BTers -

I am considering a move from my beloved M20J (201) to a 36-series Beech. I am interested in hearing from 36 owners who formerly owned or flew Mooneys. Any regrets? Do you miss the sports car handling? I know Bonanzas have a reputation as a sweet handling machine, but don't have enough time in them to pass judgment.

Randy

I made the transition a few years back. My thoughts.

viewtopic.php?f=2&t=79771

This was to a 33 though. The 36 is slightly different but it may give you some Ideas.

36's handle differently from 35's. The main things you will observe in a transition from a Mooney are more powerful takeoff roll, heavier control pressure, and much less float on touch down. Mooneys are a little more difficult to slow down without gaining altitude, but the same techniques... slow to gear down speed with power reduction and trim, put gear down and from here it is easy to hold speed and altitude on downwind leg with a 36 Bonanza. Beech has its own kind of sports car handling, which you will covet in about a 2 hour transition period. You will find 110 downwind, 90 base, and 80 on final, effective numbers.

Not one time have I regretted not switching to a Banana

Is your mission or needs changing ? If so, how ?

The big difference ,will be a lot more Room for passengers and bags, and somewhat higher fuel burn for similar speeds. If you have been running your 4 cyl Mooney rich of peak, you will be pleasantly surprised at the good economy available in a Bonanza when lean of peak. GAMIjectors are usually needed for LOP,to work. Maybe 165 kts at 13gph cruise at 8000 ft in an io 550 a36.

Bonanzas are not hard to fly given you are already flying a complex single. Airplanes with a greater loading range and greater weight range like the a36 will have a bigger handling and approach / liftoff speed difference when heavy vs light.

If you need the extra room, I would say go for it.

Engine management with the 4 cylinder IO-360 is different. First, unless you abuse the engine, the valves do not seem to be an issue. I am a big fan of LOP on the 550 but on the Mooney I flew everything forward and leaned in the climb to keep 1300-1350 EGTs.

At level off, cowl flaps closed, prop 2500 and mixture back (in mine the screw in the knob would align with the front of the prop knob. After a bit if I was bored I would lean with the JPI but it always ended at place I started.

The balance was perfect with factory injectors and I could run LOP smoothly but never did. At 9000 you want every bit of HP and you are outside the red box. The fuel saving/efficiency gain going LOP was not worth it when you were already between 9-10 GPH. The Mooney can easily turn in better than 16 nm/gallon ROP. My Bonanza got about 12.6.

Tony -

My mission (from my intro - I should have linked to it):

"Missions:
Weekly fun flights to blow off steam with one or two passengers - 100-300 mi R/T.

Family of 3. Several trips to Sierra Nevadas, Rockies, midwest per year. Future trips to east coast, Bahamas, Mexico, Canada or Alaska in the long-range plans. 14 yr old daughter (growing like a weed) getting a little to long for 4:30 legs in the Mooney. My wife and daughter do not pack light (you know what I mean, guys!).

Several trips per year with 3 buddies and ski gear (or similar cargo).

Getting over the rockies from LA area (KCCB) in a single leg is nearly a must. I can do this with three people in the Mooney today.

I am a novice formation pilot and would like to continue to learn formation flying.

I am sure like many of you, I will rarely fill six seats, but it will be nice to do so occasionally. "

So...it's mostly about being able to haul more, and more legroom for my kid. Thanks for the comments above.

Randy

David -

Thanks much for the link and the thorough, thoughtful analysis. This is the best review I have come across and consolidates what I have read/learned. I feel very fortunate to have only good options (the great plane I own or the great plane I am considering).

I appreciate the good counsel!

Randy

Hi Randy
I made the same transition, from a 201 to an A36, in 1999. The above linked posting comparing an F33 is mostly accurate for the 36 as well with a few exceptions. First, the 36 control feel in pitch isn't as light as the 33, largely (IMHO) because the 36 is generally flown much farther forward CG than the short bodies. The few times I've flown my 36 near the aft limit, where 33s are usually flown, the difference in feel was dramatic. It's nothing like as heavy as a 210 but it definitely feels more substantial than a 33/35 or the 201 I flew.
Second, the big aft doors(!) of the 36. Game changer. Seriously. The flexibility is amazing. We carry everything, bikes, furniture, ski gear, etc. Especially with the club seating, which most of the 36s I see are in. Ever had things that wouldn't fit through that small (and high) Mooney baggage door that you loaded from the front door? Never happen with the 36. Even our tandem bike goes in through the side door. The 36 also has a wide enough CG that it's hard to load it out of range. A few times I've had to make up a seating chart to put the heavy people where I wanted but that's it.My last ski trip was my wife plus 3 big guys, all with skis, plus my bro brought his board. No problem.With tip tanks, that's easy.The B2Osh formation flights into Oshkosh are the largest civilian formation flights in the world and they have regional training around the country every year. http://www.B2OSH.org

Now you can bend your knees in flight