April 2000 - American Bonanza Society

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"N3162W is flowlI sOllie 250-300 hours per year for busilless alld pleasure_
Livillg ill the Northeast, we get plellty of opportullity to fly illlFR
cOllditiolls alld f eel very cOlllfortable ill this aircraft_" - Roger J. TU/lle
1974 B58 Baron
3162W is our second Baron. The
first. a beautiful E55,just didn't have the
legroom, nor did it have the club seating
that we find so nice for long family trips.
We are the third owners of N3162W.
The aircrafl. SIN TH-419. was constructed
in 1974 and was based in
Greensboro, North Carolina. until I purchased
it in August 1994 through Carolina
Aircraft and George Johnson (the
"Bonanza Man"). Mechanically, it was
in great shape, but the original equipment
and paint were beginning 10 show wear
and tear. We flew it to our home base in
Nashua, ew Hampshire.
We have had extensive work completed
since that time, including new
paint in 1995 at Keyson Aircraft
Refinishers at Nashua Airport. A VG kit
and aftermarket shoulder harnesses for
pilot and copilot were installed.
In January 1998, The Radio Shop of
Worcester, Massachusetts. completed an
extensive avionics installation which included
a new rFR-certified GPS, digital
transponder, NavComms, DME, audio
panel and a digital graphic engine
monitor.
Immediately after purchasing the aircraft,
a second artificial horizon was
added to the vacuum system. During a
night VFR takeoff. one of the instruments
cracked, causing a leak in the system that
was severe enough to deny vacuum to
either of the artificial horizons.
After a successful flight home, a new
electrically powered artificial horizon was
added, gi ving us the peace of mind of two
independent systems for aircraft control.
I fail to understand how someone could
have all the bells and whistles in their
aircraft in terms of avionics and radios
and nOl have two artificial horizons.
N3162W is flown some 250-300
hours per year for business and pleasure.
Living in the ortheast, we get plenty of
opportunity 10 fly in IFR conditions and
feel very comfortable in thi s aircraft.
We've flown allover the eastern part of
the United States and have also visited
Cancun, Mexico. We have even ventured
as far south in the Bahamas to visit the
quaint little airstrip in Pittstown, which
is partly owned by Sporty's Pilot Shop.
As you would expect in a Baron,
maintenance is expensive to very expensive.
Part of the cost is that nothing is
left to be repaired at a later time or simply
left to wait to the next scheduled
maintenance. Our plane is hangared right
next to the maintenance facility and
Keyson Airways is very obliging by slipping
us in when we need it. I do keep an
extra starter with me since I have lost a
starter three times in some out-of-theway
places: amucket, San Salvador, the
Bahamas and in Presque Isle, Maine.
Our next big trip is scheduled for this
summer when our plans will take us
through the Bahamas, Puerto Rico, the
Virgin Islands, St. Martin, Trinidad,
Caracas, Panama City, Costa Rica. Nicaragua,
Cancun, Key West and then home.
Kind of a Jimmy Buffet-type of trip in
the opposite direction.
My 17-year-old son Ryan will help
with the flying chores, and I plan on having
some friends meet me along the way
10 fly part of the trip with me. I'll report
on the trip in the fall.
Roger}. Tuttle, Merrimack, New Hampshire
EQUIPMENT LlST- 1974 B58 Baron, N3162W
Dual King transponders
Dual KX 155
KLN 89B GPS
King DME
avComms
KingADF
PS audio panel with
four-place intercom
RDR 100 radar
WX 10 Stormscope
Century III autopilot
VG kit
Rosen sunvisors
JPI graphic engine monitor
Dual artificial horizons
De- ice boots, alcohol
props and windshield

~
MAGAZINE
(ISSN 1524·5438)
Pubti~hed b} AMERICAN BONANZA SOCIETY
Ort1nl/.ed January 1967
ASS EXECUTIVE DIRECTOR
EDITOR IN CHIEF
Nancy Joh n~on
PUBLICATION OFFICE
1922 Midfield Rood
P.O. Box 12888
Wichita. KS 67277
316-945-1700
Fa.'I. 316-945·1710
ASS \Iocb sile: hnp:lfwww.bonan7.8.org
ASS e-mail: bonanza2@bonanza.org
Send articles/leiters to the
above address/lax/e-mail.
EDITOR
Bclty Rowley
ART DIRECTOR
Jim Simpson
EDITORIAL CONSULTANT
f'atric Rowley
DISPLAY ADVERTISI:-':O DIRECTOR
John Shoemaker
2779 Acro Park Dri\'c. P.O. Box 968
Traverse City, MI 49684
1-800-77 3-7798, ext. 3317
PRINTER
Village Press, Tm'erse CiIY. Michigan
A P RIL 2000 · VO L UM E 00 · NUM B E R 4
CO V E R
6154 BARON OF THE MONTH:
Roger Tuttle's 1974 B58 Baron
FEATURES
6157 BPPP ... POLISHING FLYING SKILLS
By ROil Vickrey
6164 A STANDBY ATIITUDE INDICATOR VS. A STANDBY
VACUUM SYSTEM. WHICH IS BEST
By Neil PoballZ
6166 A GLIMPSE OF SAN ANTONIO
By JOII RoadJeldt
6167 APPROACHES TO MINIMUMS
By A"drew Forgocs
6169 EXHAUST TIPS
By George Wilhelmse"
6176 THE WCTU BOOTLEGGER INCIDENT
By Joh" Miller
6181 WHEELS AND BRAKES AREN 'T IMPORTANT ...
UNTIL TOUCHDOWN!
By SOlidi Schickel
6186 CENTRAL AMERICA OR BUST
By ROllald Pate
DEPARTMENTS
6156 PRESIDENT'S COMMENTS 6178 AVIONICS AD SECTION
by Ti ldell D. Richards by l im Hughes 8175A
,~,
A:>Nl:AL DUES: US-$4~.
Canada &: Moic0-S45 (l:5l. FOI'titD 575 (l;S)
I ,Ife membershlp-$I.OOO,
Conlat'l ARS Headquanm for ticllils
POSTMASTER , Sen~ Mlldress chanie~,. ~:~;~::~
BONANZA SOC/tTY MAGA£J.\'f. P,O. Box I ~
6nn-2S8S
8159 COLVIN'S CORNER 8189 SHOPTALK
by Neil PohallZ and Ark)' /-o ulk by Lynn lenkills SPPP
SCHEDULE
8171 FORUM 6191 INSURANCE 8163
by 101m Allen, Falcol/lnsurance
6174 ASS MEDICAL PANEL
by John Hasrings, M.D.
6175 REGIONAL NEWS
6192 GROUND CONTROL
by Nallcy lohllSOIl
6193 CALENDAR
SERVICE CLINIC
SCHEDULE
6185
Board 01 Directors Term ClCpires Term ell"pires
TrLDES D. RICHARDS. President (Area 7)
PO BOl; 1047. Sutler Creek. CA 95685
Phone 209-267-0640. fa.,- 209-267-1546
e-mail rkhard~@\olcano.nel
JOS ROADFELDT. V.P. (Area 4)
1548 W. Seuant. Roseville, MN 55 I 13
Phone 651 -488-9385, fax 651-488-9475
e-mail spcsco. inc@mci ..... orld.com
HAROLD BOST, Treasurer (Area 3)
760 Birkdale Drive, Fll.ycue\iilJe. GA 30215
Phone 770-7 19-0638. fax 770-7 19-9826
e-mail bostmail@ellrlhlink.net
2002 MICHAEL HOEFnER, Secreaary (Arta I) 2001
~3 Old Sugar Road. Bolton, MA 01740
Phone 508-35 1-9080. fax 508-351-9081
e-mail n48mh@mctiiaone.net
2001 WILLIAM C. CARTER (Area 2) 2001
7131 Driftwood Drive, SE. Grand Rapids. 11.1149546
Ph~ 616-974-0016, fax 616-676-0346
e-mail wcc@egl.net
2000 JACK CRO~IN (Area 6) :2000
261 Vine Strect. i)en'·cr. CO 80206
Phone 303-333-3000. fax 303-333-2000
e-mail jeronin@ix.nclcom.com
Term expires
JOHN D. UASTlSGS. M,D, (Dire

President's Comments
TILDEN D. RICHARDS
SB 27-3358
By the time you receive
this issue, most
owners of 35s. A35s,
B35s and 35Rs will be aware of Raytheon Service
Bulletin (5B) 27-3358 regarding the
ruddervators and aft fu elage of these aircraft. At
the time of this writing, we are already aware of
several misunderstandings and areas that need
expanded information.
Raytheon arrived at this Service Bulletin after
a testing program which involved real aircraft in
an effort to remove the speed restriction imposed
by AD 98-13-02, Paragraph (I). ABS technical
staff felt the speed limit and testing were justified
due to the number and severity of damage in
the vibration incidents. Several conditions seemed
to be neces ary for the occurrences, but speed was
the obvious one.
In a few cases, we could not identify aircraft
condition problems, but in most cases maintenance
issues were involved. We still are finding
those types of problems, but without the speed
factor, apparently all conditions are not present.
What's included
The service bulletin Lists inspection criteria
which tests have shown will preclude the damage-causing
vibration. Therefore, the SB as shown
on page 2, paragraph E, is an alternate compliance
method to the speed restriction.
The SB lists many inspection conditions, but
essentially covers the repetitive portion of AD 94-
29-04 which, of course, should have been done
already:
It requires the ruddervator balance 10 meet
new restricted limits.
It requires a review to ensure any modifi ­
cations are compatible with each other.
It gives wear limits for hinges. dimensional
limits on skin thicknesses and rivet spacings.
It covers proper trim tab installation, which
we are still finding wrong.
It requires a propeller balance.
If some of these inspections and maintenance
actions have been properly documented in the
logbooks, then less hours will be required.
Testing requirements
ABS is addressing the issue of the testing
equipment specified in the SB, which lists what
Raytheon uses at the factory. The way the SB is
wriuen, it would be illegal 10 use any other kind
of equipment, despite the fact that there are other
suitable manufacturers and methods.
As we go to press, your Society is proposing
alternatives to the testing equipment listed in the
SB. We expect to have FAA approval by the time
this magazine is in your hands. Check with ABS
Headquarters (316-945- 1700) for a copy of the
approvalleuer and list of alternate equipment.
We also have heard that some owners are concerned
about complying with the SB because their
shops may nO! have the required equipment. We
sugge tthat, if this is the case, you consider grouping
with other affected owners to hire a testing
lab to come to your shop. That will make it possible
to kee'p the cost within reason.
Other related actions and issues are:
ABS has requested Raytheon coordinate
with RAPID 10 ensure availability of pans
for balancing.
When dynamically balancing the propeller,
we suggest that you have a pickup auached
to the rear of the engine 10 eliminate any
chance of harmonic vibration from crankhaft
weight problems.
Contact Headquarters about a source for the
difficult-to-find weight anachment screws.
The new ruddervator balance limits may be
difficult to achieve, so contact ABS for advice
from our technical consultants.
It is our hope that these actions will preclude
further incidents of vibration so we can all return
10 full enjoyment of our wonderful airplanes.
Fly safe, Dave.
As we go to press,
your Society is
proposing alternatives
to the testing
equipment listed
in the Service
Bulletin. We expect
to have FAA
approval by the
time this magazine
is in your hands.
Check with ABS
Headquarters
(3 76-945- 7 700) for
a copy of the
approval letter
and list of alternate
equipment.
PASt PRESID ENTS
H J. \ 1c{l~nalun,,\ID 1%~ 1'171
Hankli Rn>
1

BPPP. .. POLISHING FLYI
OVER ST, AUGUSTINE, FLORIDA. AT 7,500 FEEl
the Baron hums happily through smooth air as I
enjoy ftying "on the gauges," Still. good things seem
to come to an end sooner or later-and this day
proves to be 100 exception, Suddenly, a distinct
yawing motion to the Ie
sends a clear
message that something obviously is- not right with
one of the engines, I concentra e on flying the
airplane while identifying and verifying that
indeed the left engine has failed! Failing to
~ove r power aftel following established
procedares, I feather the prop and secure the
engine, The prop quickly coasts to a shuddering
stop with one blade stanaing at sile t attention as
the Baron c ontinues to soldier on at reduced
airspeed, So far, so good. but then the HSI fails just as
I'm instructed to enter a holding pattern at the VOR,
Is this turnlnQ into d really bad day or what
A (
During the lunch break, instructors, attendees and guests are treated to a NASA space
shuttle launch from Cape Canaveral-barely visible erupting from Bill Hale's head, center,
SKILLS
BY RON VICKREY
Hank Canterbury, instructor. explains the importance
of flying "by the numbers, •
ctually, it was a really fun and rewarding day as
these and other simulated emergencies plagued
each of the ABS pilots enrolled in a recent BPPP
recurrency flight training program,
Prior to flight, each pilot was asked what he/she would
like to concentrate on during the flight training sessions, As I
had for each of the past six
years, I chose to focus on instrument
flying plus single engine
and other emergency procedures
during my session with
B ill Hale, BPPP instructor,
During this BPPP Clinic
held February 10 -13 at Orlando,
Florida, 96 pi lot s
logged more than 384 flight
training hours, An additional
five pilots elected to partake
of only the ground school curriculum,
Especially welcome
were the II pilots' companions
who participated in the Companion
Course on Friday and
Saturday,
This was the BPPP's larg-
Page 6157 ABS April 2000

est clinic to date, with some pilots
flying on Thursday as well
as the normally scheduled Saturday
and Sunday. Friday was
devoted to a full day of ground
school at the Radisson Hotel,
with addilional ground training
and flight operations held on
Saturday and Sunday at Orlando
Executi ve airport's Showalter
Flying Service facilities.
Throughout 1999, more than
725 ABS members participated
in the BPPP program. Over the
years, pilot experience levels
have ranged from the newest pilots
with less than 100 hours to astronauts, active military,
airline, corporate and other highly experienced professional
pilots. Some of them have probably accumulated more logbooks
than some of us have fli ght hours.
Members arrive in all our favorite Beech models-from
the 1947 Model 35 Bonanza to the very latest, fresh-fromthe-factory
Baron. But to a person, they all share a common
commitment to improving their flying skills.
As expected. the overall
BPPP objective is to provide
ABS member-pilots the opportunity
to broaden pe rso nal
knowledge and experience levels
whi Ie sharpening operating
techniques applicable to their
Bonanza, Baron or Travel Air.
Armed wi th newly refreshed
skills and knowledge, members
can operate their aircraft with
greater confidence, safety and
enjoyment throughout the full
aircraft operating envelope. Ln
addition, pilot companions often
tell us they feel more confident
and enjoy flying much more after
both they and their pilot have
completed the respecti ve courses. (See accompanying Companion
Course comments.)
During both the ground and fl ight training programs,
the BPPP instructors emphasize safe, optimal flying techniques.
They devote special attention to various unusual
Some of the 95 beautiful Bonanzas and Barons, ready for action.
r
.•
Marilyn Hirsch and Kathy Tatatovich register
the torgest BPPP class yet.
flying situations not normally encountered during a routine
flig ht-all to improve a pilot 'S ability to properly
handle abnormal flight situations. Pilots who meet the requirements
and demonstrate acceptable proficiency can expect
to recei ve an endorsement for a Required Flight Review
(RFR, formerly BFR) and, if appropriate, an Lnstrument
Proficiency Check (fPC, formerl y LCC).
All ABS member-pilots receive a minimum of four
hours of in-flight instruction in
their aircraft with an experienced
flight instructor, chosen especially
for hislher knowledge of
Beech airplanes. Each pilot also
recei ves more than 12 hours of
ground instruction in various subject
areas. Included are aircraft
mechanical systems, pilot health
and medical issues, FARs, ATC,
engine power management, abnormal
circumstances, GPS navigation,
and many other safe operating
techniques considered essential
to safely and efficiently
operate an aircraft under both normal
and abnormal conditions and
situations.
An added valuable benefit of thi s two-and-a-haLf days'
experience is the ample opportunity it affords for pi lots
and companions to meet other members with like aircraft
and to share many rich experiences and knowledge.
cOlllilllled 011 page 6165
ABS April 2000
Page 6158

V35 parts source
Augusto Gonzalez
Metro Manila, Philippines
Q: I live in the Philippines and own a V35
Bonanza, SIN 0-8449. I need names and contact
numbers (e-mail also), preferably in the
United States, of parts suppliers for Bonanzas. I
travel there and usually buy my pans there. However,
Arrell Aircraft, where I used to buy pans,
f1€ently stopped carrying Bonanza parts.
A: Our ABS Magazine is an outstanding source
for parts suppliers as is Trade-A-P/ane. Following
are a few of the sources you can contact.
Avstat Aviation (818-780-6032 or 888-287-
8283), Van Nuys, California
Elliott Aviation (309-799-3 183), Moline,
Illinois
Jenkins Air Service (775-331-4905
Iynnjenkins@att.net), Reno, Nevada
RAPID (Raytheon Factory Outlet at 316-676-
3300 or 800-727 -4344), Wichita, Kansas
Select Airparts (540-564-0010 or 800-318-
00 I 0), Harrisonburg, Virginia
Woodland Aviation (916-662-9631 or 800-
442-1333), Woodland, Cal ifornia.
Lt's always best to have the parts numbers and
your aircraft serial number handy when you call.
- NP
A36 dual yoke
Jerry McLauchlin
Ocala. Florida
Q: I just purchased a 1979 A36 with a throwover
yoke. I am interested in purChasing a dual
y~k~ . Cao you advise a source for the dual yoke
A. There are several sources li sted in the ABS
Maga:ine, including Air Mech (888-282-9010)
for used yoke sales and remals. Performance
Aero (800-200-3141) buys and sells used yokes,
and Cygnet Aerospace (650-32 1-6880) offers a
new PMA dual yoke and new PMA ram 's horn
wheeLs.-NP
G35 panel upgrade
Rick Walkup
Omaha. Nebraska
Q: I have a 1956 G35 with the old panel. What
is my best bet for upgrading this panel I wouldn' t
n~nd. even doing it from the piano keys on up.
A. Aviation Research Systems (503-668-
4542) and Beryl O' Shannon (800-328-4629 or
www.beryldshannon.com) have approved mods
to upgrade the older style panels. Also. Lew Gage
has recently written excellem articles about the
extensive upgrade of his G35 panei.
These articles, including four photos, appear
in this year's January (page 6054) and March
(page 6128) issues of the ABS Magazine. Also,
theABS CD-ROM comains articles submitted by
members and appearing in over 30 years of ABS
Magazines addressing this and numerous other
modifications.-NP
A36 tip tank mounting screws
Dofe McGregor
MoultrIe, Georgia
Q: We have Osborne tip tanks on our A36.
Are the screws holding on the tip tanks made of
brass for a special reason Can we replace with
s!)tinless steel
A: I believe they should be structural steel AN
or MS screws. Brass is normally only used at flux
detector access plates. Stainless screws are not
approved for use in structurally loaded applications
such as mouming tip tanks, comrol surfaces
and other areas.-NP
H35parts
John Nazorenko
Leduc, Alberto, Canada
Q: I have an H35 Bonanza with an original
0-470G Continental engine SIN 74017G580. I
need a new cylinder head temperature sensor (the
original was an AC), a shop service manual for an
Hi 5 and a new decal for the fuse panel door.
A: We are fortunate there are still sources for
most parts on our aircraft. I suggest you try Instrument
Tech (800-229-9078) or Electronics International
(503-439-8484) for your cylinder temperature
sensor. TMDC (800-796-2665) bas the
shop manual and Moody Aero Graphics (800-749-
2462) can help you with the decal. - P
C33A fuel vents
AI Cosentino
Fort Lauderdale, Florida
Q: I have a C33A Turbo Bonanza wi th
Osborne tip tanks.The main fuel bladders (40
gallons each) were replaced, one in 1998 and the
other in June 1999,
Every time I check the fuel level, regardless
of how long J've flown , the bladders seem to collapse
out of shape, At times in the summer, the
fuel would come out the vent. My fuel cell vent
lines are only three-fourths inch long. They' re
supposed to be 1.75 inches long. Could thi s be
the problem along with improperly attached fuel
bJedders
A: Certainly the vent lines need to be the correctlength,
angle and scarf angle. In addition, the
snaps may not be in place on the top of the tank.
ASS April 2000

If the bottom just pulls up, it 's a vent
problem.
The shop manual has a drawing
showing the correct configuration of the
vent. Confirm that the check valves were
installed properly after the cells were
replaced with the embossed arrow pointing
in toward the fuel cell and the word
"hinge" appearing on top of the valves.
Also, confirm there are no obstructions
in any of the vents due to the presence
of insects or mud daubers.-NP
Bonanza floor jack
Richord Ardell
Peru, Vermont
Q: Please recommend a brand and
model of Ooor jack(s) for my Bonanza.
The Beech three-point cradle is too expensive.
I am not able to reach the folks
at Johnson to discuss their three-point
jack. We need jacks that will allow gear
dll"r clearance.
A: I use the Meyers jacks and they
are available through Aircraft Spruce
(877-477-7823). Also, jacks are fre ­
quently advertised in theABS Magazille,
so you might check there also.-NP
B55 alternator belt
Robert Frowe
Denton. Texas
Q: The left engine on my B55 Baron
has a problem with the aitemator belt
coming off after about 10 to 15 hours of
installation. The belt literally tears itself in
half. as if a violent force breaks it in two.
Late in December 1999, Byam Propeller
of Fort Worth, Texas, after balancing
the prop and conducting a Chadwick
Helmuth check. pronounced the balance
rating as "good." My mechanic cannot
see any misalignment in the configuration.
Engine total time is approximately
I i OO hours.
A: This is not an unusual problem for
some Barons and Bonanzas with beltdriven
alternators/generators. Is this a
new problem for you or did it develop
only after balancing the prop or baving
some other work done on the engine or
alternator
I also wonder if the engine/prop balance
was checked by placing a sensor at
the rear of the engine as well as at the
front. This will often detect vibration
problems emanating from the rear of the
engine and possibly detecting bad crank-
shaft hamlOnic balancer bushings.
ormally. there are three causes of
throwing belts: pulley misalignment, an
engine vibration or a missing belt guard.
The belt guard is a stud that is attached
to the alternator tig htening bracket and
protrudes rearward over the belt between
the two pulleys to restrict belt Outter.
Do you have the correct pulleys and
are they really aligned Another member
recently experienced several incidents
of belt loss on both engines after
having both engines overhauled. The
engine shop was finally able to re-align
the pulleys on both engines and it apparently
has cured the problem.
As a side note, I talked with Bill
Carter, past ABS president, who had a
similar problem with his B55. He subsequently
found that there was rust in the
crankshaft harmonic baJances restricting
movement. Another member had a ntissing
belt guard after an engine overhaul.
Replacing the guard solved the problem.-NP
KFC 200 autopilot
Mike Nolan
Phoenix, Arizona
Q: The KFC 200 autopilot disconnect
switch on the pilot's yoke on my
1982 A36 is bad. Do you know of a good
p~ce to get this part
A: Try American Avionics (800-5 I 8-
5858) or Elliott Aviation (309-799-
3 I 83). They should have the parts you
need or be able to g uide you to another
source.-NP
Century 11/ shop location
Lyle V. Burns
Bishop, Georglo
Q: Please gi vc me the name of a repair
faci lity near Atlanta that can fix my
Century III autopilot. The trim creeps
when in altitude hold function. Lowe
Aviation in Macon has tried twice, but
to no avail. They thought it was the trim
a~p~ifier , but I still have the problem.
A. Members report good service from
Lowe on the Century autopilot systems
and gyro instrument overhaul. Often, if
a local shop can't resolve a malfunction,
they may call Century Flight Systems
(8 17-325-25 I 7) in Mineral Wells, Texas,
discuss the problem and possibly return
components to the factory for further
analysis. You can do this yourself as well.
Autopilot Central (918-836-64 18) in
Tulsa, Oklahoma, is another good
source. Quest Avionics (352-873-0000)
in Ocala, Florida, also has the necessary
bench test equipment for the Century
series autopilots. I do not personally
know of a shop in the Atlanta area.
-NP
33 Bonanza stabilizer spar fix
Richard Strawn
Moorpark, California
Q: Can you recommend a product
and facility here in the Ventura/Los Angeles
area that can provide a permanent
fix to the vertical stabilizer spar We wish
to end the requirement forthis inspection.
A: General Forming Corp. (3 I 0-326-
0624) is a source of the reinforcements.
They can be installed by any good shop.
Cruise Air (760-789-8020) in Ramona,
California. is also a good source. - NP
V35B touch-up paint
Guy Schmidt
~onQ Beach, Florida
bl: I am trying to purchase touch-up
paint, but only have the follow ing identitication:
"white 616 Alumigrip" and
" light green 43757 UH Imron." 1 presume
this is enough identification to order
these two paints. It's all I have. Do
you have a recommendation regarding
a source
A: Alumigrip is U.S. Paint and Lacquer
from St. Louis and Irnron is Dupont,
avai lable through any Dupont store that
services truck fleets. One retail source
would be Byerly Aviation (309-697-
63(0). You might try a good local body
shop. Just take a panel that has the color
you want and ask them to match the paint
wi th something that is compatible- NP
33 Debonair low-time
old engine
Mike Crump
Colorado Springs, Colorado
Q: I just purchased a 1960 Debonair
this summer. The engine has only 170
hours but was rebuilt and installed in
1983 and not Oown very much. I noticed
that it uses about one quart of oil for every
three to five hours flown . What should I
look out for Other than the oil consumpti~n
, . the engine seems to run very well.
A. I wouldn't do anything. It may get
ABS April 2000
Page 6160

eller with usage, but if not, and it
doesn't get worse, just fly it.- P
855 wing bolts
Ron Garlson
Ventura, California
Q: I had my wing bolts inspected at
a recent clinic and they look fi ne. Should
I replace them anyway given your new
outlook on this If so, how does the shop
do it Does the rigging have to be reset
If so, I am reluctant since thi s airplane
is beautifully rigged.
A: I f there is no evidence of water in
the bathtub fittings and you've owned
the aircraft under the same conditions all
along, you might be all right.
I'd like some reports back. We' ve
been seei ng some rusty heads and have
received reports of corroded shanks on
ones that have been changed. It should
be able to be done without changing the
rigging by doing one at a time.
The newer ones are lubricated to prevent
corrosion. The shop needs the shop
manual to do this but they should have
it anyway to perform work on the airplane.-NP
855 wing root rubber
Pete Burgher
Howell, Michigan
Q: Where can I obtain replacement
rubber welting for the wing roots and stab~iz~r
roots on my 1977 B55 Baron
A. Performance Aero (800-200-3 141 )
has these seals and so does any Raytheon
Service Center or RAPID (888-727-
4344).- NP
A36 engine hiccups
Phil Benanti
Me/vilfe, New York
Q: I have been experiencing an occasional
very momentary hesitation of my
IO-520BA while at cruise configuration. l
am unable to determine what effect it has
on rpm, fuel flow or manifold pressure.
There is no noticeable change in my
CHTs or EGTs on my engine graphics.
It happens only on occasion and is unrelated
to any particular aspect of flight.
Mag checks on the run-up phase are by
the book.
A: It may be lead deposits on a spark
plug or secondary "tracks" on a magneto
distributor cap causing an occasional
misfire. These typically won ' t show at
run-up but occasionally do in cruise.
Also, any water in the fuel system could
cause similar events. There is enough lag
in your instruments that a very brief occurrence
may not show on the panel. A
sticky valve also has a similar effect at
cruise power.-NP
855 fuel gauge
Ron Corlson
Ventura, California
Q: The left fuel gauge on my Baro n
shows about three-fourths of a tank when
it is fu ll. After fuel burn down to that
level. it is very accurate all the way to
empty. The gauge works fine in the aux
tank position and the right gauge always
works well. The left gauge looks origina
l and the right looks newer and is
wi red differently at the back of the
gauge. Where do I begin the troublesiA°oting
A: First, I wou ld check all connections
and terminal ends for corrosion and
high resistance, including the splice connections
at the wing root on the left side.
Then check operation of the outboard
sender unit. An ohmmeter can be used
to check it with the power off. Both John
Wolfe Co.(440-942-0083) and Air Parts
of Lock Haven (570-748-0823) can do
repairs in some cases.- P
C35 electric boost pump
BobStewort
Dol/os, Texas
Q: I want to add an auxiliary fuel
boost pump to assist the wobble pump. 1
have a C35 with an £-225-8 engine and
pressure carburetor. Pump specs are
10- 14 psi , 34 gph and 12VDC. What
model Dukes pump is applicable I reviewed
the CD-ROM and fou nd model
numbers for a Weldon pump. but no
Dukes pump. This will be a field mod. Is
there a 337 applicable to submit to the
FAA inspector
A: Warren James (9 I 8-786-4506) has
an STC for the Dukes pump at a reasonable
price.-NP
N35 leaking fuel cell
Robert St. George
Mastic Beach, New York
Q: 1 have a leaking 40-gallon right
side fuel cell. I would like to know how
to remove and replace the bladder, and
what is actually involved. Who would
you recommend I contact for the replace­
Il)(nt and ball park price
J-\: I would call Carl Hartwig at Eagle
Fuel Cells (800-437-8732) as a reliable
source of knowledge for either rebuilding
or replacing your fuel cells. We've
also published articles detailing the process
in back ABS issues which are avai l­
able from Headquarters (3 I 6-945- I 700)
on the ABS CD-ROM. The price wi ll
vary considerably depending on the condition
of your internal wing tape and experience
of installers. It is a labor-intensive
job and requires a properly certified
mechanic.- P
535 leaking gear box
Mlchoel Meek
Brandon, MiSSissippi
Q: I have discovered that I have a
leaking landing gear gearbox. The leak
is coming from around the emergency
crank handle. 1 checked the fluid level as
per the maintenance manual and had to add
approximately two ounces. I cleaned up
as best 1 could (the floors and carpet were
soaked) and then placed paper towels
around the crank handle to detect further
leakage. After making three retractions and
extensions, the leak continues. Is it possible
to reseal the handle without overhauling
the gearbox If so, what will this inv)!!ve
and what is the procedure
J-\: The gear box should be fi lled only
to the level where the gear picks up
grease as it turns. The O-ring on the
manual shaft is not normally changed in
the field. Aero Electric (316-943-6 I 00)
and Cruise Air (760-789-8020) are two
sources of repair.-NP
C33 mice invasion
Merton Musser
Billings, Montono
Q: Is there any good defense against
mice entering an airplane and making a
mess I've kept the interior free of any
food or water that might attract them. 1
put out poison around the hangar, but
tlJry.still seem to get into the plane.
A 1
Some of our back issues have articles
on a barrier made of sheet metal
fastened around the tires, high enough
to prevent most rodents from jumping
over, and faste ned at the joint well
Page 6161
A BS April 2000

enough to prevent gaps. They do seem
to work pretty well. h is good that you
are concerned and working to solve the
problem. Rodent urine can cause very
serious corrosion damage in a very short
time-often in the belly of the aircraft
or in the wings.
See Dick Pedersen's article "Mickey,
The Only Good Mouse!" in the August
1996 ABS Maga~ille.-NP
A36 avionics upgrade
Hal Beers
Son Jose, California
Q: Our club is upgrading avionics to
the point where the aircraft is a much
more tempting target for thievery, and
it·s time to upgrade the door locking
scheme as wel l. I have noticed on another
A36 the installation of barrel-type
locks on both the passenger door and
utility door. In the case of the passenger
door, the mod provides a spring-loaded
dead bolt into the aft door frame. The
lock is the type that requires a cylindric~
key-very difficult to pick.
A: Security lock sets are available
from Performance Aero (800-200-3141)
and Aviation Research Systems (502-
668-4542 or 616-957-4920).-NP
895 Travel Air info
Tom Phillips
Clarkston. Michigan
Q: I'm considering buying a 1960
B95 Travel Air. Where can I find info
on what to look for, i.e. wing bolts, spar
c5('cks, etc
A: The ABS CD-ROM has all back
issues with a great search engine as well
as ADs, STCs, etc. Our position on wing
bolts is that if they 've never been out,
then it might be good to change them.
We're seeing some corrosion, but
haven't had one break. The wing spar
carry through is worth looking at, as
some inspectjons haven't been done correctly,
and the Barons have been the ones
with cracks. I don ' t know if there have
ever been any Travel Airs found to have
cracks. There has been some thought that
the engines may provide twisting moments
on landings or in gusts.
The kit to repair cracks is best done
by someone with considerable experience
doing thjs specific repair. Make sure
any prop AD has been complied with.
Some people represent it as having been
done and forget to note that there are short
repetitive cycles for some inspections.
Look for fuel cell leaks and corrosion
on magnesium controls. Get assistance
from an experienced mechanic on a prebuy
survey of the logs and airplane.
-NP
A36 CUp holders
Gary Tillery
Moriarty. New Mexico
Q: Do you know of anybody who has
created a kit fo r cup holders in the interior
front door panels that would fit a
1993 A36 Bonanza, Model E-2811 The
ash trays are useless, and it would be nice
to have cup holders in their place.
A: You can try Aviation Research Systems
(503-668-4542). One member
found a cup holder with a flexible plastic
strap that conforms to differing door
thicknesses. It fits down between the
door panel and the window or will hang
on the emergency window release rod. It
can be easily removed when not needed
and is available from auto supply stores or
car washes for a few dollars.-NP
855 annual
Tom Moe
Richardson. Texas
Q: I am about to start the first annual
inspection on a B55 that I recently acquired.
I am looki ng for any help or
checklists that might be available. Any
resources you could recommend would
b1.. greatly appreciated.
A: The checklists are in the back of
the shop manuals and are also avai lable
through Raytheon Service organizations
and TMDC at 800-796-2665. This airplane
is complex enough that I recommend
you also have a copy of the shop
manual to perform maintenance.- NP
T34 wing inspection AD
William Mayher
Albany. Georgia
Q: It has been a while sinee I heard
anything about the T-34 wing inspection
AI( . ~ you have any current infonnation
A. SB 57-3329, issued February 2000,
is a 63-page document detailing the inspection
methods. It 's available through
Raytheon at 800-796-2665 or 3 16-676-
8238.-NP
G35 aileron rivets
Bob Beckham
Fort Worth. Texas
Q: I would like to know the part number
of the rivets that attach the magnesium
skin to the end bay of the ailerons
on my G35, SIN D-4673, and where they
cX' be obtained.
A: The ri vets are 5356 alloy and PIN
AN470B of the appropriate diameter and
length. An AN470AD ri vet, which is an
alloy that could interact with the magnesium,
is not to be used. Mr. Stebbins
(800-852-8 155), who does reskinning,
verified that they use this rivet. Order by
part number plus the length and dianleter
from any large aircraft parts house.-NP
A36TCPOH
Dina Salvatore
Venice, Italv
Q: I recently have purchased an
A36TC. In the Pilots Operating Handbook,
there are several sections that are
doubled as with or without Kit 36-9008-1
per Service Bulletin 2033. I do not see
any difference between the with or without
section.
Sorry about my ignorance but I do not
know what this kit is about. How do I
find out if it has been installedon thespecific
airplane and what the operating diff){e~ces
are between the two version s
A. No need to be sorry. This is a good
question. This kit is now obsolete. It consisted
of a modification to the fuel lines
to reduce the probability of engine flooding.
If it was installed, the aircraft log
should show an entry along with the serial
number of the kit.-NP
35 AD 76.05,04 inspection
Tom Spencer
Addison. Vermont
Q: This airplane is subject to the AD
76-05-04 inspection of the stabilizers attaching
fining. and the next I,OOO-hour
inspection is comi ng up. I would like to
eliminate this AD by replacing the fittjng
with the aluminum fitting. Where
c~ul I find one-preferably a used one
1-\ I
Replacing this fitting is a good
choice. When either a PIN 35-650044-1
or PIN 35-405130-3 stabilizer attach fitting
has been installed, the requirements
of this AD no longer apply. I would
check with Dave Monte (775-782-5282)
or Crossroads (972-239-0263).-NP
ABS April 2000
Page 6162

Shaw Aero
fuel restrictor plates
Dwight Pladsen
~d City. South Dakota
Ic:::::.l: Shaw Aero used to have kits to
install restrictor plates/caps in the main
fuel cell tank openings. Some insurance
companies give a reduced rate/refund if
you install them. Can you tell me of an
STC to install them besides factory new
Shaw says they make them, but you have
to go through the aircraft manufacturer
n~w because of legalities.
f\: There is no STC shown in the FAA
listing. What Shaw told you is what I've
heard also. Beech Kit 36-5012- 1 S is for
B36TC and 5013-1 S is for the other
models per SB 2045-NP
H35 starter adapter
Ken DeYoung
Laurens, Iowa
Q: I have an H35 with an 10-470.
I've had it three months and used it about
30 hours. The starter adapter was bad
when we bought it. I put a used one in it
and it lasted about 20 hours. Then I
bought a remanufactured one and it
lasted 10 hours and six starts. The spring
is always broken. What am I doing
wJ..0~g and what can I do to solve this
f\, I would suspect something is
wrong with your timing marks. Broken
springs are usually a result of a kick-back
event. If you have impulse couplings, are
they the correct ones for the engine
model IT you have a shower of sparks
system, check to make sure the primary
points are grounding out and that the
right mag is grounded in the start position.
Check your timing mark against a
timing wheel indexed to the TDK position.
The 15W50 oil won't cause the broken
spring to my knowledge.-NP
Bonanza door reseal
David Plyler
Sherman. Texas
Q: Do you know of a maintenance
facility in or around the north Texas area
that has a demonstrated ability to adjust
a'Ad reseal the Bonanza door
f\: Scott Goodley at All-American
Aviation (972-392-7555) in Addison,
Texas, is a possible source. Another possibility
is Crossroads Aviation (972-239-
0263).-NP
Nitrogen for filling struts
Thomas R. Lombard
Broomall. Pennsylvania
Q: Where can I buy a nitrogen tank
to fill the struts for my Bonanza- a
welding shop or medical supply How
much pressure is required to fill the K35
frRnt strut and mains
f\: The nitrogen tanks are normally
leased from welding supply companies.
You will also need a gauge and regulator.
Depending on aircraft weight and the
friction within indi vidual struts, I generally
see 200-500 psi on the gauge.
- NP
E33 shutdown fuel leak
Dwayne Konicek
Festus, Missouri
Q: What causes fuel to come out of
the two vent lines upon engine shutdown
after a flight It is enough to make a sixinch
spot on the pavement or kill grass,
and I need to address it soon. I also have
a fuel odor in the cabin at high-power
setting and am wondering if the two
could be related.
The fuel selector was seeping a bit
and new O-rings fixed that, but the odor,
although less, is still there. The aircraft
has an auto fuel STC. I feel your eyebrows
raise, but it has had it for 15 years
with no problems. What other sources
of fuel in the cabin are there
A: It is very important to remember
that the auto fuel STC is dependent on
our using the correct fuel specified by
the STC and it being free of contamination
with other fuels. A lit~e alcohol, common
in some auto fuel, can ruin O-rings.
It is possible that the vent check valve
(siphon check valve) either has a bad seal
or is stuck. It's located at the front outboard
upper end of the fuel tank. It has a
hinge marked for the top and an arrow
to show the direction of air flow toward
the tank.
The fuel pressure line can be an additional
source of leaks in the cabin, but
fuel vent fumes can also be introduced
through the cabin vent system.-NP
Neil Pobanz, ABS technical consultant, is a
retired u.s. Army civilian pilot and maintenance
manager. Neil has been an A&P and
fA (or 40 years.
Clen NArky " Foulk, whose business is Delta
Strut, is an ABS assistant technical consultant
who has served as a part-time ABS Service
Clinic inspector since 1988.
Please send your
questions and/or tips
and tec hniques to:
American Bonanza Society
Attn Nell Poba nz
P.O. Box 12888
Wichita, KS 67277
Fax 316-945- 1710 or
e-mail at bononzo2@bononzo.org
BPPP INC. SCHEDULE FOR 2000
Bonanzas/Barons/Travel Airs at all locations. Subject to change,
DATE LOCATION PHASE CUTOFF DATE
May 12-14 Milwaukee, Wis. Initial/Recurrent Apr. 10
June 2-4 Spokane. WOsh, Initial/Recurrent May 10
June 23-25 Colorado Springs, Colo. Mountain Flying May 20
Sept, 22-24 Uttle Rock. Ark, Initial/Recurrent Aug. 21
Oct 1>-8 Fresno. Calif. Initial/Recurrent Sept. 21
Oct 20-22 Nashua. N,H. Initial/Recurrent Sept. 20
Nov, 3-5 Norfolk. Va. Initial/Recurrent Oct 12
Cockpit Companion course available at all locations except Colorado Springs.
CALL TH E BP PP. INC. REGISTRATION OFFICE to make
arrangements to attend: 970-377-1877 or fax 970-377-1512.
Page 6163
ABS April 2000

A STANDBY ATTITUDE INDICATOR
VS. A STANDBY VACUUM SYSTEM
WHICH IS BEST BY NEIL POBANZ
I intend to have a standby attitude system installed
in my V35. The February 2000 issue of
Aviation Consumer suggests that I would be
better off installing an electric attitude indicator
from R.C . Al len instead of a standby
vacuum/pressure system . Your thoughts, please.
- Skip McConnel, Macungie, Pennsvlvania
I
agree. Personally, [ prefer to have additional electrically
powered directional and attitude indicators as a standby
system. Actuall y, having both a standby vacuum system plus
these electric gyros wo uld be even better. Still, we need to
real ize that although both gyro and vac uum system failures
can be potentially serious events, they are definitely setting us
up for the real challenge that fo llows.
As reasonably current and competent instrument pilots, we
should be able to operate without an attitude indicator andlor a
directional gyro while we fly partial panel with needle ball
and airspeed in normal [Me conditions. This is especiall y so if
these are the only instruments we have to work with and the
other instruments have been covered-usually by our flight
instructor. This is required performance on fli ght tests and it
isn't a big deal if we're current.
However, contrast this simulated situation with an unanticipated
real-time failure demanding quick determination of
whether an attitude indicator. a directional gyro, a vacuum
pump or a pi tot system has failed, before we lose control of the
aircraft in [MC-perhaps within seconds. Suddenly, most likely
for the first time in our flying experience, we are faced with
conllicti ng information from coeor more instruments that have
never "lied" to us before.
Unfortunately, we may fixate on the "bad" instrument(s)
that slowly, and often without warning, drift to incorrecl indications.
We make our usual contrOl movements to get "bad" instruments
to respond properly, while forgetting to scan and interpret
what the "good" instruments are telling us.
In these situations, more than at any other time, we must
quickly gather and interpret information from all fli ght instruments
to determine which have failed, which are reliable and
what corrective action is required. Ironically, we may fixate
on the AI andlor the Dl which are providing faulty indicationsnot
the properly operating turn coordinator or turn needle, airspeed
indicator, VS[ or the altimeter that we have probably
been neglecting in our confusion.
An exception would be if we had an iced-up pitot/static system.
By the time we have sorted it out (if ever), the aircraft
may have entered an unusual attitude-all too often with disastrous
results.
This scenario is not unique to single pilot light aircraft. Professional
fli ght crews in large iet aircraft, plus a high percentage
of pilots in flight simulators, have flown aircraft into the
ground by trying to follow tumbled gyros or other bad indications
resulting from frozen or taped-over pi tot tubes.
What can we do First, we must carefully maintain our aircraft
flight instrument systems and consider backup systems
appropriate to our aircraft and our flight requirements.
ext, we must constantly practice our full instrument scan
and partial panel instrument fly ing. Use your PC fli ght simulator
if you have one with system failing features. In your ai r­
craft, having our instructor place a simple picture of a tumbled
Al over our real AI can add an amazing bit of realism to a
training exercise. Pilots have been known to t1xate on the picture.
Pull the circuit breaker on some HS[ units and the card
will fail. Check to see if the VOR/LOC/GS needles still indicate
properly.
Next, if we have a GPS moving map positioned close enough
to OUf normal instrument scan area, include it in our scan. Most,
if not all, GPS units can be set up to provide track, groundspeed
and altitude information to back up our traditional sources
and help to identify the failed instrument(s).
[also suggest carrying the rubber instrument covers available
from aviation supply houses or sticky paper notes to quickly obscure
any failed instruments as soon as they are identified.
If we consider which backup systems are appropriate to our
needs, follow good maintenance procedures, frequently practice
flying partial panel and develop system failure recognition
techniques, we will have armed ourselves with the best
possible weapons to deal with these kinds of failures. -@-
When faced with conflicting information
from one or more instruments that have never
"lied" to us before, we may fixate on the "bad"
instrument(s) that slowly, and often without
warning, drift to incorrect indications. We make
our usual control movements to get "bad" instruments
to respond properly, while forgetting
to scan and interpret what the "good" instruments
are telling us.
ABS April 2000
Page 6164

BPPP ... POLISHING flYING SKlll~
continued from page 6158
So if you haven ' t had any recent extensive
recurrency training in your aircraft, consider a BPPP
Clinic coming to an airport near you.
Ron Vickrey, ABS past preSident, flies a 855 Baron. He holds
a commercia/license with SMEL and instrument ratings plus
Flight Instructor 5MEL airplanes and instruments and advanced
ground instructor ratings.
BPPP participants enjoyed the Friday night dinner after a full day
of classroom activities.
JUDY SCHLANGER
I would like to share my experience in
the weekend Companion Course provided
.1:8
•';!;II'
'. . , .
'M.".,,,,
(
"
by the Bonanza/Baron Pilot Proficiency
Program in February in Orlando, Florida.
I admit I had no idea what to expect. Once
I arrived. they handed me the schedule and
I became a nervous wreck. When I saw
words like aerodynamics, cockpit instruction,
navigation , com munications, etc., Judy Schlanger
that was it. I was ready to spend the weekend at Disney!
But Friday morning we met our instructor, Dave Treinis,
and the other 10 companions and Dave made us feel immediately
comfortable. He encouraged us to ask questions; said it
was going to be very informal and that he wanted us to enjoy
ourselves. By the time he completed the cockpit instruction, I
was feeling very relieved. Dave did such a wonderful job simplifying
the entire course that we were able to understand and
visualize what he was explaining. No question was too simple.
Then Dan Ramirez took over and began to explain charts.
Talk about intimidation- l thought I would probably hate this
Dave Treinis. instructor. and the companions had a great day in class
followed by airport and control tower activities.
-'
session. However, by the time he was through, I knew what a
quad, tick marks and MEF all represent. How exciting to now
be able to understand and make some sense of those charts.
The point I am trying to make is that the classes were well
worth my time. Dave and Dan made everything easy and having
fun was very important. My advice to all companions is,
"Take tbe course." I walked away with a lot more knowledge
than I expected.
Do you know how to contact anyone in case of an emergency
What communications frequency do you enter I rest
my case ...
VICKI McDOUGLE
I strongly recommend the BPPP Companion
Course to anyone spending time in
the right seat.
The first day of interactive classroom
study was led by excellent instructors who
presented valuable information in a very informal
selling. Prior flying knowledge was
not a requirement and there were no tests! Vicki McDougle
The following day included a trip to the airport where we
actually saw in action everything we had learned. After performing
a "walk around inspection" of a Bonanza
and a Baron, we headed off for a wonderful
tour of the Orlando Executive Airport
Control Tower where we watched and listened
to several very busy controllers talking to our
pilots as they flew with their BPPP instructors.
The program taught me how to be an asset
to my pilot and significantly increased my confidence
while we are in the air. My pilot and I
were both very pleased with the BPPP and plan
to attend future courses.
As a bonus, we met more ABS members
and have already made plans to meet with several
of them at upcoming events. -@.--
Page 6165 ABS April 2000

A
N
After our recent trip to San Antonio to begin
plans for the ABS Convention in September,
I would like to share some observations.
I
JON ROADFELDl ABS VICE PRESIDENT
y traveling companion/wife Ginny and I arrived on a
Saturday evening- a full day earlier than requiredso
we could do a little wandering around before getting
serious about the business at hand. After checking in at the
Adams Mark Hotel, we went for a hike along the Paso Del Rio,
or Ri ver Walk, that is accessible right off the hotel 's ri verside
patio. It is a little more than a fi ve-minute walk to where the
Ri ver Walk pubs and restaurants begin.
It was Valentine's Day weekend so there were a lot of folks
taking advantage of the beautiful evening along the river. Many
restaurants provided live music that added to the festive scene.
They all provide tables where you can enjoy people-watching, see
the festive lights hung from trees, buildings and adorning the
water taxis as they glide by.
We found a table at Ibiza's and enjoyed some fajitas and
white wine while gloating a bit on being able to enjoy dining
outside in Texas rather than being snowbound in Minnesota.
After the meal, we retraced our route back to the hotel. The
cOlllil1t1ed on page 6168
Stinson Air Service where the annual hangar party will be held. Note the T-6
In the background.
ABS member Don Barnett of Kerrville, Texas, claims to be the first arrival into
Stinson for the Convention.
A REALLY UNIQUE OPPORTU­
NITY IN SAN ANTONIO WILL
BE OFFERED AT OUR HOST
AIRPORT, Stinson Municipal. For
anyone with a suppressed desire to
fly in something a little different,
here's your chance. Stinson Air
Center, our lead FBO, offers an opportunity
to ride in a 300 HP
Stearman, a T-6D advanced trainer
of WW-1J fame with a P&W 1340,
a Pitts S2B with the 10-540
Lycoming and a Bell 470 Helicopter
(similar to the type seen in the
TV series "MASH").
Stinson Air Service will also provide
a course in Emergency Maneuvers
Training in a Super Decathlon
for those interested in adding to their
flying skills. For scheduling and
other information, call them at 210-
924-6634. --@-
ABS April 2000
Page 6166

In most of our IFR flying, instrument
approaches are done in relatively good
weather. From repetition, the approaches
to our home base are fairly routine.
Things generally get only slightly
more tense at unfamiliar airports. However,
when the weather gets reall y
wormy, the workload can go up dramatically.
Add to the worsening weather an
unfamiliar, high-traffic-density airport,
and suddenly the simple approach can
become a fairly complicated maneuver.
Low visibility approaches are very
demanding of a pilot's skills. Lowered
ceiling and visibility at the end of an approach
means reduced decision-making
time for the pilOllO find the runway and
complete the landing.
Vou have 15 seconds to find the runway
and land from a 200-foot DH at 120
knots, and three to four seconds of that
is used up as you transition your vision
from inside to outside the aircraft. Planning,
aircraft and pilot preparation-and
maintaining IFR currency-are the keys
to making even a night approach to minimums
a straightforward (though perhaps
not tension-free) operation.
Planning
The first step in the process of simplifying
a relatively hazardous approach
is planning. When you hear from the
ATIS or ATC that the weather at the destination
is going down or has not improved
as expected, that's the time to start
considering your options. Do I still want
to go there Are the minimums for the
available approach adequate for me to get
into the field Am I current enough and
capable of completing this approach
Assuming that you decide to continue
to your planned destination, start planning
for the approach procedure when
you 're still in the letdown from cruise
altitude. If you start reviewing charts at
least 30 to 40 miles out, you have ample
time to plan how you will be executing
any approach procedure. ATIS will provide
the approach in use, or ask ATC
what to expect if there is no ATIS.
Each approach chart has four areas that
should be examined prior to beginning any
APPROACHES
TO
BY ANDREW FORGACS
approach: Plan view, Prof~e view, Missed
Approach information, Airport diagram.
Plall view - From the overhead view of
the approach procedure, determine obstruction
and terrain data, navaid information
and the initial missed approach
course. Vou should be able to vis ual ize
which way you are approaching the initial
approach course, set up nav radios
for the approach and the miss, and if expecting
vectors, select your point for reaching
approach speed and configuration.
Profile view - Note the initial and final
approach altitudes, distances to fixes, and
time to missed approach point, if nonprecision.
Missed approach iI11017110tioll- Vou need
to determine when to execute a miss
(based on time or crossing a fi x) and the
missed approach procedure to follow.
Never assume an approach will be successful.
Memorize the initial portion of the
missed approach, e.g. climbing right tlll7l
to 3,000 direct the VOR.
Airport diagram - You need to find the
type of approach lighting available- so
you know what to expect-and the alignment
of the final approach course to the
The first step in the process
of simplifying a relatively
hazardous approach is
planning. If you start reviewing
charts at least 30 to 40
miles out, you have ample
time to plan how you will be
executing any approach
procedure. ATIS will provide
the approach in use, or ask
ATC what to expect if there
is no ATIS.
landing runway-so you know where the
runway will be when you look out the
windshield. (On Jepp's, the runway alignment
is shown in the Plan View section.)
Remember, your heading on final may not
be pointing the aircraft down the runway
if you're crabbing inlO a crosswind.
Prepare the aircraft
Your goal is a stabilized approach
during all phases of the procedure. "Stabilized"
means it requires minimum control
input to maintain specific aircraft
speed and attitude. By maintaining a
stable configuration, you have more time
to concentrate on the approach procedure
instead of being busy trying to keep the
aircraft upright.
Establish a standard procedure for
yourself that configures the aircraft at
approach airspeed and flap setting at the
same point on every approach. Use time
to the lAF, DME or GPS distance from
an initial fix , or the base leg heading of a
vectored approach as a target point. Every
time you fly a simi lar approach procedure,
your goal should be to have the aircraft
stable and configured for the approach at
that same relative point.
Prepare yourself
Remember, it's darker under an overcast
than on top. Remove sunglasses, set
cockpit lighting, turn on nav and landing
lights (unless they cause vision problems
in the clouds), ask the tower to turn
up the approach lights or activate the
HIGH setting for pilot controlled lights.
If it's been a long flight, sit up and stretch
a little so you can shake off the cobwebs.
Now that you're ready for the approach,
anticipate problems. Be prepared
for a missed approach at any time. You
never know when an aircraft may pull onto
a runway, or if you will be able to maintain
visual to the runway when you break out.
Anticipate where the runway will be
when you break out of the clouds.
Be aware of the tendency to lose altitude
on level-off, especially if it 's a
circie-IO-land- and watch the altimeter.
Prepare for the horizon-shortening errors
caused by fog and flat light.
Page 6167
ABS April 2000

If it's night, remember the inherent
depth perception errors of the eye and
fly the VASI closely. [f there is no VASI,
plan to remain high and land long.
Training
Keep up your IFR currency. That
means actually flying under a hood or in
the clouds, not fl ying on top in VFR on
autopilot. Fly with an instructor occasionally.
Take a simulator-based IFR refres
her course so you can practice emergencies
without damaging or endangering
the aircraft.
Practice setting up the aircraft for a
stabi I ized approach confi guration.
Memorize power and pitch setting to
minimize throttle fiddling.
Go out and practice a couple of actual
low-visibility approaches with another
qualified pilot aboard as safety pilot.
It's one thing to fly a perfect approach
in VFR on the autopilot, but quite another
to hand-fly one if the unit decides
to take a vacation and it's down to 200
and a half.
You alone are the deciding factor in
the safe completion of the night. Make
sure your skills are up to it.
Andrew Forgacs is
the Flight Simulation
Training Program
Manager at
Roger Aviation
Company in the
Minneapolis area.
He's been instructing
since 1974 and
is currently teaching
IFR initial and
recurrent courses
{or Malibu/Mirage
as well as Beech
and Piper twins.
He holds ATp, U f,
CFII and MEl certificates. His aviation background
includes ATC, cargo, corporate and
air ambulance work. H e may be contacted
bye-mail at
A GLIMPSE OF SAN ANTONIO,
cOlllinued from page 6166
River Walk is a wonderful feature of San Antonio. Hint: Bring
comfortable walking shoes as the River Walk is surfaced with
a variety of materials that promote foot fl ex ing. Athletic shoes
are great.
We discovered that, with the hotel on the west bank, we
needed to be on the west side of the river before the last bridge
cross-over point or risk backtracking. Water taxis pass the hotel
every 15 to 20 minutes for those who prefer a water-cushioned
ride over leg power.
The following day we enjoyed a leisurely
breakfast at the hotel and decided
to again enjoy a stroll along the river while
making our way to the shopping center
built on an extension of the river. The extension
provides access to the large convention
center from the river. It is a beautiful
walk (approximately 20 minutes) from
the Adams Mark. I purchased a pair of
shoes made for walking.
After a thorough checkout of the stores,
we strolled back along the ri ver to the
hotel. We took the time to check out the
ambiance of a few restaurants and to test
the local version of the margarita.
The Ri ver Walk is unique and beautiful.
The huge bald cypress trees, the colorful
atmosphere along the walk and the
history of the area are charms worth investigating.
For those who want to include a visit to The Alamo, the Pasa
del Alamo is a walkway from the River Walk under the Hyatt
Hotel up to the street level directly across from the Alamo. It is
a cool, short walk with man-made waterfalls and fountains
bordered by greenery that calls out to the psyche to slow down
and relax.
There are numerous theme restaurants and other attractions
that should meet any visitor 's requirements. The concierge service
at the hotel has information on water parks, wildlife ranches
and zoos, if that is your interest. They will help you any way
they can.
The message I am trying to imprint on your minds is: Schedule
some additional time before and/or after the September 10-1 3 convention
to enjoy the extrdS that San Antonio offers. --@--
The River Walk is unique and beautiful. The
huge bald cypress trees, the colorful atmosphere
along the walk and the history of the
area are charms worth investigating.
ABS April 2000
Page 6168

Exhaust Ips
BY GEORGE R, WILHELMSEN
r 1--
WHAT STARTS OUT SILVER, ENDS UP RUSTY
BROWN, AND CAN MESS UP YOUR AIR­
PLANE FASTER THAN YOU CAN IMAGINE
WHY, YOUR EXHAUST SYSTEM, OF COURSE
The lion's share of Beech exhaust systems start out as shiny
stainless steel. The repeated thermal cycles, along with exposure
to the moist atmosphere and oil leaks, cause a light surface
layer of corrosion, which gives the pipes their brown color,
The exhaust system is one of the more critical components
on your plane, Consider this: At any time your engine is running,
your exhaust system is safely porting the hot exhaust gasses,
which range between 1,000 and 1,500 F for non-turbo
equipped aircraft, and higher still for turbo planes, and dumping
it overboard where it will not damage your plane,
Along the way, the exhaust passes through a heat exchanger
on the single-engine models. which acts as a murner of arts
on one or both sides, On most models. the other side of the
exhaust is passed through a small device that the parts manuals
call a murner, On turbo models, the exhaust passes through the
turbocharger, then to a heat exchanger and out of the airplane,
Exhaust dangers
The danger of exhaust gasses are many. the first of which is
carbon monoxide, This odorless, colorless gas readily mixes
with air, and while slightly lighter, can accumulate in enclosed
spaces with little fresh air introduction, such as an aircraft cabin,
This is why your mechanic takes off your heat exchanger cover
and performs a thorough inspection, If your heat exchanger
develops a hole, carbon monoxide will be ported directly to the
cockpit, where it will work its ways on you,
What happens
Exhaust pipes wear over time due to a number of factors , To
date, I have not found a documented way to figure out when an
exhaust failure will occur, since the failure depends on a lot of
related factors, and we all tend to fly
our planes in some of the most
unrelated places, This makes
coming up with some sort of
Rosetta stone to explain where
system failures will occur is
difficult, to say the least.
However, we do know why
exhaust systems fail , and whal
callses those fai lures, The first
failure is due to thinning of the exhaust
pipes. The exhaust gasses come out of the
engine at high temperature and velocity, Both of these
factors slowly erode key areas of the exhaust system, typically
at elbows and locations where the gasses can expand or must
change direction or speed,
Let's take a look at a typical problem where the pipe is
thinned down by a few years of exhaust impingement. During
a hot start, you accidentally overprime the engine-and hit the
starter, The engine turns, backfires once-and starts, Everything
is fine, Right Wrong,
The backfire that made that murned "thump" in your cockpit
just blew that thin spot out. The thin spot may have opened
up to become a small or large leak, or may have just expanded
like an aneurysm in a blood vessel, waiting for a chance to
blowout later when you least expect it.
Apart from erosion, there is flame damage from overprime
conditions, If you overprime your engine, where do you think
the fuel goes Right 10 your exhaust pipes, where it burns when
the engine starts, Depending on where the gas puddles, it can
create quite a hot spot, which can weaken the pipe wall on repealed
exposure, The pipe wall is now ready to erode al a fasler
rate, where it can fail when you least want or expect it to,
The third cause of exhaust system failure is Ihe simplest to
avoid as it is caused by undue stress on the pipes, On the Beech
engines, all three exhaust risers are connected 10 the exhaust
ports of the three cylinders and, with few exceptions, are a single
piece of metal. If your pipes heat up unevenly, stresses build
between the three exhaust risers, which can result in cracks
when the metal breaks to relieve the stress,
This means that your mechanic has to be attentive to your
exhaust setup when he or she is installing it on the engine, The
pipe flanges shou ld sit flush with all three exhaust port flanges,
without having to tighten up the exhaust nuts, The worst thing
you can do to fix a misalignment in this area is to tighten down
the nuts, as you will give your exhaust system a short-term
death sentence due to stress-related cracking,
How about on the exhaust hangers themselves These simple,
trapeze-type hangers are designed to support the exhaust pipe,
Page 6169
ABS April 2000

They should be positioned to allow the exhaust pipe to exit the
engine compartment at a slight di stance from the belly of the
plane, and an equally slight distance from the associated cowl
flap, on planes so equipped. The hanger should also be somewhat
loose, allowing the pipe to move Slightly. Thi s is intended
to allow the exhaust pipe to contract when it gets cold (for example,
when your engine is shut down) and to expand when
the pipe gets warm (when your engine is running.)
If the clamp is locked tight, something will give on the exhaust
system or the hanger. Thi s usually means that either the
grommets in the top hanger bolts will fail and the bolts will work
their way through the difficult-to-replace bulkhead fittings, or that
the exhaust system will crack at the furthest aft cylinder riser to
relieve the associated stresses.
Danger signs
There are some clear signs that you have a dangerous exhaust
leak, if you know how to look for them.
I. The first is manifested in lead deposits, which appear on
the side of your plane and will soil your paint. These deposits,
which vary between light yellow and gray, are very fine
and can be wiped away with elbow grease. They sometimes
appear to be an oil leak because of the way they easily stain
your skin and are just as difficult to remove.
If you see such deposits, get your mechanic and, using a
strong light. check the entire stained side of the airplane for
exhaust problems. One thing is certain: The leak didn't get
there by osmosis, so work with the mechanic until you find
the leak and get it corrected.
2. The next sign to alert you to a dangerous exhaust leak is
even more obvious. It's either a sudden, constant ignition
ntiss or a bum mark on the side of your engine compartment.
Exhaust gasses jetting out of a cracked pipe, or a pipe with a
small pinhole, can cut through ignition cables quickly. If the
leak happens to be directed toward the skin of the engine
compartment, the leak can be identified from the burnt paint
on the exterior of the plane.
3. Finally, there is a danger sign I hope none of us ever see,
and that is the change in color of your cockpit CO chip. If the
chip turns dark, you have a significant, dangerous carbon monoxide
leak on board. If you are in flight, open up as many fresh
air vents as you can stand-and land immediately. If you have
oxygen on board, get the mask or distributor on your face, set
the flow to maximum, then land. CO poisoning can incapacitate
a pilot and passengers very quickly. The key to survival in
this case is to land as soon as possible.
Carbon monoxide signs
There are several signs of carbon monoxide poi soning that
pilots should be aware of. First, even low-level exposure causes
headaches in most people, which are usually followed or accompanied
by nausea. As the carbon monoxide concentration
gets higher, pilots feel sleepy or euphoric and overconfident,
but they have difficulty focu sing 10 take actions to correct the
situation.
Detection
If you are one of the pilots using those nifty, Dead Stop CO
detectors, remember that the useful life of these $4 wonders is
around 30 days from the point their plastic package is opened.
That means you shou ld buy them in bulk, and you must remember
to replace such detectors on a regular basis so you
don't get a false sense of security.
In thi s day and age of advanced electronics, Simulation Systems
and Applications has recently released their KOMeter,
which is an aircraft carbon monoxide detector. The unit is lightweight,
aircraft electrical system powered and attaches to the
instrument panel. The unit featu res both visual and audio warnings
to alert the pilot 10 dangerous concentrations of carbon
monoxide and comes with a built-in GMT clock. The units are
projected to have a five-year life, and can be purchased for
$497, plus shipping and handling.
If you take a moment to think about how quickly you can be
overcome by carbon monoxide poisoning, your exhaust system
tends to rise to the top of your attention list. However, if
you keep a close eye on your exhaust pipes and collectors. you
can identify problems quickly. And by taking prompt action. you
can keep yourself from becoming yet another un fortunate aviation
accident statistic or headline.
For more illformatioll 011 the KOMeter, COlllact Sillllliatioll
Systems alld Applications, Aircraft Systems Divisioll, 10360
Roosvelt Blvd, PMBU301, Dept AB, St. Petersburg, FL33716,
or by pholle at 877-474-6797IJax: 727-544-6 15411I1te/"l1et:
www.wimsysillc.com/asdle-mail: info @simsysinc.com.
The Dead-Stop Carbon MOlloxide Detector call befol/lld at
Sporty's Pilot Shop, 1-800-LlFTOFF, alld other retailers of
aviation products.
ABS member George Wilhelmsen, Morris, Illinois, is a senior system
engineer with an SRO license with CornEd. He is a lOO-hour
Commercial Instrument-rated pilot, ;s the avionics and electronics
editor for Private Pilot, the avionics and electronics editor for Custom
Planes and is a contributing editor for Avionics News.
If you take a moment to think about how quickly you can be overcome by carbon monoxide
poisoning, keeping a closer eye on your exhaust system tends to rise to the top of
your attention list. Even lOW-level exposure causes headaches in most people, which are
usually followed or accompanied by nausea.
ASS April 2000
Page 6170

Re: John Miller's article on Stark
I enjoyed the January 2000 issue very much. I
especially enjoyed John Miller's feature on
Howard Stark. We are privileged to have someone
like Mr. Miller share his experiences.
The timeliness of his article was great for me.
I have a photo of the panel of the "Spirit of St.
Louis" hanging on my wall at work. I had been
talking with another pilot friend on the research
I was going to have to do to discover how
Lindbergh could fly on instruments with that
panel. Now I know!
Mr. Miller did not talk about the inductor compass
so I still have some work to do there. I would
also uke to know how the inclinometers worked.
If Mr. Miller has a copy of the original "Stark 1-
2-3 System" pamphlet, I would love to have it.
(Editor's note: No copies of the Stark 1-2-3 System
can be located.) Please continue to encourage Mr.
Miller to submit articles on the early pioneers.
Since lawn a Model A35, I was also very interested
and appreciative of the update on the
work that Willis Hawkins has been leading. If I
could ask Mr. Hawkins to address one thing before
the effort is concluded it would be the early
fabric-covered control surfaces. Since the incidents
have occurred only with rivet-constructed
surfaces. I was wondering if fabric-covered surfaces
might be a practical and maybe safer aIternative
for those of us who might need replacements
in the future.
I always enjoy "Currents" by Lew Gage. Last
month 's article was fascinating. Mr. Gage mentioned
recently that he had said about all there is
to say about the early Bonanzas. I disagree. He
could write several articles on his unique instrument
panel alone and detail how and why he built
it that way. I would also be interested to hear about
the process of getting his oil filter modification
to market.
-$amMeeks
Cocoa Beach. Florida
Enjoyed Miller's article, but ...
I enjoyed reading the artic le in the January
issue on page 6050 about Howard Stark, "The
Pioneer Aviator of Instrument Flying." I am writing
because I feel sure that the description of
Stark's 1-2-3 system of recovery (from loss of
control) is not correct.
The article says: (I) stop tum on the tum gyro
with rudder; (2) center baIl with aileron and (3) level
nose with elevators using the airspeed indicator.
I learned to fly 51 years ago in the Royal Air
Force in England in a DeHaviland 82A Tiger
Moth. The flight instrumentation had one gyro
only-the tum indicator. The tum indicator also
had a gravity-operated (pendulum) "slip" needle
(action is analogous to the gravity "ball" used
today). There was no attitude or "artificial horizon"
gyro nor was there a directional gyro. An air speed
indicator, altimeter and magnetic compass completed
the flight instrumentation.
We were taught instrument flying under a canvas
hood in the rear cockpit with the instructor in
the open front cockpit. It will amaze pilots today
who have never even done spinning in VFR to learn
that we were taught both to enter and recover from
spins "under the hood."
The point of this letter is that I have no doubt
whatsoever that the 1-2-3 drill I was taught was
not that appearing in the Howard Stark article.
The correct procedure is: (I) Stop the slip using
the rudders (the needle or ball points to the
foot to be pushed); (2) stop the film with the ailerons;
and (3) [evelthe nose with the elevators
by noting when the airspeed indicator stopped
increasing. One attends to yaw, roll and pitch with
rudder, ai leron and elevator in that order.
This procedure is entirely natural in the sense
that rudder is always used for correcting yaw, the
ailerons for correcting roll and the elevator for
pitch. The only reason for making the procedure
a sequential 1-2-3 is to cope with the inability of
the human brain to "sort out" all tbree axes (yaw,
roll and pitCh) simultaneOUSly.
It would be interesting to hear author John
Miller's reaction to this letter. I hope you will
find it interesting enough to publish in the ABS
Magazin.e.
-John C. Mallinson
Belmont. California
EDITOR 'S NOTE: Author John M. Miller assures
us that Howard Stark's 1-2-3 instrument flying
system was indeed as described in his January
2000 article on page 6050.
Howard Stark developed his early instrument
flying technique using the then newly developed
gyroscopic ''Turn Indicator" to maintain control
during normal flight maneuvers and to recover
from any loss of control that all too often resulted
in a fatal, high-speed spiral dive.
The method member Mallinson describes
would be appropriate for a spi n recovery involving
a displaced "ball" with the ai rcraft in a stalled
condition vs. Stark's method for recovering an
aircraft from a high speed spiral with a relatively
centered "ball ."
Over the years, technique may change. Pilots
still differ on many flight operation procedures,
including whether or not to use ailerons during
stall or spin recovery.
Consult your POH, which mayor may not
address these issues, and which may vary with
the aircraft you fly.
Parts pricing
Barrie Hiern's letter "It Pays to Shop" in the
October 1999 issue reminds ABS members of the
ABS April 2000

importance of shopping for the best
prices on parts. We at Aircraft Spruce
could nOl agree more, since we make it
a point to price all of the 30,000 different
pans we carry as low as possible. We
try to ensure that our prices are the lowest
around. In the case of the AMP tool
that Barrie mentioned, Jensen's price was
indeed much lower, in fact, far below our
price direct from AMP.
This tool has apparently been discontinued
from AMP and Jensen was able
to buy a large quantity at a really low
price. We have purchased a quantity of
the tools from Jensen and have lowered
our price. OUf website is .
Our thanks to Barrie for bringing this
to our attention. We appreciate the business
sent our way by ABS members and
will do our best to keep all of our prices
as low as possible.
-Jim Irwin
Aircraft Spruce & Specialty Co.
Corona, California
Thanks to Lew Gage
We own a G35 Bonanza. In Lew
Gage's ABS Maga:ille articles, the information
and advice have been of inestimable
value. Linking his index of G35
articles with the CD-ROM makes a wonderful
research combo. I have compiled
a folio of all anicles pertinent to our aircraft
and gave a copy to our mechanic.
As fate would have it, we even have
a Sunrise Filter system in our plane (a
Lew Gage product). I have had two occasions
to call him for information via
telephone. He has been most gracious,
informative and helpful-and has a tremendous
sense of humor.
I would like to thank the Society for
providing great people like Lew, Arky
Foulk and the late Nonn Colvin.
-Bob Fiorell/
Staten Is/and, New York
GPS RNAV approach
minima concerns
Some of the new RNAV style approach
plates depict something all AJ3S
instrument pilots, whether GPSequipped
or not, should be concerned
about. I just started to do my 03-00
Jeppesen Revision, which has the first of
these new RNAV style approach plates.
The very first one I carne across gave me
heartburn! 1 am afraid the problem I was
worried aboUl has come to the fore.
The airport in question is at
Lawrenceville, Illinois. It is listed as the
Lawrenceville-Vincennes International
Airport, KLWV. Four new RNAV approaches
were added. That is good and
they do have reasonable minima.
However, the Runway 18 approaches
have the problem I was afraid would
happen. There was a VOR to Runway
18 with a step down at 4.0 DME that allowed
a MDA of 470 feet AGL. It was
redrawn with a step down fix at 1.7
DME, which allows an MDA of 4 10 reet
AGL. Great! The person drawing the approach
used good sense and applied the
criteria to good advantage.
Unfortunately, it appears that when
the criteria for the new RNA V approach
are applied to the same runway and obstacle
environment, it comes out wilh an
LNAV approach which has an MDA of
510 feet! Thus the RNAV Rwy 18 LNAV
MDA is a full 100 feet higher than the
VOR approach to the same runway! That
is a major decrease in the capability of
IFR flight to LWV.
I agree that it will cause no immediate
loss to those of us who are equipped
with VOR and GPS as we could shoot
the VOR and use our GPS for the distance
requirement of the step-down fix.
But does this mean that every place the
FAA is drawing a combo RNAV approach,
there could be an old-style VOR
DME approach with a 100-foot lower
minimum I rather doubt that is the case,
but r do think this criteria needs to be
revisited.
I urge all of you to look closely at
what types of minima are built for the
LNAV minima ponion of the new RNAV
approaches at your local airpons. These
are the approaches that wi II be replacing
your VOR, LOC, ADF and other nonprecision
approaches when the VORlADF
system is shut down. We non-glass cockpit
types have a lot to lose if the criteria, as
applied, raise, our minima by this-or
possibly a greater-amount.
-Bob Siegfried
Downers Grove, Illinois
Peltor headsets
r just read Jim Hughes interesting article
on headsets in the February issue. I
wanted to make some positive comments
about Peltor headsets. I had never considered
them because they looked as if
they were made of coat-hangers. However,
a fellow aerobatic pilot introduced
me to them and r am now sold on them.
I find them to be very comfonable, lightweight,
compact and durable. (I use them
in a Pitts and a Giles 202 as well as my
F33.)
They are also the quietest non-ANR
headset I have used. Just try them out at
Sun 'n Fun or Oshkosh where you can
compare them to other headsets against
the same background noise. I've used a
Model 7006 and a 7005 fo r several
trouble-free years.
Don' t let the look fool you! They have
an ANR model now, but I don ' t feel r
need them. Keep up the good work.
-Gary Word
Lincolnton, Georgia
Jeff Edwards'
survival planning article
In the February edition of ABS Magazine,
you published an article on survival
planning. It was well done,
Prior to acquiring my share of a V35B
(CGWUW), I owned and flew a
deHaviland Beaver for about 20 years.
It was always flown in the Canadian
Arctic where there was little in the way
of available help. One absolutely essential
item was omitted from the list of
things that are vital in the far nonh. r
realize you got the data in the anicle from
some Canadian source. but the inclusion
of ·'matches in a waterproof container"
is strictly Stone Age SlUff.
r always carried in my pocket-and
in my Bonanza, LOo----one reliable cigarette
lighter as well as several in my
flight bag, r have had occasion to know
that in most severe conditions, simple
matches are just not adequate.
You do a great job in the publication.
Congratulations, and keep it up!
-Douglas R. Matheson
Edmonton. Alberto, Ganado
King KFC-200 autopilot
We have an A36 with a King KFC-
200 autopilot. The autopilot is hanging
up in the roll mode when the preflight
test disconnect is attempted by pushing
the red disconnect button on the pilot's
yoke. Also, it will fly the plane with two
degrees left wing down when engaged
in Nav mode after the plane is trimmed
for level flight (course line centered).
Our avionics shop assesses that the
roll servo is bad and needs replacement.
It is 21 years old and has been used for
about 2,585 hours.
ABS April 2000
Page 6172

About a year ago, we had the pitch
servo replaced after problems with it.
The roll replacement servo is priced at
$1,835 and we are in sticker shock! Can
our old one be overhauled Our avionics
shop says that the worn servo brushes,
gears, springs and old circuit board in
the roll servo don't make it feasible.
-Jorge Samayoo
Mia mi. Florida
RESPONSE FROM JIM HUGHES:
Boy' There must be a King KFC-200
conspiracy going on somewhere. Your
question caught me just recovering myself
from replacing the roll servo in my
KFC-200 autopilot in my corporate airplane.
Here is the grist of what I learned
from that experience.
"Bo," my autopilot expert at C.E.
Avionics in Sanford, Florida, is considered
by most as the best in the business.
He says servos-both pitch and rolltend
to last about 15 to 17 years. Since
your airplane is 21 years old and mine is
19, we' ve beaten the odds.
The servos begin to "gum up and slow
down" until they will no longer fully
engage when turned on, or else (worse)
will not fully disengage when turned off.
This results in either burnout of the servo
motor or blowing the circuit that controls
the motor. The problem frequently shows
up fIrst on the preflight test. (Gotcha!)
Your roll servo, the KS-27 I ,has been
superseded by the KS-27IA and yours
(ours) is no longer available and is no
longer accepted by King as a returnable
core. Hence, the high price, /lot offset
by a core allowance.
So what to do Bo says he can overhaul
your roll servo, using a new motor
and new control circuits, if your servo
serial number matches those he has the
parts for. The bad news is, counting shipping
and parts, the estimated cost will
still be $1,000 to $ I ,200!
What did I do when faced with that
news I bit the bu llet and ordered the new
SIN 1836 KS-27 I A. Sorry, Mr. Samayoa.
By the way, I kept myoid KS-271
with a nice blue "repairable" tag attached
to it. It serves as a desk paperweight in
my hangar.
JPI praise
After an almost 20-year association
with JPI Instruments and its owner and
founder, Mr. Polizzotto, I thought a note
from me would be in order.
I got one of his fIrst scanners in about
1980 or 1981 and have upgraded each time
he introduced a new and improved version.
This company probably has the best
customer service policy in aviation and
it's a pleasure to do business with them.
Their product works as advertised and
has been improved as technology has
evolved. They solve any and all problems
with utmost effIciency and a fast
turnaround time.
As the leader in their industry, they
have now programmed the EDM 700 and
800 to report EGT and CHT temps lean of
peak for those who choose to operate in
that mode in these days of costly flying.
I have nothing but the highest praise
for JPI and wish to pass this experience
on to my friends and the various Oying
circles.
- J. Doug las Bodell
Mesa, Arizona
Cabin door popping open
Peter Burgher, Howell, Michigan, forwarded the following
letter from Allen Edwards, a long-time ABS member.
Both Allen and hi s wife Terry owned "his" and "her" airplanes
until recently when Allen lost his medical , sold his
airplane and dropped his ABS membership. He shares the
following:
I WANT TO TELL YOU ABOUT a Baron 's recent unforlUnate
accident on the airstrip of the Boyne Mountain Reso
rt near Boyce City in northern Michigan, an area frequented
by golfers and skiers. T say "unfortunate" because
I believe this type of accident was caused by pure ignorance
on how to correct a rather common situation that occurs
with Bonanzas and Barons, namely how to overcome
a cabin door that pops open when not properly latched.
In fact, there was a fatality several years ago when a
pilot lost control of his Bonanza when attempting to close
an open door. He spun in and everyone on board was killed.
What I observed and heard from usually reliable sources,
the Baron at Boyne Mountain had a door pop open on his
takeoff run, maybe after being airborne. He then attempted
to land straight ahead on the 5,OOO-foot runway, lost directional
control and hit a large snowbank on the side of the
runway. This was too much for the nose gear. which was
wrenched from its attachments and crumpled.
I did not witness this, but I saw the plane with its nose
propped up in the parking area near the terminal. I felt really
bad about this happening to this beautiful airplane with
its three-bladed props, and possibly turbos and no way to
get it fIxed in the wintry outdoors.
I have a lot of time in Bonanzas and learned quickly the
popped door is not uncommon-the result of not thoroughly
checking in preflight.
When the door pops open as you pick up speed in your
takeoff run. there is a frightening noise. The first reaction
is to grab the door and try to hold it shut. In a few seconds
of calm analysis, an experienced pilot realizes the door can't
open more than a couple of inches into the slipstream and the
airplane will fly normally with the door open, albeit with a
disturbing amount of noise.
First, the pilot must FLY THE AIRPLANE. Alld it will
fly with the open doO/:
Second, he should probably make a normal pattern and
land back at the airport. Then, when parked, the door can
be secured.
Third, keeping cool and reassuring any passengers, the
door may be latched if one can reach the latching handle,
but only after slowing to about 80 mph, then opening the
little side window on the left. This procedure should be done
with care not to stall the plane, but most Beech planes have
wings that will fly at slow stalling speeds as they are not laminar
flow airfoils which are much more critical.
It is a shame to imagine the cost involved in this mishap
far away from help-when the problem could probably have
been avoided with no more than damage to the pilot's ego.
I trust you may have experienced the open-door problem
and learned these simple solutions. But the best advice
I can suggest is to never let anyone but the PIC close and
latch the doors.
-@-
Page 6173
ABS April 2000

Aeromedical issues
BY JOH
D. HASTINGS, M.D.
The ABS aeromedical services plan is taking
shape. This monthly column is in place.
There was an aeromedical presentation at
the February Bonanza/Baron Pi lot Proficiency
Program in Orlando. Many AMEs who are ABS
members are stepping forward to participate in
different aspects of this program, including the
development of a database for member referral.
Critiques and suggestions for improving the convention
medical forums wi ll be implemented. It's
exciting and gratifying to be involved in the creation
of this important member review.
• Though not without glitches, the FAA's change
from a paper system to an electronic record is well
underway. There is the huge task of scanning all
paper records into the new system. Bugs in the
Internet transmission of airman physicals are being
worked out. When all data have been entered,
near instantaneous retrieval of airman records will
be possible. Certification delays should be markedly
reduced-a win/win situation.
• I hope everyone is celebrating the arrival of
spring with its sunny days and warm breezes. The
airport beckons. When we do an especially careful
preflight on our aircraft after winter inactivity.
I would suggest we also preflight ourselves.
It is a good time to reflect upon the habits that
keep us healthy (or not so healthy). Think about
smoking, alcohol consumption, weight, diet and
exercise. I know I need that prefli ght.
So long till next month .
- Jack Hastings
qUESTIONS OF THE MONTH:
Q: For the past two years. my doctor has said
my blood sugar was borderline. Now he says I
have diabetes. He wants me to lose weight and
cut down on sweets to see if I can manage my
condition with diet. If that doesn' t work, he wants
to start medication. What does this mean to my
third-class pilot privileges
A: When you have your flight physical, you
will have to answer "yes" to the question regarding
diabetes. The FAA will want to know about
your condition. They will want records from your
doctor so they can determine the severity of your
condition, the nature of your treatment and how
well you are responding to treatment.
Many years ago, only diet-controlled diabetics
were allowed airmen medical certifi cation .
Then diabetics taking oral medication whose condition
was well controlled were granted certification.
Within the past two years, certification
has been allowed for insulin-dependent diabetics
(third-class only). The United States is the only
country in the world allowing insulin-dependent
diabe tics to fly.
Your AME (and pilot organization) can provide
guidelines and checklists regarding the
FAA's requirements for certification of diabetic
pilots. Briefly, they will want to look at cardiovascular
(heart and blood vessel) status and risk
factors for stroke and heart disease (weight, blood
pressure, cholesterol, smoking, family hi story,
age, sex. history of heart disease, etc.).
They will be interested in how well you are
attending to the risk factors you can modify, such
as smoking cessation . They want to be sure you
have been on your medication long enough to be
free of side effects and that your blood sugar does
not dip too low with treatment. A blood test called
Hemoglob in AlC will indicate the status of your
blood sugar over the previous three months and your
doctor will need to provide this information.
If the FAA has complete infonnation and is satisfied,
you can maintain your medical certification.
Q: About four weeks ago, r had surgery for a
ruptured disc in my lower back. 1 had lifted a
railroad tie, felt a pop in my back. and had back
pain that went down my right leg. My big toe
was numb. 1 have recovered well, have no leg
pain. and my toe is no longer numb. My surgeon
says 1 am OK. Can I fly, and must] report this to
the FAA
A: If you are well healed and off any medication,
such as pain relievers or muscle relaxants
that might cause sedation , you can return to flying.
You exercised good judgment in grounding
yourself until you had healed. You need only
report your history of back surgery and the fact
that you arc healed at the time of your next flight
physical.
ABS member John Hastings, M .D. , holds board certification
in neurology and aerospace medicine. H e
has been an aviation medical examiner in 1976 and
serves as a senior AM£. He holds a commercial pilo!
license with mulliengine and instrument ratings. He is
chairman 0; the EAA Aeromedical Advisory Council,
past preSident of the Civil Aviation Medical Association
and on the council of the Aerospace Medical
Association. He is an A BS D irector and hea ds the
Society's Medica' Committee.
ABS April 2000

REGIONAL NEWS
SEBS, MABS & NEBG @ ABACO
Sixty-four folks from the Southeastern Bonanza Societ y,
Mid-Atlantic Bonanza Society and the Northeast Bonanza
Group arrived in Abaca, Bahamas, on December 9 in 24 airplanes
and spent a long weekend at Treasure Cay in a state of
total relaxation.
The Bahamas out-island fl y-ins are always laid back, and
this one was no exception. The only thing that was really an
organized activity was the Friday night coc ktail party sponsored
by the Minister ofTourism. Other than that, we split up into small
groups and explored the activities available around town.
Although the beach had not completely recovered from the
wrath of Hurricane Floyd, which passed directly over this island
in October, and there was some seaweed and debris strewn
around, it was still beautiful. The water was all shades of blue,
although a bit too cool to swim in and most of us were content to
just walk the beach. It was hard to get a fishing challer since the
crews had all quit to work on reconstruction in town.
Sal Sciarrino, son of SEBS member John, solved his fishing
problem by bringing his own tackle and fishing on the flats for
bonefish. He caught (and released) several nice ones as well as
an unexpected lemon shark.
One of the most popular excursions was a ferry ride to Green
TUllle Cay, a quaint island covered with hi storical buildings
and sporting a small museum. Some of our group rented boats
and explored by water. Others played the really nice golf course.
Bill and Pam Sneed headed for the tennis COUIlS, while the less
ad venturous spent hours and hours visiting with friends and
hanging out by the pool.
The food was excellent and served in typical Bahannian style.
A curious thin g: The food is included in the room cost, but it 's
$4 extra if you want to order lobster. This in spite of the fact that
there are no cows on the island so the beef must be impolled, and
lobster is caught within 100 yards of the restaurant '
On Saturday night, a large group capped the weekend with
a night of dancing at the Tipsy Seagull Bar featuring an outdoor
atmosphere and a local band.
Door prizes purchased from the ABS Company Store were
awarded each night. - Troy Branning
Many of our ABS members have found a world of aviation
information available to them on the Internet Here
are some sites you may want to visit:
American Bonanza Society
www.bonanza.org
The home page displays a phOlO of the Airplane of the
Month and gives immediate access to information about
the Bonanza/Baron Pilot Proficiency Program, the ABSI
Air Safety Foundation Service Clinics; RAPID Price Review
Request; lhe ABS calendar, ABS Company Slore;
fuel prices by AirNav, and so on.
Bonanzas to Oshkosh XI
www.tempomusic.com/b20sh
Contains infonnation on the rendevous of ASS pilots
at Rockford, lliinois, and the formation flight to Oshkosh
in July.
Australian Bonanza Society
www.abs.org.au
This well-done website contains their calendar with a
variety of coming events, lists of used aircraft and/or pans
for sale, pilot licensing requirements, articles on travel and
an accommodations guide.
Midwest Bonanza Society
http://home.earthlink.netl-jwhitehead/
index.html
Southeastern Bonanza Society
www.sebs.org
This website contains newsletter, schedule and activi·
ties for this regional group.
Avweb
www.avweb.com
This site provides a free subscription to a twice-weekly
summary of aviation news and other information sent to
your e·mail address. You can click on numerous linksfrom
advertising to weather, aeromedical, airmanship.
classifieds. places to fly, shopping_ elC.
Global Aviation Navigator
www.globalair.com
This site contains thousands of links to aviation busi·
nesses, current weather at any airport, winds aloft, national
radar composite and much more.
Experimental Aircraft Association
www.eaa.org
This site provides information on how to join and how
to participate in Young Eagles flighls as well as news about
lhe world's premier annual aviation event: OSHKOSH!
Page 6 175
ABS April 2000

ABS member John Miller in 1930 with his New Stondord 0-25, an open cockpit five-place biplane with Wright J-5 225
HP engine. It was designed for barnstorming but was also used by bootleggers to carry bottles of Scotch whiskey
across the Ganadian border.
TheWCTU
bootlegger
incident
BY JOHN M, MILLER,
POUGHKEEPSIE, NEW YORK
In 1932. right in the middle of the
Great Depression. I was trying to make
ends meet by running a sad field airport
at my hometown of Poughkeepsie. New
York, It seemed that no one in that vicinity
cou ld afford an airplane. The only
two local owners obviously could not
afford them for they never paid their hangar
rent, and I did not press them for it.
They had OX-5 open cockpit biplanes.
Cabin airplanes were a rarity at that time.
There was one well-known class of
people who could easily afford airplanes
to use in their illegal enterprise of bootlegging
whiskey over the border from
Canada. Those guys were really flush.
The New Standard D-25 open cockpit
five-place biplane with Wright 1-5 225
HP engine was the very best for the job
and it was their favorite. It could easily
carry a load of 1,000 pounds of bottles
of Scotch which were packed closely
with burlap bags for damage control. One
thousand pounds lVas well over the D-
25's normal passenger load of 680
pounds. That airplane was designed specificaUy
for barnstorming in and out of
smaU grass fields , making it ideal for
their purpose,
That load of Scotch would often be
doubled by the well-organized shops that
imported empty bottles from Scotland,
diluted the whi skey with prune juice or
something and grain alcohol, and applied
counterfeit labels, The manufacturer of
the D-25 went out of business in 1929
so it was an orphaned airplane, but a very
good one.
The bootleggers mostly hired un-licensed
pilots with limited experience to
fly the D-25s. They made from one to
three flights a day over the border with
loads of good Scotch whiskey which was
purchased legally in Canada. The Canadians
were also happily cashing in on our
stupid Volstead Law, the origin of our weUknown
organized crime legacy today,
The planes were landed in variou s
hayfields just south of the border, unloaded
into cars by appointment and returned
for another load, In the long summer
days, they could easily make three
round tri ps a day-and I heard of four.
As they arrived over the designated field,
the pilots would look for a whitewashed
signal-of-the-day on top of a car before
landing. and if any other car was seen in
the vicinity, they would go back to
Canada without landing and make another
appointment. After all, they didn't
want to payoff too many revenuers,
Those landings, and some of the pilots
who made them, were not always successful,
and the airplanes would occasionally
get bent out of shape-sometimes a little;
sometimes a lot.
It so happened that I had a small business
in an 80-by-IOO-foot hangar where
I serviced and rebuilt airplanes, My chief
mechanic had been a foreman in the New
Standard factory in charge of building
these very same D-25s which were being
used by the bootleggers and being
bent into odd shapes. So it was quite convenient
and natural for the airplanes to
be brought in trucks to my shop for reshaping.
My chief was a real expen, so
we had a good business going,
The bootleggers had to get those airplanes
back into the air fast and they paid
in cash, real gold-backed dollars in those
days, not the scrap paper of today and
worth 10 times the latter, and practically
no income tax! Those bootleggers did not
bank their money, They just kept it in big
bills in big rolls in their pockets, They
didn't want to bother the busy IRS with
any extra bookkeeping.
One D-25 arrived by air under its own
power but rather odd looking. The land-
ABS April 2000
Page 6176

ing gear seemed to be rather spread out
and squat looking. Four really big men
got out of the front cockpit with their
baggage, followed by the pilot and his
baggage. h was quite a load. They had
flown all the way from Detroit, at least a
four-hour flight with a tailwind. They
told me their story and it was incredible!
Their pilot had flown a 1,200 pound
load of whi skey over the border to a
small field at Detroit, but had seen some
strange cars near the field. The men in
the pickup car waved him off, so he had
to return to Canada. However, due to his
very light load of fuel, he could not make
it, so he elected to land on an exposed
sandbar in the center of the river. h was
rough and the landing gear spread out due
to the fu selage structure parting and the
longerons spreading apart, including the
flying wires and the wings!
The border line spl it the island. but
the pilot had landed on the Canadian side
of the line. The police came over to the
island but they could not touch him as
long as he stayed on the Canadian side.
So, while they watched, the cargo was
unloaded and put into a boat and the pilot
took off light. Amazingly, that airplane
held together on the 400 nm fli ght
to my airport with that heavy load of
meat. A tough airplane.
The D-25 was a plane with aluminum
fuselage truss structure and beautiful elliptical
wood wings, all covered with fabric.
One came in that had burned, all except
the tail and the engine with its
mount. The wood wing steel fillings,
made of welded chrome-molybdenum
steel, were salvageable, but we had to
build everything else from scratch. Fortunately,
we had been building new wood
wings, so we had made all the jigs for
the numerous sizes of ribs.
Since no new pans were avai lable
from the factory, it was necessary to build
practica lly a whole new airplane and attach
the original nameplate. I po li shed
the black soot off myself. We fabricated
new terneplate fuel tanks and saved the
steel landing gear and the aluminum tail
which had not been damaged in the fire.
Of course, the owner was tearing his
hair and gnashing his teeth about the time
it was taking and offered extra money
for us to expedite the job. He was in the
hangar talking to me one day, along with
another competitor bootlegger who was
also waiting for his D-25, too. Each one
had a bodyguard standing there, and each
man had two. yes two, automatic pistols
in shoulder holsters. A lot of artillery for
protection because they had their pockets
full of all that good money.
The bodyguards looked in all directions
at all times. I was a lillie nervous,
thinking of what could happen if some
other guys came in wi th Thompson subdonation,"
and J turned to the men and
asked, "How about giving thi lady a C­
note" They started digging big wads of
money out of their pockets and each peeled
off a $100 bill and handed it to her.
I cannot describe the expression on
that lillie lady's face when she sawall
that money! She stammered some thankyous
as she accepted the two C-notes
with trembling hands. She probably had
hoped to get a $5 donation at best. I'm
certain she had no idea the shop was anything
but an ordinary airplane factory and
no idea that those men were bootleggers.
Of course, the last thing those bootleggers
A 1928 New Standard 0-25. SIN 2. converted from 180 HP Hispano to 220 HP
Wright J-5 with five-place front cockpit. pilot seat in rear. Used by John Miller
for barnstorming. 'People always wanted to ride in the block plane because
it appeared heavier and safer, • John says.
machine guns, a weapon quite familiar
to me since I had used them in the Marine
Corps Reserve. Those guys could
have them, but the law would not allow
me to have one for defense.
A little elderly lady, no more than 100
pounds, entered the hangar from the office
and asked if one of us was Mr. Miller.
I ans wered. She looked familiar, but I
could not place her. She said she was the
head of the local WCTU (Women's
Christian Temperance Union). She asked
whether I would be willing to make a
donation to help retain the Volstead Law
from imminent repeal, a campaign promise
of the new ly elected Pres ident
Franklin D. Roosevelt. Those two bootleggers
could hardl y keep from laughing
and me, too. I could see it in their
eyes and expressions.
I said, "[ think we could provide a
wanted was repeal of the Volstead Law,
which was the very foundation of their lucrati
ve business.
The word got around among others
who were airplane rebuilding customers,
and they all wanted to meet the "WCTU
lady." [n lieu of that, they gave C-notes
to me to pass on to the lady when she
came back to the shop at regular intervals
to dig up more money from her unexpected
gold mine.
h was a big joke among the bootlegger
crowd, ali to no avail. The law was
repealed, pUlling the bootleggers out of
business-and my shop, too. Broke, I
quit the business in 1933, soon after the
law was repealed .
ABS member John Miller is a retired military,
airline and test pilot. He owns a V35A
Bonanza and a 56TC Baron hotrod.
Page 6177
ASS April 2000

Old radios
BY JIM HUGHES
I
have been accused more than once of being a shill for
the avioni cs manufacturers, i. e. trying to create a larger
market for "new stuff' among the ABS membership.
Believe me, that's /l ot what I'm doing. I' m just a "Pore
Old Pilot" (that's Southern for "poor"), working three jobs
and sometimes more to support my fl ying habit.
My fascination with the new stuff is probably the same
as yours. I report on it and salivate over it in the hopes that
maybe someday, when the price comes down, or when my
dingy docks, or when something happens to make me
wealthy, T can afford some of that stuff. Maybe in my wildest
dreams, I could even afford to have a new Bonanza to
wrap it all up in.
Meanwhile, back to reality. I all/ happy with what I' ve
got, which is the chance to fl y a large variety of aircraftfrom
WWIT warbirds to current corporate planes that cost
more than my projected lifetime income to all vintages of
general aviation singles and twins.
What prompted the subject of this month's column is that
I've begun to notice that the avionics in all of these fine machines
tends to match the date of the airplane'S manufacture.
Oh sure, if We climb into a Beech Staggerwing, we're not
likely to see a two- or four-channel Motorola transceiver and
a Lear ADF still in the panel, unless, of cOllrse, the owner has
left it in there for historical authenticity (and has a modern
Nav/Com and GPS hidden under a flap somewhere).
Even a Beech 35, 1947 vintage, has to have a transponder
in the panel if it really wants to go anywhere. This, I
guess, is what I would call the nornl-old radios that match
the age of the aircraft, with additions of one or more newer
units, to cope with the complexity of fl ying in our presentday
Air Traffic Control System.
Why haven 't most of us replaced our whole avionics
suite with the modern, up-to-date bell s and whistles that
I' m always touting Boy, that's simple. It's the two-headed
snake of cost, and "because it still works and it ain't broke
yet!" I consider myself in that group, and for those reasons.
So this month I'm devoting the column to those of us
who are looking at (but not buying yet) those fancy new GPS/
YORlILSlNav/Coms. Our old (but still working) Nav/Coms
will have to last us a little longer until our ship comes in.
ever have to buy" Thank you for not getting out the tar and
feathers; it lVas the last Loran you ever had to buy. The next
year I was speaking for the "new" Garmin I ()() GPS!
By United States copyright laws, the manufacturer of
equipment is required to support it with parts and service
for at least sevell years. Most, support it with technical
support and parts for longer than that- until the company
is either sold or the spare parts inventory runs out. When
one company buys another, such as when TERRA was
bought by Trimble, the buyer of the equipment also buys
the obl igation to support the bought equipment for the remainder
of the seven-year period.
Fortunately for the avionics buyers, very few avionics
manufacturers have simply gone bankrupt and closed their
doors. Most (aliI can think of, offhand) have been bought
by another avionics maker, which has the expertise and
integrity to continue supporting the "orphan" equipment.
Most avionics shops keep track of the travels of avionics
equipment and can still come up with a phone number
of an obscure technician buried back in the corner of a
plant who can still answer their questions about yo ur obsolete
equipment.
Failing that, the shop can probably still come up with
someolle who can help keep your stuff running a little while
Finding support for
"orphaned" radios
can be a challenge
Out-of-manufacture avionics
First, what do we do about out-of-manufacture avionics
As a veteran spokesman for the Texas Instruments TI-
9100/9200, the ARNAY AR20/21140/30/50, I feel somewhat
qualified to talk aboUl this subject. Remember when
I told you that the ARNAY-30 was the "last Loran you'll
ABS April 2000
Page 6178

longer. When all else fails, they can call the Aircraft Electronics
Association (AEA) headquartered in Independence, Missouri,
who can tell them which of their other members has
"squirreled away" the last of the supply of spare parts for your
unit. (Up until about three years ago, for instance, there was an
avionics shop in Morristown, New Jersey, that still had most of
the parts to repair the Tl-91/9 I 00/9200.)
I don 't know of many avionics shops that throw anythi ng
away that still works, including boards, diodes and knobs. All
you have to do is make it worthwhile for them to go paw through
their "collection" to find the magic part that will put you and
your unit back in the air.
This is not to say that, because the avionics shop has gotten
the part to fix your unit out of its junk pile, it won 't be expensive.
Smart avionics shops have begun to consider the cost of
inventorying a part for 20 years, listing it in the AEA database,
finding it, testing it, perhaps extracting it from an otherwise
inoperable unit, and installing it in your unit.
Documentation
Present FAA regulations mandate that the source of all)' part
used in an airplane must be documented from its source of
manufacture through all its travels to you. This sometimes requires
hideous hours and detective work, all necessary to keep
the shop's repair station license and your airworthiness certifi ­
cate legal.
Sometimes the smaller and more simple the reqnired part is,
the harder it is to document properly. If the part is "as removed"
from another Bonanza for instance, and has stamped on it a part
number that is listed in the Bonanza parts manual for the year of
manufacture of your airplane, then the mechanic or repair shop
can document it as a replacement for a like part removed from
your airplane and return the airplane or unit to service.
If, however, the mechanic or repair station has to send the
part (either yours or the one resurrected from his junk pile) out
for repair, he has to send it to a repair facility authorized by the
FAA to repair and re-issue that part. The part will come back
with an FAA Form 8130-3 attached, sometimes referred to as a
"Yellow Tag." This lets the mechanic legally install the part on
your airplane.
What if the part is something tiny like a diode, a transistor, a
light bulb or a screw Yep, if it is removed from your airplane,
repaired or replaced with another one like it, it needs an FAA
Form 8130-3, too! lance ordered a handful of fasteners from
Raytheon. They came in a great big box. The screws themselves,
50 or so, were in an envelope small enough to nearly
get thrown out with the box packing. The 50 copies of FAA
Form 8130 took up the space in the rest of the box. The cost
Oh yeah, the screws were worth maybe a quarter apiece from a
well-stocked hardware store. But the documentation for the
screws cost $1.23 each!
What if the part to fi x your radio is one of a handful of diodes,
resistors or transistors, all "Hecho En Mexico" If the
manufacturer of your radio used those parts and if he received
a Parts Manufacturing Authority (PMA) from the FAA to manufacture
your radio using those parts, then the unit and the manufacturer
is perfectly legal to use foreign parts. What if the part
to repair your radio is readily available at your friend ly Radio
Shack Can you (or your mechanic or your avionics shop) use
the Radio Shack part to repair your radio The answer is a resounding
"no" ullless the part l1umber is exactly the same. It's
not likely that you will find the required part at Radio Shack
with the same part number on it. The part may be exactly the
sanle color, have the same markings, confonnto the same technical
specifications, etc .. etc. but if the part number is different, or is
not available, it call1lot be used.
Most of the time, a vendor of airplane parts wi ll mark the
ones supplied to an airplane or avionics manufacturer with a
different part number from those he se ll s to an automotive or
refrigerator manufacturer. Again, this is the work of the friendly
FAA. In granting the aforementioned PMA, the FAA has to satisfy
itself as to the origin and quality control of all the parts that go
into the things that go into airplanes. There are sometimes exceptions
to this, but not many.
lance flew a brand "P" Saratoga SP (retractable) as a company
test bed and sales force airplane at Texas Instruments.
The airplane's hydraulic power pack began to cause trouble
from an internal leak that would let the landing gear hang out of
the wheel wells until the pressure sensor sensed low pressure and
ran the electric pump in the power pack to suck the gear back up.
(See how lucky we are to have our electric landing gear)
A new power pack cost about $1,000. I was ready to buy
one, until an unnamed Piper employee told me, in confidence,
Page 6179
ASS April 2000

that the power pack was exactly the same as the one used on
Mercruiser boat outdri ves. J scurried to the Mercury outdri ve
dealer and was ready to buy one there for about $700 until 1 opened
the box. Inside the box, I found that the vendor painted those destined
for Piper blue and those destined for Mercury outboards black!
A closer examination also revealed that the pan numbers stamped
on the case of the unit were one number different! Back I went to
my aircraft mechanic, empty-handed and wiser.
So what's a poor Bonanza owner to do
Narco radios are supponed now only at the factory and at a
few avionics shops willing to work on them.
• The King KX-170/175s, mai nstay of Nav/Coms, are now
over 30 years old.
• McCoy Avionics, the "fixer of what's wrong with KX-170s,"
has sold what 's left of its enterprise to JA Avionics in Joliet,
Illinois.
The Ryan WX -7, 7A and 9 have gone to 3M, then to
BFGoodrich, which no longer suppons them.
• TERRA radios got sold to Trimble, which is also gone, but
Trimble still maintains a technician in Austin, Texas.
Foster, maker of a couple of IFR Lorans, also sold to
Goodrich and has announced they will no longer support
them or supply new databases.
APOLLO has gone through several reiterations, but now belongs
to UPS, which still provides strong customer suppon.
• Nonhstar was acquired by Bombardier, which then sold it
to Canadian Marco ni, so customer suppon is still available.
• ARNAV is pursuing Multifunction Displays and Data uplinks,
but I think it still suppons its GPS/Lorans.
Texas Instruments exited the general aviation avionics line
in 1986, and since has been acquired by Raytheon. I don't
believe there is still anyone there who knows the TI Lorans.
As you can see from all this, the elephant graveyard is littered
with the carcasses of failed avionics effons.
How to find support
So am I saying that all of us should shuck all our old radios
and buy new ones Not at all, especially if we expect to keep
living with our "significant others." There is still plenty of suppon
out there for our avionics; it's just a little harder to find .
A good avionics shop, especially one that is an AEA member,
can work miracles for us. The trick is to find the "right" avionics
shop. Oh sure, they're business people, too. They' ll take one
look at our antique stack of radios and try to sell us new ones. Be
honest with them. Have a plan in mind about what you plan to
replace and when you plan to do it. I am assuming that all of us
want to eventually have an up-to-date avionics stack, but that
we cannot afford to do it now, or do it all at one time.
This is where a frank , open discussion with your avionics
shop is advised. What do you want to do flOIV and what can you
afford For instance, let's say that your old directional gyro is
wheezing and needs replacing now. Eventuall y, you'd like to
upgrade to a modern autopi lot. A good shop can advise you
that when you install your autopilot, you'll have to upgrade
your DG to one that includes a heading bug, or change to an
HSI, so why spend on the gyro now
What if you want to install a stereo-capable intercom The
avionics dealer sees that you have a very old audio selector
panel, such as a King KMA-12 that is on its last gasp. He's
looking at rewiring your whole airplane to install the intercom,
then rewiring it all again next year when you finally decide to
upgrade the audio panel. He can do it all now, without having to
disassemble your airplane interior twice! After you get over the
"sticker shock" from his pricing a combination audio/intercom,
such as the PS-7000, you'll realize the dealer is trying to save
you money on installation costs.
Keep shopping for an avionics dealer until you find one you
can talk to. We're lucky in that regard, in that we are not "captive"
to one dealer. Most of us, except in very remote locations,
can fly to at least three avionics shops. Naturally, you should stan
at your home airpon if there is a shop on your field. If you don't
like what you hear, get in your airplane and find another dealer.
Us ing the shop on your home airpon has value and should
be factored into your cost estimates. They can go over and drag
your airplane out of your hangar, and can save you the bother
of having to get a ride back from the airpon where you get
your work done. However, don 't think that locks you into that
dealer, and make sure the dealer doesn't think that either.
Provide a "Wish List"
Once you have found a dealer who suits your desires and
personality, give him (or her) your entire "wish list" and in the
order you think you want to upgrade. As stated in my last paragraph,
this is where a good dealer is separated from the others.
Hopefully, the dealer will help you prioritize your desires to
the most avionics for your bucks-and the least trauma to you
and your airplane.
If there is "an oldie but goodie" in your panel that you are
still attached to, or that can be fixed reasonably and serve you
a little longer, the dealer should be willing to do it without shaming
you into discarding it. If the dealer takes your beloved radio
out of your airplane and takes it into his shop where the other
technicians point at it and fal l out of their chai rs with laughter,
retrieve it and fl y to another, more sympathetic shop.
Speaking of sympath y, I'll show some now by ending this
column until next month .
ABS member Jim Hughes, Sanford, Florida, holds a 85 degree in
Aero Engineering. He is a (FII and an A&P mechanic. Jim heads
Marketing & ProFessional Services, a consulting and flight test firm
involved in both military and civil avionics applications.
ABS April 2000
Page 6180

Wheels III brakes ..., _ifill ... 1I1Ii IDII:hdownl
BY SANDI SCHICKEL
AIRPLANES: They can provide
income, save lives-or
just be someone's toy. But
no matter what an airplane
is used for, it is an absolute
must that regular maintenance
be done to ensure
the aircraft will perform at its
peak a ll the time.
Who is responsible for an aircraft's maintenance
Under Federal Aviation Regulations (FAR) Section 91.403, the primary responsibility
for maintaining an aircraft in an airworthy condition, including compliance
with Airworthiness Directives, fall s on the shoulders of the owner/operator. This responsibility
includes ensuring the logbook contains all required entries of the maintenance
performed.
Even though the owner/operator bears the responsibility for the aircraft maintenance,
limitations exist under the FARs that prevent the owner/operator from physically
doing most of the work on the aircraft without the assistance of a certified
technician for the specified procedures. The imposed limitations should not deter the
owner/operator from becoming an expert in recognizing needed maintenance that
can be achieved by visual examination
during a preflight inspection.
There are approximately two dozen
relati vel y uncomplicated repairs and
procedures for the entire aircraft listed
in FAR Part 43. Appendix A, which are
considered prevenrive maintenance operations
that can be done by the owner/
operator. For wheels and brakes. this is
limited to removal and installation of the
tire, cleaning and greasing the wheel
bearings, and replenishing hydraulic
fluid in the reservoir.
Wheel and brake deSign
Elmer Van Sickle, a retired Delta
Airlines pilot and founder of Cleveland
Wheels & Brakes, designed the external
floating caliper brake. Cleveland
Wheels & Brakes became a division of
Parker Aerospace Group in 1978 and
have provided Van Sickle's unique design
to major general aviation airframe
manufacturers since 1936.
Cleveland products are on 80 percent
of the general aviation aircraft fl y­
ing currently, including Bonanzas, Barons
and Travelairs. Even today, the Bo-
Page 6181
ABS April 2000

nanza and Baron new production aircraft use Van Sickle's
design.
All wheel and brake combinations are designed as a matched
set (Figure I) and are qualified as such under Technical Standard
Order (TSO) C26. The wheels are designed and qualified
with a specific tire type (tubeless or tube-type) and size, matching
the aircraft requil"ements as set forth by the airframe manufacturer.
The use of unapproved tires, improper inflation pressures,
or subjecting the wheel to loads greater than its design is a violation
of the TSO certification. Subjecting the wheels or brakes
to parameters outside their intended design can lead to an overstressed
condition.
Simply put, it is a violation of the TSO approval to mix wheels,
brakes and tires that are not qualified together. Without a doubt,
the first step to sound maintenance prtactice is to understand
how the parts operate together. contillued on lIext page
FIGURE I
HOW WllERS AMI BRAKES WORK 1ooETHB!
Figure 2 is an exploded drawing of an external disc brake. 5 LI~ING ~[)
PRESSURE
Actuation of the toe pedals engages the master cylinder FIGURE 2 PLA'E ~
and pressure enters the brake by way of lines (hoses) ":'" 1111/--..."-
connected to the inlet fitting (#6) on the caliper (#1). IN~E' 18 Pli'ON ~~'
The pressure flows through the cylinder (caliper) r"" NG INSULATOR • ~.f T
and forces the pistons (#7) outward against the srRASr~ROS . ~'R8ING ;.... l'
pressure plate (#5). The anchor bolts (#14) slide ~YlI~OER ~. 10
freely on the torque plate assembly bushings (ears .tt .. " "-.... ~ ~:~fT~R
of #16), and allows the pressure plate and back T' ___ ~ /.l "-....
plate linings (#4, #11) to squeeze the brake disc ,,1"NG ~OR ,,-,~, 15 ' ~ 17
' 3)' I I ~.......... DRAG ~ PISTON
(#IIF , Igure slmu taneous y. PIPE " R ING 14 INSULATOR
Braking action generates a torque. which THRDS . 2 ... A~gtR
transmits a braking force, converting the kinetic ~BOlf ~R
energy tnto heat. Kinetic energy IS the energy of a 1 :'l",.~ 9
body that results from its motion. The heat is then ab- ", ~ ~\~~DmRS~SY.
sorbed by the brake disc and surroundtng components. The WA~HER I WA~~ER BL E~DER
braking force is ultimately transmitted mto the wheel and the 12 S' R .AS'~RDS.
tire, bringing the aircraft to a stop. The wheel assembly is the NU'
second integral part of this design.
Although the majority of general aviation wheels are manufactured from magnesium
castings, wheels are also made of aluminum castings and aluminum forgings
(Figure 3).
Bonanza, Baron and Travelair wheel assemblies are all cast productsbut
may be either magnesium or aluminum. Whether it is a main wheel ,
nose wheel, or tail wheel, the TSO design is of the divided type incorporating
an inner wheel half (# 10) and an outer wheel half (#8). These
wheel halves are fastened together with tie bolts (#7), washers (#6) and
nuts (#35).
The wheel rotates on two tapered roller bearings (#4), which seat in
the bearing cups (#4) that are shrink-fitted into the hubs. Grease seals
(#3) provide protection and lubricant retention for the bearings.
Some wheel assemblies utilize hubcaps (not shown) that are
secured by the outboard wheel half by a snap ring (#1) or three
attachment screws. Full wheel covers (not shown) can be used if
the attachment holes are already drilled into the outer wheel half.
Hubcaps and wheel covers help to protect the bearing bore from
excessive moisture and debri s.
• BEARING
CUP
AND CONE
FIGURE 3
5
"'"
10
1NNER
WHEEl
HALF
4
BACK
PLATE
16
TOROUE
PLATE
ABS April 2000
Page 6182

0 . 10 0 I N ' ---
( 2 . 54MM)
"'N
I
PRESS
[ LESS THAN . 0 10
SI..f'f>ORT RODS
PRESSURE PLATE
0. 100 I N .
( 2 . 54101101 )
"' N
BACK PLATE
FIGURE lA FIGURE 4 FIGURE 5
r-
TABLE
Preflight inspection and
on-aircraft maintenance
A preflight inspection of the wheels and brakes is all too
often limited to checking for the obvious problems, such as
hydraulic leaks and the condition of the tire. What else can be
seen by taking a few more minutes to carefully examine the
installation
When viewing the brake installation on the aircraft, the brake
assembly should be sitting straight and parallel with the face of
the disc as shown in the cross-section in Figure I A. A brake assembly
that is cocked downward indicates excessive wear in the
torque plate bushings. The movement of the anchor bolts through
the torque plate bushings causes wear, and the bushings will
become elongated, causing the brake to cock downward.
Replacement of the torque plate subassembly will correct
this anomaly. If new discs and littings are installed, but a worn
torque plate is left on the aircraft, uneven lining and disc wear
will take place.
The brake assembly should be free from pitting corrosion,
cracks or other visible damage. The inlet fittin gs and hoses
should not be leaking. A fit check of the brake and torque plate
is accompliShed by holding the cylinder and moving it in and
out of the torque plate bushings. Easy movement is normal but
excessive movement from side to side would indicate that the
brake should be removed for a detailed inspection by a professional
technician.
How to replace linings
These illstructions are nol intended as a guide to pelforming
rhe relining of the brake; rhey can only be performed under
rite guidance of a cerrified recitnician. Systematic instructions
can be found in the Cleveland Component Maintenance
Manual (January 2000 Revision). A copy can be obtained by
contacting Cleveland Wheels & Brakes.
Two different lining materials are used in general aviation
brake assemblies-metallic and organic. Lining material selection
was made during the design process to adequately decelerate
the aircraft and cannot be interchanged.
Metallic linings are found in aircraft with higher gross
weights than organic linings that are used on lower gross weight
aircraft. Metallic linings are fastened onto the back and pressure
plates with steel locator pins, whereas organic linings are
fastened with rivets. Either material requires replacement when
worn to a minimum thickness of. I 00 inch (Figure 4). Extreme
chipping of the lining can result from improper conditioning
or excessive wear. This condition is also cause for replacement
of the lining segmem.
Due to the design of the Cleveland brake, lining replacement
can be accomplished without raising the aircraft or removing
the wheel. First, block the aircraft wheels and ensure
that the parking brake is in the Ojfposition. Then, remove the
back plate attachment bolts and washers, the back plate, shims
and insulators, if applicable. Third, slide the brake caliper out of
the torque plate bushings and remove the pressure plate assembly
by sliding it off the anchor bolts.
Once the back and pressure plates have been removed, take
the opportunity to do a more thorough inspection of the brake
caliper. Look for pitting corrosion on the cylinder housing and
anchor bolts. Also, inspect the torque plate bushings for corrosion
and excessive wear, as previously discussed. Severely worn
or damaged parts should be brought to the attention of the
technician.
Organic lining material is a nonasbestos organic composition.
All organic linings are attached to the back plate and pressure
plate with a semitubular rivet through the predrilled holes
in th e lining segment. Re moval of the rivets is
accomplished by using a small drift pin or carefully drilling
out the ri vets with a 1/8-inch diameter drill bit.
If using a drill, care should be taken to prevent elongation
of the attachment holes, which would necessitate replacement
of the plate. The back and pressure plates should be cleaned
before reinstalling the new lining. Any plate exhibiting cracks
should be replaced. If the pressure plate has become slightly
warped from the heat generated during landing, it can be
straightened by using the method shown in Figure 5.
Due to the design, a severely warped back plate would need
to be replaced. To install the new lining, position the segment
onto the pressure and back plates and install a new ri vet using
Cleveland's 199-1 rivet set, or comparable riveting tool.
Metallic linings are made of a si ntered metal composition ,
Sintered material is a bonded mass of metal particles shaped
and partially fused by pressure and heating below the melting
point. Metallic linings are attached to the pressure and back
plates with steel locator pins that press fit into counterbored
Page 6183
ABS April 2000

LINING
PLATE OR
PRESSURE PLATE
I VET
FIGURE 6
holes in the back surface of the lining.
Remove the lining segment by prying it
off with a screwdriver. Carefully examine
the lining attachment pins for gross deformation
or corrosion and replace, if needed.
The attachment pins can be removed by
drilling them out with a 1I8-inch diameter
CREST
ACCEPTABLE
"A" MINIMUM
THICKNESS
In review, all wheel and brake
combinations are designed as a set of
equipment intended to provide optimum
performance as linings and discs
wear evenly to the replacement point.
Therefore, a minimum replacement
thi ckness for each di sc has been
established.
Minimum replacement limits can
be found in Appendix A of the Cleveland
Component Maintenance
Manual or in the Technician·s Service
Guide. Disc thickness can be checked
on the aircraft by use of a micrometer.
To determine if the disc shou ld be
replaced, measure it in three or four
places on the flange. If anyone mea-
drill bit. To install a new attachment pin,
place the tail of the pin towards the counterbored side of the part
(Figure 6). Place the pins and the plate on a flat metal surface and
install the pins using Cleveland 's 199-1 ri vet set kit, or a comparable
screw-type press. The pins should be free of movement.
In the event the lining segment does not stay in place, two
methods can be used to secure it. One method is using a tight
spray adhesive applied to the back of the tining before fitting
it onto the back and pressure plates. The adhesive holds the lining
in place until the brake is reinstalled onto the aireraft and will
burn off during proper lining conditioning.
The second method is to deform the locator pin with a smooth
jaw vice enough that when the lining segment is snapped into
place, it will be held securely.
During lining installation, splits may occur on the rivets!
pins because of the clinching operation. Splits should
not be found inside the crest of the clenched surface,
and there can be no more than two splits within a 90-
degree area. If there are more than three splits overall,
the river/pin will have to be removed and reinstalled because
stability of the clinch is compromised (Figure 7).
Reassembly of the brake is accomplished by reversing
the steps outlined above (make sure no parts are left
over).
The final step in the lining replacement process is the
proper conditioning of the linings based on the material of
the lining (discussed later).
Wheel inspection
Wheels are one of the most neglected parts of the
aircraft. The on-aircraft maintenance of the wheel assembly
is limited to checking for corrosion, cracks and
other visible damage. Because of this, the removal and
full inspection of the wheel should be done "at each tire
change as a result of wear, or damage from hitting an
obstruction ... according to the procedures ... " (Section
FIGURE 7
FIGURE 8
UNACCEPTABLE
300, page 315 Cleveland Component
Maintenance Manual).
It is the responsibility of a qualifi
ed technician to follow the procedures
outlined in the manual.
Disc inspection
surement is at or below the published
replacement thickness, a technician should replace the disc.
(Figure 8).
"Coning" is warping of the disc flan ge in the downward
direction from the disc cup (Figure 9). Coning is caused from
overheating of the brake disc upon landing, or conti nued use
of a brake disc worn below the minimum replacement thickness.
Since the primary job of the disc is heat dissipation, a
severely worn disc no longer has the capacity to dissipate the
heat properly, causing this damage.
Coning in excess of .0 15 inch is cause for replacement. Discs
can be checked on the aircraft by laying a straightedge across
the face of the disc and sliding a .0 15 feeler gauge between the
disc and straightedge.
contilll/ed on lIexl page
Wheel and brake preventive maintenance is
limited to removal and installation of the tire,
cleaning and greasing the wheel bearings,
and replenishing hydraulic fluid in the reseNoir.
0.015 MAX.
FIGURE 9
ABS April 2000
Page 6184

Fact or fiction
Folklore is defined in WebsTer 's DicTionwy
as "rural superstitions, tales, tradition
s, or legends." Some maintenance practices
can be compared to folklore. A
method for doing something gets passed
from one person to another and is soon considered
to be absoluTe jacT.
Let's take a look at some very specific
maintenance folklore.
SURFACE
BACK PLATE
BOLTS
What four-letter word Is used too
often when doing brake overhauls
The answer is shim . Sometimes when
changing the disc and brake linings, a wheel
lockup occurs. Common practice is the insertion
of a shim between the back plate and
the cylinder housing to attempt to alleviate the excessive drag.
The culprit causing the excessive drag is usually crushing
around the bolt holes on the face ofthe cylinder housing where
the back plate is attached. It is caused by overtorquing, or just
plain old age, of the back plate bolts (Figure 10).
Crushing around the bolt holes causes deflection of the back
plate when torquing of the tie bolts is initiated. The back plate
deflection closes up the dimension between the linings and
disc, thereby limiting wheel movement.
Depressions around the bolt holes of .005 inch or more is
cause for replacement of the cylinder housing. Proper tie bolt
torque values can be found in Appendix A of the Cleveland
Component Maintenance Manual. If the brake assembly bill
of material does 1101 indicate a shim in this location, it is a
violation of the TSO approval to insert one in order to obtain
clearance.
What size tire will a six-Inch wheel typically use
Cleveland manufactures a limited number of 6.00-6 wheels
that are qualified for use with 7.00-6 or 8.00-6 tires. The use of
oversized tires has become commonplace in the field, particularly
on six-inch wheel assemblies. As stated earlier, the use of
oversized tires creates additional load in the bead seat of the
wheel, which, in turn , cou ld promote cracking in the bead seat.
In some installations, using oversized tires minimizes the
clearance between the brake back plate and tire to such a point
that the back plate will cut into the tire, eventually leading to
tire damage.
If a question arises as to the proper size
tire for an application, contact Cleveland
for clarification.
DATES
Applying the brakes as little as possible
will save the discs and linings.
Wrong ! Contrary to what some owner/
operators believe, the less the brakes are used,
the faster the discs and linings will wear. Evidence
of a scored brake disc and heavily deteriorated
linings point to improper lining
conditioning.
Break-in procedures for linings can be
found in the Cleveland Component Maintenance
Manual, as well as the quick-reference
Technician's Service Guide. The procedure
is different for the metallic versus the
June 22-25
July 6-9
August 3-6
September 21-24
October 12-15
October 26-29
FIGURE 10
BACK PLATE BOLTS
organic lining, but the consequences of the break-in are the same.
Adequate heat is generated during break-in to properly carburize
the lining material. Carburization bonds the material
together for efficiency. The linings will develop a glazed appearance
that indicates proper conditioning took place. Normal
energy SlOps will maintain the conditioning, while providing
the longest disc and lining life.
Factory assistance
The information contained in this anicle is intended as a
source of reference only and should not be used as a standalone
document for performing maintenance. Cleveland
Wheels & Brakes offers a Component Maintenance Manual
that specializes in the external floating caliper.
There is also a Product Catalog, a quick-reference
Technician 's Service Guide, and various indi vid ual maintenance/overhaul
manuals for aircraft that have been converted
to Cleveland equipment.
Be sure to visit Cleveland 's web site for up-ta-date technical
and product data at www.parker.com/cleveland.
For additional infonnation regarding this article, or for
specific aircraft application questions. please contact Cleveland
Wheels & Brakes' Technical Services Hotline at 1-800-
272-5464 or 1-440-937-1272.
Sandi Schickel is a technical services representative for Parker Hannifin
Corporation, Aircraft Wheel & Brake Division in Avon, Ohio.
2000 SERVICE CLINIC SCHEDULE
FBO
LOCATION
Edmonds Aircraft Service Nashua, New Hampshire
Elliott Aviation
Woodland Aviation
Cutter Aviation
Tulsair
Island Aviation
The ABS Service Clinics run Thursday through Sunday.
Moline, Illinois
Woodland, California
Albuquerque, New Mexico
Tulsa, Oklahoma
Fernandina Beach, Florida
Call ASS Headquarters (316-945-1700) to make arrangements to attend. or silln up
via the ASS web slte:, Cost of these excellent one-hour visual
inspections is $140 for Bonanzas and $175 for Barons and Travel Airs. Time slots are
limited to 32 during each four-day clinic.
Page 6185
ABS April 2000

Several local villagers check out the airplanes. Dodging large rocks and getting the prop stopped before the
children reached the plane was a challenge when landing at Sayaxche.
( E N T RA L A M E R I ( A
O R BV ST
BY RONALD PATE, EL PASO, TEXAS
Indiana Jones is the alter ego for this CPA. My "day job"
of dealing with clients who travel all over the world whets
my appetite to experience the culture and adventure of
foreign countries. Besides, r needed a new adrenaline rush after
traveling extensively in Mexico.
My desire to push further south was solved by an anicle in
AOPA Pilot magazine describing the Baja Bush Pilots' trip to
Central America and another trip that was being planned for
November 1999.1 immediately called Jack McCormick, president
of Baja Bush Pilots, to ascertain their itinerary and assess
the routes and landing strips to make sure my N35 Bonanza
and I were capable. Once that was determined, the preparations
began.
PREPARATIONS
My first and foremost consideration was, "Who should I
ask to share this great experience with me" My eldest son
Stephen, age 27, leaped at the opportunity. I consulted an infectious
disease specialist to see what immunizations and antibiotics
we needed, and Jeppesen took care of the maps. The
only other item needed was cash.
"Welcoming committee' at Sayaxchel Virtually the whole town turned out to witness the arrival of "los gringos.'
--
ABS April 2000 Page 6186

SAN ANTON 10 - SAN LVIS POTISI
What could be better than flying at I 1,000 feet on a crystal
clear night with a ground speed of 160 knots The first leg was
a small deviation to pick up my son in San Antonio, Texas, and
position us for a nonstop leg to San Luis Potisi the following
morning. Again, the wealher was perfect.
Evidently the airport officials in San Luis were not used to
private planes clearing customs, as they had some unusual requests.
In addition to the standard Certificate of Aircraft Registration,
pilot 'S license and Mexican insurance, they wanted
the Certificate of Airworthiness. To my chagrin, the 38-year-old
document cnllnbled into several pieces and looked like an ancient
manuscript. (I have requested another certificate from the local
FSDO office.) After some discussion, the paperwork was completed
and my cash balance was smaller from all the fees.
San Luis is a beautiful old city surrounded by mountains. It
has the traditional plaza in the middle of its churches, hotels
and retail stores. That night at dinner, Stephen and I met the
pilots and passengers of the other 20 airplanes.
VERACRVZ - SAYAXCHE
The fairly short flight proved interesting because we had to
get to 15,000 feet to get over the mountains and around the
clouds while trying to maintain VFR. Of course, those who
were not instrument rated were trying much harder than others.
That afternoon, I introduced my son to the Los Arcos area,
which is famou s for marimba music and cold beer.
Even though we had advance permission from the Guatemalan
government to fly direct from Veracruz to Sayaxche, we
had not received advance permission from Mexico to bypass
its standard procedure of exiting Mexico at the airport of entry
closest to the border. Jack McCormick came to our rescue with
the official papers from Guatemala, which got the job done.
The flight was one to remember! The weather briefing was
overcast clouds at 2,500 feet; the plan was to follow the coastline
to Villahermosa, Mexico, and then direct across the jungle.
Shortly after takeoff, planes ahead were reporting ·'trying" VFR
conditions (as low as 300 feet) causing them to use the aircraft
ahead as the primary navigation.
We got as low as 1,200 feet over water with one-half mi le
visibility. At that point, I chose to climb out over water, got on
top at 9,500 and eventually climbed to I 1,500 en route. This
leg really showed how valuable a GPS can be as there were no
tall mountains to get in the way of a direct flight, and a grass
strip in the middle of the jungle is not easy to find.
As we approached our destination, the clouds were scattered
and could be circumnavigated to a memorable landing.
By the time we arrived, 15 planes had already landed and parked
along the runway, consuming the widest portion of the strip
and people were everywhere. Dodging large rocks and getting
the prop stopped before the chi ldren reached the plane was the
next challenge. Virtually the whole town tumed out to witness
the arrival of "los gringos."
Our group took all the rooms at the only hotel, which had no
hot water. Their staff was stretched to the limit taking care of
our food and drink orders. Later we learned that the water supply
came directly from the river by the hotel and that the sewage
drains were adjacent. Even though we had brought along a
water purification system, I didn't think brushing our teeth with
tap water would be a problem. Wrong! Everyone was visited
by Montezuma's Revenge and if the flights had not brought us
together, then the sharing of antibiotics surely did.
The next morning the group-with some trepidationboarded
boats for a two-hour ride to some Mayan ruins. Luckily
no one had to figure out how to get behind a tree in the
swamp. Those minor inconveniences were more than outweighed
by seeing howler monkeys in the trees, hikes in the
jungle to reach Mayan ruins, the vast water system and how
the people use it for both highway and water source.
GVATEMALA CITY - IZTAPA
The flight into Guatemala City was spectacu lar! We flew at
an elevation of 4,952 feet over volcanoes and mountains that
surround the city. Moreover, the city is built on many dramatic
precipices linked by amazing bridges-all of which can only
be appreciated from the air.
The Guatemalan Flying Club was out in force to greet and
host us for lunch-and great cold beer. The next day we took a
bus ride to Antigua, the capital of Central America until an earthquake
changed things in 1724. The architecture and the people
known for their weavings easily explain why this place is such a
big tourist draw.
The Guatemalan Flying Club is a real story. Pilots were paying
$4/gaJlon for fuel. They now have fuel tankered from the
United States, trucked to Guatemala City, stored in tanks and ultimately
sold to members at cost for S2Igallon. They have a very
nice facility overlooking the runway alld strips on the Caribbean
and Pacific (lztapa).
The club members insisted that on departure we stop over at
Iztapa for breakfast. The directions were simple: Heading of
2 I 5 until through the pass, left to 180 until you hit the beach,
and left to a grass strip. The strip looked like a fairway and
even had lights. Some of our party found that landing hot on a
3,000-foot wet grass strip was not a good idea, and most had
forgotten that flaps help on climb-out when runway length is
short. The hotel , giant swimming pool, boat launch and cabana
eating facility were almost as impressive as the hospitality!
SAN SALVADOR
By !his time I had decided we needed to leave either first or
last to avoid the herd mentality. Being last, we had the pleasure
of watching eYeryone's short field teChniques and the flight
down the beach was delightful. Of course, we had to do our
obligatory climb to 7,500 to cross mountains with the standard
rapid descent.
Our landing at Ilopango International was most interesting
Page 6187
ABS April 2000

WHY WOVLD ANYONE TRAVEL 4,700 NAVTI(AL MILES IN A
SINGLE ENGINE AIRPLANE TO SEE O(EANS, JVNGLES, MOVN­
TAINS, FLORA AND FAVNA My FRIENDS, THAT IS THE ONLY
WAY TO TRVLY SEE (ENTRAL AMERI(A! THE BONVS WAS
THAT I WAS ABLE TO SHARE THAT EXPERIEN(E WITH MY SON.
as it is close to mountains with a canyon leading up to the runway
threshold which encourages you not to land short. The
airport is a time warp from the I 940s with DC-3s, art-deco
architecture and soldiers playing soccer.
The Flying Club of San Salvador helped us clear customs
and even hosted lunch. Our trip to the hotel reminded us that San
Salvador's civil war was not that long ago. Every establishment
had a guard with a flak jacket and shotgun.
SAN JOSE, (oSTA RI(A
On this leg, we took off second and arrived first and did we
ever have good timing! To appease our Nicaraguan friend s, our
plan was to fly down the beach (we had overflight permits) to
the Liberia VOR, climb over the mountains and land at Tobias
International. We had a good chance to view the Nicaraguan
landscape as the clouds kept us at or below 2,500 feet. It was
great to finally hear the friendly voice of the controller in Costa
Rica and begin our ascent into San Jose.
This exercise required some serious circumnavigating to stay
out of the clouds and away from the mountains in the clouds.
Three planes landed on the coast due to weather, which is a
great story in itself. Just as we were arriving in San Jose, a squall
line was approaching and we landed in marginal conditions. Many
of the other pilots got the opportunity to shoot an approach.
Costa Rica is by far the most tourist-oriented country we
visited. [n just one day we visited a rain forest, a coffee plantation
and an estuary on the Caribbean side. Once again, we saw howler
monkeys, three·toed sloths, beautiful birds, caymans and unbelievable
plants. It is interesting to note that Costa Rica has no mili·
tary and has tumed those expenditures over to education, resulting
in a 97 percent literacy rate and many universities.
PANAMA (ITY
After two great days in Costa Rica, the official tour was
ove(. Stephen and I forged on to Panama City. Shortly after
takeoff- and just as we entered the clouds- the airspeed indicator
wound down to 40 knots, which certainly got our attention I
Everything else was nonnal, so we very carefully continued our
c1imbout. We broke out at 9,000 feet and level flight produced an
indicated airspeed of21 0 knots. The entire flight was over a cloud
layer and much of the time we were over water.
Our descent was spectacular (the airspeed indicated 180
knots) with dense jungle when we were over land and a very
modern skyline of Panama City with a preny good hill parallel
to the runway.
Unfortunately, things Stephen and Ronald Pate
we nt downhi ll from there .
My son's passport was confiscated because they had no tourist
visas at the airport. It took two hou rs and some of my cash to
clear customs. It was very difficult gelling pennission to test
the airspeed indicator in flight. Many city streets were torn up
and all were lined wi th days of trash. Perhaps the biggest disappointment
was not being able to transit the canal by boat.
FLORES, GVATEMALA
From the worst to best location in only 774 nautical miles is
another miracle of general aviation. We gladly departed Panama
City and flew the length of the canal before heading direct to
Flores. This was a 5. 7-hour trip over a lot of water and Nicaragua,
and I still had 1.2 hours' fuel remaining but not much more
bladder capacity. By the way, the Nicaraguan controllers never
quite understood why I wasn't on an airway, but then I was just
as happy that they didn't know where I was.
Flores is on an island in a beautiful 20-mile-long lake. The
town's sale source of revenue is tourism-mostly from Europe.
The architecture is Spanish Colonial; the prices are very reasonable;
the weather is great; and they even had ice cream!
Perhaps the most amazing thing was that even though they
had great quality hand-made weavings for sale, all merchandise
was inside shops. There were absolutely no street hawkers.
If you are into archeology, the most complete Mayan ruins
in Central America are located about 30 miles away and protected
by guards within a national park. There is a nice hotel on
the g~ounds where I plan to stay on my visit next year.
M(ALLEN, SAN ANTONIO, EL PASO
There were two other planes from Baja Bush Pilots in Flores,
and we all decided over dinner to bypass the hospitality of
Mexico and Oy nonstop to Texas. This makes for a 724-run leg,
most of which is over water. It was good to get back to the
USA and expeditious customs clearance.
The next morning we fought a 30-knot headwind to San
Antonio to drop off Stephen and then the routine trip back to El
Paso. In the span of 10 days, we had become fast friends with
the pilots and passengers of the other 19 airplanes.
ABS member Ronald Pate is a sole proprietor CPA in EI Paso, Texas.
He has been flying for 23 years,' holds a Commercia/license with
an Instrument Rating. Ron has flown extenSively in the United States
and Mexico and now has more than 3,000 hours.
ABS April 2000
Page 6188

Fuel cell options
and Tidbits
BY LYNN JENKINS
• Unapproved parts
• Small parts cleaners
• Strut servicing
• Control cable repairs
• Cleaning the belly
• Landing gear maintenance
Fuel cell options
While at the agricultural show here in Reno a few weeks
ago, I had an opportunity to discuss fuel cell repair options
with Charles L. Lanza, part owner and founder of
NC Fuel Cells World Wide. NC Team Inc., a division of
NC Fuel Cells World Wide, holds an FAA Repair Station
certification approval for multiple types of fuel cells.
Privately owned NC Team Inc. is the outlet for new
tanks manufactured by NC Fuel Cells World Wide, which
also supplies and recertifies life rafts, life vests and helicopter
non-metallic floats. They also can provide and dispatch
a certified field team for the repair of integral (wet
wing) fuel tanks li ke those used in commercial aircraft.
According to Lanza, the aviation consumer has three
options for fuel tank repair:
(I) The customer or FBO/mechanic can send in the tank
(fuel cell) for evaluation. Options under this program
are: Repair yours; exchange your tank for a freshly certified
(yeUow tagged) tank that is in stock; or purchase
a new Nitrile tank, withNC Team buying your old defective
core to be rebuilt and sold later as an overhauled
tank.
(2) Do an outright exchange for your tank.
(3) Purchase a new tank (Nitrile) outright.
One of the things that upsets aviation dealers (FBOs,
etc.) is that you can either go through your aircraft parts
supplier or FBO or purchase directly from the manufacturer.
The price paid for the tank may vary, however, depending
on which avenue you choose.
NC Fuel Cells World Wide offers a 20-year warranty
whether or not you go new or remanufactured. The warranty
goes with the tank so if you sell the aircraft, the buyer
still has the remaining warranty.
After receipt of the tank by NC Team, it is cleaned,
tested and evaluated for repair. If you approve the repair
estimate, the tank goes through the following seven
remanufacturing steps to assure its integrity prior to returning
the tank to you:
(I) Repair or replace external parts (hose finings , etc.)
using a vulcanizing process.
(2) Remove and re-coat the inner lining material with
an FAA-approved Perma-coat process.
(3) If necessary, make any final repairs and test the tank
under pressure.
(4) Perform a preliminary inspection of the tank, fittings
and anachments.
(5) Perform final testing of the tank under a strict quality
comrol program.
(6) Package the fuel cell for shipping.
(7) Ship via the carrier and method specified by the
customer (overnight. etc.).
NC Team. Inc. stocks some 2,000 to 2,500 new and
overhauled fuel cells. For more information, call Charles
Lanza, director/owner, at 800-743-0007 or 90 1-794-4488.
Tidbits
Unapproved parts
Once again, we are running into aircraft owners who are
installing unapproved parts on their aircraft. Jim Hughes also
addresses this issue in his "Old radios" article in this issue.
The scenario goes something like this. They want to
buy a rotary or strobe beacon to replace the worn out and
aging Grimes beacon that originally came on their aircraft.
They pick up a copy of Trade-A-Plalle and see one from
ABC Aircraft for $129. They buy it and install it themselves
on their aircraft. So far, so good-sort of.
What these people don 't realize is that the beacon they
just purchased from ABC Aircraft is n01 certified for use
011 their aircraft.
ABC Aircraft does not have an STC for installation on
your aircraft nor are they a PMA manufacturer approved
to produce that part for sale to a Part 91, 135 or 121 aircraft.
They build parts for the experimental and limited
category markets.
Just because you can buy a part or assembly mail order
or from a pilot shop doesn't mean that it can be legally
installed on your aircraft. It is not a legal installation if the
part is not specified on the original Type Certificate for
your make and model of aircraft, unless it is manufactured
by a PMA manufacturer with the same original part number
on it or they hold an STC that requires a Form 337.
On the other side of the coin, if you can obtain an FAA
field approval on Form 337, then you are home free. Don't
bank on !his happening, however.
Some of the areas where we are seeing !hi happen are
Page 6189
ABS April 2000

with wing tips, Landers tip tanks, all kinds of lighting systems,
batteries and after-market tip tanks in general. Since some tip tanks
may not have STCs for installation on your aircraft, I suggest you
check for approval prior to purchase and installation.
Before you buy anything other than original equipment from
the OEM or aircraft supply house, make sure it is approved for
installation on your aircraft. You can save yo urself a lot of
headaches.
Small parts cleaners
Those of you who service your own aircraft and do minor
work on it frequently have a need to clean parts loca lly and on
the airframe. Without getting into expensive aviation cleaners,
we have found that automotive brake spray cleaners work quite
well and are not harmful to the aircraft or its components. I do
not recommend using carburetor cleaner, however, since it contains
some chemicals that are harmful to electrical wiring and
motors and could cause corrosion to form on unprotected aluminum
parts.
Strut servicing
A couple of months ago, we had some questions about seeping
main gear and nose strut a~semb l i es. Some seepage is normal
on older aircraft, causing the need to continually clean off the strut
and associated components.
There is a product on the market that may reduce the seepage
or eliminate it all together. That product is called Granville
Strut Seal. It is quite expensive- like $100 a quart. It can be
obtained fro m your favorite mail order house or FBO/parts supplie
r. Instructions for its use are posted on the can or on a separate
instruction sheet, depending on the quantity you purchase.
If this does not eliminate or dramatically reduce seepage,
it's time to ha ve the strut overhauled by your mechanic or Delta
Strut in Arizona.
Control cable repairs
Are you having trouble moving yo ur engine control cables
(throttle, prop and mixture) in cold winter months If the cable
is not frayed inside the jacket, here's a technique that might buy
you some time before you need to replace it.
If there is a worn spot in the plastic cover that covers the cable
jacket, seal off both ends of the cable jacket with plastic electrical
tape or equivalent.
Tape a piece of clear plastic tubing around the worn spot
where you can see the cable shell going under it. Under pressure,
insert into the cable shroud one of the followin g lubricants
(in order of preference): Mouse Milk (obtainable from
your favorite mail order house or FBO/parts supplier), Corrosion
"X", LPS-I or a good penetrating oil. If one of these products
does not free up the cable, it is time to replace it.
If there are no worn spots in the cable plastic cover, close
off the ends with some plastic tubing, folding the overlap and
sealing it with a tie wrap arou nd both the cable sleeve and the
ABS April 2000
fo lded-over part. On the other end, slip another piece of clear tubing
over the cable end and tie wrap it to the cable shield/cover.
Then insert your choice of the aforementioned materials into
the open plastic tubing, forcing the lubricant into the cable jacket.
Again, if this doesn't free it up, it is time to change the engine
control cable.
Cleaning the belly of your aircraft
Do you find it hard to get the grease off the belly of your
aircraft Well, you aren't alone. What we find works quite well is
automotive engine noncorrosive Gunk, diesel fuel or fuel oil. Make
sure the Gunk you use is noncorrosive. Give it a try.
Landing gear maintenance
There have been several cases lately where planes have been
stood on their noses from the nose gear collapsing during routine
cleaning and maintenance of the landing gear wheel wells
and struts. What we learned is that the mechanic or aircraft
owner cranked down the main gear doors without the aircraft
being on jacks, releasing the
down lock pressure/tension on
the nose wheel down lock assembly.
This resulted in a nose
wheel retraction, causing damage
to the nose bowl and propeller/engine
of the aircraft.
This technique is not recommended
except by very experienced
technicians. To accompli
sh it, the expert puts
some type of splint along the
nose gear down lock scissors so
There have been
several cases lately
where planes have
been stood on their
noses from the nose
gear collapsing during
routine cleaning
and maintenance of
the landing gear
wheel wells and struts.
they cannot retract to cause a nose gear failure.
One technique the technician might employ is to take a twoinch
diameter pipe, six to 10 inches long, and cut it in half lengthwise.
Then the down lock area is straddled with the two halves
and tie-wrapped together over the center scissors lock area.
Someone must watch the nose over center lock as the gear
is very carefully and slowly cranked down just far enough to
accomplish the clean ing or maintenance task. However, it is
not recommended that you do it that way. It is best to put the
aircraft on jacks.
Should you wish to colllact me regarding this or any other
article I have wrilten, or have a subject that you would like lIIe
to IVrite about, send lI1e ajax at 775-33 1-49// or lise my e-mail
address: Lynn} el1kins@worldllet.alt.net.
ABS member Lynn Jenkins (ATP, Multi and Single Engine, Commercial
Seaplane, A&P and fA ratings) is an avid ABS supporter and
spea ker at the ABS convention seminars. He was also a pioneer in
setting up an aircraft mail order parts business for general aviation
aircraft owners. His company Jenkins Air Service, sells engines, propellers,
parts, accessories, avionics etc. wholesale to the aviation
community. All ABS members will receive Significant discounts. To
contact Jenkins Air Service in Reno, Nevada, call 775-331-4905,
fax 775-331-49 11 or e-mail .
Page 6190

Increased limits
available soon!
BY JOHN ALLEN
Last month, we discussed a current trend among all
aviation underwriters to reduce thea vail able liability
limits on certain classes of av.atlOn msurance
business. Most underwriters have stopped providing these
higher liability limits as they contend that there is no possibly
of their companies maki ng an underwriting profit.
Most carriers are willing to provide limits of $1 million
or possibility $2 million combined single limit, but are hesitant
to offer the higher limits such as $3 million, $5 million or
$10 million that have been available in the past. As we pointed
out in last month's article, this presents a serious dilemma for
individuals or companies desiring higher limits.
As noted, it seems that many underwriters feel they cannot
collect enough premium dollars from the available aviation
market to pay for a very large loss if it occurs. Other
underwriters simply do not want to jeopardize their entire
treaty experience for the one or two large losses that could
reduce their protitability for the current underwriting year
or, in some cases, for several years. Some underwriters
feel that higher limits breed higher legal judgments and
awards. These are valid concerns, but this leaves responsible
insureds with legitimate needs for higher limits with
no options.
For the past year, Falcon Insurance Agency and others
Many times, the perception in a courtroom is that
anyone who can afford to own an aircraft is a millionaire.
And the favorite game in many courtrooms today
is, "Who wants to sue a millionaire aircraft owner"
have been worki ng with aviation reinsurance professionals
throuohout

Speak up!
BY NANCY JOHNSON. ABS EXECUTIVE DIRECTOR
The search for speakers for ABS events sometimes brings
to our attention some very off-the-wall prospects. For
instance, Rick Rockwell was one of the moti vational
presenters offered for our consideration last year.
Don 't recogni ze the name He was the "groom" of Fox
Network's tacky contest, "Who Wants to Marry a Multimillionaire."
The staff reminded me that we'd looked at his tape,
as I had no recollection. Needless to say, we had quite a laugh
that the '99 convention attendees could have seen him before
he became famous ... er, infamous.
In assessing Rockwell's keynoter potential, it only took about
four minutes of his stupid jokes and inane observations to consign
his promo tape to the circular file. We were probably kinder
than his made-for-TV bride, who I understand took about two
minutes to reject him.
We've had success with most of our keynoters, but I take
much greater pleasure in the search for and selection of members
and vendors to present seminars, panels and group discussions for
the Society. These "occasional" speakers exhibit real enthusiasm
and sincerity in their talks, attitudes not always present in the oftrepeated,
canned programs of professional speakers.
So, have I buttered you up enough to entice some of you to
participate in Tent Topics at theABS hospitality tent in Oshkosh,
or submit a proposal for a seminar at the ABS Convention
OSH Tent Topics
Although set up in advance, Tent Topics are velY informal
and in no way intended to compete or conflict with the great
educational seminars EAA puts on at AirVenture. Instead, these
ABS-ananged gatherings are best described as hangar talk with
a discussion leader.
We like to spread several of them Wednesday through Sun-
day, July 26-30, and post the schedule on the bulletin
board in the tent. If we get a schedule in place far enough
out, we' ll also put it in the July ABS Magazille.
We're looking for topics and di scussion leaders,
plus which day(s) and time of day(s) you would be
available. Please call Neil Pobanz or me if you'd like
to volunteer.
Convention seminars
We're fortunate to have a lot of aircraft subjectmatter
experts among our vendors, and many of them
do double duty at the ABS Convention as exhibitors
and seminarists. We also look to provide the operators'
perspective by having members do presentations
about their aircraft experiences andlor expenise. This year
for the September 10-13 convention in San Antonio,
we've already had several members put in bids to present
interesting topics that I'm sure you' lJ enjoy.
If you'd like to volunteer for this service, please send
me a note about the topic and some biographical information
relative to your knowledge of the proposed subject.
We also need you to indicate dayltime preference:
9111 (Mon.) - morning or afternoon
9112 (Tues.) - morning only (afternoon is
the annual meeting and exhibit hall reception)
9/13 (Wed.) - morning or afternoon
Sorry, but this is 1I0t a paying gig si nce the convention
is a breakeven service to members. So do it for
the love of the subject and the enjoyment of an appreciative
audience.
Please remember that there's a finite number of
openings, and we try to avoid subject duplication unless
the treatment will vary. But hey, you don't have
Rick Rockwell to compete with, so your chances of
getting on the program are better already! -@-
INSURANCE, comilll/ed
Falcon docs not recommend this limit unless it is the only
coverage that is available. To obtain the excess limits, it will be
required that the primary limit be at least a level limit of coverage
for $1 million or higher with no sub-limits. As mentioned,
the premium will be based on the specific underwriting factors
of each risk and, in some cases, higher primary limits than $1
million may be required. Although the excess policy will require
paying additional premium, the increased coverage is well
worth the extra investment should a serious loss occur.
It is not only aircraft owners with a large net worth who
have been concerned with the problem of reduced liabi lity limits.
It is obvious that many responsible owners or operators are
not included in a high net worth category, but still feel uncom-
fortable with the past lower limits of liability coverage.
The perception that is created in a courtroom many
times is that anyone who can afford to own an aircraft
is a millionaire. Anyone who has owned an aircraft
knows this is ridiculous. Unfortunatel y, the favorite
game in many courtrooms today is, "Who wants to sue
a millionaire aircraft owner"
At this point, your best lifeline may be a good attorney
provided by your carrier and higher limits of liability.
This. and a safety-conscious owner pilot, is the
final answer!
Falcon Insuran ce is the agency for the official ABS insur·
ance program. John Allen may be reached at 1-800-259-
4ABS (4227), Falcon's website is .
ABS April 2000
Page 6192

APRll
9·15 - Sun 'n Fun Fly-in,
Lakeland, Florida. ABS will be
located in the Type Club tent
next to the Antique Aircraft
Headquarters building.
14-16 - BPPP, Inc. Columbus,
Ohio. Cutoff date: 3-27-00.
Contact BPPP, Inc. at
970-377-1877.
15 - Northeast Bonanza Group
Lunch fly-in. Annapolis,
Maryland (ANP). Contact Steve
Oxman, 410-956-3080 or
e-mail .
MAY
3-6 - Ricks Formation Flying
Training. Details also on
website please view
website before calling. Contact
Vernon Rick, P.O. Drawer 1879,
Greenwood, MS 38935-1879,
Phone: 601-453-5646; fax: 601-
453-5672 or e-mail
. For questions, contact
Wayne Collins, 1053 N.
Johnson 51., Mineola, TX 75773
Ph/Fax 903-768-2611 e-mail
.
4-7 - Southeastern Bonanza
Society Fly-in. Savannah,
Georgia. Contact Kent Ingram,
803-564-5085.
12-14- Midwest Bonanza
Society Fly-in. Rough River State
Park. Falls of Rough, Kentucky.
Contact Craig and Connie Bailey,
847-265-9344, or e-mail
krafi.com>, or John
Whitehead 901-756-1166 or e­
mail .
12-14 - BPPP, Inc. Milwaukee,
Wisconsin. Cutoff date: 4-10-00.
Contact BPPP, tnc. at
970-377-1877.
13 - Northeast Bonanza Group
Fly-in. Hanover County, Virginia
(OFPI. Contact Steve Oxman,
410-956-3080 or e-mail
.
T8A - Northeast Bonanza
Group fly-in. Toronto, Canada.
Contact Jeff Rosen, 978-777-
2805, fax 978-777-5929 or e­
mail .
JUNE
2-4 - BPPP, Inc. Spokane,
Washington. Cutoff date:
5-10-00. Contact BPPp, tnc.
at 970-377-1877.
CALENDAR
AMERtCAN BONANZA SOCtETY HEADQUARTERS
1922 Mldfletd Rd./P.O. Box 12888/Wichil a, KS 67277
Phone: 316-945-1700 - Fox: 316-945-171 0
WebSite: http://www,bonanza.org - e-mail: bononzo2@bonanzo.org
10 - Northeast Bonanza Croup
Fly-in. Williamsburg, Virginia
IIGG). Contact Steve Oxman,
410-956-3080 or e-mail
.
22-25 - ABS Servi ce Clinic.
Edmonds Aircraft Service,
Nashua, New Hampshire.
Contact ABS.
23-25 - BPPP, tnc. (Mountain
Flying) Colorado Springs,
Colorado. Cutoff date: 5-20-00.
(ontad BPPp, Inc. at
970-377-1877.
JULY
6-9 - ABS Service Clinic. Elliott
Aviation, Moline, Illinois.
Contact ABS.
6-9 - Southeastern Bonanza
Society Fly-in. "Music City
USA: Nashville, Tennessee.
Contact Troy Branning,
803-359-2148.
15 - Northeast Bonanza Group
fly-in. Old Rheinbeck, New
York. Contact Steve Oxman,
410-956-3080 or e-mail
.
23 - Bonanzas to Oshkosh XI
rendezvous Rockford. Depart
for Oshkosh July 24. Details on
website .
26-8/01 - EAA AirVenlure
Oshkosh. Oshkosh, Wisconsin.
Be sure to visit the ASS exhibit.
TDA - Pacific Bonanza Society
fly-in. South Lake Tahoe,
Nevada. Contact Ed Smith,
702-656-8135 or e-mail
.
AUGUST
3-6 - ABS Service Clinic.
Woodland Aviation, Woodland,
California. Contact ASS.
12 - Northeast Bonanza Group
fly-in. Eagle Crest (south of
Milton, Delaware). Contact
Steve Oxman, 410-956-3080 or
e-mail .
18-20- Midwest Bonanza
Society Fly-in. Telemark Resort,
Cable, Wisconsin. Contact
Craig and Connie Bailey,
847-265-9344, or e-mail
, or John
Whitehead 901 -756-1166 or e­
mail .
SEPTEMBER
7-10 - Southeastern Bonanza
Society Pre-Convention Fly-in.
Biloxi, Mississippi. Contact
Harry Lacoste, 228-255-8796 or
e-mail .
10-13 - ABS CONVENTION.
San Antonio, Texas. Contact
ABS Headquarters.
17 - Northeast Bonanza Group
Fly-in. Tangier Island, Virginia
(TGI). Contact Steve Oxman,
410-956-3080 or e-mail
.
21-24 - ABS Service Clinic.
Cutter Aviation, Albuerque,
New Mexico. Contact ABS.
22-24 - BPPP, tnc. Little Rock,
Arkansas. Cutoff date: 8-21-00.
Contact BPPP, Inc. at
970-377-1877.
22-25 - Pacific Bonanza Society
Fly-in. Victoria, British Columbia,
Canada. Contact Steve
Walker, 425-867-9443.
OCTOBER
6-8 - BPPP, Inc. Fresno,
California. Cutoff date: 9-21-00.
Contact BPPP, Inc. at
970-377-1877.
10-12 - NBAA Annual Meeting
& Convention. New Orleans,
louisiana.
12-15 - ABS Service Clinic.
Tulsair, Tulsa Oklahoma.
Contact ABS.
13-15- Midwest Bonanza
Society Fly-in. Lake Lawn Lodge,
Delevan, Wisconsin. Contact
Craig and Connie Bailey,
847-265-9344, or e-mail
krah.com>, or John
Whitehead 901-756-1166 or e­
mail .
14 - Northeast Bonanza
Group Fly-in. Nemacolin
Woodlands Resort and Spa,
Farmington, Pennsylvania.
Contact Steve Oxman,
410-956-3080 or e-mail
.
18-22- Beech ' Parly 2000".
Staggerwing Museum, Tullahoma,
T . (THA) contact Cindy Stellar
931-455-8463.
20-22 - BPPP, Inc. Nashua, ew
Hampshire. Cutoff date: 9-20-00.
Contact BPPP, tnc. at
970-377-1877.
20-22 - AOPA Expo. Long
Beach, California. Phone
301-695-2000.
26-29 - ABS Servi ce Clinic.
Island Aviation, Fernandina
Beach, Florida. Contact ABS.
NOVEMBER
3-5 - BPPP, tnc. Norfolk,
Virginia. Cutoff date: 10-12-00.
Contact BPPP, Inc. at
970-377-1877.
11 - Northeast Bonanza
Group Lunch fly-in. Frederick,
Maryland. Contact Steve
Oxman, 410-956-3080 or e­
mail .
30 - 12/ 3 - Southeastern
Bonanza Sociely Fly-in.
Freeport, Bahamas. Contact
Harvey Kriegsman,
407-725-9226.
MEMORIALS
The following people
have been memorialized
with a special gift
to the ABS/ ASF Endowment
Fund by a friend
or loved one.
Susan Richards
Itzhak Jacoby

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