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.

The post Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails appeared first on FLYING Magazine.

“It’s a very involved community with a strong aviation focus,” he said. “We have everybody from student pilots to airline pilots, and it’s a great place to live. I’ve had houses in a couple of other places, and none have been this unique in the fact that everybody here has a common interest.”

A pilot since 1977, Rutter’s initial exposure to Brookeridge Airpark (L22) predated his first flight lesson.

“I learned about Brookeridge when I was about 14 years old,” he said. “My dad was a plasterer, and he had worked on an addition of a house that was here at the airpark. One night he needed to go inspect the final work and pick up his check from the homeowner, so he asked if I wanted to go with him. Of course, I said yes. We looked at the plaster work and then my dad said to the homeowner, ‘Neal [Ridenour, who was one of the driving forces behind the airpark as it exists today], show my son Dave what’s in your garage!'”

This space housed something that Rutter would have never expected. 

“We went down a hallway and opened the door. He flicked on the light and there was a Cessna 185 on floats sitting in there. And at that point in time, I didn’t know this house was on an airport! I was just so surprised, asking how he got this airplane inside of his garage.”

Following his initial shock, Rutter became aware that beyond the large garage doors, there was an operational runway. He also learned that there were others that lived alongside their aircraft at this residential airpark, just minutes from downtown Chicago.

“I was 14 years old, and this totally blew me away. So, I couldn’t stop talking about this place and I said, one day I’m going to live there,” he recalled. “As I made my way through the financial services industry some years later, I ran into a family friend who was living here. A couple of days later I was hanging upside down by a set of harnesses, doing loops in a Stearman. Shortly thereafter, I bought a house here in Brookeridge and started flying again. The next thing I know, I had a Bonanza in my hangar, and I’ve been here ever since.” 

One thing that Rutter has found unique about the fly-in community is that both he and his neighbors aren’t interested in keeping up with the Joneses.

“I would say that, to a certain extent, Brookeridge is like an old-fashioned neighborhood, where everybody seems to have a common interest in aviation,” he said. “Even those that live here and don’t fly are fascinated by airplanes and still are interested in aviation. The group of people that live here range from people who rebuild cylinder heads for a living to CEOs of corporations, those who run hedge funds, and stuff like that. But no one cares how much anyone makes here, or the value of their houses. In fact, we rarely even talk about peoples’ houses. We’re more concerned with aviation here. We’re talking about things like, who’s flying what, who’s working on which type of airplane, and the developments of the industry. It takes away the ‘one-up’ social aspects that can happen in many other neighborhoods,” Rutter explained. 

“There are 88 homes here that have airport access that’s deeded to their home titles. Fifty of these are current airport users and then we have four others that are using the airport but reside outside of Brookeridge. We have 58 single-engine aircraft based here, two twins, and a helicopter. If you had to say which aircraft is most numerous here on the field, I would say that the Beechcraft Bonanza is. Then there are also a few airplanes based here that are not currently being flown.” 

Even though the community has a healthy mix of pilots and aircraft, Rutter and other residents are mindful of Brookeridge’s future. A little over a decade ago, he and a neighbor began hypothesizing about how to get more people interested in the community.

“We host an annual fly-in, the second Saturday of each September. We’ve done that for 11 years now and started that as the byproduct of a discussion between myself and my neighbor Glenn,” he said. “We were sitting on his back porch one evening, discussing ways to promote the airport. We were concerned with a lot of houses at the time being sold to non-pilots, whether that’s car collectors or others who wanted a big garage but weren’t flying. We were tossing around how to promote the airport to get more exposure among the pilot community in the Chicagoland area.”

According to Rutter, the simple concept of inviting aviation enthusiasts to their home airport has proved beneficial in attracting and retaining an aviation-minded resident base.

“Since we started hosting fly-ins in 2011, nearly every house that’s sold in Brookeridge with runway rights has been sold to active pilots. It’s worked out really well for us and we’ve also gotten a younger crowd here now. There are a lot of young kids that weren’t here before and definitely a lot more aviation activity.” 

Another important aspect has been a draw for the community as well, he added. 

“Some of the residential airparks that we hear and read about are remote,” Rutter said. “They are out in the middle of nowhere. This is great because land is cheap and that sort of thing, but people have to commute too far for their jobs. Brookeridge has the advantage of being the closest to the metropolitan Chicagoland area, out of any of the residential airparks around here. This way, people can live and work close by and still have their airplane at their house. 

“I think that this provides a huge advantage for us, especially considering that we have great access to transportation nearby,” he said. “We’re right near a couple of major expressways and several of the nearby towns have train stations, for those that need to work downtown.”

The post How Fly-Ins Sold Pilots on Brookeridge Airport appeared first on FLYING Magazine.