After waiting out the low visibility and low ceilings of early morning fog, a 35-minute flight in Mike’s V-tail Bonanza from Ormond Beach (KOMN) got us to the Lake Parker entry point for the arrival into Lakeland Linder International (KLAL). Let the fun begin. Though I had performed this arrival in my airplane, the lack of direct control from the copilot seat seemed to make the proce- dure more stressful. Or perhaps it was the uncomfortable proximity to other airplanes. Or perhaps it was the NTSB report I was envisioning: “Two ATP-rated pilots were…” On a side note, compliments to the controllers who volunteer for the event. They’ve developed a “show” vernacular that is explicit in the instructions, humorous in its tone, complimentary in its encouragement of correct performance without condescension, and welcoming in its message.

Mike performed a touchdown in close proximity to the green dot, despite some last-minute instructions. We survived without a scratch. The taxi and parking process can sometimes prove exciting, and in this circumstance, it met expectations. An “Exhibit” sign had been placed in the corner of the Bonanza windscreen based on this magazine being a sponsor.

We were allowed entry through the gate, but no parking space was available. I had innocently thought that a section of pavement or grass would be available for media, but a quick golf cart ride confirmed otherwise. We were unceremoniously towed out and offered parking elsewhere. At least we have the pictures to prove our 10-minute exhibitor status.

After losing the battle of dry earth vs. corkscrew tie-down stakes, we covered the airplane and set off on a mission to retrieve my media pass and wristband. Open- ing the door to the building that had previously housed the volunteers involved with media revealed an empty room. Uh oh. After an inquiry or two, we were directed across the street to a trailer in a parking lot.

Unfortunately, I was 10 minutes too late. Passes were now only being issued inside the exhibit area, where we had been almost an hour ago.

An attempt to re-enter was thwarted by the same security volunteers that had pointed us to the parking lot trailer. Despite displaying various forms of identification and pleading our case—well, maybe some airline pilot whining—we were denied entry. A text message and phone conversation later, we were rescued via a golf cart driven by editor-in-chief Julie Boatman, narrowly avoiding Sun ‘n Fun prison.

After spending a little time in the air-conditioned comfort of our magazine’s greeting tent, Mike and I thought it best to begin our trek through the hangar displays. The outside temperature of 91 degrees was our primary motivation. I conduct my hangar walk methodically, without missing an aisle of vendors. The process can lead to sensory overload, so it’s best to scan ahead before proceeding.

Having successfully accomplished that—inclusive of a very tasty chicken pita sandwich that I confess to having low expectations for—we sought refuge back in the FLYING Media Group tent, while we awaited the arrival of my Connecticut crowd and associates.

It was great to reunite with old friends—airline colleagues and GA pilots alike. Introductions were made, and within seconds the verbal abuse began. Like a fighter pilot, it’s best to begin as the aggressor, but inevitably you are shot with a missile or a fusillade of high-caliber rounds. I apologized to my fellow magazine staff members, who were caught in the crossfire. Day one ended with hotel check-in, a rushed shower, and dining at our standard tradition of Bonefish Grill.

Without a clue as to his job description, Mike had volunteered for some type of ops duty, beginning with a briefing at 07:30 the next morning. Having been extended an invitation by his fellow JetBlue check airman friend and air operations chairman, Sam Huffstetler, I attended. I had no doubts as to the organizational strength of Sun ‘n Fun, but it was a great experience to witness how some of the sausage was made. The professionalism of the volunteers was impressive. Sam was three weeks from leaving the airline and, as is typical for my colleagues, wanted assurances that he would sur- vive retirement. I confirmed that was almost certain. His immediate plans were to embark on a 3-month bicycle tour across the country and to grow his air boss business: www.flightleadairboss.com. Mike found his volunteer niche at the top of the announcer’s tower, talking on the advisory frequency. He shared duties with another JetBlue colleague, assisting airplanes on the taxiway that may have lost their way. It was a great vantage point. Unfortunately, he witnessed an Aeroshell T-6 ground loop after a rudder steering cable allegedly broke.

I managed a quick visit with my Jetmobile friend and his wife. As usual, he was engaged with an activity; on this occasion, it was an impromptu parade with his motorized 747 engine. Now both retired, Paul and Susie were not leaving much runway underneath their feet, traveling to various destinations almost biweekly.

After a Mexican lunch outside of the compound, my airline friends led the way into the comfort station tent of the Allied Pilots Association (APA), my former pilot union. As expected, I had close encounters with long- lost colleagues. In addition, I engaged in a refreshing conversation with the enthusiastic daughter of one our Boeing 737 pilots. At 25, she was a C-17 pilot in the Air Force reserves, soon to be on the fast track to my former employer.

Day two ended with our traditional dinner at Bern’s Steakhouse in Tampa. It’s always an experience, especially with a crowd of eight. The dessert room is required attendance by our group’s bylaws, with the price almost exceeding that of the steak just consumed.

Departure day was spent partly with my editor-in-chief, an unusual treat since her hair is usually on fire. As part of that, Julie coordinated for me the opportunity to meet Daher staff and sit in the TBM 960, an incredibly sophisticated machine.

We inhaled an early lunch of BBQ chicken and had the Bonanza’s engine started by 12:15. Our departure was without issue except for the delay caused by two Amazon 737 arrivals. After a successful navigation through Orlando’s Class-B airspace, we arrived in KOMN no worse for the wear.

Sun ‘n Fun is certainly about the airplanes, but it’s the people that define the experience.

The post An Airline Pilot’s Sun ‘n Fun Trek appeared first on FLYING Magazine.

The early Bonanza 35s started off as four-seat single-engine piston designs with reasonable cargo carrying space—but always more attuned to the business trip or family cruise as opposed to hauling a lot of stuff. That would come later, as Beechcraft built on the model’s popularity. The V-tail versions spoke to greater aerodynamic efficiency—and attracted the pilot looking for a distinctive ride. Yet the company went back to the conventional tail with the 36 model series that would take its place starting in 1968—as well as that of the 33 models. Why that happened is just one element of determining which Bonanza would be right for you. With more than 17,000 Bonanzas of all flavors built—and a high percentage still flying—there’s quite a selection to choose from, and they retain great value on the market to this day, more than 75 years later.

Design and Evolution

The first Bonanza, the Model 35, came with a 165 hp engine that was quickly upgraded to 185 hp for a minute on takeoff. At an original max gross weight of 2,550 pounds, it weighed at least 1,000 pounds less than its Model 36 brethren that followed. With a stall speed of less than 50 knots, the early 35s could get in and out of short runways, and still cruise along at 140 to 150 knots. With the C35 model in 1951, the tail was improved, with an increased chord and adjusted angle of incidence, and a bump in horsepower to 185 max continuous and 205 hp for takeoff.

The J35 gained fuel injection, and another increase in horsepower up to 250—with a resulting nearly 170-knot cruise speed. In 1982, the P35 model saw an update in the instrument panel to accommodate the (improving) avionics of the day, with the analog gauges in a standard six-pack configuration as opposed to being all over the place. A third cabin window had shown up in the N35, and the Continental IO-520 was introduced with the S35—at 285 horsepower and a zoom almost to180 knots in cruise.

In the 1980s, the 35s underwent extensive wind-tunnel testing after a handful of inflight breakups. The FAA determined the design didn’t meet current airworthiness standards, so an AD was issued to strengthen the tail. The 35’s relatively small CG range also garnered attention.

For the A36 series, the fuselage remained similar but was stretched to accommodate a third pair of seats. This was not accomplished with a “plug” but in a legitimate extension of 10 inches and more forward placement on the wings. Both elements helped to increase the CG range from that of the 35s, though it still warrants close attention, as it can be loaded forward enough to be difficult to land well—as well as too far aft with even more dire consequences.

The 36 returned to a standard empennage configuration, with a conventional vertical fin and horizontal stabilizer and elevator. Later versions include club seating and a cargo door that can be removed to leave the gap open in flight—making it a great platform for aerial photography.

Up front, the original model transitioned first to the Continental IO-520-B 285 hp engine, and then as the A36 with Continental’s IO-550-BB at 300 hp and the higher takeoff weight that it afforded. Aftermarket up-grades continue to be a popular way to breathe new life into a well-loved Bonanza of either model series.

Market Snapshot

As of early May 2023, there were a lot of Bonanzas of all flavors on the market. Taking a look at Aircraft For Sale’s piston single section, two of the V-tails ranged from $49,000 to $169,000—14 years apart and several upgrades making up the price differential. Those represent other market outlets well, where there were a total of 54 V35s available, with a range of $45,000 for a run-out model to $280,000 for one newly equipped with a Garmin flight deck. Average asking price was $141,960. The total time ran from roughly 1,590 hours to 7,150 hours, with an average of 4,934 hours.

On the A36 side, prices climb to reflect the six-seat configuration and newer model series, with 23 on the market, ranging from $209,000 to $565,000 on the top end for a turbo-normalized model. The average asking price came in just over $300,000. Total time was a bit lower as well—though some folks have obviously flown the heck out of their A36s.

FLYING’s travel editor Jonathan Welsh took a close look at the Bonanza models when searching for his latest airplane. “Concerning Bonanzas, my shopping revealed a wide range of prices and equipment. In general, though, Bos seem to always cost a bit more than you think they should.”

Welsh found that “the A36 is easily the most sought-after model, mostly because it has six seats, and prices have jumped in the past few years. My wife and I found a 1977 model about four years ago, with less than1,000 hours on the engine, dated avionics, and it listed for $175,000. Today I see similar planes priced around$250,000—sometimes with run-out engines.

“I think you can argue that the V-tails are the best prospects, if you like the styling. They seem to be priced lower overall,” perhaps because lots of potential buyers remain spooked by the unusual design, and what Welsh points out as “the largely false notion that the tail surfaces could break away at any moment.”

It comes down to mission—and aesthetics. “For some pilots the V-tails are absolute classics and represent something special in the evolution of aircraft design,” says Welsh in conclusion.

“[They represent a] nice combination of performance and retro-cool emotion. And they do look great on the ramp.”

Flight Characteristics

Some airplane designs are optimized for maneuvering—like a Pitts or an Extra—and others for cross-country cruising. Though they have common heritage with the T-34 Mentor, the Bonanzas fall solidly in the second camp, with stately handling characteristics that make for a reliable IFR platform. Like many piston singles from the era meant to be flown by civilian pilots of varying backgrounds, the control responsiveness follows a standard progression, with rudder actuation taking reasonable pressure, pitch control feeling relatively heavy with a tendency towards straight and level, and aileron response more sprightly, yet in no way twitchy.

Differences between the V-tail 35 and A36, however, exist and are significant to show up on a comparative level. First, actuation of the V-tail’s ruddervator configuration feels traditional, though the airplane was designed to be easy to maneuver. “It’s a sportier feel,” than theA 36 models, says Ben Younger, who owns a 1972 V35B. “It’s a more fun airplane to fly from that perspective.”

Another difference in flight characteristics between the models is the implementation of an approach flaps setting on the A36. As compared to the 35s, this makes slowing down while going down a bit easier—and they can be deployed at roughly the same point as the landing gear from a speed standpoint (about 150 knots, depending on the model), balancing the pitch-up and pitch-down forces.

Early models of both lines feature a non-standard gear retraction piano-key-style switch that can be difficult to distinguish from the flap switch right next to it. You can tell a pilot of these models by the phrase they utter before bringing up the flaps after landing—“these are the flaps”—to ensure that the gear switch isn’t brought up by accident.

Ownership

“The gotchas always have to be how the airplane was maintained, not necessarily the difference between the models,” says Younger of the pre-buy process for approaching any Bonanzas in either model run.

One key item to check into during the pre-buy inspection—the swage buckles. They’re found underneath the floorboards and provide structure for the aileron cable runs. On certain V models, condensation can collect and drip onto them, corroding them severely to the point of breakage. Sometimes you will find these with just safety wire holding them together, according to one owner who is familiar with another pilot who suffered a failure of one in flight, leading to a dramatic left-aileron-only situation. The good news is that this is now an airworthiness directive, and thus required to be regularly checked.

Other updates include the windshields on older model 35s that aren’t sloped, and that most owners have wanted to replace over time. The electrical system may also need attention—there was a change from a 14V to a 28V system at V35B serial numbers D-10097and D-10120 and after, in 1978. Updated avionics—and a better engine start—may demand a move to the higher-load system. Under the cowl, there’s the ability to move into the IO-550 from a previous powerplant for 35s and older 36 models under STC.

Once upgrades and any outstanding ADs have been addressed, annual inspections run in the moderate range. “My annuals will be as little as $4,000 now,” says Younger, but that’s after significant investment he’s made in upgrading not only what’s in the instrument panel, but also windows, wiring, and other parts behind the scenes.

The American Bonanza Society (bonanza.org) forms an important hub for owners to tap into, both during the research process and acquisition, through pilot proficiency and maintaining the airplane. With nearly 10,000 members, the organization offers de-tailed backgrounds on all models, as well as meetings, training programs, and an active forum. Its Bonanza Pilot Proficiency Program (known affectionately as the “B-Triple-P”) is justifiably famous in the general aviation community for its depth of training for both new and veteran Bonanza pilots.

The ABS is leading one critical charge for potential Bonanza 35-series pilots: the Maciel Ruddervator Prizeto help source an alternative solution to the magnesium-alloy ruddervator skins used on the 35’s empennage. Textron Aviation no longer produces the skins, and appears unwilling to invest in an alternate solution, though it may have released information to potential candidate companies to produce a supplemental type certificate (STC) for a replacement, according to the ABS.

Insuring a pilot in a Bonanza typically follows a straightforward path—for the non-instrument-rated pilot, premiums can rise steeply. But the airplane has enjoyed a relatively low overall accident rate com-pared to others in the class—with the danger lying in pilots who take it into poor weather on cross-country flights. Still, with an IFR ticket, most pilots can expect between $2,000 and $4,000 per year on a mid-range hull value on the 35s, with slightly more on the 36s, reflecting the higher hull value.

Our Take

The specter of losing the leaded avgas required to run the engines found in most of the Bonanza fleet hangs closely depending on where you live—but it will come to roost for all in the U.S. by 2030. Unleaded fuel testing is taking place under the auspices of several associations, including tests in a Beechcraft Baron with similar high-compression Continental IO-550 engines as are found in much of the late-model Bonanza A36 fleet.

Aside from this concern, the Bonanza model line forms an excellent choice of cross-country cruiser—and depending on your mission and your pocketbook, it makes for a solid choice. If you only need up to four seats, and you’re comfortable with the prospect of an STC looming in the event you need to reskin the ruddervators, the 35 line offers great value. But if you need up to six seats—and you want less concern regarding parts down the road—the A36 is still well supported by the manufacturer and will likely retain its value for years to come. It comes at a premium price, but the A36 remains at the top of many a pilots’ wish list.

“Impeccable Flying Qualities…A Star in the Market”

When the Bonanza Model 35 came out, its modern lines were unmistakable. FLYING’s then editor-in- chief Richard L. Collins drew it plainly, in a review in the August 2007 issue: “I have flown every model of the Bonanzas and some stand out as milestone V-tails. The first is the straight Model 35. There is no question that the airplane had some problems with wing skins and center sections, but there is also no question that the Bonanza 35 is the most revolutionary piston airplane ever built. Everything since has been evolutionary. Nobody came close to the Bonanza at the time, and it compares favorably with the best that are being built 60 years later.”

Of the Model 36 that followed, Collins had more glowing praise in a June 2000 report. “The Bonanza 36 is one of the more coveted airplanes in the general aviation fleet.” He went on to confirm its steadfast design. “For a long time, traditionalists scoffed at the 36, feeling that the V-tail was the only true Bonanza. That has changed now, and the 36 is the Bonanza that is out there every day, doing the work, upholding the Bonanza tradition.”

This feature first appeared in the June 2023/Issue 938 print edition of FLYING.

The post Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails appeared first on FLYING Magazine.

The internet certainly doesn’t help in this regard. One highly visible discussion thread can single-handedly taint a type’s reputation, sending would-be buyers scrambling in other directions. Often, the concern is parts availability. But a more thorough understanding of the issue and a properly calibrated set of expectations can present a more open-minded buyer with some great opportunities.

There are certainly some types that, by virtue of limited production numbers, can legitimately be quite challenging to maintain. If you happen to buy one of the four remaining airworthy Ryan SCs or one of the six Wing Derringers on the FAA register, for example, you’re going to have a difficult time finding parts and qualified maintenance. Those owners must, therefore, get creative.

One of those Derringers is based near me in Madison, Wisconsin. The owner is a fascinating guy named Al. A while back, I asked him what he does when he’s in need of an airframe part. He explained that the handful of Derringer owners across the country keep in touch for precisely this reason. 

When one owner needs a part that’s unavailable and no longer produced, they will get a quote to have the part custom fabricated, and then they’ll negotiate a quantity discount. The rest of the owners chip in their share, whether they need the part or not, and are later provided with one of the parts to stockpile for future use. This rescues the owner in need of the part in question, it helps to prevent the rest of the group from having to repeat the process, and it minimizes the cost for everyone.

That’s a worst-case scenario as far as parts availability goes. But there are several other types that, despite having been produced in relatively large quantities, are cursed with one or more rare and difficult-to-source parts. Parts that, should they require replacement, will ground the airplane until a new one can be found. 

People tend to shy away from airplanes with this sort of issue. Accordingly, they can be the hidden gems of the used aircraft market. In a competitive landscape defined by limited supply and soaring prices, any factor that sends other buyers running away must be viewed as a potential upside.

V-tail Beech Bonanzas are one example. Rather than using an elevator and rudder as on a traditional tail, the V-tail uses two magnesium ruddervators. These are no longer produced, and thus, if you need a set, you’ll have great difficulty finding any. It often comes down to waiting for an existing Bonanza to be wrecked and/or parted out—and then ensuring you’re the high bidder.

The ruddervator situation is dire. So dire, the American Bonanza Society is now offering a reward of $500,000 to the first person or company to certify and market a replacement kit for these control surfaces. With any luck, a company will engineer a solution that’s relatively straightforward to manufacture and cost-effective to purchase.  

Another type with such an issue is the Cessna 162 Skycatcher. Most airframe parts are no longer available, and must either be manufactured from scratch or salvaged from a donor airframe if needed. Depending on the source, one Skycatcher door will cost an owner five figures to replace. 

Aircraft such as the Stinson 108, the Bellanca Cruisair, and some early Maules come equipped with Franklin engines. These engines are generally loved by those who own them, but certain parts like cams and cranks can be difficult to source. I’ve spoken with owners who have waited nearly a year for the part they need to show up at their door.

But none of these examples makes any of the airplanes inherently bad, or even ones to avoid. Even the Skycatcher, with all of its scarce parts, is one of the most modern and affordable certified airplanes on the market. One must simply prepare ahead of time and calibrate one’s expectations with regard to potential maintenance downtime.

The first step toward happy ownership of a type with one or more difficult-to-source parts is networking. Whether the type has a vibrant, well-organized type group like the Beech Aero Club, or whether it’s limited to a humble Facebook group, it’s critical to network with other owners. Whatever ownership challenge you’re facing, there’s a good chance another owner has crossed that bridge and can offer some helpful advice.

• READ MORE: Previous editions of ‘The New Owner’

Specifically, building good working relationships with other owners is helpful when you’re in need of a particular part. If another owner doesn’t have the part in stock, they might know of someone who does. One phone call or email can reach many branches of the grapevine.

The second key to owning a type with an exceedingly rare part or two is to always be searching and shopping for those parts, regardless of whether you need them. Scroll through aviation classified ads from time to time in case you spot something that might come in handy one day. I like to save keyword searches on eBay for rare items I’m after; should a seller list one of them for sale, I’ll receive an email alert.

When one of those rarities pops up, it’s probably a good idea to go ahead and buy it and then stockpile it for future use. Even if you don’t currently need one of the more difficult-to-find items, having one in stock will enable you to return to the skies with a minimum of downtime if and when yours breaks. A friend of mine did exactly this, and keeps an expensive, hard-to-find bearing on hand in case her old, rare propeller happens to need one.

The last step to enjoying an airplane with a rare part or two is the most important—be willing to help another owner out when they’re in need. This is the difference between stockpiling and hoarding. Come to the rescue for another owner in their time of need, and chances are they’ll be there for you when your day comes, scrambling to help you get back into the air. 

If every owner of a type makes an effort to seek out and locate hard-to-find parts—and is also willing to sell their stockpiled part to another when needed—the ownership of that aircraft type becomes a lot easier for everyone. More examples of the type will be kept airworthy and flying, and fewer examples will be left to deteriorate or taken to the scrapyard. A little selflessness goes a long way.

Ultimately, the whole idea is to view ourselves not as the owner of our airplane, but rather, as its current caretaker. Many have come before us, and if we take our duty seriously, many will follow. Regardless of the type or rarity, working together goes a long way to keeping our respective fleets flying for generations to come. 

The post In the Search for Rare Parts, Networking and Planning Can Save You appeared first on FLYING Magazine.