What constitutes a POH? New owner needs advice. (long)

My POH is a little book about 200 pages long with some really neat
info in it. You should try to pick one up and give it a read. I keep
it on board in case I have a minor emergency and want to read off the
procedure (my memory cannot be trusted like it used to be).


4) 337's - It has had damage history when it ran off a runway in 1980,
and a fuel truck backed into it in 1998. Do I have to keep the 337's
in the plane?

It was a little more than just running off a runway.

"RH" wrote in message
oups.com...
Hi everyone!

1) I have the original Aircraft Flight Manual. Is this the POH? It
has the aircraft serial number on it. It is only three pages long. Is
that all there is to it???

Yes,

2) I have all the W&B data going back to day one. Do I have to keep
all of that in the plane, or just the most recent W&B?

Just the most current

3) STC's - it has a 3 blade Hartzell, Cleveland Brakes, D'Shannon
windshield - - do I need to keep these in the plane?

No, keep in the maint logs

4) 337's - It has had damage history when it ran off a runway in 1980,
and a fuel truck backed into it in 1998. Do I have to keep the 337's
in the plane?

No, keep in maint logs


Thanks for any input you may have.

Richard

Have fun and fly safe
BT

2) I have all the W&B data going back to day one. Do I have to keep
all of that in the plane, or just the most recent W&B?

Just the most current


Not true. Please stop spreading OWT for the truth.

Jim

"RST Engineering" wrote in message
...

2) I have all the W&B data going back to day one. Do I have to keep
all of that in the plane, or just the most recent W&B?

Just the most current


Not true. Please stop spreading OWT for the truth.

Jim

Thanx Jim, I'll go do some more research. But I remember (not stated for
fact) that information must be available to the pilot to determine CG before
a flight. Unless that information is readily placarded how is he to do it
when away from home station. Granted, this is for a 1965 Vintage aircraft
and the rules in 1965 as amended should apply.
BT

"RH" writes:


In the meantime, and this brings me back to the original subject of
this post, I have gathered up all of the aircraft logs and records and
have them spread out on the kitchen table.

"And then I copied every piece and filed the copies in 2 places..."

Or scanned & burned onto CD's, I guess....


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& no one will talk to a host that's close........[v].(301) 56-LINUX
Unless the host (that isn't close).........................pob 1433
is busy, hung or dead....................................20915-1433

Welcome to Bonanza ownership, I have the same model. You won't really
appreciate how well they are built since you didn't own a Cessna or
Piper first. The Bo makes my 67 182 look like it was made out of beer
cans. These things are really put together. You pay for that in empty
weight. My 64 S35 weighs 1980 pounds with just the front two seats in,
a standard configuration for me for airplane camping. Your Bonanza
doesn't have a POH, they weren't invented yet. You have an owners
manual, mine is a couple hundred pages long and has all the standard
stuff. If you only have a few pages then you don't have your owners
manual. You only need a current W+B in the plane. No other 337 or STC
paperwork needs to be carried in the plane. Let me know if you have
other questions, we can take it off list.

RH wrote:
Hi everyone!

L O N G time lurker, infrequent poster here. I have a question about
what must legally be carried in the airplane for the pilot operating
handbook.

But first, let me share with you a little bit of my experience buying
an airplane...You may remember a few months ago I was looking at a
Beech Sierra or Piper Comanche. I did find a nice Beech Sierra, and
made an offer contingent on a pre-buy, but I never heard back from the
owner, other than "I'm going on vacation and will call you in two
weeks". Subsequent phone calls & emails from me went unanswered. In
the meantime, I found a nice Comanche 180, but the seller, an elderly
gentleman, had a really high asking price that he was absolutely firm
on. I felt like I could not risk overpaying that much, especially in
this market. So I ended up finding another sweet Comanche 180, owned
by a fellow in his 70's. I made an offer that was within 95% of his
asking price, but he seemed so offended that we could not agree on
anything from that point forward. After all the research, analysis,
worry and angst that goes into deciding on a particlar make & model, I
had no idea that actually *buying* the plane would be this difficult!
I was beginning to wonder if it was me!

So then I find myself at the AOPA fly in. My wife & I are pushing our
son around in the stroller, when she spots a real sweet looking Bonanza
for sale. I'm thinking , yeah - dream on, who wouldnt want a Bonanza?
The purchase price might be manageable, but everyone knows how
expensive those things are to maintain. Right? And what about that
W&B issue? And the V tail? But we look a little closer. It's a '65 S
model, and the cabin seems positively huge compared to the Comanche's
we had been considering. It actually has six seats too. And there is
something "substantial" looking about the Bonanza, they way it sits up
on its tall gear.

So we join the ABS. Get out the actual W&B data and start running some
real word scenarios, calculating various take off and landing CG's.
It's something to be mindful of, but not that big of a deal, really.
We were always able to come up with loading arrangements that kept the
CG within limits.

The information from ABS satisfied many concerns. The issues with the
V tail seem to have been resolved with the various AD's. The issue of
high parts prices is valid, but the reality is you rarely need to buy
airframe parts, you are more liklely in need of engine & accessory type
parts (mags, vacuum pumps, plugs, etc), and those are all the same
price whether you fly a Beech or a Piper.

To make a long story short, after a very detailed prebuy and some
negotiation, we are now the proud owners of N5848K!!! Our first plane.
The discrepancies noted on the prebuy have now been fixed, and I'm
scheduled to do my checkout tomorrow with a high time Bonanza
instructor. I cant wait!!

In the meantime, and this brings me back to the original subject of
this post, I have gathered up all of the aircraft logs and records and
have them spread out on the kitchen table. The logs are complete but
they are not in any real order whatsoever. They were just kept in a
large duffel bag. I told my wife this scattered mess of paper probably
represents 10-15% of the value of the plane, so we'll need to get them
organized and archived for safekeeping. But for now, I want to make
sure the documentation in the aircraft is correct. Here are my
questions:

1) I have the original Aircraft Flight Manual. Is this the POH? It
has the aircraft serial number on it. It is only three pages long. Is
that all there is to it???
2) I have all the W&B data going back to day one. Do I have to keep
all of that in the plane, or just the most recent W&B?
3) STC's - it has a 3 blade Hartzell, Cleveland Brakes, D'Shannon
windshield - - do I need to keep these in the plane?
4) 337's - It has had damage history when it ran off a runway in 1980,
and a fuel truck backed into it in 1998. Do I have to keep the 337's
in the plane?

Thanks for any input you may have.

Richard

Newps wrote:
Welcome to Bonanza ownership, I have the same model. You won't really
appreciate how well they are built since you didn't own a Cessna or
Piper first. The Bo makes my 67 182 look like it was made out of beer
cans.

And a banana looks like tinfoil compared to a Navion. I've got a
few more pounds on your empty weight.

RH wrote:

1) I have the original Aircraft Flight Manual. Is this the POH? It
has the aircraft serial number on it. It is only three pages long. Is
that all there is to it???

Yes. Many older aircraft do not even have that. They were certified
before a POH was required.

2) I have all the W&B data going back to day one. Do I have to keep
all of that in the plane, or just the most recent W&B?

You do not have to keep superceded material in the plane and you
probably shouldn't. Others will argue all day long about whether you
need to keep the most recent W&B in the plane. Obviously, any FAA
inspector is likely to have his own opinion on it. I would keep it in
the plane.

3) STC's - it has a 3 blade Hartzell, Cleveland Brakes, D'Shannon
windshield - - do I need to keep these in the plane?

STCs are part of the airplane's type certificate. You have to keep them
in the plane, along with any manuals pertaining to the new equipment --
those become part of the operating handbook.

4) 337's - It has had damage history when it ran off a runway in 1980,
and a fuel truck backed into it in 1998. Do I have to keep the 337's
in the plane?


No. They are part of the maintenance records and should be kept with
those.

cjcampbell wrote:



STCs are part of the airplane's type certificate. You have to keep them
in the plane,

Wrong, you need not keep any STC 337 in the plane. There may be a POH
supplement that must be kept in the plane, most commonly found with a
new IFR GPS install.


along with any manuals pertaining to the new equipment --
those become part of the operating handbook.

The manual need not be in the airplane unless the STC says it has to be
there. It may be a good idea, but not required.

On Sun, 16 Jul 2006 21:50:19 -0600, Newps wrote:

Wrong, you need not keep any STC 337 in the plane. There may be a POH
supplement that must be kept in the plane, most commonly found with a
new IFR GPS install.

Since this is Usenet, just to be nit-picky, isn't there some kind of
requirement for paperwork to be on board the a/c, under certain conditions,
if the STC is for a ferry fuel tank?


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)