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cockpit with me that morning, and I let it take the controls for longer than I am happy to admit.
Decision made, I set a course for Jabara (AAO) instead of our home airport of Augusta (3AU). I had good maintenance options at both locations, but friend and aircraft partner Ryan worked across the street from AAO. I wanted a second set of eyes on this before we decided to put 1RW in the shop. I remained at cruise altitude much longer than I normally would and made a circling descent within gliding distance of three suitable airfields – just in case.
After an uneventful landing, Ryan met me on the ramp at AAO. I went over the story, we checked out a number of theories, and ultimately decided to have the shop dig into the aircraft and see what they could find. I phoned my parents to give them the news, and instead of being disappointed, they were relieved and convinced that I had made the right decision. As an aviator, I knew that I had come to the right conclusion to return when I was sure that the aircraft was behaving differently. Still, hearing confirmation from other parties did make the weight of the choice feel lighter.
So, what did the shop find? Nothing actually. Not anything that would directly lead to the vibration. It was a day later when I had the idea to search BeechTalk for “Bonanza vibration” and saw the first search result titled “Flying with Tip Tanks” and I found the answer. As it turns out, something was different that morning. It was
the first time I topped off our Bonanza with full fuel in the main and tip tanks. Previously unbeknownst to me, when the aftermarket tip tanks are full of fuel, they will cause a very noticeable harmonic vibration which can be felt in the floorboards and yoke of the aircraft. The remedy? Transfer about 3 to 5 gallons from the tips to the main tanks and the vibration will go away. I had obviously never heard of this, so I was caught off guard and never thought to try transferring fuel during my troubleshooting.
Knowing what I know now, I still stand by the choice to abort the flight. When I was sure something was different with the aircraft that I could not explain, there was no good reason to press on, especially with the external pressures I put on myself to make it to the destination. The urge to go should always come second to a clear reason for no.
Jared T. Jacobs is an ATP-rated turbine pilot, instructor and mentor. He currently flies corporate aircraft both single- pilot and as crew for a Fortune 500 company. Jared can be reached at jaredjacobs2@gmail.com.
rebecca@twinandturbine.com
Covington
August 2021 / TWIN & TURBINE • 3