Today’s Top Pick is a 1983 Beechcraft A36 Bonanza

Beechcraft Bonanzas have been desirable personal aircraft since the model’s introduction in 1947. Their reputation for performance, styling, and overall high quality kept the four-place retractables at the top of the general aviation market for decades.

By the mid-1960s, though, Piper’s PA-32 Cherokee Six and Cessna’s 206, both utilitarian six-seat piston singles, clearly were drawing potential customers away from Beechcraft.

To counter the competition, Beechcraft stretched the fuselage of its Model 33 Debonair, also called a “straight tail” Bonanza, to accommodate six seats. This version, the Model 36 Bonanza, went on sale for 1968, the same year Beechcraft officially renamed the Debonair the E33 Bonanza.

The 36, later the A36, had double doors on the right side designed to ease cargo loading. Remember, this was marketed as a utility aircraft. The doors also made it easy for passengers to access the rear seats, so buyers soon began requesting posh interiors and other equipment to fine-tune the aircraft for passenger comfort.

Optional club seating quickly became standard, and the A36 took its long-held position as what many consider the standard bearer of the piston single market.

This 1983 A36 Bonanza has 3,893 hours on the airframe, 1,357 hours on its 285 hp Continental IO-520-BB engine, and 684 hours on its McCauley propeller. The engine underwent a top overhaul with new Millennium cylinders 42 hours ago. 

The panel includes dual Aspen Evolution 1000 flight displays, Aspen EFD, RC Allen backup attitude indicator, Garmin 530W, Garmin 430W, PS Engineering audio panel with Bluetooth, JPI EDM 930 engine monitor, Trig TT31 transponder, ADS-B In and Out, KFC 200 autopilot, and Flightstream 210 iPad interface.

Additional equipment includes a standby alternator, Rosen visors, and an LED landing light.

Pilots looking for a high-performance retractable piston single with the flexibility of a family-friendly, six-seat cabin should consider this 1983 Beechcraft A36 Bonanza, which is available for $299,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• FLYING Magazine: Finding Your Ideal Aircraft: Focus on the Mission, Especially When It Changes
• FLYING Magazine: ABS Air Safety Foundation Announces the BEST in Beechcraft Pilot Training
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• The Aviation Consumer: Aircraft Review: Beechcraft Bonanza 36
• The Aviation Consumer: Used Aircraft Guide: Beech Bonanza 36
• AVweb: Xerion Gets STC For Bonanza Engine Monitors

The post This 1983 Beechcraft A36 Bonanza Is a Family-Hauling ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The early Bonanza 35s started off as four-seat single-engine piston designs with reasonable cargo carrying space—but always more attuned to the business trip or family cruise as opposed to hauling a lot of stuff. That would come later, as Beechcraft built on the model’s popularity. The V-tail versions spoke to greater aerodynamic efficiency—and attracted the pilot looking for a distinctive ride. Yet the company went back to the conventional tail with the 36 model series that would take its place starting in 1968—as well as that of the 33 models. Why that happened is just one element of determining which Bonanza would be right for you. With more than 17,000 Bonanzas of all flavors built—and a high percentage still flying—there’s quite a selection to choose from, and they retain great value on the market to this day, more than 75 years later.

Design and Evolution

The first Bonanza, the Model 35, came with a 165 hp engine that was quickly upgraded to 185 hp for a minute on takeoff. At an original max gross weight of 2,550 pounds, it weighed at least 1,000 pounds less than its Model 36 brethren that followed. With a stall speed of less than 50 knots, the early 35s could get in and out of short runways, and still cruise along at 140 to 150 knots. With the C35 model in 1951, the tail was improved, with an increased chord and adjusted angle of incidence, and a bump in horsepower to 185 max continuous and 205 hp for takeoff.

The J35 gained fuel injection, and another increase in horsepower up to 250—with a resulting nearly 170-knot cruise speed. In 1982, the P35 model saw an update in the instrument panel to accommodate the (improving) avionics of the day, with the analog gauges in a standard six-pack configuration as opposed to being all over the place. A third cabin window had shown up in the N35, and the Continental IO-520 was introduced with the S35—at 285 horsepower and a zoom almost to180 knots in cruise.

In the 1980s, the 35s underwent extensive wind-tunnel testing after a handful of inflight breakups. The FAA determined the design didn’t meet current airworthiness standards, so an AD was issued to strengthen the tail. The 35’s relatively small CG range also garnered attention.

For the A36 series, the fuselage remained similar but was stretched to accommodate a third pair of seats. This was not accomplished with a “plug” but in a legitimate extension of 10 inches and more forward placement on the wings. Both elements helped to increase the CG range from that of the 35s, though it still warrants close attention, as it can be loaded forward enough to be difficult to land well—as well as too far aft with even more dire consequences.

The 36 returned to a standard empennage configuration, with a conventional vertical fin and horizontal stabilizer and elevator. Later versions include club seating and a cargo door that can be removed to leave the gap open in flight—making it a great platform for aerial photography.

Up front, the original model transitioned first to the Continental IO-520-B 285 hp engine, and then as the A36 with Continental’s IO-550-BB at 300 hp and the higher takeoff weight that it afforded. Aftermarket up-grades continue to be a popular way to breathe new life into a well-loved Bonanza of either model series.

Market Snapshot

As of early May 2023, there were a lot of Bonanzas of all flavors on the market. Taking a look at Aircraft For Sale’s piston single section, two of the V-tails ranged from $49,000 to $169,000—14 years apart and several upgrades making up the price differential. Those represent other market outlets well, where there were a total of 54 V35s available, with a range of $45,000 for a run-out model to $280,000 for one newly equipped with a Garmin flight deck. Average asking price was $141,960. The total time ran from roughly 1,590 hours to 7,150 hours, with an average of 4,934 hours.

On the A36 side, prices climb to reflect the six-seat configuration and newer model series, with 23 on the market, ranging from $209,000 to $565,000 on the top end for a turbo-normalized model. The average asking price came in just over $300,000. Total time was a bit lower as well—though some folks have obviously flown the heck out of their A36s.

FLYING’s travel editor Jonathan Welsh took a close look at the Bonanza models when searching for his latest airplane. “Concerning Bonanzas, my shopping revealed a wide range of prices and equipment. In general, though, Bos seem to always cost a bit more than you think they should.”

Welsh found that “the A36 is easily the most sought-after model, mostly because it has six seats, and prices have jumped in the past few years. My wife and I found a 1977 model about four years ago, with less than1,000 hours on the engine, dated avionics, and it listed for $175,000. Today I see similar planes priced around$250,000—sometimes with run-out engines.

“I think you can argue that the V-tails are the best prospects, if you like the styling. They seem to be priced lower overall,” perhaps because lots of potential buyers remain spooked by the unusual design, and what Welsh points out as “the largely false notion that the tail surfaces could break away at any moment.”

It comes down to mission—and aesthetics. “For some pilots the V-tails are absolute classics and represent something special in the evolution of aircraft design,” says Welsh in conclusion.

“[They represent a] nice combination of performance and retro-cool emotion. And they do look great on the ramp.”

Flight Characteristics

Some airplane designs are optimized for maneuvering—like a Pitts or an Extra—and others for cross-country cruising. Though they have common heritage with the T-34 Mentor, the Bonanzas fall solidly in the second camp, with stately handling characteristics that make for a reliable IFR platform. Like many piston singles from the era meant to be flown by civilian pilots of varying backgrounds, the control responsiveness follows a standard progression, with rudder actuation taking reasonable pressure, pitch control feeling relatively heavy with a tendency towards straight and level, and aileron response more sprightly, yet in no way twitchy.

Differences between the V-tail 35 and A36, however, exist and are significant to show up on a comparative level. First, actuation of the V-tail’s ruddervator configuration feels traditional, though the airplane was designed to be easy to maneuver. “It’s a sportier feel,” than theA 36 models, says Ben Younger, who owns a 1972 V35B. “It’s a more fun airplane to fly from that perspective.”

Another difference in flight characteristics between the models is the implementation of an approach flaps setting on the A36. As compared to the 35s, this makes slowing down while going down a bit easier—and they can be deployed at roughly the same point as the landing gear from a speed standpoint (about 150 knots, depending on the model), balancing the pitch-up and pitch-down forces.

Early models of both lines feature a non-standard gear retraction piano-key-style switch that can be difficult to distinguish from the flap switch right next to it. You can tell a pilot of these models by the phrase they utter before bringing up the flaps after landing—“these are the flaps”—to ensure that the gear switch isn’t brought up by accident.

Ownership

“The gotchas always have to be how the airplane was maintained, not necessarily the difference between the models,” says Younger of the pre-buy process for approaching any Bonanzas in either model run.

One key item to check into during the pre-buy inspection—the swage buckles. They’re found underneath the floorboards and provide structure for the aileron cable runs. On certain V models, condensation can collect and drip onto them, corroding them severely to the point of breakage. Sometimes you will find these with just safety wire holding them together, according to one owner who is familiar with another pilot who suffered a failure of one in flight, leading to a dramatic left-aileron-only situation. The good news is that this is now an airworthiness directive, and thus required to be regularly checked.

Other updates include the windshields on older model 35s that aren’t sloped, and that most owners have wanted to replace over time. The electrical system may also need attention—there was a change from a 14V to a 28V system at V35B serial numbers D-10097and D-10120 and after, in 1978. Updated avionics—and a better engine start—may demand a move to the higher-load system. Under the cowl, there’s the ability to move into the IO-550 from a previous powerplant for 35s and older 36 models under STC.

Once upgrades and any outstanding ADs have been addressed, annual inspections run in the moderate range. “My annuals will be as little as $4,000 now,” says Younger, but that’s after significant investment he’s made in upgrading not only what’s in the instrument panel, but also windows, wiring, and other parts behind the scenes.

The American Bonanza Society (bonanza.org) forms an important hub for owners to tap into, both during the research process and acquisition, through pilot proficiency and maintaining the airplane. With nearly 10,000 members, the organization offers de-tailed backgrounds on all models, as well as meetings, training programs, and an active forum. Its Bonanza Pilot Proficiency Program (known affectionately as the “B-Triple-P”) is justifiably famous in the general aviation community for its depth of training for both new and veteran Bonanza pilots.

The ABS is leading one critical charge for potential Bonanza 35-series pilots: the Maciel Ruddervator Prizeto help source an alternative solution to the magnesium-alloy ruddervator skins used on the 35’s empennage. Textron Aviation no longer produces the skins, and appears unwilling to invest in an alternate solution, though it may have released information to potential candidate companies to produce a supplemental type certificate (STC) for a replacement, according to the ABS.

Insuring a pilot in a Bonanza typically follows a straightforward path—for the non-instrument-rated pilot, premiums can rise steeply. But the airplane has enjoyed a relatively low overall accident rate com-pared to others in the class—with the danger lying in pilots who take it into poor weather on cross-country flights. Still, with an IFR ticket, most pilots can expect between $2,000 and $4,000 per year on a mid-range hull value on the 35s, with slightly more on the 36s, reflecting the higher hull value.

Our Take

The specter of losing the leaded avgas required to run the engines found in most of the Bonanza fleet hangs closely depending on where you live—but it will come to roost for all in the U.S. by 2030. Unleaded fuel testing is taking place under the auspices of several associations, including tests in a Beechcraft Baron with similar high-compression Continental IO-550 engines as are found in much of the late-model Bonanza A36 fleet.

Aside from this concern, the Bonanza model line forms an excellent choice of cross-country cruiser—and depending on your mission and your pocketbook, it makes for a solid choice. If you only need up to four seats, and you’re comfortable with the prospect of an STC looming in the event you need to reskin the ruddervators, the 35 line offers great value. But if you need up to six seats—and you want less concern regarding parts down the road—the A36 is still well supported by the manufacturer and will likely retain its value for years to come. It comes at a premium price, but the A36 remains at the top of many a pilots’ wish list.

“Impeccable Flying Qualities…A Star in the Market”

When the Bonanza Model 35 came out, its modern lines were unmistakable. FLYING’s then editor-in- chief Richard L. Collins drew it plainly, in a review in the August 2007 issue: “I have flown every model of the Bonanzas and some stand out as milestone V-tails. The first is the straight Model 35. There is no question that the airplane had some problems with wing skins and center sections, but there is also no question that the Bonanza 35 is the most revolutionary piston airplane ever built. Everything since has been evolutionary. Nobody came close to the Bonanza at the time, and it compares favorably with the best that are being built 60 years later.”

Of the Model 36 that followed, Collins had more glowing praise in a June 2000 report. “The Bonanza 36 is one of the more coveted airplanes in the general aviation fleet.” He went on to confirm its steadfast design. “For a long time, traditionalists scoffed at the 36, feeling that the V-tail was the only true Bonanza. That has changed now, and the 36 is the Bonanza that is out there every day, doing the work, upholding the Bonanza tradition.”

This feature first appeared in the June 2023/Issue 938 print edition of FLYING.

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Today’s Top Pick is a 1979 Beechcraft Baron 58P

Flying a light piston twin is a fantastic experience. This is especially so if you are doing it for the first time after years of flying piston singles. Many twins are similar in design and size to single-engine models. This Baron 58P, for example, essentially is an A36 Bonanza with a longer wing, two engines, and pressurization. Also known as the P-Baron, it has a stunning excess of power, allowing it to carry big loads, climb quickly, and cruise at 200 ktas or more, depending on altitude. The thrilling part has more to do with the feel of a twin, the rapid acceleration on the runway, and the climb rate.

Many shoppers are surprised to find twins priced comparably with singles, or sometimes much less than expected. This P-Baron is only $15,100 more than a 1980 Beechcraft A36 Bonanza we featured earlier this week. Pricing of singles and twins typically reflects the extra expense of looking after two engines instead of just one. Insurance for twins tends to be more expensive as well. However, proper recurrent training in operating a twin—including type-specific training—helps keep costs in line.

The Baron 58P for sale here has the longer, roomier fuselage with four big side windows for more of an airy feel compared with earlier Baron 55 models. With 4,670 hours on the airframe, 988 hours on each engine, and since the props were overhauled, this Baron 58P is a promising prospect.

The aircraft’s panel includes dual Garmin GNS 430 WAAS nav/coms, a Garmin 340 audio panel, Aspen Avionics Pro primary flight display, Avidyne Flight Max EX-600 multi function display, JPI EDM 960 engine monitor, WX-500 Stormscope, Bendix RDR-160 color radar, Garmin GTX-335 transponder, King KFC-200 autopilot, and more.

Ultimately the choice to fly a twin has a lot to do with your typical missions. Pilots who regularly fly long distances at night, over water or mountainous terrain, where a second engine can enhance safety, can take a closer look at this Baron, which is available for $325,000 on AircraftForSale

You can arrange financing of the airplane through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Half a Century of Beechcraft Barons
• FLYING Magazine: Beechcraft Baron: A Retrospective Look
• Plane & Pilot: The Baron Of Glass
• Plane & Pilot: The Mystique Of The Baron
• The Aviation Consumer: Used Aircraft Guide: Beech Baron
• The Aviation Consumer: Beech 58 Baron

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I remember bristling a bit and thinking, “Doesn’t this guy know that I have my complex and high-performance endorsements?” Something about his tone seemed to suggest I lacked the right stuff necessary to handle an aircraft with retractable landing gear, a constant speed propeller, and 200-plus hp. In fact, he was simply telling the truth.

The Meaning of “Complex”

For the typical pilot who has spent years flying basic aircraft like Cessna 172s and Piper PA-28s, moving up to almost any model with more power and speed—and complex systems—can be challenging, sometimes surprisingly so. Keeping up with a new aircraft that cruises at speeds roughly 50 percent faster than the one you flew previously can seem nearly impossible at first and might make you feel like you should have stuck with something slower and simpler. 

However, taking on such challenges is an essential part of pilot development that can lead to truly rewarding experiences.

After recently completing a few hours of insurer-mandated dual instruction in our newly acquired 1992 Commander 114B I began several additional hours of solo flying required before I am insured to carry passengers. At first I thought the required total of 15 hours was excessive. But almost as soon as I took off for my first solo flight in the Commander I realized that 15 hours might not be enough.

Everything Happens Faster

I managed to overshoot my first 45-degree traffic pattern entry after underestimating the airplane’s speed, as if I had never flown it before. I wound up way too close to the runway on downwind so I had to angle away before making the base turn. Another pilot was behind me in the pattern and no doubt had me in sight. I must have put on quite a show. 

No matter how many hours you fly with an instructor in a complex, high-performance aircraft that is new to you, the first time you fly it solo is likely to bring a mix of feelings from joy to shock and surprise. The big difference is that you are on your own. No one is there to remind you to raise the flaps or turn off the auxiliary fuel pump after takeoff, or where to set the power for cruise. It is up to you to determine how far out to begin your descent when approaching your destination airport.

While these arguably are basic procedures, they tend to overlap in a high-performance airplane where they did not in the 172. At 10 miles out I used to key the radio to announce my pending arrival. Next I would start thinking about descending. Now I’m typically halfway through the descent when I make that call, trying to maintain a stabilized approach while also reducing airspeed—slowing down while going down. What used to be a sequence of separate events has turned into a juggle, or at least a balancing act. And much of it is happening around 140 to 150 knots instead of the 90 to 100 that I was accustomed to for years.

Take Advantage of Every Hour 

I was fortunate to have perfect weather last Friday and was able to fly for several hours nearly nonstop, quickly getting a feel for soloing the Commander. After numerous approaches, my pattern work sharpened and apprehension turned to the kind of elation I last felt on my first cross-country solo flights as a student pilot.

As the shadows grew long and I headed back to Sussex Airport (KFWN) I realized the insurance company had really done me a favor. There is something special about flying solo, one-on-one with a new airplane, taking as much time as necessary to get acquainted. Although I piled on the hours last week I still have another five to go before taking any family trips. I resolve to make the most of them. 

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My wife and I recently fell hard for a 1990 Beechcraft F33A Bonanza after driving a couple of hours to visit the airplane at the Orange County Airport (KMGJ) in Montgomery, New York. We went almost on a whim. While we had talked frequently about the possibility of aircraft ownership, we had not gone so far as to line up financing. After all, we didn’t consider ourselves serious-enough shoppers yet.

We were surprised to find a Bonanza that checked nearly all of the boxes for us (new panel, beautiful interior, nice original paint, and flight logs that showed promise). On the drive home, we began the scramble that would lead to long discussions with mechanics, finance companies, and members of the American Bonanza Society. But ultimately, we lost that race as another buyer stepped in and closed the deal. This was a classic case of live and learn, plus a dose of heartbreak.

What we learned was something we kind of knew already. When buying our first home in a heated real estate market, we knew that being pre-approved for a mortgage meant we could be quick on the draw when we found the right house. But I think buying an airplane still seemed a bit outlandish to us, so we found ways to put off making all of the necessary arrangements.

Of course, there is nothing like the sting of lost love to strengthen one’s resolve. Since losing “our” Bonanza—we had started referring to it that way—we have focused on getting ready for the next time we fall in love with an airplane. We are also delving deeper into what we really seek in our eventual aircraft, because we do not want to buy our supposed dream machine only to realize shortly thereafter that we would be better-off with something else.

Years of window shopping have helped us determine the types of missions we want to fly and enabled us to narrow the field of contenders considerably. The Cessna 210 looked good for a while but fell out of favor. Piper Comanches and Saratogas have come and gone. And the beautiful Stinson 108 that surfaced on Trade-A-Plane? Well, that was never going to happen.

Indeed, we are down to the F33A Bonanza versus the A36. I am trying to view losing the 1990 F33A as an opportunity to find a really nice A36 of similar vintage. I think we could make use of the larger six-seat cabin and a few other things that set the later A36s apart from the F33A, like updated control yokes and the Continental IO-550 engine, which I prefer to the earlier IO-520.

With a target so specific, we realize that we might have to wait longer and travel farther than previously expected to find the right airplane. But we feel comfortable moving ahead, wiser, and better-prepared.

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