39-431: V35 , or similar, may refer to: Beechcraft Bonanza V35 , an American civil utility aircraft Fokker V.35 , a German prototype World War I fighter aircraft ITU-T V.35 , a wideband modem standard LG V35 ThinQ , a smartphone Nissan Skyline V35 , an automobile [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with
78-527: A supplemental type certificate . Despite these issues, many Bonanza 35 owners insist that the aircraft is reasonably safe, and its reputation has resulted in reduced purchase costs for budget-conscious buyers. The conventional-tail Model 33 continued in production until 1995. Still built today is the Model 36 Bonanza, a longer-bodied, straight-tail variant of the original design, introduced in 1968. No Bonanzas were delivered in 2021, but on April 10, 2022, it
117-420: A cable failure just prior to takeoff, and resulting concerns about the age of the cables in fleet aircraft of this age. At the time of the grounding, some Bonanzas had reached 64 years in service. Aircraft with frayed cables were grounded until the cables were replaced, and those that passed inspection were required to have their cables replaced within 60 days regardless. The AD affected only Australian aircraft and
156-450: A civilian test pilot killed. Twenty-seven QU-22Bs (Model 1079) were modified, 13 in 1969 and 14 in 1970, with six lost in combat. Two Air Force pilots were killed in action. All the losses were due to engine failures or effects of turbulence. A large cowl bump above the spinner was faired-in for an AC current generator, and a higher weight set of Baron wings and spars were used to handle the 236-US-gallon (890 L) fuel load. The Bonanza
195-499: A low-pressure area inside the engine nacelles, drawing in additional cooling air. The combination of the augmenter tubes and low propeller RPM and high engine RPM from the geared engines gives the Twin Bonanza a characteristic sound. "Junior JATO " rocket motors mounted to the tops of the engine nacelles were briefly offered as a factory option for the Twin Bonanza. Unlike most JATO systems intended to shorten takeoff distance,
234-445: A wooden two-bladed propeller. The standard cabin seats six people on bench seats, three in the front and three in the rear, and several other seating configurations were offered, including club seating and a three-person sideways-facing couch. Early models had a single right-hand door above the wing, accessed by trailing edge steps, while later aircraft added a rear airstair door with retracting steps. The 260 hp (190 kW) GO-435
273-536: Is a small twin-engined aircraft designed by Beechcraft as an executive transport for the business market. It was developed to fill a gap in Beechcraft's product line between the single-engined Model 35 Bonanza and the larger Model 18 . The Twin Bonanza is dissimilar to the Bonanza, being much larger and heavier and using more powerful engines, while in its earliest form having only half the passenger capacity of
312-409: Is a substantially wider and heavier aircraft that is mostly dissimilar to the single-engined Bonanza; the only major shared parts are the front fuselage sides, windows, and main cabin door. However, the Twin Bonanza had trouble competing with the similarly capable but substantially lighter Cessna 310 and Piper PA-23 , so Beechcraft used the basic Bonanza fuselage and many other Bonanza parts to create
351-457: Is an American general aviation aircraft introduced in 1947 by Beech Aircraft Corporation of Wichita, Kansas . The six-seater, single-engined aircraft is still produced by Beechcraft and has been in continuous production longer than any other aircraft in history. More than 17,000 Bonanzas of all variants have been built, produced in both distinctive V-tail and conventional tail configurations; early conventional-tail versions were marketed as
390-802: Is popular with air charter companies, and is operated by private individuals and companies. In 1949, Turner Airlines (later renamed Lake Central Airlines ) commenced operations using three V-tail Bonanzas. That same year, Central Airlines began operations using eight Bonanzas, later adding three more to the fleet before starting to phase them out in 1950 in favor of the Douglas DC-3 . Data from Hawker Beechcraft General characteristics Performance Avionics Related development Aircraft of comparable role, configuration, and era Related lists Twin Bonanza The Beechcraft Model 50 Twin Bonanza
429-704: The Debonair . At the end of World War II , two all-metal light aircraft emerged, the Model 35 Bonanza and the Cessna 195 , that represented very different approaches to the premium end of the postwar civil-aviation market. With its high-wing, seven-cylinder radial engine , fixed tailwheel undercarriage , and roll-down side windows, the Cessna 195 was a continuation of prewar technology. The Bonanza, however, featured an easier-to-manage, horizontally opposed, six-cylinder engine, retractable tricycle undercarriage (although
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#1732775666506468-496: The anodic properties of the magnesium used for the V-tail ruddervator skins, they tend to corrode, often resulting in permanent grounding of affected aircraft because the problem can only be fixed by complete replacement of the skins or the entire empennage , and the required parts are no longer available. The American Bonanza Society has issued a reward of $ 500,000 to encourage the development of aftermarket replacement skins under
507-543: The Model 18. The Twin Bonanza was first flown on November 15, 1949 after rapid development, begun only in April of that year. The aircraft was first designed to use Franklin engines with superchargers , but engine company owner Preston Tucker diverted all of its aviation resources to support his ill-fated Tucker 48 automobile project, and the aircraft was hastily modified to accept the Lycoming GO-435 . However,
546-485: The Twin Bonanza is a substantially larger and heavier aircraft that is mostly dissimilar to the single-engined Bonanza ; the only major shared parts are the front fuselage sides and windows, and on early models, the main cabin door. The Twin Bonanza fuselage is 12 in (30 cm) wider than that of the Bonanza. The United States Army adopted the Twin Bonanza as the L-23 Seminole utility transport, making it
585-408: The Twin Bonanza motors were nominally intended to keep the aircraft aloft during in-flight emergencies or forced landings . However, it is unclear whether this feature was ever installed on a production aircraft or used in any instance other than test flights. The Twin Bonanza had trouble competing with the similarly capable but substantially lighter Cessna 310 and Piper PA-23 , so Beechcraft used
624-549: The Twin Bonanza, eventually purchasing 216 of the 994 examples produced. It was also the first twin-engined aircraft in its class to be offered to the business market, but the Korean War was raging in the early 1950s and the US Army took almost the entire production for 1952 and 1953. The Beechcraft Model 65 Queen Air and Model 90 King Air are both direct descendants of the Model 50 Twin Bonanza. All three aircraft share
663-503: The United States between 1982 and 1989 found that the Bonanza had a slightly lower accident rate than other types in the study. Pilot error was cited in 73% of V-tail crashes and 83% of conventional-tail crashes, with aircraft-related causes accounting for 15% and 11% of crashes respectively. However, the study noted that the aircraft had an unusually high incidence of gear-up landings and inadvertent landing gear retractions on
702-593: The basic single-engined Bonanza fuselage and many other Bonanza parts to create the Twin Bonanza's effective replacements: the Travel Air and the closely related Baron . The Twin Bonanza has been plagued by a reputation for slow cruise speed, poor fuel economy and high engine overhaul costs relative to other six to eight-seat light piston twins; this has historically kept resale values low, but many owners praise its reliability, good outwards visibility, stable flying qualities and generous interior space, particularly when
741-453: The engine nacelles were not redesigned to fit the smaller Lycoming, creating unusually generous internal clearances that facilitate engine maintenance. The Model 50's type certificate was awarded in 1951, and production began the same year. The Twin Bonanza is one of only a few light twin-engined civil aircraft certificated in the utility category , and was the first production light aircraft to feature shoulder belts . Despite its name,
780-413: The engine nacelles, leaving the tires exposed to assist in the event of a belly landing and allowing the pilot some directional control using differential braking . The aircraft is equipped with a tailskid to mitigate damage from a badly executed or belly landing. The exposed main wheels and tailskid potentially allow a Twin Bonanza equipped with two-bladed props to be belly-landed with minimal damage if
819-458: The ground, which were attributed to a non-standard gear-retraction switch on early models that is easily confused with the switch that operates the flaps . Models starting in 1984 use a more distinctive relocated landing-gear switch, augmented by "squat switches" in the landing gear that prevent its operation while compressed by the aircraft's weight, and a throttle position switch that prevents gear retraction at low engine power settings. In 1982,
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#1732775666506858-472: The largest fixed-wing aircraft in its inventory at that time. According to Ralph Harmon, the airplane's designer, during an initial demonstration flight for the Army, Beechcraft test pilot Claude Palmer crashed while trying to land over a 50-foot (15 m) tree line with the aircraft full of soldiers and sandbags. Everyone on board walked away from the crash. The Army was impressed with the structural strength of
897-565: The more prestigious V-tail Bonanza. However, most Bonanza features were available as factory options on the Debonair, and by the mid 1960s, most Debonair buyers were ordering most or all of these options. Realizing this, Beechcraft dropped the Debonair name and most of the basic and seldom-ordered standard features with the introduction of the E33 in 1968. Despite its name, the Twin Bonanza
936-499: The nosewheel initially was not steerable, but castering) and low-wing configuration. Designed by a team led by Ralph Harmon , the model 35 Bonanza was a relatively fast, low-wing, all-aluminum design, at a time when most light aircraft were still made of wood and fabric. The Model 35 featured retractable landing gear , and its signature V-tail (equipped with combination elevator-rudders called "ruddervators"). The prototype 35 Bonanza made its first flight on December 22, 1945, with
975-577: The production of the V-tail Model 35 ended. In the late 1980s, repeated V-tail structural failures prompted the United States Department of Transportation and Federal Aviation Administration (FAA) to conduct extensive wind tunnel and flight tests, which proved that the V-tail did not meet type certification standards under certain conditions; the effort culminated with the issuance of an airworthiness directive to strengthen
1014-609: The project name "Pave Eagle" for the United States Air Force . An AiResearch turbocharged, reduction-geared Continental GTSIO-520-G engine was used to reduce its noise signature, much like the later Army-Lockheed YO-3A . These aircraft were intended to be used as unmanned drones to monitor seismic and acoustic sensors dropped along the Ho Chi Minh Trail in Laos and report troop and supply movements. When
1053-662: The project was put into operation in 1968, however, the aircraft were all flown by pilots of the 554th Reconnaissance Squadron Detachment 1, call sign "Vampire". A separate operation "Compass Flag" monitored the General Directorate of Rear Services along the Ho Chi Minh Trail, linking to the 6908th security squadron. Six YQU-22A prototypes (Model 1074, modifications of the Beech 33 Debonair) were combat-tested in 1968, and two were lost during operations, with
1092-480: The props are stopped horizontally. In many Twin Bonanzas, the copilot 's seat and rudder pedals are not on the right as is customary, but instead are positioned in the center of the front seat; the pilots pivot the single "throwover" control yoke to the center for the copilot to fly. Instead of conventional cowl flaps for low-speed engine cooling, the engines are equipped with exhaust augmenter tubes that create
1131-459: The same 45 years. Most V-tail failures involved flight under visual flight rules into instrument meteorological conditions , flight into thunderstorms , or airframe icing . In addition to the structural issues, the Bonanza 35 has a relatively narrow center of gravity envelope, and the tail design is intolerant of imbalances caused by damage, improper maintenance, or repainting. Such imbalances may induce dangerous aeroelastic flutter . Due to
1170-569: The same basic wing design, as well as landing gear, flaps, instrument panels, fuel cells, and more. The Queen Air added a larger cabin to the design, while the later King Air added turbine power and pressurization . Twin Bonanza production ended in 1963 while the King Air was under development. The Twin Bonanza is an all-metal low-wing monoplane with a cantilever wing and retractable tricycle landing gear , initially powered by two wing-mounted geared Lycoming GO-435 piston engines, each with
1209-534: The same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=V35&oldid=1160651742 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Beechcraft Bonanza V35 The Beechcraft Bonanza
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1248-488: The tail, which significantly reduced the incidence of in-flight breakups. Despite this, Beech has long contended that most V-tail failures involve operations well beyond the aircraft's intended flight envelope . Subsequent analysis of National Transportation Safety Board (NTSB) accident records between 1962 and 2007 revealed an average of three V-tail structural failures per year, while the conventional-tailed Bonanza 33 and 36 suffered only eleven such failures in total during
1287-565: The three-wide seats are not fully occupied. The Twin Bonanza is popularly known as the "Twin Bo" or the "T-Bone". In January 2012, the Australian Civil Aviation Safety Authority issued an airworthiness directive grounding all Bonanzas, Twin Bonanzas, and Debonairs equipped with a single pole-style yoke, having forward elevator control cables more than 15 years old, until they could be inspected. The AD
1326-614: The twin-engined Travel Air , which was later developed into the Baron . The V-tail design gained a reputation as the "forked-tail doctor killer", due to crashes by overconfident wealthy amateur pilots, fatal accidents, and in-flight breakups. "Doctor killer" has sometimes been used to describe the conventional-tailed version, as well. However, a detailed analysis by the Aircraft Owners and Pilots Association of accident records for common single-engine retractable-gear airplanes in
1365-491: The type receiving an airworthiness certificate on March 25, 1947. Production began that year. The first 30–40 Bonanzas produced had fabric-covered flaps and ailerons, after which those surfaces were covered with magnesium alloy sheet. The Bonanza family eventually comprised three major variants: The Model 33 Debonair was introduced in 1960 as a lower-priced model with more austere standard instrumentation, exterior equipment, paint schemes, and interior fabrics and trim than
1404-522: Was announced that production of the Bonanza G36 had restarted. In January 2012, the Australian Civil Aviation Safety Authority issued an airworthiness directive grounding all Bonanzas, Twin Bonanzas, and Debonairs equipped with a single pole-style yoke and that have forwarded elevator control cables that are more than 15 years old until they could be inspected. The AD was issued based on two aircraft found to have frayed cables, one of which suffered
1443-504: Was issued based on two aircraft found to have frayed cables, one of which suffered a cable failure just prior to takeoff, and resulting concerns about the age of the cables in fleet aircraft of this age. At the time of the grounding, some Bonanzas had reached 64 years in service. Aircraft with frayed cables were grounded until the cables were replaced, and those that passed inspection were required to have their cables replaced within 60 days regardless. The AD affected only Australian aircraft and
1482-589: Was not adopted by the airworthiness authority responsible for the type certificate , the US Federal Aviation Administration . The FAA instead opted to issue a Special Airworthiness Information Bulletin requesting that the elevator control cables be inspected during the annual inspection. The QU-22 was a Beech 36/A36 Bonanza modified during the Vietnam War to be an electronic monitoring signal relay aircraft, developed under
1521-411: Was replaced by the 275 hp (205 kW) Lycoming GO-480 in 1954; this engine was subsequently upgraded with fuel injection and then superchargers, increasing power to 295 hp (220 kW) in 1956 and 340 hp (250 kW) in 1957. In addition to its seating configuration, the Twin Bonanza has several other unusual design features. The main landing gear wheels retract only partially into
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