Acroterion · CC BY-SA 4.0 · Beechcraft F33 Bonanza in flight; an example of the Bonanza family.The Bonanza appeared in 1947 as an all-metal aircraft with retractable landing gear. Its distinctive early V-tail became one of general aviation's best-known silhouettes. Conventional-tail versions also developed into a major branch of the family, including the longer Model 36.
Tail arrangement, fuselage and equipment distinguish the V35 and G36 branches. Simulator products range from conventional instruments to integrated glass cockpits.
Beechcraft Bonanza · Specifications (2011 model G36) · real aircraft; source units retained
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The original Model 35 combined a low wing, retractable tricycle landing gear and a V-tail in a fast personal aircraft. Its two tail surfaces combined pitch and yaw functions through ruddervators. Later Bonanzas also used conventional tails: the Model 33 began as the Debonair, while the longer Model 36 developed the family into a six-seat aircraft. “Bonanza” therefore describes a family with distinct layouts and equipment.
First flight: December 22, 1945
Ovad bought his F33A as a relatively new private pilot looking for an aircraft that could take him places. He started instrument training before collecting it, then spent the following years using it for both work and exploration. Interviewed after more than 600 hours of ownership, he valued the comfortable cabin and the flexibility of its additional tip-tank fuel. He sometimes flew long days and preferred economical reduced-power cruising to extracting the last few knots.
The Bonanza carried Ovad and his fiancée Deb Mathein to places including Nova Scotia, Belize and Colorado. Shorter trips took clients sightseeing or delivered urgently needed electrical supplies for his business. His attachment went hand in hand with close attention to maintenance: he tracked oil-analysis results and engine data, and found being without the aircraft during a propeller replacement particularly difficult. His range and operating experience concern his specifically equipped F33A.
Cox ferried Barry Andrews' A36TC from California to Singapore after its owner accepted an overseas posting. Fuel shortages at intended Pacific stops forced a longer route through island destinations and northern Australia. The aircraft had additional ferry tanks, substantially more fuel than a standard Bonanza and a recently overhauled engine. Cox remembers the long ocean legs as hours of repetitive flying punctuated by the relief of seeing the next island.
Andrews joined him in Darwin for the final leg. With two people, luggage, ferry fuel and tropical heat, the overloaded aircraft climbed slowly, making the departure a very different experience from an ordinary lightly loaded demonstration. Later, Cox used the Stormscope while working around thunderstorms toward Singapore. After roughly 65 flying hours over a week, he delivered the Bonanza at Seletar. His account conveys both confidence in the aeroplane and his continuing awareness of the water beneath it; the special ferry configuration is essential context for the distances and handling he describes.
Maeda completed a six-week circumnavigation in June 2021 in Lucy, his 1963 P-model V-tail Bonanza. Speaking to David Tulis after returning to Washington, he recalled a journey complicated by fuel availability, altered routes, paperwork and pandemic restrictions. Weather added its own challenges, from desert dust to Russian fog and an encounter with icing. He also remembers the loneliness of parts of the trip and the help of a support network following his progress.
One particularly vivid memory was flying over Greenland alongside mentor Adrian Eichhorn in another Bonanza. Clear skies revealed an extraordinary landscape, but looking down at the glaciers also made Maeda intensely conscious of depending on a single engine. He found himself talking encouragingly to Lucy. Elsewhere, welcoming airport staff and strangers helped keep the mission moving. His account ends with a return to his family and a renewed appreciation for the people along the route, giving the long-distance Bonanza journey a distinctly personal scale.
The Bonanza appeared in 1947 as an all-metal aircraft with retractable landing gear. Its distinctive early V-tail became one of general aviation's best-known silhouettes. Conventional-tail versions also developed into a major branch of the family, including the longer Model 36.
This starting point selects Beechcraft Bonanza V35B. Its aircraft-level settings do not select a particular developer’s custom systems.
Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.
Later A36/G36 Bonanzas use adjustable aileron trim tabs and an electromechanical retractable-gear system. The manufacturer's control-system material should not be replaced by an earlier throw-over-column trimmer description. Black Square separates normally aspirated, turbonormalized and turbine configurations; its Professional manual names KFC150 equipment but also uses Century IV wording in its FAQ. That unresolved label conflict does not establish an autopilot interface.
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
De uiteindelijke totaalschaal over alles wat het model produceert, vóór de apparaatbegrenzing.
Meer: alles (veer, belastingen, effecten) wordt samen sterker.
Minder: alles wordt samen zachter.
Waarom hier: Scales overall profile strength while preserving effect balance, subject to device and output limits.
De basiscentreerkracht die de stick terug naar het midden trekt. Elke andere kracht stapelt hierop. Te laag en de stick voelt slap in normale vlucht; te hoog en hij vecht tegen je hand en maskeert de kleinere signalen erbovenop.
Meer: een steviger centreren dat de hand meer weerstaat.
Minder: een slappere stick die alleen op aerodynamische belasting leunt.
Waarom hier: The selected reversible-control response accompanies the named Bonanza; engine conversion and panel options do not establish a new force law by themselves. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 80 KIAS.
Operating ManualBeechcraft-authored G36 POH archived copyABS authored Bonanza controls/trim serial applicabilityEen kleine neutrale zone rond het midden waar de veer stil blijft, zodat minieme bewegingen in rust niet ratelen. Breder is rustiger maar losser; smaller is preciezer maar kan rond het midden trillen.
Meer: een rustiger maar losser midden, met meer speling.
Minder: een strakker midden dat in rust kan trillen.
Waarom hier: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Een masterschaal over beide aangehouden asbelastingen, toegepast vóór hun onafhankelijke balans. Profielen laten dit normaal met rust en stemmen de twee asbelastingen af.
Meer: beide assen laden zwaarder.
Minder: beide assen worden samen lichter.
Waarom hier: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 160 KIAS. This supplies speed-dependent loading alongside the spring.
Schakelt het lage-snelheidsvenster van de veeraangrijping in (start/vol-knopen hierboven). Uit betekent een constante veer op alle snelheden.
Waarom hier: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Hoeveel van de veer overleeft bij stilstand, voordat luchtsnelheid aerodynamische kracht kan opbouwen. Een hoge vloer houdt de geparkeerde stick stevig; een lage geeft het losse, kabelslappe gevoel van een geparkeerd licht vliegtuig.
Meer: een stevigere stick geparkeerd en tijdens taxiën.
Minder: een slappe stick geparkeerd die pas met snelheid ontwaakt.
Waarom hier: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
De snelheid waarbij de veer vanaf zijn lage-snelheidsvloer richting volle sterkte begint te klimmen: de besturing die 'tot leven komt' tijdens de startrol.
Waarom hier: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
De snelheid waarbij de veer volle sterkte bereikt. Tussen het begin en dit punt wordt het centreren geleidelijk steviger naarmate de luchtstroom over de roeren groeit.
Waarom hier: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
De aangewezen snelheid waarbij de aerodynamische belasting haar ontworpen volle niveau bereikt. Hij verankert de hele belastingscurve aan het echte snelheidsbereik van het vliegtuig: een 172 laadt op tegen 110 knopen, een jet veel later.
Meer: belastingen komen later; de stick blijft langer licht.
Minder: belastingen komen eerder en de kruisvlucht weegt zwaarder.
Waarom hier: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Hoeveel het centreren zelf met snelheid verstijft, bovenop de uitslagbelastingen. Nul houdt het middengevoel constant; meer laat de stick harder centreren op kruissnelheid en losser in het circuit.
Meer: een midden dat duidelijk verhardt met snelheid.
Minder: een constant middengevoel op elke snelheid.
Waarom hier: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 80 KIAS, with the squared-speed ratio capped at 5.
De bovengrens van snelheidsgedreven centreerverstijving, zodat zeer snelle vlucht de veer niet onbegrensd kan opwinden.
Meer: meer totale verstijving toegestaan op hoge snelheid.
Minder: de verstijving stopt eerder.
Waarom hier: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
De aangehouden rolbelasting uit rolroeruitslag en snelheid, onafhankelijk van pitch gebalanceerd. Samen met de hoogteroerbelasting bepaalt dit de stuurharmonie waar recensenten het over hebben.
Meer: zwaardere rolkrachten.
Minder: lichtere, levendigere rolroeren.
Waarom hier: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
De aangehouden pitchbelasting uit hoogteroeruitslag en snelheid, onafhankelijk van rol gebalanceerd. Dit is de hoofdhendel achter het pitchgewicht van een type. Hij raakt rolroer-, veer-, trim- of buffetkrachten niet.
Meer: zwaardere aangehouden pitchkrachten op snelheid.
Minder: een lichter hoogteroer, minder spierkracht om vast te houden.
Waarom hier: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Een plafond op elke gestage pitch- of rolkracht voordat die het apparaat bereikt, ter bescherming tegen beuken of verzadigen van de hardware bij stevige manoeuvres.
Meer: hogere gestage krachtpieken vóór afkapping.
Minder: een zachter plafond; harde manoeuvres vlakken eerder af.
Waarom hier: Caps directed-force output. Native spring effects and device limits remain separate.
Hoe sterk hoogteroertrim de vastgehouden pitchkracht verlicht en verschuift waar de stick tot rust komt. Op 100 % heeft een goed getrimd vliegtuig geen vastgehouden druk nodig, de trim-de-last-weg-werkwijze van echt vliegen.
Meer: trim neemt meer vastgehouden kracht weg; op 100 % heft volle trim hem op.
Minder: je blijft kracht houden, zelfs getrimd.
Waarom hier: Elevator trim and flight-adjustable aileron trim support separate pitch and roll relief. The profile's authorities remain selected approximations. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Operating ManualBeechcraft-authored G36 POH archived copyABS authored Bonanza controls/trim serial applicabilityDezelfde verlichting voor roltrim. De meeste GA-types hebben geen echte rolroertrim, dus dit blijft op nul; types met roltrim krijgen een passende waarde.
Meer: roltrim neemt meer vastgehouden kracht weg.
Minder: roltrim doet minder.
Waarom hier: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Rollende oppervlaktetrilling uit wielsnelheid en ondergrondtype: asfalt, gras of grind onder het onderstel.
Meer: een sterkere oppervlaktetextuur in de stick.
Minder: gladder taxiën.
Waarom hier: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Korte losse stoten van uitzetvoegen, sporen en ruw oppervlak, die het doorlopende gerommel accentueren.
Meer: scherpere stoten van voegen en sporen.
Minder: zachtere gronddetails.
Waarom hier: Sets gear-bump texture during ground motion, separate from touchdown impact.
Casco-schudden bij het naderen van de overtrek en terwijl de overtrekwaarschuwing actief is: hoe luid deze vleugel aankondigt dat hij ontevreden is. Types met een scherpe afbreek krijgen bescheiden buffet en laten de hoorn de waarschuwing dragen.
Meer: een sterker trillen vóór de overtrek.
Minder: een discretere vleugel; de hoorn draagt de waarschuwing.
Waarom hier: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Transsoon buffet bij het naderen van de Machlimiet. Betekenisvol voor jets nabij MMO, nul voor zuigers en turboprops die er nooit komen.
Meer: een sterker transsoon buffet nabij de Machlimiet.
Minder: gladder vliegen op hoge Mach.
Waarom hier: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Laagfrequente casco-trilling met kleppen uitgeslagen in de luchtstroom, in het snelheidsvenster waar ze de lucht echt bewerken.
Meer: ruwer vliegen met werkende kleppen.
Minder: zachtere naderingskleppen.
Waarom hier: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Casco-getrommel van intrekbaar onderstel dat in de luchtstroom hangt. Nul voor types met vast onderstel, waar het casco nooit van vorm verandert.
Meer: meer getrommel met het onderstel uit.
Minder: schoner vliegen met onderstel uit.
Waarom hier: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
De speciale stall-stickshakerzoem, geactiveerd door het eigen overtrekwaarschuwingssysteem van het vliegtuig. Alleen types met een echte shaker krijgen een waarde; de rest steunt op aerodynamisch buffet en de hoorn.
Meer: een hardere shaker.
Minder: een discretere shaker.
Waarom hier: Sets triggered shaker strength; inactive while the shaker feature is disabled.
De eenmalige dreun als de wielen de baan raken, geschaald op daalsnelheid: een zachte landing fluistert, een stevige aankomst bonkt.
Meer: een hardere dreun bij de landing.
Minder: zachtere aankomsten.
Waarom hier: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Uitroltrilling terwijl reverse thrust of props in beta werken. Nul voor types zonder reverse.
Meer: ruwer uitrollen onder reverse.
Minder: een discretere reverse.
Waarom hier: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Doorlopende motortrilling die het toerental volgt tussen stationair en vol vermogen, de altijd aanwezige herinnering dat er voorin iets brandstof verbrandt.
Meer: meer motor in de stick.
Minder: een discretere motor.
Waarom hier: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Doorlopende trilling alleen terwijl de sim meldt dat de klepvlakken daadwerkelijk bewegen. Volgt echte actuatorbeweging en storingen, geen geschatte timer.
Meer: meer trilling met bewegende kleppen.
Minder: discretere klepbewegingen.
Waarom hier: Sets texture from observed flap movement; a command without movement does not establish the cue.
Hoe ver autopilootcommando's de stick fysiek mogen bewegen. Piepklein gehouden in MSFS, waar een bewogen as kan worden teruggelezen als pilooteninvoer; nul schakelt volgen volledig uit.
Meer: de autopiloot beweegt je stick zichtbaar meer.
Minder: een nauwelijks merkbaar volgen.
Waarom hier: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Whether this feature is active in this profile.
Waarom hier: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
Whether this feature is active in this profile.
Waarom hier: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
Whether this feature is active in this profile.
Waarom hier: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
Whether this feature is active in this profile.
Waarom hier: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
Whether this feature is active in this profile.
Waarom hier: Enables rate damping with the configured coefficients and control law.
Whether this feature is active in this profile.
Waarom hier: Following is on at 0.1 authority when a supported, valid autopilot control reference is available.
Whether this feature is active in this profile.
Waarom hier: Permits centering hold during a supported AP state, separate from following a moving target.
Waarom hier: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Whether this feature is active in this profile.
Waarom hier: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Where this effect reaches full strength (or has fully faded, for washouts).
Meer: a more gradual build to a later peak.
Minder: a quicker build.
Waarom hier: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Where this effect begins fading in.
Meer: the effect begins later.
Minder: it begins earlier.
Waarom hier: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Whether this feature is active in this profile.
Waarom hier: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Whether this feature is active in this profile.
Waarom hier: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Whether this feature is active in this profile.
Waarom hier: Enables engine cues with nonzero settings and valid running-engine telemetry.
Whether this feature is active in this profile.
Waarom hier: Enables accessory cues with configured strengths and observed accessory movement.
The strength of this effect.
Meer: a stronger effect.
Minder: a weaker one.
Waarom hier: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
| Parameter | Waarde | Wat het regelt en waarom |
|---|---|---|
| Spring strength | 0.74 | The selected reversible-control response accompanies the named Bonanza; engine conversion and panel options do not establish a new force law by themselves. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 80 KIAS. |
| Spring deadband | 0.045 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.8 | The aerodynamic-load gain is 0.8 with an indicated-speed reference of 160 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.5 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 20 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 80.0 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Snelheid voor krachtafstemming | 160.0 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0.15 | The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 80 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1.0 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | True | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | True | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0.3 | Elevator trim and flight-adjustable aileron trim support separate pitch and roll relief. The profile's authorities remain selected approximations. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | True | Following is on at 0.1 authority when a supported, valid autopilot control reference is available. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.35 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0.14 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 2 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0.1 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.12 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.12 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
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