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15 Feb 2025, 05:15 [ UTC - 5; DST ]


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 Post subject: FS: '73 A36 Bonanza with 100k$ avionics upgrade and more
PostPosted: 07 Nov 2024, 15:03 
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Joined: 10/27/21
Posts: 49
Post Likes: +34
Company: Bella Macchina Bvba
Aircraft: bonanza a36
Meet OO-AYZ, a beautiful 1973 Beechcraft A36 Bonanza with many upgrades that famously flew twice an around-the-world race (and twice Paris – Singapore – Paris), before planes were made of plastic and had parachutes ...

If you would like to be able to fly comfortably for three hours plus reserve with 6 adults... Read on!

This cross-country tiptanked IFR real 6-seater beauty is upgraded to a 300HP IO-550 and was just treated to a 100k USD avionics upgrade. I am the sole owner and selling as I am looking to upgrade to a pressurised single.

Open to offers from 275k USD

Key data:

Airframe: only 3587 hours since new
Engine: 817 hours on FACTORY NEW (not rebuilt) CONTINENTAL IO-550-B
Propellor: 35 hours since overhaul this year on McMauley 3 blade electrically deiced prop
Interior: renewed by the previous owner with beautiful and supple beige leather
Exterior: beautiful ‘classic’ paintscheme (not the original paint)
Maintained under CAMO, based EBAW in Belgium, Europe, all AD’s complied with
Avionics: this year, 2024, 100k USD upgraded completed to full glass:

GARMIN G3X primary display with synthetic vision (with AHARS), terrain, ...
Smart Glide switch
GARMIN GFC500 digital autopilot with pitch trim and envelope protection
GARMIN GTN750XI WAAS nav 1/com 1 (with Magnetometer, OAT probe)
GARMIN GNS430 nav 2/com 2 (rebuild in 2022)
GARMIN GMA340 Audio panel
GARMIN GTX330 Transponder (controlled remotely or directly)
GARMIN G5 backup, plus second GARMIN G5 for copilot, 2x with backup battery, flush mounted
EDM930 engine parameters (6 EGT, 6 CHT, ...) and fuel quantity display, flush mounted
WX-8 stormscope
Pneumatic conventional altimeter as second backup
Propeller deice AMP meter

The avionics upgrade yielded 60+ kg gain in removed equipment, obsolete wiring, ... Gone are the complete vacuum system (and its maintenance), the gyro compass system, the flux valve, the heavy and expensive-to-repair KFC200 autopilot servo’s, ... The complete aircraft was “cleaned-up”.

Upgades:

15 gallon (60 liter) D’Shannon tiptanks: 104 USG / 395 liter fuel capacity, uprated MTOW
Electrically deiced propellor
Electric pitch trim on the yoke
GAMI injectors
D’Shannon cooling air baffles
Main landing gear auxiliary ligths
Aileron and wing flap gap seals
Brackett air filter
LED taxi light
Vortex generators (I tested stall speed as low as 46 kts IAS with flaps and gear down)
Dual controls, copilot PTT switch
Copilot brakes
Repeater landing gear position lights
Glovebox in the dashboard and handy storage box on the floor between pilot and copilot for checklists, bottles etc, and headsets when parked.
Dashboard (glareshield) newly recovered
6 position headset input/output plugs for 2 crew and 4 pax
Air scoop on pilot’s side window
Sunvisors
12V outlet on dash and between pilot seats
Sunscreens for all 9 windows
Control lock
All fltlogs from new

Always hangared
All AD’s and bulletins performed
3 new tires
Alternator new from 2022

Bought new by first owner in Germany. Second owner was a famous Belgian surgeon who entered the airplance twice in the Around-the-world race (It ended sixth in one of them), and twice in a race Paris-Singapore-Paris race. Third (previous) owner was 82 years when I bought the aircraft from him, but he still used it regularly. I am a retired Boeing and Airbus captain and the fourth owner. Nobody flies the plane but me.

Being an earlier airframe, this plane is lighter than some new versions of the A36. This means that I can fly the 3 hour trip from North of Belgium to South of France with my family of six: the wife, 2 adult childeren and their 2 partners. Yes, 3 hours plus reserve with 3 ‘normal’ males and 3 ‘normal’ females: a real 6-seater.

Here are the data to prove it (airplane weighed in 2024):

Empty weight: 1056 kg / 2328 lbs
Max ramp weight: 1720 kg / 3792 lbs
Payload: 664 kg / 1464 lbs
Payload with full wing tanks (280 liters / 74 USG): 463 kg / 1021 lbs
Payload for 3 hour flight + 1 hour reserve = six 88 kg / 194 lbs adults with their small luggage
(since with 190 liters / 50 USG the payload is 528 kg / 1164 lbs)

The tiptanks come in handy when flying to places with cheap fuel, like the Channel isles of Jersey. Filling up with 395 liters / 104 USG of fuel (allowing maybe 8h30 and 1300 NM of flying, if you want it!) still yields 342 kg / 754 lbs of payload or four 85kg / 187 lbs adults.

As I matter of fact I often fly without the 4 cabin seats (gaining another 29kg / 64 lbs of payload in the process), which turns this aircraft in a flying (luxury) pickup truck, carrying two large electric mountain bikes (or for that matter 250 bottles of french wine). Taking the 4 seats out is a one-minute affair. These are memorable trips: flying to a small mountain airport in the Alps or Pyrennees and getting out two big mountainbikes (yes the batteries are in a fire-proof box). Forget rental cars or public transport - more difficult to do that in a Cirrus...

Only thing she does not have is the aft baggage compartment. If you really want it I might have the STC modification done next january, we can talk about that.

I climb WOT / 2500 RPM / full rich and cruise 23”MAP or WOT / 2300 RPM / LOP. I am not interested in gaining 4 minutes on a 2 hour flight but more in the health of my engine. I NEVER allow a CHT to go above 200 degrees Centigrade / 392 degres Farenheit.
The comments on the last oil analysis report (Blackstone laboratories in Fort Wayne, IN, USA) read: ...it appears this engine is being flown and maintained with care. Looks like a nice IO-550.

The vernier-style throttle, prop and mixture controls permit very fine tuning

Typical eco cruise fuel consuption is 41-42 liter/hour or 11 GPH

This A36 is of course fully IFR certified for ILS, WAAS RNAV (or other) approaches which the GFC500 autopilot will fly perfectly stabilised down to the LVP minima.

I find the GFC500 to be an absolute delight. It is like the Airbus A320 autopilot I flew. Its envelope protection is a nice safety feature, as is the “LVL” button which will immediately put the plane straight and level should one mess up somehow... The SMART GLIDE switch when activated will automatically engage the autopilot to fly to the nearest suitable airport at best glide speed in case of engine failure. Modes are controlled from the autopilot control panel or the G3X. The G3X takes care of the altitude encoding for the transponder. There is a Go Around switch on the panel next to the throttle and also on the yoke.

One can transfer and scroll through saved comm frequencies with switches on the yoke. So save your home base ATIS, GRD, TWR, DEP, APP, ... frequencies once in the GTN750 XI and then switch and transfer frequencies without taking your hand from the yoke. Handy!

I also like the GARMIN G5’s a lot, it too is really a scaled down version of the Airbus primary flight display. One can change QNH or HDG on the G5 or on the G3X and it will automatically change on all displays. Autopilot modes display on all 3 AI’s. The copilot’s G5 can be switched to HSI presentation if desired.

One of the nicest things of the G3X, apart of the synthetic vision, the terrain awareness, the endless configuration possibilities, and the control of frequencies directly from the screen I find to be the lightning quick bluetooth transfer of info from/to my Ipad (I run Foreflight) to the panel. Construct and file a long IFR flight plan at home, and transfer it in the blink of an eye to the G3X and thus the GTN750XI. Inflight, any changes made on the routing are immediately transferred to your Ipad and vice versa.

I do my IR check on a Diamond DA42 simulator with a GARMIN G1000 non-touch screen, what an absolute horror. Push, turn, push, the large knob, no, the small knob, turn, no push, no, it was enter, oh dear... the G3X / GTN750XI combination is totally in another universe regarding user-friendlyness.

So there she is, my well maintained and low-hours A36. She will carry 6 people or any cargo that goes through the cabin doors and fly economically all day in VMC or IMC, without surprises. Contact me on tom.fabienne@gmail.com................. or +32 479 235493 (I am on UTC + 1) if you are interested and serious about it. It will be my pleasure to tell you more about this unique aircraft.

Tom

PS We can always talk about / help bringing the aircraft to the USA and/or changing the transponder for an ADSB-compliant unit should an American buyer be interested.


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Last edited on 04 Jan 2025, 06:52, edited 3 times in total.

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 Post subject: Re: FS: '73 A36 Bonanza with 100k$ avionics upgrade and more
PostPosted: 07 Nov 2024, 16:38 
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Joined: 10/15/17
Posts: 837
Post Likes: +507
Location: DFW
Aircraft: F35
Wow Tom, if that was US based it would sell like hot cakes. Perfectly equipped with radios, avionics, and IO550. Coupled with the low weight of the early A36 models it makes a great performer. Those are the reasons I ended up with a 71 model.


Good luck with the sale!


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 Post subject: Re: FS: '73 A36 Bonanza with 100k$ avionics upgrade and more
PostPosted: 10 Nov 2024, 17:49 
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Joined: 12/27/15
Posts: 181
Post Likes: +12
Company: Washington Wealth Management
Location: Coeur d’Alene Idaho/Indian Wells Ca
Aircraft: Backcountry 182
Sent email
Bpiro@ msn.com


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 Post subject: FS: '73 A36 285000$, new 100k$ GLASS (GFC500,G3X GTN750XI,G5
PostPosted: 24 Jan 2025, 04:37 
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Joined: 10/27/21
Posts: 49
Post Likes: +34
Company: Bella Macchina Bvba
Aircraft: bonanza a36
OO-AYZ is still for sale, after 2 "buyers" waisted their and my time: (two Romanians who signed the purchase agreement but never came to see the plane and wanted to pay everything in 500€ notes of cash, and a chief pilot from San Diego)...

So, for our American friends, here is some information.

1. OO-AYZ will be sold with a fresh annual, due end of january 2025;

2. My maintenance organisation, STYL Aviation, in Antwerp, can put OO-AYZ on N-registration for you. They have done this many times before and are experienced. EASA regulations are in general stricter than FAA so this is a straightforward process;

3. I offer to make OO-AYZ ADSB out compliant at my cost should an American buyer opt to make the purchase;

4. OO-AYZ is based in Antwerp, Belgium, EBAW, where it is in a secure hangar, and can stay there safely (300€ per month) after a purchase until the N-reg is complete and the window is there for the ferry to the US;

4. I have ferry pilots as friends and can put an interested party in touch. Or, look on your side for a pilot, who can come over and fly the plane to the US. For the ferry, at your cost, with the 400 liters fuel capacity, no need for a ferry tank, with careful planning the trip can be made in just 4 (or even 3!) flights from Belgium all the way to Gander. I might even accompany the ferry pilot on the trip, changes from the 150+ Atlantic crossings I did as Airbus ACJ captain;

5. Sale price is 269.500€, you can convert this to USD. Plane does not leave EBAW unless money is received :-)


I hope this answers the many questions I get from our American friends!

cheers,

Tom

+32 479 235493 (UTC + 1)


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