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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) |
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