Bonanza F33A

As we head into the last few months of 2026, and as I celebrate the anniversary that marks two wonderfully fulfilling years working for ABS, I’ve been reflecting on the tangible, impactful ways our membership has supported our mission of Protecting Lives and Preserving the Beechcraft® Fleet.

The American Bonanza Society was founded nearly 60 years ago for members to share what they’ve learned about flying and maintaining their airplanes with other Beech owners. For most of its history this sharing was almost exclusively done through the ABS newsletter and later ABS Magazine, and at the ABS Convention. Our magazine continues to be the single greatest resource to share information, followed closely by distance learning through the ABS website and ABS’s YouTube channel. Help fulfill the original (and continuing) purpose of ABS. Here’s how:

Like many pilots, I often fly without my spouse for various reasons, but I still want to keep them updated on where I am, where I’m going, whether I’ve diverted, when I’m about to arrive, and when I’ve arrived.

In the fall of 2025, we realized that the Southwest Bonanza Society had quietly passed a major milestone—50 years since its founding in 1975. By the time we figured it out, it was a little late to plan a proper Golden Anniversary celebration, so naturally we decided on a 50+1 Anniversary Event instead.

Do you have the experience, perspective and commitment to help guide the future of the American Bonanza Society?

I am evaluating a 1978 A36 Bonanza. The airplane has a documented 0.20” crack in the right forward spar web face protruding from a Huck bolt fastener. The crack has been documented under Airworthiness Directive 95-04-03 since at least 2014, with no recorded growth. Before I proceed with a prebuy, I’d appreciate an opinion on whether this history is consistent with what you’ve seen and what additional inspection you would recommend. If the crack progresses, what are the risks and costs associated with it?

The IO-520BB in my V35B has a fuel flow (FF) of 23.7 gallons per hour (GPH), quickly going to 23.5 GPH when takeoff power is set and during the ground roll. Airport at sea level and 27°C. I believe that increasing the FF would have a positive effect on cooling the cylinders. GAMI injectors and baffling will be installed during winter. What would be the ideal FF setting? Note: My engine speed is restricted to 2600 revolutions per minute.

I’m resurrecting a G35 and am going through the exhaust system. Upon examining the muffler on the right side, we’ve found there is no flame cone inside the muffler. Is this normal, or is there supposed to be a flame cone? This is part number 189. The overall condition of the muffler is good.

When reading this [April 2026] article with sadness, I remember Ron as a remarkable aviator and instructor. My 2001 Bo was in LAL for almost a year. After receiving a much-delayed A36 N25Q total avionics panel upgrade from Gulf Coast Avionics with a new Garmin 500 TXI, Garmin Autopilot, first Bo with SafeGlide and many maintenance adjustments from Double M, I was anxious to test the panel out along with a BFR/IPC. When I asked ABS who to call, Ron was highly recommended. Reaching out to Ron for this test flight was met with interest and excitement. Ron and I tested all equipment and the new safe glide system. I will always cherish meeting Ron and learning from his experiences.—Tom Powers

I have always been infatuated with aviation. As a kid, I started with building models, 1/48 Monogram models exclusively of the great WWII fighters, Thunderbolt, Lightning, etc. In 1975, I got my first ride in a Grumman Tiger out of Richmond Airport with a buddy, a night VFR ride. We flew over the lights of Cleveland—beautiful. I joined the ROTC program at Kent State University in 1977 and got one of two pilot slots the university had that year. I completed undergraduate pilot training at Laughlin AFB in Del Rio, “By the Sea,” Texas, then got an F-4 in the assignment night drop and reported to George AFB (now closed).

A 14- or 28-volt, 1/5- to 1/4-horsepower, intermittent-duty, split-field, series-wound, direct-current (DC) motor operates the landing gear. As shown in the motor schematic (Figure 1), the split-field motor has two field windings (also referred to as field coils) to turn the armature in one direction or the other for gear-up or gear-down operation. A series-wound motor has inherently high starting torque, which is necessary for operating the Beech mechanical landing gear. In this type of motor, the armature and field windings are connected in electrical series via the carbon brushes riding against the armature commutator.

Thank you for the tremendous member turnout at our virtual ABS/ASF annual meeting. More than 200 members registered, and most joined us. I am both honored and excited to serve as your president this coming year, and I will do my best to uphold the high standards that have long defined ABS.

It happens every year. You provide the requested information, review the quotes, and pay the premium for your aircraft insurance policy and receive the policy by email from your agent. This feels like the end of the insurance buying process. But as the great football coach Lee Corso would say, “Not so fast, my friend.”

As of August 31, 2026, there have been 78 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.

My A36 just had a RAM-overhauled Continental IO-550B installed with an existing Tornado Alley Whirlwind System II turbonormalizer. I also had the cylinders Nickel+Carbide coated. I am coming up on 25 hours of break-in flight. It still sits just below nine quarts of oil after approximately 20 hours of operation—no oil added to date. I have received lots of thoughts as to when this is broken in, ranging from 10 hours to 100 hours. The documentation from RAM indicates that at 25 hours the engine is broken in, if I am reading it correctly. As far as I can tell, I can switch from mineral oil after 25 hours and return to full, normal operations. Does this sound accurate?