n~wsl - American Bonanza Society
Contents
1. Denver Colorado March 27 28 1982 San Jose California April 17 18 1982 Costa Mesa California April 24 25 1982 Fort Lauderdale Florida May 15 16 1982 Tampa Florida May 22 23 1982 Portland Oregon June 26 27 1982 Dallas Texas September 25 26 1982 San Diego California October 2 3 1982 Washington DC November 13 14 1982 Detroit Michigan November 20 21 1982 Cost of the program is 75 and includes all materials 1982 CHAPTER CALENDAR SOUTHEAST CHAPTER March 12 thru March 14 Cypress Gardens Florida May 14 thru May 16 Jacksonville St Augustine Florida coincides with ABS Service Clinic CONTACT CHARLIE GIBBS PO Box 10363 Jacksonville Florida 32207 904 398 2002 NORTH CENTRAL CHAPTER May 21 thru May 22 Barkley Lake Lodge Kentucky June 25 thru June 27 Oshkosh Wisconsin coincides with ABS Service Clinic also EAA Museum Tour October 1 thru October 3 Boyne Highlands Michigan day trip to Mackinac Island CONTACT DAVE MICHAELS 23601 Outwood Drive Southfield Michigan 48034 313 356 4326 NORTHEAST CHAPTER No events planned WESTERN CHAPTER April 21 thru April 25 Buchanan Field Concord California September date to be announced Portland Oregon CONTACT ALDEN BARRIOS 1436 Muirlands Drive LaJolla California 92037 714 459 5901 SOUTHWEST CHAPTER March 26 thru March 28 Baton Rouge Louis2. NOTE The most common mistake find when working on a particular airplane for the first time is that someone has adjusted the downlock tension by changing the position of the retract rod and rod end bearing NEVER DO THIS The rod end bearing at the retract braces determines the gear up position and up tension nose gear Downlock tension is chenged by the addition or removal of the proper washers under the downlock springs If the number of washers has to be changed on the main gear carefully count the number of turns I count by THE FUTURE There is a new type of tip tank that may appear some day There is a firm in California that is working on an extended wing tip that will hold 17 gallons They have presently applied for an STC However caution is advised in anticipating this new product or waiting on either Beryl D Shannon or Osborne for promised approvals or gross weight increases At best the FAA approves these things in a much much longer period of time than the manufacturer predicts and at worst it never gets approved at all What is available now is all that can be counted on This then is the history of Bonanza tip tanks along with a rundown of what is currently available In the April issue of your ABS Newsletter there will be an in depth look at the methods of installation for the Brittain Flight Extender and Beryl D Shannon tip tanks along with letters from members sharing their exp
3. e IGMETI bonanza society BONANZA OF THE MONTH e This month our outstanding Bonanza is owned by the people who at one time have had all the Bonanzas of the Month the Beech Factory This month they are introducing the latest version of the turbocharged Model 36 the B36TC Beech has made some impressive changes in this airplane First of all they have increased the wing span 4 4 to 37 10 This wing span increase coupled with the use of the Model 58 Baron wing spar and carry thru section allows for a gross weight increase of 200 Ibs to 3 850 Ibs and an increase in useful load of 140 Ibs to 1 528 Ibs Pilot reports indicate that the longer wing improves both slow flight and stall characteristics Vortex generators have been added to the leading edge of the wing to comply with FAA spin recovery requirements In addition the useable fuel capacity has been increased by 28 gallons to 102 gallons This is done by going to a BONANZA SERVICE CLINIC SCHEDULE THE 1982 SCHEDULE FOR THE BONANZA SERVICE CLINICS HAS BEEN SET UP Baton Rouge Louisiana March 26 29 1982 Bakersfield California April 16 19 1982 Jacksonville Florida May 14 18 1982 Colorado Springs Colorado June 4 8 1982 Oshkosh Wisconsin June 25 29 1982 Woodland California July 23 26 1982 Bedford Massachusetts September 17 20 1982 Oneonta New York September 22 24 1
4. Water is most likely entering the aileron through the hinge cut out While you may not be able to eliminate the water entirely it can be reduced by sealing the relief holes in the small ribs that seal off the hinge opening A drain hole should be drilled at the aileron inboard end just forward of the aileron spar of course on the underneath side A number 30 drill size hole will be sufficient The inboard aileron rib has a relief cut out at the trailing edge end so no hole is required in the lower skin at that position trust that the above information will serve your needs Thank you for the opportunity to be of service SOUND PROOFING MATERIAL Dear Norm Good job Colvin s Corner is a must reading for me am restoring a Model 35 47 and found it necessary to remove the old tar sound deadener from the bottom of the cabin Can you advise 1 Should chromate and leave bare 2 Chromate and add under coat to deaden sound 3 Add under coat without chromate 4 Just chromate as under coat does not add much to noise quieting in the Beech find under the floor boards is an excellent place to trap engine oil which of course softens the undercoat Do you have a recommendation Thank you W J McCreary ABS 14655 Dear Mr McCreary Thank you for your letter and for the good news that you are restoring serial 47 Bonanza Since the belly skins are alclad aluminum would simply clean away the old sound de
5. 1 125 at 3 400 Ibs however recommend that our members practice this maneuver first at a safe altitude to determine their own specific airplane s altitude loss It speaks for itself that the ability to make a 180 turn does not necessarily mean that the departure runway can be reached in a power off glide this depends on the wind the distance traveled during the climb the height reached and the glide distance It is critical therefore that the climb after takeoff be made at the best rate of climb airspeed with maximum continuous power to the decision height Peter London american bonanza society page 1157 AUTOPILOT INFORMATION SUGGESTIONS FOR SELECTING AN AUTOPILOT Dear ABS In January 1982 Dr Warren C Schilib asked in the ABS Newsletter Where can get an unbiased comparison for autopilots for the S 35 and what comparison in cost are we talking about May suggest a few guidelines for the owner of any Bonanza that will help answer this question It must be realized that autopilot manufacturers will certainiy suggest their product as the best choice The fact that a given manufacturer has obtained an STC for his system in a particular model Bonanza does not automatically mean that his is better for the owner than a competitive manufacturer s system also STC d for a Bonanza Often a fellow Bonanza owner will remark that his experience with a particular type autopilot h
6. 35 B 33 50 lbs increase 3 S 35 C 33A E 33A E 33C 100 Ibs increase see 4 4 S 35 C 33A E 33A E 33C 250 Ibs increase with specific wheel brake and tire assemblies 5 V 35 V 35A V 35B F 33A F 33C 150 lbs increase These gross weight increases are for both takeoff and landing with no minimum tip fuel requirement There is no gross weight increase for the straight 35 or any of the 36 Series Alan Peterson says he is working on getting an increase for the 36 Costs for the tip tank kits are 2 995 or 3 395 with Explosafe Beryl D Shannon can also do the installation HISTORY BRITTAIN The history of the Brittain Tip Tank is much simpler than that of the Flight Beryl D Shannon tanks on a Bonanza Note flush nav lights page 1160 american bonanza society Extenders In 1960 Brittain Industries developed a tip tank system for the Bonanza along with the Navion Commanche and Twin Commanche In 1969 it sold this STC to the Osborne Tank Company Star Route Box 12 Oro Grande California 92568 telephone 714 254 2026 who are still producing the tanks today The Brittain tank is a 20 gallon aluminum tank It has been available as a factory installed option on Vee Tail and 33 Bonanzas since 1961 These tanks are approved for all Bonanzas except the original Model 35 and all of the 36 Series The company is working on an STC approval for the 36 Series Gross weight increase
7. COPIES OF PAPERWORK NEEDED Because there seems to be so many different sets of paperwork in regards to the original Flight Extender tip tanks it is asked that any member who has had Flight Extender tip tanks installed prior to 1971 send a copy of the paperwork 337 Form Flight Manual Supplement Installation Drawings etc These will be used to assist members and become part of the Society s Technical Library r HEAR IUIL SIDE OF ENGINE LOOKING FWD aed ni AIRPLANE REF 6 JANI Zima PACKING i REQD SAFETY WINE ab 1 REQD 7 SAFETY WIRE 1 REQD 3 C294505 0101 OIL FILTER I REQD SEE FIG 2 FOR OIL 1250022 1 FILTER ELEMENT ADAPTER ASSY e 1 REQD INSTALLATION 3 1290405 1 NUT ADAPTER REQD OIL FILTER ON 0 470s Dear ABS In the January Newsletter the info about the full flow oil filters for the O series caught my eye On my H model which has the 0 470 GCI converted injected engine have installed Cessna Kit AK210 61L using a 337 form It is a Cessna kit made for use on the 205 206 210 series of planes in lieu of the oil screen What like about it is that it does not necessitate any additional plumbing The filter attaches to an arm which is installed in the location from which the oil screen has been removed The filter is easily accessible for changing It uses a Champion CH 48110 screw on filter Barrie C Hiern Sr ABS 1632 page 1164 amer
8. CRUISE B LOW CRUISE is a steady level flight condition established for the terminal area s initial approach segment initiated upon 1 crossing the first initial approach fix IAF 2 in the case of radar vectors to achieve final approach course alignment at the beginning of that radar vector or 3 in either case this condition should be established when reaching a point 10 nautical air miles from the final approach fix FAF Normally this requires power set at 18 Hg 8 2300 RPM gear up flaps up and an attitude of 0 to equal approximately 130 KIAS WHERE ENROUTE PERFORMANCE KIAS MP R M GEAR FLAPS PITCH WHERE NORMAL CRUISE B LOW CRUISE RV or 10 nm 9 APPROACH LEVEL is a steady level flight conditon established for the terminal area s intermediate segment initiated upon 1 completion of the procedure turn inbound 2 completion of the turn onto the final approach course during a radar vector or 3 in either case this condition should be established when reaching a point 3 to 5 nautical air miles from the FAF Normally page 1162 american bonanza society gi this requires no change in power 18 Hg amp 2300 RPM gear up however flaps are extended to the approach or 15 setting with an attitude of 0 to equal approximately 110 KIAS AREA OF PERFORMANCE KIAS MP R M GEAR FLAPS PITCH WHERE C APPROACH 110 18 LEVEL D APPROACH DESCENT is a steady state descent establ
9. Wells Texas My new autopilot has a flight director and all of the features you would want in an autopilot The S TEC tracks very well and will keep the needles in the center on an ILS With the altitude pre select can set in my cruising altitude and rate of climb After takeoff turn the autopilot on and it climbs at the selected rate and automatically levels off and trims at the selected altitude am very well satisfied with it believe S TEC offers the altitude hold and pre select as an add on to the Century II B If anyone has any questions about this autopilot I ll be happy to answer them if can Also if someone needs a good Century II B have one for sale Bill Brown ABS 9425 AUTOPILOT REPORTS Dear ABS Dr Warren C Schilb asked for a comparison between the B 4 Autopilot and the Century Ill have flown both and would be pleased to comment and hope my comments will be helpful flew an S 35 equipped with a B 4 Autopilot over 2000 hours and currently am flying a V 35B with a Century Ill Autopilot have found both of these Autopilots to be quite satisfactory under all circumstances The Century Ill is some what more sophisticated like one feature particularly about the B 4 and that is it continues to function as a wing leveler in event of total electric failure think that the B 4 works well in severe turbulence and never felt that it responded too slowly to be quite satisfactory under the most
10. in a very nose high pitch rapidly diminishing speed and the eventual stall Normal recovery requires DISENGAGING the altitude hold or the entire autopilot adding sufficient power and lowering the nose while re trimming to the correct position as smoothly as practical My experience occured during my orientation to my then new A 36 while in a practice approach with wheels down Fortunately had a more experienced CFII Bonanza pilot on board in the right seat and he let the condition proceed so would have the experience will never forget it Fortunately he had me practicing simulated landings and missed approaches several thousand feet above the ground Needless to say now disengage the autopilot altitude hold upon reaching the initial approach fix and hand fly all approaches from the final approach fix Three other items Mr Leoni did not mention 1 Was he at full power when the speed started to decay 2 Did he have pitot heat on 3 Did he have time to check the trim position indicator have found that due to its location on the Bonanza the trim indicator is often overlooked when scanning the instruments but it can be extremely important as a clue to what the autopilot altitude hold is doing to maintain assigned altitude especially in icing conditions and as a back up indicator to the artificial horizon If you have not experienced an autopilot stall urge you to try one Dr Erwin Jay ABS 12402
11. 2 The ABS will select the five best entries and submit them to the Board of Directors for a vote The winner will receive a FREE BONANZA desk model value 150 MOUNTAIN a gt gt gt u oO o BONANZA WINSLOW FILTERS Does any member know a source for filter elements for Winslow Oil Filter Systems If so please let ABS Headquarters know ACCIDENT REPORTS The pilot was killed when a Beech Baron N10VS crashed Jan 3 during an instrument approach to Pinehurst N C The plane missed the first approach and crashed on the second The wreckage was located six miles south of Carthage N C The flight had originated in Fulton County Georgia SELECTOR VALVE ACCESS DOOR Want to put a wing type fastener on the selector valve access door or replace one that has fallen out Clay Collier ABS 4496 sends along the following part numbers you ll need 1 WL 98293 1 060 Wing Stud 2 130177 2 Pin ABS ATIS This should be an especially interesting edition of the ABS Newsletter with Beech announcing a new model Bonanza the B36TC and the first installment of the series on tip tanks If well received we will continue with this type of in depth article The response from members with information to contribute has been excellent and thank all of you who took the time to write or call hope everyone had a chance to read the article on Bonanzas that appeared in the March issue of FL
12. 980 1980 1981 waty Newsletter is published monthty by the Amencan Bonanza Society at the Wichita Mid Continent Airport The price of a yearly subsenption is included in the annual dues 15 of Society members Second uracy of the matters printed hewn of for any opimwons ston of the Society Publisher tves the right to kt for pubhcation Copy submitted tor putilicanon shali become the property of the Sowety and shall not be Phone 316 946 6013 POSTMASTER Send change of address Form 254f to AMERICAN BONANZA SOCIETY PO Box 12888 Wichita KS 67277 american bonanza society page 1155 Colvin s J Norman Colvin Retired Beech Project Engineer on Bonanzas and Barons ABS Technical Consultant Service Clinic Inspector FUEL LINE HELP Dear Norm Recently had a gas leak on the feed line from the left main tank The leak apparently was limited to the nipple clamp area and by rotating the clamp was able to stop the leak only temporarily am afraid need advice 1 Can you send me a step by step procedure to remove the bladder 2 Will crunching it through the filler opening cause cracks failure etc 3 Can the unit be repaired If so where 4 Can the underside of the wing compartment be drilled out to allow the bladder to be dropped without forcing severe bends etc It appears that a metal panel can be removed by drilling out rivets and if so replacement should be simple
13. 982 This extremely popular program is conducted by Norm Colvin retired Bonanza Service Engineer for Beech and now ABS Technical Consultant Mr Colvin inspects the owner s airplane and gives him a report as to general condition and special areas that might need attention All owners are encouraged to be with Norm during the clinic as it is quite educational Cost of the clinic is 60 Registration forms for both the Refresher Seminar or the Service Clinic can be found in this issue s Ad Mart system of two interconnecting bladders in the leading edge similar to that used in several models of the Baron Unfortunately this installation precludes the use of in the wing radar so Ryan Storm Scopes will be a popular option and somebody will probably STC a Pod antenna With full fuel there is a payload capacity of over 900 Ibs At economy cruise the B 36TC has a range of 1 124 nautical miles 1 293 statue miles with IFR reserves Maximum speed is 213 knots rate of climb is 1 049 per minute with a service ceiling above 25 000 List base price is 151 350 but when all the goodies are put in most will probably roll out the door at 200 000 plus All in all the top of the line Bonanza is QUITE IMPRESSIVE 1982 BONANZA REFRESHER SEMINAR The Bonanza Refresher Seminar a ground school program designed to help Bonanza pilots and instructors in safety and efficiency has established its 1982 schedule It is as follows
14. Anderson Jr President 401 Highland Drive Kerrville TX 78028 John D Phelan Vice President 307 Woodland Lane Carmel IN 46032 Richard H Heath Treasurer 11950 21st St North Lake Elmo MN 55042 James W Roberts Jr Secretary 5720 Garrett Drive Chattanooga TN 37443 Harry G Hadier 159 Co St SE Ardmore OK 73401 Robert L Lanham Jr 335 Thornwood Drive Meridian ID 83642 Robert C Louden 264 Harker St Manstield OH 44903 John M McCutcheon 7139 Via Solana San Jose CA 95135 Donald L Monday 4288 North Clubhouse Dr Camarillo CA 93010 John Pixton 2125 Guerneville Rd Santa Rosa CA 95401 John F Russo 616 Washington St Toms River NJ 08753 Term Expires 1982 1983 1982 1984 1982 1983 1984 1984 1984 1983 PAST PRESIDENTS B J McClanahan MD ABSLI Frank G Ross ABSL386 Russell W Rink ABSL4 Hypolite T Landry ABSL1449 Calvin B Early MD PhD ABSL1797 Capt Jesse F Adams USN RET ABSL772 David P Barton ABSLS34 Alden C Barrios ABSL3326 Fred A Driscoll Jr ABSL2976 The American Bonanza Soc PO Bos 12888 Wichita KS 67277 lass postage pad at Wichita KS The Society and Publisher ey expressed Opinions of ti pegoci any material submi returned Circulator 7 023 ANNUAL DUES US 15 Canada 4 Mexico 200US Foren SOUS preitility for he comeciness of a sora do not necessarily re 1967 1971 1971 1973 1973 1975 1975 1976 1976 1977 1977 1978 1978 1979 1979 1
15. I d appreciate your early response need advice now Gordan Cauley ABS 8298 Dear Mr Cauley This is in reply to your letter and our recent telephone conversation regarding the 20 gallon fuel cells in your Bonanza NEEDS FABRIC AILERONS AND FLAPS Roy Good of Aircraft amp Engine Enterprises Inc PO Box 607 Moore Oklahoma 73160 405 794 4417 is rebuilding D 4 the fourth production Bonanza He needs a set of fabric covered ailerons and ruddervators Anyone who knows where a set of these surfaces can be obtained or even some pieces from which Roy can build up the surfaces should give him a call He ll buy trade or what have you Corner Since the fuel leak was in the fuel feed line nipple it would be best to remove the cell for inspection To remove the cell disconnect the main fuel line at the cell root end Disconnect the fuel vent line at the outboard end Access is gained through an access panel on the lower side of the wing Remove the access panel on the top wing Disconnect the fuel transmitter wires and remove the fuel transmitter The tank is attached to the cell top by bayonet type fasteners Simply pull the fasteners loose Remove the tank It can be rolled or bunched to remove If the tank is to remain empty for a period of time coat the inside surface with a light coat of engine oil to preserve the rubber Don t drill out any rivets There is a metal liner surrounding the tank so remove it
16. YING Dick Collins spoke very highly of the Society and in particular raved about Norm Colvin It is heartening to see Norm get the recognition in the media he so richly deserves Norm s knowledge and dedication are tremendous assets to the Society and its members Members seem to like the new format of the Newsletter We are still trying to come up with a masthead design that includes the Model 33 So far nothing looks right any suggestions would be appreciated The saying goes that in the spring a young man s fancy turns towards romance well in the spring around the ABS office our fancy turns towards the ABS Convention The April issue will have the official announcement of our annual Convention in Orlando Florida August 18 thru August 22 1982 But let me throw in one little teaser right now Your Associate Director Jim Stargel has arranged for members who are interested in getting their seaplane rating to do so at a very attractive price With all the other programs that are being planned this will be a Convention you won t want to miss Lets all of us be careful up there John Frank Jr Executive Director AMERICAN BONANZA SOCIETY NEWSLETTER ISSN 0161 3545 published by AMERICAN BONANZA SOCIETY A New York Non Profit Corporation Organized January 1967 Publication Office Mid Continent Airport PO Box 12888 Wichita Kansas 67277 John M Frank Jr Executive Director and Editor BOARO OF DIRECTORS EM
17. adener and replace it with fresh undercoat material This material does a good job and is about the only material that won t absorb oil If you are in need of parts you might let me know ENGINE STORAGE Dear Mr Schiff This is in reply to your letter in which you asked for information on how to prepare an engine for storage Continental Service Bulletin M 81 3 Rev 1 covers not only how to prepare an engine for storage but what to do when the engine is taken out of storage This is a relatively new bulletin but most service facilities should have a copy and of course you can obtain a copy by writing to Continental Motors in Mobile Alabama Their phone number is 205 438 3411 TURNING BACK Dear ABS One thing would like to find out and haven t been able to is to determine what is the minimum 180 bank to the airport altitude with an engine failure I ve never had one so can t use any yardstick Anybody have any ideas Wallace J Balla ABS 2203 This question was passed on to a couple of Bonanza experts Bob Buettgenbach at Beech and Pete London one of our seminar instructors Here are their answers Member comments are invited Dear ABS Reference your question It s a tough one to answer because of so many factors that are involved such as pilot proficiency wind weight terrain and obstacles The comments will make are definitely not company policy or recommendations In an emergency t
18. and training seek their recommendation of a shop that does The avionics shop can provide this information because they are responsible for your ultimate satistaction with your purchase Avoid autopilots that require repair of components only at the factory Select if you can a system that offers a modular service concept i e a pitch problem solved by replacing a pitch module without disturbing the properly operating roll portion of the system also reducing the labor costs in troubleshooting and repair All systems have warranties Ask what the warranty actually covers Does it cover removal and replacement of a faulty component Does it cover in flight calibration and adjustments If a part is needed for repair and must be shipped from the manufacturer are shipping charges covered Does the manufacturer offer loaner or rental units if your system must be removed for repair Are these loaners or rentals offered after the warranty period expires usually 12 months Your avionics shop manager can answer these questions and he will His business depends on your continued support Product support is the important consideration here 3 Avoid the unknown No one is better equipped to accomplish a quick and trouble free installation of an autopilot in a Bonanza than an avionics shop that has experience with the Bonanza 4 Remember that Beech Aircraft has a vigorous on going test pro
19. as been good and many uying decisions are based on that kind of recommendation In that case recall my father in law s experience with a Nav Comm now out of production This particular unit never missed a beat in the several years he owned his Bonanza The whole picture however is not as pleasant Actually that unit enjoyed a reputation as a marginally reliable piece of equipment and was soon dropped from production guess the moral here is that individual experiences good or bad with avionics systems are not necessarily true indicators ot performance There are also various national publications that attempt to determine reliability serviceability and cost of maintenance of various avionic systems can only comment that seldom have these studies corresponded to my experience and in some cases seem to have been less than scientific in their methods of determining their facts So where does that leave Dr Schilb and his legitimate question hope the following suggestions help 1 The first consideration should be to determine how many axes you want the autopilot to control Roll Pitch and roll Pitch roll and yaw 2 Next determine the serviceability and reliability of the various systems that fit your requirements The best source of that information is the avionics shop you do business with If they are not equipped to service and install autopilots an expensive investment in specialized test equipment
20. ere empty His airplane garnered the name Bionic Bonanza FLIGHT EXTENDER HISTORY In 1959 a company called the Flight Extender Company of Stamford Connecticut obtained an STC and began to manufacture a 12 gallon tip tank for the Bonanza These tanks were of welded aluminum construction with a vertical seam that ran around the tank Some problems developed with these seams leaking and in 1964 Flight Extender began to manufacture a fiberglass tank in a 15 gallon size The first fiberglass tanks were vertical but later a version was offered with a 30 canted appearance All these tanks were certified for all the Bonanzas in production at that time from the 35 on up However the paperwork on these tanks has been a problem with some very inaccurate figures about CG gross weight increases etc Apparently there are about eleven different versions of paperwork for the older tanks floating around It appears that all but the original 35s were eventually allowed a 200 Ibs gross weight increase all of which had to be in fuel Mr Bamber who operated Flight Extenders got fed up with the aviation business in the mid 60s and went down to Cat Island in the Bahamas to operate a resort It s understood that he is there to this day While the Flight Extender Company went dormant in the mid 60s Flight Extender tip tanks did not A gentleman in Florida began to manutacture a fiberglass tip tank called a Flight Extender The only proble
21. eriences with tip tanks Brittain tip tanks on a radar equipped Bonanza AA The look of the future Still a ways to go half turns it takes to remove the outboard rod end bearing from the retract rod Make sure it is returned to its original position after changing washers As a check that the rod end bearing is in the right position retract the gear and check that the uplock clearance has not changed Daniel T Towery Il Towery Aircraft Cheswold Delaware ABS 8133 american bonanza society page 1161 FROM LONDON Peter London Flight Training Specialist AIR MAIL Last month we discussed the importance of foundation skills that the key to reacting in a competent manner to various aspects of flight including emergencies and irregularities is aircraft control that our ability to set a predetermined airplane attitude rests with instilling a positive attitude or outlook for ourself knowing that recurrent training on a continuing basis can and will expand our proficiency in procedure that heretofore was found limiting The more you can do to reduce the mechanics of your airplane s control instrument crosscheck instrument interpretation pitch control bank control and power control to a learned response out of habit without deliberate thought the more time you will make available to concentrate on the up coming procedure Improved pilot technique in aircraft control will develop from continued
22. fter recovery from turns allow sufficient time for the compass card to stop oscillating then note the heading and correct if necessary 3 the final descent Pattern B is made to a minimum altitude or until the time expires whichever comes first and 4 the emergency pull up or missed approach climb is made as a normal go around procedure climbing to the original altitude To get started take hold of Pattern A first and clearly think outs its procedure Ensure that your preflight preparation and planning is adequate And thoroughly brief your safety pilot of the procedure practice area boundaries and his her responsibilities During your practice remain alert for other aircraft and obstructions Information concerning collision avoidance can be found in VFR EXAM O GRAM No 22 amp No 48 Next month s article will be concerned with completing a checklist for visual or instrument flight operations Checklist forms will be illustrated that are examples of good safe preflight preparation and planning For study material reference Instrument Flying Handbook AC 61 27B Chapter 12 Flight Planning Part 91 5 FAR Preflight Action AIM Basic Flight Information and ATC Procedures Section 5 Preflight IFR EXAM O GRAM No 19 No 41 and VFR EXAM O GRAM No 4 No 5 No 6 Brought to a halt by the horrible winter steel is on site and the shell should be to Bonanzas will benefit every member wea
23. gram to determine the best avionics equipment to install in new Bonanzas Find out from your local Beech dealer what Beech is offering in the current model Bonanza Those systems are chosen to enhance the owners utilization and enjoyment of ownership A few other points Ask for a set of the installation drawings to carry in your aircraft when away from home in case you need service Thoroughly familarize yourself with the operation of your new autopilot and practice flying it in all modes of operation Autopilots are not inexpensive to be sure but the reduction of pilot workload and enhancement they bring to the overall joy of flying your Bonanza make them well worth the investment hope these ideas are of some assistance to Dr Schilb and to you John best wishes and good luck Brad Carder Editor s Note Brad Carder is Avionics Manager at FLIGHTCRAFT INC in Portland Oregon and previously was an avionics instructor for the Beech factory He is an expert on avionics installations in Bonanzas and other Beech products AUTOPILOT INFORMATION Dear ABS In your January Newsletter there was some discussion about autopilots for Bonanzas My P 35 had a Century II B with a coupler and it worked very well Response in turbulence was good and it would lock onto and track a VOR radial or localizer pretty well recently removed the II B and replaced it with the full autopilot system offered by S TEC Corporation in Mineral
24. he gearing is such that hours tenths and hundredths are correctly registered at one specific RPM That is the hour meter design speed and is normally printed on the back of the tachometer case On the straight 35 Bonanza with which am most familiar that speed is 2053 RPM page 1156 american bonanza society Even though the hour meter may indicate nothing smaller than 1 10th hour the drum to the right is indicating 1 100ths by means of alternate black and white squares Now 1 100ths of an hour is 36 seconds So Cruise your airplane at some constant indicated RPM and carefully check the number of seconds required to register either 1 100th or 1 10th on the hour meter Use the formula BASIC RPM x 36 or 360 ACTUAL OBSERVED SECONDS RPM Compare this figure with INDICATED RPM BASIC RPM is the design RPM of the hour meter 2053 in the case of the Model 35 Bonanza Norm always enjoy your column Keep up the good work have owned and flown the same Model 35 4560V continuously for twenty six years ls there any one out there that can equal or beat that record Lewis C Criley ABS 3497 Dear Mr Criley Thank you for your letter in which you included a formula for checking tachometer accuracy This is valuable information that can be used by other ABS Members WATER IN AILERONS Dear Dr Young Thank you for your letter in which you talked about water in the ailerons on your model A36 Bonanza
25. he pilot in command has to make the final decision Under ideal conditions light weight no wind and able to make an unobstructed turn might try a 180 turn at as low as 600 however would not suggest anything less than 1 000 to any one Recommendations are always straight ahead but then that may not be the best either This will give you something to hangar talk on Bob Buettgenbach Production Flight Test Beech Aircraft Dear ABS Concerning the subject of turning back to the runway following an engine failure on takeoff each pilot should determine the minimum altitude at which an attempt of such a maneuver would be made in a particular aircraft Just what this minimum altitude is for the Bonanza is a question often asked by our members Experimentation at a safe altitude at least 3 000 AGL should provide an approximation of height lost in a decending 180 turn at idle power By adding a safety factor of 25 percent our members should arrive at a practical decision height In my experience during demonstrated practice of this maneuver with Bonanza owner operators have found the altitude loss to range between 800 at 3 000 lb and 900 at 3 400 Ibs with gear and flaps retracted This of course is dependent on Pilot technique in maintaining the specified glide speed and use of no more than a 30 bank Therefore the decision height for a Bonanza should be at least 1 000 at 3 000 Ibs and
26. iana Fly In coincides with ABS Service Clinic June 13 thru June 20 Canadian Trip Montreal Quebec Ottawa and other points of interest CONTACT BILL MURMER 7405 Airport Boulevard Houston Texas 77061 713 643 2697 ROCKY MOUNTAIN CHAPTER Last week in March Caribbean Air Tour June 4 thru June 6 Colorado Springs Fly In coincides with ABS Service Clinic CONTACT LEE LARSON 10458 Pearl Way Northglenn Colorado 80233 303 452 8479 CRACKED HEAVY CASES There have been reports and an article in Aviation Consumer concerning cracking problems with the fourth generation so called heavy case on the 10520 Any member who has had a crack develop on a heavy case is asked to drop ABS a note page 1154 american bonanza society LOGO CONTEST The ABS is looking for an official logo to be used on the Newsletter the building stationary patches decals etc The Executive Director has about broken down trying to figure a design that has all three Bonanzas in it 33 35 36 Now the members can have their chance For inspiration the new Rocky Mountain Chapter logo is displayed below Use it for inspiration but please don t copy originality counts The rules are simple 1 Entries can be hand drawn or in any other form that conveys the idea 2 In case of similar designs earliest postmark decides 3 All entries must be submitted to ABS headquarters by May 31 198
27. ican bonanza society
28. ing to note that the mechanic when questioned by the Beech and insurance representatives was vehement in his expressions that the system was poorly designed was never able to learn if he was a licensed mechanic although know the shop was properly licensed Keep up the good work ANONYMOUS This subject has been brought up several times in the Newsletter but let s emphasis this one more time THE INBOARD GEAR DOORS CANNOT BE CRANKED DOWN ON THE GROUND WITHOUT COLLAPSING THE NOSE LANDING GEAR If you wish to open the inboard doors on the ground without jacking the airplane you can remove the front seats open the access panels to the landing gear box and disconnect the doors at their actuator rods You may have to turn the landing gear hand crank a bit to take some of the tension off the rods but no more than 1 2 turn We thank our anonymous member for sharing his painful experience TACH CHECK Dear Norm Much good advice has been published on the matter of tachometer accuracy and checking There is however one very simple and accurate means of checking which have not seen in print or it previously published would bear repeating On those aircraft with a recording tachometer be aware that although the tachometer may not be accurate the hour meter portion being directly geared through mechanical linkage to the engine crankshaft is not subject to any inaccuracy other than complete failure of the gear train T
29. ished for the final approach segment initiated with gear extension 1 for precision approaches upon intercept of the glide slope or 2 for non precision approaches upon crossing the FAF Normally this requires no change in power 18 Hg 8 2300 RPM or flap setting 15 however gear extension combined with a pitch decrease to approximately 3 is necessary to maintain airspeed at 110 KIAS This condition will allow for a descent rate of approximately 500 FPM or 3 5 nm L 14 ul AREA OF PERFORMANCE KIAS MP R M GEAR FLAPS PITCH WHERE D APPROACH T Glide Siope DESCENT 110 18 2300 oown 15 3 or FAF E EMERGENCY PULLUP or MISSED APPROACH CLIMB is a steady state climb established for the missed approach segment initiated upon reaching the DH or MAP when it is determined that a visual transition for a normal approach to a landing cannot be made Normally this requires a maximum continuous power setting at your airplane s best rate of climb Vy airspeed This transition must be smooth and calculated with a gradual pitch increase to between 7 amp 10 as referenced on the attitude indicator combined with gear and flap retraction AREA OF PERFORMANCE KIAS MP R M GEAR FLAPS PITCH WHERE Interm Seg 2300 UP 15 0 RV to Final Crs EMGR T PULLUP E or MISSED Vy Full 2700 UP UP 7 to DH MAP APPROACH 10 CLB The configurations and airspeeds pr
30. m was that he did not have the Flight Extender STC nor any other STC for tip tanks The product he manufactured was of poor quality and had numerous problems These bogus tanks were subject to cracks and venting difficulties which is understandable as no vent system was installed At least one inflight total failure tank separated from the aircraft occurred In the early 70s this fellow disappeared from the scene However there are more than a few Bonanzas being flown either unknowingly or otherwise with these bogus tanks The absence of any manufacturer s plate serial number part numbers etc seems to be the best way of determining these bogus tanks They were made out of boat resin and 10 oz cloth with liquidometers of a different configuration than the real thing They also utilized military surplus navigation lights Beryl D Shannon estimates that about 150 sets of bogus tanks were made In 1968 the Flight Extender STC was obtained by an R B Matheson of An original 12 1 2 gallon Flight Extender tank Note vertical seam Clayton California While he provided some technical data to owners of existing tanks it is not believed that he actually produced any tanks himself In 1971 Alan Peterson of Beryl D Shannon Route 2 PO Box 272 Jordon Minnesota 55352 obtained the Flight Extender STCs and he still holds them Beryl D Shannon was already strongly associated with Bonanza modifications producing air oil separato
31. ndle 3 Extend gear check for 1 8 to 1 4 turn from internal stop with gear extension handle 4 Retract gear check nose gear up tension 18 to 25 Ib Check main gear clearance between inboard gear door 1 4 and V brace clearance from top wing skin usually 1 16 to 1 8 If either clearance needs adjustment back off uplock striker and turn in V brace stop bolt before adjusting MIN FUEL Win IN EACH TIP TANK FOR TAKE OFF AT MAX GROSS WT No min fuel req 6 1 6 gal each 6 1 4 gal each 6 1 4 gal each 6 1 6 gal each 6 1 4 gal each No min fuel req 6 1 gal each 1 4 gal each No min fuel req No sin fuel req 2 gal each tank 6 1 4 gal each amp 1 4 gal each 76 lbs 6 1 4 gal each 176 Ibs So min fuel req 5 Partially extend gear to 3 4 down check for excessive movement of inboard gear doors 1 is too much Using your hand gently push the gears toward the retracted position to determine that the slip joints move freely Gently move the nose gear back and forth to detect excessive wear in retract linkages 6 Retract gear check uplock striker clearance 1 64 Adjust if necessary then check uplock cable tension 52 1 2 Ib 10 Ib O Ib Check that the V brace stop bolt is touching the main gear Check inboard door tension about 10 Ib 7 Extend gear check downlock tensions 45 to 65 Ib Hook up all doors Retract the gear and check doors
32. nks also aluminum but with a seamless appearance to fly the same plane from Honolulu to Teterboro New Jersey Waikiki Beech a straight 35 pre production number four also had cabin fuel tanks installed holding 126 gallons The second seamless set of tip tanks were later used on the Philippine Bonanza a J 35 by Capt Pat Boling to fly from Manila to Pendleton Oregon in 1958 These tanks and the Philippine Bonanza were lost when Peter Gluckman disappeared attempting to fly from Tokyo to New York in 1960 Waikiki Beech with the first Bonanza tip tanks installed is presently displayed in the National Air and Space Museum in Washington DC There has been one other non standard tip tank installation of note Frank Haile Jr ABS 93 took a couple of 230 gallon military drop tanks cut out the center section put the nose and stern together and VIOLA two 115 gallon tip tanks Actually due to filler cap position he could only put 95 gallons in each and never did put more than 85 gallons each He used this installation for an around the world trip Frank mentioned that the wing skins developed some wrinkles when the tips were full and he was real careful to avoid bumps when taxiing Everything worked out all right Waikiki Beech hangs in the Smithsonian with its 62 gallon tip tanks ns raS Can a o o ua RIDE DSS tery ae gt gi seer eee page 1159 m and the wrinkles went away when the tanks w
33. o Dr Schilb s request for an unbiased comparison of autopilots the following fly a V 35B and after looking at all the options Mitchell Pathfinder Brittain King decided to try the new S TEC System 60 Autopilot This is a new company but understand composed of experienced people who were associated with Mitchell and had a better idea The System 60 is modular you can start with a wing leveler and step by step upgrade to a flight director Comparatively the S TEC is very smooth having 3 levels of sensitivity Station passage is nearly imperceptible S TEC provides a 12 month warranty too If a part fails or isn t right the unit is exchanged without question and done right now without delay What s more parts are available if needed The price is about 1 000 less than the competition for a single axis autopilot with heading select VOR tracking to and from the station localizer coupling and back course reverse To watch an S TEC figure out how to intercept a localizer is truly amazing better than human I m sold and I ve had good luck in the past with Mitchell and Brittain but l ve found something better Ned Tanner ABS 8230 will fall behind the power curve The autopilot will start to rapidly roll in UP trim in its futile attempt to maintain assigned attitude by increasing pitch The rate at which this takes place will amaze you especially if you keep your hands off the controls resulting
34. ovided are consistent with late model Bonanzas equipped with the 10 520 powerplant To ensure that your airplane s operating One wall at a time HEADQUARTERS CONSTRUCTION STARTS AGAIN Facing east towards FlightSafety Cessna limitations are not exceeded make reference to your operator s handbook It is important to note that changes to your Bonanza s manifold pressure will have a predictable affect on its performance Simply stated 1 HG change is equivalent to a change of 100 FPM for a constant airspeed You can use this equality to your advantage when operating in the power region of normal command during future trips However you should practice this relationship first to gain proficiency Each of the areas of performance described here are identified by capital letter and correspond to the capital letters in Pattern s A and B Remember that the brackets for airspeed altitude heading and time represent the standards for performance expected As the pilot operator you must firmly set these guidelines your performance should be evaluated on your ability to maintain airspeed within 10 Kts and vertical rate within 200 FPM of that desired level offs and rollouts should be completed within 100 and 10 of the altitude and heading desired Additional guidelines for practice of Patterns A 8 B are 1 perform first with all available instruments then on partial panel 2 A
35. practice Although recommend supervised practice with an instructor a pilot friend can act as a safety pilot during your practice with a view limiting device What s important here is that you take the initiative to maintain and improve your skill in aircraft control Following are two practice patterns that you will find helpful in refining your pilot technique in pitch bank and power control 1 MIN TURN CHANGE TO B LOW CRUISE 15 SEC TURN 1 MIN TURN B 15 SEC TURN CHANGE TO LOW CRUISE 5 N A END ti START NORMAL CRUISE 15 SEC TURN yi CHANGE TO 1 MIN TURN 1 MIN 15 SEC aa CHANGE TO A NORMAL CRUISE PATTERN A CHANGE TO LOW CRUISE CHANGE TO LOW CRUISE COMPLETE PRE LANDING CHECK E EMERGENCY PULLUP 2 MINUTES l 2 MINUTES A START NORMAL CRUISE START DESCENT 500 FPM FOR 500 FEET LEVEL OFF CHANGE TO APPROACH SPEED LOWER FLAPS c 1 1 MINUTE CHANGE TO NORMAL CRUISE PATTERN B During your practice you must define five areas of performance A NORMAL CRUISE is the steady condition established for the enroute phase of flight Normally this requires power set at 23 Hg 8 2300 RPM below 5 000 gear up flaps up and a pitch reterence on the attitude indicator of 0 to equal approximately 155 KIAS AREA OF PERFORMANCE KIAS MP R M GEAR FLAPS PITCH id Dili ed
36. rs one piece windshields and third window kits In the years he has been making the Flight Extender tip tanks Alan has brought about numerous changes Alterations in shape fuel routing materials gross weight allowances etc have generally improved the product to the point that while appearance is similar there is Beryl D Shannon tanks on an A 36 very little else in common between Beryl D Shannon s Flight Extenders and those tanks manufactured in the 1960s One complaint Mr Peterson has is that people who have problems with these older tip tanks tend to blame him when he actually had nothing to do with the Flight Extender product until 1971 Although he has no legal or moral responsibility to do so Alan does try to help these owners of the original tip tanks where he can Beryl D Shannon presently manufactures tip tanks approved for ALL models of Bonanzas These tanks hold 15 gallons each are fiberglass have a canted appearance have flush mounted NAV and strobe light positions and have a visual fuel indicator as well as gauges An interesting option is Explosafe an expanded aluminum material that occupies only one percent of the volume of the tank but provides structural rigidity and absolute proof against explosion certainly something to give thought to especially with tip mounted strobes Different gross weight increases are allowed depending on model 1 A 35 thru P 35 200 ibs increase 2 35 33 thru
37. s of between 100 to 200 Ibs are allowed depending on model with certain minimum tip fuel requirements See table below Recently Osborne has given the tanks a more streamlined appearance and flush mounted navigation lights A kit to streamline the old tanks is now available The present cost of the Brittain Tip Tank System is 3 177 to 3 530 depending on model Bonanza A 10 discount is given to ABS members Osborne estimates 24 30 man hours for installation and they can to installations if the customer desires BRITTAIN WING TIP TANK INFORMATION onic MAX ALLOWABLE CROSS AIRCRAFT MT WITH TIP TANKS LANDING GEAR RIGGING Dear ABS I m writing this letter as an aid for mechanics and owners to properly check the landing gear system on a Bonanza during routine maintenance The Bonanza service manual is not much help to the mechanic in setting up a step by step procedure to check gear limits during an annual or a hundred hour inspection The procedure use to check the gear is below It works very well in getting everything checked in a minimum amount of time If a particular clearance is out of limits correct it before going to the next step Use the Bonanza service manual to help you correct anything that is out of limits 1 Disconnect outboard gear doors at main gear Remove lefthand nose gear retract rod and tape the door 2 Retract gear check for 1 8 to 1 4 turn from internal stop with gear extension ha
38. severe instrument conditions do not think that the Century Ill tracks as smoothly or as solidly as the B 4 think that if had the choice as Dr Schilb apparentiy has would choose the B 4 hope this will be of some help Gene L Whitington ABS 3670 a_a page 1158 american bonanza society go A TIP TANKS EXTRA GALLONS The original Bonanzas had a total fuel capacity of 40 gallons in two 20 gallon tuel bladders in the leading edge of the wings At first 37 gallons was considered useable but in the 1970s the FAA reduced the useable fuel to 34 gallons This made the Bonanza rather short ranged especially with IFR reserves And though Beech gradually increased the internal fuel capacity up to the present 80 gallons 102 gallons on the new B36TC many owners and operators have looked for ways to increase the fuel capacity even further The most common method is through the use of tip tanks GENERAL HISTORY The story of tip tanks actually begins in the baggage compartment Beech made available to owners of 35s thru E 35s an auxiliary fuel tank mounted in the baggage compartment This tank came in two sizes 10 gallons and 20 gallons Depending on the installation this tank was filled either through a small door on the left side of the fuselage or through the baggage compartment door The fuel was routed to the auxiliary position on the fuel selec
39. ther construction is again underway on the Society s headquarters and the Foundation s library building The slab is poured the erected by the end of March The Society can use each member s help with this project Having our own section facilities and library related specifically Donate to the building fund by utilizing the contributor s form in the Ad Mart SE american bonanza society page 1163 ICING CONDITIONS MORE ON ICING Dear ABS Regarding the letter ON ICE by Charles Leoni of Miami Beach Florida in the January Newsletter in which he describes a stall from icing conditions at 12 000 feet am writing because had an identical experience but under much more favorable conditions and would like to share it with other readers as well as Mr Leoni The culprit in this particular case is the Altitude Hold on the autopilot No mention was made by Mr Leoni of the indicated trim position on the indicator but my guess is it was at 10 or 12 degrees of UP trim just before the stall strongly urge every pilot who has altitude hold to go through this wierd experience at a safe altitude Get everything set up straight and level and engage the autopilot and altitude hold Then gradually reduce the power in small amounts and wait When you finally reach the point that the airplane can no longer hold the assigned altitude with the available power you MORE AUTOPILOT REPORTS Dear ABS In response t
40. through the opening provided If you need more help let me know CRANKING INBOARD DOORS IS A NO NO Dear ABS believe the following will be of interest to all Bonanza Debonair and Big Bonanza A 36 owners recently had our A 36 in to a reputable shop for a minor service oil change filter and inspection of the landing flap angle transmitter and the alledged mechanic in seeking access to the transmitter in the left wheel well under the inboard wheel cover cranked the emergency gear handle to open the inboard wheel well doors without placing the plane on jacks or having an observer on the outside cranked the emergency gear handle far enough to retract the nose wheel which of course caused the nose of the plane to drop slowly causing five thousand dollars worth of cosmetic damage to the front underside of the craft and putting it out of service for two months The original problem with the flap transmitter was such that the indicator read either full up or full down and was assured prior to any work that the repair was simple understand now that what experienced is a common occurrence i e wheel well doors are opened without the plane on jacks by use of the emergency gear handle and often with same resultant damage Your comments in the Newsletter with respect to this procedure and ramifications to the total gear mechanism as well as warning to others will be appreciated It is interest
41. tor valve There also was an STC issued to Symons Engineering Company PO Box 90002 Airport Station Los Angeles California 90009 for a baggage compartment auxiliary tank While this tank was placarded for 20 gallons of fuel there was sufficient fuel expansion space to put in close to 30 gallons american bonanza society AT YOUR FINGER AND WING TIPS While all these tanks put extra fuel on board they had several disadvantages First of all the weight of the fuel shifted the CG aft an area the Bonanza was already sensitive to Secondly they took up space that could be used for baggage There was also concern about having fuel within the fuselage and the possible fire hazard in case of an accident None of these tanks are currently manufactured although occasionally a used tank will show up on the market Many of the older Bonanzas still have them installed and they have given good service for more than 30 years Beech was the first to put a set of tip tanks on a Bonanza but these were not available to any customer In 1949 the factory decided to go after a long distance record to emphasize the reliability of the Bonanza To accomplish this they built up two sets of tip tanks each tank held 62 gallons of fuel The first set of tanks made of aluminim and with visible welded seams were used by Capt Bill Odom to fly Waikiki Beech from Honolulu to Oakland California Capt Odom used the second set of ta
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