aIcoo Jmuraave Is GIle 01 the Wgest independently owned
insurance specialists in the country. Our professional staff
has decades of experience in aviation Insurance, and we
are uniquely qualified to provide ABS members a little
"plane talk" about their individual insurance requirements.
The ABS Program is one of the most comprehensive
insurance programs available in the industry today and
features expanded coverages, access to a variety of
underwriters and competitive rates. The professional
Falcon staff is dedicated to serving ASS members with an
in surance program that is setting th e standard for th e
industry. Call today for sam e day quotes and coverage.
Falcon Insurance Agency is the Insurance Program Manager for the
ABS INSURANCE PROGRAM
1-800-2S9-4ABS (4227)
www.falconinsu ran ce.com
Fax: 830- 792-11 44
P.O. !lox 291388 • Kerrville, Tex as 78029
Volume 05
Publrshed by Amencan Bonanza Society. Organized January 1967
MARCH
8913
ON THE COVER
8897 BEECHCRAFT
OF THE MONTH
FLYING VICTOR
AIRWAYS WITH YOUR
IFR GPS
By Randy Bailey
Steven Oxman 's 1959 K35.
Photo by Mike Collins (AOPA)
8917 HELICOPTERS .. ,
AND HOW THEY WORK
By Joltn Miller
FEATURES
8899
8920 CAYMAN CARAVAN
EXPERIENCE
INSTALLING THE LONG
THIRD WINDOW KIT
By Jack Hastings, M.D.
By George Wilhelmsen
8923
8903 SHOPS & MECHANICS
RECOMMENDATIONS
MEMBER O PINIO N:
CARRY-THROUGH
CRACKING
By Art Brock
By Fretl HerVler
8907 AVOCADO GREEN
& GOLD!
8929
8896 PRESIDENT'S COMMENTS
8909
by Craig Bailey
8904 WHAT'S WRONG
8805
8900
TECH TI PSfTECH NOTES
b\' Neil Poban-
lind Ark)' Foulk
by Adrian Eichho rn
8913A
AD SECTION
AEROMEDICAL NEWS
8914
CURRENTS
by Cha rles DaddsOIl. M.D.
b), LeI\' Gage
8916
8921
BPPP SCHEDULE
INSURANCE
by John Allell
Falcon Insurallce
8922
Nancy Johnson. ABS Executi ve Director
EDITOR: Bell} Rowley
AIRCRAFT TECHNICAL EDITOR : Thomas P. Tumer
ART DJRECfOR: Jim Simpson
EDITORIAL C O~S U LTA!\'T: Palrie Rowley
8928
8830
REGIONAL NEWS
GROUND CONTROL
I), Nallcy Jollll.\'t}//
ABS MAGAlI "<E (155:-' 1538.99(0) IS pubh-htd I1'lOIIlblyb) the Ament"aJI BoIwua
SoclCt} al Ih.' ....'ichiUl Mld-ConUIIC1U Alrpon. 1922 Midfield R~. \Vjclma. KS
67209, The Pl'ICt Qf 3 )cul) ~uh!oCl'l ption is inc lPded In the an"ual doC! (SSO) of
Soc,ety ~mbm. Pcrioclicais ~f paid .. \\"odtiu. K_
IlI\IJ u IOJition;al
ma,hnlorrlO."n..
P.O. Box 12888, Wichita, KS 67277
COP}' and photognaphs submilloo for publir1llioo h«oITk' 1M Prope rll \If the Sod,'ly
.1Id shalJ nol lx l't'Iul'Tltd. AnH:16 wbnulltd \11th 1'H:\urt'S =e"c publication pre fen:nce.
AVIONICS
by Jim Hughes
8889 CALENDAR
Send articies/letters to:
ASS Magazine Publication Office
Tel: 31b-945-1700 Fax: 31b-945-171 0
E-mail: bona nzal @bonanzo.org
Website: http://www.bonanza.org
8925
FORUM
SERVICE CUNICS
EDITOR ~ IN·C I-IIEF :
BBM EXPERIENCE
By Harold Bast
By Jeff Finnigan
'IlQ pan of thl~ puhlinuon may be rernntC'd or duplICAted .. ,thoul the "linen
Display, Adverti sing
Director
John Shoemaker
2779 Aero Pork Drive,
P.O Box 968. Troverse City.
M149684
1-800-773-7798, ext. 3317
Fax: 231·946-9588
~~ 01 the
Editor In Chitf
The SocYI) and Pub/Mer cannot accfpt ~billl) for the corm"tIIt'<, or ~
of the mall;m; printed hc~1n or for An) OJ"morh uprt"''ied. OpinIOn' of the Editor or
rootribulor< do not ~<ml) ~I the p!»11IOD of the Soocty. AnK'1t<. or odoer
malcnals b) and Ibout orpniI,ar,OIIHIIlv:r than ABS arr pruIItd in the ABS ""I~cr.."'ni
aroune;y and m~ntbersmi«'_ E\ttpt as uJIfl"-'I) >lOlled iOOr appc'~ In tIu! mag.
azine Ill,.." not COO$!!lUIe an I."1IdlncIl1('"I by ABS of the product •. smlttS or r'otnlS of
.'D:h orpDllllion. Publi,ber re:\CJ"\('!i the nstu lo ~j«l any matcnal 'llbtnintd fOl' pub-
""AN"~ UAI.. DUES. US- S30. Canadl &. Mmro-SSO (US). FtnI,n--s88
I...if~ membmtup-SI.QOO Cmlact ASS He~ fOI' iktail~.
(l:S).
POSTMASTER. Send addfM t'hanJ('!i 10 ABS MAG.o\lI.\ f. P.O. Bo.~ 128S8.
\\rlCh, Ia. KS 6nJ7.!888, C) Cop) ng/u 2005.
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P.O. BOX 12888, WICHITA, KS 67277
TEl: 316·945·1 700 FAX 316·945·1710
E·MAIL: ABSmail@bananzo.org
OFFICE HOURS : M·F 8:30 am • 5 pm (CST)
.
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ABS exists to promote aviation safety and flying enjoyment through education and
information·sharing among owners and operators of Bonanzas, Barons ond Travel Airs
throughout the world.
ABS MEMBERSHIP SERVICES
HELP MAKE THIS YOUR MAGAZINE.
2005 EDITORIAL
CALENDAR
Consider what experiences yau have hod
that you could shore with your fellow
members.Then get busy with your pencil.
typewriter or computer. Send your contri·
bution by moil. fox or e·mail.
MAY TOPICS
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Term expires
• second and final term
PRESIDENT
CRAIG R. BAILEY (Area 4~
• 2007
2518 Colony Ave., linden ursl, ll60046
phone: 847-64~866, fax: 847-646-7768
BJ. McClanahan. MD
1967-1971
Fronk G. Ross
1971-1973
Russell W. Rink
1973-1975
Hypolite T.landry, Jr" MD
1975-1976
e-mail: cbailey@kraft.com
Calvin B. Early. MD, PhD
1976-1977
VICE PRESIDENT
JON LUY (Area 7)
2005
205 Amador Rood, Sutter Creek, CA 95685
phone: 209·267-0167, fax: 209-267-0247
Copl.Jesse F.Adams, USN(R) 1977-1978
HIGH-ALTITUDE HOTROD:
Baron 56TC
DEADLINE APRIL 1
MQtilll
IQlli&
Alden C Barrios
1979-1980
Fred A. Driscoll, Jr.
1980-1981
JUN Flying the 'clossic' look:
original-configuration V·tails
Hi9h density altifude and mountain
flying tips
Deadline May 1
E.M. Anderson, Jr.
1981-1983
JUl
Donald l. Monday
1983-1984
e-mail: charles_davidson@charter.net
Harry G. Hadler
1984-1985
TREASURER
JAMES E . SOK~Area
' 2007
9 Spruce Dr"
Box 1 95, lakeville, CT 06039
phone: 610-530-1759
John E. Pixton
1985-1986
Chanes R. Gibbs
1986-1987
Joseph McClain, III
1987-1988
Lee Lorson
1988-1989
William H. Bush
1989-1990
e-mail: jdebonair@hotmail.com
SECRETARY
CHARLES S. DAVIDSON, M,D, (Area 3) 2006
1605 Wood Duck Ln " Kill Devil Hills, NC 27948
phone: 252441·5698, fax: 252441·5853
la
e-mail: jsok@ptd.net
at
ASST. TREASURER
ARTHUR W, BROCK (Area
2006
2831 Cott Rd .. Rancho Palos erdes, CA 90275
phone: 310-548-8507, fax: 310-548-3767
e-mail: brockort@aol.com
GEORGE GIRTON (Area 2)
3701 MUlVihill Rd.
Valparaiso, IN 46383
phone: 219-464·9956
2007
Do~d
P.Barton
1978-1979
Ray l. leadabrand
1990-1991
James C. Cossell, III
1991-1992
Warren E. Hoffner
1992-1993
John H. Kilbourne
1993-1994
e-mail: george@colldmi.com
Borrie Hiern, MD
1994--1996
JACK THREADGILL (Area 5)
' 2005
1602 Brook Hollow Drive, 8ryan,TX 77802
phone: 979-779·7155, fax: 979·77''>-7432
Ron Vickrey
1996-1997
Willis Hawkins
1997-1998
William C. Carter
1998·1999
Tilden D. Richards
1999·2000
phone: 303-670-2244, fax: 303-670-3385
Jon Roadfeldt
2000·2001
e-mail: billstovoli@evcohs.com
Harold Bast
2001·2002
JOHN D. HASTINGS, M.D. (AI-Larpelt ' 2005
1432 S. Newport Ave.Tulsa, OK 7 1 0-5601
phone: 918-747-7517, fax: 918-742-7947
JackThreadgill
2002·2003
Jack Hastings,MD
2003·2004
e-mail: threadgl@tcQ ,net
BILL STOVALL (Area 6)
2006
32675 Woodside Dr.• Evergreen. CO 80439
e-mail: hostings20@msn.com
2005 Convention: Together Again
Glass cockpit tronsition training
Deadline June 1
AUG E-series engines: tips for flying and
maintaining a classic
Oxygen aptions
Deadline July 1
SEP
Hord·working Beechcroft: Bonanzas
and Barans in commercial and
military service
Next~eneration Beech mechanics
Dead ine August 1
OCT Most common Tech Tips questions
Auxil iary fuel systems
Deadline September 1
NOV Downtime projects: what members
do with their airplanes when the
weather's bod
Gone in a flash : the Beech 3SP
lighlning
Deadline October 1
DEC Stole of Ihe Indusfry
Healer basics
Deadline November 1
", ~,' P"R'ESID E N l' S~'
COM 'M E N T S
~BY-CRAIG. BAILEYith my term nearly half completed and having just
retumed from the first ABS
Board meeting for 2005, this momh's
column is a good place to repon on
progress so far, Let's cl imb to altitude
for you turbonormalized and turbocharged folks and take a high-altitude
picture of ABS,
OveraLL the Society is doing well.
We are in sound financial shape and have
a growing membership, ABS is respected in the aviation community and we
enjoy good collaborative relationships
with aviation emities such as AOPA,
EAA, FAA. Raytheon and other ,
The skies, however. are nO! entirely
clear. Storm clouds representing the
spar-web issue continue to be presem on
the nOHoo-distant horizon, More on
that in a moment
As we descend for a closer look,
there are several ABS comminees I
would like to memion, [n total there
are 14 comminees, each doing a terrific
job, To keep this column to a reasonable
length. I'll focus on just a few and
highlight their act ivities.
Growing the Society
First is the Membership Comminee,
Chaimlan Jon Luy. along with Charles
Davidson, George Gil10n and staff liason Paula Tomlinson did an outstanding
job in 2004 to increase membership,
They're also on a record-sening pace
for 2005, adding 99 new members in
January alone, All categories-dome 'tic, foreign and life-showed annual
increases.
Hea lthy growth is extremely
imponant to our financial strength and
the abi lity to represem you and provide
the services you have come to expecl.
The theme for the 2005 membership
drive, starting next month , will be
"Safety in Numbers"
ABS March 2005
Communicating with you
Next up is the Media CommiHee,
chaired by Bill Stovall who works with
Art Brock and staff liaison Nancy
Johnson, Tom Turner and Neil Pobanz
provide technical input , with Betty
Rowley and Jim Simpson handling
design and additional editing expenise,
Bringing you our high-quality ABS
Maga:ille is truly a team effon,
This comminee also has responsibility for our website and our broadcast
e-mailing, which hac; become a very
important means of communicalng with
you, It's an increasingly valuable tool
for time-sensitive messages, so it's little
wonder that we constantly urge you to
make your email address available to
ABS,
Currently we have 7,832 working
e-add resses, represem ing nearly 75
percent of our membership, We will
continue to lise broadcast messaging
judiciously for updates on critical information like the spar-web issue, and
useful scheduling notes for Service
Clinics. BPPP events and the like,
So, I wouldn't be doing my job if
[ didn't remind you to give uS your
e-mail address and add ABS to your list
of approved addresses for receiving
messages <absmail@bonanza.org>.
Technical issues abound
I'll close out this month's overview
with the Technical Comminee. which I
chair and work with Jon Luy, An Brock
and staff liaisons Tom Turner and Neil
Pobanz. While this group is responsible
for a wide range of activities, my focus
here will be all two projects.
First is a new service just inaugurated on our website-member reviews of
shops and mechanics, We staned talking
abo ut this two years ago at the first Sam
James Technical Summit, and I' m
delighted that it's now come to fruition,
www,bonanza ,org
Director
Art Brock has
championed
this project and
put in tremen-
dous investigative and creative effon to
bring it to us, Read all about it on page
8903, then visit the ABS website and
star! contributing to what I believe will
be a great service.
Finally, I return to those dark
clouds I mentioned earlier-the sparweb cracking issue. You can find a lot of
information about this on our website
and in several recent issues of the ABS
Maga zine, In thi s issue. member Fred
Herzner presents a must-read perspective on page 8923,
ABS has invited the FAA and
others to Wichita to discuss this issue,
although no meeting date is set at this
time. Meanwhile, a second spar-web
survey is underway, since it is critical to
gather a statistically relevant sampling
of actual field data,
If you haven ' t yet responded,
please do so as soon as possible, The
survey can be found on the ABS website
<www.bonanza.org>, in the February
ABS Magazille or call the office for a
faxed or mailed copy (3 16-945- 1700),
If ever your panicipation was truly
needed, this is it.
In addition to the field data, ABS is
st ill considering the possibility of
computer modeling, Known as finite
element analysis. this type of testing
will help us identify and understand the
causes of cracking and the implications
of installing the current repair kit.
For this momh. my night has come
to an end and I am on shan final. Don't
worry-I still have plenty of fuel. and
will see you next momh!
Keep your wings level.
-Craig
Page 8896
Steven Oxman
Riva. Maryland
1959 K35
he Oxman family (wife Judi, sons
Philip, Warren and Charlie, and me)
purchased N1271!. a 1959 K model
Bonanza, about nine years ago. It was
our first, and we thought we had found
the perfect airplane. We had a prepurchase inspection performed. but later discovered a lot of work was needed.
We bought NI2711 to be my company transport and a weekend family
and client carrier. This was to be a working plane, wi th minimal downtime.
Since I do not possess an A&P certificate, 1 planned to pay a good shop to
take care of the plane.
After bad experiences with several
shops-finding along the way how
much work the plane really needed.
learning that anyone can do a lot of
maintenance and perfective work with
training and under proper supervision.
and developing a great working rela-
T
tionship with a small and excellent
shop--I became personally involved in
the mainlenance and restoration of my
plane.
At first my A&P (Larry Donaldson
of Chesapeake Aviation) kept the plane
operational and 1 helped when askedparticularly if he was busy and I needed
something fixed quickly, or if I wanted
to do something to the plane that he did
not wish to do himself, like replacing all
the exterior screws with new, stainless
ones.
As time went on Larry asked me to
do more of the work. I started to enjoy
worki ng on the plane and learning more
about its systems.
About this time, I began reading
about restoration projects and seeing
some beautiful Bonanzas at ABS conventions. (My first was in Norfolk.
Virginia.) My focus started to wander
to restoration . I had restored Corvettes
earlier in life, so I understood that
restoring N 1271 1 might become a
larger project than 1 thought. Is that ever
an understatement!
N 127 11 is an important part of my
life. I get to a lot of client locations in
my Bonanza, and take clients and potential clients for rides. And 1 take my
famil y with me on business and pleasure
trips. I have joined several Bonanza-oriented groups, and use the plane to get to
association and group meetings.
1271 1 has now seen a lot of
restoration work . She has been shown at
Sun 'n Fun and Oshkosh and received a
few awards along the way. Although
this is a 1959 plane with a 1959 panel, I
have installed a lot of gear to assist me
and make flying this great bird even easier and safer.
The Beechcraft commun ity has
become an important part of my life, I
have met and befriended a lot of people
and see many orth East Bonanza
Group members almost every month. I
try to volunteer and assist others.
If there is anything I can do for any
member, particul arly in the area of
restoring these great old birds, please
fee l free to contact me. Safe flying'
PHOTOS: In-flight photos. as well as the panel
shot, were token by AOPA photographer Mike
Collins. Helping me tly formation with the photo
ship was fellow ABS member. airline pilot and
AOPA writer Pete Bedell. Pete and Mike are great
guys and we hod a wondertul time that day.
AOPA pcid for the shot as a port of on article
and graciously gave us permiSSion to use these
photos. The family photo was token by H.G.
Frautschy. executive director of the Vintage
Aircraft Association port of EM.
•
N12711 AVIONICS
Shad in altitude
management
Gormin GNS-430
Shadin MicroFlo fuel
Sandel EHSI
computer
King 155 with Glideslope Davtron OAT/Vollmeter
King 76C transponder
Davtron yoke chronometer
5-Tec 60-2 autoEilot wi
JPI loodmeter & voltmeter
yow dampener GPSS
P2 gear olert
PS EnJ, 7000
GEM 610 engine analyzer
audio mtercom
Aircraft Gizmos Quick Alert Horizon electric tachometer
Flap firsVgeor alert
Ryan 9000 TCAD
B&C bock-up allernator
Goodrich WX-5OO
stormscope
Some personal
flying background
I started nying at age 14 and soloed
on my 16th birthday at Norwood,
Massachusetts, then received my private certificate at 17, I new forthe Civil
Air Patrol (CAP) and flew many CAP
rescue missions, including a successful
find and assist of a fami ly who had
crashed in a snow stonn near Wachusett
Mountain.
After college I went into the US Air
Force and earned my commercial
certificate through the GI Bill. The Air
Force sent me to Germany wi th a
N12711 MODS
BDS STC TCM 10-520
wi boffles and olternate
engine air
BDS tip tanks with ponel
gouges
BDS gop seals
BDS oiVair seporatar
BDS (Smith) tail cane
BDS air exhaust port
BDS Airskeg
Hartzell Top Prop
GAMI tuel injectors
Safe Heat pad heater
ARS stainless steel
banery box
Whelan 3t.0int
strobe sys em
Zeftronics voltage
regulator
Beech flop stops kit
BeechITowery external
power unit
Electric aileron trim
Four new FFC fuel cells
New Dodson inner main
gear doors
EnBineered Solutions
10 -waft landing lights
special operation group. We had an
interesting collection of aircraft- from
large, old turboprops to smaller jets and
helicopters. There I flew gliders at the
German gliderport on the Wasserku ppe.
After the Air Force, Judi and I moved to
Rhode Island where I worked as a
computer systems architect and designer for attack submarines and later for
the Trident (SSBN) ballistic missile
submarine,
Meanwhile I secured my instrument and multi-engine ratings. I also
took up hot air ballooning, purchased a
balloon, and got my pri vate and
ARS locking tuel caps
Four Eogle fuel drains
BDM/LP Aero new windshield and windows
Sound Ex insulation
system
Concorde RG banery
Airtex leather interior
33Td shoulder
harnesses
Combo MP/FF gouge
Starter-engaged light
Pertarmance Aero stainless steel screw kit
commercial ratings, After Rhode Island
we moved to the Netherlands, where I
was attached to the American Embassy,
I new my balloon all over Europe
including over the Alps (up to 26,000
feet),
After the Netherlands, we moved to
the Annapolis, Maryland, area where
we purchased our K35 and later
9171 L a 1953 Bell 47G helicopter for
which I now have my private certificate,
We've recently purchased an H18 Twin
Beech. It is my dream to own other
Beechcraft like the Staggerwing and the
Twin Bonanza.
--@-
Debonair
F
or those aircraft model purists who cringe at the
thought of a vi ntage airplane being changed in any
way, be warned: Stop reading now: move on to
next article. However, if you own an older
Bonanza or Debonair and find yourself pini ng for the long
third window-and want a first-hand account of what it took
to install the kit. including the cost-this is the story you' ve
been wailing for.
I have added numerous mods to the plane over the years,
some as subtle as adding an extended tail cone. and others as
exotic as a new D'Shannon speedsloped windshield and side
glass, tip tanks and a 300-hp engine conversion.
Now. with all of those mods behind me, one interesting
fact stands out: None of those others come close to the complexity or the challenge of the long third window installation.
Page 8899
The great search
From the first day I owned the Debonair, I had set my
sights on picking up a long third window kit. On occasion, one
would tum up in Trade-A- Plalle, and I'd quickly pick up the
phone and call the advertiser, only to find that it had been
snapped up some days or hours earlier by another eager owner.
There were dozens of calls to D'Shannon, who seemed to have
a kit for evelY plane but the one I owned. A few months turned
into a few years. with no kit in sight. It took more than 10 years
of Debonair ownership for me to see my dream come true.
I contacted Beech for a price and availability. The price
was preny steep, in the $7,OOO-plus range, and the availability
was even stranger: There was an 18-momh lead time, since
nobody had one in stock.
I checked with conversion finns that were taking the long
www.bonanza .org
ABS March 2005
third window sections out of wrecks and installing them in
Bonanzas and Debonairs under a field approval on an FAA
Form 337. and I actually took a hard look at going in that
direction.
I even tried to call one or two Beech owners who advertised they had a plane with an un installed kit for sale, trying to
pry it from their grasp-all to no avail.
The window kit remained elusive, until one day I stumbled on to a Beech kit advenised on eBay that was still in its
original sh ipping container. It looked good and the price.
though substantial. seemed right: 51,650 for the kit, plus S75
for shipping by UPS. Some words in the eBay description
where the owner indicated he had not done a piece-by-piece
inventory worried me, but the kit "looked like it was complete." J was not concerned enough to back off the deal.
The first snag
The kit arrived in a long wooden box that barely fit into
my garage. I opened it, removed dozens of pages of Trade-APlane and newspapers that dated back to 1978, and began an
inventory.
This kit came with drawings and parts lists for both the
Bonanza/Debonair conversion as well as the Travel Air. I
selected the Debonair drawings and pans list, got out my highlighter, and starred soning through the boxes. As I worked my
way through , I found there were a few missing parts. This
included five specialty parrs such as "Zees" and the two external skins for the windows.
The included windows were in perfect shape, still in their
original shipping paper, but they didn' t match the kit. This was
an older kit that required the teardrop windows, and had perfect. factory-new Royalite frames for them.
These windows were for the slash-back version, and as
nice as they looked, they wouldn't work with the kit. Thi s presented an interesting problem: Should I go with the newer
slash-back look, or go for new windows and use the existing
teardrop look.
The price differential was really astounding. To get different Royalite for the slash-back windows, along with the
skins (available from salvage places), was going to run me an
additional S2,OOO. Or I could go with the existing Royalitc and
get windows and ski ns for around $700. My wife was nervous
about the potential cost expansion, so my choice was clear: I
ended up with teardrop windows that were quickly found.
It was time to start looking for the missing pans. To my
surprise. RAPID had stock on two of them, and was able to
refer me to other pans suppliers that had stock on the remaining parrs. My calls to Beech. Texas Air Pans. Dodson and
Arrell Aircraft Salvage quickly had pans moving across the
country and into my garage.
As each pan was received, I checked it off the list. The
price for the missing pans, less the skins, came to around
$500. Arrell had one of the skins in stock for $132.
ABS March 2005
I finally had everything I needed except for one of the
outer sk ins, so it was time to bite the bullet and get the price
from RAPID. I was surprised when it came back at around
$600. not bad for a piece of aluminum with a chamfer around
it that measured about three feet by three feet. I was given a
delivery date in October for the missing skin and, being an
optimist, I believed they would stay on schedule, so I staned
looking for a shop to tackle the installation.
Shop search
I lirst looked at the big Beech shops in the area, but every
call was greeted with a polite, "No thanks," The fact that I had
the kit, drawings and plans in hand had no impact whatsoever.
They just weren 't interested.
My local FBO took a look at the job. and decided it would
cost 200 hours for staners. and would require the construction
(to the tune of an extra 40 hours) of a special. custom-made
wooden jig to keep the tail aligned properly during the extensive retrofit process. The local shop didn't specialize in Beech
products, and I didn 't want to buy the shop a new building
with this project, so I looked elsewhere.
I called JA Air Center to see if they would be interested. I
spoke with shop manager Bruce Rebechini, who asked for a
copy of the drawings and mate,;als, which I was happy to provide. After looking over the project for a week or so. Rebechini
called and informed me that JA was willing to take on the project. with a reasonable estimate of 75 hours for the installation.
The price was right, and JA had plenty of Beech experi ence. Better yet, they had an S model in the shop for extensive
work, so they would have a local "template' to compare the
changes that were to be made to my plane. My plane would be
put in their "Intensive Care Unit" at the back of the hangar
si nce it would be in for so long. Once it was being disassembled, JA didn 't want to move the plane.
Rebechini indicated that JA could even make the missing
skin. Since RAPID had slipped the delivery date several times
(now set at December with no firm promise). I elected to go
with that option. The total installed price was now at around
$6,000. plus the cost of the interior.
I had made a rough guess on the price of the interior work,
figuring that the headliner would be spliced together using the
same material. Luckily, the same interior shop that originally
did my interior some years ago was the shop JA would be
using for the work.
With permission to spend the money granted by my wife,
I made arrangements with JA to drop off my Debonair early in
the year for the work. Since the kit was so large, I asked a
favor of a friend with a U'l,ck 10 drop it off at JA.
When I delivered the plane, I took a few paning pholOs so
I would remember what the old windows looked like after the
new ones were installed. The truck with the kit arrived. and
after everything was transferred 10 the right place, it was back
to the house to wait.
www.bononzo.org
Page 8900
The project proceeds
We found a number of issues with the kit, which I quickly dispatched over the phone. The first problem came from a
previous window modification. While they were pulling apart
the fuselage, l A's team fo und that a doubler had fallen from
one of the second windows. It had to be fixed, so the window
was removed. the doubler reinstalled and the window reinstalled and resealed. This added to the cost of the modification.
but I don't consider it a direct cost since it was a goof that was
corrected from a previous installation.
The next glitch came when the single new extemal skin
was set for installation. lA's experts tried three different ways.
but every way they tried, the Beech skin kept coming up
around a half-inch too short. As a result, the cost of the mod
grew with lA having to fabricate both extemal major skins for
the kit.
To l A's credit. if anythi ng moved outside of the original
estimate, I received both an e-mail and a phone call telling me
about the problem and the available solutions. l A's communication was flawless, as there wasn't a si ngle item on the fi nal
in voice that hadn't been discussed and understood in advance.
JA was even able to find replacement ' TOO moldings,
which are the extruded pieces of aluminum that the headliner
fits into, that were not part of the kit's parts. The new "T"
mOldings would extend from the front to the back of the plane,
which meant a more seamless installat ion than a splice.
The interior shop and I had a communication breakdown,
Page 8901
but the results turned out well. I didn 't communicate adequately what I thought the work would entail , and as a result,
I got more (and a bigger bill) than I had bargained for. Instead
of splici ng the old and new ski ns together. the shop fabricated
new headliner panels, and used new material for the headliner
strips. It wasn't too much of a difference, but did add to the
price of the mod.
The results
Looking over the plane when it was turned over to me by
JA was truly amazing. The old wi ndows were gone. replaced
with a long, elegant teardrop-shaped window. The kit brochure
claimed it would improve cabi n visibility by 30 percent, and
from the results that I can see when I look backwards, (' d say
Beech was right on the money.
The plane now looks like a much later model, and because
www.bonanza .org
ABS March 2005
of the skill and craftsmanship of the JA
team. it flies straight and true, despite the
extensive changes that had to he made to
the fuselage.
There were some minor changes that
might surprise you if you didn't look hard
at the kit. For example, the coat rod is
removed. [ really liked that coat rod to
hang my suit or coats on during trips.
Next, the grab handle to get on to the step
and wing is relocated slightly down and
away from its previous position. We
aren't talking about anything earthshattering here, but you need to know
what will happen.
Total cost
The price tag for this was. to he
blunt, daunting: around $14,000 for the
installation. including the interior work.
Much of the cost expansion from the
original estimate was driven by the additional skins and fit-up work, which
required dozens of hours to get them
formed and rolled properly. Then there
was the work on the wi ndow structure
that needed to be corrected, which added more time.
However. with that said. the installation really was done
properly, and JA returned all my oId parts. which were subsequently sold on eBay for a couple of hundred dollars. a slight
help to offset the expenses of this mod.
Overall , ['m very satisfi ed with the results and, even
knowing what happened, I wou ld do it again. The lessons
learned are simple: Read the fine print. If I had done that. [
might have been able to negotiate some of the parts prices au!
of the seller. However. once the bid or sale is closed, you get
what you pay for.
I was really lucky to be able to find the pans [ needed in
new condition. The next person might not be so lucky and will
end up goi ng with used stuff, or worse yet. have 10 wait until
Beech can get around to making it.
If you do th is mod, you need to understand that estimates
on kits that aren't a typical installation can he on the low side.
[f you were to go to JA, you would probably get an estimate of
around 146 hours, based on their recen! experience.
A final bit of advice: Make sure you add enough Hcontingency" funds to your plans. [n this case, [ went for 200 percent
of the estimated cost, just to be sure [ would be okay. and
ended up using almost all of it.
ASS member George Wilhelmsen is a Commercial Instrument-rated pilof ond
contributing editor for Avionics News. He is the System Engineering Supervisor at
Exe/on 'SLaSalle County Generating Station.
When you support the advertisers in this magazine
by buying their products and services,
If you would like 10 advertise your company in the ASS MagazlllB,
call Display AdVertising Director John Shoemaker (1-800-773-7798. ext, 3317).
To place a classified ad, use !he onlillB form Of <www.bonanza.org>. click on
Marketplace. Or cali ASS headquarters Of 1·316-945-1700.
ABS March 2005
www.bonanza .org
Page 8902
BY ART BROCK
ABS TECHN ICAL COMMITIEE
-I \
r
;;:'\
-.!!) V
is establishing a new
service on our web-
site-a database of /nailllellallce sen'ice providers. To build this valuable
resource, we are asking members to
input information about the mechanics
and shops they do business with or otherwise have personal knowledge about.
Our purpose is to help you make
decisions and select service providers
with the aid of personal experiences of
your fellow members.
We are starti ng with shops and
mechanics. then will expand to include
vendors in paint, upholstery, engine
overhauls, avionics installation and
much more. Frankly, the only limit to
our coverage should be the number and
variety of reviews you provide about
product and service suppliers.
Canenl practices
When the ABS technical consu ltantS are asked for suggestions about
vendors, they supply names they
believe can help. Of course, it is impossible for them to know every shop in the
country, and no doubt there are many
excellent service providers that they
simply know nothing about.
Page 8903
Inevitably, the consultants' recommendation Iist will include shops that
were difficult or unsatisfactory for this
or that member. When the technical
staff is told about bad service and investigates, they quite frequently hear
another side to the story.
Unfortunately, many owners are
quick to claim that they were ripped off
when in fact they were billed fairly.
That isn't to say that all shops are honest and competent. or that some members haven ' t been taken advantage of.
But in the consultants' experience,
shops tum out to be right far more often
than complaining members.
In some cases there have been
mixed reports on a vendor, both good
and bad. Some of those vendors provide
unique serv ices or hold STCs, so it's
necessary to provide the contact information. And of course, we have to be
sensitive to potential legal liabilities
from passing on defamatory statements
about a vendor.
Gelling slarled
With this background in mind. a
committee was created at the June 2003
Sam James Technical Summit to look at
www.bonanza.org
vendor-review options. I chai red the
committee and worked with Jon Luy,
Bob Siegfried. Dave Richards, Nei l
Pobanz, Bob Olson, Tom Turner and
Ron Gros.
At the summit, our committee
aoreed
that ABS should continue to
o
recommend competent shops and
vendors. and should also develop a
rarinoo method for them. Opinions on
how to do that ranged from sticking
with the current practice, to setting
up a rating system but only
allowing positive reviews, to
developing a full shop accreditation
program.
After the summit, we examined
several well-known rating systems
including Ebay, Amazon, AirNav, the
Better Business Bureau and AAA.
As our work progressed, we became
increasingly sensitive to the legal
liability to the Society. where a strong
negative rating might be determined to
be defamatory.
Several members of the team with
personal experience owning and running maintenance shops were very
concerned that we might be subjecting
good shops to disparagement, and that
serious harm could be done to
reputations before we could correct
unwarranted input.
Legal pitfalls
The liability issue and the debate
over the pros and cons of negative
reviews dominated early deliberations.
In exploring appropriate protections, we worked with ABS legal
counsel since the issues in a potential
defamation action are complex and vary
by jurisdiction. We learned a great deal
about facts and opinions, jurisdiction,
disc laimers, affirmative defenses,
rebuttals, retractions. screening and
investigations.
In summary, negative reviews can
be published under cenain conditions:
Facts have to be investigated, disclaimers are required and vendors must
be given an opportunity to rebut. But
even if we carefully followed these
ABS March 2005
protocols, there would be no guarantees
against liabil ity and we would still bear
the cost of defendi ng a suit even if we
were ultimately successful.
We also learned about the 1996
Communications Decency Act, which
promotes continued development of the
Internet by protecting service providers
from liability for publishing possibly
defamatory third-party
material.
Although the case law is still a bit
sparse. our counsel concludes that the
protections of the Act would apply to
ABS for member recommendations
posted on our website.
This was a revelation and presented
us with a veh icle to accomplish our
basic objective: To provide a meaningful. complete and fair evaluation of
shops and mechanics so ABS members
can make decisions informed by the
judgments and experiences of their
fellow members.
The final produci
After the '03 Reno convention, we
asked the regional societies to collect
and publish shop recommendations on
their websites. However. a comprehensive listing available to all ABS members
can only be done at the ABS level.
So here is your opportunity to tell
everyone about the terrific shop that
keeps your aeronautical jewel in pristine
condition, and for a pittance to boot!
Reviews wi ll be avai lable in the
Members Only section and you must be
an ABS member to make postings. The
reviews will be grouped by type of
service and location-for now. only
maintenance shops and mechanics.
Of particular importance are our
"Rules for Posti ng" that spell out
acceptable and unacceptable content of
the reviews. and set out the rights and
obl igations of the Society, the members
and the vendors. By submitting a post,
each member agrees to the Rules.
ABS will not preview member
postings, but we may remove ones that
we consider an abuse of the Rules of
Posting. In the case of negative posts,
the vendor will be allowed to rebut the
review. If a vendor notifies us that a post
is false, we will either remove it or
investigate its truth fu lness. Whether and
to what extent we investigate wi ll be
based on what we believe to be the best
interests of the members.
We will not post any reviews in the
ABS Magazine. but the ABS technical
staff and consultants will continue the
current practice of suggesting maintenance providers in response to member
BERE'S BOW TO USE
SBOPS &: MECIIANICS
RECOMMENDATIONS
From the Members Only page of
www.bonanza.org. select the
Shops & Mechanics tab in the
menu bar at the top the page.
This takes you to the Communities page. Click on the Shops
& Mechanics Recommendations
link.
• If this is your first visit, it is very
important that you read the Rilles
for Posting, the first link on this
page, since you are expected to
abide by them.
inquiries.
So, there you have it. As with all
ABS projects. thi s one was based on
member requests. We hope you wi ll
take advantage of the service, both to
On the right. select the geographic area of the shop you
will review or wish to investigate (click on Viell' All FOfllms
to see the entire geographic list).
To post a review:
- Click on Create NelV Topic
on the right of the screen.
- Complete all required fields
and as many of the optional
fields as possible.
- Make your comments in the
Comments field.
post reviews from your own experience
- Use the Pre!'iew bulton to see
how your review will appear.
and to gather information from the postings of others.
-@-
- Select Post to post your
review to the ABS website.
Did you know that an operating shimmy dampener could damage your
aircraft if the nose gear is out of rig?
Bonanzas, Barons and Travel Airs are outfitted with a shimmy dampener to eliminate
oscillalions of the nose wheel during ground movement.The yellow arrow in this photo
points to the shimmy dampener on an S35.
See page 8908 ta see how to determine whether
the nose gear on yaur aircraft needs adjustment.
ABS March 2005
www.bonanza.org
Page 8904
Branch views colon cancer and colon polyps should be of
interest to us.
I also hear fellow pilots express the reason that they
ost medical literature classifies tests like mammohesitate to get a test like a colonoscope is because they fear it
grams and colonoscopic exams as "preventi ve medmay reveal a condition that would ground them. Certainly,
icine." My personal definition of these tests is "findthere is that chance. But that kind of rationalization is like sayit-early medicine." I think of preventive medicine as those
ing you really don't want to borescope your engine because
things you can do to prevell1 an unwanted medical condition .
you might find a burned valve and that might keep you from
Examples wou ld be proper diet, exercise, wearing your seat
taking that trip next week. In both cases, taking the shortsightbelt and not living next to a nuclear waste dump.
ed viewpoi nt cou ld lead to a more tragic long-term outcome.
"Preventive aviation" would be not flying when fatigued,
Suppose you have a colonoscopy and get the bad news
doing a thorough preflight exam and having all the correct
that you have colon cancer. How does that affect your medical
charts available for your trip. "Find-it-earl y aviation " would be
status as a pilot? Colon cancer is a condition that requires the
compression testi ng or borescoping a cylinder, oil analysis, or
certification decision be made by the Aeromedical
attending a BPPP session. You get the idea.
Certification Di vision (AMCD).
I had a question from an airman recently concerning a
You should gather all your records and consult your AME
find-it-earl y test: the colonoscopy. Despite occasional flairs of
about sending all these materials to the AMCD. It will be espepublicity about colon cancer (the last one I recall was when
cially helpfu l to include a blood test called CEA or carciPresident Reagan had some polyps removed), there seems to be
noembryonic antigen (see why they abbreviate it?). Thi s is a
some continued confusion about what As pilots age more and more of us blood marker for colon cancer and the
this test does, how it is performed,
'/1 b d '
'
d ·th
I
AMCD may request to review future
when it is needed and what other tests WI
e lagnose WI co on can- levels as evidence of no new recurmight be available to provide the same cer or its most common preceding rence of the disease.
infonllation.
condition colon polyps. Therefore,
Although every case is reviewed on
Colonoscopy is simply the exam- how the FAA Medical Branch views its own merit, some general comments
ination of the colon with a flexible colon cancer and colon polyps can be made about how soon one might
scope. The scope has a fiber optic should be of interest fo us.
be granted a special issuance. If the
light source in the tip and a camera in
cancer is very limited, with no spread,
the tip of the scope. The diameter of the scope is about onethe aimlan may be granted a special issuance as soon as hislher
half inch. The camera feeds an image to a large video screen
doctors state that helshe is recovered from whatever treatment
showing the inner lumen (tunnel-like muscular tube) of the
was used.
colon.
If the cancer was detected outside the colon with spread to
The colonoscopic exam is used to detect abnormalities of
nearby lymph nodes, the airman will probably be observed for
the inside (lumen) of the colon (in the same way the IA examat least six months and then asked for an update from his
ines the inside of a cylinder with a borescope). The American
doctors with attention to recovery and no evidence of spread
Academy of Famil y Practice, the American Society of
or recurrence. If the cancer was noted to have spread (metasGastroenterologists and the American Cancer Society all rectasized) to di stant areas such as the liver or lung, a longer
ommend the colonoscopic exam or a su itable substitute test for
observation period may be requested by the AMCD. In generscreening for colon cancer for all persons after the age of 50
ai, the earlier you detect and treat a colon cancer, the less
(see guidelines).
chance for spread, the sooner you are back in the left seal.
At this point you may be thinking, "What does this have
Colon cancer is one of the AASI (AME-assisted special
to do with aviation medicine?" Good question. Cancer of the
issuance) conditions that I have discussed previously in this
colon is the third most common cancer in this country and its
column . An AASI allows the local AME to reissue a certificate
incidence increases as we age. The American Cancer Society
if (after initial special issuance by the AMCD) the pilot proestimates that more than 100,000 persons will be diagnosed
vi des the requested updates from his treating physicians and
with colon cancer and about 40,000 will be found with rectal
test results. (The CEA blood test will probably be requested,
cancer this year.
providing you had a baseline CEA before treatmenl.)
As our pilot population ages, more and more of us will be
If the reports from the treating doctors document no prodiagnosed with colon cancer or its 1110st common preceding
gression of the disease and the CEA has not increased, the
condition, colon polyps. Therefore, how the FAA Medical
AME may issue the certificate. This is an obvious time-saver
PREVENTIVE MEDICINE
"FIND-IT-EARLY" TESTS
M
for the pilot who, before the AAS I process, had to submit the
records/tests to AMCD and await processing there.
Look over the options available for screening for this
disease. Discuss them with your personal physician. Cost may
be a factor of the kind of screening you choose. Colonoscopies
can be the most expensive means of screening for colon cancer, and even it may not detect all malignancies.
Sigmoidoscopy allows the physician to view the lower
one-third of the colon (including the portion just above the
rectum called the sigmoid colon). This, of course, leaves the
upper portion of the colon (several feet) unviewed. The
sigmoidoscopy does not require sedation and is less costly.
If the doctor views a polyp or cancer in the lower portion
of the colon, then the patient would require a full colonoscopy
to screen the upper colon for other lesions. Obviously, this
would result in twO procedures and two preparations. Check
with your insurance company about what screening tests for
colon cancer they cover.
One new test is vi nual colonoscopy. This is a CT scan that
provides a three-dimensional image of the lumen of the colon to
a radiologist who then views it looking for any polyps, cancers
or other abnormalities. A recent study reported in the Joumal of
the American Medical Association (Cotton, PB , et ai, lAMA,
April 14, 2004) compared the virtual colonoscopy to conventional colonoscopy in terms of detecting polypsllesions.
The study involved 600 persons who had both virtual
colonoscopy and conventional colonoscopy, comparing detection of lesions. Conventional colonoscopy showed beuer detection of both smaller and larger lesions as deli ned in the study.
Nonetheless, some kind of screening is preferable to none, especially if you are in the higher risk category for colon cancer.
If you are in one of these groups, you may also need to be
tested more often than a person who doesn't have risk factors
for colorectal cancer.
Anyone of the following screening programs (with a digital rectal exam at each screening) may be used, beginning at
age 50:
Fecal occult blood testi ng every year
Flexible sigmoidoscopy every 5 years
Fecal occult blood testing every year, plus flexible sigmoidoscopy every 5 years
Double-contrast barium enema every 5 to 10 years
Colonoscopy every 10 years
The American Academy of Family Physicians believes that
any of these tests or combination of tests can be a good screening method. The American Cancer Society and the American
Gastroenterological Association have similar guideli nes.
Talk to your family doctor to decide which screening tests
you shou ld have and how often you should be screened. If you
don't have any risk factors for colorectal cancer, you will probably have your first screeni ng test around 50 years of age.
Charles S. Davidson, M.D. holds board certification in family medicine and emergency medicine. He has been an aviation medicol examiner since 1978 and
serves as a senior AME. He holds a private pilot license with mulfi-engine and
instrument roting. He is on active pitof using general aviation for business and
pleasure for 23 years and is also an ABS board member. He flies an A36 and is a
member of AOPA and EM .
IF YOU HAVE A MEDICAL QUESTION. SEND ITTO
American Bonanza Society. Attn: Aeromedical News.
P.O. Box 12888. Wichita. KS 67277 . Fax: 316-945-171 a
or e-mail to <absmoil@bonanza.org>
When should I be screened?
American Academy of Family Practice
Colorectal cancer is more common in
older people, so doctors usually screen
people 50 years of age and older. Some
people have risk factors that make them
more likely to get colorectal cancer at a
young age. Screen ing should begin earlier
in these people.
You should begin screening at a
younger age if any of the following is true:
Have had cotorectal cancer or large
polyp in the past
Have a close retative (brother. sister,
parent or child) who has had colorectal
cancer before age 60
Have ulcerative colitis or Crohn's disease
Have hereditary colon cancer syndrome
ABS
DATE
SERVICE
CLINIC
LOCATION
SCHEDULE
HOST
Mar. 10-13 Albuquerque. New Mexico Cutter Aviation (ABQ)
April 21-24 Woodland. California
Woodland Aviation (041)
May 12-15 Hagarstown. Maryland
Hagorstown Aircraft Services (HGR
June 2-5
Tullahoma. Tennessee
Bonanza/Baron Museum (THA)
July 14-17
Gig Horbor. Washington
Assoc. Aviation Enterprises (TIW)
Aug. 18-21 Sioux City. Iowa
Jetsun Aviation Centre (SUX)
Oct. 6-9
Greeley. Colorado
Horris Aviation (GXY)
Nov. 3-6
Gainesville. Texas
Tomlinson Aircraft Services (GLE)
Dec. 1-4
Ramona. California
Cruiseair Aviation (RNM)
Register online at <www. bonanza.org>
or contact ABS headquarters 316-945-1 700.
Avocado
Green
Gola!
BY JEFF FINNIGAN
OLYM PIA, WASHING TON
I love my 1972 Bonanza as
much as a man can love an
inanimate object. However.
the
avocado green
and
gold interior on this G33reminiscent of an earlier era.
finally had to go. Bell-bottoms. afros and leisure suits
were all in style when 94W
had her original upholstery
installed. I decided I'd had
enough.
looked (and felt) 32 years old and I just
had to finally do something about it.
Under the cow ling she is propelled
by a three-year-old TCM Plati num 10550. But, my fellow Bonanza pilots,
you understand when I say that it just
didn't seem right to arrive on the tarmac
with a throaty authoritative swagger,
only to have the ramp guys and gals get
disappointed when they look inside.
Ego, vanity and self-image are strong
motivators, so I went looking for a good
company to revamp the interior appearance and creature com fans.
Original upholstery of Jeff Finnigan's G33.
Cannon Aircraft Interiors
he interior on 94 W was
looking bad. We're talking
about style. comfon and bragging rights. The sidewalls were
in decent shape. There were a
few ri ps and tears in the upholstery after 30+ years of service.
The suppon offered by the cushion was
marginal ; I imagine the cllshion dehydrates after so long. But the overriding
motivation was that the interior of 94W
Page 8907
Last summer, I was thumbing
through a magazine and found a ShOll
anicle about Cannon Aircraft Interiors.
The anicle described these guys as
artists with leather. I called and fOllnd
that they are here on the west coast. I
paid them a surprise visit and found that
their work adorns planes from all over
the wes tern states, with an occasional
east -coaster.
Rick Cannon is a Bonanza owner,
www.bonanza.org
so instant rapport' Rick has a restored
1949 A35. The leather and workmanship is absolutely beautiful. so I knew I
had found my guy. He quoted a price
that was very competiti ve, so I said let's
get to work. Unfortunately, he said,
".. not so fast. See that Rockwell
Conunander and the King Air?" OK, so
I took a number and got in line.
I don 't like waiting, but Grandma
Finn igan taught me, "Anything worth
having is wonh waiting for." And she
was right.
These guys are arti sts. They knew
what I wanted and they delivered it. The
ABS March 2005
I
I
interior looks fantast ic, the fillings are
tight, the memory foam on the seats is
like bUller' And magically. 94W has that
new-plane smell and fee l. I love it '
I chose a grey leather interior so
that at some point if I decide 10 paint the
plane a different color. I won't be limited by the interior. The grey interior is
sort of like a blue suit : It can go with
almost anyth ing.
Under the leather, the new memory
foam that Cannon uses is really a great
technological enhancement. At home
my new bed is made of a simi lar memo
ory product. My wife and [ have found
its qualities for supporting our bodies to
be superior to previous bedding. I think
time will demonstrate the same in using
this new foam 10 support the spines of
pilots.
So I did it. After at least four years
of qu ietly grumbling about how tacky
the interior of this marvelous plane
looked, [ swallowed and jumped inand r m very glad I did.
Now when other "airport rats" peer
inside, I let them do so with pride and
no apologies. I may even invite them 10
sit in her. but they'll have 10 remove
their shoes'
Extra benef/ts
In reality, while serving my ego [
got several unexpected benefits. The
interior sound level is reduced a bit. The
support in the seats makes a really good
ride just a IitLle bit beller. Certainly if a
pilot'S body is more supported, it wi ll be
less fatigued after longer flights , so
there indeed is a safety enhancement.
[ encourage anyone (particularly
those west of the cont inental divide)
94W geNing a wash job. supervised bV our daugh·
ter Kelli.
considering an interior upgrade in his or
Washington (Paine Fi eld , 425-3486924). These artists are priced fa irly and
will make every honest effort to provide
YOll with the airplane of your desires.
When it was all done. Rick volunteered to pick me up in his Bonanza and
fly me to his shop, an additional perk
that I think he enjoyed as much as [ did.
her steed 10 call Rick Cannon in Everen,
-@-
If the nose gear on a
Bonanza is out of rig and the
nose gear assembly retracts
too far into the nose gear
well. the end of the shimmy
dampener can strike the
nose gear well and punch a
hole in it.
In the photos shown
here, you can see the damage that was caused by this
condition . Notice the hole
through the sheet metal
caused by the piston rod end
of the shimmy dampener.
Damage caused by dampener on out-ofNose gear retracted into well (with gear
Acertified aircraft techni- doors disconnected).
rig landing gear.
cian who is experienced with
ABS member Adrian Eichhorn is 0 retired Army LI. Colonel. Currently
Beechcraft landing gear should make adjustments to the employed by the FAA. he flies 0 Gulfslream IV lor the FAA ond 0
rigging of the nose gear assembly to preclude this kind of Gulfslream III tor NASA. Rolm9s: ATP WIth type rolings In the GIV, Gill.
G200. CL604. CE560XL Adnon IS on A&P with Inspeclion AulhofilOlion
damage from happening to your aircraft.
and 0 BPPP Inslruelor He owns 0 lully-reslored 1962 P35
ABS March 2005
www.bonanza.org
Page 8908
Some questions hove been answered by ABS Manager of Technlcat Services Tom Turner. They ore Indicated by n
Flaps won 't retract
William Schoen
South Fork. Colorodo
Q: After landing my A35 on my last
trip, the fl aps would not retract. How
should I properly troubleshoot this? I
am an A&P but not yet very fami liar
with Bonanzas. Someone suggested that
there are microswitches in the left wh~el
well that may be dirty or not mak'filg
proper contact. or possibly the brushes
in the flap motor may need attention.
What would you suggest?
A:
The limit switches are at the bottom of the trailing edge of the wi ng on
the left side. On some early serial numbers. they were in the aft wheel well
area. It could also be the brushes, butI'd
bet on the limit switch.
Refurbishing seat belts
Ernest Martinez
Ocalo, Florida
Q:
I have a set of shoulder belts for
my 135 that need to be repaired. The
retract spring isn't functioning and
needs to be rebuilt . I don't know where
to send the belts for repair, as I do not
know the manufaclllrer.
The only identification on the belts
is the following: On the retract cyli nder
is an ink-stamped date of Jul 30 1978, a
stamped SIN of 11 06222-1 and an ink
SIN of 1106276-01. Who could repair
these for me?
A:
Try BAS (360-832-6566) and
Aircraft Belts (281 -538-1284).
Propeller TBO
Joe Gorfand
Naples. Florida
Q:
I have a McCauley prop
(2A36C23) on a Debonair that is not
used commercially. The prop has been
convened to retain red oil. What, if any,
does FAA mandate as time between
overhauls for this propeller?
A: In a Pan 91 operation . there is no
FAA-mandated overhaul time. We reconullend an inspection and reseal at least
at engine overhaul or change, and if in a
harsh environment, possibly five calendar
years. A reseal includes inspection and
servicing but does not involve reworking
the blades, which is usually sufficient
unless the prop's condition demands.
Prop clamps & blades
Wa/ferNey
Noblesville. Indiana
Q:
My 1948 Bonanza is at the prop
shop----and I received the dreaded phone
call informing me that it needs clamps
and blades due to corrosion. Where can
I find usable clamps and blades, or will
I have to buy new? I was told by
Hanzell that I am looking at about
$18.000. And if that is so, that is almost
half the value of the airplane. They also
said if I bought a new prop it would be
$24,000, which is more than half the
value of the airplane.
I have a Hartzell HC-A2V204A IN8433-4 prop. The prop hub is an
AK 152, and blade SIN is A97074 and
A97075. It has an E- 185- 11 engine.
which is the spline shaft. Any advice or
help or knowledge you can provide me
will be greatly appreciated. If I am
spending all this money. is there any
way to get rid of the propeller AD?
A: You will probably find that serviceable used clamps and blades are
scarce. This is a trap caused by not
doing the permanent repair when the
AD originally came out, when the price
was more acceptable.
One option now would be to try to
go back to the origillal electric prop, but
they are also scarce. Try Aero Propeller
(909-765-3 178), Maxwell (763-5338611 ) or Ottosen (602-275-8514). You
might also try Ke vi n O'Halloran (580832-3803).
Vacuum pump
replacement
Cosey Hood
Los Gotos. California
Q:
What is the suggestion for when
to replace my V35 's primary dry vacuum pump? We have a back-up system.
A:
Members typically repon about a
500-600 hour time between failures on
the dry pneumatic pumps. Given that
you have a back-up system, you may
elect to operate until fa ilure, or you may
decide to proactively overhaul your
primary pump based on that figure.
As a guideline, in "known ice"
Barons. the pumps are required to be
replaced or overhauled at 600 hours for
cenification to remain valid (the pumps
provide pneumatic force to inflate the
de-ice boots). This suggests there has
been some testing (or at least informed
speculation) that suppon this 500-600
hour failure estimate.- TT
Powered tow bars
Clifton Williams
Gambrills, Maryland
Q:
What's the best powertow bar for
an A36? Is there one that's battery and
gas powered? We want to make sure it
isn't underpowered.
A:
We believe Power Tow (800-6355565) works very well. They have both
gas-powered and battery-powered tows.
Many people also like the battery-powered tows made by Aero Tow (920-6488114).
Hoskins strobe light
Larry Collins
Hawthorne, Florida
Q:
I have an old Hoskins bottom
fuselage strobe light on my Debonair
that I discovered to be inoperati ve during my recent annual. I have good
power to the unit. I have had no luck on
an Internet search for Hoskins.
A:
Hoskins Strobes now belong to
BF Goodrich (800-854- 1457). Avlite
Aviation (805-239-4037) may also be
able to help.
Taxi light
Daniel Wallace
Novato, California
Q:
Does the lower landing light on
my S35 go out after I retract the gear
automatically?
A:
'a, the taxi light does not tum off
automatically when the gear retracts.
Forgetting to tum off this light may
significantly reduce its operational life,
as it receives little cooling airflow in the
wheel well.-TT
Cowling opens in flight
Daniel Connell
Brookfield. Wisconsin
Q:
My V35B's left engine cover has
come loose in flight. After checking the
oil. I make sure I close the cover and
check security by lifting up on the two
handles. It sure seems to be secure, but
twice the front latch has popped open. The
back latch holds it in place. I have more
than 90 hours in the last five months with
the bird, and there is nothing I am doing
different that I know of. Suggestions?
wrinkles in the fuel bladder, some snaps
are loose or you have a vent problem
that prevents tank inflation. Check your
vent system by taking the fuel cap off,
blowing air gently into the vent tube,
and having someone at the fi ller pon
listen for air sounds. You should be able
to hear if the vent lines are open. Check
the angle and length of the vent tube.
Yes, a collapsing tank can affect the
sender reading.
Correcting tire wear
James Devany
Joyce, Washington
Q: What causes the left main tire on
my G35 to wear excessively on the
inside tread? How can I correct this?
A:
You probably have excessive
toe-in from scissors wear. By laying a
90-degree line fore and aft from the
left/right line of the jack points, you
have a reference to measure to the front
and back of the wheel after you have
pulled it up onto a layered et of greased
plates. (That allows the wheel to align
itself) Shims at the knee joint of the
scissors should allow realignment.
Replacing light bulbs
A: Lubrication of the mechanisms to
Ronold Carlson
VentufO, California
include the jaws that grip the stud is the
best first step. Make sure there isn't any
damage to the latch components. It
could be sli ghtl y out of rig. Dick
Pedersen (7 15-532-6276) can help you.
Q:
Fuel bladder problem
William Coody
Cochran. Georgia
Q: The right fuel tank bladder in my
V35 is not staying in place around the
filler neck. The fuel gauge reads high
when the fuel level is low. Will thi s
bladder problem hold the fue l sender
up, giving this indication? And why
won 't the bladder stay in place?
A:
It sounds like there are either
The bulbs that illuminate the
elevator and rudder trim indicators on
my B55 are burned out. Please describe
the steps to access these lights.
A:
You could put a sweep voltmeter
on the lights and see if voltage is
varying. It may be a high-resistance
connection and it could be on the
ground side, Terry Norris at Aircraft
Systems (8 15-399-0225) can help.
AII-electric panel
Richard Epplett
Eugene, Oregon
Q:
What do you think about and
how difficult is it (legally) to replace the
pressure-driven attitude indicator with
the Mid-Continent electric attitude indicator on a V35 B? It has a self-contained
battery backup and an advenised 7,500hour MTBF. Since I have an electric
HSI and turn coordinator, I could eliminate the pressure pump and associated
hardware and go all-electric.
A:
This could be done with a 337
field approval, but I advise that you call
your FAA FSDO before buying components. All-electric may not be better
than all-pressure, depending on the
reliability of your backup electric power
source, One normally tries to have two
sources of power.
Piano key panel mod
Chris Townsend
Yukon, Oklahoma
Q:
the console. The bulb's receptacle is
clipped into the back plate with a spring
cl ip. If it's unclipped, you can pull it out
far enough to change the bulb.
I am looking for information on
what 1believe is called a Beech 693 kit for
the instrument panel of the older
Bonanzas with the piano keys. I once saw
a picture of what I believe was the kit. It
relocated some of the instruments and put
the radios in a center stack similar to the
newer panels. It did, however, retain the
piano keys. Do you have any leads?
PulSing panel lights
A: Betyl D'Shannon (800-29 1-76 16) is
A: You reach them from the back of
Joseph Edmondson
Jacksons Gap, Alabama
Q: All instrument lights pulse on my
K35. I do not notice a pulsing of voltage
or amps. I recently had the alternator
checked. Do you have any ideas?
the current source of an STC, and
Aviation Research Systems (503-6684542) may also stiU have an STC'd kit.
You could also try Hammock Aviation
(972-875-4279).
I would bet it was afterfire, not
backfire. Check idle mixture and the linkage between throttle plate and mixture for
play. Fuel pressures should be checked
per TCM's SID 97-3b every annual or
every other annual, if not flown much.
Pump wear changes the pressure settings.
ROP EGT. If your engine(s) tend to run
hot. running 50F will run them just
about as hot as they will go-most
10-470 Barons enjoy cool-running
engines at almost all power settings.
If you need to reduce CHTs you
need to be EITHER richer or leaner than
the 40-50F ROP point. "Best power"
comes at about 80F ROP, which wi ll
also result in lower CHTs than a 50F
ROP setting. 50F LOP will result in 10
percent or more power loss compared to
the same MP/rpm combination at 75FIOOF ROP. Some Baron owners repon
as much as 10-15 knot loss in we
airspeed operating this far LOP.
My personal feeling: In an A55, I'd
run 75-IOOF ROP on cross-country trips
unless I'm going beyond about four
hours' endurance and can go nonstop at
a lower fuel burn. In that case, I'd
cons ider LOP if the engines run
smoothly, first leaning well LOP and
then enrichening frolll the lean side until
the hottest CHT is no hotter than about
380F. Otherwi se I'd reduce rpm and/or
MP to reduce power below about 65
percent, and lean to 25F ROP or no
more than 380F CHT on the hottest
cylinder for endurance.
There's a lot of information available
at <www.gami.com> £0 show lhe relationship between EGT, CHT, percentage
of power and other variables.-IT
Preferred leaning
technique
Kevin Malone
air temperature
'r..-.;n<>
backfires at idle
Milford. Connecticuf
Q:
the lingering flame
in the intake pon
opens (backfiring).
~CJi,n'"
upgrade choices
Schupbach
Clearwoler. Florida
Q:
I am near TBO on my F33A's
10-520BA and wonder if it's possible to
install a TI0-520? Is there an STC for a
turbocharged engine for the F33A? I am
also considering a Beryl D' Shannon
10-550. What do you suggest?
A:
Two lUrbonormalizer STCs are
available for your 10-520-the most
numerous from Tornado Alley Turbo
<www.taturbo.com> and an alternative
by Western Skyways <www.westernsky
ways.com>. There is no STC for any
other turbocharged 10-520.
The normally aspirated 10-550 is
also a good option for improving climb
and cmise speed for your F33A. We get
very good member comment on all three
of these options.- 11
We recently purchased our
Bonanza. When we flew it home, we
noticed that when the power was
reduced to idle over the numbers, the
engine would backfire. We already told
the mechanic to look into this but what
specifically should he be looking for?
A:
/'loger Golvin
Wesf Palm Beach, Florida
Cold aft cabin
Traverse City. Michigan
In cruise flight our Baron 58 has
Q: I have an AS5 with GAMljectors aQ:
lot of cold ai r coming forward into the
installed. What is the preferred leaning
procedure-lean 50F lean of peak or
lean 50F rich of peak? We also have an
ED! installed and cylinder head temperature never come closes to red line.
most of the time reading very low.
A:
Of the two options you mention50F rich of peak (ROP) or 50F lean of
peak (LOP)-neither is really optimal.
50F ROP almost exactly coincides with
the point of maximum cylinder head
temperature, which results at about 40F
cabin from the tailcone, spec ificall y
from the rear seat shoulder harness
inenial reels, at the bottom of the bulkhead in aft baggage area, and from the
edges of the interior trim behind the "air
panel" mounted on the upper, aft
bulkhead. The vent tube in the same
bu lkhead has been taped off.
Seems as if the dynamic pressure in
the tailcone is greater than the cabin. The
rear two seats are quite chilly despite
substantial heater output. I plan to work
on sealing these arells individually but
wonder if there is any "fleet experience"
on this problem, e.g. is there a place in the
taileone that ought to be sealed?
A:
This is a fairly typical problem.
Try to seal the aft bulkhead as well as
possible.
Please send your quesllans or tips to:
American Bonanza Society
Attn: Neil Pobonz
PO. Bax 12888
Wichita. KS 67277
Fox: 316-945-1710
or e-mail to <obsmail@bononza.arg>
TECH
CARBON MONOX IDE - ReceIllly during an interior refurbishment, it was discovered that soot from the turbine exhaust
(turboprop converted powerplant) was coming in through the
mai n gear well and staining the insulation. This indicated
significaIll flow through areas near gear extension rods and
control cables. While the STC holder has been notified, we
recommend that a CO detector be installed. Good CO detectors are available through the major aviation parts suppl iers or
Spruce & Specialty (877-472-7823). These are good for piston
aircraft. also.
CRACKS IN VERTICAL STAB ILIZER - We again are hearing of cracks in the vertical stabilizer skin just forward of the
aft spar near the middle hinge bearing. Make this an item of
preflight on 33/36 models.
PROP REMOVAL - Don't hammer on the blades when trying
to remove the propeller. Pulling near the hub by hand and
rocki ng will usually be sufficient to work them off. On 215
electric propellers. remember to remove the bolts through the
grommets before tryi ng to pull the prop. Often in place of a
full overhaul. aSking for propeller disassembly. inspection.
lube and reseal is sufficient for safety and dependability as
long as the propeller blades are still within spec.
LANDI G GEARBOX REMOVAL - If the gearbox doesn't
want to come up out of its mounting, we've heard of using a
block of wood and a fl oor jack to help push it out after removing the bolts.
ALTERNATOR FLANGES - We've had alternator fl anges
broken by using the mounting nuts to pull them into place. If
it won't easily slide into place, yo u may need to ream the hole
slightly. Do not use automotive shops to overhaul aircraft
alternators. Even installing the drive cotter key has a special
method. which prevents damage. The brush material is important. as well as its fit to the commutator. We have several good
repmr sources.
ENGINE MOU TS - Beech recommends rotating the engine
mount rubbers 180 degrees each IOO-hour inspection. We have
some shops that do and some that do not. The inteIll is to
prevent sagging of the engine on its mounts.
Neil Pobanz, ABS technical consultant, is a retired
U.S. Army cMlion pilot and maintenance manager.
He has been an A&P and fA tor 45 years.
Glen My" Fault v.1lose business is Della SIn1t. has
been an ABS assistont technical consultant since
1986.
NOTES
OIL FILTER SAFETY - Do not safety-wire the oil filter to the
vacuum pump. There shou ld he a drilled stud or dri lled spout
in the casting to safety to.
BENDIX MAG SWITCHES - We've had switches fai l to
properly function. There are repair parts available and they are
relati vely easy to repair.
WING EXPLOSIONS - In the last two years there have been
at least three wing explosions on engine stan-up or when turning on the strobe lights. These have been due to leaky fuel
cells. significant fuel spills during fueling, and improper maintenance of fuel cells and lines. If yo u have a significant spill
while fue ling, you may want to give it time to dissipate before
turning on the strobes. If you have a leak in the wi ng, you also
may not want to use strobes until yo u get the leak tixed.
OIL FILTER MAGNETS - While we've seen them adverti sed,
at the time of writing, I'm not aware of an approval yet. They
probably work well. but we need to learn whether FAA approval
is needed. Aero Mag <www.aeromag.net> is advel1ising a magnet to snap in place over existing oil filters for the experimental
market. but they do not yet have FAA approval for standard
certificate airplanes.
10-520/550 NOSE BOWLS & COWLI NG COVERS
Atlantic Aero (1-800-334-200 I) sells good-condition used
10-520/550 nose bowls and cowling covers removed from
Bonanzas modified under their STC.
DYE PENETRANT CHECKS - Spar web survey responses
make it clear there's mi sunderstanding among many A&Ps
and lAs about the need to perform the dye penetrant checks
required by ADs 90-08-14 and 95-04-03. Dye penetrant
inspection is required. regardless of whether cracks are detected visuall y. Eddy current inspection is an aitemative, with
pennission required from the Wichita (KS) FAA ASO. and if
performed by a qualified certified mechanic using probes
appropriate to the surface and location.
Remember that the FARs clearly make it an aircraft
owner's responsibility (not the mechanic or IA) to ensure AD
compl iance. See links to the ADs and the MSBs that contain
the Accomplishment Instructions on Members Onl y page of
<www.bonanza.org>, - IT
-@-
Flqino victor airwaqs with qour IFR GPS
BY RANDY BAILEY, cm BPPP INSTRUCTOR
ABC
"Bollall~a 456NL, join victor J23
ABC, rest of route unchanged. "
hat sounds like a simple instruction from
ATe. But for most pi lots, trying to lOCale and
navigate a victor airway using just an IFR
GPS is truly frightening!
Well. OK. if you happen to have a GPS with
victor airways in the database, like a Northstar
M-3 or a Garmin 480. and you have practiced
adding airways to the night plan recently, it is
not lhat bad. Or if you have a multifunction
display, like an MX-20, you can display the
airways and just vector yourself along it. Or you
could even dust off your VOR receiver: but that
is not really using your IFR GPS to solve the
problem, is it?
So for the rest of us, how can we set up
airways in the GPS flight plan with a minimum
of stomach acid? If you are already on the
airway, you can just add the VOR and intersection waypoints that define the airway into the
flight plan. Most airways that have doglegs
between VORs have a five-Ieuer named intersection at the turning point, which will be in
your database.
However, if you are not on the airway and
need to join it, things get a bit more interesting.
Suppose you are at point " X" in Figure I and
want to join the airway to the ABC VOR. There
are two basic methods for intercepti ng that first
leg: (a)You can enter the endpoints of the leg,
then activate that fl ight plan leg; or (b) you can
enter just the far endpoi nt and use OBS mode to
select the desired course to that way point.
Let's look at those one at a time, starting
with the first.
T
x
+
DEF
Figure 1: Victor airway from
DEf 10 ABC. [Aircraft is 01"X"]
figure 2: flighl plan leg from
DEf Ie ABC
~-::
I n~~
.........
I
TO
~
L....:.. •
• • • .•
Bee<:hcroft Pilot Proficiency Progrom
Established in 1983. the
Beechcraft Pilat Proficiency
Program (BPPP) promotes
aviation safety and is the
most effective model-specific flight training available.
Initial. recurrent and mountain-flying programs are
available for Dukes. Barons.
Travel Airs and Bonanzas.
It has been approved as a
recurrent training program
by virtually every insurance
company in the nation.
See page 8916 for a
schedule of Beechcraft
Pilot Proficiency Programs.
Pa ge 8913
Begin by editing the flight plan to add DEF
then ABC at the proper place to define the
ends of the airway segment. Then highlight
ABC and do a direct-to operation. That gets
you on the correct entry of the flight plan, but
sets up navigation from your present position
(X) to DEF, which isn't quite correct. What to
do next depends on who made your GPS.
www.bonanza .org
To activate the leg of the flight plan from
DEF to ABC on a Garmin 430/530, press the
Direct-To button twice, and a window will
pop up asking if you want to "Fly Leg DEF > ABe." Press Enter and your job is done.
On a King GPS. after you have set up direct
to ABC, just press Direct, then Clear, then
Enter and your job is done. Try it. It really is
very simple.
Figure 2 shows the resulting flight plan entry,
with the arrow pointing from DEF to ABC to
show the course is the leg between the waypoints.
The second option for intercepting the
airway is to use OBS mode to select a desired
course 10 the current waypoint. With this
method, you don't need to enter the airway waypoint that is behind you (DEF), just the one that
is in front of you (ABC).
Here's the procedure: Set up a direct course
to ABC using the flight plan andlor the DirectTo button. Then press the OBS button found on
either the GPS or on an enunciator panel for
some King installations.
You can now tum the course selector (the
pointer all an HSI or outer dial on a VOR head)
to the airway's inbound course to ABe. Notice
that the desired course line on your moving map
has rotated to align with the victor ai rway. It is
like magic! Just be sure to turn off OBS mode
before you arrive at the next waypoint (ABC) 10
allow auto-sequencing in your flight plan.
Using either method, your nav head and
autopilot will act just like you are intercepting
the airway using a VOR. Then before you get to
ABC, just enter the next airway fix into your
flight plan and let the GPS do its job.
After you have tried either of these methods
once or twice, airways can become quite simple.
Or you can come to a BPPP clinic where one of
our instructors can show you how it works in
your airplane in the air!
Randy ilailey,CFII. has been on instructor with BF'PP lot B yeors.
ABS March 2005
MORE UNDER-THE-COWL INFO
My columns in the post three issues of the ABS Magazine hove
dealt with items firewall forward on airplanes of G35 and earlier
vintage. Although the latest Bonanzas are quite different than the
first 10 years of production, the airplane makeup rear of the firewall is similar enough so that a mechanic who is able to wark on
the latest models should also be able to do the earlier ones.
That is not to say that a mechanic who has no experience on
the Beech airplanes can do the wark. Rather, one who has managed to gain work experience on the later airplanes should be able
to also work on the airlrames of the ·real" Bonanzas-ones with
hairy-chested splines on the crankshaft instead of the wimpy
flanges of the H35 and later airplanes.
It is not because there is any great mystery requiring the brain
of Einstein to understand the Eengine and all the various systems
associated with it. No, not at all. It is because it all happened so
long ago that those who did understand it are gone. Well. at least
most of them are gone. So I'm continuing with a few more items
under the cowl that might help solve a problem that some owners
of these wonderlul machines might be having.
THE EXHAUST SYSTEM
hhough there are some parts and pieces under the cowl
that are carefully checked during preflight, engine run-up
and flight, the exhaust system seems to be somewhat neglected. When the annual inspection is done, the exhaust system
will be thoroughly inspected, or at least it is supposed to be.
This exhaust equipment is a very critical part of the
engine installation. Not only do we depend on it to remove
A
the very high temperature gases from the engine and get
them vented safely overboard, we also use itto heat the cabin
without asphyxiating everyone on board and also to provide
some exhaust noise allenuation.
To do all those things without weighing a ton, the
exhaust system is made from much lighter-weight stai nless
steel than what is used for automobiles. Weight and strength
are everything in an airplane, with compromises made to get
the weight down that are backed up by regular inspections of
the aircraft components.
Signs of leakage
Starting at the cylinder allach point. we should look for
signs of leakage, which will show up as gray or black soot
deposits on the surrounding cylinder heads. This soot is usually gray, because the leak is greatest during cruise or takeoff
power. Engine idle power produces black soot due to the rich
mixture required for engine idle operation. Also, leaks at the
flange may show up as high cylinder head temperature on
that cylinder or an adjacent cylinder due to exhaust gas
impinging on the cylinder head temperature thermocouple.
Leaks are, or rather were, quite common at the mounting flange of the two-bah flange exhaust collectors (the
angle valve 0-470 and 520/550 engines have a four-bah
flange). There is now a fix for this leak problem that has
ended that concern. The fix is to install a slip joint in the center riser of the collector. There are several shops able to do
this work under STC.
Many years ago I had O.R. (Dick) Perry in Spokane.
Washington (509-448-8852, see ad in the ABS Maga:;lIe)
install this slip joint. Along with the fo llowing description of
how to install the modified exhaust collector on the engine. I
have not had any exhaust leak since.
The exhaust collector does not fit the engine in the original one-piece form. It mallers not how carefully one checks
the fit against the exhaust ports of the cylinders. The collector may tit perfectly when the fit is checked, but as soon as
the engine is started and everything starts to warm up, all that
fit-checking goes out the window and is quite meaningless.
Also, when the engine is running, the cylinders are flopping around causing stress and strain in the collector. No,
they are not moving as though they are mounted on rubber.
bUlthey do move.
If you would like to check that, fasten a frangible piece
of material (a piece of phenOlic 1/16 inch thick by 112 to 3/4
inch wide) between the rocker box ears of adjoining cyli nders. It will fracture quickly as the engine is flown. That is
why, when fastening the short aluminum angle pieces
between adjoining rocker boxes to improve the engine baffling for cooling purposes (see ABS Maga:;lle. August 1990.
page 2563). the #6 allachment screws should be left somewhat loose. Otherwise, those angle pieces will also break.
This movement adds to the stress and potential cracking of
the one-piece collectors-un less this condition is relieved by
the addition of the slip joint.
After modifying the collectors with the slip join!, they
are installed using the "blow proof' type gaskets with a small
bead of either red- or copper-colored silicone gasket goo on
each side of the gasket. The copper-colored si licone has a
50' F higher working temperature than the red, but either will
do the job. These are available at any auto parts store.
Apply about a 1I8-inch bead of the silicone to both sides
of each gasket and slip them over the exhaust port studs. They
will stick in place on their own. Then slip the collector in place
within about three or four minutes before the silicone has started to "skin over." I do not know why the silicone material will
withstand the high temperature of the exhaust system, but it
does, and it stops the possibility of leaks.
Also, a lessening of erosion pitting of the exhaust port
surfaces will be noticed when using this method of sealing the
exhaust connection. Let the newly installed collector sit for 24
hours before running the engine to let the silicone sealer cure.
When installing the nuts, it is very important to install a
flat washer (AN960-Sl6) under the nut. The standard
Continental exhaust nuts are made from brass, and the holes in
the exhaust collector are oversized enough that the brass nut
will extrude into the oversized hole unless the close-fitting flat
washer is installed. If the nut extrudes into the hole, when the
engine is again used after the collector installation, the torque
on the nut wi ll be lost and a leak will develop.
The ball joint connection at the discharge end of the
collector provides enough flexibility in the assembly to take the
strain out of a more rigid sort of connection. Inspect the three
bolts and spring assemblies for condition. Although these pans
lose their shiny plating (cadmium or zinc chromate) soon after
being put into service and look rather poorly, they may be
considered serviceable unless rust is present. Rust will start
cracks in the springs and bolts, whereas discoloration is simply
an indication of being exposed to a temperature higher than the
plating will withstand. The underlying steel is still satisfactory.
The cabin heater on the left side requires partial disassembly to do a complete inspection, which is normally done at
the annual inspection. I have a carbon monoxide (CO) detection device in my airplane that is so sensitive it will give a loud
aural warning if the Slightest bit of exhaust gas is present in the
cabin. This more or less monitors the integrity of the cabin
heater heat exchanger any time the cabin heat is used. and
maybe at all times, since the heat shutoff may leak enough
flow through the valve that the little CO detector would set off
an alarm.
This unit is a portable smoke detector that was sold by
Radio Shack for $20 about 20 years ago. It is about the size
of a box of kitchen matches and uses a 9-volt banery. If I am
taxiing downwind with the wind blowing 10+/- knots, it will
sound an alarm. I tested it by running my car in the closed
hangar for about one minute. and the unit sounded while more
than 30 feet away from the car's exhaust pipe. I do not know if
all smoke detectors will do this, but thi s one does. The exhaust
gas contains ionized particles to which the unit is very
sensitive. Usually any actual leak in the heater core is quite
visible, however the heater cover (muf!) must be removed to
do a visual inspection.
At the discharge end of the heater or the right side
muffler, there is a two-piece clamp assembly that joins the
tailpipe and the muffleriheater. These clamps use four #10
(3/16) bolts to hold the two hal ves of the clamp in place. They
tend to develop cracks radiating out from the boltholes, which
wi ll weaken the flanges of the clamps.
A good look at these clamps should be done every 100
hours or so of flight time. It requires an inspection mirror and
a good flashlight to see both sides of the clamp. The left side
clamp (heater side) is difficult to see due to several items in the
way. Having the tailpipe blow off in flight could become a
serious hazard, so a look at these seemingly simple clamps
might head off some big problem.
There is a hanger for the tailpipe that is riveted to the firewall. The tailpipe is suspended through two straphangers and
a clamp around the pipe. When inspecting the exhaust at each
preflight. one should grasp the discharge end of the pipe and
use a slight amount of pressure to see if there is any "slack" in
the hangers. At the firewall bracket, there are rubber grommets
that provide a cushioned mount and isolate the exhaust from
the airframe for vibration purposes.
When testing the hanger, there should be NO slack motion
noticed, only a slight di splacement of the pipe from the "at
rest" position. If any slack is noticed, it means the grommets
are worn and damage may/will result to the ftrewall brackets.
Repair of these brackets is not a simple matter.
Replacement of the firewall grommets is the answer, the righthand ones being easy, and the left ones not so easy.
Performance Aero advertises in the ABS Magazine as supplying these grommet sets at $8.
These tailpipe hangers are very important when the
standard tailpipe is installed and even more important if some
aftermarket pipe extension device is installed. I do not see
many of these "improved" pipes, but they are quite a bit heavier than the standard pipe and therefore cause greater strain on
the pipe hanger when the grommets are in good shape and
greater slotting of the hanger brackets if the grommets are
worn through.
There is one more item to check when we get to the end
of the tailpipe. The airplane was certified with "flame cones"
installed in the mufflers. Whether they actually make a difference in engine or cabin heat performance is somewhat debatable. [ had both of mine repaired by Dick Perry after [ shined
a bright flashlight up the tailpipe and all I saw was the ragged
remains of the cones.
It is difficult to see exactly the condition of the flame
cones by looking up the pipe, but if they bum out and are
blown out the tailpipe, one can easily see that condition. I have
heard stories of dislodged flame cones blocking the tailpipe,
which could cause anything from a power loss to a blown-out
muffler shell with the problems that would create in flight.
Look up the tailpipe, and if you are not quite sure about what
you see, look up a few more. Eventually, you will find one that
actually has the cones installed as they should be.
When you ship off the exhaust collectors to have the
Page891S --______________________ ~onanz~9 ~ SMarch200
•
slip joint installed, the mufflers might just have to go along
with them.
THE BATTERY
The ship's battery is
an important item. not
only for the convenience
in starting the engine but it
may prove to be the item
that "saves the ship."
Several times I have
talked to people or read
the story of someone who
had a generator/aiternator
failure and, because the
battery was in a di scharged state, the landing
gear failed to extend to a
dow n-and-Iocked pos ition. Also, the pilot had not become familiar with the manual
extension of the landing gear and did not know how to check
the down-and-Iocked position without the aid of the green
light or lights.
00 not take off with a dead battery, unless it is an
approved ferry flight with authorization from the local FAA.
The generator/alternator will not charge the battery si nce voltage is necessary on the battery side of the battery master relay
to get the relay to close. connecti ng the battery to the electrical buss and the generator/alternator.
Additionally. the reasOIl for the battery being dead should
be ascertained. This is especially true if the air temperature is
below freezing. A fully charged battery will not freeze down to
a temperatu re of mi nus 80°F (-80F)-and that is colder than
any place on eanh by a wide margin.
A completely dead battery wi ll freeze, as water will, at
about 32° F. A battery that still shows some sign of life, but will
not quite crank the engine, will freeze at around plus 12°F.
If a battery freezes, the case may break and
spi ll the very corrosive acid. Before charging any
battery that has gone completely dead-or one that
is using a ground power unit to make an engine
start-be sure to inspect it for any anomaly.
I have been using the Concord RG series of
batteries since they were introduced with as good
or better service from them as the unsealed batteries-and they require no maintenance. Both
my 1946 Luscombe and my G35 have the
RG-35AXC batteries. This no-maintenance feature is especially helpful in my Luscombe, since
the battery resides far back in the tailcone of the
airplane.
Also, since these RG batteries are a sealed
unit, there are no corrosive gases emitted from the
battery during the charging cycle. We still need battery box
ventilation 10 cool the battery, this being more important in
airplanes that have had the battery box moved to the forward
side of the firewall.
Historically, I have been getting about six or seven years'
service out of either the standard vented cell batteries or the
sealed-cell RG models. Aircraft Spruce & Specialty (AS&S)
lists the sealed RG-35AXC battery at $156 and the vented cell
CBAXC at S146. The extra $10 is well worth the expense.
The aircraft should be equipped with an accurate voltmeter. A temporary one may be used. such as those that plug
into d,e lighter socket, but the accuracy of those might be in
question.
The voltage regulator should be set for 1410 14.2 volts for
12-volt systems and 28-28.5 volts for 24-volt systems. These
regulators are adjustable by someone who knows the procedure. Replacement regulators are available from AS&S at
about $120 to $140. Both Electrosystems and Zeftronics manufacture replacement units.
Airplanes from SIN 0-1 through 0-2680 were delivered
with the amp meter being wired as a generator load meter
while aircraft 0-2681 and higher had a battery charge/
discharge ammeter. Actually, airplanes should have both to
monitor the battery and generator/alternator condition and
operation. With those three meters (two amp meters-one volt
meter), you can mon itor the electrical system as should be
done. Without all three, it is somewhat of a guess about what
is taki ng place with all those little electrons scooting around
through all those wires and other system components.
Ok, that'S it until I can "generate" a little more material.
ABS member Lewis C. Gage has ATP mulfiengine land with Boeing
707/720/l47/Airbus-310 ralings. Commercial single engine land: flight instructor MEUSEL airplanes and instruments: ground instructor advanced and instrument; flight navigator; flight engineer; mechanico{Jirplane and engine; and FAA
parts manufacturing authorization. Flight time: 15,GOO-plus hours. Lew may be
conlacled 01 2255 Sunrise Or.. Reno. NV 89509. Phane/Fax: 775·826·7184.
E-mail:sunrisereno@mailstation.com
BPPP
SCHEDULE
DATE
LOCATION
AIRPORT
March 18-20
Son Antonio. Texas
SAT
April 1-3
Greensboro, North Carolina
GSO
April 15-17
Fresno. California
FAT
May 13-15
Columbus. Ohio
CMH
June 1G-12
Colorado Springs. Colorado
(Mountain Flying Course)
COS
Bononzas/Barons/Trovel Airs at all locations. Subject to change.
Cockpit Companion course available everywhere.
CALL THE BPPP REGISTRATION OFFICE TO MAKE ARRANGEMENTS:
97G-377-1877 or fox 97G-377-1512.
HELICOPTERS
AND HOW THEY WORK
BY JOHN MILLER, POUGHKEEPSIE, NEW YORK
Way back in the 15th century, before Columbus found America, Leonordo do Vinci
proposed a tapered screw affair that he thought might screw its way upward in the thin
air. He had no ideo of how to get the power to turn it or how to counteract the torque
necessary to turn it. It might be said to be a "screwy" idea, but it was not a helicopter,
although many people do credit him with its invention .
At any rate, the society of pioneer helicopter pilots, the Twirly Birds, of which I am a
member, uses his famous drawing of the idea as a membership symbol and pin. It
appears that I may be the oldest pioneer rotary-wing pilot still living and flying , so I think
I am qualified to write a little essay about helicopters.
he very first helicopter to actually get off the ground-and
stay there under control-was a
very compl icated machine
designed by Dr. Georges de
Bothezat for the Army Ai r
Service near the end of WWI
and tested at McCook Field. Dayton,
Ohio. It simply hovered at about four or
five feet above the ground and slowly
drifted across the fie ld in the light
breeze, similar to a balloon. That was all
it was ever intended to do, and it did so
very succe sfully.
'In 1922, the Jerome-de Bothezot quad-rotor
(Ivan Jerome was the codesigner) or "Flying
Oefopus' flew successfully many times, albeit
at low altitudes and slow forward speeds. The
de Bothezat helicopter achieved sustained
altitude of 15 feet for 2 minutes and 45 seconds. However, because of insufficient performance, high financial costs and the
increasing military interest in autogiros at the
time, the project was canceled. Surprisingly, it
was to be 15 or more years before a pure hel·
icopter was again to fly in the United States
and beHer de Bothezot's accomplishments.
Page 8917
The first fully controllable helicopter was flown in Germany in 1937 or
1938. and was in fact flown inside an
exhibition building before large audiences by a IDO-pound female test pilot,
and she flew it outdoors for cross-country, speed and altitude records. It had
two contra-rotating rotors. mounted on
long lateral outrigger structures off the
sides of the fuselage.
Another very similar one was built
under license and flown in the USA
later, before WWII , Although both of
those helicopters were considered successful, they were too unwieldy for useful ness due to the very great span across
the two lateral four-blade rotors. These
two were the first to be able to land
safely under auto-rotating rotors in case
of power failure, a very important fact,
because until Juan de la Cierva had
invented the autogiro in 1923, such a
landing could not be accomplished by
any other proposed helicopters.
During WWIl, a twin contra-rotating rotor helicopter, with side-by-side
rotors geared to have the rotor blades
pass each other to greatly reduce the lateral span, was produced in Germany-a
secret development during the war.
Following WWII, the Kaman helicopters of similar design in America set
www.bonanza.org
world records and achieved many aviation firsts. In prewar Soviet Russia,
experimental helicopters were built in
secrecy. In the USA, it was Igor
Sikorsky who finally developed a single-rotor helicopter using a tail rotor to
counteract rotor torque and provide yaw
control.
As most people instinctively understand, a helicopter lifts off the ground
and nies through the air by blowing
huge quantities of air downward to get a
reactive force to support the weight of
the helicopter. Air is only about 1/800th
the weight of water; therefore, a tremendous quantity of air must be blown
downward continuously to support the
weight.
A fixed -wing airplane does that by
traveling rapidly through the air, shoving it downward, to get an upward lift
force. If slowed down below a minimum lift speed, the airplane stalls and
dives.
That fact was what inspired Cierva
to invent and develop the auto-rotating
rotor autogiro, the important developmentthatmade the later helicopter able
to safely land in case of power fai lure.
The development of the helicopter simply had to wait for the autogiro to be
developed first.
In the case of the helicopter, there
were numerous problems to be solved.
The first one was that the torque to turn
those long rotor blades must be resisted
by opposite torque. Of course, the first
answer to that problem by the engineers
who proposed helicopters, a century or
more ago, was to have two con tra-rOlat-
ing rotors. That was full y workable, but
in those early times there was no power
plant light enough to provide success.
That was probably just as well, saving
the li ves of test pilots, because there
was not enough knowledge of aerodynamics available to provide control and
bring safe success.
I was doing extensive autogiro fl ying as early as 1931. long before helicopter development. At the Pitcairn
Autogiro Co .. and later at the Kellett
Autogiro Co. where I was an engineerABS March 2005
ing test pilot, I often discussed In 1924, when I was an engineering student at Pratt that Sikorsky would take such a
long time to finally settle for a sinfuture helicopter development
gle
tail rotor. after trying several
with the engineers at each of institute,Ivisited Igor Sikorsky. Even be sai~ at that early
combinations of multiple rotors
those factories who insisted that
time,
that
the
solution
of
the
helicopter
would
be
contrafor control. The single tai I rotor
helicopters would not come for
has
since been used on most heliat least 20 years. I insisted that if rotating rotors instead of asingle tail rotor.
copters
and provides excellent
they did not get busy and start
rotor torque control and the extremely
anyone who could fmance such a projthe development. they would be beaten
good maneuverability of helicopters.
ect. It was not learned until later in this
by someone with more aggression.
country that the Soviets had secretly
There have been a number of greatWhat is more, they all made the
built
an
experimental
helicopter
with
ly
revolutionary
developments in aviaclaim that the old proposal. by then in
tion-the downward force on the tail
two anti-torque fans. one behind and the
the public domain, that a tail rotor to
other ahead of the fuselage, but had
plane, the rotary engine, all metal concounteract rotor torque would not work.
gi ven up and removed the front one and
struction, controllable propellers. the
They all. without exception. repeated
then had flown it successfully. Movies
cantilever monoplane, the jet engine,
their engineering instructors that a single
are now available of that secret test, first
and the tricycle landing gear. Aircraft
tail rotor would not work because of the
shown only a few years ago.
have revolutionized warfare and the
sideways force it would impose on the
In 1924, when I was an engineering
helicopter certainly has done that all
aircraft, although admitting that it would
student at Pratt Institute. I visited Igor
over again.
counteract rotor torque. They insisted
Sikorsky
where
he
was
building
a
twinthat two separate anti-torque fans-a
One revolution accomplished by the
engine biplane next to the original
"couple"-would have to be used, one
helicopter has been rescue missions,
Roosevelt Field. I showed him the leiters
ahead and one behind the main rotor. I
which have saved millions of lives all
I had received in 1923, when a third-year
insisted that the sideways force could be
over the world. No other manmade
high school student. from Juan de la
counteracted by simply tilting the main
machine has made an equal accomplishrotor to oppose it, but got nowhere.
Cierva in Madrid, Spain. explaining his
ment. It has. however. been a disapinvention of the autogiro. Even he said.
I was on a small salary at Kellett,
pointment as a privately owned and
at that early time. that the solution of the
with a family to support. but wanted to
operated aircraft due to its extreme cost
helicopter would be contra-rotating
start a company of my own to develop a
of purchase and maintenance. There
rotors instead of a single tail rotor.
helicopter, but was unable: a great
seems little hope for much change in
opportunity lost. I just did not know
In later years it was amazing to me
that problem.
I consider helicopters to be easier
to fly than fixed-wing airplanes. For one
thing, takeoffs and landings are both
made at zero air and ground speed.
Landings are made with power. carefully and accurately, withi n an inch of the
desired spot, thus elimi nating the hazards of high speeds and the need for
long runways. The stick control operates the same as in fixed-wing airplanes.
controlling pitch and roll by shifting the
lift vector of the rotor in relation to the
CG. That is accomplished by changing
the pitch angles of the rotor blades
cyclically as they rotate, so as to alter
the direction of the rotor lift vector in
relation to the CG. The rudder pedals
control yaw as in an airplane, but via the
tail rotor instead of a rudder, and the
control is independent of airspeed.
However, there is an added control
lever that takes the attention of the left
hand of the pilot, the collective control,
with a vertical motion. That controls the
Page 8919
rotor blade pitch angle simultaneously
(collectively) to provide vertical lift and
motion as needed. So both arms and
hands are busy. The engine throttle is
controlled by the left hand also by a
motorcycle-type twisting grip on the
collective lever.
In a piston-engine helicopter, stnct
attention to the double-handed tachometer is required at all Limes. With the
engine rpm 10 times that of the rotor,
the two tachometer hands move together. Any splitting of the two hands when
power is applied indicates failing
power, or a slipping rotor clutch. This is
dangerous and immediate reduction of
power is important, and a landing
should be made immediately.
Severe accidents have occurred by
pilots who have been so surprised by the
occurrence of an infrequent engine failure that they do not react quickly
enough to get the collective control
down to reduce the rotor blade pitCh to
www.bo nanza .org
provide autorotation of the rotor to
make a safe landing possible. ormally,
such an emergency landing is made
with some forward speed, but with the
helicopter in a horizontal attitude.
Instead of gradually increasing the landing angle of the fuse lage, as in an airplane, the collective lever is used to
increase the rotor blade pitch angle to a
landing. The landing roll or slide is very
short. However in an extreme emer-
gency, without power, a risky landing
can be made vertically, without roll.
The helicopter is a different animal
from an airplane but a real pleasure to
fly, and for visits inaccessible to an airplane. A mere tenni s court-size area is
big enough for flying a helicopter.
otice the helipads on the roofs of
many hospitals today.
John welcomes comments. Write him af 201
Kingwood Pork. Poughkeepsie. NY 12601 . To purchase John's book, Flying Stories, visit the A8S
Company Store at <W'WW,bonanza,org>.
ABS Marc h 2005
CAYMAN
CARAVAN
EXPERIENCE
BY JACK HASTINGS. M.D.
TULSA. OKLAHOMA
n June 2004 my wife Fonda and I
had a wonderful experience, one we
plan to have again . We left Tulsa
Ri verside (KRVS) in our A36 on
June 14 tojoin the Cayman Caravan
for an organized group night to Grand
Cayman [sland. An exciti ng element of
the trip would be an IFR night over
Cuba.
A good friend and ABS member in
Tul sa, Lloyd Noble, sparked my interest
in the Caravan fli ght. He put me in
touch with UPS pilot Ross Russo, who,
with his dad Jim, has
this
annual adventure for a number of years.
We landed in Key West
before dark on
the 14th and made our way to the host
hotel. The caravan staff was well set up
in a meeting room and we processed
quickly. All arrangements and documents were prepared in a neat package.
Each of us was given a three-ring binder
with clear step-by-step instructions, diagrams, maps and the like. Arrangements
for life-vest and raft rental had also been
made in advance.
Following registration, we attended
a poolside presentation of water landings, life-raft inflation and other emergency procedures conducted by an
expert search-and-rescue offi cial. A
practice raft inflation took place in the
pool.
We settled in and had a nice dinner
and became acquainted with other participants from as far away as Canada
and the Pacific orthwest. A final briefing was given after di nner.
The next morning some 35 aircraft
launched from Key West at timed interABS March 2005
vals. Key West Departure Control
vectored us to TADPO intersection
(47.4 M on the EYW 141 radial). We
were handed off to Havana
Center and flew nearl y due
south to the Varder NDB on the
northern coast of Cuba.
Havana was off to starboard.
Cuba was bathed in bright sunshine
as we flew 90 nm across the island to
Cayo Largo VOR, off the southem coast.
I was particularly impressed and
pleased with the friend ly and helpful
nature of the air traffic controllers of
Havana Center. They issued greetings,
were very patient with those of us who
were apprehensive. and wished us the
best on our adventure. I understand they
look forward to the overnight each year.
Upon departing Cayo Largo there is
ocean, and one does note the lack of land
on the horizon. Of course. the engine
sounds a bit different. and it takes a bit to
reassure yourself that all is well.
From Cayo Largo it is 98 nm to
ATUV I intersection, still 43 nm fro m
Grand Cayman. At ATUVI we contacted Cayman Tower and were ushered in
along the coast, over the cruise ships
and to final approach at Grand
Cayman.
We had a great time
with the Caravan
group on the island.
www.bononza.org
There was a wonderful day trip to Sting
Ray City where we snorkeled, played
with and petted the sti ngrays. They have
a soft and silky touch.
Other options inc luded a small
submarine trip along the reef and other
outings. There were friendly group
dinners at local establishments, a program called the Culinary Caravan. We
attended informative seminars involving aviation insurance, medical certifi-
cation and other matters.
On June 19 we departed Grand
Cayman for Key West. where we
cleared customs. Then we flew back
home to Tulsa.
The Cayman Caravan was a most
enjoyable and exciting experience. It is
hard to describe the feeling of flying over
Cuba, thinking of
her history and
former
relations wi th the
U.S.
We plan to enjoy the Caravan expe-
..
ri ence again . Perhaps we will see some
of you the re. If you are interested. visit
the Cayman Caravan website <www.caymancaravan.cQm> ~ r more information.
Page 8920
APPROVED PILOTS
f you are like most ai rplane owners. you don 't want other
pilots flying your airplane. Fact is. airplane owners for
the most pan are very picky about their airplanes. After
all, our airplanes are very personal and we take great pride in
their condition, and that includes who flies them.
But if you do have to have someone fly your plane, do
you know what your insurance policy says about approved
pilots? Maybe you do. Maybe you don·1. One thing is cenain:
If you allow someone to fly who doesn't meet the requirements
spelled out in your policy, and they have an accident, you
could find yourself with NO I SURA CE COVERAGE!
In this aniele, I wi ll explore how you can know for sure
who can and cannot fly your airplane based on your policy.
A side I/ole: I' ve heard Ollll/ers ,ell OIher pilor;' whel/
asked if Ihey lIIilllel SOllleOl/e fly Iheir airplal/e, "Sor/); Illy
il/sl/ral/ce lIIill 1101 allow allyolle else 10 fly III)' airplalle."
IVhile Ihis ilia), 1101 be correCI, it is okay 10 blallle your illsuralice COlllpall)'; after all, it's easier 10 blallle thelll thall 10 tell
a frielld YOli dOIl't .ram 10 share your airpl{lIIe!
In most aircmft insumnce policies there are three ways to
have someone be an approved pilot. These are: "Named Pi lots."
"Open Pilot Warmnty" and "Special Policy Conditions."
When you buy your policy, you will provide the information for pilots who will be specifically named as approved
pilots. These approved pilots are usually listed in the
"Declarations-' or "Coverage Summary Page" of your policy.
These pages identify the "Named Insured," "Aircraft,"
hpolicy Term," "Purpose of Use" and. among other things,
the "Named Pilots," (including you).
You'll also find these pilots listed on your insumnce
application and insurance binder. Keep in mind that insumnce
underwriters looked at these pilolS when they quoted your
insurance, which means the qualifications of the "Named
Pilots" have a direct impact on how much you are paying.
Another way to identify who may fly your airplane is the
"Open Pilot Warranty." This is usually found in the same
area as the " amed Pilots" on your policy. Here's an example of how an "Open Pilot Warranty" might read :
AllY Pril'Gle Pilot or beller with {Ill Illslrumelll Rating
alld a lIIillillllllll of 750 Total HOllrs as Pilot ill Commal/d,
250 Hours ill Retractable Gear Aircraft, alld 25 HOllrs ill the
Make alld Model lmllred.
This warranty is set by the insurance underwriter and is
usually not a negotiable item.
In some policies, there is another area where you will
find a clause that allows other pilolS to fly your airplane. It
may vary, depending on the insurance company. and some
companies will not have the clause at all. You' ll have to look
for it, but in some policies there will be a special endorsement of a special condition that will stipulate your plane may
be fl own by another pilot in conjunction with maintenance.
Here are a couple of examples of this type of clause:
PART ONE - GENERAL PROVISIONS AND CONDITIONS Paragraph 2"The Pilot Flying Ihe Aircraft" does not apply to your aircraft while it is in the core. custody or control of on FAA approved
facility for the purpose of maintenance or repoir and provided that
you hove not prejudiced our right of subrogation or recovery against
such repoir station or repoir facility.
limitations on use. To be covered under your policy. the aircraft must be owned. maintained or used only for the aircraft use
described on the Coverage Summary Page and flown only by a
pilot or pilots described there.The aircraft must also be registered
under a Standard Airworthiness Certificate issued by the FAA or its
foreign equivalent. While your aircraft is in the core. custody or
control of on FAA Approved Repoir Station for the purpose of maintenance or repair. the "Pilot" section on the Coverage Summary
Page will not apply. provided you do nothing which would affect
the "Rights against third porties' section of your policy.
These examples allow someone to fly your aircraft in conjunction with maintenance or repair. However, note the terms:
"FAA approvedfacililY" or "FAA Approved Repair Station." If
you have your maintenance done by someone who is not
working for an "FAA Approve{" shop, this clause does not
apply.
Funher, if you do go to an "FAA Approved" shop and
you sign a work order or maintenance agreement that
includes a liability waiver. you've nullified this condition of
your policy.
I know this all sounds like a lot of legal mumbo-jumbo.
but it 's imponant that you clearly understand who may and
may not fly your airplane. I' m not saying you have to use
only an "FAA Approved' shop. I'm saying you've got to
understand your aircraft insurance pol icy.
Recap
There are three places in your policy where you will find
who may and may not fly your airplane. You've got the
.. amed Pilots." "Open Pilol Wan-dmy" and "Special Policy
Conditions."
If you are confused or have questions about this, ask your
insurance agent to help you. That's pan of his or her job.
At Falcon Insurance Agency, we will make sure you have
a clear understanding of all aspects of your policy. We take
great pride in making sure you are covered, and we stand ready
to help you, especially understandillg your insurance covemge.
When it comes to aircraft insurance, don 't guess. Call
the American Bonanza Society Aircraft Insurance Plan
(Falcon Insurance Agency) at 1-800-259-4227.
Be Safe and Happy Flying!
Falcon Insurance is the agency lor the official ABS insurance program. John
Allen may be reached at 1-800-259-4ABS (4227). Falcan's webSite is
<WWW.falconinsurance.com>.
CORRECTION!
Re: Artwork donor
The February ABS Maga:ille, page
8886, incorrectly stated that I donated
some artwork for auction (to benefit the
ABS/ASF Endowment Fund). It was
actually donated by ABS member Gary
Biba of Austin, Texas. I wou ld like to
thank Gary for hi s generosity and
support of ABS.
-Jock Threadgill. Bryon. Texas
ASS Past President Jack Threadgill holds artwork
thol was donoted by Gary Biba for auction.
Brittain autopilot repair
After much searchi ng for somebody to work on my Brittain B-5
autopilot, I decided to bite the bullet
and take my plane to Brittain Industries
(9 18-836-770 I) in Tulsa, Oklahoma.
That was the correct decision. They are
equipped to install , check and even
remanufacture out-of-production parts.
It took longer than estimated, but some
parts were originals from 1968 and had
to be replaced. Everything was itemized and all work was checked for
proper operation.
When all was complete, we flew
the airplane to verify that everything
worked satisfactorily in the air. Later,
office manager Cecilia Henderson
checked to make sure I had the proper
paperwork and was satisfied.
I can highly recommend Brittain to
those who have one of their autopilots.
-Bill Orban. Brondenton, Florida
Tip for Power Tow users
For those who use the popular
Power Tow tOIVbar system, here's a tip.
I had some noise in my nose wheel
bearings, and upon investigation, discovered that the grease seals on the
right side had been damaged by the
Power Tow cup that fits over the axle
nut.
The foam pad inside the cup deteriorates (it is just soft foam and not
very durable) and allows the axle to
extend too far into the towbar cup.
Then the edge of the cup impinges on
the grease seals. especially when turning the aircraft. and causes severe damage to the seal assembly. The damage
causes the seal ring to become cupshaped in cross section and it no longer
traps the felt properly and no longer
provides a seal. This allowed dirt and
water into the bearing. causing damage
that required replacement of the entire
bearing/seal assembly.
You can check for this by inspecting the large metal ring pan of the
grease seal. It should be flat with no
scuffs or other damage evident. Install
the towbar and check for contact of the
cup with the ring, especially when turning the aircraft with the towbar.
I removed the cup portion of the
towbar and used a lathe to remove
about a quarter-inch of the cup depth.
ow it does not touch the seals but still
performs adequately. I also installed a
more durable piece of rubber sheet over
the foam pad to improve its longevity.
This seems to have fixed the problem.
- Robert Owsley. Trophy Club, Texas
NOTE:We have experienced other cases
of the some problem. I talked to Power Tow
about this. and they said that if the adJuslment of the cup is properly done. this won't
happen. I think either cuHing the cup down.
or adding a more substantial spocer would
work as well. It certainly bears wotching as it
can ruin a wheet.
lATE BREAKING NEWS: Power Tow has
on improved adapter end for the
Bononzo/Borons (800-635-5565) <www.
powertow.com>.
-Neil Pobanz. ASS Technical Consultont
RAPID parts
over the Internet
When you buy parts from RAPID
over the Internet, they waive handling
charges and ground shipping is free. But
you must be sure to choose UPS
GROUND and then choose the free ship
tab. I saw nothing to indicate this was
the way to obtain free shipping. So on
my first two orders, I chose FedEx
Ground because they are cheaper and I
have an account with them. RAPLD
charged me for shipping on both orders.
When I called to learn why [ was
not getting free ground Shipping. [ was
infonned about choosing UPS 10 get
the shipping charges waived.
- Tim Brown, Midlothian, Texas
Recruitment tool
Thank you for forwarding a most
complete and useful "prepurchase 1001"
for me to use. I'm so satisfied that I'm
now heading back 10 your online site to
join ABS. I now see why so many
Bonanza owners advised me 10 join
ABS. They all seem very satisfied with
the organization.
- Gary Schulz. Merrill, Wisconsin
EDITOR'S NOTE: An excellenl Prepurchase
Inspection Checklist was developed for ABS
losl year byTechnical ConSUltant Arky Foulk. It
is available in the Members Only section of
the ABS website (lost item on the Table of
Contenls page) ar con be e-moiled. moiled ar
foxed to you by colling ABS headquarters
(316-945-1700) .
Sharing knowledge with fellow members
is what ABS is all about. If you have a
good experience with a process or product. share it with your fellow pilots. just
send il to:
American Bononza Sociely
Attn: Forum. PO Box 12888
Wichita. KS 67277
Fax: 316-945-171 0 or e-mail to
<absmai[@bonanza.org>
BY FRED HERZNER, CINCINNATI. OHIO
appropriate technical solution to this probthe wing? It doesn't take a rocket scientist to
ABS member Fred Herzner
lem depends on knowing precisely what Ihe
has a B.S. in aerospace engifigure OUl that this is a problem that needs to
neering and an M.S. in applied
mechanics.Affer 38 years of service
with GE Aircroff Engines. he retired as
chief engineer in 2003. Fred flies a 1978
V35B (NlOGAN) and halds Instrument and
Commercial ratings.
A
s owners of BaronIBonanza air-
planes, we are all aware of the complexities of maintaining our aircraft
in a manner that keeps them safe, reliable
and airworthy. Usually when a problem is
uncovered. a cause is determined and correcLive action is defined and implemented.
either voluntarily or under the direction of
Ihe FAA via Ihe dreaded "airworthiness
direclive" (AD).
So what makes the carry-through
cracking issue differenl Ihan all of Ihe olher
problems owners have handled before? This
article is an allempt to explain that and to
encourage you 10 help ABS reach Ihe besl
solution for all involved.
BACKGROUND As Ihe relired chief
engineer of a major aircraft engine manufacturer. I have faced numerous techn ical
problems involving field failures that threat·
ened fleel safelY and airworthiness. In all
cases, the mitigation process required a precise definition of rOOl cause; an extensive
engineering effoo to come up with a fix: substantiation of the corrective action from both
a technical and a practical perspecti\'e; and
then convincine Ihe FAA and Ihe operalors
Ihal Ihe fix works and has value.
However, even before all of lhis happens, the determination has to be made that
Ihe problem is serious enough 10 be called a
"safely issue." So, where does the spar web
cnlcking issue fit into all of this?
SAH TY Certainly if Ihere is one lhing
everyone agrees on, it is flying "safe" airplanes! BUI, what is Ihe definilion of "safery"?
My definilion is: "any condilion that
Ihreatens Ihe complelion of Ihe flight" This
distinguishes "ordinary problems" from those
that potentially cause serious harm. It also
allows appropriate implementation decisions
1o be made. In FAA speak. safelY issues
require mandalory aClion (read AD).
What about a structural failure that
potentially disconnects the fuselage from
Page 8923
be worked in Ihe safelY calegory. Obviously
such a problem is not to be taken lightly, nor
is it a pencil-whipping exercise to satisfy a
bunch of bureaucrats who just want to give
us airplane owners a hard time.
The carry-through cracking issue is
just such a problem: Are Ihe airplanes safe if
they have cracks in the web or flange, and
will Ihe cracks propagale 10 Ihe poinl Ihal
the fuselage would separate from the wing?
TECHNICAL DEBATE I assume you
have read the executive summary of the
reports by structural engineers Joe
Dwerlkotte and Peter Harradine commissioned by ABS 10 study Ihis problem. I also
suggest you go to Dick Wilson's website
<hnp:llmysile. verizon.nelfdickwilson> 10
see his assessmenL<; and to look at the illustrations describing the structure.
I do not intend to get into the details of
these reports/assessments. However, I will
tell YOll that the ongoing technical "debate"
is normal and healthy in this kind of siluation, as it assures that all possibilities are
explored. It also conlirms Ihal Ihere is a
long way to go before the best path to assuring the structural integrity of these airplanes
is determined.
ROOT CAUSE - An area of much discussion is the "root cause" of the observed
cracking. Wilson made an analysis that. in
simplistic terms. the cracking can be attribuled 1o Ihe flexing of Ihe spar web due 10 ilS
intimate attachment to the wing carrythrough "beam" structure. However,
Dwerlkone and Harradine disagreed with
Ihis hYPolhesis because of some pholos of
cracking that indicate the spar web was
being pulled "out of plane" by axial loads in
the fuselage skin . This conclusion was
based on the cracks being at the edge of the
Huck bolts and nOl in Ihe cenler of Ihe hole.
The realilY here depends on what real
field cracks look like. If Wilson is correCI,
cracks will be formed that reflect the "wing
beam bending mode" he describes on his
website. If DwerikottelHarradine are correCI, Ihe cracks will be formed by Ihe axial
loads in Ihe fuselage and will look significantl y different.
I believe you can now see why an
www. bonanza .org
cracks look like. In addilion. il will also be
critical to know the varimion in these cracks
due to the different loading/usage situations
the aircraft have been exposed to.
The only way 10 do Ihis is 10 have
detailed crack and usage data for all aircraft
that have been found to have cracks.
But is knowing the root cause important'! Of course it is. since the fix depends
on the reason for the cracks forming in the
first place and knowing it wou ld go a long
way in convincing the regulatory authorities
that the problem was under control.
However, what if the root cause cannot
be delermined? Could Ihe problem be managed? I believe the answer is yes, if it can be
established Ihal Ihe cracking does nOl
threaten the structural integrity of the airframe. This also means that no subsequent
cracks wi ll form which wou ld threaten the
wi ng-to-fuselage attachment.
Whal do Ihe "experts" Ihink? As one
can see from the reports and web pages.
there is signiticant disagreement over the
reasons for the cracks forming in the first
place. Wilson's view of the structural characteristics of the wing carry-through structure and spar web is that the cracks observed
so far will nOl affecI Ihe abi lilYoflhe flange
to carry fuselage-to-wing loads.
However, Dwerlkotte and Harradine
assess Ihings differenll y and do nOl feel
there is sufficient knowledge of the structure and loads to make a determination. In
add ition, not enough precise field cracking
data are available to make a good determination either way. The only way of knowing
that is to have an extensive database thm
verifies the absence of such a threat.
THE FAA - In my career I have had Ihe
opponunilY 10 work wilh Ihe FAA at all levels on issues that were of a similar nature. I
can lell you Ihat I have found Ihem 10 be
reasonable and flexible in addressing issues
like this, as long as there was substantial
technical analysis and field data to assure
Ihe safely of Ihe fleet.
In the case of the spar web cracking.
the FAA has taken an initial position that
they will not allow cracks in key components that could potentially threaten the
ABS March 2005
stmctural integrity of the airframe. This is a
reasonable and conservative position. I do,
however, believe that with the "right" analysis and data, they will consider other courses of action that achieve the equivalent level
DwerlkottelHarradine recommend that
a good finite element analysis be conducted
to determine root cause. This should be a
good step in the right direction. as I think it
will give all involved a better understanding
IF YOUR AIRCRAFT HAS CRACKS:
Take the best photos possible.
of safety.
of how the loads are carried and what poten-
Respond fully and accurately to the
second ABS Spar Web Survey (available
KlTS - I want to digress a bit to comment
on Raytheon's repair doubler kits that are
being installed on airplanes that have cracks
outside of the limits currently called out in
the ADs. Wilson's web page has some pretty good descriptions of these kits and how
they are installed in the airplanes.
I am not an airplane structural engineer
nor am I a licensed mechanic. However, I
do have an advanced engineering degree in
structural mechanics and 38 years as a practicing engineer in the aviation engine business. My comments on this kit are:
I) I am not sure they address the funda-
mental loads/stresses that cause the
cracking. This is certainly true if
Dwerlkotte/Harradine are correct.
2) They violate the basic principle of keep-
ing rivets in shear to carry loads.
3) They are extremel), difficult to install
properly.
tial there is for cracks to propagate to the
critical nange area.
5) They appear to destroy the inspeetability
of this area of the structure by ;'buttering
over" with adhesive the area that potentially might crack.
The kit issue is another really important reason to get to the bollom of this problem because, in my opinion, the kits are not
a solution and may be detrimental in the
long run.
GOING FORWARD - So where do we go
from here? I'm sure you have read ASS'
spar web position paper. It fundamentally is
a plea for time with the FAA. Hopefully the
FAA will agree.
such an analysis before they make any decisions on corrective action. However. the
validity of the analysis will depend on
respond. the bener ABS will be able to
things like input loads that are sometimes
use the information. but there is no deadline for sending in survey responses and
crack "maps."
I also feel the FAA will need to see
very difficult to come up with. Therefore it
is critical Ihat the analysis be backed up with
the best field data possible. Thi s means not
only how many airplanes of what type
cracked, but detailed pictures. crack maps,
aircraft usage, etc. for each cracked spar web
found.
This data has to come from you and
your mechanic. I cannot overstate the
importance of this data. In the event the
analysis is not conclusive, the field data will
have to be used to determine the possibility
of the cracks growing into the fuselage-towing attach joint and at what rate.
If this is not established. Beech owners
rently defined. and I think you can tell by
my description of the kits how much I look
forward to that.
SUI>1MARY POINTS .
Carry-through cracking could potentially be a SAFETY issue.
Carry-through cracking could potemialIy OT be a safety issue.
Identification of the "right" course of
action depends on both analysis and
field data.
ABS has a plan to get the analysis
completed.
All owners are depending on YOU and
your mechanic to provide the field data.
WE NEED YOUR HELP!
Expanded spar-web information project
WE NEED YOUR RESPONSE
~ Whether or nol your airplane has cracks
~ Even if yau responded 10 Ihe previous spar-web survey
• And we urge you 10 gel your mechanic involved in your response
A BS March 2005
Document aircraft usage and experience.
at w\Vw.bonanza.org), This survey was
designed through more than a year's
work on the problem to zero in on the
information needed to explain the cracking mechanism. The quicker you
will be faced with installing the kits as cur-
4) The installation actually removes key
parts of the structure that were OEMinstalled.
Make accurate crack "maps."
www.bononza .org
COMME . TS/QLESTIO. 'S"
Feel free to contact me at <fherzner
@cinci.rr.com> if you would like to discuss
this matter with me, or contact Tom Turner
at ABS. ABS has been carrying the ball for
us on this issue.
EDITOR ' S NOTE
To dote there is no service history to
support the theory that properly installed
doublers have any detrimental long·term
effect. Nor do we have any definitive hard
engineering dato supporting the theories
about the inodvisobility of instolling the
Raytheon kit. We are. however. seeking
engineering confirmation one way or the
other and may pursue further analysis or
other testing. We know General Aviation
Modificotions. Inc. (GAMI) is also investi·
gating a possible meons to oddress
crocks in on alternative monner.
ASS is very concerned that doublers
ore instolled properly and has posted on
our website a list of facilities thot have
experience instolling the Roytheon kit. For
more. see the Members Only page of
<www. bonanza .org>. and watch the
NEWS on our home page for updates on
this issue. For breaking news on critical
items. please moke sure we have your
current e-moil address.
If eYcr asurvcy .curvcd YI.r rcspDnsc.
t
irs I~is Inc! Plelse ~el, IS ~el, ,II., (
'Irllci'llilllll~is i.,lrI.11 ,rlject •
TR stUle, ca••e rl••' I. the FcII"UY US
."niu
(,,. ....-4CI ••' I • .-C .c.sllc ........11.1...
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•
Page 8924
AUTOPILOTS & HARD IFR
I once flew with a Baron pilot who was justifiably proud
of the equipment in his airplane. Right after takeoff, he did the
f you fly hard IFR more than just occasionally, or if you
"gear up, punch up" maneuver. The intrepid av iator had only
only use IFR to get on top of the fog or from on top to the
overlooked one small item: He had not reprogrammed his
runway, such as occurs in coastal California, then this
altitude preselect after the last landing, which was still set for
advice may not be for you, On the other hand, it might,
minimums for the last approach (200 feet! ).
because even in sunny California the fog or overcast produces
Imagine our surprise when the Baron nosed down instead
"barely above minimums" approaches up until midday. If the
of climbing. After we did our best imitation of a gunnery run
shoe fits for you and the rest of us. a good. well-maintained
on the cattle grazing in the pasture at the end of the field , we
autopilot is vinually mandatory for
finally figured out what went wrong.
Gall me chicken, but with your
fl yi ng hard LFR.
I cou ld go on about autopilot verIf you are one of the purists autopilot flying the airplane, I sus pilot stories, but you get the idea.
who always hand flies tight assume the supervisory role of If you are going to invest in the new.
approaches to minimums, or makes monitoring the altitude, the instru- sophisticated avionics. and r hope you
an instrument takeoff and hand flies ments and the outside world. The will , then you must know how it all
the airplane for four hours by your- FAA has come around to this think- works. More important, YOli /lll/sl
self then executes a perfect non- ing too. They've begun to expect know how if works ill combination
precision approach to minimums flight-check candidates to use the with eve,ythillg else ill the airplane.
and just barely creeps in over the autopilot proficiently if one is
Launching into the glurp, then
frantically punching bunons, then
approach lighting, r doff the cap of installed in the flight-test airplane.
wrestling with a mad autopilot for conmy aspirin bottle to you. You' re a
trol
of
the
airplane
comes
under the heading of "stupid pilot
better pilot than I. For the rest of us. I consider a missing or
tricks." To prove my point, let's take a little autopilot quiz.
non functioning autopilot a "no-go item" for all but the shOltKeep in mind that I've never given this quiz to a pilot who has
est actual IFR flight.
gotten all of the answers on the flrst try!
For the diehard purists who "don 't need an autopilot to fly
hard LFR." I've listened attentively to your stories, but then I
Question # I - How many ways are there to disable an autopilot?
walk away thinking, "If you are in serious [FR, and you are by
Question #2 - Can you name all of them? Then do so.
yourself or with a cabin load of nonaviators, then who is looking outside and making the calls. "thousand above." "five
First. try to name all the ways without peeking at the
hundred above minimums,"" one hundred above" and "MI answers below, then carefully read all of the answers. Next,
!MUMS, NO RUNWAY"?
ask some of your flying friends to try to name all the ways.
Call me "Chicken of the Airways" if you like, but with
You'll be amazed. as I was, at how few pilots can name all of
Otto or George or whatever you call your autopilot flying the
them. So for your eyes only, here goes ...
airplane, then I can assume the supervisory role of monitoring
# I Punch the momentary contact switch on the yoke
the altitude. the instruments and the outside world while the
marked
"AP DISCONNECT."
autopilot flies the approach.
The good 01' FAA has apparently come around to this line
#2 Use the "OFP' switch on the autopi lot control panel.
of thinking too. They ' ve begun to expect flight-check candi#3 Find and pull the "AP" circuit breaker. Some airplanes
dates to be able to use the autopilot proficiently if one is
are required to have this CB "collared" to make it more easily
installed in the fli ght-test airplane.
identified. This is a good idea. You can mark your AP circuit
On my last simulator training rides, we were expected to
breaker with a piece of string or tiewrap so you can readily
program the flight director to the "go around" mode, and the
find it in the dark while your autopilot tries to introduce you to
flight management computer to the depanure procedures
unlimited acrobatics'
before starting our takeoff roll. Right after liftoff, we were to
EDITOR'S NOTE: Since aulapilot failures and Irim runaways give the
"(landing) gear up and punch up (the autopilot)."
same indications, the emergency procedure for on unplanned excursion
[n a Bonanza or Baron with dual G S 530/430s and a
from flight path calls for pulling the PITCH TRIM circuit breaker. This
King KFC-200 series or an S-TEC-55X autopilot system, it
resolves either the trim runaway or on autopilot failure. Pilots should tiecan be not as intuitive to figure out what the autopilot is
wrap or otherwise mark the pitch trim circuif breaker tor easy locating in
following as it is in the bigger airplanes.
an emergency.
instrument panel or perhaps under your throttle console. It has
the buttons or switches you use to tell the autopilot what to do.
The buttons are marked ON/OFF. HDG (heading). NAV and
APP (navigation and approach) and ALT (altitude). In some
installations, there may also be a toggle switch elsewhere on
your panel marked "A P" that turns the autopi lot control on/off.
• THE AUTOPILOT COMPUTER usually resides behind
your rear cabi n bulkhead with other remote avionics boxes. It
does just what the narne implies: It receives inputs from the
autopilot controller, the altitude transducer. the various inputs
from you r navigation systems, such as heading and left/right
needle movement, attitude gyro or flight director. and
computes the proper commands to send to the autopilot servos.
THE AUTOPILOT SERVOS are located in the tail of the
airplane (for pitch control and altitude holding) and in the
wing (usually in the right wi ng) for roll control. Some lucky
Bonanzas and Barons have a second servo in the tail for yaw
control (the yaw damper). This servo takes the wiggle out of
Bonanzas and Barons in turbulence. The yaw damping is so
important for high altitude flight that many jets have two of
them and cannot fly unless both are operational.
#4 Momentarily turn off the avionics master switch. and
then turn it back on.
#5 (We're getting desperate ... ) Turn off the battery
master switch, then turn it back on.
#6 (Last resort!) Sharply ya nk or jerk on the airpl ane
yoke, or sharpl y roll the yoke left or right, then back to neutral. You may have to yank or jerk to disable the pitch control.
then sharply roll to disable the roll servo. These are abrupt
maneuvers for the purpose of breaking a shear pin in each of
the autopilot servos, not to climb or di ve or roll the airplane.
Each of the servos-the roll servo in the wi ng, or the pitch
servo in the tail-has a shear pin in the servo clutch plate that
can be broken by an abrupt jerk or roll by the pilot's controls.
(Note: Some autopilots will disconnect without failure if
the pilot makes these types of control inpul.)
Most of the pins are about 118-inch in diameter and made
of plastic. They pin the driving and driven plates of the servo
together and are designed to shear with abrupt inputs. Of
Here we diverge, depending on what brand of autopi lot
you have and, for some other brands of airplanes, what exactly the servos do.
If you have a Brittain autopilot, your servos are operated
by pneumatics instead of electrics. They are very smooth in
controlling the airplane and have the adva ntage of working if
the airplane electrical system goes away. The bad news is that
they go away if the vacuum system fails.
r once owned a Mooney that had a full-time wi ng leveler
made by Brittain. The wing leveling cou ld only be disabled by
pressing and holding down a switch on the yoke while you
made a banked tum. 1 liked il. but some Mooney pilots hated
it so much they taped the switch down to disable il. The
Brittain autopilot was standard on BonanzaslBarons and a lot
of other singles in the 1960s.
course, after executing thi s maneuver, you' ll have to visi t your
autopilot repair shop to get the servos reset.
Technical terms
Now that I'm throwing around technical terms about
autopilot parts. I suppose it is time to explain them and where
they fit and reside in your airplane. Let's start at the part you
can see and touch and work our way out from there.
• THE AUTOPILOT CONTROLLER resides in your
Roll or pitch servo
Modern ai/plane design has learned to trust electrical
systems more thau vacuum systems, so / '1/ COllcel11rate the rest
of the explanations on electrical al/lopilots.
Back to the autopilot servos. They are small electric
motors that drive a capstan, around which is wound several
strands of braided steel cable, that are clamped to your airplane control cables. As the capstan turns. it pulls on your airplane control cables to move the control surfaces. That's why
[ said last month that during an autopilot installation we have
to send our smallest, skinniest technician into the tail of your
airplane to adjust your control cable tension. [f your control
cables are out of rig, they make the autopilot do strange, unexplainable things. Then you blame the autopilot or us. when it is
the airplane's fault.
Now that we know that the servos get their input from the
autopi lot computer, we will explore where the computer gets
its input. Here again, we diverge in autopi lot design between
attill/de-based autopilots and rate-based autopilots. Before
explaining the differences, [' II name the brands of some of
each type. Most Bendix/King. Century, Mitchell and Edo-Aire
are allitllde, or otherwise known as position-based systems.
Brinain, and now S-TEC, are rate-based systems.
All autopi lot systems are lazy. They want to return to a
state of unaccelerated stability and stop.
SERVOS are electric motors that operate by movi ng
themselves just enough to zero out their voltage input. then
stop.
Pm'ition-based or auill/de-based systems get their position both in pitch and in wings-level from the flight director or
attitude gyro. Additionally, their heading information comes
from the heading bug of the directional gyro. and their navigation traCking information comes from whichever left-right
display the pilot has chosen to feed to the nav mode.
The downside is that if the gyro horizonlOight director is
lost, the autopilot is lost with it! And the really bad news is
that if the gyro is vacuum- or pressure air-driven, they don't
ever seem to just flag themselves and stop. As they are slowly
dying, they tumble or sag or produce an unusual attitude that
the autopilot will gleefully try to follow.
The result: Now that you ' ve lost your gyro-horizon, your
autopilot and you are in an unusual attitude on partial panel.
That's why Bendix/King and the others long ago went to electric gyro horizonslflight directors for these autopilots.
Rate-based autopilots such as the S-TEC are the ones I'm
mostly familiar with, and for reasons I'll explain, I most personally prefer. [n these, the wings-level position is derived
from the electric turn coordinator, which is an inclined gyro.
S-TEC has produced the Series Twenty and Thirty/alt in which
the electric turn coordinator, annunciator lights and selector
switches are all entirely contained in one 3 1I8-inch instrument
hole. The turn coordinator uses very little voltage, and therefore, even if electric power is lost, the reference gyro will continue to spin for quite some time.
Page 8927
50 TEe altitude transducer
Altitude information is derived from an independent
altitude transducer and, along with accelerometers. provides
altitude-hold infonnation to the autopilot computer. On the
S-TEC Thirty/alt. li ke the attitude-based systems, heading
information is picked off the directional gyro, and navigation
is derived from the left-right needles or whatever nav system
(VOR, localizer or GPS) is being fed to it.
The S-TEC system is solid-state and virtually bulletproof.
Why do I like it so much? Because if you lose vacuum/pressure, as in a fail ed pneumatic pump, you still have your wingleveling autopi lot.
WARN[NG' Nothing is ever foolproof; a vacuum fai lure
wi ll fail an air-driven directional gyro. If you are in the HOG
mode, the airplane will try to follow the heading bug on the
now wandering directional gyro.
I once had a vacuum failure in my Bonanza while in the
clouds on an airway at 8,000 feet. [ was flying on my S-TEC
60-2 autopi lot in the HOG mode and my tirst hint of the
vacuum failu re was when ATC asked me what my heading
was. By then my OG and my vertical card magnetic compass
di sagreed by about 90 degrees. Luckily my desired course was
due west (no magnetic compass error). [ disengaged the HOG
mode, selected a waypoint on my route of flight in my GPS ,
engaged the nav mode and continued westward.
That, of course, brings up the other point of my autopilot
quiz. When you lose your vacuum system on your airpl ane,
what have you lost. and what do you still have avai lable?
What about when you lose your electrical system, but not
your vacuum system? What if you are having a really bad day
and lose them both?
I'll stop here before we get to the non-aviator questions:
But what if the engine fails? What if a wing fa lls off? In fact.
I think I'll stop at thi s point until next month . See ya.
Jim Hughes is the chief pilot, corporate aviation at Embry-Riddle Aeronautical
University, flying a Citation If. He 0150 heads Marketing Dnd Professional Services,
a consulling firm specializing in flight lesl Gnd avionics integration. His ratings
include ATP and A&P licenses, and type ratings ranging from Boeings to Sikorsky
helicopters. He has more than 21.000 hours, including over 3,000 hours in the
Bonanza, Baron. Duke and King Air.
www.bonanza.org
ASS March 2005
REGIONAL NEWS
-------~---
-- ----
-
-
---
----
-
Pacific Bonanza Society Willits Municipal Airpon just
Members of PBS are planning a weekend fly-in April 15-18
to Fan Bragg on the California
coast about 100 miles north of San
Francisco. After landing at Ells-
The famous Skunk Train in the redwoods.
south of Fon Bragg, we will head
for Grey Whale Inn for our
sociaUmixer. Dinner on your own.
On Saturday. a special excursion aboard the famous Skunk
Train from Fort Bragg to
Northspur will take us deep into
the ancient redwood forest where
the beautiful wild rhododendrons
will be at their peak.
Enjoy shopping. a visit to the
Botanical Gardens or a stroll
along the beach which is within
easy walking distance of our
Rocky Mountain Bonanza Society
RMBS has planned a fly -in to spectacular Bryce Canyon
National Park in southwest Utah. for Friday. June 17, through
Sunday, June 19. Join us to experience some of the world's most
unique rock fornlations. abundant wildlife and a panoramic
view of three states approaching 200-m ile visibility.
Getting around will be so easy: After landing at Bryce
Canyon Airport, call Ruby's Lodge for a free one-mile shuttle
ride. Check in for a two-night stay. pick up food vouchers for
dinner Friday evening, breakfast Saturday and Sunday. and
box lunches for day trips on Saturday. Dinner on Saturday will
be at the Bryce Canyon Lodge.
Bryce Canyon was designated a national park in 1924. It
was named after Ebenezer Bryce who invited those passing
through to visit and enjoy the colorfu l limestone rock
formations. About 1.5 mill ion visitors each year view the
bizarre shapes including slot
canyons, windows, fins and
spires called '·hoodoos.'·
Some geologic vistas named
after their shapes include
most exciting and memorable walks and hikes imagi nable.
Hiking can begin at the Bryce Canyon Amphitheater,
between Sunrise and Sunset points. a half mile one way. Day
hikes begin at .3 mile one way to a more extensive 8.6-m ile
hike one way. Trails below the rim involve steep climbs out of
the canyon.
You can go on a stargazing hike with a park ranger as a
guide. And our fly-in organizer Bob Humphrey is planning to
lead a day hike. Hiking is customized to fit your needs. There
is a free shuttle available every 15 minutes to take you through
the park.
Other activities include horseback riding, telescope
stargazing, ranger programs, geology lessons and a rodeo
Saturday night. Ruby's has a unique store filled with handmade.
one-of-a-kind Indian crafts, jewelry, artifacts from the canyon
and historical memorabilia. You just have to come and see for
yourself!
Indian Princess, Wi seman,
Crooked Hoodoo, ET and
the rabbit-just to name a
few.
Tinted with colors too
numerous and subtl e to
name, these whimsically
arranged rocks create a
wondrous landscape of
mazes offering some of the
A BS March 2005
lodging. but return in time for our
always enjoyable social hour and
dinner.
Register on <www.pacificbonanza.org> or call Ray Redden at
(9 16-390-1499). -SIeve IValker
I 'm not exaggerat-
ing! This RMBS event
will provide lasting
memories fo r all who
join their flying friends
for camaraderie. conversation and lots of
laughter. And we will all
flyaway relaxed. rejuvenated and refreshed !
For more info or to
register.
contact
Bob
<bbhu mph re y@s tar
band.net>.-Bi/l Slol'a/l
www.bonanza.org
Page 8928
BBM EXPER ENCE
.IUNE 2-5, 2005, TULLAHOMA, TENNESSEE
We wam eve,)' attendee to learn
lIlore about what BPPP plVvides and
the role it can play in reducing the cost
of your aviation insurance and your
abil ity to obtain higher coverage limits.
So there will be a two-hour segment of
seminars that wi ll be open to eVe/Jone l
An ABS/AS F Service Clinic will
offer the same inspection as all clinics at
$160 for Bonanzas and S200 ror Barons.
Register by contacting the ABS office at
316-945- 1700.
Tours
A two-hour tour of Arnold Air Force
Base Experimental and Diagnostic
Center offers an opportunity 10 see their
enormous wind tunnel and a cannon that
embers of four regional
Bonanza groups are planning [Q gel together for a
big weekend June 2-5 in
Tullahoma. Tennessee. In addition to
visiting the new Bonanza/Baron
Museum and its Super V Bonanza (a
twin engine V-tail), the first Baron built,
the 1947 Model 35 - SIN D-18 and the
Excalibur Twin Bonanza, there will be
many Staggerwings and Beech 18s.
With an ABS/ASF Service Clinic. a
shortened version of the Beechcraft Pilot
Proficiency Program (BPPP), a couple
tours, seminars and, of course, plenty of
great food and fun , this is a weekend to
mark in your calendar.
M
Food First
On Saturday, June 4, the entire 120
seats at Miss Bobo's Boarding House (a
very popular dining establishment (i n
nearby Lynchburg) have been reserved
for the first 120 persons to sign up. Miss
Bobo's requires a deposit by May 14.
Dinner each night will be served at
the BBM: Seafood on Thursday; BBQ
pork, beef and chicken on Friday: and
Southern fried chicken on Saturdaywith all the trimmings, of course.
Every night, Hospitality Time with
a cash bar will be centered around "Old
Hangar No. 7" (formerly known as Jack
Daniel's Pub), which is now the new
addition to the Beech 18 Hangar.
Selftinars & Clinics
You can sign up for an abbreviated
BPPP clinic which will include two
hours of personal instruction from a
certified BPPP instructor plus ground
and in-flight training at a cost of $250.
To take advantage of this BPPP training,
get the Registration Form from Harold
Bost (770-719-0638; e-mail hbostmail @aol.com).
fires frozen chickens instead of bullets.
Jack Daniel's Distillery is one of
the must-see places in these mountains.
The aroma is, shall we say, intoxicating!
At full capacity, they can make 100,000
gallons per day of the "good stuff."
Arter lunch . you can take your
choice of visiting Falls Mill. an operating water-powered grain mill, or Valley
Home Fann, a working farm and visitors center. Or if you are just too full
from lunch or woozy from breathing 100
deeply at JD's place, you can go back to
the Museums and relax .
Marilyn Hirsch will speak about the
"Life of Olive Ann Beech-First Lady of
Aviation." She gave the presentation at
the dedication of the BBM last October
and everyone seemed to enjoy it so
much, she has agreed 10 give it again.
Three more seminars are not yet
finalized and will be announced later.
Reservations
Make hotel reservations directl y
with the Hampton Inn (931-461-5222)
85 or at the Jameson Inn (93 1-4557891) $60. Van transportation will be
available for the weekend and rental cars
reserved by call ing Jim Lindsey at Russel
Barnet Auto Sales (931-455-6066).--@-REGISTRATION FORM
For Registration Form and info,
call Harold 80st (77o-719~638)
or e-mail<hbostmail@aol.com>.
Page 8929
www. bonanza. o rg
ABS March 2005
DO THE RIGHT THING
I'm really impressed with Art
Brock's work on the vendor review
service, now available on the ABS
website (article on page 8903). I didn't
think it was a good idea early on. but
came around as Art carefull y
constructed a format that will help
members find and assess shops and
mechanics.
The reason I wasn't an early
supporter was my experience resolving
complai nts both at ABS and elsewhere.
Sorting
through
I 'm-ri ght/you' re-
wrong disputes is depressing at times.
as it can bring out the worst in people.
So I was leery about providing a
platform for potential bad-mouthing.
In the beginning ...
I got my first taste of complaint
mediation at the Texas Apartment
Association (TAA). where I was communications VP for six years. I heard a
lot of sob stories from renters who
were bei ng evicted, losing their security deposits. waiting endlessly for
repairs and so forth .
I started out sympathetic to the
plight of residents, since it's common
know ledge that landlords are evil
beings. Um, well, until I started digging into the complaints. It wasn't just
that there was another side to the
storie . . It was that there was a factual
side to the stories.
I kid you no\. at least nine out of
10 complainants lied by commission
or omi ssion-ei ther telling an outright
untruth or leaving out key elements.
The tenant sob stories frequently
became landlord horror stories: unpaid
rent, trashed apmlments, unauthorized
pets or squatters.
Were there bad landlords?
Absolutely. In fac\. some of them
deserved to be called slumlords. But
they definitely were the exception to
the ru le. (And for the most part. they
didn 't belong to TAA, which is active
in educati on and ethics in renta lproperty managemen\.)
Just the facts, ma'am ...
Generally I'm a trusting person,
but my TAA experience-and later.
customer interaction at Rent-A-Center
2004
-provided me with a healthy dose of
skepticism. Nowadays I sti ll employ a
sympathetic approach to conflict
resolution between ABS members and
vendors. BUI my sympathy is tempered
by fact-checking and ferreting OUI
discrepancies in each version of "the
truth."
So I initially viewed Art's vendorrecommendation project with trepidation. In particular, the specter of
negative reviews made me very skit-
tish-both for ABS and for the
member who may let anger cloud his
judgment in comm itting words to a
public forum.
But the fact is Ihat ABS members
have asked for this kind of experienceSharing opportunity where vendors are
concerned. So we rely on the reasonable nature of ou r members to make
this a positive, valuable service to each
other.
I urge you to keep your reviews
fact-based. Keep them thoughtful,
thorough and fai r. It's what you wou ld
expect of your fellow members. And
it's what they expect of you. -@-
WINNERS
GRAND PRIZE
Leonard Grassley, Pacific Grove,
California. won his choice of registration and lodging for two at the 2005
ABS Convention in Dallas. Texas (airtare
not included) Q.!l a S1.000 ABS Life
Membership.
T!te. ,rlt tiat,pan bad/ Leonard
recruited 1 new member. He bought an
ABS membership for his father. Leonard J. Grassley. as a gift.
TOP RECRUITERS
1sl place: Ron Vickrey, Port Orange, Florida (8 new members) wins an ASS Rotating Watch and ASS Oakmont jacket.
2nd Place (Tie - 4 new members recruited).We drew two names for 2nd and 3rd
prizes:
2nd prize: Lloyd Richards, Canada, won
an ABS Rotating Watch and 2005 membership to the BonanzaIBaron Museum
in Tullahoma. Tennessee.
3rd prize: M. E. Holden,Australia. won an
ABS Rotating Watch and ABS twill shirt.
4th Place (Tie - 3 new members recruiled) All 3 recruiters
won an ASS Rotating Watch. Michael Kimmerle, Germany;
Louis Dunn, Mooresville, North Caralina; and Larry Horton,
Port Orange, Florida .
Remember, just like this year~ Grand Prize winner, you only have to recruit one new member to be eligible
for the Grand Prize drawingl Watch the ASS Magazine for our upcoming membership campaign.
ARCH
10-13 - ABS Service Clinic _Albuerquerqe, New
Mexico (ABO). Cutter Aviation. Contact: ABS HO
316-945-1700, or sign up at <www.bonanza.org>.
11-14 - Pacific Bonanza Society Fly-in _Whale
Watch. Punta Chivato, Mexico. Contact : Steve
Blythe 949-951-4857, or visit <www.pacific
bonanza.org>. SOLO OUT!
17-20 - Pacific Bonanza Society Fly-in _ Whale
Watch. Mulege, Mexico. Contact: Steve Blythe 949951-4857, or visIT <WWW.pacificbonanza.org>.
18-20 - BPPP Clinic . San AntoniO, Texas (SAT).
Contact: BPPP registration office 970-3771877 or fax 970-377-1512.
19 - North East Bonanza Group Fly-in . Hagerstown Aircraft Services (taxiway papa) .
Hagerstown, Maryland. Contact: Tracey Pofter.
APRIL
1-3 - BPPP Clinic. Greensboro, North Carolina
(GSO). Contact: BPPP registration office 970377-1877 or fax 970-377-1512.
12-18 - Sun 'N Fun.
12-1B - North East Bonanza Group Fly-in - Sun
'N Fun . Lakeland, FL. Contact: Steven Oxman.
15-18 - Pacific Bonanza Society Fly-in.
Willits, California Skunk Train to Ft. Bragg.
Contact: Ray Redden 916-331-9530, or visit
<www.pacificbonanza,org>.
12-15 - Midwest Bonanza Society Fly-i n.
Rough River Dam State Resort Park. Falls 01
Rough, Kentucky (213). Contact: Carol Olson
727-391-9156 or <mbsvp@tampabay.rr.com>.
13-15 - BPPP Clinic _ Columbus, Ohio (CMH).
Contact: BPPP registration olfice 970-3771877 or lax 970-377-1512.
16 - North East Bonanza Group Fly-in _Theatre
& Touring. Hampton Roads, Virginia. Contact:
Fred Schoenleld.
18-21 - Pacific Bonanza Society Fly-in .
Hayward Proficiency Air Race. Hayward ,
Calilornia to Laughlin, Nevada. Contact: Bob
Hecocks 530-273-6423, or visit <www.
pacific bona nza.arg >.
15-17 - Southwest Bonanza Society Fly-in .
2005 Colorado Springs, Colorado. Contact:
James Stiles 918-486-5553.
16 - North East Bonanza Group Fly-In. Island
Getaway. Block Island. Contacts: Hassingers &
Schneiders.
22-25 - Pacific Bonanza Society Fly-In. Banff,
Canada. Banff Park Lodge Resort. Contact: Phil
Hitchings 916-660-9643, or visit <www.pacilic
bonanza.org>.
25-31 - AirVenture . Oshkosh, Wisconsin.
Wiftman Airport.
AUGUST
.JUNE
11-14 - North East Bonanza Group Fly-in .
Jefferson Landing Resort, with SEBS. Ashe
County, North Carolina. Contact: John Sellmer.
2-5 - ABS Service Clinic _ Tullhoma, Tennessee
(THA). Bonanza/Baron Museum. Contact: ABS HO
316-945-1700, or sign up at <www.bonanza.org>
11-14 - Southeast Bonanza Society Fly-in_
John Sell mer's summer place. Contact: Troy
Branning 305-378-8669 or <lVww.sebs.org>.
2-5 - BonanzalBaron Museum "Joint Regional "
Event. Tullahoma, Tennessee (THA).
NEBG & WBS CONTACT: Steven Oxman.
SWBS CONTACT: Harold Bast 770-719-0638 or
<HBostmail@aol.com>.
MBS CONTACT: Carol Olson 727-391-9156 or
<mbsvp@tampabay.rr.com>.
12-14 - Rocky Mountain 80nanza Society
Fly-in _ Glacier National Park. Contact: Mike
Crump <michaeIJ.crump@seagate.com>.
18-21 - ABS Service Clinic. Sioux City, Iowa
(SUX). Jetsun Aviation Centre. Contact: ABS HO
316-945-1700, or sign up at <vlWW.bonanza.org>.
10-12 - BPPP Cfinic _ Colorado Springs,
Colorado (COS). Contact: BPPP registration
office 970-377-1877, or lax 970-377-1512.
18-21 - Pacific 80nanza Society Fly-in_
Durango, Colorado. Durango & Silverton
Railroad. Contact: Dean Eldridge 360-6596641 , or visit <www.pacilicbonanza.org>.
15-17 - BPPP Clinic . Fresno, California (FAT).
Contact: BPPP registration office 970-3771877, or lax 970-377-1512.
17-19 - Rocky Mountain Bonanza Society
Fly-in. Ruby's Inn. Bryce Canyon, Utah. Contact:
Bob Humphrey <bbhumphrey@slarbrand.neb.
20 - North East 80nanza Group Fly-in _ Flying
Circus. Warrenton, Virginia.
21 - North East Bonanza Group Fly-in _Driving
Horses Demo & BBO. North Garden, Virginia.
Contact: Fred Scott.
June 18-July 2 - Pacific Bonanza Society Flyin . Historic Lodges Air Salari. Cave Junction,
Oregon (S03) to Mariposa, Calilornia (068).
Contact: Steve Walker 425-883-1984, or visit
<www.pacificbonanza.org>.
4-11 - Pacilic Bonanza Society Fly-in _ West
Coast Romantic Getaways. Contact: Steve
Walker 425-883-1984, or visit <www. pacilic
bonanza.org>. SOLO OUT!
21-24 - ABS Service Clinic _Woodland. Colifornio (041 ). Woodland A~ otion . Contact: ABS HO
316-945-1700, or sign up at <www.bonanza.org>.
28-May 1 - Southeast Bonanza Society Fly-in _
Birmingham, Alabama. Contact: Troy Branning
305-378-8669 or <www.sebs.org >.
23-26 - Southeast Bonanza Society Fly-in _
Churchill Downs, Kentucky. Contact: Troy
Branning 305-378-8669 or <www.sebs.org>.
TBO - North East Bonanza Group Fly-in. Maine.
7-11 - ABS Annual Convention & Trade Show_
Addison, Texas. <www.bonanza.org>.
7-11 - North East Bonanza Group Fly-in ABS Annual Convention . Dallas, Texas.
Contact: Steven Oxman.
...... ................. ... .
MAY
.JULY
6-8 - Pacific Bonanza Society Fly-in . Yosemite
National Park. Mariposa, Calilornia (068).
Contact: David Lister (408) 778-2415, or visit
<www.pacificbonanza,org>.
9-23 - Australian Bonanza Society Fly-in .
South Pacilic Salari. Contact: Murray +61-39761-9745
or e-mail Doc Green <doc
green@mira.net>.
12-15 - ABS Service Clinic _ Hagarstown,
Maryland (HGR). Hagarstown Aircraft Services.
Contact: A8S HO 316-945-1700, or sign up at
<www.bonanza.org>.
14-17 - ABS Service Clinic. Gig Harbor,
Washington (TIW). Associated Aviat ion
Enterprises. Contact: A8S HO 316-945-1700,
or sign up at <www,bonanza,org>.
Page 8931
SEPTEMBER
www.bonanza.org
FOR FURTHER DETAIL and more
events, visit the NEWS AND
EVENTS link on the ABS website
<www.bonanza_org>.
ABS Marc h 2005
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