BONANZA SOCIET Y - American Bonanza Society
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
APRIL 2021 • V O L U M E T W E N T Y- O N E • NUMBER 4
AMERICAN
BONANZA
SOCIET Y
T h e O f f i c i a l P u b l i c a t i o n f o r B o n a n z a , D e b o n a i r, B a r o n & Tr a v e l A i r O p e r a t o r s a n d E n t h u s i a s t s
Supporting ABS…
Supporting YOU
“I’ve been a member of the American Bonanza Society for over 25 years,
and served on the ABS Board of Directors for six years. I support ABS
because of all it does for the Beechcraft community. Falcon Insurance
Agency provides me with outstanding representation for my aircraft
insurance requirements. Additionally, no other insurance supplier goes
that extra mile to support the ABS. We all have many choices in aviation
insurance providers, but because of the many benefits made possible by
for single engine aircraft – to major airports – and everything in between this generous support, I choose Falcon Insurance as my insurance partner.”
Paul Damiano
past ABS President
If you’d like to learn how Falcon Insurance can help you,
Falcon Insurance Agency please call 1-800-259-4ABS, or visit http:/falcon.villagepress
is the Insurance Program Manager
for the ABS Insurance Program .com/promo/signup to obtain your free quote. When you do,
we’ll make a $5 donation to ABS’ Air Safety Foundation.
Falcon
2 Insurance Agency • P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com • Phone: 1-800-259-4227
AMERICAN BONANZ A SOCIE T Y A pr il 2021
CONTENTS April 2021
AmericAn
BonAnzA
Society
A pril 2021 • Volume 21 • Number 4
2 President's Comments: Missed Opportunity
By Paul Lilly
ABS Executive Director
J. Whitney Hickman 4 Operations
ABS-ASF Executive Director & Editor By J. Whitney Hickman and Thomas P. Turner
Thomas P. Turner
Associate Editor
George Brown
Managing Editor
Jillian LaCross
Technical Review Committee
Tom Rosen, Stuart Spindel, Bob Butt,
OWNERSHIP/MAINTENANCE
and the ABS Technical Advisors
Graphic Design
12 Beechcraft of the Month:
Rachel Coon Best of the Old, Best of the New
Printer 1961 N35 N1389Z (D-6814)
Village Press, Traverse City, Michigan By Ron and Catherine Bindas
American Bonanza Society magazine (ISSN 1538-
9960) is published monthly by the American Bonanza
Society (ABS), 3595 N Webb Rd Ste 200, Wichita,
20 Fuel Selector: You Never Know
KS 67226-8192. The price of a yearly subscription What You Will Find
is included in the annual dues of Society members.
Periodicals postage paid at Wichita, Kansas, and at
By Craig Bailey
additional mailing offices.
No part of this publication may be reprinted 22 Keeping up with the Pack:
or duplicated without the written permission of the
Executive Director. Remedies for Poor Aircraft
The Society and Publisher cannot accept Performance
responsibility for the correctness or accuracy
of the matters printed herein or for any opinions By Geary Keilman
expressed. Opinions of the Editor or contributors do
not necessarily represent the position of the Society.
Articles or other materials by and about organizations
48 My Engine Failure
other than ABS are printed in the American Bonanza By John Renquist
Society magazine as a courtesy and member service.
Except as expressly stated, their appearance in this
magazine does not constitute an endorsement 53 Insurance: Members
by ABS of the products, services or events of Have Questions
such organization. Publisher reserves the right
to reject any material submitted for publication. By Barry Dowlen
Membership Dues:
• One Year Domestic (US/Canada/Mexico) – $85 (USD) 62 Control Cable AD Follow-Up
DEPARTMENTS
• Two Year Domestic (US/Canada/Mexico) – $150 (USD)
• Three Year Domestic (US/Canada/Mexico) – $200 (USD)
By W Tim Miller 10 Welcome New Members
• Digital One Year (US/International) – $85 (USD)
• Digital Two Year (US/International) – $150 (USD) 30 Member News
• Digital Three Year (US/International) – $200 (USD)
• One Year International - $125 (USD)
• Two Year International– $230 (USD)
FLYING 46 GA News
• Three Year International– $320 (USD) 18 Angel Flight in a Bonanza 51 ABS Aviators
• Additional Family Members – $45 each
• Life membership – $1400 By Greg Falkenthal
Contact ABS Headquarters for details.
51 Surly Bonds
24 BPPP: The Magic of GPSS
Postmaster: Send address changes to 51 Life Membership
American Bonanza Society magazine, By Kevin Crozier
3595 N. Webb Road Suite 200,
52 Beechcraft History
Wichita, KS 67226-8192. © Copyright 2019. 32 Baron and Travel Air:
Send Articles/Letters To: American Bonanza Society Firewall Forward Flexible 66 Tech Tips
Magazine Publication Office, 3595 N. Webb Road Suite
200, Wichita, KS 67226-8192, Tel: 316-945-1700, Fax: Hose Installation
316-945-1710, E-mail: info@bonanza.org, Website: By George Brown 71 New ABS Technical Advisor
http://www.bonanza.org. Please note: Copy & photos
submitted for publication become the property of the 36 48 Compleat 72 New BPPP Instructor
Society and shall not be returned. Articles submitted
with pictures receive publication preference. By L. Dennis Shapiro 74 Classified Ads
56 Command Pilot: Can You Feel It? 78 ABS Board
The American Bonanza Society serves Beechcraft
enthusiasts by sharing valuable safety, technical, and By Thomas P. Turner
educational resources, and by promoting interaction 79 Event Calendar
among and advocacy on behalf of its members.
60 Who’s Flying the Airplane?
By Mathew J. Schaub 80 Display Advertising Index
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 1
PRESIDENT'S COMMENTS
AmericAn
BonAnzA
Society
By Paul Lilly
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.
www.bonanza.org
Missed Opportunity
3595 N Webb Rd Ste 200,
Wichita, KS 67226-8192
Tel: 316-945-1700 • Fax 316-945-1710
L
e-mail: info@bonanza.org
Office Hours:
Monday thru Friday; 8:30 am – 5:00 pm ikely we have all looked back, and wish we would have acted on an
(Central Time) opportunity but had, at the time, procrastinated until the opportunity was
ABS Executive Director no longer there.
J. Whitney Hickman, whit@bonanza.org
ABS-ASF Executive Director I have shared my passion of flying with many people over the years, and many have
Thomas P. Turner, asf@bonanza.org shared theirs with me. I can’t remember them all, but what I can remember clearly is
one opportunity to share that never happened.
Technical Questions
Several years ago, I had a hangar at Martin State Airport (KMTN) near Baltimore,
info@bonanza.org or 316-945-1700
Maryland, to house an RV9 I had recently built. The hangar was located in an area
BPPP Questions called Strawberry Point, at the opposite end of the runway from the FBO and the
bppp@bonanza.org or 316-945-1700 hustle and bustle of operations. The small collection of hangars was just feet from
Membership and Events the Chesapeake Bay and the approach end of Runway 33. Strawberry Point originally
membership@bonanza.org existed to support a seaplane base, which is no longer there. Choosing a hangar in
ABS Pilot Shop
this area was more about having peace and quiet with a water view, as opposed to
www.bonanza.org/store services nearly a mile away. I had chosen a hangar in the area to spend quality time
fiddling with my RV9.
Membership Services
Being a new tenant at Strawberry Point, I frequently drove around the other hangars
• Monthly ABS Magazine
to see what my neighbors were doing. On nice days many of them would have their
• Technical Advice and Parts Sourcing
doors open, going about whatever they had planned for that day. One hangar in par-
• Beechcraft Specific Pilot Training
ticular had a man sitting in a lawn chair in front of his Piper Cherokee. Next to him was
• Special Members-Only Website Content
another chair, empty, that I assumed was waiting for his friend who would soon return
• Aircraft Inspection Program
with coffee. His view from his hangar faced southeast, the best seat in the house for
• Beechcraft Maintenance Guides,
DVDs, Merchandise and Apparel
viewing arrivals and departures over the sailboats on Chesapeake Bay. I would wave
• ABS Fly-Ins & Events while I drove past, and he always waved back.
• Aircraft Prepurchase Assistance Over the next several weeks, on any given day, different hangar doors were open
• Mechanic & Flight Instructor Training or closed, but this one with the lone man in front of his Cherokee was almost always
• Regional Societies open. Over time I noticed no one was ever in the chair next to him. Then it dawned
• Aircraft Insurance Program on me. I had never seen this airplane pulled out of the hangar. For whatever reason
• Professionally Staffed Headquarters this guy no longer flew his airplane, but still wanted to be near it, and loved watching
others arriving and departing over the bay. He spent his days watching people do what
he no longer could. And that empty chair, it was now obvious that it was an invita-
2 AMERICAN BONANZ A SOCIE T Y A pr il 2021
tion for someone to join him and share
stories. I decided I would visit him soon,
sit in that chair, listen to his stories, and
tell him mine.
I never did visit with him. A few weeks
later I saw the hangar door was closed,
and never saw it open again. I don’t know
what happened to him. I was upset with
myself for not taking the opportunity
sooner to visit. We could have enriched
each other's lives by sharing our experi-
ences, and how we got to where we were
in our lives.
To this day I feel sad every time I think
about it. I feel sad for the guy sitting alone
watching, but also waiting. And I feel sad
for the opportunity the empty chair offered
to fellow aviators, but was never taken.
I am sharing this story in hopes we will
all think twice and take advantage of a mo-
ment to share before that moment is gone.
There are clichés that would apply
here, including one we hear a lot: “Stop
and smell the roses.” The cliché by itself
does not change the way we go about our
lives; it takes a moving life experience to
do that.
AIRCRAFT FINANCING
• Flexible Loan Programs
• Unmatched Personal Service
• Easy, Fast & Efficient Process
• The Industry Leader In Rates & Service
800.390.4324 • www.airfleetcapital.com
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 3
w w w. b o n a n z a .o r g
OPERATIONS ABS
By J. Whitney Hickman
Effects of Pandemic
Still Being Felt
L
ooking back on the last year, I would have never imagined that we would They will be practicing social distancing in
the forums and hangars, including limits
still be facing similar uncertainties and limitations for events in 2021. Last
on the number of persons who can enter
year we were very disappointed we could neither hold large gatherings a Forum pavilion, which will have an
nor participate as a vendor since Sun ’n Fun and EAA Oshkosh were impact on how many people can attend
our popular “Flying Beech Airplanes” and
cancelled. One year later and we are still feeling the effects of COVID-19. “Maintaining Beech Airplanes” forums.
The ABS staff has been navigating event now we would be limited to no more than EAA has not released the specific
guidelines that vary by state and change 20 people in a seminar and have restricted restrictions yet, but whatever they are we
by the day. All of the uncertainties make it access in our small display. We also took a will have the same limitations in the ABS
difficult to plan for upcoming events and look at our staffing situation; with only five tent. We don’t yet know, but we may have
assure the safety of everyone involved. staff members we didn’t want to increase to have our Beech-specific tent topics
No matter our decisions regarding events, our risk of anyone getting sick. We are somewhere besides our tent or cancel them
we will most likely have some members able to put our deposit toward exhibiting outright due to the number of attendees
who don’t agree one way or the other. at the show for next year, and plan on allowed. We also may have to limit the
Regardless, we’re doing our best to plan attending as a vendor and conducting our number of members inside our tent at any
accordingly and appreciate your kindness ABS member dinner in 2022. given time – again, we don’t yet know. No
and support in respecting how ABS best final decision has been made regarding
EAA AirVenture the ABS Dinner and Annual Membership
serves our members in 2021.
As for EAA Oshkosh, ABS is planning to Meeting at Brighton Acres. No decision has
Sun ’n Fun attend this year. We are following all of the been made by ABS or EAA (or the state
ABS regretfully will not attend Sun ’n Fun updates EAA is sending out about this year’s of Wisconsin) whether ABS can provide
this year. This means there will be no ABS event and the guidelines that are being refreshments in our tent. My guess is there
dinner at the Hilton Garden Inn. ABS had put in place. As for now, EAA is following will be some limitations, or we may be
to make decisions early in the year and at Wisconsin state guidelines with a few of restricted to prepackaged items. At any
that time there were several guidelines still its own caveats. EAA is eliminating large rate, we will abide by whatever EAA
in place with social distancing, etc. Even gatherings such as banquets and concerts. recommends and Wisconsin requires.
4 AMERICAN BONANZ A SOCIE T Y A pr il 2021
w w w. b o n a n z a .o r g
ABS hopes to have the information we
need to make a final decision by the first
part of May.
As for other ABS events, we plan on
having 11 ABS Service Clinics and two live
ABS Maintenance Academies. The small
number of people in the location at any
one time helps with these events. ABS/ASF
will conduct two remote BPPPs, in May and
September, because the 100+ members we
routinely attract to these events are too
large a crowd right now.
Check updates in the ABS Hangar
Flyer and the events calendar on the
ABS website for details as they become
available. Hopefully we will see a large
number of our members at EAA this year
in whatever format we can. I suspect that
you are anxious to see the show and catch
up with other members you haven’t seen
in more than a year.
Continued Support
Many thanks go out to our member
donors who contributed to a very
successful Air Safety Campaign drive this
year. Even with all of the uncertainty and
unusual situations in 2020, our membership
came through and supported the mission.
This will allow ASF to continue to deliver
valuable programs and content such as MAXIMIZE BEECHCRAFT PERFORMANCE
the new online learning center and BPPP
ground school, as well as some very
WITH HARTZELL
interesting new maintenance videos that The Beechcraft name has always been synonymous with high quality and
you will want to check out. high performance aircraft.
I also thank our advertisers who stuck We know exactly how that feels.
with us this past year and continued to
display ads in the magazine even when Hartzell propellers are the premier choice on production piston and turboprop
Beech aircraft. Our Top Prop Conversion Program offers many of these
times were tough. We also anticipate those
propeller packages and other innovative propeller upgrades for most Barons,
who discontinued will be back with us.
Bonanzas, Debonairs, and Travel Airs.
Their support greatly helps offset the cost
of the magazine. Our membership does a
Learn how we can help lift your
great job of supporting our advertisers, and Beechcraft to new heights.
I know they appreciate the fact
that you do.
Built on Honor for over 100 years,
Hartzell propellers are backed by our HartzellProp.com/TopProp
industry-leading 6 year/2,400 hr. warranty. Contact us at 800-942-7767
Better take-off and climb | Improved cruise speed | Smooth operation and less noise
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 5
w w w. b o n a n z a .o r g
OPERATIONS ASF
By Thomas P. Turner
Data-Driven
W
e’ve had some technical glitches and some health-related delays, but I’m writing this in early March confident
by the time you read it in early April the new ABS Online Learning Center will be up and running. Knowing
the exact format for new online BPPP courses unfortunately had to wait until late in the Learning Management
System (LMS) decision-making process, so the Board, staff, and I knew we would not have entirely new courses
available for everyone on the day we flip the switch. Being the data-driven person I am, I wanted to serve the greatest number of
members with new online ground schools as quickly as possible. So I asked ABS Member Services Director Lauren Bayless to run
what I call a “members-by-model” report so I could see the numbers (and percentage) of ABS members for each breakdown of the
revised BPPP online courses. I always find such things fascinating, and perhaps you will as well.
As of this writing ABS has about 10,100 members. At the time or IO-550 engine – S35 through V35B, C33A, E33A, E33C, F33A,
I asked Lauren for the report (late October) we were at around F33C, 36, and A36 – account for 3423 memberships, or 50 percent
10,000. Of those, 6,831 listed ownership of an ABS-type airplane of the total (I kept the G36 separate because its unique electrical
(Bonanza, Debonair, Baron, or Travel Air). Not all members list system warrants its own course). When the BPPP Beechcraft
their airplane with us. The old database only permitted listing Essential Systems and Techniques (BEST) course for these
one aircraft, so if a member owned more than one, we would
only know about the one he or she chose to Members-by-model as percentage of the total
list. With a growing number of mechanics,
flight instructors, and others in ABS, it’s
becoming more common that members
do not own an ABS-type airplane (I’m an
example of that). But even if the actual total
is greater, what I was looking for was relative
percentages – and our data is statistically
valid for this generality.
I had a pretty good feel for the breakdown
and had been planning accordingly. But
what did the data show?
IO-520/550
Bonanzas and Debonairs that left the
factory with a normally aspirated IO-520
(Continued on page 12)
6 AMERICAN BONANZ A SOCIE T Y A pr il 2021
w w w. b o n a n z a .o r g Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 7
w w w. b o n a n z a .o r g
airplanes debuts, almost certainly before you read this, it will the dedicated E-Series course is available about 89 percent of the
serve fully half of the ABS members who own ABS-type airplanes. membership will have a type-specific BPPP BEST course.
O-470/IO-470 A36TC/B36TC
Next most common, at 1,165 airplanes, are those originally fitted Next most numerous among our members – although the
with an O-470 or IO-470 engine: H35 through P35 Bonanzas, and numbers are getting small – is the factory turbocharged 36s – the
35-33, A33, B33, C33, E33, F33, and G33 Debonairs and Bonanzas. A36TC and B36TC. There are 270 of these airplanes in our member
This is 17 percent of the total; when this group’s BEST course database, or four percent of the total. Add the turbo 36 course and
premiers over two-thirds of all ABS members’ airplanes will have BEST will serve about 93 percent of the membership.
a dedicated BPPP course.
G36
Normally aspirated Barons As stated, we’ll have a separate G36 course mainly because of
The third most numerous group is the normally aspirated its electrical system design. There are 156 G36s in our member
Barons: all 55s and 58s except the 58P and 58TC, and the G58, database, two percent of the membership total. From talking with
which again will have its own course. There are 903 normally members, I suspect we have greater market penetration than that;
aspirated Barons in the ABS membership database, 13 percent of there are 362 G36s on the FAA registry. But add the G36s and we’ve
the total. Unveiling the third BEST course will mean 80 percent of served 95 percent of the members who list airplanes with us.
the membership’s airplanes will be served.
58P/58TC
E-Series Bonanzas Next up are the P-Barons and 58TCs. There are 140 of these
Those Bonanzas originally equipped with Continental E-185 in our database, two percent of the total. When this course is
and E-225 engines – the “E Series” – make up 614 of the ABS total. available, we’ll cover 97 percent of our membership.
This is nine percent of the airplane-owning membership, so when
Travel Air
Decades too late, I had my first Beech Travel Air experience last
fall – it’s a fun airplane! We have 70 Travel Airs in the membership
database, barely two percent of the total.
G58
There are 194 G58s on the FAA registry, and 43 in our
membership database – one percent of our members.
V35TC/V35A-TC/V35B-TC
The factory turbocharged V-tails number 38 in our database,
another one percent of the total.
56TC/A56TC
Because you deserve the best... Not surprisingly, given only 94 were produced (46 of which
FUEL PUMPS
NEW FAA-PMA APPROVED
are still registered), only nine Turbo Barons are in our member
database…less than one percent of the total.
Any non-U.S. registered airplanes members have added to the
BETTER
Direct Replacements database are included in the totals above, except of course where
1296-00-1NVCJ
No Service Bulletins 1296-00-1NVCJ-TAT
I cite FAA registry numbers.
2-Year Warranty or This exercise confirmed my “feel” for the distribution of
4140-00-39NVCJ 300 Hours Max. 4140-00-39NVCJ-TAT
airplane types among the ABS membership, and the order in
4258-00-15NVCJ 4258-00-15NVCJ-TAT
STRONGER which we’ll unveil the new BPPP BEST courses. For those we’ve
4613-00-3NVCJ Redesigned Motor 4613-00-3NVCJ-TAT
not gotten around to yet, thanks for your patience, and the existing
TighterTolerances
4613-00-5NVCJ 4613-00-5NVCJ-TAT BPPP Online course is still available for you in the ABS Online
FASTER Learning Center. We split the legacy course into single- and twin-
Immediate Delivery
In Stock • No AOG Charges engine versions to save you time and make them more focused
on the Beechcraft you fly.
NEW • OVERHAULS • EXCHANGES
Order online or call:
CJAVIATION.COM • 800-227-5772
8 AMERICAN BONANZ A SOCIE T Y A pr il 2021w w w. b o n a n z a .o r g
Proven Show Quality
BPPP Focus, AFIA, and more
Realizing that many members have already completed
Shimmy Dampener
BPPP or similar courses and want a shorter Flight Review or • Fits all Bonanza, Debonair, Baron, and Travel Air models.
Instrument Proficiency Check (IPC) experience (with flight training • New AN Mounting Hardware
at an even lower cost), we’ll complete and load up the BPPP Focus: • New Seals & Springs
IPC and BPPP Focus: Takeoffs and Landings courses as soon • New Snap Rings and Piston Scrapers
as the IO-520/550 course goes live. We’ll also squeeze in the • White or Silver Epoxy
ABS Flight Instructor Academy (AFIA) by early summer, and the • Yellow Tagged
BPPP Instructor Renewal Course by fall so BPPP instructors whose • Priority Shipped, Tracked & Insured
accreditation expires at the end of this year will have plenty of • Exchange with your Serviceable Core
time to renew. The ABS Maintenance Academy videos and other In stock for immediate shipment
miscellaneous video content from the old website will be live as
soon as we switch over to the new LMS…again, almost certainly
Only $325
by the time you read this. (includes shipping)
If all goes well the full BPPP BEST catalog of courses, two
BPPP Focus options, the AFIA, and BPPP Instructor Renewal “This meticulously overhauled shimmy damper has dramatically improved
courses serving 100 percent of the membership will all be online, the high-speed ground handling of my Bonanza. The roll-up to rotation
free to ABS members, by the end of 2021. speed is now silky smooth, as is roll-out on landing. It looks like new and
It’s up to every one of you to learn from these programs to help was a great value - I couldn’t be happier!” —Vince, V35B Owner
us protect lives and preserve the Beechcraft fleet. That’s a data point
I’m excited to see. Call Doug today: (360) 710-3481 cell/text
www.avianflight.com
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 9w w w. b o n a n z a .o r g
Welcome New Members
ABS extends a warm welcome to the following new members who joined in February 2021:
Tyler Andersen, Euharlee, GA Alain Fournol, France Craig Nelson, Walla Walla, WA
Richard Bachmann, Odessa, FL Dennis Goetz, Oregonia, OH Keene Nettles, Columbia, SC
James Bailey, Lewisburg, TN Eric Goss, San Diego, CA Sean O'Kane, Danville, IL
Sean Bandy, Aurora, OR Mark Gries, Milwaukee, WI Terry Oliver, Keller, TX
Kathy Kieran Banfe, Flanders, NJ Dane Guynn, Litchfield Park, AZ Floyd Orial, Evans, GA
Chris Baucom, Savannah, GA Stan Hall, Covington, GA Charlie Patton, San Francisco, CA
Mark Baumann, Edmond, OK Ron Hall, Saint Petersburg, FL Akshay Pendharkar, Atlanta, GA
Rebecca Bemis, Newton, AL Bryan Halter, Merrimack, NH Michael Phillips, Navarre, FL
Michael Birdsong, Saint Simons Island, GA Michael Higgins, Martinsburg, WV William Read, Stuart, FL
Charlus Bishop, Kingman, KS Benjamin Hirsch, Orange Park, FL Gaylon Reed, Breckenridge, TX
Kenneth Boucher, Scotland, CT Blaine Hitchins, Lake Havasu City, AZ William Reindollar, Derwood, MD
David Bowers, Peachtree City, GA Alvin Howard, New Orleans, LA Ryan Reinhard, Madison, CA
Joseph Bradley, Middleton, WI William Hunt, Tehachapi, CA Erich Rempert, Lake Geneva, WI
Jeff Branch, Raymond, CA Randy Hutton, Gurnee, IL Chris Ricci, Casselman, ON
David Brick, Oceanside, CA Jared Jacobs, Andover, KS Christopher Richards, Farmingdale, NY
Ralph Brozzo, Midland, MI Doug Jenkins, Palmdale, CA Andy Riggs, Owasso, OK
Joel Buhr, Bellevue, NE Jeff Jennings, Collinsville, TX Edward Rinke, Dayton, OH
Jason Burke, Deforest, WI Blake Jennings, Greensboro, NC Victor Rivas, Bayport, NY
Nicholas Cabral, Oldsmar, FL James Jinnette, Raleigh, NC Ignacio Robles, San Diego, CA
Howard Caldwell, Doylestown, PA Alonzo Jones, Los Angeles, CA Michael Roy, Lohn, TX
David Cardadeiro, Watchung, NJ Brett Kaufman, Traverse City, MI Joe Rustom, Winnfield, LA
Jason Carroll, San Diego, CA Charles Kemp, Richmond, VA Jake Schafer, Shawnee, OK
Michael Chartrey, Salem, OR Tim Kinsey, Del Rio, TX Bradley Schreck, Melrose, MA
Brian Chesebro, Oro Valley, AZ Viatcheslav Krassovsky, Berkeley, CA Eberhard Schweizer, Germany
Casey Childers, Greenville, SC Sam Kruger, Bakersfield, CA Sean Scialfa, Green Cove Springs, FL
Daniel Clark, Farmington, NM Victor La Morgia, Fargo, ND Michail Sheen, Annandale, VA
Jim Collins, San Diego, CA Charles LaClair, Lawrence, KS Andrew Shick, Grand Junction, CO
Devin Conley, Bird City, KS John Langan, Hillsborough, NJ Jonathan Smith, Winston-Salem, NC
Brett Conrad, Saint George, UT Kelty Lanham, Hanford, CA Paul Smith, Sunnyvale, CA
William Cosentino, Lees Summit, MO Joe LaRue, Elbow Lake, MN Steven Sockey, Poteau, OK
Randal Dabbs, Lenoir City, TN David Leach, Boulder, CO Henry Soderlund, Benton, KS
Chris Dale, Limoges, ON Richard Lehman, Charlottesville, VA Branislav Stanislav, Slovakia
Thomas Darragh, Mooresville, NC Jon Lester, Lancaster, OH Peter Steinmetz, Tempe, AZ
Rex Davidson, Mustang, OK Terry Lewis, Pensacola, FL Andrew Stevens, Encinitas, CA
Norman Day, Coos Bay, OR Siang Soon Lim, Weston, FL W Stephen Sullins, Los Gatos, CA
Gregory Dennis, East Patchogue, NY William Lovett, Montgomery, OH Richard Super, Redlands, CA
Joe Dinolfo, Zephyrhills, FL Cory Madeira-Wilcox, Los Angeles, CA Jeff Tibbs, Sarasota, FL
Mike Doble, Waukesha, WI Salvatore Marinello, Palm Beach Gardens, FL Joshua Tisue, Fort Worth, TX
Andrew Doebler, Mebane, NC Francisco Matte Izquierdo, Chicago, IL Jose Torres, Valencia, CA
Russell Draper, Sunnyvale, CA Lindsey Mclaughlin, Kanata, ON Hector Valleortiz, Oak Grove, KY
Robert Dumovic, North Chelmsford, MA Evan McMordie, Abilene, TX Nigel Wardle, Tampa, FL
Daniel Dunn, Lynn Haven, FL Michael McRobert, Kansas City, MO Jacob Weidie, Asheville, NC
Kyle Dupell, Wilsonville, OR Stephen Meacham, Marathon, FL John Welch, Atlanta, GA
Andre Durocher, Canada Chris Meyer, Chaska, MN Christopher Weldon, Orange City, FL
Deborah Dye, Jonesboro, AR Roy Millwood, Wayland, MI Rob Wells, Seattle, WA
Andy Edson, Laughlin, NV Jackson Minasian, Oroville, CA Henry Wilkins, Lovettsville, VA
Samantha Estrello, Lubbock, TX Fred Miner, Morgantown, WV Randall Williams, Hallowell, ME
Eduardo Etzberger, Qatar Joshua Musoke, San Diego, CA John Winter, Englewood, CO
Tanner Evans, Snyder, TX Michael Nachtigal, Ozark, MO Dominic Zastarskis, Downers Grove, IL
Craig Foltz, Fort Collins, CO Philip Neeper, Fayetteville, NC
10 AMERICAN BONANZ A SOCIE T Y A pr il 2021w w w. b o n a n z a .o r g
BEECHCRAFT OF THE MONTH
BEST OF THE
BEST OF
12 AMERICAN BONANZ A SOCIE T Y M a rc h 2021w w w. b o n a n z a .o r g
OLD,
THE NEW 1961 N35 N1389Z (D-6814)
By Ron and Catherine Bindas, Georgetown, Texas
W hat is yellow and white, makes us smile, and takes us to explore destinations known and
unknown? Our 1961 N35 Beech Bonanza!
This model possesses the best characteristics of
both the earlier and later V-tails. That transitional
with a good CG range that can carry a load similar to
follow-on versions. The 260 horsepower IO-470N engine
year has the traditional piano key panel but with the consistently cruises in excess of 160 knots with five
80-gallon (74 useable) fuel system, while keeping the hours’ range plus reserves. The “Classic” title seems
more durable wet vacuum pump. It’s a lighter airplane well-deserved.
PHOTO CREDIT:
Volume CLARKr MORONG
21 • Numbe 3 AMERICAN BONANZ A SOCIE T Y 13w w w. b o n a n z a .o r g PHOTO CREDIT: CLARK MORONG PHOTO CREDIT: CLARK MORONG
w w w. b o n a n z a .o r g
PHOTO CREDIT: CLARK MORONG
Ron: My Bonanza dream began in my southwest Pennsylvania
childhood home, watching Sky King. The first Bonanza I ever saw
was in one of those episodes. I was around six years old. It made
a lasting impression. But the realization of owning one had to
wait for 45 years. During that period my aviation journey led to a
professional pilot career and eventually to Texas.
Catherine: In my case the Bonanza dream came a little later.
In my mid-twenties, flying caught my fancy with an intro flight.
Upon rotation all the cares of this world seemed to melt away. I
still experience that same sense of freedom with each flight all
these years later. As divine providence works, I met Ron at the
airport on the day I soloed. I acquired my pilot certificate before my
marriage license, and flying together has been a shared passion.
O
ur 17-year Bonanza stewardship story came out of an
obvious need to upgrade from a 1975 Beech Sundowner.
That airplane was our first aircraft ownership experience.
It proved to be an overwhelming positive one, logging 750 hours in
seven years flying as far as Vermont, Pennsylvania, North Carolina,
South Dakota, Wyoming, and Arizona. Those distances at 110 knots,
with tractor trailers often passing us on the highway below and
weather seeming to overtake us, got to be too much. The answer
was a Bonanza. But which model was at our budget? Finding the
PHOTO CREDIT: CLARK MORONG
right combination of features, age, and maintenance history to
balance out the asking price (value) was a challenge.
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 15w w w. b o n a n z a .o r g
In 2003 we came upon a West Texas-based N35 in Trade-A-
Plane. It sold before we could get there; the search continued. That
Air Conditioning! summer, the same Bonanza showed up again in Trade-A-Plane, this
time in Central Texas. We quickly flew the Sundowner out to see it.
Upon viewing the airplane our feelings were a little mixed. It was
24 years older than our current plane, with a piano key panel. The
autopilot was a simple Century IIB. On the other hand, it was low
time, had a Garmin GNS 430, a new propeller, and a recent engine
overhaul (more on that later). Other nice features included a speed
slope windshield, JPI fuel counter, standby vacuum system, a third
com radio (for some reason), a Tanis engine preheater, and Rosen
sun visors. It struck us as being a wholesome, handsome, classic
Bonanza – sort of the best of the old and the best of the new. Plus,
we would be cruising 50 percent faster than in our previous airplane.
After a two-month-long process of negotiating, due diligence,
and saying goodbye to the trusty Sundowner, we flew the Bonanza
A True 16,000 BTU Cabin Comfort home. Then followed another period of making friends with
Plus Control Developed For it. Concurrently, we had four-point shoulder harnesses and a
Garmin GTX 330 transponder with Traffic Information System
Baron & Bonanza (TIS) installed as safety enhancements. A yoke-mounted Mini iPad
The Same System That with a Garmin GDL 39 3d functions as a defacto MFD/standby AI.
is Currently Installed in
O
the New G-Models ur first trip confirmed that the Bonanza was everything
we had hoped for, and then some. Finally, we felt like we
A/C Systems, LLC had our Song Bird flying in the western sky. And fly we do.
Office 615-812-9375 We average 120 hours a year, sharing pilot duties. Our trips have
Web www.FTAaviation.com taken us to both coasts and from border to border. We have met
E-Mail ABlanke681@aol.com fine people and experienced much of the greatness this country
has to offer. But many of our dear memories have actually been
16 AMERICAN BONANZ A SOCIE T Y A pr il 2021w w w. b o n a n z a .o r g
to closer destinations in Texas like Brenham, Smithville, Conroe,
Fredericksburg, and Ft Davis, plus Natchitoches, Louisiana.
One exciting misadventure was an engine malfunction on
takeoff in the mountains of eastern Tennessee. Once safely on the
ground, and after extensive checks performed, it turned out that
that overhaul done 700 hours earlier was not done correctly! The
engine had to be pulled and transported out of state for another
major overhaul. Working from a rural airport with limited support,
800 miles from home, was an ordeal. Fortunately, a number of
good people helped us through it all. That was 10 years and 1,200
hours ago. We are happy to say it is running well.
Other than WAAS and ADS-B avionics, our refurbishment efforts
have been focused on soft goods and exterior. A few years ago we
had A.I. Interiors of Round Rock, Texas, replace the cabin cloth
interior with leather. It gave the plane a new, youthful feel. Most
recently, Al Ernst from Lockhart, Texas, did a detail and paint
refresh to bring out the exterior’s best.
How would we summarize the years of N35 ownership? Beech
built a quality product. There is very little performance difference
Flat Rate Prop Strike Inspections and Repairs
between an almost 60-year-old “classic” V-tail and a “modern” late Dynamic Propeller Balancing While You Wait
model 40-year-old V35B. Yes, there are tradeoffs. The basic systems
have not changed, though they have evolved and improved in
later serial numbers. True, some older parts are difficult to source.
There is no such thing as a cheap-to-own Bonanza. But in this
challenging general aviation world, the value advantage, the ability
to acquire and enjoy a Bonanza, may go to a well-maintained
classic. Give it a look.
To paraphrase an overused cliché... 60 is the new 40!
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 17w w w. b o n a n z a .o r g
Angel Flight in a Bonanza by Greg Falkenthal
Mission partner pilot Greg Larson taxiing
his beautiful A36 at the halfway point in
Mexia, Texas.
“A
aviation community provides is measured
by the lives they change on a daily basis.
AFSC missions consist primarily of
transporting patients for specialized
ustin approach, Angel Flight Fifty-Four Sixty-Eight.” medical treatment that would otherwise
be difficult or impossible for them to
“Angel Flight Fifty-Four Sixty-Eight, Greg Larson and his beautiful A36, we access. Some live far from the nearest
Austin approach, how can we be of split the trip into two legs with a handoff treatment facility or commercial airport
assistance to you today?” Probably not in Mexia, Texas. resulting in many hours or days on the road,
quite the exchange between aircraft and AFSC is located in Texas, Arkansas, while others are immune-compromised
controller most of us are used to, but not Louisiana, New Mexico, and Oklahoma and conventional travel would be
that unusual for a pilot flying a mission with and partners with seven Angel Flights dangerous. While patient transportation
Angel Flight South Central (AFSC) across throughout the United States. It’s also makes up a majority of missions, AFSC also
Texas. It’s remarkable, however, because a member of the Air Care Alliance, transports victims of domestic violence
ATC staff have an opportunity to become which, along with many other aviation and human trafficking, court-appointed
involved in the delivery chain of something organizations, provides free transportation special advocates monitoring foster care,
very special. On this particular day we under the general umbrella of Public Benefit and medical supplies and blood.
provided free flights for a cancer patient Flying. Since 1991, AFSC volunteer pilots AFSC passengers must be medically
and her aunt from rural Oklahoma to the have flown more than 38,000 missions cleared for travel and must have the ability
START oncology facility in San Antonio, contributing more than $105 million in free to enter and exit general aviation aircraft
Texas. With the help of my mission partner flights. The true value these pilots and the with minimum assistance. Command
18 AMERICAN BONANZ A SOCIE T Y A pr il 2021w w w. b o n a n z a .o r g
pilots must meet minimum experience the ability to make the trip at 165 knots
and competency requirements as well as or better.
successful completion of AOPA’s Public Inspiration for benefit flying may come
Benefit Flying course and AFSC’s pilot from any direction; the Angel Flight website
orientation. Aircraft must be certificated, provides a tremendous assortment of
insured, and compliant with applicable pilot and patient testimonials. My own
Federal Air Regulations. inspiration came from my big brother Bob,
“Distinguished” is a term that is who had also encouraged me to purchase
often overused. However, it is the only my V35B (D-9226). Bob has made scores
accurate way to describe the depth of trips over two decades delivering
of AFSC’s Board of Directors. With treating physicians to Mexico, first in his
the board’s vision, Executive Director V35 and more recently in his subsequent
Elizabeth Hancy, Mission Director A36. If the opportunity to exercise your
Shireen Pitassi, and their small staff bridge love of flight while providing a unique
the gap between passenger requests and service intrigues you, contact AFSC or the
the coordination of volunteer pilots. From Angel Flight affiliate in your home state for
top to bottom, it’s been a pleasure to be a more information.
part of AFSC. I’m sure we can all agree that climbing
By now ever y Beech owner is into a Bonanza is unique in its ability to
probably nodding in recognition that feed our passion for flight. I can promise
their aircraft fills a perfect prescription that climbing into that same Bonanza as
for Angel Flight missions with speed, utility, a party to the effort to save someone’s life,
and comfort. Few aircraft are just as much in an equally unique manner, will feed
at home on a remote rural runway as they your soul.
are making a precious delivery to busy For additional resources and informa-
Class B international airport, and all with tion see www.angelflightsc.org
The author between two delightful ladies, Adrianne
and her Aunt Peggy, halfway between home in rural
Oklahoma and treatment in San Antonio. I’ve had my
V35B about 5 years now, and she has taken my wife
and I all over nine western states.
VOLUNTEER PILOT
REQUIREMENTS
(from www.angelflightsc.org)
• Current pilot certificate
and medical
• Minimum of 250
hours PIC time
• Access to aircraft
as an owner or renter
• Current
liability insurance
• A desire to make an
impact by helping others
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 19w w w. b o n a n z a .o r g
Fuel Selector:
You Never Know What You Will Find
by Craig Bailey
R
ecently, I was performing an annual inspection on a 1966 V35 Bonanza. My plan was to remove the cotter pin in
the clevis pin, remove the clevis pin, and
As part of the annual, the 500-hour inspection of the forward carry
then remove the fuel selector handle so
through spar web was due. In order to inspect the front corners of the the fuel selector cover could be removed.
forward spar web, the plastic cover on the forward side of the spar and Much to my surprise, I found that safety
wire was run through the hole where the
the fuel selector cover needed to be removed. clevis pin should have been holding the
fuel selector handle to the fuel selector
shaft. Once I removed the safety wire and
Typical Bonanza fuel selector removed the selector handle, I noticed
that there was no index pin on the fuel
selector shaft.
All too frequently the clevis pin is
missing from the fuel selector handle.
It seems that the pin gets mixed in with
miscellaneous hardware when removing
interior panels and floor boards and never
gets put back. Instead of sourcing the
correct steel clevis pin, which is P/N A950,
I have seen safety wire, cotter pins and roll
pins used to connect the fuel selector knob
to the fuel selector shaft. On this aircraft
the index pin, which is a roll pin, P/N 29-
022-094-375, that is pressed into the selector
shaft was also missing. This index pin
serves two purposes: The first is to correctly
orient the fuel tank selector handle; and the
second is to act as a safety device in that it
Fuel selector handle and clevis pin
20 AMERICAN BONANZ A SOCIE T Y A pr il 2021w w w. b o n a n z a .o r g
Bottom of the fuel selector handle show-
ing the cutout for the roll pin index
allows the fuel tank selector to still correctly the correct hardware when reinstalling
function should the hardware holding the it. Also, ensure the index pin is solidly in
selector handle to the fuel selector shaft place. Sometimes these little things can
break or fall out. have a big impact.
Several years ago there was a Bonanza Fuel selector handle assemblies vary by
accident resulting from a cotter pin that was aircraft serial number. See the parts manual
holding the fuel selector handle breaking, for your specific aircraft. - ed.
and there was no index pin on the fuel
selector shaft. The pilot had no way to
switch fuel tanks and he ended up in a Craig Bailey is a CFI, CFII, and MEI as well
field due to fuel starvation. as an A&P and IA. A two-time past president
Should you or your mechanic remove of ABS, Craig has been a BPPP instructor for
the fuel selector handle, ensure you use over 20 years.
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 21w w w. b o n a n z a .o r g
Keeping up with the Pack
Remedies For Poor Aircraft Performance
by Geary Keilman
S
ome Bonanzas seem to perform better or worse than their contemporaries, Handbook of Aeronautical Knowledge and
the Instrument Flying Handbook (both free
or they don’t meet the performance specifications in the Pilot’s Operating
at www.faa.gov) state the difference should
Handbook (POH). This may be attributable to a number of factors such be under 75 feet. Again, if the engine is not
as airframe and gear door rigging, leaky cooling baffles and antenna running, tapping the altimeter gently will
remove frictional errors.
protuberance, engine issues, etc. Another factor that isn’t discussed much and that is There are some caveats. Obtain a
easy to check is the accuracy of the primary engine power instruments – the manifold current altimeter setting as the tower ATIS
may be over an hour old. The published
pressure (MP) gauge and the tachometer (tach).
field elevation may be somewhat higher
The manifold pressure gauge may be There is a phenomenon that pilots may than your location on the airport. As an
checked fairly easily. Dialing the altimeter associate with a malfunction of the MP example, compare the listed field elevation
down to zero feet with the barometric scale gauge. On occasion, when first starting of 2,492 feet at Henderson Executive
adjustment knob will reveal the barometric the engine and at normal idle RPM, the (KHND) and the elevation at the approach
pressure in the altimeter setting (Kollsman) MP may read about 11 inches but when end of runway 17R (2,402 feet) – a difference
window (Photo 1). This will only work taxiing back from a flight it will read about of 90 feet (Photo 2).
at airports below about 2,000 feet as that 15 inches. This is not a problem with the
is the limit of the correction available MP gauge. If an airplane isn’t flown for
in the Kollsman window. An accurate a time, the hydraulic valve lifters (also
barometer may also be used, especially known as zero-lash lifters and hydraulic
above 2,000 feet. valve tappets) in the engine will bleed
down. This will, when the engine is
Photo 1 first started, affect the valve timing and
valve lift, and reduce the exhaust and
intake valve overlap (this is the period
when both valves are open). The effect
is increasing the pumping action of the
pistons with a resultant lower than normal
MP. As the engine continues to operate,
the reservoirs in the lifters will refill with
engine oil and return the valve action to
Compare the altimeter setting to the normal with the resultant higher manifold
manifold pressure reading with the engine pressure at idle. You may check out how
off. Lightly tapping both the altimeter and all this works in the Aviation Maintenance Photo 2
MP gauge will remove frictional errors. Technician Handbook-Powerplant, Volume
These techniques are described in AC 65- 1 (also free at www.faa.gov). A mechanical tachometer may be
15A, Airframe & Powerplant Mechanics The altimeter may be checked for checked in several ways. Lew Gage, on
Airframe Handbook (free at www.faa.gov). accuracy by simply inserting the field page 216 in his book E-Series Bonanzas
From this test I learned the MP gauge in altimeter setting in the Kollsman window (available in the ABS Store at www.
my Bonanza reads about one inch low. So and comparing indicated altitude with bonanza.org), describes a technique of
I add that one inch when setting power. the published field altitude. The Pilot’s using the hour meter in the tach and a
22 AMERICAN BONANZ A SOCIE T Y A pr il 2021w w w. b o n a n z a .o r g
Tach Sanity Check
watch. I haven’t tried this yet, but I’m sure
it will work. I use the battery-powered You can do a quick "sanity" check of your tach using AC powered lights at the airport.
portable optical TruTach II (Photo 3). It AC is 60Hz. The mercury or sodium lights at your airport "blink" at that frequency.
is a bit pricey (about $200), but it is quite Position your airplane so you can see the propeller in the light from one of these
accurate and easy to set up and use. and set rpm to where the prop appears to stop. Then read the tach. If you're seeing
something other than a multiple of 60 (1200, 1800, 2400), you've got a tach problem.
If the error is within manufacturer/FAA limitations, you can adjust for it. – Bob Butt;
Technical Edit Review Team
Photo 3
The TruTach is available from aviation
supply outlets and works with 2-, 3-,
4-, and 5-bladed propellers (see www.
trutach.com). A local maintenance shop
may have one you may borrow. The tach
in my Bonanza reads about 40 rpm high
(i.e., when indicating 2600 rpm, actual
rpm is 2560). I’ve checked tachometers
in other airplanes and seen as much as a
140 rpm error!
A good time to check the airspeed
indicator for accuracy is in conjunction
with an IFR static system and transponder
certification check as the radio shop has
everything already hooked up. The test
may detect a leak in the line from the
pitot tube to the airspeed indicator or an
airspeed indicator that may need overhaul
or calibration.
Leaning techniques will also affect
cruise performance, but that is a whole
topic in itself.
Compensating for these errors may help
bring the performance up to expectations
or explain why your ship is faster than
others depending on which side the errors
are on. Those with glass cockpits and
electronic engine gauges may still want
to check at least the manifold pressure as
it probably relies on a pressure transducer
and micro processor that may need
calibration.
Check it out, and fly safe.
Geary Keilman writes frequently about
common senses techniques for flying,
maintaining, and owning Beech airplanes.
Contact Geary at n2422v@aol.com.
Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 23w w w. b o n a n z a .o r g
BPPP
The Magic of GPSS by Kevin Crozier
A
s a CFI and BPPP instructor one of the most common problems I see plastic marker rings around those breakers
for quick identification in a potentially
with pilots is a lack of understanding about their autopilot (AP) and
stressful situation.
specifically GPSS, also known as GPS Steering or, now more commonly, We do this because when “Uncle Otto”
Roll Steering. In-depth knowledge and complete understanding of your decides to go a different direction than
you intended, you need to be able to
autopilot can save your life. But if you aren’t careful that same autopilot can kill you. disconnect the AP very quickly without
Unfortunately, the autopilot doesn’t necessarily do what you want it to do, it does what consulting a checklist. Take the time now
to review your AP supplement and practice
you tell it to do. Good training and practice is a must to safely and efficiently operate
all the ways to disconnect the AP. It could
this key workload reducing tool in your aircraft. save your life!
Make sure you run the specified POH
There are many autopilot makes and have just one servo (roll, a “wing lever”)
preflight checks as well. It is important
models in our Beechcraft airplanes, so this or up to four servos (roll, pitch, pitch trim,
to verify the operation of the disconnect
article will provide general guidance on yaw). Next, is the component which the
button and the trim switches so you don’t
autopilot operation but will not describe pilot interacts with the most: the controller,
end up being surprised if they aren’t
the exact operation of any particular which consists of the control head (which
working correctly.
autopilot. It is your responsibility as the may be attached to the flight computer) and
PIC to review the POH and Pilot Guides for the various buttons (go-around, trim, CWS, Autopilot modes
your autopilot and avionics to understand disconnect, etc.) used to interact with the AP operating modes are divided into
the operation, capabilities and limitations AP. Finally, the most important component two types: Vertical Navigation modes,
of your specific system. in the AP is the flight computer. The flight used to change and hold altitude; and
I will quickly review the basic computer can be located in the instrument Lateral Navigation modes, which deal with
components of autopilots and modes of panel or in the avionics bay, and connects the aircraft’s path over the ground. We will
operation. Finally, I’ll discuss how GPSS/ all of the system components together. The discuss the most common and frequently
Roll Steering works and how to use it in computer listens to the selected navigation used modes, but don’t worry if some of
various phases of flight. source, current heading, heading bug, and these modes don’t look familiar. Not all
attitude source to drive the servos and APs have every mode.
Autopilot components
control the aircraft.
All autopilots have the same basic Vertical Navigation
components: an orientation source, servos, Autopilot operation
controls, and flight computer. For legacy Engaging the autopilot is typically Pitch Attitude Hold mode
APs, the orientation source is one of the very straightforward and usually involves Holding a constant pitch angle is the
default vertical mode when engaging many
gyroscopic instruments. There are two just pressing the desired mode button.
autopilots. At the time of engagement, the
basic type of autopilots: attitude-based On the other hand, do you know every
AP will hold the current pitch angle shown
autopilots (most Bendix King and Century possible way to disconnect your AP? on the attitude indicator. Some APs have
units) that use the attitude indicator as this There likely four or more different means Control Wheel Steering (CWS) switches
source, and rate-based autopilots (STEC) to disconnect the AP, including pressing that can be used to adjust the pitch angle.
that use the turn coordinator. the big red AP disconnect button, pressing Most systems revert to pitch mode when
The servos are small electric motors the trim switch, turning off the avionics altitude hold or vertical speed modes are
connected to the control cables and master, and even pulling the AP and/or canceled. Pitch mode is generally a safe
actually move control surfaces. An AP can trim circuit breakers. I recommend placing option for climbing because it’s unlikely to
(continued on page 26)
24 AMERICAN BONANZ A SOCIE T Y A pr il 2021w w w. b o n a n z a .o r g Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 25
w w w. b o n a n z a .o r g
cause a stall. It is also used frequently for the desired altitude. APs that support stall the airplane if it is not able to maintain
climbs and descents with APs that don’t glideslope tracking will automatically the selected vertical speed.
support vertical speed modes. disengage ALT mode when the glideslope
Lateral Navigation
(GS) couples in approach (APPR) mode.
Altitude Hold
Altitude Hold Mode is usually engaged Vertical Speed / Altitude Preselect Roll mode
by pressing a button that says ALT. In In this mode, the AP can climb or When you engage many autopilots
this mode the airplane will maintain the descend at a selected vertical speed before providing lateral direction guidance,
aircraft’s pressure altitude at the time the and then automatically level off at a pre- it will default to roll mode. In the simplest
switch is pressed. The AP will typically selected altitude. Caution must be used form, roll mode simply holds the wings
overshoot the engaged altitude by 50 to for climbs to higher altitudes, as legacy level. But in some systems, roll mode can
100 feet and eventually settle back to autopilots are not airspeed aware and can also hold a constant bank angle. Most APs
don’t have a specific button for roll mode,
and there are some systems that don’t have
roll mode at all.
Heading mode
Heading mode is usually engaged by
pressing a HDG button on the controller.
In this mode the aircraft will automatically
turn and hold the heading indicated by
the heading bug. When the heading bug
is turned to a new heading, the aircraft
will follow the bug and turn to the newly
selected heading. It is smart to always “sync”
the bug to your current heading before
engaging HDG mode to avoid a surprise
turn (that may have you have headed for
terrain). Heading mode can also be used to
S– BEECH PARTS – ALL MODELS set up an intercept to the flight plan course.
S Musketeer/Sport/Sundowner/Sierra/Skipper/Bonanza/Debonair/T34/TravelAir
Baron/Duchess/Duke/TwinBonanza/QueenAir/KingAir/99 & 1900/Airliner
It will then automatically disengage when
the AP couples in the navigation (NAV) or
er approach (APPR) mode.
onair
One of the largest “all-Beech”
ess inventories in the world NAV mode / Approach mode
Air In Navigation and Approach modes
r Structural, Landing Gear, Flight
Control, Accessories, Instruments, Kits, 701 Del Norte Blvd., Unit 220 the autopilot is following the deviation
ech” Hardware, Interior Parts, Etc. Since Oxnard, California 93030 indicator (the needle) of the selected
d (805) 604-0439/FAX (805) 604-0429
1969, your best source for affordable navigation source from a VOR, LOC/
www.arrellaircraft.com
genuine replacement parts; call the e-mail: BeechedOut@aol.com ILS or GPS course. While these modes
ght
Beech Specialists… have served us well for many years they
ents, (Minutes from Camarillo & Oxnard Airport)
Etc. also have some issues because the AP
for is not aware of wind correction angles
ent or the aircraft’s ground speed. In these
ts… modes, the AP’s focus is to keep the CDI
needle centered, which can lead to S-turns
across the selected course. In addition,
these modes are not able to fly complex
flight plan segments like procedure turns
or holds. When APPR mode is selected
t 220
3030 the autopilot gains are increased, so the
0429 AP will be more aggressive when making
.com course corrections to center the needle.
.com For APs that support glideslope tracking,
irport) the APPR mode must be active and the
(continued on page 28)
26 AMERICAN BONANZ A SOCIE T Y A pr il 2021Volume 21 • Numbe r 4 AMERICAN BONANZ A SOCIE T Y 27
w w w. b o n a n z a .o r g
aircraft must be below the glideslope for Enroute
the AP to capture and track the glideslope. Once you have a roll steering converter
installed, for enroute GPS based navigation
GPSS (aka Roll Steering)
you should always use GPSS. There is no
Finally, this brings us to roll steering, reason to use NAV mode once you have
also known as GPSS (GPS Steering). Roll GPSS installed. GPSS guidance is much
steering is typically an add-on to legacy more precise and completely eliminates
autopilots that allows them to use data S-turns as the aircraft proceeds from
provided from a WAAS GPS navigator waypoint to waypoint. The AP will be
to precisely fly complex flight plans, able to make sharp turns and even turn
approaches, procedure turns and even commands to the autopilot as it is aware
of your track over the ground, ground anticipation without your assistance.
holding patterns. Early roll steering Summary: For GPS enroute navigation
converters were developed by DAC and speed, and the desired track to the selected
your AP should be in HDG mode and GPSS
Icarus and consisted of a switch and a waypoint. Using these commands, the roll
should be enabled.
small box that connected to your GPS steering converter guides the aircraft by
navigator. Today, most retrofit EFISs electrically “turning” the heading bug to What about approaches?
including Aspen PFDs, Garmin G5s (HSI the necessary heading to stay on the flight This is where it gets a little tricky. It is
mode), and Garmin G500s/G600s have roll planned course. This is the reason why, important to understand the differences
steering converters and the selector switch when using GPSS on legacy autopilots, the between HDG/GPSS and APPR modes.
built-in to the unit. AP must be heading mode and not in NAV
Non-Precision VOR, NDB
Roll steering converters drive the or APPR. The diagram shows how a retrofit
and GPS approaches
autopilot by receiving commands from GPSS interfaces with a legacy autopilot.
(without glideslope)
the GPS navigator and converting that Now that you understand how GPSS
For approaches without a glideslope,
information to a heading signal. Your WAAS works, we will discuss how and when to
you should use GPSS for the entire
GPS is able to provide very precise guidance use GPSS roll steering.
approach. Make sure that you are
monitoring the primary nav aid (VOR/
NDB) when flying a GPS overlay approach.
Autopilots of Tomorrow - Available Today! You can do this because the GPS keeps
sending roll steering commands as long
Providing you with complete peace of mind, Butler
the GPS navigator has a valid flight plan.
Avionics has cost-effective options to give you the It doesn’t matter what mode (GPS or LOC/
best co-pilot you have ever VOR) is selected on the navigator. You
flown with. must manage the vertical portion of the
approach with the AP pitch control and
the ALT hold modes. As discussed above,
the AP will continue to descend past the
altitude when you press the ALT button.
280 Gardner Drive, Suite 3 / New Century, KS 66031-1104
A Butler National Company FAA CRS# TF2R185L / Phone: 913-829-4606 / www.butleravionics.com To avoid undershoot, press the ALT button
about 50 feet prior to MDA or step-down
altitude (don’t forget to increase power as
well). Once the aircraft is actually at the
The Beechcraft Baron and Bonanza specialist correct altitude you can either toggle the
Over 30 years of providing quality maintenance ALT or press the CWS button to capture
the correct altitude.
Sum ma r y: For non-precision
approaches, use HDG/GPSS to track the
approach, with pitch hold and ALT modes
to manage the vertical profile.
Engine & Airframe upgrades GPS LPV, ILS and
Located at Cedar Ridge
Pre-Purchase 100 Hour & Annual inspections Airport (GA62), 25 miles GPS approaches
South of Atlanta (with glideslope)
soaero@att.net • soaero.com
For approaches with a glideslope,
770-229-2563 • 73 Cedar Ridge Airport Road, Griffin, GA 30223 autopilot operation is slightly more
28 AMERICAN BONANZ A SOCIE T Y A pr il 2021You can also read
