Transition to Bonanza S35

[PHXAvi8tor]

I've been flying Arrows all last summer and fall, continuing into this spring, and now have an opportunity to transition to a Bonanza S35.

Other than the ruddervator and the Dutch Roll tendencies, what other considerations are noteworthy when making this transition? Things to watch out for?

 

[NC Pilot]

I've been flying Arrows all last summer and fall, continuing into this spring, and now have an opportunity to transition to a Bonanza S35.

Other than the ruddervator and the Dutch Roll tendencies, what other considerations are noteworthy when making this transition? Things to watch out for?

Weight and most important balance. The CG moves rearward as fuel is burned.

 

[gibbons]

Things to watch out for?

True love.

 

[Dave Siciliano]

Enjoy!

Best,

Dave

 

[SCCutler]

You'll find that you can scarcely tell the difference as far as the V-tail goes; but you'll feel like someone pushed the "fast-forward" button when you take off... and you'll be confused by the VSI, as it points so much further up.

You'll also feel like you are flying a sportscar.

Enjoy, again.

 

[Pilawt]

Get a copy of Flying The Beech Bonanza by John C. Eckalbar. It's a comprehensive analysis of the Bonanza's handling and performance characteristics. It covers the whole line, old and new, straight-tail and V-tail.

-- Pilawt

 

[gismo]

You'll find that you can scarcely tell the difference as far as the V-tail goes; but you'll feel like someone pushed the "fast-forward" button when you take off... and you'll be confused by the VSI, as it points so much further up.

You'll also feel like you are flying a sportscar.

Enjoy, again.

With the exception of a rather messy stall break on some models, Bonanzas are really easy to fly and land. As already mentioned, CG can be a big issue. Some start so far aft that you can't put two heavies in the second row of seats even without any baggage and some will be out the front when all the weight is in the front two seats so don't take anything for granted CG wise. A few of the 35 series actually had six seats and they are usually just a cruel joke. As to the V tail, the only time I could actually tell I had one was when doing soft field landings in a crosswind with a forward CG. As you pull the wheel back in the flare the available rudder (and rudder pedal) movement is restricted noticeably when you the wheel nearly all the way back. Other than that, the straight tailed model 33 and the V-tailed 35 are virtually indistinguishable flying wise. BTW, the notion that the V-tail causes or even contributes to the roll-yaw coupling (tail wagging) is pure OWT.

Most if not all Bonanzas have a minimum fuel level for takeoff that was added via AD. Taking off with less than the specified minimum can result in engine stoppage soon after rotation if coordination isn't maintained and/or lateral force is generated during the takeoff roll (like an accelerating turn onto the runway) although I think the problem is overblown. Another AD doubled the unusable fuel to 6 gallons (in an emergency you can burn this fuel if you avoid slipping with the selected tank/wing low).

It's wise to check the uplock rollers for freedom of movement as well as the condition of the uplock cables since improper operation of either can leave you with the wheels stuck in the wings. And speaking of the gear, any Bonanza pilot would be wise to perform an emergency gear extension at least once before it's needed for real. One trick for this is to slow the plane with flaps (and a power reduction) to reduce the force required. This force gets quite high when the gear is about halfway out if you are doing more than 90-100 KIAS. Also you should never attempt to retract the gear manually and be very careful to ensure the emergency handle is stowed if you've been messing with it. Running the gear up or down electrically with the manual handle engaged (flipping it out engages it) can destroy the gearbox as well as causing major injury to anyone who happens to get clipped by the rapidly spinning handle. Definitely, positively pull the LG motor breaker (and verify it's off) before touching that emergency handle. A common failure (open commutator segment) will leave the motor ready to start as soon as you move the crank a little if power is left on.

Oh yeah, if the plane's not yours or if there's been any maint. done that might involve removal of the trim near the emergency gear handle, check to see if the handle can actually be accessed and set to the engaged position. It's possible to re-assemble things so that this isn't possible and that's happend more than once to a pilot who didn't find out until the manual backup was needed.

That's all I can remember for now.

 

[Dave Siciliano]

Has checking the rudder/elevator AD been mentioned? Also corrosion on the magnesium elevator? That's a focal point, but more for the pre-buy and maintenance than a flying issue.

Best,

Dave

 

[TMetzinger]

Weight and Balance is, as noted, a big deal. And you'll find that things just happen a lot faster in a Bo than the Arrow. I assume you'll be getting dual in it. If you're proficient with the Arrow, you should get comfortable in the Bo after about 5 hours or so of dual. Pay careful attention to the differences in the emergency procedures, particularly the landing gear - it's a different system than you're used to, and if you don't understand it you can hurt the airplane.

Once you've mastered the Bo, you'll be ready for your next upgrade - to a Mooney. (running for cover)

 

[jkaduk]

Watch out for T.O. distance when high and hot.
If you're thinking it's probably time to get her slowed down, it's probably too late.
It can get very busy when IFR.

 

[AirBaker]

Get a copy of Flying The Beech Bonanza by John C. Eckalbar. It's a comprehensive analysis of the Bonanza's handling and performance characteristics. It covers the whole line, old and new, straight-tail and V-tail.

-- Pilawt

Probably one of the best suggestions so far.

Not sure what you weigh, but with me in at 235lbs, W&B isn't as big of a deal. The POH will list the baggage compartment moment at 154, which is all the way AFT. Keeping heavy items out of the baggage compartment and it is even less an issue.

The Bo is very light on the controls and the new sight picture will take some getting use to. Coming from a Cessna line, it looks like you're in a dive when you are flying straight and level. It's also very sensitive in pitch.

Get used to flying the Bo slow. If you're light, 70 knots on short final, otherwise 80 does just fine. The landings can be so silky smooth, you'll leave with a smile on your face every time.

IIRC, the S35 has almost identical numbers to my V35 in terms of gear speed, flaps, Va. To slow down, start dialing back the MP a few extra miles out, a little extra back pressure on the nose, drop the gear.