beechcraft v35b bonanza cruise speed

V35B BONANZA

The model v35b bonanza.

Features: Trapezoidal long rear window, Long-chord stabilators, "Speed sweep" windshield, Ventilation inlet scoop between stabilators, Single, throw-over control yoke, Vernier engine and mixture controls, Gear handle on right, flap on left, Three-light landing gear indicator, Extended aft baggage area, Large aft baggage door, 28-volt electrical system, D-10097, D-10120 and after (beginning 1978 model), Approach flap preselect (D-10179 and after, beginning 1979 model)

Common Options: Long-range fuel (two 40-gallon tanks), standard D-10303 and after (beginning 1980 model),  Engine upgrades,   Tip tanks,  Dual control yoke,  A vionics upgrades

Speeds (kts): Max Speed - 182, Recommended Cruise - 172, Stall Speed (dirty) - 51, Best Rate - 96, Best Angle - 77 , Cruise Climb - 107

Manufactured: 1970-1982, 1,334 made, Serial Numbers D-9069 to D-10403

Standard Engine: Continental IO-520B, -BA and -BB 285 hp

Weights: Gross 3,400, Empty 1,972, Useful 1,428, Payload (FF) 984

Rate Of Climb (fpm): 1,167

Service Ceiling (ft): 17,858

Fuel (Gal): 74    Range (NM):  717

Distances (ft):   Takeoff ground roll 1,002, Over 50 foot obstacle 1,769 -  Landing  ground roll 763, Over 50 foot obstacle 1,324

Exterior Dimensions:  Length - 26'5" Height - 7'7" Wingspan - 33'6"

Cabin Dimensions:  Length -  6'11", Height - 4'2", Width - 3'6", Door 37" x 36"

Baggage:  Capacity - 270 (lbs), Cubic Volume - 16.5 (cu.ft.), Door - 22.5" x 18.5"

Wing Area: 181 SF

Wing Loading: 18.8 lbs/sq ft

Power Loading: 11.9 lbs/hp

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Aircraft Performance Data

Beechcraft v 35 bonanza - performance data.

Related Specs:

• V 35 A & B-TC Turbo Bonanza
• V 35B Bonanza
• V 35 A Bonanza
• V 35 TC Turbo Bonanza
• S 35 Bonanza
• N,P 35 Bonanza
• K,M 35 Bonanza
• J 35 Bonanza
• H 35 Bonanza
• G 35 Bonanza
• C,D 35 Bonanza
• B 35 Bonanza
• E 35 Bonanza
• F 35 Bonanza

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Beech 35 Bonanza

This is the airplane that practically defined its class, some 50 years ago. in-flight breakups hurt its reputation, but the fix worked..

Since its introduction in the late 1940s, the Beechcraft Bonanza has enjoyed a reputation as a sweet-handling speedster ideal for the pilot wishing to fly long cross countries while hauling a reasonable load. That said, the airplane has not been without serious troubles. In the 1980s, a string of fatal crashes was traced to failure of the signature tail surfaces. After initially denying the problem, Beechcraft developed a fix to beef up the structure, which virtually every V-tail has. These were mandated by AD. The program of tail strengthening, combined with a campaign to find and fix any latent empennage afflictions has produced stunning results. The number of in-flight airframe breakups dropped to hearteningly low levels after years of frightening statistics safety wise, the Bonanza holds it own with most GA singles. Although still a premium model to own and operate, both in terms of cost and speed, Bonanzas have found a loyal and enduring market. The Background The first V-tail Bonanzas were so ingeniously conceived that it appears they sprang from the mind of designer Ralph Harmon and others full-blown in the dim past of 1945. At the outset, the airplane was like nothing else on the market; fast and slick and great looking. The basic format was retained for decades through fine-tuning, strengthening and bigger engine iterations, yielding a plethora of model designation. Despite the Bonanzas later troubles with break ups, the model was by no means hastily concocted. In keeping with Beechcrafts reputation for excellence, the early Bos received the benefit of wind tunnel testing and considerable study to find ways to boost speed and increase safety, efforts that werent all that common for a GA single in the late 1940s. This shows in the details, such as fully retractable tricycle gear, with no projecting bumps or humps as on some other aircraft and extensive use of flush-riveting. A unique fuselage design incorporates a sled-like keel arrangement and box structure to increase crashworthiness. This structure extends into the engine compartment, with the motor mounted on keel extensions, making it easy to access for most maintenance operations. Huge side windows were hinged at the top with quick release openings at the bottom to allow easy escape in an emergency. A side benefit that was blessed forever afterward by rear-seat passengers was access to cooling breezes during taxi in hot weather, a feature thats unique to the Bonanza and one that obviates the need for heavy air conditioning units, at least in temperate climates. Straight 35s The first so-called straight 35 model Bonanza had a 165-HP Continental engine that produced an amazing 175 MPH at cruise speed. These models are among the cheapest Bonanzas on the market these days but we would counsel potential buyers to be extremely cautious when considering one. The highest percentage of in-flight breakups of any of the V-tail Bonanzas occurred with the early straight 35s. Unlike later models, the straight 35 lacks a shear web in the main wing spar-a design strategy undertaken to save weight. And although Beech offered a 35R wing-strengthening conversion program in 1951, there werent many takers for the expensive mod (then $6000, compared to the cost of a new C35 of only $12,990). Only a tiny fraction of the 1500 aircraft were converted so there are probably several hundred unmodified straight 35s still flying without any major structural modification. We advise avoiding these but if youre considering one, the American Bonanza Society believes they can be operated safely if you do your homework. That means a careful pre-buy inspection and a checkout that emphasizes operating limitations. Overall, we think later model Vs are a better bet. With the succeeding A35, Beech made important strengthening improvements, added a new wing carry-through structure and thicker wing skins and fuselage stringers. They beefed up the fuselage bulkhead at the tail attachment. On the B35, a slight power boost during takeoff of 11 HP was engineered by allowing a slightly higher RPM. With the C35, major changes were made to the stabilizer. The chord was increased by 14.4 percent and the dihedral increased slightly in an attempt to reduce yawing. The chord increase was made by simply extending the leading edge, but leaving the front spar where it was. This created a greater overhang forward of the spar that would figure in tail-twisting during in-flight breakups and would later be secured by a bracket after a big FAA/Beech investigation into the breakup problem. With the E35, buyers had the option of a 225-HP Continental engine. Also, aileron trim was added for the first time and back-seat passengers got a couple inches more leg room. The magnesium flaps were replaced with aluminum ones. In the G35 the wing was beefed up once again. And gear extension speed went up from 125 to 140 MPH, the first in a series of speed boosts that would make the landing gear an effective speed brake. Modern Bonanzas The H-model represents what Larry Ball in his book, The Incomparable Bonanzas, calls the beginning of a second generation of Bonanzas. The airplane got a bigger, new 240-HP powerplant which for the first time in the line offered identical takeoff and max continuous horsepower. This was the first wet sump design for the Bonanzas, allowing oil to be carried internally rather than in a separate oil tank, thus simplifying the plumbing somewhat. Additional strengthening was also added to tail, fuselage and wings. The major change on the J35 was a switch to a 250-HP fuel-injected engine. On the K35, the standard fuel capacity was boosted from 40 to 50 gallons, which with the 20-gallon aux tanks gave 70 gallons and moved the airplane up into the serious cross country machine it is today. Also, an optional fifth jump seat was offered, allowing more chances to load aft of the weight-and-balance envelope. Throw it away is our advice and many owners seem to agree. Elongated, curved rear side windows were added to the N35. Horsepower went up to 260 and fuel capacity rose to 80 gallons, while the number of fuel tanks was reduced to two. This was done by offering optional 40-gallon tanks in place of the standard 25-gallon tanks. Along with full time fuel quantity gauges provided to both tanks, fuel management was simplified and this should be regarded as a good safety feature. The addition of new, long leading edge fuel tanks displaced wing landing lights, which in turn were moved to the nose and nose gear strut, where they remain in modern designs. Landing light bulb replacement is thus among the easiest of all GA models. Pilots concerned with tracking troublesome magnesium components might also note the ailerons were converted to aluminum, thus easing repairs and repainting somewhat. On the used market, the P35 is one of the best values, perhaps because it got a completely redesigned instrument panel, with the famous piano keyboard switch arrangement of the early models abandoned in favor of conventional switches, albeit not always located in the best places along the lower panel eyebrow. The P-model saw a higher landing gear extension speed, up from 140 to 165 MPH. Although the P-model was a large step forward, Beech had even bigger ideas. The S35 Bonanza came out with a 285-HP powerplant and a longer cabin with a new aft window shape like that found on Barons. The aft bulkhead was moved back 19 inches and although this made for a comfy cabin, it planted the seed of what has become a chronic complaint among Bonanza owners: Aft CG. To address that in the S-model, Beech added 25-pound lead weight to the nose for balance. Theoretically, the S-model was a six seater. But not really. Its just not practical to stuff passengers back there, unless theyre lightweight kids. The larger baggage compartment door is a nice plus, however. Visibility out front improved with the V35 model as a one-piece windshield was made standard. And on the V35A that followed, a bigger, swept windshield was added that allowed more space behind the instrument panel for maintenance. A V35TC turbocharged model was added to the line for the first time, also. Normal gear-down speed went from 165 to 175 MPH. The big safety improvement on the V35Bs was addition of anti-slosh fuel cells to prevent inadvertent unporting during slips, skids and turning takeoffs, a shortcoming that had caused mishaps. (Some models carry placards advising of minimum takeoff fuel.) Performance Bonanzas are famous for their speed and justifiably so. With the largish engines and relatively low drag, owners report cruise reliable figures in the 150 to 175-knot range, depending on engine power. I fly two or three big trips a year, says P35 owner Jeffery Scherer of Delavan, Wisconsin. I flight plan for 160 knots at 9000 feet. The real eye opener with regard to raw speed is the conversion to an IO-550, which a number of owners have done. When the IO-470 the original airplane had came due for overhaul, we elected to upgrade to a 300-HP IO-550B turning a Hartzell three-blade prop, wrote Jeff Edwards of Chesterfield, Missouri, a K35 owner. Our max cruise went from 165 knots to 185 knots TAS at 15 to 16 GPH. Rate of climb performance is equally impressive. With full fuel and single pilot on board, I frequently see over 1500 FPM after takeoff. That speed comes at a price, however. Like Mooneys and other high performance airplanes, the Bonanza is super slick and will build speed quickly in a dive or an upset, thus requires attention from the pilot in instrument conditions or potentially moderate turbulence. Bo pilots are wisely taught the desperation tactic of lowering the gear to arrest an out-of-control dive or unusual attitude. Balance and Harmony Anyone who has stepped into a Bonanza from another model is immediately impressed with how we’ll the V-tail (and straight-tails) handle. The controls are silky smooth and light with nearly perfect harmony between aileron and pitch pressure. However, the stick-forces-per-G are also light, which means that the ham-fisted pilot has less margin when yanking and banking in turbulent air. Even with the tail mods, the airframe can still be bent. As with any high-performance airplanes, landings require good speed control. Although they can be done power off, most pilots seem to fly the approach with just a bit of throttle to improve ruddervator response and avoid sink fests. Consistent, smooth touchdowns are achievable but, more to the point, really screwing up a landing in a Bonanza is hard to do. It doesnt have the Mooneys vicious porpoise or the Saratogas tendency to plop. What it does have is the famous Bonanza tail waggle in turbulence, which is bound to make backseaters with tender stomachs somewhat queasy. Oddly, many believe the tail waggle is unique to the V-tail, but the straight tail 33s have it to. Some owners ignore it, some say a yaw damper is required equipment. A small amount of pressure on either rudder pedal will minimize it. They call it the Bonanza Boogie. Actually, I kind of like it. Love is blind, writes J.D. Morris of Neotsu, Ore., an M35 owner. Weight and Balance Apart from the tail waggle, passengers give Bonanzas high marks. For one thing, there’s plenty of shoulder and head room; the interior feels more like a 1950s Chevy than the cramped interior of the typical high-performance single. The front seats are relatively upright and comfortable but lack much forward and rearward adjustment. Leg room is adequate in both front and rear seats. By GA standards, the giant windows give unmatched airiness and visibility, especially out the rear side windows and forward through the windshield. When carrying passengers, Bonanza pilots learn to brief them carefully on closing the cabin door. Most pilots do it themselves for if not properly secured, the door is almost certain to pop open on rotation. Its not an aerodynamic hazard to further flight but can be dangerously distracting. The aircrafts loading Achilles heel is its relatively narrow weight-and-balance envelope, a peccadillo owners constantly bitch about. Even without big-butted passengers, its easy to load aft of the rear CG, a potentially nasty situation in any airplane but doubly so in one with controls as light as those on the Bonanza. And on later models, as fuel burns out of the leading edge wing tanks, the center of gravity shifts farther to the rear, aggravating the situation. V-tail Bonanzas have generally stricter rear CG limits than the straight-tail models, which means that the same load will put you a lot closer to the aft limit in a V-tail. Flying with an aft CG markedly reduces an aircrafts longitudinal stability. This means that turbulence will cause greater airspeed excursions. It also means that control wheel forces will become much lighter, making it easier for the pilot to pull too hard and overstress the airplane. Because of the CG issue, I consider the Bonanza to be a three-person airplane. And Im damn careful to put as much weight up front as I can, wrote one owner. Maintenance Our inspection of service difficulty reports suggests that buyers should be alert to three main problem areas: Damaged control cables, rods, fittings, etc.; malfunctioning, out-of-order landing gear components and corrosion. The landing gear and corrosion problems can be especially expensive to repair. We noted numerous instances of broken, rusty, twisted and frayed cables, cracked ruddervator control horns and torque fittings and bent or worn push rods. There were also quite a few reports of corrosion in the aft fuselage section-many uncovered during the thorough inspection required by Beech Aircraft Corp. as part of the tail-brace installation. (AD 87-20-02 and Beech Service Bulletin 2188 apply here. The Beech kit part is P/N 35-4016-3.) Uncovering these discrepancies can only have saved much grief later on. Corrosion was found under stringers and on ruddervator skins and ribs. This can be hugely expensive to repair.

Proper ruddervator balance has always been a critical matter on the V-tail Bonanzas, to prevent flutter, which can contribute to severe structural damage and even in-flight break-ups. The balance margin is so narrow that unbalance could-and has-resulted from repainting the ruddervators without rebalancing afterwards. Most shops know all about this but some still make the error anyway. During the course of one inspection to comply with the Beech Service Bulletin, mechanics found they could not balance the left ruddervator per Beech specs. It was decided to strip and repaint to correct the balance. During the stripping, a two-ounce weight came loose from the trailing edge. It had been broken loose from the screw for who knows how long. Another SDR noted that under a repainted section of the ruddervator of a V35B, a mechanic found body filler covering skin holes caused by corrosion and missing rivets. Corrosion is often encountered with magnesium components like the ruddervators and on some Bonanzas the flaps and ailerons. But check other components as well, as the Bonanza fleet ages. Some corrosion may have been we’ll hidden. One report on a P35 Bonanza noted heavy corrosion on the top flanges of the aft keel assemblies caused by moisture in the fiberglass laminated between the floor panel and keel flange. This was discovered after the rear floor panel was removed during the annual inspection. Corrosion also has been found on wing spar caps and wing bolts and wing attach fittings, as the bolts were removed for a five-year inspection recommended by Beech. While on the subject of damage control, note that the FAA issued AD 91-14-13 (later superseded twice; the current AD is 95-4-3) calling for inspection of Bonanza wing spar carry-through webs for cracks on a 500-hour repetitive basis. Beech Service Bulletin 2360, which details the inspection, was issued before the AD came out, noting there had been reports of web cracking. Beech estimated four man hours would be required for visual and dye-penetrant inspection during a routine inspection. The company can supply structural reinforcement kits if cracks are found. In some cases, cracks can simply be stop drilled. Crankcase Bugaboo In the past, the Continental IO- and TSIO-520 series engines have been prey to the curse of cracking crankcases, so it pays to check closely. The cracks are not a safety hazard, of course, but a possible economic one. In years past, we have noted a relatively high incidence of cylinder cracking in Continental -520 series engines. Although we tracked this as occurring less often in Bonanzas than in Barons and Cessna 402s, Continental issued a mandatory service bulletin (M91-6) calling for inspections every 35 hours of -520-series cylinders with certain part numbers that were manufactured after 1980. By now, many of the jugs will be out of the fleet, having been replaced at overhaul. Then again, that might not be so good, either. Since the early 1990s, TCM owners have encountered an unusually high incidence of cylinder failures related to low compression. Partly to address this issue. TCM introduced its Top Care cylinder maintenance program but thats not likely to be of much use to a would-be owner who encounters bad cylinders on a pre-buy inspection. Ruddervator ADs There have been several ADs in the recent past on various parts of the V-tail. 97-6-11 calls for replacement of the ruddervator differential control rod assembly if cracked or corroded and application of sealant to the control pushrods. 94-20-2 mandates repetitive inspection of fuselage bulkheads in the tail along with balancing of the ruddervator surfaces. 93-24-3 is another recurrent inspection AD, calling for inspection of the forward spar every 500 hours and replacement if cracked. 89-5-2 calls for inspection of the ruddervator control arm and replacement if cracks are found… and thats just the ADs from the last decade. Make sure you do a thorough AD check on any Bonanza considered for purchase. The tail isn’t the only target, of course. Other significant recent ADs include 97-26-17, ultrasonic inspection of the engine crank and replacement if defects are found, and 97-18-2, inspection of the prop. Gear Accidents V-tail Bonanza pilots forget to lower the gear or yank it up unintentionally in astounding numbers. In the last six-year interval we checked, we counted no fewer than 188 instances during a period when 668 accidents involving Bonanzas occurred. Thats 28 percent of all accidents during that period. Once again, the harm is mostly to the pocketbook and insurance rates as a whole. Why is this so? The most logical theory is that the gear/flap switch arrangement on earlier Bonanzas-which is the reverse of most common retractables-is the culprit. Its easy to grab the wrong switch in the heat of clearing the runway or on a touch and go. The best counsel a new Bonanza pilot can heed is to leave the flaps down until the aircraft is back at the tiedown area or at least clear of the runway, where it can be calmly sorted out. Or, make sure you recite this is the flaps, not the gear before moving the switch. And don’t expect the squat switch to save your bacon; all too often it doesnt. Even without the pilot contributing to the problem, the gear often enough will collapse of its own accord, thanks to mechanical problems. We tallied 79 gear collapses and 16 gear mechanical failures of other types-gear wouldnt come down, wouldnt go up, etc. We also tallied a number of gear collapses occurring after the aircraft encountered an electrical failure. Every new Bonanza trainee should be instructed in how to crank the gear down manually. This is not at all a difficult procedure but it needs to be done correctly to avoid this sort of SDR comment: Total electric failure. Manually put gear down. Gear collapsed on rollout. Fatal Break Ups The six years of accident records we looked at suggest that the V-tail Bonanzas penchant for in-flight airframe failures has been largely tamed. Although we hesitate to announce final break-up figures since there were so many unexplained fatal crashes (16), we were able to identify only five fatal breakups in the study period. In two of the six years we could find no fatal breakups at all recorded, and in three of those years, only one each. This represents a big improvement in a daunting record of past break-ups totaling 240 V-tails since 1947. Its difficult to tell whether the tail brace kits, or the mass empennage inspection and upgrade have improved the situation most. Wed guess both together did the job. Incidentally, in some of the recent break-ups the tail-strengthening kit had been installed, we are told, so that alone appears not to be infallible protection. And we spotted two cases where serious structural damage had occurred in flight, attributed to tail flutter, but the pilots landed safely. Fuel (mis)Management Bonanzas suffer a fairly high incidence of fuel mismanagement, based on the accident reports. Time and again pilots ran one tank dry while they still had fuel in another. Typical comment: Engine quit on final. Landed short of runway. Fuel selector on empty tank. Other tanks full. As we noted earlier, it wasnt until the N35 model that a pilot could see how much fuel was in each tank all the time without switching.

In a number of cases the engine quit when the pilot switched fuel tanks. The report occasionally noted that the pilot had failed to use the auxiliary boost pump. But if an engine does quit from fuel starvation, the Bonanza pilot faces a dilemma: turn on the boost pump or not? If he doesnt, according to a CAB study, the engine may take as long as 35 seconds to restart. If he does, he may flood the engine if the pump is left on too long. The owners manual of one model Bonanza instructs the pilot to turn on the boost pump momentarily when switching from a dry tank. So the pilot must tread a narrow line between a fuel-starved engine on the one hand and a flooded-out engine on the other hand. Not a happy choice. In other instances the pilot failed to get the fuel selector in the correct detent. Since the selector detents are poorly defined in some models and the tank switch located low on the floor below the pilots seat, its possible to hang up the selector between tanks, shutting off the fuel. Among other safety items worth mentioning, we noticed an SDR reporting that fuel selector screen assemblies continue to be installed upside down, due to a lack of understanding as to how this important screen works. We see that with Service Bulletin No. 2305 Beech has issued instructions on inspection and installation of the fuel strainer screen, along with a warning placard. If installed upside down, Beech warns, unfiltered fuel could enter the engine, which could cause power interruption. Lots of Mods A lot of mods are available for Bonanzas, from STOL kits (Sierra) to engine swaps (Beryl DShannons IO-550) to speed brakes (Precise Flight) to TKS anti-ice systems. DShannon also offers vortex generators, which are a worthwhile investment. Speaking of things worthy, The American Bonanza Society (www.bonanza.org) provides a good-looking four-color newsletter, plus lots of technical advice, and it sponsors pilot training and maintenance clinics around the country through its affiliated Bonanza Pilot Proficiency Program. We would consider membership in this group a must for Bo owners, but especially any owner new to the airplane. Contact The American Bonanza Society, Mid-Continent Airport P.O. Box 12888, Wichita, KS 67277, 316-945-1700. Owner comments I have owned a 1960 M-35 Bonanza (IO-470-C 250 HP) for the last eight years. A good friend owned it for seven years prior to that. Buying a Bonanza with a known history of maintenance and reliability took a bit of the fear away from buying an aircraft that was over 30 years old. I fly this aircraft between 75 and 125 hours per year. The longer flights are usually flown between 7000 and 10,000 feet. I plan for 150 knots, but usually do a little better. With 62 gallons of usable fuel, I feel I have an honest 4-1/2 hours. I have almost 800 hours in this airplane and with the hull valued at $50,000, my insurance bill is just over $1600. The last four annuals have run between $1500 and $2500. I feel this is very reasonable. However, it took great effort and quite a bit of money to get the airplane in the condition it is in today. I do most of the maintenance myself. Ive learned quite a bit about Bonanza ownership and to anyone considering a purchase…take note: 1) join the American Bonanza Society. The available wisdom from these people is an incredible tool. Second, have a pre-buy inspection done at a Bonanza-specific shop. There are many details that can easily be overlooked by a guy that doesnt see Bonanzas day in and day out. I use Tosch Aviation at the Tacoma Narrows Airport (253-851-6977) and Ive never seen a more organized, clean, thorough and professional shop anywhere. The A.B.S. offers a service clinic and Id say its the best $120 you can spend. Ive done three and cant wait for the fourth. Buy Norm Colvins book Colvins Clinic. There are hundreds of maintenance tips in it and it has helped me a bunch. Finally, be patient. There are a lot of pretty-on-the-outside, ugly-on-the-inside Bonanzas for sale. Flying qualities are excellent. I fly at gross weight a lot and the performance continues to amaze me. Landing qualities are outstanding. If you cant land a Bonanza, buy a boat. As for aft loading, this really isn’t a problem if you pay attention. When there are just two of us aboard, I will put the bulk of our luggage in the rear seat, rather than the baggage compartment. This keeps the weight forward enough to have full tanks and still be within CG limits. Four people and full tanks is possible, you just need the heaviest person up front. T he Bonanza will wag its tail in rough air. Its most noticeable in the rear seats. Light pressure on either rudder pedal will minimize this. They call it the Bonanza Boogey. I actually kind of like it. Love is blind. J. D. Morris Neotsu, Ore. I purchased my 1963 P-35 Bonanza, serial number in November of 1990. At that time it had 2900 hours on it since new and had the original engine on its second major with about 1000 hours. I chose the P model because it had all the features of a new F-33A at the time-74 gallons of usable fuel in the standard two-tank configuration, a high gear speed (165 MPH) and it had the late-style panel with center stack radios. I have flown the airplane about 700 hours (80-100 hours per year) and have extensively upgraded the avionics, including KLN-90B GPS HSI, Stormscope and an S-TEC PSS altitude hold and glideslope coupler to the existing Century IIB single axis autopilot that came with the airplane. The combination of these two components works great and I highly recommend the S-TEC PSS altitude hold system. In February of 1997, I had a factory remanufactured IO-470N engine installed (the same engine the aircraft originally had installed). At the same time I purchased a new two-blade Hartzell propeller to replace the original Beechcraft propeller. The engine, propeller and labor to install, plus all overhauled accessories, new throttle, prop, and mixture cables, and new baffles and hoses was $32,000. I fly two or three big trips per year. I usually file IFR, even if weather is VMC. I flight plan for 160 KTS AT 9000 feet. In the summer, I lean to 25 to 50 degrees rich of peak (About 1 to 1.5 gallons rich of peak on the Shadin) and burn about 12 to 12.5 GPH at 9000 feet. In the winter I burn about 1.5 gallons per hour more. My empty weight is 2035 pounds and max gross is 3125 pounds for a useful load of 1090 pounds. Full fuel is 444 pounds, so passengers and luggage max is 646 pounds. Watch your weight and balance at landing as the CG shifts further aft the longer you fly. My advice-do a weight and balance for takeoff and landing. Costs for a Bonanza are not cheap. My last two annuals have been $2500 and $1900 respectively. Insurance with $3 million smooth liability was $2478 this year. Last year, including gas, oil, hangar, insurance, maintenance (annual and unscheduled), my hourly operating costs based on 90 hours was right at $100 per hour. Not included in this is engine major overhaul reserve and since I don’t owe on the airplane I don’t have any ongoing monthly payment. Jeffery G. Scherer Delavan, Wisc. My partner and I bought a 1960 M35 in January of 1996. Before buying this plane we evaluated and considered several other high performance singles. It handles beautifully and one has to work at it to bounce a landing. Visibility, roominess and seat comfort is outstanding. We use it primarily for cross-country travel in the western U.S. and file for 145 knots with a 14 GPH fuel burn. The sensitive CG is just as advertised and it is basically a plane for three adults and baggage. We frequently fly in and out of a field elevation of 7000 feet, even in mid-summer and have experienced no problems with density altitude. Instrument training was a problem because the vintage panel is not configured in the now traditional Tee. Instrument scan is not as efficient. Also, because of the classic panel, the comm stack and avionics are to the left of the pilot, so in any situation, it is truly a case of single-pilot IFR. Having said that, its a very stable IFR platform. Richard Foreman Pasadena, California My wife and I purchased a 1959 K35 Bonanza in July 1987 from a gentleman in Crossville, Tenn., who owned it since the early 60s. The aircraft had a solid airframe, a recently overhauled engine and a modest radio stack when we purchased it. I was looking for a good solid aircraft that I could use for personal and business transportation that would cover a fair amount of territory in a day. I havent been disappointed in 12 years of ownership. The V-tail Bonanza is a reliable airframe that outshines all the rest. Its fast, comfortable, and a real head turner in the air and on the ramp. While many owners choose to trade up when overhaul time comes, we have elected to keep our Bonanza and update it instead. Over the years we have upgraded the aircraft with a variety of STCs, most from Beryl D Shannon (1-800-328-4629) the principal source for many Bonanza modifications. We put in a speed slope windshield, flap/gap seals, stinger tail cone and new instrument panel. When the IO-470C 250 HP original powerplant came due for overhaul we elected to upgrade to a 300 HP IO-550B turning a Hartzell three-blade prop. Our max cruise went from 165 KTAS to 185 KTAS. We typically cruise at 23/2300 RPM at 175 KTAS at 15 to 16 GPH. Rate of climb performance is equally impressive. With full fuel and single pilot onboard, I frequently see over 1500 FPM rate of climb after takeoff. Bonanza maintenance support is outstanding. If you live near the Kansas City area, Tom Spencer at 660-679-5770 is the maintenance guru. For folks on the East Coast, Joe Prescott in Suffolk, Virginia at 757-539-3834 is hard to beat. Operating expenses are par for this class airplane. Figure 12 GPH for a 1959 to 1961 V-tail cruising at 155 to 160 KTAS behind an IO-470. Plan on 15 to 16 G{H if you have an IO-520 or 550 conversion with 170 to 175 KTAS cruise. Operating expenses run $175/hour over the last six years. Thats everything: gas, oil, engine, annual, paint, insurance, hangar, taxes to own it and fly it. The Bonanza is a dream to own and fly. We have traveled all over the United States in our V-tail and have enjoyed its flying qualities tremendously. Ill probably keep ours until Beech (excuse me, Raytheon) produces a worthy successor. Jeff Edwards Chesterfield, Mo. I bought a 1966 V-35 Bonanza from the original owner and I was somewhat shocked to do a weight and balance. I found it would carry a great useful load with full fuel, just that there was no way to keep the airplane in CG as you burned off fuel. To further make the whole thing that much more idiotic, the airplane had six seats! First I took out the two back seats, wrapped them in plastic and have stored them away, never to be used again. Then I got rid of the old two-blade prop which had ADs and put on a three-blade McCauley BlackMac, which added quite a bit of weight for the CG problem. I also put in the factory sloped windshield and got rid of all the older remote avionics and autopilot, replaced with all new Bendix/King with the S-TEC 60-2 autopilot and the S-TEC yaw damper. Just a note: you do not want any Bonanza without a good yaw damper. I also added the Osborne tip tanks, 20 gallons each. They will actually hold 21.5 gallons if you fill them carefully. Those tanks were available from Beech as original equipment. I have the newer transfer system used in the Allison turbine conversion that electrically transfers fuel from the tips to the mains with electric pumps. Therefore, you don’t need to change the pilots fuel valve control. The system is very easy and user friendly. The tanks look great, hold 43 gallons of fuel for three hours range at altitude burning 14 GPH. Whats the bottom line after all this? You have an airplane that went from 3400 pounds gross to 3600 pounds because of the tip tanks. The 200 pound increase in gross is there whether you put fuel in the tips or not. It increases useful load 1398 pounds. My Bonanza with the new engine picked up about 7 knots TAS. Not exactly what they advertise, but it is more efficient on fuel. It takes off quicker, climbs better, and uses no more gallons per hour than the old IO-520. I installed the GamiJectors which again don’t work miracles but do make for a smoother running engine, especially at idle. To me, this is an amazing airplane and worth all the effort Ive put into it over the years. Im glad I spent the time and money on the Bonanza instead of a different high performance retractable. The quality and longevity of the airframe certainly make this the Cadillac. Also, the feel of the controls and just the fun to fly factor make you grin like a kid when you get in to fire it up. Bill Packer III Orchard Lake, Mich. Also With This Article Click here to view the Beech V35B Bonanza features guide . Click here to view charts for Resale Values, Payload Compared and Prices Compared . Click here to view “History of the Tail Fix.”

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Beechcraft Bonanza Guide and Specs : All About The Icon

Table of Contents

Introduction

Recognized by its easy-to-spot V tail, the Beechcraft Bonanza is an aircraft that debuted in 1947 with state-of-the-art workmanship. As World War II ended it was introduced as an all-metal light aircraft that will take the general aviation pilots by storm. 

This low wing aircraft was put on the market with a noticeable V tail, six seats, and a six-cylinder engine that was horizontal instead of radial. Although it was designed as an all-metal aircraft it still carried a sufficient amount of speed as well as a record-breaking performance at its time of release. 

The Bonanzas retractable landing gear added to the appeal and increased its performance value. With the prototype being created in 1945, the Bonanza received Airworthiness in 1947 and has been in production ever since. 

With more than 17 000 Bonanzas having been built, it is often seen at common airstrips and can be spotted from a mile away with its signature V tail. Owners and fans have a well-known adoration for the aircraft and its thanks to the quality of the Bonanza that it is still in such high demand today.  

2011/ Beechcraft Bonanza / Model Specs

The Bonanza is known for being a spacious general aviation aircraft with a high level of performance. Thanks to its impeccable design and luxury qualities it is still an aircraft that is sought out today.

The Bonanza contains six seats, one for the pilot and the remaining five for passengers. Passengers are given ample legroom to allow for a comfortable flight. Rear seats can also be used as extra baggage space when not carrying passengers, and many pilots have managed to fit in an array of luggage like bicycles, fishing rods, and skis into the back of the aircraft. 

Although it contains the capacity for six people and a variety of camping gear, the Bonanza isn’t a particularly large aircraft. With a wingspan of 33 feet and 6 inches, and a height of almost 9 feet, this aircraft can fit in a conventional hangar and still have space to spare. 

This Beechcraft aircraft has a useful load of up to 1073lbs, allowing for significant weight in luggage. Long family vacations with a lot of bags and full fuel isn’t an issue, making trips easy to plan and to pack for. 

The engine in the Bonanza G26 is the Continental IO-550, a six-cylinder, fuel-injected engine that has an output of 300 horsepower. It carries a 3 bladed composite aluminum propeller that has a diameter of over 6 feet, making it a strong and sturdy performer.

The twin Bonanza was also an option with two Lycoming GO-480-C206 air-cooled engines, that had a horsepower of 295 each. Production ended in 1961 as this model evolved into the Beechcraft Baron. 

Beechcraft Bonanza/ Model Prices

There are three main models of the Bonanza that are being flown today, and the popular Model 36 has been in production since 1968. With both new and used Bonanzas available on the market, they come at a large range of prices. 

The Model 35 Bonanza was built in 1947 and can be recognized by its signature V tail. Production ceased in 1982, but many V tail Bonanzas can be seen on the ramp today. Depending on the quality of the aircraft and how well it was maintained, the Model 35 can start at 80,000$USD and can be up to 250,000$USD. 

The Model 33 Bonanza, also known as the Debonair, had been in production between 1960 and 1995 and carries a conventional tail. Even with its age, the quality of the Debonair fetches it at a high price. Well-maintained models can range from 200,000$ to 300,000$USD, and due to its strong reputation as a reliable aircraft, many owners are willing to pay the expensive price. 

The Model 36 Bonanza began production in 1968 and is considered a slightly elongated version of the Debonair. With it still being produced today, you can purchase a brand new Bonanza G36 for up to 800,000$USD. Older models are less costly, and a few decades old Model 36 can be found in at a range of 250,000$ to 450,000$USD. 

Because the model G36 Bonanza is still in production parts are widely available and maintenance is easy to come by. Many approved maintenance organizations have experience in working on the Bonanza and the labor is, therefore, less expensive. 

Beechcraft Bonanza G36/ Performance and Handling

The Bonanza G36 is the latest and greatest manufactured for the public by Beechcraft Textron. Its performance is considered top tier for its category and is well received all across the world by general aviation and commercial pilots alike. 

The G36 has a cruise speed of up to 176 knots, which is approximately 203 miles per hour. This is provided by a 300 horsepower engine and it is reliable when it comes to arriving at your destination on time. 

The range of the Bonanza is 716 nautical miles. This is already impressive, but the fact that this distance can be accomplished with full passengers and fuel is what truly makes the Bonanza a popular aircraft. Without a full load, the G36 can fly up to 930 nautical miles. 

The service ceiling of the Bonanza is 18,500 feet. At this altitude, less fuel is burned which increases range. Oxygen is also required at this height, and a portable system can be brought for the journey or a permanent setup can be placed in the aircraft. 

The Bonanza can climb up to 1230 feet per minute, over 200 feet faster than average. By being able to climb so quickly the Bonanza can be taken into smaller airports with less runway length, or airports with obstacles like mountains or buildings at the end of the departure path. 

The G36 is equipped with the Garmin 1000, an integrated flight system with both a primary and multi-function flight display. The glass panel provides useful information for every flight and allows the pilot to improve their instrument scan and skills. 

Beechcraft Bonanza/ Model Maintenance Schedule

Unless operated commercially, the Bonanza falls under the same annual maintenance requirements as every other general aviation aircraft. Once a year a certified mechanic will need to do a complete overview of the aircraft to make sure all of its components are still airworthy. 

One thing that needs to be monitored is the aircraft gear. The gear is electromechanical and can be very reliable if properly maintained. Should the gear not come down when selected in flight there is an emergency hand crank that will release the gear and it is located behind the front seats. 

Bonanza/ Modifications and Upgrades

Beechcraft has been fine-tuning the Bonanza for decades. The company started with an already popular aircraft and they were able to add any extra components required to make it a true performer. 

The Model 33 debonair was equipped with 225 horsepower. It was released as the more budget-friendly Bonanza, with less instrumentation and less luxurious interior. Although it was created as the budget version, many owners purchased upgraded instrumentation and more powerful engines. 

The Debonair can be fitted with an improved interior trim, instrument panel, and leading-edge for better performance. Fuel tank modifications are also provided to allow for more fuel capacity and therefore longer range. 

The Model 35 had 165 horsepower and came with a V tail. Newer models were built with a higher takeoff weight and nosewheel steering. Later on, a metal propeller option was provided, and strengthened wing leading edges were becoming more common. Engine upgrades also became more widely available.

The Model 36 is equipped with 285 horsepower. After its initial production, the model came with an improved interior and a new fuel system that allowed for better performance and a higher takeoff weight. 

Beechcraft changed engines for every model, creating a fleet of Bonanzas that have different levels of strength to their engines. Owners began to enjoy upgrading the engine themselves when it came time to overhaul, and many STCs became available for this service. Even turbocharged engines became an option for optimum performance. 

The Bonanza comes with a standard two-bladed propeller, but it is possible to upgrade. Some owners choose to put a three-bladed prop on their aircraft for better performance, although the larger propeller does increase weight and can cause some limitations. 

Even increasing the baggage compartment is possible for models before 1979. Eight cubic feet can be provided behind the passenger seats with a capacity of up to 70 lbs. 

Beechcraft Bonanza/ Where to Find Replacement Parts

Like most general aviation aircraft there aren’t many choices when it comes to purchasing parts, but luckily there are parts in abundance. Parts for the Bonanza can be found new or used and are widely available. 

Purchasing new parts for the Bonanza is a luxury. Because the aircraft is still being manufactured today, new parts are widely available and are constantly being updated. New parts can be purchased online with retailers like Aircraft Spruce or Univair, or from Beechcraft Textron themselves. 

While purchasing parts new is a privilege that very few general aviation aircraft share, it might be expensive to only purchase new parts for your Bonanza. If that is the case, then used parts are also widely available. 

Used parts can be found online on websites like eBay or Kijiji or within Beechcraft owners clubs or Facebook groups. Used parts are easy to find by asking forums and local Beechcraft owners if they know of anyone having the parts that are needed. 

Mechanics also keep their fair share of parts in stock and have access to a parts catalog. While you might not be sure which part to order or look for, a mechanic always has the best interest of the aircraft in mind and will be sure to find you the parts you need at a reasonable price.

Beechcraft Bonanza/ Model Common Problems

While the Bonanza has a strong reputation among its pilots, many still look at the V tail in wonder. While it is a noticeable feature on the Bonanza, it has also caused a number of accidents. 

There are two issues associated with the V tail and its accidents. One is where the V tail has a history of breaking up in the air, the other is an issue of ruddervator flutter. 

After some testing due to a number of accidents associated with the deteriorating V tail in flight, Beechcraft found that it was not up to FAA standards.

When put through too much stress, the V tail can fail, and an AD was placed in order to force pilots to keep the aircraft below the speed at which the tail will lose its strength. In the meantime, Beechcraft created a bracing kit to be applied to the V tail. 

The issues with flutter were most often found when pilots had too fast of an airspeed. The aircraft would begin to vibrate almost violently, as if in turbulence. Most pilots reduced airspeed and would land safely, but would immediately notice the damage after inspecting the tail. 

Flutter damage resulted in bent stabilizers, paint looking cracked and crinkled, and visible tears. Invisible cracks would later be discovered upon further inspection as if the whole tail was about to be shaken off. 

Many tests and repairs have been done by Beechcraft to resolve the issue of the V tail, but it is still side-eyed by many general aviation pilots. On the other hand, owners of the V tail insist that because many of the accidents and incidents were recorded as pilot errors, no blame should be directed towards the V tail design.  

Beechcraft Bonanza/ Insurance Options

Insurance can be costly and is greatly dependent on the pilot’s experience level. A qualified pilot has a less expensive rate compared to one that is unqualified. A pilot is considered qualified when they have a private pilot’s license, an instrument rating, and a minimum of 1000 hours. 

Time on type is also an important qualifier when it comes to insurance. Having at least 25 hours on the make and model of the aircraft that will be insured will decrease the overall cost. 

Like most general aviation aircraft, the Bonanza can be put in one of two categories of insurance. The first is a liability, which covers the pilot, and the second is hull coverage, which covers the aircraft. Every aircraft needs a minimum of liability insurance, while hull coverage is optional. 

With 1,000,000$ USD in coverage, bwifly.com estimates up to 750$ a year for liability on a qualified pilot. A pilot with fewer qualifications can expect a price of up to 1050$ a year. 

Hull coverage is more expensive because it includes aircraft. With the addition of 50,000$ for hull coverage, a qualified pilot can expect a cost of up to 1600$ a year. Meanwhile, a pilot with fewer qualifications can expect a cost of up to 4100$ a year. 

Although it might seem expensive for an unqualified pilot, as they gain more experience on the aircraft there will be a decrease in cost in the following years. 

Beechcraft Bonanza/ Model Resale Value

As aviation is becoming more popular, more pilots are looking to buy and sell used aircraft. With Bonanza having a strong reputation and easily accessible parts, it is an aircraft that is in high demand and will often be sold for the same price that it was purchased.

This is of course if the maintenance and care of the aircraft are up to date and reflect its age. An older aircraft in poor condition will lose its value, while a newer one that is in good condition can sometimes sell for more than it was purchased.

A 2007 model G36 Bonanza can be purchased at 650,000$USD while a 1993 B36 Bonanza can be purchased for 400,000$USD. For such a large age gap, the reduction in price is almost negligible. 

Beechcraft Bonanza/ Owner Reviews

The Bonanza is considered a solid and reliable aircraft by many of its owners. Being decently sized, they are known to be a great option for pilots who want to fly their family and are comfortable for long flights. 

There is mention of the possibility of the door popping open on takeoff when not closed properly. The warning is shared among pilots because the sound is loud and can be alarming, resulting in an accident on takeoff. 

Baggage space can be an issue, depending on the model of Bonanza, but a kit can be purchased that will increase the rear baggage compartment to allow for plenty of space. 

In all, the Bonanza is greatly loved for its exceptional performance. When it comes to choosing a six-seat aircraft many looks for a Bonanza due to its strong reputation. 

Beechcraft Bonanza/ Similar Aircraft

Beechcraft isn’t the only company that has created a six-seat, single-engine high-performance plane. While the Bonanza tends to be more well-known, there are other options available if it isn’t exactly what you are looking for. 

The Piper Lance also falls into the six-seat, low wing category. This high-performing aircraft carries many similarities to the Bonanza and is considered a solid aircraft. Its performance is slightly less impressive than that of a Bonanza but is still excellent for taking the family on vacation.

The Cessna 206 Stationair is another six-seater aircraft. The 206 is loved by many Cessna owners and provides numerous features such as a clamshell door for easy loading and a 300 horsepower engine. Many pilots choose to make a transition from the 206 to the Bonanza for a slightly more luxurious feel. 

See also: Best Piper Plane Types and Models Of All Time [2021]

Beechcraft Bonanza/ Clubs You can Join

Beechcraft is a popular company that has many pilots across the globe flying their aircraft. Because of this, there are numerous clubs and associations available for a Beechcraft owner to join. 

The American Bonanza Society on bonanza.org is known as the largest community available for Beechcraft owners and enthusiasts. Memberships can be purchased and will give you access to community forums, safety seminars, and resources including local inspectors and maintenance engineers. 

Beechcraft owners can also check out beechtalk.com, an online aircraft owners and pilot group forum that allows individuals to ask questions to the Beechcraft familiar community. 

Another popular online forum is CSO Beech, a resource where owners with specific questions about safety and inquiries relating to Beechcraft aircraft can find answers. 

Some clubs might be more local to your regions, such as the Southeastern Bonanza Society, a club whose membership will give you access to local events and information for local pilots and mechanics. 

FAQ: Frequently Asked Questions

Question: what is the fuel burn on the beechcraft bonanza.

Answer: Fuel burn greatly depends on the type of engine installed in the aircraft. Some engines are even turbocharged, which typically burns 17-18 gallons an hour. However, on a normal day, a typical piston engine installed in the Bonanza will burn approximately 12 gallons per hour at 2300 RPM. 

Question: What is the average cruise speed?

Answer: Cruise speed is dependant on the horsepower of the engine, the altitude at which the aircraft is flying, and the weather that day. On average, the Beechcraft Bonanza gets 150-160 knots at 11,000 feet on a standard day. 

Question: What is the seat placement in the Bonanza?

Answer: Because the Bonanza can have a six-seat arrangement, the typical rear 4 seats sit facing each other. If desired the pilot can switch the placement of the second-row seats to be placed forward. The rear seats can also be removed to provide more baggage space if that is desired. 

Question: Does the Beechcraft Bonanza have anti-icing systems?

Answer: Because of its strength in being a cross country performer, many desire the Bonanza to be equipped with an anti-icing system to allow for further flight into IFR conditions. Luckily the Bonanza can be equipped with a TKS system that allows for an-icing in flight. 

Question: Is it difficult to find insurance?

Answer: Thankfully aircraft insurance is not too difficult to come by in the United States. Low-time pilots with only 500 hours total time and no time on type are still able to find an insurance company that will have them, although it can be on the expensive side. 

Research Citations

https://bwifly.com/beech-bonanza-insurance-cost/

https://www.controller.com/listings/for-sale/beechcraft/36-bonanza/aircraft

https://www.flyingmag.com/best-used-six-seaters/

https://en.wikipedia.org/wiki/Beechcraft_Bonanza

guide/bonanza-the-trouble-with-old-bos/

https://www.avweb.com/ownership/beech-36-bonanza/

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The Ultimate V-Tail

This Bonanza has the most famous silhouette in the sky

By Douglas Colby Updated February 6, 2016 Save Article

Pilots don’t agree on much. We argue about virtually everything: Continental versus Lycoming; high wing versus low wing; fixed gear or retractable; the relative merits of turbocharging; and a hundred other things. While we rarely agree, there are a few universal truths: Airspeed is life; you can never have enough power; and the V-tail Bonanza is one of the most beautiful airplanes ever designed.

Indeed, the Beech model 35 has become something of a legend, an icon by which other airplanes are measured. It’s one of the few general-aviation machines that looks as good or better from the rear as it does head on or from the traditional 45-degree front angle.

The Bonanza’s 30-degree dihedral, butterfly empennage was a signature characteristic shared by few other designs. The type’s flush-riveted, NACA 23000 airfoil (borrowed from the Twin Beech model 18), adjustable cowl flaps, fully enclosed retractable gear and boarding step, internally hinged control surfaces, recessed flap tracks with gap seals beneath the wings and electrically adjustable wooden prop helped reduce drag and contribute to the type’s image as an aeronautical paragon of virtue. When the 35 Bonanza was introduced in March 1947, it boasted the lowest drag coefficient in the industry and a claimed cruise speed of 153 knots.

Granted quick handling and eager performance, the model 35 had all the earmarks of a legend in the making. Today, pilots who own V-tail Bonanzas feel that they’ve reached the peak of the pyramid, and many aviators who don’t own one aspire to.

Okay, it’s true that reality doesn’t quite live up to the legend. The V-tail design wasn’t perfect. Despite early press reports, the graceful two-member tail didn’t really reduce weight. Beech had to build the V-tail slightly larger to make two surfaces do the work of three. There may have been a minuscule drag reduction by eliminating the conventional vertical stabilizer, but even that is questionable. (On later models, Beech listed the cruise spec at the same value for the conventional-tailed F33A and the V35B).

Certainly, the model 35’s most publicized fault was its poor record of in-flight structural failures, mostly as a result of the deformation of the ruddervators’ leading edge, but since 1987, when the FAA issued an AD mandating a beef-up to the ruddervators, there has been only one tail failure.

An Oklahoma oil executive tried to market a V-tailed twin as an aftermarket mod, the Super V, but that airplane fell on its sword, as Beech was already selling the model 95 Travel Air with a pair of 180-hp Lycomings and a conventional tail. The 55 and 58 Barons were successful designs,utilizing the straight-tail Bonanza fuselage and engines rated from 260 to 325 hp. The ultimate production Bonanza upgrade was the 58P Baron, a fast, pressurized twin capable of cruising in the flight levels at 230 knots. (There was even a turboprop Bonanza, the Lightning, that never made it into production.)

By the standards of the late 1940s, the basic airplane was a major accomplishment. Even today, in an age of faster, more comfortable composite designs, Beechcraft Bonanzas stand out from the crowd. Whether you’re considering a restored, original 1947 “straight” 35 or the final 1982 V35B, Bonanzas are consistently among the most in-demand airplanes in the sky.

They’re also among the most modified. Steve Oxman of Riva, Md., owns a 1959 K35 model, although he has made so many mods to it, you might mistake it for a later vintage V35B.

“I bought the airplane in 1996 with a run-out, 250-hp, Continental IO-470, so I knew I’d need to replace it fairly soon,” comments Oxman. “But when the time came, I elected to step up to the 285-hp IO-520-DA.”

In the intervening years, he has added the long, third side window, tip tanks, speed brakes, a one-piece windshield, a modified panel and every piece of avionics imaginable, including a Sandel EHSI, a Garmin 430, an angle-of-attack indicator, an STEC 60-2 autopilot and an amazing ally in higher density traffic areas, the Ryan TCAD.

The truth be told, the Ryan 9900B TCAD is just as happy anywhere it goes because it’s always listening for nearby transponder replies and uses that information to display traffic. An aural “Traffic!” warning alerts pilots to aircraft on a collision course. The 9900B is upgradeable to the full Ryan TCAD, the 9900BX, for pilots who need or want more information.

The interior in Oxman’s K-model is all Perrone leather over Oregon Aero foam, fashioned by the legendary Don Stretch of AirTex in Factoryville, Pa. The paint is an immaculate, eye-catching, red scheme that attracts attention everywhere Oxman flies. N12711 has won awards virtually everywhere: Best of Type at Sun ‘n Fun 2001 and Grand Champion the following year; at the AirVenture air show starting in 2002, Oxman’s model 35 won the Bronze Lindy Award for Contemporary Custom, repeated that honor in 2003 and was the Silver Reserve Grand Champion last year.

Oxman owns a computer software company, OXKO Inc., in Lanham, Md., and the Bonanza is a working business tool. He uses the airplane several times a week, servicing clients throughout the eastern U.S.

“My typical leg is 400 to 600 nm,” says Oxman, “and with the Bonanza, I can cover that distance in 2.5 to 3.5 hours. Many of the places that I fly have no airline service or sporadic schedules at best, so it would be impractical to even consider doing business on a face-to-face basis without the airplane. As it is, I can often fly out early in the morning, spend several hours with a client and still be home in time for dinner.”

Oxman’s K35 Bonanza is a relatively lightweight design (originally 2,950 pounds gross) blessed with the power of the later, heavier (3,400 pounds) V35B, although the owner has upgraded the gross weight to 3,150 pounds with the 15 gallons per side, Beryl d’Shannon tip tanks. This boosts the total fuel to an even 100 gallons. At an average 15 gph, Oxman can spend five hours aloft with plenty of IFR reserve. “I fly quite a bit of IFR in the Bonanza,” says the computer executive, “and with the addition of the yaw damper, it makes an effective instrument platform.”

As you might imagine, high power and low weight translate directly to better performance. Oxman’s Bonanza enjoys notably enthusiastic climb and impressive cruise speed. Even at full gross, the airplane scores a remarkable 1,200 fpm pointed uphill, and at 7,500 feet density, the owner often sees 172 knots at 75% in a straight line.

What, perhaps, endears Bonanzas most to pilots is not the speed, climb or any other numerical measure of performance, but simply the way they do what they do. The airplane possesses a certain indefinable feel that’s not available in any other general-aviation airplane. Control harmony is exceptional. Roll rate is quick without being twitchy, and pitch response is excellent, some say almost too good. Only ruddervator response leaves something to be desired, but that’s most often not a problem, as ailerons and ruddervators are interconnected to automatically coordinate most maneuvers.

I’ve flown V-tails many times with yaw dampers installed, and the electronic system makes the model 35 fly like a 33. Oxman agrees, and to that end, he installed the aforementioned STEC yaw damper, but pilots often can tame the sidesteps by simply blocking the rudders. Some pilots counter the yaw excursions almost subconsciously, often without even knowing it.

Back in the 1970s, I did a story for P&P on a good friend’s turbo S35. Dewey Morrison had owned a half-dozen V-tail Bonanzas over the years, and the “S” was his last single before switching to a Baron. Dewey’s Bonanza had no yaw damper, but the owner was so proficient in the airplane that he automatically compensated for the walking tail. When I asked him to fly with his feet flat on the floor for a few minutes in smooth air, we both watched the wingtip prescribe a small oval on the horizon, arcing forward and aft in flight. Dewey was amazed, as he was so used to damping the tail wags automatically, he wasn’t even aware he was doing it.

Oxman is more than content with his Beech K model, but almost predictably, he has some minor complaints. “The gear speed is too low, 121 knots. That’s one reason I installed the speed brakes. If you’re flying IFR and a controller issues one of those go-down and slow-down directives, you may have a hard time complying without shock-cooling the engine,” says Oxman. “Even pulled back to the bottom of the green, 15 inches, it’s tough to lose speed unless you have the advantage of speed brakes.”

Oxman also owns a helicopter and flies hot-air balloons. He’s as committed to aviation as is possible without making a living in the field. “The Bonanza is the ultimate airplane. I enjoy my Bell helicopter and hot-air ballooning, but flying the Bonanza is about as much fun as I can stand.”

SPECS: 1959 Beech K35 Bonanza

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• BEECHCRAFT V35B-TC Turbo Bonanza

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1966 - 1967 BEECHCRAFT V35B-TC Turbo Bonanza

Single engine piston aircraft with retractable landing gear. The V35B-TC Turbo Bonanza seats up to 5 passengers plus 1 pilot.

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Beechcraft v35a-tc turbo bonanza (1968 - 1969).

Best Cruise: 200 KIAS ( 0 ) Best Range: 600 NM ( 0 ) Fuelburn: 15.7 GPH ( 0.0 )

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• Beech Manuals
• Beechcraft Bonanza V35
• Pilot operating handbook

Beech Beechcraft Bonanza V35 Pilot Operating Handbook

• page of 362 Go / 362

Table of Contents

Section i general.

• Important Notice
• Use of the Handbook
• Revising the Handbook
• Airplane Flight Manual Supplements Revision Record
• Vendor-Issued STC Supplements
• Airplane Three View
• Ground Turning Clearance
• Oil Capacity
• Cabin and Entry Dimensions
• Specific Loadings
• General Airspeed Terminology and Symbols
• Meteorological Terminology
• Power Terminology
• Engine Controls and Instruments
• Airplane Performance and Flight Planning Terminology
• Weight and Balance Terminology
• Airspeed Limitations
• Airspeed Indicator Markings
• Operating Limitations
• Power Plant Instrument Markings
• Weight Limits
• Approved Maneuvers
• Center of Gravity Limits
• Flight Load Factors
• Minimum Flight Crew
• Kinds of Operation Limits
• Conditions of Flight

Section Ill

• Emergency Airspeeds
• During Take-Off Ground Roll
• After Liftoff and in Flight
• Air Start Procedure
• Rough Running Engine
• Loss of Engine Power
• On the Ground
• Maximum Glide Configuration
• Emergency Descent
• Landing Without Power
• Landing Gear Retracted - with Power
• Propeller Overspeed
• Alternator-Out Procedure
• Alternator Overvoltage
• Engine Instrument Malfunction
• Unscheduled Electric Elevator Trim
• Landing Gear Manual Extension
• Landing Gear Retraction after Practice Manual Extension
• Emergency Static Air Source System
• Emergency Exits
• Unlatched Door in Flight
• Emergency Speed Reduction
• Subject Page
• Airspeeds for Safe Operation
• Preflight Inspection
• Before Starting
• External Power
• Starting Engine Using Auxiliary Power Unit
• After Starting and Taxi
• Before Takeoff
• Indicator (EGT)
• Leaning Using the Exhaust Gas Temperature
• Before Landing
• After Landing
• Balked Landing
• Oxygen System
• Oxygen Duration
• Oxygen Duration Chart
• After Using
• Heating and Ventilation
• Cold Weather Operation
• Engine Break-In Information
• Icing Conditions

Section V Performance

• Introduction to Performance and Flight Planning
• Comments Pertinent to the Use of
• Performance Graphs
• Airspeed Calibration - Normal System
• Altimeter Correction - Normal System
• Altimeter Correction - Emergency System
• Stall Speeds - Power Idle
• Take-Off Distance
• Time, Fuel and Distance to Climb
• Cruise Power Settings
• 75% MCP (or Full Throttle)
• Fuel Flow Vs Brake Horsepower
• Range Profile - 74 Gallons
• Weighing Instructions
• Weight and Balance Record
• Loading Instructions
• Weight and Balance Loading Form
• Usable Fuel

Section VII

• Control Surfaces
• Control Column
• Rudder Pedals
• Electric Elevator Trim
• Flight Instruments
• Manifold Pressure and Fuel Flow Indicator (Round)
• Multiple Readout Type Instrument (V35B)
• Cluster Type Power Plant Instruments
• Warning Light
• Ground Control
• Control Switch
• Position Indicators (V35, V35A)
• Position Indicator (V35B)
• Circuit Breaker
• Safety Switch
• Warning Horn
• Manual Extension
• Baggage Compartment
• Seat Adjustments
• Shoulder Harness Installation (D-9862 and After)
• Openable Cabin Windows
• Engine Controls
• Throttle, Propeller, and Mixture
• Induction System Icing
• Lubrication System
• Fuel Quantity Indication System
• Fuel System Schematic
• Auxiliary Fuel Pump
• Fuel Tank Selection
• Fuel Required for Flight
• External Power Receptacle
• Interior Lighting
• Exterior Lighting
• Cabin Heating
• Heater and Defroster Operation
• Cabin Fresh Air Outlets
• Exhaust Vents
• Heating and Ventilation System Schematics
• Normal Static Air System
• Emergency Static Air System
• Vacuum System
• Instrument Pressure System
• Stall Warning

Section VIII

• Introduction
• Publications
• Airplane Inspection Periods
• Preventative Maintenance that May be Accomplished by a Certificated Pilot
• Alterations or Repairs to Airplane
• Main Wheel Jacking
• Flight Control Surfaces
• Windshield and Windows
• During Flyable Storage
• Preparation for Service
• Checking Electrical Equipment
• Fuel Drains
• Fuel Strainers
• Oil Change Procedure
• To Inflate Struts
• To Replenish Strut Hydraulic Fluid
• Shock Strut Shimmy Damper
• To Remove and Clean the Filter
• Propeller Blades
• Oxygen Cylinder Retesting
• Exterior Painted Surfaces
• Bulb Replacement Guide
• Recommended Servicing Schedule
• Lubrication Points
• Consumable Materials
• Special Conditions Cautionary Notice
• Landing Gear
• Power Plant
• Fuel System
• Electrical System
• Flaps and Flight Controls
• Miscellaneous
• Approved Engine Oils
• Safety Information
• Don'ts
• Pilot's Operating Handbook and FAA Approved Airplane Flight Manual
• Sources of Information
• BEECHCRAFT Service Publications
• Airworthiness Directives
• Airman's Information Manual
• Advisory Information
• FAA Advisory Circulars
• FAA General Aviation News
• FAA Accident Prevention Program
• Additional Information
• Maintenance
• Hazards of Unapproved Modifications
• Flight Planning
• Passenger Information Cards
• Stowage of Articles
• Weight and Balance
• Autopilots and Electric Trim Systems
• Turbulent Weather
• Weather Radar
• Mountain Flying
• VFR - Low Ceilings
• Vertigo- Disorientation
• Stalls, Slow Flight and Training
• Vortices - Wake Turbulence
• Medical Facts for Pilots
• Takeoff and Landing Conditions
• Hyperventilation
• Carbon Monoxide and Night Vision
• Scuba Diving
• Decompression Sickness
• A Final Word

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Quick Links

• 1 Airspeed Limitations
• Download this manual
• Section I General 11
• Section II 31
• Section Ill 65
• Section IV 79
• Section V Performance 99
• Section VI 131
• Section VII 163
• Section VIII 209
• Section X 315

Summary of Contents for Beech Beechcraft Bonanza V35

• Page 267 Bonanza V35, V35A, V35B Pilot’s Operating Handbook/ FAA Approved Airplane Flight Manual Supplement Pack The supplements contained in this supplement pack may not have been approved yet by foreign regulatory agencies. To determine approval status, view our web page at http://pubs.beechcraft.com and perform a search for the supplement part number.

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Flight by the numbers, settings

• General Discussion

I'm a new F33A owner and was wondering: does any one have the power setting numbers they use for flying? Ex ..Approach, downwind leg cruise decent.500 fpm Example manifold pressure gives what air speed in level flight ectt... my patt alt. are around 4000 msl

Posted 2/5/2010 - 14 years ago Not Accurate | Inappropriate

Replies sort.

Approaches...15-17 inches and what ever the prop was at, I see 130-140 MPH indicated. Cruise descent, I just roll in nose down trim and let it go up to the yellow line at 500 fpm down. Adjust MP as necessary to keep it there. Pattern speeds, I slow to 150 MPH or less as I get into the airport area. Cross over the airport on a crosswind gear comes out, slow to around 110. On downwind keep slowing, start the flaps down. About 90-100 MPH turning base. Slow to low 80's on final and low 70's short final.

Consider purchase of the John C. Eckalbar videos ( https://secure5.webfirst.com/abs/Store/#DVDs ) / books ( https://secure5.webfirst.com/abs/Store/#Books ) sold by the ABS. This will give you a great idea where/how to begin your relationship with your Bonanza. If I am landing at my home airport and no one else is in the pattern, then I try to be under my gear speed (140 MPH)as I cross midfield and turn down wind. I put my gear down as I enter the down wind. I then do not extend my flaps until I am turning base and my gear is fully extended. On the other hand, if I have to fit in with other traffic, my speeds vary so that I blend in with them. For example, landing hartsfield in Atlanta, I maintain 160 MPH as I descend on the glide path (the controller usually wants me to blend in with the jets). Then when I am less than a mile, I reduce power more, pull back on the control wheel, but not enough to climb, and as I drop through my max gear speed (140) I lower the gear.   ON this approach I rarely have time to lower the flaps and with 9000 feet of runway, I am able to touch down an make the turn off to the GenAv terminal without a problem. My point?   With practice, you will find that with practice your Bonanza will permit you to make approaches and land with the C-172 or the jets. One suggestion. Avoid the mindset that you have to land! If it does not look good, go around.   Last week, I watched a fellow land his Mooney. He touched down more than 1/2 way down a 4000 foot runway. After he came into the terminal, I suggested that he should have gone around.    He was a bit miffed at the suggestion. It then became apparent that he always landed long, but his home base was had a 9000 foot runway, so he was landing the way he normally did, even though the longest runway at the airport he was landing at was 5000 feet. Tom

Posted 2/6/2010 - 14 years ago Not Accurate | Inappropriate

For starters I assume you operate in knots...not MPH. I have been flying my V35A for almost 30 years and 3000 hours. I have the same numbers as your F33A except my gear speed is lower than yours (143 Kts vice 152 kts for you). Here is what I use. Cruise: 2350 RPM and full throttle...if at low altitudes I cruise at 23 inches. Those settings produce 70% power at low altitudes as you'll see in your owners' manual. (23 square is 65% on a standard day at 3000 and a pretty good number to remember) I use the Beech MP/Fuel flow gage because it is accurate enough and I find my JPI instrumentation harder to use quickly while I keep my eyeballs outside where they belong. The Beech instrument is calibrated in percent HP, fuel flow and altitude. It is not as accurate as a modern FF gages because it's a pressure instrument and not a FF instrument. But it's good enough for initial settings....after you are at cruise you can mess around with LOP and ROP settings. (I know, I know LOP is the latest craze..but I have something north of $200K including a new $52K engine in my bird, I love it, and I don't give a rat's rear end about saving $15/hour by operating LOP) Descent: Start down far enough out so that you can get to pattern altitude at 500 feet per minute. It's easy to calculate: Example 8000 feet/500 FPM=15 minutes (round off from 16) X 155 knots =40 miles out. Your GPS nowadays will usually calculate that for you anyhow....but old farts like me love round gages and using our head instead of some geek's tweeks in glass cockpits.    As you come down the problem is how to stay slow enough to handle the bumps as you enter the thermal layer (usually about 8000 AGL in summer) while keeping enough power on the engine to prevent shock cooling. For your airplane and mine you need to stay under about 155 knots. At the start of the descent I use cruise RPM (2350) and whatever MP it takes to produce the 500 FPM at about 155 knots...it will change as you come down. As I get lower....about 4000 AGL...I go to about 2200-2100 RPM. If I need it I might go down to about 1800 RPM but that's about the bottom of my RPM targets. The only answer to the fire in the hole vs speed problem is to start down early. Obviously you need to balance MP, RPM and mixture as you descend. Ferheavinsakes NEVER just pull off the power to get down fast. If you are IFR and/or have to get a clearance to descend plug that into the calculations...ask early if you can. Obviously, if I'm high and the air is smooth I will just lower the nose at cruise power settings and get paid back for the climb....but I'm gonna be goosey about airspeed, mixture and the first sign of turbulence. You should have Va (maneuvering speed) at light and heavy weights on a placard or in your head. Your Va heavy is 134 knots...light it's about 112 knots....if the bumps are moderate to heavy you will want to nail these numbers. It'll make you airplane and your passengers a lot happier. If you are entering the pattern and not making a straight in or instrument approach you should aim for about 95 to 100 knots. You can achieve that by going to full RPM...low pitch...to slow you down. MP will be whatever it takes to slow down to Gear Operating Speed which is 152 Knots in your bird....but watch the cooling...never just close the throttle until you are on short final. A good way to think about your bird's various speeds is to recognize that with the gear down and the prop at low pitch at slow speeds in the pattern you are flying a kinda heavy Cessna 172...your throttle controls your RPM, airspeed, glide etc. If you are on an instrument or straight in approach you will find that slowing to 120 knots outside the marker will be best and then simply lowering the gear will produce almost the exact speed you need to intercept and fly the glide slope at about 90 Knots.....as far as I know the Bonanza is the only airplane with that delightful capability naturally built in. !!! In the pattern and VFR I lower the gear at midfield on downwind....Do GUMP!....then I lower the flaps to 20 degrees after the gear on downwind below 123 Knots. Then I lower the flaps to 40 degrees on final. Final approach, for me, is about 80 knots....Your owner's manual calls for 70 knots but I have been adding the "extra 10 for Mama" for years....works good. ----DO GUMP AGAIN---. Short final..across the fence...I go to 70 kts and then I shoot for touch down at about 60. You need to go faster in a cross wind....add about half the 90 degree cross wind component speed to your touch down speed. If there is a big cross wind you should use something less than full flaps...sometimes none; I land on a beach "runway" in Mexico that is always across the wind which is always about 20 knots...the bird handles that just fine despite the POH 18 knot legal department number. Obviously MP is always a fall out of speed and descent control and cooling. But in the pattern cooling will not be a problem because you are slow. Your gear horn will go off at about 14 inches of MP and that is about as low as you wanna have it set ever except on short final. Because I am an old, not bold and fiscally cheap pilot I need to add that the other side of the cooling fetish I have above is heating on take off.....never take off without your oil temperature at or above 90F and never just ram the throttle home...advance the throttle slowly and evenly. Guys who just shove it home overspeed the prop and make all kinds of heavy and expensive metal change directions in their engines too quickly. When I hear a prop overspeed on take off I see $100 bills flying out the exhaust pipe and I think of your mechanic planning his next trip to the Bahamas. I hope this is not more than you asked for....and that you ain't a 15000 hour Bonanza pilot just pulling our legs.:-)

Posted 2/11/2010 - 14 years ago Not Accurate | Inappropriate

For Peter: I misspoke in the above about your low weight Va.....the 112 knots I quoted is for light weight with the landing gear extended.   One way to handle heavy turbulence is to lower the gear. The 134 knot number for turbulence at gross weight...or close to it...is correct. The other numbers for Va are between these two. I also assume that your F33A numbers are pretty much the same as for the Beech V35A and V35B airplanes like mine.....same airplane but with a straight tail. If they are different it won't be by a significant number. Tom Pelz's comment about the Eckalbar book is a good one. His "Flying the Beech Bonanza" is the best...and sometimes only...place you can get all the numbers and a thorough explanation of them. You can get it from ABS, I think...but also from Amazon here: http://www.amazon.com/s/ref=nb_sb_noss?url=search-alias%3Dstripbooks&field-keywords=flying+the+beech+bonanza&x=0&y=0 Flying the Bonanza precisely and professionally is a great pleasure....it is much more than just transportation in my view. I am an airplane freak, anyhow.....we have four airplanes....the others are a 1948 Piper Vagabond (PA-17); a 1946 Cessna 140 Ragwing and a 1951/1948 (Two old wrecks nailed together) Aeronca Champ (7-EC). In the above I also did not use any cruise speed numbers that are associated with MP and RPM settings....they are all temperature dependent and will be evident when the engine settings are in place. The POH has good charts on these anyhow.

Posted 2/12/2010 - 14 years ago Not Accurate | Inappropriate

Thanks a lot guys - that's very helpful. We'll be in touch as things progress I'm sure.

For my V35, 15" and 2300 entering the pattern gives me about 120 mph. I also use this on approach mode when IFR unless somebody's on my tail. With this power setting, you will not descend unless you lower the gear, which I do opposite the numbers or FAF. trim for 90 on base, 80 on final. Usually don't lower flaps until final.

Try using this document provided by the BPPP http://bonanza.org/documents/ABS%20ASF%20GIPC%20IO520%20IO550.pdf . Go to the Flight Training section there you will find a section titled By The Numbers. You will probably need to adjust the numbers a little for your specific make and model. For my A36 I use 17" and 2500.

Posted 2/18/2010 - 14 years ago Not Accurate | Inappropriate

This seems to be complicated, but it's not. For the best "by the numbers" flying technique, read POSITIVE FLYING ( http://www.amazon.com/Positive-Flying-Flight-tested-Precision-Performance/dp/1565660242/ ), by Bill Guinther (former ABS director) and Richard Taylor. Much of this technique has been adopted by the BPPP ( http://www.bppp.org/ ). Almost any of the Bonanzas can be flown safely, simply and with finesse in approach regime at 15"/2300rpm for descent from cruise, level flight with or without approach flaps; gear down for descent of 500 fpm; stop descent by adding power to 20"/2300rpm; miss/climb simply by raising the gear. Descend to maneuvering area/pattern at 15" allows for descent with no trim change at top, reaching pattern altitude, trim for level flight with no flaps to achieve pattern speeds. Manifold pressure should be experimented with for weight/atmosphere conditions to achieve comfortable speeds. I have taught this in many Bonanza/Baron as well as other make/model, with much success. Many pilots are astonished to learn how simplified this can be. Read POSITIVE FLYING!

Posted 2/19/2010 - 14 years ago Not Accurate | Inappropriate

One more thing. Instrument flying requires intuitive and simple stick and rudder skills so that more mental energy can be spent on situational awareness and accuracy. Using a set of numbers that allows this will enhance your precision and reduce stress.

Peter: In my humble opinion, the best way to learn the F33 numbers is to take the BPPP course - initial. You will be glad you did. Enjoy your plane, Steve Oxman

Posted 2/22/2010 - 14 years ago Not Accurate | Inappropriate

Flight sim news and editorials

The retro-futuristic classic: Review of MSFS’ Beechcraft Bonanza V35

Asobo Studio, Microsoft, and the folks at Carenado have come together to produce yet another collaboration aircraft for the Microsoft Flight Simulator Marketplace. This time it’s the Beechcraft Bonanza V35 and its the third in their Local Legends series. What makes this aircraft a legend and should you add it to your MSFS hangar? Let me see if I can help.

A bit of history

I’ve been on a bit of a roll recently with Beechcraft aircraft reviews thanks to a near constant stream from Microsoft and Carenado. What’s fun about all of this is that we’ve been able to take a journey through aviation history with the Beechcraft Model 17 Staggerwing, then the Model 18, and now the Bonanza V35 all arriving more or less one after the other with some other types sprinkled in-between. While the last two were pre-war designs, the Bonanza V35 is a post-WWII era aircraft that took advantage of both the technology and the the boom in pilots.

The Bonanza was first flown in 1947 and began life as the Model 35 under a design team lead by engineer Ralph Harmon. What emerged was a thoroughly modern design with an aluminum skin and horizontally opposed engine when many GA types were still using fabric, wood and radial engine power.

The V-tail design came into being in an attempt to save weight and improve aerodynamics as the team at Beech were anticipating that a new generation of pilots would want to have faster aircraft than were previously available.

The Bonanza would go on to see sales success. More than 17,000 Bonanza’s have been produced over its production run and the Bonanza has the distinction of the longest continually produced airplane in history.

Several versions were produced over the years including a V-tail Model 35, a Model 33 with a conventional tail (sometimes called the Debonair), and a Model 36 which is the most recent version featuring a stretched fuselage and conventional tail. All of these models proved to be highly sought after. The Model 33, a cheaper and conventional tail version, later become the template for all modern Bonanzas.

The Bonanza’s success, however, did have a dark side. The V-tail version wracked up a reputation for being a “doctor killer” as it was coined. Doctors, lawyers, an celebrities were buying up these desirable aircraft with their often newfound wealth. Many were inexperienced, overconfident, and flying an airplane with more speed and power than they may have been used to. The accident rate soared.

The Bonanza itself did have a couple of problems too. First, the shorter tail of the V-tail models meant that weight and center of gravity considerations were essential. It is possible to stay within the proper weight calculation for the type while exceeding CoG limits. Second, a structural problem in older V-tail models did lead to several crashes after the tail separated necessitating a reinforcement program to fix the problem.

These issues combined to cause considerable damage to the Bonanza’s reputation. Beechcraft was then convinced to move to the more conventional tail configuration. This is why the modern G36 variant uses a more conventional setup.

Some interesting reading is available for those who want to dig deeper. Particularly this AOPA report on safety and the Bonanaza .

Visuals and sounds

Every time I review a Carenado airplane I come away impressed with the visual fidelity. This is no exception to that rule. Carenado’s best artists were clearly involved with making this version come to life in Microsoft Flight Simulator.

The aircraft is a visual feast with the exterior modeling even the finest details. The V-tail? Looks incredible from up close with the type’s ruddervaters modeled in exquisite detail. There’s even fully legible text viewable from up close on the Bonanza’s wingtip navigation lights. That accounting for details goes into the cockpit too with incredible detailing on all instruments and controls.

Pilot models use the Asobo defaults which give us at least a little flexibility on who appears in the cockpit. The external view will show both front seats occupied while the interior view shows nobody at any point. No passengers are modeled either. Typical at this price point.

I am thankful too that Carenado and Asobo chose to do this unique version of the airplane as the V-tail is such a unique and iconic version of the airplane.

On the sound front, Carenado have employed their usual array of sounds. The engine once again takes on a kind of drone-like quality that I find slightly annoying at times. It does, however, become more of a pleasant purr at cruise power settings so that’s usually where I leave it. It’s not worse or better than other Carenado types and is perfectly adequate.

There are those nice to have features like airframe squeaks during higher G turns and in turbulence. It’s tastefully done. There are also great sounds for all of the switches, doors, and other gear in the cockpit.

The Bonanza V35 is configured in a very conventional way with the usual array of controls. For those wondering, no this isn’t like the Bonanza G36 version that comes with Microsoft Flight Simulator and it does not have a G1000 glass cockpit. This does feature a GNS 530 GPS, a conventional six pack of steam gauges, and a semi-modern autopilot system.

This is a great aircraft for cross country flying as you have everything you need to dial in your flight and let it fly. It doesn’t mean that you can ignore it because the V35 still demands some attention. Managing your fuel is important as it is in many GA types from the era. Left and right tanks need to be managed so that balance and fuel flow are maintained. Getting the right fuel mix for efficiency and power is important too.

Carenado are a bit light on engine modeling and this one is no different. There’s no failure modeling and you can’t overcool or overheat the engine causing it to stop. There’s also no wear modeling over time. Although noteworthy, it also isn’t too surprising as this has been the typical experience from aircraft in this series and price point.

Taxiing the Bonanza is very easy like most conventionally equipped GA aircraft. It taxied well at most speeds and is easily controlled by rudder and brake controls.

Takeoff with the Bonanza is also very easy. Having watched a series of YouTube videos and comparing the experience to what I see in the sim, the experience seem to be pretty similar. The aircraft rotates at around 75 knots, and gently lifts off the runway. Flaps aren’t necessary but they are useful to get aloft quickly. Build a bit of speed after retracting the gear really helps with the climb out. It does take a bit of time to build necessary speed for rotation, particularly at higher altitudes, so bear that in mind.

The Bonanza seems to be happy doing around 800 feet a minute during the climb and it can do that up to cruise altitude without too much difficult. It can easily zoom up more quickly.

One of the advantages of the ruddervater and V-tail design is control coordination. Here the Bonanza is easier than most types. Rolling the aircraft doesn’t seem to require nearly as much coordination as other aircraft in the series.

The Bonanza is generally responsive on all controls, however, I find the ailerons are a bit heavy. In comparing this to Carenado’s very similar Mooney M20R, the Bonanza rolls slower and feels heavier. And you want to know what? I like it this way!

The stall is probably where I’m most disappointed with the Bonanza. I intentionally put extra weight in and moved the CoG to the aft limit and even when fully loaded the aircraft seemed to stall without issue. To be fair, a reading of several comments from real world v-tail Bonanza pilots seemed to be conflicted over just how much this is an issue. Stall recovery in MSFS was straightforward with counter rudder to correct the roll on the stalled wing, a bit of nose down to recover airspeed and then pull out of the dive with no more than maybe 500 feet or 1,000 feet lost.

Landing this aircraft feels pretty good. A lot of MSFS airplanes tend to float in the ground effect but this one feels sufficiently dampened. Closer to my experience with SWS’ Kodiak 100 and almost X-Plane like in that regard… although not quite (put down your pitchforks X-Plane fans). Crosswinds seem to not offer as much challenge as in the real world version of this airplane.

Final thoughts

The Asobo/Carenado Bonanza V35 is overall a fun package. On the downsides, this aircraft doesn’t have the usual EFB controls and features that the more expensive Carenado aircraft have. It also doesn’t have the kind of engine modeling that you find with aircraft from SWS or Just Flight. On the other hand, this aircraft is being offered at more than half the price.

I expected this aircraft to be harder to fly than it was but that seems to be on account of a reputation that the airframe itself doesn’t full deserve. The flight model isn’t bad but it also doesn’t seem to offer much from the unique configuration. My reading of the airplane’s safety record seems to reveal that it was more market interest rather than bad airplane design that lead to its reputation as the “doctor killer.”

With no bugs that I was able to find, solid visuals, good sounds, and useful systems configuration for cross country flights, there’s an awful lot to like here. At $15.99 USD in the MSFS marketplace, this is a good purchase for anyone who loves the Bonanza V-tail series or who wants a fun GA aircraft with good but not deep system modeling. This is a quality release with a fun and classic airplane that’s biggest issue is that there are now so many similar GA experiences out there that this is distinguished only by its looks. Despite that, you can’t go wrong with this and I anticipate many more hours of fun with the Carenado/Asobo Beechcraft Bonanza V35.

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6 comments add yours.

Once again, nice review/story/format (and pictures!).

They’ve even got genuine dimples in the skin from the rivets!

It looks worth every penny of the $16 🙂

p.s.: re the crosswind “resistance” – i’ve noticed a general lack of crosswind effect in MSFS (IRL it’s a major factor in my neck of the woods, so it’s an important dynamic for me). So that’s probably not on Carenado in this case. Hopefully Carenado will start to take advantage of CFD + Prop Physics (since Asobo says it’s basically just a “switch” in the config now). I can live with simplified systems if the airplane flies well 🙂

Might be a Canada exchange rate thing. In the states, I paid $14.99 plus tax. Just FYI. Not exactly sure. But small difference. Either way I’d still say it’s worth $15. It is an interesting contrast though thinking about module pricing. Some criticized the Milviz 310R (excellent in my opinion) because it modelled more than some wanted and balked at the price at $39.99. I like the extra fidelity and features in the 310R though, but at $15 I think this is also fair. But if someone released a V35B like this, but with all the wizbang neato stuff for like $29.99, I’d probably go buy that too. I just love this plane!

re: crosswind- I think it is controllable by the developer even in original physics, before CFD. The developer also has control over setting use of the CFD simulation, and the upgraded prop physics or not, and they are simple parameters enabled in flight_model.cfg yes, though I believe some details elsewhere in the file may need to be re-tuned, and the way the model is setup outside of the constants in the cfg file matters as well (I’m playing with the default Extra 330 to learn how all that works). I do believe/think Asobo biases their default aircraft for more simplicity (ease) in adverse conditions like crosswinds. Not universally, but as a tendency, to improve accessibility. I also have read there are issues in live weather specifically at this point with injection of METAR gusting data, and that is something Asobo are talking about being corrected in SU10. I don’t know all the details, but I believe gusting isn’t currently modelled right in live weather from what I’m reading, and I think gusting is important to your experience re: crosswind. My opinion of course!

The doctor killer nickname was less a statement about the plane more about thr pilots. I don’t feeling this aircraft models things in such a way that it as bad as was in real life , but there were way more ways to screw up in a bonanza than in say 172. If I recall correctly the wings are somewhat modeled after the p-51s. It was a big departure performance wise from what was available, and it punished people who didn’t respect that. The hypothetical doctor killed by a bonanza is the one thst says I’m brain surgeon i don’t need to follow check list and such. Thats the impression I got from those that could fly it well when they addressed thst reputation. I don’t think any of that is going to be a problem with this one though. I wish A2A would bring theirs over.

I was not too interested in Temps and such as a kid but based on my experience with this aircraft.. states seem to be binary. Was flying and adjusted mixture and instead of a gradual loss of power it just died . The guages seem to jump around between states rather than rise or fall. All this is to say that this bonanza is not going to demand the same attention or suffer the same reputation that the actual one does. The one thing thst seems to be spot on is how fast the nose will climb with increase in air speed. In stall recovery exercises I remember a refrain about “don’t pull up too much the plane will do it for you” was even worse in a spin recovery because the tendency is to put the nose down. But they never practiced those thst I can recall.

I just picked this one up tonight and made a circuit around Las Vegas. It’s my first paid addon aircraft for MSFS and I think this will replace the default Cessna 152 as my go-to touring aircraft. I highly recommend it. I debated getting the Just Flight PA-28 Arrow bundle as well but I think this V-tail Bo will satisfy me for a while… maybe until A2A Simulations releases the Comanche 250 that is currently in development.

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