The airplane got a bigger 240-HP powerplant which, for the first time in the line, offered identical takeoff and max continuous horsepower. The H-model represents what Larry Ball in his book, “The Incomparable Bonanzas,” calls the beginning of a second generation of Bonanzas.
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 speedbrake. 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 legroom. 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, adding a new wing carry-through structure and thicker wing skins and fuselage stringers. That means a careful prebuy inspection and a checkout that emphasizes operating limitations. Some advise avoiding these, but if you’re considering one, the American Bonanza Society believes they can be operated safely if you do your homework.
And although Beech offered a 35 wing-strengthening conversion in 1951, there weren’t many takers for the expensive mod, priced at $6000.īeech offered a number of wing mods and there was an aftermarket modification called the Jourdan-Flannagan mod. Unlike later models, the straight 35 lacks a shear web in the main wing spar-a design strategy undertaken to save weight. 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.
We’ve always liked that the 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 enjoyed 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 Beechcraft’s reputation for excellence, the early Bo’s 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 and no shortage of mods. 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. These airplanes have been subjected to a Beech-developed tail beef-up kit that has all but eliminated the breakup issue, although we found some broken airframes in the NTSB reports that were clearly no fault of the airplane. Parts and support remain easily available, although owners concede parts can be expensive because, well, it’s a Beechcraft.Īlthough the V-tails suffered a bad rep thanks to a series of breakups during the 1980s, there’s little concern today. With antecedents dating to 1947, the venerable V-tail remained in continuous production until 1982, something no other model can claim.Īlthough not cheap to operate, they aren’t unreasonable, either. Many owners throw endless amounts of money at these airplanes making them far better than new. Not that an old V-tail restoration is bad thing. Plus, shops won’t feel sorry for you when you roll up in any Bonanza. The bad news is that unless those 50- and 60-year-old airframes have been well maintained, you could be buying a money pit. If Beech Bonanza ownership seems out of the budget, the good news is that there are plenty of vintage V-tail models on the market at affordable prices.