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M AY 2 0 2 1 • V O L U M E T W E N T Y- O N E • NUMBER 5
AMERICAN
BONANZA
SOCIET Y
T h e O f f i c i a l P u b l i c a t i o n f o r B o n a n z a , D e b o n a i r, B a r o n & Tr a v e l A i r O p e r a t o r s a n d E n t h u s i a s t s
We’d Just Like to Say…
Thanks
Falcon Insurance and the American Bonanza Society
For over 20 years, Falcon Insurance and the American Bonanza Society
have worked together toward a common goal of promoting the safe
enjoyment of all Beechcraft airplanes. Your Beechcraft. Nothing brings us
greater joy than working with such enthusiastic owner-pilots and finding
the best prices for your aviation needs, and knowing that in doing so,
we are encouraging safe flying by supporting ABS’ development of new
and improved flight safety training programs.
And for that, we say thanks. Thanks for letting us be a part of the
for single engine aircraft – to major airports – and everything in between American Bonanza Society and the Air Safety Foundation…
and thanks for trusting us with your insurance needs.
Barry Dowlen Henry Abdullah
President Vice President & ABS Program Director
If you’d like to learn how Falcon Insurance can help you,
Falcon Insurance Agency please call 1-800-259-4ABS, or visit http:/falcon.villagepress
is the Insurance Program Manager
for the ABS Insurance Program .com/promo/signup to obtain your free quote. When you do,
we’ll make a $5 donation to ABS’ Air Safety Foundation.
Falcon
2 Insurance Agency • P.O. Box 291388, Kerrville,
A M E R I C ATX
N B O78029
N A N Z A S O•
C I Ewww.falconinsurance.com
TY • Phone: 1-800-259-4227
M ay 2021
CONTENTS May 2021
AmericAn
BonAnzA
Society
May 2021 • Volume 21 • Number 5
2 President's Comments: Cultivating Passion
By Paul Lilly
ABS Executive Director
J. Whitney Hickman 4 Operations
ABS-ASF Executive Director & Editor By J. Whitney Hickman and Thomas P. Turner
Thomas P. Turner
Associate Editor
George Brown
Managing Editor
Jillian LaCross
Technical Review Committee
Tom Rosen, Stuart Spindel, Bob Butt,
OWNERSHIP/MAINTENANCE
and the ABS Technical Advisors
Graphic Design
12 Beechcraft of the Month:
Rachel Coon
Printer Passion, Dedication, and
Village Press, Traverse City, Michigan
American Bonanza Society magazine (ISSN 1538- Attention to Detail
9960) is published monthly by the American Bonanza
Society (ABS), 3595 N Webb Rd Ste 200, Wichita, 1960 M35 N9311Y (D-6503)
KS 67226-8192. The price of a yearly subscription
is included in the annual dues of Society members.
Periodicals postage paid at Wichita, Kansas, and at By Seth Hensel
additional mailing offices.
No part of this publication may be reprinted
or duplicated without the written permission of the
Executive Director.
24 ABS-Type Aircraft Fleet
The Society and Publisher cannot accept
responsibility for the correctness or accuracy
of the matters printed herein or for any opinions
32 Baron and Travel Air:
expressed. Opinions of the Editor or contributors do
not necessarily represent the position of the Society. Hangar for Annuals
Articles or other materials by and about organizations
other than ABS are printed in the American Bonanza
Society magazine as a courtesy and member service.
By George Brown
Except as expressly stated, their appearance in this
magazine does not constitute an endorsement
by ABS of the products, services or events of 50 PIREP: ABS Online
such organization. Publisher reserves the right
to reject any material submitted for publication.
Membership Dues:
• One Year Domestic (US/Canada/Mexico) – $85 (USD)
Learning Center
DEPARTMENTS
By George Brown
• Two Year Domestic (US/Canada/Mexico) – $150 (USD) 10 Welcome New Members
• Three Year Domestic (US/Canada/Mexico) – $200 (USD)
• Digital One Year (US/International) – $85 (USD)
• Digital Two Year (US/International) – $150 (USD)
22 Beechcraft Heritage Museum
• Digital Three Year (US/International) – $200 (USD)
• One Year International - $125 (USD)
• Two Year International– $230 (USD)
FLYING Renews Support of ABS/ASF
35 GA News
• Three Year International– $320 (USD)
• Additional Family Members – $45 each 16 Bonanza Volksmarch 49 ABS Aviators
• Life membership – $1400
Contact ABS Headquarters for details.
By George Steed 49 Surly Bonds
Postmaster: Send address changes to
American Bonanza Society magazine, 49 Life Membership
3595 N. Webb Road Suite 200,
Wichita, KS 67226-8192. © Copyright 2019. 36 Alaska by Magic Carpet 54 Beechcraft History
Send Articles/Letters To: American Bonanza Society
Magazine Publication Office, 3595 N. Webb Road Suite By Jim Castillo 60 Member Spotlight
200, Wichita, KS 67226-8192, Tel: 316-945-1700, Fax:
316-945-1710, E-mail: info@bonanza.org, Website: 64 Tech Tips
http://www.bonanza.org. Please note: Copy & photos 46 BPPP: Lessons from
submitted for publication become the property of the 70 Forum
Society and shall not be returned. Articles submitted Icing in a V35B
with pictures receive publication preference.
74 Classified Ads
By John Rogers
The American Bonanza Society serves Beechcraft 78 ABS Board
enthusiasts by sharing valuable safety, technical, and
educational resources, and by promoting interaction 56 Command Pilot: Build Complexity 79 Event Calendar
among and advocacy on behalf of its members.
By Thomas P. Turner 80 Display Advertising Index
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 1
PRESIDENT'S COMMENTS
AmericAn
BonAnzA
Society
By Paul Lilly
ABS exists to promote aviation safety
and flying enjoyment through education and
information-sharing among owners and
operators of Bonanzas, Barons, Debonairs
and Travel Airs throughout the world. Cultivating Passion
www.bonanza.org
A
3595 N Webb Rd Ste 200,
Wichita, KS 67226-8192 t some point in our lives there was that moment, that spark,
Tel: 316-945-1700 • Fax 316-945-1710
e-mail: info@bonanza.org that eventually grew into our passion for aviation. Did the spark
alone put us on that path, or did we need some sort of support
Office Hours:
Monday thru Friday; 8:30 am – 5:00 pm or understanding to determine if it truly interested us? I often
(Central Time)
wonder what makes us who we are, how we became interested in things we
ABS Executive Director
J. Whitney Hickman, whit@bonanza.org
follow, and how we get to where we are in our lives. I believe those sparks need
ABS-ASF Executive Director cultivation to grow.
Thomas P. Turner, asf@bonanza.org
Technical Questions
info@bonanza.org or 316-945-1700
BPPP Questions
bppp@bonanza.org or 316-945-1700
Membership and Events
membership@bonanza.org
ABS Pilot Shop
www.bonanza.org/store
Membership Services
• Monthly ABS Magazine
• Technical Advice and Parts Sourcing
• Beechcraft Specific Pilot Training
• Special Members-Only Website Content
• Aircraft Inspection Program
• Beechcraft Maintenance Guides,
DVDs, Merchandise and Apparel
• ABS Fly-Ins & Events
• Aircraft Prepurchase Assistance
• Mechanic & Flight Instructor Training
• Regional Societies
On a flight back to the East Coast, my son-in-law asked if he could have his pic-
• Aircraft Insurance Program ture taken with the pilot. The older I get, the younger these guys look! The boy is
• Professionally Staffed Headquarters my grandson. They were flying back from San Jose to Baltimore a few Halloweens
ago, and that was his Halloween costume. During the flight the stewardess kept
coming back to his seat and asking, "Would you like another milk, captain?" The
crew got a real kick out of it. It was about four years ago.
2 AMERICAN BONANZ A SOCIE T Y M ay 2021
Likely, there was a person in our lives eager to share this part of his life because
who was there at the right time, not only he felt it had value and he could use it to
to complete the picture but to remain avail- add something to my life, which he did.
able for ongoing cultivation. At least that Being able to share probably gave him
is how it happened for me, and I expect a great deal of satisfaction, a feeling of
for many of us as well. giving back. It was a win-win.
As a child, our family lived at the end of Sharing your experiences to cultivate
a street in a rural area of western Pennsyl- a passion in others is generally not a
vania. A set of railroad tracks ran along the scheduled item on your to-do list. It occurs
back of our property, then curved just past at impromptu moments, created by the
us and along the side, preventing exten- chance occurrence. We have all seen the
sion of the road and further development. young child outside the airport fence,
On the other side of the tracks was a hay fingers clenched tight around the chained
field; a rather nondescript, boring view, links, looking in, wondering if there is
with occasional bails of newly rolled-up something there for him. Take a moment
hay. Whenever I went to play outside, I to add a little spark to that young per-
would always make a quick scan and take son’s life.
in the view of what the day had to offer.
The field on the other side of the tracks
merited very little time in my scan.
One day, the boring view changed.
Across the tracks, sitting in the middle
of the field, was something I had never
seen before. A bright yellow contraption
of some sort, unlike the occasional farm
equipment I would sometimes see. It didn’t
belong there, and I had to alert my father.
Of course, this was a small plane, likely
a Piper Cub or Aeronca Champ, being
that it was yellow. My father explained
it probably ran out of fuel or had an en-
gine problem. Or maybe the person who
had flown it was a friend of the man who
owned the hay field and was visiting him.
My father didn’t stop with that simple
explanation, though it probably would
have been enough. He noticed the curi-
osity in me and felt there was a lot more
he could share.
My father was an aircraft mechanic
during WWII. He never talked about it
before, but he took the opportunity then
to tell me of his experiences with airplanes
and pilots – how and why they were used
during the war, and after. These stories
and the new knowledge from my father
brought to life what an airplane was,
which made it real to me.
A few days later the plane was gone.
I never saw it land or take off, but the
stories my father told me gave meaning to
it. I realized years later his sharing of his
experiences was not just for me. He was
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 3
w w w. b o n a n z a .o r g
OPERATIONS ABS
By J. Whitney Hickman
Airplane for Sale
T
hey say the best two days of your life are the day you buy an airplane, and the day you sell an airplane. I had two
good days in about a week’s time. The market for airplane sales is comparable to the housing market—it’s hot. So hot
that aircraft are selling within a day. I put my 1961 Cessna 172 on the market and within a few hours I had a couple of
interested buyers. Within four days of listing I had approximately 40 phone calls or emails of interest. I sold the airplane
to the first guy who called me, on a Wednesday evening, and N7599X left my hangar for Florida the following Sunday morning. I was
extremely lucky that I didn’t have to mess around with several different inquires.
If you are in the market for selling or even purchasing an insurance agent may be able to help you determine the
airplane, there were a few lessons I learned during the process: airplane’s current value also. I think you will find there may be a
● It is not hard to put your airplane up for sale. In fact, it can be difference from one valuation source to another based on how
done in about 15-20 minutes. You just have to make up your each evaluates condition, avionics and other specialties added.
mind that it’s the right thing to do! You also must understand ● Be honest and up front with the new potential buyer. There
that you might not have an airplane for a while because, if should be no “gotchas” that could come back to haunt you later.
you’re like me, I needed to sell mine first to be able to afford ● Make sure the purchaser is serious about buying your airplane.
the next one and I didn’t have two hangars for both planes How do you know that? You don’t, but ask questions and
(more on that later). establish your expectations and timelines for when you might
● Do your homework on a fair asking price both when buying move on to the next potential offer.
and selling. Take the time and do a couple of different aircraft ● Make sure your logbooks are up to date and completed with all
valuations from different agencies and organizations. Your 337s, STCs, and the AD list in order. It works best to keep these
in a separate binder and not crammed in the airframe log. This
is very important and will be impressive to the new owner.
Farewell, N7599X, a great first airplane
● Keep your spec sheet updated. It’s not uncommon when you
purchase an airplane to never look at the spec sheet again
until you want to sell it. Over the years you will forget all the
add-ons and 337s that you performed on the airplane. You will
be surprised at the difference in the value of the airplane with
radio, avionics, and engine upgrades. Probably the number one
question an owner will be asked is, how much time is on the
engine? Keep that current on your spec sheet. Pay attention
to all the details.
● You cannot have enough pictures of your airplane. Most
sites have a maximum number of pictures you can post. Be
sure to post the maximum available…the potential buyer
4 AMERICAN BONANZ A SOCIE T Y M ay 2021
w w w. b o n a n z a .o r g
will want more. Potential buyers who contacted me wanted
all sorts of detail shots of the panel and the engine with the
cowling removed. Be ready to take more pictures if a serious
buyer demands.
N
ow the “later” part: I am excited to announce the purchase
of my new 1962 Debonair. I personally know the mechanic
and the last two owners who have maintained and flown
N1447G and I believe I am in good hands. I have a solid aircraft
that has been well maintained and the owners put the necessary
upgrades into it to make it very attractive, including the 260
horsepower IO-470N engine, an Aspen Evolution flight display
ABS Senior Technical Advisor Bob Ripley with N1477G, my 1962
with a Garmin G5 backup, a Century 2000 autopilot, and the JPI 35-B33 Debonair.
930 primary engine display and monitor. My Debonair comes with
both a single- and a dual-control yoke, which is good because I
have to get my High Performance and Complex endorsements to want to preserve your airplane’s value, so it is available when you
fly it, and a BPPP completion certificate and at least 25 hours of decide it’s time for the next generation of owner.
dual instruction in it before my insurance covers me as pilot-in- Now, I’m one happy Debonair owner. I’ll write more about my
command. Now it’s time to learn the airplane and go fly! Thank transition to Beech pilot and owner in future articles.
you, N7599X for memories as my first airplane…you were a true joy!
Another lesson: Most of us want to purchase a used Beechcraft EAA Oshkosh, July 26-August 1
that is sold to us in good condition with excellent maintenance, After everybody’s one-year hiatus, ABS returns as a major
upgrades as needed or desired, and annuals that catch and address exhibitor at EAA AirVenture, July 26 - August 1 in Oshkosh. We
all squawks on the aircraft. Don’t cheat on your Beech maintenance will again be located at lots 334-336 (across from Theater in the
because of what it will cost to fix any issues. It will come back to Woods). At this time we do not know the precise logistics of how
bite in the long run when you want to sell your airplane. Another our hospitality tent will work, for instance, the number of people
gotcha is buying unapproved parts or deferring maintenance. allowed in tent at one time, whether food and drink giveaways
The cheapest way is not always the best way, especially if you will be permitted, if we will be able to hold ABS Tent Topics
want to preserve your airplane’s value. When the time comes for seminars (because of tent capacity limits), other social distancing
the pre-buy inspection, a reputable Beech mechanic or shop will requirements, masks, etc. EAA is being very transparent about
find the squawks that you failed to fix over the years. Now your requirements as they change, but much of any restrictions that
airplane becomes worth considerably less and it has the potential may apply are out of EAA’s hands and may change up to the
to ruin the entire experience for both you and the buyer. I see and time of the event. Please be prepared for any new requirements
hear about this sort of thing a lot with members buying or selling while visiting the ABS tent and know that if restrictions exist, it’s
a Beechcraft. Remember that Textron Aviation is not building or because of local and state requirements. ABS expects to have
selling the number of Bonanzas and Barons it did, even in 2008. more information from EAA after May 1st.
We need to preserve the fleet as long as we possibly can, and you The ABS Display Plane will be a beautiful 1947 Bonanza owned
by Life Member Scott Crane of Poplar Grove, Illinois. This display
is part of our kickoff of the 75th anniversary of the first model year
of Bonanza production that will culminate in our celebration at
the 2022 ABS Convention.
ABS is planning the Annual Dinner at Brighton Acres on
Tuesday, July 27th beginning with a social at 5:15 p.m. and dinner
beginning at 6:00 p.m. There will be bus pick-up beginning at 4:45
p.m. at the EAA bus park (more information to follow). The cost
of the dinner is $46 for adults, $25 for Life Members, and $20 for
children. Dinner registration will open May 10th on the ABS website
under Events. Tickets will be limited to 275 members and guests
for distancing requirements at Brighton Acres and will sell out
quickly. We hope to see you there!
Beech Bonanza and Baron production, 2000-2020
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 5
w w w. b o n a n z a .o r g
OPERATIONS ASF
By Thomas P. Turner
Broadcasts, Oshkosh
and Insurance
BPPP LIVE Broadcast – ABS Beechcraft Instructor Crosstalk
FREE to ABS Members June 5, 2021
May 15, 2021 The ABS Beechcraft Instructor Crosstalk (BIC) provides an
The ABS Air Safety Foundation presents BPPP LIVE opportunity for flight instructors who teach in ABS-type airplanes
Broadcast, a series of Beech-oriented online seminars broadcast to share their experiences with instructional techniques and best
LIVE on Saturday, May 15, 2021. BPPP LIVE is FREE to all ABS practices. The June 5 BIC will be held online and consist of a
members. Four webinars, presented 0900-1530 U.S. Central time series of presentations and answers to viewer questions. Past BICs
(1400Z-2030Z), include: have been consistently made up of about a third BPPP instructors
● The Human Side of Flying a Beechcraft with Dr. Loren Sheren and two-thirds other CFIs who teach in Beech airplanes, at least
occasionally. It’s a great opportunity for non-BPPP instructors to
● Instrument Approaches: By the Numbers by W. Tim Miller learn from us, and us to learn from them.
● ABS Tech Tips with the ABS Technical Advisors Our planned location waved us off over COVID concerns, so the
● Upset Recovery in Bonanzas and Debonairs by Scott June 5th BIC will be presented online. This makes it possible for far
“Gunny” Perdue more people to view and participate. The presentations will also
be recorded in webinar format for later viewing. The BIC is free
Also, a special preview lesson from the new BPPP Beechcraft to ABS members. Register under EVENTS at www.bonanza.org.
Essential Systems and Techniques course: the BEST in Beechcraft
pilot training. Call for speakers
Complete the series of four presentations and you are eligible
to fly with one of over 100 BPPP instructors on your schedule, near Pending word otherwise from EAA, we’re planning ABS’s
your location, to earn a full BPPP course completion certificate presence at AirVenture 2021 as normal. We invite your proposal
recognized by most insurance providers. More importantly, you’ll to present an ABS Tent Topic in the ABS tent at Oshkosh. ABS Tent
be more proficient, more precise and more confident flying your Topics are 50-minute informal presentations on topics directly
Beech airplane. Tuition for the approximately four-hour BPPP applicable to safely and efficiently flying, owning and maintaining
flight experience is only $450. Beech Bonanza, Debonair, Baron, and Travel Air aircraft.
Register to attend the free May 15 BPPP LIVE Broadcast under Tent Topics may also address a commercial product or service
EVENTS at www.bonanza.org. The webinars will also be recorded that may be used by owners of these airplanes.
and posted in the ABSWeb archives under TRAINING at www. ABS Tent Topics are presented Monday through Friday at
bonanza.org. AirVenture. All presentations are made as volunteers to help your
(Continued on page 8)
6 AMERICAN BONANZ A SOCIE T Y M ay 2021
w w w. b o n a n z a .o r g Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 7
w w w. b o n a n z a .o r g
fellow ABS members. If you’d like to make a presentation please
send the following to asf@bonanza.org:
1. Your name and ABS number.
2. The title of the presentation you’d like to make.
3. A short description of what you’ll cover, and what an ABS
member will learn from your presentation.
4. A short biography outlining your qualifications to speak on
the topic.
5. The days you plan to be available to present in the ABS tent.
We’ll make selections and notify speakers by the end of June.
Another insurance issue
A few members have contacted us after learning about a
restriction on who can provide flight instruction under their
aircraft insurance policy: the flight instructor must be between
the ages of 25 and 65. The insurance exclusion is not specific to
flight instructors, but an effect of changes to the policy’s Open Pilot
Warranty (OPW). The OPW is stated on the Approved Pilots
page, and indicates the qualifications required for a pilot who is
not named to the policy for the coverage to remain in effect. For
example, your policy might state something like this:
APPROVED PILOTS:
Jane Doe
John Doe
Any pilot between the ages of 25 and 65 holding at least a
valid Private Pilot certificate and Instrument rating, with at
least XX total logged hours including XX in the same make
and model as the insured aircraft.
The intent of the age range, Falcon Insurance President Barry
Dowlen tells me, is to avoid having older pilots fly an insured
airplane under the OPW when the underwriter will no longer insure
a named pilot outside that age range. The catch is that, in general,
a flight instructor providing instruction to an approved pilot in that
aircraft must also meet the Open Pilot Warranty requirements.
One underwriter, London Aviation Underwriters, is now routinely
including these pilot age restrictions in the OPW statement. This
in effect requires the flight instructor to be within in policy’s OPW
age range. At least one other major underwriter is considering a
similar restriction in its policies’ OPW, Dowlen advises.
Many excellent flight instructors, including several on the BPPP
accredited instructor list, are older than 65. A few ABS members
have had to cancel BPPP training or change to a different BPPP
instructor even when the underwriter requires BPPP as a condition
of that member’s coverage. ABS/ASF is developing a proposal to
those underwriters who have or will make this change to permit
a fully accredited BPPP instructor to provide BPPP training in the
aircraft regardless of age, either individually by name or under a
blanket statement to the effect of “Any BPPP instructor accredited
by the American Bonanza Society for the purposes of training that
8 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
results in the award of a BPPP completion certificate.” I’ll update
instructors and the membership if this is successful.
Meanwhile, check the wording of the OPW on your aircraft
insurance policy. It may have changed with renewal this year (or
any year), and tells you who may fly—or instruct in—your airplane
with your insurance policy in effect.
Correction
In last month’s maga-
zine we introduced
Mike Thompson as the
newest ABS Technical Ad-
visor. We incorrectly identi-
fied the location of his
shop. AVSTAR Aircraft of Washington. AVSTAR’s correct location,
of course, is Puyallup, Washington. AVSTAR has long been known
as a piston Beech specialty shop, and host to ABS Service Clinics.
I apologize for this error.
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 9w w w. b o n a n z a .o r g
Welcome New Members
ABS extends a warm welcome to the following new members who joined in March 2021:
Jim Afinowich, Scottsdale, AZ Jason Griswold, Concord, MA Georg E Parker, Sarasota, FL
Julio Alfaro, Norwalk, CA Erik Groenenberg, New Bern, NC Leslie Pearman, Tupelo, MS
Jeff Alsup, Midland, TX Todd Haig, Redlands, CA Mike Peavy, Chico, CA
Brian Anderson, Tularosa, NM Kris Hansen, Peoria, IL Gina Pennewell, Encinitas, CA
Octavio Argote, Mexico Charles Hanson, Selinsgrove, PA Tres Penny, Chattanooga, TN
Raul Avila, Lakeland, FL Joseph Harris, Borger, TX Bernard Peterson, Bardstown, KY
Matthew Baer, Murfreesboro, TN Edward Hasler, Sarasota, FL James Peyton, Grand Lake, CO
Robert Bale, Sacramento, CA EDWARD HAVAS, Salt Lake City, UT Paul Phelps, Madison, WI
Olivier Barloy, France Joshua Havill, Hendersonville, TN Darren Pilawski, Spring Hill, FL
Ray Barry, Scottsdale, AZ Janice Hawley, Derby, KS Richard Polivy, Reno, NV
Alexander Baskerville, Wake Forest, NC Stephen Hecox, Wichita, KS Andrew Pollack, Belmont, CA
James Bean, Amarillo, TX Al Henson, Mount Pleasant, SC Travis Powell, Lone Pine, CA
Paul Behrens, Crested Butte, CO Kenneth Hoeg, Piscataway, NJ Michael Radler, Fort Worth, TX
Manfred Bernhart, Germany Robert Horn, Cache, OK Jeff Ramsey, Nashville, TN
Clinton Bersuch, Great Falls, MT Kevin Hourihane, Waterford, VA Jason Rearick, Yucaipa, CA
Roger Blethen, Naples, FL Luke Jarrett, Placerville, CA Chris Redman, Mandan, ND
Rashell Bole, Auburn, WA Laurence Johnson, Wrentham, MA Jon Reese, Wichita Falls, TX
Robert Boston, Atlanta, GA Jeremy Johnson, Riverside, CA Jeremy Ross, Lufkin, TX
Dennis Bowen, Colcord, OK Charlie Kearns, Justin, TX Brahm Rossiter, Lemoore, CA
Mark Bowker, Bowdoinham, ME Martin Kelly, Louisville, CO Albert Rutherford, Baker, LA
Roger Boyle, Lincolnton, GA Adam Kluck, Richland, NE William Schwab, Denver, CO
Phil Briddon, Canada Timothy Klug, Chandler, AZ Gina Sevieri, Newport Beach, CA
Nathan Briggs, Australia Bryan Knowlton, San Angelo, TX Craig Silverton, Birmingham, MI
Michael Brown, Bloomington, IN Tony Komon, Apple Valley, CA Matthew Simms, Davie, FL
Patrick Burke, Wahoo, NE Michael Kovac, San Diego, CA Kevin Smith, Wallace, CA
Chris Chisholm, Zebulon, GA Dave Kroc, Saint Augustine, FL Andrew Smith, Griffin, GA
Steve Clapp, Saint Petersburg, FL John Ladley, Augusta, MO James Spearman, Sevierville, TN
Chester Clark, Dalton, GA Tyler Lamb, Dawsonville, GA Todd Spink, Mesquite, TX
David Clements, Atlanta, GA Darryl Landvater, Williston, VT Christopher Sullivan, Mauldin, SC
Gregory Cohen, Gaithersburg, MD Mark Leutwiler, Renton, WA Michael Templeman, Versailles, KY
Chad Conner, Clarksville, TN Paul Little, Coronado, CA Elizabeth Tennyson, New Market, MD
Lance Cook, Jay, FL Timothy Lloyd, Yorba Linda, CA Steven Tidler, Parker, CO
Bryan Courtney, Knoxville, TN Jeffrey Lofland, Battle Creek, MI Christopher Ulcak, Kailua, HI
Larry Cunningham, Pittsburgh, PA Josh Lucas, Weyers Cave, VA Geert Vanden Berk, Belgium
Michael Davis, Issaquah, WA Kyle Lucas, Fort Worth, TX Clyde Vanel, Cambria Heights, NY
Jarrett Davis, Charlotte, NC Daniel Lund, Burlington, WI Richard Vaughan, Sanford, FL
Terrance Davis, Corpus Christi, TX Max Maiden, Peachtree City, GA Rene Vidal, Chile
Jeremy Delis Balentine, Phoenix, AZ Stanton Mandrell, Grayslake, IL Jonathan Vlasic, Eighty Four, PA
Rick Dennee, New Bern, NC David Matherne, D.O., Houma, LA Nicky Watts, Mooresville, NC
Brian Dominick, Charlotte, NC Joseph Matissek, New Port Richey, FL Ben Weintraub, Vienna, VA
Williams Drummond, Bloomington, IN Mitchell McCarthy, Stamford, CT Keith Whaley, Pigeon Forge, TN
Jeff Dyberg, Laguna Beach, CA Bryan McCleve, Los Gatos, CA Steve White, Oxnard, CA
Boris Efimkin, Russia John Merritt, Stone Mountain, GA John Widdows, Jersey
Michael Eggen, Alameda, CA Seth Miller, Nogales, AZ Tom Wiggin, Lakeside, MT
John Eilers, Royal City, WA Daniel Morris, Bossier City, LA Scott Will, Western Springs, IL
Tyler Fewins, Menominee, MI Steven Morrison, Branson, MO Kyle Willoughby, Murfreesboro, TN
Bill Foster, Port Charlotte, FL Aaron Morrison, Rogersville, MO William Wolters, Encinitas, CA
Franz Froehlich, Oceanside, CA Patrick Murphy, Orange City, FL Jason Woodling, Winter Haven, FL
Marcus Fuller, Chattanooga, TN David Nance, Penn Valley, CA Scott Woodman, Bellevue, WA
Douglas Gottschalk, Batesville, AR Michael Nicastro, Gloucester, MA Bruce Young, Miami, FL
Benjamin Green, Corbett, OR David Nicholls, Memphis, TN
Jack Griebel, Little Rock, AR Carol Anne Ogden, Lake Forest Park, WA
10 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
BEECHCRAFT OF THE MONTH
PASSION,
DEDICATION,
AND
ATTENTION TO
DETAIL
1960 M35 N9311Y (D-6503)
by Seth Hensel, Farmington Hills, Michigan
12 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
I
was born and raised in Atlanta, Georgia.
I developed my passion for aviation
as a child going to local airshows with
my father. At the age of 18 I got my
Private Pilot’s certificate. From that point on I
dreamed of owning my own airplane and flying
wherever I wanted, whenever I wanted. A kid
can dream!
I went on to graduate from Georgia Tech
with a degree in aerospace engineering. Work
took me around the country for a while but
didn’t involve much personal flying. Through
the years I casually passed through 500 hours
total time while earning my instrument rating
and commercial certificate, but it never really felt
like I was reaching any milestones. I’m now only
30 years young and have found myself working
as a flight test engineer at Edwards Air Force base
in the beautiful Southern California desert. At this
point I have spent a few years working around
many different types of aircraft (most of which I
Volume 21 • Numbe r 5 13w w w. b o n a n z a .o r g
can’t afford to touch). However, after years
of research and penny pinching, I was
finally comfortable with the idea of owning
an airplane of my own. Within weeks of
beginning my search, I happened across
a beautiful Bonanza for sale in my price
range and only two hours away. I spoke to
the owner on the phone who said: “Once
you see it, you’ll have to have it!” Yeah
right, I’m not a sucker!
I drove up there the next day. It turns
out I am a sucker, because I bought N9311Y
within a week of laying eyes on her. At the
time, I knew next to nothing about the
intricacies of owning a V-tail Bonanza. And
to think, that was only 18 months ago! Since
then, I’ve flown her over 300 hours, and
spent a near-equal amount of time getting to
know her on the ground. Right now she has
3901.6 TTAF, 506.8 hours SMOH on the 250
HP IO-470C, and a 256.3 SNEW Hartzell two-
blade propeller. I plan to fly her 100 hours
more by the time you read this, because my
Bonanza is one solid airplane.
14 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
EQUIPMENT LIST
• Dual KX-155 Nav/Comm,
KMA-24 audio panel
• Garmin GNX 375 ADS-B
In/Out
I never imagined myself being able to
afford such a well performing, beautiful • IFR GPS with LPV approach
aircraft. But here I am, going places I would capability
have never fathomed while still paying the
mortgage. Additionally I've earned my CFI • KI-209 CDI slaved to
and CFII in my Bonanza. KX-155 and GNX 375
Every time I go to the airport, it’s a new
adventure. The V-tail is guaranteed to start • Speed Slope windshield
a conversation on any ramp, so make sure
you’re not in a hurry. Especially when your
Mooney friend asks you to reduce your
manifold pressure so he can keep up
during formation flight.
All the good times aside… it takes
passion, dedication, and an attention to
detail to keep an older Bonanza in tip-top
flying condition. That’s where the folks at
ABS continue to save my bacon. I have yet
to find a community more dedicated and
supportive than the fine people who run
this organization. It is to you whom I owe
some of the best times I will ever have. I
love my Bonanza, and I love the Society
that keeps the gear swinging.
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 15w w w. b o n a n z a .o r g
Bonanza Volksmarch by George Steed
Volksmarching (from German “Volksmarsch,” people’s march) is a form of non-competitive fitness walking that developed in Europe
in the mid-late 1960s.
W
hile we were stationed in Germany during the mid-1980s, every Thursday the Stars and Stripes newspaper would
publish a list of Volksmarches to be held the following weekend. These were 5K and 10K walks hosted by towns
and communities all over northern Europe, but mostly in Germany. We would pick a couple from a list of 50,
drive to the town, register, walk the route with hundreds of other walkers, get our book stamped, and either
proceed to another or just go get lunch.
Here in the States and recently retired, The Lovely Mrs. Steed, a specific date and route that we would walk with many others.
deciding that we needed some exercise and, frankly, to get out The other sort of walk, much more prevalent, was akin to a self-
more, found that the American Volkssport Association (www. guided tour. Instructions are published and available in a “walk
ava.org) was flourishing and offers walks all over the country. box,” which can be found at a library, 7-11 store, hospital, or other
The feeling was a little different, as there were neither oom-pah publicly available space. You get the box, take a copy of the route,
bands playing nor impromptu beer halls, but we were still able to stamp your own book, drop $3.00 into an envelope, and proceed
join others walking around the best parts of local communities. to walk the route.
Once connected, we found that there were two kinds of walks. A bit more research on the AVA website informed us that there
One, the sort we had been used to, was a scheduled walk with were special challenges. For example, if you wanted to walk only
16 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
Over the Oregon Trail: Chimney Rock, Nebraska
2017 Tour Our 2018 trip
routes that contained bridges, you could obtain
a book in which you could stamp those walks,
and after collecting a specific number qualify
for a patch celebrating your achievement. There
are challenges for walks at state capitals, walks
that go past bakeries, walks that cross borders,
etc. One of the special programs is a book that
registers a walk in each of the 50 states, another
is a walk in 26 cities that begin with each letter of
the alphabet. The Lovely Mrs. Steed decided that
these were proper quests for us. This is where the
Bonanza comes in.
W
hile you can get to the walks any
way possible, the range and speed
provided by a Bonanza combined
with the ability to get into small community
airports makes walking by general aviation easy,
Covering the country, one
expeditious, and fun. We started in Washington, state at a time
North Dakota, and Massachusetts. The next year
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 17w w w. b o n a n z a .o r g
The walk in Massachusetts took us through the
campus of Wellesley College.
see the best part of their towns. They’re
proud of them, and rightly so.
We’ve experienced north, east, south,
and west, small towns and cities, inland
and three coasts, all interesting and
Plans for June 2021 memorable. The approach into Charleston,
West Virginia, was akin to a carrier
was Oregon and California. 2017 was for me was less so, but we took “big air” landing. The airport is on a hilltop much
huge with a trip to Minnesota, Oshkosh, and ticked off Hawaii. like Catalina Island in California, with no
then continuing east and back by way of To date we have 32 of 50 states completed overruns. It was also where we learned
Ohio, Pennsylvania, New York, Tennessee, and plans for the other 18. Volksmarching that a hotel reservation in Charleston,
Alabama, Georgia, Arkansas, Oklahoma, gets us some much-needed exercise, true. South Carolina, doesn’t do you much
Nebraska, North Dakota, and Montana. More importantly, it introduces us to small, good 300 miles north. In Chattanooga,
With a trip to Oshkosh and then to Florida quiet, special places that we would never Tennessee, we found the country’s longest
and back, 2018 was big. In 2019 a pinched otherwise visit and experience. Walking pedestrian bridge. In Pensacola we got to
nerve that precluded B2Osh and AirVenture clubs that publish walks want visitors to revisit the Naval Air Station and scenes of
18 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
Chattanooga, Tennessee: The longest pe- Minneapolis, Minnesota: The walk box was an
destrian bridge in the country. old school desk on the porch of the walking club
president’s front porch.
Every town has something. Erie Canal locks
our youth. In Oklahoma we got to see the
Quartz Mountains rise out of the plains
like islands out of a calm sea.
Ocean Springs, Mississippi, was
a charming resort town on the Gulf.
Everyone there had a Katrina story.
Shreveport, Louisiana, was the walk with
the most concrete and asphalt, which ABS2021
wove back and forth through the town. It
was also the place where, when passing
some gents lounging on a stoop, one
commented, “Y’all ain’t gonna get no
skinnier!” And I guess he was probably
right. We also had our best and most
memorable service at Tubreaux Aviation
in Shreveport. A crew car, a wagonload
of ice for our IcyBreeze at 7 a.m. on the
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 19w w w. b o n a n z a .o r g
Altus, Oklahoma: The Quartz Mountains come up out of the plains. Altus, Oklahoma: Everybody likes a V-tail.
ramp, and the friendliest FBO of many boat for a half-hour ride to school. . . and Oshkosh (she’s been there once, thank
friendly FBOs across the country. back. . . every day. you). And I just registered for a new
The New York walk taught me that the Our scratch-off wall map shows us program, Airports: Celebrating American
Erie Canal is still a navigable waterway. where we need to head next. The summer Flight. I just need to find 10 cities with AVA
The Pennsylvania walk showed us the of ’21, if things go well, will see us heading walks adjacent to airports and off we go.
country’s longest, straightest, narrowest for the northeast. We need most of The adventure never ends.
sidewalk, where kids would walk 1.5 miles New England, and N3706Q is just the way
from a lighthouse situated on Lake Erie to a to get there. Mrs. Steed will meet me after
The brown states are yet to be walked.
AVA special
Airports program
Our Bonanza makes it
all possible.
20 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
Every stamp is a 5K walk somewhere.
Ocean Springs, Mississippi: Everyone had a Hurricane Katrina story.
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 21w w w. b o n a n z a .o r g
Beechcraft Heritage Museum
Renews Support of ABS/ASF by Thomas P. Turner
O
n behalf of the ABS Air Safety Foundation
and its Board of Directors, I’m
honored and proud to announce
the Beechcraft Heritage Museum in
Tullahoma, Tennessee (www.beechcraftheritagemuseum.
com) has once again made a major donation to the
ABS Air Safety Foundation to support ABS/ASF’s
educational efforts to protect lives and preserve the
Beechcraft fleet. This is the fourth sequential year the
Museum trustees have made a $10,000 gift from the
ABS/ASF A36 on display at the Beechcraft Heritage Museum’s
Scot Perry Memorial Scholarship Fund to pursue the Beech Party. ABS will be the Beech Party again this year, October
13-16 at Tullahoma.
complementary missions of the Beechcraft Heritage
Museum and the ABS Air Safety Foundation.
Thank you once again to Charles and the Trustees of
the Beechcraft Heritage Museum.
22 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 23
w w w. b o n a n z a .o r g
ABS-TYPES FLEET PRODUCTION
ABS-Type Aircraft Fleet
(FAA Registered as of March 31, 2021)
Members and vendors often ask for a list of airplane models by serial number, how many of each model was
built, the years they were produced, and/or how many are still registered and presumably flying.
As of early 2021, here are the answers.
Type
FAA
Model Produced Model Years Serial Numbers Certificate Notes
Registered
Number
35 1500 1947-1948 D-1 through A-777 294 13 1947-1948 35s were
D-1500 rebuilt by Beech as 35R
models in 1951. The 35Rs
received revised serial
numbers consisting of
their original serial number
with an "R" suffix in the
order they were rebuilt as
listed on page 30. As of
March 31, 2021, 8 35Rs
are among the Model 35s
on the FAA registry.
A35 701 1949 D-1501 through A-777 165
D-2200, D-15001
B35 480 1950 D-2201 through A-777 151
D-2680
C35 719 1951-1952 D-2681 through A-777 270
D-3400 except
D-3293
D35 298 1953 D-3401 through A-777 136
D-3698
E35 301 1954 D-3293, D-3699 A-777 145
through D-3998
F35 392 1955 D-3999 through A-777 192
D-4391 except
D-4376
G35 476 1956 D-4376, D-4392 A-777 230 G35 D-4758 was modified
through D-4865, as the Be95 Travel Air pro-
totype and redesignated
D-15002 TD-1. After certification
TD-1 was returned to G35
configuration and redesig-
nated D-15002.
H35 464 1957 D-4866 through 3A15 230
D-5330 except
D-5062
J35 396 1958 D-5062, D-5331 3A15 230
through D-5725
K35 436 1959 D-5726 through 3A15 250
D-6161
24 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
Type
FAA
Model Produced Model Years Serial Numbers Certificate Notes
Registered
Number
M35 400 1960 D-6162 through 3A15 231
D-6561
N35 280 1961 D-6562 through 3A15 167
D-6841
P35 467 1962-1963 D-6842 through 3A15 313
D-7309 except
D-7140
S35 668 1964-1965 D-7140, D-7310 3A15 463 S35 serial number D-7859
became the D33 proto-
through D-7976
type, which did not enter
except D-7859 production.
V35 662 1966-1967 D-7977 through 3A15 413 79 V35s were modified
during production by STC
D-8598
to become V35TCs. See
the serial number list on
pages 30, 31.
V35A 470 1968-1969 D-8599 through 3A15 319 46 V35As were modified
during production by STC
D-9068
to become V35A-TCs. See
the serial number list on
pages 30, 31.
(continued on page 26)
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 25w w w. b o n a n z a .o r g
Type
FAA
Model Produced Model Years Serial Numbers Certificate Notes
Registered
Number
V35B 1334 1970-1982 D-9069 through 3A15 886 7 1970 model V35Bs were
modified during produc-
D-10403
tion by STC to become
V35B-TCs. See the serial
number on pages 30, 31.
35-33 233 1960 CD-1 through 3A15 128
CD-224, CD-233.
CD-234, CD-241,
CD-246 through
CD-250
35-A33 154 1961 CD-225 through 3A15 90
CD-232, CD-235,
CD-237 through
CD-240, CD-242
through CD-245,
CD-251 through
CD-387
35-B33 426 1962-1964 CD-388 through 3A15 295
CD-813
(continued on page 28)
Dual Control $3195 Yoke +1 Wheel, $3595 Yoke + 2 Wheels
Trim Switch All New Dual Controls
FAA-PMA Early Nose Gear
470 to 520
STC
Conversion
J35 thru P35, G33
55 thru B55 12 & 24 Conductor Coil Chronometers
C-310C thru C310Q Cord FAA-PMA Wheel Upgrade Kit Leather Wheels
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WWW.CYGNET-AERO.COM
805-528-AERO (2376) Cygnet Aerospace Corp.
info@cygnet-aero.com P.O. Box 6603, Los Osos, CA 93412
26 AMERICAN BONANZ A SOCIE T Y M ay 2021Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 27
w w w. b o n a n z a .o r g
Type
FAA
Model Produced Model Years Serial Numbers Certificate Notes
Registered
Number
35-C33 305 1965-1967 CD-814 through 3A15 187
CD-1118
35-C33A 179 1966-1967 CE-1 through 3A15 113
CE-179
E33 116 1968-1969 CD-1119 through 3A15 63
CD-1234
E33A 84 1968-1969 CE-180 through 3A15 51 25 E33As were modified in
production to E33Cs and
CE-289 except
carried both a CE-XXX
except those and CJ-X serial number,
sharing E33C se- listed on pages 30, 31. 6
rial numbers CJ-1 E33As were modified to
through CJ-25 US Air Force Pave Eagle
I airplanes as listed on
pages 30, 31.
E33C 25 1968-1969 CJ-1 through 3A15 20 .
CJ-25
F33 20 1970 CD-1235 through 3A15 14
CD-1254
F33A 1501 1970-1994 CE-290 through 3A15 983
CE-1791
F33C 88 1970, 1973-1979, CF-26 through 3A15 16
1986, 1987 CJ-114
28 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
Type
FAA
Model Produced Model Years Serial Numbers Certificate Notes
Registered
Number
G33 50 1972-1973 CD-1255 through 3A15 42
CD-1304
36 184 1968-1969 E-1 through E-184 3A15 110
A36 3450 1970-2005 E-185 through 3A15 2428 Includes A36AT airline
E-3635 except trainers built primarily
for Lufthansa and KLM
E-3610 to meet European noise
requirements.
A36TC 271 1979-1981 EA-1 through 3A15 171
EA-272 except
EA-242
B36TC 423 1982-2002 EA-242, EA-273 3A15 298
through EA-695
G36 510 2006-present E-3610, E-3636 3A15 299 As of March 31, 2021.
through E-4145
95 301 1958-1959 TD-2 through 3A16 99 TD-1, the Travel Air pro-
TD-302 totype, was modifed from
G36 D-4758. After certifi-
cation TD-1 was restored
to G35 configuration and
redesignated D-15002.
B95 150 1960 TD-303 through 3A16 54
TD-452
(continued on page 30)
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 29w w w. b o n a n z a .o r g
Type
FAA
Model Produced Model Years Serial Numbers Certificate Notes
Registered
Number
B95A 81 1961-1962 TD-453 through 3A16 32
TD-533
D95A 174 1963-1967 TD-534 through 3A16 73
TD-707
E95 14 1968 TD-708 through 3A16 6
TD-721
95-55 190 1961 TC-1 through TC- 3A16 76
190
95-A55 309 1962-1963 TC-191 through 3A16 97
TC-501 except TC-
350 and TC-371
95-B55 1994 1964-1982 TC-371, TC-502 3A16 924 T-42As are military B55s
through TC-2456; with TF-series serial
numbers.
T-42As TF-1
through TF-70
95-C55 451 1966-1967 TC-350, TE-1 3A16 162 TC-350 was the prototype
through TE-451 C55.
D55 316 1968-1969 TE-452 throught 3A16 126
TE-767
E55 434 1970-1982 TE-786 through 3A16 220
TE-1201
56TC 82 1967-1969 TG-2 through 3A16 37 TG-1, the prototype, was
TG-83 C55 serial number TE-50
modified for certification.
A56TC 11 1970-1971 TG-84 through 3A16 3
TG-94
58 2124 1970-2005 TH-1 through TH- 3A16 943
2124
58TC 151 1976-1984 TK-1 through TK- A23CE 80
151
58P 497 1976-1985 TJ-1 through TJ- A23CE 296
497
G58 411 2006-present TH-2125 through 3A16 142 As of March 31, 2021.
TH-2536
Totals 26153 13763
SERIAL NUMBERS:
35R
D-25R1, D-3R2, D-721R3, D-838R4,
D-588R5, D-535R6, D-532R7, D-1424R8,
D-944R9, D-1186R10, D-927R11,
D-329R12, D-122R14
V35TC
D-8036, D-8190, D-8274, D-8385, D-8496
D-8048, D-8194, D-8279, D-8393, D-8500
D-8057, D-8199, D-8286, D-8400, D-8505
D-8064, D-8205, D-8294, D-8407, D-8509
30 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
D-8072, D-8210, D-8300, D-8419, D-8514
D-8075, D-8217, D-8307, D-8427, D-8518
D-8090, D-8225, D-8316, D-8432, D-8526
D-8127, D-8229, D-8323, D-8438, D-8530
D-8133, D-8234, D-8328, D-8447, D-8533
D-8140, D-8239, D-8336, D-8456, D-8540
D-8146, D-8242, D-8346, D-8465, D-8552
D-8153, D-8245, D-8353, D-8470, D-8560
D-8176, D-8249, D-8359, D-8475, D-8567
D-8181, D-8255, D-8366, D-8481, D-8577
D-8184, D-8261, D-8373, D-8485, D-8596
D-8188, D-8267, D-8379, D-8490
V35A-TC
D-8606, D-8705, D-8829, D-8901, D-8992
D-8615, D-8715, D-8835, D-8911, D-9001
D-8625, D-8730, D-8842, D-8921, D-9008
D-8628, D-8744, D-8849, D-8930, D-9019
D-8638, D-8763, D-8855, D-8940, D-9027
D-8652, D-8777, D-8861, D-8951, D-9039
D-8662, D-8790, D-8868, D-8961, D-9048
D-8673, D-8810, D-8875, D-8973, D-9055
D-8681, D-8823, D-8887, D-8982, D-9063
D-8694
ryanaircrafttools@gmail.com
V35B-TC www.ryanaircrafttools.com
D-9070, D-9107, D-9180, D-9078, D-9131,
D-9088, D-9154
E33Cs carrying both a CE-XXX
and CJ-XX serial number
CE-236/CJ-1, CE-243/CJ-8, CE-252/CJ-15,
CE-261/CJ-22, CE-237/CJ-2, CE-244/CJ-9,
CE-253/CJ-16, CE-262/CJ-23, CE-238/CJ-3,
CE-245/CJ-10, CE-254/CJ-17, CE-263/CJ-24,
CE-239/CJ-4, CE-246/CJ-11, CE-255/CJ-18,
CE-269/CJ-25, CE-240/CJ-5, CE-247/CJ-12,
CE-257/CJ-19, CE-241/CJ-6, CE-248/CJ-13,
CE-258/CJ-20, CE-242/CJ-7, CE-251/CJ-14
CE-259/CJ-21
E33As modified to
USAF Pave Eagle I
CE-218, CE-222, CE-219, CE-223,
CE-221, CE-224
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 31w w w. b o n a n z a .o r g
BARON AND TRAVEL AIR
Baron and Travel Air focuses on the unique systems, piloting techniques,
maintenance and ownership considerations for the Beechcraft twins. We
encourage ABS members to submit your articles about flying, owning and
maintaining Beechcraft Barons and Travel Airs to info@bonanza.org.
Hangar for Annuals by George Brown
View from the Baron’s nose toward the half-hangar. On the left is
the workbench with the wooden 4x8 table across the floor. At the
opposite end of the storage unit are the 3x6 tables. To the right is
the cove that houses an airplane’s tail in a full-size hangar.
S
ince the mid-1980s, the annual airworthiness inspection on my airplane working on the airframe and powerplants.
The two sets of upper and lower cowls
occurs in my T-hangar. Cowlings, inspection panels, and fairings all come
alone take up well over 60 square feet of
off and the interior comes out. When all of the routine maintenance tasks floor space, not counting the four cheek
are completed (oil and filters, pneumatic filters, spark plugs, wheel bearings, cowls and wing fairings. Six seats, carpet,
floorboards, side and rear walls, spar
brake linings, lubrication, and so forth), then my A&P/IA does the inspection. After covers, and so forth occupy a lot of square
any defects are repaired, ADs are complied, the airplane is reassembled, and ground footage even if carefully stacked on top
of one another. The Baron’s nose and tail
run-up and leak check are done, we then complete the paperwork.
cones plus all its inspection panels take
Preparing for and doing the annual remaining floor space is occupied by up even more of the scarce floor space.
inspection in my hangar works well for tools, support equipment, and furnishings. Then to muddy up the waters both
me except for one rather sizeable problem. Storing the airplane’s removed components literally and figuratively, any rainwater
Given the size of the Baron, a lot of the on the hangar floor leaves no room for always finds its way onto portions of the
32 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
Looking into the cove. Removed inspec-
tion panels and fairings sat through the
annual on the CAP-retired Steelcase
tables. Cowlings from both engines
sat in the cove along with the nose and
tail cones. The interior including all six
seats occupied both shelves on the
wooden table.
hangar’s concrete floor. The affected
amount of floor space and depth of the
water is light to moderate depending on
the amount of rainfall. But even a thin View from the end of the half-hangar looking towards the Baron.
film of water is enough to damage any
floor-resident airframe, engine, or interior
components. far less than optimal—actually, a royal in August 2020 and vacated the unit.
I normally time our annual inspections pain during preflight or any cleaning or Because I had earlier requested first right
for late in the year when the Central Texas maintenance. Lesser but similar problems of refusal for that storage unit if it ever
weather is unpredictable and can be wet. existed when it was the Hawk’s turn for its came available, I quickly rented it. I also
Therefore, everything has to be stored annual airworthiness inspection. told the airport business coordinator
up off the floor. Until six years ago when The Baron’s hangar is at one end my renting the unit was a trial balloon.
we got the adjacent hangar to house our of a 20-unit T-hangar building with an If storage unit’s additional space proved
Hawk XP, the answer has been to load a adjacent half-hangar sized storage unit. worth the expense, I’d keep it; but if not, I’d
number of the removed components in our Ever since the building was erected in the vacate it. The coordinator agreed because
pickup and haul them home for temporary late 1990s, uniforms and equipment for a few other on-field storage units were
storage in our garage. But even tables or the local Civil Air Patrol (CAP) squadron also vacant.
other stands loaded with Baron parts and occupied the storage unit; that is, until I had planned to remove one of the 4
situated around and under the Hawk was the squadron moved across the airport x 8 sheet steel wall panels for a walkway
Volume 21 • Numbe r 5 AMERICAN BONANZ A SOCIE T Y 33w w w. b o n a n z a .o r g
between the Baron’s hangar and the storage through the effort to move them across the through annuals on the Baron and Hawk,
unit. But that plan was soon abandoned. airport. However, the commander seemed the half-hangar workshop has proven itself
I was most surprised when the airport to be appreciative they were gone and out as well worth the expense. It has also
facilities crew took down the entire wall of her way. served well for those quick one-afternoon
separating the storage unit from our hangar. With easy storage for airplane pieces- projects where the removed cowlings,
In retrospect I believe all of this rework was parts now available, especially those from seats, or whatever were stored well out of
to entice me into keeping the unit. Good the Baron, this year’s annual inspections the way. To me, is working with and flying
marketing move—it worked! were a new and enjoyable experience. a Baron worth the extra expense of the
The CAP commander had left a wooden (During the Hawk’s annual, I swap half-hangar just to store its parts removed
two-deck 4 x 8 table that wasn’t needed in airplanes between our two hangars.) No for maintenance? Sure is!
the squadron’s new meeting and storage longer did I feel as though the hangar
areas. She also volunteered several was fighting me for space…and winning.
“experienced” 3 x 6 Steelcase tables if we Everything removed from the airplanes
wanted them. A couple of days later, after went where I had initially envisioned and I
moving most of my furnishings and support had lots of room to move around and work.
equipment from our hangar into what I Even several rain events during the time of
now called the workshop, we accepted the annuals caused me no worries for any
the offer for some tables, loaded them in of the stored components. By the way, I had
our pickup, and moved them back across not considered writing this article during
the airport to their former home. As a side the annuals, so the photos taken in early
note, my wife and I had no idea how heavy April were well after the fact.
those tables were. We felt badly that we As to the trial balloon I mentioned
didn’t take them before the CAP folks went earlier, if only for its utility and convenience
34 AMERICAN BONANZ A SOCIE T Y M ay 2021w w w. b o n a n z a .o r g
GA NEWS
Beech Announces 75 th
Anniversary Bonanza
Textron Aviation’s special edition 75th anniversary Beechcraft Bonanza blends modern
technology with retro styling.
T
extron Aviation turns to an aviation legend to commemorate a milestone
for one of its most iconic aircraft. The special edition 75th Anniversary 2022
Beechcraft Bonanza G36 is distinguished by its custom interior paint inspired
by Olive Ann Beech’s signature blue color. The order book is open now for
the limited-edition model that will deliver in 2022 – the 75th year
since the Bonanza entered the market to become the longest
continuously produced aircraft in history.
“The formula for the Beechcraft Bonanza’s longevity involves
an ageless style and utility, a passionate legion of owners and
aspiring owners, and a seven-decade commitment by company
engineers to continuously refine and update features to meet
customer, technology, regulatory and environmental needs,”
said Lannie O’Bannion, senior vice president, Global Sales &
Flight Operations. “We know Walter and Olive Ann Beech would
be proud of where we’ve taken their stylish and powerful piston
with today’s Bonanza G36. The retro scheme of our 75th anniversary
special edition Bonanza is a nod to Mrs. Beech’s strength, vision, interiors. The commemorative G36 stylishly incorporates the color
pioneering leadership and her well-documented style,” O’Bannion on the exterior paint scheme and the interior’s window panels,
said. “The interior color combination is inspired by trends from carpet and accents. The seat upholstery lines and sidewall/table
the 1950s, when Mrs. Beech assumed leadership of the company.” contours add a sporty, modern interest to the retro color palette.
The 75th anniversary special edition Beechcraft Bonanza G36 is Other details include a “Bubble B” logo registered in 1954 on the
inspired by “Mrs. Beech Blue,” a custom color Olive Ann adopted on carpet entry, and her signature used as a metal piece above the
the advice of fashion designer Oleg Cassini. The color became her cabin table and as an exterior graphic below the pilot window.
brand and could be found on everything from her dress suits and For more information or to order your 75th Anniversary Bonanza
office furnishings to her automobile’s paint and personal aircraft see www.txtav.xom.
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