The H-model represents what Larry Ball in his book, The Incomparable Bonanzas, calls the beginning of a second generation of Bonanzas.
#BONANZA BITCRAFT SERIES#
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. 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 through 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 carrythrough structure and thicker wing skins and fuselage stringers.
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.
#BONANZA BITCRAFT MOD#
Beech offered a number of wing mods and there was an after-market mod called the Jourdan-Flannagan mod.
And although Beech offered a “35R” wing strengthening conversion in 1951, there werent many takers for the expensive mod (then $6000, compared to the cost of a new C35 of only $12,990). The main wing spar-a design strategy undertaken to save weight. Unlike later models, the straight 35 lacks a shear web in These models are among the cheapest Bonanzas on the market these days, but we would counsel potential buyers to be cautious. The first so-called “straight 35” model Bonanza had a 165-HP Continental engine that produced an amazing 175 MPH at cruise speed.
#BONANZA BITCRAFT WINDOWS#
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. 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 got the benefit of wind tunnel testing and study to find ways to boost speed and increase safety, something not commonly done in the 1940s. The basic format was retained for decades through fine-tuning, strengthening and bigger engine iterations, yielding a plethora of model designations. At the outset, the airplane was like nothing else on the market: fast and slick and great looking. 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. The V-tails suffered a bad rep thanks to a series of breakups during the 1980s, but these airplanes have been subjected to a Beech-developed tail beef-up kit that has all but eliminated the breakup issue. Parts and support remain easily available, although owners concede parts can be expensive. Although not cheap to operate, they arent unreasonable, either. Unless those 50- and 60-year-old airframes have been well maintained, they can be, in the words of one owner, a money pit.īut the good news is that there are plenty of “modern” Bonanzas to pick from and owners are rabidly loyal to these airplanes. Indeed, some owners say the early models are among the best values on the used aircraft market, but we urge a dollop of caution. The Bonanzas unique combination of good looks, cabin comfort, high performance and good load carrying capability earned it a loyal following that continues yet today. With antecedents dating to 1947, the venerable V-tail remained in continuous production until 1982, something no other model can claim. If Piper put general aviation on the map with the J-3 Cub, Beechcraft made it possible to actually go places on that map, thanks to the incomparable Bonanza.
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