Today’s Top Pick is a 1981 Beechcraft A36TC Bonanza.

For many pilots who regard their airplanes as time-saving transportation for family and business trips, the Beechcraft A36 Bonanza is an extremely attractive proposition. Its combination of a six-place cabin, cruise performance, and load-carrying capacity makes the aircraft ideal for long cross-country trips.

The aircraft for sale here is a relatively rare turbocharged A36TC, which gives its owner more options in selecting cruising altitudes that will optimize performance and cut travel time.

Aesthetics add to the Bonanza’s appeal. From the early V-tail models to the conventional or “straight tail” versions that came later, Bonanzas are great-looking aircraft. Some find the 36 series, with its fuselage gracefully stretched to accommodate a third row of seats, the best-looking iteration of the Bonanza, though others will debate this issue in perpetuity.

It does seem safe to suggest that most pilots would be happy to have an A36TC in their hangar and to fly their family in it to a new vacation destination.           

This 1981 A36TC has 2,630 hours on the airframe, 621 hours since overhaul on its 300 hp Continental TSIO-520-UB engine, and 653 hours since overhaul on its Hartzell PHC-C3YF-1RF propeller. The aircraft was repainted in 2018 and has operated for 432 hours since receiving new Millennium cylinders. 

Additional equipment includes 20-gallon Osborne tip tanks, standby alternator, standby vacuum pump, LED landing, taxi and beacon lights, Eagle fuel drains on main tanks, and stainless steel locking gas caps. The aircraft has a usable fuel capacity of 114 gallons. MTOW is 3,833 pounds and useful load is 1,310 pounds.

The panel features a PS Engineering PMA-8000B audio panel, Avidyne IFD 540 nav/comm, Garmin GNC 255A nav/comm, King KFC 200 autopilot, KI 256 flight director, KAS 297 altitude preselect, dual altimeters, Garmin GTX 345 transponder with ADS-B In and Out, Collins DME, Insight Strikefinder, Shadin digital fuel flow, and JPI EDM 700 engine monitor.

Pilots seeking a high-flying, high-performance six-seater for efficient family or business travel should consider this 1981 Beechcraft A36TC, which is available for $330,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its 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: Beechcraft Delivers 4000th Model 36 Bonanza
• FLYING Magazine: New Interiors for Beechcraft Barons, Bonanzas
• Plane & Pilot: Beechcraft A36 Bonanza
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• The Aviation Consumer: Beechcraft Bonanza 36
• The Aviation Consumer: Six Place Survey

The post This 1981 Beechcraft A36TC Bonanza Is a Fetching, Fast ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1962 Beechcraft B33 Debonair.

When pilots begin shopping for their first aircraft, they typically look for something with more power, speed, and useful load than the airplanes they trained in or rented for years after receiving their private pilot certificate. Aircraft such as the Beechcraft Bonanza and Piper PA-24 Comanche often top the list of candidates for purchase, but shoppers should not forget about the Debonair, which really is just another “flavor” of Bonanza.

The Debonair, first produced in 1960, initially was a stripped-down version of the flagship V-tail Bonanza, except it was more modestly equipped and appointed, and had a conventional or straight tail. The lower price was meant to make the model more competitive with the popular Comanche. As years passed and more customers gravitated toward the elegant-looking Debonair, Beechcraft relented and began calling it a Bonanza. The last of this four-seat model, the F33A Bonanza, continued in production through the 1994 model year.

One of the main attractions for earlier models, such as the aircraft for sale here, is that their prices are still lower than for newer four-seat Bonanzas. Indeed, a Debonair such as this, with a Continental IO-470 engine, can offer classic Bonanza performance, including rapid climb and brisk cruising speeds to pilots with a range of budgets.

This 1962 Debonair has 5,545 hours on the airframe and 1,323 hours on its Continental IO-470N engine since new. The panel includes an Aspen MFD with synthetic vision, Garmin G5, Garmin GMA 340 audio panel, GNS 430W GPS, King KX 155 Nav/Comm, GTX 327 transponder, GDL 88D ADS-B, and JPI EDM 930 engine monitor.

Pilots looking for an elegant midcentury aircraft design that is fast, stylish and ready for a new home should consider this 1962 Beechcraft B33 Debonair, which is available for $129,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Beech Bonanza and Debonair Approved for Garmin GFC 500 Autopilot
• FLYING Magazine: The Love and Joy of That Beechcraft
• FLYING Magazine: ABS Air Safety Foundation Announces the BEST in Beechcraft Pilot Training
• Plane & Pilot: Beechcraft Model 33 Bonanza/Debonair
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• AVweb: Garmin Adds GFC 500 Autopilot Applications for Pipers
• The Aviation Consumer: Beechcraft Bonanza 36
• AVweb: When the Bottom Drops Out

The post This 1962 Beechcraft B33 Debonair Is an Updated Classic ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1968 Beechcraft E33 Debonair.

While it is true that in 1960 Beechcraft marketed the new “straight tail” Debonair as a basic, lower-priced version of its flagship V-tail Bonanza, that modest approach did not last long. Many customers chose the Debonair more for its speed, style, and handling. These were largely the same reasons other buyers preferred the V-tail models, and Beechcraft realized that offering two distinct versions of the Bonanza attracted more buyers.

Eventually the company dropped the Debonair name and began selling the model with the same high level of standard equipment as the upmarket V-tail.

Today pilots can step into a Debonair like the example for sale here and find contemporary glass-panel avionics that make the vintage airplane seem new. And while these Beechcrafts from the 1960s might be close to 60 years old they still display the responsive, harmonious handling and strong performance that have kept the model in production for decades.

This 1968 Debonair has 6,698 hours on the airframe and 523 hours on its engine since overhaul. The aircraft also is equipped with D’Shannon engine baffles and easy-access cowling, and D’Shannon cockpit side windows.

The panel features Garmin G500 PFD and MFD, Garmin GTN 650, GI 275 backup multifunction attitude indicator, GTX 345 with GPS and encoder, and  EDM 730 engine monitor with fuel flow.   

Pilots looking for a fast, comfortable traveling airplane with a panel nicely upgraded with mostly glass avionics should consider this 1968 Beechcraft E33 Debonair, which is available for $230,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Beech Bonanza and Debonair Approved for Garmin GFC 500 Autopilot
• FLYING Magazine: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• Plane & Pilot: Beechcraft Model 33 Bonanza/Debonair
• Plane & Pilot: The Most Affordable Singles
• Plane & Pilot: Plane Facts: Beech Bonanzas

The post This 1968 Beechcraft E33 Debonair Is an Impressively Updated ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The mass arrivals in Oshkosh, Wisconsin, begin on Friday, July 19, at 11 a.m. CST with the Piper Cherokees. Later at 5 p.m., the Cessnas will make the scene. On Saturday, July 21, at 10 a.m., the Mooney contingent will arrive, followed at 1 p.m. by the Bonanzas. On Sunday, July 21, at 10 a.m., the Cirrus group arrives.

How to Get Involved

These group aircraft arrivals are organized by specific type clubs well in advance of the annual aviation convention. To participate, you need to be registered, as there are a limited number of spaces available in the mass arrivals. Move quickly on this since reservations fill up rapidly.

Pilots are also required to attend a flight clinic and to be very familiar with the multipage Notice to Air Mission (NOTAM) issued each year for AirVenture.

• READ MORE: Dates for Next 4 EAA AirVenture Conventions Announced

The mass arrival aircraft stage from an airport near Oshkosh’s Wittman Regional Airport (KOSH).

For pilots who aren’t going to be part of the mass arrival, the times of these events are published in the EAA AirVenture Oshkosh 2024 NOTAM to help with planning. You do not want to cut in line and disrupt the mass arrival—that’s like cutting in on a funeral procession. Just don’t do it.

More information on EAA AirVenture can be found here.

The post AirVenture Announces Group Arrivals appeared first on FLYING Magazine.

According to the NTSB report, the accident aircraft, a 1975 Beechcraft F33A Bonanza, departed H. A. Clark Memorial Field Airport (KCMR) in Williams, Arizona, on January 26, 2022, at about 10:55 a.m. MST. The pilot had planned to fly to Eagle Airpark (A09) in Bullhead City, Arizona.

• READ MORE: NTSB’s ‘Flying on Empty’ Focuses on Pilot Fuel Management

The pilot reported to NTSB investigators that following departure, as the aircraft climbed through about 700 to 800 feet agl, the engine lost power and he initially attempted to turn back toward the airport. The pilot said the stall warning sounded as he began the turn, and it quickly became clear the aircraft could not glide back to the airport, so he opted to land in a field. The Bonanza “subsequently landed hard and impacted vegetation during the landing roll,” the NTSB report stated. The aircraft was substantially damaged, and the pilot sustained minor injuries.

During interviews with the NTSB, the pilot said that during previous flights he had noticed “minor heating” in two of the engine’s cylinders, which he mentioned to his mechanic. His mechanic reportedly told him to turn on the fuel boost pump to resolve the problem. According to the report, the pilot said this technique “worked great until the day of the accident.”

During the accident flight, the pilot noticed the two cylinders overheating while climbing shortly after takeoff and turned on the boost pump. The engine lost power immediately afterward.

• READ MORE: ‘Fuel Exhaustion’ Led to B-25’s Hard Landing: NTSB

The mechanic told investigators that he suggested the pilot take note of exhaust gas temperature, cylinder head temperature, and fuel flow when the problem occurred, and bring in the accident airplane for further maintenance.

“He did not recall suggesting that the pilot use the auxiliary fuel boost pump during takeoff or climb,” the report stated.

The NTSB said the probable cause of the accident was “the pilot’s activation of the auxiliary fuel boost pump shortly after takeoff, which resulted in an excess amount of fuel to the engine and a total loss of engine power.”

While some details of the pilot and mechanic’s recollection of circumstances leading up to the accident do not align, the event presents an example of how easily pilots can make mistakes when they do not follow the manufacturer’s instructions that accompany the aircraft.

Both the POH for the F33A and a placard near the auxiliary boost pump indicate the pump should be off during takeoff and turned on only during a loss of fuel pressure. Fuel pump procedures can differ significantly between aircraft, depending on the engine and fuel system. Some aircraft use auxiliary pumps for priming and little else short of an emergency.

The Continental IO-520 BA in the F33A contrasts with the Lycoming IO-540 in my airplane, which operates with the boost pump on during takeoff and landing. Such differences can be tricky for pilots who fly many different aircraft types or those who recently began flying new airplanes with fuel systems that differ from their old ones.

As is often the case with aviation accidents, the case of this F33A reflects the need for pilots to stay intimately familiar with their aircrafts’ operating manuals, systems and placarding, and to maintain a high level of formality and care when reviewing checklists before, during, and after flights.

The post Pilots Can Learn From NTSB Final Report on Bonanza Accident in Arizona appeared first on FLYING Magazine.

Today’s Top Pick is a 1982 Beechcraft B36TC Bonanza.

Beechcraft’s Bonanza has occupied the top of the piston single market in terms of performance and desirability ever since its introduction more than 70 years ago. Even today, with technologically advanced newer models available, many pilots will settle for nothing less than a Bonanza. And among the range of Bonanzas, from early V-tails to the latest G36, some experts say, the B36TC is the best.

Which aircraft is “best” depends on your mission. The B36TC has a turbocharged engine and a wing that is about 4 feet longer than the standard Bonanza. These features reflect the nature of this aircraft’s performance. It is meant to operate at high altitude and high speeds. For pilots looking for a high performance single with more muscle than most and can trim valuable time from long-distance trips, this B36TC could be an ideal entry into the turbocharged ranks.

This B36TC has 3,397 hours on the airframe, 169 hours on its Continental TSIO-520-UB engine since an overhaul by Western Skyways in 2017, and 930 hours on its McCauley propeller since overhaul. The turbocharged engine is equipped with a Merlyn intercooler and GAMI fuel injectors. The airframe includes the Aero Engineering upper rudder hinge bracket STC.

The panel includes a Garmin GTN 750, King KX 165 nav/com, GTX 345 transponder, WX-10 Stormscope, KFC 200 autopilot, Insight engine monitor, Shadin fuel flow monitor, GMA 340 six-place intercom, and Artex ELT. Paint and interior were redone in 2010. Other equipment includes a propeller de-icing system and built-in oxygen system.

Pilots interested in boosting the speed and altitude of their family trips while enjoying a roomier cabin and flexible six-place seating should consider this 1982 Beechcraft B36TC Bonanza, which is available for $349,900 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@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
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• Plane & Pilot: There’s Something About A Bonanza
• The Aviation Consumer: Beechcraft Bonanza 36

The post This 1982 Beechcraft B36TC Bonanza Is a High-Flying, Turbocharged ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1992 Beechcraft F33A Bonanza.

Beechcraft began selling its Model 33 Debonair in 1960 as a counterattack to Piper’s PA-24 Comanche, which had begun to nibble away at the market share of its flagship, the V-tail Model 35 Bonanza. The V-tail was a beautiful, fast design with a deluxe interior and panel—and a price to match. Piper eventually hit back with its own sleek, modern airframe, the PA-24, which attracted many customers who considered it close enough to a Bonanza at a much lower price. Beechcraft essentially needed an economy version of the Bonanza.

The Debonair’s conventional or “straight” tail set it apart from the high-end V-tail and its bare-bones cabin gave it a Spartan feel. But the airplane was fast, good-looking, and a hit with customers, some of whom had preferred the conventional tail all along. Through the 1960s the model evolved, gaining mode power and better equipment. By the end of the decade, it even received the Bonanza nameplate, which made sense because everyone knew the 33 and 35 models were essentially the same.

This 1992 F33A has 13,295 hours on the airframe, 2,000 hours on its Continental IO-520-BB engine since overhaul, and 138 hours on its McCauley propeller since new. The panel includes a Mid-Continent MD41-528 annunciator, and a full suite of BendixKing avionics including: KNS81Nav/RNAV, KLN94 GPS, I525A HSI, KX155 Nav/Com, KI209 CDI, N63 DME, KR87 ADF, and KI229 RMI, along with an Insight GEM610 engine monitor.

Pilots looking for a solid F33A Bonanza at a price point well below others on the market should consider this 1992 model, which is available for $120,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Finding Your Ideal Aircraft: Type Clubs and Wedding Planners
• FLYING Magazine: Beech Bonanza and Debonair Approved for Garmin GFC 500 Autopilot
• FLYING Magazine: Hartzell Earns STC for Three-Blade Bonanza Propeller
• Plane & Pilot: Beechcraft Model 33 Bonanza/Debonair
• AVweb: GAMI: Higher Gross Weights Approved For Bonanzas

The post This 1992 Beechcraft F33A Bonanza Is a fast, well-documented ‘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.

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

Today’s Top Pick is a 1998 Piper PA-32R-301 Saratoga SP

Piper’s Saratoga often winds up on the shopping lists of pilots looking for a piston single with room for six and typically competes with the Beechcraft A36 Bonanza and Cessna 210 Centurion. For families with more than two children or a combination of children and relatives, friends, dogs or cargo, the extended cabin can offer an extra measure of payload and flexibility over four-place models.

The Saratoga is a hit with most passengers for many of the same reasons that large, three-row SUVs are popular. People love a little extra space in which to stretch out and the Saratoga’s club seating arrangement forms a living-room-like conversation pit that many find comfortable.

This 1998 Saratoga has 1,960 hours on the airframe, and 91 hours on its engine following an overhaul in 2018. The panel includes a Garmin G500 touchscreen PFD and MFD with traffic and weather displays, Garmin GTN 750 with Intellivoice Command, King KFC 150 autopilot, and JPI-700 engine monitor.

Pilots looking for a family or utility aircraft with a roomy cabin that can accommodate up to six people or lots of cargo should consider this 1998 Piper PA-32R-301 Saratoga SP, which is available for $473,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Piper Saratoga Avionics Install: Part 1
• FLYING Magazine: The Practical Endurance of the Piper Cherokee Six
• Plane & Pilot: Piper Pillán: A Saratoga With Top Gun Dreams
• Plane & Pilot: Piper Saratoga II TC: It‘s All About Comfort
• The Aviation Consumer: Used Aircraft Guide: Piper Saratoga/Lance

The post This 1998 Piper PA-32R-301 Saratoga SP Is a Roomy, SUV-Like ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2001 Beechcraft A36 Bonanza.

The Beechcraft Bonanza was a hit from its early days in the late 1940s. Compared with the fabric-covered GA aircraft that were common at the time, the all-metal, V-tail Bonanza must have looked almost like a spaceship. The attractive design evolved for decades, but for many customers the arrival of the A36 represented a breakthrough. With a stretched fuselage and six seats in a club configuration, the airplane offered passengers flexible seating or could carry lots of cargo instead of people. The first 36-series Bonanzas hit the market in 1968, and the model is still sought-after.

This A36 has 1,681 hours on the airframe, 690 hours on its Continental IO-550 engine, and 358 hours on its Hartzell propeller since overhaul. Inside its air-conditioned cabin, the aircraft’s updated panel includes Garmin G500 TXi 10 landscape displays with SVT, Garmin G600 autopilot with yaw damper, Garmin GTN 750 TXi and GTN 650 TXi touchscreen nav/comms, GTX 345R transponder, GTS 800 traffic advisory system, and more.

Pilots in the market for a fast, capable piston single with a large cabin suited for family travel or business use should consider this 2001 Beechcraft A36 Bonanza, which is available on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Hartzell Earns STC for Three-Blade Bonanza Propeller
• FLYING Magazine: ABS Air Safety Foundation Announces the BEST in Beechcraft Pilot Training
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• The Aviation Consumer: Beechcraft Bonanza 36

The post This 2001 Beechcraft A36 Bonanza Is ‘AircraftForSale’ Top Pick for Family and Business Travel appeared first on FLYING Magazine.