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Beechcraft · 1958–1964

Beechcraft Bonanza 35 J-S Middle V-Tail (1958-1964)

v-tailbonanzaretractablelow-wingcross-countryhigh-performanceComplexfastclassicvintage
Beechcraft Bonanza 35 J-S Middle V-Tail (1958-1964)i

Specifications

Performance

Cruise

168KTAS

Range

700nm

Climb

1100fpm

Ceiling

19,000ft

Fuel Burn

13.5gph

Fuel Cap.

80gal

MPG

14.3mpg

Stall (Vs0)

52KIAS

T/O roll

950ft

Ldg roll

590ft

Size & weight

Seats

4

Useful Load

1350lbs

Full-fuel payload

870lbs

Max gross

3,300lbs

Wingspan

33.5ft

Length

25.2ft

Engine

Engine

Continental IO-470-N

Power

250hp

TBO

1,500hrs

Overhaul

$48k

Owning it

Hull insurance

$2k/yr

Parts

good

Mechanics

common

Gear

Retractable

IFR

Yes

Category

certified

Full specification

V-speeds

Vne196 KIAS
Vno167 KIAS
Va134 KIAS
Vs164 KIAS
Vx82 KIAS
Vy100 KIAS
Best glide100 KIAS

Airframe

Empty weight
1,950 lbs
Max fuel weight
480 lbs
Height
6.6 ft
Wing position
low

Obstacle performance

Takeoff over 50 ft
1,650 ft
Landing over 50 ft
1,300 ft

Paperwork

Type certificate
A-777
Certification basis
CAR 3

These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.

Pricing

Typical

$95k

Range

$55k – $145k

Annual all-in

~$29k/yr

All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.

Cost to own — estimate

Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.

100
20300
$6.50
$3$10
Fuel (13.5 gph)
$8,775
Engine reserve
$3,200
Propeller reserve
$175
Maintenance, parts & wear items ($22/hr)
$2,200
Insurance
$1,600–$3,150
Hangar
$5,065–$12,663
Annual inspection (labor only)
$2,500
Databases & subscriptions
$700
Total per year
$28,789
Per flight hour
$288
Miles flown / year (at cruise)
19,333 mi
Cost per mile
$1.49/mi
300 nm
100 nm1,000 nm
Time in the air
1 hr 47 min
Fuel burned
24 gal
Out of pocket
$256

Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.

Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.

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Strengths

  • 168 KTAS cruise with 250 HP IO-470-N — fastest in middle-era V-tail lineup
  • Best-flying V-tail ever produced — light controls, balanced harmony, moderate gross weight
  • Fuel injection standard — carburetor ice elimination, better high-altitude performance
  • Value sweet spot — meaningfully faster than early Bonanzas, $20k–$40k cheaper than S35

Weaknesses

  • 65+ year-old Continental IO-470 cylinders prone to cracking — borescope inspection essential
  • Two critical V-tail tail-attach ADs (94-20-04, 91-22-04) require documented compliance verification
  • Partial or missing logbooks common — major-event continuity (engine SMOH, prop overhaul) difficult to verify
  • Aged magnetos on infrequent-use aircraft develop internal corrosion

Overview

The 1958-1964 Beechcraft Bonanza J35 through S35 series represents the middle era of V-tail Bonanza development -- between the original 1947-1957 "early" Bonanzas (35 through H35, generally 196-225 HP) and the late V35/V35A/V35B (1966-1982). This era saw the transition from 225 HP to 240/250 HP Continental IO-470 engines, gradual gross weight increases (2,950 → 3,300 lbs), and refined avionics integration. Approximately 4,000 examples were produced across the seven-year run.

This middle era is the value sweet spot of the V-tail Bonanza market -- meaningfully faster and more capable than the early Bonanzas, but at significantly lower pricing than V35B examples (which command premium pricing due to 285 HP IO-520 power, late production, and "last V-tail" status).

Variants & History

Variant Breakdown by Letter

VariantYearsEngineHPMax GrossNotes
J351958Continental IO-470-C2502,950First fuel-injected Bonanza
K351959Continental IO-470-C2502,950Refinements
M351960Continental IO-470-C2502,950Refinements
N351961Continental IO-470-N2603,125+10 HP, gross increase
P351962-1963Continental IO-470-N2603,125Major refinements
S351964Continental IO-520-B2853,300IO-520 introduction, gross to 3,300

The S35 (1964) is the first 285 HP Bonanza and effectively the prototype for the V35B engine configuration. S35 pricing trades closer to V35 levels than to earlier J-P variants.

Distinguishing Features (vs Early Bonanzas and V35)

FeatureEarly 35-H35 (1947-1957)J35-S35 (1958-1964)V35/V35A/V35B (1966-1982)
EngineContinental E-185-1/E-225/O-470IO-470-C/N (J-P) / IO-520-B (S35)IO-520-B/BA
HP165-225250-285285
Fuel systemCarburetorFuel injection (J35+)Fuel injection
Max gross2,650-2,900 lbs2,950-3,300 lbs3,400 lbs
Useful load~900-1,150 lbs~1,200-1,350 lbs~1,294 lbs
Cruise152-165 KTAS165-170 KTAS172 KTAS
Avionics eraPre-modernMid-modernModern

The J35 Fuel-Injection Transition

The 1958 J35 was the first fuel-injected Bonanza -- Continental's new IO-470-C replaced the carbureted O-470. This transition was driven by:

  • Better high-altitude mixture management
  • Elimination of carburetor ice
  • Smoother running
  • Marginal fuel economy improvement

Fuel injection has been standard on all Bonanzas since. The J35 transition is often referenced as the "modernization" point in the V-tail Bonanza line.

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Performance

168 KTAS cruise at 7,500 ft (75% power), 1,100 FPM climb at gross, 13.5 GPH. Service ceiling 19,000 ft. Range with reserves at 80 gallons: 700 NM at economy cruise.

The middle-era V-tail Bonanzas are notably light on the controls compared to later V35s -- many V-tail enthusiasts consider the M35/N35/P35 to be the best-flying V-tails ever produced. The combination of moderate gross weight, ample power, and balanced control harmony is hard to beat.

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Valuation Factors

ConditionPrice Range
Project / needs engine$40,000-$60,000
Flying but tired (J35-M35)$55,000-$85,000
Well-maintained (N35-P35)$80,000-$120,000
Well-maintained S35 (IO-520)$100,000-$145,000
Restored / IO-550 upgraded$130,000-$185,000

S35 (1964) examples trade $20,000-$40,000 above J35-P35 examples due to the IO-520 engine and 3,300 lb gross weight. Late P35s (1963) trade close to S35 levels.

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ADs & Common Problems

V-tail Bonanza universal concerns apply. J35-S35-specific:

  1. Bonanza V-tail tail attach AD compliance: AD 94-20-04 (forward bulkhead inspection) and AD 91-22-04 (V-tail fork inspection) apply to all V-tails. Verify compliance.
  2. Continental IO-470 cylinder condition: 65+ year-old IO-470 cylinders can crack. Borescope inspection essential.
  3. Magneto condition: Aged magnetos on infrequent-use aircraft can have internal corrosion.
  4. Logbook completeness: 60+ year-old aircraft often have partial logbook losses. Verify continuity of major-event records (engine SMOH, prop overhaul, ADs).
  5. Bonanza Society participation: Aircraft with documented Bonanza Society pre-buys and ADs-complied paperwork command premium pricing.

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