e - American Bonanza Society

AMERICAN BONANZA SOCIETY
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NEWSLETTER
January, 1978
Volume 78 No. I
Page 76 1
r -_ _ _ _ _ _~_ _ _ _ _ __=B:O:N:AN
: Z=A _O_F _TH_E MONTH
e
BEFORE YOU TURN THE PAGE
GUESS THE YEAR! !
e·
Note the 10-520 engine and the one piece
windshield but the old
style horns on the stabilator .
Here is a good example of what can be done
when you start with a
good basic airplane and
add good ideas .
Look at the pictures
again, and then turn the
page; you may be pleasantly surprised ::
January. 1978
Page 762
NEWS AND VIEWS
PRESENTINC THE E-35-V
I know that all ABS Bonanza owners think their
Bonanza should be "Bonanza of the Honth", and t am no
different. So I offer my Bonanza for this spot. My own
designation 1s an E-35V, because last July, I installed
a factory new ro-S20AB and 2-bladed prop. Now its performance, I hope, matches the V, 8S does the paint scheme.
It'a groas is near 400 lhe. lighter than the "5" and ~ter
models.
This engine, installed canted by Mr. Vel Stephens
of TeXAs Aviation Engineering 1n Fort Worth, 18 not derated anJ cruises at lAS of 17G-175 MPH. The or1ginal
Air-speed Indicator was not tampered with and showed an
increase of 30-35 MPH over the old £-225-8. The climb
performance 1s outstanding. Not being fully loaded, it
Will break ground from my 160 ft. altitude airport and
in 2 minutes be passing through 3000 ft.
A list of equipment and radios is attached. The radios are stacked on the left side. I believe this radio
configuration is an old STC by "Aircraftsmen" of Oklahoma City. I have never seen another older model with
this arrangement, but I'm sure there are a few others.
It makes a nice installation. The new radio installation was made by Hr. Joe King of Houston. He a180 reworked the red plastic with new piano switch lettering.
I cert.sinly do recommend this engine installation,
and with the 80 gallons I now carry, it makes a good
airplane even better.
In November 176 through January '77 I W88 modifying
with the new long third windows, extended baggage
compartment, and V-model Air vent system complete with
new headliner and eyeballs . This delayed my painting
schedule, and the job was finally finished in May. The
color is overall deep red with maroon and white trim. I
have now come up with some good black and white photos.
Believe me, finding a good photographer with black and
white film was no easy task itself.
You will note on the instrument panel photo that I
have two blank holes far to the right, and maybe soon I
can f11l them up with some other goodies.
J4.!l of Equipment:
Cleveland Brakes
Hamilton Dry Magnetic Compass on Beryl fibreglass shield
with Lip lights
Instruments across the Top:
ADF Indicator
Airspeed - Knot/MPH
AIM 300-14 Horizon
Brittian Turn Coordinator
Aerosonic IVSI
H.P./ruel flow
Tach/Urs.
Remote Compass
Second Row:
NARCO NAV 10
NARCO NAV12 CIS
AIM 220-5 D.C.
Aerosonic Encoding Altimeter
3-N-l Engine guage, Cyl. H. Temp., Oil Temp., Oil
pressure
Fuel guage - Alternator
Alcor 6-probe EGT
Radios:
NARCO NAV 11
NARCO NAV 10
NARCO AT50A
Lear - 12 ADF
Brittian Acc u Trac
Red H1xture Controls
White Throttle Controls
Black Prop Controls
Dual Ram Horn Control Wheels
Beryl Wing Tip tanks
Sincerely, James T. Danklefs
ABS I S80
•
COOIENTS ON AERORATIC BONANZA TRAINING
Here are the impressions of a Bonanza pilot working to increase his knowledge of , and his proficiency in,
the Bonanza.
Dear B11l,
For whatever it may be worth to our members, I recently took Marion Cole's Aerobatic Bonanza proficiency
course. and I can rec?mmend it very highly to anyone who
wants to learn more about their Bonanzas or other high
performance singles . That should be all of us.
It is a five hour course, and I paced it over two
and a half days as Marion suggested. Since I never had
aerobatic training, I didnlt want to overstress my delicate little body. Marion is a fine instructor, aod will
tailor the course to fit the studentls needs. I wanted
to concentrate on aerobatics and discover all the things
I always wanted to know about Bonanzas, but was afraid
to try. I did. and had great time doing it.
I think proficiency training from top professionals
is the main way by which we can improve the pitiful ssfety record that we in general aviation have. By pitiful.
I mean in comparison to what it so easily could be if we
motivated ourselves juat a little bit now and then. The
record must improve, and if we donlt take the initiative,
you know who will.
The problem for the average pilot who seeks fur ther
knowledge is where to go. The proficiency course you
used to teach was really excellent, and Cole ' s is very
valuable, but they are few and far between.
Wouldn't it be great to have a Bonanza Society Academy with you , Cole, and a few others on the faculty? It
could be aD extension of the convention where a pilot
could stay a few extra days and really run the gamut of
proficiency training--ground school, instrument refresher,
aerobatics, emergencies, extreme operating conditions ,
the works.
Sincerely ,
Russell Hunson, ABSI4777
EDITOR'S NOTE: Look for an article by Russ in the Jsnuary
1978 issue of Flying.
NOTE: Extra Directories have been printed and are available to members at the ADS office for $3 .50.
•
AMERtCAN SONANZA SOCJETY NEWSLETTER
p4.lbllithld by
Amertcan Bonen.r:e Soc~
A New Yor1I; Non· Prollt CorJ)OfeUon, Orgenll.cl January ,te1
Publication Office
R..dlng Munlct~:~I:lt':'7~~in~lng. PL li005
seerd of Dir.ctore
Cepl J .... E. Adam.. USN tRel) PrMlOenl
P. 0 , BOlt 11, Dig .. WA i8278
DaVid P. a.rton, Vice PrMldenl
2883 parkrld~Dnv., N.E.• Allanta, OA 30318
T, Cley Colli.,.,
" BltCretary
aaoa Eden Roc rut. Indiana poll • • IN 48220
Arthur L. Picker", rre..ur.r
814 Club Lane, L~IIVIII., 1('1' 40201
E. M, -relt- Andereon, Jr.
A 8ar A Rench , P. O. Bolt 158, Med lne, TX 110155
RObert C. "Red" Amold
P. O. BOlt 28{1 , Mldera, CA 83837
Alfr:~tzl:~~h Str"t, Fort Lludlrdl'e. FL 33318
Robert H. I(IIM1', c/o KeIMr'. o.pertment Store
Stete end Wllhlngton Slreeta. Montlc.llo, IL 81858
Hypolite T. Lllf\dry. Jr .• M.D.
181 WIbuh Awnue. Baton Rouge, LA 70e0e
John M. MIllei'
lOngwood P.,.k, PoughkM9lle, NY 12801
Wlltiem M. u.1'I«
832 Mellinger Drhle, SeIInl. KA 81401
Term EJtptr..
1811
1878
1878
1878
1871
1871
10..
18BO
117.
...
1811
,
P..t Preelden.
S, J . McClIMhen, M.D. ABS 1
lte7·1811
Frlnll O. RoM. ABS 3M
1871·1813
Ru ..... W. Rlnll. AsS 4
1873-1815
Hypolite T, Landry. ABS 1«8
187S-1878
caMn B. Earty. M,D" Ph.D., ABS 1781
1876-1811
The American 80nanu Soclet)' NeweIe\1Ier I. pubtllhecl monthly ••c.pt S.pt. jl1 timet. y..r)
by the A",erlcen Bonenze Soc'-ty .t lhe ANding Municipal Airport, Bo. '748, R.ldlng, PL
HI605. The prle. oj • yurly .ubfCrlptlon I. Includ.cl In the ennuI' dUM j"0.oo) 01 SOciety
",.mber• .
The Society MId Pubiliher ce.nnot r.oc.pt rnpon.lbility lor the correctne.. or ecclIrecy of 1M
m.tter. printed herein Of for Iny opinion. ppr..Hd. Oplnlonl of the Editor or the contributor.
do not nltC....,11y repreHnt the poIIUon 01 the SocIety. ~ubll.her r...rv.. the tight to reject any
met.,.lll.ubmltted fOf ptlbHcation, Copy .ubmltted tor publlcatlon thell become the .",operty 01
lhe SOciety end .h.1I not be returned.
•
January, 1918
Page 163
NEWS AND VIEWS
•
M!)M. FILLS A BEAUTIFUL
~
Bete 11 tbe I t ory of the t hi r d Radar i nstall ation .
Dear Bill,
This is the story of the continuing 8~ga of the
Norton/Bendix Radar & Pod installation on my 1976 Bonanza
V-3SB (N1S VM.)
•
•
Th~8 story beg~ns in Memphis, Tennessee where the
unit waa ordered on July 30. 1977. This is the third
such installation in the U.S.
My bird was purchased in Omaha, Nebraska, with 25
(demo) hours on it . It was flown from Omaha, Nebrasks,
to Memphis, Tennessee. The Aer o Electronic Shop ordered
one for me on August 2, 1977. Wor k began on October 3,
1977. The FAA sent Hr . Richard Paul, test pilot, from
the Chicago GADO Office to Memphis to test fly the co~
plete stall regi~8 00 October 18. 1977. That same day,
Mr. Ben MacKenzie also arrived in Hemphis, Tennessee,
representing the Norton Co., maker of the pod.
Hr. Quiros of W. Hartford, Conn., has done such a
good job in his letter of detailing the r equi r ements
and material, as well as the installstion, that I have
decided not to replow that field again . I will concentrate on the improvements to the Bonanza that I did recognize.
One comment on Hr. Quiros' remarks about shop confusion with instruction in placement of the stall strips.
His complaint was legitimate and much needed. Mr. Ben
Hackenzie of the Norton Co. has now designed a template
which goes with the Pod Kit. It is practically "fool
proof" and was totally understandable by the shop which
fitted my strip and rebalanced the ailerons . This problem, I would have to say, is now behind us.
Now for the test flying program with my sircraft .
The FAA wanted to determine if they were getting
"repeatability" on the stock air craft with the modification as well as changing ( and improving) the stall
characteristics due to the stall strip portion of the
S.T.C.
The comment of the GADO t est pilot in his report to
his office was "probably no new data or impress ion will
resul t from further flying". This, I feel. is fairly certain to be the end of the FAA "test" flying other aircraft in the future.
I flew 8S P.I . C. (in t he right seat) during the
flight testing. Mr . Ben MacKenzie rode shot-gun in the
fifth seat in order to get most aft C.G. possible st
gross weight . Therefore, the center seats, full aft.
carried 40 pounds of sand bags . Front seats were two
notches back from the full forward position on the track.
Fuel was "topped off" after each test.
Now, unlike the Nos . 1 job, which had two test
fligh t s upon completion, N 15 VM was flown in four different configurations on the same day as follows :
1) Unmodified form - stock air craft no 10stallation
- all holes plugged with electrician's tape .
2) Pod installed - new stall strips installed in proper position.
3) Pod installed - s tall strips moved out of proper
position to a higher than normal position on the
wing's leading edge.
4) Pod installed - stall strips moved to a lower than
normal position on the wlng's leading edge.
The total flying time on test day wss over three
hours of actual flying time. Dick Paul did the flyins, and I recorded the test meas urement parameters
as he called them out (speeds. angle of banks, controllability, etc.).
The only configuration in which the aircraft went
beyond a 10° angle of bank in fl.:! stall was the unmodified clean version in the "balked landing" mode. (Full
dirty and power on). The aircraft tried to go over and
out of control with a 30 0 bank before it was allowed to
begin flying again.
After modification. with pod and (new) stall strips
in place. The AIC never went beyond a 100 bank and stayed
in full control. Conclusion - the Ale is a much better
flying bird now than before. My statement is very much
in agreement with Mr. Quiros ' statement in this regard.
I do wish all Bonanza owners who have this work done
would have the opportunity to fly through this test sequence with a qualified test pilot. It brings me to my
conclusions as follows:
1) The speed variation is not measurable with the
air speed indicator on stock Bonanzas.
2) The total handling qualities are unaffected except in the stalled configurations.
3) The added work of the radar installation makes a
much better handling airplane in all of the deep
stall regimes .
4) Having flown through the stalls, and having my
aircraft shaken and buffeted 8S I never intend to
do again, made a much wiser pilot of me . I am
very glad I did cooperate with the FAA and Norton Co., and go along with Dick Paul and Ben MacKenzie on the flight test. All this "neat stuff"
and radar too .
5) I know and have discovered more things about the
"incomparable" Bonanza than I ever realized
before - even after some 1400 hours in type.
6) Stall-spin accidents: the Bonanza is a much more
controllable aircraft in a deep stall than before. If anyone ever approaches a stall in a radar equipped Bonanza. the amount of buffeting and
horn blowing that precedes such an event and prior
to the aircraft goiog uacootrollable is horrendous . This is truly a remarkable airplane and becomes even more so after modification.
7) The stall strips are two to three times larger
than the factory jobs. If I had no radar dome, I
think I would, after the foregoing experience,
modify my Bonanza with them. On the l eft wing the
strip is essentially in the same spot on the
leading edge. On the right wing the strip 1s
moved far inboard from the factory placement .
8) In the accelerated stall, not exceeding 300 bank
angles, the aircraft would just fly right into
and out of the stalls with no increase in problems of controllability. The controllability
was rated by the test pilot as good to excellent
in all accelerated sta lls.
Let me conclude by giving credit to Aero Electronics
of Hemphis. Tennessee. who has done three previous Bonanza panels in the black crinkle for me with outstanding
r esults . This is truly a " one-s top" avionics shop.
Super is the word . Full credit must go to Mr . Ken Medlin, Bill Stoddard, and Cary Dickey woh designed, laidout and constructed the panel that you see. Now, they
(Please turn to next page)
Page 764
January. 1978
NEWS AND VIEWS
are radar installation (Bonanza types) experts 88 well
Now, for the cost. On my way from Memphis. Tennessee, to New Orleans, I not only used it, I needed it.
Therefore, it has already paid for itself. If it had not
been for the radar , I would have had to R.O.N. in JacKson,
Mississippi. I took no vectors from ATC on an IPR flight
and needless to asy Houston Center and New Orleans approach fired back surprised "say again" remarks when I
would advise, "I see the weather and vill deviate my
way 1" while deep in the clouds.
On the ground the next day the comments were worse.
One doctor asked 1f, "I had grown a tumor on the w1ng?"
Along the Gulf Cosst of Louisiana, Texas, Mississippi, Alabama and Florida. where most of my fly10g 1s
done. this will undoubtedly be the greatest boon to
"continued IFR" into weather that has ever come along.
Belides, in the "Map Mode" I can fly from New Orleans
to Corpus Christi, Texas ~pping the coast line, follow
same and never uae a navigational aid instrument. It is
entirely possible.
More about some weather flying experiences flying
along those routes later.
Very truly yours,
Vernon J. Hain, Jr.
ABSI4726
EDlTOR"S NOTE: Since this letter, I have been informed
that the FAA agrees on the "repeatability" of the modification and no longer requires flight testing of the
installation.
Also, Ben MacKenzie of the Norton Co. has announced
the STC approval of 36, A36, C33A as well as the S35 on
up.
POSITION REPORT
Fellow ABS Members:
I want to discuss and ask your advice on whst I believe to be a threat of grave concern-a problem shared
by all of us in General Aviation-not something peculiar
to the ADS, though it has a profound implication for the
continuation of ABS.
I think General Aviation is in serious danger that,
within a period of five to ten years, it could cease
to exist as we know it today. We seem to be flying up a
box canyon with a long trip behind us and not much left
in the tanks, little altitude to spare beneath us, and
with the walls closing in so we have ever less manuevering room. The next turn or two ~y well find us facing
an unavojdab1e termination.
Let me be more specific. A concentration of factors
seem to me to be forcing a constriction of Cenera1 Aviation. The rieing cost of flying apparent to us all. An
effort to starve us out of the air was narrowly averted
by a massive and unified effort on the part of General
Aviation with not much visible help from that agency
charged by law with our care and fostering. That one
time we made it and the lesson is clear . We made it
only because there was a maximum cooperative effort.
That once we were all together and it made the difference. Had it not, you might now be using your tip tanks
for window boxes. That threat is not forever past, we
will see it again, but there are other, more subtle
threats.
There is a growing thicket of regulation snd imposition of unessential requirement all in the guise of
swee t safety and protecting us from ourselves. There is
the threat of a massive raid on the Aviation Trust Fund,
that big and still growing pot of gold we were forced
to disgorge and which we were solemnly promised was
to be used solely for the benefit of aviation.
Chief among those greedy for the hoard is that sgency charged with encouraging our growth, a monolithic
bureaucracv emD10yin8 three times or more the number as
there are pilots to be administered, expending large
~ums and much effort in self-generated work, doing the
unnecessary on the one hand and avoiding the necessary
but painful on the other. whose most appa rent effort
is directed toward self-perpetuation and growth of the
•
empire threatening to exterminate what it canno t control completely. Examples: A steadfast denial that
100 octane in 80 octane engines is harmful; A donothing attitude when aircraft structural or fligh t
deficiencies are knowni An overzealous AD compe lling an ineffectual fix for a manufacturing defecti
The imposition of Biennis1 Flight Review and an
avoidance of any responsibility for establishing any
standards for it; The imposition of Stage III in areas
of sparse traffic and the exclusion of General Aviation
from population centers where the need for nn aviation access is most intense; Exaggerated traffic counts to
justify towers at little used airports; A steady
deterioration of accurate weather reporting and forecasting for aviation requirements and an attitude
at FSSs that' seems to warrant a change in terminology
to Flight Service Stations ---- the list goes on and
on with additions from the experience of every pilot.
The trend seems to be to reduce General Aviation
to that pitiful status it enjoys in European countries. Rather than nurture aviation, this bureaucatic monstrosity feeds on its legal wards while the
head of this ever growing pyramid is not required
or even encouraged to know much about what he is
charged with administering, General Aviation -- or at
the cabinet level, of any kind of aviation.
At the root of the problem is that government does
not respond to need, it responds to pressure . More
accur ately, it interprets pressure as need and responds
in that context. There are a few in the national or
state legislatures who are aware of the usefulness
of General Aviation, but these voices a r e spars e and
the lawmaking bodies are so out of touch with constituency as to make it seem the most confidence inspiring
qualification for public office is to never have held
•
one before. General Aviation's needs (pressures) are
very low on the priority list. Washington, Disney1and-Esst, is not, to all appearances, a part of the
United States and DCA thinking relates only to the
perceived Washington reality as viewed by Washington
indigenes.
Include in the problem that the non-flying public,
those users of alurlinWII tubes hauling "in the public
convenience and necessity," are almost totally unaware of their dependence on General Aviation until
it becomes apparent that if reliance is placed so lelyon airline travel, you can 't get there from here
unless both your points of origin and destination
are major population centers and your time schedule
is unimportant. Someone, during the recent fuel
crisis, proposed a demonstration of General Aviation
necessity: That no propeller would turn for a week
to ~ring home how, unbeknowst, the public is now dependent on "small" airplanes. True, GAMA has a program to attempt to educate the publiC, but only one
manufacturer has the enlightenment to employ someone to carry the message. You can well imagine the
scant effect of one evangelist in the whole of the
United States carrying the tidings of little interest to most.
What I am trying to impart to you is that unless
we and all of General Aviation join in a struggle
for survival, we are doomed to diminish to the vanishing point in terms of our present relative freedom
to fly. We could appropriately then change the name
of our Society to the American Bonanza Memorial
Society and dedicate ourselves to crying in our beer
as we tell war s tories of how it was in the old days
when we were once pilots and how we took a bath on
what once appeared to be a fine investment in a Bonanza.
We have discussed this on the ABS Board, and while
we va ry as to how each director sees the urgency of the
question, we agree there is a threat and we agree that
•
------------------------------------------------------------------------------------------~
January, 1978
NEWS AND V I EWS
•
our present ADS By-Laws structure prevents US from. maling
any move to take a stand on these matters of survival
witbout the consent of the general membership. We have
agreed that I may editorialize on the matter and seek
guidance from each of you as to whether we, as the ABS,
should involve ourselves in this or whether we should
continue within the narrow confines of our present rules
and either depend on someone else to fight for
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Page 765
U8
or to
join individually and separately with some as yet nonexistent group who can claim honestly to represent the
majority of Ceneral Aviation.
If a preponderance of opinion within the ABS indicates that we should involve the Society, then we on the
Board will find a way to do it.
I do not see the ADS 8S the nucleus of such a group ,
rather I conceive the sending of delegates and modest
financial support by EAA, AOPA, NPA, GAMA, Flying Parmers, ASS, the Navion Society as examples, and any
others from General Aviation we can induce, seduce, or
coerce to join in a conference or council to speak
through that council as representing nearly all pilots
and General Aviation in correcting deficiencies I have
alluded to and many more we can all bring to mind.
Neither do I conceive this voice as being primarily dedicated to an anti-PAA position. but surely such a massive unity could not be ignored by anyone with a thought
for political survival or credible public image. I
believe the voice of such representation would be sought
and heeded on aviation matters by those who are policy
maker., lawmakers, and executives in government and in
the industry. It's just DO good trying to face down a
hungry lion with squeaks of individual mice, something
of a aize to make a noise and present appearance to be
reckoned with is needed. There has got to be someone
or something which the pyramid of regulation and authority
can depend will publicly identify goofs and stupidities
and point out thst the emperor's clothes aren't real,
yes and to be depended upon to help and appreciate when
things are occasionally done properly. Had we such a
voice in the past, it seems to me probable we would
not now have Stage III in places like Huntsville, Ala.,
would not be denied use of airports in population centers,
nor locked out of publicly supported airport terminal
facilitiea and ramps, and not merely informed of forthcoming regulations under the guise of consultation when
it was intended all the time to ram it down our throats.
It is late, very Late. I hope not too late. Please
let me know your feelings on this matter. I ' d prefer
that you address me directly at: P. O. Box 76, Olga, WA
98279. I'll keep an honest score and, so far as the
ABS is concerned, abide by your concensus. Remember,
if you don't express an opinion you have no right to
complain about the result.
Very respectfully,
Jesse Adams, ABS#772
President, ABS
NCMINATING COHHlTTEE REPORT
As the Chairman of the Nominating Committee, I submit the followins names to serve as Directors for 1978
for the following terms:
Alden C. Barrios
Fred Driscoll
Richard Endres
Marjorie Gorman
Kenneth Todd
This brinss the Board back into perspective and the
Nominating Committee feels that we have a good blend of
personalities and capabilities.
The following is a thumbnail sketch of each of the
nominees.
Alden £. Barrios
ABS3326 - area 8
3 years
Born, raised, and schooled in California to the
University of San Dieso School of Law.
My first flight was in the 130s in an old but
impressive Fleet biplane, and I was "hooked . " Graduated
from the Les Parrar School of Aviation with a Commercial
S.E.I. ticket 30 yesrs ago, and my flying since has been
personal and business, with an interesting 100 or so hours
in search and rescue with the CAP, which was active in
that field at that time, with the air force.
I made it a point to check out in prsctically every
civilian plane during the '40s working up to the Bonanza,
and we've owned Bonanzas s ince 1953, with my favorite
being our current V-35-B. A great airplane by anyone's
stsndardsl
I persuaded my co-pilot Verda, to marry 33 years
ago, and we ' ve owned several businesses from Ford Dealerships to our present activity of land development.
Over the years I've been active in service clubs, and
civic organizations, from charity drives, work for mentally retarded, etc. to local political campaigns .
Host recently I've served on the Board of Directors
of the Santa Haria Public Airport District. Vice President of Chamber of Commerce. Chairman of Environmental
Study Committee. Member of Chamber Airport Coamittee.
Board of Directors Kiwanis Club of Santa Maria. Chairman Major Emphasis Committee. Recipient of Kiwanian of
the year, and special "Idea" man award, and nominee for
presidency before leaving area. President Muirlsnds
Improvement Assn. (La Jolla)
Pred A. Driscoll
ABS69ll
area 5
3 years
---- My flying credentials are Priva te, S.E.L. Instrument Rating and s tarted by my working after school and
weekends for flying time in J-2 1s, J-3, Aeronca Chiefs.
Taylorcrafts and everything on the field in Tucumcari,
New Mexico, that had wings. AlJ a 160 hour student pilot,
I finally received my Private rating when the CAA
changed tbe rules from age 18 to 17 in October 1945.
After a two year stint as plane Captain in the USMC in
China, I returned to Albuquerque , New Hexic~ and attended the University of New Mexico majoring in Chemical
Engineering where with the help of the G.I. Bill and two
jobs, I bought my first airplane, a Culver "V."
I married a your&nurse while attending College and
soo ~ with the addition of three fine children, flying
became an occasional "Rental" flight until I fell in love
with a C-35 in 1967 and still have this beautiful Bird,
N1967D, and now have approximately 2000 logged hours.
I'm presently an Agency Manager with the State Parm
Insurance Companies in Dallas, Texas and have spent 20
years in building my Sales Force of agents , serving during
these years in numerous positions and as President of
most Dallas Insurance Organizations, PTA, Fraternal Lodge,
etc.
AlJ one of the original organize rs of the Southwest
Chapter of the ABS, I have served as their President
since 1974 organizing and planning 17 Fly-in ' s plus two
Air Tours to Mexico.
I've made all the Conventions since the first two. I
enjoy being around Bonanzss and Bonanza folk~ and should
the Committee and the membership decide that they would
like to have me on the Board, I can assure you that I will
devote whatever time and limited talents that I have to
the continuance of its success and future growth.
Richard O. Endres
ABS16l8
area 1
2 years
Private Pilot
Airplane Single Engine Land
Instruments
Two thousand, seven hundred, seventy hours since becoming licensed in 1968. Two thousand, six hundred,
thirty-three hours in Bonanzas since 1969 . Thirty hours
in sail planes. A few hours on floats.
About 50 hours per year on the gauges. Because most
flying in these Unites States i s VFR that mea~s I have to
go out looking for it at times, which I do. Currency,
respect for the machine, and for the elements are key .
I fly now about 300 hours pe r year; 50/50, business/
personal.
(Please turn to next page)
Page 766
January. 1978
NEWS AND VIEWS
My Debonair E33A had 20 hours ferry time on it
when purchased in 1969. It has 2640 hours on it now.
No dents.
The Bonanza is used about 50% of the time in support
of my consulting business. However, I did take off 10
weeks in February, March and April of 1976 to take the
bird to Cape Horn by way of Mexico, the Yucatan,
Panama, Bogota, Quito, Lima, Antofaeasta, Santiago,
Southern Argentina to Ushuaia in Tierra del Puego.
Landed there and at a sod strip on a sheep ranch 30 km
further South-East ••• circled the Horn, and looked at the
rocks.
The trip North included Buenos Aires ••• where I was
bottled up by the revolution which took place the day
I had scheduled for departure .•• Porto Alegre, Rio,
Brasilia, Belem, Geor getown (Guyana,) St . Thomas,
Melbourne.
I'm 52, and a native of Tulsa, Oklahoma. A degree
in Electrical Engineeing at Purdue in 1948, graduate
vork at Penn.
Jo'ined RCA in 1948 and did eady work on transistor
circuit development. Was co-author of Transistor Electronics, Prentice Hall, 1955, the first college text and
industry theoretical reference on transistor on transister circuitry. Participated in development of the
first RCA digital computer, BIZHAC, from 1950 to 1955.
Chief Engineer, and then President of Rese Engineering, Inc., Philadelphia, from 1955 to 1962. Rese
Engineering manufactured digital logic circuits, custom
digital systems, core memories.
Founded Computest Corporation in 1962. Computest
became principal supplier to the computer industry of
high speed memory test equipment. Sales of 12,000,000
in 1970; li~ted on the AMEX.
Computest was merged with the West German firm of
Siemems AG in 1973. I remained as Group Vice President
of Sip~ns for 2 years before starting the consulting
business which continues today.
Harried to the former Elaine Robson . Two children ••
80n , Rick, and daughter, Holly, are both studying at Purdue University (Surprisel)
Plying isn't exactly a hobby with me. It's just
the fastest, most convenient , most fun way of ge tting
from here to there. My hobbies, or recreations
ihclude amateur radio (W2MXP), tennis, archery, and
sailing. A Hobie Cat at 15 kts is faster than a Bonan-
.s.
Art, ·1 appreciate being considered for the Board
of the Bonanza Society . I would enjoy the new responsibility, the closer relationship with other Society
members, and brIng a technical appreciation of Bonanzas, current flying experience, and a broad business
background to the activities and objectives of OUT
organization.
Mar10rie N. Gorman
ABSl0490
at large
3 years
Flying since 1943 - All-Ohio Chapter 99's
Achievement Award winner 1962. 3300 hours PIC
Commercial Pilot - Instrument - Hulti-engine-gliderhelicopter
Flown AWIAR - tAR
Active Mansfield Aviation Club
Currently flies V-35B Bonanza - Duke - Taylorcraft
L-2H
Would work for a women's voice with the board
Husband - Jim • President Staggerwing Club Charter member ADS Trustee E.E.A. museum Active General Aviation
Son - Jeff - Airline Transport Pilot
Daughter - Gayle - Currently working on her Commercial, Instrument . Flew tAR with her Mother
1977.
Kenneth C. Todd
ABS6911 - area 7
3 years
1. 1 was born in Canada of English parents. Have
lived in U.S.A. since 1922. Ginnie is from
Colorado.
2.
I served during World War II in the U.S. Navy
at Pearl Harbor. Retired after 20 years 8S Com- •
mander.
3. We have spent many years boating in the Pacific
Northwest and Canada. I was Commodore of the
Portland Yacht club in 1962.
4. By profession, I am a C.P.A. Now my practice
18 around data processing, income taxes and
various management services .
5. We have two 80ns. Jim served 1n the U.S. Navy
during the Vietnam conflict. He 1s an I.F.R.
rated private p~ot and has an interest in one
of the Pontiac dealerships here. The other
son, Gerald, also in the Navy during the Vietnam
conflict, has taken his love of boating to earn
his living thereby. He 1s presently the Advertising Manager for Tollycraft--one of this
country's fine Yacht builders.
6. We have been flying for about 12 years, and
average 150 hours a year. (1 haven't figured
out how to get the I.R.S. to help pay some of
the expense.)
I hold a private IFR rating (S.E.L.P.). Ginnie
has had some instruction and is one of the best
stewardesses in the business. She occupies
the right seat, keeping notes on frequencies,
squawk numbers, etc. that come our way, serves
refreshments at frequent intervals, and reminds
me of things that need taken care of. It's a
great team.
7. I am a member of the Columbia Aviation Country
Club, which has a clubhouse on the airport at
Portland International.
COLVIN' S CORNER
A letter from Hr. Jan~. MathesQn asks for information on reRair of the cabin door latch in your Bonanza .
The fact that the outside cabin door handle sticks
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out when the door is closed and latched, does not necessarily mean that a spring is broken. Usually when the
condition occurs as described, it can be corrected by
removing the doors upholstery panel and by adjusting
the rod that connects the inside door handle to the outside handle. This rod needs to be lengthened and it is
adjustable. There is a spring in the outside door handle
and it rarely breaks. However, if it is broken the latch
assembly must be removed from the door. This can be done
by removing the upholstery panel and by loosening two
or three screws and removing the casting assembly fro~
the door. The spring is a bit tricky to install, but
on the bench it is no problem.
If you continue to have door problems, please let me
know.
This is in reply to a letter from Mr. Selden E.
Smith , ABS7599 of Wolf City , Texas, in-Which he asked for
inbrmation on windshield covers and propeller count er
w~lgh ts for his H-35 Bonanza.
The best way to get a windshield cover is to have one
made. Y~ur local auto upholstery shop will have the material and know how. I would suggest that it be held
in position by four snap fasteners . The cover should
fit tight, and it would be best to have a soft material
on the back side of the cover so that it will not scratch
the windshield.
Beech no longer stocks propeller counter weights.
The most likely source of supply would be Maxwell Propeller Shop, Minnea1)011s, Minn.
You did not say why the counter weights were needed.
If you are encountering engine surge on climb out, the
probable cause is loss of oil at the engine transfer
bearing. Counterweights will, in most cases, overcome the
problem; however, a new speeder spring will be needed in
the governor.
The permanent cure , if the problem does exist, is at
engine overhaul, to install the improved oil transfer
bearing in the engine.
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January, 1978
Page'767
NEWS AND VIEWS
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Mr. F. H. ' Weiss of Bronx, New York Bsked for infor-
mation-an-a landing light and an all leak problem •
No Beech kit is available for the strut mounted landing light, however the following 1s a list of parts needed to make the installation:
35-364259-1 Bracket
One ea. 3 10 bolt
One ea. a N-96D-IO Washer
One ea. MS 20364-1032 Nut
One ea. 35-825200 Pin
One ea. MS-20365-428 Nut
One ea. 96-364012-5 Clamp
One ea. AN S15-8R6 Screw
One ea. MS 20364-832 Nut
One ea. 4314 Bulb
The above mentioned parts can be ordered from any
Beech Dealer.
As to the persistant oil leak, if it 1s determined
the leak 1s coming from the front crankshaft seal. 8
new seal should be installed by following instructions
in Continental motors Service Bulletin M16-4.
It is also possible that you may have oil seepage
at the push rod seals . It would be well to wash the
engine, and then run the ensine long enough to bring it
to temperature, and then look for the leak. Be sure the
crankcase vent tube is in correct position and clear.
FIN DAMPENS YAW
Dear Mr. Guinther:
I was gratified to read in your October issue that
a ventral fin was a positive aud effective enhancement .
to a Bonanza, showing up most useful in normal turns
and localizer approaches. Passengers obviously benefit
most from the dampening effect because they sit farther
away from the yaw center. The very fact that the yaw
cannot be 8S wide with the ventral fin in place confirms
that the aircraft tends to maintain the last attitude it
was placed in, by resisting change.
Bonanza owner and tilot, Jahn Balow of Eau Claire,
Wisconsin says, lithe vent1.al fin is, for all practical
purposes, a yaw damper. It doesn't eliminate yaw, but
it dampens it drastically."
This obser~ation is a real proof of the effectiveness of the Beryl n'Shsnnon Ventral Fin. After all, if
you can't tell the difference by the "seat of your
pants," you really don't care what the instruments
would indicate.
I might point out that the Beryl D'Shannon Ventral
Fin is approved by the FAA, STC'c and PHA, but I can't
help wondering who makes a dorsal fin and where the
reporter tested other approved fius that could be misaligned on an actual aircraft.
Yours faithfully,
Allan L. Peterson ABS3358
ONE MEMBER'S EXPERIENCE WITH MAINTENANCE SHOPS
Gentlemen:
I wrote you on July 11, 1977, asking advice concerning an oil pressure problem I was experiencing with my
1963 Model B-33 Debonair. I noted in my letter that mechanics at Hangar One in Birmingham who worked on the
plane had given up on solving the problem.
I then contacted a mechanic I had heard about who
runs a one-man shop at the Wetumpka (Alabama) Airport.
Within an hour he found the problem, which turned out to
be a completely congealed oil cooler. After a thorough
overnight chemical sosking and cleaning, the cooler was
replaced and all engine readings to date are again normal.
I wanted to let you know that my problem was solved quite
simply--not by a high-priced, big corporate operation but
by a one-man operation at a rursl airport. So Bonanza
owners, don ' t discount those country boys when you've got
a problem. They just may show up their big city slicker
counterparts, and at prices within the bounds of reason,
too.
Brysn R. Turbeville, ABS6348
P.S. For your information, it was Andy's Aircraft Repair
in Wetumpka, At, who solved the problem.
2 RECORD BREAKERS WALKING ON CLOUDS
Hsrold Benham. ABS9744 and Jack Rodd. ABS 5130 touched down on the runway at Cortez, Colorado, November 9,
1977. They had just completed a round-the-world speed
record for single engine, piston-driven airplane under
3857 lb • •
A crowd of about 150 persons cheered as Benham flew
the Beechcraft Bonanza across the airfield at 2:33 p.m.,
then circled to make a low pass in front of the Cor t ezMontezuma County Airport terminal before touching down.
The two men left Cortez, their home lown, October
29, bent on completing their trip in six days and halving
the o ld record of 12 days, three hours and 29 minutes.
A series of obstacles-the last a faulty compass that led
them astray on the leg between Honolulu and San Jose,
California- added five days to their flight .
The compass malfunction led them in an arc across
the Pacific instead of directly to San Jose.
When they realized they had a problem they were about 500 miles southwest of Los Angeles, Benham said.
With seven hours' fuel left in the tanks they were
within easy reach of land.
Nevertheless, uncertain of their position, they r adioed a distress message that was relayed by a United
Airlines plane . A U.S. Coast Guard plane located them
and led them to Sant a Barbara, California, where they
landed with 2 1/2 hours of fuel r emaining.
The official time for the trip wa 10 days, 23 t~urs
and 23 minutes, W.B. "Doc" Maggard, off icial timekeeper,
said. Maggard W3S appointed by the National Ae~onautic
Association, U.S. representative of the Federation Aeronautique International, the internabional organization
that certifies all avia tion records.
Based on the apprpximately 23,800 miles traveled,
their time meant that including stops, Rodd and Benham
averaged 90 .36 miles per hour. If stops· had been eliminated, the figure would have been far higher.
Those s tops included delays at foreign airports
where officials held them past their planned times to
satisfy landing fees, parking fees, customs inspections,
immigration requirements and seemingl y endless paper
work.
The two had to go "from office to office to office"
to work out the bureacratic red tape, Rodd said.
Worst of all was India, where they were held in New
Delhi for four hours instead of two, and Hyderabad, where
they landed because of a fuel shortage caused by strong
headwinds .
In Hyderabad they were told they had no right to
land, despite their low fuel, and were held for 36 hours .
During that delay a violent storm moved over Sri Lanka,
their next stop, which held them up another day .
Twice during their trip they had serious though~s of
giving up their record attempt, Benhsm said.
Once was during the leg from Munich, Germany, to
Tehran, Iran, when the engine's oil system showed signs
of failing. Mechanics of the Royal Iranian Air Force
found the ailment to be minor and repaired it quickly,
Benham said.
The second time was when the vent pipe on one of the
gasoline tanks became bent, sealing the tank so that when
gasoline was used, it caused a vacuum and sp lit a welded
seam..
That was on Saipan. Rodd telephoned his wife, Ji~
mie, and told her it appeared that the trip had ended,
She had opposed the trip, he said, but at that point
she urged him to continue.
They found a welder "'ho knew how to weld aluminum,
60 they took the tank out, and he ~de a permanent repair.
If their new record is broken soon , will they try
to recapture it1
Benham hesitated, then indicated that such an
attempt might not be out of the question. He said that
there was "a lot of slack" in the flight that could be
taken up in a second record attempt.
(Please turn to next page)
Page 768
January. 1978
NEWS AND VIEWS
For instance, the "nightmare of bureaucratic red
tape" could be eased by having an aide at each foreign
airport to make on-the-spot arrangements. The pilots
themselves were forced to handle the details after arrival.
Both men appeared tire d but still vigorous 8S they
climbed from the cramped cabin. For Benham, who stands
6-feet-3. the confined space had been especially t1rin8'
Rodd. first out, surprised the cr~d b y taking
motion pictures of them before he descended.
On the ground, both men were embraced by relatives
and friends. Mayor Hal Tanner presented each man with
a large wooden key to the city and read a City Council
proclamation naming November 9, as Jack &odd and Harold
Benham Day.
Later there was a parade through Cortez ' s downtown
business dis trict and a dlnner of roasted goat and a
large cake decorated with the airplane in relief on top.
Rodd, 56, and Benham, 58 had said before the flight
they wanted to prove that middle-aged men still can
accomplish tasks usually assumed to be possible only the
young .
Benham admitted that the trip had put the pair in
debt, but said he had no idea how much.
Ben & Jack have been invited to speak at the Convention at San Diego, August 9-13, 1978.
ANOTHER MEMBER'S VIEW OF AIRCRAFT INSURANCE
Dear Bl1l,
-I think a response is in order to Mr. Calabro' s
rather unbal anced perception of the motives and practices
of aircraft insurers (November 1917 Newsletter, Page 745)
I insure my Bonanza with Don Flower Associates and,
like most of my friends in the ABS, I feel that insurance premiums for aircraft (and automobiles, for that
matter) are high, and threaten to approach outrageous
proportions . In my opinion, a discussion in our Newsletter of what we, as a formidable lobby group , can
do to reduce our collective burden, would be very constructive and very much in order.
However, what I do not believe to be at all constructive or in order is a vituperative, unsupported
and not wholly logical attack upon the aircraft insurance industry, replete with wild accusations of concealment of contractual ltmitation, willful misrepresentation, and blanket refusal to honor claims. And yet,
the subject letter evidently makes these accusations
without presenting one shred of evidence in support of
these claims.
Let me present another side of the story. I am an
Engineer, and am not associated with the insurance industry in any way. When I first bought N4326Y, I investigated the policies of several insurance companies
and brokers. I chose from among many quotations the
one most competitive when comparing cos t, coverage
and lack of exclusions. Don Flower's package won that
competition. Since then it has been my misfortune to
suffer wind damage to the aircraft cover, als o damage
to the aircraft's paint, and two separate incidences of
Avionics. Theft, all of which certainly constitutes
an unusual claim history. To each of these claims, !
received prompt, professional att ention , helpful and
courteous support, and fast, fair settlements. No one
ever argued technicalities, supplied sudden reint erp retations of fine print, or instituted surprise contractual conditions when faced with these claims.
Fortunately, 1 hsven't had to make any further
claims in a number of years, so my observations are not
recent. But I do not believe any sudden change in attitude has occurred at Don Flower Associates.
When my renewal notice arrived this year, it was
accompanied by the new group contract . The contract
was not secretive, nor deliberately confusing. On the
contrary, it was more liberal than last year's policy.
Por all this, my premium went down.
Despite the printed explanations, I phoned Mr .
Don Wineinger of Don Flower Associates with several ques- •
tions concerning my coverage. He took the time to answer all my questions, even to the extent of researching
a point and calling me back. There was no reticence,
no concealment, no fancy footwork.
Now, these are the facts in my csse. There are
other members with less attractive experiences, of
course, and discussions of these, s tating facts and
particulars, will be constructive for our Society. But
I submit that destructive, unsubstantiated lette rs such
as the one to which 1 have referred, can only hurt our
Society, especially when they are published without
editorial comment or rebuttal, as though they deserved
to stand unchallanged solely on the basis of their substantive merit.
I think we, as a group, have an obligation to each
other to discuss the pros and cons of every aspect
of modern Bonanza owners hips, from aircraft insurance
to manufacturer's warrantied and A.D. liability, and
the increaSing cost of aircraft parts, in a fo rum such
as our Newsletter . But I submit that the only sensible
and useful method of examining any topic i s to state the
facts, to label our opinions as just that, to share
knowledge and experience both good and bad, and to formulate our conclusions from a position of balanced objectivity.
Dave Michaels ABS 6631
Southfield, !.[ichigan
~~~~A~CT~I~V~IT~I~E~S
to Florida this winterl The North
Central
chapters are combining forces
for a winter Fly-in. At River Ranch Resort, Florida.
on Pebruary 3-5, 1978. There 'll be hayrides, golf, tennis, trail rides, a rodeo, a barbecue, a super cocktail
party sponsered by HBngar One Beechcraft, and of course,
good friends and even an occQsional hangar flight hour
loggedl
There's lots of fun planned: we hope you'll join
us l Nancy Michaels, Outwood Dr., Southfield, Michigan
48034. or call (313) 356-4326.
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SOUTHWEST CHAPTER
Twenty-five Bonanzas and sixty-two Bonanza people
have signed up for the Mexican Air Cruise leaving February 3, 1978. Those who would still like to join the t our
should call Pred Driscoll (214) 348-0480 (Business), (214)
348-4089 (Residence).
ROCKY MOUNTAIN CHAPTER
--La- ke Havasu City, Arizona Ply-in. March 10-12, 1978,
at Ramada Inn (602) 855-3021. Contact Ma10r ~!!!y,
(806) 762-4652.
WESTERN V-TAILS
Spring Fly-in April 21-23, 1978, at Del Monte Hyatt
House Hotel, Monterey, California. Contact Les Houle
(415) 368-0913. This Fly-in will be held in conjunction
with the Monterey Aviation Exposition .
HAROLD DEE, JR . LEAVES ABS
---OnNovember~9n, Harold E. Dee, Jr., ABS 564
left the ABS to become the Executive Director of the
International Twin-Engine Society (ITS). He will be
missed, and we do wish him well in his new venture.
His address is ITS, Box 8700, San Francisco, CA.,
94128.
EDITOR'S NOTE: The crack in the crankcase of my 10-520
forced me to order a remanufactured engine from TOM.
Now, one month later, I am still waiting for the engine.
Also to those who wanted to find DC-4 , it is svailable at any chemical company handling Dow Corning products. 1 have also checked with our local s upply house,
and they have it avaiable for about $9.30 a tube. 1 am
sure if you would send a check to Eastern Aero Supply,
Inc. Millville, New Jersey, 08332, Dan Rankin would be
happy to send you a tube.
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