Bonanza B35

It is one of the most frequent requests that we receive. An entity has asked to be included as an additional insured on your aircraft insurance policy.

The Northeast Bonanza Group will host a Spring Fly-In on May 29-30 at Stafford Regional Airport (KRMN) in historic Fredericksburg, Virginia.

ABS extends condolences to the families and friends of these ABS members who recently passed away:

My G36 has a portable carbon monoxide (CO) detector, the AV8 model from SensorCon, mounted on the instrument panel. It detects non-zero levels of CO, but only when on the ground or in the first minute or two of takeoff climb. The readings are in the teens or low 20s parts per million (ppm) during taxi and will get up to a peak level around 40 ppm during the climb. Once I level off, or even get to a cruise climb attitude, the level goes to zero and remains there for the duration of the flight. I have had two mechanics check the exhaust system for leaks and it looks fine. According to OSHA, this degree of exposure should not cause problems, as described in this data I found online. It still makes me a bit squeamish.

I get a high-pitched whistle in the cabin of my V35 sometimes. I’ve had ATC inform me it affects communication readability. My shop suggested it could be a vacuum leak and to press on the glass of the artificial horizon. This has no effect. What does affect the cockpit whistle is the change in aircraft pitch. Pitching up seems to slightly increase it while pitching down causes it to stop. On aircraft pitch down, the whistle stops before any real increase in speed. Also, the whistle seems to initiate and continue at lower altitudes. Usually it starts right after takeoff, but I’ve never experienced it at cruising altitudes above 8,000 feet. This doesn’t happen on every flight; maybe one out of every four and usually if the temperatures are a bit warmer (80°+ F).

ABS extends a warm welcome to this member who recently became an ABS Life Member: Year indicates when the member originally joined ABS.

Due to the various mods and small clean-up items on my P35’s IO-550 installation, I have found myself back at annual time with 15 hours on the new engine. The question is: What would be the appropriate maintenance log entry in regard to the compression check numbers? Rings are not fully seated, and I would rather not have low numbers in the book.Bottom of Form

Does ABS have a flight control rigging manual similar to the landing gear manual?

This article covers a task or procedure that must be performed or directly supervised and endorsed in writing in the aircraft’s airframe log by a certificated mechanic. It is included to help professional mechanics maintain our members’ airplanes better. If you have advice for A&Ps please send your article and high-resolution photos to magazine@bonanza.org.

As of March 31, 2026, there have been 26 reported accidents involving Beech Bonanzas, Debonairs, Barons, and Travel Airs this year. All information is preliminary and subject to revision as the final, official investigations conclude. Please review the trends suggested by these reports and develop a training and practice plan to help you avoid repeating accident history.

Looking into having my 95-A55 windshield replaced. Was wondering what is the latest and greatest brand and source?

Used wisely, AI is another tool in the hangar—not another pilot in the cockpit.

At the end of March, 19 aircraft and 34 Southwest and Southeastern ABS members and spouses met in Mobile for a terrific, fun-filled four days.

I have replaced the auxiliary fuel pump and had the fuel selector valve rebuilt in my V35B. Upon initial startup, I prime the engine with high boost, and the fuel flow only goes up to five gallons per hour (gph). It is difficult to start and will only stay running with the high boost on. Prior to this problem, it would always register 15 gph and stabilize there quickly. There is no difference in selecting the left or right position on the fuel selector valve. We checked for leaks and didn’t see any. The fuel overflow on the lower right cowling discharges the excess fuel fairly quickly, so it is getting fuel. Is there something else obvious to check? How much pressure is the high boost supposed to be putting out?

Since the annual on my V35B last year, I have had my flow divider, engine-driven fuel pump, throttle, and mixture control valve all replaced due to the same general issue of my IO-550B stalling on rollout at low RPM. This all started right after the annual, where I had the #2 cylinder replaced due to a burnt exhaust valve. It got better for a couple of months after a second flow divider was put in and the fuel setup was redone, but on rollout yesterday after a flight it stalled again in the exact same way. If I land with the auxiliary fuel pump on low, there are no issues with stalling. This tells me that the low end of the fuel setup is not correct. When cold, I can start the engine as normal and don’t need the boost pump afterward at all. There are no issues in flight, and I can fly lean of peak just fine. Testing on the ground, after a flight with the engine hot, below 1100 RPM, the engine gets rough and wants to cut out unless I have the boost fuel pump on low. The other thing that has changed with my recent…