N47WT V-35 Bonanza Inflight Structural failure 

Folks, we as controllers, though professional and (edit: sometimes) intimidating, have also a compassionate mode. Please just tell us you need help and we focus all of our attention to help you as best we can. You're still in command, but if you're trailing off course, we can't help you if you don't keep us in the loop. As we say to our fellow controllers, "DON'T KEEP SECRETS."

My first cfi told me “Never fly with a doctor, you can’t teach someone who thinks they already know everything”

I work as a mechanic on these aircraft. I have lost customers in similar circumstances. I would suggest to a aircraft owner that is flying less than 10 hours a year to hire a safety pilot to accompany them on a trip like this.

In 1976 I was 10 years old and visiting my grandmother in Maryland, I am from Alabama. She owned a 1958 V tail Bonanza. In the early part of July we took off from the airport close to Easton Maryland and it was my second flight ever. After we took off and started climbing, we had an engine failure and had to crash land in a field. Neither my grandmother nor myself or her dog Hanz was injured. However the incident had a adverse impact on this 10 year old and I never flew again. Apparently my gram was a pretty good pilot to get us all home safely. She continued to own and fly V tails until her eyesight failed her in her 80’s. At that point she gave her Bonanza to my mom who she had convinced to learn to fly. They have both gone on to their rewards now but both loved flying in those V tails. RIP Lana Taft (mom) RIP Barbara Feader (gram).

My father was a frequent pilot and owner of a Mooney. He traveled a 5 state area around Kansas related to his business. As much as he wanted to get home the same day. There were times he just said the weather is just not worth the risk and stayed where he was to fly another day. I feel fortunate that he was wise enough to humble himself and respect the power of weather over a small aircraft.

Having owned five Bonanzas and one Deboniar, none newer than my M-35, I was taught very early that if you get in trouble with serious turbulence , drop the gear, slow well BELOW maneuvering and keep the wings level. As stated by Juan, these Bonanzas have the lowest coefficient of drag in its class and will react quickly to turbulence of any kind. Been there done that after over 2,000 hours in Bonanzas

Current owner of a M35, previous owner of A35, S35 and V35. From the start of ownership back in the 70s, I was constantly warned of the v tail failures due to speed, and more importantly speed into turbulence. However, a more serious issue and cause for inflight breakup looms. One thing that was missed over the course of three “ thorough” annuals on my current M35 was interior corrosion of both ruddervators. Once bore scoped and photographed by my current mechanic, severe interior corrosion was discovered and both sent out for reskinning. It makes me wonder how many V tails undergo annuals where corrosion is missed, and during flight, a catastrophic failure occurs. I might add that the exterior of my ruddervators were corrosion free, no cracks and no indication of any issues. My suggestion is for owners to insist that their ruddervators be thoroughly checked, bore scoping the interiors an absolute must.

I was flying commercially a little later that day nearby from Evansville, IN to Atlanta and the weather was awful. Tornado warnings, etc. We took off in heavy rain in a Boeing 717 and never got on top until close to ATL. Moderate turbulence throughout, It was a very dynamic weather environment. Can’t imagine trying that in a single pilot GA plane. RIP.

The 2 children were adult children, both set to graduate from LSU according to the article I found on it. There is a 3rd adult child that was not on board. sad story all around...

Years ago when working as a mechanic, a local Bonanza landed after returning from a trip. He stated he felt a rumble or vibration. He immediately got the aircraft slowed down. When looking over his aircraft, half of one ruddervator was missing from just outboard of the middle hinge and the other was missing the counterweight. Most likely damage that resulted from flutter. The fuselage skin just ahead of the stabilizers had significant wrinkles on both sides. Apparently, he had pushed the nose down to descend and had hit or exceeded VNE. The pilot was very fortunate to not become a statistic that day. As you mentioned, the Beech is a slippery airplane and will build up airspeed fast. Get it into a turn with the nose dropping, and it can get ahead of you quickly.

I will never understand why relatively inexperienced pilots will file and fly single pilot into IMC weather conditions like the ones that existed that day. Especially in an airplane like a V35. The workload is high, they have to do everything by themselves, it is a recipe for disaster. That airplane is a handful, and if you get behind it in weather like that things will not end well. Flight school where I worked back in the 70's had one we used for complex airplane instruction and checkout for Commercial students. I told every student that I checked out in it: "fly this thing like it is a light twin and you will be just fine, if you don't, it will bite you." This was really a sad one and completely avoidable. RIP Thanks Juan, another great lesson for us all.

My paternal grandfather had a 1960 V-Tail Bonanza. He always flew VFR. He never flew in bad weather. The plane is still flying because I looked up the tail number N9922R. It's now owned by a guy in California and is flown frequently. My grandfather worked his way up from Cessna 152s - only when he was proficient did he upgrade to a higher-powered low-wing aircraft. *edit: This was really unfortunate. My grandfather did say the Bonanza was not easiest aircraft to fly. Condolences to the Doctor and his family.

In 2013, Dr. Clifford Turen, a well-respected orthopedic surgeon, was killed while flying his PA-28, N4975S~ crash landing in trees 2 miles short of Dover AFB. He ran out of fuel, after several missed approaches at different airports, at night, with IFR. He had previously contacted DOV but failed to declare an emergency, and was denied permission to land as a non-military aircraft. By the time he once again contacted DOV, declaring a fuel emergency, it was far too late. He crashed while being vectored to DOV at that second contact. KEEP ATC IN THE LOOP when you are struggling.....🙏🏽

So sad. I joined ABS before I took delivery of my Bonanza, went through their courses and flew with a couple of their instructors who put me through my paces. I found it incredible valuable. I have also had many maintenance questions answered by experts in their forums. I have heard it is the best type-specific aircraft organization anywhere and believe that. It has made me safer and saved me many thousands of dollars.

Appreciate your thoughtful, respectful, and credible reporting Juan.

I've said this before, these high achievers, Dr's, lawyers etc, seem to think they will be good at everything they do. They aren't. Go buy an airline ticket and let the professionals take you there. What a sad loss of 3 seemingly bright people.

I owned a Bonanza 35 (no letter because it was the first year). I never had any trouble in it BUT I was a glider pilot and a tow pilot in taildraggers large and small. Those stick and rudder skills came in handy and I believe made me a better pilot than I would have been otherwise and a better pilot of the Bonanza. I treated the Bonanza with the respect it deserved, owing to its reputation and to having flown gliders and taildraggers..

Had a pilot friend who called this aircraft the V-Tailed Doctor Killer

What an absolute nightmare ride to the ground, especially with the children being with him... Prayers are definitely with the wife, family and friends. Thank Juan, as always for keeping us up to date!

So tragic and heartbreaking and to know that two brilliant young adults never got a chance at living life and a well known and respected plastic surgeon was lost as well leaving one adult daughter. That is where they were flying too that day, to pick her up and fly back and both the children who perished in the crash were seniors at LSU and scheduled to walk the stage that Saturday at graduation. I cannot imagine the horror of being in a small plane breaking up and then free falling in the fuselage with both wings folded back knowing that certain death was minutes away. Heartfelt condolences to family.

Thanks Juan. I live and work about 15 miles from this crash. When I heard about it late in the day, I immediately wondered why it was flying anywhere near here. We had some considerable on again, off again spot storms. I want to say that the radar didn't do it justice for the weather we had that day...but that could just be my perception looking out the office window. All to say, personally, I think weather somehow was a factor.

The daughter had just finished her DVM at LSU Vet School and the son his BS from LSU in Chemical Engineering.

I used to own a 1950 B35 and flew it IFR. A very slippery plane with not a lot of margin between normal cruising speed and VNE.

Regardless of whether this was an in-flight breakup caused by a mechanical problem with the plane or pilot error this is still a very sad accident. RIP to the pilot and his children and condolences to any surviving family members.

During my CFI days we had a V35B and F33 online. Got lots of time in both. Wondeful airplanes from nose to tail. Beech knew how to build em. The great control hamony, verneer power controls etc. The gear was all electric and moved fast. With an electrical failure you cranked it down mechanically. No hydraulics to deal with. Smooth running Continemtal 285. The V tail did have a sensative aft CG but very manageable with planning. It dutch rolled in turbulance but you could damp that out with rudder and slow to Va. Otherwise it was a speedster. Trued out at about 160 Kts. The V tail got a bad rap and I think we have to be careful to separate pilot error from any Bonanza issue. Sounds like this was the all too frequent classic scenario.....part time pilot with money in over his head in both the airplane and weather killing innocent pax in the process.

Bonanza living up to its nickname

I owned a V-tail Bonanza for 34 years. The most useful book I found as an owner was Colvin's Clinic by J. Norman Colvin, the father of the Bonanza. RIP to the three lost souls on board the accident aircraft: Heart breaking story.

This is from a 1979 Aviation Consumer article on the Beechcraft 35. The accident aircraft N47WT was a V35 model built in 1966. Irv Culver has had a lifetime of aeronautical activity. Culver is now semi-retired and consults on aircraft design. He invented the Attitude Orienter (an artificial horizon in which the airplane moves and the horizon stays stationary) and participated in several designs while at Lockheed-California. Aviation Consumer: We have a copy of the letter you sent to the FAA about the strength of the Bonanza tail ... Irv Culver: Well, I think they fixed that problem - at least on the later models. They beefed up the root rib and the front spar of the stabilizer. I think they fixed it structurally. [Note: the H Model and later models appear to have the change Culver speaks of here.] AC: The structural failures have continued over the years, even the later models. Culver: Yes, well, the Bonanza has some other problems. It’s di- rectionally poor in rough air. It has very bad Dutch roll charac- teristics. It’s not really a good airplane at all, but that’s only my opinion. Everybody else thinks it is great. AC: How does that relate to the structural failures? Culver: In my opinion, the Dutch roll characteristics are so bad that in rough air it yaws to very high angles and just blows the tail off. Beech certainly has beefed up the later models. But I don’t care how much you beef it up, if you lose it in rough air and it starts Dutch rolling, it can go to very high yaw angles, way beyond the design strength of the tail. AC: Is that below red-line speed? Culver: Oh yes. I think this occurs just above cruise speed. You know the public is misinformed about rough air, they just go booming on through. They pull their hats down over their heads and go. Years ago I was flying a Bonanza over the desert in rough air and it was something else. But it wasn’t blind (i.e., not instru- ment conditions). I’d say blind you wouldn’t have a chance in really rough air at high speed. AC: Most of the Bonanza in-flight failures are associated with bad weather. Culver: Yeah, blind. I think most pilots could hack it in IFR con- ditions if they would just slow down. AC: Back to the letter you sent the FAA. What did Beech do about that? Culver: That was a very unpopular thing with Beech, you know. As I say, I think they have fixed the tail weakness, but they waited a while. Beech is very sensitive about such things. It is a legal thing as far as they are concerned. It has nothing to do with safety; it has to do with a legal position. And so they never react to anything until sometim e later, you know, when it is all died down. AC: We plan to quote you on this. Culver: Beech would probably like to have me shot. Yeah, sure, quote me"

Thank you once again for the briefing on this tragic accident. Having been a Bonanza owner for several years and flying several examples of this type both as PIC and CFI, I find it extremely sad that accidents similar to this continue to happen in these fine aircraft. This one was 40+ years old. I thought mine was getting old when I sold it (21 years old). Even with the best of maintenance, what surprises lurk in a 40 year old airframe? Although the early Bonanzas were dive tested by Beech at speeds around 250 kt, not every private pilot has the training and skill to handle a low drag airplane when it gets up around VNE or beyond, when an incorrect recovery procedure or abrupt pull on the controls can result in structural overload. I have flown Bonanzas in turbulence under IFR conditions, with the stall horn beeping intermittently at an IAS of 130 mph, have had brief encounters in light icing, and made all kinds of approaches in near minimums. Part of the game is understanding weather dynamics. There is no shame in requesting a deviation to another airport when the weather starts looking questionable. Thanks also for mentioning ABS and those publications. Any potential Bonanza owner needs to spend time in that material and find an instructor who can teach the skills needed to safely operate a low drag high performance aircraft. There is a reason why the Air Force and Navy used the T-34 (offspring of the Bonanza) as a primary trainer before going all jet. Not everyone has the aptitude or concentration demanded at this level of aviation. Best to put the brakes on their ambitions before it is too late.

Oh! 😔 Another sad tale... and his children too😢. My prayers to his family and friends.

So incredibly sad. Thanks for this review. Condolences to the family.

I have a lot of friends who rely too much on their electronic flybag, on autopilot, and so on. Those are great support to pilots who keep their proficiency at stick&rudder, analog instruments, safety maneuvers. I've got a commercial license and still worry about my personal minima and erred on the side of caution uncountable times. I make it a point of never "flying to a scheduled event" with not enough time to spare and to always carry enough so that I can take a night off somewhere if needed. I'm probably more prudent than necessary, but it's so painful to see so many pilots being so cavalier with the danger of GA

I was a mechanic, avionics installer and repair tech. Most all of my Doctor customers were always doing stupid flying stuff. My theory was that they were cheating fate when they saved their patients from death, so they thought they could do the same thing when flying.

There was a parked Bonanza at our airport, and I thought it would be a great project. I priced the prop overhaul and ran away with my tail between my legs !!

It looks like this Bonanza has the same autopilot that TNFLY Girl had. Maybe the AP kicked off way out of trim and cause the sudden climb.

That looks like the classic Graveyard spiral. All but ONE of my students do it when I put them under the hood and give them distractions. On your next BFR have your instructor put you under the hood and read an entire approach plate without looking up. Then, have them MAKE YOU RECOVER. The second method is do steep turns with their eyes closed. That one's more fun, but the distraction exercise usually shows the tendencies for folks to put themselves into an unusual attitude.

5/15/2024, 1700Z (12pm CDT), 35.8463°N, 87.1057°W (SW of Franklin, TN): Clouds: Broken (024, top 090), also Broken towards NE (tops ranging from 060 to 100), Scattered towards SW Thunderstorms: SCT in vicinity, ISOL towards SW Turbulence at 090: Light Icing at 090: None Icing at 012: None, Trace and Light towards ESE VV: -446 ft/min GS: 57°@183 knots Winds Aloft at 090: 316°@17kts (i.e. left crosswind) TAS: 47.7°@181.7 knots Altitude: 9100 ft Altimeter Setting: 1008 mb (29.77"Hg) Pressure at 090: 21.47" Hg Temperature at 090: 0 to 5°C (2.5°C assumed) CAS: 158 knots (before rapid descent) VV: -4000 ft/min GS: 154°@216 knots Winds Aloft at 090: 316°@17kts (i.e. tailwind) TAS: 155.5°@199.9 knots Altitude: 7800 ft Altimeter Setting: 1008 mb (29.77"Hg) Pressure at 078: 22.40" Hg Temperature at 078: 5°C assumed CAS: 176 knots (maximum recorded) VA: 132 KCAS VNO: 165 KCAS VNE: 195 KCAS It appears that VNO and VNE were not exceeded before the rapid descent, ruling out catastrophic flutter as the initial cause of descent. Over-g is still a possibility. Based on the cloud bases, it's likely that the plane was already at low altitude when the witness saw wing failure. However, the clouds were broken, so it's also possible that a witness saw the plane at high altitude. The witness said the plane was in a level attitude, so it would be helpful to know if it the plane had pulled from a dive before achieving that attitude. It's difficult to say how much of the pre-descent maneuvering was deliberate weather avoidance, or if it was due to disorientation or structural failure.

Loss of orientation and increasing airspeed in the soup with a Bonanza? Drop the gear, power to idle, and fly the instruments and think. You'll tear the gear doors but you and the passengers and the Bonanza will live.

Jaun, I truly appreciate that you cover these most unfortunate tragic moments. It is crappy situations that you report on. Let peace, be still for the unfortunate loss of loved ones.

Your (recent) use of weather and Wx radar is a solid move. Really good SitRep or awareness.

Juan. I love your channel. I live just a few miles from the crash site. In my opinion I do not believe the weather was a factor at the time of the accident. As you saw in the video clouds were broken with lots of blue sky. Keep up the good work.

Excellent description of aircraft structures

sad that you are so good at reporting these mishaps / mini aviation investigations. I dont fly but I am curious and like to learn. and I learn lot here. thank you Juan, aviators seem to outnumber landlubbers in your viewing numbers, this means far more to them. you do good work.

I was in Nashville airspace and was talking to approach when this happened. I was very shocked to find out what happened the next day. I remember there were some cumulus buildups between Huntsville and Nashville that I had to deviate around but north of Nashville the weather became less convective with a relatively smooth ride in the clouds, but the bases were low that day with my destination airport being at minimums. I was also cruising at 9,000ft when crossing through Nashville and was in vmc conditions when transiting their airspace. Very sad situation and it will be interesting to see what will come of the investigation.

I don’t think this industry stresses enough the importance of hiring a competent safety pilot. Not only is it much safer, it is a learning opportunity for the less experienced pilots/airplane owners. Maybe one of these days someone will set up something like an Uber app but for safety pilots.

Thanks so much. Great job as always. I always learn from your videos.

Juan, thank you for doing this one. I had a personal connection to this flight and was scratching my head about what the weather had been like when reviewing the ADSB data.

Not really related to this accident, but many years ago I got my BFR with John Eckalbar and learned so much about flying the group-owned Bonanza (36) I then flew.

Juan, I can’t agree more about working with ATC in weather. I have picked my way through weather with certain iron clad rules. Daytime only, above the undercast so I can see the buildups reflecting what my ADS-B radar returns shows, having iron clad bail out airports identified if I can’t find a path through the weather, and being very ready to tell ATC I need to deviate for weather. I won’t be the only one asking, I’m sure.

As always a super informative video. As a side note. My father was an aviation insurance savant. He always complained about this particular airframe, difficult to insure. Thoughts and prayers to the family. Such a tragic loss. Keep up the good work Blancolirio

Thanks for the book recommendations Juan. Aviation books are gold, in any era.

Juan, I was hoping you were going to cover this incident. Good analysis. As you know I fly a V35B and I wrote this comment on Flight Solutions comments the day they posted. Look at the pilot's background that's available. First he got his PPL in 2016, second he graduated med school in 1987, that makes him about 60-62 years old. We don't know his total hours but I would say less than a 1,000. He was flying at IFR altitudes so I would assume he had an inst. rating. (now confirmed) third, He owned the subject airplane for perhaps six months or less. It appeared to have radar (pod on wing). It had a Garmin 750 and an Aspen. I looked at for sale photos from 2023. Fourth, It also appears he used his auto pilot all the time even on short flights, i.e., less time hand flying. (similar to the C340 crash of N7022G). Fifth, old Photos also showed an IAS at 5,000' of 144 kts at about 23-24" and 2,300 rpm. And when fighting headwinds, you normally fly as fast as you can to limit the time in the headwind as he was fighting headwinds of at least 20-30 knots the whole trip. Sixth, His ground speed was about 125-130 kts for almost the whole cruise part of flight. Seventh, No probable fuel issues as his capacity was 120 gal. Eighth, And one report had convective activity in the area. Ninth, This 1966 V35TC Va is 134kts at gross weight (3,400# without the Osbornes). So he was in probably turb at an IAS 20 kts or more over Va and it's a 56 year old airplane with about 6,000 hrs. Most io-520 V-tails can indicate about 150 kts at his altitude at 65-75% (my V-tail indicates 148 kts at 11,500' at 59%). Was his radar inop? Did he get a good wx brief? gottgetthereitis? Did he not know his V speeds? SD? What a shame!!! V-tails don't kill Docs, Docs kill themselves. Bad training and not enough info and study about how an airplane flys. Required reading should include the book, Stick and Rudder. By the way I joined ABS before I bought my first V-tail 35 years ago and have and read John Eckalber's book and all four of Larry Ball's books. There are two books on the Bonanza, one covers 1947-1971 (Those Incomparable Bonanzas, you mentioned) and "They call me Mr. Bonanza" (1972 trough the date of publication). By the way, Larry Ball eventually flew twin Cessnas (320) and became president of the twin Cessna Flyers maybe 30 years ago. Reminds of the story of the lawyer standing in the chow line in heaven when he sees a Dr. dressed in schrubs cut the line and he asks an old timer in the heaven chow line, "Hey, I'm new here, but I thought there were no cuts in the chow line and that Dr. just cut the line?" The old timers says, "that's not a Dr., it's God, but God thinks he is a doctor."

Juan lays out the known facts and doesn't speculate. Exactly what is needed. Far better than some other youtubers.

I am by no means a pilot, but I love aviation. As always, thank you for your analysis of the accident.

EXCELLENT VLOG, JUAN.

Thank you for another complete and professional report. Also, thanks for the tip on the safety data youtube channel.

I honestly think that people who rarely fly in IMC conditions, should take refresher courses before embarking on any kind of IMC trip. I don't understand why people stop believing their instruments.

Scott Perdue just posted a video with a student of his doing UPRT training in his F33C Bonanza. Really interesting comments from that student about how without that sort of direct experience he'd likely not execute a recovery properly. Scott explains some of the characteristics of the Bonanza in flight and that propensity to spiral and overspeed. Fascinating video in light of accidents like this.

Thank you Juan. Truly appreciate your work

Good report that is properly constrained from negative comments about the pilot.

Not for beginners, I logged a little B36 time in the late 70's and it is quite a step up from a 172 lots of competent instruction is life saving

It would be typical to focus on the tail as a structural issue, however, it is interesting that the NTSB rep stated that they had a credible eyewitness who saw the airplane in a "level attitude with the wings folded back". There is an AD on the main wing spar as well.

Love your videos. So informative! Keep up the great work.

Thanks, Juan, as always.

Is this yet another occurrence of a pilot unable to fly the airplane without the autopilot? As far as what failed first in this crash, that would be the pilot.

I lost a very good friend in an almost identical scenario in a V tail Bonanza many decades ago.

Thanks again Juan for your excellent updates for us to learn. Sounds like the pressure was On, to get to destination to pick up the daughter, altho increasingly developing weather. As others have commented, Talk to ATC and request help. RIP and condolences to family and friends.

My first flying job was in the fork tailed docter killer…It always comes down to understanding your limitations…

My youngest brother is a medical doctor making a lot of money and lives in Kentucky, USA. I keep telling him, never buy an airplane and never fly with a doctor colleague who owns an airplane for pleasure flying, and tell him, if you need to go somewhere, fly a commercial airline. Airline pilots are the most proficient since that is their full time job.

Too many private pilots taking on piloting an aircraft like it was driving a car.

Very sad. Very thorough video. Thanks for posting.

Sadly these V-Tails have always been known as 'Doctor Killers'; even back when I started my flying career in the 80s... I logged 1,000 hours in Barons in the early 90s. They are slippery but fun to fly.

I had a 182 with an autopilot. Flew it all over the SW VFR. Thermals get so bumpy over the desert that I was a lot smoother on the plane than the autopilot.

I used to rent a Bonanza....before it was seen coming out of a cloud deck minus the tail.

The "Doctor Killer" strikes again. I love the V tail design but so many of them have met the same fate... I wanted one for years, not anymore.

The older V-tail Bonanzas had issue with the V stabilator “peeling” off. There was an STC for a mod by a company in Johnson Kansas. I believe the owner of the mod was a guy named Smith who operated an agriculture spraying operation with Ag-Cats.

In the BE35 POH, that maneuvering speed is based on max gross weight. If you're lighter than that, then the speed is even lower.

100% recommend joining both ABS and also Beechclub if you own a Beech. Not only for tips and training, but also for maintenance help. While there is no type rating needed, advance and specific training to proficiently operate one of these high performance airplanes is strongly recommended.

The first time I ever got to fly an airplane, it was a v-tail bonanza as well.. I don’t recall if it had tip tanks or not.. But I believe it Had a lot of me original stuff in it, Not really any digital dig through that just because that’s how he wanted to keep it and Thing was such a joy to be able to experience flying!! She had a similar thing that Mike Pedi does that all three strike type of thing and it was like 20 years ago, so yeah, this is just always such a sad thing to hear, but I’m really really really glad you do what you do on this channel!!! Most of us would never in a million years hear about any of this if it wasn’t for someone like yourself doing the reporting and analysis for us!!!

My dad owned an airplane like this; a 1959, I believe. I never felt entirely comfortable in it despite my dad having owned a Cessna 172 for years. It was apples versus oranges. He sold it after a few years admitting the V tail design combined with the overall performance capability of the airplane were beyond his comfort level at the time. He was getting older and not flying enough to stay fully proficient in such an aircraft. He knew to give it up even though he loved flying.

Most IFBs with Bonanzas have the V tail attach points failing first and the wings failing down.

Horrible story whenever a family is lost. Noticed you have “The Beatles incredible work ethic” in your RU-vid queue. I watched it a couple of days ago. Very good watch 🎸

Thank you for the update on this terribly unfortunate,an sad accident. M

Another great explanation of what might have happened. A very sad thing for his family and friends.

So sad. Thanks Juan

Juan Brown, if you look at the pics the ground and roadways show it had rained just previously.

I've owned my V35B for over 20 years. It's a fantastic airplane. I cruise at 174 knots lean of peak (IO-550) burning about 13.5-14.0 gph. It's probably the nicest flying airplane I've ever flown, and I've flown alot of different aircraft. My airplane has the cuff on the leading edges of the tail as Juan describes. I've also instructed quite a few new Bonanza pilots. One of the points I make is that the maneuvering speed is as you describe 134 knots, and that's at max gross. If you're not at max gross Va goes down of course. Too many pilots have little respect for Va and in a Bonanza it requires some planning to stay at or below Va. Luckily the V35B has a high gear speed (154 knots) that can be used as a speed brake if necessary. Such a sad story.

Juan - Thanks for reporting on this accident. Ken in Franklin

Back in the 70s and 80s, V35s were getting a bad reputation with similar accidents. Pilots got the message and got properly trained. Unfortunately memories fade over the decades and the required training sometimes doesn't happen until we get a tragic reminder.

Looks like the "Doctor Killer" strikes again!! I do love the V tail Bonanza. One day I'll be able to afford one in a prestine condition.

Setting aside the specifics of the Beechcraft 35 model design, I believe the notion of Maneuvering Speed, what it means, how it changes with weight, etc. and also why it is so important to be below in turbulence is greatly under taught/understood by GA pilots.

Very sad ending to a family flight,condolences to the family and friends,safe flights mate,🙏🙏👏👏🇦🇺

I flew from BAK-HXD yesterday and there were big building towers to skirt around. Very turbulent

This was a recently purchased aircraft. The owner had very few flight hours in it. Probably a factor in this accident. It was his first long flight in the Bonanza. A shame that his children also died in this crash. If you don't have many hours in an aircraft type, don't take anyone up with you, unless they are an experienced pilot in that aircraft type. It sounds like this owner was overconfident, and didn't know how to operate the Bonanza in some weather and flight conditions. Juan, would you care to comment on the recent crash of a Bell 212 helicopter in Iran, carrying high government officials? Bad weather (rain and fog), night operation, in mountain terrain. Will there ever be a proper investigation?

In response to Jason's comments on Air Traffic Controllers. I agree with your Comments entirely. ATC is a Job that even us Pilots need to be aware of in that it's one of Extreme Stresses at Times & like Pilots we're only Human. I had a problem once on finals in a 747-400 left seat where an MD80 was told to hold short of the Runway for approaching 747 which was us & then their was a call to him Clear for Take Off. The Aircraft began moving onto the Runway & we were at 3 miles from touchdown & to cut to the chase I simply put the Abort landing procedure into effect & were wheels up & slightly reconfigured for go around & then set up once again. Once down after exiting the Runway for the Taxi I called Controllers & said what happened. The simple answer was I made an error being the Tower Controller & I didn't take the Matter Any Further than that. I was asked if I would like to lodge a formal report & I refused stating we all make mistakes so just because this Controller was having a Bad Day don't you hang him for it or I Will Have Something To Say in Terms of his Defence. I understand ATC thanks to a friend who used to be my Neighbour who upon return to his home Country England became an RAF Air Traffic Controller & is now a Controller at Heathrow after leaving the RAF upon completion of his active Service & I learned a lot from him about ATC. Thanks for doing as many others do a Great Job. Respectfully

Excellent sir.

Sending prayers for the families involved 🙏

Juan, dumb question. But when you pull up flight aware is there a setting that pulls up the radar at the time of the flight? I haven't been able to grab what the radar was showing when going back and reviewing the logs. Whenever I review logs it show CURRENT wx radar information, not past. Thanks!

Condolences to the family. Sorry for your loss. I hope the investigation finds a definite cause.

good work