years.
the bulkhead attached to the rib structure, which would
be the same distance aft as the current mounting. I really do not want to mount the ELT in the tail cone as in the
later model planes.
A: I agree with your IA’s interpretation. The likelihood
of an ELT mounted to the hat shelf actually working without becoming a missile that could cause serious injury or
death to the occupants is slim. It would never be approved
by the FAA. The TSO for a 406 ELT requires compliance
with RTCA DO-204A. Paragraph 3.1.8 of the document
defines the mounting requirements:
3.1.8 ELT MOUNTING
The ELT shall be mounted to primary aircraft load-carrying
structures such as trusses, bulkheads, longerons, spars or
Answers to technical questions are the best information available based on
indications presented by the member asking the question. Actual inspection of the airplane or system in question may change an initial telephone
Arthur Miller has won numerous
FAA awards as a mechanic, and
runs a Beech specialty shop in
central Florida.
or e-mail suggestion. Aircraft owners, pilots and readers are advised to
physically present airplanes and indications to a qualified mechanic before
choosing a course of action.
Bob Ripley retired from Delta
Airlines as a manager of line
maintenance (Atlanta) and has
run an FBO focusing on Beech
maintenance for 20+ years.
floor beams (not aircraft skin). The mounts shall have a maximum static local deflection no greater than 2.5 mm (0.1 in)
when a force of 450 Newtons (100 lbs of force) is applied to
the mount in the most flexible direction. Deflection measurements shall be made with reference to another part of the airframe not less than 0.3 m (one foot) or more than 1.0 m (three
feet) from the mounting location.
It also recommends that the ELT be mounted as far
aft in the aircraft and that the antenna and ELT be in the
same segment of the fuselage and not cross any bulkheads that might deform as a result of crash forces.
—John Collins
Cowling vibration
Alan Bock, Glen Arm, Maryland
Q: My partner and I have owned our 1981 Baron 58 for
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.
Fine wire spark plugs
Robin Hill, Shepherd, Montana
Q: I have a 1964 Bonanza S35 (D-7516) and am wondering about the benefits of fine wire spark plugs (less
prone to lead fouling, longer life, and perhaps better
combustion, etc.) worth the price? Are they a much better plug than the massive electrode plugs?
A: I do know fine wire will last as much as 1,000 to
1,200 hours and they do help with fouling problems.
The average life I see for a massive electrode plug is 400
to 500 hours. From reading articles and/or research
papers by sources I tend to believe, it is now my opinion
that if you do long flights, and especially long lean-ofpeak flights, they can pay for themselves by giving a
more than six years with excellent service. It has never
let us down! But recently we've noticed the top of the
left engine air intake scoop is vibrating when in flight. It
seems to be centered on the front edge of the air filter
door. The doubler that holds the nut plates is tight.
However, it seems there was a repair made in the past
where the rivets have been replaced by bolts and lock
nuts. Any suggestions?
A:
It sounds like you have encountered a vibration
from somewhere. It could be an induced vibration from
the engine prop combination or one that is airspeed
related. I suggest you first remove the upper cowl and
inspect all of the structure around the airbox that
supports the upper cowl; next remove the airbox and
inspect the entire structure with the filter removed for
any cracking or damage. Also check to see if the left
magneto is in a position where it is touching the cowling reinforcing doubler of the oil door cutout. If you find
all is OK, I would then have the engine/prop combination dynamic balanced to see if that solves the problem.
If it does not, more than likely something on the airframe is causing the vibration and it is traveling through
the cowling. You can try changing airspeeds and rpm to
see if that affects it. —Bob Ripley
7,(1*,1(
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CONVERSION FEATURES INCLUDE:
The 550 T.I. (tuned induction) engine installation
• 310 Horsepower - 310 continuous horsepower
uses a combination of the 550 cubic inch TCM
• Super Scimitar Propeller - Includes new 82"
for improved takeoff and climb performance.
diameter Super Scimitar Propeller and polished spinner.
IO-550-R engine which produces 310 horsepower
TECH TIPS
more effective ignition source resulting in less fuel burn. Conversely, if
you do shorter flights at rich-of-peak
mixture settings, I doubt you would
be able to detect an appreciable
improvement. —Arthur Miller
• Top Mounted Tuned Induction System - Provides
at 2700 RPM and the new Hartzell “Super Scimitar”
optimum distribution of cool air to all cylinders.
• Balanced Power - Smoother engine and cabin
propeller. The engine incorporates a top mounted
due to balanced power between all cylinders.
• Carbon Fiber Cowling - All new aerodynamically
optimized carbon fiber 2-piece nose bowl and
cowling doors.
• Functional Economy Cruise - Operate normally on
the “lean side of peak” EGT for optimum fuel economy.
Cruise fuel flow reduction of 1.5 to 2 gallons
gallons per
per hou
hour.r.
tuned induction system and cross flow cylinder
head technology to achieve increased power and
fuel efficiency while providing a 2000 hour-TBO.
• Reduced Operating Cost - Significant operating
cost reduction due to increased fuel efficiency and
2000 Hour TBO.
6423 Bryan Blvd.
Greensboro, NC 27409
John Ackerman - (800) 334-2001 ext 1405
jackerman@atlantic-aero.com
atlanticaero.com
(336) 668-0411 • (800) 334-2001 • Fax: (336) 668-4434 • info@atlantic-aero.com
Installing a used autopilot
Michael Levenberg, Mesa, Arizona
Q: Can I purchase a complete, used
Century IV autopilot (with Flight
Director) that had been installed in a
Baron and install it in my 1957
Bonanza H35 (D-5278)? I can’t find
the STC and model applicability on
the FAA website. I might get a really
good deal on this “operating fine
when removed” and I need something to replace my Century IIB.
A: Although I admit I am not an
authority on autopilots, the project is
FAA Approved Repair Station EWGR752D • Designated Alteration Station DAS-511128-CE
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Major Sheet
Metal Repairs,
Flight Controls,
and
Wing Specialists
All Bonanza through
King Air Models
BIGGS AIRCRAFT
Phone: 405-258-2965
Fax: 405-258-3016
www.biggsaircraft.com
E-mail: biggsair@yahoo.com
Location: Central Oklahoma
Certified Repair Station #BA2R709K
probably doable if Century Flight
Systems (940-325-2517; Fax 940325-2546; e-mail century@centuryflight.com) has an STC for the
Century IV in an H model and is still
willing to sell it. It is now an FAR
requirement that you have written
permission from the STC holder to
use an STC.
My concerns are for the economics and supportability. Any complex autopilot requires a considerable
amount of labor to install and
requires brackets to mount the servos
that are specific to that model. The
unit would also need to be modified
to the H model specifications. T h e
Century IV is a fine autopilot, but it is
getting difficult and expensive to support. Some non-generic parts are getting hard to come by at reasonable
prices. If it were me, I would pass on
it and opt for a less complex autopilot
of current manufacture. —Arthur Miller
Elevator metal
William Firesheets, Zwolle, Louisiana
Q: How can I tell whether our 1975
Bonanza F33A (CE-568) has titaniumor aluminum-covered elevators? Its
logbooks do not show any past elevator
repair, so I assume they are original.
The reason I ask is that prior to our
purchase in 2006, the plane was painted, and I recently noticed on the top of
the right elevator there are two small
areas of paint distortion. I’m afraid it might be corrosion
under the paint or, hopefully, just areas where the paint
remover chemical was not adequately cleaned prior to
priming/painting.
A: Unless your airplane has been modified within the
last year or so under a recently approved STC to
reskin elevators with aluminum (see SRS Aviation,
www.srsaviation.com/flt_controls.htm), your elevator
skins are magnesium. —Tom Turner
Stiff mixture control
Otto Croy, Tierra Verde, Florida
Q:
The mixture control on my 1968 Bonanza V35A (D8713) is extremely stiff; a little worse in cold weather, but
unsatisfactory anytime. Tried cleanout from lower end,
there was black fluid, but it was not much help.
A: Try putting a hardware store hose over it from the
engine end and fill it with Kroil penetrating oil with the
hose suspended up. Let gravity work on it overnight. (For
a description of this method see pg. 30.) —Neil Pobanz
TECH TIPS
Static wicks
Charles Bergmann, Bellmore, New York
Q: I own and fly a 1981 Baron E55 (TE-1186) that has
no static wicks, and as far as I can tell, it never has had
any. Is this possible? I want and need to add static wicks
and want to know the best way to go about doing this.
100 MILES FROM
THE NEAREST AIRSTRIP
IS NO PLACE TO BEGIN
A: If you are not having radio issues such as interference
or static, you don't need them. But if you put them on,
remember that any flight control that has a static wick
installed will have to be removed and rebalanced. —Bob Ripley
DOUBTING YOUR PLANE’S
MAINTENANCE
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SERVICE DIFFICULTY REPORT
July 2010, AC 43-16A
POWERPLANTS - Continental: IO550C;
Leaking Dipstick Housing; ATA 8550
3510 alamance road • burlington, nc 27215
336.229.9543 • www.burlingtonaviation.com
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A technician states, “During a routine oil change a puddle of oil was observed in the bottom of the cowling. No oil
was spilled while filling the crankcase. Having seen this
problem several times in the past, the mechanic immediately knew to look at the dipstick tube (P/N 6494061) in
the chafed area. As in all the previous situations, the hole
is located at the first inside bend below the filler opening.
Even though the OEM says they are not aware of the problem, most of our in-service engines show some sign of
chafing which can be observed by looking down the oil fill
opening on the crank case side of the tube. Fortunately,
once the dipstick is in place, it tends to fill the chafed opening and very little oil can escape through the hole. The
attached photos show the dipstick through the chafed
hole—it actually creates a decent seal.”
Part Total Time: 1,209.0 hours
Hole in tube from chafing, indicated with marker.
Dipstick tube with dipstick
removed.
Dipstick tube with dipstick
inserted.
When the time comes, kiss corrosion goodbye.
“Upgrade” to
Aluminum Elevators
For all Barons, Travel Airs, T-34s & Bonanzas (V-tails soon)
We can rebuild your Elevator or ship an
exchange Elevator.
Professional painting and balancing in house.
Got a different shop in mind to do your rebuild?
No problem, we sell FAA-PMA rebuild Kits
to all rebuild shops.
Replace one Elevator at a time.
877.364.8003
7575 Casey Pkwy Prior Lake Mn.
FAA CRS U5LRO68X
E-mail: airplanesrs@msn.com
Web: www.srsaviation.com
NOMINATIONS FOR
ABS BOARD OF DIRECTORS
DUE BY DECEMBER 16
ominations are being accepted for three directorships. Two directors are completing their first term on the ABS Board and are seeking re-election (Ron
Hyde, Area 5 and Tom Rosen, Area 7). Stephen Blythe (At-Large) is completing his second and final term. Additional nominations are welcome for all three directorships:
N
AREA 5: Arkansas, Louisiana,
Mississippi, Oklahoma, New Mexico,
Texas, Mexico.
AREA 7: Alaska, Oregon, Washington, northern
California counties north of the northern boundary
of Kern, San Luis Obispo, and
San Bernardino Counties.
AT-LARGE BOARD POSITION: Open to ABS members
from any area (U.S. or international).
You can find a detailed list of Duties & Responsibilities, and the
Qualifications required on the ABS website at www.bonanza.org/
documents/ABS Call for Nominations .pdf and in the Corporate
Information section of Hangar Flying.
Aluminum
Ice Shields for
your G58, B58.
Ice season is here,
avoid or cover up
those ugly dents.
Other models coming soon.
SUBMIT NOMINATIONS BY DECEMBER 16:
Nominations must be received no later than
December 16 to allow the Nominating
Committee time to consider each candidate
prior to reporting to the Secretary. You may
nominate yourself or another ABS member.
NOMINATIONS MUST INCLUDE:
• Name, address, phone and e-mail address
• Current photo of yourself, or the
candidate you nominate
• Information on present and previous business, professional or technical experience;
educational background; aviation experience (especially with Bonanza/Baron-type
aircraft)
• A description of any other talents or capabilities that would be of benefit to ABS
SEND NOMINATION MATERIALS TO:
absexec@bonanza.org
(preferred);
or
American Bonanza Society, attn: Executive
Director, PO Box 12888, Wichita, KS 67277.
INSURANCE
The B&C Standby Alternator Standard equipment on every
factory-new Bonanza.
Why don’t you have one?
Before you renew your policy
OR buy an airplane, contact us
for your quotes. ALL AVIATION
RELATED COVERAGES.
1-800-232-1953
972-227-8688
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At Reasonable Rates.
PAYMENT PLANS
Add to the safety of your flying with the B&C
Standby Alternator System. Proven reliability
for over 10 years. STC/PMA for all Bonanza
models 1958 & newer. 14 volt & 28 volt.
888-283-8662
www.BandC.info/abs.html
NEIL’S NOTES
Neil’s Notes are from ABS Technical Advisor
Neil Pobanz unless otherwise noted.
Preheating engines: In all aircraft
piston engines, slow heat is better
than fast high heat. Give the heat
time to soak throughout all components and lubricants. Even panel
instruments can sometimes get too
cold. Bearings in gyros can fail
from spinning up without lubricant.
Bonanza experts needed: There is no
shame in admitting lack of knowledge on the part of a flight instructor
or mechanic if he admits the need for
more understanding and information
about your Bonanza. Not all models
of airplanes are alike, and there are
major differences between different
model years of Beechcraft.
CALL: JENNIFER, AMANDA,
LEE, and JOSH
Aircraft Insurance Agency
621 North Jackson, Suite A
Waxahachie, Texas 75165
One of the potential problem
areas is lack of experience and
knowledge, a problem that is only
going to become worse due to a
shortage of replacement parts. We
must encourage suppliers and repair
stations to have the capabilities we
need. The market gets smaller as the
airplanes get older.
Expert mechanics who know
how to take proper care of our
Bonanzas retire and die. And then a
niche market can open up for a dedicated person. If you have been
wanting to become a supplier of
Beechcraft parts, now’s the time.
E-Series oil check: Checking the oil
accurately requires doing it immediately after shut-down. The oil drains
down into the engine sump, and you
could overfill the engine by not
checking properly. There is a metal-
Lew Gage
E-Series
Bonanzas is
sold through
the ABS Store.
It is a must-have
if you work on or
own one of the
early airplanes.
to-metal poppet valve behind the oil
screen that sometimes needs cleaning. It is held in place only by interference fit of an O-ring on its outer
edge. Wiggling the shaft with the nut
and cotter pin allows it to be pulled
out through the screen housing.
Engine controls: These controls do
wear out. If controls become excessively stiff, you may be able to lubricate them. First, place a towel on the
floor under the cockpit end. Clamp a
plastic hose over the end of the control. Tape the cable vertically to a
step-ladder with the hose on the high
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end of the control. Fill the hose with
LPS-1 and allow to soak overnight.
If the control is still stiff after
working the cable back and forth the
next day, you have the challenge of
finding a replacement. Try Select
(800-318-0010), Preferred (800-4330814), Performance Aero (800-2003141) or Aviation Research Systems
(503-668-4542).
Fuel sumps: In winter weather, proper draining of fuel sumps becomes
even more important because any
water in the fuel can freeze, blocking
fuel lines. The usual fuel sump tube
is not optimally large enough or
clear enough to tell if water is present. A clear pint-size glass container
will better show what you have.
Drain the sumps, then shake the airplane and drain again, allowing time
to drain until there is no more contaminant coming out.
Performance
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SEALS & KITS
R Bonanza/Baron Cabin Door Seals
Cabin Door Seal Only. List $126.32 ........................ $89.00
Pre-1974 Cabin Door & Between Hinges Seal .......... 99.00
1974 & Up Door & Between Hinges Seal ................ 109.00
R Bonanza/Baron Cabin Door Windlace
Fits Inside Cabin Door. Specify Interior Color ........... 69.00
R Bonanza/Baron Utility Door Seal Kit ........... 495.00
A36-B36-B58. Complete Seal Kit. List $1,031.22.
R Pneumatic Cabin Door Seals...............440.00 & Up
Replaces Cabin Door Seals. Manual or Electric Pump.
R Pneumatic Door Seal Bulb & Hose ................ 59.00
R Bonanza/Baron Wing Root Seals
All 33-35-36-55-58-95.
Upper Wing Root Seals (One per Wing) ................... 59.00
Lower Wing Root Seals (One per Aircraft)................ 59.00
R Bonanza/Baron Tail Root Seals
33, 35C & Up, 36 (One per Aircraft) ......................... 59.00
All 55-56-58 (One per Aircraft) ................................. 59.00
R Bonanza/Baron Baggage Door Seals
33 (thru ‘61), 35 (thru ‘58) ....................................... 55.00
33 (‘62), 35 (‘59 thru mid ‘62) ..................................... Call
33 (‘63 & up), 35 (mid ‘62 & Up), 55, 56 .................... Call
Large Utility Baggage Door (All Models)................... 89.00
R Baron Nose Baggage Door Seal Kit............. 199.00
R Bonanza/Baron Emergency Exit Window Seals
Non Pressurized Aircraft. (One per Window).
33 (thru ‘76), 35-36-55-58 (thru mid ‘78) ................ 55.00
33 (‘77 & up), 35-36-55-58 (mid ‘78 & up) .............. 89.00
R Bonanza/Baron Pilot Storm Window Seals
Frameless Style Self-Adhesive Seal 3/16" x 1/4" ........... 17.00
Frame Style Seal. Fits All Metal Frames .................... 39.00
FUEL CAPS & SEALS
R Fuel Cap O-Ring Seal Kit ................................. $9.00
One Kit per Cap. Specify Cap Manufacturer & Cap P/N.
R Fuel Cap Thermos Style Seal (35 thru F35)...... 225.00
R Bonanza/Baron Locking Fuel Caps (Two Cap Set)
Specify Year, Model & Serial Number ..................... 525.00
R Bonanza Fuel Strainer Gasket (P/N 35-921181) ...7.00
R Baron Fuel Strainer Gasket (P/N 33-199-6) ...........8.00
LENSES
R Bonanza/Baron Wing Tip Lenses
Bonanza Small Wrap Around Style. List $797.29.
33 (‘71-’73) , 35 (‘64-’73) , 36 (‘68-’73) .............. $195.00
Bonanza Large Wrap Around Style. List $267.28.
33-35-36 (‘73 & Up) ...............................................175.00
Baron Large Wrap Around Style. List $510.55.
55-58 Models .........................................................199.00
R Bonanza/Baron Wing Landing Light Lenses
35 thru G35 ..............................................................79.00
H35 thru N35 ............................................................89.00
All 55-58-95 Models .................................................79.00
R Bonanza/Baron Tail Cone Lens .....................119.00
Replacement Tail Cone Lens. List $284.48.
R Tail Cone Lens Screw Kit with Well Nuts ......12.00
R Special Drill Bit for Lenses................................. 5.00
LIGHT BULBS & STROBE TUBES
R GE Landing/Taxi Light Bulbs
#4313 (14v) ............................................................$29.00
#4522 (14v) .............................................................. 37.00
#4596 (28v) .............................................................. 29.00
R Navigation Light Bulbs (7512-12V/24V) ............ 16.00
R Wing Tip Strobe Flashtube .............................149.00
P/N 202331. Fits 14v/28v Hoskins/Grimes.
/2$%2"90(/.%&!8
%-!),/2).4%2.%4
6)3)4/527%"3)4%
WWWPERFORMANCEAEROCOM
DECALS & KITS
TOW BARS & TOW PINS
R Bonanza/Baron Collapsible Tow Bars
Heavy Duty Tow Bars. Built for Travel and for Use!
Tow Pin Style Tow Bar ........................................... $59.00
Axle Style Tow Bar
...................................................
65.00
Deluxe Tow Pin Style Tow Bar.................................. 72.00
R Nose Gear Tow Pins - FAA/PMA Approved ........ 29.00
All 33-35-36-55-56-58. Specify Model & Serial Number.
COVERS & ENGINE PLUGS
R Bonanza/Baron Exterior Decal Kits
R Pitot Tube Covers Two Styles. Keeps Bugs, Dirt &
Premium 3M quality decals. Most complete kits available.
Kit #1* All 33-35-36-55-56-58 .............................$115.00
Kit #2* Includes Tail Logo (Gold or Red) ...............130.00
Kit #3* Includes Tail Logo & Oil Strut Decals .........140.00
* Add $25.00 to Kit Prices for Baron Decal Kits.
R "Beechcraft" Tail Logo Decals..................... pr. 27.00
Gold with Black (4" x 13") or New Style Red (21/2" x 12").
R American Flag Decals (5” x 8”) .....................pr. 14.00
R Nose Gear Tow/Turn Radius Decal .................. 10.00
R Landing Gear Oil Strut Decals ......................ea. 7.00
All 33-35-36-55-56-58. Nose Gear or Main Gear.
Specify Year, Model & Serial Number.
R External Power Decals (12V or 24V) .................... 5.00
R Bonanza/Baron Fuel Decals.............. ea. 7.00 -10.00
Specify Capacity & Octane. Available in Black or White.
R Fuel Strainer Warning Decal (Red) ..................... 9.00
SB 2305 Mandatory for All 33, C35 & Up, 36.
R “Beechcraft” Antenna Decals........................ pr. 9.00
R “Hartzell” or “McCauley” Propeller Blade Decals
Specify Propeller Manufacturer & Style ...... ea. 5.00 - 7.00
R “Air Conditioned” Decals ............................ pr. 15.00
R “Radar Equipped” Decals............................ pr. 15.00
R IO 520/285 - IO 550/300 Horsepower Decals pr. 15.00
R “Wing Bolts Lubricated” Decals
Available in Black or White Lettering .......................ea. 5.00
Four Decals .............12.00 Eight Decals ................. 20.00
R Instrument Panel Decals (Black or White Letters)
Turning Takeoff/Slip Prohibited.................................... 7.00
Yellow Band Fuel Restricted Takeoff ............................ 7.00
R Bonanza/Baron Window Decals
Storm Window “Caution...145 mph” ......................ea. 5.00
Exit Window “Do Not Open in Flight”......................ea. 5.00
Exit Window “Latch Before Takeoff” .......................ea. 5.00
Water Out. Red Vinyl Cover with White Lettering on Flag.
Pitot Tube Cover with Velcro Clasp ........................ $12.50
Pitot Tube Cover with Special Push on Feature........ 12.50
R “Remove Before Flight” Flag ............................ 6.50
R Bonanza/Baron Custom Engine Intake Plugs
Special Flag Feature & “N” Number. Specify Model & Year.
Bonanza Engine Intake Plugs ................................. 129.00
Baron Engine Intake Plugs ..................... 199.00 - 229.00
R Bonanza/Baron Canopy Covers by Bruce’s
Custom Covers. Specify Model & Year ............. 455.00
R Bonanza/Baron Heat Shield Interior Reflectors
Bonanza/Baron Windshield Heat Shield ................... 75.00
Bonanza/Baron Complete Heat Shield Sets ................. Call
PLACARDS & EMBLEMS
R Bonanza/Baron Emergency Exit Window Placard
Bonanza (Red with White Letters) ........................... $9.00
Baron (Red with White Letters & Screw Holes) ....... 15.00
R Bonanza/Baron Emergency Exit Window Decals
Red with White Letters ..........................................pr. 7.00
R Bonanza/Baron Emergency Landing Gear
Instructions to Extend Placard .......................15.00
R Arm Rest Emblem .............................................. 9.00
Original Emblem with Beechcraft Crest.
R Seat Belt Buckle Emblem .................................. 5.00
Original Emblem with Beechcraft Crest. Silver/Bronze.
R Baron Exterior Cowl Door Emblems........ pr. 69.00
New Style Emblem with Script Letters.
R Beechcraft Crests ........................................ pr. 19.00
Mid 1975 & Up. (Fits Inside Exterior Fuselage Emblems).
ADHESIVES & TAPE
LANDING GEAR
R Nose Landing Gear Retract Rod Boot ....... $49.00
Nose Retract Rod Boot with Extra Snaps & Tie Wrap.
R Nose Landing Gear Steering Rod Boot ....... 39.00
Nose Steering Rod Boot with Extra Snaps & Tie Wrap.
R Main Landing Gear Retract Rod Boots ... pr. 69.00
Left & Right Main Retract Rod Boots & Tie Wraps.
R Main Landing Gear Uplock/Anti-Ice Cover Sets
Uplock Cover Set. 33-35-36-(Baron Pre ‘75) ...... pr. 69.00
Anti-Ice Cover Set. (Baron ‘75 & Up)................pr. 159.00
R Flap Actuator Wing Access Cover Set ..pr. 119.00
Left & Right Canvas Covers with Snaps.
R Complete Landing Gear Covers & Boots Set
Complete Set. 33-35-36-(Baron Pre ‘75) ............... 315.00
Complete Set. (Baron '75 & Up) ............................ 405.00
R Main Landing Gear Uplock Springs &
Tension Springs Kit........................................... 39.00
Four Replacement Springs. Factory New. Hard to Find.
All Bonanza/Baron Except 58P & 58TC.
R Landing Gear Transmission Lubricant
Mobil 636 Gear Oil (8 oz.) ......................................... 7.50
Mobil Delvac 75W-90 Gear Oil (8 oz.) ....................... 7.50
R Landing Gear Motor Brushes ..................pr. 135.00
P/N 35107A. Specify Number on Current Brushes.
R Landing Gear Crank Handle Cover ............... 35.00
Best Cover Available! Red Vinyl with White Lettering.
R Grease Fitting Caps - 50 Red, White or Blue .... 12.00
R Grease Zerk Fitting Kit (17 Common Fittings) . 19.95
R AEROSHELL #5 Grease in 14 oz. Tube........... 7.50
R Shimmy Damper Seal Kit ................................. 16.95
Includes All O-Rings, Cotter Pin & 2 - 6/32" x 4" Screws.
R Shimmy Damper Repair Parts ...........................Call
Rods, Scrapers, Springs, Pistons, Pins & Barrel Ends.
R Complete Shimmy Damper Assembly ....1,495.00
R Custom Aluminum Travel Chocks ................. 25.00
Lightweight Chocks with Bungee Cords. Red or Yellow.
R Wheel Jack Adapter ........................................ 169.00
Fits Common Hydraulic Jack. Factory New.
STRUT SEAL KITS & PARTS
R 3M Scotch-Grip 1300 Rubber & Gasket Adhesive
R Nose Gear & Main Gear Strut Seal O-Ring Kits
1300T Adhesive in 5 oz. Tube .................................$12.95
1300L Adhesive in 1 qt. Can .....................................34.95
R 3M Rub Strip Tape Complete Roll ...................72.00
36 Yard Roll. 3M Polyurethane 1/2" Tape.
Available for All 33-35-36-55-58.
Specify Year, Model & Serial Number ..................... $12.00
R Nose Gear & Main Gear Strut Seal Parts
Felts, Wipers, Scrapers & Air Valve Seals .................... Call
%AST+ANSAS#ITY!IRPORTs(ANGAR,s0/"OXs'RAIN6ALLEY-ISSOURI
®
Aero, Inc.
(800) 200-3141
)NTERNETWWWPERFORMANCEAEROCOM
)25%((&+&5$)7%21$1=$$1'%$5212:1(56
ENGINE AREA
'!-)JECTORS
4-
.ON4#4#
34#D0-!DFOR"ONANZA"ARON
WITH)/)/)/%NGINES
R “Metal Check” Engine Oil Analysis Kit .........$18.00
Complete Kit. Includes Prepaid Postage.
R Oil Cap/Dipstick Gaskets for IO-520/IO-550 ..... 6.50
Replaces 1/16” or 1/8” Thick Gaskets. Specify Size.
R Oil Cap/Dipstick New Continental Replacement.
IO-520 B, BA, BB or IO-550 ......................................159.00
IO-520 B, BA, BB (7 Stud) ........................................139.00
R Walker Air/Oil Separator by Airwolf. Complete Kit.
Specify Engine Manufacturer & Model ..... 499.00 - 699.00
+.!IR&ILTER%LEMENT3YSTEM
BY#HALLENGER!VIATION
List Price $21800.
Fits Most 33-35-36 Models Fits Select 55-58 Models each pair
R "REAL" Silicone Valve Cover Gaskets ............72.00
R Exhaust-to-Firewall Link Bolt Grommet Set ....8.00
Prevent Bracket Failure. Package of Four Grommets.
R Engine Induction Air Ducts .................. 31.00 - 39.00
33-35-36. Specify Model & Serial Number.
R Alternator Blast Tube ...........................................10.00
Fits IO-520 & IO-550 Engines. Orange.
R Engine Baffle Seal Material Rubber or Silicone
Reinforced Rubber in Black (TA-8071) 3" x 9' ............69.00
Reinforced Silicone in Black or Orange 3" x 9' ............39.00
#OMPLETE%NGINE"AFmE3EAL+ITS
(I4EMP3ILICONE#USTOM$IE#UT0UNCHED
"LACK"LUE2EDOR/RANGE
All 33-35-36-55-58
Specify Model, Serial Number, Engine, & Color
STATIC WICKS
R Bonanza/Baron Static Wicks
Factory New.
Arrowhead Style Static Wicks ............................. ea. $33.00
Screw in Style Static Wicks without Brackets ........ea. 33.00
INSTRUMENT FILTERS
R Clear View In-Line Filter - CV1J4 ................. $69.00
Determine Gyro System Condition During Pre-Flight.
R Bonanza/Baron Instrument Air Intake
Filter Cover .........................................99.00 & 285.00
Replaces Plastic Cover on Intake Filter. Specify Style.
WINDOWS
R Bonanza/Baron Pilot Storm Window
Hinges, Latch & Striker Kit FAA/PMA Approved.
Quality Replacement Parts. No Modifications Required.
DOORS & WINDOWS
Hinges, Latch & Striker Kit .................................. $279.00
Hinges Only ............................................................149.00
Latch & Striker Only ...............................................149.00
R “Clear View” Plastic & Glass Cleaner .............. 7.00
R "Clear View" Plastic Polish & Protectant........ 7.00
One of the Best Products for Aircraft Windows.
R "Scratch-Off" Window Restoration Kit ..........39.95
DOORS
R Bonanza/Baron Cabin Door Stop Rod "Fix"
Holds the Cabin Door Open. Easy to Install ............$49.95
R Baron Nose Baggage Door Holder.................69.95
“The Spring Thing”. Easy to Install. It Really Works!
%-AILSALES
CONTROL YOKES & ACCESSORIES
R Bonanza/Baron Control Yoke & Control Wheel
Refinishing and Recoating Services
Control Yoke Refinishing ......................................$185.00
Control Wheel Recoating ...................................ea. 165.00
R Control Yoke Security Screw Kit ..................... 14.00
Includes Special Screws and Bit for Screw Driver.
R New Rams Horn Control Wheel................ea. 650.00
Complete Control Wheel Kit. Includes Center Cover
Plate, Thumb Plates and Screws.
R Thumb Plate for Rams Horn
Control Wheels ...............................................ea. 56.00
R Screw Kit for Rams Horn Control Wheels .... 11.95
Replace Worn & Corroded Screws with New Screws.
R Adapter for Rams Horn Control Wheels
Specify Long or Short Adapter ..........................ea. 359.00
R Center Emblem for Early Rams Horn Wheels
“Beechcraft” Long Plastic Name Plate ......................... Call
R Bonanza Aileron Trim Assembly........................ Call
Beautiful! Complete Trim Assembly. Factory New.
R DAVTRON Clocks .............................................. 169.00
MB800 Clock. Fits Rams Horn Control Wheels.
Specify Color (Cream or Black) and Voltage (14V or 28V).
CONTROL CABLES & KNOBS
R Bonanza Throttle-Mixture-Propeller Cables
Vernier Style Engine & Propeller Cables
FAA/PMA Approved. Factory New.
Throttle Cable ........................................$345.00 - 465.00
Mixture Cable ......................................... 345.00 - 465.00
Propeller Cable ........................................ 415.00 - 695.00
R Throttle-Mixture-Prop Knob Springs ...........ea. 3.50
Replace Worn Springs. Factory New.
R Bonanza Cowl Flap/Heat Control Handle .........Call
4HROTTLE-IXTURE0ROP+NOB3ET
!NODIZED !LUMINUM
0LASTIC
THESHARPESTLOOKINGMOSTDURABLECONTROLKNOBS
AVAILABLE!NODIZED!LUMINUMINGOLD4RED-
BLUE00LASTICINBLACK4RED-BLUE0$ONT
BEDISAPPOINTEDBYLOWPRICEDIMITATIONS
&!!0-!!PPROVED
FASTENERS & KITS
R Bonanza/Baron Aileron Structural Screw Kits
Corrosion Resistant Steel Screws & Washers .............12.00
Original Alloy Steel Screws & Washers .........................8.00
R Bonanza Fuel Sump Door Winged Stud ..........11.00
R Bonanza/Baron Exterior Stainless Screw Kits
33-35-36 (710 pieces) .................................................69.00
55 (1330 pieces) ...................................................... 129.00
58-58P-58TC (1530 pieces) .................................... 149.00
R Bonanza Cowl Door Stainless Kits
Original Dzus Stainless Kit ...........................................79.00
Camloc Conversion Stainless Kit .............................. 149.00
R Bonanza Engine Access "Gill" Panel
Stainless Kits
Original Airloc Stainless Kit ...................................... 155.00
Camloc Conversion Stainless Kit ...............199.00 - 255.00
R Baron Exterior Stainless Kits
Engine Access Side Panel (Door) Kit ........................ 549.00
Engine Nacelle Side Panel Kit (except 56) ................ 319.00
Engine Air Scoop Kits ................................209.00 - 249.00
Nose Cone/Radome Kit ................................................26.00
External Power Door Kit ................................................7.00
Engine Panel Kit (55) ...................................................99.00
Engine Nose Cowling Kit (55) ................................... 149.00
4ELEPHONEs&AX
PERFORMANCEAEROCOM
SUN VISORS & SAFETY
2OSEN3UNVISORS
)N3TOCKFOR)MMEDIATE$ELIVERY
Complete Three Axis Visor. Easy to Install
,IST0RICE
R Rosen Sunvisor Replacement Lenses
Fits Left or Right Side .......................................ea. $79.95
R Slap On Sun Visors (Green Tinted Plastic) ......pr. 9.00
R Bonanza/Baron Safe See Gear Down Mirrors
Bonanza Gear Down Mirrors with Brackets .........pr. 49.95
Baron Gear Down Mirrors without Brackets ........pr. 19.95
R Bonanza/Baron Rudder Lock Pin .................139.00
Factory New. Pin Attaches Between Rudder Pedals.
RUB STRIP & CHAFE SEAL KITS
R Bonanza/Baron 3M Rub Strip Tape Kits
Bonanza Engine Cowl Door Kit............................. $25.00
Bonanza Engine Access (Gill) Door Kit ....................15.00
Bonanza/Baron Landing Gear Door Kit .....................27.00
R 3M Rub Strip Tape Complete Roll ................ 72.00
36 Yard Roll. 3M Polyurethane 1/2" Tape
R Bonanza Upper Cowl Door Chafe Seal Kit
Pre Cut Kit. Black Silicone. Includes Adhesive ..........59.00
R Bonanza/Baron Gear Door Chafe Seal Kits
Precut Kits. Black Silicone. Includes Adhesive.
Main Gear Door Chafe Seal Kit .................................59.00
Nose Gear Door Chafe Seal Kit .................................35.00
INTERIOR
R Certificate Holder..............................................$15.00
Holds Airworthiness & Registration Certificates.
Original. Clear Plastic. Two Pouches with Four Snaps.
R Bonanza Vertical Radio Panel Screw Kit ......10.00
Oval Head Screws & Finishing Washers on Panel Edge.
R Instrument Panel Wood Grain Material .......125.00
Original Burl Wood Grain Look. Brown. 18" x 50" Panel.
PILOT SUPPLIES
R “Beechcraft” Key Chain ....................................$9.95
R “Beechcraft” Flight Cap ....................................10.95
Blue or Black with Gold Lettering. Custom Embroidered.
R Bonanza/Baron Custom Checklists . 17.95 - 19.95
Includes Checklist. Emergency Procedures. V-Speeds.
Color Highlights. Specify Model & Serial Number.
R Engine or Airframe Log Books
Original EF5-1 Engine Log Book. (Red) ....................16.00
Original AF5-1 Airframe Log Book. (Green) ..............16.00
R “Clear View” Plastic & Glass Cleaner .............. 7.00
R “Clear View” Plastic Polish & Protectant ........ 7.00
R Custom Aluminum Travel Chocks ..................20.00
Lightweight Chocks with Bungee Cords. Red or Yellow.
BOOKS
R COLVIN'S CLINIC by J. Norm Colvin
Revised 2005. Now More Complete than Ever ........$39.95
R Flying the Beech Bonanza by John Eckalbar
The “Science” of Bonanza Operation ........................39.95
R Instrument Flying Update by John Eckalbar
New Instrument Technologies & Procedures............36.95
R Those Incomparable Bonanzas by Larry Ball
Complete History of the Bonanza thru 1971 .............39.95
R They Called Me Mr. Bonanza by Larry Ball
The Bonanza from 1972 thru 1990 ...........................39.95
R From Travel Air to Baron by Larry Ball
Travel Air (‘58-’68), Baron (‘61-’94)..........................39.95
Deciding
to be Safe
By Earl F. Weener, Ph.D., Sherwood, Oregon
ABS member Earl Weener, Ph.D., is a recently appointed member of the National
Transportation Safety Board. He owns a Bonanza B36TC and has dedicated his career to
aviation safety. He most recently has been a consultant and fellow for the Flight Safety
Foundation. He was presented the 2005 Honeywell Bendix Trophy for Aviation Safety.
The National Transportation Safety Board has noticed an alarming trend in recent years in the increase of the number of accident investigations with issues related to "lapses in pilot professionalism" as contributing factors to crashes.
n aviation, lapses in professionalism tend to fall
under the category of “You know it when you see
it.” It constitutes things like pilots joking in the
cockpit when they should be focused on the job at hand
or a pilot coming to the airport to fly who is tired or otherwise unprepared. Sometimes it can be hard to define
exactly what constitutes crossing the line, but we do
know this: It threatens the safety of all passengers and
personnel. In fact, across three major categories of operation, Part 121 Air Carriers, Part 91 Corporate/Executive
and Part 91 Piston Powered/Single Engine, personnel-
I
related causal factors are cited in accidents much more
frequently than are equipment or environmental factors.
If you dig a little deeper into the numbers, there’s
more unsettling news. Among Part 91 Piston
Powered/Single Engine flights—the kind that most general aviation pilots fly—the accident rate is actually
increasing. And, over the past 10 years, the average
number of accidents per 100,000 hours for Part 91
Piston Powered/Single Engine operations was almost 30
times greater than for Part 91 Corporate/Executive. The
rate for fatal accidents was about 20 times greater.
EQUIPMENT/SUPPORT: The Equipment differences
between the typically higher-end Part 91 Corporate/
Executive fleet and the Part 91 Piston Powered/Single
Engine aircraft most common to general aviation don’t
explain this extraordinarily higher accident rate among
PROPELLERS
DOWTY
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) COMPETITIVE PRICES
) WORLD CLASS WARRANTY
FACTORY TRAINED TECHNICIANS
)
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http://www.rockyprop.com
e-mail: rockyprop@rockyprop.com
800-462-7605
2865 AIRPORT DRIVE ) ERIE, CO 80516
FAX: 303-665-7164 FAA/EASA CRS FR6R545N
GOVERNORS
“Minimal bi-annual flight training requirements represent just that, the minimum.
And the minimum is not good enough for most of us. Similarly, equipment
should be more than just “airworthy.” —EARL F. WEENER, Ph.D,
the latter. The reasons for the difference result from
factors such as how frequently the pilot flies and the
frequency and extent of recurrent training. In addition,
while professional pilots have tools such as dispatch
support—including route planning, weather briefing and
forecasting, and weight and balance and performance
computation—GA pilots have to perform their own
weather assessment, route planning and loading and
performance calculations.
Many of these factors, of course, aren’t likely to
change. Most GA pilots don’t have the professional support systems. That’s why sound judgment is critical. For
starters, don’t go light on safety equipment. Specifically,
equipment such as map displays with terrain warning,
on-board weather displays, IFR GPS/FMC, engine monitoring and fuel usage instrumentation and carbon
monoxide monitors can all raise the level of safety for
GA operations.
TRAINING: GA pilots also need to step up their training and proficiency efforts. Minimal bi-annual flight
training requirements represent just that, the minimum.
And the minimum is not good enough for most of us.
Similarly, equipment should be more than just “airworthy.” Aircraft maintenance can be a tedious and expensive task, but it’s worth every hour and dollar.
When deciding whether to fly in questionable
weather, GA pilots should exercise caution. Too often
accident reports list causes such as continued VFR flight
into IFR conditions. With often less information available than professionals, the risk is that much greater.
In addition, there is simply no reason to fly in lessthan-appropriate physical condition. Finally, it is still
amazing to note that about one in 20 fatal accidents is a
result of running out of fuel.
The NTSB will continue to focus on pilot professionalism to ensure that the rising trend of Part 91 GA
accidents is reversed. Ultimately, however, it’s up to
each pilot. Every time you climb into the airplane,
remember: you don’t need to fly for a living to be
professional.
Center: N98HA, say your position and
altitude
A Leg Too Far
Center: N98HA, Anchorage Center
A cautionary tale—read and heed its message.
By Bill Compton,
Eagle River, Alaska
Bill Compton is a 10,000-hour ATP and CFI who has lived in Alaska for
40 years, including two years in the Arctic. He is co-owner of a V35TC.
N98HA: 98HA, is there a VOR for the 358?
Center: N98HA affirmative, Sisters VOR frequency 114.0
N98HA: OK, I’m trying that now, you want us
to descend to what?
Center: N98HA what is your altitude now?
fter a five-hour flight up the
Canadian west coast from
Bellingham, Washington, a
Baron B55 landed for fuel at
Gustavus, Alaska, on August 10,
2008. It was a Sunday evening, and
the 82-year-old pilot found the
airport unattended. He quickly took
off again, 15 minutes before sunset
and called Anchorage Center for an
instrument clearance to Sitka, 69
miles south of the Sisters Island
VOR. He added this chilling remark,
“I hope we have enough fuel.”
Asked about fuel, he replied,
“We have about an hour.” The
controller, concerned, suggested a
return to Gustavus and got an
irritated response. She then suggested Juneau, which was closer with
better weather. The pilot agreed,
and after an initial climb to 10,000
feet, he was cleared “to Juneau
Airport via direct Sisters Island,
then the LDA approach procedure,
maintain 7000 until Sisters Island ...
report over Sisters Island.”
The pilot affirmed he had the
approach plate on board, but he had
difficulty understanding the transition from Sisters Island VOR to LDA
interception at LYNNS intersection.
Center controller updated the
Juneau weather for N98HA as:
wind calm, visibility 10 miles, few
clouds 400 feet, 5,000 scattered,
6,000 overcast.
A
Center: And, when you turn northbound on
the 358-degree radial, you can descend
to 5400.
N98HA: 5400, ok, we can turn to the 358.
Center: N98HA say your altitude.
N98HA: Level at 10 thousand.
N98HA: N98HA roger, please start your
descent now to 7000.
N98HA: 7000 we gotta get on 358 though.
Center: N98HA roger, you can do it in whatever order you want, either descend now
or join the radial—whichever is easiest
for you.
N98HA: Turning to 358, do you want us to
descend to 7000?
Center: N98HA if you are north of Sisters
Island inbound to LYNNS, you can descend
to 5400 via the approach procedure.
N98HA: 5400, we’re not established on the
358 yet.
Center: N98HA roger, and if you get down to
5400 you should be VFR, so you should
be able to descend to 5400 north of
Sisters Island.
N98HA: OK, we’ll go down to 5400
Center: N98HA, verify you are north of
Sisters Island established on the radial.
N98HA: Nine thousand, uh, 8700.
Center: 98HA roger, if you’re established on
the 358 radial, you can descend to 5400
as you are inbound to LYNNS, do you see
that on your approach?
N98HA: OK, I’m going to try to get on 358.
Center: N98HA until you are established on
that, maintain 7000.
N98HA: Ok, we gotta go down to seven.
There were more redundant
communications like this. The Baron
was unable to intercept the localizer,
and finally, the pilot said, “Why
don’t we just go over to Sitka?”
Forty miles short of Sitka, the
Baron went down with dry tanks in
mountainous terrain. Both occupants died.
Departing Gustavus certainly
was the use of poor judgment.
Somehow, night IMC, mountainous
terrain, poor radar coverage, no
briefing and inadequate fuel all
seemed preferable to, at worst,
The pilot could have made a 20-minute VFR flight to Juneau following the shoreline.
“Airline pilots are restricted to eight hours of flight time in 24 hours.
In airline service, this pilot would have hit his limit three hours before Gustavus.”
—BILL COMPTON
sleeping in the Baron. The two men
could have walked a mile into town
and spent the night, or made a 20minute VFR flight to Juneau following the shoreline. Gustavus has a
122.65 outlet for the Juneau FSS, so
briefing was available.
Airborne, the pilot could not
understand and fly the approach procedure. His GPS was an older
Trimble unit, without a moving map,
and a panel switch toggled the HSI
between GPS and VOR/LOC. His
difficulty finding the Sisters 358
radial might have been from flying
GPS direct to Sisters, then failing to
switch to VOR/LOC after turning
northbound, in which case his course
needle would remain pegged in spite
of rotating the omnibearing selector.
The tracking problem and the
protracted communications distracted him from descending to 5,400
feet, which could have put him into
visual conditions and saved the flight.
He lacked situational awareness and
appreciation of his own impairment.
The center controller sensed the
gravity of the situation with the first
call. Her suggestion of diverting to
Juneau could not foresee the pilot’s
performance difficulties. Without
the try for Juneau, the Baron could
have made Sitka and might have
been successful with the simpler
VOR approach there over the ocean.
Legal fuel on board could also have
done the trick. As with most accidents, there was a chain of events.
A first read might conclude the
pilot was not instrument rated and
proficient. However, he was rated
and was respected by peers as a
competent and conservative pilot.
He had more than 9,000 hours and
had flown a Cheyenne to Europe.
What could cause an experienced
instrument pilot to become acutely
impaired to this degree? Could it hap-
The pilot was unable to intercept the 358 degree radial of the Sister’s Island VOR, possibly
because his HSI remained on GPS input rather than VOR/LOC.
pen to you or me? The probable
answers: “fatigue” and “yes.”
The pilot and his 74-year old
non-pilot friend had departed the
Atlanta area the previous day and
spent the night in Cheyenne,
Wyoming. Next morning they were
off at 8:15 local, stopping at Boise,
Bellingham, and Gustavus with a
total flight time of 11 hours covering
1,730 nm. They had progressed into
four earlier time zones and the longer
daylight of the northern summer.
The FAA defines fatigue as
“The tiredness felt after long periods of physical and mental strain,
including immobility, monotony,
heavy mental workload and lack of
sleep.” Fatigue can cause irritability,
impaired judgment, sloppy skills,
inability to concentrate, loss of initiative and inability to multi-task.
Airline pilots are restricted to
eight hours of flight time in 24
A LEG TOO FAR
12,000 feet.” Some studies do
FATIGUE FACTORS
show performance loss at 8hours. In airline service, this
Be careful if you have
Create an environment
12,500 feet, but I could find
pilot would have hit his limit
these symptoms, or
that aids your ability
nothing to document a suspithree hours before Gustavus.
operate in this type
to be alet and focused
of
environment
cion that fatigued pilots are
Crew duty time conflictmore susceptible to mild
ing with circadian rhythms
FATIGUE ENHANCERS
FATIGUE REDUCERS
Sleep
deficit
Adequate
sleep
&
rest
I
I
hypoxia, whether hypoxia
has escaped a regulatory soluI Extended duty hours
I Realistic duty hours
accelerates fatigue, or whether
tion, although many airline
I Early a.m. hours
I Avoid early hours
prolonged mild hypoxia has
crashes are a known or
I Biorhythms off time zone I Beware crossing time zones
cumulative effects compared to
suspected result of crew
I Hypoxia
I Supplemental oxygen
a short exposure. Effect of mild
drowsiness in the early mornI Monotony
I Rest & task scheduling
hypoxia
on pilot performance
ing hours. It was just before
Immobility
Move
about
the
cabin
I
I
High
stress
&
workload
Autopilot
I
I
deserves more study.
sunset when the Baron
I Physical discomfort
I Cabin comfort
General aviation has a poor
departed Gustavus, but the
I Dehydration
I Fluids on board
record of accidents in the
pilot’s internal clock was still
I Hunger
I Snacks on board
terminal
environment, includback on Atlanta time, where
I Unmet need to void
I Provision for voiding
ing controlled flight into terit was 12:30 a.m. and time to
I High noise level
I Noise cancelling headset
rain. Lack of currency, experibe horizontal.
hour PIC time on this day was spent
ence and discipline are often cited
The 8-12,500 foot altitude band
at 10 and 11,000 feet.
as causes. Fatigue and hypoxia may
is valuable to private aviation for
The AIM says that, other than
be underlying factors in these
terrain clearance and topping
night vision, “significant effects of
accidents.
weather, along with the advantage
altitude hypoxia usually do not occur
This particular crash is comof not legally requiring supplemenin the normal healthy pilot below
pelling because of the pilot’s known
tal oxygen. Most of this pilot’s 11+
Designing Products to make a
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competence, the ATC-taped evidence of his acute impairment, the
prolonged duty hours leading to his
fatigue, and the recorded altitude
exposure. Other factors such as
dehydration, hunger, medication or
carbon monoxide could have been
present as well.
The oxygen requirements for
Part 91 operations are liberal and
that should be acknowledged in
pilot resources and training. Use of
supplemental oxygen might be
encouraged in the 8-12,500-foot
altitude band. The AIM statement
denying significant hypoxic effects
below 12,000 feet is vague and perhaps inappropriate.
Instrument flight demands alertness and careful attention to detail.
Because a single missed checklist
item can start a fatal chain of events,
we should ask whether any level of
debility is acceptable and strive to
avoid it. We would all be wise to
embrace the IMSAFE model, limit
our flight times to airline standards,
use oxygen liberally, seek regular
feedback from an instrument instructor, and be aware of our biorhythms.
As Dirty Harry has warned, “A
man’s got to know his limitations.”
A personal note from the author
Over 35 years I’ve made 15 nonstop oceanic flights of 12 to 18 hours
duration at 8-12,000 feet, seven of
them through sunset and sunrise, all
solo in various Bonanzas. The
human factors of such flights are the
most difficult. The challenges to the
pilot’s mental stamina are unlikely to
ever be accurately scored and tabulated by medical study, so I will
express some opinion here from personal experience.
For a solo pilot, it is extremely
dangerous to fall asleep in flight,
but sleep avoidance does not solve
the problem of in-flight fatigue.
Fatigue has caused me to experience headache, forgetfulness, confusion, task saturation, reverie and
even hallucinations.
I have learned that oxygen by
nasal cannula to keep saturation (by
oximetry) above 92 percent will prevent or diminish these effects, so I
now use it continually above 8,000
feet. A noise-cancelling headset is a
big help. Fatigue has been almost
overwhelming from 2 a.m. to
dawn, and I believe my approach
performance at such times
would parallel that of N98HA at
Juneau. Dirty Harry was right,
but it is man’s nature to deny his
physical limitations.
Note: A version of this article first appeared in the
August 2009 IFR and it is used here with permission.
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Beechcraft Pilot Proficiency Program
By Hank Canterbury
Hank Canterbury, Litchfield Park, Arizona, is a long-time BPPP instructor. He owns a
Bonanza F33A, holds an ATP, CFII multi and single engine and he has 17,000 hours.
The RED KNOB
(or lever)
suspect that the mixture control is one of the most
misunderstood engine controls in the cockpit, yet it
has the ability to do lots of things that can increase the
utility of our planes. It isn’t well understood that no matter what manifold pressure (MP) and rpm combination
you choose, the red knob can vary the output of your
engine(s) from zero horsepower all the way to the maximum that is available for that combination and altitude.
The mixture knob/lever can adjust the fuel-air ratio
from too lean to run to the most efficient mixture, and on
to richer than the peak EGT where the greatest horsepower is developed, and then even richer still for
increased cooling during takeoffs and climbs.
I
Increasing the utility of our planes
Many of us already run our engines lean of peak
(LOP) most of the time, but some do not choose to do
so. That is what choice is all about, but knowing how to
run LOP is a tool that should be in your bag of tricks.
Choosing rich of peak (ROP) may be just what you
want to do today—go as fast as it will go and it’s of no
importance that you will be burning 2 to 4 gallons more
of expensive aviation fuel. Or perhaps you can give up 4
to 8 knots of speed the next time to save money, extend
range or carry less fuel in your twin for a particular
flight, thereby giving you more margin of safety on
takeoff, a greater climb rate and a less expensive trip.
Don’t forget that when running LOP your engine
will be running under less stress from internal combustion pressures and at a lower CHT, yet producing nearly
as much power for speed. If you have turbo power, you
may even be able to add back a couple of inches of MP
to make up for the slightly less horsepower developed at
LOP, and therefore go the same speed or even faster
while LOP. Furthermore, it is very likely that you will
see increased longevity from that important hunk of
metal. You just can't hardly beat that combination!
Physics of running LOP is not new
The physics of running LOP are well established
and LOP operation has been done for many, many years.
But it seems that back somewhere—about the time the
airlines converted their big radial engines to jets—the
understanding and art of saving fuel, running cleaner
(now greener) and cooler was dropped from a pilot’s
training, and it just became simpler to say, “Push it forward and leave it there.”
Additionally, we now can buy some truly beautiful
“engine analyzers,” or EGT/CHT instruments that tell us
a lot more about what is going on inside the six engines
(or 12 for twins) harnessed up out in front or on the
wings. Yes, each cylinder is really an engine unto itself.
These very cool new gauges let us see and know sooner
what’s going on up there than the older single probe
EGT instruments that were common for many years.
To get your engine(s) set up properly, you should
have either GAMIjectors or tuned injector nozzles from
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BPPP
Teledyne Continental. You will also need to install a
simultaneous-reading, six-probe EGT and CHT monitor, such as the Insight, Electronics International, JPI,
Auracle or Garmin systems.
Attendance at Advanced Pilot Seminars is highly
recommended. You can take these extremely informative and thoroughly presented sessions online or in Ada,
Oklahoma. You’ll see in real time on a state-of-the-art
computer controlled and monitored engine test cell what
is going on during the combustion process. You will get
the theory, the practice, and all your questions
answered, along with data to back up the answers.
Most important of all, you should gain the necessary amount of confidence to safely use your airplane's
engines to their full range and capability. If you’re not
already running them LOP, I hope you’ll give it a try
soon and let me hear from you.
ABS’ Beechcraft Pilot Proficiency Program (BPPP) promotes aviation
safety and is the most effective model-specific flight training available (www.bppp.org). Initial and recurrent programs are available for
Bonanzas, Debonairs, Barons, Travel Airs and Dukes. There is also a
Companion Clinic for right-seaters. Established in 1983, BPPP has
been approved as a recurrent training program by virtually every
insurance company in the nation. A schedule of upcoming BPPP
events can be found on page 4.
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PHOTOS COURTESY OF DAVE FLECKENSTEIN
By Dave Fleckenstein, Nacogdoches, Texas
Dave has 20,000+ hours. Ratings consist of single and multi ATP, single and multi CFI, CFII,
AGI, IGI, A&P and a DC-9 type rating. He currently owns a 1987 Bonanza F33A.
I BELIEVE IT'S A GOOD IDEA TO PERIODICALLY GET YOUR
BEECHCRAFT RE-WEIGHED, especially after extensive
modifications to be sure where the center of gravity is
located. I have weighed Bonanzas that were last
weighed when the airplane was built several decades
ago. When I finished, there was a significant difference
between my computations and what was in the
logbooks. Knowing the cg of your aircraft is important,
especially since an aft cg can be dangerous.
Unless you have a shop, however, purchasing your
own electronic scales is not practical. After some
research, I found Scales 4 Planes, in Clarksville,
Arkansas, had the best deal on electronic scales, and
there are two basic types: Jack point and platform. Jack
point scales fit on top of a set of jacks. For leveling an
airplane, jack point scales not only cost less, they are
easier to work with than platform scales.
Because of the location of the jacking points on
Bonanza and Barons, the tail goes up during the jacking
process. So when weighing a Bonanza, a pull-type scale
needs to be used under the tail. Another issue to consid-
er is stability of the setup during jacking. Jack point
scales sit on top of the jack tubes, which could introduce
some wobbling. We certainly would not want an
airplane to fall off the jacks!
Platform scales are more expensive, but much safer
to use since the airplane wheels rest on them. But leveling is an issue with platform scales because our
airplanes normally sit in a nose-up attitude. To help with
this, I built short stands with ramps to go under the main
landing gear platform scales. For ease of leveling, the
main and nose struts need to be properly serviced. Nose
strut travel usually allows picking up or pushing down
on the tail to level the fuselage.
Getting an airplane up the ramps onto the scales is
not an easy affair. I use a small four-wheel drive Kubota
tractor. On a slick hangar floor one has to get a bit of a
run to get up the ramps. So it would be advisable to have
an open area for the airplane to roll in case the towing
pins break; tail feathers can be a bit expensive to reskin.
Also, I have to put non-slip pads under my scales and
ramps to keep them in place while I’m pulling the
Any measurements referred to in this article are for my Bonanza F33A and might be different for your airplane. It is imperative that
you consult your own Pilot’s Operating Manual and/or Type Certificate Data Sheet for the correct numbers for your airplane.
WEIGHING A BONANZA
airplane up the ramps. And once again, a slick hangar
floor makes this a bit more difficult.
There are a lot of considerations when deciding
which scales to purchase. It might be advisable to talk
with other shops and mechanics first.
Fuel should be drained prior to weighing. You could
top off the tanks and deduct the weight of useable fuel
from the total weight, but I prefer draining the tanks. I
found that a 15-gallon drum with a funnel in one of the
bung holes collects the fuel nicely. Once I have all the
fuel drained, I add the necessary unusable fuel.
I remove all unnecessary equipment, such as maps,
headsets, throttle locks and similar items. The hydraulic
fluid and oil reservoirs also need to be full. TKS tanks, if
installed, need to be empty and the lines purged of fluid.
With the airplane on the scales, attach a string with
a plumb bob to the top leveling screw, and manually
raise or lower the tail to get the fuselage level. If the
struts are properly serviced, there should be enough
travel in the nose strut to level the fuselage. If the fuselage can’t be leveled by hand, then the nose strut pressure can be adjusted.
The next issue is figuring the arm of the wheels. As
the struts are compressed, the wheels will move slightly
to the rear. The nose strut will move about two inches
and the main landing gear one inch from fully extended
to fully compressed.
With the airplane level, I stretch a string through the
middle left and right main landing gear axles. To figure
the main landing gear arm, I drop a plumb bob down
from a jack point (which on my Bonanza is at Fuselage
Station 83.1), and measure straight back to the string
running between the main landing gear. Adding 83.1 to
this number will give me the exact arm measurement I
need for the weight and balance computations.
The nose gear arm is figured using the same technique, except that you will subtract the distance from
the jack point to the center of the axle.
With the weight of each wheel and the arms,
figuring the exact weight and balance is quite easy using
simple math. When finished, you will have a current
weight and balance that is very accurate and ensures
your cg and performance calculations will be made
using the correct information.
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SAFETY PILOT
By Thomas P. Turner
ABS Air Safety Foundation Executive Director Tom Turner holds a Masters Degree in Aviation
Safety, has twice been accredited as a Master CFI, has been selected the National 2010 FAA
Safety Team Representative of the Year, and was the 2008 FAA Central Region Flight
Instructor of the Year.
Zero tolerance
for frost
An A36 took off before dawn but impacted the ground about
three-quarters of a mile from the airport, slightly to the right of
the extended runway centerline. The Bonanza continued through
trees and across a set of railroad tracks before coming to rest in
an open field. Emergency responders described the weather as
“foggy.” Ice and frost readily formed on the antenna of the first
car to arrive on the scene, and the “airplane surface was covered with frost.” The NTSB determined that weather obscuration
and icing conditions were primary causal factors.
rost is a cold-weather hazard because even small
amounts can dramatically affect a wing’s ability to
create lift. AOPA’s Air Safety Institute tells us,
F
“Researchers have found that as little as 0.8 millimeters
of frost on a wing, which is equivalent to a little more
than a hundredth of an inch, can reduce lift by 25 percent as well as increase drag.”
There’s no way for pilots to predict the precise
aerodynamic effect of frost. That’s why we have a “zero
tolerance” rule when it comes to removing frost—the
lifting and control surfaces need to be completely free of
frost before taking off. No exceptions.
You may have heard of the “polish it smooth” technique, to buff the top of a frost layer to “even out the
bumps” and reduce the drag effect of frost. Previous
Federal Air Regulations for large (maximum gross
weight >12,500 pounds) and turbine-powered multiengine airplanes contained language that permitted
“polishing” of frost on the wings in lieu of totally
removing it. Many misquoted the regulation with the
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erroneous assumption that it applied
to all aircraft.
Now, even that option is gone.
The current FAR 91.527 no longer
contains the “polish it smooth” language, instead stating:
No pilot may take off an airplane that
has frost, ice or snow adhering to any
propeller, windshield, stabilizing or
control surface; to a powerplant
installation; or to an airspeed, altimeter, rate of climb, or flight attitude
instrument system or wing, except
that takeoffs may be made with frost
under the wing in the area of the fuel
tanks if authorized by the FAA.
There were four aboard the A36
that crashed, meaning the wing needed to be at its best to generate enough
lift to overcome the weight of airplane, payload and fuel. If the wing
was not creating enough lift, the pilot
would have only two choices: lower
the nose to hold the proper airspeed,
and risk colliding with trees and terrain; or raise the nose to try to coax
the Bonanza to climb, risking a nosehigh mush into the ground as a result
of the added drag of high angle of
attack flight. Neither is an option we
would want to have to choose when
departing on a dark morning in foggy
weather with four of the airplane’s
seats filled or, for that matter, at any
other time.
The decision to fly needs to be
made before loading up for takeoff. It
was early, it was dark, and it was
cold, which may cause some pilots
to skimp on the preflight inspection
or disregard the need to completely
clean frost and ice from the wing.
Unfortunately, short-cuts rarely
work out for the best in aviation.
Fly safely!
YOU DON’T HAVE TO OWN AN
AIRPLANE TO BELONG TO ABS.
Membership application on pg. 6.
Or register online www.bonanza.org.
INSURANCE
By John Allen, Falcon Insurance
The ABS Insurance Program administered by Falcon Insurance Agency: There is no extra
charge to the individual member and Falcon's sponsorship of ABS 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 our behalf. Before your next renewal, call Falcon at
800-259-4ABS (4227) for a quote and become part of the ABS insurance program.
“Why does that other aircraft owner pay less for his insurance?”
Coverage and
Premium
Comparisions
e all want to buy the best available products for the
best available prices, and as consumers, we tend to
be even more interested in comparison shopping during
uncertain economic times. It's no different when it comes
to aircraft insurance. We talk about it with our fellow
aircraft owners and operators, comparing premiums,
W
agents, service and coverage. Occasionally, a customer
will ask, “Why does that other aircraft owner pay less for
his insurance?” A valid question. After some investigation, we usually find there is a reasonable explanation.
SOME CRITERIA CONSIDERED BY UNDERWRITERS
WHEN ESTABLISHING INSURANCE RATES ARE:
Named Insured Is this entity an individual, a holding company, or a corporation? This information is required so that your
agent can set up coverage to properly protect all
concerned parties.
Aircraft Information Aircraft year of manufacture, its make
and model, seating capacity and modifications to the engine
and/or airframe are factors with a direct impact on
premiums.
Get More Out of Your
Autopilot and GPS
With the GDC31 Roll Steering Converter
With GDC31
Roll Steering Converter
Without
Roll Steering Converter
Fly GPS coupled
procedure turns
and holding patterns
If your autopilot has a heading bug and you have a GPS,
then there is a strong possibility we can greatly enhance
your autopilot capability. You can fly an entire flight plan
hands free utilizing the RS232 or ARINC 429 data from
your GPS receiver. The GDC31 implements the same
steering law used for years in inertial Navigation Systems
to guide air transport aircraft.
And with the advent of new and upgraded GPS that
comply with the WAAS TSO, the GDC31 can provide
roll steering outputs to fly procedure turns, holding
patterns, arc approaches and direct-to functions.
So relax a bit. Call DAC today to learn more about the
GDC31 capability and certifications, or read more on the
GDC31 at www.dacint.com/ecd/ecdproducts.htm.
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dacinfo@dacint.com
Aircraft Insured Value Aircraft insurance policies are written on a stated value basis, meaning that the amount
stated on the policy is the amount that is paid in the event of
a covered total loss, less any applicable deductible. One reason you do not want to under-insure your aircraft is because of
the potential for an aircraft hull loss to become a constructive
total loss in the event it is under-insured. Your agent should
verify current insured value against Blue Book or Vref values
and discuss the variances with you.
Limits of Liability This is one area where we often see a
difference in pricing, usually due to the limit of liability selected, which is something you should evaluate with your agent at
each renewal. There are many factors to consider when deciding on the limit of liability to purchase, but it is not wise to
lower coverage to save premium. Discuss with your agent what
coverage you have. Have them explain the differences and coverage limits that are available.
Airport Location Factors underwriters consider when
rating a particular risk are the answers to questions such as:
Where is the aircraft based? Is the aircraft hangared or tied
out? Is this a public or a private airport? Are the runways lighted and/or paved? Is the runway length adequate for the
insured aircraft? Are there any obstructions at this airport?
Pilot Statistics Pilot information probably has the most
impact on aircraft insurance premiums, so typically, the better
the pilot, the better the rate. In addition to your name, age,
license, rating(s), total hours, hours in type, hours in insured
make and model, a very important factor relates directly to the
training received (when and where), any pilot losses, violations,
waivers, DUIs/DWIs? Most companies take these factors into
consideration and provide incentives for additional training,
such as rate breaks once a pilot achieves a certain level of
proficiency. If a pilot falls just short of the underwriter's
minimums, he or she may not get as low of a rate as a pilot
who has hit that plateau.
Account Loss History Underwriters typically want to know
your loss history over the past 5 years, which will show the
underwriter whether you have had a problem with losses. A
pattern of losses usually results in fewer premium discounts,
or worse, a declination to quote.
Market Timing In addition to the aforementioned variables
and factors, timing of the quote could affect the price and your
comparison with your fellow aircraft owner. Was it before or
after a rate adjustment took place? There are new markets
entering the aviation insurance “arena” and they are constantly adjusting their rates based on quote to bind ratios and loss
results. The established markets are also fine-tuning their
rates to stay competitive. Rate adjustments by the underwriting
companies can be made at any time throughout the year, so
there is no “best date” for a policy inception. Usually, after the
renewal cycle, the rates even out and differences in premiums
are small.
ABS Membership Discounts Two companies currently offer
discounts for being an ABS member.
Aircraft Painting & Refurbishing
Eliminate all
Tach Problems
• STC’d and TSO’d for all aircraft.
• Accurate to 1 RPM, full range.
• Large 1/2 ", 4-digit back-lit LCD
display.
• Calculates pre-flight “Mag-Drop”.
• Indicates “Hot-Mag” condition.
• In-Flight magneto failure alert
indicators for both magnetos.
• Presettable engine time indicator.
• Indicates all red, yellow and
green operating ranges.
• Simple four wire installation!
P-1000
Tachometer
Immediate delivery:
All installation hardware, circuit breaker and wiring harnesses are included.
600 South Jefferson St., Unit C, Placentia, CA 92870
(714) 524-1919 (800) 541-8128 (714) 524-5937 (FAX)
www.horizoninstruments.com
Start Fresh.
Give your aircraft the
Murmer Treatment .
The Murmer Treatment is a 21-step proven process for
creating lasting beauty...and new value for your aircraft.
For more than 30 years, Murmer Aircraft has combined
science and craftsmanship to create beautiful, enduring,
high-quality exterior finishes. Our secret is in the
details: a comprehensive, 21-step process that cleans,
seals, protects and warrants your aircraft for years
to come.
Find us at Houston Southwest Airport • AXH
on the web at www.murmerair.com
or call toll-free at 800.832.0177
Murmer Aircraft Services
Now is a great time to buy a plane.
It is a bad time to sell your
investments to pay for it.
With the strength of
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and still make the purchase today.
Let me show you how.
Daniel K. Blecher
dan.blecher@rbc.com | www.danblecher.com
Financial Consultant | Private Client Group
(210) 805.1114 | (877) 299.5140 toll free
BEECHCRAFT OWNERS
For all of your T-34 Mentor, Bonanza and Baron Needs
Quality Beechcraft Parts, Service, & Restorations
Pre-purchase - 100 hour - Annual inspections
Pitot - Static and Transponder Certifications
Gear and Flight Control Rigging
Continental Factory Fuel Flow Set-up
T-34 Wing Spar AD Compliance
Full in-house capability of sheet metal repairs,
electrical troubleshooting, paint repair
& dynamic propeller balancing.
GEORGE
BAKER AVIATION
New Smyrna Beach Airport (KEVB) Florida
386-427-2727
georgebakeraviation.com
cboulware@cfl.rr.com
INSURANCE
Summary
Twelve domestic aviation insurance markets are
currently writing aviation insurance, which means there
is a good bit of competition and variance in pricing. If all
of the variables we've stated are equal, including the
carrier selected, you and your fellow aircraft owner
should see a similar pricing level. It is very rare, however, that every risk is completely identical in every aspect.
Each aviation insurance risk—while being underwritten as a particular class of business and subject to the
underwriting companies rating guidelines—is still evaluated on its individual underwriting information and merits. The aviation insurance landscape is always changing,
so it is behooves you to find an agent who knows the market well, and who is willing to do the homework on the
coverage and financial stability of each company.
If you do not purchase adequate limits, or if the
carrier has financial difficulty and cannot pay your
claim, in the long run, the cheapest premium may end
up being your most expensive option.
Go with agents who really know the variables in the
aviation insurance market.
FORUM
ABS idea and
information exchange
The Forum section is for member to responses
to articles, or to share their knowledge of a
helpful idea for other members. Send your
words and photos to absmail@bonanza.org.
SPOT tracker
The article in the July 2010 ABS Magazine (pg. 26)
on the SPOT tracker by Jim Herd was very interesting, as
was the follow-up comment in the September issue
(pg. 58) by Geary Keilman.
A few weeks ago I asked AOPA to look into unwinding the emergency locator transmitter (ELT) mandatory
requirement based upon the SPOT type of technology.
There is an AOPA article about ELTs available on their
website, apparently updated January 22, 2009. The article has a brief summary on how the ELT was made
mandatory and how poorly it has served general aviation
(GA). But AOPA still doesn’t want to abandon the ELT
requirement. Even though the new 406 units cost almost
$1,000, they are recommending that the old units be
voluntarily replaced. I have always insisted that all ELT
use should be voluntary.
I was there in the beginning when the ELT boon
doggle got started by Joe Crotti in California (if memory
Engine PreOiler
6601 AUDIO ADVISORY SYSTEM
Get Oiled
Before You Start!
Your “electronic co-pilot”
REDUCE ENGINE WEAR!
FAA STC/PMA
Up to 70% of engine wear
is caused by insufficient
lubrication during start.
4Gear Position Advisories
4Overspeed (Vne) Advisory
4Stall Warning Repeater
4Flight Time Recording
STC’d for the Sierra, Bonanza, Baron, Dutchess, Duke and
C90 King Air. For more information, contact your favorite
avionics dealer or visit us at
www.p2inc.com
(888) 921-8359
Install a Preoiler and
• Lubricate Bearings
• Pressurize Lifters
• Lubricate Cams
• Lubricate Valves
Certified on ALL Barons
and the following Bonanzas:
All 33's, 35H and later, all 36's.
http://www.oilamatic.com
P.O. Box 5284 • Englewood, CO 80155
(303) 770-0175, 1-800-343-7623, FAX (303) 793-0493
AWARD WINNING
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• Priced from $438 per pair
Repair Station K9AR289N
Call now for
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Kalamazoo Aircraft Inc.
800-362-6215
www.ramsheadusa.com
2729 E. MILHAM ROAD • KALAMAZOO, MI 49002
269.381.0790 • FAX 269.381.9762
KALAMAZOOAIRCRAFT.COM
FORUM
CUSTOM GPS MOUNTS
MODELS FOR MOST BEECHCRAFT
Models for Bonanzas & Barons
from $149
• Fits Single and Dual Yokes
• CNC Billet Aluminum Quality
• Easy to Fit
• No Modifications to Your Aircraft
Angerole, Inc. • Indianapolis, IN
317-508-5368
www.angerole.com
serves me). The problem was that
most airplane owners were not concerned at the time for many reasons,
i.e. it won’t happen to me, emergency radio coverage was very good,
and the ELT was not worth the
weight or expense.
The feds stepped in and wrote
the specs and made it a mandatory
requirement to maximize unit quantity production to reduce the unit
cost. From the beginning I have been
complaining that the ELT system
was stupid and not worth it. I predicted the gross false alarm rates—
and guess what? I was right. In the
meanwhile I have spent more than
$10,000 on ELT-related expenses for
my aircraft! Now I need two new
ones at another $2,000!
While flying more than 13,000
hours, the one time that I had an inflight engine failure was over the
middle of Nevada and I could still alert ATC by a simple
radio call. The existing SPOT system has been here for
more than two years, and is used by cars, trains, bikers,
hikers, etc. It is a proven, viable, low-cost, low-weight,
more reliable system that has added user features. It
doesn’t need to be mandatory to reduce unit cost!
ABS could serve their members and all of GA by
requesting the FAA to stop the foolishness by making
ELTs voluntary and encouraging aircraft owners to
employ more useful and cost-effective technology such
as SPOT. —George Loegering, Sun City, Arizona
An entirely NEW door seal
design is now available
for Beech Aircraft
• air tight “leak proof”
• molds to whatever it needs
to in order to form the
perfect seal
ECI piston warranty resolved
In the October 2010 ABS Magazine (pg. 20), I had
an article about a piston failure in the engine of my airplane and how ECI had refused to cover it under warranty, even though it was their piston and cylinders, and
that Steve Howe at America’s Aircraft Engines, the overhauler, had eaten the costs of the whole thing. Well, after
further review, ECI has changed their mind and has covered the problem under warranty and reimbursed Steve
for his costs. Wanted everyone to know that ECI did the
right thing. —Harvey Kriegsman, Palm Bay, Florida
NEW
Wing walk coating
• it greatly reduces slipping
• fast drying, easy to apply
polyurethane rubberbase paint
• can be applied right over
existing wing walks
Aircraft Door Seals, LLC
300 N. Hwy 377 • Roanoke, TX 76262
Phone (817) 567-8020 • Fax (817) 567-8021
www.aircraftdoorseals.com
BENDIX / KING AUTOPILOTS
Service, Parts, Loaners,
Troubleshooting by Phone
NEW FAA-PMA
VOLTAGE
REGULATORS
FOR ALTERNATORS & GENERATORS
Part No.
BEECH Part No.
R15100
38-380010 Alt. Regulator
R1530B
35-380093-1,2,3 Alt. Regulator
R251DR
9000591 Alt. Regulator
G1350N
35-380142-7 Gen. Regulator
G1500N
G225EN
G240EN
G225KN
G225EN w/Parallel Circuit
G240KN
G240EN w/Parallel Circuit
EQ2500
1116902 Parallel Relay
Kings Avionics is a specialist in your autopilot system.
We offer customized repair and overhaul of KFC 150
and KFC 200 autopilot systems including flight director
indicator and KCS 55A HSI system. We also offer
repair services for Bendix/King Nav/Com, DME,
and Transponder. Please call Kings Avionics, Inc. in
Olathe, Kansas or Salt Lake City, Utah and we will
assist you in troubleshooting your aircraft.
237 North 2370 West, Salt Lake City, UT 84116 • 801.539.8412 • www.kingavionics.com • scheduling@kingsavionics.com
280 Gardner Drive, Ste #3, New Century, KS 66031 • 913.829.4606 • www.kingsavionics.net • service@kingsavionics.net
Our Repair Station Repairs & Exchanges
Part Numbers VR600, EM2073, 20053,
20065, 20137, B00403, B00267
ZEFTRONICS
Electrical Charging System Solutions
1622 E. Whaley St., Longview, TX 75601
SALES: 1-800-362-8985
Sales@zeftronics.com
TECH: 1-903-758-6661
FAX: 1-903-236-9766
MC V
COD
FORUM
&XVWRPSDLQW\RXUSODQH
Watch for CO intrusion
<RXUSODQHKDVDSHUVRQDOLW\6RVKRZLW
:HFXVWRPUHÀQLVKHYHU\WKLQJIURPKRPHEXLOWVWR.LQJ$LUV
ZLWKORQJODVWLQJ6KHUZLQ:LOOLDPV-HW*ORSUHPLXPFRDWLQJV
)URPPLQRUWRXFKXSVWRFRPSOHWHVWULSDQGSDLQWZHJXDUDQWHH
\RXUSURMHFWZLOOEHÀQLVKHGRQWLPHDQGRQEXGJHW
ZZZ)O\LQJ&RORUV$YLDWLRQFRP
%HQWRQ+DUERU0LFKLJDQ
6SHFLDOL]LQJLQDLUFUDIWUHÀQLVKLQJ
Custom Panel Design
Bench Repair
Avionics Installation
Autopilot Installation
and Service
.%(+
·1·:
Call us to discuss how this
"Ultimate" panel upgrade can
be performed on your aircraft.
For an Appointment call
1-800-485-6059
FAA Approved Certified Repair
Station # 5ECR951Y
Just minutes north of
Dallas Fort Worth!
Collin County Regional Airport (TKI)
A36 "Ultimate" Panel Upgrade
greg@selectavionics.com
This is a 1978 model airplane!
www.selectavionics.com
I received a typical bureaucratic Special Airworthiness Information Bulletin (SAIB), CE-10-33
R1, addressing carbon monoxide
poisoning. I found the link very
informative www.tc.faa.gov/its/
worldpac/techrpt/ar0949.pdf.
WITHOUT an exhaust system failure...(from
appendix B):
• Panel-mounted CO detectors are the best
indicators, across the board, based on
location.
• Lower left at pilot's legs in a low wing is
consistently the highest level reading
location.
• Low-wing aircraft have twice the level of
recorded CO in normal operations as
high wing.
• Low-wing aircraft have twice the number
of recorded CO events in normal operations as high wing.
• Alarm levels should be set at 35 ppm.
I have been chasing a slight CO
intrusion with certain vent/heat/air
Just in…
the last new factory controls
out of Beechcraft
Let us Exchange or Overhaul your Dual
or Single Control to New Condition.
Rental units available by week or monthly.
Air Mech, Inc.
Toll Free 888-282-9010
Ph. 580-431-2333
Rt. 2 Box 113, Cherokee, OK 73728
email: airmech@sctelcom.net
www.dualyoke.com
settings in my N35. I have determined that the left wing fresh air vent
is a major culprit on the ground and
in climb. Peaks have been at 75 ppm.
My wife and I both can "feel" anything above 20 ppm after a few minutes. I have purchased a CO
Guardian panel unit that will display
10 ppm and higher. I have been using
an UEi calibrated hand-held CO
detector/recorder in flight.
If I close all my fresh air vents
and the front heat vents (leaving
only heat or unheated air coming
out at the back seat footwell), suction (hat shelf and baggage floor)
draws exhaust back in from the rear
fuselage thru the shoulder harness
inertia reel ceiling openings. Even
when LOP in cruise, I can see as
high as 25 ppm in the back seats.
Be careful up there.
UPGRADE TO NEW SUPER POWER,
MODERN ALTERNATOR SYSTEM. NEW STC
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NATIONAL AIRPARTS, INC.
1-800-713-1111 or 386-734-3365
The Right Connection!
Super Power Alternator Conversion.
STC’d for Beech Debonair & Bonanza
* KITs include FAA-PMA N300 12V 70A alternator
with state-of-the-art ACU and are direct replacements for 35 or 50 amp belt-driven generators.
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Providing Quality Service Since 1980
McCauley
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BEECHCRAFT - DOWTY ROTOL
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McCAULEY - SENSENICH - WOODWARD
Full Propeller
Props &
Sales & Service
Prop Governors
Authorized Distributor
• Rapco
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• Ice Shield
• BF Goodrich
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SOME N300 alternator features:
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High output at low engine speed
Precision balanced rotor
Cool operation at maximum load
Extensive Radio Noise Suppression
600 HOUR/2 YEAR WARRANTY
Hartzell
Top Prop STC
Toll Free
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web site: http://www.nationalairparts.com
Email : sales@precisionpropellerservice.com
preprop@heritagewifi.com
Web: precisionpropellerservice.com
4777 Aeronca St.,
4777 Aeronca St., Boise,
Boise,ID
ID83705
83705
YEAR END CLOSE-OUT SALE
ABS Zipper Pulls
Perfect for jackets,
zip-up coverups, duffel
bags. Made of durable
pewter with stainless
steel clip. Straight tail,
V-tail, or Baron.
Specify model. $6.00
ALL JEWELRY AND ACCESSORIES
Buy ONE and Get the SECOND at Equal
or Lower Value FREE
Pewter Keychains
Indicate V-tail,
Straight-tail or Baron.
No. 3135 $6.00 ea.
3135
“Glowing” ABS Holiday
Ornament When attached to minilites on your tree, the engraved
design glows. Custom made from
the highest quality glass, then
laser-engraved one at a time to
create the unique ABS design.
Made in USA. Gold etched globe. 3100
No. 3100 $15.00 discounted
to $5.00
Our Very Own Ornaments! Made of elegant pewter for year
’round display in your home or office. V-tail, Straight tail, or Baron
flying free within a 3" oval donning the USA flag at the bottom.
ABS logo engraved tags attached to colorful ribbon. Great gift.
No. 3200 $10.00 NOW $7.50 each
3200
Unusual View of your V-Tail in the clouds. Gold filled necklace
with 18" chain. $29.00
Sterling Silver Necklace with 18" chain. 3D view of your
V-Tail or Straight Tail. $29.00
WOMEN FLY! Small silver or gold pin. For pilot or passenger.
Show your pride. $4.50
Detailed Side View of Airplane. Sterling silver necklace with
18" chain. Choose V-Tail, Straight Tail or Baron. $29.00
Sterling Silver Pierced Earrings. Choose V-Tail, Straight Tail
or Baron. Side View or 3D. $37.50
Airplane Pin Contemporary airplane shape in lustrous gold.
No. 8007 $7.50
Low-wing Airplane Pin
Golden pin encrusted with
crystals “dancing” over it.
8007
8110
A lovely conversation piece.
No. 8002 $10.00
8100
Ribbon Loop Earrings Studs
8002
support your choice of
airplane replicas. No. 8110 $15.00
Dangle Earrings Your choice of detailed
airplanes on golden hooks. Specify V-tail,
straight tail, or Baron. No. 8100 $8.50
Lapel Pins White enamel and gold and
3130
dark blue detail. A great statement. Not
actual size shown. No. 3130 $5.00
8040
Specify V-tail or Baron Only.
Gold Lapel Pin or Tie Tac
Specify V-tail, straight tail, or Baron.
No. 8040 $6.75
No. 8050 $6.75
8050
Golf Shirts – Discontinued
60/40 poly/cotton blend shirt. Four matching
buttons. Colors: Navy – S, M, 2X; Burgandy – S
Light blue – S, M; White – S, M.
No. 1300 $32.00 NOW $15.00
Sweat Shirts – Discontinued
Available in Grey w/red and blue design – S, M, L;
Navy w/red and white design – S; Red w/red design – L;
No. 1700 $31.00 NOW $20.00
$8.00 shipping / handling (outside U.S. actual postage is charged)
YEAR END
CLOSE-OUT SALE
NEW Golf Shirts
Sweatshirts
Cotton/Polyester short
sleeve dri-balance polo
shirt; no pocket. Sizes
S-2XL. Colors available:
Blue, Navy, Maroon and
White. $35.00
NOW $25.00
Crew Neck – 100% Ringspun combed cotton pigment dyed
CAMP SHIRT
sweatshirt with flat knit collar. 80/20 Cotton poly backing, double Short-sleeved cotton/rayon
needle stitching throughout with rib knit cuffs and hem. Blue,
shirt showing OUR
Chestnut, Red S-2XL. $42.00 NOW $35.00
airplanes – Vtails,
Hoodie Sweatshirt with zipper Blue, Olive, Burnt Orange
Straight Tails and Barons.
S-2XL. $54.00 NOW $45.00
VERY popular. Get yours
today! S-XL $49.94
NOW
$30
Denim Shirts
Classic styling, this shirt goes with
everything. Wear it with jeans or
khakis, under a sport coat or even
with a tie. Long-sleeve button-down
only. American Bonanza Society logo
embroidered over left chest pocket.
100% cotton denim with horn
buttons, two-button cuffs
and single-button
sleeve. Double-needle
stitched seams.
Relaxed fit. Adult
sized S-XXL Colors:
Dark Denim, Stone
Washed No. 1050
$44.00 NOW $35.00 long sleeve,
$40.00 NOW $30.00 short sleeve
Women’s Tank Top
Just in time for summer! 100%
cotton. Pale blue, lavender, or
grey with American Bonanza
Society embroidered on front.
S-XL. Grey and navy only 2XL.
$15.00 NOW $7.50
All About Baby!
Terry cloth Blue or Pink Bibs $7.00 NOW $5.00
Blue 100% cotton T-shirt 12 mos. $10.00 NOW $6.00;
Pink 100% cotton T-shirt 18 mos. $10.00
NOW $6.00; Log Book, 48 pages $5.00.
T-shirt, Bib and Log Book Set
$20.00 NOW $12.00
ABS Tees!
Mousepads
Baron on White
No. 1410 $12.00
NOW $8.00
(S, M, 2X only)
Straight Line
No. 1409 $15.00
NOW $10.00
(no XL)
V-Tail Green
No. 1408G $15.00
NOW $10.00
Stadium Blanket
ABS polarfleece blanket
comes in bright Red or
Yellow with velcro close
and nylon web strap for
carrying. Protected with
nylon covering imprinted
with ABS logo.
$15.00 NOW $10.00
V-Tail Khaki
No. 1408K $15.00
NOW $10.00
Mousepad with 1947
model 7.2" x 9" x 3/16"
neoprene with white
cotton twill face.
No. M8 $12.00 NOW $6.50
ABS Auto Tag Holder
White plastic frame with blue lettering.
$5.00 – BUY ONE GET ONE FREE
Go to ABS Store at
www.bonanza.org
for more sale items
CLASSIFIED ADVERTISING
CLASSIFIED ADVERTISING RATES:
Members 75¢/word; $5/month for web
placement. Nonmembers $1.25/word;
$15/month for web placement. 25-word
minimum.
FORMAT: Grouped initials count as one
word; telephone numbers & e-mail
addresses count as two words. All other
words count as one.
TERMS: Prepaid with order; no agency
discounts.
CLOSING DATE: Must be received by 5th
of month before placement.
TO PLACE: Ads need to be submitted in
writing. Mail to PO Box 12888, Wichita,
KS 67277; FAX to 316-945-1710; or
use the ABS Advertising Links at
www.bonanza.org. If you have questions
call 316-945-1700.
AIRCRAFT FOR SALE, RENT,
PARTNERSHIP:
DON'T MAKE AN EXPENSIVE MISTAKE! Call
me for a Free Consultation on your purchase
of a Bonanza or Baron before you Pre-Buy.
Visit my web site at www.beechcraft
buyers.com. Or call 850-240-7243. (4/08)
——————————
1973 Exceptional BE58 Baron OBO, 4400
TTAF, 680 TT IO-550-C 300HP TCM,
GNS-530W, Biggs Installed Beech Spar
Mod, Always Hangered, All logs, three
owner no freight or charter. More info and
photos at txbeechaircraft.com email:
kendall@txbeechaircraft.com or 972-5690808.(8/10)
——————————
1960 M35 Bonanza. 4570TT, 810 SMOH,
150 S/new cylinders, KX155 w/GS, KX155,
KN64, KR87, KMA24 audio panel, KT78A
w/ encoder, GPS150XL, GAMIs, Insight 6
probe EGT & CHT, Shadin miniflow fuel
flow, Century IIB A/P, PS Engrg intercom,
digital tach, Precise Flight standby vacuum,
BDS Speedslope W/S, Clevelands, OK paint
and interior. $62,500. Call Allen at 727-7725590, Palm Harbor, FL. (9/10)
——————————
64 S Bonanza. Very clean original airplane.
380 Reman, 4800+ TT, 3 blade McCauley,
King Silver Crown. 2001 GPS, GAMIs,
Clevelands, Oil Pre-heat, Strobe, Century I
coupled. July annual completed. $74,950
OBO. 360-432-8292 (WA). egpilg@msn.
com. (10/10)
——————————
AIRCRAFT-SWAP.COM... Putting Together
The Perfect Trade! We can help you find
someone looking for your plane who has the
plane you're searching for. (2/08)
1968 Aerobatic Bonanza E33C #CJ-8.
Recent Poplowski paint, clean leather and
sheepskin interior. Gami's, Gem monitor,
strong mid time engine, recent annual, dual
navcom with G/S. GPS. $98,500. Contact Bill
214 649 9376 (TX)williamippolito@cs.com.
(9/10)
——————————
1990 Prevost MotorCoach to trade for late
model low time V-Tail, 36 or B55, engines
ran out OK. Coach is custom built Angola
with less than 80,000 miles. No special
license req'd. Very easy to drive. We're
non smokers/no pets. 260-433-4807.
Specifications and pictures at: http://www.
flickr.com/photos/52109399@N05/sets/721
57624392166587/. (9/10)
——————————
1994 F33A Bonanza. Pristine. One owner.
Always hangared. KFC150 autopilot,
KLN94 GPS, dual KX155's, EDM700,
Stormscope/skywatch. 1710hrs. TTAF+E.
Individual. $190K. 256-878-7830w, 256891-1234h (AL). drwhg@aol.com (10/10)
——————————
1/4 partnership, meticulously maintained.
1982 A36 Bonanza in Atlanta, GA (PDK).
$58,000. 4273 TTAF, SFRM 1384, I/O-550
Engine, new interior, paint, Garmin GNS,
530W IFR GPS, GDL 69A XM radio,
weather overlay, GMA 340 audio. Much
more! Pilot Requirements: IFR; 500 Total
Hours; Contact Geri Swanson 404-6264608 or swanson1@bellsouth.net. (9/10)
——————————
Reduced.This was my fathers Bonanza 1947
35 D-1130. 2,614TT, 359SMOH, eng/prop,
Clevelands, air/oil seperator, heated pitot,
Whelen 3 point stobes, Tanis heater, Never
damaged, always hanagared, Current IFR
and AD's, all logs, King Radios 4 place intercom, 1999 ABS display plane at Oshkosh
$42.5K 608-526-4639 (WI). (6/10)
——————————
1961 N35 BONANZA • FOR SALE , Overall
Deep Navy Blue with White and light blue
accent stripe. N-number on the wings. NEW
PAINT 2004. Leather interior, 3200 TTAF
450 SMOH on IO470N. 195 SPOH. KT76a,
KX155 w/GS KY96a KR87 KNS80 RNAV.
Fresh annual. $54,000. CALL 773-2307432 Contact Stuart, Naperville, IL. (6/10)
——————————
Price Reduced 1958 J35. SMOH 127, TT
2262, Century 360 NDH HSI fully coupled,
STEC 50 autopilot LOC & GS, Dual
KX155 w/ GS, Bose headset, new prop and
assembly. New nose gear, sloped WS, alternator conversion, Dual & Throwover yokes,
Lawrence 5” GPS. NDH, Pilot and Co-Pilot
shoulder harness, 8+ in & out, Annual due
1/11, altimeter 20,000', due 7/11, Complete
panel lights. $49,000. 781-235-1077 (MA).
(11/10)
1973 B55 Baron, NDH, 4525 TTAF,131
SMOH (L&R) 481 SPOH, King Digital
Silver Crown Package.New Paint and
Interior 1991. 3-blade Props. Call Don
Blakey 501-993-7632 (AR) for new low
price. Or Don.Blakey@yahoo.com for pictures and complete spec sheet. (10/10)
——————————
1980 F33A, 2536TT, 731 SMOH (by
Ultimate), 153 SN 3-blade Top Prop, 2nd
Owner, Collins Avionics, KAP-200, HSI,
RMI, JPI engine monitor, dual yoke, large
baggage door, always hangared, $100,000,
Call Rick 713-504-4601 (TX), or email at
weninger@comcast.net. (6/10)
——————————
1997 A36 BONANZA; 960 HRS located at
PVG in Southeast VA. Fully equipped, full
IFR package and always kept in hangar.
Asking $297,000, Vref valuataion is:
$339,106. Original owner. See Photos at
www.commodoretheatre.com/aircraft or
call - FRED SCHOENFELD, 757-5441379
(VA)
FRED@COMMODORE
THEATRE.COM. (5/09)
——————————
1969 D-55 Baron. TT 5900 hrs.TOH 800
R&L. Good paint, interior, FAST, 6
seats,Good Boots, Dualcontrols, Radar,
430, fresh annual, $90,000. Call Paul at
757-376-3077(VA).(4/10)
——————————
1964 S35. 3900 TT, 900 SFRM (Gold Seal),
750 SNP 3 blade Hartzell, King Digital IFR,
STEC 50 w/ altitude hold, Garmin GPS,
beautiful late model paint, great interior,
speed slope windshield, dual yokes, Reiff
preheater, cover, strobes, etc. NDH, Always
hangared, 3rd owner. $87,500. Come see this
one last. 586-536-0055(MI) evenings. (9/10)
——————————
1977 Colemill President II Baron 55
N5484V. 750 hrs since factory new
IO550/300HP, new props, etc. ($129K
upgrade). 3400TT. Nice paint/interior.
Delivered w/fresh annual. Reduced $129,000.
Jackson & Associates 316-942-3288 (KS),
jacksonandassoc@cs.com. (10/10)
——————————
BEECH WANTED!!! All models, run outs OK,
needing P&I/Radio upgrades OK, fast discriminate transaction on your ramp 20 years
experience/references. Jim 760-930-9300,
avloc@yahoo.com. (1/08)
——————————
1979 A36. TT 5790 1290 STOH ECI
Cylinders Prop 450 SMOH GAMIs with
smooth LOP ops Tip Tanks, King Avioncs,
KFC 200AP/FD with YD, WX1000, EI
Engine Analyzer, Standby Gen and Vac, Fuel
Totalizer, New wing bolts and alternator, Bob
Ripley Annuals, last June 2010, Always
Hangared, $115,000, Kerney 828 231 6400,
emailkmcneil@preferredstorage.com.(11/10)
1978 Beech Baron E55, original and very
low time, 1346 TT. Lost medical. Reduced
to $155,000. Call or email for specs & photos. 503-625-5081 or 503-469-8424 or
grrfrancis@yahoo.com. (9/10)
——————————
1977 F33A. TT 3220, only 298 SFRM, IO520, 3 blade McCauley, same owner 20
years, always in a heater hangar. All ADs,
Garmin 530 IFR, Apollo SL-30, Garmin GI160As, 4 pl intercom, Cent III AP, Wool and
leather, 9 inside & out, NO DAMAGE, full
details via email. $145K. Call Chris 541390-8570. (9/10)
——————————
Beautiful S35. 6000TT, 650 SFRM-FWF, 0
time McCauley, Clevelands, Osborne tips,
S/S windshield, Oxford paint, strobes &
RB, Smith seals, GAMIs, STEC 60 AP, JPI
700 EGT/CHT & 450 FF, WX-10, Garmin
430,340,327, King KN64 DME, KR 87
ADF, Narco-MK-12D/R and more.
Hangared. NDH, exceptional condition.
$90,000. Call 2nd owner 603-868-0416 or
broker 772-283-6220. (11/10)
——————————
1/2 Partnership, 1966 C33. IO-550 300HP,
180KTS , 4800TT 500SMOH 3 Blade,
Garmin 530W/430 330 TXP, Sandel 3308,
Stec 55, XM Weather, WX500, JPI.
Leather Interior. Tip Tanks. Beautiful Paint.
Immaculate Logs. No Expense Spared.
Hangared 19A, Jefferson, GA. 770-8237631 gadellinc@hotmail.com. (10/10)
——————————
1978 BONANZA F33A, 2520TT, 644SMOH
by Lycon Pristine California airplane, always
hangared, same owners 30 years. Excellent
paint & interior. Collins avionics incl.HSI
and DME. CENT III with yaw damper.
McCauley 3 blade prop GAMIs, Dual Yoke,
Strobes. June 2010 annual. $139K.
drmdq@pacbell.net. 916-768-3921 (10/10)
——————————
1979 Baron 58P N257CC. 5070 TT,
1067/1067 SMOH (factory installed 325HP,
1600TBO, Western Skyways OHs). Known
Ice, AC, 196USG, GAMIs, VGs. Make
Offer. Jackson & Associates 316-942-3288
(KS) jacksonandassoc@cs.com. (10/10)
——————————
1986 F33A. $139,000. TT 5170, NFNEW
830, SPOH 625. GNS530, KFC-150
Autopilot w/yaw damp, WX-10A. 2007
paint, new leather. Standby gen & inst. pressure. Dual yoke, dual brakes. One owner
since 1987. Recent insp. by Pearce. Nice!
Trades? Denver wingsdan@mac.com 720936-7840. (12/10).
——————————
1989 F33A, 9950TT, 1833SFRM, 546STOH.
Arizona trainer until 1998. thudrvr@
aol.com for details and pictures. 512-6861837 (TX) $129,000. (9/10)
'62 Debonair. 4645TT 1012 SMOH IO470K, 260HP, GAMIs, EI Engine Monitor,
80gal fuel, new main tires. 4/10 annual. IFR,
SS, Windsheild, Rozen Visors, 4place intercom. $70,000. Can deliver 315-374-9705
(NY) or RGS1945@rochester.rr.com. (10/10)
——————————
BEAUTIFUL 1987 Beech Bonanza A36, 1537
TT, 945 SMOH, 530W, 496, KFC150,
D'Shannon tips, fuel flow, radar alt., HSI,
stormscope, more. $219,000. cell 262-3918887(FL)paulwunsch@deltamed.net. (10/10)
——————————
1968 36 10,000 hrs, I0550 450 hrs Mike
Smith full speed mods. 2 owner. Bonanza
Service Clinic 11/2010. 979-297-4051 (TX)
$100K. For photos/more info email
robertjkilian@sbcglobal.net. (11/10)
——————————
1960 B95 Travel Air; 5821TT, 1382 SMOH
L/R, 500 SOH Props, June Annual,
GNS430W, GTX327, XM-Weather, 3-Axis
A/P /w/GSS Roll Steering, Slaved HSI;
$69,500, Owned since 1981, Contact
Charles at 214-321-9140.(TX) (11/09).
——————————
1991 A36, 3425 TT, 1240 SFOH, 830
SPOH A/C, V/G & gap seals, KFC 200,
KING Radio, WX 900, leather, new headliner, 215,000 or Trade down to V35 or B33,
James
423-519-0600
cell
(TN).
james.lee1@era.com. (3/10).
——————————
Bonanza, 1971 V35B, TT4861, 76 hrs,
SFRM, Cont IO550. Osborne Tip Tanks.
TKS De-Ice. 170 Kt Cruise. Economical
long distance travel in a beautiful airplane.
1200 kmi range with 45 min reserve. New
Interior and glass. Garmin 430WAS, WX10
Storm Scope. Excellent paint. Actual cost:
$253,000. Please make an offer. 607-4268953 (FL) demnoah@aol.com.(4/10)
——————————
1968 V35A, 3544TT, 255SFRM IO520
w/GAMI's. 323SPOH all logs, Meticulous
maintenance, KX165,MX120 w/dual GS.
KMA24 panel, Garmin GTX327 txpdr, JPI
700 engine monitor w/ digital RPM. Brittain
3-axis AP. Rosens, All AD's complied w/.
$95,000 OBO Photos available. John (CA)
714-904-4392 or jcoldds@aol.com. (4/10).
——————————
1975 A36. 3748 TT, 1356 SFRM, 3BLADE PROP, DUAL YOKE, Windshield
08, Avionics Collins, Garmin430, Leather
Interior, Good Paint, Always Hangared.
$139,000. msjones4309@clearwire.net.
(254)-947-0651(TX). (9/10)
——————————
'62 Debonair - 2760 TT 40.7 SFOH
IO520BB D'Shannon STC with windshield
engine baffle kit. 5/10 annual IFR $84,400.
620-326-8904
carolyn@airplains.com.
(12/10)
N3170T 1988 Beechcraft F33A Bonanza Like a steak in the bottom of the freezer!
This pristine F33A has only 676 hours since
new, always hangared, well-maintained.
Garmin 530 WAAS/330TIS with KFC150
Autopliot, FD and HSI. Rare opportunity
for a near-new condition F33A.
http://www.AircraftMerchants.com/N3170T
- 919-553-5235 (NC). brokers@aircraftmerchants.com.(12/10)
——————————
1982 A36 50TH ANNIVERSARY EDITION.
3010 TTA, recent I/O 550 reman & prop
O/H, King avionics, 430W, KFC200,
Stormscope, intercom, A/C, NDH, Logs,
Hangared, Nice Plane. $175,000. Contact
205/873-9597 or baileymews@aol.com.
(12/10)
——————————
Beautiful F33A, located UK, ‘N’ reg, could
deliver. Turbo-normalized, gap seals, tip
tanks, speed brakes, IFR with G530, mode
S. Contact: Connection Aviation, ph +441409-241210, email keith_tomlin@bt
connect.com. (12/10)
——————————
’83 B36TC N6554K.Low time 1675 TTAF,
535 TSMOH, excellent paint/interior.KFC200 AP/FD (slaved HSI) Garmin 530,
Skywatch/Stormscope, Oxy system, Shadin
Digital FF, GAMI injectors, Alpine aux
landing lights, Club seating, strobes, Bose
power plugs, dual control wheel, super
soundproofing and much more. $225K. For
inquiries/pictures 602-757-0203 or bcannon
@cannonaviation.com Scottsdale,AZ.(12/10)
——————————
1981 A36. 1475TT, NDH, Excellent condition, All ADs, logs, KFC 200 AP/FD/Slaved
HSI, JPI analyzer, GAMIs, paint, fresh
annual, always hangared, owned 26 years.
San Diego. Reduced $139,900. More
info/pix - bn1@sbcglobal.net. (12/10)
——————————
1968 V35A.3814 TT, 750 SFRM, IO-550,
NDH, Always dry-country, always
hangared, Fresh annual. New bladders
2005/2007. Complete logs. KT 76C, GX55, KX 197, KNS 80, STEC 55X, KX
175B, 5th seat, Tan/Maroon w/tan leather.
$105,000, 406-546-9550, lndrov@msn.com.
(MT) (12/10).
——————————
1978 BE58P Baron. TTSN 5533, 757/38
s/RAM, 325HP engine upgrades, 757 s/new
black McCauley scimitar props, Known Ice,
GAMI's, GARMIN 530w+430W,GARMIN
GMA 347 Audio Panel w/6 place intercom,
XM Radio, Mode S Transponder, Digital
Fuel Flow and GEM, KFC 200 Autopilot,
HSI, Strikefinder, Radar, New Paint 2006.
$215,000 gk1petty@sbcglobal.net 805-5437680 (CA). (12/10)
——————————
3 Beechcraft Twin Bonanzas models
J50,D50,& D50A. B50 for Parts. Will trade
for 1964 or later Model 35 Bonanza. Call
907-444-2899 (AK) (12/10)
——————————
1967 V35. 4450 TTAF, 500 left on Ultimate
O/H with GAMIs. Just completed Annual
and IFR inspections. All Garmin panel
including Audio, XMWX, GNS 530,
transponder. STEC 60-2 Autopilot with altitude and vs preselect. Automatic Yaw
damper, slaved HSI, new vacuum pumps
including auto standby. Excellent paint and
interior. No damage history. Excellent buy
at $99K Contact Jim Cooper 317-413-1783
or email at coopjim@me.com. (12/10)
——————————
1971 A36, TT 7349.2, SMOH 42,flown
instrument 20 years. KX155, Garmin
550/330 couple with S-TEC 60 with altitude
hold and heading bug. Standby airborne
vac, A backup OBS with Glideslope.
Hartzell 3-blade, N/D. Will include new
paint, your design and color. The best news:
by Advanced Aircraft Maintenance, location
AGC. Look up on Internet. Steve's paint
jobs have appeared in ABS Magazine. Many
have said he's among top 3 in U.S. for his
paint jobs on fixed wing and helicopters.
$125,000 cash. 412-670-0610 (PA) (12/10)
——————————
1976 E55 Baron, 4340TT, 291 SFRM's &
New 3-blade Hartzell's, JPI760-6w/FF,
GAMI's, recent Garmin cockpit, including
G500 w/GAD43 coupled to KFC200,
GNS530W, GNS430W, GMA340, GTX330
& GTX327 TXP, GDL69XM, WX500, deice boots, alky props & WS, six seats,
leather, factory shoulder belts, Rosens, dual
& single yokes, great Paint & Interior. April
2010 annual. All logs, Hangared, Call or
email for Specs & Photos.865-755-5307,
10ecsquire@charter.net.
FLIGHT INSTRUCTORS:
Baron and Bonanza Instruction – BPPP
instructor, Gold Seal and Master CFI. G1000 qualified, G530W/G430W/G480
trained. Instrument ratings, insurance
check-outs, recurrent training, pre-buy
assistance. Houston based, your place or
mine. Gerry Parker. 713-826-6663 (TX).
gparker@pmkc.com. (4/09)
——————————
Want to learn barrel rolls & loops during
your BFR? Email captained@aol.com or call
me at 508-883-3335. (10/10)
——————————
A36 Instructor - north central Florida - will
travel. Initial and recurrent training, IPC's,
flight reviews, insurance check outs, buyer
assistance, & more. Buck Williams, ATP
CFII MEI www.masterwingsLLC.com/HMW
352-222-0873; . (6/09)
High Time Bonanza instructor available
within 750 miles of Boston, MA. Initial
training specialist. Total immersion instrument rating specialist.Rental Bonanza available. John Murray ATP/CFII. (617) 4290056, jbmflight@gmail.com.
——————————
Tennessee - Bonanza and Baron
Instruction Stephen Hammers, CFI, CFII,
MEI, ATP - 20+ yrs. Exp. Baron E55
Owner, Initial and Recurrent Training,
Instrument Competency Check, and
Insurance Checkout. Will Travel. Call 615479-7195. (8/09)
——————————
GPS Manuals. A pilot-friendly manual is
now available for the new Garmin
GPSMAP 696/695 and G900X. Our task
oriented manuals are simplified directions
that lead you step-by-step through all the
operations. When used with the actual unit,
it is the fastest and easiest way to learn. We
have manuals for most modern GPS units.
G900X and WAAS version of the G1000
$54.95. IFR models $44.95, handhelds
$39.95. Add $6.00 S/H in US. Other than
US add $12.00 for S/H. ZD Publishing, Inc.,
PO BOX 3487, Wichita, KS 67201. 888310-3134. (in Kansas 316-371-3134)
www.zdpublishing.com.
EQUIPMENT, PARTS AND SERVICE:
Bonanza inspections, maintenance, and
repair. Quality service with reasonable
prices. Owner assists available.Dynamic
Propeller Balancing. Bonanza owner with
25+ years experience. Brian Stout, A&P, IA.
Flying S Aviation. RHV, San Jose, CA. 408258-9462.
——————————
SEAT ADJUSTER BROKEN? We repair Roton,
Hydrolok and Beech. We overhaul shimmy
dampers. Exchanges available. Call Jerry @
810-300-1140.
——————————
Flight Controls for all Beechcraft thru King
Air 300 rebuilt by FAA approved repair station #YYSR526L w/25 years experience,
painting & balancing done in house. Stebbins
Aviation, Inc. 442 Downes Terr., Louisville,
KY 40214. 800-852-8155, 502-368-1414.
——————————
1992 A36 Wing Tips for sale. Perfect
condition. Phone 314-223-0075(MO),
mike@kendallteam.com. (12/10)
——————————
Avionics, STEC and CENTURY Autopilots,
Weather Avoidance System, GPSs, MFD's,
Fuel Flow Systems, Eng Monitoring System,.
Pippen/YORK FLYING MACHINE CO.,
Fredericksburg, TX. (toll free) 877-9978205, E-mail mike@pippen-york.com.
——————————
Mike’s Upholstery: Custom interiors, singles-light twins. FAA certified. Same location
since 1968. North Omaha Airport (3NO).
Omaha, NE. Mike Roney. 402-572-8788.
——————————
Aluminum Baron Elevators. Reskin your
Baron Elevators in “Aluminum”. Travelair D
and E models, all 55,56,58 (to include TC and
P models). Exchange available, no more corrosion problems, “replace one elevator at a
time”. Available at SRS and other trusted
Beechcraft Flight control overhaul facilities.
FAA CRS #U5LRO68X, FAA/PMA. www.
srsaviation.com. Toll free 877-364-8003.
——————————
Flight Controls Re-Skinned. We re-skin
Elevators Flaps and Ailerons 33 to King Air
300. All flight controls are built in fixtures
by experienced craftsman. FAA Cert.
Repair Station U5LRO68X. Call SRS
Aviation Toll Free 877-364-8003.
www.srsaviation.com
——————————
Cover-Ups by Denise. Expanded vinyl gear
& flap actuator covers for Bonanzas and
Barons. Uplock cover - set/ $38.00. Nose
Retract rod cover - $40.00. Steering rod
cover - $20.00. Wing Flap actuator cover Set/ $47.00 NEW!!! Chamois main gear
retract rod cover- Set/ $69 Charge for shipping and handling. Call Denise at 321-7259226 or Fax 321-676-5129.
——————————
Exhaust System Repairs. Mufflers - Flame
cones installed, end plate ass’y, etc. Exhaust
Manifolds - Ball end, flanges, patch work.
Tailpipes - ends repaired. Call Custom
Aircraft Parts at 800-561-1901 or 619-5615757. Ship to 14374 Olde Hwy. 80, El
Cajon, CA 92021. Visit our website at:
www.customaircraft.com.
——————————
‘M’ wingtips with strobe/NAV lights, $700
+ shipping. Garmin GPS 495 with accessories
$950 + shipping. Contact 239-357-4330 (FL)
or don@abbottproductions.com. (11/10)
——————————
RIGGING TOOL RENTAL. Increase safety, performance and control with ABS rigging
tools $100 plus two-way shipping for 12day rental. Available tools are an Aileron
travel board and one each Ruddervator (D-1
through D-2680) and Ruddervator (D-2681
and after) travel boards. RESERVE
AHEAD for your inspection/repair. ABS
HQ 316-945-1700.
——————————
Fuel Gauge Printed Circuit Modules Rebuilt
F33, V35, A36 Bonanza and Barons.
Guaranteed. Replaced if defective. $430.ea.
Exchange. Send old unit or call: Birks
Aviation Products, 3520 W Saymore Lane,
Peoria, IL 61615. 309-686-0614. email:
jbirks@mybluelight.com.
Elevators, 33 thru Baron. FAA-approved
repair station #209-53. Biggs Aircraft. 405258-2965, Fax 405-258-3016.
——————————
Dual & Single Control Yokes large handles,
trim knobs, all misc. parts for control yokes,
exchange your faded & cracked handles for
our like new refinished ones. Exchange singles for dual & vice versa. Call for quote,
we buy any duals, singles or any parts. Air
Mech, Inc., 580-431-2333 email: airmech
@sctelcom.net. For 20 years: Being your best
source for affordable yokes is our specialty.
——————————
FLIGHT CONTROLS reskinned for all
Beechcraft thru King Air 300, structural
repairs, modifications, engine installations,
heavy maintenance. Over 27 years in the business. Eight mechanics with over 200 years
combined experience. Call Vernon or Larry at
HAMPTON AVIATION, 479-394-5290.
——————————
2008 G36 Wing Tips for sale. Perfect condition. Phone 530-891-0717 (CA), or email
Mark.Spelts@LPL.com for details. (8/10)
——————————
Tables, new and used available. Contact
Chuck 660-885-8317 or chuck@avfab.com.
——————————
Aluminum Baron Elevators, All 55, 56, 58
(to include TC and P models) Exchange
available. Baron 55 Elevator $5650., Baron
58 Elevator $4750. Call for quote on all
other models. Fast turn time, painting and
balance upon request. Call Davis Martin
Structures DBA Control Center LLC (405)
401-7757 or (405)850-4800.
——————————
Bonanza Parts – Specializing in older model
35 Bonanzas. Restoring an old Bonanza or
just trying to keep yours flying? We dismantle many BONANZAs for parts!! A thru
P, M thru V35A-B, A36, B36, Debonair, AF33. Call requests to 530-661-1457 or
Email bonanzaparts@gmail.com. Visit our
web page, www.bonanzaparts.biz. 6/08
——————————
Dual Yoke Rental. Baron/Bonanza. $300
plus shipping for first 2 months, $125/mo
thereafter. Steve Weaver 843-475-6868.
(WV). (05/10)
——————————
Seat Specialists- Seat recline cylinders
repaired, seat repair, seat replacement parts.
Call Chuck at AvFab (660)885-8317 or
chuck@avfab.com.
——————————
Spar Mod. Kit Installation Bonanza/Baron.
Calkins Aero Service, Inc. – Houston, TX.
281-579-6674, caero@sbcglobal.net.
——————————
3 blade Hartzell Scimitar Prop. Like new,
PHC-C3YF-1RF/F8068. New 3/08. 150 TT
STC for Bonanza 33,35,36. $5,600. 970-3563430 (CO) hangar1@what-wire.com. (12/10)
BARON A/C STC KITS FOR SALE! Cool Air ™
approved for 55 thru 58TC series Barons.
Total electric, remote mounted. Capable of
ground cooling, light weight R134 certified.
Call Gary Gadberry at Aircenter, Inc. 423893-5444(TN) or email aircntr@aol.com,
www.aircenterinc.com.
——————————
Bonanza Flight Control Rebuild Service.
Ailerons $1675, flaps $1975, ruddervators/elevators $2350. Workmanship guaranteed, painting and balancing. Aero Surfaces,
CRS. OG3R-735-L, 530-893-5416, aero
surfaces@chico.com.
——————————
One right wing, Serial #D8895, fits planes
#D-6562 thru D-9069. Ailerons, flaps and
outer gear doors for right and left Bonanza
wings. 580-309-1640 (OK). (11/10)
——————————
Wing Tips w/strobes for A36 (from 1997
model). Asking $ 900 + shipping. Attilio Di
Marco: attilio9@gmail.com. 352-267-2070
(FL). (12/10)
——————————
Equipment removed 8-10 from 1976 E55.
Beech EGT guage, Beech VSI, Beech ASI,
Shadin AMS-2000 Altitude Alerting
System, King KI255 Flight Director indicator,Garmin
GI106A
VOR/LOC/ILS
Indicator, 24V Quartz Clock. Call or Email
for prices. Engine Nacelle Fillets. 865-7555307, 10ecsquire@charter.net (10/10)
——————————
MX20 w/Chartview $2100 and KI525A HSI
$900 + shipping. Both excellent condition,
removed from 1994 A36 for Garmin 500
upgrade 276-773-3737, 276-233-4762
(VA); lewiswalker3@gmail.com (12/10)
——————————
3 Ferry Tanks for a Beech 55 Baron located
in Canada. Built by Victor Koss. Asis/where-is, asking $1500/USD/OBO.
Email Axel: post@raboorberg.de. (12/10)
——————————
Wing Tips from a 1984 A36 Bonanza,
removed to install Tip Tanks. Excellent condition. Strobes and Navigation Lights
included. Call 765-642-4399 or 765-6239720 (IN). (12/10)
——————————
Engine Upgrade? STC’d IO-550-B Engine
Conversions for S35, V35,V35A, V35B,
C33A, E33A, E33C, F33A, F33C, G33, 36
and A36 Bonanzas. IO-470C or IO470-N
Engine Conversions for A35 thru G35
Bonanzas & 33 thru F33. Other Mods,
shoulder harness assemblies, instrument
panel conversions, SS battery boxes, seat
conversions. All Bonanza Mods. Hammock
Aviation Services, Inc. 972-875-4279.
Ennis,TX. www.hammockaviation.com.
——————————
Power Flow Exhaust for your Bonanza.
Calkins Aero Service Inc. in Houston, 281579-6674.www.calkinsaero.com
33, 35, 36 MAINTENANCE MANUAL, Plus
BONANZA F33A AIRPLANE FLIGHT
MANUAL/PILOTS OPERATING HANDBOOK. "Brand New" paid $363. Will sell
both for $250.Contact at kqc3@msn.com.
(9/10)
——————————
FOR SALE: Four fuel caps from C-55
Baron. $75 each. George Miller (340) 6421117. (10/10)
REAL ESTATE:
Winter Arizona Flying! Tie Down at air park
SE Phoenix area and comfortable home
5 minutes away. Come on down.
WinterAZflying@yahoo.com. (10/10)
——————————
A Pilot's Paradise only 165nm from Florida
Coast. Enjoy our 3BR/3BA new condo on
the Marina with boat slip. Call Kristen
757-376-3076 (VA). www.barefootat
treasurecay.com. (3/10)
——————————
SPRUCE CREEK FLY-IN REALTY –Celebrating
25 years of Service to the Spruce Creek FlyIn Community. Thank you to all for helping
to make our business such a success. We
look forward to meeting and serving new
neighbors and friends, and to continuing our
support of the Spruce Creek Fly-In
Community. Home of over 60 Bonanzas
and Barons. – Daytona Beach, East Coast of
Florida. A gated Country Club Community
with its own Airport, 4000’ paved runway x
180’ wide, 5/23. (7FL6). A full service Real
Estate office. Hangars, tiedown, car rental,
accommodations. Taxiway homes from
$535,000., Condos from $139,000., Golf
Homes from $279,000. Short and long term
rentals available. ABS Members Lenny
Ohlsson, Broker/Owner, Pat Ohlsson
and Dick and Jonnie Vanatta. SPRUCE
CREEK FLY-IN REALTY, 800-932-4437,
www.fly-in.com. Email: sales@fly-in.com.
——————————
PINE MOUNTAIN LAKE, CA (E45). Taxi to
your airpark home or live on the lake. Golf,
tennis, stables, gated community near
Yosemite. Capt. Larry Jobe “UAL” retired.
www.YosemiteAreaRealtors.com. 209-9625501 (CA) (8/10)
——————————
Hidden Lake (New Port Richey, FL)
Residential Community lot for sale. Over
one acre with over 100’ frontage – room for
a home and a hangar. Priced to sell now:
$85,000. Steven Oxman 410-956-3080 or
swo49@hotmail.com. (12/10)
——————————
Mountain View Rental Cabin, Ruidoso, NM.
From $135/night. Contact 575-808-0157
(NM), www.mountainflyinn.com. (6/10).
——————————
Fly All Season At Your Arizona Winter
Home! Airpark or General Realtor
Assistance. Pat Mindrup, Realtor/Aviator/
Plane Owner, MVR Properties. 928-6711597, www.wickenburgpat.com. Fly Safe!
(12/10)
WANTED:
WANTED: Northstar GPS60 Part# 660000 or 6600-01 Jim 213-706-4227 (CA),
jimst@wgn.net. (8/10)
——————————
Employment Opportunity -A&P WANTED in
southeastern VA (KPVG). GA experience preferred, Beech,Robinson,etc. Send Resumes
to Nate. natehrh@gmail.com . (8/10)
——————————
Wanted: Apollo GX-55 GPS with antenna.
Contact Alan Stevens at 901-755-9228 or
email aps32@comcast.net. (10/10)
——————————
Wanted: Dual control yokes, single control
yoke, handle, or any parts to them laying in
your hangar. Have some avionics, may
trade. Call 580-431-2333, email: airmech@
sctelcom.net.
MISCELLANEOUS
AVARTDECO.COM. A Great Source for
very UNIQUE AVIATION ART for Hangar,
Office and Home. Perfect for the FBOs too.
Go to Avartdeco.com for lots of great VINTAGE BEECHCRAFT Fine Art Prints on the
very highest quality archival papers. Perfect
for Holiday Gifts. These very unique
images created by Aviation Art Decorations
LLC are only available at Avartdeco.com.
Please visit the site, you will not be disappointed!! Other classic makes and models
also featured. (12/10)
——————————
Honda Suitecase Cycle, used, excellent
$1650. Bonanza Door seal, Goodyear pucks,
clips. Mixture arm 646265, all new. IO520
manuals. Liquidation list upon request.
Outdog31@hotmail.com. (12/10)
New Life
Members
ABS would like to extend a warm
welcome to these individuals who have
recently become ABS Life Members.
Christian M. Bruderer, Miami, Florida
(Member since 2007; he flies a 1978 V35B)
ABS board member
Ronald R. Hyde, Kenedy, Texas
is our 500TH Life Member
(Member since 2010; he flies a 2009 G36)
James A. McDonald,
Mentone, VIC, Australia
(Member since 2007; he flies a 1971 58)
Suzanne McGowan,
Bakersfield, California
(she flies a 2002 A36)
ABS extends condolences to the family & friends
of these ABS members who recently passed away.
John C. Gomes, Scottsdale, Arizona
(Member since 2000; he flew a 1972 F33A)
Roger Lyon, Cayucos, California
(Member since 2008; he flew a 1973 A36)
Display Advertising Index
NOTICE: ABS assumes no responsibility for products or services herein advertised,
or for claims or actions of advertisers. However, members who are unable to get
satisfaction from advertisers should advise the ABS. Any references made to the
ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or imply
endorsement of or recommendation by the American Bonanza Society or the BPPP,
Inc. organizations.
Display Advertising Director: John Shoemaker
2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684
1-800-327-7377, ext. 3017; Fax: 231-946-9588; E-mail: johns@villagepress.com
ABS Platinum VISA...............................62
ABS Store......................................56-57
ADA Aircraft Painting, Inc......................42
AeroPlus Interiors, Inc..........................21
Aero Technologies LLC..........................47
Aero-Tow LLC.......................................45
Air Mech, Inc........................................55
Air Mod...............................................39
Air Salvage of Dallas............................47
Aircraft Door Seals, LLC........................53
Aircraft Insurance Agency by Duncan...30
Aircraft Specialties Services.................18
Aircraft Spruce & Specialty Company...45
AirNet Systems, Inc..............................42
Alpha Aviation, Inc...............................54
Ameritech Industries dba Eagle Engines...51
Angerole, Inc........................................52
Arrell Aircraft Sales, Inc........................17
Atlantic Aero........................................26
Aviation Design.............(Inside Back Cover)
Aviation Research Systems, Inc...........38
Avstat Aviation, Inc..............................45
B&C Specialty Products, Inc................30
BAS, Inc...............................................37
Beaver Air Services...............................48
Biggs Aircraft.........................................26
Bob Laferriere Aircraft............................17
Bruce’s Custom Covers..........................47
Burlington Aviation................................28
Carolina Aircraft, Inc..............................31
Cincinnati Avionics................................34
Cruiseair Aviation, Inc............................64
Cygnet Aerospace Corp..........................24
D’Shannon Aviation...............................16
DAC International, Inc............................48
DBM......................................................40
Engine Components Inc.........................27
F&M Enterprises....................................44
Falcon Insurance Agency..(Inside Front Cover)
Flight Resource LLC...............................64
Floats & Fuel Cells................................44
Flying Colors Aviation............................54
G&D Aero Products, Inc. .......................19
General Aviation Modifications..............50
George Baker Aviation...........................50
Great Lakes Aero Products, Inc..............54
Hampton Aviation, Inc............................23
Hartwig Aircraft Fuel Cell Repair.............25
ABS Board
PRESIDENT
TERM EXPIRES
LORNE SHEREN, M.D. (Area 1)
2013
PO Box 442, Chatham, NJ 07928
Phone: 908-295-8106
e-mail: sherenl@att.net
VICE PRESIDENT
KEITH KOHOUT (Area 2)
2013
212 B East 2nd St., Covington, KY 41011
Phone: 513-479-2533
e-mail: jj@hangar26.com
TREASURER
Hartzell Propeller, Inc............................3
Herber Aircraft Service, Inc..................22
Horizon Instruments, Inc......................49
J.L. Osborne, Inc...................................4
J.P. Instruments, Inc..............................7
Kalamazoo Aircraft, Inc........................52
Kings Avionics, Inc...............................53
Knots 2U, Ltd......................................34
M-20...................................................46
McFarlane Aviation Products................46
Mena Aircraft Engines, Inc....................55
Mountain View Aviation........................39
Murmer Aircraft Services.....................49
National Airparts, Inc...........................55
NBAA.................................................13
Niagara Air Parts, Inc...........................28
Nu-Tek Aircraft Instruments, Inc............52
Oilamatic, Inc......................................51
P2, Inc.................................................51
Penn Avionics......................................44
Performance Aero, Inc....................32-33
Performance Aircraft Parts, Inc............42
Plane Power Ltd...................................15
Poplar Grove Airmotive, Inc.................41
CAMERON G. BROWN (Area 4)
150 Riverside Rd
Rockford, IL 61114
Phone: 815-490-6750
Email: camsybil@gmail.com
2013
RON HYDE (Area 5)
2011
PO Box 569, #1 Airport Rd., Kenedy, TX 78119
Phone: 830-583-5930
e-mail: ronhyde7@gmail.com
TOM ROSEN (Area 7)
2011
633 Rustic Ranch Ln., Lincoln, CA 95648
Phone: 916-408-8666
e-mail: tsrosen@pacbell.net
BOB GOFF (Area 3)
2012
1963 South Creek Blvd., Port Orange, FL 32128
Phone: 231-342-8040
e-mail: robert.goff6@gmail.com
JOHN ANNABLE, M.D. (Area 8)
2012
20911 Earl St. #440, Torrance, CA 90503
Phone: 310-542-0455
e-mail: Johnannable6@msn.com
SECRETARY
STEPHEN P. BLYTHE (At–large)
*2011
21065 Barclay Ln., Lake Forest, CA 92630
Phone: 949-583-9500 ext. 1131
e-mail: spb@blytheco.com
WARD COMBS (Area 6)
10474 Stardust Lane, Blair, NE 68008
Phone: 402-426-8041
e-mail: wacii@abbnebraska.com
PAST PRESIDENTS
1967–1971: B.J. McClanahan, MD
1971–1973: Frank G. Ross*
1973–1975: Russell W. Rink*
1975–1976: Hypolite T. Landry, Jr., MD
1976–1977: Calvin B. Early, MD, PhD
1977–1978: Capt. Jesse F. Adams
USN(R)*
2012
* Second and/or final term
Precision Propeller Service, Inc..........55
Ram Aircraft LTD Partnership (Back Cover)
RamsHead.........................................52
RBC Wealth Management...................50
Recurrent Training Center....................26
Redline Aviation LLC..........................20
Rocky Mountain Propellers, Inc..........35
Select Airparts...................................40
Select Avionics...................................54
Sky Tec Partners Ltd...........................15
Skycom Avionics, Inc..........................51
SoundEx Products..............................45
SRS Aviation......................................29
The Parts Exchange............................46
Tornado Alley Turbo, Inc.................31, 42
Tsuniah Lake Lodge...........................53
Ultra Electronics.................................31
Windward Aviation..............................4
Zeftronics...........................................53
ADVERTISING QUESTIONS?
Call John Shoemaker
800-773-7798
AREA 1: Connecticut, Delaware, Maine,
Massachusetts, New Hampshire, New Jersey, New
York, Pennsylvania, Rhode Island, Vermont.
AREA 2: Indiana, Kentucky, Ohio, Maryland,
Michigan, Washington, D.C., West Virginia, Canada,
and all other foreign countries except Mexico.
AREA 3: Alabama, Florida, Georgia, North
Carolina, South Carolina, Tennessee, Virginia.
AREA 4: Illinois, Iowa, Missouri, Minnesota,
Wisconsin.
AREA 5: Arkansas, Louisiana, Mississippi,
Oklahoma, New Mexico, Texas, Mexico.
AREA 6: Arizona, Colorado, Kansas, Idaho,
Nebraska, Nevada, North Dakota, Montana, South
Dakota, Utah, Wyoming.
AREA 7: Alaska, Oregon, Washington, northern
California counties north of the northern boundary of
Kern, San Luis Obispo, and San Bernardino
Counties.
AREA 8: Southern California, including the counties of Santa Barbara, Ventura, Kern, San Luis
Obispo, Los Angeles, Orange, Riverside, San Diego,
San Bernardino and Imperial Counties, plus Hawaii.
1978–1979: David P. Barton*
1987–1988: Joseph McClain, Ill
1996–1997: Ron Vickrey
2004-2006: Craig Bailey
1979–1980: Alden C. Barrios
1988–1989: Lee Larson*
1997–1998: Willis Hawkins*
2006-2007: Jon Luy
1980–1981: Fred A. Driscoll, Jr.*
1989–1990: William H. Bush*
1998-1999: William C. Carter
2007-2008: Arthur W. Brock
1981–1983: E.M. Anderson, Jr.*
1990–1991: Ray L. Leadabrand*
1999-2000: Tilden D. Richards
2008-2009: Bill Stovall
1983–1984: Donald L. Monday
1991–1992: James C. Cassell, III*
2000-2001: Jon Roadfeldt
2009-2010: Ron Lessley
1984–1985: Harry G. Hadler*
1992–1993: Warren E. Hoffner
2001-2002: Harold Bost
2010
1985–1986: John E. Pixton*
1993–1994: John H. Kilbourne
2002-2003: Jack Threadgill
1986–1987: Charles R. Gibbs
1994–1996: Barrie Hiern, MD
2003-2004: Jack Hastings,MD
Stephen Blythe
* Deceased
ABS EVENTS
Please post all your events on the
ABS website www.bonanza.org
ABS-ASF Service Clinic & BPPP
registration information is on page 4.
These are brief listings of upcoming events. Additional details are available at www.bonanza.org, under News & Events.
More extensive coverage of “regional” fly-ins can be found on their websites (See web addresses below).
January
14-16 - BPPP Clinic. - Tucson, AZ (TUS).
* 70 ABS AVIATOR points
February
4-6 - BPPP Clinic. - Lakeland, FL (LAL).
17-20 - ABS-ASF Service Clinic. Lantana,
Florida (LNA). Windward Aviation.
March
11-13 - BPPP Clinic. - San Antonio, TX (SAT).
Regional &
International Societies
April
8-10 - BPPP Clinic. - Greensboro, NC (GSO).
Visit these websites for more information.
Australian Bonanza Society
www.abs.org.au
Brazilian Bonanza Society
www.bonanzaclube.com
European Bonanza Society
www.beech-bonanza.org
Midwest Bonanza Society
www.midwestbonanza.org
North East Bonanza Group
www.northeastbonanzagroup.com
Northwest Bonanza Society
www.nwbonanza.org
Rocky Mountain Bonanza Society
www.rmbonanza.org
Pacific Bonanza Society
www.pacificbonanza.org
Southeastern Bonanza Society
www.sebs.org
Southwest Bonanza Society
www.southwestbonanza.com
14-17 - ABS-ASF Service Clinic.Livermore,
California (LVK). Maintenance Express.
29-May 1 - BPPP Clinic. - Concord, CA (CCR).
May
20-22 - BPPP Clinic. - Columbus, OH (CMH).
August
17-20 - ABS-ASF Service Clinic.Mesa, Arizona
(IWA). Hawker Beechcraft Services.
18-21 - ABS-ASF Service Clinic. Spokane,
Washington (GEG). Spokane Airways.
24-27 - ABS-ASF Service Clinic. Little Rock,
AR (LIT). Central Flying Services.
Oct
20-23 - ABS-ASF Service Clinic.Columbia, MO
(COU). Columbia Avionics and Aircraft Services.
THE WINNER’S CHOICE FOR
FOR
AEROBATIC AND AIR RACING PERFORMERS
now STC’d
for the Bonanza and many other airplanes
BENEFITS:
26
Pounds Lighter
Looks
Great!!
Reduced Take
Improved
Shorter
SMOOTH Operation
Unlimited
Off Distance
Climb
Landings
Improved
Turbine
Engine Cooling
Faster
Blade & Hub Life
Cruise
No AD’s
Stainless
Hot
Steel Leading Edge
Prop & Fluid De-Ice
Flight-Resource
, LLC
WORLD’S LARGEST VOLUME MT PROPELLER DISTRIBUTOR
OFFICE:
866-717-1117 www.Flight-Resource.com
FAX: 866-517-5047

contents december 2010 - American Bonanza Society

Transcription

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