The fuselage was repositioned on the 36 wing, by sectioning the cabin,
changing the cabin profile. You will see about 10 inches between the
firewall and a 36 wing root and almost none on a 33/35.

Early 35s have small engines and later models have the IO520/IO550 engines
and about 1,000 pounds more gross weight than the 1948 models.

Bonanzas have been modified so much that it is hard to make a general
statement, each airplane may have many STC changes in GW, engine, brakes,
anything that effects GW.



"Roger (K8RI)" wrote in message
...
| On Mon, 17 Dec 2007 13:05:10 -0700, Newps wrote:
|
|
|
| wrote:
|
| BUT -- 70 KIAS is not a power -off landing speed. There's insufficient
| energy to flare, so a bit of power is required to arrest the descent.
|
|
| What? Did the tail fall off? I have plenty of elevator at 70 kts, no
| power and a forward CG in a 35 Bo.
|
| It's not an elevator authority issue, but rather one of energy.
|
| Book figures for the 33 are ~ 80 knots (varies a bit from year to
| year) for a no power landing. It's 78 (90 MPH) for mine. Normal is 70
| (80 MPH) minus one mph for each 100# under gross. The POH states the
| power off landing is faster as there is not enough energy to safely
| flare at the normal power on landing speed.
|
| Depending on the year the 36 is slightly longer than the 35/33 to a
| fair amount longer (18" IIRC). CG covers a much wider range on the 36.
| As I recall the wing is the same with some minor differences in the
| tips, stall strips, and rivet patterns (flush and round head). OTOH
| they are not interchangeable. Early 33s had a number of variations in
| the tank arrangement(s). I've had mechanics swear the aux tanks on
| mine were after market as they are forward of the spar, but it came
| from the factory that way.
|
| The early 35s are considerably lighter than later 33s and 36s.
| Later 36s are heavy.
|
| Roger (K8RI)