On Thu, 08 Jun 2006 18:08:15 GMT, john smith wrote:

SR22 max gross 3400 lbs wing loading 23.5 lb/sqft
PA32-300 max gross 3400 lbs wing loading 19.5 lb/sqft
Bo G33 max gross 3300 lbs wing loading (not found*)

Depending on year, the gross weight, and mods: The early Deb ran 2900
gross while the gross in the F33 went to 3400 in about 1972 so pick a
number between 16 and 19.

Wing area 181 sq ft. for the V35
I don't have the area for the 33 series, but the wing is about 6
inches shorter and there are some variations in length through the
years.

3300/181=18.23
2900/181=16.022
My Deb: 3100/181=17.12
1972 F-33 3400/181= 18.78

The F33C (Aerobatic model had another 100# of useful load, but I don't
have a gross weight for it.

C182R max gross 3100 lbs wing loading 17.8 lb/sqft
PA32-236 max gross 3000 lbs wing loading 17.6 lb/sqft

* neither the G33 POH nor the FAA TCDS contain the wing area nor wing

Just call it a 33, or F33 as they only made the G model one year. They
have the 260 HP IO-470N mislabeled as 250 HP in the book (Used
Aircraft Guide)

loading information. If anyone has the information, please add it.

I tried to use the comparable weight aircraft and performance.
As is evident, as a four seater, the SR22 is a "pig".

Not in the performance field. It's a hot rod!
OTOH if you compare it to a Glasair III with near 30# (29point
something) per square foot it's fairly lightly loaded.

Although a retract, the G33 Bonanza is a good comparison given its
cruise speed and max gross. It's lower wing loading gives it better
landing preformance.
Useful load may offer a different perspective, but that can vary widely
by individual aircraft, so is not a valid comparison item.
Can anyone provide the gross weight and wing loading for a new Mooney?

Gross varies a bit from model to model, but the TLS is listed at 3368
Gross. I come up with 175 sq ft for the Eagle/Bravo and M20J to M20S.
IF the wing is the same then 3368/175=19.25, or slightly heavier
loading than the Bo and about 3# per sq ft less than the SR-22

I don' think (which means I don't know for sure) that the Mooney is
that much different from the Bo. They fly much the same, or at least
appear to do so to me. The main difference is the wing is much closer
to the ground when setting on the gear. As I recall it's well less
than half the distance between the bottom of the wing to the ground
than that of the Bo and those things will float like crazy with excess
air speed.

I spent one afternoon flying as safety pilot with a Mooney pilot
shooting approaches in his plane and then he served as safety pilot
for me in mine.
We were turned in to intercept the localizer and then asked to keep
the speed up as long as practicable as there was a DC-9 about 5 miles
behind us. I held 180 down the ILS (which didn't take much power
clean) then S-Turned at the MM, to dump speed, and extended the gear
as flaps as soon as speed would permit and only used a fraction of the
runway. My safety pilot said he'd have never been able to stop the
Mooney coming in like that even using the whole 8,000 foot plus
runway. Not flying as much lately I don't think I could do it now,
either.

The big difference I saw was my ability to slow down quickly and the
3-blade prop probably helped a lot there.

One other difference is the Bo does not change pitch with changes in
flap settings, but air speed changes require a major retrim.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com