What is the IAS of the V-tail at 10.2 USG/hr?
At a few k feet, the TB20, the Cessna 400 (TTX), the SR22 and the DA42 all do 140kt IAS at 11.5 USG/hr, peak EGT or LOP on the first three.
That does seem like a very good speed. I used to be in a club with an S-35 Bonanza, which has a 285hp IO520, which I did about 100 hours or so in. The book value was 163ktas at 7000 feet at 65% power and 13gph (and the aircraft managed the book values despite not being the tidiest Bonanza in the world).
Mine does 145kts IAS @63% power. That was just yesterday. It’s a bit quicker with a third person in the back, though. But that’s normal.
Mine does 145kts IAS @63% power.
What is the flow rate at 63% power?
EuroFlyer wrote:
I own an F33A from 1992, together with another chap, so we share the cost and so far we haven’t run into time collisions. The plane only has 1300hrs on the airframe. This plane is just wonderful. I usually plan for 160 kts when filing a flight plan, being cautious, but yesterday I had 170kts TAS in FL85 (@13.5 USG/hr).
I agree that the F33A is an absolutely delightful airplane for having flown a turbo-normalised one in the US, and later NA in France. Only two things wrong with them. The big beam which connects the yokes to the central control column, which hides part of the instruments and the gear lights IIRC. You need to bend forward to look past it. The other issue is that it only has one door.
The way the owner wanted me to fly it (25"/2500), the fuel consumption was closer to 15 or 16 GPH.
Peter wrote:
At a few k feet, the TB20, the Cessna 400 (TTX), the SR22 and the DA42 all do 140kt IAS at 11.5 USG/hr, peak EGT or LOP on the first three.
Actually the book value for the COL4 at PA 8000’, ISA, 11.5 GPH is 154 KTAS or 136 KIAS
In the same conditions the NA SR22-G2 at 11,3 GPH should yield 160 KTAS or 141 KIAS
Concerning the DA42, at 11,5 GPH is should do 149 KTAS or 132 KIAS
Keep in mind that the COL4 has a TC engine with 7,5:1 compression ratio whereas both the SR22 and TB20 have NA engines with compression ratios of 8,5:1
To my big surprise I found a TB20 POH on the net saying that the TB20 will do 145 KTAS or 127 KCAS at 60% BHP, 19,5"/2300 RPM burning 11,5 GPH at 8500 ft. And that is leaned to Best Economy,but nevertheless burning 11,5 GPH. That is slower than any of the aforementioned aircraft…
In my experience the AFM performance figures for the SR22 and the DA42 are very accurate.
Peter wrote:
Mine does 145kts IAS @63% power.What is the flow rate at 63% power?
According to my F33A POH at 65% BHP, 13,3 GPH
But at that power @3200 lbs the book speed is 153 KCAS at SL or 144 KCAS at 8000’
At 11,5 GPH @8000’, 55% BHP is should do 150 KTAS or 133 KCAS.
The figures I posted I saw with my own eyes. Actually the speed was 138kt IAS, but I wrote 140 because one can’t read the ASI that well, it takes ages to stabilise, and my TB20 now does 140 
The TB20 POH is crap in various areas. I get something like 20% more range (less fuel burn).
The biggest IAS is reached at sea level.
13.3 GPH for the F33A, what IAS at low level?
Peter wrote:
13.3 GPH for the F33A, what IAS at low level?
I already answered that question. “153 KCAS at SL or 144 KCAS at 8000’” Doesn’t get any more “low-level” than sea level…
At FL100 the SR22 does 163 KTAS with a FF of 11,5 GPH – with the gear hanging down and welded. Just for comparison with the TB20
That is the lowest performance figure given for the SR22 (55% BHP)
The F33A will do 148 KTAS at 11,0 GPH at FL100 (55% BHP) or 160 KTAS at 12,3 GPH (65% BHP)
I have owned a 1968 V35A since 1979, 38 years. At 8000 MSL, I routinely get 168 Kts TAS on 12.5 GPH, LOP. If someone else is paying for the gas, I can get about 174 kts.
The F33A is a few knots slower, although the POH claims the same performance and the A36 about 5 knots less with the IO520, but can pretty much match my speed with the IO550, but burns an extra half GPH to 2 GPH depending on power setting.
Maintenance is fairly straight forward for a knowledgeable mechanic, but sometimes they are hard to come by. I usually pay around $2000 for a typical annual. My advice to pilots who are considering a Bonanza, if you can’t afford one, don’t test fly one, or you will know what you are missing. IMHO they are the sweetest flying airplane of the 44 types I have flown.
