page 45 - American Bonanza Society

May 2013 VOLUME 13 • NUMBER 5 

BPPP LIVE in Camarillo, California 

June 8…page 45 

The Official PublicaTiOn fOr bOnanza, DebOnair, barOn & Travel air OPeraTOrs anD enThusiasTs

Call today 1-800-259-4ABS 

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free insurance quote. When you do, 

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“I have been a member of ABS for thirty five years and a Falcon 

Insurance Agency client for thirty, or more, years. My wife and I are 

proud members of ABS, an outstanding organization dedicated to 

advancing safety, owner proficiency, aircraft air worthiness, fellowship 

and so much more. 

Falcon is an active and generous supporter and advocate of ABS. 

The agency reliably canvasses the aviation insurance market and 

offers competitive prices every year. I rely on the professionals at 

Falcon to provide my insurance and recommend the Falcon Insurance 

Agency to all current and new Beechcraft owners.” 

John Ericsson, Past President, Southeastern Bonanza Society 

Falcon is fluent in aviation – 

our agents understand your insurance needs and 

tailor your coverage to meet those needs. 

Falcon Insurance Agency 

is the Insurance Program Manager 

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Falcon Insurance Agency • P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com • Phone: 1-800-259-4227

May 2013 VOLUME 13 • NUMBER 5 

The Official PublicaTiOn fOr bOnanza, DebOnair, barOn & Travel air OPeraTOrs anD enThusiasTs 

Contents 

ABS 

3 President’s Comments 

by Keith Kohout 

4 2012 Financial Report 

BPPP LIVE in Camarillo, CA 

June 8…page 2 

6 Operations 

by J. Whitney Hickman 

and Thomas P. Turner 

May 2013 • Volume 13 • Number 5 

ABS Executive Director 

J. Whitney Hickman 

ABS-ASF Executive Director & Editor 

Thomas P. Turner 

Managing Editor 

Jillian LaCross 

Technical Review Committee 

Tom Rosen, Stuart Spindel, Bob Butt 

and the ABS Technical Advisors 

Graphic Design 

Joe McGurn and Ellen Weeks 

Printer 

Village Press 

Traverse City, Michigan 

American Bonanza Society magazine (ISSN 

1538-9960) is published monthly by the 

American Bonanza Society (ABS), 1922 Midfield 

Road, Wichita, KS 67209. The price of a yearly 

subscription is included in the annual dues of 

Society members. Periodicals postage paid at 

Wichita, Kansas, and at additional mailing offices. 

No part of this publication may be reprinted or 

duplicated without the written permission of the 

Executive Director. 

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. Articles or other materials by and about 

organizations other than ABS are printed in 

the American Bonanza Society magazine as a 

courtesy and member service. Except as expressly 

stated, their appearance in this magazine does 

not constitute an endorsement by ABS of the 

products, services or events of such organization. 

Publisher reserves the right to reject any material 

submitted for publication. 

Annual Membership Dues: 

• Domestic (US/Canada/Mexico)— $65 (US) 

• Two Year Domestic (US/Canada/Mexico)— $124 (US) 

• International — $103 (US) 

• International (online magazine only) — $65 (US) 

• Two Year International 

(online magazine only) — $124 (US) 

• Additional Family Members — $27 each 

• Life membership — $1200 

Contact ABS Headquarters for details. 

Postmaster: Send address changes to American 

Bonanza Society magazine, P.O. Box 12888, 

Wichita, KS 67277-2888. © Copyright 2012. 

Send Articles/Letters To: American Bonanza 

Society Magazine Publication Office, P.O. Box 

12888, Wichita, KS 67277, Tel: 316-945-1700, 

Fax: 316-945-1710, E-mail: absmail@bonanza.org, 

Website: http://www.bonanza.org. Please note: 

Copy & photos submitted for publication become 

the property of the Society and shall not be 

returned. Articles submitted with pictures receive 

publication preference. 

flying 

36 Turbos and Low Altitude Ops 

by Bill Compton 

42 Safety Pilot: The Airshow Pass 

by Thomas P. Turner 

48 BPPP: Obstacle Avoidance Below MDA 

by Mike Friel 

52 Mexico, Close and Easy 

by Jim Herd 

66 ABS at Sun ’n Fun 

ownership/ Maintenance 

16 On the Cover: 1975 V35B, N4089S 

by Dwight Mulch 

22 Currents: LOP with an E225 

by Lew Gage 

28 Beech on a Budget: Wax On, Wax Off: 

Low-Cost Cleaning Products and Tips 

by Mike Caban 

32 Insurance: Coverage for Your Hangar and Contents 

by John Allen 

departments 

8 New Life Membership 

20 New Airworthiness Issues 

58 Tech Tips 

68 New Airworthiness Issues 

68 Surly Bonds 

71 ABS Board 

73 Classified Ads 

79 Events Calendar 

80 ABS Contacts 

80 Display Advertising Index 

AMERICAN BONANZA SOCIETY 1

2013 ABS Spring Fly-In 

Savannah, Georgia! 

Hilton Savannah DeSoto • May 16 – 18, 2013 

RegisteR now foR the fly-in! 

Go online to the ABS website, www.bonanza.org, and click on the Savannah 

Fly-In link at the top of the page. We have listed registration and hotel 

reservation information and links, a Schedule of Events, airport and ground 

transportation information, and links to other activities available in the 

Savannah area. You may also register with the Registration Form you received 

with this copy of your ABS Magazine. 

Sheltair KSAV, located at the Savannah Hilton Head International Airport (SAV) 

will be our host FBO. 

Savannah is a beautiful city with a unique blend of history, elegance, and 

charm. Our host hotel, the Hilton Savannah DeSoto, is located in the heart 

of the Historic District. Friday after the seminars finish around noon, we send 

you off “on your own” for the rest of the day. Take advantage of the scores 

of sightseeing opportunities and restaurants within easy walking distance! 

Visit the Optional Tour Link on the website for suggestions. 

CoMpanion Book CluB: Midnight in The Garden of Good and Evil 

Sylvia Vickrey will lead the discussion of this best-selling book that helped make 

Savannah famous. Written by John Berendt, the story, based on a true event 

loaded with colorful Savannah citizens, is intriguing, but the true star is the 

City of Savannah. Read it before the Fly-In and you’ll be ready to explore when 

you arrive! The book is available at amazon.com for reasonable prices, new or 

used. We are investigating an optional walking tour of some of the sights made 

famous by this novel and will post it on the website and in the ABS Magazine. 

SCHEDulE oF EVEnTS (Tentative) 

Thursday: BPPP Classroom Training 1 – 5 pm 

Tentative Optional “Midnight” Tour ($) 

Welcome Reception 

Friday: Breakfast 

BPPP Classroom Training 8:30 am – 12:30 pm 

Companion Book Club 

On your own (Visit the ABS website for Optional Tour Opportunities) 

Saturday: Breakfast with ABS Board & Staff 

Tour & Lunch – Mighty Eighth Air Force Museum 

Final Dinner and Awards 

Bppp ClaSSRooM TRaininG 

Your registration includes the Air 

Safety Foundation’s BPPP Classroom 

Training 1 – 5 pm Thursday and 

8:30 am – 12:30 pm Friday. Those 

who complete the entire classroom 

portion can finalize their BPPP 

training by scheduling the flying portion at a later 

date for a fee. This is an incredible opportunity to 

learn more about safely flying your Beechcraft at 

no additional cost other than your Savannah Fly-In 

registration. (For those who attended the BPPP in 

Daytona, be assured that these seminars will be 

different from those you enjoyed in January. 

MiGHTY EiGHTH aiR FoRCE MuSEuM 

SATURDAY: Join your 

ABS Board of Directors 

for breakfast and 

a brief update on 

ABS followed by a 

Q&A forum. We will then transfer to the Mighty 

Eighth Air Force Museum. With vintage aircraft, 

artifacts, photographs, and personal stories, this 

is considered one of the world’s most powerful 

museum experiences! After the tour, we will enjoy 

lunch in the Museum’s Art Gallery. 

aBS awaRDS 

During Saturday’s dinner, we will present several 

ABS awards. If you would like to nominate 

someone for the ABS Airmanship Award or the 

M.D. Cashion Award, click on the AWARDS link 

on the website or contact ABS (316-945-1700) / 

ABSMail@bonanza.org. 

Register now for the aBS Spring Fly-in 

May 16-18 in Savannah, Ga! 

watch the aBS website www.bonanza.org and the 

aBS Hangar Flying E-newsletter for updates!

President’s Comments 

It’s A Small Thing 

Having just returned from Sun ’n Fun, I am reminded how 

important the work of many is in supporting ABS. I would like 

to express, on behalf of the ABS Board and staff, our gratitude for 

the volunteers, sponsors, and Beechcraft who helped make this year’s 

attendance at Sun ’n Fun a success. 

On the flight back to Cincinnati I saw 

the passenger next to me read ing ABS 

Magazine. I wondered if he noticed the 

additional pages and content added to 

the magazine. What did he think of the 

new BPPP on Online+Flight? Would he 

encourage his personal flight instructor 

to become a part of the Flight Instructor 

Academy? How long has he been a 

member? My curiosity got the best 

of me, so I asked the gentleman what 

he thought of the ABS Magazine. He 

paused and then answered with a 

strong sense of purpose how he has 

enjoyed being a member, and the articles 

in the magazine have provided 

some assistance with the owner ship 

of his airplane. 

We immediately struck up a 

conver sation about his Baron that 

had a persistent issue with stabilizer 

vibration leading to loosening of the 

trim tab and other tail components. 

I suggested he contact Mike Stanko 

at Gemco, who has done extensive 

work with Beechcraft in the Ohio 

area. Later I heard that Mike discovered 

a sheared off engine mount, 

but felt that the ultimate issue was 

buffeting from uneven prop wash. 

The owner of the Baron sent both 

props out for inspection and reseal, 

and found that the left prop had two 

of the three blades off by 3 degrees, 

confirming Mike’s suspicion. The 

owner had been chasing this problem 

for some time, and after the adjustments 

the Baron’s first cross-country 

flight was vibration free. 

www.bonanza.org 

It’s a small thing, but knowing who 

to call or to refer is important. The 

contributions by our Beech family and 

the teams of people who support the 

operation and safety of flight are critical 

to the preservation of the Beechcraft 

fleet. Because of the knowledge bank 

at ABS I was able to help connect our 

member with the right person. I look 

forward to the day we have many 

ABS-trained mechanics and flight 

instructors across the country, so that 

ABS members have immediate and 

local access to the resources that make 

Beech ownership head and shoulders 

above the rest. 

In the daily operation of ABS, 

attention to the small things often is 

the difference between overwhelming 

success and just an average outcome. 

We can probably agree it’s always a 

series of adjustments that continually 

guide our course. Our Board and the 

ABS staff have worked hard to ensure 

we don’t miss the details, and we 

watch the affairs of ABS with great 

care. I hope you find the 2012 Financials 

as presented in this issue a 

testament to the diligence of the ABS 

staff. It is because of this attention 

we are able to provide services such 

as the Flight Instructors Academy, 

the Maintenance Academy, BPPP 

Online+Flight, Service Clinics, Technical 

Advi sory, and the continued repre 

sentation of our members’ changing 

needs in the General Aviation community. 

Thank you again to all of our 

members who continue to support 

and guide the future of the American 

Bonanza Society. 

Blue Skies, 

Keith Kohout 

Volume 13 • Number 5 AMERICAN BONANZA SOCIETY 3

2012 FINANCIAL 

American Bonanza Society, Inc. 

American Bonanza Society 

Air Safety Foundation, Inc. 

and BPPP, Inc. 

The consolidating 

financial statements of 

American Bonanza 

Society, Inc., American 

Bonanza Society Air 

Safety Foundation, Inc., 

and BPPP, Inc. as of, 

and for the year ended, 

December 31, 2012, 

were audited by 

independent certified 

public accountants who 

rendered an unqualified 

opinion on the consolidating 

and consolidated 

financial statements. 

The accompanying 

condensed statements 

of financial position and 

activities are prepared 

from the audited 

financial statements, 

which are on file in our 

main office but, in the 

interest of brevity, 

do not contain a similar 

level of detail and are 

not accompanied by 

the required explanatory 

footnotes. 

SUMMARY 

CONSOLIDATING FINANCIAL STATEMENTS 

Year Ended December 31, 2012 

4 AMERICAN BONANZA SOCIETY MAY 2013

REPORT 



ABS/ASF held its first of three 

Maintenance Academies in 2013 at 

the Beechcraft Heritage Museum 

March 8-10 in Tullahoma, Tennessee. 

Nineteen A&Ps from around the 

country participated. Bob Ripley, Chief 

Instructor and ABS Technical Advisor, 

and Curtis Boulware, ABS Technical 

Advisor, taught the weekend event. 

Students learned about maintaining 

our aircraft through classroom lectures 

and discussions, as well as handson 

learning with an A36 Bonanza 

provided by the museum. 

We know the need is great, as a 

common inquiry to ABS addresses this 

very issue: “It’s so hard to find good 

mechanics to work on my plane… can 

you recommend anyone in my region 

of the country?” 

This addresses one of ABS’s biggest 

goals – to educate mechanics and 

preserve our aging aircraft. Our fleet 

ABS Operations By J. Whitney Hickman 

ABS Holds Maintenance Academy 

at Beech Heritage Museum 

is getting older by the day and we have 

many planes in the registry over 50 or 

even 60 years old. Because Beechcraft 

is making a very small number of new 

planes a year it’s imperative that we 

take great care in the maintenance and 

handling of the ones in operation. 

Another major objective is to find 

mechanics who work on Beechcraft


and introduce them to the benefits of 

an ABS membership. We want your 

mechanics to be ABS members. This 

helps our owners and also benefits 

mechanics, who will receive ABS 

tech support five days a week – a 

service which often gets owners and 

mechanics out of several jams and can 

save hundreds of dollars for even one 

maintenance issue. 

“As a technical advisor for American 

Bonanza Society, I was asked to design 

and teach a class to mechanics on the 

maintenance and care of the Beech 

Bonanza and Baron aircraft. I designed 

the program to cover the areas that I 

see as I complete the service clinic 

inspections program for ABS around 

the country, paying special attention 

to the inspection and rigging of the 

landing gear,” said Ripley. 

The first class was conducted 

in 2012 with great success, with 

20 mechanics selected from an 

extensive list of over 100 candidates. 

The addition of the second instructor 

enhanced the program even more 

by being able to deliver important 

information both inside and outside 

of the classroom setting. “Each time 

we hold the class we learn more 

ways to better our program.” Ripley 

said. “We will continue to employ the 

two-instructor concept in the June 

class in New Hampshire and the 

fall class in California. This program 

provides better trained and more 

quality maintenance to our members 

and also helps mechanics in the field 

be more versed in the systems and 

maintenance of Beech aircraft.” Here’s 

what others had to say: 

“In my opinion any mechanic 

would benefit from attending the ABS 

maintenance program. Learning from 

expert instructors that have real world 

experience that know the little tricks 

to set up a system properly and know 

the common and uncommon problems 

of Beech aircraft is priceless.” 

—Ken Harris 

Harris Aviation, Greeley, Colorado 



“The Maintenance Academy gave 

me a lot of insight into problem areas 

unique to the Bonanza. The instructors 

went beyond just showing where the 

problem areas were, but also gave 

background into the end result if 

the problem is not corrected. They 

reinforced the reasoning behind WHY 

you do a repair. The academy was 

very beneficial in ‘tweaking’ seasoned 

mechanics like myself. It was also a 

great opportunity to meet mechanics 

and inspectors from all over the country 

and hearing their experiences with 

the Bonanza.” 

—Tom Malechuk, Guardian Aviation 

Services, Siler City, North Carolina 

ABS is very fortunate to have a 

sponsor for all three academies this 

year. Many thanks to Select Airparts 

and its team for on-site participation 

and financial support to this very 

deserving program. I thank all the 

students, applicants, instructors, the 

Beechcraft Heritage Museum, and 

ASF member donors for making this 

such a successful venture for our organization. 

None of this would be possible 

without the support of all involved. 

The next academies will be May 31 

– June 2 at Edmonds Aircraft Service 

in Newport, New Hampshire; and 

September 20-22 at Waypoint Aviation 

in Riverside, California. Applications 

for these events are located on the 

ABS website. There is still time to get 

your application in for the September 

maintenance academy. Deadline for 

application is August 5. I hope to see 

you there! 

J. Whitney Hickman 

Executive Director 

whit@bonanza.org 

New Life 

Membership 

ABS extends a warm welcome 

to these members who have recently 

become ABS Life Members. 

Gregory Baker 

Hilton Head Island 

South Carolina 

A member since 2007, 

he flies a 1988 F33A. 

Kenneth Scott 

Seattle 

Washington 

joined as a Life Member. 

He flies a 1954 E35. 

Ryan Samples 

Oklahoma City 

Oklahoma 


he owns a 1966 V35. 

Robert Tollefson 

Crookston 

Minnesota 


he flies a 1990 A36. 

Caleb Curtis 

Pittsfield 

Maine 


he owns a 1977 Baron 58. 


ABS Air Safety 

Foundation 

By Thomas P. Turner 

ABS Averts 

New Circuit Breaker AD 

FAA has adopted ABS Air Safety Foundation’s recommendation 

and will not issue a new circuit breaker Airworthiness 

Directive. As ABS earlier proposed, FAA has 

released a Special Airworthiness Information Bulletin 

(SAIB) with a suggested (but not required) 2000 hours 

Time in Service (TIS) replacement schedule for switchtype 

circuit breakers, or 600 hours TIS for high-use 

training airplanes. The SAIB affects Beech airplanes 

and Cessna 400-series twins, and any other type certificated 

or Amateur-Built Aircraft with the same type 

of circuit breaker installed. You may view the SAIB in 

the Airworthiness Directives and Service Bulletins forum 

of ABS Hangar Flying at https://bonanza.org/forums/ 

index.php?topic=100680.0. 

Earl Lawrence, manager of the FAA’s Small Airplane 

Directorate in Kansas City, told me he greatly appreciates 

ABS-ASF’s input into the circuit breaker issue, and he’s 

pleased to be able to adopt ABS’ recommendations. 

I believe the SAIB does everything we need to do in 

the interest of safety – it makes pilots and aircraft owners 

aware of the issue, and it recommends preemptive replace 

ment on a realistic schedule but does not require 

replacement if the breakers are in good working order. 

Using the 2008 circuit breaker AD as a guide, this 

saves most ABS members airplane down-time and 

between $2000 and $4000 apiece in circuit breaker 

replace ment, including labor, if a new AD had been 

issued requiring replacement. 

ABS Board member and Technical Committee chairman 

Tom Rosen writes: 


The ABS Flight Instructor Academy is 

now live! This new program, brought to 

you through the generosity of members 

who have donated to the ABS Air Safety 

Foundation, is an industry-changing effort 

to improve all Beech pilots’ performance, 

confidence and safety. Our goal is nothing 

less than to assure all ABS members have 

access to safe, type-knowledgeable flight 

instructors for local training as well as 

BPPP Online+Flight and BPPP LIVE. 

ABS 

Flight 

Instructor 

Academy 

Are you an experienced flight instructor wanting to 

become even better at teaching in Beecchraft Bonanzas, 

Debonairs, Barons, and Travel Airs? Do you want to learn 

how to safely and effectively teach in Beech airplanes, 

but don’t yet have experience in type? Would you like to 

become an instructor in ABS’s Beechcraft Pilot Proficiency 

Program? Do you want to increase your business as a 

full- or part-time flight instructor? Then the ABS Flight 

Instructor Academy is for you. Do you know a superb 

flight instructor who will be even better with the benefit 

of ABS’ type-specific experience? Invite your CFI to enroll 

in the ABS Flight Instructor Academy. Or enroll him/her 

yourself as a reward for excellence. 

Over 50 years 

Beech experience 

This is a prime example of one of the things that 

ABS does for its members, and that probably would 

not have happened otherwise. BeechTalk, AOPA and 

other entities would not have been able to accomplish 

this. It is why I became a member of ABS many years 

ago, and why all Bonanza and Baron owners should 

belong. This one accomplishment will save many 

members an amount greater than the cost of an ABS 

Life Membership. 

This is but one example of the unique power of ABS 

to improve your Beechcraft ownership experience. 

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How to Teach Beech 

The ABS Flight Instructor Academy teaches certificated 

flight instructors the techniques and procedures 

devel oped by ABS’s contracted instructors in over three 

decades of teaching in Beech aircraft. The Academy 

serves hree purposes: 

c 1 Educating and standardizing experienced Beechcraft 

instructors, to acquaint CFIs with the many variations 

of ABS-type airplane systems and operation, add new 

instructors to BPPP, and increase the training options 

available to ABS members; 

c 2 Educating and standardizing certificated flight instructors 

who do not yet have significant type-specific experience, 

to improve the safety and quality of the Beechcraft 

instruction they provide and support developing 

the next generation of BPPP instructors; and 

c 3 Providing a convenient, low cost and standardized 

method of renewing BPPP instructor accreditation as a 

biennial ABS/BPPP requirement. 

ABS’s goal with the ABS Flight Instructor Academy is 

to ensure that Beech pilots everywhere have convenient 

access to safe, informed and effective type-specific 

training, in or out of the BPPP system. This is a major effort 

in support of the mission of the ABS Air Safety Foundation 

to protect lives and preserve the Beechcraft fleet. 

Tuition for the 19-course online ABS Flight Instructor 

Academy is only $125. 

What the Instructor Gets 

Complete the entire ABS Flight Instructor Academy 

online course and your name, business name (as applicable), 

location, and contact information will be listed on 

the ABS website. Current and prospective ABS members 

will be able to see this referral list when looking for an 

instructor for transition and recurrent training, flight 

reviews and instrument proficiency checks. 

As an ABS Flight Instructor Academy graduate you 

may be eligible to become a contract instructor for 

the Beechcraft Pilot Proficiency Program (BPPP). As 

a BPPP CFI, you’ll be eligible to provide flight training 

resulting in award of a completion certificate in 

the BPPP Online+Flight and BPPP LIVE programs. 

BPPP completion certifi cates result in substantial aircraft 

insurance discounts for aircraft owners, so your 

services will be in great demand. Your name, location, 

and contact information will be added to the BPPP 

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Instructor list on the ABS website. You’ll earn $75 per 

hour (including briefing time) when providing BPPPsanctioned 

training. You will be covered as a flight 

instructor under ABS’ liability policy including aircraft 

physical damage coverage while you instruct in 

Beech piston airplanes. 

What the ABS Member Gets 

You the ABS member get much more convenient 

access to type-knowledgeable flight instructors. You 

have the opportunity to help educate the great CFI you 

already use so he or she can teach you even better, or 

help you when you transition into another model of 

Beech airplane. You help develop the next generation 

of BPPP instructors, to provide continuity and continued 

excellent in this premier ABS member service. And by 

improving the overall quality of Beechcraft instruction 

for other pilots, you help maintain the numerical strength 

of the Beechcraft fleet, preserving the supportability and 

value of your Beech airplane. 

Find more information, and enroll yourself or your 

CFI in the ABS Flight Instructor Academy, through the 

“Instructor Training” link in the menu on the left at 

www.bonanza.org. 

Become a BPPP Instructor … or 

nominate your CFI to become one 

Here’s the process by which new instruc tors 

will be brought into the BPPP instructor cadre: 

c 1 An instructor is nominated (or nominates 

him/herself) as a candidate to become a BPPP instructor. 

c 2 The candidate submits an instructional résumé to ABS 

HQ. He or she also submits letters of recommendation 

from at least two ABS members he or she has instructed 

in the past three years. 

c 3 The minimum BPPP instructor experience requirements 

remain in effect: 

a. Combined left seat time in Bonanzas, Barons, and/or 

Travel Airs: 100 hours 

b. Dual Given (all aircraft): 500 hours 

c. Dual given in Bonanzas: 50 hours 

d. Dual given in last 12 months in Bonanzas, Barons, or 

Travel Airs: 15 hours 

e. For multi-engine instruction (not required) Dual 

given in Barons or Travel Airs: 50 hours 

f. Minimum requirements may be waived on a case-bycase 

basis on the strength of other experience 

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c 4 The candidate completes the online ABS Flight Instructor 

Academy program. 

c 5 The candidate completes a telephone or in-person interview 

with the ABS/ASF Executive Director and/or 

his designated representative. Evaluation of the candidate 

will emphasize: 

a. Safety and instructional/member service attitude 

b. Communication ability 

c. Enthusiasm for teaching in Beech aircraft 

d. Knowledge of and enthusiasm for ABS, its products, 

and member services 

c 6 The ABS/ASF Executive Director informs the candidate 

whether he/she has passed the interview and is eligible 

for standardization training. 

c 7 The ABS/ASF Executive Director informs the BPPP 

Standardization Check Pilots that the candidate is eligible 

for standardization training. 

c 8 The candidate contacts a BPPP Standardization Check 

Pilot from the online list and schedules his/her check 

flight. 

a. The candidate is responsible for supplying a satisfactory 

Bonanza, Debonair, Baron or Travel Air aircraft. 

i. ABS will develop and post a list of available Beech 

airplanes. 

ii. ABS/ASF will poll ABS members for their willingness 

to provide airplanes for BPPP standardization 

flights, and add any contacts to the list. 

iii. Candidates may have success asking one of the 

ABS members who endorsed the candidate to 

permit use of his/her aircraft. 

iv. BPPP Standardization Check Pilots who wish to 

permit use of a personal aircraft for instructor 

check flights may do by individual agreement 

with the candidate. 

b. All BPPP instructional flight procedures, including 

insurance requirements and hold harmless agreements, 

apply to standardization check flights. 

c 9 The BPPP Standardization Check Pilot conducts the 

flight check using the BPPP Standardization Flight 

Checklist (incorporating required maneuvers, completion 

standards and BPPP limitations): 

a. The purpose is to evaluate the candidate’s ability to 

communicate, ensure a safe training environment, 

and permit the pilot receiving instruction hands-on 

experience in the flight maneuvers. 

b. Strong emphasis is placed on evaluating the candidate’s 

ability to quickly develop communications/ 

rapport with the customer and to assess the customer’s 

level of experience, ability, anxiety and training 

needs. Instructors must be excellent judges of character 

and airmanship in order to deliver BPPP training 

in the most effective manner in the short time we 

can spend with the customer. 

c. The candidate should clearly demonstrate enthusiasm 

for the Beechcraft product line, as well as a 

strong commitment to raise the customer’s flying to 

an increased level of safety and precision. 

d. This is as much a teaching event as it is a check. The 

BPPP Standardization Check Pilot’s job is to show 

how we do things in BPPP, and determine whether 

the candidate can provide the same quality of presentation 

with ABS members. 

e. All safety protocols and BPPP limitations apply. 

f. The BPPP Standardization Check Pilot will fly from 

the left seat and demonstrate the maneuvers. Per the 

checklist, some of the maneuvers are conducted and 

“taught” by the candidate from the right seat. 

g. Emphasis is on the maneuvers and techniques presented 

in visual flight, and the By the Numbers technique 

with at least one demonstrated instrument approach. 




h. The flight should last approximately 2.5 to 3 hours, with 

approximately an hour of pre- and post-flight briefing. 

i. The BPPP Standardization Check Pilot may endorse 

the pilot for a Flight Review at his/her discretion. Completing 

all maneuvers required for an IPC is outside the 

scope of this flight. 

j. If there are any deficiencies found in the candidate’s 

flying and/or teaching ability by a pilot the BPPP Standardization 

Check Pilot otherwise feels is a good candidate, 

he/she may offer additional instruction (at the 

candidate’s expense). This is not meant to maximize 

the BPPP Standardization Check Pilot’s paid time, but 

rather remove pressure on the Check Pilot to approve 

someone who might need a little work but would otherwise 

be a good addition to the program. 

k. The flat fee for standardization is $300 (this is the BPPP 

CFI rate of $75/hour for up to four hours’ time). The candidate 

pays the BPPP Standardization Check Pilot directly. 

l. The candidate is responsible for any costs associated 

with the airplane. 

c 10 The BPPP Standardization Check Pilot informs the 

ABS/ASF Executive Director of whether the candidate 

successfully completed the check flight. 

c 11 The ABS/ASF Executive Director informs the candidate 

of the outcome of the check flight. 

c 12 If the candidate is successful, ABS HQ adds the pilot’s 

name and information to the BPPP Instructor list. 

Note: CFIs may also enroll in the online ABS Flight 

Instructor Academy program directly and complete the 

course in order to improve their ability to provide instruction 

outside the ABS/BPPP system. Those instructors 

who complete the online course but do not pursue BPPP 

credentials will be listed on the ABS website separately 

from the BPPP instructor list with a disclaimer that they 

have completed the online program but have not been 

interviewed or flight checked. They will not be eligible 

to provide instruction resulting in the award of a BPPP 

course completion certificate and will not be paid for 

their services as part 

of the BPPP or any 

other ABS program. 

Thomas P. Turner 

Executive Director 

asf@bonanza.org 



On the Cover: Beechcraft of the Month 

1975 V35B 

N4089S 

By Dwight Mulch 

I 

am a latecomer to aviation. My first airplane ride 

was in 1978 at the age of 22 in a Lockheed 1011. 

My first general aviation flight was in a Cessna 190 

at age 27. Even with that I didn’t catch the aviation 

bug. What drove me to become a pilot was that my job 

often took me away from home, and I would miss my 

daughter’s activities while away on business. So to 

shorten my business travel time I learned to fly. This 

permitted me to build a business and still allowed 

time to be a father. 

I bought my first plane in 1985, a 1966 Cessna 150, 

N8040F, and received my private pilot’s license in that 

plane in 1986. While I flew the C150 for several years, I 

would occasionally rent a C172 or C182 for the experience 

of flying larger planes. My second airplane was a Cessna 

177 Cardinal, N34445, in which I earned my instrument 

ticket. I flew this aircraft 800 hours. In 2006 I stepped up 

to a retractable gear aircraft and bought a 1968 Piper 

Arrow. While this airplane gave RG experience, my business 

began to grow and I desired a faster, roomer, longerranging. 

I was strongly considering a Cessna 210 when 

one of my friends who owned a V-tail suggested I look at 

a Bonanza. It wasn’t long before I decided the flying 

qualities of the Bonanza were what I was looking for. 

That’s when I found N4089S , a 1975 V35B. 

N4089S had been located on my home field of KBRL 

(Burlington, Iowa) but had recently been moved to KPIA 

(Peoria, Illinois) by the broker. When I mentioned to my 

local FBO manager Daniel Wolford of Jet Air, Inc. that I 

wanted to purchase a Bonanza, he quickly sprang into 

action and put the deal together, trading my Piper Arrow 

and some cash for the V35B. Within a few weeks of leaving 

Burlington, N4089S returned in March of 2010. 


…so don’t be surprised 

if you see this beautiful 

plane at an airport 

near you. 

personal flying machine. As a bonus, I learned that my 

membership in ABS would allow me to share like interests 

with fellow Bonanza owners. I attended a BPPP class 

in Waukesha, Wisconsin, and quickly learned how much 

I didn’t know about flying a Bonanza. The information I 

received through BPPP was tremendous and the time 

spent in the air with my flight instructor Hank Canterbury 

was well worth the price of admission. 

Since purchasing N4089S I have overhauled the 

Continental IO-520 engine, replaced the main fuel bladders, 

repainted the aircraft with a more 

modern paint scheme, reupholstered 

the interior, replaced all the windows, 

and given it the TLC that had been 

missing for several years. Now I often 

receive comments about the beauty of 

the airplane. I still have plans for more 

upgrades, which includes avionics. 

N4089S provides me comfort for long flights and, with 

the option of 120 gallons of fuel, can stay in the air longer 

than I can. Most of my business flights are two to three 

hours with one or two people aboard, so knowing that we 

have six hours of fuel makes diverting around weather a 

workable option. 

When I started flying the Bonanza I got a sense that 

I had a solid aircraft in my hands. Its maneuverability 

and performance quickly grew on me. I decided this 

was an aircraft that I wanted to upgrade to make it my 


When I started flying the Bonanza I got a sense that I 

had a solid aircraft in my hands. Its maneuverability 

and performance quickly grew on me. 

Equipment List 

Continental IO-520-BA, Overhauled in 2011 

by Central Cylinder, Omaha Nebraska 

McCauley 3 blade 

Garmin 430 WAAS 

Aspen EFD 1000PFD with Flight Director 

coupled to Century III Auto Pilot 

King KX170B 

Garmin GTX 320A Transponder 

Garmin 396 with XM weather 

JPI EDM 700 Engine analyzer 

Sigtronics SPA-400, 4-place intercom 

Davtron MB800 Chronometer 

J.L. Osborne 20-gallon tip tanks 

Ramaire Nose 

Vortex Generators 

Reiff Preheat System 

Long Tail Cone Modification 

Air Spectrum, Inc. Paint and 

Interior windows 

TTAF – 3500 hours 



I fly my Bonanza approximately 160-180 hours per 

year with the majority of that time business related. When 

I am not flying N4089S I have a CFII who takes over the 

responsibility of flying my employees to various clients 

throughout a 10- state area in the Midwest. However, 

N4089S isn’t all business and makes frequent trips with 

my wife, Sue, and me to visit our grandchildren Dawson 

and Gavin in the Chicago area, and to watch the Cardinals 

play baseball in downtown Saint Louis. There are also 

vacation destinations and other family members to visit 

throughout the USA, so don’t be sur prised if you see this 

beautiful plane at an airport near you. 



New Airworthiness Issues 

Service information, bulletins, and Airworthiness Directives are time-sensitive 

safety information. Watch www.bonanza.org, ABS Hangar Flying, and ABS’s weekly 

e-publications for airworthiness issues as they arise. 

➤ ABS Averts New Circuit Breaker AD 

FAA has adopted ABS’s recommendation and will not issue a new 

circuit breaker Airworthiness Directive. As ABS proposed, FAA has 

released a Special Airworthiness Information Bulletin (SAIB) with a 

suggested (but not required) 2000 hours Time-in-Service (TIS) replacement 

schedule for switch-type circuit breakers, or 600 hours TIS for 

high-use training airplanes. The SAIB affects Beech airplanes and 

Cessna 400-series twins, and any other type certificated or Amateur-Built 

Aircraft with the same type of circuit breaker installed. 

Earl Lawrence, manager of the FAA’s Small Airplane Directorate in Kansas 

City, told ABS he greatly appreciates ABS’s input with the circuit breaker 

issue, and he’s pleased to be able to adopt ABS’s recommendations. 

Using the 2007 circuit breaker AD as a guide, this saves most ABS 

members airplane down-time and between $2000 and $4000 apiece 

in circuit breaker replacement, including labor, if a new AD had been 

issued requiring replacement. 

Engine Preoiler 

Get Oiled 

Before You Start! 

REDUCE ENGINE WEAR! 

Up to 70% of engine wear 

is caused by insufficient 

lubrication during start. 

Install a Preoiler and 

• Lubricate Bearings 

• Pressurize Lifters 

• Lubricate Cams 

• Lubricate Valves 

Certified on ALL Barons and Bonanzas. 

www.oilamatic.com 

FAA STC/PMA 

P.O. Box 5284, Englewood, CO 80155 

(303) 770-0175 • 1-800-343-7623 • FAX (303) 793-0493 

➤ MSB Affects G36 Rudder Hinges 

Beechcraft Corporation has issued Mandatory Service Bulletin (MSB) 

27-4122, calling for inspection of certain G36 middle and upper rudder 

hinge points. This Service Bulletin was issued “to address a quality 

escape regarding short screws” that “may not provide proper attach 

point tensile strength.” This MSB affects G36 Bonanzas serial numbers 

E-3964 through E-3986. For specific instructions see MSB 27-4122 at 

www.bonanza.org/images/pdf/msb27-4122g36.pdf. 

➤ Modifications to Type Certificated Airplanes 

The FAA has published a clarification to its 13-year-old Final Rule 

concerning modifications to type certificated airplanes. This update 

comes as a result of a December 2012 FAA request for comments after 

it determined there was confusion in the industry about engineering 

requirements for STC and other modifications to certificated aircraft. 

The clarification states: 

The revision require[s] applicant to apply the latest airworthiness 

standards in effect, to the extent practical, for the certification of significant 

design changes of aircraft, aircraft engines, and propellers. Before this 

final rule, many changes to aeronautical products were not required to 

show compliance with the latest airworthiness standards. This final rule 

was needed because incremental design approval changes accumulated 

into significant differences from the original product. Also, the final rule 

was intended to expand under what conditions the latest airworthiness 

amendments needed to be applied to changes to aeronautical products. 

The clarification is posted at www.gpo.gov/fdsys/pkg/FR-2013-03-19/ 

pdf/2013-06306.pdf. 


Currents By Lew Gage 

LOP with an E225 

In the March 2013 ABS Magazine I wrote about installation of the new 

Insight G1 engine analyzer in place of the original GEM EGT instrument 

in my G35. I have run the airplane enough that I am able to offer some 

follow-on information on this comparatively superior system. There was 

no question in my mind in 1987 that the GEM system was a huge advance in 

aircraft engine monitoring. Over the years that original unit provided useful 

information and enhanced my operation of the airplane, resulting in about 

10 percent fuel savings and including a second readout of CHT. 

During the time I was using the 

old GEM system, there were many 

advances in the processing of information 

displayed to the pilot in 

these engine monitoring systems 

manufactured by Insight and other 

brands. Also during that time, our 

friends at GAMI started experimenting 

to improve engine operation and 

efficiency. They succeeded in doing 

so by obtaining STC authorization and 

PMA approval to manufacture and 

install balanced injector nozzles on 

the several fuel injected engine models 

they were working with. The net result 

were engines that ran cooler, burned 

less fuel, and probably had less wear 

and tear on the cylinders. 

I received many inquiries from 

ABS members about whether this 

really worked and could it be used 

on the E engine-powered V tails. My 

reply was yes, it would work in fuel 

injected engines if you had a set of 

the GAMI injector nozzles, studied 

the GAMI operation procedure, and 

understood it and faithfully followed 

those procedures while operating 

the airplane. However, with the 

PS-5C carbureted engines I did not 

recommend attempting lean of peak 

EGT (LOP) operation due to the uneven 

spread of mixture distribution among 

the cylinders. A high percentage of 

these old Bonanzas have no really 

accurate EGT/CHT instrumentation. 

The factory installed gauges were 

okay for very basic operation of the 

engine, but even with installation of 

the GEM or similar system there just 

was not a display of what was going 

on during the mixture control process 

that could monitor the result of pulling 

or pushing the “red knob” beyond 

the Flight Manual or Pilot’s Operating 

Handbook recommendations. 

I did find with the GEM system 

that the mixture distribution could 

be improved a considerable amount 

by a simple reduction of about 1/2 inch 




of manifold pressure from WOT (wide 

open throttle). This equates to about 

3/4 inch of throttle knob movement 

aft of the full forward position. With 

the throttle full forward the two rear 

cylinders would be about where 

they should be, while the two front 

cylinders would be quite rich. The 

center cylinders would be somewhere 

in between. This simple 1/2 inch MP 

adjustment of the throttle and better 

mixture distribution made for about a 

10% reduction in trip fuel, or about a 1 

gallon per hour reduction in fuel burn, 

and cost nothing in trip time. 

Installation of an accurate fuel flow 

system and reducing the cruise RPM 

from 2300 to 2150 resulted in another 

7% to 8% reduction in trip fuel with 

only about two minutes per trip hour 

added to the total flight time. Above 

7500 feet MSL, I was seeing fuel flows 

around 9.5 GPH. All of this was done 

at 50°+/- F rich of peak EGT (ROP). 

CHT, measured at the bottom spark 

plug as prescribed by the E-engine 

overhaul manual, would run a maximum 

indication of about 450°F (that 

is 75°F below the listed redline of 

525°F at the spark plug). 450°F at the 

spark plug is approximately 410° to 

420°F at the threaded boss into which 

a bayonet sending unit is installed (as 

is standard in fuel injected engines). 

Those would be the maximum temperatures 

observed in climb. Level cruise 

flight runs about 30°F cooler. 

Then along came the G1. I began 

attempting to operate LOP 

above 6000 feet MSL. The most 

useless engine control Beech installed 

on the old Bonanzas is the vernier 

throttle, as I have written about in 

the past and in my book on page 13 

(Remember, all money from the book’s 

sale, $30 for 300+ pages, stays with the 

ABS/ASF). They put the good vernier 

in the throttle hole and a basic push/ 

pull control in the mixture control 

hole. Should have been the other 

way around. With the PS-5C, or at 

least my PS-5C, I do not think LOP 

operation can be accomplished without 

a well-functioning vernier mixture 

control. When getting into the LOP area 

of operation there is a requirement 

to make extremely small changes in 

the mixture control movement. Perhaps 

some pilots might be able to 

accomplish this but the vernier-type 

knob makes this easy to do. 

The G1 installed in my airplane 

has the bayonet-type CHT sending 

units installed in the threaded boss 

and the display colors the individual 

cylinders CHT column green up to 

410°F. At 411°F the bar will turn yellow 

until the red line is reached. Below 

each CHT column there is a digital 

readout of both CHT and EGT in 

degrees Fahrenheit. In my Bonanza 

I also have a digital readout of all six 

cylinders measured at the spark plug. 



This spark plug readout will either 

scan all six cylinders sequentially or 

will indicate whichever cylinder is 

the hottest. I have always advertised 

that the difference between those 

two points on the cylinder where 

temperature may be measured will 

have the spark plug temperature 

30°F to 40°F hotter than the threaded 

boss temperature. That turns out 

to be generally true during takeoff, 

climb, and ROP cruise. However, that 

relationship changes when operating 

LOP. The spread between those points 

may be as high as 30° but also may 

be only 10°. This G1 display opens up 

several windows of engine information 

but somewhat closes the airplane 

windows for the now busy pilot to 

look out of. In other words, there is 

a lot more time spent looking at the 

engine instrumentation than in the 

past, at least above the 6000 feet or so 

altitude when real LOP is begun. One 

advantage of the changing colors of 

the CHT columns is that only a quick 

glance is required to tell if everything 

is okay or if we’ve gotta do something 

about ole number 4. 

One note about the installation of 

the G1 that is important, or at least 

important in my installation: Because 

the G1 is a 2-1/4 inch instrument and 

there is a lot of displayed information 

on the rather small instrument face, the 

digital readouts are small. My engine 

instrument panel is at the far right of 

the airplane directly in front of the 

passenger’s seat. I mounted my G1, 

as all of the other engine instruments 

are mounted, at a 45° angle and also 

angled up so I am looking straight into 

the G1 face with no parallax. Since this 

display is referred to often while flying, 

such mounting affords the quickest 

read time possible. 

On a recent breakfast trip from 

Reno/Stead, Nevada, to Petaluma, 

California I took some readings in 

level cruise flight. I think all of the 

instrument readouts are accurate to 

within a very small percentage: 

8500 MSL 

OAT +38°F 

Aircraft weight 2800 lbs 

The EGT was ranging from 

10 to 80° F LOP 

21.5 MP / 2150 RPM— 

148 MPH indicated airspeed 

at 8.6 GPH 

Bayonet CHTs 

380/ 375 / 361 / 382 / 326 / 298 

EGTs 1445/1494/1448/1481/1466/1470 

Oil pressure 46 PSI/Oil temp 175°F. 

I failed to take the exact numbers 

of the LOP during the readings but 

I recall that range being there. The 

engine has 1900 hours SMOH and 1100 

on the first-run Continental cylinders. 

Not bad for such an old beast. 

As stated above, there is a very fine 

line in the movement of the mixture 

control to keep the engine running 

smoothly and still staying on the lean 

side of peak. Without the vernier 

mixture control I doubt that satisfactory 

operation could be achieved. Maybe, 

but I doubt it. When the PS-5C, or 

at least my PS-5C, is adjusted to the 

correct point LOP, it is very close to 

beginning to shut the engine down. It 

will run rough if just another miliwinkle 

of movement toward lean is made. I do 

have an automatic warning system 

that a too-lean-of-peak area has been 

entered. That would be my beautiful 

wife Carmen giving me the “whadda 

you doin’” look. 


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Testimonials 

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I want to say thank you for 

the BPPP Online+Flight 

course. The online portion 

was easy to accomplish 

at my own pace and it 

refreshed a lot of material I 

should have known but had 

forgotten. Having been to 

two other BPPP weekend 

courses a few years ago, it 

had the same quality feel but 

I think I liked the self-paced 

approach even more. 

“ For the flight portion, 

I flew yesterday with BPPP 

instructor Steve Martin [in 

Virginia Beach, Virginia] and 

he was great. He’s a fantastic 

flight instructor who kept it 

fun and challeng ing. It really 

opened my eyes as to what 

my plane is capable of doing 

and how much I need to 

keep learn ing. It got me so 

moti vated, I’ve even got my 

POH at home today and am 

reviewing some material 

in it! 

“ Thanks for making this 

happen. I really enjoyed it 

and needed it. By the way, 

Falcon Insurance talked to 

my underwriter and I’ll get 

5% off my premium this year. 

Sweet! Hope to do it again 

next year.” —Ralph Portnoy 

26 AMERICAN BONANZA SOCIETY

Beech on a Budget 

Safe • Legal • Low Cost 

By Mike Caban 


Wax On, Wax Off: 

Low-Cost Cleaning 

Products and Tips 

Figure 2 

With May finally here and the cold wintry weather for many of 

us a memory, our Beechcraft airplanes are likely starting to 

get the exercise they deserve. For many of us, the beginning 

of the prime flying months is the time we also focus on 

cleaning up our birds. Even for our members in the Southern Hemisphere, 

cleaning and waxing are good things for preparing for the less active flying 

months. Whether you’re an old hand at this cleaning ritual or a new 

Beechcraft owner, you might appreciate some of my low-cost cleaning and 

waxing finds from over eight years of Beechcraft ownership. 

Figure 1 

Since taking delivery of my fresh ly 

painted B55 in 2004, I have always 

hand-washed. I use airport water 

pressure from a garden hose and a 

large cotton towel to loosen dust and 

dirt. For drying, I’ve used nothing more 

exotic than a genuine leather chamois 

cloth (Figure 1), usually available for 

under $20 in most auto supply outlets. 

The beauty of genuine leather chamois 

is that it has no abrasive properties 

and high absorption properties. It 

has become a favorite for many auto 

detailers who pride themselves on not 

scratching painted surfaces. 

I’ve avoided the expensive pressure 

washers, exotic soap systems, 

blade brushes, and water spot eliminator 

systems; and I have always 

been happy with the cleaning results 

of water, chamois, and good old 

fashioned elbow grease. In my mind, 

it doesn’t get any more “natural” than 

that, with a green bonus of no soap 

chemistry going into the water treatment 

system. 

When it comes to waxing, I’ll try to 

get two wax events in each year (but 

at least one). I won’t deny that waxing 

the airplane is a major undertaking 

in the application of time and elbow 

grease. For me it involves about two 

four-hour sessions to completely apply 

the wax and buff it off by hand. Large, 

old cotton bath towels are once 

again your friends. The wax products 

I’ve found easiest to apply and 

buff, while providing a long lasting 

beading surface and smooth-as-glass 

surface, are Marine-grade liquids from 

3M and West Marine (Figure 2), a 

quart of which is in the $20 range. 

These newly formulated waxes tout 

“nano” particle size technology that 

seals the surface and leaves a protective, 

smooth, high-gloss finish. Since 

air is a fluid, it will flow more effortlessly 

over your airframe – and we all 

know what that means. 

Another wax/polishing product that 

comes highly recommended is Protect 

All, an easy to apply spray liquid. 

It’s reportedly available in 14-ounce 

bottles for about $10 at Wal-Mart. Still 

yet another great value in a wax is Nu 

Finish (Figure 3), which applies and 

buffs off easily, and available for about 

$9 for 16 ounces. 

For those of us with less than Herculean 

arm endurance, mechanical 

help can be found in the form of 

a Cyclo orbi tal polisher (Figure 4). 

Figure 3 

Figure 4 


Figure 5 

It produces an orbital rotation with 

an overlapping motion. The Cyclo’s 

pedigree is reported to go back to 

the mid-1950s when the government 

used it to polish aircraft and missiles! 

(Who knew they polished missiles?) 

They have a robust cast metal design 

with serviceable motor brushes. Good 

condition used units have been seen 

on eBay for under $200, while a new 

one will set you back about $300. Be 

careful with the Cyclo in that you do 

not apply too much pressure and burn 

through your paint. 

A lower cost, random orbiting single 

head unit that has gotten good Beech 

owner reviews is the Porter Cable 

Model #7424 (Figure 5), available 

at outlets like www.amazon.com for 

about $115. 

For the belly and some of the 

under wing areas, I’ve found that an 

automotive creeper with an adjustable 

angle back works very well. 

Are you tired yet? Well stay with 

me, because one of the overlooked 

benefits of hand-washing and waxing 

your airframe is that you are actually 

performing a very close inspection 

of every square inch of your airplane. 

Indeed, any scratch, crack, loose rivet, 

missing trim, or hardware anomaly is 

going to be revealed. 

Now that you’ve found some stone 

chips that need to be touched up, 

check out the folks at www.aero 

touchups.com who have 2-ounce kits 

of the ubiquitous Matterhorn White 

(Figure 6) and other popular aerocolors 

in two-part polyurethane systems 

(just like original airplane paint). 

For those difficult bug, exhaust, 

and oil stains I’m fond of Simple Green 

Figure 6 Figure 7 

Extreme (Figure 7), which is specifically 

designed for aviation aluminum 

and meets the Boeing Exterior & 

General Cleaners Spec # D6-17487 

Revision P (April 2003). Be sure to use 

this and not other versions of Simple 

Green. The recommended dilution rate 

is 50 percent with water, and I’ve heard 

some Beech owners report good results 

with a 70 percent water dilution. Simple 

Green Extreme can be found at Aircraft 

Spruce and all the other usual aviation 

sources for about $17 a gallon. 

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Figure 8 

The last cleaning tip I’ll leave you with is 

going to make up for all the effort you exerted in 

hand-washing and waxing your plane. Aluminum 

propeller spinners are some of the toughest things 

to keep shiny, and they can really be eye-catching 

when polished up just right. Mechanic Kent Felkins 

of Oklahoma offers this PIREP on the California 

Customs chrome cleaning system (Figure 8 & 9): 

“A couple of spinners hadn’t been touched in 

three to four years except for washing. I used 

the de-oxidizer then buffed with the polish. The 

de-oxidizer is the key. After the black residue 

came up while polishing, I used a third rag with 

corn starch (flour works just as well) and the 

shine glowed clean. I didn’t have to rub hard. 

It took less than ten minutes per spinner with 

rather great results. It took just a small part of 

the bottle.” 

Figure 10 shows the spinner before and 

Figure 11 shows the results after the California 

Customs chrome system. The oxidizer and polish 

can be purchased at http://www.california 

custom.com for a total of $28. 

Keep ’em looking pretty and proud because 

it’s a Beechcraft, the pride of the piston GA 

fleet ! 

Figure 9 Figure 10 Figure 11 


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Insurance 

By John Allen 

Coverage for Your Hangar 

and Contents 

We spend a good deal of time 

discussing aircraft insurance issues 

for Bonanza and Baron owners, 

but much less time with coverage 

questions for the structure that protects these valued 

possessions while they are not flying – the aircraft 

hangar. Fire, windstorm, vandalism, errant tugs, 

automobiles, animals, etc., you name it, and it can 

happen around an airport. 

When is it your responsibility to insure the hangar 

structure? This is an area that can get confusing due to 

the various requirements of municipalities and airport 

authorities. If you own the aircraft hangar and it is built on 

your owned or leased property on the airport, it should be 

clear that you have an insurable interest in the property. 

This means you can insure your property and collect the 

proceeds following a loss. 

However, if you are just leasing the hangar, you may 

not have an insurable interest in the hangar structure. 

In many cases the airport authority, the local FBO, or 

another owner owns the structure and you just have an 

insurable interest in your personal property that is stored 



Fire, windstorm, vandalism, errant tugs, 

automobiles, animals, etc., you name it, 

and it can happen around an airport. 

on the premises. But wait a moment! What happens if the 

hangar burns down and it is your negligence that caused 

the damage? For example, you left a space heater burning 

and it was the source of the fire. You may need to look to 

the requirements of your lease for that answer. 

The lessor (or sub-lessor in some cases) will require 

you to enter into a lease agreement. Leases outline the 

responsibilities of both parties. Whether you are leasing 

a building, an apartment, or a hangar space, a written 

agreement is normally required. Most leases include 

clauses that make you as the lessee responsible for 

your negligent acts arising out of the operation, use, or 

occupancy of your hangar. It is certainly reasonable 

to expect you to be responsible for your own negligent 

actions. However, with regard to property insurance, it 

is not possible for you to insure the hangar unless you 

have an insurable interest, either by ownership or contractually 

by a lease. 

It is important in these situations to send a copy of 

the lease to your attorney for advice. Request his or her 

assistance in negotiating a clause that will hold you 

harmless and give you a waiver of subrogation in the 

event of damage to the structure by your negligence. If 

this is done prior to a loss, it should not cost the landlord 

any additional premium on the property policy. You can 

then avoid a difficult and expensive subrogation lawsuit 

with the landlord’s insurance carrier after a hangar loss 

is paid to the owner of the hangar. 

An aircraft hangar is big financial investment and 

whether you built the hangar yourself or your lease 

states that you are required to purchase the cover age 

while you are leasing the hangar, it makes sense to understand 

what is included in the term “Property” insurance. 

The basic property policy will begin with a clause that 

goes like this: “We will pay for direct physical damage to 

Covered Property caused by or resulting from a Covered 

Cause of Loss.” This wording means that the “Covered 

Property” needs to be scheduled (listed) and described in 

the declarations section of the policy. Among other items, 

you must be sure the correct named insured is listed 

and the physical address and description of the insured 

hangar is shown properly, the correct value is shown, and 

any appurtenant structures (fences, gates, and signs) that 

are not covered automatically by the policy must be listed 

in order to be covered. 



The term “Building” in the policy includes not only the 

designated building structure, but may also include other 

items such as: 

• Completed additions 

• Fixtures, including outdoor fixtures 

• Machinery and equipment permanently attached to the 

building 

• Personal property owned by you that is used to maintain 

or service the building or structure (see the policy 

for limitations) 

Contents 

In addition to the Building you probably have personal 

property or “contents” stored inside the hangar that need 

to be covered. The term for that in the policy is “Your Business 

Personal Property.” This normally covers contents 

located in or on the designated building or in the open (or 

in a vehicle) within 1000 feet of the described premises, 

consisting of the following: 

• Furniture and fixtures 

• Machinery and equipment 

• “Stock” 

• Personal property owned by you and used in your business 

• Your interest as tenant in the improvements and betterments 

of a hangar 

Even if you do not have coverage on the building, 

these items can be insured on a Contents Only policy 

that is written to cover the property of a tenant (you). You 

can also cover “Personal Property of Others,” “Personal 

Property at Undescribed Premises,” and “Personal Property 

in Transit.” 

It is very important to send a copy of any hangar 

lease to your ABS Falcon insurance representative for 

the review and approval of your aviation insurance 

underwriter. This will not only assure you don’t violate 

the insurance conditions of your aircraft policy, but 

will also allow your agent to review any additional 

insurance requirements in the lease. The ABS Falcon 

Insurance program has some great markets for your 

hangar insurance needs, so please do not hesitate to ask 

us for a quote. 

John Allen is president and owner of Falcon 

Insurance Agency, which he founded in 1979 in Austin, 

Texas. Falcon now has 12 offices across the country 

employing over 90 full-time aviation insurance 

professionals. Prior to entering the aviation insurance 

industry as an underwriter for USAIG, John served in 

the United States Air Force as a pilot. 

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Turbos and Low Altitude Ops 

by Bill Compton 

This article is about comparison of like airframes with various 

turbo setups and the advantages of turbocharged engines even 

if operat ing at 10,000 feet and below, both in performance and 

engine longevity. Close study of the data helps to appreciate the 

fine points. The 36 Bonanzas were left out of these comparisons to avoid the 

apples vs. oranges situation; they tend to be about 8 knots slower than the 

35 and 33. This will concentrate on the normally aspirated V35 (V35NA) 

versus its turbocharged (V35TC) and turbonormalized (V35TN) cousins 

with 520 engines. 

Bonanzas are flown at night, on 

instruments, over all kinds of terrain. 

Operators can, and do, increase 

capabilities with avionics, anti-icing, 

radar, SFERICs, standby alternators, 

turbo-charging, but still hanging it all 

out on a single engine. Every effort 

might well be made to minimize the 

risk of engine failure. Engine monitors, 

tuned fuel injectors, oil analysis, borescoping, 

and science-based operating 

procedures from Advanced Pilot 

Seminars have been advances in that 

direction. The newer data does sometimes 

conflict with POH advice. 

Test cell research by Tornado 

Alley Turbo (TAT), a turbo system 

manufacturer and respected R&D 

firm, has shown that operators can 

extend engine life and reliability by 

avoiding the “Red Box,”, defined as 

EGTs between 40° lean of peak (LOP) 

and 180° rich of peak (ROP) at 75% 

power, and between peak and 100° 

ROP at 65% power. At 60% and below, 

there is no “Red Box.” This is controlled 

with the mixture knob, referencing 

EGTs and CHTs of all cylinders. Proper 

mixture control slows the flame front 

of combustion so that peak internal 

Photo by Jay Burris 

combustion pressures (ICPs) are less 

and occur later in the power stroke, 

where there is better mechanical 

advantage and less heat being passed 

to the cylinder walls. Going from 

ROP to LOP reduces cylinder head 

temperatures (CHT) by about 30°F. 

All this knowledge has changed the 

way many operate their fuel-injected 

Bonanza engines, especially the 

turbocharged models. 

The V35NA POH prohibits 2300 RPM 

with MP higher than 24.5", as reduced 

RPM brings peak ICP closer to Top Dead 

Center (TDC) of piston travel. However, 

when operating LOP, the speed 

of combustion is slowed, so many run 

the TN conversion at 2300 RPM with 

full throttle and maximum manifold 

pressure, knowing that the slower ICP 

peak is kept further from TDC by LOP 

operation, and are reassured by normal 

cylinder head temperatures. 

Beech produced the V35TC from 

1966 through 1969, powered by a turbo - 

charged IO-520 engine with a reduced 

compression ratio to improve detonation 

margin. The airplane earned a rep 

as fuel hog and cylinder trasher, but 

in the mid 1990s, operators of the 

V35TC found they could mostly avoid 

those problems by operating LOP. It 

does well with LOP cruise climbs, and 

will do 200+ KTAS up high. 

More recently, TAT engineered “turbo 

normalizing” (TN) for 520 and 550 

Bonanzas, using an intercooler rather 

than a reduced compression ratio to 

maintain detonation margin. The V35TN 

performance is superior to the V35TC, 

as it can maintain power to higher altitudes 

at lower fuel flows. The V35TN 

can do 210+ KTAS above 20,000 feet. 

Illustrated in Table 1 are power 

choices for IO-520 Bonanzas. Nauti - 

cal air miles/gallon (Nam/gal) is a 

refer ence for range performance. 


Bonanzas are flown at night, on instruments, 

over all kinds of terrain. 

Bonanza, Travel Air, Baron 

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KITS 

FAA STC/PMA APPROVED KITS 

Pwr Mixt GPH KIAS/KTAS Nam/gal Comments 

At 4,000 feet: V35NA 

75% 180° ROP 19 162 / 172 9.0 Less range, dirty engine, yecch 

75% peak EGT 15.3 162 / 172 11.2 High CHTs and ICPs, bad news 

75% 40° LOP 14.4 162 / 172 11.9 Cooler, clean, fast, poor range 

65% 20° LOP 12.4 153 / 163 13.1 Choices of TAS vs range 


45% 20° LOP 8.6 129 / 137 15.9 Choices of TAS vs range 

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75% 180° ROP 19 159 / 179 9.4 2700 rpm – forget about it! 





65% ROP 15 149 / 171 11.4 2700 rpm – “best power” 



But at 10,000 feet, the turbo models start looking better: 

V35TC 

75% 40° LOP 15.6 156 / 181 11.6 A 181 knot airplane! 

65% 20° LOP 13.3 149 / 171 12.7 Beats NA on range at 171 kt 

V35TN 

75% 40° LOP 14.4 156 / 181 12.5 Outstanding speed + range 

65% 20° LOP 12.4 149 / 171 13.8 Beats NA, TC on range at 171 kt 

Table 1. Standard altitudes. POH numbers. LOP fuel flows based on 14.9 Hp/gal/hr for NA and 

TN, 13.7 Hp/gal/hr for TC. Engines running LOP require approx 3" more MP to maintain same 

power as ROP; that MP rapidly becomes unavailable for NA engines with increasing altitude. 

Note that IAS falls, TAS increases with increasing altitude at same power. 


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The turbo aircraft can climb rapidly 

with full power to 10,000 feet and 

accelerate to cruise speed sooner, reducing 

time en route. They can cruise 

at lower RPM and compensate with 

higher manifold pressure, re duc ing 

engine wear and tach time while 

effectively extending TBO if based on 

an engine rpm-referencing recording 

tacho meter. Routinely operating LOP 

for all except take off and initial climb 

can further improve efficiency and 

reduce engine wear. WOTLOPSOP, 

standing for “wide open throttle – 

lean of peak – standard operating 

pro cedure,” becomes a possibility. 

Full throttle operation is modified 

with mixture and RPM, throttle is 

not decreased until top of descent. 

The data presented show the V35NA 

is an almost 170 knot airplane up to 

10,000 feet, and the turbos are 180 knot 

airplanes and better, starting at 10,000 

feet. It is also evident that the best 

nautical air miles per gallon (Nam/g) 

is achieved with a combination of LOP 

operation for engine efficiency and IAS 

near Vbr for airframe efficiency. (The 

Bonanza Vbr is something like 113KIAS 

at 3400 pounds.) RPM reductions 

can improve propeller and engine 

efficiencies. Turbo operators can get 

all these combinations at high altitude 

with good TAS. 

In addition to the already noted 

advantages of turbo aircraft, they 

have the ability to climb through 

and above an icing encounter at a 

better rate of climb, to cruise at 

higher altitudes to provide more 

weather flexibility, and to potentially 

increase TAS to and be yond 200 

knots. Nor mally, turbo aircraft are 

equipped with oxygen, which may be 

used to reduce fatigue at traditionally 

non-oxygen altitudes, especially on 

long flights. 



The turbos have the additional 

weight of the turbo system and the 

oxygen set-up which reduce useful 

load but can improve center of gravity 

location. Pilots who have and use 

engine monitors and understand the 

techniques of engine management 

taught by Advanced Pilot Seminars 

should enjoy improved engine longevity 

and service. 

The TAT TN mods are quite pricey, 

while the turbo of the V35TC is practically 

free, as the word is not out on 

what an outstanding aircraft it is when 

properly operated LOP. It’s turbo ops 

on a budget. Get yours for a song! 

For those needing more room, 

there are the A36TC and B36TC. These 

airplanes have the IO-520UB engine, 

which has a reduced compression 

ratio like the V35TC. Some owners 

operate them LOP; others are unable 

as even with balanced injectors 

many UB engines do not run smoothly 

LOP. Some B36TCs have been 

converted to IO-550 engines with 

turbonormalizing, and some have 

gross weight increases. A36s are also 

eligible for anti icing and FIKI (flight 

in known icing). Those owners seem 

to have big smiles. 

My son and I have operated our 

V35TC LOP since catching a lecture 

by George Braly at Oshkosh in 1995. 

We’re now on our fourth engine 

since 1981. Initially we were changing 

out one or more cylinders at annuals, 

but since going LOP, we have not 

removed a cylinder prematurely and 

we went 200 hours past TBO on the last 

engine. Our oil stays clean, there is no 

soot in our exhaust stack, borescopes 

and compressions are solid, and in 

short, we trust the engine. Braly says 

it’s not how hard you run the engine, 

it’s how you run it hard. That seems to 

make sense. 

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AMERICAN BONANZA SOCIETY 39

Safety Pilot By Thomas P. Turner 

The Airshow Pass 

From the NTSB: 

The Beech V35B impacted trees 

and terrain following a low pass 

over a golf course near the intended 

destination airport. The pilot and 

three passengers were killed. 

The airplane was destroyed in a 

post-crash fire. The cross-country 

flight departed about two hours 

before. Visual meteor ological 

conditions prevailed. Witnesses 

reported that the airplane flew low 

over the golf course, and then 

pitched up and banked to the right 

toward the airport. As the airplane 

was banking to the right it suddenly 

“dropped out of the air.” 

NTSB Probable Cause: 

The pilot’s failure to maintain 

ade quate airspeed while maneuvering 

for land ing, resulting in an 

aerodynamic stall. 

Through your windscreen the ground rolls into view, growing by 

the instant with your extreme approach. Your airspeed indicator 

spirals upward and, in seconds, you race along a few feet above 

the ground, a smile on your face, and looks of amazement on 

the faces of your passengers…who know not the dangers to which you’ve 

exposed them. The end of the run rushes to meet you as you haul back 

on the controls. Rolling into a steep bank, you complete what I call the 

“airshow pass” – a classic high-speed flyby and steep turning pull-up flown 

by dozens of pilots each day during the summer fly-in season. 

The ground-bound crowds love the 

airshow pass, too. They can vicariously 

feel the rush of speed, sensed through 

the rumble of your engine, the whine 

of your propeller, and the flash as you 

go by. The pull-up and bank maneuver 

spotlights the capabilities of your 

airplane, and spectators wish they 

could be a great pilot like you. 

It’s Always Fun Until… 

Unfortunately, the airshow pass 

leads to over 2% of all general aviation 

accidents, according to AOPA. 

Sure, two airshow pass accidents 

for every one hundred GA accidents 

is fairly small – until you consider 

the miniscule amount of time spent 

flying this maneuver. According to 



n Attempted low pass and pull-up, 

loss of control, stall/spin 

n Inadequate airspeed, stall during 

low pass 

n Steep turn at low altitude, stall, 

loss of control 

The total number of accidents is 

almost equally divided among these 

three categories. 

Categories 

Over 90% of the airshow pass 

accidents involve single-engine, fixed 

gear airplanes. That doesn’t mean 

retractable-gear and multiengine 

airplanes are immune to the stall/spin 

on pull-up, despite their typically greater 

power and cleaner aerodynamics. In 

fact, more twin-engine airplanes are 

involved in airshow pass-type mishaps 

than single-engine retracts. 

Photo by Tom Reid 

the National Transportation Safety 

Board (NTSB), there are an average 

of 51 accidents attributed to botched 

attempts at the airshow pass each 

year. That’s practically one each 

week. Since very little of this type 

of flying occurs during the cold 

months (when attracting an outdoor 

audience is less likely), it’s actually 

a fairly common occurrence during 

the flying season. What goes awry 

so frequently? More directly: What 

can you do to reduce your chances 

of repeating accident history? 

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Causes 

Every one of the high-speed airshow 

pass accidents resulted from 

a loss of airspeed, a stall, and, commonly, 

a spin. The NTSB lists three 

categories of accidents associ ated 

with this maneuver: 



Every one of the high-speed airshow pass accidents resulted from 

a loss of airspeed, a stall, and, com monly, a spin. 

Only about 14% of the airplanes 

involved in this type of mishap are 

normally considered to be aerobatic 

– such as Pitts, Stearmans, or P-51s. 

I imagine that 14% is actually representative 

of the aerobatic aircraft 

population at most air shows. No 

pilot, and no airplane type, is immune. 

“Substantial damage” or destruction of 

the airplane were the results in 99.5% 

of airshow pass accidents. Around 

47% of these mishaps proved fatal 

and in these cases, a great number of 

innocent passengers and spectators 

died as well. 

FAR 91.119 tells us that the spectacle 

of the airshow pass is illegal. The regulation 

for minimum altitude says: 

n Anywhere. An altitude allowing, if a 

power unit fails, an emergency landing 

without undue hazard to persons or 

property on the surface. 

n Over congested areas. Over any congested 

area of a city, town, or settlement, 

or over any open air assembly of persons, 

an altitude of 1,000 feet above 

the highest obstacle within a horizontal 

radius of 2,000 feet of the aircraft. 

n Over other than congested areas. An 

altitude of 500 feet above the surface, 

except over open water or sparsely 

populated areas. In those cases, the 

aircraft may not be operated closer 

than 500 feet to any person, vessel, 

vehicle, or structure. 

If there’s someone on the ground 

to watch, you need to be at least 500 

feet away from the closest person. The 

FAA has repeatedly cited pilots for 

making “airshow passes” over crowds 

at fly-ins, in public areas (like a golf 

course), and even private property. To 

violate the rule requires a written FAA 

exemption… and adhering to the limitations 

of altitude exemptions is one 

of the most closely scrutinized items 

for professional airshow performers. 

Diving at the runway, flying along 

low at high speed, and climbing above 

the crowd provide a rush of adrenaline. 

But it’s illegal, and it’s frequently 

deadly. Leave the airshow pass to the 

air show professionals. 

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ABS Air Safety Foundation, Master CFI 

1030 Flight Smarts: Managing the Risks for a Safe Flight 

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1300 Fuel Strategies 

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1600 The Most Common Beechcraft Crash… 

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Web site www.airpartsoflockhaven.com Email gmckinney@airpartsoflockhaven.com 


BPPP By Mike Friel 

Obstacle Avoidance Below MDA 

Let’s discuss obstacle avoidance during the approach and landing. 

If we stay on the published approach we should not have any problems. 

There are a few things, though, with the advent of GPS-derived advisory 

glideslopes on GPS non-precision approaches, that can lead us astray. 

First, take a look at any ILS 

in the U.S. Terminal Procedures 

Publication (Figure 1). Do you 

see that light gray, tapered, slim 

V-like symbol on the profile view 

that runs from the glideslope 

intercept right past DA (Decision 

Altitude) right down to the 

runway threshold? This symbol 

is called a “stipple.” Now take a 

look at a VOR approach (or any 

non-precision approach). There’s 

no stipple on the profile view of 

that approach. Why is that? 

Figure 1: ILS approach 

Figure 2: RNAV approach 

It’s because the portion of the 

VOR and NDB approach below the 

minimum descent altitude is a visual 

portion of those approaches. You’re 

basically on your own to “see and 

avoid” obstacles once you go below 

Minimum Descent Altitude (MDA). 

The ILS, on the other hand, when used 

by certain operators may be flown 

right down to the runway. You’re 

guaranteed obstacle clearance all 

the way to touchdown if centered on 

the ILS glideslope, and that V-shaped 

symbol on the profile view running 

from the glideslope intercept to the 

runway shows you that fact visually. 

Now for the gotcha part: Look at 

a RNAV (GPS) approach (Figure 2). 

Some GPS approaches have a small 

shaded symbol, somewhat like the 

symbol on the ILS but much smaller, 

running from the MDA to the runway. 

Some don’t. Why is that? It’s because 

some approaches guarantee obstacle 

protection from the MDA to the 

runway and others do not. Now look 

at a GPS approach that only has 

LNAV (lateral navigation) minimums. 

Some have the gray shaded symbol 

and some don’t. 

There are a variety of reasons 

for this, but that’s how it is. The U.S. 

Terminal Procedure Publication states 

“absence of shaded area indicates 

34:1 is not clear.” 


What about those LNAV 

GPS approaches not 

having that gray shading below 

MDA? You guessed it: The GPS 

advisory glideslope can run you 

right into a tree or other obstacle 

if you follow it below MDA. 

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Remember, below MDA it’s visual see and avoid. We’re conditioned to 

treat an approach with glideslope and course guidance as if it were an 

ILS. An LNAV approach gives lateral guidance only. The advisory glideslope 

indi cation is not part of the approach. No one surveyed the glide slope, 

your GPS is simply pointing out a convenient angle from some point along 

the approach path to the runway. The glideslope is there only as guidance 

for helping you achieve a stabilized approach. If you treat the GPS 

advisory glideslope as if it were a real glideslope you could poke your eye 

out (or worse). 

Absence of the gray shaded symbol on approach charts indicates that 

there may be obstacles in the visual portion between the MDA and the 

runway. Look for the symbol (of lack of one) when you brief an instrument 

approach. 

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Mexico, Close and Easy 

By Jim Herd 

In order to preserve and grow the ABS membership, our fleet of planes, their valuation, 

and the admirable cadre of service and parts businesses that are such a major asset 

to us all, we must expand and promote the wide variety of impressive ways to extract 

value from our aircraft. Put another way, we must expand and market the utility of ABS 

planes such that many more people want one – they can do a lot more than most people 

think. In other words, what and where are the compelling destinations that are comfortably 

within the scope of our planes, their pilots, and their passengers? If we can increase the 

excitement and allure by answering this question, we can surely inspire ourselves to fly more, 

inspire other pilots to buy and fly Bonanzas/Barons because they serve these missions so 

well, and inspire non-pilots to become aviators to get a piece of this action. 

¡HOLA! México 



Pico de Orizaba - 18,701' MSL 

Yes, it is basically a marketing 

challenge. From within the Lower 

48 we have plenty of great domestic 

destinations, and then we have easy 

access to the Bahamas, Caribbean, 

Canada, Alaska, Mexico, and Central 

America. They all have great value and 

we can market all these destinations 

better. I will focus here on Mexico since 

I believe it is terribly underrated and 

misunderstood. 

Most ABS members either don’t 

fly to Mexico or perhaps just fly to a 

single well-known destination resort 

on the Baja Peninsula, because they 

have heard that it is a big chore to 

cross the border and a big hassle to 

fly the Mexican mainland. There is 

so much more available in Mexico 

than meets the eye! The depth and 

richness of the culture, geography, and 

destinations are almost overwhelming. 

It truly is almost like a flying vacation 

to Europe, only much closer and easily 

doable from the U.S. or Canada in any 

ABS plane. Frankly, I am surprised that 

more of us don’t explore Mexico. 

Mexico is very General Aviation 

friendly. The weather is usually 

excellent VFR much of the year – 

including when most of us are ready 

for a break in the warm sun. The 

airports and ATC have procedures 

very familiar for U.S. pilots, and the 

Mexican aviation professionals almost 

all speak excellent English. It is 

a great deal easier, cheaper, and less 

stressful than trying to fly a personal 

plane to or across Europe! Mexican 

aviation has just enough difference 

to add a little challenging fun and 

charm, but it’s not at all intimidating 

and no drama if you are respectful, 

sensible, and do a little prior planning 

– which is fun in its own right. With 

modest preparation and due respect 

for Mexico as a sovereign nation that 

does things a little differently, all is 

well. And I would advise any first-timer 

to buddy up with someone who knows 

the ropes, to do the trip planning and 

fly the flights. 

Several years ago I was introduced 

to flying to and in Mexico by the great 

folks at Pacific Bonanza Society. My 

wife Jennifer and I became members 

of PBS and signed up for their Whale 

Petting trip to Baja, Mexico. Steve 

Blythe was good enough to walk 

us through all the paperwork at his 

office in Southern California to make 

sure we had done our homework correctly. 

Then he helped us at the first 

destination: was San Felipe. It truly is 

a thrill and an accomplishment to 

cross that border with the comfort 

that you know you did it right. The 

group was about a dozen planes, and 

the entire event was very easy and a 

great deal of fun. We have been back 

with that fun group since, and for other 

great trips they have arranged. We 

have also branched out on our own 

for several trips to Mexico. It really 

does open up a whole new world – 

do it once and you will be hooked! 

Tell your non-ABS friends and they 

will want a Bonanza or a Baron! 



There is so much more available 

in Mexico than meets the eye! 

The depth and richness of the culture, 

geography, and destinations are 

almost overwhelming. 

Mexico is a large and varied 

country, so it has many 

nooks and crannies. Personal 

aviation is a fantastic platform 

for exploration. If you like to 

arrive at a destination resort and 

flop down for a week or two, have 

at it. There are perhaps a dozen or 

more world-class places like that, 

and many second-tier places that are 

very affordable with the same great 

weather and sea and local people. 

But if you have a more adventurous 

streak then you will be amazed at 

the possibilities. Mexico has a history 

Oaxaca 

Main Town Square 

that is far longer, and perhaps more 

turbulent than the USA, with a strong 

colonial influence including great 

history, traditions, architecture, and 

character. But let’s get specific and 

look at a few great places to visit in 

Mexico. All have excellent airport 

access for piston G.A., comparable 

with any Class Delta airport in the 

USA, and each airport has excellent 

24/7 security with an admirable record 

of safety and security. Rental cars and 

all other “normal” services are readily 

available. While these locations are 

not necessarily household names in 

Monte Albán 

the USA, they are major destination 

attractions for many Mexicans. Oh, 

and the cost of personal aviation 

in Mexico is surprisingly modest, 

especially when compared with 

almost any other country outside 

the U.S. 

Geographically, much of 

the Mexican mainland is on a 

high plateau, with even higher 

mountains. It is all quite stunning 

– from the air and from the 

ground. Most airport runways 

are consequently quite long 

and more than adequate for 

the needs of ABS members. 

Climate varies a great deal, too, due 

to altitude, humidity from the Gulf of 

Mexico, the extreme dryness of the 

Baja, and tropical monsoons at certain 

times of year in some areas. Of course, 

this creates a fantastic array of flora 

and fauna. All of this wonder is best 

seen and experienced with our planes. 

This is partly due to the obvious 

bird’s eye view, but also because our 

planes traverse vast areas and hop 

over natural barriers to road travel 

with ease. In what we call the winter 

months, CAVU skies are the norm, 

with excellent ground temperatures 

to ease your cold northern-latitude 

bones without causing a swelter. 


Oaxaca 

MMOX: 4,989 MSL 

rwy 8,038 2 148, paved 

Located about 300 miles southeast 

of Mexico City, Oaxaca is a world 

heritage city famous for chocolate, 

coffee, cooking schools, textiles, crafts, 



fiestas, and grasshoppers. Yes, they 

eat the grasshoppers! The airport 

is a short cab ride away. No car is 

needed if you can walk reasonably 

well. The city has lovely walking 

Guanajuato 

streets and your hotel can organize 

tours to outlying craft villages and 

archeological ruins. The largest of 

these ruins is Monte Albán, high 

on a hill just six miles west of the 

city. (You will have a great view of 

this complex when landing at the 

airport.) Monte Albán was the heart 

of the Zapotec society from around 

500 B.C. to approximately 750 A.D. 

The Centro Historico is where 

action can be found day and night. 

There are 27 churches, the most 

ornate of which is Iglesia de Santo 

Domingo de Guzmán built in the late 

1500s. The main town square is lined 

with many fine restaurants where one 

can dine while listening to musicians, 

watching families play and native 

craftsman sell their wares. Find out 

more: http://www.mexperience.com/ 

guide/colonial/oaxaca.php. 


Guanajuato 

Leon MMLO: 5,956 MSL 

rwy 11,483 2 148, paved 

This hilly silver-mining town is 

one of several world heritage cities 

near Leon in central Mexico, about 

245 miles northwest of Mexico City. 

It sits in the bowl of a mountain with 

colorful buildings rising up all hillsides. 

(Expect to walk up and down hills a 

lot, or hire a guide for the day!) 

Guanajuato has everything you’d 

expect to find in an energetic university 

town: abundant cafes in lovely 

courtyards, shops, museums, a theater, 

and Mexican-European flair. What 

makes Guanajuato unique is how the 

old mining tunnels have been turned 

into streets underneath the city. It’s easy 

to get lost, but it’s fun driving around 

down there! Find out more information: 

http://www.mexperience.com/guide/ 

colonial/guanajuato.php. 

Next month: More Mexican 

des ti nations by Bonanza, and a pilot’s 

check list for flying in Mexico. 

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Tech Tips 

Tech Tips are answers to questions about a specific airplane, 

system or operation presented by an ABS member, and are 

the opinion of the Technical Advisor. Answers are the best 

information available based on indications presented by the 

ABS member asking the question. Actual inspection of the 

aircraft or system in question may change an initial Tech Tips 

opinion. Aircraft owners, pilots and readers are advised to 

physically present airplanes and indications to a qualified 

mechanic before choosing a course of action. 

Bob Ripley 

retired from Delta Airlines as 

a manager of line mainte nance 

(Atlanta) and has run an 

FBO focusing on Beech 

maintenance for 20+ years. 

Curtis Boulware has managed 

a Bonanza, Baron, and T-34 

Mentor-specific shop for 13 

years, winning numerous national 

awards for T-34 restorations. 

He earned his Private in a T-34 

and enjoys flying all models of 

the Beech piston family. 

John Collins 

has previously owned an 

FBO and avionics shops, and 

for several years has been 

ABS’s Avionics columnist. 

He owns a Bonanza and is 

a CFI/CFII. 

Dan Honeycutt 

is an A&P/IA with over 20 years 

experience. He owns a 

California-based FBO 

specializing in Bonanzas 

and Barons. 

Arthur Miller 

has won numerous FAA 

awards as a mechanic, 

and runs a Beech specialty 

shop in central Florida. 

Tom Turner, 

ABS-ASF Executive Director, 

holds a Master’s degree in 

Aviation Safety. He has 

specialized in Beech pilot 

instruction for over 20 years. 

Q: 

Prop vibration in cruise 

Skip Bakos, Crown Point, Indiana 

I own a 1998 B36TC with the Tornado Alley turbonormalized conversion. 

The plane sat idle for a little more than two years due to some “life issues.” 

During that time, there was a humidity problem in my hangar that caused 

considerable rust damage on the cam, lifters and other rotables. These problems 

were repaired by two very well known and trusted Bonanza airframe and engine 

shops. We’ve been flying the aircraft often now for the last four months, having 

logged some 35 or 40 hours during this time. 

During start-up, run-up, taxi, and take-off the plane is amazing. It performs as 

expected and provides all of the required power to climb away safely. During 

the climb, the plane is smooth as can be and all engine gauges are within 

their desired ranges. The major problem we had before the required engine 

maintenance was that TIT would exceed the maximum 899 degrees Celsius on 

the takeoff roll and would not be achieving the appropriate power. During the 

climb-out we are at full power, full prop, mixture set to 35 gph, cowl flaps open, 

gear up, and climbing at about 120 knots with the remaining engine gauges all 

in the green (normal) operating range. 

The issue we are having is when we climb to the desired altitude (doesn’t 

matter if it’s 4000 feet or 10,000 feet) and start to level off and accelerate towards 

our desired 160-ish knots indicated. Following the checklist step by step, we 

close the cowl flaps (while maintaining close eye on CHT not to exceed 380°F), 

maintain full throttle (which is about 30.1" MP), smoothly bring the prop back 

to the desired 2500 rpm, and then in the 3-5 seconds (as the checklist states) 

lean the mixture to between 16.0-17.5 gph while maintaining a close eye on the 

TIT peak and also CHT. Leaning the mixture to LOP and about 17.5 gph gives us 

about 1540°F TIT based on the JPI and all CHT below the specified 380°F. 

Once we are fully configured for cruise, we begin to feel a vibration in the 

seats, floor, and rudder pedals. In my opinion it feels like the prop is not in 

sync with the engine. This feeling does not happen every time, and when it 

does it only lasts for a couple of minutes at the most. During the vibration, all 

of the engine gauges remain right where we put them. We have made sure that 

the cowl flaps were fully closed (in case it was vibration from them) and even 

opened them a little in case they were hitting the cowling, but didn’t change 

the feeling at all. The one thing that has made the vibration go away (based on 

a recommendation) was to change the pitch of the prop by any amount. We 

have reduced it to 2490 rpm and the sensation went away. We would then bring 

it back to the specified 2500 rpm and the vibration sometimes happens again. 

We have been asked multiple times about making sure we aren’t flying 

between 2350-2450 rpm at or above 24" MP and we definitely are not! We 

also have felt the vibration when we start our descent without changing any 

power settings yet. When we receive a lower altitude we first get the plane 

pitching over at least 100-200 fpm and with the desired altitude armed before 

decreasing to the 23-25" MP, 2300 rpm, and while maintaining the cruise 

mixture setting. While maintaining these specified settings throughout the 



entire descent we start the level off procedure. Depending 

on how far from the airport we are sometimes we maintain 

the 23-25" and 2300 rpm. However, if we still have some 

distance to go we will bring the throttle back to full WOT 

and leave the prop spinning at 2300 rpm. We have never 

felt this vibration with the prop set to 2300 rpm. 

To sum it all up, the vibration we are feeling has happened 

at all altitudes and with full throttle and propeller 

set to 2500 rpm. Changing the prop has been the only 

thing that has made it go away instantaneously. Any ideas 

or suggestions? Everyone I’ve talked to is stumped. 

A: 

It sounds like you have developed a harmonic issue 

with the propeller and fuel flow settings. I have 

seen this problem happen on some engines when operating 

LOP. Next time it happens try to richen mixture 

slightly and see if that helps. If not, you may want to 

have the propeller dynamic balanced. Please advise us 

on what you find, it may help another member in the 

future. —BR 

Q: 

Repairing rheostats 

Keith LeMahieu, Frankfort, Illinois 

The panel and overhead flood rheostats are 

almost gone on my S35. Only the highest setting 

is operative. What are my options to repair? Are there 

any new STC’d products? Where is the best place to 

locate replacement parts? What will the cost be? What 

advice do you have? 

The part number for the rheostats has changed 

A1: from the original and they are now both the same 

part number, which is H10-F2-351. The cost is $411.84 

from Beechcraft. The reason the rheostats are costly is 

because the post lights draw a large amount of amperage 

due to the quantity of lights. 

There are no approved STC replacements available. 

You can convert all of the instruments to the Nulite, which 

can be purchased at Aircraft Spruce: www.aircraftspruce. 

com/catalog/elpages/nulite3.php?clickkey=9386. These 

lights draw extremely little amperage and provide much 

better illumination for the instruments. You can then 

install a smaller rheostat which based on the amperage 

draw for all of the lights it supplies. —BR 

You also have the option to install the transistorized 

A2: dimmers from MaxDim. They are STC’d for the 

Bonanza, cheaper, and can handle more current. See www. 

aircraftspruce.com/search/search.php?s=MAX+DIM&x=- 

572&y= -180 . There are several types of connections 

offered, so make sure it matches your rheostat. —JC 

We share your love for Beechcraft, 

which is why we own 

one too! 

Marisa (Reese) Leach 

A&P/IA Mechanic 

Professional Engineer 

Commercial Pilot 

30+ Year Aircraft Owner 

Jim Leach 

A&P Mechanic 

Professional Engineer 

Commercial Pilot & CFII 

US Naval Aviator 

40+ Year Aircraft Owner 

We work on a lot of aircraft, but Beechcraft is our favorite brand. That’s 

why we own one, “G-Whiz”, a 1956 G35 Bonanza. Beechcraft are built to 

last - with the right maintenance plan. Next time your Beechcraft needs 

service, please give us a call at Windward Aviation. We will treat your 

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Faulty alternator out light 

Peter Barclae, 

West Bloomfield, Michigan 

Q: 

I recently had a problem in 

my 1987 Baron where the left 

alternator out light came on, but the 

alternator loadmeter showed that 

the alternator was indeed sharing 

load and producing power. After my 

mechanic investigated the matter, 

he said the problem wasn’t that the 

alternator wasn’t producing power, 

another terminal that drives the 

cockpit light was faulty. It turned out 

that that terminal was not putting 

out the correct voltage. He told me I 

had two choices: I could fly it until 

the flashing light drove me crazy, 

or I could replace the alternator. I 

don’t like it when things aren’t working 

properly in the plane, so I had 

him replace the alternator. When I 

received the bill for $2,400 I thought 

maybe I should have checked it out 

with ABS first as it seems silly to have 

to go through this expense, since 

the alternator actually was putting 

out good power but was not driving 

the cockpit light properly. The new 

alternator did, however, fix the problem. 

So perhaps this was the proper 

course of action. I know it is after 

the fact, but I was just wondering for 

future reference if there was a possible 

different and less expensive fix? 

A: 

Your mechanic was correct in 

advising you that the alternator 

was at fault. There is an AUX terminal 

on the alternator that produces a 

voltage approximately half of the 

alternator output voltage of 28V. The 

sole purpose of this voltage is to turn 

off the alternator out lights in the 

cockpit. When the AUX terminal does 

not produce the proper voltage the 

light will illuminate, although it is still 

possible for the alternator to provide 

28 Volts (as in your case). 

Based on the information you 

provided your aircraft should have 

100 amp alternators installed. The 


average cost of an overhauled 100 

amp alternator is around $1000 and 

will require an hour or two to remove 

and replace. Your mechanic may 

have installed a new unit and not an 

overhauled one. There was also the 

option of removing your alternator 

and sending it out for repair. This 

would involve a down time of probably 

1-2 weeks for normal shipping, 

repair, and return. —BR 

Q: 

Vanishing fuel 

John Jobe, 

Florence, South Carolina 

I have a 1963 Debonair 35-B33. 

Over the past several months 

there has been a problem with vanishing 

fuel. This has happened about 

four times. After flying, I normally 

have the tanks topped off, and will 

usually look to make sure. It usually 

takes about the amount expected for 

the time flown. 

When I preflight the plane before 

flying again, the fuel is down in the 

right tank to near the bottom of the 

tab. It will take six to nine gallons to 

top it off again. There is no sign of a 

fuel leak. No fuel stains. 

The local mechanics have looked 

at it twice. The second time, more 

exhaustively, about a month ago. 

They can find no fuel leak, no fuel 

stains, and no problems with the 

fuel vents. The fuel bladders are intact 

and attached properly, with no 

problems with the fuel lines. The 

gaskets between the fuel bladders 

and wing and filler are okay. They 

replaced both rubber gaskets in each 

fuel cap, because they needed to be 

replaced, not because that was the 

problem; it evidently wasn’t. 

It just happened again this week end. 

I had flown to Savannah, Tennesee, 

and had the tanks topped when I got 

there. Took around 41 gal lons, just 

as I expected from Florence, South 

Carolina. I returned to the plane and 

pre flighted it for a trip to Nashville 


(KJWN), a 45 minute flight. It took 11 

gallons to top off after arrival at KJWN. 

Four days later, in preparation for the 

return home, I found the right tank 

low. It took seven gallons to top it off 

again. What is happening to the fuel? 

The thought that comes to 

mind is that the tank ported 

A: 

fuel overboard starting with normal 

expansion and then siphoning it down. 

I would check the vent system and in 

particular the anti-siphon check valve 

for that tank. Mud dabbers love to plug 

up the vent and anti-siphon system. To 

check the vents/anti siphon system: 

• Place a 6 feet X 1/4 inch ID (inner 

diameter) section of PVC hose over 

the fuel vent tube, extending below 

the aft inboard portion of the wing. 

• Blow into the hose with your mouth. 

You should be able to hear air coming 

out the anti-ice hole drilled into 

the aft potion of the vent tube just 

below the wing skin. 


• You should also hear air through 

and the anti-ice flush fuel vent just 

outboard and forward of the tube 

vent in airplanes with this vent. 

• Now block the anti-ice vents with 

tape. Leave a long section so as not 

to forget to remove it when finished. 

• Remove the fuel cap for the tank 

being tested. 

• Blow into the hose. A helper should 

be able to hear air coming into the 

tank at the filler opening. 

• Your helper should not hear or 

feel air coming out the anti-siphon 

check valve vent. This vent opening 

is on the lower wing skin just 

outboard of the fuel cell, forward 

of the spar near the wing tie-down 

ring on your Debonair. 

• After checking the vent, place the 

hose over the anti-siphon vent opening. 

Blow into the hose. You should 

be able to hear air coming into the 

tank and also out the vent. —AM 

Q: 

Leaking gear strut 

B.W. Weinstein, 

Livermore, California 

One of my main gear struts 

leaks. We have replaced the 

O-ring several times, and carefully 

inspected the O-ring and the groove 

for contamination or defects (borescope 

for the groove). It simply will 

not seal. Any suggestions? Is it possible 

for leakage to occur around the 

bearing that is riveted inside the gear 

leg and holds the O-ring? 

A: 

It is possible, and in your case 

probable, for the leak to be at 

the bearing O-ring. As you probably 

already know, replacing this seal takes 

some specialized tooling. The only 

repair vendor I am aware of for this is: 

Delta Strut 

668 W Kearney Blvd 

Fresno, California 

559-441-1316 —AM 

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Q: 

E-185 with a 

Hartzell propeller 

Robert Stienke 

Henderson, Nevada 

I recently purchased a 1950 

Bonanza with an E185-11 

engine that was installed in 1970. 

It has a Hartzell HC- D2MV20-7 propeller 

that the Hartzell books say 

has a maximum rpm of 2600. The 

tachometer in my Bonanza is original 

and shows red line at 2350. What 

are the actual RPM limitations of 

this installation? No documents are 

shown in the POH. 

A: 

According to the aircraft Type 

Certificate the E185-11 engine 

on the B35 still requires the original 

RPM limitations for the E185-1 and the 

E185-8. The limitations are 2450 RPM 

for one minute and 2050 RPM for all 

other operations. I talked with Hartzell 

and they agree. —BR 


Corrosion repair 

guidance 

Steven Cargnello, Burlington, Ontario 

Q: 

We have an STC application with 

Transport Canada on Bonanza 

and Baron main landing gear inboard 

and outboard door hinge bushings. 

They would like us to reference the 

Beechcraft pro cedure for corrosion 

repair. I cannot find a Beechcraft 

manual or proce dure anywhere. Do 

you know the procedure or manual 

that would detail corrosion repair? 

A: 

There is a new Beechcraft manual 

that covers exactly what you 

need that covers both the Bonanza 

and the Baron: Structural Inspection 

and Re pair Manual, Beech part number 

58-590001-11. Chapter 20 covers 

“Standard Practices for Corrosion.” 

You can get the manual from 

Beechcraft Technical Publications: 

www.beechcraft.com.. —BR 

Q: 

Flight with aft doors 

removed 

Earl Weener 

Alexandria, Virginia 

I have a B36TC and plan to do 

some aerial photography. The 

photographer has suggested that he 

would like to poke the lens out of the 

airplane. I assume that one method 

would be to remove the rear doors. 

I cannot seem to find anything in 

the POH stating that the airplane 

is certified for flight with the doors 

removed. Do you know if the airplane 

is certified to be operated in that 

configuration, and what limitations 

are on that operation? As an alternate, 

is it practical and proper to remove 

one of the side windows? 

A: 

There is an article on the ABS 

website from the May 2009 

ABS Magazine covering flight with 

the aft doors removed. The article 

is at www.bonanza.org/images/pdf/ 

flightwithaftdoorsremoved.pdf. Your 

B36TC requires a POH supplement 

(P/N 36-590006-5) and has some applicable 

notes and limitations that 

must be observed. 

I’ve heard that some photo - 

graphers have removed one of the 

openable side windows for photography. 

The POH provides no guidance 

on this, but other than wind 

noise we know of no drawbacks. 

Most aircraft insurance policies 

exclude coverage during aerial 

photo graphy operations. Review 

your policy and ask your agent or 

broker if you have any questions, 

if this is a concern for you. —TT 


Gear transmission lube 

Greg Miller, Ankeny, Iowa 

Q: 

What types of gear lube are 

approved for the landing gear 

gearbox? 

A: 

Two types of oil are approved 

for the landing gear gearbox, 

Mobil 636 & Mobil Delvac 75W-90. 

Both are available at Performance 

Aero (www.performanceaero.com) 

for a very reasonable price of $7.50. 

—DH 

A36TC power settings 

Noah Bunker, Austin, Texas 

Q: 

I fly an A36TC and have previously 

corresponding with you 

about operating techniques. I attended 

BPPP in San Antonio two years 

ago. I am having some difficulty with 

slowing down to approach speeds. 

My instructor wants me to use 17" MP 

and I think this makes me too slow. 

But I wonder what your thoughts are 

for approach speeds and settings/ 

configurations in an A36TC? 

It’s a common misconception, 

even among Bonanza- 

A: 

experienced instructors, that the 

power settings that work for the normally 

aspirated and turbonormalized 

airplanes work the same way 

in the A36TC/B36TC. Twenty inches 

of mani fold pressure and 2500 rpm 

with approach flaps results in about 

110 KIAS in your airplane. Extend the 

gear from this configuration and the 

airplane will descend at 500-600 fpm 

with no power change (perfect for a 

precision approach). Reduce MP by 

two inches (to 18") and extend the 

gear to descend at 800-1000 fpm for 

a non-precision descent, and increase 

to 24" MP to level off at MDA (with 

gear down and approach flaps set). 

This is all documented in the ABS/ 

BPPP Guide to Initial Pilot Checkout 

for your airplane, found under PILOT 

TRAINING/BPPP on the ABS website. 

—TT 

Q: 


Auxiliary 

fuel pump 

output 

Allan Safieh 

Doral, Florida 

I own a Bonanza F33A with an 

IO-520BB. The shop changed 

the auxiliary fuel pump to a new 

one (because the old one reached 

500 hours). But the new pump gives 

me 14 gph, while the old one gave 

me 16 gph. What is the normal flow 

I should get? 

A: 

With the mixture and throttle 

pushed all the way in, the pump 

should indicate 16 PSI at 14-16 gph. 

With the mixture and throttle pulled 

all the way out, the pump should indicate 

23 PSI and no indicated flow. 

Completely unrestricted, the pump 

will run at 42 gph. —BR 

Q: 

Recharging the 

air conditioner 

Tomas Ortega 

Mexico City, Mexico 

I had to reseal the original 

factory installed A/C compressor. 

I understand that the original 

coolant was R12, and now all the A/C 

people are charging with R-134A. Is it 

a 100 percent direct replacement of 

the R12? Can I just vacuum the system 

and recharge with R134A? 

A: 

No, sir, I am sorry that is not 

possible. R12 and R134 are two 

totally different type refrigerants. The 

oil in the 134 system may eat the seals 

on the R12 system, and the systems 

run at different pressures. You will 

have to purchase the STC to convert 

the system to R134. The cost of the STC 

is $4000 from RAM Aircraft. —BR 


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ABS greeted over 200 members at the annual 

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once again in the Beechcraft display area directly next to a new 

G36 Bonanza. The mood was very upbeat with the news of Beech’s 

recent emergence from bankruptcy and renewed emphasis on the Beechcraft 

heritage and propeller-driven airplanes. 

Nearly 100 members attended the annual ABS dinner held at Earhart’s Runway 

Grill upstairs in the old Lakeland Airport airline terminal. The buffet was great and 

the conversation greater. After dinner ABS President Keith Kohout welcomed 

members, then ABS Executive Director Whit Hickman reviewed plans for the 2013 

ABS Fly-In in Savannah, Georgia, May 16-18 and Air Safety Foundation Executive 

Director Tom Turner announced availability of the ABS Flight Instructor Academy. 

Many meetings took place during the event, including discussions with Redbird 

Simulations about incorporating BPPP scenarios in Redbird simulators, including 

the newly announced $2500 Redbird Jay home simulator. 

ABS dinner 

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My dad was my initial CFI, making me solo before I could 

drive the car. Never imagined he’d be giving me a flight 

review in a Bonanza. I support ABS to keep the fleet 

in the air so my kids may have the same opportunity. 

Paul Safran 

Beech N35 ( D-6729) 5B2, Saratoga Springs, NY 

Your Life Membership Benefits ABS and ASF! 

Supporting aging aircraft 

Working with the FAA to solve safety of flight areas of concern that impact the longevity and value of our fleet 

Delivering BPPP pilot training clinics and new online courses 

Conducting expert service clinic inspections of your Beech airplane 

Maintaining a world class staff of Beechcraft technical experts to research and offer the definitive answers to your questions 

Teaching and offering assistance to mechanics for Bonanzas, Debonairs, Travel Airs and Barons 

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American Bonanza Society, P.O. Box 12888, Wichita, KS 67277 • Office Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri.

We 

Need 

Your 

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Attention ABS Members 

Your 

BEECHCRAFT 

Here 

The ABS Magazine design department 

sometimes needs a good Bonanza photo for 

an article or ad – would you like to see your plane in print? 

We’re looking for good crisp shots, so set your camera at the highest resolution. 

The more creative the better. Try a variety of locations – in the air, on the ground or in the hangar. 

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Send your photos to nancy@villagepress.com or call 800-773-7798 and ask for Nancy 



ABS Board 

Term 

Expires 

President 

Keith Kohout (Area 2) *2013 

4630 Airport Rd., Suite 104 

Cincinnati, OH 45226 

Phone: 513-479-2533 

e-mail: kk@hangar26.com 

Vice President 

Bob Goff (Area 3) *2015 

1963 South Creek Blvd. 

Port Orange, FL 32128 

Phone: 231-342-8040 

e-mail: robert.goff6@gmail.com 

Treasurer 

Ward Combs (Area 6) *2015 

10474 Stardust Lane 

Blair, NE 68008 

Phone: 402-426-8041 

e-mail: wacii@abbnebraska.com 

Secretary 

Ron Hyde (Area 5) *2014 

PO Box 569, #1 Airport Rd. 

Kenedy, TX 78119 

Phone: 830-583-5930 

e-mail: ronhyde7@gmail.com 

Term 

Expires 

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PO Box 404, New Vernon, NJ 07976 

Phone: 908-295-8106 

e-mail: sherenl@att.net 

Cameron G. Brown (Area 4) 2013 

150 Riverside Rd., Rockford, IL 61114 

Phone: 815-490-6750 

Email: camsybil@gmail.com 

Tom Rosen (Area 7) *2014 

633 Rustic Ranch Ln. 

Lincoln, CA 95648 

Phone: 916-408-8666 

e-mail: tsrosen@pacbell.net 

John Annable, M.D. (Area 8) *2015 

20911 Earl St. #440 

Torrance, CA 90503 

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4815 Stamford Ct. 

Orlando, FL32826 

817-312-7464 

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1996 - 1997: Ron Vickrey 

1997 - 1998: Willis Hawkins* 

1998 - 1999: William C. Carter 

1999 - 2000: Tilden D. Richards 

2000 - 2001: Jon Roadfeldt 

2001 - 2002: Harold Bost 

2002 - 2003: Jack Threadgill 

2003 - 2004: Jack Hastings, MD 

2004 - 2006: Craig Bailey 

2006 - 2007: Jon Luy 

2007 - 2008: Arthur W. Brock 

2008 - 2009: Bill Stovall 

2009 - 2010: Ron Lessley 

2010: Stephen Blythe 

2010 - 2011: Lorne Sheren, MD 

* Deceased 

Complete Mobile 

Installation at YOUR Airport Location 

Over 4,000 Installations in 30 Years! 

2 Year Guarantee • Use Only FAA PMA Parts 

Call Today! (800) 835-4392 

Phone: (314) 406-1389 

Schedule dates see www.dbmods.com 

email: sales@dbmods.com 

15339 Batesville Ct. • Chesterfield, MO 63017 C.R.S. SH2R161L 



Classified Advertising 

NEW 

Classified Advertising Rates: Members 75¢/word; $5/month for Web placement. 

Non-members $1.25/word; $15/month for Web placement. 25 word minimum. 

Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8" 

by 2-7/8". Include a full color picture of your item along with up to 50 words. 

Format: Grouped initials count as one word. Telephone numbers and e-mail 

addresses count as two words. All other words count as one. 

Terms: Prepaid with order, no agency discounts. 

Closing Date: Must be received by 5th of month before placement. 

To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888, 

Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links 

at www.bonanza.org. 

Questions: If you have questions call 316-945-1700. 

AIRCRAFT FOR SALE, 

RENT, PARTNERSHIP 

DON’T MAKE AN EXPENSIVE MISTAKE! Call me for a Free 

Consultation on your purchase of a Bonanza or Baron before 

you Pre-Buy. Visit my web site at www.beechcraftbuyers.com. 

Or call 850-240-7243. 

Thinking of selling your Bonanza? Call me; I have buyers 

looking for good clean Bonanzas. BeechcraftBuyers.com. 

850-240-7243. 

1977 A36 Air Conditioned creampuff. 3320TT, 1470SFRM, 

680SPOH. GNS530/430. KFC200AP, HSI, flight director. Dual 

glideslopes. Backup vacuum. Stormscope. Rosen sunvisors. 

G&D window inserts. Many extras. Beautiful interior/exterior. 

SFBay Area. 415-680-6189; oaktree6189@yahoo.com. 

Beautiful 1972 V-35B, 2680TT, 470 SMOH by Victor Black 

Edition, King IFR, Stormscope, Century IV AP/FD, Heated Prop, 

Dual Pressure Pumps, Aux Generator, Many other options, Like 

new P&I, One owner since new. $89,900. 386-290-9000. 

’63 Bonanza P35. Very clean, always hangared, AZ, no damage. 

Mechanic pilot owned. Call for pictures and list extras and 

condition. $60. (928) 713-3943 Bob. 

Pristine 1989 A-36 AFTT 2485, SFREM 775,KFC150 AP, GTX-330 

w/traffic, EDM-700 6-Probe, JPI Fuel Flow, Hot Prop, 4/13 Annual, 

Complete Air Mod Interior and Sky Harbor Paint, Both Better Than 

New! $242,500. Dan Volin 815-451-2696; aerojetservices@aol.com. 

Bonanza for Sale. 1992 F33A – ABS Magazine “cover girl” 

August, 2007. Turbo-Normalized, TKS, IO-550. Lost medical. 

Located at KPWT (WA). Send email request for PowerPoint flyer 

with photos and details. jimposner@comcast.net. 

1952 Bonanza C35 6000TT 1000SMOH 350POH E185 Cygnet 

dual yoke, baron front seats, 1/4” tinted glass, speedslope. RMI 

HSI w/glideslope Bendix/King audio & Comm, Garmin GPS155XL 

& dig EGT. Will 602-345-0338, $20K. 

Beechcraft 95 Travel Air for sale 1958 BE-95. 875 SMOH left 

and right. Newer props with chrome spinners. This is a one of 

a kind Travel Air. Speed brakes. Ray Jay turbo-normalizing. 

Copilot instruments. Beautiful paint. HSI, Century III auto pilot, 

just out of annual. Beautiful aircraft. See pics/advertisement at 

Barnstormers.com. Cell 612-743-9268 and e-mail: wingsandwires@ 

yahoo.com. Price $59,995. 

1984 BARON 58P 1038 TT., 400 STOH, Moon Dust, Venetian 

Red, Sahara Tan, King radios, auto-pilot, altitude pre-select, 

color radar, yaw damper, radar altimeter, storm scope, $375,000. 

713-468-6684. 

1/3 Partnership A36 KDPA 1972 A36 Hangar DPA NDH 4400 

TTAF 1200 SMOH New Paint & Interior Full IFR Apollo GPS/Com, 

SS, April annual All ADS $40,000. Contact DuPageBonanza@ 

gmail.com. 

1969 Beautiful 69. Beechcraft A36 

4400 TT, IO-550 Conversion, 1300 since factory, 300 since 

TOP new cylinders and magnetos, D’Shannon 15 gallon tip 

tanks, total 104 gal, New Avionics panel and leather interior 

2009, Aspen Pro 1000, synthetic vision, Garmin 480 coupled 

to Stec 50 and Aspen, Garmin GTX 327, ModeS, Gear Advisory 

Warning system, Garmin 696 with chart view and XM weather 

data, JPI eng. miltonreskovich@hotmail.com. 

2002 Pristine Bonanza A-36 for sale , hangared, fresh annual, 

1400 TTAF, standard instrument package plus engine monitor, 

tip tanks – babied. All maintenance performed at SR Aviation 

in Georgetown, Bonanza specialists. Flies smooth as silk and is 

cross country machine with tip tanks. Georgetown TX (hangar 

available). Send me email and I will email pics. Thanks for your 

interest. Jeffrey L Minch minch2011@gmail.com; 512-656-1383 cell. 

1977 B 55 for sale. Owners business and recreation missions 

have changed. For more details please call and ask for Ed. 

205-807-5800. 

1979 V35B. TTSN 4575, 275SMOH, Mike Smith, Speed Mods, 

Top speed 184K cruise 178K. KFC 200 auto, Garmin 430, Good 

Avionics, Scimitar Prop. Always Hangared. Many extras, same 

owner 24 years. $129,000. Don Taft call 217-553-7705. 

Partnership: 1982 B36TC. Annual just completed by Windward 

Aviation caught up everything not handled on initial purchase. 

TTAF: 2900, 990 SMOH, 3 cyls < 200 hrs, 3 cyls new. Looks 8/7. 

530W, 430, KFC200, built-in O2, etc. Fantastic traveling machine. 

Based at KSUA, relocation, share pct, etc. negotiable. Lee 650- 

619-3446; clee_harris@hotmail.com. 

Beautiful 1975. V35B, N4581S, 3072TT, IFR, IO-520, 1395 SMOH, 

KFC200 AP/HSI, Collins Stack, KLN 89B, Stormscope, NDH, 

Always hangared, same owner last 20 Years, Arkansas $87,500. 

Call 501-450-6296; www.ottodental@yahoo.com. 

1979 F33A in Mint Condition. 248 hrs on Eng & 3 Bld Prop 

Western Skyways overhaul. D’Shannon Baffling, Century III w/ 

alt hold & App Coupling, Stby Elect Hor, GEM, Storm Scope, 

Shadin Digital Fuel Mgt, ICARUS AltAlert Sys, Gap seals, “Knots 

2 U” HID Pulse Light, Tanus Eng Heater, NDH, Always hangared. 

$146,500. Call Ben 702-369-4168, cell 425-269-4168. 



’64 S Bonanza. Very clean original airplane. 380 Reman, 4800+ 

TT, 3-blade McCauley, King Silver Crown. 2001 GPS, GAMIs, 

Clevelands, Oil Pre-heat, Strobe, Century I coupled. July annual 

completed. $74,950 OBO. 360-432-8292 (WA). egpilg@msn.com. 

1980 58 Baron. 9353TT 1425REM 90 new cylinders; JPI760 

KFC200 GNS430W/530W GTX330 GDL69 Radar A/C more. 

Beautiful throughout pics avail. Jim danceskater@cox.net; 

(918) 724-0218. 

1981 Factory Turbo’d A36TC 

Fast, Capable Arizona Plane 

Garmin MX20, GNS 480, GNC 250XL, GT 330, GMA 340, KFC 

200 w/yaw dampener, aux. inst. press, eng monitor, elect 

tach, fuel totalizer, eng monitor and much more! 3200TT, 

1330 SMOH Ram engine w/numerous mods. Contact 

N38082@aol.com for pictures & specs. 

1969 V35A. 2821 TT,1709 TSN, Century IV AP w/FD, HSI, dual GS, 

Collins Microline, dual yokes, 20 gal. tips, factory O2, Smith speed 

mods, Insight monitor, Rosen visors, intercom, gas towmotor, 

hangared. $75,000. Call 541-772-2009 or rlc@roguelaw.com. 

V35B Turbo TKS 1975. 3232TT, 1496SMOH, prop 384s NEW. 

Osborne tip tanks, TKS de-ice, standby air, STEC55, KX165, 

KX155, HSI, PMA7000MS, EDM700, Gamijectors. $149,000. Call 

509-972-2170 or visit www.N1156T.com. Contact e-mail: jan7743@ 

gmail.com. 

BEECH WANTED!!! All models, run-outs OK, needing P&I/Radio 

upgrades OK, fast discriminate transaction on your ramp 20 years 

experience/references. Jim 760-803-3093, avloc@yahoo.com. 

’77 Baron 58P. TTSN4582, SMOH-L470/R1170, PROPS-540SN, 

NDH. All logs, known ICE, IFR-GPS, AP/FD/YD, nice paint and 

int. Fresh annual, WY. 307-850-4816. 

INSTRUCTION 

1st Flight across the North Atlantic? Need help with 

insurance? Would you like to fly over & then visit the Duxford 

Air Museum? Hastings? The Normandy Beaches with a pilot 

who knows the territory?? Email: Captainedc@aol.com or 

www.flythepond.com. 

Southwest Beechcraft Instructor: All models. Available in 

Las Vegas, Phoenix, Flagstaff, and all surrounding airports – 

will travel. Initial and recurrent training, flight reviews, IPCs, 

insurance checkouts, additional ratings, and assistance with 

sales/purchases. BE-58/F33A owner. CFI/CFII/MEI with ATP, 

call Troy Dixon (602) 628-2314; TroyJasonDixon@yahoo.com. 

New ABS Credit Card Designs! 

ABS is pleased to introduce an updated look for our great American Bonanza 

Society credit card program. Our partner INTRUST Bank has rolled out two 

outstanding design choices – both featuring great planes and our ABS logo. 

If you currently carry our ABS Platinum Visa ® and would like to switch to one 

of the new designs, simply call INTRUST Bank at 800-222-7458, Monday 

through Friday, 7 a.m. to 8 p.m., or Saturday, 8 a.m. to 6 p.m. Central Time. 

They will be happy to make the switch for you. Your account number remains 

the same. If you do not call, you will receive the “3-planes” design when 

your current card expires. 

Did You Know? 

With your ABS Platinum Visa ® you receive valuable discounts 

through Beechcraft Parts! In addition, the card strengthens the 

Society’s mission of promoting aviation safety and camaraderie 

among Bonanza, Debonair, Baron, and Travel Air operators. 

Don’t Have a Card? 

What are you waiting for? Your ABS Visa ® comes with a low 

APR, no annual fee, and a free rewards program. With INTRUST 

Rewards you earn cash back with every purchase. Or, you may 

choose to redeem your rewards points for gift cards, travel, 

or merchandise. 

Don’t delay! Apply for your ABS card today at intrustbank.com/abs, or call 800-222-7458. 



Beechcraft Instructor, Southern California. All models 

of Bonanza and Baron. Your SoCal, experienced Beechcraft 

training specialist. Dan Ramirez 949-429-8273 or 909-262-7737 

or Danv35@aol.com. 

Baron Instruction – Tennessee based (will travel) Stephen 

Hammers, CFI, CFII, MEI, ATP – 20+ yrs. Exp. Baron E55 Owner, 

Initial and Recurrent Training, Instrument Competency Check 

and Insurance Checkout. See www.AVSaircraft.com for more 

information. 615-479-7195. 

Bonanza, Baron, and P-Baron Instruction – Gold Seal and 

Master CFI. Insurance approved P-Baron initial and recurrent 

training, Garmin and G-1000 instruction, insurance check-outs, 

instrument and ME ratings, assistance with purchases. Gerry 

Parker, 713-826-6663 (TX); gparker@pmkc.com. 

Bonanza Instructor – all models. North Central Florida – 

will travel. Initial and recurrent training, IPC’s, flight reviews, 

insurance check outs. BPT instructor. Buck Williams, ATP CFII 

MEI. 352-222-0873. www.masterwingsLLC.com/HMW. 

P-Baron, Baron, Bonanza; initial, recurrent training, insurance 

approved, nationwide; systems, operational considerations, 

mishap review, FAR review, advanced avionics. I come to you, 

E55 owner. 25+ years aviation training experience. Dave Garvey 

925-212-3274; dgarvey@flyatm.com. 

EQUIPMENT, PARTS, SERVICE 

SEAT ADJUSTER BROKEN? We repair Roton, Hydrolok, and 

Beech. We overhaul shimmy dampers. Exchanges available. 

Call Jerry @ 810-300-1140. 

For Sale – One of a Kind 1982 V35B – $180,000 

Thirty-Fifth Anniversary Bonanza. Serial #D10397 – only 

six made after this one! Excellent condition! 3442TT, new 

factory rebuilt 550B, and new McCauly 3-blade prop. 

Garmin 530W. King 200 flight director auto pilot with yaw 

damper. Many extras! Owner of this airplane since 1987. 

For more information, contact Ray at (936) 273-4782 or 

ray@raymondfhoffman.com. (07/12) 

Original Beechcraft. Three points Bonanza/Baron hydraulic 

jack re-condition to like new. Best Offer 386-290-9000. 

2007 Bonanza G36/A36. Wingtips and lights with model 

9007904 Whelen, power module for lights $2000 OBO. (309) 

645-9774 or evolti90@yahoo.com. 

TWO complete sets of vertical style gauges. One set was 

operational when removed in 1992 but cannot guarantee working 

condition. Two face plates and one installation rack. Can 

send pictures. 225-773-8070. $400 OBO. 

$1370 $1785 

Made in USA 

Phone: (954) 966-7329 FAX: (954) 966-3584 

5614 SW 25 St., Hollywood, FL 33023 

web: www.survivalproductsinc.com 

email: sales@survivalproductsinc.com 


Wing Tips for 92 F-33A. Strobes, running 

lights and lens. Excellent Condition. $1200 

set OBO. www.fly-boy24@cox.net for 

pictures. 714-944-8402. 

Bonanza Cowls, Nose Bowl, 3Blade 

McCauley. Completed F33 conversion. 

Now selling No Damage History components. 

Engine Cowl with BDS Baffle Kit, 

Nose Bowl, McCauley 3Blade and Spinner 

Model406-C, 12 Champion Fine Wires, 

Exhaust and mufflers. $7,500. (214) 356-2717. 

Wing Tips for 84 A-36. With strobes, 

lights and lens. Excellent conditions. 

$1200. Email: wbbrucemd@yahoo.com 

for pictures. 570-768-9306. 

58P Baron Engine for Sale from a 1980 

P58 Baron TSIO520WB3B has 790 hours 

since overhaul by Western Skyways. 90 

Hours since NEW cylinders. Just finished 

teardown inspection, ready to go. Located 

at John Wayne Airport, Santa Ana, CA. 

Call for price: (760) 250-9445 Dennis. 

Aero Surfaces is lowering its labor rate to 

offset the increasing cost of rebuild parts. 

Call us at Ruddervator City for a quote, or 

visit our site. AeroSurfacesLLC.com FAA 

Repair Station OG3R735L. 530-893-5416; 

email aerosurfaces@chico.com. 

Wing Tips. 1970 V35B Includes Strobes 

Lights Lens. $600. 949-433-3330. 

Avionics for Sale. KING KX 155 NAV/ 

COM ($1,500). King KR86 ADF ($150). 

Apollo GX55 (moving map gps) with 

antenna and manual ($1,500). GPS 

Engineering Corp PM 3000 Intercom with 

music port ($150). King KMA 24 panel 

($350). All tagged. All to be sold in one 

lot or separate. Phil Stuffco 780-940-5327; 

philstuffco@shaw.ca. 

FLIGHT CONTROLS. We re-skin Elevator 

Flaps and Ailerons for 33 to King Air 

300. All flight Control are built in a Fixture 

by FAA Cert Technicians. Call Davis 

Martin Structures DBA Control Center 

LLC 405-401-7757. 

Spar Mod. Kit Installation Bonanza/ 

Baron. Calkins Aero Service, Inc. – 

Houston, TX. 281-579-6674, caero@ 

sbcglobal.net. 

Garmin 496 system for sale – GXM 

30A & low profile antennas, auto/yoke/ 

friction mounts, all adapters/cables, 12v 

auto cable w/speaker, guides, etc. Still in 

original box. Looks like new – pictures 

available by request. $1200 + shipping. 513- 

477-7383. Contact: larrybennell@aol.com. 

1991 F33A McCaulley three blade prop 

with spinner, 1250 snew 250smoh. $4000. 

316-648-0132. 

Custom Magneto Repairs. Crossfire 

Magneto Service: overhaul, testing, and 

forensics. Huge inventory of new and 

used parts. Fast turn times, exchange 

available. We only use OEM parts! 

Exceptional performance, dependable 

service. Crossfire Magneto Service, 5293 

Gulfstream Ct., Loveland, CO 80538. Paul 

Brevard 970-672-6505; pbrevard@msn. 

com; crossfiremagneto.com. The Hottest 

Magneto You’ll Ever Fly! 

Mike’s Upholstery: Custom interiors, 

singles-light twins. FAA certified. Same 

location since 1968. North Omaha 

Airport (3NO), Omaha, NE. Mike Roney 

402-572-8788. 

Aluminum Baron Elevators. Reskin 

your Baron Elevators in “Aluminum.” 

Travel Air D and E models, all 55, 56, 58 

(to include TC and P models). Exchange 

available, no more corrosion problems, 

“replace one elevator at a time.” Available 

at SRS and other trusted Beechcraft 

Flight control overhaul facilities. FAA 

CRS #U5LRO68X, FAA/PMA. www.srs 

aviation.com. Toll free 877-364-8003. 

CUSTOM GPS MOUNTS 

MODELS FOR MOST BEECHCRAFT 

Models for 

Bonanzas & Barons 

from $149 

• Fits Single and Dual Yokes 

• CNC Billet Aluminum Quality 

• Easy to Fit 

• No Modifications to Your Aircraft 

Angerole, Inc. • Charlottesville, VA 

434-466-3872 

www.angerole.com 

BENDIX/KING AUTOPILOTS 

Service, Parts, Loaners, 

Troubleshooting by Phone 

Kings Avionics is a specialist in your autopilot system. 

We offer customized repair and overhaul of KFC 150 

and KFC 200 autopilot systems including flight director 

indicator and KCS 55A HSI system. We also offer 

repair services for Bendix/King Nav/Com, DME, 

and Transponder. Please call Kings Avionics, Inc. in 

Olathe, Kansas or Salt Lake City, Utah and we will 

assist you in troubleshooting your aircraft. 

237 North 2370 West, Salt Lake City, UT 84116 • 801.539.8412 • www.kingavionics.com • scheduling@kingsavionics.com 

280 Gardner Drive, Ste #3, New Century, KS 66031 • 913.829.4606 • www.kingsavionics.net • service@kingsavionics.net 


Flight Controls Re-Skinned. We reskin 

Elevators Flaps and Ailerons 33 to 

King Air 300. All flight controls are built 

in fixtures by experienced craftsman. 

FAA Cert. Repair Station U5LRO68X. 

Call SRS Aviation Toll Free 877-364-8003; 

www.srsaviation.com. 

Engine Upgrade? STC’d IO-550-B Engine 

Conversions for S35, V35, V35A, V35B, 

C33A, E33A, E33C, F33A, F33C, G33, 36, 

and A36 Bonanzas. IO-470C or IO470-N 

Engine Conversions for A35 thru G35 

Bonanzas & 33 thru F33. Other Mods, 

shoulder harness assemblies, instrument 

panel conversions, SS battery boxes, seat 

conversions. All Bonanza Mods. Hammock 

Aviation Services, Inc. 972-875-4279. 

Ennis,TX. www.hammockaviation.com. 

Exhaust System Repairs. Mufflers – 

Flame cones installed, end plate ass’y, 

etc. Exhaust Manifolds – Ball end, flanges, 

patch work. Tailpipes – ends repaired. Call 

Custom Aircraft Parts at 800-561-1901 or 

619-561-5757. Ship to 14374 Olde Hwy. 80, 

El Cajon, CA 92021. Visit our website at: 

www.customaircraft.com. 

Elevators, 33 thru Baron. FAA-approved 

repair station #209-53. Biggs Aircraft. 405- 

258-2965; Fax 405-258-3016. 

Bonanza Inspections, maintenance, 

and repair. Quality service with reasonable 

prices. Owner assists available. 

Dynamic Propeller Balancing. Bonanza 

owner with 25+ years experience. Brian 

Stout, A&P, IA. Flying S Aviation. RHV, 

San Jose, CA. 408-258-9462. 

RIGGING TOOL RENTAL. Increase 

safety, performance, and control with 

ABS rigging tools $100 plus two-way 

shipping for 12-day rental. Available tools 

are an Aileron travel board and one each 

Ruddervator (D-1 through D-2680) and 

Ruddervator (D-2681 and after) travel 

boards. RESERVE AHEAD for your 

inspection/repair. ABS HQ 316-945-1700. 

Cover-Ups by Denise. Expanded vinyl 

gear & flap actuator covers for Bonanzas 

and Barons. Uplock cover – $38. Retract 

rod cover – $40. Steering rod cover – 

$20. Wing Flap actuator cover set – $47. 

NEW!! Chamois main gear cover set – $69. 

Charge for shipping and handling. Call 

or fax Denise at 321-725-9226. 

Wanted: Dual control yokes, single 

control yoke, handle, or any parts to 

them laying in your hangar. Have some 

avionics, may trade. Call 580-431-2333; 

email: airmech@sctelcom.net. 

BARON A/C STC KITS FOR SALE! 

Cool Air approved for 55 thru 58TC 

series Barons. Total electric, remote 

mounted. Capable of ground cooling, 

light weight R134 certified. Call Gary 

Gadberry at Aircenter, Inc. 423-893- 

5444 (TN) or email aircntr@aol.com. 

www.aircenterinc.com. 

Dual & Single Control Yokes large 

handles, trim knobs, all misc. parts for 

control yokes, exchange your faded 

& cracked handles for our like new 

refinished ones. Exchange singles for dual 

& vice versa. Call for quote, we buy any 

duals, singles or any parts. Air Mech, Inc., 

580-431-2333; email: airmech@sctelcom. 

net. For 20 years: Being your best source 

for affordable yokes is our specialty. 

Flight Controls for all Beechcraft thru 

King Air 300 rebuilt by FAA approved 

repair station #YYSR526L w/25 years 

experience, painting & balancing done in 

house. Stebbins Aviation, Inc. 442 Downes 

Terr., Louisville, KY 40214; 800-852-8155; 

502-368-1414. 

WING TIPS for 1967 V35 and 2000 

A36, strobes, lights & lens. EXCELLENT 

CONDITION. $1,000 each set OBO. Bill 

201-230-4757. 

The right tools for the job 

wingbolt wrenches • made in the USA 

m Bonanza through the King Air Series of aircraft. 

m These wrenches are used to inspect and replace as 

required the wing attach bolts on Beechcraft Aircraft. 

m Available for purchase or rental. 

m Lifetime Warranty. 

m See website for additional information. 

Ryan Machine • 9608 Taxiway Dr. • Granbury, TX 76049 

email: info@RyanMachine.net 

www.ryanmachine.net 

817•573•2786 


Fuel Gauge Printed Circuit Modules 

Rebuilt F33, V35, A36 Bonanza and 

Barons. Guaranteed. Replaced if defective. 

$490 ea. Exchange. Send old unit 

or call: Birks Aviation Products, 3520 W 

Saymore Lane, Peoria, IL 61615; 309-686- 

0614; email: jbirks2@att.net. 

Seat Specialists. Seat recline cylinders 

repaired, seat repair, seat replacement 

parts. Call Chuck at AvFab (660) 885-8317 

or chuck@avfab.com. 

Tables, new and used available. 

Contact Chuck 660-885-8317 or chuck@ 

avfab.com. 

Bonanza Parts – Specializing in 35 

and 36 Bonanzas. We dismantle many 

Bonanzas for parts! A thru P, M thru 

V35A-B, A36, B36, Debonair, A-F33. 

Email bonanzaparts@gmail.com or call 

requests to 530-661-1696. Visit our web 

page, www.bonanzaparts.biz. 

Dual Yoke Rental. Baron/Bonanza. 

$300 plus shipping for first two months, 

$125/mo thereafter. Steve Weaver 843- 

475-6868.(WV). 


REAL ESTATE & GETAWAYS 

SPRUCE CREEK FLY-IN REALTY – 

RESIDENTIAL AIRPARK, www.fly-in.com. 

Daytona Beach, Florida. ABS Sponsor, 

members. Home of over 60 Bonanza’s and 

Baron’s. Gated Country Club Community 

with its own Airport, 4000' paved runway 

x 180' wide, 5/23. Private GPS approach. 

(7FL6). Taxiway Homes from $540,000, 

condo’s from $130,000. Golf/Nature 

Homes from $180,000. Lenny Ohlsson, 

Broker, SPRUCE CREEK FLY-IN REALTY, 

800-932-4437; e-mail: sales@fly-in.com. 

Cape Cod MA. Plan you vacation to Cape 

Cod now. The Inn on Onset Bay is 30 

minutes from KPYM. www.innononset 

bay.net; reservations@innononsetbay.net; 

508-295-1126. 

Threshold Ranch Residential Air park 

Brief description: Premium Texas residential 

airpark in NW San Antonio/Boerne area. 

Large 3/4 to 1 acre lots starting in the 80s. 

Gated, City water, underground electric/ 

gas, curbed streets, paved backyard 

taxiways. IFR full service airport (5C1). 

Thresholdranch.com. Kevin Best 210-260- 

5111. Contact e-mail: kafleming@mac.com. 

RIVER RANCH, LAKE PLACID, NY, 

famous elegant premier property used 

for VIP 1980 Olympic parties. 300 acres, 10 

miles groomed trails; 6 bedrooms, sleeps 

12- Two bedroom wings, with separate 

living room suite and entrance – ideal 

for two families. www.adkbyowner.com/ 

listings/VR7805.html. Phone: 203-340-2330. 

WANTED 

SHARE HANGAR SPACE at Boeing 

Field WANTED: Aircraft to share private 

hangar space at Boeing Field, Seattle 

Washington. The hangar is heated, 60' 

x 60' has an office and private restroom, 

will share with owner’s Bonanza, please 

call 206-999-7679. 

MISC 

Motivated Salesman Looking For 

New Opportunity 10+ Years of High 

End Sales Experience. Commercial Pilot. 

Core Values: Honesty, Integrity, Safety. 

Bachelor of Science Degree in Aviation, 

Marketing and Communications. Current 

Bonanza Owner and ABS Member. For 

more information, please visit www. 

jimbrennan.info Thank you, Jim Brennan 

206-422-2091. 

ABS Store Merchandise 

ABS ‘BRAND’ NEW ATTIRE 

Sweatshirt – Black or Grey $32.00 

Men’s Vests $60.00 

Women’s Vests $53.00 

Men’s Wind Vests – Black or Khaki $38.00 

Men’s Polo – Black, White or Red $32.00 

Women’s Polo – Black or White $32.00 

White Logo Tshirt $10.00 

LS Black Logo Tshirt $18.00 

Grey Logo Tshirt/Red Logo T $12.00 

SS Red Striped shirt $46.00 

Blue Oxford Shirt $45.00 

Charcoal Striped L/S Shirt $52.00 

Black VNeck Sweater $38.00 

Grey LS Crewneck/Red SS $24.00 

Black/Grey Coat S-XL $64.00 

Black/Grey Coat 2XL $70.00 

Lightweight Grey/Red Jacket $53.00 

Heavyweight Black Coat $79.00 

White or Black logo caps $17.00 

DVDs 

BPPP Highlights 4500 $59.50 

Instrument Flying #s 4600 $48.50 

Owner Performed Maint 4501 $31.25 

Pre-flight Inspection 4502 $10.00 

Service Clinic Highlite (old) 4503 $31.25 

Service Clinic 2006 Convention DVD5 $40.00 

Those Who Won’t …. DVD7 $25.00 

Wings in Focus $40.00 

ABS MEMORABILIA 

Auto Tag Holders $ 2.50 

Binders – Navy or Burgandy 3000 $ 9.00 

Checklists – Bonanza 3030 $15.00 

Checklists – Barons 3031 $17.00 

Checklists – Travel Air 3032 $17.00 

Emergency Sub Pilot 3034 $15.00 

Mountain Flying $15.00 

Surviving 1st 24 Hrs 3033 $15.00 

Child’s Logbook 3140 $ 2.50 

Keychain-Pewter 3135 $ 6.00 

Personalized Mousepad $15.00 

Personalized Mug $20.00 

Pewter Ornaments 3200 $ 7.50 

PowerWheel $34.95 

Zipper Pulls – Pewter $ 6.00 

JEWELRY 

Earrings – Detailed 8100 $ 6.50 

Earrings – Gold Loops 8110 $10.00 

Silver Earrings – side $20.00 

Silver Earrings – 3D $20.00 

Gold-filled Necklace Vtail $15.00 

Silver Necklaces – side $15.00 

Silver Necklaces – 3D $15.00 

Pin – Contemp Design 8007 $ 5.00 

Pin – Low wing Crystal 8002 $ 7.00 

Tie Tac 8050 $ 6.00 

Women Fly pins $ 4.00 

The Barnstormer and the Lady by Dennis Farney 

The story of Aviation 

Hardback 

Legends Walter and Olive 

230 pages 

Ann Beech, the remarkable 

couple whose careers 

spanned virtually the entire 

history of American aviation. 

How they founded the 

Beech Aircraft Corporation 

in the Great Depression and 

met the giants of aviation 

– Amelia Earhart, Charles 

Lindbergh and more. 

ABS LIBRARY 

Beechcraft Twin 4000 $24.95 

Colvin’s Clinic L2 $39.95 

Flight Control Manual L10 $45.00 

Flying High Perform 4010 $38.50 

Flying Beech Bonanza 4015 $38.50 

Flying Stories* FS $50.00 

From Travel Air to Bon 4020 $39.95 

E-Series Bonanzas – Gage* L7 $30.00 

IFR: A Structured Approach E3 $34.95 

Instrument Flying Update E4 $36.95 

Landing Gear Repair Guide L9 $25.00 

The Immortal Twin Beech 4030 $39.95 

The Lady and the Barnstormer 164 $29.95 

They Called Me Mr. Bonanza 4035 $39.95 

Those Incomparable Bonanzas 4040 $39.95 

ABS REFERENCE LIBRARY 

DVD edition 7 DISC $35.00 

DVD ed 7 exchange DISC $35.00 

*All proceeds to ABS-ASF. 

Order Today: 


316-945-1700 

FAX: 316-945-1710 

VISIT OUR ONLINE STORE 

FOR AVAILABILITY AND 

DESCRIPTIONS 


w 

Additional details are available 

at www.bonanza.org, under News & Events. 

More extensive coverage of “regional” fly-ins can 

be found on their websites (see web addresses below). 

ABS Events for 2013 

Please post all your events on the ABS website www.bonanza.org. 

May 16-19 

ABS/ASF Service Clinic at Honeycutt Aviation – Marysville, CA (MYV) 

3rd Annual ABS Fly-In, Savannah, GA. See page 2. 

MAY 31 – JUNE 2 

ABS Maintenance Academy at Edmonds Aircraft Service, Newport, NH (2B3) 

JUNE 8 

BPPP LIVE at Camarillo, CA (CMA) 

June 9 

ABS Flight Instructor Academy LIVE at Camarillo, CA (CMA) 

JULY 29 - AUGUST 4 

ABS at AirVenture – Oshkosh, WI (OSH) 

AUGUST 8-11 

ABS/ASF Service Clinic at SpanaFlight, Puyallup, WA (PLU) 

AUGUST 22-25 

ABS/ASF Service Clinic at Edmonds Aircraft – Newport, NH (2B3) 

September 12-15 

ABS/ASF Service Clinic at Aero Kinetics Aircraft – Denton, TX (DTO) 

September 20-22 

ABS Maintenance Academy at Waypoint Aviation, Riverside, CA (RAL) 

October 9-12 

ABS Convention at AOPA Summit – Fort Worth, TX 

October 16-20 

Beech Party: 40th Anniversary of the Beechcraft Heritage Museum (THA) 

OCTOBER 31 – NOVEMBER 3 

ABS/ASF Service Clinic at Cruiseair Aviation – Ramona, CA 

Regional & International Societies 

Visit these websites for more information. 

Australian Bonanza Society • www.abs.org.au 

Brazilian Bonanza Society • www.bonanzaclube.com 

European Bonanza Society • www.beech-bonanza.org 

Midwest Bonanza Society • www.midwestbonanza.org 

North East Bonanza Group • www.northeastbonanzagroup.com 

Northwest Bonanza Society • www.nwbonanza.org 

Rocky Mountain Bonanza Society • www.rmbonanza.org 

Pacific Bonanza Society • www.pacificbonanza.org 

Southeastern Bonanza Society • www.sebs.org 

Southwest Bonanza Society • www.southwestbonanza.com 

79


Display Advertising Index 

Display Advertising Director: John Shoemaker 

2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684 

Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 

E-mail: johns@villagepress.com 

NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions 

of advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS. 

Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or 

imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations. 

ABS exists to promote aviation safety 

and flying enjoyment through education and 

information-sharing among owners and 

operators of Bonanzas, Barons, Debonairs 

and Travel Airs throughout the world. 


1922 Midfield Road, P.O. Box 12888 

Wichita, KS 67277 

Tel: 316-945-1700 • Fax 316-945-1710 

e-mail: absmail@bonanza.org 

Office Hours: 

Monday thru Friday; 8:30 am – 5:00 pm 

(Central Time) 

ABS Executive Director 

J. Whitney Hickman, whit@bonanza.org 

ABS-ASF Executive Director 

Thomas P. Turner, asf@bonanza.org 

Technical Questions 

absmail@bonanza.org or 316-945-1700 

BPPP Questions 

lisa@bonanza.org or 316-945-1700 

Membership 

audrey@bonanza.org 

Convention 

absevents@bonanza.org 

ABS Store 

www.bonanza.org or 316-945-1700 

Membership Services 

Monthly ABS Magazine • ABS Technical 

Advisors • Beechcraft Pilot Proficiency 

Program • Aircraft Service Clinics • Air 

Safety Foundation Research • Annual 

Convention • Affiliated Aircraft Insurance 

with Falcon Insurance • Members-only 

Website Section • Regulatory & Industry 

Representation • ABS Platinum Visa ® 

(with Beechcraft Parts Discounts) • 

Educational Books, Videos & Logo 

Merchandise • Tool Rental Program • 

The ABS Flyer a monthly e-newsletter 

• Professionally Staffed Headquarters 

ABS Store ........................65, 78 

ABS Life Membership .................. 69 

Aero Technologies LLC ................. 46 

Aero-Tow LLC ....................... 76 

Aero/Mechanical Technologies ........... 50 

Air Mod ............................ 2 4 

Air Salvage of Dallas ................... 68 

Air-Parts of Lock Haven ................ 4 7 

Aircraft Door Seals, LLC ................ 4 4 

Aircraft Engineering Inc. ................ 3 4 

Aircraft Insurance Agency by Duncan ...... 4 4 

Aircraft Specialties Services ............. 39 

Aircraft Spruce & Specialty Company ...... 33 

Airwolf Filter Corporation. . . . . . . . . . . . . . . . 55 

Alpha Aviation Inc. .................... 37 

Angerole ..........................26, 76 

Arrell Aircraft Sales Inc. ................. 67 

Aspen Avionics ....................... 57 

Aviation Design ....................... 43 

Aviation Research Systems, Inc. .......... 29 

Avidyne Corporation ................... 27 

Avstar Aircraft of Washington ............ 33 

Avstat Aviation Inc. .................... 62 

B & C Specialty Products Inc. ............ 71 

BAS Inc. ............................ 79 

Beaver Air Services .................... 56 

Beechcraft .......................... 9 

Biggs Aircraft ........................ 60 

Bonanza/Baron Pilot Training ............ 31 

Bruce’s Custom Covers ................ 30 

Carolina Aircraft Inc. ................... 26 

Cincinnati Avionics .................... 75 

Continental Motors .................... 10 

Cruiseair Aviation Inc. .................. 25 

Cygnet Aerospace Corp. ............... 25 

D’Shannon Aviation ................... 51 

DBM ............................... 71 

Delome ............................. 19 

Dürr Technik ......................... 30 

Eagle Fuel Cells ...................... 38 

Exxel Avionics ........................ 51 

Falcon Insurance Agency ... Inside Front Cover 

Flight-Resource, LLC .................. 3 4 

Floats & Fuel Cells .................... 46 

Flying Colors Aviation .................. 55 

G & D Aero Products, Inc. ............... 57 

General Aviation Modifications Inc. ........ 61 

George Baker Aviation ................. 51 

Great Lakes Aero Products Inc. .......... 31 

Hampton Aviation ..................... 15 

Hartwig Aircraft Fuel Cell Repair .......... 1 4 

Hartzell Propeller Inc. .................. 23 

Herber Aircraft Service Inc .............. 8 

Insight Avionics, Inc ....... Inside Back Cover 

InTrust ............................. 7 4 

J. L. Osborne Inc. ..................... 13 

J. P. Instruments Inc. .................. 21 

Kalamazoo Aircraft Inc. ................. 11 

Kings Avionics Inc. – KS ................ 62 

Kings Avionics Inc. – UT ................ 76 

Knisley Welding Inc .................... 6 4 

Knots 2U Ltd. ........................ 18 

Lighthawk ........................... 6 4 

Lincoln Skyways Inc. .................. 47 

M-20 Products ....................... 67 

Main Turbo Systems, Inc. ............... 4 3 

McFarlane Aviation .................... 75 

Mena Aircraft Engines, Inc. .............. 57 

Microaerodynamics Inc. ................ 26 

Mountain Aero LLC .................... 39 

Mountain View Aviation ................. 63 

Murmer Aircraft Services ................ 61 

National Airparts Inc. .................. 50 

Niagara Air Parts Inc. .................. 59 

Oilamatic Inc ......................... 20 

P2 Inc .............................. 6 4 

Parts Exchange ...................... 68 

Penn Avionics ........................ 12 

Performance Aero Inc ............... 40-41 

Performance Aircraft Parts Inc. ........... 38 

Pilots N Paws ........................ 4 6 

planecover.com ...................... 67 

Plane Power Ltd ...................... 7 

Poplar Grove Airmotive Inc .............. 68 

Precision Avionics ..................... 38 

Precision Engines, LLC ................. 37 

Precision Propeller Service Inc. ........... 60 

Ram Aircraft LTD Partnership ..... Back Cover 

Rocky Mountain Propellers Inc.. . . . . . . . . . . 67 

Ryan Machine ....................... 77 

Select Airparts ....................... 25 

Sky-Tec Flyweight Starters ............ 7 

SoundEx Products .................... 79 

SRS ............................... 31 

Sundance Flying Club .................. 2 4 

Superior Air Parts Inc. .................. 35 

Survival Products Inc. .................. 75 

Tornado Alley Turbo Inc. ................ 77 

Vac-Veterans Airlift Command ........... 72 

Waypoint Aviation ..................... 55 

WildBlue LLC ........................ 20 

Windward Aviation .................... 59 

Zeftronics ........................... 77

page 45 - American Bonanza Society

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