20
A2A
SIMULATIONS :::
ACCU-SIM V35B BONANZA
FLYING INTO THE FUTURE
FOR SIMULATION USE ONLY
However, it is well to remem-
ber that Beech did not expect
their Bonanza to be flown by
amateur weekend sports filers.
It was expected to be flown by
professional, highly experienced
ex-
military pilots who would
not (it was supposed) be at all
challenged or put at risk by this
or any other of Bonanza’s less-
than- benign flight character-
istics. It is surely an impor-
tant factor regarding Bonanza’s
poor initial safety record
7
.
Notwithstanding Beech’s expec-
tations, from its introduc-
tion Bonanza was neverthe-
less owned and flown by many
pilots whose training and experience in such a spirited and
demanding thoroughbred was woefully insufficient.
The engine powering prototype #4 and the first produc-
tion Bonanzas is the now- familiar horizontally opposed,
six- cylinder, 165 horsepower, Continental E- 165. This
engine is reliable, cool running, economical and relatively
inexpensive to maintain. It does not require uncommonly
available aviation fuel and does not tend to burn oil at a
high rate. Only this engine’s six cylinders, two more than
in a Lycoming of similar power, might be a cause for some
objection regarding maintenance and inspection expenses.
However, compared to the contemporary 1947 Cessna 195’s
seven- cylinder radial 300 hp Jacobs R- 755A2, Bonanza’s
Continental E- 165 engine is simplicity and economy itself.
Unusual for a light general aviation aeroplane of this time
and a first in its class, Model 35 has an electrically and fully
retractable tricycle (nosewheel) undercarriage. Even more
unusual for a light aeroplane and another first, the under-
carriage when retracted is completely enclosed.
Whilst every USAAF bomber after the 1935 B- 17 had tricy-
cle undercarriage, most American WWII era fighter aircraft
had a tail- wheel, the few exceptions being Lockheed P- 38
“Lightning,” Bell P- 39 “Airacobra” and P- 63 “Kingcobra,”
and Northrop P- 61 “Black Widow” night fighter. However,
by 1945, the emerging jet aircraft all utilised a nosewheel.
Thus, tricycle undercarriage was clearly the arrangement
that virtually all military as well as general aviation aircraft
would come to adopt. In this light, it was Walter Beech’s
most fervent desire that this new aeroplane would be asso-
ciated with and define the future of general aviation.
It is well to remember that up until 1945, tricycle under-
carriage was virtually an unknown feature on general
aviation aeroplanes. One of the very few of those with a
nosewheel was the brilliant Fred Weick’s innovative and
prescient ERCO “Ercoupe.” First flown in 1937, it remained
in production by one manufacturer or another until 1969.
A nosewheel for Model 35 was an innovative feature for an
aeroplane of its type. Even rival Spartan 7W had a tailwheel.
However, Beech surprisingly held back a bit from complete
modernity by designing a freely
swiveling nosewheel, requiring
differential braking for ground
steering. This was done, per-
haps, for economy of construc-
tion, or possibly because the
nose of Model 35 leaves little
room for steering linkages.
As one might suss, Bonanza’s
lack of direct nosewheel steer-
ing was unpopular in what was
loudly purported to be a first-
class, top shelf and very expen-
sive machine. Apparently Beech
received sufficient complaints to
warrant a change and as a result
the 1949 Model 35A had a rudder
pedal-
steerable nosewheel as
well as a slightly higher permissible takeoff weight (and
concurrently, a slightly lower top airspeed.)
With the exception of “Ercoupe,” all other mass pro-
duced pre- war light general aviation aircraft had a tail-
wheel. As mentioned, virtually every US aeroplane manu-
facturer who had survived the war planned to re- introduce
the same or very similar aeroplanes as those they had built
and sold before the war, tailwheels, fabric covering, strut-
braced high wings and all. Even Cessna’s first post- war
aeroplane, the 1947 Cessna 190/195, which was introduced
almost simultaneously with Bonanza, has a tailwheel. While
C- 190/195’s bow to modernity is its all- metal construction
and cantilever (no strut) high wings, its overall design, fixed
undercarriage, radial engine(s) and tail wheel are most defi-
nitely reminiscent of pre- war aircraft.
Bonanza’s nosewheel has always been and remains
mounted ahead of the engine, as far forward as possible.
It was placed there so that the direct weight of the engine
would not be upon it and a larger proportion of the aircraft’s
1940 ERCO “Ercoupe”, a very cozy side- by- side two- seater.
Ercoupe’s can still be seen from time- to- time at airports
throughout the US.
1947 Cessna 195. Produced in 1947, this sleek and truly beautiful aeroplane
surely looks classic – that is, a classic from the 1930s. Like Bonanza, C- 190/195
was intended to be a high- end business transport. Also like Bonanza, it was
sleek, fast and expensive. Unlike Bonanza, however, C- 190/195 was never a
popular ride and relatively few were sold during its seven year production
period. In fact, Beech sold more Bonanzas in 1947, over 1,500, than all of the
Cessna 190/195s ever built (approximately 1,180.)
Summary of Contents for BONANZA ACCU-SIM V35B
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Page 5: ...www a2asimulations com ACCU SIM V35B BONANZA A2ASIMULATIONS 5 FOR SIMULATION USE ONLY ...
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