I read online that there were only 20 F33 Bonanzas built, while there were over 800 F33A bonanzas built. Does anyone here know what the major differences were besides extra horsepower? Is it true the F33 has a cabin that is 19 inches shorter than the F33A?
1970 vs 1971 F33 Bonanza?
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timwinters
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Pilawt
The model number pattern was a little different for the 33 series than for other Bonanzas.*
If there is no suffix letter after the '33', then it was built with a 225-hp IO-470-J/K, with fixed cowl flaps.** These would be the Model 33 (1960), A33 (1961), B33 (1962-64), C33 (1965-67), E33 (1968-69) and F33 (1970).*** Serial numbers CD-1 through CD-1254.
If there is a suffix 'A' after the '33', then it has a 285-hp IO-520 with movable cowl flaps (C33A, introduced in 1966, was the first version, followed by E33A and F33A). Serial numbers CE-1 through CE-1791.
If the suffix is 'C', it's the aerobatic version with the 285 hp IO-520 (E33C, F33C). Serial numbers CJ-1 through CJ-179.
There was a 'B' version offered in the catalog -- 225 hp aerobatic -- but none was ever ordered.
By 1970 there was far more demand for the 285 hp model (F33A), so only 20 F33s were built before Beech discontinued the 225 hp option. But there were also 116 of the earlier, essentially similar, E33 built.
Likewise F33A was the 285 hp version for 1970. Like its predecessors it had a short baggage floor aft of the rear seats, with an elevated hat shelf extending back to the bulkhead just aft of the rear windows. Since 1964, V-tail Bonanzas had an extended baggage area floor back to that bulkhead, and no hat shelf, with enough room for optional (but impractical) fifth and sixth seats. But the 33 series (called "Debonair" up through the C33/C33A models) had always been marketed as lower-priced stepsisters in the Bonanza line, so up to that time they did not have the extended baggage area; and certain other items that were standard on the 35 series were optional, or not available, on the 33.
For the 1971 model, however, the F33A was brought up to the standard of the V35B Bonanza, and from then on the two were essentially identical except for the tailfeathers. That included the extended baggage area (that's the 19 inches you're referring to), standard leather interior, squared-off wingtips, right-side rudder pedals and openable center windows.
Despite these changes and minor progressive changes thereafter, the model numbers V35B and F33A were used until the end of production in 1981 and 1996, respectively.
*The official factory designation for the earlier models was "35-33", reflecting that the Debonair was an offshoot of the Bonanza line. The "35-" prefix was dropped in 1968.
**There was also a "G33" during the 1972-73 model years, with a 260 hp IO-470-N and cowl flaps -- but only 45 of these were built, s/n CD-1255 - CD-1299.
***"D33" was skipped; that designation was used for a proposed military close-support prototype.
There will be a quiz.
If there is no suffix letter after the '33', then it was built with a 225-hp IO-470-J/K, with fixed cowl flaps.** These would be the Model 33 (1960), A33 (1961), B33 (1962-64), C33 (1965-67), E33 (1968-69) and F33 (1970).*** Serial numbers CD-1 through CD-1254.
If there is a suffix 'A' after the '33', then it has a 285-hp IO-520 with movable cowl flaps (C33A, introduced in 1966, was the first version, followed by E33A and F33A). Serial numbers CE-1 through CE-1791.
If the suffix is 'C', it's the aerobatic version with the 285 hp IO-520 (E33C, F33C). Serial numbers CJ-1 through CJ-179.
There was a 'B' version offered in the catalog -- 225 hp aerobatic -- but none was ever ordered.
By 1970 there was far more demand for the 285 hp model (F33A), so only 20 F33s were built before Beech discontinued the 225 hp option. But there were also 116 of the earlier, essentially similar, E33 built.
Likewise F33A was the 285 hp version for 1970. Like its predecessors it had a short baggage floor aft of the rear seats, with an elevated hat shelf extending back to the bulkhead just aft of the rear windows. Since 1964, V-tail Bonanzas had an extended baggage area floor back to that bulkhead, and no hat shelf, with enough room for optional (but impractical) fifth and sixth seats. But the 33 series (called "Debonair" up through the C33/C33A models) had always been marketed as lower-priced stepsisters in the Bonanza line, so up to that time they did not have the extended baggage area; and certain other items that were standard on the 35 series were optional, or not available, on the 33.
For the 1971 model, however, the F33A was brought up to the standard of the V35B Bonanza, and from then on the two were essentially identical except for the tailfeathers. That included the extended baggage area (that's the 19 inches you're referring to), standard leather interior, squared-off wingtips, right-side rudder pedals and openable center windows.
Despite these changes and minor progressive changes thereafter, the model numbers V35B and F33A were used until the end of production in 1981 and 1996, respectively.
*The official factory designation for the earlier models was "35-33", reflecting that the Debonair was an offshoot of the Bonanza line. The "35-" prefix was dropped in 1968.
**There was also a "G33" during the 1972-73 model years, with a 260 hp IO-470-N and cowl flaps -- but only 45 of these were built, s/n CD-1255 - CD-1299.
***"D33" was skipped; that designation was used for a proposed military close-support prototype.
There will be a quiz.
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Note, depending on your cargo volume and if you have a dog or pet that comes along, that hat shelf is a favorite spot for animals. It's a snug den with a view.
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Pilawt
To learn more about the Bonanza line:
1. Get a copy of Larry A. Ball’s Those Incomparable Bonanzas. It has interesting stories about the development of the design, and charts the changes in each model, year-by-year, up through the 1972 models. The sequel volume, They Called Me ‘Mr. Bonanza’, continues the list of changes from 1972 up to 1990.
2. Get Flying the Beech Bonanza by John C. Eckalbar. Excellent summary of handling and performance of the various Bonanza models, including performance parameters not covered in the POH.
3. Join American Bonanza Society, probably the best owners group on the planet. A wealth of maintenance, parts and operational resources are at your fingertips.
1. Get a copy of Larry A. Ball’s Those Incomparable Bonanzas. It has interesting stories about the development of the design, and charts the changes in each model, year-by-year, up through the 1972 models. The sequel volume, They Called Me ‘Mr. Bonanza’, continues the list of changes from 1972 up to 1990.
2. Get Flying the Beech Bonanza by John C. Eckalbar. Excellent summary of handling and performance of the various Bonanza models, including performance parameters not covered in the POH.
3. Join American Bonanza Society, probably the best owners group on the planet. A wealth of maintenance, parts and operational resources are at your fingertips.
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JHW
En-Route
keep in mind that many short-baggage bonanzas of all flavors have been retrofitted with extended baggage, hat shelves, ski tubes, you name it. There is no telling what you are looking at without seeing it or at least seeing some photos.
I am not Jeff, but I can tell you that there is an STC for an extended baggage compartment for short-cabin 33 and 35 airframes.
poadeleted21
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AFAIK you can, but I'd go IO-550 if I were gonig to lay out that sort of cash.
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Pilawt
I've added those to my reading list. ABS is very impressive. I joined recently after the recent acquisition of the A36. They're amazing flying machines.
j1b3h0
Line Up and Wait
If you're considering purchasing one of these, you might also consider the G-33, the Goldilocks (260hp, IO-470N) version. 225hp is a little under-powered IMHO.
JHW
En-Route
it all comes down to whether or not you can access untainted autofuel
Martymccasland
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I too bought an A36 last September and have read and re-read the "Flying the Beech Bonanza" a few times. That and doing my commercial checkride in the plane caused me to dive in and not be timid with the new (to me) plane.
A 140 hours later brings me to the conclusion that it's gotta be one of the very best flying single engine planes out there. It has no bad characteristics that I can find -- despite trying very hard and making the horizon look very funny through the windshield. Also, if one can't smoothly roll an A36 on a runway at least half the time, something is wrong. It's as easy as it gets in terms of landing.
The "Flying.." book mentions the wing-drop tendency with flaps out in the pre-wedge vortex generator models (late 80s, I believe). Mine doesn't have them. So, I took it up high and did stalls for a good hour in every sort of configuration and found what the book meant. Yet, this "bad tendency" was nothing like the Piper Traumahawk in which I learned to fly (and, on a few instances, made me wonder if flying was for me).... So that 2 on a 10 scale "bad" characteristic in slow, full flaps, aggravated conditions is the only even slight wart I can find...
LOP is your friend. 8% loss in TAS for 24% less fuel burn and CHTs around 320-330F. GAMIs and a EDM monitor should be required equipment on the plane, IMO. Any other time treat 385F as redline or at least "do something different now" -- and the engine will be your friend.
PM if you are ever near Little Rock -- or just want to compare notes on the A36. I could talk Bonanzas with you from now until when the Malaysian Airliner is found!