Bonanza experience....long

I'm still on a high from an event that I won't soon forget. I'm sure many of you will feel I'm trivializing, but to finally get back into an aircraft for flight, after a 20 year absense, well, it was a blast. I just wanted to share some observations as transposed from flight siming to the real thing. My last flight on any aircraft was aboard a company owned Grumman G2, which back 20 years ago was just about the epitomy of private flight. I remember being awe struck at the acceleration of this craft as I sat in the jump seat as the pilot entered info into the FMS. Smooth, precision elegance is all I can say to describe the G2. Shortly before this flight, I had the opportunity to go up in a Cessna. Not sure if it was a 172 or not as I don't know if that model was existant in the early 80's or not. My first flight sim was FS98 where I was now able to convert my love of flying into a daily occurence, and we all know how far flight siming has come in 6 years. So when I was asked last week if I'd like to take a real flight in a Bonanza V35B, I had to pince myself twice to assure I was not dreaming. As it turned out, this AC was formerly owned by Skye King who is the son of Corbin King, and if I have my history straight, was the principal in the TV series, Sky King, although this AC was not part of that series. It was one of the last 20 production V35B's off the assembly line that had a 12 volt system. Beyond that, 24 volt was the norm as I am told by Charlie, my pilot.Entering the Bonanza on a beautiful Saturday morning, the first thing I noticed was the central yoke. Had not seen a configuration like that before. The panel I had selected in FS9 for the V35B was the default 172, but that was quickly replaced with a panel that had a central yoke. We almost didn't make it up that day for the hastiness of a local mechanic who had just completed an "annual" of the Bonanza, and forgot to turn off the battery switch when the inspection was completed. Don't know the exact time frame, but when the key was turned, nothing. OK, no problem. Charlie called maintenace and over drove a portable generator. Plugged the cable into the charging port, turned the key and WHAM. Engine started way to quickly and the alt meter was pegging to minus. Running, but not charging. A half dozen or so circuit breakers had popped, the R-NAV unit was not functioning, a transponder and COM 1 radio weren't as well. SHUTDOWN. Seems as though that the majority of small AC that this maintenance outfit service, run on 24 volts and that is where the switch was positioned on the portable generator. Charlie figures he lost about 4G's( dollars) at the turn of a switch for lack of the service attendant not checking the position of the switch. Not to be daunted, we restared on a 12 volt charge and with the back up portable GPS and COM 2 still working, we taxied to RWY 15 at KORH. Wind was about 8 at 220 and we started to roll. I could feel the gentle push from right to left as gusts of wind tried to blow us to the left, quite a departure from a motionless seat, flying FS9! When immediately airborne at 65kts and no flap, Charlie corrected for the wind and we started our climb to 3000' enroute to Block Island. I was surprised at how bumpy it was for such a mild wind. Charlie assured me it was thermals from the land and not really the wind and he said I would notice a big change once over water. Sure enough, as we crossed over the Rhode Island shoreline and into the Atlantic (Narrangansett Bay), the buffeting subsided and Block Island was dead ahead. He let me take control of the AC once altitude was reached and I certainly have a new appreciation for auto pilot. I was amazed at the level of concentration necessary to manually fly this small AC, gently pulling and pushing the yoke to maintain chosen altitude and keep her on course! My head hit the ceiling of the cabin twice (I'm 6"1") from turbulence and we dropped 100' in a matter of a few seconds. Continually scanning the airspace around, monitoring your instruments and trying to maintain a level, on course flight in turbulence, can be intensively tiring. Thank you, auto pilot! Again, the absence of motion in FS9. I suppose we could all by a million dollar simulator!Charlie crossed over 28-10 at Block Island at 2000', observed the wind sock, turned left downwind, another left and once again, and we were on final to 28. Full flap now, gear down, crossed the threshold and we were down. Taxied to the parking area and stopped next to a Pilatus PC-12. Never had seen one in the flesh. One word: GORGEOUS. No, another word: STUNNING! Pictures don't do this AC justice. Well, that was my re-incarnation to flying. Sorry for rambling on so long. In closing, let me say how amazed I am at what flight siming has done for me in experiencing the real thing. I had a knowledge base provided by PP99, MSFS 98 thru FS9 that was right on the money. There were no real surprises in the overall experience other than the factor of lack of motion in the sims. Instrument functions and navigation principals were right on and although never having actually taken the controls before, I was cautiously at ease when I did so. Thanks to Sierra and Microsoft for my experience.Chris