We used to fly a T210 from Wichita to Aspen for weekend ski trips. Carried 4 or 5 people and several sets of skis. Leave about 6:00 a.m. and be on the slopes by 10:00 or so. Weather had to be pretty good, ended up in Grand Junction once when it wasn't and had to postpone our departure from Aspen for a day another time.

In the piston single non-pressurized market there is nothing better for our needs than a TN-550 powered A36 Bonanza.

Fast, efficient, fun to fly, roomy and with a useful load of 1,628 lbs. it can haul everything we can think to put inside.

I’m based at an uncontrolled field with a 2,800’ runway and it’s more than we need even with a full load of passengers, baggage and fuel.

Were we to upgrade the next step would be a Malibu to get pressurization.

Bill, can you comment on the 210L or M gear doors? Seems some people love them and have no trouble, and others can't rip the off fast enough. Every so often I think about getting a T210M, and can't decide if I should go for one with or without gear doors. Per the POH they are worth quite a few knots.

It's not as simple (or cheap) as taking the doors off and throwing them away. There is sheet metal work needed.

Great numbers. I have always wondered about the TN numbers. 4000 lb T/O weight. The only one I was ever in of that config was far less than gross and seemed to need a very flat takeoff. The original Bonanza wing has not changed is that right? Originally a 2500 lb T/O weight with lower HP engine. How does the TN A36 climb out in the real world?

Bill, can you comment on the 210L or M gear doors? Seems some people love them and have no trouble, and others can't rip the off fast enough. Every so often I think about getting a T210M, and can't decide if I should go for one with or without gear doors. Per the POH they are worth quite a few knots.

Bill, can you comment on the 210L or M gear doors? Seems some people love them and have no trouble, and others can't rip the off fast enough. Every so often I think about getting a T210M, and can't decide if I should go for one with or without gear doors. Per the POH they are worth quite a few knots.

The GW change is due to paperwork to place the aircraft back into the Normal category (revised W&B envelope information is provided).

At 3,600 lbs. or less I’m Utility category (as it always was) and at higher gross weights I’m utility.

The conversion added roughly 90 lbs. to my empty weight (the turbo, intercooler and associated items as well as a required prop change).

At 3,600 lbs. or less it flies very much as it always did. At higher gross weights climb rate decreases, but this is no different than would be the impact of flying at higher weights due to a tip tank STC (I don’t have tip tanks).

I’m not sure I’ve ever flown it at 4,000 GW. I’ve certainly had it up to 3900 a few times.

It flies fine.

I don’t fly into what I consider truly short fields nor do I do back country flying.

But I have no problem departing my 2800’ strip with 3 adults, 2 grandkids, full fuel and luggage for 5 (and car seats, etc.).

Fully loaded it will take an extra minute or two to get to 12,000’ where we typically fly (the TN is very fast at those altitudes, it clears the mountains and the air is generally smooth and cool there). That works well for us.

Everyone can officially stop this debate over the best single engine planes. Hands down the new recently certified Pacific Aerospace E-350 definitely describes exactly what Op is looking for, these airplanes will do it all and for around $600k for a new one, has 5 seats, massive payload, a 315hp IO-580 engine, has 4 doors for easy ingress/egress and can also be configured for tailwheel.


https://skiesmag.com/news/pacific-aeros ... nd-accent/

https://skiesmag.com/news/pacific-aeros ... nd-accent/

Comanche 400….speed plus range and payload

Hi Walter, just curious if you have ever used one for a trip ? Yes it's a fun hot rod, but a 260 comanche is a better travelling machine in every way

Hi Walter, just curious if you have ever used one for a trip ? Yes it's a fun hot rod, but a 260 comanche is a better travelling machine in every way

I flew a rayjay turbo Comanche 400 back in the 70’s. Fast yes , but it was a nose heavy slug.

I had a flap dump switch on the yoke so when I went to flare I could push the switch and dump flaps in the flare. It made it much easier land on the mains instead of the nose.

Hi Walter, just curious if you have ever used one for a trip ? Yes it's a fun hot rod, but a 260 comanche is a better travelling machine in every way