A2A Simulations BONANZA ACCU-SIM V35B, Руководство пользователя

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A2A SIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com
FLYING INTO THE FUTURE
FOR SIMULATION USE ONLY
and psychologically nova- venerating American culture that
Beechcraft introduced its Bonanza in 1947. It was no coin-
cidence that Bonanza was ready- made for those times. It
epitomized them. Those who were in the market for the
finest and most modern of personal or business aeroplanes
and could afford its price lined up to place their orders.
In fact, it was this enormously positive response to the
Bonanza in 1947 that fueled many GA aircraft manufactur-
er’s starry- eyed optimism and belief in an aviation sales
boom that never happened.
Beechcraft’s goal and expectations for the Bonanza were
clear from the outset – to create the fastest aeroplane for
its horsepower that could carry up to four in comfort and
which would be purchased primarily by corporations and
businesses for use as a luxury executive transport. Visually
stunning, made of the same materials and being of the
same design philosophy as current front- line fighter air-
craft, promising spectacular performance whilst powered
by a modestly-
sized and economical- to- operate engine
and presenting a futuristic “new world” look and attitude,
Beech Model 35 Bonanza hit every note and nerve, clicked
on every button and twanged every heart string.
Unfortunately for most, although a part of Beech’s plan,
only those with a great deal of hard cash could buy into the
Bonanza club. Of course, financial ability does not necessar-
ily imply aeronautical ability or experience. Far too many
private Bonanza owners in those first post- war years were
woefully unprepared to fly it safely.
IS THE “V”- TAIL BONANZA SAFE?
Let me say at the outset of this topic discussion that “V”-
tail Bonanza, and all properly designed and competently
built aeroplanes for that matter, are ultimately only as
safe as the competency and diligence of their pilots. Proper
maintenance and inspection along with careful and knowl-
edgeable piloting are the requisites for all safe flight.
However, it is not a secret that
early “V”- tail Bonanzas have had a
poor safety record. Many have blamed
the “V”- tail for this, but that is not
entirely fair. Other more important
factors have been found to have been
responsible for this record. It appears
that the greatest reason why there
were so many early fatal Bonanza
accidents is that the aeroplane was
simply ahead of its time and more of
a handful than most general aviation
pilots could then handle. General avi-
ation pilots in the late 1940s and early
1950s were not used to aircraft as
clean and demanding as Bonanza, and
why should they have been? Nothing
like Bonanza had previously been
available to them.
Aerodynamically “clean” (low drag)
aeroplanes are excellent and effi-
cient cruisers. They get the most out of the power avail-
able and they go fast. Unfortunately, that is not the totality
of the matter. “Clean” aeroplanes, like Bonanza, also tend
to be challenging for those pilots who are unfamiliar with
the flight characteristics of such aircraft. The problem is
that when a clean aeroplane’s nose goes below its normal
cruising attitude with power on, the aeroplane accelerates
at a very high rate, far faster than anything in which most
casual general aviation pilots might have trained or previ-
ously flown. As the airspeed indicator rapidly winds past the
end of the green arc (VNO – maximum structural cruising
speed) into and through the yellow arc (cautionary maneou-
vering airspeeds) and towards and beyond the red line (VNE
– never exceed airspeed,) the situation is often already too
late for all but the most careful and knowledgable pilots to
correct (and likely too late for even them, as well).
All pilots know that to reduce airspeed, the nose must be
raised by pulling back on the control stick/yoke, increas-
ing the aeroplane’s Alpha which, in turn, creates a positive
g- force (accelerative force applied in addition to the force
of gravity) on the aeroplane and those onboard. However,
when airspeed is at a critically high level, it is possible,
perhaps likely, that even the smallest amount of rearward
control stick/yoke pressure will create a powerful positive
g- force sufficient to overload the aeroplane’s wings and tail
structures, causing a catastrophic failure thereof. In extreme
circumstances, even the gentlest pull on the controls when
the airspeed needle is at, or worse, beyond the red line will
instantly cause such dire consequences. Not doing anything
is no solution either.
Once the aeroplane is past the redline it is under tremen-
dous structural stress. Every second is crucial and recov-
ery which safely and effectively lowers the airspeed must be
done right now! Closing the throttle is, of course, the first
thing to do in such a situation, but that might not be suffi-
cient to avoid a tragedy. If you have a speed brake, of course,
Still sleek and modern looking, this is Beech Model 35 version 4. It is currently being displayed
in the National Air and Space Museum of the Smithsonian on the National Mall in Washington
D. C. as Captain William Odom’s “Waikiki Beech.” Whilst this is the oldest flyable Beech Model
35, it is not currently flight- worthy. Note the large tip- tanks installed for the record 1949 flight.