Beechcraft G36 Bonanza (G1000) — Instrument Checkride Guide

What endorsements are required to act as PIC of the G36 Bonanza?

Two separate endorsements are required before you may act as PIC of a G36 Bonanza, and the DPE will verify both before your checkride begins.

The first is the complex aircraft endorsement under 14 CFR 61.31(e). A complex aircraft is one that has all three of the following: retractable landing gear, a constant-speed propeller, and wing flaps. The G36 has all three. The endorsement is a one-time logbook entry from an authorized instructor confirming that you received and logged ground and flight training in a complex aircraft and are proficient in its operation.

The second is the high-performance aircraft endorsement under 14 CFR 61.31(f). Any aircraft with an engine of more than 200 horsepower requires this endorsement. The Continental IO-550-B installed in the G36 produces more than 200 hp, placing it firmly in this category. Like the complex endorsement, it is a one-time logbook entry from an authorized instructor.

Neither endorsement expires. Bring your logbook to the checkride — the DPE will locate both entries before proceeding.

What IFR-relevant systems does the G36 Bonanza have?

The G36's IFR profile is shaped by three systems that distinguish it from simpler training aircraft: the fuel-injected engine, the retractable gear, and the G1000 avionics suite that eliminates the vacuum system entirely.

Fuel injection. The Continental IO-550 is direct fuel-injected — no carburetor, no carburetor heat control. Carburetor ice is not a G36 concern, but the fuel-injection system introduces its own considerations: hot-start procedures differ from carbureted engines, and vapor lock is possible on a hot engine that has been shut down briefly. Know your engine's start abnormals.

Retractable gear. Gear management adds a workload layer during approach and departure that does not exist in fixed-gear aircraft. Know the gear extension speed, and confirm gear position before every approach. The DPE will almost certainly ask how you verify gear position and what indications you have of a gear-up condition.

No vacuum system. The G1000 uses a solid-state AHRS (Attitude and Heading Reference System) and an ADC (Air Data Computer) in place of vacuum- driven attitude and directional gyros. There is no vacuum pump. Understanding the AHRS and ADC failure modes — and what standby instruments remain if either fails — is a required knowledge area for the checkride.

• IO-550 fuel injection: no carb ice; understand hot-start and vapor-lock procedures
• Retractable gear: confirm position before every approach; know gear-up indications
• No vacuum system: G1000 AHRS and ADC replace vacuum AI and DG entirely
• Dual electrical bus: main bus and essential bus; load-shedding procedure for alternator failure
• Pitot heat required for flight in icing conditions per 14 CFR 91.205(d) — same rule as any IFR aircraft

What does the Garmin G1000 avionics suite include in the G36?

The G1000 in the G36 Bonanza is the same hardware family used in other Garmin- equipped singles and light twins. The Primary Flight Display (PFD) on the left presents attitude, airspeed, altitude, vertical speed, HSI, and flight director commands. The Multi-Function Display (MFD) on the right shows the moving map, engine instruments, traffic, terrain, and datalink weather. Both screens share the same sensor and database inputs.

The GIA 63W integrated avionics unit provides communication and navigation radio functions plus the WAAS GPS receiver. The GRS 77 provides AHRS data. The GDC 74A processes pitot-static inputs as the ADC. The GDU 1040 display units render PFD and MFD functions. The GFC 700 Flight Control System couples the autopilot directly to the G1000 flight director for approach-coupled operations including GPS and ILS.

For LPV approaches, the G1000 must annunciate LPV on the PFD — not LNAV+V — for the lower decision altitude to apply. If the system annunciates LNAV+V, vertical guidance is advisory and LNAV minimums govern. Know the distinction; DPEs test this directly.

What are complex and high-performance IFR considerations unique to the G36?

Beyond the endorsement requirements, the G36's complexity introduces several IFR-specific operational considerations that a DPE will probe.

Gear extension management on approach. You must extend the gear at or below the gear extension speed and confirm three green (or the equivalent indication in your specific aircraft) before committing to the approach. A distraction-induced gear-up landing is a real accident category for retractable-gear singles. Build a consistent gear check into every approach briefing.

Climb performance with a full load. The G36 is a heavier, higher- performance aircraft than typical training singles. At maximum gross weight or on a hot, high-density-altitude day, climb gradient on a missed approach may be a genuine constraint. The DPE may ask how you verify you can meet a published missed approach climb gradient before committing to an approach. You must reference the climb performance charts in your aircraft's POH for that answer — no generic number suffices.

Electrical load management. The G36's dual-bus electrical system means an alternator failure requires a deliberate load-shedding procedure to preserve essential avionics on the essential bus. Know which avionics are on the main bus versus the essential bus, and be prepared to state which items you would shed first to extend battery endurance in IMC.

• Gear check on every approach: confirm three green (or aircraft-specific indication) before final
• Missed approach climb gradient: verify aircraft can meet published gradient from POH charts — do not estimate
• Alternator failure in IMC: shed main-bus loads in order of priority; preserve essential avionics
• AHRS failure: attitude flag on PFD; transition to standby attitude indicator
• Database currency: G1000 database expires on AIRAC cycle — expired database prohibits GPS approaches

What are common DPE oral questions for the G36 Bonanza?

DPEs examining G36 applicants focus on the endorsement requirements, the elimination of the vacuum system, the fuel-injected engine, and electrical system management — topics that distinguish the G36 from the simpler fixed-gear aircraft most applicants trained in initially. The following questions are representative of what you will face under ACS task area II (aircraft systems and equipment).

• "Show me your complex and high-performance endorsements in your logbook."
• "What defines a complex aircraft under the FARs, and does the G36 qualify?"
• "Your aircraft has more than 200 horsepower. What endorsement does that require, and under what regulation?"
• "Walk me through what happens to your flight instruments if the AHRS fails in IMC."
• "The G36 has no vacuum system. What generates your attitude and heading information?"
• "Your alternator fails in IMC. What is your electrical load-shedding procedure?"
• "How does fuel injection differ from a carbureted engine in terms of IFR risk?"
• "What indications do you have if a main gear leg does not extend and lock?"
• "Describe your gear check procedure on approach. When do you extend, and how do you confirm gear is down?"
• "Your G1000 annunciates LNAV+V instead of LPV on final. Which minimums apply?"

Prepare declarative, regulation-referenced answers to each. For the endorsement questions, be able to cite the specific paragraph of 14 CFR 61.31 — not just the concept.

Practice Questions

Frequently Asked Questions

Q: Does flying the G36 Bonanza require a high-performance endorsement?

Yes. The Continental IO-550-B produces more than 200 horsepower, so a high- performance endorsement from a CFI is required under 14 CFR 61.31(f) before you may act as PIC. The endorsement must be logged in your pilot logbook and is a prerequisite the DPE will verify at checkride.

Q: Why does the G36 Bonanza require a complex aircraft endorsement?

The G36 has retractable landing gear, a constant-speed propeller, and wing flaps — all three features that define a complex aircraft under 14 CFR 61.31(e). Acting as PIC of any complex aircraft for the first time requires a one-time endorsement from an authorized instructor. The DPE will confirm you hold both the complex and high-performance endorsements.

Q: Does the G1000-equipped G36 Bonanza have a vacuum system?

No. The Garmin G1000 uses a solid-state AHRS and ADC to replace vacuum-driven attitude and directional gyros. There is no vacuum pump in the G1000 G36. Understanding this distinction — and what standby instruments remain available — is a required knowledge area for the checkride.

Q: What autopilot does the G36 Bonanza G1000 use?

The G1000-equipped G36 Bonanza uses the Garmin GFC 700 Flight Control System, which integrates directly with the G1000 PFD flight director. The GFC 700 supports altitude pre-select, vertical speed mode, and approach-coupled modes including GPS and ILS. It is more capable than the older KAP 140 found in earlier Beechcraft installations.

Q: Can the G36 Bonanza G1000 fly LPV approaches?

Yes, provided the G1000 installation includes a WAAS-capable GPS receiver. With WAAS active and the navigation database current, the G1000 can fly LPV approaches with decision altitudes comparable to a Cat I ILS. The system must annunciate LPV on the PFD — not LNAV+V — for the lower LPV minimums to apply.

Q: What is the IO-550 fuel system, and why does it matter for IFR?

The Continental IO-550 is fuel-injected — there is no carburetor and no carburetor heat control. Fuel injection eliminates carburetor ice risk but introduces the possibility of vapor lock on hot restarts. The DPE may ask about engine start procedures and fuel system abnormals specific to a fuel-injected engine.

Q: How does the G36's dual electrical bus affect IFR operations?

The G36 has a main bus and an essential bus. In the event of an alternator failure, load shedding onto the essential bus preserves avionics critical to IFR flight. Know which avionics are on each bus and what to shed first — this is a common DPE oral question about electrical system management in IMC.

Q: Is a VOR check required in the G36 Bonanza G1000?

Yes, if you plan to use the VOR receivers for IFR navigation. Under 14 CFR 91.171 , VOR equipment used for IFR must be checked within the preceding 30 days. The G1000 includes integrated VOR receivers; the 30-day check requirement applies regardless of whether GPS is the primary navigation source.

Sources

• 14 CFR 61.31 — Complex and High-Performance Aircraft Endorsements
• 14 CFR 91.205 — Instrument and Equipment Requirements
• 14 CFR 91.171 — VOR Equipment Check for IFR Operations
• 14 CFR 91.411 — Altimeter System and Altitude Reporting Equipment Tests
• 14 CFR 91.413 — ATC Transponder Tests and Inspections
• FAA Instrument Flying Handbook (FAA-H-8083-15B)
• FAA Instrument Rating ACS (FAA-S-ACS-8C)
• Garmin G1000 Integrated Avionics System — Product Overview
• AC 90-100A — U.S. Terminal and En Route Area Navigation (RNAV) Operations

This article was researched from FAA primary sources (ACS, FAR/AIM, Advisory Circulars, Instrument Flying Handbook) and Garmin G1000 official documentation, citing current 14 CFR Part 61 and Part 91 — drafted by MockDPE. V-speeds, specific fuel flows, and POH performance numbers are not cited here — they vary by aircraft year and serial number and must be sourced from your specific aircraft's POH. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.