Beechcraft Never Stopped Making the Bonanza. Here's What 2,000 Sales Tell You About What to Pay.

The Beechcraft Bonanza has been in continuous production since 1947. No other piston aircraft comes close. The V-tail ran from 1947 to 1982, accumulating a reputation — deserved or not — for structural drama and an aerobatic nickname it never shook. The straight-tail arrived in 1968 and quietly became the dominant variant: a six-seat, 200-knot, IFR-capable piston single that pilots bought because it was simply the best aircraft of its kind.

The G36 Bonanza is still in production today. Textron Aviation continues to deliver new examples, making it the longest-running certified general aviation aircraft in history. The waiting list for a new one runs to years. The used market, however, is deep and well-supplied, with everything from 1968 originals to near-new examples trading regularly.

We've tracked more than 2,000 straight-tail Bonanza transactions — A36, G36, B36TC, A36TC, F33A — across Sprinkle's marketplace. Here's what the market actually looks like.

The Straight-Tail Family: Which Variant Is Which

Beechcraft's straight-tail Bonanza line is more complex than most buyers realise. Understanding the variants matters because they share an airframe but diverge significantly in engine, equipment, and value.

Model 36 (1968–1969): The original straight-tail. Four-seat interior with club seating, IO-520-B engine rated at 285 hp, and none of the refinements that followed. A short-lived variant with modest numbers — roughly 184 built — and prices reflecting their age. Median sale price from our data: around $290,000.

A36 Bonanza (1970–2005): The backbone of the Bonanza market. Beechcraft progressively updated the A36 over 35 years — cabin length grew, gross weight increased, and the IO-550-B eventually replaced the IO-520. Six seats became standard. Nearly 2,400 were built. When most pilots say "Bonanza," they mean this one.

F33A Bonanza (1970–1994): The four-seat variant with a shorter fuselage. Lighter, slightly cheaper to operate, and often more affordable to buy. Popular with single-pilot IFR operators who don't need the back seats. Median sale price: $230,000.

A36TC Bonanza (1979–1985): Turbocharged variant using a Lycoming TIO-520-UB engine. Maintains sea-level performance to higher altitudes — useful in the mountain states but adds maintenance complexity. Median sale price: $322,000.

B36TC Bonanza (1982–2000): The Continental TSIO-520-UB turbocharged variant. Larger fuel capacity (102 USG vs 74 USG), better climb performance, and more range than the naturally aspirated A36. Considered by many the best balance of performance and practicality in the straight-tail line. Median sale price: $400,000.

G36 Bonanza (2006–present): The current production model. Continental IO-550-B engine (300 hp), flat-rated for better longevity, Garmin G1000 avionics suite standard from delivery, and a modern interior that finally put the Bonanza's cabin on par with competing aircraft. The G36 is a different ownership proposition from an older A36 — avionics are current, airframe hours are manageable, and residual value holds well. Median sale price: $699,000.

→ Browse current Beechcraft Bonanza A36 listings on Sprinkle

What the Market Actually Looks Like

Our transaction data covers 2,000+ straight-tail Bonanza sales. These are real completed transactions, not asking prices. The picture by variant:

Variant	Sales Tracked	Median Price	Middle 50% Range
A36 Bonanza	1,387	$335,000	$245,000 – $445,000
F33A Bonanza	694	$230,000	$180,000 – $289,000
G36 Bonanza	375	$699,000	$595,000 – $815,000
B36TC Bonanza	291	$400,000	$309,000 – $499,000
A36TC Bonanza	162	$322,000	$236,000 – $365,000
Original Model 36	112	$290,000	$235,000 – $429,000

A few things jump out of this data.

First, the A36 range is enormous. The spread from $245,000 to $445,000 represents the same model designation — but a 1973 A36 with 7,000 hours and steam gauges occupies a very different market than a 1999 A36 with mid-time engine and a Garmin 530. Don't buy a model number. Buy an aircraft.

Second, the G36 carries a significant premium and it's earned. G36 buyers are not just paying for fresher hours. They're paying for the G1000 glass cockpit that makes single-pilot IFR genuinely manageable, for the modern fuel system, and for an aircraft that will not require a full avionics overhaul in five years. The $364,000 gap between the A36 median and the G36 median is real money — but so are the avionics upgrades an older aircraft will eventually need.

Third, the B36TC is worth serious consideration. Larger fuel tanks, higher cruise altitude capability, and similar purchase prices to a naturally aspirated A36 make it a compelling choice for high-altitude or long-range missions. Our data shows a median of $400,000 — only $65,000 more than the A36 median, for considerably more capability.

What Year of Manufacture Does to Price

For A36, B36TC, and G36 variants combined, here's what production decade does to median transaction price:

Production Era	Median Sale Price	Typical Airframe Hours
1968–1979	$242,500	High (4,000–8,000+)
1980s	$310,000	Medium-high
1990s	$405,000	Medium
2000s	$545,000	Lower
2010s	$795,000	Low–medium
2020s	$1,095,000+	Very low

The jump from 1990s to 2000s pricing is largely explained by avionics. A 2002 A36 was often delivered with partial glass or GPS-nav integration. A 1992 A36 was more likely equipped with steam gauges. That $140,000 gap is partly airframe value — but partly panel.

→ See Beechcraft Bonanza A36 price history on Sprinkle

How Quickly Bonanzas Sell

Market liquidity tells you a great deal about how a type is perceived. These average days-to-sell figures are from our completed transaction data:

G36 Bonanza: 69 days average — exceptional for an aircraft in this price range
A36TC Bonanza: 70 days average
B36TC Bonanza: 90 days average
F33A Bonanza: 175 days average
A36 Bonanza: variable; newer 1990s–2000s examples move quickly, while high-time 1970s aircraft with deferred avionics can sit considerably longer

The G36's 69-day average is exceptional for an aircraft priced at $600,000–$900,000. Aircraft in that bracket typically sit 120–180 days. G36 demand consistently exceeds supply — there are more buyers looking than quality examples available, which is why prices hold up even as the aircraft ages.

F33A aircraft move more slowly, partly because four-seat Bonanzas compete against a larger pool of alternatives — Cirrus SR22, Diamond DA40, and newer Cessna 182s — and partly because older examples carry deferred maintenance that buyers correctly price in.

→ Browse G36 Bonanza listings on Sprinkle

What to Inspect Before Buying

The Bonanza's long service life means there is a great deal of institutional knowledge about what goes wrong. Any pre-purchase inspection should address the following specifically.

Spar carry-through corrosion. This is the Bonanza's most significant structural concern. The main spar carry-through passes through the fuselage, and if moisture gets in — particularly in aircraft hangared in humid coastal environments or operated with inadequate belly drainage — it corrodes. Repair costs range from expensive to prohibitive. FAA AD 2012-16-08 requires repetitive inspections, but compliance does not guarantee the spar is clean. Have an A&P with specific Bonanza experience pull the belly panels and inspect the carry-through directly.

Continental IO-520/IO-550 cam and lifter wear. The Continental flat-six in naturally aspirated A36s is reliable and well parts-supported, but it is susceptible to cam and lifter spalling if the aircraft has sat inactive for extended periods. Low hours on a seldom-flown aircraft is not a selling point — ask how many hours per month the engine has been running. A borescope inspection and oil analysis history are essential.

Landing gear system. The Bonanza's electrically actuated retractable gear is robust but requires regular rigging checks and actuator inspection. Gear collapses are rare but not unknown, typically traced to microswitch failure or deferred maintenance. Request the full gear inspection history and ask when the actuators were last overhauled.

Avionics age on pre-2000 aircraft. Older radios and first-generation EFIS installations are nearing the end of their serviceable life. A well-equipped 1995 A36 may look attractive at $380,000, but $25,000–$50,000 of avionics work in the next five years changes that calculus significantly. Budget for what you see, not just what you're buying.

Wing tip tanks. Many A36 owners added tip tanks to extend range. These are popular and generally well-engineered STCs, but they add weight, affect fuel balance management, and require specific inspection at each annual. Confirm any tip tank installation has a current, properly documented STC and appropriate logbook entries.

Running Costs: What to Budget

Ownership economics for an A36 with IO-550-B engine, flown approximately 100 hours per year:

Engine overhaul reserve: The Continental IO-550-B has a manufacturer's TBO of 1,700 hours. A factory overhaul runs $35,000–$45,000. Budget approximately $25–$30 per flight hour toward engine replacement.

Annual inspection: Plan $3,500–$6,000 for a straightforward annual on a well-maintained aircraft. Add contingency for squawks — budget $8,000–$12,000 total if the aircraft hasn't had consistent recent maintenance.

Fuel: The IO-550-B burns approximately 14–15 USG per hour at cruise power settings. At current avgas prices, that's roughly $85–$100 per hour in fuel alone.

Insurance: A single-pilot owner with 500+ hours and an instrument rating can typically insure an A36 for hull value at around $6,000–$9,000 annually. G36 hull premiums run higher, typically $9,000–$15,000, reflecting higher replacement values.

Hangar: Varies enormously by location. Budget $3,000–$8,000 annually at a typical US general aviation airport.

All-in ownership cost at 100 hours per year: roughly $35,000–$50,000 annually for a well-maintained naturally aspirated A36, excluding major repairs or avionics upgrades.

→ Find B36TC Bonanza listings on Sprinkle

The Bottom Line

The Bonanza straight-tail is the benchmark against which every other six-seat piston single is measured. It's fast, comfortable, IFR-capable, well-supported by an active type club in the American Bonanza Society, and — in G36 form — still in production with current avionics and a modern interior.

The A36 market is mature and well-understood. Prices are stable. Parts are available. The type's weaknesses are documented and, critically, inspectable before purchase. A buyer who does proper due diligence, engages a Bonanza specialist for the pre-purchase inspection, and budgets realistically for running costs will find very few surprises.

The aircraft that pilots buy when they can afford to own whatever they want is, very often, still a Bonanza.

→ Search all Bonanza listings on Sprinkle — A36, G36, F33A and B36TC