Beechcraft Bonanza

Source: Wikipedia, the free encyclopedia.

Bonanza
Beech S35 Bonanza
Role Civil utility aircraft
National origin United States
Manufacturer Beechcraft
First flight December 22, 1945
Introduction 1947[1]
Status In service
Produced 1947–present
Number built >17,000
Developed into Beechcraft T-34 Mentor
Beechcraft Travel Air
Bay Super V
Fuji KM-2

The Beechcraft Bonanza is an American general aviation aircraft introduced in 1947 by Beech Aircraft Corporation of Wichita, Kansas. The six-seater, single-engined aircraft is still being produced by Beechcraft and has been in continuous production longer than any other aircraft in history.[2][3] More than 17,000 Bonanzas of all variants have been built,[4][5] produced in both distinctive V-tail and conventional tail configurations; early conventional-tail versions were marketed as the Debonair.[5][6]

Design and development

A 1947 advertisement for the first Model 35 Bonanza

At the end of

tricycle undercarriage (although the nosewheel initially was not steerable, but castering)[7][verification needed
] and low-wing configuration.

Designed by a team led by Ralph Harmon,[8] the model 35 Bonanza was a relatively fast, low-wing, all-aluminum design, at a time when most light aircraft were still made of wood and fabric.[citation needed] The Model 35 featured retractable landing gear, and its signature V-tail (equipped with combination elevator-rudders called "ruddervators").[9] The prototype 35 Bonanza made its first flight on December 22, 1945, with the type receiving an airworthiness certificate on March 25, 1947.[8] Production began that year.[8] The first 30–40 Bonanzas produced had fabric-covered flaps and ailerons, after which those surfaces were covered with magnesium alloy sheet.[10]

The Bonanza family eventually comprised three major variants:

  • Model 35 Bonanza (1947–1982; V-tail)[11]
  • Model 33 Debonair or Bonanza (1960–1995; conventional tail)[12]
  • Model 36 Bonanza (1968–present; a stretched Model 33)[12]

The Model 33 Debonair was introduced in 1960 as a lower-priced model with more austere standard instrumentation, exterior equipment, paint schemes, and interior fabrics and trim than the more prestigious V-tail Bonanza.[6][13] However, most Bonanza features were available as factory options on the Debonair, and by the mid 1960s, most Debonair buyers were ordering most or all of these options. Realizing this, Beechcraft dropped the Debonair name and most of the basic and seldom-ordered standard features with the introduction of the E33 in 1968.[13]

Despite its name, the

Twin Bonanza is a substantially wider and heavier aircraft that is mostly dissimilar to the single-engined Bonanza; the only major shared parts are the front fuselage sides, windows, and main cabin door.[14] However, the Twin Bonanza had trouble competing with the similarly capable but substantially lighter Cessna 310 and Piper PA-23, so Beechcraft used the basic Bonanza fuselage and many other Bonanza parts to create the twin-engined Travel Air, which was later developed into the Baron.[15]

Operational history

The V-tail design gained a reputation as the "forked-tail doctor killer",[16] due to crashes by overconfident wealthy amateur pilots,[17] fatal accidents, and in-flight breakups.[18] "Doctor killer" has sometimes been used to describe the conventional-tailed version, as well.[19][20] However, a detailed analysis by the Aircraft Owners and Pilots Association of accident records for common single-engine retractable-gear airplanes in the United States between 1982 and 1989 demonstrated that the Bonanza had a slightly lower accident rate than other types in the study. Pilot error was cited in 73% of V-tail crashes and 83% of conventional-tail crashes, with aircraft-related causes accounting for 15% and 11% of crashes respectively.[21] However, the study noted that the aircraft had an unusually high incidence of gear-up landings and inadvertent landing gear retractions on the ground, which were attributed to a non-standard gear-retraction switch on early models that is easily confused with the switch that operates the flaps. Models starting in 1984 use a more distinctive relocated landing-gear switch, augmented by "squat switches" in the landing gear that prevent its operation while compressed by the aircraft's weight, and a throttle position switch that prevents gear retraction at low engine power settings.[21]

In 1982, the production of the V-tail Model 35 ended.

airworthiness directive to strengthen the tail, which significantly reduced the incidence of in-flight breakups. Despite this, Beech has long contended that most V-tail failures involve operations well beyond the aircraft's intended flight envelope.[21][12]
Subsequent analysis of National Transportation Safety Board (NTSB) accident records between 1962 and 2007 revealed an average of three V-tail structural failures per year, while the conventional-tailed Bonanza 33 and 36 suffered only eleven such failures in total during the same 45 years. Most V-tail failures involved flight under visual flight rules into instrument meteorological conditions, flight into thunderstorms, or airframe icing.[23]

In addition to the structural issues, the Bonanza 35 has a relatively narrow

anodic properties of the magnesium used for the V-tail ruddervator skins, they tend to corrode, often resulting in permanent grounding of affected aircraft because the problem can only be fixed by complete replacement of the skins or the entire empennage, and the required parts are no longer available.[24] The American Bonanza Society has issued a reward of $500,000 to encourage the development of aftermarket replacement skins under a supplemental type certificate.[24] Despite these issues, many Bonanza 35 owners insist that the aircraft is reasonably safe, and its reputation has resulted in reduced purchase costs for budget-conscious buyers.[23]

The conventional-tail Model 33 continued in production until 1995.[5][25] Still built today is the Model 36 Bonanza, a longer-bodied, straight-tail variant of the original design,[26] introduced in 1968.[5][27] No Bonanzas were delivered in 2021, but on April 10, 2022, it was announced that production of the Bonanza G36 had restarted.[28]

In January 2012, the Australian

airworthiness directive grounding all Bonanzas, Twin Bonanzas, and Debonairs equipped with a single pole-style yoke and that have forwarded elevator control cables that are more than 15 years old until they could be inspected. The AD was issued based on two aircraft found to have frayed cables, one of which suffered a cable failure just prior to takeoff, and resulting concerns about the age of the cables in fleet aircraft of this age. At the time of the grounding, some Bonanzas had reached 64 years in service. Aircraft with frayed cables were grounded until the cables were replaced, and those that passed inspection were required to have their cables replaced within 60 days regardless. The AD affected only Australian aircraft and was not adopted by the airworthiness authority responsible for the type certificate, the US Federal Aviation Administration. The FAA instead opted to issue a Special Airworthiness Information Bulletin requesting that the elevator control cables be inspected during the annual inspection.[29][30][31]

QU-22 Pave Eagle

The QU-22 was a Beech 36/A36 Bonanza modified during the

554th Reconnaissance Squadron Detachment 1, call sign "Vampire". A separate operation "Compass Flag" monitored the General Directorate of Rear Services along the Ho Chi Minh Trail, linking to the 6908th security squadron.[32]

Six YQU-22A prototypes (Model 1074,[33] modifications of the Beech 33 Debonair) were combat-tested in 1968, and two were lost during operations, with a civilian test pilot killed. Twenty-seven QU-22Bs (Model 1079) [33]were modified, 13 in 1969 and 14 in 1970, with six lost in combat. Two Air Force pilots were killed in action. All the losses were due to engine failures or effects of turbulence.[34] A large cowl bump above the spinner was faired-in for an AC current generator, and a higher weight set of Baron wings and spars were used to handle the 236-US-gallon (890 L) fuel load.[32]

Variants

Model 33 Debonair/Bonanza

1987 Bonanza F33A
35-33 Debonair
(1959) Based on Bonanza with conventional fin and tailplane, and basic trim and interior, powered by one 225 hp (168 kW) Continental IO-470-J, 233 built.[35][36]
35-A33 Debonair
(1961) Fitted with improved interior trim, and powered by IO-470J or IO-470K. 154 built.[36]
B33 Debonair
(1961-1965) Further refined version, with new instrument panel, contoured fin leading edge and fuel tank modifications (as per N35 Bonanza). IO-470K engine. 426 built.[36]
C33 Debonair
(1965-1967) Higher gross weight and provision for enlarged rear windows. 304 built.[37]
C33A Debonair
(1966-1967) Powered by 285 hp (213 kW) Continental IO-520-B engine. 179 built.[38]
D33
One S35 modified as a military close-support prototype, with conventional tail assembly and six underwing hardpoints.[38]
E33 Bonanza
(1968-1969) Powered by 225 hp (168 kW) IO-470K. 116 built.[38]
E33A Bonanza
(1968-1969) E33 with a 285 hp Continental IO-520-B engine, 85 built.[38]
E33B Bonanza
E33 with strengthened airframe and certified for aerobatics. Unbuilt.[38]
E33C Bonanza
(1968-1969) E33B with a 285 hp Continental IO-520-B engine, 25 built.[39]
F33 Bonanza
(1970) E33 with modified rear side windows and minor improvements, 20 built[40]
F33A Bonanza
(1970-1994) F33 with a 285 hp Continental IO-520-B engine, later aircraft have a longer S35/V35 cabin and extra seats, 1502 built.[25][40][5]
Beechcraft F33C
F33C Bonanza
(1970 onwards) F33A certified for aerobatics, 154 built on special order up to 1987[40][5]
G33 Bonanza
(1972-1973) F33 with a 260 hp (190 kW) Continental IO-470-N engine and V35B trim, 50 built.[40]

Model 35 Bonanza

35
(1947–1948), initial production version with 165 hp (123 kW) Continental E-185 or E-185-1 engine, 1500 built.[11]
A35
(1949) Model 35 with higher takeoff weight, tubular
wing spars and nosewheel steering, 701 built.[11]
B35
(1950) A35 with a Continental E-185-8 engine, 480 built.[11]
C35
(1950-1952) B35 with a 185hp Continental E-185-11 engine, metal propeller, larger tail surfaces, and higher takeoff weight, approved for the
Lycoming GO-435-D1 engine,[41] 719 built.[11]
D35
(1953) C35 with increased takeoff weight and minor changes, approved for the Lycoming GO-435-D1 engine. [41] 298 built.[11]
E35
(1954) Powered by E-185-11 or 225 hp (168 kW) Continental E-225-8 engine, 301 built.[42]
F35
(1955) Powered by E-185-11 or E-225-8 engine. Extra rear window each side, strengthened wing leading edges and tail spar caps. 392 built.[42]
G35
(1956) Powered by Continental E-225-8 engine, thicker windshield. 476 built.[42]
H35
1957 Model H35 at Jackson Hole Airport
(1957) Powered by a 240 hp (180 kW) Continental O-470-G engine, and with modified structure. 464 built.[42]
J35
(1958) Powered by a 250 hp (190 kW) fuel injected Continental IO-470-C engine. 396 built.[42]
K35
(1959) Increased fuel load, optional fifth seat and increased takeoff weight, 436 built.[42]
M35
(1960) Similar to K35, 400 built.[42]
1965 S35 at Flagstaff Pulliam Airport
1966 V35
N35
(1961) Powered by a 260 hp (190 kW) Continental IO-470-N engine, increased fuel capacity, increased takeoff weight, and larger rear side windows,[43] 280 built.[42]
O35
(1961) Experimental version fitted with laminar flow airfoil. Only one built.[42]
P35
(1962–1963) New instrument panel. 467 built.[42]
S35
(1964–1966) Powered by Continental IO-520-B engine, higher takeoff weight, longer cabin interior, optional fifth and sixth seat and new rear window,[44] 667 built.[42]
V35
(1966–1967) Fitted with single-piece windshield, powered by IO-520-B or optional 285 hp (213 kW) turbocharged TSIO-520-D engine (as V35-TC). 873 built, including 79 V35-TCs.[45]
V35A
(1968–1969) Fitted with revised windshield, powered by IO-520-B or by optional turbocharged TSIO-520-D engine (as V35A-TC), 470 built, including 46 V35A-TCs.[46]
V35B
(1970–1982) Initially with minor improvements over V35A, but had major internal redesign in 1972, and 24-volt electrical system in 1978. Normally powered by IO-520B, but available with optional TSIO-520-D (as V35TC) until 1971. 1335 built, including 7 V35TCs.[47][48]

Model 36 Bonanza

A36 Bonanza
Beechcraft A36 Bonanza modified with the Tradewind Turbine's turboprop conversion
36
(1968–1969) Revised utility aircraft with similar tail to Model 33 with a 10 in (25 cm) fuselage stretch, four cabin windows each side, starboard rear double doors and seats for six, one 285 hp Continental IO-520-B engine, 184 built.[49][50]
A36
(1970–2005) Model 36 with improved deluxe interior, a new fuel system, higher takeoff weight, from 1984 fitted with a Continental IO-550-BB engine and redesigned instrument panel and controls, 2128 built[27][51]
A36AT
Model A36 "Airline Trainer" with reduced-diameter propeller, exhaust baffles, and reduced RPM to reduce noise for flight schools.[52]
A36TC
(1979–1981) Model 36 with a three-bladed propeller and a 300 hp turbocharged Continental TSIO-520-UB engine, 280 built
T36TC
(1979) A36 fitted with T-tail and a 325 hp Continental TSIO-520 engine, one built
B36TC
(1982–2002) A36TC with longer span wing, increased range, redesigned instrument panel and controls, higher takeoff weight, 116 built[53]
G36
(2006–present) – glass cockpit update of the A36 with the Garmin G1000 system[4][54]

QU-22

YQU-22A (Model 1074)
USAF military designation for a prototype intelligence-gathering drone version of the Bonanza 36, six built
YAU-22A (Model PD.249)
Prototype low-cost close-support version using Bonanza A36 fuselage and Baron B55 wings, one built
QU-22B (Model 1079)
Production drone model for the USAF operation Pave Eagle, 27 built, modified with turbocharging, three-bladed propeller, and tip-tanks[55]

Modifications

Allison Turbine Bonanza
Allison, in conjunction with
Allison 250-B17C turboprop engine.[56]
Continental Voyager Bonanza (A36)
Standard aircraft with a liquid-cooled
Continental Motors TSIOL-550-B engine.[57][58]
Propjet Bonanza (A36)
Standard aircraft modified by Tradewind Turbines with an
STC # 3523NM by Soloy).[59]
TurbineAir Bonanza (B36TC)
Modification by Rocket Engineering subsidiary West Pacific Air, LLC with a 500 hp Pratt & Whitney PT6A-21 turboprop engine and 124 U.S. gallons (470 L; 103 imp gal) fuel capacity.[60][61][62][63]
Whirlwind System II Turbonormalized Bonanza (36, A36, G36)
Standard aircraft modified by Tornado Alley Turbo with a Tornado Alley Turbonormalizing (keeps power up to 20,000ft)[64] system and approved for a 4000 lb MTOW
Whirlwind TCP Bonanza (A36TC or B36TC)
Standard aircraft modified by Tornado Alley Turbo with a TCM IO-550B engine and Tornado Alley Turbonormalizing system, this airframe is approved for a 4042 lb MTOW.
Bay Super V
A multi-engine conversion of the C35 Bonanza.
Model 40
The Beechcraft Model 40A was an experimental twin-engined aircraft based on the Bonanza. Only one prototype was built in 1948. It featured a unique over/under arrangement of two 180-hp Franklin engines mounted on top of each other and driving a single propeller. The plane had a different engine cowl from a standard Bonanza, and the nose gear could not fully retract, but otherwise it greatly resembled the production Bonanzas of the time. Certification rules demanded a firewall be fitted between the two engines, however, thus stopping development.[65] The status of the prototype is unknown.
Parastu 14
Reverse engineered derivative of F33A by Defense Industries Organization of Iran, fitted with winglets. First flown April 5, 1988. Approximately 14 in service by 2001.[66][67][failed verification]

Operators

Civil

Astronaut Gordon Cooper, of Gemini V, poses on the wing of his personal Beechcraft Bonanza in 1963.

The Bonanza is popular with air charter companies, and is operated by private individuals and companies.

In 1949, Turner Airlines (later renamed Lake Central Airlines) commenced operations using three V-tail Bonanzas.[68] That same year, Central Airlines began operations using eight Bonanzas,[69] later adding three more to the fleet before starting to phase them out in 1950 in favor of the Douglas DC-3.[70]

Military

 Haiti
Haitian Air Corps – 1 x Bonanza F33[71]
 Indonesia
Indonesian Naval Aviation – 4 x Bonanza G36[72]
 Iran
Imperial Iranian Air Force – 10 x Bonanza F33A and 39 x Bonanza F33C[73]
 Israel
Israeli Air Force - Bonanza A36[74] called Hofit.[75]
 Ivory Coast
Ivory Coast Air Force – 1 x Bonanza F33C[76]
 Mexico
Mexican Air Force – 10 x Bonanza F33C[77]
 Netherlands
Netherlands Government Flying School – 16 x Bonanza F33C[78]
 Nicaragua
National Guard – 1 x Bonanaza A35[79]
 Portugal
Portuguese Air Force – 1 × Bonanza A35 operated 1949–55.[80]
 Spain
Spanish Air Force – 29 x Bonanza F33C and 25 x Bonanza F33A[81]
 Thailand
Royal Thai Navy – 3 x Beech 35 Bonanza[82]
 United States
United States Air Force - QU-22Bs.[83]

Notable flights

Accidents and incidents

There have been numerous accidents and incidents involving the Beechcraft Bonanza. Listed below are a select few of the most notable ones.

Specifications (2011 model G36)

Beechcraft Bonanza V35B 3-view drawing

Data from Hawker Beechcraft[101][102]

General characteristics

  • Crew: one
  • Capacity: five passengers
  • Length: 27 ft 6 in (8.38 m)
  • Wingspan: 33 ft 6 in (10.21 m)
  • Height: 8 ft 7 in (2.62 m)
  • Wing area: 181 sq ft (16.8 m2)
  • Aspect ratio: 6.2
  • Airfoil: Root:NACA 23016.5. Tip:23012
  • Empty weight: 2,517 lb (1,142 kg)
  • Gross weight: 3,650 lb (1,656 kg)
  • Powerplant: 1 × Continental IO-550-B , 300 hp (220 kW)
  • Propellers: three-bladed Hartzell Propeller, 6 ft 8 in (2.03 m) diameter

Performance

  • Cruise speed: 176 kn (203 mph, 326 km/h)
  • Range: 716 nmi (824 mi, 1,326 km) with full passenger load
  • Ferry range: 930 nmi (1,070 mi, 1,720 km)
  • Service ceiling: 18,500 ft (5,600 m)
  • Rate of climb: 1,230 ft/min (6.2 m/s)
  • Wing loading: 20.16 lb/sq ft (98.4 kg/m2)

Avionics

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes
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  2. ^ Anders Clark (June 25, 2015). "The Beechcraft A36 Bonanza". Disciples of Flight. Retrieved August 12, 2015.
  3. ^ Scott Perdue (May 1, 2007). "The Bonanza Hits 60 Strong and Fast!". PlaneAndPilotMag.com. Archived from the original on September 24, 2015. Retrieved August 12, 2015.
  4. ^ a b "Beechcraft Bonanza G36. Product Analysis" (PDF). Wichita, Kansas: Hawker Beechcraft Corporation. pp. 3–4. Archived from the original (PDF) on March 25, 2009. Retrieved December 8, 2008.
  5. ^ a b c d e f "Beechcraft Serialization List, 1945 thru 2014" (PDF). beechcraft.com. Beechcraft. August 26, 2014. Archived from the original (PDF) on October 16, 2014. Retrieved October 16, 2014.
  6. ^ a b Jacobshagen, Norman (June 1960). "Check Pilot Report: Beech Debonair". Flying. Vol. 66, no. 6. New York: Ziff-Davis. pp. 38–39, 89–91. Retrieved October 16, 2014.
  7. ^ Flying magazine, ibid.
  8. ^ a b c Pelletier 1995, p. 89.
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  11. ^ a b c d e f Pelletier 1995, p. 90.
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  28. ISSN 1742-996X
    .
  29. ^ Niles, Russ (January 15, 2012). "Australia Grounds Older Bonanzas". AVweb. Retrieved January 16, 2012.
  30. ^ AAP (January 16, 2012). "CASA issues directive on light planes". Herald Sun. Retrieved January 16, 2012.
  31. ^ Niles, Russ (January 24, 2012). "No FAA Bonanza Cable AD". AVweb. Retrieved January 26, 2012.
  32. ^ a b Mike Collins (September 2014). "The Bonanza Goes to War Meet the QU-22B and the men that flew her". AOPA Pilot.
  33. ^ a b "Bygone Beechcrafts – Part Two". King Air. Retrieved November 21, 2023.
  34. ^ "USAF Qu-22 Pave Eagle". Retrieved September 29, 2014.
  35. ^ "Aircraft Specification 3A15, Revision 95" (PDF). FAA. April 12, 2013. Archived from the original (PDF) on December 28, 2016. Retrieved January 3, 2014.
  36. ^ a b c Pelletier 1995, p. 121
  37. ^ Pelletier 1995, pp. 121–122
  38. ^ a b c d e Pelletier 1995, p. 122
  39. ^ Pelletier 1995, pp. 122–122
  40. ^ a b c d Pelletier 1995, p. 123
  41. ^ a b Federal Aviation Administration (March 26, 2007). "Aircraft Specification A-777" (PDF). Archived from the original (PDF) on April 24, 2009. Retrieved March 6, 2012.
  42. ^ a b c d e f g h i j k Pelletier 1995, p. 91.
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  46. ^ Pelletier 1995, p 92
  47. ^ Pelletier 1995, pp. 92–93
  48. ^ Taylor 1971, p. 228.
  49. ^ Pelletier 1995, p. 147
  50. ^ Taylor 1969, p. 250
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  55. ^ Air Progress: 75. December 1971. {{cite journal}}: Missing or empty |title= (help)
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  63. ^ Pete Bidell (January 2015). "Turbine Bonanza Conversions". AOPA Pilot: T-2.
  64. ^ "Speed: Buying 180 Knots for $180,000"
  65. ^ Colby, Douglas. "The Ultimate V-Tail". Plane & Pilot Magazine. Werner Publishing Corporation. Retrieved July 21, 2009.
  66. ^ Jackson 2005, p. 298
  67. ^ "Payvand – Iranian Air Force Highly Equipped". Archived from the original on April 4, 2022. Retrieved September 29, 2014.
  68. ^ Our History - Lake Central Airlines, US Airways website, retrieved January 14, 2014
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  70. ^ "Central Airlines to Start DC-3 Service over Routes". The Dallas Morning News. Dallas, Texas. September 7, 1950. Retrieved November 5, 2019. Until other DC-3's are added to the present three, Central will continue using its Bonanzas—of which there are eleven—on the Fort Worth–Texarkana and Fort Worth–Wichita routes.
  71. ^ Andrade 1982, p. 97.
  72. ^ "Empat Pesawat Latih Baru Puspenerbal Diserahterimakan Hari Ini – Surya". Surabaya.tribunnews.com. December 30, 2013. Retrieved June 28, 2015.
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  74. ^ "IAF gets first female squadron leader". The Jerusalem Post | JPost.com.
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  76. ^ Andrade 1982, p. 126.
  77. ^ Andrade 1982, p. 156.
  78. ^ Andrade 1982, p. 164.
  79. ^ Andrade 1982, p. 166.
  80. ^ Nicolli Air Enthusiast May–June 1998, p. 38.
  81. ^ Andrade 1982, p. 203.
  82. ^ World Air Forces – Historical Listings Thailand (THL), archived from the original on January 25, 2012, retrieved August 30, 2012
  83. ^ Taylor 1971, p. 230.
  84. Air & Space
    Vol. 22, No. 3, August 2007, "A Bonanza Anniversary", p. 14
  85. ^ Air & Space, V 22, N 3, p. 14
  86. ^ Ball 1971
  87. ^ Air & Space, V 22, N 3, p. 15
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Bibliography

External links

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