Travel Air B95

I’m thankful for the ABS learning course I did. The landing gear would not go down in my 35-B33 Debonair today. When I realized it wasn’t going down, I checked the circuit breaker and it was good, so I pulled it and pushed it back in and tried again: nothing. I pulled the breaker again and began to crank, 50 turns and got a green light. I flew back to my home base with the gear down. The tower let me know the gear was down but after landing the light went out. Could this be a sensor problem or a motor issue?

I’m installing a D’Shannon instrument panel in my G35. Is it recommended that bus bars go on the upper or lower set of screws in circuit breaker?

I’ve had the opportunity for the past couple of years to serve as chairman of the ABS Board’s Nominating Committee. By rule, the nominating committee consists of one current Board member and two former members. Serving with me this year were Phil Jossi and Michael Madigan—both of whom were former two-term Board members and former ABS Presidents.

My wife and I purchased a beautiful Cessna 172 that she used to earn her Private Pilot certificate. We then both used it for our instrument ratings and I got my Commercial certificate with single-engine rating.

I have 1964 Debonair and the previous owner installed a new IO-470N in it. I appreciate the bigger engine and I certainly want to take care of it. I’ve seen videos of the rich of peak (ROP) and lean of peak (LOP) methods from Continental on the technique, but my question is, how do I determine what “peak” is? I’m having trouble getting that information, or understanding it anyway.

My A36 is model year 2000 with factory air conditioning. I understand that in 2014 the air conditioning had significant improvements. If so, can anyone recommend a shop where my airplane can be upgraded to the new style?

Imagine this scenario. You’re working on your medical certification, and you’re told that a prior surgery, diagnosis, or treatment from years ago now requires documentation for FAA review. Maybe you haven’t even had your FAA exam yet and are trying to be proactive. Or maybe you already sat for your AME exam and later received a letter from the FAA Office of Aerospace Medicine requesting additional medical records.

Our first seven years of Bonanza ownership were defined by countless days of disassembly, inspection, cleaning, and reassembly. Those long restoration days in the hangar were often complemented by future planning moments far from the airplane itself, as my family traveled the world, to places like Warsaw, Poland, and a live-aboard dive boat in the Bahamas. No matter where we were, we inevitably found ourselves talking about Bonanzas. Some of the best ideas for our 1948 Model 35 came while we were thousands of miles away from it.

Ratings: Commercial Single/Multi-Engine Land, CFI/CFII

A friend of mine had his engine rebuilt, and I noticed he had a Challenger (K&N style) air filter. I’ve used these high-flow filters in cars before. I just put one in my A35 with the E-225 engine; what a big performance difference it made versus its old oil sponge filter. It doesn’t have the carburetor backfire screen like the old filter in its placement rack, and the new filter is FAA approved. Does anyone have any issues or experiences with Challenger filters in airplanes?

There’s a special kind of magic that comes with slipping the surly bonds of earth in our Beechcraft® airplanes, charting your own course to remote islands, hidden valleys, and vibrant towns scattered across the United States and the Caribbean. Few experience the joy of flying a Beechcraft® Bonanza, Debonair, Travel Air, or Baron—airplanes synonymous with performance, reliability, and adventure. These aircraft aren’t just machines; they’re keys to a world of scenic wonders and unforgettable journeys.

The mantra, when used for operations like gear extension, is: Limitation –Operations –Indication. The pilot will check safe speed (Limitation), operate the gear lever (Operation), and confirm the gear is extended and locked with the three green gear down lights (Indication). Arguably, the L-O-I mantra is applicable to autopilot operation as well.

Why in the world would a popped door bring down a beautiful $1.5M Beechcraft® Bonanza? Oh, wait, were people involved? Simple distraction – again? What can be done?

ABS Air Safety Foundation is a 501(c)(3) not-for-profit charitable corporation. One of the requirements of this Internal Revenue Service designation is that the charity serves the larger community. Most of the products and services of ASF are directed at Beech owners and require ABS membership for access or to participate. But ASF has a long history of influencing aviation safety and education in the broader general aviation community as well. It’s an IRS requirement, and it’s the right thing to do.

My V35B has the Tornado Alley Turbo turbonormalizing system on an IO-550. When I go through the starting procedure normally, I turn on the high boost pump for a few seconds until the fuel flow peaks around 15 gallons per hour, then turn it off and start. When I do that procedure now, the fuel flow gauge barely budges and it is difficult to start. I was able to get it started and it would only run with the boost pump on high. Is this indicative of a boost pump failure, fuel pump failure, or something else?