Beech B36TC Bonanza

tor allowed the outboard portion of the wing to continue flying after the in- board portion had stalled fully. Beech conducted numerous tests of single and dual vortex generators of various sizes at different locations on the leading edge before deciding on a final configuration that exceeds the spin certification standards without cre- ating other problems. (More informa- tion on the B36TC's dual vortex gen- erators is contained in a technical paper, "Development of Wing Leading Edge Vortex Generators for a Single Engine General Aviation Airplane," by Dennis Crider, Beech Aircraft Corpora- tion. The paper, publication number 830770, is available from the Society of Automotive Engineers, 400 Common- wealth Drive, Warrendale, Pennsylva- nia 15096. Cost is $2.25 for SAE mem- bers, $3.50 for nonmembers.) We did not sample the spin charac- teristics of our evaluation aircraft, N6508U. Spins, after all, are prohibited. Stalls produced mixed results. One Pilot staffer, using rudder to keep the ball centered, found stalls to be straightfor- ward and gentle, with little tendency by the airplane to drop a wing. Another, seeking to simulate the circumstances that attend unintentional stalls and us- ing the time-honored technique of us- ing the rudder to keep the wings level, found 08U would roll off onto its right wing sharply during power-off stalls. Our results cannot be called conclusive, since we suspect that our evaluation airplane was a bit out of rig. Both the A and B models have a simple Off, Left, Right fuel selector mounted face-up to the left of the pi- lot's seat. Fuel management was sim- plified further in the B36TC by the elimination of one auxiliary fuel switch. The A36TC has two of them. One is used to prime the engine for starting and to maintain fuel flow if the engine-driven fuel pump fails. The other switch has three positions: Off, Low and, depending on when the air- plane was built, either Hi/Low or Auto. This one is used to purge fuel vapor from the system during normal operations and to maintain recom- mended fuel flow, if necessary, during takeoff on a hot day. According to the A36TCs pilot's operating handbook, the Low position should be selected if fuel flow drops below 32.5 gph on takeoff. If this does not do the trick, the Hi/Low (Auto) position should be selected and the mixture leaned to keep fuel flow below 34.2 gph .... Confusing, eh? Beech apparently thought so too. The B36TC has only one auxiliary fuel pump switch. With three positions-Off, Low and Hi-it is used either to prime the engine, purge vapor or cover for a failed en- gine-driven pump. To preclude poten- tial hot-day takeoff fuel-flow problems, Beech switched from three-eighths to one-half-inch fuel lines. The B36TC, which made its debut only last March, has not been subject to any airworthiness directives to date. There was one AD issued on the A36TC, requiring a fuel drain to be in- stalled around the idle fuel adjustment screw. The AD was issued after an ac- cident occurred when an adjustment BONANZA screw backed out and allowed fuel to leak and ignite on contact with the tur- bocharger. A one-day training program for owners and operators of turbo Bonan- zas is offered at Beech headquarters in Wichita. The morning is spent viewing and reviewing audiovisual presenta- tions on systems, normal and emer- gency operating procedures, and phys- iological factors of high-altitude flight. In addition, Beech has a variety of tapes on avionics equipment. There is always an instructor available to an- swer questions. After the "student" is satisfied that he has exhausted the re- sources of the A/V room, a familiariza- tion flight is conducted. This includes the standard checkride routine of slow flight, steep turns, stalls, landings and takeoffs, plus a demonstration of en- gine .restart procedures at altitude and a no-flaps landing. I found the training program to be quite valuable, even though I already had undergone a thorough check-out in Teterboro, New Jersey, by an instructor for Beechcraft East, which maintains N6508U on a leaseback arrangement, and had logged a dozen hours in the airplane. The B36TC Bonanza is a complex and sophisticated airplane. For the newcomer, there is much to learn and much to think about. For a pilot used AOPA PILOT • 117 Wllt;l1Jlfd to flying low and slow, high-altitude flight is a brand-new ball game with myriad considerations. Above 16,000 feet, for example, some of the B36TC's airspeed limitations change: Vne, never-exceed, decreases four knots for each 1,000-foot gain in altitude; simi- larly, Vno, maximum structural cruis- ing, .decreases three knots per 1,000 feet. The fledgling turbo Bonanza pilot also learns, or should learn, that any ham-handedness with either the throt- tle or the mixture control could .be re- warded with an engine-out. Activate the starter in the thin air above FL200 and you may be setting yourself up for magneto problems later on. Carbon tracking is the culprit here. The list goes on and on, but you get the point: There is much to learn. But then, once you have learned what you need to know, you will find that flying the B36TC is relatively easy. There are no cowl flaps. The fuel system is sim- ple. The turbocharger on the big Tele- dyne Continental engine incorporates a variable absolute pressure controller. The pilot merely sets the desired mani- fold pressure with the throttle, and the pressure controller adjusts the turbo- charger wastegate to maintain that set- ting. If adjusted properly, the pressure controller automatically compensates for changes in ambient pressure and temperature. Preflight preparation is fairly routine. The airplane can hold a lot of fuel and a lot of people, so weight and balance calculations both for takeoff and for landing are in order. Baggage space is BONANZA relatively limited. When the A model Bonanzas were introduced, Beech did install a 70-pound-capacity baggage compartment in the rear of the cabin. There is enough room-lO cubic feet to be precise-for a couple of big suit- cases and, maybe, a few small ones- but that is about all. With the optional club seating arrangement, there is quite a bit of space for baggage between the front and second rows of seats. Both sides of the upper engine cowl- ing can be raised to get a good look at the plumbing. It is a good idea before each flight to check for freedom of movement of the overboost pressure- relief valve and to ensure that the flexi- ble internal baffles, which direct the flow of cooling air onto the engine, are in the proper positions. (During the Beech ground school, my instructor, FLIGHT NDTE§ L Pilol staffers flew a B36TC on a variety of missions and in weather conditions ranging from severe clear to severe. We would be less than candid if we were not to say that we simply love the air- plane. (The biggest problem I had with N6508U was the agony of returning it to its rightful owner.) Our notebooks con- tain several observations, flattering and otherwise, that are worthy of note: • If you are buying a B36TC, take your time on the customer-acceptance flight and make sure everything is working properly. The compass-slaving system in our evaluation aircraft went on the fritz several times-and, seemingly, at the worst possible times. Once, while our concentration was diverted to working out an amended clearance, a controller politely inquired as to our destination. It was Washington, D.C., but the autopilot quietly was taking us to Toronto. The 118· JUNE 1983 static-discharge system also was not up to snuff. On one flight, static build-up treated us to a light show and played havoc with the radios. Make sure the static-discharge wicks are grounded prop- erly (metal-to-metal) with the airframe. • The windshield defrosting system is very effective but very noisy. • The arrangement and variety of cock- pit lighting systems is superb. However, the airplane needs a better glareshield because at night, a lot of interior light is reflected by the windows. • The airplane has adjustable rudder pedals. The author found a seating posi- tion just right for his Hobbit-size frame. Another staffer, who could play guard for the Lakers, was not so fortunate. The airplane could use a longer seat track for tall pilots . • The B36TC was designed to be flown regularly and at high altitude. There is no way to avoid occasional, uninten- tional encounters with ice. On one par- ticular flight, ATC had us muck about overlong at an altitude we certainly did not desire or plan for. With a quarter inch of rime ice on the wings, the air- plane lost 20 knots, and the oil and cyl- inder-head temperatures began to climb. After one-half inch had accumulated and 35 knots were lost, ATC finally granted an altitude change. The heated prop functioned properly throughout this epi- sode, thank goodness. The point is that without cowl flaps, the pilot's choices are limited in an icing encounter. To keep engine temperatures below the red arcs, you may have to reduce power. Then, there is only one direction in which to go: down. • In warm-weather ground operations, the optional cabin ventilation blower will be worth its $915 list price. -MML Steve Bryant, found one baffle that was bent the wrong way in our evaluation aircraft.) When flying any turbocharged air- plane, it is important to make sure the oil has been warmed to recommended temperature before attempting to take off. Cold oil could cause a momentary overboost. The B36TC handbook calls for takeoff (maximum continuous) power, 36 inches and 2,700 rpm, to be set before brake release. This may have been necessary for the A mode], with its complicated takeoff fuel-manage- ment procedures, but is questionable for the B36TC-unnecessarily hard on the brakes and on the propeller. If there is enough runway, it is better to stabilize manifold pressure at about 25 inches, release the brakes and then feed in the rest of the throttle during the roll. The engine instruments and indicators are grouped in the middle of the panel. They can be monitored eas- ily without a Jot of head-twisting. Rotation speeds are 67 knots with 15 degrees of flap and 70 knots without flaps. Recommended climb speed at maximum continuous power is 112 knots, and the airplane can maintain maximum power up to its critical pres- sure altitude of 19,000 feet. If you are not racing the space shuttle, however, try cruise climb power, 34 inches and 2,600 rpm, and 120 knots. Plenty of upward mobiJity, and you can see over the airplane's nose. The airplane can be equipped with oxygen systems of either 49- or 76-cu- bic-feet capacities. The latter will pro- vide more t'han two hours of oxygen for six people at 20,000 feet. During cruise and descent, the mix- ture can be leaned to peak turbine inlet temperature or to a maximum of 1,650oF, whichever comes first. How- ever, if you are going to operate the airplane regularly at peak turbine inlet temperature (TIT), better make sure that the indicator is not lying to you. The recommended time between major overhauls (TBO) of the engine and tur- bocharger is 1,600 hours-only 100 hours less than the normally aspirated A36 Bonanza. Get the turbo too hot, and you are going to be facing a lot of big repair bills right now. Beech recom- mends calibration of the TIT probe ev- ery 100 hours. For owners who want to run at redline, this is a must. The B36TC can mix well with traffic in just about any airport environment. The landing gear and approach flaps can be extended at 154 knots, indi- cated, which enables the pilot to come in fast and slow down quickly, if it becomes necessary. During my initial checkride in N6508U, the instructor noticed that I seemed to be working harder than nec- essary during one particular landing. He suggested that I just let go of every- thing for a moment. I did. It was weird. Nothing happened. The air- plane seemed to be telling me, "Stop fidgeting. I'm trimmed properly, in the right configuration and at the proper airspeed. Thank you for that; now I can make it to the runway quite nicely on my own." Indeed, the Bonanza is a graceful, stable and forgiving airplane. The con- trols are light, responsive and well-bal- anced. Flying involves an ounce of pressure here, an ounce there and a few twists yonder. However, the de- lightful handling qualities of the B36TC are spoiled by a tendency to Dutch roll in even mild turbulence. As mentioned earlier, the B36TC gives you plenty of time to think about what you are doing and what soon will need to be done. The nonstandard lo- cation of gear and flap controls in the Bonanza and Baron has been widely criticized. The concern is that pilots un- familiar with the airplanes can-and often do-grab the wrong control at the right time. There certainly is merit to this concern, but I cannot help but think that any B36TC pilot who finds himself in a situation prompting him to grab things without thinking is already in serious trouble. Recommended landing approach speeds are 84 knots with flaps up and 81 knots with flaps down. In some cir- cumstances landing the long-winged airplane in a strong crosswind is a bit of a challenge. The yoke is low-slung, really only inches above the pilot's legs, and the padded a\mn~st is wide and long. The combination actually is quite comfortable during most opera- tions; but if you need full left aileron to counter a strong left crosswind, you have to take your elbow off the arm- rest and tuck it against your side. Oth- erwise, there is no way to get full con- trol deflection. This is a bit annoying at first, but you get used to it after a few touch and goes. After landing, the engine should be run at idle for four minutes (to pre- clude potential heat-soaking, two or three minutes will suffice on especially hot days) to give the turbocharger a chance to spool down. Taxi time can (o/Iti/wed be included, as long as there are no bursts of power. Our evaluation airplane is a typically equipped Beech B36TC with a full stack of King Silver Crown avionics, a King KFC 200 autopilot, a 76-cubic- foot oxygen system, a WX-lO Ryan Stormscope (which did not work prop- erly) and an electrothermal propeller deicing system. There are two things we would add to turn the full house into a royal flush: a yaw damper and a stand-by generator system. We also feel that rudder trim, which currently is not available, should be added to the B36TC's options list. There is only one major modification available for the B36TC. For $13,000, Smith Speed Conversions of Johnson City, Kansas, can make the quick air- plane go about 15 to 17 knots faster. The modification involves an extensive aerodynamic clean-up of the airplane, ranging from the installation of aileron and flap gap seals to removal of the tall-mounted rotating beacon. All in all, it is not difficult to under- stand why the turbo Bonanza currently is Beech's best seller. Flying a high- performance airplane at altitude is a thinking man's game. The B36TC is a thinking man's airplane. 0 Powerplant BONANZA Length Height Wingspan Wing area Wing loading Power loading Seats Cabin length Cabin width Cabin height Empty weight Empty weight, as tested Max ramp weight Useful load Useful load, as tested Payload w /full fuel Payload w /full fuel, as tested Max takeoff weight " P- P- C 2 o o 154 KIAS 125 KIAS 154 KIAS 154 KIAS 154 KIAS 168 KIAS 206 KIAS 70 KIAS 66 KIAS 57 KIAS 3,850 lb 648 Ib (612 Ib usable) 108 gal (102 gal usable) 12 qt 70 Ib, 10 cu ft 20,000 ft 20,000 ft 20,000 ft Max landing weight Fuel capacity, std Oil capacity Baggage capacity Performance Takeoff distance, ground roll 1,180 ft Takeoff distance over 50-ft obst 2,350 ft Max demonstrated crosswind component 17 kt Rate of climb, sea level 1,050 fpm Cruise speed/Range w/45-min rsv, std fuel (fuel consumption) @ 79% power, best economy 10,000 ft 178 kt/868 nm (108.6 pph/18.1 gph) 193 kt/931 nm (104.4 pph/17.4 gph) @ 69% power, best economy 10,000 ft 167 kt/962 nm (91.2 pph/15.2 gph) 182 kt/I,OIO nm (88.8 pph/14.8 gph) @ 54% power, best economy 10,000 ft 146 kt/I,116 nm (67.8 pph/l1.3 gph) 158 ktjl,130 nm (67.8 pph/II.3 gph) Max operating altitude. 25,000 ft Landing distance (over 50-ft obst) 1,700 ft Landing distance (ground roll) 950 ft Limiting and Recommended Airspeeds Vx (Best angle of climb) 77 KIAS Vy (Best rate of climb) 100 KIAS Va (Design maneuvering) 141 KIAS Vfe (Max nap extended) Approach-15° Full-30° Vie (Max gear extended) Vlo (Max gear operating) Extend Retract Vno (Max structural cruising) Vne (Never exceed) Vr (Rotation) VSl (Stall Clean) Vso (Stall in landing configuration) All specificatialls arc based all mallllfactllrer's calclliatialls. All performallcc figllres arc "as cd all stal1dard day, stalldard atmasphere, at sea level alld grass weight, lllliess athen/,ise lIoted. 'Opcratialls/Eqllipmellt Category is defilled all p. 97 of this isslle. The priccs reflect the casts for eqllipmellt recammellded ta operate ill the listed categories. Beech B36TC Bonanza Base price $ 161,500 • Price as tested $230,000 (est) AOPA Pilot Operations/Equipment Category': IFR $225,000 to $280,000 Specifications Teledyne Continental TSIO-520-UB, 300 hp @ 2,700 rpm/36 in Hg Recommended TBO 1,600 hr Propeller McCauley' 3-blade, constant speed, 78 in 27 ft 6 in 8 ft 5 in 37ft 10 in 188.I/sq ft 20.55 Ib/sq ft 12.88Ib/hp 6 12 ft 7 in 3 ft 6 in 4 ft 2 in 2,338 Ib 2,5771b 3,866 lb 1,5281b 1,2891b 9161b 677lb 3,850 Ib