Longing for a simpler life?
A life where the beauty of the spirit is reflected in clear
blue skies, towering, nurturing mountains,
and clean fresh air?
Horace Yates and Ted Davis with their 1955 F35 M odel Bonanza.
Bonanza of the Month N4286B
T
wo very senior pilots with a IOtal of 102 combined flying
years fl y the 1955 F35 Model Bonanza featured on the
cover thi s month : Robert S. (Horace) Yates and Ted E.
Davis, ABS 26688.
Horace received his training as an Air Force Cadet in 1944.
He fle w both in wwn and the Korean conflict. He retired in
1992 as chief corporate pilot of GEC Precision Corporation
and has in excess of 5,000 acc ident frce hou rs. He holds a
Commercial Multi-engine Instrument rating. Besides hi s military fl ying. he has time in three Bonanzas, a Baron and a turbocharged Cessna Conquest.
Ted received his trainin g in WellinglOn, Kan. , and got his
private Iice nse at 19 years old in 1942. He served in wwn aboard
an aircraft carrier in the South Pacific. He was in the Flight
Department but did not fl y. He has in excess of 5,000 accident
free hours. He holds a Multiengine Instrument rating in an
Aeronca Chief, three Bonanzas, a Baron and a Cessna Conquest.
Ted was in a business that was aircraft related and having
an airplane was a great tool for the success of the company.
Beech Aircraft was one of their major customers. He sold his
interest and retired from th e company four years ago. He is
still active in banking and investments.
After retirin g. he fo und for the firs t time in 47 years that he
was without an airplane. Since he wanted to fly for pleasure,
he wanted to get back into (I Bonanza. He didn·t have to look
ve ry far. A friend of his in Wellington had bought the F-Model
and started an extensive restoration program, but a health prob-
lem fo rced him to sell it. Ted bought it, completed the restoration and has a beautiful reliab le plane.
[t makes many trips a year to hi s vacation home in Colorado for golfing, fi shing, skiing, etc. It also know s its way to
Lawrence, Kan. , as he has season tickets to both football and
basketball games at University of Kansas. His daughter, sonin-law and three grandchildren live in Lawrence.
Both Horace and Ted attended refresher courses and simulator training at FlightSafety in Wichita every six months for
several years.
Ted and Horace wi ll be fl ying to Canada in this F35 in Jul y
10
Davin Lake, a remote fishing camp with a 1,700
fUUI
run-
way 540 km north of the Canadian border. They say this flight
'·will test our short field skills."
Thi s Bonanza gelSvery tender loving care fro m both of its
pilots-as we ll as fro m the FBO and Air Plains Services operated by Mike Kell y and staff. (How many other FBOs can you
call from 10 miles ou t for airport advisory and have your hangar doors open, your car out and warmed up, a lank wagon
wai ting, windows and wings debugged, put back in your han-
gar and all ready for the next flight?)
-.@-
UPDATES ON BONANZA F35
New tach -
"on
time - 6,650 hours airframe
Overall - Tactair T-3 autopilot
Refurbished by painting exterior and interior
All instruments overhauled
The (ollowing were installed:
E-255 SIN 30334 D-4-8 engine
Beryl D'Shannon one piece windshield
Third window
Beech Kit 35-8004P (Cleveland brake conversion)
Two ARC R-328 T Nav/Com radios
Two ARC IN-514 Indicators
ARC TR-459 Transponder
Northstar MI loran system
AR-850 Encoder
King KR86 ADF system
Beech Ram 's Horn control wheel assemb ly
Phorosraphy by Chmropher Clark
ABS July 1994
Page 3528
JULY 1994
AMERICAN
BONANZA
SOCIETY N E WSLETTER
VOL U ME 94 · NU MBER 7
(ISSN 0161-3545)
published by
AMERICAN BONANZA SOCIETY
A New York on· Profit Corporation
Organized January 1967
FEATURES
PAINTING YOUR BONANZA OR BARON by George Wilhelmsen .. . .... . 3531
PUBLISHER
A need 10 know guide .
Cliff R. Sones
ABS Executive Director
EDITOR
3538
FOR DISTINGUISHED ACHIEVEMENT .. .
Patrie Rowley
ABS Awards/or Airmallship and Mainlellance Techllician annol/nced.
ASSOCIATE EDITOR
Betty Rowley
GUDE ... GUDE ... by Bob Ericksen . ... . . . . . . . . . . .. • . .. .. . • .. ... . ..... 3541
Reducing the risks ill distllrbed air.
NEWSLEITER COORDINATOR
Vickie Russell
ADVERTISING COORDINATOR
Lavina Kaufman
LEARN FROM THE MISTAKES OF OTHERS by Jeff Edwards ...... . •..... 3543
PRODUCTION MANAGER
Chris Whitlington
3548
THE YOUNG EAGLES SOAR .....
PUBLICATION OFFICE
1922 Midfield Road
P.O. Box 12888
.. .and A BS members help make if happen.
Wichita. KS 67277
316-945-6913
Fax 316-945-6990
PROPER USE OF RUDDER by J.M. Hirsch .. . . . .. . • . . . .... . . •.. ... .. .. 3549
While j1ying a twin on Olle engine .
ADVERTISING SALES
John Shoemaker
1-800-773-7798, ext. JJ 17
DEPARTMENTS
Pres ident's Comments
Forum
Colvin 's Corn er
Currents .. . . ..
3530
3533
3539
35 45
Regional News
Insurance
Calendar .
.... ...
Outlook.
354 7
355 3
35 54
3555
SOARD OF DIRECTORS
John H . Kilbou rne, Presidenl . .
444 f. 75th, 8-F, New York, NY 10021
1995
Perry C. McCollom. Vice President
10207 Aflon Rd. , loui~v, Ua, KY 40223
1995
Barrie C. Hiern. Sr., Secreta ry
J<j58ell! f erry Rd. Rome. GAJOI61
1994
C.
Roger Murray, Treasurer
4U 5 LOllgkni fe Road, ~ en o, NV 89509
. .. 1')94
Willis M. Hawkins . . . .. .. . .. . ...... 1995
21931 Burbank Blyd., 135 .....'oOOI.lnd Hills, CA 91 J67
Jack H . Herbst . . . .
. ... . .... 1996
1093 1 " f S. Bf-arh Or., Ba inbridl;t Is., WA 98 11 0
Warren E. Hofiner .
..........
1995
9"3 l iltit(' Cour!, Town & Country, M06JO l 7
JOhn H . Thomas. .
2905 {)ellison , SnYder, TX 79549
1996
Ronald K. Vickrey
.. . . . .....
1996
2034 Cou nt ry Club Or., Daytona Beach, Il 32124
PAST PRESIDENTS
B.I. McClanahan, MD, ABSHl l
Frank G. Ross, ABS HL )86 .
Russell W. Rink. ABSHl 4
.
Hypoli te T. l andry, Jr.. MD, ABS Hl I 449 ..
Cllvin B. Early, MD, Ph D. ARS H11 797 ..
Capt. Je\sc F. Adilms, USN(I!:En, ABSHl772 .
David p, Barton, ABSHLSJ 4
Alden C. Barrios, ABSHLJ316
f red A. Driscoll, Ir.. ABSII L2976 ..
E.M. Andt'uon, Ir.. ABSlIl3J ...
19b7-1971
1971-1971
1973-1975
1975-1976
197&- 1977
1'.177-1978
1976-1979
1979-1980
1980--1981
1981-1963
Donald l. Monday. .... BSHl9904 .
Har ry G. Ilad ler, ABSHl l 467 .
John f. Pixton, ABSHL28 19
Chil rles It Gibbs, ABSHl 63 I 7 .
Joseph McC la in, 111, ABSHl 8M
Lee la rson, ABSHL1325 .
Wi lliam H. Bush, ABSHl)8 10
Ray l. l eadabrand, ABSL4722
James C. Cassell, m, ABSH l77 4 1
Warren E. Hoffner, ABS Hl5632
AMElI. tCAN 80NANZA SOCIETY NEWSLETTER is publi5hl.od mon thly by the American Bonanza Society ilt the Wichita Mid-Conti·
I'K'nt Airport, 1922 Midiield RO<Id, V.~c h ita, KS 67209. The price of a yearly subsc ription is incl uded in the annua l dues (535) of
Society rT1('mbers. ~ond·cl ass postage p;'lId at \Vichita, Kansas, and addit ional ma iling ofiices.
The Socit!ty and Publisher can<>ot accept re>ponsibi lity for the correc:tncss or accuriKy of the ma ilers pri nted herein Of for any
opinions expressed. Opi nions of the Editororcontributorsdo no( necessarily represenl the positiOn dthe Society. Publisher reserve!>
the fIght 10 reject any mat~ial SUbmitted ~ pubhcatlOn. Copy SUbmitted IOf publicaloOo shall become the _property 01 the Society
and shilll not be returnl'1l. Articles su bmitted With iKcompa nytng plCh..lfes re<eelye publicat ion [lfeference. PictUres Will be retu mt.>d
whenever possible.
ANNU .... l DUES; US-SJ5, Canada & Mexico-S3S (US), Foreign-S65
POSTMASTER, !!end addrl'Ss c hanges to : Amcriciln Boniln u Society. P.O. BOl( 12888, Wichita, KS 67277
Page 3529
1963- 1984
1964- 1985
1985_ 1986
1<)86- 1987
1987- 1988
1988- 1989
1969-1 990
1990-199 1
1991 - 1992
1992-1993
"Copyrigh t 1994
ASS July 1994
BPPP discontinued
The long famous ABS/ASF Bonan za/Baron Pilot Pro fi ciency Program was discontinued effective May
21, 1994. The ABS Board of Directors at its meeting on May 20-21 decided to cease flight training operations conducted by ABS because of
substantial liability exposure and the
possible loss of the Society itself.
[n our liti gio us soc ie ty tod ay,
people are not genera ll y inclined to
accept misfortunes which befall them
as their own responsibi lit y or "fate,"
President's
Comments
but look to someone e lse to carry the
blam e. This results in the hi gh
number of lawsuits with which we are
all familiar. Some of these laws uits
result in astronomical damages. Any
one such suit could res ult in an award
of damages which wo uld consume a ll
of the assets of the Society and the
Air Safety Foundation, including its
buildings.
Moreover, where a board of direc-
JOHN KILBOURNE
tors is closely involved with decisions
affecting a matter, plaintiffs can argue
that the so-called "corporate veil "
should be pierced and that directors
themselves could be liable. Several of
the current directors have been adv ised
by their own counsel to e ither cease
fJjght training or resign from the board .
Several eminently qualified persons
who had earlier conside red joining
yo ur ABS Board have e lected not to
do so for the same reason.
The Society itse lf on at least two
occasion s was advised by it s counse l
in Wichita that there was no effecti ve
way to prevent possible liability for the
fli ght tra ining operations.
A recen t article in Aviation Con-
sumer detail s the hellish difficulties
experienced by one flight instructor
who was sued . Waivers signed by
flight students ge nerally wi ll not be
upheld by the courts, since the courts
are opposed in principle to people giving away their legal ri ghts.
Owners in surance wh ich might
name the ABS as an insured might not
be adequate to cover the possible dam-
ages . Most pilots do not carry liability
insurance on their airplanes any where
near the amount that would be required
to protect the ABS.
Therefore, it became clear over a
period of time that continuing fli ght
training ran the risk of incurring an ac-
cident which would effecti vely discontinue the American Bonanza Society
and a ri sk that all of the assets of all of
the individual directors, including their
homes a nd their retirement fund s,
might be depleted.
The board then had to weigh the
value of flight training compared to the
value of the existence of the Society
to its members.
Accordingly, the board of directors
reluctantly decided that the best interest of the Society required that flight
training be stopped. Your board is
doing whatever it can do to ensure that
excellent training continues by active ly looking for a sponsor to take
oyer the BPPP. A sponsor could be
the current cadre of core instructors
or poss ibly one of the ex isting training companies, of which there are a
number.
For its part, ABS wi ll continue to
provide instruction videotapes and is
looking into the possibility of providing booklets and brochures on the subject of flight training, into acq uiring a
BonanzalBaron-specific simulator and
into conducting ground schools. The
maintenance clinic s wi ll continue.
As president, I assure you that this
decision was not taken without a great
deal of soul searching, without the best
possible outside advice and without all
board members being heard and all
views being considered. Nonetheless,
when the fact s were on the table, it
came down to the cont inu ed exi stence
of your Society and looking for alternati ve ways of training weig hed
against the continuation of the BPPP.
The board will continue wherever
it can to support excellent flight trainin g for members of the ABS. We
wou ld welcome any suggestions as to
how that can best be accompli shed.
--®-
A BS Ju ly 1994
Page 3530
Baron painted by Perfect Finish Aircraft Refinishing, Inc.
PAINTING YOUR BONANZA OR BARON
BY GEORGE WILHELMSEN
f there is a single task that is dreaded in our lives, it would
have to be painting. Second only to wallpaper as the root
cause of marital problems. choosing the right color. texture
and type of paint can cause a great deal of stress in our lives.
It should come as no surprise then to find that the same can
be said about painting the average airplane. However. as most
owners are not set up to paint their bird. the question moves
from color and style to which company should do the work.
Choosing the right company is the key factor when it comes
to obtaining a superior paint job for your airplane. This makes
the correct choice of' a painter critical for the future appear-
I
anee of the plane. as well as your pocketbook after the job is
complete.
Proper prep work
The true key to any airplane paint job is the prep-or preparation of the airframe. Thi s prep starts with the protection of
all the parts of the plane that should not be exposed to paint
remover. Such areas include plastic and fiberglass parts,
Plex iglas windows, control surface bearings and he im joints.
as well as other areas that stripper might enter and prove hard
to remove.
N1671 W gets a new look from Perfect Finish Aircraft Refinishing, Inc.
Chemical stripping of old paint from airframe.
Page 353 1
Alodine treatment to seal skin of plane.
ABS Jul y 1994
Once these areas of the plane have been protected, the removal of all paint from the airframe begins. Chemical strip-
the loosened paint and remaining stripper from the surface.
Some shops cu t comers and use air to blow the stripper and
paint off the airframe. This can cause problems down the road,
Cleaning 101
After the airp lane has been stripped, most shops will give
the plane a thorough cleaning with a powerful degreaser. As
you might expect, this degreasing compound removes oil and
grease deposits from the skin of the airplane.
Oil and grease left on the surface of the airplane will interfere with the ability of the paint to stick to the skin. Even the
as the air that blows the stripper and paint off the plane will
cleanest planes will have some oily or greasy spot s, and fail-
also drive a small quantity of the caustic material into the air-
ing to clean this material off can cause loose patches, as well
as unsightly scaling of thc new paint.
ping is the most commonly used method to remove old paint
from an airplane. While this stripping method is fast and effective. there is a right way and a wrong way to do the job.
A good shop applies chemical stripper and then wipes away
....-....,
environmental advantage of using less toxic materials.
frame. Unless the airframe is properly cleaned up both inside
and out, the leftover stripper can reactivate when exposed to
moi sture and attack the inside skin of the airplane.
Dry stripping methods use CO, pellets to "blast" the paint
from the skin of the airplane. This method is neat. does not
A fter the oil and grease have been removed , the skin is
treated with a light acid etching compound. This acid etch
roughs up the otherwise smooth skin of the airplane. allowing
the paint to have something to adhere to.
involve the use of materials that leave toxic residues. and is
not intrusive to the airframe. Few shops currently employ thi s
method because of the cost of the equipment, even with the
skin of the airplane. The alodine treatment seals the skin of
the plane, protecting it against future corrosion damage. This
The acid etch is foUowed by an alodine treatment for the
continued on page 3551
Base coat of paint applied and striping laid out.
ASS July 1994
Finished paint job ... V- Tail looks like new!
Page 3532
Forum
AN IDEA AND
INFORMATION RESOURCE
FOR ALL ABS MEMBERS.
Your aircraft radios
Michael F. Van Hoomissen, A85 21784
Portland, Ore.
Not too long ago, it was proposed that
we all go oul and rep lace OUf operating
aircraft radios with the lates t stu ff being hawked by our friend ly radio manufacturers . You will recall we raised such
a noise that it was fina ll y decided we
co uld wa it until 1997. That was so far
off, we all promptly forgot about it.
Emoti ons were so high. we probably
weren't really interested in the reasons
for this action and maybe it is time to
understand more about what even tually
is going to happen and how we can most
profitably adjust. File th is article under
Radio Law.
There are tube type radios like the
Narco MK 5 still flying and doing their
job . But Narco won 't support th em.
Narco won't even support its MK 16
which is a fully transistorized av/Com
which drives the Narco converters for
omni. locali zer, glideslope and marker
wou ld have us phase them out as soon
as possible (AC90-50 D 4/6/92). New
radios will have to have a frequency stability of .0003 percent which at a freque ncy of 120,000,000 cycles ( 120.0
MHz) equals 3,000 cycles. Amplitude
modu lating the frequency widens it by
5,000 cycles on each side of th e fre-
c ross channel interfe rence, and probably
signals wi ll not exchange. And hence,
12 1.5 and leave it th ere. Buy yourself a
transceiver to replace th e 90 or 360
the airborne radio station I icense and
operator permit can be put in jeopardy_
The FAA will not appreciate the interference with their radio facilities so, like
it or not , we are going to have to invest
in the new gear if we are going to stay
in the game. Yes, you can still wander
some places with nothing but your eyes,
transceiver that will soon be obsolete
and when you buy it, fig ure out how you
are going to get it serviced. Call the
manufacturer and determine how you
but you won't be in the game and maybe
you won't be safe.
New radios should be purchased after a great deal of study. Emergency radios are cut some slack on frequency
tolerance and the 121 ,500,000 cycle frequency (121.5 MH z) is protected with
100,000 cycle spacing. ELTS and VHF
aeronau tic al handhelds used for emer-
gencies are on the .005 percent or 50 pp.
standard. The ICOM A21 handheld advertises .002 percent freq uency stability which is better than the req uirement
is no support fo r the transceiver. Narco
blames th eir suppliers. Avionics shops
fixed VHF in stallations and all VHF
fixed ai rcraft transmitters after 1/ 1/97
mus t meet the .003 percent or 30 ppm.
standard. The ICOM IC A200 adve rt ises
.00 15 percent frequency stability which
selling new.
The Federal Communications Commission at 47 CFR Sec. 87.133 - frequency stabi lity has set forth the parameters whi ch wi ll finally dispose of these
good old boys (radios), which. after all,
arc 360 channels or less. They operate
w ith 50,000 cycle spacing between
cha nn els (50kHz) and wi th the full
implementation of the 25 kHz plan,
King, should be in every aircraft. New
is better than the requirement. It is a 13.8
volt, 760 channel, 7 watt transceiver. It
does not claim to be TSO'd and only
cos ts abou t $800. An advertisement
a bou t a co mpeting Narco Com 810,
out the advantages of an electrical load
analysis before you hang any more radio or non radi o gadgets on the generator or alternaLOr. He may tell you that
radio master switches and avionics control panel s are unnecessary sources of
fu ll y TSO 'd " ideal for all light aircraft"
nas can be reu sed, but that new antenna
and "built to maxi mize perfonnance and
re li abi lit y and minimize pilot
wi re, properly routed, would be a good
work load." It even has "crystal clear
audio" but fails to note that it is 40 channels short of covering the aviation band.
The Narco 8 lOA is 760 channel and th e
810 can be fixed (call Narco: 1-800-2233636).
So what if the [COM isn't TSO'd? If
Page 3533
will do so. Narco stat es a one year warranty on the ent ire product, the details
are available at the above Narco phone
number. Get the deal in writing so everybody knows where to start when the
transistors fail.
The next task is to find someone who
li kes to work in the awful environmen t
presented by the airframe. And you need
to find someone who can fi gure out the
rat's nest which probably exists beh ind
your panel. Did your previous installer
give you a wiring diagram , an installati on manual showing "as bui lt" condition, and an operat ing manual for the
devices installed? If so, buy your radio
from him because you want to make sure
he can make a profit and remain in business long enough to service your equipment. A competent installer may point
additional problems. He may tell you
that your old but perfectly good anten-
which necessarily includes tighter fre-
(VHF) installed before 1(2/85 must meet
.005 percent or 50ppm standard. FAA
will get it fixed and ask if they wi ll support their products and how long they
which costs more, stat es that the 8 10 is
quency stability, they wi ll become unusable (lnd unl awfu l. Aircraft radi os
bought some very poor TSO'd eq uip-
quency. Temperature changes alter the
basic frequency of the transmitter; and,
the receiver has its corresponding inaccuracies. Hence, the older sets with their
less accurate frequency tol erance wo n't
work in the new program being phased
in. Using the older radi os can result in
and at about $500, it or the comparable
the margi ns in repair are better than
tenn quality or reliability of components
and it doesn't insure that the product will
be supported with service or parts after
you give up your money. If you haven't
ment, you haven' t been buying aircraft
rad ios very long.
Be aware, these new frequency tolerances do not affect your navigation
receivers, so, for example, if you have
an Mk 16 which is operating your nav
receivers and it is doing a fine job keep il ; turn the transceiver receiver to
beacon lights. Buying these combo-rigs
wipes out the whole program when there
blame Narco. We often hear that there
is more profit in installing new than
fixing the old, but Narco maintains
you are not in air carrier operations, for-
get TSO. TSO doesn 't g uarantee long
investment since the antenna system is
criti ca l to a successful operation. He
may even advise an extra belly antenna
with a bnc connec tor for your handheld
which will serve as an independently
powered airborne backup transceiver
plus a portable emergency radio if yo u
have an off-field landing. If you have a
ABS July 1994
springy Cessna gear, he may teU you to
forget the be ll y ante nna. He may say
combi nati on radi os have the disad vantage of shutting off a ll the ir funct ions if
anything goes wrong w ith a sing le pa rt
req uiring removal for servi ce. He may
eve n have suggestio ns fo r prew iring fo r
your antic ipated GPS . When yo u find
this person, be very good to thi s person;
you' ll find working w ith th is person will
be cheaper in the long haul and you w ill
have Jess heartburn ove r you r radi os.
H35 info wanted
Michael Truffer, AB5 25214
DeLand, Fla.
l'd like to hear fro m o ther ow ne rs of
H35s about thei r aircraft. In part ic ular:
I. Ho w we ll do the auto-leaning pressure carburetors of the ir IO-47OG engines work? Mine sc nds EGTs up to the
peak va lues at altit udes above 8,000 feet,
even wi th the mi xture control full in.
2. What kind of fue l burns do they see?
(I' ve kept pretty good records for the last
fo ur yea rs and find my aircraft averages
13.1 gph. M y ave rage fli ght lasts abo ut
an hour, and on such trips I fly be low
3,500 feet at 2 1 inches and 2,300 rpm.
A recent tri p with two th ree-hour legs
at 8,000 reet yie lded 12.5 gph from start
to fini sh, whi ch the book says is hig h.)
3. What has been the ir ex peri ence w ith
the ir Beech 278 props? (Mine apparent ly
has we ll o ve r 1.500 hours on it , but is
functio ning perfec tly. I'm aware of the
hubcrack AD. I' m re luctant to have it
overhauled .)
Fe ll ow H35 owners may cont act me
directly at P.O. Box 1520, De Land, FL
3272 1.
climb 10 ce nte r the g li deslope needle
whi ch wo uld usuall y be in the full up
pos ition.
This problem woul d not happen every time , maki ng it hard to trac k do wn.
I have o wned the plane fo r two years
and it did no t happen at a ll six months
ago. When I had the avionics shop look
illlo th is, it took some time 10 determine
that the glitch would o nly happen o n the
first approach after initial power on o f
the KFC-200 system.
Terry Lafi tte of Lo ui siana Avioni cs
in Baton Rouge located a Bendix/King
Service Bulletin (#KC 295-4 , dated 95-78) that described the pro blem exactl y
and prov ided a modificatio n fo r a fix.
Notin g the date o n thi s bu ll e tin , it
woul d see m that most KFC-2oo systems
would have been modi fied by now. If
you are no t sure about yours, a check
wi th your av io nics shop could save your
attenti o n from bei ng "gotten" o n some
clo ud y day.
AD compliance checklist
Max Coombs, AB5 17625
Boynton Beach, Fla.
Thank you fo r sendin g me paper copies
of Airworth iness Directives appli cable
to my Model 35 a irc raft. Those copies
he lped me to ve ri fy they all are now
complied w ith.
Be low is a fo rm I have made to help
sum mari ze the list, in case it would be
o f he lp to you and oth ers.
Tactair repair
john R. Veatch, ABS 25208
Bremerton, Wash.
Between May 7 and 22, my wife and I
atte mpted to fl y around the USA to land
at an airpo rt in every Slate. We were in
our gorgeous Bonan za N I 792G , a 1962
Mode l P35. While en ro ute, we stopped
by Hangar 3 at Lunken Airport in Cinc innati , Ohio, to get Tim Babis ofTactair
to adju st the aut opilo t and de termine
why alt itude hold didn ' t work properl y.
Late one afternoon, Tim met us at th e
plane even before we had shut down the
e ngine and imm e diat e ly look a test
flig ht. The next mo rnin g he made the
appro priate repairs a nd took a no th e r
fi nal test fl ight.
We we re ex tre mely pleased wi th
Tim 's responsive ness, and he was obvio usly the ultimate expert on Tactair. The
autopilot functio ned perfectly, holdin g
alti tude so tight we couldn ' t eve n see
the altimeter needl e move.
If you have a Tac tair in your plane,
take it to T im and he ' ll have it perfo rming pe rfec tly fo r a frac tio n of the cost of
swi tchi ng to the newer des igns.
Fuel pump drive couplings
jon Roadfeldt, ABS 19726
St. Paul, Minn.
The FAA put o ut a Mandatory A.D.
on certain fuel pump drive couplings last
year. An ABS member based at ANE had
A tRWORTHI NESS DtRECTtVE AND SERVICE BU LLETIN COMPLI ANCE LI ST
Model No.
Name
ADor 58 No.
Description
Applicable If NO, reason
YES I NO
Seria l No.
Frequency C ! W
NOles
Compliance
verified by
Flight director/autopilot
jim Little, AB5 26563
Zachary, La.
I have recently had a problem connec ted
with the KFC-200 flig ht direc to r/a utopilot system on my V35 B and I think
the situatio n sho uld be passed along to
oth ers. The prob le m was that the g lideslope would co uple the same time the
local izer did.
As o ne could imagine, thi s would
reall y get your atlent ion if yo u were set
up o n an inte rce pt he adin g to th e
localizer. the approach mode arm ed, and
wh en the approach coupled the altitude
hold would switch 10 glideslo pe and the
fl ig ht d irecto r command ed an abrupt
ABS July 1994
Pase 3534
his changed and smelled gas before a
filling came loose. He made an emergency landing that destroyed airplane
but with no serious injury.
The State of MinnesotaA36 had A.D.
complied with last year and flew approximately 100 hours before smell of
gas caused concern on several flights but
could lind nothing wrong on preflight.
They had fuel pump line come off
and did a dead stick landing on highway close to ANE with no hann to man
or mach ine.
I had A.D. complied with last October. Nothing of note until several flights
in early May, when I began to notice a
faint smell of gasoline in the cabin during start-up and taxi. No evidence of
leakage but it was a concern.
After the State airplane made the
evening news, I look my airplane over
to FBO to ge t a better head than mine to
look at what I thought might be an area
of concern. They found nothing in the
cabin to cause the smell but found that
two lines on the fuel pump were less than
snug. I had approximately 60 hours on
the new drive coupling at the time.
I was at Elliott Beec hcraft in Minneapolis recently and talked to their service manager about this (Lhey did and
do State work). There are stories that
there have been similar incidents in other
parts of the country. It might be helpful
to ot her Bonanza drivers who have had
to fool around with their fuel pumps to
have thi s situation brought to their attention so as to head off any potential
problems.
Easy oil change
Robert Funke, AB5 16161
Valparaiso, Ind.
Removing the oil filter on the 10-520
with th e large pressure pump can be a
challenge at best. First of all, the space
between the pressure pump and the top
of the filter is so small that a combination wrench won't fit. not to mention a
standard socket wrench.
I thought that I had found a solution
by using a one inch crow's fOOL wrench.
The crow's foot wrench works fine when
instaHing a new filter, but even after
using the Dow #4 lubricant as recommended, it's almost inevitable that the
old filter will be stuck and impossible
to remove. The end result is driving a
sc rewdriver through the old IiIter in order to get leverage to remove it.
Page 3535
A friend and fellow ABS member has
deve loped a tool to do this specialized
job and 1 can report that it works great.
The tool is shaped like a small boomerang and it is laser cut from solid quanerinch steel. It has a six point one-inch socket
at one end for remov ing and a 12 point
one inch socket at the other end for installing and torquing the new filter.
The tool is designed to be used with
either a half-inch or three-eighths inch
torque wrench. It makes filter removal
easy and wou ld allow anyone using the
smaller filter, because of space considerations. to convert to the larger, more
efficient filter. An extra benefit is that
the large filter is priced the same as the
small filter.
Any ABS member interested in obtaining one of these tools should contact John LaRocco, ABS 22251, at his
bu si ness phone , 219-872-0694. If
enough interest exists, he will set up
production and be able to deliver the
wrench within two weeks. This tool is
produced on a state-of-the-art computerized laser cutter. Setup and machine
time are substantial, but if interested ,
ABS members can purchase the tool for
just $24.95 plus shipp ing.
Changing oi l is now easier than ever.
And with all the 10-520 engines out
there. I thought that our membership
wou ld appreciate knowing about this
innovative 1001.
Thanks for producing the best aviati on newsletter in the business.
Inaccurate oil temp gauge
Michael C. Weaver, ABS 28567
Renton, Wash.
I would like to share a recent maintenance experience that occurred with A36
Bonanza, N4569S. The aircraft was purchased in April 1993 and was flown
without any incident until a very warm
departure from Medford , Ore. During
the latter part of the flight , the oil temperature gauge quickly worked its way
to the red line. With cowl flaps open and
reductions of power, the upward swing
of the needle was halted.
But. not wanting the oil temperature
to reach such a high reading aga in. my
mechanic and I started an inspection of
the cooling system. The cooling baffles
were not in the best cond ition, especially
above the oil cooler where the baffles
would bend backward during even a
short flight. So we ordered and installed
the Turbo-Flight baffle system. On subsequent flights, both the CHT and o il
temperatures were lower so we thought
we had the problem licked-until a
flight returning from Quillayute to
Renton. Wash.
Again, the o il temperature headed for
the red line. I could hardly believe my
eyes. The OAT was 40 degrees and the
CHT was in the low green. Other than
the oil temperature gauge th ere was no
sign that the engine should be overheating. This time we changed the vematherm and sent the oil temperature gauge
to American Avionics for testing. They
said that the gauge W,IS working properly. We a lso changed the engine oi l and
inspected the filter for panicles. None
found. We thought that the vematherm
might be preventing oil from going to
the oi l cooler. Cauti ously, we thought we
had the problem solved.
Then, several weeks ago I was return ing from Sunriver. Ore. , and on final
de'Scent home, the oil temperature again
increased to a point near the red line.
This time the OAT was below freezing
and the CHT was in the low green. I did
notice that the needle on the gauge was
not steady. It was jumping back and forth
as if there was a bad e lectrical connection. Upon landing I quickly shut down
and examined the engi ne. There was 110
evidence of overheating. In fact, the engine was re latively cool and there was a
lot of water condensa tion under the oil
filler cap. Normall y, this condensation
wou ld lead you to bel ieve that the engine was not getting hot enough to purge
the water from the system.
We continued our search by checking the wiring cont inuity between the oil
temperature probe and the gauge. All
wi rin g checked out OK. Then we
changed the oil temperature probe. After applying the safety wire. we
preflighted the aircraft for a test flight.
Runup and takeoff were normal but
"look at that oil temp gauge."The needle
was now steady and moved to the mid
green and stayed there.
Subsequent flights have all shown the
same mid green oil temperature behavior. It is now clea r that due to the faulty
temperature probe, I had been over-cooling the engine not over-heating it. I feel
a lot better flying the aircraft. It scares
me to have any gauge provide incorrect
readings but, a gauge as important as the
o il temperature-well. I'm glad thi s
search is over!
ABS July 1994
J
America On Line
Harold W. johnson, jr., ABS 26113
Fuquay-Varina, N.C.
For anyone with a computer and a modem. America On Line offers a good
aviation forum. There is a Bonanza seclion under "F1ying Magaz ine, Message
Board" that co uld be very informative
if enough members wou ld sign in and
contribut e ma intenance tips, etc.
This would be a good place 10 meel
olhe r pilolS and di sc uss all aboul our
favorite airplane. I have met another
ABS member here and found lhal our
two F33As are onl y o nc serial number
apart. I ha ve been on va riou s boards, but
thi s o ne is my favorite. I hope this informalion w ill be he lpful 100lhers.
Great service in the desert
Richard A. Strawn, ABS 5414
Moorpark, Calif.
Upon arrival at New Mexico's White
Sands Reg io nal Airport (A LM ), lhe 0ring seal in the ri ght main gear failed.
By the tim e OUT Beec h Debonair was
safe ly lied down , lh e slrul had complelely denal ed.
ow farthe good news. Ed's Flying
Service, Inc ., coo rdinat ed with
Brandi ge r Aviation and th e gear was
overhauled exped iliously and efficiemly.
I have been a pilol since 1959 and altho ugh service provided by FBOs across
lhe country is good, bOlh Ed's (5 05-4374330) and Brandige r (505-437-4179) are
exceptional. I do not hesitate lO recommend them both to th e American Bonan za Society membership for honest,
friendly serv ice.
Single vs. twin
j. Donald Patterson, ABS 3843
Cherokee, Iowa
I just read Peter Lane's commelll in the
April ABS Forum on whal [wrole aboul
sing le engine safety. This is the second
comment I have read in the newslenerthat
indicated a twi n is safe r than a single.
Neither mentioned the accidcm statistics.
Mr. Lane says lhal I assume single
e ngine pilot s are better qualified in
emergency si tuation s. h is just the opposite. What wou ld th e stati sti cs look
like if Ihe single e ng ine airplanes didn·l
have the st udents, low time pilots. and
lhe crop duslers included? They would
be even more in favoroflhe singles. Most
A SS July 199-1
twins are nown by experi enced pilots.
Since I wrote about the Baron acci dents, I have learned lhal lhe o ne al
Anamosa. Iowa. didn't have an engine
failure. h is thou gh t the door may have
o pe ned. Seconds later. it was upside
down o n the runway wit h the pilot
and one passenger dead and one
passe nge r with serio us injuries . The
passenge r who survived did not have
any fl yin g experience.
The current opinion here is that it will
never be known for sure just what did
happen. As w ith so many twin accidents,
no one survived to tell what happened.
There are a few seconds on lakeoff with
a twin when it is a very delicately balanced mac hine . I have had the door
come open on my Bonanza and it was
just the inconve nie nce of landing and
closing it right the second time.
Whal I wrole aboul lhe gross weighl
and afl CGcame from a seminar that Bill
Gunther conducted at o ne of the conventions I attended. Also, we know that
lhe Waikiki Beach. when il departed
Honolulu, had on board gaso line lhal
weighed lhe equivalenl of 16 people, and
gOI off in 3,000 feet. A Bonanza w ill lift
a heav y load.
I am OITY 10 have upsel you. Mr.
Lane. 1 believe lha l mOSl people who
have a choice bet ween two airplanes will
c hoose lhe o ne lhal has Ihe besl safety
record. So I will conlinue 10 ny my Bonanza over water. at night and in IMC.
I wi ll take the Bonanza Pilot Proficie ncy Program when time permits. Everyone should. After 25 years without a
sca re o r a scratch, it shouldn ' t need to
be "soon,"
Single vs. twin reprised
john E. jenista, ABS 19473
Fort. Worth, Texas
It di stresses me whe n someone in aviation looks down the ir nose because of
whal Ihey n y or don ·l Ily. Back in lhe
February iss ue. J . Donald Patterson
wrOle w hal I lhoughl was a perfectly
reasonable letter di sc ussing sin gle vs.
twin and oth er safety issues.
Then, in the April issue, Peter Lane
ridiculed every po int in Patte rson 's letter at le ngth. stating that the arg uments
presented "are those which are us ually
offe red by lhose w ilh lillie or no muhieng ine experience or knowledge." This
autocratic approach by Lane has irritated
me into s ubmitting this rebullal in de-
fense of Patterson.
To keep Lane from dismi ss ing my
remarks as unfounded, let me state that
I have been fl ying for 52 years, wilh over
6,000 hours of muhi eng ine lime and
5,000 hours of single engine time. I have
a master's degree in aerospace engineering, and have spent 20 years as a military pilot and 25 years in aircraft deve lopment and project mana ge ment al
Beech Aircrafl and Genera l Dynamics.
Engine failure o n ta keoff, The firsl
point in both lette rs co ncerned an
engine failure on takeoff in a Baron.
and which of Ihe lwO eng ines mi g hl
have been in a Bonanza unde r the same
circumstances.
Lane was so busy be ing indignant
about the uselessness of thi s argument
lhal he mi ssed lhe poinl e nlirely. The
point being made. in so mew hat obtuse
fashion. is that yo ur statistical exposure
to railure is a little ma rc than tw ice as
hig h in a twin as compared to a single.
Besides twice as many engine parts that
can fail, a twin has prop feathering, gen·
eralOr paralleling, and crossfeed sYSle ms
that do not exist in a sin gle engin e machine. No less an aut hority than Cha rl es
Lindbergh used thi s same single vs. tw in
argument in insisting Ihal hi s New York
to Paris airplane could no t have more
than one engine.
My own experience of lhis stati stical exposure is borne out by the fact th at
r have had five engine failures in mult ieng ine airplanes and never a problem in
Ihe singles. [ mighl add that I fly nighl
JMC in the singles. including over
mountains and over the ocean as well.
l a nd ing safely in single o r tw in.
The second poinl al which Lane briSlled
is that afte r an engine failure. you have
a beller chance of making a safe landing in a single than a twin. Lane says
that Patterson is assuming that the single
engine pilots are bettcr qualified, when
the statement has nothing to do with pilot qualifications at all.
The stat ement is just simple physics
in that any engine failure in a si ngle has
to be symmetrical. This mean s that lateral balance and trim are unaffected, and
any pilo t' s chances ofmaimaining control are better with a symmetrical failure. Tn olher words, a wing-level c rash
with the airplane under control is perhaps more survivable than hilling the
ground in a yaw ing-rolli ng mane uve r
with po wer on one side.
FAA accident stati stics indicate that
Page 3536
lhis is true. If you look al only lhose
on the good side will not give you the
General Aviation accidents that are
same yaw that you would get with a fail-
caused by engine failure, a surprisingly
high percentage of the fa talities occur
in multiengine airplanes. In fact, I seem
( 0 recall that in the early seventies, there
ure at sea level, since you lose manifold
pressure (and power) as you cli mb. Be-
down , approach airspeed), the check
pilot raised my hood, then smiled and
pulled one throttle to idle. He wanted
me to tum to a blur in the cockpit, add-
sides, no safety-minded instructor would
ing power, trimming, raising the gear,
milking up the flaps-and he was go-
was a five year period in wh ich all of
pull an engine on you with full power,
gear down and blue line airspeed. That
the fatalities due (Q engine failures were
kind of "practice" is just asking for a
in multi-engine aircraft.
Of course, not every engine failu re
stall/spin accident.
climbed above 200 feet!
[nstead, I pulled off the other throttle
results in a crash. If a safe landing can
be made, there is no crash and therefore
no statistic. After an engine failure, a
sin gle can land safely if there is a place
to land within gl iding distance; while the
multiengine airplane can be flown to a
landing place, but only if the
pilot's ski ll , aircraft perfonnance and
fuel stale are good enough. You can argue about which is better, but the stati s-
tics do say thaI when a crash occurs, it
is usually morc serious in the multi-
engine machine.
Lane says that the most unfounded
statement in Patterson's letter is where
The airlines learned years ago that the
only safe way to practice all the emer-
gency procedures a pilot needs to be
proficient in is in a simulator. Corpo-
ing to drop my hood as soon as we
and we landed. As we taxied toward the
hangar, he said "You ge t a down for this
flighl because you didn't use the correCl
procedure with that engine failure on
rate pilots are regu larly scheduled for
simu lator trainin g, but I wonder how
many general aviation multi-engine
pilots buy enough simulator time to
final." I replied ·'Look, here we are
keep their emergency skills up where
they should be.
There is a furt her complication be-
proach on one engine."
cause the training world and the real
world can never be exactly the same.
When I was instructing Navy pilots in
the lwin Beech, I found that students
would react quickly if I pulled a throttle
he states "With any twin there are, on
lever back to simulat.e an engine failure.
takeoff, a few seconds when a sudden
engine failure is almost always fatal."
These words may be a bit overstated, but
if Lane thinks that an engine railure on
They wou ld run through their failed engine checklist and have everything done
safely on the ground, ri ght where I want
to be after an engine failure and not back
up in the clouds, making another apThe check pi lot was emphasizing the
training env ironment (Le., show me the
skills needed to climb out of lhis situation on one engine) and was not going
to allow my "real world" sol ution to the
problem he had given me.
In the real world some years ago, a
Baron approac hing th e airport a t
Hutchinson, Kan., lost an engine on fi-
in jig time.
H owever, if I secre tl y reached under
nal. The pilot applied full power (instead
of just landing), lost control of the aircraft
and killed everyone on board. As I said,
proper training is a very complex subject.
takeoff isn' t very seri ous, dangerous and
the seat and turned off the fuel to one
difficult, he has a few things yet to learn.
engine with the crossfeed valve, it was
Weight and balance limits. The last
Lane claims that proper training in en-
a different story altogether. When the
engine failed some 30 seconds later, they
would see that I hadn't moved anything
in the cockpit just then. The yawing of
point in both letters concerned we ight
and balance limits. Patterson just said
that of the two, balance was the morc
critical. That is , you would get into
the aircraft was invariably overlooked
as they scanned the in strumen ts to fig-
trouble faster by exceeding the aft CG
limit than you would by exceeding the
ure oul whal had happened. (Manifold
gross we ight. Lane said that thi s was
"bad infonnation." and that neither limit
gine failure procedures is all you need;
but I have learned through experience
that the term "proper training" is far
more complex and difficult than most
people reali ze.
Flying skills must be practiced. To
begin wi th, just reading the engine failure procedures from the pilot's handbook, or having an instructor tell you
what should be done is not nearly
enough. There are physical
:; !;:i!! ~
in-
volved that must be practiced for
pressure and rpm do not change when
the engine goes from running to
windmilling.) Often, it would take them
two or three minutes to figure out that
Bonan za from Manila in the Philippines
an engine had failed.
to Pendleton, Ore., in 1958. On takeoff,
Bolling's 135 weighed 4,850 pounds and
got airborne in 3,000 feet. He was carrying the equivalem of fu ll tanks and
fifteen 180 pound passengers. We should
all fl y legally, but I believe that Patterson's
proficiency. In the takeoff si tuation, yo u
The point is that in the training environment, the stud ent was learning to re -
will have: full power on one side and
act to the instructor instead of really fly-
windmilling drag on the other, landing
gear down, the airspeed wi ll be at or
below blue line (the minimum speed
ing the plane. It takes a good instructor
to keep the (raining realistic, and to make
the student concentrate on learning what
is important.
for lateral control with an engine
fa ilure), and you will be only a few feel
off the ground!
If your "training" consisted of the
instructor pulling an engine at cruise ,
you are far from ready to cope with take-
Real world vs. training. Another
good point on engine failures came out
during one of my annual instrument
statement is correct just the same.
The sing le vs. twin argument has advocates on both sides. Discussion of our
position, with facts and experiences can
be helpful and educational.
checks. The instructors had to pass these
checks every year, just like everyone
off engine fai lures.
Simulator practice necessary. It is
else. After lwO and a half hours of every
actually quite difficult to practice takeoff engine fai lures in the airplane itself.
could think of, we made a GCA ap-
If you climb to a safe altitude, full power
the minimums of200 feet (gear and flaps
Page 35 37
should ever be exceeded.
I note that Pat Bolling flew a 135
procedure and problem the check pilot
proach to our home field. On reaching
If you have learned something important
from your flying experience, this is your
chance to share it. Just mail your contributions to ABS N ewsletter. P.O. Box 12888,
Wichita, KS 67277.
ASS Ju ly 1994
FOR DISTINGUISHED ACHIEVEMENT
ABS Awards for Airmanship and
Maintenance Technician Performance announced.
T
he opportunity to be recognized with the ABS Ainnanship Award or the M.D. Cashion Maintenance Technician Award is now a reality, according to Cliff Sones.
ABS Executive Director, who announced the availab il ity of
the highest honors to be bestowed by the ABS .
The two awards. under study for more than a year, have
now been authorized by the A BS Board of Directors. The administrative procedures are in place, he said, to accept nomi-
nations for either-or both--of the citations.
He also underscored the fact that the awards will be
conferred only when there are nominees to meet the stringent
requirements set down by the ASS Board . "These are not annual awards," he emphasized. "They will be given when the
awards co mmiu ce agrees on candidates. That might happen
in six months or six years from now. The important thing is
that there are authorized awards in the categories most impor-
lant to the ASS mission to enhance aviation safety."
The ABS Airmanship Award is designed to motivate a
grea ter interest in the development of piloting skill s and safe
nying among Society members and Olhers in the aviation commun ity. Similarly, the M.D. Cashion Award is established to
recognize the candidat es who best demonst rate th e highest
levels of skill, experience and dedication to aviation maintenance technology.
The Ainnanship Award w ill focus major attention o n continuing improvement of both skill and safety in the cockpit
through the citation of an ASS member for consp icuous
achi evement in airmanship.
The M.D. Cash ion Awa rd will provide hi g her vis ibility to
the effons of the ABS to elevate the techniques and procedures used in aircraft maintenance.
ABS Airmanship Award
ma y involve anyone of three major categories:
I.Conspicuous skill and di scipline demonstrated during
a very d ifficult, demanding and potentiall y dangerous infligh t situati on.
2.0u tstandin g flight planning and flight management of
an especially challenging mi ssion, air race or other competition.
3. Broadly based career achievements in flying , includ ing
examples from the preceding two categories, as well as
co ntinu ous improvement as demonst rate d by trainin g ,
advanced pilot certifications and highly praiseworthy peer
test imonials.
M.D. Cashion Maintenance Technician Award
may involve these criteria:
LOne or more incidents in which the award candidate has
A BS July 1994
prevented possible catastrophic aircraft failures through unusual a lertness and skill in detecting the potential failures.
2.0ulstanding success in managing the special maintenance
preparations and requirements of aircraft involved in highly
demanding mis sions, i.e., transoceanic flights, night s into
difficul t and potentially hazardous areas, e ndurance flights.
etc.
3. Distinguished career accomplishments in aviation maintenance technol ogy, including specific maintenance innovations, the development of training and infonnation materia ls on aviation maintenance technology recognized widely
by peer groups, except ionally effective service in the upgrading of the technology through various industry forums.
Whe n conferred, the fonnal presentation of the awards will
be conducted at special ceremonies during the Annual ABS
Convention. Special trophies will be struck for winners of the
distinguis hed serv ice citalions and only active ASS members
are eligible for th e awards , Sones said.
The accomplishments of award winners will be public ly
recognized in a variety of media. Work is underway to produce a nomination form for the awards , Sones reported , and it
will be available soon.
-@-
Page 3538
1989 and spra yed to a special color
sc heme - so it was in effect built for me
and flown over th e day it was ready.
Beech was building about 130 pe r year
at the Lime, so there was a good turnover of engin es, etc. I have flown it
every hour si nce de live ry and it has
never stood longer than three weeks.
But for a cou ple of occasions, it is flown
week ly. It is always hangared in the
London area. 1 can 'I understand how this
ha s happened.
Answe r: While it is unfortunat e that the
cy linder walls are pitted from rust, the
condi ti on is nOl hazardous. The on ly
problem is oil usage which yo u can live
w ith. I called Continental Motors just
to be sure there would be no problem.
Colvin's
Corner
}. NORMAN COLVIN
Excess oil consumption
Robert Camrass, ABS 28464
London, England
Q uesti o n : 1 wrote over a year ago about
oil usage of one quart every three to fo ur
hours and the oil turning black almost
immediately after it was c hanged on
my F33A.
Nothing turned up at the last annual
but we had another very c lose look inside the cylinders. There is evidence of
the very slightest pitting which presumably is the cause of ou r problem. The
engine has 600 hours and run s very
sweetl y. Our engineers, having idcnlified the problem, are not too concerned
w hile the compression is still good
(78+). As the engi ne is so young, I would
rather not restore and would prefer to
live with the oil usage. What is your
view? Is the e ng ine safe in spite of thi s
defect? Obviously, if it led to a sudden
airborne failure, leaving the problem,
however slig ht, wo uld be stupid.
As an as ide, the aircraft was built in
P.lge 3539
Crankcase crack
].M. Lofthouse, ABS 19375
Lafayelle, Calif.
Q uestio n : My partner and I fly a V35B
for which we had the origina l li ght cased
engine reb uilt and reinstalled at 1,765
hours in December, 1988. Inspection at
anot her 223 hours revealed a 5/16 inch
crack in a noncritical area, the lOp of the
upper forward holddown stud o n o. 3
cylinder. Our annual inspection al 2,228
hou rs in October, 1993, ind icated a
progression to 15/32 in c h , but no
further mo vement since in 42 hours of
tach time.
I understand that there was a bulle tin
published in the early 70's related to
crankcase cracks in the Continental engines, but I do not have that info rmat io n.
We are anticipaling that at some point
in time, hopefully before 0.3 ex its the
craft, that a decision awaits us, and my
understanding. again, is that we have the
following option s:
I. Replace with anal her rebu iit--o r
used?
2. Re place with a new engi ne-more
costly!
3.S top drill and e poxy the holeadvisabilit y?
4.Monitor crack for progress ionno cost!
We would appreciate yo ur comments
on these items as we ll as any suggestions that yo u ha ve to offer. Also, is
th e new generation case wiLh Ihe seven
stud config urati on a viable option at
thi s time?
An swer: Under the circumstances, I
think you could safe ly continue to use
the eng ine, but closely monitor the stopdrilled crack. It might be well to call
Continental Motors at 205-438-3411,
ext. 396, and ask for a tech rep.
Queen Air question
Grover L. Anderson, MD., ABS 22512
Covington, Ga.
Q uesti o n : A friend recently purchased
a Queen Air, a beautiful airplane with
the Ex.calibur conversion. I went with
him to pick it up in Texas. Engines 400
HP Lyco ming w ith 800 TTSN . new
paint , interior, King di gitals, color radar, C-4 wi th F.D., etc ., etc., owned by
a neurosurgeon, which is what I al11.
Anyhow, fl ew back to Georgia - everything perfect. My friend called me a
fe w days ago - had total e lectrical fail ure leaving Miami International in IM e.
H ad vacu um instruments and hand held GPS.
Lowered gear/ POH manually landed normall y. Then about halfway
down the runway. the gear collapsed.
He's sic k about it and so am I. He
sal dow n o n ground 45 minutes at
Miami before takeoff. Queen Air has
icad batteries. Could icad batteries
have failed?
What can cause a complete elec tri cal failure in a twin engine airplane with
two of everything?
How can gear collapse when lowered
manually? The pilot. 8,000 hours. multi e ngi ne instructor, ATP - he did it
ri g ht. Ins pec tion by mec hani c found
manual gear handle all the way down to
stop, e tc. Gear handle down , circuit
breaker out ...
Answer: There are logical explanations
for a complete electrical fai lure on a
Queen Air. The most like ly reason is the
pilo t forgot to tum on the generators and
the battery ran down. The second possibility, one generator fa iled, whic h then
tran sfe rred the e ntire e lectrical load to a
margi nall y good co ndition generator,
which, in turn , failed . Whe n thi s occurred, the batte ry ran down.
The landing gear retract system in the
Queen Air is different from the Bonanza.
An e lectri c motor turns a gear box that
has drive shafts that operate jack screws
at each landin g gear. The e mergency
syMcm cons ists of a ratchet dri ve thut
turn s the drive shafts. In yo ur friend's
case, he simpl y had nOI extended the
ABS July 1994
jack sc rews far enough to cause the lift
legs to break past center.
Nicad batteries arc no different than
lead ac id balleries. If used too much,
they wi ll run down.
Rough engine operation
Cook M. Waldran, ABS 25570
Midland City, Ala.
Question: 1 have an F33A with an 10520BA th at has 7 12 hours SFRM . The
engine's vi tal signs, compress ion, oil
consumption, etc., are good and it runs
fine most of the time.
1 have an intermittent problem that
has occ urred three times oul of the last
seven takeoffs. At fulith rollie fo r takeoff and with the propeUer and mixture
full forwa rd , I ha ve had a condition
where the fu el flow is below normal
(do wn around 19) and all six EGT bars
on the Insight Monitor and the original
EGT gauge are above norm al and the
engine runs rough. The last time this
occurred, I tu rned on the boost pump and
it had no effect.
This condition has corrected itself
each time it has occ urred as I climb
throu gh three or four thousa nd feet, fuel
flo w and EGT goes back to normal and
the engine smoothes o ut. This has not
occurred on the last two takeoffs, but, I
am concerned that this imermittent condition may be an indication of something
that needs attention.
Answer: The th rottle shaft, located below the left hand bank of cylinders, contains two arms. The inboard shorter arm
contains linkage that connects to the fuel
metering va lve. Thi s arm is pinned to
the th rollie shaft. The longer throttle
ann, on the same throttle shaft, is secured in place by nut tension. Open the
throttle one-fo urth open, then hold the
short metering arm to prevent movement
and try to move the throttle arm independentl y of the arm. There should be
no movement.
Nex t, check the fuel sum p drain in
the fuselage bell y for condition of its
O-ring seals and for correct assembl y
as specified in the Beech Service Bulletin 251 8.
Now, check the unmetered fuel pump
pressure. This is done by teeing into the
fue l line between the fuel pump and
metering va lve. The added fuel gauge
mu st read at least 32 ps i. With th e
eng ine idling 550 to 600 rpm , fu el
ABS July 1994
press ure should read 9- 11 psi. At full
static rpm, the fuel press ure should be
28-3 1 psi.
Once the engine pump is checked,
check idle mi xture. Idle the eng ine 550
to 600 rpm. Pull out on mixture control
until the engine quits. Just before it quits,
the tach should jump 25 rpm. Check the
ve nt hole in the cap on the manifold
val ve on top of the engine. There should
be no fuel stains around the hole.
Flap adjustment
Ernst Kappeli, A85 14033
Aspen, Colo.
Question: The problem on my 1958 J
Bonanza was that the ri ght fl ap was
slightl y loose while the fl ap on the left
side remained tight. My mechanic and I
tried to correct thi s as you described in
your books. The ri ght fla p tightened up
all ri ght, but the left loosened up! So we
did the same thing on the left, and the
reverse happened. We just couldn 't get
both tight.
The mechanic also tried to adjust the
switch, which didn 't make any difference. We didn 't want to push it and left
it with the ri ght ti ght. The flap motor
and fl ap motor coast both sounded normal. Is it the motor that needs anemion?
Answer: The most demanding adjustment is to the left fl ap, since it is this
fl ap th at controls both . This fl ap should
be adju sted so when retracted, yo u
s ho uld move the trai lin g ed ge up
and down and feel no, or just a little,
movement. The ri ght fl ap should be adju sted so th at yo u can fee l a sli ght
amount of up and do wn movement at
the trailing edge.
Beech has issued Serv ice Bulletin
2460, which deals with a locking sleeve
for the flap drive cables. Perhaps you
should check fo r dri ve cable sec urity at
the flap mOlOr.
Bonanza rig condition
Peter C. Waterhouse
Victoria, Australia
Question: I have had the ruddervators
reskinned and the aircraft fli es with left
wing down (about a foot). The balance
ball is out to the left. The A/H shows a
left wing down att itude. By application
of left rudder, the A/H is corrected but
the aircraft does a creeping right hand
tum . What adjustment should we make?
Answer: I am not certain whether we
are talking about a V-Tail or a straight
tail. In either case, r would guess that
during the reskinning process, the elevator was assembled in a warped condition, which causes it to turn the airplane.
If new elevator control arms were installed, there is a good possibility that
the y, too, we re rni sdrill ed, so are
mounted wrong.
If the airplane is a straight tail , you
can position the elevators in neutral position, where the elevator horns align
with the stabilizer tips, then sight across
both elevator trailing edges. They should
be even.
1 am fa irl y certain that this is what
happened, so it wo uld be a mistake to
change wing rig to correct for another
wrong. If yo u have access to rig tools,
they should be put in place to see how
the elevators align.
If the airplane new right before the
elevators were reskinn ed and now it
doesn't, then it is the elevators, so don 't
mess with rig of ailerons, naps or wings.
Spar crack
Dell Pickner, A 8S 29044
Pukwana, S.D.
Question: I have a 1959 K-Model Bonan za. I have found a crack which developed where the metal co ver that attaches to the we b is. This cover has been
stepped on in entry, ev identl y causing
the crack.
I would like your opinion of how best
to deal with the problem and how to repair it properl y.
Answer: The first thing to do is stop drill
the crack. Select a point just barel y beyond th e end of the crack and drill a
number 30 ho le in the metal. Avo id
touching the spar cap.
Nex t, appl y a doubl er patch over the
crack. Use the same thickness metal or
next gauge thicker. Make the doubler
two inches wide and one-half to threequarters of an inch longer than the crack.
If possible, ri vet the doubl er in place
using 3/32 ri vets. If ri ve ts cannot be
bucked, blind ri vets can be used.
}. Norman Colvin is a retired Beech Project
Engineer on Bonanzas and Barons,
American Bonanza Society's Technical
Consultant and Service Clinic Inspector
and author of Colvi n's Clinic.
Page 3540
GLIDE ... GLIDE . • •
BOB ERICKSEN
A
s I motor along over the north woods on my way lO
work , I think about two fe llow Bonanza pilots whose
motors recentl y went silent. No belching smoke or some-
thing audacious like an un shackled connecting rod. These pilots simpl y los t power due to fuel starvati on.
In both cases, a fuel line came apart. [n both cases, th e
pilots were proficient in gliding and landed the ir airplanes off
airport and survi ved to fl y another day.
Gee, with engines being as reliable as they are today, [
reall y haven ' t thought about gliding fo r a long, long time.
Have yo u?
Pulling out my Pilar's Operating Handbook, [ flip to the
" Forced Landi ng" chec kli st. It says, "When power goes away,
put airplane in best glide config urati on and lower nose to
mai ntain best glide airspeed."
Best glide configuration si mpl y means: Clean- i.e., flaps
and gear up, cowl flaps closed and propeller to low rpm.
Feather wou ld be nice. but it's usuall y not an option. Don' t
forge t: Propeller 10 low rpm. h is important in reducing si nk
rate! *
For example. th e engine-oul sink rate in my Debonair is
minus I, I 00 rpm in hi gh rpm and minus 600 fpm in low rpm .
Wow ! Wh at a di ffe re nce! Why?
My windmilling pro pe ller fo rces my engine through fewer
compression strokes per minute in low rpm. That results in a
lot less energy being robbed from the slipstream. The end result is less parasit ic drag. Remember: Propeller to low rpm !
Best glide airspeed! Hmm m. W hat does the Pilot Operating Handbook mean? Minimum sink rate airspeed or maximum lift over drag ai rspeed? Or maximu m ground distance
airspeed? Most Pilot's Operating Handbooks give you only one
choice in airspeed and that is usually maximum lift over drag.
Le t's review what goes on as you transition from powered
flig ht to gliding flight. When you are motoring along at cru ise
speed, your airplane is in equilibrium. Suddenly. your engine
power goes away. Yo ur airplane's eq uil ibri um is upset.
To regain equ ilibrium and achieve max im um lift over drag,
you must pi tc h to an airspeed that will g ive you the precise
angle of attac k needed to accomplish that goa l. For you to
attain that needed angle of attac k, your airspeed must be adjusted for we ight.
Forced landing checklist. Pul1 out yo ur POH and fli p to
the " Forced Landing" checklist. [f you are lucky, you have a
weight adjusted airspeed table. Use it. Often as not, no weight
Page 3541
adjusted airspeed table is avai lable. If onl y one airspeed is
given, use it , but reali ze that your glide angle may not be the
lowest possible. **
Fortunate ly, over a moderate we ight range, most airplanes
can tole rate a wee bit of dev iati on from th e optimum angle of
att ac k wi th out a significa nt change in glide angle.
Incidenta ll y, you will not suffer a penalt y in glide di stance
if yo u are heavy. The potenti al energy of you r airp lane wi ll be
higher, so all you have to do is fly faster to mai ntain your
opti mum angle of attack . Sailplane pilots ofte n carry water
ball as t and pi tch to increased, we ight adj usted airspeeds.
Powe r plane pilots seldom glide with such precision, even in
an e me rgency.
You cannot stretch a glide! Any deviation from the weight
adjusted airspeed-slower or fas ter-will res ul t in a steeper
glide angle and that brings us to your landing pattern.
You need to arrive higher than usual because, as you slow
down , your glide angle will steepen---eve n though your sink
rate may lessen as you pass through minimum sink rate airspeed. As you slow dow n further, both the g lide angle and the
sink rate will continue to increase.
Gear and flaps! It 's up to yo u, de pendin g on th e landing
situation. [f you decide to chan ge confi guration, be ready for
both the glide angle and the sink rale to inc rease even [urther.
Touch down as slow ly as possi ble consistent wi th condi tions, Re member, it's not the g lide that hurts you, It 's the sudde n stop!
*Editor's note : Loss of oil pressure or engine sei:ure will prevent achieving low rpm blade angle. Ir is recommended rhat
gliding practice be done in both high alld low propeller pitch
modes, Also, remain aware that even at idle power, rhe engine
del'elops some. 1101 much, but some. power and thrust,
"'''' Editor 's note : The lpeeds given in our Pilot's Operating
Handbooks are n01 inclined (0 be too low. These speeds are
for a heavy airplane, Use of the given speed >,vill work well. If
all error is to be made, make ir slightly 011 the high side IIntil
inthejillal approach phase. Then right on.'
Bob Ericksen, ABS L 19850, chief pilot for First Bank System and
airport manager at Shell Lake, Wis., has accumulated more than
12,000 flight hours. His credentials include FAA ATP. Typed: Citation, Falcon and Westwind; Rated: gliders helicopters and SMEUSES;
FAA Accident Prevention Counselor; FAA Flight Instructor (Gold Seal)
AIG/SMEUSES; FAA Ground Instructor, Advanced and Instrument.
ABS July 1994
Do you want to be an active part of the AB5 information exchange tradition started three decades ago?
WRITE ON!
W
Bonanza Society, send us something
we can print in the ABS News/eller. It
can be of any length (although we prefer something 500 to 1,000 words accompanied by photos or drawings that
hen Dr. B. J . McClanahan
decided to create an information sharing network
among owners of Bonanza-lype air-
craft, he probably didn't envision that
it wou ld someday have mo re than
10,000 members on line. His idea was
basically reciprocal: I'll te ll you something about my airplane, you tell me
something about yours.
A great part of the co ntinuin g
growth and success of the ABS still
hinges o n sharin g information about the
care, keeping and operation of Bonanzas,
Barons and Travel Airs owned by members of the Society.
Instead of exchang ing persona] letters and phone calls, however, most of the sharing today is done through the pages of
the monthly ABS publication yo u are reading right now.
As a tribute to its own success, the publication has been
transformed into a fact-filled four-color production which carries features and columns by recognized experts. As always, it
carries letters and an occasional feature contributi on from a
reader. We're grater ul for these vo luntary contributions - 8 UT
WE NEED MORE OF THEM
If you want to really help other members of your American
can be produced on th ree pages or
less). Your article can be on any subject as long as it directly relates to a
Bonanza type airp lane-and ways to
fly it, fix it, eq uip it, restore it, or some
o ther possibility for improvement.
Your subm iss ion should be typed
or neatly printed (preferabl y not in all capitalleuers) and all
spelling of prope r names and places that you refer to should
be carefully checked by you for accu racy. If you are sending
photos or art work that might be used in the story, be sure they
are protected and properly packaged. And make a list of what
you send us.
Write it like you wou ld tell it to a friend and send it to ABS
Headquarters, auention of the ABS Newsletter. If you want to
talk to a news letter editor, include that request with your manuscript. Don't be modest. If what you send has the capability of
helping ABS members, that's reall y all that counts.
Write on! And let us hear from you soon!
-Patrie Rowley. Editor
Order yours by ca ll ing ABS Headquarters or by faxing or mai ling your order
using a copy of the coupon below.
1994 ABS
M embership
Directory is
now available!
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P.O.Box 12888 • Wichita, KS 67277
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LEARN FROM THE MISTAKES OF OTHERS
JEFF EDWA RDS
The best way for us to acquire
good judgment skills as pilots is to
spend time training and to learn
from the mistakes of others.
I
t's been said that good judgment comes from experience
and experience comes from poor judgment. In flying, poor
judgment us uall y results in a mishap. The best way fo r us
to acquire good j udgment skills as pilots is 10 spend time train ing and to learn from the mistakes of others.
The military often uses the lessons learned from a mishap
investigation to refi ne its flight tra ining programs.
I recentl y sa t th rough a class th at was taught by Dave
Tre inis, a CFl and Part 135 operator. I have been through a lot
of human factors and crew resource management training, but
this class was both unique and unusual. You see, Dave taught
the class in the style of substance abuse co unseling a la AA.
Everyone introduced themselves by the ir first names and
shared a "There I was" story. It went like thi s: "Hi , I'm Jeff
and I'm human." The class responds "Hi, Jeff. "
It reall y stimulated the class into thin king abour their own
limi tations as humans and as pilots. Many experiences were
shared that Friday evening. Hopefull y, the group of people
gathered at Winston-Salem learned some lessons fro m each other.
If the pilot of a light twin had sat in Dave 's class last year,
he mi ght be with us today. He took off from a southeast airport en route westward on a cross-country fli ght. Somewhere
along the way, an e ngine failed. The pilot in command elected
to continue his flight on one engine and flew westward toward his destination. bypassing several en route divert fields.
Over one hour later, the aircraft crashed and the occupants
were killed. Ca use of the mishap? Certainly not engi ne failure. No, it was the pilot's "get-there-at-all-coslS" approach to
fl ying. Pilot e rror-{lT more specifically, his poo r judgment
and fa ilure to elect to land at a suitable alternate field-caused
the chain of events to proceed to a fatal conclusion.
My experience
Years ago, I was in vo lved in a similar set of circumstances.
While getting refresher training at Auack Squadron 42, I was
assigned to fl y a " bo unce peri od'·- that's touch and go 's for
carrier landing practice-with a new junior pilot. Our venerable A-6lntruder was fueled with just 7,000 pounds of fu el to
ensure that when we arrived at Navy Auxiliary Fie ld Fentress
for our bounce period, we would not be heavy and have to
dump gas.
Weath er was be lo w VFR minimum s th at d ay at NAS
Page 3543
Oceana, but the duty offi cer told us to man OUf jet and to taxi
to the hold short. The weather guessers said there was a good
chance of improvement to VFR minima. We slarted our In trud er and taxied to Run way 05. The 300 foo t ceiling and one
mile vis had a long way to go to.
After holdin g fo r 45 minutes and several rad io calls to the
squadron duty officer, our bounce period was canceled and
we we re instructed to ge l a few approaches with our remaining 4.000 po unds of fuel. Bes ides, Paul , my student pilot ,
hadn 't flown in a while and needed the prac ti ce.
Tower cleared us fo r takeoff into the GCA box pattern and
I switched up departure as Paul ran up the engines 10 military
(full power). Immediately, one generator dropped off line. The
A-6's two generators were extremely cantankerou s and it
was n't uncommon to sec one fall off line. Paul tried to reset
the generator to no avail.
My mistake
Jremembered th at the generators were difficult to reset at
high power sett ings but usuall y would reset at cruise power so
1 suggested we reset once we got airborne. Paul concurred
and we were off.
We entered the goo and were cl imbing out bound when Paul
attempted to reset the faulty ge nerator. Suddenl y, all power,
was lost as the other ge ne rator fell off, too. Paul depl oyed the
Ram Ai r Turbine (RAT) and regained electrical po wer. I got
oul a quick mayday call to departure as we lost electrical power
again. Paul looked at me in desperation and shouted over the
cockpit no ise, " What do we do?" My rather succinct repl y
was, "Get VMC and stay there."
We headed roughl y south and continued our cl imb, main taining wings level on the turn and bank coordinator. Power
was regained again for a matter of 10 or 15 seconds before we
lost it for good.
Fortun ately fo r us, as Hank Canterbury wo ul d say, "Serendi pity happened." A sucker hole opened up and we found ourselves abo ut 40 miles south of the field. Paul asked, " What
nex t?" I sc ratched out my repl y on my knee board pad and
held it up for him to read. "Get underneath this stuff. fl y east
until we cross the coast and then head north until we get back
to Virg inia Beach. The air station is onl y three miles inl and
from the beach." Paul exec uted the game plan flaw lessly. Why
AB S July 1994
he was listening to me I still don't know. Aftcr all , f got us into
this mcss in th e first place.
Anyway, we found Virginia Beach and turned in approxi-
mately where I thought we should to find the field. Bingol We
crossed the runway 90 degrees off at 300 feet but at least we
could see the ground and, more importantly, the runway.
We turned downwind for Runway 05 and executed the
checklist for landing without electrical power. Due to the total
power loss, we had no naps or slats, so our approach speed was
about 185 KIAS. We had no normal landing gear extension so
we had to blow down the gear with nitrogen pressure used for
that purpose and we had no anti skid nor nose wheel steering.
A field arrested landing was definitely in store for us.
Paul's first approach was high and fast and we touched down
in front of the wire but skipped across it. I shouted at him to
go around which he did.
On ou r second downwind pass, 1 looked out the right side
canopy as we passed over the interstate at 300 feet and thought
to myself we had to be getting down to minimum fuel. Heck ,
we had only 4.000 pounds when this whole evolution started
and we were into 30 minutes of night already burning better
than 5,000 pounds an hour. 1 thoughtto myself th at if we didn't
catch the wire this time it might be wise to go out over the
water and jump out.
Fortunately, Paul's second pass was superb and we trapped.
We shut down th e jet in the wire and crawled out. My knees
were shaking so bad when I got out I had to sit down.
Our maintenance crew found out that it was not a ooenera-
tor problem after all, but a burned up electri cal supervisory
panel. That '5 why our emergency generator did not work at
all. We were lucky we didn't get an electrical fire in addition
to our other problems.
A valuable lesson
I learned a val~able lesson that day, one that the twin pilot
EAA Young Eagles Program
Skipping subjects, ABS is cosponsoring the
EAA Young Eagles program this year. For those
of you not familiar with Young Eagles, it is a grass
roots program designed to get youths involved in
aviation through introductory flights by ABS and
EAA members.
More than a few years ago, my dad, Bill
Edwards, spa rked my interest in aviation. I
couldn'l have been more than five or six when he
took me to Blue Ash airport in our hometown of
CincinnaLi to watch airplanes take off and land. [
was hooked. We built just about every model airplane on the shelf at our local hobby shop.
The years went by and any chance that my dad
had to Oy with a friend usually yielded a seat for
me. A ride in a Republic Seabee, a twin Comanche
and, when I was in the sixth or seventh grade, a
ride in Charlie Smith's V-Tail Bonanza. I knew
then I wanted to own a V-Tail one day.
Along the way, my father joined a flying club
and got his private ticket.
When I was IS, he asked me if! wanted to learn
to Oy. So at the age of 16, Gary Coke soloed me at
Athens, Ohio. I received my license at 17. I've
been Oying ever since and, along the way, have
given lots of rides to children and adults alike,
hopefully sparking that interest in aviation in
someone else.
Thanks, Dad.
--@.-
learned too late. Auplanes don't fix themselves in night. People
fix them on the ground. If you have a problem with an aircraft
on th e ground. get it fixed before you go Oying.
Tf you have a problem in the air, get it on the ground as
soon as possible or as soon as practical. "As soon as possible"
means "land now."
"As soon as prac ti cal" means land soon at the closest facil-
ity at which repairs may be made. In the case of the A-6 generator failure, we had to land "as soon as possible."
'-'
The Bonanza and Baron training programs should stress
developing good judgment skills. If judgment sk ill s are difficult 10 teach, then they are even more difficult to quantify.
Last month Jreceived a questionnaire from th e FAA Aeromedical Branch. I filled out the form and sent it in. (I'm sure
many of you got thi s in the mail as well.) The thrust of their
study is to quantify pilot's experience versus judgment ski lls.
Father and son fliers, Bill and jeff Edwards in front
of Bill's V35B
'
However, I' m sure they wi ll fi nd that goodj udgmem does not
necessarily equate to a thick logbook or lots of ratings.
Good j udgment comes from app lying the lessons you have
learned from experi ence or from the experience of others .
. Some types of emergencies in the Bonanza or Baron may
dictate an off-ai rport landing. An in-flight fire is one example
of " land as soon as possible." The twin pi lot flying single engme should have landed "as soon as practical."
1 should not have gone Oying th at day.
Oops: Due 10 an oversight in scheduling, an ad for one
of our regular advertisers, Nagle Aircraft, was inadvenen tly left out. The Nagle ad is back in this issue.
"Hi. I'm Jeff and I'm human."
ASS July 1994
Page 3544
Currents
LEWCACE
Baron-type brake relays
Last month I attempted to describe
the wo rkings of the dynamic brake system as used on Beech airplanes not us-
ing the "dynamic brake relay" system.
A s mentioned in last month 's mi ssive,
Beech built 1300 Bonanzas (SIN 020101500) which used a relay control box
for gear molor operation. Also, the Barons, Travel Airs and 28-volt Bonanzas
use a rel ay system, hereafter referred
to in this article as "Baron types" andalthough the hard ware is different-the
function is exactly the same as the 35
Bonanza.
I know exactl y what is inside the 35
V-Tail re lay box and how it wo rks
because I have one in my parts colleclion and it is easy to see the innards of
the box.
The Baron-type relays are a CuttlerHammer relay which is designed as a
semi-sealed unit. It can be disassembled
but would nonna lly be replaced instead
of repaired. If anyone has a junk Baron
relay which has not been disassemb led
or tampered with at all (in an as-removed
condition) and would send it ro me, I
could confirm precisely what I think is
inside the assembl y.
Normally, we think of a relay switch
or a mechanical "m icro" switch as onc
Page 3545
which has a normally closed and a normall y open set of contacts. That is, either power must be fed to the magnetic
holding coil of a relay or a mechanical
force applied to a micro switch to move
the sw itch from the nomlal, at rest position to close the normall y open contacts.
There are, however, "latching-type"
relays and switches which remain in the
position lhe applied fo rce moves th e
switch. To move the switch back to the
original position, a force in the opposite
direction to the first applied force is
necessary. Such a "latching-type" switch
is the wa ll -mount ed light sw itch in
yo ur house. It stays parked unti l moved
to the opposite position as opposed to
most magnetic relays and snap action
micro switches.
The diagrams of the 35 and Baronlype "dynamic brake" relays depict bOl h
lype switches used to accomplish the
necessary circuitry of the brake system
as described in last month 's article.
I have labeled th e "latching-type"
switches "shuttle" sw itches. They alternate the connection of the two gear motor field windings to ground . When the
gear is selected up, the "shuttle" conneClS the down field winding to the up
brake switch so that when the up brake
sw itch closes upon the up limi t switch
(power to th e motor) opening, the down
field is shorted to ground providing the
gear-up braking action.
When the gear is selected down, the
"shuttle" moves to the opposite posit ion
and remains parked to ready the down
brake circ uit for th e down brake switch
to close.
To test for proper brake circuit continuit y and function, the fo llowing procedures should be used: After bench testing the gear motor for proper braking
ac tion as described in last month 's article and with the motor still removed
from the gearbox, turn on the master
switch and confirm that all circuit breakers are in. If the airplane is sitting on
the wheels, it will also be necessary to
disconnect the strut safety switch linkage and wire the linkage in the strut extended position (righ t gear onl y on 35
and both gears on most Barons and 28vo lt Bonanzas) to foo l the ai rplane into
thin king il is in fli ght.
However, troubleshooting the gear
while the aircraft is sitting on the wheels
is very limited and restricts the testing
of the gear circuitry. If the ship is on
jacks, this disconnect oflhe linkage will
not be necessary.
Since the gear is alread y do wn, a
check of the down brake circuit continuity should be made first. If the airplane
is sitting on the wheels (not on jacks), it
will not be possible to check the power
supply (+) to the down terminal of the
relay box (#2 on Baro n types and #6 on
35 Bonanza); however, if the gear ran
down satisfactoril y the las1 time the gear
was extended, it may be assumed that
there is power to the motor when selecled down.
The reason the gear down brake circuit check is done first is that if the gear
is se lected up with the airplane onjacks
or with the strut switch linkage disconnected and tied to the strut extended
position, the s huttl e sw itch wi ll
move to the gear-up brake position and
will not move back to the gear down
brake position when the gear is later selected down.
This is caused by the gear down limit
switch being satisfied. Since the gear is
actually down and me gear down limit
switch is open, there will be no control
vo ltage to the down holding coil when
the gear is selected down which wou ld
move the brake shUll!e switch to the
down brake position .
Do IIOt aIlempt 10 move the gear
manually in the lip direction off of [he
down limit switch unless [lie aircraji is
siuillg 011 jacks. If the gear is moved off
the down limit switch while on jacks,
repetitive checks of the gear circuitry
may be made in either direction si nce
the gear is neither up nor down and the
relay box will accept and respond to gear
position selection inputs in either direction. Of course, since the motor has been
removed, nothing moves except the relay box innards.
The gear down brake circuit check is
done by taking an ohmmeler reading
between relay box terminals # 1 and #5
on 35 Bonanzas and # I and ground on
Baron types. The readin g should show
two ohms or less.
Afte r compl etin g the down brake
check, select gear up. The shuttle switch
will move to the up brake position. With
the master switch on and all gear CBs
in, there should be system battery voltage (1 2 or 24 vo lts) between terminals
#5 and # I on 35 Bonan zas and # I and
ground on Baron types. This appl ied
voltage to those terminals wou ld cause
the motor to run in the up direction
(i f it were inslalled) umil reaching the
AS S July 1994
flID.\\ DOW'
LI.\\IT SWn CH
fROM GOO
+
MOTORC.8
GIAIO
~;==:::;!;:=:;::l===;;;-,---;b-------,
,----j-itiK-- GlAlO'I - - - - ,
MOIOR
Jl:U,\/DOW-.I
s\'\'ITCH
G1810
-r--
OOWN-+-f::::::<>-h
--t-
-
-:9:- GSI
,\.tOTOR RUN
U
' P S\\TTCH
GROUND
ri''''::::+-- J-LP 8RAKf
BRAKE
~~-AlE - f-- -- - -;l::-/
SWITCH
II:l1D'1· ......."1C
821 lIINDING
GEAR MOIOR
IlKAKE RHA'" 80X
UP
DOWN
~~~~IT::,=j~~======~==~
~BlAC';.
J
__
Baron, Travel Air, 28-volt Bonanza relay unit shown gear down-aircraft on ground
G
".18;1
_I
~ G)3- 18 1 1
TOBU~~~::=-s' j
TO STAlL
WA~'ING RELAY
A
V
Fll-18 -
-
TO OO\V, LIGH T
0 0 ·,6 - - TO UP LIGHT
j>l<: -:=+-~
:18 ~~';",'88 !
NI4-18 ~
r-f-- NIS-1B-----,
UI'
...J.....
G o - G)6- 18
G3S.lfI ~ G)7 _ 18 -----;;;:
DOWN
1- - - - - - - - - -
I
(up---o-- Gl l - 1B
J
~G22-18
I
I
I
I 0--0
I
--, 0
ill I GROUr--D
.'<13. 1..l...
1-=
GI -4-18
~
I
T. Buss bar
2. Landing gear motor ci rcuit breaker
3. Landing gear reversing switch
"" lup
0 ICONTROl.
I 0---0
G32-18
4. Landing gear safety switch
UP IlRAKf +-t.... ....--o---CI9-14
5. Connector
I 16=--o--cn-14 --==lt
1 I ~GI7_14 -
~
I : - ' - CI4-14
UPRU"' ~~Gl~ l-4
1
.J...~ "'- Cl s· 1-4 ++1+11+0
t
I
'4' I. FROM
I BUSS
I C26· IO
I I
""'"'
I
OOWNII:UN ~
I I 0--0,-----'
I I
7. Up limit switch
8. Down limit switch
9. Dynamic brake
10. Conneaor
11 . Landing gear motor
\!.I
T O-=-O--C13.14
SWITCH
6. Connector
'--<>--;-1 C29-1 6
'<c--<>-'-------'
BAAKE .J...
I G2S.\ 4
SHunn I
,I
1 ~~0l
I"j\
CI6-14
CONNECTS
~'V14
r.\ I UP
~R U '
""
\WI
UP
4---o--'- C26.10 --<<E---- G8.10 WHITE
I NlJ.1
BLACK...l...
00v.'N 8RAKE
I
I
I
I
1
I 0---0
I~
I ""-0
C19-1 4
\!t I DOWN
RUN
h\
I <>-<>
~ G24- 1 6
11\ LATCHING
W
TYPE SWITCH
_ ~
_ _ _ _GIO-I6
_____
65.70cOJlt1 ..-r-
0
DOWN
""
\WI
RED
C27.1 0 -<<E--- C9-10 = " ---'
I
I
o
Connections o n relay box
I
__ J
Landing gear control circuit shown gear down-aircraft in flight.
Airplane serial no. D-20 7 thru D-7 500
up limit sw itch point. The limit switch
would th e n c ut power to the rela y
holding coil whi ch, by the action of the
relay return spring, would move the
" motor run-up" switch and th e " up
brake" switch to the position shown in
the diagrams.
Since the gear does not actual ly move
during our test. we must manuall y cut
power to the up relay holding coil by
turnin g off the master switch. An ohmmeter readi ng may then be taken between tenninals #6 and # 1 on 35 and #2
and ground on Baron types. Again, two
ohms or less should show.
If the relay does not move when selected to up or down (audible clicking
so und) wit h the airplane on jacks, th e
CBs in, mas ter s witch o n and th e
gear parked in a position off of both the
up and down limit switches, a check of
control vo ltage to the relay box should
be made. With the gear selected up, system battery vo ltage should exist between
terminals #2 and # I on 35 Bonanzas and
#C I and ground on Baron types. A down
selecti on should show vo ltage betwee n
#3 and # I on 35 Bonanzas and #C2 and
ground on Baron types.
If this test is not satisfactory, a problem of a poor ground from the relay box
to the airframe may exist or in any of
the c irc uitr y from the bu ss power
suppl y thro ugh the gear motor or gear
co ntrol CB, gear selec tor switch, strut
sw itch or swi tch es, up or down
limit switches or any of the interconnecting wiring,
A methodical search for a di scontinuity should be made usin g standard
praClice for such efforts.
By studying th e relay diagrams, one
can easily see how the maWr run and
motor brake switching is accomplished.
Remember, the lip/down run and up
down brake switches move only when
po wer is applied to the holding coil alld
relllrll to the position depicted 0 11 the
dia grams when the gear is in either the
lip or down position.
However, the shuttle switch remains
in the new posi tion 10 which it was
moved by th e up or down relay acti on
and wi ll move back to it s original
position only when the relay is again energized in the opposite direction .
Also on 35 Bonan zas, should the relay contact points (most likel y the up or
down motor run limit cont act points)
become burned and unusable, a repai r
continued on page 3553
rela y
ABS July 1994
Page 3546
Regional
activities. Gary recently acquired Performance Aero which was foonerly 10cared near Santa YnezAirport.1t is now
News
find Bonanza parts.
Due to deleriorming weather, several
in Reno. They are a supplier of hard-toplanes left on Saturday, but those members who stayed enjoyed an afternoon
of shopping in Solvang's abundance of
quaint shops, as well as touring some of
the wineries of the Santa Ynez Valley.
Our Saturday night dinner at the
Royal Scandinavian Inn was excellent.
First Northeast
Bonanza Group
Australian
Bonanza Society
GENE KEYT
BILL BEDSER
Our April trip to Asheville, N.C., with
13 aircraft and 38 people, was a mar-
As each year passes. the Australian
Bonanza Society grows stronger in its
efforts to educate members, owners and
pilots about this famous piece of engineering: the Bonanza!
velous lOur back into "tum of the cen-
tury" history. The Vanderbilt mansion
set an all-time standard for "conspicuous consumption" and made for a fabulous lour.
Treasure Key in the Bahamas was a
huge success due to the very much ap-
preciated effo rt s of Chuck Bragg .
Twenty-four aircraft and 66 people made
the trek. Some from Texas. h was a great
time and all of us had our share of beach
for their continued support by making
people and information availab l e
so willingly.
In April we held our first Colvin 's
Clinic in Australia, (as reported in last
month's ABS News/eller) . arm's ca·
pacity to remember Hnd document in
his excellent publications a IHe 's knowledge around this magic aircraft is of im·
mense value to every owner-even
more so when we are on the other side
ofthe world. To us, Norm is a "legend"
and now that he has experienced the
tyranny of distance. the 11,000 odd
miles. he can better understand the value
of my comments.
Before thi s mutual link was formed
between our two organizations , the
availability of technical and performance information for the Bonanza was
at best mediocre in Australia. Many of
1993-94 was a year of developing
us have mucked along for almost 30
years with bad infomHltion, which only
program (unaided by ABS, USA) under
the excellent leadership of "Chesty"
eFT
developed bad habits as well as frustration and delays.
The ABS Convention in Reno last
September was the first official USA
for the AlIslra·
meeting. It was a chance to ex hibit our
Iian Bonanza Society) and the skilled
own ABS outside of Australia. USA
President John Kilbourne has com·
mented frequently on the need for us to
internationalize ABS programs.
Chesterfield (now
stroll ing, snorkeling, sunn ing, lots of
assistance of his fellow instructors Fred
Knudson and Edger Bassingthwaighte,
Mike Innes and Greg Cornell.
est, thi s could become an annual event.
Run in true military style, these men
are helping owners and pilots to develop
Pacific Bonanza Society
the same encyclopedic approach to the
The weather gods played games with
us all weekend, but the members who
managed the trip to Solvang. Calif., had
We must continue to acknowledge
the assistance of ABS , USA, executives
technical knowledge. In the case of pilot proficiency, this is the first year we
have managed to finish a full training
food and drink at the Spinnaker and the
Tipsy Seagull. If there is enough inter-
BILL WHITMAN
vel oping for almost 30 years.
knowledge required to become a competent pilot in the Bonanza aircraft, a
system our USA association has been de-
Can we get any starters for the lillie
Rock Convention, October 12 to 16?
Until you see 200 to 300 Bonanzas lined
up on onc field, you can 't appreciate
...@-
how great an aircraft yo u ny!
a great time. Saturday morning arrived
with a lig ht drizzle and overcast sky.
Twenty-two Bonanzas were on the ramp
for the customary flight line inspection,
plus a question and answer session conducted by Dave Monte.
Brian Phillips of Aero Cosmetics
(you may have seen their ads in the ABS
New.flerter) demonstrated and discussed
their cleaning and waxing products as
applied to aircraft. The products arc easy
to use and effective, as attested to by
some member· users in attendance.
Charter PBS member Gary Baker
invited us to visit the facilities of Per-
formance Aero following the flight line
Page 3547
Mark D~lvey And Norm Colvin at Australian Bonanza Society Service Clinic
AB5 July J99.f
THE YOUNG EAGLES SOAR
.. .and ABS members help make it happen
O
n Saturday, June II, the fifth grade class at Woodmoor
Elementary School in Snohomish, Wash. , was given
an opportunity to experi ence the wonders of flight.
thank s to local businesses which learned up with pi lots from
the American Bonanza Society to make it all happen .
According to Steve Walker. ABS 26764, the organizer of
the Eagle Flight , th e event was carried out on th e occasion of
Internati onal Young Eagles Day, th e first interna ti o nally
coordinated effort held in conjun ctj on with the Foundation's
Young Eagles Program. Thus, w hat was happe nin g at
Harvey Field in Snohomish was happening at other ai rfi elds
around the world .
The major sponsorship of the Woodmoor Elementary Young
Eagles Flight was provided by Galvin Aviation and the MuseUln of Flight, both located at Boeing Field in Seattle. The
Boeing Company provided suppo rt for the ni g ht.
A ll pilots who participated in the Woodmoor Eag le Flight
are members of the American Bonanza Society. The Eagle
Flight pilots volunteered their tim e and the use of their airplanes to provide this unique and exciting flight experience [0
the youngsters.
The Woodmoor Eag le Flight inc luded a Museum of Fli ght
group tour: a pilot 's preflight briefing to th e c lass and g uidin g
the children on aircraft preflight; a takeoff as a group en route
to Harvey Field, Snoho mi sh; a land in g at Harvey Field,
Snohomish; lunch; a guided tour of Harvey Field; and a takeoff as a group en ro ute to Boeing Field.
With the successfu l concl usio n of the Woodmoor Eagle
FI ight, each child was presented with an Eagle Fhght Certificate and their name was entered into th e "World's Larges t
Logbook" located in the EAA Air Adventure Museum in
Oshkosh, Wis. As for the volunteer Eaglc Flight pilots. they
may take satisfaction in having helped to direct the energy,
e nthusiasm and po tenti al of Mrs. Clawson's fifth grade c lass
Young Eagles rally in Santa Monica, Calif.
lance for Young Eagle Flights contact Ed Lachendro, ational
Young Eagles Coordinator, O shkosh, WI 54903-2683.
"It 's a very worthwhile, very important effort to give the
next generati on of pilots a good head start," Sones said. It 's
every pilot's opportunity to share their experi ence and their
knowledge with those who otherwise might nOI get the chance
to lind out what nying is really like ."
--@.-
inw positive, fulfi lling activities like aviat ion. The volu nteer
pilots of the ABS will have offered these young people a
glimpse of a new and exciting horizon.
The Young Eag les Program was launched during the 1992
EAA Convention at Oshkosh, Wis. Its goa l is to provi de one
millio n you ng people wi th a demonstration ride by th e year
2003, the I OOth anniversary of the Wri g ht Brother 's first powered night and the 50th annive rsa ry of the EAA.
General Chuck Yeager. named Ho nora ry Chairman of
the Young Eagles Program on Jan. I of thi s year, also participated in International Young Eagles Day as one of his ftrst
offic ial dulies.
Accordi ng to C liff So nes, ABS Executive Director. the
Young Eagles Program has been officially embraced by the
ASS Board who actively encourages Society members to organ ize and participate in Young Eagle Flights in their communities. Cliff suggests that those who need Slart-up assis-
ABS July 1994
Phillips 66 boosts Young Eagle
Flights with avgas credits
Phillips 66 showcd their enthusiastic support for the
Young Eagles Flight program by offering a one dollar
credit for every gallon of avgas sold to pilots participating in the nights for the period May 20 through July 17.
All participating pilots who are EAA members or part
of an aviation organization authorized by EAA to participate (like ABS) were eligible for the dollar per gallon discount.
This is generous evidence of the continuing
corporate interest in the Young Eagles Flight program.
Phillips 66 deserves the thanks of the entire aviation community for their help and support of a vital program.
Page 3548
PROPER USE OF RUDDER WHILE
FLYING A TWIN ON ONE ENGINE
}.M. HIRSCH
T
hese thoughts were first published in theABS Newsletler
in October 1990 beginning on page 2617. Rather than
repeating, this note serves to amplify the proper use of
the pilot 's feet. The past two months have had articles by John
Geitz on proper footwork. and thi s month we will con tinue in
that vein.
The Problem
As most recentl y minted multiengine pilots know, a sig-
nificant amount of tra ining time is devoted to operming the
airpl ane wi th one engine ei th er not producing power
(windm ill ing) or completely shut down (propeller feathered).
The problem resuits from the thrust asymmetry due to
the operating engine being off the center line of the fuselage.
A further complicati on involves the fact that the Travel Air
and Baron series of aircraft have normally rotating engines on
both sides.
Since the thrust line is offset to the right of the engine center during high angle of attack flight ("P" factor), the right
engine operating alone provides more asymmetry than the left
engine operating aJonc. The torque due to the thru st asymme-
try must be countered with significant rudder in put and some
aileron input. Let's discuss this problem further.
Solution Part I - Set the heading bug
Prior to taking off, wise muitiengine pilots will set the
heading bug on their DG or HSI to the runway heading. The
importance of this comes when an engine failure occurs.
The first thing the plane will do is yaw toward the deadl
dying engine.
The proper pilot technique is 10 return to the original heading. Much more than the usual amount of rudder input is required for this tum back to the original heading. but it is critically imporrDm that the plane be positioned so (hat il is lUrl1ing back {oward the original heading. This action is critical
both to maintain directional comrol and to properly identify
the dead engine.
Solution Part II - Use of rudder in straight flight
Once directional control has been reestablished and straight
flight resu med, the pilot will find that significant rudder input
on the side of the operat ing engine is req uired to maintain
straight, wings level flight. The rudder deflection se rves to
provide a counter torque to the off center operating engine.
Sufficient rudder deflection will allow fli ght on a constant
heading.
However, as Figure I shows, there is a resulting side force
(F in the figure) which causes a sideslip toward the inoperative engine. In the Figure, T = thrust, D =drag, F = side force
from rudder, H = drag from the sidesl ip, a = offset distance
from the center of the fuselage to the center of thrust of the
operating left engine. b :: offset distance from the center of
lift of the vertical stabi lizer and the center of gravity.
The slip can be visualized from the cockpit by attaching a
:--b_
•
r<
T
a
········ ......L
0\
I>
'"-'
ANG~i' . D
SLIP
FLIGHT PATH - ~--.-- - -- - - __
1 1 111 1
~~~V fM
F= T(a/b)
-'~
Figure 1. Right engine inoperative-wings level, ball centered.
Page 3549
HAll en..TERED
(
~
Figure 2. Wrong!
ABS July' 994
yaw string to the nose of the airplane (or windshi eld) whic h
wi ll indicate the sideslip. In the BPPP ciasses, it is my job to
attach the yaw stri ngs to the Travel Airs and Barons. I use a
red yam fastened with drafting tape (to faci litate later removal).
I attach the string to the base of the windshield allowing it to
stream back almost to the top of the windshield. Figltre 2 shows
the aerodynamics and resulting yaw string position for wings
level, ball centered night.
ZERO SIDESLIP
.-'
rr
t--
(,
,1
l J
l"l vl"
Solution Part 11/ - Use of rudder (a lso aileron) to
maintain zero sideslip
111111
So how do we e liminate the slides lip? The an swer, curi-
ously enough, is to reduce the amount of rudder input slightl y.
This is best seen by attaching a yaw string 10 your plane and
nying with an instructor who knows the drill. The most obvious thing to notice is that the ball is no longer centered, rather
it sit s about a quarter ball w idth towa rd an operat ing left engi ne, and a halfball width toward the operating ri ght engine.
PROPf: R SA,I'.K AI'.C l E
~~~m
A
~
YAW STRI'C C[' 'TERED
Figure 3. MInimum drag/maXimum climb
plane begins a turn (bank as we ll as heading change) toward
the inoperative engine. This bank res ults in a large increase in
Ymca (three knots per degree of bank). It is possible to have
Ymca approach Yyse (Blue Line) with only a five to ten deg ree bank toward the inoperative engine . [f the pilot were to
respond w ith back press ure without correcting the turn first,
th e res ult will like ly be a co ntinu ed rollover into
uncontro llability. This is why having the heading bug set and
immed iately beginning a coordinated turn back to ward th e
origi nal heading is critical. This estab lishes a bank toward the
operati ve engine which greatl y enhances control (lowering
Ymca).
This brings us back to where we staned-always have the
heading bug set to your head ing (p rior to takeoff roll to the
run way heading)-and develop the in stincti ve response to return to yo ur original (p re eng ine failure) head ing using ag gressive rudde r, as well as bank .
The yaw string w ill now be cent ered, and in order to maintain strai ght night, a slight bank toward the operating engine
will be present. It is hardly noticeable, about two to three degrees. More noticeable is the fact that the yaw string is now
cente red. the sideslip is eliminated, and the rate of climb is
increased by about 100 ft/min.
Figure 3 shows the aerodynamics and ball and string positi o ns for a ri g ht engi ne on ly operat io n.
Discussion
The bank angle results in a horizontal component of lift
whjch ni cely offsets the sideways force from the rudder. By
using horizontal compo nent of lift instead of sid es lip . the
plane has less drag (slipping being something we were trained
to do if we we re too hi gh). The plane climbs bette r (descends
less rapidl y).
Common pilot errors include using too much bank . A while
back we used to teach five degrees bank toward the operating
Jack Hirsch, ABS 79716, is the chief pilot for the West Houston
engine. We know better now. Five degrees is the maximum
Aero Club localed al SGR. Jack holds AT!', Gold Seal eFII, MEl,
bank angle permitted by the Federal Air Regulations in deterAG/, IGI and Ph.D. ratings.
mining Ymca during the certifi cation of
the plane. It has no physica l meanin g
for us. [11 fact, using seven to eight degrees provides enough horizontal comRATE OF CLIMB FT/MINUTE
200 r-------------------------------------------,
ponent of lift to eliminate any need for
rudd er. Ymca become s va ni shingly
l
small. There is lots of sideslip, but now
toward the inoperati ve engine. Top rud-
1S0
der is required to maintain strai ght
100
flight- in fac t, the "dead foot = dead
engi ne" is now reversed if too much
bank is used. Geitz is right: Concentrate
on your feet, keep the yaw string straight
(ball slightl y toward the operati ve engine) .
Finall y, it has been shown by M.R .
By ington fro m Embry Riddle Aeronautical Univers ity (Fig lire 4) that the more
bank you use, the more directional control you have. Ym ca decreases about
three knots for each degree of bank toward the operating e ng ine. Here in lies
a trap: When the engine first fail s, the
ABS July 1994
LOW RUDDER
FORCES
HIGH RUDDER
FORCES
Ymca
Ymca
INCREASES
DECREASES
50
YAW STRING
CENTERED
a
MAXIMUM
RATE OF CLIMB
-50
WINGS LEVEL
BALL CENTERED
- 100
- t 50 IL-_
-5
-4
--'-_
-3
I
NO
RUDDER
FORCE
Vema
DEMO
'---'--Y._'---'-...!
• .J..--'----I_.J..--', ~
. -,---,---.J
-2
-1
a
234
A GLE OF BANK
5
6
7
8
9
to
Figure 4. Rate of climb vs. bank angle-Baron 58
Page 3550
PAINTING YOUR BONANZA OR BARON, continued (rom page 3532
process turns the silver skin of the airplane to a light , golden
color. In the end, the skin of the plane will be as close to perfectly clean as is possible. This gives the paint a good surface
with which to fonn a permanent bond.
Most paint shops will then spray the plane with zinc chromate primer to provide an optimum bond for the surface colors. After the chromate application, the airframe will receive
any body work that is needed.
The amount of "bondo" work that a shop will do is usually
included in the estimate. and any lime beyond that amount
will cost extra. Some shops will also clean up corrosion helping to make the skin as smooth and pristine as possible prior
to the application of the surface colors.
smaller shops are still using lacquer, however, thi s painl has
fallen into significant disuse when compared to the number of
planes that are painted with Imron or Alurnigrip.
Both Alumigrip and !mron have been tried and tested and
offer excellent durability, weather resistance and finish when
correctly applied to a properly prepared airplane skin. The
brand of paint that each particular shop prefcrs appears to re ly
on what brand they have used in the past, and what they are
most familiar with.
The number of coats of paint that are applied depends on
the shop in question. Some shops use two coats, or as many as
it takes to cover, while other shops prefer three coats of pain I
for their process. In the end, your preference over the number
The most important part of any paint job is the task of ap-
of coats of paint should rely on how other planes painted by
the same shop look.
After th e first few coats of paint (called base coats) have
been appl ied, the shop must begin the painstaking work of
laying out the pattern for the accent stripes. The number of
plying the paint itself. There are several different paint brands
and types available on the market, with Alumigrip or Imron
applied more often than any other type of paint. Some of the
stripes that are offered varies, bUI many shops offer up to three
colors in any Beech factory paint scheme in their estimates.
Owners can customize their paint jobs if they are so
Finally, the paint!
v- Tail painted by Perfect Finish Aircraft Refinishing, Inc.
Page 3551
ASS July 1994
inclined. Options that are used to break the factory mold include more stripes or a major change in the design or layout.
In either case, the price rises in proportion to the time and
material it will take to do the work.
The pattem layout is one of the most important and crilical
parts of the paint job. As one of the shops aptly pointed out.
there are plenty of 50 foot paint jobs in the world, but few that
stand up to close inspection.
The difference between a good or bad paint job can come
down to the skill of the shop. If the shop is even slightly errant, the accent paint can creep past the tape barriers and bleed
into the base coat. Even worse, if the paint is applied too
heavily, it will fonn small. somewhat unifonn bumps known
as "orange peel" and that makes this phase of the process very
important to the detail oriented owner.
Apples and oranges?
Again. we come
[Q
the question of how to compare paint
shops to get the most for your refurbishing dollar. Apart from
the checks of the various details, this job comes down (0 one
simple element: adequate investigation. Most paint shops keep
a customer list. and considering the fact that an average owner
will spend between $6.000 to $10,000 and up for a paint job,
it is not unreasonable to ask for references from the shop.
The references should cover planes thaI are similar to yours,
i.e., other Bonanzas or Barons, not a Cessna 152, and would
be best if they extended over a period of five years. This will
v- Tail painted by Perfect Finish Aircraft Refinishing, Inc.
QUESTIONS TO ASK ABO UT THE ESTtMATE
How many base coats of paint will you apply?
How many accent colors are included in estimate?
Does estimate include balancing of all control surfaces
prior to reinstallation?
How many hours of body work are estimated?
Does it include removal of control surfaces and repaint-
ing beh ind them?
Does it include painting of the landing gear wells, doors.
and gear legs?
allow you to see how the various paint jobs have weathered
How much corrosion cleanup is included?
over the years, rather than how 10 fresh jobs look less than a
Will new wing wa lk be installed as part of this job?
year after completion.
With those references in hand, take the initiative and call
the owners. Ask them questions about their paint job, both
how the work turned out, as well as how it has stood the test
of time and whether or not any problems were encountered.
If any of the references are close to home, plan a trip and
take a close look at the quality of work. Chances are that your
plane wi ll end up looking very similar at the conclusion of
your paint work.
The little bits of a paint job can result in added cost to the
unwary cuslOmer. Some shops will paint the wind lacing
around the door area while some do nol. Other shops include
replacement of all hardware with stainless, while still others
will refurbish or repair any boots that are installed. An owner
must be ready to ask questions of the prospective paint shop
in order to place the estimates on equal ground.
Still, there are some items on an airplane that in certain
cases should not be painted. Take antennas for example. If an
owner chooses 10 use a metallic color of paint, applying that
color to the antenna will render it completely inoperative. The
shops know this and wilJ do their best to Sleer owners away
from any ideas that wi ll injure the operation of the plane.
In order to get a good grip on what a paint job will and
won't include, take a few moments to ask each shop the following list of questions. Armed with this information, along
with the resu lts of calls to the various references offered by
the shops, you will be able to make an informed decision on
which company to choose to paim your airplane.
George Wilhelmsen, ASS 25435, a licensed senior reactor operator
with Commonwealth Edison, is a 400 hour commercial instrument
rated pilot. He ;s a contributing editor for Plane & Pilot magazine.
ABS Ju ly 1994
What decals do you replace along with the new paint?
Does your shop repaint the prop as part of the job?
Is repainting and recaulking the existing antennas part of
the job?
Will you replace any loose rivets that are found?
Does it include painting the inside of access doors on
the airframe?
Do you have paint schemes that I can choose from?
Will you give me the names and phone numbers of 10
people who have had their planes painted at your
facility over the last five years?
Will the landing gear and control surfaces be lubricated
following the paint job?
Does your prep work include protection of the various
control surface bearings?
What is the warranty on your workmanship?
FOR MORE tNFORMATtON, CONTACT THE FOLLOWtNG:
Aviation Research Systems, Inc., 503-668-4542
Central Aviation, 414-261-1880
Dave Heisterkamp Aircraft Sales, Inc., 712-423-1762
Harrington Industries, 803-648-9571
Murmer Aircraft, Inc., 800-832-0177
Nagle Aircraft, tnc., 617-274-1210
Perfect Finish Aircraft Refinishing, tnc., 513-867-0303
Page 3552
policy to policy is non-owned aircraft
physical damage liab ility. If you are an
individual or an individual and spouse,
and you occasionall y rent another aircraft--or if your aircraft is temporaril y
down for repair and you use another aircraft-you need non-owned physical
damage coverage.
Insurance
RONOBfRC
Changing companies
A number of factors influence aircraft
owners' decisions to consider changing
insurance companies at renewal time.
If you change companies, however, be
sure to review the new policy as
tenns and co nditions vary from com-
pany to company.
Each policy has a "definitions" section which ex plain s th e termi nol ogy
used in the policy. That 's a good
place to start as it defines in detail
stated coverages wr itten throughout
the policy.
One coverage that often differs from
CU RRENTS, continued from page 3546
of the relay may be made by rewiring
the relay. The relays used are two, threepole. doub le throw units, and onl y two
poles of each relay are used.
So if the relay holding coil is good
and operates the relay, the wiring may
be moved to the spare contacts for a new
goaround. Baron types do not have the
spare contacts, or at least they are not
shown on the schematic of the relay.
Although all of the above may seem
tedious and complicated, it is really a
matter of a little uninterrupted study of
the system schematic and hardware in-
Page 3553
Lim its will vary from $25,000 to the
stated hull coverage on your owned aircraft. Restrictions vary from company
to company as to the limits of seating
capaci ty, landing gear configurations
and engine(s) horsepower. I highly recommend that you refer to your policy to
make su re you're meeting thei r guidelines. If you have any questions, call
yo ur agent.
Some companies might include coverage for emergency landing cost. Let's
say you're forced to make an off-airport
landing with no coincidental physical
damage to the aircraft. This coverage
would pay the cost of the least expensive method of reasonable transportation
to move the aircraft to the nearest airport. The limit of liabi lity fo r this transportation extension will vary.
There are several other coverage differences. Some companies offer coverage for emergency foaming as well as
search and rescue.
Premises liability coverage is another
valuable coverage to have. This coverage will pay for bodily injury and
property damage arising out of your legal use of the aircraft premises, such as
the tiedown space you lease. Damage to
non-owned hanga rs and content s
coverage will pay for damages you are
lega ll y required to pay for propert y
damage to hangars and their contents
not owned by you, such as aT-hangar
you lease.
stall ation. There are some mechanics
who would rather start "shotgunning"
the problem rather than spend the time
and effort to understand the workings
and repair of the failed component of
an inoperative system. At the price of
"shotgun pellets" these days, who but
the federal government can afford such
an approach?
OOPS! In the June issue, page 3514, in
the last complete paragraph on the page,
I made the following error. The sentence
s ho uld read "and th e strut safety
switches when closing the gear DOWN
The definiti ons of deductible vary as
we ll. Some co mpanies define th e
deductibles as "In-Motion" and "Not-inMotion" while others define dedu ctibles
with '' In-F1ight'' and "Not-in-F1ight. " A
flight or ground loss can be self explanatory, however, taxiing could fall into either category, depending on the definition. If you're carrying complete ground
and flight coverage, a taxi loss would
probably involve a determination of
which deductible is app licabl e. However, if the coverage is "ground ri sk
onl y," it is crucial that you know whether
your "ground" coverage includes or excludes taxiing.
Territory limits may vary from company to company signi fican tl y. Some
companies exclude Alaska and the Islands of the Caribbean. If yo u're contemplating trips to any location outside
the 48 contiguous states, call your agent
to be sure your destination and the route
are within the policy territory.
Some companies waive the deductibles in certain loss situations. The
deductibles might be waived for losses
cause by fife, theft, explosion,lightning,
robbery or vandalism.
If you are contemplating changing
companies at renewal, it would be wise
to ask your agent to provide a specimen
copy of the ne w policy. It is worth yo ur
time to compare coverage between the
old policy and new policy to make sure
you are adequately covered.
The ABS Insurance Program has all
of these types of coverage ava ilab le. If
you wou ld like to obtain a quote, give
Chri s Schroeder or me a call at 1-800835-2677.
Ron Oberg, ASS 29772, is Assistant Vice
KS, Inc.
President at Rollins Hudig Hafl
or
brake circuit." The strut switches provided
co ntinuit y
for
running the gear up and for braking
the gear down." I should be caned
three lashes.
Lewis C. Gage, ABS 13129, ATP multiengine land with Boeing 707/720/747/
A-3 70 ratings. Commercial single engine
land; flight instructor MEl)SEL airplanes and
instruments; ground insructor advanced and
instrument; flight navigator; flight engineer;
mechanic-airplane and engine; and FAA
parts manufacturing authorization. Flight
time: 1S,OOD-plus hours. Lew Gage may be
contacted at Sunrise Filters, Inc., 22S5 Sunrise, Reno, NV 89509, 702-826-7184.
ABS July 1994
Calendar
JULY
7.10 - T-6 Fl y- in and Formation Clinic. Greenwood. Miss. Contact: Vernon Ricks, 601-453-5646.
8 -11 - A8S Service Clinic. Ramona, C~tlif. Contact: ABS Headquarters.
13-17 - Lawyer-Pilots Bar Assoc. Meeting. Napa Valley. Calif.
Contact: David E. Prewitt , Esqui re. 2 15-569-0300.
15-18 - A8S Service Clinic. Montgomery, N.V. Con tact: ABS
Headquarters.
22 -24 - Midwest Bonanza Society Summer Weekend Fly-in.
Shanty Creek Resort. BelJaire, Mich. Contact: Jim Atwood, 513984-2915.
26 - Bonanzas to Oshkosh V. Oshkosh, Wis. Comact: Jim Huff.
8 17-898-1200, or fax 817-383-81 17.
30-8/5 - Flying Physicians Assoc. Canada tour '94. Newfoundland to St. Pierre el Mique lon . return through Bar Harbor. Me.
Contact: Marv Donnaud , 800-489-7668.
AUGUST
11 ~ 14 ~ Flying Dentists Association Pacific District Fly-in.
Heber Valley, Utah. Contact: Harri s Done. DOS , 7 14-774-6330.
19-22 - ABS Service Clinic. North Andover. Mass. Contact: ASS
Headquarters.
SEPTEMBER
, 5-18. land of Enchantment Fly-in. Moriarty, N.M. Contact:
George AppJebay, 505-832-0755.
23-26 - ABS Service Clinic. Reading. Pa. Contact: ASS Headquarters.
OCTOBER
'-2 - Rocky Mountain Air Fair '94. Denver. Co. Contact: Alice
Borodkin, 303-337-4947 or Walt Barbo, 303-780-7802 or 303367-0670.
6-9 - Flying Physicians Assoc . Great lakes Chapter Regional
Meeting. Traverse City, Mich. Contact: Paul Haight , M.D. , 616846-2761.
12-16 - ASS Annual Convention. LiuJe Rock. Ark. Contact:
ASS Headquarters.
20-23 - Flying Physicians Assoc.-AOPA Expo '94. Palm
Springs. Calif. Contact: Ann Killian, 301-695-2052.
20-23 - Flying Physicians Assoc. Dixie Chapter Regional
Meeting. Pentagon C ity. Va. Contact: B. Heckman. M.D. , 301608-9211.
NOVEMBER
18-20 - Flight Instructor Refresher Course. Charlotte. N.C.
Contact: ABS Headquarters.
25-12/3 - Flying Physicians Assoc. 24th Caribbean Tour. Lilde
Cayman Island. Contact: AI Bazo, M.D., 904-237-0130 or 904237-1414.
9-11 - Midwest Bonanza Society Fall Weekend Fly-in. TanTar-A Resort. Osage Beach. Mo. Contact: Jim Atwood. 513-9842915.
9-12 - ASS Service Clinic. Gig Harbor, Wash. Contact: ASS
Headquarters.
11 - Sheriff's Air Squadron Aviation Flea Market. Vacaville,
Calif. Conlact: Bill Alber, 707-422-5000.
15-18 - Flying Physicians Assoc. Northeast Chapter Regional
Mystic Seaport. Conn. Contact: R.C. Thompson,1v1 .D..
410-821'- 1616.
Meetin~.
SERVICE CLINIC SCHEDULE
DATE
LOCATION
Jul y 8-11
July 15-18
Ramona, Calif.
Cruiseair Aviation
Montgomery, N.V.
American Wings
North Andover, Mass.
Falcon Air
Gig Harbor, Wash. Tosch Aircraft Indu stries
Cap Aviation
Reading, Pa.
Aug. 19-22
Sept. 9-12
Sept. 23-26
FBO
APPLICATION FORMS MAY BE FOUND ACCOMPANYING THIS ISSUE, OR BY CONTACTING
ABS HEADQUARTERS, P,O. BOX 12888, WICHITA, KS &7277,316-945-6913, OR FAX 31&-945-&990.
any page or pages to any common laser
or dot-matrix printer.
The proposed electroni c ve rsion of
our ABS Newsleller file is designed to
be completely user-friendly and req uire
very little computer knowledge, relying
on an easy-lo-use graphical menu of
com mand s. Its rewards are significant
savings of time for both me mbers and
fo rthe ABS staff. The quality of the copies will be greatly enhanced from what
members presently receive when they
write for copies of articles or request information from past issues.
As far as I am concerned, there is no
downside. It's a good deal. The first step
is the biggest one. This invo lves a substantial cost to scan , format and as-
Outlook
CLIFF SONES
Executive director
semble all back iss ues. And in order to
provide a feasibl e price of $ 195 for the
initi al subscription, we mu st have a
minimum of 300 orders.
To pill the program into motion, we
must have a commitment of 300 orders
with a $50 deposit in our hands , non-
refllndable if 300 orders are received.
El sewhere in this magaz ine. there is
a subscription orderfonn for the new CD-
Information highway
proposaT
The Society has been given an unusual opportunity to electronically publi sh current and back iss ues of the
ABS Newsleller. This CD-ROM version
of our publi cation wo uld faithfully
preserve the editorial format and integrity of the original hard copy and offer
it to members on disks for use in personal computers.
Basically, this is a database that will
be cross-refe renced and indexed allow-
ing for searches and for printing out full
text articles from back issues along with
graphics. The CD-ROM version of the
ROM ASS Newsletter. All checks will be
held and all cred it card authorizations
delayed until 300 subscriptions are rece ived. The balance of the subscription
price will then be billed. If we do not
receive 300 deposits for subscriptions by
September I, 1994, we will return your
checks and/or inform you that we will
charte r pilot with air ta xi and cargo experience in a wide range of general aviation airplanes.
John is the author of the book, Flying the Beech BOl1onza, and the creator
of the videotape, Il1stl'llmem Fly ing by
the Numbers. He has al so wrinen nu merous arti c les whic h have been published in general aviati on magazines. He
holds a Ph.D . from the Un ive rsity of
Colorado and is a professo r in the California State Universit y sys tem.
John 's new book, Flying High Performance Singles and Twill S, picks up
where his first book leaves off and car-
ri es the reader 400 pages further into a
deeper understanding of thei r airplane.
In 20 fac t-fi lled chapters, the new
book covers "air" to "icin g" and everything inbetween. There are chapters on
the twin Baron called "MuhiengineAerodynamics" and "Multiengine Operations,"
as well as chapters o n both the turbo-
charged and normall y aspirated engines.
Flying High Pel/ormallce Singles
alld Twins is no w available at $38.50 per
copy-a rare barga in for Bonanza and
Raren drivers ! You can order fromA BS
Headq uarters now!
-@-
not run th e credit card authorization.
If you have a personal computer, I
strongl y enco urage you to give some
serio us consideration to thi s e lectronic
ne ws letter proposa l. Re me mber, we
have onl y thi s one w indow o f opportu nit y to consider this proposal. Please
look it over and let me know if yo u have
questions.
newsletter would allow members to do
multileve l searching by subject, titl e,
John fckalbar's new book
date and author.
In my opinion, one of the best ways
to evaluate a book on fl ying is the measure of the training , experie nce and
qualifications of the author. In thi s re-
Not only will the subscribers be able
to pull up the full text ve rsion of any
article from any back is sue, it will also
in strument fli ght in structor for single
and multi-engine airplanes. He has been
a pilot in the Federal Express feeder system and he is an acti ve FAR Part 135
pennit them to zoom in on any part of
gard . John Eckalbar 's credentials are
the page, including photos, charts and
other graphics. They will be able to print
impeccable and impress ive .
He is an airline transport pilot and
Ja m es F. Atwood, Cinc innati, Ohio, L19955
NEW LIFE MEMBERS
Bob Lesnett, Novato, Calif. , L222 78
CG. Rudolph , Los Altos Hill s, Ca li f., L31236
Page 3555
ASS July 1994
,
"Bonanza Three Six Bravo Turn
Right To Zero-Five-Zero ... "
h's been a late night and you're starting to sense the need for
sleep. The flight's been short but the weather lousy - a nasty
crosswind with a ragged 200 foot ceiling. E\'cll worse, YOUjuSl
missed the approach imo a bus)' airport you\'c nc\'cr ShOl before
in daylight let alone at night. Your stomach is churning. Suddenly ATe intclTupts, "Bonanza Three Six Bravo, nlrn righllO
zero-fi\'c-zcro, climb and maintain three thousand feet ; holding
insu'uctions, advise ready ro copy." YOll ca n't he lp blll whisper,
"Thank goodness this is only practice." 1try' lifo-like practice illdted.
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