Page 24 - August 2015 Volume 9, Number 8

First flown in December 1945, the Model 35 was certified in March 1947 and featured a Continental E-165, six-cylinder opposed engine that produced 165 hp. That powerplant eventually was replaced by the E-185-1 engine rated at 185 hp for one minute and 165 hp for continuous operation. (TEXTRON AVIATION)
achievable. He cited figures showing that the American aircraft industry was capable of building only 10,000 per month at the height of the war. Considering such low numbers, he warned, “... it will therefore be seen that there is no mass production of airplanes comparable to that of the automobile industry.”
Walter Beech, however, was not interested in mass production. As Beechcraft Bonanza historian Larry Ball wrote in his classic book, “Those Incomparable Bonanzas,” Mr. Beech “had built his reputation by manufacturing swift, dependable airplanes with good comfort, range and payload” and Harmon’s team would be faced with maintaining that reputation. In addition, Walter Beech was equally adamant that a new, postwar Beechcraft excel in overall efficiency, therefore the team doubled their efforts to create an airplane with outstanding aerodynamics.3
Following months of study, discussion and postulating, it was decided that a single-engine, four-place, all-metal monoplane was the only plausible solution. Although competitors North American Aviation with its Navion and Republic Aviation with its four-place amphibian “SeaBee” were more than capable of designing and manufacturing airplanes, in 1945 neither company had experience selling their products in the general aviation marketplace. By contrast, Beech Aircraft Corporation had more than a decade of hard-won experience selling and supporting its products in that highly competitive arena – a distinct advantage that in the years ahead would play out in its favor.
Another and perhaps more formidable competitor than North American or Republic was the Piper Aircraft Corporation based in Lock Haven, Pennsylvania. In 1947, it was busy developing its own version of what a postwar Piper should be – the handsome, four-place PA-6 “Sky Sedan.” Powered by a 165-horsepower Continental engine, the PA-6 airframe was of mixed construction with aluminum alloy fuselage and fabric-covered wings. The airplane featured a retractable, conventional landing gear configuration, a maximum speed of 160 mph, a cruise
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speed of 140 and landed at a benign 49 mph. If the Sky Sedan had been certified and produced in quantity, it would have proven a worthy competitor to the new Beechcraft. William Piper could have beaten Walter Beech to the postwar market with an all-new design, but only two airplanes were built before the program was terminated in 1948 because of financial constraints.
Months into the design process it was decided that an opposed, four-cylinder engine was the best choice. Radial engines were never seriously considered and would have played havoc with aerodynamics because of the engine’s large frontal area. By contrast, inverted, in-line engines, either liquid-cooled or air-cooled, would benefit aerodynamics because of their narrow width, but the team rejected the incline powerplant as well.
A market research survey conducted by the company indicated that there would be sufficient demand for the new Beechcraft to justify development of an engine suitable for the design. Unfortunately, there were no engines that met all the team’s requirements. Choice of the engine was among the most critical aspects of the project and Harmon knew they had to get it right the first time. Letters were sent to Lycoming and Continental asking if they would consider developing an engine. Both companies responded in the affirmative. Two powerplants eventually became available—the six- cylinder Continental Motors E-165 and the four-cylinder Lycoming GO-290, both rated at 165 horsepower for takeoff. Because each engine met specifications, Harmon decided to test both designs.
Another important consideration was the landing gear. During the war, conventional gear configurations
The Bonanza caused a sensation when it was introduced, and 1,500 were built during 1947-1948. Pilots praised its performance and its low price of just under $8,000 for an airplane that could carry four adults and baggage in car-like comfort at 180 mph. (TEXTRON AVIATION)
OCTOBER 2015