Paint and Interior

We are finally approaching completion. The interior is finished and will be installed after the painting is complete. Following the completion of the interior, the panels were removed to prevent any possible damage during the paint stripping process.

The instrument panel is complete and the new interior panels have been installed. Note the map pocket on the lower pilot's side, as well as the carpeted center console.

Custom painted door frame with the interior panel attached.

Rear side panels - pilot side.

Pilot and co-pilot seats. Note the new adjustable hardware. This really helps my partner in the airplane who is over 6' tall - this will be the first B35 he is able to comfortably fly!

And a nice pocket on the back of the front seats.

High-back seats for the rear passengers. All seats are fully supported with "Comfor-Foam".

Following the interior work, the aircraft went to SunQuest Air Specialties for the custom paint job. The aircraft was completely stripped, treated for corrosion protection and all minor imperfections were repaired. The photos below show the progress of this process.










During the stripping process, next to no corrosion was found and the skin is in excellent shape. Some minor defects from previous hail damage were repaired. The ruddervators were the original magnesium and we were delighted to find that they were essentially free of any corrosion. Unusual in a 60-year-old airplane!

All control surfaces were removed and will be separately treated to prevent corrosion, re-balanced and reinstalled.

Target completion date is June 14th!

Engine Start

At the end of January, we are finally ready to start the engine and complete the testing of the engine monitor and other equipment.

Only two tries and the engine fired right up. Ran beautifully and everything seemed to be working. Other than some adjustments required on the Xerion Engine Monitor, we are ready to continue the commissioning process. A bit surprising after a three-year rest, but a good outcome for sure!

And on March 18, 2010, the owner of Aviation Research delivered the airplane to me here in Eugene. I flew back with him to Sandy River and brought the airplane home. Unfortunately, the weather turned bad, and the airplane sat in the hangar for several days.

With Oshkosh again approaching rapidly, I made the decision to take the airplane to paint and interior right away. There were very few problems identified on the initial flight, and I felt that we needed to take advantage of the time. On Saturday, March 29, we flew the airplane to Everett and delivered it to Cannon aircraft Interiors. They started on the interior on Monday, March 29, and the paint is scheduled to start on the 18th of May. Target completion is June 1, which should allow time for minor bugs to be worked out before I head to Bremerton, WA for some formation flight training.

Another week and I will be flying!

In spite of all the frustrations and delays, the day of final completion is approaching. After nearly two and a half years, the airplane was towed to the ramp and the re-installed engine started. Two trys, a bit of boost pump and the IO-470 was running beautifully. Smooth as silk, as they say.


Unfortunately, during the initial runup it was apparent that the engine instruments displayed on the AuRACLE were not properly displaying engine data. Although the EGT and CHT displayed correctly, manifold pressure, oil pressure, fuel pressure, fuel flow and RPM were all missing. So the monitor was removed and returned to Ultra Electronics for repairs.

Yesterday, February 13, I returned to aviation Research to assist in the calibration of the digital fuel gauges. We selected gauges from Aerospace Logic as the primary fuel display system. Each gauge displays fuel status of two tanks using two bar graphs and a digital readout of fuel quantity, selectable by tank. The fuel level senders in the main tanks are 0 - 30 ohm senders and the gauge for the main tank was calibrated using this information. The 3 unusable gallons were added to each main tank, and then one gallon at a time, we filled the tanks and calibrated the gauges. Following the mains, we calibrated the tip tanks, which use 0 - 90 ohm senders. During this process, we discovered that the Osborne tip tanks actually hold 22 usable gallons each!

And now, all that remains is to reinstall the engine monitor, complete the paperwork and start flying the airplane. Again, I feel compelled to praise the folks at Aviation Research Systems. Jerry and Felicia operate a truly first class facility. Considering Bill, the avionics wizard and Felix, the sheet metal guru and mechanic extraordinaire, the is the place to bring a Bonanza!!

Will it REALLY ever be completed?

I spoke yesterday with Bill, the avionics technician who has been diligently working on the airplane since September 2009. It appears that all the changes required by Xerion, Aspen, S-TEC and others have now been completed. The airplane may actually be run up next week for the first time since November, 2007.

Here is Bill doing some final testing.

And a photo of the proud owner hoping this is nearly complete!

Part of the challenge has been the installation of the recently approved Aspen MFD. This unit is presently configured as a PFD, for primary flight information and full redundancy. The switch to the Multi Function Display (MFD) has required some wiring changes, and Aspen recently issued a dirrective that there shall be a disconnect switch for EACH PFD or MFD unit. The original installation provided a single disconnect for the two Aspen units. But that is now resolved, and next week should be a big event.

Nearly finished instrument panel - this time with all the wiring hooked up!

We also found a neat passenger light for the rear seat. This is a single LED light, fully adjustable, and supplied at a very reasonable cost by Cockpit Lights .

I will do another update next week after the final testing is complete.

Estimated completion December 2009

Seems like this is the never-ending project. All the small details keep getting finished, but it seems that as soon as one item is removed from the squawk list, two others take its place.


Following the completion of the gear door upgrade, we swung the gear to check the fit of the doors. All seemed OK, but when the gear reached the full up position, the gear circuit breaker tripped. Checking on the micro-switch adjustment, we found that the tab on the gear mechanism that operates the micro-switch was bent, allowing the gear motor to continue to run after the gear was up. So we installed a new tab.


The gyro panel is now complete and working. Since the Aspen EFD 1000 was originally installed, the units have been upgraded and Aspen is sending two new units to replace the original units. All at no charge to me (credit Aspen with GREAT customer support).

This photo shows the gyro panel with the pitot and static lines connected.

Much neater now that all the wiring has been tied in a harness and connectors added to allow servicing of the avionics without totally disassembling the panel.

The backup horizon is now installed and plumbed. This is the only vacuum instrument in the airplane.

My mechanic is feeling pretty good about the status of the project. He has been responsible for the manufacture of literally dozens of parts that are nearly impossible to find for this vintage aircraft. He is a true craftsman with aluminum.

Almost Done??!!

So Friday September 11 Aviation Research sent me some photos, shown above. It looks like the project really is approaching completion!!

A Two-Year Project

On Friday, September 4, I went to the Sandy River Airport to see about the progress on my airplane. The sight of the airplane sitting in the hangar by the door, looking for all the world like it was ready to fly, was exciting. It wasn't until I got to the airplane that I realized that a lot of work remains.


This photo shows the final stages of the construction of the wiring harness. The gyro panel is scheduled for installation later this month, and final testing should be completed by the end of the month. I had no idea that the addition of all the avionics would be so complicated. Aviation Research Systems continues to test and re-test every connection. All the wiring is tagged every 6" with a hot stamp identifying the wire and where it goes. Space for everything is at a premium and there is absolutely no more room to add anything (according to Bill, the avionics tech).


The Xerion engine monitor CPU mounts on the engine side of the firewall and has required the installation of multiple connectors (three, I believe) so that the inside display can be removed for service. Xerion was recently acquired by Ultra Electronics Flightline Systems. I can only hope that the support for this outstanding product will continue.

The above photo shows some of the many wires connecting the CPU to the display. There wires have since been routed through connectors to allow removal of the display if necessary.
The decision to add these connectors was fortunate, since the Xerion AuRACLE has recently been recalled for a system update.


I noticed that the fuel cap access panel had been removed, since the paint was missing from around the screws. Further investigation revealed that the old fuel caps have now been replaced with Aviation Research locking caps, as shown in the photos below.


Lifting the flap on the fuel cal reveals the high security lock.

Then simply turning the round key releases the latching mechanism...


Allowing the fuel cap to be removed.




Similarly keyed security locks have also been installed in the main and baggage doors.


With the installation of the special antennas for the Aspen PFD displays, the old rotating beacon was removed. It was not possible to re-install a beacon on the top of the airplane, so a new beacon/strobe was installed on the belly.


All the interior panels have now been replaced. The new panels, in the format of the Beech F33, will allow the upholstery shop to redo the interior quickly and easily. As a part of the interior work, special passenger reading lights were installed for the rear-seat passengers. The photo below shows the rough wiring for these lights.







For the first few months, I have elected to fly the airplane with dual controls installed. Ultimately I suspect I will replace the dual yoke with the single, throw-over yoke, but initial configuration with dual controls will make dual instruction easier. The main control wheel has multiple buttons and switches for easy access to frequent actions. The photos below show the final configuration of this wheel, which is now ready to install in the airplane.


An amazing number of wires will tie the wheel-mounted controls to the instrument panel. The pilot side yoke has controls for:

• Push to talk
• Control wheel steering
• Autopilot disconnect
• Electric trim
• Transponder ident
• Comm 1 frequency swap
• ATC record
• Digital recorder on/off

Here is a photo of the collection of wires to be terminated in a connector for the control yoke. Fortunately, when the controls are changed over to a single yoke, the connector will be identical and no additional wiring will be required.

And so the waiting continues.