AUSTRALIAN BONANZA SOCIETY OCTOBER 2013 Trouble ahead for ECI cylinders used on Beech Engine re-builds M A G A Z I N E MAGAZINE NO. 94 On the 12th August 2013, the FAA has issued a Prmp for an AD on ECI cylinders (https://www.federalregister.gov/articles/2013/08/12/2013-19414/airworthiness-directivescontinental-motors-inc-reciprocating-engines). This basically means from November there is a real likelihood they will issue an AD on the cylinders in line with the Prmp. The details are on the link to the FAA. This will affect 60,000 cylinders made by ECI and require removal from service for all of these in various time frames. It is likely to cost owners around US$83 million. The problems are linked to head separation from cylinder barrels in about 30 cylinder assemblies in the 2000's. The problems were discussed between the NTSB and ECI in February this year in a detailed meeting. The transcript of 153 pages discussed the issues in detail. Having a couple of spare hours I read the record of the ECI meeting (all of 153 pages). Although heavy going the details were fascinating in that it showed the manufacturers did not really have a detailed insight into their products behaviour on the continental engines I think that ECI would be more fully informed by the research done by TAT Inc. run by George Brayly and his APS associates Summarising the ECI data, they say the cylinder and head screw-on thread is compromised by allowing the CHT to exceed 460oF because this translates to a temperature around 600oF at the thread interface and the head can basically pop - off because it is assembled at that temperature and the load is taken up by the threads and they let go. Earlier ECI cylinders had lesser interference fits and they failed at this temperature. They increased the interference fit and these cylinders have not failed. Continental cylinders had also failed due to this effect. In the report ECI ponders why the cylinders get so hot and commented that glazed cylinders aggravate the situation by allowing blow by oil gas getting into the combustion area and increasing the ICP (internal cylinder pressure). I think all the APS students can already point to the issues. Most failures were in turbo engines when the cylinder temperature issue is accentuated. Simply put TAT has shown that at cylinder head temps greater than 420oF, detonation occurs with the associated ICP increase due to rings "grabbing" on the cylinder walls and creating huge ramp up of cylinder temperatures. Add to that the oil gas adding to the ICP and we have a huge chain reaction of temperature increase and ICP increase. This leads quickly especially in turbo engines to the failure temperature for cylinder/head separation. What can be done? Increase fuel flow in high power take-off scenarios - refer to Beech Talk forum articles which show a NA 550 engine will cool by up to 30-40oF with increased fuel flow on take-off of around 29-30 gallons per hour. Continental's fuel flow set up is too low (around 26 gallons per hour for an IO 550 engine) and adds to the problem. Run LOP where allowed which cools cylinders and if ROP make sure the flow is enough. With the turbo engines if the temperature gets to above the 460oF danger zone, the cylinder/ separation is only one of your problems as you are pretty close to melting the piston as per the Whyalla Air Crash. Maybe the ECI guys would do well to do the APS course! I spoke to Mike Busch (Michael D. Busch A&P/IA CFIA/I/Me2008 National Aviation Maintenance Technician of the Year) in the USA and his response was recorded in a Beech Talk Forum post. Continued on Page 4 OF THE AUSTRALIAN BONANZA SOCIETY LTD. ACN 057 887 500 Presidents Report Committee PRESIDENT & TRAINING Peter Janssen Telephone: (03) 9870 5453 Facsimile: (03) 9720 0805 Mobile: 0418 168 723 E-Mail: firstname.lastname@example.org SECRETARY Jan Novakovic Telephone: (07) 5530 2361 Facsimile: (07) 5530 6135 E-Mail: email@example.com TREASURER ADMINISTRATION & ACCOUNTING Judith Gordon Telephone: (03) 5261 5382 Facsimile: (03) 4206 7170 Mobile: 0447 615 382 E-Mail: firstname.lastname@example.org MEMBERSHIP, MAGAZINE & WEBSITE Peter Gordon Telephone: (03) 5261 5382 Facsimile: (03) 4206 7170 Mobile: 0418 526 325 E-Mail: email@example.com MARKETING Keith Russell Telephone: (03) 5821 4180 Facsimile: (03) 5831 1072 Mobile: 0418 311 286 E-Mail: firstname.lastname@example.org EVENTS Debbi Smith Telephone: (03) 9870 5453 Mobile: 0438 347 904 E-Mail: email@example.com COMMITTEE Ron Koyich Telephone: (+617) 5470 2473 Mobile: 0412 800 153 E-Mail: firstname.lastname@example.org MAINTENANCE & REGULATORY David Young Phone: (07) 3204 4627 Facsimile: (07) 3204 6387 Mobile: 0423 003 306 E-Mail: email@example.com IMMEDIATE PAST PRESIDENT Mark Davey Telephone: (03) 9787 4530 Facsimile: (03) 9775 2385 Mobile: 0418 358 653 E-Mail: firstname.lastname@example.org Past Presidents 2012 2011 2009 - 2010 2008 - 2009 2006 - 2007 2004 - 2005 2002 - 2003 1999 - 2001 1998 1997 1996 1994 -1995 1993 1992 1988 -1991 1987 Page 2 Mark Davey David Young James Cherry Jock Folan Keith Duce Dennis Bartlett Rob Kerr Peter Gordon Ann Hordern Peter Waterhouse David Herbert Bill Finlen Bill Bedser Dennis Bartlett Mark Davey Richard Smart Welcome to our Spring Magazine. The year is rolling on and soon it will be Christmas again. Where is the time going? Since the Cowra BPPP, things have been reasonably quiet for the ABS; however there are lots of things ticking over in the background. The South Australian Safari is all organised and we have 19 people and 5 aircraft setting off on the 4th October for 11 days of flying, all in good company and should the weather be kind, a great trip will be had by all. Organisation of the WA Kimberley Safari 2014 is well on the way, even though still in the planning stage at this time. There are details in this magazine and we are trying to schedule this event in the school holidays so more of our members with school aged children or grandchildren can participate. So please have a look at the dates and the itinerary as it would be good to have a few new members come along. We welcome all members to consider the trip as I have said previously even if you have done the Kimberley before it is always different when you are with a different group. Another thing we as a Committee have decided to try is to minimise the cost of running a safari by doing some smaller trips that will not only be more affordable but take less time away as some members have indicated that they would attend more Flyaways if they were shorter. Next January on the Australia Day weekend, Friday 24th until Monday 27th, we are organising a four day fly away to Lord Howe Island, which is 660 kilometres off Port Macquarie and according to Peter Gordon, one of the most pristine place on the planet! For this event we are going to use the American ABS online event registration system called “RegOnline”, so that the committee can evaluate it as a possibility for using it in the future for other larger events. It is a more automated computer package where the onus is on the registrant to fill in all the boxes as to what type of accommodation they require and what sort of activities they would like to participate in. It has a small cost to the Society and this will be evaluated after Lord Howe Island event. At this stage, we are restricting Lord Howe Island to just 12 participants due to the accommodation available, so please get your expressions of interest to Debbi Smith as soon as possible. As this is our first time using “RegOnline”, we will keep you informed once details are finalised. The AGM in almost upon us in Mildura this year commencing with a 6 course degustation dinner on Friday 11th October, 2014 at Stefano's, followed on Saturday with a paddle steamer tour up the Murray River to a BBQ lunch at Trentham Winery. The AGM will commence late afternoon followed by a dinner at The Seasons Restaurant with our guest speaker Bevan Anderson. Bevan is from Avplan and he will be talking about Electronic Flight Bag (EFB) and how and why he developed Avplan and where the electronic flight bag is going in the future. It should be a very interesting night and we urge all members to make an effort to attend. As well as being a great time to catch up with friends and other flying enthusiasts it is also a great time to meet new members, exchange ideas and find out what's in store for the coming year. The ABS is a wealth of information and we are here to support our members. Please note there are current vacancies on the Committee due to retirements and a resignation. We are seeking someone to join the Committee as Vice Membership Membership of the Australian Bonanza Society Ltd. is available at a cost of $200 p.a inc. GST, due January 1st. each year. Application forms are available from committee members or the A.B.S. web site. Become a member and enjoy the benefits, including; social activities, pilot proficiency programs and Bonanza/Baron Service Clinics. www.facebook.com/group.php?gid=49792577682 www.abs.org.au President; Jan Novakovic has retired as Secretary after four years in the role and this will be filled by Debbi Smith for one year. Judy Gordon has tendered her resignation from the Committee effective 12 October 13 and David Young has agreed to taking on the role of Treasurer & Administration. We only have a relatively small membership base and it would be good to see some new faces on the Committee. If you have any interest or would like to assist the ABS please contact me. The next event on the social calendar will be the State Christmas parties. If anyone would like to volunteer to host the Queensland or New South Wales events please get in touch with the Committee. It will be my intention to attend these Christmas parties individually as they are always a good social outing at the end of the year for all ABS members. We are at a very early stage of starting to plan our next BPPP and where to locate the event; it will more than likely be somewhere in central NSW. Possibly Narromine as they have fantastic facilities to be able to run a BPPP, being central and easy access for all members, however we will keep you informed on our progress. cáåÇ=ìë=çå=c~ÅÉÄççâ Until the Annual General Meeting when I can catch up. Safe flying, Peter Janssen - ABS President 18 September 2013 ïïïKÑ~ÅÉÄççâKÅçãLÖêçìéëL~ìëíê~äá~åÄçå~åò~ëçÅáÉíóL FOR SALE VH-BZY 1990 A-36 Bonanza E-2551 Equipment Factory Air-Conditioning, Standby Gyro Pump, Standby Electric digital A/H, Gami Fuel injection, Concord Sealed Battery OCT11 ïïïK~ÄëKçêÖK~ì= The Hideout A unique, luxury aviation retreat Near Port Macquarie, NSW Property characteristics • Newly completed, selfcontained, 2 bedroomed cottage, sleeps 5 • Located 7 mins from Wauchope, NSW with a private 800m airstrip • Hangarage available • Fully equipped kitchen with dishwasher • All linen provided • Washing machine • TV/DVD in living area, TV in each bedroom • Wireless broadband • Heated swimming pool, hot tub, snooker table • Breakfast and dinner hampers available • Minimum stay 2 nights • Children and small dogs welcome Engine Hours: 323.4 Operational Category: IFR Airwork. Aircraft Hangared,. Detailed Description: White with Green, Gold and Burgundy stripes. 6 seat club cream leather interior ATTIS: 6992.9hrs Engine: IO-550 Prop: TSOH 21.8 Modifications: Nil Avionics: Garmin GMA347 Audio Panel, King KDF806 ADF, King KEA 130, Encoding Altimeter, King KCS HIS, King KT 79 Transponder, Garmin GNS 430, JPI EDM 700 Engine analyser, King KY 196A VHF Com 2, King KN 53 VHF Nav 2, S-TEC 55X Autopilot, Insight SF-2000 Strikefinder. Additional Equipment: Exterior Aircraft Cover, Engine Bungs Exterior: 9/10 Painted 2003 Interior: Refurbished 2003 Inspection Status: Wing Bolt Inspection carried out 28/10/10, 100 hrly till 24/4/14 Price: $235,000.00 +GST if applicable An aviator’s dream ...fly in, put your plane in the hangar and step into your private, self-contained accommodation Enjoy some time on this 33 acre property near Wauchope and only 20 mins from the beautiful beaches and amenities of Port Macquarie on New South Wales Mid North Coast. Relax completely or take advantage of the many attractions close by. The Hideout is a beautifully furnished contemporary cottage in a peaceful rural setting, yet close to facilities. There is a queen bed in one bedroom and a double and single bed in the second bedroom. A generously sized open plan sitting/dining room and kitchen provide space to relax. A spacious bathroom, separate toilet and laundry complete the accommodation. The living area has a split system air conditioner. Entertain yourselves on the generous verandah and deck at the rear of the property overlooking expansive farmland or enjoying a beautiful sunset. A vehicle can be made available if you require. BOOKINGS: www.dexfieldpark.com ENQUIRIES: Call Sue on 0410 541602 www.facebook.com/group.php?gid=49792577682 www.abs.org.au Contact: Anna Jowitt Mobile: 0420 500 422 Fax: 02 6771 5002 Email: email@example.com Page 3 Continued from page 1 Rob, cylinder lets go the engine will run roughly and a power loss of 20% will be seen. Landing at the nearest airport is obviously required. "The majority of the 30 reported failures occurred in turbocharged Cessna 340 and 414 twins with RAM engines that have (1) quite high turbo boost, and (2) primitive factory instrumentation with only one CHT instrumented on each engine and thermistor (not thermocouple) probes that often read grossly lower CHT than what is actually happening. Nearly all the failures have occurred in turbo charged Cessna’s where the CHT probes are antiquated thermo couples and can read 40-60oF lower than the real values. Consequently, most of the failures have been linked to abnormally high CHT's in the failed cylinder. The discussion of junction threads disengaging was a red herring. Virtually all of the reported failures occurred when the cylinders heated up enough that the unthreaded portion of the junction ("seal band" or "shrink band") started to slip and place the stress on the top thread of the threaded portion of the junction (which is NOT supposed to take the load), and a fatigue crack initiated at the top thread groove in the head casting (which, after all, is a stress riser). ECi research showed clearly that if the junction is operated at an appropriate temperature, all the stress is borne by the seal band and the threads remain unloaded, which is how the junction is designed to function. If the threaded portion of the junction undergoes rapid repetitive stress events, then the junction will fail. That's true for any brand of cylinder. Although obvious, simply not running your cylinders too hot will almost certainly stop any likely failure. However, there is a hard core group of pilots out there who simply want to believe old wives tales about engine management and not believe real time data extracted by TAT Inc. on how to correctly run a continental engine. The supply of sufficient fuel flow on take-off and correctly running rich or lean of peak to reduce CHT's is crucial for engine life and cylinder longevity. See the associated article on “How to trash a continental engine cylinder” .ECI also stated that running LOP will not damage the cylinder provided the cylinder is not allowed to remain at peak CHT for extended periods of time i.e. 10 minutes for example. What can be done to mitigate a cylinder failure? One interesting piece, given the financial tone of the WSJ piece, is that ECi asked for an AD, according to the NTSB." In summary the US ABS and other aircraft groups are making submissions to prevent this AD from being issued as the problem occurs with all cylinders manufacturers and it appears abuse from pilots and aircraft faulty instruments allowing extremely high CHT's is the root cause of the problem. All manufacturers have improved manufacturing processes and engineering to try and negate this type of abuse from damaging the cylinders. Production in the last two years has not seen any cylinder separations. However, in all of the 30 cylinder failures, there has been no personal injuries or loss of aircraft. Basically, if a Article & research by Robert Kerr E: firstname.lastname@example.org Here is the original NTSB recommendation from February 2012: http://www.ntsb.gov/doclib/recletters/2012/A-12007.pdf How to Trash a Cylinder on a Continental Engine A recent search of controller.com aircraft sales of Beech G36 aircraft showed an alarming trend. Many of the aircraft for sale had their engine cylinders overhauled by 5-600hrs and most of these a/c were less than 6 years old! How could so many a/c engines be damaged in such a short period of time? Let us look at what can damage an aircraft cylinder and there are four main causes of cylinder failure. 1: Corrosion from lack of use and the consequential scratching of the bore which causes a big drop in compression. 2: Glazing of the cylinder wall caused by improper running in procedure and leads to blow-by and low compressions and oil usage 3: Leaking cylinder valves caused by poor original manufacturing processes which has the valve guides Page 4 out of alignment with the valve seat. Eventually if not repaired will lead to the valves eroding and burning. 4: Wearing of the piston rings and cylinder bore caused by running the cylinders at excessive heat (>390oF or 195oC) AT ANY TIME. In the case of the G36 examples, it is hard to believe that corrosion can be an issue as most of the aircraft flew in excess of 100 hours per year. However, leaving your engine un-run for periods of more than 2-3 weeks at a time introduces a real risk of corrosion forming in the cylinders- so be aware! The issue of glazing cylinders is usually a result of refitted cylinders not being aggressively run immediately at high power settings and left to idle in the aircraft or run at extended low power settings in the first 25 hours of use. Leaking valves is a common problem associated with Continental cylinders due to poor manufacturing www.facebook.com/group.php?gid=49792577682 www.abs.org.au procedures. The result is having to fit new valve guides in the cylinder and re-finish the valve seat so they match perfectly. Continental Motors say they have improved their production quality control in the last couple of years to stop this problem. Time will argue their case. The symptoms of worn valve guides will be the escape of compression air into the exhaust pipes. With the ignition off get someone to pull the propeller over thru all the cylinder strokes and listen for leakage. It is easy to detect. and max manifold of around 24” I lean smoothly and quickly to 13.6 gall/hr. and then tweak the last =/0.2 gall/hr. to get the engine “smooth”. For ROP pilots they would be running at around 17 gall/hr. to be sufficiently ROP to have cool cylinders. At this LOP setting my cylinders would be around 145oCtoo low in temp to cause any wear issue and this is backed up by ECI cylinders. Finally, we come to excessive heat leading to worn cylinders and piston rings. It is my opinion and backed by 100’s of examples that insufficient fuel for take-off is a leading cause of wear together with a few other cooling procedures for running the engine. For the sake of simplicity I will itemize the requirements: 1: At sea level an IO-550 engine should be using no less than 28.5-30 gallons per hour of fuel at maximum power. My G36 came out of the factory at 26.0 gallons per hour and surprise surprise the cylinder head temperatures were 210oC on take-off on a hot day. The first owner only had 300 hours from one of the cylinders and it was trashed. The complication here is that Continental has a service bulletin setting out the fuel flow set up of the engine and has the maximum pegged at 27.4 gallons per hour. Also Continental allows the low boost pump to be run during climb. Fortunately, this adds a little over an extra 1 gallon per hour giving a total flow of 28.4 gall/hr. When my engine and hundreds of others were altered to the higher flow levels, by “magic” the cylinder head temperatures dropped by 20oC to below 190oC on climb out. If you search the Beech Talk.com forums on engines you will see this issue come up time and time again. My only advice is not to let anyone tell you running the cylinders at less than this fuel flow is OK. 2: Run the engine at max RPM and manifold (throttle) during climb. As the engine has fixed timing, reducing the RPM advances the timing dramatically and leads to higher cylinder temps. For example running at 2400 rpm is 25o more advanced than at 2700rpm. Also reducing the throttle and hence fuel flow you lean the mixture at high power which can lead to higher cylinder temps due to lack of fuel flow. 3: With all power levers full during the climb, leaning the mixture should be done only not to exceed the EGT reading of the engine at sea level take-off at full power. My engine is reading 750oC EGT at takeoff at sea level. At 3000 ft. the EGT has dropped well below 750oC and I lean back to 750oC and so on as I climb. 4: In Cruise we enter the old argument of ROP/LOP. Both are OK but most ROP pilots run much too low fuel flows which results in excessive cylinder temps. If you fly above 8000ft really any power/fuel mixture setting will not damage the cylinders. If you run LOP, it is important to lean to a fuel flow in a quick “big pull.” In my G36 at 7000ft at 2400rpm www.facebook.com/group.php?gid=49792577682 www.abs.org.au There is some recent discussion that leaning to LOP too slowly i.e. more than 10 minutes can be detrimental as you hold the engine at PEAK CHT or the detonation zone for too long- so going to LOP use the big pull and lean to a known fuel flow without delay. For the ROP pilots - do not skimp the fuel flow or you will damage the cylinders. Below 7000ft the ROP pilots can expect to use 20-25% more fuel than the LOP pilots for similar engine Manifold and RPM settings. The ROP a/c will travel about 4 knots faster. A ROP a/c will have a range of around 3.5 hrs. plus 45 minute reserve. If you are getting more than 3.5 hrs. then you are cheating ROP (below 7000ft) and leaning too much and could be damaging your cylinders. SUMMARY Check your take-off fuel flows to be high enough to keep CHT below 190oC (390oF) Do not back off RPM or manifold in climb unless operationally necessary. Operate ROP or LOP below 8000ft at fuel flows that give low CHT readings. Advanced Pilot Seminars offers on-line and lectures on correct engine management and these guys are recognised as the experts. At 850 hrs. my G36 has not seen any detrimental drop in cylinder compressions since I bought the a/c at 450hrs and I have followed all the above advice meticulously and have mostly flown LOP at cruise and usually above 8000ft. I have calculated at TBO flying LOP I will have saved enough on fuel savings to buy 1 1/2 engines compared to the ROP a/c who has no money for an engine- a saving of nearly $50,000 over 1700 hrs.! It works for me so please do not trash your cylinders. Article written by Robert Kerr E: email@example.com Page 5 Auxiliary Fuel Pump – 2013 Thomas P. Turner for Australian Bonanza Society ABS (USA) Air Safety Foundation Executive Director has three times been accredited as a Master CFI, was the 2010 National FAA Safety Team Representative of the Year, and was the 2008 FAA Central Reigon Flight Instructor of the Year. Tom holds a Masters Degree in Aviation Safety and has specialised in Beech Pilot Instruction for over 20 years. Our Beechcraft fuel systems depend on positive gravity feed to deliver fuel from the tanks to the fuel selector valves, whether directly beneath the pilot's left knee when in the left seat of a Bonanza or Debonair or in the main wheel wells of Barons and Travel Airs. From the selector valve, however, fuel flow is dependent on the operation of a fuel pump. In most normal operations an engine-driven fuel pump propels avgas through the fuel injection system. For certain operations we depend on an auxiliary fuel pump. I consistently find that even some experienced Beech pilots don't fully understand the purpose and use of the auxiliary fuel pump. To clarify its operation I'll present this quick overview. ON/OFF or HIGH/LOW/OFF The fuel injected Beechcraft Bonanzas, all Debonairs and normally aspirated Barons, however, have one of two types of auxiliary pump: an ON/OFF pump on IO-520 engines installed on the single-engine airplanes, and a two-speed HIGH/LOW/OFF pump on IO-470 and IO-550 engines, as well as IO-520-equipped Beech Barons. Auxiliary pump use The auxiliary fuel pump has four uses: Priming. Since the engine-driven fuel pump must be spun by the engine before it delivers fuel to the cylinders, the auxiliary fuel pump is used to provide an initial charge of fuel to start the engine. With ON/OFF pumps, of course, run the auxiliary pump ON. The mixture control must be at FULL RICH and the throttle FULL OPEN to get the maximum benefit of engine priming. Hot Start. When the engine is hot fuel vapour may form in the injection system, especially in the enginedriven fuel pump itself. To remove the vapour to permit priming the engine, the HOT START procedure in most of the Beech Pilot's Operating Handbooks calls for purging the system by running the auxiliary fuel pump: at the ON position with ON/OFF pumps, naturally, and at the HIGH setting with two-speed aux pumps. With the mixture at IDLE CUTOFF, run the auxiliary pump for 30 to 60 seconds (60 works better) to remove fuel vapor. Then prime the engine and start normally--with perhaps a little less fuel for prime, and by running the auxiliary pump ON or HIGH momentarily if the engine stumbles after start until the engine runs smoothly. Vaporisation. Any liquid will vaporize, or evaporate, at a specific temperature. This temperature drops as air pressure drops - I recall my high school chemistry teacher demonstrating how water will boil at room temperature if sealed in a container in which air pressure is removed with a vacuum. As your airplane climbs the air pressure decreases, lowering the temperature of fuel vaporization. Meanwhile the engine is working and the Page 6 temperature in the engine compartment increases, raising the fuel temperature. At some point the fuel temperature and temperature of vaporization may meet. When this happens (rare in my experience except in IO-550, turbocharged and turbonormalized airplanes), the fuel flow indication will fluctuate, power may surge and, in Barons, the indication is obvious because the propellers go in and out of synch as one or the other engine's power varies. The fix is to run the auxiliary pump in the LOW position. This increases the fuel system pressure and raises its vaporization temperature. In the unusual instance of fuel vaporization with an ON/OFF pump airplane, run the auxiliary pump ON and lean to maintain the optimal fuel/air ratio. The IO-550 Baron POH calls for proactively turning the auxiliary pumps on LOW for any take-off when the ambient air temperature exceeds 90 degrees Fahrenheit (32 Celsius). Emergency operation. Lastly, the auxiliary fuel pump provides a means to propel fuel to the cylinders in the event of an engine-driven pump failure. After establishing the proper attitude to maintain control, aiming for a suitable landing zone in case you cannot restart the engine and (in Bonanzas and Debonairs) switching to another main fuel tank, if the engine does not restart turn the auxiliary fuel pump ON or HIGH as applicable. If the engine resets as a result of turning on the aux pump, then leave it ON or HIGH and land at the closest suitable aerodrome. Although it is not generally necessary to ensure continued fuel flow when you switch tanks, if the fuel pressure or flow drops as a result of switching tanks then run the auxiliary pump ON or HIGH to restore fuel flow. The need to use the auxiliary fuel pump in this manner is a form of engine failure in flight and you are simply following the engine failure checklist by doing so. In Barons (and Travel Airs) the OPERATION ON CROSSFEED checklist, which is also an emergency procedure, calls for running the fuel pump as you enter and exit crossfeed. Limitations and Recommendations Beechcraft Plot's Operating Handbooks recommend against using the ON or HIGH fuel pump setting except as required to substitute for a failed engine-driven fuel pump. The auxiliary fuel pump delivers enough fuel flow in ON or HIGH to flood the engine if the engine-driven pump is still working--especially at reduced throttle settings, such as when you throttle back for the landing circuit. Running the pump ON or HIGH on take-off or leaving it in this setting during a missed approach or balked landing has been cited as a primary cause in fatal crashes of turbonormalized and turbocharged Bonanzas. www.facebook.com/group.php?gid=49792577682 www.abs.org.au Some aftermarket engine modifiers suggest running the aux pump OH or HIGH in normal operation above 10,000 feet or under other conditions. This is counter to Continental Motors' previously stated recommendation. If you choose to follow this aftermarket suppliers' suggestion, be prepared to aggressively lean the mixture as you activate the aux pump to maintain a combustible fuel/air ratio. As with any other airplane system, use of the auxiliary fuel pump has its intricacies. Review the Limitations, Normal Procedures, Emergency Procedures and Systems Description sections of the POH for each airplane you fly to find what applies. To the best of my knowledge there are no E-Series Bonanzas in Australia (1947-1956 models powered by the Continental E-185 or E-225 engine). These so-called pressurized carburettor engines employ a handoperated "wobble pump" used to accomplish auxiliary pump functions (they may also include an optional, electric auxiliary pump). I don't recall any Travel Airs, 58Ps or 58TCs owned by Australian Bonanza Society members either; these airplanes' backup fuel pumps differ from "standard" as well. I apologize if I'm incorrect and can provide an addendum for these owners in the next issue if you let me know at firstname.lastname@example.org. Italia with Lucrezia One of the most popular dream destinations for Australians is Italy. For those that want a taste of the ‘dolce vita’ – the sweet life Lucrezia Migliore has created a 16-day trip that captures the highlights of Italy and makes the dream a reality. ‘Food, Wine & Culture – Italia with Lucrezia’ covers Rome, Tuscany, the Cinque Terre, Pompeii, and the heavenly Amalfi Coast. Not only does the tour cover iconic sights, but it will take you off the beaten track so you can experience the real Italy. You’ll meet winemakers, fishermen, and olive growers. And you’ll take a cooking class in a 400-year-old kitchen…. There is always time for one of Lucrezia’s favourite sports: sitting in a town square (piazza) with the locals and enjoying a coffee. In Italy, much of life still happens in the local piazza. Pisciotta, a little village way off the tourist trail that you will visit, is just one example. In one corner of the piazza women from the surrounding farms sell produce from their vegetable gardens. They sell tomatoes so rich and sweet you can eat them like a piece of fruit. All the men over retirement age are cheerfully interested in the work of the devil. Their card games go on for hours in shady corners of the piazza. But even the card games stop from 12.30 to 4.30 pm – to avoid the heat of the day and ensure that lunch (and a snooze) can be properly appreciated. After your coffee you might walk through groves of massive, 1000year-old olive trees to a small fishing harbour and a sandy cove. The warm, crystal-clear water might lure you in for a swim… This scene, or something like it, is replayed in a thousand villages every day. For those on the Food, Wine & Culture trip with Lucrezia, la dolce vita is not a dream! √=lÑÑJíÜÉJÄÉ~íÉå=íê~Åâ=áå=fí~äó √=mçåó=íêÉâë=áå=pÜ~åÖêá=i~I=kÉé~ä √=mä~åÉ=ÅÜ~êíÉêë=áå=kÉé~ä=C=fåÇá~ www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 7 FLINDERS AVIATION AIRCRAFT MAINTENANCE & REFURBISHING ABN 62 699 602 353 CAA Approval No. 3183 At Flinders Aviation we can take care of your:✸ Window replacement Interior plastics ✸ Interior upholstery ✸ All stainless steel fittings ✸ Fibreglass repairs ✸ Exterior plastics ✸ Specialize in basic and intricate paint schemes ✸ Address all sheetmetal issues ✸ In-house Engineers to address all maintenance issues ✸ 26 years experience in refurbishing Australia’s GA aircraft ✸ We are your one stop shop ✸ AIR BP Agent Hangar 2. Redcliffe Aerodrome, Redcliffe Qld. P.O. Box 564 Redcliffe Qld. 4020 Phone: 07 3203 0560 Fax: 07 3203 2505 www.flindersaviation.com 12/09 Page 8 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au BPPP ONLINE Edgar Bassingthwaighte resources, such as the excellent "Flying the Beech Bonanza" by John Eckalbar, and the resources of Tom Turner's Mastery of Flight business. The BPPP Online school takes the format of Tom's excellent presentation skills and w ill be recognisable to those who have attended his ground school presentations in Australia. The Australian BPPP has now been running for a little over 20 years and w ithout a doubt it has been very much to the benefit of our owner pilots of Bonanza and Baron aircraft. One can tell by watching the take offs and landings of those who have had the BPPP experience and comparing them to the average performance at a typical general aviation airfield. Of course the question for ABS Committees and BPPP Instructors for some time has been: how can the Program evolve to meet the needs of present and future members of ABS? The Flight Program is fine; apart from a developing need for specialist "glass cockpit" systems training, the basic skills needed for handling Bonanza class aircraft are never going to change. Everybody benefits from an annual brush up of those skills whether they are attending their first BPPP or their twenty first. However on the Ground school side there has been an increasing need for change of approach. On the one hand we have long term ABS members who have attended multiple BPPP's and who desire to hear new subjects, or have varying needs w ith regard to revision of subjects they have heard before. On the other hand we have new members who need to absorb quite a vast amount of Aeronautical and Systems data in order to know their aircraft really well. The problem is that a one day ground school plus Flight Program (which in reality is as much as our voluntary resources can manage on an annual basis) cannot possibly present all this information in one hit. Furthermore there is only so much information pilots can usefully absorb in a given period no matter how long the ground school; so subjects have been covered in the past over a number of successive BPPP's. So the advent of BPPP Online is timely and another demonstration of the value of our affiliation w ith the American Bonanza Society. Apart from draw ing on the resources of the US ABS, only in such a large market as the US can a professional presenter and Flight Instructor like Tom Turner develop a viable business devoted to Bonanza type specific training. The BPPP Online training program draws on the American Bonanza Society's BPPP training https://twitter.com/BonanzaSociety You w ill appreciate the advantages of the online presentations, particularly being able to backtrack and replay etc. Each subject has a revision exam and attached certificate to certify your completion. The subjects covering systems for Bonanzas and Barons cover all the models of aircraft since the beginning of production. There is some talk of providing separate training and certification for your own model of Bonanza or Baron but personally I find it my understanding of the systems to be enhanced by seeing how they have evolved w ith the development of the aircraft over the long period of production. The desired use of BPPP Online w ill be for pilots to complete the course in their own time over the year preceding a BPPP, and therefore arriving at the fly in event w ith certification for all subjects pertaining to Bonanza or Baron as the case may be. We can then provide a brief revision prior to the Flight Program along the lines of the present "first timers" brief. Full day ground schools, which might not necessarily be held at every future BPPP fly in, would be used to cover other subjects: recent safety matters and anything else which may be pertinent or of interest to pilots of Bonanzas and Barons. In summary BPPP Online is fully compatible w ith our Australian Program, apart from some references to US FAA regulations. Besides enabling all pilots to arrive at a BPPP event more knowledgeable about their aircraft and generally better prepared, BPPP online is going to considerably enhance the BPPP experience for our Baron owners as to date we have not had the resources to properly cover Baron systems as well as Bonanza. I think all our ABS members w ill find the Online course to be of interest, no matter how many BPPP's they have attended. www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 9 MISSED APPROACH – BUT WHAT THEN? The missed approach may have implications far beyond the physical power-gear-flaps actions. In an interesting article titled Hit or Miss in the ABS magazine of June 2013 Edgar Bassingthwaighte reminds us that the missed approach is “......just a change from descent to climb, is it not?” His point is well made. After all if the aircraft is capable of take-off it is more than capable of go round! Perhaps someone lines up when you are on short final. You mutter a few words (to yourself) like “Whatever happened to airmanship?” and give the approach away. Another situation perhaps you realise almost at the flare point that your touchdown on this short strip will be too far down the runway and you sensibly decide to go round. Even at such a late stage the go round is not difficult. Just remember not to retract the gear until positive climb out so that if anything touches or retouches the ground it will be wheels – not fuselage or prop. These two examples are simple missed approach manipulation exercises in visual conditions and “But What Then?” probably means no more than another circuit. But what if your missed approach is due to weather and, to quote Edgar again, there is “.....solid IMC all the way down to the minima.......”? Will you have another attempt without delay, hold for a while in the hope of an improvement in the weather or divert to alternate? There is no clear-cut answer because there are so many factors to consider. Let’s ponder a hypothetical flight from say Essendon to Port Macquarie with Coffs Harbour as alternate. Flight planning shows you have all the endurance required, flight fuel, variable and fixed reserves plus maybe half an hour of margin. On the missed approach from Port Macquarie in heavy rain and thick cloud you ask yourself if it is worth sacrificing some of that 30 minutes buffer to have another go. Weather at Coffs suggests that an instrument approach may also be necessary there. How accurate are those fuel quantity gauges at low readings anyway? In cases such as this it pays to have a (conservative) latest divert time pre-calculated. If the destination airport happened to be in controlled airspace and several aircraft were in holding patterns then that is exactly the question Air Traffic Control would ask you. Although an infrequent occurrence a missed approach is still a normal operation. The airline I worked for had in early days a requirement that the Captain fill in paper work in the event of any missed approach. At an operations meeting I managed to convince the various Flight Captains that a missed approach should be considered no more than a normal procedure and that a written report was unnecessary unless the Captain considered the event operationally significant. That was progress! Airline pilots of course keep up to date as much as possible en route with forecast and actual destination weather. These days they are seldom tankering much excess fuel, an expensive commodity (that bit extra for “Mum and the kids”, so popular in the good old days – forget it!). Avoiding the carriage of extra fuel makes sense because the more fuel you carry the heavier the aircraft and thus the more you burn. On a Boeing 727 Sydney-Perth night flight some years ago with an ETA hours ahead of forecast fog probability we were some 300 miles out when advised that the fog was already forming. With not too much margin fuel, quick calculations showed that we could make one approach before diverting to Kalgoorlie- Boulder (CAVOK there). I flew a high speed ILS, and right to the ground in swirling, patchy mist was prepared to go round. I was fortunate, with enough visibility to land - but the Kalgoorlie tarmac became very cluttered with other aircraft that night. Jakarta on cruise when approaching descent point Cocos. If one descended into Cocos and missed out on the NDB approach that diversion option was denied because of the extra fuel which would be burned on climb-out. I never missed out on Cocos Island. To go round because of violent weather poses its own problems. At night a series of south-westerly squalls was battering Perth (what! not Perth again?). The Boeing 767 is a stable platform on approach but the closer I got to the ground the more unstable things became. At about 50 feet agl. a violent gust blew the aircraft off runway centre-line, padded the indicated airspeed with momentary overshoot shear and forced a wing to drop. I went round (the First Officer told me later he would have gone sooner). As we climbed out a tiny, worrying voice in my mind kept saying, “Well you’ve gone round, done the right thing, but you’re going to have to do it all over again”. On the second approach the weather was fortunately just a little less hazardous. Sure, the missed approach itself may well be a relatively simple flight task. The “But What Then?” sequel may not be. Article by ABS member & retired airline Captain David Donelly. That incident had the warmish feeling of knowing that if a missed approach was to be our lot there was a back-up airport available. If there is no such back-up the comfort zone is eroded. Such flights were Perth-Cocos Island, back-of-the-clock. The Boeing 727 with full tanks on departure could still make Page 10 www.facebook.com/group.php?gid=49792577682 www.abs.org.au ABS Secretary We are seeking a volunteer member to take over from Jan Novakovic who wishes to retire. The position includes: • Nominating for the 2013-4 ABS Committee. • Taking notes at Committee meetings (usually once a quarter – usually recorded via teleconference) and AGM. Distributing Minutes. • Secretary’s report detailing inwards and outwards correspondence. • Assisting with BPPP events. • Sending out information packs to new members and thank you letters to resigning members. • Lodging ASIC report annually. • Lodging insurance renewal annually. • Maintaining filing of correspondence and memberships. Please contact Peter Janssen at email@example.com for further information. See the online version of this Magazine for additional material ABS Presidents Medal is awarded for Outstanding Service to the Society. It is chosen by the President at his/her discretion and is supplied courtesy of Carr Hordern Recipients to date have been: 1998 Jo Davey 1999 John Chesterfield 2000 Peter Mochrie 2001 David McDonald 2002 No award 2003 Dennis, Len & Joan Bartlett 2004 No award 2005 2006 2007 2008 2009 2010 2011 2012 Peter Gordon Judith Gordon Richard Smart Keith Duce Edgar Bassingthwaighte Jock Folan Marian Jowitt David Young http://flightsolver.com.au 07 3870 0515 Flight Planning Software with a difference x x x x x x x x x See the weather before it hits your windshield Type in your flight plan or create it with the mouse on the map Automatic flight route resolver with preview See sector interactions for fuel, weight and departure times See the C of G change as you add your loads Full undo/redo capability Intuitive map loaded with details In-built check list constantly reviews your plan and issues warnings NAIPS Integration Download a fully functional 3 week trial from http://flightsolver.com.au Only $375 (includes 1 year data subscription). Requires Windows XP or later. www.facebook.com/group.php?gid=49792577682 www.abs.org.au Page 11 Letters to the Editor Peter, After a very successful launch of APS Australia, demand for a course in the Sydney region has prompted us to do one more for 2013. Andrew Denyer and myself are pleased to announce that bookings are now open for 8-9-10 of November. How well do you know your engine? This course will pay for itself with a better Return on Investment than anything else (that is legal of course!). http://www.advancedpilot.com/ livecourse-au.html If you have any questions please email me. For those who would like to see Andrew and myself before this, we will be exhibiting at AUSFLY 2013 in Narromine, come along and drop by the booth. David Brown Dear Australia Bonanza Society Members, I wish to draw to your attention to changes that have been made to Civil Aviation Order 100.5 (General Requirements in respect of maintenance of Australian Aircraft) 2013. There is some conjecture that the changes made to clause 9 of this order may have a significant impact on the maintenance of your aircraft, particularly if it is maintained under Schedule 5. These changes have been gazetted to come into effect from 1 August 2013. The proposed amendments to CAO 100.5 when advised to industry and prior to being gazetted, only appeared to impact maintenance required to be completed on Pitot static systems, testing of pressure altimeters and air data computers, Airspeed indicators and Fuel quantity gauges. The actual amendments, particularly via the operation of Clause 9.1, go much further. The clause within the amended CAO 100.5 raising our concerns, and those of the industry, purport to require the replacement of time-lifed components. 9.1 For subregulation 38 (1) of the Regulations, CASA directs the registered operator of an Australian aircraft to comply with the maintenance requirements for the aircraft and its aeronautical products, including lifelimits, as established under the approved design for the aircraft or product. Note Contravention of a CASA maintenance direction under this subsection is a strict liability offence under regulation 38 of the Regulations. Literally interpreted, this clause means that any time life components (that exceed the manufacturers calendar life) that exist on your aircraft after 01 August 2013, would need to be overhauled or replaced at the time of your next annual or 100 hourly inspection. This would lead to major expense to those operators making use of instruments such as AD ENG4/5 and AD PROP/1, to extend their engines and propellers beyond the calendar lives recommended by their manufacturers. The following service information has been released by the Beechcraft Corporation Technical Publications department. retrieve the publication online or go to pubs.beechcraft.com to log on to the site. I am pleased to report that as a result of the representations to CASA by AMROBA and other industry representatives, this issue is in the process of being clarified. Whilst not set in stone, the following is an extract from an email from Peter Boyd (CASA Standards Executive Manager) to Ken Cannane of AMROBA, which leads me to believe that common sense will be applied, at least in a transitional manner, to this issue. “Ken, Thank you for drawing this to our attention. In response to your concerns detailed in your emails, CASA can assure you that the operation of AD/ENG/4 & 5, together with AD/PROP/1 is not affected. However, to avoid any confusion, the wording of Paragraph 9.1 of CAO 100.5 will be amended to clarify the intention and will be released prior to the effective date of 1 August 2013. Peter” We will endeavour to keep abreast of developments on this issue. You should talk to your LAME to determine how these proposed changes impact the maintenance of your aircraft. Further we would recommend you speak to your LAME in relation to the ongoing issues that these changes to the regulations may have on maintaining your aircraft in accordance with CASA schedule 5. In the interim, please find attached a copy of the amended CAO 100.5. Should you have any questions please contact David Young on 0423 003 306 and we will try to assist with your questions. Yours faithfully, David Young: firstname.lastname@example.org M: 0423 003 306 Peter Janssen: email@example.com M: 0418 168 723 Dear ABS Members, A special offer from the American Bonanza Society to our ABS-AUS Members to experience the BPPP Online Ground School Course. Australian Bonanza Society members may now learn even more about skillfully and safely flying their Beechcraft with BPPP Online from the American Bonanza Society’s Air Safety Foundation. BPPP Online is a program of 13 individual courses on Beechcraft systems, operation and procedures in a convenient online format you may take on at your convenience and with 12 months to complete the 13 modules. BPPP Online is “a most valuable resource for us in the future development of our BPPP,” says Edgar Bassingthwaighte, BPPP instructor for Australia’s Beechcraft Pilot Proficiency Program. “Pilots would come to a flight program much better prepared if they have done this course in their own time at home.” For anyone with daggy placards in their Beech, Mike and Loretta Kelly at Flinders arranged for a local guy to make a replacement placard for the cargo area in my B55 - looks like a factory one and probably 0.000001% of the cost of the genuine article!!! Mailed the old one up to them and the replacement arrived in the mail this week. Tony Lavan Page 12 www.facebook.com/group.php?gid=49792577682 www.abs.org.au BPPP Online works on PC and Mac OS. After enrolling, you may also download the free iPad app (search for “BPPP” in the App Store) and use your BPPP Online credentials on your iPad. Cost of the 13-course online program is only USD $150. To register, contact Melissa Schnieders at firstname.lastname@example.org. Melissa will send you a coupon code and instructions for enrolling in BPPP Online. Please let Melissa or me know if you have any questions. I hope BPPP Online is a valuable resource to you in our mutual effort to keep all Beechcraft pilots safe. Thank you. Thomas P. Turner Executive Director ABS Air Safety Foundation FYI, it appears Beech has sold off the southwest corner of Beech Field, and Plant 2, home of Bonanza/Travel Air/Debonair/Baron production since 1952, will soon be torn down. I've alerted the Beechcraft Heritage Museum to ask their factory contacts about any artifacts that may be left. I'll keep you advised. Dear ABS Members Please join this campaign to the Australian Federal Government to remove ASIC Cards entirely: http://chn.ge/16wtpo0 For the members of the Australian Bonanza Society Ltd. The Annual General Meeting will be held on Saturday 12 October 2013 at Mildura Grand Hotel Seventh Avenue Mildura, Vic 3500, Commencing at 5.00 pm sharp. Regards Peter Gordon Peter As you know Claire passed away about a month ago. Very sad for me, but I now have much more time on my hands. I still have a great interest in flying and the ABS and I thought that on some of the trips you organise, someone might like to have an extra passenger, ex pilot, who would share the cost of the aeroplane. If so, I would be very interested. Regards Bob Stockwell e: email@example.com Thomas P. Turner Executive Director ABS Air Safety Foundation NOTICE TO MEMBERS - ANNUAL GENERAL MEETING Included in this mail out are the Nomination forms for the vacant positions of the Committee and Proxy forms for the AGM. Peter Janssen and his committee urge you to consider nominating yourself or another member (with their consent) who you consider can contribute to the management of the society. There are currently two positions vacant, Secretary and one Committee Member. Nominations will close at midnight on the 13 September 2013 and late nominations cannot be accepted. Therefore please return your nomination to: Secretary, Jan Novakovic Australian Bonanza Society Ltd C/o 3 Petriana Court, TORQUAY VIC. 3228 Email: firstname.lastname@example.org Fax: 61 3 4206 7170 With reference to item 49(e) of the Articles of Association: At least fourteen days before the date of the Annual General Meeting, a list of Candidate’s names in alphabetical order with the proposers and seconders names together with a personal biography of each candidate and a ballot paper bearing the names of the candidates shall be handed emailed or posted to every member entitled to vote. The ballot shall close on the day preceding the day of the Annual General Meeting and any ballot papers delivered personally, by post, facsimile or electronic mail at the registered office of the Society by the said closing date, shall be counted in the ballot. If you are unable to attend the Annual General Meeting/Fly-in, please return your proxy form to the Secretary, as noted above. STOP PRESS And a word on recurrent training from the Executive Director of our sister organization in the USA: We are endeavouring to keep members informed about latest breaking news and events and we need your current email address to do so. If you do not currently receive emails from us and wish to receive future ABS emails please email email@example.com and allow this email address in your inbox. I’d like to renew my encouragement for Australian members to participate in the ABS AVIATOR program. ABS AVIATOR encourages pilots to go beyond the minimum requirements to exercise privileges of pilot certificates and rates, and to foster an attitude of lifelong learning about flying safely. We’ll recognize the Australian BPPP at the same level as the U.S. version. Please let me know if you have any questions. If you wish to opt out of ABS broadcast emails please email firstname.lastname@example.org to unsubscribe. Thomas P. Turner, Executive Director, American Bonanza Society The ABS is pleased to notify you of our new aircraft for sale website at www.abs.org.au If you are wanting to sell or purchase a Beechcraft aeroplane this is the place to advertise. Please contact Peter Gordon at email@example.com for advertising rates and assistance with graphic design. NEW CAP FROM THE ABS FOR ONLY $20.00 Contact Judith Gordon 3 PETRIANA COURT TORQUAY VIC 3228 Here is the link below to browse the new BOM aviation weather site. Phone: 03 5261 5382 Facsimile: 03 4206 7170 firstname.lastname@example.org www.facebook.com/group.php?gid=49792577682 We are pleased to advise you that the Australian Bonanza Society - Weather Links NEW BOM WEATHER SITE LINK IS NOW AVAILABLE http://www.abs.org.au/index.php?beechcraft_aircraft=3 www.abs.org.au Page 13 Leaning is like Sex…… Engine Management 101 The more you do the longer range you have? The more you do it the better you become? You want to do it but don’t want to get seen doing it? If you do it all wrong it will cost you a heap!! Ok enough of that, I did think of a few more, but I might get the editor’s chop if I start writing like a chapter of “Fifty Shades of Grey”. Mind you it might just be the secret to getting all the wives and girlfriends interested in engine management……… So here I am reviewing the last article so I can do my best to lead into the next one with less of my random thought patterns, and I read the first part of the previous article which read “You never touch the red knob, and if you did it was a very hit and miss affair.” Now maybe it is the fresh air in the Smokey Mountains of North Carolina where I am writing this from, but I am not sure why the notion of a hit and miss affair prompted this, but my mind is random! So leaning and sex have a lot in common, I am referring to education that is, keep your mind on the task at hand would you! You go to school to be educated for the upcoming world as a young adult, and the teacher gives you a few brief lessons on some useful things along the way, sex-ed being one of them, and it rather resembles the lessons on leaning an engine. What works and what doesn’t and why rarely comes into the picture. You are thrown out the end of school to figure it out all by yourself, or perhaps for the early starters (GFPT STAGE), you then start being educated by your peers, those who have gone before you, and are trusted sources of information, those you believe to be well experienced. Truth is they are all talk and know very little indeed. So from the schoolyard to the airfield (hehe… I was not at the airfield) you can see the similarities in the learning process. We get taught stuff that is like Chinese Whispers or tribal teachings passed down the generations and subject to all sorts of variation along the way. The problem is that while an ancient Cherokee Indian story or one from The Dreamtime can tolerate a fair amount of drift over time, the science behind Avgas in your cylinder cannot! Well once again I must caution you all to become students of the science. After all who says my “schoolyard advice” is any better than your airfield buddy? Well of course only one of us is correct, and you can be sure I know who is, but now is another good time to remind you of whom the proven expert educators in this field are and strongly urge you to take part in their formal education process. At the bare minimum the online version of the APS course, which can be found at www.advancedpilot.com and is I must say under-priced and exceptional value. I have mentioned a couple of times now that the science behind engine operation is the same be it an injected or Page 14 carburetted engine and for that matter your Briggs & Stratton mower engine, so this edition I will try to concentrate on the carby engine folk as well, as there are plenty of pilots with carburetted aeroplanes as well as injected ones. Remember this is all the same science, just the application requires some slightly different techniques at times. Referring back to a previous edition, we went through the process of starting and then immediately setting an aggressively lean mixture, such that the rpm peaks and just starts to fall again. During our climb out we noted the Target EGT and climbed using this to keep the mixture at its optimum all the way to Top of Climb. The only exception to this is when doing a LOP climb (perfectly valid) or when climbing up into the FL’s where once we are into less dense air we may be better climbing at a best power setting around 75-80 ROP. What is different for a carburetted engine? Well not a great deal, the ground run and take off are all the same, however once we are in the cruise speed has built up, CHT’s are coming down, we are ready to start leaning for a much more efficient power setting. Referring to the same chart as last time we can see that the best speed for the amount of fuel will be around 10-20F LOP (at lower power settings), and in many cases this is about as far as you can get a carby engine. It is just the simple fact that fuel / air distribution is a lot less likely to be consistent cylinder to cylinder. The chances are you may not be able to get them all past peak before the first one peaked becomes a non-player. This is when roughness begins. Is there anything wrong with having one or two at Peak EGT and a couple a little past peak? Well let’s have a look at the graph and see what it tells us. CHT is lower, because the ICP (Internal Cylinder Pressure) is lower, the HP produced is only slightly less, and our 1/BSFC is almost optimum. BSFC is Brake Specific Fuel Consumption, in other words when the curve is inverted it represents economy. So provided we are at a power setting that is safe to operate in this region (65% or less), there is no down side, and all the good things exist. Does everything it should and nothing it should not. Just at peak we are not getting the best value per litre and the cylinder temperatures and pressures could still be better. So a little leaner is actually better. Sounds good in theory, but to get this to work in say an O-360 with a fixed pitch prop, how can it be done? First is an understanding of exactly what is going on in the engine. I do believe just reading this article is not enough. I can only hope to expand your mind, just enough to the point you take the trouble to learn more. Having said that it can be done and at the typical cruise levels above say 6000’ you can’t do any harm anyway. Some folk will say fuel is cheap, and they set the engine up in a rough guess approach, the old “two turns in” is the favourite story. Well let’s have a look at the curves and see what the 10oF LOP equals on the ROP side of the curves. Same CHT as 125150 ROP but that would be a significant increase in fuel https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au flow. The ICP would be the same as CHT by some not so strange coincidence, horsepower is slightly less, but not a great deal, and naturally our efficiency has improved greatly. So this sounds like something you would be rewarded for your efforts. Remember your O-360 cylinder and piston does not know it is the O version from its IO cousin, it has no idea, the spark plug has no idea, and the fuel has no idea. The difference in success is not there, it is in the means of getting the fuel and the air into the cylinder together. With a carburettor the mass airflow is measured and the fuel metered, but at a great distance from the final destination. Unlike the IO where it is sprayed into the intake port, in a carby engine the air and fuel have to travel out of the carby, through a chamber, find their way into the intake tubes, all of which have some intersection points, and changes in direction. All of these have an effect on the fuel staying in suspension during the trip. When you think about your engine being 4 or 6 separate engines on a common crank, you really want them all playing the same game, yet they are being fed a different diet. To make matters worse, the fuel is coming out of the carburettor in all manner of droplet sizes, and the heavier ones do not want to change direction like their smaller buddies. No doubt you can see a problem here. So how can we improve the situation, even just a little bit, to make it more consistent across all cylinders? Besides fitting injectors and a Fuel Control Unit, there are a few things at our disposal. They are the throttle itself, and Carby Heat. However before we talk about them, let’s have a quick look at a “conforming engine”. That is one that given the good stuff, can process it as best it can. The first thing would be our little friend the spark plug. Revisit my article (Have You Enough Spark in Your Plug) from earlier this year about this often forgotten yet critical component. Related to that is your magneto, its timing and the condition of the leads, and every connection point. Cleanliness of contacts including the insulators, nothing like a bit of tracking to ruin a good spark! All your intake joints must be free of leaks. One of the most troublesome problems I see and hear of is caused by intake leaks. And believe me; I have suffered from this first hand. Every time your cowls are off go looking for induction leaks at the tubes and the head gaskets on the top of the tubes. Using an engine monitor and reducing MP at low level can help show up an induction leak, as the higher pressure air gets into the cylinder through the leak, rather than the reduced pressure in the intake system. On the lean side, a drop in EGT and a rough running engine. On the Rich side, an increase in EGT and CHT can be observed but not likely any roughness at all depending where on that famous curve you are. So again I say the EMS pays for itself just in maintenance alone! And knowing what is “Normal” for your engine. Onto the Throttle - what can this do to help? If we imagine the airflow over the butterfly plate when it is at full throttle, there is very little obstruction and the flow is not disturbed very much, however by pulling the throttle out a little we introduce a major disturbance, without greatly affecting the manifold pressure. It is this www.facebook.com/group.php?gid=49792577682 www.abs.org.au more turbulent flow that can help in stirring up the mix of air and fuel, and just maybe you might get a better blend going to each cylinder, and finer atomization, so less heavy droplets falling out along the way. The other little distribution helper is strangely enough Carburettor Heat. While warmer air is less dense and therefore going to be less capable of generating horsepower, the trade-off is it can be beneficial in aiding fuel atomisation. As you can imagine in the journey to your cylinder, better atomization will mean better distribution to the intake tube, and into the cylinder. If you think about the result whether running ROP or LOP, there will be a benefit, the problem is knowing how much heat is enough or too much. In every engine there will be an optimum, and depending on the temperature of the day, the power being produced (heat under the cowling) and as a result the air flowing through the intake system the engine will have a different carby and intake air temperature. The engine’s intake air will have an optimum temperature to best carry the atomized fuel, and it is affected by the aforementioned sources. So how the heck do you know what this optimum is? And how can it be repeated? First of all, there is one essential tool. Yep you guessed it the Engine Monitor. And if you think your carby engine does not warrant one, you are wrong!! The second best investment you can make. The best is mentioned elsewhere in this article, your challenge is to tell me where and what. Now back on topic Brownie. The idea being that with all 4 or 6 EGT probes being placed in an identical position, the combustion gasses will be about the same given the same air/fuel ratio. This is not always exact, and don’t get hung up about it, but the concept is important. That being the case, the EGT values displayed can be used as a relative measure of one cylinder compared to the others. The closer the EGT values the most likely we have similar air / fuel ratios in each cylinder. This is the ONLY time the “EGT Spread” is actually useful. Contrary to popular myth. If we adjust either the throttle plate, or the carburettor heat or perhaps a combination of both to achieve the smallest difference between the EGT values, we can reasonably assume we have all cylinders as closely matched as we can. There are no good or bad numbers here; we are only concerned in finding the closest range between all EGT’s. The hangar talk you hear about my “EGT Spread is X” is meaningless. If you had a poorly conforming engine, and random but lucky probe placement, you could have a perfect match at some point, but it is misleading and pointless. So please do not get into an airfield competition for “EGT Spread” as it really is silly. While you do this take your time, do it slowly as things need to warm up a bit after the heat is applied. Besides you need to take notes. Now we have been flying along, and had a play with the Carby Heat, while our safety pilot (you did take one of course) has been looking out and flying the plane for you, and we have found the point where the least difference between the highest and lowest EGT exists or the least Page 15 spread of EGT’s between all of them. So we hopefully have a sufficiently good balance between our cylinders. Time for a detour, if you would cut me some slack here. For those of you who have made the second best investment in your aviation life, and have an engine monitor that has an input which is either designated for Carb Temp or has an analogue input that can be used as one, you are in for some really good news. Once you have found this temperature by the above process, all you have to do in future is just pull on the carby heat until you hit and can maintain this Carb Temp number. (Altitude & RPM) from an engine manual, say 75%, and then leaned to the point the cylinders were all just LOP, you would have 65% power. And at that power setting in the cruise you will be at a safe stress free setting and getting max MPG. You will know when you are LOP, the engine will drop about 100-200 RPM, in doing so the EGT values will all change as the RPM alters, but you will be on the safe side. All the parameters you would use from any of John Deakin’s articles apply, so doing this at low level and high power involves a lot of care, but once above 7500’ you can’t go wrong. Refer to the attached “Red Box” chart courtesy of Advanced Pilot Seminars. Enough for this edition, if anyone has any questions, or does not believe or follow the science behind this article, please write to me. I will do my best to include your questions (anonymously if you prefer) in a brief segment before the next article. You might ask something others want to ask but are too scared to, please email me at email@example.com and I will see what I can do! Next issue will be something of a surprise, mainly because I have no idea on exactly what yet, but if you have something to suggest, please do. Ok, back to the task at hand, so we have a carb temp that reflects the induction air temp we want or should I say need, now it is a process of leaning just like in an aeroplane with an IO engine. Simple stuff! Now would be a good time to understand where to operate your engine at different parameters, so get yourself educated. This applies whether your mission is one that calls for ROP operation or LOP operation. Until the next edition, safe flying, and Live Life! David Brown Advanced Pilot Seminars Australia www.advancedpilot.com So to wrap up this a bit here, what if you have a fixed pitch prop? At high altitudes like 9000’ - 12,000’ Wide Open Throttle will be the answer, and if you lean back to around 10-20 LOP which is where the best value for your fuel dollar is, the RPM will fall away as you develop less HP. In fact if you are able to get quite a bit LOP, and this is quite possible, your mixture knob will become your second RPM controller. How cool is that! Not just your CHT’s are cool now! I am loath to give rules of thumb out as someone will quote something out of context or something, but in rough terms, if you set a power setting (MP & RPM) or Page 16 https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au WORKING WITH YOUR AUTOPILOT For single pilot operators the autopilot is your co-pilot and the way it is operated or integrated with your overall operation of the aircraft will have a big influence on the smoothness and efficiency of your flight. How you manage the AP and when or how you initiate its use or final disconnection will depend a lot on what model and vintage it is, with late model equipment being, naturally, more capable, much smoother in intercepting altitudes, etc and in late model aircraft autopilots fully integrated with glass cockpit systems. With earlier model AP's like the Century III and IV which still equip much of our fleet, a little more work is required to smooth out the pilot/autopilot interface. First and foremost it is important to have a good understanding of AP operation and mode selection through a careful study of the POH supplement. Also to be found here is the autopilot checklist. Generally a full system check is done on the first flight of the day and on subsequent flights a simple test of selecting AP on and disconnect. On departure autopilot modes are usually selected in ascending order: pitch/roll > heading > nav; and then on arrival, excepting approaches, descending order: nav > heading > off. Engaging and using the autopilot should be an integral part of the departure plan. On an IFR departure with Century III / IV you would normally align the heading bug with the departure runway, or alternatively the initial assigned heading, then after take off engage "Pitch / Roll" and then "Heading". Actually, on the Century series AP's and others of similar vintage like Piper's Navomatic, I have found the Pitch wheel control on these types to be quite finicky for setting the required climb and descent attitude so I have always preferred to climb and descend these type AP's on aircraft trim alone and then engage "Pitch" and "Altitude Hold" together. As a matter of fact I flew around for something like fifteen years on two separate A36's with nothing more than a Century I single axis AP. The former one was simply a wing leveller and the latter one, which I operated IFR, had NAV steering but no heading function. Admittedly that would not cut the mustard today with SID's and STAR's etc and a more intense CTA environment, but the point is that the Bonanza is very stable at a trimmed airspeed and with Century III / IV equipment I still prefer this technique for climbing and descending which I find gives the smoothest result. On later model AP's with Flight Director and or Control Wheel Steer function it is easier to select the appropriate attitude for climb or use vertical speed selection if you have it. Just be sure the selected Vertical Speed for climb is well within aircraft performance capability. At Top of Climb with Century III / IV you can select "Pitch" and "Alt" together or level out and trim manually via applying pressure on the central control column, and then select Pitch and Alt modes. Without altitude preselect of course you have to select "Alt" right on the assigned altitude which can result in a rather abrupt level out; in addition a lot of older AP's have got quite sluggish in the electric trim which can mean the AP never trims the aircraft precisely, leading to constant www.facebook.com/group.php?gid=49792577682 www.abs.org.au pressure on the pitch servo and a bit of an attitude bump when you disengage the autopilot. So there can be a number of reasons for using a manual pilot controlled level out, exerting control column pressure on elevators alone while still retaining "Heading" or "Nav" mode easy to do on Bonanzas and Barons with the central control column. At top of descent on Century series AP's you can pitch down using the pitch control on the AP, or as I prefer, switch off "Pitch" and "Alt" modes, pull the power back by 5" Manifold Pressure, and descend at the cruise trim setting, which gives the required 500fpm. On reaching the assigned altitude you can re-select "Pitch & Alt" and bring the power to the required setting: Cruise or Approach power. On later model AP's with vertical speed mode it is simply a matter of selecting 500fpm (or use the Vertical Nav Mode if you have it) and controlling speed with power. Of course the trap with modern autopilot (or "Integrated Flight Control System") is its very capability and consequent potential for pilots to become absorbed in peripheral matters at the expense of situational awareness. The three principal questions for the pilot to continually ask of the autopilot are: "What Mode is it in?"; "What is it Doing?" and even more importantly "What is it Not Doing?" (eg managing power). Setting up an Instrument Approach with Century series AP's is going to depend a little on which model you have so a careful study of the POH Supplement is important. With any autopilot system be sure to give the AP the same power settings for each segment of the flight as you would give yourself if you were flying manually. That way you know exactly what parameters the AP should be following at any point in the flight. Study the "Flight by the Numbers" in the BPPP training manual (or at BPPP Online) for very valuable guidance. Apart from the instances mentioned above in which you might engage only "Roll" / "Heading" / "Nav" modes on Century series autopilots during climb and descent, it is not good policy to hold the controls while AP is engaged; even then you would apply any pressure only to elevator and only when "Pitch" mode is not engaged, not the ailerons. It is best that there is no ambiguity as to who or what is directing the course of the aircraft. If the AP at any time is not doing what you expect it to do either downgrade the Mode of operation, say from "Nav" to "Heading" or, particularly if conducting an autopilot coupled approach, immediately press the AP / Trim Disconnect and take over control. Think of using your autopilot via the old "Hand Over / Take Over" practice of your training days: "Handing Over" - AP Engage - Release Controls; "Taking Over" Hold Controls - AP Disengage. Edgar Bassingthwaighte firstname.lastname@example.org North Stradbroke Island 25th august 2013 Page 17 Return on Investment in Aviation. Part II We all joke about how we aerial travelling, magic carpet owners make boat owners look like financial geniuses, however what does our chosen passion have to offer that is an excellent ROI that even an accountant would believe in? For those who read the last article I wrote on ROI in aviation w ill recall my favourite saying is the best return on investment in aviation (our part of aviation-piston GA) is installing an engine monitor system (EMS) and education (APS). For this edition I want to look at a couple of recent real life examples of where both of these investments have paid off in spades, in just one incident. Yesterday, my good friend and active ABS member David Young and I were discussing things on all manner of topics, and he mentioned that he had seen some lethargic responses from mag checks on his No. 6 cylinder. Normally when you have a faulty plug the EGT w ill rise due to the slower flame front causing a later peak pressure or greater Theta PP and as a result the lesser expansion of the gasses causing a higher EGT, or in extreme cases combustion still going on out the exhaust, and that really has a lesser expansion. PV=nRT for those who are trying to remember their high school physics classes. Davids observations seemed to be not like this, more like very little rise and on both plugs/mags. So out we go to the hanger, pull the plugs, have a look w ith the borescope while we were at it and the object was to test the plugs for resistance. After 1300 hours on these fine w ire plugs the plug electrodes looked fine but the multi-meter said differently. Instead of 5,000 ohms we had several hundred thousand and 1 million ohms. So before we do anything further, the engine deserves a full set of new plugs, the contacts cleaning up from all the tracking going on inside the plug entry, and then we w ill see if there are any further bugs in the system. Had David not had his engine monitor and some understanding of what was normal and when something was not, this would go on for a long time, eventually resulting in stress damage to the magneto coils and possibly an expensive fault finding exercise in some remote location. The costs avoided are potentially huge. The best return on investment in aviation is installing an engine monitor system (EMS) and education (APS). Page 18 The next storey is a little more complex and a bit more interesting. Another Bonanza pilot who is a graduate of the Advanced Pilot Seminar in Brisbane a few months ago made a comment on an engine related thread on Beech Talk. I noted his comments and we started an offline discussion. This particular chap is the envy of many of us, he has a lovely A36 fitted w ith some very nice Garmin glass goodies, and recently a Tornado Alley Turbo upgrade to his IO520. The TNIO 520 is a thing of much beauty, and so is his panel. Anyway as a graduate of APS he has the ongoing tech support of myself, Andrew Denyer (Riverina Airmotive), and if need be John, Walter and George in the USA. So we start a discussion related to his new installation and why the fuel flow on takeoff at Full Rich is so high. For a start, he realised this seemed to be higher than expected, but it did run OK, all the EGT’s and TIT were as you expect, and the CHT’s were also good but maybe a bit lower than you would expect. Nobody, including the LAME’s that did the installation seemed to realise there was a problem. I asked for some data, yes that pesky data question, but w ithout it we are guessing. I suspected there not just one problem here but in fact two! I wonder how many of you have worked this out already? If you have, great work. If you have not worked it out, this is a clear message you could do w ith a trip to Camden in November to the next APS class. So what on earth could give you excessive high fuel flow, normal EGT/TIT and CHT (or a bit lower than expected)? Well let’s do a mental exercise. What would you expect would happen if we reduced the fuel flow back to 32 USGPH which is where it should be? And yes you can roll down the runway and make this adjustment. The answer is the EGT should rise, and so should the CHT. And it did exactly that! So now we have an experiment where the fuel flow is correct but the EGT and TIT are abnormally high. Classic case of a mis-timed engine. With a retarded engine you w ill have higher EGT and lower CHT. Just as I predicted the two problems were cancelling each other out. The fuel flow was about 3-4 GPH too high and the mags were about 1.5 degrees retarded. The cost of this over time would be huge in terms of fuel burn and the deposits in the engine, and if one or the other problem were https://twitter.com/BonanzaSociety www.facebook.com/group.php?gid=49792577682 www.abs.org.au corrected the other would still remain and that would have sub optimal effects. Without an EMS how long could this have gone on for undetected. What is more, having an EMS would you know what you were looking at anyway? I often say just like a dog watching TV, most pilots watch their engine monitor. In this example Martin was able to fly into the LAME’s airport and directly tell them what to do w ith complete confidence. He flew out w ith a perfect result. That is priceless. And so are the photo’s he sends me of doing over 200 knots TAS, so next I need to find him a static or pitot correction, if only to make the rest of us feel better!! http://www.advancedpilot.com/livecourse-au.html If you have done the online course in the last twelve months and can provide evidence of doing so there is a discount available to you. If you are in doubt about the value, find a local Beech owner who has done it and ask them. If you do not know one, email me and I w ill put you in touch w ith a couple. This w ill not just save you money, it may one day save your life! We look forward to seeing you there! Safe flying and live life! David Brown Advanced Pilot Seminars Australia email@example.com Once again the best return on investment in aviation is installing an engine monitor system (EMS) and education (APS). Andrew Denyer and myself are keen to see as many ABS members at the next Advanced Pilot Seminar to be held in Camden on the 8th-10th of November. The course cost is $1290 including GST and we guarantee if you complete the course and do not learn a heap, we w ill refund your money! Bookings can be made by going to the APS website at:- For Sale - A36 VH-EUB Dear ABS Members, Tell your Beech-flying friends: International members can now save US$38 with an electroniconly membership in the American Bonanza Society. You get full member benefits, including technical services, educational items, unrestricted website access and the complete ABS Magazine in its new online format. Go to www.bonanza.org and click on Join ABS Today and check the International (no magazine/online only) membership option. If it is time to renew your membership, click on the renewal feature and complete the information. Put FNM in comments and we will only charge your Visa or MasterCard US$55.00. A36 Bonanza Serial No. E-251 TT 6610hrs This privately owned A36 has been hangared and is in excellent mechanical condition with a full leather interior and seats in new condition. The aircraft has just been repainted. It comes with a fresh 100hr annual in November 2011. It has a near new super simitar prop. The a/c was corrosion proofed in the factory and does not have any corrosion issues. The engine was a special assembly with balanced pistons and a RAM cam for extra HP. It is in as new condition and is very smooth running. The avionics have been completely updated with a fully coupled S-Tec 55X autopilot linked to a Garmin 430 GPS. Extras include electric trim and vertical speed control. The Garmin audio panel has full stereo outlets to all passengers and auto squelch linked to a CD player. This membership type requires an email address. Let me know if you have any questions! This Bonanza is optioned with Dual Brakes and a dual control column and is very light with an empty useful load of approx 660kg and 430kg payload with full fuel. There is nothing to spend and the first to see will buy. Paula Tomlinson ABS Membership Coordinator Email:firstname.lastname@example.org $150,000+GST ONO. Ph. Rob 0428 811 167 www.facebook.com/group.php?gid=49792577682 www.abs.org.au E-Mail email@example.com Page 19 FOR SALE - VH-RNR 1977 B55 BARON SERIAL NUMBER TC 2083 Century 1V Autopilot and Yaw Damper. Garmin GNS 430 nav/com/gps coupled to Autopilot Trimble 2000T GPS with Navalert. Garmin GMA 340 audio panel. Collins WXR 220 Colour Radar. Collins 351/251 Nav/Com Collins TDR 950 transponder Collins ADF 650 King KI 229 dual needle RMI NSD 360 HSI/ remote compass system. Sunair HF. Monroy Air Traffic Detector Shadin Digiflow Shadin AMS 2000 altitude management. EDM 760 engine monitoring system. GAMI injectors. Two air driven ADIs R.C.Allen electric ADI Electric turn and slip indicator. Dual controls and co-pilot brakes. Beryl D’Shannon VG kit Airwolf remote oil filters. Bose headsets. Rosen sunvisors. Full Soundex noise insulation. Pneumatic door seal Starter engaged lights Fuel pressure warning lights. Eagle fuel drains. Approach plate holder. Davtron yoke chronometer. As new leather upholstery. Custom fitted curtains. Excellent paint. TOTAL TIME: 3,170 HOURS. SAME OWNER LAST 14 YEARS. ALWAYS HANGARED. FEATURED AS BEECHCRAFT OF THE MONTH AMERICAN ABS MAGAZINE DECEMBER 2005. AIR WORK/IFR/PRIVATE MAINTENANCE RELEASE ENGINES: HAWKER BLUE SEAL CALENDAR EXPIRED Left engine: 1410 hrs (90 hrs to run) Right engine: 1370 hrs (130 hrs to run) TOP OVERHAUL CARRIED OUT BY RIVERINA AIRMOTIVE PARAFIELD IN AUGUST 2006. METICULOUSLY MAINTAINED BY AERO SERVICE PARAFIELD. WING BOLT 15 YEAR A.D. COMPLETED 2011. CABIN HEATER REPLACED 2012. FRESH ANNUAL COMPLETED AUGUST 2012. NEW 3 BLADE PROPELLORS APRIL 2008. 1700 HRS and 6 YRS before first overhaul due. FRESH ANNUAL WITH SALE or PRE-BUY INSPECTION REFUNDED UPON SALE $150,000 No GST. Ph. Ted 08 85564882 0418 660 744 E-Mail: firstname.lastname@example.org ,&)$$$*& ( &)$$$*& ( &)$$$*& & & + + ''()*++,-+./""+- ''()*++,-+./""+- Page 20 !"##$ !"##$ %& !"" %& !"" www.facebook.com/group.php?gid=49792577682 -.,/0/) .,/0/) ! ! "#$% &'$$ "#$% &'$$ www.abs.org.au AIRCRAFT MAINTENANCE SPECIALISTS ALL PROPELLERS & GOVERNORS For your next overhaul or repair call Nigel or visit: www.propcare.com.au Capabilities: h Repair, Overhaul & Sales of ALL TYPES of propellers h Repair, Overhaul & Sales of ALL TYPES of piston engine governors. h Non-destructive testing service. h Re-pitching service. h Shot Peening. PROP CARE AUSTRALIA PTY LTD •Periodic inspections to charter IFR requirements • Beechcraft Specialists • Re-weighs & C of A’s • Pre-purchase inspections • Insurance repairs • Aircraft salvage & transport up to C400 series • Large inventory of new & serviceable parts • Environmental systems • Aircraft refurbishment • G & D Aero tinted window inserts (Authorised Installers) • Corrosion proofing • ABS member A.B.N. 84 083 605 529 HANGAR 2 ARCHERFIELD AIRPORT PO Box 67, ARCHERFIELD Qld 4108 Ph: (07) 3272 9800 Fax: (07) 3272 9850 Email: email@example.com David Foord Avionics ACN 080 417 054 ABN 29 819 859 907 Autopilot Specialists v Does your autopilot work, correctly? v Are you tired of repeated attempts to fix your avionics defects? v Do you have avionics problems that bug you? If your aircraft avionics are not performing as advertised, then we have the expertise and experience to solve your problems. Your autopilot repairs and avionics installations are flight tested before being released to you. At David Foord Avionics we GUARANTEE ALL OUR WORK Our other capabilities include: v Instrument overhaul & repair v Periodic radio inspections v Avionics advice & installations RSD 470 Finniss to Clayton Road FINNISS SA 5255 Ph: 08 8536 0159 firstname.lastname@example.org www.facebook.com/group.php?gid=49792577682 www.abs.org.au 16 PATHFINDER DRIVE, CALOUNDRA AIRPORT CALOUNDRA QLD 4551 Ph: 07 5491 6819 I Fax: 07 5491 8010 email@example.com I www.ams99.com.au SOUTHERN AIRCRAFT SERVICES ABN 65 138 515 349 - Certificate of Approval 1-EON4C ❃ Maintenance of Aircraft & Helicopters ❃ Maintenance of Airframe, Engine and Electrical Components ❃ Manufacture of Fibre Reinforced Composites ❃ Aircraft Modifications and Rebuilds Specialised Beechcraft LAME trained in USA Beech approved workshops Member of the ABS - Contact: David Page Phone: (03) 5143 2009 Fax: (03) 5143 2023 Email: firstname.lastname@example.org West Sale Airport, Victoria Page 21 TRA AV VEL FEA ATURE T B2Osh, B B2O B2 2O Os sh, sh, - my my ggo gosh osshh os B2Oshers getting ready “How would o you o fanc a cy ﬂying into Oshk kosh o in n a Bonanzza forma o tion?” ask ked e Bas Scheff c ffe e of OzRun ers z wayss. Knowing g my penchant for o the beautiful Beech, the answer e was a obvious: it would o be the aerronautic o cal a equiv valen a t of winning ning a lux xury u holida ay; it would ou o be the most stylish y and excciting way to be egin the grrea e te est show on earth! arth! Beffor ore I drrowned him in enthusiasm, Bas gave me the addrres ess of Larry Gaines, coor o rdina d to or of B2Osh – a grroup o of arround o 120 Bonanzzas a and Barro ons who mak ke the trip frrom o Rockf o for ord, d Illinois Ill every e year e r. Within days I’d heard back from Larry – who is a big fan of Australians – inviting me to join the aerial caravan that formally invented the formation ﬂy in to AirVenture. Larry was instantly likeable, boasting the most fabulous combination of enthusiasm, determination, leadership and seriousness about ﬂight safety. He ﬁlled me in with the group’s history, operations and schedules, as well as forwarding the NOTA AMs for Oshkosh (about the size of the e Ye ellow Pages) and a party list (most of which were compulsory and would not be a problem for any selfrespecting Aussie). ‘B2Osh’ made its ﬁrst ﬂight as a group in 1990 and have ﬂown in every year since. I was to participate in the 24th B2Osh event, which promised to be a biggie. The only ﬂight whereby the group have been unable to land was in 2010, and was known as Sploshkosh because it was so wet. This yearr, Larry would be leading the ﬁrst element with Wayne Collins and Larry’s predecessorr, Elliot E t Schiffman. Page 22 Before the event there is months of training, culminating in a clinic at Porterville, California. The clinic is cohosted by B2OSH’s Stephen Blythe and the Mooney Caravan’s Director of Training Dave Marten, active duty USAF, and an instructor at Edwards Air Force Base’s Tes e t Pilot School. “I doubt the world has a better training scenario for a civilian pilot to learn formation ﬂying,” said Gaines. And with that, I felt conﬁdent that I would be taking part in one of the year’s most exciting and well-organised events. B B-Day -Day At last, the day arrived. Alighting the bus at Rockford, Illinois with another Aussie and a Scotsman in tow, we arrived in time for the meet-and-greet hangar party, where I immediately spotted Larry. He was just as I expected: dashing, humorous and in control. I gifted him an Akubra a hat and he, in exchange, gave us the compulsory B2Osh t-shirts (green this year). Glenn Wimbish The next morning’s weather was overcast, but not problematic. The mass compulsory brieﬁng took place in the morning. Altitudes and procedures were discussed and ﬁnalised, along with probable runways at Wittman, go-around procedures and radio etiquette (all calls to be kept to an absolute minimum, with each element leader responsible for their element’s calls). Looking around the room of around 250 green-shirted pilots and co-pilots, I could feel the buzz: the camaraderie, excitement and obvious life-long friendships, which had been formed over the years. There were children, babies, elderly men and women and teenagers. I noted I was the only co-pilot in green t-shirt and heels. Everyone was smiling, taking photographs, and introducing themselves to the www.facebook.com/group.php?gid=49792577682 www.abs.org.au B2Osh, m my y gosh newcomers. The remaining passengers were paired with their pilots. I scored Glenn Wimbish, a southern gentleman from Burlington North Carolina, with a serious expression and a voice that could read me a bedtime story every night for the rest of my life. “Ahhh, y’all be safe with Glenn,” remarked the gentleman next to me. “A As long as you don’t try and drink beer in his cockpit. He’s very serious, and an excellent, excellent pilot.” After introducing myself, Glenn and the element leaders had a ﬁnal brief, and I walked out to the aircraft. And there she was; my dream bird – an immaculately maintained 1973 V35B – just begging me to take her home. Upon Glenn’s return, I asked about her history, “She’s the only airplane ah’ve ever owned. One wife and one bird is enough for me,” Glenn drawled. “I’ll sell her to you, if you like,” he teased, before we climbed in and waved goodbye to the other 108 aircraft waiting to taxi. As absolute luck would have it, we were in the fourth element (although I was in my complete element!) and so would take off right near the beginning of the formation. Glenn, as element leaderr, would be taking the lead and the radio calls, and I promised him I wouldn’t prattle on, or drink beer in his cockpit. “Y Yo w t you liiiiike, ou can do wha ah don’t mand at awl,” he smiled, and I could see the others had been pulling my leg about his taciturnity. With Larry taking the lead at the ﬁrst element, we were cleared to start up and taxi, element by element, three by three. It was a sight of great awesomeness to see 108 Bonanzas and Barons (the Barons at the back) of all ages and models, taxiing en masse to the runway. To our left was a super splendid 1962 Beech P35, owned by Mr Kevin Smith, and on the right a mint 2001 A36 and her proud owner Mr Clarence Lambe. We were in ﬁne company as we rolled out of Rockford and into the sky for our cruising altitude of 2000ft. Oshkosh, my gosh! It was a ﬂawless ﬂight of a little over an hourr, with Larry keeping check of the formation from the front, and the Baron at the back holding up the tail end. Glenn concentrated furiously and ﬂew seamlessly, this being his twenty-third (and ﬁnal, he claims, although someone told me he says that every year!) B2Osh trip. For me, as lookout, it was over so quickly; it seemed only minutes before Larry was making contact with Osh tower (the world’s busiest control tower for one week a year) informing them of our imminent arrival. The reception from the tower was unexpectedly enthusiastic, after Larry announced the arrival of a formation of 109 aircraft, inbound: www.facebook.com/group.php?gid=49792577682 “She’s ’ss the th only airplane ah’ve ve eve ver er owned. o One wife fe e and one birrd d is enough for for me,” e, Eschelon Glenn’s Beautiful V-tail o guys rock!” “Welcome to Oshkosh. You declared the controllerr, who then went ahead and made an announcement to everyone on frequency that we were arriving. The rule is that each element leader calls ‘gear down’ and visually checks their ear.. I cannot put into words element’s gear the sound of 36 pilots, one after anotherr, minute by minute, calling their gear is down and they’re ready. And then, the famous Osh tower monologue began: “Bonanza formation, element one, cleared runway 33 left and 36 right, land on the purple dot and keep it rolling.” As we were fourth to land, we were treated to the marvellous sight of the previous aircraft landing on the purple dot, while we were cleared for the yellow dot, which of course Glenn made with great elegance. As we rolled off the runway and were marshalled onto the taxiway, I caught sight of the crowd gathered to welcome us. Waving and gesticulating, I had to remind myself that the ﬂight is not over until the wheels are chocked, and that we may be at the greatest show on earth, but we still had some distance to our ﬁnal ﬁeld. www.abs.org.au When Glenn killed the engine and shut down, a marshal came running up and said, “Welcome to Oshkosh, can I help you with anything?” to which I was, for once, speechless, as rows and rows of Beech aircraft lined up, tied down and started setting up camp. “Whaale, we’re here. Welcome to Oshkosh,” declared Glenn. “Y’all wanna come do it again next year?” he asked with the sardonic smile of a man who knows he will be doing this every year for the rest of his life. “Y Yo ou betcha!” I retorted, in my new American vernacular as I skipped off to ﬁnd the media tent before returning for the after-ﬂight pizza party and speeches. And with that, I acknowledged that Glenn Wimbish would not be the only pilot to return, year after yearr, in a beautiful Bonanza. Who knows, maybe after eight years or so, I might be brave enough to ﬂy one in myself. Q Krre Kreisha eisha would wo ould like lik ke to to thank Larry Larry Gaines, G a aines, Glenn Wimbish Wiimbish and everybody everybody verybody in the B2Osh formation; fo ormation; and, of course, co ourse, B a as Scheffers, Scheff c ffe ers, ffor or o making this happen. h Bas Page 23 COMING EVENTS 4 Oct - 12 Oct 2013 ABS South Australian & Kangaroo Island Safari 2013 Mount Gambier - 2 nights. Kangaroo Island - 3 nights. Port Lincoln - 2 nights. Mildura - 2 nights ABS Fly-in & AGM. David Herbert P: 08 8725 2761 M: 0408 849 080 F: 03 4206 7170 E: email@example.com 28 Jul - 03 Aug 14 Airventure Oshkosh 2014 24 Feb - 01 Mar 15 Avalon2015 International Airshow World’s Greatest Aviation Celebration. ABS will be in the same location with hospitality and Tent Topics including BPPP LIVE and other Tent Topics. Peter Gordon T: 03 5261 5382 M: 0418 526 325 Peter Gordon T: 03 5261 5382 M: 0418 526 325 01 Mar - 07 Mar 2015 ABS Tasmanian Safari 2015 E: firstname.lastname@example.org 24 Jan - 27 Jan 14 ABS Lord Howe Island Fly In Australia Day long weekend visit to Lord Howe Island. Itinerary details to follow. http://www.lordhoweisland.info/ Debbi Smith P: 03 5143 2077 M: 0438 347 904 F: 03 4206 7170 E: email@example.com 20 July - 03 Aug 2014 ABS Kimberley Safari 2014 14 days around the Kimberley, Darwin, Broome, Cape Leveque - Home Valley Station Kununurra. Final itinerary and Event details yet to be finalised Debbi Smith M: 0438 347 904 F: (03) 4206 7170 E: firstname.lastname@example.org Disclaimer: The ABS and Printer cannot accept responsibility for the correctness or accuracy of the matters printed herein or for any opinions expressed. Opinions of the Editor or contributors do not necessarily represent the position of the ABS. The Editor reserves the right to reject any material submitted for publication. Copy submitted for publication shall become the property of the ABS and will not be returned. Photography will be returned by the printer. The ABS does not endorse products or services advertised in the Newsletter E: email@example.com Technical assistance to CASA - Non-destructive testing and metallurgical examination of a Beechcraft Bonanza aircraft wing spar bolt Investigation number: AE-2013-054 Investigation status: Discontinued Summary In March 2013, the Australian Transport Safety Bureau (ATSB) received a request from the Civil Aviation Safety Authority (CASA) to assist with the non-destructive testing (NDT) and metallurgical examination of a wing spar bolt from a Beechcraft Model 35 (Bonanza) aircraft. The bolt had been removed for inspection as part of compliance activities with airworthiness directive AD/BEECH 35/67 and was reported as showing crack indications during preliminary NDT. The ATSB was requested to examine the bolt with a view to confirming (or otherwise) the suspected cracking, and to provide commentary as to the likely contributing factors should the cracking be confirmed. To facilitate the work and provide for the issuing of a public report on conclusion of activities, the ATSB initiated an External Investigation under the provisions of the Transport Safety Investigation Act 2003. Subsequently, the ATSB's non-destructive inspection of the bolt using both Magnetic Particle (MPI) and Fluorescent Dye Penetrant (DPI) techniques failed to reveal any indications of the reported cracking. To verify the NDT findings, the ATSB offered to conduct destructive metallurgical sectioning and metallographic examination, and in preparation for this, the wing spar bolt was returned to CASA and subsequently to the owner for re-examination to confirm the original findings. In September 2013, following no further requests or confirmation of follow-up work, the ATSB discontinued the investigation in accordance with the provisions of section 21 (2) of the Transport Safety Investigation Act 2003. Don’t forget that your participation in the Australian Bonanza Society BPPP’s and Service Clinics will be rewarded not only with the increased knowledge that you will know exactly what shape your aircraft is in, and the knowledge that you continue to learn more about your own flying abilities, but you will also receive these discount vouchers from QBE for your aircraft insurance. Address: 3 Petriana Court Torquay Vic 3228 Page 24 F: (03) 4206 7170 7 days around Tasmania. Organiser to be confirmed. 12 Oct - 13 Oct 13 ABS Annual General Meeting Mildura Join us for a weekend of fun and the Annual General Meeting of the Australian Bonanza Society in Mildura at the conclusion of the South Australian Safari 2013. Debbi Smith P: 03 5143 2077 F: 03 4206 7170 M: 0438 347 904 E: firstname.lastname@example.org E: email@example.com Facsimile: (03) 4206 7170 Email: firstname.lastname@example.org www.facebook.com/group.php?gid=49792577682 www.abs.org.au AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) AUDITED FINANCIAL STATEMENTS FOR THE YEAR ENDED 30TH JUNE 2012 Contents: Directors' Report Auditor's Independence Declaration Income Statement Statement of Financial Position Statement of Changes in Equity Statement of Cash Flows Notes to the Financial Statements Directors' Declaration Independent Auditor's Report AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) DIRECTORS' REPORT th Your directors present this report on the company for the financial year ended 30 June 2012. Directors The names of each person who has been a director during the year and to the date of this report are: David Young Mark Davey Peter Janssen Jan Novakovic Peter Gordon Loretta Kelly Ron Koyich Keith Russell (resigned 29/10/2011) Directors have been in office since the start of the financial year to the date of this report unless otherwise stated. Principal Activities The principal activity of the Company during the year remained the encouragement and development of aviation by the use, enjoyment and maintenance of Beechcraft Bonanza and similar aircraft as a form of recreation. Short-term and Long-term Objectives The company's short-term objectives are to: • To provide the opportunity to use light aircraft to visit areas of Australia or surrounding countries. • To ensure all pilots in command are familiar with the latest operational requirements of both the aircraft type and the aviation environment. • To ensure all aircraft owners are familiar with the current regular maintenance requirements to ensure the safe operation of their aircraft. The company's long-term objectives are to • To encourage the continued operation of the Beechcraft Bonanza aircraft and its variants. • To ensure the maintenance of the aircraft involved is of the highest standard possible and develops that standard as technological methods evolve. • To ensure all pilots who are members of the Australian Bonanza Society exhibit the highest degree of airmanship and safety in the air possible. AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) DIRECTORS' REPORT (CONTINUED) Strategies To achieve its stated objectives, the company has adopted the following strategies: • The biannual operation of the Bonanza Pilot Proficiency Program which entails concentrated training in both a Ground School and Flying situation. • The operation of a Bonanza Service Clinic where member's aircraft are comprehensively inspected by a specialized Licenced Aircraft Mechanic to ensure any maintenance issues have been resolved. • A social Flying program during which a group of members and their families will visit various parts of Australia or nearby countries. Several of these occur annually. Information on Directors Name Qualifications Special Responsibilities Mark Davey Company Director since 1976 Diploma of Business Administration President and Treasurer Name Qualifications Special Responsibilities Peter Janssen Nil Vice President Name Qualifications Special Responsibilities Jan Novakovic Nil Secretary Name Qualifications Special Responsibilities Peter Gordon Nil Committee Name Qualifications Special Responsibilities Loretta Kelly Nil Committee Name Qualifications Special Responsibilities Ron Koyich Bachelor of Engineering Committee Name Qualifications Special Responsibilities Keith Russell Nil Committee AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) DIRECTORS' REPORT (CONTINUED) Meetings of Directors During the financial year, 4 meetings of directors were held. Attendances by each Director were as follows: Directors' Meetings Number eligible to attend David Young Mark Davey Peter Janssen Jan Novakovic Peter Gordon Loretta Kelly Ron Koyich Keith Russell 4 4 4 4 4 4 4 4 Number Attended 3 4 4 4 4 1 3 4 The company is incorporated under the Corporations Act 2001 and is a company limited by guarantee. If the company is wound up, the constitution states that each member is required to contribute a maximum of$50 each towards meeting any outstanding obligations of the entity. At 30 June 2012, the total amount that members of the company are liable to contribute if the company is wound up is $7,600 (2011: $8,200) Auditor's Independence Declaration The auditor's independence declaration for year ended 30 June 2012 has been received as required under Section 307C of the Corporations Act 2001. Signed in accordance with a resolution of the Board of Directors: Dated this 26th day of October 2012. AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) AUDITOR'S INDEPENDENCE DECLARATION UNDER SECTION 307C OF THE CORPORATIONS ACT 2001 I declare that, to the best of my knowledge and belief, during the year ended 30 June 2012 there have been: (i) no contraventions of the auditor independence requirements as set out in the Corporations Act 2001 in relation to the audit; and (ii) no contraventions of any applicable code of professional conduct in relation to the audit. Signed at Melbourne this 24th day of October 2012. Eddy Partners LevelS 501 Latrobe Street MELBOURNE, VIC., 3000 Tel: (03) 9602-5177 Fax: (03) 9602-5766 EDDY PARTNERS, Certified Practising Accountants. David James EddYt CPA. Registered Company Auditor. AUSTRALIAN BONANZA SOCIETY LTD (A Company Limited by Guarantee) INCOME STATEMENT FOR THE YEAR ENDED 30TH JUNE 2012 This Year SALES Sales - Books, T-Shirts, Caps etc. LESS: COST OF GOODS SOLD Opening Stock Purchases Closing Stock GROSS LOSS FROM TRADING Last Year 400 60 347 408 510 510 102 408 245 8 185 The accompanying notes form part of these financial statements. AUSTRALIAN BONANZA SOCIETY LTD (A Company Limited by Guarantee) INCOME STATEMENT FOR THE YEAR ENDED 30TH JUNE 2012 This Year OTHER INCOME Fly In Income - NT & Top End Safari (net of expenses) Fly In Income - AGM Torquay (net of expenses) Fly In Income - Barcaldine (net of expenses) Fly In Income - Tyabb BPPP (net of expenses) Fly In Income - Hervey Bay (net of expenses) Fly In Income - Paramatta AGM (net of expenses) Fly In Income - Sapphire Coast (net of expenses) Interest Received Members'Subscriptions Advertising Income Sponsorship Income EXPENDITURE Audit & Accountancy Fees Bank Charges Bookkeeping Expenses Committee Meeting Expenses Computer Software Expenses Donations General Expenses Insurance Internet & Website Expenses Photo Album Expenses Postage, Printing & Stationery Subscriptions Telephone 977 (669) 406 (500) (10.069) 570 (2,433) 1,231 3,306 25,330 6,988 10,000 3,187 26,885 2,932 10,000 44,492 33,649 44,484 33,464 3,300 1,132 7.300 6,626 156 200 3,190 1,803 7,286 1,002 771 515 704 3.496 1.190 385 20,783 134 1,366 3,490 1,356 15,360 380 1,489 41,304 SURPLUS/(DEFICIT) FOR YEAR Accumulated Funds - Beginning of Year ACCUMULATEDFUNDSASAT 30TH JUNE 2012 Last Year 42,110 3,180 (8,646) 83,909 92,555 $87,089 $83,909 The accompanying notes form part of these financial statements. AUSTRALIAN BONANZA SOCIETY LTD (A Company Limited by Guarantee) STATEMENT OF FINANCIAL POSITION AS AT 30TH JUNE 2012 This Year MEMBERS' FUNDS Accumulated Funds Last Year 87,089 83,909 Represented by: CURRENT ASSETS Interest Receivable Sundry Debtors Cash at Bank - Commonwealth Bank Prepayments Stock on Hand 34 1,690 17,009 16,907 102 907 1,427 26,368 2,606 510 35,742 INVESTMENTS Term Deposit - CBA CURRENT LIABILITIES Sundry Creditors NET ASSETS 57,489 61,668 TOTAL ASSETS 31,818 61,668 57,489 97,410 89,307 10,321 5,398 10,321 5,398 $87,089 $83,909 The accompanying notes form part of these financial statements. AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) STATEMENT OF CHANGES IN EQUITY FOR THE YEAR ENDED 30TH JUNE 2012 Retained Profits $ Total $ Balance at 1 July 2010 92,555 92,555 Surplus/(Deficit) for year (8,646) (8,646) Balance at 30 June 2011 83,909 83,909 Surplus/(Deficit) for year 3,180 3,180 Balance at 30 June 2012 87,089 87,089 NOTE The accompanying notes form part of these financial statements. AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) STATEMENT OF CASH FLOWS FOR THE YEAR ENDED 30TH ~E 2012 Year Ended 30/6/12 NOTE CASH INFLOW/(OUTFLOW) OPERATING ACTIVITIES Year Ended 30/6/11 $ $ FROM Receipts: Sales - Merchandise Receipts from Members Interest Received Members Subscriptions Sundry Income 2 400 41,945 4,179 25,330 16,988 60 123,705 2,777 26,885 12,932 88,842 166,359 (94,022) (197,670) (5,180) (31,311 ) Net Increase/(Decrease) In Cash Held Add: Cash Held 1st July 2011 (5,180) 83,857 (31,311 ) 115,168 CASH HELD 30TH JUNE 2012 78,677 83,857 REPRESENTED BY: Cash at Bank - Cheque Account Term Deposit - CBA 17,009 61,668 26,368 57,489 78,677 83,857 Payments: Payments to Suppliers Net Cash Provided By/(Used In) Operating Activities CASH INFLOW/(OUTFLOW) FROM NON-OPERATING ACTIVITIES Proceeds: Payments: Net Cash Provided By/(Used In) Non-Operating Activities The accompanying notes form part of these financial statements. AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) NOTES TO AND FORMING PART OF THE FINANCIAL STATEMENTS FOR THE YEAR ENDED 30 JUNE 2012 1. SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES The directors have prepared the financial statements on the basis that the company is a non-reporting entity because there are no users who are dependent on its general purpose financial statements. These financial statements are therefore special purpose financial statements that have been prepared in order to meet the requirements of the Corporations Act 2001. The company is a notfor-profit entity for financial reporting purposes under Australian Accounting Standards. The financial statements have been prepared in accordance with the mandatory Australian Accounting Standards applicable to entities reporting under the Corporations Act 2001 and the significant accounting policies disclosed below, which the directors have determined are appropriate to meet the needs of members. Such accounting policies are consistent with those of previous periods unless stated otherwise. The following is a summary of the material accounting policies adopted by the company in the preparation of the financial statements. Accounting Policies (a) Basis of Accounting The financial statements are prepared on an accruals basis and are based on historical costs and do not take into account changing money values or, except where specifically stated, current valuations of non-current assets. (b) Cash For the purposes of the statement of cash flows, cash includes cash on hand, cash at bank and cash on deposit with a bank or other financial institution and readily convertible to cash. (c) Inventories Inventories are measured at the lower of cost and net realisable value. Cost is based on the first-in-out principle and includes expenditure incurred in acquiring the inventories and bringing them to their existing condition and location. (d) Income Tax No provision for income tax has been raised as the entity is exempt from income tax under Div 50 of the Income Tax Assessment Act 1997. AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) NOTES TO AND FORMING PART OF THE FINANCIAL STATEMENTS FOR THE YEAR ENDED 30 JUNE 2012 (CONTINUED) 2. RECONCILATION OF OPERATING ACTIVITIES FOR THE YEAR CASH INFLOW/(OUTFLOW) FROM WITH OPERATING SURPLUS/(DEFICIT) Year Ended Year Ended 30/6/12 30/6111 $ $ Surplus/(Deficit) as per Income Statement Changes in Assets and Liabilities (Increase )lDecrease in Sundry Debtors (Increase )lDecrease in Prepayments (Increase )lDecrease in Interest Receivable (Increase )lDecrease in Stock on Hand Increase/(Decrease) in Sundry Creditors Increase/(Decrease) in Funds received in Advance Net Cash Provided By/(Used In) Operating Activities 3. ENTITY DETAILS The registered office of the company is Australian Bonanza Society Ltd 15 Viscount Drive Tallai QLD4213 The principal place of business is Australian Bonanza Society Ltd 3 Petriana Court Torquay VIC 3228 3,180 (8,646) (263) (14,301) 873 408 4,923 21,927 22 (410) (163) (33,076) (10,965) (5,180) (31,311) AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) DIRECTORS' DECLARATION The directors have determined that the company is not a reporting entity and that this special purpose financial report should be prepared in accordance with the accounting policies described in Note 1 to the financial statements. The directors of the company declare that: 1. 2. The financial statements and notes are in accordance with the Corporations Act 2001 and; a. comply with the Accounting Standards applicable to the company; and b. give a true and fair view of the financial position as at 30 June 2012 and of the performance of the company for the year ended on that date in accordance with the accounting policies described in Note 1 to the financial statements. In the directors' opinion there are reasonable grounds to believe that the company will be able to pay its debts as and when they become due and payable. This declaration is made in accordance with a resolution of the Board of Directors. ~Ji Director Dated this 26th day of October 2012 INDEPENDENT AUDITOR'S REPORT TO THE MEMBERS OF AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) We have audited the accompanying financial report, being a special purpose financial report of the Australian Bonanza Society Limited, which comprises the statement of financial position as at 30 June 2012, the income statement, statement of changes in equity and statement of cash flows for the year then ended, notes comprising a summary of significant accounting policies and other explanatory information, and the directors' declaration Directors' Responsibility for the Financial Report The directors of the company are responsible for the preparation of the financial report and have determined that the accounting policies described in Note 1 to the financial report are appropriate to meet the requirements of the Corporations Act 2001 and are appropriate to meet the needs of the members. The directors' responsibility also includes such internal control as the directors determine is necessary to enable the preparation of a financial report that is free from material misstatement, whether due to fraud or error. Auditor's responsibility Our responsibility is to express an opinion on the financial report based on our audit. We have conducted our audit in accordance with Australian Auditing Standards. Those standards require that we comply with relevant ethical requirements relating to audit engagements and plan and perform the audit to obtain reasonable assurance whether the financial report is free from material misstatement. An audit involves performing procedures to obtain audit evidence about the amounts and disclosures in the financial report. The procedures selected depend on the auditor's judgment, including the assessment of the risks of material misstatement of the financial report, whether due to fraud or error. In making those risk assessments, the auditor considers internal control relevant to the company's preparation of the financial report that gives a true and fair view in order to design audit procedures that are appropriate in the circumstances, but not for the purpose of expressing an opinion on the effectiveness of the entity's internal control. An audit also includes evaluating the appropriateness of accounting policies used and the reasonableness of accounting estimates made by the directors, as well as evaluating the overall presentation of the financial report. We believe that the audit evidence we have obtained is sufficient and appropriate to provide a basis for our audit opinion. Basis of Accounting Without modifying our opinion, we draw attention to Note 1 to the financial report, which describes the basis of accounting. The financial report has been prepared for the purpose of fulfilling the directors' financial reporting responsibilities under the Corporations Act 2001. As a result, the financial report may not be suitable for another purpose. INDEPENDENT AUDITOR'S REPORT TO THE MEMBERS OF AUSTRALIAN BONANZA SOCIETY LIMITED (A Company Limited by Guarantee) Independence In conducting our audit, we have complied with the independence requirements of the Corporations Act 2001. We confirm that the independence declaration required by the Corporations Act 2001, which has been given to the directors of Australian Bonanza Society Limited, would be in the same terms if given to the directors as at the time of the auditor's report. Qualification As is common for organisations of this type, it is not practicable for Australian Bonanza Society Ltd to maintain an effective system of internal control over donations, subscriptions and other fundraising activities until their initial entry in the accounting records. Accordingly, our audit in relation to fundraising was limited to amounts recorded. We have not verified the existence or value of the stock on hand but we have relied on certification received from the officer responsible for control over the stock. Qualified Audit Opinion Subject to the foregoing, in our opinion, the financial report of Australian Bonanza Society Limited is in accordance with Corporations Act 2001, including: a. giving a true and fair view of the company's financial position as at 30 June 2012 and of its performance for the year ended on that date; and b. complying with Australian Accounting Standards to the extent described in Note 1 and the Corporations Regulations 2001. . . SIgned at Melbourne this 3\ ~~ Eddy Partners 8th Floor, 501 Latrobe Street MELBOURNE, VIC,. 3000 Tel: (03) 9602-5177 Fax: (03) 9602-5766 day of October 2012. EDDY PARTNERS, Certified Practising Accountants. D.§:by,CPA. Registered Company Auditor.
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