A modern instrument panel full of sophisticated avionics equipment
New engine? Check. New turbonormalizer system? Check. New propeller? Check. New avionics? Check. What's left? It would be nice if we were half done. But we still have lots to do on AOPA's 2001 Sweepstakes Bonanza project airplane. A TKS weeping-wing ice protection system will be installed in Salina, Kansas. Then the Bonanza will be flown to Murmer Aircraft Services in Arcola, Texas, so Doug and Teresa Kelly can install Beryl D'Shannon aileron and flap gap seals and solar gray-tinted side windows. The Kellys specialize in installing Beryl D'Shannon (BDS) modifications. After the BDS modifications are installed, the Bonanza paint experts at Murmer will apply the unique sweepstakes Bonanza paint design by Craig Barnett of Scheme Designers. According to our carefully organized schedule, this should take most of June and July.
The sweepstakes Bonanza will be at the AOPA exhibit site at EAA AirVenture 2001 (aka Oshkosh). Stop by to see a beautifully equipped airplane. The upgrade and refurbishment chores should be completed by that time, except for the installation of Dennis Wolter's interior. That task awaits late summer. Wolter, owner of Air Mod in Batavia, Ohio, is well known for his innovative and high-quality interiors.
An incredible amount of planning, very generous support in the form of equipment and labor from a long list of contributors, and a lot of very talented and hardworking people have pitched in to make the sweepstakes Bonanza a dream airplane. It's a shame that every AOPA member can't take it home for a week — it really is quite an airplane.
As in any project this size — more than 30 different companies have contributed to the sweepstakes Bonanza airplane — there have been a few surprises, but that can be expected during a total airplane refurbishment.
In a project that stretches over a year, schedules are often wishful thinking, especially when there's a deadline to meet. Last month you read that the projected completion of the avionics installation would be the first week in May. As I write this it's Monday, May 21, and the airplane is scheduled to be finished on Wednesday, May 23. If there's fault to be assigned for this delay, it probably lies with me, Associate Editor Steve Ells, because I kept calling the staff at J.A. Air Center and adding another page to the project board.
The dreaded phone call
Ringggg: Excuse me, do you think it would slow things down if your team could install a set of Aero Tech Services fuel bladders? Ringggg: It wouldn't be too much trouble to have your mechanics install a complete Whelen Aero Flash three-light strobe system, would it? Ringggg: I was hoping you could remove the J.L. Osborne tip tanks and ship them to California so Osborne can refurbish them; that isn't a problem, is it? Ringggg: Oh yeah, I forgot to tell you that the old yokes and wheels are going to be removed and we're going to install a new yoke and two new control wheels from Cygnet Aerospace. Ringggg: Guess what! We're going to put a SIRS Products compass on the glareshield in place of the old Airpath unit. Yada, yada, yada.
The well-mannered and competent staff at J.A. never came right out and pointed the finger at me, but it was soon obvious whom the avionics installers thought caused the slowdown. On the side of the airplane was a bright-red handcrafted universal warning sign. In the red circle was a picture of a wrench — with a red diagonal slash across the face. Were they joking? Perhaps — after all, this was the same crew that had pasted an official-looking sign saying, "Caution HOT AIR BLAST" on the door of J.A.'s maintenance office.
To J.A. Air Center's credit, it had been able to keep very close to the schedule in spite of my unending stream of amendments to the project outline.
The panel
Last month the layout of the panel was described. The slightly right-of-center radio stack is topped by the programmer/controller for the S-Tec System Fifty Five X two-axis flight control system, followed by a Garmin avionics suite including their GMA 340 (audio panel, marker beacon receiver, intercom), a GNS 530 (moving map GPS, nav/com,), a GNS 430 (slightly smaller moving map, GPS, nav/com), and their solid-state GTX 327 transponder. The 530 and the 430 have capabilities that had never been seen before in general aviation avionics. When a single unit contains a WAAS-upgradeable, approach-certified GPS with a moving-map display, combined with nav and com radios, that's impressive. Add a logical menu-driven operating system that puts the power of a Jeppesen database readily at hand, and it's no wonder that these units are selling like snow cones in August.
Because of clever sheet-metal work by the J.A. installers, the Garmin and S-Tec boxes mounted in the radio stack are all canted toward the pilot for better viewing.
On the far right side of the panel is the Avionics Innovations CD player with AM/FM radio. Above the CD player is a small glove- or chart box.
Other panel-mounted components of the S-Tec System Fifty Five X system are a turn coordinator, and, in the upper left of the panel, an altitude selector/alerter, and mode annunciator.
Directly in front of the pilot are the two LCDs of the Meggitt EFIS system — the primary flight display (PFD) and the navigation display (ND).
Other systems that have been woven into the available panel space are the J.P. Instruments EDM-800 engine monitor display; the J.L. Osborne wingtip fuel tank quantity gauge and transfer pump control switches; a remote ELT on/off switch; and a vacuum gauge. The only hole in the panel as the sweepstakes Bonanza left DuPage Airport was a cutout for the TKS Ice Protection System control unit.
In addition to these obvious touches, there's an overload warning light for the B&C Specialty Products standby alternator, an alternator overvoltage warning light, and the P2 landing gear and overspeed audio muting switch.
The P2 audio gear and overspeed warning unit was being adjusted during my visit. If the airspeed drops below the approach airspeed and the landing gear is not fully down and locked, the pilot hears a voice repeatedly saying, "Check gear...check gear." When the gear is down and locked, a very calm and reassuring voice announces, "Gear is down for landing." If the airspeed approaches V NE, another voice repeatedly announces, "Overspeed ... overspeed." A lighted panel-mounted button can be pushed to mute the audio warnings.
The only post light on the panel is above the original flap position gauges — all other instruments and avionics are internally lit. The panel has been painted a light tan.
J.A. Air Center technicians crafted a unique switch panel located below the ND screen. Bonanza owners generally rave about the handling and speed of their airplanes, but they also tend to mutter a little about the position of some switches — they're mounted low and are often hard to see. The J.A switch panel, which is internally lighted, relocates the following controls to the lower pilot's instrument panel: magneto switch, battery master, alternator, standby alternator, EFIS master, avionics master, EFIS dimmer, and EFIS power #1 and #2.
The redundant EFIS power supplies were necessary for certification since we needed to install power converters to boost the aircraft voltage (14 VDC) up to 28 volts. To ensure that a power converter failure wouldn't take out the EFIS system, we installed two.
Avionics interplay
Not too long ago, avionics interconnection was nonexistent. When pilots dialed in a VOR frequency, the airplane's position on a radial could be determined only after spinning the OBS knob until From was in the window and the needle was centered. It took at least two frequency changes (or two nav radios) and some knob turning to plot an airplane's position. At best, this system was time consuming and inexact. By the time a fix was determined by using two VORs, the airplane had moved. Today all the avionics are interconnected and are constantly trading data. This eases the pilot's workload by continuously providing position information and other data that only a few years ago had to be laboriously ciphered from an E-6B (remember the wind triangle) or accumulated, often by rattling a sectional chart from one side of the cabin to the other.
The avionics suite in the sweepstakes Bonanza is a modern panel so there is a constant interplay of data between different avionics and instrument panel units. Fuel flow data is fed from the J.P. Instruments EDM-800 to the Garmin GPS units, with all pertinent fuel information (such as range at present consumption and wind conditions, current fuel flow, and fuel remaining) being instantly available when the pilot needs it. Any lightning detected by the Goodrich Stormscope WX-500 is automatically fed to one of the pages on both of the Garmin GNS units.
The PFD continuously displays airspeed, vertical speed, and horizontal position from the air data attitude heading reference system unit, and the ND displays data from the Garmin GPS units. Four different LCDs express the meaning of "glass cockpit."
Skin mapping
When I arrived at J.A. Air Center in West Chicago, Illinois, the avionics crew was skin mapping the airplane. The Goodrich Stormscope WX-500 is engineered to detect lightning discharges. The intensity, range, and bearing of all lightning discharges is displayed on the Garmin GNS units, and is instantly available to the pilot. This information is critical for safety because thunderstorms always generate lightning, and fully developed thunderstorms are easily capable of dashing airplanes to the ground, without any respect for the company that labored hard to produce the airplane, the FAA-mandated structural limits, or the pilot's total hours. Staying at least 25 miles away from lightning discharges prevents encounters with mature thunderstorms.
Since electrical components such as autopilot servos and strobe light systems radiate small amounts of radio frequency interference during operation, and the WX-500 is designed to pick up electrical signals (generated by far-off lightning), it's critical to place the antenna in a position where there's very little airplane-generated interference. That's where the skin mapping comes in. By using a special receiver and antenna that measures the amount of interference at different airframe locations, a low-noise position can be determined. On the sweepstakes Bonanza, this low-noise position turned out to be just forward of the tail cone on the belly.
Circuit breakers
Safety is the determining factor in many of the equipment decisions arrived at during our project planning. Some of the safety decisions are so obvious that there was no discussion at all. Others are less obvious. Shoulder harnesses are obvious. No airplane should take off unless the occupants are restrained by a set of shoulder harnesses.
Circuit breakers are a little less obvious. The original circuit breakers in the sweepstakes Bonanza, with the exception of the alternator breaker, could not be pulled (opened) by the pilot. Since few, if any, circuit breakers are ever tested, and since pullable circuit breakers give the pilot one more level of control if there's ever an electrical problem, we removed all the original breakers and replaced them with new circuit breakers that could be pulled in case of an emergency.
J.A. Air Center created a modern instrument panel full of sophisticated avionics equipment. Modern solid-state aviation electronics have progressed to the point where safety is enhanced because of the increased navigation, communication, positioning, and auto-flight capabilities of this equipment; yet the total electrical current draw for the panel, with lighting turned up bright, is only 20 amps. Today's avionics do much more, using less power, and provide more information than was thought possible even five years ago.
Next month, the sweepstakes Bonanza update will feature the installation of a TKS Ice Protection System.
E-mail the author at [email protected].
Contributors
AOPA would like to thank the following companies that are donating or discounting their products and services to refurbish AOPA's 2001 Bonanza Sweepstakes project or are otherwise assisting with the project.
Engine compartment paint
Ada Aircraft Painting LLC, 2800 Airport Rd, Hangar D, Ada, Oklahoma 74820; telephone 580/332-6086; fax 580/332-4547; e-mail [email protected].
Fuel cells (bladders)
Aero-Tech Services, Inc., 8354 Secura Way, Santa Fe Springs, California 90670; telephone 562/696-1128; fax 562/945-1328.
Inertia reels, seat belts, and shoulder harnesses
Aircraft Belts, Inc., 200 Anders Lane, Kemah, Texas 77565; telephone 281/334-3004; fax 281/538-2225; www.aircraftbelts.com.
Medeco door locks
Aircraft Security and Alert, 3863 Royal Lane, Dallas, Texas 75229; telephone 214/956-9563; fax 214/956-9960; www.aircraftsecurityalert.com.
Interior
Air Mod, 2025 Sporty's Drive, Clermont County Airport, Batavia, Ohio 45103; telephone 513/732-6688; www.airmod.com.
Paint
Alpha Coatings, Inc., 310 West 12th St., Washington, Missouri 63090; telephone 800 875-3903; fax 636 390-3906; www.alphacoatings.com.
Technical guidance and one-year free membership for winner
American Bonanza Society, P.O. Box 12888, Wichita, Kansas 67277; telephone 316/945-1700; fax 316/945-1710; www.bonanza.org.
AM/FM radio with CD player
Avionics Innovations, Inc., 2450 Montecito Rd., Ramona, California 92065; telephone 760/788 2602; fax 760/789 7098; www.avionicsinnovations.com.
Sun visors
Ayers, Inc., 2006 Palomar Airport Road, Carlsbad, California 92008; telephone 760/431-7600; fax 760/431-2848.
Standby alternator system
B&C Specialty Products, Inc., 123 East 4th, Newton, Kansas 67114; telephone 316/283-8000; www.bandcspecialty.com.
Sloped windshield, windows, vortex generators, aileron and flap gap seals
Beryl D'Shannon Aviation Specialties, Inc., P.O. Box 27966, Golden Valley, Minnesota 55427; telephone 800/328-4629 or 763/535-0505; fax 763/535-3759; www.beryldshannon.com.
Proficiency course for winner and spouse
Bonanza/Baron Pilot Proficiency Program, Inc., Mid-Continent Airport, P.O. Box 12888, Wichita, Kansas 67277; telephone 970/377-1877; fax 970/377-1512; e-mail [email protected]; www.bppp.org.
Prepurchase inspection assistance
Coastal Valley Aviation, Inc., 3119 Liberator St., Santa Maria, California 93455; telephone 805/928-7701; fax 805/928-4427; www.coastalvalleyaviation.com.
Aircraft battery
Concorde Battery Corporation, 2009 San Bernardino Road, West Covina, California 91792; telephone 626-813-1234; fax 626-813-1235; www.concordebattery.com.
Dual control yoke and control wheels
Cygnet Aerospace Corporation, , P.O. Box 6603, Los Osos, California 93412; telephone 805/528-2376; fax 805/528 2377; www.cygnet-aero.com.
Engine oil analysis kits
Engine Oil Analysis, 7820 South 70th East Avenue, Tulsa, Oklahoma 74133; telephone/fax 918/492-5844; e-mail [email protected].
Engine oil
ExxonMobil Aviation Lubricants, 7400 Beaufont Springs Drive, Suite 410, Richmond, Virginia 23225; telephone 804-743-5762; fax: 804-743-5784; www.exxon.com/exxon_lubes/aviation_fr.html.
Avionics suite (including audio panel / marker beacon / intercom, transponder, and dual nav / com / GPS units)
Garmin International, 1200 East 151st St., Olathe, Kansas 66062; telephone 913/397-8200; fax 913/397-8282; www.garmin.com.
Precision matched fuel injection nozzles
General Aviation Modifications, Inc., 2800 Airport Rd., Hangar A, Ada, Oklahoma 74820; telephone 888-FLY-GAMI, 580/436-4833; fax 580/436-6622; www.gami.com.
Tires and tubes
Goodyear Tire and Rubber Company, 1144 E. Market Street, Akron, Ohio 44316; telephone 330/796-6323; fax 330/796-6535; www.goodyear.com.
Avionics and instrument panel installation
J. A. Air Center, DuPage Airport, 3N060 Powis Rd., West Chicago, Illinois 60185; telephone 800/323-5966 or 630/584-3200; fax 630/584-7883; www.jaair.com.
Wing tip fuel tank system
J. L. Osborne, Inc.,, 18173 Osborne Rd., Victorville, California 92392; telephone 800/963 8477, 760/245 8477; fax 760/245 5735; www.jlosborne.com.
Engine monitor
J.P. Instruments Inc., 3185-B Airway Ave., Costa Mesa, California 92626; telephone 800/345-4574, 714/557-3805; fax 714/557-9840; www.jpinstruments.com.
Beryl D'Shannon upgrade and modification installations
Therese and Doug Kelly, Rt 2, Box R45, Military Highway, Mercedes, Texas; telephone 888/787-0689.
Propeller
McCauley Propeller Systems, 3535 McCauley Drive, Vandalia, Ohio 45377; telephone 800/621-PROP or 937/890-5246; fax 937/890-6001; www.mccauley.textron.com.
MAGIC EFIS display system
Meggitt Avionics, Inc., 10 Ammon Drive, Manchester, New Hampshire 03103; telephone 603/669-0940; fax 603/669-0931; www.meggittavi.com.
Four-place oxygen system with Electronic Delivery System (EDS)
Mountain High E & S Company, 625 S.E. Salmon Avenue, Redmond, Oregon 97756-8696; telephone 800/468-8185, 541/923-4100; fax 541/923-4141; www.mhoxygen.com.
Paint
Murmer Aircraft Services, Houston SW Airport, 503 McKeever Rd. #1504, Arcola, Texas 77583; telephone 281/431 3030; fax 281/431 3031; www.murmerair.com.
Rebuilt seat back assist cylinders
G. Nichols & Co., 1923 Jackson Street, St. Clair, Michigan 48079; telephone 810/329-7083.
Audio landing gear and overspeed (Vne) warning system
P2, Inc., P.O. Box 26, Mound, Minnesota 55364-0026; telephone 888/921-8359, 952/472-2577; fax 952/472-7071; www.p2inc.com.
Landing gear retraction boot set
Performance Aero, East Kansas City Airport, Hangar L-1, Grain Valley, Missouri 64029; telephone 800/200-3141 or 816/847-5588; fax 816/847-5599; www.bonanza.org/performance/.
Airplane dealer
San Diego Aircraft Sales, Gillespie Field, 1987 N. Marshall Ave., Ste. 110, El Cajon, California 92020; telephone 619/562-0990; fax 619/562-0121; www.sandiegoac.com.
Paint design
Scheme Designers, 277 Tom Hunter Road, Fort Lee, New Jersey 07024, 201-947-5889; www.schemedesigners.com.
Magnetic compass
SIRS Product Services, 25422 Trabuco Rd. #105, PMB 436, Lake Forest, California 92630 telephone 310/325-3422; fax 949/951-0778; www.sirsproducts.com.
Cabin sound suppression kit
Skandia Inc., 5002 North Highway 251, Davis Junction, Illinois 61020; telephone 815/393-4600; fax 815/393-4814; www.skandia-inc.com.
Camloc cowling fasteners
Skybolt Aerospace Fasteners, 9000 Airport Road, Leesburg Municipal Airport, Leesburg, Florida 34788; telephone 352/326-0001; fax 352/326-0011; www.skybolt.com.
Autopilot and EFIS certification
S-Tec Corporation, One S-Tec Way, Municipal Airport, Mineral Wells, Texas 76067; telephone 940/325-9406; fax 940/325-3904; www.s-tec.com.
Engine
Superior Air Parts, Inc., 14280 Gillis Rd, Dallas, Texas 75244; telephone 972/233-4433; fax 972/233-8809; www.superiorairparts.com.
Airframe anti-ice system
TKS Ice Protection Systems, 3213 Arnold Ave., Salina, Kansas 67401; telephone 888/865-5511 or 785/493-0946; fax 785/493-0959; www.weepingwings.com.
Turbonormalizer system and annual inspection
Tornado Alley Turbo, Inc., 300 Airport Rd, Ada, Oklahoma 74820; telephone 877/359-8284 or 580/332-3510; fax 580/332-4577; www.taturbo.com.
Engine buildup and test
Western Skyways, Inc., 1865 Launa Dr., Montrose, Colorado 81401; telephone 800/575-9929 or 970/249-0232; fax 970/249-4155; www.westernskyways.com.
Strobe lights
Whelen Engineering Co., Route 145, Winthrop Road, Chester, Connecticut 06412-0684; telephone 860/526-9504; fax 860/526-4078; www.whelen.com.
