In the G35 the wing was beefed up once again. The magnesium flaps were replaced with aluminum ones. Also, aileron trim was added for the first time and back-seat passengers got a couple inches more leg room. With the E35, buyers had the option of a 225-HP Continental engine. 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. The chord increase was made by simply extending the leading edge, but leaving the front spar where it was. The chord was increased by 14.4 percent and the dihedral increased slightly in an attempt to reduce yawing. With the C35, major changes were made to the stabilizer. On the B35, a slight power boost during takeoff of 11 HP was engineered by allowing a slightly higher RPM. They beefed up the fuselage bulkhead at the tail attachment. With the succeeding A35, Beech made important strengthening improvements, added a new wing carry-through structure and thicker wing skins and fuselage stringers. Overall, we think later model Vs are a better bet. That means a careful pre-buy inspection and a checkout that emphasizes operating limitations. We advise avoiding these but if youre considering one, the American Bonanza Society believes they can be operated safely if you do your homework. 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. 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). Unlike later models, the straight 35 lacks a shear web in the main wing spar-a design strategy undertaken to save weight. The highest percentage of in-flight breakups of any of the V-tail Bonanzas occurred with the early straight 35s. 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 first so-called straight 35 model Bonanza had a 165-HP Continental engine that produced an amazing 175 MPH at cruise speed. 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. Huge side windows were hinged at the top with quick release openings at the bottom to allow easy escape in an emergency. This structure extends into the engine compartment, with the motor mounted on keel extensions, making it easy to access for most maintenance operations. A unique fuselage design incorporates a sled-like keel arrangement and box structure to increase crashworthiness. 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. 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. The basic format was retained for decades through fine-tuning, strengthening and bigger engine iterations, yielding a plethora of model designation.ĭespite the Bonanzas later troubles with break ups, the model was by no means hastily concocted. 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.Īt the outset, the airplane was like nothing else on the market fast and slick and great looking. 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.Īlthough still a premium model to own and operate, both in terms of cost and speed, Bonanzas have found a loyal and enduring market. The program of tail strengthening, combined with a campaign to find and fix any latent empennage afflictions has produced stunning results. After initially denying the problem, Beechcraft developed a fix to beef up the structure, which virtually every V-tail has. In the 1980s, a string of fatal crashes was traced to failure of the signature tail surfaces. That said, the airplane has not been without serious troubles. 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.
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