From: norris@atelm.sps.mot.com (George Norris) >In article 396A@jumppoint.com, Jeff Newton () writes: >>I'd like opinions/information about Beech Bonanza aircraft from those >>with Bonanza time. I'm specifically interested in fly-ability, >>performance, reliability, likes/dislikes, etc. >> >>Comparative information between this and Mooney would be greatly >>appreciated. > Just transitioned to a 1970 V-35B after 475 hours in Archers, Warriors, Super Cubs, and Great Lakes (akro biplane). Big change! After 30+ hours and an ICC my impressions are: PROS: finely harmonized control feel (makes the few other retracts I've flown feel like lead sleds!) .. significantly lighter than the Archer I was used to and about as far as you can get from a C-210! A true joy to fly! High speed, second only to Mooney's and some homebuilts. I seem to be able to flight plan 165kts w/ no wind and get it with moderate power settings like 23/24/13.5gph @ 6500-8500' w/IO-520. I'll guess you'll get a little less with an IO-470 but with less fuel burn as well. Roomy cabin with normal shoulder room and extrodinary height. Yards and yards of glass to see through without that annoying windshield centerpost (retrofittable for older models). Mid side windows that open for air or emergency egress! Very high quality of construction ... puts Pipers, Cessnas, and Mooneys to shame. Parts cost on the other hand....! Tremendous flexibility in operation ... Vle is 154kts! Who needs speed brakes? BTW the landing gear is the same used on the Baron and is way overdesigned for a single like the Bonanza. I'd guess that it my be stronger than the fixed gear on many others! Flies very well with gear and flaps down at 60kts ... easier MCA than my Archer! A truly outstanding owners/operators organization ... the American Bonanza Society offers service inspection clinics, pilot proficiency training through the Baron/Bonanza Pilot Proficiency Program, books on flying and maintaining the 33, 35, and 36 models, ... We had our V-35B looked at by an ABS service clinic inspector during the prebuy and he pointed out many things your generic A&P probably won't know .. no charge! My insurance checkout was done by a BBPPP instructor with over 5000 hrs in his own F33A ... he provided insights into Bonanza specific operation I didn't get from my normal CFII such as emergency procedures, instrument PAC's (power-attitude-configuration), and a full autopilot checkout (see below!). Why don't other makes have organizations like this?? CONS: (I own a Bonanza, so judge my comments accordingly!) Neutral stabilty ... drop a wing and it will just smoothly roll into a spiral dive. You need to really keep your scan going in IMC to prevent this. A good, reliable 2-axis A/P is a necessity unless you always stay day VFR. Just try to copy a clearance in turbulence while holding heading and altitude :^o BTW, most Bonanza pilots I've talked to seem to recommend the S-TEC 50 or 60. 19A has a basic 3-axis 50 and it works extremely well! Be sure and get an EXHAUSTIVE checkout by someone who really knows Bonanza's. A good example: spiral dives and the unusual attitude recovery in simulated IMC ... you'll need to PUSH on the yoke when you level the wings or the airplane will pull a LOT of G's when all of that horizontal component of lift in the spiral becomes vertical! How did my ABS CFII demonstrate this ... he had me close my eyes, fold my hands, and we both sat there for 15-20 seconds it took the airplane to hit 60 degrees and/or 1/2-way into the yellow! Dutch roll ... worse with the v-tails. A product of the clean areo- dynamics, CG, and short body this is really noticeable in the rear seats. A good yaw damper (S-TEC) helps a lot! Aileron/rudder bungee ... you can make very nice coordinated turns with your feet only but I dislike the effect of the rudder on the otherwise very light yoke forces. Right rudder on climbout takes opposite aileron against the bungee. CG ... very limited in the V-tails and not much better in the -33's. This is a 3 person airplane unless your rear seat passengers are of moderate weight! (4 170 pounders won't cut it, particularly as fuel burns off although it would be fine in terms of gross weight/CG if they all fit in the front seat!). And BTW, the fuel is in FRONT of the empty CG and the loaded CG will burn aft. Offloading fuel will obviously NOT help! If you get a -33 or -35, do a lot of W&B's before loading it up the first time! This is a direct result of the wonderful control feel and almost neutral stability. I'd hate to imagine the control sensitivity with a CG beyond the aft limit! Funky control placement: mixture below the throttle, landing gear on the right and flaps on the left, BIG control bar for the yoke (although you can have one or two yokes as you please!). This is no big deal if you are transitioning from a simple airplane, but a hassle if you're used to conventional retract's. If you have a single yoke, you'll probably need to rent a dual yoke for training ($available here from the local Beech palace for $15/day). Summary: Any airplane made and modified as little over 50 years must have a lot going for it. I think that it is a great airplane with a lot of strengths and a few quirks. If you prize the physical sensations and joy of flying, you'll love it! If your airplane is simply transportation and you want to carry 4-5 passengers (our V-35B actually has 6 seats!) and a load of baggage, you'll hate it! ========================================================== George Norris PP-ASEL-IA V35B N4419A X = My Opinions Motorola SPS Phoenix AZ Y = Motorola's email: rxzt70@email.sps.mot.com Note that X<>Y