Q - American Bonanza Society

Transcription

More than 95 percent of Falcon Insurance
customers renew year after year because
of superior service and low insurance rates.
‘
I have been with Falcon
Insurance long before they were
affiliated with ABS. In fact,
I was with Falcon before Falcon
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have always provided me the
insurance services I needed and
appreciated. Falcon has always
supported the ABS. For many
years Falcon has sponsored
the Annual ABS Convention
and provided free breakfast
for all convention attendees
at the Day Breaker Sessions.
Every ABS member should
have their Bonanza or Baron
insured with Falcon.
’
Jack Threadgill
ABS Past President 2002-03
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
JANUARY 2011
ABS
37 To turbo or not to turbo...
3
4
PRESIDENT'S COMMENTS:
Our T.E.T. initiative
by Lorne Sheren, MD, JD
VOLUME 11, NUMBER 1
by Steve Sargeant
38 WING TIPS: Tricky door tricks
by Dennis Wolter
OPERATIONS
by J. Whitney Hickman
and Thomas P. Turner
Dehumidifier followup
(Forum). PAGE 49
17Funding the ABS-ASF Spar Web Study
by Thomas P. Turner
OWNERSHIP/MAINTENANCE
6
ON THE COVER: N908P
Beechcraft of the Month
Tom Engleman’s 2001 Bonanza B36TC.
Photo by Ballard Bare of Auburn, CA,
flying in Jim Barrilleaux's F33A.
18I bought a Malibu...but then I sold it!
by John Ewald
30 Corrosion Control
by Dave Fleckenstein
52 Doing a jet job with my Baron 56TC
by Gerald E. Berlyn
policy? by John Allen, Falcon Insurance
58 The Gormans’ 67 Years with
55 GA News
by Gregory Ricca
15 My first BPPP experience
by Oliver Winter
59 Classified Ads
62 ABS Aviators
62 New Life Membership
34 SAFETY PILOT: Engine failure
on takeoff by Thomas P. Turner
42 Hazards of winter flying
by Ted Opperman
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 2011.
22 Tech Tips
51 Member News
12 BPPP: VDP & VDA
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.
11 ABS Contacts
44 Forum
FLYING
No part of this publication may be reprinted or duplicated without the written permission
of the Executive Director.
11 BPPP Schedule
29 Neil’s Notes
Beechcraft
Published by American Bonanza Society/Organized January 1967
11 Service Clinic
Schedule
53 INSURANCE: Why read your insurance
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.
DEPARTMENTS
62 Surly Bonds
63 Display Ad Directory
63 ABS Board
64 Event Calendar
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 JANUARY 2011 - 1
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'ENUINE &ACTORY 0ARTS AND -ORE
PRESIDENT’S COMMENTS
By Lorne Sheren, MD, JD, New Vernon, New Jersey
Training - Education - Technical support
Our T.E.T. initiative
he demographics of our Society lead me to conclude
that a majority of our members remember the Viet
Cong’s 1968 lunar new year Tet attacks that redefined
the Vietnam War. Unlike that wartime Tet offensive,
however, our TET initiative is designed to help, rather
than conquer.
In our case, TET is an acronym for Training,
Education and Technical support, cornerstones that
encourage ABS members to fly safely and economically to keep our planes in the air.
To take advantage of all that membership in the
Society has to offer, members must get involved, reach
out and participate. To many of our members, yearly
dues represent a subscription to a great magazine and,
outside of some social involvement, not much more than
that. While the ABS Magazine is a tremendous resource,
there is a lot more to benefit members in the form of
programs available for Beech-specific Training,
Education and Technical support.
We know that a majority of general aviation
accidents result from pilot error. But safety research has
proved over and over that pilot error can be significantly reduced through appropriate training. Our training
arm is the Beechcraft Pilot Proficiency Program
(BPPP), which was developed to provide the highest
quality of Beech-specific training available anywhere!
Through the use of specially trained and credentialed
advisors and a sophisticated crew of ground school
instructors, the owners of Barons, Travel Airs, Bonanzas
and Debonairs who participate come away elated by the
amount of increased knowledge they have of their
airplanes and the renewed confidence they have gained
in their ability to fly them safely. Many return again and
again.
It is unfortunate that only about five percent of our
membership take advantage of this remarkable BPPP
training each year. If you have participated in a BPPP
T
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.
course at some time in the past, consider returning—and
this time bring a friend with you. You will both be
better for the experience.
If you have never attended a BPPP, sign up in 2011.
It is your year to do it! Look over the schedule on page
11 of when and where they will be offered this year.
Sign-up information is linked from our website
www.bonanza.org.
Educational opportunities take several other forms.
Website information, ABS Magazine and attending seminars at national and regional fly-ins also play a part. But
if you don’t get involved, you won’t benefit from the
type-specific knowledge that is shared. Don’t miss out
on a large portion of the value of your ABS membership.
Seriously consider taking time to learn more details
about your airplane and how to care for it during this
New Year.
The specialized technical support offered to you
and your mechanic is now and always has been a key
service available to members. It is true that Beech aircraft are extremely well designed, but they still require
regular expert maintenance. ABS technical advisors to
help you are only a phone call or an e-mail away. Each
advisor was carefully selected as the best in their field,
and by now they have decades of experience servicing
type-specific airplanes. Even though a problem may be
new to you or your mechanic, it is almost certain that
one or all of our technical advisors have witnessed and
repaired a similar situation.
I think you would be hard-pressed to find a member
who has called for technical support who has not been
pleased with the information he or she received. This
information is also available to your mechanic so it
would be a good idea to get an ABS membership for
your mechanic so that all this type-specific information
will be available to both of you.
Resolve to take advantage of more benefits available
to you in 2011 as an ABS member. You and your
airplane deserve it. Think T.E.T. and I guarantee the
value of your dues will be returned to you many times
over.
Have a Happy New Year! And fly safely. —Lorne
OPERATIONS
An American Bonanza Society
Headquarters report
t’s amazing how fast time flies;
another year in the books. As we
reflect on 2010, I thank the ABS
staff, board and members for their
dedication and unwavering commitment to this awesome organization
that provides so much quality information, technical support and social
interaction to the Beech community.
It’s been a very exciting two
months at ABS as your Executive
Director. I pinch myself every day to
remind me how fortunate I am to be
working for you, and what a great
bunch of members we have supporting our mission.
As we look ahead, we are gearing up for 2011 planning for the 1st
I
4 - ABS JANUARY 2011 www.bonanza.org
ABS Executive Director
J. Whitney Hickman
Annual ABS Spring Fly-In at
Tullahoma, Tennessee, home of the
Beechcraft Heritage Museum. The
dates for this event are May 13-15.
We expect a great crowd with great
weather that time of year. We are also
making plans for our 2011 Annual
Convention in Las Vegas, Nevada in
late October (dates to be determined).
Please stay tuned for more details in
the magazine and on the web for both
of these great events.
Other goals for 2011 are to continue to upgrade our magazine, with
new content and interesting articles
for our readers without compromising our rich tradition. For example,
one on one interviews with mem-
ABS-ASF Executive Director
Thomas P. Turner
bers on how they got their start in
aviation. You may be surprised at
how similar, or how different, our
paths to Beech ownership can be.
We will continue to promote ABS
and encourage prospective new
members to replenish our base, as
well as retain existing members to
preserve our rich, resourceful
heritage. The ABS Ambassador program began last year to encourage
airplane shoppers to buy Beech, and
to encourage young people about
the world of aviation. Today we
have over 80 volunteers and are still
searching for more. If you’re interested please let us know. Happy
New Year to all! —Whit
Future Fuels
ABS Air Safety Foundation
(ASF) submitted comments to a
Notice of Proposed Rulemaking
(NPRM) on your behalf in early
November 2010, opposing proposed changes to the Advisory
Circular on fuel approvals that
would abrogate FAA’s role. You can
read these comments in the 100LL
Replacement Fuels area on ABS
Hangar Flying.
Whit and I attended an industry
leadership forum in late November
that focused on many things,
including the need for a smooth
transition to a drop-in 100LL
replacement. Pete Bunce of the
General Aviation Manufacturers
Association (GAMA), a forum participant, stressed that finding a
replacement fuel is more a matter of
creating a production and distribution system than it is of finding a
specific formulation that achieves
rated power with detonation margins. “There may already be formulations that work,” he said, “but if
we don’t have refineries in various
parts of the country…producing the
product, we’ll end up with a…boutique fuel that costs $10 or more a
gallon.” The forum panel agreed
that would be disastrous for general
aviation. Watch the ABS website for
updates on the rapidly changing status of unleaded fuels.
Spar web investigation
Also in early November, ASF
received Embry Riddle Aeronautical
University’s spar web Phase I
completion report. The report is
posted on ABS Hangar Flying under
Air Safety Foundation.
Initial reviews are good; engineer/ABS members Ron Mathis and
Fred Herzner volunteered a look at
the report and each provided a very
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positive review. ASF met with FAA
December 2 and learned the decision-makers are “impressed” with
the work so far. FAA feels the project as outlined by ERAU will result
in data that will permit FAA to
make a ruling whether we can continue to operate under the existing
spar web Airworthiness Directives.
As a result the ASF Board of
Directors voted December 6 to fund
the remainder of the investigation.
Check ABS Hangar Flying for the
latest reports, information and conference call notes. —Tom
CORRECTION: In the December 2010
Operations we noted that several
aviation organizations are raising
dues. We listed EAA as one of those
organizations. I apologize for the
error. —TT
ON THE COVER
After flying rented planes, I began to think seriously about buying one. I found the Seagulls Flying Club, a
20-person
partnership that operated a Cessna 172 and a
N908P – 2001 BONANZA B36TC
Bonanza A36. I was accepted for membership and
Tom Engleman, Nevada City, California
bought into the partnership in 1994. This was a real
learning experience since the partners perform all their
Bonanza Advocate
own maintenance under the supervision of a club
hen I was 9 years old I frequently rode my bicymechanic. Joint effort on maintenance, cleaning, provicle out to the Fresno Air Terminal to watch the
sioning and caring for the aircraft was required of each
California Air National Guard F-86s. I hung on
club member.
the chain-link fence for hours dreaming about flying one
Thus my education included many hours of handsof those neat looking airplanes.
on support experience. While a “Seagull,” I completed
Childhood dreams can take a long time to happen—
my commercial certificate in the club’s A36, an aircraft
in my case, almost 40 years. By that time I had a Silicon
that made me a staunch and permanent Beech Bonanza
Valley career behind me and an empty nest at home. I
advocate. Compared with the many other aircraft I have
had plenty of time on my hands and frequently asked
flown, it is the make and model that had all the traits I
myself, "What now?" Fulfilling my childhood dream of
respect and enjoy.
becoming a pilot kept coming up as the answer. I acceptAfter about four years I sold my Seagulls membered the challenge with a vengeance. In the spring of
ship to buy into the Eagle Flying Club at San Jose—a
1992, I began private pilot training and earned that
four-person partnership with a single Beechcraft A36.
certificate six months later. I earned my instrument
We sold it shortly after I joined, and purchased a 1986
rating in April 1993.
Bonanza B36TC. The avionics were immediately
upgraded with all top-drawer stuff,
which provided me with a real apprecia“In 2001 I retired from my high-tech job and I threw
tion for well-thought out and “integratmyself into teaching others to fly... Helping others
ed” avionics systems. Woodland
realize the delight of piloting their own aircraft
Aviation did the work and they did a
is to me a fulfilling experience.” —TOM ENGLEMAN
superb job.
I became active in the Los Medicos
Voladares (the Flying Doctors). LMV
provides medical and dental care for
villagers in Mexico who have little or no
access to health care. I flew many
missions in the Eagle B36TC transporting medical personnel into the remote
villages of Baja California and Sonora,
logging many international cross-country flight hours.
In 2001 I retired from my high-tech
job, but not before achieving my CFI,
CFII, MEL and MEI ratings. Since my
wife Carol was still employed in the
Silicon Valley, I threw myself into teaching others to fly, which soon became my
second passion. Helping others realize
the delight of piloting their own aircraft
is to me a fulfilling experience. So much
Tom Engleman and his wife Carol Jonas with their Bonanza B36TC.
Beechcraft of the Month
W
so that I spent five years focusing on
nothing but teaching others to fly
and helping them move up to
advanced ratings. During this period,
I had the great privilege of teaching
ABS clients at a BPPP seminar in
Fresno, California. Then after five
years, Carol joined me in retirement
and the question popped up again:
“What now?”
We decided to move to the Sierra
foothills near Nevada City,
California. One downside was that I
had to sell out of my four-person
partnership in the B36TC and leave
behind the robust student pilot population in the Bay Area to make our
life-changing move.
The next two years were focused
on building our new home in Nevada
City. All the while, the itch for flying
grew stronger.
In February 2009 I found my
dream plane in Scottsdale, Arizona:
a pristine 2001 Bonanza B36TC,
N908P, S/N EA-664. I knew it was
“the one” the first minute I laid eyes
on it. After a pre-purchase annual
confirmed the wisdom of its purchase, papers were signed and I flew
it home. The corners of my mouth
must have been in contact with my
earlobes because of the stretch of my
smile the duration of that flight.
The first summer of ownership I
flew N908P to Oshkosh for a real
“shake-out” of the aircraft. It performed perfectly, and since its purchase, I’ve added more toys—a set
of GAMIjectors, Rosen sun visors, a
JPI-830 engine analyzer, a 406Mhz
ELT and an upgrade to both the
Garmin 530/430 GPS/Nav boxes to
WAAS capability. I also replaced the
KDR-510 VHF weather receiver
with the KDR-610 satellite weather
receiver.
BEECHCRAFT OF THE MONTH
The GAMIjectors and the JPI-830 were to enable
lean of peak (LOP) operations, especially in the Baja
region where fuel availability is scarce and unreliable.
The GAMI folks worked with me for three months
exchanging JPI engine run data files and replacement
injectors until we got the TSIO-520-UB running as
smooth as a sewing machine LOP. I can't say enough
good things about the folks at GAMI, especially their
support tech John-Paul Townsend.
I also worked closely with my mechanic, Gerry
Rose, owner of Sierra Mountain Aviation at Nevada
County Airport (GOO) to get the fuel flow set up perfectly. Not only can I run LOP but I can also give the
engine enough fuel to keep all cylinder head temperatures below 380 degrees throughout all phases of
operation, especially take-off and climb power settings.
That is quite a challenge for this engine, but it was well
worth the effort.
I believe I have the best mechanic on the West Coast
and so does the FAA. Gerry won the FAA Aviation
Maintenance Technician of the Year award for our
region this year.
At OSH JPI was offering a $300 rebate on their
JPI-830. I couldn't resist. The JPI-830 is an awesome
engine analyzer. I love the instrument; it gives me
everything I want to know about the engine on one
screen. No flipping through pages or columns to search
for important data. No computers are required for the
EQUIPMENT LIST
Hartzell electrically-heated 3-blade propeller
Rosen sun visors
AVIONICS
Factory-new TCM TSIO-520-UB
KFC-225 digital autopilot w/ atitude preselect, yaw damper & built-in GPSS
KDR-610 XM Satellite weather receiver
(Displayed on the King MFD)
Garmin 530W & 430W WAAS GPS
BF Goodrich WX-5000 Stormscope.
(Displayed on the King MFD)
GAMIjectors
Cylinder #6 cooling baffle mod by GAMI
Factory-Installed fresh-air blower system
100-amp main alternator
Standby alternator (20-amp)
Factory-installed oxygen system
JPI-830 engine analyzer
KMD-550 multi-functional display
MD41-1208 EGPS annunciator panel
KMH 980 multi-hazard awareness system,
including: ground proximity warning
system coupled to GPS and active traffic
advisory system. (Displayed on the
King MFD)
Artex ME406 ELT
PS-Engineering PMA-7000M-S 6-place audio
system w/ marker beacon receiver
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.
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FAA CRS U5LRO68X
E-mail: airplanesrs@msn.co
877.364.8003
Formed Aluminum
Ice Shields for your
G58, B58. STC FAA-PMA,
.050 thick.
“Ice Season is here, avoid
those ugly dents.” Travel Airs
and 55 Barons coming soon.
www. srsaviation
.com
www.bonanza.org
ABS JANUARY 2011 - 9
BEECHCRAFT OF THE MONTH
data download either. Just plug in a USB jump drive and
it automatically dumps the latest flights. Even though it
did take me more than a few unnecessary pushups
working with JPI support to get the installation working
correctly at no additional cost, it finally made it to that
stage.
The VHF weather receiver had to go as the VHF
frequency spectrum used to upload weather had to be
returned to the FCC and the service was no longer available as of December 31, 2009. At Oshkosh, Bendix
King was giving $1,000 rebates on the replacement
satellite receiver, so I jumped on that, too.
Now that I am airborne again in a very capable
airplane, I have re-engaged with the Los Medicos
Voladares organization (www.flyingdocs.org). This time
I joined the Gold Country Chapter in Auburn,
California, and have returned to flying missions. I have
also become engaged in a superb and extremely robust
local flying community that consists of several pilot
organizations, including the Golden Empire Flying
Association and Quiet Birdmen. Beale AFB is nearby and
many retired U-2 pilots live here and locate their planes at
GOO or nearby. Jim Barrilleaux, an ABS member and a
retired USAF and NASA U-2 pilot with a really nice
Bonanza F33A, lives and flies out of Alta Sierra. We
cross-instruct each other. We flew N908P to Page,
Arizona, in May to raft the Colorado River through the
Grand Canyon, which was one of the most awesome
experiences of my life.
Carol and I have two daughters, one in San Jose and
another, in Livermore, California, with two children. I
enjoy the “truck and bus” pilot duties to ferry those
families back and forth, leap-frogging over traffic and
time in Grandpa’s magic carpet. But all of this flying
fun would not even be remotely possible except for my
chief partner in life, Carol. She benefits by getting me
out from under her feet and seeing me come home with
a smile on my face. But she actually does really come
before the airplane, hands down.
An entirely NEW door seal
design is now available
for Beech Aircraft
ABS exists to promote aviation safety and
flying enjoyment through education and
information-sharing among owners and
operators of Bonanzas, Barons, Debonairs
and Travel Airs throughout the world.
www.bonanza.org
• air tight “leak proof”
• molds to whatever it needs
to in order to form the
perfect seal
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
ABS-ASF Executive Director: Thomas P. Turner, asf@bonanza.org
Technical Questions: absmail@bonanza.org or 316-945-1700
NEW
Wing walk coating
• it greatly reduces slipping
Membership: bonanza5@bonanza.org
Convention: absmail@bonanza.org
• fast drying, easy to apply
polyurethane rubberbase paint
ABS Store: www.bonanza.org or 316-945-1700
• can be applied right over
existing wing walks
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
Aircraft Door Seals, LLC
300 N. Hwy 377 • Roanoke, TX 76262
Phone (817) 567-8020 • Fax (817) 567-8021
www.aircraftdoorseals.com
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: 970-3771877 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
Mar 17-20 Mesa, AZ
IWA
Windward Aviation
Hawker Beechcraft Services
Mar 24-27 Little Rock, AR LIT
Central Flying Services
Apr 14-17
Livermore, CA
LVK
Maintenace Express
Aug 18-21 Spokane, WA
GEG
Spokane Airways
Oct 20-23 Columbia, MO COU
Columbia Avionics and
Aircraft Service
Nov 3-6
Aircraft Precision Maintenance
Denton, TX
DTO
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.
Beechcraft Pilot Proficiency Program
By Gregory F. Ricca,
Jonesboro, Arkansas
Gregory F. Ricca, MD, FACS, is an AME and a special consultant to the FAA in
neurosurgery. He is a CFII, MEII, ground and flight instructor with BPPP and a member of the BPPP curriculum committee. Greg flies a 1974 Foxstar Conversion Baron 58.
Visual descent point &
vertical descent angle
nstrument approach procedures provide us with an
ever-increasing volume of information. Understanding and being able to use this information
allows us to perform to the highest level. This article discusses the visual descent point (VDP) and the vertical
descent angle (VDA). The FAA plans to provide this
valuable information on every nonprecision approach
that has a straight-in landing and also meets the
necessary criteria.
VDP is a point on a nonprecision approach with a
straight-in landing from which a normal descent from
the MDA, using normal maneuvers and descent rate,
will yield a touchdown at the desired touchdown point
I
on the runway. For many years I calculated my own
VDP for my straight-in nonprecision approaches. To do
this, I divided the MDA height-above-touchdown in feet
(HAT) by 300. This provided me with the distance in
nautical miles from the end of the runway at which a
descent from MDA on a 2.83 degree glideslope would
result in touchdown on the approach end of the runway.
Please note that my calculated VDP does not
account for terrain between my VDP and the runway
threshold, and it takes me to the runway threshold, not
to the touchdown point down the runway. I used my
calculated VDP as a reference point only. I would never
begin my descent from MDA at or outside my calculated VDP. I prefer to begin my descent approximately 0.2
nautical miles after passing my calculated VDP.
As always, we cannot descend below the MDA
unless visual references are established as required by
Part 91.175(c)(3). When a VDP is provided, it will be
denoted as a bold letter “V” on the profile view on the
approach chart.
A descent from the MDA at the
VDP and at the VDA will safely take
one to the touchdown point of the
runway. Similarly, if you cross the
FAF at the recommended crossing
altitude and begin your descent at
the recommended VDA, you will
have a stabilized approach to the
runway surface, maintain obstruction clearance, and pass through the
VDP.
If you know your ground speed
and the desired VDA, you can determine the vertical speed that will keep
you on the recommended glide path.
The inside back cover of U.S.
Terminal Procedures provides a chart
with descent rates needed to fly different glide paths at different ground
speeds.
The approach end of each runway that has an instrument approach
(straight-in or circle-to-land) is surveyed for objects that might pene-
trate a visual area obstruction clearance surface. If something penetrates
HARTZELL PROP CONVERSIONS FOR BEECHCRAFT
this surface, then approaches will
have one or more restrictions. These
include increasing required visibility,
not providing a VDP, and prohibiting
night instrument operations.
It is very important to note that
absence of a VDP on a nonprecision
approach with a straight-in landing
indicates that this approach has either
not been assessed or has obstructions
that penetrate the visual area obstruction clearance surface. Because
Improvements over two-bladed props:
obstruction clearance may not be
• Better take-off and climb performance. • Lower noise levels.
assured during the visual portion of
• Smoother operation. • Improved appearance.
the approach, pilots flying a nonImprovements over two and other three-bladed props:
precision approach to a straight-in
• Longer TBO than many McCauley props (2,400 hour/6 year).
landing without a published VDP
• Elimination of oil-fill and 400 hour inspection requirements on Bonanzas.
must be extra vigilant!
All kits include a 3-bladed propeller unless otherwise noted.
The minimum visibility requirement is commonly, but not always,
determined by the distance the VDP
is from the runway threshold. The
36, A36 & B36TC Bonanza
33 Bonanza/Debonair
35 Bonanza
visual glideslope indicator (VGSI) is
(2 & 3-blade)
(2 & 3-blade)
located down the runway well
beyond the threshold. So the VGSI
may not be visible from the VDP at
Travel Air
58 Baron
55 Baron
or near minimum visibility. Not
(2-blade)
(2 & 3-blade)
being able to see the VGSI can make
terrain clearance more difficult than
TOP PROP
anticipated, particularly at night.
In summary, for a stabilized
descent on a nonprecision approach
to a straight-in landing, begin
800-942-7767 | topprop @ hartzellprop.com | www.hartzellprop.com
descent from the FAF at the recommended VDA. This will take you
through the MDA at the VDP and
Absence of a VDP on a nonprecision instrument
provide terrain clearance to the runway surface. If you
approach with a straight-in landing may indicate the
like the “dive-and-drive” technique, then after crossing
presence of obstructions on the visual approach part of
the FAF, aggressively descend to the MDA and do not
the procedure.
leave MDA until you reach the VDP.
PERFORMANCE
CONVERSIONS
Established in 1983, the 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. 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 11.
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FROM SKEPTIC TO CONVERT
My first BPPP experience
By Oliver S. Winter, M.D., Madison, Connecticut
fter flying Bonanzas for 38
years and more than 4,200
hours, I felt relatively comfortable in my Debonair (19721991) and my present Bonanza
V35B (1992-present). I thought I
flew them fairly well, but I also was
aware that my flying had become
somewhat sloppy. I had vaguely
thought about attending a BPPP
clinic, but there was always something in the way as a reason to put it
off, such as work schedule, distance
to travel, etc. However, in
September 2010, everything came
together and I attended my first
BPPP.
A
s
ǸȹɉɜɄȽɨ
Est.ҫҵҲұ
ɜȨɄȽѮ Ƚȃѱ
s
s
s
In Manchester, New Hampshire,
on the very first day, it soon became
apparent that this is indeed an excellent program. Superb talks by
Randy Bailey, Bill Hale, Kent
Ewing and Hank Canterbury
(among others) provided a gold
mine of information; nuggets that I
had heard of and knew (sort of)
something about, were being
presented in a concise, clear and
simplified manner. The maintenance program presented by Dave
Monti was, in itself, worth the price
of admission.
Oliver Winter, M.D., with his 1975 Bonanza V35B.
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MY FIRST BPPP EXPERIENCE
“The course was not earth-shatteringly new information, but rather previously
somewhat vague and obscure facts were crystallized into usable form.” —OLIVER S. WINTER, M.D.
I am a physician who has
attended untold medical lectures at
conventions, many of them presented in such a dry manner they often
could be classified as boring, sleepinducing or even downright hypnotic. Such was definitely not the case
at Manchester. All of us were on the
edges of our seats, leaning forward
to listen with anticipation and
participation.
My practice is now confined to
aviation medicine due to a second
residency I completed in the USAF
(my first was in internal medicine).
Two-thirds of the 600 physicals I
perform yearly are on corporate or
airline pilots. I have always been
impressed with the frequent typespecific recurrent training these professional pilots receive. It rapidly
became apparent that BPPP is based
on the same principles. When Beech
aircraft are flown with certain
power settings, certain attitudes
and configurations, the aircraft will
respond in a predictable, repetitive
manner. “By the numbers” is real!
My flight instructor, John
Andrick, taught me a great deal in
the short timeframe (constrained
somewhat by adverse weather) we
flew together. His relaxed manner
was encouraging and supportive.
There is no pass/fail attitude at
BPPP; only a helpful, learning
demeanor throughout.
I came away having learned
much about my airplane and how to
fly it. The course was not earthshatteringly new information, but
rather previously somewhat vague
and obscure facts were crystallized
into usable form. This was definitely a most worthwhile experience
that was both fun and enjoyable.
Would I attend another BPPP?
Absolutely! I plan on going again
soon, and I urge other procrastinators like I was to arrange their
schedules accordingly.
BPPP FEEDBACK
First-time BPPP attendee - I
have a 1968 V35A-TC. and I just
attended my first ABS event, the
BPPP in Fresno. I was so
impressed with the vast knowledge presented. What a joy! I
learned so much and flew with
Dan Ramirez. Dan is probably the
best instructor I’ve flown with in
my 20-plus years of flying.
Thanks, so much! —Michael C.
Palmer, Sacramento, California
More kudos to BPPP - I just completed the BPPP held in Tulsa,
Oklahoma. I want to thank the
entire ABS organization and the
BPPP team for an excellent program. It had been several years
since my last attendance (my mistake) and I found the program outstanding. In one weekend, I had
the opportunity to knock off some
rust and significantly expand my
knowledge base – both in the
classroom and in the cockpit. I will
come back again.
Additionally, I was part of the
first group to use the new Redbird
Flight Simulator for Baron training—an extremely useful concept.
Many thanks to Jim Gruneisen
and John Powers for establishing
that syllabus and for overseeing
the simulator sessions. I also flew
with Jim and that was also a very
positive and informative experience. Dave Monti, quickly and
almost effortlessly solved a maintenance issue with one of our fuel
caps on Sunday morning.
—Tony Pelletier, Magnolia, Texas
Dear ABS members:
Earlier this year we asked, and 96% of you said
you want the ABS Air Safety Foundation (ABS-ASF) to
complete the spar web investigation. As you’ll recall,
ABS began this investigation several years ago to
prove to the FAA that the existing requirements of
Airworthiness Directives (ADs) 90-08-14 and 95-04-03
have assured safety for over 20 years, and that there is no need to
increase your costs of compliance by changing the ADs.
FAA has assured us it is willing to drop its plans to change
these ADs if the ABS Air Safety Foundation successfully demonstrates minor spar web cracks do not affect the safety of flight.
We’re almost there. ABS-ASF has engaged engineers from Embry
Riddle Aeronautical University to complete the project by March 1, 2011.
The total cost of completion will be around $70,000. You’ve shown your
support for concluding the project, so as we move forward we ask you to
donate $50 to replenish the Air Safety Foundation endowment fund.
We’re very encouraged by the results of the ERAU study so far, and
more importantly, so is the FAA. You may read the notes from our monthly conference calls and ERAU’s Phase I report on ABS Hangar Flying at
www.bonanza.org and judge for yourself. Watch Hangar Flying for more
updates as the investigation moves forward.
Your donation will help ABS-ASF carry this study to conclusion on your
behalf. It will also preserve existing Air Safety Foundation funds to address
other challenges we’re facing now or will be in the future, including 100LL
replacement fuels, pilot and mechanic training, and aircraft longevity and life
limits.
Please send your tax-deductible donation to the address below,
marked “Spar Web Fund.” You may also donate through the ABS website,
or call 316-945-1700 Monday-Friday 8:30 am – 5:00 pm U.S. Central Time
to contribute. Thank you for helping keep AD compliance costs low, and
supporting the continued safe operation of Beech Bonanzas, Debonairs,
Barons and Travel Airs.
—Thomas P. Turner, Executive Director, ABS Air Safety Foundation
ABS Air Safety Foundation — Keeping You Flying Safely
P.O. Box 12888, Wichita, Kansas, USA, 67277 • 316-945-1700 • asf@bonanza.org
CUSTOM GPS MOUNTS
MODELS FOR MOST BEECHCRAFT
UPCOMING BPPP CLINICS
• Jan 14-16, Tucson, Arizona (TUS)
• Feb 4-6, Lakeland, Florida (LAL)
• Mar 11-13, San Antonio, Texas (SAT)
A complete schedule is listed on pg.11.
For more information visit
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I bought a Malibu...
but then I sold it!
By John Ewald, New Braunfels, Texas
It all started at Oshkosh 2009. As I wandered around the new aircraft area dreaming
of turboprops and jets, I came to the Piper display where a handsome new Piper Mirage
beckoned me to take a look. The salesman explained the virtues of the Mirage with its
wide cabin and economical operation. I shared with him that I flew an ’84 Baron 58
and wrote down my name and address. Soon after my visit, I received a large package
of Piper propaganda in the mail explaining in detail why I should sell my Baron and buy
a new Mirage.
et me say right here that I
can’t afford a new airplane,
and if I could, I’d buy a used
one anyway. That’s just the way I
am. But the Piper Mirage performance numbers did intrigue me.
L
As the months went by, I found
a few online articles about the
Malibu and Mirage, but I never got
really serious. Then an interesting
thing happened. I received an invitation from a friend offering a free
John and Katherine Ewald and their four daughters are happy to be back in the Baron.
ride to Sun ’n Fun. So there I was
again, this time in Lakeland,
Florida, at the same Piper booth
drooling over probably the same
airplane. This time I received an
offer from John DeLawyer, the
Piper dalse rep in San Antonio
offering a demo ride in a new
Mirage. I politely declined several
times, stating there was no way I’d
buy a new airplane. But he insisted,
so I agreed.
At this point I need to say that
John was extremely kind and professional, not to mention a pretty
darned good salesman. Although I
knew I didn’t want a new Mirage,
I began thinking seriously about
trading off the Baron and buying an
older Malibu.
The biggest reason I wanted the
change was because of cabin pressurization. I wanted the ability to
descend quickly through South
Texas summer thermals so the time
spent bouncing my kids around
would be minimized. In the Baron I
can either descend quickly through
turbulence and blow eardrums, or
descend slowly and let everybody
on board get motion sickness.
Also, the thought of cruising at
Flight Level 210 and 210 knots on
17.5 gph was very appealing. To
compare, I run my Baron at 2,300
rpm lean-of-peak, giving me about
190 knots true at 25 gph. I knew if I
was going to actually buy one of
these long-winged birds, I wanted an
older Malibu with a Continental
engine. After flying several thousand
uneventful hours with Continentals,
I am quite loyal to the brand.
I studied dozens of articles,
called current and former Malibu
and Mirage owners, joined the
Malibu/Mirage Owners and Pilots
Association and made spreadsheets
and graphs of performance—all to
I BOUGHT A MALIBU
make sure I was making the right
decision.
When I finally decided it was
time to pull the trigger, I located an
airplane in North Carolina and
made a deal. Normally, I would
have waited to sell my Baron first,
but in this case I did not. It was a
fortuitous decision.
My mechanic and I went to
North Carolina, completed the prebuy, and I flew the Malibu home
with a safety pilot. However, a
funny thing happened on my way
home. I didn’t like it.
It turned out the climb rate in
the Malibu was not anywhere close
to what my Baron would do. I knew
from my research the Malibu wasn’t
much of a climber, but compared to
the Baron, the airplane felt underpowered. Reaching the flight levels
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in the Malibu took more than 30
minutes while I worked desperately
keeping the cylinder head temperatures below 400 degrees. And the
airplane’s tail, even though
equipped with a yaw damper,
wagged every bit as much as my old
V-tail. Finally, reaching 210 knots
in the flight levels was only achievable running rich-of-peak, giving
me close to the same fuel flow as
my Baron. Pulling the mixture back
to the magical 17.5 gph only gave
me about 195 knots true.
These truths were either not
uncovered by my research, or I was
so smitten with the airplane that I
purposefully overlooked them.
After my six-hour flight home, I
reasoned that even though the
Malibu could descend quickly from
altitude, the anemic climb rate compared to my Baron offset the benefit. Also, I knew my wife and kids
would not appreciate the terrific
Dutch roll exhibited by the Malibu
versus the rock-solid ride of my
Baron.
The speed of the two airplanes
was comparable, and in my opinion,
the fuel savings of the Malibu were
not enough to make a difference.
Plus, realizing actual engine failures
are pretty low, I still felt more comfortable knowing I had an extra fan
out there, just in case.
One more thing: No matter
what the performance charts of the
Malibu claim, my Baron with 600
hp can haul way more stuff than a
Malibu sporting 350 horses could
even dream of. An important thing
for my family of six.
After making the decision to
keep my Baron, I had to rid myself
of the Malibu. Fortunately, I was
able to sell the Malibu 11 days later
for the same price I paid for it.
“Reaching the flight levels in the Malibu took more than
30 minutes while I worked desperately keeping the
cylinder head temperatures below 400 degrees.”
—JOHN EWALD
Lesson learned: Be happy with
what you have. My Baron doesn’t
have pressurization, nor does it have
as much cabin space as I’d like. But
what it does, it does very well. It has
great climb performance, hauls my
family and baggage long distances,
has a comfortable cabin, and is more
economical than a turbine aircraft.
Really, it’s the perfect aircraft
for us.
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.
Cold cabin
Kelly Hafeman, Green Bay, Wisconsin
Q: The heater works fine in my Baron B55 (TC -757),
but there is so much cold air coming in from other
places that it cannot keep up. It gets colder in the cabin
the faster we go. I have heard that sometimes B55
owners block off some exterior air intakes in winter. Can
you give me any guidance?
A: Taping over vents can help, and also be sure the
doors are not leaking. Leave a cabin air exhaust vent
open to help the heater move air through. I would
suggest caulking the aft side of the rear cabin bulkhead
frame at all channels and stringers. —Neil Pobanz
Ice causes drop in fuel pressure
Lowell Hought, Red Wing, Minnesota
Q: Several times while flying my 1958 Bonanza J35 in
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.
icing conditions. Although aerodynamics is the greatest
issue, fuel delivery is also potentially affected which is
why “known ice” airplanes must have heated fuel vents
in addition to other anti- and de-ice equipment.
Unfortunately, without this equipment your only option
is to remain clear of clouds and visible precipitation
when the ambient temperature is between about +2°C
and -15°C, the prime range for ice development. In other
words, the solution is to observe the prohibition against
flight in conditions where, according to the FAA, a
“prudent pilot” could expect ice to form. —Tom Turner
Boarding step
Stephen Atkins, Eads, Tennessee
Q:
The retract step was removed from my 1957
Bonanza H35 (D-5053) by a previous owner. I need a
step and would prefer to install a fixed step. Any tips on
who to see or how to go about this?
clouds or snow the fuel pressure has dropped to the
point that I could not maintain altitude. I believe that the
issue is the fuel vents, which on this model are recessed
and toward the leading edge of the wing. If they get
plugged with snow or frost, there would be a vacuum in
the tank that I am drawing from. Switching tanks works,
until that tank also has a vacuum.
Has anyone else reported this problem and do you
have a solution?
salvage yard and install it as a fixed step. This advice
assumes, of course, that the interior structure to mount
the step was left in place. If you do not install the retract
springs, it will stay extended. Salvage yards: Atlanta Air
Exchange 800-237-8831; White Industries 800-8217733; Dodson 800-355-0034; Air Salvage of Dallas
800-336-6399. —Arthur Miller
A: You are describing one of the effects of impact snow
Corrosion
or airframe ice accumulation. You are correct in your
assessment of the reason. Once a vent is blocked to an
individual tank, fuel from that tank may not be available
until the ice or snow has melted or sublimated away.
Icing may not occur on both wings at the same rate or
time, which is why the effect may not be the same on
both sides at the same time. It may take only a small
amount of impact snow or ice to have this effect, and it
may not be visible elsewhere on the airframe before it
inhibits fuel delivery.
Most pilots consider lift disruption to be the only
issue when flying an airplane not certificated for ice into
Adrian Daley, Derbyshire, United Kingdom
A: Try to purchase an original retractable step from a
Q: I'm the proud owner of an ABS Magazine cover
plane (May 2009), a 1965 Bonanza S35. I attended the
first European Service Clinic, which was outstanding
with lots of specialist knowledge we find hard to get
here in Europe. My question concerns the ruddervator
skins. I have areas that look like the paint has small
particles of grit, so instead of a smooth surface, it is
rough. It's nothing like bad enough to break the paint
finish, but just not smooth like the rest of the paintwork.
The guys advised that this is the onset of corrosion
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.
of the mag skins and will need treating and painting. I
have subsequently checked the ABS DVD and find
Norm Colvin advised that this condition, though
unsightly, was not a problem. What am I to do? It is not
filiform corrosion, i.e. there are no ‘worms’ under the
surface; it is just like very tiny bubbles under the paint.
A: The smartest thing to do when bubbles are noticed
under the paint on a magnesium surface is to act immediately. A knowledgeable paint shop can clean, treat
with magkote, prime and spot in the paint before real
damage is done. The cost of removing, shipping, reskinning, painting, rebalancing and reinstalling a ruddervator approaches $6,000 (US), so it pays to catch corrosion
early. Many paint shops bake magnesium parts after the
magkote wash to ensure that all traces of moisture are
removed before prime and paint. My
guess is that there was a trace of moisture missed on yours. —Bob Andrews
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.
are the cause; longer, two-bladed propellers have a
greater effect. —Tom Turner
Brake leak
John Coleman, Huntington Beach, California
Q:
I own a 1968 Bonanza V35A with about 3,500
hours. At my most recent annual, my mechanic continues to harp at me that I need to "upgrade" my brakes to
Clevelands. I notice that there is some rubbing of the
linings on the rotors, which does not allow the wheels to
spin freely. I noticed this after the aircraft was jacked up
for the gear retraction test. We also noticed a small
amount of brake fluid leaking. When I called my friend
who has a V35B with Clevelands, he told me the same
thing happens because there is no spring mechanism
Stalls
Niels Bogh, Puyallup, Washington
Q: Can anybody tell me how a “normal” power off stall behaves in a
Bonanza B35? I have a Piper Warrior
that stalls very flat with absolutely no
break to any side. My 1950 B35 has
a very pronounced break to one side
that needs immediate attention when
I practice. It flies straight during normal operation with no obvious rigging problem as far as I can tell.
A: Bonanzas, especially the V-tails,
have a very decided tendency to roll
to the left when the stall breaks. The
more power you’re carrying and/or
the “dirtier” the airframe (flaps out,
gear down), the more pronounced the
roll. Torque from the engine and the
propeller’s left-turning tendencies
TECH TIPS
present to release the pads after they are energized.
My question is: Why can't we just repair the leak?
The brakes stop the airplane perfectly well. As an interesting aside, I went over to Spruce in Corona to inquire
about the availability of the particular item I need (P/N
199-49) and was told they had one in stock for a fee of
$1,790! That represents an increase of almost $400 in
one year. Given the fact that we're in the worst economy
most of us have seen in our lifetimes, how is that possible? Should I make such a substantial investment when
my brakes already work? Are Clevelands available in
the salvage yards? Your help would be appreciated.
Cleveland pricing or marketing strategy!) Salvage yards
would be a viable option for obtaining the Cleveland
wheels and brakes. The Type Certificate Data Sheet for
your V35A lists two Cleveland wheel brake combinations approved for your airplane. Both 7:00X6 and
6:50X8 are approved. The 40-83 wheels and 30-54
brakes for the 6-inch and use organic linings, while 4098 wheels and 30-66 brakes are 8-inch and use metallic
linings. No STC approvals are needed. —Arthur Miller
Cleveland brake conversion
Chris Roddy, Oxford, Connecticut
A: You can just repair the leak! It will probably just Q: I have a 1963 Bonanza P35 with the old Goodyear
take new O-rings in the wheel cylinder. You could run
into a situation where you have corrosion where the
O-rings seat. If you do have this situation, then you may
want to evaluate the economics of replacing the wheel
cylinder versus switching to Cleveland wheels and
brakes.
With the increased price you quoted, I'm not sure
how this will turn out. This was a much more reasonably
priced conversion in times past. (I cannot explain the
brakes. It is due for new main tires and I thought this
would be a good time for a brake upgrade. What parts do
I need and what is the most cost-effective way of sourcing them?
A: The best way is to purchase a complete kit, that
includes all the parts and the STC paperwork. It depends
on whether you have 6-inch or 8-inch wheels as to the
type kit required. I have included a link to Aircraft Spruce
Designing Products to make a
Fine Aircraft Outstanding.
We are a full service FAA Repair Station with more than thirty-six years of experience in Bonanzas and Barons. We offer
full avionics installation and sales specializing in Meggitt S-TEC Auto Pilots, UPS Technologies, and GARMIN Avionics. Visit
with us on our web site, www.aviation-research.com to see additional products and services. Contact us direct to
find out how we can help you upgrade your Beech.
INSTRUMENT PANEL: STC PMA
Panel replacement for model 35 thru N35 and the 33 series
Each panel is custom per your specifications. We can install your new panel assembly, any new
avionics, instruments or auto pilot here at our FAA Repair Station. We can also ship the panel
assembly for installation by your local aircraft maintenance facility. We also restore and update
late model panels in the 33, 35, 36, Baron and Travelair here at our facility.
E225-8 ENGINE MODIFICATION STC PMA
Engine E225-8 for models C35 thru G35
Replace the existing cylinders with IO470N cylinders. All the benefits of the 470 series engine
without the high costs.
SECURITY LOCKING FUEL CAP ASSEMBLY STC PMA
Manufactured for series 35, 33, 36, 95, 55, 56, 58, 60, 76
Satisfies Beech Mandatory Service Bulletin #2045 regarding mis-fueling. Eliminates the possibility
of unauthorized persons opening the fueling posts and removing fuel or introducing foreign materials
into the fueling ports. Helps to prevent the loss of your aircraft. Contact your insurance agent for
a discount on the purchase price of our security locking fuel cap assembly.
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Sandy River Airport (03S) 42313 S.E. Oral Hull Road, Sandy, OR 97055
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Fax 503-668-8359
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for the kit numbers and prices:
http://www.aircraftspruce.com/catalog
/lgpages/cleve_beechconv.php.
—Bob Ripley
Cleaning wheel wells
Timothy Buckley, Zionsville, Indiana
Q: I want to clean the main wheel
wells but am reluctant to spray water in
the wells for fear of getting some connection, etc. wet. Any suggestions?
A:
I share your reluctance to intentionally spray water in the wheel
wells! I use 3M brake clean for oilbased dirt and Simple Green NonCorrosive Cleaner Degreaser for general purpose cleaning. Make sure the
Simple Green is labeled as meeting
Boeing Spec. D6-17487P (NonCorrosive on aluminum). The brake
clean is available at Auto Parts stores
and the Simple Green from the “big
box” stores, at least in my part of the
country. Compressed air, a brush and
vacuum sweeper are great tools for
the task. Also it helps to have the aircraft on jacks so it is higher and you
can open the inboard gear doors. After
cleaning, make sure you lubricate any
points where you may have removed
the lubrication. —Arthur Miller
At Aircraft Specialties Services
we know Starter Adapter failure can
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A perfectly good aircraft that just sits
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We also know making repairs with a
factory new Starter Adapter is a very
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immediate exchange. Our technicians
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Hard landing
J.D. Kish, Denver, Colorado
Q: I landed a little hard on the nose
last night in my 1952 Bonanza C35 (D-3161), actually
more of a 3-point landing...it's a long story on why it
happened... but I noticed a lot of fluid on my tire and the
nose gear brace. I wiped it off and the 3 1/2 inches is still
the gap. Is there anything I can check to determine if
there is other damage? It looks fine. I was going to have
the shop check the hydraulic fluid in the nose when it
goes in for oil change next week. Is this a normal occurrence? Or could the fluid be coming from somewhere
else? I looked at the engine and did not see any leaking
engine oil of any significance. The fluid was a similar
color to engine oil... I also thought I might have jarred
some oil out of the external tank due to my landing.
A: If you think you might have had a hard landing on
the nose wheel, I would have the aircraft put on jacks
and make sure that the nose gear tensions are correct and
that the nose gear retracts properly. The tensions are 55#
or greater in the down position and 30-35# pull in the up
position with the nose doors disconnected. I am worried
that you might have sheared the pin on the nose retract
rod at the spring and will not be able to maintain proper
tensions.
TECH TIPS
If you find all this is OK, go
ahead and have the strut serviced but
keep an eye on it. What may have
happened is the lower strut was
deflected slightly off center and
allowed a small amount of fluid to
escape. Better safe than sorry, so
have it checked to be sure. —Bob Ripley
Idle mixture
Specializing in the
Purchase and Sale
of Late Model
Beechcraft Airplanes
I N T E G R I T Y – H O N E S T Y – R E S U LT S
Darrell Shrader, Shelbyville Aviation Inc,
Shelbyville, Indiana
Q:
Visit us at www.rjlair.com
The 1961 Bonanza N35 (D6833) I bought over 5 years ago from
a customer on our airport has always
had a hesitation in the throttle from
idle up to about 1,000 rpm. It happens whether the engine is cold or
hot. It acts like it wants to die, and
then it finally catches up. It runs very
well at higher power settings.
I don't think the fuel system has
accumulated very many hours since
rebuild. Is there one component of the system that can be
checked or must I consider overhauling the complete system again? It also requires bumping the boost pump for
about a minute or so to keep it running from a cold start.
Bob LaFerriere$LUFUDIW
SINCE 1972
727.709.2704
Bob@rjlair.com
A: It sounds like the idle mixture is very lean. I suggest
having a qualified shop check the idle mixture and set to
get a rise of about 50 rpm with the throttle at idle, when
slowly pulling the mixture back until the engine starts to
quit. TCM Service Bulletin SID97-3E (http://www.
genuinecontinental.aero/documents/SID97-3E.pdf) should
be used to complete the fuel system setup and make sure
that the unmetered pump pressure is set to the low end of
the 9.0 - 11.0 psi range. —Bob Ripley
Fuel cap repair
Randy Renz, Seneca, South Carolina
Q:
The fuel caps have worn so much on my 1978
Bonanza A36 that the tabs don’t line up correctly when
opening. It appears that the square on the shaft has rounded and therefore not always rotating the tabs to the correct
position for removal. This is annoying and sometimes
takes a few minutes to get them off. They are otherwise in
excellent condition. Is there a rebuild kit available or are
WWW.RJLAIR.COM
new caps my only option? If new is the only option, does
ABS have recommended sources for replacement?
A: I believe the fuel caps are not properly assembled.
There are two “flats” near the bottom of the shaft, just
above the threaded portion that engage the locking spool
to properly lock/unlock the cap when the shaft is turned.
Take your aircraft to a knowledgeable Beech shop and
have them correctly assemble the caps. New caps are
quite expensive and there are very few that can’t be
repaired. —Bob Andrews
Short-range efficiency
Mike Gaffaney, Lompoc, California
Q: I am looking to get the best economy from my 1979
Bonanza F33A (CE-837). I fly to and from my office
three or four days a week and the trip is 100 miles each
way. I am familiar with the performance tables, but I am
also concerned with engine health. Previously, I have
been flying at 22/24 between 5,500 feet and 6,500 feet.
Lately I have been trying 20/24 and getting a little
better mileage. I don’t mind slowing down but I am
looking for some magic number. Any suggestions? Also,
is there a BPPP instructor in my area I can contact?
TECH TIPS
A: Page 5-24 of your Pilot’s Operating Handbook contains a chart for roughly 45 percent power. This assumes
the mixture is leaned to 25°F rich of peak EGT, which at
that power setting will result in very cool-running CHTs
and therefore permit a fuel burn under 10 gph in cruise.
Time en route over 100 nm will not be significantly
different from higher power settings. The MP/rpm combination is roughly 20''MP/2100 rpm depending on altitude
and outside air temperature. If your engine runs smoothly
lean of peak EGT (LOP), you may get similar performance at a couple inches higher MP and the same rpm on
the lean side of peak EGT.
The absolutely best fuel specifics will come by
setting whatever power is necessary to obtain “best
glide” speed, plus 10 percent (about 120 KIAS in your
F33A), while at 10°F to 30°F LOP. Of course this
“maximum efficiency” condition only works if winds
are benign or in your favor; a headwind will make you
stay aloft longer than flying at a slightly higher fuel
burn. Part of the fun is experimenting with safe and
efficient cruise conditions to see what works best for a
given set of circumstances in your airplane.
Go to www.bppp.org and in the left column select
“Our Instructors,” which takes you to a list you can sort
by instructor name or, usually more conveniently, by the
instructor’s home state. You’ll find contact information
for a few BPPP CFIs based in California; many BPPP
instructors also provide flight instruction outside the
BPPP schedule. —Tom Turner
Windshield frame
Hal Beers, San Jose, California
Q:
Our 1976 Bonanza A36 (E-569) had a 3/8-inch
D’Shannon windshield installed by Beech/Woodland in
1996. It is now cracking from a mounting-screw hole. It
is a frameless installation, which I believe may well be
contributing to the stresses that are cracking the acrylic.
We prefer to replace with a frame-mounted unit 3/8-inch
thick. Is there a source for the windshield frame alone?
If so, will the frame take a 3/8-inch windshield without
having to mill the edge? Our IPC does not list the frame
as a separate P/N, but only the 96-420029-1, -3 windshield assembly.
Realize the Potential of your Bonanza!
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TECH TIPS
A:
You may have trouble finding the frame alone. Try
Cee Bailey (800-788-0618) or Great Lakes Aero (888826-2730). They may be able to provide one already in
a frame. —Neil Pobanz
Compressions
Guillermo E. Miguel, Miami, Florida
Q:
I own a 1972 Bonanza F33A with an IO-550. In a
recent annual inspection, the compressions were
between 70-75/80 except cylinder #2, which was 50/80.
The question is: What do you think might be happening? My mechanic says I have to remove the cylinder
and check the valves. I don't agree. The engine has
about 400 hours on it. Do you agree with the conclusion
that my mechanic made?
A:
I assume the leakage is by the exhaust valve.
I suggest using a borescope to look at the exhaust valve,
because it may need to come off and be touched up.
—Neil Pobanz
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NEIL’S NOTES
Neil’s Notes are from ABS Technical Advisor
Neil Pobanz unless otherwise noted.
Flap Position Indicator - The complexity of the flap indicator has
evolved over time. This, in turn
affects parts pricing. Instead of raw
voltage from a variable resistor at
the position sensor, we now have a
circuit board with multiple resistors,
and a Zener diode to control voltage. The indicator has opposing,
dissimilarly reduced voltages. I will
write more about this in the future.
Braking of the Landing Gear - Test
the braking of the landing gear
motor with the airplane on jacks. To
activate the switches at mid travel
without getting your hand caught in
the mechanism, use a couple of
wooden pencils. You can operate the
switches with the pencils. The
spacing of the switches is important
as the braking current is created by
the collapsing flux field of the
motor shutting off. If the switches
are too far apart or too close it will
not brake well. Voltage is very
important to proper operation.
When testing, operate the gear
with the landing taxi lights and pitot
heat off.
Starters - While some light-weight
starters have had problems with
Continental starter drives, the
SkyTech has not had many problems, and in fact, work very well on
the Lycoming powered fleet. We
have had favorable comments on
the conversion to alternators on our
Lycoming powered twins. Some
models of Beechcraft are short of
amperage capacity as built. We need
to be better as operators in awareness of electrical loads.
Strut and Tire Inflators - Use the
numbers in the POH servicing
section for the airplane serial
number. There are two important
considerations here. You need to
have a current POH for your serial
number. This needs to stay with the
airplane, and be accessible. If you
want to study one at home, get a
copy. People who tell you they are
all the same are in error.
Hartzell Propeller Service Bulletin 61315 calls for modification of certain
2- and 3-bladed Hartzell Scimitar
propellers installed on Beech
Bonanzas and Debonairs. According
to the Bulletin, airplanes with these
propellers will not maintain altitude
when the propeller goes into full low
pitch, high rpm, and you have to
reduce engine power to keep from
over-speeding the engine. Hartzell
has reportedly asked FAA to issue an
Airworthiness Directive to mandate
this modification.
This Bulletin affects Hartzell
compact aluminum hub propellers
()HC-(C,G,L)(2,3,4)Y(F,K,R)-1(1)
installed on any Bonanza or
Debonair, excpet certain specific
serial number propellers identified
in the Bulletin that were modified at
the factory before shipment. It calls
for installation of an aluminum bushing in the hub of affected propellers
wihtin 200 flight hours, 12 calendar
months or the next major disassembly, whichever occurs first.
For full details read Hartzell
Propeller Service Bulletin 61-315.
Did you know ABS membership services include the
availability of an ABS
Platinum Visa® (with Hawker
Beechcraft Parts Discounts)?
Corrosion Control
By Dave Fleckenstein, Nacogdoches, Texas
W
hen we removed the floor on
my Bonanza for the re-insulation project I wrote about
in the May 2010 issue, I also
removed the heater duct where
some corrosion was discovered that
needed to be checked. Flexible CAT
ducting that ran from the end of the
clear plastic heater duct to the rear
spar had caused some corrosion in
several places. The steel wire in the
flexible duct caused dissimilar
metal corrosion where it contacted
stringers and the rear spar.
I used a stainless steel rotary
brush on a cordless drill to clean the
corrosion until all the vestiges of
corrosion were removed. Then I
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The steel wire in the flexible CAT duct
caused dissimilar metal corrosion where it
contacted stringers and the rear spar.
Corrosion on the spar and stringers was
removed with a stainless steel rotary brush.
After Alodine was applied to the affected
areas, they were coated with primer.
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REDUCE ENGINE WEAR!
cleaned the bare aluminum with
phosphoric acid, then applied
Alodine to add another layer of
protection to the aluminum. Since
this was such a small area and was
not easy to access, I dipped a
ScotchBrite pad in the phosphoric
acid to apply it to the affected area.
A clean shop towel with a bucket of clean water was used to wash
away the phosphoric acid. I used
another clean shop towel wetted
with chromic acid to apply the
Alodine. (Be sure to use protective
gloves and a face shield when handling these chemicals.)
Finally, I mixed a small amount
of DP-48 epoxy chromate primer
and brushed it over the clean
aluminum. Although I would have
preferred to spray the primer, that
was not practical, but brushing
several coats of primer did the job.
If you have the floor removed
on your Bonanza, it might be a good
idea to use that opportunity to
check the flexible heater duct for
corrosion. The sooner you catch
corrosion, the easier and less
expensive it is to repair.
You are welcome to call me at
936-554-9296 or e-mail dfleck63@
yahoo.com with questions and/or
comments.
FAA STC/PMA
Up to 70% of engine wear
is caused by insufficient
lubrication during start.
Install a Preoiler and
• Lubricate Bearings
• Pressurize Lifters
• Lubricate Cams
• Lubricate Valves
Certified on ALL Barons
and the following Bonanzas:
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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)...... 236.00
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.
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6)3)4/527%"3)4%
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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 ................. ea. 189.00
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
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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
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"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 ........................................$345.00 - 465.00
Mixture Cable ......................................... 345.00 - 465.00
Propeller Cable ........................................ 415.00 - 695.00
R Throttle-Mixture-Prop Knob Springs ...........ea. 3.50
Replace Worn Springs. Factory New.
R Bonanza Cowl Flap/Heat Control Handle .........Call
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FASTENERS & KITS
R Bonanza/Baron Aileron Structural Screw Kits
Corrosion Resistant Steel Screws & Washers .............12.00
Original Alloy Steel Screws & Washers .........................8.00
R Bonanza Fuel Sump Door Winged Stud ..........11.00
R Bonanza/Baron Exterior Stainless Screw Kits
33-35-36 (710 pieces) .................................................69.00
55 (1330 pieces) ...................................................... 129.00
58-58P-58TC (1530 pieces) .................................... 149.00
R Bonanza Cowl Door Stainless Kits
Original Dzus Stainless Kit ...........................................79.00
Camloc Conversion Stainless Kit .............................. 149.00
R Bonanza Engine Access "Gill" Panel
Stainless Kits
Original Airloc Stainless Kit ...................................... 155.00
Camloc Conversion Stainless Kit ...............199.00 - 255.00
R Baron Exterior Stainless Kits
Engine Access Side Panel (Door) Kit ........................ 549.00
Engine Nacelle Side Panel Kit (except 56) ................ 319.00
Engine Air Scoop Kits ................................209.00 - 249.00
Nose Cone/Radome Kit ................................................26.00
External Power Door Kit ................................................7.00
Engine Panel Kit (55) ...................................................99.00
Engine Nose Cowling Kit (55) ................................... 149.00
4ELEPHONEs&AX
PERFORMANCEAEROCOM
SUN VISORS & SAFETY
2OSEN3UNVISORS
)N3TOCKFOR)MMEDIATE$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. 10.00
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
SAFETY PILOT
By Thomas P. Turner
ABS Air Safety Foundation Executive Director Tom Turner holds a Masters Degree in Aviation
Safety, has three times been accredited as a Master CFI, was the 2010 National FAA Safety
Team Representative of the Year, and was the 2008 FAA Central Region Flight Instructor of
the Year.
Engine failure
on takeoff
A Beech Travel Air veered and rolled to the right after liftoff, then
went nose first into the ground. Witnesses heard an engine
"pop" before the airplane left the runway. Tower controllers
observed the airplane lift off and begin a turn to the right at midfield, although they thought the altitude, which they estimated at
60 to 80 feet, was very low. It appeared “slow” as the airplane
kept turning to the right and the nose pitched continuously up.
Controllers then saw the right wing drop, followed by the nose as
the airplane went straight down. NTSB probable cause: A loss of
power in the right engine as the result of the pilot's failure to
secure the priming control prior to takeoff. Also causal was the
pilot's failure to follow the single-engine procedures specified in
the POH to attain and maintain the correct airspeeds for single
engine operation and to maintain directional control.
B55 Accelerate/Go Chart.
ecently an ABS member wrote me: “My experience
is limited to the 58P, but I found I should not attempt
to continue the takeoff with an engine failure at lift off.
Through repeated attempts in the simulator, I learned
that to survive an engine failure below a particular altitude I must pull the remaining engine back and land
straight ahead. I’ll accept the Left Seat Duffer Award if
anyone can tell me they can successfully continue the
takeoff after an engine failure.”
I replied: As a former FlightSafety International
Baron simulator instructor (it is actually a Flight
Training Device, or FTD), I spent a lot of time convincing pilots there is almost no situation where you can
safely continue a takeoff with an engine inoperative.
In the FTD I showed pilots how airspeed decreases
dangerously fast if the landing gear is still extended and
you try to climb. This risk, in fact, is the genesis of the
ubiquitous “positive rate, gear up” procedure in twins,
designed to limit the duration of this exposure.
My students learned to recite as they are lining up
R
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for each takeoff: “If the
gear is down I’m going
down, if the gear is up,
three degrees up.” This
means pulling the throttles
and landing straight ahead
if an engine quits before
gear retraction, and establishing the approximate
pitch attitude for blue line
airspeed with a propeller
windmilling to continue
climb if the gear is up when
the engine dies.
A check of the
Accelerate/Go chart from a
Baron B55 POH (previous
page) shows that a successful takeoff with an engine
B55 Climb – One Engine Inoperative Chart
My students learned to recite as they are lining up for each takeoff: “If the gear is down
I’m going down, if the gear is up, three degrees up.” —THOMAS P. TURNER
Tinted Thermal Pane
Window Inserts
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Enhance the beauty of your aircraft and help solve the three
most common problems associated with aircraft windows;
Noise, Heat and Glare.
Thermal pane tinted window inserts are installed on the
inside of your existing windows creating an airspace between
the two windows. Call today for prices.
The Thermal Pane Window Inserts are FAA/PMA approved,
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Products, Inc.
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Perris, CA 92570
www.gdaero.com
951-443-1224
* The pilot and copilot windows are thermal pane and
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SAFETY PILOT
inoperative is definitely not assured. Any combination
of temperature, altitude and airplane weight that plots
above the diagonally sloping line in the Weight block of
the chart may not provide a positive rate of one-engine
climb. This includes near sea level on a hot day at maximum takeoff weight. (See note 2 on the chart.) Even if
you get airborne and immediately feather the correct
propeller, climb rate may be low to nonexistent at heavy
weights. On a 25C day at 1,000 feet altitude, for
instance, a max-gross B55 will get about 250 feet per
minute if you do everything right (see the One Engine
Inoperative Chart on page 35). At blue line speed, about
1.5 miles/minute, it’ll take six miles of straight-ahead
climb to reach pattern altitude.
What can we learn from this? If you lose an engine on
takeoff before gear retraction, pull both throttles and get
the nose down for a landing straight ahead. Limit your
exposure to this riskiest phase of multiengine flight by
retracting the landing gear as soon as you have a positive rate of climb. And fly at the lowest safe weights, to
improve single-engine performance in case you lose an
engine after the gear is up. Fly safely.
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.
6702 McNeil Drive
Austin, Texas 78729
512.331.5323 VOICE 512.331.4516 FAX
800.527.2531 U.S.
dacinfo@dacint.com
Call for a free Catalog! 888.794.5286
www.mcfarlaneaviation.com/abs
Cowl Saver™ Baffle Seal Material
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• Reduces transfer of engine vibration
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To turbo or not to turbo…
Our Turbonormalizer Experience
By Steve Sargeant, Charlottesville, Virginia
Steve Sargeant holds Comm, ASEL, AMEL, IFR ratings, and is a CFI. He and his partners added turbonormalizing, O2, tip tanks, and avionics to their A36 to support their Angel Flight missions.
have been described as the Joe Pesci of our group
because I have been known to pester my partners
into submission on more than one occasion. About
five years ago I said “Hey, why don’t we get a singleengine aircraft that will go 200 knots, carry 800 pounds,
go high to get over nasty weather, and cost less than
$200 an hour to operate?” The response was “Get back
on your meds and you will feel better.” However, after
hours of my torture, my partners finally relented—and
we got the plane.
We fly a 1994 Bonanza A36 that has the Tornado
Alley Turbo Whirlwind conversion, tip tanks, O2, AC,
with Garmin stuff to keep us from getting lost or flying
into clouds that go Bang! We had heard all the horror
stories about turbos—some fact and some fiction.
Rather than engage in the debate, we relied on the
research of Aviation Consumer and concluded that the
turbonormalized (TN) system was simply better.
Beyond the system, however, you have the pilots and
the mechanics, who can do a lot to make the experience
safe and economical or in simple terms: a horror show.
I
What we did right:
real terms, we fly 180 knots down low and 200 knots or
so as we get near 20,000 feet. On average, we plan for 18
gallons per hour; however, most of the time, our actual
burn is closer to 17. One of our partners, “Capt. Frugal”
leans to 14-15 gallons per hour on a regular basis. Our aircraft can carry 860 pounds plus full mains (74 useable).
If we fill the tips, we simply reduce the load. On many
occasions we toss some fuel in the tips to allow for legal
IFR reserves. (Something that prevents the all-too-common “fuzzy math” common to IFR flight. Be honest. We
know you do it, too!) There are no weight and balance
issues to note.
We are about 300 hours over TBO. There have been
no cylinder issues or significant maintenance costs that we
might blame on the turbo system. Our dry operating cost
is about $175 per hour, which covers all fixed and variable
costs—including hangar, insurance, tires, oil changes,
annuals, etc. We fly the plane about 300 hours per year.
So if you want an aircraft that has huge range and
payload options, along with great speed at a reasonable
cost, we recommend the TN conversion. We also
suggest that learning how to fly LOP and partnering
with a good mechanic is a huge part of the success
equation.
————
One final note: Our procedures require regular attendance at BPPP clinics. These folks are not TN experts;
they are, however, some of the most knowledgeable and
helpful folks in aviation.
• We had all the partners and our mechanic attend the
workshop by Advanced Pilot Seminars and made the
commitment to fly by strict lean of peak (LOP) procedures
• We worked closely with our mechanic as a partner
with a proactive approach toward maintenance.
• We did not give in to critics of LOP flying or TN
systems, which included local
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The results:
Our aircraft performs exactly as
advertised. The speeds, fuel flows,
payload and performance are all
exactly what we set out to achieve. In
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Wing Tips: Tricky door tricks
By Dennis Wolter, Cincinnati, Ohio
Dennis Wolter is an A&P, IA and a 3,000-hour instrument pilot who started Air Mod in 1973 to bring
innovative design and high-quality renovations to
the general aviation market. Dennis has a degree in
industrial design from the University of Cincinnati.
We have now worked through the various challenges of getting
Eliminating water leaks in doors
the main cabin door to seal against water leaks. You may think
Three things can be done to manage this situation.
The first step is to remove the formed black rubber foam
block that is stuffed into the pocket that forms the
support for the door hinges. If this $300 piece of foam
block is still relatively flexible, we can usually rejuvenate it by bonding either a quarter-inch or half-inch
thick piece of closed-cell foam rubber to the backside of
the block. (We buy ours from Skandia Inc.) The idea
here is to overstuff the hinge box structure to prevent
water from coming in from behind the door hinge when
the door is closed. Sometimes this is all that's required
to stop a hinge leak, but in the majority of cases, one
must proceed to a second step.
Step two involves an attempt to create a seal
between the outer hinge cover plate and the cabin skin.
We recreate a thin U-shaped 1/8-inch thick neoprene
rubber seal in an effort to establish relatively good closure between the edge of the door hinge plate and the
outer cabin skin. This is accomplished by drilling out
the three or four rivets that secure the hinge plate to the
machined aluminum hinge. With the plate removed, we
tap the holes with an 8-32 tap and reattach the hinge
plate using countersunk stainless steel machine screws.
We sometimes find that either the hinge cover plate
or the cabin skin around the hinge is damaged, in which
case the damage must be corrected for this thin rubber
seal to work. If the hinge plate is damaged, we fabricate
I’m dragging out this door seal thing, making it more of an issue
than it really is. For 37 years we have struggled more with door
closures and water leak problems than any other area of interior renovation. Now I am getting down to the last of the issues
related to door seals.
y their very design, the main cabin door and its
hinges were born to leak. Unlike car doors, the
doorjamb of your Bonanza or Baron is cut out to
allow for the flush door hinge to close into the airframe.
Not such a great idea! This gap in the jamb creates a
very tedious problem of how to seal the hinge area from
water leaks. Beech designers relied on two different
rubber seals in an attempt to keep the water out. With
proper maintenance—and a good measure of patience—
a reasonable level of leak control can be achieved.
B
1/8-inch thick rubber seal for hinge plate.
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
Back side of drilled and tapped door hinge.
a new one using .032 inch 2024T3 aluminum, then cut
the 1/8-inch neoprene rubber to a precise U-shape so
that when it is bonded to the outer hinge plate, the inner
edge of the seal will be sandwiched between the outer
hinge plate and the door hinge when the outer plate is reattached with the new 8-32 screws.
We then bond a piece of the same thin black foam to
the forward outer surface of the hinge plate. This piece of
foam will establish a seal between the forward surface of
the hinge plate and the backside of the outer cabin skin
when the door is closed. The picture shows it all.
Be sure to trim the outer edge of the 1/8-inch seal
to just touch the edge of the cabin skin when the
cover plate is installed. All that’s needed is closure; too
large and it will soon begin to tear. You may have to try
this procedure more than once. We sometimes need a
second attempt to get satisfactory results. Be prepared
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.
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Hinge plate with U-shaped seal bonded to back side, and end seal
bonded to front surface.
WING TIPS
to replace these delicate seals every couple of years.
Keep a template of the correctly shaped seal that
works on your door hinges; you’ll be glad you did at
replacement time.
Even with the effort of carefully executing these
first two steps, it is likely that some seepage can still
occur, which brings us to step three.
This is the metal edge that must be trimmed back to move the windlace cord closer to the door.
Hinge plate installed with U-shaped edge seal properly trimmed
Accepting that door hinge leaks are a fact of life, we
create an exit path for any water that does still get past the
hinge seals. We end all inside insulation about 3 inches
short of the forward door frame to allow any errant water
that does still make its way past the door hinge to flow
down and out the drain holes in the belly. As added insurance, sometimes we will locate an additional 1/8-inch
drain hole in an appropriate location in the belly.
We’ve had good success with these techniques.
Remember, the whole idea is to keep any water from
soaking into the hydroscopic cabin insulation and
upholstery, which would obviously result in a corrosion
problem or unsightly water damage.
The rubber seal we’ve been discussing is designed to control water
leaks only.
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Air leaks are controlled by the
3/4-inch diameter vinyl- or leathercovered soft bead that goes around
the entire door jamb, known in the
industry as the windlace cord. When
properly installed and adjusted, this
windlace cord should rest snugly
against the door when the door is
closed and fully latched. Any gapping and you’ve got an in-flight air
leak. Position this cord too tightly
against the door and the door won’t
close.
Adjusting these windlace cords
is often time-consuming. This cord
is held in place with 68 countersunk
sheet metal screws that secure it
between a lip that forms the outer
surface of the doorjamb and the inner
structural hat section of the door
frame. Therefore, any adjustment
requires the removal of some screws
in the problem area and repositioning
the seal until it closes against the
closed door correctly.
If the seal is too tight, remove
some screws and pull the seal in, away
from the jamb, then reinstall the
screws. A word of caution: do this
with a hand screwdriver only, and be
careful not to strip the sheet metal
screws.
If the windlace cord is too loose,
remove the windlace cord in the
problem area and remove some of
the outer flange. Reinstall the cord
so that it is positioned close enough
to seat properly against the closed
and latched door. For this job, a
metal-trimming rotary file in a highspeed router tool works great! The
final check of the fit of the windlace
cord is the business card. We like to
adjust these windlace cords a little
on the tight side so that after a few
weeks in service they take a set that
ensures that they seal completely and
the door is relatively easy to close
and latch.
Now it’s disclaimer time! These
Beech cabin doors are unquestionably among the most tedious in the
industry to adjust and seal. Success
often comes in stages. Seals change
with time, use, and temperature. A
couple of days sitting closed and
latched in the hot sun will often make a hard-to-close
door much easier to latch.
One of our biggest concerns when delivering an airplane back to a customer is unquestionably door-closing
issues, particularly in winter. With all the tricks we have
learned over 37 years, it can still be a fight. We’ve been
known to spend an entire day just getting a door to prop-
erly close and seal. Keep in mind that these doors and
doorjambs were hand-built and fit by skilled craftsmen;
some doors just fit better than others.
The end to door and window seals is in sight. Next
time we’ll take care of the less tedious seals for center
opening windows as well as baggage and cargo doors.
’Til then, fly safe. —Dennis
“Keep in mind that these doors and doorjambs were hand-built and fit by
skilled craftsmen; some doors just fit better than others.” —DENNIS WOLTER
BEECHCRAFT OWNERS HAZARDS OF
WINTER FLYING
By Ted Opperman, Camp Hill, Pennsylvania
have had the good fortune of owning a 1974
Colemill B55 with IO-520 engines for about 18
years. The Baron is now midway through its second
set of engines. I fly a couple times each week between
Harrisburg, Pennsylvania (CXY), and N43, a small
1,900-foot strip near Allentown, Pennsylvania.
This Baron is a perfectly delightful and predictable
aircraft to fly. I flight plan for 190 knots at 30 gallons
per hour. Except for the hottest summer day, and/or at
gross, the indicated airspeed is always in the yellow arc,
and verified by the GPS. The only complaint is the 136gallons usable, which means we better be on the ground
in four hours. As many of us know, as our own airframes
age, the bladder now dictates when we land. Four hours
is fine now. Of course, at oxygen altitudes, you can get
fuel burn down to 24 or 26 gallons per hour.
Maintenance is mostly predictable for a twin. I like
to be very proactive in annuals and prefer to work
alongside the mechanic. In the past, most annuals were
I
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performed in my hangar. However, the last few years,
some airport authorities ban any maintenance in private
hangars, which means you cannot even charge your
battery or put air in your tires.
Over the years, I've had two engine incidents. The
first one was a cylinder failure on takeoff; really didn't
warrant feathering or shutdown, but pulled back power
and continued climbout and made a normal landing.
The second was a catastrophic crankshaft failure, IFR
and climbing out of some light rime through 8,000 feet.
Center was immediately available with vectors to the nearest suitable airport. Pretty much routine; only problem was
taxiing on one engine. Had to get towed off the runway.
While the B55 with boots, alcohol props and windscreen is not certified for known icing, it sure does give
you a lot of additional options for escape during the
winter months. This particular cold and foggy December
morning was one of those. It picked up a
little ice on the climbout at CXY and got on top, ran the
approach to N43, picked up a trace of ice, popped the
boots, landed uneventfully, taxied back to my hangar
area, shut down, got out of the plane, slipped on the
ice—and almost killed myself! Gives a whole new
meaning to hazards of winter flying!
Now is a great time to buy a plane.
It is a bad time to sell your
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With the strength of
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FORUM
ABS idea and
information exchange
The Forum section is intended as a space for members to respond to
articles printed in the magazine, or to share their knowledge of a helpful
idea for other members. Send your words and photos to absmail@
bonanza.org.
The reason why we do not have
warnings as do users of high-end
autopilots is cost. Detection of failures requires backup sensors and
monitors (e.g. second attitude
gyro). All this costs money, so we
must live with a compromise
wherein the pilot must detect failures before unsafe attitudes occur.
The alternative is more stringent
FAA requirements, which I do not
think any of us want to see.
Pitch and Roll servo failure
In response to the August 2010
Forum article on Pitch and Roll
servo failure (pg. 58), Honeywell’s
assertion that the failure does not
“present a safety of flight issue” is
correct in terms of FAA guidelines.
The FAA requirements on
autopilot servo failures are such that
it is allowable for the autopilot to
fail without an aural or visual warning, as long as the bank angle does
not exceed 60 degrees or the pitch
attitude does not exceed 30 degrees
within 3 seconds of the failure. It is
therefore important that the pilot
monitor the flight controls and aircraft attitude when the autopilot is
engaged.
—Roger Hoh, Lomita, California
Owner-maintained
airplanes
I have owned 13 airplanes in the
last 51 years, including three
Bonanzas and a Baron 56TC. We
have an A&P who has been with me
for 20 years and we usually do our
own 100-hour inspections, including two Mitsubishi MU-2s. I
always bring in an IA who has
experience in make and model to
supervise and sign off the project. I
expect to run this airplane through
the ABS-ASF Service Clinic soon.
I own an 8,000 sq. ft. hangar
with most of the tools one could
wish for. We have been using an
outside shop for the past 3 years but
have now decided to bring this
function back in-house. We have all
the manuals; we use the Beech recommended checklist. We rely on
the good stuff from ABS such as the
Landing Gear Checklist. Your help
is very much appreciated.
We know what we don’t
know—and when to call for help.
There’s a lot of information out there
and we know how to find most of it.
I fly these airplanes. I love them and
the pleasure they add to my life. I
think I have a greater incentive than
the average facility to make sure that
my airplanes are safe.
—Jerry Berlyn, Worcester, Massachusetts
Engine Preservation System
6601 AUDIO ADVISORY SYSTEM
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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
The following letter addressed
to ABS Technical Advisor Bob
Ripley was passed on to the magazine for sharing with members.
Dear Bob: The service you and
your colleagues provide to the aviation community in Tech Tips is
priceless. We all appreciate what
you, Tom, Neil, Art, Bob (Andrews)
and Arky do for us.
As the inventor of the Engine
Preservation System (EPS) marketed under the Tempest label, I offer
one small but important comment
on your Tech Tips note in the
October 2010 ABS Magazine (pg.
28). No ambient moist air is
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admitted to the engine because the
EPS draws air through a highquality desiccant to remove all
moisture before it is admitted to the
crankcase.
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The objective is to force out
moisture accumulated as a by-product of combustion and end up with a
very dry atmosphere inside the
engine. Many users simply run the
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Pilots N Paws has more than 1,000 pilots who help transport animals. In the last two years I have flown to safety more than 200 dogs
out of high kill areas with the help of dedicated rescue groups. Flying
for Pilots N Paws has been one of the most rewarding charity programs
I have ever helped. To join in this great cause, check their website
www.pilotsnpaws.org. —Jim Carney, Germantown, Tennessee
Jim Carney with a
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way to
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his 1977 Baron
95-B55.
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FORUM
system long enough to dry the air in
the case and then cap it off until
next use. The desiccant turns color
as it takes the moisture away and
can easily be reconstituted by baking a short time. Hundreds of aircraft owners, including me, rely on
this simple low-cost system to promote engine longevity.
The system is licensed to South
Seas Ventures, Inc. who markets it
through the Tempest distribution
system. I hope this information is
helpful. Thanks for your good work.
—Pete Burgher, Port St. Joe, Florida
Aerotech Services
Here is some good news about a
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fuel cells. I had pulled the left cell
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out of a friend's 1963 P35 because it
was leaking. Since Aerotech is
about a 45-minute drive, we took it
in to see if it could be repaired.
Dennis (the owner) tested it while
we watched. It was quickly determined the nipple for the sump valve
was leaking where it attaches to the
bladder. Two days later it was
returned, completely refurbished. It
looked brand new. However, when
we tried to install it we found that
somehow it had shrunk about an
inch and a half. Now that doesn't
seem like a whole lot, but anyone
who has installed one of these
knows it just won't work.
We called Dennis and he said
bring it in. So we did. He pulled a
new one out of stock and we laid
them side by side, and sure enough,
it had shrunk. So Dennis made us a
deal for about one-third the price
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for a brand new 40-gallon bladder.
I had a leak in the left tank on
my ’66 Bonanza and a friend told
me to replace the gaskets for the
sending unit and the filler neck. So
while we were there I wanted to buy
a set of gaskets to see if that really
would fix my leak, and they gave
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Baron Boys perform at air show
The airport at Martinsburg, West Virginia
(KMRB), and the 167th Airlift Wing, Air National
Guard, hosted an air show in September that included the USAF Thunderbirds, the US Army Golden
Knights and several other military and civilian performers. The North East Bonanza Group formation
flying members known as “The Baron Boys” were
invited to perform the air show's warm up.
We made several fly-overs followed by low formation approaches over the airfield. I flew lead in my
95 Travel Air, Andrew Petit flew right wing (35
Bonanza), Bill Chandler, left wing (36 Bonanza), Tom
Toth flew the #4 ship (58 Baron), and Mike Fagan the
#5 ship (55 Baron). To watch a video of the event,
Andrew Petit flying right wing on the low approach over KMRB.
visit the NEBG website. (http://www.northeast
bonanzagroup.com). —Woodie Diamond, Harper’s Ferry,
West Virginia
Fly Safely
The B&C Standby Alternator System will
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for over 10 years. STC/PMA for all Bonanza
models 1958 & newer. 14 volt & 28 volt.
888-283-8662
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FORUM
Owner produced part
BENDIX/KING AUTOPILOTS
Service, Parts, Loaners,
Troubleshooting by Phone
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
Plane Plastics has the plastic
closeout piece that goes on the fuel
selector shroud for the 1956 G35
and earlier with the same unit
installed. They just produced one for
my aircraft after I sent mine to them
to reproduce. The Beech P/N is 35924137 and Plane Plastics P/N =
UK35-924137. They can now be
ordered, although they may want to
have the original sent to fill in all of
the squares required for “Owner
Produced Parts.”
It is excellent quality and looks
better than new. It does not come
with placards but they are available
through other sources.
I recall reading a recent Forum
item on this subject and the submitter was having problems with the
Providing Quality Service Since 1980
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process. Owner-Produced Parts
might be a good topic for ABS
Magazine so that the uninformed
understand the benefits of that provision of the FARS. In this case, the
FAA really is here to help so we can
keep the fleet going. As you know,
there are specific requirements of
that provision that must be met so
that a person other than the owner
can reproduce the part.
—Tom Indseth, Moorpark, California
Dehumidifier follow-up
questions & answers
By Ron Hays, Santa Barbara, California
I have received numerous telephone calls and e-mails regarding
my dehumidifier system article in
the November ABS Magazine. It
seems a follow-up is needed to
address repeated questions. Here is
an example of e-mail questions and
my responses.
“Ron, thanks for taking the time to
write the article in the magazine
regarding engine dehumidification.
I had a couple of questions I have a
1974 A36 with a 550B in it.”
—Jeffrey, Celebration, Florida:
Q:1 “There is a small hole in the
breather tube about 2/3 the way
down the tube. Should that be
blocked while the dehumidifier is
operated to restrict outside air
being pulled into the system? Seems
that the system would just try to
dehumidify the outside air coming
from that hole?”
HAYS: I am glad you are looking
into the system I designed. I am
confident this system will prove to
be very beneficial, especially in
your area. I have had numerous
inquiries along the same lines and
here are the answers.
The breather tube hole is pretty
much a neutral. It is a minor issue
when you have the oil tube filler cap
off for the initial 5+ minutes of
moisture evacuation. However, once
you close the oil filler tube cap, the
resulting slight back pressure from
the dehumidifier offsets the suction
effect of the air passing; so no worries there.
Q:2 “After shut down, there is
sometimes a drop or two of oil that
comes from the breather tube. Are
you concerned that it would enter
the top of the dehumidifier and possibly do damage?”
HAYS: If you allow enough hose
length to include a short drop of the
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Terry exhibits at the following Trade Shows:
Sun n’ Fun * Alaska Airman’s Ass’n *
EAA AirVenture * American Bonanza Society
For an Appointment call
AERO-TOW, LLC
1-800-485-6059
FAA Approved Certified Repair
Station # 5ECR951Y
TERRY L RAILING
1016 MULBERRY STREET, LAKE MILLS, WI 53551
PHONE 920-648-8114, EMAIL: AEROTOW@AOL.COM
Just minutes north of
Dallas Fort Worth!
Collin County Regional Airport (TKI)
A36 "Ultimate" Panel Upgrade
greg@selectavionics.com
FORUM
hose below the level of the dehumidifier top, the small amount of
draining oil will not enter the dehumidifier. Depending on the overall
length of your hose, it will probably
be a very long time before dripping
oil residue will need to be
addressed.
Q:3 “Should I leave the dehumidifier on all the time?”
HAYS: The majority benefit of this
system results when you connect it
immediately after flight. First, open
the oil filler cap and connect the
dehumidifier system. In the first 5+
minutes of system operation (about
the time it takes to clean the bugs
off the wings, clean the windshield
and update your logbook), you will
have evacuated probably 90 percent
This is a 1978 model airplane!
www.selectavionics.com
of the available humidity. As the oil
reservoir continues to cool, a slight
amount of additional moisture will
be released over the next few hours.
That is why I leave my system on
overnight. For just an overnight run,
I replace the oil filler tube cap and
pull the oil dipstick out (just enough
to prevent closing the oil dipstick
access door for safety reasons)
which allows further drying.
Q:4 “Where does the air go when
the oil tube filler cap is closed?”
HAYS: If I am not going to be
returning to the hangar for more
than 3 or 4 days, I will skip opening
the oil dipstick, leave the system
on and allow the air to exit through
the ring gaps in the pistons and out
the exhaust valves. Either or both
methods seem to produce equal
benefit.
Q:5 “My dehumidifier doesn’t
seem to be collecting much water in
the reservoir. Is my system working
properly?”
HAYS: The dehumidifier needs
sufficient air flow over the drying
grill to be effective. Make sure the
intake grill is clean and unobstructed and the hose is not blocked or
pinched. At humidity conditions
below 35 percent or 40 percent,
after the initial evacuation, the
system is marginally effective.
As a side note, this system will
work equally well with a small
space heater or even a small desk
fan in place of the dehumidifier, if
you only use it to get the majority
effect of the initial 5 or 10 minute
evacuation.
MEMBER NEWS
Wright Brothers Master Pilot Award
John S. Ruggieri, Jonesborough,
Tennessee, has received the Wright
Brothers Master Pilot Award by the
Department of Transportation, Federal
Aviation Administration. This award is
given to a pilot who has exhibited professionalism, skill, aviation expertise
and promotion of safe aircraft operations as an active pilot for more than
50 consecutive years. In addition,
John has been an active flight instructor for about 40 years while flying the
same Bonanza V35A for more than 30
years.
Georgia Aviation Hall of Fame
Georgia Governor Sonny Perdue has appointed Arthur L.
Grady of Macon, Georgia, to the Board of Directors of the
Georgia Aviation Hall of Fame. Art owns an Bonanza A36 and
has been a member of ABS for 10 years.
Doing a jet job with
my Baron 56TC
By Gerald E. Berlyn, Worcester, Massachusetts
uring the past 50 years I have owned 13 different airplanes, one of which was a Baron 56TC.
In 1962 I started a manufacturing business and
as the business grew, our flying needs also expanded.
Fortunately, I was always able to match these new needs
with the right airplane.
In April 1975 I bought a Baron 56TC, which matches a D55 airframe with a pair of 380-hp Lycoming TIO
541 E1B4 engines–the same as the Duke uses, but on a
smaller unpressurized airframe. Only 96 of these were
built over three years and then the Duke was introduced.
My business was the manufacture of thermoplastic
extruders and downstream extrusion equipment and my
customers were chemical and plastics companies located
mainly on the Texas and Louisiana Gulf Coast. I was
required to be there once a month and the trip was 1,700
D
miles each way. We were too small to leave the piston
class, but our special Baron did the jet job for us just fine.
The performance of the Baron 56TC was exceptional. At 25,000 feet the speed was 250 kts and departing
Houston with a full load and outside temperature of 105
degrees was no sweat. The airplane flew like a fighter,
was a stable instrument platform, yet it handled like any
other big Baron. It used 18 gallons per hour per engine
the way I flew it.
Shortly after buying the airplane I replaced the old
Narco radios with a new King panel and all the many
radio problems went away. Service and maintenance of
the airframe was like any other Baron. I heard that some
56TCs developed aileron flutter because of the greater
speed and corresponding pressure, but I never had that
problem. The engines required constant attention and
service, mostly because of the turbocharger, wastegate,
exhaust system and associated hardware.
I learned that these turbocharged engines in general
rarely get to their recommended TBO—about 800 to
900 hours is all you get, whereas turbine-powered
engines almost always get to their TBOs.
My current airplane is a 1993 Bonanza A36
(N8149N). I have owned three
Bonanzas: an S35, an F33A and the
A36, as well as the Baron 56TC—
and they all served me well. After 50
years and 13 airplanes, I conclude
that airplanes are like women:
They’re all good. Some are better.
Circuit Breaker Switches
IN STOCK
[AD 2008-13-17]
Also stocking many other Bonanza & Baron parts.
INC.
I
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A V
tel 818.780.6032
fax 818.785.9712
email sales@avstat.com
V S TA
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888.287.8283
A
toll free
A T I O
AVSTAT Aviation, Inc.
7625 Hayvenhurst Ave. #18
Van Nuys Airport
Van Nuys, CA 91406 USA
Find out how
donating $50 now to the
ABS Air Safety Foundation
can help maintain
our wonderful fleet
of Beechcraft airplanes.
Read about it on pg. 17.
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 read your
insurance policy?
f I asked, "When was the last time you sat down and
read your aircraft insurance policy?" and you replied,
“A long time ago” or “Never,” you would not be alone.
Even though it may be the last thing you really want to
do as you enter this New Year, I strongly encourage
every policyholder to take the time to get familiar with
the coverage and exclusions contained in your contract.
The principal reason to purchase insurance is to
transfer some of your risk as an aircraft owner to an
insurance company who can afford to pay the claim. In
the unfortunate event that you do have a claim, you need
to know what risks you have transferred and what risks
are yours to bear.
I
I will try to explain the complex wording in some of
the most important parts of the policy so they make
more sense, and I probably will explain some things you
already know, but please bear with me; I'll start slow and
finish fast.
The hull - Insurance policies differ in their wording and definitions, but they generally have a similar meaning. Your insurance policy, when referring to the hull about physical damage
of your aircraft, means the aircraft itself, including the engines.
Engines are covered under this term because all permanently
attached modifications are considered part of the hull. As an
example, if an aircraft is dedicated for photography and has a
permanently attached camera pod, the pod can be insured as
a part of the hull.
Scheduled Aircraft is a term contained in most policies and
refers to the aircraft listed on the declarations or coverage
summary page or a schedule of aircraft that is attached. That
could mean one aircraft or an entire fleet. Each aircraft is identified by its FAA registration number, make and model, number
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.
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(714) 524-1919 (800) 541-8128 (714) 524-5937 (FAX)
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INSURANCE
of seats, and insured (hull) value. The registration number (not
the aircraft’s serial number) is the way insurance companies
identify your aircraft. If you change the N#, you should immediately advise your agent/underwriter so your policy can be
endorsed to reflect the change.
CUSTOM ENGINE
OVERHAULS
NEAR CHICAGO
Agreed Value - The aircraft (hull) value is the amount that you
and your underwriter agree your aircraft is worth. This value is
shown on the coverage summary page of your policy as the
“agreed value” of your aircraft. Accordingly, aviation insurance
policies are usually referred to as “agreed value” policy forms.
This differs from the automobile world, where an automobile is
usually written on an actual cash value (ACV) policy form.
If there is a physical damage claim to an automobile, the
claims adjuster and the owner of the automobile debate, and
often disagree on the value of the damaged auto. In aviation,
the agreed value aircraft policy plainly states the value that will
be used in settling the claim as a total loss. This way, no one
is confused and there is no room for disagreement on the
amount of a total loss. The stated amount is the value, but
there may be room for discussion as to whether there is
enough damage to trigger a total loss.
A word of caution: Don’t over-insure and don’t underinsure. If you are uncomfortable with the value stated on your
policy, call your agent. You can change the value of your scheduled aircraft mid-term by endorsement or at your next renewal.
The idea is to insure the true value of your aircraft. It is important to find a value that will compensate you for your investment. However, an over-insured aircraft may force the insurance carrier into a position that requires repair to a seriously
damaged aircraft when the owner wants it to be declared a
total loss.
Endorsements are changes to the policy. They may require an
additional or return premium, or the underwriter may issue
them at no cost. Changes can be made to any policy at inception or at any time during the policy period, assuming both the
policyholder and the underwriter agree. We see mid-term
endorsements used to change hull values, use, lien holder, N#,
and liability limits, the addition or deletion of aircraft and any
other changes or corrections that may be required.
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800-397-8181
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Territory limitations are defined in every policy to state where
your aircraft will be covered geographically. Some policies limit
the territory of operation to the 48 contiguous states (CONUS),
along with Canada and Mexico. But since that will leave out
Alaska and Hawaii, if you intend to fly to either state, make sure
you add that by endorsement.
Some policies go on to include the Islands of the
Bahamas. Some state the Western Hemisphere and some are
so broad they include “anywhere in the world.” But the important thing to remember is that you need to know what your policy says and operate within that geographical boundary,
because if you have a loss outside your designated territory of
operation, your coverage will be void.
A few words about the pilots - Who is approved to operate
your aircraft? Your policy will either refer to someone the underwriter authorizes to fly the insured aircraft by name (or named
pilot) or by open pilot warranty (OPW). If it is a named pilot, the
underwriter will specify by name a pilot who is approved to fly
the aircraft. If it is by “open pilot warranty,” the underwriter
issues a minimum set of standards or requirements for a pilot.
Anyone meeting the open pilot warranty is approved to fly the
insured aircraft.
At this point, we must mention that the FAA and the underwriter do not always coincide in their requirements. The FAA
controls who is legal to operate an aircraft and most policies
do require that pilots flying the aircraft meet the FAA requirements for the flight involved. However, since the underwriter
and his carrier will write the checks for the damaged aircraft in
the event of a covered loss, they have their own pilot requirements that are often more restrictive than the FAA. For example,
an underwriter may require a minimum number of flight hours
in the make and model in order to approve a pilot, or they may
require annual flight training in the aircraft.
Liability limits are listed on the coverage summary page or the
declarations page of your policy to state the amount of liability coverage that is provided for bodily injury (BI) and for property
damage (PD). In most current policy forms, these limits are written on a combined single limit (CSL) basis. CSL combines all liability coverage into one limit as opposed to a split liability limit.
A split liability limit would have one amount stated for bodily
injury and another amount for physical damage. In addition, the
combined single-limit liability amount may include bodily injury to
passengers or it may have a lower limit for passengers. If the
passenger liability coverage is included in the CSL amount, it is
referred to as a “smooth limit” of liability.
An example would be $1 million CSL, including passengers. If the passenger liability is written at a lower or restricted limit, you may see $1 million CSL, with passenger BI limited to $100,000 per passenger. Some less desirable policies
may offer $1 million CSL (BI and PD) restricted to a sub-limit of
$100,000 per person. Note the huge difference between a per
passenger seat restriction and a per person restriction. The
per-person restriction would also limit liability for bodily injury to
persons outside the aircraft.
GA NEWS
Tornado Alley Turbo turbonormalized Baron: The new cowling has a
pod or “bathtub” under each engine.
First flight of TAT turbo-normalized Baron 58
Tornado Alley Turbo completed the first flight of its turbonormalized Baron 58 on October 1. According to TAT’s George
Braly, the modification uses new turbo systems with twin intercoolers (two per engine) and a completely "new from scratch”
exhaust. The new cowling includes a pod or bathtub under
each engine. According to Braly, the 40-minute first flight was
“spectacularly uneventful.”
No timetable has been announced by TAT for certification.
For details, call 877-359-8284 or 580-332-3510.
Deductibiles are usually specified on the declarations pages
of the policy to state the amount of money the insured contributes to a loss before the insurance company will pay the balance of the claim. We typically see a separate deductible for inmotion (IM) and not-in-motion (NIM) losses. Some policies
refer to in-flight — others in-motion. In Motion means the aircraft’s engines are turning and the aircraft is moving under its
own power. In-flight is from the time that the aircraft begins its
take-off roll, while in the air, to when it has completed its landing roll. Deductibles can be expressed as a fixed amount (most
common) or as a percentage of your aircraft agreed value.
If you have any questions about these or any other
policy definitions, contact your ABS insurance
representative.
“BRAND” New Merchandise MEN’S AND WOMEN’S 100% SPUN
POLYESTER ANTI-PILLING PANDA FLEECE
VESTS with nylon panels on the front and
back yoke and along the bottom. Accented
with chest and side zippered pockets and
adjustable drawstring bottom with cord
locks for a custom fit, sizes S-2XL. Men’s
$60.00 / Women’s $53.00
COTTON MAX CREW SWEATSHIRT 9.7 oz 90/10 cotton/poly fleece.
Woven tape and contrast half-moon facing at back neck. V-notch neck
and spandex enhanced trim. Full athletic fit. Embroidered “C” logo on left
sleeve. Oxford Grey and Black colors, sizes S-2XL. $32.00
MEN’S AND WOMEN’S POLO WAFFLE KNIT
GOLF SHIRTS 100% polyester features
UltraCool system to control and manage
perspiration. Black or White w/embroidered
logo, S-2XL $32.00
GREY TSHIRT 50/50 Poly/Cotton
Screen printed logo, S-2XL $12.00
WHITE TSHIRT 50/50 Poly/Cotton
Screen printed logo, S-2XL $10.00
$8.00 shipping / handling (outside U.S. actual postage is charged)
CLOSE-OUT SALE
Sweatshirts
Golf Shirts
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
sweatshirt with flat knit collar. 80/20 Cotton poly backing, double
needle stitching throughout with rib knit cuffs and hem. Blue,
Chestnut, Red S-2XL. $42.00 NOW $35.00
ALL JEWELRY AND ACCESSORIES
HALF OFF
Hoodie Sweatshirt with zipper Blue, Olive, Burnt Orange
S-2XL. $54.00 NOW $45.00
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
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
Sweat Shirts – Discontinued
crystals “dancing” over it.
8007
8110
Available in Grey w/red and blue design – S, M, L;
A lovely conversation piece.
Navy w/red and white design – S; Red w/red design – L;
No. 8002 $10.00
8100
No. 1700 $31.00 NOW $20.00
Ribbon Loop Earrings Studs
8002
support your choice of
Stadium Blanket
ABS polarfleece blanket comes in bright Red airplane replicas. No. 8110 $15.00
Dangle Earrings Your choice of detailed
or Yellow with velcro close and nylon web
airplanes on golden hooks. Specify V-tail,
strap for carrying. Protected with nylon
straight tail, or Baron. No. 8100 $8.50
covering imprinted with ABS logo.
Lapel Pins White enamel and gold and
3130
$15.00 NOW $10.00
dark blue detail. A great statement. Not
actual size shown. No. 3130 $5.00
8040
CAMP SHIRT
Short-sleeved cotton/rayon shirt
showing OUR airplanes – Vtails,
Straight Tails and Barons.
VERY popular. Get yours today!
S-XL $49.94 NOW $30
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
www.bonanza.org
for more sale items
Marge Gorman, Mansfield, Ohio, submitted this account of her family's love
of Beech aircraft in response to a request for ABS members to send in their
recollection of when they first flew Beechcraft airplanes. —Editor
The Gormans’67 Years
with Beechcraft
ur love of Beech aircraft began
in 1943 when Jim was in
advanced United States Army Air
Forces flight training at Ellington
Field, Texas, in a twin-engine
Beechcraft AT-10 Wichita. The
Wichita was being used to train
pilots for future assignments in
multi-engine aircraft such as
bombers or cargo aircraft. It was a
great plane to fly, but due to its allwood construction, most of the
more than 1,700 of those aircraft
built by Beech were destroyed at the
end of the war.
During Jim’s tour of duty in
WWII in the South Pacific, he had an
opportunity to take a short flight in a
U.S.N. Staggerwing. As he remembers, the aircraft was “a delight to
fly,” prompting him to remark that it
would be “a nice plane to own when
he returned home to the states.”
At the end of WWII, Jim joined
the Air Force Reserve and again had
an opportunity to fly Beech aircraft.
This time, it was the twin-engine C45 Expeditor, another Beech aircraft
that had seen service in WWII.
The positive relationship with
Beech aircraft was beginning to take
hold. In 1947 the relationship
became firmly established when Mr.
Rupp, Jim's father's business partner,
purchased a Bonanza (D-670). Jim
and Mr. Rupp picked up the aircraft
O
in August, and Mr. Rupp flew it for
several years before it became the
first aircraft owned by the GormanRupp Company. The Bonanza was
subsequently followed by a Queen
Air, a King Air B90, several Super
King Air 200s, and today the company is pleased to be flying its second
Super King Air 350 turboprop.
Aircraft
manufactured
by
Beechcraft had definitely become the
airplanes of choice for the GormanRupp Company. But Beechcraft
products also found their way into the
Gorman family as Jim, Marge,
daughter Gayle and son Jeffrey eventually owned seven Bonanzas, two
Staggerwings, a Sundowner and two
Dukes. One of those Dukes was the
last one built by Beech, and is now
owned and operated by Jeff.
The Gormans have flown their
Beech aircraft extensively throughout the United States, Canada and
Mexico, with many of those flights
being in Marge’s V35B.
One of the highlights of Marge’s
experiences with Beech aircraft
occurred in 1980 when she joined a
flight of five Bonanzas, including the
late ABS member Louise Sacchi, to
Norway and back. Marge and Jim
also had the opportunity to accompany a good friend, Dick Hansen,
owner of a beautiful Twin Beech, on
a flight to Europe and back.
BEECH PARTS –
ALL MODELS
Musketeer/Sport/Sundowner
Sierra/Skipper/Bonanza/Debonair
T34/TravelAir/Baron/Duchess
Duke/TwinBonanza/QueenAir
KingAir/99 & 1900/Airliner
One of the largest “all-Beech”
inventories in the world
Structural, Landing Gear, Flight
Control, Accessories, Instruments,
Kits, Hardware, Interior Parts, Etc.,
etc. Since 1969, your best source
for affordable genuine replacement
parts; call the Beech Specialists…
701 Del Norte Blvd., Unit 220
Oxnard, California 93030
(805) 604-0439/FAX (805) 604-0429
www.arrellaircraft.com
e-mail: BeechedOut@aol.com
(Minutes from Camarillo & Oxnard Airport)
In recent years, Jim and Marge
co-founded the Duke Flyers Assoc.,
which now has more than 300
members with annual fly-ins and
newsletters, all of which continue to
keep the two of them very busy.
A favorite quote from anyone in
the Gorman family echoes the old
Beechcraft tagline: “The world is
small when you fly a Beechcraft.”
.................
Two of the Gormans’ Bonanzas are based in
Mansfield, Ohio (MFD), and the other five are
still flying all over the country.
D-670
D-5412
D-8173
E-2170
D-9867
N3227V
N8312D
N19MA
N72007
N1129T
Robert Nichols, California
Kevin Garrett, Kansas
Avco Security, New York
Juan Serrano, Florida
JNG Aviation, Deleware
ABS EXISTS TO PROMOTE AVIATION SAFETY AND FLYING ENJOYMENT THROUGH EDUCATION AND INFORMATION-SHARING.
If you know a pilot, aviation enthusiast or mechanic who would benefit from receiving the ABS Magazine, or access to
type-specific technical advice, encourage them to visit www.bonanza.org and fill out a membership application.
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
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
Engineering intercom, digital tach, Precise
Flight standby vacuum, BDS Speedslope
W/S, Clevelands, OK paint and interior.
$59,000. Call Allen at 727-772-5590, Palm
Harbor, FL. (9/10)
——————————
‘83 B36TC Excellent condition, 1655 TTAF,
521 TSMOH, GNS 530 ,KFC 200 AP/FD
(slaved HSI), Skywatch/Stormscope,
Shadin Digital FF, GAMI, club seating, 3
position Strobe, Oxy system, LR fuel, 6 pl
intercom and much more. $210K. For pics
and full specs send email to 602-757-0203
(AZ) or bcannon@cannonaviation.com.
(8/10)
——————————
1970 V35B Bonanza 3,800 hrs TTAF; 650
hrs SFREM IO-550B/300HP; Fast! 173
KTAS; 3 blade McCauley; G430WAAS;
G340 4 place audio; G327 TRNSPNDR; KX155/GS; back-up electric AI; EDM-700; FS450 Fuel flow; Beech Dual Yoke; Meticulous
Logs/Maintenance. Annual completed
12/2010. Current IFR Cert. Quick Sale! Just
bought a Baron! $110K/OFFER. Bryan
661.400.0817 2baja@roadrunner.com for
details/photos. (1/11)
——————————
'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)
1960 M-35 Bonanza, 6300 TT, 611SFREM,
IFR w/STEC50, KX155. Always hangared,
can email photos. Priced to sell fast,
$48,950. Arnie, 559-291-3198 or 559-8168461. (1/11)
——————————
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 720-936-7840 wingsdan
@mac.com. (12/10).
——————————
DON'T MAKE AN EXPENSIVE MISTAKE! Call
me for a Free Consultation on your purchase
of a Bonanza or Baron before you PreBuy. Visit my web site at www.beechcraft
buyers.com. Or call 850-240-7243. (4/08)
——————————
54 V-Tail Sell 45K or Trade for Cub, 7ac,
172, etc. IFR, exceptional condition. auto
STC, Nearly every mod. Will deliver. 315651-2727 donmcmann@verkshire.net (1/11)
——————————
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).
——————————
CIRCUMSTANCES – 1977 E-55 Baron, Serial#
TE1094, TTA 1500+hrs., L/eng. 1100 hrs.
fac. rmfg., R/eng. 220 hrs. ovh, King KFC
200 3 Axis Auto Pilot, “new” Bendix/King
RDR 2000 5 Color Slaved Radar, “new”
WX 950 Slaved Storm Scope, KLN 88
Certified In Flight Collins Radios, Gami
Injectors, Full JPI-EGT System, 4 Place
Intercom, Bose Head Sets Shadin Fuel Flow
through KLN 88, Antenna for Hand-held
mic on right panel for Co-pilot. $185,000 or
offer. Call Francis (956) 371-7702. (1/11)
——————————
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).
——————————
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 773-230-7432
Contact Stuart, Naperville, IL. (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).
——————————
1978 BE 58P 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
805-543-7680(CA)
gk1petty@sbcglobal.net. (12/10)
——————————
1972 F33A N191CC CE-399. 4680 TT, 620
SNEW IO-550 D'Shannon. Great compressions, oil analysis since new. 3 Blade Prop,
All Logs, always hangared, excellent maintenance, Turley maintained. Garmin 430, HSI,
and King IFR stack KX165, KMA24,
KN87,KN64. New KT-76C and encoder,
WX500 displays on 430, JPI 700,TAS-500
FF displays on 430, Coupled STEC 50 w/alt
hold. Excellent glass,1/2 in. windshield, great
interior and paint. Beech landing gear safety
system. Inertia reel harnesses,180kt TAS
cruise. $118,000 Call George Scott 813-5282893 (FL), e-mail 1scott5@tampabay.rr.com.
(1/11)
——————————
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)
——————————
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)
——————————
1973 Exceptional BE58 Baron OBO, 4400
TTAF, 680 TT IO-550-C 300HP TCM,
GNS-530W, Biggs installed Beech Spar
Mod, always hangared, All logs, three
owner no freight or charter. More info and
photos at txbeechaircraft.com email:
kendall@txbeechaircraft.com or 972-5690808.(8/10)
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)
——————————
1964 S35 Bonanza, 4081TT, 1957SMOH,
Oct annual completed, Century 2000,
Garmin 150XL, late model paint, GAMI's,
JPI 800, PS PMA6000m 4 place intercom,
KN62A DME, Precision alt vac, portable
oxy, $60,000 - Jim 770-713-9228
jb_holl@bellsouth.net. (1/11)
——————————
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)
——————————
64 D95A Travel Air. Doyn Conversion, Lyc
IO-540's, 3 Blade Hartzell's no AD's, 5550
TT, 435/550 SMOH, 590 Props, Loaded with
Garmin King Insight, beautiful new Air Mod
interior, recent paint, Speed Slope, 190 kts,
Call or email for specs & Photos. $175,000.
608-385-0994
or
608-526-9464
or Kbtravelair@charter.net. (1/11)
——————————
PARTNER WANTED: Your V-tail or we can
buy one. Prefer J35 model or later. Based at
LL10, Naperville, IL in my hangar. Lew
312-656-9670 lberghoff@hotmail.com.(1/11)
——————————
1969 D-55 Baron. TT 5900 hrs.TOH 800
R&L. good paint, interior, FAST, 6 seats,
good Boots, dual controls, Radar, 430, fresh
annual, $90,000. Call Paul at757-376-3077
(VA).(4/10).
——————————
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. (12/10)
——————————
1987 F33A D'Shannon 550 Conversion,
1,166 Useful, 1603/715, Pristine. GAMIs,
Gap Seals, Full King IFR, KFC150,
KLN90A, WX1100, Hot Prop, ANR-Telex,
#2AI, 9/9, NDH, full logs, high compression,
Standby air, leather covered yoke, tinted window inserts, tinted visors. All ADs complied,
always hangared, very fast. Call Scott (716)
664-5000 OR (716) 664-0484. $219,000
AND WORTH IT! (2% REDUCTION FOR
ABS MEMBERS.) (01/11)
——————————
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)
——————————
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).
——————————
Cleanest Best Equipped 36TC in the country
for under $200,000k 1980 Beech Bonanza
A36TC AFTT: 2997 SMOH/SPOH: 623
Fresh Paint/Interior 10/10 Dry Country
Airplane always in a hangar. King Silver
Crown Plus Digital Avionics KLN94 GPS.
No damage, cream puff $179,500. Call Ron
(308) 289-4735. (1/11)
——————————
E55 or 58 Baron (74-83) wanted by ABS
member. Low times, well equipped and
exceptionally well maintained. 166 gal.
min, IO550 conversion and KFC 200 or
better a/p a plus but will consider. No
Colemill wingtips. S. Millen 760-532-2006.
calcopter@earthlink.net. (01/11)
——————————
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)
——————————
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)
——————————
1967 Travel Air, 3100TTAF, 1100 SMOH,
Garmin 155XL, dual Mark12s/digital,
slaved HSI, RDR150, KT76 xpndr, Storm
Scope, c/p instruments, STec autopilot,
unfeathering accumulators, DME, ADF, 3
strobes, sweet and professional airplane,
great maintenance, hangared, delivery, and
check out available. 860 354-6168. (1/11)
——————————
1963 Bonanza P35 S/N D7084, N9545Y,
5200TT, 600 SFRM, 3-blade prop 70 hrs.
GPS, KMA audio panel, dual KX155, GS
VOR, DME, transponder, AP w/alt, storm
scope, recorder, new fuel bladders 2006,
new leather interior 2003, 70 amp alternator,
engine analyzer, fuel manager, exterior 9.0,
Rosen visors, complete logs, always
hangared. $90,000. John 757-810-3250 or
rockhoppers@charter.net.
FLIGHT INSTRUCTORS:
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 352-222-0873; www.masterwings
LLC.com/HMW. (6/09).
——————————
Bonanza, Baron and P-Baron Instruction –
Gold Seal and Master CFI. Insurance
approved P-Baron initial and recurrent training, Garmin and G-1000 instruction, insurance check-outs, instrument and ME ratings,
assistance with purchases. Gerry Parker,
713-826-6663 (TX). gparker@pmkc.com.
——————————
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.
888-310-3134. (in Kansas 316-371-3134)
www.zdpublishing.com.
——————————
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) 429-0056,
jbmflight@gmail.com.
——————————
North Texas. Cheap 100LL. Decades long
BPPP instructor. Baron and Bonanza; transition, insurance, and recurrent training.
Single control. John L. Geitz 808-552-2766
obxaero@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).
EQUIPMENT, PARTS & SERVICE:
Wing Tips w/strobes for A36 (from 1997
model). Asking $ 900 + shipping. Attilio Di
Marco: attilio9@gmail.com. 352-267-2070
(FL). (12/10)
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, 502368-1414.
——————————
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.
——————————
Tables, new and used available. Contact
Chuck 660-885-8317 or chuck@avfab.com.
——————————
Seat Specialists- Seat recline cylinders
repaired, seat repair, seat replacement parts.
Call Chuck at AvFab (660)885-8317 or
chuck@avfab.com.
——————————
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.
——————————
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 877-3648003.
——————————
3 blade Hartzell Scimitar Prop. Like new,
PHC-C3YF-1RF/F8068. New 3/08. 150 TT
STC for Bonanza 33,35,36. $5,600. 970356-3430 (CO) hangar1@what-wire.com.
(12/10)
——————————
FOR SALE: Garmin SL-30 NAV-COM, Tray
& Harness, $3250.00 OBO. Call
Drew McWilliams, 717-873-0419 PA.
drewmcwi@aol.com. (1/11)
——————————
Spar Mod. Kit Installation Bonanza/Baron.
Calkins Aero Service, Inc. – Houston, TX.
281-579-6674, caero@sbcglobal.net.
Power Flow Exhaust for your Bonanza.
Calkins Aero Service Inc. in Houston, 281579-6674. www.calkinsaero.com
——————————
FOR SALE: Four fuel caps from C-55 Baron.
$75 each. George Miller (340) 642-1117.
(10/10)
Bonanza Flight Control Rebuild Service.
Ailerons $1675, flaps $1975, ruddervators/elevators $2350. Workmanship guaranteed, painting and balancing. Aero
Surfaces, CRS. OG3R-735-L, 530-8935416, aerosurfaces@chico.com.
——————————
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.
——————————
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.
——————————
SEAT ADJUSTER BROKEN? We repair Roton,
Hydrolok and Beech. We overhaul shimmy
dampers. Exchanges available. Call Jerry @
810-300-1140.
——————————
Elevators, 33 thru Baron. FAA-approved
repair station #209-53. Biggs Aircraft. 405258-2965, Fax 405-258-3016.
——————————
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.
——————————
For Sale 94 A36 wingtips with strobe lights
28v, lenses and light fairing $900. Blue pilot
and copilot lap belts like new $ 300. Tan
shoulder harnesses with reels $365. V35B
fifth seat with brackets $ 350. V35B new
wrap around light lenses and tail lens $140.
All prices plus shipping. 352-390-7078
jd7889g@comcast.net. (1/11)
——————————
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)
——————————
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 Sycamore Lane,
Peoria, IL 61615. 309-686-0614. email:
jbirks@mybluelight.com.
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. Email bonanzaparts@gmail.com or call
requests to 530-661-1457. Visit our web
page, www.bonanzaparts.biz. 6/08
——————————
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.
——————————
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.
——————————
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.
——————————
Factory avionics and instruments removed
from 94 F33A, 992TT for glass upgrade.
List/prices
call
606-836-7881
or
romart77@windstream.net. (1/11)
——————————
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.
——————————
Dual Yoke Rental. Baron/Bonanza. $300
plus shipping for first 2 months, $125/mo
thereafter. Steve Weaver 843-475-6868.
(WV). (05/10)
——————————
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.
——————————
1992 A36 Wing Tips for sale. Perfect
condition. Phone 314-223-0075(MO),
mike@kendallteam.com. (12/10)
REAL ESTATE:
Better than ever! Guided self-fly adventures to the last frontier. Complete prep program, breath-taking flight routes, great side
tours, the best hotels, great camaraderie, and
our years of Alaska flying experience.
www.LetsFlyAlaska.com 1-866-FLY-TOAK
(359-8625). (1/11)
——————————
A Pilot's Paradise only 165nm from Florida
Coast. Enjoy our 3BR/3BA new condo on the
Marina with boat slip. Call Kristen 757-3763076 (VA). www.barefootattreasurecay.com.
(3/10)
——————————
Fly All Season At Your Arizona Winter
Home. Airpark or General Realtor
Assistance. Pat Mindrup, Realtor/
Aviator/Plane Owner, MVR Properties.
www.wickenburgpat.com, 928-671-1597.
Fly Safe! (12/10)
——————————
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.
——————————
Mountain View Rental Cabin, Ruidoso, NM.
From $135/night. Contact 575-808-0157
(NM), www.mountainflyinn.com. (6/10).
——————————
Dean Sandow, Scappoose, Oregon
Thomas Tubbs, Homerville, Ohio
Karen Kahn, Santa Barbara, California
William Runyon, Fort Worth, Texas
W.E. "Bud" Hoffner, Port Orange,
Florida
Congratulations to these ABS members
who have earned ABS AVIATOR status.
To participate, send copies of your training certificates to absmail@bonanza.org
or fax 316-945-1710 attn: ABS AVIATOR.
LEVEL 3
LEVEL 1
LEVEL 4
Mike McCain, Williamsville, New York
Mike DeTraglia, Pittsford, New York
William Swarthout, Chambersburg,
Pennsylvania
David Field, Holland, Michigan
Jeff Renfrow, Liberty Lake, Washington
Fred Mantz, Hughson, California
James Mennella, Oklahoma City,
Oklahoma
Cameron Calhoun, Hampstead, North
Carolina
Michael Howard, Slaughters, Kentucky
John Plavan, San Diego, California
Daniel Peterson, Papillion, Nebraska
John Scherer, Delovan, Wisconsin
Robert Hellebuyck, Kansas City,
Missouri
Keith Rutherford, Bossier City,
Louisiana
Chip Mirman, Pinehurst, Norht Carolina
LEVEL 2
John Ruggieri, Jonesborough,
Tennessee
Thomas Hebda, Colorado Springs,
Colorado
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)
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)
WANTED:
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: 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.
Charlie Harrison, Sarasota, Florida
Gerald Pfeffer, Omaha, Nebraska
ABS extends condolences to the
family & friends of this ABS
member who recently passed away.
Wes Clark, Plano. Texas
(Member since 1995)
LEVEL 5
Scott Adams, Bodega Bay, California
Donald Lawton, Flower Mound, Texas
Mike Fasciano, Lake Forest, Illinois
Dennis Tryon, Wickenburg, Arizona
Jack Threadgill, Bryan, Texas
Steve Baggerly, Guymon, Oklahoma
Shelly Holson, Norwalk, Connecticut
David King, Anderson, South Carolina
New Life
Membership
ABS would like to extend a warm
welcome to this member who has
recently become an ABS Life Member.
Mark W. Spelts
Chico, California
(Member since 2009;
he flies a 2008 G36)
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 Store......................................56-57
ADA Aircraft Painting, Inc......................51
AeroPlus Interiors, Inc...........................5
Aero Technologies LLC..........................51
Aero-Tow LLC.......................................50
Air Mech, Inc........................................45
Air Mod...............................................44
Air Salvage of Dallas............................52
Aircraft Door Seals, LLC........................11
Aircraft Insurance Agency by Duncan...47
Aircraft Specialties Services.................25
Aircraft Spruce & Specialty Company...39
AirNet Systems, Inc..............................50
Alpha Aviation, Inc...............................43
Angerole, Inc........................................17
Arrell Aircraft Sales, Inc........................58
Aviation Design....................................48
Aviation Research Systems, Inc...........24
Avstat Aviation, Inc..............................52
B&C Specialty Products, Inc................48
BAS, Inc...............................................31
Beaver Air Services...............................30
Biggs Aircraft........................................64
Bob Laferriere Aircraft...........................26
Bruce’s Custom Covers..........................30
Carolina Aircraft, Inc..............................14
Cincinnati Avionics................................46
Cruiseair Aviation, Inc............................48
Cygnet Aerospace Corp..........................10
D’Shannon Aviation...............................27
DAC International, Inc............................36
DBM......................................................16
Engine Components Inc.........................21
F&M Enterprises....................................53
Falcon Insurance Agency..(Inside Front Cover)
Flight Resource LLC...............................45
Floats & Fuel Cells................................35
Flying Colors Aviation............................37
G&D Aero Products, Inc. .......................36
Gemco Aviation................(Inside Back Cover)
General Aviation Modifications..............11
George Baker Aviation...........................42
Great Lakes Aero Products, Inc..............51
Hampton Aviation, Inc............................15
Hartwig Aircraft Fuel Cell Repair.............38
Hartzell Propeller, Inc...........................13
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
Hawker Beechcraft ...............................2
Herber Aircraft Service, Inc..................29
Horizon Instruments, Inc......................53
J.L. Osborne, Inc..................................28
J.P. Instruments, Inc..............................19
Kalamazoo Aircraft, Inc........................46
Kings Avionics, Inc...............................48
Knots 2U, Ltd......................................41
M-20...................................................42
McFarlane Aviation Products................36
Mena Aircraft Engines, Inc....................47
Mountain View Aviation........................49
Murmer Aircraft Services.....................35
National Airparts, Inc...........................64
Niagara Air Parts, Inc...........................46
Nu-Tek Aircraft Instruments, Inc............40
Oilamatic, Inc......................................31
P2, Inc.................................................44
Penn Avionics......................................54
Performance Aero, Inc....................32-33
Performance Aircraft Parts, Inc............30
Plane Power Ltd....................................7
Poplar Grove Airmotive, Inc.................54
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
KEITH KOHOUT (Area 2)
2013
212 B East 2nd St., Covington, KY 41011
Phone: 513-479-2533
e-mail: kk@hangar26.com
TOM ROSEN (Area 7)
2011
633 Rustic Ranch Ln., Lincoln, CA 95648
Phone: 916-408-8666
e-mail: tsrosen@pacbell.net
TREASURER
JOHN ANNABLE, M.D. (Area 8)
2012
20911 Earl St. #440, Torrance, CA 90503
Phone: 310-542-0455
e-mail: Johnannable6@msn.com
BOB GOFF (Area 3)
2012
1963 South Creek Blvd., Port Orange, FL 32128
Phone: 231-342-8040
e-mail: robert.goff6@gmail.com
SECRETARY
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
STEPHEN P. BLYTHE (At–large)
*2011
21065 Barclay Ln., Lake Forest, CA 92630
Phone: 949-583-9500 ext. 1131
e-mail: spb@blytheco.com
* Second and/or final term
Precision Propeller Service, Inc..........49
Ram Aircraft LTD Partnership (Back Cover)
RamsHead.........................................43
RBC Wealth Management...................43
Recurrent Training Center....................42
Rocky Mountain Propellers, Inc..........20
Select Airparts...................................55
Select Avionics...................................50
Sky Tec Partners Ltd............................7
SoundEx Products..............................51
SRS Aviation.......................................9
The Parts Exchange............................40
Tornado Alley Turbo, Inc.................20, 28
Tsuniah Lake Lodge...........................41
UBS Financial Services.......................23
Ultra Electronics.................................12
Windward Aviation.............................39
Zeftronics...........................................45
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
Major Sheet
Metal Repairs,
Flight Controls,
and
Wing Specialists
ABS EVENTS
Please post all your events on the ABS website www.bonanza.org
ABS-ASF Service Clinic & BPPP registration information is on page 11. 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).
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
17-20 - ABS-ASF Service Clinic. Lantana,
Florida (LNA). Windward Aviation.
March
11-13 - BPPP Clinic. - San Antonio, TX (SAT).
17-20 - ABS-ASF Service Clinic.Mesa, Arizona
(IWA). Hawker Beechcraft Services.
24-27 - ABS-ASF Service Clinic. Little Rock,
AR (LIT). Central Flying Services.
April
The Right Connection!
Super Power Alternator Conversion.
STC’d for Beech Debonair & Bonanza
8-10 - BPPP Clinic. - Greensboro, NC (GSO).
14-17 - ABS-ASF Service Clinic.Livermore,
California (LVK). Maintenance Express.
29-May 1 - BPPP Clinic. - Concord, CA (CCR).
May
UPGRADE TO NEW SUPER POWER,
MODERN ALTERNATOR SYSTEM. NEW STC
CONVERSION ELIMINATES ELECTRICAL
BROWNOUTS AND PROVIDES SPECTACULAR
PERFORMANCE & RELIABILITY!.
* KITs include FAA-PMA N300 12V 70A alternator
with state-of-the-art ACU and are direct replacements for 35 or 50 amp belt-driven generators.
*
*
*
*
*
*
SOME N300 alternator features:
Heavy duty brushes
High output at low engine speed
Precision balanced rotor
Cool operation at maximum load
Extensive Radio Noise Suppression
600 HOUR/2 YEAR WARRANTY
NATIONAL AIRPARTS, INC.
1-800-713-1111 or 386-734-3365
web site: http://www.nationalairparts.com
August
18-21 - ABS-ASF Service Clinic. Spokane,
Washington (GEG). Spokane Airways.
Oct
20-23 - ABS-ASF Service Clinic.Columbia, MO
(COU). Columbia Avionics and Aircraft Services.
Nov
3-6 - ABS-ASF Service Clinic.Denton, TX
(DTO). Aircraft Precision Maintenance.
Regional &
International Societies
Visit these websites for more information.
Australian Bonanza Society
www.abs.org.au
Brazilian Bonanza Society
www.bonanzaclube.com
European Bonanza Society
www.beech-bonanza.org
Midwest Bonanza Society
www.midwestbonanza.org
North East Bonanza Group
www.northeastbonanzagroup.com
Northwest Bonanza Society
www.nwbonanza.org
13-15 - Beechcraft Heritage Museum, Spring
Fly-in. - Tullahoma, TN. ABS-ASF Service Clinic,
BPPP ground school, food, fun, and Museum
tours!
Rocky Mountain Bonanza Society
www.rmbonanza.org
20-22 - BPPP Clinic. - Columbus, OH (CMH).
Pacific Bonanza Society
www.pacificbonanza.org
June
9-15 - Rocky Montain Bonanza Society Fly-in.
7-day white water raft trip from historic Lee`s
Ferry down the Colorado River through the
Grand Canyon to the Bar Ten Ranch! Contact:
Ron Schmidt 308-289-4735.
Southeastern Bonanza Society
www.sebs.org
Southwest Bonanza Society
www.southwestbonanza.com
Advertising in ABS Magazine
helps customers find you.
Let us help make that happen for
your business. Call John Shoemaker
yo
at 800-773-7798
Gemco Aviation Services
Professional Bonanza & Baron Maintenance
Centrally Located in Northeastern Ohio at
Youngstown Elser Metro Airport (4G4) in North Lima, Ohio
Gemco Aviation is a 3-time FAA Diamond Award Maintenance Facility.
Our staff of 7 full-time mechanics has 146 years of combined experience working
on Beechcraft airplanes. We maintain the entire Beechcraft line, from the venerable
Beech Staggerwing, the entire Bonanza and Baron line (including the oldest flying Bonanza in the world) all the way to the King Air cabin-class turbo-prop twins.
Michael Stanko, CEO
AVIONICS
UPGRADES
ENGINE
MAINTENANCE
ANNUAL INSPECTIONS
7 Full-Time A&P’s!
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Bonanza & Baron Spar Kit Installs
Engine Installation and Setup
100-hour and Annual Inspections
Pre-purchase Inspections
Lead Acid Battery Service
Fuel Injection Nozzles Service
Landing Gear Overhauls & Maintenance
Major Sheet Metal Repairs
Control Surface Repairs
Aircraft Weighing
Major Repairs and Alterations
Propeller Balancing
Pitot-Static Certification
406 Mhz ELT’s Installed
Century and S-Tec Autopilots
Avionics Upgrades
146 Years Combined Beech Experience
No Sales Tax on Parts or Labor!
Youngstown Elser Metro Airport (4G4)
10800 Sharrott Road
North Lima, OH 44452
330-549-0337
www.gemcoaviation.biz
The oldest flying Bonanza in the world, a classic Beech Staggerwing, several Bonanza’s, a Baron and three Beechcraft
King Air turboprops, a C90A, a B200 and a 350, are parked
on the ramp at Gemco Aviation Services. All these aircraft and
dozens more are maintained at Gemco Aviation Services.

¡ ¡ ¡

Q - American Bonanza Society

Transcription

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