Pilot report - Beech Bonanza V-tail
[Reprinted from Fliteguide / Imperial Aviation]
When the Bonanza first emerged it set a new standard for light aircraft design
and now, more than fifty years later, it is still regarded by many as the most
desirable piston single.
Right from the first model it had that most distinguishing of all characteristics;
the V-tail. The unusual butterfly winged tail has long had its share of both
proponents and detractors. It's manufacturer, Walter beech, claimed that the
V-tail was lighter and aerodynamically cleaner than a conventional tailed aeroplane.
In theory he may have been correct but in practice, the unconventional tail
has been a continual cause of heated debate amongst its many fans and detractors.
It seems there are very few who have flown a V-tail Bonanza who do not have
strong feelings about its uniqueness.
To start with the detractors, there are two main reasons why the V-tail is perceived
to be inferior to Bonanza's with a conventional tail.
The primary complaint is that the V-tail is less stable in yaw. For some commentators,
this has always been the real problem. However, if the pilot simply rests his
feet on the rudder pedals most of the missing longitudal stability is restored.
The other criticism is that early models developed a reputation for shedding
their tails in flight. It has been claimed that more doctors were killed by
the Bonanza than by heart attacks. The reason for the few structural failures
was that simply it was an aeroplane ahead of its time.
When the Bonanza was launched immediately after World
War Two it was the first true light aircraft that was effective as a business
tool and it frequently got used in non-recreational weather.
Whilst other singles such as the Spartan Executive and Beech Staggerwing had
been used as pre-War business transportation, the Bonanza rapidly outsold the
much heavier earlier generation aircraft and the sheer weight of numbers in
a higher accident rate.
Private flying was still in its infancy and for many new
pilots the fastest and most complex aircraft they were familiar with was a Piper
Cub. Inevitably, there were losses of control in clouds, flights into thunderstorms,
icing, controlled flight into terrain and all the other life threatening situations
that surprise pilots unfamiliar with their own and their aeroplane's limitations.
Like other aircraft that developed a reputation such as the Malibu and Twin
Comanche, there was fundamentally nothing wrong with the design. Beechcraft
addressed concerns by providing leading edge stiffening cuffs and the FAA mandated
this as an airworthiness directive.
There is one further ongoing criticism of the Bonanza and
that is the centre of gravity restrictions on all the short fuselage models,
not just the V-tail. Bonanza have their fuel tanks in the leading edge of the
wing and the C of G moves aft as the fuel burns off. It is thus possible to
takeoff with the C of G within limits and land with it out of limits. On older
Bonanzas this is less of a temptation as they have the rear bulkhead further
forward than the later S and V series. This rules out the use of a fifth kiddie
seat and provides less opportunity to load the aircraft at its maximum aft C
of G.
In reply to V-tail critics, Beechcraft introduced the Debonair in 1959. essentially
a straight tailed Bonanza, it may have been the beginning of the end for the
V-tail. The 1968 E33A, which was directly comparable to a 1968 V-tail, was actually
45lbs lighter than the V35A of the same year. Initially Beech claimed the V-tail
was three knots quicker in cruise at 177 knots. However, on later models, Beech
finally acknowledged there was no difference and pegged the cruise for both
aeroplanes at 172 knots. V-tail critics were vindicated when Beech ceased production
of the V35B in 1982. And so, if the maker finally agreed that there was no direct
performance gain from the V-tail and the market had rejected it, what is their
undying attraction?
Perhaps the most rational reason for owning a V-tail is simply that you get
an aeroplane that is in every way great for a discount of 25-percent to the
price of a comparable, conventional-tail Bonanza. The V-tail remains a classic
nowadays with large and loyal following. If you ask any pilot who owns one to
define the aeroplane's attraction, he or she is liable to wax poetic about speed,
handling, design and looks. Speed is perhaps what the Bonanza is most renowned
for in that it seems to combine the two opposing demands of speed and comfort
more effectively than any other design. The cabin is extremely spacious and
airy. The seating position is high and the windows expansive, providing excellent
visibility. Handling is another of the Bonanza's strengths. Unlike Piper singles,
with their generally sloppy ailerons and Cessna singles with their lumbering
elevator forces, the Bonanza is well harmonised in all axis'.
The subject of our evaluation is the middle-aged 1957 G-series Bonanza, ZS-DOB.
In many ways this particular vintage model most aptly captures the nature and
spirit of this classic. By 1957, the Bonanza had been in production for over
ten years and had all initial design foibles addressed. Beech has always been
renowned for its build quality and this makes the Bonanza essentially ageless.
Everything on this aircraft has a look and feel of quality and Beech is famous
for their attention to detail such as the retractable step on the starboard
side of the fuselage, which means that there is no means to tramp on delicate
flaps.
Climbing aboard reveals a spacious four-place cabin with good elbow room. The
Bonanza shares the same cabin section as the Barons and this provides a tall
rather than a wide cabin. The instrument layout is almost completely random
and quaintly, the trim around the smaller gauges is carved wood. All the major
switches are aluminium keys rather like an old piano accordion. Dominating DOB's
cabin is a dual control column with modern control yokes replacing the more
common 'throw-over' arrangement. The avionic stack is on the left of the panel
and contains dual comms, an RNAV, mode C transponder and an ADF for a basic
IFR fit. Completing this is a four-place intercom. Missing is a built in GPS
and although DOB has a wing leveller it is located almost under the pilot's
seat and has long been unused.
Our test aircraft has one obvious external modification and that is two wing
tip tanks. They bring the aeroplane's total fuel capacity to 90 gallons, which
with a standard cruise fuel burn of just 11 gallons an hour, gives this Bonanza
real endurance. The landing gear is a Bonanza strong point. Essentially the
same as the 3,000 pound-heavier Beech Duke, it is an electrically driven system
that retracts or extends in five seconds. It is straightforward without complex,
separately actuated doors and is thus low on maintenance.
One of the inherent virtues of the Bonanza design is the wing. This wing has
remained unaltered since the first example was built. Without relying on elaborate
devices such as fowler flaps it provides an excellent range between stall and
high speed. Stalls are straightforward with the nose dropping through the horizontal
for a typical height loss of 200 to 300 feet. There is no noticeable tendency
for either wing to drop, despite the additional weight of fuel in the tip tanks.
The effectiveness of the V-tail is demonstrated by holding the wings level throughout
the stall simply by applying rudder (or ruddervator).
One of the great mysteries to me is the mechanical actuation of the control
surfaces. If you apply left rudder, both surfaces move to the left but if you
apply up elevator at the same time, the left surface must move up and down simultaneously,
which would probably be a sound basis for developing a split personality.
The G35 has the venerable E-series dry sump Continental engine. This becomes
immediately obvious once you open the cowling as there is a large oil tank and
cooler located at the rear of the engine. Whilst the design is cumbersome, it
does provide the pilot with enough oil to match the endurance or the tip tanks.
Staring the G35 is unusual in that it does not have a conventional fuel boost
pump but instead relies on a classic wobble pump situated under the pilot's
left knee. This is pure nostalgia for any pilot who learnt to fly Harvards in
the SAAF. To get the motor fired up you simply pump at the wobble pump until
there is a fuel pressure indication and then with the throttle and mixture set,
you engage the starter at the same time. It takes a little bit of practice and
pumping may seem a little inelegant but it works faultlessly hot or cold. The
G35 has the E-225-8 Conti motor, which is the immediate predecessor to the famous
O-470 familiar to most Cessna 182 pilots. An unusual feature of the G35 is that
it initially came out with an electric constant speed propeller as standard.
On DOB this has been changed through an STC to a conventional hydraulic unit
although the need for a third push-pull pitch control further messes up the
already untidy power controls.
Taxiing out is pure Beechcraft. The aeroplane feels solid without any of the
noises of tinnier airframes. The run-up is conventional except that the propeller
can only be exercised above 2,000 rpm. Power for takeoff requires plenty of
right rudder to counter the torque effect until rotation at about 80 mph. Best
rate of climb is 100 miles an hour with a comfortable cruise climb being 120
mph. With the engine throttled back to 2,300 rpm, we still managed 1,000 feet
per minute out of Lanseria on a warm day with two up and 50 gallons of fuel.
Typical cruise numbers are 2,200 rpm at 22 inches giving
145 mph indicated. The fuel burn at this power setting is just 11 gallons an
hour, which provides over eight hours endurance and a range of over 1,100 nautical
miles. If it is speed you are after, a slightly higher
power setting of 2,300 rpm and 23 inches at 6,000 feet gives a true airspeed
of 160 knots and a fuel burn of 14 gallons per hour.
Returning to the circuit, the Bonanza's handling once again comes to the fore.
The wheels can be lowered at up to 145 mph, which makes them effective speed
brakes. However, in deference to the age of this aeroplane, we limit extension
to 125 mph. We turn final at 100 mph and track solidly down the approach at.
With full flap we let the speed reduce to 90 and then 80 mph over the fence.
With the gentlest of flares, the old classic settles comfortably onto her sturdy
main undercarriage and with minimal braking we make the first turn off after
landing on Lanseria's runway 06 right. Landing have always been one of the Bonanza's
nicest features. Unlike other low wing designs that seem to do battle with ground
effect until they suddenly give up and fall through it with a thump, V-tail's
are generally great ego boosters as it is hard to drop them on with anything
other than a firm squeak.
It is comforting to know that they still make aeroplanes like they used to.
The trouble is, new A36 Bonanzas come at considerable cost. Unless money is
generally no object, it is hard to justify ownership of a new Bonanza just for
fun. What an old V-tail offers is all of the strength and flying qualities that
make Bonanzas great but at a fraction of the cost. With a US Dollar value of
approximately $50,000, it is not a bank buster and in this respect the aeroplane
represents the almost ideal personal aircraft.
In conclusion, The G35, with its frugal 225 horsepower engine, may not be the
true hotrod that is the late IO-520 powered version but it still manages very
respectable cruise speeds and with a friendly fuel burn. The much maligned longitudal
instability of the V-tail can be overcome by simply resting your feet on the
rudder pedal. Regardless of whether you are in a butterfly or straight-tailed
version, it is still a Bonnie. The added bonus is that, having a V-tail makes
you the owner of one of the most distinctive classics in the air.
[END OF REPORT]
Note: PlaneCheck often has some nice Beech Bonanza V-tails for sale