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![]() Matt Whiting wrote: Newps wrote: Nope. First off a Bonanza doesn't break. Not like the tin cans your looking at. That's the first thing I noticed, however that makes the plane a little heavier. I really hate weight but that's the trade off. To compare to the 182 I had doing the same test the Bo with two seats in, myself and 40 gallons only needs an extra 100 feet of runway, 550 feet vs 450. Lands and gets stopped in same distance. The real beauty is once you're in the air it will far outclimb your 182/Cherokee, which is really what you're looking for, right, being there in Colorado? I know it will climb at a higher rate, but is it really a steeper gradient? Yep, the test was when we left Schafer Maedows last July. Your leaving from the valley floor with the mountains 4-5000 feet above you. In the 182 I would take off and then manuver next to the mountains for some lift but would still have to circle back in the valley to get the required altitude to head for home. With the Bo there's no circling required. I've got about 4-500 fpm more real world climb and I'm going 30-40 mph faster in the climb as well as 50 mph faster once levelled out burning less gas on that 470 nm round trip. The Arrow I fly now climbs at a slightly lower rate than my 182 did, but the gradient is much less as best rate on the Arrow is about 100 MPH vs. around 70 in the Skylane if memory serves. If I want to go at the same climb speed as I did in my 182, 80 mph, I would still outclimb the 182. At Schafer I am airborne with gear up in ground effect before the halfway point, about 1800 feet, I accelrate as much as possible at about 50 agl and then zoom climb as the 100 foot trees approcah at the end of the runway, climbing about 2000 fpm for about 30 seconds and then settling back to 13-1500. |
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