June 2014_September 06 NL.qxd - Australian Beechcraft Society

Transcription

AUSTRALIAN BONANZA SOCIETY
JUNE 2014
NO. 96
ABS LORD HOWE ISLAND FLY AWAY
M
A
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Friday 24 January to Monday 27 January 2014
Friday 24th January
What a windy day, and definitely a
challenge for our pilots! Even our
Qantaslink RPT flight arrival bounced
around. Unfortunately, Peter Janssen & his
crew (Debbi Smith, Mark & Jo Davey) had to
return to Port Macquarie, with the hope of
making a landing on the island on Saturday.
After most of the group had settled into the
Somerset
Apartments
and
James
McDonald's group had unpacked their very
light bags at The Beachcomber, we were
advised that the Saturday Island Tour and
evening Sunset Cruise had been
rescheduled from Saturday to Sunday
because of the high winds. Everyone
dispersed for the remainder of Friday,
collecting bikes, riding and walking to
explore our lovely tropical surroundings
and then getting together for pre-dinner
drinks.
Services were great, and our cheery
apartment bus driver took us to the
Pandanus Restaurant for a delicious meal
and catch-up. Restaurants on the island take
the responsibility of driving patrons 'home'
after dinner, which was great.
Saturday 25th January
The wind blew through the night and was
still very active for the day. Conditions at
Port Macquarie had deteriorated so Peter,
Debbi, Mark & Jo had another night on the
mainland. Those on the island entertained
Continued on Page 4
MAGAZINE
OF THE
AUSTRALIAN BONANZA SOCIETY LTD.
ACN 057 887 500
Presidents
Report
Committee
PRESIDENT & TRAINING
Peter Janssen
Telephone: (03) 9870 5453
Facsimile: (03) 9720 0805
Mobile:
0418 168 723
E-Mail: president@abs.org.au
SECRETARY
Anne Russell
Telephone: (03) 5821 4180
Facsimile: (03) 5831 1071
E-Mail: akrussell3@optusnet.com.au
TREASURER
David Young
Phone:
(07) 3204 4627
Facsimile: (07) 3204 6387
Mobile:
0423 003 306
E-Mail: david-young@ecn.net.au
MEMBERSHIP, MAGAZINE & WEBSITE
Peter Gordon
Telephone: (03) 5261 5382
Facsimile: (03) 4206 7170
Mobile:
0418 526 325
E-Mail: p.gordon2609@bigpond.com
MARKETING
Keith Russell
Telephone: (03) 5821 4180
Facsimile: (03) 5831 1072
Mobile:
0418 311 286
E-Mail: keithr2@bigpond.net.au
ABS EVENTS COORDINATOR
Debbi Smith
Telephone: (03) 9870 5453
Mobile:
0438 347 904
E-Mail: debbi@janper.com.au
COMMITTEE
Ron Koyich
Telephone: (+617) 5470 2473
Mobile:
0412 800 153
E-Mail: ron@abs.org.au
MAINTENANCE & REGULATORY
James McDonald
Phone:
(03) 9787 5450
Facsimile: (03) 9775 5425
Mobile:
0419 381 677
E-Mail: james@flightavionics.com.au
IMMEDIATE PAST PRESIDENT
Mark Davey
Telephone: (03) 9787 4530
Facsimile: (03) 9775 2385
Mobile:
0418 358 653
E-Mail: prodsys@tpg.com.au
Past Presidents
2012
2011
2009 - 2010
2008 - 2009
2006 - 2007
2004 - 2005
2002 - 2003
1999 - 2001
1998
1997
1996
1994 -1995
1993
1992
1988 -1991
1987
Page 2
Mark Davey
David Young
James Cherry
Jock Folan
Keith Duce
Dennis Bartlett
Rob Kerr
Peter Gordon
Ann Hordern
Peter Waterhouse
David Herbert
Bill Finlen
Bill Bedser
Dennis Bartlett
Mark Davey
Richard Smart
Welcome to our Winter Edition Magazine.
We have finalised preparations for the Kimberley
Safari 2014 and have 18 participants and 6 aircraft.
We are departing 4 July 2014 starting in Innamincka
SA, making our way to the Kimberley, where one of the highlights will be a flight
in a seaplane with an overnight stay on houseboats and a jet boat ride through
the Horizontal Waterfalls. The trip will finish on 19 July 2014 at Ayers Rock
(Uluru). Once again we have two members from the American Bonanza Society
attending, which is great, and we look forward to showing Norm Hartz and Pam
Mayhew around our spectacular country. There will be a full report in the spring
edition of the magazine.
The next event on the ABS calendar for 2014 is the Hunter Valley Fly In and AGM
on the weekend commencing Friday 17 October 14 through to Sunday 19.
Debbi has tentatively booked 30 rooms at the Crowne Plaza and we have already
had expressions of interest for half of these, so please register early.
The airstrip is directly opposite the venue. There is a link on the ABS Coming
Events website for registrations and further information following in this
magazine. Some of the activities planned include a half day winery tour on the
Saturday prior to the AGM at 5.00pm (it’s would not be an ABS event without a
winery tour!) and we intend to offer ballooning, golf and the day spa for anyone
interested. This is a great opportunity for all ABS members to get together
socially and have a say in the running of your Society. It’s particularly good,
being a short weekend, it’s centrally located, and a fun weekend if you are
unable to come along to any other fly aways or attend a BPPP. So please come
along and catch up with old friends or even for first time members it’s a great
way to meet other members as we all share a common interest.
The next subject I wish to discuss is the 2015 committee, where, at this stage,
we have four vacancies to fill. Some positions, such as President, are only for a
two year period and we must share the commitment between us, “many hands
make light work”. Some people are daunted by the prospect, but I have been on
the committee for six years now, with two years as President it’s not that hard.
We have four committee meetings per year; some are face to face meetings but
most are via teleconference which you can do from the comfort of your own
home. Being a committee member allows you to vote on important choices that
affect the way our society is run and it also keeps you up to date with what’s
happening within the ABS and gives everyone a chance to voice their opinion and
be involved. I ask that you consider a position on the committee at the next AGM
and help spread the load.
We are also seeking members to step forward and organise fly aways. We thank
everyone who has volunteered their time and knowledge in the past; however,
it always seems to be the same people. Please consider organising an event to
your favourite destination, it could be just for a long weekend or a more
extended time. So please put some thought into where you would like to go and
remember help is always available. A lot of members don’t come to new events,
having “been there before”, however, it may have been a long time ago and as
our membership base is constantly changing, it will be different every time.
Our signature event for the ABS is the BPPP, which is held bi-annually and is
currently organised over a four day period from Friday March 6 until Monday 9
March, 2015. Please make sure you put these dates in your calendar. We will be
offering an ABS BPPP Ground School, conducted together with Service Clinic
Membership
Membership of the Australian Bonanza Society Ltd. is available at a cost of $200 p.a inc. GST, due January 1st. each
year. Application forms are available from committee members or the A.B.S. web site. Become a member and enjoy
the benefits, including; social activities, pilot proficiency programs and Bonanza/Baron Service Clinics.
www.facebook.com/group.php?gid=49792577682
www.abs.org.au
inspections and guest speakers will provide a variety of
service clinic and maintenance topics across the
weekend. There will also be a comprehensive social
program provided for partners and families. Everyone
that attends a BPPP comes away one step up the ladder
as a better pilot and this is why, once again, QBE
insurance has come on board as a sponsor as they
recognise the importance of the BPPP for recurrent
training and helping make us better pilots.
on display. I have fond memories of my time with Ian at
the pub in Torquay listening to his fascinating medical
stories and trips overseas and how he treated these
experiences as part of his normal working day. Pam and
Ian were always familiar faces at most ABS events and
Ian will be greatly missed by all.
Safe Flying - Peter Janssen
ABS President
On a sad and final note, I would like to pass on my
sincere condolences to Pam Farmer and the Farmer
Family on the passing of Ian. I was very fortunate to
spend time with Ian, both at the Armadale BPPP where
we flew up there together and more recently at last
year’s Avalon Air Show where both of our planes were
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The Hideout
A unique, luxury aviation retreat
Near Port Macquarie, NSW
Property characteristics
• Newly completed, selfcontained, 2 bedroomed
cottage, sleeps 5
• Located 7 mins from
Wauchope, NSW with a private 800m airstrip
• Hangarage available
• Fully equipped kitchen with
dishwasher
• All linen provided
• Washing machine
• TV/DVD in living area, TV in
each bedroom
• Wireless broadband
• Heated swimming pool, hot
tub, snooker table
• Breakfast and dinner
hampers available
• Minimum stay 2 nights
• Children and small
dogs welcome
An aviator’s dream ...fly in, put your plane in the hangar and step into your
private, self-contained accommodation
Enjoy some time on this 33 acre property near Wauchope and only 20 mins from the
beautiful beaches and amenities of Port Macquarie on New South Wales Mid North
Coast. Relax completely or take advantage of the many attractions close by.
The Hideout is a beautifully furnished contemporary cottage in a peaceful rural setting,
yet close to facilities. There is a queen bed in one bedroom and a double and single
bed in the second bedroom. A generously sized open plan sitting/dining room and
kitchen provide space to relax. A spacious bathroom, separate toilet and laundry
complete the accommodation. The living area has a split system air conditioner.
Entertain yourselves on the generous verandah and deck at the rear of the property
overlooking expansive farmland or enjoying a beautiful sunset. A vehicle can be made
available if you require.
BOOKINGS: www.dexfieldpark.com
ENQUIRIES: Call Sue on 0410 541602
www.abs.org.au
Dear ABS Members,
Tell your Beech-flying friends: International
members can now save US$38 with an electroniconly membership in the American Bonanza
Society. You get full member benefits, including
technical services, educational items,
unrestricted website access and the complete
ABS Magazine in its new online format. Go to
www.bonanza.org and click on Join ABS
Today and check the International (no
magazine/online only) membership option.
If it is time to renew your membership, click on
the renewal feature and complete the
information.
Put FNM in comments and we will only charge
your Visa or MasterCard US$55.00.
This membership type requires an email address.
Let me know if you have any questions!
Paula Tomlinson ABS Membership Coordinator
Email:bonanza5@bonanza.org
1996 A36 BONANZA SHARES FOR SALE: $20,000 ea
Fully IFR, autopilot,
modern avionics, 170kt TAS,
air-con, leather interior,
excellent touring aircraft.
Long standing
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Aircraft hangared at YSBK
Contact 0417 481 529
Page 3
themselves with walks, feeding fish at Ned's Beach,
some hiking over more challenging hills, and visiting
the very interesting Museum which featured the history
of the earlier settlers, the Catalina services and the
efforts to eradicate feral animals to restore indigenous
animal and bird populations. A very relaxing day, and
then it was time again for the 'obligatory' (oh dear!) predinner drinks. Different venues were visited for dinner
that night, and those who ate at Greenback Eatery
(exclusively fish menu) would recommend it to anyone
who follows.
Monday 27th January
The weather had finally eased. Whilst some members
prepared to fly out, a few of us stayed on and attended
the postponed Australia Day ceremony on the bluff,
with Clive Wilson acting as the master of ceremonies
aided by the newly appointed island administrator, the
local policeman, the school captain and a recently
graduated student who led the singing.
A great country-style morning tea followed at the
Community Hall.
Article by Anne Russell. Photos by Neroli Merridew.
Sunday 26th January – Australia Day
The wind continued its' onslaught, so the Tour & Cruise
were abandoned again, and VH-WMZ headed south
back to Victoria instead of east to the island. The island
visitors kept themselves busy again, some diving on the
reef in very cold waters but enjoying the underwater
sights, some riding or driving to the attractions on offer,
some checking and some refuelling aircraft and
generally relaxing. There were Australia Day events,
including a sand-castle building contest at Ned's Beach.
A number of permanent LHI residents had a special
annual get-together booking out the Beachcomber.
Sunday night dinner venues were limited but some
managed to book in for another delicious dinner – this
time at the Coral Restaurant at the Museum – featuring
an Asian menu.
Page 4
www.abs.org.au
Lord Howe Island March 9th – 12th 2014
After not being able to land on Lord Howe with the
rest of the ABS group we decided to take up the
offer from Somerset Apartments to come over in
March. The weather was amazing, 26° each day and
in hindsight we could have flown ourselves, but
Peter didn’t want to take the risk for the third time,
so we flew Qantas.
After being dropped off at Somerset and given the
grand tour, we decided to walk to Clive Wilson’s
Bike Hire approximately half a kilometre, got
measured up and away we went on our merry way
to explore the island. Having not been on a bicycle
for a lot of years I struggled to keep up, especially
on the hills, and thankfully there weren’t too many.
We decided to participate in all the activities that
were originally booked but had to be cancelled due
to bad weather so the next morning we were
collected out the front at 8.30 am to do a bus tour of
the island from North to South, where our driver
pointed out all the local history and laws governing
the island. He was a wealth of information being
married to a Thompson, long standing settlers of
the island. We finished the tour some three hours
later with a delicious morning tea made by his wife and were dropped back at our apartment. We then decided to
take a ride to Ned’s beach to feed the fish, although I swear they thought we were dinner! Peter went snorkelling
while I sat on the warm sand and took in all the surrounds. The afternoon was spent riding and then walking out
to the wreck on an aviation accident* and then off to dinner at Pandanus Restaurant where we introduced ourselves
to Stephen Sia, the host, and thanked him for looking after the group earlier in the year. He was glad we finally
made it!
The next day was North Bay Turtle Tour in a glass bottom boat to see the Green Turtles; some were a metre in
diameter. We then had the opportunity for a free half hour to do both of the walks on offer to admire the beautiful
views and then a walk on the beach with our guide where we learnt all about the bird life and different species on
the island. Relaxing afternoon again, another walk, another ride and then watched the sunset from the “big chair”
with a nice glass of red!
The next morning was more leisurely, with a trip to the local museum, which has heaps of history in relation to Lord
Howe and in particular it’s aviation history. Lunch, walk on the beach, more bike riding and dinner. Early to bed for
our departure tomorrow.
Took the bike back just prior to being collected and deposited at the airport to await our trip back to the mainland.
Such a pretty spot, very pristine and would suggest it for future Flyaways.
Article & photos Debbi Smith & Peter Janssen.
*Catalina crashed on Lord Howe Island 28 September 1948:
Rathmines-based No 11 Squadron suffered
the loss of a Catalina amphibian and seven
crewmen in a night crash on Lord Howe
Island on this day. The aircraft (A24-381)
had completed the outward leg of a
navigation exercise to the island and
altered course for home when a serious
fuel leak began filling the compartment
with petrol vapour 20 minutes into the
return leg. The captain decided to turn
back to Lord Howe and attempt a landing
on the island’s sheltered lagoon.
After crossing the island west to east, the
aircraft turned back before clipping the
ridgeline below Malabar Hill at about 7.30
pm local time. The Catalina careered down
the slope before exploding in flames.
Local residents who rushed to the scene
extracted two seriously injured crew from
the wreck. The death toll was the highest
suffered by the RAAF in a peacetime
accident up until that time.
www.abs.org.au
Page 5
THE ETHICS OF SAFETY
Edgar Bassingthwaighte
On the night of 20th August 1857 the square rigged sailing ship Dunbar was approaching Sydney Harbour. She was
a beautiful ship and a flyer designed specifically to attract paying passengers and premium freight on the Sydney
run. The weather was a typical Sydney “southerly buster” with rain showers and poor visibility. The only navigational
aid for the entrance at the time was Macquarie Light which was not situated on a headland but some distance south
of South Head. It was never really designed as a light for the relatively narrow* entrance but as a “sea light” for the
general position of the Harbour on a dark and lightless coastline, acting much as an aerodrome beacon did before
urban lighting became so bright.
The Captain had been to Sydney on eight prior
occasions as skipper or first officer so he was familiar
with the position of the light, which was visible, at least
periodically, from the ship. Based on his assessment of
the position of the ship relative to the Heads he
headed in. Unfortunately he was mistaken; breakers
were sighted at the last moment and although he tried
to steer clear the ship struck broadside on at the base
of the cliffs south of South Head. The ship was totally
destroyed and 121 passengers and crew were killed.
Among them were four of my antecedents. There was
one survivor - a member of the crew. Some of the
passengers were returning from visits to England,
others were immigrants. Almost all had family or friends in the colony.
What little is known about the ship's approach to Sydney was gained from the surviving crewman (James Johnson).
We will never know what prompted the Captain's perhaps impulsive decision to head in under conditions of poor
visibility at night when a certain and safe alternative was available: the ship could have easily tacked out to sea and
waited for daylight for its approach. In fact another ship which was off Sydney Heads that night did just that and
made a safe entrance in the morning.
Perhaps there is a clue in the elapsed time of the voyage which was just 81 days out of Plymouth at the time of the
ship's arrival off Sydney. This was very fast time in those days when anything under a 100 days was considered a fast
voyage. The ability to offer a quick passage was a vital publicity factor for shipping lines. 81 days may even have been
a record at the time. The fastest time ever recorded by a windjammer on the Sydney run is was 72 days by the Cutty
Sark some twenty years later, and she was one of the fastest clipper ships ever built. Under such circumstances to
wait outside the Sydney Heads for another twelve hours or so would have been extremely frustrating for the Captain
of the Dunbar.
So why am I writing about a shipwreck in an article purportedly about aviation safety? Well, firstly because many of
the problems and hazards of seaborne navigation are similar to those of the air. Secondly, the responsibilities, duties
and powers under the law of an aircraft Captain were drawn directly from those of a sea Captain when aerial
navigation regulations were first drawn up. The profession of Ship's Captain has always been one of the most
respected and responsible in society and the same mantle descended on the shoulders of the Aircraft Captain from
the earliest days of air transportation. Even after suffering some erosion under the rigours of mass air transportation,
the profession of Aircraft Captain remains one of the most respected and trusted in the world.
So is there an ethical dimension to the responsibilities and duties of the Pilot in Command and other aircrew?
The US Air Line Pilots Association certainly believes there is. Line one of its published code of ethics reads :
“An Air Line Pilot will keep uppermost in his mind that the safety, comfort, and well-being of the passengers who
entrust their lives to him are his first and greatest responsibility.”
Line two reads :
“He will never permit external pressures to influence his judgement, nor will he knowingly do anything which could
jeopardize flight safety.” **
Whether we carry four passengers or four hundred the responsibility remains the same and those principals hold
true. I doubt there is a single pilot who would disagree.
After negotiating 12,000 nautical miles of ocean passage with all the inherent risks of the sailing era, the Dunbar made a
safe arrival off Sydney. Then, as in many aircraft accidents, it was wrecked on final approach. As the Dunbar approached
Sydney Harbour the Captain had a clear choice between two courses of action: press on in doubtful visibility or hold.
It was a different transport age entirely in regard to acceptable risk and technology but that is still a choice that is clearly
recognisable to us in aviation today. Was he thinking of the shipowner's desire for a quick passage; had he promised the
passengers they would be in Sydney that night ? Again, we will never know, but equally we can recognise that those sort
of human pressures are unchanging and present as factors in aviation accidents to this day.
Page 6
www.abs.org.au
What we do know (and here is another parallel with many
aircraft accidents) is that choosing to take the alternative
action would been near enough to a guarantee of safe
arrival for the ship and its passengers and crew. Without
knowledge of sailing a large square rigged ship or the
precise conditions of the night it is difficult to say where the
Dunbar's decision or no go point might have been whereas
today we have very precise aids and information available.
The unchanging element is the trust placed in the skipper
and crew by the passengers. As the ALPA recognises, it is
ethics which should underwrite the operating philosophy
and provide a bulwark against the influence of peripheral
pressures and issues.
“Safety” in itself is not necessarily an ethical concept. It is
accepting responsibility for where we stand in the safety
system which is the moral question. And where we stand as Pilot in Command is last in line. After all the active and
passive safety devices, systems and procedures are taken into account it is the Pilot who is the last barrier in the
safety system.
bassb16@bigpond.com
North Stradbroke Island,
15th April 2014
*In terms of the room needed to manoeuvre a large square rigged sailing ship the Sydney
harbour entrance is relatively narrow.
**The US ALPA was founded in the 1931. The first female pilot member was Emily Howell who joined Frontier Airlines
in 1973 as the first female pilot to be hired by a US scheduled airline.
Sources:
Oxford Dictionary: ethics - "moral principles that govern a person's behaviour or the conducting of an activity."
NSW Maritime Museum: The wreck of the Dunbar
ALPA Code of ethics.
Aircraft for Sale
1990 BEECHCRAFT BONANZA F33A VH-XPJ
General Information:
Engine Specifications 720 hrs. since OH at Bulk Strip (2387hrs) Bulk strip included New Crankshaft, New Camshaft, Recondition cylinders, New
Mags (Slick) OH Prop Governor and D'Shannon Baffle Kit. 100+ engine hours since Bulk Strip.
Detailed Description:
The aircraft has had the same owner for the last 10 years and has always been hangared.
Registration: VH-XPJ Serial No CE 1425 Airframe Total Time 2480hrs as at last annual.
Continental IO 520BB. Cylinders are Millennium with Gami injectors.
New hoses were fitted at the bulk strip
Propeller: Hartzell Scimitar PHC-C3YF-IRF/F8086
Modifications and Conversions:
The aircraft has dual control column and dual brakes and a pneumatic door strut.
The autopilot is King coupled to a Garmin 430 GPS. Aircraft is IFR Category.
Additional Equipment Lambswool Seat Covers.
Maintained to a high standard by Southern Aircraft Services. Aircraft currently based at West Sale Victoria. Current Maintenance Release.
Contact: Pam Farmer for the estate of Ian Farmer. Telephone: 03 9817 5308 Mobile:0409 354 568 Email:farmerip6@bigpond.com
Price: $230,000 (no GST)
www.abs.org.au
Page 7
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www.abs.org.au
Gear Collapse –
2014 Thomas P. Turner for Australian Bonanza Society
ABS (USA) Air Safety Foundation Executive Director 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 Reigon
Flight Instructor of the Year. Tom holds a Masters Degree in Aviation Safety and has specialised in Beech Pilot Instruction for over 20 years.
Readers of my FLYNG LESSONS Weekly e-pub and its
Beech Weekly Accident Update report (both free at
www.mastery-flight-training.com) know that the
Beechcraft fleet (U.S. registered and, to the extent I
can find reports, around the world) averages about one
Landing Gear-Related Mishap (LGRM) each week.
There is no requirement to report LGRMs to Federal
authorities in the United States, and I know from
people in the aircraft insurance and other industries
that the actual number is much higher. For purposes of
this discussion, however, we’ll assume the verifiable
number—as of this writing in mid-May we have had 20
LGRMs this calendar year. That’s 43% of all reported
mishaps in Beech airplanes to date in 2014, a
percentage that has held approximately steady for the
entire 16 years I’ve published the Beech Weekly
Accident Update.
When I last addressed the Australian Bonanza Society
(at Cowra in 2013) I was surprised and honored that a
member of CASA who attended my lectures told me my
writings in Australian Bonanza Society and other
Australian publications have virtually eliminated gear
up landings Down Under—I am amazed at the thought
and congratulate all Aussie pilots, whether or not my
efforts had any direct impact on this phenomenal
improvement. About 60% of the reported LGRMs,
however, are landing gear collapses, with no known inflight system failure that prevented the gear lights
from indicating “down and locked” before the gear
folded. This percentage has also held steady for the
past 16 years.
An Australian reader of my reports emailed me after
seeing three new reports of Beechcraft gear collapse
events in the 8 May – 14 May report:
I don’t understand why there are so many “Gear
Collapse on Landing” incidents. Surely those are just
gear-up landings with a new, polite label, aren’t they?
I know the US aviation industry is highly litigious, but
why don’t you tell it as it really is? Pilots must not be
permitted to get away with a major error in not
extending the gear prior to landing. I may sound a bit
sanctimonious, so although I have 45 years of safe
flying, here’s hoping I never leave the gear up under a
moment or two of stress in the circuit.
A gear collapse is distinct from a gear-up landing.
A gear up occurs when the pilot fails to extend the
landing gear. A gear collapse is when the gear was down
but did not remain down while the aircraft was on the
ground, usually during landing. As best as I can tell perhaps a third of all gear collapse
mishaps result when the pilot inadvertently moves the
landing gear switch instead of some other control,
generally the flap switch, during landing. This is one
reason many instructors recommend against touch and
goes in retractable gear airplanes, and to delay any
reconfiguring of the aircraft after landing until the
airplane is at taxi speed and the pilot can properly
identify the switches before moving them. It only takes
a split second of power to the landing gear motor to
move the nosewheel off its over-center, locked
position. Once unlocked, the airplane’s forward motion
pushes the nosewheel aft, and the nose collapses.
I’ve addressed techniques for avoiding gear collapse
mishaps in previous ABS articles.
In the majority of gear collapse events there is a
mechanical component, but one not evident in flight.
Many times it's the failure of a gear pushrod or rod end
that finally gives out under the stress of landing.
Sometimes it’s a weak landing gear motor that has not
extended the gear fully into the locked position, but far
enough that the cockpit indicators may show “down”
indications. This also can happen when the alternator or
generator fails in flight, and the pilot extends the landing
www.abs.org.au
Page 9
gear on battery power alone. Less frequently the
collapse happens during taxi or on takeoff, but the
reasons—and the results—are the same.
In the American Bonanza Society’s monthly Service
Clinics our inspectors often find the gear downlock
tensions are too low. This means there is insufficient
resistance to friction when the tire is in contact with
the ground, and the gear (usually the nose gear) may
be pushed away from the locked position. Another
common occurrence is that gear tensions are set too
high, which creates additional stress on the gear
system that can lead to early component failure. These are the reasons the American Bonanza Society
recommends strict adherence to the landing gear
servicing and overhaul/replacement schedule in the
Beech maintenance manuals and Pilot’s Operating
Handbooks. ABS' experience is that there is an increase
in mechanically related gear collapse events for
aircraft with landing gear components beyond the
recommended overhaul periods. Because a gear
collapse mishap now almost always results in enough
engine, propeller and airframe damage that insurance
companies will “total” the airplane, gear collapses
have become the single most common reasons Beech
airplanes are stricken from the active fleet.
Remember we perform maintenance so we don’t have
to do repairs that, in this case, are usually too costly to
be covered by insurance. The expense of on-time
landing gear maintenance is a good investment compared
to the consequences of a gear system failure.
Finally, I indeed do “tell it like it is.” If you look at the
bottom of each issue of FLYING LESSONS you'll see I
created a DVD about avoiding gear up and gear collapse
mishaps. Whether you’ve seen that or not, remember
that properly maintaining your landing gear system is
the best way to ensure your Beechcraft will fly for
many, many years to come. qÜÉ=oÉÅìêêÉåí=qê~áåáåÖ=çéíáçå=Ñçê=_mmm=låäáåÉHcäáÖÜí
áë=åçï=~î~áä~ÄäÉ=Ñçê=éìêÅÜ~ëÉK
To enroll:
Go to www.bonanza.org
1. Scroll over PILOT TRAINING/BPPP in the menu at left, then click on ONLINE+FLIGHT in the slide out menu
that results.
2. On the resulting page, scroll down and click on ENROLL NOW. You'll be directed to the BPPP enrollment page.
3. Select the Recurrent Course (the second option on the enrollment page).
4. Follow the enrollment and payment steps just like the BPPP Initial Systems and Procedures course.
You also have the option of enrolling in the BPPP Initial Systems and Procedures Course if you wish to
retake the course and see program updates that have been added.
Total cost of the BPPP Online+Flight Recurrent Course is $495, the same as BPPP Initial. Tuition includes one
year's access to the online program, for as many viewings as the member wants, and up to four hours of
flight instruction scheduled individually with a BPPP-accredited flight instructor. You have the opportunity
to work with your instructor to customize your BPPP Recurrent flight to fit your needs and wishes.The BPPP
Online Recurrent Course includes:
Identify, Verify, Feather: Now What? by Thomas P. Turner, ABS Air Safety Foundation Executive Director.
OPTIONAL; recommended for Baron and Travel Air Pilots.
• The Paperless Cockpit by Jenifer Pekar, Success Aviation (Houston, TX) and BPPP instructor. • Civilian Operations in Special Use Airspace by LTC Sam Schoolfield, USMC CV-22 Osprey pilot and past
BPPP instructor.
• The Bold Print: A New Look at Beech Emergency Procedures by Thomas P. Turner, ABS Air Safety
Foundation Executive Director.
• The Truth about Stalls in ABS-Type Airplanes by Thomas P. Turner, ABS Air Safety Foundation Executive Director.
• Time to Fly: Requirements and Instructions for Scheduling your BPPP Flight.
Total time to complete the entire course is approximately three hours. The optional Baron/Travel Air
program adds approximately 45 minutes to the time necessary to complete.
- See more at:
http://www.bonanza.org/2-uncategorised/1004-bppp-online-recurrent-is-now-live#sthash.5gkCCzlT.dpuf
Page 10
www.abs.org.au
Letters to the Editor
After 15 years on the ABS Committee
I have decided to retire at the
Cessnock AGM.
Textron Completes Acquisition of
Beechcraft and integrates Cessna,
Beechcraft and Hawker Aircraft Brands
into New "Textron Aviation."
I have really enjoyed working with the
various Committees over the years and
my three years as ABS President.
http://www.bonanza.org/2uncategorised/995-beechcraft-andcessna-become-textron-aviation
I plan to continue producing the ABS
printed and online Magazines and
manage the ABS website in the
foreseeable future.
Thomas P. Turner
Executive Director
ABS Air Safety Foundation
Dear ABS Members,
We are looking forward to seeing you
at the Cessnock Fly-In and AGM
in October.
Blue skies and tailwinds to you all,
Peter Gordon
p.gordon2609@bigpond.com
End of an Era: Beechcraft Plant II
Being Razed
Beech Aircraft Plant II opened in the
early 1950s and was home of Bonanza,
Baron, Debonair and Travel Air subassembly production and final
assembly, until most work moved to
Mexico in 2009 and final assembly was
consolidated with other Hawker and
Beechcraft types in Plant IV on the
east side of Beech Field. I don’t
usually drive past Beech on the way to
work but I did this morning, and
noticed that crews and heavy
equipment are actively gutting the
structure and tearing down parts of its
exterior and employees parking lot.
Plant II sits immediately adjacent to
US Highway 54/Kellogg Avenue, in an
area long slated to be part of a major
expansion of the highway on the east
edge of Wichita. Last year Beechcraft
Corporation sold the entire southwest
corner of Beech Field, including the
Plant II property, to a commercial
developer that will reportedly build a
Costco on the site north of the
highway expansion.
Thomas P. Turner
Executive Director
ABS Air Safety Foundation
See below and link.
http://www.bing.com/images/search?
q=bungle+bungles&id=3BCE349F38D03E
53B7CA5DC5C1FF8E5D13F61BC4&FORM
=IQFRBA
This year I propose to fly Sophie back
to Denmark up through Japan and
Canada in August. I flew her from
Denmark to Australia and I need to
complete the trip – if I survive the jet
ski trip I doing from Caloundra to
Cairns over Easter over 10 days.
Take care and regards – Tim Wright.
Trust Judith and yourself are both well.
Wanted to drop you a quick note and let
you know that after several months of
study, the completion of a Night VFR
endorsement and many hours of training
I passed my Command Instrument Rating
flight test this morning.
Next time we have travel scheduled
together in VH-DTO we can do it in the
comfort of an IFR environment.
Warmest regards,Michael Stillwell
Director - Stillwell Motor Group
Hello Peter,
Here is a nice take-off shot of Beech
36 VH-MTM. The Beech 36 is dear to
my heart being the first aircraft that I
flew on commercial operations up in
the wilds of New Guinea in 1969. That seems like an eternity ago - as I
turned 71 last month.
Many thanks and regards for now.
Ben Dannecker JP
NOWRA NSW 2541
Hi Peter,
Dear ABS Members & Families,
It is worth joining Facebook just for
the ABS content.
To join the ABS FB Page just click on
the link below.
https://www.facebook.com/groups/au
stralianbonanzasociety/
cáåÇ=ìë=çå=c~ÅÉÄççâ
Dear Peter
ïïïKÑ~ÅÉÄççâKÅçãLÖêçìéëL~ìëíê~äá~åÄçå~åò~ëçÅáÉíóL
Hope you are well. This is a wonderful
trip as Deberea and I circumnavigated
Australia in 2008 in the mighty Starship
Sophie much the same locations as you
going to on the Kimberley 2014 Safari
except we went all way down to Perth
etc.
I did note that I did not think I saw the
Bungle Bungles on the itinerary.
I consider this a must Peter to land
and do a tour – they are amazing.
ïïïK~ÄëKçêÖK~ì=
www.abs.org.au
Page 11
We are pleased to advise you that the
Australian Bonanza Society - Weather Links NEW BOM WEATHER SITE LINK IS NOW AVAILABLE
Here is the link below to browse the new
BOM aviation weather site.
http://www.abs.org.au/index.php?beechcraft_aircraft=3
http://flightsolver.com.au
07 3870 0515
Flight Planning Software with a difference
x
x
x
x
x
x
x
x
x
See the weather before it hits your windshield
Type in your flight plan or create it with the mouse on the map
Automatic flight route resolver with preview
See sector interactions for fuel, weight and departure times
See the C of G change as you add your loads
Full undo/redo capability
Intuitive map loaded with details
In-built check list constantly reviews your plan and issues warnings
NAIPS Integration
Download a fully functional 3 week trial from http://flightsolver.com.au
Only $375 (includes 1 year data subscription).
Requires Windows XP or later.
STOP PRESS
And a word on recurrent training from the Executive
Director of our sister organization in the USA:
We are endeavouring to keep members informed
about latest breaking news and events and we need
your current email address to do so. If you do not
currently receive emails from us and wish to
receive future ABS emails please email
p.gordon2609@bigpond.com and allow this
email address in your inbox.
If you wish to opt out of ABS broadcast emails
please email info@abs.org.au to unsubscribe.
I’d like to renew my encouragement for Australian members
to participate in the ABS AVIATOR program.
ABS AVIATOR encourages pilots to go beyond the minimum
requirements to exercise privileges of pilot certificates and
rates, and to foster an attitude of lifelong learning about
flying safely. We’ll recognize the Australian BPPP
at the same level as the U.S. version.
Please let me know if you have any questions.
Thomas P. Turner,
Executive Director, American Bonanza Society
The ABS is pleased to notify you of our new aircraft for sale website at www.abs.org.au
If you are wanting to sell or purchase a Beechcraft aeroplane this is the place to advertise.
Please contact Peter Gordon at p.gordon2609@bigpond.com for advertising rates and assistance with graphic design.
ABS Presidents Medal is awarded for Outstanding Service to the Society.
It is chosen by the President at his/her discretion and is supplied courtesy of Carr Hordern
Recipients to date have been:
1998
Jo Davey
1999
John Chesterfield
2000
Peter Mochrie
2001
David McDonald
2002
No award
2003
Dennis, Len & Joan Bartlett
2004
No award
2005
Peter Gordon
Page 12
2006
2007
2008
2009
2010
2011
2012
2013
Judith Gordon
Richard Smart
Keith Duce
Edgar Bassingthwaighte
Jock Folan
Marian Jowitt
David Young
Jan Novakovic
www.abs.org.au
AIRCRAFT MAINTENANCE
SPECIALISTS
ALL PROPELLERS & GOVERNORS
For your next overhaul or repair call Nigel
or visit: www.propcare.com.au
Capabilities:
h Repair, Overhaul & Sales of ALL TYPES
of propellers
h Repair, Overhaul & Sales of ALL TYPES
of piston engine governors.
h Non-destructive testing service.
h Re-pitching service.
h Shot Peening.
PROP CARE AUSTRALIA PTY LTD
•Periodic inspections to charter IFR requirements
• Beechcraft Specialists
• Re-weighs & C of A’s
• Pre-purchase inspections
• Insurance repairs
• Aircraft salvage & transport up to C400 series
• Large inventory of new & serviceable parts
• Environmental systems
• Aircraft refurbishment
• G & D Aero tinted window inserts (Authorised Installers)
• Corrosion proofing
• ABS member
A.B.N. 84 083 605 529
HANGAR 2 ARCHERFIELD AIRPORT
PO Box 67, ARCHERFIELD Qld 4108
Ph: (07) 3272 9800
Fax: (07) 3272 9850
Email: nigel@propcare.com.au
David Foord
Avionics
ACN 080 417 054 ABN 29 819 859 907
Autopilot Specialists
v Does your autopilot work, correctly?
v Are you tired of repeated attempts
to fix your avionics defects?
v Do you have avionics problems that bug you?
If your aircraft avionics are not performing as
advertised, then we have the expertise
and experience to solve your problems.
Your autopilot repairs and avionics installations
are flight tested before being released to you.
At David Foord Avionics we
GUARANTEE ALL OUR WORK
Our other capabilities include:
v Instrument overhaul & repair
v Periodic radio inspections
v Avionics advice & installations
RSD 470 Finniss to Clayton Road FINNISS SA 5255
Ph: 08 8536 0159
dave@davidfoordavionics.com.au
www.abs.org.au
16 PATHFINDER DRIVE, CALOUNDRA AIRPORT
CALOUNDRA QLD 4551
Ph: 07 5491 6819 I Fax: 07 5491 8010
ams99@optusnet.com.au I www.ams99.com.au
SOUTHERN
AIRCRAFT
SERVICES
ABN 65 138 515 349 - Certificate of Approval 1-EON4C
❃ Maintenance of Aircraft & Helicopters
❃ Maintenance of Airframe, Engine and
Electrical Components
❃ Manufacture of
Fibre Reinforced Composites
❃ Aircraft Modifications and Rebuilds
Specialised Beechcraft LAME trained in
USA Beech approved workshops
Member of the ABS - Contact: David Page
Phone: (03) 5143 2009
Fax: (03) 5143 2023
Email: southernaircraft@bigpond.com
West Sale Airport, Victoria
Page 13
ABS Beechcraft Homecoming - Wichita, KS June 5-8
It has been seven years since we have been to the Air Capital of the World, and we’ll bring ABS event
back to Wichita in June. Watch www.bonanza.org for an itinerary of exciting scheduled events
including Beechcraft factory tours, Best of the Beech airplane judging contest, the popular
Beechcraft Hangar Party, activities for the family, free BPPP LIVE seminars and more.
June is a beautiful, warm month in Kansas, not too hot but enough after the tornado season you don’t have to
worry about being blown back to Oz. Please join us at Beech Field, the home of the Bonanza and Baron for what
promises to be the biggest ABS event in years! Contact our events manager Peggy Fuksa at
absevents@bonanza.org for more information.
Thomas P. Turner - Executive Director ABS Air Safety Foundation
Himalaya with Everist
There are many different ways to explore the mighty Himalayas –
ranging from helicopters and small planes to Tibetan ponies and, of
course, Shank’s pony (where you do the hard work!).
There are increasing numbers of luxury lodges in Nepal, India and
Bhutan but, amazing though some of these places are, Around The
Sun believes the best Himalayan experiences still involve tents. And
the most outstanding camping trek of all is a little-known pony trek to
Mustang, a Tibetan Shangri La inside Nepal, led by Richard Everist.
Trekking with Around The Sun is a very different experience to
camping as most westerners have experienced it. For a start, you
don’t have to carry your pack, pitch your tent, or cook your food! And
the food is not a one-pot special. A typical meal can cover everything
from roast chicken to cakes and cinnamon rolls.
Some people are uncomfortable with the notion of having a team of
people dedicated to looking after them – but properly paid work on a
trekking team is considered a high status job – and the wages are
more than welcome in a region that has enormous unemployment
issues. Travelling with a team of highly-competent, interesting
mountain people is a great experience in its own right. And that’s
before you start thinking about the amazing places they take you to.
Around The Sun recommends that trekkers using Shank’s pony steer
clear of the iconic, but extremely crowded, Everest Base Camp and
Annapurna Circuit walks in Nepal. Both these walks can now easily
be undertaken by individuals following well-defined trails from one
small hotel to the next. Although the views are great, the lack of
cultural authenticity and the crowds are not.
Around The Sun’s trips take you off the beaten track, have
spectacular scenery and introduce you to authentic Himalayan and
Tibetan cultures. Richard can put together incredible itineraries that
combine planes, car-based camping (serious glamping!), lodges,
pony-treks and walking in remote and spectacular regions.
Holidays! Adventures! Experiences!
•
•
•
•
•
Pony treks in Shangri La, Nepal
Off-the-beaten track in Italy & Spain
Plane charters in Nepal & India
Car camping in the Himalaya
Beaches, food & culture in Asia
For more information call Richard Everist & Lucrezia Migliore
+61 (0)3 5264 8667
www.aroundthesun.com
Page 14
www.abs.org.au
ʹͲͳͶ
www.abs.org.au
Page 15
A Sacred Site.
“A Sacred Site” is just one chapter
from Owen Zupp’s new best-selling
eBook ,’Solo Flight’. Detailing his
fund-raising flight around Australia,
’Solo Flight’ can be purchased on
Amazon and iTunes for only $4.99.
beaches are gradually replaced by foliage and ridge lines
whose profile is becoming accentuated by the afternoon
sun. I am now ‘laying off’ quite an amount of drift to
counter the strong wind that is blowing and I notice a
discernible change in my speed across the ground. It has
been a long day and my eyes are weary as I scan my
chart to locate my lodgings for the night at Murchison
Station. It lies on a bend in the river to the north of the
airport, so I decide to follow the Murchison River that now
looms large ahead.
The graves of lost aviators.
Day Five. Carnarvon – Kalbarri.
The final run home is 170 miles along the coast,
beginning with the beautiful Shark Bay. With full tanks of
fuel, sandy beaches below and clear skies above, I decide
to fly at least part of this last stage at the relatively low
altitude of 500 feet above ground level. At 500 feet AGL,
the detail in the scenery below becomes even more acute
with individual trees and even leaves, easily discernible.
The world seems to pass by more quickly at this height
and abandoned airstrips and dirt tracks come and go in a
heart-beat. All the while the white sands are a constant
companion out to my right hand side with waves gently
lapping the shore on isolated beaches. My mind has
almost exceeded capacity absorbing the broad spectrum
of colours and textures that I have seen today and this
coastal fringe provides even more. I want to yell the
praises of this region to the world, but then pause,
wondering if the key to its beauty lies in its isolation and
sparse spattering of mankind.
Shark Bay in Western Australia.
Almost on cue, the
remnants
of
past
habitation
slip
by
beneath me; a ghost
town. I wheel the Jabiru
around and look down
along the line of the
wing which seems to point at the structures below me.
I guess it was once a thriving community of miners or
farmers, now long gone. The buildings remain, blending
back into the outback sands out of which they grew.
Corrugated tin roofing flapping in the breeze and empty
door frames, open to the drifting sands. Only the stone
walls seem to offer any resistance to the onslaught of
time and nature.
From above they stand so alone and yet undoubtedly
played host to hilarity, hope and heartache in grander
times. All around the eye can see nothing but the horizon;
still these pioneers staked their claim in this very spot.
Now many undoubtedly lie in tiny graves on the small
ridge a few miles up the road. I cannot help but wonder
what stories these walls once told, now fallen silent and
their words lost in time. The sound of my engine fades too
as I level the wings and head south to Kalbarri.
The land ahead now begins to rise to meet me and I
decide that is time to place some distance between the
earth and me once again. As I track slightly inland, the
Page 16
Approaching Kalbarri and Murchison Station.
Without difficulty I sight the few buildings that constitute
the historic station and orbit overhead as requested to
notify them of my arrival. Confident that I have made
enough noise to attract their attention, I cut across to the
airfield and descend into the circuit pattern. It soon
becomes apparent that the breeze is also blowing at
Kalbarri Airport as the wind-sock seems to be almost at
breaking point, although thankfully it is almost parallel in
direction to the runway.
Even so, as I make the final turn to make my approach to
land there is a significant cross-wind component to this
gusty wind. I am working very busily in the cockpit to
control the Jabiru with my right hand on the yoke and
doing my best to maintain some semblance of a constant
approach speed and flight path with the throttle in my
left. A gust rolls me without warning and I quickly roll the
wings back to level flight. It’s an exciting ride and at times
the speed washes off suddenly leaving the Jabiru hanging
in the air, void of energy, until I can offer her a dose of
airspeed to carry on. All the while I am very prepared to
abandon the landing if it gets too hairy and I have enough
fuel and daylight to fly to Geraldton if need be. But for the
moment, it is difficult, not dangerous.
The headwind means that it is a slow ride down to the
runway where a Fokker 50 airliner is waiting to depart. I
gather that I am the entertainment for the passengers
and crew as they watch the mighty little Jabiru do battle
with the conditions. Finally, the runway is within inches of
the wheels and I ease in the rudder and lower one wing
to align the aeroplane with the runway. Right in front of
the critical audience of the Fokker’s crew, I touch down,
slow down and turn around. Phew!
The Fokker at Kalbarri patiently waits its turn.
www.abs.org.au
My relief is echoed by the airliner’s pilot who transmit
“I’m glad that was you!” as they enter the runway and
wait for me to get out of their way. I waste no time in
doing so and as they roar into the sky, I swing the Jabiru
into a small wind-break provided by some thick
undergrowth and shut down the engine. I have been in
the air for seven hours and fifty-five minutes of
extraordinary flying, but now it’s time to call it a day.
I climb out and push the Jabiru’s tail well back towards the
foliage before lashing her down very securely to a pair of
concrete blocks. As I unload my gear I share a few
insights with a reporter from Kalbarri before my ‘lift’
arrives and I head off to Murchison Station for the night.
The station owner, Calum, and his daughter sit in the
front of the truck as I lean back on the seating in the rear
in the company of a couple of fierce looking ‘pig dogs’.
Never a big fan of canines, these two dogs occasionally
growl at each other as we bump along the dirt road, but
thankfully seem disinterested in me.
Calum offers me an ice cold beer and although I have not
consumed a single alcoholic drink on this trip so far, the
frigid drops running down the side of the bottle are just
too hard to resist at the conclusion of eight hours in the
seat. As I drink the amber fluid I can feel the cooling effect
immediately and tip my head back in a thoroughly
relaxed state, chatting with Calum as we drive on.
When we enter Murchison Station there is a mix of
buildings, the historic homestead, beautiful climbing
plants and even rusting military vehicles, including a
tank. After nights in hotel rooms and cabins, the intimate
surrounds of this historic, working station are just what I
need. This station has been active for over one hundred
and fifty years and I can’t wait to stow my gear and
absorb the history.
Calum shows me to my lodgings; they are refurbished
shearer’s quarters that were built by convicts in 1860.
There are some tell-tale signs of their convict builders
even today. The large door-bolt is only lockable from the
outside, while the lone small window would not allow a
man to escape. Inside the walls have been rendered, but
one small section has been framed and preserved to
show its original form. The ceiling is low, but the air is cool
by virtue of the thick stone walls. This is great!
As the sun is getting low, Calum suggests that we head
straight out to the place that motivated me to stay at
Murchison Station in the first place. I jumped back into a
four-wheel drive and we trekked through the scrub until a
small clearing emerged, spattered with headstones. A
number of these headstones dated back to the founding
days of the station, but it was two old headstones and a
low fence that catch my eye.
They are of Bob Fawcett and Eric Broad. They were
contemporaries of Sir Charles Kingsford Smith and had
been killed in 1921 when their Bristol Tourer biplane
stalled while circling overhead a fellow aircraft that had
been forced down with mechanical issues. The flight had
been the first scheduled air service in Australia, a freight
run, but was cut short in the wake of the tragedy.
The outcome was that the service was placed on hold
until sufficient emergency landing fields could be
constructed throughout the Western Australian outback.
During that time, QANTAS grew from strength to strength
on the east coast and the rest is history.
Now I stand at this remote, forgotten graveside, so
significant to our aviation history and pay my respects to
these lost aviators. As I do so, Calum points just over the
way, for that is where the aircraft tragically struck the
ground. The wind and the isolation only add to the
solemnity of the site and I am deeply moved.
I return to my shearer’s quarters and sit on the verandah,
chatting with some young transient back-packers who are
working their keep at Murchison. Having a warm shower
is like a shot in the arm and that night I share a meal with
my hosts at the homestead and learn more of the history.
It is a tremendous feast of chicken and vegetables that I
consume at an embarrassing pace. Seated around a table
on the lawn under the stars, stories change hands and
Calum relates that when he first arrived that there were
some ageing ladies who still recalled with a smile when
‘Smithy’ came to Murchison.
Once again, generosity comes to the fore and Calum and
his wife Belinda insist that my night’s stay is ‘on the
house’ as their contribution to the work of the RFDS. Once
again I am embarrassed, grateful and in admiration of the
outback fellowship. We enjoy dessert and a couple more
tales and the entire occasion feels more like old friends
catching up than a host-guest-worker relationship. This is
Australia at its egalitarian best.
The Murchison Station ‘shearer’s sheds’.
I bid one and all goodnight and make my way by
torchlight. There is no internet connection, so it is a night
without news reports, interviews, blogs or updates. I stop
to fill a jug of water in the kitchen where a harmless
python resides in the drawer, before walking to my room
and unlatching the convict bolt to enter. My torch beam
reveals a coating of huge moths on the corrugated ceiling
and I resolve to leave them alone if they’ll reciprocate the
favour. In minutes I am horizontal and ready to sleep in
the darkest room one can imagine; it’s blissful.
I roll over to set the alarm on my phone and set some
very soft music to play. I am totally relaxed. I can still hear
the wind outside and I think of my Dad and of the lost
aviators’ graves, miles from home. So much has
happened since the sun rose in Broome. The music is still
playing gently as I am lost to the world for the night.
“A Sacred Site” is just one chapter from AA’s Owen Zupp’s
new best-selling eBook ,’Solo Flight’. Detailing his fundraising flight around Australia, ’Solo Flight’ can be
purchased on Amazon and iTunes for only $4.99.
Pausing beside the lost airmen.
www.abs.org.au
Page 17
Running on Empty?
Engine Management 101
Last edition we talked about the myths of lead in Avgas.
Fuel discussions are always ones that bring up emotional
beliefs and often hard fact and data is no weapon against
a deeply held superstition. This edition I want to test or
even break your old beliefs into a new dimension of
higher levels of safety. Yes, THIS IS a serious safety
matter. Just like so many things we plan to avoid and may
never experience, but we mitigate against them all the
same, this one is just as serious and deadly important.
How much usable fuel do you have? Whenever I ask this
question of someone, the usual response is something
like “158 Litres” or 280 litres. Then I ask, are you sure?
Or do you just think you have? A very uncomfortable
question and one that is far more uncomfortable when
perhaps on a maximum range flight you find headwinds
are worse than expected, not that happens often!
Or perhaps you have to dodge some weather, or your ROP
mixture management is not as good as you think and you
have used more per hour than you should.
Under these circumstances, either my asking, or sitting in
the cockpit calculating, KNOWING how much inflight
usable fuel you have would be rather handy. Now would
be a good time to know not think. In both motor racing
and flying the words of my hangar buddy and retired
Qantas B747 check and training Captain ring true. If you
only THINK you can, you CAN’T.
Many a pilot will respond my POH says 300L and 280
usable. But are you sure? What are the possible variables
and how do you know? Let’s look at a couple of examples.
Some aircraft use a tank with a bladder. These are held in
place partly by their structure and fasters into the wing
cavity. These have been known to not be where they
should, though either unattached fastening points or
through installation errors. Either of these may have you
filling to the full mark or a TAB level and finding yourself
20 or more litres short. That could change your day!
What about those who have sealed wing cavity tanks?
There is no collapsing bladder issues, however for those
with aerobatic installations with flop tubes, the usable
capacity is likely to vary, and if the tube gets hung up, it
will be even less. This happened recently to a record
breaking flight; unfortunately he did not have enough
height to try a roll or two to correct it, had he even known
for sure that was the problem. Never say never.
Okay, I hear most of you saying but none of that applies
to me. Well let’s assume you have no flop tubes and no
bladders. Is the rigid pickup still exactly in its place and
unobstructed like it always was? Would it be a good idea
to check this from time to time? Perhaps some time
before the next Annual Inspection.
What is it that has brought this topic to my keyboard and
your magazine with such passion and a serious level of
concern? I wold like to tell a couple of stories to explain.
Recently the ATSB released a story, yeah it should be
called a report, but it was a low level report that they do
not investigate properly, just regurgitate the pilots story
in the hope it is worthy of some educational content. It
had potential but due to the lack of expertise or time and
effort it failed, but the story was something like this.
A Pilot hired a Piper single engine plane and intended
flying from Lilydale to Charleville via Bourke. He was a
Page 18
regular Jabiru pilot (no mixture control) and asked the
renter about fuel consumption and fuel capacity etc for
planning purposes. It turns out that if run LOP at known
fuel flows, and the winds (tail) on the day, it was legally
possible to do this trip if upon reaching Bourke you knew
the exact usable fuel, fuel flow and totalised fuel used.
No problem. I would have no problem with doing that
flight. Of course this was not executed very well, by my
calculations a near 10-12L/hr was being wasted through
poor mixture management and the knowing what was
actually on board was poor as well. This was most likely
due to the instruments. The flight ended in the dark with
an out landing (controlled crash) and the pilot and
passenger were lucky to only have injuries which while
not desirable, did not kill them. They came very close to
death. The aircraft was a wreck.
How do we avoid this situation ourselves? Quite simply,
know your usable fuel, and know how much you are
using. Sounds kind of simple! But in order to know your
usage you really do need a fuel flow instrument that is
accurate. In this day of modern economic and compact
avionics, there is no excuse for not having a good Engine
Monitoring System (EMS) and that should include fuel
flow at the bare minimum. If you do not have one, get
one fitted. It could save your life.
The next bare minimum is to actually know how much
fuel you have on board. This involves routinely running a
tank dry at a suitable time. I would suggest some time
shortly before each annual, getting a chance to do both.
Just not on the same flight. I can hear some of you
winding up already, declaring that why you would want to
do such a thing in flight, what if it will not restart? This will
only invite a crash etc. I have heard all the irrational
arguments time and time again, only ever by those who
do not understand their fuel system and the combustion
process.
Why you should do it is simple. The inflight attitude
determines the in-flight usable fuel. One done on the
ground does not. It might, but it might not, and if you only
think you know, you don’t. To suggest that it is dangerous
or somehow foolish is a rather naive position, as this was
SOP, yes that is right, SOP on every flight in the days of
piston airliners. They do not do it today as turbines are
another kettle of fish. Why did they do it? They would
burn out the auxiliary tanks knowing that they had used
it all and knowing exactly what they had left in the rest.
Most passengers would be unaware, and the same goes
for most of us, if executed right they will never know.
Nobody has ever been killed doing this,
many have been by not!!
So what is the procedure? Simply at the time you feel a
hint of loss of power, reach down and turn the tap. I could
be extreme in saying that during a tank change for a split
second you are interrupting the fuel flow and nothing
happens. This will be a little more pronounced. If I was
busy with ATC at the time, I would not even bother, just
finish the ATC communications and then reach down and
change it. Let’s be real, they are not going to keep you
busy that long! At worst the engine might cough and
splutter a slight bit, not unlike it does when you shut
down at the end of a flight, and within a second or so, it
will restore power.
Just today in a Beech G36 Bonanza I did it twice! No, not
at once, but on two separate legs, and it proved there is
an extra 6 gallons of usable fuel. That is almost half an
www.abs.org.au
hour. Imagine a scenario where you elect to do something
drastic, because of a fear of not having enough fuel, when
in fact you had more, and it was enough to avoid
something less desirable.
Here is a tip or three. Do Not Touch anything but the tank
change valve and then only if you wish to speed up the
process flick the boost pump for a moment. Do not go
monkeying around with throttle, RPM or worse still
mixture. If the engine was running a moment ago, and all
you did was remove fuel, and now you have put it
back…..it has to run. I cannot. One caveat here with some
light prop and perhaps Rotax engines that do not free
wheel for long, be quick or be prepared to keep airspeed
up by pointing the nose over or in the event of the prop
stopping, hit the starter.
Next tip, if you know your system and you have good fuel
habits, you will know within perhaps 5-10 minutes of the
fuel being used. Keep an eye on the fuel pressure
(another feature of a good EMS) and at the onset of
pressure drops you can change then. This can be
preferable for nervous passengers. Last of all, explain to
passengers what you are doing and why. Something like
this. “As a matter of routine we run this tank dry to ensure
we have all our on board fuel remaining in the one tank,
and this is a safety of flight matter, so do not be alarmed
if you feel a sure in a minute. In fact if you keep an eye
on the pressure gauge, you will see it start to flicker, and
that will be telling us when to change”. This keeps them
involved and you can be pretty sure you will know when
the gauge flickers. If they understand they will not be
concerned. For my wife and family it is a non-event, so
much so they would be lucky to even make comment or
wake up!
So what is this useful for and why a safety of flight issue?
Simply, it is knowledge. If you arrive at an aerodrome and
it has been closed due to an incident, knowing you have
enough fuel to divert to somewhere with fuel, that would
not have otherwise been an alternate, is a significant
benefit. In Australia where finding fuel is often difficult
and a long way between stops it is more important.
Un-forecast weather conditions, which is generally winds,
and knowing that you can continue without a nagging
feeling you are eating into your legally required reserves.
The other benefit is to consider a multi tank aeroplane,
such as one with 4+ tanks. At the end of a long flight you
have weather around the minima, you have either held
for the storms or diverted and now at minimum fuel, but
still legal. This may be 40 litres on arrival, but it is
scattered in random unknown amounts in all 6 tanks, as
you commence the RNAV or ILS. How many of us are
comfortable? Yes we are legal and we did everything
legally correct up until now, but were we prudent? I think
we would all agree that commencing that approach with
all 40 Litres on board in the one tank is not going to raise
a sweat.
Let me tell another story. My colleagues John Deakin and
George Braly get very serious and passionate about this
story. The pilot was a former colleague of Johns in his Air
America days and out ranked John. Later they were
buddies at Japan Air Lines where JD out ranked him.
He and George would talk to him about running tanks dry
especially when flying aircraft he was not as familiar with.
The pilot had built his own Lancair IV and flew it quite a
lot. However he was flying another one for a period for
someone else, and unbeknown to him it had a fatal flaw
that he was going to discover. He stopped in at GAMI in
www.abs.org.au
Ada OK where George took him out for lunch; they topped
off the tanks and off to California with a stop in Arizona
along the way. On short final approach the aircraft engine
quit due to fuel exhaustion from a tank which should have
had plenty. The pilot of many thousands of hours
experience stalled and died in the resulting crash.
Sadly George had discussed this with the pilot over lunch.
The aircraft was carrying a serious tank defect and would
not take full fuel. The only way to discover this properly
was to deliberately run the tank dry and refill it.
This is a safety of flight issue. And not doing it is
dangerous. Remember doing this deliberately, has never
killed anyone. Not doing it has.
Until the next edition, safe flying, and live life!
David Brown
Advanced Pilot Seminars Australia
PO Box 3060| Stafford 4053, Australia P: +61 (0) 416 223 194
E: davidbrown@advancedpilot.com |
W: www.advancedpilot.com |skype:davidbrownesm
Excellent article David. I remember being told by my
LAME that my aircraft fuel gauges are certified as
accurate only when empty. So I bought a JPI FS-450
digital Fuel Management System for my Bonanza;
installed and calibrated it carefully. It was accurate to 1
Litre in 303 litres so after checking the exact fuel contents
of each rubber fuel bladder I found much to my surprise
there was a 9 litre difference between the left and right
tanks. The JPI-450 paid for itself between Patjarr
Community in the South Gibson Desert and Port Hedland
with full fuel on departure from Patjarr and with IFR
reserves and now beyond the P.N.R. I encountered a 65
knot headwind with no off track Avgas available. Landed
at Port Hedland with 32 minutes usable in the tanks.
I have never used any part of my 1 hr fixed reserves
before or since that flight.
Peter Gordon, Editor.
For Sale
1980 IFR Beechcraft A36 Bonanza
White/light grey, Maroon/Blue stripe; TT 3382; Jan 2012: TCM factory rebuilt 520BB engine,
232 hours on new engine; ETR 1418; Gami injectors; New D’Shannon air cooling baffle system;
new hoses; new elevator cables; throttle and mixture cable replacement; Prop governor overhaul.
April 2013: Undercarriage overhaul. PTR 1550; dual pole; Century III auto pilot; KLN 94 colour
GPS; KR87 ADF; Com 1 KY-196A, Com 2 KX165/VOR; Collins 950 txp, Sunair HF radio,
Dynon EIFS backup instruments display, FS450 fuel scan, Club seating – lambswool.
Meticulously maintained by Horsham Aviation Services. Hangared – Hamilton Victoria
$185,000 +GST
Ian Ellis 0427 708254; 03 55 708254
Page 19
Night flying: out of our element
Article by John Zimmerman
Night flights are often some of the best a general aviation pilot
can experience: traffic is light, controllers offer more shortcuts
and the winds are usually calmer. Besides those practical matters,
the view out the window is nothing short of spectacular, as even
well-known sights take on a whole new look after sunset.
But as much as we romanticize night flight, it’s not something
most pilots do very often. I’m a perfect example: in my 2000+
hours of flying (a pretty good mix of fun and transportation
flying), less than 15% of it has been in the dark. Except for
freight dogs, my guess is most GA pilots are in the same boat.
Night flying is foreign territory.
The NTSB reports back this up. The overall accident rate is
worse at night, whether in VMC or IMC, and night crashes are
significantly more likely to be fatal. The causes are familiar.
While many pilots worry about flying behind a single piston
engine after dark, the statistics show that true mechanical failures
are rare at night, just as they are during the day. As usual, the
most likely suspect is the person in the left seat. Night flying, like
instrument flying, demands the best from us.
With that in mind, let’s consider some of the most important
issues we must confront to stay safe in the dark.
Terrain
Controlled Flight into Terrain (CFIT) is obviously a concern
during the day as well as the night, but it’s a perfect example of
how margins get eroded at night. That mountain or tower that
seems so obvious during the day can quickly disappear into the
black after sunset, even with appropriate lighting. Avoiding
those means maintaining good situational awareness, for sure. It
also means never descending to a lower altitude unless you’re
absolutely positive of your position–altitude is your friend at
night.
Any pilot can fly with terrain and
obstacle alerts – even on an iPad.
These days, there’s also no excuse for
flying without a terrain alerting system,
whether it’s a fancy TAWS system in the
panel or a $75 iPad app. These are much
more than eye candy. Even the most
basic terrain system is a major safety
enhancement, and most include
obstacles too. Just make sure you know
how to use these terrain alerting features,
lest they lull you into a false sense of security.
That terrain map also doesn’t absolve you of the responsibility to
plan your flight. A classic trap involves VFR descents in
mountainous terrain: the pilot sees the destination airport from
cruise altitude and starts down, but suddenly loses sight of the
airport. Before the pilot realizes what is blocking the airport, the
flight ends in tragedy as the airplane crashes into the ridge that
was hiding in the dark. At night, it’s not over until the airplane
is in the hangar.
At the very least, a minor diversion to keep you over a highway
instead of high terrain is probably a good trade-off. But the best
answer for VFR pilots is to fly like you’re IFR. That certainly
doesn’t mean you should fly in clouds or file an IFR flight plan,
but it does mean you can learn from the published IFR
procedures. Study obstacle departure procedures for your area or
Page 20
look up the minimum en route altitudes (MEAs) or the Off
Route Obstruction Clearance Altitude (OROCA) for your
route. These altitudes and routes are developed after careful
study, and if the instrument approach procedure says “no
circling northwest at night,” there’s probably a very good reason
for it.
Again, technology makes it easier to do this. With flight
planning websites and apps, even VFR pilots can view
instrument charts for no additional charge, so there’s no reason
not to include them in your pre-flight planning. Spend an hour
with a flight instructor to make sure you know what you’re
looking at.
Eventually you have to give up that precious altitude, and it’s
best not to guess. Plan your vertical profile as carefully as you
plan your flight plan route, including a top of descent point.
You can even use your GPS’s VNAV feature to fly a pre-determined
descent that you know is safe. On approach, you might also
consider flying an ILS glideslope if you’re VFR. It can be a nice
double-check for your visual approach, but be sure to practice this
in daylight before you try it out for real. ILS or not, do fly the VASI
and do not accept any deviations below red over white.
For instrument pilots, the procedures are more rigid and the
decisions are fewer, but that’s a good thing. That’s part of the
safety you add by flying in the system. However, there are two
moments when even pilots on an IFR flight plan are on their
own: when departing uncontrolled airports and again at the end
of an instrument approach.
In the first scenario, paranoia is warranted: you are on your own
for terrain avoidance until that controller wraps you in the warm
embrace of ATC services (specifically, a vector; “radar contact” is
not enough). Do not take off and turn directly to your first fix
unless you know you will clear all obstructions. The smart move
is to fly the published obstacle departure procedure (if one exists)
or even circle over the airport until you reach a safe
altitude. While ATC should mention these departure procedures
in your clearance if you are required to fly them, they still may
be worth flying even if they are omitted.
Are you safe to descend below
MDA? Best do some research to
make sure.
On approach, route and altitude
is described in exquisite detail until, somewhat inexplicably, you
get close to the ground. When
you hit minimums and see the
runway, all you have to do is descend and land, right? Maybe
not. A critical detail to consider is the type of approach
minimums for the one you’re flying: a Minimum Descent
Altitude (MDA) on a non-precision approach or a Decision
Altitude (DA) on a precision approach. If you look up at DA
and see the lights, land. But MDA is not as clear cut. As we’ve
discussed before, advisory GPS glideslopes do not guarantee
obstruction clearance below MDA, but it can be tempting to
keep flying that magenta line. Here’s another instance where it
pays to have a plan–getting from MDA to the runway safely may
mean levelling off for quite some time.
One final consideration for IFR pilots. Night circling
approaches have a reputation for being a death trap, and it’s
www.abs.org.au
mostly deserved. Unless you’re in flat terrain and you know the
airport extremely well, there’s simply no reason to circle at night.
For almost every piston airplane, it’s far better to land with a
tailwind than to circle.
good clue that you should be more pessimistic about weather.
While a 2500 ft. overcast with 5 miles of visibility might be
doable during the day, it’s beyond marginal at night.
In particular, visibility is a place to be conservative.
Spatial Disorientation
A full moon can
make
a
huge
difference for VFR
flying – just make
sure clouds won’t
block it.
Another concern after sunset is losing sight of the horizon and
losing control of the airplane. The answer is to file IFR if you’re
rated, and to invest in good instrument training even if you’re
not. A few hours under the hood can give you more confidence
in your instruments and make your night flying safer. Practice
certainly makes a difference, and that means more than just three
take-offs and landings.
Conditions also play a big role, none bigger than the moon.
While it might seem overkill, checking the phase of the moon
during pre-flight is 90 seconds well spent. The difference
between a full moon and a new moon is dramatic–and worth
experiencing with another pilot in the right seat if you haven’t
seen it. Besides the phase of the moon, consider the effect of
weather. While everyone worries about low clouds, even a
25,000 ft. overcast can block the moon and make an otherwise
pleasant night challenging.
That overwater route
may be shorter, but
will there be any
horizon over the lake?
Route of flight and
destination airport
can also increase the
risk, whether VFR or
IFR. Consider the
well-known case of
John F. Kennedy, Jr.,
who crashed into
Rhode Island Sound trying to get to Martha’s Vineyard.
While much was made of the marginal visibility that night, the
most significant risk factor was certainly the overwater leg of the
flight. At night, over open water, the visual clues are almost zero.
It’s not just open water, either. I fly into Cincinnati Lunken
Airport (LUK) quite a bit, and on final approach for runway 21L
it’s as if you’re in a black hole. While there’s no water, the
unpopulated farmland makes it nearly impossible to judge
airplane height visually.
So once again consider that route. Just as it builds in some
margins for avoiding terrain, flying over a populated area or welllit highway–even if it’s a little out of the way–can decrease the
chances of spatial disorientation.
One final subject always comes up when pilots talk about spatial
disorientation at night: the autopilot. In my opinion, there’s little
to debate. While “real men” may hand fly the airplane at night,
smart ones who want to stay alive use the autopilot. Certainly, an
autopilot should not be used as a crutch or an excuse for poor stick
and rudder skills. But a properly maintained autopilot is
undoubtedly a safety enhancement, especially for a VFR pilot who
momentarily loses sight of the horizon.
That doesn’t mean
the answer is to
cancel every flight.
It does argue for
knowing the air mass
you’re flying in, and understanding the big picture. If those
cloud bases are flat and there’s no precipitation to bring down
visibility, a night VFR flight under an overcast can be perfectly
safe. Be sure to understand not only the current weather but also
the trend: flying into worsening weather at night is a recipe for
disaster.
While it may sound like scud running, planning your night VFR
flight to jump from airport to airport is a good tactic. This is not
an excuse to fly in bad weather, it’s simply a way to give yourself
an out at multiple points during your flight. The reality is,
landing at an airport just behind you is a much safer move than
turning around and flying all the way back to your departure
airport–especially at night.
Even if you’re IFR, darkness adds challenges. As I’ve written
before, visually avoiding convective weather is still the most
effective way to stay safe–no matter what airplane you’re flying.
While you might be able to avoid the red cells with datalink
weather, you may not miss the turbulence in the surrounding
clouds. This is particularly true since thunderstorms can
sometimes be strongest after sunset, when the heat of the day has
allowed them to build.
Getting on top is by far the best idea, especially if there’s a moon
up there to give definition to the storm. If you can’t get on top,
planning a route to pass well clear of the storms may be the only
option. It’s near impossible to pick your way through a line of
weather at night unless you have onboard radar. In fact, the
longest deviation I’ve ever flown (some 25% out of the way) was
at night because I simply couldn’t tell where the severe weather
stopped. I filed to a VOR far to the west of direct, but stayed in
VMC most of the way and had a smooth ride.
Sometimes, we’re also playing without a key piece of the weather
picture. Especially late at night or early in the morning, there are
almost always fewer pilot reports (PIREPs). If you’re trying to
avoid ice or find the tops, this is something to consider.
It’s worth remembering that weather can change rapidly after
sunset, as dew point spreads drop or fog rolls in. That’s why
second approaches–never a good idea anyway–are a particularly
awful choice at night. If the first approach ended in a miss due
to weather, it’s exceedingly unlikely that things will get better on
the second try.
Weather
Fuel management
Dealing with weather can be a serious challenge for pilots at
night, and if the accident statistics are to be believed, it is the
single most significant factor in general aviation accidents at
night. That’s because it impacts so many other risks, from terrain
to spatial disorientation.
This is an area that shouldn’t change at night–always land with
an hour of fuel in the tanks, no matter what the weather or time
of day. But certain factors do conspire against us at night,
including changing weather and hours of operation for airports.
For VFR pilots, dealing with weather at night is mostly a matter
of being able to see clouds well enough to avoid them. The fact
that the FARs require higher weather minimums at night is a
www.abs.org.au
I remember a night cross country early on in my flying career
that was going perfectly until I landed at my first fuel stop and
discovered that the FBO was closed. Not wanting to disrupt my
carefully laid plans, I took off and went to the next airport, but
Page 21
found that FBO closed as well. I eventually found an open
airport, and I landed with an hour of fuel in the tanks, but just
barely. It was a frightening example of how quickly we can talk
ourselves into bad decisions at night.
Two new pieces of technology have improved the odds for pilots
in recent years. The prevalence of smartphones and the
incredible detail found in popular aviation apps makes it easy to
find out when FBOs are open and make arrangements. There’s
no excuse for not knowing whether that country airport will be
open when you land. And given the powerful flight planning
tools available for free these days; it’s also easier than ever to
know a realistic time en route.
Using supplemental oxygen in cruise can also give you a
temporary boost, but it’s no substitute for rest.
The best approach is to be realistic, and plan your flights to
avoid serious fatigue. I promise there are no lectures here about
getting 9 hours of sleep every night, but if you know you’ll have
a long day of work and the weather is marginal, it’s simply
wishful thinking to schedule a long flight home. Pilots are type
A personalities and want to fit more into a day than the average
person, but biology is against you. A 2009 Pilatus PC-12
accident in New Mexico is a perfect example: while we don’t
know the precise cause of the accident, the pilot was not setting
himself up for success. From the NTSB report:
The pilot had flown eight hours and 30 minutes on the day of
the accident, crossing two time zones, and had been awake for
no less than 17 hours when the accident occurred. The accident
occurred at a time of day after midnight in the pilot’s departure
time zone.
If you simply must make that flight, a cat nap before take-off can
help–indeed; the only cure for fatigue is rest. As hard as it may
be, force yourself to book a hotel room or snooze room at the
FBO and sleep. Flying with a passenger can help a lot, too. Even
if they’re not a pilot, the act of talking can keep you more alert.
At the very least, have a plan to slap the other person if they
fall asleep.
Self-serve fuel pumps can make it a lot easier to fill up after hours.
The other advantage is the increasing availability of self-serve
fuel pumps. Most of these are available 24 hours a day with a
credit card, and while they may require a little work on your
part, they are a great way to ensure fuel availability. I go so far
as to plan my trips to specifically use self-serve fuel, because I
know I’ll be able to get fuel when I need it (the lower prices don’t
hurt either).
But even with these technological aids, there’s a certain mindset
of wanting to get home that can make “get-home-itis” even
worse at night. My own “I Can’t Believe I Did That” moment
came when I was flying a Cessna 210 from Atlanta to
Cincinnati, late at night. While the headwind kept getting
stronger and the fuel gauges kept getting lower, I was anxious to
get home on this Sunday night so I kept overflying perfectly
good airports with fuel trucks.
I finally relented and landed for fuel at Lexington, KY. Watching
the meter on the fuel truck go higher and higher was a sobering
experience, and I’ve never made that mistake again. But I firmly
believe I would not have been so careless if the flight had been
during the day.
Three strikes
The foregoing list makes it clear that night flying is serious
business. That doesn’t mean we should fear it or avoid it; we
simply have to be thoughtful about how we approach it. Most of
the increased risks can be managed by choosing when to fly (not
when you’re exhausted or the weather is bad) and where to fly
(avoid unfamiliar airports and black hole approaches). A little
time spent planning can make a huge difference.
One other thing to be aware of is that not all night flights start
out in the dark. It’s not uncommon to take off in daylight, but
land after the sun sets–especially in the winter. If your arrival
time is even close to sunset, consider what might change at
night, and be pessimistic about those winds aloft forecasts.
Night is also a good time for the three strikes rule: if the weather
is marginal, the terrain is rough and you’re tired, it’s probably
time to book that hotel room. Perhaps one of those risks could
be managed, but safely handling all three is very unlikely.
The margins just aren’t there in the dark.
Article reprinted with kind permission of Air Facts Journal.
Fatigue
There’s been a lot of talk about fatigue lately, especially with the
FAA’s proposed sleep apnoea rule. While the cure is worse than
the disease in this case, fatigue is a serious issue for pilots. And
although general aviation pilots might not have the gruelling
flying schedule of an airline pilot, we are almost always flying
single pilot. There’s not even a dispatcher to give us a second
opinion about our fitness to fly.
Page 22
BEECHCRAFT 2007 G36 BONANZA
VH-AWE. Airframe SN: E-3824. Continental IO-550-B39B Engine, SN: 688596 –
Engine TSO 734.1 hours (734.1 hours to run). Hartzell PHC-C3YF-1RF Propeller,
SN: EE6019B – Propeller TSO 734.1 hours (1265.9 hours to run). The engine and
propeller ﬁgures are based off airframe hours of 734.1 from the 09/08/2013.
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Dealing with fatigue is mostly a question of discipline, because
the science is clear. Dozens of studies over the past decade
suggest the same boring conclusion: there is no miracle cure for
fatigue. Humans are not machines, and after 18 hours awake,
our performance slips until we eventually can’t stay
awake. Caffeine can help with alertness, but it takes a lot of it
(think 8 Cokes or a very large Starbucks coffee) to have an effect
and it does nothing for your fine motor coordination.
www.abs.org.au
From Sky to Ski
When I tell people that I remember being born their
eyes curl. They ask how I remember. Who would not
remember I say. For some reason I was spat out of that
bastion of watery warmth at great speed and I
remember immediately spreading my arms and cupping
my hands in true flight as I slipped straight thought the
hands of those unknown faces of the delivery people.
If it was not for that bloody umbilical cord bringing me
to a sudden stop I reckon I would have glided right out
the window on that hot April day. You see, from that
watery comfortable start and first exposure to air I was
meant to fly and that is what I did. Air and water were
in my blood and the love affair for sea and sky has
never changed.
Since time began for me and the love of flight, it was
not until my mid-thirties that I eventually achieved my
private pilot’s license. After fifteen wonderful but
‘bonanza barren years’ of flying all types of planes, in
2005 I made the sensible step to seek my Starship
Sophie. I wanted to trek in the footsteps of Kingsford
Smith and I craved for the adventure of a long flight
through countries unknown to me. Buying a plane in
Europe and flying it back seemed the logical way to go.
So in late 2005, onto the internet as one does these
days, with key words ‘bonanza aircraft for sale
Europe’. The first plane to come up – an F33A Bonanza
in Denmark, call sign Oscar Yankee – Bravo Victor
Romeo. Just a beauty I thought. Look at her – made for
speed and comfort. After much further investigation to
validate the choice and a few months later the
purchase was made and in July 2006 I went to visit my
new borne granddaughter Sophie in Ireland and onto
Herning Denmark to collect my Starship.
www.abs.org.au
On the day of delivery the excitement and anticipation
in me was palpable as I went to meet Finn Schou the
aircraft engineer and Captain Ib Nielsen from Esbjerg,
the broker who I purchased her through. Butterfly’s for
not only the purchase but the unknown. A VFR trip in
the footsteps of Smithy, all the way back to Australia.
So many things race through one’s mind. All the
planning in the world cannot overcome the unexpected
and events on a trip such as this.
So much happened there is a story in each event. From
the maiden voyage to Copenhagen, getting to 5,000
feet and not being able to understand a word of the
jumbled English of air traffic control. Travel down
through Germany and Spain to Barcelona. A glorious
500 foot flight around the coast of Spain and France to
climb to 9,000 feet for my first water journey across
the Mediterranean to Calvi, on the island of Corsica, an
absolutely delightful place to visit. From there to land
at Salerno and the Amalfi Coast in Italy for a couple of
days sightseeing and following resolution of a radio
problem onto Athens in Greece to refuel before a flight
through the Greek Islands to Santorini. Just magic, but
I must admit, prior to arriving in Athens right on the
west coast of Greece over the Ionian Sea I came upon
a massive storm that really put the wind up me, so the
doubts of ‘will I ever make it’ go through one’s mind.
Now of course through all of this was the logistics of
airways clearances through countries, fuel, customs
and much more. In Barcelona I hit ‘a real snag’ in that
my planned flight through Iran at 10,000 feet would not
be allowed. I had to enter Iranian Airspace at 16,000
feet or not get clearance and in their words ‘risk being
shot down by a missile’. This meant the quick purchase
Page 23
out 20 mile again and brought in ‘side on’ to the run
way with air traffic having put on the high intensity
landing runway lights. All went well and I was met in
the parking bay by the Arab ground controllers in their
Mercedes limo and white flowing garbs. I thought I was
in one lot of trouble but to my surprise was apologised
too profusely with much bowing and hand gestures
that they had not taken better care of a crazy
Australian travelling VFR from Iran through a bloody
great sandstorm.
and shipment of an oxygen cylinder from the US which
I collected in Athens.
Onto Istanbul in Turkey and then down to Adana on the
Iraq border before the crossing of the mighty Zagros
mountains which tower up to 18,000 feet bound for
Tabriz in northern Iran. An event full of anticipation
and I slept but a wink that night before setting out for
the airport at 4 am. The day was very hot and I am sure
fatigue was showing. As I approached the Iran border
on climb to 16,000 feet I forgot to open the cowl flaps
and red lined the oil temperature which gave me ‘a
hell of a fright’. Iran air traffic control allowed me to
stay at 13,000 feet for border entry and even at this
height I had mountains up either side of me. A whole
different cultural experience awaited me at Tabriz
airport with a severe dust storm causing a lengthy
departure delay to my next stop, Esfahan in central
Iran. All went well for refuel in Esfahan but when I was
ready to leave air traffic control advised that as I had
lodged a VFR flight plan and not an IFR flight plan for
Dubai they would not allow me to take off. Problem - I
had no overnight visa - just a ‘fly through visa’. A story
and saga in itself and I was held ‘hostage’ until 1 am in
the morning and then taken by armed escort to a hotel.
Little sleep and I arose of course before the sparrows
could sing to get ready to go to the airport and
complete all the paperwork for departure. Well you
would not credit it. Before I could take off they gave
me a 20 man salute with an aerial display of a MIG
showing Iranian superiority.
I was very glad to be on my way and climbed OY-BVR to
15,000 feet for the 3 hour flight to Dubai. Relieved as
at one point I felt I could just disappear in Iran and no
one would ever know what happened. All was well and
I was glad to enter into Arabian and Dubai airspace
which was largely controlled by Kiwi air traffic
controllers. But as I descended to 9,000 feet I could see
a haze in front of me and was advised that Dubai was
experiencing an unexpected huge sandstorm and
visibility was nearly down to zero. But no options other
than to land. At 4,000 feet I was radar vectored for a
20 mile final and was advised that I had a 747 behind
me and a 747 in front of me and that I needed to keep
160 knots air speed. I could see nothing but sand on the
windscreen and it was so rough I wondered if the wings
would get torn off. You would not credit it – I was going
so fast on final trying to get a visual on the airstrip,
with Starship Sophie bucking like a bronco that I missed
completely and had to do a go around. I was vectored
Page 24
Onwards and eastwards to Muscat in Oman, a truly
delightful place to visit. I loved my day in Muscat – the
whole Arabian atmosphere. Then across the Persian
Gulf and Sea of Oman to Karachi in Pakistan with the
ultimate destination being Ahmedabad in India.
When arriving at Karachi I was surrounded by over 20
soldiers all with heavy machine guns and weaponry.
Quite intimidating actually. But it was a long flight and
I was hungry. As I had no visa for Pakistan and only a
day pass they would not let me off the airport – not
even into the terminal. So I suggested to one of them
to go and get MacDonald’s for the soldiers and myself
and gave him $75US. To my amazement they all piled
into this van – hanging off it – bodies and legs and guns
sticking out everywhere leaving only one soldier, who
had no gun, to guard me.
A wonderful time in India, visiting the Taj Mahal and
seeing the sights before departing for Nagpur and
Calcutta. Occurrences at each and every stop before
the longest single leg of the journey – 5 hours from
Calcutta over the rest of India, Bangadesh and
Minnamar to Chang Mai in Thailand. Fuel management
was critical. From there down to Bangkok International
and I remember the airport at Bangkok so well. A line
up of parked 747’s and other heavy jets and in-between
two 747’s was nestled Starship Sophie – it really did
look very very funny.
From Bangkok to Phuket for a couple of days R+R
before the journey to Singapore. Now this was quite an
experience. I got extensive details of the weather
beforehand and flew at 12,000 feet. They predicted
thunderstorms but should not be a real problem.
However, by the time I arrived at a VOR check point
north of Singapore the storms had all converged over
Singapore. I advised ATC that I could circle for an hour
and let the storms pass through. After about 15
minutes they advised that they felt the storm cells may
well intensify and that they wanted to bring me in
immediately under radar vector. On decent I do not
think I can ever remember the sound of that torrential
rain being so loud. But coolness was demanded.
They vectored me to 800 feet and then said – ‘to the
front left right now you should see the runway – circle
and land’ - to which I replied ‘no visual on runway’ so
they sent me to 600 feet and there it was – right on the
left side – the runway - a great relief. I am not sure if
they knew I was a VFR pilot with such clearly shown on
the flight plan, but I guess the options were limited.
So much to tell but from Singapore down to Jakarta in
Indonesia and then onwards to Bali for a couple of days
rest and site seeing and then onto Kupang with final
touch down in Darwin in the early evening. Such a
great feeling to see the Australian coast and land on
www.abs.org.au
Australian soil. I had done it – completed the journey
and was home. Six weeks of adventure. To cut a long
story short nowhere on the whole journey did I have a
customs search of the aircraft except for Darwin.
All was good. Another delay was that I had not arranged
to pay the GST so they would not let me leave Darwin
with the aircraft until the GST was paid – albeit I could
claim it back latter. The rest of the journey down
through Longreach to Archerfield seemed like a walk in
the park, being on home territory. The mighty Starship
Sophie never missed a beat. Since then there has been
many many adventures all over Australia including my
glorious talented and incredibly beautiful wife Deberea
and I circumnavigating Australia in 2008. I fly Sophie
every week and also granddaughter Sophie, now 8, fly’s
Sophie. Starship Sophie has been so loyal to me with
every beat of her pistons. Our love affair will never end.
But what about the sea that I love so much. Starship
Sophie is all about air and crossing seas. A recent
wonderful adventure this last Easter was the 1,200 km
from Brisbane to Townsville over 7 days. Mind you I had
to convert my 200 HP 2004 model Seadoo to a floating
fuel tank. A truly great journey despite the physical
and mental challenges. With up to 10 hours of jets
skiing a day, refuelling at sea with a siphon hose, 5
metre swells and tides, heavy rain, and high wind
balanced with wonderful coral secluded inlets of
pristine water that many men crave. Not to forget that
I also had to go through cyclone ITA that was traveling
down the coast at the time. A great way for a first-hand
look at the coast of Queensland. So many incidences
and occurrences with a story able to be told about each
of them. My average speed was about 30 km per hour
as it was often just too rough to go fast in the big seas
and at times my speed was well back even on that.
On marathon legs such as Yeppoon to Stanage Bay, the
remotest part of the journey, I had to carry so much
extra fuel resulting in a high centre of gravity that I
had to be careful not to get rolled. Particularly as I was
on the back end of the cyclone with massive swells.
All the essentials needed quick access such as the life
raft and all survival gear. I knew if I ‘got rolled’ I had
to have ‘quick release’ on the additional fuel tanks as
in the high seas I would not be able to get upright again
to access survival gear.
First stop was Noosa and then Hervey Bay. From Hervey
Bay onto 1770. All epic but the real challenges started
from Gladstone to Yeppoon and onwards. The cyclone
was bearing down the coast and while the plan was to
stay in Gladstone I decided to keep going to Yeppoon.
The trip in heavy rain up the passage of Curtis Island
was wondrous. High tide, the water trees and the
feeling of isolation at the top of Curtis Island was
magic. The high winds and bigger seas then started and
I was very glad to reach Yeppoon safely. I had started
at 4 am from 1770 and jetted into Yeppon at 4 pm in
the afternoon to meet the backup crew, my special
friends Neville and Julie. I had nicknamed them King
Neville and Queen Julie (which I said in a very ‘French’
tongue) with Queen Julie to become famous for her
splendid peanut butter sandwiches she provided
throughout the trip.
The day after arrival at Yeppoon was really heavy rain
and whipped up seas so we ‘bunkered down’ for the
www.abs.org.au
day. But rain hail or shine the following day I was going
to continue and that I did. The most unknown and
isolated of the journey – Yeppoon to Stanage Bay and
then onto the beautiful Marble Island in the Duke Isalnd
group where I had organised to stay with Peter, the sole
occupant of the island. I had found this island on the
net and the words - Part of the Duke Island group,
Marble Island is a private island located 20km off the
Duke Group of islands to be one of the most beautiful
archipelagos in Queensland – had me going there.
Just say the words beautiful island remote and I am
there. I was about a half hour out of Yeppoon in rough
seas doing my mental check list of survival and my
worst fear hit me. The EPIRB had been taken out for
checking and was not on board. By luck I was offshore
to a resort I knew and recognised and with slippery
hands and difficulty I called the backup team on the
mobile who raced to that spot. Queen Julie is a strong
experienced swimmer and took on the big sea at depth
and held the EPIRB out for me as I raced past in the
froth of the cyclone sea and snatched it from her hand.
Getting rolled there would have been the end.
I could write a book about that leg. The swells, the
isolation of that area and for four hours of the ten hour
journey I would come over the top of a wave and bury
the front of the jet ski and myself into a deluge of
water to rise again for the next. It was wonderful to
reach the amazing southern passage of Townsend Island
where there is massive currents due to the extreme
tides. With relief I made it to Stanage Bay to be helped
by the locals and took on a full load of fuel as the next
day the trip to Mackay was equally as long. But I still
had to get to Marble Island and off I went. The day had
been long and I was well behind time and on arrival at
Marble Island the tide was right out so I anchored the
jet ski at the front and ran the anchor rope through a
gunnel at the back onto which I attached a rock, to
then walk the mile over sharp coral to the beach to
meet Peter for the first time. We got talking and he
said best that we go out later when the tide was right
in and bring in the jet ski to anchor safely overnight.
He said ‘as long as you put on plenty of anchor rope
length all will be OK or else your jet ski could be
anywhere in the Duke Islands with these currents’.
I said I was sure the rope was plenty but doubts quickly
set in.
The sunset that night was spectacular and after a
wonderful dinner of venison steak (Marble Island is full
of deer) and a fine bottle of red wine it was time to
retrieve the jet ski. Little did I know that meant my
rowing out in a very small one man row boat to find the
jet ski in the dark. Well I rowed and rowed and rowed
and I was sure it was gone. I went out what felt like
miles. I was so cranky with myself. After all this to
make such a stupid blunder. Then out of the corner of
my right eye I saw a shadow in the distance. My heart
danced in relief. It had to be her and sure enough.
I really knew what it felt like to be happy. After some
manoeuvring and half filling the dingy with water I
managed to get the rock off but getting the rope back
through the gunnel was another story. This was
essential as jet skis and rope up the impeller is bad
news. Deep breathing and telling myself I had all night
was the key. After half an hour I got the rope out to find
the anchor was actually stuck hard in the coral.
Page 25
That jet ski was going nowhere. To cut a long story
short I started the jet ski and eventually managed to
pull the anchor free and make it to shore. After a 4 am
start and 12 hours of jet skiing followed by the
adrenaline rush of thinking I had lost all, and then the
jet ski retrieval, my body was truly and completely
exhausted. I am glad I was doing this at 59 and not 60.
of adventure for they are likely only jealous and
envious. Move through each day as if it was your last
and live your dream.
Do not be afraid to tell your story to others because
your story is a good one and needs to be told no matter
how simple. Because in telling your story you may well
realise how much you really do need to ‘get out there
and make it happen’ like the great men of history have.
Most importantly, no matter how old you are, you have
the power to start your adventure today. Even if for the
frail it is just in your own mind. The decision is yours –
make it happen – start your journey today – walk a mile
or much more and smile.
Timothy Wright
Mobile: +61 (0) 418 700 654
Personal Fax : 07 3210 6877
E: tim.wright@ozzyconnect.com
VALE
The rest of the journey was epic. Caught up a crocodile
infested river on low tide at Groper Creek, a stick up
the impeller and limping at a crawl to a remote shack
on Cape Bowling Green to drag the jet ski up the
beach, turn on its side, and dig out the stick. There was
many challenging events. The arrival in Townsville was
certainly a feeling of triumph. A big journey solo and it
was done. My body and mind was totally energised and
I never felt better.
Dr Ian Clifford Farmer
28th June 1944 - 27th March 2014
I have been fortunate to have had many adventures
over time. The best all require planning and
commitment. My future includes a South Sea Island trip
in the Starship and a trip back up through Japan,
bottom of Russia and back to Denmark to compete the
round the world journey. I also have to go up Everest
and see the arctic.
The bottom line is no man I know has made more errors
in life than me – more blunders more stupidity more
poor judgement. But I have also had some great ‘wins’.
Someone did tell me that the number of blunders are
directly related to the number of decisions one has to
make, if that makes any sense. But having Starship
Sophie – that beautiful girl of the sky named after my
grand daughter was a very wise decision in every way.
After all she and I have been through even if she
‘conked out’ in a dark stormy night which left me boxed
and buried (just me of course – I told the starship she
would never be allowed to even splutter when others are
on board) her purchase would have been worth it. I guess
I have to move on sometime. Of course the travel and
adventure to collect her from Denmark was the real
beginning of my love affair with aircraft metal.
A true gentleman who will be greatly missed
by his friends at the ABS
Like the jet ski trip I have been asked if the risk is
worth it. I say follow your dream and take risks for a
man who takes no risks misses the essence of life. Plan
plan plan and then let the journey with all its twists
and turns take its fate – all will be okay. Be bold but not
stupid. Don’t spend a single moment in self pity or
negativity – but analyse the blunders for we all have
them. Do not let others disease you from the journey
Page 26
www.abs.org.au
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www.abs.org.au
Page 27
COMING EVENTS
5 June - 8 June 2014
ABS Beechcraft Homecoming Wichita, KS
This event is not to be missed by our
Australian ABS Members.
It has been seven years since we have been
to the Air Capital of the World, and we’ll
bring ABS event back to Wichita in June.
Watch www.bonanza.org for an itinerary of
exciting scheduled events including
Beechcraft factory tours, Best of the Beech
airplane judging contest, the popular
Beechcraft Hangar Party, activities for the
family, free BPPP LIVE seminars and more.
June is a beautiful, warm month in Kansas,
not too hot but enough after the tornado
season so you don’t have to worry about
being blown back to Oz. Please join us at
Beech Field, the home of the Bonanza and
Baron for what promises to be the biggest
ABS event in years!
Peggy Fuksa
E: absevents@bonanza.org
01 Mar - 07 Mar 2015
ABS Tasmanian Safari 2015
17 Oct - 19 Oct 14
ABS Hunter Valley Fly-in &
Annual General Meeting
Join the ABS for the Hunter Valley Fly-in &
Annual General Meeting 17-18-19 October
2014
Accommodation is the Crowne Plaza Lovedale
500 just metres from Cessnock Airport.
Transport to/from hotel is free of charge.
Welcome BBQ dinner Friday night.
Activities for Saturday & Sunday is choice of
golf, day spa, half day winery tour and
ballooning. AGM is 5:00pm Saturday followed
by a Banquet Dinner and guest speaker to be
advised. Registration Form available early
June 14.
Peter Gordon
T: 03 5261 5382
M: 0418 526 325
Our next ABS BPPP will be held in Narromine
NSW between 06-09 March 2015.
A full immersion ABS BPPP Ground School will
be presented.
A Service Clinic inspection will be conducted.
24 Feb - 01 Mar 15
Avalon 2015 International Airshow
A comprehensive social program will be
offered to partners and families.
Guest presenters will present a variety of
Service Clinic & maintenance topics during
the weekend.
Complete the Online BPPP Ground School
Course at your convenience for just US$150
14 days around the Kimberley.
Debbi Smith
T: (03) 9870 5453 M: 0438 347 904
F: (03) 8677 17370 E: debbi@janper.com.au
World’s Greatest Aviation Celebration.
ABS will be in the same location with
hospitality and Tent Topics including BPPP
LIVE and other Tent Topics.
06 Mar - 09 Mar 2015
ABS 2015 Narromine BPPP + Service Clinic
Debbi Smith
T: (03) 9870 5453 M: 0438 347 904
4 July - 19 July 2014
ABS Kimberley Safari 2014
28 Jul - 03 Aug 14
Airventure Oshkosh 2014
7 days around Tasmania.
Debbi Smith
T: (03) 9870 5453 M: 0438 347 904
Peter Janssen
http://www.airshow.com.au/airshow2015/index.html
Peter Gordon
T: 03 5261 5382
M: 0418 526 325
T: (03) 9870 5453
F: (03) 4206 7170
M: 0418 168 723
E: president@abs.org.au
E: info@abs.org.au
E: info@abs.org.au
Disclaimer:
The ABS and Printer 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 ABS. The Editor reserves the right to
reject any material submitted for
publication. Copy submitted for
publication shall become the property
of the ABS and will not be returned.
Photography will be returned by the
printer. The ABS does not endorse
products or services advertised in the
Newsletter
Don’t forget that your
participation in the Australian
Bonanza Society BPPP’s and
Service Clinics will be
rewarded not only with the
increased knowledge that you
will know exactly what shape
your aircraft is in, and the
knowledge that you continue
to learn more about your own
flying abilities, but you will
also receive these discount
vouchers from QBE for your
aircraft insurance.
Address: 10 Snow Gum Avenue Torquay Vic 3228 Facsimile: (03) 4206 7170 Email: info@abs.org.au
Page 28
www.abs.org.au
MANDATORY
SERVICE BULLETIN
TITLE:
STABILIZERS - INSPECTION/REPLACEMENT OF
ASSEMBLIES
ELEVATOR
BALANCE
WEIGHT
SYNOPSIS OF CHANGE
This Service Bulletin has been revised to add elevator balance weight assembly P/N 96-610022-11, as an alternate
for P/N 96-610022-9, which is ob solete. Relevant technical changes are marked with change bars in the outside
margins.
1. Planning Information
A. Effectivity
(1) Airplanes
Model 58, Baron, Serials TH-1768 through TH-2110.
If you are no longer in po ssession of the airplane, please forward this information to the present
owner.
(2) Spares
Any Baron Model 58, 58TC, 58P, 95C55, E55, or 56TC with elevator balance weight assembly that
was purchased between January 1, 1996 and December 31, 2005.
B. Reason
This Service Bulletin is being issued to inspect for proper installation of the existing elevator balance
weight assemblies. The potential exists that the existing elevator balance weight assemblies are not
sufficiently hardened in accordance with Be echcraft Corporation standards. A balance weight assembly
that is not sufficiently hardened may become misshapen and has the potential to become dislodged. This
condition could result in an unbalanced elevator.
C. Description
This Service Bulletin provides inst ructions to inspect the existing elevator balance weight assemblies.
Elevator balance weight assemblies that have become dislodged shall be replaced.
The export of t hese commodities, technology or software are subject to th e U.S. Export
Administration Regulations. Diversion contrary to U.S. law is prohibited. For guidance on
export control requirements, contact the Commerce Department's Bureau of Export
Administration at http://www.bis.doc.gov.
Both classes are available on the web at http://pubs.hawkerbeechcraft.com and mailed to:
(a) Owners of record on the FAA Aircraft Registration Branch List and the HBC
Safety of Flight Information (SOFI) List.
(b) Those having a publications subscription.
Beechcraft Corporation (BC) issues Service Information for the benefit of owners and fixed
base operators in the form of two classes of Service Bulletins. The first class, Mandatory
Service Bulletins (red border) includes changes, inspection and modifications that could
affect safety or crashworthiness. BC also issues Service Bulletins with no red border which
are designated as e ither recommended or optional in the compliance section within the
bulletin. In the case of recommended Service Bulletins, BC feels the changes, modifications,
improvements or inspections will benefit the owner/operator and although highly
recommended, Recommended Service Bulletins are not considered mandatory at the time of
issuance. In the case of Opt ional Service Bulletins, compliance with the changes,
modifications, improvements or inspections is at the owner/operator's discretion.
Information on Safety of Flight Information (SOFI) or subscription can be obtained through
the Beechcraft Corporation Technical Manual Distribution Center (TMDC). As M andatory
Service Bulletins and Service Bulletins are issued, the Service Bulletin Master Index will be
updated and available online at http://pubs.beechcraft.com. Warranty will be allowed only
when specifically defined in the Service Bulletin and in accordance with BC Warranty Policy.
Issued: October, 2011
Revised: April, 2014
Unless otherwise designated, HBC Mandatory Service Bulletins, Service Bulletins and BC
Kits are approved for installation on BC airplanes in original or BC modified configurations
only. BC Mandatory Service Bulletins, Service Bulletins and Kits may not be compatible with
airplanes modified by STC installations or modifications other than BC approved kits.
SB 55-4089, Rev. 2
1 of 8
MANDATORY
SERVICE BULLETIN
D. Compliance
An Airworthiness Directive will be requested on the matter covered by this Service Bulletin.
Beechcraft Corporation considers this to be a Mandatory Service Bulletin. The original issue of this Service
Bulletin must be accomplished prior to next flight. Airplanes that have not had the elevator balance weight
assembly replaced during accomplishment of the original issue of this Service Bulletin shall be subject to
an inspection every 100 flight hours. This additional 100 flight hour inspection requirement will terminate
upon replacement of the elevator balance weight assembly.
E. Approval
The engineering data contained in this Service Bulletin is FAA approved.
Prior to accomplishment, owners/operators of airplanes registered in co untries other than the United
States shall consult with their local Aviation Regulatory Authority.
Incorporation of this Service Bulletin restores the airplane to original Type Design.
F.
Manpower
The following information is for planning purposes only:
Estimated man-hours for inspection: 1 hour
Estimated man-hours for replacement: 5 hours per side
Suggested number of technicians: 1
The above is an estimate based on experienced, properly equipped technicians complying with this
Service Bulletin.
G. Weight and Balance
Negligible.
It is the responsibility of the ow ner/operator to maint ain compliance with the applic able Airworthiness
Regulations.
H. Electrical Load Data
No change.
I.
Software Accomplishment Summary
Not applicable.
J. References
Baron Maintenance Manual (MM), P/N 55 -590000-13G8 or subsequent revision, Chapter 20-15-00,
Chapter 27-30-00, and Chapter 51-60-00.
K. Publications Affected
None.
L. Interchangeability of Parts
Not applicable.
SB 55-4089, Rev. 2
2 of 8
MANDATORY
SERVICE BULLETIN
M. Warranty Credit
None.
2. Material Information
A. Materials - Price and Availability
Contact information:
Hawker Beechcraft Parts & Distribution (HBP&D)
10511 East Central Avenue
Wichita, KS 67206
USA
Phone: 316-676-3100 or 1-888-727-4344
Fax: 316-676-3222 or 316-676-3327
E-mail: HBC_Parts@beechcraft.com
B. Industry Support
Not applicable.
C. Airplanes
(1) The following parts, required for accomplishment of this Service Bulletin, may be ordered through a
Beechcraft Authorized Service Center or HBP&D:
Part Number
Description
Quantity Per Airplane
96-610022-5
Elevator Balance Weight Assembly
As Required
96-610022-7
As Required
96-610022-9
As Required
96-610022-11
As Required
96-610022
As Required
Beechcraft Corporation expressly reserves the right to supersede, cancel and/or declare obsolete,
without prior notice, any parts or publications that may be referenced in this Service Bulletin.
(2) The following materials may be obtained locally:
Maintenance Manual Chapter
or Part Number
20-15-00
Description
Paint, Urethane
Quantity Per
Airplane
As Required
SB 55-4089, Rev. 2
3 of 8
MANDATORY
SERVICE BULLETIN
or Part Number
Quantity Per
Airplane
Description
MS24694-S4
Screw
As Required
AN936D8 or MS35790-9
Washer
As Required
D. Spares
Refer to spares notations in Paragraphs 1.A and 3.B of this Service Bulletin.
E. Reidentified Parts
None.
F.
Tooling - Price and Availability
Not applicable.
3. Accomplishment Instructions
This Service Bulletin shall be accomplished as follows:
NOTE
Should any difficulty be e ncountered in accomp lishing this Service Bulletin,
contact Beechcraft Corporation at 1-800-429-5372 or 316-676-3140.
Observe all Warnings and Cautions contained in the airplane manuals
referenced in this Service Bulletin.
Whenever any part of t his system is dismantled, adjusted, repaired or
renewed, detailed investigation must be made on completion to make sure
that distortion, tools, rags or any other loose articles or foreign matter that
could impede the free movement and safe operation of the system are not
present, and that the systems and installations in the work area are clean.
A. Airplane
(1) Remove all power from the airplane and disconnect the battery. Display warning notices prohibiting
reconnection of airplane electrical power.
NOTE
The following steps apply to the left and right elevator balance weight assemblies.
NOTE
Elevator weights have been built to multiple type design revisions and may have
five (5) inserts as shown in Figure 1 or four (4) inserts.
SB 55-4089, Rev. 2
4 of 8
MANDATORY
SERVICE BULLETIN
(2) Gain access to the elevator and locate the existing elevator balance weight assembly that is installed
under the elevator horn skin. Refer to Figure 1 and Figure 2.
(3) Visually inspect to determine if the existin g elevator balance weight assembly is in position and
protruding from the edge of the rib. In addition, verify that the elevator balance weight assembly
attachment screws on upper and lower surfaces are secure and the installation holes show no sign
of discoloration. Refer to Figure 1 and Figure 2.
(a) If the existing elevator balance weight assembly is in position, protruding from the edge of the
rib, the attachment screws are secure and the installation holes show no sign of discoloration,
proceed to Step (13).
(b) If the existing elevator balance weight assembly has become dislodged, the attachment screws
are not secure, or the installation holes show signs of discoloration, proceed to Step (4).
(4) Remove the existing screws and associated attachment hardware from the elevator horn skin.
Retain the removed screws and associated attachment hardware.
(5) Remove the existing elevator balance weight assembly from its position under the elevator horn
skin.
(6) Weigh the r emoved elevator balance weight assembly to determine which r eplacement elevator
balance weight assembly shall be installed. Part nu mbers apply to the weight of th e removed
elevator balance weight assembly as follows:
Elevator balance weight assembly, P/N 96-610022 = 3.4 +/- 0.10 LB
Elevator balance weight assembly, P/N 96-610022-5 = 3.55 +/- 0.10 LB
(7) Use the screws and associated attachment hardware that were retained in Step (4) to in stall the
applicable new elevator balance weight assembly. Note: New hardware may be used as necessary,
as defined in Paragraph 2.C.2. The installed elevator balance weight assembly shall protrude from
the rib as shown in Figure 2.
(8) Touch-up paint as necessary in accordance with Maintenance Manual (MM), Chapter 20-15-00. In
addition, observe practices for painting the elevator that are defined in MM Chapter 51-60-00.
(9) Remove the elevator in accordance with MM Chapter 27-30-00.
(10) Perform elevator control surface balancing procedure in accordance with MM Chapter 51-60-00.
(11) Install the elevator in accordance with MM Chapter 27-30-00.
(12) Tag, mark, and dispose of the removed elevator balance weight assembly.
(13) Reconnect the airplane battery, remove warning notices, and restore power.
(14) Ensure all work areas are clean and clear of tools and miscellaneous items of equipment.
(15) Return airplane to service.
SB 55-4089, Rev. 2
5 of 8
MANDATORY
SERVICE BULLETIN
B. Spares
Purge spares stock of any Baron elevator balance weight assembly [defined in Paragraph 1.A.(2)] that was
purchased between January 1, 19 96 and December 31, 2005. Tag, mark and dispose of the purged
elevator balance weight assembly.
C. Record of Compliance
Upon completion of this Service Bulletin, make an appropriate maintenance record entry.
SB 55-4089, Rev. 2
6 of 8
MANDATORY
SERVICE BULLETIN
Inspection of Elevator Balance Weight Assembly
Figure 1
SB 55-4089, Rev. 2
7 of 8
MANDATORY
SERVICE BULLETIN
Inspection of Elevator Balance Weight Assembly
Figure 2
SB 55-4089, Rev. 2
8 of 8
HOW TO CONTRIBUTE ARTICLES TO YOUR
ABS AUSTRALIA
& USA MAGAZINES
Your ABS Membership gives you a gold mine of special ways to gain the most satisfaction
and productivity out of your airplane. The ABS Magazine and ABS Web sites are the best
ways for regularly exchanging information among the membership - and that’s the reason the
organisation was founded 48 years ago in the USA and 27 years ago in Australia.
Your help is needed to make the system work. There are several different ways you can
contribute articles, features, letters and tips for publication in both Magazines. These
include the Airplane of the Month for the cover; letters to Tech Tips; “How I did it” selfhelp articles; or an interesting flight experience. Please only send these to us by email.
AMERICAN BONANZA SOCIETY MAGAZINE COVER
Let’s start with the Airplane of the Month on the cover. The
opportunity to display your airplane is open to every member.
There are three components to the submittal: (I) a cover photo;
(2) an article - first person experience (including an equipment
list); (3) photos of exterior and panel.
A high resolution digital color image for the cover must
be in sharp enough focus that it will retain its clarity when it is
enlarged to fit our A4 format.
Although airplanes usually look best when they are flying,
we understand that getting good air-to-air photographs is both
time-consuming and expensive, so shots on the ground are also
accepted. If you plan an air-to-air photographic mission, it pays
to talk it over, plan it well and get it right the first time.
In the air or on the ground, the airplane should be shot in a
vertical format with the airplane positioned in the bottom twothirds of the image area. Interesting cloud formations or other
unusual background add to its appeal.
An equipment list is required, as well as some background
information about yourself and your airplane. For instance, tell
the readers about when you learned to fly, how you happen to be
a Bonanza, Baron or Travel Air owner, and give them an idea of
your flying experience, how the airplane is used—and any other
information you care to share.
You need not be concerned about your writing skills. Your
submittal does not need to he written like a pro. Just give us the
facts and we can flesh it out with appropriate language to make
you look good. That’s what we do. And if necessary, we’ll get
in touch with you to request additional information or
clarification.
Other than the cover shot and an equally sharp photo of the
panel, we can use a horizontal shot of the airplane on the ground
with you or you and your family or friends posed with it.
Be sure all people shown in the photo are clearly identified,
left to right. We would appreciate having several photos from
which we can make a selection. But please only send us your
digital images as transparencies or prints can not be returned
to you.
Since the photos are handled by a number of people in
several completely separate locations, please place a caption with
the photo with your name and the Registration number
and model of your airplane.
Be sure to include a phone and fax number. Add an e-mail
address, if you have one.
It may be several months from the time you submit your
article until it makes its way into the magazine. Your article will
TECH TIPS
The questions that appear in the ABS Magazine column,
Tech Tips, are gleaned from those submitted by
phone, fax and email to our ABS Technical Consultants.
The member receives a response when the question is
asked, then selected questions and answers will appear in
the Tech Tips column.
THE FORUM
This column is reserved for letters to the editor
concerning articles that have appeared in the magazine, or
about how you solved a maintenance problem. Reports
received about some particularly good Bonanza/Baron/
Travel Air service are also printed in the Forum column.
PREPARATION OF MATERIAL
When you send a story, a feature or a manuscript of any
kind, we only accept typed copy in email or Word
Document format. Photographs and drawings should be
protected from damage in mailing. Do not staple or tape
pictures, although picture descriptions can be taped to the
back.
Submit your contributions to the Editor, Australian
Bonanza Society, 10 Snow Gum Ave Torquay, Victoria
3228, or email to p.gordon2609@bigpond.com
FEATURE ARTICLES
We invite you to submit your own feature length articles
of 500 to 1,000 words on a subject of your choice
about your airplane or how you use it. This can include
problem resolution, restoration projects, or interesting
long-distance flights.
If you submit a story concerning an especially
challenging flight experience, be sure to pass along useful
tips and information for others to use for the same type
of flight. Send along any photographs, diagrams and
charts which might be useful to illustrate the article.
Although what you send may need to be edited for
clarity or for length, we will try to preserve the individual
flair and flavor of your contribution. If we have any
questions, we’ll get in touch.
Since the completed copy will be proof read against the
information provided by you, it is very important that
the names of people, places and your phone/fax/e-mail are
correct.
When the layout is completed by the printer for
finalisation, printing and mailing usually by the fifteenth
day of each quarter.Depending on mail service to your area,
your issue should arrive in one to two weeks.
CHECK OUT THE ABS WEB SITES
BOTH ABS WEB SITES <www.abs.org.au and
www.bonanza.org offer opportunities to submit letters, ask
questions and make comments on line. Selected questions
be sent back to you by email for your approval shortly before
publication. This will give you an opportunity to update it or
make corrections before it goes to the printer.
THIS IS YOUR ABS MAGAZINE.
It cannot exist without a steady stream of information
flowing to and from the Society’s 180 Australian and 9,000+
Worldwide members. Altogether, ABS members represent the
greatest resource of information, ideas and insights into safe
and efficient use of Bonanzas, Barons and Travel Airs.
All told, this amounts to millions of hours of flight
experience, hundreds of thousands of years of airplane ownership and countless numbers of maintenance episodes.
It’s clearly the best and most complete member-service
coverage in the industry. Your support and participation
makes it all possible.
while general comments and/or questions may be referred to
the various columnists for use in their articles.
Surveys have shown the majority of ABS members
prefer material with a potential for self-improvement. This
could include aircraft maintenance, skills improvements and
challenges, navigational aids and techniques, aircraft
restoration, aviation medical and insurance news and
regulatory changes.
Other subjects include political developments with
potential impact on Bonanza/Baron/Travel Air owners,
organizational news involving the operation and progress of
the Society and announcements of schedules of ABS
coining events.
These would include BPPP, Inc. and Service Clinics, regional group news and news regarding new products and
services of special interest to Beechcraft specific aircraft.
These items represent the basic editorial selections for
the magazine. Personality profiles, reports on record-setting
flights and travelogues of exotic flying vacations are used to
add diversity to the mix.
The purpose of the ABS Magazine is to serve your
interests. If you have questions or requests, please let us
know. We’ll do our best so that we can make sure that
your ABS Magazine provides information you need and
want. With your consent your article can appear in both our
Australian and the American Bonanza Society Magazines.
We will forward appropriate articles to the ABS-USA
Magazine Editor. We also have an agreement to exchange
appropriate articles in both publications and reprint
American articles in our Australian Magazine.
Peter Gordon
ABS Magazine & Website Editor
10 Snow Gum Ave, Torquay, Vic 3228
T: 03 5261 5382 eFax:613 4206 7170
email: p.gordon2609@bigpond.com
APPOINTMENT OF PROXY
FOR THE
ANNUAL GENERAL MEETING
OF THE
AUSTRALIAN BONANZA SOCIETY LTD
TO BE HELD AT THE
Crowne Plaza Hunter Valley, 430 Wine Country Drive, Lovedale, NSW 2325
on Saturday 18th October 2014 at 5.00pm
I, _______________________________________________________________
of________________________________________________________________
being a financial member of the Australian Bonanza Society Ltd,
hereby appoint ____________________________________________________
of_________________________________________________________________
or, in his/her absence
_____________________________________________________________________
of __________________________________________________________________
as my proxy vote for me, on my behalf, at the Annual General meeting of the Australian
Bonanza Society to be held on Saturday 18th October 2014, or at the adjournment thereof.
This form is to be used in the event of any vote or motion that may be put before this
meeting for consideration.
Unless otherwise instructed, the proxy can vote as he/she thinks fit.
Signed: _____________________ this day of ________________________ 2014
Note:
Please send proxy form to
Secretary
Australian Bonanza Society Ltd
c/- Unit 1, 48 Orr Street
SHEPPARTON, VIC, 3630
by 27th September, 2014
NOTICE TO MEMBERS
ANNUAL GENERAL MEETING
For the members of the Australian Bonanza Society Ltd.
The Annual General Meeting will be held on Saturday 18th October 2014
at
Crowne Plaza Hunter Valley
430 Wine Country Drive
Lovedale, NSW, 2325
commencing at 5.00pm sharp.
A Nomination Form for the vacant positions of the Committee, and a Proxy
Form for the AGM are to be found within the June ABS Magazine mail-out.
Peter Janssen and his committee urge you to consider nominating yourself, or another
member (with his/her consent) who you consider can contribute to the management
of the Society.
There will be several positions vacant at the date of the Annual General meeting,
including President, Vice-President, and Committee Members.
Nominations will close at midnight on the 20th September, and late nominations
cannot be accepted.
Therefore, please return your nominations to:
Secretary: Anne Russell
Australian Bonanza Society Ltd.
C/- Unit 1, 48 Orr Street
SHEPPARTON, VIC., 3630
Email: akrussell3@optusnet.com.au
With reference to Item 49(e) of the Articles of Association:
At least fourteen days before the date of the Annual General Meeting, a list of
Candidate's names in alphabetical order with proposer's and seconder's names,
together with a personal biography of each candidate, and a ballot paper bearing the
names of the candidates shall be handed, emailed or posted to every member entitled
to vote. The ballot shall close on the day preceding the day of the Annual General
Meeting, and any ballot paper delivered personally, by post, facsimile or electronic
mail at the Registered Office of the Society by the said closing date, shall be counted
in the ballot.
If you are unable to attend the Annual General Meeting Meeting/Fly-in, please return
your Proxy Form to the Secretary, as noted above.
AUSTRALIAN BONANZA SOCIETY LTD
NOMINATION FORM for the 2014-15 COMMITTEE
ELECTION OF OFFICERS AND COMMITTEE MEMBERS – 18 OCTOBER 2014
PROPOSER: Mr/Mrs/Ms _______________________ Signed: ____________________
POSITION
NOMINATION
NOMINEE
Signature
SECONDER
SECONDER
Signature
President
Vice-President
Committee
Committee
Committee
Please note that these positions are for a 2-year period
All other Members of the current Committee will complete their second year of Office.
This form may be returned by mail or email by 20 September 2014 to:
The Secretary
Anne Russell
Australian Bonanza Society Ltd
c/- Unit 1, 48 Orr Street
Shepparton, Vic., 3630
Email: akrussell3@optusnet.com.au

June 2014_September 06 NL.qxd - Australian Beechcraft Society

Transcription

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