N2124v
Line Up and Wait
Ok, I'm pretty sure I am going to end up with a C182, but Debs keep popping up. Any thoughts?
I looked at Debs, if you get one, get a later one with more HP. They were the little sister to the Bo. I wound up with a V-Tail and never really considered the Debs seriously because the ones in my price range were underpowered for my Mission, slower than the V and didn't really improve on the V-Tail in any area IMHO. Just get a 35 I looked at 182's they gave me a station wagon feeling and I wasn't really impressed with the useful load they get credit for, get in a Bonanza compare TAS then decide The only issue I have with the 35 I bought so far is the forward CG issues. If you want to haul stuff, don't write off a Cherokee 235 or a Cherokee 6.
If you want to haul stuff, RV10.
What do you want the plane to do? There is much a 182 will do that a BE33 won't, and much a BE33 will do that a 182 won't, even though there is also much they will both do.Ok, I'm pretty sure I am going to end up with a C182, but Debs keep popping up. Any thoughts?
What do you want the plane to do? There is much a 182 will do that a BE33 won't, and much a BE33 will do that a 182 won't, even though there is also much they will both do.
I'm running all over Texas right now and it's getting old spending 3 hours in a car for what would be a 45 minute flight.
Oh HO HO HO HO. That's rich. You have a line crew at both ends that'll have the airplane out ready for departure and fueled, and will put it away and fuel it at the other?
45 minutes. Suuuuuuure. Is the flight 15 minutes in the air?
After having "ran all over Texas" this past weekend. if it was 15 minutes in a car or 3 hours in a plane. I'd take the plane.
I hear ya. And agree.
Just don't lie to yourself that the airplane is much faster on a three hour drive distance.
I can smoke a 3 hour drive with the Debonair. Granted I can be airborne within 15 or 20 minutes of deciding I need to fly somewhere.
Call the FBO, tell them to pull it, grab my flight bag, file on iPad while driving to airport, read FSS briefing, jump out of truck, walk to airplane, preflight, and off I go. Takes no time at all
The larger issue is if you have transportation on the other side ready to go. If you do, works great.
I can smoke a 3 hour drive with the Debonair. Granted I can be airborne within 15 or 20 minutes of deciding I need to fly somewhere.
Call the FBO, tell them to pull it, grab my flight bag, file on iPad while driving to airport, read FSS briefing, jump out of truck, walk to airplane, preflight, and off I go. Takes no time at all
The larger issue is if you have transportation on the other side ready to go. If you do, works great.
I've driveway to driveway left my house and made it to destinations that would take 3 hours to drive beating with a Debonair. Hell, I did it a few weeks ago - there was less than 3 hours left before a store was closing in Kansas City and it was a 3 hour drive. Airplane it was, no problem at all, part in hand and IT disaster diverted thanks to the airplane.If you measure travel time "driveway to driveway" rather than "airport to airport" the fictitious advantage that pilots like to imagine shrinks to almost nothing. Either conveyance can be victimized by unplanned delays, whether orange cones or purple echoes.
Off the top of my head, Land on skis? Land on floats? Allow ingress/egress from both sides, and without having to get up in a wing, either?Outside of hauling skydivers, what will a 182 do that the Deb/Bo won't?
Oh HO HO HO HO. That's rich. You have a line crew at both ends that'll have the airplane out ready for departure and fueled, and will put it away and fuel it at the other?
45 minutes. Suuuuuuure. Is the flight 15 minutes in the air?
I hear ya. And agree.
Just don't lie to yourself that the airplane is much faster on a three hour drive distance.
You have to count the time arranging that far-end transportation.
And 'round here, I'm the guy who has to "pull it". I have a powered tug, but still... Gotta get it out of the hangar and then park the Yukon in there...
You have line guys. Which is exactly what I asked the OP.
You never let an opportunity go to waste do ya?
Just trying to help you guys see the light. Why settle for such poor performance when you can have a superior plane? Buy something that is fun to fly, cheap to fly, you can work on it yourself.... legally.
Operate happily out of a short/rough field, burn less gas hauling the same load, cost significantly less to insure, and not require a complex endorsement.Outside of hauling skydivers, what will a 182 do that the Deb/Bo won't?
If your main flight is only 45 minutes in what you're flying now, the extra speed of the Deb won't make much of a difference, but the cost of operation will. Choose wisely.I'm running all over Texas right now and it's getting old spending 3 hours in a car for what would be a 45 minute flight.
The Beech model 33 was originally offered as a lower priced version of the then king of the hill model 35 (v-tail) Bonanza with a spartan interior and sparse avionics. The very earliest ones did only come with slightly less power but the performance difference was mostly in climb rate and high DA performance. And many of the 35 Bonanzas produced before the 33 came out has less power as well. Not too long after the Deb was introduced Beech started offering the same power as it's sibling as an option and the vast majority of those came with the bigger engine. Many of the lower HP 33s and 35s have been upgraded to bigger engines as well. These days the Deb (later models were called Bonanzas but some aficionados still insist that only the v-tails should have that name and as far as they're concerned even the model 36 is just a "stretched" Debbie.I looked at Debs, if you get one, get a later one with more HP. They were the little sister to the Bo. I wound up with a V-Tail and never really considered the Debs seriously because the ones in my price range were underpowered for my Mission, slower than the V and didn't really improve on the V-Tail in any area IMHO. Just get a 35 I looked at 182's they gave me a station wagon feeling and I wasn't really impressed with the useful load they get credit for, get in a Bonanza compare TAS then decide The only issue I have with the 35 I bought so far is the forward CG issues. If you want to haul stuff, don't write off a Cherokee 235 or a Cherokee 6.
I looked at Debs, if you get one, get a later one with more HP. They were the little sister to the Bo. I wound up with a V-Tail and never really considered the Debs seriously
Hey congrats on the new plane! I remember you have been looking for awhile. Pics??
The Beech model 33 was originally offered as a lower priced version of the then king of the hill model 35 (v-tail) Bonanza with a spartan interior and sparse avionics. The very earliest ones did only come with slightly less power but the performance difference was mostly in climb rate and high DA performance. And many of the 35 Bonanzas produced before the 33 came out has less power as well. Not too long after the Deb was introduced Beech started offering the same power as it's sibling as an option and the vast majority of those came with the bigger engine. Many of the lower HP 33s and 35s have been upgraded to bigger engines as well. These days the Deb (later models were called Bonanzas but some aficionados still insist that only the v-tails should have that name and as far as they're concerned even the model 36 is just a "stretched" Debbie.
Aside from the tail, the biggest difference between a 33 and a 35 is that all but the latest 33s have the 2nd row windows fixed in place while the 35s have openable ones for ground ventilation that also serve as emergency exits. From the pilot's seat in the air it's almost impossible to tell the difference between a 33 and a 35 as they all fly about the same. The only clue I ever found was that on a 35 the rudder pedal travel is reduced when the wheel is nearly full aft but you aren't likely to experience that condition in the air unless you're practicing soft field landings at the forward limit of the CG range. BTW, on paper the CG range of the Deb appears to be better and less likely to put you at or beyond the aft limit but the reality is that on the average there's no improvement.
Operate happily out of a short/rough field, burn less gas hauling the same load, cost significantly less to insure, and not require a complex endorsement.
It's just more fun and I can avoid all of the ground bound idiots.
Just trying to help you guys see the light. Why settle for such poor performance when you can have a superior plane? Buy something that is fun to fly, cheap to fly, you can work on it yourself.... legally.
Just trying to help you guys see the light. Why settle for such poor performance when you can have a superior plane? Buy something that is fun to fly, cheap to fly, you can work on it yourself.... legally.
225's are getting a bit difficult to get overhaul parts for. Lots of 225 Navions up for sale.
Doggone it Ron, there you go messing up my perception of an airplane I thought would be a good acquisition. 225 hp is plenty for a lowland flyer like me, and the 225hp engine can run mogas. But if parts are a problems, I guess I'll have to look elsewhere for a 150 knot airplane with 4 useable seats and elbow room. There isn't a long list of airplanes which fit that mission...
an E225 or an IO-470J? I thought the J was just a de-tuned version of an IO-470? I didn't think any Deb's came with the E225? I'd figure parts were plentiful for the IO-470? No?