Bonanza A35

This year’s Beech Bash on the Bluegrass fly-in was one for the record books, with more than 400 people and 200 airplanes turning out for the weekend. Lots of well-known speakers, a movie night in the open air, a day and night airshow, fireworks, a band, and flying provided people with plenty of food and activities. There was even a “Missing Man Formation” in honor of Ron Timmermans.

I recently discovered that the air duct coming from the air intake to the throttle body on my F33A (part number 36-380098-1) has a defective nipple. At that connection there is a stainless line, which I am assuming is a water drain. I am seeing aftermarket replacements that are like original at a much lower cost, and one is more. None of these are supplied with FAA/PMA paperwork. The more expensive aftermarket option states that, provided I specify what they should make (size /dimensions), then it would fall under AC43-13? What is the harm in leaving the factory one alone? Water drains if I am in the rain, correct? What do a few drops in the engine bay hurt? It’s certainly not watertight. I can get an original from Textron Aviation for $305 (including paperwork), an absurd amount for a small, insignificant hose. What are my options to keep my logbook straight and let my A&P comfortably install a new part?

My V35B has 40-gallon main fuel tanks, with 37 gallons usable. The right tank fuel gauge shows full after topping off the tank. After burning a few gallons, maybe 10, the gauge shows tank 1/2 full. It will start indicating correctly when the tank is less than 1/2 full. Would this be the float in tank or something else?

What is the part number for the adjustable cold air vent, co-pilot side, on our D35 Bonanza? Our interior covers the opening for this. Upon further inspection, the cold air control adjustment knob and mount are missing. Upon review of the illustrated parts catalog, the only thing I found was part 35-550526.

As I look across the American Bonanza Society and think about the remarkable aircraft we fly, I find myself asking an important question: What is the future of our fleet and general aviation?

A common situation we see is pilots seeking help only after they’ve received a letter from the FAA requesting additional information. At that point, the process has already shifted into reaction mode.

Are there any guidelines to adding red turn limit marking on the nose strut on my F33A? For example: single line on the lower section and two bars on the base “top section” to show limits. I am considering adding this type of marking to newly painted strut. I plan to use a hand tow bar to “feel” the stop point and know where to add the side limit marking.

ABS extends a warm welcome to the following new members who joined in May 2026:

On or around the summer of 1998, Patricia Nistico, the owner of this aircraft, came to my FBO Dakota Ridge Aviation, Inc., at the Boulder Municipal Airport, Boulder, Colorado. I was walking out the hangar door, going to lunch with some of my crew, when Pat walked up to me and asked me if we could do an annual inspection on her plane. She explained that the aircraft had not been flown for a few years and asked me for an estimate to do the work. I explained that we would need to do a preliminary inspection to give her a good idea of what the annual would cost.

As pilots flying high-performance, complex aircraft—sometimes in “the soup” with complicated IFR approaches— I think we’d all agree that the descent and landing can be the most demanding, task-filled minutes of the flight.

George Andraos800-701-4767Holland & Ypsilanti, MI(Nexus Climate Control, LLC)

In my time as an Air Force C-130 pilot, I learned a lot of valuable lessons from unforgiving combat conditions, but nothing in my post-military career has matched the practical lessons I learned from Crew Resource Management, or CRM.

Most aircraft insurance policies these days include some sort of expansion endorsement, which adds additional coverage to the policy.

I’m super excited to be the new owner of a 1978 F33A! I’ve put about five hours on it, so far. There are a few “new owner squawks” that I’d love some info on: Co-pilot rudder pedals were removed. I want them back there so I can teach my partner how to fly. How difficult is it to have an A&P reinstall? How much of the rudder pedal assembly do I need? Am I looking for old ones, or is there a new aftermarket solution?

I own a 1984 A36 in Wisconsin, where humidity is often high in spring/summer. My aircraft is stored in a heated hangar set to 43 degrees in winter and dehumidified to 50 percent humidity in the summer. I did have an engine IRAN recently, corrosion on a valve that required replacing the camshaft. I suspect this may have been partially caused by not flying enough and possibly by not running the oil long enough and hot enough when I do fly. I’ve been reading about engine dehydrators, especially the BlackMax and Drybot products. Two of my Bonanza buddies use these (one uses each brand). From my reading, it appears that the Drybot is both a bit more reliable and gets the air dryer than the Blackmax. My questions: