F33A Bonanza
Join Date: Jun 2001
Location: Enroute from Dagobah to Tatooine...!
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CitationJet, hope I'm not telling you how to suck eggs but my ZFW statement comes from the following regs:
CAR:
And CAO 20.16.1 (3) & (5.3) - admittedly this is for air service operations but it defines exactly what is required for W&B compliance:
Not having a Beech POH in front of me I don't know if it specifically mentions ZFW plotting in the determination of correct CofG for flight but other POH's do make specific mention of this. For example something to the effect of: "Fuel burn off does not significantly affect C.G." or more complicated like, "Add the weight and moment of all the items to the Basic Empty Weight and Moment of the airplane to determine the Zero Fuel Weight and Moment. Divide the moment by the weight to determine the C.G. arm. Locate this point in the C.G. envelope. If the point falls within the envelope, the loading meets the weight and balance requirements."
If you think back to your theory days I'll eat my hat if you successfully got a W&B question right if it involved one of the magic three points being outside the envelope (ZFW, TOW, LW). The ideology being that we are always planning for the worst case scenario. The last thing you want in that desperate moment of using your fixed reserves in anger is to find that you have an aircraft that is slowly becoming uncontrollable or very difficult to control...
CAR:
CAR138 Pilot to comply with requirements etc of aircraft’s flight manual etc
(1) If a flight manual has been issued for an Australian aircraft, the pilot in command of the aircraft must comply with a requirement, instruction, procedure or limitation concerning the operation of the aircraft that is set out in the manual.
Penalty: 50 penalty units.
(2) If a flight manual has not been issued for an Australian aircraft and, under the relevant airworthiness standards for the aircraft, the information and instructions that would otherwise be contained in an aircraft’s flight manual are to be displayed either wholly on a placard, or partly on a placard and partly in another document, the pilot in command of the aircraft must comply with a requirement, instruction, procedure or limitation concerning the operation of the aircraft that is set out:
(a) on the placard; or
(b) on the placard or in the other document.
Penalty: 50 penalty units.
(3) An offence against subregulation (1) or (2) is an offence of strict liability.
Note For strict liability, see section 6.1 of the Criminal Code.
(1) If a flight manual has been issued for an Australian aircraft, the pilot in command of the aircraft must comply with a requirement, instruction, procedure or limitation concerning the operation of the aircraft that is set out in the manual.
Penalty: 50 penalty units.
(2) If a flight manual has not been issued for an Australian aircraft and, under the relevant airworthiness standards for the aircraft, the information and instructions that would otherwise be contained in an aircraft’s flight manual are to be displayed either wholly on a placard, or partly on a placard and partly in another document, the pilot in command of the aircraft must comply with a requirement, instruction, procedure or limitation concerning the operation of the aircraft that is set out:
(a) on the placard; or
(b) on the placard or in the other document.
Penalty: 50 penalty units.
(3) An offence against subregulation (1) or (2) is an offence of strict liability.
Note For strict liability, see section 6.1 of the Criminal Code.
And CAO 20.16.1 (3) & (5.3) - admittedly this is for air service operations but it defines exactly what is required for W&B compliance:
3 Loading system
Where an aircraft has an approved loading system, the operator and the pilot in command shall ensure that the aircraft is loaded at all times in accordance with that system.
...........................
5.3 A load sheet shall contain the following and shall be signed by either the pilot in command, the co-pilot or an approved load controller:
(a) name of pilot in command;
(b) date;
(c) aircraft type and registration marking;
(d) aerodromes of departure and destination;
(e) empty aircraft weight;
(f) weights of:
(i) occupants;
(ii) cargo;
(iii) removable equipment;
(iv) fuel, oil, and consumables (e.g. water methanol);
(g) the loaded aircraft weight with evidence that the centre of gravity is within the approved limits;
(h) the maximum allowable weight for the flight having regard to the requirements of section 20.7.0.
Where an aircraft has an approved loading system, the operator and the pilot in command shall ensure that the aircraft is loaded at all times in accordance with that system.
...........................
5.3 A load sheet shall contain the following and shall be signed by either the pilot in command, the co-pilot or an approved load controller:
(a) name of pilot in command;
(b) date;
(c) aircraft type and registration marking;
(d) aerodromes of departure and destination;
(e) empty aircraft weight;
(f) weights of:
(i) occupants;
(ii) cargo;
(iii) removable equipment;
(iv) fuel, oil, and consumables (e.g. water methanol);
(g) the loaded aircraft weight with evidence that the centre of gravity is within the approved limits;
(h) the maximum allowable weight for the flight having regard to the requirements of section 20.7.0.
If you think back to your theory days I'll eat my hat if you successfully got a W&B question right if it involved one of the magic three points being outside the envelope (ZFW, TOW, LW). The ideology being that we are always planning for the worst case scenario. The last thing you want in that desperate moment of using your fixed reserves in anger is to find that you have an aircraft that is slowly becoming uncontrollable or very difficult to control...
CJ
I've been involved in my F33A for about 7 years. Flown Piper retracts, C182RG, C210 etc, but none of them match the F33A. She's a humdinger, plan 165kts and she regularly cleans that up. The most I fly with is 3 pob, but mostly 2 so CofG not an issue. It is a very solid aeroplane and Bill Cox of Plane and Pilot had it as his No1 before the Mooney Ovation came along, but that was around 2000. I budget for Annuals costing me around $5k but I maintain to Beech standards. I wouldn't swap it for anything else and for my licence type she does it all, IFR etc. My peers who fly mine from QF captains, ex military etc love flying it - it's a hot ship pocket rocket, no doubt about it.
I've been involved in my F33A for about 7 years. Flown Piper retracts, C182RG, C210 etc, but none of them match the F33A. She's a humdinger, plan 165kts and she regularly cleans that up. The most I fly with is 3 pob, but mostly 2 so CofG not an issue. It is a very solid aeroplane and Bill Cox of Plane and Pilot had it as his No1 before the Mooney Ovation came along, but that was around 2000. I budget for Annuals costing me around $5k but I maintain to Beech standards. I wouldn't swap it for anything else and for my licence type she does it all, IFR etc. My peers who fly mine from QF captains, ex military etc love flying it - it's a hot ship pocket rocket, no doubt about it.
Reur - "if a little bit slow".......HUMP!!!!
And wot has 4 seats, carries LOTS of bags, and goes fairly fast?
A bit like the 'old days' Jab, when a mate in a Mooney with 180HP, would 'pace me' in a Comanche 250 with 250HP....and claim superior performance.
But the real catch was I had HIS luggage on board as well as ours and 4 bums, because it wouldn't FIT in his...!!
Horses for courses....
.
And wot has 4 seats, carries LOTS of bags, and goes fairly fast?
A bit like the 'old days' Jab, when a mate in a Mooney with 180HP, would 'pace me' in a Comanche 250 with 250HP....and claim superior performance.
But the real catch was I had HIS luggage on board as well as ours and 4 bums, because it wouldn't FIT in his...!!
Horses for courses....
.
Join Date: Nov 2006
Location: In the Hangar
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Be aware of wing bolts insp/replacement requirements. Flap & undercarriage motor & actuator o'haul requirements. Watch out for Beech parts prices. (although occasionally they are quite reasonable). And now the new elevator cable AD.
Thread drift ... does anyone else think we could get an AD requiring replacment of all flight control cables every 15 years??
Indeed a very nice 'balus' to fly, but if you've got a load to carry you can't go past the C210 which is not quite as nice to fly, but still very enjoyable. I find the PA32 a truck in comparison.
What FTDK said about annuals is pretty right by my experience too. $3500 with no susprises or big rectifications.
Thread drift ... does anyone else think we could get an AD requiring replacment of all flight control cables every 15 years??
Indeed a very nice 'balus' to fly, but if you've got a load to carry you can't go past the C210 which is not quite as nice to fly, but still very enjoyable. I find the PA32 a truck in comparison.
What FTDK said about annuals is pretty right by my experience too. $3500 with no susprises or big rectifications.
CJ,
Unless you've already found them, a summary of the AD"s for the F33A and other Bonanza's are here;
ADs for Beechcraft 33 and 35-33 (Debonair/Bonanza) Series Aeroplanes
My aircraft lives in a fairly high salt content type area and is hangared. Since ownership, I've had to rebuild the starbord oleo but that's about it. All AD's, including the recent one re the forward elevator cable, have been complied with, although the exisiting cable is in very good condition, but CASA knows best!! All the flooring was removed to do this work so it was good to inspect her internally for corrosion. Nothing visible, as it was corrosion proofed in the factory and is a 1992 model. I agree with Chuck that if you keep on top of things then it is less of an issue. Wing bolts are coming up this year, but I was ready for that. There has been slight surface corrosion on the elevators but that's pretty well it.
Unless you've already found them, a summary of the AD"s for the F33A and other Bonanza's are here;
ADs for Beechcraft 33 and 35-33 (Debonair/Bonanza) Series Aeroplanes
My aircraft lives in a fairly high salt content type area and is hangared. Since ownership, I've had to rebuild the starbord oleo but that's about it. All AD's, including the recent one re the forward elevator cable, have been complied with, although the exisiting cable is in very good condition, but CASA knows best!! All the flooring was removed to do this work so it was good to inspect her internally for corrosion. Nothing visible, as it was corrosion proofed in the factory and is a 1992 model. I agree with Chuck that if you keep on top of things then it is less of an issue. Wing bolts are coming up this year, but I was ready for that. There has been slight surface corrosion on the elevators but that's pretty well it.
Wing bolts are coming up this year, but I was ready for that.
