AMSUI~!lBONANZA SOCIETY NEWSlETTB

AMSUI~!lBONANZA
SOCIETY NEWSlETTB
otEMUNG COUNTY AIRPORT
s.tYing Elmira Area
HORSEHEADS, N. Y. 1411-45
'6071 739·5515
October 28, 1972
@ AMERICAN BONANZA SOCIETY, INC. 1971
Page 271
BONANZA OF THE MONTH
This unusually well-equipped V-35B Bonanza, N5HC, owned by Hugh~. Cunningham,
ASS #3228, 9000 Sovereign Row, Dallas, TX 75247, represents the degree of sophistication found in some Bonanzas being flown today. Mr. Cunningham uses his plane for
all his traveling connected with business throughout the Texas and Oklahoma areas.
He writes:
"We submit this 'bird' for your Bonanza of the Month! The electronics are a
complete King Gold Crown package together with Bonzer radar altimeter and Mitchell
Century III autopilot with glideslope coupler. We are very pleased with it--rather
have this ship than a twin with cheaper gear!"
AVIONICS LIST
Left Panel
Right Panel
KA-35 Marker Beacon
KA 37 Audio Control Console
KFS 590 Duo Comm Frequency Selectors
Bonzer Radar Altimeter
KPI 550A Pictorial Nav. Indicator with RMI
KTR 900A VHF Comm Transceiver
KNR 600A VOR/LOC Nav Receiver #1 & #2
KNI 585 ADF Indicator
KDI 570 DKE Indicator
KNC 610 RNAV
KNI 520 VOR/LOC Glidealope for NAV #2
KXP 750A ATC Transponder
Panasonic 8-Track Stereo under Glove Comp't
Center Panel
Below Vertical Ins~nt Readouts
Mitc~ell Century III Autopilot with G/S Coupler
Page '172
October 29, 1972
COMMENTS AND CORRESPONDENCE
SUGGESTED KETHOD FOR CAL I BRATING FUEL QUANTITY GAUGES
Dear Ralph:
The letters wh ich hav e a ppea r ed in the Newsl ett e r r eportine auto.atlve-type gas gauges whic h do no t read co rrectly . . ke ~ worry that some members do not know how to calibrate this type of aauge. A rough schematic drawing of t he
At , . . cauge. looking at it as you would to r ead the fa ce .
18 as follows:
wil l be used l a st . J umper wi res wi th alliga t or clips are
useful t o ma ke it possible to opers t e the gauge wh i le it is
outSide the a ir f rame. When rei ns tal l ing the gauge , make s ur e
t o get t he conduc ting and nonconducting washers a rranged as
they originally wer e so a s not to gr ound either t e rminal.
but t o gr ound t he ground pla te on the back of the gauge t o
the panel.
I canno t take r esponsibilit y f o r the co rr ectness or
legality of the abov e i nstruc tions , nor fo r a ny consequences
of attempts t o f ollow them. but they are t he best descri ption I can give of what worked for me.
Atty. Hunter M. Bennett. Jr .• ABS 13 24
P. O. Box 166
Weston W VA 2645 2
an inforaal meeting l a st Oc t. Bth, attended by a
substantial number of ABS pilots, it was agreed that there
was considerable interest in the formation of a Southeast
Chapter of the ASS. Paul R. Morton, temporary chairman o f
the organizational c~tee, reports the first fly-in and
aeeting viII be held at Jekyll Island. Georgia . Nov . 17-19 ,
1972. Here's the details--everyone interested s hould t r y to
attend.
Dear Ralph :
Several ABS members met in the Seminar 2 room at the
Diplomat Ho tel on Oct. B. 197 2, during the AOPA Plantation
Party with the express purpose of discussing formation o f a
Southeaat Chapter of the ABS. It waa unanimously agreed t o
aove in this direction . The group aaked me to act as t emporary chairman to make arrangements for the organizational
meeting. I have bee~ ably a.sisted by Don Nickell. Bob
Diamond, John St..Dns, Pred Meyers and Joe Cosentino.
There will be an organizationsl meeting and fly-in on
the weekend of Hov. 17th, 18th, and 19th, at Jeky ll I sland,
Georgia. to fora the Southeast Chapter o f the ABS. ~ member interested In attending this meeting to help get i t off
to a good atart ia cordially welcoae . Bring the wife and
kids too. The business meeting will be at 2 p.m. at the
Wanderer Motel, Nov. 18th .
All ABS members who wish to at tend may make res ervations by writlaa or phoning Mrs. MBdeline Simpson, Wanderer
Motel, Jekyll Island, Georlia 31520, phone (912) 635- 2211.
We have arranged for double room flat rate of $16 for ABS
aeabera attending. Mrs . Siapaon said she would give ua her
niceat rooms on a first come. firat served basis.
The sirport has a paved north/south runway 3000' lQng.
80/87 and 100/130 octane fuel, Unicom on l22.B, Avis and
Hertz rental cars; motel furnishes transportation t o it's
facility. Swimming 8uits and golf clubs may be useful-weather permitting.
The aim of this group is for good fellowship. avia tion
conversation and trading of ideas relating to "six-cylinder"
Bonanzas. Also, we are hoping to provide for a couple of
interesting week-end fly-ins each year to achieve this goal.
Paul R. Horton. ABS '749
2704 Northwest 51 Place
Ft. Lauderdale. FL 33309
The pointer i . attached t o an iron armature. the angular position of which 18 dete~lDed by the rela tive strengths
of the field produced by evo coils . Thes. coils are placed
with .... at 90- to each other and 45- either slde of vertical . The field atrengths produced by the co i la are deter.toed by the current flow through th~1 which 18 in turn
d.te~laed by the voltage difference acro •• thea.
The
voltale d~fferences sre in tUrD deterained by the voltage
level of the fra.e of the laule, which 1. connected between
the colis, which voltage level is deterained by the resistaDce of the tank tran.. itter potentio.eter, which is deterained by the poSition of the tank float. For example, when
the tank is ~pty, the resiatance of the transmitter is low.
This ca~es the voltaae level of the gauge fraae to be near
zero, wbdch ca~es a large current flow throuah the coil
connected betveea A+ (l4v . ) and the gaule fraae (I will can
it the ".-pty poSition coil"). and a ...11 current flow
throuch the coil connected between the gauge freae and
around (I will call this the "full position coil").
When the taak 1s full, tbe reaistance of the tank trana.ttter 1s hilh, and the voltaae level of the gauge fr ... ia
Dear 14 volts. This causes a larae current flow in the full
poeition coil and a ...11 current flow in the eapty position
coil.
A chanae 1a A+ volta,e affects both coils approximately
proportionately, . .king the gaule insenaitive to such voltale chanaes.
Each coil is attached to the gauge fraae by a small
bolt which passes through a slot in the frame bracket . This
bolt i8 ordiDarily aafetied with red paint. which I interpret to ..an "do not break aeal unless you know what you
are doiac." Once the paint seal ia broken and the bolt
loosened. the coil can be slid the length of the slot so as
to vary its distance fro. the armature.
lefore calibrating the gauge. one should, of course.
deteraine that all parts of the syatea are working properly.
In particular, check to aee that the trana.itter ara works
freely aad that the float can move all the way from top to
botta. of tank. A coat hanger will serve to move the trans- ENGINE FAILURE CAUSED BY CRACKED COUNTERWEIGHT ATTACHMENT
.itter float and ara. but it ia t.portant to double back
Dear Ralph:
I am writing this letter for two reasons:
the ead of it and otherwise take care not to damage the
rubber fuel cell. Check to see that the resistance of the
Firat. I would like to say that despite all of the discussions of the Cylinder Head Temperature setups. it has
tra~tter potentioaeter variea a.oothl y .
not been mentioned that there are different Cylinder Head
To calibrate, .ave tt ~ float to the botta. of the tank,
and tben adjuat the dist,sce of the empty position coil from T. .perature probes for different year Bonanzas even though
they may have the same engine in them. The probes muat be
the a~ture until the gauge points either to the empty .ark
on the face or. if you prefer, a lightly below it. Then move
balanced resistance-wise with the indicator gauge. I have
a 1970 Hodel V-35B. and it turns out the correct part number
the float to the top of the tank and adjust the position
of the full poSition coil until the gaule points to the full
in my plane la 35-380104 for the CHT bulb . rather than No.
1514340. and I am not sure, but I believe, there i s a difaark. Repeat theae adjua~nt. until the gauge reads as
ferent part number f or the 1971's and la ter.
you want it in both position.. Then tighten the bolts and
Second, 1 would like to report on the results o f a
r ..afety t~.
careleaa accident on .y part for the benef it o f o ther memIf the &auge aerves acre than one tank. it should be
bers that might do the aame thing . In January of th is yea r
calibrated vith reapect to the . . in tank or the tank which
October 29, 1972
Page 'Zl3
COMMENTS AND CORRESPONDENCE
(continued from previous page)
I inadvertently puc the gear up on the ground during rollout which resulted in a partial retraction of the main gear
and. of course. 88 800n as the nose gear got off center. it
resulted in collapse of the n08e gear. You can imagine my
chagrin wben the plane came to a screeching baIt with the
noae aD the ground. Anyway. the plane was returned to service in cwo .outh_, the holdup being due to Beech not being
able to supply the noae akins despite the fact that in the
last Hevsletter the Beech people claim to bave such good
delivery on their parts. On March 20. I got the plane
back, aDd on the 21st. I v •• flying it into Denver, with my
wife a • • pa•• enger. with approxfmately 1 1/2 hours' flying
time aince the accident. Everything seemed to be beautiful
until there vaa a loud bang and a staccato-like aound. stmilar to vhen a machine gun livea a ahort burat, and then
total lack of engine reaponae to any of the controla. Ve
vere about eleven a11ea aouth of Akron, Colorado, and I
hoped to get partial paver from the engine and limp back to
the Akron Airport. I had read where people ~ith aia1lar
probleaa had some power left even though they bad a aevere
failure, but aa I eay. I bad no power so the engine v.a
ahut off and a prayer v.a eaid for the engine to atop
Vibrating, which did slow down a8 the enaine began to vindaill dover . Ve planned. to land in a pa.ture that appeared
below ua, but aa I got cloaer to the ground, I realized
there vaa a gravel road riaht next to the paature so it va.
elected to .verve onto tbe road. After the fencea were
cleared. and ve vere over the road, I put the gear down. At
thia time ve vere still at 120. I held the plane off long
enough for the gear to come down and there vas no daaage to
the airframe.
The engine va. taken out and a new one installed by
eo.b. Aircraft in Denver, and I flev the plane out one veek
later.
NOv as to the cause of the failure, Continental'. repreaectative, Mel Br1dg.... ter. came and looked the engine
over.• alona vith the people .t Combs Aircraft in Denver.
It vaa found that the hanger on the crank.haft that supports
one of the counterweights had cracked, even though the
engine had been shut down to a total idle when the prop
struck the ground suddenly. As a reault. aoon after ve began
to uae the enaine, thia banaer faUed and the counterweight
broke into pieces, broke the connect ina rod of the #2
cylinder and ezploded the caae riaht underneath the aa81letos.
Thia explain. vby there va. 00 power after the incident
becau.e the aaaneto. vere both totally loo.e from their
.aunting.. Continental MOtor. bas a bulletin out concernina .udden .toppage of this engine. It 8aya that the only
aafe way i. to totally diaaantle the engine and eza.1ne
theae hanaera on the crankabaft because of the po.aibility
of thia occurrence. Uaually, the Inaurance Co.panies do
DOt VADt to 'Pay for tearina: down an engine-but still, it's
your life-and i ' this ahould happen to you, I would nronaly advise baving the enaine torn down--hav1.na a total faUure
and. a forced. land1na is Very nerve-racking.
One other th1n&, I wanted .,. enaine ordered vithout the
_anetoa but eo.ba had ordered it vithout apecifyina: it and
it c _ with the Slick -anetoa, vbich bacl never been run
when the eoa::l.De ..a te.t run. I believe it 1& nm. at the
factory with different . .aneto. and plua. than are received
with the .... i118, ao vhaa. eo.ba lot the ena!D.e, they pulled
off the Slicka and put on Beud.b: _aneto., but they tell _
that Continental Motors refused to take the -aneto. back
and at thia t~ I . . . till the proud owner of two braad
new Slick "aneto. wbich I bop_ to aell. So far I . . quite
uppy with the BeIldb: aapetoa, particularly a. I bad already bad trouble with the Slick aaanetoa in the fir.t 175
hour. of operation.
I .ight say that the Continental people certainly gave
us lood .ervice on this ena:ine. both in coaiDa to ~
the deatroyed enaina aad in rapid service and air freiahting
out a brand new enaine.
V. K. Biehola, X.D., AIS #560
310 Clay St.
lIray, CO 80758
Bulletin #35-26
(or A35-l8; B35-ll; C35-9; D35-2) vaa i.aued relarding both
an inspection of the fuse1ase bulkhead at .tationa 256.9
and 272 (stabilizer front and rear apar attachaent bulkhead.) and a check of elevator balance and rebalancing, i f
necesaary. Thia bulletin later vas covered under AD 57-18-1.
Ju.t recently one of our ..ahera reported noticing
aevere rudder buffeting On his Hodel 35 vhi~ 1ettina down
thru aome turbulence. Upon ilLlpection it vaa found that
cracks had develOped at both apar attac~t bulkhead. ani
that the ruddevatora could be .. aily deflected at.oat 2"
vithout 1IlOvina the rest of the plane. The plane is IrOUDded.
until proper repair. can be . .de. The .aaber ·report. he v ..
not aware of the requireaent. for a continuing ilLlpection
of theae bulkh..d• .very 100 houra (actually quite ..aUy
acca.pliyhed) nor doea he feel tbat thia inspection bad been
aade at any tiae the plane had been annualed for the .everal
yeara be has owned it.
We don't knaw haw prevalent fulure to . .ke theae ill.pections aight be but it ia ....y to
bow ahopa, not ..
familiar vith Bonanza aervicing, ailht overlook an 1t_
like thia (although the procedure ia 81ao p~inted in the
Bonanza Shop Manual).
All 57-18-1, reprinted belov, alao requir .. a atatic
"alance of the ruddevator on airplane Ser1a1 a...J)er B-1
through D-1500 and on all other aircraft where ruddevatora
have been repainted or repaired.
Thi_ recent incident pointa out haw t.pDrtant 1t is for
each owner to knov his airplane and the service bulletina
vhich apply and to . .ke aure proper ilLlpectiolLl aDd . . intenance ia beina acca.pliahed .
Beech tell. ua the reason the bulletin was oria1Dally
published vaa the handling of the eircraft on the IroUDd.
They rec~ended that a "1Jo Handle" decal be effbecl to
each stabilizer and airplane handler. be cautioned ...1Dat
uaing the nab11ber .. a lever to 11ft the no.e wheel.
Th1a Service Bulletin, dated May 20, 1953, included. not only
the early Model l5 but all .,dela throuah t.he B-35.
.ee
l1-ts-t . . . . Appl'" 10 Yodel ~ s.n.
Airo::nft ..Mi lIcxW &pw V c_~ of
StUldanl n.eb lfodm U. AU 01' 811.
A. AppI'" to lI..... 3$ AimdlS-W K_·
ben D-l IhnIup J)..l*l uad y..w 511....
V Airuaft &rial Yud.n SV-XXX-D-l
llI.rwch SV-x.'XX-D-lI00.
Complil._ Nq'I.ind within 100 boIIon' tw.
ia ~ ..tt.r IhI. ....«ti~ ..'- of tlt.iI.
_ _ _ aDa.. ..I-.d, _ _pliIhtd, aDd.
th.natt.r ..wu. 100 t.o.n' w. ia.-riel
fie. tha ... iMpGioa..
V...u, iur-ct t ........ bulkb.dt I5U
and 272 ( ...biHar ffOal .. nd rat" -s-r .uach.
_bulk.... ) ,....erKb.~_c1.....
tiaa iUMI _ l i d rn.cb 01' burklPI iD IhI.
"-lap _in in Ih. riein;I, of , . . ba.1kJa.....
All c1u~ _",,'fUra mlllll be repaind or...
~.
(Baeeb Sen'iell Halletin Ifo.
ss..-.
.,lO.l_ _ ralbitl ___bja.)
cIaa.I
n.
A.ppI.... 10 lIacWI 16 &lid.
eraft.
s.,. V £iro.
~plianot raqaind. 1ritl!iII IOU boIIn' ti.a
iIl.,.. .. tt.rlbadcti1"Ol ..r.oflhia .......
alnad,.
pl .....
W.1liII I " .w 100 ho.n opIftli-., _ _
Nr.dJ ---plw..t, dMdI: It. _&tie . . . . .
of
nIdd.nI:_
oriciMlJJ _.t.ebind)... airplue ~
D-t
~ D-IOGO. ....... all ..... aUeraa
......
ntdaint_ ba.. __ Np&iaW ..
~Nd, 10
that tM llatie.,... it
trichia -.ptaWe limit&. Tau. ..... of 1M
I&abe ~ .... &laD . . . . . . . . . ~.
~I.ftl'lpllind_ ........
(<<Ai. . . . maurial ... IlUI _j«t it _
wined in C.All IUO-IT(f) . a.dt SIrriea
BIlI.iIl Xo. . . . . deteIIl . , ~ " " ad
Bonanza )(.. inlPM._ )lI.IIMI ~
f:O"f>r lhiR :oII1oj«f.1
ThiISlIIWnNr.i AU r.:l-Il_l.
.-l ....
I"
*
eu
If......
....tau..
Re,·. ".~ 1S.1~.
Il&\lI CABIII BI1LXIIIWl PAIIIL IW)B USn.Y UI«lVAlLB
Sir;
Tbi. aprina . . bouaht our firat loDanaa, a 1971 V-lSI.
with juit over 100 hours' total t1lle:. I t va. a d ..ler d~­
.trator. and almoat entirely iDDocent of radio equi,.ant.
On contract ina for the purchaae. we bad the airplane undreaaed for tbe addition of tip tanka, the tb1nk.J.na autopilot, and a vbole .... of factory-nev radio. (The ezt:raa
adding up to the cost of a very nice eiabt-roo. bouee in a
good neighborhood.)
MOat of the brand new wh1a:z:bau.a triuerworlt ... .:nmted
aft of the rear cabin bullt:head panel, the one that IOd
frca the forward edae of the bat abelf to the floor. Serw.
and senaor. and drivea and clutchea and power suppl1•• and
a . .rut baaket full of other black bOIea. All beh1nd the
one panel.
(continued on nest page)
Page 274
October 29. 1972
COMMENTS AND CORRESPONDENCE
(continued fro. previou8 page)
Becaua. I bave been profe .. 1Qoally enSaged in .lectronic. de.tan and ..aufacturing, and because I know the shape
of the failure-rate curve. of new equipaent (TSO'd or not).
.ad bec:au•• I love ay fellow "n, 1 shall not nam. any
equl~t aanufacturar.
Suffice to ••y that over the last
five .oath. n.arly everything back there .topped vorkinl
r1abt for on. r ...on or another and aa.etiaea both, and
aa.et1aea 1D the . . . . piece twice or acre. That we accept.
What Va don't and didn't accept v •• the sight, durins
troubled t1aea, of • $9 to $12 an hour electronics man
tear1na out, rebuilding, and replacing that acee •• panel
avery tt.. eo.eth1na vent foul behind it. As supplied. the
panel, with it. vinyl trim parta . . . aonite filler, rug lap,
ate., fall. into five aeparate pieces and about 18 screW8
when re.oved. The act of removing it routinely 8cratches
everythina el.e in the cabin. The round trip. opening and
clo.ing, take. about an hour in the field.
After .ervice profe •• iona18 had made that round trip
five tt... (at a co.t of about $50 not covered by warranty).
I called a baIt and called Beechcraft.
Cliff Ferch and J~ Beard kindly told me that the bulkhead peDal back there va. in no way regarded a8 a structural
-..bar (contrary to ~r) and that, in fact, they norma lly
r&D .tructural te.t. with that panel left on the hangar
floor. The, offered auggestions as to its modification.
to'hicb . .re followed..
Presented with the proble., Eddie Hudson, of Hud80n Airc raft Service, Tallahas.ee, in le88 than a day aasayed the
probl. ., .ade layout. and. from the existing materia18 delivereds
A .taal. paual that ca.e. out in one piece by twiat
actioD on five Dzu. faateners (two 00 each side and one down
throuab the aiddle front of the bat ahelf). reduced in
beiaht. aad width eaoulh to ca.e out clean and faat: . Total
rOUDd trip tt.. DOW. openina and clOSing. ia tva .inutea.
Tba work ... neat. the chanae. inconapicuoua .
leeebcraft. ar. you there? Are you liatening?
I dar ..., Mr. Rudeen villi if inquiriea come in
aufficieot volu.a • .t.eolraph hi. retrofit in.truction. and
.ell t~ for the $10 they deaerve.
Joseph Whitehill. ABS 14540
2060 Continental Ave .
Tallaba.aee.. FL 32304
.:.&IIZA owna t S IIAMJAL .EIIIG UVISED i ANY SUGGESTIONS?
Dtlar lIE. ...loop:
.J.rry varner baa heeD aood aaouah to give _ a copy of
your recent lett.r of Septa.ber 19 dealiog with Bonanza owner
"DUal.. We do appr.ciate recelviDl the aUllestion. you
bav. -.d. aod I u .... in tuna paaaed theae on to the people
who PlOt our ....ual. tOlether.
We have baeD doinl a IOod bit of work in connection
vith our . .nuale to aka thea evan better than they were,
4DCI I tbinlt you vill be: intereated to lcarn that ve have
beaD .orkin, cIo .. ly vith Fli,ht Safety Poundation to let
their ezpert aDd obj.ctive view. of our . . nuala. They have
aade ~ v.ry 1004 auucationa which we are in the procea.
of incorporatina and they've alao had ao.e very nice thing.
to ..y about our aanuala .ettina the atandard for the industry.
0... nav .ffort that we have underway has to do vith
the creation of a Ifaafetylf aection. We vi.ualize thia
aectioo dea1ina vith gan.ral safety practices that all
pilote ahould follow and althouah the . . terial will not be
DeW. it vill be fuada.ental.
Mo.t accidents, unfortunately,
are the result of pilot a overlooking or failinl to ca.ply
with basic funda.antala of safety. Wc hope. that our new
aectl00 viII •• rve a. a continuinl rea1nder and in thia yay
avoid eoae accidenta that would otherwi •• happen .
Perhapa you and your .e8bera .ight vant to furni.h ua
with r.c~clatioD. a. to the .oat . . aningful type of
. . tcrial that ahould b. included in thia new aection . We'd
be happy to hear fr~ you.
Seywour Col. . n. Vice Pres.-Production
Beech Aircrsft Corp.
Wichita. KS 67201
""~.~."""'-
-
V. . . . I
'fI,11-. ..... AaMlt. 3Il-lS05. Apph to
WodaII 35.
B35 ud C35 airplanes
(s.tII N...... 0-. tbrouP O-JIIOO)
. . . a • IN 35-CII«IIIt fuel UDit .odIHed
by- ... ~ 01 Beedl Kit No.
35-SII305 (s.tII Numb.s 100 daroqb
. ) Of ..,. . . . . . . . iutaIJattaa ......
a . . . . IIPt wttb a ~ feature.
( NOTE: m.t.Dadoa 01 etch. a-h llt
No. ~ 01" PfN 3$.814230 fIIeI uaIt
.us.
gapment wunlDl Upt to -mnum bript.
8) Wlthia the ~ IS boon' time Ia
after the effective date of tbU AD,
etdw replace MS 25041·2 light IndIc.lor
_bIy with MS 250n~ Ught iDdbtor
-tit,. or replace the dinuniDg lem _
bt,. 01 the MS 2S041.2 Ught usembJy wttJ,.
the _~ knf uwmbly from an MS
25041-4 Ilchl a.embly. Any equivalent
method of compliance must be submitted
to aad approved by the 0Iief, EogiDeeriDg
aM MPulacturing Branch, FAA. Ceotnl
-w.
_._ -
"~by-AD"lS.L)
To ~ dbn.Ima: of fuel ..aector nJve
...........
1I'Ib:l& ... on the fuel Jdector valve diIeo-
dben...-I WVIlirIg "ghl. unJe. aIrMdy
~";'oi'''h'''d,d ~ the folJo.-b:r,l:
A ) Effective m..ediataly ""ttl Parapph
........
nis
amendment
~
effective Au-
gust 29. 1972.
SPECIAL PRICE TO AllS ON !.RIGH SYSTEMS INC. ItSHARC-7" EMERGENCY LOCATOR TRANSMITTERS
Through special arrangements we are able t o bring co
our ABS members only SHARC-7 Emergency Locator Transmitters
made by Leigh Systems. Inc. The SHARC-7 incidentally is
standard on all 1972 manufactured Ce88naa and Bellancas
and retrofit for prior date plane8. It ia backed by Leigh's
extensive experience and a rwo year warranty (including
batteries) .
ABS
HODEL
LIST
PRICE
SHARC-)
OF
(Auto. operation; fixed installation) $169.95 S115, )2
SHARC-)
AP
(auto. operation; fixed in8tallation; 184.95
124.72
also can be u8ed portably. has voice
modulation)
SHARC-)
P
109.72
(portable model, has voice modulation 159.95
),00
Remote on/off/reaet Kit
9.95
(for auto. fixed type unit to check operation from
cockpit)
Pricea include batteries, antennas, in8tallation kit. handlina, parcel post, and insurance.
PLEASE NOTE: The ABS doea not te.t nor endorae ~ product
'bUt'"dOe.....-o'Ccaaionally pa .. along purchase offers for membera. Hake checka payable t o The Aaerian Bonanza Society
and . . il to Aaerican Bonanza Society. Chemung County Airport, Horseheada. NY 14845--N. Y. State re.ident8 add 7%
e&l. . tu.
SRAlC-7 AP unit ina taIled in lUlsaSe
I
eoapar~ent
of Bonanza
October 29, 1972
Page 275
COMMENTS AND CORRESPONDENCE
ANOTHER INTERESTING INSTALLATION OF AN ELT
Dear Ralph:
Possibly the following information can save other Bonanza owners the time that I spent searching out the most
desirable ELT for my 35833. By the way. I am not promoting
Larago Electronics but do believe they do have a good product and the best for the application.
My purpose was to find a high output unit with a Gswitch that would operate automatically in any directio n
except vertically. The unit had to have a positive connec tion battery pack and be installed with a top fuselage external antenna.
The Larago model l005-AP satisfied the above requirements and in addition, I received the following benefits:
1. The unit as installed is completely automatic on
impact; however, I can reach down and change the selector
from automatic to the ON position for any emergency while
still at altitude (most effective range).
2. The unit is mounted on the fiberglas over the fuel
valve (we reinforced the fiberglas with a thin sheet of
aluminum) and immediately aft of the fuel selector valve
(the light for the fuel selector valve was moved to the
right approximately 3 in.). The height of this unit is
such that, when moun t ed in this position, the pilot's seat
can be moved full forward with no interference.
3. The antenna lead supplied is long enough such that
the antenna is mounted in top center of the fuselage (behind the air scoop) with the lead brought down inside the
side post (between the two large side windows) and thru the
side upholstery (beside the antenna post on the ELT).
4. On a downed aircraft the ELT is automatic, and
if the pilot can crawl out, it takes 3 seconds to disconnect
the fixed antenna and release the mounting bracket. He then
has a portable unit with self contained batteries and telescoping antenna to carry with him.
We have already installed this unit in a "K," an "s"
and another "833."
Donald H. Nickell , ABS 82316
400 Shore Crest Dr., Tampa , FL 33609
1973 ANNUAL ASS CONVENTION SITE SELECTED
A big Texas welcome will be awaiting you at our 1973
Annual Convention to be held in Dallas, Texas . Convention
headquarters will be at the Royal Coach Motor Hotel adjacent
to Love Field. Dates will be Wednesday, July 25, to Sunday,
July 29,1973, so mark your calendar now and plan t~come.
An information-jammed program will be planned and
plenty of activities for the women and children (famous
Nieman-Marcus stores; Six Flags over Texas, etc.). We'd
sure like for you-all to attend!!
BARON BRAKES INSTALLED ON F-35. P- 35 BONANZAS
If you've been unhappy about the operation and maintenance of your present Braking system, Herbert A. Hiller,
ABS 82494, suggests changing to the Baron-type Cleveland
brakes. This was mentioned briefly in an earlier Newsletter
(page 141, Dec. 1970).
Dear Ralph:
I just arrived from Puerto Rico and I am also too late
to make the Milwaukee Convention to which I hoped to bring
the information with me on the Baron brakes that I have on
the F-35 and P-35 Bonanzas which I own .
I have enclosed a copy of the parts list and a Form
337 , which can help. Not all aircraft models will have to
have the spacers; the P-35 did not require any.
Manufactured by Cleveland Aircraft Products, Avon, OH,
Brake and Wheel Conversion.
Cleveland Model--Brake No. 30-66 $81.00 ea. - $162
Cleveland Model--Wheel No. 40-98 $76.95 ea. - $144
Beechcraft Spacers--Wheel 35-815023-1
Beechcraft Spacers--Wheel 10095l-XlOOWL
Beechcraft Spac'ers--Wheel 95-810002-13
Tires are for 700+8 or 650+8-6
45° angle fittings are needed to keep brake lines free.
The first set was installed Oct. I , 1965. on my F-35,
N3369C and the second set was installed on Aug. 24, 1970,
on my P-35, N9575Y.
Herbert A. Miller, ABS 82494
Box 374, Baxley, GA 31513
CONTINEl\'TAL
Airwort~u
Directive
Volume I
7t.20-! Continental. Arndt. 39.1.522. Applies
to Models 10--470·D. 10--470.[, 1O·.t7o.F.
10-470.H, 10-470-1., 10-470.M, 10-470-N.
10-470-5, 10-470.U, 10-470.V. and 1"510·
470.B. 1"5I0-47O-C, 1"510-470.0 engines
which have installed "Non· H" cylirKkr as_
semblies. Part Number 626820. and "W
cylinder IUsemblies manufactured 01' remanufactured priOl' to April 1963.
NOTE I: "H~ type cylinders are those hav·
ing the letter H impression 'tamped on the
top edge of the rocker boI flange over the
uha",t v.lve. "Non·H" type cylinders do
DOt have this idmtificatioo.
Compliance : Required IU indicated unless
already accomplished.
To preclude addit ional inflight f.ilures of
Part Number 626820 "Non·H" type eylindn
assemblies and -H" type cylinder assem·
blies m.nufactured 01' remanufactured prim"
to April 1963. accomplish the following
01' an equivalent procedl.lte approved by
the adef. Engineering and Manufacturing
Branch. Southern Region. Atlanta. Cecw~:
A. Within the neJF:t 25 hours' time In stfV·
i~ afleT the effective date of this airworthi·
ness directive and thereafter at intervals not
e~ceeding 25 how,' time in service from the
last inspection:
( 1) Visually inspect the circumfeTtnee
of these cylinder assemblies .t the junction
of the aluminum head and steel barrel £01' oil
leaks. and /tX combustion product stains. En·
gine permanent maintenance record entry
must be made to reflect airworthine:u direc-tive compliance.
NOTE 2: In ordn to perfot"lll the InsJltt·
tion required by Paragraph A( 1) of this air·
worthiness directive, it may be neoessary to
remove engine cowling or access doon to
permit visual eumination with mirrors 01'
other visual
of the prescribed &tf:& of the
cylinder. If the engine is clean and free of
oil in the area to be inspected, the ins;pectioo
required by Paragraph A(I ) may be performed
v.:itbout further cleaning o£ the engine. If
oil leakage from an unknown wur~ has
2
.kI,
On other engines having "H" type cylinders
installed, it wiD be ~ to e$t.bljsh the
cylinder', date of manufacture by removing
the rocker boll cover and inspecting the are.
beneath the rocker arms for the impression
stamped manufacture date. Information on
the l.ocation of this stamp was given 011 Page
1l.5 of the August 1971 General Aviation In·
$ptcI:ion Akis Summary.
caused a gelW"ally oily condition, the engine
should be washed down and run up to oormal
operatina: conditions prior to the inspection
required by Paragraph A( l ). During the inspection it may also be helpful to rotale the
propeller to detect significant difft:reJ\C'e5 in
compression between cylinden 01' audible
compression leakage through a erad:: in the
cylinder barrel.
(2) The inspection( Ii) required by PaJ1l.·
graph A( 1) must be perfO/"med by those per·
sons authorized to perform inspectioru under
Federal Aviation Regulation 43..3 except that
OIl aircralt not utilized. in air camer .tenices
the inspection( Ii) may be peTfllmled by the
holder of • pilot', certificate issued under
Part 61 of the Federal Aviation Regulations or
any ain:raft owned or operated by him.
(3) If oil leaks and/ or combustion prod.
01 the
cylinder head and billTel during any inspection required by PaJ1l.graph A( I ). bebe fur·
ther flight, • certificated powerplant me·
chanic shall investigate and establish the
sour~ of these conditions. If a cylinder bar·
reI crack is found. the cracked cylindeT must
be replaced with an airworthy part.
uct stains are found at the junction
B. At next engine overhaul replace Part
Number 626820 ~Non·H~ cylinder assemblies
and ~H" cylinder a~mblie. manufactured or
remanufactmed pliOI' to April1S63 ( as identi·
fied by the date of manufacture impression
stamped in the machined area beneath the
valve rocker shaft supports ) with Part Num·
ber 626820 cylinder assemblies manufactured
or remanufactured after April 1963 and having
the leiter "1-1" impresrinn stamped on the top
edge of the rocker box flange over the tlhaust
valve.
NOTE 3: On engines maufactured tX remanufactured during 1964 or later. as indio
cated by the year suffix on the serial number.
it may be usumed without further \-erifica·
tion that "J{" type cylinders installed were
manufactured subsequent to April 1963 if
the maintenance recoo-ds do not indicate a
cylinder tlchange.
C. Ins;pectJons as outlined in PaTagraph
A( l ) are no longer required w~ Paragraph
B has beeD acoomplished.
This airworthiness directive suptTsedes
Amendment 39-509. AD 67-.31-5.
This amendment becomes eHective September 2.5, 1972.
October 29. 1972
Page 276
COMMENTS AND CORRESPONDENCE
NO . OF
AVE . HRS.
MAKE & MODEL
UNITS
USED
Narco MK 16
114
387
Narco MK 24
15
547
Narco Escort 110
7
92
Narco Com 11
10
72
Narco Com llA
4
survey form.
15
Mynderse!. Woodruff , ABS ' 1814, 278 Old Billerica Rd.,
Narco Com 10
5
180
Bedford. MA 01730, volunteered to compile and tabulate the
Radair 360
3
210
results of this survey for us.
It has been a tedious task
NAV RECEIVERS! CONVERTER INDICATORS
and we wish to thank Mynderse for a great job . Here are
ARC *
4
740
the results--please assimilate the explanatory notes which
Bendix RN-222*
21
257
preface the tabulations before going further.
Collins 51*
658
10
Collins PN 101
312
1972 EQUIPMENT RATING QUESTIONAIRE TABULATION
3
Genave Theta 200
157
EXPLANATORY NOTES:
3
1 . No. of units = total numbe r of individual pieces
488
King KI 201
20
King KI 20lB
295
of equipment rated in this survey . Di scontinued models
10
King KI 201C
with less than 3 units were not tabulated .
11
72
2 . Average hours used - the average number of hours
King KI 211
30
677
the e quipment was used by the persons who reported. It
King KI 211A
4
658
does not necessarily reflect the total time the equipment
King KI 211B
8
285
King KI 2llC
has been used.
11
109
3. Average rating; the average of ratings awarded by
King KI 212
3
166
the equipment user . 10; perfect, 1 - very poor, based on
4
King KNI-520
184
83
equipment performance , reliability, maintenance and cost.
King KN-74
3
4 . An asterisk (*) beside a make and/or model indicates King KNC - 6U
163
3
that units were grouped t ogether because of cons istent vague
King KPI - 550
2
108
Narco VOA 3 & 3A
903
or insufficient model data.
12
5. The June 1972 issue of AOPA "Pilot" magazine lists
Narco VOA 4
707
112
current avionics equipment .
Narco VOA 5
756
63
14
737
6. Average ratings of models with only!. few units ~ Narco VOA 6
438
Narco VOA 8
39
not to be considered very meaningful data.
Narco VOA 9
491
53
Narco VOA 40 & 40M
24
314
AUTOMATIC DIRECTION FINDERS
AVERAGE
NO . OF
AVE. HRS.
Narco VOA 50 & 50H
28
470
RATING
Narco NAV 10
UNITS
USED
3
167
MAKE & MODEL
Narco NAV 11
5
104
ARC 2.!
5
1170
7.80
Na rco NAV 12
78
8.13
7
Bendix T- 12
26
1060
Narco DGO-lO
7.62
4
78
Bendix T-12B
36
857
8.27
Narco CLC- 60
384
Bendix T-1 2C
108
618
6
8.65
18
Radair 200
3
39
152
Bendix T-120
8.25
MARKER BEACONS
5
62
Edo-Aire
102
5 . 38
Airmarc
8
328
Polaris
493
18
430
7 . 06
Bendix
22
King KR-80
Genave *
37
260
9 . 03
45
248
King KR-85
7.65
284
72
1091
16
King KMA
Lear ADF- 12*
397
7.22
King KR- 2l
3
Motorola T-12*
29
790
463
Lightcraft
21
469
6.82
5
Narco ADF- 31
761
Narco MBT
40
11
272
6.73
Narcc. ADF- 31A
492
Narco MBT- 3
9. 00
5
1
75
Narco PDF- 35
Narco MBT- 12
84
569
COM TRANSCEIVERS! NAV/COM TRANSCEIVERS
GLIDE SLOPE RECEIVERS
ARC •
6 . 12
9
507
----3837
ARC •
10
202
8.20
Bendix RT220, A-B
7
476
Bendix *
6.90
19
234
Bendix RT221, A-B
Collins *
3
935
6.86
7
786
Collins *
5
365
7 . 55
Elec t rosonics '"
20
275
Genave A-200
5
275
King *
9.00
4
493
Genave A-360
Narco UGR-l & lA
16
613
7.20
5
544
King KY-95
94
414
Narco UGR- 2 & 2A
6.83
6
858
King KX-I00
7.72
DISTANCE MEASURING EQUIPMENT
7
1069
King KX-120
579
30
7.00
King KN 60
8
940
King KX-130
591
32
6 . 60
King KN 608
30
583
King KX-lS0, A-B
231
7 . 66
10
King KN 60C
90
613
King KX-160
109
8.78
King KN 65
11
63
278
King KX-170
508
King KDM-700
9.66
12
26
75
King KX-1 70A
167
8.00
Narco UDI- I
3
9
989
King KX-l7S
712
Narco UDI- 2*
9.67
32
3
355
King KTR 900
487
14
6.75
Narco UDI-3
4
990
Motorola *
64
488
6 . 67
Narco UDI- 4
15
486
Narco MK 3
328
6.62
Narco DME 70
20
34
1006
Narco MK 5
8.25
4
795
TRANSPONDERS
Narco MK 7
234
3.75
4
182
Bendix TPR 610
19
Narco MK 8
348
7. 62
Bendix TPR 611*
18
34
937
Narco MK 10
145
8.42
Bendix TPR 640
5
294
1120
Narco MK 12
418
8 . 27
Genave *
16
209
558
Narco MK 12A
355
Genave Beta 4096
33
8 . 07
40
470
Narco MK 12B
RESULTS OF EQUIPMENT SURVEY
Earlier this year approximately 3300 questionn aires were
sent out to the active ABS membership at that time, asking
them to rate various equipment used in and on their Bonanzas.
The response to our survey request was excellent --675 or
about 20.4% of the membership filled in and returned the
---'5
AVERAGE
RATING
7 . 70
7.80
8.86
5.70
8.25
7.40
8.33
8.00
7.91
8.10
9.67
9 . 30
8 .05
8 .30
9.73
8 . 25
7.75
8.25
9.55
7.67
9.00
9 . 33
9.60
10.00
6 . 42
8 . 12
8 . 31
8 . 14
7. 83
8 . 38
7.78
7 . 68
8.33
8.40
8.00
9 . 50
8 . 17
8 . 33
8 . 87
8.87
8.08
9.44
9.67
9.20
8.82
7.20
8 . 31
9 . 67
7. 67
6.33
7.20
10 . 00
7. 38
8.95
7.33
7 . 32
7 . 90
9.09
7.75
2.33
7.07
6 . 36
6.88
7.50
8 . 48
9 . 00
10.00
7.13
7. 49
October 29, 1972
Page 277
COMMENTS AND CORRESPONDENCE
TRANSPONDERS (continued)
NO . OF
AVE. HRS .
MAKE
& MODEL
LF . D. *
I.F.D. 31
I.F.D. 300
I . F. D. Sta rlight
King KT 75 /) 75R
King KXP 750
Nareo UAT- l
Narco AT- 5 & SA
Nareo AT- 6
Nareo AT- 6A
Narca AT- 50
Regency 505
Regency *
UNITS
13
3
3
30
39
16
29
21
USED
197
203
50
239
324
741
721
226
392
496
37
70
54
99
7
620
20
463
Wilcox 8148
11
640
Wilcox 10l4A
15
470
EMERGENCY LOCATOR TRANSMITTERS
Communication Componen t s
3
200
Emerg. Beacon Corp.
11
274
Leigh systems
4
190
Micro Electronics
2
Narco VT- 4
2
Aero-Elec t ric pointe r
5
Radair Dart II
37
Information was vague because no units
used.
AUTOPILOTS
Bendix FCS 810
1
Brittain Nav- flite II
1
Brittain Duo-matic
3
Brittain wing leveler &
constant copilot
38
Brittain B- 1, B-2 , B- 2D ,
and B-)
43
Brittain B- 4
44
Brittain B- 5
17
Brittain B- 5P
11
Brittain B-7
8
Federal ITT
6
King H-14
1
Lear L-2
13
Mitchell Airboy
6
Mitchell wing leveler
12
Edo-Mitchell Century I
8
Edo- Mitchell Century II
12
Edo-Mitchell Century III
11
Edo- Mitchell FIt. Director
1
Tactair T- 3
69
EXHAUST GAS TEMPERATURE
Alcor single probe
226
Alcor 6 cyl . probe
33
Delta Mixture Monitor
13
Hanna Aero
5
K. S. Avionics *
16
Monitair
10
Swearensen
8
Radair *
46
LIGHTS
-STROBE
- -5 -Bullock Magnetics
Delta Strobe
11
Grimes *
74
Hoskins
46
LF.D .
18
LV . I.
12
Radair
4
Whelen single
36
Whelen 2-light
9
Whelen 3- light
8
OXYGEN
- 1-1- Beech factory
Scott *
55
Scott MK II
8
Scott Exec. MK III
12
Sky-Ox *
17
21
Zep *
725
178
244
NO . OF
AVERAGE
RATING
8 . 47
6 . 33
6 . 00
6.98
8 . 64
9.43
7.73
8.19
8.66
8 . 62
8 . 53
8 . 86
8 . 70
9. 55
9. 13
9.67
9.45
9 . 25
8.50
9 . 50
8 . 00
9 . 03
had actually been
135
500
167
8.00
7.00
8 . 33
767
8.63
883
848
536
493
435
415
800
1282
1835
416
99
361
344
300
7.49
6 . 12
5 . 82
6.27
1005
SYSTEMS
7 . 25
3 . 19
8 . 00
5.77
6.17
6 . 17
8.12
8.08
9.10
10 . 00
6.99
607
578
426
162
369
463
531
415
8 . 22
8.91
6.08
7.80
6.12
8 . 20
6.75
8.73
650
497
387
372
517
322
315
445
277
295
7.20
8.00
9.03
8 . 07
8 . 64
8.75
8.75
8 . 28
8 . 78
9 . 75
822
742
435
593
430
638
9.10
8.96
7 . 50
9.25
8.77
8.53
MAKE /) MODEL
UNITS
AVE . HRS .
USED
AVERAGE
RATING
361
590
472
398
110
9 . 05
5 . 00
8 . 15
9 . 75
10.00
187
170
312
352
309
328
405
299
9.33
7. 00
9.00
8.40
8 . 17
8.59
8 . 90
8 . 39
1010
748
250
247
8 . 08
7.70
8.29
9.28
240
378
594
406
383
391
8 . 91
9 . 40
8.88
9.00
8 . 60
347
472
400
531
397
875
315
9.07
9. 27
9.33
9.75
8 . 89
9.44
8 . 75
WIRE HARNESS
Bendix Blue
Bendix Red
Slick
Superior Air Parts
Wag Aero
Airc raft Components
Allstate (Sear s )
Armstrong (Area)
Firestone
8 . F. Goodr i ch
Goodyear
Schenuit
Uniroyal
Beech facto r y
Dupont Dulux Enamel
Finch POlyurethane
U.S. Paint Alumigr~p
--20
9
13
4
3
TIRES
-3--
3
30
5
29
183
10
13
PAINT
11-8-48
7
56
BATTERY
Aircraft Compo AC-l
Allstate (Sear s)
Beech or i ginal
Exide AC- 35
Gill-Teledyne
Rebat
AC standard
AC platinum
AC iridium
BG pla t inum
Champ . standard
Champ platinum
Champ . iridium
11
16
29
34
26
145
SPARK PLUGS
-rr--15
6
4
170
32
12
MI SCELLANEOUS
Airborne dry vac. pump
2
300
Airtex uphols tery
1
1200
Alcor TAS
1
100
Allen Garmi
1
200
Beech shoulder ha rness
2
15
Bonzer radar alt . *
13
305
Cleveland brakes
1
90
Brittain tip tanks
3
438
Flight Ext . t ip tanks
842
6
Genave PWI
1
310
IFR slaved gyro
3
1037
IFD-GAR rada r al t .
19
165
IVSI vert . speed
3
333
Plantron ics headset *
9
279
Safe- FIt. angle of attack
200
1
GTE Sylvania Skyphone
800
1
Some interesting equipment listed under
Miscellaneous bu t with insuff i cient data
to be meaningfu l.
9.18
10.00
9.00
10.00
10.00
8 . 00
7. 69
10.00
9.33
7. 00
10.00
9.67
6.75
10.00
9. 11
10 . 00
10 . 00
EXTRA BATTERY FOR AUXILIARY POWER
As an eme rgency source of electrical power some members
have been inSt8lling an additional battery. Steven H.
Parkin , ABS 04068 , has offered to furnish drawings and wir ing diagrams to interested members. Pl ease send a stamped ,
self - add r ess ed e nvelope wi t h your request.
Dear Ralph:
In the August Newsle t ter , several members were interested in aux. power units for emergency radio and instrument operation . We are installing a 25 amp. battery in the
aft section of our plane and will be glad to furnish the
drawings and wiring diagram to other members.
Our bir d is a straight 35, Serial 0-11. We ar e cu rren tly redoing the whole pl ane--avionics , interior, paint,
me t al work , new panel, wir ing, etc. , and will send you pictures when finished.
Steven H. Parkin , ASS 84068
3827 Castlerock Rd.
Malibu. CA 90265
Page 278
October 29, 1972
COMMENTS AND CORRESPONDENCE
BEECH SHOULDER HARNESS RESTRAINT SYSTEM KITS NOW AVAILABLE
FOR ALL BONANZA MODELS
As pictured on page 209 of our Dec. 1971 Newsletter,
Beech ' s new safety shoulder harness with the ceiling-mounted
inertial reel is offered for retrofit on all Bonanzas and
De bonairs. Kit numbers and prices are listed below . Labor
for installation must be added to the Kit price.
Kit 35- 5034-1 P
Beige
$237.00
35- 5034-3 P
Black
237.00
Models 33 thru B-33 , Models 35 thru 5-35
Kit 55-5012-1 P
55-5012-3 P
Beige
Black
$310 . 00
310.00
Models C- 33, C-33A thru F-33A Serial CE-350, G-33
thru Serial CO- 1256, V- 35 thru V-35B thru Serial
D- 9287. Models 36 and A-36, thru Serial E-283
Kit 58- 5005-1 P
Beige
$227.00
Model F- 33A, Serial CE- 358 and after
Model G- 33, Serial CO- 1269 and after
Model V-3SB, Serial 0-9308 and after
Model A- 36, Serial E-313 and after
Kit 58- 5005- 3 P
Beige
$248.00
Model F-33A, Serial C£- )51 thru CE- 357
Hodel G- 33, Serial CD- 1257 thru CD- 1268
Model V- 35B, Serial 0- 9288 thru 0-9307
Model A-36, Serial E- 284 thru E-312
FUEL LEAK AND ERROR IN NEW FUEL TANK SELECTOR DECAL
Dear Mr. Haesloop:
You might be interested in passing along a recent e xperi ence I had with my H model Bonanza . Off and on I had
been sme l ling raw fuel occasionally in the cockpit during
and after a flight. Inspection did not reveal any source
of leaking fuel. Following an annual inspection, the plane
was flown to Newark, Ohio, during a rain, and again, the
odor of fuel was strong. The following evening the plane
was returned to Ohio State University where it is based.
Again . the odor of fuel quite strong which I attributed to
t he moderate chop in the rain (Agnes' backside). Examinat ion showed some green dye stains on the bottom of the left
cowling . This was called to the attention of the A & P
who did the annual. He looked the plane over and could find
no reason for the stains or for the odor which, of course,
had dissipated.
The plane was not flown until the 4th of July which
was almost 2 weeks later . Again, a very strong odor of raw
gasoline in the cabin so I headed for Port Columbus as I
did not want to contribute to the aerial fireworks display
over the usual parade in in Upper Arlington. Luckily I
found Pete Esselburne who did the annual at Columbus Flying
Ser vice. Upon getting out of the plane I could see fuel
dripping from the bottom of the cowling. By operating the
wobble pump we discovered a leak in the vapor return line to
t he left main. This line (which returns excess fuel at the
rate of 3 gallons per hour in the 0- 470G-- even higher in
o t her engines like the IO- 47OC and 10-520) was, and had
been , apparently chafing against the main fuel line to the
carburetor . Replacement of this vapor return line corrected
the problem and there is a noticeable improvement in fuel
consumption. Perhaps everyone should have an inspection
made of this line to ensure freedom from chafing .
William B. Gest. ABS #539
3900 Bramford Road
Columbus, OH 43221
Dear Sirs :
I thought that the following incident might be of some
help to my fe l low Bonanza owners.
As yo u know the K-35 with aux. tanks has a four pOSit ion fuel tank selector which reads counter clockwise--off,
left main , aux . , right main. After having the Beech 'fuel
tank conversion to eliminat e fuel starvation during fast
t axi t urns and prolonged slips, the new tank selector decal
showing the selector positions reads--off, left main, right
main. This decal leaves out the true left main position
and shows the left main in the aux. position with no aux.
pOS it ion shown. I discovered this after having an engine
failure due to fuel starvation on take-off, on the following day after the conversion, with the fuel selector showing left main which in fact was the aux. position. Thankfully, no damage was done due to having a long runway.
Upon exami ning the decal kit having been supplied by
Beech, Hawthorne Aviation, Charleston, SC , found that there
was no correct decal for the K- 35 with built - in wing aux.
tanks . They have notified Beech of this and FAA, Columbia,
SC, also.
I hope that this report will help before someone has
this problem on a short field .
E. C. Stalvey, Jr., ABS U4393
P. O. Drawer V
Georgetown , SC 29440
SINGLE-ENGINE IFR IS LEGAL IN MEXICO ~
Last month the question of flying a Single-engine plane
IFR in Mexico was raised. Checking with our local FSS, they
reported back information received from the El Paso FSS to
the effect that single-engine IFR was lega l prOViding you
had a copilot and dual instrumentation. This is not accurate and we apologize for the misinformation. A number of
our members brought this to our attention including Howard
Q. Chilton, Jr., ABS #4561, whose letter below clari~
the situation.
The International Flight Information Manual, found in
U. S. Flight Service Stations , reports the personal and air craft entry requirements of foreign countries. The report
of Mexican requirements states that night flights ~ be
IFR . Radio Aeronautica Mexicana, S. A. ' s (RAMSA) charges
for air navigation services are also listed in this publication as well as aerodromes of entry.
Dear Mr. Haesloop,
As a new ABS member I would like to compliment you on your
fine organization and monthly publication . Through the
current and back issues, I have found a wealth of information about my P- 35 Bonanza.
Unfortunately my first letter to you is to take exception with the comments of Mr . C. E. Bartels of HOUSton,
Texas, regarding single-engine IFR in Mexico. After seven
years of residence in Mexico and hearing or reading of numerous misconceptions on this matter, I would like to set
the record straight.
There are no restrictions to single - engine IFR flights
in Mexico at all, provided the aircraft is properly equipped
for the naVigational facilities to be used, and the pilot
is properly rated. Perhaps Mr. Bartels' misunderstanding
of the regulations in Mexico stems from either or both of
the following rules: 1. There is no night VFR in Mexico
and/or 2 . The local "commandante" must sign the flight
plan, and before doing so, must be convinced the flight may
be safely undertaken. If you have met the requirements
(generally the same as FAA), there is no reason why your
,flight plan should be refused. The "command ante " still has
the final authority, but you can spend an additional day
enjoying the lovely advantages of oar country. content with
the knowledge you are right and he is wrong. I hope to Soon
have a copy of the regulations and the translation so ABS
members may carry it with them on their trips to Mexico in
caSe of misunderstanding.
I hold a FAA commercial SMEL instrument and Mexican
private SMEL instrument with time f r om Luscombes to F-I04's.
Even so, I don ' t fly single-engine night, or IFR with minimums of less than 1000 feet enroute, because of the mountains.
We like to have visitors to our wonderful Mexico, but
because of the language problems we often sympathize with
the poor "turista" who doesn't have all of the conveniences he is used to. Mexico is constantly improving its
navigational and airport facilities, and many of our flight
service personnel are now completely bilingual.
If I can be of any help to pilots coming to Mexico,
please feel free to calIon me.
Howard G. Chilton , Jr., ABS #4561
Dos de Abril 821
Mexico 19, OF