Year 1969

Make Beechcraft

Model V35A

Registration C-GIRR

Serial D8883

Airframe 5588.9 TTSN
Aircraft is ALWAYS HANGARED and ALWAYS left full of fuel to protect the fuel bladders from oxidation.

• Canadian Logbooks since Import, April 1975 @ 1537.6 TTSN
• 5 Seats, Rear Child Seat not installed, original upholstery.
• NEW Left and Right Eagle Fuel Bladders installed March 20, 2009 @4925.0 TTSN
• NEW Fuel Finger Strainers installed March 20, 2009 @ 4925.0 TTSN
• FCBC 1000 Locking Fuel Caps installed January 27, 2011 @ 5086.2 TTSN
• Performance Aero Cowl Door Kit #077, June 16, 2015 @ 5311.5 TTSN
• Performance Aero Alternator Blast Tube Kit #068, June 16, 2015 @ 5311.5 TTSN
• ACF 50 Full Anti-Corrosion Treatment  February 12, 2018 @ 5382.4 TTSN
• Marsh Bros. Landing Gear Bushing Kit STC, April 14, 2022 @ 5517.2
• O/H Boost Pump #4140-00-039NV, April 01, 2025 @ 5587.3 hrs

Engine Continental IO-550B,  D’Shannon STC, 1517.6 SFactory Reman, April 1994

• 6 X NEW RAM Cerminil Cylinders Oct 10, 2005 @ 832.6 engine hrs
• O/H Engine Driven Fuel Pump Dec 18, 2012 @ 1081.1 engine hrs
• All NEW Spark Plugs February 19, 2019 @ 1339.2 engine hrs
• B & C Standby Alternator BC410, January 20, 2020 @ 1374.7 engine hrs
• Left and Right Magnetos O/H April 2022 @ 1445.9 engine hrs
• Reiff Turbo XP Engine Pre-Heat Kit w/ Oil Sump and Cylinder Bands, April 14, 2022 @ 1445.9 engine hrs
• Challenger Permanent Oil Filter STC, April 17, 2023 @ 1467.4  engine hrs.
• Alternator O/H, January 20, 2024 @1018.1 engine hrs.
• NEW Mixture Control Cable, April 8, 2024 1497.8 engine hrs.
• NEW McFarlane Vernier Throttle Cable, April 30, 2024 @ 1499.0 engine hrs.
• Runs Phillips 20W50 X/C with CamGuard at 11 quarts total.  Does not blow or use any oil.

Propeller

• Hartzell 3 Blade, 50.2 SMOH April, 2023 Note: NEW Hub installed, (No Nutcerts)

Annual Inspection April 01, 2025 by Lake Central Air Services, @ 5587.3 TTSN

Avionics

• • Garmin G500 PFD / MFD
  • Garmin 530W  GPS / Nav / Comm
  • Garmin 430W GPS / Nav / Comm
  • Garmin 330 ES Transponder
  • Garmin 340 Audio Panel
  • JPI EDM 900 Primary Engine Display
  • Garmin GFC 500 Autopilot
  • Garmin ALL NEW GFC Autopilot Servos per SB 23024
  • Garmin 796 in Air Gizmo’s Panel Dock
  • NEW Breakers Jan 20, 2020 @ 5446.0 TTSN
  • NEW Panel Jan 20, 2020 @ 5446.0 TTSN  (With Glovebox!)
  • DAVTRON DVOR Indicator
  • Bendix / King KR-87 Digital ADF
  • King KN-65 DME
  • DAVTRON Digital Yoke Timer (Pilot Side)
  • Beechcraft Analogue Clock / Timer (Copilot Side)
  • ACK E-04 406 ELT

Weight and Balance Gross Weight 3400 lbs, B.E.W. 2173.26 @ 79.84″,  Useful Load: 1227.74 lbs, December 16, 2015

Features

• Whelen Wingtip Strobes
• Cleveland Wheels and Brakes STC, Oct 1995 @ 4180.5 TTSN
• NEW Wing Bolts and Hardware, Oct 1995 @ 4180.5 TTSN
• Flap Motor and Transmission O/H, Oct 1995 @ 4180.5 TTSN
• Landing Gear Motor and Actuator O/H Oct 1995 @ 4180.5 TTSN
• BAS Inertia Reel Shoulder Harness in Front Seats, with Sheepskin Padding
• Cabin Door Steward STC, April 2011
• Whelen Parmetheus Plus Landing and Taxi Lights Sept 14, 2017 @ 5376.2 TTSN
• B&C Standby Alternator January 2020 @ 5446.0 TTSN
• Rosen Sun Visor Kit RBB-300-1A April 14, 2022 @ 5517.2 TTSN
• Oregon Aero Sheepskin Front Seat Covers April 14, 2022 @ 5517.2 TTSN
• Oregon Aero Sheepskin Shoulder Harness Covers, April 14, 2022 @ 5517.2 TTSN
• Vertical Card Compass

Items Included

• Custom Tow Bar, 7′, yellow, 1 7/8″ coupler
• Hand Tow Bar, Yellow Striped, fits beside rear seat
• Hand Tow Bar, T Handle, Red
• Survival Kits
• Tools Kit (fits under back seat)
• Spare Parts including spark plugs, fuel injectors etc
• Spare Tow Pin for Nose Gear (in Tool Kit)
• Winter Cooling Baffles, P/N # 35-910277-3
• Dehydrator Kit for engine
• Complete Brittain Autopilot Kit, as removed, in boxes.
• 6 X OEM Continental Steel Cylinders for Overhaul
• AeroCovers Full Sunbrella Cabin Cover
• Arctic Covers Insulated Engine Cover (Rescue Orange)
• Arctic Covers Full Nylon Wing and Tail Covers
• 3 X Headsets
• Cabin Comfort Blanket
• Airline Style PFD’s in Plastic Bags (Out of current inspection)
• 2 X Tie-Down Ratchets
• AeroCovers Insulated Engine Plugs
• Pitot Covers, several
• GATS Fuel Tester Jar
• LED Flashlight / Worklight
• Full Kennon Sun Shield reflective window inserts. (These really work!)
• Parts Manual
• Maintenance Manual
• ABS Landing Gear Rigging Manual
• 3 X Spare Champion 48109-1 Oil Filters (Back-up only as it has Challenger Permanent Oil Filter STC Installed.)
• Spare Static Wick
• Laminated Checklist Booklet
• Several sets of keys, including for the locking fuel caps.

Fuel 80 USG Total / 74 USG Useable

Damage NKDH

The GIRR Story

This fast V-Tail is my personal aircraft that I have owned since April of 2008. Somehow, that became 17 years very quickly!  It has been an honour and a privilege to have flown this beautiful aircraft both VFR and IFR from coast-to-coast in Canada with virtually 100% reliability.  In fact, GIRR was the first aircraft, (by a long shot!), to complete the historic Cross Canada Century Flight in 2009.

Having been around Beechcraft and Bonanza’s my whole life, I knew I had to have a V35A for all the reasons that knowledgeable buyers prefer them… high power-to-weight ratio, high speed, lots of fuel, plenty of Useful Load through a light airframe and for many other reasons.  Since Beechcraft only built the V35A in 1968 and 1969, it took me six years to find this aircraft. I had almost given up.  Once I found D8883, I knew she was “The One!”  It had been owned by a small number of very serious, knowledgeable and deep-pockets owners in Canada since 1975 and had had lots of time, money and maintenance lavished upon it….my kind of airplane!

At Import into Canada in 1975, GIRR was only six years old and had quite low time at 1537.6 hours TTSN.  It was owned in British Columbia and flew all over the West. In 1994, it got the D’Shannon IO-550B engine conversion as well as the Cooling Kit, so it simply NEVER runs hot.  In later years, it was bought by two doctors in Ontario who spent a huge amount of money on upgrades and extensive component renewal.  When the doctors made the error of buying a “plastic airplane with a parachute”, it then went back out to BC for about seven years in the hands of a gentleman and Beechcraft scholar.  When his medical became a bit uncertain, I bought GIRR essentially over the phone, such was the good character of the owner.  When I went to pick the airplane up in Boundary Bay, I found it every bit as good, or better, than I had been told…and it had curtains! (Don’t laugh, they are practical and handy! It’s the first thing my wife noticed when I brought it home!)

As a professional pilot, I needed an aircraft that would get me quickly and reliably to work and, of course, for pleasure too.  Never one to push engines hard, I have typically run it between about 54% and 64% BHP (22.5 ” Hg / 2300 rpm).  This typically yields about 145 KIAS and just north of 150 to 155 KTAS on an astounding 10.5 to 12.5 US gph running 50 degrees LOP.  Make no mistake, this is one VERY EFFICIENT and cost effective aircraft to own and fly.  On a typical trip, because of its relative speed, it is not uncommon to use only a few sips more fuel than a Cessna 172!  And, you’ll be there a lot sooner and much more comfortably!  If you want to buy more gas, this airplane can go a LOT faster!

With me being in the aircraft business, GIRR has never wanted for anything…I don’t want to even see a Snag List, just fix it and send me the bill! That has not always been cheap, but at 10,000 feet on a dark, foggy night is a poor place to start wondering if cutting corners on maintenance was really such a good idea! Is GIRR absolutely perfect? No, it’s not, but it’s also 56 years old and has flown almost 5600 hours. It has excellent bones and has had excellent care and protection every day that I have owned it for over 17 years. It has been cleaned, waxed and polished after every day of flying for the last 24 years.

The panel has received two big upgrades to make it a Glass Panel Bonanza.  It is fully and redundantly equipped for hard IFR, including for loss of RAIM and WAAS from sunspot activity, GPS signal spoofing or flight at Arctic latitudes.  The addition of the GFC 500 was some of the best money I have ever spent on any aircraft, but particularly GIRR.  Hands down, it is the best, simplest and most rock-solid autopilot I’ve ever flown.  It’s as good or better than many airliners and totally bulletproof.  It recently got all of the servos replaced under Warranty through the Garmin Service Bulletin. No difference in performance is observable in terms of handling or control with the new servos but they should last pretty well forever now!

It is time to retire, and I have things to do that no longer require my Bonanza. I’m just not flying it as much as it should be flown, and I have run out of places that I need to go.  As a result,  I am looking for a solid, responsible, respectful, knowledgeable steward who will enjoy owning and flying GIRR as much as I have these past many years. If you feel you’re the right person to go forward with C-GIRR, let’s have a chat and see where it goes from there!

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