November 1984 - American Bonanza Society
Contents
1. American gt Bonanza A OcletU ass V35B D9169 9009 Owned by Bruce O Nicholes Boardman Oregon BONANZA OF THE MONTH would like to nominate my favorite Bonanza for Bonanza of the Month It is a 1970 V 35 B N 90090 now have 1650 T T on this bird and the engine has never been touched except to change oil and spark plugs The last 723 hours we have had a low of 68 pounds and oil consumption averages one quart per seven hours sure recommend Phillips Multivicosity it s great We feel we ll fly several more hundreds of hours before we need to overhaul It pays to operate your engine properly The aircraft has been painted with Im ron in the 1984 A 36 TC color scheme Zero Nine Quebec has the original upholstery which is still in like new con dition In my opinion only Beech builds with this lasting quality We have changed some of the radio equipment have retired one of the original MK 16 Nav Com s and replaced it with a KMA 24 audio system KY 197 Com KN 53 Nav KN 72 Omni Loc with Glideslope K1525A Pictoral Nav and Century B coupled to the KN 53 Nav KN 62 DME AT 50 Transp with Mode C KR 85 ADF and Mark 16 Nav Com with Glideslope N9009Q s Instrument Panel BONANZA T TOW BAR FIX An easy way to fix the Bonanza T tow bar so it won t slip off the nose wheel pins is as follows Take a 2 piece of any soft aluminum tubing O D 035 wall and f2. american bonanza society november 1984 page 1532 asked what would motivate the instruc tors I forgot the impressive fact that all the instructors owned Bonanzas to come to Wichita for the program The answer was You can t imagine how much fun it is to have such motivated students and such great airplanes which are well maintained and superbly equipped From what have said so far you can tell think the program was great don t believe that there is a Bonanza pilot that couldn t profit from taking the course and know it will be an even better course in the future believe I ll try to take it again for my next bi annual flight review in two years and thereafter think this is a service we hoped we could make available to our members way back in the early 70s as we looked to the future of the ABS Congratulations to you and to the ABS Frank G Ross ABSL 386 Dear Cliff wanted to tell you how much learn ed and enjoyed the recent Bonanza school in Wichita My situation is evidently typical of a lot of Bonanza owners and pilots You purchase a Bonanza get a one to two hour check ride and fly away not really knowing what this fine airplane will do or not do use my Bonanza on some business trips but mostly I m just a weekend hob by flyer so you will understand why was so enlightened by the school Sam and John did an outstanding job of classroom instruction and of course me
3. dicates unsafe conditions for storage If the dehydrator plugs have changed color in one half or more of the cylinders all desiccant material on the engine should be replaced 2 The cylinder bores of all engines prepared for indefinte storage should be re sprayed with corrosion preventive mixture every six mon ths or more frequently if bore in spection indicates corrosion has Started earlier than six months Replace all desiccant and dehydrator plugs Before spraying the engine should be inspected for corrosion as follows Inspect the in terior of at least one cylinder on each engine through the spark plug hole If cylinder shows start of rust spray cylinder corrosion preventive oil and turn prop over six times then re spray all cylinders Remove at least one rocker box cover from each engine and inspect the valve mechanism AMERICAN BONANZA SOCIETY MEMBERSHIP APPLICATION Name please print Street City State Model Bonanza Owned Serial Membership is open to anyone seriously interested in Bonanzas Mail application along with annual dues to AMERICAN BONANZA SOCIETY Mid Continent Airport P O Box 12886 Wichita KS 67277 316 945 6913 Annual Membership US CANADA MEXICO Voluntary Building Fund Contribution Tax Deductible TOTAL DUE Postage amp 20 FOREIGN MEMBERS Add Additional 20 Processing Fees 40 TOTAL FOREIGN ABS Air Satety Foundation Contribution
4. 20 Tax Deductible 60 TOTAL AMOUNT OF CHECK ENCLOSED november 1984 page 1536 1984 CHAPTER CALENDAR ROCKY MOUNTAIN CHAPTER Serving Colorado Kansas Nebraska North Dakota South Dakota Montana Utah and Wyoming CONTACT LEE LARSON 10458 Pearl Way Northglenn Colorado 80233 303 452 8479 SOUTHEAST CHAPTER Serving Alabama Florida Georgia South Carolina North Carolina Virginia Mississippi and Tennessee CONTACT PAUL OGLE 1133 Wembley Road Greenville SC 29607 803 288 7464 WESTERN CHAPTER Serving Arizona California Idaho Nevada Oregon Washington and Alaska CONTACT ALDEN BARRIOS 1436 Muirland Drive LaJolla California 92037 619 459 5901 adlog Maintenance Record Keeping System N Bonanza ABS Price Norm Golvin s Book Colvin s Clinic Larry Balls Book Those Incomparable Bonanzas Pewter Bonanzas Newsletter Sets Binder Included Binders Lapel Pins Patches Hats Shirt Women s White O Yellow OMen s Sweater White Yellow T Shirt White Only SN Lt Blue OGray LL Blive OGray MID ATLANTIC CHAPTER Serving Washington D C West Virginia Maryland Delaware Pennsylvania Virginia CONTACT ROBERT BLOCH 3513 Gardenview Road Baltimore Maryland 301 486 2610 NORTH CENTRAL CHAPTER Serving Illinois Indiana lowa Michigan Minnesota Missouri Wisconsin Ohio and Kentucky CONTACT TED GORTON 224 W Jefferson Bivd Sui
5. Right Wing Left Wing Wing Leading Edges RH Ailerons LH amp RH Stabilizer L amp R Complete Fuselage Cabin Doors Hartzell 3 Blade Prop lO 520 B Wing Fillet Pair Magnetium Wing Flaps 535 Landing Gear Motor 6 Probe Alcor L amp R Wings Engine Cowl Windows for Rear Seat Passengers Two Piece Windshield Baggage Door Nose Gear Main Gear L amp R E225 8 Engine 588 SMOH Mufflers 215 213 84 Prop Blades Engine Primer for E225 8 E225 8 Engine Zero Time Oil Cooler Tank 36 E 14 Starter P amp 5C Carburetor Damaged P35 Wing Stabilizers Single Probe EGT Partial 10 470 Engine Landing Gear Gear Box Flap Motor Starter Adapter 278 100 Propeller Damaged 278 Prop Back Plate and Spinner Puritan Bennet 2 Man Oxygen System SGRN 25 Bendix Magnetoes Woodward Governor Aileron amp RH Flap Fuel Boost Pump for H thru M35 Fuselage Fuel Tank McCauley 2 Blade Prop Blade Prop Governor for Electric Prop Cowling from H35 LH amp RH Stabilizer Hartzell Spinner amp Back Plate for Three Blade Prop 278 100 Beech Propeller amp Governor Six Inch Wheel 10 Gal Rebuilt Fuel Cell Brittain Auto Pilot Wing Leveler Landing Gear Gear Box amp Motor 26 Hrs 215 Beech Propeller Parts Set of Exhaust Silencers J 35 Vv Antenna Overhead Air Duct P35 Oil Cooler Tank A35 Duct Wing Root to Cabin amp RH Grill Rear V Tail Attack Fitting Sixth Seat Like New RH Side Cowl Plate Two Wing
6. perhaps from Friday afternoon to Sun day afternoon for everybody 2 include some videotape presentations for in dividual study 3 provide a home study package to be completed in advance 4 lengthen the flight portion and much much more If you have any suggestions for the future of this program please let us know Starting with the efforts of former Ex ecutive Director John Frank Jr and continuing with the contributions of Sam James Cliff Sones and the Board the ABS has now gotten the Pilot Checkout Program off the ground and set on course for what promises to be a very bright future There is a tremendous need for programs such as this in general aviation and the ABS can be very proud of taking the lead and setting the standard It is our hope to one day have every ABS member in fact every Bonanza pilot go through this course You owe it to those who trust you at the controls John Eckalbar ABS 11623 Dear Mr Hadler Last weekend was the ABS Bonanza Pilot Checkout Program in Wichita What a bonus would not have gone if hadn t thought it would be good but it far ex ceeded my expectations The classroom and flight instructors were highly profes sional skilled and cared whether you learned Count me in for this time next year Mrs Kathryn C Hach ABS 15248 To Cliff R Sones At last have found some time to write and now believe have had time to consider more fully the experie
7. allowing heated air from the engine compartment to enter the engine The condition encountered by Daniel is one in ten thousand condition where moisture passed through the induction air filter without freezing This moisture collected inside the induction system and froze freezing the alternate air door closed which made the door inoperative defeating its purpose Starting with about the S35 a control was added and marked alternate air This control when pulled would force the alternate air door open even though it was frozen closed This would have avoided the forced landing Beech does not offer bulletins on just the H35 they cover all models Bulletins can be ordered from any Beech Dealer Norm STC INFORMATION REQUEST If any of our members has received a one time STC approval for 80 octane auto fuel use in a fuel injected E 225 engine please contact fellow ABS member Phil Gomez 2208 Beech Drive Oswego NY 13126 phone 315 343 2072 or your ABS headquarters AILERON CONTROL ARM CHAIN FAILURE We have received a report that the chain inside the aileron control arm broke This occurred when the airplane was banked Fortunately the airplane was equipped with dual controls and the broken chain did not jam so the airplane was landed without incident The spring that secures the splice link came off allowing the side link to slip off This allowed the chain link to separate This is really an isolated incident b
8. an owner Also there have been a number of re cent changes in the rules concerning preventive maintenance The related FARs as of October 28 1983 are Part 1 Definitions and Ab breviations Section 1 1 Part 43 Maintenance Preventive Maintenance Rebuilding and Alterations Part 61 Cer tification Pilots and Flight Instructors and Part 145 Repair Stations The holders of mechanic and repairmen certificates persons working under the supervision of these mechanics and repairmen repair sta tions certificated under Part 145 and air carriers certificated under Parts 121 127 and 135 are authorized to perform STATEMENT OF CPNEREIF MANAGEMEN AMC COREL AT WOR page 1527 november 1984 american bonanza society preventive maintenance For purposes of this discussion though we ll consider preventive maintenance only from the owner operator s point of view FAR Part 1 Section 1 1 defines preventive maintenance as simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations Part 43 Appendix A paragraph C contains the list of those functions deter mined by the FAA to meet this definition Space does not permit a listing of those functions here but pilots should have ready access to the FARs Further because of differences in air craft a function may be preventive maintenance on one aircraft but not on another To pro
9. at the published maneuvering speed guarantee that you can t exceed the Bonanza s 4 4 limit load factor Or how should you adjust your thinking about vno the top of the green when flying at light weights If you don t know the answers to these questions you definite ly should have been there Of course most members left the highlight of the ground school session was Norm s two hour lecture on Bonan za systems What could be better than sitting with a group of ten or fifteen Bonanza addicts listening to the leading authority on systems You d have loved it The flight instructors in this program are a uniquely qualified lot Almost all of the instructors are long time ABS members most are Bonanza owners and all are highly experienced Bonanza pilots This time we had CFls from Beech flight test and engineering a group of very talented Bonanza instructors from ies several excellent people from the Wichita area and the real veterans Ken Pearce Bill Hale John Howard and myself who had instructed already at Oxnard and Denver You would have to meet these people to ap preciate the enthusiasm they have for this program and the pride they take in doing their jobs One flight with one of these people and you would never take another local CFI Cessna ace for a ride again The flying itself is divided into two ses sions of two hours each and l m sure the members would agree that it is a real workout The object is
10. but no starter will handle this torque Jim Baker keeps the ignition system in top condition so that am rarely caught but as Mr Drake states only a cool down will relieve the severe drag Any thoughts from yourself or the field on this one Maurice Klee ABS 9741 Dear Mr Klee would completely rule out the front crankshaft seals since it would tear up when you move the propeller by hand would suspect the starter drive hang ing up Next time this binding occurs loosen the starter l m sure you will find it hanging up It would also be a good idea to check or replace the starter relay This would have nothing to do with the stiff engine but would improve starter operation Norm american bonanza society LOW FUEL PRESSURE IN COLD WEATHER Dear Norm During cold weather starts in my Bonanza serial D 9108 the engine driven fuel pump does not seem to be able to supply enough fuel until the engine warms up this could take a minute or 2 and requires the use of the electric boost pump If the boost pump is turned off the engine will die from fuel starvation Is this normal If not what do you recommend Harvey J Berk P E ABS 10620 Dear Mr Berk The engine driven fuel pump is the only moving part in your fuel delivery system It is possible that the pressure relief valve within the pump may be sticking or the unmetered fuel pump pressure is low In any event the engine driven fuel pump s
11. categories A Flyable Storage Program or II B Temporary Storage up to 90 days C Indefinite Storage A Flyable Storage Program or II Program l Engines or cylinders with less than 50 operating hours a Propeller pull thru every 5 days as per paragraph A2 and b Fly every 15 days as per para graph A3 Program Il Engines or cylinders with more than 50 operating hours to TBO if not flown weekly a Propeller pull thru every 7 days as per paragraph A2 and b Fly every 30 days as per para graph A3 1 Service aircraft per normal airframe manufacturer s instructions 2 The propeller should be rotated by hand without running the engine For 4 and 6 cylinder straight drive engines rotate the engine six revolutions stop the propeller 45 to 90 from the original position For 6 cylinder geared engines rotate the propeller 4 revolutions and stop the propeller 30 to 60 from the original position CAUTION FOR MAXIMUM SAFE TY ACCOMPLISH ENGINE ROTATION AS FOLLOWS a Verify magneto switches are OFF b Throttle position CLOSED c Mixture control IDLE CUT OFF d Set brakes and block aircraft wheels Leave aircraft tie downs installed and verify that the cabin door latch is open t Do not stand within the arc of the propeller blades while turn ing the propeller The aircraft should be flown for thirty 30 minutes reaching but not exceeding normal oil and cylinder tem
12. corrosion more than engines in aircraft that are flown frequently Of particular concern are new engines or engines with new or freshly honed cylinders after a top or major overhaul In areas of high humidity there have been instances where corrosion has been found in such cylinders after an in active period of only a few days When cylinders have been operated for ap proximately 50 hours the varnish deposited on the cylinder walls offers some protection against corrosion Hence a two step program for flyable Storage category is recommended Obviously even the proper steps must be taken on engines used infrequently to lessen the possibility of corrosion This is especially true if the aircraft is based near the sea coast or in areas of high humidity and flown less than once a week In all geographical areas the best method of preventing corrosion of the cylinders and other internal parts of the engine is to fly the aircraft at least once a week long enough to reach normal operating temperatures which will vaporize moisture and other by products of combustion In consideration of the circumstances mentioned TCM has listed three reasonable minimum preser vation procedures that if implemented will minimize the detriments of rust and corrosion It is the owners responsibility to choose a program that is viable to the particular aircrafts mission Aircraft engine storage recommenda tions are broken down into the following
13. the fuel flow instrument in the instrument panel wasn t changed so the difference in dicated in fuel flow is somewhere in the engine If the engine runs good chances are that the engine drive fuel pump pressure is set correctly The most logical place to look for the fuel reading difference is in the fuel manifold valve that sits on the top crankcase This is the valve that distributes fuel to the various cylinders The easiest but most expensive way to correct the trouble is to replace the valve This might not cor rect the trouble so remove the top valve cap It is held in place with a series of cap screws Remove the rubber diaphragm There is a spring Fig 4 19A on the diaphragm shaft that controls diaphragm pressure to the pressure gage A friction loaded collar on the valve stem controls spring tension that controls fuel pressure reading If fuel pressure at the gage reads high move the collar up the shaft to lower the reading on the gage Move the collar down to increase spring tension for the fuel flow gage to read higher Move the collar only a few thousandths of an inch at a time FUEL NOZZLES Fuel nozzles are calibrated and mark ed to deliver a given volume of fuel at a given fuel pressure Nozzles are lettered like A B C All A lettered nozzles will flow the same volume of fuel at a given pressure All B lettered nozzles flow the same volume of fuel but the volume is different than nozzles lettered A o
14. the intake and seal the opening with moisture resistant paper and tape or a cover plate 4 f the carburetor is removed from the engine place a bag of desic cant in the throat of the carburetor air adapter Seal the adapter with moisture resistant paper and tape or a cover plate 5 The TCM fuel injection system does not require any special preservation preparation For preservation of the Bendix RSA 7DA1 fuel injection system refer to the Bendix Opera tion and Service Manual 6 Place a bag of desiccant in the exhaust pipes and seal the open ings with moisture resistant tape 7 Seal the cold air inlet to the heater muff with moisture resistant tape to exclude moisture and foreign ob jects 8 Seal the engine breather by insert ing a dehydrator MS27215 2 plug in the breather hose and clamping in place 9 Attach a red streamer to each place on the engine where bags of desiccant are placed Either attach red streamers outside of the sealed area with tape or to the inside of the sealed area with safety wire to prevent wicking of moisture into the sealed area 10 Engines with propellers installed that are preserved for storage in accordance with this section should have each propeller tagged in a conspicuous place with the follow ing notation on the tag DO NOT american bonanza society TURN PROPELLER ENGINE PRESERVED PROCEDURES NECESSARY FOR RETURNING AN AIRCRAFT TO SERVICE ARE AS FOLLOWS 1
15. tolerance again replace the pump If the engine gradually leans without fuel pressure fluctuation the fuel mix ture control may be creeping closed Loosen the nut on the back side of in strument panel and tighten the knurled nut on the front side to add more friction to the mixture control One more thing to check Look at the vent hole in the manifold valve cap If you see the fuel stains around the hole the diaphragm is ruptured and should be changed IDLE MIXTURE Idle mixture setting affects fuel flow throughout the range To check for cor rect mixture have normal engine temperature Idle engine at 550 to 600 RPM Pull out on mixture control in a steady but not too rapid pull As the engine quits watch the tachometer hand If mixture is correct you will get 25 RPM increase If there is no increase mixture is too lean If you get more it is too rich To correct adjust the spring loaded nut on the throttle metering arm linkage Back off on the nut to lean tighten to enrich Once you adjust this nut you will have to adjust the RPM screw which is in the same area Text reprinted from Colvin s Clinic by J Norman Colvin I american bonanza society november 1984 page 1534 TELEDYNE CONTINENTAL SERVICE BULLETIN SUBJECT ENGINE PRESERVATION FOR ACTIVE AND STORED AIRCRAFT MODELS AFFECTED ALL MODELS Gentiemen Engines in aircraft that are flown only occasionally tend to exhibit cylinder wall
16. 4 american bonanza society TROUBLE SHOOTING NOZZLES Fuel nozzles will occasionally plug up This can be detected by a cylinder miss or rise in temperature if you have a six Q EGT Fuel nozzles should be checked for flow every 100 hours or annual inspec tion To check flow remove one nozzle at a time from the cylinder Connect the nozzle to the fuel delivery line and turn on the fuel boost pump If fuel flows out of the nozzle in a straight stream it is clean If the stream turns to one side it is dirty Catch the fuel in a small can check all six nozzles in the same manner If the nozzles appear dirty soak them in solvent for a couple of hours and blow them dry with compressed air Clean the nozzle orifice in the same way Never use a wire or similar object to clean the nozzle orifice just compressed air FUEL FILTER SYSTEM The tuel injected Bonanza has tour filter screens in the fuel system There is a rather coarse screen in the fuel inlet hose in the fuel tank There is a very fine 20 micron screen in the main sump drain in the left hand fuselage belly There is a third screen of 20 micron size in the metering valve body and the fourth screen which has 20 micron mesh is in the manifold valve There are addi ional filters on the market that attach to o fuel manifold valve and fuel lines to give further filtering My personal opinion is they are not needed since a 20 micron screen opening is smaller tha
17. AMERICAN BONANZA SOCIETY PO Box 12888 Wichita KS 67277 ee american bonanza society november 1984 page 1528 Colvin s Corner J Norman Colvin Retired Beech Project Engineer on Bonanzas and Barons ABS Technical Consultant Service Clinic Inspector YOUR CHUCKLE FOR TODAY Two signs posted on the instrument panel On the pilots side the sign read No Smoking and on the passenger side the sign read If You Smoke Please Step Outside WINSTON SALEM SERVICE CLINIC We have just completed a service Clinic in Winston Salem NC at Piedmont Aviation where we inspected 37 airplanes Piedmont Aviation is a long time Beech Dealer They have a fine service shop an ex cellent engine overhaul shop a good avionics shop and a good propeller shop This service shop is one of a kind in that to get to the shop you must taxi across a busy highway Don t worry they have a guard on duty to stop automotive traffic Norm SHOULDER HARNESS INSTALLATION Dear Norm We are the owners of a V35 A Bonan za D 8733 which we have owned and flown for almost 2 years and have ac cumulated about 300 hours of time since our possession We would like to know what the alter natives are regarding installation of shoulder harnesses in the front seats This airplane does not now have nor has it ever had harnesses in it We know that Beech markets a kit for installing harnesses app 750 install but have been told that th
18. Remove the cylinder dehydrator plugs and all paper tape desiccant bags and streamers used to preserve the engine 2 Drain the corrosion preventive mixture and re service with recom mended lubricating oil WARNING When returning the aircraft to service do not use the corrosion preventive oil referenc ed in paragraph C 1 a for more than 25 hours 3 If the carburetor has been pre served with oil drain it by removing the drain and vapor vent plugs from the regulator and fuel control unit With the mixture control in Rich position inject service type gasoline into the fuel inlet at a pressure not to exceed 10 psi until all of the oil is flushed from the car buretor Re install the carburetor plugs and attach the fuel line 4 With bottom plugs removed rotate propeller to clear excess preser vative oil from cylinders 5 Re install the spark plugs and rotate the propeller by hand through the compression strokes of all cylinders to check for possible li quid lock Start the engine in the normal manner 6 Give the aircraft a thorough clean ing visual inspection and test flight per airframe manufacturer s in structions AIRCRAFT STORED IN ACCORDANCE WITH THE INDEFINITE STORAGE PRO CEDURES SHOULD BE INSPECTED PER THE FOLLOWING INSTRUCTIONS 1 Aircraft prepared for indefinite storage should have the cylinder dehydrator plugs visually inspected every 15 days The plugs should be changed as soon as their color in
19. Tips M 35 Two Engine Side Cowl 1 Stabilizer A 35 E185 8 Engine 1575 SMO PS 5 BO Carburetor 60 Hrs Since Overhaul Complete Tactair Auto Pilot Beech Large Third Window Kit Nose Strut Casting Landing Gear Gear Box Aileron Control Cables Shimmy Damper New Master Brake Cyl amp Hose RH Main Gear C 35 20 Gal Auxiliary Fuel Tank Two Bendix Magnetoes for E225 8 Engine Crankshaft for E185 8 Landing Gear Motor for C 35 Single Throw Over Yoke with Trim Control Two Rotating Beacons 14 Volt 2 Thin Back Parachutes 24 Volt Electromec Voltage Regulator Complete G 35 for Parts Three Long Range Cabin Ferry Tanks MAG Ailerons Scott Oxygen System Glareshield Oil Air Separator Windshield Compass LH Stabilizer Tip Seats Front amp Back H thru C 35 Two Seats Late Style A thru G Wing Tips Glareshield V 35 Tail Cone A thru P 215 Prop Spinner 215 Prop Motor Beryl Tip Tank Fuel Transmitters Fuel Selector Valve M 35 Wing Leading Edge for 33 or 35 with 40 Gal Tank 10 470 C Engine Run Out Oil Cooler for 10 520 Engine RH Ruddervator Slight Damage One Prop Blade for Beech 215 Prop Main Gear Drag Legs Oil Air Separator M 35 Exhaust Manifolds E225 8 Rajay Turbo Kit Complete for 10 470 N LH Exhaust Manifold 35 950005 1 Delco Starter Motor for 10 470 no drive assy Set Goodyear Wheels 650x8 and Brakes Harrison Oil Cooler for 0470 or 10 470 Engine Set Door Latch Assy for Late Model Bonanza Set Wing Tips for 1963 82 Airborne Dr
20. arkoff The only trouble encountered with the H35 was in the 10 470 G engine We could not control the propeller due to ex cessive oil leakage in the front transfer bearing Because of this leakage there was marginal oil pressure to the pro peller Beech added counter weights to the propeller blades which reduced the need for high oil pressure to the prop so the propeller would change pitch slower but could be controlled When the engine was overhauled a closer tolerance transfer bearing would correct the problem and the blade counterweights could be removed The H35 was the last of the carburetor engines The carburetor was the only one used with the altitude compensator and it worked well The engines long in duction pipe caused problems By the time the carefully mixed fuel air ratio flowed through the long induction air pipes and reached the front cylinders the fuel vapor would condense and would dilute the oil on the cylinder walls causing the ring and cylinder trouble This became such a problem that Beech offered a fuel injection kit to replace it Pressure carburetor type engines are not inclined to ice The induction systems on Beech airplanes including those with fuel injection contain alter nate air door which allows the engine to have an alternate source of air in the event the induction air filter should ice over or covered by some other means In such an event the alternate air door will automatically open
21. chael Zelenock MD 8731 Thorntree Drive Grosse lle MI 48138 Term Expires 1987 1987 1985 1986 PAST PRESIDENTS B J McClanahan MD ABSL 1 Frank G Ross ABSL386 Russell W Rink ABSL4 Hypolite T Landry Jr MD ABSL1449 Calvin B Early MD PhD ABSL1797 Capt Jesse F Adams USN RET ABSL772 David P Barton ABSL534 Aiden C Barrios ABSL3326 Fred A Driscoll Jr ABSL2976 EM Anderson Jr ABSL33 Donald L Monday ABSL9904 1967 1971 1971 1973 1973 1975 1975 1976 1976 1977 1977 1978 1978 1979 1979 1980 1980 1981 1981 1983 1983 1984 The American Bonanza Society Newsletter is published monthly by the American Bonanza Society at the Wichita Mid Continent Airport PO Box 1288 Wichita KS 67277 The price of a yearly subscription is included in the annual dues 20 of Society members Second class postage paid at Wichita KS The Society and Publisher cannot accept responsibility for the correctness or accuracy of the matters printed herein or for any opinions expressed Opinions of the Editor or contributors do not necessarily represent the position of the Society ublisher reserves the right to reject any material submitted for publication Copy submitted for publication shall become the property of the Society and shall not be returned Circulation 7 023 ANNUAL DUES US 20 Canada amp Mexico 2Q US Foreign 40 US Phone 316 945 6913 POSTMASTER Send change of address Form 3529 to
22. entral Avenue Chicago Illinois PETROTECT VA Pennsylvania Refining Company Butler Pennsylvania Re spray each cylinder without rotating crank To thoroughly cover all surfaces of the cylinder interior move the nozzle or spray gun from the top to the bottom of the cylinder c Re install spark plugs d Apply preservative to engine interior by spraying the above specified oil approximately two ounces through the oil filler tube e Seal all engine openings ex posed to the atmosphere using suitable plugs or moisture resis tant tape and attach red streamers at each point f Engines with propellers installed that are preserved for storage in accordance with this section should have a tag affixed to the propeller in a conspicuous place with the following notation on the tag DO NOT TURN PRO o PELLER ENGINE PRESERVED Preparation for Service a Remove seals tape paper and streamers from all openings b With bottom spark plugs re moved from the cylinders hand turn propeller several revolutions to clear excess preservative oil then re install spark plugs c Conduct normal start up proce dure d Give the aircraft a thorough cleaning and visual inspection A test flight is recommended C Indefinite Storage 1 Preparation for Storage a Drain the engine oil and refill with MIL C 6529 Type Il Start engine and run until normal oil and cylinder head temperatures are reached The preferred met
23. eting and listening to Norm Colvin was a thrill Alan Kelly from Indianapolis was my flight instructor Alan was a very good instructor and also quite per sonable The ABS should be very proud of this school It would be my opinion that not only week end types like myself learn an immense amount but extremely ex perienced pilots would also My recom mendation to all Bonanza pilots regardless of their experience is to at tend this school We would all be safer pilots Lowell Slocum ABS 14541 Dear Mr Hadler attended an American Bonanza Society pilot checkout program which was conducted on September 14 and 15 1984 in Wichita was very impress ed with the thoroughness of the program and the quality of the flight instruction hope that the American Bonanza Society will continue to sponsor this type of program Gregory J Siemann ABS 17690 CONTINENTAL MOTORS FUEL INJECTION Continued from October issue FUEL MANIFOLD VALVE The manifold valve Fig 4 15 is seal ed by the factory to indicate that it should not be worked on The valve serves a dual purpose to close off fuel to the cylinders when mixture is in the idle cut off position and it is the distribu tion point for the fuel lines to the cylinder The valve body is made in two parts the main body Fig 4 16 and a cap Fig 4 17 that is held in place by a series of machine screws Inside the valve and below the cap is a very fine 20 micron screen a
24. he spring loaded wedge which moves against the stop on the base of the seat back does not retract as it does on the rear seats have not attempted to take the seat out or to take the mechanism apart but assume that either a spring inside has broken or the mechanism is somehow stuck or misaligned would appreciate it if you would let me know how best to fix this problem and send me or publish a diagram of this seat reclining mechanism Bruce H Littman ABS 16356 Dear Mr Littman I m afraid your problem is not a sim ple one The actuator part number 60 530051 1 is the most likely source of trouble and if so should be replaced There are two gears part number 60 530054 1 and 60 530041 1 that could be binding but the actuator is the most likely source of trouble have referred to page 2 68E of the Mode M35 and after parts catalogue Your Beech dealer will need to know your airplane serial number when order ing parts trust that the above information will be of help Norm BONANZA H MODEL Dear Norm My son Daniel has arrived back into the States and has started reading your book it s EXCELLENT We still don t have more information on the Bonanza H model its engine and carburetor that got ice and forced a dead stick landing have heard that the H model caused Beech many problems What s the deal and information on a complete set of bulletins on the H model Vasil M Markoff ABS 12439 Dear Mr M
25. hod would be to fly the air craft for thirty 30 minutes Allow the engine to cool to am bient temperature Accomplish steps 1 a and 1 b of Tem porary Storage NOTE MIL C 6529 Type may be formulated by thoroughly mix ing one part compound MIL C 6529 Type Esso Rust Ban 628 Cosmoline No 1223 or equivalent with three parts new lubricating oil of the grade recommended for service all at nm TE page 1535 november 1984 american bonanza society room temperature Single grade oil is recommended b Apply preservative to engine interior by spraying MIL L 46002 Grade 1 oil approximately two ounces through the oil filler tube 2 Install dehydrator plugs MS27215 1 or 2 in each of the top spark plug holes making sure that each plug is blue in color when installed Pro tect and support the spark plug leads with AN 4060 protectors 3 If the engine is equipped with a pressure type carburetor preserve this component by the following method Drain the carburetor by removing the drain and vapor vent plugs from the regulator and fuel control unit With the mixture con trol in Rich position inject lubricating oil grade 1010 into the fuel inlet at a pressure not to ex ceed 10 psi until oil flows from the vapor vent opening Allow excess oil to drain plug the inlet and tighten and safety the drain and vapor vent plugs Wire the throttle in the open position place bags of desiccant in
26. hould be checked To check unmetered fuel pressure a special fuel line is installed between the engine driven pump and the fuel metering valve A pressure gauge is teed into the line With the engine idling 500 to 600 RPM unmetered pressure should be 28 to 31 PSI If pressure is off and then is adjusted as specified then thirty days or so later pump pressure varies replace the pump Two other points to check Look for wear in the fuel metering arm linkage if it is excessive it could affect idle mixture Check idle mixture With the engine idling 500 to 600 pull steadily out on the mixture control to the idle cut off position Watch the tachometer Just before the engine quits the tach should increase 25 RPM If you get less or none idle mixture is too lean If you get more it is too rich Norm SEAT RECLINING PROBLEM Dear Norm read your column regularly and have been impressed that it has helped many members solve their various mechanical problems have been hoping that some one would write about the same problem that have with a seat adjustment in my 1969 V35A Bonanza but am now ready to write about it myself in the hope that it is a simple problem that can fix myself Several months ago the right front seat was put in the reclining position and after that it never would stay in the upright position Upon inspection of the problem it appears that when the lever is depressed on the left side of the seat t
27. idea at any time but particularly now because the FAA s recently announced safety audit of general aviation If you re into performing preventive maintenance be absolutely sure you know what you re doing and have the permission of your F B O to do so some F B O s frown on pilots independantly performing any maintenace on aircraft while based at their facility and that you carefully follow the FAA s regulations This article was provided by AVEMCO Insurance Company MARK YOUR CALENDAR T X June 2b June 30 8 amp 5 AMERICAN BONANZA SOCIETY NEWSLETTER ISSN 0003 1178 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 Cliff R Sones Associate Director BOARD OF DIRECTORS Harry G Hadler President 159 C Street SE Ardmore OK 73401 John E Pixton Vice President 2125 Guerneville Rd Santa Rosa CA 95401 Charles A Gibbs Secretary 1226 LeBaron Ave Jacksonville FL 32207 Joseph A McClain IIl Treasurer P O Box 15731 Tampa FL 33684 John R Funk RA 1 Bement IL 61813 Glenn H Kooi 3340 South Zuni Street Englewood CO 80110 Robert C Louden 264 Harker Street Mansfield OH 44903 John M McCutcheon 7139 Via Solana San Jose CA 95135 Donald L Monday 4288 North Clubhouse Dr Camarillo CA 93010 John F Russo 616 Washington St Toms River NJ 08753 Mi
28. is kit finishes with a lot of belts hanging from the ceiling when not in use There are probably other kits available but do they provide for an at tachment point higher than that of the front seat occupants shoulders We ve been told that this mounting position is necessary to prevent spinal crush in the event of a rapid forward deceleration We particularly like the installation in the later mode Beech which utilize a single shoulder strap attached from the fuselage wall beside the occupants shoulders think that converting to this a e page 1529 november 1984 system would be cost prohibitive however considering the complexity of the installation belts retractors hard points etc Paul Funk ABS 15514 Dear Mr Funk There is no easy way to install a shoulder harness Beech offers two kits part 35 5034 1P Beige at 513 00 and kit 35 5034 3P Black at 634 00 In Stallation will cost as much as the kit think Aircraft Modification amp Upholstery Hangar 3 Lunken Airport Cincinnati OH 45226 phone 513 321 5576 has a kit and Aviation Enterprises at 213 429 5949 also offers a shoulder harness I m not sure but Beryl D Shannon phone 1 800 328 4629 may have one I would prefer a harness that attaches near the floor it would install easier Norm AILERON TRIM PARTS Dear Norm have a B 33 Deb S N CD 720 and have installed a dual yoke Our problem is that the aileron trim is broken internal
29. latten with a small mallet drive it over either end of the tow bar and tap the tube on all sides while on the bar until it slides freely Remove and notch to cover the open end of the slot as shown Re install and add to the tow T Tow Bar Finished Product bar a small weld button drive pin or screw so the slide will not come off To strengthen the bars that are bolted together remove the screws and drive a hard wood dowell in the tube just past the screw holes re drill the wood and assemble Now the screws can be tightened against the wood and not come loose Al Nelson ABS 6228 feel we have a very fine bird which gives us very dependable transportation With its equipment and all the help ATC gives you IFR is easy Zero Nine Quebec in the picture is fly ing over a strip farmed wheat field in the Pacific Northwest at Boardman Oregon Bruce O Nicholes ABS 2206 PREVENTIVE MAINTENANCE Preventive maintenance on your air craft makes good sense for several reasons By keeping your airplane in good airworthy condition you may well avoid a costly repair bill or possibly an accident You also get to know your airplane better and sometimes save a little money too But along with the desire to perform preventive maintenance comes a great deal of responsibility And according to the FAA pilots often misunderstand the Federal Aviation Regulations that govern what preventive maintenance can be legally performed by
30. n line or orifice in the engine driven fuel pump will affect fuel flow A worn O ring seal in a wobble pump or electric boost pump can allow air to enter the fuel system Fuel Injection System Figure 4 If a fuel line has been modified where a larger diameter section of line has been installed vapor will build in this larger line so go back to the standard size line It is not uncommon for vapor to ap pear during climb out on a hot day This is especially true if you fly a Baron The vapor can be cleared out by turning on low boost pump Never turn the boost pump to high position on anything other than high power it will enrich fuel mix tture to the point the engine may quit FLUCTUATING FUEL PRESSURE ON A COOL DAY On a cool day you are cruising at 10 000 feet and your EGT suddenly starts to climb The engine roughens slightly and you get fluctuation in the fuel pressure gage If you were building up ice in the induction system you would lose power but mixture should tend to enrich so you enrich the mixture and EGT reflects the change and cools down As a precaution check the in line filter in the metering valve body then check the unmetered fuel pump pressure If you find fuel pump pressure out of tolerance adjust it back to tolerance If it fluctuates replace the pump because the pressure relief valve in the pump is acting up If you re adjust pump pressure check it again in about 30 days If it is out of
31. n the diameter of a human hair FUEL VAPOR In hot weather fuel is inclined to vaporize in the lines When it does you may get erratic engine operation and a fluctuating fuel pressure gage When this occurs at high power or in cruise turn the fuel boost pump on momentari ly This will move out the vapor and smooth out the engine It is unwise to turn the boost pump to high boost since it will cause the engine to run extremely rich If you are anything below full power don t use high boost Never use the boost pump during takeoff or landing FLUCTUATING FUEL PRESSURE When fuel pressure fluctuates either on your carburetor or fuel injected engine it is most likely caused by vapor somewhere in the fuel system Sometimes vapor is trapped in the line that connects to the fuel pressure gage The line can be bled by loosening the line B nut at the fuel pressure gage and by turning on the boost pump or by pumping the wobble pump Catch the escaping fuel in a cloth If bleeding the line temporarily corrects the problem but after a short while it reoccurs drain the gasoline from the line and fill the line with hydraulic fluid The hydraulic fluid will stay in the line and will not vaporize so will cause the gage to read steady There are other areas that can cause fluctuating fuel pressure An erratic pressure relief valve in the engine driven fuel pump will cause pressure to fluc tuate A partially restricted vapor retur
32. nce of the Bonanza Pilot Checkout Program and want to be sure that have thank ed you for the consideration showed to me in my unusual scheduling request was really impressed for the first time when found that the students in the class were from all over the U S as far away as Florida New York Califor nia Texas and Minnesota We had two others from Kansas but was the only Wichitan in a class held in Wichita was impressed the second time when heard that our instructors came from California Indiana Colorado Missouri and only four were from Wichita Again was impressed with the professional at titudes and high quality of John Eckalbar and Sam James and of the others visited with Finally L was impressed with the extreme variation in experience in the students which ranged from prac tically no time in Bonanza s or any air craft to over 5 000 hours It was a compliment to our program and instructors that the FAA qualified us for their wings award It was a privilege for me to be allowed to sit in on part of the re cap that Sam and John were having with the instruc tors as to how the program could be im proved They felt their schedule was tight and hectic for them and their students but they still accommodated my exception which made my time every effectively used got the best proficien cy review have had since got my multi engine rating particularly liked the response when
33. nd below the screen there is a rubber diaphragm that is at tached to a rather fine spring The top side of the diaphragm chamber is vented to atmosphere Fig 4 18 The vent hole is in the cap This hole should be posi tioned to the side or back never for ward TROUBLE SHOOTING THE MANIFOLD VALVE Watch for fuel stains around the vent hole in the cap Fuel stains tell you that there is a hole in the rubber diaphragm The diaphragm should be replaced At engine shutdown the engine diesels or won t quit This tells you that the fuel shut off valve Fig 4 19 in the manifold is not closing If the engine won t start the valve in the manifold valve is stuck closed FUEL DELIVERY LINES As stated earlier the six fuel delivery lines that eminate from the manifold valve are all the same length The lines are stainless steel with brazed on end fit tings On rare occasions these lines have been known to break but in all pro bability they should show a crack long before they broke in two Had they been inspected the total failure could have been avoided suppose it is possible for one of these lines to plug up but have never heard of one doing so There is a seventh line coming out of the manifold valve This line runs to the fuel pressure gage On some of the earlier installations this line came off the metering valve We will talk more about this later FUEL FLOW CHANGE AFTER ENGINE CHANGE When you changed engines
34. not to put the pilot to the test a trial by fire these are not rating rides and the instructor will not be failing the engine just to see how you react The object is to fine tune your knowledge of the Bonanza s flight characteristics systems and Capabilities And as such the instructor functions as an advisor and safety pilot but you can bet that he ll be advis ing you to look into every corner of the Bonanza s envelope Have you cranked the gear down late ly You have well we ll do it under the hood this time Crank ten times and trim Fly the airplane Have you ever tried flaps 20 on takeoff Let s see if we get a shorter roll Do you know how much altitude you would loose doing a 180 turn if the engine failed on takeoff Let s look at it at altitude Do you have to pull or push on the yoke in a spiral recovery Take a look think about it Ever have the door pop open on takeoff Let s try it and see how it flies Add to all that a lot of slow flight Stalls short and soft field practice go arounds partial panel approaches fly ing by the numbers unusual attitudes etc and you begin to get a feel for what goes on at these sessions After the program closed Sunday Sam James Bill Hale Ken Pearce John Howard former ABS President Frank Ross and myself talked at length about the future of the program Next year s sessions promise to be even better We expect to 1 lengthen the schedule
35. peratures If the air craft cannot be flown it should be represerved in accordance with B Temporary Storage or C Indefinite Storage Ground running is not an acceptable substitute for flying NOTE If b in each program can not be accomplished on schedule due to weather maintenance etc pull the propeller thru daily and ac complish as soon as possible It is necessary that for future reference if required the propeller pull thru and flight time be recorded and verified in the engine maintenance record log with the date time and signature B Temporary Storage up to 90 days 1 Preparation for Storage a Remove the top spark plug and spray preservative oil Lubrica tion Oil Contact and Volatile Corrosion Inhibited MIL L 46002 Grade 1 at room temperature through upper spark plug hole of each cylinder with the piston in approximately the bottom dead center position Rotate crankshaft as each pair of opposite cylinders is sprayed Stop crankshaft with no piston at top dead center A pressure pot or pump up type garden pressure sprayer may be used The spray head should have ports around the circumference to allow complete coverage of the cylinder walls NOTE Shown below are some ap proved preservative oils recom mended for use in Teledyne Con ioe tinental engines for temporary and indefinite storage MIL L 46002 Grade 1 Oils NOX RUST VCI 105 Daubert Chemical Company 4700 S C
36. r C Since the same fuel flow of all nozzles in a given engine is important all nozzles in a given engine are of the same letter Manifold valves are lettered and their lettering should be mated to nozzle letters The brass main nozzle body Fig 4 21 has a very small calibrated hole Fig 4 22 in the bottom end This is the fuel delivery end Farther up the nozzle body are several holes Fig 4 23 that are open to the fuel stream and to at mosphere A fairly coarse screen Fig 4 20 fits over the outside diameter and a shroud Fig 4 24 that is considerably larger than the nozzle body is swedged to the nozzle body The result of the shroud size is a space between the shroud and screen that is open to atmosphere Fig 4 25 As the engine is started fuel flows through the nozzle creating a certain degree of suction which draws air into the fuel stream through the vent holes in the side of the fuel nozzle body This air entering the fuel atomizes the fuel to help in atomization in the cylinder This air flow into the fuel stream is effective only up to around 1700 RPM When you overprime or on hot days when fuel boils in the fuel delivery lines fuel will escape through the vent holes in the nozzle body and will cause dirt and fuel stains to accumulate around the nozzle base and around the shroud While the stains and dirt are unsightly it does not mean that the nozzle is dirty i page 1533 november 198
37. s Moreover FAR 43 13 requires that any special equipment recommended by the manufacturer or its equivalent must be used in a manner acceptable to the FAA This provision is directly applicable to maintenance rather than to preventive maintenance However because it may come into play owners and pilots should be aware of it Lastly FAR 43 13 requires that the work performed and the materials used are to be such as to ensure that when the work is completed the item worked on is at least equal to its original condi tion Caution must be exercised because some functions which appear to be sim ple tasks may in fact be quite com plicated Care should be taken to ensure that the manufacturer s instructions are understood and that the function is within the individual s capability within the definition of preventive maintenance and that it is listed in paragraph C of Appendix A of Part 43 Preventive maintenance must be recorded in accordance with Section 43 9 of FAR 43 This is done by entering in the maintenance record of the item worked on the following 1 a description of the work per formed This should indicate what was done and how it was done 2 the date of completion of the work performed 3 the kind of airmen certificate exer cised and the certificate number Affixing a signature to the entry con stitutes approval for return to service Adhering to these preventive maintenance procedures is a good
38. spring As Beech will only sell me the entire assembly and not just the spring can you help me Richard A Strawn ABS 5414 Dear Mr Strawn The unit was originally built by Air craftsmen in Oklahoma City but they are no longer in business so cannot help you in securing parts You might possibly pick up a used unit in some salvage yard Star Air at 913 238 2708 might possibly have such a unit or spring Norm HOT ENGINE START PROBLEM Dear Norm have called you for excellent advise several times and we met at Elliott Beechcraft Moline several years ago You constantly are revered by all ABS members but must contest your response to Mr Ralph Drake September 84 re Hot Engine Start Problem on the E 225 have endured this for 8 years on my E 225 and a number of mechanics have shook their respective heads and chang ed the subject Only one Mr Jim Baker Clark Aircraft at Keokuk has offered a theory i e front crankshaft gear seizes when engine is hot have learned to live with it by pulling prop thru backwards for several blades then climb in cross my fingers and hope the engine catches on first com pression stroke if not plan to wait 1 2 hours until engine cools then everything is normal When hot the engine is so stiff that you don t feel compression only the unbelievable internal friction or drag have the E 80 starter 35 amp Willard battery perfect cables
39. te 517 Southbend Indiana 46601 219 232 1852 SOUTHWEST CHAPTER Serving Arkansas Louisiana New Mexico Oklahoma and Texas CONTACT WILLIAM H WISNER 10106 Inwood Road Dallas TX 75229 214 276 9447 tl Eng Model 44 80 Contact ABS office for prices on other models 34 95 17 00 49 95 2 Blade prop Check One 90 00 7 00 5 00 2 50 600 20 00 M L XL Model Prop Model pea es Beige O Navy Check One 28 00 M L XL NORTHEAST CHAPTER Serving Maine New Hampshire Vermont Massachusetts Rhode Island Connecticut New York New Jersey Pennsylvania Delaware Maryland and West Virginia CONTACT JOHN KILBOURNE 444 East 75th 8 F New York New York 10021 212 573 3093 861 3254 ABS PRODUCTS PRICE LIST amp ORDER FORM QUANTITY AMOUNT 3 Blade prop Beige ONavy Check One 7 00 Check One SM KL POSTAGE amp HANDLING Add 2 50 4 00 for adlog No Postage amp Handling required for patches onty TOTAL MID CONTINENT AIRPORT PO BOX NAME ADDRESS CITY STATE ZIP ABS page 1537 november 1984 Please enclose total amount with this form to AMERICAN BONANZA SOCIETY 12888 WICHITA KANSAS 67277 AMOUNT PAID CHECK VISA MASTERCARD exp date exp date american bonanza society
40. ut one that could have had serious conse quences It would be a good idea to in spect these chain linkages at your next annual Norm A e m november 1984 page 1530 american bonanza society Seg USED PARTS LIST The previously owned parts business is booming If you have spare parts lay ing around let us know because there are other ABS members who need the parts We would ask that when you dispose of a part you let us know this will save prospective buyers from mak ing an unnecessary call Call Norm Col vin at ABS Headquarters for phone listings Wing Tips from J35 E35 Main Gear Doors Main Gear Actuator Arms Brittain BSA 4 Auto Pilot Goodyear Brakes Air Skeg G35 Wings Including Tanks RH Stabilizer Cabin Door Top amp Bottom Cowling Cowl Flaps Tail Cone Exterior Battery Box Main Gear Nose Gear N35 Wing Tips Beech Instrument Panel Kit New Glareshield Late Model Control Wheel Flotorp Prop Spinner New Vacuum Pump Sentative Altimeter Prop Governor One Piece Windshield Pair of New Exhaust Stacks Single Arm Throw Over Yoke amp Wheel E185 Crankshaft E225 8 Crankshaft M35 Fuselage Complete F33 Fuel Gages amp Circuit Boards RH Main Gear Rudder F33 Flap Gear Motor 29 HRSTT V35 Wing Tips Complete Instrument Cluster P35 Fuel Transmitters P35 5th Seat P35 Alcor 50 AMP Alternator Kit 20 Gal Fuel Tank M35 Fuselage with Large Gear Box Instrument Cluster Cover M35
41. vide for this paragraph C contains the limitation provided it does not involve complex assembly operations on the aircraft involved Owners and pilots must use good judg ment in determining that a specific func tion may appropriately be classified as preventive maintenance Note A pilot may not perform preven tive maintenance on aircraft used under Parts 121 127 or 135 even when the pilot owns the airplane In addition to those individuals named earlier the holder of a pilot certificate issued under Part 61 may perform preventive maintenance Section 43 7 of the FARs limits the privilege to persons holding at least a private pilot certificate and Section 43 5 prohibits operation of the aircraft unless it s approved for return to service Further pilots may on ly approve for return to service preven tive maintenance which they themselves have accomplished Pilots also must adhere to certain per formance standards when performing preventive maintenance Specifically Part 43 13 requires preventive maintenance to be accomplished using methods techniques and practices ac ceptable to the FAA Administrator These are normally set forth in the manufacturers maintenance manuals however some may be found in the ad visory circulars published by the FAA FAR 43 13 requires the use of the tools equipment and test apparatus necessary to assure completion of the work in accordance with accepted in dustry practice
42. y Air Pump Model 212 CW 6 Chrome Cylinders for E 185 11 Engine nl page 1531 november 1984 american bonanza society News and Views BONANZA SKILLS POLISHED The latest Bonanza Pilot Checkout Program of the season was held in Wichita September 14 15 and 16 Judg ing from the reactions of the attendees and instructors alike it was a great suc cess Seventeen students began the course on Friday afternoon with four hours of ground school and they finished Satur day about 6 00 P M after four more hours of ground school and four hours flying A second group of seven began Saturday morning and finished by noon Sunday Some of the attendees flew their own planes from as far away as San Diego and New Jersey That shows a tremendous commitment to flight safe ty and you can bet the instructors had a lot of respect for that The ground school was taught by Sam James myself and special guest star Norm Colvin Sam gave four hours of lectures on enroute procedures short and soft field technique emergency pro cedures and Bonanza accident statistics Do you know there is a short field technique Beech used to recom mend in its old handbooks that can cut hundreds of feet off your takeoff distances Do you know what the cause of fatal accidents in Bonanzas is If not maybe you should have been there My lectures were on the handbook flying by the numbers and the Bonanza maneuver gust envelope Does flying
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