American Bonanza Society Magazine - September 2014

ABS President’s Comments This photo was taken a couple of years ago. Seated on the right is Dick Swenson. Next to Dick is Jim Usher. Standing is ABS Executive Director Whit Hickman. w w w. b o n a n z a . o r g 4 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 2014 EAA AirVenture Oshkosh Recap by J. Whitney Hickman A BS has been very visible to the member ship during the last four months. First we were in Lakeland, Florida, at Sun ‘n Fun, then hosted the ABS Homecoming in Wichita, and we just finished with a great week at EAA Oshkosh. The next stop will be Santa Rosa, California, for the ABS Fly In and Annual Meeting, September 11 14. These are my favorite events as we get to visit and talk with our members on a personal level. We arrived in Oshkosh on Saturday morning just in time to watch the B2OSH arrival from Rockford, Illinois. It’s always impressive to witness the Beechcraft mass arrival and see them taxi to the North 40 to camp for the week. I am happy to say that 110 airplanes touched down without incident. Well done! At Oshkosh, 694 ABS members signed the register in our tent, an increase in attendance over last year by 66 members. What a great turnout! Free popcorn, water, and soda were available at the ABS hospitality tent. Members and guests were able to step out of the sunshine, rest their legs, meet old friends, make new ones, and watch the daily air show. Attendance overall for the EAA event was up six percent with a 20 percent on the weekend, according to EAA. I did notice fewer exhibitors than in past years, however, reports are saying exhibitors did very well. The USAF Thunderbirds performed Friday Sunday. It was a great show and definitely helped boost attendance. Melissa, Tom, and I were available to answer membership and program questions, renew existing members, sign up new members, and sell merchandise. ABS Technical Advisors Bob Ripley and Curtis Boulware were very busy answering members’ technical questions and participated in the member forums and seminars, which were very well attended. ABS hosted its annual dinner on Tuesday evening at the Hilton Garden Inn. The dinner was co sponsored by long time ABS supporters D’Shannon Aviation and RAM Aircraft, with 310 members and guests in attendance. The evening was highlighted by ABS President Bob Goff’s presentation of a Beech painting to Dick Swenson, Life Member and long time philanthropic supporter of the ABS Air Safety Foundation. Dick’s numerous contributions to ABS are greatly appreciated. Accepting on Dick’s behalf was ABS member Jim Usher. Thank you, Dick, for your generous support in memory of BPPP founder Sam James. Operations ABS Jay Burris, incoming ABS board member, greeting members at the ABS hospitality tent. Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 5 w w w. b o n a n z a . o r g Christina Olds was our guest speaker. She’s a resident of Santa Rosa, California, and is the executive director of the Pacific Air Museum at the Charles M. Schulz Sonoma County Airport. She frequently travels to speak at aviation museums and air shows around the country. Her father, Robin Olds, retired in 1973 from the Air Force as a brigadier general. While caring for her father during his terminal illness, Christina promised to complete his half written memoirs from his gathered notes. After Robin passed away on June 14, 2007, she spent the next two years researching and writing the book, including interviewing veterans who flew with her father in World War II and Vietnam. The book is called Fighter Pilot: The Memoirs of Legendary Ace Robin Olds. Christina will join us on Saturday evening at the ABS Fly In Santa Rosa for a full program lecture with slideshow. Thank you to all of the members who visited our hospitality tent, the volunteers and Board of Directors, staff, and especially Melissa for managing the event (her first year). Lauren and Coy conducted business as usual at headquarters while we were gone. We hope you will join us in Sonoma County, September 11 14, for the ABS Fly In and Annual Meeting. Please visit the ABS website or call 316 945 1700 for more details. EAA & ABS by the Numbers • EAA Attendance reached above 500,000 for the week – 6 percent increase over last year and 20 percent better on Saturday and Sunday. • 10,000 airplanes flew into the Oshkosh area. • The number of show planes was 2,649 – over 300 more than last year. • 694 ABS members signed the registry – 66 more than last year. • 310 ABS members and guests attended the dinner on Tuesday evening – 20 more than last year. • 110 airplanes flew B2OSH • 28 new members • One new life member • One ABS display plane, a V35B (the last serial # made) Whit Hickman, ABS Executive Director, listening to Old Bob and Thelma Jean Siegfried. 6 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g ABS POH Library By Thomas P. Turner T he ABS Online Pilot’s Operating Handbook (POH) library is now complete. Fifty-eight unique Bonanza, Debonair, Baron, and Travel Air pilot manuals are available for study and download onto your iPad or other documents management system. Textron Aviation has kindly provided ABS and the ABS Air Safety Foundation permission to post these down loadable, searchable PDFs of its copyrighted Pilot’s Operating Handbooks (POHs) for use by members of the American Bonanza Society and instructors in the Beechcraft Pilot Proficiency Program (BPPP) and the ABS Flight Instructor Academy. Beechcraft has provided Aircraft Owner’s Manuals for models for which Beech never created a POH. To access and download these manuals:  1 Log onto www.bonanza.org using your ABS Member’s Only credentials.  2 Scroll over MAINTENANCE AND OPERATION at the top of the menu in the left column.  3 On the pullout menu that results, click on PILOT’S OPERATING HANDBOOKS.  4 Click on the link to the manual or manuals you wish to view or download. Each distinct Pilot’s Operating Handbook or Aircraft Owner’s Manual has a dedicated landing page. From there you may access the full manual in a single document, or each individual section of that manual. Many pilots find it’s easier to manage the manual by individual section using some document management software. Information is presented for educational and instruc tional use only. Refer to the Pilot’s Operating Handbook or Aircraft Owner’s Manual, as appropriate, for the air plane being flown for flight planning, operating and supplemental information. These are the manuals now available in the ABS POH Library: Model 35 Bonanzas • Model 35 Bonanza D 1 through D 1500 (1947 and 1948 models) • A35/B35 Bonanza D 1501 through D 2680; D 15001 (1949 and 1950 models) • C35 Bonanza D 2681 through D 3292; D 3294 through D 3400 (1951 and 1952 models) • D35 Bonanza D 3401 through D 3698 (1953 model) • E35 Bonanza D 3293; D 3699 through D 3998 (1954 model) • F35 Bonanza D 3999 through D 4375; D 4377 through D 4391 (1955 model) • G35 Bonanza D 4376; D 4392 through D 4865; D 15002 (1956 model) • H35 Bonanza D 4866 through D 5061; D 5063 through D 5330 (1957 model) • J35 Bonanza D 5062; D 5331 through D 5725 (1958 model) • K35/M35 Bonanza D 5726 through D 6561 (1959 and 1960 models) • N35/P35 Bonanza D 6562 through D 7139; D 7141 through D 7309 (1961 through 1963 models) • S35 Bonanza D 7140; D 7310 through D 7976 (1964 and 1965 models) • V35/V35A/V35B Bonanza D 7977 through D 9947 (1966 through 1976 models) • V35TC (Aircraft Owner’s Manual: 1966 and 1967 V35s factory turbocharged per STC SA1035WE) • V35A TC (Aircraft Owner’s Manual: 1968 and 1969 V35As factory turbocharged per STC SA1035WE) • V35B TC (Aircraft Owner’s Manual: 1970 V35Bs factory turbocharged per STC SA1035WE) • V35B Bonanza D 9948 through D 10403 (1977 through 1982 models) Operations ASF Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 7 Model 33 Debonairs & Bonanzas • 35 33 Debonair CD 1 through CD 224, CD 233, CD 234, CD236, CD 241, CD 246 250 (1960 model) • 35 A33 and 35 B33 Debonair CD 225 through CD 232, CD 235, CD 237 through CD 240, CD 242 through CD 245, CD 251 through CD 813 (1961 through 1964 models) • 35 C33 Debonair and E33 and F33 Bonanza CD 814 through CD 981, CD 983 through CD 1254 (1965 through 1971 models) • 35 C33A Debonair and E33A and E33C Bonanza CE 1 through CE 289, CJ 1 through CJ 25 (1966 through 1969 models) • F33A Bonanza CE 290 through CE 673; F33C Aerobatic Bonanza CJ 26 through CJ 128 (1970 through 1976 models) • F33A Bonanza CE 674 and after; F33C Aerobatic Bonanza CJ 129 and after (1977 and later models) • G33 Bonanza CD 1255 through CD 1304 (1972 model) Model 36 Bonanzas • 36 and A36 Bonanza E 1 through E 926 (1968 through 1976 models) • A36 Bonanza E 927 through E 2110 except E 1946 and E 2104 (1977 through 1983 models) • A36 Bonanza E 1946, E 2104, E 2111 through E 3629 and E 3631 through E 3635 (1984 through 2005 models) • A36TC Bonanza EA 1 through EA 272 except EA 242 (1979 through 1981 models) • B36TC EA 242, EA 273 through EA 388 except EA 320 (1982 and 1983 models) • B36TC EA 320 and EA 389 and after (1984 through 2002 models) • G36 Bonanza E 3630, E 3636 and after (2006 and later models) 8 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g Model 55 Barons • 95 55/95 A55 TC 1 through TC 349, TC 351 through TC 370, TC 372 through TC 501 (1961 through 1963 models) • 95 B55/B55A TC 371, TC 502 through TC 1607 (1964 through 1973 models) • 95 B55/B55A TC 1608 through TC 2002 (1974 through 1976 models) • 95 B55/B55A TC 2003 and after (1977 through 1982 models) • C55/C55A/D55/D55A/E55/E55A TE 1 through TE 942 except TE 938 (1976 through 1973 models) • E55/E55A TE 938, TE 943 through TE 1083 (1974 through 1976 models) • E55/E55A TE 1084 through TE 1196, TE 1198 through TE 1201 (1977 through 1982 models) • E55/E55A TE 1197 only (1982 model) Model 56 Barons • 56TC TG 1 through TG 68 (Aircraft Owner’s Manual: 1967 through mid 1968 models) • 56TC/A56TC TG 69 through TG 94 (Aircraft Owner’s Manual: Late 1968 through 1971 models) Model 58 Barons • 58/58A TH 1 through TH 772 (1970 through 1976 models) • 58/58A TH 773 through TH 1395 except TH 1389 (1977 through 1983 models) • 58/58A TH 1389, TH 1396 through TH 1471, TH 1476, TH 1487, TH 1489 and TH 1498 (1984 through mid 1985 models) • 58/58A TH 1472 through TH 2124 except TH 1476, TH 1487, TH 1489 and TH 1498 (Mid 1985 through 2005 models) • G58/G58A TH 2125 and after (2006 and later models) • 58TC/58TCA TK 1 through TK 84 (1976 through 1978 models) • 58TC/58TCA TK 85 through TK 150 except TK 147 (1979 through 1983 models) • 58TC/58TCA TK 147, TK 151 (1984 model) • 58P/58PA TJ 2 through TJ 84 except TJ 46, TJ 55 and TJ 83 (1976 model) • 58P/58PA TJ 46, TJ 55, TJ 83, TJ 85 through TJ 168 (late 1976 through 1978 models) • 58P/58PA TJ 169 through TJ 443 except TJ 436 (1979 through 1983 models) • 58P/58PA TJ 436, TJ 444 through TJ 497 (1984 and 1985 models) Model 95 Travel Airs • 95 TD 2 through TD 302 except TD 127 (Aircraft Owner’s Manual: 1958 and 1959 models) • B95 TD 303 through TD 452 (Aircraft Owner’s Manual: 1960 model) • B95A TD 453 through TD 533 (Aircraft Owner’s Manual: 1961 and 1962 models) • D95A TD 534 through TD 707 (Aircraft Owner’s Manual: 1963 through 1967 models) • E95 TD 708 through TD 721 (Aircraft Owner’s Manual: 1968 model) Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 9 w w w. b o n a n z a . o r g BPPP Online now available with or without flight instruction Many members have asked to en roll in BPPP Online without commit ting to BPPP flight instruction. Now you can! Choose BPPP Online+Flight (including up to four hours of flight instruction with a BPPP CFI near your home) for the same low $495, or BPPP Online (without flight) for $150. You may add on the flight training later if you wish ($395 extra), but the bundled price is lower. Add the Beechcraft Systems, Proce dures, and Techniques course (“BPPP Initial”) or the Beechcraft Pilot Skills Enhancement course (“BPPP Recur rent”), with or without flight instruc tion, to your ongoing pilot training regimen. See PILOT TRAINING/BPPP at www.bonanza.org. BPPP LIVE Houston, Texas ABS Air Safety Foundation presents BPPP LIVE in Houston, Texas, November 14 15, as part of the Southwest Bonanza Society Fly In. BPPP instructors will be teaching classes held Friday afternoon and Saturday morning, to complement the SWBS social events. Tuition for BPPP LIVE is free but we request a $50 to $200 tax deductible donation to the ABS Air Safety Foundation to cover ABS’s expenses. Add BPPP flight instruction for only $395 by choos ing ADD FLIGHT INSTRUCTION at www.myopango.com/bppp.online, then contact a BPPP flight instruc tor to schedule. See www.southwest bonanza.org for more information and to register for the SWBS Fly In at Houston, Texas. Thomas P. Turner Executive Director asf@bonanza.org 10 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 D uring the summer of 1964, my mom was growing weary of the hours spent perusing that yellow newspaper we all know so well in search of a good aircraft. On the drive to go see one particular airplane, my mother nonchalantly said to my father, “If it’s red, buy it.” I am sure angels could be heard singing and a warm glow emanated from behind that V tail as the hangar doors slid open to reveal – in all its redness – what would become a member of the family for 50 years. On the Cover: Beechcraft of the Month Fifty Years in the Fam N5050X 1952 C35 By Doug Grevatt, Norwalk, Connecticut w w w. b o n a n z a . o r g Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 11 w w w. b o n a n z a . o r g I take a certain amount of pleasure answering the “how long have you had it?” question with “all my life … sort of,” and seeing the perplexed look on the asker’s face. N5050X and I go way back. Fifty X came into the family five years before me, in August of 1964. I had my first airplane ride in this very airplane when I was two weeks old. It’s only fitting to commemorate its 50th year in the family with a “Beechcraft of the Month” submission. N5050X left the factory as N1879D. It was purchased by the Heathkit Company in Benton Harbor, Michigan, through 1930s air racing pilot Roscoe Turner’s Beech dealership. Logbook #1 reveals it was a working airplane that flew several times each week. After Heathkit sold N1879D, it went through several owners in the Midwest. One was a partnership of two individuals that changed the tail number to N5050X, presumably reflecting their respective half shares. Sadly, there was a landing gear “event” (there, but for the grace of God, go I) at Meigs Field in Chicago. Fifty X was purchased by Dan Towery and flown (with the gear locked down we’ve been told) to Delaware from Meigs for repairs. Dad bought the airplane from Dan. I recently met Dan and his son, also Dan, at Oshkosh. They both remembered the airplane well. Fifty X took my parents on many fun trips, including one to the first ABS Convention in Wichita in the summer of 1969. Mom was pregnant with me at the time, so I am going to claim I was there. I have many memories growing up at the airport working on the plane with my father, Marston “Skip” Grevatt, ABS #76. My childhood assignment of climb ing into the baggage compartment to remove the 42 bulkhead screws is one such memory that comes back every year at annual time. My flight depart ment runs lean, so to keep payroll low I still have my childhood duties such as sumping the fuel tanks and removing and installing all 42 of those screws. Dad paid for my initial flying lessons through solo as a high school gradua tion gift. College, full time employment, a home purchase, and graduate school kept me busy enough to put flying on the back burner. I finally got back to flight training and completed my Pri vate Pilot certificate without telling Dad. My first flight as a licensed pilot was to the airpark where my parents live, to surprise him. I still can’t believe I managed to keep it a secret. It took a while for him to come to grips with the fact that I had just taxied a 152 up to the hangar on his home. He had no idea what I had been doing. I also haven’t told him I am submitting this, so I hope he gets a kick out of seeing “Nifty Fifty” on the cover of the ABS Magazine. ily 12 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g After the private certificate, I quickly set out to build time and get my instrument rating. With that complete, Dad wanted me to get a checkout in the Bonanza. I did the 10 hour checkout over three days with my dad riding in the back seat and a whopping total of 167 hours logged time under my belt. I was very nervous ! Despite having logged many hours sitting in the left seat “flying” the airplane in the hangar as a kid, making my first landing with my father in the back seat was one of the most stressful experiences of my life. EQUIPMENT LIST Continental E-225-8 Beech electric propeller with original factory Flight Research Auto Prop Control Garmin GNS430W King KX155 w/GS Garmin GTX327 transponder Garmin GPSMap396 with XM weather PS Engineering PMA7000MS audio panel with intercom S-Tec 30 autopilot with GPSS Castleberry electric attitude indicator UBG16 engine monitor with fuel flow, low vacuum alarm, and data recorder Whelen Parametheus LED landing lights with max-pulse flasher ACK 406 MHz ELT interfaced with GNS430W Evaporative (“swamp”) cooler 20-gallon aux tank BAS shoulder harnesses D’Shannon 20-gallon tip tanks Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 13 w w w. b o n a n z a . o r g S pending time with my dad work ing on the airplane over the years motivated me to pur sue a mechanical engineering de gree, as he had done. It has also been an excellent classroom for important life lessons on patience, thinking things through, and in sistence on doing things properly. I had no expectations of receiving any awards when I had the airplane judged on its first trip to Oshkosh in 2008. I was shocked to learn we had won a Bronze Lindy. When asked by one judge why I didn’t have a photo book of the restoration, I had to concede that the airplane had never been restored – just maintained through the years. The judge nodded his head and com mented they could usually tell when a plane was owner maintained due to the extra attention to the details. 14 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 I firmly believe that Dad’s high standard of care, that I do my best to continue (under A&P IA super vision), was evident to them. It was quite a thrill to call Dad to tell him about the award. I broke the rule about never buying an airplane without a pre purchase inspection, but it seems to be working out okay for me (knock on wood). Since I took over the care and feeding of Fifty X, there have been some improvements added. I have tried to keep it a period piece, so it remains how I remember it as a kid, while adding capability for real world operations. The E series airplanes have a reputation for being a challenge to keep in the air, but I have the benefit of not knowing any better. I have developed an inventory of the tough to find things (electric propellers and associated parts, E series engine parts, etc.) to help keep things going long term. I have been accused of secretly constructing another airplane part by part. Hey, Johnny Cash got his Cadillac one piece at a time and it didn’t cost him a dime! My wife, Elisa, our dog, Lola, and I have completed many trips from Connecticut to her hometown outside Kansas City, Missouri. The addition of the tip tanks in November of 2013 al lowed us to make the last flight home in 5 hours 36 minutes non stop. Travel ling in the Bonanza has been a plea sure for us as it was for my parents. I am very lucky to be able to continue caring for this airplane that safely transported the family for 50 years. It often repays me with memories from my youth. Happy 50th anniversary of being in the family, Fifty X ! 16 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g Safety Pilot You Probably Ought to Replace That By Thomas P. Turner I was teaching the preflight inspection of an A36 Bonanza with a pilot completing BPPP. When we opened the right side engine cowling I found the #5 cylinder’s injector line loose at the point it crosses a rectangular bracket between the flow divider and the cylinder’s fuel injection nozzle. The clip that holds the line at the bracket, and the rubber wrap that protects the line in the clip were missing and the injector line was suspended above the bracket (Figure 1). Pointing this out to the pilot, we quickly found the missing clip and rubber wrap. It had come loose from the bracket and slid down the injector line to the top of the nozzle (Figure 2). A quick look revealed that one of the two tines on the bottom of the clip, tines that spread out after being pushed through a hole in the bracket to create spring tension that holds the clip in place, was missing. It had probably corroded and broken off, or perhaps it had failed from fatigue due to vibration. Most telling, a large glob of silicone gel was stuck to the bottom of the clip – someone somewhere had noticed that the clip was broken, and tried to “repair” it by tacking it down with a dollop of silicone. “That’s one step this side of sticking it down with chewing gum,” said the local mechanic (who had not maintained or inspected this Bonanza). He had been in the hangar near us when we found the problem. With the pilot’s permission he bent his head into the engine area and looked at the underside of the #5 fuel injector line. “It’s not rubbing,” he said, seeing no evidence of a flat spot on the underside of the fuel line where it crossed the mounting bracket. The implication was that it was okay to fly in this condition, but should be addressed soon. “That’s what I used to think,” I told the pilot and the mechanic. “But we’re not going to fly today. I’d ground this airplane until the clip is installed correctly.” The pilot and mechanic seemed surprised, but agreed with me. Any doubt was erased when I told them why I made this decision. M any years ago I found a somewhat similar situa tion while preflighting an A36 with a flight in struction customer at Wichita. In that case the clip was still holding the fuel injector line in place, but the rubber wrap was severely cracked and several pieces of the rubber were missing. The bottom of the injector line was not protected by wrap at all. Like the mechanic in my recent experience, I took a close look at the underside of the injector line and saw no sign of wear. “You probably ought to have your mechanic replace that rubber wrap when you get home,” I told the owner. I wrote it on my clipboard as a reminder for our debrief; we completed our preflight and began our full day of training. After about two hours of flying and a lunch break, we could smell just a little fuel while we flew a series of FIGURE 1 FIGURE 2 Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 17 w w w. b o n a n z a . o r g practice instrument approaches. Fuel smells in airplanes come and go (and should be investigated), but I don’t remember it being too bad, just noticeable at times. Our session was to end with a flight in IMC back to Wichita Jabara Airport, where we had started. While in actual instrument conditions at 4,000 feet on vectors for the approach, the airplane suddenly decelerated and the tone of the engine deepened. Airspeed was quickly dropping while we held the airplane level; I don’t remember the engine running roughly (I’m sure it did), but I clearly recall seeing the indicated fuel flow shoot up well beyond redline – that confused me a bit. We requested a vector direct to Jabara and told Approach Control we’d stay at 4,000 feet until they told us we were one mile from the airport (this was pre GPS). On the way we found that the fuel flow was unaffected by moving the mixture control, and with the throttle and propeller controls fully forward we could maintain altitude at Best Glide speed, but any increase or decrease in indicated airspeed resulted in a descent. When the controller advised we were one mile from the airport we descended out of the bases of the clouds, which were well above minimums, and made an otherwise uneventful landing. We could smell fuel as we taxied in. Shutting down and exiting the Bonanza, we found the entire right side of the fuselage coated in blue fuel stain. Investigation revealed that the rubber wrap had completely separated from around the #3 injector line. The clip was still in place and the line still went through the clip, but without the wrap the line was not touching anything and was therefore free to vibrate. The vibration in flight was enough to pull the fuel line out of the top of the #3 fuel injector nozzle, starving that cylinder of fuel. While in actual instrument conditions at 4,000 feet on vectors for the approach, the airplane suddenly decelerated and the tone of the engine deepened. 18 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g With only the factory standard engine indicators we could not tell that the #3 cylinder was no longer devel oping power. The confusing fuel flow indication was the result of fuel spraying through the disconnected injector line – there was no back pressure in the line so fuel was pumping as fast as it could, spinning the fuel flow transducer wildly and indicating the true rate of fuel loss. Why the hot engine did not ignite the fuel fumes at some point in flight or, more likely, during taxi, I’ll never know. Things I’ve learned from this experience: • There is great value in a thorough preflight inspection. • Any deviation from “normal” warrants immediate attention. • There is great temptation to dismiss unusual conditions, thinking you’ll “take care of it later.” • Even many mechanics don’t fully appreciate the potential hazards of some failure modes. • Pilots and mechanics depend on each other to share our combined experience. • Pilots and mechanics need to read and participate in programs such as those made available through ABS, so we can learn from the experiences of others. • The obvious function of an item (the rubber wrap prevents the injector line from rubbing on the bracket) may not be the only purpose of that item. • Most pilots, and many mechanics, are not qualified to defer or dismiss a squawk. I also learned: • Fuel smells at any time should be investigated. • Best Glide speed is also the speed where you can main tain altitude with the least amount of power. • A higher than logical indicated fuel flow, and/or the inabil ity to control fuel flow with the mixture knob, may be warn ing of a massive fuel leak in the engine compartment. • If I have indications of a fuel leak in the engine com partment in flight I might immediately shut down the engine and glide (in a Bonanza or Debonair), even if I’m in IMC at the time. • If I maintain engine power until landing with indications of a fuel leak in the engine, I’ll pull the mixture control on short final and evacuate the airplane as soon as it comes to a stop. I firmly believe that my prior experience saved us from a potential engine failure and in flight fire during this more recent flight. We perform preflight inspections for a reason. 20 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 As part of Avidyne’s Pilot Program, I have had the opportunity to install my two preordered IFD540s in my F33A and have been flying them in the system since March 2014. My installation replaced a GNS430W and required a clean install of the second unit. At the time of writing, I have 70 hours behind the system and have discussed my experiences in detail on the BeechTalk website here: http://www.beechtalk.com/forums/ viewtopic.php?f=21&t=90279 My experience is that these units are very flexible and will enable users to decide what methods work best for them through the customizable options. The IFD540’s Hybrid Touch addresses the “lack of buttons” complaint of the GTN series, and provides both buttons and touch screen that will perform nearly all of the functions equally well. Avionics By Geoffrey Ring B y the time you read this Oshkosh 2014 will be over and Avidyne will have its IFD540 FMS/GPS/NAV/COM units certified and shipping, providing aviation users a genuine alternative to the Garmin GPS units. Built off the award winning R9 platform, the IFD540 provides advanced functions found in this powerful OEM integrated glass panel system not currently available from other manufacturers. The IFD540 is a slide in replacement for the Garmin GNS530W units that so many of us are familiar with. This unique strategy enables the avionics shop to install the latest technology with only an hour or two of installation, configuration, and testing, which significantly cuts down the installation cost, complexity, and maintenance induced failure. Avidyne’s IFD540 Fuel range rings and top of descent marker. User-defined hold at a waypoint. Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 21 With GeoFill, I still use the knobs and buttons over the touch screen for data entry, but other Pilot Program users are the opposite and report primarily using the touch screen. I do find panning, pinch zooming, and pressing map features for information very usable with the touch screen; and the hybrid touch means the screen works like your iPad. The GPS is very fast to acquire satellites and boot up, the display redraw from panning or zooming is crisp and quick, and I am impressed with the performance and quality construction of the boxes themselves. The best feature, though, is that Avidyne is committed to open standards. Where Avidyne has created a particular data format, it will provide this to any manufacturer that would like to interface with the Avidyne equipment. This ensures that you won’t be locked into one particular vendor. I have experience with both GTN and GNS devices, and flying with the IFD540 provides features and usability that I prefer to the other units. It isn’t so much the ability to fly airways or the touch screen or any of the bigger improvements, but rather how seamless the unit is and how well the little details add so much to situational awareness. The device is simple to use and intuitive, with information provided in many different functions. If there is any fault with the IFD, it is that there are generally multiple ways to accomplish the same task and each function provides a larger amount of information than found in other units. The limited space of this article doesn’t allow for a complete description of the functionality of the units; however, I wanted to list a few of the features I find the most useful (in no particular order). Fuel range rings – These have been great when stretching fuel and looking for potential fuel stops. You know exactly where on the map you will be when you reach your reserves and can begin looking for airports if you haven’t planned a specific stop. (Requires input from a compatible fuel flow system.) iPad/iPhone charging – The USB port in the unit allows for charging devices directly from the IFD and eliminates the need for separate certified USB ports in the panel. Vertical constraints on waypoints – This is useful for non precision approaches and other phases of flight. There is a top of descent (TOD) marker on the magenta line and a chime when time to step down at the prescribed vertical speed rate. In addition to the TOD marker, the altitude constraint is displayed directly on the map. Approach chart in plan view. VOR crossing radial on #2. 22 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g Dual IFD interaction – This is perhaps one of the best features because it allows the two units to behave in a manner that makes the screen real estate much larger than it really is. Datablock entry on one of the IFDs results in a full QWERTY keyboard displayed on the other IFD. OBS mode and VLOC mode – Both of these modes draw a line on the screen which you can move with the CDI indicator on the NAV or HSI head. I tend to put crossing radials on the units as I fly cross country, and this allows for visibility via a green/white line on the screen. GeoFill – This single feature is responsible for the signifi cant reduction of button turns and click for entry of flight plans. Long flight plans can be entered very quickly. Victor airways – Finally, we can fly Victor airways on a current production GPS (very important to us in the Northeast). When Victor airways are entered into the flight plan, they are displayed on the map along with the waypoints and VORs so you have enhanced situa tional awareness. Flight plan preview – While building the flight plan and/ or when selecting an approach, it is all previewed on the screen so you get situational awareness when selecting transitions or IAFs. Flexible user configuration – Data blocks, screen, and user options are very, very configurable. This allows users with different types of equipment to set up the display to provide information in the most meaningful way. An Aspen user may use different data blocks than a steam gauge user, for example. Informative GPS status page – Not a real big deal, but this page gives you information on the HPL/VPL and HFOM/VFOM. TAWS-like features – The units have both Terrain Awareness (TA) and Forward Looking Terrain Alerting (FLTA). These functions are very useful and are part of the certified TAWS in other equipment. Name entry for NAV frequencies – To enter a NAV frequency, I can enter PWL (Pawling VOR) rather than 114.3 and it will input the correct frequency, decode, and display in the NAV box. User waypoints identified as airports – I fly into a private race track country club and land on the back straightaway. I have been able to identify the waypoint as an airport with a specific altitude. This inhibits the terrain warnings. Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 23 w w w. b o n a n z a . o r g Georeferenced charts – Like R9, the Jeppesen charts are available with five different views which allow the user to see only the data necessary for the phase of the approach they are on. Chart updates – One subscription for both IFDs. I download the data on to two USB devices and upgrade both my IFDs from one subscription. Uploading to the IFDs takes about 13 minutes, for Navigation database (5 minutes), charts (8 minutes), and obstacles (5 seconds). Calculators – The IFD has several very user friendly calculators to show Fuel Planning, Trip Planning, and Air Data calculations. I use these frequently on longer flights. Avidyne’s motto is “Flying made Simple,” and while the IFD540 certainly packs a lot of functionality into one tightly integrated package, it does so in a very user friendly manner. For those who are receiving and installing their boxes, I’m eager to see if my excitement of the IFD540 is shared. I look forward to seeing more comments as they begin to use them. Virtual keyboard on #1 for flight plan entry on #2. 24 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 W hat do you do when your insurance policy arrives? Save it to your hard drive? File it with your other documents? Do you read it first? Most of us (including those of us in the insurance business) find reading a policy to be a tedious task. However, we strongly encourage all of our customers to read their policies – especially when changing carriers. In order to make this process somewhat easier, we will focus on some of the more important items to look for to make sure you are covered correctly and that you understand what is and (just as important) what is not covered in your aircraft insurance policy. Here is our “top 10” list (these are not necessarily in order of importance, but rather the order in which a typical policy is assembled).  1 Policy Period At the beginning of the policy you will find the declarations page. It contains most of the basic information about the policy. One of the first items is the policy period – aircraft insurance policies are almost always issued in one year increments. The dates should correspond to the desired coverage year. Note that policies start at 12:01 AM and end at the same time.  2 Scheduled Aircraft The aircraft will be listed on the declarations or coverage summary page (or sometimes on a schedule of aircraft that is attached). Make sure the aircraft is recorded properly by make, model, and registration number. The number of seats in the aircraft is generally shown, so be certain that information is correct as well. The hull value should be listed alongside the other information – verify this amount is correct as it is the most the company will pay for physical damage in the event of a total loss. Many companies show the type of physical damage coverage (i.e., Full Flight or Ground Only), so confirm they are providing the level of coverage you want.  3 Deductibles While you are reviewing the physical damage section, check to see that the deductibles listed are accurate. On fixed wing aircraft, the deductibles are normally shown as two different numbers: one for “Not In Motion” losses and one for “In Motion” losses. If you purchased coverage for “full flight and ground” there should be a listing for each. Most companies issue their policies with “nil” deductibles. Another example would be $50 for Not In Motion and $250 for In Motion.  4 Liability Limits The liability limits are listed on the coverage summary page or the decla rations page just above or below Understanding Your Aircraft Insurance Policy Insurance By John Allen Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 25 w w w. b o n a n z a . o r g the physical damage section. This sec tion will show the amount of lia bility coverage that is provided for bodily injury (BI) and property dam age (PD), and is one of the most im portant provisions to comprehend. The limit listed should reflect what you ordered from your agent. If it does not or you have questions, pick up the phone and call. Review the limits shown in the “Occurrence” and “Per Passenger” columns to ensure they are correct, and that you understand how they work together. Again, if in doubt, ask your agent.  5 Pilots The approved pilot section will be listed either as a continuation of the declarations page or as an endorse ment. It will list the Named Pilots and any requirements they must meet (if any) in order to fulfill the underwrit ing requirements. Most of the time, named pilots are identified without any additional requirements, but in some cases they might be required to attend training every year or be accom panied by a CFI for a period of time. If each pilot’s information is shown (certificates, ratings and hours, etc.), make certain it is correct. Almost every policy comes with an open pilot warranty. This is the provision that allows pilots who are not listed as named pilots to fly the aircraft as long as they meet the pro visions of the open pilot warranty. Make sure you review and understand these provisions, and check that all pilots who fly the aircraft are either named or meet the open pilot war ranty. If training requirements are listed, confirm all pilots have done the required training.  6 Territory Territorial limitations are defined in every policy. The wording will usually be listed as part of the insuring agreement of the policy or shown on an endorsement. This states where your aircraft will be covered geographically. Some policies limit the territory of operation to the 48 contiguous states (CONUS), along with Canada and Mexico. That will leave out Alaska and Hawaii, so if you intend to fly to either state make sure you add that by endorsement. Some policies go on to include the Islands of the Bahamas, the Western Hemisphere, and areas so broad they include “anywhere in the world.” The point here is that you need to know what your policy says and operate within that geographical boundary. If you have a loss outside your designated territory of operation, your coverage will be void. If you want to fly somewhere that is not included, contact your agent. Most of the time we can get the territory expanded to meet your needs. 26 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g  7 Purpose of Use The purpose of use is typically located on the declarations page. It will likely say something such as “pleasure and business.” Each use will be defined in the policy under the definition section. Make certain your operation of the aircraft is in compliance with this provision.  8 Exclusions There are some interesting exclu sions in policies these days. Remem ber the Y2K scare? The insurance carriers still do. Did you know that losses arising from the failure of com puters or equipment to recognize or process a date change are excluded? In the late ’90s, they put this exclusion in the policies in anticipation of the Y2K threat. January 1, 2000, came and went largely without any problems, but the companies never removed the endorsement from the policies. Other typical exclusions include: nuclear war, radiation, war risk, confiscation, strikes, riots, civil commotions, liability assumed under a contract, wear and tear, and freezing. The above is only a partial list; there fore, it is necessary to review the entire exclusions section to see what is not covered. Some of these coverages such as war risk and confiscation can be bought back. If that happens, there would be an endorsement issued delet ing or modifying the exclusion. A thor ough review of this section will help you understand what is excluded and may just help you avoid some trouble.  9 Definitions/Conditions These sections are contained with in the policy wording and are very important parts of the contract. For ex ample, the definitions specify what is included as part of the aircraft and, as mentioned earlier, what the approved uses include. They also define other terms such as In Motion and list who is automatically covered as an insured under the policy. Under the conditions section, the rights and responsibilities of each party are defined and the legal aspects of the contract (such as can cellation and transfer) are discussed.  10 Endorsements Endorsements are one of the most important items to review. While many are statutory wordings required by your state, others make important changes to your coverage. For exam ple, many companies use endorse ments to add exclusions or other cov erage to the policy. They can add back coverage that is excluded such as war risk, and many companies include an “expansion endorsement,” which gives you extra coverage such as premises liability or baggage liability. In order to review the above items, I would estimate it taking 30 to 45 minutes of your time. The conditions and definitions of the policy do not change every year, so after the first year it would probably go a little faster and could be done in 15 to 30 minutes. The principal reason we pur chase insurance is to transfer some of our risk as an aircraft owner to an insurance company that can afford to pay the claim. In the unfortunate event that you have a claim, you need to know what risks you have transferred and what risks are yours to bear. So, take the time to review your policy. If you have any questions about any of these items, do not hesi tate to contact your ABS insurance representative. An answer is a phone call away. 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 insur- ance professionals. Prior to entering the aviation insurance industry as an underwriter for USAIG, John served in the United States Air Force as a pilot. Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 27 T here are three distinct electrical systems for Beech Barons. All have had two generators or, later, two alternators, one on each engine. The system for electrical power regulation, however, has changed over the years. Travel Airs and generator equipped Barons, and Model 58 Barons after serial number TH 1376 as well as 58Ps and 58TCs, have a voltage regulator dedicated to each generator or alternator. The voltage regulators each work full time, and interface with each other to balance the load roughly evenly between the two alternators or generators (Figure 1). In normal operation the loads should be within 10% of each other, according to Beechcraft. Model 55 Barons TC 371 and TC 502 and after; all C55, D55, and E55 Barons; and Model 58 Barons serial number TH 1 through TH 1376 have what we might call a shared regulator system – two voltage regulators, but only one is active at a time. The active regulator monitors and controls the output of both alternators. This helps more evenly share the load between the two alternators (Figure 2). In these airplanes, there is a switch beneath the pilot’s control yoke that permits selecting one or the other voltage regulator. To ensure the back up regulator is functioning, it’s good practice to change the selector before each flight, once a month, or on some other regular schedule. I f you notice a Generator Out/ Alternator Out light or Low Buss Volts annunciator, or the loadmeters themselves read zero, reference the appropriate handbook checklist. You need to take action, but although the checklist is in the Emergency Procedures section of your handbook you have plenty of time to locate the checklist and follow it step by step. The first thing you’ll do is confirm the warning light with the electrical monitoring gauges. It’s possible the light may illuminate falsely when there is not really a problem with the charging system. If the alternator or generator has indeed failed, you’ll see a discharge on the ammeter or, if equipped, a zero indication on the alternator loadmeter and something less than normal system voltage on the buss voltmeter. If your Baron has the dual regulator system, turn off the alternator to reset the voltage regulator, then turn it back on and monitor the condition. If the light illuminates again, turn off the switch, monitor the load, and acti vate any back up charging system in your airplane. In Barons with shared regulators, if a single alternator out condition occurs turn off the failed unit’s switch and Baron Pilot Baron Pilot focuses on the unique systems, piloting techniques, maintenance and ownership considerations for the entire line of Beech Barons. We’ll include new articles and the best of Baron- related articles from the archives of ABS Magazine. We encourage ABS members to submit your articles about flying, owning and maintaining Beechcraft Barons to absmail@bonanza.org. Baron Electric Regulator SystemsBy Thomas P. Turner 28 FIGURE 1 FIGURE 2 w w w. b o n a n z a . o r g monitor the load (Figure 3). With the shared voltage regulator, it’s possible to get a simultaneous shutoff of both generators/alternators as a result of a voltage regulator failure. If this happens, the checklist calls for shut ting off both generators/alternators, switching to the other regulator, and then turning the generators/alternators back on (Figure 4). If the condition recurs, reduce and monitor electrical load, and land as soon as possible. G58s have a third style of electri cal system with significantly dif ferent abnormal procedures. We’ll cover the G58’s electrical system in a future article. A problem with the voltage regu lation system is not an immediately catastrophic condition. You have time to pull out the checklist and complete the procedure fully, then evaluate the results of your actions. Being ready to do the right thing requires you know how the system works in the Baron you’re flying. 29 FIGURE 3 FIGURE 4 Being ready to do the right thing requires you know how the system works in the Baron you’re flying. 30 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g Beech on a Budget SAFE • LEGAL • LOW COST By Mike Caban The Ignition Harness “Looked” Just Fine I n prior articles, I’ve written about the importance of being especially vigilant about external items in engines that are being operated above and beyond TBO. This month, I will share with you a personal experience involving the wiring harness on my B55 factory reman with about 1900 hours on it. The harness was seven years old and had about 1000 hours Time in Service (TIS). At the end of May I flew from Appleton, Wisconsin, to my home base of Denton, Texas, where my annual was going to begin in the days following my arrival. I had settled into cruise flight at 10,000 feet, Wide Open Throttle, 2250RPM, about 11 gph/side, and had switched the tanks off the mains to the auxes nearly an hour prior. Out of the blue the right engine stumbled badly. Then again… and again… and again. All engine gauges were steady, yet the stumbling continued. I switched the fuel back to the main tank and checked the right magneto switch con irming that it was on the “both” position. The engine stumbling continued, unabated. Increasing fuel flow had no effect. By this time I began to zoom the ForeFlight screen on my iPad to identify the nearest airport. Dubuque, Iowa (KDBQ) was about 30 miles to the west. With a place to go identified, I began deeper troubleshooting of the problem with my JPI engine monitor. Fuel flow and CHTs were steady but the EGT on #6 was fluctua ting wildly about 40 60° F. The #4 EGT was fluctuating somewhat less, maybe about 20 30° F. With the luxury Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 31 w w w. b o n a n z a . o r g of having a second engine turning, I elected to continue while monitoring engine pa rameters without stopping in Dubuque. Had I been flying behind just the one stumbling engine, this would have been a completely different decision with a “direct to” KDBQ in the GPS in short order. For the next couple hours the engine continued to stumble in sync with the EGT of #6 fluctuating from about 1270 1310º F. With the exception of #4, which also had its own fluctuation, all other cylinder EGTs varied maybe 2 3° F each. Upon reaching the Texas Oklahoma border and being trans ferred to Ft. Worth Center, I received descent clearance from 10,000 to 4,000 feet. Sometime during the descent the stumbling stopped and the EGT fluctuations on #4 and #6 became smaller. Approach and land ing were uneventful and 23W went into the hangar. I t was annual time so in a few days I set about all the standard annual open up activities, including spark plug removals. I was most anxious to see the #6 plugs – Figure 1 shows the bottom plug. Figure 2 shows the lead fouling with what appears to be a fourth electrode … but it is not ! Figure 3 shows the amount of lead that was built up in the plug. I had never seen a plug this badly lead fouled. All other plugs were in reasonably good condition. My mechanic and I explored further in the belief that something upstream of the plug was amiss (pun intend ed). The plug end of the seven year old, seemingly good looking condition harness appeared to be in good shape. FIGURE 1 FIGURE 2 FIGURE 3 By this time I began to zoom the ForeFlight screen on my iPad to identify the nearest airport. 32 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g Upon examining the right Slick magneto (the mag that fires the #6 and #4 bottom plugs) end of the harness, we found blackened insulation around the stinger wire entry into the #6 ignition wire (Figure 4). The stinger wire was also somewhat loose. Figure 5 shows the beginnings of the same charring on the #4 plug wire. The magneto distributor block and rotor were ex amined for any sign of mischief that would impede the flow of voltage and current. Nothing out of the ordinary was found here. My mechanic pushed the stinger farther into the #6 wire, we installed a new spark plug, finished up the rest of the exhaustive annual (complete overhaul of right engine fuel system, and mixture and throttle cable replacements), ran things up, and noted no issues. The test flight also went well, with no engine stumbling or other anomalies. Fast forward to the trip north from Denton to Appleton. I depart Denton and make a stop at Sherman, Texas, about 40 miles away, for a little over 100 gallons of <$5/ gallon avgas. There were no issues on the trip to Sherman. I depart Sherman and get my IFR clearance in the air “direct to” KATW. Of course, I was on pins and needles watching all the engine instruments for the first long flight after annual, and on guard against the engine stumbling again. Well, 2.5 hours into the ~4:20 flight and the right engine started stumbling. Same symptoms, same cylinder, and same large EGT fluctuation. It was somewhat less unnerving than the southbound leg a month earlier, but I was again very thankful that I had a second engine turning. Upon reduction in power and descent from 11,000 feet around Madison, Wisconsin, the stumbling subsided and I made another uneventful landing. The new, less than FIGURE 4 Note blackened insulation of #6 as opposed to others Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 33 w w w. b o n a n z a . o r g five hour TIS spark plug was removed and it appeared heavily lead fouled. Upon consultations with my IA, a new ignition harness was sourced and prior to installation, I had a notion to check the wire ends with a digital ohmmeter. The seven year old harness on the #6 and #4 wires measured about 55 ohms. All other wire leads measured in the range of 22 25 ohms. The new harness also measured around 25 ohms. This was the problem confirmation I was looking for – I could not believe that an additional 25 ohms could wreak such havoc on the spark event. However, this was in fact nearly doubling the resistance seen by the voltage and current flowing through the wire. The new ignition harness was installed and, as of this writing, nearly 14 stumble free hours have been flown. While at EAA last month, I visited the Champion booth and related my story and resistance measurement findings. I wanted to understand if they had a published spec for wire resistance to insure continued airworthi ness on a harness that otherwise looked cosmetically good. I spoke with Kevin Gallagher, Champion product line manager, who indicated there was no resistance spec for their harnesses. This experience has brought home the point that even “good looking” harnesses can have internal failures. I’ll make sure to be much more vigilant at annual time on my older harness resistance values to catch any brewing problems before they can lead to a failure to fire a plug properly. Happy skies! FIGURE 5 34 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g I n 1972 when the British Rock Band Deep Purple recorded “Smoke on the Water,” they had no idea they were describing the 2014 PBS Sandpoint, Idaho, adventure. Due primarily to the Duncan Ridge and Carlton Complex fires in the Washington Cascades (over 250,000 acres total), smoke descended on Sandpoint and Lake Pend Oreille to make the visibility a bit challenging and the sunsets spectacular. The influence of smoke truly made the sky look like it was on fire each evening as the sun was setting. Twenty nine PBS members in 14 air planes invaded Sandpoint (KSZT) on Thursday, July 17, to begin a few days of good ol’ Idaho mountain therapy. We were enthusiastically greeted by Emma from Granite Aviation, who rolled out the red carpet for our arrival and set up a hospitality area inside their beautiful facility. Andy, Granite Aviation owner, provided free parking, Regional News Pacific Bonanza Society Sandpoint, Idaho • JULY 17-20, 2014 By Doug Haughton Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 35 w w w. b o n a n z a . o r g discounted fuel prices, and anything else he could think of to make our stay in the area enjoyable. We then set up “base camp” at the Lodge at Sandpoint located on the shores of Lake Pend Oreille. Each of our premium rooms overlooked the lake and simply exuded the feel and ambiance that you’d expect from a premier waterfront mountain lodge. At Thursday evening’s Welcome Banquet we dined on the shores of Lake Pend Oreille at Forty One South, one of Sandpoint’s finest restaurants. Rumor has it that many complex world problems were solved throughout the evening’s various conversations. The following morning we split into two groups, half of the group headed to the Quest Aircraft Factory tour; and the others headed to downtown Sandpoint for some retail therapy, wine tasting, and caloric intake. 36 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 We then got all gussied up in our western duds and danced to the “pickin’ and grinnin’” of Red Simpson (a country singer songwriter best known for his trucker themed songs) and Desi at a Western BBQ on top of Barton Mountain in Sagle, Idaho. Our friends, Wayne and Kathy Barton, are just finishing their home on this special 40 acre mountaintop. The western BBQ buffet from Seven Sisters Catering was a culinary home run. Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 37 w w w. b o n a n z a . o r g When Saturday morning arrived we converged on the Bird Aviation Museum and Invention Center (a world class educational experience centered around the themes of Aviation and Innovation) in Sagle. We had received a special invitation from the founder, Dr. Forrest Bird, to use his private runway at the museum, and several PBS pilots opted to accept this once in a lifetime opportunity. The museum staff provided a tasty group lunch inside the museum. Dr. Bird and his wife Pam happened to be there when we arrived, and most of the PBS folks were able to speak with them during our visit. What wonderful folks, a beautiful facility, and an awesome experience. Happy birthday to Dr. Bird, a medical pioneer, who turned 93 last month. On Saturday evening we spent four hours aboard the Shawnodese – a 15 ton, 40 foot boat that was built in 1966 as a Coronado Island Ferry. We toured Lake Pend Oreille and the islands; saw eagles, castles, mansions, naked swimmers; and then feasted on a wonderful array of culinary delights catered by Pend Oreille Pasta. 38 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 Sunday morning arrived all too soon, and it was time once again to bring the Continentals (and one Allison) to life for the trip back to our various homes. I’d have to imagine that we will not soon forget the wonderful adventure that we experienced in Sandpoint and Lake Pend Oreille. w w w. b o n a n z a . o r g Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 39 ABS extends condolences to the family and friends of these ABS members who recently passed away. John R. Funk Bement Illinois A member since 1974, he flew a 1971 V35B. C.G. Rudolph Los Altos Hills California A member since 1994, he flew a 1977 58. Carlos A. Calderon Cali Colombia A member since 1993, he flew a 1960 M35. Babar Suleman Plainfield Indiana A member since 2008, he flew a 1967 95-C55. The Most Complete, Most Convenient and Most Cost-Effective Type-Specific Beechcraft Training: BPPP Online+Flight ABS’s goal is simple: To protect lives and to preserve the Beechcraft fleet, by significantly increasing the number of ABS members who receive The Best in Beechcraft Pilot Training.™ Here’s How it Works 1. Take the popular BPPP Beechcraft systems and techniques classroom training online, on your schedule 2. Fly with a BPPP-standardized flight instructor near your home at a time that’s convenient for you 3. If you qualify, earn a Flight Review and/or an Instrument Proficiency Check 4. You’ll receive a BPPP Completion Certificate, which may qualify you for insurance discounts (ask your agent or broker) Many aircraft insurance companies give up to a 10 percent discount on your policy for completing BPPP. For the first time, the insurance discount may pay most or even all the cost of your specialized Beechcraft training! BPPP training is fun, informative, convenient and affordable. It makes you an even more capable and safer pilot. For more information and to enroll, go to http://bonanza.org/ pilot-training-bppp/onlineflight or call 316-945-1700. BPPP Online+Flight Only $495 Includes online and up to four hours of flight training! EAA Sport Aviation reviews BPPP Online+Flight “The thoroughness of the BPPP program is impressive, and the professionalism of both the flight and online portions is absolutely top-notch. ABS is setting the standards for type club training, and we can all learn from its experience.” —J. Mac McClellan, 5000-hour Baron pilot and editor, EAA Sport Aviation Read the full review in the November 2012 Sport Aviation. 42 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g T he Beech Aircraft Owner’s Manual for the Model 95 Travel Air includes this simple but apt statement: Preventive maintenance is a program designed to keep things from going wrong, or not going at all, or quitting before they should reasonably be expected to quit. There’s a tendency for many air plane owners and even some me chanics to use the terms inspection, maintenance, and repair interchange ably. These three words have three distinct meanings, however, and if we make the proper distinction it may answer a lot of questions many ABS members have about keeping their Beechcraft safe and airworthy at the lowest possible cost. Inspection A common ABS Tech question, as well as frequent topic of discussion on the Internet chat lines and bulletin boards, is “How much does it cost to get an annual inspection?” Sometimes this query is part of a pilot’s information gathering while determining whether to purchase a Bonanza or Baron. Many times the question is really a prologue to a discussion of what it costs an owner to return an airplane to service at the end of the most recent annual inspection. A variation on this theme is “How much did your first annual inspection cost?” for a specific model of airplane (e.g., an A36). Questions like these show a mis understanding of what an annual in spection is really about. An annual inspection (and also a 100 hour in spection, if required for the way the airplane is operated) is a thorough inspection of the airplane for the specific purpose of determining, to the maximum extent possible, that it fully conforms to the requirements of its Type Certificate (the Federal document that defines what makes a specific model “airworthy”), and any Supplemental Type Certificates (STCs, literally, supplements, or changes to the Type Certificate for approved modifications). Conducting an an nual inspection requires certain ac tions by the inspector, which in turn drives certain costs. For example, the time it takes to remove and reinstall the interior in order to gain access to items requiring inspection. So the shop rate for the time to remove and reinstall the interior, in this example, is included in your bill for the annual inspection. Changing the oil – includ ing the cost of the oil and filter itself – is another example of an item that is usually included in the annual in spection cost. If you choose to send a sample off for oil analysis, however, the cost of the sampling kit, postage, and the professional analysis itself will usually be added to your bill as an additional charge. Many shops set a flat rate for an annual inspection on a particular model of airplane. If you do an owner assisted annual, meaning you do some of the labor and leave the inspection itself to the authorized inspector, the inspector may give you a discount on the annual inspection rate. Bear in mind that this is just the cost of the inspection itself (the inspector’s fee, including time to do the required items). It does not cover anything extra (oil analysis, for example). And most notably, it does not cover the expense of most items that may be found in the process of the inspection. Those extra charges would be for maintenance or repair. Maintenance The inspection determines that the airplane is in conformity with its Type Certificate and any STCs. Main- tenance includes all those things that need to be done to keep it in conformity, by inhibiting wear and staving off the effects of use and fatigue. The root word of mainte nance is “maintain,” and that’s what maintenance is – a continual process to maintain compliance with the certification standard. It’s a com mon first time owner fallacy that maintenance items are things that are done during the annual inspection. In most cases, if you wait a year to grease the landing gear, replace chafing wires, address a minor valve issue, or Inspection, Maintenance, and Repair BPPP By Thomas P. Turner Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 43 w w w. b o n a n z a . o r g some other maintenance task, it will become much costlier to fix by the time the next annual comes around. Think of it like this: Maintenance is what you do so you don’t have to make a repair. The Travel Air handbook and many other sources add the adjective preventive to the word maintenance. In fact, that’s redundant – by defi nition, all maintenance is preventive. If the redundancy makes it easier to visualize the concept, however, all the better. Repair A repair is required when an item no longer meets its certification standard, or is worn or fatigued to the point that it is near the limits of airworthiness. Except as allowed by regulations concerning flight with inoperative equipment, a repair is something that cannot wait for the next inspection. In most cases, it will need to be done before the next flight. The Airworthiness Concept The full airworthiness concept is: n Maintain the airplane continually. n Inspect the airplane before and after flight, and more invasively during annual (or as required) to see if your ongoing maintenance efforts are effective. n Repair anything that’s broken right away, not waiting for the next annual inspection. Most horror stories we hear about the cost of an annual inspection are really tales of the wild expense required to repair discrepancies that were deferred, often resulting from lack of ongoing maintenance. The total cost may not be very different if you maintain your airplane year round and repair any broken or out of tolerance items right away, but at least you won’t have the sticker shock of seeing it all on the same bill that comes due all at once. You may even save money by fixing little squawks before they become major problems. More importantly, you’ll have a safer airplane that’s ready to fly when you are because you keep it in top shape. 44 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g I purchased the Aviation Authority Ground Power Unit (GPU) offered by Audio Authority in January 2014. I have been doing GPS/MFD database updates regularly since 2004. However, after a 2013 avionics overhaul to an Aspen 2000/GTN750/650 configuration and two subsequent SD card failures, I decided to always update and run my full avionics package on the ground before flight to verify all updates are not only loaded, but are also accessible. This put quite a load on my battery, which was new in 2013 as well. I already owned a BatteryMINDer (see Dave Fleckenstein’s May 2014 ABS Magazine article) and used it regularly. It did a great job keeping my battery charged, but it definitely wasn’t de signed to be a GPU. Even my new bat tery would drain quickly during these updates, which could take up to 10 minutes. If I wanted to fly immediately after database verification, the battery, despite its youthful enthusiasm, was noticeably drained. I knew I had to find a solution for the long term. I wanted something that was rela tively inexpensive. My initial searches on the web seemed to point me to commercial solutions that cost, at best, several thousand dollars, and were definitely overkill for what I wanted. One evening, while drinking a cold adult beverage and reading my new issue of ABS Magazine, I came upon a small advertisement directing me to www.audioauthority.com/GPU. It turned out to be exactly what I was looking for. There are two basic models: 35 amps (Model #2835A) and 70 amps (#2870A). Each of these can be ordered with the integrated BatteryMINDer feature (add $250 to the list price), #2835A B1 and #2870A B1, respectively. All units come standard with the AN2551 three pin oval plug, have an integrated carry handle, and side storage bins to hold the cables. All models are 28 volt. The 2835A weighs in at about 18 pounds plus cable; all other models weigh more (see the web site for specifications). They say the units are portable, which they are, but Member Opinion: Aviation Ground Power System from Audio AuthorityBy Thomas A. Smithhisler Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 45 w w w. b o n a n z a . o r g I put mine on a cart and just wheel it up to my plane. It couldn’t possibly be easier. I opted for the model #2835A, which I purchased from Aircraft Spruce (Product #11 10831) for $775, including shipping. This was below the adver tised price on the Audio Authority web site and, at the time of my purchase, was a slightly better deal than the other distributor listed on the Audio Authority website. O peration is very simple. The instructions, which are short, advise the user to ensure the unit is fully powered up before plugging it into the airplane power. Conversely, it should be unplugged before powering down. This way, the unit’s power is always stabilized when connected to the plane’s power. The GPU has a very bright, large display that shows volts and amps (no reading glasses required). The display must strobe because my iPhone photo doesn’t do it justice. It is bright and clearly shows 28 volts on the top line. One nice feature is that I can clearly see how much of an amp load I am pulling when using various combinations of systems and lights. I’ve been using it regularly since January 2014. It is a very solid unit and has performed flawlessly. 46 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g In addition to easily powering the avionics database updates, the GPU allows for several additional benefits. I can run just about all the major sys tems concurrently on the unit: avionics, lights, pumps. This makes ground inspections very convenient while eliminating any concern about degrading the battery. For example, I have a TKS FIKI (Flight Into Known Icing) system, which CAV Aerospace recommends running monthly to keep the membrane wetted. The GPU works great for that on the ground in the colder months. During the winter months, when I think I’m going to encounter icing, priming the TKS system on the ground with the engine running can take 10 15+ minutes depending upon conditions and previous use. Now, I can include that in my preflight (I pull my plane out of the hangar for this). I also have Osborne tip tanks. Once, I landed with full tips and wanted to pump them to the main tanks but hadn’t had time to do so inflight. With the GPU, I had the option to pump the tips to the mains on the ground and visually inspect/verify that the right side was pumping slightly faster than the left. Overall, I like the options I am now afforded by the convenience of the GPU. If I ever need a quick charge on my plane’s battery, I can hook up the GPU and turn on the master switch. You must be very careful, as this will overcharge the battery if left on too long. I only do this for 15 20 minutes right before a start if I suspect it is needed. As previously stated, I still use the BatteryMINDer if I know I’m not going to be flying for a week of two. Again, please refer to Dave’s article for why this is a good practice if you want long, productive battery use. The bottom line is that the Audio Authority GPU is a solid unit, reason ably priced, and reliably delivers on the expectation of a personal use GPU for 28 volt Beechcraft. I highly recommend it. Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 47 48 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 Although I am not an active BPPP instructor these days, I continue to follow the activities of the program. I also read your articles in the maga zine and receive your e mail. The June article addressing Vmc and loss of control in Baron training (“Baron Pilot,” June 2014) was very good. I need to, however, add two points for the benefit of Baron instructors (and Baron instructors in training). As you know I have been doing Baron training and FAA flight tests for more than 40 years. I have managed to do so without subjecting myself or my customers to a dangerous loss of control during Vmc training. Your pro cedure for training and mitigating the hazards of Vmc demonstrations and training is right on! ForumABS Idea and Information Exchange The Forum section is intended as a space for members to respond to articles printed in the magazine, or to share their knowledge of a helpful idea for other members. Send your words and photos to absmail@bonanza.org. To comment on your recommended sequence of clean up procedure for a go around, etc. for the Bonanza and other Beech planes (“BPPP: Balked Landing Sequence,” May 2014): I do not see mentioned anywhere the need to re trim. My experience has been once a go around is initiated and power is added, if one does not re trim soon, there is a dramatic nose up attitude that if not corrected could end up in a power on stall at low altitude … not good. Just wondering why the trim part of the go around procedure was not mentioned? Or maybe I missed something. —John Farrell Trimming is not specifically mentioned in the Beechcraft Balked Landing procedure, but as you say, if the pilot has trimmed for final approach, especially after extending full flaps, the airplane will tend to pitch up excessively when the power applies go around power. The extent of trim change necessary is a function of the specific Beechcraft model, the airplane weight and center of gravity position, the amount of flap deployed when beginning the go around, the power available (generally a function of density altitude), the indicated airspeed at which the pilot begins to go around, and the extent to which the pilot trims for hands off flight on final approach. You’re correct – in many cases the pitch up is dramatic. We present this experience in BPPP flight training. —Tom Turner Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 49 I add an additional mitigation pro cedure. The instructor (or instructor candidate) must have a mindset that demands the instructor immediately, totally, and without hesitation termi nate power on both engines by rapidly moving both mixture controls to the cut off position at the first indication of an unplanned or impending loss of control, or inappropriate action by the PRI. This is, by far, the fastest and most effective way to stop the rapid loss of control that results from train ing in and around Vmc . It should also be noted that Barons equipped with vortex generators may demonstrate loss of control at a lower indicated air speed. With vortex generators the loss of control event can be more abrupt and violent when it ultimately does occur in equipped aircraft. Vmc demonstrations generally take place at speeds 20 KIAS below any speed where meaningful performance is available in a Baron being operated on one engine. Vmc demonstrations are an academic exercise that have no practical application in normal operations of a Baron. Train safe. —John L. Geitz I was so impressed with ABS’s availability of Baron, Bonanza, and Travel Air POH/AFM publications online without charge that I was moved to offer the following without charge: “Supplemental Type Certificates and Supplemental AFM for Aftermarket Modifications to Barons, Bonanzas, & Travel Airs.” Many of the Beechcraft I’ve flown have aftermarket modifications with tip tanks, increased gross weight, speed mods, etc. When I encounter such modifications, I make it a practice to obtain, scan and OCR all paperwork in connection therewith either from Beechcraft or directly from the manufacturer of the aftermarket modification. I’d be happy to send you all such modifications in my possession as e mail attachments without charge. The only condition to doing so is that you make them available to all ABS members in good standing without charge. ABS members may also be inter ested to know that Beechcraft will, for an annual subscription fee, keep any Beechcraft POH/AFM current. I presently do so for the A36 at a cost of $45/year. Best regards. Hope to hear from you. —Norman Leonard Cousins Thank you, Norman.We will indeed post your items for the benefit of all ABS members. —Tom Turner w w w. b o n a n z a . o r g AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g O ftentimes it’s those little things that can add so much more to our flying experience. While perusing a Sporty’s Pilot Shop supplies catalog, I came across a neat pen holder (item #ID: 6004A for $6) that has probably been around since Queen Victoria. It utilizes a wound spring shaped into a loop. It comes in one, two, or three loop models – I ordered the two loop model. I found a nice place for it just below the pilot’s side window near the instrument panel. It comes with a slide clip that slips under the upholstery and holds it securely. It is out of the way yet readily accessible (www.sportys.com/pilotshop/product/8774). To have something to write on, I installed a small writing desk/ chart holder from Cygnet Aerospace (www.cygnet-aero.com – P/N: CA35236 $250). It utilizes a fixture that mounts onto the control column arm using the existing screw holes. The desk then slides into the fixture, which is a nice feature as it can be easily removed if not in use. It doubles as an iPad Mini holder. It’s a bit pricey but very well made. All this is for naught if the pen doesn’t write. This usually occurs in foul weather while trying to copy an ATC reroute. The Fisher Pen Co. developed a pen for NASA that writes in zero G. It doesn’t leak, will write upside down, and will not dry out. Indeed, while visiting the factory store in Boulder City, Nevada, I was told the shelf life for the cartridge is one hundred years ! I didn’t think to ask how they know this as they have only been making these pens for half that long. They will also write on materials traditional pens won’t, such as pesky thermal receipt paper. The Space Tec model retails for about $12 (www.spacepen.com). By the way, if you have a pen that is near and dear to your heart, they make refills that will fit other brands as well. I keep two of them in the Sporty’s holder in case I drop one. With both front seats occupied, it is nearly impossible to reach down and pick the pen up off the floor. Odds and EndsBy Geary Keilman Fisher Space-Tec pens in Sporty’s double loop pen holder. Cygnet desk mounting fixture on control column. Cygnet desk installed on fixture. Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 51 w w w. b o n a n z a . o r g I purchased a pair of “mechanic gloves,” which I now wear while servicing the airplane. They keep my hands clean and provide a modicum of protection from oil and avgas. They are filled with a neoprene like material in the palms and fingers, and provide good “tactile feel” so you can use the self service pump card reader with them on. I keep a pair in my car as well. Most auto parts stores carry them. In addition, I keep Wet Ones towelettes in both the baggage compart ment and glove box. They come in handy, too, as hand cleaners. If they are folded after use and reinserted in the package, they will stay moist for some time and may be reused. I prefer the unscented version, which is a little more difficult to find, but scented types may be found at Walmart, Kmart, Target, etc., in the picnic supplies area. I obtain the unscented versions from Amazon. I keep a small strip of compressible packing foam in the baggage com partment to kneel on when checking tank and fuel filter drains. It keeps my trousers cleaner and saves wear and tear on my knees ! Something that I have just started doing is writing the expiration date of batteries on electronic devices such as handheld radios and flash lights. It saves the bother of removing the batteries to check. Removing the batteries on or before the expiration dates reduces the chance of leaks and damage. I do this on household and car items as well. Masking tape and a Sharpie or Space Pen work well for this. Flashlight with battery expiration label. Foam kneeling pad and mechanic gloves. Wet Ones hand wipes. 52 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 Last, but not least, is black felt (found at fabric and craft stores). This material is used to cover objects (mag compass, XM Weather antenna, etc.) placed on the glare shield. It eliminates reflections off the windshield and shades the objects to keep them cooler. Double sided foam tape can be utilized to secure the felt. Except for the writing desk, these items are inexpensive and add much more than their price would suggest. I’m sure other ABS members have similar uses for common, low cost items. Please share them. View through windshield without black felt. View through windshield with black felt. The vertical lines are propeller artifacts. ABS’s Goal is Simple: To protect lives and to preserve the Beechcraft fleet, by significantly increasing the number of ABS members who receive The Best in Beechcraft Pilot Training.™ Here’s How BPPP Online+Flight Works 1. Take the popular BPPP Beechcraft systems and techniques classroom training online, on your schedule 2. Fly with a BPPP-standardized flight instructor near your home at a time that’s convenient for you 3. If you qualify, earn a Flight Review and/ or an Instrument Proficiency Check 4. You’ll receive a BPPP Completion Certificate, which may qualify you for insurance discounts (ask your agent or broker) Many aircraft insurance companies give up to a 10 percent discount on your policy for completing BPPP. For the first time, the insurance discount may pay most or even all the cost of your specialized Beechcraft training! BPPP training is fun, informative, convenient and affordable. It makes you an even more capable and safer pilot. For more information and to enroll, go to http://bonanza.org/pilot-training- bppp/onlineflight or call 316-945-1700. BPPP Online+Flight Only $495 Includes online and up to four hours of flight training! My flying experiences include the Air Force, airlines and general aviation. Early in my flying career I learned that flying safely requires knowledge and proficiency. When I bought my Baron I wanted a training program that would give me what I needed to be safe. The BPPP Online+Flight course was an extremely valuable training program that helped me achieve that goal. The Ground School was very informative and completed at home on my schedule. The Flight portion was flown with Travis “Buz” Witherington, a knowledgeable, dedicated instructor who displayed the highest degree of professionalism and proficiency. And this also was completed on my schedule. I gained an increased knowledge of and a much higher level of proficiency in flying my 58P Baron. This was a great experience, it was fun learning and I strongly encourage everyone to participate in ABS’ Beechcraft Pilot Proficiency Program. Thanks ABS Air Safety Foundation! Tony Crescimanno Thomaston, Georgia The Most Complete, Most Convenient and Most Cost-Effective Type-Specific Beechcraft Training 54 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g A s an ABS Technical Advisor and Service Clinic inspector, I get asked all the time how to have ABS conduct a Service Clinic at a certain location. I have conducted a great many Service Clinic inspections and have dubbed it an “owner experience,” since the majority of people really enjoy the experience and learn quite a lot about their aircraft. The cost to the member is $275. To have a Service Clinic conducted at your FBO, all that is required is to contact the FBO in question and en sure they will be able to provide the manpower, equipment, and facilities to conduct the clinic Thursday through Sunday from 7:00am 5:30pm each day. With a full clinic we will com plete six aircraft per day. The FBO must provide at least two technicians to open the aircraft, jack the aircraft for a landing gear operational check, and close the aircraft after the inspec tion is complete. To keep the cost to the ABS member this low, we must inspect at least 19 airplanes to break even in most locations. The ABS inspector will perform a walk around with the owner of the aircraft and complete a detailed exte rior inspection, paying close attention to known problem areas. The owner will complete the discrepancy sheet during the inspection process. In most cases, Continental Motors sends a representative to complete a compres sion check, borescope of the engine, and a general overall engine health check – and then provide a printed report to the owner. When Continen tal is able to send an inspector, this is done at no additional charge to the ABS member. ABS Air Safety Founda tion pays the Continental inspector’s airline expenses to provide this ad ditional service. After the inspection is complete, the aircraft owner receives a copy of the inspection report and the report from Continental as appropriate. The owner is then able to take this information to his or her own shop to address as the owner wishes. We encourage airplane owners to bring their mechanics along to help better understand the Beech aircraft. We also encourage others to follow along with the inspection to learn addi tional information that may help them on their own aircraft. Hosting ABS Service Clinics Bob Ripley, ABS Lead Technical Advisor and Service Clinic Inspector Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 55 w w w. b o n a n z a . o r g A long with possible additional business, the FBO will be paid $1,000 from ABS to offset some of the expenses incurred in hosting the Service Clinic at their location. Some FBOs make it a real affair by provid ing snacks and lunch, and at some locations vendors are available with new products for the members to see. I really enjoy conducting ABS Service Clinics, mainly because I get to meet our members and provide valuable information about their air craft that, in some cases, may avert a possible failure of an aircraft or engine system. We are trying to get wider geographical coverage in the Service Clinic locations to provide an improved benefit to the members. If your FBO wants to discuss hosting an ABS Service Clinic, and is in a loca tion where we can expect to get at least 19 member airplanes scheduled for inspection, please have the FBO’s owner or director of maintenance con tact ABS. 56 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 T he FAA repair station advised me during the annual for my Baron to get a battery CAP [sic] check. I didn’t know what could ever go wrong with the caps – I mean, they screw in fine whenever I check the electrolyte level – but I said okay if they thought it should be done. After figuring out they meant a battery capacity check (as required by the instructions for continued airworthiness [ICA] for the two Gill G25 [lead acid] batteries in series), I tried to learn more about that process to understand the results that the test would provide. What I found out might be useful to you, because I discovered that my shop did not know how to do a battery capacity check. My test results came back as “passed” with the note stating they applied 15 Amps (A); and at 24 minutes, the ending voltage was 10.5V. At first, it seemed this would be a result for one battery, but what about the other – or did they test them in series down to 10V? Also, I learned from downloading the Gill service manual (www.gillbatteries.com/ pdfs/Flooded_Service_Manual.pdf ), they recommend doing the capacity check for each battery at the one hour rate – that is, pulling 18A until the voltage goes down to 10V and seeing if it took at least 80% of an hour (48 minutes) before it got to 10V. If it was able to do that, it passed. (By the way, Concorde has a similar publication for their flooded lead acid batteries at www.concordebattery.com/otherpdf/ ownermanual.pdf.) It seemed that the shop attempted to run the test for 30 minutes (which used to be the Gill procedure) to see if it would take at least 24 minutes (80% of 30 minutes) before the voltage got to 10V. However, the chart in the manual says you should get 15 Amp hours (AH) for 30 minutes before hitting 10V, which means you need to draw 30A for a half hour test (looking for at least 24 min utes until hitting 10V). The shop pulled only 15A though, and quit before they reached 10V. So, I had no idea whether either of my batteries passed the ICA required capacity check. I pointed this out to the mainte nance manager who agreed that the test results I received are useless. At his suggestion, he traveled to my airport to pick up the batteries for retesting in his shop in accordance with the ICA. His verbal report came back saying one battery passed with flying colors and the other barely passed. Because I sometimes fly in hard IFR at night, I wondered, How barely? The written sticky note for my maintenance log book said only that both passed. Okay, I guess it was time to handle this myself. I used to replace both batteries every three years; and it was three and a half years since then. That could have been the easy option for me this time as well, but this was getting too interesting to do it the easy way. The capacity check seemed simple: Just apply a known constant load (18A for my G25) until the voltage hits 10V, and note the elapsed time. I looked at prices for automatic battery capacity checkers that would supply the known constant load, and quickly calculated it would be cheaper to just buy two new batteries every three years for the next nine years instead of buying the cheapest capacity checker from Aircraft Spruce – and the checks still might indicate that I need two new batteries every three years ! Gill Battery tech support (very, very helpful, by the way) told me I could provide an improvised load (for example, landing lights) of some known current, locate the standard run time for that load in the service manual, and see if the time it takes to get to 10 volts is at least 80% of the load. I tried it, but I couldn’t control the load. As the battery voltage de creases during the test, the current also decreases, which makes it hard to figure out what the run time should be. Also, the decreasing tungsten filament temperature during the test decreases the filament resistance, thereby increasing the current. My Twelve-Dollar Battery Capacity Tester by Mike Fagan w w w. b o n a n z a . o r g Volume 14 • Number 9 AMERICAN BONANZA SOCIETY 57 w w w. b o n a n z a . o r g Unfor tunately, those two constantly moving numbers don’t cancel each other elegantly enough to result in a constant current. See formula: Ohm’s law is EIR, which means that current in Amps (‘I’ is current) times resistance in Ohms (‘R’ is resistance) equals voltage (‘E’ is voltage). T o make my own tester that I can control to have a constant current, I needed a load (resis tance) I could change during the test in order to maintain 18A for an hour while the battery went from about 13V to 10V. At the start of the test, I needed about 13V/18A  0.722 Ohms; and at the end of the test, 10V/18A  0.556 Ohms. It also needed to handle a bunch of Watts without burning up. Three feet of 16 gauge nichrome wire would give me the range of resistances I needed, and a copper spark plug washer sliding along it let me vary the resistance to keep the current a constant 18A. The wire would get to about 1300° F when loaded, so I suspended it between two metal supports. I bought 10 feet of 16 gauge nichrome (Chrome C) wire off the Internet ($8.50 plus free shipping), and two inexpensive 12 inch Home Depot angle brackets for putting up wall shelves ($1.67 each). I had everything else in the hangar or garage. 16 ga. nichrome wire is about 0.26 Ohms a foot cold, and about 10% more than that when hot, so I used 0.286 Ohms a foot for the calculation. I need ed to start the test with about 0.722 Ohms, so the washer needed to be at 0.772/0.286 feet (2.53 feet or about 30 inches) from the end of the nichrome wire that is connected to the battery. As the battery voltage dropped, I used a screwdriver to tap the washer along the nichrome wire up toward the other battery connection to keep a constant 18 Amp load. 58 AMERICAN BONANZA SOCIETY SEPTEMBER 2014 w w w. b o n a n z a . o r g I fastened the angles to a piece of wood that wasn’t quite three feet long; so the supports are about two feet apart and the wire goes through and past one support by about a foot (see photo) while being kept in ten sion by vice grips (my apologies to shop teachers and OSHA inspectors everywhere). I attached a copper wire (I figured at least 12 ga., but only had 8 ga. av