M35 Bonanza
M
y love affair with flyin g really
began when my dad took me
to the Northrop Aircraft Company to see the first flight of the Flying
Wing. I had to sit up on his shoulders to
see, but it was a sight I've never forgollen .
My life as a pilot started when I gave
myself flying lessons for my 50th birthday. After completing my private and inslrument rating,llhoughl about purchasing a used Piper Cherokee or a Cessna.
While I was looking, I read an article in
AOPA Magazine about problems with the
V-tail Bonanza. but decided that the fi x
for the aircraft had reslored its integrity
and the prices were still lower than they
had been. I took my first ride in a Bonanza and knew I had to have one.
I looked at five V-tails, then found
9366Y at the Palomar Airport near San
Diego, California. It was in fair condition wi th a worn-out interior, but the previous owner had replaced the panel to a
late model configuration .
After purchasing 9366 Y, I began 10
improve her, starting with a new interior in fabric , leather and vinyl that complemenls the exlerior of her two-toned
EQUIPMENT LIST
David Clark intercom
S-Tec Model 50 autopilot
Davtron five· function gauge
Vertica l card compass
5-Tec yaw dampner
Dua l yoke
Davtron D VOR gauge
D'Shannon speedslope windshield
Bendix HSI wi Glide,lope
Narco Mark 12 nav wi Glide,lope Osborne tip tanks, 20 ga l. each with
Argus 5000 moving map
electronic tra nsfer system . Total useable
Apollo GPS
now : 103 ga llons
Shad in fuel (low monitor
King KMA 24 audio panel
Re ently installed factory reman
King KX 155 nav/com radio
10 -4 70 N engine with 260 HP
blue and white paint job.
When I sat in the pilot seat to make a
list of the equipment I have. I realized
that my love of fl ying had developed into
an addiction to improve ments.
It seems that as my enthusiasm grew,
my money suppl y shrank. Sound familiar?
One of the greatest things that happened since I bought 9366Y is that I
found a love ly lady who shared my enthusiasm for fl ying and we were married
in 199 1. You can usually find Sallie and
me at our hangar cleaning and polishing
whenever 9366Y looks a bit grubby.
Sallies a great two-handed polisher. She
really started to enjoy fl ying more when
she staned silling in the back seal. Now
we bOlh have more room and enjoy flying together more than ever.
Ed and Sa ll ie Pi erce, Rolling Hills Estates,
California
How to be a Bonanza, Baron or Travel Air of the Month
If you have an interesl in seeing your airplane d i~ pl ayed on
lhe cover and in this space, here are some requirements:
All photos must be in color, preferably photographic prints
rather than transparencies.
In-flighl or on-lhe-ground, Ihe cover photo , hould be shot
in a venical fonnat with the airplane on the lower two-thirds of
the image area. To be able to blow up to page size, the photo
a"'olulely must be in 'harp focus.
Send a sharp photo of the panel. If your cover ;hot is in the
air, provide another shot of the airplane on the ground, preferably wi th you in the photo and, if you wish. family members as
wel l. Send several photos from which to make a selection.
Type or write on a label your name, as well as any people
who are in the photo, and stick it to the back. (Many photos are
ruined by markings with felt -tip pens that bleed on the front of
other photos or ball-point pens that show through.)
AUGUST 1997
VOLUME 97 . NUMBER 8
COVER STORY: Ed and Sallie Pierce of Roll ing Hill s Estates. Californi a.
show off their M35 Bonanza ...... . .. .. .. . ... . .. .. .. . ....... . 4854
IIAIl IIU\
CONVENTION UPDATE: LAST CALL FOR REGISTRATION
Regislralion Info. Semi nars. Sched ule Events. clc ....................... 4857
TELEDYNE CONTINENTAL MOTORS SERVICE BULLETIN ......... . .. 4862
FLYING THE LONG-RANGE PLAN
4863
8 y 8 ill Car,er .......... .
TCM Q&A ON CORROSION PROTECTION
8 y AI 8 eech ...............
.. . . . . . . . .. . . . . . . .. .•. . . .
4864
INTERRUPTED JOURNEY: A TALE OF PREPAREDNESS
8 y HoI'S' Ellellbelxer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
4865
THE TCM LINK: ENGINE SERVICE SUPPORT NETWORK
8 y 8ryall Lewis ... ... .........
. ... ........ . ............. 4871
YOUNG EAGLES DAY IN SEATTLE
8y Stel'e Walker ............... . ..........•.................. 4877
RUDDER CRACKS
4880
8y Dick Wilsoll
FLYING THE INSURANCE COMPANY'S AIRPLANE. ........ . ........ 4885
OII'AIotIJ\1I N I\
PRESIDENT'S COMMENTS .. 4856
REG IONA L NEWS .. 4879 & 4884
N.E. alld S.E. !Jol/al/: a f,!ro/ipS
by ROil Vickrey
COLVIN'S CORNER . ...... 4859
EIlJ.:;lIe monitors
AVION ICS .. . ........... 4867
Flight imrtlclOr's lament
hy J im Hughes
FORUM ...
48 73
CURRENTS
4878
Engine compressiol/
by Lew Gage
PAS r PR{SIDENTS
.
II YIx>hl(' T I..mdry. Ir ., .
B Luly, MD. PhD
(,11'4 Icc;~· r Ad.llllS. U5~ M£T)
O,wK! p, H,)fIOII
Aklf'n C. Ihrrlos
Frl'(l A Om('!)!!, lr.
[M And~l ron, 11
Oo" ... ld l . "mndol.,.
INSURANCE ............ 4886
Off-airport emert.:el/cy lalldi" gs
by John Allen, Fakon {II.H/rall ee
BPPP SCHEDULE ....
4886
GROUND CONTROL
488 7
I II
. •. .. 4879
H I. M(Clan,lhJn, MD
('.1 Yin
by Ly nll il' lIkills
praise of di,Wlgreement
by Nall cy .Iohnsoll
SERVICE CLI NIC
SCHEDU LE
1" ,.1111.; G. II:05~
Ru neJl \'II Kink
488 2
SHOPTALK .
by Nt'il Po/Jall: (lnd Arky Foulk
191.>7_ 197 1
1971 - 19 73
197J- 1975
1<)75·1976
197&- 1977
1977_ 1978
1978- 1979
1979 1980
1980-1981
1981 1'181
1983- 1984
CALENDAR . ............ 4888
ItJ".,. G. tt,ldll'l
John [.
I'i~'!)n
.
Cholll~ It Gibl"
J05e1,h Mendlll, UI .
tl,(,
LoIfwn
WIUidrll tl Bush
Rd.,. l. ll'.td,lbl,md
J,)ml~
C.
(d~ ..dl, III
Wollfen E. Hoffn('r
klhn Ii Kilbourn.'
Bafflt.' Itlt.'rn
1'184 l 'mS
1"8S_ 1'J86
I'HI6 1'187
1"87 1'188
1"88~ I'J8<)
1118<)_lm
I'J'H)· 1'1111
1.,'1 1-1 <J'J2
199!- '991
1991·19114
1q<J4·1 'I'll>
AM[RICAN 80NA'IZ/I. SOCI[TY MAGAZIN[ is publl~ IYlOIl1hly b.,. Ill(' Amell(.11I BOIIJIIl,) So!.lt'l y ,II the \\~( hlr,) Mld·Cont,·
IlE'nlArrpofl, 1912 Mldrrcld 1t0000, \Vic.:hll .... KS 67209. The> JlflCe of d yeally ~U~flP"O" IS lilt ludt'CI .n Ihto dllnudl dt.!el. IS4 S) of
Sot It'ly mt.'fll~ "t'lIOOlt Jll)OSIa.;l' paid oil Wichit.l. ",I!l'i.IS, .md .Iddlhon.ll m,ultnM of/ICe<;
The Soclcty and I'ublrsht.'1 tollllJOt .KCt·pl It"Sf,lOllslbllrly for Ihl' (ouet:lnt'S~ 01 .IHm;!t.,. of!he nlol\l('ls p"nted hefeln or iOf i1l1y
UI"nion~('l{prt'Sw.·,:I Opinions of lhe [dllol or COfIlllbvtors do 1101 neocesWllly r{'f)rt><;('flllhe 1.IO!IIIron of Ihl' 'ioc:lCfy 1'ubhsht.<t r~""t'S
Iht· IIMhl to 11'1l'C! .lny miltl'rl,11 subrnllted for pubhciI!ron. Copy subm.lIro for l)UblK 011100 \h.l tllX'Conlt' lhe prOl)('r1y of lhe SOUl'!y
.lUd ~hJII no! be f('W'nt'd . Articles submilled With i1CCOI11llo)nYIl18 ptclurt"'5 receIve IIul1Jiulioli prl'ft"CIlC"1' rldull'~ "'Ill be 't'lurnl'd
"', ..... l('Vt... pO'lSl blc.
ANNUAL DU[S US-$45, Can.ld,l So Mt'\lco--$45 (US). fOfClgn- S75
LIfo.' Illt'mlx'rship is ,1Y.III .. hlc Con!.lCI AUS HeMlquilrtl'rs for detiliis
I'OSl MASl ER. send ,\(kfr~~ eh,mllt'S 10; AI\l('IiCiln 80nanzil SodClY. 1'. 0. /k)... 12IWI.I, WldI11.1. KS f,7l77
CCopy",'" '997
Page 4855
ADS AugUSI 1997
e
zincs, the other dedicated to the ABS
history. I envi sion additional features
will be included in future versions, providi ng even greater va lue to members.
We continue to refi ne other options
for disseminating infonnation between
President's
Comments
RON VICKREY
A growing resource
Drawing upon its 30 years' experience, the ABS continues to expand as a
unique aviation information reference
source for thousands of pilots, aircraft
owners and maintenance prov id ers
throughout the U.S. and world. Each
member is really a special, one-of-a-kind
encyclopedia of night experience in a
Bonanzn fnmil y airplane. COllectively,
theABS membership comprises the largest database of Bonanza/Baronrrravel
Air night and maintenance experience
ever assembled.
TheABS Maga:ille, currently serv ing
as our primary reference source, has
nearly doubled its monthly content in
JUSt the past five years. Complementing
this unique magazine, the first copies of
the exciting new ABS Referellce LibrOl)'
all CD-ROM began shipping to members
in July. This single CD-ROM has two
sections, one containing 30 years and
more than 4,500 pages of ABS maga-
A8S August 199 7
members including the ABS Internet
web si te, ABS/ASF Service Clinics.
BPI'P. Inc. Pi lot Recurrency programs.
ABS Co nv enti on se minars, ABS
Oshkosh exhibit and seminars plus any
future venues that might be developed.
I encourage you to share with us experiences you feel would improve our
knowledge and enjoyment of our aircraft.
This includes actively recruiting those who
are not ABS members. Regardless of our
indi vidual experience levels, we all benefit through these exch'Ulges of knowledge
among member>. To continue learning is
to continue growing.
Wichita '97
Convention activities
are pressi ng ahead at full
ti lt in preparation for the
October invasion of ABS
enthusiasts. Member and
exhibitor registrations are
progressing at a brisk
pace, renecting the interest in the planned activiti es
hon or ing the
Bonan za's 50th anniversary.
Aviation humorist Dr. Jerry Cock rell
kicks off Wednesday night 's welcoming
banquet and will offer two seminars on
Thursday. It 's truly a "something for everyonc" schedule of seminars, the first
timers' breakfast, hangar party/fl ightline
inspection, companions' luncheon program. a specia l Friday night event. Saturday Raytheon factory tour and the
closing ABS awards banquet. See you
there!
Calling all display aircraft
Sevcral members have already submilled their aircraft photos as candidates
for display at the convention . but we still
need your help to reach our goal of dis-
playing 54 ai rcraft during the hangar
party. Each aircraft wi ll represent a specific model of Bonanza, Baron. Travel
Air and T-34 produced since 1947.
The se lection process will consider all
entrants but, in the case of duplicates,
will favor those entries that best represent the original paint des ign and airfram e configuration . excl uding the instrument panel and avionics upgrades.
Some aircraft will also be selected for
di spla y at Beec h Ficld durin g th e
Raytheon Aircraft factory tour.
Please send your name. ABS number,
address. daytime telephone number, aircra ft model. year, serial number. and
current color photos to ABS Headquarters. PO Box 12888, Wichita. KS 67277.
PL EASE - don't forge t those
tiedowns
TheA BS Convention. like most large
aviation gatherings, requires that all aircraft be ti ed down during the
evenI. This is for your protection and those parked
near you. Members arriving withouttiedowns wi ll
be required to purchase
them immediately upon
arrival at iCT. So plan according ly and we' lI all
avoid those unpopula r
last-minute surprises.
Holy day considerations
I wish to ex tend my apologies for the
conventi on having been scheduled in
connic! with Yom Kippur. Special arrangements will be made for any attendees desiring transportation to religious
services, as well as for those interested
in a Friday tour of the Bonanza/Baron
factory. Please make your request known
on the registration form or by calling
ABS Headquaners at 316-945-69 13.
So long for now. Let's ny!
Page 4856
L'ls't' C~4lIJ'
C
I."
_./(
-
i')
TEN TOP REASONS
TO ATTEND THE 1997
CONVENTION
No. 10. Where else besides its
birthplace would you want to ce lebrate the 50th Anniversary of the
Bonanza?
No.9. If you miss it you won' t get
to tour the Raytheon Factory as part of
the Open House celebration, or hear Raytheon Pres ident Roy
Norri s make a spec ial presentati on at the Awards Banquet
Saturday night.
No.8. The ABS Staff has been cook ing since January, so the
guests better show up'
No.7. Nowhere else will you see thi s many Bonanzas, Barons
and Travel Airs in the same place at the same time!
No.6 You might just learn something because there are more
than 50 hours of informative seminars covering everything from
safety to maintenance to weather to GPS . You name it. ..
No. S. You'll get to ex perience a city reborn . Wichita, the Air
Capital of the World , has put on a new face. Wi th its new hotel
and many other downtown improvements, Wichita is in a whole
new class of cities for conventions!
No. 4 PR IZES! PR IZES! PRIZES! You' lI have a daily chance
for a door prize in Ihe Exhibit Hall. We' re offering a $500 Early
Bird Reg istration Prize PLUS a Grand Prize of TWO FULL
REGISTRATIONS AND $1,000 SPENDING MONEY FOR
THE 1998 CONVENTION-sponsored by Raytheon Aircraft
Corporation.
0.3. Experience Ihe attractions of the Midwest by participating in some of the optional lours such as McConnell Air Force
Base. the Kansas Cosmosphere, Botanica and many more!
No.2. Flex ible registrution packages will make il very afford able to allend, so why not bring Ihe whole fami ly?
And the Number One reason... You ' ll get 10 meet and lalk
with fellow Bonanza owners from around the world-solve
problems, learn and share!
/legist('r NOW {or tile ABS COllv('/)tioll
ABS c',,/)('ch .l n'corcllllllll/)c'r o{ U(lIIall7,lS, Barolls .lIlel Tr.l\IC'/ Airs ill Wic"IIita!
This year, we couldn 't resist offering a very special event
on Friday evening. Incl uded in each Full Pacbge Registration
wi ll be a ticket to a "Night of Magic and Comedy" which will
include a cash bar reception. a fu ll buffet dinner-and many
surprises!
During the cocktail hour, you' ll be amazed by the sleightof-hand artistry of a magic ian who wi ll roam amongst the
guests. literally creating magic right under your nose! This is
just the "appetizer"-the main course is a delightful presentation
of magic and comedy by "Mr. Fabulous," who has entertai ned
audiences from coast to coast. Prepare to laugh out loud. to be
amazed, and to enjoy an evening of fun!
Companions to focus on desserts!
Actually, DESSERTS spelled backwards is STRESSEDand there aren't many of us who don't feel it at least once in
awhi le! Recognizing the symptoms and basis for stress and
using humor to reverse it is the subject of noted "humorologist"
Jae Pierce- Baba at Thursday 's Companion Luncheon.
Jae presents a multi-sensory learning experience that takes
humor beyond joke-telling to act ivities designed to help us enjoy the li ghter side of
life.
Jae is an occupational
therapist-turned-comedienne who uniqu ely
combines entertainment
and ed ucati on to alter
perspec tives and help
decrease stress.
In this delight ful session, Jae wi ll teach you
to lake yourself lightly.
while still taking life seriously.
A licket to Ihe Companion Luncheon is included in the "Spouse/Companion" and "Guest/Child" Full Package Rcgistmtion fee. Individual tickets also may be purchased in
advance. A limited number of tickets may be available for sale
on-site.
1\ ill tl(' .1I .1it.J1J/1' /Il/lmill.!! .1Ilel .llkmooll.
Jllh i"lIl' for 10llr '( Iwelll/l'
If \ /III ."ril (. /III TIII·,cl.n , prl'-( '111\ ('lIlioll lOll" of IfI(· (ill
'U'( '
Page 4857
ADS August 1997
Hotel rooms filling up fast!
The Wichita Conve nt ion & Visitors Bu rea u is handl ing all
hotel room reservations, and the rooms are going fast!
Since hotel choice is "first come, first reserved," fill out
your Hotel Reservation Request Form and send it to the Bure'lu as soon as possible!
The deadline for hotel reservations is September 8. If yours
is rece ived after September 8, the Bureau may not be able to
secure a room for you and ABS 's special di scounted rate cannot be guaranteed.
Participating Hotels:
Hyall Regency Wichita - Adjacent 10 Century " Convenlion
Center. Rates range from $90 to $ 105 per night , plus tax.
The Broadview - Located across the street from the Convention Center. Rates range from $77 to $94 per night. plus lax .
Guild Plaza Hotel - Located in downtown Wichita. within
wa lking distance of the Convention Center. Rales ra nge from
$73 to $90 per night, plus tax.
Wichita Airport Hilton - Located near ICT. Rate is $73 per
night, plus tax. (Approx imately 10 to 15 minutes drive from
the Conve ntion Center, or catch an ABS shuttle.)
-@-
ABS SEMINARS
1/',lIlt , tllt" III tH'.Itl l
e
THURSDAY
Aviation Law Violations:
How to Re,lCt to Tl1em
Collision Avoidance
and the Ryan TCAD
Mountain Flying
The Use and Misuse of
Autopilots
Fuel Cells: Here to Stay
CRM for Single Pilot
Oper,ltions (two sessions)
IFR Charts
Flying by the Numbers
Weather from Cyberspace
to the Cockpit
Bon<1f1za/Baron
Maintenance Review
Engine Conversions
Aerospace Medical Forum
(Panel Discussion)
e
')(} 'l,t7lill.lhi
BonanzitlBaron Renov.1tiOI1
Cockpit Resource
Management:
Avionics- Present
and Future
Aircraft Refinishing
Getting into GPS
8alanced Fuel Injectors
SATURDAY
The 'Ultimate" Beech
ME" Series Power Plant!
Propellers/Accessories
Review
Pilot Malpractice
(Two-part Program)
9:00 am - 7:00 pm
9:00 am - 7:00 pm
6:00 pm - 9:30 pm
Wf DNfSDA Y, O CT. 8
Registration
Airport Shuttles
Welcoming Reception
& Dinner
THURSDA Y, OCT. 9
7:00 am - 5:00 pm
7:45 am - 8:45 pm
9:00 am - 5:00 pm
9:00 am - 5:00 pm
9:00 am - 5:00 pm
9:00 am - Noon
11:30 am - 7:]Opm
I :00 pm - 4:00 pm
5:00 pm - 9:00 pm
8:]0 am - 5:30 pm
9:00 am - 5:00 pm
9:00 am - 5:30 pm
9:00 ,1m - 5:00 pm
9:00 am - Noon
t :]0 pm - 2:30 pm
6:30 pm - 9:30 pm
FRIDAY
GPS Approaches
GPS from A to Z
Bonanza/Baron
Maintenance Review
8alanced Fuel Injectors
Registration
First Timers' Breakfast
A8S Hospit"lity
Airport Shuttles
Industry Exhibits
Seminars
Companion Luncheon
Seminars
Flight Line Inspection
& Hang,1( Party - Hosted by
R"ythean Aircraft Company
(Shuttle service provided)
FRIDA Y, OCT. 10
Registr,1tiOfl
A8S Hospitality
Airport Shuttles
tndustry Exhibits
Seminars
ABS Annual Meeting
Special Event Dinner
•A Night of Magic & Comedy"
at the Hyatt Regency Wichita
9:00 am
9:00 am
9:00 am
9:00 am
9:00 am
9:00 am
9:00 am
I :00 pm
1:00 pm
2:00 pm
6:00 pm
SA TURDA Y, OCT. 11
Registration
Airport Shuttles
A8S Hospit"/ity
Raytheon Factory Tour (Shuttles)
Industry Exhibits
- Noon
Flying Compa nion Seminar
(repeated in afternoon)
- Noon
Semin,lrs
- 4:00 pm
Flyin8 Companion Seminar
(repeat of morning session)
- 5:00 pm
Weather Briefing (a t the
Convention Center)
- 4:00 pm
Seminars
- 9:]0 pm
Reception &. Awards Banquet
- 5:00 pm
- 5:]0 pm
- 5:00 pm
- 4:00 pm
- 5:00 pm
Refurbishing Your Aircraft
Single Engine Procedures
for Barons and Travel Airs
ADS Augusl 1997
(Sul>/", I 10 , !J.lIl,~, ' i
ReseiJrching AD~Bs,
FARs and Other Pilot
Responsibilities
Safe Flight Tips Forum
(Panel Discussion)
Introduction to the BPPP
Experience
PRELIMINARY
SCHEDULE OF EVENTS
6:00 am - 10:00 am
6:00 am - 1:00 pm
SUNDA Y, OCT. 12
We,lther Briefing (at the FBO)
Airport Shuttles
Dep,1(tures
See Calendar pa~e ~888
for aircraft arrival information
Page 4858
Fuel leaks
Mark Komarek
Stoddard, Wisconsin
(): I own a 1959 K35. S D-6 11 7 that
;Jt be going in for its li rst annual since
my ownership. I am getting fuel dripping from a lU be just behind the fuel
se lector location (on the belly) which I
believe to be from the aux fuel pump
sea ls. The drainage stops when I tum the
se lector valve to "off," but it takes severalminutes. I assume that the dripping
is occurring in fli ght.
Is thi s a seriolls situation or just a
nuisance? My pump has the two speeds
available and is probably the ori ginal
pump. Is this a single pump or two separate pumps? If it needs to be overhauled
or replaced. what is a good source?
A: It is one pump and it should be
fi xed. Sources arc Aircraft Systems in
Rockford, Illinois, (8 15-399-0225) and
B&S Accessories (3 16-264-2397).
- NP
Computerized data
Denys Gover
Canberra, Australicl
Q:
I have read the night manual and
others on the A36 and have placed some
of the weigh t and balance data/calculations into an Excel spreadsheet. It occurs to me that all the tables and graphs
for power settings, weight and balance.
endurance , distance. clc. would be suited
Page 4859
a computer. Is th ere software th at can
perf0n11 such calcul ations? I am not sug10
gesting that it replace the fli ght/POH
manual , bu t enhance it. A PC is a bit
cumbersome in th e cockpit.
Also. I borrowed a book about flying th e Bonanza that a fri end got at
Oshkosh called Flyillg tile Beeell BOllall:a.
Where can I get a copy in Australia?
A: Hew lett Packard used to have a
hand-held computer with a programmable strip with performance and night
planning programs. CompuServe and
Lockheed Jet Plan have serv ices you can
program your aircraft int o for trip
plans- fairly expensive for fun flying.
You might also check va ri ous aviil-
tion publications offering a variety of
aviation software that changes rapidly
in both price and capabi lity. Much of the
value is in the USA databases which
wo uld be of litt le value to yo u in Australia . International databases, if avai lable, arc usuall y very expensive. Check
out the " Destination Direct 3.0," the
"Anijet Aircraft Systems Trainer for A36
Bonanza" and the MentorPlus FliteStar
for software related to yo ur A36. (http:/
/www.webeom.com/-cri teri a/mentorp/)
to mention a few.
I am unaware of an Australian source
for John Eckalbar's book, Flyillg tile
Beech 8011011:0. However, you can order it from ABS for $38.50 plus shipping of $3.50 surface or $ 13.75 air.
- NP
What's that green stuff?
Roland Schaller
1-f.1mbll'8, Germany
(): My partner and I own an F33A
(<:1-95 1). Last year we noticed that a
green glue- li ke nuid was seeping out
under the belly near the leadi ng edge of
the right wing. We took our bird to a
shop and were told we should install a . .
new fuel tank. They did not convince •
me. as the mechanic pointed out that
avgas is green. Another shop sa id the
fu el tan k is not the culprit and they
wo uld check all lines and fix it.
For a coupl e or months we had a
clean belly. Recenlly. however. there are
green stains again. Can you givc me
some advice?
A: Fuel leaks leave a greenlblue glue-
like substance on the bottom of the surfaces as pari s or the ruel eVl.lpora te oul.
Before install ing a new lank. invcstigate
to sec if it 's a hose or fi ller or if a new
sender un it gasket is warrant ed. If 110t.
when the tank is removed it could possibly be repaired at less cost than a new
one. Mr. Hartwig (800-437-8732) has
been helpful to members in both repair
and advice. - NP
Possible brake relay problem
Invin Zarembok
Short Hills, New lersey
Q: The dynamic braking on my land-
..
ing gear is not working properly. The •
ASS AuguSI 1997
gear motor has been checked out and is
fine, leaving the relay, quite a costly item
to replace. Is there an alternate source
or can the unit be overhauled?
e A:
Q: According to Larry BaWs book.
From Trol'el Air to Bamll _the gear extension speed increased from 150 mph
for models prior to D95A (1963) to 166
mph aft erwards. I don' t see any changes
noted to ex plain it structu ra lly, nor do I
see any different components in the pans
book related to retraction/ex tension. Was
Trim knob rotation
thi s a paperwo rk exe rcise or were
changes made to the gear or retract com-
Forrest Holly
ponents to perm it the higher speed?
Q: I recently had my double yoke re-
placed with a single yoke (1975 F33A).
The aileron trim seems not to stay at its
selling; as I rotate the yoke, the trim
knob tends to rotate back towards the
neutral position. The old double yoke did
not do this. Is this a mauer of adjustmenl , mi ssing washer or what ?
A: Look closely and you will see that
the trim knob comes apart at a nearl y
in visible seam where its two parts are
threaded together. Inside are fri ction
washers and it sounds like one may be
bent, pan or a washer may be missing
or the assembly may have been lubri cated and needs to be cleaned. - NP
Note: Be aware! that the trim knob has
le/l halld Ihreads; i.e., the two parts come
apart by unscrewing clockwise. There is
a good, illustrated discussion of the trim
knob on page 2785 of the May 199 1 issue or the ABS Maga:ille. - BH
Ski tube storage area
Bruce McClaire
Newport Beach, Ca liforn ia
Q:
Regarding construction and certifi cati on of the ski tube storage area
through the rear bulkhead of an A36.
what are the guidelines? Any design
ideas? Who can build and install?
•
Note: There is a description of a modifi cation to accomodate skis on page 459
of the November 1974 issue of the ABS
Newsleller. - BH
ADS August 1997
ABS Online service
and oil seal problem
Joe Gerardi
Boca Raton, Florid~l
Q: Does the ABS have an online forum or ncwsgroup for members to dlscuss problems, maintenance, etc.? I have
a front oi l sea l problem on my 10-520,
and would apprec iate any tips or tricks
on the installation of a new seal. (The
new seal leaks worse.)
A: I believe there were some changes A:
on gear door hinges, etc., and I refer yo u
to Raytheon Aircraft (3 16-676-8495) for
confirmation . Without recertifi cati on,
even with the heavier parts, it doesn' t
change the extension speed (paperwork).
I don' t believe there arc enough aircraft
involved and signi ficant difference in
speed ror an yone to have obtained the
approva l. - NP
Bent nose wheel, by design?
Charles Demming
Molalla, Oregon
g:
I ow n an S35, S/ D-7589.
3 I VT. Does the nose wheel sit in the
nose wheel fork at an ~l11 g lc? In lookin g
:.lImy airplane, it appears to me that th e
nose whee l has a five degree angle out
at the top as yo u race the nose. Is thi s as
designed, or have I bent the wheel axle?
A: This is nonnal and actually a vi-
sual ill usion. The fork makes it look that
way but in reality the barrel of the strut
and the ax le are 90 deg rees.- AF
Door latch cable
Bill DeLong
Albuquerque, New Mexico
Q:
Please provide any assistance you
can in replaci ng the cable for the upper
door latch of an F35. D-4 190.
A: Contact Aviation Research Systems A: Parts can be obtained frolll Crossin Sandy, Oregon (503-668-4542) for
help. Advisory Circular43. 132 and FAR
23 would also be helpful. - NP
Th is wou ld req uire an A& P to release
for service. - NP
Sefl tt le, Washington
Nornlall y there is not a core return
on brake relays . Jenkins Air Service
(702-33 1-4905) can save yo u some on
them. I would check with a multimeter
to make sure it IS nol a wi re or switch
problem and verify the relay as faulty.
- NP
Iowa City, Iowa
•
Gear extension speed
Richc1fd Lentz
roads (2 14-239-0263) or Jenkins Air
Service (702-33 1-4905). I strongly suggest yo u have the manual. but it can still
be a difficult task. In rigging the door,
leave the upper latch disconnected and
rig for the main calch first: thcn ri g th c
upper latch to the overa ll mechanism.
Th e Soc iety's Websit e at
<www. bo nanza.org> o ffers access to
"Colvin 's Corner"' for ABS members
huv ing maintenance questi ons. We do
not currentl y have forum or newsgroup
capability. but arc considering it
Concerning the oil seal problem, the
front oil seal requ ires a smooth surface
on the crankshaft to ride against. I always check its condit ion as well as the
case step the seal sits in for oil paths.
Then with the prop off, using an oiled
plast ic bag over the crankshaft flange to
protect the seal. I stretch the seal over
the fla nge with the aid or a ro unded
smooth bar. I use a device like a dull
dental hook to install the spring in the
seal. Your problem could be excessive
crankcase pressure which is checked by
TCM SB89-9. - NP
Ruddervator AD
Duane LlIkan
Boron, California
Q:
ABS and its technical consultants
are go ing to hear questions and complaint s about AD97-06- II /MSB 2668
regard ing ruddervator differential tail
cont rol rods. The folks at Elliot are not
offering a kit. We should be able to home
in all a minimum cost for thi s stu ff and I
offer the fo llowing as a starter:
LPS-3 meets MIL-S- 16 173. grade 2
co rros ion preve nt ive co mpound . I
haven't looked at the can yet. but that
in fo rmation comes fro m Raytheon Aircraft. I ordered a half pint of ProSeal
from Beryl D'S hannon (Dave at 888333-4783) for $25. I want to see the
package to veri fy th at it meets MIL238786. The best I found before that was
Page 4860
about $50 fo r a pint at Aircraft Spruce.
The epoxy polyamide primer MIL1'23377 Type I may be a problem. I understand that is a two-part kit that will
cost over $80. If that is real. it seems
unreasonable since it covers surfaces
that are not that diffi cult to inspect.
A: Compliance with A097-06- 11 has
been made casier with Rev ision I of SB
2668. The corros ion preventi ve compound for th e rod in te ri or can be
Braycote 137 or LPS-3, both of which
meet MIL-C- 16 173. Vi sit yo ur local
hard ware store or auto store for LPS .
The sealant for the rod end hollow
shaft mu st meet MIL-S-8802 such as
Proseal R90 B- 1/2. PR- I440 or MC236.
These may be obtained from Aircraft
Spruce and Spec ialty (8oo-824- 1930).
Wicks (800-22 1-9425) and other suppl y
houses. The grease for the rod end ball
is MIL-G-23827. Various Shell greases
meet thi s spec and are available at local
shops or a Shell distributor.
The type of paint (orange) which may
be used to confirm that the tube ends
have been sealed has been widened to
include an oran ge epoxy, enamel or
polyurethane paint-
I'
Original paint
Gerald Depew
O~lk
Ridge, Tennessee
n: I own a 1951 Bonanza C35 SN
2~9 and wish to explore the paint opit was new. A trip
to the FAA archives in Lakeland. Florida
provided a black and white ad published
in 195 1. but no real information on colors or reg istration num ber placement. It
has been offered that the "N" numbers
were placed on the wings (bottom of the
port wing and top of the starboard wing),
and that they may have tapered down in
size to fit the wing confi guration. Can
yo u prov ide information on the size of
registra tion num bers and their placement
as well as paint pattern'!
ti ons avail able when
A: The C35 had small num bers on the
sides of the fuselage in front of the stabilizers. as well as the large num bers on
the wings as you describe. These numbers were not tapered. The traditional
winged bird appeared on the fu selage
sides accompanying the trim color on the
Page 48& I
leading edges of the tail and the wings
correctl y or that the plane sat unused for
nowing into the lips. I have no infonna-
100 many YC;]fs.
tion on the available colors, although
Raytheon Aircraft (3 16-676-8495) may
be able to help. You also might call Sam
James (4 14-352-4 180). whose C35 was
a grand champion at Oshkosh; he expects to have it at the ABS convention
in Wichita this year. - NP
Heres the problem: We plan to use _
CemliNil completed cylinders, however. . ,
the current engine has two dilTerent cy lincler styles. Our locallield guru claims
that the 452 cylinders shou ld be junked
and replaced with 727s. What's yo ur
expert opin ion. si nce yellow tagged 727
cylinders arc becoming scarce? Si nce
I'm close to overhaul. is it feasible to
change to an 0-470 G or Continental ? I
suspect if an STC ex ists. dollar wise. it's
not practical.
Seat fabric
Pat Newlon
Stra tford, Cl!ifom;a
n:
I am fl yin g an A36 E20 5 1,
~48C. bui lt in 1982. and am looking A: For nearl y the same dollars. you
can get TCM new 225 series cylinders
for some scat material to
f e - COVe r
th e
front two seats. I need to know the exact name of the fabri c. part no.. descrip-
tion. etc .. and contacts forthe fabric. The
dealer says they can' t get any from
Beech. 0 0 you have access to the Beech
archi ves?
A: I have no references on fabri cs per
model ..mel serial number. so recommend
you call Beech Technical Support (3 16676-8495).
and then overhaul yo ur engine. It stays
more original and you've got new cylinders. Try Cent ral Cy linder (402-45 16468). There are engine convers ions
available. but I believe 520s and 550s
should not be installed in the early 35s.
0-470s are OK . - NP
Windshield suppliers
EI,no R. Sanders
Spe~1rmall, Texas
Q: I called Beech: they were very Q: Who arc suppliers of wi ndshields
helpful. and told me th at th e fabric I am
loo king fo r is call ed Slat e Blu e
Oarjeeling. PIN 99326X-2 . They said
they used it unti l 1989. and they don' t
have an y in their warehouse. Is there any
way to search for this material, (Intemet,
ABS suppliers or members, etc)?
A:
Check with Air Mod (51 3-7326688) or Cameron Interiors (630-5849366). -N P
Cylinder replacement
Russ Wallwork
Edgewood, Wc1~llington
n:
We recentl y bought a Bonanza
35). wi th a hi gh-time E-225 engine
( 1500 hours) that was top overhauled.
Now. with some 300 hours on the TOH .
the engine is due for a major. This will
be the third ti me around for the case and
crank. The engine runs quite well. has
good, hot oi l pressure, all cylinders indicate low 70s on compression. the Iilter and oiI screen are metal free, bill it
has an insatiable lust for oil ( 1.5 to 2
hours per quan). It 's suspected that the
channel chrome TOH wasn' t broken in
for a V35. 1968 SIN R240? I desire the
Speedslope windshield. ,md wo uld like
to know if I can buy the hard ware and
have my FBO install il.
A:
Suppliers include L.P. Aeroplastics
(41 2-744-4448) .
Grea t
Lakes
Aeroplastics (800-532-29 18) and Beryl
O'Shannon (800-328-4629). Just buying
the components without the STC would
requ ire a Iield approval. P
Nei l PobJn7 , ABS technicJ I consultan t, is
if retired U.S. Army civilian pilol and Inaintenance manager. Neil h.lli been an A8·P
and IA (or 40 years.
Glen "Arky HFoulk, whose btl~iness is Delta
StrtJt is ,1n ABS assis/anllecflllic.J1 consultalll WilD has served in a l1.1rl -lim(' c.1pacily
as .111 ABS Service Clinic impeclor since
1988.
PLEASE SEND YOUR
QUESTIONS AND/OR
TIPS AND TECHNIQUES
TO: Aml'ric'an BOnan?,l Soci(·tv
Attn: Neil Pub.lIIi'
P.O . Bu, 121/1//1
Wichita, KS (,7277
.
ASS Au gust 199 7
•
NEIL'S NOTES
Follow-up on possible
Hartzell AD
A meeting at the Hartzell Plant
produced the following information :
The AD would be based on HC-SB-61-217 which
is a Hartzell Propeller, Inc. Service Bulletin on "X"
and "V" shank propellers. (Idemified by an X or V
in the Model No.)
The cause is a hislOry of a blade scparalion (departing the airplane) from corrosion in the bearing
bore-<>ne fatality from a blade retclllion shoulder
failure and more than 33 reports of cracked blades
since 1995, with time since overall on many below
1,000 hours. The hub failures have resulted in live
blade separations. The clamp failures included a blade
separation on takeoff with 98 hours since overhaul.
The factory is proposing changes in the inspection methods, and for the two-years' initial compliance period wi ll provide 60-mont h warrantied parts
for one-half of list price. This inspection can be accompli shed at the beiler-equipped repair stations
without overhaul and, while price will vary with propeller model, it cou ld be accomplished for as lilile as
$350. This is about what an inspection, lube and
reseal costs, which should be done every five years
regardless of fli ght hours to combat corrosion
anyway.
The AD is expected to have a requirement to be
accomplished within 24 months or 200 hours on the
blades, and within 100 hours on some hub models.
Hartzell , of course, can also accomplish it at their
service celller. They have a very high quality faci lity
and the chainnan nies a Bonanza.
A qualified repair shop can be located by contacting Hartzell at 937-778-4393. Parts avai labi lity will
be ramped up by September, but there may be some
delays. Hartzell appears to be really allempting to
cominue support for these propellers which have been
out of production for many years.
Service Clinic date change
Please note the date change for the Service Clinic
in Mena, Arkansas. It has been changed from OCI.
17-20 to ov.7- 10.
Hope to see you all in Wichita!
-Neil Pobol/:, ABS Technical COl/sllllalll
ABS August 199 7
Teledyne Continental Motors
Servi ce Bulletin CSB97- 10
Inspection and replacement, if necessary,
of certain TeM cylinders
TCM began phosphate coating a lim ited number of cylinders in August 1996. This process was expanded in early
1997to include most engine models. This process provides
additional protection against corrosion during the first few
hours of operation. Some of the cylinders may have received
more time in the phosphate process than required, which
resulted in a cylinder bore fini h coarser than specified.
This condition could result in premature wear of the aluminum piston pin plug. Therefore, we are notifying owners of
engines produced during the time frame of affected phosphate cylinder production of appropriate precautionary measures to insure the integrity and safety of these engines. As
set forth in the bulletin , only those cylinders idemified with
the affected part numbers require inspection.
Warning: Failure to identify abnonnal piston pin plug wear
may lead to subsequent piston damage and resulting catastrophic engine failure.
For E Series, 0-470 and 10-470 Series engines, the Service Bulletin requires that all affected cylinders be removed
and returned to TeM for inspection. Any cylinders and piston pin which do not meet specifications will be replaced.
Shipping instructions can be obtained from TCM's Service
Department at 334-438-3411, Exl. 81. Standard removal
and replacement labor and inspection and/or replacemem
will be covered by full warranty.
For all other engines in the bulletin, the Service Bulletin
requires that the engine be placed on a progressive inspection program to be initiated as soon as possible within the
next 10 hours of operation. Inspection procedures call for a
borescope inspection of the cylinders along with an oil
analysis and oil IiIter inspection. Two additional inspections will be perfonned at 25-hour intervals. Oil analysis
kits can be obtained by contacting TeM 's Service Department at 334-438-341 1, Exl. 81.
We believe accelerated piston pin wear is identifiable
by a repetitive oil analysis, oil filter examination and
borescope examination as required by the Service Bulletin.
Full warranty will be given for these inspections. As an
allernative, the owner may elect to have the cylinders removed and returned to TeM for inspection of the cylinder
bores and piston pins. Any cylinders and piston pins which
do not meet specifications will be replaced. Shipping instructions can be obtained from reM 's Service Departmem
at 334-438-3411, Ext. 81. Standard removal and replacement labor and inspection and/or replacement will be covered by full warramy.
Page 4862
Flying the Long-range Plan
BY BILL CA RTER, ABS Director
an the American Bonanza Society ru n without a plan?
The answer is yes... but no. It 's like asking if you can
fl y your plane without a checklist: Yes, but no. It has
to do with the qualit y of the operation, and the human nature
to forget and di slike ambiguity.
If you have a checklist (plan) and foll ow it, will yo u get the
expected result? Proba bly not. That answer has to do with ex-
C
ecuti on and human nature; they' re not perfec t!
What helps? The very best help is worki ng together. In the
cockpit. a copilot provides help in the fonll of systems management of planned and unplanned activity. The same answerwo rking together-holds true for getting the results we want
in ABS .
On a memorable night as a student pilot in 1966, I suddenl y found the silence awesome-no engine noise. The wind
whi stl ing through the cockpit of my '46 BC I2D Taylor Craft
was a new sound that made the emergency seem almost rou-
tine. The check list was used... and the engine quit. The emergency procedure was executed ... and the engine did not start .
The checklist was mentally gone through aga in, and the wind
was saying, "Fly the plane." I chose to give up troubleshooting and just fl y the Tay lor Craft. That worked because fl ying
has a defined begin ning and end.
In business, that isn't the case; hopefully business is not limited by fue l quantity! Business carries on as long as you fuel the
process by addi ng
value. Of course, the
day -to-day runnin g
(fl ying) of the business
is necessary. But a plan
that helps resolve the ambiguity of the future is very usefulusefu l in the continuing process of satisfying our members.
My ex perience with the Taylor Craft is much like the ex perience we have rewriting the ABS Long-range Plan. The silence is awesome. and we need the in teres ted hands and minds
of associati on members to craft our strat egic plan .
We are using thi s issue and the September issue to publi sh
a draft of the two key sections of the ABS Long-range Pl an.
We want yo ur comments and suggestions. We wo uld li ke the
"sound of the wind" to be yourcards, letters, e-mail s and phone
calls fl yi ng to the ABS Headquarters.
Yo ur in volvement is especiall y important for thi s update
because the Society is facing complex issues of divers ity in
aircraft, member de mograph ics and enhanced competition fo r
members' time. The Board wants the best checklist for addi ng
value in the future.
My experience with fl ying, business and being an ABS board
member quite simply indicates that a check list helps keep us together. And developing the checklist together increases the accuracy of execution. We look forward to yo ur response.
We want yo ur com me nts and suggestions on the section of the Long-range plan that appears be low. Send your inpu t
to ABS Headquarters, P.O. Box 12888, Wi chita, KS 67277 ; phone 316-945-6913; fax 316-945-6990; e-ma il
bonanza l @ix.netcom.com. The September issue of the ABS Magazine wi ll con tai n the "issues managemen t" section
of the draft Long-range Plan, wh ich is intended to set the stage for addreSSing the fo regOing cha ll enges.
ABS Perspective
and Strategic Plan
been to gather and present the ve ry best
However. those leade rs recog nize the
information 10 the members. mak ing it danger in being content with past and present
success. A willingness to explore alt ernaThe Society was founded with a vision , possible for them to make decisions.
tives that ex pand membership involveme nt
and has pros pered in the pursuit or that Current ex ternal issues are:
and parti cipation is viewed as II key to a
vision. Thi s thi rd revision of our plan is
Limi ted or discontinued producti on of stronger. more vigorous Society.
prepared to guide the ABS over the next • aircraft
specific to ABS membership.
few years. It bcgml as a strategic plan and
•
Avai
lability
and cost of aircraft parts. Current int ernal issues of importance:
has expanded into a perspecti ve oCthe as·
• Aging aircraft represented by ABS.
soci ation - past, present and fUlUre . The
• FAA ru les and compl iance issues.
• Static or shrinking membershi p pool.
rollowing list or challenges serves to set • Potential privatization of the Federal
the stage rordecisions about the Society's
• Segmentation of member needs.
Aviati on Administration.
directi on.
Challenges
External. From time to lime. the ASS
has been stressed by important and/or COIltroversial issues emanating from outside
the organi zati on that affect the members
and the operation and maintenance of Lheir
aircrart. In all such instances. the unwrit·
ten policy oftheA BS Board and stafrhas
Page 486 3
• Potential pri vati zation or the Air Traffic Control system.
• Potenti al genera l-aviation user fees.
Illlemal. Presentl y. the Society is fi-
nanciall y healthy, is supported by a large
membership and has a hi story of wort hwhile membership services. Further, the
Society's diverse elected leaders bring to
th eir role a business· managcmcnt focus on
organi zational and operational issues.
• Competiti on for members' interest and
time.
• Membership services.
• Leadership pool.
• Headquarters organization.
• Techn ica l consultant pool.
• Relationships with Raytheon, vendors
and other ai rcra ft organizations.
ADS August 1997
six (6) months, after which the eng ine must be re-preserved
for corros ion protection until the engine is placed into serv ice.
Once in the field, maintaining a high quality protective oil coating on engine internal components is the primary mechanism
for reducing the potential for de;tructive corrosion.
After being placed into service. it is the responsibility of
- TeM
th e owner/operator to have an ;]warcncss of basic corrosion
prevention and to take the necessary steps to minimize its potential. If left unattended. corrosion will result in a premature
overhaul. Common targets of corrosion are cylinders, rin gs,
BY AL BEECH, rCM DIRECTOR OF
ENGINEERING SERVICE PROGRAMS
Q:
Corrosion effects are often associated with the need for
unscheduled engine maintenance. How can one help prevent
corrosion from attacking a piston aircraft engine?
A: To help obtain desired service li fe from your engine, a
work ing knowledge of corrosion and how to take steps to prevent it is a must.
TCM engines are designed with corrosion protection features for external surfaces. Such features include the use of
alodine coatings for aluminum parts such as crankcases and
cylinder heads, cadmium or zinc plating on fasteners and paint
on other steel and aluminum parts. Internally, manganese phosphate coatings are used on camshafts and cylinders for earl y
life protection.
Following acceptance testing, all engines are preserved by
TCM prior to shipment. This preservation has a shelf life of
valves, camshafts and lifters, Unfortunately. corrosion is innuenced by many factors including aircraft location. usage rate,
and oi l change patterns. For these reasons, a standard policy is
difficult to define. There are. however. some fundamental aspects of corrosion formation that can be used as a guidel ine for
corrosion protection.
The first guideline is that utilization is the most effect ive
ally in the fight against corrosion. Ideall y. the aircraft should
be nown a minimum of one hour per week in a normal night
pattern. The oil temperatures shou ld be allowed to rise to normal temperatures for at least 30 minutes to remove the water
va por and contaminant s from the oil through the engine
breather. Unless this recommendation is met. running the engine for a short period of time can actually cause problems
through increased water vapor in the oil and the formation of
acids in the oil. Ground running is nol a subslilule for frequenl nigh Is and should be avoided.
Finally, frequent oil changes based on either engine hours
or ca lendar time are an important part of corrosion prevention.
The ambient heating and cooling cycles that engines experiontinued on page 4876
CORROSION PROTECTION CHECKLIST
• Be sensitive to the effects of low utilization rate on corrosion fonnalion and
the need to take proactive action to
avoid corrosion. Areview ofTCM Service Bulletins SB97-2 Wld M91-5 will
be helpful. These bulletins are available
online for reM Links~ Aviator Services members.
• Unless your aircraft is flown regularly
(20 hours per month), a good practice
is to change engine oil every 25 hours
or six months of calendar time.
• Unless your aircraft is flown regularly,
consider the use of straight weight oils.
Some multi-viscosity oils can absorb
more water thWl straight weight oils. As
a result of the reduced viscosity at low
temperatures, multi.viscosity oils may
also drain more easily fromengine components as the engine sets.
• A minimum utilizati on rate to address
• If the aircrllft will not be flown for
Wl intermediate period of time (3090 days), short -term preservation
should be considered as defined in
TCM Service Bulletin 91-5.
corrosion would be one night per week,
with the oil temperature being above 170
F for at least 30 minutes to remove moisture from the oil Wld promote a high quality oil coating on engine components.
• If the aircraft will not be nown for a
longer period of time (90 days or
more), long·tenn preservation is recommended as deflfled in TCM Service Bulletin 91-5.
• Never ground run the engine as a substitute for the recommended hour of night
time per week. This practice actually in-
• Your engine isa sizeable investment.
creases the fonnati on of water and acids
An ounce of prevention for corrosion
may be well worth the investment for
the long run.
in the oil.
TopCare alld TCM Link are trademarks o/Teledyne Industries, lnc. t11rough its division o/Teledyne COII/inell/al MOlOrs.
ABS August 1997
P.. ge 4864
INTERRUPTED JOURNEY e
In his own words, ABS member Horst Ellenberger of Nuremberg, Germany,
relates the story of his attempted flight around the world.
T
HREE FRI E DS- Jurgen
Timm, Dr. Gunter Kuhlmann
and I-set out to ny our V35 Bonanzas with long-range equipment around the world . Jurgen
had gone ahead via the southern
route of Dakar-Reci fe/Brazil and
the Caribbean Sea to Chino. California, near Los Angeles. Chino
is a well-known home for 360'
pi lots, that is. pil ots who have
once nown around the world.
Gunter with his copilot Uwe.
and I with Jurgen (who had come
back in the meantime) new via
Jersey to 5t. Maris on the Azores.
The nex t day we set out to St.
John's in Canada. But two hours
later. we had to ny back because
there was more head wind than
anticipated and the hi gher fuel Horst waits ill his surviva l raft
consumption would have made it
impossible for us to reach our destination in Canada.
The following day we refill ed our airplanes and tried again.
We undernew the jetstream, with 90 kt (approx . 780 km/h)
head wind and 60 kt (approx 105 km/h) to the nose. We covered a total di stance of 1,740 nm with an average head wind of
40 kt. St. John's reported poor weather with freezing rain or
fog, and as the coast of Newfoundland is notorious for poor
Horst and his V35 "Globetrotter" at Nuremberg.
Page 4865
_
in the Pacific Ocean for rescue crew to
•
weather conditions at that time of the season. we had to ny to
Sydney. our alternate, which was very good.
We then new to Chicago, Illinois, via Bangor. Maine. for
customs clearance, which surprisingly was done within 20 minutes. Our landing ground in Chicago was DuPage Airport where
we had the JA Air Center repair some electron ic equipment.
We also visited E-T-A Chicago (my company) where we were
given a warm welcome.
Wh en fl yin g on to Pagosa
Springs, Colorado. nea r th e
Rock ies, we had to di vert to Pueblo
because the weather was so bad that
even a metrol iner nervously asked
for an alternate.
Next morning, the weather was
line so we new on to Pagosa where
our turbocharger had been designed
and produced. After having it thoroughl y rechecked and improved,
we spent the evening with Mary and
Don Carpenter and other pil ots
mainly discussing the new GAMI . . .
fuel injectors.
•
Horst checks fuel in Globetrotter's tip tanks.
ABS Augusl 1997
tremendous night of 14 hours. With a head wi nd in
the beginning, our fu el computer conti nuously indicated "not enough fuel to destination." But we
had a lot of time to reach the cri tical point ofrelUrn
and when we finally reached il.the wind had veered
round as expected. Fl ying at low alliwde. we were
pushed forward by the trade winds. Paul , a pilot we
met in Santa Barbara, has covered this distance as
many as 312 times, always at an allitude of 6.000
feet assisted by favorab le trade winds after traveling half the distance.
In Honolulu , our 360° fri end Willie and his wife
Lily hospitabl y received us and we spen! a restful
day visiting the city and enjoying Waikiki Beach.
We then took oIT at 0400, our airplanes filled for the
360 gathering in Chino, California.
next long leg of 2,070 nm to Tawa", (Gilbenlslands).
There was an overcast the next morning, postponing the
Weather was fine and pushed forward by a tail wind. we were
takeoff which had been scheduled for 11 00. In Chino. our desapproaching the place of my trauma.
tination that day, they were waiting to have a party with us in
Approximately 220 nm before Tawara, at 10,000 feet, there
the hangar of Dan Webb. At 1630 we finally arrived. heanily
were heavy clouds which we new around. making use of the
welcomed by our 360° friends.
weather radar. I was just evading a moderate to heavy (greenext day, we made a short jump to Santa Barbara, our deyellow) turbulence area, when I got a heavy but short blow of
parture airport for Honolulu, where we prepared for the 2. 175
turbulence. Afterwards. everything was quiet again. Obviously,
nm night with no possibility to land earlier. Since Chino, we
mdar was unable to detect this wind sheer.
were nying three V35B airplanes: Jurgen from then on in hi s
Suddenly, I detected a "scorched" odor. In the past that had
own airplane, Gunter with his son Gero as a copilot , and mine.
always been caused by clcctronic equipmen! but now I could
We filled Ihe airplanes in the night to get as much fuel into the
not find any faull. and it did not smell the way it did in other
tanks as possible.
cases. Before I finalized my checkup. there was a heavy meIn the morning darkness, the general aviation area was comtallic blow in the engine companment and dark clouds of smoke
pletely locked up, so we had to "climb over the fence" to get to
entered the cockpil. I opened the window for fresh air and
our airplanes. As the tower was not yet occupied , we taxied to
pressed my nose and eyes againSithe small open ing.
the runway, reponing by radio on our ground movements as is
Then I realized that the smell had been hot oil leaking someusual in the USA. An air freighter staned opposite to our takewhere! (I still had my oxygen mask on!) The engine stalled;
off direction and then it was our turn.
although I was able to restart it. the power produced was too
We took off toward the sea, communicated with San Franlow. The oi l pressure had dropped to 0 psi and oil temperature
cisco Center and were Iinally given ocean clearance. We had a
to 0° C. The Graphic Engine Monitor (GEM) indicated that all
~-----------------~~--cylinders on the copilot 's side had fail ed. At low
power, the engine would run , but I was unable 10
maintain the altitude. With alternative power setting, the engine would vibrate such that it risked
being torn from its mounts.
I had no alternative but to alight on the water. Going down in a glide. I continuously transmitted my
position. put the life raft on the copilot 's scat and my
personal survival canister on the Ooor, set the electronic satellite position signal unit (EPIRB) at 406
MHz. all the while nying the airplane under IMC
conditions.
At about 300 m (approx. 1.000 feet) above the
surface, I was below the clouds and could see the
0
Approaching Tarawa Island.
ABS AU8U511997
Continued on page 4869
Page 4866
Avionics
BY JIM H UGH ES
Flight instructor's
lament
I have been a Cel1ified Flight and Instrumentlnstructor since 1963. Thi s period includes :111 the night instructor revalidati on courses dreamed up by the
FAA since 1966 of three-day. two-day.
weekdays. weekends, FAA teams, AOPA
teams, Jim Stargii's (rest his soul) ABS
night instructor courses and, most recently, Embry-Riddle University's biennial courses, featuring Bill Kershner. I
guess I'm trying to say I've seen a lot of
the Ilight instructor industry.
eedless to say. my wife had to drag
me into the house by the ear the other
day when a well -intentioned young man
wearing the three stri pes and blue necktie of a local fli ght academy told me woefull y, "Ye:lh, I finall y passed my Commercial instrument , multiengine and CFI
ratings. so now I have to fli ght instruct.·'
For those of you who are not familiar
with the workings of the various "AB
Initio" night schools around the country, a pilot "wannabe" can pay some-
Page
40&1
where around $30,000. and get all those
ratings in about 250 nying hours-as a
candidate for- Ihe airlilles '
Unfortunately, at that point, the nasty
old FAA requires 500 hours for any paying occupation involving passengers for
hire, night freight or other 135 operation.
Since our hero only has about half the
required hours. and since all his or her
money is gone, the on ly possible option
is to "night instruct."
The ai rlines require 1200 to 2500
night hours before they wi ll even look
at our young hero's resume. What's the
only way for him or her to get all those
hours? Oh darn ,j1ighl ills/ruel.
As I'm writing this. I hear in the airport tramc pattern , another Cessna 150
overhead turning down wind to base.
Without even looking up, I can tell it is
one of Ihose night school aircraft, nying off another student 's $30,000 so he
or she can be an airlille pilol'
How do I know wh ich night school
it is? Because a few months ago, someone apparently discovered that closing
the aircraFt throttle (from climb power
to dead idl e) when directly over the
White House would result in a nice
touch-and-go pattern that his or her instructor would like. By now, that student
is "having to instruct" - teaching students that neat trick who, in turn , undoubtedly will teach their students the
art of "throttle snatching. "
I became so upset about this that I
contacted the school about it. The short
version of what they told me was that
their students were being trained to be
airlille pilols and therefore did not have
to really learn throttle management for
little piston engines.
I tried to point out to the school that
some of the students, on the way to their
airl ine hori zon, might have to get some
of their future hours in a piston airplane.
Their answer? To paraphrase, "not
our problem." If any of you nying a turbo
Baron or Duke are contemplating hiring
a pilot, my advice is, "Be very careful. "
So what has lhis 10 do wilh aviollics?
A lot, actually. In prev ious issues I mentioned the GPS training sessions we conducted with the Bonanza (Baron) Proficiency Pi lot Program.
By the way. I can assure you there
are 110 "Now I've got to instruct" instructors in the BPPP stafr. There may be a
majority of old guys. some with and
some without hair, some with sagging
belt buckles, but none that " lwl'e to instruct." But I di gress.
At last year's AOPA Conventi on.
some 90 percent of pilot attendees surveyed, ex pressed a desire for better instruction in the use of their av ionics,
particularly their GPS and autopilots!
Who is going to teach those subjects?
We can't as k the "revenge of the
throttle snatchers" because all they know
is what was taught them to the minimum
requirements of the "practical test standards.'· What's even worse is that the
minimums in the practical test standards
are being evaluated olily by the school's
designated examiner!
In oth er word s, if it isn't in the
school 's FAA -approved lesson plan, then
it isn't taught or examined. (OK. OK, I'll
get off my soapbox about the fli ght
schools and their "gottabe instructors."
It 's not their fault , and maybe somebody.
someday wi ll teach them to ny.)
Anyway. who's going to teach you to
use your GPS? Even "old Charlie" who's
put a zilli on fli ght students lov ingly
thro ugh their pri vate pilot's course is a
poor candidate to teach you modem digital, interacti ve av ionics. To old Charlie.
hav ing two avcoms that both work is
high tech. What about the avionics dealer
who gleefull y took .1'01/1' $30,000 to install state-of-the-art equipment in your
Bonanza?
Unfortunately, instruction in the use
of the equipment , beyond making sure
it all plays, submitting the weight/balance changes, and IHking your check is
about all the shop is equipped to do.
What about the BPPP? Ah , an excellent choice. However. you may not
want to take a full -blown recurrent train-
ADS Augusl 1997
e
e
e
ing, if all you want is avionics instruction. (I don 't know, perhaps the BPPP
can offer customized avionics instruction. I will ask.)
What about AOPA GPS seminars?
First of all, their instruction is ground
only, and most of us need a "proving run"
to test our knowledge in our airplane. I
had one caller who said, " It sounded so
simple and so neat at the sem inar, but
when I tried to ny the airplane at the
same time I was trying to set up a GPS
approach , it all got confusing again."
What if the caller had been in hi s
Bonanza in the middle of a driving rainstornl , depending on his GPS to get him
to the same non-preci sion approach
minimums that his old trusty ADF used
to do before he had it removed?
OK, not many Bonanza pilots are that
dumb. But the manufacturers, the avionics installers and the whole avionics
industry seem to be overselling the "ease
of use" of the new avionics out there.
Folks, to paraphrase: This is not your
father 's old Bonanza! We spenl many
hours when we got our instrument ratings learning to Irack VOR radials, intercepl NOB bearings and execute nawless
approaches in strong crosswinds. Now,
whether or not we like ii, we've gOI to
re-enroll in avionics school 10 be able to
function in the new world of air traffic.
It 's possible to equ ip your airplane
with a multifunction display that wi ll
show you a moving map, stonn data,
radar, heading, atlitude, altitude and
checklists-all allhe same lime!
If that's not scary enough, it is also
possible to program your aUlopilot to
digest and follow all that stuff. So what's
the big deal? Well, all that smart equipmenl can be dumber than a box of rocks
IIl1less lI'e klloll' how 10 properly program
il from Ollr digital keypad.
I don 't remember what airline pilol
said it, but when he transitioned to one
of the new "glass cockpit" airplanes
coming online, he mutlered, "This thing
is so automatic, I don't get to actuall y
ny very much anymore. However, I have
ADS AugUSI 1997
learned to Iype 60 words a minute'"
American Airl ines. while nying into
Colombia, programmed a Navaid into
their autopilot Ihat Ihey had already
passed. The ai rplane. obedient 10 Iheend.
tried to tum around and relurn to thai
avaid. In the process of doing that. the
Boeing 757 hit a mou ntain!
Thi s crew had pa ssed a ri gorous
checkoul in Ihe Boeing and maslcred all
its systems in the simulalor and in ground
school or they wou ldn't have been there.
Vet some of us think we can buy an approach-certified GPS , have it installed.
nOI read Ihe book very thoroughly. Ihen
go ny IFR approaches wilh it.
I long ago stopped chuckling under
my brealh when check ing oul a new GPS
with a pilot/owner. when Ihe fool airplane takes off for parts unknown, fol lowing a command Ihe pil ol did nol
know he or she gave.
Example: All oflhe currenll y certified
GPS s except the Trimbl e and the
orthstar. if nown close to Ihe missed
approach point before beginning the approach (as in maneuvering during veclors 10 final ), will assume Ihal the approach has been compleled ",ld head for
the MAP unless told 1101 to do so by use
of Ihe ARM and/or HOLD seleclions.
That can get embarrassing or worse.
So what 's the point of all Ihis? It's a
sillgle-hallded e/"llsade all my part 10 beg
pilols 10 gel some good (II'iollies flighl illslme/ioll 10 go wilh Iheir lIell' palle! of
goodies.
• Find out for SIII"e Ihe four ways to
di sconnect your runaway aUlopi lot.
• Find out whether the database in
your GPS or the one in your Argus moving map is providing the data that your
autopilot is following...
- How many dots does it lake on your
Stormscope or Sirikefinder to be a
Ihunderstorm?
- Whal 'S left when the Avionics Master
Switch on your panel trips?
- If you lose your alternator. what are
the lowesl drain and mOSI useful ilems
on your panel to leave running?
Find a good instrum ent
flig ht in stru c to r w ho
kn o ws and pay him to
teach yo u to fly yo ur avionIcs as well as yo u fly
your airplane_
• Obtain a take home power source
for your GPS and learn about the beast
in the comfort of your home. Such are
available in Trade-A -Plalle for less than
Ihe COSI of two hours of nying.
• Find a good instrument night instructor who knows and pay him to teach
you 10 ny your avion ics as well as you
ny your airplane. JUSI do it.
But wait! What about all those 250hour dewy-eyed night instructors? I have
a solution for them, too: Why don't you
go 10 Ihe nearesl avionics dealer and offer 10 learn all there is 10 know abou t a
particular piece of avionics equipmenl?
When the avionics shop owner decides
thai you're serious, and thai you've become the resident experl , say, on the
Trimble 2001 approach GPS,lheshop will
probably recommend you 10 the owner as
the instructor for his new equipment.
Hilll # I : Thi s type of instruction usually pays much belter Ihan the starvation
wages you make grinding around the
paltern in a Cessna 152.
Hilll #2: Vou get to ride a newer, betler, quieler airplane Ihan you can possibly afford on your present pay.
I'lilll #3: Vou mighl learn something
thai 's not in the pilol 's practical lest standards that you can use later.
Him #4: Vou might possibly learn , by
watching a proficient Bonanza pilot who
is master of his airplane, it few pointers
on lrow 10 fly!
ABS member Jim Hughes holds ~1 BS degree
in Aero Engineering. He is a CFII and an
A&P mechanic. Jim heads Marketing & Professional Services, a consulting and flight
test firm involved in both military ilnd civil
avionics applications.
Page 4868
AROUND THE WORLD
con tinued from page 4866
very smooth sea- Ihe world 's largesllanding runway appeared
ahead. I left Ihe landing gear relracled. lransmilled my posilion by GPS , set Ihe landing naps al 75° and louched down so
smoolhly Ihallhe airplane bounced like a nat pebble. The righl
wing and Ihe lip lank plunged in flrsi. followed by a short.
hard whirl . learing off Ihe righllip lank . My left shoulder was
pressed againsl Ihe left wall of Ihe cabin prevenling my being
injured by hilling Ihe instrumenl panel. Water was splashing
Ihrough Ihe small pi lot window. My glasses blew off and Ihe
airphUle was swimming. I opened Ihe door- il was nol jammedand threw oul and aClivated Ihe life raft and Ihrew my personal
survival canister aboard.
AI Ihatmomenl. Ihe airplane began loppling over and afler
about 10 seconds. il began to sink. I jumped inlo Ihe life raft.
However. my EPIRB was still in Ihe airplane, allhough secured
Ihe life raft. My efforts 10 loosen it were useless. Ihe line
havi ng been caughl somewhere. The airplane's tail threatened
10 hilme and Ihe rafl, so I released Ihe line and pushed Ihe raft . ,
away. Aboul 30 to 45 seconds had passed.
As the line to Ihe EPIRB caughl in Ihe cabin Ihrealened 10
draw us down or destroy Ihe raft , I had to unlie it. Then Ihe
airplane. with Ihis vilal posilion signal dev ice. disappeared in
Ihe sea. The survival sel supplied with the li fe raft also disappeared. Obviously, Ihe cable faslener was nOI slrong enough.
After about one minule, Ihe whole airplane was under waler.
Jurgen new loward Ihe posilion I signaled by means of the
portable air radio in my survi val canisler. which transmilled
my GPS posilion on emergency channel 12 1.5. I reported that
I was unhurt, though harmed in my menial Slale. which somewhat relieved my friends. Gero informed Honolulu by shortwave aboul what had happened.
Jurgen was reluctant 10 leave me and kept nying above me
10
a
The pa trol boat arriving in M ajuro.
Page 4869
ASS August 1997
to establish my position. Unfonunately, I forgot to tell him
that the EPIRB had sunk with my airplane. Jurgen then received the information that a ship wou ld be coming from
Tawara to pick me up in about 10 hours, but how shou ld they
be able to find me? (I came down at 1606.)
I had to protect myself from cold and therefore took the tent
and two rolis of coated aluminum out of my survival canister,
wrapped myself up in the covers and kept Ute air and marine radios on hand. The marine radio, with its extremely high ballery
capacity and wide channel capability, also had channel 16 which
is the intemational emergency call channel that all ships have to
keep open just as airplanes have to keep the 121.5 channel open.
During the night , I could not make out any acti vit ies, but
hoped to see something in the morning. According to my GPS,
I was drifting approx imately O.S nm/hour southeast with wind
coming from nonheast, with heavy current, away from my landing place at 3°, 24.5' N 176 15.S' E and the islands.
I called Mayday each hour by the air and marine radios, but
I wasn 't heard by anybody; there was no reply. From 1600 (24
hours after ditching), my hopes were dwi ndling away and I
thought my last hours had come. I apologized to my famil y
and friends for all my doings and went to sleep in my huge
waterbed, swearing to myself that I wou ld never give up-and
waited for a miracle.
At 1700 the miracle came: A four-engi ne military aircraft
(P-3 Orion) was flying above. I quickly took the radio, saw the
aircraft disappear in the sky and kept calling "Mayday, Mayday, Mayday .. ." on channel 121.5-and they act uall y responded! "This is AUSSI 130 on a measurement fli ght !"
"Please come back," I cried. "You have just flown past me,
a pilot in a life raft, Mayday, Mayday, Mayday!" They returned,
following the position information I gave them , saw me and
then everything took its professional course.
They dropped several sonar device and smoke bombs with
fire every 15 minutes they passed me. I felt such a great relief
that I burst out crying. I could hard ly believe my luck. It became darker and darker, but I had my small flashlight (mag
light) which helped the aircraft crew to locate me. A steam
trawler was not far from me but as it did not respond to their
rad io call , it was not obliged to help. (I wondered what its nationality was.)
The ai rcraft crew told me that a patrol boat was approaching from the Marshall Islands where it had left the pan approximately three hours after my landing. It had to cover as
many as 3S0 nm to reach me at about 0100 that night (which
was my second night in the raft).
Six hours later, the military aircraft left me and returned to
its base because it was shan of fuel. They informed the patrol
boat that they could reach me on marine channel 16 and that I
was able to signal my position by GPS. "We know everything
about you," they told me when I attempted to tell them my
ABS August 1997
rad io number. "At the moment. you are the most importan t
person in the Pacific!"
It was getting darker and darker. Freezing, I tried to wrap
myself up in the plastic covers while pouring back the water
coming into the raft by usi ng the small bailer (shovel) I had in
Illy survival canister. Would the radios hold out? The marine
radio with GPS to signal my position was vi tal to me. I was
freez ing, vomi ting, and summoning up all my strength.
At last, the patrol boat arrived. I continuously signaled my
GPS position, and the last mile they cou ld see my small Mag
Li ght flashlight. I did not need the signal rockets.
The crew of the RMIS Lomor helped me get on board . Still
dressed, I took a hot shower, then washed my clothes and exhausted, fe ll gratefull y into bed. My feelings were completely
mi xed up. During the trip back to the Marshall Islands, which
took two days, I was able to talk with lurgen and Gunter. They
had news lonesome me did not have, of course. They told me
that because of my hourl y signals on channels 121.5 and 16,
the Americans had directed a satellite at me which had been
able to locate my radio messages, so that each hour they had a
computer pri ntout of my posit ion and drift. But how could I
have known th at!
I was well cared for on board the Lormor and after 13 hours
of sleep, I was soon feel ing better. Jurgen, Gunter and Gero
were waiting for me on the Marshall Islands and were happy
to see me. They had already arranged for my fli ght back to
Germany. with uut my passpurt , mimI yuu!
I dec lined with thanks lurgen's offer to cont inue the 360°
trip as his copilot; I fe lt this would exceed my current mental
strength and would be unfair to my family. I therefore got into
the airliner back to Germany, while Jurgen and Gero continued on in their V35 Bs to complete their 360° round the world
!lights. But their feelings had changed, too.
--@The person responsible for th e rescue operati on was Mr.
Nada from the Fiji Islands. Jurgen and Gunter persuaded Mr.
Nada on Nadi to ask Australi a for help. The aircraft locating
me was an Austral ian P-3 Orion which nonnally is a sub chaser.
Lt. Cmdr. Hans von der Zyden controlled all acti vi ties from
Tawara. After talking to Captain Piersan who managed the
operation from Honolu lu . Lt. Comdr. von der Zyden was able
to receive my EPIRB on 40S MHz for a long time and 10 record
its position and drift. As the EPIRB is not able to operate when
it is more th an three reel below wa ter, it must have wo und its
way through the open cockpit door of the sinking airplane to
rise to the surface and activate itself (by the sea water). Thus,
it must have been swimming somewhere near me. Its distance
from me had only been caused by the wind drift.
I wish 10 express my sincerest thanks to all those who helped
me survive that di stress at sea.
Horst provided ABS with an extensive checklist of supplies and
equipment for his (rip . To obtain (h em, send a self·addressed ,
slamped enve lope to PO Box 12888, Wichita, KS 67277 .
Page 4870
sM
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Page 48 71
ADS August 1997
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found in the Aviator Services Membership Guide and will be available in August on the TCM Website. FBOs participating in the
ADS August 1997
~:-:::::~:::i:~=~ assists in rapid processing of
service inquiries
TCM Link network can also be identilied by the yellow Te M
Link banner or plaque displayed by paJlicipaling FBOs.
The technology of the TCM Link network will hopefull y
expand and allow us to cont inue further to increase our suppOri of our customers. A look into the crystal ball might show
a day when, in addition to looking at specific engine service histories. we can provide our service infrastmcture and customers
with data integrated from oil analysis. annual inspections and
downloads from electronic condition monitoring devices integrated with advanced engine controls. Some of this technology is under evaluation 1"0rTCM's NASA Geneml Aviation Propulsion ProgmITI and we' lI visit this subject in the next issue.
rCM Link is a trademark of Teledyne Industries, Inc. through its
d ivision Teledyne Contine ntal M otors.
Page 4872
DISPLAY
ADVERTISING INDEX
"
AI~S
COll1lJ,m y SIOI"e.
Aero Iml)'ovcm('nr~
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At'm- Tow
AcrOS~'I.·1l
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CUllinn,lti Avioni< ~
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To learn more about the tire that's good enough to be selected by
Raytheon, call 704-548-2400 for the name of your nearest Michelin
aircraft tire dealer.
.B
('onlil'l('l1l.11 Fuel ('toll R(1l311
Corrosion Tl'ChnoIOMll'~ eOlp
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G rear lakt'S At'fIJ Products, Inc
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MICHELIN'
Michelin Aircraft
Tire Corporat ion
9700 Research Drive
Charlotte. NC 28262
704-548·2400
FAX 704-548-2599
DO
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IIOlllon lnSifunlol'nls, Inc
Image ....vlallOl'I
Insight . ... . ..
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II~ Inst lumt'f"lh
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Kalam.ll.CXl Atln .. fI lOt:
Kennon A"Clilfl Coml),lny
l.lnd I>rOj)Cl1 it'S. Inc
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STAINLESS FASTENERS
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Woodl.lfld AVI.1IIOll
NOTICE: AIJ~
If you want the best for your Bonanza, do what the factory doeschoose Michelin. Standard equipment on every new Bonanza, the
Michelin AIR'· climbs to new heights in quality and performance.
The smooth, sleek sidewall design improves resistance to w eather
checking and premature aging, while the tread pattern and
advanced rubber compounds are designed to extend tire life. The
exceptional durability and strength will exceed your expectations,
and our competitive price w ill please you .
G
ColL,"lill l ntl'fpri~><;
~dPCO ,
Given A Choice,
Raytheon Chose
Michelin AIR':
4 Stickney Terrace
Hampton, NH 03842
(603) 926-8881
FAX (603) 926-7855
for produch or
~<'rVIH'S IWlt,1t!
ildvt'rhwd. or for d,l1ms ur il(lIon~ (If
ad\t·r"~l'rs . lIol~{' ...{'r, mt'mht'r~ who ,ln' un,lhl{, 10 ,;t·'
"'111~(,11 lion fmm .ul\{'rh!>{,M> ~hould "d\I\1' th\.' ABS.
I'age 4872 A
Aviation Mart
ID &DI e
A IRCRAFT SUPPLY
STAINLESS S SKITS
.",,', .. :-.:-.1 1l-mij
ABS AugUSI 199 7
Technician Marty Sisk came up with a
Prestol ite exchange ALX9424 avai lable
next day from Love Field . He even had
the gasket. Brad Runnels, thei r eng ine
guru. made the swap and did an ex pert
job replacing loose tenninal s and adding new hardware.
All four bolts that secure the two
halves of the alternator had backed off
abollt three turn s of my screwdriver.
Yes , we had to cuI th e safe ty wire
which was slill in place. It had been
lighl enough to lightly mar the case
where it lay. The bolts had slightly
elongated the bolt holes in the case
half closest to the engine. The bearings felt rough as we turned the
shaft , which was understandable
--_...
wi th the rear case being loose.
•
•
Alternator check
When Nann Colvin said to have your
alternator checked at 300 hours. it was
excellent advice.
The loca l who over haul ed my
Prestolite AXL 9405 recently assured me
it was good for 500 hours. But on a recent minim ums app roach to Dallas
Addison, it was of some concern that the
load meter was at three-quarter scale
(chargi ng) when it should have been
centered after cruising for two hours.
After shutdown, when the cow ling
was lifted, the still troubling condition
of the alternator was noted. The rear half
of the alternator case was loose with respect to its attachment to the front case.
The safety wi re was intact. The alternator had not quite 300 hours in five years
on it. Once again, Nonn Colvin was right
on. If you area serious pilot, buy his book.
Raytheon Aircraft Services had sold
its FBO to Mercury Air Group, where
we parked. Mercury courteously led me
to the affable Hank Roe, service manager for Raytheon Aircraft. It had not
moved, but was disguised behind the
Mercury signs. After several calls, Lead
ABS August 1991
I was really pleased wit h the effort
by the Raytheon shop. It was comforting to see the load meIer where it belonged as we descended from 16.5 into
Willamelie Valley, where we we re
greeted by ice pellcts aftcr we landed
south of Portland. Oregon.
I hope the ABS technical consultants
will be able to tell how it is possible fo r
the rear of the case to come loose from
the fronl of the case when all four bolts
are in place and tied . The bolts do not
appear to be elongated . Its SIN is A4523
and it is an ALX9405. It is probably al
Aero Electric in Kansas by now. I hope
thi s story contributes to yo ur safety.
- Ri chJrd Van Hoomissen
Portland, Oregon
Dynamic prop balancing
I recently had an interesting experi-
ence which I believe could benefit many
of OUT members. A nice guy named Andrew Akin came out and did 3 dynamic
prop balancing right on my G35. Vibration at 2,000 rpm tested at aro und .76
inches per second when Andy started .
After he was fini shed, vibration was less
than .05 inches per second.
The whole process took a couple of
hours and COSI right around $200. What
a huge difference! The engine runs so
much smoother it 's difficult to describe.
I expect much less wear and tear on the
engine. propeller systems. avion ics and
occupants.
Andy works mostly in the Atlanta
area (DYNAM - Dynamic Propeller
Balancing at 404-6 I7-8568). If he gets
enough requests to travel, he's threatening to buy a Debonair and take his service on the road.
On another subject, I work in the
composite design, fabrication and 1001ing business. Several of my associates
have been discussing the idea of STCing
an all composite ruddervator and elevator to replace the corros ion-plagued
magnesium assembly curren tl y in usc.
We could do this pari in carbon fiber
epoxy with a foam core.
It would be twice as slrong as the
original design, balance out to specification, and more importantly, it would
last forever. I believe we could sell such
parts for about what it costS to have a
reputable shop re-sk in a magne si um
ruddervator or elevator. Do any of our
members have any interest in this?
- Steven D . Zeller, Alpharetta , Georgia
Windowsill problem solved
Thanks for publishing my question
about my hot windowsi ll. which resulted
in answers from two ABS membersFrank Krutzke, Bou lder, Colorado, and
W.B . Horlon. Sa lina. Kansas .
Both gent lemen had the same problem and. upon in vesti gating the struc-
ture, found a gap bel ween the cowling
channel and the nose bu lkhead (about
.25 inch by 2.5 inch). The gap allowed
the heated air in the engine compartment
and the rad iated heat in the cowling
channel to be blown through the Structure 10 the tail cone. This SlruCture includes the pilot's windowsill. By simply closing the gap with a sealant, the
airflow is slopped and the heat eliminatcd from the windowsi ll.
It·s interesting that on my aircraft. the
channel on the starboard side (passenger side) of the cowling was sealed and
the pilots side was not. Since sealing this
gap. I have a cool windowsill.
erald Boughner, Ramona , California
Moving map buyers, beware!
With th e options for moving maps
changing almost daily, the vendors in Ihe
marketplace are chan ging nearly as
quickly. Many of the new hand-held
GPS units present a moving map. which
has probably put extreme market pressures on th e smaller vendors who sup-
Page 4873
plied such sort ware for a laptop PC in
whatever format.
I wrote an anicle (page 433 1. May
1996 ABS Maw/:ille) about some of the
mov in g map ve nd ors, in cludin g
avMap by Parago n Tec hn olog ies.
LapMap by a vendor which was changing at the time. and a couple of others. I
was using the DOS-based NavMap on a
palmtop computer in addition to an HP200LX . " was a very nice program and
reasonably priced.
However, my update subsc ripti on
expired last fall and, not Ilying much
during the winter, I did not renew ulllil
rccelllly. Allhough the telephone still
rings and the machine sti ll takes a message (?). after three allempts over several weeks. there has been no response.
I wou ld adv ise all who have such programs to renew onl y by placing yo ur
charges on a cred it card . which gives you
90 days to reverse the charges if a vendor quiet ly folds their tent in the night.
At the very least, make an attempt
10
contact the vendor directl y before automatically sending in that renewal. I solicit others to bring the membership up to
date regarding various moving map ven-
dors by dropping a note to the Forum.
On another subject. I forgot when my
moving map anicle had appeared in the
magazi ne. But as a past president who
can still buy a cup of coffee for a dollar,
and as chainnan of the Magazine Commillee, I have been privileged to assist
Ron Vickrey in the periodic eva luation
of the ABS CD-ROM during it s development by Summit Aviation.
I reviewed seven years of ABS Maga:ille on a single CD-ROM . rellecting the
various types of print and fomlalling. Included were 1995 and 1996. so I plugged
it in, did a search for "navmap" and immediately arri ved at the lirs! of live occurrences of the word in the seven years.
Clicking on "next" sent me to the successive occurrence. As it turned out , all
"navmap" occurrences were in my article.
So I am reall y exc ited about the CDROM linally becoming a reality, and at
a price ($69 + s/h) about one- firth of
what we originall y expected it to cost.
Much of the information in the old issues is still valid and correct. Only some
of the telephone num bers have changed.
Butto di g in over 4.000 pages of newslellers to find a particular someth ing
when it can be done in seconds (or less)
on the CD-ROM , is wasting good nying time.
- Barrie Hiern, Rome, Georgia
Fuel odor in B55 Baron
Following a gear-up landing in my
Baron . I determined to take the opportunit y to full y overhaul the hull. Vinually all moving components were stripped
out and replaced or serviced. We had the
advantage of the wings being off the aircraft , making access simple.
Two months back into servi ce, an
odor of avgas was becoming stronger
each time I fill ed the tanks to max imum.
Exami nation of the fuel lines and connectors revealed nothing, so the front
seats were stripped out to access the spar.
A discoloration was noted on the left hand side panel around the spar. The leak
was then traced to pin-hole corros ion in
one cross-feed line where the clamp was
posit ioned.
I can on ly concl ude in the 20 years
my Baron has li ved, moisture had crept
under the clamp.
Be prepared for a real slog to fit new
lines wi th the wings on and wear your
ear muffs to defend against lang uage!
My advice is, if ever the wi ngs are ofr.
replace those lines automatically. The
pair cost less than $ 100 and you' ll save
hours of labor.
-David Stewart
Ascot, Birkshire, United Kingdom
Alternate CPS placement
I am looking for a way to use a Gannin
195 handheld GPS on a Bonanza dual
yoke. The bracket that comes with the
unit doesn' t work too well with the unit.
I would prefer it to swivel so the right
seat passenger could rC~ld it. If any mem-
bers have worked out a solution . I would
appreciate hearing about it.
- WilHam Burger, Ventura , CA
Kudos for Mayday Avionics
I am wri tin g to inform the member-
ship about a wo nderful experience I had
gelling my instrument panel replaced by
Mayday Avionics in Grand Rapids Michigall, and. in paliicular. the service I received from their salesman. Tim Brouwer.
I purchased a K35 model in 1995 and
have always enjoyed nying it. But I became frustrated with the panel afte r I
received my instrument license Ia.st sum-
mer. I felt that a panel modification would
make the airplane safer to ny and allow
me to install a Stonnscope and a GPS.
After much searching. I decided to
go with an Aviation Research Systems
panel. which is manufactu red in Sandy
Views on magazine covers
I CONCUR WITH BARRIE HIERN in hi s criticism of
the February 1997 ABS Maga:ille cover. Cover photographs
shou ld pay homage to the aircraft or to venerable people
who have significantly affected our organization.
I did enjoy. however. read ing the anic le that accompanied the February cover. The owners' effort to display the
Bonanza was noteworthy. Their enthusiasm was contagious
and we wi ll celebrate in thei r success.
Mr. Colvi n's passing was so sad. Your cover (April 1997)
was a lasting tribute to an icon. He trul y symboli zed that
which was good.
I WANT TO COMME T on the front cover of the May
ABS Maga:ille. featuring a famil y with their F33 Bonanza.
My wife and I found this a refreshing relief from the normal
magazine covers that typically show an aircraft in night.
I have owned an A36 Bonanza for 12 years, primarily for
business. However, my happiest moments have been in doing something both with the airplane and my fami ly. I'm
sure that feeling is true of other Bonanza ent husiasts as well.
I encourage you to incorporate more family/ Bonanza pictures in the magazine, including the cover.
-G regory Siemann, Carroll, Iowa
- Joseph Hudson , MD, Richmond Hill, Georgia
Page 4874
e
ADS August 1997
•
•
River, Oregon. Mayday is the Eastern distributor for Aviation Research Systems.
I dropped the airplane off in September. expecting to get it back a few weeks
later. However, because of problems
with parts, the work became delayed by
several weeks. AI that point , I was quite
frustrated and told Tim how I felt.
Not wanting to have a customer walk
away unhappy, Tim asked me if there was
anything he could do to alleviate my frustration . I told him I wanted a panelmounted GPS. (This added to the WX900
Stormscope and Northern Technologies
intercom system they had already installed.) He did some research on the
situation the next day and called me back
with an offer that more than resolved any
frustmtion I had with the delay.
Since that time, I have been nying
the airplane regularl y. and can promise
you I have not been the least bit disappointed. The panel is a work of art. It is
obvious from looking at the work in
front of and behind the COckpit that it is
a high quality job. It is a pleasure to look
at, but more importantly, everything I
need to ny with is at my fingertips and
easy to view. I highly recommend the
Aviation Research Systems panel done
at Mayday Avionics for anyone with an
older model Bonanza. My hat is off to
Tim Brouwer and his stafr.
-Steven Anderson , Columbus, Oh io
Glides/ope receiver
I wonder how many other Bonanzas
owners-with Collins radios that have
dual glideslope Nav heads (course deviation indicators with glideslope) but
only one glideslope rece iver- are li ving with the same kind of ignorance that
I have for over five years?
Do they know that only the No. I Nav
receiver wi ll tune this glideslope receiver? Do they know that, if the o. I
Nav receiver is tuned to an ILS fre quency, glideslope information is being
shown on the No.2 Nav COl , even
though No.2 Nav is tuned to a VOR frequency? As a slow leamer, it took three
occurrences since December 199 1 for
me to fi gure this out.
While attending the BPPP in early
1992, I was given an HSI failure and
then tried to make a partial panel ILS.
onl y to find that there was no glideslope
ABS August 1997
infomlat ion on the 0. 2 COL pen returning home, I new 10 a nearby airport
and made a practice ILS and found the
glideslope receiver to be functioning normally. Ahh. the dreaded "transient glitch."
No more thought was given to the
matter unt il this year when I went to a
local CF11 to get a BFR and Instrument
Competency Check. 111C same scenario
as in '92 was sci up, and once again there
was no glidcslope indication on the COl .
and a Localizer-only approach was made.
A few weeks later, I was holding on
Hard hot start solved
I've owned an F33A for about four
years and 320 hours, a great ai rcraft that
I have grown to appreciate more each
night hour. I owned only the C brand in
previous years. r 11 never look back'
The onl y fru stration has been in the
hot start area. I cannot believe that I'm
the onl y guy behind a ContintentallO520 that breaks into a sweat before a hot
start. especia lly at the pumps in front of
unforgiving onlookers who invariably
claim they never had a similar problem.
the locali zer to get into Macon. Geor-
I have tri ed every possible start combi-
gia, where the radio shop I usc is located
(Lowe Aviation). No. I Nav was tuned
to the locali zer frequency and the 0.2
Nav was tuned to the MCN VOR. While
in the hold I noted that the No.2 Nav
COl had no OS nag and the needle
showed a full scale ny dow n indication.
I tuned the No. I off the local izer frequency and the OS nag appeared in the
No . 2 Nav COl and the OS needl e
moved to the center. Tuned the No.2
nation with limited success. Each engine
seems to have an individual personality. as other 10-520s have been somewhat easier to start.
I'm sending this in for the pilots who
can sYl11p.tt hi zc and honestl y admi t
OS nag remained in place.
I have had this plane all this time and
they've been therc. I have now found the
ultimate solution to embarrassing vapor
lock' SLICK START by U ISO makers of Slick Mags. I ordered a unit which
is adaptable to most magnetos and had
it installed. Total investment about $450.
Presto! No morc problems.
I now have foregone my nooded start
have never read anywhere or had any-
technique in fa vor of:
body tell me, includ ing the BPPP instructor, that only the No. I Nav will tune
the lone gl ideslope receiver in this plane.
I asked Frank Izzo, Lowe's radio technician, about what I considered to be a
"glitch" in my plane. He was somewhat
dismayed that I did not know that all
installations wi th onl y one glideslope
1. Mi x und throttle full forward.
2. Boost pump on about fourto five seconds. About double what you might
use fo r a cold start.
3. Mi x abo ut onc inch back which for
my ili rcraft is lean.
4. Throttle full back then forward about
receiver work thi s way. Thi s is the first
5. Start crank ing.
airplane I owned that had a glideslope
receiver in it; all the others (Part 12 1)
had dual glideslope receivers.
I still find it hard to believe thi s kind
6. Slowly move throttle forward until
engine start s triumphantly.
- Randy Smith
Nav to the localizer frequency and the
of installation does not have some way
for either Nav rec eiv er to tun e th e
glideslope receiver. Nevertheless, that 's
110 t the w,lY it is wired. In th e event of a
o. I av failure, I suppose you could
swap the positions of the two Nav receivers and regain the glideslope. But
('Ill nol sure that is what I walll 10 be
doing in IFR conditi ons.
How many out there in "One Olideslope Receiver Land" know that. after the
failure of the No. I Nav receiver, the onl y
capabilit y remaining is for a locali zer
approach usi ng No.2 Nav receiver?
- Bill Pappy, Gainesville, Georgia
one inch.
Gllatema la, Centra l Ameri ca
rhe'
/\ "wri(,1/1
HUIl,I/)/,1
Soci('/v H," liIlI/Hh'f/lfI' '''cpt/rIU)',(' (II
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h,I\('/ : \If ,lin
f,lIt (1\\ III 'f" ,1I1d pilot ... S('t)( J \ UI/I I(,(I( ', .. I,,·
ABS Magelzin£'
ABS Headquarters
P.O . So, 12 HHH
Wichil .l , K.S 6 7277
fax: J /(,-'14'>-("1911
W,·"
AHS
Silo
httIJ://www.hol1.l117.1.orM
Page 4875
rCM Q&A, con tinued (rom page 4864
ence produce water and acids which enter the oil and are best
dealt with through frequ ent oil changes. Latent engine heat
after shutdown can al so cause this fonnation, which occurs
regardless of whether the aircraft is hangared or pllfked outside. Although oil change requirements are subject to many
factors, frequent oil changes are often associated with returned
engine cores that have gone to or beyond TBO and are almost
new in appearance.
Low time engines are the most susceptible to rust formation, particularly on new steel cy linder walls. This corrosion
scenario has been aggravated by the continued fall in the number of hours nown by the average aircraft. With regular use.
engine cylinder walls wi ll develop a slight oil varnish deposit
which provides a measure of protection. However, if the engine is used infrequently, light surface rust will begin to accumulate in as short a time as a few days. If the surface rust is
not addressed through uti lization or preservation, it will eventually etch the cy linder walls and may result in early cy linder
service requirements.
The description of how to di stinguish the stage of cy linder
wall rust is provided byTCM Service Bulletin SB97-2. To provide an additional measure of relief for this potential problem.
cy linders covered under the TCM TopCare'" program have a
manganese phosphate coating wh ich provides add itional corrosion protection for the first hours of operat ion. Over the years,
several attempts have been made to develop structural cylinder wall coatings, such as chrome, that improve long-term corrosion resistance. Most have come and gone, while the steel
cylinder continues to demonstrate long-term durability if properly maintained .
Once beyond the initial break-in period, low utilizati on rate
aircraft remain susceptible to corrosion formation and the rate
can vary with geographic location. When premature corrosion
fi eld services issues are anal yzed, aircraft nown less than 100
hours per year are often involved. With increasing lime, cam-
shaft and lifter spalling from rust pit formation can occur in
low utilization aircraft after the protecti ve phosphate coating
PARTICIPANTS SOUGHT
for BPPP focus group
Program improvement will be the topic of a BPPP
focus group at the ABS Convention (Friday lunch, Oct.
10). Both past BPPP participants and those who have
never attended are invited to submit their names for consideration. Space will be li mited.
If you would like to be considered, contact the ABS
office now (in wri ting): ABS, PO Box 12888, Wichita,
KS 67277. If you are a past BPPP participant, please indicate the type, year and location of the program attended.
Page 487&
Lo w time engines are the most susceptible to rust form ation, particularly
on new steel cylinder wa lls.
on the camshaft lobes is removed by normal lifter action. Aircraft located in hi gh humidity and/or ocean coastal environments are at a greater risk to corrosion than aircraft located in
the mountains of Colorado.
Agai n, unless the aircraft is operated in a manner to address
the issues previously discussed, the likelihood that an engine
will need unschedu led service initiated by corrosion formation is increased. It is for this reason that the Gold Medallion
warranty proration is based on a utili zation rate per month.
This rate is 20 hours per month for cylinders covered under
the TopCare program. When warranty evaluations are conducted on engines operated with thi s regularity, corrosion can
generally be eliminated from the troubleshooting list.
If there are extended periods when the aircraft will not be
nown , temporary preservation is recommended. The process
in volves removing the engine spark plugs and spraying a preservative oil in each cyl inder. The detail s of the procedure are
prov ided in TCM Service Bulletin SB9 1-5. If the engine wi ll
be inacti ve for more than 90 days, we recommend the full longtenll preservation that is perfomled when the engi ne leaves
the factory. The details of this procedure are also delined in
TCM Service Bu lletin SB91 -5, as arc the return-to-service recommendations for both temporary and long-term preservation.
Up to this point, we have been addressing corrosion issues
inside the engine. External corrosion should also be inspected
and preventive measures taken . Control linkages and cy linder
barrels are examples of such areas. TCM Service Bulletin SB 9612 provides instructions for cylinders and should be followed.
For many ai rcrart owners, the in vestment in your engine is
the single largest expenditure for continued enjoyment of genera l aviation Il ying. The air-cooled piston aircraft engine is a
durable product whose design features address the high power
pronle of general aviation nying, and its components wi ll respond to some loving care. The best way to protect your investment from corrosion attack is to be aware of its causes and to take
the necessary proactive steps to minimize its occurrence. --@-
~
~
WE WELCOME NEW LIFE MEMBER
Joseph M . Zaninovich, Bakersfield, California
ASS August 1997
•
Seattle-area ABS pi lots
• hel p kids soar with eagles
BY STEVE WALKER, REDMOND, WA SHINGTON
nlune 14, Seallle-areaABSmembers enthusiastically participated
in what has become an annual "all
Beechcraft" aviation event in conjunction with the EAAAviat ion Foundation 's
International Young Eag les Day. The
lucky recipients of the orthwest ABS
pi lots' generosi ty were sixth graders
from Wood moore Elememary School.
Sponsorship of thi s great program
was a rea l team effort between aviation
businesses and the ABS pi lots. Many
thanks to these folks whose generosity
made the event a success for everyone:
Galvin Flying Service, a major FBO at
Boeing Field, Seallie (BFI); the Museum
of Flight Restoration Center located at
Paine Field , Everell (PAE), Washington;
Mentor Plus Av iation Software of Aurora , Oregon; Garmin Internat ional,
Olathe, Kansas; and Raytheon Aircraft
Company, Wichita, Kansas.
Children, chaperons and pilots thoroughly enjoyed the experience, especially the guided tour through the Museum of Flight Restoration. It was a special pleasure to see the look of pride and
happiness in the children's faces when
presented with Raytheon caps, Gam1in
O
•
Pilot
Aircraft
Type
Tail
Number
Phyll is Baer
Sandy Allen
james Roush
Carmine Pecoraro
GW. Cummi ngs
Cal Ginsberg
Keith Craine
Drew Anderson
Dick Wilkinson
Richard jones
Victor DiPietro
Steve Walker
F33A
35
BSS
V3SB
S3S
V3SB
A35
C3S
K3S
j36
F33A
N3S
N88Tj
N3920N
NS32Q
N9143Q
NS786K
N18304
N75AE
N361
NS349E
N8370D
N627VB
N496T
souvenirs, Boeing pins and Young Eagle
certificates. The pilots also appreciated
Galvin Flying Service 's sponsorship of
fuel and facilities, and the look of surprise on the face of the lucky pi lot who
won a copy of Mentor Plus' FlightStar
night planning software was priceless!
With the nightly news scaring us with
rect the energy, enthusiasm and potenstories of small -plane crashes. and editial of Mrs. Clawson's sixth grade class
torials about poor neighbors having to
into a pos itive, fu lfi lling activity like
put up with ai rport noise, it 's small wonav iation, offering these young people a
der th e general aviati on community
glimpse of a new and exciting horizon .
sometimes feels besieged. Another conWe're already planning next year 's
tributing factor is that people often have
event- probabl y a tour of Boeing tower
a fear of the unknown. Through the sucand a night to" picnic spot. Roche Harcessful 4th Annual Wood moore Eagle
bor, anyone?
-@Flight, there are 40 people who have experienced general aviation Iirsthand and won 't be quite so quick
to condemn' those small planes.'
A small thing, perhaps but "a
joumey of a thousand miles .. ."
Each child will have hi s or
her nam e ent ered int o th e
"World's Largest Logbook" at
the EAA Ai r Adventure Museum in Oshkosh, Wisconsin.
As for the volunteer pilots, they
local NBC affilia te, interviewing Dick
take sati sfaction in helping di- King 5 News,
Wilkinson, a Young Ec18 les ' pilot.
~.......,
•
Participants at the 4th Annual Woodmoore Young E,1g les FliRht.
ABS August 199 7
Pilot Steve Walker with Katie Norling and
Clinl Baker, Young Eagles parlicipants.
P.age 4877
you can'I gel 60/80 or beller, off comes
Ihe cylinder.
Thai is nOI Ihe process as spelled OUI
in M84- 15, a copy of which was distribUled 10 all mechanics, TCM engine opera10rs and olher inleresled persons years ago.
Currents
BYLEWCACE
Engine compression
This artic le conlains more or less Ihe
same infonnalion Ihal AI Beech authored
in Ihe June 1997 ABS Maga: ;l1e, pages
4785-86, wilh a few addilional small infonnalion inpuls. Read Mr. Beech 's arlicle in conjunclion wilh Ihe fo llowing:
It 's annual lime, and when your mechanic gels around 10 check ing Ihe engine compression he finds Iwo cylinders
showing a 50 over 80 result. He says
somelhing 10 Ihe effecl, "Those Iwo will
have to come off so we can gel 'em up
over 60. Thal 'lI run aboUI $1,500 or so."
I hear Ihis slOry from ABS members
on a regular basis and afler discussing
Ihe silualion , find Ihal many mechanics
are nol using Ihe guidel ines spelled OUI
in TCM Service Bullelin M84- 15. This
is nol a new concepl and has been around
since 1984. However, some mechanics
are slill hanging on 10 Ihe mylh of Ihe
minimum differenlial compression reading allowable being 60/80. That 's ii, if
Page 48 78
Non-moving or static seals
There are IWO Iypes of seals which
mighl produce unacceplable leaks in a
cyli nder/piSlon assembly. The non-moving or Sialic seals are separale and aparl
from Ihe mov ing or dynamic seals. The
sialic seals consisl of Ihe inlake and exhausl valves, Ihe cy linder barre l 10 cylinder head joinl, Ihe spark plug gaskel
area, Ihe cy linder and head inlegrily (no
cracks). Yes, Ihe valves move; bUI during Ihe lime Ihey form a seal , Ihey are
slalionary and are therefore stalic seals.
Dynamic or moving seals
The dynamic or moving seal is the
pislon, pislon rings and cylinder barrel
surfaces. This dynamic seal is 10 be lesled
separale and apart Iromlhe stalic seals.
SB M84- 15 allows 110 leakage pasl
Ihe Sialic seals. The lesling oflhese lalic
seals docs nOI involve any reading on a
differenlial gauge olher Ihan confimling
Ihal Ihe cylinder has air pressure in il
which is al leasl as high as Ihe maSler
orifice gauge req uires. An example
would be: My own gauge sel was calibraled wilh a masler orifice, and Ihe result was 46/80.
Also, nole Ihal eXlreme care musl be
exerci sed durin g Ihese compress ion
checks, since Ihere is pOlenlial for rapid
rOlalion of Ihe propeller unless the propeller is held tinnly by Ihe mechanic or his
helper while Ihe cylinder is pressurized.
Checking static seals
The Sialic seals are checked by lislening in Ihe exhausl and in lake manifo lds using a hose for a "stelhoscope."
Look for cracks or slains on the cylinder
exterior and a check wilh soap/water
Solulion does Ihe olher Sialic seal areas.
When using Ihe hose lislening tool,
be sure 10 lislen in Ihe hose before the
cylinder is pressurized so Ihe "sea shell"
effeci is nol mislaken for an air leak. In
olher words, ca librale your ear 10 Ihe
hose.
If a leakage is delecled allhe valves.
Ihe problem may disappear if Ihe engine
is run or Ihe valve "slaked"while Ihecylinder is under air pressure. dislodging a
piece of carbon which may be holding
Ihe valve off ils seal. Cracks Ihrough Ihe
barrel or head obviously require cylinder replacemenl as would a barrel -Iohead join! leak.
So.lhe Sialic seal check is a lislening
and looking procedure. The dynamic seal
check is a gauging and performance
procedure.
There is no absolule way of checking
Ihe dynamic seal when il is in a Sialic
condilion. However, some guidelines or
Iimils musl be used,'md therefore, we have
the masler orifice M84-15 procedure.
I've checked or talked 10 olhers who
have checked compression on engines
which produced 75/80 or higher readings, yel Ihe engi ne was consuming excess qualllilies of oil (nol paSilhe inlake
valve guides). Also. cylinders may check
over Ihe required masler orifice or even
60/80 readings and yel Ihe engine lube
oi l is 10lally black only a few hours afler
changing. BOlh of Ihese examples meel
Ihe stalic check requ iremenl . yel neilher
of Ihese condilions is Ihal of a salisfaclory seal wilh Ihe engine running.
There is more 10 delermining a cylinder or engine's hea llh Ihan a salisfaclory
gauge reading. Of course. Ihere is a beller chance Ihal all will be well wilh a 79/
80 reading. and il sure looks a 101 beller
in Ihe engine logbook , but a low reading
may be Ihe resull of poor lechnique used
during Ihe compression check, inaccurale gauges or a pay men! due on Ihe
mechanic 's new car. In olher words, Ihe
only portion of Ihe compression check
which is all-delennining is the stalic seal
check pOri ion of Ihe process.
Engine lube oil
The besl indicalor of pislon ring seal-
ADS August 1997
•
•
•
ing is the engine lube oil , since any leakage past the ring belt affects both oil
color and temperature.
There is no reason to condemn a low
compression test reading (one which is
in the lower end of the M84-15 allowable pressure) provided the static seal test
is satisfactory and the piston itself is not
cracked or broken, engine runs smoothly
and within temperature limits, oil consumption is not excessive and the oil does
not tum black shortly after changing.
Also, low readings may be further
investi gated by an inspection of the
cylinder wall surface, piston dome and
combustion chamber. If heavy black
deposits of carbon exist on the piston
dome. you can be sure they also are on
the piston sides around the top rings .
One of the requi rements of the compression rings being able to provide good
sealing is their abi lity to move in the piston ring groove. Deposits which are
heavy enough to cause loss of ring to
groove clearance will result in ever-increasi ng leakage and may even c,-,use
ring breakage.
Broken ring condition
A broken ring condition will usually
show as scratch marks up and down the
cy linder walls. No amount of Marvel
Mystery Oil will eliminate a stuck ring
condition, although it may reduce the
problem temporarily.
If you do not have a copy of M84- 15,
get one. There is additional information
regarding this important aspect of engine
maintenance in this SB. Also. the master orifice tool, P 646953, is obtainable
at Aircraft Tool Supply Company. PO
Box 370, Oscoda, M148750. Phone 517739- 1447 or fax 517-739-1448.
Lewis C. Gage, ABS member, ATP
multiengine land .""ith Boeing 707/720/747/
A·3 10 ratings. Commercial single engine
land; flight instructor MEl../SfL <lirplanes and
ins(wmellts; ground instwctor advanced
and insfwmenl; flight navigator; flight e ngineer; mechanic-airpl<lne and engine; and
FAA parIS m.lllufactllring au thorization.
Flight time: IS,OOO-plus hours. Lew may be
2255 Sunrise. Reno. NV 89509. 702-826-7 r84.
COrHactec:1 at Sunrise Fillers, fnc.,
First N.£. Bonanza Croup
Our ny-in to Longwood Gardens was a great success. Reminded me of an observation attributed to H.L. Mencken when
he first saw the Hearst castle: "This is how God wou ld li ve if
he only had the money."
We also visited the Hadley Museum which has something
for everyone: the Dupont ancestral home for the ladies and the
powder works forthe men. Several of the original powder mills
are still there along the Brandywine River.
Our Saturday night dinner guest speaker, Dave Rogers. gave
us many pointers for high altitude flying. such as
• High altitude affects not only the power of our normally
aspirated engines, but the aerodynamics as well .
• Turns back to the airport after an engine failure? Can do
from 700 feet , but do it quickly with a 45-degree bank.
1997
SERVICE
CLINIC
SCHEDULE
1/1
'" 111 '( /lIh ,t!
•
(/,11'1 "
"(1/ 'I' '( t to
( 11.111,1;"
ADS August 1997
•
•
..
..
•
• Pop quiz: For maximum performance from a land ing abon,
what is your next move after "max power"? Answer: Flaps
to 10 degrees. (The last increment of nap extension gives
mostly drag and not much li f!.)
September 13- 14 wi ll find many of us enjoying the lovely
Basin Harbor on the east shore of Lake Champlain. This is
planned as a joint fl y-in with the Aero Club of New England
which will be hav ing spot landing contests and a mini-airshow
on Sunday. The NEBG Formation Flying Group also pl ans to
make an appearance. Call 1-800-4000 for reservations for Saturday nigh!. Call me for more information at 203-375-2595.
-Gl'IIe Keyr, presidelll
We we/come Regiona/ Sodery neil's and encourage
submission of accompanying IJ/IO IOS .
• •
~AiiSMag<i;jne -~'nCD-ROM'
American Beechcraft
Sioux City. towa
Jet Sun Aviation
Wichita Falls, Texa s
Best Aviat ion
Rock Hill, S.c.
Caro-Wings Flight
Mena , Ark.
Ultimate Engines
Service
~<r ~_~d~_,~-:~~:_,._~ :~'..~ ~
~_~
30 years of ABS newsleners and
magazines with search access to all
words and numbers for onl y $69.
Call 316-945-69 13
and Charge to VISA or MC
S&H US/Canada/Mexico. add S5
• This is a dare ch.lnge. Tile orinin.11 date
\VtlS
Oct. 17-20.
All other countries, add $8
Page 4879
ing the rudder and the two safety-wired
screws that attach each bracket to the
spar web. (Beech later estimated the disassembly, inspection and re-assembly to
require four man-hours).
BY DICK WILSON
n 1989t he Airline Training Cen ter in
Tu cson contacted Beec h with the
news that one of their fl eet of 15
F33As had a broken rudder. That is, the
upper hinge had torn out the portion of
sheet aluminum spar to which it was attached. Later the ATC found fi ve more
rudders in their fleet that were progressing to fa ilure, wi th cracks under the upper hinge and some under the middle
hinge . Then the FAA passed on two
"Malfunc ti on or Defect Report s" describing the same problem on an F33A
and a 35-C33A. Thus a total of eight
partial failures had been discovered out
of a sample of 17, and there were about
4,300 Bonanzas out there with the same
rudder design.
The hardware
The rudders of Bonanza Models 33
and 36 are hinged at three places: top,
middle and bottom. The top and middle
hinge brackets are attached to the spar
web with two screws and nutplates (see
lig. I. top bracket). The web is rocked
left and right by the hinge load, resulting in fati gue cracks at various locations
as shown in the photo below of a dyepenetrant inspected spar.
There is nothing wrong with the spar
des ign; the problem is that the hinge
bracket is mounted in the wrong place.
nle integrity of this vital attachment thus
depends on the out-of- plane bending
strength of a 0.6 inch square of .032"
sheet aluminum bounded by the six
nutplate holes.
The upper hinge is in a tight spot. out
of sight and inaccessible. Inspection of
the fai led area is only possible by remov-
I
Page 4880
•
•
••
Cracks reve"/ed with red dye
The Mandatory Service Bulletin
Beech performed a statistical study of
th e 17 inspected aircraft. The eight
cracked rudde~ had fl own between 1,200
and 5,000 hou~ each. This tiny sample
became the basis for Mandatory Service
Bull etin No. 2333 issued in October
1989 to owner/operators of about 4.500
model 33 and 36s that were currently fl ying with the same rudder hinge supports.
The MSB warned that these partial •
fai lures "could result in loss of airplane
control. " For aircraft with more than
1,000 total flight hours. it called for dyepenetrant inspections of the rudder spars
within 50 flight hours and at every annual thereafter or at 500 fli ght hours,
whichever comes first.
The lowest fli ght time among the
eight cracked rudders was 1.200 hours.
and from this it was reasoned that the
other 4.500 Ilying rudders would be safe
for the first 1,000 flight hours! What do
you Flying Physicians think of th is
epidemiology?
The (ollow-up AD
Eight months later the FAA published
an Airworthiness Directi ve (90- 11-04)
on the subject. For aircraft with over
1.000 fl ight hours, it called for an inspection of the spar within 100 fli ght hours
and at every 500 fli ght hours thereafter.
(Three more ADs followed: 91-23-07,
92-15-06 and 93-24-03, wi th the same •
inspection schedules.) Thus the AD left
out the annual inspect ion requirement.
To illustrate the danger in this omission, an aircraft that averages 100 hours
per yea r mu st be in spec ted for spa r
cracks in 11 years since new, and again
FIGURE 1
FIGURE 1
Original bracket shown deflected
(looking down)
DW-l bracket with steel flanges bolted
thru spar and skin
ASS Augusl 1997
•
•
•
•
five years after that! This even applies
to the acrobatic Bonanzas (SINs CJ·I
thru CJ- 179) that are type-certified to do
snap rolls. The significance of 500 flight
hours changed radically between the
MSB and the AD; it was a restriction in
the fonner and a relaxation in the latter.
The AD relied heavily on the fault y
assumption that night hours cause the
rudder cracks. They are really caused by
a magnitude-frequency spectrum of
aerodynamic forces on the rudder. Full
rudder deflections at maneuvering speed,
any number of them per hour are permitted by the pilot 's handbooks, yet the
AD states, in effect, that there is no danger for the first 1, 100 hours of fli ght , or
for 500 hours afler each inspection .
Corrosion can significantly contribute 10 bending failure of the spar web.
The hin ge open ing is exposed to the
weather, and the faying surface between
the brackel and Ihe web mi ght relain
water. The bracket and spar are of dissimilar melals, which makes corrosion
much more likely.
The production line mod
Shortly after the discovery of the rudder problem, Beech devised a repair for
rudders not yel assembl ed, to avoid
building more aircraft with known fl aws.
This consisted of internal reinforcements
to the aft side of the spar at the two hinge
locations. The spar web would still be
rocked back and forth, but not as much
because it was stiffer.
To be sure that the changes prevented
the cracks and didn 't cause new failures,
1.5 inch holes were cut in the rudder sk in
af! of the hinges so that the interior could
be inspected with a mirror and flashlight
for possible continued cracking. And beca use th e holes redu ced the shea r
strength of the rudder skin at the points
where the shear stresses are greatest, the
skin was reinforced around the holes to
prevent the holes from causing buckling
or wrink ling. The inspection became an
annual requirement for the rudders modi·
fied in this manner.
ABS August 1997
MSB No. 2333 Rev. J - Field Repair
In November 1991 , Beech published
an MSB revision to introduce Kit No.
33·600 1· 1S for strengthening the rudder
spar on aircraft in the fi eld and ending
the previous disassembly dye-penetrant
inspection requirement. This kit WliS es·
senti ally the reinrorced spar or the ··pro·
duction line mod" described prev iously.
Beech estimated 29 man·hours to install
it. and the hardware cost is over $500.
Annual inspection through the skin holes
for possible ruture cracking is required.
Oh, and the MSB offered an alternative
fix : a new rudder ror about 55.200.
The SMP hinge brackets
In August 1990 an STC was issued
for the upper reinforcement bracket
SMP·I . It was a welded rour-piece "addon" which stradd led the origi nal crackproducing bracket, leaving it in place, but
carrying all of the hinge load out to the
attachments of the spar flanges to the
sk in. This "belt and suspenders" design
was hard for the FAA to reject, and two
years later. in August 1992, AD 92· 1506 was issued which called for stop-drilling of any web cracks. and permitted Ihe
end of the AD inspections ir an SMP- I
hinge bracket was installed.
The new OW-J and OW-l brackets
In March 1996, STC SAOO044LA
waS granted ror the much-improved DWI and DW-2 brackets. The DW- I is illustrated in fi g. 2. In a remarkably short
time of 21 days, the DW brackets were
approved as "Alternate Method of Compliance" with the AD. The SMP brack·
ets are now out or production and have
been replaced by the DW brackets. DWI and DW-2 are manufactured and distributed under PMA by General Forming Corp. in Torrance. Califomia (3 10326·0624). See ad in every ABSMaga:ille.
There arc about 4,300 affected 33s
and 36s in the US Registry. and about
40 percent of them have been fi xed with
SMP or DW hinge brackets. Of these.
ove r 100 kit s have been shipped to
Raytheon Aircraft facilities.
SUMMARY
The writer has had recent disc ussions
with Raytheon and FAA personnel reo
garding the MSB and AD inspection requirements, and the discrepancy between
them (annual vs. 500 hours). Their opinions. not quoted precisely because some
or them were yes or no answers, were:
Raylheon: The annual rudderdi sassembly dye· penetrant inspection called ror
by MSB2333 rev. I is a surficient sareguard againsl catastrophic failure. However. repeated di sassembli es result in
wellr and tear of the rudders.
FAA: The lesserrequirement or lheA Ds.
however it came abouI , is unimportant
because CFR 43.13 requires compliance
with the annual inspection called for by
the Mandatory Service Bulletin as incorporated in the Maintenance Manual s.
The FAA is waiting for more "Malfunction or DelCct Reports" from the field . before tightening up the AD req uirements.
There has been a lot of telephone
feedback from owners and FBOs. Many
cracks have been found (see photo on
previous page) and brackets are replaced
per the AD. apparently without sending
in malfunction reports. Others are having thei r rudders fi xed to get rid of the
recurring inspect ions and the danger. But
it is apparent that some owners are still
ordering 500-hour inspections without
bracket replacement. if no cracks are
found. The DW bracket fi x costs about
the same as two inspecti ons. It is almost
certain that all rudders will eventually have
to be fi xed. So to continue the inspeclions
is a waste or money, and dangerous.
ABS member Dick WilsOIl, LOfl8 Bea ch,
California, \·vas a streng th eng ineer at Dou·
glas from 1942 10 1977. He developed the
SMP and OW brackets. He owned A35
N8669A from J 957 to , 987. He now owns
a nd (li es 1986 F3]A N 722 9K whic h i s
equipPl'd with the very 1.1 lest rudder hinge
brackets, .1 C PS and a new 10·550 engine.
(For more information c~l l1 him ell 562-4336228 evenings p~1Cjric tim e).
Page 4881
Feature benefits
• Immediate warning of an over temp
on any mon itored channel, as well as
shock-cooling and differential (span between hottest and coldest channel) warning on each display.
• Up to 36 programmable warnings. All
warnings arc programmable from the
front panel.
• In the "automatic" mode, the US-SA
will aut omati cally scan thro ugh each
monitored channel. In the "step" mode.
the unit can be manually stepped through
each channel or left on a specific channel (i.e. during leaning).
Shop Talk
BY LYNN JENKINS
Engine Monitors
The following is a brief overview of
the more popular engine monitors for
today's general aviation aircraft by Electronics International. Hori zon Instru ments, In sight, JI'I In strume nts and
Shad in fuel computers.
Electronics International (EI)
EI has a wide variety of engine moni toring equipment , as well as cockpit instruments ra nging rrom clocks to annunciators. Their engine monitoring instruments range rrom ruel fl ows to programmable engine analyzers. Top of their line
is the programmable Ult imate Engine
Analyzer, PIN S-SA. The dual display,
dual engine analyzer monitors up to 16
engine temperatures (up to eight on each
display). The US-SAcan be programmed
from the front panel to scan (or step
through) as many channels as you need
(four to eight channels on each display).
Page 4682
• Automatically find s the hottest channel on each disptay.
• Accurate to one degree Fahrenhei t.
Accuracy is one-half percent of full scale
reading.
• The US-SA uses an LCD di splay
which. accordi ng to Ihe company, will
nOI wash oul in bright sunlight and has
no parall ax viewing problems.
• Physica l characteristics are: 19 oz. for
Ihe unit , four oz. roreach probe and leadin wire 1(6 foot) 20 foot cables are available for twi nsl. Cables can be fabricated
to any length to accommodate aircraft
requ irement s. Dimensio ns are 2.5
inches x 2.5 inches x 5.35 inches.
• STCs arc available for many ai rcraft.
Check with EI before purchasing any of
their equipment to asce rtain if an STC
is ava ilable for your aircraft.
EI also offers a sca led-down ve rsion
engine ana lyzer under their PIN SR-SA
called the Smart Engine Analyzer. Thi s
unit is not programmab le bU I orfers
many of the same features that arc offered on the US-SA.
Other engine monitors
available from f l are:
• Di gital di splay fue l fl ow/pressure instruments. giving you gph, fuel remain-
ing and fue l used during the fli ght. Also
avai lable is their GPS/Loran version
which will give you fu el used during the
fl ight. ruel remaining at destination, time
to empty. etc.
• Digital tachometer wi th analog lights
giving you rpm accuracy within +/- 10
rpm. This unit is also color marked lor
the operating ranges or your engi ne. It
includes fli ght timer. tac h timer. peak
rpm recorder. and connects to both " p"
leads through an isolat ion circuit to protect and not load down your magneto.
• Primary replacemenl ror your oi l pressure and oi l temperature instrument.
Digilal display. the PIN is OPT- I.
•
• Primary replacement for yo ur manirold pressure instrument. Model M-1.
Don't ask me where they get these model
numbers. Again. this unit offers a digital display in thecenterofthe instrument
with a light ring around the outside. providing a quick analog reading. Outside
of the safe operating range. red annunciator li ghls illuminale 10 give a warning (probably onl y requ ired on turbocharged engines).
• Primary volt and amp instruments. A
di gi tal volt/a mp gauge wi th warning
lighls if yo ur current (amps) or voliage
is outside of operating parameters.
• A variety of EGT/C HT(fIT digital
single and dual function instruments as
well as digital instruments fo r OAT and
carburetor temperatu re. Not too many of
you need carb tempcmture. bUI then maybe
your other airplane is a Super Cub.
• An annunciator panel with Iights is also
available under Model num bers AP-7V
or AI'-7 H for hori zontal or vert ical
mounting. This panel offers a quick reference to any warning annunciators acti vated by any orthe EI inslruments such
as the US-SR or the SR-8A analyzers.
•
• Las t but notlea5t is a new product. the
AV- t7 Voice Annunciator. This unit is
tied into any of Er s instruments that
have warn ing circuit s (wnrning li ghts)
and gives the pilot a voice message over
hi s headset stating "Check bus voliage;'
etc.
Horizon Instruments, Inc.
The I-I ori zon instrument s P- t 000
digi lal tachometer offers some very interesting features fo r the general avialion pilot.
• Engine rpm acc uracy wi thin one rpm .
which enables YOLI 10 sec minor variations due to engine setup changes such
as minor changes in propeller pilch and
mi xture selli llgs.
ADS A ugust 1997
•
•
o
Responsive to fast engine rpm changes.
o
Does not require periodic calibrat ion
as does a mechanical tachometer.
o
The display actually shows the rela-
ti ve change in rpm after a magneto is
shorted out (mag check).
Shows symptoms of misfiring magnetos. Occasional misfiring of a failing
magneto is detectable by the P- I000 and
regi sters on the display as an unsteady
rpm indication. The indication usually
precedes an excessive mag drop.
o
Troubleshooting display modes ease
look ing for a failing magneto. Tachometer can show the rpm for either magneto, all owing fai ling magnetos to be
located.
o
•
o Magneto Signal Loss Annunciators
show loss of P-Iead signal. Hot magneto
loss of ignal from e ither magneto
causes a red annunciator light to illuminate indicating a possible magneto fai lure, broken P-Iead, shorted or grounded
P-Iead, or a broken ignition switch . In
my opi nion, this is probably one of the
most important features of the P- I000.
Vi sibility: Large, easy-to-read numbers, backlit for good visibi lity at night.
Red/yellow/green operating range indicators. Factory pre programmed at the
time of purchase to illuminate in the
exact operating ranges specified by the
aircraft manufacturer. Optional canted
bezel for good visibil ity in remote panel
locations.
o
Reliability: Two-year warranty, all
metal constructi on, AN type connections, mil spec wire used, independen t
magneto circuit s for added reliability.
Over-speed trap remembers highest engine rpm during last flight. No P-Iead
loading (high impedance) to cause magneto problems.
o
Insight Instruments
•
lnsight offers a series of graphic engine monitors that monitor the cylinder
head temperature (CHT) and exhaust gas
temperature (EGT) of each cylinder. All
cy linders are displayed with a vertical
graph for each cylinder with the CHT
superimposed on top of the EGT vertical bar graph in the form of a dropped-
ADS Augu st 1997
out horizontal (bit) bar. Not on ly do they
monitor these parameters, they superim pose the CHT on top of the EGT for a
one-shOl look althe relalive temperatures
between each cy linder.
For the nonnally aspirated engine. the
Gem 602 has been a very popular instrument-one of the first on the market
some 10-plus years ago. For the high
Oyer, with the TSIO engine. the Gem 603
has been well received, offering turbine
inlet temperature (TIT) and features offered by the n0n11ally aspirated version
of the Gem 602.
A rew years ago. lnsight offered some
additional models for the multi-engine
pilot and the pi lot who wants data logging features: The Gem 610 which offers EGT. CHT, outside air temperature
(OAT). and a data-logging package
which includes a palm-top computer for
downloading the information stored in
the Gem 6 10 via an infrared sender/
reader.
The Gem ini 1200 series is for the twin
engine fl yer, with basically the same fea tures as the Gem 610 but in a twin engine version.
The Gem 602/603 and Gem 6 IO. are
designed to fit in a 2.250-inch hole in
the instrument panel. The Gemini 1200
series units are designed for a 3. 125-inch
instrument hole. All the units come complete with harness. terminal s, probes.
instruction manual (pilot guide). instruction video and of course the STC. Note.
however. that th ese units arc not for re-
placement of original instruments but are
complementary to them. If an EGT was
not part of the original equipment issued
with the aircraft, you could replace an
aftermarket EGT with the Insight CHT/
EGT unit. Under no circumstances can
you remove the original CHT from the
aircraft. The Gem becomes complementary to the original CHT unit.
JPI Instruments
J PI offers a variety of features in thei r
EDM series of engine monitors.
The basic EDM-700 offers EGT.
CHT. data di splayed in vertical bars with
a mi ssing bit for the CHT temperature
of the cylinder superimposed on the vertical EGT bar. Not only does the EDM700 give a graphic display of your cy linder and exhaust temperatures, it also
gives a digital readout at the bottom of
the screen indicating which cy linder it
is monitoring. As in the case of most of
th e other EGT/C HT unit s, it is al so
complementary to the CHT and can be
primary to the EGT.
Optional features can be added at the
time of purchase (or later) such as oil
temp, voltage, TIT, OAT. induction air
temperature (JAT) and differential temperature, calc ulated highest to lowest
EGT. Maximum deviation cy linder,
shown by a dot.
In the voltage mode. the unit measures bus voltage. providing a Hi/Lo
alarm for earl y warnin g of an elec tri cal
system failure.
In the shock cooling mode, the unit
calculates and di splays the exact cooling rate; maximum rate cy linder shown
by a dot.
In the OAT mode. the temperature is
accun.ue within one degree F. This feature
helps you anticipate icing conditions.
When leaning for cruise, putting the
unit into th e leaning mode automaticall y
finds the first cylinder (EGT) to peak.
A little over a year ago, JPI added
another feature to their EDM-700, that
being a fu el computer. For fuel remaining. fuel remaining at your destination
(requires an RS232 or other serial input
from a GPS or Loran) or just endurance,
you can opt for the fuel fl ow option when
purchasing the EDM-700.
The EDM-760 was recentl y introduced which is for twin engine aircraft
requiring a 3. 125-i nch instrument hole.
whereas the EDM-700 only requires a
2.250-inch instrument hole. The fuel
computer is not offered on the EDM-760,
but most of the other features on the
EDM-700 are available.
Last but not least is the EDM-700
PilgC 4883
Data Recordi ng (logging) option. If you
choose this opti on. you will need to install a remote box (5.2 inches high x 7.1
inches long x 2.3 inches wide) inside the
aircraft on the fire wall. With this feature. you can download important engine
information for maintenance purposes
(trend monitoring) to your PC computer.
With your JPI eq uipment, you will
receive everythin g (p robes, lead-in
wires, connectors, now transducer if' ap·
plicable, STC, manual s) necessary to install it in your aircraft along with detailed
instructions and an owners manual.
Shadin
Shad in offers three products for fuel
monitoring:
I. The Min iflow. which is a small rectangu lar shaped unit primaril y used in
single engi ne aircraft.
2. The Microflow which fit s into a
2.250" instrument hole.
3. The Digil1ow, which fit s in a 3. 125
inch instrument hole and is available
S.E. Bonanza Society
for either single or multi engine aircraft. The Digiflow also has an STC
for replacement of the original factory
installed fue l fl ow gauge in many of
the multi engi ne aircraft.
The Shadin fuel computer units offer
fuel on board; fue l rema ining; fuel bum
rate in gal , liters or Ibs. per hour; and, if
you have the "L" (Loran or GPS) version. it will compute fuel remaining at
your destination. This is very useful in
that you will know if you are going to
be able to make your nex t fu el stop at
your current fuel burn rate and speed. If
it comes up with a -2 .5 for example, start
looking for a closer place to land .
These Shadin fuel computers come in
kit fonn and include everything for installation including the transducer if required (not requ ired in later model aircraft with factory fuel fl ow meters installed), hoses, wiring. fillings, the operation manual (pilot supplement) and
the STC for your aircraft.
For more information on these products. contact your favorite Avionics shop, •
FBO or the manufacturer. Al so (I just
have to say it), they' re available from
your favorite mail order house at signifi can t discounts.
Shollid ),011 wish 10 COIII(l('/ II/e re -
garding this article other anides 11/00'e
t
wrillell, or abolll a slIbjecl ),011 wOllld like
me 10 address in this ('oll/IJIII. YOII may
do so by eirlllJr, /I sin g the r-mail
(Lyllnl ellkills@worldllel.atl.llel) orJil.\'illg
702-33 1-49 11 .
Lynn Jenkins, (ATI~ Multi and Single Engine,
Commercial Seaplane, A&P and JA ratings)
is all avid ABS member, supporter and
speaker al the ABS Convention seminars.
He WilS also a pioneer in selling up an 'lir·
craft mail order parts business for genera l
avia tion aircraft owners. His compan y. un·
der the name of Jenkins Air Servicc, sclls
engines, propellers, parts, .1ccessories, avi·
onics etc. wholesale to the ~1Viation com·
nwnity. All ABS members will receive significant discounl s.
To contact Jenkins Air Service, calf 702331 -4905, fax 702-3J ' · 49 f f or c· mail
(LynnJenkins@worldnet .c1tt.net).
John Pari sh, president of the Staggerwing Mu seum , and we
may al so tour the Jack Daniels Di stillery in nearby Lynchburg.
ABS members are invited to join us in Tullahoma. Call me
at 770-7 19-0638 for details and to confinn your attendance.
We expect another large enthusiastic group.
Membership in SEBS has increased 60 percent in less than
a year: our revised goal of 200 new members has been metand we are still growing! We are an acti ve, fun-lov ing group
with an activity about every month. You are invited to become
a member. Call me for a membership application.
We reached a new pinnacle on June 21: Teledyne Continental Motors hosted the largest fly-in lunch ever experienced by
SEBS. This fl y- in lunch was held at TCM's new Customer
Support Center in Fairhope. Alabama.
Forty-eight Bonanzas and Barons. one Cessna and three cars
brought in a total of 11 8 people. Actually, had it not been for
thunderstorms-and a forecast of more thunderstorms-our
turnout would have been even larger. An additional 16 airplanes
- Harold Bosl . presidelll
had confirmed but could not make it
The TCM people did a superb job as
hosts. We had a delicious barbecue lunch ,
a tour of their new Customer Support Center and their engi ne plant. It was a fun filled, educational day.
TCM has agreed to give us great fuel
pricing of $ 1.75, including tax , for our
80llall:as 10 Wichita groups in October.
Our next fl y-in lunch is August 23 when
we will visit the Staggerwing Museum at
Tullahoma, Tennessee. We might visit an
aluminum baseball bat factory owned by BBQ·filJed SEBS members prep~lre to board buses for trip to reM 'seng ine factory.
Page 4884
ASS Augu SI 1997
•
•
Interestingly. the moment we touched down, full power came
everal months ago, I purchased my first airplane, a
back and we dec ided to Ily ourselves out of this one. Needless
like-new 1964 Debonair wi th a 260 HP conversion.
to say. when we emerged from the cloud of dust. we headed
Prior to this, I flew only Cessna products. We all know
right for the airport. landed and tried to assess what happened.
there's a bit of a difference, but I almost learned one of these
This is where the difdifferences the hard way.
I'm
not
proud
o
f
the
story
I'm
telling
here,
but
if
it
ference
between a Cessna
My instructor and I were
and
a
Beechcraft
comes
saves someone's life, airplane or both, it is a sto ry
on our first fli ght after I
in . Cessna products have
closed the deal. We climbed
wo rth telling. - Allonymolls AfJSmember.
four
fu el seleClOr pos ito approximately 5,000 feet
tions:
off, both, right and
AGL, did some maneuvers
left. Noteworthy is that the
and stalls, and then we headed
right and left posit ions are
back toward the airport for a
perpe ndi cular to th e
few landings. On my way
"both " and "o fr' posiback , my in structor sugti ons. The fuel se lector
gested we practi ce a few
va lve is also very visible,
emergencies and promptly
located in the center of
pulled the power back to
the cockpit. In contrast.
simulate engine-out proBeech products have
cedures. I did what I
three fuel se leclO r
was supposed to do:
positions: off, right
establish best glide,
and left. Noteworswitch tanks, mixthy is that the
ture rich , prop at
right and left polow rpm to resitions are not,
duce drag,
I repeat, 1I 0t
fuel pump on,
perpendicular
si mul ate reto one another
starl.
The
(nor is the fuel
problem was,
seleclOr valve
when we got
read il y visdown to 500
ible). Get the
fee t AGL ,
picture? I had
there was no
the fuel selector sw itch in a perpendicular position. midway
power-even after I put the throllie back in! At that point , I did
between the right tank and the off position.
what every pilot does with his or her brand-new airplane, parBeing new to a Beechcraft , I simpl y assumed that the fuel
ticularly one they refuse to ditch- forget everything you ever
selector positions were perpendicul ar to one another. Not an
learned about fl ying the airplane. Yes, the stall and gear up
unreasonable assumpt ion, but a mistake I wi ll never make again.
horns were on.
A few things to remember: We've all heard our instructors
Fortunately for me, my instructor kept his cool and the palm
say it, "Fly the airplane! If you are goi ng to ditch, avoid deof his hand on the aileron trim (effectively pushing the nose
niaL" You've got to mentall y comm it to land. If you don't,
over to avoid a stall). Fortunately for both of us, there was a
you're going to try to keep a dead 3.ooo-pound object from
fiat , freshly plowed and dry field right in front of us. And this
falling out of the sky. Trust me. you're going to make a bad
laller point is significant , because the incident took place in
situation worse.
western Washington where big trees and mountains are much
Finally, a suggestion that I think helps. Repeat as you get
more common than flat fields.
close to the ground : "It 's the insurance company's airplane."
Anyway, just before we touched down. I switched the fuel
In retrospect. I don't regret my mi stakes. My airplane and I
selector valve one more time, put down the l1aps and dropped
arc
OK and the lessons learned will never be forgollen.-@gear.
S
Flying the insurance
company's airplane
ABS AugusI1997
Page 4885
Insurance
BY JO HN ALLEN, PRESIDENT
FAL CON INSU RANCE
Off-airport
emergency landings
All of us in the insurance industry are
alarmed when we hear that one of our
insured has been forced to make an offairport landing due to an in-fli ght emergency. The emergency that precipitates
most of these situations is some type of
engine failure.
Thi s was the cause of a crash in
March 1996 when a Piper Arrow, piloted
by a private pilot. departed on a VFR
night. Just 12 minutes into the fli ght ,
ATC tracked the aircraft descending to
4,300 feet and making a turn back to the
Munici pal Airport. The pilot requested
a vector to the closest airfield and the
controller gave the pilot a heading in the
opposite direction. The pilot had lost his
engine and now was los ing lifesaving
altitude due to his indec isive actions.
The accident report indicated that the
pilot made a deliberate approach to an
Interstate Hi ghway at a 60 degree angle.
The aircraft crashed in the northbound
Page 4886
lane, then slid thro ugh trees in the metally paralyzed by the thought of a crash
dian strip. The aircraft ended up in the
landing.
southbound lane where it crashed broadA delay in accepting the situation can
side int o a station wago n, killing a
cause poor decisions on selecting a landwoman and child and severely injuring
ing site or other mistakes in piloting the
another occuprull . The crash killed the piaircraft . Further. when an engine fail ure
lot and the passenger in the aircraft. which
occurs, pilots may be so immersed in
exploded on impact with the car.
r,nding and correcting the problem that
Thi s crash, and similar accidents inthey forget to fly the aircraft. Continuous
volving attempts to land on busy streets
attempts to restat1 the aircraft can cause
and highways after an in-flight emergency,
loss of aircraft control or lead to a stall.
have the insurrulce industry concerned.
The insurance industry is more interIn the accident mentioned above, a lruge
ested in the avoidance of bodily injury
open field was within 300 feet of the highor death than in preserving the aircraft.
way. This would have been a better place
We all believe that any emergency landto try a landing, but we will never know if
ing from which you can walk away with
the airplane could have made it safely.
minor or no injuries is a sllccess ful one.
While there have been safe landings
The message we bring to the ABS
on busy roads or highways. this is not
members is: Purchase an adequate amount
the norm . The best rule of thumb is to
of insurance for your aircraft. Do not let
leave the roads to the trucks. buses and
the thought of saving your aircraft cause
cars and decisively find another approa serious situation to become a disaster.
priate site for a forced landing. In addiThe insurance ABS members purtion to the hazard of automobiles. many
chase will pay for partial or total losses.
roads and streets have power lines and
Serious bodil y injury or death cannot be
poles. These are only a few of the obreversed and should not be caused by a
stacles that make an open lIeld a far more
misplaced senseof duty or desire to save
suitable opti on.
the aircraft from physical damage.
It is important for pilots to remember
If circumstances require an all-airport
that the goal of an off-airport landing is
landing, a competently trained and prothe safety of the passengers and to profici ent pilot is the best insurance that
tect the structure of the cabin . The goal
good decis ions will be made and carried
is not to make a no-damage, perfect landout successfull y.
ing on a road or highway. It appears that
Falcon Insurance is the .Jl;eflCY for the official ABS insurance program. John Allen may
in a moment of panic when the engine
be reached at /-800-259-4A85 (4227).
quits. there is a tendency to remember
onIy the successes
1997 BPPP INC SCHEDULE
oth er pil ots have
had in landing on a
U()tl.ltl / .I,/ II.lt()m/ lt.l1 d 1111, .11 .11II()c .I1i()tl,
highway or road.
All scheduled clinics subject to change
NTSB studi es
DATE
LOCATION
PHASE
CUTOFF DATE
show that many complex factors interfere
Sept. 5-7
Sf. louis, Mo.
Ini tial!
Aug. 20
Recurrent
with a pilot 's deciSept. 26-28 Nashua, N.H.
Initial!
Sept. 10
sian-making process
Recurrent
when he or she is
O ct. 24-26 Fres no, C.. ljf.
Ini tial
O ct. 8
faced with an emerNov. 7-9
Wi nston -Sa lem, Ini lial
Oct. 22
ge ncy. On e of the
N.C.
first is that a pilot
Cockpit Compan ion Course ava ilable at a ll location s .
may become men-
AUS August 1997
•
•
Ground
Control
BY NANCY JOHNSON
ABS Executive Director
•
•
In praise of
disagreement
Comedian Dennis Miller ha s a
weekly series on HBO that includes a
segment on current events during which
he rants, raves and lobs extreme (and
extremely funny) opinions. Although
Mill er's audiences appear to largely
agree with him , he gives a nod to dissenters by closing the monologue with
his signature line, "But that's just my
opinion; I could be wrong."
I think of this often when editing the
ABS Magazille, especially the Forum
column. On countless airplane-related
subjects, members stand rock-solid in
their opinions, certain that what they
believe is the best way, if not the ollly
way. This makes for fascinating , occasionally heated, correspondence.
Except where hard-and-fast facts are
involved, I've noticed that most ABS
letter-writers don 't outright insist that an
ADS August 1997
opposing viewpoi nt is "wrong." Of
course. we may just have a very courteous membership, one that doesn't believe in starting their letters. "In response
to the idiot who wrote .. ."
More likely, conceding that there are
other legitimate perspectives is a recognition that most viewpoints are based on
perso nal expe ri ence and preference
rather than absolutes. Especially in the
operation of an airplane- with safety as
an absolute- there arc many different
ways of ,\chieving the same or similar
result. And one person's experience may
or may not mirror another 's; so there's
plenty of room for different opinions in
this Society.
I subscribe to a saying picked up years
ago that , "If two people always agree,
one of them is unnecessary," Okay. so
that 's a litt le extreme. But through the
years I've found that divergent opinions
often open the way for new experiences
and great opportunities. That 's borne out
in the numerous letters from ABS members that begin. "Thanks to (so-and-so
letter-wri ter) for sharing hi s valuable
insight about ... "
Undoubtedly a big reason for the
multitude of opinions :tInong ABS members is that nying inspires adventure, and
adventure relies on an openness to trying new things. Even many of the tech-
nical articles in the ABS Maga:ille resulted from experimentation that led to
the fonnation of an opinion based on the
experi ence.
Time and again, the stories you read
herein feature judgment calls on many
front s-lean vs. rich, this piece of equipment or that, this route or another. This
would be a boring magazine indeed if
every member did everything exactly the
same.
Of course, that's just my opinion: I
could be wrong.
Thinking out loud ...
• And speak ing of opinions, there's a
great opportunity to share yours in the
form of comments about the Society 'S
revised Long-range Plan . Skip back to
page 4863, and let us hear from you l
• Am lookin g forward to Oshkosh,
which is still ahead as I write this column although behind us by the time you
read it. 1t '1I be m)' second time at that
amazing EAA event, the first time was
1974. Yep, I imagine it 's changed some
si nce then .. .
• I am REALLY looking forward to the
convention this October. and that great
feeling of doing something for the first
time. Hope to sec lots and lots and LOTS
of you there!
--@-
Page 4887
Ca Iend ar
AMERICAN BONANZA SOCIETY HEADQUARTERS
1922 Midfiold Rd./P.O. I!", 12888/Wiehila, KS b7277
Ph nnl' : 11 (, ·(J4 ')·(,91l - F,u. : 11 (' ·94 5-{,()90
Wl-b Sil l': hltl)://W\\\\.bon.' lnlJ.org - p-m,l;l: bonanla 1fi: i%,n{'l com.( om
1997
AUGUST
22·25 • ABS Service Clinic. Leesburg, Virginia. Conlact
ASS HQ.
23· SEBS Fly·in. Tu llahoma and Lynchburg, Tennessee.
Lunch at Miss BoBo's Boarding House and tours of the
Siaggerwing Museum and Jacl( Daniels Disti llery. Contact
lesse Siulls, 205·883·8460.
SEPTEMBER
5·7 • BPPP, Inc. (ln ilial/Recurrenl). 51. louis, Missouri .
Culoff dale: 08·20·97. Coniaci ABS HQ.
5·8 · ABS Service Clinic. Sioux Cily, Iowa . Coni act ABS HQ.
11 -14 - Reno Air Races. Re no, Nevada.
12·15· ADS Service Clinic. Wichila Fa lls, Texas. Coniaci
ASS HQ.
1B·21 . SEDS Fly·in. Peachlree Cily, Georgia. Tour of Delta
Airlines Maintenance Base at Atlanta Airport; lour of
Alla nta Center, dinner at Hogan's Heroes. Contacl Harold
BoSl, 770·719·0638.
26·2B · DPPP, Inc. (lnitial/Recurren!). Nashua, New
Hampshire. Culoff dale: 09· 10·97. Coniaci ABS HQ.
OCTOBER
3-5 - Pacific Bonanza Society Fl y- in. Sunriver, Oregon.
Contact Pau l Baum, 805·46 1·3643.
3·6· ABS Service Clinic. Rock Hill, South Carolina.
Contact ABS HQ.
•
4·5 . CFI Revalidalion Clinic. Detroit area (Tuition $195,
ABS members who preregister gel $95 discou nt), Con tact
Bill Webb, 248·647·8712.
8·12 · A8S Convention. Wichita, Kansas. Contact ABS HQ.
23·25· AOPA Expo '97. Orlando, Florida.
23·25 • National Business Aircraft Associalion (NBAAI.
Dallas, Texas.
24·26 · BPPP, Inc. (Initia l). Fresno, California.
Cutoff dale : 10·08·97. Coniaci ASS HQ.
NOVEMBER
7·9 · BPPP, Inc. (In ilia I). Winston·Salem, North Carolina.
CUloff dale : 10·22·97. Coniaci ABS HQ.
7·10· ABS Service Clinic. Mena, Arkansas. fThis is a dale
change. The original dale was OCI. 17·20.) Coniaci ABS
HQ.
•
Raytheon Aircraft Services, a full-service FBO,
is ready to greet ABS conventioneers!
Full arrival instruclions wi ll be mailed direclly 10 regi slered participams
who leiI us Ihey're arrivi ng in Iheir own aircraft, bUI please nole Ihese
importam poims:
• ICT is providing parking areas for close 10 700 aircrafl. In Ihe event Ihal
addiliona) parking is needed. pilols wi ll be diverted 10 Jabara Airport. Ar·
rivals al ICT will be on a firsl ·come, flrsl·served basis! Plan yo ur arri val
accordingly.
• Due 10 Ihe necessi ly of crossing al leasl one active runway 10 reach air·
craft parking, access 10 and from parked aircrafl al ICT will be via ABS·
sponsored shull Ie van on ly. You wi ll nOI be allowed 10 walk OUI 10 Ihe
parking areas on your own. This is for your safely.
• Tiedown (bolh wings and lai l) will be required for all aircrafl parked al
ICT. If you don'l bring your own. you' ll have 10 buy a kil from Ihe FBO.
Come to Wichita
October 8 to 12
• Planes slill parked after 3 p.m . on departure day wi ll be moved 10 allow ICT 10 re·open runways closed du ring Ihe
ABS Convenlion.
• Due 10 Ihe anlicipaled number of parlicipams, and Ihe lack of parking space for cars HI Ihe FBO, members are
urged 10 use Ihe ABS-sponsored buses 10 gel 10 Ihe Hangar Party on Thursday. OClober 9. Separale bus roules.
idenlifled by color. wi ll provide lransponalion belween Ihe FBO. panicipaling hOlels and Ihe Convenlion Cenler.
• Look fo r the Letler 10 Airmen in nexl momh 's magazine!
•
Page 4888
A8S Augusl 1997
•
Apples to Apples
10-520~
Balanced & blue printed remanufactured
10-520 Reman
Production line factory engine
• 285 horse power · TBO 1700 hrs.
tPactory Warrant)'. 240 hr. 40 pro rata
..
engine
• 9% increase in horse power
Engine
• TBOIWarranty 2000 hrs.
'~Engine warranty
NewTCM
$500.
$750.
$749.
50 hr>.
@
$39.lhr.=S I ,950 .
---I.~
Engine Charge
$26,000.
N/C,
_ _ _...oLN.ew Millennium (highly preferred)
Cylinders
or New TCM (Your Option )
Freight
N/C
Deech Firewall Duct Kit
N/C
GAMljectorr
N/C
BaJanced Fuel Injection
Installation
N/C
Engine Mounts
N/C
Engine Remova l & Detailed install at ion
..
$395.
$995
520 hours, 20 hours pro rata
..
..
..
..
..
..
$ 17 ,256
Install genuine Lord mounts
..
.. - +
•
N/C
Daming
Replace all baffle seals & perfonn sheet metal repairs
$650
$150
...--
$30
.. - +
Standard perfonnance
Hoses
---I.~
N/C
5 year requirements in replacement of all engine fluid &
air carrying hoses
Dynllmic balance Propeller
IC
Chadwick'l' 192A balanced with engme running
Mineral Oil Requirement
----..,.~
N/C
Used during brenk-an period
..
Performance Specifications
Increase performance & reliabi lity in phases of
engine operation with ai r speed increase
$23,425
Approximately 10 mph
inere;!se
$26,000
Additional Cost Savings
~ Engine provides a 300 hr. increase in TBO Warranty.
I s t. - 2.000 hr. TBO versus 1.700
Assuming a typical reman engi ne
would be $ 13.78, on a 1700 TBO.
cost savings to you would be $4,
2nd .- With matched airspeeds.
3rd.- An increase in airspeeds.
4th .- ~ Eng ines have
:'a<;l~lj,d
inslHll ati on COSls were $23,425 .00. the utili za ti on per hour
(Mz:w....-l:e;E'ngine. which carries a 2,000 hr. TBO Warranly. the
hrs. @ $ 13.78 per hour )
( $4,134) ( loss of value)
$27.........
( 501 ) 394-5422
fax (501) 394-4048
E-Mail: ultimate@ultimate-engines.com
http://www.ultimate-engines.com
.- ----$26,000
106 Elk Drive
P.O. Box 807
Mena, Arkansas 71953
•
Engines
b Ca
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