NOVEMBER
-
Painting
Refinishing the Craft.
~Re6ning the Dream.
Interiors of Distinction and Value
Beechcraft owners undoubtedly l1y one of the finest aircraft ever made. Your pride of ownership and attention
to detail match perfectly with our philosophy of how we refinish or modify the Beechcraft line. We treat each
and every plane as if it were our own.
Having refinished exteriors, interiors, and made performance modifications on more Beechcraft than probably any
other shop in the country, our trained and certified technicians know what makes Beechcraft unique.
The Quality Starts in the Details.
From design consultation, preparation, special Beechcraft corrosion-proofing, and final paint finishing, to interiors in all
materials, Maine craftsmen work in America's most sophisticated and environmentally controlled facility. We painstakingly
reverse what the ravages of nature and time have done to your aircraft.
Dou't Give Your Dream to Just Anyone.
Look at our record. Oxford Aviation has won "Best of Show" or "Queen of the Fleet" awards for every manufacturer's owners
association. AOPA even chose us as the original shop in their "Good as New 172" program!
Give us a call for a detailed quotation. Oxford Aviation is the best at refining your dream.
"N3735B, the last V-Tail made, rolled off the lille ill 1984. The N number on my airplane stands
for 37 years of 35 Bonanzas. 1 truly feel like J own a piece of history." - Tim Pollard
Tim and his wife Penney
enjoy k~~~"~:::~':~~~, trips and their dog Baron loves airplane rides as much as his owners.
Ali and Ariel, with whom they hope to share their love of aviation.
They had a "twin arrival" in September of two rl
M
y love affair with Bonan zas began back in
1979 when I sat down
in the right seat of my
father 's 1964 S35 at the age of 13.
Although at that time I could barely
see over the g lareshield, r knew the n
and the re that flyi ng was the way to
go and that I wo u Id also be a Bonanza owner one day.
My fi rst Bonanza was purc hased
in 1992, SIN 0 - 10401 , N4XP, the
second from the last Y-Tail made.
Altho ugh it was an exceptional airpl ane, in brand new condition with
onl y 700 hours total time, I wanted
to own the last o ne built !
ABS November 1996
My lucky da y arri ved on January
well as a d yna mi ca ll y balanced ,
newly pai nted propell er.
25 , 1996, when I signed the papers
T he aircraft was re painted in 1992
for N3735B . SIN 01 0403 , the last
one ever made. To have the opporby Aeromod in Midland , Tex as.
tunit y to own an airplane thi s spe(They did a wonderful job.) Today,
c ial was so exc iting, I could not bethe airplane looks as good as the day
lieve it. I trul y fee l like I own a piece
it roll ed out of the fac tory.
N3735 B has had
of hi sto ry.
N3735 B (which The "Last of the Legelld" is onl y three owners in
its li fe time . It was
stands for 37 years
truly olle ullique airplalle! purchased
new in
o f 3 5 Bo na nzas)
has Collins rad ios As all airplane dealer, it will 1984 by a company
and a Kin g KFC- be tough to give this one up! in Santa Ana, Cali f.,
200 autopilot. King
who then sold it to
an individual in Mid land. Texas. in
KL N-90 G PS a nd a WXIOA
Stormscope.Since owning the air1985. I was lucky enough to get a
plane, I have made several improvetour of the factory a few month ago.
ments. incl uding new leather interior
That's when I learned that the Bonanza trul y is a handmade airplane.
(by P. .& J. Interio rs-w hom I
highl y recommend) and many new
and why it is one of the fin est airplastic pieces have been added, as
Continued on page 4529
Page 4523
VOLUME
UMBER
96 ·
11
COVER: Our Bonanza of the Month is shown flying over the Raytheon
Aircraft Company in Wi chita, Kan . . . . . . . . ....... . .......... . 4521
FEATURES
NORFOLK WAS FUN ...
More than 600 attend '96 COIll'emioll
. •. ............ ........ 4526
..........•.....• 45 28
PRIZE WINNERS
Lis! a/Grand. Early Bird, alld Door Prize winners
PAINTING CHECKLIST by Arky Foulk. .............• . ..•. . . . ...... 4533
How 10 inspect a new paint job
FIRST AFRICAN SOCIETY SERVICE CLINIC
. . . ... . .. . ...... 4536
4538
HOT START MYSTERY SOLVED by Bernard Asher, M.D.
Member soil'cs ten year old mysrery
VIBRATION: WE DO NOT HAVE TO LIVE WITH IT by Jay K. Martin.
Dynamic prop balancing. the benefits are mallY . .
. .. . 4541
. . 4544
EXHIBITORS
Comprehensive list of conventioll exhibirors
.... 4549
REPLACING A FUEl CElL IN A V35A by Lorn R. Honey, Jr.
Step·by·slep procedure
DEPARTMENTS
PRESIDENT'S COMMENTS
by R Oll Vickrey
4525
REGI ONAL N EWS ..
. 4 542
Midwest, Firs! N.E. & S.E. Groups
NEW LIFE MEMBERS
4529
SHOPTALK ..
Engin es, by Lynn Jenkin s
45 30
COLVIN 'S CORNER
by Neil Paban: Gnd Arky Foulk
PRODUCT REVIEW
. 4S34
Jeppesen FS·200. by Charlie Gibbs
4537
AVIONICS
Member letter. by Jim Hughes
FORUM.
PAST PR(SIDE'ITS
B.I. McCI'lnahan. MD, ABSHll
fr,mk G. ~oss, ABSHl386.
Russell ''N. Rink. ABSHL4
Hypolite T. landry, Ir.. MD, ABSH11449 .
C.llvin B. Early, MD. PhD. ABSHL 1797 .
C.lpt. jesse r. Addms, US"(RETI. ARSHL772
D.lvid P. Rarton. ABS HL534 .
Alden C. B,mios, ABSJ ILJ326
Fred A. Driscoll. Jr., ABSHL2976
E.M. Anderson, Ir.. A13SI1 UJ
Dondld l. Mond~y. ABS HL9904 .
4539
1967- 1971
1971 - 1973
1973-1975
1975-1976
1976-1977
1977-1978
1978 1979
1979-1980
19f10 1981
1981 - 1983
1983- 1984
4543
4S45
INSURANCE
Challgillg planes
by John Allen. Falcoll InslIrance
CURRENTS.
Fixin g leaks. hy Lew Gage
4546
CALENDAR
45S3
Ha rry C. I l'ldlcr. ARS Hl1487 .
lohn E. P'ltlon. ABS Hl2819
Ch~rle§ R. Gibbs, ABSHl6Jl 7
Joseph McClilio, III, ABSH l 86Q
lee L.l rson. ABSHl1J25 .
William H. Bush, ABSHl38 10 .
RdY l. lc.ulabrand, ABSL4722 .
lames C. Cilssell, Ill, ABSHli741 .
Wa rre n E. Hoffner, ABSH L5632
Joh n H. Kilbo urne , ABSH 110203 .
l3a rr ie Iliern, ABSHll632 .
1<184-1 985
1985- 1986
1986- 1987
1987-1988
1988-1989
1989-1990
1990-1991
199 1- 1'192
199 2- 19 93
1993-1994
1994· 1996
AMERICAN BONANZA S<XIETY MAGAZ1'lE is published mOnlhly by the ArneriCiln Bonanza Society .lIthe Wichita Mid-Conlioent Airport. 1922 Midfiel d Road , \ ..rachi1d, KS 67209. The price of a ye,uly subscriplion is included in the .lnnoal du~ (5 4 5) of
Soclecy members. Periodical postage paid ~t V.~(hita, KilnSds .•md additional m.liling OffiCes.
The Society and Publisher CilMOI .l.cept responsibility for the corrcclne;< or ilccuracy of loe matters prinled herein or for any
opinions c"pressed. Op inion~ of the Ed itor or (Ontribulors do not necesSdrily represent the positio n o f the Sod£'ly. Publishe r reserves
Ihe ri~ht \0 reje<;:! an.,. ma!erial submitted fur !--,ublicalion. Copy submiued for public.uion ~ha n bcrome the pro~r!y of 111", Soc k !)'
ilnd shilll not be relu rncd. Art ic les subm itted Wit h <ICCOml)~n)'ing pictures receive publitalion prefere nce. !,ictures wil l be rr.rtumed
whencver possible.
ANNUAL DU[ S: US--545, Ca !1dd~ 6< Mexico-545 (US). Foreign-57)
POSTMASTER, send addr~s chaflSt'S to: Ame ri<;:an Ikln,lnzil Society. r.o. ilolt 12888. Wichi! ~. KS 67277
C COllyrigh! 1996
Page 4524
ADS N ovember 1996
I encourage you to s hare flying
and maintenance experiences that
cou ld he lp others. Don't worry aboUl
yo ur writing skills . It sho uld be obvious from this column that you do not
have to be a Tom C lancy to share your
thoughts with others.
President's
Comments
RON VICKREY, ABS 7577
Greetings to all!
A BS Benefits
Ot her ABS benefits include 13
BPPP classes sched uled across the
country to s harpen up ou r flying
ski ll s. I have met many terrifi c instructo rs and ABS members while attending the B PPP each year.
In addition to the satisfaction of
flying more proficiently. the insurance companies look ve ry favorab ly
upo n the BPPP ex pe r ie nce at re newal time . If yo u canno t attend, T
suggest you ca ll o r e-mail the ABS
office. Most likely, Sam James will be
able to provide the name of a qualified
Bonanza or Baron flight instructor in
your local area.
Our ABS Service C linics continue
in full force thro ug ho ut the com ing
year. These sessions offer a n excellent opportunity for a " second opinio n" by some very knowledgeable
and experienced Bonanza and Baron
enthusiasts headed up by ABS Techni ca l Cons ultant e il Pobanz.
These clinics become increasing ly
impo rt ant as o ur average aircraft age
increases and ex per ie nced main tenance personnel become ha rd er to
find. The average aircraft attending
the Cl inics generates about a page
and a half of write-ups. Many are mino r but occasionall y there are seri -
ous deficiencies req uirin g immedi ate atte ntion. I think I take good care
of N55RV but to my s urpri se, it
racked up a few mino r discrepancies
that 1 had overlooked.
Other importa nt activities o n our
plate incl ude the o ngoi ng developme nt on the officia l ABS Web site
(hnp ://www. bona nza.o rg) . We are
continu ing to work wi th the NTSB
on cases involving a irframe difficulties and o the r issues of importance
to the memberShip. New videos are
being eval ua ted. The frequently discussed CD-ROM project is still alive
as technOlogy improves and prices
drop. These many activities are underway thanks to the man y members
who volunteer the ir time a nd financ ia l reso urces to the ABS.
In closing, 1 can not say enough in
recognition of the persona l contributions and leadership provided by Barrie
Hiem, o ur immed iate past president.
B arri e has been a prolific contributor to the magazine. H e has worked
long hours to bring abo ut the many
needed changes and improvements
to the ABS. I anl very happy that he
has one year left on the board in which
to share his kn ow ledge with us.
Meanwhile, it's my phone that's
rin g ing as his gets a rest. As he becomes re-acquainted with hi s beloved
tractor and bush hog , yo u will find
him play ing out in the back "40. "
Ha ve fun , Barrie! Yo u've earned it!
So lo ng for now. Let 's go fl ying!
Durin g the S e pt embe r board
meeting in Norfolk , Va. , I was ree lected to a second te rm as "director-at-Iarge." The A BS Board subsequently e lected me to serve as ABS
president for the coming year.
M y thanks go o ut to you and the
ABS board for your support. Your new
board and I welcome the opportunity
to work with o ur gifted team of ABS
members, office sta ff, techni cal cons ultants, ABS MagaSQUAWK IDENT PLEASE! It's time to update our membership
:ine contributors, adve rtisers,
files_ We will publish a supplement to our current member directory
ed ito rs a nd printer.
for delivery with the January 1997 ABS Magazine.
We w ill continue to focus
Please check your lis ting. If not correct. please no ti fy ABS
on the ASS trad iti on of prov iding the means for members
Headqua rters by mai l, e-mai l hllp ://www.bonanza.com, fax 3 16945-6990 o r call 316-945-6913 before No v. 30, 1996 .
to exchange ideas re lative to
Las t yea r we publ is hed a compl ete new directo ry o f a ll mem the flying and ma in tenance of
the ir ai rc raft. T he monthl y
bers. Included a re a lphabe ti cal li stin gs of members by name and
listings by a irc raft "N" num ber. A lso included is a new section
ABS Magazil/ e is o ur primary
listi ng states and cities with members. This fea ture provides a way
communication ve hicle w ith
to meet olher ASS members in you r area or when you are traveling.
the membership. We w ill conYou will also find two index sections to help you locate articles in
tinue ou r efforts to improve
previously published ABS M aga:illes.
upon the quality and diversity
A complete new direclory is planned for delivery wilh the Januof the contents.
ary 1998 ABS Maga:ille.
ABS November 1996
Page 4525
Nodolk was fun ...
BY RON VICKREY
T
he Norfolk convemion is
history but fond memori es lin ger. Arrival day
was soggy but No rfol k
Approach, aided by some ve ry professional ABS pil o ts, kept traffic
moving smoothl y. Weather improved
during the week and Sunday was beautiful. Despite the weather. almost 250
aircraft arrived with nearly 600 people
anending tlle 1996 ABS Convention
and [ndustry Exhibit.
As always, the convention offers
up an opportun ity to see old friends,
renew acquaintances and
add many new faces to
our list of pi lot friends.
Rod Machado and
Alek sa ndr Zuyev, Wel coming Dinner and Awards
Banquet speakers respecti vely. we re enthusiastic ally rece iv ed by our
members. Rod " packed
' em in" at hi s Thursday
seminars and Aleksandr
sold all copies of his book
Ful cr um , which te ll s
about hi s escape from
ABS members attending the annual meeting session.
~~~ee,
Cre,en5>'ille,
S.c., tops S· month
jonathan while dad, Bill Lee,
tends to A36 N206S1.
Ru ssia in a "borrowed"
MiG. Folty-five seminars took place
with 31 qualifying for the FAA Wings
program.
The exhibit hall was kept busy as
o ur lo ngtime loya l ABS su pporters-pius several new faces-were on
hand to di splay their products and
services.
Finally, the Norfol k area provided
a wea lth of
acti vities for
those new to
thi s hi storic
and aviation
o ri ente d
region.
At the Saturday night banquet, outgoing
President Barrie Hiern presented an Outstanding Achievement Award to Bob Goff
and the staff of Village Press in Traverse City,
Mich., in appreciative recognition of their
outstanding performance in publishing the
ABS Magazine and other special contributions to the Society.
NOT PICTURED:
• An Outstanding Achievement Award was
presented to General Manager jim Hopkins
of Piedmont Aviation Services in recognition of the special contribution, dedication
and service contributed by the Piedmont
staff at the convention.
• An expression of appreciation \vas presented to Connie Zook and the Hampton
Roads Chapter of The Ninety-Nines, International Organization of Women Pilots, in
recognition of their special contribution and assistance to the Copilot Course conducted at the convention.
• An Outstanding Achievement Award was presented to Norfolk FAA Control Tower in
recognition of their special contributioll, dedication and service at the convention.
David and Marilyn Burnell arrive
from Toronto, Ontario, in V358
CCDCM.
Page 4526
• An expression of appreciation was presented to the Norfolk Convention and Visitors
Bureau in recognition of the hospitality shown to convention attendees.
ABS November 1996
3,OOOth A36 Bonanza, courtesy of Raytheon Aircraft Company.
Ron Vickrey, new ABS President, presents
or
Barrie Hiern with a replica
his H35 in
honor of his service and dedication to the
Society during his term as president 1994-
96, and Secretary t 993-94.
Wichita!
Rea-ewe
COOle!
Norm Colvin with past President Charlie Gibbs Past President Cal Early and wife Dot
of Ja cksonville, Fla.
(rom M aryland.
President Barrie Hiern heads up con- Southeastern Bonanza Society President Harold
Bost, wife Evelyn and p~lSt President Warren
vention activities with wife Sara.
Hoffner.
In 1997 , we will ce le brate the
Bonanza 's 50th anniversary. What
could be more appropriate than to
hold this event at the birthplace o f
thi s g reat aircraft? The 29th ABS
Annual Conve nti o n a nd Indu stry
Exhibit dates a re Oct. 8- 12.
Activities will take place at the
Century II Convent ion Center adjacent to th e new Hya ll Re ge ncy
Wic hita Hotel.
We are espec ially pleased 10 announce that Raytheon Aircraft has
graciously offered 10 host our tradi tional hangar party and factory lOurs.
Furthe rmore, the ir president. Roy
Norris, will be the keynote speaker
at the Awards Banquet.
Now is th e time to mak e yo ur
plan s to join us.
=~
Assistant technical consultant
Past
and past President Lee Larson.
president of Falcon Insurclnce.
ABS 'ov('mber 1996
Harry Hadler and John Allen,
Page 4 527
Pr iz e Wi nne rs
The GRAND PRIZE donated by Raytheon
Aircraft Company consisted of $1.000 in
cash, registration fees for IwO peop le for
the 1997 Convention in Wichita, Kan. , and
accommodalions at the cOllvc lllion hotel,
the Hyatt Regency. Joh n McFarlane of
CoeoH Beach , F la. was the lucky win ner.
Eugene Mi cek,ABS L3 1514, or PaloAlto.
Calif. , holds a $500 check rrom ABS ror
the EARLY BIRD PRIZE.
The drawing fo r
a G PS don ated
by Plalle &
Pilot ma23zine
was won by
Joh n Averill.
ABS 3 11 24, of
Byromville. Ga.
DOOR PRIZES
Am erica n Bonanza Sociel V
SelTice Clinic Inspectioll .
Vernon Cole, Lexington, Ky.
John Sell mer, Peachtree City, Ga.
Aero Tow
$200 off Mom'
Bill Webster, Two Ri ve rs. Wis.
Allied Signa l
Halldheld GPS
Oscar Parsons. Sarasota. Fla.
American Aero
Desktop Ornament
Ron Kodimer, Dallas, Texas
TM P Kllob Set
Jim Van Hook, League City. Texas
Avemco
Videotape
Robert Hecocks, Saratoga. Cali f.
John Murray. Cedar Knoll s, N.J.
John Ruggieri, New Port Rich ey. Fla.
Dominic Della Valle, Kennett Square, Pa.
Ed Zompa. Madison, Ala.
Av iation C lassics
Framed Art Print
Marshall Simmons, Ralei gh. N.C.
Page 4528
1996 ABS Convention
Av iation Oil Analysis
FOil,. Oil Analysis Kits
Bill Bedser. Sedona, Ariz.
Richard Endres, Moorestown , Okla.
Jeannelte Missey, ew Cast le. Pa.
Avirex
Ja cket
Alan Goughnour. York, Pa.
Jenkins Air Se r vice
Set of Spark Plugs
Alex Usko. Westbrook, Conn.
McCaul ey Prop
jacket
Dean Reimer, Omaha. Neb.
SiJ\'er ink pell alld cap
Robert Eich, Poland. Ohio
Marc Roberts. York, Pa.
Beag le Av iation
Cap wIN Nllmber
Rodn ey Parsons, Lexington. Ky.
Polo Shirt wI N Number
John Scllrner, Peachtree City. Ga.
Fred Her-lIler. Fairfield. Ohio
Slirling Williamson, Charlottesville, Va.
Cape hart
Lifetime Oil Filter
R.M. Brann , C li nton. Conn.
PMS Products
Boeshield T-9
James SlOcking, River Hills, Wi s.
Ce ntury Instrum ents
$25 Gift Certificate
W. Lager, Palos Park, II I.
Rapco
Brake Kif
Henry Davenport, Charlestown. W.Va.
C hief Airc raft
Headset Carry Bag
Rh ys Sta nger, Amel ia Island. Fla.
Bob Stone, Brookville, Ohio
Rich Aviation
Chart Holder
C. Beach, Nashvill e, Tenn.
Crouse Hinds Products
Pilot Light Assy.
Clyde Lollis, Spartanburg, S.C.
Dawlev Aviation
T- shirt
Vernon Cole, Lex ington, Ky.
Foredol11
IO-piece AssT. Shanks
Haro ld Bost. Fayettev ill e, Ga.
Garmin
Shirt alld Mug
Larry Olson. Salem, Wi s.
Rodney Parsons, Lex ington, Ky.
General Aviation News
One- Year Subscription
John Hinshaw. Frankfort , Ind .
Midwest Flyer Magazine
aile -Year Subscriptioll
S hangri-La Ai rpark
Fuel Top·off
Walter ErslOn . Wilmington. N,C.
Skytronics
Ignition Harness
E. J. Micek. Palo Alto, Calif.
Aero~Lite
Sporty's
Videotape
Bill Lee, Greenville, S.c.
Sun-foil
Set of Sun Screens
Jack Threadgi ll, Brya n, Tex as
Teledyne Battery
121' Spotlight
Cra ig Bailey. Li ndenhurst, Ill.
Teledvne Contin en tal Motors
Golf Plltter. Balls alld Tee
Gettelman
$500 Gift Certificate
Jack Fleischman , Miln er, Ga.
GTE DualS
Tool Kit
Tom AIt, Shorewood . Minn.
James Michaud , N. Kingston, R.I.
Shirley Robert s, Coll eyv ill e, Texas
Heisterka mp Aircraft Sales
$500 Gift Certificate
Steven Atl ass. Have rford , Pa.
Insight
Palmtop Computer
Marj Ri chard s, Timmins, Onta rio
Inst rum ent & Flight Resea rch
IFR Altimeter
Gary Jacobs. Greensboro, N.C.
E. H. Daniel. Edmond. Okla.
Thunderbird
Framed Poster
A.W. Arnell. Naperville, II I.
Lloyd Baldcrston. Colorado Springs,
Colo.
c.c. Bragg, Stow, Mass.
Vista
Pm'alle & Compass Overlay
Lynn Jenkins, Reno, Nev_
John Sellmcr. Peachtree Cit y, Ga.
World Airshows
One- Year Subscripriol1
Bev Blietz, Northrield , III.
Ol ive r Winter, Mad ison. Con n.
ABS November 1996
BONANZA OF THE MONTH
continued from pa8e 4523
planes ever built. I believe thi s airplane sho uld go to th e Smith sonian
Institute one day.
The "Last of the Legend" i s trul y
one unique airplane! As an airplane
dealer, it wi ll be tough to give thi s
one up! Although in my business, I
speciaJize in nice Bonanzas, thi s one
is the ult imate!
- Tim Poll ard , ABS 29436, Roanoke, Texas
AV tO ICS
Beech Avionics Master
Colli ns AMR-350 audio panel
Collins VHF-253 com (dual)
Collins VIR-351 nav (dual)
Collins CLS-350 glideslope
Collins ADF-650A ADF
Collins TOR-9 S0 transponder w/enc.
Collins DME-451 DME
King KFC-200 N P w/flight dir. & HSI
Instrument panel of N3735B, the last Bonanza V- Tail made.
King yaw d amper
King KLN-90 CPS
3M WX lOA Stormscope
ADD ITIONAL EQU IPMENT
Factory air condition ing
Three-bladed McCauley prop
Super utility package #5 (soundproofing, large cargo door, etc. )
Rotat ing beacon
Control wheel map light
External power receptacle
Prop anti-ice (electric )
Standby generator system
Fa ctory corrosion proofing
Electronics Int' l engine analyzer
Fifth seat arrangement
Four reclinin g seats
Four shoulder harnesses
Internall y lit instruments
Three-point strobe system
Control wheel mic button
Control wheel autopilot disc.
Cont rol wheel steering
Button for KFC-200
Control wheel electric trim
100 amp alternator
Static wic ks
L to R: Frank Botti, Tim Pollard and Andrew Botti on the tarmac at the Raytheon
Aircraft Company facility. The Botti brothers piloted the A36 photo plane.
NEW LIFE MEMBERS
Become an ABS Life Member for $600. Your name will
be included In a special roster In the ABS Magazine
once a year and in the ABS Membership Directory.
Life Members receive a s[leCial Life Membership Card
and an identification [lin.
ABS November 1996
David Engle, L2 8892, Brookfield , W is.
Thomas Main land, L32 860, Racine, Wis.
Optus Software, L34271, Somerset, N.J.
Sean Land, L3 2354, Toronto, Ontario
Robb Cutti ng, L33118, Ithaca , N.Y.
Clifford E. Horn, L34246, W illow Hill , III.
Page 4529
'74 Baron rebuilt air box
James R. Gilre,1t", ABS 24189
Greenville, S.c.
Q: T need information on obtain-
ing a rebuilt air box for a 1974 Baron
e ngine, airframe SIN TC-I72S. I am
installing a reman engine and the old
air box is beyond repa ir.
A: A new air box for a Baron could
be obtained from Elliott, 309-7993 18 3, or Je nkin s, 702-331-490S.
appeared to be down. The hom continued to bleep whenever the throttle
was below approximate ly 16 inches
MAP even durin g taxi after an uneventful landing. What could cause
such a problem?
tory remanufactured). Engine type :
TCM 10-470-L
We wo uld appreciate any answer
or suggestion to he lp us so lve thi s
ve ry stran ge phenome non.
gear warning limit switch could b~
the c ulprit, although without your
seria l number to compare to the wiring diagram, one can't be su re. A
vo ltmeter, the airc raft on jacks and
condition. The filters can ice over.
There are safety recommendations
on minimum speed (130 kts) in icing conditions which cou ld have an
effect on vent icing also. - N. P.
Check the alternate air doors for
A: It would seem that the landing A:
freedom of movement and air box
Both need the aircraft serial number
an exact diagram for your particular
and Je nkin s needs a part number.
Used might be obtained from salvage
yards such as Atlanta at 1-800-237883 1, White Industries, 1-800-8217733, Quality. 1-800-252-6399 or
Dodson, 913-242-4000. - N.P.
aircraft are good starting points.
-N.P.
Gear warning horn on E33
Jeff Koonce, ABS 22657
DeBary, Fla.
Q:
rd like some information regardi ng the landing gear system on
a 1967 E33. Recently on final approach in instrumen t conditions at a
strange field. I had the gear handle
d OWlI , the single green light bulb was
Oil, the nose gear mechanical indicator showed DN in the window and
the flaps were at approach setting .
When I came into visua l contact
wi th the run way a nd retarded the
power for landing, the landing gear
warning horn came all. It continued
to bleep, a nd I asked the FBO to look
ou t the w indow to assure that the
gear looked down.
They looked and said that the gear
Page 4 53 0
B55 icing problem
Noel DuBaere, ABS 26608
Markt-Kortrijk, Belgium
Q:
We are a JAR-145 approved
mallltenance facility maintain ing
Beech aircraft for over 20 yea rs.
Actually, we have one of our customers owni ng a B55/ 1953 N5A S
TC50 I w ith the following problem:
With negative temperatures and in
vis ual moi sture condi tions (c louds
and. we assume. light icing conditions) . both engines tend to stop running. Switching fuel pumps on does
not help. When leav ing these weather
conditions, both engines are retuming
to normal operating conditions.
The aircraft is hangared and fully
drained before the flight; all filters
have been checked and found normaL Vents are of non heated type but
are found well c lear during inspection. One engine is 1,000 hours SOH:
one engine is 200 hours SOH (fac-
Pressure carburetor STC?
Don Morris, ABS 34150
Houston; Texas
Q:
I have an H35 . Is there an STC
to rep lace the press ure carbure tor
wit h fue l injection on m y 0-470-G?
A:
I am una ware of an STC to put
the fuel injection on the 0-470-G .
There are STCs to upgrade to the 10470.- N.P.
NOTE: Beech Kit 35-648 was a conversion o r the 0 -470-G engi ne to fuel injec lion. Rcmans are avai lable from Con tinen-
tal designated as 0-470-G-CL Headquarters has drawings.
STCs for installing engines
Mike Truffer, ABS 25274
DeLand, Fla.
Q:
Can yo u suppl y me w ith a list
of companies that hold STCs for installing different engines in Bonanzas? I own an H35 with the standard
0-470-G engine (240 HP, pressure
carburetor).
ASS Novem ber 1996
I think I'd like to fit this aircraft
with an rO-470-N or similar engine.
I know Beryl D' Shannon offers such
upgrades, but are there any others"
to choose from. -
A: Engine upgrades are available
brochures. Raytheon Aircraft Company In
Wi chita may also be glad to prov ide
brochures.
from D 'Shannon at 1-800-328-4629,
Colemill at 6 15-226-4256, Ultimate
at 50 1-394-5422 and Air Mod. 513732-6688. -N.P.
.P.
NOTE: Larry Sall"s book was printed in
1971. For later paint schemes, we suggest
contacti ng a Raytheon Aircraft dealer f?f
MILSPEC conversion
Jan Zboril, ABS 26556
Harsens Island, Mich.
V35B electric tach pickup
Henry Council, ABS 3277 4
Long Beach, Miss.
Q:
Do you have the MILSPECS
conversion for suppltes needed for
the AD on the rudder push rods?
n:
My son and I own a beautiful
A: The rudder push rods need a
19)2 V35 B, SIN 0 -9378, which we
Roya l lubri ca nt s MIL-C-16173
enjoy very much. We recently developed a problem with the pIckup coli
o n the magneto which transmits the
rpm s ignal to the tach. One of the
wire leads is broken at the po mt of
entry into the coil and cannot be repaired. It seems that onl y a couple
of hundred Bonanzas were made
with this system and parts are no
longer in production .
Can anyone tell us where we can
locate this part ? It is identified as
Beech PIN 96-389002-1. Your help
wo uld be appreciated.
A: You can try Lynn Jenkins at
702 - 33 1-4905 wi th a PIN 96389 00 2- 1 o r Elliott Aviation,
"Daryl," 309-799-3 183. - N.P.
Paint schemes for Model 35
AI Fetch. ABS 27122
Amlin, Ohio
n:
My model Bonanza recen tl y
s~ered a pretty serious case of hangar rash (the tug s lipped into gear
while unattended and slammed the
plane into the back of the hangar.)
The oood news is I £et a free paint
" ofthe deal. I' ve looked through
job out
the past fi ve years of the ABS Maga:i/le to find a paint scheme I like. Do
yo u folks have any ideas or suggestions for me? I' ct like to stay as c lose
to " factory" as possible.
-
A:
I recommend Larry Ball 's book
Th ose l/l comparable BO/la/l:as
which our office markets. It has pi ctures of various years of Model 35s
ASS November 1996
Grade II product di stributed by Shell
Oil. Order by the MLLSPEC and/or
through a Beech dealer. It 's the same
material used for the wing bolts and/
or Cosmoline thinned with naphtha
wi th the excess drained off. The hollow threaded bearing end can be
filled with anyone of several Proseal prod uc ts th at meet th e
MILSPEC. (Pro-seal # 1440, 1422,
890). Ashland Chem ical also makes
MLL-C- 16173. Grade n. -N. P.
Bonanza, starter airplane?
Ken Hockenheimer
Tipp City, Ohio
drivino a quality car: Handlin g.
sound,~omfort, quality of design and
workmanship, perfonmance, pride of
ownership. The airpl anes fl y nice!
Please have a prepurchase inspection accomplished by an experienced
person with knowledge of Airworthiness Directi ves and common wear
areas . A survey of COli/roller magazine or Trade-A-Plane at yo ur local
airport will list some aircraft for sale.
The ASS Maga:ine usuall y has some
great sources. -N.P.
PRES. NOTE: The ABS web sile al hllp:1
jwww.bonanza.org contains several links
to oth er sites wi th Bonan zas for sale. We
are in the process of developing an ASS
advertising section on the web.
Copy of STC request
Ray L. Leadabrand, ABS L4722
Portola Valley, Calif.
Q:
I have a Beech facto ry produced 1996 V35TC. Some 130 of
these were made between 1966 and
1970 before the A36TC was invented. From everything I can find
o ut. Beech converted the V35 to the
V35TC with an STC. My mechanic
says there is nothing in my records
reoarding thi s STC. I wou ld like to
obta in a copy of the STC to insert in
my fli ght manual as appropriate.
n:
I am not currently a member
A: The STC conversion at the fac a~ don't know that I wi ll ever be a tory of V35 to V35TC needs a fli ght
member. It will depend on whether I
buy a Bonanza aircraft. I am looking for my first airp lane for myself
and my son. I have a friend who has
a Bonanza but he suggested that I
contact the ABS to get adv ice.
Is thi s rea ll y an aircraft that I
should cons ide r for my first? Are
there any unique features that would
lead to my either choosing or e liminating the Bonanza as a first aircraft?
I have approximately $50,000
available to purchase the aircraft. Are
there any locations on the web that
handle Bonanzas exclusively or any
other locations to check out for avaiJable aircraft?
A:
The reasons to fly a Bonanza
are similar to those for buying and
manual supplement. Thi s was an Air
Research STC and Beech has flight
manual supplements and check li st
supplements avail able fo r it by serial number on the ai rcraft. Yo u can
order through any Raytheon dealer.
-N. P.
E-225 8 power charts
Ron Bond, ABS 23691
Roswell, Ga.
Q:
I appreciate the help yo u all
have provided me since I purchased
my Bonanza earlier thi s year. Glad
to see you are on the web no w. My
Bonanza is a 1953 Model 035. SIN
0 -368 1. The original E 185 engine
was replaced wi th an E225-8. Of
course, the owner's manual ad-
Page 45J1
dresses th e original engine. Ca n
someone provide me wi th a copy of
the rpm, MP fuel flow settings fo r
this e ngine. I have the Beech e lectric prop.
A:
A G35 flight manual s hould
have powerchal1s which will be very
close for your app li cation. The
manual is available through Beech
or Essco at 2 16-644-7724.
Fuel pressure/flow gauge
sticks
Wm. C. Pappy, ABS 27205
Gainesville, Ga.
Q:
On my last two takeoffs as the
power was reduced to 25 in . Hg, the
fuel press ure/fuel flow gauge seemed
to sti ck at its highest indicat ion and
suddenl y take a precipitous drop to
abo ut 21 gph. This sudden drop in
fuel flo w ind ication is exceeded in
speed on ly by my heart rate 's in crease in speed, until it becomes apparent that there is no interruption
to the engine's operation.
I ha ve recentl y changed a ll the
under cowl fue l and oil lines. Could
it be possible that the fuel pressure
line needs to be bled at the gauge to
remo ve any entrapped air? Or should
the ga uge be rem oved for overhaul ?
The ga uge works comp lete ly normally after it fini shes with this little
anomaly.
A:
Normally. the air in th e fuel
pressure line dissipates wi th out
bleeding, however, it wou ldn ' t hurt
to e liminate that as a possibility. I
would have to be s us pic io us ofa mechanical binding internally in the
gauge at the h igher fuel tlow. -N. P.
Thanks for assistance
I wou ld like to thank you all for assistin g me in try ing to fi nd a co mpan y that
had Ihe STC for rep lacing Ihe benc h style
seat in my 1947 35 Bonanza. Unfortunately. nobody had one or really wanted
the responsibility oflfying 10 modify seals
due 10 th e prob lems wi th th e spar and spar
mods wi th the FAA's understandable concern with any thing tha t mi ght affect the
illlegrity or modify the spar's configuration in any way, shape or Conn.
I was, however, through the assistance
of Tom McCrea & Associates, an FBO at
Torrance Airport. ab le to obtain a copy of
an approved 337 form w it h the information needed to make the modifi cat ions
wi thou t changi ng, welding or drilling the
spar. We are currently \-vai ti ng fo r the seats
NOTES FROM NEIL
10-520s
We have had a few iso lated cases in TO-520s which have low power or low rpm that
have been caused by cams haft liming being off internally. Continental has been very
helpful in both the troubl eshooting and solution to the s ituation.
If a ll other norm a l causes have been checked out wi th no im provement. it may be
worth checking valve liming 10 piston position.
Bulletin #2668
The Bulletin #2668 for the control rod ami-corrosion ma te rial has caused some question s on whe re to find appropriate materials. MIL-C-J6173 is avai lable in quart cans.
(Elliott Aviation. 309-799-3183. slocks it at S30.75/qt. MLL-C-16173 Grade II is availabl e in Royal lubricants product numbers whic h are distributed by Shell Oil wo rldwide
and major a ircraft parts distributors.) Cosmolinc thinned wit h naphtha will a lso work
for corrosion inhibiting. The interior of the rod end can be sealed with Pro-seal #1440.
1422,890. wh ich meets MTL-S-8802. Note that some RTV s cause al umi num corrosion.
The current instruction for reinspection of th e control rods is supported by di scovery
of a rod which had been trealed in the original issuance that had a ho le corroded through
the rod . It cou ld ruin your day. The hollow rod end shaft has reported ly had water get in
it and freez e, damaging the rod end. Elsewhere in thi s issue, we li st sources of materi a ls
to comply with.
Page 4532
to arri ve so that we can comp lete thi s mod
and I can get back in the "Iir. -JolIGthan
C. Allgle. ABS 338 12. Sail Pedro. Calif.
NOTE: It must be nOled that a field approval is a basis for return 10 service on
that aircrtljr ollly. and use of the 337 is a
reference only for further applications.
Thi s is a good spot to re iterate that
STCs are a lso sold and applicable to an
individual aircraft. Usc of the STC as a
basis for approval on additional aircraft
wit hout re purchase has been held in the
courts to be a felony.
However, field approval of modification s sim ilar in manner to an STC is OK ,
and/or sell ing an unappl ied STC to the
owner of anothe r aircraft for which it is
approved is OK . The STC is a property to
normally be used on one aircraft only.
We will add the fi e ld approved 337
form for the seat installation that you sent
to us to our library.
Neil Pobanz, ABS Technical Consu lt ant, is
a retired U.S . Army civilian pilot and maintenance manager. Neil has been an A&P and
fA for abollt 30 years.
Glen "Arky" Foulk, whose business is Delta
Strut, is an Assistant Technical Consultant
for the ABS who has scrved in a part-lime
capacity as an ABS Service Clinic inspector
since 1988, and assisted when Norm Colvin
was on vacation.
Miscellaneous
Pat Wolfe has a BE95 operating in a
hot c limate and needs [0 know if a nyone
has had an approval for two oil coole rs on
each e ngine.
Recent Ai rworth iness Alerts speak of
washers aga in being improperly in stalled
on wing bolts and damaging the bathtub
fillings. If within certain limits. Beech has
rework instructions for those marked up
fittings.
Corrosion on the rear spar under the
cab in floorboard s has been noted. Cond ition was aggravated by a cabin fuel lank
in stallation which prevented frequent inspect ion.
The TCM Service Bulle lin M89-7 Rt
addresses break-in procedures for new
cyl inders o r overh aul s.
--@...-
A8S
ovembcr 1996
I
PAINTING CHECKLIST
8Y ARKY FOULK, A8S ASST. TECHNICAL CONSULTANT
What to look for after your plane has been painted
An illqlliryji'om ABS member Pete Klein of Napa , Calif, has prompted
me to prepare Ihe fol lowing advice on checking YO llr airplane fol lowil/g a pailll job.
T
he following ideas come from
persona l experie nce from
many years of checking airplanes that have just been painted.
from some of the things we find on
Serv ice Cl inic inspections and the
ho rro r sto ries we hear day-to-day
from members.
L In spect the ailerons. While
you are inspecting the ailerons, be
sure 10 detennine that the screws are
through the hinge fittings both top
and bOHom. This can be checked by
visuall y inspecting the aileron top
and bOHom to be sure it fits straig ht
in the trailing edge cav ity of the wing
and the aileron is not above or below the wing skin surface. Also, be
sure the gap is even between the aileron and the wing sk in for the full
length of the aileron both top and
bOHom.
2. Remo ve the four top wing
bolt covers and clean the wi ng bolt
access cavity and clean water drain
ho le in the bottom of the cavity
(bathtub fittings). (NOle: The sl/'ip-
per residue is l'elY corrosil·e.)
[f any corrosion is noted, it should
be cleaned and neutrali zed . [f any
pits are found, it should be determined if the wing aHac h fi Hings are
airworth y or what ac tion needs to be
taken by consulting with Beech Customer Service. If any of the win g
bol ts are Showing any rust, the bolts.
nuts and was hers should be removed
and cond ition detemlined for airworthiness or parts replaced as needed.
3. Ins pect and repack wheel
bearings. You should remove, inspec t and repack wi th grease a ll
wheel bearings . The high pressure
water used to remove the stripper
wi ll mix with the grease and attack
ABS
O\·ember 1996
the bearings and races causing pitting and etching. This should be done
immed iately to prevent the need for
replacement of the bearings.
I recommend lub ricating a ll
grease fittings o n the landing gear
system in all three wheel wells. Lubricate all nose wheel steeri ng fittings and the control surface bearings
and rod ends.
4. C lean wheel wells. I also recommend jacking the airplane, opening the main wheel well gear doors
and cleaning the wheel wells of o ld
pai nt, grease and stripper residue. Do
AILERON SCREWS
The aileron screws. PI
MS27039-I-09. should be installed in the ai leron attach
bracket s. You can identify
these screws by the higher
dome shape of the head .
They sho uld have a th in
washer under the head. If you
have any doubt that you have
the correct screws, remove the
screws and install new ones.
New screws cost approximately 10 cents each (per the
Beechcraft parts catalog). NOle:
YOII will lIeed eiglu screws per
ailplalle. Be sllre Ihal slOinless
screws from Ihe aflermarkel
stainless steel screw kits are
!.JQl illslalled il1 ri,e aileroll aI·
lOch poims.
ITT
CORRECT INCORRECT INCORRECT
SCREW SCREW
WASHER HEAD
SCREW
say, Do 110 1 try lowering the
main gear inboard gear doors on the
ground without putting the aircraft
on jacks!
5. Remo ve the belly panel over
the gearbox and clean that area. Another place we find stripper and residue is in the aft fuselage just forward
of the tail cone, On some of the airplanes, there is a triangle-shaped panel
on the belly below the stabilizers that
can be removed to clean that area.
6. C heck the engine compartment by opening the cowlings on
preflight (before the airplane is flown
after a paint job). We sometimes find
mask ing paper and tape th at ca n
cause heating problems in fli ght and
are also a fire hazard.
7. Remo ve and reseal nose strut
(35-thru M35). You might consider remov in g and resea ling th e
nose strut on ly on models 35 through
M35 . The reason for this is the nose
strut ho usings on these models are
magnes ium and have s ix hol es in
them, three front and three rear, that
are open allowing stripper and water to enter and corrode a $ 1,300
brace that is ve ry hard to find if you
need one.
If yo u discuss this with the paint
shop beforehand , they may have a
method of masking this area to keep
out the water and stripper. The 196 1
model and later Bonanza, Travel Air
and Baron strut housings are alumi num and are full y enclosed so stripper and water cannot get inside them .
S. Be sure control surfaces were
removed . Before you leave the paint
shop with your new paint job, be
1101! [
positi ve and extra, ex tra. ex tra sure
that the control surfaces we re removed during the painting process,
and the control surfaces were balanced to the latest Beechcraft procedures and manual. There needs to
be a new dated log entry (signed off
by an authori zed mechanic) li sting
weight and balance of each control
surface. NOle : YOII may 11'011110 disCllSS this/as! stalemel1l with the paiJ1l
shop b~fol'e YOII COl1lraCI for y0 1l1'
lIew paim job.
-@-
Page 4533
PRODUCT REVIEW
Bedtime Bonanza
8Y CHARLIE G188S, A8S HL 63 17
L
ast spring at Sun ·n Fun in Lakeland , Fla. , I made
the rounds of many of the PC based fl ight simula
tor companies. I zeroed in on the Jeppesen product
as being the most rea li stic and usable product I could find
in my brief encounter with the vario us products available.
Some factors that helped me in my decision to purc hase the product included the well-known name of the
owner, as well as the knowledge of the demonstration
team in helping me become comfortable flying the product after a relat ively short "checkout'· time.
If you' ll notice in the illustration, the product consists
of a standard PC, whi ch in my case is a Windows 95
based 486 (50 MHz) processor with a sound card. The
hardware addition (black box) provided as part of the
FS-200 includes levers and sw itc hes to control the
throttle, mixture, autopi lot , radio, timer and other functions normally found in any IFR equ ipped aircraft.
To my way of thinking, this made this product somewhat unique and much more real isti c. Perhaps, though,
the most attrac ti ve part of this product is the fact that the
developers have done their ve ry best to emulate an A36
in wha t they describe as a photo reali stic panel layo ut.
Visual realism
It 's GUMP' time!
Did you know that there is a reliable,flyable,
realistic, proficiency-inducing and insomnia
curative A36 available for your use in your own
home, whenever you want? And what's more, it
burns :ero gallons of fue l per hour and never
needs a major or lap overhaul.
What is it? The Jeppesen FS-200 Personal
Computer Flight Simulator.
If you look at some of the simul ators on the market,
the panel presentations are very "computer li ke·· and do
not have the realism of the actual instruments that yo u
and I are used to flying in the rea l world . The product
not only has visual real ism. but the realism extends to
factors such as po wer settings and resultant speeds.
We've all been taught in the BPPP that after we ' ve
slowed down and leveled at an initial approach altitude
that as soon as we intercept the g lideslope with a nominal power sett ing of 15 inches of manifold pressure that
simply by lowering the gear we will obtain a 500 Fpm
descent to lock us on the glideslope with little or no control input.
We all know that after this has been demonstrated and
flown, just lowe ring the gear does the trick. Well , I' m
happy to report that this exact same procedure work s just
fine on the FS -200.
Value of product
Given the fact that the product does a decent job of
emulating our favorite airplane, perhaps the nex t legitimate question would be: Is that of value to the instrument rated pilot , especially s ince none of the time involved in flying a PC based simul ator counts toward instrument proficie ncy?
If, indeed , the only value we re to log six hours and six
approaches, then I agree, the value of such a device is
limited . But I have found that the ab ility to prac tice any
approach at a ny airport under any condition provides a
level of personal satisfacti on and conFidence that I was
never able to obtain as a result of flying the approac hes
wi th an instructor or an observe r pilot.
·Gas - Undercarriage - Mixture - Prop
Page 4534
A8S November 1996
,
FS-200 panel
F5-200 operating console
A s we a ll know. go ing out and fl ying approac hes is
not onl y time-consuming (you ca n 't do more than two or
three in an hour), but w ith a ny ac tual situation , you can 't
just pick up where yo u le ft o ff and try the nuance that
not made in a timel y ma nne r. It reall y gets to be fun and
challeng ing. all at the same time. And, of course. mi stakes made and corrected are part of the tra ining provided, as opposed 10 the conseque nces of making mi stakes in the real world.
you missed over and over again.
For ex ample, I never much e njoyed NOB approaches
as 1 never could quite see the ir value because after breaking out , the runwa y a lways a ppeared somewhere othe r
than whe re I had hoped it wo uld be . Now. not onl y can 1
see m y mi stakes by lIsing the re play mode whi ch plots
my actua l course a nd altitude on a map, 1 can SlOp the
re play and pi ck up at any des ired point and keep trying
until 1 get it absolute ly ri ght.
One e vening. 1 di d seven NOB approaches in one hour.
And , as we we re al ways ta ught , practice does make pe rfect except, as we also a ll know. " pe rfect" in an N OB
approac h is some what s ubject to interpretatio n.
Preplanned scenarios
Perhaps one of the more unique features of the produc tthat I have fo und most he lpful is the preplanned scenarios w hich come from Jeppesen in two versions.
One, ca lled Skill Enhancement Modules. is available
on a subscripti on bas is twice a year. These are scenari os
that are prov ided to the user that include verba l contro lle r audio input on a ll phases o f flight , including depa rture control , en route, approach. la nding and taxi instruction. whic h, through the miracle of computer randomization , can change from execution to ex ecution , ba sed
on varia bles built into the prog ram .
Approaches to a irports be low minimums w ith s ubseque nt missed approaches and additional approac hes to
alternate airport s are not uncommon in thi s directed pro-
gram. Thi s type of scenari o is not onl y realistic but al so
entertaining.
Part of the audio inc ludes instruction to other a irc ra ft
a nd re minde rs 10 you when proper acknowledgments are
ABS November 1996
Flight packages
Another scenario based type of program that Jeppesen
c urre ntl y provides is a fli ght pac kage a t $50 pe r set. A
set includes multiple approaches into several airports for
a parti cular geography.
I' ve purchased onl y one package so fa r (Florid a), but
have fo und it extreme ly useful in again providing unexpected controller input and cha llengcs to making successful approaches under va rying conditi ons.
These pac kages, unli ke the Skill Enhanceme nt Modules, concentrate so lely on approac hes, but they have
varying complex ity levels from one 10 four. depe nding
o n the va ri abl es thrown a t the pil o t th ro ug ho ut the
exercise.
Vari ables that add to the complexi ty include ho lding
pancrn s, changes 10 the approac h given initiall y, clearance cha nge s, c hanges in weathe r, and similar irritations
we a ll e ncounte r in the " real" wo rld .
The contro lle r 's vo ice is ve ry professiona l and he or
she is insistent on the ma inte nance of altitude, as well as
the prope r res ponse to instructions g ive n.
More enhancement on the way
C urre nt approac hes s uppo rted include ILS , N OB ,
VOR and, o f course, combinations of all o f the above
using OME.
Since I 've been so intrig ued w ith the prod uc t and
pleased w ith m y o wn pe rsonal res ults from using it. 1
recentl y contac ted Je ppesen regard ing futu re e nhancement pl ans.
I've been told by Je ppesen that the re are pl ans to in corporate GPS approaches as part of the ir training pro-
Page 4535
gram that would also incl ude the ability to temporarily
connect yo ur own GPS to the computer in order to Serve
as a training aid, as well as provide necessary proficiency
in flying these approaches which are fairly new to most
of us.
Perhaps the most often asked question of the Jeppesen
folk s or other people in thi s business is: " When will the
FAA recognize these dev ices as being adequate to meet
currency requirements?"
It appears that the manufactu rers involved with the
FAA have relegated that question and answer to secondary importance afte r obtaining FAA recognition for using these devices for instrument training purposes prior
to obtaining an instrume nt rating.
Certainly, no one can question the value of such devices for procedure training, but most of us with instrument ratings already know the "what to do" aspect of
instrument flying. But fo r whatever pOlitical reason that
ex ists, the emphasis is on training recognition at this time.
In my case, I find the product ex treme ly helpful in my
own pe rsonal recognition of instrument compete nce and
find that multiple approaches using the product certainly
help my confidence and understanding of what's expected
of me at an y point in an instrument flight.
I found the product we ll worth the 5799 investment. I
think it is substantially more valuable and ente rtaining
than Murphy Brown or Seinfeld prior to bedtime. What 's
even better is that I don't have to dri ve to the airport and
pull the plane out of the hangar.
Drawbacks
Are the re any drawbacks? Of cou rse, there are some
differences with any device that attempts to si mulate the
real thing. Engine, gear and nap sounds are reali sti c, but
their effect on flight characteristics aren ' t as close to the
rea l thing as I pe rsonall y wo uld like. Pe rhaps the one
most difficult transition characteristic that T ha ve fo und
is that of landing the plane under vis ual condi tions.
We all know that when we are fl ying our own plane in
instrument conditi ons, as we ll as when we are fl ying a
product such as thi s. we are flying in a two-dimensional
world. Therefore, the correlation between a simulator and
the real thing is practically identi cal.
After breaking o ut from an overcast though, in the
real world we transition immediately to a three-dimensional e nvironme nt that has a fourth dimen sion that inc ludes "seat of the pants" fee lings.
Of course, this type of simulator cannot emulate that
dimension in any form and, likew ise, vi sual clues that
we are used to in the three-dimensional real wo rld are
not present in a two-dime nsional simulation .
I don't consider thi s a seri ous drawback though, since
I' ve never had trouble landing my Bonanza, as long as
the run way was in sight and the wi nd and turbulence were
manageable.
A calm simulated nighttime approach using thi s product or othe r simulato rs mi ght prove to be more of a VFR
challe nge because of the mi ssing dimensionality we've
just di scussed.
Is that a drawback? I seriously doubt it since the val ue
hoped for is reall y val ue from two-dimensional flying
that is represented identically in the real airplane, as well
as in the simulator.
Pleasant dreams!
Charlie Gibbs, Jacksonville, Fla.
First African Bonanza Society
Service Clinic
T
he first African Bonanza Soc ie ty
Service Clinic took place on Sat.,
Aug. 24, at the Vereeniging Airfield
at 9 a.m. at the AMO facilitie s of
Arrow Air.
Four inquiries regarding the Se rvice Clinic were received from Wessel
Pietersc, Malcom Wilson, Johan van
Wyk of Cape Town and Jan Human
of Northern Cape Province.
I read the checklist while Vic
Vickery and Johan of Arrow Air in spected and reported on the checklist items. What was ITIOst heartening
Page 4536
was the keen interest shown by the
Bonanza o wners, especially when
we found discrepancies which they
could then see for themselves.
A big thank you must go to Vic.
his wife Didi and the staff at Arrow
Air for offering their facilities and
fol' the success of our new venture.
The resu lt of our first Service
Clinic shows that there is a definite
need in Africa for this type of inspection and it can become one of the big
advantages of belonging to theABS.
Claus Keuchel, ABS 16212, South Africa
ASS
ovember 1996
Jim HlIgiles, ollr Avionics columnist. sel1l liS a leller he received
which we are reprintin g he re
aboUllhe requiremel1l for a radio
transmiller license and radiotelephone operator's permit when op eratin g olltside the cOl1lineJ1lal
U.S. -Editor
J
Avionics
BY JIM HUGHES
I had a le ngth y letter from Te rry
Thayer, ABS 20132, of Eaton Rapids, Mich., in response to my question about the requirement for a radio transmitte r license and radiotelephone operator's permit when operating you r airplane o utside the continenta l United States.
The short answer from him is: For
Canada, there is apparently no longe r
a requireme nt for a radio license or
an operator' permit. However, I'm
not wi ll ing to throw mine away yet
until I hear from pilots cross ing into
Mex ico, the islands of the Caribbean
and maybe even Europe.
I have had no recent experience
in this area, but much "old" experience worldwide-and I s uspect that
if the re is any troub le to be found
with li censes, permits and papers,
most like ly they w ill occur in lessdeveloped nations where not having
any p erm it or paper b eco m es
grounds for monetary negotiati o n
with the local government official
and pe rhaps w ith his s upe rior andl
or hi s nearby relatives.
Please, ABS members, continue to
le t me know of you r experiences, particularly those where the license and
permit were required to be produced.
Beca use Mr. Thaye r went way
past me re ly answering my question
about fl yi ng into and out of Canada,
I ' m asking the ABS Maga:ill e editor
to publi sh the ent ire letter to share
with the membership the information
he furnished to me.
.lim HlIghes' regular Aviollies column will returl1l1ext mOl1lh. His sub-
ject will be ADFs.
Your reeell[ anicle about fore ign countries requiring radi o
We landed at Toront o Island , now ca lled Cit y Centre.
trallsmiltcr license and radi otelephone operat or's perm it s
Ground directed us to simply go to one of the two FBOs and
be old information. according to my recent experi-
call CANPASS. No one from customs greeted us at the airplane and there was abso lutely no hassle. You do need to re-
seems
(Q
ence. We li ve in mid-Michigan and deci ded LO spend Labor
Day weekend in Toronto. Thi s is an hour and a half trip from
our home basc.
I have been reluctant to go to Toronto for several years
because of fears of customs (mostl y coming back into th e U.S.)
and the fees that are supposedly charged for overt ime on the
weekend.
Prior 10 leaving. I checked with a fri end who is a commercial pi lot and regularly nies to Canada on business. He warn ed
me that we would need a radio license. (I had fail ed to send
my $ 11 5 to Hillary so I wasn't entitled to a refund.) I also
checked wilh fli ght service and they looked at their regulations and could not find any requirement. I th en asked Canadian custom s and they knew of no requ irement.
Going into Canada is quite different than it used to be. You
now call 1-888-CAN PASS (a toll free number) to make a reservat ion to land at a Canadian port of en try. You do not put
ADCUS in yo ur night plan. Thi s 800 number connects you
di rectl y with Canadian customs and they route you to the area
of your destinati on (in our case Hamilton. Ontario).
Customs asked the stand ard questions of how many people.
their birth dates, nationality, how long you're going to be there.
member to fly even/odd alt itudes in Canada. even if you are
YFR and there is no YFR at night.
Leaving Toronto on Labor Day, we fi led IFR direct to Port
Hu ron . Mich ., St. Clair County airport and did put ADCUS in
the night plan, and did give them one hour notice prior to
arrival. The customs agent met us at the airport (they have to
come from the Bluewater Bridge).
We paid the annual $25 sti cker fee, but no overtim e fees,
even though it was a holiday. Th e agent said the only time we
would be subject to an overt ime fee was if we arrived be[Wecn midnight and 8 a.m . M y understanding is that thi s practice of overtime charges can vary from city to cit y, so call
ahead .
Fuel in Toronto initially seemed quite ex pensive @ $2.40
per gallon. But there was a $ 15 per night tie-down fee (waived
for one night if you buy gas) and the exchange rate. It reall y
comes down to abou t $1.75 per gallon in U.S. dollars.
and if yo u have anything to dec lare. Then they said Call us at
Toronto is a fantastic place to visi t as are many Canadian
cities, and exchange prices are almos t 40 percen t. I suggest
using a cred it card whenever possible because (hey will au tomaticall y give you the bes t exchangc rate. I highly recommend
a visit to our friendly neighbors to (he North . (In our case, the
thi s same number when you arrive.
Eas!.) - Terry Thayer
ABS November 1996
Page 4 537
were again rec hecked. Special attention was paid to the fuel lines. The
return fue l line from the left e ngine
could not be blown out, i.e., it was
obstructed.
On checki ng the factory diagrams,
Jeff and Dave Steger found there is
a one-way check valve. imag ine their
surprise a nd initial di sbelief when
accessing this one-way check valve,
they found it to be installed backwa rds! They then checked the right
wing and found the same e rror.
Since these valves have been reversed. I no longer ha ve the problem with hot starts. The onl y other
c lue I had that there was a problem
was that in hot weathe r with a lot of
fuel on board, the tanks wo uld , on
occas ion, become pressurized.
I wonder if thi s may have necess itated replacement of my left leading edge fu el tank several years ago
due LO a small leak. 1 bought th is
plane almost ne w in 1986 (TT 450
hours).
I wonder ifthi s hot start probBY BERNARD ASHER, MO. , ABS 19627
le m resulted in the sale of the plane
BATAVIA, N. Y.
at that time. I have fl own this plane
recently solved a mystery that had
cracked because of the excess vibraall over North and Central America
plagued my 58 Baron for the 10
tion. Every year at annual time, I
and Eu rope as far as Italy. Fortuwou ld ask my shop to try to correct
years that I have owned N666 I Y.
na te ly, this defect never created an
the hot start problem.
Hot start s we re always very difficult ,
in-fli ght problem .
In April o f 1995, I sustained a prop
especially the left engine. Also, in re1 have checked wi th the ABS and
stri ke to my right e ng ine. hitting a
cent yea rs the left e ng ine auxi liary
Ray theon Aircraft and they tell me
m isp laced tax i light
fuel pump, with low fue l in the left
thi s ha s been reat Reading airport on The hot start problem got ported in the past.
wing after being parked out in hot
Easter S unday. Besummer weather, has lost its prime
progressively worse each An yone w ith SINs
cause of the ho t sta rt
on two separate occas io ns and I
around mine ( 1979 could not pump fuel to the e ngine
problem, I decided to summer. Every conceiv- TH-1068 ), es pe have the left eng ine
cially if th ey have
since it was pumping onl y air. The
wi th 1.200 hours and able technique was to no ho t start probl ems,
on ly way I could get the pump LO
no o th e r problem s, avail. 011 more thall one may wan t LO check
prime itself and function was to LOp
ove rhauled. I a soff the fuel tanks . Thi s apparently
the return fuel line
sumed that would cor- occasion, I would have to (one in Bonanzas,
added e nough fue l pressu re LO allow
rect the problem. Af- sit waitingfor the engine two in Ba rons) LO
the pum p LO prime itse lf.
see if they have the
te r getting both enThe hot staIt problem got progresgi nes back from temperatures to subside same problem. The
s ive ly wo rse each summer. Every
conce ivab le technique was to no
va lve is clearly laMatt ituc k, there was for an hour or more.
no improvement in the
beled; but if thi s laavai l. On more than one occas ion, 1
hot start problem.
would have to sit waiting for the enbel is ignored or mi s-read , it can easThis summe r with the an nual due,
g ine tempe ratures to subside for an
il y be put in backwards.
I a s ked J e ff Bo s hart , owner of
The moral of this story is simpl e:
hour or more. (Not exactly a confiBoshart Ente rpri ses at G e nesee
dence bui lder for passengers.)
just because it was done al the facCou nty Airport , to leave no SLOne
The left eng ine starter had to be
tory. don' t assume that it was done
unturned in trouble-shooting the hot
correctl y.
-@replaced because of excessive crankstart problem. All the usual items
ing. A b racket on the left e ngine
Hot start mystery solved
I
Page 4538
A8S November 1996
As the Falcon
is Extraordinary
in Flight ...
. ..Falcon Insurance
Agency Inc. is
Extraordinary in
Providing Service
and Coverage for
the ABS Insurance
Program
Falcon Insurance Agency, Inc. is the Insurance Program Manager for the
ABS INSURANCE PROGRAM
1-800-259-4ABS (4227)
•
P.O . Box 163450
•
Austin , Texas 78716-3450
Forum
AN IDEA AND
INFORMATION RESOURCE
FOR ALL A8S M EM 8 ERS
Three green disappears
By Robert H. Kaiser, ABS 2020
Monticello, Iff.
We had a most interesting gear
experience a few weeks ago. A longtime fri end and B onanza owner, un-
til recentl y, was suffering remorse
after seUing hi s beloved and wanted
to fl y my 1974 V35B. He and I we nt
to breakfast abo ut 40 miles away.
The di visio n of duties was that he
was in the left seat to do the fly ing
and 1 lOok care of the radios and gear.
We we nt VFR to about 10 mil es to
the airport and asked for an ILS approach for practice since the visibility was down to fo ur miles.
We came across the OM right on
co urse and I called the tower and
called on the intercom to the left seat
"gear down." Shortl y thereafter, I
ca ll ed o ut " three g reen ." I th en
looked up and am checking to make
sure the left seat is do ing what I thin k
it should be do ing. About ha lf-way
10 the middle marker 1 look down and
to my total d isbelief, the green lights
are out. Yes, gear kno b is down, circuit breaker still in.
I call the tower for a low pass to
check the gear. T hey confirm with
"It appears to be down. " O.K, 1 sa id,
"Let 's try and put the gear up." Gear
knob up. Nothing happened . T he
prudent thing seemed to go fo r th e
manual gear extension routine: Gear
knob down, circuit breaker pulled,
then the plas ti c box off the gear
handle.
B ut I was unable to get the box
off. By good fo rtune, the wives in
the back seat working together we re
able to remove the plastic box that
had Velcro on th ree sides. In my
haste, I turned the gear handle 25
turns clockwise. From the back seat
came the wo rds: "Inside the box it
Page 4539
says counterclockwise." Wives are
very understanding at these times .
I turned it counterclock wise 25
times and fin ally some res istance and
three green, then two more turns to
a firm stop.
Aft er a ve ry s low fli g ht back
home with the gear down, the shop
confi rmed that the gear motor had
put the gear down ri ght to the point
of gear lock. T he lights came on, but
the gear m otor, in a failing condition.
could not pus h the gea r into the
locked pos iti o n. Th e gear mo tor
failed and the gear backed off, just
that fraction that turned the lights off.
In some 25 years and 4,000 ho urs
of Bonanza time, I have had three
gea r motor fa il ures, but neve r a
Catch 22 like thi s one.
A no brainer hot start
Don Dexter, ABS 24699
Fallbrook, Calif.
Mixture and th rottl e full forward,
auxiliary pump on momentaril y to
about half of what yo u normall y use
fo r cold start s. With hand on throttle
(still all the way fo rward) engage the
starter. The e ng ine will start with
vigor. Qu ickly reta rd the throttle, but
not lOa much, until the engine is running smoothl y (generally in a matter of seconds) .
This procedu re for injected Contin entals e liminates the need for
"th ree hands" req uired on o the r
methods and is by far the eas iest and
most successful hot start that works.
Also, an idea to share : Paint your
gear handl e red with model airplane
dope. A recl handle certainly stands
o ut on the panel and could prevent
an unplanned retraction, not to mention a heap of embarrass ment.
Response to Lorn Honey
Dr. David Burnett, ABS 31552
Toronto, Ontario, Canada
I was glad to read about Lorn
Honey's success ful trip to Canada in
the September AB S Magaz ine, but [
must correct some po ints of misinfOrtllation in his article.
Regarding fl ight ru les, there is no
amb iguity about the req uired fli ght
levels for VFR and TFR as they are
the same in Canada as in the U. S.
Mr. Honey is incorrec t regardi ng
VFR fl ight over cloud laye rs. VFR
Over-The-Top is permitted for crui se
ni g ht during day ope rations. Th e
rules are described in a January 1996
Transport Canada Airspace Newsletter Issue
I was rea ll y di stressed to read
abo ut the "double standard" of taxation . It is sim ply not true that taxes
"for the American tourist" are higher.
In Ontario, most pu rchases of goods
and services are subject to a federal
tax of 7 percent and a prov incial tax
of 8 percent. Be lieve me, we " Iocals
pay those taxes ! In fact, there are
provis ions in many ci rcumstances
fo r the " Ameri can tourist," as a foreign national li ving outside Canada,
to gain exempti on fr0111 these tax es
or claim a tax refund .
As a frequent traveler to the U.S.,
I am we ll aware that most consumer
goods are more expensive in Canada.
T he A me ri can to uri s t, however,
gai ns a majo r adva nt age on pu rchases in Canada due to the fac t that
hi s dollar is about 35 percent more
valuable than the Canadi an dollar.
I was amused to learn that Canad ians "speak Eng li sh for the most
part." I speak, I beli eve, very good
Eng li sh all the time!
And on the " frozen Nort h" issue,
Toronto lies south ofa ve ry substantial portion of the Uni ted States (fi ve
complete states and major portions
of a further ten). Yesterday, September 18, 1 wore a long sleeve shirt for
the first time since May.
Rosen sun visors
Ron Vickrey; ABS 7577
Spruce Creek Fly,in, Fla.
Who says ni ce guys do n't fini sh
fir s t? Fl y in g fro m F lo rid a to
Oshkosh, my wife Sylvia noti ced a
sma ll crack in her sun visor. The
crac k radiated from one of the ho les
in the plastic w here the visor attaches
to the metal support bar.
T hese are Rosen full y articulating
ASS November 1996
transpare nt visors that we installed
in the Baron several yea rs ago. I cannot conceive of ever returning to the
ori ginal solid varie ty.
I mentioned thi s c rack to Jim
Rosen w hile visiting hi s booth at
Oshkosh. Without hesitation. he immediately pulled a new visor from
hi s inv e nt ory; no qu esti o ns. no
charge and a smil e to boot! Jim , you
are a c lass act!
Another better mouse trap
Dr. Bob Wiehe, ABS
West Plains, Mo
R egardi n g
"Mickey" in the
Augus t 1996 iss ue, you indi ca ted that yo u
were looking for
a be ll er m ouse
trap for preventing mice getting
into a irplanes. I
have one for you!
But first, let me say that there are
other varmints that can also cause
problems, such as birds and snakes
that also like to get into our ·· BO."
Here's a solutio n for all of them.
We purchased several large sl icky
type plastic traps a nd bait the m with
a variety of feed to catch all animals.
I have found a brand that measures
abo ut 6 x 10 inches. I place about 24
of them in my hangar. I bait some
with corn , some birdseed, some fried
bacon chips, some with sugar. I place
half on the floor. some on benches.
some on the roof rafters (held down
with a nail ) and a few on my airplane
on a sheet of cardboard .
r have caught m ice, birds, snakes,
roac hes and crickets. My hangar is
c lean a nd pest free. You can bu y
them at most hardware stores.
Maintenance shop
recommendation
Adam Grosser. ABS 29364
Cupertino, Calif
I am writing to let fellow ABS
members know of a fabulous mai nte nance shop on the West Coast: the
A8S November 1996
Santa Ynez Air Center run by Alan
Jones. I had been dissati sfied ei the r
with the price or quality o f the repair work on my V35B that I had
received at m a n y of th e large r
"name" facilities
In Marc h of this year. I attended
the ABS Se rvice C linic in Santa
Ynez, Calif. (As a n aside. I cannot
say enough abo ut Pe te r LoBello and
the impressive job the ABS inspectors do in making the Bonanza fleet
more airwort hy.)
While there, it was difficult not to
notice the immaculate shop and
the fl eet of visibly well cared for
c harte r planes. I decided that if
I could arrange it logisticall y, I
wo uld have them ta ke care of
a ny squawk s the inspection uncovered. (Santa Ynez valley is a
great place for a quick getaway.
simil ar to Napa with wonderful
wineries. and 30 minutes from
Santa Ba rbara beaches.)
Armed with my page of di screpancies (most of the m covering
time- limited items such as hoses and
wing bolts). I turned Adam Halop
and hi s mainte nance staff loose.
Not only was everything repaired
in a timely fas hion. but I was prese nted wit h cos t/ t ime/q u a lity
tradeoffs wherever suc h alternatives
ex isted . All of my question s we re
answe red patiently with no hint of
co ndescension. On several occasions. they uncovered additio nal minor issues that wo uld have been
caught o nly by someone int imately
fami liar with the Bonanza fami ly.
Also, they washed and waxed my
pl a ne and picked me up a t Santa
Barba ra airpo rt ( in a 3 1O) a t no
c harge when the service was completed. All in all , an ex tremely sati sfying experience. And to top it off.
318 1W has remained squawk-free
since I p icked it up.
So if yo u li ve nearthe West Coast,
and you need an annu al or rouline
maintenance . give the Santa Ynez
Air Center a try. (804-688-2437). I
don't think yo u ' ll be disappointed.
-@-
Do your
Christmas
shopping at
S
COMPANY
STORE
Select from big items
and small items
VIDEOS
• BPPP Highlights
• Service Clinic Highlights
• Owner Perormed
Maintenance
• Flying by the Numbers
CLOTHING
• New Hats
• New Shirts
• Sweaters
• Visors
• T-shirts
• Golf Shirts
• Jackets
AND OTHER STUFF
• Mugs
• Books
• Patches and Pins
• Luggage tags
• Watches
ABS Company Store Order Form
may be found in the center of this
issue.
4540
••
We do not have to
live with it
BY JAY K. MARTIN, ABS 29002
A
bout 40 hours ago, the propelle r on my Debonair
began to leak red dye from the prop hub. I tirst
learned of the leak while in fli ght as I watched a
mist cover the windshie ld on a CAVU day. After my heartbeat returned to a more normal rate. the prop was repaired and while it was apart, it was repainted, angles
checked and then statically balanced.
The prop was reinstalled , and there was a noticeable
increase in vibration. The vibration was not scary, but I
could feel it in the rudder pedals and see it on the floating panel at low rpm .
Some time ago, Doug Shears of Harmony Aviation
had sent me information about his dynamic propeller balancing, which I pulled out and read aga in. It seemed that
it could be worthwhile to have him balance the prop to
see if there would be some reduc tio n in the vibration I
was feeling.
Doug arranged to meet me at the airport to do the work.
First, he bolted an accelerometer to the top of the engine
crankcase. Next, a reflective surface was taped to the
backside of one blade. and an optical sensor for de termining blade position was taped to the engine cowl with
the sensor pointed directl y at the rcflective surface.
The process Doug follows to do the prop balancing is
a series of perhaps three or four short run-ups at 2,000
rpm, during which time he makes a measurement of prop
inbalance and then applies a sma ll amount of weight to
the spinner of the appropriate amount and at the appropriate position to balance the system.
After each run-up, he makes a slight adjustment in the
amount of weight until he is able to get the prop into
near perfect balance. Finally, the weights are bolted to
the unde rs ide of the spinner, appropriate log entries are
made and you are ready to go. The whol e process takes
abou t two hours.
The resu lts of the first measurements Doug made are
shown in Figure I, (on next page) called a frequency
spectrum, which shows the amount of energy (o r square
root of kinetic energy) at any partic ular frequency. You ' ll
notice that the highest peak in thi s spectrum is at 2,012
rpm , which was th e engine speed at which the test was
conducted. This peak was caused almost solely by imbalance in the prop rotating mass. When Doug saw this
result, he was ectatic because he then knew of the d ramatic improvement he would be making in my airplane.
Page 4541
Figure 2 shows the frequency spectra after Doug was
fini shed. The prop imbalance has been eliminated; the
former peak in the spectra is gone .
To say that the airp lane feel s beller is an unde rstatement. The engine a nd prop syste m are now " turbine
smooth," and all of the superb e ngine balancing work
done on my Ultimate Engine by Mike and Terry of
Capehart Industries can truly be appreciated.
In the past , when the engine was idling, I could sense
that the re was imbalance because the engine felt like it
might be shaking in its mounts. I have felt thi s in man y
singles. After dynamic balancing, however, the fro nt e nd
of the airplane feels very "stiff," which is partic ularl y
pleasant.
Much of the rudder vibration is gone, and the floating
panel does not vibrate. J could not be happier with the
improvement this has made in the De bonair. While it is
not poss ible to predict what the effects of this vibration
are on engine. airframe and accessory life, it is certain
that dynamic balancing of the prop wi ll add to the reli ability of all these syste ms.
Doug Shears produced an improvement in my airplane
that I could not have imagined was possible. And he
proved to me that we do not have to live with vibration!
Now, for the rest of the story ...
Arter the third Hill- UP, whil e Doug was fini shing the dy-
namic balancing job. he told me
10
stand back because he
needed to rotate the prop. I stepped back and Doug raluted the
prop about two inches. The impulse coupling went SNAP! The engine went VROOM!
Fortunately, th e engine stopped running immediately, so 1
did not need to throw myself under a tire in case the plan e
tried to taxi away sans pilot. However, the event was a parti cularl y sobering one for me beca use aft er all the exci tement.
I looked in the cockpit and found the mag switch in the 0
posi-
tion!
There arc man y reasons to confirm why T am a very sa fe
pilot and why I could not possibl y ha ve done thi s kind oflhing.
But the fact is: I made an error; one that rank s right up there
with some of H omer Simpson's in th e nuclear power pl ant.
Fortunately. Doug was well aware of the potential danger.
and was careful enough so there was no pemmnent physica l
damage to either of us. But for both of us. it will be quite
awhile before th e mental images of what might have occurred
go away.
A lesson learned: While J had been certain that my Continental could not be hand-propped to a start , parti cularl y a
hot start , 1 no w kno w it call start w ith the smallest of blade
rotation wi th the prop being rotated very slowly. And yours
call. roo.
Henceforth . I will always treat the prop wi th the deepest
respect. I w ill not lei others pull on the prop or stand in the
prop di sc for any reason. I admit that I had gotten cava lier
about the prop, moving it at will when working on the plane. I
think I have learned my lesson.
A coup le of new operating procedures will be follo wed:
( I ) When the engine is not runnin g, the key will not be in the
ignition and (2) checks will be made freq uentl y for hot mags,
now a shutdown checklist item for me.
-@-
ABS November 1996
O.80,_~
:;-
•2(.
~
_ _~_~_ _~_~_---,
Prop before balancing
Q\·crall
~
0.80
=0 .8431
Q\'crnli =
:;-
•"
0.60
•""
C
•
0.5761
Ol'uall Grear
0.60
Prop after Dynamic OalanC'lng
;.,
""c
••
'"
•
•
0:
~
•
¢.
•
0:
0.40
Blade Pa ss Auadynamk
~
..
0.20
6300
1<200
10100
12000
Pis ton s
0.20
20"-.5
Frequency (cycle s/second )
We welcome Regional Socie'y news
and encourage submission of
accompanying phO/os.
Midwest Bonanza Society
Summer starts to fade and fall w ill
be in fu ll swi ng by the time yo u receive thi s iss ue. The pleasant temperatures at our Jul y Summer Fly-in
Weekend a t Telemark R esort in
Cable, Wis ., we re welcomed by a ll
who attended. Twenty-nine ai rcraft
were parked on the ramp
We had a good time w ith golf,
horsebac k ridin g, swimming, sho pping, tire kicking. BYOB parties. a
banquet and the camaraderie of good
friend s. Hikers Craig and Conn ie
Bailey, Mary Ann D ye and Carol
Olson even made it to the top o f Mt.
Te lemark .
Nifty travel bags we re presented
to th e o ld es t pilot presen t (Ed
Davies), the yo un gest pilot (Tabitha
Hammond) and to those who trave led the furthest (Ro n an d Sylvia
Vickrey).
As Morrene and I took to the air
on Sunday, I ' m certa in we reflected
on the Te lemark fly-in as one of the
great ones.
M BS membership dues are $ 10
and are collected on an annua l basis.
For an application fo r members hip
form. write to ou r treasurer, Janet
A8S November 1996
34SO
4875
6300
ms
9 150
10575
1:2000
Frequency (c ycles/ s)
Figure 1. Power spectra or prop.engine before balancing.
REGIONAL NEWS
v:
3x
Figure 2. Power spectra of prop/engine after balancing. Doug
Shear's comments are in italics.
Hufford, 1555 Durango Dri ve,
Loveland, OH 45140.
Next iss ue we' ll have a report o n
o ur October trip to Shangri-La, as
we ll as more information on our upcoming spring weekend fly -in May
2-4 to Rough River Dam State Resort Park, Falls of Ro ug h. Ky.
May the sun s hine on you and the
wi nd be at yo ur back!
- Robe,., 8 rillon, Presidellf
First N .f. Bonanza Group
What a de lightful afternoo n we
had at the Goodspeed. It is such a
nice spot. ri g ht alongside the Connecti c ut riv e r w ith the Goods peed
Ope ra and Gelston Ho use o nl y a
good golf drive away.
Paper Moon was a delightful surpri se. Who wou ld think that an o ld
movie s tarri ng Rya n and Tatum
0' eal could be recast as such an
e njoyable musical. Wou ldn ' t be s urprised if thi s one didn 't wind up on
Broadway as a similar one, Annie ,
did.
The Gelston House served their
usual superb fare as we watched river
traffic come and go beneath th e
swing bridge.
The weekend of Sept. 7-8 turned
out to be just great, Hurri cane Fran
not withstanding. Basin Harbor is just
a nice all-around resort. Some folks
even got in a Iitlle golf.
A total of 30 peo ple enjoyed the
Basin 's fabu lo us c ui si ne Saturday
night.
At the conventio n in Norfo lk . we
had an excelle nt NE BG lunc heo n
wit h 45 "Nor 'easterners" attending.
The re was so much to see in orfolk , we hardly scratched the surface.
How does a Bahamas trip sound
for next J anuary or February?
Sportys Pilot Shop has their own resort on Crooked Island-Pitt stown
Point Landings. It is a very compact
place wit h all the sno rkel ing, vo lleyball , bicycling and fi shing yo u cou ld
want with the a irstrip o nl y a sho rt
walk away. If you are interested , give
me a jingle and if there is enough interest, I'll reserve the whole place for
a week.
I went to the Oshkosh air sho w.
What a spectacle! Each year is bigger and better than the las t.
Don't forget, fly safe l
--Gene Keyt, Presidelll.
S.E. Bonanza Society
H arvey Kriegsman is organ izing
a fly-in to Hawks Nest Resort at Cat
Island , Bahamas, on Dec. 5-8 . $200
per couple per night. Contact Harvey
at 407-725-9226 or fax 407-676-5 129
if interested. A second weekend might
be arranged if enough intere st is
shown. See the calendar page for our
scheduled weekend ny- ins for 1997.
- Harold 80st. Presidelll
-@-
Page 4 542
signed for use with a turbocharger.
As a result of th e turbocharger boosting the manifold pressure in excess
of the atmospheric pressure (29.92) ,
etc., the engine has a lower compression ratio, hence you can increase the
volumetric area of the fuel mixture
in the cy linders developing more
horsepower than a normally aspi rated engine of the same di splacement.
On the downside, being a lower
compress ion engine, your fuel con-
Shop Talk
BY LYNN JENKINS
ENGINES:
Supercharged.
Turbocharged.
Turbonormalized.
Normally aspirated.
Do you know the difference?
If you do not know the difference between the above types
of engines, please read on ...
Normally aspirated engine
A nonnally aspirated engine, such
as an 10-S20-BA, is a high compression engine. About 520 cubic inches
in displacement and most important,
It uses atmospheric air pressure as
its oxidizer medium . At sea leve l, the
manifold pressure would read approximately 29.92 inches of mercury
on a nonnal day. Under no circumstance can this engine exceed the
outside barometric pressure hence
normally as pirated.
'
•
Turbocharged engine
The TSlO-S20-UB engine is de-
Page 4543
sumption wi ll be greater than a normally aspirated engine operating at
the same atmospheric manifold pressure (not exceeding 29.92 inches of
mercury) and at the same percent of
powe r.
The basic way th at th e turbocharger boosts the atmospheric pressure is as fol lows:
Exhaust gases passing through a
turbine wheel spin the turbine shaft
at a very hi gh rate of speed. On the
other end of that shaft is another turbine wheel wh ich compresses incoming air. allowing yo u to rai se the
manifold pre ssure above that of a
nonnall y aspirated engine.
In order that you can control the
amo unt of manifold boost, a waste
gate is installed on a Y-Iooking pipe
on the exhaust side just prior to the
turbocharger. By controlling the
opening in the waste gate, you can
control the amount of exhaust gases
passing through the turbine, hence
contro lling the turbine speed.
So me aircraft e ng ine s have a
manual waste gat e controller and
others have an automatic waste gate
controller. Most Beechcrafts have the
automatic.
Supercharged engine
Supercharged engines ha ve been
around for a long time. In the earl y
airline days, supercharged eng ines
were used on the DC-6s and 7s, the
super Constellation and most of the
piston powered airline aircraft operating prior to the jets that started to
come out in the early 60s.
During the 40s, most of the military combat aircraft were s upe r-
charged, such as the world famous
P-SI s, Corsairs, Bearcats, etc.
The supercharger is gear driven
off of the crankshaft or camshaft of
the engine. It is normally of a va ne
type s imilar to the supercharge rs
used on the old GMC diesel engines
used in large commercial trucks.
One of the advantages of the Supercharger is that you can obtain very
hi gh manifold pressures in comparison to that of turbochargers.
Most superchargers in service
today are used in race aircraft on
WWll wa r bird s s uc h as Lyle
She ldon 's "Rare Bear" (Beareat) or
Mr. Staffani ' s " Straga ," a hig hl y
modified orth American P-Sl.
Supercharged aircraft started to
fade away with the advent of the gas
turbine, which is now found in most
of the business fleet and the commuter airline industry.
Turbonormalized engine
The turbononnalizing concept has
been in existence since the 1960s
when we found both Pipe rs and
Beec hcrafts with a simpl e turbocharger mounted on the aircraft and
a manual waste gate which allowed
pilots to hold the manifold press ure
as close to sea level pressure as they
desired.
When reaching full throllle, the
pilot could then start to close the
manual waste gate , keeping the
manifold pressure at , let's say. 23
inches at 12,500 feel.
Tod ay, very so phi s ticated
turbononnal izing systems that are
fully automatic are on the market and
available for modifi cation to normally aspirated engines.
In my opinion. there are several
advantages to going the turbonormalizing route over, say, a factory
turbocharged engine.
For example, yo u are able to retain your high compression nonnally
aspirated eng ine and fly it at lowe r
altitudes as such, thus red ucing engll1e wear and fu el consumption.
Another advantage might be that
if your engine is an 10-S20-BA, BB,
SSO or equivalent , yo u still retain
ASS November 1996
your 1700 TBO rather than having
the reduced TBO of a TSIO engine.
Tn othe r wo rds, you have all the advantages o f a normall y aspirated
e ng ine with the adva ntages of turbo
fli ght whe n desired .
Turbono rmali zed eng ine ope ration is very simil ar to operati on of a
factory turbocharged (TS10) e ngine,
except for the fact that you cannot
exceed sea le vel manifo ld pressures.
In today's turbono rm ali zed e ngines, turbo boost is automaticall y
controlled by the throttle pos ition
and not by separate co ntrol of the
waste gate as descri bed a bove. There
are safe ty features that will not al low yo u to over-boost the engine.
Sho uld yo u be inte rested in obtainin g f urth e r inform a tion o n
turbonormali zing and/or turbonormalized engines. may 1 suggest that
you contac t the leader in this technolog y. FliteC raft T urbo , Inc ., in
Pagosa Springs, CO 8 11 47 . Phone:
970-73 1-41 00.
The article for the December issue will be a recap of the presentation on STCs that I gave at the con-
ve nti on in Norfolk. It will cover such
items as who has them , what they
consist of and what e ngine options
are available to the Beech owner.
Should you wish 10 CO l/Wet me
regarding this article or allY other
article that I have written , you may
do so by either using my E-mail address 76766 .1452@compllserve.eom
or sending me afax at 702-33 1-4911.
Lynn jenkins, ABS 14562, Sparks, Nev. , has
been a member for 14 years and in aviation
all his/ire. He holds an AT?, Multi and Single
Engine, a Commercial Seaplane, A&P and
fA
ratings.
Moody Aero-Graphics, Inc.
Exhibitors
Cincinnati Avionics. Balm'ia. Ohio
The Ame rican Bonanza Society is
extremely grateful to have had the
superb support o f the follo wing exhibitors at the 1996 con ventio n in
No rfolk. Your contributi on to the
event was an important part of its
success .
Dave Heisterkamp Aircraft Sales, Inc.
Ollawa , Iowa
Parker Hannifin Corp., A\'on, Ohio
Delta Strut, L.L.C., Mesa , Ari:.
Piedmont Aviation Services, Inc.
NO/folk. Va.
Dorr Aviation Inc. - Aircrafl Lendin g
Underwri tten by First Essex Bank
Marlboro. Mass.
RAPCO, Harlland, Wis.
EAA Young Eagles Program
Oshkosh. Wis.
New Caslle , Dei.
Edmonds Aircraft Service
Nashua , N. H.
CO/llmblls, Ohio
A/C Fuel Cells Worldwide Inc.
Befleview. Fla .
Colvin'S Corner, Wichita. Kan.
Oxford Aviation Inc .. Oxford. Maille
Red Eagle Avionics Inc.
Memphis. Tel/n.
Aero-Tow, Lake Mills. Wis.
Air Mod/Perfect Finish, Batavia, Ohio
Airwolf Filter Corp., Middlefield. Ohio
AlliedSignal Commercial Avionics
Systems. Olathe, Kan.
Ryan International Corporation
Shadin Co. Inc .. St . LOllis Park. Mill/I.
Falcon Insurance Agency, Inc.
AIiSlill. Texas
Southeastern Bonanza Society
HlIl1Isville. Ala.
Flight International
Newport News. Va.
American Aero, Inc., Onan·a. lowa
FliteCraft Turbo
Pagosa Sprillgs. Colo.
American Bonanza Society
Wichira , Kal/.
Floats & Fuel Cells, Memphis. Tenfl.
Southwest Bonanza Society
A riola, Texas
Spruce Creek Fly-In Realty
D ay tona Beach . Fla.
Superior Air Parts, lnc., Dallas, Texas
Garmin International , Olathe. Kal/.
Aon Risk Services, Inc., Wichira , Kan.
AVBLEND/Capital Aircraft, Inc.
Sprillgfield. III.
AVEMCO/National, Frederick, Md.
General Aviation Modifications, Inc.
Ada . Okla.
Teledvne Continental Motors
Mobiie. Ala.
Thayer Bank, /-lebron , Neb.
GTE Duals, Needham. Mass.
Tradewind Turbines, Amarillo, Texas
Beagle Aviation, Boca Raton, Fla.
Insight Instrument Corporation
Bllffalo. N.Y.
Ultimate Engines, Inc .. Mella , Ark.
Beryl I)' Shannon Aviation
Way:ata. M illll .
J.L. Osborne, Inc .. Oro Grande. Calif.
Wichita Convention Bureau
Wichita, Kall.
McCauley Propellers. Valldalia. Ohio
BF Goodrich Avionics Systems, Inc.
Gral/d Rapids. Mi ch.
Michelin Aircraft Tire Corp.
CilOrlolfe. N.C.
THANK YOU SO MUCH- and we
hope to see all of you agai n next yea r
in Wichita. Oct. 8- 12.
Midwest Bonanza Sodet)'
Fayette. Mo.
-ABS Board of DireClOrs and Staff
Carolina Aircraft, Inc.
Komersville. N .C.
Page 45 44
A8S November 1996
Insurance
BY JOHN ALLEN, PRESIDENT
FALCON INSURANCE
RAMIFICATIONS OF
CHANGING PLANES
When aircraft owners review the
increasing cost of maintaining an aircraft, it is not difficult to understand
why so many owners decide to sell
their aircraft each year. On the other
hand, there seems to be an unending
line of new potenti al aircraft owners
looking for a good airc raft to own .
Yet we see a number of aircraft that
are bought and sold with lillie thought
given to the ramifications the process
may have on insurance coverage.
Th e "pleasure a nd b us in ess"
policy is inte nded to cover the ownership, maintenance and use of an
owned aircraft. If the owner sel ls the
aircraft, this use is also covered underthe basic policy. Therefore, if the
owner should injure a prospective
purchaser, the policy wo uld respond
and cover the incident as long as the
pilot flying the ai rcraft is an approved pilot.
Page 4545
It is important to understand the
pilot requirements in the policy. The
owner must never allow the aircraft
to be flown by a pilot who does not
meet the pilot in command requireme nts of the policy.
Many owne r find that they si mply do not have the time to sell their
own aircraft and wi ll e nlist the aid
of a n aircraft broker or deale r. This
could give the owner access to a
g reater number of aircraft bu ye rs
and. possibly, a quicker sa le . However, these arrangeme nts nomlally
entail some type of contract with the
aircraft dealer.
These contracts may ha ve "hold
hannless" clauses which could allow
the dealer to escape any liability in
the event that they may damage you r
aircraft. The contracts may also attempt to shield the dealer from their
ow n products liability. This wo uld
especially be a problem if the aircraft
dealer made some repairs to the ai rcraft which caused the accident to
occur.
It is important to remember that
the insurance policy does not allow
an insured to enter into these agreements without first hav ing the underwri te rs ' appro val and an endo rsement issued to the po licy. if an owner
does decide to use a broker or dealer,
it is best to advise the underwriter
that the aircraft is up for sale and the n
submit a copy of the sales agree ment
to the underwriter for approval.
It wo uld also be prudent for the
aircraft owner to verify that the broker or dealer maintains products and
completed operations coverage. This
could be invaluable to the owner if a
loss occurs after the sa le of the airc raft.
Anot her issue that many insureds
do not seem to understand is the concept of insurable interest. This concept, simply stated, means that for
the insurance policy to pay for a cove red loss, the in sured must be able
to prove that, at the time of the loss,
they had either an ownerShip interest o r some other provable finan cial
interest in the aircraft.
We have had more than one insured sell hi s aircraft on a weekend
while adv ising the buyer not to worry
about the insurance. As an induceme nt for the sale, the selle r wo uld
agree to keep the aircraft covered
under his own policy until the buyer
can get back to hi s home airport to
arrange for hi s own insurance. But
this could lead to an uncovered loss.
We hav e known of s ituati ons
where a new owner has crashed the
ai rcraft on the way back to his home
airport. You can imagine the disappointment he must feel when he discovers th at the se ll er's in surance
policy will not pay for the loss . But
since the selle r no longer had an insurable interest in the aircraft, his
policy ceased to cover that aircraft
as soon as it was sold.
It does not matte r what the previous owner told the new owner abo ut
covering the flight back to his home
airport.
The insurance carri er does not
owe the new owner any coverage and
is not obligated to pay the loss. For
this reason, it is extremely important
to advise yo ur ABS insurance representative prior to any change in the
ownership of an aircraft.
Most policie are issued w ith
some provi sion for product liability
coverage for the sale of an in sured
ai rcraft. But if a new aircraft is not
added to the policy or non-owned
liability maintained, this coverage
will cease at the time the policy is
canceled .
Further, it is important that the
selle r be sure that the new owner follows through and fil es the proper
doc uments with the FAA to record
the c hange in the ownership of the
aircraft. There ha ve been situati ons
in which thi s has not been done and
the prev io us owner is brought into
some litigation due to the fact that
they are still shown as the owner on
the FAA reg ister of a previously
owned aircraft.
@
ADS November 1996
fin e-and Ihe o ne in Wichita nex t
year should be great!
Engine and gearbox leaks
[n the September 1996 A BS
Maga::ille, there was mention of seal -
ing up o il leaks on e ngines and gearboxes using RT Y sea lant. Silicontype sealers improve the chances of
stopping leaks on some in stallat ions
whic h previou s ly used Permatex type sealants. They have also caused
more than one engine stoppage due
to over-application with resuliant
plugging of vi tal o il passageways .
I use the red. blue. black or white
RTY prod ucts, depending on exactl y
what is being worked o n. I use the
Currents
BYLEWCACE
The Norfolk convention is ove r.
Attendance was good, in spite of
poor weather on a rri va l day, whic h
shows the high level of ABS pilol
and equipment qualifications .
Alihough il was n't exactl y "check
ride" type condition s, even " low
YFR " operators would ha ve been
hard-pressed 10 get into orfolk on
Wednesday or Thursday.
I took a "great circle" routing to
the conven tion and back : Re no to
Nort hern Michigan, to Maine, down
the east coast wi th several SlOpS, Atlanta area. Western Central Mi ssouri ,
Wyoming and home. Abou t 52 hours
of fl ying three IMC approaches, two
departures al quarter-mile vis ibility
and enough en route in the clouds to
think maybe I need an AP (aulOpi lot).
Then, o n the other hand, maybe
not. In the 2,000 or so hours I've
flown my G35, I' d guess the re we re
not more than 20 hours when an AP
wo uld have been of useful assistance. A one percent of the tim e need
for something of this sort doesn't
justify the ex pe nse to install and
maintain it when suit abl e, alternate
methods are close at "hand." Anyhow, th e No rfo lk gath e rin g was
ABS November 1996
non-hardening
o. 2 Perm atex or
equal,lOo, again detennined by what
the item is. Also. most gaskets used
to mount accessories or othe r items
such as shaft gear adapte rs or push
rod tube housings, need nothin g
mo re than a coating of mo to r oil
when installed, providing the mating
su rfaces areilat.
The importance of " flatness"
Ou t-o f-fl at surfaces cann o t be
sealed unless something takes up the
slack ca used by the o ut-of- flat cond ition. Gasket resiliency and flexibil ity or gasket dopes may wo rk for
awhile, bill hOl'illg the slIIfaces flat
ill the first place is th e secret 10 a
leak-Ji'ee illstallarioll.
Even though absolu te flatness of
surfaces is the starting condition during assembly, there is no guarantee
that leaks wi ll not develop after some
hours of usage. This is espec ially true
of aircraft engines.
Weight is of great concern in the
design of airc raft components. An
examp le wo uld be the drilling out of
the center of most crankshaft. gear
shaft, pi ston pin s, etc., in an attempt
to reduce the weight while maintain ing adeq uate stre ngth.
The center of the crank shaft main
bearing and rod bearing journals are
drilled. red uc in g th e c rank haft
weight considerabl y while not sacrifi cing requ ired strength . The cost
of manufacturing goes up to not only
produce the borings, but now tubes
are required to be incorporated into
the shaft to ca rry the o il to the rod
bearings and e labora te torsiona l
dampers (counterweights 10 the un initiated) need to be des igned to
overcome the reduced sti ffness of the
li ghte r weight shaft.
Also, most aluminum or mag nesium engine components are made
as li ght as poss ible. The thickness of
fl anges on vari ous components end
up being quite thin and are eas ily
be nt out of flat by being drawn down
into the gasket material. Over-torquing of hold-down nut s and bolts is
common in an atte mpt to stop an o il
leak or some form of "super pucky"
is appl ied with varying resu lts.
But even flat surfaces with new,
properl y installed gaskets will eventually leak. Most gaskets are subject
to numero us factors whi ch cau se
eventual leaks. These include loss of
elasticit y due 10 age, breakage from
brittleness, shearing of sea lant bead.
gasket fre lling due to motion between the joined parts and loss of
faste ner torque due to several reasons. An yone or a combination of
these factors may produce leaks:
ho weve r, ove r applicati o n of any
gasket sealant goo wi ll not only stop
the leaks, but may lead to serio us
problems of internal contamination
and externa l unsightl y appearance.
Amount of sealant to use
A very graphic way to see just
ho w lillie gasket compound should
be used on assemblies requires two
pieces 01'2 in. x 2 in . glass abou t onehalf inch thi ck. Appl y the sea lant
being tested in the center of one piece
o f g lass. Use on ly a very small drop.
Usi ng a "c" c lamp o r vise wit h
matching pieces of wood 10 protect
the g lass. squeeze the glass pieces
together as gasketed or un-gasketcd
(metal to meta l joints) wo ul d be .
Remove the glass from the clamp and
see what a large area the "light" application of the gasket goo now covers.
If a real gasket surface we re onl y
one-quarter inch wide. all the sealant yo u see betwee n the glass pieces
which exceeds one-fourth inch in
wid th would have oozed e ithe r out-
Page 4546
side or inside the engine, gearbox,
etc. A II the gaSket goo in the world
hanging outside the surface to be sealed
wi ll add nothing to the job of sealing.
It takes very little goo applied in the
right spot to do the job. As mentioned
before, if the gasket surfaces are flat
and a gasket is supposed 10 be used. a
leak-free joint will result if motor oil
onl y is applied to the gasket before assembl y of the components.
Do IIOt ora-torqlle the/asteners,
since many components use a rela-
tively thin gasket flan ge which wi ll
bend out-of-flat as it compresses the
gasket material surrounding the boltl
stud, ultimately lead ing 10 a leak.
Also, the non-use of gasket goo of
any sort will result in easy cleanup
of the metal gasket surfaces when the
accessory or other component is removed for maintenance . Gouging of
the gasket s urfaces is a common re-
sult of usi ng va rious too ls 10 remove
old g lued on gasket material.
An attempt to sea l the leak is sometimes executed by removal of the
cylinder base nuts and applying RTV
around the bolt. Although a temporary stoppage of the leak may result.
the leak is onl y a symptom of a far
more serious problem.
When the crankcase halves are
manufactured or re-manufactured. a
great deal of care is taken to insure
that the entire " parting line" of the
case halves is absolutely flat. Not
almost fiat , but as flat as the best
machining can make them.
There are some obvious reasons
for this. such as a flat sealing surface arou nd the periphery of the case
to prevent external oil leak s. Also,
the case halves must fit together ve ry
preci sely at lhe main bearing, cam
bearing, gear pivot post, bearin g lo-
cations for other engine devices, etc. ,
which are located at the case parting
line. T hi s is espec iall y true of the
main bearing bosses.
Each main bearing incorporates a
boss through which is bored the hole
which recei yes the bearing insert
halves. Of course, this precision boring ax is is oriented down the length of
the engine as is the crankshaft.
At 90 degrees to the main bearing
insert boring are the through bolt
holes which run across the engine
from side to side. The pad of alumi num which surrounds the through
bolt holes contains several sq uare
inches of flat surface. The through
bolt holes are reamed to very close
tolerances, onl y .000 to .0015 larger
than the center section in the length
of the through bolts.
This close fit of the through bolts
serves as locating dowel pins during
assembly of the engine, assuring that
proper al ignment of the case halves
is maintained so the critica l main
bearing inse rt "c ru sh" or "pi nch"
occurs and also th e cam bearing,
crankshaft sea l bores, etc., are in
proper alignment.
Leaks around crankshaft
There is a common misconception
main bearing
that the small tangs fOlllled on the
Another type of oil leak which is
ends of the main bearing insert s are
more or less the same, but also very
what prevent the rotation of those
different , is a leak around the crankinsert s in the case halves. Those
shaft main bearing through bolts .
tangs are for assembly purposes only.
Adjacent to each main and thrust
The mechanism which locks the
bearing there are spec ial bolts which
bearing rigidly and also prevents loss
pass completely through the engine
of oil between the back of the insert
crankcase. Most of these through bolts
and the crankcase is the "crus h" or
also serve as two of the cylinder base
" pinch" resulting from the circumflange hold-down fasteners.
Crankcase bearing boss showing
ference of the two bearing halves becolumn supports. The structure acts as a
ing slightl y longer than the circumThe cyl inder base flange serves as
compressively loaded column.
Ference of the hole bored in the case.
an exce ll ent thick "washer" upon
(Pencil points to fretting area.)
(S art a f I'k
.,
"f'It b eanng
.
I ea' press
which the cylinder base nuts may be
draw n aga in st. The , - -_ _ __ _ _ __ __ _ _ __ __ _ _ _ __ _----, which is pressed into
end of c ra nkcase
a so lid . one-piece
through bolts which
housing bore.) The redo not line up with a
su it is the same: a
cy linde r fl ange hole
bearing which is
use a special washer
locked into position by
to take the place of
virtue of the friction reth e thi ck ness and
suIting from the"cnush"
strain distribution to
or "press" fit.
the crankcase.
Now here is where
Occasionally, one
the leaki ng through
or several of the se
bolts come in. Just as
through bolt s will
the bearings are not
"E" engine left crankcase half. Other Continental engines similar.
held in place by those
leak o il externa ll y.
little tang s on their
Page 4547
A8S November 1996
e nds, nei the r a re the case halves
he ld in position by the dowe l pin
fu nction of the through bolts. That
dowel pin fit is. as are the bearing
tangs, for asse mbl y purposes only.
And just as the bearing inserts
are held in position by friction , so
are the case hal ves he ld in position
by the friction derived from the
clamping ac tion of the through bolts
after their nuts have been properl y
torqued .
If the case halves arc out of nat,
the thro ugh bolts are una bl e to apply the necessary clamping force
to the main bearing pad area and
re lati ve motion between the two
case halves will occur when the
engi ne is runnin g. This m ic ro
movement between the case halves
res ults in fre11ing of the mating
surfaces. This fretting may wear
away several tho usand th s of an
inc h of materi a l from bo th surfaces.
This wea ring away of metal now
opens up a pathway for migration
o f o il 10 the through bo lt, resulting
in the external leak observed. Also,
the close control of the main bearing insel1 "pinch" which prevents
the so-called "spun bearing" condition is lost.
Loss o f through bolt nut torque
also results since the bolt now does
not have a solid column of metal
to pull against. Re-torq ue of the
bolt may cause loss of oil clearance
at the bearing due to over " pinch"
o f the bearing inserts.
If main bearing boss pads are
nat , as they are required to be, no
o il can e nte r the bolt ho le since
there is a 100 percent me ta l-tometal mating of the pads being held
together under very considerable
fo rce.
The cause of thi s fre tted condi tion orig inates from eithe r an outof-nat condition of the case halves.
improper torquing o f the through
bo lt nut s, loss of thro ugh bolt
torque due to thread fai lu re, bolt
fai lure, paint under the nuts. etc. ,
or somc other condit ion whi ch deviates from the overhau l manual
ABS November 1996
spec ificatio ns.
These e ngines are under conside rable stresses and strains for
long periods of time. A great deal
of relative motion occurs between
parts whi ch are not affec ted by
that motion while any relative
moti on between other pailS, such
as the above di scussed case halves,
will destroy the integrity eng ineered into those parts.
If yo u'd like to do a simple test
of the moti on mentioned, obtain
a strip of a 1/32+/- thick frang ible
materi al slich as sheet phenolic.
Cut a piece abo ut three-fourths
inch wide and long enough to
span between the rocke r box cove rs o f two adjacent cy linde rs. Attach the strip with screws through
the rocker box ears . or on earless
covers with the box a11ach screws.
Tighten the screws fairly tight. Be
sure the test strip does not inte rfe re wi th the cowl seals or any
other aircraft part or function. You
will see the test strip fractu re in a
ve ry shor! time si nce, altho ugh
the cy linde rs don 'tmove exactl y
like they a re mounted on rubber,
they st ill are deflected on each
stroke of the piston.
Thi s movement, just as many
others whi ch take place througho ut the e ng ine, is acce ptab le .
Movement at the parting surfaces
between the crankcase halves, no
ma11e r how slight, is absolutely
I/OT acceptable.
Lew Gage lIIay be COl/laC led at
SUI/rise Fillers. I I/C.. 2255 SUI/rise. Reno. NV 89509. 702-826-
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lewis C. Gage, ABS 131 2 9, ATP
multiellgine land with Boeing 707/720/
•_
747/A ·31O ratings. Commercial single
engine land; (fjght instructor MfUSEL
airplanes and instruments; ground in·
structor advanced and instrument; flight
navigator; flight engineer; mechanic·air·
plane and engine; and FAA parts manu ·
facturing authoriza tion . Flight time :
15,OOO·p/us hours.
n.kh l u.... l, ilS St.ff ~~
So.pee", 2', .• %
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Page
~S48
Replacing a fuel cell
in a V35A Bonanza
BY LORN R. HONEY, JR. , ABS 203 12
e pl aceme nt of a fuel ce ll in a
Bonan za can be one of the
more d iffi cult jobs on a Bonanza.In this article, I will share several he lpful hints that will make the
installatio n much easier. Rep lace-
R
melll of a f uel cell is a job fJWf mllSf
be done by all A &P or underfhe direcf super visioll of all A&P. A wo rd
of caution: A fuel cell can be a very
dangerous even when empty. Fuel vapors can remain trapped in the fuel cell
even after it is empry ,md it doesn't take
much to make them explode.
Fuel cell s are usuall y removed for
two reasons. First is the fuel leak,
whi ch is usuall y obvio us from the
bluc fuel stain. The first fu el cell I
replaced in my Bonan za was fo r a
fuel leak. I had flown to a nearby airpo rt onl y 15 minutes away. I flew
bac k and while pushing the plane 111
the ha ngar noticed blue fu el stains
under the wing and the full length o f
the wing. There we re no fuel stains
befo re the 11 ight. I removed the outboard access cover unde r the wing
only to find that the return nipple had
snapped. The retu rn line was dum ping fu el into the wing instead of the
fuel cell.
The second fue l cell I re moved
was due to fu el contamination. Each
time I drained the fu el ce ll large
pieces of pl astic could be seen in the
fu el. The plasti c that coated the inside of the fue l cell was starting to
come off. It wouldn ' t take long to
stop up the selector valve fuel strainer,
and then neither fuel tank would have
fed the engine. Both fuel cell s had to
be replaced due to dry rot.
Preliminaries
The fi rst step to re placing a fuel
cell is to remove the battery cable.
This will prevent someone from turnin n o n the a ux fuel pump with an
en~pty fu el cell. Next, turn the fue l
selector to the "ofr· pos ition. Now
drain the fue l ce ll using the q uick
drain . Where are you going to put all
that fue l? If the tank is less than half
full and the othe r wing has less than
half a tank, the n you have a great
storage tank in the othe r wing. I usually use a straine r when transfefflng
fu el from one tank to the other.
Once the fuel tank is e mpt y, start
c utting the paint from around the
screw heads of the cover plates. A
sharp pointed pick works great fo r
c utting the paint and preventlllg the
paint from flakin g when the screws
are turned.
Fi ve cover plates need to be removed: two o n top of the wing and
three unde r th e w in g. Whe re are
these bottom cover plates? One is at
the win <>o root and covers the jacking
point. Once removed, it ex poses the
fuel suppl y line coupling. Remove
th is cover at thi s point .
T he second cover is near the pi tot
tube and ex poses the fu el ve nt and
the fuel return lines. Remove thi s
cover. The third cover is ju st in front
of the gear trun ion and covers the
pivot bolt for the gear. It is best to
leave thi s co ver in place until afte r
the fu el cell has been removed. Remove the cover plate from aro und the
fuel fi ller. The n remove the top inboard cove r plate . Remove the fuel
cap and let the tank vent with the
quick drain also still open. Make sure
the re are no o pe n fl ames nearby.
Good ti me to go to lunch and let the
tank vent.
Metal plates
Once the two cover plates have
been remo ved from the top o f the
wing, yo u will notice that there is anothe r metal plate unde r the metal access covers at both top openings. C ut
the safety wire from the screws in
the fu el sende r at both ope nings.
Nex t, cut the safety wire from the
bolts that hold the large circ ular metal
plate and from the fuel liller nozzle.
Make a note of the position of the
brac ket on top o f the inboard metal
plate for late r install ation. It must be
installed in the same pOS1llOn as Il
was removed. Also make a note of
the positio n o f the fu el fill er nozzle.
Remove the bolt s from both the
large metal plate and the fue l fill er
nozzle. Now ta ke a piece o f pa per
and sketch the w iri ng to the fuel
senders a nd the position of the tab.
Take a permanent marker and label
the lu <>o on each wire. Remove the
.
wires from each fuel sender Ulllt.
Remove the rubbe r boot from over
the lug. Remove the screwS from the
fu el sender plate and lift each fuel
sender out of the fuel cell. Notice that
the fl oat on each fuel sender is TOward the inboard part of the wing.
Now remove the screws from the
metal plates that go betwee n the access cover and the fu el ce ll. There
will be fo ur screwS at the inboard
opening and eight screws at the outboard opening. Once the metal pl ates
are loose you will need to push the
w ires and lugs throu gh th e grommet
so the metal pl ate can be removed.
To remove these metal pl ates yo u
will need to unsnap the fuel ce ll near
the ope nings. Push the metal plates
do wn into the fu el cell area until they
rest on the fu el cell. Then reach into
the win o and run yo ur aml along the
top o f the fue l ce ll on the outside un-
A word of caution: A fuel cell can be a very dangerolls even when empty, Fuel vapors can remain
trapped in the fuel cell even after it is empty and it doesn't take much to make them explode,
Page 4549
ABS November 1996
til yo u find a snap. Unsnap as many
of these snaps at each e nd as yo u can
reach at thi s time.
Once the fuel ce ll has been unsnapped, you can take the inboard
metal plate and turn it 90 degrees and
then upside down. T hen it can be removed from the opening. Do the
same thing for the outboard metal
plate. Reach in a nd unsnap any remaining snaps. Take the wires that
were removed from the sending units
and tape them outside the access hole
along the wing out of the way.
Hose clamps
ow go to the o utboard opening
unde r the wing and remove the hose
clamps from the fuel return line and
the ve nt line. Re move these lines
from the nipples of the fuel cell. (You
may find that yo u have a few choice
wo rds whe n working in this small
opening.) Sears makes a spec ial tool
for this type hose clamp that works
great.
Go to the inboard opening under
the wing and disconnect the fue l supply line. Make s ure you use two
wre nches. You sure don't want to
loosen the fue l line at the fuel selector valve in the process. Now remove
the quick drain valve.
There wi ll usuall y be a hose clamp
up inside the hole and it is hard to
get to. However, by using a small sel
of ignition wrenches, you can easil y
remove the hose clamp and the quick
drai n valve. Cover the fuel supply
line open ing at the inboard end , and
the re turn line opening and the vent
line opening at the outboard end .
Fuel cell removal
You are now ready to remove the
fuel cell from the wing. Start by laying some plastic or cardboard on top
of the wing from the outboard opening to the tip of the wing fo r the fue l
ce ll to lay o n when it is removed.
Take some plas ti c tubing and cut it
down the middle using a pair of scissors. Place the plastic tubing along
the edge of the outboard access opening to prevent the fuel cell from being c ut as it is removed. Tape this
ASS November 1996
.-
,
,.
~
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k- r--
;..r
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,
."4.-~.
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•,
Fuel cell cavity with ge.lf lrunion bolt
cover in place.
Fuel cell cavity with gear (runion bolt
tubing in place to keep it from being
pu lled off.
Reach in and pull the fuel vent
nipple and the return nipple from the
end of the fuel cavity. Pull thi s end
back until yo u can pull it up through
the small outboard ope ning. It helps
to fold the fue l ce ll in half before you
pull it o ut of the opening. Pull as
much of the fuel ce ll o ut as yo u can.
You wi ll have to go to the other end
and push the fuel cell down the cavity at times.
Once the large end of the fuel cell
gets to the open ing. you may wonder if it will come up through thi s
small opening, I can assure you it
will. Tt will take some tugg ing and
fOlding, but it will come through the
opening. Once yo u have the fuel cell
out of the cavity. you wi ll need to
remove the supply line nipple and
strainer. Try to avoid sharp folds , especially in cold weather.
I purChased one of my fuel cells
from AIC Fuel Cells Worldwide in
Memphi s, Tenn .. and I purchased the
second fue l cell from Floats & Fuel
Cells, also in Memphis. Both of these
vendo rs have advertised in the ASS
Maga:ille and both make a good fuel
cell. I would recommend e ither one
of them. Both were ve ry courteous
and the turnaro und time from both
tains is a large roll of wide tape for
cove ring the ri vet heads to preve nt
them from rubbing a hole in the tank.
A lso included should be a bag of
snaps, hose clamps, and the gaskets for
the fuel senders and large openings.
was great.
When you orde r the new fuel cel l.
make sure the installation kit is included. If it is not included. make
sure yo u order this kit. What it con-
cover removed.
Fuel cell installation
Notice that the fuel ce ll actually
fit s within a metal cav ity within the
wing. Take a vac uum cleaner and
clean out this cavity of any debris or
dust. If there are any fuel stains from
a fuel leak, use lacquer thinner to
clean up the fuel stains. Write down
the torque values stamped on the fuel
cell for the large and the small holes.
Remove the small access cover
under th e wing near the gear. You
will have to lower the fro nt of the
cover and then slide toward the leading edge of the wi ng and down. The
cover supports an inner cover that
cove rs the gear trunion bolt head. If
yo u fee l inside the metal cav ity you
wou ld think thi s cover is ri ve ted in,
but it isn'1.
Now remove the large roll of tape
from the installation kit and start cove ring a ll the ri ve t head s and any
sha rp edges. CAUTIO : Do not
cover the holes for the snaps in the top
of the metal cavity. Make sure you put
tape around the edges of the openings
fo r the nipples for the suppl y line.
the return line, and the vent line.
Hint No.1
ow for the first of the Ho ney
Page 4550
helpful hints. Place a hose clamp over
the fuel suppl y line coupling. Install
the fuel suppl y line fi lling and fuel
strainer and tighten the coupling. The
of the
solde
r that runs the fuill eneth
.
0
strame r should be al the top of the
strainer. The coupling is in such a
small space a nd it is very hard to
ali gn the coupling and filling once
the filling is in the fuel cell nipple.
ThIS way, they are easy to connect.
Ag ain , m ake sure yo u use two
wrenches to tighte n the fill ings.
. The straine r will be pro trud ing
mto the me tal cav it y in the win g.
Now you are read y to place the fu el
cell into the wing. Lay the fuel ce ll
on top of the wing. right side up. wi th
the small e nd at the tip of the wi ng
and the large end at the outboard access ope ning. Confirm that the plasti C tubing that yo u in stalled whe n
removi ng the fuel cell is still in posi lion around the edges of the access
opening to protect the new fuel ce ll
from be ing cut. Install the large end
o f the fue l cell thro ugh the access
opening and push bac k toward the
wing root. Folding the fuel cell in half
will help in plac ing the new fu el cell
through the access ope ning.
You really need to be in a wa rm
hangar or to be installing the fuel cell
in warm weathe r to gett he wrin kles
out o f the fuel cell once it is installed.
Continue to push the fuel cell through
the access, occasionall y going to the
access opening at the root e nd of the
wing and pulling the fuel cell down
through the cav ity. Do not push the
fuel cell all the way to the end of the
ca v ity. Re me mbe r th a t th e fuel
straine
r .is protruding throu 0oh the
.
opelllng m the e nd of the cav ity.
Now place one hand through the
large opening in the fue l cell at the
large end and run the other ha nd on
the outs ide of the fuel ce ll and ouide
the ni pple over the fu el straine~' a nd
out the ope ning in the metal cav ity.
At the same time, place the q uick
drain nipple down thro ugh the openmg m the bottom of the wing. This is
much easier than trying to install the
fuel straine r and fillin o in that small
. between the wing
" and fuseopenmg
Page 455 1
lage.
The quick drain nipple should protrude down thro ugh the hole in the
bottom of the metal cav ity, down
thro ugh a hole in a loose metal plate,
and fmall y out a hole in the bOllom
of the wing. The re is Velcro tape on
the sides, e nds, a nd top of the new
fuel cell and the metal cav ity. Yo u
ma y ha ve to glue some o f these in
place at thi s time. If there is one on
top yo u may want to wait until yo u
are ready to fill the fue l tank . Now
start snapping the snaps back in place
that ho ld the fuel tank up.
Hint No.2
No tice that yo u cannot reach the
middle snaps. How are yo u going to
snap these in pl ace if yo u can 't reach
the m? Now for the second Ho ney
helplul hmt. ThiS is ve ry important
a nd can save you a lot o f g rie f and
pain . Remember that I had you remove the small access cover in front
of the gear under the wing.
. You can run your arm up through
thIS small opening along the back of
the fuel ce ll and over the top to reac h
the midd le snap s. It takes a little
prac ti ce to get your arm up through
thiS opelling and into position. Once
yo u figure it out, it is easy to get to
the middle snaps and snap the m in
place. The first time I installed a fuel
cell , there we re brui ses all up and
down my arms from trying to reach
the middle snaps. With this technique,
IllS easy to reach the middle snaps even
for someone with short arms.
ow reac h throu g h th e large
ope nlllgs III the fue l ce ll and start
smoo thing out the wrinkl es . The
warme rthe weathe r, the bette r. If yo u
have to mstall the fu el cell in the
winter. you wi ll need a heated hangar. You don't want wrinkl es th at 00
ac ross the width of the fu el cell t h:~t
can trap water. Once all the wrinkles
are smoothed o ut , tape the ope nings
to prevent dirt o r debris from e nte ring the fu e l cell.
Now ti g ht e n th e hose c lamp
around the suppl y line nipple. Place
ahose clamp aro und the quick drain
nipple and then install the qu ick drain
va lve. A little sili con spray smeared
in the quick drain opening and on the
va lve helps with installation. No tice
that there is a loose metal pl ate that
the drain nipple should be sticking
th rough. if the plate is not around the
quick drain nipple, you will need to
raise the nipple and place the nipple
through thi s loose metal pl ate .
Once the hose clamp is installed
it will strike the metal plate when yo~
dralll the fuel cell and prevent you
from damaging the fuel ce ll by pushmg up on the quick drain nipple. This
is especiall y important as the fuel cell
gets o lder. No w go to the o utboard
end of the fuel cell and pu sh the two
nipples out thro ugh the two holes in
the end o f the metal cavity. Smooth
o ut any wrinkles that yo u see from
the outboard access opening. You are
now ready to install the return line
and vent line tu bing.
If you are wo rking alone, here is
a helpful tip. Get a 12-inch long piece
of hardwood fini shing strip and reach
thro ugh the large o pening in the fuel
cell and press against the ni pple that
yo u are tryi ng to install the tubing
into. Now reach through the acces~
hole in the bottom of the wing and
push the tubing into the nipple as far
as it will go. Slide the hose clamp
over the nipple and tighten or release
de pe ndmg o n what type of ho se
clamp is used. Thi s will work for
both the return line and the vent line.
ow yo u are ready to install the
metal plates into the access holes. For
the inboard plate, you wiII need to unsnap one snap at the left side of the
access hole and to ward the leadin e
edge. This should give you enough
room to mstall the plate upside down.
Once in the hole and laying it on top
of the fuel cell , turn it right side up and
rotate the plate into position. Be careful not to allow the sharp edges of the
plate to cut the fuel cell.
install the sender wires thro uoh
the g rommet a nd the n lift th is pl.:le
up II1tO posItIon and install the four
screws that hold the plate in position.
Snap the snap back in pl ace th at was
take n loose. Now go to the outboard
ABS November 1996
The first test is the pour test.... What you are looking for is how much wate~ could be trapped in the
fuel cell if you missed a wrinkle. Any wrinkles will trap water and ~he first time you b~nk the plane,
this water could be picked up by the fuel pump causing the engllle to sputter or quit.
access hole and do basicall y the same
thing for the metal plate that fits in this
hole. Take some tape and place under
the plate on all four sides to help protect the fuel cell from sharp edges.
Installing fuel senders
At thi s point yo u are ready to in stall the fuel senders. Take one of the
small cork gaskets and position on
the opening of the fuel cell. Notice
that the holes in the gasket do not
line up for all positions and you wi ll
have to rotate the gasket until the
holes line up. It is a good idea to
mark the edge of the gasket so you
know where to line it up with the holes.
This cork gasket will go between the
fuel cell and the metal plate.
There is a felt pad that goes
around the edge of the metal opening. Make sure this gasket is in position and then place the float of the
sender thro ugh the opening of the
metal plate, then through the gasket.
and finally into the fuel cell.
Pull the fuel cell and gasket up to
the metal plate and loosely install the
five screws for the fuel sender. Start
tightening the screws while wo rking
the fu el cell to center the sende r in
the hole. Tighte n the screws, all the
time staggerin g the ti ghtening se-
que nce. Tighten the screws to the
torque value printed on the fue l ce ll
and safety wire the screws. Place the
rubber boot ovcr the lug on th e
sender wires and attach the sender
wires as per the sketch yo u made
before removing the fuel ce ll. Install
the other sender in the same manner.
Position one of the large cork gaskets at the large inboard hole in the
fuel cell and lay the metal plate on
the opening. There is aU-s haped
bracket that must be installed at thi s
time on top of the metal plate and it
must be installed in the same position as when it was removed.
In stall the me tal plate and support
ASS November 1996
bracket. Then to rque the bolts by
staggering the tightening seq uence
from side to side. Tighten the bolts
to the torque va lue supplied by the
fu el cell vendor and the n safety wire
the bolts . At th e o utboa rd access
hole, install the fuel nozzle using one
of the large cork gaskets and safety
wire the bo lts. The fuel level indicator plate goes at the rea r.
Testing
You are now ready to do the first
test. I call thi s the pour test. Take a
small quamity o f fuel; a quart will
do fi ne. Weigh the containe r with the
fuel. Open the quick drain for the fuel
ce ll and slowly pour the fuel into the
fuel cell until you see fuel coming
o ut of the drain. It sho uldn 't take
very much. What you are looking for
is how much water could be trapped
in the fuel cell if you missed a wrinkle.
Any wrinkles left in the fuel cell
wil l trap water and the first time yo u
bank the plane, this water could be
picked up by the fuel pump causing
the e ngine to spu tter or quit. Now
weigh the container wit h the fue l
aga in and see how many ounces of
fuel are missi ng. This will g ive you
a rough idea of how many ounces of
water could be in you r tank .
Now let 's perform the fue l quantit y test. Drain an y fuel that may be
in the fuel cell. You want a weIlcharged battery for thi s test. Reconnect the battery and the n start filling
the fuel cell. For every five gallons
added to the fuel ce ll , read the fuel
gauge and record the reading versus
the gallons. Fill the fuel ce ll and note
the gallons that it took to fill the ce ll.
Look for fuel leaks. Look at the
fue l sende rs, at the large me tal cover
plate, ar the fuel nozzle. at the fuel
suppl y line coupling, under the wi ng.
the fuel quick drain. and the o utboard
nipples. If there are no leaks, turn the
fuel selector from off to the fuel tank
that you in stalled. Open the qui ck
drain in the bottom of the fuel selector va lve and drain about a gallon of
fuel. Thi s will flu sh the suppl y line .
ow make sure the mixture control
is in the full o ut or cutoff posit ion.
Run the aux fuel pump for a few
minutes, which will circ ulate fuel
through the fuel tank. Check for fuel
leaks again and use your nose. Sometimes you can sme ll a fuel leak before yo u can see it. Now tum the fuel
selector valve to off and drain the
qui ck drain in the bOl\om of the selector valve . Remove th e fuel
strainer and clean. Reinstall the fuel
strainer and safety wire the screws.
Turn the fue l selector from off to the
new fuel cell. Again run the aux fuel
pump for about a minute to remove
an y air bubbles.
Under the wing. install the access
cover at the suppl y line coupling and
th e acce ss cover at the outboard
nipples. At the access ho le near the
gear yo u wi II need to add tape around
the edges on top but do not fold down
over the edges. You wa nt this tape to
lay o n top of the access cover when
it is installed. Then place tape over
rivet heads on the uppe r portio n of
th e access cover that cove rs th e gear
truni on bo lt head.
Install the access cover by install ing the rea r of the cover first, and
the n pushing rearward so the cover
goes over the gear trunion bolt head .
Install the screws for the access cover
and tighten. Install the two covers over
the access holes in the top of the wing.
This completes the installation of
the fuel cell. Flight test the aircraft
and then come back and check for
fu el leaks aga in . If there are no fuel
leaks. enter appropri ate entry into
logbook, along wi th manufacturer of
fu el cell , supplie r, and any information off the fuel cell such as type, part
number, etc.
--.@-
Page 4552
CaIen dar
Phone:
316~945~6913 _
American Bonanza Society Headquarters
1922 Midfield Ild J P.D. lIux 12888/Wichita, KS 67277
Fax: 316-945-6990 _ \Veb Site: htlp:I/\\-\'r\\.bonanl.a.com
NOVEMBER
19·21 - NBAA Annual Conyention. Orlando, Fla. Phone
202-783-9000.
9-11 - BPPP, Inc. (Recurrent). Winston-Salem, N.C. Co ntact ABS
1997
JANUARY
16-19 - Southeastern Bonanza Society (SEBS) Weekend
Fly-in to River Ranch Resort (2 RR), Lake Wales, Fla.
Contact Mitch Waldron at 334-983-5706
(SAV), Savannah, Ga. Contact Bill Brown at 770-631-0946
31-2/02 - BPPP, Inc. (Initi al). Orlando, Fla. Con tact ABS
Hdq.
FEBRUARY
7-9 - BPPP, Inc. (Recurrent). Orlando, Fla. Contact ABS
Hdq.
Hdq.
15- 18 - SEBS Weekend Fl y- in to Savannah International Airport
16-18 - BPPP, Inc. (Recurrent). Milwaukee, Vvis. Contact ABS
Hdq.
JUNE
20-23 - ABS Service Clinic. Spokane, Wash. Contact ABS Hdq.
27-30 - ABS Service Clinic. West Paducah, Ky. Contact ABS
Hdq.
JULY
11-14 - ABS Service Clinic. Houghten Lake, Mich. Contact ASS
28-3/ 02 - BPPP, Inc. (Initial). Phoenix, Ariz. Contact ABS
Hdq.
Hdq.
28-3/02 - ABS Service Clinic. Fernadiana Beach, Fla.
Contact ABS Hdq.
Hdq.
MARCH
6-9 - SEBS Weekend Fly-in to McKinnon Field (551),
Brunswick, Ga. Contact Harold Bost at 770-719-0638.
11-14 - ABS Service Clinic. Riverside, Calif. Contact ABS
Hdq.
21-23 - BPPP, Inc. (Recurrent). Austin, Texas. Contact
ABS Hdq.
29-8/01 - SEBS weekend fly-in to Asheville Regional Airport
(AVl), Asheville, N.C. Contact John Sell",er at 770-487-8386.
AUGUST
22-25 - ABS Service Clinic. Leesburg, Va. Contact ABS Hdq .
SEPTEMBER
5-7 - 8PPP, Inc. St. Louis, Mo. (In itial). Contact ABS Hdq.
5-8 - A8S Service Clinic. Sioux City, Iowa. Contact ABS Hdq.
12-15 - ASS Service Clinic. Wichita Falls, Texas. Contact ABS
APRIL
11-1 3 - BPPP, Inc. (Recurrent). Fresno, Calif. Contact
ABS Hdq.
Hdq.
26-28 - 8PPP, Inc. Nashua, N.H. (Recurrent). Contact ABS Hdq.
25-27 - BPPP, Inc. (Initial). Columbus, Ohio. Contact
ABS Hdq .
MAY
2-5 - ABS Service Clinic. Minden, Nev. Contact ASS
Hdq.
DATE
18-21 - ABS Service Clinic. Manchester, N.H. Contact ABS
LOCATION
OCTOBER
3-6 - ABS Service Clinic. Rock Hill, S.c. Contact ABS Hdq.
8-12 - ABS Convention. Wichita,. Kan. Contact ABS Hdq.
FBO
Feb. 28-Mar. 3 Fernandina Beach, Fla. Island Aviation
DATE
Apr. 11-14
Rivers ide, Calif.
Riverside Air Serv ice
Jan. 31-Feb. 2
Orlando, Fla.
Initial
May 2-5
Minden, Nev.
Rebuilt Airc ra ft, Inc.
Feb. 7-9
Orlando, Fla.
Recurrent
Jun. 20-23
Spokane, Wash.
Spokane Airways
Feb. 28-Mar. 2
Phoenix, Ariz.
Initial
Jun. 27-30
West Paducah, Ky.
Midwest Aviatio n
Mar. 21-23
Austin , Texas
Recmrenl
Jul. 11-14
Houghton Lake, Mich.
Blodgett Aviation
Apr. 11-13
Fresno, Calif.
Recurrent
Jul. 18-21
Manchester, N.H.
Stead Aviation
Apr. 25-27
Columbus, Ohio
Initial
Leesbu rg, Va.
Ameri can Beechcraft
May 9-11
Winston-Salem, N.C.
Recurrent
Sept. 5-8
Sioux City, Iowa
Jetson Av ia tion
May 16-18
M il wau kee, VVisc.
Recurrent
Sept. 12-15
Wichita Falls, Texas
Best Aviation
Sept. 5-7
Saint Louis . Mo.
Initial
Oct. 3-6
Rock Hill , S.c.
Caro-Wings Fli ght
Sept. 26-28
Nashua, N. H.
Recurrent
Oct. 24-26
Fresno, Calif.
Initial
Nov. 7-9
Winston-Salem,
Aug. 22-25
Service
Oct. 17-20
Page 455 3
Mena, Ark.
Ultimate Engines
.c.
Initial
ABS November 1996
JET-LIKE
SMOOTHNESS
& DEPENDABILITY
for Continental
470/520/550
THE
ULTIMATE
ENGINE
is in a class of its own.
In fact, you could call it perfect as
it is built detailed step by detailed step,
slowly and carefully, to the highest degree
of excellence possible. Let's repeat that
-- to the highest degree of excellence possible.
Everything atop quality engine shop does on its top·of-the-line rebuilt engine is done on an Ul.TIMATE engine, including
balancing all rotating mass to within one gram, porting, polishing, and etc. ".But wherethey stop and button up the engine for
delivery, the Ul.TIMATE eng ine technicians are only HALF WAY Ihrough! And it is the second half of the engine rebuilding
journey that puts the Ul.TIMATE engine in a class all by itself.
• State of the art stainless steel alloy roller rocker
arms are standard with ULTIMATE engines. This STC'd rocker
arm eliminates heavy side loads by producing straight up and
down action of the valves within their guides. Some benefits
are dramatic reduction of friction and wear, increased power
and safety, smooth idle and elimination of wear particles.
• In virtually all engines, the crankshaft is not
perfeclly centered, and in fact is off center by as much as 20
thousandths of an inch. The ULTIMATE's crankshaft is
precisely centered. The gain in power and smoothness is well
worth this exacting and time-consuming process.
• All valve guide clearances are brought to minimums
and are EXACTLY the same. (Other engine shop "top line"
engines are only brought to minimums of +/-1.)
ULTIMATE
ENGINES by Capehart, Ind., Inc.
Post Office Box 809, Mena, Arkansas 71953
• All cam shaft lobes are EXACTLY the same, which
is critical to the precise moment each valve should open or
shut. That ultimate precision results in pertect valve liming,
higher cylinder pressure and greater engine efficiency.
• Not only are valve springs precisely calculated and
matched, but valve seats are ground concentric within 2/1Oths
of 1,000ths of an inch. Most engine shops are lucky if they get
to within 4,000lhs, assuming they even check it.
• Deburring of crankcase, both inside and out. That's
right inside and outside. This not only relieves 60% of all
stress areas, but it results in much cleaner oil and smoother oil
ffow back into the oil sump.
As Terry Capehart, President 01 UL TINIATE ENGINES, says, "I wish
we could list al/ the unique steps we take, but it would take several
pages to do so. I can say this is the ONL Yengine available that
is truly blueprinted and. in fact. we create a set 01
dimensional blueprint records that goes wl1h
(501} 394·5422
each engine as part of the logs."
Fax (501) 394-4048