Beechcraft Bonanza G36 (2006-present)

This page's specifications describe the Utility Category, 3,650 lb G36 -- serials E-3630, E-3636 thru E-4020, E-4022 thru E-4146, approved 2 November 2005. That is the configuration the used market is actually made of. A heavier Normal/Utility Category, 3,805 lb configuration was approved 28 September 2022 for serials E-4021 and E-4147 onward -- the current new-production airplane -- and is recorded in the Variants table below with its own figures rather than blended into this page's frontmatter.

The 2006-present Beechcraft Bonanza G36 is the current production A36 with Garmin G1000 glass cockpit and GFC 700 autopilot. Mechanically, the G36 is essentially an A36 (IO-550-B 300 HP, club seating, 6 seats) with a modern panel and refined production quality -- see Beechcraft Bonanza 36 and A36 for the pre-2006 airplane it replaced. The G1000 NXi upgrade arrived in 2014, adding faster processing, modern graphics, ADS-B integration, and VNAV capability.

Production continues at modest volumes, making the Bonanza G36 one of the few certified GA piston singles still in active production. The G36 occupies the premium 6-seat single-engine market. Direct competitors include the Cirrus SR22T and the Mooney M20 Ultra. For buyers prioritizing 6-seat club seating and cargo capability over speed, the G36 is the premium choice.

Step 1 of docs/CATALOG-SPLITTING-RULE.md does not fire between the two G36 weight blocks -- same certificate section, same engine, same seats, same gear. Step 2's 15% gross-weight threshold does not fire either (4.2%). They stay one page, and this page's frontmatter describes the Utility Category airplane because that is nearly the entire used-market fleet; the heavier configuration is a handful of years old.

Against the A36: same engine, same weight class, same certificate family (3A15) but a different section. The G36 is functionally "the A36 with G1000 from the factory" -- see Beechcraft Bonanza 36 and A36 for the full pre-2006 production history, serial breaks and STCs, which mostly carry forward unchanged.

176 KTAS cruise at 6,000 ft, Max. Cruise Power (25 in. Hg or full throttle @ 2,500 rpm) -- identical in both the February 2015 and June 2022 Beechcraft/ Textron specification sheets, seven years apart. Service ceiling 18,500 ft at this weight.

No range or fuel-burn figure is stored, and that is deliberate. Both specification sheets publish a range figure ("Maximum Ferry Range", 910-920 nm depending on the document) computed at "Max. Range Power" -- a slower, more economical, unstated setting -- not at the 176-knot cruise speed above. Storing them together would repeat, on this page, the exact cruise/range mismatch the beech-a36-bonanza rewrite already found and corrected once on the sibling page. Neither document publishes a fuel-burn figure at any setting. The POH named on the certificate for this serial block (P/N 36-590002-71) was searched for and not retrieved this session -- see the validator_exempt entries.

Real-world cross-country with club seating (seats 3/4 rear-facing, seats 5/6 forward-facing) remains the G36's core mission -- see the payload discussion on the A36 page, which applies essentially unchanged given the near-identical useful load and cabin.

The G36 panel evolved through two distinct generations:

The G1000 NXi adds significant capability over the original G1000:

• VNAV (vertical navigation)
• Modern graphics and faster processor
• Native ADS-B In/Out
• WAAS GPS approach support refinements
• Surface watch and approach guidance enhancements
• Connectivity (Garmin Pilot, FlyGarmin)

Most G36 buyers prefer the 2014+ NXi panel due to these enhancements. Pre-NXi G36s (2006-2013) typically trade below equivalent NXi-equipped examples.

The IO-550-B is a 550 cubic inch, six-cylinder, fuel-injected Continental engine producing 300 HP at 2,700 RPM. TBO 1,700 hours. This engine replaced the IO-520-B/BA in 1984 production A36 and has been the standard A36/G36 engine since.

The IO-550-B is widely considered the most reliable Continental 540-series ever produced -- improved cylinder head design, refined oil cooling, and decades of refinement. Field overhaul: $45,000–$55,000. Factory reman: $55,000-$70,000.

All three price fields are ASKING prices, retrieved 2026-09-10 and recorded in raw/market/market-bonanza-g36-2026-09-10.md -- Controller.com's own structured listing data (24 priced listings, $549,900-$1,150,000) and Hangar67's twelve-month G36 group report (22 listings, average $772,130). Vref and the Aircraft Bluebook were not reachable, same finding as the A36 page: both sell values by subscription.

The observed band mixes both weight configurations. A handful of 2023-2024-model, 3,805 lb Normal/Utility airplanes sit among the highest priced listings on both sources (e.g. a 2024 example at $1,130,000 on Hangar67), pulling the top of the range above what a typical pre-2022, 3,650 lb Utility Category G36 -- the airplane this page's specifications describe -- actually commands. Not corrected for here; a buyer shopping the low-to-mid part of the stated band is shopping the airplane this page describes.

What moves the price within the G36 line:

• Panel generation. G1000 NXi (2014+) commands a real premium over the original G1000 (2006-2013).
• Weight configuration. The 2022+ Normal/Utility, 3,805 lb airplanes are new-production and price accordingly -- see the Variants table.
• Engine time, per reference/engine-overhaul-pricing.md.
• Turbo-normalized examples (Tornado Alley) appear as their own market segment on both aggregators.

See Aircraft Valuation Methodology.

G36 pre-buy is straightforward compared to vintage Bonanzas -- the airframes are post-2006 and well-supported -- but specific items to verify:

1. G1000 version and database currency: Verify G1000 software version, navigation database subscription status, and any pending Garmin service bulletins.
2. GFC 700 autopilot operation: Verify all autopilot modes function correctly during pre-buy test flight. GFC 700 repair is specialized.
3. Engine cylinder compression and oil consumption: IO-550-B is robust but mid-time aircraft should be verified.
4. Service bulletin compliance: Beechcraft issued several service bulletins for late 2000s/early 2010s G36s; verify all are complied with.
5. Cargo door operation and seals: Right-side cargo door is unique to A36/G36; seals deteriorate over time.

No V-tail AD applies here, same as the A36 -- AD 94-20-04 R2 (ruddervator) names only 35-series models. AD 95-04-03 (wing front spar carry-through) applies to "33, 35, and 36 Series Airplanes" per the FAA's own AD index cited on the A36 page and should be checked at pre-buy the same way.