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A2A Simulations BONANZA ACCU-SIM V35B Manual

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BONANZA
A2ASIMULATIONS
ACCU−SIM V35B BONANZA

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  • Page 1 BONANZA A2ASIMULATIONS ACCU−SIM V35B BONANZA...
  • Page 2 ACCU-SIM V35B BONANZA © 2018 A2A Simulations Inc. All rights reserved. Published by A2A Simulations Inc. ATTENTION! Accu-sim V35B Bonanza, including sounds, aircraft, and all content is under strict, and enforceable copyright law. If you suspect anyone has pirated any part of Accu-sim V35B Bonanza, please contact piracy@a2asimulations.com...
  • Page 3 A2ASIMULATIONS BONANZA ACCU−SIM V35B BONANZA...

  • Page 4: Table Of Contents

    CONTENTS FLYING INTO THE FUTURE DEVELOPER’S NOTES FEATURES FSX QUICKSTART GUIDE P3D QUICKSTART GUIDE ACCU-SIM ACCU-SIM AND THE COMBUSTION ENGINE PROPELLERS GENERAL EMERGENCY PROCEDURES NORMAL PROCEDURES PERFORMANCE CHARTS WEIGHT AND BALANCE SYSTEMS DESCRIPTION AUTOPILOT 2D PANELS CREDITS A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 5 ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...

  • Page 6: Flying Into The Future

    BEECHCRAFT BONANZA Flying Into The Future by Mitchell Glicksman © 2018 irtually everyone who gazes upon the boarding step, gap- sealed recessed flap tracks, cockpit- fair proportions of a “V”- tail Beechcraft adjustable cowl flaps, internally hinged control sur- Bonanza has come to feel deeply about its faces and, at first, an electrically pitch- adjustable 2- blade striking appearance.
  • Page 7 However, by January 1945, seven newspapers and shown in news- months after the Allied invasion of reels between features in cinemas, France at Normandy on 6 June 1944, the public in the U.S. became more and more air- minded. Accordingly, the hoped- for light of peace in Europe, articles speculating on the future of which for six years had but dimly...
  • Page 8 FLYING INTO THE FUTURE A beautifully restored Belgian- registered Beech Model 17S “Staggerwing.” This unique and striking design is a massive and complicated fabric- covered wood and steel structure powered by a 450 hp Pratt & Whitney R- 985- AN- 1 “Wasp Junior”...
  • Page 9 Model 17 seats a pilot and three passengers, is a single- engine, fabric- covered biplane with a wingspan of thirty- two feet weighing 4,250 lbs. fully loaded. By comparison, a typical late 1930s Model 18 seats two pilots and up to eight passengers, is a twin- engine, all- metal, cantilever (no external struts) monoplane with a wingspan of forty- seven feet, eight inches weighing 7,500 lbs, fully loaded.
  • Page 10 FLYING INTO THE FUTURE ■ Ryan (originally North American L- 145 ) Navion B Super 260 C- FCTI. It is not merely a coincidence that airframe of this excellent four- seat aeroplane is reminiscent of P- 51 “Mustang” upon which its design was based. Introduced in 1948, the retractable tricycle undercarriage Navion is powerful and fast.
  • Page 11 known as the “G. I. Bill,” designed and largely drafted by the American Legion and the Veterans of Foreign Wars, was a Federal entitlement program which provided a range of financial benefits, including free flight instruction all the way to an Airline Transport Rating, for returning WWII vet- erans.
  • Page 12 FLYING INTO THE FUTURE Restored Spartan 7W “Executive” previously owned by Texaco, Inc. in the late 1930s. Spartan 7W “Executive.” The name says it all. Sleek, modern, powerful and sensual, this was top shelf, first- class personal transportation for the super- rich corporate executive in the mid 1930s and early 1940s.
  • Page 13 This aeroplane was purchased by George Mennen of the Mennen Company, Morristown, New Jersey in the spring of 1969. It was then painted “Mennen Green” and named “Mrs. Mennen.” “Mrs. Mennen” was sold, traded and bought by many different owners over the Rolled out of the factory on 9 September 1940, this was the last Spartan 7W, later called years until it was purchased in October 2004 by “Mrs.
  • Page 14 FLYING INTO THE FUTURE individual would plan for his company to enter a new and elevator at its trailing edge, often split into left and right unknown aviation market with the most advanced and horizontal stabilizer/elevator units acting in unison, one on expensive aeroplane of the lot? Whilst Beechcraft would each side of the rearmost end of the fuselage.
  • Page 15 rudder input, the left rudderva- 1. When the yoke is pushed tor is displaced 22½º upward. forward to lower the nose, the With full right rudder and with ruddervators move downward the elevator neutral, the left as does a conventional elevator ruddervator displaced 23º...
  • Page 16 FLYING INTO THE FUTURE (nose up) incidence when the elevator is neutral that suf- cause Dutch Roll at the rear of the aeroplane, which has ficient “decalage” (also known as “horizontal dihedral”) is been reported to cause both yaw and pitch “wandering” and created relative to the wing’s angle of incidence.
  • Page 17 1944 Beech built a one- off A- 19, which was a USAAF A- 10 “Wichita” with an experimental “V”- tail. A- 19 was the first and largest Beech aircraft to that date with such. At the time, many might have wondered why Beech was experimenting with a “V”- tail. Time would soon solve that mystery. A- 19 would certainly be a challenging subject for a “can you name this aeroplane”...
  • Page 18 FLYING INTO THE FUTURE 1947 Beech Model 35 Bonanza prototype version 4 of the 5 Bonanza airframes which Beech built and tested. Version 4 was submitted to obtain Model 35’s certificate and was extensively flight tested, including a dive test to 286 mph in the manner in which military aircraft of that era were tested.
  • Page 19 way coaxed and prodded into producing 160 hp. One may at the wing root is 16.5% of the chord and the maximum justly imagine that this engine was greatly and unhealth- thickness of the thinner NACA 23012 at the wing tip is only ily stressed by its gearing in order to produce so much more 12% of the chord.
  • Page 20 FLYING INTO THE FUTURE modernity by designing a freely However, it is well to remem- swiveling nosewheel, requiring ber that Beech did not expect differential braking for ground their Bonanza to be flown by steering. This was done, per- amateur weekend sports filers. haps, for economy of construc- It was expected to be flown by tion, or possibly because the...
  • Page 21 overall weight would sit on the main undercarriage. This effect upon landing arrangement facilitates easier rotation on takeoff, better When an aeroplane is in ground effect, airspeed tends braking after touchdown, lighter steering on the ground and to decrease more slowly and the aeroplane tends to float promotes less wear on the nosewheel system itself.
  • Page 22 FLYING INTO THE FUTURE From May 1947 Holiday Magazine. This advert pictures prototype version 4 of the five Another 1947 Beech advert showing how easily Model 35 could beat all that snail- original Model 35 prototypes. like automobile traffic below. Pictured here again is prototype 4. The design of Model 35 Bonanza had an unusually long instead included a laminated, wooden, two- blade, electri- gestation period of almost twelve months between its initial...
  • Page 23 ■ D17S “Staggerwing” instrument panel and its throw- over control wheel. Note: No rudder pedals at the right seat. ■ Late 1950s Bonanza instrument panel with its throw- over control wheel and with no right seat rudder pedals or toe brakes. This aeroplane has non- standard gyro instruments installed and a very old- school “Radio Compass”...
  • Page 24 FLYING INTO THE FUTURE A Short Weight and Balance Envelope ■ CG’s position forward of the Cl. As weight (fuel, passengers, All Model 35 Bonanzas until the introduction of the and baggage) is loaded forward or aft of the unloaded aero- conventional- tail Bonanza Model 36 (really a Debonair) in plane’s CG, the CG moves forward or aft accordingly.
  • Page 25 This is a typical (not Bonanza’s) loading calculator. When Bonanzas up to S and V models have a rather short pas- the weight and moment arm of all the items to be loaded are senger cabin with only four seats, two up front and two added together, the aeroplane must be within its weight and behind and a small baggage compartment behind the rear balance envelope (below) or it is unsafe to fly.
  • Page 26 FLYING INTO THE FUTURE before the American aviation public is a crucial reason for its prosperous world had been promised, and now, for some, immediate and enormous commercial success. it was in their grasp. In the United States, everything from One important reason for Bonanza’s success when it was buildings to automobiles to kitchen appliances to furni- introduced is that in the United States, for entirely under-...
  • Page 27 ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 28 FLYING INTO THE FUTURE However, it is not a secret that early “V”- tail Bonanzas have had a poor safety record. Many have blamed the “V”- tail for this, but that is not entirely fair. Other more important factors have been found to have been responsible for this record.
  • Page 29 mentioned, pilots have reported that “V”- tail extend it immediately, but speed brakes are not installed in Bonanzas are very light and sensitive in pitch to the extent Bonanzas nor in virtually any other general aviation air- that flying a “V”- tail Bonanza has been described as being craft.
  • Page 30 FLYING INTO THE FUTURE spars were their sole attachment points to the fuselage. The been delayed by business and did not takeoff from Essex problem was that with this increase in area, an even larger County Airport, near Fairfield, New Jersey to attend the part of the ruddervator was now unattached to the fuselage.
  • Page 31 and critics to purchase a Beech aeroplane that in every sub- stantial way is everything that Bonanza is, but with a reas- suring (for some) conventional- tail. As the years passed fewer and fewer Bonanza fatal acci- dents were reported and its accident rate became comparable to other similar aircraft.
  • Page 32 FLYING INTO THE FUTURE sudden and fatal heart attack. She remained at Beech’s helm panel and a more efficient ventilation system. The exte- until it was purchased by Raytheon Company on 8 February rior remains essentially the same as V35, however V35B has 1980.
  • Page 33 SPECIFICATION Model Model V35B Engine 1 x Continental IO- 520- BB flat- six piston engine, 213kW Weights Take- off weight 1,542 kg 3,400 lb Empty weight 955 kg 2,105 lb DIMENSIONS Wingspan 10.21 m 34 ft 6 in Length 8.05 m 26 ft 5 in Height 2.31 m...
  • Page 34 FLYING INTO THE FUTURE ENDNOTES aliphatic- resin glue. The aircraft’s pre- TWA (Transcontinental and Western It was not until 1963 that Beechcraft vious flights in rain and its exposure to Airlines) Flight 599 was a flight produced its first “sport” type rain and moisture on the ground had from Kansas City, Missouri to Los aeroplane to compete with Piper’s...
  • Page 35 may be conducted in a single- engine large deposit of rich minerals such as Ground Effect that condi- airplane, equipped with a single, func- gold or silver. This usage seems likely tion which begins when an aero- tioning, throwover control wheel, in to be that which generated the name of plane is approximately the length of place of fixed, dual controls of the ele-...

  • Page 36: Developer'snotes

    DEVELOPER’S NOTES A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 37 The same holds true for dreams onto you too. the busy professional working all week who then Scott Founder A2A Simulations Inc. ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...

  • Page 38: Features

    FEATURES Aircraft DNA technology re-creates actual Immersive pre-flight inspection system designed by engine and airframe vibrations. pilots while operating the actual Bonanza V-35B. V-tail physical modeling captures the Electric starter with accurate cranking power. character of this classic aircraft. Dynamic ground physics including both New analog gauge physics delivers a hard pavement and soft grass modeling.
  • Page 39 Visual Real-Time Load Manager, with the ability to load fuel, people, and baggage in real-time. Four naturally animated passengers that can sit in any seat including the pilot’s. 3D Lights ‘M’ (built directly into the model). P3D’s support of directional lighting allows a more advanced lighting system.

  • Page 40: Fsx Quickstart Guide

    OPERATING SYSTEM: REALISM SETTINGS • Windows XP SP2 • Windows Vista The A2A Simulations Accu-Sim V35B Bonanza was built to a • Windows 7 very high degree of realism and accuracy. Because of this, it • Windows 8 & 8.1 was developed using the highest realism settings available •...
  • Page 41 depicts the recommended realism settings for the A2A Accu- Sim V35B Bonanza. QUICK FLYING FLIGHT MODEL TIPS To achieve the highest degree of realism, move all sliders to the right. The model was developed in this manner, thus we cannot attest to the accuracy of the model if these sliders are not set as shown below.

  • Page 42: P3D Quickstart Guide

    Prepar3D as shown on the right. following to run: REALISM SETTINGS • Requires licensed copy of Lockheed Martin Prepar3D The A2A Simulations Accu-Sim V35B Bonanza was built to a OPERATING SYSTEM: very high degree of realism and accuracy. Because of this, it • Windows 7 was developed using the highest realism settings available •...
  • Page 43 over time. “Display indicated airspeed” should be checked to pro- vide a more realistic simulation of the airspeed instruments. QUICK FLYING ENGINES TIPS Ensure “Enable automixture” is NOT checked. FLIGHT CONTROLS ▶ To Change Views Press It is recommended you have “Auto-rudder” turned off if A or SHIFT + A.

  • Page 44: Accu-Sim

    ACCU-SIM A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 45 It is no longer just an aircraft, it’s a simulation. ing temperature, this thick oil results in much higher than ACTIONS LEAD TO CONSEQUENCES Your A2A Simulations aircraft is quite complete with full system modeling and flying an aircraft such as this requires constant attention to the systems.
  • Page 46 ACCU-SIM normal oil pressure. In extreme cold, once the engine is started, watch that oil pressure gauge and idle the engine as low as possible, keeping the oil pressure under 100psi. PERSISTENT AIRCRAFT Every time you load up your Accu-sim V35B Bonanza, you will be flying the continuation of the last aircraft which includes fuel and oil, along with all of your system condi- tions.
  • Page 47 Simulations are passionate about aviation, and are proud tuate when starting the motor, or the gauge needles may to be the makers of the A2A Simulations V35B Bonanza. vibrate with the motor or jolt on a hard landing or tur- Please feel free to email us, post on our forums, or let us bulent buffet.

  • Page 48: Accu-Sim And The Combustion Engine

    ACCU-SIM AND THE COMBUSTION ENGINE The piston pulls in the fuel / air mixture, then compresses the mixture on its way back up. The spark plug ignites the compressed air / fuel mixture, driving the piston down (power), then on its way back up, the burned mixture is forced out the exhaust.
  • Page 49 AIR TEMPERATURE he combustion engine is basically an air pump. It creates power by pull- Have you ever noticed that your car engine runs smoother ing in an air / fuel mixture, igniting it, and stronger in the cold weather? This is because cold air is and turning the explosion into usable denser than hot air and has more oxygen.
  • Page 50 ACCU-SIM AND THE COMBUSTION ENGINE best power mixture (0.08%) when you need power (take- HIGH BAROMETRIC PRESSURE (high air pressure). While off, climbing), and your best economy mixture (.0625%) air pressure changes all over the world based on weather when throttled back in a cruise when engine temperatures conditions, these air pressure changes are minor compared are low.
  • Page 51 intake manifold. Just below those throttle valves and inside is now equalized as your engine’s intake system is running your intake manifold, the air is in a near vacuum. This is wide open. So if you turned your engine off, your manifold where your manifold pressure gauge’s sensor is, and when pressure would rise to the outside pressure.
  • Page 52 ACCU-SIM AND THE COMBUSTION ENGINE making contact with each other and incurring damage. A Without the trained pilot quickly learns to look at his oil pressure gauge layer of oil between as soon as the engine starts, because if the oil pressure the parts, does not rise within seconds, then the engine must be shut an engine...
  • Page 53 TORQUE VS HORSEPOWER Torque is a measure of twisting force. If you put a foot long wrench on a bolt, and applied 1 pound of force at the handle, you would be applying 1 foot-pound of torque to that bolt. The moment a spark triggers an explosion, and that piston is driven down, that is the moment that piston is creating torque, and using that torque to...

  • Page 54: Propellers

    PROPELLERS A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 55 efore you learn about how different upon its shape, the speed at which it is traveling through propellers work, first you must under- the air, and its angle to the oncoming air (angle of stand the basics of the common airfoil, attack).”...
  • Page 56 PROPELLERS CROSS SECTION OF A PROPELLER BLADE LEADING EDGE TRAILING EDGE FLAT LOWER SIDE Climb. Wing creating significant Level Flight. A wing creating Stall. A wing that is stalled lift force. Air vortices still close moderate lift. Air vortices (lines) will be unable to create to the wing.
  • Page 57 STALL while the plane is not moving. This effect is known as prop The angle of attack has become too large. The boundary stall, and is part of the Accu-Sim prop physics suite. layer vortices have separated from the top surface of the Once done with your power check, prepare for takeoff.

  • Page 59: General

    GENERAL GROUND TURNING CLEARANCE A Radius for Wing Tip 26 feet 4 inches B Radius for Nose Wheel 12 feet 2 inches C Radius for Inside Gear 5 feet 1 inch D Radius for Outside Gear 14 feet 8 inches Turning radii are calculated using full steering, one brake and partial power.
  • Page 60 GENERAL SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED METEOROLOGICAL Calibrated Airspeed is the indicated speed of an International Standard Atmosphere in which: airplane, corrected for position and instrument 1. The air is a dry perfect gas; error. Calibrated airspeed is equal to true airspeed 2.
  • Page 61 POWER WEIGHT & BALANCE Take-off and Reference Highest power rating not limited by time. An imaginary vertical plane from Maximum Datum which all horizontal distances are Continuous measured for balance purposes. Maximum Highest power rating within the normal operating Station A location along the airplane fuselage usually given Normal range.
  • Page 62 GENERAL LIMITATIONS AIRSPEED INDICATOR MARKINGS* AIRSPEED LIMITATIONS KCAS KIAS SPEED KCAS KIAS REMARKS MARKING VALUE OR VALUE OR SIGNIFICANCE Never Exceed Do Not Exceed This RANGE RANGE Speed in Any Operation. White Arc 53-122 52-123 Full Flap Operating Range Maximum Structural Do Not Exceed This Speed Green Arc 67-165...
  • Page 63 WEIGHT LIMITS APPROVED MANEUVERS (3400 POUNDS) Maximum Ramp Weight 3412 lbs MANEUVER ENTRY SPEED Maximum Take-off Weight 3400 lbs KCAS KIAS Maximum Landing Weight 3400 lbs Chandelle Zero Fuel Weight No Structural Limit Steep Turn Max. Baggage Compartment Load Refer to Weight and Lazy Eight Balance Section Stall (Except Whip)

  • Page 64: Emergency Procedures

    EMERGENCY PROCEDURES A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 65 All airspeeds quoted in this section are indicated airspeeds (IAS) EMERGENCY AIRSPEEDS (3400 LBS) Emergency Descent 154 KTS Maximum Glide Range 105 KTS Emergency Landing Approach 83 KTS he following information is presented to enable the pilot to form, in advance, a definite plan of action for coping with the most probable emergency situations which could occur in the operation of the air- plane.
  • Page 66 EMERGENCY PROCEDURES ENGINE FIRE LANDING EMERGENCIES IN FLIGHT LANDING WITHOUT POWER The red FIREWALL AIR control on the outboard side of the When assured of reaching the landing site selected, and on left lower subpanel should be pulled to close off all heating final approach: system outlets so that smoke and fumes will not enter the Airspeed - ESTABLISH 78 to 83 KTS...
  • Page 67 ALTERNATOR-OUT PROCEDURE After emergency landing gear extension, do not move any An inoperative alternator will place the entire electrical landing gear controls or reset any switches or circuit break- operation of the airplane except engine ignition on the bat- ers until airplane is on jacks, as failure may have been in the tery.
  • Page 68 A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...

  • Page 69: Normal Procedures

    NORMAL PROCEDURES All airspeeds quoted in this section are indicated airspeeds (IAS) AIRSPEEDS FOR SAFE OPERATION (3400 LBS) Maximum Demonstrated Crosswind Component 17 KTS Takeoff: Lift-off 71 KTS 50-ft Speed 77 KTS Best Angle-of-Climb (Vx) 77 KTS Best Rate-of-Climb (Vy) 96 KTS Cruise climb 107 KTS...
  • Page 70 NORMAL PROCEDURES BEFORE TAKEOFF UPON ENTERING CABIN Preflight - Complete Passengers - Briefed Seat belts, shoulder harness - ON Flaps - UP Radios - OFF Circuit breakers - IN All Electrical Switches - OFF Auto Pilot - OFF Roatating Beacon - ON 1 0 .
  • Page 71 TAKEOFF LANDING BEFORE TAKEOFF APPROACH/LANDING Controls - FREE and CORRECT Autopilot - OFF Fuel Selectors - Desired Tank Fuel Pump - ON Fuel Pump - ON Fuel Selectors - Desired Tank Mixture - RICH or as req. for elevation Fuel Levels - CHECK Prop - FULL IN Mixture - RICH Engine Gauges - CHECK...

  • Page 72: Performance Charts

    PERFORMANCE CHARTS ISA CONVERSION PRESSURE ALTITUDE vs OUTSIDE AIR TEMPERATURE 25,000 20,000 15,000 10,000 5,000 TEMPERATURE ~ °C A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 73 ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 74 PERFORMANCE CHARTS CLIMB EXAMPLE: ASSOCIATED CONDITIONS: POWER FULL THROTTLE AT -5ºC (23ºF) CLIMB SPEED 96 KNOTS (110 MPH) IAS (ALL WEIGHTS) 2700 RPM PRESSURE ALTITUDE 11,500 FT WEIGHT 3380 LBS MIXTURE LEAN TO APPROPRIATE FUEL FLOW (SERIALS D-9948 THRU D-10312 WITH 2- OR 3-BLADE PROPELLER INSTALLED AND D-10313 AND AFTER WITH 470 FT/MIN FLAPS...
  • Page 75 ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 76 PERFORMANCE CHARTS CRUISE POWER SETTINGS 75% MAXIMUM CONTINUOUS POWER (OR FULL THROTTLE) 2500 RPM, 3200 POUNDS ISA - 36°F (-20°C) STANDARD DAY (ISA) ISA +36°F (+20°C) PRESS IOAT ENGINE MAN. FUEL FLOW IOAT ENGINE MAN. FUEL FLOW IOAT ENGINE MAN. FUEL FLOW ALT.
  • Page 77 CRUISE POWER SETTINGS 55% MAXIMUM CONTINUOUS POWER (OR FULL THROTTLE) 2100 RPM, 3200 POUNDS ISA - 36°F (-20°C) STANDARD DAY (ISA) ISA +36°F (+20°C) PRESS IOAT ENGINE MAN. FUEL FLOW IOAT ENGINE MAN. FUEL FLOW IOAT ENGINE MAN. FUEL FLOW ALT.
  • Page 78 PERFORMANCE CHARTS CRUISE SPEEDS ASSOCIATED CONDITIONS EXAMPLE: AVERAGE CRUISE WT. 3200 LBS PRESSURE ALTITUDE 11,500 FT TEMPERATURE STANDARD DAY (ISA) POWER SETTING FULL THROTTLE 2500 RPM TRUE AIRSPEED 166 KTS 16,000 15,000 14,000 13,000 12,000 11,000 10,000 9000 8000 7000 6000 5000 4000...
  • Page 79 ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 80 PERFORMANCE CHARTS FUEL FLOW BRAKE HORSEPOWER EXAMPLE: BRAKE HORSEPOWER 213.75 75% MCP CONDITION LEVEL FLIGHT CRUISE FUEL FLOW 15.25 GAL/HR FUEL FLOW 14.6 GAL/HR CONDITION LEVEL FLIGHT CRUISE BRAKE HORSEPOWER 3000 5000 7000 TAKE-OFF AND CLIMB CRUISE BRAKE HORSEPOWER A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 81 ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 82 PERFORMANCE CHARTS A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 83 ACCU-SIM V35B BONANZA ::: A2ASIMULATIONS www.a2asimulations.com FOR SIMULATION USE ONLY...

  • Page 84: Weight And Balance

    WEIGHT AND BALANCE LOADING INSTRUCTIONS SEATING, BAGGAGE AND EQUIPMENT ARRANGEMENTS WARNING This airplane is easily loaded above the maximum take- off weight and/or beyond the aft center of gravity flight limits. Flight safety dictates that the airplane weight and center of gravity be within the approved envelope during flight.
  • Page 85 WEIGHT AND BALANCE RECORD Serial No. Registration No. Page No. Weight Change Added (+) Running Basic Item No. or Removed (-) Empty Weight Date Description of Article or Change (lbs) (in.) (lbs) MOMENT LIMITS VS WEIGHT Envelope Based on the following Weight and Center of Gravity Limit Data (Landing Gear Down) Weight Condition Forward C.G.
  • Page 86 WEIGHT AND BALANCE COMPUTING PROCEDURE WEIGHT AND BALANCE LOADING FORM Record the Basic Empty Weight and Moment Bonanza: Date: from the Basic Empty Weight and Balance form (or from the latest superseding form) Serial No.: Reg No.: under the Basic Empty Condition block. The moment must be divided by 100 to correspond Item Weight...
  • Page 87 USEFUL LOAD WEIGHTS AND MOMENTS USEFUL LOAD WEIGHTS AND MOMENTS USABLE FUEL OCCUPANTS LEADING EDGE TANKS FRONT SEATS 3RD & 4TH SEATS ARM 75 FWD. FWD. GALLONS WEIGHT MOM/100 POSITION POSITION POSITION POSITION ARM 85 ARM 89 ARM 121 ARM 127 WEIGHT MOMENT/100 NOTE: Occupant Positions for Adjustable Seats are shown...

  • Page 88: Systems Description

    SYSTEMS DESCRIPTION AIRFRAME or aft position. The adjustment lever can also be used to The BEECHCRAFT V35B Bonanza is an all-metal, low-wing, place the right set of rudder pedals against the floor (when single-engine airplane with retractable tricycle landing the copilot brakes are not installed) when not in use. gear.
  • Page 89 FLIGHT INSTRUMENTS indication and adjusting the propeller and throttle con- The floating instrument panel contains all flight instru- trols, the power output of the engine can be adjusted. To ments except the magnetic compass. On this panel are the avoid excessive cylinder pressures during cruise opera- airspeed indicator, gyro horizon, altimeter, turn coordina- tions, observe the maximum recommended rpm and mani- tor, directional gyro, and vertical speed indicator, with pro-...
  • Page 90 SYSTEMS DESCRIPTION WING FLAPS lights are located on the left end of the subpanel. Flap and tab position indicators, the cowl flap control, and the flap On airplanes prior to D-10179 the wing flaps are controlled switch are near the center of the subpanel. On the right end by a three-position switch, UP, OFF and DOWN, located in of the subpanel are the circuit breakers, as well as the land- the subpanel, above the power quadrant.
  • Page 91 Annunciator Panel 1 5 . Altimeter Clock 1 6 . Slave and Align Airspeed Indicator 17. Ignition Attitude Indicator 1 8 . Battery and Altenator Altimeter 1 9 . Propeller De-Ice ADF Indicator and Pitot Heat Turn and Slip 2 0 . Exterior Lights Compass System 2 1 .
  • Page 92 SYSTEMS DESCRIPTION MANUAL EXTENSION The landing gear can be manually extended by operating a handcrank at the rear of the front seats. This procedure is described in the EMERGENCY PROCEDURES Section. WARNING HORN With the landing gear retracted, if the throttle is retarded below approximately 12 in.
  • Page 93 1 8 . Avionics Master 2 4 . Transponder 1 9 . NAV/GPS Mode 2 5 . Fuel Tip Tank 2 0 . Audio Control Panel 2 6 . Suction 2 1 . Nav / Com Radio #1 2 7. Tip Tank Selector 2 2 .
  • Page 94 SYSTEMS DESCRIPTION type filler cap. A visual measuring tab is attached to the filler neck of the optional system. The bottom of the tab indicates 27 gallons of usable fuel and the detent on the tab indicates 32 gallons of usable fuel in the tank. The engine driven fuel injector pump delivers approximately 1 0 gallons of excess fuel per hour, which bypasses...
  • Page 95 FUEL REQUIRED FOR FLIGHT ALTERNATOR It is the pilot’s responsibility to ascertain that the fuel The airplane is equipped with a 50-, 60- or 100-ampere, quantity indicators are functioning and maintaining a rea- gear-driven alternator. The alternators are designed to sonable degree of accuracy, and to be certain of ample fuel maintain approximately 50-, 60- or 100-amperes output for a flight.
  • Page 96 SYSTEMS DESCRIPTION ENVIRONMENTAL SYSTEMS from the heater system, pull the red FIREWALL AIR control CABIN HEATING located to the extreme left of the pilot’s lower subpanel. A heater muffler on the right exhaust stack provides for CABIN VENTILATION heated air to five outlets in the forward and aft areas of the cabin.
  • Page 97 between the overhead fresh air scoop and the individual fresh air outlets. The valve is operated by turning a knob on the overhead panel. EXHAUST VENT A fixed exhaust vent is located in the aft cabin. PITOT AND STATIC SYSTEMS PITOT SYSTEM The pitot system provides a source of impact air for opera- tion of the airspeed indicator.

  • Page 98: Autopilot

    AUTOPILOT A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 99 he TSO’d King KFC 200 Flight Director/ Autopilot is a complete 2-axis (pitch and roll with altitude hold) integrated system with professional 3-inch Flight Director displays. An optional 3-axis configuration with yaw damper mode is available for some aircraft at slightly higher cost.
  • Page 100 AUTOPILOT OPERATING THE KFC 200 SYSTEM depressing the FD button or Pitch Sync (CWS) button. This There are eleven (11) modes of operation that are provided, will synchronize the Command Bars with the existing air- by the KFC 200 system to offer the pilot Flight Director/ craft pitch and command wings level.
  • Page 101 The Autopilot provides two-axis (pitch and roll) sta- Operation of the NAV mode requires the pilot to: bilization and automatic elevator trim as well as auto- Tune to the frequency of the selected matic response to all selected Flight Director commands VOR (or VORTAC) station.
  • Page 102 AUTOPILOT APPROACH (APPR/ARM AND APPR/ angle will be shown by offset of the course arrow from the CPLD, GS/CPLD) MODE lubber line. The APPR mode provides visual roll and pitch commands on Throughout APPR,mode operation LOC and Glideslope the FCI V-bar to capture and track precision ILS (LOC and deviation or VOR/RNAV deviation are displayed on the PNI.
  • Page 103 Localizer capture occurs, the system will turn and track disengages the AP (roll and pitch, but not yaw) in all instal- outbound on the front course or inbound on the back course. lations, but will not affect the FD. Use of the AP DlSClTRlM “BC”...

  • Page 104: 2D Panels

    2D PANELS he 2D panels are there to provide the extra functionality needed when there is so much additional information avail- able to you, the pilot. Each 2D panel is accessed by the key-press combination in parentheses after the 2D panel title. If the default com- mands listed commands don’t work please check the mappings in your host simulator under ‘Panel Window 1 to 9’...
  • Page 105 Controls (Shift 3) Initially designed to provide a means to perform vari- ous in cockpit actions whilst viewing the aircraft from an external viewpoint, this control panel now provides quick access to a number of different commands. From this panel, you can: •...
  • Page 106 2D PANELS Payload and Fuel Manager (Shift 4) The payload and fuel manager not only gives you an overview of your current payload, fuel and oil quantities, it is also an interactive loading screen, where you can: • Add and remove passengers and baggage. •...
  • Page 107 Maintenance Hangar (Shift 7) Any difference in pressure between the two gauges would The maintenance hangar is where you can review the cur- indicate a leak of air past the engine components, whether rent state of your aircraft and its major systems. It is one of that is the valves, piston rings, or even a crack in the cyl- the core elements to visualizing Accusim at work.
  • Page 108 2D PANELS Pre-Flight Inspection (Shift 8) The Pre-Flight Inspection is another advance- ment in bringing real life standard operating procedures into FSX and P3D. The inspection system is done in such a way as to emulate making your walkaround inspection prior to flight. There are 19 separate check sheets which are accessed by clicking the arrows in the bottom right corner of the aircraft top-down view...
  • Page 109 Pause Control (Shift 9) The pause controls are made available for those times when you need to be away from the simulation. By left clicking the various boxes, you will turn that pause command on, and for the Altitude, Time and Distance boxes, a plus and minus arrow allow you to change the values for when the pause command will be issued.

  • Page 110: Credits

    CREDITS A2ASIMULATIONS ::: ACCU-SIM V35B BONANZA www.a2asimulations.com FOR SIMULATION USE ONLY...
  • Page 111 MICROSOFT Creators of Microsoft Flight Simulator X LOCKHEED MARTIN Creators of Prepar3D 3D ARTWORK, TEXTURES Robert Rogalski, Michal Puto, Ilona Lazovskaya 2D PANEL DESIGN Robert Rogalski PROGRAMMING Michal Krawczyk, Scott Gentile, Robert Rogalski PUBLIC RELATIONS, WEB DESIGN Lewis Bloomfield INSTALLER ENGINEER AND CUSTOMER SUPPORT Nick Meaton CONSULTANTS Dudley Henriques, Paul Safran, David...

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