By Budd Davisson  

For both Beechcraft and the flying public the aeroplane was well named, as it's been a Bonanza for both." Budd Davisson traces the evolution of the Bonanza from its post-war beginnings to the present.

Bonanza! It’s a name, an attitude AND an institution. The Beechcraft Corporation selected that name for their new, 1945/46 design for a reason. They thought the word connotated something bigger than expected. An aeroplane that would give the pilot a windfall of pleasant surprises and utility. Looking back more than 60 years to the aeroplane’s first flight it would have to be said that the company couldn’t have picked a more prophetic name. Also, the aeroplane proved to be as much a Bonanza to the manufacturer as to the avid group of pilots who cling to the “V” tailed icon (as well as the straight tailed varieties) as if it were some sort of aerial deity.

BONANZA HISTORY
When the war was winding down and it was obvious who the winners would be, every aeroplane manufacturing plant in the nation began looking to their future and what they would do with all the skills and tooling they had used to win a war. Also, there was a universal belief that the huge number of returning military pilots, coupled with the GI’s who could get government funding education, would comprise a huge buying population for new aircraft designs. During much of 1945, every wartime producer had a small cadre of engineers and designers working outside of their military production duties to come up with “the” design that would capture that new market.

At Beechcraft, VP of engineering, Ted Wells charged project engineer Ralph Harman with the task of putting together a small team to design an aeroplane that would take the company into the post war period. They went through the same decision-making process as every other manufacturer but decided to avoid the trainer market and go right to the high end of the four place market. In fact, Walter Beech wanted his new aeroplane to set the standard for quality and performance. Clearly, his design team accomplished their mission.

They actually designed and mocked-up several versions, including one with a conventional tail, before aerodynamicist Jerry Gordon settled on a “V” tail configuration. He reasoned it would produce less drag and weigh less, as well as providing some advantages in preventing spins. The final design was actually produced in two prototype forms, one aeroplane with a four cylinder, geared Lycoming GO-290 of 160 horses and the Continental E-165 six cylinder. Additionally, the Lycoming aeroplane had a laminar flow wing while the Continental aeroplane used the better known 23000 series aerofoil.

In reality, the Bonanza was probably the first civilian aeroplane to be so thoroughly tested prior to actually flying. Beechcraft built their own 10 foot wind tunnel to test a number of designs and did extensive fatigue and flutter tests on the airframe before it was ever flown.

The final product, the Model 35 Beechcraft Bonanza, which took to the air only two months after VJ Day, went on to become a legend (obviously!) and set the standard for what a four place aeroplane should be.

When an aeroplane is in production for over 60 years, it goes through any number of modifications and changes, making it difficult for a prospective buyer to know which model is which. However, in terms of concept, the final V-tailed Bonanzas produced in 1982 are only slightly different than the original Model 35. At the same time, those changes are marked enough that they separate the aeroplane into several production-generations and are worth understanding. The straight-tail follow-on models, the 33 and 36, have their own modification history to be unravelled.

MODEL 35
The original Bonanza, the so-called Straight 35, featured a steel tubing centre section which joined the wings together. This structure has been known to develop cracks as well as being a place where rust can begin, if the aircraft isn’t properly stored. Many of the aircraft have been modified with an aluminum web-type beam carry-through structure. There is also an AD modification that fixes any problems with the existing steel tube carry-through.

All of the early series Bonanzas, up through 1958, used the “E” series Continental six-cylinder engines of varying horsepower with the Straight 35 beginning life with 165hp, but settling on a 185hp version of the engine. All of the “E” series store their oil in a separate oil tank as part of a dry sump system.

As originally equipped, the aircraft had wooden laminated blades on an electrically controlled propeller. It wasn’t a constant speed, but was a true “variable pitch” unit that required the pilot to reset the rpm to match his power requirements, but it wouldn’t change automatically. Once the prop is set, it acts like a fixed pitch unit. Many of this kind of propeller are still flying, but most have had metal blades or a later series of prop installed.

Beginning with the very first aeroplane and continuing through most of its production life, the Bonanza had a down-spring in the elevator system. This was installed to keep a pilot from inadvertently getting the aeroplane too slow on final approach. The theory has been that, when flying at trim speed, the trim tab could overcome the down spring, but, if the aeroplane slows below trim speed, the down spring overpowers the trim tab and forces the nose back down. Most of the time the pilot isn’t even aware it’s there.

Incidentally, famed aerobatic pilot Bevo Howard did a full aerobatic routine in the aeroplane at the 1948 Cleveland Air Races, which included a snap roll on the top of a loop. Reportedly, while working up his act at the factory, he routinely performed outside (!) loops from the bottom. This, obviously, is NOT recommended in the Pilots’ Operating Handbook.

The straight 35’s also didn’t have nosewheel steering, relying instead, on differential braking. The 1949 A35 introduced nosewheel steering and the B35 went to 196hp.

C35-1951/1952
Besides getting a 205hp E-185 engine, the C models also mounted the first standard all-metal prop. The C35 also introduced the first major increase in the tail size with the chord becoming 20 per cent wider and the tail angle, as measured from the horizon, increasing from 30° to 35° in an effort to combat the aeroplane’s tendency to “hunt” back and forth. This became known as the Bonanza Boogie.

Bonanza wings changed continually through the aeroplane’s life span, but the C35 introduced the first major beef up.

F35 - 1955
The triangular third window was added to the fuselage in 1955, giving a fairly consistent way to judge an aeroplane’s age. At the same time the spar web was extended into the centre section and the wings received markedly heavier leading edge skins along with two ten gallon auxiliary tanks.

G35 - 1956
The “G” models were the very last to use the “E” series engine and introduced yet more beefing up of the wings.

H35 - 1957
If there is such a thing as a “second generation” Bonanza, the H35 would be it because the changes were deep and widespread.

Among other things, the “H” model was the first Bonanza to get the new 0-470-G engine of 240hp. This engine is a “wet sump” engine, meaning that all of the oil is kept within the engine with no separate oil reservoir. Also, the engine was coupled to a true hydraulic, constant speed propeller.

The wings got more than their share of attention in that the spar caps were replaced with the beefy units from the heavier Twin Bonanza as well as its heavier leading edges.

The tail got heavier spar caps, as well and the elevators were modified to include more spars.

N35 - 1961
Although the airframe modifications in the “N” model were relatively cosmetic in nature, they were very visible because they include the long rear window which many see as the first of the “modern” Bonanzas. This window was possible because they ran the upper portion of the rear fuselage bulkhead back which allowed for a much longer utility shelf above the baggage compartment.

A more meaningful change happened under the hood where the 0-470 was increased to 260 horsepower. The fuel system feeding the new power was modified to reduce the number of separately switched tanks from the original four tanks, each of which had a separate position on the selector, to only two tanks, but the total increased to 80 gallons (302 litres).

P35 - 1962
The “P”models got a few costmetic changes, but the most noticeable was an instrument panel revamp that removed the original “piano key” switches from the panel.

S35-1964
A third generation of Bonanza was born with the “S” model because the 0-470 was tossed out in favour of a healthy IO-520 with 285 horses. With this engine, the Bonanza reached its zenith in terms of power plants until the turbo- charged models came along two years later. The “S” also introduced regular seats way back in the rear of the cabin that faced forward. They had messed with an optional fifth seat since the 1961 “N” model, but it was a marginal seat. With the “S” they had real seats back there. With slightly less than 1,400 pounds (635kg) useful, the aeroplanes could carry six people and still fill the 50 gallon (189 litre) standard (80 gallons – 302 litre, optional) tanks as long as no one carried any baggage.

The “S” also introduced the three-blade prop as an option.

V35, V35TC - 1966-67
Although the airframe was virtually untouched, the customer was given a choice of two engines: the normally aspirated IO-520-B of 285hp or the TIO-520-D, also of 285hp, but which could hold rated power to 19,000 feet, making it very fast. Where the standard V35 topped out at 210mph (182kt), the turbo-charged version was good for a solid 250mph (217kt) and could deliver a 75 per cent cruise speed of 230mph (200kt) at 24,000 feet. The TC gave up 60 pounds (27kg) of useful load, but it could still carry six people and fill the 50 gallon (189 litre) standard tanks.

The V35A and B, along with the companion TC models didn’t change significantly, except for a major interior redesign with the 1972 models. In 1975 they got a larger cargo door. From that point on, most of the changes, until production ceased on the “V” tail Bonanza in 1982, were small equipment and cosmetic changes. Incidentally, the average retail value of a 1982 Bonanza is about US$170,000-US$180,000, which is exactly what their equipped price was when new.

MODEL 33: DEBONAIR/STRAIGHT-TAILED BONANZAS
For nearly 15 years after its introduction, the Bonanza had the high-speed, four-place market to itself. Then Piper and Cessna did something unpardonable: they designed competing aeroplanes. The Commanche may not have been as fast or as luxurious as a Bonanza and the same thing could be said for the new Cessna 210, but both aeroplanes came close and they were much, much cheaper. Beechcraft responded by designing an aeroplane that was supposed to be a bargain basement Bonanza that could beat those upstarts on their own ground. The new aeroplane was the Model 33 and was dubbed the Debonair. In this case, the name, in addition to having a bouncy, elegant sound, actually was a term that went back to French falconers and meant: “...to be of good air,” which was the term for a really oustanding Falcon.

When designing the aeroplane they wanted to make it very un-Bonanza-like, so it recieved a straight tail, which was actually nothing but the same “V” tail, flattened out with a rudder and fin added. The interior would be spartan, by Beechcraft standards, and so much equipment would be optional that customers even had to pay extra for a second hand on the altimeter.

The best-laid plans of mice and marketeers sometimes go down the tubes and, when the Debonair debuted in November of 1959, buyers weren’t exactly pounding on Beechcraft’s door. It was still more expensive than the competition, and it lacked that Beechcraft look and feel that the Beech audience had come to expect. The result saw the company adding more and more frills on the aeroplane in an attempt to attract customers until in 1968 they realised they’d closed most of the gap on the Bonanza and dropped the Debonair name altogether. Well, it seemed like a good idea at the time.

MODEL 33 DEBONAIR -1960
Beechcraft had Continental produced a special version of the venerable I0-470 that put out 225 horsepower but burned 80/87 octane fuel and turned a Hartzell constant speed, two-blade prop. The airframe was simplified in a lot of minor areas such as eliminating the cowl flaps and using normal push-pull controls in place of the vernier throttle and mixture. They even went so far as to replacing the 6.50 x 6” tyres of the Bonanza with 6.00 x 6”.

DEBONAIR A33 - 1961
Beechcraft must have been asking themselves “What can we add to the aeroplane that will make it more attractive?” as the cosmetic changes began before the Debonair was a year old. Among other things, the A33 introduced a fancier paint job, a hat shelf and a cute little fold-down armrest for the front seats. Realising they’d gone too far in simplifying the aeroplane, they added a complete ventilation and exhaust air system.

DEBONAIR B33 - 1962
Parroting similar changes happening on the Bonanza at the time, the Debonair received the leading edge fuel tanks which, along with the optional aux tanks, reduced the number of tanks from four to two. The aeroplane also received the new P35 Bonanza instrument panel which included full-time fuel gauges for each tank, rather than a selector switch.

DEBONAIR C33 - 1965
Yet another step towards Bonanza-ising the Debonair came when they began offering the long rear window. At the same time they increased the size of the dorsal fin which made the longitudinal stability of an already stable aeroplane even better. Among other interior changes, the bench seat in the rear was replaced by individually adjustable bucket seats.

DEBONAIR C33A - 1966
The schizophrenia reached all-time highs when Beech offered the 285hp IO-520 of the Bonanza as an option in the Debonair. Now they had a 200mph (174kt) aeroplane that was equipped like a Bonanza, went like a Bonanza and smelled like a Bonanza. So, what the hell, they decided, “next year we’ll call it a Bonanza”, which made the 1966/67 Debonair, the last to carry that name.

BONANZA E33 - 1968
Although they dropped the name “Debonair”, they held on to the 225hp engine and continued to make the 285hp version an option designated by the suffix “A.” At the same time they extended the windshield, giving it a greater slope and made the longer third window standard equipment, rather than an option.

BONANZA E33C AEROBATIC BONANZA -1968
Talk about daring moves! Beechcraft decided to certify the 285hp E33A in the aerobatic category and call it the E33C. Further, when designing the aeroplane they didn’t play around as the aeroplane was certified for just about all inside aerobatic manoeuvres, including snap rolls and momentary inverted flight which allowed true slow rolls. What a kick! A total of 25 were produced.

BONANZA F33, F33A, F33C - 1970
The 225hp F33 for 1970 introduced a few niceties like a quick opening cowl, but the 285 horse F33A was produced in two versions with no model designations to differentiate them. The 1970 version was your basic straight-tail Bonanza with a big motor, but the 1971 version got the long cabin of the contemporary Bonanza which moved the aft bulhead back 19 inches. This gave room for two full sized seats in the rear and the large cargo door. The aerobatic version of the aeroplane continued for one more year, 1970, but only five were built, making the aerobatic Bonanza one of the more sought after aeroplanes of the breed.

BONANZA G33 - 1972
The little 225hp aeroplane that started out as the Debonair had a 260hp I0-470-N put under the cowling and was produced for two more years before Beechcraft decided it didn’t make sense to be producing two aeroplanes which were so similar in every way, including price. With the bigger engine came a new, roomier interior and all the other appointments given the “real” Bonanzas.

MODEL 36 BONANZA
By 1968 Cessna and Piper had both built aeroplanes which were aimed at supplying a heavy hauler for those serious about moving a lot of cargo and people. The Cessna 206/107 line and Piper’s Cherokee Six series were making good money and Beechcraft wanted a piece of that pie. Their initial effort was to simply move the bulkhead back 19” on an E series fuselage and stretch it 10”. Then they repositioned the fuselage on the wing, moving it 10” forward, which made it possible to load all six seats with 170 pound (77kg) passengers and still be in the CG envelope. The first two years, 1968/69, they tried to market the aeroplane as a stripped down utility aeroplane, as its huge side door and spacious cabin seemed to point in that direction for their marketing department. But they were wrong. The market didn’t want a Beechcraft without Beechcraft luxury. If they wanted a truck, they would buy something else, but the market saw the aeroplane as simply an extension of the line that gave them a true limousine. Beechcraft responded by going back to what they knew best and put all of the well-known Bonanza touches back in the machine.

The aeroplane started with the 285hp Continental of all the other Bonanzas but, in 1974, received 300 horses and was turbocharged in 1979. The aeroplane has proven to have terrific marketing legs because it has remained in continuous production since it was introduced.

B36TC
Between 1982 and 2002, 116 A36TCs with a longer span wing, increased range, redesigned instrument panel and controls, and higher take-off weight, were built; while 2006 saw the emergence of a state-of-the-art glass cockpit update with the Garmin G1000 system. Priced from $736,000, the aircraft continues to mesmerise customers and industry alike.

SUMMARY
What can be said about an aeroplane that, in one form or another, has been in continous production since 1947? Not even the omnipresent Cessna 172 can make that claim. If one thing can be said, it would have to be that Beechcraft proved that, even in the toughest times, quality sells and, on the few occasions they tried to cut their quality, as with the initial Debonairs and 36’s, sales faltered. They have carved out a niche at the very top end of the single-engine market that isn’t likely to be taken over by anyone.

INTERVIEW WITH TONY JONES,
HAWKER PACIFIC SENIOR VP AIRCRAFT SALES AND FLIGHT SERVICES GROUP

The Bonanza has been in continuous production for longer than any other aircraft in history. Why has this type been so successful?
First produced in 1947, the Bonanza quickly became the “gold standard” for single-engine piston aircraft. Beechcraft’s commitment to excellence has been achieved in over 100 Beechcraft models since 1932 and continues uppermost in the Bonanza, the longest-running production airplane in history with continual production since 1947.

Hawker Beechcraft has evolved and improved the Bonanza design to answer the needs and expectations of the changing market. The brand continually invests in modern technologies and performance enhancements to ensure the Bonanza maintains its unparalleled, and proven, reliable operational reputation.

The next-generation G36 Bonanza embodies the legendary craftsmanship with new, technological advancements ensuring the Beechcraft legacy remains first in class.

Has the V-tail or traditional tail Bonanza been more popular with customers?
Over 10,000 V-tail Bonanzas were sold during its production from 1947 – 1982. This tail design was implemented to reduce weight and hence, would increase speed. It was highly “believed” by that V-tail reduced drag although it was not officially confirmed by Beechcraft. Regardless, the unique design of the V-tail became an instantly recognizable trademark.

The Bonanza continues to be an increasingly popular aircraft, regardless of the tail design. The aircraft has evolved from its original, highly successful, design to remain competitive in today’s market by offering first class performance, comfort and quality with state-of -the art avionics, luxurious interior and craftsmanship.

The Bonanza has, and does, consistently grow its respect and loyalty base from a new generation of pilots.

How would a brand new Bonanza fresh off the assembly line in 1947 compare to a brand new 2010 model?
The first Bonanza off the assembly line had 165 hp (123 kW) Continental E-185-1 engine and an analogue instrument panel.

Today, a brand new Bonanza G36 is faster, roomier and more comfortable than any aircraft in its class. The Beechcraft Bonanza is also designed and built 15 percent stronger for certification in the rugged utility category, and with Garmin G1000® avionics as standard.

Beechcraft has meticulously refined the Bonanza G36’s cockpit with the latest aviation advancements. The flight deck sports a fully integrated Garmin G1000® avionic system, including an automatic flight control system. Two 10.4–inch, high–res displays show flight instrumentation, moving maps, navigation, communication and identification data. The Bonanza G36’s intuitive layout reduces pilot workload and greatly improves situational awareness. Maintenance is quicker and easier due to the modular, rack–mounted design of the avionics units, which are located directly behind the flat panel displays.

The G36’s cabin easily adjusts from high class comfort to practical utility with four interior layouts to choose from.
A comfortable 101 cubic feet of total space, wide 45-inch doors and contoured sidewalls, provide maximum cabin width for easy maneuverability & comfort. Combined with luxurious leather seats and wood-trimmed executive table, this is the best ride found in any piston aircraft.

Modern enhancements bring the Beechcraft Bonanza’s legendary capabilities into the 21st century. The Bonanza G36 offers more of the same groundbreaking power that has delighted generations of owners and operators. It soars faster, farther and higher than ever before with a maximum cruise speed of over 200 miles per hour, a maximum range of more than 1,000 miles and a service ceiling of 18,500 feet. Powering this bold performance is a 300–horsepower Teledyne Continental IO–550–B engine with a Hartzell three–blade aluminum alloy propeller.

Priced from US$736,000, what is so special about the latest G36 Bonanza? Why would a customer buy one instead of other types such as a Mooney M20, Piper Comanche, Bellanca Viking or C210?
None of the competitors can claim such a rich history as the Bonanza but with that aside the Bonanza continues to have the greatest appeal due to its size, performance and reputation. The Bonanza still is recognized by experienced and less experienced pilots as the ‘Gold Standard’.

STATISTICS:

How many Bonanzas have been sold worldwide?
Over 17,000 Bonanzas of all models have been produced, operating in 94 countries worldwide and amassing an impressive 20 million flight hours. 

How many Bonanzas are currently on the CASA register?
There are over 200 Bonanzas on the CASA register with 16 being Garmin 1000 equipped.
ment panel has been heavily modified and the aircraft is currently hangared at South Grafton Aerodrome, NSW.